话题讨论:你觉得中国制造的时速能达到600公里的磁悬浮列车怎么样？
正文翻译
What do you think about the Chinese-made Maglev trains that can go 600 km/hour?
你觉得中国制造的时速能达到600公里的磁悬浮列车怎么样？
你觉得中国制造的时速能达到600公里的磁悬浮列车怎么样？
评论翻译
据《中国日报》报道：
新的磁悬浮交通系统在中国东部山东省沿海城市青岛首次公开亮相。
据中国铁路总公司介绍，这是中国自主研发的磁悬浮列车，标志着中国在轨道交通领域取得的最新科技成果。
中国的新突破表明，中国已经掌握了一整套高速磁悬浮列车工程技术，包括系统集成、车辆生产、牵引供电、轨道交通、运输控制和通信等。
近年来，中国的列车技术取得了长足的进步，中国和世界将从中受益匪浅。
该项目于2016年10月启动，2019下线的试验样车于2020年6月在上海同济大学的试验线上成功试运行，并于2021年1月开始了6个月的联合调试和测试。历经5年研发，时速600公里的高速磁悬浮交通系统如今正式上线。
=================
Johann Joss
, studied Mathematics & Computers at ETH Zurich (1968)
It is a great achievment.
It shows what the chinese are capable of making.
It shows how backward the US are.
这是一个伟大的成就。
它显示了中国人的制造能力。
这表明美国是多么落后。
Thomas Pauken II
, B.A. from Thomas More College of Liberal Arts (1999)
BEIJING: That’s good news but it’s important to understand the operational mechanisms of passenger and cargo train operations. The trains can go long distances with connecting tracks reaching from Yiwu, east China’s Zhejiang Province, all the way to train stations in major port cities of western Europe.
Nonetheless, a train going at hi-speeds, such as its maximum - 600km/hr, is not routine. You have to factor in weather conditions, make sure the track is cleared and the land terrain.
The Maglev train can achieve peak speeds and capacity on land that is flat, good weather with no winds and in rural areas with train stations located far away.
Let’s say you choose to take a hi-speed train running from northern China’s Beijing, the capital city to go to the southern coastal city Shenzhen in Guangdong province. From a business standpoint, you can not expect to run directly without stopping at intermediate train stations.
But if you choose to fly, most planes will go one-trip and the flight will just take three to four hours after departure and on-time landing, Beijing to Shenzhen.
Train companies can not succeed as a profitable business doing long distance train rides without stopping. Train tickets are much cheaper than flight tickets. So passengers pay lower fares while anticipating longer journey duration; and passengers getting on and off at train stations along the way.
Hence, a Chinese train can’t just zip across China running at 600km/hr from Beijing to Shenzhen. Many passengers buying a train ticket in the capital city could have a final destination in Wuhan or other train stations along the itinerary.
Hence, the train will have to stop at many train stations and that’s how trains can generate higher revenues. But the train’s journey will of course last longer for passengers buying a ticket from Beijing to Shenzhen.
I mention this not as a side note but to explain that China’s hi-speed Maglev technologies demonstrates amazing progress in the fields of science and train development, but we should be aware of the challenges train companies face to take advantage of new upgrades.
We should also be aware of safety issues in regards to the high speeds of trains, which are just like passenger vehicles on the road. Let’s say you are driving a car and know there are empty highways for many miles ahead.
You accelerate the car to maximum speed or you could wreck it, so it’s similar to a conductor driving a train. They will not choose to make train go 600km/hr just because it can.
The maximum high speed and the records could go higher and perhaps 10 years later we may live in an age when trains can easily hit 1,000km/hr and 600km/hr would seem slow. Nonetheless, we should still be impressed that Chinese Maglev trains can go so fast at the moment.
We can learn more about it from the China Daily. The lix is here:
As reported by the China Daily:
“The new maglev transportation system made its public debut in the coastal city of Qingdao, East China's Shandong province.
It was self-developed by China and marks the country's latest scientific and technological achievement in the field of rail transit, according to the China Railway Rolling Stock Corporation.
China's new breakthrough demonstrates that the country has mastered a complete set of high-speed maglev train engineering technologies, including system integration, vehicle production, traction power supply, rail trails, and transport control and communication, said the company.”
Chinese train technologies have taken tremendous strides in recent years. China and the rest of the world will greatly benefit from it.
北京：这是个好消息，但了解客货列车的运行机制很重要。火车可以通过相互连接的轨道行驶很远的距离，比如可以从中国东部浙江省的义乌市一直行驶到西欧主要港口城市的火车站。
尽管如此，以最高速度行驶的火车（例如最高时速 600 公里/小时）并不常见，因为您必须考虑天气条件，确保轨道畅通无阻且地形平坦。
磁悬浮列车可以在平坦、无风的好天气以及在远离火车站的农村地区实现峰值速度和容量。
假设你选择坐高速列车从中国北方的首都北京前往广东省南部的沿海城市深圳。从商业的角度来看，您不能指望火车在不停靠中间站的情况下直接运行。
但如果你选择坐飞机，大多数飞机只需飞一次，从北京到深圳，从起飞到准时降落只需3到4个小时。
火车公司不可能通过不间断的长途火车旅行而获得成功。火车票比机票便宜很多，因此乘客只需支付较低的票价，同时预期更长的旅程时间以及在沿途火车站会有乘客上下车。
因此，中国的火车不可能以每小时600公里的速度从北京开往深圳，许多在首都购买火车票的旅客，最终目的地可能是武汉或行程中的其他火车站。
因此，火车将不得不停靠许多火车站，这就是为什么火车可以产生更高的收入。但对于购买北京至深圳车票的乘客来说，这趟列车的旅程当然会持续更长时间。
我提到这一点不是为了将其作为旁注，而是为了说明中国的高速磁悬浮技术在科学和列车发展领域取得了惊人的进步，但我们应该意识到列车公司在利用新的升级换代方面面临的挑战。
列车的最高速度和最高记录可能会更高，也许10年后我们可能会生活在一个火车很容易达到每小时600公里，每小时1000公里的时代。尽管如此，我们仍然应该对中国磁悬浮列车目前的速度印象深刻。
我们可以从《中国日报》了解更多。链接如下：
, B.A. from Thomas More College of Liberal Arts (1999)
BEIJING: That’s good news but it’s important to understand the operational mechanisms of passenger and cargo train operations. The trains can go long distances with connecting tracks reaching from Yiwu, east China’s Zhejiang Province, all the way to train stations in major port cities of western Europe.
Nonetheless, a train going at hi-speeds, such as its maximum - 600km/hr, is not routine. You have to factor in weather conditions, make sure the track is cleared and the land terrain.
The Maglev train can achieve peak speeds and capacity on land that is flat, good weather with no winds and in rural areas with train stations located far away.
Let’s say you choose to take a hi-speed train running from northern China’s Beijing, the capital city to go to the southern coastal city Shenzhen in Guangdong province. From a business standpoint, you can not expect to run directly without stopping at intermediate train stations.
But if you choose to fly, most planes will go one-trip and the flight will just take three to four hours after departure and on-time landing, Beijing to Shenzhen.
Train companies can not succeed as a profitable business doing long distance train rides without stopping. Train tickets are much cheaper than flight tickets. So passengers pay lower fares while anticipating longer journey duration; and passengers getting on and off at train stations along the way.
Hence, a Chinese train can’t just zip across China running at 600km/hr from Beijing to Shenzhen. Many passengers buying a train ticket in the capital city could have a final destination in Wuhan or other train stations along the itinerary.
Hence, the train will have to stop at many train stations and that’s how trains can generate higher revenues. But the train’s journey will of course last longer for passengers buying a ticket from Beijing to Shenzhen.
I mention this not as a side note but to explain that China’s hi-speed Maglev technologies demonstrates amazing progress in the fields of science and train development, but we should be aware of the challenges train companies face to take advantage of new upgrades.
We should also be aware of safety issues in regards to the high speeds of trains, which are just like passenger vehicles on the road. Let’s say you are driving a car and know there are empty highways for many miles ahead.
You accelerate the car to maximum speed or you could wreck it, so it’s similar to a conductor driving a train. They will not choose to make train go 600km/hr just because it can.
The maximum high speed and the records could go higher and perhaps 10 years later we may live in an age when trains can easily hit 1,000km/hr and 600km/hr would seem slow. Nonetheless, we should still be impressed that Chinese Maglev trains can go so fast at the moment.
We can learn more about it from the China Daily. The lix is here:
As reported by the China Daily:
“The new maglev transportation system made its public debut in the coastal city of Qingdao, East China's Shandong province.
It was self-developed by China and marks the country's latest scientific and technological achievement in the field of rail transit, according to the China Railway Rolling Stock Corporation.
China's new breakthrough demonstrates that the country has mastered a complete set of high-speed maglev train engineering technologies, including system integration, vehicle production, traction power supply, rail trails, and transport control and communication, said the company.”
Chinese train technologies have taken tremendous strides in recent years. China and the rest of the world will greatly benefit from it.
北京：这是个好消息，但了解客货列车的运行机制很重要。火车可以通过相互连接的轨道行驶很远的距离，比如可以从中国东部浙江省的义乌市一直行驶到西欧主要港口城市的火车站。
尽管如此，以最高速度行驶的火车（例如最高时速 600 公里/小时）并不常见，因为您必须考虑天气条件，确保轨道畅通无阻且地形平坦。
磁悬浮列车可以在平坦、无风的好天气以及在远离火车站的农村地区实现峰值速度和容量。
假设你选择坐高速列车从中国北方的首都北京前往广东省南部的沿海城市深圳。从商业的角度来看，您不能指望火车在不停靠中间站的情况下直接运行。
但如果你选择坐飞机，大多数飞机只需飞一次，从北京到深圳，从起飞到准时降落只需3到4个小时。
火车公司不可能通过不间断的长途火车旅行而获得成功。火车票比机票便宜很多，因此乘客只需支付较低的票价，同时预期更长的旅程时间以及在沿途火车站会有乘客上下车。
因此，中国的火车不可能以每小时600公里的速度从北京开往深圳，许多在首都购买火车票的旅客，最终目的地可能是武汉或行程中的其他火车站。
因此，火车将不得不停靠许多火车站，这就是为什么火车可以产生更高的收入。但对于购买北京至深圳车票的乘客来说，这趟列车的旅程当然会持续更长时间。
我提到这一点不是为了将其作为旁注，而是为了说明中国的高速磁悬浮技术在科学和列车发展领域取得了惊人的进步，但我们应该意识到列车公司在利用新的升级换代方面面临的挑战。
列车的最高速度和最高记录可能会更高，也许10年后我们可能会生活在一个火车很容易达到每小时600公里，每小时1000公里的时代。尽管如此，我们仍然应该对中国磁悬浮列车目前的速度印象深刻。
我们可以从《中国日报》了解更多。链接如下：
据《中国日报》报道：
新的磁悬浮交通系统在中国东部山东省沿海城市青岛首次公开亮相。
据中国铁路总公司介绍，这是中国自主研发的磁悬浮列车，标志着中国在轨道交通领域取得的最新科技成果。
中国的新突破表明，中国已经掌握了一整套高速磁悬浮列车工程技术，包括系统集成、车辆生产、牵引供电、轨道交通、运输控制和通信等。
近年来，中国的列车技术取得了长足的进步，中国和世界将从中受益匪浅。
================
Huijian Wu
, CTO (2005-present)，Lives in Hong Kong2001–present
On , the 600-km per hour high-speed magnetic levitation transportation system, which is the world's first high-speed magnetic levitation transportation system with a design speed of 600 km per hour, was successfully launched in Qingdao by China CNR.
The 600-km/h high-speed magnetic levitation is the fastest ground transportation system currently available. It adopts the "car-hugging rail" operation structure, with high safety level, spaciousness and comfortable ride. The capacity of a single section can exceed one hundred passengers, and can be flexibly grouped in the range of 2 to 10 cars to meet the needs of different passenger capacity. No contact with the rail during driving, no wheel and rail wear, low maintenance, long overhaul cycle, and good economy of the whole life cycle.
The project was launched in October 2016, the test prototype was developed in 2019 and successfully test-run on the test line of Tongji University in Shanghai in June 2020, and after system optimization to determine the final technical plan, the complete system was developed and started six months of joint tuning and testing in January 2021. Thus, after five years of research, the 600 km/h high-speed magnetic levitation transportation system has been officially launched.
时速600公里的高速磁悬浮是目前最快的地面运输系统，列车采用“抱车轨”作业结构，安全等级高，空间宽敞，乘坐舒适。单节车厢的载客量可超过100人，并可在2至10辆车厢的范围内灵活编组，以满足不同载客量的需要。行车时列车不与钢轨接触，无轮轨磨损，维修费用低，检修周期长，全寿命周期经济性好。
Huijian Wu
, CTO (2005-present)，Lives in Hong Kong2001–present
On , the 600-km per hour high-speed magnetic levitation transportation system, which is the world's first high-speed magnetic levitation transportation system with a design speed of 600 km per hour, was successfully launched in Qingdao by China CNR.
The 600-km/h high-speed magnetic levitation is the fastest ground transportation system currently available. It adopts the "car-hugging rail" operation structure, with high safety level, spaciousness and comfortable ride. The capacity of a single section can exceed one hundred passengers, and can be flexibly grouped in the range of 2 to 10 cars to meet the needs of different passenger capacity. No contact with the rail during driving, no wheel and rail wear, low maintenance, long overhaul cycle, and good economy of the whole life cycle.
The project was launched in October 2016, the test prototype was developed in 2019 and successfully test-run on the test line of Tongji University in Shanghai in June 2020, and after system optimization to determine the final technical plan, the complete system was developed and started six months of joint tuning and testing in January 2021. Thus, after five years of research, the 600 km/h high-speed magnetic levitation transportation system has been officially launched.
时速600公里的高速磁悬浮是目前最快的地面运输系统，列车采用“抱车轨”作业结构，安全等级高，空间宽敞，乘坐舒适。单节车厢的载客量可超过100人，并可在2至10辆车厢的范围内灵活编组，以满足不同载客量的需要。行车时列车不与钢轨接触，无轮轨磨损，维修费用低，检修周期长，全寿命周期经济性好。
该项目于2016年10月启动，2019下线的试验样车于2020年6月在上海同济大学的试验线上成功试运行，并于2021年1月开始了6个月的联合调试和测试。历经5年研发，时速600公里的高速磁悬浮交通系统如今正式上线。
Ang Underwood
China has already planned to replace the current Beijing to Shanhai route (finished in 2008) with this superfast maglev train, while the UK Crossrail that started construction in 2009 is still not finished. LOL.
中国已经计划用这种超高速磁悬浮列车取代目前的北京至上海的高铁线（2008年完工），而2009年开工建设的英国横贯铁路（Crossrail）仍未完工，哈哈哈哈。
译注：横贯铁路（Crossrail），伦敦横贯铁路全长118公里，西起希斯罗机场/雷丁，东至阿比伍德/圣菲尔德，连接伦敦和伯克郡、白金汉郡、埃塞克斯郡，将分阶段投入运营。
2018年开通运营，横贯铁路更名为“Elizabeth Line”，也就是传说中的“女王线”。
China has already planned to replace the current Beijing to Shanhai route (finished in 2008) with this superfast maglev train, while the UK Crossrail that started construction in 2009 is still not finished. LOL.
中国已经计划用这种超高速磁悬浮列车取代目前的北京至上海的高铁线（2008年完工），而2009年开工建设的英国横贯铁路（Crossrail）仍未完工，哈哈哈哈。
译注：横贯铁路（Crossrail），伦敦横贯铁路全长118公里，西起希斯罗机场/雷丁，东至阿比伍德/圣菲尔德，连接伦敦和伯克郡、白金汉郡、埃塞克斯郡，将分阶段投入运营。
2018年开通运营，横贯铁路更名为“Elizabeth Line”，也就是传说中的“女王线”。
Gary Wang
But that Crossrail is a marvel of modern engineering. It carves it way through the middle of an ancient city at over 50m in depth & navigating through maybe 10 other subway lines.
it’s like comparing apples and oranges.
但这条横贯铁路（Crossrail）是现代工程的奇迹，它以超过50米的深度穿过一座古城的中心，并穿越了其他10条地铁线路。
把它与磁悬浮列车相比就像比较苹果和橘子。
But that Crossrail is a marvel of modern engineering. It carves it way through the middle of an ancient city at over 50m in depth & navigating through maybe 10 other subway lines.
it’s like comparing apples and oranges.
但这条横贯铁路（Crossrail）是现代工程的奇迹，它以超过50米的深度穿过一座古城的中心，并穿越了其他10条地铁线路。
把它与磁悬浮列车相比就像比较苹果和橘子。
Ang Underwood
Totally agree that they are not the same. But since 2009, how many subway lines and how many km of high speed rails has China built across the vast country?
我完全同意它们是不一样的。但自2009年以来，中国在这个幅员辽阔的国家建设了多少条地铁、多少公里的高铁？
Totally agree that they are not the same. But since 2009, how many subway lines and how many km of high speed rails has China built across the vast country?
我完全同意它们是不一样的。但自2009年以来，中国在这个幅员辽阔的国家建设了多少条地铁、多少公里的高铁？
Adi Jaya
“…first…with design speed 600km/h…”
Was it the Japanese L0 Series? Or do you mean this train will run commercially with speed 600 km/h?
“…首先…设计速度为600公里/小时…”
这是日本的L0系列吗？或者你的意思是这列火车将以每小时600公里的速度进行商业运行？
“…first…with design speed 600km/h…”
Was it the Japanese L0 Series? Or do you mean this train will run commercially with speed 600 km/h?
“…首先…设计速度为600公里/小时…”
这是日本的L0系列吗？或者你的意思是这列火车将以每小时600公里的速度进行商业运行？
=============
Kazuki Tomioka
, Ph.D. Economics (2024)
The said prototype maglev with theoretical top speed of 600km/h has been produced… except it hasn’t reached that speed yet?
I sense very similar marketing strategy to that of hyper loop, that claims top speed of 1000km/h, again the problem being it just hasn’t reached yet.
The super conducting Maglev (SC maglev) system developed by JR central of japan, on the other hand, its prototype has actually reached 600km/h 5 years ago. It is good to have a great concept, and attract attention but one should really focus on the facts: there is nothing new nor fancy here for the above stated facts.
As a side note: JR central has tried decades ago to pursue this “conventional” maglev to reach that kind of speed, only to face the biggest problem: operational cost. That then led them to Sc maglev, which is understood to cost substantially less than the conventional maglev.
新闻所说的是理论最高速度为600公里/小时的磁悬浮原型已经生产出来了…只是它还没有达到这个速度？
我感觉这营销策略与宣称最高时速为1000公里的hyper loop（译注：特斯拉的真空管高铁项目）非常相似，问题是它还没有达到这样的速度。
另一方面，日本JR中心研制的超导磁悬浮（SC-Maglev）系统，其原型在5年前就达到了600公里/小时。有一个伟大的概念是好的，这可以吸引人们的注意，但一个人应该把真正的注意力放在事实上：上述新闻没有什么新的或者了不起的东西。
作为旁注：JR central几十年前就曾尝试采用这种“传统”磁悬浮来达到这种速度，结果却面临着最大的问题：运营成本。这就导致他们选择了超导磁悬浮（SC-Maglev），据了解，它的成本大大低于传统磁悬浮。
Kazuki Tomioka
, Ph.D. Economics (2024)
The said prototype maglev with theoretical top speed of 600km/h has been produced… except it hasn’t reached that speed yet?
I sense very similar marketing strategy to that of hyper loop, that claims top speed of 1000km/h, again the problem being it just hasn’t reached yet.
The super conducting Maglev (SC maglev) system developed by JR central of japan, on the other hand, its prototype has actually reached 600km/h 5 years ago. It is good to have a great concept, and attract attention but one should really focus on the facts: there is nothing new nor fancy here for the above stated facts.
As a side note: JR central has tried decades ago to pursue this “conventional” maglev to reach that kind of speed, only to face the biggest problem: operational cost. That then led them to Sc maglev, which is understood to cost substantially less than the conventional maglev.
新闻所说的是理论最高速度为600公里/小时的磁悬浮原型已经生产出来了…只是它还没有达到这个速度？
我感觉这营销策略与宣称最高时速为1000公里的hyper loop（译注：特斯拉的真空管高铁项目）非常相似，问题是它还没有达到这样的速度。
另一方面，日本JR中心研制的超导磁悬浮（SC-Maglev）系统，其原型在5年前就达到了600公里/小时。有一个伟大的概念是好的，这可以吸引人们的注意，但一个人应该把真正的注意力放在事实上：上述新闻没有什么新的或者了不起的东西。
作为旁注：JR central几十年前就曾尝试采用这种“传统”磁悬浮来达到这种速度，结果却面临着最大的问题：运营成本。这就导致他们选择了超导磁悬浮（SC-Maglev），据了解，它的成本大大低于传统磁悬浮。
======================
Hongda Jiang
, recreational scholar of Sino-Russian relations
This is no doubt a great achievement. However, I wonder how feasible it is to integrate this into the national rail infrastructure in the short term. My understanding is that the type of railroad needed for the PRC’s latest maglev train is not compatible with its existing HSR railroads (correct me if I’m wrong on compatibility).
I think it’ll still be a while before we see operational maglev routes in the PRC. That said, in the long term, once this technology scales, & if a new set of maglev railroads must be constructed, then the existing HSR system can be gradually converted to carrying freight instead of people. This would represent quite an upgrade for freight transportation in the PRC, since that sector is still quite slow.
这无疑是一项伟大的成就。然而，我想知道在短期内将其纳入国家铁路基础设施的可行性。我的理解是，中国最新的磁悬浮列车所需的铁路类型与其现有的高铁线路并不兼容（如果我错了，请纠正我）。
我认为，在中国看到可运营的磁悬浮线路还需要一段时间。也就是说，从长远来看，一旦这项技术达到成熟，如果必须建造一套新的磁悬浮铁路网络，那么现有的高铁系统就可以逐步转变为货运而不是载客。这将是中国货运业的一个相当大的升级，因为这一行业的运输速度仍然相当缓慢。
Hongda Jiang
, recreational scholar of Sino-Russian relations
This is no doubt a great achievement. However, I wonder how feasible it is to integrate this into the national rail infrastructure in the short term. My understanding is that the type of railroad needed for the PRC’s latest maglev train is not compatible with its existing HSR railroads (correct me if I’m wrong on compatibility).
I think it’ll still be a while before we see operational maglev routes in the PRC. That said, in the long term, once this technology scales, & if a new set of maglev railroads must be constructed, then the existing HSR system can be gradually converted to carrying freight instead of people. This would represent quite an upgrade for freight transportation in the PRC, since that sector is still quite slow.
这无疑是一项伟大的成就。然而，我想知道在短期内将其纳入国家铁路基础设施的可行性。我的理解是，中国最新的磁悬浮列车所需的铁路类型与其现有的高铁线路并不兼容（如果我错了，请纠正我）。
我认为，在中国看到可运营的磁悬浮线路还需要一段时间。也就是说，从长远来看，一旦这项技术达到成熟，如果必须建造一套新的磁悬浮铁路网络，那么现有的高铁系统就可以逐步转变为货运而不是载客。这将是中国货运业的一个相当大的升级，因为这一行业的运输速度仍然相当缓慢。
=================
Johann Joss
, studied Mathematics & Computers at ETH Zurich (1968)
It is a great achievment.
It shows what the chinese are capable of making.
It shows how backward the US are.
这是一个伟大的成就。
它显示了中国人的制造能力。
这表明美国是多么落后。
Mark Damohn
Hi Johann: High Speed Rail - Been There, Done That, Past That!!! It’s obsolete technology for America. No, it simply shows how far advanced the united States is.
嗨，约翰：高铁-这个话题本人曾多次经历过，多得不能再多，烦透了！！！对美国来说这是过时的技术。不，它只显示了美国的先进程度。
Hi Johann: High Speed Rail - Been There, Done That, Past That!!! It’s obsolete technology for America. No, it simply shows how far advanced the united States is.
嗨，约翰：高铁-这个话题本人曾多次经历过，多得不能再多，烦透了！！！对美国来说这是过时的技术。不，它只显示了美国的先进程度。
Johann Joss
Your opinion. I disagree.
我不认同你的意见。
原创翻译：龙腾网 http://www.ltaaa.cn 转载请注明出处
Your opinion. I disagree.
我不认同你的意见。
原创翻译：龙腾网 http://www.ltaaa.cn 转载请注明出处
Mark Damohn
No, it’s not my opinion. it is simply a fact. The US does not have the population density that China or Europe has. Switzerland’s population density is 567 per square mile, while the United States population density is 94 per square mile.
So in your eyes high speed passenger trains work for Europe. That does not apply to the US.
不，这不是我的意见，这只是一个事实。美国没有中国或欧洲那样的人口密度，瑞士的人口密度是每平方英里567人，而美国的人口密度是每平方英里94人。
所以你会看到高速客运列车在欧洲运行，但这不适用于美国。
No, it’s not my opinion. it is simply a fact. The US does not have the population density that China or Europe has. Switzerland’s population density is 567 per square mile, while the United States population density is 94 per square mile.
So in your eyes high speed passenger trains work for Europe. That does not apply to the US.
不，这不是我的意见，这只是一个事实。美国没有中国或欧洲那样的人口密度，瑞士的人口密度是每平方英里567人，而美国的人口密度是每平方英里94人。
所以你会看到高速客运列车在欧洲运行，但这不适用于美国。
======================
Peter Walker
, Mechanical Fitter at Uranium Mine
It's about time. Their current Maglev only does 438k. But it's getting a bit old. I first rode in it about 18 years ago.
The ride is smooth but a bit violent. A tiny curve at cruise is a surprise.
It's the airport train in Shanghai.
差不多是时候了。他们目前的磁悬浮列车最高时速有438公里/小时，但是有点老了，我第一次乘坐它大概是18年前。
运行很平稳，巡航时的一个小弯道是个惊喜。
这是去上海机场的通勤列车。
Peter Walker
, Mechanical Fitter at Uranium Mine
It's about time. Their current Maglev only does 438k. But it's getting a bit old. I first rode in it about 18 years ago.
The ride is smooth but a bit violent. A tiny curve at cruise is a surprise.
It's the airport train in Shanghai.
差不多是时候了。他们目前的磁悬浮列车最高时速有438公里/小时，但是有点老了，我第一次乘坐它大概是18年前。
运行很平稳，巡航时的一个小弯道是个惊喜。
这是去上海机场的通勤列车。
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