of new trains or rebuilt track. Government will therefore pay for them. Even so, in spite of removing the renewal and financing costs of the railway, few railways are able to cover all their operating costs from farebox revenue. Here are some published examples of those who do and don't:
Railway
Kuala Lumpur PUTRA System - Malaysia RATP - Paris
Sao Paulo Metro - Brazil BNSF Aurora (Chicago, Il. USA) Kuala Lumpur STAR Elevated - Malaysia London Underground Seoul Metro - Korea Mass Rapid Transit - Singapore Santiago - Chile Manila Line 1 - Philippines Manchester Metrolink - UK Mass Transit Railway - Hong Kong
Ratio of Revenue to Operating Costs 40% 50% 70% 75% 90% 125% 140% 150% 160% 170% 190% 220%
In looking at this list, there are two features of those systems which cover their costs or better, i.e. they provide a positive farebox ratio - one over 100%. One is high patronage惠顾，庇护人, the other is efficient management of the operation. High patronage is a feature of metro and suburban systems, which is why I have used them as an example. Most main line passenger railways will never perform to these financial standards.
Efficiency
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Efficient management is an important issue but don't forget the definition of the word \people describe a railway as \if they see that the trains are clean and run to time. Yes, the trains may be clean and they may run to time but it can cost an exorbitant amount of money to achieve this. Japanese railways are offered as examples of \their cleanliness and reliability are not achieved without huge amounts of money being spent. This is not efficient in the true sense of the word. \really means \is why the private sector can be helpful in running or maintaining a railway system. For some extraordinary reason, governments all over the world seem unable to control their management so that public services are run efficiently. That's why the private sector can be useful in improving efficiency in running railway systems. An example of this efficiency is in the UK, where one metro system under public management employs 40 persons per kilometre of route operated and another, more efficient, privately operated system uses only 16 persons per kilometre.
Another point is that the efficiency of an operation can be financially \farebox ratio is only achieved by a reduction of staffing and maintenance which, in turn, leads to a deterioration in reliability. This is seen in London, where the Underground system has achieved spectacular cost savings in recent years but its service reliability has slipped sharply due to reductions in experienced staff, in training and in maintenance. The jury is still out as to whether the Public/Private Partnership now in place for the system's infrastructure will improve conditions. So far, there have been some visible improvements but the service still suffers too many interruptions.
46
按照英美等国的审判程序，被告是否有罪要由陪审团(jury)来裁定。在听完原告和被告的证词之后退出法庭，进入陪审室商议确定被告是否有罪。作出裁决后，陪审团回法庭由法官宣读他们的裁决。所以the jury is still out，就是陪审团还在庭外商议，尚未作出谁是谁非的决断。在陪审员没有回到法庭之前，自然审判结果不得而知，也就是尚无定论。如今，这句话可以用在生活的各个方面，用来描述那些最终结果还没有出现的情况
In reality, the money available from the farebox on many railways is rarely enough to cover the cost of operations, particularly for older systems which require a lot of maintenance or for rural lines serving sparsely populated areas. In these cases, some sort of financial support is inevitable. The trick for governments is to make sure that this support is properly managed, which is why the UK has adopted a policy of offering franchises特许权 to railway operators on the basis of the lowest amount of support needed.
Maintenance
Maintenance costs have now gone commercial, along with the rest of railway financing. Few published prices exist to give an idea as to how much maintenance can cost. Often the details of individual contracts are deliberately obscure to preserve commercial confidentiality. Many cover an extended time and involve a degree of renewal as well as day-to-day maintenance. Even railway companies which have tried to compare maintenance costs amongst their peers have not been able to get reliable like for like figures.
Like for like以眼还眼，以牙还牙，以善报善 Like attracts like物以类聚
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Like cures like 以毒攻毒 Like knows like 英雄识英雄
Open Access
Open access means giving any suitably qualified railway operator the chance to provide a service over anyone's route. There is a lot to be said for open access in theory - it removes the image of monopoly which railways have kept for too long and it stimulates competition, which should drive down prices and drive up service, reliability and comfort standards. Unfortunately, examples so far seen in Europe are not encouraging. Some railway operators in the UK already provide two similar services between the same towns, sometimes using different routes. There have been some successes but the confusion to the passengers has been in trying to determine the cheapest fare or most direct route. Constant changes in tariffs收费表 and timings and endless restrictions have made it very difficult to get good information.
A further difficulty with open access is how to determine train timings. Operators will usually determine when they wish to run a particular service and this timing will probably be dependent on connections with other trains. The route owner then has to decide how to allocate paths. In the UK, this has resulted in a series of complicated negotiations, shrouded覆盖 in commercial strategies by the operators and with the rail route provider trying to show fairness as well as obtain the best commercial return for the paths they sell. In some areas, the routes have reached capacity and the
48
provider is being urged to invest in infrastructure improvements to produce more train paths.
In the UK, charges for train paths have come in for some criticism, the operators complaining that they are too high. Well, they would, wouldn't they? Whatever the truth of the matter, some operators seem to be making a commercial success of their service, while others are struggling to make ends meet收支平衡. In addition, some operators have performed very badly, train punctuality having declined since the privatisation regime was started a few years ago.
Financially, it is a precarious不稳定，不确定 business. The recent collapse (28 January 2011) in the UK of the Wrexham & Shropshire Railway illustrates the problem very well. This is what they said when announcing their closure, \following a full review of all possible alternatives, in which it was concluded that the business, which operates with no public subsidy, would not provide a return on investment.\
New Project Financing
Obtaining commercial capital for expensive infrastructure projects requires that the organisation needing the money provides the investor with a reasonable rate of return on his investment. If the pure commercial considerations show that this is not likely, there must be some sort of guarantee for the investor. If money is borrowed, the guarantee must provide that the interest will be paid and that the amount borrowed will be repaid. Guarantees for public infrastructure projects usually have to be provided by the government.
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Unit One
Rail Transport of China
Rail transport is the most commonly used mode of long-distance transportation in the People's Republic of China. Almost all rail operations are handled by the Ministry of Railways, which is part of the State Council of the People's Republic of China. By the end of 2009, the operating rail network traverses the length and breadth of the country, covering a total length of 86,000 km (53,438 mi), making only the rail networks in the United States larger in size. As of 2007, Chinese Railway owned about 578,000 wagons, 44,000 coaches and 18,300 locomotives and ran more than 36,300 trains daily, including about 3000 passenger trains and 33,300 freight trains.[2] The network today serves all provinces, with the exception of the special administrative region of Macau.
As of October 2008, the Chinese State Council approved a new CNY 2 trillion (US$ 292 billion) railway investment plan to take it up to 2020. The scheme extends China's previously announced railway building program, which was allocated CNY 1.25 trillion (US$ 182 billion) in the 11th five-year plan for 2006 to 2010. As a result of the increased investment, the country's railway network is expected to grow from 78,000 km at the end of 2007 to 100,000 km by the end of 2010 and ultimately 120,000 km by 2020. Growth in freight transport is thought to be one
of the drivers behind the increased focus on rail, and the need to increase capacity to meet rising demand.[3]
History of rail transport in China
Qing Dynasty era (1876-1911)
The first railroad to be built in China was the Woosung Railway in 1876, which was a 15 mile railway from Shanghai to Woosung. The railway was however demolished only one year later by the Qing government. Until the defeat of China in the First Sino-Japanese War, only very little development had been made. After the defeat, the imperial capital Beijing was designed as the centre of the Chinese railway network. Several lines were built outwards from Beijing, the three main lines being the Jinghan Railway, Jingfeng Railway and the Jinpu Railway, which today are still some of the busiest lines in China.
(1866年英国殖民主义 者为了扩大对我国的侵略，不惜采取欺骗手段，借口吴淞
至上海间河道不易疏浚，要求建筑铁路，以便把海运至吴淞的货物经铁路运到上海。这一要求未得清政府批准。英国侵略者不甘心，1875年通过英商怡和洋行 将铁路器材从英国偷偷运到上海，擅自铺轨筑路。1876年12月1日上海 至吴淞全线完工通车。英帝国主义 的侵略行径激起了强烈的反抗，沿线人民在筑路期间掀起了自发的群众性的反对外国侵略的斗争。1877年9月清政府用重金赎回这条铁路，但没有加以利用，却昏庸地把长约15公里的铁路线拆掉了。 一般认为是中国第一条铁路。)
Jingguang railway (simplified Chinese: 京广铁
路; traditional Chinese: 京廣鐵路) is a major artery railway in the People's Republic of China. It connects Beijing West railway station in Beijing to Guangzhou railway station in Guangzhou
1
The Jinpu railway (simplified Chinese: 津浦铁路; traditional Chinese: 津浦鐵路; pinyin: Jīnpǔ Tiělù) runs from Tianjin to Pukou in Jiangsu province. Rail traffic had to be ferried across the Yangtze to Nanjing to connect with the railroads passing through that city until a bridge was built across the river in 1968. Currently, it is the main section of Jinghu railway.）
By 1911, there were around 9000 km of tracks in China. However, many railways were designed, constructed, or even owned by foreign companies. The first indigenously本土的，固有的 designed and constructed railway by Chinese is the Jingzhang railway built from 1905 to 1909, a difficult job due to the mountainous terrain. The chief engineer of this railway was Zhan Tianyou, who is known as the Father of China's Railway
Republic of China era (1912-1949)
During the Republic of China era from 1912 until 1949, the development of the railway network in China was slowed down. This was due to repeated civil wars and the invasion of Japan in the Second Sino-Japanese War. One of the few exceptions was in Northeastern China
(Manchuria). During the reign of the Fengtian warlord from 1912 till 1931, several railway lines were built. The South Manchuria Railway Company by Japanese was founded in 1906 and after the Russo-Japanese War (1904-1905), Japan took over the operation of the Chinese Far East Railway (东清铁路) at Changchun city and southward and kept development going vigorously. In 1945, just after the Second Sino-Japanese War, the Chinese
2
mainland claimed 27,000 km of rail, nearly half of which, 13,000 km, was located in Manchuria.
People's Republic of China era (1949–)
After the establishment of the People's Republic of China, the new government under Mao Zedong invested heavily in the railway network. During the 1950s through to the '70s, especially lines in western China were expanded. One example is the 1900 km railway from Lanzhou to Urumqi, that was built between 1952 and 1962. In Southeastern China, where difficult terrain prevails, several mountain railways were constructed, for example the Baocheng railway built in 1950s and Chengkun railway in 1970s. The railway to Xizang (Tibet) was one of the most difficult to build, and the line was finally completed and opened to the public in 2006. The railway is known as Qingzang railway. Today, every province-level entity of the People's Republic is connected to the railway network, with the exception of Macau.
Not only has the Chinese railway network expanded in size since 1949, but also has seen great technological
advances. Before the 1980s, most of the railways were powered by steam, due to low labour costs and cheap coal prices.[citation needed]. However, the first diesel locomotive, the Dongfeng, was introduced in 1959 and during the 1980s and 90s, diesel and electric locomotives gradually replaced the steam engines on main lines. However, steam locomotives didn't retire from some provincial railways until the 21st century. In December 2005, the world last regular revenue mainline steam train finished its
journey on the Jitong railway, marking the end of the steam era. Nevertheless, there are still some steam
3
locomotives used in the industrial railways in mainland China.
From 1990 to 2001, on average some 1,092 km of new railways, 837 km of multiple-track, and 962 km of electrified railways were opened to traffic annually, 2.4-fold, 1.7-fold and 1.8-fold increases respectively over the previous 10 years. At the end of 2004, railways in operation reached 74,200 km, including 24,100 km of multiple track and 18,900 km of electrified railways. On a global basis, mainland China's rail transport volume is one of the world's largest, having six percent of the world's operating railways, and carrying 25 percent of the world's total railway workload. Mainland China also leads in terms of the growth rate of transport volume and use of transport equipment.
Since 1997, train speed has been raised significantly six times. The top speed of express trains increased from 120 km to 200 km per hour, and passenger trains can reach maximum speed of 350 km per hour on some sections of the arterial railways.
Current network
China maintains about twenty principal domestic railway routes with a total length of 78,000 km by the end of 2007. Total length was increased to 86,000 km by the end of 2009.
Total: 78,000 km (network length). The total track length is 154,600km.
? ?
Standard gauge: 79,685 km 1,435 mm (4 ft 81?2 in) gauge (2008) Metre gauge: 466 km 1,000 mm (3 ft 33?8 in) (Yunnan-Vietnam
4
供总包整合电厂解决方案和相关服务。阿尔斯通集团是世界500强之一，在全球70多个国家和地区拥有近六万伍千名员工。目前，阿尔斯通在中国拥有30余家实体和业务机构，员工人数约1万人。
The rolling stock costs show how prices can vary with design requirements, number ordered and location. World-wide, new locomotive prices vary between US$ 2 million and US$ 6 million. LRV轻轨车辆prices are generally higher than EMU car prices because the vehicles are often articulated铰接 and consist of a number of body sections. Also, bear in mind that published prices do not include the cost to the purchaser of obtaining finance, drawing up a specification and tendering costs.
It is interesting to note that regarding their Paris RER MI09 order for 650 vehicles, Alstom reported that the contract (joint with Bombardier) was signed in April 2009 and that the first car body went into the paint shop in January 2010. They say that the first vehicle spent about five months being fitted out and then went for car tests in August. The first 5-car trainset went for testing in early October 2010. It will take from then until the end of 2011 to get the first train into revenue国库，收益 service. So, it takes 16 months to build a train and then 12 months to test it and get it carrying passengers. Does that seem right?
Infrastructure Costs
Length
Comments
(kms.) 470
Railway Date Equipment Cost per km.
Angola:
Luanda to 2010 Malanje
Rehabilitation $1.28million
40
RFF France 2010
New
double-track a??35million line双线铁路
New twin bore tunnels?￡69million
双连拱隧道
1.2kms
8700
signals Tunnels only
Crossrail, London
2011 18kms
Bremmer, New twin
2011-16 a??109million 55kms
Switzerland bore tunnels Spain
Route
2011 doubling & a??2.125million 26.4kms
Electrification
Infrastructure costs are important but the details vary widely. However, some patterns do emerge and give an idea as to the currently published market prices.
Individual Projects
Railway Date National
Express 2010 UK
Network Rail &
2011
East Coast Network
2011
Rail UK DB
2011
Germany ADIF
Equipment Cost Driving Simulator
?￡1million
Features
Comments Including
alterations building
to
Including
Peterborough
?￡2.5million Modernisation entrance
Station
faregates Marylebone
?￡4million
Station
ETCS on
trains车载a??60million ETCS
Roof reglazing
2160sq/m Alstom
\
铁路安全产品atlas系列
new &
a??2million/train
2011-2015 80km of Test a??344.5million Includes high a??4.3million/km
41
Spain tracks
speed facility
test
Network
2011
Rail UK
New Station
2-platform
at Southend ?￡12.5million
facility
Airport
Built in months
23
Europe Train Control System 欧洲列车控制系统，分ETCS0级——ETCS3级，逐步脱离地面设备，实现基于通信的列车控制。
This list offers a sample of various individual projects to give an idea of market costs.
Government Participation
The reason why governments are forced to provide public services is because the private sector doesn't want to. The private sector doesn't want to because there's not enough money to be made from the enterprise or because the commercial risks are too high - really the same thing. In the case of education, for example, it is a generally agreed social objective that everyone should have access to affordable education but affordable education for everyone is not commercially viable. The costs of the infrastructure and operation of a school are high and a substantial number of ordinary people could not afford to pay for it at a commercial rate. Those who can, pay substantial fees and private schools make a profit. Health care is another example where the public sector is forced to provide facilities to make hospital services available for everyone. Private health care is available but it is expensive if you have to pay for it. In many countries, employers are covering costs by providing health care insurance.
42
The same situation exists for railways. The infrastructure is very expensive (as we can see from the above tables) and the amount of money ordinary people are able to pay in fares is not enough to repay the costs of building and maintaining the lines. In many cases, as discussed below, there isn't even enough money coming from fares to pay for the day-to-day operating costs like energy bills and staff wages. The government therefore has to cover the shortfall不足，亏空. They must provide the infrastructure, or at least help to provide it, and support the operations and maintenance costs. The government pays for these costs out of taxes.
In recent times, the desire for improved public infrastructure and facilities has clashed with the willingness of citizens to pay high taxes. Frequent stories of waste and misuse of taxpayers money by governments have fuelled a justifiable resistance to paying more taxes into a government \seems to have little real public accountability公共责任. The political result of this has been that governments have not increased taxes for fear of alienating疏远 their voters and thus have not been able to improve public facilities like hospital, schools, roads and railways due to the shortage of cash. In some cases they have not even been able to maintain them to a reasonable standard.
Commercial Participation
In recent years, in attempts to overcome the perceived inefficiencies of public financial management, governments have turned to the private commercial sector for financing. In some cases, government owned utilities have been sold to the private sector, usually
43
at very attractive prices in order to attract purchasers who may have to spend a lot of money restructuring the organisation to make it into a profitable business. Telecommunications, power supply and airlines are all areas which governments have sold into private ownership and which have eventually become profitable. Railways are more difficult to sell since they have high infrastructure and maintenance costs and the income from operations is artificially low, because fares are politically restricted to low levels or because the railways are subject to politically assisted competition from road transportation.
Some progress has been made in \owned railway companies to private ownership but only by offering inducements劝诱, guarantees and/or financial subsidies to the new owners. This is because the numbers simply do not stack up加起来/比高低(compete) when it comes to return回报 on investment. In fact, as already mentioned, they rarely add up when it comes to just the cost of day-to-day operations compared with the money taken at the farebox. So, can a railway make a profit? Let's see.
Railways Making A Profit?
You often hear people talking of railways making a profit. What they are actually referring to is that the railway takes in more fare revenue than it spends on operating costs. People ignore the value of the infrastructure, they ignore interest payments, they ignore repayment of loans and they forget future renewals大修，更新. A railway company may choose to ignore renewals too, knowing that the government will be too afraid politically to let the system collapse for want
44
Shanghai-Nanjing Intercity Rail 296 300 7/1/2008 7/1/2010 Guangzhou-Zhuhai Intercity Mass Rapid Transit 117 200 18/12/2005 2010 Hainan East Ring Intercity Rail 308 200 29/9/2007 2010 Changchun-Jilin Intercity Rail 109 250 13/5/2007 2010 Nanjing-Anqing Intercity Rail 257 200 28/12/2008 6/2012 Nanjing-Hangzhou Intercity Rail 251 350 28/12/2008 28/12/2012 Jiangyou-Mianyang-Chengdu-Leshan 319 Intercity Rail 200 30/12/2008 30/12/2012 Wuhan Megalopolis Intercity Rail （Wuhan-Xiaogan, Huangshi, Xianning and Huanggang） 160 350 22/3/2009 2011～2013 Beijing-Tangshan Intercity Rail 160 350 2009 2012 Tianjin-Baoding Intercity Rail 145 250 2009 2012 Qingdao-Yantai-Weihai-Rongcheng Intercity Rail 299 250 2009 12/2012 30
Harbin-Qiqihar Intercity Rail 286 250 5/7/2009 2013 Beijing-Zhangjiakou Intercity Rail 174 200 2009 2013 Chongqing-Wanzhou Intercity Rail 250 350 2009 2013 Shenyang-Dandong Intercity Rail 208 350 2009 9/2013 Chengdu-Chongqing Intercity Rail 305 300 2009 ? New lines for improving railway network and western development
According to the \Term Railway Network Plan\(revised in 2008), the MOR plans to build over 40,000 km of railway in order to expand the railway network in the western part of China, and fill voids in eastern and central China. Some of these new railways are being built to accommodate speeds of 200~250 km/h for both passengers and freight. These are also considered
high-speed rail though they are not part of the national PDL grid or Intercity High Speed Rail.
Construction Schedule Design Length Construction Construction Open Speed (km) Standard Start Date Date (km/h) Lines 31
Longyan-Xiamen 171 200 Class I 25/12/2006 2009 Nanchang-Putian (-Fuzhou) 604 200 Class I 23/11/2007 2011 Guangzhou-Nanning 577 200 Class I 9/11/2008 2013 Guangzhou-Guiyang 858 300 PDL 13/10/2008 2014 Guiyang-Chengdu 486 350 PDL 2009 2014 PDL standard line
Lines Info Map via Guiyang, Guilin. It is composed of 2 parts: Chenggui Passenger Railway Guangzhou-Chengdu (Chengdu-Guiyang) and Guiguang Passenger Line Railway (Guiyang-Guangzhou). The line is designed for MOR of 350 km/h. CRH service
Main article: China Railway High-speed
32
China Railway High-speed (CRH) (中国铁路高速) is a term used to denote the high speed portions of railways and the trains run on them by China Railways. Any high-speed railway in China whether or not run by China Railways is referred to by the term (中国高速铁路), which means Chinese high-speed rail. In 2007, CRH's service covers the main cities in the east on the upgraded conventional tracks. This by no means implies maximum speed usage throughout the network. However, trains on some lines, such as Guangzhou-Shenzhen Line, are operated at the top speed.
A. Intercity services (typically, listed in schedules as C-series or D-series trains):
? ? ? ? ? ? ? ? ? ?
Beijing - Beidaihe, Qinhuangdao Beijing - Tianjin, Tanggu
Beijing - Shijiazhuang, Taiyuan
Shanghai - Kunshan, Suzhou, Wuxi, Changzhou, Nanjing, Hefei, Xuzhou
Shanghai - Hangzhou, Yiwu, Jinhua, Quzhou Nanjing - Hangzhou Guangzhou - Shenzhen
Wuhan - Zhengzhou, Changsha Changsha - Nanchang Xi'an - Baoji
B. Long-haul services (typically, listed in schedules as G-series or D-series trains):
? ? ? ? ? ?
Beijing - Shenyang, Changchun, Harbin Beijing - Jinan, Qingdao, Shanghai Beijing - Zhengzhou, Wuhan
Shanghai - Zhengzhou, Qingdao, Shenyang Shanghai - Nanchang
Wuhan - Changsha - Guangzhou
33
Rolling Stock
China Railway High-speed run different electric multiple unit (trainsets), the designs of which all are imported from other nations, CRH-1 through CRH-5. CRH trainsets are intended to provide fast and convenient travel between cities. Some of the trainsets are manufactured locally through technology transfer, a key requirement for China. The signalling, track and support structures, control software and station design seem to be developed domestically with foreign elements as well, so the system as a whole could be called Chinese.
? ?
? ?
CRH1 derived from Bombardier Regina
CRH2 derived from E2 Series 1000 Shinkansen. In 2006, China has unveiled (CRH2), a modified version of the Japanese Shinkansen E2-1000 series. An order for 60 8-car sets had been placed in 2004, with the first few built in Japan, the rest in China.
o CRH2B, a modified 16-cars version of CRH2.
o CRH2C, a modified version of CRH2 has maximum
operating speed up to 300 km/h by replacing two intermediate trailer cars with motored cars.
o CRH2E, a modified 16-cars version of CRH2 with
sleeping cars.
CRH3 derived from Siemens Velaro
CRH5 derived from Alstom Pendolino ETR600
CRH1, CRH2, and CRH5 are designed for a maximum operating speed (MOR) of 200 km/h and can reach up to 250 km/h. CRH3 and CRH2C designs have an MOR of 300 km/h, and can reach up to 350 km/h, with a top testing speed more than 380 km/h. However, in practical terms, issues such as cost of maintenance, comfort, cost and safety make the maximum design speed impractical and remain limiting factors.
34
Maglev High Speed Rail
China has only one maglev high-speed train line in operation: The Shanghai Maglev Train, a turnkey Transrapid maglev demonstration line that can reach a top operational speed of 430 km/h and of a top non-commercial speed of 501 km/h. It has shuttled passengers between Shanghai's Longyang Road Metro Station and Shanghai Pudong International Airport since March, 2004. Service was briefly interrupted by an electrical fire in 2006. Shanghai authorities have been trying without success to extend the 30.5km maglev line. An intercity link with Hangzhou was approved by the central government in 2006, but construction has been postponed. Work on a shorter extension to Shanghai Hongqiao International Airport is also stalled.
35
Unit Three Railway Finance
Introduction
Since the mid 1990s, railway across the word have \commercial\public-private partnerships (PPPs) or private finance initiatives (PFIs). This is a simple guide to how a new railway might be financed and a review of the limitations of privatisation and private sector participation in the ownership and operation of railway systems. Numbers are taken from known examples but are only for illustration and should not be considered binding.
How Much Does a Railway Cost?
A difficult question! This is a bit like asking how much does a car cost. It depends on whether you want a Mercedes or a Honda, a sports car or a pick-up, a car to do the shopping in or to move furniture with. It also depends where you buy it. Cars are cheap in the US because there is a huge market and a good economy. Cars are expensive in Singapore because many of them are imported and there is a high taxation penalty to control traffic numbers. Cars are expensive to build in Europe but cheap to build in India because of the differences in labour costs and lower engineering requirements劳动力廉价，技术要求较低.
36
Mercedes-Benz德国戴姆勒集团奔驰汽车，卡尔·本茨和戈特利布·戴姆勒1926年创立，品牌标志： 三叉星象征着陆上、水上和空中的机械化1899年，奥地利驻德总领事埃米尔·杰利内克订购了3辆戴姆勒凤凰牌轿车，他用他女儿的名字——梅塞德斯为它们命名，并开着车参加了尼斯汽车拉力赛，获得了冠军。埃米尔认为是他女儿的名字带来了好运，就建议戴姆勒公司采用其名。戴姆勒公司也希望借这个奥地利贵族帮它打开奥地利市场，便采用了此名，没想到，其销量大增。后来成立的戴姆勒—奔驰公司也将其产品全部命为梅塞德斯—奔驰。
It is the same with railways. A single track freight line with a few locomotives and simple signalling, running across a flat, geologically sound, sparsely populated landscape in a developing country might be built for as little as US$ 2 million per kilometre including electrical and mechanical equipment. A double track underground metro line in a densely populated city with difficult geological conditions, requiring anti-earthquake construction techniques, electric traction, immunity from typhoons and high humidity, high technology specifications and high passenger capacity trains could cost US$ 200 million a kilometre. One of the most expensive railways ever built was the Jubilee Line extension in London. This cost US$ 330 million a kilometre because of difficult civil engineering, its large and finely built stations and its additional safety equipment and its financing costs. You pays your money and you takes your choice.
Published Railway Costs
Here are some sample new railway project costs as published in the railway trade press. The prices
37
published by operators usually include all civil and equipment costs, project and financing costs.
Complete Rail Projects
Type of
Cost per km Distance Comments
System High
a??9.57
Speed
million
line
304 kms
Railway> Madrid-Albacete阿
Date
尔巴塞特足球俱乐部
2010
Seoul-Gimp首而-金浦, Korea
2010
Airport
$98.1 million 20.4 kms
line Main line
Surface with 278km in
$9.1 million 377 kms
tunnel or bridges
Yichang-Wanzhou,
2011
China
Haikou-Sanya, China
2010
High
Speed $10 million 308 kms line
Copenhagen
New
All
2011-2018 Metro $247.5million 16 kms
underground
line
Rolling Stock（铁路上运行的）全部车辆（包括机车、车厢等）
Cost Vehicle
per No. of
Supplier
Vehicles
Voith 德国
VOITH福伊特
Railway Date Type of Train
DB
Diesel-hydraulic
Schenker 2010 a??1.92million 130
1000kW 10BB
Rail Warsaw
2011 \ a??1.29million 35x6-car Siemens
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Metro
Newag德国 jv
Hyundai
5MW Electric 80 +
Rotem现代-2011 $4.125million
Locomotives simulator
罗坦
TCCD
Turkey
Railpool
\Electric
Leasing 2010 a??3.33million 36
Locomotives
Co.
SMART
2010 2-car DMUs
California Cairo metro
Bombardier
加拿大庞巴迪
$1.58million 36
Nippon
Sharyo日本
车辆制造株式会社
Refurbishment of 2010 a??40,598
trains Diesel-electric 2011
locomotives
468
Alstom 法国阿尔斯通 德国Vossloh Espania福斯洛西班牙联社 Alstom
Israel a??4.7million 15
Paris,
2011 M I09 EMUs
France
a??1.4million 650
Rotem电动列车，这款电动列车由韩国现代Rotem生产（原名Korea Rolling Stock Corporation，简称KOROS，2002年改称Rotem（全名为RailroadingTechnology System），Rotem是韩国现代汽车集团成员之一），采用交流牵引电动机及塞拉门设计。
庞巴迪(Bombardier)是一家总部位于加拿大魁北克省蒙特利尔的国际性交通运输设备制造商。主要产品有支线飞机、公务喷气飞机、铁路及高速铁路机车、城市轨道交通设备等
阿尔斯通（ALSTOM）是全球发电和轨道交通基础设施领域的领先企业，其创新环保的领先技术已成为行业的参照基准。 阿尔斯通建造了世界上运行最快的列车和动力最高的全自动地铁列车。阿尔斯通还为水电、燃气、燃煤和核电等利用各类能源的发电厂提
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