Subject:MRT Sungai - Buloh 150km (USD17B or USD133M/km)
verses China 's Bejing - Shanghai fastest train cost 1,318 km (USD22B or USD16M/km)
Would you believe it? It cost the government to build the Sungai Buloh MRT a
distance of ONLY 150km a walloping USD17B (RM53B) or a cost of USD133M
per km verses China 's Bejing - Shanghai (Fastest train in the World @
350km per hour) a distance of 1,318km ONLY USD22B or USD16M per
km??????
Another wasted tax payer's money! Why don't ask the Chinese to build it ??? Idris Jala is wrong -he said the way we are heading , Malaysia will go bankrupt by 2019. !! We are going to go bankrupt much much earlier if we cannot control our cost. Can forget about vision 2020 !!
Check the web below
http://biz.thestar.com.my/news/story.asp?file=/2011/3/5/business/8191732&sec=business
http://en.wikipedia.org/wiki/Beijing%E2%80%93Shanghai_High-Speed_Railway
Saturday March 5, 2011
MRT project cost now estimated to reach RM50b
By EDY SARIF and THEAN LEE CHENG
starbiz@thestar.com.my
PETALING JAYA: The construction cost of the entire 150km Mass Rapid Transit (MRT) urban transport project may run up to RM50bil, three sources said, two of whom are directly involved in the project. The third is an independent party doing consulting work for the MRT line.
“When Gamuda-MMC first gave an estimate a couple of years ago, a figure of RM36.6bil was brought up for the 150km line,” said the source who is directly involved with the project.
“Now that we are concentrating on one line Sg Buloh-Kajang we have asked them for an estimate and they said it may cost RM18bil to RM20bil to construct. This does not include the rolling stock, land acquisitions and other provisions.”
Land Public Transport Commission chief executive officer Mohd Nur Ismal Kamal said the Government was doing all it could to drive down the cost.
“With land acquisition and rolling stock, it could come up to RM50bil, but it is too early to say,” he said. “We will know the full picture later as the project is still at the public display stage. This will end in middle of May.”
“From the feedback, we will then consider the alignment and the length of the platforms for the stations, whether it is a four-car train or more,” Mohd Nur added.
He said that once the public display was over, a target cost would be worked and agreed on. Once the tender was over, it may be different from the target cost, he said.
“The MRT is not just a transport project. It will have a catalytic effect,” Mohd Nur said, adding that an independent party would scrutinise the project plans and ensure that optimum value was derived.
The entire project will be fully funded by the Government and a special-purpose vehicle under the Finance Ministry would be set up to advise, manage and raise the funds.
CIMB Research in its report yesterday said that the higher cost for the Sungai Buloh-Kajang line was not a surprise as the earlier number was based on 2009 prices. (Higher construction cost and inflation may contribute to the current cost which is estimated to reach RM20bil for the Sg Buloh-Kajang line.)
“Based on the average RM353m/km for the line, the entire MRT project (150km) could be worth RM53bil compared with the current estimate of RM36bil,” it said, commenting on the outcome of Syarikat Prasarana Negara Bhd's contractors' briefing on Thursday.
The briefing was to provide an overview of the MRT project and the job opportunities available.
The event was packed with more than 100 contractors, according to a Prasarana spokesman when contacted by StarBizWeek.
Prasarana project director Zulkifli Mohammad Yusof and Datuk Azmi Mat Nor, who represented the Project Development Partner (PDP), chaired the event. (MMC-Gamuda JV Sdn Bhd manages the project as the PDP.)
CIMB Research said the briefing focused on the Sg Buloh-Kajang MRT line's project structure, alignment specifications, tender guidelines/timelines and updated cost breakdown.
“The main takeaways from the briefing were the prequalification process that will start this month and the total estimated cost for Sungai Buloh-Kajang MRT line that is RM20bil,” it said.
It said Prasarana would start the ball rolling with the elevated structure package (elevated portion is worth RM10.8bil of the total cost of RM20bil) which would be broken up into several sub-packages and was open to all contractors except the PDP.
“Priority will be given to contractors with financial strength, expertise and track record. Contractors who do not prequalify will still be able to bid for the subcontracting packages,” it said.
It added that this suggested the awards were likely to take place no earlier than May 11, while the July 11 timeline for the start of work was still intact.
Prasarana and the PDP will work together in rolling out the award of the MRT packages and disbursing the funds via progress payments.
“Funding/payment will be drawn down from a special company under the Finance Ministry,” it said.
Beijing–Shanghai High-Speed Railway
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Beijing–Shanghai High-Speed Railway
京沪高速铁路
Overview
Type High-speed rail
Status Under construction
Locale China
Termini Beijing South
Shanghai Hongqiao
Stations 24
Operation
Opened June 20, 2011
Operator(s) China Railway High-speed
Rolling stock CRH380
Technical
Line length 1,318 km (819 mi)
1,302 km (809 mi) (main line)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) Standard gauge
Minimum radius mostly 7,000 meters, or
400 meters near Beijing South
Operating speed 380 km/h (236 mph)
Maximum incline 20‰
[show]Route map
Beijing-Shanghai Line.png
[hide]Beijing-Shanghai High-Speed Railway
Line length: 1,318 km (819 mi)
Gauge: 1,435 mm (4 ft 8 1⁄2 in)
Maximum speed: 380 km/h (236 mph)
Stations and structures
Legend
Station on track
0.000 Beijing South
Stop on track
59.500 Langfang
Junction from left Station on transverse track
Tianjin West
Stop on track
131.400 Tianjin South
Stop on track
219.270 Cangzhou West
Stop on track
327.980 Dezhou East
Bridge over water
Jinan Yellow River Bridge
Station on track
419.445 Jinan West
Stop on track
462.730 Taishan West
Stop on track
533.165 Qufu East
Stop on track
589.175 Tengzhou East
Stop on track
625.280 Zaozhuang West
Station on track
688.700 Xuzhou East
Stop on track
756.220 Suzhou East
Stop on track
844.380 Bengbu South
Small non-passenger station on track
Dingyuan
Stop on track
959.390 Chuzhou South
Bridge over water
Dashengguan Yangtze River Bridge
Station on track
1018.600 Nanjing South
Stop on track
1083.713 Zhenjiang West
Stop on track
1111.850 Danyang North
Stop on track
1144.760 Changzhou North
Stop on track
1201.160 Wuxi East
Stop on track
1227.970 Suzhou North
Stop on track
1259.320 Kunshan South
Station on track
1302.890 Shanghai Hongqiao
The Beijing–Shanghai High-Speed Railway, or abbreviated as the Jinghu High-Speed Railway, is a 1,318 kilometres (819 mi) long high-speed railway that connects two major economic zones in the People's Republic of China: the Bohai Sea Rim and the Yangtze River Delta.[1] Construction began on April 18, 2008,[2] and a ceremony to mark the completion of track laying was held on November 15, 2010.[3] The line will be put into commercial service on June 20, 2011.[4]
The railway line is the first one designed for 380 km/h commercial running. Once in operation, its train services will become the world's fastest — the position currently occupied by the trains of the Wuhan–Guangzhou line, which opened in December 2009. The non-stop train from Beijing South to Shanghai Hongqiao is expected to finish the 1,305 km journey in 3 hours, 58 minutes,[5] averaging 329 km/h, compared to 9 hours, 49 minutes by the fastest trains running on the paralleled old railway.[6]
Contents
[hide]
* 1 Specifications
* 2 History
* 3 Dedicated high-speed rail proposal
o 3.1 Technology debate
o 3.2 Engineering challenges
* 4 Construction
* 5 Stations
* 6 References
* 7 External links
[edit] Specifications
The Beijing–Shanghai High-Speed Railway Co., Ltd. is in charge of construction. The project is expected to cost 220 billion yuan (about $32 billion). An estimated 220,000 passengers are expected to use the trains each day,[1] which is double the current capacity.[7] During peak hours there should be a train every five minutes.[7] 1,140 km, or 86.5% of railway is elevated. There are 244 bridges along the line. The 164-km long Danyang–Kunshan Grand Bridge is the longest bridge in the world.,[8] the 114-km long viaduct bridge between Langfang and Qingxian is the second longest in the world, and the viaduct between Beijing's Fourth Ring Road and Langfang is the fifth longest. The line also includes 22 tunnels, totaling 16.1 km. 1,268 km of the length is ballastless.
According to Zhang Shuguang, the deputy chief designer of China's high-speed railway network, the continuous operating speed is expected to be 350 km/h (220 mph), with maximum operating speed up to 380 km/h (240 mph). The average commercial speed from Beijing to Shanghai will be 330 km/h (210 mph) and cut the train travel time from 10 hours to 4 hours.[9] The rolling stock used on this line will be the CRH380 trains. CTCS-3 based train control systems will be used on the line, to fulfill the requirement of 380 km/h of running and the minimum train interval at 3 minutes. 16-car trainset will be used, the power of each trainset will be 20 MW, at capacity of about 1,050 passengers, each passenger from Beijing and Shanghai consumes less than 80 kWh in average.
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