Let me show you the way

Let s get fucking around here

   有人在Buzz上面发言说百度的流量在Google.cn转移至.hk以后出现了很大的提高,至于原因很简单么,Google的主页现在已经基本成为一个无法打开的提示链接网页了,如果你幸运的搜寻到了某些关键词语,那么你的可爱的小电脑会在接下来的一段时间内无法登陆Google,有这样一个笑话也许大家都听说过,就是在一个论坛里面发一个帖子,内容是英文字母a-z的所有字母,下面让我们用x来代表敏感的关键词,显示一下和谐版的a-z, x x c x e x x x i x x x x n o x q x s x u v x x x x,看到了么,x就是被和谐的字母,多么壮观。

   不想说太多了,近期看到一篇文章,是yoshiyukei kasai 对大陆高铁的评介,让我们不得不惊叹,日本人对于大陆的了解远超过大陆人本身,令我们汗颜和肃然起敬,中国和日本的差别是,在日本,如果有一名乘客受伤或遇难,代价就会高得难以承受,这是一件很严重的事。但在中国,每年即使有1万名乘客遇难,也不会有人大惊小怪。

  

The chairman of Central
Japan Railway, operator of Japan’s oldest and busiest bullet train link,
has denounced China’s growing high-speed rail industry for “stealing”
foreign technology and compromising safety.

Central Japan Railway,
or JR Central, operates the 46-year-old Shinkansen high-speed link
between Tokyo and the western city of Osaka, and is competing with
China’s state railways for overseas business.

“The difference
between China and Japan is that in Japan, if one passenger is injured or
killed the cost is prohibitively high,” Yoshiyuki Kasai told the
Financial Times. “It’s very serious. But China is a country where 10,000
passengers could die every year and no one would make a fuss.”

The
competition between the companies is most intense in the US, where the
Obama administration has earmarked $8bn for high-speed rail as part of
its economic stimulus effort.

JR
Central is targeting projects in Florida and Texas, as well as a
proposed link between Los Angeles and Las Vegas that has also drawn a
Chinese bid.

JR Central designs and operates its own trains,
though construction is contracted to engineering companies such as
Kawasaki Heavy Industries.

Mr Kasai’s wariness of China’s rail
industry is shared by other foreign executives. Alstom of France has
complained that Chinese companies are competing for export contracts
using foreign technology.

At the same time, Alstom and other
manufacturers, such as Siemens of Germany, have piled into a domestic
Chinese market where railway-related spending is expected to average
$50bn a year between 2009 and 2013.

Foreign manufacturers must
operate through local joint ventures, allowing, in some cases, their
Chinese partners to absorb their technology.

Last month, Siemens
dropped a bid to supply trains and equipment for the $7bn Mecca-to-
Medina high-speed railway project in Saudi Arabia, instead joining a
Chinese consortium bidding for the work.

Mr Kasai has forbidden JR
Central from bidding on contracts in China for fear that its technology
will be taken, though other Japanese rail groups have done business in
the country.

Many trains on China’s Wuhan-Guangzhou and
Beijing-Tianjin routes are based on models operated by East Japan
Railway and built by Kawasaki.

Trains on those routes travel at up
to 350km/h, more than 25 per cent faster than Shinkansen trains in
Japan, and have had no serious accidents. But Mr Kasai said the Chinese
are driving the trains at much closer to their maximum safe speeds. “I
don’t think they are paying the same attention to safety that we are,”
he said. “Pushing it that close to the limit is something we would
absolutely never do.”

   现在中国南车集团与中国铁建集团正合作参标美国高铁的工程,这一消息也让媒体充分的渲染成为国企利用自身技术进入世界的美好话题,但是我们深度思考的时候却发现,也许问题还有另一面,举例,比如一位华裔美籍人士要竞选美国总统,然后我们就通过媒体说,我们华人都可以做美国总统了,但实质是怎么样的?当然类似中国国企这样的企业,在自身没有任何技术和管理优势的情况下,与川崎,西门子这样的公司竞争工程,确实是有点不自量力,虽然价钱有优势,但是看看西门子的世界范围内的多项工程,说明外国人与大陆人的不同就在于,他们把安全性的考虑高于成本的建设之上,所以虽然德国的企业报价或者商品价格往往都比其他竞争对手高,但是却仍然可以获得订单的原因。

  看看国内上海的高铁和磁悬浮,以及奥运场馆的建设监督设计测量等工作,为什么都聘请了大量的国外工程人员,上海的地铁建设当年也是德国的工程企业来建设,具体可以搜索上海地铁避免渗水事故来查看整个情况。

  运营着已有46年历史的东京至西部城市大阪的新干线高速铁路,向我们说明了,关乎人们生命健康的国家基础建设不是急功近利的活动,更需要良心的责问。

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