In Proceedings of CHI'98, Los Angeles, CA:ACM.Reinventing the Familiar:Exploring an Augmented Reality Design Space for Air Traffic Control
Wendy E. Mackay, Anne-Laure Fayard, Laurent Frobert and Lionel Médini Centre d'études de la Navigation Aérienne Orly Sud 20594542 ORLY AéROGARES FRANCE
mackay@lri.fr
ABSTRACT
This paper describes our exploration of a design space for an
augmented reality prototype. We began by observing air
traffic controllers and their interactions with paper flight
strips. We then worked with a multi-disciplinary team of
researchers and controllers over a period of a year to
brainstorm and prototype ideas for enhancing paper flight
strips. We argue that augmented reality is more promising
(and simpler to implement) than the current strategies that
seek to replace flight strips with keyboard/monitor
interfaces. We also argue that an exploration of the design
space, with active participation from the controllers, is
essential not only for designing particular artifacts, but also
for understanding the strengths and limitations of
augmented reality in general.
Keywords : Augmented Reality, Design Space, Interactive
Paper, Participatory Design, Video Prototyping
INTRODUCTION
Air traffic control is a complex, collaborative activity, with
well-established and successful work practices. The work is
highly situated, requiring rapid responses to constantly-
changing conditions. The work is also risky: a controller
holds the fates of thousands people in the course of an hour.
Mistakes that result in crashes are simply not acceptable.
The tools and procedures used by controllers were initially
developed over forty years ago. Although the details have
evolved continuously as traffic and other conditions have
changed, the basic tools have not. Controllers use radio and
telephone for communication, RADAR to see a two-
dimensional representation of the planes, and paper flight
strips to track and modify information about planes and
flight plans (see Hopkin, 1995, for an excellent summary).
Despite the success of the current system, mounting levels
of traffic and aging equipment make it imperative that the
system be improved. This is an interesting design
challenge: The existing system is already extremely safe:
No fatalities have ever been attributed to French civilian
controllers. Any new tool must enable controllers to effectively manage the compromise between the safety of the planes and the smooth flow of traffic, enhancing the controllers' judgment without decreasing their vigilance and effectiveness. Unfortunately, the history of automation is filled with examples of expensive new computer systems that reduced user productivity or were completely discarded as unusable (Zuboff, 1988, Dertouzous, 1990). Air traffic control is no exception: numerous research projects have been ultimately rejected as unusable by the controllers.Many air traffic controllers are investigating new tools that either replace flight strips with electronic versions (Leroux,1993, Bressolle et al., 1995) or get rid of them entirely (Vortac et al., 1990, Bentley et al., 1992). Although these projects acknowledge the importance of flight strips, they generally concentrate on the information they contain,rather than the controllers' interactions with them. The problem with these approaches is that they force an abrupt change in the controllers' familiar styles of interaction.Controllers must learn to use new input and output devices that work perfectly from the first day, are immune to equipment failures, and can be easily adopted even by controllers with many years of experience with flight strips.We propose an alternative solution, based on a radical change of assumption: Automation need not require getting rid of paper strips. We suggest keeping the existing paper flight strips as physical objects, with all their subtlety and flexibility, and augmenting them directly by capturing and displaying information to the controllers. Enhancing the flight strip separates issues of input and output from the content of the flight tools themselves, emphasizing the controllers' interactions with the strips as much as the information they contain. Augmented strips may also provide a more modern input/output solution than the old mouse and keyboard designed for office automation.Augmented flight strips have several advantages: We can take advantage of the highly successful work practices that already exist. We can introduce changes incrementally and give controllers a more active role in the design. We can develop new kinds of interaction with the system and among controllers that were never before possible. Note
that this approach does not preclude eventually replacing
strips. Rather, it provides an evolutionary path to any of a
number of new methods of flight control. Our work has
two main components: investigation of the existing work practices of air traffic controllers and exploration of a range of possibilities for augmenting flight strips. Our goal is to ground our design explorations in the real-world activities of air traffic controllers and to understand the advantages and disadvantages of different technical solutions.
This article describes the participatory design project that accompanied our ethnographic study of a team of air traffic controllers (Mackay & Fayard, 1997a). We first describe paper flight strips and our design approach. We then explain why augmenting existing flight strips may prove a better path to automating air traffic control than replacing them with electronic strips. We describe our exploration of the design space of augmented flight strips, using a series of prototypes developed in collaboration with the air traffic controllers. We conclude by arguing that exploring a design space is essential, not only for the particular problem of air traffic control, but for the more general problem of understanding augmented reality and its relation to new forms of human-computer interaction.
Flight strips and air traffic control
We observed controllers from team 9W in the Paris en route control center (Fig. 1), arguably the most complex in Europe. They handle air traffic traveling in all directions over approximately one-fifth of France, including traffic going to and from the two main Paris airports, Roissy Charles de Gaulle and Orly. The air space is divided into "sectors", complex three-dimensional airspaces crossed with various routes. Controllers work in teams and are qualified to handle either "east" or "west" traffic. West consists of 11 sectors, which may be merged in different configurations and managed from as little as one position (late at night). Controllers rely on flight plans, requests by pilots, requests from other sectors, current weather and traffic conditions to manage the air traffic, judging the safest and most efficient
ways for planes to proceed through the air space.
Figure 1 : Controllers working with flight strips at the Paris en route control center in Athis Mons, France.
Unlike airport control centers that handle take-off and landing, Athis Mons has no control tower. Controllers "see" the airplanes via the RADAR screen. Each plane is represented by a point of light, accompanied by the flight identifier, current speed, flight level and a tail showing recent positions. Some but not all routes and beacons are indicated in background. The two-dimensional RADAR image represents a dynamic, three-dimensional space.
The other key tool for tracking planes is the flight strip, shown in Figure 2. Flight strips are similar from control room to control room: They consist of a band of paper printed with flight information, including airline, flight number and type of aircraft, as well as the requested and authorized flight plan (speed, level and route, with expected times for particular cross-points). Preux (1994) provides a
detailed description of flight strips used in Athis Mons.
Figure 2: Two flight strips in strip holders.
Unlike airport control towers that pass (or throw!) strips from sector to sector, en route control centers print a new strip for each sector. Figure 3 shows a set of annotated
strips, indicating changes in flight level, routing, and speed.
Figure 3 : Annotations on a set of flight strips
Like most en route centers, Paris controllers place paper strips into plastic stripholders. Figure 4 shows how the strip holders fit into metal rails (the stripboard), making it
Descriptive Model General Field Study Focused Field Study Revised Description Figure 6: The project involves traditional inductive and deductive methods, observing behavior in real world settings and generating theoretical frameworks, in conjunctive with participatory design to create and evaluate prototypes.
easy to slide and rearrange the strips. Some control centers,as in Bordeaux, do not use strip holders but instead lay the strips on a "stepped" table located between controllers.
Figure 4 : Fight strips in a strip board at Athis Mons The importance of flight strips
Many researchers have emphasized the importance of flight strips (Harper et al., 1991, Preux, 1994, Hopkin, 1993).Our own observations confirm that they are extremely flexible, taking advantage of both visual and tactile memory. Controllers often take strips in their hands as a reminder to do something. They slide them left or right to highlight different conditions, such as two planes in conflict. Even the act of writing is important: controllers find it easier to remember something they wrote than an item from a menu. Controllers have a dynamic, physical relationship to the strips and with each other (Figure 5).Figure 5: Controllers communicate physically, via strips Two controllers may work simultaneously on different strips on the same stripboard, using body language to indicate the importance of different annotations or actions (e.g., by sliding or rearranging). Stressful situations can be identified not only by the number of strips; but by how the controllers collectively interact with them and each other.Our studies have led us to challenge two widely-held assumptions. The first is that controllers resist new systems because they are "conservative" and dislike new technology. In fact, we found many computer enthusiasts in team 9W; they enjoy discussing the latest software and debating the merits of Macs vs. pc's. They do not fear computers; on the contrary, they look forward to using more 'modern' tools. They do, however, resist systems that slow them down with a mouse or keyboard to enter data.It is also a mistake to assume that air traffic control systems are static simply because they rely on non-computer tools. Over the past year and a half, we have seen numerous changes, from adding a new sector to changing the controllers' schedules. Even senior controllers being requalified struggle to relearn details. Air traffic control is understandably conservative, since no one wants to reduce safety. On the other hand, it is organized to constantly evolve, flexibly handling ever-increasing levels of traffic.Thus the "conservatism" we see with respect to new computer interfaces is not due to a general resistance to computers, nor to a general resistance to change. It appears to be , in fact, a rational response. Software designers tend to focus on the added functionality a new system will provide. Controllers must also consider the functionality they will lose with a new system. French controllers have a powerful voice; they can afford to wait until something arrives that adds new functionality without interfering with their existing, highly-functional work practices.PARTICIPATORY DESIGN APPROACH Our research approach involves "triangulating" (Mackay &Fayard, 1997b) across scientific and design disciplines (Figure 6). As in the English air traffic control studies (Hughes et al., 1992, Bentley et al., 1992), we use a combination of ethnography and design. However, we emphasize keeping rather than replacing flight strips. These design activities let controllers innovate, not just evaluate.The goal is to create an environment that controllers can co-
adapt, simultaneously evolving the technology and their work practices to meet their continuously-changing needs. Ethnographic Study
We studied team 9-West from the Paris en route control center, following their schedule for four months, including nights and weekends, in order to experience a full range of traffic conditions. They welcomed us and spent many hours explaining their work and patiently answering questions. The Paris center is organized around self-managed teams of 12-15 people. Team 9W had five students, six qualified controllers and four senior controllers, plus various guests, such as controllers being requalified. Students are generally given as many hours as possible, making it difficult to find situations in which the traffic was being controlled exclusively by senior controllers. The Paris center has a reputation for being particularly informal, perhaps because they deal with the most complex traffic conditions. Controllers who are not currently needed generally congregate near team members who are working, chatting with each other until some subtle cue tells them they are needed. They then can stop, mid-sentence, and turn to help the controllers. They never ask what needs to be done: all the information they need is available via strips, RADAR and the peripheral cues that tell them what is going on. We made detailed, timed notes of over 100 hours of observation, including 50 hours of video over a full range of air traffic situations. We paid particular attention to their communication patterns and their use of tools, especially paper flight strips, RADAR, Digitatron, radio and telephone. We selected ten sessions for more in-depth coding and quantitative and qualitative and analysis. A complete report on the results is beyond the scope of this article. However, the following observations from this analysis directly affected our design explorations:
1.Air traffic control is mostly routine: Controllers engage
in a constantly-repeated cycle of systematically looking at each plane on the RADAR and the corresponding paper flight strip. This routine is important, not only when things are hectic, but also when things are slow.
During emergencies, this routine enables controllers to handle all the other simultaneous jobs that do not go away. In slow periods, the routine enables controllers to stay vigilant. Computer tools that successfully reduce the controllers' work in high-stress situations by eliminating routine activities risk creating dangerous situations under low-traffic conditions, since controllers can become bored and stop paying attention.
2.Strips form part of a controller's mental representation
of the traffic. Controllers maintain an active picture of the traffic in their heads, letting them look away and handle interruptions. Strips also provide a focal point for updating mental images of the traffic and allow controllers to instantly communicate the current state of the traffic to each other. The physical nature of strips, the ability to hold them and write on them, contributes to this shared mental representation.3.Controllers often communicate physically rather than
verbally, taking advantage of each other's peripheral awareness. For example, a controller who points to or writes on a strip is making an implicit statement about the urgency of dealing with that particular situation. 4.In busy situations, controllers hold new strips in their
hands prior to integrating them into the strip board.
This tactile memory is very difficult to replace.
5.The very act of writing serves as a reminder and helps
clarify thoughts. We observed that even controllers in centers without flight strips (e.g. Maastsricht and Amsterdam approach) write notes to themselves. One controller admitted that she did not always re-read what she wrote; it was just important to be able to write it.
6.Controllers operate in a highly interrupt-driven
environment. Most controllers dislike the noise and the urgency of the telephone, particularly when it is used for non-urgent situations. New tools should give controllers the communication flexibility they use when next to each other, even at a distance, letting them easily distinguish between urgent and less urgent problems. 7.Controllers sometimes create hand-written strips to deal
with unusual situations. For example, planes carrying parachute jumpers stay in a particular sector for several hours without a flight plan. Controllers must track the plane in conjunction with all the other planes, giving permission when it is safe for parachutists to jump. Design activities
We invited members of team 9-West to participate in a 9-month participatory design project, using results from the ethnographic study. We ran a series of workshops with controllers and researchers, using a combination of brainstorming, prototyping and scenario-building exercises to explore ways of augmenting flight strips. We began by showing controllers video of our other augmented reality work and a summary of their interactions with strips (drawn from our video data). Subsequent workshops were more interactive, letting controllers and researchers brainstorm new ideas and experience different prototypes. Rather than simply writing brainstormed ideas, we encouraged people to "act out" their ideas with cardboard mockups and Wizard of OZ techniques. Videotapig these ideas help us visualize the interactions and served as useful reminders as the prototypes changed over time. Video was a useful Wizard of Oz technique: the "wizard' would observe the user's interactions with real paper strips and "project" feedback using a projector above or a monitor below. This style of prototyping allowed us and the controllers to experience a variety of different augmented strips, long before any physical prototypes were operational.
We also developed scenarios, drawing from both routine and unusual activities that occurred during the ethnographic studies. Once validated by the controllers, they served as a design tool to ground our explorations of user functionality and later helped us test our prototypes with controllers.
DESIGN SPACE EXPLORATION
Rather than developing a single solution, we were interested in exploring the design space of ways to augment paper flight strips. Our exploration involved developing and comparing various prototypes and identifying a range of user functions and styles of interaction. These activities are orthogonal and complementary: we implemented each user function with at least two technical solutions and applied each technology to multiple user functions.
For example, controllers wanted a link between the paper strips and the RADAR. We implemented the idea with a graphics tablet prototype, in which the user taps the pen or writes on the paper strip to see the relevant plane change color on the RADAR. For the touch screen prototype, the user points to the desired strip with a finger in order to see the plane on the RADAR. One controller who tried it suggested that we highlight the plane's route as well. The implemented version turned out to be controversial: while several controllers liked it, others argued that it would encourage students to avoid memorizing the routes. In the subsequent implementation, one tap or point highlighted the plane and two such interactions highlighted the route.
Prototype development was accompanied by on-going observations in the control room, guided by questions raised during the workshops. One of the most important issues was the role of writing on the strips. A key insight was that annotations not only serve different functions, but also are intended for different audiences:
1.For themselves: memorization and anticipation
?reminders(talk to pilot about change in flight level)?highlight(circle all the planes landing at Orly)?reinforce(arrow to show plane is descending)?warning(potential conflict)?not in the system(hand-written for parachute planes)
2.For each other: communication
?between the radar and planning controller
?between the current and the incoming relief controller ?between one sector and another (or the chef de salle)
?between groups during a regroupment or degroupment
3.For posterity
?to provide a legal record
?to provide an economic record
A forth audience appears for automated systems:
4.For the computer
?to update automated tools like Erato (Leroux, 1993)
This insight helped us greatly, both to identify useful functions for the controllers and to reduce technical problems: Instead of trying to interpret everything the controllers write, we need only interpret what is necessary.
When controllers write for themselves, the system need not capture or interpret the information at all. Often the very act of writing is sufficient. When controllers use annotations to communicate with each other, the writing must be interpretable by another person, but not necessarily the computer. We need only capture the image, preferably in context, but not decipher the meaning. The 9-West controllers made it very clear they would not write solely for the "system", even if it generated useful information. On the other hand, writing to communicate with other controllers was considered both acceptable and important. The few remaining situations in which the computer must both capture and interpret the writing can often be dealt with by taking advantage of the context. For example, a number located in a particular box on a flight strip must be one of only five or six possible flight levels.
Our prototypes emphasize communication among controllers, since writing for themselves is already handled admirably with ordinary paper and others have studied how to interpret hand-written marks by computer (Chatty and Lecoanet, 1996). Also, the 9-West controllers were most interested in support for communication, especially if it did not involve adding new, more complex interactions. The prototypes were designed to be evolvable by the controllersm with minor changes in writing conventions facilitating interpretation of certain annotations, providing interesting new features and access to new tools, and generally encouraging the use of the system.
Technology prototypes
The technology prototypes addressed three basic design problems: how to capture information from strips, how to track the location of the strips and how to present information onto strips. Future technologies, such as electronic paper by N. Sheridon at Xerox PARC and electronic ink by J.Jacobson at MIT (Negroponte, 1996), especially combined with small pen-based computers, will make augmented flight strips both light-weight and practical. Since these are not yet available, we used existing, somewhat less-convenient technology in order to experience different styles of interaction and experiment with ways of integrating augmented flight strips into current work practices. Our exploration of the design space helped us to evaluate the trade-offs generated by the technology in the context of the real work environment of air traffic control.
Capturing information
The choice of technology to capture information is tied to the intended use of the information: passing it on to another human being is quite different from evaluating it as numeric computer data. We limited our choices to information that could be captured directly from flight strips, eliminating devices such as the mouse or keyboard, to avoid forcing controllers to enter the same information twice. We experimented with three basic input devices:
1.Graphics tablet with pen input (several sizes)
2.Touch-sensitive screen
3.Video camera (still or moving images)
The graphics tablet allowed us to use ordinary flight strips in ordinary stripholders, allowing us to capture whatever
controllers write with a pen. The touch-screen also permitted controllers to write with a pen, but restricted their movements, since they could not rest their hands on the screen. The video camera could capture anything written, as long as it was not obscured by the controller's hand or body, but had problems with resolution and being trained on the appropriate image. We experimented with software developed by Elissaoui (1997) that offers a solution: it zooms automatically when it detects a particular color (say the cap of a red pen) and grabs an image from the correct position on the strip. The graphics tablet is best at capturing precise data, whereas the video is the best at capturing information in context. The touch-screen is less precise than the graphics tablet, but permits information to be presented directly onto the strips.
Presenting information
We experimented with three projection approaches:
1.Video projector (for computer images or video)
https://www.doczj.com/doc/0613764690.html,puter monitor or LCD screen
3.Touch-sensitive screen
We had already experimented with projection onto paper in Video Mosaic (Mackay & Pagani, 1994) and Ariel (Mackay, 1996). Projecting information onto flight strips is less feasible, since controllers must be able to immediately see the information and not worry about blocking the light source. Computer monitors provide high-quality images, but can only present information next to, not directly onto, the strips. The touch-screen, when used with transparent strips, can project high-quality information (from below) onto any part of the strip.
Figure 7: Transparent strip holder with diodes and contacts. Tracking information
We experimented with two tracking approaches:
1.Video camera
2.Stripboard that detects resistance in strip holders
We tried placing information on the strips that could be detected by the video camera. However we concentrated on a second approach, Médini (1997) to track the position of stripholders in a stripboard. We embedded resistors into stripholders with metal contacts at either end (Figure 7).A special stripboard (Figure 8) measures the resistance in the strip holders and can determine precisely which stripholder is located in which position. Solid-color strip holders were created to hold ordinary paper strips and were placed over the graphics tablet. Transparent strip holders held transparent strips and were placed over the touch screen. This prototype solved the problem of linking the relevant strips to the writing detected via the graphics tablet
or touch screen.
Figure 8: Stripboard that tracks position of strip holders, linked to RADAR with simulated air traffic
User functionality: The media space
The best user functions are often the most invisible: controllers value simplicity over functionality. Ideas popular with visitors and management, such as correcting flight plan information from the strip, were generally rejected as too complex by the controllers. They pointed out that the current Digitatron (a touch-screen) lets the planning controller make updates when it is convenient, rather than forcing the RADAR controller to do it. The most successful user functions were the linking of the strips to the RADAR (described earlier) and using the strips to communicate with controllers at other sectors via a modified media space (Bly et al., 1994).
We were struck by how controllers working next to each other communicate. In stressful situations, especially when the RADAR controller talks continuously to the pilots, they avoid speaking and communicate with body language and placement of strips. If the planning controller places a strip in the normal spot next to the RADAR controller, she knows that the RADAR controller is peripherally aware of it and will deal with it when he is ready. If she places it on top of the stripboard, she is placing it within his focus. If she stands up, slides several strips down, inserts the strip and writes on it, she is demanding that he look at it NOW. Similarly, the RADAR controller can wait for the planning controller's actions or actively shift his focus and integrate the strip into his working set. Others have described peripheral awareness (Heath and Luff, 1991) and situational awareness (Endsley, 1988) in various settings. We noted
that controllers decide to actively or passively slide between peripheral and focused awareness, pushing information at each other or pulling information in. This subtle, but effective behavior works extremely well for controllers who are sitting next to each other, but breaks down completely for controllers at a distance. This rich interplay is reduced to a telephone call; a noisy interruption of a potentially busy person. The caller has no way of knowing if the other controller is dealing with three critical conflicts or relaxing. Similarly, the callee cannot tell if the call is urgent or could be handled at any time. Controllers complain about telephone interruptions, particularly from student controllers reassuring themselves.
We experimented with a common type of cross-sector communication, the negotiation of transfer flight levels. Before handing off a plane, two controllers must agree on a particular flight level. Each flight strip has a section with the next sector and the requested and authorized flight levels. When a controller writes a flight level in this box, other controllers immediately know that that's the proposed transfer level. When the flight level is underlined, they know the pilot has agreed and the next sector will accept the flight at that level.
If we capture what the controller writes on this section of the flight strip and make it available to the controller at the next sector, we can begin to simulate the light-weight interaction that exists when controllers are next to each other. Since this information is captured for another human being, not the computer, we need only send it, not interpret it. We experimented with several interfaces. For example, one controller writes the new flight level. The writing is captured and displayed on the appropriate section of the other controller's strip. If she underlines the flight level, everyone knows that the negotiation is done. If she writes a new level, the original controller may accept it or call to discuss it. We experimented with different ways of "sending" the information, such as having a tiny image appear and get successively bigger over time, to simulate the controller pushing the information deeper and deeper into the other controller's awareness. We are still exploring the range of possibilities suggested by this approach. Evaluation
Throughout the project, we invited controllers to come to our laboratory and see or try out various technologies and experiment with different user functions. Our last workshop presented the most developed prototype, linked to a working simulation of real air traffic. The resulting system can now take advantage of any of the on-line tools developed by CENA (or externally). We also introduced an "Interaction Browser" that lets controllers try different ways of interacting with the strips and associating those interactions with any of the functionality available on-line. For example, a controller might specify that making an underline mark in the identification section of the strip causes information about the flight plan to appear next to the relevant plane on the RADAR. The same underline mark located in the flight transfer section of the strip is interpreted as an agreement that a particular flight level has been accepted. Controllers can save their profiles and try out the interactions on a scenario based on real traffic. The goal is to provide controllers with a system that is explicitly designed to be evolved, to take advantage of new on-line tools as they appear and to let controllers decide together on their preferred styles of interaction. (Note that the goal is not to have an individual profile for every controller, but to let controllers experiment with a range of possibilites and then collectively agree on a limited set of annotations that can be interpreted in a consistent way, just as they do now with writing conventions on paper.)
Technology: We were somewhat surprised that controllers liked the transparent strips: they could easily see why having external information displayed on the strips would be useful. (However, they were even more intrigued by future technologies such as electronic paper/ink, which promise the same advantages without the drawbacks.) Presenting information next to the strips was acceptable, particularly for functions like linking the strips and the RADAR. They did not like projection very much, since they are most likely to block the light source when they most need the information. The system for tracking the position of the strip holders made it possible to experience the flexibility of future augmented strips.
User functions: Some of the user functions were controversial, with some controllers liking a particular function and others rejecting it. Sometimes it was possible to reach a compromise, as in the two-step linking of strips and RADAR. Controllers were most likely to reject functionality that was too complex (particularly software displays or interaction techniques that required multiple steps). They were also wary of functionality that replaced part of their mental representation of the traffic: they wanted to be sure they could handle the traffic even without the RADAR and strips in case of a massive failure. Finally, they were most positive about functions that reduced annoyances, such as too many telephone interruptions. CONCLUSIONS AND FUTURE DIRECTIONS
After conducting a four-month ethnographic study, we embarked on a nine-month participatory design effort to explore the idea of augmenting paper flight strips. We ran a series of workshops with researchers and controllers, using brainstorming, prototyping and scenario-building techniques to explore the design space. We returned often to the control room for further observations and discussions and incorporated the controllers' reactions and ideas at each stage of the prototyping process. The final workshop involved a working prototype connected to a training simulator, with access to RADAR with simulated traffic and a range of on-line tools. Our 'interaction browser' let controllers experiment with different types of annotations and link them to different on-line tools. We presented at least two different ways of handling each type of interaction, enabling us to compare both technology ideas and user interactions.
A full report of the design space exploration and our data will be presented as a CENA technical report.
We began this work with a particular bias: Physical objects play an important role in cooperative work and automation efforts that get rid of them risk losing important aspects of the interface. Our observations in the Paris control center convinced us that paper flight strips play a complex role in air traffic control, beyond their information content. We argue that designers of new air traffic control systems should consider separating the problem of input/output from the content of the tools and experiment with augmenting paper flight strips. Perhaps then we can take full advantage of their rich, existing role in air traffic control, without losing the other benefits of automation. ACKNOWLEDGMENTS
A special thanks to the members of équipe 9-West for their warm welcome and participation in our work. Special thanks to Christophe Mertz and the Paris CENA team and Stéphane Chatty and the Toulouse team for their participation in prototyping and workshops. Thanks to Michel Beaudouin-Lafon, Nicolas Roussel, Stéphane Conversy, and Paul Dourish for discussions of prototypes. REFERENCES
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Wellner, P., Mackay, W. & Gold, R. (1993) Computer-Augmented Environments: Back to the Real World.
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1.Sales Agreement The agreement, (is) made in Beijing this eighth day of August 1993 by ABC Trading Co., Ltd., a Chinese Corporation having its registered office at Beijing, the People’ Repubic of China (hereinafter called “Seller”) and International Tradi ng Co., Ltd., a New York Corporation having its registered office at New York, N.Y., U.S.A. (hereinafter called “Buyer”). 2.WITNESSETH WHEREAS, Seller is engaged in dealing of (product) and desires to sell (product)to Buyer, and WHEREAS, Buyer desires to purchase(product) from Sellers, Now, THEREFORE, it is agreed as follows: 3.Export Contract This Contract is entered into this 5th day of August 1993 between ABC and Trading Co., Ltd. (hereinafter called “Seller”) who agrees to sell, and XYZ Trading Co., Ltd. (hereinafter called “Buyer”) who agrees to buy the following goods on the following terms and condition. 4.Non-Governmental Trading Agreement No. ＿＿This Agreement was made on the＿day of＿19＿, BETWEEN ＿ (hereinafter referred to as the Seller) as the one Side and ＿ (hereinafter referred to as the Buyer) as the one other Side. WHEREAS, the Seller has agreed to sell and the buyer has agreed to buy ＿ (hereinafter referred to as the Goods ) the quantity, specification, and price of which are provided in Schedule A. IT IS HEREBY AGREED AS FOLLOWS: 5.Contract For Joint-Operation Enterprise ＿＿ COMPANY LTD., a company duly organized under the Law of ＿＿ and having its registered office at (hereinafter called “Party A”) AND ＿＿ COMPANY LTD., a company duly organized under the Law of ＿＿ and having its registere d office at (hereinafter called “Party B”) Party A and Party B (hereinafter referred to as the “Parties”) agree to jointly form a Co-operation Venture Company (hereinafter referred to as the “CVC”) in accordance with “the Laws of the People’s Republic of C hina on Joint Ventures Using Chinese and Foreign Investment” and the “Regulations for the Implementation of the Laws of the People’s Republic of China on Joint Ventures Using Chinese and Foreign Investment” and other applicable laws and regulations. 6.MODEL CONTRACT Contract No. Date: Seller: Signed at: Address: Cable Address: Buyer: Address: Cable Address: The Seller and the Buyer have agreed to conclude the following transactions according to the terms and conditions stipulated below: https://www.doczj.com/doc/0613764690.html, of Commodity: 2.Specifications: 3.Quantity: 4.Unit Price: 5.Total Price: U.S.$: 6.Packing: 7.Time of Shipment: days after receipt of L/C. 8.Loading Port & Destination Port: From via to . 9.Insurance:
对翻译中异化法与归化法的正确认识 班级：外语学院、075班 学号：074050143 姓名：张学美 摘要：运用异化与归化翻译方法,不仅是为了让读者了解作品的内容,也能让读者通过阅读译作,了解另一种全新的文化,因为进行文化交流才是翻译的根本任务。从文化的角度考虑,采用异化法与归化法,不仅能使译文更加完美,更能使不懂外语的人们通过阅读译文,了解另一种文化,促进各民族人们之间的交流与理解。翻译不仅是语言符号的转换,更是跨文化的交流。有时,从语言的角度所作出的译文可能远不及从文化的角度所作出的译文完美。本文从翻译策略的角度，分别从不同时期来说明人们对异化法与归化法的认识和运用。 关键词:文学翻译；翻译策略；异化；归化；辩证统一 一直以来,无论是在我国还是在西方,直译(literal translation)与意译(liberal translation)是两种在实践中运用最多,也是被讨论研究最多的方法。1995年,美籍意大利学者劳伦斯-韦努蒂(Lawrence Venuti)提出了归化(domestication)与异化(foreignization)之说,将有关直译与意译的争辩转向了对于归化与异化的思考。归化与异化之争是直译与意译之争的延伸,是两对不能等同的概念。直译和意译主要集中于语言层面,而异化和归化则突破语言的范畴,将视野扩展到语言、文化、思维、美学等更多更广阔的领域。 一、归化翻译法 Lawrwnce Venuti对归化的定义是,遵守译入语语言文化和当前的主流价值观,对原文采用保守的同化手段,使其迎合本土的典律,出版潮流和政治潮流。采用归化方法就是尽可能不去打扰读者,而让作者向读者靠拢(the translator leaves the reader in peace, as much as possible, and moves the author towards him)。归化翻译法的目的在于向读者传递原作的基本精神和语义内容,不在于语言形式或个别细节的一一再现。它的优点在于其流利通顺的语言易为读者所接受,译文不会对读者造成理解上的障碍,其缺点则是译作往往仅停留在内容、情节或主要精神意旨方面,而无法进入沉淀在语言内核的文化本质深处。 有时归化翻译法的采用也是出于一种不得已,翻译活动不是在真空中进行的,它受源语文化和译语文化两种不同文化语境的制约,还要考虑到两种文化之间的
1) With the rapid improvement in.../growing awareness of..., more and more.../sth.... 1 随着…的飞速发展/越来越多的关注，越来越… (e.g. With the considerable improvement in building industry, more and more structures are being erected to set the people's minds at ease.) 例：随着建筑业的大力推进，人们对建立越来越多的房屋建筑感到宽心。 2) Recently, sth./the problem of...has been brought to popular attention/ has become the focus of public concern. 2 近来，某事/某问题引起了人们的普遍关注/成了公众关注的焦点。 (e.g. Recently, the problem of unemployment has been brought to such popular attention that governments at all levels place it on the agenda as the first matter.) 例：近来失业问题引起了人们的普遍关注，各级政府已把它列为首要议程。 3) One of the universal issues we are faced with/that cause increasing concern is that... 3 我们面临的一个普遍问题是… /一个越来越引人关注的普遍问题 是… (e.g. One of the universal issues that draw (cause) growing concern is whether it is wise of man to have invented the automobile.) 例：一个越来越引人关注的普遍问题是，发明汽车是否为人 4) In the past few years, there has been a boom/sharp growth/decline in.. . 4 在过去的几年里，…经历了突飞猛进/迅猛增长/下降。 (e.g. In the past ten years, there has been a sharp decline in the number of species.) 例：在过去的几年里，物种数量骤然下降。 5) Nowadays, more/most important/dangerous for our society is... 5 如今对我们社会更（最）为重要的（危险的）事情是… (e.g. Nowadays, most dangerous for our society is the tendency to take advantage of each other in political circles.) 例：对我们社会最为危险的事情是政界倾向于互相利用。 6) According to the information given in the table/graph, we can find that... 6 根据图表资料，我们可以发现… 7) As can be seen from the table/graph/figure, there is a marked increase /decline/favorable (an unfavorable) change in... 7 根据图表（数字）显示，…明显增长（下降）/发生了有利（不利）变化。 8) As we can see from the table/graph/figure above, drastic/considerable/ great changes have taken place in...over the period of time from...(年份)to...( 年份) 8 据上面图表（数字）所示，从某年到某年某方面发生了剧烈的（相当大的；巨大的）变化。
品质管理 (be) qualfied, up to grade 合格 模具正式投産前確認 3B 5M Man/Machine/Material/Method/Measurement 人力/ 機器/ 材料/ 方法/ 量測 5S整理/ 整頓/ 清掃/ 清潔/ 教養 5WIH When/Where/Who/What/Why/How to 何時/ 何地/ 誰/ 何事/ 為什麼/ 怎麼做7QCTools7 Quality Controls Tools 品管七大手法 8 disciplines 8項回復內容 abnormal handling 異常處理 ACC Accept 允收 acceptance = receive 驗收 ADM Absolute Dimension Measurement全尺寸測量 AIR Artical Inspection report AOD Accept On Deviation 特采 AOQ Average Output Quality平均出廠品質 AOQL Average Output Quality Level 平均出廠品質水準 APP Approve 核准,認可,承認 AQL Acceptable Quality Level 允收品質水準 AR Averary Range全距平均值
Bending 軟體導入 C=0 Critical=0 極嚴重不允許 CAR Corrective action request 改正行動要求改正報告 CP capability index 製造能力指數 CPK capability index of process 模具制程能力參數 CR Critical 極嚴重的 defective product/non-good parts 不良品 defective products 不良品 DFR Defect Failure Rate NG Not Good 不良,不合格 No.Number 數(號) OOBA out of box audit 開箱檢查 OQA output quality assurance 出貨品質保證 OQC output quality control 最終出貨品管 ORT On going Reliability Qualit P/O Waive Purchase Order Waive Packing 包裝 PDCA Plan/ Do /Check /Action 計劃/ 執行/ 檢查/ 總結POC passage quality control 段檢人員
英文销售合同_中英文对照销售合同范本英文销售合同_中英文对照销售合同范本(一) SALES CONTRACT 合同编号： Contract NO: 签订地点： Signed at: 签订日期： Date: 买方： The Buyers： 卖方： The Sellers： 双方同意按下列条款由买方售出下列商品：
The Buyers agree to buy and the Sellers agree to sell the following goods on terms and conditions as set forth below： (1)商品名称、规格及包装 (1)Name of Commodity ,Specifications and Packing (2)数量 (2)Quantity (3)单价 (3)Unit Price (4)总值 (4)Total Value (装运数量允许有 %的增减) (Shipment Quantity %more or less allowed) (5)装运期限：
(5)Time of Shipment： (6)装运口岸： (6)Port of loading： (7)目的口岸： (7)Port of Destination： (8)保险;由方负责，按本合同总值110%投保_____险。 (8)Insurance：To be covered by the___for 110% of the invoice value against_______. (9)付款：凭保兑的、不可撤销的、可转让的、可分割的即期有电报套汇条款/见票/出票____天期付款信用证，信用证以_____为受益人并允许分批装运和转船。该信用证必须在______前开到卖方，信用证的有效期应为上述装船期后第15天，在中国______到期，否则卖方有权取消本售货合约，不另行通知，并保留因此而发生的一切损失的索赔权。
工程施工合同 Contract 合同编号( Contract NO. )： 签订日期( Date )： 发包方（简称甲方） Party A: 承包方（简称乙方）： Party B: 根据《中华人民共和国合同法》以及其他有关法律法规规定的原则，结合本工程的具体情况，甲、乙双方在平等、自愿、协商一致的基础上达成如下协议，共同遵守。 According to “P.R.C Contract Law”,and other relevant laws and regulations to the specific circumstances of this project, parties A and B have hereby equally and voluntarily entered into the following agreement executed on the basis of mutual respect. 1.工程概况 Project overview 1.1工程名称： Project name: 1.2工程地点： Project location: 1.3工程范围： A. 新研发中心和新厂房的网络综合布线系统的施工； B. 数据中心的建设，主要包含：数据中心的装饰工程、电气系统、空调系统、机房闭路监控系统、机房门禁系统、消防系统改造、机柜系统等。 Project contents: A. The new R & D and new plant construction of network cabling systems; B. Data Center, mainly includes: data center decoration and electrical systems, air-conditioning systems, CCTV systems, access control systems, firefighting system reform, server rack systems. 1.4开工条件：合同生效后，甲方预付款到位和现场具备开工条件。 Start conditions: After the commencement of the contract, Party A has started advance and on-site conditions in place.
法律法规中英文名称对照 中华人民共和国宪法修正案AMENDMENT FOURTH TO THE CONSTITUTION OF THE PEOPLE'S R EPUBLIC OF CHINA) 中国银行业监督管理委员会关于中国银行、中国建设银行公司治理改革与监管指引(Guidelines on Corpora te Governance Reforms And Supervision of Bank of China and Construction Bank of China) 外国保险机构驻华代表机构管理办法(Rules on Administration of Representative Offices of Foreign Insu rance Institutions ) 商业银行资本充足率管理办法(Regulation Governing Capital Adequacy of Commercial Banks) 金融机构衍生产品交易业务管理暂行办法(Provisional Administrative Rules Governing Derivatives Activiti es of Financial Institutions) 中华人民共和国银行业监督管理法(Law of the People’s Republic of China on Banking Regulation and Supervision) 境外金融机构投资入股中资金融机构管理办法(Administrative Rules Governing the Equity Investment in Chinese Financial Institutions by Overseas Financial Institutions ) 汽车金融公司管理办法实施细则(Implementing Rules for the Administrative Rules Governing the Auto Financing Company) 汽车金融公司管理办法(Administrative Rules Governing the Auto Financing Company ) 新化学物质环境管理办法(Provisions on the Environmental Administration of New Chemical substanc es ) 人民币银行结算账户管理办法(Administrative Rules for RMB Bank Settlement Accounts) 中国人民银行假币收缴、鉴定管理办法(Administrative Rules of the People’s Bank of China for the Sei zure and Verification of Counterfeit Currency) 中华人民共和国中外合作办学条例(Re gulations of the People’s Republic of China on Chinese-Foreign Cooperation in Running Schools ) 上海市营业性危险货物道路运输管理办法(Procedures of Shanghai Municipality on the Administration of Road Transportation of Dangerous Goods of a Business Nature) 人民币大额和可疑支付交易报告管理办法(Administrative Rules for the Reporting of Large-value and Su spicious RMB Payment Transactions) 上海市新建住宅配套建设与交付使用管理办法(Procedures of Shanghai Municipality on The Administrati on of All Necessary Accessory Constructions of Newly Built Residences and Making Newly Built Reside nces Available to Users ) 上海市公共信息图形标志标准化管理办法(Procedures of Shanghai Municipality on the Administration o
国际贸易合同协议书样本中英文对照 文件编号TT-00-PPS-GGB-USP-UYY-0089
CONTRACT NO.: DATE: THE BUYERS: ADDRESS : TEL: FAX: THE SELLERS: ADDRESS: TEL: FAX: This Contract is made by and between the Buyers and the Sellers, whereby the Buyers agree to buy and the Sellers agree to sell the under mentioned commodity according to the terms and conditions stipulated below: 买方与卖方就以下条款达成协议： 1. COMMODITY: 2. COUNTRY AND MANUFACTURERS: 原产国及造商： 3. PACKING: To be packed in standard airway packing. The Sellers shall be liable for any damage of the commodity and expenses incurred on account of improper packing and for any rust attributable to inadequate or improper protective measures taken by the sellers in regard to the
“异化”与“归化”之间的关系并评述 1、什么是归化与异化 归化”与“异化”是翻译中常面临的两种选择。钱锺书相应地称这两种情形叫“汉化”与“欧化”。A．归化 所谓“归化”（domestication 或target-language-orientedness），是指在翻译过程中尽可能用本民族的方式去表现外来的作品；归化翻译法旨在尽量减少译文中的异国情调，为目的语读者提供一种自然流畅的译文。Venuti 认为，归化法源于这一著名翻译论说，“尽量不干扰读者，请作者向读者靠近” 归化翻译法通常包含以下几个步骤：（1）谨慎地选择适合于归化翻译的文本；（2）有意识地采取一种自然流畅的目的语文体；（3）把译文调整成目的语篇体裁；（4）插入解释性资料；（5）删去原文中的实观材料；（6）调协译文和原文中的观念与特征。 B．“异化”（foreignization或source-language-orientedness）则相反，认为既然是翻译，就得译出外国的味儿。异化是根据既定的语法规则按字面意思将和源语文化紧密相连的短语或句子译成目标语。例如，将“九牛二虎之力”译为“the strength of nine bulls and two tigers”。异化能够很好地保留和传递原文的文化内涵，使译文具有异国情调，有利于各国文化的交流。但对于不熟悉源语及其文化的读者来说，存在一定的理解困难。随着各国文化交流愈来愈紧密，原先对于目标语读者很陌生的词句也会变得越来越普遍，即异化的程度会逐步降低。 Rome was not built in a day. 归化:冰冻三尺,非一日之寒. 异化:罗马不是一天建成的. 冰冻三尺,非一日之寒 异化:Rome was not built in a day. 归化:the thick ice is not formed in a day. 2、归化异化与直译意译 归化和异化，一个要求“接近读者”，一个要求“接近作者”，具有较强的界定性；相比之下，直译和意译则比较偏重“形式”上的自由与不自由。有的文中把归化等同于意译，异化等同于直译，这样做其实不够科学。归化和异化其实是在忠实地传达原作“说了什么”的基础之上，对是否尽可能展示原作是“怎么说”，是否最大限度地再现原作在语言文化上的特有风味上采取的不同态度。两对术语相比，归化和异化更多地是有关文化的问题，即是否要保持原作洋味的问题。 3、不同层面上的归化与异化 1、句式 翻译中“归化”表现在把原文的句式（syntactical structure）按照中文的习惯句式译出。
缩写英文对照中文术语 8D 8 Disciplines Of Solving Problem 解决问题8步法 AC./RE. Acceptable / Rejective 允收/拒收 AQL Acceptable Quallity Level 允收水准 ABB Activity-Based Budgeting 实施作业制预算制度 ABC Activity-Based Costing 作业制成本制度 ABM Activity-Based Mangement 作业制成本管理 APS Advanced Planning And Scheduling 应用程式服务供应商APQP Advanced Product Quality Planning 先期产品品质规划ANOVA Analysis Of Variance 方差分析 AAR Appearance Approval Report 外观承认报告 AC Appraisal Cost 鉴定成本 ASL Approved Suplier List 合格供应商清单 AVL Approved Vendor List 认可的供应商清单 ATP Available To Promise 可承诺量 BSC Balanced Score Card 平衡记分卡
BOM Bill Of Material 材料明细 BTF Build To Forecarst 计划生产 BTO Build To Order 订单生产 BPR Business Process Reengineering 企业流程再造 CPK Capability Of Process 修正过程能力指数 Ca. Capability Of Accuraty 精确度指数 Cp. Capability Of Precesion 精密度指数 CRP Capacity Requirement Planning 产能需求规划 C. OF C. Certificate Of Compliance （质量）承诺证明书CEO Chief Excutive Officer 执行总裁 CQC Companywide Quality Control 全公司范围的品质管理CPM Complaint Per Illion 每百万报怨次 CAD Computer Aided Design 计算机辅助设计 CTO Configuration To Order 客制化生产 CRC Contract Review Committee 合同评审委员会 CIF Cost Inusance And Freight 到岸价格
YOUR LOGO 英文购销合同_中英文对照购销 合同范本(2021版) When concluding a contract, the parties of the contract purpose should be determined. The conclusion and performance of contracts are also human behavior.
专业合同系列，下载即可用 英文购销合同_中英文对照购销合同 范本(2021版) 导语：合同目的具有确定性。一般情况下，在订立合同时，当事人的合同目的应该是确定的。从严格意义而言，任何人的行为都是有目的的。合同的订立和履行也属于人的行为，而且是比较正式的行为，所以更应该具有一定的具体目的。因此，对于特定的合同当事人，其合同目的是确定的。 英文购销合同_中英文对照购销合同范本(一) Buyer: 买方： Add.: 地址： Seller: 卖方： Add.: 地址： This purchase contract (hereafter abbreviated “contract”) is signed by and between the Buyer and the Seller upon equal negotiations based on the Contract Law of P..R .China and other relevant laws and regulations.. Both parties agree to sell and buy goods on following terms and conditions. 此销售合同(以下简称“合同”)根据 >及相关法律法规并经由买卖双方经平等协商后共同签定，买方与卖方均同意以下条款和条件购买和出售货物。 1. COMMODITY NAME品名：Work glves 劳保手套
采购合同 (Purchasing Contract) 合同编号(Contract NO.)： 合同签订地点(Signed At)：东营 签订时间(Date)：年月日出卖人(Seller)： 买受人(Buyer)： 鉴于：根据【中华人民共和国合同法】及相关法律法规，本着平等自愿、等价有偿、诚实诚信的原则，经双方协商一致，订立本合同。 According to the Contract law of the People's Republic of China and relevant laws and regulations,we conclude the contract on the basis of equality, voluntariness,compensation of equal value and sincerity. 第一条标的、数量、价款及交（提）货时间 Item 1 (object)Quantity Price and Delivery time 物资编码名称及规格型号Commodity code and type 生产厂家 Manufacture r 计量单位 Unit 数量 Quantity 单价（元） Unit Price 总金额（元） Total Amount 备注 Note 不含税总金额（人民币） Total Amount (V AT excluded) 交提货时间、数量：年月日至年月日全部交货。 Delivery time: From to 第二条质量标准：标准代号、编号和标准名称：GB150-98. Item 2 Quality standard: standard code,serial number and standard name:GB150-98. 第三条出卖人对质量负责的条件及期限 Item 3 Conditions and time limits that Sellers shall be held responsibility for 1. 质量负责条件和期限按正常运行12个月止执行。 1. Quality responsible conditions and time limits shall not be valid until the product has been functioning properly for 12 months 2. 出卖人对标的物的质量负责，产品均附质检报告单，质量保证书。如果出卖人知道或 者应当知道所处卖产品存在质量缺陷，所承担的质量保证期限不受前款质量负责期限的约束，应依法承担相应责任。 2. Sellers shall be responsible for the quality of the marks.The products should include the Quality Inspection Report and Quality Guarantee.If the sellers know or should know the products they sell with defects in quality,the quality assurance time limits should not be subject to the previous quality responsibility deadline and they should be held due responsibility for it. 第四条包装标准：标准包装，产品所需包装由出卖人合理包装，适合水运和长途内陆运输，防潮，防湿，防锈，防震。 Item 4 Packaging standard: Standard packaging, the sellers should package the products properly, it should be suitable for shipment and long distance inland transportation. The packaging of the products should be resistant of dampness, moisture, rust and shock. 第五条随机的必备品、配件、技术资料、工具数量及供应方法：随设备交货一起交齐。 Item 5 The accompanied necessary materia l, accessories, technical information ,quantity of
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翻译的归化与异化 作者：熊启煦 作者单位：西南民族大学,四川,成都,610041 刊名： 西南民族大学学报（人文社科版） 英文刊名：JOURNAL OF SOUTHWEST UNIVERSITY FOR NATIONALITIES（HUMANITIES AND SOCIAL SCIENCE） 年，卷(期)：2005,26(8) 被引用次数：14次 参考文献(3条) 1.鲁迅且介亭杂文二集·题未定草 2.刘英凯归化--翻译的歧路 3.钱钟书林纾的翻译 引证文献(15条) 1.郭锋一小议英语翻译当中的信达雅[期刊论文]-青春岁月 2011(4) 2.许丽红论汉英语言中的文化差异与翻译策略[期刊论文]-考试周刊 2010(7) 3.王笑东浅谈汉英语言中的差异与翻译方法[期刊论文]-中国校外教育（理论） 2010(6) 4.王宁中西语言中的文化差异与翻译[期刊论文]-中国科技纵横 2010(12) 5.鲍勤.陈利平英语隐喻类型及翻译策略[期刊论文]-云南农业大学学报(社会科学版) 2010(2) 6.罗琴.宋海林浅谈汉英语言中的文化差异及翻译策略[期刊论文]-内江师范学院学报 2010(z2) 7.白蓝跨文化视野下文学作品的英译策略[期刊论文]-湖南社会科学 2009(5) 8.王梦颖探析汉英语言中的文化差异与翻译策略[期刊论文]-中国校外教育（理论） 2009(8) 9.常晖英汉成语跨文化翻译策略[期刊论文]-河北理工大学学报（社会科学版） 2009(1) 10.常晖对翻译文化建构的几点思考[期刊论文]-牡丹江师范学院学报（哲学社会科学版） 2009(4) 11.常晖认知——功能视角下隐喻的汉译策略[期刊论文]-外语与外语教学 2008(11) 12.赵勇刚汉英语言中的文化差异与翻译策略[期刊论文]-时代文学 2008(6) 13.常晖.胡渝镛从文化角度看文学作品的翻译[期刊论文]-重庆工学院学报(社会科学版) 2008(7) 14.曾凤英从文化认知的视角谈英语隐喻的翻译[期刊论文]-各界 2007(6) 15.罗琴.宋海林浅谈汉英语言中的文化差异及翻译策略[期刊论文]-内江师范学院学报 2010(z2) 本文链接：https://www.doczj.com/doc/0613764690.html,/Periodical_xnmzxyxb-zxshkxb200508090.aspx
房屋租赁合同LEASE CONTRACT-中英文对照 发布时间：2010-12-19 11:18:55 http: 本合同双方当事人 出租方（甲方）： 承租方（乙方）： 根据国家有关法律、法规和本市有关规定，甲、乙双方在平等自愿的基础上，经友好协商一致，就甲方将其合法拥有的房屋出租给乙方使用，乙方承租使用甲方房屋事宜，订立本合同。 一、建物地址 甲方将其所有的位于上海市区的房屋及其附属设施在良好状态下出租给乙方使用。 LEASE CONTRACT Lessor （hereinafter referred to as Party A）： Lessee （hereinafter referred to as Party B）： Party A and B have reached an agreement through friendly consultation to conclude thefollowing contract. 1.Location of the premises Party A will lease to Party B the premises and attached facilities owned by itself which is located at and in good condition for .
二、房屋面积 出租房屋的登记面积为平方米（建筑面积）。 三、租赁期限 租赁期限自____年__月__日起至____年__月__日止，为期年，甲方应于年月日将房屋腾空并交付乙方使用。 2.Size of the premises The registered size of the leased premises is __squaremeters （Gross size）。 3.Lease term The lease termwill be from（month）（day）（year） to_（month）___（day）___（year）。Party A will clear the premises and provide it to Party B for use before ___（month） ___（day）___（year）。 四、租金 1.数额： 双方商定租金为每月___元整（含管理费）。乙方以___形式支付给甲方. 2.租金按___月为壹期支付；第一期租金于___年___月___日以前付清；以后每期租金于每月的___日以前缴纳，先付后住（若乙方以汇款形式支付租金，则以汇出日为支付日，汇费由汇出方承担）；甲方收到租金后予书面签收。 3.如乙方逾期支付租金超过七天，则每天以月租金的 0.3％支付滞纳金；如乙方逾期支付租金超过十天，则视为乙方自动退租，构成违约，甲方有权收回房屋，并追究乙方违约责任。 4.Rental