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Файл:English for Postgraduates. Практикум
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had ordered Chinese-built wagons. It believed that the UK, as
‘the birthplace of the railway’, would ‘welcome Chinese-made
wagons for the first time’.
The order placed in early 2017 covers 66 open and five
flatbed wagons, along with technical support. The vehicles were
specified to be suitable for operation on the national rail network
as well as on London Underground lines; this means that they
must comply with European Union TSIs and UK Notified
National Technical Rules as well as London Underground’s
standards.
CRRC said the wagons would feature ‘innovatively
developed’ braking systems, couplers and bogies to meet the
three sets of standards. The open wagons will have a low-floor
structure to maximise the volume which can be carried within a
restricted loading gauge, while the multi-functional flat wagons
have movable side and end walls to enable then to be used to
transport bulk materials.
Chinese suppliers entered the European wagon market in
June 2011 when French leasing company Atir-Rail ordered 40
tank cars from CNR Jinan. This was believed to be the first
European order for Chinese wagons since a build for Albania in
the 1960s.
Sample Rendering
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The article I am going to give a review is taken from the
Railway Gazette. The headline of the article is “London
Underground’s first Chinese wagons shipped”.
The key issue of the article is the dispatching of the first
batch of Chinese made wagons to London Underground.
At the beginning of the article the author underlines, that
the Chinese manufacturer has sent the first of 71 cars for London
underground system.
It is highlighted that it is the first time the European
metro operator had ordered Chinese-made wagons.
The author points out that the delivered rolling stock has
“innovatively designed” features that complies with the
European sets of technical standards.
In conclusion the author dwells on the fact that the UK
being the “birthplace of the railway”, would “welcome Chinese-
made cars for the first time”.
I found the article quite interesting as it is dwells on the
general trend that China enters all sectors of the European
market.
Give your own rendering of Article 1.
Render the articles given below.
ARTICLE 2
42
Dynamic trials start with 600 km/h maglev
prototype
https://www.railwaygazette.com
CHINA: The first of five ultra-high-speed maglev
prototype vehicles has completed its maiden test run on a 1∙5 km
guideway at Tonghi University in Shanghai.
The vehicle was one of three intermediate cars from a
planned five-car engineering prototype. The other four vehicles
are due to be completed by CRRC Qingdao Sifang by the end of
this year, marking a major step in China’s plans to launch a
commercial application of its ultra-high-speed maglev
technology by 2025.
Experts from the manufacturer’s research and
development team reported that the test on June 21 had
confirmed the vehicle’s stability and the performance of its
suspension. Although the test was conducted at speeds well
below 600 km/h, all key technical indicators had been met, they
said, adding that the trial run yielding a large amount of data and
proving key concepts of the design. According to CRRC
Qingdao Sifang’s Deputy Chief Engineer Ding Sansan, who
heads the research team, ‘during the multi-condition test, the
vehicle showed stable suspension guidance and a sound
operation state’.
43
Comprehensive tests are planned on a longer section of
guideway with a view to developing commercially viable
vehicles. The first application is likely to be on a proposed high
speed maglev link between Shanghai and Hangzhou. This
175 km line is one of 10 ‘super transport projects’ included in
plans announced in Zhejiang province in April. It would enable
passengers from Hangzhou to reach Shanghai in about 20 min.
If successful, the line could be extended by a further 150 km
from Hangzhou to Ningbo.
Development of ultra-high-speed maglev technology is
one of a number of key projects in China’s ‘Advanced Rail
Transit’ programme launched by the Ministry of Science &
Technology. Engineers and experts from more than 30
universities and institutes are involved in the programme;
experts from industries and universities in Germany are also
supporting the scheme.
The world’s only operational high speed maglev line was
opened for commercial traffic over the 31 km between Pudong
International Airport and the eastern suburbs of Shanghai in
October 2003. This uses Germany’s Transrapid technology,
where the vehicles sit astride the guideway. They currently
travel at 300 km/h or 430 km/h, the higher speed only being
44
permitted at certain periods of the day because of the high energy
consumption.
ARTICLE 3
Bangkok monorail trains arrive
https://www.railwaygazette.com
THAILAND: Prime Minister Prayut Chan-o-cha joined
a ceremony at the port of Laem Chabang on October 1 to mark
the arrival of the first monorail trainsets for the Bangkok’s future
Pink and Yellow lines.
He was joined at the celebrations by BTS Group
Chairman Kiri Kanchanabanch and executives from group
subsidiaries Northern Bangkok Monorail Ltd and Eastern
Bangkok Monorail Ltd, as well as representatives from the Mass
Rapid Transit Authority, Sino-Thai Engineering Co, as well as
Canadian Ambassador Sarah Taylor.
The two orbital lines in the north and east of the city are
being developed under 30-year PPP concessions awarded in
December 2016 to the BSR joint venture of BTS Group
Holdings, Sino-Thai Engineering & Construction and
Ratchaburi Electricity Generation Holding.
45
Scheduled to open in 2022, the 34·5 km Pink Line will
link Khai Rai and Min Buri, while the 30·4 km Yellow Line will
connect Lad Phrao and Samrong.
The Innovia Monorail 300 vehicles with a maximum
speed of 80 km/h were ordered from Bombardier Transportation
in August 2017 at a cost of 50bn baht, under a package which
also includes the Cityflo 650 train control system. Developed
from the Canadian design by Bombardier’s Bangkok
Engineering Centre, the vehicles are being assembled at the
Puzhen Bombardier Transportation Systems factory in China.
NBMC is due to receive 42 four-car sets for the Pink Line, while
EBMC is buying 30 for the Yellow Line.
’The on-time delivery of our first Innovia 300 monorail
vehicles for Thailand marks an exciting milestone’, said Claudio
Tiraferri, Managing Director for Bombardier Transportation in
Thailand. He added that the project ’reflects our strong
collaboration between our customers, our PBTS joint venture
and our highly-skilled, 600-strong local team’.
ARTICLE 4
CRRC unveils gauge-changing high-speed train
https://www.railwaygazette.com
46
CHINA: State-owned rolling stock manufacturer CRRC
Changchun Railway Vehicles has unveiled a prototype gaugechanging high speed train intended for international operation.
Unveiled on October 21, the 212 m long trainset is a
derivative of the company’s CHR400-BF design, part of the
‘Fuxing’ China Standard EMU family.
The train has been developed for cross-border operation
between China’s 1 435 mm gauge network and the 1 520 mm
gauge used in neighbouring Russia and the CIS countries. The
manufacturers cite one potential application as a Beijing –
Moscow through service. A multi-system traction package will
allow the train to run on different power supplies.
According to the manufacturer, the trainset will be
suitable for operation in temperatures from -50C to +50C and
has been designed to run at a maximum speed of 400 km/h. As
well as the gauge-changing bogies, the company has developed
a matching changer track installation which has been installed
on its test track.
CRRC Chairman Liu Hualong had announced the
group’s intention to develop a 400 km/h gauge changing train at
a Belt & Road conference in May 2017, noting that the
technology would enable through running from China to
47
Mongolia, Kazakhstan and Russia. The research programme has
reportedly been backed by state grants totalling 34.7bn yuan.
While Spain operates an extensive fleet of gaugechanging trainsets between 1 435 mm and 1 668 mm gauges,
these are limited to a maximum of 250 km/h to ensure the
stability of the adjustable wheelsets at high speeds. Attempts to
develop a convertible trainset to operate on 1 435 mm and
1 067 mm gauge networks in Japan produced several prototypes
but did not result in a series-built design.
ARTICLE 5
HS2 ‘only opportunity this century’ to grow rail freight,
warns Logistics UK
https://www.railwaygazette.com
UK: Trade association Logistics UK has stepped up
pressure on the government to ensure that the freight sector
benefits from capacity released on the conventional network by
the opening of the first phases of High Speed 2.
Logistics UK — formerly the Freight Transport
Association — says that the sector’s support of HS2 is
conditional on the government pledging ‘unequivocal support to
grow rail freight’. The association believes the opportunity for
freight to use released capacity from HS2 is substantial, creating
48
paths for up to 144 extra freight trains per day, potentially
removing 10 944 heavy lorries daily from the road network.
However, there is no policy or legal requirement that a
proportion of released capacity must be allocated to freight;
Logistics UK is urging the government to reconsider this
regulatory approach.
The association has produced a report assessing how the
freight market could grow on the back of exploiting capacity
released on the West Coast Main Line by the opening of phases
1 and 2A of HS2, which would link London and Crewe and are
expected to be completed in around 10 years’ time.
Among the challenges highlighted by the report is the
shortage of capacity today on key sections of the WCML,
notably around Daventry where the existing DIRFT rail freight
terminal is expanding and a new Northampton Gateway logistics
complex is being developed. It warns that there is almost no
scope to enhance capacity on the WCML’s Northampton Loop
for freight unless there is a substantial transfer of passenger
traffic from the existing main line to HS2.
Logistics UK also urges the government and rail
timetable planners to consider capacity for ‘end to end’ freight
flows when assessing how best to reallocate space on the
network. Under current timetable planning processes, existing
49
capacity for freight traffic can be protected, but there is no scope
for the Office of Rail & Road to intervene to ensure extra
capacity is dedicated to these services, the report adds.
It concludes by warning that ‘the conventional network
is at capacity; there are almost half as many freight trains using
the network as there were 15 years ago. It is not an exaggeration
to say that HS2 is likely to be the only opportunity this century
to generate a substantial increase in capacity for rail freight in
the UK.’
‘Logistics UK needs government to secure the future of
rail freight in the UK and provide a cast-iron guarantee that
freight services will have sufficient access to the released
capacity that HS2 will provide’, added Zoe McLernon,
Multimodal Policy Manager at Logistics UK.
‘We are concerned that the process to allocate released
capacity may favour passenger operators, because it will be run
by the incumbent passenger operator, West Coast Partnership,
and there is no guarantee that capacity will be provided for
freight.’
ARTICLE 6
Provincial grant expands Canadian Pacific hydrogen
locomotive project
50
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