m0931

Rapporteurs: г-н Онон Рентседорж, Национальная Торгово-Промышленная Палата

Монголии г-н Владимир Береснев, ОАО «Нефтегазстрой-плюс»

Attended by more than 800 participants and stakeholders, including ministers and heads of delegation from 46 ESCAP member States, it adopted three main outcome documents: (a) the Ministerial Declaration on Environment and Development in Азиатско-Тихоокеанском регионе, 2011; (b) the Regional Implementation Plan for Sustainable Development in Азиатско-Тихоокеанском регионе, 2011-2015; and (c) the Астана «Зеленый мост» Initiative: Europe-Asia-Pacific Partnership for the Implementation of «зеленого роста».

With regard to the Pacific subregion, the conference addressed issues faced by 12 members that are small island developing economies and 7 associate members of the Commission, as well as the subregion’s two developed countries: Australia and New Zealand. Among them are five countries considered least developed: Вануату, Кирибати, Самоа, Соломоновы Острова и Тувалу. With the exception of Папуа – Новой Гвинеи, which has a population of approximately 6 million, the other developing countries and territories in the subregion are small.

The Committee noted that in the Russian Federation, international corridors were priority projects in the Government’s program for the development of the transport sector up to the year 2030. In particular, ОАО «Российские железные дороги» was enhancing the role of railways for transit between Asia and Europe by upgrading transport capacity along Транссибирской магистрали through planned investment estimated at $2.3 billion.

Упражнение 5. Деловая игра «Америка? Европа?» На электронный адрес вашего коллеги, специализирующегося на переводе американских публикаций, пришли два текста от переводческого агентства «Тема и рема». Один – из американского источника, а другой – из европейского. Второй заказ коллега передал вам. Переведите свой текст на русский язык, обращая внимание на имена собственные.

Строительство/эксплуатация железных дорог, логистика.

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The contracts for delivering the Section 1 railway systems were:

Contract 550: permanent way, traction power, and other mechanical and electrical (M&E) engineering works (points motors, pumping stations, etc).

Contract 570: high-speed train in-cab signalling, signalling controls, data transmission network (DTN), M&E information systems (EMMIS), radio and telephone communications

(GSM-R), closed-circuit television (CCTV).

Contract 434: Network Rail interfaces: permanent way, power, and line-side signalling at Eurotunnel connection, Dollands Moor freight terminal connection, access to Ashford International Station (Fig 1), and access to infrastructure maintenance depot at Beechbrook Farm.

Contract 330: Fawkham Junction Link to Waterloo Line.

When these were formulated it was believed that integrating all the signalling and communications systems into Contract 570, requiring the contractor to manage the interfaces, would facilitate delivery of the most technically demanding systems. However, the consortium of companies providing the specialist equipment and complex software required to drive the different systems did not have the management skills required, so RLE took over the interface management role.

The ARUP Journal 1/2004

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Survey, travel by light rail average 15.4 miles-per-hour (MPH), heavy rail 20.3 MPH, and commuter rail 31.6 MPH, while automobile travel averages about 35 MPH (NPTS 1999).

Travel surveys generally find that door-to-door (including walking and waiting time) transit commute take about twice as long as automobile commutes, suggesting that transit investments are an ineffective way of saving travel time. However, it is important to take several factors into account when comparing transit and automobile travel speeds.

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That national or regional average automobile travel speeds are higher than rail is irrelevant; what matters is their relative speeds on a particular corridor. Automobile travel tends to be slower and commute travel times higher in large cities where rail transit is most common. For example, although automobile commute speeds average 39 mph in rural areas, they average only 33 mph in cities with more than 3 million residents. Automobile travel speeds tend to be even slower on the congested urban corridors typically served by rail transit. Even if transit is slower than driving on average, rail is faster for specific trips because it is grade separated.

Victoria Transport Policy Institute, 2011

Мосты и тоннели.

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In New York City alone, Chinese companies have won contracts to help renovate the subway system, refurbish the Alexander Hamilton Bridge over the Harlem River and build a new Metro-North train platform near Yankee Stadium.

The new Bay Bridge, expected to open to traffic in 2013, will replace a structure that has never been quite the same since the 1989 Bay Area earthquake. At $7.2 billion, it will be one of the most expensive structures ever built. But California officials estimate that they will save at least $400 million by having so much of the work done in China. (California issued bonds to finance the project, and will look to recoup the cost through tolls.)

California authorities say they had little choice but to rebuild major sections of the bridge, despite repairs made after the earthquake caused a section of the eastern span to collapse onto the lower deck. Seismic safety testing persuaded the state that much of the bridge needed to be overhauled and made more quake-resistant.

Eventually, the California Department of Transportation decided to revamp the western span of the bridge (which connects San Francisco to Yerba Buena Island) and replace the 2.2-mile eastern span (which links Yerba Buena to Oakland).

New York Times on Sunday, June 26, 2011

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Bridges and tunnels on major roads are key elements of the Trans-European Road Transport Network (TEN-T roads). In order to improve the security of these infrastructures regarding man-made hazards a comprehensive overview about number and different types existing in the different European Member States is necessary. In order to get this overview a survey among more than 30 road operators in 19 European countries was conducted. The objective of the survey was to get information about:

–different bridge types regarding static system (e.g. single span beam bridge), construction material and cross section type (e.g. box girder, T-beam),

–different tunnel types regarding construction method and cross section (number of tubes / cells) and

–structural, operational or organisational protection measures already in use or planned.

The road operators were additionally asked to categorise their infrastructures regarding maximum length of span (for bridges) and length (for tunnels). Based on the information collected and the good feedback of the survey the gathered data could be seen as representative for the European road network. With the following analysis of all data 38 relevant bridge and 12 relevant tunnel types in Europe were identified.

Identification and Classification of Relevant European Bridge and Tunnel Types, 2011

Промышленное и гражданское строительство.

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From all across America, and from Australia, Canada, the UK, and France, the structural engineers we spoke with for this article join more than 675 other Architects and Engineers for 9/11 Truth in calling for a new investigation into the catastrophic destruction of the three World Trade Center high-rises on

September 11. “The implications of the controlled demolition hypothesis as outlined on the AE911Truth.org website are staggering,” says founding member Richard Gage. “We therefore invite all Americans to examine the science-based forensic evidence very carefully and come to their own conclusions.”

Lomba’s conclusion, drawn from his initial perceptions and validated by subsequent developments, is clear: “Even if, for the sake of discussion, we accept the hypothesis that the fire protection was

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damaged and the fires somehow weakened the steel frames, that still does not explain the relatively concentric nature of the failures.” Scott challenges his fellow structural engineers: “The building performance on 9/11 matched controlled demolition. It does not match fire-induced collapse. We have the expertise to discern this. Do we have the courage to broadcast it?”

Architects and Engineers, June 17, 2009

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Joseph Aspdin, in 1824, patented an articial cement that he named portland cement, after English Portland limestone, whose durability as a building stone was legendary. His cement was soon in great demand, and the name Portland remains in use today.

Reinforced concrete, in which steel bars are embedded to resist tensile forces, was developed in the 1850s by several people simultaneously. Among them were the Frenchman J. L. Lambot, who built several reinforced concrete boats in Paris in 1854, and an American, Thaddeus Hyatt, who made and tested a number of reinforced concrete beams.

But the combination of steel and concrete did not come into widespread use until a French gardener, Joseph Monier, obtained a patent for reinforced concrete over pots in 1867 and went on to build concrete water tanks and bridges of the new material. By the end of the 19th century, engineering design methods had been developed for structures of reinforced concrete and a number of major structures had been built. By this time, the earliest experiments in prestressing (placing the reinforcing steel under tension before the structure supports a load) had also been carried out, although it remained for Eugene Freyssinet in the 1920s to establish a scientic basis for the design of prestressed concrete structures.

Fundamentals of Building Construction. Edward Allen and Joseph Iano

Строительные и дорожные машины.

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An average of 13,000 Americans are killed between Memorial Day weekend and Labor Day, some as a result of unperformed vehicle maintenance, according to the National Highway Traffic Safety Administration. Each year, neglected maintenance leads to more than 2,600 deaths, nearly 100,000 disabling injuries and more than $2 billion in lost wages, medical expenses and property damage.

Most mechanical failures can be traced to neglected maintenance. For example, the U. S. Department of Transportation reports the leading cause of mechanical breakdown on our nation's highways is overheating, a condition that is easily avoidable. Other deficiencies that are simple to detect include low antifreeze/coolant, worn or loose drive belts and defective cooling system hoses.

Checking tire pressure and inflating a tire costs nothing, yet an average of 21% of autos inspected in check lanes during National Car Care Month have under inflated tires. This can lead to a blowout and a serious accident.

"While a last minute checkup is better than no checkup, motorists should plan ahead to allow time to perform necessary maintenance themselves or at the local service facility. A properly maintained vehicle is safer and more dependable and will even save a few dollars at the gas pumps," said the Auto Care Council's Executive Director, Rich White.

http://www.autoservicesacramentoca.com/special.cfm?ID=5656

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My two predecessors, Vice-Presidents Karel Van Miert and Loyola de Palacio, launched in 1992 and 2001 respectively two successful 10-year policy programmes for the competitiveness and sustainability of the European transport system. The 21st century will most likely see the replacement of vehicles relying on the internal combustion engine by electric vehicles, including fuel-cell vehicles which belong to this family. These vehicles are as ‘green’ as the electricity or hydrogen they consume; thus the former should ideally come from renewable sources such as wind or geothermal. Both kinds of vehicle have a storage problem, though – for electricity in batteries and hydrogen in tanks.

At present, electric and fuel-cell cars remain expensive for their performance. While research is closing the cost-competitiveness gap, improvements can be made to the internal combustion engine where the fossil fuels they use can be complemented with biofuels.

The European green cars initiative focuses on five main areas of research: electric and hybrid vehicles, hydrogen fuel cells, biofuels, improvements in the internal combustion engine and logistics.

Funds provided under this initiative will come from two main sources: grants from the EU’s seventh

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research framework programme (EUR 1 billion) and loans from the European Investment Bank (EUR 4 billion).

Antonio Tajani, Vice-President of the European Commission,

Commissioner for Transport

Информационные технологии.

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It is important to develop standardized methods for benefit and cost (BC) analysis for the implementation of IT in transportation agencies. BC analysis traditionally has been difficult for IT.

Managers and politicians are less patient and less willing to accept the “intangible” benefits of IT. As software becomes a more integral part of transportation systems, software safety issues arise. We must ensure that the software does no harm if it should fail. We do not want the equivalent of the Thorac X-ray machine accidents, in which several patients died due to defective software, to occur in transportation. But safety is not the same as security, although they are interrelated; safety goes beyond security. Safety considers such issues as “What happens if someone breaches the security barrier? Can the system still be safe?”

Even without a security breach, software can fail because of a bug, hardware failure, or another similar internal problem. It is important to ensure that if the system software does fail, there is no resulting injury or loss of life. Some developers go even further, maintaining that it is important to ensure that the software does not cause any highly undesirable situations – for example, all the traffic lights turning green simultaneously as a result of a failure in the traffic management system. On the other hand, it also could be argued that all lights turning red at once also is unsafe – or at least highly undesirable.

Information Technology in Transportation

Key Issues and a Look Forward

JEFFREY L. WESTERN, BIN RAN

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In 2001, when the World Economic Forum first published The Global Information and Technology Report (GITR), the dot-com bubble had just burst; there were fewer than 20 million mobile phone users in all of Africa; and Apple Inc.’s product line was confined to Macintosh computers. That Report presented an optimistic view of the future, highlighting the transformational potential of information and communication technologies (ICT) in advancing the progress of global society and business. In the decade that followed, Booz & Company has witnessed firsthand the realization of that potential in its work with clients and communities worldwide and through its long-standing involvement with the GITR.

Today there are more than 500 million mobile phone subscribers in Africa, and Apple is the world’s largest company in market capitalisation, producing iPhones, iPods, and iPads along with Mac computers. Despite the strides the sector has made since the technology bust in 2001, however, we believe we are only just beginning to feel the impact of digitisa-tion – the mass adoption by consumers, businesses, and governments of smart and connected ICT. Success in the digitization world – where competitors from Shenzhen to Schengen can emerge seemingly overnight – requires policymakers and business leaders to go back to the drawing board to identify and build “right-to-win” capabilities in their spheres of influence.

The Global Information Technology Report 2012 Living in a Hyperconnected World

Упражнение 6. Дополнительно к переводу англоязычных материалов ваш коллега попросил вас сделать перевод списка литературы к русскоязычной статье научного сотрудника одной из университетских лабораторий. Опираясь на требования, изложенные в Приложении 1, выполните это задание. Проверьте себя в программе транслитерации www.translit.ru (стандарт BGN).

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Литература

Урок 3. НАУЧНО-ТЕХНИЧЕСКАЯ ЛИТЕРАТУРА

Упражнение 1. Прочитайте предложения. Выделите речевые клише, характерные для жанра научной литературы. Найдите им соответствия в русском языке.

1.This paper offers an overview on how external costs of intermodal transport and unimodal road transport may be compared.

2.First, a brief review on the calculation and comparison of external costs of transport is given.

3.Next, two key models for the comparison of intermodal transport and unimodal road transport are discussed.

4.Finally, a sensitivity analysis is performed on the second model.

5.According to Haezendonck and Coeck (2006), companies are confronted with a mobility paradox.

6.On the one hand, customers are expecting shorter and more flexible delivery times.

7.Furthermore, intermodal transport is assumed to be more environmentally friendly than unimodal road transport.

8.The objective of this paper is to review how external costs of rail transport and road transport may be compared.

9.It is shown that results from such a comparison are greatly influenced by the specific characteristics of the situation.

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10.For a given load factor, external costs per ton-kilometer are higher when door-to-door distance is smaller.

11.As can be seen in figure 2, external costs per ton-kilometer decrease with increasing load factor for all door-to-door distances.

12.As was mentioned before, external costs of transport are very dependent on the situation in which they are caused.

13.As appears from table 1, for all the door-to-door distances (300 to 1300 km) the external costs of intermodal transport are higher than those of unimodal road transport.

14.This report discusses best practices for evaluating transit benefits.

15.In theory, high quality bus transit could also have these leverage effects, although to date only rail systems have achieved this at a regional scale in North America.

16.An important factor in transit evaluation is the degree to which a particular policy or program increases transit ridership and reduces overall vehicle travel, thereby reducing traffic problems such as congestion, parking costs and accidents.

17.In other words, rail transit reduces automobile travel in two different ways: directly when a traveler shifts a trip from automobile to rail, and indirectly when it creates more accessible land use and reduces automobile ownership in an area.

18.A key question is whether new rail systems can affect transportation and land use patterns sufficiently fast enough to be considered worthwhile investments, since land use patterns generally change slowly.

19.Critics sometimes claim that rail transit does not reduce traffic congestion, ignoring the evidence presented in this and other studies (Litman 2006).

20.As described earlier, by attracting discretionary travelers, increasing transit ridership, and providing a catalyst for more efficient land use, rail transit provides various cost savings and efficiency gains.

21.Key differences between bus and rail transit are summarized on the next page.

22.Specific examples of rail transit criticism are examined in the following pages.

23.A second possible counter-argument is that the superior performance of cities with rail transit is not caused by the rail service, but is simply an association resulting from other factors, such as these city’s age or size.

24.Suppose, as a first case, that an existing structure is to be the subject of an engineering investigation.

25.It is evident that for such a structure the loads may be easily ascertained.

26.The foregoing statement explains why so much effort has been expended in obtaining and in correlating information on the mechanical properties of various substances useful in construction.

27.Let OD be a beam resting on end supports and carrying a load G as shown (Fig. 3).

28.If we imagine a given section in a body to divide that body into two parts A and B, then the shearing stress on that section measures the tendency of the two parts to slide one on the other along that section.

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Упражнение 2. Определите, к какому типу текстов жанра научной литературы (соб-

ственно-научному, научно-реферативному, научно-справочному, научно-учебному) от-

носятся следующие предложения. Обоснуйте свой выбор.

1.Development of an expert system called Intelligent Flood Management System for the selection of appropriate flood damage reduction measures for a given area is described.

2.Due to the continuous growth of freight transport, external costs caused by transport are rising.

3.According to Haezendonck en Coeck (2006), companies are confronted with a mobility paradox.

4.This paper focuses not only on the environmental aspects of freight transport, but takes a broader perspective by looking at the external costs of freight transport.

5.As is shown in this section, the model proposed by Janic (2007) may be applied to calculate and compare the external costs of intermodal transport and unimodal road transport.

6.Compared with Bus Only cities, Large Rail cities have:

•400% higher per capita transit ridership (589 versus 118 annual passenger-miles).

•887% higher transit commute mode split (13.4% versus 2.7%).

•36% lower per capita traffic fatalities (7.5 versus 11.7 annual deaths per 100,000 residents).

7.As a result, rail transit usually attracts more riders within a given area, particularly discretionary riders (travelers who could drive, also called choice riders), and so tends to reduce per capita vehicle travel more than bus transit (Henry and Litman 2006; Lane 2008; CTS 2009a; Freemark 2010).

8.About 18% of total household expenditures are devoted to vehicles and transit fares.

9.Martens (2006) argues that current transport evaluation practices exaggerate the benefits of automobile-oriented improvements and undervalue improvements to alternative modes, which tends to be regressive because it skews planning and investment decisions to favor people who are economically, socially and physically advantaged (those who currently drive high mileage) and at the expense of those who are disadvantaged (who currently drive low mileage and rely on alternative modes).

10.It is a law of nature, first clearly formulated by Sir Isaac Newton, that forces always occur in pairs, i.e., as "action" and "reaction" between two bodies or between two parts the same body.

11.Imagine the plane CD to divide the bar into two parts A and B. Take A free (Fig. 5).

12.The test loading recommended in BS 8110 is given as not normally less than the characteristic dead and imposed loads combined, and not greater than either the characteristic dead load with 1.25 times the characteristic imposed load or 1.125 times the sum of the characteristic dead and imposed loads, whichever is the greater.

13.In time, it not only became the preferred mortar for use in all their building projects, but it also began to alter the character of Roman construction.

14.In this method we combine the Voronoi concept of cooperative systems theory with Multi-Agent control theory by using of fuzzy control logic.

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15. Most reinforcing bars are manufactured according to ASTM standard A615 and are available in grades 40, 60, and 75, corresponding to steel with yield strengths of 40,000, 60,000, and 75,000 psi (280, 420, and 520 MPa), respectively.

Упражнение 3. Изучите предложенный отрывок текста научного жанра. Что это за текст? Что вы можете сказать о его авторе? Кто его реципиент? Сформулируйте коммуникативное задание текста. Проанализируйте состав информации, а также ее плотность на: а) синтаксическом уровне; б) семантическом уровне; в) прагматическом уровне эквивалентности. Используйте информацию Приложения 2.

Упражнение 4. Деловая игра «Помочь аспирантам».

12 Мая. В переводческое агентство «Тема и рема» обратились аспиранты Сибирского государственного университета путей сообщения. Для подготовки к публикации в международном научном журнале им необходимо перевести отрывки из научных статей.

Директор агентства поручил своим внештатным сотрудникам выполнить этот заказ. Сделайте перевод текста по своей специальности на русский язык.

Строительство/эксплуатация железных дорог, логистика.

Key railway processes must therefore be thought of in terms of how well they integrate with and support the corresponding railway customer processes. Transportation is a derived demand, arising

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from the different value of a customer’s products in two geographic locations. Transportation can also be thought of as a trade enabling service which permits these differential values to be realized by Canadian industry. The planning and operational processes of railways and their customers are deeply intertwined. This leads to the need for a high degree of collaboration amongst rail freight supply chain partners and a need for a high level of awareness of each player’s capabilities, strategies and limitations. Railway operational processes connect directly to shipper and receiver processes through the movement of shippers’ inventory, and through the direct interface of railway crews and equipment at Canada’s mines, mills, ports, warehouses, manufacturing plants and through railway intermodal services to all manner of commercial enterprise in Canada. In all of the operations of the system it is a deeply linked process with railway and shipper activities interdependent upon each other for their effectiveness.

The Canadian Rail Logistics System

Мосты и тоннели.

To determine the investment for an existing metallic bridge asset, a logical process must be adopted with significant business/strategic and technical milestone appraisals in order to provide a cost effective means of safe guarding the integrity of the operational railway.

The majority of metallic rail bridges were constructed before 1914 and many have already exceeded the notional design life of 120 years as stipulated by modern design standards.

This paper will aim to identify potential efficiencies by identifying the key evaluation criteria for comparing life cycle costing between strengthening and renewal schemes, including design and implementation best practices which may influence the decision as to whether to strengthen or renew. When considering repair and strengthen versus renewal of a particular bridge, the following key structure related issues are of importance to the bridge owner:

a)Safety of the structure and those that may be affected by the structure

b)Condition of the structure

c)Load capacity of the structure in terms of strength and fatigue life.

Kynoch M. Repair and strengthening versus renewal. 2006

Промышленное и гражданское строительство.

A recent trend in the approach to the initial design is to place much greater emphasis on the requirements for the durability of construction, since experience has shown that deterioration is a more serious cause of failure and of high maintenance costs than shortcomings in the structural calculations. It has therefore become more necessary to treat compliance with requirements for the quality of concrete, as placed in the construction and for the protection of embedded steel by adequate concrete cover or other means, as being at least as important as compliance with requirements derived from design calculations. Whilst it is not practicable to define requirements for durability in terms of a limit state, it is nevertheless an aspect of the overall design process requiring primary attention.

For somewhat similar reasons, more care is now given to the requirements for fire resistance and information is presented in the Code which can be used for an analytical approach as an alternative to satisfying somewhat arbitrary requirements for concrete cover in order to obtain the necessary fire grading. Inevitably, structural calculations continue to be a major part of design.

Reinforced and Prestressed Concrete Design

Строительные и дорожные машины.

The types of steel used in bearing inner rings, outer rings, balls, and rollers are made especially for bearings. The material properties are extremely important to the life of any bearing. The requirements for bearing steels are high strength, wear resistance, excellent fatigue resistance, and dimensional stability. In addition, they must be capable of being hardened to a high level, producing a very fine and uniform microstructure, having a high level of cleanliness, and having the proper chemistry.

Table 2 lists most of the steels used in bearings. It also gives their useful, continuous temperature limit. The problem is that for off-the-shelf industrial bearings, there is usually not a choice as to the material. If special requirements are needed, a specific bearing manufacturer should be consulted. Some bearing materials are available in increasing levels of cleanliness, which will increase the life of any bearing; but again, these are only available on special order.

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Bearing cages are also available in a variety of materials. The commonly used materials are shown in Table 3 along with the useful, continuous temperature limit for each. Again, common industrial bearings are usually only available in one cage material, selected by the manufacturer for general use.

Materials

Информационные технологии.

The "New Frontier 21" initiative, which is the medium term business concept of the JR East Group that targets not only enhancing the safety and accuracy of rail transport, but also providing new services that satisfy the diversified needs of customers at a low cost.

Moreover, the concept calls for the incorporation of advanced technology with particular emphasis on information technology (IT) and research and development into the formation of the new railway system "e@train" that will provide services on demand towards creating the "world's top railway service" both in name and in fact. In this endeavor, the development of the "AC Train" is a concrete initiative towards realizing the "e@train" concept in the Tokyo metropolitan area.

In the development of the AC Train, it was decided to form a system that makes maximum use of IT and for the Series E993 prototype train, on-train information provision services, mutual backup system for equipment, and a train control information system were developed as practical examples of the use of IT and installed on the train.

The Advanced Train Information Service System (ATISS) targets the creation of an environment that can provide diverse information on the train under the concept of "providing passengers with whatever information they want whenever and wherever they want it".

Towards Realization of a Next Generation Commuter Train System

Minoru Ogasawara

Research and Development Center of JR East Group

JR EAST Technical Review-No.5

23 мая. Один из аспирантов попросил вас проверить перевод выводов к статье, которую он собирается опубликовать в международном журнале. Отредактируйте предоставленный текст, опираясь на его русскоязычный вариант.

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