高速铁路与动车组的外文翻译.docx

1、附录A 外文翻译High-speed Rail and Multiple UnitsHigh-speedHigh-speed rail is public transport by rail at speeds in excess of 200 km/h. Typically, high-speed trains travel at top service speeds of between 250 km/h and 300 km/h- The world speed record for a conventional wheeled train was set in 1990，by a Fr

2、ench TGV (Train a Grande vitesse) that reached a speed of 513.5km/h，and an experimental Japanese magnetic levitation train has reached 581 km/h.The International Union of Railway high-speed task force provides definitions of high-speed rail travel. There is no single definition of the term, but rath

3、er a combination of elementsnew or upgraded track, rolling stock, operating practices一that lead to high-speed rail operations. The speeds at which a train must travel to qualify as “high-speed” vary from country to country, ranging from 160 km/h to over 300 km/h.There are constraints on the growth o

4、f the highway and air travel systems，widely cited as traffic congestion, or capacity limits. Airports have limited capacity to serve passengers during peak travel times, as do highways. High-speed rail，which has potentially very high capacity on its fixed 4 corridors，offers the promise of relieving

5、congestion on the other systems. Prior to World War II, conventional passenger rail was the principal means of intercity transport. Passenger rail services have lost their primary role in transport, due to the small proportion of journeys made by rail.High-speed rail has the advantage over automobil

6、es in that it can move passengers at speeds far faster than those possible by car, while also avoiding congestion. For journeys that do not connect city centre to city centre，the door to door travel time and the total cost of high-speed rail can be comparable to that of driving. A fact often mention

7、ed by critics of high-speed trains. However, supporters argue that journeys by train are less strenuous and more productive than car journeys.While high-speed trains generally do not travel as fast as jet aircraft, they have advantages over air travel for relatively short distances. When traveling l

8、ess than about 650 km, the process of checking in and going through security screening at airports, as well as the journey to the airport itself, makes the total journey time comparable to high-speed rail. Trains can be boarded more quickly in a central location，eliminating the speed advantage of ai

9、r travel. Rail lines also permit far greater capacity and frequency of service than what is possible with aircraft.High-speed trains also have the advantage of being much more environmentally friendly, especially if the routes they serve are competing against clogged highways.The early target areas，

10、identified by France，Japan，and the U.S.，were connections between pairs of large cities. In France this was Paris-Lyon, in Japan Tokyo-Osaka, and in the U.S. the proposals are in high-density areas. The only high-speed rail service at present in the USA is in the Northeast Corridor between Boston, Ne

11、w York and Washington, D.C,； it uses tilting trains to achieve high speeds on existing tracks, since building new，straighter lines was not practical, given the amount of development on either side of the right of way.Five years after construction began on the line，the first Japanese high-speed rail

12、line opened on the eve of the 1964 Olympics in Tokyo, connecting the capital with Osaka. The first French high-speed rail line was opened in 1981，the French rail agency, planning starting in 1966 and construction in 1976. The opening ceremonies were significant events, being reported internationally

13、, but not associated with a major showpiece such as a Worlds Fair or Olympic Games.Market segmentation has principally focused on the business travel market. The French focus on business travelers is reflected in the nature of their rail cars. Pleasure travel is a secondary market, though many of th

14、e French extensions connect with vacation beaches on the Atlantic and Mediterranean, as well as major amusement parks. Friday evenings are the peak time for TGVs. The system has lowered prices on long distance travel to compete more effectively with air services，and as a result some cities within an

15、 hour of Paris by TGV have become commuter communities, thus increasing the market, while restructuring land use, A side effect of the first high-speed rail lines in France was the opening up of previously isolated regions to fast economic development. Some newer high-speed lines have been planned p

16、rimarily for this purpose.Multiple UnitsmmW!0The term Multiple Unit or MU is used to describe a self-propelling train unit capable of coupling with other units of the same or similar type and still being controlled from one cab.1 The term is commonly used to denote passenger trainsets that consist o

17、f more than one carriage, but single self-propelling carriages, can be referred to as multiple units if capable of operating with other units.Multiple units are of three main types：Electric Multiple Unit (EMU),Diesel Multiple Unit (DMU),Diesel Electric Multiple Units (DEMU).Multiple unit trainset ha

18、s the same power and traction components as a locomotive, but instead of the components concentrating in one carbody，they are spread out on each car that makes up the set 2 Therefore these cars can only propel themselves when they are part of semi-permanently coupled.For example, a DMU might have on

19、e car carry the prime mover and traction motors, and another the engine for head end power generation； an EMU might have one car carry the pantograph and transformer, and another car carry the traction motors.AdvantagesMultiple units have several advantages over locomotive-hauled trains.Energy effic

20、iencyMUs are more energy efficient than locomotive-hauled trains. They are more nimble, especially on grades, as much more of the trains weight ( sometimes all of it) is carried on power-driven wheels, rather than suffer the dead weight of unpowered hauled coaches. In addition, they have a lower wei

21、ght-per-seat value than locomotive-hauled trains since they do not have a bulky locomotive that does not itself carry passengers but ecmtributes to the total weight of the train. This is particularly important for train services that have frequent stops, since the energy consumed for accelerating th

22、e train increases significantly with an increase in weight.No need to turn locomotiveMost MUs have cabs at both end, resulting in quicker turnaround times, reduced crewing costs i and enhanced safety. The faster turnaround time and the reduced size (due to higher frequencies) as compared to large lo

23、comotive -hauled trains, has made the MU a major part of suburban commuter rail services in many countries, MUs are also used by most rapid transit systems.Composing can be changed mid journeyMUs may usually be quickly made up or separated into sets of varying lengths. Several multiple units may run

24、 as a single train，then be broken at a junction point into smaller trains for different destinations.ReliabilityDue to having multiple engines the failure of one engine does not prevent the train from continuing its journey. A locomotive drawn train typically only has one power unit whose failure wi

25、ll disable the train. Some locomotive hauled trains may contain more than one power unit and thus be able to continue at reduced speed after the failure of one.SafetyMultiple units normally have completely independent braking systems on all cars meaning the failure of the brakes on one car does not

26、prevent the brakes from operating on the other cars.Axle loadMultiple units have lighter axle loads, allowing operation on lighter tracks, where locomotives are banned. Another side effect of this is reduced track wear, as traction forces can be provided through many axles, rather than just the four

27、 or six of a locomotive.Easy and quick drivingMultiple units generally have rigid couplers instead of the flexible ones on locomotive hauled trains. That means brakes or throttle can be more quickly applied without excessive amount of jerk experienced in passenger coaches.Disadvantages：Multiple Unit

28、s do have some disadvantages as compared to locomotive hauled trains.MaintenanceIt may be easier to maintain one locomotive than many self-propelled cars.SafetyIn the past it was often safer to locate the trains power systems away from passengers. This was particularly the case for steam locomotives

29、, but still has some relevance for other power sources. A head on collision involving a multiple-unit is likely to result in more casualties than one with a locomotive*Easy replacement of motive powerShould a locomotive fail, it is easily replaced. Failure of a multiple unit train-set will often req

30、uire a whole new train or time-consuming switching.EfficiencyIdle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.FlexibilityLarge locomotives can be substituted for small locomotives where the gradient

31、s of the route become steeper and more power is needed.5 Also, different types of passenger cars can be easily added to or removed from a locomotive hauled train. However, it is not so easy for a multiple unit since individual cars can be attached or detached only in a maintenance facility.Noise and

32、 VibrationThe passenger environment of a multiple unit is often noticeably noisier than that of a locomotive-hauled train, due to the presence of underfloor machinery. The same applies to vibration. This is particular problem with DMUs. Obsolescence cyclesSeparating the motive power from the payload

33、-hauling cars means that either can be replaced when obsolete without affecting the other.It is difficult to have gangways between coupled sets, and still retain an aerodynamic leading front end.FeaturesIt is not necessary for every single car in a MU set to be motorized. Therefore MU cars can be mo

34、tor units or trailer units. Instead of motors, trailing units can contain some supplemental equipment such as air compressors, batteries, etc.In some MU trains，every car is equipped with a driving console, and other controls necessary to operate the train. Therefore every car can be used as a cab ca

35、r whether it is motorised or not, if on the end of the train. However, other EMUs can be driven/controlled only from dedicated Cab cars.Well-known examples of MUs are the Japanese Shinkansen and the last generation German ICE. Most trains in the Netherlands and Japan are MUs, making them suitable fo

36、r use in areas of high population density. A new high-speed MU was unveiled by Frances Alstom on February 5th, 2008 It has a claimed service speed of 360 km/h.from：Railway signals professional Englis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

37、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

38、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

39、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

40、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

41、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

42、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度，降低了车务人员成

43、本提高了安全性。与大型机车拖动普通列车相比，这种加快了运转速度以及减少了车务人员使其在许多国家成为市郊通勤铁路的主导，而且动车组还用于高速交通系统。 在途中可改变其构成。动车组通常可迅速地编组或解体为不同长度的列车组。几个 动车组可作为单辆列车运行即在枢纽站可分开成数截分别开向不同的目的地。 可靠性。由于具有多个机车，因此单个机车的故障不会防碍列车继续其旅程。牵引列车的机车仅仅只有一个动力单元其故障将使列车不能工作。牵引列车的一些机车可包含多个动力单元因而即使在其中一个失灵后也可降低速度继续行驶。安全性。通常动车组在所有车厢上都具有完全独立的制动系统，这意味着单节车厢制动的失灵不会防碍其他车厢

44、制动的运行。轴重。动车组具有更轻的允行在禁止机车的轻型轨道上运行的轴重。但负面影响是降低了轨道磨损，因为牵引力可通过多个轮轴提供而不仅仅是机车的四个或六个轮轴。操作便捷。通常动车组在拖动列车的机车上具有刚性连接器而不是柔性的。那就意味着如果在旅客车厢没有经历过度的制动则可更迅速地刹车。缺点与机车拖动普通列车相比动车组也具有如下方面的一些缺点。保养。保养单节机车比保养多节自力推进的车厢更容易。安全性。过去使列车动力系统远离旅客通常更安全些。特别是在蒸汽机车的情况下，但安全性与其他的动力源有一些关系。动车组迎面碰撞比机车碰撞可能导致更多的人员伤亡。动力容易替换。若机车不能工作则很容易替换。动车组的

45、固定编组列车若有故障通常要求替换为全新列车或耗费大量的时间进行替换。能效。闲置列车不用浪费昂贵的动力资源。机车分离意味着当有需要时可移动昂贵的动力资产。 灵活性。在坡度越来越陡的路线上以及需要更多动力时，大型机车可被小型机车取代。而且，不同类型的客运车厢从机车牵引普通列车中可轻易摘挂。然而，这对动车组来说并不容易，因为单个车厢仅在借助于辅助设备时才能摘挂。噪音和振动。由于安装于车底的机械装置的存在动车组的旅客环境通常比机车牵引普通列车的更嘈杂，振动情况也是如此。这是内燃动车组特别的问题。退化周期。从动力分离有效载荷牵引车厢意味着当某一配件退化且不影响其他配件时任一配件可被替换。连接的车组间很难

46、有过道，但仍保留了空气动力的前端通道。特征在动车组的固定编组列车中没有必要为每一节车厢安装动力，因而，动车组车厢可以是动力组或拖车组。代替动力组拖车组可以包含一些附加设备。例如，空气压缩机、电池等。在一些动车组列车上，每节车厢都装备有驾驶控制台和其他运行列车所必需的控制台。因而每节车厢不管是否有动力均可用作驾驶车厢，可能的话驾驶车厢都置于列车尾部。其他动车组可仅从一专门的驾驶车厢驾驶或控制。动车组最著名的例子是日本的新干线和最后一代德国城际特快列车。在荷兰和日本多数列车是动车组使其适合于人口密度高的地区。新的高速动车组由法国阿尔斯通在2008年2月5日揭开面纱，据称其服务时速为360千米。源自：铁道信号专业英语. .此处忽略！