外文翻譯--中國(guó)高速鐵路運(yùn)作管理策略研究

1、<p>　　中文4010字，2500單詞</p><p>　　中國(guó)高速鐵路運(yùn)作管理策略研究</p><p>　　WG Wong1*, BM Han2, L. Ferreira3, XN Zhu4and QX Sun 5</p><p>　　1,2 Department of Civil & Structural Engineering, The H

2、ong Kong Polytechnic University, Hong Kong 3 School of Civil Engineering, Queensland University of Technology, Australia; 4,5 School of Traffic and Transportation, Northern jiao tong University, Beijing </p><p

3、>　　摘要：現(xiàn)在高速鐵路客運(yùn)火車（HST）業(yè)務(wù)最近已經(jīng)推出全球市場(chǎng)。雖然這樣的操作技術(shù)已在300公里每小時(shí)左右的速度，不同的國(guó)家將操作參數(shù)應(yīng)用與每個(gè)程序，操作環(huán)境將成為在中國(guó)實(shí)施HST的業(yè)務(wù)的關(guān)鍵成功因素之一，這可能在中國(guó)被使用。本文比較了三種不同的管理/所有制模式，并對(duì)每個(gè)模型的特點(diǎn)進(jìn)行了分析，提出了利用層次目標(biāo)實(shí)現(xiàn)矩陣方法在中國(guó)發(fā)展HST操作系統(tǒng)的優(yōu)化方案。</p><p>　　關(guān)鍵詞：高速鐵路，鐵路管

4、理，多層次方法</p><p><b>　　1 引言</b></p><p>　　在中國(guó)，目前的經(jīng)濟(jì)環(huán)境有利于建設(shè)高速鐵路。自1993年以來(lái)，中國(guó)政府采取了一系列有效的宏觀調(diào)控措施，旨在降低通貨膨脹率和平滑的步伐經(jīng)濟(jì)的發(fā)展，1997年，國(guó)內(nèi)生產(chǎn)總值增長(zhǎng)的速度保持在8.8％，而通脹率低于3％。然而，占國(guó)內(nèi)生產(chǎn)總值的增長(zhǎng)有所放緩，自1998年開(kāi)始，由于亞洲經(jīng)濟(jì)危機(jī)的影響，

5、政府預(yù)計(jì)將刺激消費(fèi)，增加投資，特別是在基礎(chǔ)設(shè)施上，宏觀經(jīng)濟(jì)環(huán)境提供了一個(gè)很好的機(jī)會(huì)，高速鐵路的發(fā)展。根據(jù)中央政府，從1998年到2002年投資將近30億美元的用于鐵路發(fā)展，年增長(zhǎng)率為6億美元（中國(guó)鐵道部，1998年）的投資。從1998至2000年的每年在公路工程項(xiàng)目的投資超過(guò)20億美元。主要是在不同級(jí)別的政府投資的重點(diǎn)的差異。當(dāng)?shù)卣懈嗟臒崆榘l(fā)展道路，而鐵路基礎(chǔ)設(shè)施，航空運(yùn)輸投資為1.15億美元，這些主要是中央政府的支持（王，199

6、9年）。</p><p>　　從環(huán)境保護(hù)和客運(yùn)服務(wù)水平提高的角度看，HST操作被認(rèn)為是最合適的選項(xiàng)（韓1997年，錢學(xué)森1995年）。特別是對(duì)于中距離的旅行（200?700公里），HST操作比較好出行時(shí)間節(jié)省方面。中國(guó)是一個(gè)幅員遼闊，擁有1.2人口的大國(guó)，因此，優(yōu)先發(fā)展公共交通是一個(gè)非常重要的政策目標(biāo)，它占用最少的土地，擁有大容量和消耗更少的能源，相比私人交通。高速鐵路和民航相比，鐵路具有明顯的優(yōu)勢(shì)，鐵路，作為國(guó)

7、家的重要基礎(chǔ)設(shè)施，促進(jìn)國(guó)家經(jīng)濟(jì)的發(fā)展，國(guó)內(nèi)生產(chǎn)總值增長(zhǎng)了4.45倍，從1978年到1996年，而鐵路的運(yùn)行長(zhǎng)度已經(jīng)只有33％在同一時(shí)期擴(kuò)展（國(guó)家統(tǒng)計(jì)年鑒，1997）。中國(guó)鐵路等級(jí)低于世界100，在鐵路網(wǎng)的密度（軌道每百萬(wàn)平方公里的軌道公里）大規(guī)模的鐵路發(fā)展已被中國(guó)政府列入“第九個(gè)五年計(jì)劃（1996-2000年）”。一個(gè)高速鐵路的建設(shè)北京和上海（BSHSR）之間的優(yōu)先。旨在促進(jìn)經(jīng)濟(jì)發(fā)展，沿線經(jīng)過(guò)大路的一些發(fā)達(dá)的城市，包括最大的城市北京，天

8、津，濟(jì)南，徐州，南京和上海。</p><p>　　高速鐵路是一個(gè)高科技領(lǐng)域，其中包括新材料，新技術(shù)和信息技術(shù)。高速鐵路的建設(shè)不僅提高了鐵路發(fā)展的技術(shù)，也將刺激高科技產(chǎn)業(yè)的發(fā)展。此外，它可以增加需求材料的生產(chǎn)和提供更多的就業(yè)機(jī)會(huì)。</p><p>　　BSHSR在世界上將是最大的高速鐵路，總長(zhǎng)度超過(guò)1300公里。因此，選擇最佳模式的建設(shè)和操作已經(jīng)成為這個(gè)大的基礎(chǔ)設(shè)施項(xiàng)目的成功的一個(gè)關(guān)鍵因素。

9、</p><p>　　自20世紀(jì)70年代以來(lái)，鐵路已進(jìn)入下降的一段時(shí)期，工業(yè)國(guó)家造成的主要有公路和航空的挑戰(zhàn)。為了彌補(bǔ)這種情況，新技術(shù)如高速列車，重載運(yùn)輸和信息技術(shù)等業(yè)務(wù)系統(tǒng)的改革已經(jīng)提出并在軌道交通中已經(jīng)發(fā)揮重要作用（費(fèi)雷拉，1997年）。</p><p>　　在英國(guó)，鐵路改革開(kāi)始于1983年。日本，私有化的國(guó)營(yíng)鐵路建立了7個(gè)鐵路公司，在乘客和貨運(yùn)流量都已取得了重要的增長(zhǎng)。盡管美國(guó)鐵路是

10、私人擁有和經(jīng)營(yíng)超過(guò)500年的鐵路公司，它們的增長(zhǎng)來(lái)源于鐵路的放松控制，運(yùn)作和財(cái)政政策在1976年（蕭，1994年）。</p><p>　　在不同的國(guó)家鐵路改革的重點(diǎn)已經(jīng)把鐵路進(jìn)入運(yùn)輸市場(chǎng)作為獨(dú)立的實(shí)體。與政府之間的關(guān)系運(yùn)輸企業(yè)明確界定。這些模式有兩種主要的工業(yè)化國(guó)家，分裂模式和聚集模式。</p><p>　　中國(guó)鐵路 基于工業(yè)化國(guó)家的經(jīng)驗(yàn)和條件，我們提出了三個(gè)替代方案BSHSR（

11、兩種主要鐵路和傳統(tǒng)的模式）：（一）利用現(xiàn)有的三條鐵路管理局（傳統(tǒng)模式），（二）將業(yè)務(wù)從基礎(chǔ)設(shè)施（分割模式）；（三）結(jié)合鐵路運(yùn)營(yíng)與基礎(chǔ)設(shè)施的聚集模式，建立一個(gè)單一的公司。</p><p>　　應(yīng)當(dāng)指出的是，傳統(tǒng)模式的建設(shè)和運(yùn)營(yíng)有許多缺點(diǎn)，在新的市場(chǎng)經(jīng)濟(jì)環(huán)境需求的情況下。這種模式下，這是基于計(jì)劃經(jīng)濟(jì)體制下，鐵路政策的地區(qū)是改革的主要原因，這一改革的重點(diǎn)是按照現(xiàn)在法規(guī)確定如何建立或重組被合并的企業(yè)。</p>

12、<p><b>　　2 替代</b></p><p>　　兩個(gè)主要的所有權(quán)模在實(shí)踐中正在興起，即，垂直整合鐵路有或沒(méi)有單獨(dú)的內(nèi)部業(yè)務(wù)單位，和垂直分離鐵路與軌道基礎(chǔ)設(shè)施管理和擁有分別由多個(gè)運(yùn)營(yíng)商。在一些國(guó)家分離模型已經(jīng)采用或提議，尤其是在英國(guó)，德國(guó)，荷蘭和瑞典(納什和普雷斯頓1994；簡(jiǎn)頌&Cardebr1989)。歐盟有一個(gè)政策走向分離模型(納什和普雷斯頓1994)。類

13、似的方法已為國(guó)際米蘭在澳大利亞州貨物運(yùn)輸，隨著競(jìng)爭(zhēng)的相關(guān)建議由聯(lián)邦和州政府采用(希爾默等人，1993)。</p><p>　　2.1 傳統(tǒng)模式下（鐵路管理執(zhí)行局三）</p><p>　　根據(jù)中國(guó)現(xiàn)行鐵路管理體制，北京—上海經(jīng)典鐵路屬于三個(gè)鐵路管理局(RAB)，分別為北京RAB，濟(jì)南RAB和上海RAB(見(jiàn)圖1)。北京—上海高速鐵路可以分為三個(gè)部分在三個(gè)管理局。 圖1 北京—上海之間的高速鐵路

14、的位置</p><p><b>　　優(yōu)點(diǎn)：</b></p><p>　　● 這將是行政決策局更好的選擇，目前，主要的RAB的收入來(lái)自于客運(yùn)，傳統(tǒng)的鐵路北京—上海專線（每天運(yùn)行超過(guò)200個(gè)旅客列車）在客運(yùn)運(yùn)輸中起著重要的作用，如果實(shí)施BSHSR，客運(yùn)和貨運(yùn)交通量會(huì)顯著增加。</p><p>　　● 簡(jiǎn)單經(jīng)典的鐵路和高速鐵路的易于協(xié)調(diào)，因?yàn)閮?/p>

15、個(gè)鐵路將有相同的所有者，它會(huì)更容易協(xié)調(diào)的貨運(yùn)和客運(yùn)列車的運(yùn)營(yíng)。北京—上海高速鐵路上將有兩種類型的旅客列車，分別是：中速列車（MST）和高速列車（韓等人，1993年和胡1998年）。中速列車（最大速度160公里/小時(shí)）將在常規(guī)鐵路和部分高速鐵路中運(yùn)行。 MST上BSHSR的必要性主要是由于：（一）貨運(yùn)北京—上海沿線的運(yùn)輸量是相當(dāng)高的，需求穩(wěn)步增加。為了平衡BSHSR和并行常規(guī)鐵路，大多數(shù)旅客列車應(yīng)該對(duì)前者操作；（二）旅客列車的鐵路網(wǎng)絡(luò)結(jié)構(gòu)

16、的速度是160公里/小時(shí)；（三）所有旅客列車高速列車組，將需要投入大量的資金。</p><p><b>　　缺點(diǎn)：</b></p><p>　　● 由于RAB是不負(fù)責(zé)的新基礎(chǔ)設(shè)施的資金，按照目前的政策，項(xiàng)目的資金將 來(lái)自其他來(lái)源。</p><p>　　● 這將不利于現(xiàn)代企業(yè)制度的建立和移動(dòng)，將成為市場(chǎng)經(jīng)濟(jì)環(huán)境下的高速鐵路。</

17、p><p>　　2.2 分割模式（從基礎(chǔ)設(shè)施分離操作）</p><p>　　在垂直整合模式下，運(yùn)營(yíng)商和跟蹤業(yè)主之間往往有一個(gè)客戶服務(wù)提供商的關(guān)系。基礎(chǔ)設(shè)施提供商和服務(wù)商的存在是為了提供其客戶需要的資料。后者可能包括數(shù)個(gè)業(yè)務(wù)單位，如乘客服務(wù)和各類貨運(yùn)服務(wù)，在某些情況下，各業(yè)務(wù)組“擁有”其自己的軌道段，被劃分在主要用戶的基礎(chǔ)上，其中包括運(yùn)營(yíng)商可能征收使用費(fèi)，非主要用戶使用的是內(nèi)部成本轉(zhuǎn)移系統(tǒng)，旨在

18、實(shí)現(xiàn)問(wèn)責(zé)制和“物有所值”的結(jié)果。有人認(rèn)為，其中一個(gè)垂直整合模式的弊端是容易無(wú)力且相當(dāng)適應(yīng)經(jīng)營(yíng)競(jìng)爭(zhēng)對(duì)手形成新的進(jìn)入者，共享一個(gè)共同的軌道基礎(chǔ)設(shè)施。如果現(xiàn)有的鐵路系統(tǒng)是公有的，它是可以通過(guò)政府的直接干預(yù)打開(kāi)跟蹤新進(jìn)入者。然而，在處理潛在的競(jìng)爭(zhēng)對(duì)手的公平問(wèn)題時(shí)，就需要嚴(yán)格的合同安排相關(guān)的成本和服務(wù)質(zhì)量。條款和操作條件跟蹤訪問(wèn)需要延伸到列車調(diào)度規(guī)則。</p><p>　　與此相反，作為一種增加在鐵路部門的競(jìng)爭(zhēng)垂直分隔的模

19、型已被提出，以及將鐵路，公路等基礎(chǔ)設(shè)施的投資放在平等的基礎(chǔ)上操作的主要目的是分離的軌道。在英國(guó)，以更低的成本改善客戶服務(wù)，因此以確保在提供服務(wù)方面的競(jìng)爭(zhēng)。隨著競(jìng)爭(zhēng)的尚未實(shí)現(xiàn)的實(shí)踐中，分離的好處可能是相對(duì)較小的成本損失協(xié)調(diào)和交易成本，如合同規(guī)范和執(zhí)法（道奇森，1995年）。根據(jù)Buzelius等人（1994年），鐵路的垂直距離瑞典鐵路縱向分離功能已導(dǎo)致在一個(gè)降低的軌道業(yè)主所提供的服務(wù)質(zhì)量。這種模式嚴(yán)重的影響整體鐵路運(yùn)營(yíng)的生產(chǎn)率，鑒于鐵路業(yè)

20、務(wù)的性質(zhì)，其靠近獨(dú)立的投資。此外，新進(jìn)入一個(gè)壟斷軌道業(yè)主代理實(shí)現(xiàn)商業(yè)目標(biāo)合同談判的議價(jià)能力，需要得到充分保障。列車運(yùn)營(yíng)商的競(jìng)爭(zhēng)壓力，正在尋求通過(guò)這種模式，是在缺席的基礎(chǔ)設(shè)施的危險(xiǎn)供應(yīng)商。</p><p>　　采用的最有效的組織模式，需要考慮到鐵路組織的具體目標(biāo)，以及效率的現(xiàn)有水平，價(jià)格和客戶服務(wù)，正如費(fèi)雷拉所述（1997年b）。</p><p>　　在垂直分離模式下，基礎(chǔ)設(shè)施和列車運(yùn)營(yíng)要獨(dú)

21、立管理。由于大量的投資需要一個(gè)事實(shí)，社會(huì)的效益也是相當(dāng)可觀的，政府通常會(huì)提供支持建設(shè)高鐵。同時(shí)，客運(yùn)公司（PTC）將管理操作HSR。這種方法的結(jié)構(gòu)如圖2所示。</p><p>　　圖2 分離模式的替代結(jié)構(gòu)</p><p><b>　　優(yōu)點(diǎn):</b></p><p>　　分割模式模型可以從擁有固定的基礎(chǔ)設(shè)施的沉重負(fù)擔(dān)，鐵路運(yùn)輸企業(yè)的釋放，并允許

22、他們?cè)谑袌?chǎng)上公平競(jìng)爭(zhēng)；</p><p>　　該模型將提供一個(gè)明確的公司和政府之間的關(guān)系；</p><p>　　有利于成本控制和提高商業(yè)利潤(rùn)的潛力。</p><p><b>　　缺點(diǎn)：</b></p><p>　　政府需要投入足夠的資金來(lái)承擔(dān)項(xiàng)目的成本；</p><p>　　需要協(xié)調(diào)PTC和IC的關(guān)

23、系，以及PTC效應(yīng)和相對(duì)史之間的關(guān)系；</p><p>　　基礎(chǔ)設(shè)施投資回報(bào)期延長(zhǎng)。</p><p>　　客運(yùn)公司可以采取兩種形式：</p><p>　　直接合股公司，在這種模式下，相應(yīng)的鐵路管理局成為主要的合作伙伴參與日常業(yè)務(wù)，這將促進(jìn)高鐵與常規(guī)列車運(yùn)行的協(xié)調(diào)軌道；</p><p>　　最初，一個(gè)有限的高鐵公司將形成，在稍后階段這可以被轉(zhuǎn)換

24、為一個(gè)高鐵合股公司。</p><p>　　IC和RAB與PTC的經(jīng)濟(jì)關(guān)系：</p><p>　　PTC將負(fù)責(zé)高鐵的運(yùn)作，包括市場(chǎng)營(yíng)銷，火車運(yùn)營(yíng)管理，票務(wù)等技術(shù)管理。 IC將采取負(fù)責(zé)基礎(chǔ)設(shè)施，通信信號(hào)設(shè)備的維護(hù)，電源設(shè)備，以及物業(yè)發(fā)展。它會(huì)在PTC征收費(fèi)用為高鐵的職業(yè)工資的一部分。一定的費(fèi)用也將被RAB征收，中速列車的RAB將使用高速鐵路。他們的關(guān)系可以在圖3中被描述。</p>

25、<p>　　圖3 IC，PTC和RAB的經(jīng)濟(jì)之間的關(guān)系</p><p>　　2.3 綜合模式(鐵路運(yùn)營(yíng)與基礎(chǔ)設(shè)施管理的結(jié)合)</p><p>　　這種模式在世界各地的鐵路運(yùn)輸中仍然是非常普遍的，對(duì)基礎(chǔ)設(shè)施和列車運(yùn)營(yíng)進(jìn)行管理并擁作為一個(gè)單一的實(shí)體。所有的功能，如高鐵的建設(shè)、維護(hù)和運(yùn)行，將會(huì)由一個(gè)高速鐵路組（HSRG）承擔(dān)。HSRG的結(jié)構(gòu)如圖4所示。</p>&l

26、t;p>　　圖4 綜合模式的結(jié)構(gòu)</p><p><b>　　優(yōu)點(diǎn)：</b></p><p>　　● 促進(jìn)法人公司的建立和允許高速鐵路集團(tuán)（HSRG）成為一個(gè)自我經(jīng)營(yíng)、自我獲利的實(shí)體；</p><p>　　● 促進(jìn)高速鐵路的所有功能的整合；</p><p>　　● 降低內(nèi)部交易成本。</p><

27、;p><b>　　缺點(diǎn)：</b></p><p>　　● 由于大量資本的投資，這不利于競(jìng)爭(zhēng)機(jī)制的建立；</p><p>　　● 不允許對(duì)成本控制的分析和分割模式進(jìn)行比較。</p><p>　　高速鐵路集團(tuán)的形式：</p><p>　　有兩種方法來(lái)建立一個(gè)HSRG，其中一個(gè)是直接創(chuàng)建合股公司，這將需要一段時(shí)間對(duì)相關(guān)合

28、作伙伴進(jìn)行資產(chǎn)評(píng)估；第二種方法是創(chuàng)建高鐵有限公司，然后在高鐵的稍后日期將其轉(zhuǎn)換為合股公司。</p><p>　　HSRG和RABS之間的經(jīng)濟(jì)關(guān)系：</p><p>　　HSRG是將有關(guān)的所有事項(xiàng)負(fù)責(zé)高速鐵路。利用常規(guī)的鐵路銷售網(wǎng)絡(luò)，HSRG，可以節(jié)省投資并且可能更有效，唯一的缺點(diǎn)是代理費(fèi)支付給了RAB。 HSRG，將對(duì)傳統(tǒng)的鐵路設(shè)備使用支付費(fèi)，如車站、汽車站等。另一方面，RAB的中速列車從

29、高速鐵路借款，因此他們會(huì)付錢給HSRG。</p><p><b>　　參考文獻(xiàn)</b></p><p>　　[1] Cannon, M.E., Schwarz, K.P., Wei, M., A consistency test of airborne GPS using multiple monitor stations, Bulletin Géod&#

30、233;sique, 66(1): 2-11(1992). </p><p>　　[2] Colombo, OL, Evans, AG., Testing decimeter-level, kinematic, differential GPS over great distances at sea and on land, Proceedings of IO N GPS 1998, 15-18 Sept, N

31、ashville, Te nnessee, USA, pp 1257-1264(1998). </p><p>　　[3] Castleden, N., Hu, G.R., Abbey, D.A., Weihing D., Ovstedal O., Earls C.J., Feathersto ne W.E., Recent results of long-range airborne kinematic GPS

32、 positioning research at the Western Australian Center for Geodesy, The 2004 International Symposium on GNSS/GPS, Sy dney, Australia, 6– 8 December (2004). </p><p>　　[4] Gao,Y., Shen, X., Improving ambigui

33、ty convergence in carri er phase-based precise point positioning. Proceedings of ION GPS 2001, 11-14 September, Salt Lake City, Utah, USA, pp 1532-1539 (2001). </p><p>　　[5] Han, S., Carrier phase-based long

34、-range GPS kinematic pos itioning. PhD Dissertation, School of Geomatic Engineering, The University of New South Wales, Sydney, Australia (1997). </p><p>　　[6] Han, S., Rizos, C., Sea surface determ ination

35、 using long-ra nge kinematic GPS positioning and Laser Airborne Depth Sounder techniques. Marine Geodesy, 22:195- 203 (1999). </p><p>　　[7] Kouba, J., Héroux, P., Precise Point Positioning using IGS o

36、rbit and clock products. GPS Solutions, 5(2): 12-28 (2001). </p><p>　　[8] Mohamed,M., Mostafa, R., Precise Airborne GPS Positi oning Alternatives for the Aerial Mapping Practice, From Pharaohs to Geoinformat

37、ics FIG Working Week 2005 and GSDI-8,Cairo, Egypt, April 16-21(2005). </p><p>　　[9] Zhang and Andersen, Surface ice flow velocity and tide retrieval of the Amery ice shelf using precise point positioning, J

38、, Geod., 80: 171–176,DOI 10.1007/ s00190-006-006 2-8(2006). </p><p><b>　　原文：</b></p><p>　　Wong, W.G., Han, B.M., Ferreira. L., Zhu, X.N. and Sun, Q.X.(2002). Evaluation of management

39、 strategies for the operation of high-speed railways in China. Transportation Research, Part A (36), 277-289.</p><p>　　Copyright 2002 Elsevier</p><p>　　Evaluation of Management Strategies for th

40、e Operation of</p><p>　　High-Speed Railways in China</p><p>　　WG Wong1*, BM Han2, L. Ferreira3, XN Zhu4 and QX Sun 5</p><p>　　1,2 Department of Civil & Structural Engineering, T

41、he Hong Kong Polytechnic University, Hong Kong</p><p>　　3 School of Civil Engineering, Queensland University of Technology, Australia;</p><p>　　4,5 School of Traffic and Transportation, Northern

42、 Jiaotong University, Beijing</p><p><b>　　Abstract</b></p><p>　　High-Speed Train (HST) operations have recently been introduced in rail passenger</p><p>　　transportation

43、 markets worldwide. Although the technologies for such operations have</p><p>　　levelled at speeds of around 300 km/h, the operating parameters to be adopted in each</p><p>　　application will di

44、ffer from country to country. The operating environment will be one of the crucial success factors for the implementation of HST operations in China. This paper compares three different management/ownership models which

45、might be used in China.The paper analyzes the characteristics of each model and proposes an optimal plan of an operational system to develop HST operations in China by using a hierarchy goals achievement matrix approach.

46、</p><p>　　Keywords: High-Speed Railway, Railway Management, Hierarchy Method.</p><p>　　1. Introduction</p><p>　　The current economic environment in China is conducive to the constru

47、ction of high-speed railways. Since 1993, the Chinese government has adopted a series of effective macro-economic measures aimed at reducing the inflation rate and smoothening the pace of economic development. In 1997, t

48、he rate of increase of GDP remained at 8.8%, while the inflation rate was less than 3%. However, the increase in the GDP has slowed down since the beginning of 1998 due to the influence of the Asian economic cri</p>

49、;<p>　　From the point view of environmental protection and improvement in the service level of passenger transport, HST operations are thought to be the most appropriate option (Han 1997, Qian 1995). Especially fo

50、r middle distance journeys (200~700 kilometers), HST operations compare well in terms of travel time savings. China is a vast country with a population of 1.2 billion and with limited cultivable land. Thus, it is an esse

51、ntial policy objective to develop public transportation, which occupies th</p><p>　　The development of railways on a large scale has been included in the “9th Five - Year Plan (1996-2000)” by the Chinese gov

52、ernment. The construction of a high-speed railway between Beijing and Shanghai (BSHSR) has priority. This project is aimed at promoting the economic development of a corridor along the BSHSR, the most developed belt in t

53、he Mainland, including the biggest cities such as Beijing, Tianjin, Jinan, Xuzhou, Nanjing, and Shanghai.</p><p>　　High-speed railways is a high technology domain, which includes new materials, new technique

54、s and information technology. The construction of high-speed railways will not only improve the technology of railway development, but will also stimulate the development of high technology industries. In addition, it ca

55、n increase the demand for material production and provide additional employment opportunities. </p><p>　　The BSHSR will be the largest high-speed railway project in the world with a total length of more than

56、 1300 km. Thus, choosing an optimal mode of construction and</p><p>　　operation has become a key factor for the success of this large infrastructure project.</p><p>　　Since the 1970s, railways h

57、ave entered a period of decline in industrial countries caused mainly by the challenge of road and air. In order to remedy this situation, new technologies such as high-speed trains, heavy-haul transport and information

58、techniques have been developed. Reforms of operational systems has been put forward and are beginning to play an important role in rail transportation (Ferreira, 1997a).</p><p>　　In England, railway reform b

59、egan in 1983. Japan, which privatised the state railway and established seven railway corporations, has achieved important growth both in passenger and freight flows. Although US railways are privately owned and operated

60、 by more than 500 railway companies, their growth was stimulated by the loosening of control of railway facilities, operation and finance policies in 1976 (Xiao, 1994). </p><p>　　The focus of railway reform

61、in different countries has been putting railways into transport market as independent entities. The relationship between the government and the transport enterprises is clearly defined. There are two principal modes for

62、these industrialised countries, the split mode and the aggregative mode.</p><p>　　Based on the experience of industrialised countries and the conditions of Chinese railways, we proposed three alternatives fo

63、r BSHSR (two principal modes for railway operations and the traditional mode): (a) using the existing three railway administrative bureaux (traditional mode); (b) Separating operations from infrastructure (split mode); (

64、c) Combining rail operations with infrastructure (aggregative mode) and creating a single corporation. </p><p>　　It should be noted that the traditional mode of construction and operation has many disadvanta

65、ges in meeting the needs of a new market economy environment. This mode, which is based on the planned economy system, is the main reason for reforms in the railway policy area. The focus of this reform is to determine h

66、ow to establish or reorganize the incorporated enterprises in accordance with modern economic regulations.</p><p>　　2. Alternatives</p><p>　　Two main ownership models are emerging in practice, n

67、amely, the vertically integrated railway with or without separate internal business units, and the vertically separated railway with track infrastructure managed and owned separately by multiple operators. The separation

68、 model has been adopted or proposed in some countries, notably in Great Britain, Germany, the Netherlands and Sweden (Nash & Preston 1994; Jansson & Cardebring 1989). The European Union has a policy of moving tow

69、ards the separa</p><p>　　2.1. Traditional mode (executed by three railway administrative bureaux)</p><p>　　According to the present railway administrative system in China, the Beijing Shanghai c

70、lassic railways belongs to three railway administrative bureaux, (RAB), RAB of Beijing, RAB of Jinan and RAB of Shanghai, respectively (see Figure 1). The Beijing – Shanghai High-speed Railway could be divided into three

71、 sections with each being administered by one of the three bureaux.</p><p>　　Figure 1 Position of High-speed Railway between Beijing-Shanghai</p><p>　　Advantages:</p><p>　　This woul

72、d be the preferred option of the railway administrative bureaux. Currently, the major revenues of the RABs come from passenger transportation. The conventional railway of Beijing – Shanghai plays an important role in pas

73、senger transportation (more than 200 passenger trains are operated per day). If the BSHSR were implemented, the traffic volume for both passengers and freight would increase significantly.</p><p>　　Ease of c

74、oordination of the classic railway and the high-speed railway. Because both railways would be operated by the same owner, it would be easier to coordinate the freight and passenger train operations. There would be two ty

75、pes of passenger trains on the high-speed railway between Beijing and Shanghai,namely: the medium speed train (MST) and the high-speed train (Han et al, 1993 and Hu 1998). The medium speed trains (with maximum speeds of

76、160 km/h) would operate partially on conventional r</p><p>　　Disadvantages:</p><p>　　Since the RAB is not responsible for new infrastructure funding according to current policy, funding for the

77、project would have to come from other sources. It would not favour the establishment of a modernized enterprise system and move high-speed railways into a market economy environment.</p><p>　　2.2. Split mod

78、e (separating operations from infrastructure)</p><p>　　Under the vertically integrated model, operators and track owners tend to have a customer-service provider relationship. The infrastructure provider exi

79、sts to service the needs of its client(s). The latter may consist of several business units such as passenger services and various types of freight services. In some cases, each business group ‘owns’ its own track segmen

80、ts, which are divided amongst operators on the basis of major user. User charges may be levied to non-main users using an intern</p><p>　　of fairness in dealing with potential competitors, would require stri

81、ct contractual arrangements related to costs and service quality. The terms and operating conditions of track access need to extend to train dispatching rules.</p><p>　　In contrast, the vertically separated

82、model has been put forward as a way of increasing competition in the rail sector, as well as placing rail and road infrastructure investment and operations on an equal footing. The main stated aim of the separation of tr

83、ack from operations in Great Britain was to ensure competition in service provision and hence improved customer service at lower costs. As competition has not yet materialised in practice, the benefits of separation may

84、turn out to be small r</p><p>　　productivity of rail operations, given the nature of the railway business, with its close independence of investments. In addition, the bargaining power of new entrants to neg

85、otiate contracts with a monopoly track owner acting to achieve commercial objectives, needs to be adequately safeguarded. The competitive pressures on train operators, which are being sought through this model, are in da

86、nger of being absent to the infrastructure provider.</p><p>　　The most effective organisational model to be adopted needs to take into account the specific aims of the railway organisation(s), as well as the

87、 existing levels of efficiency, prices and customer service, as discussed in Ferreira (1997b).</p><p>　　Under the vertical separation model, infrastructure and train operations would be managed independently

88、. Because of the large investment needed and the fact that the social benefit is considerable, the government should usually provide support for the construction of HSR. Meanwhile, a Passenger Transportation Corporation

89、(PTC) would manage the operation of HSR. The structure of this approach is shown in Figure 2.</p><p>　　Figure2Structure of Split Mode Alternative</p><p>　　Advantages:</p><p>　　The s

90、plit mode model enables the release of railway transportation enterprises from the heavy burden of owning fixed infrastructure and allows them to compete fairly in the market place;</p><p>　　This model would

91、 provide for a clearly defined relationship between the companies and the government;</p><p>　　Facilitates cost control and hence increases the potential for commercial profits.</p><p>　　Disadva

92、ntages:</p><p>　　The government would need to invest sufficient funds to bear the costs of the project;</p><p>　　The need to coordinate the relationship between the PTC and IC, as well as the re

93、lationship between the PTC and the relative RABs;</p><p>　　Prolonged payoff period of investment in infrastructure.</p><p>　　The Passenger Transportation Corporation could take two possible form

94、s:</p><p>　　(a) A directly joint stock corporation. Under this model, the corresponding railway administrative bureaux become the main partners and participate in the daily business. This would facilitate th

95、e coordination of train operation both on HSR and on conventional track; and</p><p>　　(b) Initially, a limited HSR company would be formed. This could be converted to a joint stock corporation of HSR at a la

96、ter stage.</p><p>　　Economic relationship between PTC, IC and RAB</p><p>　　The PTC would take charge of the operation of the HSR, including marketing, train operations management, ticketing and

97、other technical management. The IC would take charge of the maintenance of infrastructure, communication and signalling equipment, power supply equipment, as well as property development. It would impose a fee on the PTC

98、 to partially pay for the occupation of HSR. Certain fees would also be imposed on the RAB, as the medium speed trains of the RAB would use the high-speed railwa</p><p>　　Figure 3. Economic relationships amo

99、ng IC, PTC and RABs</p><p>　　2.3. Aggregative mode (combining train operations with infrastructure management)</p><p>　　This mode is still very popular in railway transportation around the world

100、, as the infrastructure and train operations are managed and owned as a single entity. All functions, such as construction, maintenance and operation of HSR, would be undertaken by a high-speed railway group (HSRG). The

101、structure of the HSRG is shown in Figure 4.</p><p>　　Figure 4. Structure of aggregative mode</p><p>　　Advantages:</p><p>　　Facilitates the establishment of an incorporated company a