跟讀練習: Germany Has Finally Built a Decent Airport - 通過影片學習英語口語

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190 句

如果句子過短或過長，請點選 Edit 進行調整。

This is a mega build that couldn't afford to fail.

這是一個不容有失的大型建設專案。

A huge expansion to one of Europe's busiest airports.

歐洲最繁忙的機場之一正在進行大規模擴建。

One of the largest privately funded infrastructure projects on the entire continent.

整個非洲大陸規模最大的私人投資基礎設施專案之一。

A chance to compete with the region's biggest and best travel hubs before they fly even further out of reach.

這是一個與該地區規模最大、最頂尖的旅遊樞紐競爭的機會，否則它們的領先優勢將進一步擴大，讓人難以企及。

But most of all, it had one job.

但最重要的是，它只有一個用途。

To avoid a repeat of what happened last time.

避免上次的情況再次發生。

Previously, I'm the B1M.

之前我是B1M。

The airport was supposed to have been completed eight years ago, but they are still working on it.

這座機場本應在八年前完工，但至今仍在施工。

A number of construction flaws, poor planning and even alleged corruption is to blame.

造成這一問題的原因包括多處施工缺陷、規劃不善，甚至還有涉嫌腐敗的因素。

The building was actually finished nine years ago.

這棟建築實際上是九年前建成的。

Then technical problems and safety defects began piling up.

隨後，技術問題和安全缺陷開始接連出現。

It's a huge embarrassment.

這真是太尷尬了。

For a country world-renowned for its engineering, national pride is at stake.

對於一個以工程技術聞名於世的國家而言，民族自豪感正面臨考驗。

This is Germany's first major airport project since the horror show that was Berlin Brandenburg, an episode that really has sullied this nation's aviation reputation.

這是德國自柏林勃蘭登堡機場那場堪稱災難的事件以來的首個大型機場專案，那一事件著實敗壞了該國航空業的聲譽。

Now with Frankfurt's long awaited new terminal finally up and running after experiencing some turbulence of its own,

如今，法蘭克福機場備受期待的新航站樓在經歷了一系列波折後終於正式投入運營，

the question is has Germany achieved a smooth touchdown this time around?

問題在於，這一次德國是否實現了軟著陸？

It's the morning of April 23rd, 2026, and a plane has just landed in Frankfurt.

現在是2026年4月23日的早晨，一架飛機剛剛降落在法蘭克福。

There's nothing out of the ordinary there, it's just one of hundreds of aircraft that touch down at Germany's largest airport every day.

這沒什麼特別的，它只是每天降落在德國最大機場的數百架飛機中的一架而已。

But this China Southern Airlines flight was significant

但這趟中國南方航空的航班意義非凡。

because these were the first travellers to arrive at Frankfurt's brand new and much-anticipated Terminal 3.

因為這些旅客是首批抵達法蘭克福全新且備受期待的3號航站樓的人。

Following more than 10 years of construction, it's the culmination of one of Europe's biggest airport upgrades in recent times.

經過十多年的建設，這是近年來歐洲規模最大的機場升級專案之一的最終成果。

This would be a strengthening of what was already a top regional transport hub.

這將進一步鞏固其作為頂級區域交通樞紐的地位。

Those lucky folks may have just endured an 11-hour slog from Shenyang, but arriving into T3 will certainly have perked them up because there was a lot of hype.

那些幸運的旅客可能剛熬過從瀋陽出發的11小時漫長旅程，但抵達T3航站樓肯定讓他們精神一振，因為這裡此前一直備受期待。

Its operator, Fraport, had been calling it one of Europe's most advanced terminals, with a high-quality passenger experience and rapid processes.

其運營商Fraport一直稱該航站樓是歐洲最先進的航站樓之一，能為旅客提供高品質的體驗和高效的流程。

Now, we're going to come on to what that looks like in a minute.

接下來我們馬上就會看到這具體是怎樣的情況。

But first, while there was some excitement ahead of this project's opening, there would have been a lot of nail biting too.

但首先，雖然這個專案開幕前有一些令人興奮的期待，但當時也一定伴隨著大量的緊張不安。

And the reason for that is this.

原因就在於此。

The country's last attempt at airport construction didn't exactly go very well.

該國上一次嘗試建設機場的經歷並不太順利。

Yes, I'm sorry Germany, just when you thought I'd finally stop talking about Berlin-Brandenburg, I'm going to bring it up again.

是的，德國，不好意思，就在你以為我終於不會再提柏林-勃蘭登堡的時候，我又要把它拿出來說了。

To reassure you, we have a whole video on that SAG, you can go and watch it now.

為了讓您放心，我們有一整段關於那個SAG的影片，您現在就可以去觀看。

So in this case right here, we're going to keep things nice and brief.

那麼在這種情況下，我們就長話短說。

For those of you who don't know, BER finished nine years later than it should have done and went 5 billion euros over budget.

It ended up costing more than three times what it was supposed to.

Back in 2013, a year after it was expected to open, a catalogue of errors were uncovered.

There would be over half a million of them in total.

The lighting worked, but couldn't be switched off.

were built too short and the fire safety alarm was faulty.

If you were to pass through Brandenburg today, you'd find no evidence of its past struggles.

In fact, it's become a perfectly functioning airport since it officially opened.

The hope was that Germany's next aviation project would end with a positive result too, but without any of the chaos along the way.

Especially as this wasn't an entirely new airport, but an upgrade to an existing one, albeit massive.

One more thing and then we're going to get into it.

You might already be wondering this, why isn't the biggest travel hub in Germany in the capital?

Well it all stems from when Berlin

and the country as a whole was divided into east and west after the end of World War II.

It meant Berlin wasn't very well placed to be a central hub for the more prosperous West Germany.

Frankfurt's Terminal 1 opened its doors in 1972, right in the middle of the Cold War.

By the 90s it had become overcrowded and air travel was surging.

Which is why a second terminal was soon unveiled.

To carry travellers between the two terminals, an automated people mover called the Skyline was introduced.

It was the first driverless passenger transport system in the whole of Germany

and it was cleverly designed to be expanded in the future should the need arise.

The city is where Lufthansa, Germany's top airline, is based.

It's a huge industrial centre and almost half of the country's population lives within 200 kilometers of it.

So its airport grew to become the biggest and has stayed that way ever since.

In the end it came down to convenience.

It doesn't matter how beautiful your airport is, if it's impossible to get to

or no one can find it in the first place then you're going to fail to land any customers.

The same can be said for almost any business.

Build it and they will come, as long as it pops up in the Google search rankings.

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While you're signing up to that, let's take a look at where Frankfurt Airport falls in the world rankings.

At a European level, Frankfurt is now the sixth busiest airport on the continent, serving more than 60 million passengers each year.

But despite that, its competitors have been growing faster.

The only way it was going to climb the table was to expand, and not just by a little bit.

They would have to go big, and that meant building to the south of the airport's four runways.

Terminals 1 and 2 were built on the north side over here.

Overall, Frankfurt's new Terminal 3 has a footprint of 176,000 square metres.

That's the equivalent of 25 Deutsche Bank parks, the city's 52,000-seat football stadium.

Much of this space is taken up by the giant new concourses, piers G, H and J.

With these, T3 has capacity for up to 19 million passengers every year.

H and J will have 24 docking stations between them, with Pier J, the larger of the two, offering four more.

These are for wide-body aircraft.

At 600 metres, it's 50% longer than Pier H and has three levels instead of two.

This extra story is for passengers coming or going from outside the Schengen zone.

Another unique feature of Pier J is the visibility of the Y-shaped columns.

These don't just dissipate the load of the structure above into the ground foundations below – they serve an architectural purpose too.

And that's not the only thing with these piers.

If or when the other planned extension, Pier K, gets built in the future, T3's capacity could rise to 25 million passengers.

But this wasn't a recent idea.

Thrapport's mission to add a new terminal began decades ago.

P3 was first approved in the year 2000 after the local state government decided to back the expansion.

Then it was time to bring in the architects, with a two-phase competition that saw nearly 50 firms from right around Europe submit their ideas.

A modular-based system, envisioned by London-based Foster & Partners, won the first round.

But it was Frankfurt's own Christoph Mackler architects that emerged victorious in the crucial second stage.

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Their job was to take Foster's concept and turn it into a detailed design, which Mackler describes as modern with a feel-good ambience.

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He wanted the terminal's main sections – the gates, lounges and piers – to feel like the streets and squares of a city.

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Filled with lights and packed with amenities, T3 would be somewhere passengers would enjoy being, instead of just killing time before their flight.

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By now, it was 2007, and a zoning plan to figure out what other infrastructure upgrades would be needed aside from the terminal itself was signed off.

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The result of this was an enlargement of the nearby motorway interchange

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and a new line for the people mover that would run between terminals 1 and 3.

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Which is perhaps even more important than the existing one when you look at the distance between these terminals.

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But there was a problem.

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The rail line would have to pass around the end of the runway, but also be high enough to get passengers in and out of the terminals.

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That's why it's been built at varying heights.

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The sections nearest the terminals are elevated on large V-shaped columns.

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When trains go past where the planes are taking off and landing, the track drops down to grade level.

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All in all, it meant there was going to be a lot more to this project than just the main terminal building.

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A new runway had to be constructed first, but then the global financial crisis of 2008 hit,

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and terminals 1 and 2 found they weren't yet stretched to capacity.

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So the construction permit for the new works wasn't signed until 2015.

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Once that happened, it meant that work could finally get started later that year.

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The work would all take place in a spot that's already steeped in aviation history.

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Before T3 was constructed here, this site was home to an old Air Force base, but not a German one.

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It was actually occupied by the US Air Force from the end of World War II up to 2005

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when it was handed back to Germany.

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As with any building, they couldn't start assembling the main structure or anything inside it without first sorting out the foundations.

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And because these foundations were going to be for an absolutely enormous new airport terminal, they started by clearing a vast amount of space.

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Around 66,000 square metres to be precise, which is the same as five Reichstag buildings.

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The enormous construction pit that would stretch across this massive area was delivered in two phases.

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First up was the dry excavation.

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This involved bringing in excavators,

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rigs and bulldozers to extract and remove up to 300 truckloads of material every day for six months.

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Once a depth of five and a half metres had been reached, workers started driving sheet piles into the pit's sandy bottom to create retaining walls.

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These prevented groundwater from pouring in

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and allowed the team to dig down a little bit further before things got a bit damp.

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Which brings us onto the second phase, the wet excavation.

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By this point the floor was heading below the water table and there was still quite a way to go.

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So down they kept going to around 11 metres and that gave them no choice but to let the water in.

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Lots of it, but all nice and contained.

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Next, concrete was poured in to seal the bottom of the pit, yes, underwater, with a team of divers on hand to check that it was all going to plan.

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After the concrete had cured, the water was pumped out and sent off to a purification plant before being released back into the ground again.

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Fast forward to 2020 and the structural shells or carcasses of the main sections were beginning to take shape.

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Here you can see those Y-shaped columns being craned into place on Pier J.

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There are 86 of them in total along both sides, each weighing over 22 tonnes.

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At the same time, progress had been made with the construction of the new PeopleMover line.

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The columns were in and the track was being installed with its concrete girders and frames made from prefabricated parts.

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A few more years passed before the platformers began to take shape, along with the elevated section that connects with the new terminal building.

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And by late 2024, vehicles could be seen racing around on test runs, closely monitored by the control centre.

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But hold on a minute, I just mentioned 2020 and something else happened that year, didn't it?

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Trust me, I'd rather not go there either.

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But the pandemic is a part of this story.

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All kinds of major projects around the world were impacted, but airports were especially hard hit.

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Passenger demand plummeted, creating all kinds of uncertainty for new builds like T3.

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Getting the right materials, equipment and people to the site became a real challenge.

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It's one of the main reasons why the terminal's opening, originally planned for 2022, was pushed back by four years.

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Extending the timeline came at a cost.

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The initial price tag was just under €3bn but the final figure was around €4bn.

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Now, sure, that's not a small increase and the same can be said for the delay, but it's nothing compared to the Berlin fiasco.

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One thing that kept T3 from falling into the same trap was the design freeze.

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A big thing at Brandenburg was the constant redesigns which ended up making everything take more time and cost more money.

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What they've done at Frankfurt is decide on their designs right from the start and then stuck to them, which is a much less costly way of doing things.

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Speaking of costs, I really should point out where all the capital from this came from.

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Fraport says it was the biggest project on the continent to be privately funded, at least at the time of construction.

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Now that might sound odd when the state of Hessen has a 31% stake in the operator, with the city of Frankfurt holding another 21%.

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But all that does is give them a controlling public influence over the company and therefore the project.

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Those local authorities didn't have to put in a single Euro to build T3.

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So it's not being paid for out of public taxes, but now that it's open, the people of Germany, and indeed travellers from all around the world, have been able to give their verdicts.

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When it comes to architecture and design, the response has been mostly positive.

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There are loads of comments about its visual appeal, the choice of shops and restaurants.

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But the experience hasn't been trouble-free for everyone.

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Some have complained about painfully long lines at immigration.

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But that's partly because of the EU's new digital border system.

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What is more a fault of the new terminal

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and its infrastructure is the problem that loads of passengers faced just a month after the opening.

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The new Skyline extension stopped working, giving people no choice but to take shuttle buses between the terminals instead.

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And it took three weeks to get it up and running again.

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Since then, things seem to have been going relatively smoothly, and there have been no major issues during T3's first summer of operations.

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Now, we're not quite done covering the early feedback because it's not just travellers who've been given Frankfurt's new expansion their approval, at least on aesthetics.

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The terminal is one of seven projects included in the 2026 list of the world's most beautiful airports published by PrevaSci.

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It's a series of awards that's given out each year across various categories of architecture

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and T3 is the only European entry to make the list this time.

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Others include Navi Mumbai and the new Pittsburgh International Airport.

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Now, you know about the first one already because we featured it on the B1M pretty recently.

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As for my summary on T3, well, it's not been perfect, but these projects rarely are.

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What's been achieved here is great and there's recognition of it coming in from passengers.

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They can feel it and experience it, which is fantastic.

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And it bodes well because Frankfurt isn't yet done with its airport glow up.

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In June 2026, Terminal 2 was closed for refurbishment with all the airlines that flew from there, relocating to the new T3.

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With construction not due to start on that until 2030, ahead of a planned reopening in the mid-2030s, it's another scheme that's not going to be done quickly.

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But at least this time, thanks to Terminal 3, the pressure to succeed won't be quite as intense.

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This video was sponsored by Odoo.

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It massively helps us out when you guys take the time to go and check out our video sponsors, so please do go and have a look at Odoo, we'd really appreciate it.

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And as always guys, if you enjoyed this video and you want to get more from the definitive video channel for construction, make sure you're subscribed to the B1M.

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為何這個影片是絕佳的口語練習素材？

這段關於法蘭克福新機場的影片對話邏輯清晰、用詞地道，涵蓋了工程、歷史、商業等多領域詞彙，非常適合提升英語表達的豐富性。其口語化的敘事風格（如“but most of all, it had one job”）貼近日常交流，同時包含複雜句結構（如定語從句、狀語從句），能幫助學習者兼顧基礎表達與高階語法運用。此外，影片中對“turbulence”“sullied”等詞彙的靈活使用，為詞彙拓展提供了鮮活案例，是shadowing練習的優質素材。

拆解地道表達，掌握自然發音

“A huge expansion to one of Europe's busiest airports.” 此句中“expansion to”的連讀的發音技巧，以及“busiest”的重音位置，體現了英語節奏的自然流動。通過shadow speech練習，可糾正“busiest”易讀錯的尾音。
“The building was actually finished nine years ago. Then technical problems and safety defects began piling up.” 兩句間的停頓和“piling up”的弱讀處理，展現了口語中語意連貫的技巧。模仿時需注意“actually”的語調變化，避免生硬。
“Now with Frankfurt's long awaited new terminal finally up and running after experiencing some turbulence of its own.” 短語“up and running”“turbulence”的比喻用法生動形象，通過shadowing site反覆練習，可掌握此類習語的自然發音和語境運用。

高效shadowing練習步驟，快速提高英語發音

第一步：選擇影片中1-2分鐘的片段，逐句聽寫臺詞，標註連讀、弱讀和重音。第二步：使用shadow speak方法，播放原句後立即跟讀，重點模仿語調與節奏，錄製自己的發音。第三步：對比原音與錄音，找出“piling up”“turbulence”等詞彙的發音差異，重複練習。第四步：脫稿複述片段，嘗試用“shadowspeak”技巧自然融入地道表達。每天堅持15分鐘，可顯著提升口語流暢度與發音準確性。

影片中的語法

說話人最常用的結構，並附上影片中的原話：

結構	影片中的用法
現在完成時 have/has + 過去分詞 — 過去發生但與現在仍有關聯的事	has sullied · has just landed · has stayed
被動語態 be + 過去分詞 — 強調發生了什麼，而不是誰做的	have been completed · was expected · be switched
定語從句 who / which + 從句 — 補充說明人或事物	precise, which is · them, which is

什麼是跟讀法？

跟讀法 (Shadowing) 是一種有科學依據的語言學習技巧，最初開發用於專業口譯員的培訓，並由多語言者Alexander Arguelles博士普及。這個方法簡單而強大：您在聽英語母語原聲的同時立即大聲重複——就像是一個延遲1-2秒緊跟說話者的影子。與被動聽力或語法練習不同，跟讀法強迫您的大腦和口腔肌肉同時處理並模模擬實的講話模式。研究表明它能顯著提高發音準確性，語調，節奏，連讀，聽力理解和口語流利度——使其成為雅思口語備考和真實英語交流最有效的方法之一。

影子跟讀法: 閱讀完整分步指南 →

跟讀練習: Germany Has Finally Built a Decent Airport - 通過影片學習英語口語

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為何這個影片是絕佳的口語練習素材？

拆解地道表達，掌握自然發音

高效shadowing練習步驟，快速提高英語發音

影片中的語法

什麼是跟讀法？