asked in 社會與文化語言 · 1 decade ago

救命~拜託請英文高手幫忙翻譯!!!急急急!!

the train runs before 0645 hours and after 2315 hours have to be manned by overnight duties.

we therefore first cut out the beginning piece on a train run that starts early in

the morning from its start to the first possible shift-changing point after 0645 hours,as shown on runs 1 and 2 in figure 1.similarly, we cut out the ending piece on a train run that ends late in the evening from the last shift-changing point before 2315 hours to the end, as shown on runs 1 and 3 in figure 1. these beginning and ending pieces will be paired to form night duties manned by train operators who stay overnight in the company. the remaining train runs are cut into consecutive pieces of work that are not more than 270 minutes each. 270 minutes is the maximum length of time an operator is allowed to man a train continuously without a break. these work pieces are used to form day duties.

in addition to these normal work pieces, there are a few train runs where an

operator is needed at each end of the train as it turns around at terminal stations. this is to enable fast turning around of the train at the terminals during peak hours, and is called double-ending duties at smrt. double-ending pieces are formed by identifying all double-ending cases, and then by grouping them into pieces that can be handled by double-ending operators. there are complex rules governing the forming of double-ending pieces. for instance, under normal circumstances double-ending can be two-way,

i.e.,from the terminus to the adjoining station or vice versa. however if the train is withdrawing to a depot or is just entering service, double-ending has to be one-way.

as far as crew scheduling is concerned, double-ending pieces are handled in the

same way as other work pieces. there are various restrictions, however, on the formation

Update:

of a duty

split duties the two types of day duties, normal and split, are differentiated by the length of the meal break and the spread of the work pieces. the constraints on these two types of duties are shown in table 1.

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  • 1 decade ago
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    火車奔跑在0645個小時之前和在2315個小時以后必須在隔夜责任之前供以人員。

    因此我們首先刪去在及早起动跑的火車的起點片斷從它的開始的早晨到第一可能的轉移改變的點在0645個小時以后,如顯示在圖1.similarly的奔跑1和2,我們刪去在跑的火車的终端片從在2315個小時之前的最后轉移改變的點對末端,如顯示在奔跑1和3在表1.這些起點和终端片將配對傍晚末端形成在公司中过夜的火車操作員供以人員的夜班。 剩余的火車奔跑被削减成不是超过270分鐘中的每一的連貫部分工作。 270分鐘是操作員允許連續地繼續不斷供以人員火車的最大时间。 這些工作片斷被用于形成當日职责。

    除這些正常工作片斷之外,有的一些火車奔跑當它转过來在终点站,操作員是需要的在火車的每個末端。 這是為了使能快速地转过來火車在終端在高峰时间和叫在smrt的雙重結尾责任。 雙重結尾片斷形成由辨認所有雙重結尾案件,然后通过編組他們入可以由雙重結尾操作員處理的片斷。 有治理形成雙重結尾片斷的複雜規則。 在正常情況下例如,雙重結尾可以是雙向的,

    即,從毗鄰駐地的反之亦然終點或。 然而,如果火車让步到集中處或进入服務,雙重結尾必須是單程

    就乘員組預定而言,雙重結尾片斷在被處理方式和其他一样工作片斷。 有各種各樣的制約,然而,對形成

    義務分裂责任當日职责的二種类型,正常和分裂,由进餐休息的長度和工作片斷的傳播區分。 在這兩個职责类型的限制在表1.顯示。

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