劍橋雅思10Test1閱讀Passage2原文翻譯 European Transport Systems 1990-2010

劍橋雅思10Test1閱讀Passage2原文翻譯

段落A

It is difficult to conceive of vigorous economic growth without an efficient transport system. Although modern information technologies can reduce the demand for physical transport by facilitating teleworking and teleservices, the requirement for transport continues to increase. There are two key factors behind this trend. For passenger transport, the determining factor is the spectacular growth in car use. The number of cars on European Union (EU) roads saw an increase of three million cars each year from 1990 to 2010, and in the next decade the EU will see a further substantial increase in its fleet.

很難想象蓬勃的經(jīng)濟(jì)發(fā)展之下沒有高效的交通運(yùn)輸系統(tǒng)的支撐。盡管現(xiàn)代信息技術(shù)可以通過促進(jìn)遠(yuǎn)程辦公和遠(yuǎn)程服務(wù)來減少對物理運(yùn)輸?shù)男枰?，但是對運(yùn)輸?shù)男枨笕栽诓粩嘣黾?。這種趨勢背后有兩個(gè)關(guān)鍵因素。對于客運(yùn)而言，決定性因素是汽車使用量的驚人增長。從1990年到2010年，歐盟（EU）道路上的汽車數(shù)量每年增加300萬輛，并且在接下來的十年中，歐盟的汽車數(shù)量將進(jìn)一步大幅增加。

段落B

As far as goods transport is concerned, growth is due to a large extent to changes in the European economy and its system of production: In the last 20 years, as internal frontiers have been abolished, the EU has moved from a ‘stock’ economy to a ‘flow’ economy. This phenomenon has been emphasised by the relocation of some industries, particularly those which are labour intensive, to reduce production costs, even though the production site is hundreds or even thousands of kilometers away from the final assembly plant or away from users.

就貨物運(yùn)輸而言，增長在很大程度上是由于歐洲經(jīng)濟(jì)及其生產(chǎn)體系的變化：在過去20年中，由于內(nèi)部邊界被廢除，歐盟從“庫存”經(jīng)濟(jì)轉(zhuǎn)向“流動”經(jīng)濟(jì)。這種現(xiàn)象重點(diǎn)體現(xiàn)在一些產(chǎn)業(yè)的搬遷上，特別是那些是勞動密集型產(chǎn)業(yè)。為了降低生產(chǎn)成本，其生產(chǎn)場地與最終裝配工廠或者消費(fèi)者相距上百甚至上千公里。

段落C

The strong economic growth expected in countries which are candidates for entry to the EU will also increase transport flows, in particular road haulage traffic. In 1998, some of these countries already exported more than twice their 1990 volumes and imported more than five times their 1990 volumes. And although many candidate countries inherited a transport system which encourages rail, the distribution between modes has tipped sharply in favour of road transport since the 1990s. Between 1990 and 1998, road haulage increased by 19.4%, while during the same period rail haulage decreased by 43.5%, although – and this could benefit the enlarged EU – it is still on average at a much higher level than in existing member states.

有望加入歐盟的國家的強(qiáng)勁經(jīng)濟(jì)增長也將增加運(yùn)輸量，特別是公路運(yùn)輸量。1998年，其中一些國家的出口量已經(jīng)是1990年的兩倍以上，進(jìn)口量也是1990年的五倍以上。盡管許多候選國都繼承了鼓勵(lì)鐵路運(yùn)輸?shù)倪\(yùn)輸系統(tǒng)，但自20世紀(jì)90年代以來，各種運(yùn)輸方式之間的分配急劇向公路運(yùn)輸傾斜。自1990年至1998年之間，公路運(yùn)輸量增加了19.4％，而同期鐵路運(yùn)輸量則減少了43.5％，盡管-這有利于擴(kuò)大后的歐盟-平均而言，它的水平仍然比現(xiàn)有成員國要高得多。

段落D

However, a new imperative – sustainable development – offers an opportunity for adapting the EU’s common transport policy. This objective, agreed by the Gothenburg European Council, has to be achieved by integrating environmental considerations into Community policies, and shifting the balance between modes of transport lies at the heart of its strategy. The ambitious objective can only be fully achieved by 2020, but proposed measures are nonetheless a first essential step towards a sustainable transport system which will ideally be in place in 30 years’ time, that is by 2040.

然而，一項(xiàng)新的當(dāng)務(wù)之急-可持續(xù)發(fā)展-為協(xié)調(diào)歐盟的共同運(yùn)輸政策提供了機(jī)會。這一由哥德堡歐洲理事會同意的目標(biāo)必須通過將環(huán)境因素納入歐共體政策中來實(shí)現(xiàn)，而改變不同運(yùn)輸方式之間的平衡是其戰(zhàn)略的核心。這一野心勃勃的目標(biāo)只有在2020年才能完全實(shí)現(xiàn)，但提出的措施是實(shí)現(xiàn)可持續(xù)交通體系的一項(xiàng)重要步驟。該體系將在30年的時(shí)間里到位，即2040年之前。

段落E

In 1998, energy consumption in the transport sector was to blame for 28% of emissions of CO2, the leading greenhouse gas. According to the latest estimates, if nothing is done to reverse the traffic growth trend, CO2 emissions from transport can be expected to increase by around 50% to 1,113 billion tonnes by 2020, compared with the 739 billion tonnes recorded in 1990. Once again, road transport is the main culprit since it alone accounts for 84% of the CO2 emissions attributable to transport. Using alternative fuels and improving energy efficiency is thus both an ecological necessity and a technological challenge.

1998年，運(yùn)輸部門的能源消耗貢獻(xiàn)了28%的二氧化碳排放（主要的溫室氣體）。根據(jù)最新估算，如果不采取任何措施扭轉(zhuǎn)交通增長的趨勢，到2020年，交通運(yùn)輸產(chǎn)生的二氧化碳排放量將增加約50％，達(dá)到11130億噸，而1990年為7390億噸。再一次的，公路運(yùn)輸是主要的罪魁禍?zhǔn)?，因?yàn)閮H它自己就占到交通運(yùn)輸整體二氧化碳排放量的84％。因此，使用替代燃料和提高能源效率既是生態(tài)上的需要，也是技術(shù)上的挑戰(zhàn)。

段落F

At the same time greater efforts must be made to achieve a modal shift. Such a change cannot be achieved overnight, all the less so after over half a century of constant deterioration in favour of road. This has reached such a pitch that today rail freight services are facing marginalisation, with just 8% of market share, and with international goods trains struggling along at an average speed of 18km/h. Three possible options have emerged.

同時(shí)，必須做出更大的努力以實(shí)現(xiàn)模式轉(zhuǎn)變。這樣的改變不可能在一夜之間實(shí)現(xiàn)，尤其是在經(jīng)過半個(gè)多世紀(jì)持續(xù)惡化之后（支持道路交通）?，F(xiàn)在的差距如此之大，鐵路貨運(yùn)業(yè)務(wù)面臨邊緣化的危險(xiǎn)，其市場份額僅為8％。而國際貨物列車正在以平均每小時(shí)18公里的速度掙扎。這樣，出現(xiàn)了三個(gè)可能的選擇。

段落G

The first approach would consist of focusing on road transport solely through pricing. This option would not be accompanied by complementary measures in the other modes of transport. In the short term it might curb the growth in road transport through the better loading ratio of goods vehicles and occupancy rates of passenger vehicles expected as a result of the increase in the price of transport. However, the lack of measures available to revitalise other modes of transport would make it impossible for more sustainable modes of transport to take up the baton.

第一種方法為僅通過定價(jià)關(guān)??注公路運(yùn)輸。這一方法不會伴隨對其他交通方式的補(bǔ)充措施。在短期內(nèi)，由于運(yùn)輸價(jià)格的上漲，貨車的運(yùn)輸量和乘用車的占用率都會提高，從而有望抑制公路運(yùn)輸?shù)脑鲩L。但是，由于缺乏振興其他運(yùn)輸方式的措施，更為可持續(xù)的運(yùn)輸方式將無以為繼。

段落H

The second approach also concentrates on road transport pricing but is accompanied by measures to increase the efficiency of the other modes (better quality of services, logistics, technology). However, this approach does not include investment in new infrastructure, nor does it guarantee better regional cohesion. It could help to achieve greater uncoupling than the first approach, but road transport would keep the lion’s share of the market and continue to concentrate on saturated arteries, despite being the most polluting of the modes. It is therefore not enough to guarantee the necessary shift of the balance.

第二種方法也集中于公路運(yùn)輸?shù)亩▋r(jià)，但同時(shí)還采取措施來提高其他模式的效率（更好的服務(wù)質(zhì)量，物流，技術(shù)等）。但是，這種方法不包括對新的基礎(chǔ)設(shè)施的投資，也不能保證更好的區(qū)域凝聚力。與第一種方法相比，它可以幫助實(shí)現(xiàn)更大的分離。但道路運(yùn)輸作為污染最嚴(yán)重的交通方式，將保持最大的市場份額，并繼續(xù)專注主要路線。因此，它并不足以實(shí)現(xiàn)平衡的轉(zhuǎn)變。

段落I

The third approach, which is not new, comprises a series of measures ranging from pricing to revitalising alternative modes of transport and targeting investment in the trans-European network. This integrated approach would allow the market shares of the other modes to return to their 1998 levels and thus make a shift of balance. It is far more ambitious than it looks, bearing in mind the historical imbalance in favour of roads for the last fifty years, but would achieve a marked break in the link between road transport growth and economic growth, without placing restrictions on the mobility of people and goods.

第三種方法并不是什么新方法。它包括一系列措施，從定價(jià)到振興替代交通方式，再到針對跨歐洲網(wǎng)絡(luò)的投資。這種綜合方法將使其他運(yùn)輸方式的市場份額恢復(fù)到1998年的水平，從而實(shí)現(xiàn)平衡的轉(zhuǎn)移?？紤]到過去50年偏愛道路交通的歷史，這比聽起來更加野心勃勃。但它將實(shí)現(xiàn)道路交通增長與經(jīng)濟(jì)增長之間聯(lián)系的分割，而不對人員和物資的流動施加限制。

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