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中國高鐵有多先進？看看外國網民怎么說

點擊：  作者：譯者：龍騰比目魚    來源：超級大本營  發布時間:2017-02-15 12:19:47

 

 

 

       問題：中國高鐵有多先進？

Question：How advanced are Chinese high-speed rail trains?

原外文鏈接：https://www.quora.com/How-advanc ... h-speed-rail-trains

（英文好的直接看原文吧）

譯者：龍騰比目魚

Answered by Robin Daverman（upvote|3.3k）：

羅賓•達韋爾曼的回答（3300贊）：

The Chinese high-speed rails have a quality all on its own, because it’s so massive. There are more than twice as many high-speed trains in China as the rest of the world combined. The picture below is an early morning photo at the train station of a second-tier city in China.

中國高鐵之所以有如此高的質量完全是因為中國高鐵本身的體量，因為中國高鐵系統太龐大了。中國高鐵的數量比世界其他國家高鐵總數的兩倍還要多。下面的圖片展示了中國一個二線城市的火車站清晨的圖景。

中國高鐵有多先進？看看外國網民怎么說

Tier 1 cities like Beijing have a couple hundred

一線城市比如北京每天有兩百多列高鐵停靠。

中國高鐵有多先進？看看外國網民怎么說

And the Chinese Spring Festival is just a mad house - an estimated 3 billion person/trips take place within a 2-week window. It would be the equivalent of every American taking 10 trips during Christmas, or every European taking 5 trips during Christmas. All the train tickets are gone within like 10 seconds after they become available.

中國春節期間簡直就是車如流水馬如龍，據估計在春節期間兩周的窗口期內共發送旅客30億人次。這相當于所有美國人在圣誕節期間每人搭乘10趟火車，或者相當于所有歐洲人在圣誕節期間每人搭乘5趟火車。春節期間所有的火車票在開售10分鐘內就全部被搶完。

中國高鐵有多先進？看看外國網民怎么說

The Chinese high-speed rail system made 1.5 billion trips last year, growing 30% a year. It’s just absolutely massive!

中國高鐵系統去年發送旅客15億人次，一年之內增長30%。這規模簡直就是喪心病狂的龐大！

外國網民評論：

Lei Sun：（82贊）

The fact that this 3 billion person/trips can happen in 2 weeks in the first place demonstrates the infrastructure is some human wonder. In my adopted home country Sweden with less than 10 million people, due to poor management and evasion of responsibility etc, as soon as it snows a little bit trains get cancelled or delayed for hours. I once had to travel 3 hours by train to the airport, the train came 3 hours too late and I almost missed my flight! Our minister of transportation once outrageously claimed “people can celebrate Christmas another day”! This will never happen in China. No Chinese official dares to utter these words. Why the elected officials of a “democratic” country take less responsibility towards the public than officials of a “dictator” country is beyond normal people’s comprehension.

首先，光“在春節期間兩周的窗口期內共發送旅客30億人次”這一點上，就證明了中國的基礎設施在某種程度上簡直就是人類奇跡。在我的第二故鄉瑞典，人口不到一千萬，由于管理不善和逃避責任等等問題，一到剛下了一點兒小雪的時候，火車就取消或者推遲幾個小時。我曾經有一次坐了3個小時火車才趕到機場，最后火車還是晚到了3個小時之久，讓我差點沒趕上航班！我們的交通部長曾經有一次極其離譜地講“人們可以改一天再慶祝圣誕節”！這種事情絕不可能發生在中國。沒有一個中國政府官員敢說出這樣的話。為什么在一個“民主”國家里，一群被選舉出來的官員，對公眾如此不負責任，比起一個“獨菜”國家的官員都不如，這完全超出了一個正常人能理解的范圍。

Nishi Kaanti Dasgupta：（3贊）

meritocracy is better than democracy.

精英政治比民主政治要好。

Fred Gan：（3贊）

China is definitely not a democratic country but also not ruling under a dictature system. actually, this country executes by meritocracy at all levels. these political leaders are, of course not elected by its people but also not nominated by leaders. To become an official in the bureaucracy, those candidates get to pass several examinations and interviews, most eliminated in the process and only 3–5% may get offers. All government employees will be scored based on their performance at the end of year

中國確實不是一個民主國家，但是同時也不是一個獨菜體制統治之下的國家。實際上，這個國家在各個層面上實行精英體制。這些領導層當然不是由民眾直接選舉出來的，但是也不是由領導層直接任命的。要成為官僚體系中的一員，這些申請人必須通過幾輪筆試和面試，在這個過程中，只有3%到5%的最優秀的人在可以進入體制。所有的政府雇員在年終都必須基于他們的表現進行考核。

Ryed Jadun ：（1贊）

I feel like the infrastructure was created by need. Not sure about the need in Sweden, but if the growth in public transportation does not supplement the need of it, then there really is no point in creating so much. However, it’s also true that if the public transportation becomes so advanced that there is no more need for cars anyway, more people will opt for the public transportation in the first place.

我感覺基礎設施是由需求創造出來的。而在瑞典這種需求不明確，但是如果公共交通的增長沒有相對應的需求，那么建造如此多的基礎設施就毫無意義了。然而，同樣有道理的是，如果公共交通變得非常先進，以致于人們不再對汽車有更多的需求，那么更多的人們就會首選公共交通了。

Leo Xie：（5贊）
Actually, in most cases, things are not created by need. We didn’t really need iPhones. We didn’t really need Facebook. We didn’t even need the internet 30 years ago.

Swedish people might not need high-speed trains. However, would they love to travel faster and more comfortable? I guess most of them would say YES!

實際上，在大多數情況下，很多事情不都是由需求創造出來的。我們過去并沒有對iPhone的需求，我們過去也沒有對Facebook的需求，我們在30年前甚至都沒有對互聯網的需求。

瑞典人可能沒有對高鐵的需求。然而，難道他們不喜歡更快更舒適的旅行嗎？我猜他們當中大多數人會說：“喜歡”！

Ryed Jadun：

You have a good point, but I feel the comparison is not very good. iPhones and internet were first created as an advancement, and advancements/novelties usually sell based on popularity, and they’re created by a corporation, so they’d want to sell it whether it’s needed or not. Trains and stuff are more state/city based, so there’s more supplied for a larger demand, otherwise it wouldn’t be worth it to create so many with such fast pace if no one is really using them.
That’s just my TRAIN of thought.

你說得有道理，但是我覺得你的打的比喻不恰當。iPhone和互聯網一開始是被作為前衛產品被創造出來的，前衛產品或者新奇的事物通常是基于受大眾歡迎程度來售賣的，它們是由公司創造的，所以無論是不是有這個需求，公司都會努力去售賣。火車更多是基于國家或城市的，所以只有需求越大，才會供給越大。否則如果沒人用的話，以再快速的步伐創造再多，也是不值得的。

Ibrahim Ahmed：

lool are you saying china is better than sweden? hahaha man it surprises me how many chinese there are on quora to upvote you

Gabriel Chan：（26贊）

That tier two city is Wuhan, Hubei.

這個二線城市是湖北武漢。

Athanos Lee：

But Wuhan is a transportation hub. Robin should choose a more typical second-tier city like Kunming or Yinchuan. Otherwise it would simply be misleading.

但是武漢是一個交通樞紐。羅賓你應該選擇一個更加典型的二線城市比如昆明或者銀川來示例。否則將會誤導讀者。

Lei Sun：

I lived a few years in Basel, Switzerland, also a very sizable transportation hub in Europe. And it looks nowhere close to this picture from Wuhan.

我在瑞士巴塞爾（瑞士西北部城市，在萊茵河畔）住過幾年，同樣是一個相當大的交通樞紐。但是它在哪一個方面看起來都比不上圖片上的武漢。

Delio Mugnolo：

Wuhan’s population is 30 times as large as Basel’s.

武漢的人口是巴塞爾的30倍。

Lei Sun：

Most of Basel’s train traffic is international, the city stands on the border of France, Germany and Switzerland. So population size of Basel itself is not very relevant here.

大部分的巴塞爾火車交通都是國際性的，這個城市位于法國、德國和瑞士三國交界的地方，所以在這兒談巴塞爾的人口規模是不相關的。

Andrew Wong：

How about Chengdu? I was very impressed with their High Speed Rail station.

成都怎么樣？我對他們的高鐵站印象非常深刻。

Hal Xu：

These two u have mentioned are definetly third tier

你提到的兩個城市無疑都屬于三線城市。

Alexander.Jin：

But I dont think Kunming and Yinchuan are second-tier cities.

但是我不認為昆明和銀川是二線城市。

Fred Weems：

The high speed train system in and out of Xi’an is absolutely first class. If there’s a train option I’ll take that over flying. The scenery is fantastic from ground level.

進出西安的高鐵絕對是一流的。如果可以選擇坐高鐵，我絕不坐飛機。沿途的地貌風景簡直太奇妙了。

Magnus Reynhamar：

Xi'an is just almost outer worldly beautiful to me.

西安對我來說就像是世外桃源。

Victor Gan：

Kunming and Yinchuan are fourth tier cities in China!

Jo Michie：（40贊）

The Chinese High Speed Rail-system is awesome in the true meaning of the word. It is opening the far west and the interior of China and will bring prosperity to areas previously cut-off from the economic growth of the eastern seaboard of the country.

中國高速鐵路系統用一個詞就可以表示真正的含義：awesome（太棒了）。它打開了偏遠西部地區和內陸地區的大門，并將給這些地區帶來繁榮，以往這些地區和東部沿海地區的經濟增長脫節了。

It is my preferred method of traveling within China. The trains always leave on time despite weather conditions (unlike aircraft) and always arrive on time.

高鐵是我在中國旅行的首選交通工具。列車總是準點出發，準點到達，不管怎樣的天氣狀況（飛機就不一樣了）。

Once on board the passengers are well cared for, the trains are well staffed and maintained. Toilets are clean, seats are comfortable, you can purchase snacks and drinks on board.

一旦坐上了列車，旅客們都能得到周到的照顧，車上工作人員配置齊全，列車保養良好。衛生間干凈整潔，座位舒適，你還可以在列車上買到零食和飲料。

It is sometimes hard to realise just how fast the train is moving as it is so smooth (compared with trains in the UK). Announcements are given in both Mandarin and English.

有時候你很難搞懂，中國高鐵是怎樣做到運行得如此快速，但是卻又如此的平穩（和英國的火車相比）。列車還會給出普通話和英語雙語廣播。

I really wish Britain would get its act together and invest in a proper high speed rail system linking Scotland, the North of England, the Midlands and the South West of England - it would bring immense benefits, and help reduce road traffic.

Corey Tournet：（6贊）

I don’t think the technology itself is any sort of breakthrough. The main breakthroughs are the extremely low cost of the tickets and the scale. Here in the USA we always try to make everything so expensive and complicated.

我不認為單從技術上來講，中國高鐵有什么大的技術突破......中國高鐵主要的突破在于，極度低廉的票價和如此龐大的規模。在美國，我們總是試圖把每一樣東西搞得又貴又復雜。

Answered by Paco Cabeza-Lopez：（upvote|74）：

Paco Cabeza-Lopez的回答（74贊）：

I have read all the answers so far but I can’t see any of them providing a real answer to the question. Some answers confuse the size of Chinese fleet with technological development. Bigger doesn’t necessarily mean better. We know that well in Europe.

我看完了到目前為止所有對這個問題的回答，但是我還沒有發現其中任何回答提供真正的干貨。有些答案把中國高鐵艦隊的規模和中國高鐵的技術發展混為一談。規模更大并不一定意味著技術更好。在歐洲，我們可以很清楚地看到這一點。

Certainly, “how advanced” depends on your own benchmark. For someone in the US, the Chinese High Speed (HS) network will be simply awesome. If your benchmark is France, Spain, Italy, Germany, Belgium or Japan, then I would say it is quite equivalent in most general instances except for one, probably the most important one, SAFETY(I’ll get back to this in a minute).

當然啦，“有多先進”取決于你采用什么樣的參照系。比如對于一個身在美國的人來說，中國的高鐵網絡簡直就是牛逼。但是如果你的參照系換成法國、西班牙、意大利、德國、比利時或者日本，那么我會說，在大多數情況下，中國高鐵和他們旗鼓相當，除了有一點，或許也是最重要的一點，安全（這一點我待會兒再講）。

I say quite similarly advanced simply because the Chinese have “borrowed” all technologies to make HS trains from the main European technological contractors. Simply look at the rolling stock running on the Chinese networks. Most of the trains are exact copies of the original Alstom, Siemens, Bombardier (rails division based in Germany, not Canada) Ansaldo and a few Japanese Shinkansen models. (Partially or completely) built in China but exact copies of the European/Japanese marvels.

我說它們幾乎是一樣的先進，純粹是因為中國人用來建造高鐵的所有技術，都是從幾個主要的歐洲技術承包商那里“借來的”。這一點你只需要看一看，目前正運行在中國高鐵系統的軌道機車車身就可以知道了。大部分的車身都是原封不動地復制了阿爾斯通、西門子、龐巴迪（它的鐵路部門總部在德國，而不是加拿大）、安薩爾多和一部分新干線的原始模型。車身（部分地或者完全的）在中國生產制造，但是完全是歐洲/日本生產商的杰作的翻版。

譯注：來源 / 百度百科；

阿爾斯通：法國公司，世界五百強排名448，阿爾斯通是全球交通運輸和電力基礎設施領域的先驅；

西門子：德國公司，西門子股份公司創立于1847年，是全球電子電氣工程領域的領先企業；

龐巴迪：加拿大公司，龐巴迪是一家總部位于加拿大魁北克省蒙特利爾的國際性交通運輸設備制造商；

安薩爾多：意大利公司，是一家擁有150多年歷史、全能型的工業公司，擁有悠久的重工業研發及制造的歷史，目前是全球最優秀的綜合機電工程公司之一。

CRH1 train models are Bombardier/Ansaldo Zefiro’s

CRH2 train models are Japanese Shinkansen’s

CRH3 train models are Siemens ICE3 models

CRH5 train models are Alstom Pendolinos

Etc, etc.

CRH1列車模型是龐巴迪/安薩爾多的Zefiro型列車

CRH2列車模型是日本新干線型列車

CRH3列車模型是西門子的ICE3型列車

CRH5列車模型是阿爾斯通的Pendolinos型列車

等等。。。

（譯注：CRH 全稱為China Railways High-speed，中文字面意為“中國鐵路高速”。CRH1即為和諧號CRH1型電力動車組）

It is true that now China is able to make HS trains almost by themselves, but previous agreements with suppliers suggest they still pay royalties for every model they produce (or at least they should). And in no case, the Chinese may claim these trains as “Chinese technology”. Period.

確實，如今中國已經能夠完全靠自己的能力來建造高鐵了，但是根據此前與供應商達成的協議推斷，他們仍然要為自己制造的每一輛車身支付專利使用費（或者至少是他們應該支付）。所以無論是在哪一種情況下，中國人都沒有資格宣稱他們的高鐵是“中國技術”。這部分說完了。

Now, let’s go to the safety part.

現在，讓我們回到關于安全的部分。

Any country may have the fastest, superfanciest trains they can, but you need a signaling management system that goes with it and that guarantees no accidents while optimizing headways (ie, to get your return on investment operators place trains as fast as possible and as close to each other as possible in total SAFETY): in Europe, with ERTMS, we can place trains at 350 km/h every 3 minutes in a way that if one needs to stop to halt, the next one will do so without crashing into the previous one, in total safety. Of course this is not easy and needs its own planning, development and investment.

每個國家都可以建造他們認為的最快速、最豪華的列車，但是你必須有一個信號管理系統來相配套，這樣才可以保證在不出事故的前提下優化列車行駛速度（例如，為了回收投資，在總體安全的情況下，經營者會將列車設置在盡可能快的速度下行駛，并且設置前一趟列車和后一趟列車的間距盡可能的短一些）：在歐洲，通過ERTMS，我們能夠把列車速度設置成每隔3分鐘切換至350 km/h一次，通過這種方式，一旦前一趟列車需要緊急制動，那么后一趟列車將會采取同樣的方式來避免撞上前一趟列車，這樣就可以保證總體安全。當然要做到這一點不是那么容易的，這需要相關人員計劃，發展和投資。

ERTMS stands for European Rail Traffic Management System. Basically, to make the long story short, the Chinese have adapted (or taken) ERTMS and called it CTCS, which stands for, you guessed it, Chinese Train Control System. ERTMS comes in 3 levels, 1 being the least advanced and 3 being a pure moving block system (trains talk to each other permanently and report their position in real time, no signals needed). CTCS also comes in 3 levels, with CTCS2 somehow equivalent to ERTMS1, CTCS3 equivalent to ERTMS2 and, CTCS1 equivalent to, mmhhmm, “non-safe” Automatic Train Protection System (ATP). Let’s try to elaborate a bit further:

ERTMS 代表“歐洲鐵路運輸管理系統”。長話短說，總體上，中國人已經改編（或者說 “采取”）了ERTMS，然后改了個名字叫做CTCS，意思是“中國列車運行控制系統”。 ERTMS分3個等級，其中1級是最落后的，3級是指“純移動閉塞系統”（列車之間互相保持持續穩定的信息傳輸，并且實時報告各自的位置，不需要信號控制）。CTCS同樣分3個等級，但是不知怎么搞地，CTCS2等同于ERTMS1，CTCS3等同于ERTMS2，CTCS1等同于，額額額。。。，“非安全”的列車自動防護系統（ATP）。我再努力說得詳細一點：

CTCS 1 is a non-safe ATP system improved by some trackside data reading from a Eurobalise via packet 44. CTCS1 is not used for HS trains because it is designed for maximum speeds of up to 160 km/h. You may find this outside the HS network.

CTCS 2 makes use of ERTMS type data packets but – big difference – the system does not read a Movement Authority (MA) from the Eurobalise as we do in Europe. Instead, the MA is computed by the on-board unit combining trackside data from the Eurobalise with a track circuit code indicating the number of blocks ahead free. Putting your safety in a track circuit may not be the wisest of the ideas, as the Wenzhou train collision on 23 July 2011 proved, with 40 people killed after a heavy storm with lightning hit the area of the accident and made the track circuit fail.

CTCS 3 is the highest end Chinese ATP system capable of dealing with speeds up to 380 km/h with a similar ERTMS 2 type architecture and comprises Radio Block Centers (RBC) and a GSM-R radio communications infrastructure and on-board data radios.

CTCS 1是指非安全的“列車自動防護系統”，它是從“歐洲標準查詢應答器”通過packet 44讀取的軌道數據改進而來的。CTCS1不是用于高鐵系統的，因為它是為最大速度不超過160 km/h的列車設計的。你在高鐵網絡系統之外的鐵路系統中也可以發現它。

CTCS 2使用ERTMS類型數據包，但是，有很大的不同，CTCS 2無法像我們歐洲這樣讀取來自歐洲標準查詢應答器的“行車許可模塊”數據。取而代之的是，中國的“行車許可模塊”數據是由車載單元綜合兩方面的數據計算而來的，一方面是來自歐洲標準查詢應答器收集的軌道數據，另一方面是來自軌道電路編碼指示的前方道路是否通暢的數據。將你的人身安全置于一個軌道電路之上，可能不是所有的方案中最明智的那一種，正如發生在2011年7月23日的溫州火車相撞事故證明的那樣，那次事故導致40人死亡，起因就是事發區域出現雷暴天氣，導致軌道電路發生故障。

CTCS 3是中國最高等級的“列車自動防護系統”，能夠應對最高速度達380 km/h的列車，采用和ERTMS 2等級類似的架構，包含“無線閉塞中心”（RBC），GSM-R無線通信設施和車載數據無線電通信。

In other words, and in response to the question asked, Chinese HS rolling stock (trains) are as good as European and Japanese counterparts but I would only trust a Chinese HS ride on a CTCS3 equipped network (and would try to skip CTCS2). Would never ride on a CTCS1 line (this one not supporting HS traffic). Today, only the CTCS3 signaling system in China is up to the European and Japanese standards.

換一句話說，可以這樣回答上面提出的這個問題，中國高鐵系統的軌道機車車身，和歐洲或日本的同行一樣好，但是我只會信任運行在裝備了CTCS3標準網絡上的高鐵（或許會嘗試一下CTCS2），但是絕對不會乘坐一條CTCS1線路列車（CTCS1根本就支撐不起高鐵交通運輸）。當今，在中國只有CTCS3信號系統才可以比肩歐洲和日本的標準。

Rick Wang：（13贊）

LOL, I love how this person just low key skips the indigenously developed CRH6s and the CRH380s. Copied the Japanese and European models? China signed contracts and collabrated with those companies to design its first few models together. By your logic the Fiat 124 Spider is a copy of the Mazda Miata? Oh and China only has 3 CTCS levels? Forgot about the CTCS 0 and 4 I see? Do you want to do some more research?

真搞笑，我奇怪你這個人是怎么跳過了關鍵性的中國自主研發的CRH6s和CRH380s型列車的？復制日本和歐洲的模型？中國和這些公司簽訂了合同，一起來合作研發設計最初的車型。按照你的邏輯，菲亞特124Spider汽車是馬自達MX-5 Miata汽車的復制品了？哦？中國只有3個CTCS等級？我看你是忘了還有CTCS 0的CTCS 4了？你難道不想回去做點功課再來談這個問題嗎？
Paco Cabeza-Lopez（

答主

）：（2贊）

Rick, Ill be happy to read your answer if you can provide one to Quora. Sometimes, being a bit of a fanatic makes you believe things are not exactly like you think they are. I can see that in many of your Chinese-related answers.

Rick，我很高興在這個網站上看到你的回復。有時候，你的某種狂熱情緒，讓你篤信了一些事情，但是事情并非你認為的那樣。我可以從你回答的與中國相關的問題的許多答案上看出這一點。

Anyhow, not mentioning the CTCS0 or CTCS4, or even ERTMS3 doesn’t mean I am not aware of them. They were not relevant for THIS answer. I just didn’t want to get too technical. but if you wish, I can tell you in this direct reply to you that CTCS0 is not signaling system, just a compliance level, and that CTCS4 only exists on paper, just like ERTMS3. Some suppliers claim having ERTMS3 solutions (moving block principle, like CBTC), but this is not completely true. They only have ERTMS3-like systems

不管怎么樣，不用說CTCS0或者CTCS4，哪怕是ERTMS3，我也不是非常了解它們。這些跟這個問題無關。我不想談太多的技術問題。但是如果你非要追根問底，我可以直接跟你說，CTCS0不是信號系統，還尚處于編譯級別。而CTCS4還只存在紙面上，就像ERTMS3一樣。一些供應商聲稱已經開發出ERTMS3解決方案（移動閉塞原理，就像CBTC），但是也不完全正確。他們目前只達到了“類ERTMS3”級別。

Re. vehicles (rolling stock), youre perfectly endorsing my answer, and I thank you for that. What you call “design its first models together” is what I call “copies of exactly the same model made in China with mainly Chinese labor”. We are on the same page here.

回應你關于車身的問題，你點贊了我的答案，我很感謝這一點。你所說的“一起來合作研發設計最初的車型”，就是我所說的“在中國制造，主要使用中國工人，原封不動的模型翻版”，這里我們說的是一個意思。

Last but not least. I need do no “research”. Its part of my own knowledge and experience. Thank you.

最后但是同樣重要的一點是，我不需要做任何“功課”。這是我自身的知識和經驗的一部分。謝謝。

===========================

Yi Lu：（1贊）

Thanks for an answer with hardcore details! I love such answers.
謝謝你的干貨答案！我喜歡這個答案。

I checked on Chinese internet and it is said that D trains use CTCS2 systems and their speed is 200km/h, while G trains use CTCS3 systems and their speed is 300km/h.

我在中國相關網站上查了一下，網上說D字打頭的火車使用CTCS2系統，速度是200km/h；G字打頭的火車使用CTCS3系統，速度是300km/h。

So D trains are not safe? or safe at 200km/h?

所以D字打頭的火車是不安全的嗎？或者說只要在200km/h下行使才安全？

Paco Cabeza-Lopez（答主）：

D trains are rather safe, otherwise we would have accidents every week or month. My point is that theyre not as safe as the equivalent European system for the reasons I explained around the Wenzhou accident. Never fully trust a track circuit. Theyre quite easy to fail, especially in bad weather conditions.

D字打頭的火車也是相當安全的，否則我們每個月或每周都要發生交通事故了。我的重點是，他們只是沒有像同等級的歐洲系統那樣安全而已，原因我已經在溫州事故那個問題上解釋了。不要過分相信軌道電路。他們很容易出故障，尤其是在惡劣天氣狀況下。

===========================

Kåre Skak Pedersen：

I’m trying to imagine myself at the ticket office:

我腦補一下我自己在車站買票的場景：

“I would like a ticket back home to Beijing. Please make sure it’s a HS ride on a CTCS3 equipped network.”

“你好，我要買一張回北京的票。請確保我買的這張票的高鐵是運行在配備了CTCS3網絡系統上。”

Besides I wouldn’t know how to express it in Chinese, I have a feeling that they wouldn’t have a clue what I’m talking about.

除了我不知道應該怎樣用中文表達這個意思之外，就算我會用中文說，我估計售票員也對于我所說的一頭霧水。

But I still get the point: Chinese trains are cheap copy-crap and only the HS ride on a CTCS3 equipped network is worth risking your life on.

但是我還是抓住了你的要點：中國的火車都是便宜的仿制品，除了運行在CTCS3配置的線路上的高鐵值得一試。

Paco Cabeza-Lopez

（答主）：

I tried to provide an answer with limited technical details to the question. Of course, the situation you mention is rather unrealistic but, as just replied above to Yi Lu, traffic on CTCS2 systems are rather safe, otherwise we would have accidents every week or month. Fortunately this is not the case.

我是在盡量用不涉及技術細節的語言來回答這個問題的。當然，你提到的場景肯定是不現實的，但是正如我上面回復Yi Lu所說那樣，D字打頭的火車也是相當安全的，否則我們每個月或每周都要發生交通事故了。幸運的是，事情并沒有像這樣發生。

===========================

Vincent Poon：（1贊）

Interesting but your answer seems lacking. Out of curiosity, I've decided to search the web for the “worst high speed rail accidents” and here's the top 3 results.

你的答案很有趣，但是有缺陷。出于好奇心，我決定在網上搜索一下“最糟糕的高鐵交通事故”，然后發現以下排在前三位的結果。

Eschede derailment occurred on 3 June 1998, deaths 101, injuries 88

Santiago de Compostela derailment occurred on 24 July 2013, deaths 80, injuries 140

Wenzhou train collision on 23 July 2011, deaths 40, injuries 200+ (based in the wiki article, this is China's first fetal highspeed rail accident)

艾須得鎮（德國）列車脫軌，發生在1998年6月3日，101人死亡，88人受傷；

圣地亞哥-德孔波斯特拉（西班牙城市）列車脫軌，發生在2013年7月24日，80人死亡，140人受傷；

溫州火車相撞事故，發生在2011年7月23日，40人死亡，200多人受傷（根據維基百科詞條查詢的結果，這是中國第一起致命的高鐵交通事故）

In comparison, let's take a look at this list of non highspeed rail accidents by death toll.

相比之下，讓我們再來看一看非高鐵交通事故導致的死亡人數：（維基百科鏈接。。。）

Paco Cabeza-Lopez（答主）：

Thank you so much for this question, Vincent. I was really expecting it so that I could elaborate a bit more. Wonder why my answer is “lacking” but anyhow. Ill be short for this is just an answer to a direct question. Ill start in reverse order:

謝謝你的回復，Vincent。我非常期待你們對我的答案感興趣，所以我可以說得詳細一點。但是我很奇怪你為什么說我的答案是有缺陷的，不管怎么樣，我長話短說，直接回答你的問題吧。我將采取倒序的方式：

Wenzhou, 2011: I already provided details, no questions here.

溫州，2011：我已經提供了事發細節了，這一點應該沒問題了。

Spain (Santiago de Compostela) 2013: The accident was a political disaster: The line had to be opened prior to some kind or regional elections and long story short, the last 6.5km were not equipped with ERTMS, only the ASFA national system. The accident ocurred during the transition from ERTMS to ASFA, on the ASFA section. ASFA was not able to stop the train. It warned the driver but he was busy (apparently) on the phone and did not brake in time (he forgot he had to take over the train on the non-ERTMS section). Therefore, ERTMS is not to be blamed here. On the country, it wouldve stopped the train if implemented. But it wasnt.

西班牙（圣地亞哥-德孔波斯特拉）2013：這起事故是一個政治災難的后果：長話短說，這條線路由于不得不優先向某些地方選舉開放，最后的6.5km路線沒有配置ERTMS，只是配置了ASFA國家系統。事故發生在ERTMS向ASFA過渡的地方，列車處于ASFA區域。ASFA沒有能力緊急停止火車。警告送達火車司機，但是司機顯然在忙與打電話，沒有及時剎住火車（他忘了在非ERTMS區域應該手動操作車輛）。因此，這起事故不能歸咎于ERTMS。相反，如果部署了ERTMS，列車就可以停住，但是很遺憾沒有部署。

Last but not least, Enschede, Belgium (1998): the easy outcome of this accident was/is that the whole country is currently being re-signaled into ERTMS (in order to avoid accidents like Enschede), just like Denmark or Switzerland.. Netherlands is also thinking about it. At that time we had no ERTMS in place, it was being developed. The Belgian system was completely outdated in most parts of the country.

最后但是同樣重要的一點是，艾須得鎮，比利時（1998）：這起事故最簡單的結論就是，當時整個國家正在重新調試信號以便改成ERTMS（目的是為了避免像艾須得鎮那樣的事故），當時丹麥、瑞士和荷蘭等等國家也在考慮做同樣的事，那個時候ERTMS還沒有完全部署，而是正在發展當中。比利時系統在這個國家的很多方面已經完全過時了。