劍橋雅思6test2passage1閱讀原文翻譯

劍橋雅思6test2passage1這篇閱讀主要講的是公共交通的優(yōu)點，文章一共分為12段。雖然段數較多，但每段的主題都很明確，下面是該篇閱讀的翻譯，一起來看看吧。

劍橋雅思6test2passage1閱讀原文翻譯

第1自然段

A new study conducted for the World Bank by Murdoch University’s Institute for Science and Technology Policy(ISTP)has demonstrated that public transport is more efficient than cars.The study compared the proportion of wealth poured into transport by thirty-seven cities around the world.This included both the public and private costs of building,maintaining and using a transport system.

默多克大學科學技術政策研究所(ISTP)為世界銀行進行的一項新研究表明，公共交通比汽車更高效。這項研究比較了全球37個城市投入運輸的資金比例。其中包括建設，維護和使用運輸系統的公共和私人成本。

第2自然段

The study found that the Western Australian city of Perth is a good example of a city with minimal public transport.As a result,17%of its wealth went into transport costs.Some European and Asian cities,on the other hand,spent as little as 5%.Professor Peter Newman,ISTP Director,pointed out that these more efficient cities were able to put the difference into attracting industry and jobs or creating a better place to live.

研究發(fā)現，澳大利亞西部的珀斯市是公共交通稀缺城市的一個很好例子。結果，其財富的17%被用在交通運輸的花費上。另一方面，一些歐洲和亞洲城市的花費則僅為5%。ISTP主任彼得·紐曼(Peter Newman)教授指出，這些效率更高的城市能夠在吸引產業(yè)和就業(yè)機會，或創(chuàng)造更好的居住環(huán)境方面帶來差異。

第3自然段

According to Professor Newman,the larger Australian city of Melbourne is a rather unusual city in this sort of comparison.He describes it as two cities:‘A European city surrounded by a car-dependent one’.Melbourne’s large tram network has made car use in the inner city much lower,but the outer suburbs have the same car-based structure as most other Australian cities.The explosion in demand for accommodation in the inner suburbs of Melbourne suggests a recent change in many people’s preferences as to where they live.

根據紐曼教授的說法，在這種比較中，墨爾本這一澳大利亞較大的城市表現的很不尋常。他將其描述為兩個城市：“一個被高度依賴汽車的城市所環(huán)繞的歐洲城市”。墨爾本的大型有軌電車網絡使內城區(qū)的汽車使用率大大降低，但外部郊區(qū)與大多數澳大利亞其他城市一樣，以汽車交通為主。墨爾本郊區(qū)內部對住房需求的激增表明，最近許多人對居住地的偏好發(fā)生了變化。

第4自然段

Newman says this is a new,broader way of considering public transport issues.In the past,the case for public transport has been made on the basis of environmental and social justice considerations rather than economics.Newman,however,believes the study demonstrates that‘the auto-dependent city model is inefficient and grossly inadequate in economic as well as environmental terms’.

紐曼說，這是一種新的，更廣泛的考慮公共交通問題的方式。過去，公共交通的理由往往是基于環(huán)境和社會正義考慮，而不是出于經濟考慮。然而，紐曼(Newman)認為，該研究表明“依賴汽車的城市模式在經濟和環(huán)境方面效率低下，嚴重不足”。

第5自然段

Bicycle use was not included in the study but Newman noted that the two most‘bicycle friendly’cities considered–Amsterdam and Copenhagen–were very efficient,even though their public transport systems were‘reasonable but not special’.

該研究不包括自行車的使用，但紐曼指出，被認為是“對自行車最為友好”的兩個城市-阿姆斯特丹和哥本哈根-效率很高，盡管它們的公共交通系統“合理但不特殊”。

第6自然段

It is common for supporters of road networks to reject the models of cities with good public transport by arguing that such systems would not work in their particular city.One objection is climate.Some people say their city could not make more use of public transport because it is either too hot or too cold.Newman rejects this,pointing out that public transport has been successful in both Toronto and Singapore and,in fact,he has checked the use of cars against climate and found‘zero correlation’.

道路網絡的支持者通常會爭辯說這樣的系統在特定城市中不起作用，從而拒絕具有良好公共交通的城市模式。一種反對意見是氣候。有人說他們的城市太熱或太冷，無法充分利用公共交通。紐曼對此表示反對，他指出，多倫多和新加坡的公共交通都取得了成功，事實上，他已經檢驗了汽車使用與氣候之間的關系，但發(fā)現相關性為零。

第7自然段

When it comes to other physical features,road lobbies are on stronger ground.For example,Newman accepts it would be hard for a city as hilly as Auckland to develop a really good rail network.However,he points out that both Hong Kong and Zürich have managed to make a success of their rail systems,heavy and light respectively,though there are few cities in the world as hilly.

當涉及其他地理特征時，道路游說集團的理由會更加充分一些。例如，紐曼(Newman)承認，像奧克蘭這樣的丘陵城市很難發(fā)展一個真正良好的鐵路網絡。但是，他指出，盡管世界上很少有丘陵城市，但中國香港和蘇黎世都實現了重型和輕型鐵路系統的成功。

第8自然段/段落A

In fact,Newman believes the main reason for adopting one sort of transport over another is politics:‘The more democratic the process,the more public transport is favored.’He considers Portland,Oregon,a perfect example of this.Some years ago,federal money was granted to build a new road.However,local pressure groups forced a referendum over whether to spend the money on light rail instead.The rail proposal won and the railway worked spectacularly well.In the years that have followed,more and more rail systems have been put in,dramatically changing the nature of the city.Newman notes that Portland has about the same population as Perth and had a similar population density at the time.

事實上，紐曼認為，采用一種交通方式而不采用另一種的主要原因是政治：“選擇的過程越民主，公共交通方式就越受親賴。“他認為，波特蘭，俄勒岡州，都是這方面的很好例子。幾年前，聯邦撥款用于修建一條新道路。但是，當地的壓力團體迫使人們就是否將錢花在輕軌上進行了全民公決。鐵路提案獲勝，并且運行異常出色。在隨后的幾年中，越來越多的鐵路系統被投入使用，從而極大地改變了城市的性質。紐曼指出，當時波特蘭與珀斯人口大致相同，人口密度相似。

第9自然段/段落B

In the UK,travel times to work had been stable for at least six centuries,with people avoiding situations that required them to spend more than half an hour travelling to work.Trains and cars initially allowed people to live at greater distances without taking longer to reach their destination.However,public infrastructure did not keep pace with urban sprawl,causing massive congestion problems which now make commuting times far higher.

在英國，上班時間至少已經穩(wěn)定了六個世紀。人們會回避需要他們花半個多小時上班的情況。最初，火車和汽車使人們能夠住得更遠，而無需花費更長的時間到達目的地。但是，公共基礎設施無法跟上城市擴張的步伐，導致大規(guī)模的交通擁堵問題?，F在通勤時間大大增加。

第10自然段/段落C

There is a widespread belief that increasing wealth encourages people to live farther out where cars are the only viable transport.The example of European cities refutes that.They are often wealthier than their American counterparts but have not generated the same level of car use.In Stockholm,car use has actually fallen in recent years as the city has become larger and wealthier.A new study makes this point even more starkly.Developing cities in Asia,such as Jakarta and Bangkok,make more use of the car than wealthy Asian cities such as Tokyo and Singapore.In cities that developed later,the World Bank and Asian Development Bank discouraged the building of public transport and people have been forced to rely on cars-creating the massive traffic jams that characterize those cities.

人們普遍認為，財富的增長會鼓勵人們住的更遠，造成汽車是唯一可用的交通工具。歐洲城市的例子反駁了這一點。他們通常比美國城市更加富裕，但汽車使用水平卻不高。在斯德哥爾摩，隨著城市越來越大，越來越富裕，近年來汽車的使用量實際上有所下降。一項新的研究使這一點更加明顯。與亞洲富裕的城市(如東京和新加坡)相比，亞洲的發(fā)展中城市(如雅加達和曼谷)對汽車的使用更多。在后來發(fā)展的城市中，世界銀行和亞洲開發(fā)銀行不鼓勵建設公共交通。人們被迫依賴汽車，造成了這些城市的交通擁堵。

第11自然段/段落D

Newman believes one of the best studies on how cities built for cars might be converted to rail use is The Urban Village report,which used Melbourne as an example.It found that pushing everyone into the city centre was not the best approach.Instead,the proposal advocated the creation of urban villages at hundreds of sites,mostly around railway stations.

紐曼認為，關于以汽車為主城市如何轉換為以鐵路為主的研究之一是《城市鄉(xiāng)村》報告。該報告以墨爾本為例。研究發(fā)現，讓每個人都進入市中心并不是最好的辦法。相反，該提案主張在數百個地點(主要是火車站附近)建立城市村莊。

第12自然段/段落E

It was once assumed that improvements in telecommunications would lead to more dispersal in the population as people were no longer forced into cities.However,the ISTP team’s research demonstrates that the population and job density of cities rose or remained constant in the 1980s after decades of decline.The explanation for this seems to be that it is valuable to place people working in related fields together.‘The new world will largely depend on human creativity,and creativity flourishes where people come together face-to-face.’

人們曾經認為，電信的發(fā)展將導致人口分散，因為人們不再被迫進入城市。但是，ISTP團隊的研究表明，在經歷了數十年的下降之后，20世紀80年代城市的人口和工作密度有所上升或保持不變。對此的解釋似乎是，將在相關領域工作的人們聚集在一起很有價值?！靶率澜鐚⒃诤艽蟪潭壬先Q于人類的創(chuàng)造力，而創(chuàng)造力在人們面對面聚集的地方蓬勃發(fā)展”。

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