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Wenzhou train collisionOn 23 July 2011, two high-speed trains travelling on the Yongtaiwen railway line collided on a viaduct in the suburbs of Wenzhou,Zhejiang province,China. The two trains derailed each other, and four cars fell off the viaduct. 40 people were killed, at least 192 were injured, 12 of which were severe injuries. Officials responded to the accident by hastily concluding rescue operations and ordering the burial of the derailed cars. These actions elicited strong criticism from Chinese media and online communities. In response, the government issued directives to restrict media coverage, which was met with limited compliance, even on state-owned networks.The collision was the first fatal crash involving high-speed rail(HSR) in China, and is the third-deadliest HSR accident in history, after the 1998Eschede train disaster in Germany and 2013Santiago de Compostela rail disaster in Spain. High speed was not a factor in the accident, however, since neither train was moving faster than 99km/h (62mph), a moderate speed for a passenger train.The accident, the first of its kind, had a profound impact on the development of high-speed rail in China. Public confidence in high-speed rail eroded, leading to lower ridership. Construction of high-speed rail lines in China was temporarily suspended as the accident was under investigation. Speeds on other major high-speed rail lines in China were reduced. China's reputation in high-speed railway technology was scrutinized internationally.In response to the accident,Railways minister Sheng Guangzu announced a comprehensive two-month railway safety review. The official investigation completed in December 2011 blamed faulty signal systems which failed to warn the second train of the stationary first train on the same track, as well as a series of management failures on the part of railway officials in carrying out due procedure.On 23 July, at roughly 20:00CST,CRH train D3115(CRH1-046B), carrying 1,072 people and travelling from Hangzhou to Fuzhou South came to a halt over a viaduct near the Ou River. Shortly after,CRH train D301(CRH2-139E), carrying 558 people and running from Beijing South to Fuzhou, crashed into the rear-end of the stationary D3115.The cause of the crash was initially said to be a lightning storm occurring 20 miles (32km) south and 60 miles (97km) west of the viaduct. Lightning reportedly struck the first train, which caused it to stop on the tracks. However, five days after the incident, the Beijing National Railway Research & Design Institute of Signals and Communications Co. Ltd., a railway research institute, claimed responsibility, stating in a report that a signal on the track failed to turn red, and staff failed to notice the error.A much more detailed description of what happened in the accident, correcting earlier accounts, was published in the December 2011 report of the official investigation.The first train D3115 was stopped not by losing power as a result of the lightning strike, but was stopped by the signal system, the Automatic Train Protection(ATP). The lightning had struck a trackside LKD2-T1 signal assembly, burning out its fuses, and violating the rule that it should be 'fail-safe'. This had caused an incorrect indication in the control center that the track section containing train D3115 was unoccupied (the so-called 'green signal'). The driver He Li of train D3115 worked to override the ATP and, after more than seven minutes of waiting, at 8.29 p.m. he got the train moving again, overriding the ATP. As train D3115 entered the next section of track, where the track circuits that indicate the presence of the train were working correctly, the control center now saw that the track section was occupied.But driver Pan Yiheng of the following train D301had already been given instructions to proceed onto the section of track where D3115 had been stopped, when the control center had a false indication that the track was unoccupied. Despite a message from the control center that D301 should proceed with caution, less than half a minute later train D301 running at 99km/h (62mph) collided with train D3115.The fifteenth and sixteenth coaches at the rear of D3115 and the front four coaches of D301 were derailed — four coaches fell off the viaduct. Three carriages came to rest horizontally on the ground below while the fourth came to rest vertically, one end on the ground and one end leaning against the viaduct.The medical teams responding to the accident consisted of staff from Zhejiang No. 1 Hospital, Zhejiang No. 2 Hospital, Zhejiang Provincial People's Hospital and Taizhou Hospital.[17]The evening of the event, 500Wenzhou residents gave blood in response to early radio appeals by the local blood bank.A survivor, Liu Hongtaohe, recalled that "the train suddenly shook violently, casting luggage all around. Passengers cried for help but no crew responded" in an interview with China Central Television.[22]CCTV reported on 25 July that the Railways Ministry had declared that 39 people were killed and 192 injured.[7]Two-year-old Xiang Weiyi was the last person rescued, 21hours after the train crash.[23]Her parents had been killed in the crash.Soon after the accident, the damaged railway carriages were seen being broken apart by backhoes and buried nearby.[24]Chinese regulatory bodies gave as the preliminary cause a lighting strike on one of the line’s overhead power lines.The U.S. Embassy in Beijing said on 25 July that two U.S. citizens were among the dead.The Italian consulate of Shanghai said that an Italian citizen was among the dead:Assunta Liguori, a 22-year-old student of the Università degli studi di Napoli L'Orientale. Liguori was travelling with Giovanni Pan, a 23-year-old student from L'Orientale, of Chinese origin.On 28 December 2011 the official accident investigation report presented to the State Council was released to the public.According to this report, the accident occurred due to severe defects in the design of control center equipment, lax equipment inspection and failure to adequately respond to equipment malfunction caused by lightning. The report names 54 officials as bearing responsibility for the accident and the botched rescue effort. The most senior official implicated in the report is former minister Liu Zhijun, who had been detained on corruption charges before the accident, but nonetheless is accused of improperly raising the operating speed of the Ningbo-Taizhou-Wenzhou Railway and compressing the construction schedule of the railway, which resulted in curtailed safety inspection of the line. He is also blamed for failing to assign proper duties to a newly created office within the MOR to oversee passenger-dedicated high-speed railway lines, failing to resolve bureaucratic overlap in the oversight of HSR safety within the Ministry that weakened regulatory oversight, and failing to direct subordinates to institute proper review and inspection procedures for newly developed signaling equipment, which led the defective LKD2-T1 signal equipment to be put into operation. Other senior MOR officials cited include deputy minister Lu Dongfu, MOR chief engineer He Huawu and former MOR deputy chief engineer Zhang Shuguang.The report also assigns fault to executives and engineers of the China Railway Signal & Communications Corp., which designed, produced and installed the defective equipment, executives of the Jingfu Railway(Anhui) Corporation, which permitted the faulty equipment to be installed improperly in breach of the contractual terms.Numerous officials of the ShanghaiRailway Bureau, which operates the line, are also singled out for blame including former bureau chief Long Jing, who was fired shortly after the accident, as well as deputy bureau chief, Wang Feng, who ordered that wrecked train carriages be buried in pits dug on-site.The chief and deputy chief of Wenzhou South Station are faulted for inadequate oversight of employees. Among the most junior persons cited is Zang Kai, a worker at Wenzhou South Station who discovered signal failure on the D3212 Train but, in breach of protocol, failed to file a log report of the malfunction and did not communicate with the D301 Train.。
- 53 -校园英语 / 职业教育铁路高职院校英语项目教学的设计——以铁路客运英语为例西安铁路职业技术学院/曹青一、高职英语项目化教学的背景高职教育是以培养生产、服务、管理等方面的应用型人才为目标，坚持实用为主、够用为度的方向。
英语作为一门重要的高职院校必修课，长期被认为是一项孤立的公共基础课程，所教内容与实际岗位需要有一定差距。
高职英语教学改革势在必行，而项目化教学则是高职公共英语课程教学改革的发展方向。
项目教学法是指师生通过共同实施一个完整的工作而进行的教学活动，强调“能力为本位。
学生为主体”，把一个相对独立的项目，完全交给学生自己处理，信息的收集、方案的设置、项目的实施与最终评价，都由学生自己负责。
学生参与到项目的每一个步骤当中，掌握及了解每个环节的具体要求。
二、高职英语项目化教学的实施 1.确定项目。
项目教学法成功与否在于是否能确定实用、优秀的项目。
在项目内容设计方面，教师需要考虑项目是否有研究型，教育性，可把控性。
同时项目还必须与课堂目标相结合，使语言学习与现实生活相结合。
2.制定计划。
教学计划的制定目标要明确，符合教学实际。
这是项目化教学完成教学要求和完成单元教学任务的关键。
把一个班的学生分成若干小组，要求每个小组组员都要明确自己在小组内承担的任务。
3.项目实施。
根据计划，各小组成员开始执行自己的任务，在网上或者图书馆获取资料，对所做项目进行设计，在此期间不断提出问题，再通过小组讨论、查阅资料、请教老师等途径进行解决。
4.展示成果。
展示项目成果应该采取多样化的形式，学生可以采用表演、报告、多媒体展示、视频播放、实物展览等方式，向其他人展示自己的成果。
5.评价。
在成果展示完后，教师应及时对项目做出评价。
评价机制应涉及到项目的每一个环节，并指出学生的不足，进一步努力的方向。
三、项目教学在铁路客运英语中的应用铁路客运英语的性质为专业英语课，是培养学生从事铁路服务工作的实用英语技能的课程。
突出听说训练，并体现了铁路专业的工作流程。
铁路客运英语教案铁路客运英语教案篇一：铁路客运英语AA.How manyB. How oldC. HowD. Who( ) 7. I must_________ school.A. to goB. goC. to go to.D. go to() 8. Please give the book _________ Mr White A. for B. in C. toD.with() 9. Let _________ play games with you. A. weB. us C. our D. ours ( ) 10. I can't _________ my pen.A.to findB. findC. look atD. look like四翻译下列句子（10*4=40） 1. Welcome to China ! 2. Wish you a pleasant journey ! 3. I am a station attendant. 4. Sorry to have you waiting. 5. When does the train leave for Guangzhou ?A卷第3页共4页6. Please show me your ticket.7. Please don’t lean out of the window .8. 请不要向窗外扔东西。
9. 谢谢你的劝告。
10. 让我帮你拿行李吧。
A卷第4页共4页铁路客运英语教案篇二：铁路客运英语A卷2014---2015学年第二学期城轨专业《客运英语》课期末考试试卷A卷( orange.) 1. What's this in English? It's _______ orange. It's ______ big：级班：名姓：业专一找出划线部分发音不同的选项。
铁路客运英语教案全部教案标题：铁路客运英语教案教案目标：1. 学习和掌握与铁路客运相关的英语词汇和短语。
2. 提高学生在铁路客运场景中的听、说、读、写能力。
3. 培养学生的团队合作和沟通能力。
教案步骤：引入活动：1. 利用图片或视频展示铁路客运场景，引发学生对该主题的兴趣。
2. 提问学生是否曾经乘坐过火车，以及他们对铁路客运的了解程度。
词汇和短语学习：1. 教授与铁路客运相关的常用词汇和短语，如ticket（车票）、platform（站台）、departure（出发）、arrival（到达）等。
2. 通过图片、示范和角色扮演等方式，帮助学生理解和记忆这些词汇和短语。
听力训练：1. 播放一段关于铁路客运的对话或公告，要求学生仔细听并回答相关问题。
2. 分组让学生进行听力练习，每组选择一段对话或公告进行模仿表演，并互相评价。
口语练习：1. 分组进行角色扮演练习，模拟乘坐火车的场景，学生扮演乘客和售票员等角色，进行对话练习。
2. 老师引导学生进行实际情景对话，如询问车次、座位号等。
阅读理解：1. 分发一篇关于铁路客运的文章，要求学生阅读并回答相关问题。
2. 分组进行小组讨论，学生分享自己的阅读理解和观点。
写作练习：1. 要求学生写一篇关于铁路客运的短文，包括自己的乘车经历、感受和建议等。
2. 学生互相交换短文，进行修改和反馈。
团队合作活动：1. 将学生分成小组，要求每个小组设计一个铁路客运场景的角色扮演活动。
2. 每个小组进行表演，并互相评价其他小组的表演。
总结和评价：1. 老师对学生的表现进行总结和评价，给予肯定和建议。
2. 学生也可以对自己的学习情况进行自我评价，并提出改进的建议。
扩展活动：1. 邀请一位铁路工作人员来学校进行讲座，介绍铁路客运的相关知识。
2. 安排学生参观当地的火车站，亲身体验铁路客运的过程。
教案评估：1. 观察学生在词汇和短语学习、听力训练、口语练习、阅读理解和写作练习等环节的表现。
