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上饶地区人民医院去眼袋多少钱The Louis XIII casino and hotel in Macau will be something to marvel at even in the midst of one of the most gaudy and ludicrous cities in the world.即便是在全球最浮华而夸张的城市之一,路易十三(Louis XIII)和酒店项目也将令人叹为观止。This bn resort is expected to have a giant ruby coloured illuminated “jewel” above its entrance and will charge a minimum HK,000 (US,290) a night for the most basic of its 236 rooms. The smallest bets on its 66 gaming tables will be HK,000 and shopping at the Graff Diamonds store and other luxury outlets in its mall will be by appointment only.这个耗资10亿美元的项目预计将在入口上方镶嵌一颗巨大的红宝石颜色的绚丽“珠宝”,其236间最基本客房的最低价格将为每晚1万港元(合1290美元)。66张赌桌的最小赌注将为5000港元,在大厦内的格拉夫珠宝(Graff Diamonds)门店和其他奢侈品牌门店购物将需要预约。Welcome to the world of Asia’s rich.欢迎来到亚洲富豪的世界。Asia is producing more new wealth than any other part of the world at any point in history. Over the past five years, the assets of rich individuals have grown at triple the rate of the wealthy elsewhere, while the number of rich people has increased by twice that of other regions, according to the recent annual survey by Capgemini and Royal Bank of Canada.亚洲现在创造的新财富超过任何其他地区在任何历史时期的规模。凯捷集团(Capgemini)和加拿大皇家(Royal Bank of Canada)最近的年度调查显示,过去5年,亚洲富豪资产的增速是其他地区的3倍,富豪人数增速是其他地区的两倍。Their number grew by almost 10 per cent to reach 3.7m last year, according to the survey, while their wealth expanded by 12 per cent to tn.根据这项调查,去年,亚洲富豪的数量增加近10%,达到370万人,他们的财富扩大了12%,至12万亿美元。For “ultra-high-net-worth” people, who have more than m in net assets, the story is a little different. More people from the US and Europe entered this club in the past year than from anywhere else – the population in China and Brazil actually declined slightly – according to research by Wealth-X and UBS.而对于净资产超过3000万美元的“超级高净值”人士,情况则有些不同。根据Wealth-X和瑞银(UBS)的研究,过去一年,美欧超级富豪增加的人数超过全球任何其他地区,中国和巴西的超富人群实际上略有下滑。There are only 199,235 such individuals in the whole world, but unsurprisingly they are the main focus of private banks and wealth managers. They will often have m tied in a business, with m in property and m to play with, says Mykolas Rambus, chief executive of Wealth-X.全球超级富豪仅有19.9235万人,但毫不意外的是,他们是私人和财富管理公司的主要关注对象。Wealth-X首席执行官米科拉斯#8226;拉姆布斯(Mykolas Rambus)表示,这些富豪经常有2000万美元投入企业,500万美元投资房地产,还有500万美元可以自由调动。“The reason this market is so lucrative is that a lot of the wealth is not very liquid yet,” he says. “They are likely to have a monetising event within a couple of years, like a listing, and they tend to sp their wealth around among a number of banks.”“这个市场之所以如此利润丰厚,是因为大量财富的流动性现在不是很强,”他表示,“它们可能会在两年后以某种方式变现,例如上市,同时这些富人往往将财富分布在多家。”There are many more potential clients among those with m or less, but they might only have liquid assets of 0,000 or less. “You cannot make money out of that in today’s high cost regimes,” Mr Rambus adds.拥有500万美元或以下资产的潜在客户数量更多,但他们可能只有25万美元或更少的流动资产。拉姆布斯补充称:“你不可能在目前的高成本环境下从他们那里赚钱。”The newly rich can be much more demanding clients for private banks and other wealth managers, partly because they can take some convincing that a service they have never used or thought about is worth paying for.对于私人和其他财富管理公司而言,新富阶层的要求可能要苛刻得多,这在一定程度上是因为,要让他们相信自己以前从未使用过(甚至从未考虑过)的务是值得买单的,可能得花一番功夫。On top of this, as they are normally still tied in with their businesses, their investment expectations are for much higher returns than those who have been wealthier for longer and are more interested in preservation.此外,由于他们的财富通常仍与企业捆绑在一起,因此他们预期的投资回报率要远远高于那些致富更早、对资产保值更有兴趣的人。“For the new rich, investments in wealth management compete directly with their businesses for capital, so any investment needs to generate a higher return than they could get by reinvesting in the company,” says Kathryn Shih, head of UBS Wealth Management Asia Pacific. “Also, they have a home bias; they like to know the companies they are going to invest in.”“对于新富阶层而言,理财投资会直接与他们的企业争夺资金,因此任何投资的回报率都需要高于对企业的再投资,”瑞银财富管理公司(UBS Wealth Management)亚太区主管施许怡敏(Kathryn Shih)表示,“此外,他们有本土偏好;他们希望了解自己将要投资的公司。”Of course, those whose wealth is really new are also more interested in flaunting it – or at least buying some of the trappings such as cars, watches, properties and so on.当然,那些新富人群也对炫富更感兴趣,或者至少会购买一些炫富类的产品,例如汽车、手表、房产等等。But private banking executives say these things are bought early – and often with borrowed money – by the merely affluent, rather than the really rich.但私人业高管表示,这些东西都是由那些普通富人(而非真正富有的人)在致富初期购买,而且往往借助贷款购买,For those with m or more, the first thing they want to buy once they hit that bracket is an aircraft, according to Bassam Salem, chief executive of Citi’s private bank in Asia.花旗(Citi)私人亚洲首席执行官巴萨姆#8226;萨勒姆(Bassam Salem)表示,对于那些拥有3000万美元或以上资产的人而言,一旦他们进入这个群体,他们首先希望购买的是飞机。“The newly rich are a bit more exuberant in terms of showing their wealth initially,” he says. “But it takes a little while to become ultra-wealthy for most. The richer you are, the less you want to show it in many countries.”“在炫富方面,新富人群一开始都表现得更为热情,”他表示,“但对于多数人而言,得花一段时间才能跻身超富群体。在很多国家,你越富有,就越不想炫耀。”The exception to this is mainland China, where more people have become vastly rich in a much shorter time because of the explosive pace of growth in recent years. The average age of Citi’s ultra-rich clients in Asia excluding Japan is about 70, according to Mr Salem, whereas in China it is 35.中国内地是个例外,在这里,由于最近几年经济的爆炸性增长,有更多人在很短时间内暴富。萨勒姆表示,花旗在亚洲(除日本之外)的超富客户年龄平均为70岁左右,而在中国是35岁。Mr Rambus makes a similar observation, noting that the average age of millionaires in China is about 33, but that of the world’s ultra-wealthy is 52.拉姆布斯的看法类似,他指出,中国超级富豪的平均年龄为33岁左右,但全球超级富豪的平均年龄为52岁。In spite of cathedrals to excess such as the coming Louis XIII resort in Macau, Mr Rambus says the super wealthy in Asia, as in other parts of the world, are becoming less visible in terms of splashing the cash.尽管有一些铺张的豪华项目,诸如即将问世的路易十三酒店,但拉姆布斯表示,与全球其他地区一样,亚洲的超级富豪在大笔花钱方面正变得不那么高调。“There are many countries where visibility is not good culturally and where it is becoming less advisable if you want to keep your wealth,” he says.他表示:“在很多国家,从文化上讲,显山露水不是一件好事,而且如果你想守住财富,抛头露面的做法正变得不那么可取。”So, once the Louis XIII opens to its exclusive clientele in 2015, it is more likely that anyone who makes a noise about having stayed there is perhaps either lying, or at the lower end of that casino’s clientele.因此,一旦路易十三酒店于2015年向高端客户开放,大声嚷嚷着说曾在那里住过的人,更有可能要么是在撒谎,要么是这个的较低端客户。 /201312/268312 LUCAS DO RIO VERDE, Brazil — The ambitions are dizzying, some of the grandest in Latin America since thousands of laborers perished building railways through the forbidding jungles of Brazil more than a century ago.巴西贝尔德河畔卢卡斯——它们堪称逾一个世纪前成千上万的铁路建设劳工丧生于险恶的巴西丛林以来拉丁美洲最宏大的一些项目,其中的万丈雄心令人目眩。China has sought to build a “dry canal” in the form of a railway across Colombia, linking the Caribbean to the Pacific. Chinese investors announced another huge venture in Honduras, two ports and a 375-mile railroad from sea to sea. Then this June, China announced yet another megarailway — nearly 10 times as long — across Brazil and Peru, stretching from one coast of South America to the other.中国希望打造一条“陆上通道”,通过穿越哥伦比亚的铁路线来把加勒比海和太平洋连接起来。中国投资者还宣布将在洪都拉斯进行大型工程,用两座港口和一条375英里长(约合600公里)的铁路线将这两片海域打通。到了今年6月,中国宣布了又一个超级铁路项目,是前述长度的近10倍。它将穿越巴西和秘鲁,贯通南美的东西海岸。But across the region, one large Chinese rail venture after another has come crashing against the hard realities of Latin American politics, resistance from environmental groups, and a growing wariness toward China. While China boasts of its rail initiatives around the world, it has often been stymied here in Latin America, reflecting how even China’s formidable ambitions have limits.然而,在这片大陆的各个地方,中国一个接一个的大型铁路项目开始遭遇拉丁美洲冰冷的政治现实、环境团体的抵制,以及对中国越来越深的警惕。尽管中国总是夸耀它在世界各地的铁路项目,但在拉丁美洲却频繁受阻,由此折射出,即便是中国的勃勃雄心也会面临限制。Now, new worries over China’s economic growth are raising more doubts about the blitz of what China calls its “railroad diplomacy,” as parts of Latin America reel from their dependence on China.眼下,在拉丁美洲的不少地区头疼于自身对中国的依赖之际,对中国经济增长状况的新担忧令其口中的“铁路外交”攻势遭受了更多的质疑。The enormous twin-ocean railroad across Brazil and Peru, in particular, “will be a crucial test of China’s mettle as a global power and the potential for greater acquiescence in South America to the designs that China has on our resources,” said José Eustáquio Diniz Alves, a Brazilian scholar.尤其是规模庞大的穿越巴西和秘鲁的两大洋铁路计划,“将成为一次关键的考验,衡量的是中国作为一个全球大国的本事,以及中国对南美资源的筹谋会得到我们更大接受度的可能性,”巴西学者若泽·欧斯塔基奥·迪尼兹·阿尔维斯(José Eustáquio Diniz Alves)表示。“We’re experiencing the downside of our overreliance on China now that the opaque Chinese economy is in flux,” he added. “Imagine what will happen if this railway somehow advances, bringing with it environmental devastation and even more leverage for China in our affairs.”“鉴于扑朔迷离的中国经济目前处于不稳定状态,我们正在经历对它过度依赖的负面影响,”他还说。“假如这条铁路得以推进,会对环境带来毁灭,给中国送上插手我们事务的更大筹码。想象一下,那会是怎样一番情形?”More than 100 years ago, Americans were among the foreigners who rolled into the heart of South America with ambitious plans to build railways. The ruins of their grand designs for the Brazilian Amazon, called the Devil’s Railway because of the thousands of workers who died building it, are a testament to the dangers of relying too heavily on commodity exports.一百多年前,美国等外部势力怀着修建铁路的雄心开进了南美腹地。他们对巴西亚马孙丛林的这一宏伟蓝图被称为“魔鬼铁路”(Devil’s Railway),得名于因此消逝的成千上万条生命。它的遗迹说明了过于依赖大宗商品出口的危险性。Officials slowly abandoned the railroad, parts of which are now swallowed by jungle, after rubber prices collapsed generations ago. These days, China is the one suffering an array of setbacks in railroad projects across the region, at a time when the demand for Latin America’s commodities — like soybeans, iron ore, copper and oil — has slowed.数十年前橡胶价格崩盘之后,官方逐渐遗弃了这条铁路,部分路段如今隐没在了丛林里。到了现在,当拉丁美洲大宗商品——大豆、铁矿石、铜和石油等——面临需求放缓之时,在穿越该地区的铁路项目上遭遇重挫的变成了中国。Last November, Mexico abruptly canceled a Chinese-led bid to build a .3 billion high-speed rail system after accusations that the Mexican government had favored contractors who were part of the consortium.去年11月,墨西哥突然取消了中国中标的高铁建设项目,此前,有人指控该国政府偏袒了中标方当中的承包商。该项目涉及43亿美元的投资。In Honduras, two years have passed since Chinese investors announced the railway linking the Caribbean Sea to the Pacific. Yet Miguel Servellón, an official with the state agency promoting the project, said it was “still a long way from happening,” listing obstacles like a complex environmental approval process.在洪都拉斯,中国投资者两年前就宣布要修建一条连接加勒比海和太平洋的铁路。但在负责促进该项目的官方机构任职的官员米格尔·塞韦利翁(Miguel Servellón)称,“离动工还有很长的路要走”,并列举了面临的障碍,如复杂的环境审批程序。In another project aimed at finding an alternative to the Panama Canal, the Colombian president, Juan Manuel Santos, said four years ago that Colombia and China had a plan that was “quite advanced” to build a railway linking the Pacific to the Caribbean. But the mood has changed considerably since then.四年前,哥伦比亚总统胡安·曼努埃尔·桑托斯(Juan Manuel Santos)称,哥伦比亚和中国制定了一个“相当成熟”的计划,打算修建一条连接太平洋和加勒比海的铁路。该项目意在找到一条替代巴拿马运河的通道。但时至今日,人们的情绪已经有了很大的改变。“It’s a subject that was mentioned in 2011 and subsequently had minimal relevance,” said Daniela Sánchez, the director of the Colombia-China Chamber of Commerce.“那是2011年提到的事情,后来几乎销声匿迹,”哥伦比亚-中国商会(Colombia-China Chamber of Commerce)会长达妮埃拉·桑切斯(Daniela Sánchez)说。In Venezuela, Chinese companies actually broke ground on a 290-mile high-speed railway, part of a grandiose plan by President Hugo Chávez, to “rebalance” the population away from the coast.在委内瑞拉,中国公司修建一条290英里长的高铁的项目的确动工了。该项目是委内瑞拉总统乌戈·查韦斯(Hugo Chávez)为将人口从沿海地区“转移”而制定的宏伟计划的一部分。But while Venezuela’s government boasted that passenger service would start in 2012, the project has been fraught for years with work stoppages and money shortfalls on the Venezuelan side. The Chinese authorities say that more than half of the railway has been built, though Venezuelan news media reported in June that work camps on the route had been abandoned.委内瑞拉政府曾夸口称,将在2012开通客运务,但多年来,该项目一直深受停工和委内瑞拉资金不足的困扰。中国当局称项目已完工过半,而委内瑞拉新闻媒体6月报道称,沿线的工地已被废弃。“The process would be faster if we had abundant capital,” Liang Enguang, deputy general manager of the China Railway Engineering Corporation’s Venezuelan unit, told reporters.“如果我们有充足的资金,进程就会更快,”中国铁路工程总公司委内瑞拉分公司副总经理梁恩广(音)对记者表示。An even bigger project floated by a Chinese telecommunications tycoon, a 172-mile canal across Nicaragua, intended as a rival to the Panama Canal, has been met with broad skepticism about its feasibility as well as protests by farmers living along the proposed route.中国的一家电信巨头还提出了一个更大的项目,即修一条172英里长的运河贯穿尼加拉瓜,使其与巴拿马运河竞争。但该项目遭到了生活在规划线路沿线的农民的抗议,其可行性也广受质疑。Despite the obstacles, China has pressed ahead with the twin-ocean railway across Brazil and Peru, building on trade between China and Latin America that surged to 5 billion in 2014, from billion in 2000, according to figures from the International Monetary Fund.尽管面临阻碍,中国仍在以中国与拉美的贸易为基础,推进贯通巴西和秘鲁的两洋铁路项目。来自国际货币基金组织(International Monetary Fund)的数据显示,中国与拉美之间的贸易额已从2000年的120亿美元,增至2014年的2850亿美元。Lucas do Rio Verde, a farming outpost of 70,000 people, could find itself almost in the middle of the proposed 3,300-mile route, raising hopes that it could be transformed into a major agricultural shipping hub.贝尔德河畔卢卡斯是一个偏远的农业城镇,有7万人。它可能会发现自己几乎处在这条3300英里长的规划线路的中间位置。这激起了一些人的希望,以为这座城市可能会变成一个主要的农产品运输中心。But in the shadows of the grain silos towering over soybean fields and the meat-processing plant here, the responses have often involved more shrugging than jumping for joy.但在耸立在大豆田旁边的粮仓及肉制品加工厂投下的阴影里,人们的反应往往更多的是满不在乎,而非欢欣雀跃。“I don’t doubt that China has the money and know-how to make this happen,” said Ricardo Tomczyk, the president of an industry group representing soybean farmers. But “we know that Brazil’s bureaucracy is more formidable than building a railway across the peaks of the Andes.”“我不怀疑中国有做成这件事所需要的资金和技术,”一个代表大豆种植者的行业组织的负责人里卡多·托姆奇克(Ricardo Tomczyk)说。但“我们知道,巴西的官僚主义,比在安第斯山脉的丛山峻林中修铁路更棘手”。More enthusiastic supporters of the venture argue that the recent flux in the Chinese economy is merely a blip in China’s rise in Latin America. Though some economists have noted the steady decline in China’s foreign currency reserves, Chinese banks and engineering companies are still expected to have ample funds for the billion project, they say, despite the recent drop in China’s currency, the renminbi.更热情一些的持者则表示,中国经济最近出现的动荡,只是让该国在拉美崛起的趋势暂时回落。一些经济学家提到了中国外汇储备的稳步下滑,但他们表示,中国的和工程公司依然有望为涉及100亿美元的这一项目提供充足的资金,即便最近中国的货币人民币出现贬值。In fact, some political analysts say that the decline in commodity prices and Brazil’s stumbling economy could actually enhance China’s bargaining power, helping it to persuade the local authorities to accept Chinese terms for the railway.事实上,一些政治分析人士称,大宗商品价格的下跌和巴西经济面临的困境,实际上可能会增加中国讨价还价的能力,帮助中国说地方政府接受中方给修建铁路开出的条件。“Barring a more intense crisis in China, Chinese investors still wield enormous financial clout, far more than the strained players in the Brazilian market,” said André Nassif, an economist at Funda漀 Getúlio Vargas, an elite university in Rio de Janeiro.“除非国内出现更严峻的危机,中国投资者拥有的巨大金融实力,依然大幅压倒巴西市场上那些承受着压力的参与者,”里约热内卢的精英学府瓦加斯商学院(Funda漀 Getúlio Vargas)的经济学者安德烈·纳西夫(André Nassif)说。Still, political leaders, farmers and environmental activists are eyeing China’s difficulties in completing railroads elsewhere in Latin America. They point out Brazil’s particularly nettlesome bureaucracy, its laws prohibiting China from hiring its own laborers, a web of auditing courts, and the capacity of dozens of different prosecutors to cripple megaprojects with lawsuits.然而,政治领袖、农场主和环保活动人士正观察着中国在完成拉美其他地方的铁路时面临的困难。他们指出了巴西特别恼人的官僚体系、禁止中国雇佣自己的工人的法律、错综复杂的审计法庭以及可以通过诉讼打击大型项目的数十名各类检察官。“On top of all that, we have a very fragile government,” said Otaviano Pivetta, the mayor of Lucas do Rio Verde, noting the push to impeach President Dilma Rousseff, who supports the Chinese railway project. “Sure, I’d like this to happen, but we cannot ignore the obstacles.”“除此之外,我们的政府非常脆弱,”贝尔德河畔卢卡斯市长奥塔维亚诺·皮韦塔(Otaviano Pivetta)说。他提到了弹劾持中国铁路项目的总统迪尔玛·罗塞夫(Dilma Rousseff)的行动。“当然,我希望这个项目能做成,但我们不能忽视那些障碍。”China aly outranks the ed States as Brazil’s largest trading partner. But while Chinese demand for commodities fueled the growth of farming cities like Lucas do Rio Verde, exports of soybeans and corn are still largely taken to ports on deplorable public roads like BR-163, a 1,097-mile route cutting across the Amazon.中国已经超越美国,成为巴西最大的贸易伙伴。尽管中国对大宗商品的需求推动了贝尔德河畔卢卡斯等农业城镇的增长,但出口的大豆和玉米,依然主要通过BR-163等路况糟糕的公路运往港口。BR-163是一条穿越亚马孙雨林的线路,长1097英里。Stretches of the road remain unpaved, raising freight costs. When it rains, some truckers along muddy stretches simply find themselves stuck for days.这条路的部分路段仍是土路,这增加了货运成本。下雨天,一些行驶在泥泞路段的货车司机会发现,自己要被困数天。Scholars of China’s ties to Latin America say the proposed railway would go well beyond cutting shipping costs, reflecting Beijing’s efforts to secure raw materials, improve its food security and find new markets for Chinese engineering and rail firms at a time when the nation’s economic growth is slowing.研究中国与拉美的关系的学者称,提议的铁路远不止会削减运输成本,它还反映了中国在国内经济增长放缓之际,为获得原料、增强粮食安全并为中国的工程和铁路公司寻找新市场而采取的行动。“The Chinese don’t fully trust that the U.S. won’t try to restrict them at certain strategic choke points,” said R. Evan Ellis, a professor of Latin American studies at the ed States Army War College Strategic Studies Institute, pointing to China’s reliance on shipping lanes like the Panama Canal.“中国不完全相信美国不会在某些战略要冲上试图限制他们,”美国陆军战争学院战略研究院(ed States Army War College Strategic Studies Institute)的拉美研究教授R·埃文·埃利斯(R. Evan Ellis)说。他指出了中国对巴拿马运河等运输通道的依赖。Some political leaders in both Brazil and Peru have welcomed the Chinese proposal, gauging its seriousness by the fact that Li Keqiang, the Chinese prime minister, personally promoted the project while visiting both countries in May. Chinese officials agreed to deliver a feasibility report in about a year.在巴西和秘鲁,一些政治领袖对中国的提议表示欢迎。他们是根据中国总理李克强在5月访问两国期间亲自促进该项目这个事实,来判断中方的认真程度的。中国官员同意在大约一年后拿出一份可行性报告。The governors of three states in the Brazilian Amazon that the railroad would traverse are voicing support for the railway. But even some who stand to benefit from it acknowledge the vexing array of challenges.铁路将贯穿巴西亚马孙地区的三个州。这三个州的州长均表示持该项目。但就连一些很可能会从中受益的人也承认,存在诸多令人心烦的挑战。“I don’t want to be pessimistic about their railroad, but it will be very hard,” said Marino Franz, a former mayor of Lucas do Rio Verde.“对他们这条铁路,我不想表现得悲观,但这件事的确会很难,”前贝尔德河畔卢卡斯市长马里诺·弗朗茨(Marino Franz)说。Powerful political and business figures, whose river ports and soybean processing centers could be threatened by the railway, are aly blasting the Chinese venture.一些有权势的政界和商界人物已经在炮轰中国这个项目了。他们的河港和大豆加工中心可能会受到铁路的威胁。“I don’t believe in it,” Senator Blairo Maggi, a soybean farmer and former governor of Mato Grosso State told his counterparts in the Senate.“我不相信这个项目,”参议员布莱罗·马吉(Blairo Maggi)在参议院对自己的同僚说。他是一名大豆农场主,曾担任马托格罗索州的州长。Of course, other Chinese infrastructure projects have made progress in Latin America, helping reshape the region. In Argentina, where Chinese companies are upgrading a dilapidated cargo network, imports of railroad materials and trains from China reached around 0 million in 2014, up from million in 2011. In Ecuador, state-owned Chinese banks have aly put nearly billion into the country, building a dam, roads, highways, bridges, and hospitals.当然,中国在拉美的其他基础设施项目已取得进展,帮助重塑了该地区。在阿根廷,中国公司正在对破败的货运网络进行升级,从中国进口铁路材料和火车的贸易额,从2011年的5000万美元,增加到了2014年的约7亿美元。在厄瓜多尔,中国的国有已向该国投入近110亿美元,用于修建大坝、高速公路、桥梁和医院。Some in Brazil argue that Chinese companies are learning from their successes and setbacks. Here in Brazil, Sinopec, the Chinese energy producer, built a .3 billion gas pipeline. Now Brazilian officials are investigating claims of gross overbilling in its construction.一些巴西人称,中国公司正在吸取经验和教训。在巴西,中国能源生产商中国石化投资13亿美元,修建了一条输气管道。眼下,巴西官员正在调查施工过程中存在严重的虚开账单现象的说法。With Brazil’s economy ailing, some powerful officials are signaling that they may be willing to accept China’s proposal, while also suggesting that the railway could be pursued with a less ambitious, piecemeal approach.在巴西经济不景气的情况下,一些有影响力的官员释放的信号表明,他们可能愿意接受中国的提议。但他们也表示,可以用不那么野心勃勃的、循序渐进的方式对待该铁路项目。“The Twin-Ocean Railway could be done in parts,” Nelson Barbosa, Brazil’s planning minister, said in testimony before the Senate, emphasizing in particular two stretches where farming groups have clamored for railroads.“两洋铁路可以分部分进行,”巴西规划部长尼尔森·巴萨(Nelson Barbosa)在参议院作时说。他特别强调了两个路段。在那两个地区,农业团体极力持修建铁路。Mr. Gallagher said the railway ranks among the largest infrastructure projects in Latin America in the last century.加拉格尔称,这个铁路项目可谓是过去一个世纪里拉美地区最大的基础设施项目之一。“China will have to race up the learning curve for this to succeed,” he said. “If the Chinese can’t make this happen, then no one can.”“要想成功,中国必须加快学习步伐,”他说。“如果中国做不成,那就没人能做成了。” /201510/402412上饶玉山县去黄褐斑多少钱上饶德兴市褐青色痣多少钱

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