China celebrated its bullet trains as the home-grown pride of a nation: a rail system faster and more advanced than any other, showcasing superior Chinese technology.

　　中國將其高速鐵路贊譽(yù)為出自本土的民族驕傲：和其它任何一個(gè)國家的高鐵相比，中國的高速鐵路系統(tǒng)都速度更快、更為先進(jìn)，它展示了卓越的中國技術(shù)。

　　However, China's high-speed rail network was in fact built with imported components -- including signaling-system parts designed to prevent train collisions -- that local engineers couldn't fully understand, according to a review of corporate documents and interviews with more than a dozen rail executives inside and outside China.

　　然而，據(jù)記者看到的公司文件以及國內(nèi)外十幾位接受采訪的鐵路行業(yè)高管透露，事實(shí)上，中國的高速鐵路網(wǎng)是利用進(jìn)口零部件搭建而成的（這其中就包括防止列車碰撞的信號(hào)系統(tǒng)部件），國內(nèi)工程師無法完全理解這些進(jìn)口零部件的技術(shù)奧妙。

　　During a late July lightning storm, two of China's bullet trains collided in the eastern city of Wenzhou, killing 40 people and injuring nearly 200 in one of the world's worst high-speed passenger-rail accidents. China's government initially blamed flawed signaling and human error. It recently postponed public release of its crash findings.

　　今年七月下旬一個(gè)電閃雷鳴的雨夜，兩列動(dòng)車在東部城市溫州發(fā)生追尾，40人遇難，近200人受傷，這是全球最嚴(yán)重的高速客運(yùn)列車事故之一。中國政府最初認(rèn)為存在缺陷的信號(hào)系統(tǒng)和人為錯(cuò)誤是造成事故的原因，最近又推遲了事故原因調(diào)查報(bào)告的公開發(fā)布日期。

　　The precise cause of the disaster remains uncertain, so there is no way to know what role, if any, the signaling assembly may have played.

　　此次事故的確切原因仍不確定，所以無法知道信號(hào)系統(tǒng)對(duì)事故的發(fā)生可能起到了何種作用（如果確實(shí)起了作用的話）。

　　An examination of China's use of foreign technology in its bullet-train signal systems highlights deep international distrust over China's industrial model, including weak intellectual-property protections, which can complicate efforts to acquire state-of-the-art technology.

　　對(duì)中國在其高鐵信號(hào)系統(tǒng)中使用外國技術(shù)的情況進(jìn)行考察后可以明顯發(fā)現(xiàn)，國際上對(duì)中國的產(chǎn)業(yè)模式存在深深的不信任（這些產(chǎn)業(yè)模式包括對(duì)知識(shí)產(chǎn)權(quán)的保護(hù)非常薄弱），這種狀況會(huì)使中國獲取先進(jìn)技術(shù)的努力復(fù)雜化。

　　Key signaling systems were assembled by Beijing-based Hollysys Automation Technologies Ltd., one of the few companies China's Ministry of Railways tapped to handle such work. In some cases of the signal systems it supplied, technology branded as proprietary to Hollysys contained circuitry tailor-made by Hitachi Ltd. of Japan to Hollysys specifications, according to people familiar with the situation.

　　中國高速鐵路重要的信號(hào)系統(tǒng)由北京和利時(shí)集團(tuán)（Hollysys Automation Technologies Ltd.）組裝。和利時(shí)集團(tuán)是中國鐵道部指定的少數(shù)幾家負(fù)責(zé)組裝這一系統(tǒng)的企業(yè)之一。據(jù)知情人士透露，在和利時(shí)集團(tuán)提供的某些信號(hào)系統(tǒng)中，那些被打上了和利時(shí)專有標(biāo)簽的技術(shù)其實(shí)包含了日本日立公司（Hitachi Ltd.）按和利時(shí)的規(guī)格要求為其定制的電路系統(tǒng)。

　　The problem, these people say, is that Hitachi -- fearful that Chinese technicians might reverse-engineer and steal the technology -- sold components with the inner workings concealed from Hollysys. Hitachi executives say this 'black box' design makes gear harder to copy, and also harder to understand, for instance during testing.

　　上述知情人士說，問題在于日立公司向和利時(shí)出售零部件時(shí)沒有透露其內(nèi)部工作原理，日立公司這么做是因?yàn)樗麄儞?dān)心中國技術(shù)人員可能會(huì)通過反向開發(fā)竊取日立的技術(shù)。日立公司高管說，這種“黑盒子”（black box）設(shè)計(jì)令其設(shè)備難以被復(fù)制，也難以被外人理解（比如在測(cè)試過程中）。

　　“It's still generally a mystery how a company like Hollysys could integrate our equipment into a broader safety-signaling system without intimate knowledge of our know-how,” a senior Hitachi executive said.

　　日立公司的一位高管說，像和利時(shí)這樣一家公司是如何在沒有深入了解我們專業(yè)技術(shù)知識(shí)的前提下將我們的設(shè)備融入一個(gè)更龐大安全信號(hào)系統(tǒng)中的，這仍然是一個(gè)謎。

　　A rail signaling system is a complex assemblage of dozens of devices, circuits and software that helps train drivers and dispatchers keep everything running safely. As trains pass beacons along a route, known as 'balise modules,' information about location and speed are fed into the train-control network. According to Hollysys statements, it supplied key parts of the system including the onboard brain, the Automatic Train Protection, or ATP. Hitachi supplied Hollysys with a primary part of the ATP, according to Hitachi executives.

　　相關(guān)報(bào)道鐵路信號(hào)系統(tǒng)是將數(shù)十種設(shè)備、電路和軟件集成在一起的復(fù)雜系統(tǒng)，它能幫助火車駕駛員和調(diào)度員保持列車的安全運(yùn)行。當(dāng)火車經(jīng)過沿線各個(gè)“應(yīng)答器傳輸模塊”（balise modules）時(shí)，有關(guān)這列火車位置和速度的信息就會(huì)被反饋給火車控制系統(tǒng)。北京和利時(shí)集團(tuán)的聲明說，它向中國高速鐵路的信號(hào)控制系統(tǒng)提供了關(guān)鍵零部件，其中包括被稱作火車大腦的列車自動(dòng)保護(hù)系統(tǒng)（Automatic Train Protection，ATP）。據(jù)日立公司高管說，日立向和利時(shí)提供了ATP系統(tǒng)的一種主要零部件。

　　Hollysys didn't respond to requests for comment. Two days after the crash in July, Hollysys issued a statement confirming its ATP components were installed on both trains. Hollysys said its components “functioned normally and well.”

　　和利時(shí)未應(yīng)記者的要求發(fā)表評(píng)論。今年七月溫州動(dòng)車追尾事故發(fā)生兩天后，和利時(shí)發(fā)表聲明證實(shí)，這兩輛相撞列車上都安裝了該公司色ATP系統(tǒng)。和利時(shí)說，該公司的零部件“運(yùn)轉(zhuǎn)正常而良好”。

　　A separate state-owned Chinese signaling company, which also works with foreign firms and supplies most of the gear to bullet-train projects, issued a statement around the same time expressing “sorrow” and pledging to accept its responsibility.

　　與此同時(shí)，中國另一家國有信號(hào)設(shè)備企業(yè)則發(fā)表聲明表示“歉意”，并保證會(huì)承擔(dān)自己應(yīng)負(fù)的責(zé)任。這家企業(yè)也與外國公司進(jìn)行合作，其大部分產(chǎn)品都提供給中國的高速鐵路項(xiàng)目。

　　China's high-speed railway, budgeted at close to $300 billion, already challenges the travel time of jetliners between cities like Beijing and Shanghai, which are roughly as far apart as Philadelphia and Atlanta. The trains, with advertised cruising speeds on the fastest lines topping 215 miles per hour, are said to “fly on land,” demonstrating a future where China is a recognized peer of the U.S., EU and Japan in big-ticket ingenuity. China is designing airliners to compete with Boeing Co. and nuclear reactors to challenge Toshiba Corp.'s Westinghouse Electric Co. It already exports high-speed rail equipment: This month it reached a deal to supply locomotives to the nation of Georgia.

　　中國預(yù)算資金接近3,000億美元的高速鐵路在京滬等大城市之間的運(yùn)行時(shí)間已經(jīng)可以對(duì)空中航班構(gòu)成挑戰(zhàn)，北京到上海的距離大約相當(dāng)于費(fèi)城到亞特蘭大的旅程。中國高速列車的巡航速度據(jù)稱超過每小時(shí)350公里，堪稱“陸地飛行”，它預(yù)示中國未來有望被視為美國、歐盟和日本那樣能生產(chǎn)獨(dú)創(chuàng)性高價(jià)產(chǎn)品的國家。中國正在設(shè)計(jì)能與波音公司（Boeing Co.）相競(jìng)爭(zhēng)的民用客機(jī)，以及能對(duì)東芝公司（Toshiba Corp.）旗下西屋電氣（Westinghouse Electric Co. ）構(gòu)成挑戰(zhàn)的核反應(yīng)堆。中國已經(jīng)在出口高速鐵路設(shè)備：本月它與格魯吉亞共和國達(dá)成了向后者出口火車機(jī)車的協(xié)議。

　　In less than seven years, China has built a bullet-train network larger than the ones Japan and Germany took decades to construct. China is only about halfway through a 15-year plan to build a total of nearly 10,000 miles of high-speed track connecting 24 major cities.

　　在不足七年的時(shí)間里，中國建成了規(guī)模比日本和德國用幾十年時(shí)間所建高速鐵路網(wǎng)還要大的高鐵網(wǎng)絡(luò)。中國計(jì)劃用15年時(shí)間建成總長近16,000公里、連接24個(gè)主要城市的高速鐵路網(wǎng)，這一計(jì)劃目前只完成了近一半。

　　“We aim at the world's top-notch technologies,” then-Railways Minister Liu Zhijun declared four years ago. A few months before the July crash, Mr. Liu was fired after China's Communist Party accused him and other top officials of unspecified corruption. Mr. Liu couldn't be located for comment.

　　鐵道部前部長劉志軍四年前宣稱：我們瞄準(zhǔn)了世界的技術(shù)。在七月份動(dòng)車追尾事故前幾個(gè)月，劉志軍被解職，此前中國共產(chǎn)黨指控他和其他幾名高級(jí)官員有腐敗行為。目前無法知曉劉志軍的下落。

　　July's rail tragedy -- in which two bullet trains collided during a storm, sending some cars plunging 65 feet from elevated tracks -- is tarnishing China's effort to portray the project as technologically advanced and safety-minded. Among other things, the Ministry of Railways chose not to install lightning rods and surge protectors on some high-speed rail lines even as an industry association recommended doing so on major infrastructure projects, He Jinliang, director of China's National Lightning Protection Technology Standard Committee, said in July.

　　在七月份的那場(chǎng)列車悲劇中，兩列動(dòng)車在一場(chǎng)暴風(fēng)雨中相撞在一起，一些車廂從高20米左右的高架橋上跌落到地面。這一事故使中國的高鐵項(xiàng)目蒙羞，中國一直宣傳自己的高鐵項(xiàng)目有先進(jìn)的技術(shù)和注重安全的設(shè)計(jì)理念。中國國家雷電防護(hù)標(biāo)準(zhǔn)化技術(shù)委員會(huì)主任何金良七月份時(shí)說，中國鐵道部決定：在一些高速鐵路線上不安裝避雷針和避雷器，盡管中國的一個(gè)行業(yè)協(xié)會(huì)建議在大型基礎(chǔ)設(shè)施建筑上安裝防雷擊裝置。

　　The Ministry of Railways didn't respond to requests for comment. Through state media and on its website, the ministry has stressed its attention to safety. A Sept. 5 statement said, “Our cadres should be leading the work, changing their style, going to the grass-roots level and trying to solve problems.” Last week, Chinese authorities reiterated their safety pledge after two subway trains in collided in Shanghai, injuring more than 280 people, in an accident blamed on errors after a power snafu knocked out signals, according to the subway operator.

　　鐵道部未應(yīng)記者的要求發(fā)表評(píng)論。鐵道部已通過國有媒體和自己的網(wǎng)站強(qiáng)調(diào)了它對(duì)鐵路安全的關(guān)注。該部九月五日的一份聲明說，我們的干部們應(yīng)該率先垂范，轉(zhuǎn)變工作方式，深入基層并努力解決問題。上周，在上海的兩列地鐵列車相撞后，中國政府重申了對(duì)交通安全的承諾。這次事故導(dǎo)致280多人受傷。據(jù)上海的地鐵運(yùn)營機(jī)構(gòu)說，造成此次撞車事故的原因是斷電導(dǎo)致行車信號(hào)中斷后出現(xiàn)了調(diào)度錯(cuò)誤。

　　From the initial days of the high-speed railway program, Beijing turned to local firms, including Hollysys, rather than foreign expertise. Hollysys says it is one of just two companies eligible to supply certain signaling technology for China's fastest trains. Ministry of Railways rules effectively forbid foreign companies from bidding.

　　Getty Images“7•23”溫州動(dòng)車追尾事故現(xiàn)場(chǎng)。從高速鐵路項(xiàng)目啟動(dòng)伊始，北京就把設(shè)備供應(yīng)重任放在了包括和利時(shí)在內(nèi)的本土企業(yè)而非外國企業(yè)肩上。和利時(shí)說，只有它和另外一家公司有資格向中國速度最快的列車提供某些信號(hào)技術(shù)。鐵道部的相關(guān)規(guī)定實(shí)際上禁止外國公司競(jìng)標(biāo)信號(hào)合同。

　　Though new to high-speed rail, Hollysys became a central supplier of the signaling systems, circuits and software that are supposed to prevent the kind of accident that happened near Wenzhou by automatically stopping trains if trouble is detected.

　　雖然和利時(shí)只是高鐵建設(shè)的新軍，但它已成為中國高鐵信號(hào)系統(tǒng)、電路和軟件的主要供應(yīng)商。這些設(shè)備原本應(yīng)該防止類似在溫州附近發(fā)生的那類撞車事故，因?yàn)樾盘?hào)系統(tǒng)在發(fā)現(xiàn)問題后應(yīng)能讓列車自動(dòng)停下來。

　　Integrating signaling components is a challenge, particularly at the pace that China was expanding its rail network, train executives say. “The problem is to put all these pieces of the puzzle into a coherent system,” says Marc Antoni, technological innovation director at SNCF, the French national railway operator, which runs the high-speed TGV.

　　鐵路行業(yè)的管理人士說，將鐵路信號(hào)系統(tǒng)的各種零部件集成在一起是件很難的事，特別是以中國擴(kuò)展其高速鐵路網(wǎng)那樣的高速度來完成這項(xiàng)工作更是難上加難。法國國家鐵路運(yùn)營機(jī)構(gòu)SNCF的技術(shù)創(chuàng)新主管安東尼（Marc Antoni）說，難題在于要把那些仍不能完全明白其奧妙的零部件組合成一個(gè)可以順暢運(yùn)行的系統(tǒng)。SNCF是法國高鐵網(wǎng)絡(luò)TGV的運(yùn)營商。

　　Originally part of China's Ministry of Electronics, Hollysys in the 1990s became a privately owned business focused on “controls” -- the technology that keeps factory assembly lines humming smoothly. In a Hollysys timeline of its railway achievements, the company says it won its first noteworthy high-speed-rail signaling contracts in 2005, about when China began construction.

　　和利時(shí)曾經(jīng)隸屬于中國電子工業(yè)部，它在上世紀(jì)90年代成為一家專注于“控制”技術(shù)的私營企業(yè)，這種技術(shù)可保持工廠流水線的順利運(yùn)轉(zhuǎn)。和利時(shí)在列舉其在鐵路領(lǐng)域所取得成就的大事記中說，該公司在2005年贏得了其首個(gè)值得一提的高速鐵路信號(hào)系統(tǒng)供貨合同，中國正是從那一年前后開始了高速鐵路建設(shè)。

　　A year later, in a filing with the U.S. Securities and Exchange Commission, Hollysys played down the importance of high-speed-rail signaling by describing it as “adjacent” to core operations in industrial controls. The sector was mentioned just once in a 300-plus page SEC filing in 2006, part of a successful effort by Hollysys to list its shares on Nasdaq through a special-purpose acquisition company, or SPAC, a practice that involves adoption of a current listing by another company. By late 2008 Beijing was speeding construction of its bullet trains in part to help power the Chinese economy through the global economic slump. Hollysys described itself in regulatory filings as one of just two companies that possessed “the capability” to supply the Ministry of Railways with signals on its fastest lines.

　　和利時(shí)一年后在一份提交給美國證券交易委員會(huì)（SEC）的文件中對(duì)高速鐵路信號(hào)設(shè)備業(yè)務(wù)對(duì)該公司的重要性做了淡化處理，它稱這項(xiàng)業(yè)務(wù)為其在工業(yè)控制領(lǐng)域的“亞核心”業(yè)務(wù)。在和利時(shí)2006年提交給SEC的那份300多頁文件中，只提及了高鐵信號(hào)業(yè)務(wù)一次，這份文件是和利時(shí)為通過成立特殊目的收購公司（SPAC）在納斯達(dá)克上市而提交給SEC的，成立SPAC就是為了讓一家公司得以收購一家現(xiàn)有上市企業(yè)。和利時(shí)通過這種方式成功在納斯達(dá)克上市。2008年末，北京為了幫助中國經(jīng)濟(jì)成功渡過全球經(jīng)濟(jì)蕭條，加快了高速鐵路的建設(shè)進(jìn)度。和利時(shí)在提供給美國監(jiān)管機(jī)構(gòu)的文件中，將自己描繪為“有能力”向鐵道部最高速線路提供信號(hào)系統(tǒng)的僅有兩家公司之一。

　　Hollysys became a tech darling and in September 2009 its chief financial officer, Peter Li, speaking to analysts, credited the Ministry of Railways' “very clear mandate of localizing the product.” When an analyst asked whether he feared competition, Mr. Li said, “Basically, foreign players are not allowed to bid independently for high-speed-rail projects.”

　　和利時(shí)此后成為中國的高科技寵兒，其首席財(cái)務(wù)長李沂宸（Peter Li）在2009年9月對(duì)分析師發(fā)表講話時(shí)說，鐵道部給和利時(shí)下達(dá)了將高鐵設(shè)備國產(chǎn)化的“非常明確任務(wù)”。當(dāng)一名分析師問他是否害怕其他企業(yè)的競(jìng)爭(zhēng)時(shí)，李沂宸說，一般而言，外國企業(yè)不被允許獨(dú)自競(jìng)標(biāo)中國的高速鐵路項(xiàng)目。

　　The Ministry of Railways awarded Hollysys more than $100 million of high-speed-signaling contracts in 2010 alone, according to company statements. For the fiscal year ended this past June, Hollysys reported total revenue of $262.84 million.

　　和利時(shí)的一份聲明說，僅在2010年，鐵道部就給了該公司價(jià)值超過1億美元的高速鐵路信號(hào)設(shè)備合同。和利時(shí)的收益報(bào)告顯示，在截至今年六月底的財(cái)政年度內(nèi)，該公司的總收入為2.6284億美元。

　　The ministry also played matchmaker for Hollysys. When a leading Italian signaling company, Ansaldo STS, sought a business foothold in China, the Ministry of Railways indicated that it should be in the form of a partnership with Hollysys, according to Ansaldo spokesman Roberto Alatri.

　　鐵道部還撮合了和利時(shí)與其他公司的合作。據(jù)意大利主要的信號(hào)設(shè)備公司Ansaldo STS的發(fā)言人阿拉特里（Roberto Alatri）說，當(dāng)該公司在華尋找業(yè)務(wù)立足點(diǎn)時(shí)，鐵道部暗示它應(yīng)該與和利時(shí)結(jié)成合作伙伴。

　　A $97 million contract followed in July 2008 for a Hollysys-Ansaldo consortium to design, build and maintain signal-control systems on China's then-fastest train line, a 459-kilometer section linking the central China cities of Zhengzhou and Xian. The Hollysys portion was $22 million.

　　和利時(shí)與Ansaldo組建的財(cái)團(tuán)在2008年7月獲得了一份為“鄭西高鐵”設(shè)計(jì)、建造和維護(hù)信號(hào)控制系統(tǒng)的合同，價(jià)值9,700萬美元。全長459公里的鄭州至西安高速鐵路是中國當(dāng)時(shí)速度最快的高鐵線路。這其中和利時(shí)拿到的業(yè)務(wù)價(jià)值2,200萬美元。

　　Hollysys had a longer relationship with Hitachi, which supplied the Chinese company components for high-speed rail signaling starting in 2005, the year Hollysys says it got its start in the business. The main cooperation was on the onboard ATP system, which Hollysys documents describe as components in the nose and tail of trains that act as its “last line of defense in safety.”

　　和利時(shí)與日立公司的合作關(guān)系要更長些。從2005年起，日立就向和利時(shí)提供高速鐵路信號(hào)系統(tǒng)的零部件。和利時(shí)說它也是從那年起開始從事高鐵信號(hào)系統(tǒng)業(yè)務(wù)的。雙方主要的合作領(lǐng)域是車載ATP系統(tǒng)，和利時(shí)的文件稱這一系統(tǒng)安裝在高鐵列車的車頭和車尾，為列車起到“最后一道安全防線”的作用。

　　The Hitachi-made ATP components came with a catch. Two Hitachi executives familiar with the matter said the company adopts what the industry refers to as “black box” security to conceal design secrets by withholding technical blueprints known in Japanese as zumen.

　　日立在向和利時(shí)提供ATP系統(tǒng)零部件時(shí)“留了一手”。日立的兩位知情管理人士說，該公司采用了被業(yè)內(nèi)稱作“黑盒子”的安全措施，沒有將所提供零部件的技術(shù)設(shè)計(jì)圖交給中方，從而隱藏了設(shè)計(jì)秘密。

　　Black boxes make it tough to reverse-engineer the equipment. They can also make it more difficult to troubleshoot the gear, according to executives of several companies familiar with the practice in China.

　　“黑盒子”手法使得中方難以對(duì)設(shè)備進(jìn)行反向開發(fā)。另據(jù)幾位熟悉外國公司在華這種做法的其他公司管理人士說，這種做法也使中國方面更加難以確定設(shè)備的具體故障。

　　“Providing zumen means. . .we completely trust the buyer of our technology,” a senior Hitachi executive said, with the understanding that the buyer “would not become a competitive threat in other markets.”

　　日立一名高管說，向買家提供技術(shù)設(shè)計(jì)圖意味著，我們完全信賴拿到我們技術(shù)的買家，知道買家不會(huì)在其他市場(chǎng)上對(duì)我們構(gòu)成競(jìng)爭(zhēng)威脅。

　　Hitachi doesn't always withhold its design secrets. When working with companies elsewhere on a common project, the senior executive said, it will provide the zumen, or blueprints, in some cases.

　　日立公司也并不總是隱瞞其設(shè)計(jì)機(jī)密。這位高管說，當(dāng)和其它地區(qū)的企業(yè)在同一個(gè)項(xiàng)目上展開合作時(shí)，日立公司在某些情況下會(huì)提供設(shè)計(jì)藍(lán)圖。

　　Hitachi executives say the arrangement with Hollysys wasn't a technology-transfer deal -- in which it would be expected to share technical details -- but rather a contractual arrangement to manufacture parts to specifications provided by Hollysys. Hitachi says it did provide 'limited' technical support that is typical of contracts of this type.

　　日立公司的高管說，它們與和利時(shí)集團(tuán)簽訂的并非技術(shù)轉(zhuǎn)讓協(xié)議，日立公司只是按照和利時(shí)集團(tuán)提供的規(guī)格要求為其制造零部件。如果雙方簽訂的是技術(shù)轉(zhuǎn)讓協(xié)議，那么日立公司將與和利時(shí)集團(tuán)分享技術(shù)細(xì)節(jié)。日立公司說它提供了此類合同中常見的“有限”技術(shù)支持。

　　A spokesman at Hitachi's headquarters in Tokyo, Atsushi Konno, said the company “has no comment about Hollysys's products, as we do not have any information as to what kind of end product Hollysys developed using our devices.” The official confirmed that Hitachi supplied Hollysys some equipment for the signaling systems used aboard trains and “also provided technical explanation regarding those components, and we believe Hollysys, as a result, fully understands them.”

　　日立公司在東京總部的發(fā)言人紺野篤志（Atsushi Konno）說，該公司“對(duì)和利時(shí)集團(tuán)的產(chǎn)品不予置評(píng)”，也無法就和利時(shí)利用日立的設(shè)備開發(fā)出何種最終產(chǎn)品提供任何信息。這位發(fā)言人證實(shí)日立向和利時(shí)提供了一些用于列載信號(hào)系統(tǒng)的設(shè)備，“也為這些零部件提供了技術(shù)解釋，因此我們相信和利時(shí)完全了解這些零部件。”

　　At least one installation of Hollysys components didn't go smoothly, according to one Europe-based engineer who worked on the job. An onboard Hollysys computer, part of the ATP called a driver machine interface, kept freezing, displaying old information.

　　據(jù)常駐歐洲的一位曾參與此項(xiàng)工作的工程師透露，至少有一個(gè)包含和利時(shí)零部件的裝置安裝起來并不順利。和利時(shí)制造的一種在列車上使用的電腦（稱作“人機(jī)界面”，是ATP系統(tǒng)的組成部分）總是會(huì)失靈，顯示的是過時(shí)信息。

　　Technical bugs aren't unusual when fine-tuning a train system, but the temporary fix was, according to the engineer. To avoid the embarrassment of canceling an opening ceremony, operators decided to begin passenger service on the high-speed line and assign one person in the train's cab the exclusive task of watching that the seconds continued to scroll on the computer's clock -- thereby ensuring the device was functioning.

　　據(jù)這位工程師介紹，在對(duì)列車系統(tǒng)進(jìn)行微調(diào)時(shí)發(fā)現(xiàn)技術(shù)故障并不罕見，但像中國這樣臨時(shí)湊合的卻不多見。為了避免取消通車儀式的尷尬，鐵路運(yùn)營商決定在高鐵線路上開始客運(yùn)服務(wù)，并指定一個(gè)人專門待在列車駕駛室內(nèi)以確保計(jì)算機(jī)上時(shí)鐘的秒針繼續(xù)走動(dòng)，從而確保整臺(tái)設(shè)備運(yùn)轉(zhuǎn)正常。

　　“It was a random failure that was not managed very well,” the engineer said. The problem was later fixed, he said.

　　這名工程師說，這是一個(gè)沒有得到很好解決的隨機(jī)故障。他說這個(gè)問題后來被解決了。

　　Dominique Pouliquen, head of Alstom SA's China operations, said China and its rail-equipment suppliers remain in the learning stages. “You acquire the technology. Then you need to absorb it; you need to master it,” Mr. Pouliquen told a small group of reporters last week. For China, “I think it's all about absorption and fully mastering the whole technology that has been acquired over the last 10 years.”

　　阿爾斯通公司（Alstom SA）中國業(yè)務(wù)負(fù)責(zé)人普利康（Dominique Pouliquen）說，中國及其鐵路設(shè)備供應(yīng)商仍然處于學(xué)習(xí)階段。普利康上周對(duì)一小批記者說，獲得技術(shù)之后你必須進(jìn)行吸收──你需要掌握這項(xiàng)技術(shù)。對(duì)于中國來說，我認(rèn)為所有問題在于能否吸收和完全掌握過去十年內(nèi)獲得的全部技術(shù)。

　　Alstom supplied, through a local joint venture, hardware for train dispatchers on the line where July's collision occurred. Mr. Pouliquen said the JV didn't provide any of the signaling technology that the Chinese government has said was possibly flawed.

　　阿爾斯通通過一家在華合資企業(yè)為今年七月發(fā)生動(dòng)車追尾事故的那條鐵路線上的列車調(diào)度室提供硬件設(shè)備。普利康說，這家合資企業(yè)沒有提供任何中國政府聲稱可能存在缺陷的信號(hào)技術(shù)。

　　In an August letter to shareholders, Hollysys Chief Executive Wang Changli cited the “tragic” Wenzhou accident and reiterated that Hollysys equipment wasn't to blame. China's biggest signaling company, Beijing-based China Railway Signal & Communication Corp., originated within China's railways bureaucracy. Shortly after the crash, a CRSC unit, Beijing National Railway Research & Design Institute of Signal and Communication, issued a statement of “sorrow” and pledged to “shoulder our responsibility.”

　　和利時(shí)集團(tuán)首席執(zhí)行長王常力今年八月在致股東的一封信中提到了在溫州發(fā)生的“悲劇性”事故，并重申了和利時(shí)的設(shè)備不是導(dǎo)致事故發(fā)生原因的觀點(diǎn)。中國最大的信號(hào)公司、總部位于北京的中國鐵路通信信號(hào)股份有限公司（簡稱：中國通號(hào)）脫胎于中國鐵路系統(tǒng)內(nèi)部。溫州動(dòng)車事故發(fā)生后不久，中國通號(hào)的下屬單位北京全路通信信號(hào)研究設(shè)計(jì)院發(fā)布聲明對(duì)事故表示“悲傷”，并承諾會(huì)“肩負(fù)起我們的責(zé)任”。

　　CRSC hasn't commented about the accident directly, aside from a statement Aug. 23 stating that its top executive, 55-year-old Ma Cheng, collapsed and died during questioning by crash investigators.

　　中國通號(hào)沒有直接對(duì)事故發(fā)表評(píng)論，只是在8月23日發(fā)布一份聲明說，其55歲的集團(tuán)總經(jīng)理馬騁在接受事故調(diào)查人員約談期間突發(fā)心臟病死亡。