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Old August 2nd, 2007, 12:33 PM   #1
hkth
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Guangzhou - Shenzhen - Hong Kong High Speed Rail

RTHK News:
Govt to build a dedicated HK track for new Guangzhou rail link

--The HK Gov't should use this plan at first!!!
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Old August 2nd, 2007, 02:36 PM   #2
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The cost of construction is really up in the air comparing to share track.

But the thing is, the track standard for high speed train is different from the West Rail which mean the high speed cannot run on West Rail. If we want faster train service and be competitive, we simply have no choice but build a new railway.
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Old August 2nd, 2007, 02:57 PM   #3
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It's going to be a new railway. The HSR will not share tracks with West Rail.
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Old August 2nd, 2007, 03:27 PM   #4
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Is this going to be built by KCR, or will a new company be set up to run it?
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Old August 2nd, 2007, 04:17 PM   #5
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Quote:
Originally Posted by kelw View Post
Is this going to be built by KCR, or will a new company be set up to run it?
KCR and MTR will merge into one railway company very soon.
I would think the track will be built under the new company but it won't be the operator.
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Old August 3rd, 2007, 02:34 AM   #6
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Old August 3rd, 2007, 08:51 AM   #7
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Express railway between Hong Kong and southern China

HONG KONG, Aug 2, 2007 (AFP) - An express rail link will be built between Hong Kong and southern Chinese cities Shenzhen and Guangzhou, Hong Kong leader Donald Tsang said Thursday.

Tsang said the new line would significantly reduce travel time between the Asian financial hub and booming industrial cities over the border in mainland China. Train travel between Hong Kong and Guangzhou currently takes two hours.

"This will...help strengthen Hong Kong's status as the regional transportation hub and as the 'southern gate' for travelling to and from the mainland," Tsang said in a statement.

The chief executive made the announcement after holding a cooperation conference with Huang Huahua, governor of Guangdong province which includes the two cities.

During the meeting, both sides reiterated their commitment on reducing emissions, mostly from booming industries in the province, often blamed for air pollution in Hong Kong.

Guangdong authorities also promised to toughen checks on food supplies coming over the border into Hong Kong.

Hong Kong has been plagued by health scares over imported produce mainly from mainland China which is the city's principle source of foodstuffs.

Imports of farmed fish, eels and eggs were banned last year after cancer-causing chemicals were found in some samples.
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Old August 3rd, 2007, 07:43 PM   #8
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廣 深 港 高 鐵 車 程 僅 48 分 鐘
星島日報報道

連接西九龍至廣州的廣深港高速鐵路,決定以專用通道方案建造。行政長官曾蔭權昨日在第十次粵港聯席合作會議中表示,專用通道將縮短香港至廣州的時間至約一小時,有助鞏固香港作為內地「南大門」的策略地位。九鐵表示會配合政府決定,據了解,香港段造價達三百億元,鐵路公司期望政府出資或補貼興建,望最快二○一四年落成。

港府去年要求九鐵研究廣深港高速鐵路香港段的設計,包括詳細分析與西鐵、北環铫共用通道方案,以及專用通道兩個方案的技術及財務安排。九鐵其後進行詳細項目建議書,並於今年中提交港府。

曾蔭權昨日出席第十次粵港聯席合作會議中,宣布港府決定採用專用通道的方案。「特區政府在
詳細考慮廣深港高速鐵路香港段的技術要求、客運量預測、香港未來的經濟發展和與廣東省愈來愈密切的經貿關係等因素後,決定香港段應以專用通道方案建造。」

他期後在記者會上再解釋,專用通過有助鞏固本港作為內地南大門的策略地位。「專用通道可以提供一條暢通無阻的鐵路通道,直接接駁內地的鐵路網絡,這個方案能夠大大縮短往來香港與廣州的行車時間,同時亦有助鞏固香港作為進出內地『南大門』的策略地位。」

九鐵提供的資料顯示,專用通道直接由西九龍接駁至深圳,行車速度最高達每小時一百六十公里;相反共用通道方案,距離較長,在西九龍出發後途經南昌、美孚、荃灣西、錦上路站,最高時速只有一百三十公里。因此使用專用通道,香港至廣州的行車時間只需四十八分鐘,比起共用通道的六十分鐘,節省十二分鐘。

不過,專用通道的造價,比共用通道貴百分之四十七,工程時間遲一至兩年。曾蔭權承認,專用通道是最可取方法,而且經濟效益亦較大,日後由廣州前往香港,過了深圳一個站便可直達香港市區,反而共用西鐵路軌的方案,西鐵車站較多,而且路軌的寬度與內地鐵路不配合。

他表示,政府及九鐵正積極和內地有關單位,討論廣深港高速鐵路的接駁點、隧道設計、以及分配行車時段等具體細節。

九鐵發言人稱,專用通道全長二十七公里,由西九龍站向北伸延,全程以隧道形式建造,至落馬洲附近穿過深圳河,接駁內地段,九鐵會配合政府的決定。

廣深港高速鐵路前稱「區域快铫」,全長約一百八十公里,車站數目及位置經多次修改,目前確定全程共五個車站。內地段於○五年十二月動工,預計二○一○年落成,惟香港段連走铫一直也「懸而未決」。由於鐵路將接駁國家高速鐵路網,可直接抵達全國多個城巿,九鐵預計落成後,滬九及京九直通車的行車時間,可由現時分別二十小時及二十四小時,大為縮短至八至十小時。

2007/8/3
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Old August 6th, 2007, 08:17 AM   #9
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Guangzhou rail link will fast track integration
3 August 2007
South China Morning Post

Hong Kong should always be exploring ways for greater integration with the mainland, and the high-speed rail link with Guangzhou is one such opportunity. The line will afford quicker access to the capital of our nearest province and, perhaps more importantly, will better connect our city to the national railway network.

For these reasons, the government's decision yesterday to forego an option to use the underutilised West Rail as part of the project in favour of a dedicated line is welcome. Although the option will raise costs by 50 per cent for the sake of a 12-minute shorter travelling time, the long-term advantage is likely to be significant.

West Rail may not have a large volume of passengers at present, but with our population projected to rise by 1.71 million by 2036, the chances are high that this will change. The line runs through some of the most sparsely populated parts of Hong Kong; they are prime areas to house the extra people the government anticipates will move here. With West Rail fulfilling its role as a commuter line, the need for a dedicated high-speed link to the rest of China is necessary.

The mainland is spending tens of trillions of yuan modernising its inefficient rail system and raising its speed. Hong Kong, at the southern tip of the nation, cannot afford to be left out of the national grid or to be the laggard that slows the system down.

It is easy for Hong Kong to decide to build a dedicated rail line within its territory. Getting a consensus on another major transport link with the mainland - the Hong Kong-Macau-Zhuhai bridge - has proven more difficult. Finance and the location of checkpoints have been cited as outstanding concerns.

It is to be hoped that the three governments concerned will resolve them expeditiously with vision and foresight. With the breakneck pace at which the region with a population of more than 50 million is developing, several bridges - not one or two - will surely need to crisscross the Pearl River estuary to meet surging demand in the years to come.
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Old August 29th, 2007, 05:57 PM   #10
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A government fast track to spending
14 August 2007
South China Morning Post

Chief Executive Donald Tsang Yam-kuen announced on August 2 that the new express rail link between Hong Kong and Guangzhou, via Shenzhen, would be built as a dedicated track, instead of sharing the existing West Rail line.

The dedicated-corridor option will cut journey times by 12 minutes to the border. Yes, 12 minutes. And the price for this? At around HK$30 billion, the option costs a staggering HK$10 billion - or 50 per cent - more than the alternative shared-corridor option. It also delays completion of the link by two years, which means it would be ready four years after the mainland section.

Mr Tsang acknowledged the additional cost and time by saying it would bring immense economic benefits, without offering any detail. One cannot help but wonder what these "immense benefits" could be.

Just how much a 12-minute time saving means to each of us varies, but HK$10 billion is a lot of money to anybody. With the increased investment, Raymond So Wai-man, a professor at Chinese University, estimated the fare to Guangzhou may have to be up to HK$2,000, just to break even. Today, the journey costs HK$190. Professor So thinks that unless the government provides subsidies, the profitability of the link will not be sufficient to attract private investors.

What about the shared-corridor option? Certainly, it is not a novel concept; East Rail has, for the past century, been Hong Kong's only rail link with the mainland.

According to the Kowloon-Canton Railway Corporation's 1999 annual report: "When West Rail, Phase I, opens in 2003, it will serve 340,000 passengers a day on high-speed, high-capacity trains. Patronage will rise to more than 500,000 passengers a day by 2011" However, only a meagre 200,000 passengers use West Rail each day. By contrast, the East Rail system carries more than 677,000 passengers a day. No matter how you look at it, West Rail is a massively under-utilised system.

The need to build the Hong Kong section of a regional high-speed rail network presented us with a great opportunity to make West Rail work better. In fact, until earlier this year, the shared-corridor option appeared to be the preferred choice. Han Biao, a Shenzhen University professor who has studied rail systems in the Pearl River Delta, said there was little need to build a dedicated line, as growth in demand was expected to be moderate at best.

Apparently, times have changed. The economy has improved and, so, the government's priorities have changed. Rather than raising revenue, its mission is to spend. The Development Bureau was established with the explicit objective of making sure the government meets its target of spending at least HK$29 billion a year on infrastructure projects.

Besides the 12-minute advantage, Mr Tsang cited two other reasons for the choice of the costlier option: first, the difference in track widths between Hong Kong and mainland lines; and second, under the shared-corridor option, trains would have to pass through several stations, making it unsuitable for a non-stop service.

Presumably, the difference in track widths does not make the option technically unfeasible, otherwise it would not have been considered in the first place. As for the second point, one cannot help wonder how a train passing through some stations without stopping poses any problem. The fact that Mr Tsang used these two apparently dubious reasons to justify the decision further raises suspicion.

In Hong Kong, infrastructure is viewed not only as a means to stimulate economic development, but almost as an end in itself. Guided by such blind faith, we have built our share of white elephants. The government ought to provide a detailed explanation to justify an additional HK$10 billion. Our taxpayers deserve better than rhetorical reassurances from the chief executive.

Bryan Wong is core organiser of the 30SGroup. www.30SGroup.org
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Old September 21st, 2007, 07:13 PM   #11
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Rail transport hub will help boost cross-border business
19 September 2007
South China Morning Post

West Kowloon's attraction for people doing regular business with the mainland has been put on the right track with an agreement between the government and Guangdong authorities over an express rail link.

The proposed Guangdong-Shenzhen-Hong Kong Express Rail Link will form a new line which will shorten the journey to Guangzhou to just 48 minutes, while the border will be a mere 13 minutes away.

The present rail route from Hung Hom to Guangzhou takes 110 minutes.

Chief Executive Donald Tsang Yam-kuen announced the deal following the 10th Plenary of the Hong Kong-Guangdong Co-operation Joint Conference last month. The deal involves a "dedicated corridor option" being adopted to link with the mainland rail network instead of the KCRC West Rail being developed.

"This will help strengthen Hong Kong's status as the regional transport hub and as the 'southern gate' for travelling to and from the mainland," Mr Tsang said.

The proposal will see Kowloon Station forming part of a terminus by 2014, the earliest date given for the expected completion of the line.

Government sources put the estimated cost for the line at about HK$25billion - 50 per cent more than the West Rail "shared corridor" option. This journey would have taken longer due to the stations along the route.

The line would enhance transport connections already being developed for West Kowloon and make offices and residential areas around Union Square ideal for cross-border business.

Sun Hung Kai Real Estate Agency executive director Victor Lui Ting said: "Time is money, so the ICC [International Commerce Centre] will offer the ideal location for cross-border businesses for mainland companies setting up in Hong Kong or Hong Kong companies and multinationals looking to the north for opportunities."

Mr Lui said that because Kowloon Station would be the hub connecting to the mainland rail network it would make cross-border transport more efficient and "ICC tenants more competitive".

The public transport features of the ICC and the surrounding road network are seen by the property sector as essential for the success of the ICC Tower and its surrounding facilities.

Nigel Smith, executive director of office services for CB Richard Ellis, said that in addition to the easy rail connections the government's highway network plan would put the ICC in an enviable position with direct vehicular access to the airport and the New Territories.

He said the Shenzhen Western Corridor, linking the northwest New Territories and Shekou in Shenzhen, would significantly improve cross-border traffic.

A new cross-border coach terminus planned for Kowloon Station would also give ICC tenants and Union Square residents a full range of travel options.

Simon Smith, a senior director with Savills (Hong Kong), said the ICC's location would be essential as business and financial links with the mainland grew. "Hong Kong's stock market is the first choice for mainland companies raising funds," he said.

"The number of mainland firms listed in the SAR increased by 44 per cent from 2000 to 2005 and their market capitalisation grew 1.3 times over the same period. The mainland is also Hong Kong's most important trading partner."

Mr Smith said the days of businesses being concentrated in a few areas in Hong Kong were coming to an end with the ICC now widely recognised as having an advantageous location and comprehensive transport connections.

Mr Lui said opportunities brought by the Closer Economic Partnership Arrangement showed the importance of strengthening transport links between Hong Kong and the mainland. He said the policy of facilitating mainland investments in Hong Kong would create new business opportunities and the ICC would be at the heart of this activity.
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Old November 18th, 2007, 05:58 PM   #12
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區域快線議員轟明益港鐵
18/11/2007
東方日報





港 府 一 直 被 批 評 遲 遲 未 能 將 廣 深 港 高 速 鐵 路 ( 又 稱 區 域 快 線 ) 香 港 段 的 工 程 上 馬 ,以 致 香 港 段 遠 遠 落 後 於 廣 東 進 度 。 為 了 令 工 程 可 以 趕 及 在 ○ 九 年 動 工 , 港 府 擬 採 用全 資 興 建 的 模 式 , 即 全 數 支 付 高 達 三 百 億 元 的 建 造 費 用 , 待 鐵 路 落 成 後 , 再 租 予 香港 鐵 路 公 司 營 運 五 十 年 , 然 後 才 將 鐵 路 資 產 一 併 交 回 政 府 。 港 府 強 調 此 舉 好 處 是 可解 決 港 鐵 無 法 自 行 融 資 填 興 建 的 難 題 , 令 工 程 能 盡 快 上 馬 。 但 有 議 員 批 評 此 舉 是 明 顯 偏 幫 港 鐵 , 剝 削 市 民 的 選 擇 權 。

廣 深 港 高 速 鐵 路 香 港 段 將 以 專 用 通 道 方 案 建 造 , 全 長 廿 七 公 里 , 並 以 隧 道 形 式 建 造, 造 價 高 達 三 百 億 元 。 港 府 希 望 可 趕 及 在 ○ 九 年 上 馬 , 二 ○ 一 五 年 完 工 。 但 廣 東 方面 早 在 ○ 五 年 底 動 工 , 料 最 快 二 ○ 一 ○ 年 完 工 。 據 了 解 , 港 府 內 部 曾 研 究 過 多 個 融資 方 案 , 但 考 慮 到 沿 線 鐵 路 可 發 展 的 上 蓋 物 業 不 多 , 即 使 可 供 發 展 , 在 保 育 反 對 建屏 風 樓 的 浪 潮 下 , 發 展 潛 力 亦 不 大 , 港 鐵 自 行 融 資 填 興 建 的 誘 因 並 不 高 。

幸 而 在 庫 房 水 浸 下 , 港 府 有 較 大 理 財 空 間 , 但 考 慮 到 再 注 資 入 鐵 路 公 司 , 難 免 予 人偏 幫 鐵 路 公 司 的 觀 感 , 倒 不 如 參 考 兩 鐵 合 併 採 用 的 租 賃 模 式 , 自 行 直 接 斥 資 建 造 ,再 以 服 務 經 營 權 的 模 式 , 將 鐵 路 租 予 港 鐵 , 經 營 數 十 年 如 五 十 年 後 , 再 將 鐵 路 資 產移 交 還 政 府 。

港 府 消 息 指 , 這 個 方 案 的 好 處 是 可 以 令 鐵 路 盡 快 上 馬 , 解 決 港 鐵 無 法 填 興 建 的 難 題 , 由 於 鐵 路 資 產 的 擁 有 權 仍 掌 握 在 政 府 手 中 , 故 不 存 在 偏 幫 港 鐵 之 嫌 , 即 使 港 鐵 營 運 有 利 潤 , 政 府 作 為 港 鐵 的 最 大 股 東 亦 可 分 紅 。

可 採 競 投 不 應 鼓 勵 壟 斷
此 外 , 港 府 內 部 正 積 極 研 究 在 此 條 新 鐵 路 的 西 九 龍 總 站 興 建 一 座 聯 檢 大 樓 , 並 採 取「 一 地 兩 檢 」 通 關 模 式 , 成 為 本 港 繼 深 西 通 道 第 二 個 採 用 此 模 式 的 跨 境 口 岸 。 不 過, 由 於 這 個 模 式 涉 及 複 雜 的 法 律 及 口 岸 問 題 , 港 府 預 計 在 明 年 才 可 完 成 規 劃 和 設 計程 序 。

立 法 會 交 通 事 務 委 員 會 成 員 陳 偉 業 指 若 政 府 採 全 資 興 建 廣 深 港 高速 鐵 路 , 再 租 予 港 鐵 營 運 的 模 式 , 明 顯 是 偏 幫 港 鐵 的 做 法 , 對 其 他 有 意 經 營 的 機 構及 市 民 都 不 公 平 。 他 說 , 外 國 亦 有 政 府 自 行 興 建 鐵 路 , 交 予 鐵 路 公 司 營 運 的 做 法 ,但 是 會 採 競 投 形 式 , 不 會 只 鼓 勵 一 間 公 司 壟 斷 市 場 。 他 又 說 , 港 府 一 直 揚 言 推 行 大市 場 、 小 政 府 , 不 明 政 府 何 以 仍 要 扮 演 主 導 角 色 及 製 造 壟 斷 情 況 。
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Old April 22nd, 2008, 07:33 AM   #13
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行會通過興建廣深港高速鐵路

行會通過興建廣深港高速鐵路


(星島) 04月 22日 星期二 11:07AM

行政會議 通過用300多億元,興建來往香港至廣州的廣深港高速鐵路。高速鐵路建成後,由香港前往廣州只是需要48分鐘,由政府全資興建,之後以50年服務經營權模式租予港鐵營運。由於這條是跨境鐵

路,消息指,港鐵可以參考直通車的運作模式,收益與內地拆帳,或者兩地組成一間合營公司營運。有學者表示,一條鐵路最重要是令香港與內地其他鐵路接軌。廣深港高速鐵路香港段總站在西九龍,全程在隧道內行走,經落馬洲 連接廣東段,第一個個車站在深圳 福田,這段行車時間只需要13分鐘,之後再經龍華、虎門,到石壁的廣州新站,車程只需大約48分鐘,較現時的港穗直通車快一倍。乘客還可以在廣州新站,轉乘京港客運專線,北上直達北京 ,亦可以在中途站龍華,轉乘杭福深客運專線,前往福建及浙江。高速鐵路在香港的車站,旁邊是西九龍文化區,亦會與港鐵東涌 線及機場快線的九龍站連接。計劃中會在車站的上蓋,發展一座地標式的摩天大廈。
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Old April 22nd, 2008, 09:58 AM   #14
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Old April 22nd, 2008, 11:49 AM   #15
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RTHK News:
Exco approves spending on rail link

Exco approves new rail link
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Old April 22nd, 2008, 12:46 PM   #16
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April 22, 2008

*
Express Rail Link wins ExCo's nod
*

The Executive Council has agreed to ask MTR Corporation to proceed with further planning and design of the Hong Kong section of the Guangzhou-Shenzhen-Hong Kong Express Rail Link, Secretary for Transport & Housing Eva Cheng says.



The section will be a 26km underground rail line that runs from the terminus in West Kowloon to the boundary at Huanggang, where it will connect with the link's Mainland section.



The project is expected to create 5,000 construction jobs and 10,000 more during its operation. Works are due to start in 2009 for completion in 2014 or 2015.



Briefing the media today, Ms Cheng said the link will reinforce the city's position as the transport hub in southern China and integrate Hong Kong into the country's rapidly growing express rail network.



Hi-speed dedicated track

The Hong Kong section will run on the city's first high-speed dedicated track with a maximum speed of 200kph. This will cut the Hong Kong-Guangzhou traveling time to just under 50 minutes - twice as fast as the Guangzhou-Hong Kong through trains on the East Rail alignment.



The link's two termini will be at West Kowloon in Hong Kong and Shibi in Guangzhou. Intermediate stations include Futian and Longhua in Shenzhen, and Humen in Dongguan.



With the adjoining Airport Express Kowloon Station and West Kowloon Station of the Kowloon Southern Link, the link's terminus will turn West Kowloon into a major rail hub. Linkages will be provided to facilitate commuters.



"The location also has a point-to-point connection with the heart of Central via the existing MTR network. Together with the Kowloon station's new commercial development, it is set to become a prime business centre," Ms Cheng said.



Cultural district extension

The Hong Kong terminus will partly extend into the 3.3-hectare underground area of the West Kowloon Cultural District to provide convenient access. Flexibility of the above-ground planning will be maintained.



This integration will greatly enhance the prominence of the rail terminus as the gateway to Mainland China, and the WKCD as a regional cultural hub, Ms Cheng said, adding more visitors to the proposed art, culture and tourism facilities there will promote cultural tourism.



The Mainland terminus at Shibi, where the new Guangzhou Station is located, is one of the four largest passenger transport centres in the country.



In future, commuters will be able to switch to such express long-haul services as the proposed Beijing-Guangzhou Passenger Line at Shibi and the Hangzhou-Fuzhou-Shenzhen Passenger Line at Longhua. The two passenger lines are also due to complete around 2015.



Travel time cuts

Hong Kong commuters will be able to travel express to several Mainland cities, reaching Shanghai in eight hours and Beijing in 10 in future, as compared with over 20 hours now, Ms Cheng said.



The link is due to carry about 100,000 passengers daily in 2020 and 120,000 passengers in 2030, saving 40 million hours of traveling time and generating $83 billion in economic benefits over the next 50 years. The economic internal rate of return is about 9%.



"After careful consideration of both the operational and financial implications, the Government has decided to adopt a concession approach to fund the estimated construction cost of $39.5 billion," she said.



"Upon completion, the MTRC will be granted a service concession for the subsequent operation and pay the Government annually for the concession," Ms Cheng noted.



Since the Government will fund the construction cost, the development rights for the site above the Hong Kong terminus will not be granted to the MTRC.



Ms Cheng hoped the detailed design would be ready within this year and her bureau will seek funding from the Legislative Council as soon as possible.
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Old April 22nd, 2008, 12:49 PM   #17
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April 22, 2008

*
Express Rail Link wins ExCo's nod
*



The Executive Council has agreed to ask MTR Corporation to proceed with further planning and design of the Hong Kong section of the Guangzhou-Shenzhen-Hong Kong Express Rail Link, Secretary for Transport & Housing Eva Cheng says.



The section will be a 26km underground rail line that runs from the terminus in West Kowloon to the boundary at Huanggang, where it will connect with the link's Mainland section.



The project is expected to create 5,000 construction jobs and 10,000 more during its operation. Works are due to start in 2009 for completion in 2014 or 2015.



Briefing the media today, Ms Cheng said the link will reinforce the city's position as the transport hub in southern China and integrate Hong Kong into the country's rapidly growing express rail network.



Hi-speed dedicated track

The Hong Kong section will run on the city's first high-speed dedicated track with a maximum speed of 200kph. This will cut the Hong Kong-Guangzhou traveling time to just under 50 minutes - twice as fast as the Guangzhou-Hong Kong through trains on the East Rail alignment.



The link's two termini will be at West Kowloon in Hong Kong and Shibi in Guangzhou. Intermediate stations include Futian and Longhua in Shenzhen, and Humen in Dongguan.



With the adjoining Airport Express Kowloon Station and West Kowloon Station of the Kowloon Southern Link, the link's terminus will turn West Kowloon into a major rail hub. Linkages will be provided to facilitate commuters.



"The location also has a point-to-point connection with the heart of Central via the existing MTR network. Together with the Kowloon station's new commercial development, it is set to become a prime business centre," Ms Cheng said.



Cultural district extension

The Hong Kong terminus will partly extend into the 3.3-hectare underground area of the West Kowloon Cultural District to provide convenient access. Flexibility of the above-ground planning will be maintained.



This integration will greatly enhance the prominence of the rail terminus as the gateway to Mainland China, and the WKCD as a regional cultural hub, Ms Cheng said, adding more visitors to the proposed art, culture and tourism facilities there will promote cultural tourism.



The Mainland terminus at Shibi, where the new Guangzhou Station is located, is one of the four largest passenger transport centres in the country.



In future, commuters will be able to switch to such express long-haul services as the proposed Beijing-Guangzhou Passenger Line at Shibi and the Hangzhou-Fuzhou-Shenzhen Passenger Line at Longhua. The two passenger lines are also due to complete around 2015.



Travel time cuts

Hong Kong commuters will be able to travel express to several Mainland cities, reaching Shanghai in eight hours and Beijing in 10 in future, as compared with over 20 hours now, Ms Cheng said.



The link is due to carry about 100,000 passengers daily in 2020 and 120,000 passengers in 2030, saving 40 million hours of traveling time and generating $83 billion in economic benefits over the next 50 years. The economic internal rate of return is about 9%.



"After careful consideration of both the operational and financial implications, the Government has decided to adopt a concession approach to fund the estimated construction cost of $39.5 billion," she said.



"Upon completion, the MTRC will be granted a service concession for the subsequent operation and pay the Government annually for the concession," Ms Cheng noted.



Since the Government will fund the construction cost, the development rights for the site above the Hong Kong terminus will not be granted to the MTRC.



Ms Cheng hoped the detailed design would be ready within this year and her bureau will seek funding from the Legislative Council as soon as possible.
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Old April 22nd, 2008, 12:49 PM   #18
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Please Delete.
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Old April 22nd, 2008, 02:39 PM   #19
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Guangzhou-Shenzhen-Hong Kong Express Rail Link (XRL)



Hong Kong Section
Route Length: 26 km
Max Speed: 200km/hr
Completion year: 2014/2015
Journey Time:
14 min to Shenzhen
48 min to Guangzhou
8 hr to Shanghai
10 hr to Beijing


West Kowloon Terminus > Futian station, Shenzhen > New Shenzhen station > Humen station, Dongguan > New Guangzhou station



FAQ

Q: Why adopt dedicated corridor instead of shared corridor?

A: The Shared Corridor Option (SCO) has been re-assessed in the light of latest planning parameter and system data from the Mainland. The SCO will not be able to meet the service requirement envisaged by 2016 and extensive modifications to the existing railway line will unavoidably disrupt the daily operations of the West Rail Line. In addition, operating constraints will be induced on both WRL and XRL that would compromise the service level and operation efficiency of both lines.


Q: Why there is no intermediate railway station in the New Territories?

A: The purpose of the line is to better integrate Hong Kong with the Mainland. Majority of the people traveling to HK will go to the city centre for shopping or business. In addition, having additional intermediate stations will significantly increase the journey time from WKT to Futian, which will defeat the purpose of having express rail services.


Q: Will the Hong Kong Section be completed later than the Mainland section?

A: The Mainland section of XRL from Guangzhou to Shenzhen will be completed around 2010/2011 with the terminal station at Futian. The Hong Kong section will be fast tracked with a target completion by year 2014 / 2015.
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Old April 22nd, 2008, 07:00 PM   #20
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