剑桥雅思10阅读Test1Passage2原文翻译

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.

A. 很难想象没有高效的运输系统就能实现经济的快速增长。尽管现代信息技术可以通过促进远程办公和远程服务来减少对实体运输的需求，但对运输的需求仍在增加。这个趋势有两个关键因素。对于客运运输来说，决定性因素是私家车使用的显著增长。从1990年到2010年，欧盟道路上的汽车数量每年增加300万辆，在接下来的十年里，欧盟的车队规模还将进一步大幅增加。

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.

B. 就货物运输而言，增长在很大程度上是由于欧洲经济及其生产体系的变化所致：在过去20年里，随着内部边界的废除，欧盟已经从“储存型”经济转变为“流动型”经济。这一现象在一些产业的重新定位中得到了强调，特别是那些为了降低生产成本而将生产地点迁往离最终装配厂或用户数百甚至数千公里之远的地方的产业。

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.

C. 预计欧盟候选国的经济强劲增长也将增加运输流量，特别是公路货运交通量。在1998年，其中一些候选国的出口量已经是1990年的两倍以上，进口量是1990年的五倍以上。尽管许多候选国继承了一个鼓励铁路运输的运输体系，但自1990年代以来，各种运输模式之间的分配明显向公路运输倾斜。在1990年至1998年期间，公路货运增加了19.4％，而同期铁路货运减少了43.5％，尽管铁路货运在平均水平上仍远高于现有成员国。

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.

D. 然而，一个新的目标-可持续发展-为调整欧盟共同运输政策提供了机会。这个目标由哥特堡欧洲理事会确定，在2020年之前必须通过将环境考虑因素融入共同政策并在运输模式之间转移平衡的策略来实现。这个雄心勃勃的目标只能在2020年完全实现，但提出的措施无疑是朝着30年后一个理想的可持续运输系统迈出的第一步，即2040年。

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.

E. 在1998年，交通领域的能源消费占二氧化碳排放的28％，是主要的温室气体排放源。根据最新估计，如果不采取措施扭转交通增长趋势，交通运输排放的二氧化碳预计到2020年将增加约50％，达到1,113亿吨，而1990年仅为739亿吨。再次强调，公路交通是主要的源头，因为它独自占据了与交通相关的二氧化碳排放的84％。使用替代燃料和提高能源效率既是一种生态必要性，也是一种技术挑战。

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.

F. 同时，必须付出更大努力实现模式转移。这种转变不可能一夜之间实现，尤其是在过去的50多年持续退化的情况下。这已经达到了如今铁路货运服务面临边缘化的程度，市场份额仅占8％，而国际货物列车的平均速度也只有18公里/小时。出现了三种可能的选择。

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.

G. 第一种方法是仅通过定价来关注道路运输，而不伴随其他运输方式的辅助措施。从短期来看，这可能通过货车更好的装载比和乘客车辆的乘坐率提高来抑制道路运输的增长，因为运输价格上涨。然而，缺乏恢复其他运输方式活力的措施，将使更可持续的运输方式无法接替。

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.

H. 第二种方法也侧重于道路运输定价，并伴随着提高其他运输方式的效率的措施（提供更好的服务质量、物流、技术）。然而，该方法不包括新基础设施的投资，也无法确保更好的地区凝聚力。它可能有助于实现比第一种方法更大的解耦效果，但道路运输仍将占据市场的主导地位，并继续集中在饱和动脉上，尽管道路运输是污染最严重的运输方式。因此，仅仅确保必要的平衡转移是不够的。

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.