高鐵背景 #history #story #反高鐵 #reference
廣深港高速鐵路香港段，始於西九龍總站，伸延至皇崗邊界，並在該處連接廣深港高速鐵路內地段。總站將分別設於香港的西九龍和廣州的石壁，中途站包括深圳的福田、龍華及東莞的虎門。總長26公里，最高營運時速為每小時200公里。
香港段由香港政府全資興建，2010年1月8日立法會財委會審批香港段涉及669億港元的撥款申請， 1月15日至16日連續兩日審議。1月16日下午6時半許，經過長達15輪、近170多次提問，財務委員會正式通過撥款申請。按照原定目標，高鐵於2015年竣工及通車。
延誤
第一次延誤在2014年4月15日對外公布，港鐵稱廣深港高鐵工程因地質複雜及2014年3月天文台發出黑色暴雨警告時大量雨水浸毀鑽挖機而延誤，原定2015年完工則要延期到2017年通車。
第二次延誤在2015年6月30日對外公布，港鐵宣布造價升至853億元，較原預算大增三成（203億）；通車日期也拖延，由2014年所稱的2017年底，延至2018年第3季。
撥款
* 2009年12月，香港政府向立法會財務委員會提交造價達669億港元的廣深港高鐵香港段撥款申請。
* 1月16日下午6時半許，經過長達15輪、近170多次提問，財務委員會正式通過撥款申請。
* 立法會工務小組委員會於2月2日第六度審議涉及廣深港高鐵超支共196億元追加撥款申請。政府會後宣布繞過工務小組，直接到立法會財務委員會申請追加撥款。
* 立法會財委會於2月20日加開八小時會議審議高鐵香港段約196億元的追加撥款，仍未能表決。
* 現時造價近900億港元，比原定計劃超支約32%，為香港史上最昂貴的鐵路工程。
爭議
* 鐵路工程與現有交通路綫重覆
* 破壞居民生活包括菜園村
* 一地兩檢違反基本法第二十二條規定，兩地兩檢則沒有經濟效益
* 造價冠絕全球
* 多次延誤隱瞞資料
* 高估客運量
* 高鐵不合成本效益。政府最初的估算，高鐵通車後可帶來870億元直接經濟效益，但在不斷超支(差不多900億)下，高鐵的經濟效益可說已經被完全抵銷
High-iron background #history #story # anti-high-speed rail #reference
The Hong Kong section of the Guangzhou-Shenzhen-Hong Kong Express Rail Link starts at the West Kowloon terminus and extends to the boundary of Huanggang and connects the Guangzhou-Shenzhen-Hong Kong high-speed railway. The terminus will be located in Hong Kong's West Kowloon and Guangzhou's Shek Pik, the middle of the station, including Shenzhen's Fukuda, Longhua and Humen, Dongguan. Total length of 26 km, the maximum operating speed of 200 kilometers per hour.
The Hong Kong section was financed by the Hong Kong Government. On January 8, 2010, the Finance Committee of the Legislative Council approved the grant of HK $ 66.9 billion in Hong Kong, which will be considered for two consecutive days from January 15 to 16. January 16 at 6 pm Xu, after up to 15 rounds, nearly 170 times the question, the Finance Committee formally through the funding application. In accordance with the original target, high-speed rail in 2015 completed and opened to traffic.
Delay
The first delay was announced on April 15, 2014, and the MTRC said that the Guangzhou-Shenzhen-Hong Kong high-speed rail project was delayed due to geological complexity and a large amount of rainstorm drills in the black rainstorm warning in March 2014 Completion will be postponed until 2017.
The second delay announced on June 30, 2015, the MTRC announced that the cost rose to 85.3 billion yuan, an increase of three percent (20.3 billion) from the original budget; the date of opening also delayed by the end of 2014, The third quarter of 2018.
Appropriation
* In December 2009, the Hong Kong Government submitted to the Finance Committee of the Legislative Council a grant of HK $ 66.9 billion for the Guangzhou-Shenzhen-Hong Kong Expressway Hong Kong section.
* January 16 at 6 pm Xu, after up to 15 rounds, nearly 170 times the question, the Finance Committee formally through the funding application.
* The Legislative Council Public Works Subcommittee examined the application for additional $ 19.6 billion in crossings over the Guangzhou-Shenzhen-Hong Kong Railway over the sixth year on 2 February. After the meeting, the Government announced that it would bypass the Public Works Unit and apply directly to the Finance Committee of the Legislative Council for additional funding.
* The Legislative Council Finance Committee on February 20 to add an eight-hour meeting to consider the high-speed rail section of Hong Kong about 19.6 billion yuan of additional funding, still failed to vote.
* The current cost of nearly 90 billion Hong Kong dollars, than the original plan overcrowding about 32%, the most expensive railway projects in Hong Kong history.
dispute
* Railway works and existing traffic routes repeat
* Destroy the residents' life including the vegetable garden
* Two places in violation of the provisions of Article 22 of the Basic Law, the two checks are no economic benefits
* The price of the crown of the world
* Delayed concealment of information
* Overestimate passenger volume
* High-speed rail does not cost this benefit. The government's initial estimate, the high-speed rail car can bring 87 billion yuan direct economic benefits, but in the continuous overrun (almost 90 billion), the economic benefits of high-speed rail can be said to have been completely offset
