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        中國(guó)商業(yè)航天夢(mèng)即將成為現(xiàn)實(shí) 英語(yǔ)翻譯

        2017-9-20 | 責(zé)任編輯:admin | 瀏覽數(shù):2073 | 內(nèi)容來(lái)源:本站編輯發(fā)布

        Opinion: China’s Commercial Aerospace Dream Edges Closer To Reality

        觀點(diǎn):中國(guó)商業(yè)航天夢(mèng)即將成為現(xiàn)實(shí)
        China’s commercial aerospace ambition has long been known, but a few recent milestones are bringing it closer to realization.
        眾所周知中國(guó)一直在雄心勃勃地推進(jìn)航天商業(yè)化,最近中國(guó)取得的進(jìn)展正在將這一夢(mèng)想轉(zhuǎn)為現(xiàn)實(shí)。
        Since the establishment of Avic 1 and Avic 2 in 1999, which really marked the beginning of China’s push into the commercial aerospace market, there has been no doubt about China’s intent and the direction it wants its industry to take. But the pace at which it would achieve this ambition was less uncertain. Almost 20 years on, things have become much more clear, and there is now little doubt that China is well on its way to succeeding where several other countries have failed in becoming a full-fledged player in the large commercial aircraft manufacturing sector, with the potential to disrupt the long-standing duopoly of Airbus and Boeing.
        1999年中國(guó)航空工業(yè)第一、第二集團(tuán)公司(之后兩者合并為中國(guó)航空工業(yè)集團(tuán)公司)的成立標(biāo)志著中國(guó)開(kāi)始進(jìn)軍商業(yè)航天領(lǐng)域,顯示了中國(guó)邁向這一行業(yè)的絕心與意志。但實(shí)現(xiàn)這一雄心的腳步并不那么平坦。20年之后毫無(wú)疑問(wèn)中國(guó)已經(jīng)成為了大型商用航天領(lǐng)域的成熟玩家,將其他幾國(guó)遠(yuǎn)遠(yuǎn)甩在身后,并有望打破空客和波音的長(zhǎng)期壟斷。
        To be fair though, no other country has ever had China’s assets: a stable government with an unequivocal, long-term financial and strategic commitment and a huge domestic—hence mostly captive—market. According to market forecasts, China’s domestic air traffic is expected to almost quadruple between now and 2036 to reach 1.6 billion passengers, which will be more than twice the U.S.’s domestic traffic by 2036.
        實(shí)話說(shuō)沒(méi)有其他國(guó)家能擁有中國(guó)那樣的優(yōu)厚研究條件:一個(gè)有著長(zhǎng)期明確財(cái)政支持和龐大國(guó)內(nèi)市場(chǎng)的政府——盡管大部分市場(chǎng)并不自由。市場(chǎng)預(yù)計(jì)中國(guó)國(guó)內(nèi)航空市場(chǎng)將在當(dāng)前基礎(chǔ)上翻四倍,到2036年乘客總數(shù)將兩倍于美國(guó),達(dá)到16億人次。
        And while there is still a long way to go before airplanes designed and made in China compete on the world stage with the likes of the Boeing 737 or Airbus A320, the momentum is there, and the country’s aerospace industry is entering a new phase of development and maturity.
        盡管中國(guó)在設(shè)計(jì)制造能與波音737或空客A320媲美的大飛機(jī)上仍有很長(zhǎng)的路要走,但發(fā)展趨勢(shì)很顯著。中國(guó)航空工業(yè)正走向一個(gè)嶄新的發(fā)展階段并不斷邁向成熟。The first flight of the Comac C919. Credit: Comac
        Most observers would think the single-aisle Comac C919’s first flight last May (pictured) is illustrative of this, but while it is a key milestone, it does not represent the whole story about what is happening in the industry. Two other events are much more telling.
        大多數(shù)觀察家認(rèn)為去年五月首飛的單過(guò)道C919就是圖中這架飛機(jī)。盡管這是一項(xiàng)突破性進(jìn)展,但它并不能完全代表中國(guó)航空工業(yè)的發(fā)展。其他兩個(gè)例子更有說(shuō)服力。
        The first is the establishment of the Aero Engine Corp. of China (AECC) last year, which consolidates Chinese aero-engine know-how and capabilities, indicating that the indigenous development of aircraft engines is now a strategic priority for China. This focus is even more striking when one realizes that China now has access to rhenium, a rare metal that helps create strong superalloys necessary for the manufacture of high-pressure jet engine turbine blades. Since the 2010 discovery in the Shaanxi province of reserves, which account for 7% of the world’s total, considerable effort has been made to exploit and process this metal. Moreover, a major technological milestone was recently achieved that opens the door for mass production of single-crystal turbine blades, a key component of modern jet engines. It is thus no surprise that one of the cornerstones of the newly established joint Sino-Russian widebody aircraft program is the development of a dedicated, state-of-the-art engine.
        一,中國(guó)航空發(fā)動(dòng)機(jī)集團(tuán)的成立。去年集團(tuán)公司通過(guò)研發(fā)提高了國(guó)產(chǎn)發(fā)動(dòng)機(jī)的技術(shù)水平與續(xù)航能力,表明自主開(kāi)發(fā)飛機(jī)發(fā)動(dòng)機(jī)仍是當(dāng)前中國(guó)的戰(zhàn)略重點(diǎn)。當(dāng)中國(guó)獲得了錸,一種制造高壓噴氣發(fā)動(dòng)機(jī)渦輪葉片的必須合金材料之后,這一決心更加顯著。2010年在陜西發(fā)現(xiàn)占世界總儲(chǔ)量7%的錸礦后,中國(guó)已投入相當(dāng)大的精力開(kāi)采并應(yīng)用這一金屬。此外,現(xiàn)代噴氣發(fā)動(dòng)機(jī)的關(guān)鍵部件——大規(guī)模單晶渦輪葉片制造技術(shù)也取得了重大突破。新成立的中俄寬體客機(jī)項(xiàng)目至此有望用上國(guó)產(chǎn)發(fā)動(dòng)機(jī)。
        The second event of note is Comac’s latest round of financing—it raised 15 billion yuan ($2.3 billion) last month in the form of a 10-year debt investment plan—combined with the memorandum of understanding (MOU) signed in June by Airbus and the National Development and Reform Commission (NDRC). The financing and MOU are intended to help bring about a fully developed, competitive domestic supply chain, the former through the injection of research and development money down the supply chain and the latter through the integration of Chinese suppliers in Airbus’s global supply network. The objective, as outlined in the “Made in China 2025” plan, is for Chinese suppliers to provide 80% of all parts by 2025.
        二,7月與空客和國(guó)家發(fā)改委簽署諒解備忘錄后,上月份商飛以一份十年期債務(wù)投資計(jì)劃成功融資150億人民幣。融資和簽署備忘錄旨在幫助形成一個(gè)成熟的、有競(jìng)爭(zhēng)力的國(guó)內(nèi)供應(yīng)鏈,前者通過(guò)注入研發(fā)資金,后者通過(guò)整合中國(guó)供應(yīng)商在空中客車(chē)的全球供應(yīng)網(wǎng)絡(luò)!爸袊(guó)制造2015”計(jì)劃中提到,到2025年中國(guó)供應(yīng)商有望能提供80%的飛機(jī)零部件。
        Taken together, these events and strategic initiatives highlight the Chinese aerospace industry’s realization that, in order to become a globally competitive player, it will need depth as much as breadth. After getting their hands on both ends of the value chain—aircraft design and final assembly—the Chinese now understand that what will make or break their industry over the long term is what happens in the middle of the value chain, at the component and subsystem levels. And that is why China’s ambition to compete with Boeing and Airbus, as well as with GE and Rolls-Royce for aircraft engines, is now more credible than ever.
        綜合考慮,這些事實(shí)與戰(zhàn)略規(guī)劃凸顯了中國(guó)航天工業(yè)的認(rèn)知——為了成為有競(jìng)爭(zhēng)力的全球飛機(jī)制造商,中國(guó)需要拓寬行業(yè)的廣度與深度。在他們掌握了價(jià)值鏈的兩端——飛機(jī)設(shè)計(jì)與集成組裝后,中國(guó)意識(shí)到長(zhǎng)期處于價(jià)值鏈中游的組裝和子系統(tǒng)地位將摧毀他們的航空業(yè)。這就是為什么中國(guó)雄心勃勃地與波音、空客等飛機(jī)制造商以及美國(guó)通用電氣公司、勞斯萊斯等發(fā)動(dòng)制造商競(jìng)爭(zhēng),形式前所未有地激烈。

        By investing deep in the industrial fabric of the countryfrom the coastal cities of Tianjin andShanghai to the new industrial frontiers of the Western provinces of Shaanxi and Sichuanfromthe processing of rare metals to the manufacturing and assembly of complex aircraft parts,China is adding substance to formand showing the world thatas far as its commercialaerospace achievements are concernedthe best is yet to come.

        通過(guò)投資深化該國(guó)工業(yè)結(jié)構(gòu),從傳統(tǒng)沿海城市天津和上海到最近崛起的西部工業(yè)城市陜西和四川,從稀有金屬開(kāi)采加工到復(fù)雜飛機(jī)部件的制造組裝,中國(guó)正在為該行業(yè)添磚加瓦,并向世界展示就其商業(yè)航天行業(yè)而言最好的時(shí)刻尚未到來(lái)。
        Contributing columnist Antoine Gelain is the managing director of Paragon European Partners.He is based in London.
        特約專(zhuān)欄作家安東尼·蓋爾恩是Paragon歐洲合作伙伴的常務(wù)董事。目前位于倫敦。
         
         
         
         
         
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