Руководство к подготовке презентации
Презентация состоит из нескольких частей:
1. вступление (2-3 слайда);
2. основная часть (5-8 слайдов);
3. заключение (1-2 слайда).
Так, вступление включает в себя приветствие, представление ведущего презентации, обозначение цели выступления, перечисление основных вопросов.
В основной части презентации выступающий переходит к изложению основной темы презентации, разъясняет выдвинутые положения и приводит примеры, комментирует наглядные средства (графики, диаграммы, таблицы).
Заключительная часть: завершение презентации, краткое изложение информации, подведение итогов, выражение благодарности слушателям, предложение задавать вопросы.
Presentation
| Function | Possible language | |
| 1.Introduction (Вступление) *Welcoming your audience (Приветствие) *Introducing your subject (представление темы) | · Good morning (Good afternoon), ladies and gentlemen (everybody)! · I’d like to (Let me) introduce myself. | |
| · The topic of my presentation is…(Тема презентации-…) · I am going to talk about... (Я собираюсь поговорить о...) · The purpose of my presentation is...(Цель презентации-...) · My speech will be divided into 3 parts. (Моё выступление будет разделено на 3 части.) · Due to the limited time, just 5-7 minutes, I’d appreciate if you would keep your questions until the end. (Из-за ограниченного времени, всего 5-7 минут, я был бы благодарен, если бы вы задавали вопросы в конце. · Please, feel free to ask me questions at any time. This presentation will last for about 15 minutes. (Пожалуйста, не стесняйтесь задавать мне вопросы в любое время. Данная презентация будет длиться около 15 минут.) | ||
| 2. The main part (Основная часть) * Starting (Начало) | · I'd like to start by... (Я хотел бы начать с...) · Let's begin by... (Давайте начнем с...) · First of all, I'll... (Во-первых, я буду...) · I'll begin by... (Я начну с...) · To begin with, I'd like to touch upon… (Для начала, я хотел бы коснуться…) | |
| *Moving on to the next slide (Переход к следующему слайду) *Giving an example (Примеры) | · Now we'll move on to... (Теперь перейдём к...) · Let me turn now to... (Теперь позвольте мне обратиться к...) · Next... (Далее...) · Turning to... (Обращаясь к...) · I'd like now to discuss... (Теперь я хотел бы обсудить...) · Let's look now at... (Посмотрим сейчас...) | |
| · For example,... (Например,...) · A good example of this is... (Хорошим примером этого является...) · As an illustration,... (В качестве иллюстрации,...) · To give you an example,... (Чтобы дать вам пример,...) · To illustrate this point... (Чтобы проиллюстрировать этот момент...) | ||
| 3. Conclusion (Заключение) *Summing up (Подведение итогов) * Thanking your audience (благодарность аудитории) | · I have covered three main points. Firstly,… Secondly,… Finally,… (Я осветил три основных момента. Во-первых,… Во-вторых,… И наконец,…) · That brings me to the end of my presentation. (Этим я заканчиваю своё выступление.) · I’d like to finish with a summary of the main points. (Я хотел бы закончить изложение, повторив основные моменты.) · In conclusion,... (В заключение,...) · Now, to sum up... (Теперь, чтобы подвести итог...) · So let me summarise/recap what I have said. (Итак, позвольте мне суммировать/напомнить, что я сказал.) · Finally, may I remind you of some of the main points I have considered. (И, наконец, позвольте мне напомнить вам основные моменты, которые я рассмотрел.) · Well, I have told you about... (Я рассказал вам о... ) · That's all I’d like to say about... (Это всё, что я хотел бы рассказать о...) | |
| · I hope you have found this presentation interesting (useful). Thank you! (Я надеюсь, что вы нашли это представление полезно. Спасибо!) · Thank you for your attention! · I thank you all for being such an attentive audience! | ||
| * Inviting questions (Вопросы) | · Now I'll try to answer any questions you may have. (Теперь я постараюсь ответить на любые интересующие вас вопросы.) · Are there any questions? (Есть ли какие-либо вопросы?) · Do you have any questions? (Есть ли у вас вопросы?) · Questions, please. Yes? If there are no more questions, that is the end of my presentation. (Вопросы, пожалуйста. Да? Если нет больше вопросов, то я закончил своё выступление.) |
В процессе подготовки к зачёту, тесту КСР и экзамену рекомендуется:
1. просмотреть материал отрецензированных контрольных работ;
2. проделать отдельные упражнения из учебника для самопроверки;
3. проработать лексику по специальности (железнодорожные термины);
4. повторно прочитать и перевести наиболее трудные внеаудиторные тексты;
5. повторить материал для развития монологической речи (примерные тексты устных сообщений с упражнениями) и составить монологические высказывания (проект) по предложенным темам.
Надеемся, что выполнение рекомендаций поможет Вам в Вашей самостоятельной работе над изучением английского языка.
Желаем успехов!
Часть I
ВНЕАУДИТОРНЫЕ ТЕКСТЫ (II курс)
FUTURE OF RAILWAYS
Until recently many people were of the opinion that the railways had reached the limit of their improvement. Yet the Japanese and French railways were the first to prove that they were wrong. In these countries trains are normally run at speeds of 240-270 km/hr, while in the FRG the Experimental High Speed train ICE reached a record speed of 406 km/hr. All this caused a dramatic change in favour of the railways. It was for the first time that passengers are preferring the train to the plane. This experience is now made use of in many countries.
The drive for effective ways of developing railways is going on in an ever growing number of countries. Many railway lines in Russia handle 100 and even more trains a day. In Russia on an average the annual tonnage of lines of the network is 26 million gross tons per kilometer of tracks. The through-put capacity of modern large classification yards in Canada, the FRG and in a number of other countries is as high as 8000-10000 wagons per day. In the USA running 20000 ton trains has become normal practice. The railway networks of Asia and African countries are expanding. Automating and mechanizing of basic operations have become standard practice on most of the railways.
In the eighties and nineties of the last century many countries of Europe and America celebrated the 150th anniversary of their railways. Among railway experts the historical aspects of railways have arouse great interest. The railways have passed through the period of accelerated expansion of the railway networks, that was a period when 20000 km of lines were built every year. Over the last 30 years the mileage of railway networks even shrank. Super steam locomotives rated at 5000 h.p. and developing a pressure of 15 to 16 bars were replaced by electric and diesel electric locomotives.
The carrying capacity of wagons increased constantly and the mass of rails went up steadily as well. Automatic brakes and the automatic coupling have become an indispensable part of rolling stock designs. Modern passenger coaches have become more comfortable and spacious.
What will come next? What are the railways in the XXIst century?
Forecasts are always of a relative nature. Yet, it will not run any risk of committing a mistake when saying that the railways still have a long life to live. What is needed is to keep pace with time, that is the railways have to make use of all most modern scientific and technical achievements.
forwarding — перевозка грузов
commuter traffic — пригородное движение
throughput capacity — пропускная способность
bar — бар (единица давления)
carrying capacity — провозная способность
automatic coupling — автосцепка
to keep pace with — идти наравне с, не отставать от
2. THE WORLD'S LONGEST RAILROAD (100th ANNIVERSARY)
The world's first transcontinental railroad was completed in North America in 1869, when the Central Pacific and the Union Pacific were joined. But Russia's Trans-Siberian Railroad, whose construction started 20 years later, was a much more ambitious project in incomparably more difficult natural conditions.
Siberia covers nearly a quarter of Asia. It is a land of mighty rivers, endless swamps and high mountains. The idea of building a railroad through this wilderness emerged in the mid-19th century. The first relatively small railroad line was built in Siberia in 1885.
It was not until the 1890s that the question of building the Trans-Siberian acquired a practical ring. This period was a time when the state was increasing its influence in the area of railroads. From the outset the Trans-Siberian was a government undertaking financed from the state budget. The whole project was supervised by the Siberian Railway Committee set up for the purpose. An important part in its initiation was played by the prominent Russian statesman Sergei Witte.
The railroad was built in stages. May 1, 1891, is regarded as the official start of the construction project.
The first section, Chelyabinsk-Ob, was relatively easy, requiring little excavation work. Construction proceeded at record-breaking rates. To overcome the shortage of manpower, the committee bought steam shovels abroad. The West Siberian part of the Trans-Siberian Railroad was completed in 1895, having taken just over three years to build. Meanwhile work on the central part had started in 1893 in two places, the Ob and the Yenisei, and construction moved east from both sites. This part proved to be far more difficult with huge trees, swamps and mountains. For the first time engineers encountered permafrost, which they did not yet know how to deal with. Embankments and bridge collapsed. There was also a shortage of lumber for sleepers, since the taiga forest could not be used to produce quality sleepers. Delivery of rails, sleepers and other things needed for the construction was largely carried out through the Arctic Ocean and up Siberian rivers. One of the first vessels to make the difficult trip flew a Russian flag but was commanded by British polar explorer Joseph Wiggins. Eventually 27 vessels delivered materials for the Trans-Siberian.
The number of workers employed in the project ranged from 10000 at the start to 100000 at the peak of the work. Many of the workers were convicts sent to Siberia for various crimes. Among the engineers was the prominent writer Garin-Mikhailovsky, who, incidentally, was attacked by the press for bypassing the city of Tomsk. He successfully defended himself by referring to the fact to have Tomsk on the line the length of the Trans-Siberian would have had to be extended for a distance that was greater than the branch linking the main line to the city. Indeed, the main consideration in plotting the route was to make it as short as possible. As a result, even the capital of Siberia, Tobolsk, was not on the Trans-Siberian. The decisions made in routing the line had a decisive impact on the further development of cities. Thus, both Omsk and Krasnoyarsk flourished following the construction of the railroad.
Work on the line from Lake Baikal to Sretensk (which stood on a navigable river eventually falling into the Amur) was started in 1895, this time from both sides. But in the summer of 1897 the natural elements came into play. An unprecedented flood swept away settlements that had existed for hundreds of years, and a good deal of the railroad already constructed was destroyed. Grain harvests perished as a result of an ensuing drought, and there was famine. Nevertheless, the Baikal-Sretensk line was completed in 1900.
In view of Russia's increasingly close relations with China, it was decided to extend the Trans-Siberian line via Manchuria instead of Khabarovsk. Negotiations started in 1895 and a concession was agreed upon. But the Russo-Chinese conflict of 1900 stopped construction, and much of the completed line was destroyed. After the end of the conflict, the railroad was restored and finally put into operation.
Although October 1901 is often regarded as the date of the completion of the Trans-Siberian, work on the railroad continued. There were several more lines that had to be completed for the railroad to function effectively. One of the most difficult projects was to lay a line around Lake Baikal. Previously the trains were ferried across the lake on two icebreakers that had been disassembled and brought to the lake by rail. In winter, when the ice was firm, freight and passengers were taken over the ice in horse-drawn wagons.
The line around Lake Baikal was one of the most difficult railroads to be built in the world at the time. It had 39 tunnels along the shore of the lake, much of which was vertical rock.
There was another hard nut to crack. The Amur Railroad was probably the most difficult to build after the line around Lake Baikal. There were just too many swamps, taiga, permafrost and tunnels. In fact it was only the intervention of another important Russian statesman, Stolypin, that saved the Amur Railroad from being abandoned. Some authors regard 1915 as the date the Trans-Siberian was completed.
from the outset — вначале
permafrost — вечная мерзлота
embankment — насыпь
bridge support — мостовая опора
impact — влияние
navigable — судоходной
flood — наводнение
in view of— ввиду
ferry — переправляться (на пароме)
icebreaker — ледокол