电气化铁路中英文对照.doc

世界各国电气化铁路发展概况
十九世纪二十年代,1825年世界上第一条铁路在英国建成。而后,1879年5月31日在德国柏林举办的世界贸易博览会上，由西门子和哈尔斯克公司展出了世界上第一条电气化铁路，迄今已有120多年的历史.目前，世界上共有68个国家和地区修建了电气化铁路，总里程已达258566km，约占世界铁路总营业里程(约120万km）的22。5%，承担世界铁路总运量的50%以上.也就是说仅占世界铁路总营业里程不到四分之一的电气化铁路承担着世界铁路总运量的一半以上的运输任务。
最初,电气化铁路都修建在城市近郊线路和一些工矿线路上。后来，随着工业的发展，才逐渐发展到城市之间和运输繁忙的干线铁路上来。
20 世纪60～70年代是世界电气化铁路发展最快的时期,平均每年修建达5000多公里。在此期间，工业发达的西欧、日本、前苏联，以及东欧等国家，运输繁忙的主要铁路干线实现了电气化，而且基本上已经成网。1964年10月日本建成世界上第一条高速电气化铁路-—东海道新干线，以210km的时速令世人瞩目。1961年8月15日我国第一条电气化铁路在新建的宝成线宝鸡～凤州段正式通车。之后，由于种种原因，电气化铁路建设处于停顿状态,直到60年代末，宝成线凤州～成都段才重新上马，于1975年7月1日全线通车。与此同时,阳安线于1973年9月开工，1977年6月25日建成通车。由此可见，在世界电气化铁路发展最快的时期，我国的电气化铁路建设是非常缓慢的，整整20年的时间，只修建了宝成线和阳安线两条电气化铁路,合计仅1033km，平均每年还不到52km。另外襄渝线刚刚开始动工,进度缓慢。
20世纪80年代以后,世界上又出现了一个电气化铁路建设高潮。一些发展中国家，如中国、印度、土耳其、巴西等国的电气化铁路建设也开始快了起来。例如：印度1990～1991年两年就建成电气化铁路1557km，平均每年建成近800km；从1981~2000年,我国在“六五”、“七五"、“八五”和“九五”四个五年计划期间的二十年内，分别建成2507。53、2787。10、3012。21、和4783。77km，共计13090.61km平均每年超过650km，其中“九五”期间平均每年接近1000km.我国的电气化铁路在建设里程和建设速度上都已经跃居世界前列。但是，在此期间继日本高速电气化铁路时速提高到270～300km之后，德国和法国相继建成时速达250~350km(ICE和TGV）的高速电气化铁路，工业发达国家正在集中力量兴建时速200km以上的高速电气化铁路，而我国电气化铁路时速为120km，仅有广深线时速达到160km(准高速），租用瑞典X-2000摆式列车行驶,最高时速可达200km。
进入21世纪后，我国在2001年一年就建成3665。40km电气化铁路，创造了世界电气化铁路建设速度的历史记录；2002年又建成1193。12km，还建成了我国第一条快速客运专线——秦沈线。截止2002年底，我国已建成41条电气化铁路干（支)线,建设里程达18615。73km(营业里程为18115.1km），跃居亚洲第一、世界第三,仅次于俄罗斯（40000km以上)和德国(20000km以上），成为世界电气化铁路大国。然而，此时世界已进入建设高速电气化铁路的新时期，高速电气化铁路已经成为国家社会经济发展水平和铁路现代化的主要标志之一.到目前为止，已建成高速电气化铁路的国家有日本、法国、德国、意大利、西班牙和比利时；正在修建的国家有英国、荷兰、美国、瑞士、瑞典、奥地利、韩国、俄罗斯、和澳大利亚；欧洲已经突破了国界，向路网化、国际化发展。截止到2001年底，世界上已建成运营时速250km以上的高速电气化铁路有20条，总长度达5194。5km。而我国和加拿大、捷克、巴西、印度、埃及、土耳其等国尚处于积极筹建高速电气化铁路时期。
电气化铁路的牵引动力是电力机车，机车本身不带能源，所需能源由电力牵引供电系统提供。牵引供电系统主要是指牵引变电所和接触网两大部分。变电所设在铁道附近，它将从发电厂经高压输电线送来的电流，送到铁路上空的接触网上。接触网是向电力机车直接输送电能的设备.沿着铁路线的两旁，架设着一排支柱，上面悬挂着金属线，即为接触网，它也可以被看作是电气化铁路的动脉。电力机车利用车顶的受电弓从接触网获得电能,牵引列车运行。牵引供电制式按接触网的电流制有直流制和交流制两种。直流制是将高压、三相电力在牵引变电所降压和整流后，向接触网供直流电，这是发展最早的一种电流制，到20世纪50年代以后已较少使用。交流制是将高压、三相电力在变电所降压和变成单相后,向接触网供交流电。交流制供电电压较高，发展很快。我国电气化铁路的牵引供电制式从一开始就采用单相工频（50赫)25千伏交流制，这一选择有利于今后电气化铁路的发展。
和传统的蒸汽机车或柴油机车牵引列车运行的铁路不同，电气化铁路是指从外部电源和牵引供电系统获得电能，通过电力机车牵引列车运行的铁路。它包括电力机车、机务设施、牵引供电系统、各种电力装置以及相应的铁路通信、信号等设备。电气化铁路具有运输能力大、行驶速度快、消耗能源少、运营成本低、工作条件好等优点，对运量大的干线铁路和具有陡坡、长大隧道的山区干线铁路实现电气化，在技术上、经济上均有明显的优越性.
用电力机车作为牵引动力的铁路.世界上第一条电气化铁路于1879年在德国柏林建成.中国于1961年建成第一条电气化铁路——宝成铁路的宝鸡至凤州段。电气化铁路问世后发展很快，法国、日本、德国等国家已成为电气化铁路为主的铁路运输业，大部分货运量是由电气铁路完成的。电气化机车上不设原动机，其电力由铁路电力供应系统提供。该系统由牵引变电所和接触网构成。来自高压输电线路的高压电经牵引变电所降压整流后，送至铁路架空接触网，电气机车通过滑线弓受电，牵引机车行驶。供电制式分为直流制。电气化铁路与现有其他动力牵引的铁路相比,具有的优越性是能源节省，其热效率可达 20%~26% ；运输能力大 ，功率大,可使牵引总重提高；运输成本低，维修少，机车车辆周转快，整备作业少、耗能少；污染少，粉尘与噪声小，劳动条件也较好等.
电气化优越性 　电气化铁路同用柴油机车或蒸汽机车牵引车列的铁路相比，主要优点有:
①运输能力大。电力机车功率一般都很大,如中国制造的“韶山 1”型电力机车，小时功率为4200千瓦,比“东风 4”型内燃机车或“前进”型蒸汽机车的功率约大一倍左右.功率大,牵引力就大,速度就高,能够大幅度地提高运输能力.电力机车除设有空气制动装置外，还设有功率较大的电气制动装置,可使列车在长大下坡道上等速下坡，在山区及运输繁忙的铁路干线上,有利于提高铁路运输能力.
②能源省。电力机车所需的电力可以来自火力发电站、核发电站或水力发电站。由火力发电厂供电，电力机车的热效率可达20％～26％；而柴油机车使用柴油,平均热效率为20％；蒸汽机车使用优质煤，热效率仅有6％～7%。
③运营成本低。电力机车结构比较简单，摩擦运动部件少，因而检修周期长，维修工作量小.电力牵引运行速度高，可加速机车车辆的周转，在完成同一运量的条件下，可减少机车车辆数量.电力机车整备作业少，不需上煤、上水、上油等,能够长距离运行，便于实行长交路、轮乘制。电力机车节省能源，费用低。因而,电力牵引的运营成本低，劳动生产率高。电气化铁路线路越长，经济效益越好。
④工作条件好。电力机车操作简便，既没有蒸汽机车投煤、清炉那种繁重的体力劳动,也没有柴油机车使人烦恼的噪声。蒸汽机车或柴油机车排放烟尘和有害气体，污染环境和影响行车安全，在隧道中尤为严重.改用电力机车后就可根除这些现象。
综上所述，我国电气化铁路发展四十多年来，在建设里程和建设速度上，如果说前二十年是缓慢的，而后二十多年可以说已经实现了“跨越式发展”.但是,也应该看到,无论在设计标准、设计水平、施工工艺、工程质量、检修方式、运行管理以及技术装备的科技进步等诸方面与世界水平,尤其是与发达国家的技术水平存在着很大差距，而这正是我们要实现跨越式发展的症结所在.
Overview of electric railway around the world
Nineteenth century the twenties， in 1825 the world's first railway built in Britain。 Then, May 31, 1879 in Berlin， Germany organized by the World Trade Fair， from Siemens and Halske company unveiled the world's first electrified railway， so far, more than 120 years of history。 Currently, the world's total of 68 countries and regions to build the electric railway, the total mileage has reached 258566km, about the world's total railway length of business （about 1.2 million km） of 22。5%， to bear the world's total railway transport volume of more than 50％. That is only the world’s total railway mileage of electrified railway take less than a quarter of the world’s railway traffic for more than half the total transport task.
nitially, the electrified railway lines were built in the suburbs and some mining line. Later, with the industry, gradually developed into a busy city and transportation between the main line up。
60 to 70 years of the 20th century is the world’s fastest-growing period of electrified railway， the average annual build up to more than 5000 km。 In the meantime， industry developed in Western Europe, Japan， the former Soviet Union and Eastern Europe and other countries， the busy main railway transportation are electrified， and basically form a network. October 1964， Japan built the world’s first high—speed electrified railway — Tokaido route to 210km an hour surprised the world. August 15, 1961 China’s first electrified railway line in the new treasure into Phoenix state Baoji section opened to traffic。 After a variety of reasons, electrification of railway construction to a standstill， until the end of the 60s， Pou Chen Feng—line state ~ Chengdu Section was re—launched on July 1, 1975 has been completed。 At the same time， Yang On line started in September 1973， June 25, 1977 was opened to traffic。 Thus, electrification of the railway in the world's fastest—growing period of electrification of railway construction in China is very slow， a full 20 years, only built into the line and Yang Bao—An electrified railway lines with a total only 1033km， the average per year less than 52km. Xiangfan—Chongqing Railway also just commenced， and progress was slow.
After 80 years of the 20th century, the world appeared a electrified railway construction in China.Developing countries such as China, India, Turkey， Brazil and other countries of the electrified railway construction began soon again。 For example： India from 1990 to 1991, two years into electrified railway 1557km, completed each year nearly 800km; from 1981 to 2000， China in the "Plan”， ”Plan", ”Eighth Five-Year" and the "Ninth Five-Year" four Five-Year Plan period 20 years, respectively， into 2507。53，2787。10，3012.21， and 4783.77km, average annual total 13090.61km more than 650km, which "during the” average of nearly 1000km. China's electrified railway mileage in the building and construction speed have been largest in the world. However, during this period following the high-speed electrified railway in Japan increased to 270 ～ 300km per hour, after Germany and France have been built speed of 250 ～ 350km （ICE and TGV） high-speed electrified railway， industrial countries are focusing on the construction of 200km per hour over the speed electrified railway, and our speed of electric railway 120km, only the Guangzhou—Shenzhen line speed to 160km （quasi—high speed）， rental of the Swedish X-2000 tilting train travel， top speed of 200km。
The 21st century， China built in 2001， a year 3665.40km electrified railway， electrification of railway construction created a world speed record of history； built in 2002 1193.12km， also built the first fast passenger line， China — Shenyang Line . The end of 2002, China has built 41 electrified railway line (branch) line, building up mileage 18615.73km (business mileage 18115。1km）, ranked first in Asia and third in the world, behind Russia (40000km above) and Germany （20000km above）, the world's electrified railway power。 However， this time the world has entered a new period of building high-speed electrified railway， high—speed electrified railway has become the national socio—economic development and modernization of the main symbol of the railway。 So far, high-speed electrified railway has been built countries， Japan， France， Germany， Italy， Spain and Belgium; being built in the United Kingdom, the Netherlands, the United States， Switzerland, Sweden, Austria, South Korea， Russia, and Australia； Europe hasbroke through the borders, to the road network, international development。 The end of 2001, the world has been put into operation more than 250km per hour high—speed electrified railway has 20， with a total length of 5194。5km. In China and Canada， the Czech Republic， Brazil， India， Egypt， Turkey and other countries are still in active preparation during the high-speed electrified railway.
Electrified railway traction power is the power locomotives， locomotive itself, without energy, the required energy from the electric traction power supply system。 Traction power supply system mainly refers to the traction substations and catenary two parts。 Substation located in the area near the railway, it will by the high voltage transmission lines from power plants sent the current， sent to the contact over the railway line. OCS is the direct transmission power to the locomotive equipment。 Both sides along the railway line, the construction of a row of pillars， hanging above the wire, that is， the catenary， it can also be seen as an electrified railway artery。 Electric locomotive pantograph using roof access from the catenary power, traction train. Traction power supply standard An catenary current system， a DC system and AC system two。 DC system is the high-pressure, three—phase electricity substation step—down and rectified to supply DC catenary， which is the earliest development of a current system to the 20th century, after 50 years has been less used. Communication system is the high—voltage， three—phase power in the substation and into single—phase step-down after the AC supply to the catenary。 High voltage AC power supply system, developed rapidly。 Electrified railway traction power supply our standard from the start single phase frequency （50 Hz) 25 KV AC system， this option is conducive to the development of electrified railway in the future.
And traditional steam or diesel traction railway train is different from the electric railway is the external power supply and the traction power supply system was electricity running through the electric railway locomotives。 It includes electric locomotive, maintenance facilities， power system， the various power devices and the corresponding rail communications， signals and other equipment. Electrified railway with transport capacity, driving speed， low energy consumption, low operating costs, working conditions and good benefits, on the main line traffic and a large steep slopes， mountain Tunnel rail route electrification, technical， have obvious economic advantages。
As with the electric locomotive traction power rail. The world's first electric railway was built in 1879 in Berlin， Germany. China in 1961 and built the first electric railway — Baoji Baoji-Chengdu railway section to phoenix state。 Developed rapidly after the advent of electrified railway， France, Japan， Germany and other countries have become electrified rail—based railway transportation, the majority of cargo is done by the electric railway。 Electric locomotive with no prime mover, the power provided by the railway power supply system. The system consists of traction substation and catenary form. High voltage from high voltage transmission lines through substation rectified buck, sent to the railway overhead catenary electric locomotive power through the slip under the bow lines, locomotives traveling。 Standard DC power supply into the system. Electrified railway with the existing railway traction compared to other power， has the advantage of saving energy, the thermal efficiency of up to 20％ ～ 26%； transport capacity, power, traction can increase the total weight; transport, low cost， maintenance small, rolling stock turnover faster, the whole operation less prepared， less energy consumption； less pollution， dust and noise， better working conditions， etc.
Advantages of electrified railway electrification with steam tractor with a diesel car or out of the railway than the main advantages are:
① transport capacity。 Locomotive power is generally large， such as China-made ”Shaoshan 1” electric locomotives, 4,200 kilowatts hours of power compared to ”East Wind 4"—type diesel locomotive, or "forward" type steam locomotive is about the power of about twice the size。Power， traction on the large， the speed will be high， can significantly improve the transport capacity. In addition to electric locomotive with air brakes, it also boasts a large electric power brakes， the train can grow up to constant velocity downhill downhill trail in mountain areas and transport on the busy railway lines, will help improve transport capacity.
② energy province. Electric locomotive power requirements can come from power stations nuclear power stations or hydroelectric. Power supply from the power plant， the thermal efficiency of electric locomotive up to 20％ to 26%; and diesel vehicles use diesel， the average thermal efficiency of 20％; steam locomotive to use high—quality coal, thermal efficiency of only 6% to 7％.
③ low operating costs. Electric locomotive relatively simple， low friction moving parts， so long maintenance cycle, maintenance workload of the small. High speed electric traction, rolling stock turnover to accelerate the completion of the same traffic conditions， can reduce the number of rolling stock。 Preparation of operating a small electric locomotive， without the coal, Sheung Shui, on oil, to long distance running， cross road to facilitate the implementation of a long, round by the system. Electric locomotive energy, low cost. Thus, the electric traction of the low operating costs， higher labor productivity. The longer the electrified railway line， cost—effective as possible。
④ good working conditions。 Electric locomotive is simple, neither cast steam locomotive coal， clean furnace that heavy physical labor， there is no worry of noise makes diesel cars。 Steam or diesel engine vehicles emit smoke and harmful gases, pollution of the environment and the impact of traffic safety, particularly serious in the tunnel. After switching to electric locomotive can eradicate these phenomena。
To sum up， the development of electrified railways in China forty years, in building and construction speed of mileage， if the first two years is slow, then 20 years can be said to have achieved a ”leap—forward development.” However, it should be noted that in terms of design standards, design standards， construction technology， quality, maintenance, running management and technical equipment and other aspects of scientific and technological progress and world level， especially with the technological level of developed countries, there islarge gap, which is what we have to achieve leapfrog development of the point。