城市轨道交通专业英语

1、城市轨道交通运营管理专业专 业 英语ListListChapter 1: Development of Urban Rail Transit Speeds up in China . 3Chapter 2 Rapid Transit . 12Chapter 3RAIL TRANSIT IN NORTH AMERICA . 23Chapter 4 The Railroad Track. 40Chapter 5 General Vehicle Description . 45Chapter 6ATP Transmission and Moving Block . 53Chapter 7Contro

2、l of Railway Operation . 62Chapter 8Train Station Passenger Flow Study . 74Chapter 9Metrocard Fare Incentives . 81Chapter 10 Audible Information Design in the New York City Subway . 862Chapter 1: Development of Urban Rail Transit Speeds up in ChinaWith the development of urban rail transit, on the o

3、ne hand, it is promoting the process of urban modernization, alleviating congested traffic in cities, and narrowing the distance between time and space. On the other hand, it changes the way people travel, accelerates the pace of their life and work, and affects the quality of life.The state of urba

4、n rail transit reflects a countrys comprehensive strength and is a symbol of a citys modernization level. At present, rail transit system is available in 135 cities in nearly 40 countries and regions. In cosmopolitan cities, accounting for a proportion of 60 per cent - 80 per cent, rail transit has

5、become the leading means of transportation in these cities. Yet so far, in Beijing, Shanghai, Tianjin and Guangzhou, etc., rail transit accounts for less than 10 percent in the cities total traffic capacity.Urban rail transit offers comprehensive advantages, like small land occupation, large traffic

6、 volume, high speed, non-pollution, low energy consumption, high safety and great comfort. With most facilities being installed underground and the operation going on underground, subways require very limited occupation of land, and do not compete with other means of transportation for space. Urban

7、light rail, trolley bus as well as suburban rail and magnetic suspension train are basically railways, which makes it possible to make the most of land resources.Urban rail transit system offers immense transport capacity. During rush hours, the maximum unidirectional transport capacity may reach up

8、 to 60, 000- 80, 000 person-times per hour, which is unmatchable to other means of transportation. The hourly traveling speed of rail transit generally exceeds 70 kilometers-100 kilometers, offering high punctuality. Moreover, mostly being hauled by electric locomotives, rail transit requires low en

9、ergy consumption, and it causes little pollution to cities. Therefore, it is called green transportation.From a macro perspective, urban rail transit plays an important role in improving the structure of urban transport, alleviating urban ground traffic congestion, and promoting the utilization effi

10、ciency of urban land.Nevertheless, compared with other means of transportation, rail transit has some drawbacks, like long construction cycle, heavy initial investment, slow withdrawal of funds and poor economic benefits in operation. For example, currently the building of subway costs some RMB500 m

11、illion-700 million per kilometer; urban light rail and magnetic suspension train, RMB200 million-300 million; trolley bus and suburban rail, about RMB100 million.In China, rail transit dates back to the late 1960s, when the first subway was built in3Beijing. That was nearly one century later than de

12、veloped countries in the West. However, since it made its debut, urban rail transit has helped ease the immense pressure caused by urban traffic congestion and brought great convenience and comfort to passengers. Take Beijing for example. Currently, subways provide a transport volume of approximatel

13、y 1.5 million person-times per day. Without subways, the traffic congestion in this city would simply be inconceivable.At present, rail transit has evolved from the startup stage to a period of stable, sustainable and orderly development in this country. In China (excluding Hong Kong and Taiwan), th

14、e length of subways completed totals 193 kilometers; project urban rail under construction, 334 kilometers; planned urban rail, 420 kilometers. Among big cities with a population of over 2 million, those that already have or are building urban rail transit include Beijing, Tianjin, Shanghai, Guangzh

15、ou, Dalian, Shenzhen, Wuhan, Nanjing, Chongqing and Changchun. Now, seven cities have announced or are still working on their plan to build rail transit: Chengdu, Hangzhou, Shenyang, Xian, Harbin, Qingdao and Suzhou.According to plan, by 2008, there will be thirteen rail transit lines and two spur l

16、ines in Beijing, with a total length of 408.2 kilometers. In Shanghai, there will be 21 rail transit lines, totaling more than 500 kilometers in length. During the Tenth Five-Year Plan period, the total length will hit 780 kilometers. In Tianjin, there will be four subway lines, totaling106 kilomete

17、rs. That, coupled with 50 kilometers of suburban light rail and one loop subway 71-kilometers set aside, will bring the total length to 227 kilometers. Meanwhile, there will be seven rail transit lines totaling 206.48 kilometers in Guangzhou, and seven rail transit lines totaling 263.1 kilometers in

18、 Nanjing. With other cities planning taken into account, the total length of rail transit lines will come to some 2, 200 kilometers in this country.At present, the constraints to the development of rail transit in China mainly lie in three aspects:First, there is severe shortage of construction fund

19、s. According to the foregoing planning, it is necessary to invest in approximately RMB300 billion. Projects to be completed by 2006 alone require more than RMB150 billion. Furthermore, in most cases, funds come from investments of the central and local governments as well as bank loans. Still a deve

20、loping country as it is, China has very limited financial strength.Second, as rail transit is demanding on technical standard, some key technical facilities at low ratio of home mading at present largely rely on imports. Thus, construction cost remains hig h due to the import of large quantity of te

21、chnolog y and equipment.Third, in most cases, rail transit operates at a loss in China. That aggregates the central4and local governments financial burdens, which, in return, checks the development of rail transit to some extent.For this reason, China formulated the guideline of doing what the stren

22、gth allows, implementing rules-based management and pursuing stable development. In the development of rail transit, it is required that homemade equipment should take up at least70 per cent. Meanwhile, it is essential to ensure that development of rail transit suits the pace of economic development

23、 in the cities and prevent blind development and irrational attempts to advance forward.Railway Terms and New Wordsurbanadj. 城市的, 市内的,urban rail transit（URT）城市轨道交通alleviatevt. 减轻congestedadj. 拥挤的，congestvt.， congestionn. acceleratev.加速, 促进comprehensiveadj. 全面的，广泛的cosmopolitanadj.世界性的，全球（各地）的proporti

24、onn.比例, 均衡, 面积, 部分undergroundadj.地下的, 地面下的, 秘密的n. 英 地铁adv. 秘密地trolley busn.电车, (电车)滚轮, 手推车, 手摇车, 台车magneticadj.磁的, 有磁性的, 有吸引力的suspensionn.吊, 悬浮, 悬浮液, 暂停, 中止, 悬而未决, 延迟basicallyadv.基本上, 主要地unidirectionaladj.单向的, 单向性的the Tenth Five-Year Plan第十个五年规划at a loss低于成本的in return作为报答compete with与争夺， competition

25、n.Reading MaterialThe Rising Motorization of ChinaChinas motorization rate has grown in accordance with other rapidly developing countries, but because of Chinas high population, the impacts of motorization are potentially more severe. Figure 1 shows the exponential increase in personal automobileow

26、nership rates. Currently, there are about seven personal automobiles per 1000 people,5compared to over 700 vehicles per 1000 people in industrialized nations like the United States. This figure does not include privately owned trucks or publicly owned vehicles (including buses and trucks), which inc

27、reases the number of automobiles to about 28 vehicles per 1000 people. If China were to achieve motorization rates comparable to those of developed countries, the environmental and economic consequences could be disastrous. By 2020, the total automobile fleet (not including motorcycles) is expected

28、to grow by between three and seven times the current size depending on economic growth rates (NRC2003).The population distribution of China is diverse, with the majority of the population (60%) living in rural areas. However, in the past several decades, the improved economic situation of the cities

29、 has caused a rapid urban in-migration. This trend has resulted in a nearly three-fold increase in urban development and density in the last decade as displayed in Figure 2. Much of this development is not necessarily representative of sustainable transit and pedestrian oriented growth. Although thi

30、s new development is very dense, low land cost at the periphery cause developers to build spatially separated housing and commercial developments with few transit connections to the urban center (Gaukenheimer 1996).6The western provinces are the most sparsely populated with the largest urban populat

31、ion centers located in provinces along the eastern coast, in metropolises such as Shanghai, Beijing, and Guangzhou. These cities have been experiencing high motorization rates partially because of their higher incomes, but non-motorized modes still capture approximately 70% of the work trip commutes

32、 in these cities, while the personal automobile only accounts for 7% (Hu 2003). Much of the transportation and planning research has been centered on these cities, although they constitute a rather small portion of the entire population. Figure 3 shows the amount of cities of different sizes and the

33、 approximate total population of people living in cities of different size. Two thirds of the urban population resides in cities with populations between 0.5 and 2 million, indicating that much of the planning and transportation research related to China is focusing on problems that might not be rel

34、evant or applicable to the majority of the Chinese population. Economically, most of these cities are years or decades behind the more developed Chinese cities and have not developed many of the transportation problems Beijing, Shanghai and Guangzhou have. Focusing planning efforts in these cities c

35、ould have much greater returns.The Chinese economy has been growing at a phenomenal rate for the past decade and has doubled in size in the last nine years. In fact, the growth rate is so fast that the Chinese government is imposing several measures to try to control growth to keep it at a more sust

36、ainable level (Economist 2004). Chinas growth has largely been a result of investment in a few “pillar” industries. The highest growing pillar industries are: electronic manufacturing, automobiles, electric power, and steel. The eighth five-year plan (1991-1995) designated the automobile industry as

37、 one of the pillar industries of economic development. This policy statement encourages the growth of an indigenous auto industry that will be able to supply a large portion of its domestic demand and create a strong exportmarket. It calls for the consolidation of over one hundred companies into 3 o

38、r 4 large7competitive companies. The auto industry accounts for 20% of Shanghais gross regional product (Hook 2002). However, with Chinas entry into the World Trade Organization (WTO) in 2001, they must reduce tariffs on imported automobiles and can no longer protect their market. This has spurred d

39、evelopment of the domestic automobile industry to a level that can compete with international competitors. One of the greatest challenges of cities in China is controlling automobile ownership growth, while fostering the national policy of growing the automobile industry.Costs and Benefits of Motori

40、zationThe cost and benefit implications for Chinese motorization are enormous. Motorization is a major economic growth strategy. The government has adopted a strategy of developing an automobile manufacturing industry. Automobiles can also provide indirect economic benefits of decreased travel time,

41、 improved accessibility to goods and services, and new found mobility that will cause people to travel more and achieve a more mobile lifestyle that they would not have otherwise been able to experience.The potential costs are enormous. The United States has the highest motorization rate in the worl

42、d and perhaps the most mature automobile industry. However, the US has also experienced very high costs associated with our level of motorization. The most obvious and potentially most severe cost is the air pollution and greenhouse gas emissions associated with the automobile. The US emits 26% of t

43、he global greenhouse gases but only constitutes 5% of the worlds population. Chinas policy goal is to achieve Euro II emissions standards by 2005 (about a decade behind Europe) and be internationally compliant with Euro IV standards by 2010. This is a very ambitious goal, but it is necessary if Chin

44、ese automakers want to compete in the international market and improve the air quality in their own country. With the three to seven-fold growth rate anticipated in the next15 years, CO2 emissions will likely quadruple, CO, and hydrocarbons will likely triple, and NOx and particulate matter will lik

45、ely stay the same. This assumes an aggressive emissions regulation strategy and a modest economic growth rate (NRC 2003). The US EPA has identified all of these emissions as having serious health effects at high concentrations. From a global perspective, Chinas motorization could have adverse effect

46、s on the global climate. Currently, the transportation sector accounts for 17% of the greenhouse emissions, but this proportion could increase significantly if the motorization trends continue. China is also the second highest consumer of oil in the world (behind the United States). If China motoriz

47、es as rapidly as expected, the increase demand could cause the global price of fuelto skyrocket.8Another major issue associated with increased motorization is changes in land use. As incomes increase, people desire more living space, which reduces density and encourages expansion at the urban fringe

48、. Figure 4 shows the growth of residential floor space per capita, which is a force toward lower density. This requires more auto oriented transportation infrastructure as well as more land for development. In Shanghai, approximately 10% of the land area is devoted to transportation infrastructure (

49、compared to20-25% in Europe) (Shen 1997). Because of the built environment, most of the new transportation infrastructure is expanding at the periphery, encouraging auto oriented developments. An increasingly open housing market, where people choose where to live is also creating a spatial jobs-hous

50、ing imbalance that did not previously exist, when industry provided housing for its employees adjacent to their plants. This greatly increases the cost of transportation for Chinese households as indicated by Figure 5. The proportion of a households income spent on transportation has increases ten f

51、old in less than 15 years. Another major consideration is the conservation of agricultural land. China currently has a very low amount of agricultural land per capita (World Bank 2001)and cannot afford to lose more through urban expansion (Franke 1997).Additional costs include accidents and injuries

52、 associated with motorization. Currently, the fatality rate (deaths per mile of travel) is 30 times that of the United States, with over100,000 deaths per year since 2001, many of which are pedestrians and bicyclists (NRC2003, Hook 2002b). Additionally equity issues must be considered, specifically

53、the dislocation of the poor. Even with the high projected growth rates in automobile ownership, most Chinese will not own vehicles, so alternative modes must be supplied that can serve the increasing spatial separation between origins and destinations. The cost of the required infrastructure will be

54、 enormous and the government will likely have to provide moresubsidies to the transportation sector, potentially restricting its investment in other sectors.9Causes of MotorizationThe primary impetus for the motorization of China has been the rapid growth of the economy. With a rise in the economic

55、growth of a country comes a desire and means to become more motorized. Motorization rates are associated with a countrys gross domestic product (GDP). Countries with low GDP (below $800) generally have a high proportion of trucks and buses in their vehicle fleets. As GDP increases up to about $10,000, the share of personal automobiles increases drastically until a saturation lev