土木工程道路桥梁施工质量管理中英文献

土木建筑工程工程管理毕业论文中英文资料外文翻译文献土木建筑工程工程管理中英文资料外文翻译文献Abstract:To study the application of continuum structural topology optimization methods to real engineering structures,an optimization method for an optimal topology design of multistory steel frame bracing systems is presented.On a sensitivity analysis,an element removal criterion for continuum structures with stress and multi-displacement constraints under multiple lateral loading conditions is proposed.A concept of mean thickness of a design domain is provided to ensure the reasonableness of optimal results.In the proposed optimization method,the optimal design of an unbraced steel frame without displacement constraints is performed firstly,and then the optimal topology of a bracing system for the multistory steel frame considering displacement constraints is obtained by using evolutionary structural optimization and the given removal criterion,and finally the optima layout of the bracing system is interpreted as bracing members.An example of 3-bay 12-story plane steel frame shows that it is effective for the given optimization method in the optimal design of bracing systems for multistory steel frames.Key words:steel frame;bracing system;continuum;topology optimization;evolutionary structural optimization2.1 Reinforced ConcretePlain concrete is formed from a hardened mixture of cement ,water ,fine aggregate, coarse aggregate (crushed stone or gravel),air, and often other admixtures. The plastic mix is placed and consolidated in the formwork, then cured to facilitate the acceleration of the chemical hydration reaction lf the cement/water mix, resulting in hardenedword文档可自由复制编辑concrete. The finished product has high pressive strength, and low resistance to tension, such that its tensile strength is approximately one tenth lf its pressive strength. Consequently, tensile and shear reinforcement in the tensile regions of sections has to be provided to pensate for the weak tension regions in the reinforced concrete element.It is this deviation in the position of a reinforces concrete section from the homogeneity of standard wood or steel sections that requires a modified approach to the basic principles of structural design. The two ponents of the heterogeneous reinforced concrete section are to be so arranged and proportioned that optimal use is made of the materials involved. This is possible because concrete can easily be given any desired shape by placing and pacting the wet mixture of the constituent ingredients are properly proportioned, the finished product bees strong, durable, and, in bination with the reinforcing bars, adaptable for use as main members of any structural system.The techniques necessary for placing concrete depend on the type of member to be cast: that is, whether it is a column, a bean, a wall, a slab, a foundation. a mass columns, or an extension of previously placed and hardened concrete. For beams, columns, and walls, the forms should be well oiled after cleaning them, and the reinforcement should be cleared of rust and other harmful materials. In foundations, the earth should be pacted and thoroughly moistened to about 6 in. indepth to avoid absorption of the moisture present in the wet concrete. Concrete should always be placed in horizontal layers which are pacted by means of high frequency power-driven vibrators of either the immersion or external type, as the case requires, unless it is placed by pumping. It must be kept in mind, however, that over vibration can be harmful since it could cause segregation of the aggregate and bleeding of the concrete.Hydration of the cement takes place in the presence of moisture at temperatures above 50°F. It is necessary to maintain such a condition in order that the chemical hydration reaction can take place. If drying is too rapid, surface cracking takes place. This would result in reduction of concrete strength due to cracking as well as the failure to attain full chemical hydration.It is clear that a large number of parameters have to be dealt with in proportioning a reinforced concrete element, such as geometrical width, depth, area of reinforcement, steel strain, concrete strain, steel stress, and so on. Consequently, trial and adjustment is necessary in the choice of concrete sections, with assumptions based on conditions at site,word文档可自由复制编辑availability of the constituent materials, particular demands of the owners, architectural and headroom requirements, the applicable codes, and environmental reinforced concrete is often a site-constructed posite, in contrast to the standard mill-fabricated beam and column sections in steel structures.A trial section has to be chosen for each critical location in a structural system. The trial section has to be analyzed to determine if its nominal resisting strength is adequate to carry the applied factored load. Since more than one trial is often necessary to arrive at the required section, the first design input step generates into a series of trial-and-adjustment analyses.英语学习土木建筑工程工程管理毕业论文中英文资料外文翻译文献The trial-and –adjustment procedures for the choice of a concrete section lead to the convergence of analysis and design. Hence every design is an analysis once a trial section is chosen. The availability of handbooks, charts, and personal puters and programs supports this approach as a more efficient, pact, and speedy instructional method pared with the traditional approach of treating the analysis of reinforced concrete separately from pure design.2.2 EarthworkBecause earthmoving methods and costs change more quickly than those in any other branch of civil engineering, this is a field where there are real opportunities for the enthusiast. In 1935 most of the methods now in use for carrying and excavating earth with rubber-tyred equipment did not exist. Most earth was moved by narrow rail track, now relatively rare, and the main methods of excavation, with face shovel, backacter, or dragline or grab, though they are still widely used are only a few of the many current methods. To keep his knowledge of earthmoving equipment up to date an engineer must therefore spend tine studying modern machines. Generally the only reliable up-to-date information on excavators, loaders and transport is obtainable from the makers. Earthworks or earthmoving means cutting into ground where its surface is too high ( cuts ), and dumping the earth in other places where the surface is too low ( fills). Toreduce earthwork costs,the volume of the fills should be equal to the volume of the cuts and wherever possible the cuts should be placednear to fills of equal volume so as to reduce transport and double handlingof the fill. This work of earthwork design falls on the engineer who lays out the road since it is the layout of the earthwork more than anything else which decides its cheapness. From the available maps ahd levels, the engineering must try to reach as many decisions as possible in the drawing office byword文档可自由复制编辑drawing cross sections of the earthwork. On the site when further information bees available he can make changes in jis sections and layout,but the drawing lffice work will not have been lost. It will have helped him to reach the best solution in the shortest time.The cheapest way of moving earth is to take it directly out of the cut and drop it as fill with the same machine. This is not always possible, but when it canbe done it is ideal, being both quick and cheap. Draglines, bulldozers and face shovels an do this. The largest radius is obtained with the dragline,and the largest tonnage of earth is moved by the bulldozer, though only over short distances.The disadvantages of the dragline are that it must dig below itself, it cannot dig with force into pacted material, it cannot dig on steep slopws, and its dumping and digging are not accurate.Face shovels are between bulldozers and draglines, having a larger radius of action than bulldozers but less than draglines. They are anle to dig into a vertical cliff face in a way which would be dangerous tor a bulldozer operator and impossible for a dragline. Each piece of equipment should be level of their tracks and for deep digs in pact material a backacter is most useful, but its dumping radius is considerably less than that of the same escavator fitted with a face shovel.Rubber-tyred bowl scrapers are indispensable for fairly level digging where the distance of transport is too much tor a dragline or face shovel. They can dig the material deeply ( but only below themselves ) to a fairly flat surface, carry it hundreds of meters if need be, then drop it and level it roughly during the dumping. For hard digging it is often found economical to keep a pusher tractor ( wheeled or tracked ) on the digging site, to push each scraper as it returns to dig. As soon as the scraper is full,the pusher tractor returns to the beginning of the dig to heop to help the nest scraper.Bowl scrapers are often extremely powerful machines;many makers build scrapers of 8 cubic meters struck capacity, which carry 10 m 3 heaped. The largest self-propelled scrapers are of 19 m 3 struck capacity ( 25 m 3 heaped )and they are driven by a tractor engine of 430 horse-powers. Dumpers are probably the monest rubber-tyred transport since they can also conveniently be used for carrying concrete or other building materials. Dumpers have the earth container over the front axle on large rubber-tyred wheels, and the container tips forwards on most types, though in articulated dumpers the direction of tip can be widely varied. The smallest dumpers have a capacity of about 0.5 m 3, and the largest standard types are of about 4.5 m 3. Special types include the self-loading dumper of up to 4 m 3word文档可自由复制编辑and the articulated type of about 0.5 m 3. The distinction between dumpers and dump trucks must be remembered .dumpers tip forwards and the driver sits behind the load. Dump trucks areheavy, strengthened tipping lorries, the driver travels in front lf the load and the load is dumped behind him, so they are sometimes called rear-dump trucks.英语学习土木建筑工程工程管理毕业论文中英文资料外文翻译文献(2)2.3 Safety of StructuresThe principal scope of specifications is to provide general principles and putational methods in order to verify safety of structures. The " safety factor ", which according to modern trends is independent of the nature and bination of the materials used, can usually be defined as the ratio between the conditions. This ratio is also proportional to the inverse of the probability ( risk ) of failure of the structure.Failure has to be considered not only as overall collapse of the structure but also as unserviceability or, according to a more precise. Common definition. As the reaching of a " limit state " which causes the construction not to acplish the task it was designed for. There are two categories of limit state :(1)Ultimate limit sate, which corresponds to the highest value of the load-bearing capacity. Examples include local buckling or global instability of the structure; failure of some sections and subsequent transformation of the structure into a mechanism; failure by fatigue; elastic or plastic deformation or creep that cause a substantial change of the geometry of the structure; and sensitivity of the structure to alternating loads, to fire and to explosions.(2)Service limit states, which are functions of the use and durability of the structure. Examples include excessive deformations and displacements without instability; early or excessive cracks; large vibrations; and corrosion.Computational methods used to verify structures with respect to the different safety conditions can be separated into:(1)Deterministic methods, in which the main parameters are considered as nonrandom parameters.(2)Probabilistic methods, in which the main parameters are considered as random parameters. Alternatively, with respect to the different use of factors of safety, putational methods can be separated into:(1)Allowable stress method, in which the stresses puted under maximum loads are pared with the strength of the material reduced by given safety factors.word文档可自由复制编辑英语学习土木建筑工程工程管理毕业论文中英文资料外文翻译文献(3)。

土木工程英文文献Civil engineering is a branch of engineering that deals with the design, construction, and maintenance of infrastructure such as buildings, roads, bridges, airports, tunnels, and water supply systems. It is considered one of the oldest branches of engineering and has a strong influence on the development of society.The focus of civil engineering is to create safe and efficient infrastructure for human use. Civil engineers use a variety of techniques and tools to analyze the requirementsof a project, design the infrastructure, and oversee the construction process. This involves taking into account a variety of factors such as environmental conditions, materials availability, and cost.The field of civil engineering is constantly evolving as new techniques and tools are developed. Many civil engineers today use computer software to aid in the design process, allowing for more accurate and efficient designs. Additionally, new materials and construction methods are being developed that offer greater strength and durability.One area of civil engineering that has seen significant growth in recent years is sustainable design. With concerns about climate change and resource depletion, there has been an increased focus on creating infrastructure that is environmentally friendly and resource efficient. Civil engineers are working to develop designs that reduce energy consumption, minimize waste, and utilize renewable resources.Despite the challenges and complexities of civilengineering, it remains a highly rewarding and important field. Civil engineers play a vital role in shaping the world we live in and improving the quality of life for people around the globe. Whether designing a new building or developing a water supply system, civil engineers work tirelessly to ensure that infrastructure is safe, efficient, and sustainable.。

土木工程行业英文文献综述The field of civil engineering has a rich history and plays a crucial role in the development of modern society. Civil engineering encompasses the design, construction, and maintenance of the built environment, including structures, transportation systems, and infrastructure. This literature review aims to provide an overview of the current state of research and developments in the civil engineering industry.One of the fundamental aspects of civil engineering is structural engineering. Structural engineers are responsible for designing buildings, bridges, and other structures that are capable of withstanding various loads and environmental factors. Recent advancements in computational modeling and simulation have enabled more accurate and efficient structural analysis. Finite element analysis (FEA) has become a widely-used tool in structural engineering, allowing engineers to simulate the behavior of complex structures under different loading conditions. Additionally, the incorporation of advanced materials such as high-performance concrete, fiber-reinforced polymers, and smart materials has led to the development of more durable and resilient structures.Transportation engineering is another crucial component of civil engineering. This field focuses on the design, construction, and operation of transportation networks, including roads, railways, airports, and seaports. With the increasing demand for efficient and sustainable transportation systems, researchers have explored various strategies to improve traffic flow, reduce congestion, and minimize environmental impact. Advancements in intelligent transportation systems (ITS), which utilize technologies such as sensors, communication networks, and data analytics, have enabled real-time monitoring and optimization of transportation networks.Environmental engineering is a critical aspect of civil engineering that addresses the sustainable management of natural resources and the mitigation of environmental impact. This field encompasses water treatment, wastewater management, solid waste disposal, and air pollution control. Researchers have explored innovative techniques for water purification, including membrane filtration, advanced oxidation processes, and biological treatment methods. Additionally, the integration of renewable energy sources, such as solar power and wind energy, into civil engineering projects has become increasingly prevalent.Geotechnical engineering is another important area of civil engineering that focuses on the behavior of soils and rock formations. Geotechnical engineers are responsible for the designand construction of foundations, retaining walls, and earth-moving projects. Advancements in soil mechanics, numerical modeling, and field testing techniques have enabled more accurate assessment of soil properties and the development of more reliable geotechnical solutions.In recent years, the civil engineering industry has also witnessed the emergence of innovative technologies and approaches, such as Building Information Modeling (BIM), which integrates digital representations of physical and functional characteristics of a project into a collaborative platform. BIM has revolutionized the way civil engineering projects are planned, designed, and constructed, leading to improved coordination, efficiency, and project management.Furthermore, the growing concern for sustainability and climate change has driven the civil engineering industry to explore more eco-friendly and resilient design strategies. Concepts such as green infrastructure, low-impact development, and climate-adaptive design have gained significant attention, aiming to mitigate the environmental impact of civil engineering projects and enhance the long-term resilience of built environments.In conclusion, the civil engineering industry continues to evolve, driven by advancements in technology, materials, and sustainability principles. Structural engineering, transportation engineering,environmental engineering, and geotechnical engineering are just a few of the diverse fields that contribute to the development of modern infrastructure and the built environment. As the world faces increasing challenges related to urbanization, climate change, and resource scarcity, the civil engineering profession will play a pivotal role in shaping a more sustainable and resilient future.。

建筑土木工程外文翻译外文文献英文文献混凝土桥梁Concrete BridgesConcrete is the most-used construction material for bridges in the United States, and indeed in the world. The application of prestressing to bridges has grown rapidly and steadily, beginning in 1949 with high-strength steel wires in the Walnut Lane Bridge in Philadelphia, Pennsylvania. According to the Federal Highway Administration’s 1994 National Bridge Inventory data, from 1950 to the early 1990s, prestressed concrete bridges have gone from being virtually nonexistent to representing over 50 percent of all bridges built in the United States.Prestressing has also played an important role in extending the span capability of concrete bridges. By the late 1990s, spliced-girder spans reached a record 100 m (330 ft). Construction of segmental concrete bridges began in the United States in 1974.Curretly, close to 200 segmental concrete bridges have been built or are under construction, with spans up to 240 m (800 ft).Late in the 1970s, cable-stayed construction raised the bar for concrete bridges. By 1982, the Sunshine Skyway Bridge in Tampa, Florida, had set a new record for concrete bridges, with a main span of 365 m (1,200 ft). The next year, the Dames Point Bridge in Jacksonville, Florida, extended the record to 400 m (1,300 ft).HIGH-PERFORMANCE CONCRETECompressive StrengthFor many years the design of precast prestressed concrete girders was based on concrete compressive strengths of 34 to 41 MPa (5,000 to 6,000 psi). This strength level served the industrywell and provided the basis for establishing the prestressed concrete bridge industry in the United States. In the 1990s the industry began to utilize higher concrete compressive strengths in design, and at the start of the new millennium the industry is poised to accept the use of concrete compressive strengths up to 70 MPa (10,000 psi).For the future, the industry needs to seek ways to effectively utilize even higher concrete compressive strengths. The ready-mixed concrete industry has been producing concretes with compressive strengths in excess of 70 MPa for over 20 years. Several demonstration projects have illustrated that strengths above 70 MPa can be achieved for prestressed concrete girders. Barriers need to be removed to allow the greater use of these materials. At the same time, owners, designers, contractors, and fabricators need to be more receptive to the use of higher-compressive-strength concretes.DurabilityHigh-performance concrete (HPC) can be specified as high compressive strength (e.g., in prestressed girders) or as conventional compressive strength with improved durability (e.g., in cast-in-place bridge decks and substructures). There is a need to develop a better understanding of all the parameters that affect durability, such asresistance to chemical, electrochemical, and environmental mechanisms that attack the integrity of the material. Significant differences might occur in the long-term durability of adjacent twin structures constructed at the same time using identical materials. This reveals our lack of understanding and control of the parameters that affect durability. NEW MATERIALS Concrete design specifications have in the past focusedprimarily on the compressive strength. Concrete is slowly moving toward an engineered material whose direct performance can be altered by the designer. Material properties such as permeability, ductility, freeze-thaw resistance, durability, abrasion resistance, reactivity, and strength will be specified. The HPC initiative has gone a long way in promoting these specifications, but much more can be done. Additives, such a fibers or chemicals, can significantly alter the basic properties of concrete. Other new materials, such as fiber-reinforced polymer composites, nonmetallic reinforcement (glass fiber-reinforced and carbon fiber-reinforced plastic, etc.), new metallic reinforcements, or high-strength steel reinforcement can also be used to enhance the performance of what is considered to be a traditional material. Higher-strength reinforcement could be particularly useful when coupled with high-strength concrete. As our natural resources diminish, alternative aggregate sources (e.g., recycled aggregate) and further replacement of cementitious materials with recycled products are being examined. Highly reactive cements and reactive aggregates will be concerns of the past as new materials with long-term durability become commonplace.New materials will also find increasing demand in repair and retrofitting. As the bridge inventory continues to get older, increasing the usable life of structures will become critical. Some innovative materials, although not economical for complete bridges, will find their niche in retrofit and repair.OPTIMIZED SECTIONSIn early applications of prestressed concrete to bridges, designers developed their own ideas of the best girder sections. The result is that each contractor used slightly different girder shapes. It was too expensive to design custom girders for eachproject.As a result, representatives for the Bureau of Public Roads (now FHWA), the American Association of State Highway Officials (AASHO) (now AASHTO), and the Prestressed Concrete Institute (PCI) began work to standardize bridge girder sections. The AASHTO-PCI standard girder sections Types I through IV were developed in the late 1950s and Types V and VI in the early 1960s. There is no doubt that standardization of girders has simplified design, has led to wider utilization of prestressed concrete for bridges, and, more importantly, has led to reduction in cost.With advancements in the technology of prestressed concrete design and construction, numerous states started to refine their designs and to develop their own standard sections. As a result, in the late 1970s, FHWA sponsored a study to evaluate existing standard girder sections and determine the most efficient girders. This study concluded that bulb-tees were the most efficient sections. These sections could lead to reduction in girder weights of up to 35 percent compared with the AASHTO Type VI and cost savings up to 17 percent compared with the AASHTO-PCI girders, for equal spancapability. On the basis of the FHWA study, PCI developed the PCI bulb-tee standard, which was endorsed by bridge engineers at the 1987 AASHTO annual meeting. Subsequently, the PCI bulb-tee cross section was adopted in several states. In addition, similar cross sections were developed and adopted in Florida, Nebraska, and the New England states. These cross sections are also cost-effective with high-strength concretes for span lengths up to about 60 m (200 ft).SPLICED GIRDERSSpliced concrete I-girder bridges are cost-effective for a spanrange of 35 to 90 m (120 to 300 ft). Other shapes besides I-girders include U, T, and rectangular girders, although the dominant shape in applications to date has been the I-girder, primarily because of its relatively low cost. A feature of spliced bridges is the flexibility they provide in selection of span length, number and locations of piers, segment lengths, and splice locations. Spliced girders have the ability to adapt to curved superstructure alignments by utilizing short segment lengths and accommodating the change in direction in the cast-in-place joints. Continuity in spliced girder bridges can be achieved through full-length posttensioning, conventional reinforcement in the deck, high-strength threaded bar splicing, or pretensioned strand splicing, although the great majority of applications utilize full-length posttensioning. The availability of concrete compressive strengths higher than the traditional 34 MPa (5,000 psi) significantly improves the economy of spliced girder designs, in which high flexural and shear stresses are concentrated near the piers. Development of standardized haunched girder pier segments is needed for efficiency in negative-moment zones. Currently, the segment shapes vary from a gradually thickening bottom flange to a curved haunch with constant-sized bottom flange and variable web depth.SEGMENTAL BRIDGESSegmental concrete bridges have become an established type of construction for highway and transit projects on constrained sites. Typical applications include transit systems over existing urban streets and highways, reconstruction of existing interchanges and bridges under traffic, or projects that cross environmentally sensitive sites. In addition, segmental construction has been proved to be appropriate for large-scale,repetitive bridges such as long waterway crossings or urban freeway viaducts or where the aesthetics of the project are particularly important.Current developments suggest that segmental construction will be used on a larger number of projects in the future. Standard cross sections have been developed to allow for wider application of this construction method to smaller-scale projects. Surveys of existing segmental bridges have demonstrated the durability of this structure type and suggest that additional increases in design life are possible with the use of HPC. Segmental bridges with concrete strengths of 55 MPa (8,000 psi) or more have been constructed over the past 5 years. Erection with overhead equipment has extended applications to more congested urban areas. Use of prestressed composite steel and concrete in bridges reduces the dead weight of the superstructure and offers increased span lengths.LOAD RATING OF EXISTING BRIDGESExisting bridges are currently evaluated by maintaining agencies using working stress, load factor, or load testing methods. Each method gives different results, for several reasons. In order to get national consistency, FHWA requests that all states report bridge ratings using the load factor method. However, the new AASHTO Load and Resistance Factor Design (LRFD) bridge design specifications are different from load factor method. A discrepancy exists, therefore, between bridge design and bridge rating.A draft of a manual on condition evaluation of bridges, currently under development for AASHTO, has specifications for load and resistance factor rating of bridges. These specifications represent a significant change from existing ones. States will beasked to compare current load ratings with the LRFD load ratings using a sampling of bridges over the next year, and adjustments will be proposed. The revised specifications and corresponding evaluation guidelines should complete the LRFD cycle of design, construction, and evaluation for the nation's bridges.LIFE-CYCLE COST ANALYSISThe goal of design and management of highway bridges is to determine and implement the best possible strategy that ensures an adequate level of reliability at the lowest possible life-cycle cost. Several recent regulatory requirements call for consideration of life-cycle cost analysis for bridge infrastructure investments. Thus far, however, the integration of life-cycle cost analysis with structural reliability analysis has been limited. There is no accepted methodology for developing criteria for life-cycle cost design and analysis of new and existing bridges. Issues such as target reliability level, whole-life performance assessment rules, and optimum inspection-repair-replacement strategies for bridges must be analyzed and resolved from a life-cycle cost perspective. T o achieve this design and management goal, state departments of transportation must begin to collect the data needed to determine bridge life-cycle costs in a systematic manner. The data must include inspection, maintenance, repair, and rehabilitation expenditures and the timing of these expenditures. At present, selected state departments of transportation are considering life-cycle cost methodologies and software with the goal of developing a standard method for assessing the cost-effectiveness of concrete bridges. DECKS Cast-in-place (CIP) deck slabs are the predominant method of deck construction in the United States. Their main advantage is the ability to provide a smooth riding surface by field-adjustment of the roadway profile during concrete placement. In recent years automation of concrete placement and finishing has made this system cost-effective. However, CIP slabs have disadvantages that include excessive differential shrinkage with the supporting beams and slow construction. Recent innovations in bridge decks have focused on improvement to current practice with CIP decks and development of alternative systems that are cost-competitive, fast to construct, and durable. Focus has been on developing mixes and curing methods that produce performance characteristics such as freeze-thaw resistance, high abrasion resistance, low stiffness, and low shrinkage, rather than high strength. Full-depth precast panels have the advantages of significant reduction of shrinkage effects and increased construction speed and have been used in states with high traffic volumes for deck replacement projects. NCHRP Report 407 on rapid replacement of bridge decks has provided a proposed full-depth panel system with panels pretensioned in the transverse direction and posttensioned in the longitudinaldirection.Several states use stay-in-place (SIP) precast prestressed panels combined with CIP topping for new structures as well as for deck replacement. This system is cost-competitive with CIP decks. The SIP panels act as forms for the topping concrete and also as part of the structural depth of the deck. This system can significantly reduce construction time because field forming is only needed for the exterior girder overhangs. The SIP panel system suffers from reflective cracking, which commonly appears over the panel-to-panel joints. A modified SIP precast panel system has recently been developed in NCHRP Project 12-41.SUBSTRUCTURESContinuity has increasingly been used for precast concrete bridges. For bridges with total lengths less than 300 m (1,000 ft), integral bridge abutments and integral diaphragms at piers allow for simplicity in construction and eliminate the need for maintenance-prone expansion joints. Although the majority of bridge substructure components continue to be constructed from reinforced concrete, prestressing has been increasingly used. Prestressed bents allow for longer spans, improving durability and aesthetics and reducing conflicts with streets and utilities in urban areas. Prestressed concrete bents are also being used for structural steel bridges to reduce the overall structure depth and increase vertical clearance under bridges. Precast construction has been increasingly used for concrete bridge substructure components. Segmental hollow box piers and precast pier caps allow for rapid construction and reduced dead loads on the foundations. Precasting also enables the use of more complex forms and textures in substructure components, improving the aesthetics of bridges in urban and rural areas. RETAINING WALLSThe design of earth retaining structures has changed dramatically during the last century. Retaining wall design has evolved from short stone gravity sections to concrete structures integrating new materials such as geosynthetic soil reinforcements and high-strength tie-back soil anchors.The design of retaining structures has evolved into three distinct areas. The first is the traditional gravity design using the mass of the soil and the wall to resist sliding and overturning forces. The second is referred to as mechanically stabilized earth design. This method uses the backfill soil exclusively as the mass to resist the soil forces by engaging the soil using steel orpolymeric soil reinforcements. A third design method is the tie-back soil or rock anchor design, which uses discrete high-strength rods or cables that are drilled deep into the soil behind the wall to provide a dead anchorage to resist the soil forces.A major advancement in the evolution of earth retaining structures has been the proliferation of innovative proprietary retaining walls. Many companies have developed modular wall designs that are highly adaptable to many design scenarios. The innovative designs combined with the modular standard sections and panels have led to a significant decrease in the cost for retaining walls. Much research has been done to verify the structural integrity of these systems, and many states have embraced these technologies. RESEARCHThe primary objectives for concrete bridge research in the 21st century are to develop and test new materials that will enable lighter, longer, more economical, and more durable concrete bridge structures and to transfer this technology into the hands of the bridge designers for application. The HPCs developed toward the end of the 20th century would be enhanced by development of more durable reinforcement. In addition, higher-strength prestressing reinforcement could more effectively utilize the achievable higher concrete strengths. Lower-relaxation steel could benefit anchor zones. Also, posttensioning tendons and cable-stays could be better designed for eventual repair and replacement. As our natural resources diminish, the investigation of the use of recycled materials is as important as the research on new materials.The development of more efficient structural sections to better utilize the performance characteristics of new materials is important. In addition, more research is required in the areas ofdeck replacement panels, continuity regions of spliced girder sections, and safe,durable, cost-effective retaining wall structures.Research in the areas of design and evaluation will continue into the next millennium.The use of HPC will be facilitated by the removal of the implied strength limitation of 70 MPa (10.0 ksi) and other barriers in the LRFD bridge design specifications. As our nation’s infrastructure continues to age and as the vehicle loads continue to increase, it is important to better evaluate the capacity of existing structures and to develop effective retrofitting techniques. Improved quantification of bridge system reliability is expected through the calibration of system factors to assess the member capacities as a function of the level of redundancy. Data regarding inspection, maintenance, repair, and rehabilitation expenditures and their timing must be systematically collected and evaluated to develop better methods of assessing cost-effectiveness of concrete bridges. Performance-based seismic design methods will require a higher level of computing and better analysis tools.In both new and existing structures, it is important to be able to monitor the “health” of these structures through the development of instrumentation (e.g., fiber optics) to determine the state of stresses and corrosion in the members.CONCLUSIONIntroduced into the United States in 1949, prestressed concrete bridges today represent over 50 percent of all bridges built. This increase has resulted from advancements in design and analysis procedures and the development of new bridge systems and improved materials.The year 2000 sets the stage for even greater advancements. An exciting future lies ahead for concrete bridges!混凝土桥梁在美国甚至在世界桥梁上，混凝土是最常用的建设材料。

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。

土木工程混凝土论文中英文资料外文翻译文献外文资料STUDIES ON IMPACT STRENGTH OF CONCRETESUBJECTED TO SUSTAINEDELEVATED TEMPERATUREConcrete has a remarkable fire resisting properties. Damage in concrete due to fire depends on a great extent on the intensity and duration of fire. Spalling cracking during heating are common concrete behaviour observed in the investigation of the fire affected structures. Plenty of literature is available on the studies of concrete based on time temperature cures. In power, oil sectorsand nuclear reactors concrete is exposed to high temperature for considerable period of time. These effects can be reckoned as exposure to sustained elevated temperature. The sustained elevated temperature may be varying from a few hours to a number of years depending upon practical condition of exposures. The knowledge on properties under such conditions is also of prime importance apart from the structures subjected to high intensity fire. Impact studies of structure subjected to sustained elevated temperature becomes more important as it involves sensitive structures which is more prone to attacks and accidents. In this paper impact studies on concrete subjected to sustained elevated temperature has been discussed. Experiments have been conducted on 180 specimens along with 180 companion cube specimens. The temperatures of 100°C, 200°C and 300°C for a duration of exposure of 2 hours 4 hours and 6 hours has been considered in the experiments. The results are logically analyzed and concluded.1. INTRODUCTIONThe remarkable property of concrete to resist the fire reduces the damage in a concrete structure whenever there is an accidental fire. In most of the cases the concrete remains intact with minor damages only. The reason being low thermal conductivity of concrete at higher temperatures and hence limiting the depth of penetration of firedamage. But when the concrete is subjected to high temperature for long duration the deterioration of concrete takes place. Hence it is essential to understand the strength and deformation characteristics of concrete subjected to temperature for long duration. In this paper an attempt has been made to study the variation in Impact Strength of concrete when subjected to a temperature range 100oC, 200oC and 300oC sustained for a period of 2 hrs, 4 hrs and 6 hrs.The review of the literature shows that a lot of research work [1 – 3] has taken place on the effect of elevated temperature on concrete. All these studies are based on time –temperature curves. Hence an attempt has been made to study the effect of sustained elevated temperature on impact strength of concrete and the results are compared with the compressive strength. The experimental programme has been planned for unstressed residual strength test based on the available facilities. Residual strength is the strength of heated and subsequently cooled concrete specimens expressed as percentage of the strength of unheated specimens.2. EXPERIMENTAL INVESTIGATION2.1. TEST SPECIMEN AND MATERIALSA total of 180 specimens were tested in the present study along with 180 companion cubes. An electric oven capable of reaching a maximum temperature of 300oC has been used for investigation. Fine and coarse aggregates conforming to IS383 has been used to prepare the specimen with mix proportions M1 = 1:2.1:3.95 w/c = 0.58, M2 = 1:1.15:3.56 w/c = 0.53, M3 = 1:0.8:2.4 w/c = 0.4.2.2 TEST VARIABLESThe effects of the following variables were studied.2.2.1 Size sSize of Impact Strength Test Specimen was 150 mm dial and 64 mm thickness and size of companion cube 150 x 150 x 150 mm.2.2.2 Maximum TemperatureIn addition to room temperature, the effect of three different temperatures (100oC, 200oC and 300oC) on the compressive strength was investigated.2.2.3 Exposure Time at Maximum TemperatureThree different exposure times were used to investigate the influence of heat on compressive strength; they are 2 hrs, 4 hrs and 6 hrs.2.2.4 Cooling MethodSpecimens were cooled in air to room temperature.3. TEST PROCEDUREAll the specimens were cast in steel moulds as per IS516 and each layer was compacted. Specimens were then kept in their moulds for 24 hours after which they were decoupled and placed into a curing tank until 28 days. After which the specimens were removed and were allowed to dry in room temperature. These specimens were kept in the oven and the required target temperature was set. Depending on the number of specimen kept inside the oven the time taken to reach the steady state was found to vary. After the steady state was reached the specimens were subjected to predetermined steady duration at the end of which the specimens are cooled to room temperature and tested.ACI drop weight impact strength test was adopted. This is the simplest method for evaluating impact resistance of concrete. The size of the specimen is 150 mm dial and 64 mm thickness. The disc specimens were prepared using steel moulds cured and heated and cooled as. This consists of a standard manually operated 4.54 kg hammer with 457 mm drop. A 64 mm hardened steel ball and a flat base plate with positioning bracket and lugs. The specimen is placed between the four guides pieces (lugs) located 4.8 mm away from the sample. A frame (positioning bracket) is then built in order to target the steel ball at the centre of concrete disc. The disc is coated at the bottom with a thin layer of petroleum jelly or heavy grease to reduce the friction between the specimen and base plate. The bottom part of the hammer unit was placed with its base upon the steel ball and the load was applied by dropping weight repeatedly. The loading was continued until the disc failed and opened up such that it touched three of the four positioning lugs. The number of blows that caused this condition is recorded as the failure strength. The companion cubes were tested for cube compression strength (fake).4. ANALYSIS AND RESULTS4.1 RESIDUAL COMPRESSIVE STRENGTH VS. TEMPERATUREFrom Table 1, at 100°C sustained elevated temperature it is seen that the residual strength of air cooled specimens of mixes M1, M2 and M3 has increased in strength 114% for M1 mix, 109% for M2 mix and 111% for M3 mix for 6 hours duration of exposure. When the sustained elevated temperature is to 200°C for air cooled specimens there is a decrease in strength up to 910% approximately for M1 mix for a duration of 6 hours, but in case of M2 mix it is 82% and for M3 mix it is 63% maximum for 6 hours duration of exposure. When the concrete mixes M1, M2 and M3 are exposed to 300°C sustained temperature there is a reduction in strength up to 78% for M1 mix for 6 hour duration of exposure.4.2 RESIDUAL COMPRESSIVE STRENGTH VS DURATION OF EXPOSUREFrom Table 1, result shows that heating up to 100°C for 2 hours and 4 hours, the residual strength of mix M1 has decreased where as the residual strength of mix M2 and M3 has increased. The residual strength is further increased for 6 hours duration of exposure in all the three mixes M1, M2 and M3 even beyond the strength at room temperature. When the specimens of mixes M1, M2 and M3 are exposed to 200°C for 2,4 and 6 hours of duration, it is observed that the residual strength has decreased below the room temperature and has reached 92% for M1 mix, 82 and 73% for M2 and M3 mix respectively. Concrete cubes of mixes M1, M2 and M3 when subjected to 300°C temperature for 2,4 and 6 hours the residual strength for mix M1 reduces to 92% for 2 hours up to 78% for six hours duration of exposure, for M2 mix 90% for 2 hours duration of exposure up to 76% for six hour duration of exposure, for M3 mix 88% up to 68% between 2 and 6 hours of duration of exposure.5. IMPACT STRENGTH OF CONCRETE5.1 RESIDUAL IMPACT STRENGTH VS TEMPERATUREFrom the table 1, it can be observed that for the sustained elevated temperature of 100°C the residual impact strength of all the specimens reduces and vary between 20 and 50% for mix M1, 15 to 40% for mix M2 and M3. When the sustained elevated temperature is 200°C the residual impact strength of all the mixes further decreases. The reduction is around 60-70% for mix M1, 55 to 65% for M2 and M3 mix. When the sustained elevated temperature is 300°C it is observed that the residual impact strength reduces further and vary between 85 and 70% for mix M1 and 85 to 90% for mix M2 and mix M3.5.2 RESIDUAL IMPACT STRENGTH VS DURATION OF EXPOSUREFrom the Table 1 and Figures 1 to 3, it can be observed that there is a reduction in impact strength when the sustained elevated temperature is 100°C for 2 hrs, 4 hrs and 6 hrs, and its range is 15 to 50% for all the mixes M1, M2 and M3. The influence of duration of exposure is higher for mix M1 which decreases more rapidly as compared to mix M2 and mix M3 for the same duration of exposure. When the specimens are subjected to sustained elevated temperature of 200°C for 2,4 and 6 hour of duration, further reduction in residual impact strength is observed as compared to at 100°C. The reduction is in the range of 55-70% for all the mixes. The six hour duration of exposure has a greater influence on the residual impact strength of concrete. When the sustained elevated temperature is 300°C for 2,4 and 6 hours duration of exposure the residualimpact strength reduces. It can be seen that both temperature and duration of exposure have a very high influence on the residual impact strength of concrete which shows a reduction up to 90% approximately for all the mixes.6. CONCLUSIONThe compressive strength of concrete increases at 100oC when exposed to sustained elevated temperature. The compressive strength of concrete decreases when exposed to 200°C and 300°C from 10 to 30% for 6 hours of exposure. Residual impact strength reduces irrespective of temperature and duration. Residual impact strength decreases at a higher rate of 20% to 85% as compared to compressive strength between 15% and 30 % when subjected to sustained elevated temperature. The impact strength reduces at a higher rate as compared to compressive strength when subjected to sustained elevated temperature.混凝土受持续高温影响的强度的研究混凝土具有显着的耐火性能。

Civil engineeringCivil engineering is a professional engineering discipline that deals with the design, construction, and maintenance of the physical and naturally built environment, including works like bridges, roads, canals, dams, and buildings.[1][2][3] Civil engineering is the oldest engineering discipline after military engineering,[4] and it was defined to distinguish non-military engineering from military engineering.[5] It is traditionally broken into several sub-disciplines including environmental engineering, geotechnical engineering, structural engineering, transportation engineering, municipal or urban engineering, water resources engineering, materials engineering, coastal engineering,[4] surveying, and construction engineering.[6] Civil engineering takes place on all levels: in the public sector from municipal through to national governments, and in the private sector from individual homeowners through to international companies.History of the civil engineering professionSee also: History of structural engineeringEngineering has been an aspect of life since the beginnings of human existence. The earliest practices of Civil engineering may have commenced between 4000 and 2000 BC in Ancient Egypt and Mesopotamia (Ancient Iraq) when humans started to abandon a nomadic existence, thus causing a need for the construction of shelter. During this time, transportation became increasingly important leading to the development of the wheel and sailing.Until modern times there was no clear distinction between civil engineering and architecture, and the term engineer and architect were mainly geographical variations referring to the same person, often used interchangeably.[7]The construction of Pyramids in Egypt (circa 2700-2500 BC) might be considered the first instances of large structure constructions. Other ancient historic civil engineering constructions include the Parthenon by Iktinos in Ancient Greece (447-438 BC), theAppian Way by Roman engineers (c. 312 BC), the Great Wall of China by General Meng T'ien under orders from Ch'in Emperor Shih Huang Ti (c. 220 BC)[6] and the stupas constructed in ancient Sri Lanka like the Jetavanaramaya and the extensive irrigation works in Anuradhapura. The Romans developed civil structures throughout their empire, including especially aqueducts, insulae, harbours, bridges, dams and roads.In the 18th century, the term civil engineering was coined to incorporate all things civilian as opposed to military engineering.[5]The first self-proclaimed civil engineer was John Smeaton who constructed the Eddystone Lighthouse.[4][6]In 1771 Smeaton and some of his colleagues formed the Smeatonian Society of Civil Engineers, a group of leaders of the profession who met informally over dinner. Though there was evidence of some technical meetings, it was little more than a social society.In 1818 the Institution of Civil Engineers was founded in London, and in 1820 the eminent engineer Thomas Telford became its first president. The institution received a Royal Charter in 1828, formally recognising civil engineering as a profession. Its charter defined civil engineering as:the art of directing the great sources of power in nature for the use and convenience of man, as the means of production and of traffic in states, both for external and internal trade, as applied in the construction of roads, bridges, aqueducts, canals, river navigation and docks for internal intercourse and exchange, and in the construction of ports, harbours, moles, breakwaters and lighthouses, and in the art of navigation by artificial power for the purposes of commerce, and in the construction and application of machinery, and in the drainage of cities and towns.[8] The first private college to teach Civil Engineering in the United States was Norwich University founded in 1819 by Captain Alden Partridge.[9] The first degree in Civil Engineering in the United States was awarded by Rensselaer Polytechnic Institute in 1835.[10] The first such degree to be awarded to a woman was granted by Cornell University to Nora Stanton Blatchin 1905.History of civil engineeringCivil engineering is the application of physical and scientific principles, and its history is intricately linked to advances in understanding of physics and mathematics throughout history. Because civil engineering is a wide ranging profession, including several separate specialized sub-disciplines, its history is linked to knowledge of structures, materials science, geography, geology, soils, hydrology, environment, mechanics and other fields.Throughout ancient and medieval history most architectural design and construction was carried out by artisans, such as stone masons and carpenters, rising to the role of master builder. Knowledge was retained in guilds and seldom supplanted by advances. Structures, roads and infrastructure that existed were repetitive, and increases in scale were incremental.[12]One of the earliest examples of a scientific approach to physical and mathematical problems applicable to civil engineering is the work of Archimedes in the 3rd century BC, including Archimedes Principle, which underpins our understanding of buoyancy, and practical solutions such as Archimedes' screw. Brahmagupta, an Indian mathematician, used arithmetic in the 7th century AD, based on Hindu-Arabic numerals, for excavation (volume) computations.[13]Civil engineers typically possess an academic degree with a major in civil engineering. The length of study for such a degree is usually three to five years and the completed degree is usually designated as a Bachelor of Engineering, though some universities designate the degree as a Bachelor of Science. The degree generally includes units covering physics, mathematics, project management, design and specific topics in civil engineering. Initially such topics cover most, if not all, of thesub-disciplines of civil engineering. Students then choose to specialize in one or more sub-disciplines towards the end of the degree.[14]While anUndergraduate (BEng/BSc) Degree will normally provide successful students with industry accredited qualification, some universities offer postgraduate engineering awards (MEng/MSc) which allow students to further specialize in their particular area of interest within engineering.[15]In most countries, a Bachelor's degree in engineering represents the first step towards professional certification and the degree program itself is certified by a professional body. After completing a certified degree program the engineer must satisfy a range of requirements (including work experience and exam requirements) before being certified. Once certified, the engineer is designated the title of Professional Engineer (in the United States, Canada and South Africa), Chartered Engineer (in most Commonwealth countries), Chartered Professional Engineer (in Australia and New Zealand), or European Engineer (in much of the European Union). There are international engineering agreements between relevant professional bodies which are designed to allow engineers to practice across international borders.The advantages of certification vary depending upon location. For example, in the United States and Canada "only a licensed engineer may prepare, sign and seal, and submit engineering plans and drawings to a public authority for approval, or seal engineering work for public and private clients.".[16]This requirement is enforced by state and provincial legislation such as Quebec's Engineers Act.[17]In other countries, no such legislation exists. In Australia, state licensing of engineers is limited to the state of Queensland. Practically all certifying bodies maintain a code of ethics that they expect all members to abide by or risk expulsion.[18] In this way, these organizations play an important role in maintaining ethical standards for the profession. Even in jurisdictions where certification has little or no legal bearing on work, engineers are subject to contract law. In cases where an engineer's work fails he or she may be subject to the tort of negligence and, in extreme cases, thecharge of criminal negligence.[citation needed] An engineer's work must also comply with numerous other rules and regulations such as building codes and legislation pertaining to environmental law.CareersThere is no one typical career path for civil engineers. Most people who graduate with civil engineering degrees start with jobs that require a low level of responsibility, and as the new engineers prove their competence, they are trusted with tasks that have larger consequences and require a higher level of responsibility. However, within each branch of civil engineering career path options vary. In some fields and firms, entry-level engineers are put to work primarily monitoring construction in the field, serving as the "eyes and ears" of senior design engineers; while in other areas, entry-level engineers perform the more routine tasks of analysis or design and interpretation. Experienced engineers generally do more complex analysis or design work, or management of more complex design projects, or management of other engineers, or into specialized consulting, including forensic engineering.In general, civil engineering is concerned with the overall interface of human created fixed projects with the greater world. General civil engineers work closely with surveyors and specialized civil engineers to fit and serve fixed projects within their given site, community and terrain by designing grading, drainage, pavement, water supply, sewer service, electric and communications supply, and land divisions. General engineers spend much of their time visiting project sites, developing community consensus, and preparing construction plans. General civil engineering is also referred to as site engineering, a branch of civil engineering that primarily focuses on converting a tract of land from one usage to another. Civil engineers typically apply the principles of geotechnical engineering, structural engineering, environmental engineering, transportation engineering and construction engineering toresidential, commercial, industrial and public works projects of all sizes and levels of construction翻译：土木工程土木工程是一个专业的工程学科，包括设计，施工和维护与环境的改造，涉及了像桥梁，道路，河渠，堤坝和建筑物工程交易土木工程是最古老的军事工程后，工程学科，它被定义为区分军事工程非军事工程的学科它传统分解成若干子学科包括环境工程，岩土工程，结构工程，交通工程，市或城市工程，水资源工程，材料工程，海岸工程，勘测和施工工程等土木工程的范围涉及所有层次：从市政府到国家，从私人部门到国际公司。

中英文资料(文档含英文原文和中文翻译)中英文资料外文翻译文献On civil engineering construction project quality management1 IntroductionCivil engineering building project success lies in the quality of quality, separate, other everything is out of the question. Therefore, to take civil engineering construction quality management in the construction project implementation plan and implementation process.In practice, no more than the use of engineering quality of care. But to ensure the construction quality, using the party there is a need for the organization experienced professional quality management team, design of the whole construction process, including engineering design, construction units, building material, construction process and supervision and other aspects of the management, but also guide the construction unit of the construction personnel to timely and effectively encourages training. This article from the above several aspects to discuss.2.construction of the effective surveillance on the use of unit, design unit as a design once, is the work of supervisors, why should I organize the quality surveillance team? Because our country construction there are still many unsatisfactory objective or objective aspects, the unit is necessary to hire have thesense of responsibility, have management experience, familiar with the policies and regulations, have good communication ability quality management, set up quality management team, the construction design and construction process for effective management monitoring. The management team, can according to the engineering build pause status stop adjustment, implementation of compulsory system. On ordinary civil construction, quality management is relatively easy, with the possible exception of new information on the use of new technology, the whole quality management more rule-based. On special request of civil building engineering, quality management will be arranged to stop.First of all, on the quality of project design management. This stage, mainly for the design units in strict accordance with the unit can the fundamental request stop design, to check whether reasonable design plan, design intent can and the surrounding geographical environment as well as local humane environment of harmony, in the technology and the budget is feasible, can be advanced technology, reliable structure can safely, whether the unit in charge of construction appropriate technology request etc..These aspects of the management and inspection, in relation to the whole building after project completion, in the use of function, quality, human physical performance and other aspects whether can reach certain degree of satisfaction of the big issue.At this stage, management personnel more to listen to designers to design the idea", a lot of advisory application unit in macroscopical and microcosmic staff views oninitiative, make design to perfection.In addition, to check the design drawings can correctly reflect the design plan, calculated correctly, drawing dimensioning can have mistakenly, selection of materials and construction request whether reasonable, the overall design of various departments such as can harmonious design. Because our country is in the design and supervision work still is lacked very much, in the aspects of management and examination must be careful, in order to prevent subsequent quality disputes.Secondly, to the construction supervision supervision.Construction supervision is the key to guarantee the construction quality. Quality management departments should promptly to supervision departments to key local construction quality monitoring report, implement supervision duty. At the same time, but also in a timely manner, sampling test, certain construction technology can fit design request. On construction supervision departments, to check its supervision can improve the supervision work procedure, to check whether supervision report specification, not in conformity with the requests of construction operation can be corrected in a timely manner.Again, on the construction equipment and construction personnel basic quality supervision and inspection construction can stop, with safe and reliable, can satisfy the design request and to complete construction; construction team consisting of whether reasonable, the construction of the technical staff to whether accord with basic request, especially on special request link, can have the equivalent level technical personnel in charge of participating in the construction process. Payattention to the quality of construction unit, it progresses to the legal view. On raw materials procurement and construction of test procedures are detailed records.In addition, to stop the construction effect of sampling, discover a problem, timely and inspect manage personnel contact, stop the rectification, to prevent the engineering dispute, avoid engineering quality formation of waste.3construction of the various communication quality management work is not a design and construction method for cubic, but the entire project important constituent, it is designed with all relevant units of the divergent interests of. Present quality problems, the parties involved have the duty, have loss. At this point, the quality management must communicate with relevant parties, won the understanding and support. In addition, in the process of construction, also often encounter the construction side of the design request of doubt problem. The generation of these problems, sometimes due to the use of units of detailed request, some are the result of the design concept and design thoughts of the reasons, some due to the construction process the request of different caused. These problems cannot be ignored, should be promptly to communicate, understand the request, the timely adjustment. Not conscious construction, so that the practical results and design request is betrayed, and the use of units of the basic request of betrayal, unnecessary disputes and losses.4construction personnel training and encourage civil engineering buildingoperators is worker of a gleam of. From the present situation, the construction team of individual technical quality is also very important. Some construction unit, construction personnel activity, the construction of personnel practice degree no true assessment, making the construction quality to sell at a discount greatly.Then, is it right? A start to construction personnel examination, request to high level? At least from the now situation, which is not ideal. First, each building project on the detailed construction technology has different request. In the organization of the construction process, request a certain proportion of with some degree of worker technician, another local can have initial operation skills of construction workers. During the construction process, to guide the construction of a reasonable distribution of work, make the workers work in practice to further mature some basic types of operational procedures and technical requirements, and on this basis, the organization staff to stop training, make the understanding of the new technology, become established during the construction of the backbone. Then let them in the work of a scheme to other construction personnel to impart technical.In this respect, the construction unit according to the detailed status of layout. There has been a reasonable training mechanism, the construction personnel to understand the practical operation level, and improve their technical level of power. In the long run, the overall quality of the progress of the construction unit is also very important.On the other hand, effective encouragement and improve construction workerjob enthusiasm and learning enthusiasm of the necessary measures. Frontline workers mostly from rural, energy consumption, the low pay, the mood is stable. Therefore, to establish effective encouraging mechanism. To ensure that the wage Qing month, labor safeguard measures, management of human nature, care workers and Ankang. In addition, to organize the workers involved in the construction management and technology research, fully adjustable open invention enthusiasm of workers. Technology progress leads to an increase in income, so as to promote the stable construction team, the construction quality is very important. It is hard to imagine that a majority of people full of grievances of the construction team can achieve the task.5ConclusionIt is often said, should be " a matter of expediency in construction, quality first", however, the quality problem is emerge in an endless stream. If in the construction process of some links, quality difference, these difference basically from accumulated will change the whole engineering quality. Therefore, do not let every link of the quality monitoring, on the problem of construction promptly corrected, is to use units, design units, as for as to construction unit as, namely to society as. With such a sense of duty, our engineering degree will gradually progress, can form the good work habits. Constitute the benign development of building construction environment. On the other hand, quality management can't think ofwhat to do what, to systematic, procedural, design the whole management process, all the data, project compilation record, best to establish a computer database, stored in the computer. Management of examination conclusions, text, image, and correcting the situation chart problem timely records. This is the construction quality management informatization is the inevitable trend of development. This is my civil engineering construction quality management shortcomings, to be further developed.译文：关于土木工程施工项目的质量管理1.引言土木工程建立项目的成败在于质量，分开质量，其他一切都无从谈起。

Civil engineering introduction papers[英语原文]Abstract: the civil engineering is a huge discipline, but the main one is building, building whether in China or abroad, has a long history, long-term development process. The world is changing every day, but the building also along with the progress of science and development. Mechanics findings, material of update, ever more scientific technology into the building. But before a room with a tile to cover the top of the house, now for comfort, different ideas, different scientific, promoted the development of civil engineering, making it more perfect.[key words] : civil engineering; Architecture; Mechanics, Materials.Civil engineering is build various projects collectively. It was meant to be and "military project" corresponding. In English the history of Civil Engineering, mechanical Engineering, electrical Engineering, chemical Engineering belong to to Engineering, because they all have MinYongXing. Later, as the project development of science and technology, mechanical, electrical, chemical has gradually formed independent scientific, to Engineering became Civil Engineering of specialized nouns. So far, in English, to Engineering include water conservancy project, port Engineering, While in our country, water conservancy projects and port projects also become very close and civil engineering relatively independent branch. Civil engineering construction of object, both refers to that built on the ground, underground water engineering facilities, also refers to applied materials equipment and conduct of the investigation, design and construction, maintenance, repair and other professional technology.Civil engineering is a kind of with people's food, clothing, shelter and transportation has close relation of the project. Among them with "live" relationship is directly. Because, to solve the "live" problem must build various types of buildings. To solve the "line, food and clothes" problem both direct side, but also a indirect side. "Line", must build railways, roads, Bridges, "Feed", must be well drilling water, water conservancy, farm irrigation, drainage water supply for the city, that is direct relation. Indirectly relationship is no matter what you do, manufacturing cars, ships, or spinning and weaving, clothing, or even production steel, launch satellites, conducting scientific research activities are inseparable from build various buildings, structures and build all kinds of project facilities.Civil engineering with the progress of human society and development, yet has evolved into large-scale comprehensive discipline, it has out many branch, such as: architectural engineering, the railway engineering, road engineering, bridge engineering, special engineering structure, waterand wastewater engineering, port engineering, hydraulic engineering, environment engineering disciplines. [1]Civil engineering as an important basic disciplines, and has its important attributes of: integrated, sociality, practicality, unity. Civil engineering for the development of national economy and the improvement of people's life provides an important material and technical basis, for many industrial invigoration played a role in promoting, engineering construction is the formation of a fixed asset basic production process, therefore, construction and real estate become in many countries and regions, economic powerhouses.Construction project is housing planning, survey, design, construction of the floorboard. Purpose is for human life and production provide places.Houses will be like a man, it's like a man's life planning environment is responsible by the planners, Its layout and artistic processing, corresponding to the body shape looks and temperament, is responsible by the architect, Its structure is like a person's bones and life expectancy, the structural engineer is responsible, Its water, heating ventilation and electrical facilities such as the human organ and the nerve, is by the equipment engineer is responsible for. Also like nature intact shaped like people, in the city I district planning based on build houses, and is the construction unit, reconnaissance unit, design unit of various design engineers and construction units comprehensive coordination and cooperation process.After all, but is structural stress body reaction force and the internal stress and how external force balance. Building to tackle, also must solve the problem is mechanical problems. We have to solve the problem of discipline called architectural mechanics. Architectural mechanics have can be divided into: statics, material mechanics and structural mechanics three mechanical system. Architectural mechanics is discussion and research building structure and component in load and other factors affecting the working condition of, also is the building of intensity, stiffness and stability. In load, bear load and load of structure and component can cause the surrounding objects in their function, and the object itself by the load effect and deformation, and there is the possibility of damage, but the structure itself has certain resistance to deformation and destruction of competence, and the bearing capacity of the structure size is and component of materials, cross section, and the structural properties of geometry size, working conditions and structure circumstance relevant. While these relationships can be improved by mechanics formula solved through calculation.Building materials in building and has a pivotal role. Building material is with human society productivity and science and technologyimproves gradually developed. In ancient times, the human lives, the line USES is the rocks andTrees. The 4th century BC, 12 ~ has created a tile and brick, humans are only useful synthetic materials made of housing. The 17th century had cast iron and ShouTie later, until the eighteenth century had Portland cement, just make later reinforced concrete engineering get vigorous development. Now all sorts of high-strength structural materials, new decoration materials and waterproof material development, criterion and 20th century since mid organic polymer materials in civil engineering are closely related to the widely application. In all materials, the most main and most popular is steel, concrete, lumber, masonry. In recent years, by using two kinds of material advantage, will make them together, the combination of structure was developed. Now, architecture, engineering quality fit and unfit quality usually adopted materials quality, performance and using reasonable or not have direct connection, in meet the same technical indicators and quality requirements, under the precondition of choice of different material is different, use method of engineering cost has direct impact.In construction process, building construction is and architectural mechanics, building materials also important links. Construction is to the mind of the designer, intention and idea into realistic process, from the ancient hole JuChao place to now skyscrapers, from rural to urban country road elevated road all need through "construction" means. A construction project, including many jobs such as dredging engineering, deep foundation pit bracing engineering, foundation engineering, reinforced concrete structure engineering, structural lifting project, waterproofing, decorate projects, each type of project has its own rules, all need according to different construction object and construction environment conditions using relevant construction technology, in work-site.whenever while, need and the relevant hydropower and other equipment composition of a whole, each project between reasonable organizing and coordination, better play investment benefit. Civil engineering construction in the benefit, while also issued by the state in strict accordance with the relevant construction technology standard, thus further enhance China's construction level to ensure construction quality, reduce the cost for the project.Any building built on the surface of the earth all strata, building weight eventually to stratum, have to bear. Formation Support building the rocks were referred to as foundation, and the buildings on the ground and under the upper structure of self-respect and liable to load transfer to the foundation of components or component called foundation. Foundation, and the foundation and the superstructure is a building of three inseparable part. According to the function is different, but in load, under the action of them are related to each other, is theinteraction of the whole. Foundation can be divided into natural foundation and artificial foundation, basic according to the buried depth is divided into deep foundation and shallow foundation. , foundation and foundation is the guarantee of the quality of the buildings and normal use close button, where buildings foundation in building under loads of both must maintain overall stability and if the settlement of foundation produce in building scope permitted inside, and foundation itself should have sufficient strength, stiffness and durability, also consider repair methods and the necessary foundation soil retaining retaining water and relevant measures. [3]As people living standard rise ceaselessly, the people to their place of building space has become not only from the number, and put forward higher requirement from quality are put car higher demands that the environment is beautiful, have certain comfort. This needs to decorate a building to be necessary. If architecture major engineering constitutes the skeleton of the building, then after adornment building has become the flesh-and-blood organism, final with rich, perfect appearance in people's in front, the best architecture should fully embody all sorts of adornment material related properties, with existing construction technology, the most effective gimmick, to achieve conception must express effect. Building outfit fix to consider the architectural space use requirement, protect the subject institutions from damage, give a person with beautifulenjoying, satisfy the requirements of fire evacuation, decorative materials and scheme of rationality, construction technology and economic feasibility, etc. Housing construction development and at the same time, like housing construction as affecting people life of roads, Bridges, tunnels has made great progress.In general civil engineering is one of the oldest subjects, it has made great achievements, the future of the civil engineering will occupy in people's life more important position. The environment worsening population increase, people to fight for survival, to strive for a more comfortable living environment, and will pay more attention to civil engineering. In the near future, some major projects extimated to build, insert roller skyscrapers, across the oceanBridges, more convenient traffic would not dream. The development of science and technology, and the earth is deteriorating environment will be prompted civil engineering to aerospace and Marine development, provide mankind broader space of living. In recent years, engineering materials mainly is reinforced concrete, lumber and brick materials, in the future, the traditional materials will be improved, more suitable for some new building materials market, especially the chemistry materials will promote the construction of towards a higher point. Meanwhile, design method of precision, design work of automation, information and intelligent technology of introducing, will be people have a morecomfortable living environment. The word, and the development of the theory and new materials, the emergence of the application of computer, high-tech introduction to wait to will make civil engineering have a new leap.This is a door needs calm and a great deal of patience and attentive professional. Because hundreds of thousands, even hundreds of thousands of lines to building each place structure clearly reflected. Without a gentle state of mind, do what thing just floating on the surface, to any a building structure, to be engaged in business and could not have had a clear, accurate and profound understanding of, the nature is no good. In this business, probably not burn the midnight oil of courage, not to reach the goal of spirit not to give up, will only be companies eliminated.This is a responsible and caring industry. Should have a single responsible heart - I one's life in my hand, thousands of life in my hand. Since the civil, should choose dependably shoulder the responsibility.Finally, this is a constant pursuit of perfect industry. Pyramid, spectacular now: The Great Wall, the majestic... But if no generations of the pursuit of today, we may also use the sort of the oldest way to build this same architecture. Design a building structure is numerous, but this is all experienced centuries of clarification, through continuous accumulation, keep improving, innovation obtained. And such pursuit, not confined in the past. Just think, if the design of a building can be like calculation one plus one equals two as simple and easy to grasp, that was not for what? Therefore, a civil engineer is in constant of in formation. One of the most simple structure, the least cost, the biggest function. Choose civil, choosing a steadfast diligence, innovation, pursuit of perfect path.Reference:[1] LuoFuWu editor. Civil engineering (professional). Introduction to wuhan. Wuhan university of technology press. 2007[2] WangFuChuan, palace rice expensive editor. Construction engineering materials. Beijing. Science and technology literature press. 2002[3] jiang see whales, zhiming editor. Civil engineering introduction of higher education press. Beijing.. 1992土木工程概论 [译文]摘要：土木工程是个庞大的学科，但最主要的是建筑，建筑无论是在中国还是在国外，都有着悠久的历史，长期的发展历程。

土木工程质量管理毕业论文中英文资料外文翻译文献nThe success of civil engineering n projects depends on the quality of the work。

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it is essential to ritize quality management in the n plan and process of n projects.XXX quality。

it is not XXX。

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XXX detail.Note: The original text had many format errors and unclear sentences。

which have been edited for XXX.XXX。

in our country's n industry。

there are still many XXX。

it is XXX。

management experience。

familiarity with policies and ns。

XXX design and process。

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XXX usage and design。

文献翻译Bridge Maintenance TechniquesEssential maintenance generally involves strengthening or replacement of bridge elements . Strengthening techniques include welding , plate bonding and external post-tensioning which increase the stiffness of bridge decks . Replacement of elements has been used for deck slabs and beams, piers and columns. The primary purpose of essential maintenance is to increase the load carrying capacity and the reason for the inadequate capacity is secondary . If the reason is simply increased loading the maintenance can be limited to increasing the capacity , but if the reason is deterioration then maintenance must also include repairs and preventative maintenance.The selection of the maintenance method for repairs prevention depends primarily on the cause of deterioration . For steel construction the main cause of deterioration is corrosion and regular maintenance painting should be carried out to prevent the steel from corroding . If corrosion does occur then the only repair option is to grit blast back to shiny metal before repainting . An assessment of load carrying capacity should be carried out if corrosion has resulted in a significant reduction of steel section .The selection of repair and prevention methods for concrete construction is more complex because there are numerous causes of concrete deterioration .The deterioration of reinforced concrete can be conveniently sub-divided into deterioration of the concrete and deterioration of the steel reinforcement . The main causes of concrete deterioration are sulphates , free-thaw cycles and alkali-silica reaction(ASR). Deterioration can also be related to poor mix design and construction process such as compaction and curing . These types of deterioration can only be prevented by actions taken at the time of construction ; there are no effective preventative actions that can be taken after construction. For example where the environment is known to contain significant quantities of sulphide it is sensible to consider the use of sulphate resisting Portland cement . In regions experiencing large numbers of freeze-thaw cycles frost damage to concrete can be prevented by adding air entraining agent to the concrete mix . Frost damage is worse in concrete that is saturated with salty water so techniques such as waterproofing membranes and silane treatments may be helpful . Alkali-silica reaction between aggregates and the alkali in cement can be prevented by avoiding the most reactive types of aggregate and by keeping the alkali content of the cement below the designated limit . To set up damaging stresses in concrete the ASR requires water so procedures to reduce the water content such as waterproofing membranes and silane treatments may help . If these forms of concrete deterioration take place the only viable repair method is concrete replacement which may be extensive especially for ASR where entire sections can be affected . Sulphate and freeze-thaw damage normally occur only in the coverzone of the concrete . It is important to note that deterioration of the concrete will increase the risk of corrosion to the reinforcement because steel depassivators , like chlorides and carbon dioxide , will be able to move more easily through the concrete to the reinforcement .Deterioration of the reinforcing steel is caused by corrosion and can be prevented by actions taken at the time of construction and for a period after construction . Preventative techniques that can be applied at construction include the use of epoxy coated mild steel , stainless steel of carbon or glass fibre reinforcement , inhibitors , cathodic protection , anti-carbonation coatings , silane treatments and waterproofing membranes . All of these techniques , except the last three , directly protect the reinforcement against corrosion and to date , have been used only occasionally largely on grounds of cost . Waterproofing membranes , silane treatments , and anti-carbonation coatings are applied to the concrete and are designed to slow down the ingress of carbon dioxide and chlorides into the concrete thereby increasing the age of the structure when the reinforcement begins to corrode . These techniques can be used after construction because they are applied to the concrete surface and they should be effective , providing corrosion of the reinforcement has not already begun . It is important not to overlook the importance of well compacted and cured, low water : cement ratio concrete in preventing reinforcement corrosion.When corrosion of the reinforcement occurs it result in a loss of steel section and/or cracking, spalling and delamination of concrete due to the stresses produced as a result of the low density of rust compared with density of the steel . Reinforcement corrosion repair methods have two main functions , to crete replacement ; cathodic protection ; desalination ; realkalization.Concrete replacement has to be used to repair the damage caused by corrosion regardless of which technique is used to stop corrosion . Concrete replacement can also be used to stop corrosion although this involves the removal of all the carbonated and chloride contaminated concrete even though it is physically sound . This often means that concrete repairs to stop corrosion are not economically viable . Cathodic protection can be applied at any time to stop corrosion caused by carbonation or chlorides . It functions by making the reinforcing steel cathodic with respect to an external anode system . Cathodic protection requires a permanent electrical installation . Desalination can be used to stop corrosion caused by chlorides and it works by migrating chloride ions towards an external anode and away from the reinforcing steel in an electric field ; this process takes about 6 weeks . Realkalization stops corrosion caused by carbonation and it works by migrating sodium ions from an external anolyte into the concrete where in combination with the hydroxyl ions generated on the reinforcing steel due to the electric field , the alkalinity is raised to a level where the steel re-passivates . Realkalization takes about 4 weeks . Desalination ,realkalization and concrete repair are not normally used in conjunction with a preventative treatment such as silane or an anti-carbonation coating to increase the life of the repair .Cathodic protection does not requireadditional preventative measures because it is a permanent installation , but the anodes do require periodic replacement.大桥维修技术大桥的基本的维修大体上包括加强和更换桥的基本元素。

Experimental research on seismic behavior of abnormal jointin reinforced concrete frameAbstract :Based on nine plane abnormal joint s , one space abnormal joint experiment and a p seudo dynamic test of a powerplant model , the work mechanism and the hysteretic characteristic of abnormal joint are put to analysis in this paper. A conception of minor core determined by the small beam and small column , and a conclusion that the shear capacity of ab2normal joint depends on minor core are put forward in this paper. This paper also analyzes the effect s of axial compres2 sion , horizontal stirrup s and section variation of beam and column on the shear behavior of abnormal joint . Finally , the formula of shear capacity for abnormal joint in reinforced concrete f rame is provided.Key words : abnormal j oint ; minor core ; seismic behavior ; shear ca paci t yCLC number :TU375. 4 ; TU317. 1 Document code :A Article ID :100627930 (2006) 022*******1 Int roductionFor reinforced concrete f rame st ructure , t he joint is a key component . It is subjected to axialcomp ression , bending moment and shear force. The key is whet her the joint has enough shear capaci2ty. The Chinese Code f or S eismic Desi gn of B ui l di ngs ( GB5001122001) adopt s the following formulato calculate t he shear capacity of the reinforced concrete f rame joint .V j = 1. 1ηj f t b j h j + 0. 05ηj Nb jb c+ f yv A svjh b0 - a′ss(1)Where V j = design value of t he seismic shear capacity of the joint core section ;ηj = influential coefficient of t he orthogonal beam to the column ;f t = design value of concrete tensile st rength ;b j = effective widt h of the joint core section ;h j = dept h of the joint core section , Which can be adopted as t he depth of the column section int he verification direction ;N = design value of axial compression at t he bot tom of upper column wit h considering the combi2 nation of the eart hquake action , When N > 015 f c b c h c , let N = 0. 5 f c b c h c ;b c = widt h of t he column section ;f yv = design value of t he stirrup tensile st rengt h ;A svj = total stirrup area in a set making up one layer ;h b0 = effective dept h of t he beam.If t he dept h of two beams at the side of t he joint is unequal , h b0 = t he average depth of two beams.a′s = distance f rom the cent roid of the compression beam steel bar to the ext reme concrete fiber . s = distance of t he stirrup .Eq. 1 is based on t he formula in t he previous seismiccode[1 ] and some modifications made eavlicr and it is suit2able to the normal joint of reinforced concrete f rame , butnot to t he abnormal one which has large different in t hesection of t he upper column and lower one (3 600 mm and1 200 mm) , lef t beam and right beam (1 800 mm and 1200 mm) . The shear capacity of abnormal joint s calculat2ed by Eq. 1 may cause some unsafe result s. A type of ab2normal joint which of ten exist s in t he power plant st ruc2t ure is discussed ( see Fig. 1) , and it s behavior was st ud2ied based on t he experiment in t his paper2 Experimental workAccording to the above problem , and t he experiment of plane abnormal joint s and space abnormal joint , a p seudo dynamic test of space model of power plant st ruct ure was carried out . The aim of t hisst udy is to set up a shear force formula and to discuss seismic behavior s of t he joint s.According to the characteristic of t he power plant st ruct ure , nine abnormal joint s and one space abnormal joint were designed in t he experiment . The scale of the model s is one2fif t h. Tab. 1 and Tab.2 show t he dimensions and reinforcement detail s of t he specimens.Fig. 2 shows the typical const ruction drawing of t he specimen. Fig. 3 shows the loading set up . These specimens are subjected to low2cyclic loading , the loading process of which is cont rolled by force and displacement , t he preceding yield loading by force and subsequent yield by t he displacement .The shear deformation of the joint core , t he st rain of the longit udinal steel and t he stirrup are main measuring items.3 Analysis of test result s3. 1 Main resultsTab. 3 shows t he main result s of t he experiment .3. 2 Failure process of specimenBased on t he experiment , t he process of t he specimens’failure includes four stages , namely , t he initial cracking , t he t horough cracking , the ultimate stage and t he failure stage.(1) Initial cracking stageWhen t he first diagonal crack appears along t he diagonal direction in t he core af ter loading , it s widt h is about 0. 1mm , which is named initial cracking stage of joint core. Before t he initial cracking stage , t he joint remains elastic performance , and the variety of stiff ness is not very obvious on t hep2Δcurve. At t his stage concrete bear s most of the core shear force while stirrup bears few. At t he timewhen t he initial crack occur s , t he st ress of t he stirrup at t he crack increase sharply and t he st rain is a2bout 200 ×10 - 6 —300 ×10 - 6 . The shear deformation of t he core at t his stage is very small (less than 1×10 - 3 radian ,generally between 0. 4 ×10 - 3 and 0. 8 ×10 - 3 radian) .(2) Thorough cracking stageWit h the load increasing following t he initial cracking stage , the second and t hird crossing diago2 nal cracks will appear at t he core. The core is cut into some small rhombus pieces which will become at least one main inclined crack across t he core diagonal . The widt h of cracks enlarges obviously , andt he wider ones are generally about 0. 5mm , which is named core t horough cracking stage. The st ress of stirrup increases obviously , and the stirrup in t he middle of t he core is near to yielding or has yiel2 ded. The joint core shows nonlinear property on t he p2Δcurve , and it enter s elastic2plastic stage. Theload at t horough cracking stage is about 80 % —90 % load.(3) Ultimate stageAt t his stage , t he widt h of t he cracks is about 1mm or more and some new cracks continue to oc2 cur . The shear deformation at t he core is much larger and concrete begins to collap se. Af ter several cyclic loading , the force reaches the maximum value , which is called ultimate stage. The load increase is due to t he enhancing of the concrete aggregate mechanical f riction between cracks. At t he same timet he st ress of stirrup increases gradually. On t he one hand stirrup resist s t he horizontal shear , and on t he ot her hand the confinement effect to t he expanding compression concrete st rengthens continuous2ly , which can also improve t he shear capacity of diagonal compression bar mechanism.(4) Failure stageAs the load circulated , concrete in t he core began to collap se , and t he deformation increased sharply , while the capacity began to drop . It was found t hat t he slip of reinforcement in t he beam wasvery serious in t he experiment . Wit h t he load and it s circulation time increasing , t he zoon wit houtbond gradually permeated towards t he internal core , enhancing t he burden of t he diagonal compressionbar mechanism and accelerates the compression failure of concrete. Fig. 4 shows t he p hotos of typical damaged joint s.A p seudo dynamic test of space model ofpower plant st ruct ure was carried out to researcht he working behavior of t he abnormal joint s in re2al st ructure and the seismic behavior of st ructure.Fig. 5 shows the p hoto of model .The test includes two step s. The fir st is thep seudo dynamic test . At t his step , El2Cent rowave is inp ut and the peak acceleration variesf rom 50 gal to 1 200 gal . The seismic response is measured. The second is t he p seudo static test . Theloading can’t stop until t he model fail s.Fig. 7 Minor coreThe experiment shows t hat t he dist ribution and development of t hecrack is influenced by t he rest rictive effect of the ort hogonal beam , andt he crack of joint core mainly dist ributes under t he orthogonal beam( see Fig. 6) , which is different f rom t he result of t he plane joint test ,but similar to J 4210.3. 3 Analysis of test results3. 3. 1 Mechanical analysisIn t he experiment , t he location of the initial crack of t he exteriorjoint and the crushed position of concrete both appear in the middle oft he joint core , and t he position is near t he centerline of t he upper col2umn. The initial crack and crushed position of t he concrete of the interior joint both appear in t he mi2 nor core ( see Fig. 4 ,Fig. 7) . For interior abnormal joint t he crack doesn’t appear or develop in t he ma2j or core out side of the mi nor core until t horough cracking takes place , while t he crack seldom appearsin t he shadow region ( see Fig. 7) as the joint fail s. Therefore , for abnormal joint , t he shear capacity oft he joint core depends on t he properties of t he mi nor core , namely , on t he st rengt h grades of concrete ,t he size and the reinforcement of t he mi nor core , get t he effect of t he maj or core dimension can’t be neglected.Mechanical effect s are t he same will that of t he normal joint , when t he forces t ransfer to t he mi2 nor core t hrough column and beam and reinforcement bar . Therefore , t he working mechanisms of nor2mal joint , including t russ mechanism , diagonal compression bar mechanism and rest rictive mechanismof stirrup , are also suitable for mi nor core of t he abnormal joint , but their working characteristic is not symmet rical when the load rever ses. Fig. 8 illust rates t he working mechanism of t he abnormal joint .When t he load t ransfer to mi nor core , t he diagonal compression bar area of mi nor core is biggert han normal joint core2composed by small column and small beam of abnormal joint , which is due to t he compressive st ress diff usion of concrete compressive region of the beam and column , while at t hesame time t he compression carried by the diagonal compression bar becomes large. Because t he main part of bond force of column and beam is added to t he diagonal comp ression bar but cont rasting wit h t he increased area of diagonal compression bar , t he increased action is small . The region in the maj orcore but out of the mi nor core has less st ress dist ribution and fewer cracks. The region can confine t heexpansion of t he concrete of t he mi nor core diagonal compression bar concrete , which enhances t he concrete compressive st rengt h of mi nor core diagonal compression bar .Making t he mi nor core as st udy element , the area increment of concrete diagonal compression barin mi nor core is related to t he st ress diff usion of t he beam and column compressive region. The magni2t ude of diff usion area is related to height difference of t he beam sections and column sections. Name2ly , it is related to t he size of mi nor core section and maj or core section. Thus , the increased shearst rengt h magnit ude caused by mi nor core rest rictive effect on maj or core can be measured quantitative2ly by t he ratio of maj or core area to mi nor core area. And it al so can be expressed that t he rest rictive effect is quantitatively related to t he ratio. Obviously , t he bigger t he ratio is and t he st ronger t he con2finement is , t he st ronger t he bearing capacity is.The region in the maj or core but under the mi nor core still need stirrup bar because of t he hori2 zontal force t ransferred by bigger beam bar . But force is small .3. 3. 2 load2displacement curves analysisFig. 9 shows t he typical load2displacement curves at t he beam end of t he exterior and interiorjoint . The figure showing t hat t he rigidity of t he specimens almo st doesn’t degenerate when t he initialcrack appear s in t he core , and a turning point can be found at t he curve but it isn’t very obvious. Wit ht he crack developing , an obvious t urning point can be found at t he curve , and at t his time , t he speci2men yields. Then t he load can increase f urt her , but it can’t increase too much f rom yielding load to ultimate load. When t he concrete at t he core collap ses and the plastic hinge occured at t he beamend ,t he load begins to decrease rat her t han increase.The ductility coefficient of two kinds of joint s is basically more than 3 (except for J 3 - 9) . But it should be noted t hat the design of specimens is based on the principle of joint core failure. The ratio of reinforcement of beam and column tends to be lower t han practical project s. If t he ratio is larger , t he failure of joint is probably prior to t hat of beam and column , so t he hysteretic curve reflect s t he ductil ity property of joint core.Joint experiment should be a subst ruct ure test (or a test of composite body of beams and col2 umns) . So t he load2displacement curves at t he beam end should be a general reflection of t he joint be2havior work as a subst ruct ure. Providing t hat the joint core fails af ter t he yield of beam and column (especially for beam) , t he load2displacement curves at t he beam end is plump , so the principle of “st rong col umn and weak beam , st ron ger j oi nt" should be ensured which conforms to t he seismic re2sistant principle.The experiment shows t hat t he stiff ness of joint core is large. Before the joint reaches ultimatestage , t he stiff ness of joint core decreases a little and the irrecoverable residual deformation is very small under alternate loading. When joint core enter s failure stage , t he shear deformation increases sharply , and t he stiff ness of joint core decreases obviously , and t he hysteretic curve appears shrink2 age , which is because of t he cohesive slip of beam reinforcement .3. 4 Influential Factors of Abnormal Joint Shear CapacityThe fir st factor is axial compression. Axial compression can enlarge t he compression area of col2 umn , and increase t he concrete compression area of joint core[124 ] . At t he same time , more shearst ransferred f rom beam steel to t he edge of joint core concrete will add to t he diagonal compression bar ,which decreases t he edge shear t hat leads to the crack of joint core concrete. So t he existence of axial comp ression cont ributes to imp roving t he capacity of initial cracks at joint core.The effect of axial compression on t horough cracking load and ultimate load isn’t very obvious[1 ] . The reason is t hat cont rasting wit h no axial compression , the accumulated damage effect of joint coreunder rever sed loading wit h axial compression is larger . Alt hough axial compression can improve t heshear st rengt h of concrete , it increases accumulated damage effect which leads to a decrease of the ad2vantage of axial compression. Therefore t he effect of axial compression on t horough cracking loadandultimate load is not very obvious.Hence , considering the lack of test data of abnormal joint , t he shear capacity formula of abnormal joint adopt 0. 05 nf c b j h j to calculate the effect of axial compression , which is based on the result s of t his experiment and referenced to t he experimental st udy and statistical analysis of Meinheit and J irsa ,et [5 ] .The second factor is horizontal stirrup . Horizontal stirrup has no effect on t he initial crackingshear of abnormal joint , while greatly improves t he t horough cracking shear . Af ter crack appeared , t he stirrup begins to resist t he shear and confines t he expansion of concrete[ 6 ] . This experiment showst hat t he st ress of stirrup s in each layer is not equal . When the joint fail s , t he stirrup s don’t yield simultaneous. Fig. 10 shows t he change of st ress dist ribution of stirrup s along core height wit h t he loadincreasing. Through analyzing test result s , it can be known t hat 80 percent of the height at the joint core can yield.The last factor is the change of sec2tion size of t he beam and column. Thesection change decreases t he initial crack2ing load about 30 p resent of abnormaljoint and makes t he initial crack appear att he position of joint mi nor core. The rea2son for t his p henomenon is t hat small up2per column section makes t he confinementof mi nor core concrete decrease and t heedge shear increase. But t he section change has lit tle effect on thorough cracking load. Af ter t horoughcracking , the joint enter s ultimate state while the external load can’t increase too much , which is dif2 ferent f rom t he behavior of abnormal joint t hat can carry much shear af ter thorough cracking.3. 5 Shear force formula of abnormal jointAs a part of f rame , t he design of joint shall meet t he requirement s of the f rame st ruct ure design , namely , t he joint design should not damage t he basic performance of t he st ruct ure.According to the principle of st ronger j oi nt , it is necessary for joint to have some safety reserva2 tion. The raised cost for conservational estimation of t he joint bearing capacity is small . But t he con2 servational estimation is very important to t he safety of the f rame st ruct ure. At t horough cracking stage , t he widt h of most cracks is more t han 0. 2 mm , which is bigger than t he suggested limit value in t he concrete design code. Big cracks will influence t he durability of st ruct ure. Hence , the bearing capacity at t horough cracking stage is applied to calculating t he bearing capacity of joint . According to t he analysis of t he working mechanisms of abnormal joint , it could be concludedt hat t he bearing capacity of joint core mainly depends on mi nor core when t he force t ransferred f rommaj or core to mi nor core. All kinds of working mechanisms are suitable to mi nor core element . Thus , a formula for calculating t he shear capacity of abnormal joint can be obtained based on Eq. 1. According to the above analysis of influential factor s of shear capacity of abnormal joint , and ref2 erence to Eq. 1 , a formula for calculating t he shear capacity of reinforced concrete f rame abnormal jointis suggested as followsV j = 0. 1ηjξ1 f c b j h j + 0. 1ηj nξ2 f c b j h j +ξ3 f yv A svj h0 - a′s s(2)Where h0 = effective dept h of small beam section in abnormal joint ;ξ1 = influential coefficient consider2ing mi nor core on working as cont rol element for calculating ;ξ2 = influential coefficient considering effect of axial compression ratio , it s value is 0. 5 , andξ3 = influential coefficient considering t hestir2rup doesn’t yield simultaneous , it s value is 0. 8 , n = N/ f c b c h j .From Fig. 8 , the shear capacity of abnormal joint depends on mi nor core , while maj or core has re2st rictive effect on mi nor core. The effect is related to t he ratio of maj or core area to mi nor core area , so assumingξ1 =αA d A x (3)Where A d = area of abnormal joint maj or core , choosing it as t he value of t he dept h of big beam multiplying t he height of lower column ; A x = area of abnormal joint mi nor core , choosing it as t he value oft he depth of small beam multiplying the height of upper column ; andα= parameter to be defined , it s value is 0. 8 derived f rom t he result s of t he experiment ( see Tab. 4)Then Eq. 2 can be replaced byV j = 0. 1ηjαA d A x f c b j h j + 0. 05ηj n f c b j h j + 0. 8 f yv h0 - a′s s(4)4 ConclusionsThe following conclusions can be drawn f rom t his study.(1) The seismic behavior of abnormal joint in reinforced concrete f rame st ruct ure is poor . Af tert horough cracking , t he joint enter s ultimate state while the external load can’t increase too much , andt he safety reservation of joint isn’t sufficient .(2) The characteristic of bearing load of minor core is similar to that of normal joint , but t he area bearing load is different . The shear capacity depend on t he size , t he st rengt h of concrete and the rein2forcement of mi nor core in abnormal joint . The maj or core has rest rictive effect on mi nor core. (3) Joint experiment should be a subst ruct ure test or a test of composite body of beams and col2 umns. Therefore t he load2displacement curves of t he beam end should be a general reflection of t he joint behavior working as a subst ruct ure. Studies of t he hysteretic curve of subst ruct ure should be based on t he whole st ructure. It is critical to guarantee t he stiff ness and st rengt h of joint core in prac2tice.(4) The formula of shear capacity for abnormal joint in reinforced concrete f rame is provided.References[1 ] TAN GJ iu2ru . The seismic behavior of steel reinforced concrete f rame [M] . Nanjing :Dongnan University Press ,1989 :1572163.[2 ] The research group of reinforcement concrete f rame joint . Shear capacity research of reinforced concrete f rame jointon reversed2cyclic loading[J ] . Journal of Building St ructures , 1983 , (6) :9215.[3 ] PAULA Y T ,PARK R. Joint s reinforced concrete f rames designed for earthquake resistance[ R] . New Zealand :De2partment of civil Engineering , University of Canterbury , Christchurch , 1984.[4 ] FU Jian2ping. Seismic behavior research of reinforced concrete f rame joint with the consideration of axialforce[J ] .Journal of Chongqing Univ , 2000 , (5) :23227.[5 ] MEINHEIT D F ,J IRSA J O. Shear st rength of R/ C beam2column connections [J ] . ACI St ructural Journal , 1993 ,(3) :61271.[6 ] KITA YAMA K, OTANI S ,AO YAMA H. Development of design criteria for RC interior beam2column joints ,de2sign of beam2column joint s for seismic resistance[ R] . SP123 ,ACI ,Det roit , 1991 :61272.[7 ] GB5001122001 ,Code for seismic design of buildings [ S] . Beijing : China Architectural and BuildingPress ,2001.钢筋混凝土框架异型节点抗震性能试验研究摘要：基于8个钢筋混凝土框架异型节点的试验研究，分析了异型框架节点的受力与常规框架节点的异同。

Abstract: This paper aims to discuss the importance of effective project management in civil engineering construction projects. It highlights the key aspects of project management such as planning, execution, and control. Furthermore, it provides insights into the challenges faced by project managers in civil engineering projects and suggests strategies to overcome these challenges. The paper also emphasizes the role of technology in improving project management efficiency.Introduction:Civil engineering construction projects are complex and involve multiple stakeholders, resources, and activities. Effective project management is crucial to ensure the successful completion of these projects within the specified time, budget, and quality standards. This paper explores the significance of effective project management in civil engineering construction projects and presents strategies to enhance project management practices.1. Key Aspects of Project Management in Civil Engineering Construction1.1 Planning:Proper planning is essential for the successful execution of civil engineering projects. This involves identifying project objectives, defining scope, estimating resources, and establishing a realistic timeline. A well-defined plan helps in allocating resources efficiently, minimizing risks, and ensuring project success.1.2 Execution:Once the plan is in place, project execution becomes the primary focus. This stage involves coordinating various activities, managing resources, and ensuring that the project progresses as per the plan. Effective communication, leadership, and teamwork are crucial during this phase.1.3 Control:Control is the process of monitoring and adjusting the projectactivities to ensure that they are aligned with the planned objectives. This includes tracking progress, identifying deviations, andimplementing corrective actions. Effective control helps in minimizing risks, avoiding cost overruns, and ensuring project quality.2. Challenges in Civil Engineering Project Management2.1 Stakeholder Management:Civil engineering projects involve various stakeholders, including clients, contractors, consultants, and regulatory authorities. Managing these stakeholders' expectations, concerns, and conflicts is a significant challenge for project managers.2.2 Resource Allocation:Resource allocation is another critical challenge in civil engineering projects. Ensuring that resources such as labor, materials, and equipment are available when needed requires effective planning and coordination.2.3 Time Constraints:Time constraints are common in civil engineering projects. Adhering to project schedules and meeting deadlines is essential for project success.3. Strategies to Overcome Challenges in Civil Engineering Project Management3.1 Effective Communication:Establishing clear and open communication channels among all stakeholders is crucial for effective project management. Regular updates, meetings, and feedback sessions help in addressing concerns and ensuring alignment with project objectives.3.2 Utilizing Technology:Leveraging technology can significantly improve project management efficiency. Tools like project management software, Building Information Modeling (BIM), and mobile applications can help in tracking progress, managing resources, and facilitating communication.3.3 Risk Management:Identifying potential risks and developing mitigation strategies is essential for successful project management. Conducting risk assessments, implementing risk mitigation plans, and monitoring risks throughout the project lifecycle can help in avoiding cost overruns and delays.Conclusion:Effective project management plays a vital role in the success of civil engineering construction projects. By addressing the key aspects of project management, overcoming challenges, and utilizing technology, project managers can ensure the timely completion of projects within budget and quality standards. This paper emphasizes the importance of effective project management in civil engineering construction and provides insights into strategies to enhance project management practices.。

Concrete BridgesConcrete is the most-used construction material for bridges in the United States, and indeed in the world. The application of prestressing to bridges has grown rapidly and steadily, beginning in 1949 with high-strength steel wires in the Walnut Lane Bridge in Philadelphia, Pennsylvania. According to the Federal Highway Administration’s 1994 National Bridge Inventory data, from 1950 to the early 1990s, prestressed concrete bridges have gone from being virtually nonexistent to representing over 50 percent of all bridges built in the United States.Prestressing has also played an important role in extending the span capability of concrete bridges. By the late 1990s, spliced-girder spans reached a record 100 m (330 ft). Construction of segmental concrete bridges began in the United States in 1974.Curretly, close to 200 segmental concrete bridges have been built or are under construction, with spans up to 240 m (800 ft).Late in the 1970s, cable-stayed construction raised the bar for concrete bridges. By 1982, the Sunshine Skyway Bridge in Tampa, Florida, had set a new record for concrete bridges, with a main span of 365 m (1,200 ft). The next year, the Dames Point Bridge in Jacksonville, Florida, extended the record to 400 m (1,300 ft).HIGH-PERFORMANCE CONCRETECompressive StrengthFor many years the design of precast prestressed concrete girders was based on concrete compressive strengths of 34 to 41 MPa (5,000 to 6,000 psi). This strength level served the industry well and provided the basis for establishing the prestressed concrete bridge industry in the United States. In the 1990s the industry began to utilize higher concrete compressive strengths in design, and at the start of the new millennium the industry is poised to accept the use of concrete compressive strengths up to 70 MPa (10,000 psi).For the future, the industry needs to seek ways to effectively utilize even higher concrete compressive strengths. The ready-mixed concrete industry has been producing concretes with compressive strengths in excess of 70 MPa for over 20 years. Several demonstration projects have illustrated that strengths above 70 MPa can be achieved for prestressed concrete girders. Barriers need to be removed to allow the greater use of these materials. At the same time, owners, designers, contractors, and fabricators need to be more receptive to the use of higher-compressive-strength concretes.DurabilityHigh-performance concrete (HPC) can be specified as high compressive strength (e.g., in prestressed girders) or as conventional compressive strength with improveddurability (e.g., in cast-in-place bridge decks and substructures). There is a need to develop a better understanding of all the parameters that affect durability, such as resistance to chemical, electrochemical, and environmental mechanisms that attack the integrity of the material. Significant differences might occur in the long-term durability of adjacent twin structures constructed at the same time using identical materials. This reveals our lack of understanding and control of the parameters that affect durability. NEW MATERIALSConcrete design specifications have in the past focused primarily on the compressive strength. Concrete is slowly moving toward an engineered material whose direct performance can be altered by the designer. Material properties such as permeability, ductility, freeze-thaw resistance, durability, abrasion resistance, reactivity, and strength will be specified. The HPC initiative has gone a long way in promoting these specifications, but much more can be done. Additives, such a fibers or chemicals, can significantly alter the basic properties of concrete. Other new materials, such as fiber-reinforced polymer composites, nonmetallic reinforcement (glass fiber-reinforced and carbon fiber-reinforced plastic, etc.), new metallic reinforcements, or high-strength steel reinforcement can also be used to enhance the performance of what is considered to be a traditional material. Higher-strength reinforcement could be particularly useful when coupled with high-strength concrete. As our natural resources diminish, alternative aggregate sources (e.g., recycled aggregate) and further replacement of cementitious materials with recycled products are being examined. Highly reactive cements and reactive aggregates will be concerns of the past as new materials with long-term durability become commonplace.New materials will also find increasing demand in repair and retrofitting. As the bridge inventory continues to get older, increasing the usable life of structures will become critical. Some innovative materials, although not economical for complete bridges, will find their niche in retrofit and repair.OPTIMIZED SECTIONSIn early applications of prestressed concrete to bridges, designers developed their own ideas of the best girder sections. The result is that each contractor used slightly different girder shapes. It was too expensive to design custom girders for each project.As a result, representatives for the Bureau of Public Roads (now FHWA), the American Association of State Highway Officials (AASHO) (now AASHTO), and the Prestressed Concrete Institute (PCI) began work to standardize bridge girder sections. The AASHTO-PCI standard girder sections Types I through IV were developed in the late 1950s and Types V and VI in the early 1960s. There is no doubt that standardization of girders has simplified design, has led to wider utilization of prestressed concrete for bridges, and, more importantly, has led to reduction in cost.With advancements in the technology of prestressed concrete design and construction, numerous states started to refine their designs and to develop their own standard sections. As a result, in the late 1970s, FHWA sponsored a study to evaluate existing standard girder sections and determine the most efficient girders. This study concluded that bulb-tees were the most efficient sections. These sections could lead toreduction in girder weights of up to 35 percent compared with the AASHTO Type VI and cost savings up to 17 percent compared with the AASHTO-PCI girders, for equal span capability. On the basis of the FHWA study, PCI developed the PCI bulb-tee standard, which was endorsed by bridge engineers at the 1987 AASHTO annual meeting. Subsequently, the PCI bulb-tee cross section was adopted in several states. In addition, similar cross sections were developed and adopted in Florida, Nebraska, and the New England states. These cross sections are also cost-effective with high-strength concretes for span lengths up to about 60 m (200 ft).SPLICED GIRDERSSpliced concrete I-girder bridges are cost-effective for a span range of 35 to 90 m (120 to 300 ft). Other shapes besides I-girders include U, T, and rectangular girders, although the dominant shape in applications to date has been the I-girder, primarily because of its relatively low cost. A feature of spliced bridges is the flexibility they provide in selection of span length, number and locations of piers, segment lengths, and splice locations. Spliced girders have the ability to adapt to curved superstructure alignments by utilizing short segment lengths and accommodating the change in direction in the cast-in-place joints. Continuity in spliced girder bridges can be achieved through full-length posttensioning, conventional reinforcement in the deck, high-strength threaded bar splicing, or pretensioned strand splicing, although the great majority of applications utilize full-length posttensioning. The availability of concrete compressive strengths higher than the traditional 34 MPa (5,000 psi) significantly improves the economy of spliced girder designs, in which high flexural and shear stresses are concentrated near the piers. Development of standardized haunched girder pier segments is needed for efficiency in negative-moment zones. Currently, the segment shapes vary from a gradually thickening bottom flange to a curved haunch with constant-sized bottom flange and variable web depth.SEGMENTAL BRIDGESSegmental concrete bridges have become an established type of construction for highway and transit projects on constrained sites. Typical applications include transit systems over existing urban streets and highways, reconstruction of existing interchanges and bridges under traffic, or projects that cross environmentally sensitive sites. In addition, segmental construction has been proved to be appropriate for large-scale, repetitive bridges such as long waterway crossings or urban freeway viaducts or where the aesthetics of the project are particularly important.Current developments suggest that segmental construction will be used on a larger number of projects in the future. Standard cross sections have been developed to allow for wider application of this construction method to smaller-scale projects. Surveys of existing segmental bridges have demonstrated the durability of this structure type and suggest that additional increases in design life are possible with the use of HPC. Segmental bridges with concrete strengths of 55 MPa (8,000 psi) or more have been constructed over the past 5 years. Erection with overhead equipment has extended applications to more congested urban areas. Use of prestressed composite steel and concrete in bridges reduces the dead weight of the superstructure and offers increased span lengths.LOAD RATING OF EXISTING BRIDGESExisting bridges are currently evaluated by maintaining agencies using working stress, load factor, or load testing methods. Each method gives different results, for several reasons. In order to get national consistency, FHWA requests that all states report bridge ratings using the load factor method. However, the new AASHTO Load and Resistance Factor Design (LRFD) bridge design specifications are different from load factor method. A discrepancy exists, therefore, between bridge design and bridge rating.A draft of a manual on condition evaluation of bridges, currently under development for AASHTO, has specifications for load and resistance factor rating of bridges. These specifications represent a significant change from existing ones. States will be asked to compare current load ratings with the LRFD load ratings using a sampling of bridges over the next year, and adjustments will be proposed. The revised specifications and corresponding evaluation guidelines should complete the LRFD cycle of design, construction, and evaluation for the nation's bridges.LIFE-CYCLE COST ANALYSISThe goal of design and management of highway bridges is to determine and implement the best possible strategy that ensures an adequate level of reliability at the lowest possible life-cycle cost. Several recent regulatory requirements call for consideration of life-cycle cost analysis for bridge infrastructure investments. Thus far, however, the integration of life-cycle cost analysis with structural reliability analysis has been limited. There is no accepted methodology for developing criteria for life-cycle cost design and analysis of new and existing bridges. Issues such as target reliability level, whole-life performance assessment rules, and optimum inspection-repair-replacement strategies for bridges must be analyzed and resolved from a life-cycle cost perspective. To achieve this design and management goal, state departments of transportation must begin to collect the data needed to determine bridge life-cycle costs in a systematic manner. The data must include inspection, maintenance, repair, and rehabilitation expenditures and the timing of these expenditures. At present, selected state departments of transportation are considering life-cycle cost methodologies and software with the goal of developing a standard method for assessing the cost-effectiveness of concrete bridges. DECKSCast-in-place (CIP) deck slabs are the predominant method of deck construction in the United States. Their main advantage is the ability to provide a smooth riding surface by field-adjustment of the roadway profile during concrete placement. In recent years automation of concrete placement and finishing has made this system cost-effective. However, CIP slabs have disadvantages that include excessive differential shrinkage with the supporting beams and slow construction. Recent innovations in bridge decks have focused on improvement to current practice with CIP decks and development of alternative systems that are cost-competitive, fast to construct, and durable. Focus has been on developing mixes and curing methods that produce performance characteristics such as freeze-thaw resistance, high abrasion resistance, low stiffness, and low shrinkage, rather than high strength. Full-depth precast panels have the advantages of significant reduction of shrinkage effects and increased construction speed and have been used in states with high traffic volumes for deck replacement projects. NCHRP Report 407 onrapid replacement of bridge decks has provided a proposed full-depth panel system with panels pretensioned in the transverse direction and posttensioned in the longitudinal direction.Several states use stay-in-place (SIP) precast prestressed panels combined with CIP topping for new structures as well as for deck replacement. This system is cost-competitive with CIP decks. The SIP panels act as forms for the topping concrete and also as part of the structural depth of the deck. This system can significantly reduce construction time because field forming is only needed for the exterior girder overhangs. The SIP panel system suffers from reflective cracking, which commonly appears over the panel-to-panel joints. A modified SIP precast panel system has recently been developed in NCHRP Project 12-41.SUBSTRUCTURESContinuity has increasingly been used for precast concrete bridges. For bridges with total lengths less than 300 m (1,000 ft), integral bridge abutments and integral diaphragms at piers allow for simplicity in construction and eliminate the need for maintenance-prone expansion joints. Although the majority of bridge substructure components continue to be constructed from reinforced concrete, prestressing has been increasingly used. Prestressed bents allow for longer spans, improving durability and aesthetics and reducing conflicts with streets and utilities in urban areas. Prestressed concrete bents are also being used for structural steel bridges to reduce the overall structure depth and increase vertical clearance under bridges. Precast construction has been increasingly used for concrete bridge substructure components. Segmental hollow box piers and precast pier caps allow for rapid construction and reduced dead loads on the foundations. Precasting also enables the use of more complex forms and textures in substructure components, improving the aesthetics of bridges in urban and rural areas. RETAINING WALLSThe design of earth retaining structures has changed dramatically during the last century. Retaining wall design has evolved from short stone gravity sections to concrete structures integrating new materials such as geosynthetic soil reinforcements and high-strength tie-back soil anchors.The design of retaining structures has evolved into three distinct areas. The first is the traditional gravity design using the mass of the soil and the wall to resist sliding and overturning forces. The second is referred to as mechanically stabilized earth design. This method uses the backfill soil exclusively as the mass to resist the soil forces by engaging the soil using steel or polymeric soil reinforcements. A third design method is the tie-back soil or rock anchor design, which uses discrete high-strength rods or cables that are drilled deep into the soil behind the wall to provide a dead anchorage to resist the soil forces.A major advancement in the evolution of earth retaining structures has been the proliferation of innovative proprietary retaining walls. Many companies have developed modular wall designs that are highly adaptable to many design scenarios. The innovative designs combined with the modular standard sections and panels have led to a significant decrease in the cost for retaining walls. Much research has been done to verify thestructural integrity of these systems, and many states have embraced these technologies. RESEARCHThe primary objectives for concrete bridge research in the 21st century are to develop and test new materials that will enable lighter, longer, more economical, and more durable concrete bridge structures and to transfer this technology into the hands of the bridge designers for application. The HPCs developed toward the end of the 20th century would be enhanced by development of more durable reinforcement. In addition, higher-strength prestressing reinforcement could more effectively utilize the achievable higher concrete strengths. Lower-relaxation steel could benefit anchor zones. Also, posttensioning tendons and cable-stays could be better designed for eventual repair and replacement. As our natural resources diminish, the investigation of the use of recycled materials is as important as the research on new materials.The development of more efficient structural sections to better utilize the performance characteristics of new materials is important. In addition, more research is required in the areas of deck replacement panels, continuity regions of spliced girder sections, and safe,durable, cost-effective retaining wall structures.Research in the areas of design and evaluation will continue into the next millennium.The use of HPC will be facilitated by the removal of the implied strength limitation of 70 MPa (10.0 ksi) and other barriers in the LRFD bridge design specifications. As our nation’s infrastructure continues to age and as the vehicle loads continue to increase, it is important to better evaluate the capacity of existing structures and to develop effective retrofitting techniques. Improved quantification of bridge system reliability is expected through the calibration of system factors to assess the member capacities as a function of the level of redundancy. Data regarding inspection, maintenance, repair, and rehabilitation expenditures and their timing must be systematically collected and evaluated to develop better methods of assessing cost-effectiveness of concrete bridges. Performance-based seismic design methods will require a higher level of computing and better analysis tools.In both new and existing structures, it is important to be able to monitor the “health” of these structures through the development of instrumentation (e.g., fiber optics) to determine the state of stresses and corrosion in the members.CONCLUSIONIntroduced into the United States in 1949, prestressed concrete bridges today represent over 50 percent of all bridges built. This increase has resulted from advancements in design and analysis procedures and the development of new bridge systems and improved materials.The year 2000 sets the stage for even greater advancements. An exciting future lies ahead for concrete bridges!混凝土桥梁在美国甚至在世界桥梁上，混凝土是最常用的建设材料。

土木工程类专业英文文献及翻译第一篇：土木工程类专业英文文献及翻译PAVEMENT PROBLEMS CAUSEDBY COLLAPSIBLE SUBGRADESBy Sandra L.Houston,1 Associate Member, ASCE(Reviewed by the Highway Division)ABSTRACT: Problem subgrade materials consisting of collapsible soils are com-mon in arid environments, which have climatic conditions and depositional and weathering processes favorable to their formation.Included herein is a discussion of predictive techniques that use commonly available laboratory equipment and testing methods for obtaining reliable estimates of the volume change for these problem soils.A method for predicting relevant stresses and corresponding collapse strains for typical pavement subgrades is presented.Relatively simple methods of evaluating potential volume change, based on results of familiar laboratory tests, are used.INTRODUCTION When a soil is given free access to water, it may decrease in volume,increase in volume, or do nothing.A soil that increases in volume is called a swelling or expansive soil, and a soil that decreases in volume is called a collapsible soil.The amount of volume change that occurs depends on the soil type and structure, the initial soil density, the imposed stress state, and the degree and extent of wetting.Subgrade materials comprised of soils that change volume upon wetting have caused distress to highways since the be-ginning of the professional practice and have cost many millions of dollars in roadway repairs.The prediction of the volume changes that may occur in the field is the first step in making an economic decision for dealing withthese problem subgrade materials.Each project will have different design considerations, economic con-straints, and risk factors that will have to be taken into account.However, with a reliable method for making volume change predictions, the best design relative to the subgrade soils becomes a matter of economic comparison, and a much more rational design approach may be made.For example, typical techniques for dealing with expansive clays include:(1)In situ treatments with substances such as lime, cement, or fly-ash;(2)seepage barriers and/ or drainage systems;or(3)a computing of the serviceability loss and a mod-ification of the design to “accept” the anticipated expansion.In order to make the most economical decision, the amount of volume change(especially non-uniform volume change)must be accurately estimated, and the degree of road roughness evaluated from these data.Similarly, alternative design techniques are available for any roadway problem.The emphasis here will be placed on presenting economical and simple methods for:(1)Determining whether the subgrade materials are collapsible;and(2)estimating the amount of volume change that is likely to occur in the 'Asst.Prof., Ctr.for Advanced Res.in Transp., Arizona State Univ., Tempe, AZ 85287.Note.Discussion open until April 1, 1989.To extend the closing date one month,a written request must be filed with the ASCE Manager of Journals.The manuscriptfor this paper was submitted for review and possible publication on February 3, 1988.This paper is part of the Journal of Transportation.Engineering, Vol.114, No.6,November, 1988.ASCE, ISSN 0733-947X/88/0006-0673/$1.00 + $.15 per page.Paper No.22902.673field for the collapsible soils.Then this information will place the engineerin a position to make a rational design decision.Collapsible soils are fre-quently encountered in an arid climate.The depositional process and for-mation of these soils, and methods for identification and evaluation of theamount of volume change that may occur, will be discussed in the followingsections.COLLAPSIBLE SOILSFormation of Collapsible SoilsCollapsible soils have high void ratios and low densities and are typicallycohesionless or only slightly cohesive.In an arid climate, evaporation greatlyexceeds rainfall.Consequently, only the near-surface soils become wettedfrom normal rainfall.It is the combination of the depositional process andthe climate conditions that leads to the formation of the collapsible soil.Although collapsible soils exist in nondesert regions, the dry environment inwhich evaporation exceeds precipitation is very favorable for the formationof the collapsible structure.As the soil dries by evaporation, capillary tension causes the remainingwater to withdraw into the soil grain interfaces, bringing with it soluble salts,clay, and silt particles.As the soil continues to dry, these salts, clays, andsilts come out of solution, and “tack-we ld” the larger grains together.Thisleads to a soil structure that has high apparent strength at its low, naturalwater content.However, collapse of the “cemented” structure may occurupon wetting because the bonding material weakens and softens, and the soilis unstable at any stress level that exceeds that at which the soil had beenpreviously wetted.Thus, if the amount of water made available to the soilis increased above that which naturally exists, collapse can occur at fairlylow levels of stress, equivalent only to overburden soil pressure.Additionalloads, such as traffic loading or the presence of a bridge structure, add tothe collapse, especially of shallow collapsible soil.The triggering mechanismfor collapse, however, is the addition of water.Highway Problems Resulting from Collapsible SoilsNonuniform collapse can result from either a nonhomogeneous subgradedeposit in which differing degrees of collapse potential exist and/or fromnonuniform wetting of subgrade materials.When differential collapse ofsubgrade soils occurs, the result is a rough, wavy surface, and potentiallymany miles of extensively damaged highway.There have been several re-ported cases for which differential collapse has been cited as the cause ofroadway or highway bridge distress.A few of these in the Arizona and NewMexico region include sections of 1-10 near Benson, Arizona, and sectionsof 1-25 in the vicinity of Algadonas, New Mexico(Lovelace et al.1982;Russman 1987).In addition to the excessive waviness of the roadway sur-face, bridge foundations failures, such as the Steins Pass Highway bridge,1-10, in Arizona, have frequently been identified with collapse of foundationsoils.Identification of Collapsible SoilsThere have been many techniques proposed for identifying a collapsiblesoil problem.These methods range from qualitative index tests conducted on4disturbed samples, to response to wetting tests conducted on relatively un-disturbed samples, to in situ meausrement techniques.In all cases, the en-gineer must first know if the soils may become wetted to a water contentabove their natural moisture state, and if so, what the extent of the potentialwetted zone will be.Most methods for identifying collapsible soils are onlyqualitative in nature, providing no information on the magnitude of the col-lapse strain potential.These qualitative methods are based on various func-tions of dry density, moisture content, void ratio, specific gravity, and At-terberg limits.In situ measurement methods appear promising in some cases, in that manyresearchers feel that sample disturbance is greatly reduced, and that a morenearly quantitative measure of collapse potential is obtainable.However,in situ test methods for collapsible soils typically suffer from the deficien-cy of an unknown extent and degree of wetting during the field test.Thismakes a quantitative measurement difficult because the zone of materialbeing influenced is not well-known, and, therefore, the actual strains, in-duced by the addition of stress and water, are not well-known.In addition,the degree of saturation achieved in the field test is variable and usuallyunknown.Based on recently conducted research, it appears that the most reliablemethod for identifying a collapsible soil problem is to obtain the best qualityundisturbed sample possible and to subject this sample to a response to wet-ting test in the laboratory.The results of a simple oedometer test will indicatewhether the soil is collapsible and, at the same time, give a direct measureof the amount of collapse strain potential that may occur in the field.Potentialproblems associated with the direct sampling method include sample distur-bance and the possibility that the degree of saturation achieved in the fieldwill be less than that achieved in the laboratory test.The quality of an undisturbed sample is related most strongly to the arearatio of the tube that is used for sample collection.The area ratio is a measureof the ratio of the cross-sectional area of the sample collected to the cross-sectional area of the sample tube.A thin-walled tube sampler by definitionhas an area ratio of about 10-15%.Although undisturbed samples are bestobtained through the use of thin-walled tube samplers, it frequently occursthat these stiff, cemented collapsible soils, especially those containing gravel,cannot be sampled unless a tube with a much thicker wall is used.Samplershaving an area ratio as great as 56% are commonly used for Arizona col-lapsible soils.Further, it may take considerable hammering of the tube todrive the sample.The result is, of course, some degree of sample distur-bance, broken.bonds, densification, and a correspondingly reduced collapsemeasured upon laboratory testing.However, for collapsible soils, which arecompressive by definition, the insertion of the sample tube leads to localshear failure at the base of the cutting edge, and, therefore, there is lesssample disturbance than would be expected for soils that exhibit general shearfailure(i.e., saturated clays or dilative soils).Results of an ongoing studyof sample disturbance for collapsible soils indicate that block samples some-times exhibit somewhat higher collapse strains compared to thick-walled tubesamples.Block samples are usually assumed to be the very best obtainableundisturbed samples, although they are frequently difficult-to-impossible toobtain, especially at substantial depths.The overall effect of sample distur-bance is a slight underestimate of the collapse potential for the soil.675译文：湿陷性地基引起的路面问题作者：...摘要：在干旱环境中，湿陷性土壤组成的路基材料是很常见的，干旱环境中的气候条件、沉积以及风化作用都有利于湿陷性土的形成。

(文档含英文原文和中文翻译) 中英文对照外文翻译外文翻译（译文）公路工程20世纪的初期，美国的大多数的街道和马路都是用泥土、砖块和松柏木材建造而成的。

由于只是为马匹、马车和步行建造的，这些马路通常得不到细心维护，而且很窄，根本就容纳不下汽车的通行。

随着汽车制造业的发展，在当地有关部门监管下的私立收费公路开始涌现出来。

截止到1921年，美国有了共计38.7万公里的公路。

他们中的很多都是采用19世纪苏格兰工程师托马斯•特尔福德和约翰•麦克亚当（碎石路面正是因为他们而得名的）所制定的规范，他们的标准强调了充分排水的重要性。

除此之外，根本就没有关于大小尺寸、重量限制以及商业标识的国家标准。

在第一次世界大战期间，全国的马路几乎完全被重型卡车破坏了。

当艾森豪威尔将军——在德国服役于美国陆军第一洲际车队——于1919年从德国归国时，他说道：“旧的车队让我开始考虑完善的双车道的公路，但是德国的高速公路让我看到了更宽阔的跨地域纽带可显示出的智慧。

”又经过了一次战争，联邦政府才开始行动起来来建设全国范围的高速公路体系。

第二次世界大战期间，对货车和新道路数量的需求大幅度上升。

战争证明了道路对于防御系统工作的重要性。

13%生产防御设备的工厂都是靠卡车来获得原材料，而且几乎其他所有的工厂半数以上的产品都由机动车来运送。

战争同样也暴露了这样一个现象，对公路的地方管制已经导致已经导致了众多令人混淆的设计标准。

甚至联邦政府和各州的公路都不遵循基本的标准。

一些州允许卡车载重量高达36000磅，但另一些却限制载重不可以超过7,000磅。

一项政府研究项目建议在全国建设一个总长度为33,920英里的国家公路系统。

不久之后，国会很快通过了《1944年联邦资助公路法案》，这项法案呼吁建立严格的、由中央控制的道路设计标准。

州际公路系统最终于1956年正式动工，它被誉为上个世纪最伟大的公共工程之一。

为了修建长达44000公里的公路、桥梁、隧道网，人们必须制定出数以百计的有针对性的特殊工程设计方案和问题解决方针。

本科生毕业设计（论文）外文科技文献译文译文题目施工质量控制(外文题目)PROJECTCOSTCONTROL 系名称土木工程系专业土木工程学号学生姓名日期2013.03.01指导教师签名日期目录施工质量控制 (1)PROJECTCOSTCONTROL (12)施工质量控制一、引言项目是企业形象的窗口和效益的源泉。

随着市场竞争日趋激烈，工程质量、文明施工要求不断提高，材料价格波动起伏，以及其他种种不确定因素的影响，使得项目运作处于较为严峻的环境之中。

由此可见项目的成本控制是贯穿在工程建设自招投标阶段直到竣工验收的全过程，它是企业全面成本管理的重要环节，必须在组织和控制措施上给于高度的重视，以期达到提高企业经济效益的目的。

二、概述工程施工项目成本控制，指在项目成本在成本发生和形成过程中，对生产经营所消耗的人力资源、物资资源和费用开支，进行指导、监督、调节和限制，及时预防、发现和纠正偏差从而把各项费用控制在计划成本的预定目标之内，以达到保证企业生产经营效益的目的。

三、施工企业成本控制原则施工企业的成本控制是以施工项目成本控制为中心，施工项目成本控制原则是企业成本管理的基础和核心，施工企业项目经理部在对项目施工过程进行成本控制时，必须遵循以下基本原则。

3.1 成本最低化原则。

施工项目成本控制的根本目的，在于通过成本管理的各种手段，促进不断降低施工项目成本，以达到可能实现最低的目标成本的要求。

在实行成本最低化原则时，应注意降低成本的可能性和合理的成本最低化。

一方面挖掘各种降低成本的能力，使可能性变为现实；另一方面要从实际出发，制定通过主观努力可能达到合理的最低成本水平。

3.2 全面成本控制原则。

全面成本管理是全企业、全员和全过程的管理，亦称“三全”管理。

项目成本的全员控制有一个系统的实质性内容，包括各部门、各单位的责任网络和班组经济核算等等，应防止成本控制人人有责，人人不管。

项目成本的全过程控制要求成本控制工作要随着项目施工进展的各个阶段连续进行，既不能疏漏，又不能时紧时松，应使施工项目成本自始至终置于有效的控制之下。