城市轨道交通专业英语课程标准24202

城市轨道交通运输与管理专业教学标准城市轨道交通系统课程标准【课程名称】城市轨道交通系统【适用专业】城市轨道交通运输管理1、前言1.1课程性质本课程是中等职业学校城市轨道交通运输管理专业的一门专业核心课程。

其功能是让学生对城市轨道交通系统有整体认识，了解城市轨道交通各组成系统的作用和运行，并为后续学习专业课程作前期准备。

1.2设计思路本课程总体设计思路是以城市轨道交通运输管理专业相关工作任务和职业能力分析为依据确定课程目标，设计课程内容，以工作任务为线索构建任务引领型课程。

本课程的具体设计是以轨道交通系统种类和组成为课程主线，按照学生的认知特点，通过多媒体课件、现场参观等教学手段，使学生了解城市轨道交通系统的类型和发展，熟悉城市轨道交通工程系统的组成与特点等，培养学生具备进一步学习其他专业课程的兴趣和能力。

本课程建议学时为80课时2、课程目标通过本课程的学习，使学生能了解城市轨道交通系统组成和相关理论知识，对轨道交通系统有全面的认识，为后续课程的学习打好基础。

培养学生具有诚实、守信、善于沟通和合作的品质，树立轨道交通安全、节能、服务意识，通过学习达到以下认知要求：认知目标●了解城市轨道交通的概念、特征及类型；●掌握城市轨道交通的线路设备和车站设备的组成及其作用；●了解城市轨道交通的供电牵引系统；●了解城市轨道交通的车辆构造；●掌握城市轨道交通的控制系统；●了解城市轨道交通的车辆基地的组成及功能。

3、课程内容和要求4、实施建议4.1教材编写（1）必须依据本课程标准编写教材，教材应充分体现任务引领、实践导向课程的设计思路。

（2）教材应该图文并茂，提高学生的学习兴趣，加深学生对城市轨道交通系统的认知。

教材表述必须精炼、准确、科学。

（4）教材内容应体现先进性、通用性、实用性。

要将本专业的新技术、新设备及时纳入教材，使教材更贴近本专业的发展和实际需要。

（5）教材中的活动设计的内容要具体，并具有可操作性。

4.2 教学建议（1）在教学过程中，以现场教学和课堂教学相结合，注重将理论知识与实际相结合，加强学生理论联系实际的能力。

城市轨道交通专业英语课程教案（第6周3—4节）授课题目Unit 2 Knowledge of TrafficLesson 5 Rail Transit （下）授课类型讲授型教学目标Master the related knowledge of Rail Transit重点2.Heavy Rail Transit （下）muter Railroads难点Thus ,overall door-to-door travel times for urban trips up to perhaps 10mile ( 16km) may be in the same range as those provided on fully grade-separated urban rapid transit facilities.Up to 一直到，等于；same as 与什么一样本句中those 代指前句中的travel times。

provided on fully grade-separated urban rapid transit facilities 修饰those，说明谁花费的时间。

教学过程结合同学们对城市轨道运输的认知程度，根据教材详细讲述重轨运输（下半部分内容）和市郊运输等相关知识以及文中生词、短语、及语法结构作业1.New Words and Expressions2. Notes on the text主要教学内容2.Heavy Rail Transit 重轨运输（下）Therefore , it is generally feasible only in outlying areas where land or in freeway medians where the cost of land and grade separations can be shared with highway project.因此这种形式通常只在地价便宜的外围地区才是可行的，或在高速公路的中央分隔带上修建，因为这时土地和立交的成本可以分摊于公路工程项目。

精品文档城市轨道交通专业英语课程标准1．课程定位和课程设计1. 1课程性质与作用教学内容方法，该课程以培养学生城市轨道交通实用英语服务能力为方向，在课程定位、为专考试方法等方面中突出中职特点，密切结合行业和工作岗位需要补充教学与训练内容，业教学和交通后备高技能人才培养服务。

1.2课程设计思路以学生完成列车乘务员所需的工作任务和所应具备的职业能该课程的总体设计思路是：力为基础，打破以知识为主线的传统课程模式，转变为以能力为主线的课程模式。

．课程目标2）专业知识目标：通过本课程的学习，使学生熟悉问讯处，乘务组等各个列车乘务员岗1（发车词的英文版位的操作流程和操作要求，掌握报站、安全注意事项介绍、服务项目介绍、本等，达到列车乘务员职业标准的相关要求。

）社会能力目标：（2 ）具备诚实、守信的职业精神；1 ）具备善于沟通、合作和富有爱心的思想品质；2 ）树立安全和服务意识；3 在上述目标实现的基础上，形成职业能力目标：（3）职业能力目标1）能正确办理旅客的检票；2）会正确处理旅客的行李；3）严格按照操作规程，无误的操作机车设备4）能进行行李不正常的处理；．课程内容与教学要求3 专业英语的基本特点第一单元教学内容1. [p][b][k][ g][s][z][θ][e] 辅音(1) 音标：元音[i:] [i](2) 列车员与乘客之间问候、告别、介绍的常用句型和情景对话(3) 火车座位等级的介绍(4) 跨文化交际：关于中国、中国文化和中国人的对话重点句型：(5)Welcome to China!欢迎到中国来！Welcome to our train!欢迎乘坐本次列车！I hope you will enjoy your stay here.希望您在这里玩的愉快。

What's your impression of Beijing so far? 您目前对北京的印象如何？Wish you a pleasant journey!祝您旅途愉快！Could you tell me when our train is scheduled to arrive in Beijing? 精品文档．精品文档你能告诉我火车什么时候到北京吗？I'm the conductor of this carriage. 我是本车厢的乘务员。

城市轨道交通专业英语课程标准1 •课程定位和课程设计1. 1课程性质与作用该课程以培养学生城市轨道交通实用英语服务能力为方向，在课程定位、教学内容方法，考试方法等方面中突出中职特点，密切结合行业和工作岗位需要补充教学与训练内容，为专业教学和交通后备高技能人才培养服务。

1.2课程设计思路该课程的总体设计思路是：以学生完成列车乘务员所需的工作任务和所应具备的职业能力为基础，打破以知识为主线的传统课程模式，转变为以能力为主线的课程模式。

2 •课程目标(1 )专业知识目标：通过本课程的学习，使学生熟悉问讯处，乘务组等各个列车乘务员岗位的操作流程和操作要求，掌握报站、安全注意事项介绍、服务项目介绍、发车词的英文版本等，达到列车乘务员职业标准的相关要求。

(2 )社会能力目标：1 )具备诚实、守信的职业精神；2 )具备善于沟通、合作和富有爱心的思想品质；3)树立安全和服务意识；(3) 职业能力目标在上述目标实现的基础上，形成职业能力目标：1) 能正确办理旅客的检票；2) 会正确处理旅客的行李；3) 严格按照操作规程，无误的操作机车设备4) 能进行行李不正常的处理；3 •课程内容与教学要求第一单元专业英语的基本特点1. 教学内容(1) 音标：元音[i：] [i] 辅音[p][b][k][ g][s][z][ 0 ][e]⑵列车员与乘客之间问候、告别、介绍的常用句型和情景对话(3) 火车座位等级的介绍(4) 跨文化交际：关于中国、中国文化和中国人的对话(5) 重点句型：Welcome to Chi na!欢迎到中国来！Welcome to our train!欢迎乘坐本次列车！I hope you will enjoy your stay here.希望您在这里玩的愉快。

What ' s your impression of Beijing so far?您目前对北京的印象如何？Wish you a pleasa nt journ ey!祝您旅途愉快！Could you tell me whe n our train is scheduled to arrive in Beiji ng?你能告诉我火车什么时候到北京吗？I ' m the con ductor of this carriage.我是本车厢的乘务员。

《专业英语》课程标准适用专业：铁道机车专业课程代码：C3—1—4开设时间：第5学期学时数：32一、课程概述《专业英语》课程是针对电力机车相关检修、维护及驾驶人员的工作需求及其可持续性发展的需求设置的一门拓展课程，旨在培养学生对电力机车专业英语词汇及术语的掌握及运用能力，机车类专业技术资料及轨道交通类科普文章的阅读理解能力，与国外同行进行口语技术交流能力，机车工艺文件的英文编译能力，进口机车整车及部件的检修能力等专业能力。

本课程紧紧依托学生已具备的电气化铁道技术专业知识，用英文讲授动车车辆的车体、转向架、牵引设备、制动系统等专业知识。

要求学生能够描述以上主要设备的结构及工作原理，能够了解常用的检修专业术语。

最终达到独立翻译专业相关文献，并能编写英文工艺文件。

二、教学目标（一）知识目标1. 掌握轨道专业所有车辆的英文表达2. 了解轨道的结构及英文表达3. 翻译电力机车各部分结构的专业词汇4. 读懂电力机车重点专业技术科普文章（二）能力目标1 轨道交通类英文科普文章的阅读能力2 机车英文专业技术资料的阅读能力3 机车上常用电器英文产品样本的信息获取能力4 在英文网站检索机车常用电器信息的能力5 与国外同行进行口语技术交流能力6 机车一般性英文介绍短文的撰写能力7 机车主型电器的检修能力8 机车制造和检修工艺文件的编译能力（三）素质目标1. 培养学生独立学习能力；2. 培养学生独立解决问题的能力；3. 培养学生获取新知识的能力。

4. 培养学生良好的职业道德及职业素质三、与前后课程的联系本课程主要培养学生电力机车专业英语的英文资料的阅读能力、口语表达能力及技术文件的撰写能力。

1．与前续课程的联系本课程的前续课程主要是英语、铁道概论、电力机车的整备、牵引电器的检查与维护。

以上课程主要培养学生对铁道相关知识及电力机车的结构组成、牵引系统结构及原理的掌握能力，以及英语的读、写、听、说的基本能力，为本课程的轨道交通类专业英语能力的培养奠定基础。

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 (3)Chapter 2 Rapid Transit (12)Chapter 3RAIL TRANSIT IN NORTH AMERICA (23)Chapter 4 The Railroad Track (40)Chapter 5 General Vehicle Description (45)Chapter 6A TP Transmission and Moving Block (53)Chapter 7Control of Railway Operation (62)Chapter 8Train Station Passenger Flow Study (74)Chapter 9Metrocard Fare Incentives (81)Chapter 10 Audible Information Design in the New York City Subway (86)Chapter 1: Development of Urban Rail Transit Speeds up in China With the development of urban rail transit, on the one 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 urban rail transit reflects a country's comprehensive strength and is a symbol of a city's 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 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 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 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 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 energy 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 efficiency 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 million-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 inBeijing. That was nearly one century later than developed 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 approximately 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), the 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, Guangzhou, 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, Xi'an, Harbin, Qingdao and Suzhou.According to plan, by 2008, there will be thirteen rail transit lines and two spur lines 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, totaling 106 kilometers. 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 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 funds. 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 developing 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 technolog y and equipment.Third, in most cases, rail transit operates at a loss in China. That aggregates the centraland 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 strength 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 least 70 per cent. Meanwhile, it is essential to ensure that development of rail transit suits the pace of economic development in the cities and prevent blind development and irrational attempts to advance forward.Railway Terms and New Wordsurban adj. 城市的, 市内的, urban rail transit（URT）城市轨道交通alleviate vt. 减轻congested adj. 拥挤的，congest vt.，congestion n.accelerate v. 加速, 促进comprehensive adj. 全面的，广泛的cosmopolitan adj. 世界性的，全球（各地）的proportion n. 比例, 均衡, 面积, 部分underground adj. 地下的, 地面下的, 秘密的n. [英] 地铁adv. 秘密地trolley bus n. 电车, (电车)滚轮, 手推车, 手摇车, 台车magnetic adj. 磁的, 有磁性的, 有吸引力的suspension n. 吊, 悬浮, 悬浮液, 暂停, 中止, 悬而未决, 延迟basically adv. 基本上, 主要地unidirectional adj. 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 n.Reading MaterialThe Rising Motorization of ChinaChina’s motorization rate has grown in accordance with other rapidly developing countries, but because of China’s high population, the impacts of motorization are potentially more severe. Figure 1 shows the exponential increase in personal automobile ownership 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 increases 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 to grow by between three and seven times the current size depending on economic growth rates (NRC 2003).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 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 this 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).The western provinces are the most sparsely populated with the largest urban population 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 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 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 relevant 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 could 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 sustainable level (Economist 2004). China’s growth has largely been a result of investment in a few “pilla r” 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 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 export market. It calls for the consolidation of over one hundred companies into 3 or 4 largecompetitive companies. The auto industry accounts for 20% of Shanghai’s gross regional product (Hook 2002). However, with China’s 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 development 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 MotorizationThe 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, 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 world 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 the global greenhouse gases but only constitutes 5% of the worl d’s population. China’s 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 Chinese 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 next 15 years, CO2 emissions will likely quadruple, CO, and hydrocarbons will likely triple, and NO x and particulate matter will likely 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, China’s motorization could have adverse effects 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 motorizes as rapidly as expected, the increase demand could cause the global price of fuel to skyrocket.Another 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. 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 (compared to 20-25% 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-housing 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 fold 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 associated with motorization. Currently, the fatality rate (deaths per mile of travel) is 30 times that of the United States, with over 100,000 deaths per year since 2001, many of which are pedestrians and bicyclists (NRC 2003, Hook 2002b). Additionally equity issues must be considered, specifically 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 enormous and the government will likely have to provide more subsidies to the transportation sector, potentially restricting its investment in other sectors.Causes of MotorizationThe primary impetus for the motorization of China has been the rapid growth of the economy. With a rise in the economic growth of a country comes a desire and means to become more motorized. Motorization rates are associated with a country’s 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 level is reached (NRC 2003). China’s GDP has been increasing by more than 8% annually for over a decade. A large proportion of upper income people can now afford the luxury of the automobile.Kenworthy et. al. (1999) argue that, while GDP plays an important role, there are many other factors that likely influence motorization rates. By comparing cities with similar GDP and very different transportation energy use, they conclude that land use is a primary factor influencing energy use and thus motorization. Additionally demand management schemes can limit the adverse effect of motorization in China. Currently China’s regulatory structure is weak and inconsistent. Some cities have effectively provided competitive transit alternatives and limited outward expansion (Joos 2000). Others have fully embraced the automobile, pushing many other modes to the side.Railway Terms and New Wordsmotorization n.动力化, 摩托化exponential diverse migration metropolis adj.adj.n.n.指数的, 幂数的不同的, 变化多的移民, 移植, 移往, 移动大城市Chicago, the metropolis of the Midwest.skyrocket v.暴涨，猛涨迅速和突然地升高或使升高：fringe n.边缘, 须边, 刘海periphery n.外围fatality n.命运决定的事物, 不幸, 灾祸, 天命dislocation n.混乱, 断层, 脱臼saturation n.饱和(状态), 浸润, 浸透，饱和度in accordance with 与...一致, 依照per capita 按人口平均计算Chapter 2 Rapid TransitA rapid transit, underground, subway, elevated, or metro system is a railway system, generally in an urban area, that generally has high capacity and frequency, with large trains and total or near total grade separation from other traffic.Definitions and NomenclatureThere is no single term in English that all speakers would use for all rapid transit or metro systems. This fact reflects variations not only in national and regional usage, but in what characteristics are considered essential.One definition of a metro system is as follows; an urban, electric mass transit railway system totally independent from other traffic with high service frequency.But those who prefer the American term "subway" or the British "underground" would additionally specify that the tracks and stations must be located below street level so that pedestrians and road users see the street exactly as it would be without the subway; or at least that this must be true for the most important, central parts of the system. On the contrary, those who prefer the American "rapid transit" or the newer term "metro" tend to regard this as a less important characteristic and are pleased to include systems that are completely elevated or at ground level ( at grade) as long as the other criteria are met. A rapid transit system that is generally above street level may be called an "elevated" system (often shortened to el or, in Chicago, "L" ). In some cities the word "subway" applies to the entire system, in others only to those parts that actually are underground; and analogously for "el".Germanic languages usually use names meaning "underground railway" (such as "subway" or "U-Bahn"), while many others use "metro".Train Size and Motive PowerSome urban rail lines are built to the full size of main-line railways; others use smaller tunnels, limiting the size and sometimes the shape of the trains (in the London Underground the informal term tube train is commonly used). Some lines use light rail rolling stock, perhaps surface cars merely routed into a tunnel for all or part of their route. In many cities, such as London and Boston's MB-TA, lines using different types of vehicles are organized into a single unified system.Although the initial lines of what became the London Underground used steam engines, most metro trains, both now and historically, are electric multiple units, with steel wheels running on two steel rails. Power is usually supplied by means of a single live third rail (as in New York) at 600 to 750 volts, but some systems use two live rails (noticeably London) and thus eliminate the return current from the running rails. Overhead wires, allowinghigher voltages, are more likely to be used on metro systems without much length in tunnel, as in Amsterdam; but they also exist on some that are underground, as in Madrid. Boston's Green Line trains derive power from an overhead wire, both while traveling in a tunnel in the central city and at street level in the suburban areas.Systems usually use DC power instead of AC, even if this requires large rectifiers for the power supply. DC motors were formerly more efficient for railway applications, and once a DC system is in place, converting it to AC is usually considered too large a project to contemplate.TracksMost rapid transit systems use conventional railway tracks, though since tracks in subway tunnels are not exposed to wet weather, they are often fixed to the floor instead of resting on ballast. The rapid transit system in San Diego, California operates tracks on former railroad rights of way that were acquired by the governing entity.Another technology using rubber tires on narrow concrete or steel railways was pioneered on the Paris M6tro, and the first complete system to use it was in Montreal. Additional horizontal wheels are required for guidance, and a conventional track is often provided in case of flat tires and for switching. Advocates of this system note that it is much quieter than conventional steel-wheeled trains, and allows for greater inclines given the increased traction allowed by the rubber tires.Some cities with steep hills incorporate mountain railway technologies into their metros. The Lyon Metro includes a section of rack (cog) railway, while the Carmelit in Haifa is an underground funicular.For elevated lines, still another alternative is the monorail. Supported or "straddle" monorails, with a single rail below the train, include the Tokyo Monorail; the Schwebebahn in Wuppertal is a suspended monorail, where the train body hangs below the wheels and rail. Monorails have never gained wide acceptance except for Japan, although Seattle has a short one, which it hopes to replace with a new, larger system, and one has lately been built in Las Vegas. One of the first monorail systems in the United States was installed at Anaheim's Disneyland in 1959 and connects the amusement park to a nearby hotel. Disneyland's builder, animator and filmmaker Walt Disney, offered to build a similar system between Anaheim and Los Angeles.Crew Size and AutomationEarly underground trains often carried an attendant on each car to operate the doors or gales, in addition to a driver. The introduction of powered doors around 1920 permitted crew sizes to be decreased, and trains in many cities are now operated by a single person. Where the operator would not be able to see the whole side of the train to tell whether thedoors can be safely closed, mirrors or closed-circuit TV monitors are often provided for that purpose.An alternative to human drivers became available in the 1960s, as automated systems were developed that could start a train, accelerate to the correct speed, and stop automatically at the next station, also taking into account the information that a human driver would obtain from lineside or cab signals. The first complete line to use this technology was London's Victoria Line, in 1968. In usual operation the one crew member sits in the driver's position at the front, but just closes the doors at each station; the train then starts automatically. This style of system has become widespread. A variant is seen on London's Docklands Light Railway, opened in 1987, where the "passenger service agent" (formerly "train captain") rides with the passengers instead of sitting at the front as a driver would. The same technology would have allowed trains to operate completely automatically with no crew, just as most elevators do; and as the cost of automation has decreased, this has become financially attractive. But a countervailing argument is that of possible emergency situations. A crew member on board the train may be able to prevent the emergency in the first place, drive a partly failed train to the next station, assist with an evacuation if needed, or call for the correct emergency services (police, fire, or ambulance) and help direct them.In some cities the same reasons are considered to justify a crew of two instead of one; one person drives from the front of the train, while the other operates the doors from a position farther back, and is more conveniently able to help passengers in the rear cars. The crew members may exchange roles on the reverse trip ( as in Toronto) or not (as in New York ) .Completely crewless trains are more accepted on newer systems where there are no existing crews to be removed, and especially on light rail lines. Thus the first such system was the VAL (automated light vehicle) of Lille, France, inaugurated in 1983. Additional VAL lines have been built in other cities. In Canada, the Vancouver Sky Train carries no crew members, while Toronto's Scarborough RT, opening the same year (1985) with otherwise similar trains, uses human operators.These systems generally use platform-edge doors (PEDs) , in order to improve safety and ensure passenger confidence, but this is not universal; for example, the Vancouver SkyTrain does not ( And on the contrary, some lines which retain drivers, however, still use PEDs, noticeably London' s Jubilee Line Extension. MTR of Hong Kong also uses platform screen doors, the first to install PSDs on an already operating system. ) With regard to larger trains, the Paris Metro has human drivers on most lines, but runs crewless trains on its newest line, Line 14, which opened in 1998. Singapore's North EastMRT Line (2003) claims to be the world' s first completely automated underground urban heavy rail line. The Disneyland Resort Line of Hong Kong MTR is also automated.Tunnel ConstructionThe construction of an underground metro is an expensive project, often carried out over many years. There are several different methods of building underground lines.In one usual method, known as cut-and-cover, the city streets are excavated and a tunnel structure strong enough to support the road above is built at the trench, which is then filled in and the roadway rebuilt. This method often involves extensive relocation of the utilities usually buried not for below city streets—especially power and telephone wiring, water and gas mains, and sewers. The structures are generally made of concrete, perhaps with structural columns of steel; in the oldest systems, brick and cast iron were used. Cut-and-cover construction can take so long that it is often necessary to build a temporary roadbed while construction is going on underneath in order to avoid closing main streets for long periods of time; in Toronto, a temporary surface on Yonge Street supported cars and streetcar tracks for several years while the Yonge subway was built.Some American cities, like Newark, Cincinnati and Rochester, were originally built around canals. When the railways took the place of canals, they were able to bury a subway in the disused canal's trench, without rerouting other utilities, or acquiring a right of way piecemeal.Another common way is to start with a vertical shaft and then dig the tunnels horizontally from there, often with a tunneling shield, thus avoiding almost any disturbance to existing streets, buildings, and utilities. But problems with ground water are more likely, and tunneling through native bedrock may require blasting. (The first city to extensively use deep tunneling was London, where a thick sedimentary layer of clay largely avoids both problems. ) The confined space in the tunnel also restricts the machinery that can be used, but specialised tunnel-boring machines are now available to overcome this challenge. One disadvantage with this, nevertheless, is that the cost of tunneling is much higher than building systems cut-and-cover, at-grade or elevated. Early tunnelling machines could not make tunnels large enough for conventional railway equipment, necessitating special low round trains, such as are still used by most of the London Underground, which cannot fix air conditioning on most of its lines because the amount of empty space between the trains and tunnel walls is so small.The deepest metro system in the world was built in St. Petersburg, Russia. In this city, built ii the marshland, stable soil starts more than 50 meter deep. Above that level the soil is mostly made up of water-bearing finely dispersed sand. As a result of this, only three stations out of nearly 60 are built near the ground level and three more above the ground.。

《城市轨道交通客运服务英语》课程教学大纲一、课程基本情况课程基本情况表二、课程定位本课程为城市轨道交通专业职业基础必修课，是一门理论联系实际的课程，旨在帮助学生获取城市轨道交通服务英语口语的基础技能。

本课程提供了大量的城市轨道交通服务口语素材和英语对话实例，帮助学生在获得感性认识基础上提高城市轨道交通服务英语口语的能力，为学生今后用英语进行沟通，在城市轨道交通公司的相关岗位从事服务工作打下扎实的基础。

三、教学目标（一）课程总目标在城市轨道交通服务场景中，能用英语与旅客或同事进行基本沟通。

（二）具体目标1、知识目标：掌握城市轨道交通服务、特殊要求旅客的处理、紧急情况处理、急救场景中的常用英语口语表达方式。

2、能力目标：在城市轨道交通服务、特殊要求旅客的处理、紧急情况处理、急救场景中，能用英语与旅客或同事进行基本沟通。

3、素质目标：①感性了解城市轨道交通公司的工作氛围②基本具备跨文化交际、与上司或同事沟通的能力③基本具备团队协作的能力及对工作任务的执行能力四、教学内容及教学要求教学内容与教学要求五、教学方法与教学条件（一）教学方法：1.以《城市轨道交通客运服务英语》课程标准为导向，合理安排教学；2.以模拟城市轨道交通客运服务英语工作过程实施教学，采用项目教学法、分组练习、现场示范实施教学任务。

采用项目教学、任务驱动等可操作性强的教学方式。

课程按照城市轨道交通人员工作岗位及实践活动的工作需要而设置工作任务，在任务驱动中充分发挥学生的主体作用，强调学生的自我技能实践。

并以工作岗位对城市轨道交通服务人员所提出的要求通过相应的英语水平等级测试。

（二）教学条件：教室：商务英语实训室教师应发挥主观能动性，充分开发事业有成的毕业生、用人单位、企业家、劳动模范和先进人物等德育资源，充分利用电视、报刊、网络等媒体，重视现代教学手段的使用和开发。

六、课程考核方式本课程为考试课，考核方式实施“N+1+1”的过程考核制度，其中“N”是教学过程的考核次数，占总成绩的40%，分别是：考勤10%、课堂表现10%、作业10%、实践10%；第一个“1”是课堂笔记，占总成绩的10%，第二个“1”是期末考试，占总成绩的50%。

城市轨道交通专业英语课程教案（第7周1—2节）授课题目Unit 2 Knowledge of TrafficLesson 6 Introduction to the Transportation Planning process （上）授课类型讲授型教学目标Master the knowledge of Transportation Planning 重点Transportation Planningtransportation survey, in which an attempt is made to takean inventory of the trip making pattern as it exists atthe present time, together with details of the travelfacilities available and the land-use activities andsocio-economic factors that can be considered toinfluence travel.句子中的 transportation survey是先行词;后面 in which 为定语从句，用法与where相同。

which 指代transportation survey; 在 in which 定语从句中，anattempt 为主语, be made为被动时态 , to take an inventoryof the trip 是宾语，making pattern as it exists at thepresent time 修饰 the trip; together with作为插入语，用法与 with相同， together作为副词修饰 with; togetherwith 后面接的成分可理解为details of the travelfacilities,details of the land-use activities, details of socio-economic factors, 其中that 为定语从句中的关系词，修饰travel facilities, the land-use activities,socio-economic factors三个先行词；在that引导的定语从中， be considered to influence travel为被动时态。

《城市轨道交通概论》课程标准一、课程基本信息课程代码：18072023学时数：40学分：4先修课程：《机械制图》、《城市轨道交通电工电子技术》等。

后续课程：《城市轨道交通客运服务》、《城市轨道交通票务管理》、《城市轨道交通行车组织》、《城市轨道交通客运组织》等专业技能课程。

二、课程性质该课程的内容涵盖城市轨道交通系统各个组成部分的基础知识，课程具有广泛性和综合性，因此，该课程的教学以帮助学生对城市轨道交通工程有一个概括性的了解，并使学生形成一个系统化的概念为原则，通过组合模块的教学方法，理论与实际相结合的教学手段，以及实践环节的教学过程，达到深入了解理论部分、广泛认知技能部分的教学目标，最终达到激发学生的学习兴趣，培养学生的探究习惯，为后续的、各个方向的技术基础课程和专业课程奠定坚实基础的目的。

1与前续课程的联系通过《机械制图》、《城市轨道交通电工电子技术》等的学习，学生具备了一定的学习专业课程的专业素养。

2.与后续课程的关系为学生后续课程《城市轨道交通信号与通信》、《城市轨道交通供配电技术》、《城市轨道交通车辆构造》等课程学习打下理论基础，以及对学生今后从事专业工作中培养良好的专业素质。

《城市轨道交通概论》是五年制城市轨道交通机电技术专业大专生的一门必修的专业基础课程。

三、课程的基本理念本课程的教学的基本理念是让学生对城市轨道交通的发展历史、发展前景、有所了解；对城市轨道交通车辆、车站等设备有感性的认识，同时普及城市轨道交通系统的最基本理论知识和方法，并帮助学生了解在城市轨道交通领域面临的基本问题和解决问题的思维方式。

四、课程的设计思路通过对城市轨道交通机电技术专业职业岗位的分析，确定本课程的设计思路是：遵循系统化原则。

即在专业认识实习课程基础上，使学生对城市轨道交通系统及其子系统之间的联系，以及各子系统中复杂设备的构造及功能进一步掌握，使学生形成一个系统化的概念。

确定本课程教学内容为七个模块，即城轨基本知识、轨道工程、车辆与车辆段、供电与牵引系统、通信与信号、运营管理、环境控制与安全管理，其内容涵盖城市轨道交通系统各个组成部分的基础知识。

《城市轨道交通客运服务英语》课程教学体系探究摘要：随着国际交往的日益加强，以及城市轨道交通事业的飞速发展，城市軌道客运工作人员掌握英语的要求也日益迫切。

由此，现代社会对英语教育也提出了更高的目标，既懂专业知识又具有外语交际能力的高素质技能型人才越来越受到用人单位。

因此，许多高职院校开设了城市轨道交通服务英语这门课程。

关键词：城市轨道交通；外语交际能力；高职院校近几年来，随着我国城市轨道交通的大力发展，城市轨道交通运营管理已经成为许多高职院校的热门专业。

而城市轨道交通客运服务英语就是该专业的一门专业必修课。

以往，有些高职院校或者没有设置这门课程或者设置了这门课程，但却没有给予应有的重视。

现在，在政治、经济、文化等方面的国际交往在日渐频繁，为了给外国乘客提供优质完善的服务，城市轨道交通客运服务英语这门课程就显得尤为重要。

一、课程设计理念语言学家刘润清曾经指出，21世纪的英语教学“不再是单纯的英语学习，而是与其它学科结合起来，将来的英语教学是越来越多地与某一个方面的专业知识相结合，或者说与另一个学科的知识相结合起来”。

这正是我们开设此课程的理念，并在此基础上形成了英语教学的指导思想：以英语为基础，以行业为依托，以技能为目标。

课程设置上将基础英语阶段与专业英语阶段的教学内容自然衔接，而且专业英语教学渗透教学全过程；教学内容上强调职业相关性及专业词汇，根据对人才的不同需求分类；在教学模式上，充分利用现代化教学手段，构建个性化学习和自主学习的教学新模式；在评价方式上，引人多元化评价体系，把英语教学与市场需求的吻合度作为教育质量评价的标准。

二、课程性质《城市轨道交通客运服务英语》是城市轨道交通服务管理专业的一门专业必修课。

本课程以培养学生轨道交通基本的英语服务能力为导向，在课程定位、教学内容方法、考试方法等方面中突出实用的特点，密切结合行业和工作岗位需要补充教学与训练内容，为学生今后成为城市轨道客运服务高技能应用型人才奠定了坚实基础。

城市轨道交通专业英语课程标准1．课程定位和课程设计1.1课程性质与作用该课程以培养学生城市轨道交通实用英语服务能力为方向，在课程定位、教学内容方法，考试方法等方面中突出中职特点，密切结合行业和工作岗位需要补充教学与训练内容，为专业教学和交通后备高技能人才培养服务。

1.2课程设计思路该课程的总体设计思路是：以学生完成列车乘务员所需的工作任务和所应具备的职业能力为基础，打破以知识为主线的传统课程模式，转变为以能力为主线的课程模式。

2．课程目标（1）专业知识目标：通过本课程的学习，使学生熟悉问讯处，乘务组等各个列车乘务员岗位的操作流程和操作要求，掌握报站、安全注意事项介绍、服务项目介绍、发车词的英文版本等，达到列车乘务员职业标准的相关要求。

（2）社会能力目标：1）具备诚实、守信的职业精神；2）具备善于沟通、合作和富有爱心的思想品质；3）树立安全和服务意识；（3）职业能力目标?在上述目标实现的基础上，形成职业能力目标：1）能正确办理旅客的检票；2）会正确处理旅客的行李；3）严格按照操作规程，无误的操作机车设备4）能进行行李不正常的处理；3．课程内容与教学要求第一单元专业英语的基本特点1.教学内容(1)音标：元音[i:][i]?辅音[p][b][k][g][s][z][θ][e](2)列车员与乘客之间问候、告别、介绍的常用句型和情景对话(3)火车座位等级的介绍(4)跨文化交际：关于中国、中国文化和中国人的对话(5)重点句型：WelcometoChina!欢迎到中国来！Welcometoourtrain!欢迎乘坐本次列车！Ihopeyouwillenjoyyourstayhere.希望您在这里玩的愉快。

What’syourimpressionofBeijings ofar您目前对北京的印象如何？Wishyouapleasantjourney!祝您旅途愉快！CouldyoutellmewhenourtrainisscheduledtoarriveinBeijing 你能告诉我火车什么时候到北京吗？I’mtheconductorofthiscarriage.我是本车厢的乘务员。

城市轨道交通专业英语课程教案第周—节城市轨道交通专业英语课程教案（第6周1—2节）授课题目Unit2KnowledgeofTrafficLesson5RailTransit（上）授课类型讲授型教学目标MastertherelatedknowledgeofRailTransit重点1.LightRailTransit2.HeavyRailTransit（上）难点Inthisease,tracksareusuallylaidonopenballastbetweeni ntersections,bothforalow-costcomfortableprofileandto preventmotorvehiclesfromencroachingonthetracks. Both....and....不但……而且……；既……又……本文中both...And....短语连接了foralow-costcomfortableprofile(造价经济，乘坐舒适）和topreventmotorvehiclesfromencroachingonthetracks(防止机动车辆驶入轨道）这两部分，阐明了轨道铺设在裸露碎石上的两个用途（目的）教学过程结合同学们对城市轨道运输的认知程度，根据教材详细讲述轻轨运输、重轨运输（上半部分内容）等相关知识以及文中生词、短语、及语法结构作业1.NewWordsandExpressions2.Notesonthetext主要教学内容RailTransit（城市）轨道运输1.LightRailTransit轻轨运输Theright-of-wayforlightrailtransitroutesincludessect ionsofshared,semiexclusiveandexclusivefacilities.轻轨运输根据其通行权包括共用设施、半专用设施和专用设施三部分。

Thelastofthesebecomessimilartoheavyrailtransitdesign(discussedinthenextsection),exceptthatpowerdistrib utionsystemsandstationplatformlengthsdiffer.这三部分中的最后一项即专用设施与重轨运输（将在下一节中讨论）相似，只是其动力分布系统和站台长度有所不同。

2024年城市轨道交通专业英语课程教案设计第7周12节一、教学内容本节课选自《城市轨道交通专业英语》教材的第7章，详细内容包括：第一节“城市轨道交通概述”，第二节“城市轨道交通系统的基本构成”，第三节“城市轨道交通的发展历程”，以及第四节“国内外城市轨道交通的对比”。

二、教学目标1. 了解城市轨道交通的基本概念、系统构成和发展历程。

2. 掌握专业英语词汇，提高阅读和翻译能力。

3. 培养学生的跨文化交际能力和国际视野。

三、教学难点与重点教学难点：专业英语词汇的理解和运用，如“subway”、“light rail transit”等。

教学重点：城市轨道交通的基本概念、系统构成和发展历程。

四、教具与学具准备1. 教具：多媒体设备、PPT、黑板。

2. 学具：教材、笔记本、词典。

五、教学过程1. 实践情景引入（5分钟）利用多媒体展示国内外典型城市轨道交通系统的图片，让学生初步了解轨道交通的多样性。

2. 知识讲解（15分钟）依据教材，详细讲解城市轨道交通的基本概念、系统构成、发展历程等内容。

3. 例题讲解（10分钟）选取教材中的典型例题，分析解题思路，指导学生如何运用所学知识。

4. 随堂练习（10分钟）根据教材内容，设计相关习题，检查学生对知识的掌握情况。

5. 课堂讨论（10分钟）分组讨论，让学生运用所学知识，对比国内外城市轨道交通的优缺点。

七、作业设计1. 作业题目：（1）翻译教材第7章的课文；（2）简述国内外城市轨道交通的优缺点。

2. 答案：（1）见教材；（2）见教材。

八、课后反思及拓展延伸1. 课后反思：针对学生的反馈意见，调整教学方法，提高课堂效果。

2. 拓展延伸：推荐学生阅读相关英文文章，了解城市轨道交通的最新发展动态。

板书设计：1. 城市轨道交通概述定义分类2. 城市轨道交通系统的基本构成车站轨道列车信号系统3. 城市轨道交通发展历程国外国内4. 国内外城市轨道交通对比优缺点发展趋势重点和难点解析1. 教学难点：专业英语词汇的理解和运用。