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漢譯英參賽原文
區(qū)塊鏈
區(qū)塊鏈，與其說是一種技術(shù)，不如說是一個(gè)思維方式。
從技術(shù)層面看，區(qū)塊鏈和之前存在的IT技術(shù)之間沒有顯著的技術(shù)壁壘，并無(wú)革新性的進(jìn)步。但從思維方式看，區(qū)塊鏈的核心理念“去中心化”——即通過全體用戶的共識(shí)消除中間環(huán)節(jié)，實(shí)現(xiàn)用戶之間直接的信息、價(jià)值交換——這想法自農(nóng)耕社會(huì)結(jié)束以來(lái)已經(jīng)多年未見了，算是有點(diǎn)復(fù)古的新意。
很多人會(huì)跳出來(lái)說：這正是區(qū)塊鏈革命性的所在，它能讓并不互信的用戶之間，基于區(qū)塊鏈的“真實(shí)性、不可篡改性”達(dá)成共識(shí)，做到“去信用化”。換言之，只要隔著區(qū)塊鏈，對(duì)面的壞人就無(wú)法作惡。
若論混淆概念擾亂視聽，區(qū)塊鏈的炒作是我見過最明目張膽的。
但凡騙術(shù)，必不能讓人一眼看透。放在古代，裝神弄鬼展示異象乃是“大師們”慣用的手法；時(shí)至今日，騙子們轉(zhuǎn)而用“高科技”粉飾套路。
幾天前有人向我安利一個(gè)二手車項(xiàng)目ICO，號(hào)稱能通過區(qū)塊鏈的“機(jī)器信用”，讓買賣雙方直接匹配供求，確保信息透明，交易公平，消除中間商差價(jià)。聽完天花亂墜的忽悠，我問道：“即便區(qū)塊鏈能確保鏈上信息不被篡改，那誰(shuí)來(lái)保證賣家上傳的車況信息一開始就是真實(shí)的？”說的再直白一些，用虛擬幣買到的實(shí)體商品，就一定不會(huì)是假貨次貨嗎？
來(lái)者無(wú)言以對(duì)。
然而，就是這樣侮辱智商的項(xiàng)目，竟然已經(jīng)有投資人出錢搶份額了。不由感嘆，ICO真是一塊試金石。
撥開區(qū)塊鏈看似深?yuàn)W的“高科技”面紗，究其背后的邏輯，充其量只是個(gè)保證信息安全的加密共享系統(tǒng)，可惜的是，信息安全和共享機(jī)制從來(lái)都不是信用管理的關(guān)注點(diǎn)。
區(qū)塊鏈的擁躉們會(huì)說：如果一輛車從出廠起，所有事故、里程、保養(yǎng)信息全部真實(shí)地共享在區(qū)塊鏈上，那就能有效控制信用風(fēng)險(xiǎn)。
這看似很美好，但實(shí)際上完全無(wú)厘頭。
打個(gè)比方，A修理廠會(huì)如實(shí)共享修理報(bào)告，而B廠會(huì)幫忙粉飾報(bào)告，抑或根本不共享，那么有心以次充好的二手車賣家，會(huì)把泡過水的汽車?yán)侥募胰バ弈兀?/span>
說得更專業(yè)些，實(shí)體經(jīng)濟(jì)信用管理流程中難度最大的一環(huán)無(wú)非就是對(duì)原始數(shù)據(jù)真實(shí)性、準(zhǔn)確性和完備性的驗(yàn)證（這個(gè)工作在金融業(yè)內(nèi)被稱為“盡職調(diào)查”），這是信用管理產(chǎn)生價(jià)值的源泉，要是這個(gè)難關(guān)被攻克了，普通互聯(lián)網(wǎng)技術(shù)就完全可以勝任數(shù)據(jù)傳輸、儲(chǔ)存、加密和共享的功能，并非區(qū)塊鏈不可。
從另一個(gè)角度看，如果一個(gè)主體花費(fèi)心血完成了盡職調(diào)查，他完全可以憑借信息不對(duì)稱性進(jìn)行套利。這個(gè)簡(jiǎn)單的道理是金融業(yè)和其他一切中介業(yè)務(wù)獲得收益的理論依據(jù)，而中介機(jī)構(gòu)的專業(yè)性和高效性是支持其社會(huì)存在的現(xiàn)實(shí)依據(jù)。
區(qū)塊鏈理念無(wú)視這些基本的經(jīng)濟(jì)邏輯，試圖通過用戶直接交易（P2P）的方式驅(qū)除中間人，這極大地增加了交易節(jié)點(diǎn)，降低了交易的專業(yè)性，注定只能是個(gè)烏托邦式的空想。
綜上，僅憑區(qū)塊鏈技術(shù)不可能滿足實(shí)體經(jīng)濟(jì)對(duì)信用風(fēng)險(xiǎn)管理的要求，所謂的“去信用化”只是一個(gè)純粹的忽悠。
回想當(dāng)年的郁金香，芬芳迷人，賞心悅目，看似非常美好；眾人趨之若鶩，一株難求，造富奇跡不勝枚舉。
但是出來(lái)混，遲早是要還的。
英譯漢參賽原文
Welcome to the wingbot
Tomorrow’s squadron leaders will be accompanied by drones.
Will future combat aircraft needpilots? At least part of the answer can be found 400km north of Farnborough, near Preston, Lancashire. Warton Aerodrome is the site ofBritain'snearest equivalent to Lockheed Martin's celebrated Skunk Works—a research anddevelopment facility run by BAE Systems, the country's largest aerospace and defencecontractor. Inside a high-security building called 31 Hanger sits Taranis, anaircraft named after the Celtic god of thunder.
Taranis looks like something outof “Star Wars”. It is about the size of a small jet fighter, but is shaped likea flying wing. It is an unmanned, stealthy combat drone. Like most militarydrones it can be operated, via a secure data link, by a pilot sitting in acontrol centre on the ground. Taranis, however, can also be let off its digitalleash and allowed to think for itself using artificially intelligent automatedsystems. Left to its own devices, Taranis can take off, find its way to acombat zone, select a target, attack said target with missiles and then findits way home and land. A ground pilot would be needed only to keep an eye onevents and take control if there was a problem.
Thunder follows Lightning
Removing the pilot, together withthe systems required for a human being to fly a fighter aircraft and remainalive during the gut-wrenching manoeuvres this involves, has many advantages--not least of them, cost. A manned version of Taranis, were one to be built,would be twice the size and twice the price. The current prototype is thoughtto have set BAE back by around ￡185m($244m). That is cheap for whatis a one-off experimental prototype. The F-35, a ten-country effort led byLockheed Martin, is reckoned to be the most expensive military weapons systemin history. Some $50bn was spent developing the aircraft, which cost around $100m each.
The good news for pilots is thateven in drone-heavy air forces they will still have a job-though not necessarilyin the air. Many will be employed supervising drones from the ground. Others,though, will indeed remain flying for, as Michael Christie, BAE's head of airstrategy, observes, in the future pilotless and piloted fighter aircraft willoperate together.
A human being who can makedecisions will always be needed somewhere in the system, Mr Christie reckons.And in some cases it would be best if that person was in the aerial thick ofthings. Just as fighter pilots now fly with wingmen alongside them, a singlepilot could fly with a number of combat drones, similar to Taranis, as his“wingbots”. The drones would operate autonomously but respond to a pilot'scommand. They might be used to reconnoitre an area or attack it, permitting themanned aircraft to hold back.
The idea of people flying information with drones is being explored in several other countries, too. Lastyear Lockheed Martin's research engineers converted an F-16 fighter into anunmanned drone, complete with various anti-collision systems, and flew italongside a manned fighter to carry out ground attacks on a test range.Japanis also looking at using drone squadronsto accompany piloted aircraft. Japanese officials say the drones couldundertake defensive twists and turns at gforces so high that a human beingcould not withstand them, and thus be used to divert incoming missiles awayfrom a manned fighter.Chinais also developing a combat drone known as Dark Sword, which might similarly beused in conjunction with manned fighter jets.
This vision of a team offull-sized drones with a single human mind in charge gives the term “squadronleader” a whole new meaning. It also requires new technology, some of which isprefigured in the F-35. This aircraft is a massive information system, in whichthe amount of data generated by its sensors is beyond anything a human beingcould take in, so the aircraft's computers dish up only what a pilot needs toknow, when he needs to know it. Information relevant to the flight at anyparticular time is presented on touchscreens in the cockpit and as imagesprojected within the pilot's helmet. His vision is improved further by camerasembedded in the aircraft's skin, allowing him to “see” through its structure.That way he can spot anything which might otherwise be obscured-even thingsdirectly below.
This information feed alsoextends to other manned aircraft, to reconnaissance drones and to groundforces. Instead of attacking a heavily defended position himself, an F-35 pilotcould, for example, summon a missile strike from a ship. Eventually, thisinformation feed will extend to his receiving data from, and issuing orders to,accompanying combat drones.
All these extra data meanmilitary aviators of the future are likely to be even more reliant than today'sare on their helmets. BAE has an experimental system in which almost all thephysical instruments and controls in a cockpit have been replaced by virtualones projected into the pilot's helmet. The pilot can reach out to touch oroperate these controls as if they were in physical form, with sensorsrecognising from his movements what he is trying to do. This could mean thatwhen an aircraft's flight systems need updating, it is the pilot's helmetrather than the aircraft itself that is revised.
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