高速铁路与动车组的外文翻译

附录A外文翻译High-speedRailandMultipleUnitsHigh-speedHigh-speedrailispublictransportbyrailatspeedsinexcessof200km/h.Typically,high-speedtrainstravelattopservicespeedsofbetween250km/hand300km/h-Theworldspeedrecordforaconventionalwheeledtrainwassetin1990,byaFrenchTGV(TrainaGrandevitesse)thatreachedaspeedof513.5km/h,andanexperimentalJapanesemagneticlevitationtrainhasreached581km/h.TheInternationalUnionofRailway’high-speedtaskforceprovidesdefinitionsofhigh-speedrailtravel.Thereisnosingledefinitionoftheterm,butratheracombinationofelements—neworupgradedtrack,rollingstock,operatingpractices一thatleadtohigh-speedrailoperations.Thespeedsatwhichatrainmusttraveltoqualifyas“high-speed”varyfromcountrytocountry,rangingfrom160km/htoover300km/h.Thereareconstraintsonthegrowthofthehighwayandairtravelsystems,widelycitedastrafficcongestion,orcapacitylimits.Airportshavelimitedcapacitytoservepassengersduringpeaktraveltimes,asdohighways.High-speedrail,whichhaspotentiallyveryhighcapacityonitsfixed4corridors,offersthepromiseofrelievingcongestionontheothersystems.PriortoWorldWarII,conventionalpassengerrailwastheprincipalmeansofintercitytransport.Passengerrailserviceshavelosttheirprimaryroleintransport,duetothesmallproportionofjourneysmadebyrail.High-speedrailhastheadvantageoverautomobilesinthatitcanmovepassengersatspeedsfarfasterthanthosepossiblebycar,whilealsoavoidingcongestion.Forjourneysthatdonotconnectcitycentretocitycentre,thedoortodoortraveltimeandthetotalcostofhigh-speedrailcanbecomparabletothatofdriving.Afactoftenmentionedbycriticsofhigh-speedtrains.However,supportersarguethatjourneysbytrainarelessstrenuousandmoreproductivethancarjourneys.Whilehigh-speedtrainsgenerallydonottravelasfastasjetaircraft,theyhaveadvantagesoverairtravelforrelativelyshortdistances.Whentravelinglessthanabout650km,theprocessofcheckinginandgoingthroughsecurityscreeningatairports,aswellasthejourneytotheairportitself,makesthetotaljourneytimecomparabletohigh-speedrail.Trainscanbeboardedmorequicklyinacentrallocation,eliminatingthespeedadvantageofairtravel.Raillinesalsopermitfargreatercapacityandfrequencyofservicethanwhatispossiblewithaircraft.High-speedtrainsalsohavetheadvantageofbeingmuchmoreenvironmentallyfriendly,especiallyiftheroutestheyservearecompetingagainstcloggedhighways.Theearlytargetareas,identifiedbyFrance,Japan,andtheU.S.,wereconnectionsbetweenpairsoflargecities.InFrancethiswasParis-Lyon,inJapanTokyo-Osaka,andintheU.S.theproposalsareinhigh-densityareas.Theonlyhigh-speedrailserviceatpresentintheUSAisintheNortheastCorridorbetweenBoston,NewYorkandWashington,D.C；itusestiltingtrainstoachievehighspeedsonexistingtracks,sincebuildingnew,straighterlineswasnotpractical,giventheamountofdevelopmentoneithersideoftherightofway.Fiveyearsafterconstructionbeganontheline，thefirstJapanesehigh-speedraillineopenedontheeveofthe1964OlympicsinTokyo,connectingthecapitalwithOsaka.ThefirstFrenchhigh-speedraillinewasopenedin1981,theFrenchrailagency,planningstartingin1966andconstructionin1976.Theopeningceremoniesweresignificantevents,beingreportedinternationally,butnotassociatedwithamajorshowpiecesuchasaWorld’sFairorOlympicGames.Marketsegmentationhasprincipallyfocusedonthebusinesstravelmarket.TheFrenchfocusonbusinesstravelersisreflectedinthenatureoftheirrailcars.Pleasuretravelisasecondarymarket,thoughmanyoftheFrenchextensionsconnectwithvacationbeachesontheAtlanticandMediterranean,aswellasmajoramusementparks.FridayeveningsarethepeaktimeforTGVs.Thesystemhasloweredpricesonlongdistancetraveltocompetemoreeffectivelywithairservices，andasaresultsomecitieswithinanhourofParisbyTGVhavebecomecommutercommunities,thusincreasingthemarket,whilerestructuringlanduse,Asideeffectofthefirsthigh-speedraillinesinFrancewastheopeningupofpreviouslyisolatedregionstofasteconomicdevelopment.Somenewerhigh-speedlineshavebeenplannedprimarilyforthispurpose.MultipleUnitsThetermMultipleUnitorMUisusedtodescribeaself-propellingtrainunitcapableofcouplingwithotherunitsofthesameorsimilartypeandstillbeingcontrolledfromonecab.1Thetermiscommonlyusedtodenotepassengertrainsetsthatconsistofmorethanonecarriage,butsingleself-propellingcarriages,canbereferredtoasmultipleunitsifcapableofoperatingwithotherunits.Multipleunitsareofthreemaintypes:ElectricMultipleUnit(EMU),DieselMultipleUnit(DMU),DieselElectricMultipleUnits(DEMU).Multipleunittrainsethasthesamepowerandtractioncomponentsasalocomotive,butinsteadofthecomponentsconcentratinginonecarbody,theyarespreadoutoneachcarthatmakesuptheset2Thereforethesecarscanonlypropelthemselveswhentheyarepartofsemi-permanentlycoupled.Forexample,aDMUmighthaveonecarcarrytheprimemoverandtractionmotors,andanothertheengineforheadendpowergeneration；anEMUmighthaveonecarcarrythepantographandtransformer,andanothercarcarrythetractionmotors.AdvantagesMultipleunitshaveseveraladvantagesoverlocomotive-hauledtrains.Energyefficiency—MUsaremoreenergyefficientthanlocomotive-hauledtrains.Theyaremorenimble,especiallyongrades,asmuchmoreofthetrain’sweight(sometimesallofit)iscarriedonpower-drivenwheels,ratherthansufferthedeadweightofunpoweredhauledcoaches.Inaddition,theyhavealowerweight-per-seatvaluethanlocomotive-hauledtrainssincetheydonothaveabulkylocomotivethatdoesnotitselfcarrypassengersbutecmtributestothetotalweightofthetrain.Thisisparticularlyimportantfortrainservicesthathavefrequentstops,sincetheenergyconsumedforacceleratingthetrainincreasessignificantlywithanincreaseinweight.Noneedtoturnlocomotive~MostMUshavecabsatbothend,resultinginquickerturnaroundtimes,reducedcrewingcostsiandenhancedsafety.Thefasterturnaroundtimeandthereducedsize(duetohigherfrequencies)ascomparedtolargelocomotive-hauledtrains,hasmadetheMUamajorpartofsuburbancommuterrailservicesinmanycountries,MUsarealsousedbymostrapidtransitsystems.Composingcanbechangedmidjourney~MUsmayusuallybequicklymadeuporseparatedintosetsofvaryinglengths.Severalmultipleunitsmayrunasasingletrain,thenbebrokenatajunctionpointintosmallertrainsfordifferentdestinations.Reliability—Duetohavingmultipleenginesthefailureofoneenginedoesnotpreventthetrainfromcontinuingitsjourney.Alocomotivedrawntraintypicallyonlyhasonepowerunitwhosefailurewilldisablethetrain.Somelocomotivehauledtrainsmaycontainmorethanonepowerunitandthusbeabletocontinueatreducedspeedafterthefailureofone.Safety—Multipleunitsnormallyhavecompletelyindependentbrakingsystemsonallcarsmeaningthefailureofthebrakesononecardoesnotpreventthebrakesfromoperatingontheothercars.Axleload—Multipleunitshavelighteraxleloads,allowingoperationonlightertracks,wherelocomotivesarebanned.Anothersideeffectofthisisreducedtrackwear,astractionforcescanbeprovidedthroughmanyaxles,ratherthanjustthefourorsixofalocomotive.Easyandquickdriving~Multipleunitsgenerallyhaverigidcouplersinsteadoftheflexibleonesonlocomotivehauledtrains.Thatmeansbrakesorthrottlecanbemorequicklyappliedwithoutexcessiveamountofjerkexperiencedinpassengercoaches.Disadvantages:MultipleUnitsdohavesomedisadvantagesascomparedtolocomotivehauledtrains.Maintenance—Itmaybeeasiertomaintainonelocomotivethanmanyself-propelledcars.Safety—Inthepastitwasoftensafertolocatethetrain'spowersystemsawayfrompassengers.Thiswasparticularlythecaseforsteamlocomotives,butstillhassomerelevanceforotherpowersources.Aheadoncollisioninvolvingamultiple-unitislikelytoresultinmorecasualtiesthanonewithalocomotive*Easyreplacementofmotivepower~Shouldalocomotivefail,itiseasilyreplaced.Failureofamultipleunittrain-setwilloftenrequireawholenewtrainortime-consumingswitching.Efficiency—Idletrainsdonotwasteexpensivemotivepowerresources.Separatelocomotivesmeanthatthecostlymotivepowerassetscanbemovedaroundasneeded.Flexibility—Largelocomotivescanbesubstitutedforsmalllocomotiveswherethegradientsoftheroutebecomesteeperandmorepowerisneeded.5Also,differenttypesofpassengercarscanbeeasilyaddedtoorremovedfromalocomotivehauledtrain.However,itisnotsoeasyforamultipleunitsinceindividualcarscanbeattachedordetachedonlyinamaintenancefacility.NoiseandVibration—Thepassengerenvironmentofamultipleunitisoftennoticeablynoisierthanthatofalocomotive-hauledtrain,duetothepresenceofunderfloormachinery.Thesameappliestovibration.ThisisparticularproblemwithDMUs.Obsolescencecycles—Separatingthemotivepowerfromthepayload-haulingcarsmeansthateithercanbereplacedwhenobsoletewithoutaffectingtheother.Itisdifficulttohavegangwaysbetweencoupledsets,andstillretainanaerodynamicleadingfrontend.FeaturesItisnotnecessaryforeverysinglecarinaMUsettobemotorized.ThereforeMUcarscanbemotorunitsortrailerunits.Insteadofmotors,trailingunitscancontainsomesupplementalequipmentsuchasaircompressors,batteries,etc.InsomeMUtrains,everycarisequippedwithadrivingconsole,andothercontrolsnecessarytooperatethetrain.Thereforeeverycarcanbeusedasacabcarwhetheritismotorisedornot,ifontheendofthetrain.However,otherEMUscanbedriven/controlledonlyfromdedicatedCabcars.Well-knownexamplesofMUsaretheJapaneseShinkansenandthelastgenerationGermanICE.MosttrainsintheNetherlandsandJapanareMUs,makingthemsuitableforuseinareasofhighpopulationdensity.Anewhigh-speedMUwasunveiledbyFrance’sAlstomonFebruary5th,2008*Ithasaclaimedservicespeedof360km/h..from：RailwaysignalsprofessionalEnglis中文翻译:高速铁路与动车组高速铁路高速铁路是一种运行时速超过200千米的公共轨道交通。一般来说，高速列车运行的最高时速在250千米到300千米之间。对于常规有轨列车来说世界最高速度记录是在1990年法国高速铁路列车的时速达到了515.3千米日本磁悬浮列车实验时速可达581千米。国际高速铁路联合会提供了高速铁路运行的定义。该定义并不唯一而是众多因素的集合如全新或升级了的铁轨、车辆、实际运营，这些都与高速铁路运营有关。可以称得上高速列车运行速度在各个国家是不同的，从时速160千米直到时速300千米以上。对于高速公路和航空的增长限制一般认为是由于交通拥挤或容量限制。在出行高峰时间机场以有限的能力来服务乘客高速公路也是一样。高速铁路拥有潜在的在固定通道上的高运输量为减轻其他交通系统的拥挤提供了保证。在第二次世界大战以前，一般铁路客运是城际交通的首选方式。然而，自从通过铁路出行旅游的比例变小铁路客运服务就失去了它在交通方面的主导地位。高速铁路比汽车运输更有优势它不仅能够给旅客提供比汽车快得多的速度而且也避免了交通拥挤。对于那些不是连接城市中心到城市中心的旅程来说，高速铁路“门到门”运输的出行时间以及总成本可以与汽车相比拟。虽然经常会有一些人批评高速铁路，但另外一些支持者认为火车与汽车出行相比，具有更少的紧张性以及更高的效率。然而虽然高速列车一般来说没有喷气式飞机速度快，但相对短距离来说高速铁路比航空更有优势。当旅行距离少于650千米时，在机场签到及通过安全门，再加上去机场的时间，使得整个旅行时间和高速铁路旅行时间差不多。而且高速铁路可在城市中心区域上火车抵消了航空旅行的优势。与航空相比铁路线允许更大的运量和更高的服务频率。如果高速铁路所运行的路线与拥挤的高速公路展开竞，则高速铁路还具有更环保的出行优势。法国、日本和美国所确定的高速铁路早期目标是连接大城市。在法国高速铁路连接巴黎到里昂，在日本高速铁路连接东京到大阪，美国则建议高速铁路在人口高度密集的地方修建。目前，在美国唯一一条服役的高速铁路是在波士顿、纽约和华盛顿间的东北高速通道。因为在公用铁路的任何一方修建同等长度的新的直线铁路均是不实际的所以采用摆式列车在常规轨道上来获取高速度。通过5年的建设，日本第一条高速铁路线于1964年东京奥运会前夕开通，连接首都到大阪。法国铁路公司在1966年开始计划。于1976年修建法国第一条高速铁路线并于1981年开通。通车典礼当时在世界上广为报道是盛况空前的大事但并没有被认为像世界博览会或奥运会那样具有重大的影响力。市场细分的主要焦点放在商务旅行市场上。法国把焦点放在商务旅行，反映了其铁路车辆的特性。虽然法国高速铁路线延伸至大西洋和地中海的度假海滩还有主要的娱乐公园但旅游出行是高速铁路的次要市场。周五晚是法国高速铁路高峰时间。对于长途旅行降低高速铁路运输的价格使其与航空服务竞争更有优势。结果，到巴黎乘高速铁路只需一个小时的一些城市变成了通勤社区，因此虽然对土地利用进行了结构调整，但高速铁路市场仍然得以扩大。法国第一条高速铁路的影响在于开发了一些以前较偏僻的地区使该地区的经济快速发展。一些新高速铁路最初的计划也是基于该目的的。动车组动车组这一术语用于描述自力推进的列车组。该列车组可以与其他一样或类似的列车组连接起来并且受同一司机室控制。该术语通常用于表示由多节车厢组成的固定编组列车，但单个自力推进的车厢若可与其他车厢运行则也可被称为动车组。动车组有如下三种主要类型：电力动车组，内燃动车组，内燃电力动车组。动车组固定编组列车虽然具有与机车一样的动力和牵引力，但不是将构件集中在单节车体上，而是分散在组成列车组的每一节车厢上。因此这些车厢作为列车组的一部分就可自力推进，因而使得车厢暂时地连接。例如，内燃动车组可能由一节车厢运送原动力和牵引电机，另一机车用于首端发电。电力动车组可能有一节车厢运送导电弓和变压器，而另一节车厢运送牵引电机。优点动车组比机车拖动普通列车具有如下方面的一些优势。能效。动车组比机车拖动普通列车具有更高的能效。动车组更敏捷，特别是在斜坡上，因为大部分列车的重量被传送至电力驱动的车轮上，而不用承受无动力拖动车厢的固定负载。此外，因为动车组没有大容量机车，而大容量机车不仅自身并不能运送旅客，而且增加了列车的总重量。所以动车组比机车拖动普通列车具有较低的单位座位重量。对于那些需要频繁停站的列车服务来说这是特别重要的，因为用于加速列车的能源消耗随着列车重量的增加也极大地增加。无需掉转车头。多数动车组两端都有驾驶室大大加快了运转速