[转载翻译]英国《每日电讯报》对京沪高铁开通的报道

http://bbs.ourail.com/thread-120750-1-1.html

原文链接：
http://www.telegraph.co.uk/news/ ... peed-rail-link.html

China to open Beijing-Shanghai high speed rail link
China opens its Beijing-Shanghai high speed rail link to the public this week, barely three years after construction began. Our China Correspondent, Peter Foster, was given a ticket to ride.
Link to this video
Peter Foster

By Peter Foster

12:49PM BST 27 Jun 2011

Our journey into the future starts even before boarding the sleek, white Chinese bullet-train that will speed the 820 miles to Shanghai — that’s almost as far as Land’s End to John O’Groats — in just four hours and 48 minutes.

Beijing’s South Railway Station is a marvel of modernity, a vaulting glass dome propped up on steel stilts that looks like a flying saucer has just landed from outer space. Compared to the average British railway station, that’s where we might as well be.

China has more than built 300 ultra-modern railway stations during a decade-long railway building boom; grand symbols of its rising economic power, just as the great London stations of Euston, Paddington and Kings Cross were for the Victorians.

It’s 9am and, with soft whine of the giant electric motor, we’re off; gliding out of Beijing South where the platform is so clean the guard’s reflection shines in the polished granite. A digital sign in the carriage shows our steadily building speed in kilometers per hour… 48kph… 180kph… 247kph….

Seven minutes after departure and we reach cruising speed of 300kph (186mph)
Related Articles

    China's top five engineering feats
    28 Jun 2011

    New San Francisco bridge built in China to be shipped to US
    28 Jun 2011

    Beijing to Shanghai Railway: by numbers
    27 Jun 2011

    Beijing to Shanghai Railway: diary of a 4h 48m journey
    27 Jun 2011

    China high speed rail link: other fast trains around the world
    27 Jun 2011

which is the normal operating speed of the Chinese-built CRH-380BL locomotive, that contains a lot of foreign technology, though the Chinese engineers are on board are reluctant to specify how much.

Either way, the sensation of speed is remarkable. It feels like being in an airliner, hurtling down the runway, moments before take-off (only today, obviously, we hope to keep the wheels firmly on the ground).

The ride is also rather smoother; a hostess dressed in an almost military uniform — crisp white shirt, peaked cap and gold epaulettes - sets a refreshing cup of green tea down on my table: even at this speed, the surface barely ripples.

A recent survey by the Tax Payers Alliance recently found that nearly half of the general public want Britain’s own GBP32bn high speed rail plans to be scrapped, but I have a feeling that if the naysayers rode this train, they might just change their minds.

“We have regularly exceeded 400kph in testing,” says Wei Qiang, the director of engineering for the GBP 21.4bn project which, with its 288 bridges and 21 tunnels has cost more than any other Chinese epic of engineering, including the Three Gorges Dam, and was completed in just 39 months.

Rural China is flashing by outside the window. We’re effectively flying through the countryside at about 40ft - nearly 80 per cent of the track is built on raised concrete pylons - while outside straw-hatted farmers till fields dotted with the mounds that mark the tombs of their ancestors.

They plant their crops around the dead like an English farmer might circumvent an old oak tree; some trudge behind mechanical rotavators, others use horses or hoes to turn the soil, but all live a world apart from this high-speed capsule rocketing through their midst.

Curiously, opponents of China’s high speed railways have much the same complaints as British critics, albeit at a different level.

They argue that the railways are an expensive vanity project that fit the ambitions of government ministers but offers too slim a return on investment — better, surely to spend the money on health, education and welfare.

Certainly the poor farmers couldn’t afford even the cheap seats (GBP50 one way) let alone the luxury “sight-seeing” class, where, for GBP170 one way, passengers can sit behind the driver in fully reclining pod-seats and watch through the glass as the track flashes by.

But whatever the cost, it seems, China’s leaders are determined to forge ahead — “do it now, do it fast, do it now, do it fast” — is the mantra, to build before land gets too expensive and people too difficult to move.

Sustainable or not, the race to build a new, world-beating China is on.

That is why in the last decade China has laid more new high-speed rail track than all new Western countries combined over the past half-century, and it plans to keep investing at the rare of GBP70bn a year for the forseeable future.

Could China build Britain’s own HS2 links to from London to Leeds, Manchester and perhaps beyond?

“Of course it can!”, says Xu Yifa, a lifelong servant of China Railways, “There can be no argument. China has been to all the countries with high speed rail and then taken the best parts. We are now the most advanced high speed rail nation in the world. We can build it for you easily.” Mr Xu began his career nearly 40 years ago shoveling coal into steam locos — he estimates he’s personally shoveled 8,000 tons of coal - before becoming a diesel-electric driver and now an official on the Beijing-Shanghai line.

China is full of such people, who have seen almost unfathomable changes in their own lifetimes, and believe earnestly in the future their nation is building for itself. They believe because they see it changing daily before their eyes.

Could China even fix our perennially late trains? “No problem, that’s not difficult,” he says, “just a question of good management.” No doubt it is more complicated than that, but sometimes it’s impossible not to admire, even envy, China’s sense of self-belief.

It is 13.45 and we cruise effortlessly into Shanghai’s Hongqiao Station. And like most of China’s high speed rail projects, we’re being delivered ahead of schedule.

翻译：

我们通往未来的旅途在登上光滑、白色的中国高速列车之前就开始了。这些列车将风驰电掣地跑完北京到上海820英里的旅程，这个距离和伦敦到苏格兰最北端的距离一样，但旅行时间只有4小时48分。
北京南站是一个现代化的奇迹，由钢柱支撑的玻璃圆拱看起来像降落在地球上的外星飞碟；与之相比，普通的英国火车站确实属于另一个星球。
在过去10年的铁路建设热潮中，中国建造了300个超现代的火车站，这些都是中国崛起的经济力量的伟大象征；就像伦敦的尤斯顿、帕丁顿和国王十字这些壮丽的火车站是维多利亚时代英国经济力量的伟大象征一样。
上午9点，伴随着牵引电机轻柔的声音，我们出发了；北京南站大理石地板磨得如此光滑，当列车滑过时，我们能在地板上看到保安的倒影。车厢中的电子显示牌告诉我们，列车在逐渐加速，48km/h，180 km/h，247 km/h，出发7分钟后，速度达到了300 km/h-----中国制造的crh380bl动车的运营速度。这个型号包含了很多外国技术，但车上的中国工程师不愿说到底有多少

但无论如何，高速度带来的体验是非常不一般的，感觉就像乘坐一架在跑道上高速滑行、即将起飞的飞机（当然唯一的区别是这次我们不希望轮子离开地面）。
列车运行也很平稳，服务员着装类似军装：卷曲的白衬衫、尖顶帽和金色徽章，她们为我沏好一杯清新的绿茶，尽管速度很快，但茶水却不起波澜。
最近英国纳税人联盟做得调查表明，有近一半英国公众希望英国投资320亿英镑的高速铁路计划下马，但我个人感觉，如果那些反对者能来中国体验一下京沪高铁，他们恐怕会改变自己的想法。
京沪高铁魏强的工程主任说，“我们在测试中速度经常超过400千米每小时”。京沪高铁有288座桥梁和21挑隧道，总投资达到214亿英镑，超过了三峡工程的投资。全部工程只用了39个月完成
疾驰的列车外，中国农村从车窗中快速闪过。我们实际是在12米高的空中飞行：大约80%的里程是建在水泥桥墩之上的。车外，戴着草帽的农民在耕作农田。农田中偶尔有的土堆，是他们祖先的坟茔。中国农民在祖先坟墓周围耕作，就如英国农民会在一株老橡树周围耕作一样。有些农民在使用微耕机，有些在用马或锄头耕作。但所有这些与从他们中间疾驰而过的高速列车，都属于两个不同的世界。
有意思的是，中国高铁反对者的理由和英国的差不多，只不过有些量的区别。他们说，铁路是代价昂贵的面子工程，只满足政府的野心，但投资收益很低，这些钱最好用于医疗，教育和福利。
确实，贫穷的农民很难负担得起二等座（单程票价50磅），更不要说豪华的观景座了，后者价格达到170磅，乘客可躺在放下的椅子中欣赏窗外飞驰而过的景色。
但中国领导层似乎下定决心，无论代价如何，都要向前推进，早干、快干是现在的政策，在土地变得更加昂贵和拆迁变得更加困难以前把铁路修好。
无论是否可持续，建设一个领先世界的新中国的赛跑仍在持续。过去10年，中国新建的高铁里程超过所有西方国家半个世纪建设之和，而且在可预见的未来，中国每年仍将投资700亿英镑继续建设。
那么，中国能不能为英国建设高铁HS2线（伦敦-利兹-曼彻斯特）呢？
中国铁路的一位资深员工，徐宜发的回答是，“当然可以！没什么可说的，中国学习了各国的高铁技术，从中吸取精华，我们高铁现在是世界最先进的，我们能够很容易为你们建好”。徐先生工作开始于在蒸汽机车上铲煤----他自己估计一辈子总共铲了8000吨煤，之后他成为柴油和电动机车的司机，现在则是京沪线上的一名官员。
中国现在到处都是这样的人，他们在自己的一生中目睹了不可思议的变化，对自己国家的未来充满了真诚的自信，他们有这样的自信，是因为他们能亲眼目睹自己国家每天的变化。3
那么中国能不能帮助英国解决火车晚点这个老大难问题？“没问题” ，徐宜发回答，“这就是一个管理问题”。毫无疑问，实际情况没这么简单，但是有的时候，你真的会情不自禁对中国如今的自信感到敬佩，乃至嫉妒。
13点45分，列车轻巧地滑进了上海虹桥站。我们这趟旅行就像中国绝大多数高铁项目一样，提前完成了。http://bbs.ourail.com/thread-120750-1-1.html

原文链接：
http://www.telegraph.co.uk/news/ ... peed-rail-link.html

China to open Beijing-Shanghai high speed rail link
China opens its Beijing-Shanghai high speed rail link to the public this week, barely three years after construction began. Our China Correspondent, Peter Foster, was given a ticket to ride.
Link to this video
Peter Foster

By Peter Foster

12:49PM BST 27 Jun 2011

Our journey into the future starts even before boarding the sleek, white Chinese bullet-train that will speed the 820 miles to Shanghai — that’s almost as far as Land’s End to John O’Groats — in just four hours and 48 minutes.

Beijing’s South Railway Station is a marvel of modernity, a vaulting glass dome propped up on steel stilts that looks like a flying saucer has just landed from outer space. Compared to the average British railway station, that’s where we might as well be.

China has more than built 300 ultra-modern railway stations during a decade-long railway building boom; grand symbols of its rising economic power, just as the great London stations of Euston, Paddington and Kings Cross were for the Victorians.

It’s 9am and, with soft whine of the giant electric motor, we’re off; gliding out of Beijing South where the platform is so clean the guard’s reflection shines in the polished granite. A digital sign in the carriage shows our steadily building speed in kilometers per hour… 48kph… 180kph… 247kph….

Seven minutes after departure and we reach cruising speed of 300kph (186mph)
Related Articles

    China's top five engineering feats
    28 Jun 2011

    New San Francisco bridge built in China to be shipped to US
    28 Jun 2011

    Beijing to Shanghai Railway: by numbers
    27 Jun 2011

    Beijing to Shanghai Railway: diary of a 4h 48m journey
    27 Jun 2011

    China high speed rail link: other fast trains around the world
    27 Jun 2011

which is the normal operating speed of the Chinese-built CRH-380BL locomotive, that contains a lot of foreign technology, though the Chinese engineers are on board are reluctant to specify how much.

Either way, the sensation of speed is remarkable. It feels like being in an airliner, hurtling down the runway, moments before take-off (only today, obviously, we hope to keep the wheels firmly on the ground).

The ride is also rather smoother; a hostess dressed in an almost military uniform — crisp white shirt, peaked cap and gold epaulettes - sets a refreshing cup of green tea down on my table: even at this speed, the surface barely ripples.

A recent survey by the Tax Payers Alliance recently found that nearly half of the general public want Britain’s own GBP32bn high speed rail plans to be scrapped, but I have a feeling that if the naysayers rode this train, they might just change their minds.

“We have regularly exceeded 400kph in testing,” says Wei Qiang, the director of engineering for the GBP 21.4bn project which, with its 288 bridges and 21 tunnels has cost more than any other Chinese epic of engineering, including the Three Gorges Dam, and was completed in just 39 months.

Rural China is flashing by outside the window. We’re effectively flying through the countryside at about 40ft - nearly 80 per cent of the track is built on raised concrete pylons - while outside straw-hatted farmers till fields dotted with the mounds that mark the tombs of their ancestors.

They plant their crops around the dead like an English farmer might circumvent an old oak tree; some trudge behind mechanical rotavators, others use horses or hoes to turn the soil, but all live a world apart from this high-speed capsule rocketing through their midst.

Curiously, opponents of China’s high speed railways have much the same complaints as British critics, albeit at a different level.

They argue that the railways are an expensive vanity project that fit the ambitions of government ministers but offers too slim a return on investment — better, surely to spend the money on health, education and welfare.

Certainly the poor farmers couldn’t afford even the cheap seats (GBP50 one way) let alone the luxury “sight-seeing” class, where, for GBP170 one way, passengers can sit behind the driver in fully reclining pod-seats and watch through the glass as the track flashes by.

But whatever the cost, it seems, China’s leaders are determined to forge ahead — “do it now, do it fast, do it now, do it fast” — is the mantra, to build before land gets too expensive and people too difficult to move.

Sustainable or not, the race to build a new, world-beating China is on.

That is why in the last decade China has laid more new high-speed rail track than all new Western countries combined over the past half-century, and it plans to keep investing at the rare of GBP70bn a year for the forseeable future.

Could China build Britain’s own HS2 links to from London to Leeds, Manchester and perhaps beyond?

“Of course it can!”, says Xu Yifa, a lifelong servant of China Railways, “There can be no argument. China has been to all the countries with high speed rail and then taken the best parts. We are now the most advanced high speed rail nation in the world. We can build it for you easily.” Mr Xu began his career nearly 40 years ago shoveling coal into steam locos — he estimates he’s personally shoveled 8,000 tons of coal - before becoming a diesel-electric driver and now an official on the Beijing-Shanghai line.

China is full of such people, who have seen almost unfathomable changes in their own lifetimes, and believe earnestly in the future their nation is building for itself. They believe because they see it changing daily before their eyes.

Could China even fix our perennially late trains? “No problem, that’s not difficult,” he says, “just a question of good management.” No doubt it is more complicated than that, but sometimes it’s impossible not to admire, even envy, China’s sense of self-belief.

It is 13.45 and we cruise effortlessly into Shanghai’s Hongqiao Station. And like most of China’s high speed rail projects, we’re being delivered ahead of schedule.

翻译：

我们通往未来的旅途在登上光滑、白色的中国高速列车之前就开始了。这些列车将风驰电掣地跑完北京到上海820英里的旅程，这个距离和伦敦到苏格兰最北端的距离一样，但旅行时间只有4小时48分。
北京南站是一个现代化的奇迹，由钢柱支撑的玻璃圆拱看起来像降落在地球上的外星飞碟；与之相比，普通的英国火车站确实属于另一个星球。
在过去10年的铁路建设热潮中，中国建造了300个超现代的火车站，这些都是中国崛起的经济力量的伟大象征；就像伦敦的尤斯顿、帕丁顿和国王十字这些壮丽的火车站是维多利亚时代英国经济力量的伟大象征一样。
上午9点，伴随着牵引电机轻柔的声音，我们出发了；北京南站大理石地板磨得如此光滑，当列车滑过时，我们能在地板上看到保安的倒影。车厢中的电子显示牌告诉我们，列车在逐渐加速，48km/h，180 km/h，247 km/h，出发7分钟后，速度达到了300 km/h-----中国制造的crh380bl动车的运营速度。这个型号包含了很多外国技术，但车上的中国工程师不愿说到底有多少

但无论如何，高速度带来的体验是非常不一般的，感觉就像乘坐一架在跑道上高速滑行、即将起飞的飞机（当然唯一的区别是这次我们不希望轮子离开地面）。
列车运行也很平稳，服务员着装类似军装：卷曲的白衬衫、尖顶帽和金色徽章，她们为我沏好一杯清新的绿茶，尽管速度很快，但茶水却不起波澜。
最近英国纳税人联盟做得调查表明，有近一半英国公众希望英国投资320亿英镑的高速铁路计划下马，但我个人感觉，如果那些反对者能来中国体验一下京沪高铁，他们恐怕会改变自己的想法。
京沪高铁魏强的工程主任说，“我们在测试中速度经常超过400千米每小时”。京沪高铁有288座桥梁和21挑隧道，总投资达到214亿英镑，超过了三峡工程的投资。全部工程只用了39个月完成
疾驰的列车外，中国农村从车窗中快速闪过。我们实际是在12米高的空中飞行：大约80%的里程是建在水泥桥墩之上的。车外，戴着草帽的农民在耕作农田。农田中偶尔有的土堆，是他们祖先的坟茔。中国农民在祖先坟墓周围耕作，就如英国农民会在一株老橡树周围耕作一样。有些农民在使用微耕机，有些在用马或锄头耕作。但所有这些与从他们中间疾驰而过的高速列车，都属于两个不同的世界。
有意思的是，中国高铁反对者的理由和英国的差不多，只不过有些量的区别。他们说，铁路是代价昂贵的面子工程，只满足政府的野心，但投资收益很低，这些钱最好用于医疗，教育和福利。
确实，贫穷的农民很难负担得起二等座（单程票价50磅），更不要说豪华的观景座了，后者价格达到170磅，乘客可躺在放下的椅子中欣赏窗外飞驰而过的景色。
但中国领导层似乎下定决心，无论代价如何，都要向前推进，早干、快干是现在的政策，在土地变得更加昂贵和拆迁变得更加困难以前把铁路修好。
无论是否可持续，建设一个领先世界的新中国的赛跑仍在持续。过去10年，中国新建的高铁里程超过所有西方国家半个世纪建设之和，而且在可预见的未来，中国每年仍将投资700亿英镑继续建设。
那么，中国能不能为英国建设高铁HS2线（伦敦-利兹-曼彻斯特）呢？
中国铁路的一位资深员工，徐宜发的回答是，“当然可以！没什么可说的，中国学习了各国的高铁技术，从中吸取精华，我们高铁现在是世界最先进的，我们能够很容易为你们建好”。徐先生工作开始于在蒸汽机车上铲煤----他自己估计一辈子总共铲了8000吨煤，之后他成为柴油和电动机车的司机，现在则是京沪线上的一名官员。
中国现在到处都是这样的人，他们在自己的一生中目睹了不可思议的变化，对自己国家的未来充满了真诚的自信，他们有这样的自信，是因为他们能亲眼目睹自己国家每天的变化。3
那么中国能不能帮助英国解决火车晚点这个老大难问题？“没问题” ，徐宜发回答，“这就是一个管理问题”。毫无疑问，实际情况没这么简单，但是有的时候，你真的会情不自禁对中国如今的自信感到敬佩，乃至嫉妒。
13点45分，列车轻巧地滑进了上海虹桥站。我们这趟旅行就像中国绝大多数高铁项目一样，提前完成了。