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| 个人信息 |
| 姓 名： |
赵译员 [编号]:1372 |
性 别： |
女 |
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| 擅长专业： |
口译商务英语 |
出生年月： |
1987/3/1 |
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| 民 族： |
汉族 |
所在地区： |
北京 北京 |
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| 文化程度： |
硕士 |
所学专业： |
口译 |
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| 毕业时间： |
40330 |
毕业学校： |
北京外国语大学 |
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| 第一外语： |
英语 |
等级水平： |
专业八级 |
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| 口译等级： |
同传 |
工作经历： |
1 年 |
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| 翻译库信息 |
| 可翻译语种： |
英语 |
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| 目前所在地： |
北京 北京 |
| 可提供服务类型： |
口译 |
| 每周可提供服务时间： |
周一至周五下午2：00至晚上10：00
周六，周日全天 |
| 证书信息 |
| 证书名称： |
英语专业八级口译 |
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| 获证时间： |
2008/3/1 |
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| 获得分数： |
优秀 |
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| 工作经历 |
| 工作时期： |
2008/10/1--2009/9/1 |
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| 公司名称： |
北京健航英语培训中心 |
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| 公司性质： |
民营企业 |
| 所属行业： |
教育/培训 |
| 所在部门： |
授课 |
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| 职位： |
主讲 |
| 自我评价： |
主讲三一口语及新概念，所带学生口语考试通过率在90以上。善于学习和与人合作 |
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| 笔译案例信息 |
| 案例标题： |
美国高速铁路建设缓慢启动 |
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| 原文： |
Though Thomas the Tank Engine earned a loyal following of American children in the 1980s and 1990s through his popular PBS television show, real trains have long been out of favor with the American public. Even Thomas was a British import.
Indeed, the fact that an early 20th-century steam locomotive -- and not a sleek, high-speed model -- so captured the modern young American imagination is an apt commentary on the state of train travel in the United States: The country lags years behind some of its peers.
America has 457 miles of high-speed track from Boston to Washington, D.C. In Japan, by comparison, trains netting speeds up to 188 miles-per-hour cross 1,360 miles of track; France features 1,180 miles of rail to support trains that can travel up to 199 miles-per-hour; and, as Bill Powell's article, "China's Amazing New Bullet Train," shows in the latest issue of Fortune, China aspires to dart even farther ahead with its $300 billion high-speed rail project.
But President Barack Obama hopes to bridge this gap, emphasizing the importance of developing a nationwide high-speed rail network in several of his speeches. Just a month into his tenure, the President successfully urged Congress to dedicate $8 billion of February's stimulus funds towards the system's development.
"What we need ... is a smart transportation system equal to the needs of the 21st century," Obama said in a speech in April, the same month the Federal Railroad Administration released its prospectus for the high-speed program, "Vision for High-Speed Rail in America." "[We need] a system that reduces travel times and increases mobility, a system that reduces congestion and boosts productivity, a system that reduces destructive emissions and creates jobs," Obama continued in phraseology typical of his rhetoric. But it remains to be seen whether the U.S. government can translate "talk" into "walk" when it comes to high-speed rail.
"No one expects we are going to begin, let alone complete, the high-speed rail system with $8 billion," says FRA spokesman Warren Flatau. But the stimulus funds represent the "groundwork for a more sustainable program of funding in the future."
Last month, 40 states -- both individually and in groups -- submitted 278 pre-applications for various stimulus-funded high-speed passenger rail projects, amounting to $102.5 billion in requests. Final applications are due August 24, and the FRA will begin distributing funds in September.
Though it has until September 2012 to obligate all monies, Flatau expects "ready-to-go" projects, such as system upgrades that will help existing trains travel faster, to be among the first to receive funds because they are most likely to deliver the government the "biggest bang for the buck" -- advancing both the high-speed rail system and America's recovery efforts through job creation.
In addition to the Boston-to-Washington Northeast Corridor, the federal government has targeted ten regions for high-speed rail development since the early 1990s. These include a California Corridor spanning from Sacramento to San Diego and, as of July 2, linking Los Angeles to Las Vegas; a Chicago Hub Network spreading in all directions from the Windy City to the greater Midwest; and a South Central Corridor that forks from Texas into both Arkansas and Oklahoma.
Though the corridor outlines have guided the planning process, Flatau says they do not necessarily represent the final plans for the nation's high-speed rail network. "Nothing has been predetermined," he says, citing environmental considerations and land rights as potential hurdles.
In July, Congress gave high-speed rail an additional boost when the House of Representatives set aside $4 billion of its $68.8 billion fiscal 2010 transportation and housing appropriations bill to aid the high-speed passenger rail program, which awaits Senate approval. Secretary of Transportation Ray LaHood may still choose to devote $2 billion of this money to the proposed national infrastructure bank, which will make loans for future transportation projects if Congress approves its creation next year. Regardless, $2 billion for high-speed rail amounts to twice the $1 billion President Obama initially suggested the federal government would spend on the program each year.
The President has stressed his hope that the U.S. will someday boast a high-speed rail system to rival its European and Asian counterparts and transform transportation in this country in much the same way that the Interstate Highway System did since the 1950s. But when it comes to high-speed rail, a few billion dollars only goes so far. |
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| 译文： |
二十世纪八九十年代，美国公共广播公司（PBS）热播的动画片《托马斯和朋友》中的主角火车引擎托马斯受到了大批美国青少年的追捧。虽然如此，美国人却并不喜欢乘火车出行。就连托马斯也是以英国进口的火车引擎为原型制造的。
事实上，当代美国青少年喜爱的20世纪早期蒸汽火车就像现在美国铁路旅行现状：缺少造型流畅的高速列车，铁路发展已落后同类国家好几年。
美国有连接波士顿和华盛顿特区的高速轨道，全长457英里。而在日本，高速轨道长达1360英里，最高时速可达188英里；法国拥有总长度 1180英里的高速轨道，最高时速为199英里，还有就是中国，在最新一期的《财富》杂志中，比尔•鲍威尔在一篇名为《中国出色的新子弹头列车》的文章写道，中国有志于追求领先地位，投资3000亿美元建造一流的高速铁路。
但是奥巴马总统希望能消除这一差距，在几次演讲中都强调了建设全国高速铁路网的重要性。在就任总统一个月后，他成功敦促国会将2月份经济刺激方案调拨出80亿美元用于铁路系统的建设。
4月，美国联邦铁路管理局公布了一份题为《美国高速铁路的发展前景》的计划，同月，奥巴马在一次演讲中用惯用的排比方式说道：“我们需要……能满足21世纪需求的智能型运输系统，一个省时高效的系统，一个能减少拥挤、提高生产力的系统，一个能减少空气污染、创造就业岗位的系统。”但是美国政府是否能将“说道”转化成“轨道”，人们还要拭目以待。
联邦铁路管理局发言人沃伦•弗拉图（Warren Flatau）说：“80亿美元不够我们启动高速铁路工程，更不用说完工了。”但是刺激计划“为未来铁路建设可持续融资奠定了基础”。
上月，40个州以各州名义，同时也集体向国会提交了278份高速客运铁路建设预申请，总申请金额达1025亿美元。申请的截止日期为8月24日，而联邦铁路管理局会在9月开始分配资金。
建设资金要到2012年9月才到位，但弗拉图认为“准备到位”工程，如现有铁路的提速升级项目，会得到首批资金。因为这些工程最能充分利用政府资金，既能改造高速铁路系统，又能通过创建工作岗位实现经济复苏。
联邦政府自上世纪九十年代初期就计划在10个地区建设高速铁路，包括连接波士顿和华盛顿特区的东北走廊线；由萨克拉门托至圣地亚哥的加州走廊线，连接洛杉矶和拉斯维加斯；芝加哥枢纽网络线，从风城芝加哥一路延伸至中西部；还有就是中南部走廊线，从德克萨斯州出发，终点分别在阿肯色州和俄克拉荷马州。
这一走廊计划是铁路规划的指导方案，但是弗拉图说这并不是最终方案。他说，出于环境和土地使用权等因素，“我们还没有最后决定”。
7月，众议院从2010财年688亿美元的交通、住宅和城市发展拨款提案中拨款40亿美元，用于协助高速铁路建设，这一拨款有待参议院批准。交通部长雷•拉胡得(Ray LaHood)可能从中调拨20亿美元支持总统提议的国家基础设施银行（national infrastructure bank），这一银行的成立有待国会来年的批准，但是一旦成立，将会给未来的铁路建设提供贷款。但是不管怎样，奥巴马起初只建议联邦政府每年提供10亿元的铁路建设资助，相比之下，20亿美元已经翻了一番。
奥巴马强调，他希望有一天美国能拥有可与欧洲和亚洲国家相媲美的高速铁路系统，希望这一系统能像上世纪五十年代的州际高速公路系统那样改变美国的运输现状。但是要建设高速铁路，几十亿美元只能发展到现在这一步。 |
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