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Old August 4th, 2007, 07:48 AM   #1
hkskyline
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HONG KONG / CHINA | High Speed Rail

Express railway between Hong Kong and southern China


Source : Wen Wei Po

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 4th, 2007, 08:09 AM   #2
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is it an electric railway or the hi speed magnetic railway?
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Old August 4th, 2007, 08:27 AM   #3
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It's going to be a high speed railway that will link up to the new HSR network on the Chinese side in Shenzhen. However, media reports note the top speed is expected to be only about 200 km/h, which is still too slow.

Maglev isn't an option in southern China. They're having enough problems trying to get the Shanghai demonstration line extended. It's just too costly to build.
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Old August 6th, 2007, 09:16 AM   #4
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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 16th, 2007, 05:40 PM   #5
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On the other way, Existing West Rail is not suitable for using HSR because West Rail Station with Door Platform is only allowed for 3M wide train and HSR trainset in China is about 3.5M. If West Rail option is used, Existing West Rail Stations have to be modified to allow HSR Train.
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Old August 27th, 2007, 04:21 AM   #6
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this is great i mean it will be a big construction project
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Old August 28th, 2007, 07:01 PM   #7
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The upgrade on the Chinese side is complete so they can run express all the way to Guangzhou from Shenzhen. It's the new Hong Kong alignment that needs to be built from scratch.
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Old August 29th, 2007, 06:56 PM   #8
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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 August 30th, 2007, 02:56 AM   #9
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good now they can build it faster and it will be opreating in three to four years i think
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Old August 31st, 2007, 06:22 PM   #10
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This is good. Is it possible to fly directly from HKG to CAN? I wonder how many people fly this route and how many people it will take away from the airlines when this is done.
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Old August 31st, 2007, 06:58 PM   #11
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Quote:
Originally Posted by FM 2258 View Post
This is good. Is it possible to fly directly from HKG to CAN? I wonder how many people fly this route and how many people it will take away from the airlines when this is done.
China Southern flew 5 into Hong Kong today.
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Old September 2nd, 2007, 06:25 AM   #12
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Travelers in line for faster track to Guangzhou
3 August 2007
Hong Kong Standard

A new express rail linking Hong Kong with Guangzhou via Shenzhen will be built as a dedicated track, Chief Executive Donald Tsang Yam- kuen said yesterday.

The announcement that the Hong Kong section will not use Kowloon-Canton Railway Corp's existing West Rail lines came after the end of the 10th annual Hong Kong-Guangdong Cooperation Joint Conference.

The choice was made, Tsang said, because of a difference in track widths between Hong Kong and mainland lines, while several stations on the West Rail made it unsuitable for a nonstop train service.

``I really hope the traveling time between Hong Kong and Guangzhou will be cut as much as possible, to about an hour,'' he said.

That is almost half the current traveling time of one hour and 40 minutes by rail between Hung Hom and Guangzhou.

Tsang said despite the project being more expensive and requiring up to two more years to complete, it would bring immense economic benefits.

Previous estimates suggested a dedicated rail link would cost HK$2.5 billion to build, about 1.5 times more costly than using West Rail tracks.

Tsang said the new line should help consolidate the SAR's strategic position as the ``gateway to southern China.''

According to the KCRC's proposal, the West Kowloon station at the Hong Kong end will be built on a 10-hectare site covering the existing City Golf Club's driving range on Jordan Road, Yau Ma Tei.

An immigration checkpoint, with four terminals and eight tracks, will be built opposite the Mass Transit Railway Corp's Kowloon station in Jordan.

A Transport and Housing Bureau spokeswoman estimated the link could begin operation in 2014 at the earliest, given that such railway lines normally take seven years to complete.

That, however, will be about four years later than the estimated completion date for the mainland section, which will include the building of a station at Futian in Shenzhen.

As for the much-awaited opening date of the Lok Ma Chau spur line, Tsang and Guangdong governor Huang Huahua agreed on a target of August 15 _ a full month later than the original scheduled commencement date.

``The spur line can provide citizens in Hong Kong and Guangdong province with a second rail link, so as to soothe serious congestion problems at the Lo Wu cross-border checkpoint,'' Tsang said in his closing speech at the conference.

Cross-border commuter traffic at Lo Wu reached 241,000 travelers a day last year.

On whether the hold-up was due to issues over the Futian checkpoint as reported, Huang would only say that inspections by central government authorities, which he said had been conducted recently, were necessary.

A KCRC employee said the company should be able to start operations by August 15, with trial runs, hardware tests and personnel checks indicating all systems are ready to go.

Also at the conference, six new agreements on further cooperation between the two governments were signed, including enhancing the Closer Economic Partnership Arrangement, strengthening quarantine measures for mainland fish products entering Hong Kong, promoting energy saving among enterprises and joint development of service industries.

Other Hong Kong delegates at the conference included Financial Secretary John Tsang Chun- wah and Secretary for the Environment Edward Yau Tang-wah.
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Old September 21st, 2007, 08:12 PM   #13
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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 October 10th, 2007, 02:46 PM   #14
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This year's Policy Address for HK:

Quote:
(4) The Guangzhou-Shenzhen-Hong Kong Express Rail Link:

Our country is now building a high-speed national rail network of some 12 000 kilometres to link up major cities, with maximum train speeds of 200 to 300 kilometres per hour. The network will substantially enhance the Mainland's transport capacity. To seize the opportunities, we are pressing ahead with the building of the Guangzhou-Shenzhen-Hong Kong Express Rail Link running from West Kowloon to Shibi, Guangzhou. When running in Hong Kong, this Express Rail Link will use a dedicated line to ensure its smooth operation. We will actively study the provision of a common immigration and customs clearance system for Hong Kong and the Mainland at the Kowloon Terminal. Our target is to complete the planning and design processes within next year, so that construction will commence in 2009.
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Old October 23rd, 2007, 07:57 PM   #15
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If they're doing a common immigration and customs clearance system in Kowloon, does that mean there will be no intermediary stops from Shenzhen? I thought they were going to put a stop at least in the New Territories.
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Old October 25th, 2007, 03:17 PM   #16
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Originally Posted by hkskyline View Post
If they're doing a common immigration and customs clearance system in Kowloon, does that mean there will be no intermediary stops from Shenzhen? I thought they were going to put a stop at least in the New Territories.
I think Shenzhen will still in the plan. It is just that there will not have immigration and customs in Guangzhou and Shenzhen.
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Old November 18th, 2007, 07:00 PM   #17
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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 。

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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 。

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Old November 18th, 2007, 07:18 PM   #18
Gaeus
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Can anyone translate? The words in my translator is a bit garble.
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Old November 26th, 2007, 06:12 PM   #19
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東莞建水下鐵路 連接穗港 一小時穿梭
11月 13日 星期二 05:05AM

【明報專訊】中國首條水下鐵路隧道的廣深鐵路 專線「獅子洋隧道」,近日在廣東東莞市沙田 鎮開挖水下隧道部分。整個工程預計在2009年竣工,2010年通車,屆時來往廣州與香港只需1小時。

隧道列車時速全球第一

據新華網報道,「獅子洋隧道」是廣深港鐵路客運專線最關鍵的工程,隧道全長10.8公里,是中國第一條水下鐵路隧道。獅子洋隧道於去年5月在東莞市沙田鎮動工建設,目前已經完成800米地方隧道,近日開始在水底開挖。隧道設計列車的時速為每小時300公里,屬全球第一,預料隧道會在2009年4月完工。

負責工程的中鐵隧道集團董事長郭大煥稱,截至昨日,水下隧道工程基本正常,但由於水下地質複雜,開鑿較為困難,公司正在改良施工技術方案。

港段十大基建尚未開工

廣深港鐵路專線自廣州的新廣州站開始,經番禺區的沙灣,然後折向黃閣鎮,穿過獅子洋隧道後轉入東莞市,再進入深圳 龍崗,經皇崗入香港,全長146公里,將在2010年正式通車,屆時來往廣州與香港只需1小時。行政長官 曾蔭權的施政報告中,曾提出十大基建,其中一項是以專用通道建設廣深港鐵路香港段,但至今尚未開工。
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Old December 8th, 2007, 08:19 AM   #20
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2007-10-21
廣深港高速 廣州段完成徵地




【本報十七大報道組北京20日電】在回應粵港共同關注的廣深港高速鐵路的工程進度時,廣州市委書記朱小丹表示,廣州段工程進展順利,廣州境內徵地工作基本完成。自2006年12月18日開工建設,目前已累計完成投資27.6億元,預計將於2010年6月底建成。此外,控制工程獅子洋隧道已成洞3,468 米,佔設計長度的60%以上;而接駁廣深港客運專線的廣州新客站工程,目前也已進入全面施工階段,2010年亞運會舉辦前將如期完工。

優先辦理 確保如期竣工

「該項目建成後,從廣州到香港約一個小時便可到達,廣深港三地時空大大縮短,將為粵港地區經濟發展和共同繁榮創造更加良好的條件。」朱小丹還介紹,廣州高度重視該專案的建設,將其列入重點項目綠色通道,優先辦理工程建設有關事宜,保證項目施工用地及時交付使用。廣州為此還專門成立了廣州新客運站工程建設協調領導小組,由分管城市建設的常務副市長擔任組長。

據了解,廣深港客運專線廣東段工程,是鐵道部和廣東省共同出資籌建的部省合作重點建設項目。該工程從廣州新客站到深圳福田中心站,全長116.2公里,總投資229.95億元,專案資本金55億元。
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