劍橋雅思17Test1Passage1閱讀原文翻譯The development of the London underground railway倫敦地鐵的發(fā)展

劍橋雅思17 Test1 Passage1閱讀原文翻譯

第1自然段

In the first half of the 1800s,London’s population grew at an astonishing rate,and the central area became increasingly congested.In addition,the expansion of the overground railway network resulted in more and more passengers arriving in the capital.However,in 1846,a Royal Commission decided that the railways should not be allowed to enter the City,the capital’s historic and business centre.The result was that the overground railway stations formed a ring around the City.The area within consisted of poorly built,overcrowded slums and the streets were full of horse-drawn traffic.Crossing the City became a nightmare.It could take an hour and a half to travel 8 km by horse-drawn carriage or bus.Numerous schemes were proposed to resolve these problems,but few succeeded.

19世紀(jì)前半頁(yè)，倫敦人口快速增長(zhǎng)。其中心區(qū)域變得越來(lái)越擁擠。此外，地上鐵路網(wǎng)的擴(kuò)展導(dǎo)致越來(lái)越多的人來(lái)到首都。然而，到了1846年的時(shí)候，皇家委員會(huì)決定火車不應(yīng)該進(jìn)入倫敦城（首都的歷史和商業(yè)中心）。這一政策使得地上火車站圍繞倫敦城形成一個(gè)圈。其內(nèi)部區(qū)域包括粗制濫造、過(guò)度擁擠的平民窟，以及布滿馬車的街道。穿過(guò)倫敦城成為噩夢(mèng)。乘坐馬車或者馬拉公交車走過(guò)8公里要花一個(gè)半小時(shí)。無(wú)數(shù)的計(jì)劃被提出來(lái)解決這些問(wèn)題，但鮮有成功的。

第2自然段

Amongst the most vocal advocates for a solution to London’s traffic problems was Charles Pearson,who worked as a solicitor for the City of London.He saw both social and economic advantages in building an underground railway that would link the overground railway stations together and clear London slums at the same time.His idea was to relocate the poor workers who lived in the inner-city slums to newly constructed suburbs,and to provide cheap rail travel for them to get to work.Pearson’s ideas gained support amongst some businessmen and in 1851 he submitted a plan to Parliament.It was rejected,but coincided with a proposal from another group for an underground connecting line,which Parliament passed.

解決倫敦交通問(wèn)題呼聲最大的方案之一是由倫敦城的法律政策專員Charles Pearson提出來(lái)的。他認(rèn)為建造地鐵連接地上火車站，并同時(shí)清除倫敦的貧民窟擁有社會(huì)和經(jīng)濟(jì)上的雙重好處。其方案為，將居住在城市內(nèi)部貧民窟里的低收入人群遷移到新建設(shè)的郊區(qū)去，并為他們上班提供廉價(jià)的鐵路服務(wù)。Pearson的觀點(diǎn)贏得一些商人的支持。1851年，他向議會(huì)提交了方案。該方案被拒絕。但巧合的是，另一個(gè)團(tuán)體也提交了修建地下鐵路的方案，而議會(huì)則通過(guò)了。

第3自然段

The two groups merged and established the Metropolitan Railway Company in August 1854.The company’s plan was to construct an underground railway line from the Great Western Railway’s(GWR)station at Paddington to the edge of the City at Farringdon Street–a distance of almost 5 km.The organisation had difficulty in raising the funding for such a radical and expensive scheme,not least because of the critical articles printed by the press.Objectors argued that the tunnels would collapse under the weight of traffic overhead,buildings would be shaken and passengers would be poisoned by the emissions from the train engines.However,Pearson and his partners persisted.

1854年8月，兩個(gè)團(tuán)體合并在一起，成立了大都會(huì)鐵路公司。公司的計(jì)劃是建造一條從帕丁頓GWR車站到城市邊緣法靈登街的地鐵線路。長(zhǎng)度約5公里。如此激進(jìn)且昂貴的項(xiàng)目在籌措資金上遇到了困難。特別是媒體還發(fā)表了批評(píng)文章。反對(duì)者認(rèn)為，隧道會(huì)在路面交通的壓力下坍塌，建筑物會(huì)因此晃動(dòng)，而乘客則會(huì)受到火車發(fā)動(dòng)機(jī)尾氣的毒害。然而，Pearson和他的合作伙伴堅(jiān)持了下去。

第4自然段

The GWR,aware that the new line would finally enable them to run trains into the heart of the City,invested almost￡250,000 in the scheme.Eventually,over a five-year period,￡1m was raised.The chosen route ran beneath existing main roads to minimise the expense of demolishing buildings.Originally scheduled to be completed in 21 months,the construction of the underground line took three years.It was built just below street level using a technique known as‘cut and cover’.A trench about ten metres wide and six metres deep was dug,and the sides temporarily held up with timber beams.Brick walls were then constructed,and finally a brick arch was added to create a tunnel.A two-metre-deep layer of soil was laid on top of the tunnel and the road above rebuilt.

意識(shí)到新的線路能夠讓它們的火車進(jìn)入城市中心，GWR在該項(xiàng)目上投資了將近250000英鎊。最終，在五年的時(shí)間里，公司籌集了100萬(wàn)英鎊。選定的路線位于主干道下方，以減少拆除建筑物的花費(fèi)。一開(kāi)始，地鐵線路的建造預(yù)計(jì)在21個(gè)月內(nèi)完成，但最終卻耗費(fèi)了3年。該線路應(yīng)用一種被稱為“cut and cover”的技術(shù)，位于街道下方不遠(yuǎn)的地方。大約10米寬，6米深的壕溝被挖掘出來(lái)。周邊暫時(shí)用木梁支撐。隨后修建磚墻，最終加入磚制的拱梁來(lái)形成隧道。隧道上方覆蓋兩米深的土層，在其上方重建道路。

第5自然段

The Metropolitan line,which opened on 10 January 1863,was the world’s first underground railway.On its first day,almost 40,000 passengers were carried between Paddington and Farringdon,the journey taking about 18 minutes.By the end of the Metropolitan’s first year of operation,9.5 million journeys had been made.

大都會(huì)線于1863年1月開(kāi)放，是世界上第一條地鐵。在其運(yùn)營(yíng)的第一天，就有將近40000名乘客往返于帕丁頓和法靈登街之間。旅途只需18分鐘左右。到大都會(huì)線運(yùn)營(yíng)一周年的時(shí)候，它一共發(fā)車950萬(wàn)次。

第6自然段

Even as the Metropolitan began operation,the first extensions to the line were being authorised;these were built over the next five years,reaching Moorgate in the east of London and Hammersmith in the west.The original plan was to pull the trains with steam locomotives,using firebricks in the boilers to provide steam,but these engines were never introduced.Instead,the line used specially designed locomotives that were fitted with water tanks in which steam could be condensed.However,smoke and fumes remained a problem,even though ventilation shafts were added to the tunnels.

在大都會(huì)線剛開(kāi)始運(yùn)營(yíng)的時(shí)候，該線路的延伸就已經(jīng)獲得批準(zhǔn)。它們?cè)诮酉聛?lái)的五年里逐步建造完成，東至倫敦Moorgate，西至Hammersmith。最初的計(jì)劃是利用蒸汽火車頭拉動(dòng)火車，通過(guò)鍋爐里的耐火磚提供蒸汽，但這些引擎從未被使用。相反，該線路使用特殊設(shè)計(jì)的火車頭，匹配能夠壓縮蒸汽的水箱。然而，即便隧道里已經(jīng)添加了排氣扇，煙霧和廢氣仍然是個(gè)問(wèn)題。

第7自然段

Despite the extension of the underground railway,by the 1880s,congestion on London’s streets had become worse.The problem was partly that the existing underground lines formed a circuit around the centre of London and extended to the suburbs,but did not cross the capital’s centre.The‘cut and cover’method of construction was not an option in this part of the capital.The only alternative was to tunnel deep underground.

盡管地鐵有所擴(kuò)展，到了19世紀(jì)80年代的時(shí)候，倫敦街頭的擁堵卻變得更加嚴(yán)重。問(wèn)題的產(chǎn)生部分是由于現(xiàn)存的地鐵線路圍繞倫敦中心形成環(huán)線，并延伸至郊區(qū)，卻沒(méi)有穿過(guò)首都中心?！癱ut and cover”這一建造方法不適用于該區(qū)域。唯一的替代方案是在地下深處建造隧道。

第8自然段

Although the technology to create these tunnels existed,steam locomotives could not be used in such a confined space.It wasn’t until the development of a reliable electric motor,and a means of transferring power from the generator to a moving train,that the world’s first deep-level electric railway,the City&South London,became possible.The line opened in 1890,and ran from the City to Stockwell,south of the River Thames.The trains were made up of three carriages and driven by electric engines.The carriages were narrow and had tiny windows just below the roof because it was thought that passengers would not want to look out at the tunnel walls.The line was not without its problems,mainly caused by an unreliable power supply.Although the City&South London Railway was a great technical achievement,it did not make a profit.Then,in 1900,the Central London Railway,known as the‘Tuppenny Tube’,began operation using new electric locomotives.It was very popular and soon afterwards new railways and extensions were added to the growing tube network.By 1907,the heart of today’s Underground system was in place.

雖然修建這些隧道的技術(shù)已經(jīng)存在，但蒸汽車頭卻無(wú)法在如此狹小的空間里使用。直到可靠的電力發(fā)動(dòng)機(jī)與動(dòng)力傳輸方式的出現(xiàn)，世界上第一條深地電力鐵路–City&South London才成為可能。該線路于1890年開(kāi)始運(yùn)營(yíng)，從倫敦城到泰晤士河南岸的斯托克韋爾。其火車由三節(jié)車廂組成，并通過(guò)電力發(fā)動(dòng)機(jī)驅(qū)動(dòng)。車廂十分狹窄，只在緊挨車頂?shù)牡胤讲庞形⑿〉拇皯?，因?yàn)槿藗冋J(rèn)為乘客并不想看外面的隧道墻壁。但這條線路也有自己的問(wèn)題，主要是由不穩(wěn)定的電力供應(yīng)引起的。雖然City&South London線在技術(shù)上取得了巨大的成功，但它并未盈利。隨后，到了1900年的時(shí)候，Central London線，也被稱為“Tuppenny Tube”開(kāi)始使用新的電力車頭。它非常受歡迎。很快，新的線路和延伸加入日益增長(zhǎng)的地鐵網(wǎng)絡(luò)。到了1907年的時(shí)候，如今的地鐵體系核心已經(jīng)出現(xiàn)。

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