3613英文文献翻译
外文文献翻译模板
外文文献翻译模板广东工业大学华立学院本科毕业设计（论文）外文参考文献译文及原文系部管理学部专业人力资源管理年级 2008级班级名称 08人力资源管理1班学号 150********学生姓名王凯琪指导教师2012年 5 月目录1 外文文献译文 (1)2 外文文献原文 (9)德国企业中老化的劳动力和人力资源管理的挑战本文的主要目的就是提供一个强加于德国公司的人力资源管理政策上的人口变化主要挑战的概况。
尽管更多方面的业务受到人口改变的影响，例如消费的改变或储蓄和投资，还有资金的花费，我们把注意力集中劳动力老龄化促使人事政策的变化上。
涉及广泛的人力资源管理政策，以有关进行创新和技术变化的招募问题为开端。
1 老化的劳动力及人力资源管理由于人口的变化，公司劳动力的平均年龄在未来将会更年长。
因此，劳动力高于50的年龄结构占主导地位的集团不再是一个例外，并将成为一个制度。
在此背景下，年长的工人的实际份额，以及最优份额，部分是由企业特征的差异加上外在因素决定的。
2 一般的挑战尽管增加公众对未来人口转型带来的各种挑战的意识，公司对于由一个老化劳动力引起的问题的意识仍然是相当低的。
事实上，只有25%的公司预计人口统计的变化在长远发展看来将会导致严重的问题。
然而，现在越来越多关于老化劳动力呈现的挑战和潜在的解决方案的文献。
布施提出了一种分析老员工一般能力的研究文集，并给出有关于年长工人的人力资源政策的实例。
目前，华希特和萨里提出一篇关于研究公司对于提前退休的态度和延长工作生涯的态度的论文。
在这些研究中，老员工的能力通常被认为是不同的，并不逊色，同时指出一个最优的劳动力取决于不同的公司的特殊要求。
一般来说，然而由于越来越缺少合格的员工，人口统计的变化将使得在各种人事政策方面上的压力逐渐增加。
特别是，没有内部人力资源部门的中小型企业，因此缺乏足够的特殊的基础设施，则面临着严峻的挑战。
与他们正常的大约两到五年的计划水平相反，他们将越来越多地要处理长期的个人问题和计划。
英文文献和中文翻译
Enzyme Activity DeterminationAssay the activity of alanine aminotransferase (ALT) in serum(Mohun’s Method)* Enzyme activity is the ability of an enzyme to catalyze a specific reaction and a measure of quantity of enzyme present .* Reaction rate can be measured as disappearance of reactant or accumulation of product per unit time under some condition such as identified reactant and product,reaction time and temperature.A unit of enzyme activity is the amount of enzyme activity which will catalyze thetransformation of 1 micromole of the substrate per minute under standard conditions. The unit has the symbol “U”.The plasma concentration of most enzymes remains fairly constant in the case of a normal individual. It will be altered if there is:a) Change of synthesis of enzymes within the cell;b) Cellular damage;c) Change in the size of enzymes forming tissue ;d) An alteration in the rate of inactivation and disposal of enzymes;e) An obstruction to a normal pathway of enzyme excretion.The serum nonfunctional enzyme determinations are particularly helpful in clinical medicine, it may be useful to:a) Assess the severity of the organ damage;b) Differentiate a particular type of disease;c) Follow the trend of the disease;d) Determine post-operative risk.Normally the serum transaminase levels are low but after extensive tissue destruction these enzymes are liberated into the serum.Liver tissue is rich in Aspartate Transferase (AST) and alanine aminotransferase (ALT), but contains more of ALT than of AST. Therefore measurement of the serum levels (activity) of ALT is to ascertain the potential for liver cell damage.Principle:The quantitative of serum ALT reflect the damage of liver cell. Activities of serum ALT were determined colorimetrically according to Mohun (1957).ALT can catalyze the transamination: ALTL-Alanine+α-ketoglutarate↔Pyruvate+ Glutamic acidThen, 2,4-dinitro-phenylhydrazine is added for stopping the reaction and marron compounds are formed which response to a-ketoacid. The absorbance at 520nm of the product formed from pyruvate is bigger than that from a-ketoglutarate. So we can detect the activity of ALT by spectrophotometry.In this experiment, one Unit of ALT activity in serum is defined as the amount of enzyme needed to produce 2.5μg of pyruvate per ml serum after it is incubated with the substrate at 37o C, pH 7.4 for 30 min.Procedure:Accurately pipette into 4 tubes respectivelyTest (1) Test Blank (2) Standard (3) Standard Blank (4)Substrate buffer 0.5 0 0.5 0.5Put the tubes into water bath at 37oC for 1 minSerum 0.1 0.1 0 0Pyruvate (200μg/ml)0 0 0.1 0Phosphate buffer 0 0 0 0.1Mix the tubes sufficiently, and put into water bath at 37oC for 30 min.2,4-dinitro-phenylhydrazine 0.5 0.5 0.5 0.5Substrate buffer 0 0.5 0 0Mix the tubes, and put into water bath at 37oC for 20 min0.4 mol/L NaOH 5.0 5.0 5.0 5.0Mix the tubes, after 20 min at room temperature, read A 520 within 30 min using distilled water adjusting A to zero.Calculation: ALT enzyme activity= (A1-A2)/(A3-A4)x 20/2.5x 1/0.1 ( Mohun’s Uni酶活性测定测定丙氨酸转氨酶的活性（ALT）血清（莫哈巴的方法）酶活性是一种去催化一个特定反应的能力和一种衡量酶存在量的方法。
英文文献常用表达
常用术语：1.approach 方法2.derivative n.导数 a.衍生的3.magnitude=importance 重要性4.outgrowth n.结果5.incident=minor accident 比accident危险等级低6.precision n.精度（文献中常见）7.ststistical fluctuation 统计的波动8.allision 一船撞其他设施；collision 两船互撞9.proportion=scope 范围10.zero-inflated 零-膨胀11.zero-alter 零-改变12.Poisson distribution/progresson 泊松分布、回归13.arbitrary distribution 任意分布14.nagative binominal model 负二项式模型15.GLM=generalized linear model 广义线性模型16.exponential family 与指数函数相关的17.homogenous characteristics 相似的特征18.data disaggregation 数据崩溃19.index explosion 指数爆炸20.distribution 分布normal distribution 正态分布；index distribution指数分布；the Possion distribution泊松分布；probability distribution 概率分布；empirical distribution 经验分布；lognormal distribution 对数分布；distribution coefficient 分配系数21.The approach consists of ….and is summar ized (\shown ) in Figure\ table….22.dockage 船坞使用费；wharfage 码头业务费；craneage吊车使用费；demurrage 滞期费；23.algorithm 算法；thinning algorithm 细化算法24.linear regression 线性回归；nonlinear regression 非线性回归25.the function can be expressed in the form….(公式表达如下：)Where …..（式中，…）26.To date the WSF has been exempt from STCW requirements and is in fullcompliance with all prevention regulations.exempt from(免除)；in full compliance with （完全符合）27.The Accident Event Chain. 事故链fault tree事件树；event tree 事故树28. ebb current 落潮流；flood current 涨潮流常用表达法：1.It appears that….2.Fig.1 illustrates………….3.Fig.1 depicts………..4.The paper concludes with……………5.………provided in fig.1 is…………..6.In this section, we describe…….7.As suggested in section 1……….e of the approach is not without its problems.9.Further evalua tion …..is warranted…10.This paper presents…..11.…..do not account for …….12.The findings show that………13.….has been conducted on……14.It is important to realize that….15.The intent of this research is………16.…there is still much work to be done17.To illustrate…... are used…..18.This paper presents….and describes….19.Supplementary to the above…20.As is shown in...21.In closing, it is briefly noted that…22.… which consists of the following (stages)…23.The principal aim of the…24.in the context of25.The ultimate goal of…is to…26.This paper is st ructured as follows…27.As already mentioned…28.It must also be noted that…29.In particular…30.…is applied to…31.…are discussed32.The purpose of…is…33.It would be worthy of…34.A more realistic现实的approach to…is to…35.…is based on…36.This component 组件consists of…37.In order to…38.C onsidering…39.…can be described by…40.It is worth noting that…41.We assume that…42.This section describes…43.It is required to…44.This study concentrates on…45.…is carried out…46.…are performed…47.Based on…48.To illustrate阐明how…we use…49.With respect to…50.The results of…lead to…51.The focus of this analysis is…52.These results show that…53.Additionally, …。
外文文献译文——参考范例
本科毕业设计（论文）外文参考文献译文及原文学院自动化学院专业电气工程及其自动化（电力系统自动化方向）年级班别2011级3班学号学生姓名指导教师2015年3月10日通过对磁场的分析改进超高压变电站扩展连接器的设计Joan Hernández-Guiteras a, Jordi-Roger Ribaa,⇑, LuísRomeralba UniversitatPolitècnica de Catalunya, Electrical Engineering Department, 08222 Terrassa, Spainb UniversitatPolitècnica de Catalunya, Electronic Engineering Department, 08222 Terrassa, Spain摘要：在世界上很多的国家，电力需求的增长比输电容量的发展更快。
由于环境的限制、社会的担忧以及经济上的投入，建设新的输电线路是一项严峻的挑战。
除此以外，输电网经常要承担接近额定容量的负载。
因此，提高输电系统的效率和可靠性受到了关注。
这项研究主要针对一个400KV，3000A，50Hz的超高压变电站扩展连接器，用于连接两个母线直径均为150mm的变电站。
该变电站连接器是一个四线制的铝导线，为母线之间的相互电能传输提供了路径。
前期的初步试验显示：电流在输电线路中的不平衡分布，主要是受到了距离的影响。
应用一个三维的有限元素法，可以改进设计，以及对改进前后两个版本的连接器的电磁性能和热性能进行评估比较。
这份报告中将提出：在实验室条件下的检验已经验证了仿真方法的准确性。
这也许将会是促进变电站连接器设计进程的一个很有价值的工具。
因此，将不仅仅提高其热性能，还将提高其可靠性。
关键词：变电站连接器、超高压、电力传输系统、有限单元法、数值模拟、临近效应、热学分析1.引入全球能源需求的频繁增长，连同分散的和可再生能源份额的增长促进超高压和特高压电力传输系统[1]的建设和研究。
五、英文参考文献及翻译
一定要找一篇与自己选题相关的英文原文，进行翻译，不要做以下错误的做法1.剽袭一些杂志（有中英文对照的）文章来充数2.不要用一篇中文论文，然后翻译成英文来充数3.不要用翻译软件做英译中，更不允许用翻译软件来做中译英The development of the Yangtze River container port systemAlbert Veenstra a,*, Theo Notteboom b,1a* Rotterdam School of Management, Erasmus University, PO Box 1738, 3000 DR Rotterdam, Netherlandsb ITMMA – University of Antwerp, Keizerstraat 64, 2000 Antwerp, Belgium article info:Keywords:Port regionalization Hinterland Inland terminal Shanghai YangtzeAbstract:This paper sheds an empirical light on port development patterns by discussing the structure and the development of the Yangtze River ports system. We argue that the Yangtze River system is going through a regionalization phase, mainly in relation to the port of Shanghai. This process started on the lower Yangtze but is now also moving upstream. The transition towards the port regionalization phase is typically a gradual and market-driven process that mirrors the increased focus of market players on logistics integration. This paper builds on the existing literature on port systems and adapts port development models to river ports. Furthermore, we employ some statistical techniques that are common to the analysis of port systems, and introduce some techniques that have not been used much by transport geographers in ports. This paper will address the dynamics in the Yangtze River ports system by analyzing the level of cargo concentration andthe degree of inequality in operations of the container ports. The paper also assesses observed differences in development of ports in different areas along the river (upstream/ downstream) and reflects on the role of ownership structures in shaping regional load centre networks.1.IntroductionThe Yangtze River plays an important role in the strategy to develop the central and western provinces of China. Previous research (see e.g. Veenstra et al., 2008; Notteboom, 2007; Rimmer and Comtois, 2009) has shown that there is a great potential for growth of especially Yangtze River container shipping. At present, however, the current system of container ports and shipping networks exhibits considerable overcapacity, since the growth of container flows seems to lag behind the growth of the (port) infrastructure and shipping capacity.This paper aims to investigate the structure and development of the container river port system along the Yangtze. Little is known about these ports, as compared to the Chinese seaports, that have been studied by various authors (see, for instance, Liu et al., 2006; Cullinane et al., 2005), and inland ports in other parts of China and the world, see Wang and Slack (2000) on the Pearl River Delta, Notteboom and Konings (2004) for river ports on the Rhine and Frémont et al. (2009) for river ports in France. Lammie (2008) contains much in terms of descriptive information on the Yangtze River Ports, but very little analysis has been presented to data.Some of the main questions that deserve answers concerning the Yangtze River ports are: what is the level of concentration in the Yangtze container port system, and what is the degree of inequality between the container river ports? Are there differences in development of ports in different areas along the river (upstream/downstream) and does the type of ownership play a role?The paper is organized as follows. We first introduce the most relevant characteristics of the port system along the Yangtze River. We then develop the analytical framework for an inland port system.Subsequently, we present the analysis of concentration (Section 4), cluster analysis (Section 5), and the investigation of the role of outside ownership (Section 6). We finish with ourconclusions.2. The Yangtze River2.1. Situation plan of the Yangtze River Fig. 1 shows the position of the Yangtze River in China.Fig. 1. Map of the Yangtze River.Source: _Solid Software Pty., Ltd. (permission to use this map was kindly granted by Solid Software Pty., Ltd., Australia).The total length of the Yangtze River is about 6300 km. About 2800 km of that is navigable for cargo vessels. This part of the river can be divided into three main reaches: the lower reach from Shanghai to Nanjing, the middle reach from Nanjing to Yichang (the container port that is nearest to the Three Gorges Dam) and the upper reach from Yichang to Yibin. The inland port city of Chongqing is located in the upper reach, and the city of Wuhan is located in the middle reach. Together with Nanjing and Shanghai, these four cities are the main cities along the Yangtze River. The river depth develops from 10.5 m in the delta area between Shanghai and Nanjing, around 5–6 m between Wuhu and Wuhan, about 4 m in the stretch between Fuling and Wuhan, to 2.5–3 m around Chongqing and less than 2 m beyond Lanjiatuo (which lies between Chongqing and Luzhou) (these are average winter figures, Changjiang Waterway Bureau, 2007). The water level between winter and summer can differ as much as 4 m on average, with muchlargerfluctuations around the average.2.2. Port overviewAn overview of the throughput of the main container ports along the Yangtze River is presented in Table 1. The river is characterized by a combination of large ports and very small ports. Some of the ports show substantial growth, while other river ports grow very little, or even decline somewhat. The latter are mostly small ports (e.g. Anqing Wulimiao) or ports that are being replaced by more modern facilities (e.g. Chongqing Jiulongpo, Nanjing International Container Terminal).From Table 1, it is clear that the bigger ports are all located in the lower reach. These ports facilitate the economic development that is still concentrated in the area around Shanghai, and these ports can receive coastal and deepsea vessels, which leads to much more traffic and growth opportunities than the upper and middle reach ports.Another observation that can be made is the concentration of relatively small ports in the middle reach: Chenglingji, Huangshi, Anqing, Tongling, Maanshan. Including Chizhou, four of these are in Anhui province, which is one of the poorer provinces of China. The weak position of Anhui on the international market (in sharp contrast to coastal provinces such as Zhejiang and Jiangsu) apparently reflects on the development of its container ports. Another reason is the apparent inability of the Anhui Provincial Government to control the development of port capacity and to concentrate on one large port (Wuhu).2 The reason that was given for this is that cities can apply directly to the national government for approval to develop a port. The provincial government has little influence in this process.Table 1 also contains information on the ownership of the ports/ terminals. In principle, from the mid-1980s, the ports were all owned by municipal authorities. Fairly quickly outside investors were attracted to ports in Wuhan (Wuhan Yangluo) in the 1980s and Changshu in 1994 (Lammie, 2008). Later many more ports and terminals attracted primarily Chinese investors, among them the Shanghai port operator SIPG (Shanghai International Port Group) and container shipping line COSCO. Ignoring the ports and terminals that are merely stock listed, in total 60%of the ports have outside ownership, representing 84% of total throughput. From this, one could infer outside investors seem to be attracted to the bigger terminals. This will be investigated in greater detail in a next section.It should be mentioned that throughput data on ports in China is notoriously unreliable. Reporting of throughput is not standardized, and some ports report throughput including empties, while other do not, and ports sometimes are not clear if they report containers or TEU. In addition, ports may consist of different container handling companies, some of which do not have a fixed association with a terminal. They hire space whenever there is a ship to handle, and this might be in a container terminal or in a general cargo or break bulk terminal. As a result, handling figures based on terminals or handling companies may not add up to a port’s total container throughput. In Shanghai, for instance, this gap may be as much as one million containers.In addition to throughput, capacity information is also available on most container terminals. This information is even less reliable than throughput information: for the larger ports (e.g. Nanjing and Taicang) two or more very different capacity figures circulate in public sources. As an illustration, Fig. 2 reports a comparison of cumulative capacity and throughput along the river. From the figure, it is clear that there is sufficient room for growth in all ports, and that Nanjing is one of the ports that is operating relatively close to capacity. Nanjing does have extensive expansion plans, as do almost all the other ports. Due to the unreliability of this data, we will not use it further in our analysis.We also present an overview of some of the technical dimensions of the container terminals along the Yangtze River. For all ports in Table 1, we have collected the number of cranes, the terminals themselves or other (Chinese) data sources. We have also estimated throughput for the period 2007–2010. These estimates are based on terminals’ own projections. Compared to growth rates in the past, this is a conservative estimate, although growth rates overall were declining. Table2 1Port throughput 2005–2010(in TEU); in order of location along the river.Source: Lammie (2008), port and terminal websites, various internet sources, personal communication. ‘(m)’ = minority stake, ‘ph1’ is phase 1.Fig. 2. Capacity-throughput comparison 2006.Source: Authors’ compilation.Table 2Note: 2008–2010 figures are based on reported expansion projects. # Stands for number, m is meter, m2 is square meter, TEU is 20 foot equivalent unit.The development of the average operational characteristics, as presented in Table 2, gives an impression of the dynamics of port development along the Yangtze River. Ports are getting bigger in terms of the number of cranes, number of berths, yard capacity and quay length. The year 2009, however, seems to represent a temporary slowdown in port development. In fact the only new ports in 2009 are the replacement of the old container port of Chenglingji by the new Songyanghu terminal, and the new but small Tongling container terminal. Berthing capacity in 2010 is not growing because it is calculated by multiplying maximum depth at the quay with maximum ship size. This measure increased primarily due to the addition of new terminals before 2010. In 2010, no new terminals were added. In 2010, the new Wuhu Cherry car and container terminal is planned to start operations, but on this terminal no operational information was available.Finally, it is worthwhile to analyze the liner service networks on the Yangtze River. The river services are primarily organized per navigation area (upper, middle and lower stretches), see Notteboom (2007). Line-bundling types of services are dominant with each service typically calling at three to four inland ports per rotation. Even in the load centre of Nanjing, end-to-end services represent less than one-third of all river services calling at the Lower Yangtze inland port. In other inland ports, line-bundling services have a market share of more than 80%. The only exceptions are found in the Upper Yangtze. End-to-end services are rare in the Middle Yangtze segment. There are no hub-andspoke structures for container transport in place on the Yangtze, although the market might be evolving towards large inland waterway hubs on the Lower Yangtze (particularly Nanjing and Taicang) with direct feeder connections to major transshipment hubs in East Asia such as Busan in South Korea and Shanghai’s Yangshan offshore terminal complex situated northeast of Hangzhou Bay.3. The analysis of an inland port system: conceptual framework and hypothesesA well-established body of literature exists on the development of seaport systems. A central theme to the study of port systems is the level of spatial and functional concentration and the analysis of the underlying factors that contributeto such concentration. Seminal papers on this issue include Ogundana (1970) and Taaffe et al. (1963) which portray an evolutionary pattern from scattered, poorly connected ports along the coastline to a main network consisting of corridors between gateway ports and major hinterland centres. Barke (1986) and Hayuth (1981) refer to rising pressures for deconcentration in port systems. Empirical research has demonstrated that some port systems and port ranges are getting more spatially concentrated while others are evolving to a more evenly distributed system, see e.g. Kuby and Reid (1992), Notteboom (1997, 2006), McCalla (1999), Lago et al. (2001), Rimmer and Comtois (2009) and Notteboom (2010).Notteboom and Rodrigue (2005) have added an additional phase to port development: the regionalization phase which links seaport system development to the development of inland ports and centres. The phase of regionalization takes the process of port development beyond the perimeter of the port and culminates in the development of regional load centre networks between seaports and inland ports. Port regionalization is thus strongly interrelated with the development and performance of associated inland networks that give access to cargo bases in the hinterland.The link between the structure and the development of the Yangtze River port system with the models on seaport system development is relevant for three reasons.First of all, we argue that the Yangtze River port system is affected by (de)concentration patterns at the side of the seaport system which feeds the river system with container cargo. Cargo growth in the seaport system obviously puts more pressure on hinterland networks. These hinterland networks adapt through corridor development. The combination of large deepsea volumes and massive intermodal corridors allows load centres to enlarge contestable hinterland areas, to create discontinuous hinterland areas and to intrude in the natural hinterland of rival ports (the so-called ‘island’ formation, see also Notteboom and Rodrigue, 2005). A river port system is to be considered as a corridor consisting of a set of continuous and discontinuous areas all positioned along a river or waterway (Fig.3). However, the Yangtze River case is much more complex than suggested by the generic conceptual model in Fig. 3. On the one hand, the development of theoffshore port of Yangshan, also managed by Shanghai, has triggered the development of feeder services between the Yangshan terminal complex and container terminals in Shanghai and Nanjing. On the other hand, while Shanghai is the main gateway feeding the container river port system along the Yangtze, there are other liner service configurations in place that bypass Shanghai/Yangshan. For example, Taicang in Jiangsu province has developed strong links to Busan, the most important transhipment hub in the Northeast Asia with a container volume of 13.4 million TEU in 2008 (compared to 28 million TEU for Shanghai). Taicang in this way competes with the pivotal role of Shanghai. These examples support the concept of ‘foreland-based regionalization’ as developed by Rodrigue and Notteboom (2010).Fig. 3. A river port system connected to a seaport system.Source: Adapted from Notteboom and Rodrigue (2005).Secondly, we argue that the Yangtze River system is affected by a regionalization phase, mainly, but not exclusively, in relation to the port of Shanghai. This process started on the lower Yangtze but is now moving upstream. The transition towards the port regionalization phase is typically a gradual and market-driven process that mirrors the increased focus of market players on logistics network integration. As we will demonstrate later in this paper, the inland strategy of terminal operator SIPG (Shanghai International Port Group) proved to be instrumental for the observed regionalization and the associated creation of a regional load centre network in relation to the port of Shanghai.Thirdly, it is interesting to analyze whether the concentration mechanisms,observed in seaport systems, also work in a similar way in river port systems. We argue that the concentration patterns in river port systems do not necessarily follow the same principles as in seaport systems. A first difference between river port systems and seaport systems lies in the interconnection with other nodes in the wider network. Seaports are connected to a large set of overseas seaports, while inland port systems are typically fed by only a few large gateway ports. For example, the Rhine river in Europe is highly dependent on the main container ports Rotterdam and Antwerp (see Notteboom and Konings, 2004), the Seine river ports in France rely primarily on maritime container flows transshipped in Le Havre and the ports in the basin such as Lyon and Dijon are highly dependent on the Mediterranean seaport of Marseille (see Frémont et al., 2009). Similarly the Yangtze River port system relies mainly on Shanghai and to a lesser extent also on Ningbo and the connections of the lower reach ports (Taicang, Nanjing, Zhangjiagang, among others), with nearby countries such as South Korea and Japan, for containerized cargo volumes. A second difference between river port systems and seaport systems lies in the spatial structure. A second difference between river port systems and seaport systems lies in the spatial structure. The container flows on the Yangtze River have a treelike structure with limited or no lateral connections between the branches. Furthermore, the nautical accessibility of inland ports gradually diminishes towards the upstream ports, while the vessel capacity is restricted and the fleet is not very homogeneous. Because of the deep water conditions in the lower reaches and the shipping connections with nearby countries, vessels plying the lower reaches are often short sea vessels. These short sea ships typically have higher unit costs than the inland vessels used on the Yangtze due to their elevated capital costs, higher bunker costs per load unit and more strict manning requirements. These elements favour the use of line-bundling systems and make hub-and-spoke service networks less obvious. In a seaport system, neighbouring ports sharing the same coastline can have largely different draft profiles. As a result, a port with a favourable draft can potentially become bigger then adjacent ports simply because the port can accommodate larger vessels (concentration). In an inland port system, it is more likely that adjacent ports will have a similar draft profile. Thus, differences in nautical access generally do not play a decisive role as drivers for cargo concentration at a local level (i.e. amongadjacent inland ports in the same navigation area).......From:Albert Veenstra ,Theo Notteboom , The development of the Yangtze River container port system,Journal of Transport Geography 19 (2011) 772–781长江流域集装箱港口系统的发展艾伯特·凡斯塔，a*;西欧·诺特伯,b1a*.荷兰鹿特丹市伊拉斯姆斯大学，邮政信箱1738，3000号。
06212103 外文文献
一、检索策略与结果1．检索数据库：中国知网检索关键字：紫杉醇的合成检索结果：项目文献期刊博硕士会议报纸外文文献专利数量（条）9716 5486 3814 263 93 0 3898 检索步骤简述：打开“中国知网”首页→在全文检索一栏输入关键字“紫杉醇的合成”→点击“检索”→分别点击文献、期刊、博硕士、会议、报纸、外文文献、专利。
2．检索数据库：欧洲专利局检索关键字：synthesis of taxol检索结果：25条检索步骤简述：打开“欧洲专利局官网”首页→点击“Searching for patents”→在“Site search”下输入关键字“synthesis of taxol”→点击“Search”→点击右侧“Find European and worldwide patent documents”→在“Smart search”下输入关键字“synthesis of taxol”→点击“Search”→检索到25个结果→点击第九个“Short synthetic route to taxol and taxol derivatives”→点击“Original document”→点击“Download”即可下载原文献。
二、外文文献翻译（一）翻译部分（从第1页至第14页的主要内容）：紫杉醇和紫杉醇衍生物的短合成摘要对短路线紫杉酚环系统的核心骨架的全合成进行说明。
相同的序列的变换可以导致以使7-羟基系列，并连接所需的A环中的额外碳原子。
紫杉烷骨架的步骤的数目是13，使得它是从容易得到的廉价的起始原料的最短路线。
发明背景1.发明的领域本发明涉及紫杉醇，紫杉醇中间体，紫杉醇前体和新型紫杉醇相关的通过这些可进入的前体的化合物的化学合成。
还描述了药物组合物和使用具有紫杉醇样活性的新化合物的方法。
2.相关技术的描述二萜生物碱紫杉醇合成在过去的十年里对于全合成来说一直是流行的靶标；然而，它是最近才需要的一个全合成已经采取了一个新的紧迫性的鉴于乳腺癌治疗的重要性医疗（时间，1991年）和对肾脏疾病一种可能的治疗（制药和生物科技日报，1994年）。
英文参考文献及译文
Investment Real Estate Accounting and corporate income tax treatment comparisonFirst, investment real estate with the initial measurement to confirm the accounting treatment and comparison of corporate income tax treatment(A) the provisions of the new Accounting Standards for Enterprises Investment real estate, refers to earn rent or capital appreciation, or both holding real estate. Including (1) has leased the land use rights; (2) holds and is prepared to add value to the land use right transfer; (3) has been leased buildings.(B) The enterprise income tax provisions of relevant laws and regulationsThe taxpayer's fixed assets, is the use for a period exceeding one year houses, buildings, machines, machinery, transportation and other production and business-related equipment, appliances, tools, etc.. Intangible assets refer to the taxpayer but there is no long-term use physical forms of assets, including patents, trademarks, copyrights, land use rights, non-patent technology and goodwill.(C) investment real estate in the corporate income tax on fixed assets and intangible assets recognized asRecognition in accounting for investment in real estate land use rights, in the corporate income tax on the recognized as intangible assets, intangible assets should be the relevant provisions of the tax treatment.Second, invest in real estate took place follow-up of accounting and corporate income tax expenses in handling more(A) Investment in real estate up spending the provisions of the new accounting standardsEnterprise Accounting Guidelines, investment real estate took place follow-up expenses, if the spending will cause the associated economic benefits are likely flow to the enterprise, and the costs incurred can be reliably measured, it should be capitalized and included in investment real estate costs; if you can not meet the above conditions, it should be included in the event of a direct current when the profit and loss.(B) The enterprise income tax provisions of relevant laws and regulations Corporate income tax-related laws and regulations, one of the following conditions are met fixed asset repairs, improvements should be considered as fixed expenses: (1) place the repair expenditures reached more than 20% ofthe original value of fixed assets; (2) after repair of the assets of the economic to extend the service life of more than 2 years; (3) after repair of fixed assets be used for new or different purposes.The taxpayer's fixed asset repair expenses can be deducted in the event of a direct current. Improvement of the taxpayer's fixed expenses, such as the not yet fully depreciated fixed assets, increase the value of fixed assets; if the fixed assets have been fully depreciated, can be used as deferred charges, in a period of not less than five years, the average amortized .(C) the provisions of accounting standards and corporate income tax comparisonRight as an investment real estate management, building occurred in the follow-up expenditures, accounting standards and corporate income tax laws and regulations have made the required need to be capitalized according to different circumstances or costs of treatment. But as an investment real estate management, building occurred in the follow-up expenses, capital costs of handling and processing of the judging criteria, accounting standards and corporate income tax provisions of the different.Third, follow-up to measure the real estate investment accounting and corporate income tax treatment comparison and variance analysis(A) using the fair value measurement model of the accounting treatment is not recognized in the corporate income tax on theAccounting standards provide for the use of fair value measurement model of investment real estate, usually did not depreciation, nor does amortization of assets and liabilities should be based on the fair value of investment real estate based on adjust its book value, fair value and book value The man asked the difference between the current profit and loss account.Use of fair value measurement model in the corporate income tax on the accounting treatment is not recognized.(B) the introduction of cost accounting measurement model to deal with corporate income tax address some of the same1. There is no indication of impairment, measured using the cost accounting model are basically consistent with the corporate income tax treatment Accounting rules, the cost model, it should be in accordance with 'Accounting Standards for Enterprises No. 4 - Fixed Assets' and 'Accounting Standards for Enterprises No. 6 - Intangible Assets' requirements, to invest in real estate for measurement, depreciation or amortization. If there is no indication of impairment measured using the cost model of corporate income tax accounting to deal with basically the same deal.2. There is indication of impairment, measured using the cost model accounting treatment is inconsistent with the corporate income tax treatmentIndication of impairment exists, it should be in accordance with 'Accounting Standards for Enterprises No. 8 - Impairment of assets' provisions for processing. The need to conduct a review of their book value and the need to provision for impairment in accordance with the specific practices and guidelines for fixed assets and intangible criteria consistent with the provisions. Corporate income tax provisions of relevant laws and regulations: the provision for impairment of fixed assets and intangible assets not allowed to deduct the loss.Fourth, invest in real estate and corporate income tax accounting treatment of conversion processing comparison and variance analysis(A) Investment in real estate is converted to a general fixed assets or intangible assets, accounting and tax treatment of comparison1. Enterprises measured using the cost model of the original valuation of the investment real estate (no extract impairment), converted to a general fixed assets or intangible assets, the accounting and corporate income tax valuation of assets are basically the same.2. Enterprises measured using the cost model of the original valuation of the investment real estate (impairment has been extracted), converted to a general fixed assets or intangible assets, the accounting and corporate income tax asset valuation inconsistencies.3. Enterprise adoption of fair value measurement model of the original valuation of the investment real estate, converted to a general fixed assets or intangible assets, the accounting and corporate income tax asset valuation inconsistencies. New Accounting Guidelines, the conversion before the adoption of fair value measurement model of investment in real estate is converted to personal use real estate, it should be converted on the fair value of its own use, the book value of real estate.(B) own real estate or stock is converted to investment real estate accounting and tax treatment of comparison1. Accounting GuidelinesThe new accounting rules, in the self-use real estate or inventory control and so is converted to investment real estate should be based on investment in real estate converted the measurement model used to be handled separately. After the introduction of a cost measurement conversion measurement mode, will be converted before the asset's carrying value of direct investment as a converted value of real estate recorded. Be used after the conversion measured at fair value model, according to the date of the fair value valuation conversion, conversion date of the fair value is less than its book value, and its people the difference between current profit and loss account; conversion date is greater than the fair value of the original book value, and the difference as a capital reserve included in equity.2. Corporate income tax provisions of relevant laws and regulationsCorporate income tax-related laws and regulations, development companies will develop products should be regarded as transferred to fixed assets, sales, in product development, when the transfer of ownership or right to use the recognition of income (or profit) implementation.3. The accounting treatment and tax treatment of a comparisonWhen the real estate development companies will develop products transferred to fixed assets (investment property), regardless of the cost modeling of enterprises to adopt the fair value measurement is to take the form of real estate for investment valuation, corporate income tax treated as: (1), as recognized in the period with the sale; (2) by developing products for the corporate income tax recognized at fair value of fixed assets of the original valuation.5, investment in real estate accounting treatment and disposal of corporate income tax treatment comparison and variance analysisThe new accounting rules, when the investment property has been disposed of, or permanent withdrawal from use and disposal can not be expected to achieve economic benefits, it should be to confirm the termination of the investment real estate. Corporate sale, transfer, retirement or investment real estate investment property damage occurred, it should be to dispose of income and related net book value of its post-tax amount of current profit and loss account of people.Corporate income tax laws and regulations on disposal of investment property is recognized as the transfer of fixed assets or intangible assets, according to access to income and tax costs and related taxes for the difference between the proportions of recognized gains and losses included in current taxable income. Accounting firms to increase investment in real estate recognized as the beginning of corporate income tax should be recorded fixed assets and intangible assets recognized as the original tax costs; in the investment real estate holding period, the records of corporate income tax can be deducted before the land use rights The amortization amount and the amount of depreciation of fixed assets, while recording the accounting and tax treatment differences.投资性房地产会计与企业所得税处理的比较一、投资性房地产确认与初始计量会计处理和企业所得税处理的比较(一)新企业会计准则的规定投资性房地产，是指为赚取租金或资本增值，或两者兼有而持有的房地产。
3000字外文文献翻译
Human resource management more and more drives value. Under the system that economy development mature, human resource management have to match with fight for the best resources performance, if out of character of the manpower form couples out of character of post, the resources performance be not only whole have no, or may have already exhaust. The modern economy stress balance and match, promote management effect and quality vegetable, will human resource match with make balance, the inside contents establish human resource structure frame, use most in keeping with of the person do most in keeping with of work. Establishment human resource terrace is a communication and collection information way, everyone's opinion comprehensive, give up short take long, with processing salary, welfare etc. affair. Human resource most the importance be a training and development, human resource development have to investment at training aspect, with exertive each stratum of human resource potential.人力资源管理愈来愈被重视。
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A MODULAR DESIGN OF ASYNCHRONOUS TRACTION DRIVEG Crawshaw, C J Yarrow, B J CardwellBRUSH ELECTRICAL MACHINES LTD U.K. INTRODUCTIONIt has been generally acknowledged that microprocessor and Gate Turn Off thyristor (GTO) technology has made a major contribution to the advancement of Variable Voltage Variable Frequency (VVVF) inverter drives. Particular benefits include supply harmonic control and the avoidance of chopper supply stabili- zation for DC supply systems. This paper describes one approach to the design of such a system which is intentionally equally applicable to Locomotives, Electric Multiple Units (EMU), and Light Rail Vehicles (LRV).In order to achieve this, a modular approach was taken. The design was structured so that any specific system design could be constructed from a standard set of parts. These are then assembled into a single unit as required for the application.The design is basically separated into the control electronics and the power electronics and is illustrated by its application to an EMU operating on Network Rail’s 750V DC third rail system.CONTROL ELECTRONICSThe control electronics is based on a microprocessor system designed specifically for traction systems and has been proven in previous applications. This is a 16-bit rack system comprised of several standard modules: Control Microcomputer board Analogue Input/Output interface Digital Input/Output interface.These are interconnected via the main interface bus, and perform the overall system supervisory functions, interfacing to the vehicle control and transducer systems, as well as providing the in-built diagnostic facilities.The system is structured to provide computing capabilities at levels subordinate to the main system. In this application two such levels are provided within a single drive controller module to provide the torque control and pulse width modulation (PWM) functions. Each of these functions uses a 16-bitmicroprocessor. The interfaces between functions and to the system bus are via dual port memory (Fig.1).Fig.1 CONTROL ELECTRONICS STRUCTUREThe whole of the microprocessor rack system is contained in plug in modules of a shielded metal construction, in such a way as to provide a screened enclosure for noise immunity. All signals going in and out of the micro- system are filtered to stop conducted noise. Signal conditioning is performed outside the screened enclosure using normal analogue electronic techniques. The fast signals needed for power circuit switching are taken directly out of the micro-system using fibre optic links.Most of the software is written in Pascal, a structured high level language, producing good readable code and easier program documentation as well as ease of modularization and design. All software is produced under vigorous quality assurance procedures, equivalent to SIL 2 for railway applications. Supervisory SystemAs well as generally controlling the inverter system operation, the supervisory system contains the interfaces necessary to condition the power control to the vehicle requirements and provides brake blending. Load weighing, notch regression and speed limit controls. All of these software modules may he tailored to suit any particular customer specification.The diagnostic system is also incorporated at Supervisor level and handles all the diagnostic information built into each part of the system. It determines the action to be taken as a result of fault reports and provides communication to the vehicle system or to other data links as required.Torque ControlThe torque controller provides inverter frequency control without the need for any speed measurement, although a simple speed measurement is used to speed up the resynchronization (re-motoring) process. The system is dependent only upon the two transducers needed to measure the DC input power. This means that the reliability of the control system is no worse than that of a chopper control. The control algorithm has been designed to have a minimum acceleration lag, which gives an accurate and repeatable torque-speed characteristic even at low speeds (1).The following list of requirements is included in the specification of the control schemei) The capacity to control more than one motor from each inverter.ii) Good accuracy of achieved torque.iii) No speed or flux sensors to be essential.iv) The detection and correction of wheel slip/slide, including creep control.v) Control bandwidth greater than 5Hz.vi) The resulting software able to control motors over a wide power rating range.vii) To prevent torque pull-out of the induction motors.PWM GeneratorThe pulse width modulation system is carried out on the same printed circuit board as the torque controller. A harmonic elimination (or optimal) method is used. Most effort in this area has been directed at minimizing DC supply system harmonics at selected signaling frequencies. There are other benefits resulting from the PWM strategy; mechanical stresses and noise are reduced because of thereduction in torque ripple, and also the motor heating caused by harmonic currents is reduced.INVERTER POWER CIRCUITThe inverter power circuit has been designed to be as simple as possible in order that reliability is maximised. Each of the six switches employs a single GTO switch. One arm of the bridge is depicted in Fig.2, showing the anti-parallel diode and snubbing circuits.Fig.2 ONE ARM OF A VOLTAGE SOURCE INVERTER The gate drive circuits are arranged as a module per bridge arm. This allows the two gating circuits to be interlocked with each other and to ensure that minimum on and off conduction requirements for the GTO's are met. The three gate drive modules in each inverter are fed from a common inverter power supply which has monitoring acting directly on the gate drives in the event of a failure. This is one of the few functions reported to rather than controlled by the microprocessor. The circuit has a potential short circuit failure mode if both thyristors in an arm are switched on together. It is therefore imperative to detect that one device is off before the other is switched on. The speed with which this must be done requires hardware implementation. It is convenient to do this within the gate drive module.DEVICE COOLINGOne of the design objectives was to minimise the space occupied by the inverter equipment. This has the added benefit of reduced stray inductance and improved electrical performance. In order to achieve this and to deal with the relatively high GTO losses a phase-change cooling system was designed. The principle of operation is depicted in Fig.3.Fig.3 CROSS SECTION OF ONE HALF OF A PHASE CHANGE COOLER ASSEMBLYA hollow copper boiler unit is clamped to the GTO is in a stack, with a similar parallel stack of anti-parallel diodes. When operating the cooling liquid is evaporated and the vapour passes up into the radiator assembly. This is connected to the boiler via an insulating ceramic tube and a bellows to give flexibility. Two boilers are connected to the same heat exchanger with one boiler cooling the thyristor and the other cooling the diode, as shown in Fig.3.This gives the best utilization of the heat exchanger. The condensed vapour is returned via a pipe to the bottom of each boiler. The unit is designed so that there is no starvation of the returning liquid under acceleration forces. There are many liquids available with suitable electrical and thermodynamic properties, including pure fluorocarbons.The resulting unit is sealed for life and maintenance of the semiconductors can be carried out relatively easily. The basic cooler module can be used for any semiconductor assembly, and may be adapted to suit differing power 1evels.The original design has been sized to be suitable for 500kW to1MW inverter ratings.Overall the cooling system has proven to he about twice as efficient as a force cooled arrangement, whilst occupying less than half the space for the sane thermal dissipation.EMU APPLICATIONThe Class 457 EMU uses the technology described above. Operating as a 4 car unit it essentially consists of two,2-car units, comprising a driving motored car and a trailer car. The two propulsion systems are identical but independent, and each one powers 4 motors. There are 2 inverters per equipment each driving two motors (Fig.4).Fig.4 BLOCK DIAGRAM OF EMU TRACTION CONFIGURATIONIn order to give a reasonable ability to tolerate variations in wheel diameters between axles on the same bogie, the motors were designed with bronze bars to give increased rotor resistance. They are naturally ventilated and because of constraints on the bogie, axle hung. Each motor has a continuous rating of 165kW.The equipment is fully regenerative and under loss of receptivity employs a short term rated rheostatic brake to provide a smooth transition into friction braking. The GTO chopper used to control this is constructed in a similar way to the inverter using the similar components.Two options for brake blending were supplied. One was a conventional blend with friction on the motored car only, while the other was a scheme where the friction brakes (when required)were shared equally between the two cars. The regenerative brake provides most of the braking whilst the friction brake wear was equalised, so maintenance on both vehicles could be performed simultaneously. Either scheme is enabled via a switch in the supervisory software.Similarly software control to vehicle performance providing different TE-speed characteristics is easily achieved and invoked by setting a simple constant table.The line filter consists of a conventional low resistance LC filter and an additional low-loss suppression network. This prevents ringing on intermittent supplies, makes the system immune from shoe bounce, and improves stability. An optional active filter can be used to further reduce harmonic current levels at a specific frequency when a track based signalling system is particularly sensitive.The unit successfully underwent an extensive test programme and became the first 3-phase inverter drive train in passenger service in the UK on BR. The sane basic components may be integrated into a single package tailored to suit any particular requirement. The operating power is raised to that needed for locomotive use by increasing the inverter supply voltage.采用模块化设计的异步牵引传动G Crawshaw，C J Yarrow, B J Cardwell英国刷电机有限公司引言人们普遍承认，微处理器和闸门关闭晶闸管（可关断晶闸管）提高了变压变频（变频）逆变器驱动器，技术上做出了重大的贡献。