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美國磁懸浮列車項目差錢差技術

美國磁懸浮列車項目差錢差技術

Michael Fitzpatrick 2014-02-12
日本即將推出超高速磁懸浮列車服務,還打算向國外出售這種高新技術。美國有興趣,但光靠興趣不夠,這項工程還需要技術和大量的資金支持。美國在這兩方面都嚴重缺乏。

????拜磁懸浮技術所賜,列車運輸終于趕上了我們對21世紀旅行充滿未來感的夢想。日本即將采用磁懸浮服務加強自己最繁忙的線路——東京至大阪線,同時還打算在國外出售這種高新技術。它最新的海外目標是紐約至華盛頓走廊。如果支持磁懸浮的日本人和美國人組成的松散聯(lián)盟獲得成功,一種可與飛機速度相媲美的列車服務有望在本世紀上半葉出現(xiàn)在美國東北線路的某條支線上。

????磁懸浮列車是傳統(tǒng)列車的替代服務,是一項極其昂貴的交通方式,需要開辟科技含量極高、能夠穿透重重山脈的全新線路。有鑒于此,日本人感到有必要為美國人備上一份厚禮。國有海外投資銀行日本國際協(xié)力銀行(JBIC)承諾提供資金支持,首相安倍晉三也向奧巴馬總統(tǒng)表態(tài)稱,他的國家將贈送價值50億美元的技術,以幫助美國啟動這項工程。日本國際協(xié)力銀行將鼎力支持這項協(xié)議——如果這條線路變?yōu)楝F(xiàn)實,它愿意提供50億美元,為潛在的建設成本買單。但這家銀行在一份聲明中表示,由于這個項目還為時過早,目前還無法承諾一個確切的數(shù)字。

????“由于創(chuàng)建美國磁懸浮系統(tǒng)的計劃僅處于初步階段,目前還沒有達成任何具體的成本估算,”負責該項目融資事務的日本國際協(xié)力銀行高級常務董事忠志前田告訴《財富》雜志( Fortune)。但底線是,日本將承擔初始階段(即華盛頓至巴爾的摩線路)的一半費用。“然而,”他補充說,“如果這個項目要成為現(xiàn)實,美國方面需要做大量的工作。”

????前田證實,40英里長的華盛頓至巴爾的摩線路的磁懸浮導軌和推進系統(tǒng)將由東京至大阪磁懸浮線路的建造者日本中央鐵路公司(JR Central)免費提供。

????相關人士希望,華盛頓至巴爾的摩支線的開發(fā)將吸引投資者為巴爾的摩和紐約之間的剩余線路提供資金。前田表示,考慮到巴爾的摩至紐約沿線的龐大人口,只有到那時,這條線路才有望盈利。

????項目的美國支持者、總部設在華盛頓特區(qū)東北磁懸浮公司(Northeast Maglev)聲稱,他們正在與日本中央鐵路公司密切合作,后者將為美國制造商提供技術和培訓支持。

????“對于這個項目的第一階段,即華盛頓至巴爾的摩支線,除了來自日本國際協(xié)力銀行的資金支持,我們還將尋求公共和私人資金,”東北磁懸浮公司首席執(zhí)行官、可再生能源項目的資深投資者韋恩?L?羅杰斯這樣說道?!拔覀冾A計,作為這個項目的第一階段,華盛頓至巴爾的摩支線的成本將超過100億美元。目前提供到紐約的全程線路成本估算還為時尚早。最終的項目成本將取決于所選擇的路線。”

????由于沿線的人口密度較高,日本國際協(xié)力銀行和東北磁懸浮公司堅稱這條路線有盈利的潛力。但前田擔心,美國經(jīng)濟正處于艱難時期,這類項目很難獲得聯(lián)邦資金支持,美國鐵路公司(Amtrak)這類美國行業(yè)領袖也可能不會參與其中。他說:“這個項目需要適當?shù)谋WC?!?/p>

????Thanks to magnetic levitation (maglev), train transport has finally caught up with our dreams of futuristic, 21st century travel. Japan is about to augment its busiest route, Tokyo to Osaka, with a maglev service and is now looking sell its tech know-how abroad. Its latest overseas target is the New York to Washington corridor. If a loose consortium of pro-maglev Japanese and Americans is successful, a service competing with airline speeds could be running somewhere along the northeast route within the first half of this century.

????Since maglev is an eye-watering, expensive alternative to conventional rail, requiring new, tech-heavy lines that can punch through mountains, the Japanese have felt compelled to offer a massive sweetener to Americans. Japan's state-owned overseas investment bank, the JBIC, is committing funding, while Japanese Prime Minister Shinzo Abe made the gesture to President Obama that his country will gift the technology -- valued at $5 billion -- necessary to get the first leg off the ground. JBIC is backing that agreement and will stump up another potential $5 billion in construction costs if the route becomes reality, but the project is too premature, JBIC said in a statement, to promise an exact figure.

????"As plans are just preliminary for the American maglev system, there is nothing concrete agreed as regards a cost estimate," Tadashi Maeda, senior managing director of JBIC in charge of the financing to the project told Fortune. But the bottom line is that Japan will cover 50% of the cost at the initial stage, i.e., Washington to Baltimore. "However," he added, "the project will need a major undertaking from the U.S. if it is to become a reality."

????Maeda confirmed that the maglev guideway and propulsion system would be provided free for the 40-mile Washington-Baltimore link by the creators of the Tokyo-Osaka maglev line, the Central Japan Railway Company (JR Central).

????The hope is that development of the Washington-Baltimore segment would entice investors to finance the rest of the line between Baltimore and New York. Only when this is done can the route expect to be profitable, says Maeda, given the sizable population along the Baltimore to New York route.

????The project's American backers, the Northeast Maglev (TNEM) based in Washington, D.C., say that they are working closely with JR Central, which will offer technology and training to American manufacturers.

????"For the first phase of the project, from Washington, D.C. to Baltimore, we will be looking at a combination of public and private funding, in addition to the financial support received from JBIC," says TNEM CEO Wayne L. Rogers, who is an experienced investor in renewable energy projects. "We anticipate the cost of the first phase, from Washington, D.C. to Baltimore, to be north of $10 billion. It is too early in the project to provide a cost estimate for the full length of the line to New York. Final project costs will depend on the route selected."

????With high population density along the route, the JBIC and TNEM insist the route could be profitable. Maeda, however, expressed reservations over the lack of federal funds in economically straitened times for such projects and the lack of involvement of U.S. industry leaders such as Amtrak. "The project needs proper commitment," he says.

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