a****h
发帖数: 6153 | 1 巴黎-里昂
东京-大阪
中国有几条盈利，还是未知数。 | a****h
发帖数: 6153 | 2 From a financial standpoint, only two HSR lines in the world are profitable:
Paris-Lyon in France
and Tokyo-Osaka in Japan. A third line, Hakata-Osaka in Japan, breaks even.
The majority of
high-speed rail lines require large government subsidies from both general
taxpayers and drivers.
Even with generous subsidies, traveling by high-speed rail is still more
expensive than flying for
12 of the 23 most popular high-speed rail routes in the world—regardless of
whether the traveler
purchases a ticket in advance or only a week before travel. Flying would be
cheaper on some other
routes if they were served by discount airlines. For routes that are less
than 150 miles, intercity
coach buses are much cheaper and take only slightly longer than high-speed
trains. The evidence
suggests that HSR can only be competitive on routes that are between 200 and
500 miles in length.
HSR is very expensive to build. The earliest routes, such as Tokyo-Osaka,
cost less than $5 million
per mile. Most newer routes cost at least $10 million per mile to construct.
Clearly, the more
expensive the line is to build, the more difficult it will be to break even.
While operating costs
vary, the cheapest European rail line costs more than $50,000 per seat to
operate annually. And
U.S. rail ridership is not guaranteed. Rail experts estimate that a U.S. HSR
line would need
ridership of between 6 million and 9 million people per year to break even.
Compare that to the
high-speed Acela service, which despite operating in the busy Northeast
Corridor averages only
3.4 million passengers per year. |
|
