外文：http://news.yahoo.com/chinas-hig ... sell-134539931.html
Fresh off the production line, with white livery and blue trim gleaming in the wintry sunlight that floods a cavernous test hangar, five of China’s state-of-the art bullet trains hum quietly as engineers put them through their final paces.
These sleek trains will soon whisk Chinese passengers on the world's longest high speed rail network, built here in little over a decade, and considered a Chinese engineering miracle. But for Yu Weiping, a vice president of train-maker China CNR that owns the Tangshan factory, such progress is not enough.
“We’ll be exporting our first train as soon as possible,” Mr. Yu says, describing an ambitious government-led drive to sell Chinese trains and track all over the world, from California to Kazan in central Russia.
Except “as soon as possible” may not be all that soon, industry insiders say, for reasons ranging from finance to foreign relations.
At home, for example, Chinese state rail firms are accustomed to a free hand and almost unlimited credit. But in the outside world, the miracles that such advantages made possible are harder to conjure.
Also consider that for all the enthusiastic official talk of bullet trains whizzing from Beijing to Moscow, or to Brussels – or of track to be laid in the US, Southeast Asia and Latin America – only one such plan has actually made it off the drawing board. A Chinese firm last August helped open 99 miles of high speed rail line in Turkey.
Last November, China’s ambitious global vision for high speed rail took a nasty knock. Only days after Mexico signed a $3.75 billion contract with a Chinese-led consortium, President Enrique Peña Nieto canceled it amid allegations of corruption.
“China has a high speed rail system and operational experience, but it is still in the process of proving itself” abroad, says Liu Rongfang, a transport planning expert at the New Jersey Institute of Technology in Newark. “There are a lot of economic, political and cultural factors at play,” she says, that can complicate international deals.
China began its high speed rail adventure by buying trains and technology from foreign firms such as Japan’s Kawasaki, Germany’s Siemens, the French company Alstom and Bombardier in Canada. Chinese engineers then adapted and reverse-engineered that technology – a process known in China as “digestion and re-innovation” – to come up with locally produced systems.
Since 2003, in a lightning national blitz, China has laid 10,000 miles of high speed track – more than half the world's total. The government plans another 5,000 miles by 2020.
The effort did not go entirely smoothly. A signaling fault in 2011 caused a train crash near the city of Wenzhou that killed 40 passengers. A year later a five-mile viaduct collapsed. (A whistleblower blamed the construction company for cutting corners on its concrete; the government blamed geological factors.)
Yet overall China’s high speed rail safety record is comparable with that of other nations.
Now, having swiftly created world-standard rail technology, Beijing has made sales abroad a top priority. Prime Minister Li Keqiang talks up Chinese expertise whenever he travels abroad. China's Eximbank dangles generous terms of finance to foreign customers.
PRESTIGE AND POLITICS
Partly, the emphasis on high speed rail export is a matter of prestige. The Chinese are immensely proud of their achievement, as they showed when a high speed locomotive figured prominently in the Tiananmen Square parade marking the 60th anniversary of the Chinese revolution in 2009.
Geopolitics also come into play. Beijing is pressing high speed rail projects with special gusto in Southeast Asia and Central Asia, two neighboring regions where China is keen to expand its influence and trade ties.
But hard economics lie at the root of the campaign. China wants to move its manufacturing base up the value chain from cheap clothes and toys that launched its economic boom to a technology-driven future.