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-====== Why can’t America have high-speed trains? ======
+====== Why can’t America have high-speed trains? - 为什么美国没有高铁？ ======
 //Written by Michael Smart\\ May 4, 2015//
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-Imagine being able to travel from New York to Los Angeles without having to step on a plane, yet be able to do so in a fraction of the time it would take to drive. On the surface, that tantalizing prospect took a step closer with the news last month that a Japanese maglev train had reached a top speed of close to 400 mph, breaking its own world record in the process.
+Imagine being able to travel from New York to Los Angeles without having to step on a plane, yet be able to do so in a <span hi>fraction</span> of the time it would take to drive. On the surface, that <span hi>tantalizing</span> prospect took a step closer with the news last month that a Japanese maglev train had reached a top speed of close to 400 mph[(译者注：约643.73公里/小时。)], breaking its own world record in the process.
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+想象一下从纽约到洛杉矶，可以不用坐飞机，就能在比开车还短的时间内到达。从表面上看，这一诱人的展望因为上个月的新闻而更进一步：日本的磁悬浮时速已接近400英里[(#1)]每小时，并在此过程中打破了它自己原先的世界纪录。
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-And the sight of futuristic looking trains whizzing past platforms at hundreds of miles per hour isn’t confined to Japan: China, France and Spain, to name a few, have their own high-speed rail networks. Indeed, while these bullet trains may look futuristic, they have been around for decades; they’re a tried and tested technology that the Japanese debuted over 50 years ago.
+And the sight of futuristic-looking trains whizzing past platforms at hundreds of miles per hour isn’t confined to Japan: China, France and Spain, to name a few, have their own high-speed rail networks. Indeed, while these bullet trains may look futuristic, they have been around for decades; they’re a tried and tested technology that the Japanese debuted over 50 years ago.
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+未来感十足的列车以每小时数百英里的速度从站台上飞驰而过，这种景象并不限于日本。中国、法国和西班牙等国都有自己的高速铁路网。事实上，虽然这些子弹列车看起来很未来主义，但它们已经存在了几十年；它们是日本人在50多年前首次亮相的一项久经考验的技术。
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+因此，大量美国乘客每天从华盛顿和波士顿到纽约的通勤时间与他们在自己城市开车上班的时间差不多，这肯定只是时间问题，对吗？
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+However, the biggest barrier to improved rail service in the United States is simply the lack of political will. At the federal level, support for passenger rail service has languished and Washington has devolved decision-making (and increasingly, funding) to the states. With the nation’s transportation trust fund nearly broke and no permanent solution in sight, it seems unlikely the federal government will champion high-speed rail – a costly endeavor – in the near future.
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+Without leadership from the federal government, the states are largely in control. Yet many of the most promising corridors for high-speed rail cross state lines, making it difficult to plan for better rail service. In 2009, the Obama administration awarded nearly a billion dollars of stimulus money to plan and upgrade a high-speed rail line connecting Chicago to Milwaukee and Madison. A year later, Scott Walker, the newly elected governor of Wisconsin, rejected his state’s portion of the money and the project was, for the time being, at least, derailed. (The money quickly found its way to a grateful California for its high-speed rail line.)
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+Still, all is not lost for those hoping to see high-speed rail in the United States.
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+California is committed to building its high-speed rail link between San Francisco and Los Angeles, paying for the line largely with state money raised by a new cap-and-trade market on carbon emissions. Several privately funded projects are also in the planning stages. For instance, a Dallas-to-Houston line promises 205 mph service in 2021 without a single dollar from the taxpayer. Meanwhile, another private company has already begun construction on a Miami-to-Orlando line with a more modest speed of 125 mph, with service expected to begin in 2017.
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+All this points to how high-speed rail will likely progress in the United States: piecemeal. It is doubtful that we will have a nationwide system of fast trains soon. And this is not necessarily a bad thing; through a combination of private and public action, we should target markets where high-speed rail makes sense. That means looking for shorter corridors connecting dense places with existing mass transit infrastructure.
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+High-speed rail won’t be cheap, so we’ll have to choose wisely. Some of the most promising corridors are also the most expensive; Amtrak estimates upgrading the Northeast Corridor to true high-speed rail would cost upward of $150 billion. Such an undertaking requires careful consideration of the economic, environmental and other costs and benefits of individual projects. But more importantly, it requires the kind of long-term planning that seems to have become vanishingly rare.
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+Thankfully, high-speed rail doesn’t have to be an all-or-nothing approach. And while given the choice I would rather be riding Japan’s speeding bullet trains, even the incremental improvements we’ve seen in services like Amtrak’s Acela can make rail travel a lot more appealing for the hundreds of thousands of passengers who rely on it every year.
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+==== Words - 词汇 ====
+==== Notes - 脚注 ====

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