Bijaknya UMNO/BN meng'kurus'kan perbendaharaan negara.. bandingkan kos bagi pembinaan landasan keretapi ini..
Kos bagi pembinaan landasan MRT Sungai Buloh sepanjang 150Km berjumlah RM50 Billion atau lebihkurang USD17 Billion atau USD133Juta perlu dibelanjakan bagi setiap Kilometer.
Tetapi kos yang dibelanjakan oleh Kerajaan China yang menghukum mati dengan ditembak dikepala bagi setiap pesalah rasuah, bagi membina landasan sepanjang 1,318 Km adalah USD22 Billion, purata bagi setiap Kilometer adalah USD16 Juta sahaja..
Perlu diketahui landasan yang dibina ialah landasan untuk Keretapi paling laju di dunia dengan kelajuan mencecah 350Km/J spesifikasinya sudah tentu jauh lebih baik dari MRT itu..
Kenapa agaknya ya.. kalau nak dikatakan kos buruh kita lebih mahal dari kos buruh di China kebanyakkan pekerja yang terlibat adalah warga asing yang dibayar murah..
Nak kata kos material kita mahal.. kenapa kita tidak import dari China material yang dikatakan mahal itu?
Anggaran diatas dibuat ketika nilai bagi 1 US Dollar (USD) = 2.9411 Malaysian Ringgit (MYR) harap maklum..
Nilai sekarang sila convert di SINI
MRT project cost now estimated to reach RM50b
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.
Full report please read HERE
*******************Beijing–Shanghai High-Speed Railway
From Wikipedia, the free encyclopedia
The Beijing–Shanghai High-Speed Railway (or Jinghu High-Speed Railway from its Chinese name) is a 1,318-kilometre (819 mi) long high-speed railway that connects two major economic zones in the People's Republic of China: the Bohai Economic Rim and the Yangtze River Delta.Construction began on April 18, 2008, and a ceremony to mark the completion of track laying was held on November 15, 2010. The line opened to the public for commercial service on June 30, 2011. This rail line is the world's longest high-speed line ever constructed in a single phase.
Under the former Minister of Railways, Liu Zhijun, the railway line was the first one designed for 380 km/h commercial running. The non-stop train from Beijing South to Shanghai Hongqiao was expected to finish the 1,305 kilometres (811 mi) journey in 3 hours, 58 minutes, averaging 329 kilometres per hour (204 mph), making it the fastest scheduled train in the world, compared to 9 hours, 49 minutes by the fastest trains running on the parallel old railway. However, following Liu Zhijun's dismissal in February 2011, several major changes were announced.
First, trains would be slowed down from 380 km/h (236 mph), and instead would be limited to 300 km/h (186 mph), reducing operating costs. At this speed, the fastest trains would take 4 hours, 48 minutes for the journey from Beijing South to Shanghai Hongqiao, with one stop in Nanjing South.Additionally, a slower class of trains running at 250 km/h (155 mph) would be operated, making more stops and with lower fares. In August 12 2011, due to often experienced delays caused by equipment problems, 54 of the train's CRH380BL cars were withdrawn by the producer.
The Beijing–Shanghai High-Speed Railway Co., Ltd. was in charge of construction. The project was expected to cost 220 billion yuan (about $32 billion). An estimated 220,000 passengers are expected to use the trains each day,which is double the current capacity.
During peak hours, trains should run every five minutes. 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, 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 designed continuous operating speed is 350 km/h (217 mph), with a maximum speed of up to 380 km/h (236 mph). The average commercial speed from Beijing to Shanghai was planned to be 330 km/h (205 mph), which would have cut the train travel time from 10 hours to 4 hours.
The rolling stock used on this line consists mainly of CRH380 trains. The CTCS-3 based train control system is used on the line, to allow for a maximum speed of 380 km/h of running and a minimum train interval of 3 minutes. With power consumption of 20 MW and capacity of about 1,050 passengers, the energy consumption per passenger from Beijing to Shanghai should be less than 80kWh.