【新唐人2011年7月2日訊】連接北京和上海的「京滬高鐵」6月30號首次運行。輿論普遍認為，「京滬高鐵」於中共建黨90週年前夜開通，包含了當局的宣傳目地。而體制內專家表示，一般媒體和民眾卻把目光聚焦在高鐵的安全性和高票價、鐵道部的貪污腐敗以及債務危機上。請看詳細內容。
據大陸媒體報導，「京滬高鐵」全長1318公里，08年4月開工。2007年的工程概算2209億元人民幣，早已超出三峽工程的投資金額。
而到2020年底，中國大陸高鐵線路將擴大到16000公里。鐵道部副部長胡亞東日前表示，「京滬高鐵」是按照350公里的技術標準建造的。
鐵道部原副總工程師周翊民曾全程參與中國高鐵的工作。他指出，中國高鐵是進口日本和德國的，這些國外高鐵公司出售的列車最高運行時速只能是300公里。而鐵道部卻將試驗速度宣傳成自己的創新。
上海交通大學土木工程系黃醒春教授解釋說，在結構和性能沒有變動時就提高速度，是在犧牲安全保障。
而香港理工大學土木工程教授殷建華曾參與京滬高鐵監測。他看到，北京到天津的地段中因為人工抽水導致橋墩下沉。
北京交通大學教授趙堅指出，時速300公里的高鐵，如果路面沉降超過15毫米，就開不到這個速度。
高鐵的安全隱患沒有解決，鐵道部又在近期傳出了貪污腐敗，許多人懷疑，貪腐，與高鐵的品質和安全之間，有著直接的關係。
目前中國的高鐵，主要是今年2月落馬的原鐵道部長劉志軍積極實施的，大陸媒體報導，劉志軍在高鐵建設中涉嫌貪污8億元。此外，原鐵道部總工程師張曙光已被雙規，媒體披露，他在海外有28億美元存款。
《華爾街日報》曾報導，高鐵業內的專家曾對路基所用的水泥強度提出質疑，一位大陸經濟學者匿名向海外媒體透露，高鐵的工程建設中腐敗嚴重，工程品質不可靠。
由於這些隱憂，大陸鐵道部已經被迫減低高鐵的運行速度，並暫停修建某些路線。
近年來，世界銀行已為中國在軌道設備方面提供了8億美元貸款。中共當局計劃到2015年對高鐵投資3500億元。交通大學教授趙堅警告說，2015年鐵道部將面臨「債務危機」。
北京交通大學運輸經濟理論與政策研究所副所長 李紅昌表示，高鐵如何填補虧損負債，除了自身要發展提高，另一個只能是依賴國家援助。
李紅昌：「依靠金融機構的支撐和國家的支助，國家減免債務啊，獲這進行補貼，銀行展期等等，鐵路運營，我們將來還是需要國家經濟支助。」
交通大學教授趙堅則認為，鐵路是一種大運量輸的交通工具，應該面對中低收入的群體。現在面對小眾並且還需要國家大量補貼。他分析，從2007年底已經批准的項目中看，鐵道部的債務為1.2萬億，而鐵道部自身的資產不足一萬億。這樣的金融風險是無法償還的。
不少中國老百姓也對高鐵的高票價感到不滿。京滬高鐵的最低票價接近600元。27號，一位京滬高鐵試乘者表示，高鐵更適合出差的商務人員乘坐。
北京交通大學運輸經濟理論與政策研究所副所長李紅昌：「鐵路的屬性一個方面是具有企業性，另外一個方面具有公益性，那麼這是一個如何統籌的，如何平衡的問題，不能因為高速列車的發展，就否定大部分老百姓對普通的列車的需求。」
大陸的高鐵問題，突顯了經濟成長策略的缺陷。有報導評論說，昂貴的高鐵票價不僅加深中國的貧富差距，並且讓未來幾年整體預算吃緊。經濟學家認為，大陸將因此更依賴以國內投資來提高GDP，這樣會延遲對國內的消費和服務業的經濟轉型目標。
新唐人記者趙心知、王明宇採訪報導。
The Four “Highs” of China』s High-Speed Rail
On June 30, the Beijing-Shanghai high speed rail
began its operations.
Media generally believe that it was propaganda that
the high speed rail went into operation on the eve of
Chinese Communist Party』s (CCP) 90th anniversary.
However, the public only focus on the high-speed rail』s
high safety risk and high ticket price issues,
corruption-ridden Railway Ministry and its debt crisis.
Let』s take a look at the report.
As per the media, the construction of the 1318-km
Beijing-Shanghai high-speed rail began in April 2008.
As of 2007, its budget was RMB 221 billion,
exceeding the budget of the Three Gorges Dam project.
By the end of 2020, China』s high-speed rail will
have expanded to a total of 16,000 km.
Hu Yadong, deputy minister of Railway Ministry said,
the trains on this railway could reach 350 km/h.
Zhou Yimin, ex-chief engineer of Ministry of Railways
said, China』s high-speed rail system was imported
from Japan and Germany.
Their bullet trains』 maximum speed is 300 km/h,
but the Ministry used the test speed of 350 km/h
to claim the railway as its own innovation.
Huang Xingchun, professor of civil engineering at
Shanghai Jiaotong University explained, it sacrifices
safety to increase speed without structural changes.
Yin Jianhua, professor of civil engineering at
Hong Kong Polytechnic University, participated in
a monitoring project of the railway. He said that
he witnessed pier sinking during the construction.
Beijing University』s professor Zhao Jian pointed out,
for a 300 km/h railway, if sinking exceeds 15 mm,
it is impossible for the train to reach this speed.
Besides safety issues, corruption issues also surfaced.
Many people believe that corruption is closely related
to the quality and safety of the high-speed railway.
China』s high-speed rail was built under the direction
of ex-Minister Liu Zhijun who reportedly embezzled
RMB 800 million from the high-speed railway project.
Ex-chief engineer Zhou Shuguang is under investigation.
He reportedly possesses USD2.8 billion overseas.
Wall Street Journal once reported that some experts
questioned the quality of cement used in the roadbed.
An anonymous economist in China told overseas media,
severe corruption existed during the construction and
the quality of the project is not reliable.
For these reasons, the authorities have ordered to
run the bullet trains at a lower speed and temporarily
suspended the construction of some parts in the project.
World Bank has provided USD800 million loans
to China for constructing the high-speed railway.
By 2015, the investment will have reached RMB 350 bn.
Professor Zhao Jian warned that the Ministry of Railways
would run into a “debt crisis” in 2015.
Beijing Jiaotong University associate director
Li Hongchang said, besides its own development,
the high-speed railways can only rely on state support
to pay its debts.
Li Hongchang: It will reply on the financial support
of the government to reduce its debts,
such as official subsidies, bank loan extensions, etc.
This is something it will need to do in the future.
Professor Zhao Jian said, railways aiming at volume
transportation should target at middle/low classes,
rather than the small group of wealthy people.
It already requires a huge subsidy from the state.
He said, as per the 2007 data, the Ministry of Railways
owed a debt of RMB 1.2 trillion, but its own assets
were less than this amount. The financial risk is too high.
Many Chinese people are discontent about
the high ticket prices of the high-speed rail.
The lowest ticket price from Beijing to Shanghai is
almost RMB 600. On June 27, a passenger said
the high-speed rail is more suitable for businesspeople.
Li Hongchang: Railways should be suitable to
both enterprises and public services.
It requires a balance between the two.
High-speed rail development should not disregard
the needs of the majority of ordinary folks.
China』s high-speed rail problem accentuates
a defect in the policy for economic development.
Some comments said, the high prices will widen
the wealth gap and tighten the budget in China .
Economists believe, China will reply more on internal
investments to boost the GDP, which will delay
the economic transition of domestic consumption
and service sectors.
NTD reporters Zhao Xinzhi and Wang Mingyu
