發文作者:Wonderland Villas Focus Group | 九月 18, 2009

剪報–9/16/2009之南華早報

試譯如下:

當有關當局一再強調建築廣深港高速鐵路, 將會在廣州的石壁, 接駁整體國家高鐵網絡.  一個港鐵的內部報告卻指出接近八成的火車, 根本不是以廣州為目的地, 而只會停在深圳.

根據本報取得的大珠三角鐵路研究, 只有25班對開的列車, 大約是計劃中, 從廣州至香港的114班對開列車的五分一, 將會於2020年在石壁停站–大約是造價港幣39.5億之連線通車後 的第五年, 此站才投入服務.

絕大多數對開的列車, 約百分之78.95, 會以深圳的福田站, 或龍華站為終點.  高鐵從西九龍出發,14分鐘可抵達深圳的市中心, 福田, 而到龍華, 只需23分鐘.

一政府官員稱, 有關當局預計多數高鐵乘客都會先在深圳停留, 去廣州的乘客人數, 會慢慢增加, 更多的會乘搭長途列車到北京, 或武漢, 現時約需十小時.

但同一港鐵的內部報告與政府所透露消息相反. 報告指出在2030年, 即高鐵投入服務15年後, 只有25班對開列車, 或140班對開列車的 百分之17.85, 會在廣州停站.  而百分之77, 約108班對開列車, 仍然會停在深圳的兩個站.  最近揭露出來的消息 引起不少疑慮 關於高鐵的效益.  有一關注组且宣稱此高鐵方案 已由全國高鐵網絡 之一環, 縮减為國內穿梭列車之一.

本土行動的朱凱迪批評“每天,七萬乘客可選搭票價低得多的旅遊車, 渡輪, 及兩條跨境鐵路往深圳. 他們為甚麽要選搭票價貴很多 的高鐵往同一目的地?”朱現時協助受高鐵影響, 面臨清拆的石崗 菜園村居民.

四月時, 運輸房屋局預計在2016年, 每日使用高速鐵路的乘客流量約 有九萬九千人, 包括八萬八千人來自廣州市內的, 及一萬一千人 轉乘國家高鐵網絡.

有關當局還未决定高鐵的票價, 大多數人估計一定比現時港鐵 的票價高, 估算大約要港幣$190一程. 近期許多基建建材成本上升, 造價必然比評估的三百九十億元高更多. 造價貴, 票價必然高.

朱說如果乘客的分佈與列車安排是相配合的,  那末廣州市內的 八成乘客, 約七萬人都是到深圳.

直至六月, 平均每天有6,607人次乘搭港鐵的紅磡至廣州直通車. 278,960 人次乘搭港鐵經羅湖或落馬州過境.

因應這個報告, 政府中人稱上述乘客數目只是反映乘客需要的例證, 而非最後的列車的時間表.

“高鐵通車後, 一切看乘客的實際需要而决定, 很多列車現在以深圳 為終點站的, 到時可能是到廣州的中轉站.” 但此官員承認工程師常 常為照顧高速網絡, 而取消一些站.

這最新的調查結果, 肯定會為明天的立法會鐵路事宜小組帶來更多的 爭議. 估計官員會被問及受清拆的菜園村居民的賠償方案.  亦可能有人會質詢為何終點是石壁?  雖然香港往石壁只需48分鐘, 但往廣州市中心的天河區, 則需轉乘廣州地鐵, 經18個站, 約45分鐘才可抵達.  換句話說, 比起直通車, 省不了多少時間.

運輸房屋局說高鐵在廣州石壁的新車站. 雖然目前設於近郊, 但明年投入服務時, 將会成為亞洲最大的鐵路交通中心, 且將会聯系起超過十條全國高铁, 高速公路, 市中心的道路, 及市鎮的地下鐵路.

南華早報
EDT3 |  EDT |  By Chloe Lai in Guangzhou and Anita Lam

Most trains will stop short of new mega hub

Doubts cast on national rail link

While officials keep stressing the importance of the Guangzhou-Shenzhen-Hong Kong express rail link in connecting to the high-speed national rail network at Shibi, Guangzhou, an internal MTR report shows that nearly 80 per cent of the trains are not intended to stop at Guangzhou but will end in Shenzhen.

According to the study on the greater Pearl River Delta’s railway development obtained by the Post, only 25 pairs of trains, or about one fifth of the 114 train pairs set to run between Guangzhou and Hong Kong, will stop at the new station in Shibi by 2020 – five years after the HK$39.5 billion link begins to operate.

The vast majority of train pairs, 78.95 per cent, will terminate at either Futian station or Longhua station, in Shenzhen. From the link’s West Kowloon terminus it takes only 14 minutes to reach Shenzhen city centre in Futian, and 23 minutes to Longhua.

A government official said while authorities did expect most passengers on the link to stop in Shenzhen initially, an increasing number would eventually stop at Guangzhou, and more would take longer-haul trips to cities such as Beijing and Wuhan , which now takes about 10 hours.

However, the report indicated the opposite. Only 25 pairs of trains, or 17.85 per cent of the 140 train pairs to run by 2030 – 15 years after the link begins operating – will stop in Guangzhou, while 108 pairs of trains, or 77 per cent, are still expected to stop at the two Shenzhen stations.

The latest revelation has raised doubts about the effectiveness of the project, which a concern group said had been reduced from a national rail link to a domestic shuttle train.

“Why would 70,000 passengers want to take the much more expensive high-speed rail link to Shenzhen every day, while they now have coaches, ferries and at least two cross-border railways, all much cheaper means, that serve the same purpose?" said Chu Hoi-dick, an activist of Local Action, which has been helping villagers of Tsoi Yuen Tsuen, who have to make way for the link.

The Transport and Housing Bureau projected in April that a total of 99,000 passengers would use the link every day in 2016, including 88,000 who travel within Guangzhou and 11,000 who switch to the national rail network.

Authorities have not yet set fares for the link, but it is widely believed they will be higher than the current MTR through train service, which costs HK$190 per trip. Increasing construction costs of most major infrastructure these days mean the express link may end up costing much more than its original budget of HK$39.5 billion, and possibly leading to higher fares.

Chu said if the distribution of passengers was expected to match that of the arrangement of trains, then around 80 per cent, or 70,000 of those expected to travel within Guangzhou were actually going to Shenzhen.

As of June, a daily average of 6,607 passengers took the MTR’s Hung Hom-Guangzhou through train to cross the border. A further 278,960 crossed the border on the city’s two cross-boundary rail lines at Lo Wu and Lok Ma Chau.

In response to the report’s projection, the government official said the figures were more an illustration of passenger demand than a final train schedule.

“Everything depends on the actual passenger demand when the link opens. Many of the trains now thought to terminate at Shenzhen, may actually only stop there as a middle station, and then move on to Guangzhou."

But the official admitted engineers always minimised stops for a high-speed network.

The latest finding will almost certainly raise more controversy at a Legislative Council panel meeting tomorrow, during which officials are expected to be asked about a compensation plan for villagers who will have to move because of the rail.

Some may also raise questions about the link’s terminus at Shibi. Although it will take only 48 minutes to get there from Hong Kong, passengers heading to Guangzhou city centre at Tianhe will have to transfer to the Guangzhou metro and ride another 18 stops. This will take about 45 minutes, which means there will not be much of a time saving in comparison with the through train.

The Transport and Housing Bureau said the new Guangzhou station, although now located on the city’s outskirts, would become the largest passenger railway station in Asia when it started operating early next year. It also connects to more than 10 high-speed national railways, highways, urban metro lines and inter-city links.

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