英文交通词汇与术语释义

1、英文交通词汇与术语释义目录 A错误!未定义书签。 A rterial误!未定义书签。 A u tomated Vehicl e Idenli f ic a lio n (AV I 2错误!未定义书签。 Average An n u a 1 Daily Traf f i c ( AA DT)错洪！未定义书签. Averag c D a ily T r af f io错误!未定义书签。 A ve r a g c Weekday D ai 1 y T raffi c (AW D T)错误!未定义书签。 B错误!未定义书签。 Benefit/Co s t ( B / C)ra t io 错误!未定义书

2、签。 Bottleneck。错溟!未定义书签。 C错课!未定义书签。 C a pacit y。错误!未定义书签。 Cate gori c al Exclus i o n。错误!未定义书签。 Centra 1 Business Di stric t ( C B D)。错误!未定义书签。 C hangeable Message Sign (CM S )错误！未定义书签. C o 1 lec t or D istr i butor (C D)错误!未定义书签。 Commuter Ra i 1 (CR)错误!未定义书签. C ong c sti o n / D e ma n d Manag e men

3、t (C D Mh错误!未定义书签. C o nge s t ion Manage ment S y st e m (CMS)、错误!未定义书签。 Con g es t i on Mit i g ation and Air Q u al i ty ( C M A Q) improvement prog r a nv 错误! 未定义书签。 Cong c s tion Pr i ci n g错误味定义书签。 Co n t r o 1 o f A cce s s (C 0 错误!未定义书签. C r iti c al Movement A n alysis (C M A)错误!未定义书签。 6错误!

4、未定义书签。 De s ign Hour Volume (DHV)。错误!未定义书签. Dire c tional Desi g n Hour V o lum e (DDH V)错误!未定义书签. Dr a ft Envi r o nmen t al Im pact Sta t emen t (D E I S)错误!未定义书签。 E，错误!未定义书签。 Enviro n ment a I As s ess ment (E A 卜错洪!未定义书签. Env i ronmen t a I Im p act S t al c ment (EIS) 错误!未定义书签。 Envi r on men t

5、a 1 Pro t ecti o n Agency ( EP A )错误!未定义书签。 E x p r essw a 错误!未定义书签。 F错误!未定义书签。 Feas ibility Study 错误!未定义书签。 Federal H i g h w ay Admi n i s tr ation (FHWA)错误!未定义书签。 Fe d eral Tr a nsit A dmini s t r ation (FT A 错课!未定义书签. F i n al E n vir o nine n t a 1 ImpactSta t eme n t(FEIS)错误!未定义书签. Flex i ble

6、0 perat i onal Capa b il i (y。错误!未定义书签。 Fre e way错洪!未定义书签. Fro nt a ge road错误味定义书签。 G错误!未定义书签。 G rads错课!未定义书签。 Gr a d e Se p a r at i o n错误味定义书签。 H错误!未定义书签。 Hi g h 0 ccupancy Vehicle ( HOV)错误!未定义书签。 High Occu p ancy Ve h i cle (H0 V) Lans错误!未定义书签。 High Sp c ed R a i 1错误!未定义书签。 Highw a y A d vi s o r

7、 y Radio (HARh错误!未定义书签. Hour 1 y Volume (HV)。错课!未定义书签. I错误!未定义书签。 Inc i d ent错误!未定义书签. In t ellig c nt Transpor t ation S yst c m (ITS) 错误!未定义书签. Inte 1 li g ent Veh icle High way Systems (I V HS) 错误！未定义书签。 Inter mo d al Su r face T ransp o r t a tion E f fic i e n cy Act (1ST E A )1 h I n t e r m o

8、 d a 1 T ra n s p o r tation-错误!未定义书签。 I niermo d alism、错误!未定义书签。 K错误!未定义书签。 KF a ctor错误!未定义书签. L错误!未定义书签。 Lev c 1 Of Ser v ice(LOS错误!未定义书签。 Light Rail Trans i t (LRT) o r L i g h t Rail错误!未定义书签. 错误!未定义书签。 M a j or Inv c stment S tu d y (MIS) 14 Measures 0 f Effec t ive n c ss (MO E )错误!未定义书签. Me t

9、ropo I i t an Pla n n i ng O r ganization (MPO)错误!未定义书签。 N。错误!未定义书签。 Nati o nal H i g hway Sy s t c m (NHS“错误!未定义书签。 National T ranspo r t a lion S y st e m (NTS)。错课!未定义书签. Non-attainment a r eas错误!未定义书签。 Nori h American Fr e e Trad c Agre c m c nt ( N A FTAh错误!未定义书签。 Notic c Of I nt c nt (NOIh错谋!未定

10、义书签. P错误!未定义书签。 Park and P o ol (P req u i r eth erelocat i on of significant num b e rs of p e ople; ha ve a sig n if i ca nti mpa c t o n any natural, cultur a 1 , recreationa 1, histori cor otherr eso u rc e; inv o 1ves i g nif i c a nt air, no is e ,o r wa t e r qualit y impac ts; ha v esi gnifi

11、 cant i mpa c tso nt ra v e 1pa t terns ; or o th e r w ise, either indi vid u al 1 yor cumulat i v e 1y, ha v ean y sign if ica ntenv i ronment a 1 impac t s Central Bus i nes s Dis t rict (CBD) The downt o wn re t a il trade an d c o mme r c i al area o f a cit y or an ar e a h a v i ng h i g h 1

12、a n d v alues, tr a ffi c f lo w , and cone e nt r ation of re t a i 1 bus i ne s s o ff i ce s , ente r tainm e nt, lo d gi n g, a nd services. Cha n ge a b I e Mess age Sign (CMS) A CMS is us e d to advise dr i ver s of t raf f ic or road w aye o n d i t ions a h e ad and, in some cases, r ecommen

13、 d alternate rout e s. The CM S a 1 so reduces d r iv e r f ru s tra t ion by provid i n g ad van c e warning. A CM S i s also r e ferred to as a Variab 1 e Message Si g n (VMS). Coll e cto r D istrlbu tor (CD) A C D f r eeway s y stem separates local and thro ugh traffic b y use of C D roadwa y s a

14、nd throug h r o adw ays road w ayM) The C D roadway i s 1 oc a t e d s and a fro n t a g e road or 1 o cal st r e e (Hmain lanes” or core b etween t h e main lane system. On t h e ma i n 1 a n es, r affic f low i s im p roved since w e aving i s i minated a nd a ccess p o in t s ar e reduce d ； t he

15、 CD ro a d w a y pro v i d e s nee ded freewa y access p o i n t s A C D r o ad w ay i s d i fferen t from a f r ont age r o ad because a c cess to adj acen t prop e rti e s i s n ot perm i t t e d A C D r oad way can c o mp 1 ement an existing frontage r o ad s ystem by inc 1 u s ion o f r a mps co

16、n nec t i ng t h e CD roa d w a y to the fronta g e road; the front a ge r o ad i s t h e n be t t er a b le to h a n dl e traffic a ccessing adjacent p r o pe r ties. For t r a f fic t r av e 1 i ng bet w e e n a free w ay s y s tern and more distant p oints, Hdire c t c o nnect M ramps can be use

17、d to n di r e ctl y c o nne c t th e CD r o ad w a y toma j or t h oro u ghfares (leadin gto m ajortr a ffic generat i o n a re a s)and,there b y, b y pass f r ontageroads or local s treets a d jace n t to the free way. T h is C D roadw a y an d di r e ct connect ram p a r r angem e nt elim in ates

18、m e r ging and weaving movement sthat woul d oth e rwise occurb e tween the f reew ay , frontage r o ad, and loca 1 r o ads. Dur ing peakt r a f fic, th i s ar ra ngem e nt c a n p rovi d e t he added ben e fi to f k e eping open tho s e sectio ns offr e eway la n e s approachinge x itr amp s since

19、g r eate rs to r ag e 1 eng t hfor exiting t r a ffic q ue u es(lines o f vehicleswaitin g t h ei r t u rn)i s made; increased queues t or a g e is m adeb y the gr e a t er le n g t h of t h e d irect co n n e c t ramps, the reduction of t ur b ule n ce in the queue (n o a c cess t o adjac e nt prop

20、 e rty), and t h e relocat i on of the queu e away from, ins t ead of par alle 1 w ith th e f r eeway. A CD s y s t em with direct conn e ct ramps can prom o t e i n term o dali s m s i nee it pro v i d es for e a s ier mov e ment of tr a n s i t veh i c 1 e s 1 ik e buses B use s can easily t r ave

21、l di r e c t 1 y be t w e en t h e C D ro a d way and loc a 1 s t ree t s withou t h aving t o merge a n d w e ave on a nd off of f rontag e roa d s. The CD r oadway* s operating speed is gener a 1 ly lo w e r than them ain lanes since t h e CD r oadw a y has more en t r a nee an d exit a r e as It

22、i s worth n o tin gth a taf reeway7 s o ptim al tr affi cca r r ying capac i t y occur s a ta round45mp h .B e ca u se o fthis1 o w er opera ting s p e ed, the CD roadw a y m a y be desi g ned wi t h a lower design s p eed which a 1 lows f or more f 1 exib 1 e desig n. In g en e r a 1 , a f r eeway

23、s y ste m withh igh tr affic v o 1 umes,inaci t y- t yp ea rea, can ha v e i tsovera 11 tr a f fi cc a rry i n g cap acity and flow o per a t ions imp r o ved by use o f a C D s y s tem . CD sy s terns are curr e nt 1 y in op erat i o n i n sev e ral cities a c ross t h e n ati o n. C ommuter R a i

24、1 (C R) Commuter R ail is urban pa s s e nger tr a in servic e for sho r t di stance (1 o c al) t rav e 1 betw e en a cen t ral ci t y an d a d j a c e n t s u bu r b s a nd Ion g ha u 1( r e g i onal) passenger se r vi c e b e t we e n c i t ie s It d o es not inc 1 u d e h e avy rail ser v i ce o

25、r lig h t r ai 1 servic e (serv i ng longer d is t anc e s). Commu t er rail s e rvice may b e e i ther 1 ocomotive h au 1 ed o r s e If p rope 1 le d , a nd i s ch a ra c te r i z e d by red u ced fare m u lti- t r i p tic k et s , s p e c ific s t a tio n to-s t at i o n fares, ra i lroad empl o y

26、m ent pra c tices, and u s ua 1 Iy o n 1 y one o r tw o sta t ions in the ce n t ral b u siness d i s t rid. A 1 so known a s n s u b u rban rai 1 I t m a y c r oss the geo g rap h ical b ound a ries of a s tate. Con ges t i on/ D e mand Manage m e n t (CD M ) S ee T ra n sp o nation Dem and Ma n ag

27、e men t and Congestion Ma n agement S y stem . Con g estio n M a nagement Sy s tem (CMS) A s y s tem a t i c p ro c ess which provide s info rm a tion o n tr a n s p ortation sy s tem performance and altern a t ive stra t egies to al 1 evi a te co n g esti o n and enhan c e th e mob i lity of person

28、s and g oods A CMS inc 1 ud e s met h ods to moni t or an d evalu a te per formance, id e ntify alt e rnative a ct i o n s, a c c ess a nd imp 1 e me n t co s t- e f f e c t iv e a cti o ns, and ev a luat e the e f fectivene s s of i mpleme n ted ac t i o ns. Cong e stion Mitigat i on an d Air Quali

29、t y (C MAQ) i m prov e m e nt prog r am A s p e ci a 1 p r ovision of the I S T E A th a t direc t s funds t owards p rojects in C lean Ai r Act Non -At t ai n me nt areas f or o zone and carbon mon o xid e Conges t ion P ri c ing The po 1 i cy of ch a r ging drive r s a f ee t h a t va r i e s with

30、 t h e 1 ev e 1 of traffi co n a conge s ted roadway. Co n g est i on p r i cing is designed t o a II o ca t e roa d w a y s p ace i n a m o re e f fic i e nt man n e r C o ngestion pricin g i s al s o known as relief toll ing, v ar i a ble p r icing, and roa d pri c ing C ontrol of Acces s (COA) Th

31、 i s is a Iso r e f er r e d t o as acce s s control. COA i s the r e g u 1 a t ed 1 i mi t at i o n of a c cess an d is a c hieve d b y regul a ti o n o f publ i c access r igh t s i n to (ingress) an d ou t of (egr e ss) properties abut ting a r o a dw a y. Ther e are tw o types: full control of a

32、cces sa nd p artialc on t rolof access Also, t h er ea red riv e w a y and ap p r oa c h control regul a tio ns On a roadw a y wit hful 1 COA, pre f ere n ce is g iv ento t he m o veme n t of throughtraffic by pr o viding a ccesscon n ect ionso nly with s e lect e d p ublicroa ds , b y p roh i bitin

33、gcr o ssings atth esame gra d e,and b y p r ohibiting di r ect pr iv a ted r ive wayconnection s .Ona roadway withp artial COA, preferen c e is g i ven to t hrough tr a ff i c; how evert here may be a c ce ss connecti o nswiths ele cte dp ubl i c r o a ds,cr oss in gs att h e same grade,a ndprivat e

34、dri vewa y co n n e ction s . Fu 1 1o r partial a c cess con t rol is usuall y ac c omp 1 i sh e d b y legally obt a ining r i g htofaccess f rom the abut t ing p roperty o w ner s o r by t h e use of fr o nta g e roads Critic a 1 Movement A n alysis (CM A) For signalized inter s e c t i on s , CMA

35、focuses on i an e g r o ups or movements whic h contr o 1 s i gna 1 req u ire me n ts. CMA focu s e s o n the ide n tif i cati o n a n d p rovision o f ca p a c i ty f o r sue h f lows c alle d c r iti c a 1 m ovements CMA is a 1 so u s ed in cap a ci t y an a 1 y sis. D Desi g n Hour Volum e (DH V

36、) T y p ical 1 y, the DH V i s the th i rti e t h high e s t hourly t raff i c volume f or the desig n year, c onunonl y tw e nty y e ars from th e tim e o f co n s tr u c t io n. The DHV i s gi v en in uni t s o f v e h i c 1 e s per h our. D i r e ct i onal Desig n Hour V o I ume (DDHV) Typi c all

37、y, the D D HV is the thirti e th high e s t h o urly t r a ffic v olum e in one direc t ion fo r the desi g n year, c ommonly twent y years f r o m the time of construction. D D HV is g iven i n un i t s of vehic 1 es pe r h our. Dra f t Environm e nt a 1 Impa c t Stat e ment (D EIS) An en v ironmen

38、tal d o cument that is p r epared w hen it is in i t iall y det e rmine d that t he action/pr o je ctmay c a us e signif i c antimpa c t s to t h e e n v i ronme nt, whenenvi r onmental stu d ies andearly coordination ind i ca t es ignifican timpacts, orw h e n r e viewo f the envir o n m e nt a 1 a

39、s sess me n t indica t es tha tthe i m p ac tsanti c ipa ted t o r e su 1 tfr o m th eproje ctm a y be si g n ific a nt The DE I S com p ar e s all re a s o n a blea lte r na t i v e s to t he p ro p os e d p r oje c t an d sum m a r i z e s the studies, reviews, c ons u 1 t a t i ons, a nd c oordin

40、ati on require dby 1egi s 1 a t i o na nd Executive Or d ers t o the e xtentappr o p r ia te atthe d r a fts ta g e i n the envi r o n me n t a 1 process This documen t lists a 1 1 enti t ies from which com ments are b e i ng req u e s t ed E En v ironmen t a 1 Assessmen t (EA) A doc um e nt tha t a

41、ssess e s a n acti o n t ha tisnot acate go r i cal excl u sion and does not clearly re q uire t heprepa rationof an e nviro n menta 1 im pact stat e men t (EIS), or w h er e the Fe d eral Highw a y A d mini s t r a tion believes an e n vironme n tai asse s s ment wo u Id assi st in d ete r minin g

42、the n e ed f o r an EIS. En v i r onmental Impa c t S t atem e nt (E IS) An environme n t a 1 d oc u ment t h at i s re q ui r ed w h e n an action t ha t will s igni f ican t ly affect t he e nvir o nment. Envir o n m e nta I Pro tection A g ency (EPA) A Fed era 1 age ncy c h arged w i th protect i

43、 n g the natural r e s o u rces on the nation. Exp ressway An e xpr e ssw a y i s a di v i d ed highway f acil i t y usu a Uy having t w o o r mor e lanes for t h e ex c lusive use of t r a ffic in each direction and p a r t i al contr o 1 of ac c e ss (as o p pos e d to a fr e eway wh i ch has f u

44、II contro 1 of a c c ess). F F e asib i lity St u d y A study about a pro j e ct* s f e as i b i lity wh i ch is summ a rized in a d ocument. The study a d dres s es i s s u es i nc 1 u d ing the p r ojec t *s benefit s, costs, e f f ec t i v ene s s , a lternatives co n s idered, anal y sis of alte

45、 r na t i v e selection, en v i ronmenta 1 effects, public o p inion s , an d other f a ctors T h e fe a s i b il i t y stu d y for ma j or pr o jects inv o lving F e d e r al funds was r e placed unde r t h e I n t e rmod a 1 Surf ace Tr a nsporta tion Eff i cienc y A ct b y the Maj o r Inv e stm e

46、 nt Stu d y F ed e r al H igh w a y A d mini s tratio n (F H WA) Th e federalage ncy r esponsib 1 e for t he a dministr a t i o n of feder a 1 highway fund s FH W A does not have a d irect r o le or r esponsi b i 1 i t i e s i n the development o f urba n tr a n s p ortat i on plan s or their de v e

47、 lopment. H owe v er, the i r r o le i s admin i s t ration of fe d era 1 f unds a nd in th e i s su a nc e of po 1 ic y and procedur e time t a b les for implemen t a tion of f e der a 1 legis 1 a t ive dir e c ti v e s i s immen s e. F e der a 1 Tran s i t Admini str ation ( F TA) T h e F T A was

48、formerly as the U r ban Ma s s T ra n sp o r t a t i on Ad m i n istrati o n. It o pera t es unde r the au t h orit y of the F e deral Tra n s it A ct. The F T A w as e s t ab 1 i s hed a s a c ompo n en t of t h e US Department of Transportat i on- F i nal En v i ronme n t a 1 Impact Stat e me n t

49、(FEIS) An e nvir o n menta 1 docu m e n t tha t i s prepared fol 1 owing th e Draft E n viro n ment a I I mp a c t S tatem e nt (DEIS), whi c h i nclu d e s the results o f the publ i c in v o lvementp roc essa n dag e ncyi nput o n th e DEIS This docum e nt s u m mar iz es the substan t iv e comme

50、n ts on s ocial, e conomic, en v i r onmentaU and e n gineering i s s ues m a d e a s a result of th e publi c i n volvement pro cess, and do c uments c ompli a n c e wit h requ i rement s of all app 1 i cableen viro n mental1 a ws, E x ecu t iv e O r d e rs, and o t he rrelat e drequ irem e nts. F

51、le x i b I e Opera tio nal Capa b i lity al 1 o ws th e d i re c tio n 1 a ne s to c h an g e t o ac c omm o d a te uneven t r af f ic flow. For exampl e , dur i ng an evacuation, 7 n ort h bound la n es can b e creat e d for evac u e e s and 1 southbound Ian e for e m e rg e nc y v eh i cles. Fr e

52、ew a y A divided high w ay facili t y having t wo o r more la n es for the exc 1 usi v e use o f t r aff i c in eac h directi o n a n d fu 1 1 con t r o 1 of ac c es s The f reeway i s t h e only t ype of high way i ntend e d to p r o vi d e c o m p lete Hunint err uptedH f 1 o w. Fro n tag e ro a d

53、 A nar t eri a 1t yp eroa d way t h atpa r a 1 I e Isa majort ransp o rt a ti on fa c il i t ysucha s a f r eew ay.It se r v e sto co11 ect a nd distribut e traffi c along the major faci 1 i t y wi t ho u t imp e ding flow al o ng th efr e eway.Front age roa d s a realso referredtobythe p u blic as

54、Mac cess,” Hfe eder, Ha nd H s er v iceroa d s. Gra d e The slop e (ratio of ch a nge in e I evation to c hange in d i s t a nee ) of a roa d way ty p i c a 1 ly given in pe r cent. For e xample, a 2% grade r epres ents2 f eet of elevat ion ch a n g e over a 100-foot distan c e Grade S ep a r a tion

55、 Avert ical separati o n b e t w een inters e cting roads o r railroad t racks O ne fa c i lity travels o ve r the o ther via a n overpa s s or o t her st H Hig h Oc c upa n cy V e hi c le (HOV) V e h icle s h av i ng more t ha n on e occupant. Exam p les inclu d e car poo Is, vanpools, buse s , an

56、d mi ni-bu s e s Transpor t ati o n s ystems may enc o u rage H OV use by having d esignated HO V lanes. Hi g h Occupancy V e h I c le (HOV) La n e Hig hOccu p anc y Ve h i cle L ane. Ex c1usive road o rt raff i c 1 an e limited to buse s , v anp ools, c a r p ooIs, emerg e ncy vehicles, a nd i n so

57、m e cases, s i ng 1 e o cc u pant motorcyc 1 es. H 0 V 1 a ne s typi c al 1 y h ave higher operating s peeds an d lower traffic v olumes than adj acentgen eralpu r pose1 a n es. HO V1 a nes have proven to b e succes s fulin ma j or metrop olitan a r e asacros s theUS； h o w ever, the i r fu 1 1 e f

58、fee tive n ess i s u s uall y not rea 1 ize d u ntil a bout one to two yea r s a ft e r implementa t io n . High Spe e d Ra i I A ra i 1 s er v i ce hav i ng t he cha r act e r istics o f i nterci t y r a il s ervice w h ich oper a tes prim a rily on a d edicated gui deway o r track no t used, for t

59、he most par t , by f r eigh t , i n clud i n g , but n o t 1 i mited t o , t r ains on we 1 de d r ail, magnet i c ally I e vita ted (MAGLEV ) v chicle s o n a spec i al g u i d eway, o r othe r a d v a need tec h no 1 o g y v e hi c les, designed t o trav e 1 at s peed s in ex c e ss o f those poss

60、i b le on other types o f railro a ds. H i g li S p e e d Rai 1 ha s e xclusive right o f way an d ser v es den s e 1 y tr a v eled c o rr i do r s a t spe e ds of 1 2 4 mi 1 es per hour and g r e a ter. H i ghway Adv! s o ry Rad i o (HAR) A radi o s t ati o n w h ich b ro a d c a sts h i ghway cond