LZ没有翻完而且有些地方翻译得不清楚，为了方便网友阅读和理解我进行了一些更正，并对LZ没有翻译的部分进行了补充，以下红字加下划线部分是我的翻译，欢迎指正并拍砖。:lol :lol
All of us have repeatedly heard about the “success” of the Indian Railways under the stewardship of the current railway administration. So much so that the “success” of the Indian Railways has become a fashionable case study in Harvard Business School and the subject of lectures in IIM, Ahmedabad , INSEAD and Harvard Business School.
我们总是反复的听到在印度铁路当局的工作下印度铁路的种种“成功”。印度铁路是如此的“成功”以至于成为哈佛商业学校的时髦课题和印度金属学会、Ahmedabad, INSEAD和哈佛商业学校的演讲课题。
......坐落在阿哈迈达巴德的印度金属学会、欧洲工商管理学院和哈佛商学院的演讲课题。
No doubt the Indian Railways has made progress. But the progress is relative- compared to other government agencies and departments in India– which is not to say much!
毫无疑问印度铁路在进步。但是进步是相对的——与印度部门来比较其他国家的机构——不能说多！
......与印度的其他政府部门和机构相比......
But how does the progress of the Indian Railways compare on a absolute scale?
印度铁路在进步的绝对指标上的比较又如何呢？
从绝对指标来衡量，印度铁路的进步又有多大呢？
To take an objective look at the “success” of the Indian Railways, let us compare the Chinese Railways and Indian Railways. After all, everyone and everyone’s analysts are comparing China and India.
客观的审视印度铁路的“进步”，让我们比较中国铁路和印度铁路，毕竟所有人和所有人的分析在比较中国和印度。
Let us start at the beginning…..
让我们开始。。。
让我们从源头说起
The first Chinese Railway train was operated in 1876, from Shanghai to Woosung (15 miles) nearly a quarter of a century after the first train in India was run in April 1853 between Bori Bunder and Thane (21miles)
中国第一条铁路创建于1876年，上海到吴淞，15英里，比印度第一条铁路Bori Bunder到Thane，21英里1853年4月开始运行，晚了四分之一世纪。
中国第一条铁路于1876年投入运营，......比1853年通车的从麻包仓库（孟买中央车站的前身-笔者注）到坦纳的印度第一条铁路晚了约四分之一世纪。
In 1945, China had 27,000 km of rail, of track. In 1947, when India got independence, India had 53596 Route kms of track- thanks to the British! Net, net China had just about ½ the route kilometres of India in the mid- 1940s. And that too for a much larger area.
1945年，中国有27000公里轨道。1947年印度独立时拥有53596运营公里，感谢不列颠！1940年代中期中国只有印度的一半运营公里。
......多亏了英国人。而上世纪40年代中期中国的（铁路）里程仅仅是印度的一半左右。那可是个不小的差距。
How do they compare today? Chinese Railways today has 78,000 route kilometres, overtaking India sometime in the mid 1990s making only the rail networks in the USA and Russia larger in size. The total track length is 154,600km. By contrast Indian Railways has stagnated at 63,327 route kilometres of network.
今天他们比较起来怎么样？中国铁路有78000运营公里，1990年代中期超越了印度铁路，铁路网仅次于美国和俄国。总轨道长度154600公里，相反的是印度铁路停滞地拥有63327运营公里的网络。
The Indian Railways has suffered from the same neglect and apathy towards creating a solid foundation of infrastructure, as our roads, power, irrigation, airports.
在朝着建立一个完善的基础设施的目标上，印度铁路遭受了与公路、电力设施、灌溉系统和机场一样的忽视和麻木。
As of 2007, Chinese Railway owned about 578,000 freight wagons, 44,000 coaches and 18,300 locomotives. India had 225000 freight wagons, 45000 passenger coaches and 8300 locomotives.
2007年，中国铁路拥有578000货车车厢，44000客车车厢，18300车头。印度铁路拥有225000货车车厢，45000客车车厢，8300车头。
This vast difference in the number of freight wagons and locomotives explains why Indian railways carries less than a quarter, ~22%, of the freight carried by the Chinese Railways.
巨大的货车车厢和车头的差异解释了为了印度铁路只运送了不到四分之一，中国铁路运送的货物的22%。
火车车厢和车头数量的巨大差距很好地说明了为什么印度铁路只运输了不到中国铁路四分之一，也就是中国铁路22%的货物。
In 1950 Indian Railways carried 44 billion freight tonne km, against 39 billion in the case of Chinese Railways.
1950年，印度铁路运松了440亿吨公里，中国是390亿吨公里。
Last year, India moved 750 Million MT of freight last year while China moved 4. 5 times that i.e 3300 Million MT of freight.
去年，印度运送了7.5亿吨货物，中国运动了4.5倍，33亿吨。
On a global basis, China’s rail transport volume is one of the world’s largest, having six percent of the world’s operating railways, and carrying 25 percent of the world’s t
otal railway workload.
全球基础上，中国的运输量是世界上最大的，拥有6%的运营铁路，运送了25%的铁路运力。
China regularly runs heavy-haul freight transportation speed limit to 120 km/h. The highest speed notched up for a freight train, on the Indian Railways is 100 km/h (62 mph) for a 4,700 metric tonne load.
中国运行了重载运输，速度限制是120km/h。印度铁路货车完成了高速，100km/h速度对于4700吨负荷。
中国重载货车（5000吨-译者注）的速度已普遍超过每小时120公里，而印度4700吨荷载的货运列车创下的最高运行速度才达到每小时100公里（62英里/小时）。
The Chinese Railways plans to spend US$ 292 billion ~ 15 lakh crore [ 1lakh = 0.1million = 100000, 1crore = 10million = 10000000] over 10 years. This translates to Rs 1.5lakh crore per year spent on the Chinese Railways for Capital Expenditure. In contrast the Indian Railways spends just a quarter (1/4) of what the Chinese Railways spends. The proposed investment for the 2008-2009 fiscal year is Rs. 37,500 cr, which in itself 21% more than for the previous fiscal year.
未来10年，中国铁路计划花费2920亿刀，15千万十万（印度人对于大数字习惯用十万和千万这样的量）卢比。翻译过来就是中国铁路每年在基本建设上投入1.5千万十万卢比。相反的，印度铁路只有中国铁路的四分之一，提议的2008~09财年预算是37500十万卢比，比上一年提高了21%。
......中国铁路计划投资2920亿美元，约15万亿卢比（1 LAKH是10万，1 CRORE是1000万，LAKH和CRORE是印度英语自创的计量单位，国际上不通用-译者注），换句话说中国铁路每年的预算是1.5万亿卢比，而看看印度的预算仅仅是中国的1/4。.......
And passengers? Indian railways moved 6.2 billion passengers while China moved 1.4 billion passengers. What is to be noted is that out of the 6.2 billion passengers that Indian railways carried, 1.1 billion are Mumbai suburban passengers which are short lead passengers and can be considered a different subsidiary.
客运量？印度铁路运送了62亿人次，中国铁路运送了14亿人次。请注意，在印度铁路运送到62亿人次中，短途孟买市郊铁路就运送了11亿人次，可以认为是附带的差异。
......孟买郊区的短途乘客就有11亿，这只是顺带的，不应被列入到统计数字内。
However the quality of passenger travel in the Chinese Railway is far superior. Chinese has express trains with speeds of 300kms/hr. Maximum speed of a passenger train in India is about half of the Chinese Railways at 160kms/ hr. The pictures of the Chinese High-Speed Railway (CHR) will give you an idea of the qualitative difference in passenger rail travel between China and India.
但中国铁路的客运档次（与印度相比）太高级了，中国有速度高达300公里/小时的特快列车，而印度客车的最快速度只有中国铁路的一半左右，也就是160公里/小时。中国高速铁路（CHR-应该是CRH，作者搞错了:lol ）的图片将告诉你中国和印度的铁路客运在性质上根本不是一回事。
The Chinese Railways depended on steam locomotives till the 21st century while India phased out their steam locomotives ahead of the Chinese in 1990s. In December 2005, the world’s last regular revenue mainline steam train finished its journey on the Jitong Railway marking the end of steam era. Nevertheless, there are still some steam locomotives used in the industrial railways in China.
直到21世纪中国铁路还依靠着蒸汽机车而印度在90年代就淘汰了蒸汽机车。2005年12月，世界上最后一条正常运营的干线铁路蒸汽机车在集通铁路停运标志着蒸汽时代的结束。但实际上还有一些蒸汽机车在中国的企业铁路（专用线）上使用。
The Chinese Railways are organized in a more modern and business-like manner. Five major railway corporations — one each for rolling stock, railway construction, goods and materials, civil engineering, signalling and telecommunications — have been separated from transport enterprises and made autonomous, although state-owned. A number of passenger and freight transport companies have been created to operate on a competitive basis. These enterprises will finally be regrouped into three to five larger, separate companies.
中国铁路的运营（与印度相比）更加现代化，更有效率。五大铁路公司-分别经营机车（制造）、铁建、货运、土建工程、信号和通讯--已经从运输企业独立出来并独立运营，尽管仍是国营的。为了增强竞争性，不少（新的）客运和货运公司已经成立。这些企业将最终被重新组建成3-5个大的、独立的公司。
注：此段本人翻译有误，现已更正。多谢cheehg的指正！
The government has encouraged local authorities to build and operate their own railways up to 2,000 km. By the end of 1999, there were approximately 75 local railways with a total route-length of 4,800 km. About 20 more such projects, totalling 1,800 km, are under construction. To attract foreign capital, Chinese rail enterprises are encouraged to issue stocks on overseas stock markets. In 2001, their ministry of railways (MoR) also approved foreign participation in rail freight transport.
在（中国）政府的鼓励下，地方政府已经建设并运营了多达2000公里的自营铁路。到1999年年底，（全国）约有75条地方铁路，总里程达到1800公里。（目前）约有20条、总长为1800公里的地方铁路正在建设中。为了吸引外资，中国鼓励铁路企业到海外股市发行股票。2001年，（中国）铁道部（MOR）批准外资参与铁路货物运输。
In contrast, as with most things in this country- education system, justice system, government (IAS, IPS …), we have just taken what the British have given us and using them without Indianizing and modifying it to the changing needs and requirements. We have the Railway Board, under the Ministry of Railways – the same structure that the British setup more than 100 years ago!!
与此相反，就像我们国家的大部分事物，比如教育系统、司法系统、政府部门（公务员制度）等英国人留下了什么我们就有什么，从来没有根据现实去进行改变从而变成印度自己的东西。在铁道部下面我们设有铁路委员会，还是英国人100多年前建立的那一套。
Employees Chinese Railways employs 3.18million people while the Indian Railways has employs 1.6millionemployees. This translates to a productivity of 1308 MT/ employee on the Chinese Railways, double that of the 652MT / employee on the Indian Railways.
中国铁路雇佣了318万人，印度铁路雇员数量是160万。翻译过来就是中国铁路生产率是1308吨/雇员，是印度铁路652吨/雇员的2倍。
......言下之意，中国铁路每个职工创造的产值是1308吨，是印度铁路职工创造的652吨的2倍。
The Chinese Railways has already linked itself to the Europe and runs regular container trains. This is an alternative to the sea-route to Europe. This is part of the Pan-Asia rail network plan.
中国铁路已经与欧洲相连并定期开行集装箱列车，（为客户）在海运以外多提供了一种选择，它是泛亚（洲）铁路网计划的一部分。
The railway to Tibet makes Chinese logistics and supply lines so accessible in case of a conflict with India. While India is just now built a part of the railway line in Kashmir and is just now planning a railway to Sikkim. A railway to Arunachal Pradesh is nowhere close to planning.
通往西藏的铁路使得中国在一旦与印度发生冲突时能够便捷地提供后勤与补给。而印度通往克什米尔的铁路前不久才修了一段，通往锡金的铁路才刚刚规划，而通往阿鲁恰那尔邦（我国的藏南地区-译者注）的铁路连影子都没有。
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