1、<p><b>　　附　錄</b></p><p><b>　　附錄A 外文翻譯</b></p><p>　　High-speed Rail and Multiple Units</p><p>　　High-speed</p><p>　　High-speed rail is publi

2、c 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

3、a French 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.</p><p>　　The International Union of Railway’ high-speed ta

4、sk force provides definitions of high-speed rail travel. There is no single definition of the term, but rather a combination of elements—new or upgraded track, rolling stock, operating practices一that lead to high-speed r

5、ail 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.</p><p>　　There are constraints on the growth of the hi

6、ghway 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

7、 high capacity on its fixed 4 corridors，offers the promise of relieving congestion on the other systems. Prior to World War II, conventional passenger rail was the principal means of intercity transport. Passenger rail s

8、ervices have lo</p><p>　　High-speed rail has the advantage over automobiles in that it can move passengers at speeds far faster than those possible by car, while also avoiding congestion. For journeys that d

9、o 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 mentioned by critics of high-speed trains. However, supporter

10、s argue that journeys by train are less strenuous and more productive than car journeys.</p><p>　　While high-speed trains generally do not travel as fast as jet aircraft, they have advantages over air travel

11、 for relatively short distances. When traveling less 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 t

12、ime comparable to high-speed rail. Trains can be boarded more quickly in a central location，eliminating the speed advantage of air travel. Rail lines also permit far great</p><p>　　High-speed trains also hav

13、e the advantage of being much more environmentally friendly, especially if the routes they serve are competing against clogged highways.</p><p>　　The early target areas，identified by France，Japan，and the U.S

14、.，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

15、 the Northeast Corridor between Boston, New 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 develop&

16、lt;/p><p>　　Five years after construction began on the line，the first Japanese high-speed rail line opened on the eve of the 1964 Olympics in Tokyo, connecting the capital with Osaka. The first French high-spee

17、d 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, but not associated with a major s

18、howpiece such as a World’s Fair or Olympic Games.</p><p>　　Market segmentation has principally focused on the business travel market. The French focus on business travelers is reflected in the nature of thei

19、r rail cars. Pleasure travel is a secondary market, though many of the French extensions connect with vacation beaches on the Atlantic and Mediterranean, as well as major amusement parks. Friday evenings are the peak tim

20、e for TGVs. The system has lowered prices on long distance travel to compete more effectively with air services，and as a result some</p><p>　　Multiple Units</p><p>　　The term Multiple Unit or MU

21、 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 co

22、nsist of more than one carriage, but single self-propelling carriages, can be referred to as multiple units if capable of operating with other units.</p><p>　　Multiple units are of three main types：</p>

23、;<p>　　Electric Multiple Unit (EMU),</p><p>　　Diesel Multiple Unit (DMU),</p><p>　　Diesel Electric Multiple Units (DEMU).</p><p>　　Multiple unit trainset has the same power a

24、nd 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 par

25、t of semi-permanently coupled.For example, a DMU might have one 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 tran

26、sformer, and anot</p><p>　　Advantages</p><p>　　Multiple units have several advantages over locomotive-hauled trains.</p><p>　　Energy efficiency—MUs are more energy efficient than lo

27、comotive-hauled trains. They are more nimble, especially on grades, as much more of the train’s weight ( sometimes all of it) is carried on power-driven wheels, rather than suffer the dead weight of unpowered hauled coac

28、hes. In addition, they have a lower weight-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. Th

29、is is</p><p>　　No need to turn locomotive~Most 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 (

30、due to higher frequencies) as compared to large locomotive -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.</p>&l

31、t;p>　　Composing can be changed mid journey~MUs may usually be quickly made up or separated into sets of varying lengths. Several multiple units may run as a single train，then be broken at a junction point into smaller

32、 trains for different destinations.</p><p>　　Reliability—Due to having multiple engines the failure of one engine does not prevent the train from continuing its journey. A locomotive drawn train typically on

33、ly has one power unit whose failure will 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.</p><p>　

34、　Safety—Multiple units normally have completely independent braking systems on all cars meaning the failure of the brakes on one car does not prevent the brakes from operating on the other cars.</p><p>　　Axl

35、e load—Multiple 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,

36、 rather than just the four or six of a locomotive.</p><p>　　Easy and quick driving~Multiple units generally have rigid couplers instead of the flexible ones on locomotive hauled trains. That means brakes or

37、throttle can be more quickly applied without excessive amount of jerk experienced in passenger coaches.</p><p>　　Disadvantages：</p><p>　　Multiple Units do have some disadvantages as compared to

38、locomotive hauled trains.</p><p>　　Maintenance—It may be easier to maintain one locomotive than many self-propelled cars.</p><p>　　Safety—In the past it was often safer to locate the train's

39、 power systems away from passengers. This was particularly the case for steam locomotives, but still has some relevance for other power sources. A head on collision involving a multiple-unit is likely to result in more c

40、asualties than one with a locomotive*</p><p>　　Easy replacement of motive power~Should a locomotive fail, it is easily replaced. Failure of a multiple unit train-set will often require a whole new train or t

41、ime-consuming switching.</p><p>　　Efficiency—Idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.</p>

42、<p>　　Flexibility—Large locomotives can be substituted for small locomotives where the gradients of the route become steeper and more power is needed.5 Also, different types of passenger cars can be easily added to

43、 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.</p><p>　　Noise and Vibration—The p

44、assenger 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

45、.</p><p>　　Obsolescence cycles—Separating the motive power from the payload-hauling cars means that either can be replaced when obsolete without affecting the other.</p><p>　　It is difficult to

46、have gangways between coupled sets, and still retain an aerodynamic leading front end.</p><p><b>　　Features</b></p><p>　　It is not necessary for every single car in a MU set to be mo

47、torized. Therefore MU cars can be motor units or trailer units. Instead of motors, trailing units can contain some supplemental equipment such as air compressors, batteries, etc.</p><p>　　In some MU trains，e

48、very car is equipped with a driving console, and other controls necessary to operate the train. Therefore every car can be used as a cab car whether it is motorised or not, if on the end of the train. However, other EMUs

49、 can be driven/controlled only from dedicated Cab cars.</p><p>　　Well-known examples of MUs are the Japanese Shinkansen and the last generation German ICE. Most trains in the Netherlands and Japan are MUs, m

50、aking them suitable for use in areas of high population density. A new high-speed MU was unveiled by France’s Alstom on February 5th, 2008? It has a claimed service speed of 360 km/h..</p><p>　　from：Railway

51、signals professional Englis</p><p><b>　　中文翻譯：</b></p><p><b>　　高速鐵路與動(dòng)車組</b></p><p><b>　　高速鐵路</b></p><p>　　高速鐵路是一種運(yùn)行時(shí)速超過(guò)200千米的公共軌道交通。一

52、般來(lái)說(shuō)，高速列車運(yùn)行的最高時(shí)速在250千米到300千米之間。對(duì)于常規(guī)有軌列車來(lái)說(shuō)世界最高速度記錄是在1990年法國(guó)高速鐵路列車的時(shí)速達(dá)到了515.3千米日本磁懸浮列車實(shí)驗(yàn)時(shí)速可達(dá)581千米。</p><p>　　國(guó)際高速鐵路聯(lián)合會(huì)提供了高速鐵路運(yùn)行的定義。該定義并不唯一而是眾多因素的集合如全新或升級(jí)了的鐵軌、車輛、實(shí)際運(yùn)營(yíng)，這些都與高速鐵路運(yùn)營(yíng)有關(guān)?？梢苑Q得上高速列車運(yùn)行速度在各個(gè)國(guó)家是不同的，從時(shí)速160千米直

53、到時(shí)速300千米以上。</p><p>　　對(duì)于高速公路和航空的增長(zhǎng)限制一般認(rèn)為是由于交通擁擠或容量限制。在出行高峰時(shí)間機(jī)場(chǎng)以有限的能力來(lái)服務(wù)乘客高速公路也是一樣。高速鐵路擁有潛在的在固定通道上的高運(yùn)輸量為減輕其他交通系統(tǒng)的擁擠提供了保證。在第二次世界大戰(zhàn)以前，一般鐵路客運(yùn)是城際交通的首選方式。然而，自從通過(guò)鐵路出行旅游的比例變小鐵路客運(yùn)服務(wù)就失去了它在交通方面的主導(dǎo)地位。</p><p>

54、;　　高速鐵路比汽車運(yùn)輸更有優(yōu)勢(shì)它不僅能夠給旅客提供比汽車快得多的速度而且也避免了交通擁擠。對(duì)于那些不是連接城市中心到城市中心的旅程來(lái)說(shuō)，高速鐵路“門到門”運(yùn)輸?shù)某鲂袝r(shí)間以及總成本可以與汽車相比擬。雖然經(jīng)常會(huì)有一些人批評(píng)高速鐵路，但另外一些支持者認(rèn)為火車與汽車出行相比，具有更少的緊張性以及更高的效率。</p><p>　　然而雖然高速列車一般來(lái)說(shuō)沒(méi)有噴氣式飛機(jī)速度快，但相對(duì)短距離來(lái)說(shuō)高速鐵路比航空更有優(yōu)勢(shì)。當(dāng)旅行

55、距離少于650千米時(shí)，在機(jī)場(chǎng)簽到及通過(guò)安全門，再加上去機(jī)場(chǎng)的時(shí)間，使得整個(gè)旅行時(shí)間和高速鐵路旅行時(shí)間差不多。而且高速鐵路可在城市中心區(qū)域上火車抵消了航空旅行的優(yōu)勢(shì)。與航空相比鐵路線允許更大的運(yùn)量和更高的服務(wù)頻率。</p><p>　　如果高速鐵路所運(yùn)行的路線與擁擠的高速公路展開(kāi)競(jìng)，則高速鐵路還具有更環(huán)保的出行優(yōu)勢(shì)。</p><p>　　法國(guó)、日本和美國(guó)所確定的高速鐵路早期目標(biāo)是連接大城市。

56、在法國(guó)高速鐵路連接巴黎到里昂，在日本高速鐵路連接?xùn)|京到大阪，美國(guó)則建議高速鐵路在人口高度密集的地方修建。目前，在美國(guó)唯一一條服役的高速鐵路是在波士頓、紐約和華盛頓間的東北高速通道。因?yàn)樵诠描F路的任何一方修建同等長(zhǎng)度的新的直線鐵路均是不實(shí)際的所以采用擺式列車在常規(guī)軌道上來(lái)獲取高速度。</p><p>　　通過(guò)5年的建設(shè)，日本第一條高速鐵路線于1964年?yáng)|京奧運(yùn)會(huì)前夕開(kāi)通，連接首都到大阪。法國(guó)鐵路公司在1966年開(kāi)

57、始計(jì)劃。于1976年修建法國(guó)第一條高速鐵路線并于1981年開(kāi)通。通車典禮當(dāng)時(shí)在世界上廣為報(bào)道是盛況空前的大事但并沒(méi)有被認(rèn)為像世界博覽會(huì)或奧運(yùn)會(huì)那樣具有重大的影響力。</p><p>　　市場(chǎng)細(xì)分的主要焦點(diǎn)放在商務(wù)旅行市場(chǎng)上。法國(guó)把焦點(diǎn)放在商務(wù)旅行，反映了其鐵路車輛的特性。雖然法國(guó)高速鐵路線延伸至大西洋和地中海的度假海灘還有主要的娛樂(lè)公園但旅游出行是高速鐵路的次要市場(chǎng)。周五晚是法國(guó)高速鐵路高峰時(shí)間。對(duì)于長(zhǎng)途旅行降低

58、高速鐵路運(yùn)輸?shù)膬r(jià)格使其與航空服務(wù)競(jìng)爭(zhēng)更有優(yōu)勢(shì)。結(jié)果，到巴黎乘高速鐵路只需一個(gè)小時(shí)的一些城市變成了通勤社區(qū)，因此雖然對(duì)土地利用進(jìn)行了結(jié)構(gòu)調(diào)整，但高速鐵路市場(chǎng)仍然得以擴(kuò)大。法國(guó)第一條高速鐵路的影響在于開(kāi)發(fā)了一些以前較偏僻的地區(qū)使該地區(qū)的經(jīng)濟(jì)快速發(fā)展。一些新高速鐵路最初的計(jì)劃也是基于該目的的。</p><p><b>　　動(dòng) 車 組</b></p><p>　　動(dòng)車組這一術(shù)

59、語(yǔ)用于描述自力推進(jìn)的列車組。該列車組可以與其他一樣或類似的列車組連接起來(lái)并且受同一司機(jī)室控制。該術(shù)語(yǔ)通常用于表示由多節(jié)車廂組成的固定編組列車，但單個(gè)自力推進(jìn)的車廂若可與其他車廂運(yùn)行則也可被稱為動(dòng)車組。</p><p>　　動(dòng)車組有如下三種主要類型：</p><p><b>　　電力動(dòng)車組，</b></p><p><b>　　內(nèi)燃動(dòng)車

60、組，</b></p><p><b>　　內(nèi)燃電力動(dòng)車組。</b></p><p>　　動(dòng)車組固定編組列車雖然具有與機(jī)車一樣的動(dòng)力和牽引力，但不是將構(gòu)件集中在單節(jié)車體上，而是分散在組成列車組的每一節(jié)車廂上。因此這些車廂作為列車組的一部分就可自力推進(jìn)，因而使得車廂暫時(shí)地連接。例如，內(nèi)燃動(dòng)車組可能由一節(jié)車廂運(yùn)送原動(dòng)力和牽引電機(jī)，另一機(jī)車用于首端發(fā)電。電力動(dòng)車組

61、可能有一節(jié)車廂運(yùn)送導(dǎo)電弓和變壓器，而另一節(jié)車廂運(yùn)送牽引電機(jī)。</p><p><b>　　優(yōu)點(diǎn)</b></p><p>　　動(dòng)車組比機(jī)車拖動(dòng)普通列車具有如下方面的一些優(yōu)勢(shì)。</p><p>　　能效。動(dòng)車組比機(jī)車拖動(dòng)普通列車具有更高的能效。動(dòng)車組更敏捷，特別是在斜坡上，因?yàn)榇蟛糠至熊嚨闹亓勘粋魉椭岭娏︱?qū)動(dòng)的車輪上，而不用承受無(wú)動(dòng)力拖動(dòng)車廂的固定

62、負(fù)載。此外，因?yàn)閯?dòng)車組沒(méi)有大容量機(jī)車，而大容量機(jī)車不僅自身并不能運(yùn)送旅客，而且增加了列車的總重量。所以動(dòng)車組比機(jī)車拖動(dòng)普通列車具有較低的單位座位重量。對(duì)于那些需要頻繁停站的列車服務(wù)來(lái)說(shuō)這是特別重要的，因?yàn)橛糜诩铀倭熊嚨哪茉聪碾S著列車重量的增加也極大地增加。</p><p>　　無(wú)需掉轉(zhuǎn)車頭。多數(shù)動(dòng)車組兩端都有駕駛室大大加快了運(yùn)轉(zhuǎn)速度，降低了車務(wù)人員成本提高了安全性。與大型機(jī)車拖動(dòng)普通列車相比，這種加快了運(yùn)轉(zhuǎn)速度

63、以及減少了車務(wù)人員使其在許多國(guó)家成為市郊通勤鐵路的主導(dǎo)，而且動(dòng)車組還用于高速交通系統(tǒng)。 </p><p>　　在途中可改變其構(gòu)成。動(dòng)車組通常可迅速地編組或解體為不同長(zhǎng)度的列車組。幾個(gè) 動(dòng)車組可作為單輛列車運(yùn)行即在樞紐站可分開(kāi)成數(shù)截分別開(kāi)向不同的目的地。 </p><p>　　可靠性。由于具有多個(gè)機(jī)車，因此單個(gè)機(jī)車的故障不會(huì)防礙列車?yán)^續(xù)其旅程。牽引列車的機(jī)車僅僅只有一個(gè)動(dòng)力單元其故障將使列車

64、不能工作。牽引列車的一些機(jī)車可包含多個(gè)動(dòng)力單元因而即使在其中一個(gè)失靈后也可降低速度繼續(xù)行駛。</p><p>　　安全性。通常動(dòng)車組在所有車廂上都具有完全獨(dú)立的制動(dòng)系統(tǒng)，這意味著單節(jié)車廂制動(dòng)的失靈不會(huì)防礙其他車廂制動(dòng)的運(yùn)行。</p><p>　　軸重。動(dòng)車組具有更輕的允行在禁止機(jī)車的輕型軌道上運(yùn)行的軸重。但負(fù)面影響是降低了軌道磨損，因?yàn)闋恳赏ㄟ^(guò)多個(gè)輪軸提供而不僅僅是機(jī)車的四個(gè)或六個(gè)輪軸

65、。</p><p>　　操作便捷。通常動(dòng)車組在拖動(dòng)列車的機(jī)車上具有剛性連接器而不是柔性的。那就意味著如果在旅客車廂沒(méi)有經(jīng)歷過(guò)度的制動(dòng)則可更迅速地剎車。</p><p><b>　　缺點(diǎn)</b></p><p>　　與機(jī)車拖動(dòng)普通列車相比動(dòng)車組也具有如下方面的一些缺點(diǎn)。</p><p>　　保養(yǎng)。保養(yǎng)單節(jié)機(jī)車比保養(yǎng)多節(jié)自力

66、推進(jìn)的車廂更容易。</p><p>　　安全性。過(guò)去使列車動(dòng)力系統(tǒng)遠(yuǎn)離旅客通常更安全些。特別是在蒸汽機(jī)車的情況下，但安全性與其他的動(dòng)力源有一些關(guān)系。動(dòng)車組迎面碰撞比機(jī)車碰撞可能導(dǎo)致更多的人員傷亡。</p><p>　　動(dòng)力容易替換。若機(jī)車不能工作則很容易替換。動(dòng)車組的固定編組列車若有故障通常要求替換為全新列車或耗費(fèi)大量的時(shí)間進(jìn)行替換。</p><p>　　能效。閑置

67、列車不用浪費(fèi)昂貴的動(dòng)力資源。機(jī)車分離意味著當(dāng)有需要時(shí)可移動(dòng)昂貴的動(dòng)力資產(chǎn)。 </p><p>　　靈活性。在坡度越來(lái)越陡的路線上以及需要更多動(dòng)力時(shí)，大型機(jī)車可被小型機(jī)車取代。而且，不同類型的客運(yùn)車廂從機(jī)車牽引普通列車中可輕易摘掛。然而，這對(duì)動(dòng)車組來(lái)說(shuō)并不容易，因?yàn)閱蝹€(gè)車廂僅在借助于輔助設(shè)備時(shí)才能摘掛。</p><p>　　噪音和振動(dòng)。由于安裝于車底的機(jī)械裝置的存在動(dòng)車組的旅客環(huán)境通常比機(jī)車

68、牽引普通列車的更嘈雜，振動(dòng)情況也是如此。這是內(nèi)燃動(dòng)車組特別的問(wèn)題。</p><p>　　退化周期。從動(dòng)力分離有效載荷牽引車廂意味著當(dāng)某一配件退化且不影響其他配件時(shí)任一配件可被替換。</p><p>　　連接的車組間很難有過(guò)道，但仍保留了空氣動(dòng)力的前端通道。</p><p><b>　　特征</b></p><p>　　在

69、動(dòng)車組的固定編組列車中沒(méi)有必要為每一節(jié)車廂安裝動(dòng)力，因而，動(dòng)車組車廂可以是動(dòng)力組或拖車組。代替動(dòng)力組拖車組可以包含一些附加設(shè)備。例如，空氣壓縮機(jī)、電池等。</p><p>　　在一些動(dòng)車組列車上，每節(jié)車廂都裝備有駕駛控制臺(tái)和其他運(yùn)行列車所必需的控制臺(tái)。因而每節(jié)車廂不管是否有動(dòng)力均可用作駕駛車廂，可能的話?cǎi){駛車廂都置于列車尾部。其他動(dòng)車組可僅從一專門的駕駛車廂駕駛或控制。</p><p>