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1、China High-Speed RailwayAs the economic grow, intercity travel demand has increased dramatically in the Greater China Area. Traditional railways can hardly satisfy the passenger and freight travel demand, high speed rail is hence proposed and constructed after 1990s. This study aims to integrate cur
2、rent development of both rail-based and Maglev high speed trains in this area. From 1997, Taiwan kicked-off its high speed rail construction by importing the technology of Japanese Shinkansen. The Taiwan High Speed Rail is a 15-billion US dollars project. To save the cost of construction and managem
3、ent, the BOT model was applied. Though not totally satisfied, this project is still successful and ready to operate in the 4th quarter of 2007. China is preparing its high speed rail services by upgrading current networks. The capacity and operating speed are all increased after 5-times system upgra
4、de. The 6th upgrade will be initiated in 2006. By then, trains will run at a speed of 200km/h in a total distance of 1,400km in 7 different routes. From the white paper published by the Ministry of Railway in China, there will be totally 8 rail-based High Speed Train services. Four of them are North
5、-South bound, and four of them are East-West bound. 5 of the 8 High Speed Rails are now under construction, the first line will be finished in 2009, and the 2nd one will be in 2010. By 2020, there will be totally 12,000 kilometers high speed rail services in China. The 250 billion US dollars constru
6、ction cost still leaves some uncertainties for all these projects. Finally, the future of the Maglev system in China is not so bright as rail-based. Shanghai airport line could be the first, also the last Maglev project in China if the approved Shanghai-Hangzhou line cannot raise enough 4.4 billion
7、dollars to build it.Steel rail composition Steel rail is composed of iron, carbon, manganese, and silicon, and contains impurities such as phosphorous, sulphur, gases, and slag. The proportions of these substances may be altered to achieve different properties, such as increased resistance to wear o
8、n curves. The standard configuration for North American rail resembles an upside down T. The three parts of T-rail are called the base, web, and head. The flat base enabled such rail to be spiked directly to wooden crossties; later, rail was placed on the now-standard steel tie plate. While the prop
9、ortions and precise shape of rail are subject to constant analysis and refinement, the basic T-section has been standard since the mid-19th century. Weight The most common way of describing rail is in terms of its weight per linear yard (the historic British unit of length), which is a function of i
10、ts cross section. In the late 19th century, rail was produced in a range of sections weighing between 40 and 80 lbs. per yard. Weights increased over time, so that rail rolled today weighs between 112 and 145 lbs. (The Pennsylvania Railroads 155-lb. section, used for a time after World War II, was t
11、he heaviest used in the U.S.) Jointed rail segments The length of standard rails has historically been related to the length of the cars used to transport them. From an early range of 15-20 feet, rail length increased with car size until a standard of 39 feet (easily accommodated by the once-common
12、40-foot car) was reached. Even with the advent of todays longer cars, 39 feet has remained the standard for rail owing to limitations in steel mills and ease of handling. The joints in rail its weakest points can make for a rough ride, and are expensive to maintain. Individual rails are joined with
13、steel pieces called joint (or angle) bars, which are held in place by four or six bolts. Today, the six-bolt type, once reserved for heavy-duty applications, is standard. The bolts in a joint bar are faced alternately outward and inward to guard against the remote possibility that a derailed cars wh
14、eel would shear them all off, causing the rails to part. Transition between rails of two different weights is achieved with special angle bars. In territory where the rails serve as conductors for signal systems, bond wires must be used at the joints to maintain the circuit. Welded rail The troubles
15、ome nature of rail joints prompted the most easily recognized advance in rail technology: the adoption of continuous welded rail (CWR).From its early use on a handful of roads in the 1940s, welded rail has come to be preferred for almost all applications. It is produced by welding standard 39-foot (
16、or newer 78-foot) segments together into quarter-mile lengths at dedicated plants. The rails are transported to where theyre needed in special trains, which are pulled slowly out from under the rail when it is to be unloaded. When in place, CWR is often field-welded into even greater lengths. Much j
17、ointed track survives because of the long lifespan of even moderately used rail, and because the specialized equipment needed for CWR installation is not economical for short distances. Managing the expansion and contraction that comes with temperature change is important with CWR. To avoid expandin
18、g and potential buckling when in service, welded rail is laid when temperatures are high (or is artificially heated). Rail anchors clipped on at the ties keep the rail from getting shorter as it contracts with falling temperatures. Thus constrained, it shrinks in cross section (height and width), bu
19、t not in length. Because its in tension, welded rail is treated with care during trackwork in cold weather. Maintaining and reusing rail Under heavy traffic, rails get worn down, although their life can be extended by grinding the head back to the proper contour. Rail no longer suited for main-line
20、use may still have some light-duty life in it and is often relaid on branches, spurs, or in yards. Main-track reduction projects are also sources of such relay rail. When rail wear is uneven at a given location (such as a curve), rail may be transposed from one side to another to get maximum use out
21、 of it.中国高速铁路 随着经济的增长，城市间的旅行需要在中国地区飞速增长。传统铁路已经很难满足旅客的货运的需求，因此自1990年起高速铁路被提上议程并着重建设。这个研究的目得是在于这个区域内的基本线路和高速磁悬浮列车得到发展 自1997年起，台湾通过引进日本新干线技术开始进行它的高速铁路建设，台湾的高速铁路是一项耗资150亿美元的工程，为了节省建设和管理的开支，他们采用了BOT的经营模式，尽管并不是完全的满意，但是这项工程还是很成功的，并且预计在2006年底实行运转，中国正在通过提升现在的网络系统为自己的高速铁路服务而做准备，在第五次系统提升之后，铁路的接纳能力和运转速度都得到了增长。第
22、六次大提速将于2007年进行，到那时火车将在7条不同的铁路线路上，全程1400公里，以每小时200公里的速度运行。中国铁道部发布的官方报告上声称将共有八条基本铁路为你服务。其中有四条是南北纵向的，另外四条是东西横向，八条高速铁路中五条现在正在建设中，第一条将于2009年竣工，第二条将于2010年。到2020年，中国高速铁路线将长12000公里，不过2500亿美元的建设经费将会使所有这些项目都成为不确定工程，最终，将来的磁悬浮的系统在中国带来的前景不差于一般的基本线路。上海的航线将成为第一项也是中国磁悬浮工程的最后一项，如果在中国批准建设上海到广州的航线不超过44亿美元。也许再没有哪一部分像轨道
23、一样重要。轨道与车辆轮缘一起作用，使铁路运输体系与普通道路完全不同。虽然，现在钢轨是很普及的，但是在19世纪时，铁轨甚至木枕都是广泛使用的。很多早期的铁路是用薄铁条或铁皮条约束在木轨上给车轮提供一个光滑的跑道面。钢轨的组成钢轨是由铁、碳锰、硅，包括杂质如磷、硫、气体和炉渣组成的。这些物质含量的变化，可起到不同的作用，如增加曲线轨道的耐磨性。北美国钢轨的标志结构类似一倒T型。T型轨的三要素是轨底、腹板和轨头。平底的钢轨能被直接地固定到木枕上；然后钢轨被放置到已设好的钢垫板上。19世纪中期以来，当钢轨的大小和标准的成型后接受长期的分析和精致时，基本的T型截面以成标准。重量最常见的描述钢轨的方法是用
24、每码长的重量表示，它是钢轨横断面大小的函数。19世纪后期，钢轨被做成重量从40IBS每码到80IBS每码变化的一系列截面，重量的增加超过时间的变化，因此，目前钢轨以扎制成155-IB的截面，在第二次世界大战后的某个时间开始使用，是在美国用过的最重的钢轨。一般地，给定线路的运输吨位越大或速度越快，采用的钢轨就越重。由于轨道维修费用较高，越重的轨道寿命越长，从而越受欢迎，即使在载重轻运输慢的城市交通系统。重型钢轨常被用于道路交叉处，铁路转辄器及与其他线路的平交道口处。钢轨的连接在历史上，标准轨的长度是与运送它们的车辆长度有关系的。早期是从15英尺到20英尺变化的，钢轨的长度随车辆大小的增加直到39
25、英尺的规格（可被过去常用的40英尺长的车辆容易的容纳）尽管现在有更长的车辆，但由于钢轨扎制机的限制和搬运的方便，钢轨的标准长度仍保持未39英尺。接头是钢轨的最薄弱点，会使行车不平稳，且维修费用高。个体的钢轨用叫做夹板的钢板连接，用4-6个螺栓夹在原位。现在，以过去只用于重型轨的六螺栓式接头为标准形式。接头螺栓是交替向内和向外布置的，以防止车辆车轮对钢轨的长期磨损后可能产生出轨，从而使钢轨接头分离。两种不同型号的钢轨的连接是用特殊接头来实现的。用于信号服务的轨道，必须在接头处设有电线来形成闭和的电路。钢轨的焊接令人头痛的钢轨的连接问题激起显而易见的轨道模式的发展：无缝线路的采用。从20世纪40年
26、代，最早在少数线路使用以来，在所有的应用范围内，无缝线路受到了欢迎。它是在工厂将39英尺（或新的78英尺）长的标准轨焊接成四分之一英里的长钢轨。钢轨用特定的火车运送到需要地，当要卸下时，火车慢慢地从钢轨下开走。当就位以后，无缝线路通常是就地焊接成更长的轨道。许多接头轨道仍然保留是因为使用适度长的钢轨其寿命长，由于铺设无缝线路对设备特殊要求，使其短距离铺设是不经济的。对无缝线路由于湿度变化引起的膨胀和收缩的处理是很重要的。为了避免在使用中的钢轨的膨胀和自身的变形。无缝轨应在高温时（或人为加热后）铺设，钢轨用锚栓夹在轨枕上防止钢轨在温度降低时收缩而变短。这样约束后，钢轨仅在横向收缩。由于受拉，无缝
27、轨在寒冷天气使用时应小心对接。钢轨的养护和再使用在重交通作用下，钢轨会变坏，尽管它们的寿命可以通过磨其头部回到合适的轮廓而持续。钢轨不仅使用于主线，仍有一些轻型的部位，常被用在道岔，尖端或车站。主要轨道的缩短工程是这些重新铺设的轨道的来源。当钢轨磨损不再在先前的位置（如一条曲线），钢轨将被从一边换到另一侧来实现最大限度的使用。 _)O谢谢！A large group of tea merchants on camels and horses from Northwest Chinas Shaanxi province pass through a stop on the ancient Sil
28、k Road, Gansus Zhangye city during their journey to Kazakhstan, May 5, 2015. The caravan, consisting of more than 100 camels, three horse-drawn carriages and four support vehicles, started the trip from Jingyang county in Shaanxi on Sept 19, 2014. It will pass through Gansu province and Xinjiang Uyg
29、ur autonomous region, and finally arrive in Almaty, formerly known as Alma-Ata, the largest city in Kazakhstan, and Dungan in Zhambyl province. The trip will cover about 15,000 kilometers and take the caravan more than one year to complete. The caravan is expected to return to Jingyang in March 2016
30、. Then they will come back, carrying specialty products from Kazakhstan A small art troupe founded six decades ago has grown into a household name in the Inner Mongolia autonomous region. In the 1950s, Ulan Muqir Art Troupe was created by nine young musicians, who toured remote villages on horses an
31、d performed traditional Mongolian music and dances for nomadic families. The 54-year-old was born in Tongliao, in eastern Inner Mongolia and joined the troupe in 1975.He says there are 74 branch troupes across Inner Mongolia and actors give around 100 shows every year to local nomadic people. I can
32、still recall the days when I toured with the troupe in the early 80s. We sat on the back of pickup trucks for hours. The sky was blue, and we couldnt help but sing the folk songs, Nasun says. The vastness of Inner Mongolia and the lack of entertainment options for people living there, made their liv
33、es lonely. The nomadic people were very excited about our visits, Nasun recalls. We didnt have a formal stage. The audience just sat on the grass. Usually, the performances became a big party with local people joining in. For him, the rewarding part about touring isnt just about sharing art with nom
34、adic families but also about gaining inspiration for the music and dance. Ulan Muqir literally translates as red burgeon, and todays performers of the troupe still tour the regions villages and entertain nomadic families, but their fame has spread around the world. On May 16 and 17, nearly 100 singe
35、rs and dancers from the troupe performed at Beijings Poly Theater. Their show, titled Ulan Muqir on the Grassland, depicted the history and development of the art troupe. Being from the region allowed me to embrace the culture of Inner Mongolia and being a member of the troupe showed me where I belo
36、nged, Nasun, the art troupes president, who is also a renowned tenor, tells China Daily. During a tour in 1985, he went to a village and met an elderly local man, who told him a story about his friendship with a solider from Shenyang, capital of Northeast Chinas Liaoning province, decades ago. The s
37、olider gave the old man a handmade saddle when they bid farewell. The story inspired Nasun to write Carved Saddle, a song that later became one of his most popular numbers. Now, every year, Nasun recruits young singers and dancers for the troupe. The troupe has also designed a new repertoire, which
38、is mostly based on the daily lives of Mongolian people, especially the lives of nomadic families, and has combined contemporary musical elements with folk songs of the region. Haimu, a 25-year-old khoomei (a local variant of overtone singing) singer, joined the troupe three years ago. Along with a s
39、ix-member band, he performs fast songs and soft ones that he writesall while playing the horse-head fiddle.Although I learned the piano since childhood and grew up listening to various kinds of music, to me, the folk music of Inner Mongolia is the root, he says. Performing in remote villages is plea
40、sant. I feel at home on the boundless grasslands, and the warm people there make me feel fulfilled. The first round of spring auction season in Beijing ended last week, but it failed to create much spring in the art market. Although two pieces of Chinese painting fetched more than 100 million yuan,
41、the decline in trading volume and sale rate showed a downturn this year. In the “Grand View: Chinese Painting Highlight” session at China Guardian 2015 spring auctions, Pan Tianshous representative work Eagle, Rock and Flora hit a record auction price of 279 million yuan, while Li Kerans masterwork
42、Jinggang Mountain fetched 126.5 million yuan, an unexpected high in recent years. However, the trading volume fells to 1.87 billion yuan from 2.22 billion yuan in the same period the year before. The Huangchen 2015 Spring Auctions, which recorded 42.5 million yuan in total sales, experienced the sam
43、e. The section number went down to 5 from 12 compared to last year. According to expert Shao Jianwu, the art market did not attract much excitement this year due to the booming stock market and the persistent problems of forgery and fake deals. The two pieces of Chinese painting notched up high pric
44、e this spring due to their own value not due to a revival in the market. The successful transaction of two works with a hammer price of more than 100 million yuan once again confirms that valuable and rare works of high quality always earn the long-lasting high price. Chinese painting and calligraph
45、y is still the pillar of the market. However, the overall sales rate has dropped slightly, which reflects the demand for the ordinary auction goods has weakened,” said the president of China Guardians Hu Yanyan. Besides, the entry of new buyers also makes certain changes to the direction of purchasi
46、ng. In a word, the overall market trend is very unpredictable. Although China Guardian 2015 Spring Auctions has achieved remarkable results, it does not mean that the market has walked out of the predicament. We still have to wait for the big economic boom to invigorate the art market.” Even so, the
47、 hot pursuit of some special items appeared this spring. A special session of China Guardian Spring Auctions titled “Fine GiltBronze Buddhist Images” achieved a great deal with total sales volume of 41.89 million yuan and 92 percent sale rate. The 5th Shamar Rinpoche Statue from 16-17th century of T
48、ibet was sold for 5.06 million yuan. The Beijing Chengxuan Auctions featured almost 2,800 items of coins and stamps in three sessions with good sale rate. The Huachen Auctions also set a special session of photographs under the condition of large-scale decline of auction sessions. There was a palpab
49、le dull thud of disappointment that accompanied the return of the imperial entourage of Zhen Huan to her homeland. It followed a couple years of hushed excitement as Chinese fans were fed tidbits about their proud concubine who was supposed to conquer the high ground of the North American market. Zhen Huan is, of course, the title character of The Legend of Zhen Huan, a 2011 television s
