为什么中国高铁建设成本如此低廉
正文翻译
In under a decade, China has built a high-speed rail network totalling more than 10,000km. It eclipses every other country’s high-speed network and even that of the entire European unx. Not only that, to build it China spent two-thirds or less what other countries have spent.
在不到10年的时间里，中国已经建成了总长超过10000公里的高速铁路网。其他国家的高速网络相比相形见绌，甚至整个欧盟的高速网络都相形见绌。不仅如此，为了建造这些，中国花费的代价仅为其他国家花费的三分之二甚至更少。
In under a decade, China has built a high-speed rail network totalling more than 10,000km. It eclipses every other country’s high-speed network and even that of the entire European unx. Not only that, to build it China spent two-thirds or less what other countries have spent.
在不到10年的时间里，中国已经建成了总长超过10000公里的高速铁路网。其他国家的高速网络相比相形见绌，甚至整个欧盟的高速网络都相形见绌。不仅如此，为了建造这些，中国花费的代价仅为其他国家花费的三分之二甚至更少。
According to a World Bank paper published last week, China’s high-speed rail so far has cost between $17m and $21m per kilometre, even though it has a high ratio of big-ticket viaducts and tunnels. In Europe that figure is $25m-$39m per kilometre, while in California, the only US state currently planning a high-speed line, it’s more like $56m/km.
世界银行（World Bank）上周发表的一篇论文称，中国高铁每公里造价在1700万至2100万美元之间。在欧洲，每公里造价为2500万至3900万美元，而在美国目前唯一一个规划高速线路的州——加州，其每公里造价为5600万美元。
世界银行（World Bank）上周发表的一篇论文称，中国高铁每公里造价在1700万至2100万美元之间。在欧洲，每公里造价为2500万至3900万美元，而在美国目前唯一一个规划高速线路的州——加州，其每公里造价为5600万美元。
Some of the reasons are not surprising. For instance, in a country where according to the World Bank 978 million people lived on less than $5 a day in 2008, labour has been cheap.
其中一些原因并不奇怪。例如，根据世界银行（worldbank）的数据显示，在这样一个国家：2008年仍然有9.78亿人每天生活费不足5美元，其劳动力一直很便宜。
其中一些原因并不奇怪。例如，根据世界银行（worldbank）的数据显示，在这样一个国家：2008年仍然有9.78亿人每天生活费不足5美元，其劳动力一直很便宜。
And in an authoritarian state like China, the cost of moving people out of the way is low. The paper’s authors note that site work and right-of-way costs in litigious California are around $10m/km, or 17.6% of the total cost, while in China land acquisition and resettlement costs are below 8% of project cost.
而在中国这样的**国家，转移民众的成本很低。论文作者指出，在加州，工地工作及通行权（拆迁）成本约为1000万美元/公里，占总成本的17.6%，而在中国，土地征用和移民安置成本低于项目成本的8%。
而在中国这样的**国家，转移民众的成本很低。论文作者指出，在加州，工地工作及通行权（拆迁）成本约为1000万美元/公里，占总成本的17.6%，而在中国，土地征用和移民安置成本低于项目成本的8%。
But other reasons may be more interesting both to the developed world and to regions like Africa that are sorely in need of transformative infrastructure.
但对于发达国家和非洲等迫切需要变革性基础设施的地区来说，其他原因可能更令人感兴趣。
但对于发达国家和非洲等迫切需要变革性基础设施的地区来说，其他原因可能更令人感兴趣。
For one thing, the sheer scale of China’s rail programme and the state’s firm commitment to it unleashed the country’s technical and manufacturing capabilities. The declaration of a credible plan to build 10,000 km of high-speed rail over six to seven years energised the construction and equipment supply community, the paper says. Assured of very high volumes, companies and state institutions ramped up capacity quickly and invested in innovative techniques.
一方面，中国铁路项目的巨大规模和国家对此项目的坚定承诺“释放”了中国的技术和制造能力。该报说，宣布一项可信的计划，在6至7年内修建1万公里的高铁，为建筑和设备供应界注入了活力。由于产量非常高，公司和国家机构迅速提高了产能，并投资于创新技术。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
一方面，中国铁路项目的巨大规模和国家对此项目的坚定承诺“释放”了中国的技术和制造能力。该报说，宣布一项可信的计划，在6至7年内修建1万公里的高铁，为建筑和设备供应界注入了活力。由于产量非常高，公司和国家机构迅速提高了产能，并投资于创新技术。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
“This,” writes Gerald Ollivier, a World Bank senior transport specialist and paper co-author, “has led to lower unit costs as a result of the development of competitive multiple local sources for construction (earthworks, bridges, tunnels, EMU trains etc.) that adopted mechanization in construction and manufacturing.
世界银行高级运输专家、论文合著者杰拉尔德·奥利维尔（Gerald Ollivier）写道：“这导致了单位成本的降低，这是由于在建筑和制造业采用机械化的多种具有竞争力的当地建筑资源（土方工程、桥梁、隧道、动车组列车等）的发展。
世界银行高级运输专家、论文合著者杰拉尔德·奥利维尔（Gerald Ollivier）写道：“这导致了单位成本的降低，这是由于在建筑和制造业采用机械化的多种具有竞争力的当地建筑资源（土方工程、桥梁、隧道、动车组列车等）的发展。
“Further, large volumes and the ability to amortize capital investment in high-cost construction equipment over a number of projects contributed to the lowering of unit costs.”
“此外，数量庞大以及能够将高成本建筑设备的资本投资分摊到若干项目中，有助于降低单位成本。”
“此外，数量庞大以及能够将高成本建筑设备的资本投资分摊到若干项目中，有助于降低单位成本。”
The Chinese government also has the clout to standardise designs – for embankments, track, viaducts, electrification, signalling and communication systems – which cuts cost and duplication of effort.
中国也有能力将路堤、轨道、高架桥、电气化、信号和通信系统的设计标准化，从而降低成本和重复劳动。
中国也有能力将路堤、轨道、高架桥、电气化、信号和通信系统的设计标准化，从而降低成本和重复劳动。
It also standardised construction techniques. Here, the paper’s authors admired the Chinese approach to viaducts. China built a lot of these to save scarce farmland or to leap over rivers and, even though they are expensive to build, the cost was kept down by standardising the design and manufacture of viaduct bridge beams.
它还使施工技术标准化。在这里，该报的作者对中国人修建高架桥的做法表示赞赏。中国建造了很多这样的桥梁是为了节省稀缺的农田或跨越河流，尽管建造成本很高，但通过标准化高架桥梁的设计和制造来降低成本。
它还使施工技术标准化。在这里，该报的作者对中国人修建高架桥的做法表示赞赏。中国建造了很多这样的桥梁是为了节省稀缺的农田或跨越河流，尽管建造成本很高，但通过标准化高架桥梁的设计和制造来降低成本。
Their span is standardised at either 24m or 32m and they are cast in temporary factories set up along the railway alignment. Each beam is transported no more than 8km by a specially-designed vehicle with up to 18 axles.
其跨度标准化为24m或32m，并在铁路沿线设立的临时工厂中浇筑。每根梁的运输距离不超过8公里，由一辆专门设计的车辆（最多18根车轴）完成。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
其跨度标准化为24m或32m，并在铁路沿线设立的临时工厂中浇筑。每根梁的运输距离不超过8公里，由一辆专门设计的车辆（最多18根车轴）完成。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
It was China’s handling of tunnels, however, that most impressed Ollivier et al. They noted that the Chinese system for tunnel construction resulted in a unit cost of $10m to $15m per kilometre, a fraction of what it costs New Zealand ($43m), the US ($50m), and Australia ($60m). The system allowed China to tunnel fast, as well, at a rate of five to 10 metres per day.
然而，给奥利维尔等人留下最深刻印象的是中国对隧道的处理方式。他们指出，中国的隧道建设系统导致了每公里1000万至1500万美元的单位成本，仅为新西兰（4300万美元）、美国（5000万美元）和澳大利亚（6000万美元）成本的一小部分。这一系统也使中国能够以每天5至10米的速度快速挖掘隧道
然而，给奥利维尔等人留下最深刻印象的是中国对隧道的处理方式。他们指出，中国的隧道建设系统导致了每公里1000万至1500万美元的单位成本，仅为新西兰（4300万美元）、美国（5000万美元）和澳大利亚（6000万美元）成本的一小部分。这一系统也使中国能够以每天5至10米的速度快速挖掘隧道
It’s little wonder, given its remarkable high-speed rail feat, that China is exporting its rail construction expertise all over the world, especially to Africa, and is even keen to help build the UK’s first significant high-speed rail network, dubbed HS2.
毫无疑问，鉴于其卓越的高铁成就，中国正在向全世界，特别是非洲输出其铁路建设专业知识，甚至热衷于帮助英国建设第一个重要的高铁网络，即为高铁2号。
毫无疑问，鉴于其卓越的高铁成就，中国正在向全世界，特别是非洲输出其铁路建设专业知识，甚至热衷于帮助英国建设第一个重要的高铁网络，即为高铁2号。
But could the benefits of the Chinese approach be realised in big, decentralised regions, like the Gulf, Africa as a whole, or the United States? It seems unlikely.
但是，中国方法的好处能否在大而分散的地区实现，比如海湾地区、整个非洲或美国？这似乎不太可能。
但是，中国方法的好处能否在大而分散的地区实现，比如海湾地区、整个非洲或美国？这似乎不太可能。
评论翻译
Gursharan Singh
According to a World Bank paper published last week, China’s high-speed rail so far has cost between $17m and $21m per kilometre, even though it has a high ratio of big-ticket viaducts and tunnels. In Europe that figure is $25m-$39m per kilometre, while in California, the only US state currently planning a high-speed line, it’s more like $56m/km. The World Bank Paper should also provide [if not provided] similar information for Malaysia where the announced cost per KM for the KL-Spore HSR Project with just 330km distance is is suspected to much higher. The information could dispel/indicate any suspicion of corruption in the award of the contract for which China is a major competitor and China has been the leading bidder for other Railway Projects in Malaysia.
根据世界银行(World Bank)上周发表的一份报告，迄今为止，中国高铁每公里的成本在1700万至2100万美元之间，尽管中国高铁中造价高昂的高架桥和隧道比例很高。在欧洲，这一数字为每公里2500万至3900万美元，而在美国目前唯一计划建设高铁的加州，这一数字更接近于每公里5600万美元。世界银行的论文也应该为马来西亚提供(如果没有提供的话)类似的信息。马来西亚宣布的kl 高铁项目每公里的成本据怀疑要高得多，该项目距离只有330公里。中国是马来西亚铁路项目的主要竞争对手，而且中国一直是马来西亚其他铁路项目的主要竞标者。
According to a World Bank paper published last week, China’s high-speed rail so far has cost between $17m and $21m per kilometre, even though it has a high ratio of big-ticket viaducts and tunnels. In Europe that figure is $25m-$39m per kilometre, while in California, the only US state currently planning a high-speed line, it’s more like $56m/km. The World Bank Paper should also provide [if not provided] similar information for Malaysia where the announced cost per KM for the KL-Spore HSR Project with just 330km distance is is suspected to much higher. The information could dispel/indicate any suspicion of corruption in the award of the contract for which China is a major competitor and China has been the leading bidder for other Railway Projects in Malaysia.
根据世界银行(World Bank)上周发表的一份报告，迄今为止，中国高铁每公里的成本在1700万至2100万美元之间，尽管中国高铁中造价高昂的高架桥和隧道比例很高。在欧洲，这一数字为每公里2500万至3900万美元，而在美国目前唯一计划建设高铁的加州，这一数字更接近于每公里5600万美元。世界银行的论文也应该为马来西亚提供(如果没有提供的话)类似的信息。马来西亚宣布的kl 高铁项目每公里的成本据怀疑要高得多，该项目距离只有330公里。中国是马来西亚铁路项目的主要竞争对手，而且中国一直是马来西亚其他铁路项目的主要竞标者。
walter veit
Until The U.S. gets serious about transportation by developing a policy challenging the almost total reliance on the automobile and creating an infrastructure bank, we will further erode our world standing, not to mention our quality of life.
除非美国认真对待交通问题，制定一项政策以挑战几乎完全依赖汽车的现状，并创建一家基础设施银行，否则我们的世界地位将进一步受到侵蚀，更不用说我们的生活质量了。
Until The U.S. gets serious about transportation by developing a policy challenging the almost total reliance on the automobile and creating an infrastructure bank, we will further erode our world standing, not to mention our quality of life.
除非美国认真对待交通问题，制定一项政策以挑战几乎完全依赖汽车的现状，并创建一家基础设施银行，否则我们的世界地位将进一步受到侵蚀，更不用说我们的生活质量了。
Indra Nath Mishra
In last 15 years, rapid infrastructure development has taken place & hence there is no dearth of middle age (15 years+) Engineers possessing above experiences to be posted at project sites & having career prospects to do innovation work as well. Retired Govt. Engineers (between 60-65 years) by and large do not posses experience, expertise, focus, passion, innovation, stamina, zeal & enthusiasms etc. which is renderings non durable & inefficient transport/ bridge infrastructures. Hence they should not be recruited / mobilized at project sites. Specialists/experts can be taken as advisors. There is no integrity anywhere even after signing Integrity Pact by Contractor, Client & Consultant. Ministry & Client has introduced multiple level consultants such as Design Consultant, Proof Consultant, Safely Consultant, External Auditor, and Supervision Consultant. But what is happening that all are sitting under one table & simply stamping is done. Even highway professor/personnel are signing bridge design & drawing. Construction drawings are different from AS- Built drawing. Specifications, codes, clauses, systems, procedures are there in plenty. But it is this lack of integrity, expertise, professionalism, focus, passion, innovation, involvement, excellence, strong willed etc. which has killed everything everywhere. This MANAGING business has killed quality, durability factors of infrastructure (specifically Transport Infrastructures) in the country. We are only after obtaining degrees for our stomach & prestige. So who is to blame in particular & who will come forward to do the value addition? Only turnover and number of projects running on loans have not much significance. Consultants are increasingly being appointed on the basis of lowest fees. They are treated like contractors and are required to pay earnest money. Do clients ever dare follow such an approach while sexting a lawyer, a surgeon or a chartered accountant? Let us not lose sight of the fact that we are way behind China. Today we have the biggest mountain of debt in the history of the world and we can’t even afford to repair what we already have. In Bihar, on river Ganges alone some 6 nos. bridges are there & dozen bridges are coming up. Almost dozen bridges are there on other rivers. Looking into the supervision & construction standards, how much durability can be expected? Can we expect the durability of more than 150 years old Koilwar Bridge on Sone river or 117 years old Nehru Setu on Sone river in Dehri- on - Sone. Bridges built by British are still sound & under operations & bridges built by us are falling down & we are amending codes after codes. Our roads, bridges and rail are outdated and need to be fixed. Bihar is having maximum nos. of mega bridges. Can we expect that these bridges will exist in year 2100 & afterwards? Is India Building Bridges to Ruin?
在过去的15年里，基础设施发展迅速，因此不乏拥有上述经验的中年(从业15年以上)工程师，他们也有从事创新工作的职业前景。退休的政府工程师(60-65岁)总体上不具备经验、专业知识、专注力、激情、创新、耐力、热情和热情等，导致交通/桥梁基础设施建设效率低下和不耐用。因此，不应在项目地点征聘他们。专家可以作为顾问。即使在承包商、客户和顾问签署了诚信协议之后，任何地方都没有诚信可言。
公司引进了设计顾问、证明顾问、安全顾问、外聘审核员、监理顾问等多层次顾问。但是所有人都坐在一张桌子边，发生了什么只需桌子下面跺下脚就行。甚至连公路教授都在签署桥梁设计和图纸。施工图不同于竣工图。说明书、代码、条款、系统、程序应有尽有。但正是这种缺乏诚信、专业知识、专业精神、专注、激情、创新、参与、卓越、坚强意志等，才扼杀了一切。这种管理业务的方式降低了该国基础设施(特别是交通基础设施)的质量和耐久性因素。我们获得学位只是为了我们的收入和声誉。那么谁是罪魁祸首?只有营业额和贷款项目的数量没有太大的意义越来越多的顾问们被以最低的费用来任命。他们被当作承包商对待，并被要求支付定金。
客户在选择律师、外科医生或注册会计师时，是否敢这样做?让我们不要忽视我们远远落后中国的事实。今天，我们背负着世界历史上最大的债务，我们甚至无力修复我们已经拥有的债务。在比哈尔邦，仅恒河上就有6座大桥，还有12座即将建成。那里的其他河流上有十几座桥。看看监理和施工标准，预计耐久性能达到多少?我们能期待索内河上150多年历史的科伊尔瓦桥，还是Sone河上117年历史的尼赫鲁·塞图桥的耐久性呢?英国人建的桥仍然完好，一直在运营中，我们建的桥倒了，我们在一个接一个地修改规范。我们的道路、桥梁和铁路都过时了，需要修理。比哈尔邦拥有最多的大桥。我们能期待这些桥在2100年或以后仍然存在吗?难道印度正在建造通向毁灭的桥梁吗?
In last 15 years, rapid infrastructure development has taken place & hence there is no dearth of middle age (15 years+) Engineers possessing above experiences to be posted at project sites & having career prospects to do innovation work as well. Retired Govt. Engineers (between 60-65 years) by and large do not posses experience, expertise, focus, passion, innovation, stamina, zeal & enthusiasms etc. which is renderings non durable & inefficient transport/ bridge infrastructures. Hence they should not be recruited / mobilized at project sites. Specialists/experts can be taken as advisors. There is no integrity anywhere even after signing Integrity Pact by Contractor, Client & Consultant. Ministry & Client has introduced multiple level consultants such as Design Consultant, Proof Consultant, Safely Consultant, External Auditor, and Supervision Consultant. But what is happening that all are sitting under one table & simply stamping is done. Even highway professor/personnel are signing bridge design & drawing. Construction drawings are different from AS- Built drawing. Specifications, codes, clauses, systems, procedures are there in plenty. But it is this lack of integrity, expertise, professionalism, focus, passion, innovation, involvement, excellence, strong willed etc. which has killed everything everywhere. This MANAGING business has killed quality, durability factors of infrastructure (specifically Transport Infrastructures) in the country. We are only after obtaining degrees for our stomach & prestige. So who is to blame in particular & who will come forward to do the value addition? Only turnover and number of projects running on loans have not much significance. Consultants are increasingly being appointed on the basis of lowest fees. They are treated like contractors and are required to pay earnest money. Do clients ever dare follow such an approach while sexting a lawyer, a surgeon or a chartered accountant? Let us not lose sight of the fact that we are way behind China. Today we have the biggest mountain of debt in the history of the world and we can’t even afford to repair what we already have. In Bihar, on river Ganges alone some 6 nos. bridges are there & dozen bridges are coming up. Almost dozen bridges are there on other rivers. Looking into the supervision & construction standards, how much durability can be expected? Can we expect the durability of more than 150 years old Koilwar Bridge on Sone river or 117 years old Nehru Setu on Sone river in Dehri- on - Sone. Bridges built by British are still sound & under operations & bridges built by us are falling down & we are amending codes after codes. Our roads, bridges and rail are outdated and need to be fixed. Bihar is having maximum nos. of mega bridges. Can we expect that these bridges will exist in year 2100 & afterwards? Is India Building Bridges to Ruin?
在过去的15年里，基础设施发展迅速，因此不乏拥有上述经验的中年(从业15年以上)工程师，他们也有从事创新工作的职业前景。退休的政府工程师(60-65岁)总体上不具备经验、专业知识、专注力、激情、创新、耐力、热情和热情等，导致交通/桥梁基础设施建设效率低下和不耐用。因此，不应在项目地点征聘他们。专家可以作为顾问。即使在承包商、客户和顾问签署了诚信协议之后，任何地方都没有诚信可言。
公司引进了设计顾问、证明顾问、安全顾问、外聘审核员、监理顾问等多层次顾问。但是所有人都坐在一张桌子边，发生了什么只需桌子下面跺下脚就行。甚至连公路教授都在签署桥梁设计和图纸。施工图不同于竣工图。说明书、代码、条款、系统、程序应有尽有。但正是这种缺乏诚信、专业知识、专业精神、专注、激情、创新、参与、卓越、坚强意志等，才扼杀了一切。这种管理业务的方式降低了该国基础设施(特别是交通基础设施)的质量和耐久性因素。我们获得学位只是为了我们的收入和声誉。那么谁是罪魁祸首?只有营业额和贷款项目的数量没有太大的意义越来越多的顾问们被以最低的费用来任命。他们被当作承包商对待，并被要求支付定金。
客户在选择律师、外科医生或注册会计师时，是否敢这样做?让我们不要忽视我们远远落后中国的事实。今天，我们背负着世界历史上最大的债务，我们甚至无力修复我们已经拥有的债务。在比哈尔邦，仅恒河上就有6座大桥，还有12座即将建成。那里的其他河流上有十几座桥。看看监理和施工标准，预计耐久性能达到多少?我们能期待索内河上150多年历史的科伊尔瓦桥，还是Sone河上117年历史的尼赫鲁·塞图桥的耐久性呢?英国人建的桥仍然完好，一直在运营中，我们建的桥倒了，我们在一个接一个地修改规范。我们的道路、桥梁和铁路都过时了，需要修理。比哈尔邦拥有最多的大桥。我们能期待这些桥在2100年或以后仍然存在吗?难道印度正在建造通向毁灭的桥梁吗?
INDRA NATH MISHRA
As a developing nation, rapid development of transport infrastructure is happening in India like some other developing countries. The eye-popping structures have slashed travel times in some areas, made business easier and generated a sizable slice of the country’s economy, laying a foundation, in theory at least, for decades of future growth. But as an Engineer my concern is about development/ construction of robust & durable transport infrastructures. The shortsightedness of development policies are gnawing at the foundations of bridges in the country. sextion of construction agencies is more of the client’s requirement but where its implementation is concerned, where supervision & quality assurance is concerned, our role is important and crucial one. There are innumerable shortcomings on supervision & quality assurance’s fronts but one that relates to the sextions & policy frxworks & which from my core of my heart I want that Authorities should act on it as follows: One of the factors for poor inspection standards is the age of Supervision Engineer. Maximum age limit for supervision & quality assurance Engineer (Independent Engineer or Authority’s Engineer) is 65 years which is dangerously leading to lagging in supervision & quality assurance of the project work. For supervision & quality assurance work, it is required to have experience, expertise, qualifications focus, passion, innovation, involvement, excellence, stamina, integrity, zeal & enthusiasms etc.The supervision & inspection Engineer shall discharge its duties in a fair, impartial and efficient manner, consistent with the highest standards of professional integrity and Good Industry Practice. In last 15 years, rapid infrastructure development has taken place & hence there is no dearth of middle age (15 years+) Engineers possessing above experiences to be posted at project sites & having career prospects to do innovation work as well. Retired Govt. Engineers (between 60-65 years) by and large do not posses experience, expertise, focus, passion, innovation, stamina, zeal & enthusiasms etc. Apart from the flawed design, compromise in quality of materials and even lapses on the implementing authority’s part is a regular feature here.
作为一个发展中国家，印度与其他发展中国家一样，交通基础设施也在迅速发展。。这些令人瞠目的建筑缩短了一些地区的旅行时间，让商业变得更容易，并在国家经济层面占据相当大的份额，至少在理论上，这为未来几十年的增长奠定了基础。。但作为一名工程师，我关心的是坚固耐用的交通基础设施的开发/建设。发展政策的短视正在侵蚀这个国家的桥梁基础。施工单位的选择更多是依据客户的要求，但是在执行上，在监督和质量保证上，我们的作用是至关重要的。监理和质量保证方面存在着无数的缺陷，但其中一个与选择和政策框架有关，我从内心深处希望有关部门采取以下行动：其中一个因素检查标准差是监理工程师的年龄。监理和质量保证工程师（独立工程师或权威机构的工程师）的最大年龄限制为65岁，这可能导致项目工作的监理和质量保证的水平跟不上。
监理和质量保证工作要有经验、有专长、有资格、有激情、有创新、有参与、有优秀、有毅力、有诚信、有热情、有热情等等，监督检查工程师应当公平、公正、高效地履行职责，符合最高标准的职业操守和良好的行业惯例。在过去的15年中，基础设施发展迅速，因此，拥有上述经验的中年（从业15年以上）工程师在项目现场任职，并具有从事创新工作的职业前景。退休的政府工程师（60-65岁）基本上不具备经验、专业知识、专注力、激情、创新、耐力、热情和热情等，导致交通/桥梁基础设施效建设率低下和不耐用。除了有缺陷的设计之外，材料质量上的把关不严，甚至执行机构方面的失误，都是一个常见特征。
As a developing nation, rapid development of transport infrastructure is happening in India like some other developing countries. The eye-popping structures have slashed travel times in some areas, made business easier and generated a sizable slice of the country’s economy, laying a foundation, in theory at least, for decades of future growth. But as an Engineer my concern is about development/ construction of robust & durable transport infrastructures. The shortsightedness of development policies are gnawing at the foundations of bridges in the country. sextion of construction agencies is more of the client’s requirement but where its implementation is concerned, where supervision & quality assurance is concerned, our role is important and crucial one. There are innumerable shortcomings on supervision & quality assurance’s fronts but one that relates to the sextions & policy frxworks & which from my core of my heart I want that Authorities should act on it as follows: One of the factors for poor inspection standards is the age of Supervision Engineer. Maximum age limit for supervision & quality assurance Engineer (Independent Engineer or Authority’s Engineer) is 65 years which is dangerously leading to lagging in supervision & quality assurance of the project work. For supervision & quality assurance work, it is required to have experience, expertise, qualifications focus, passion, innovation, involvement, excellence, stamina, integrity, zeal & enthusiasms etc.The supervision & inspection Engineer shall discharge its duties in a fair, impartial and efficient manner, consistent with the highest standards of professional integrity and Good Industry Practice. In last 15 years, rapid infrastructure development has taken place & hence there is no dearth of middle age (15 years+) Engineers possessing above experiences to be posted at project sites & having career prospects to do innovation work as well. Retired Govt. Engineers (between 60-65 years) by and large do not posses experience, expertise, focus, passion, innovation, stamina, zeal & enthusiasms etc. Apart from the flawed design, compromise in quality of materials and even lapses on the implementing authority’s part is a regular feature here.
作为一个发展中国家，印度与其他发展中国家一样，交通基础设施也在迅速发展。。这些令人瞠目的建筑缩短了一些地区的旅行时间，让商业变得更容易，并在国家经济层面占据相当大的份额，至少在理论上，这为未来几十年的增长奠定了基础。。但作为一名工程师，我关心的是坚固耐用的交通基础设施的开发/建设。发展政策的短视正在侵蚀这个国家的桥梁基础。施工单位的选择更多是依据客户的要求，但是在执行上，在监督和质量保证上，我们的作用是至关重要的。监理和质量保证方面存在着无数的缺陷，但其中一个与选择和政策框架有关，我从内心深处希望有关部门采取以下行动：其中一个因素检查标准差是监理工程师的年龄。监理和质量保证工程师（独立工程师或权威机构的工程师）的最大年龄限制为65岁，这可能导致项目工作的监理和质量保证的水平跟不上。
监理和质量保证工作要有经验、有专长、有资格、有激情、有创新、有参与、有优秀、有毅力、有诚信、有热情、有热情等等，监督检查工程师应当公平、公正、高效地履行职责，符合最高标准的职业操守和良好的行业惯例。在过去的15年中，基础设施发展迅速，因此，拥有上述经验的中年（从业15年以上）工程师在项目现场任职，并具有从事创新工作的职业前景。退休的政府工程师（60-65岁）基本上不具备经验、专业知识、专注力、激情、创新、耐力、热情和热情等，导致交通/桥梁基础设施效建设率低下和不耐用。除了有缺陷的设计之外，材料质量上的把关不严，甚至执行机构方面的失误，都是一个常见特征。
INDRA NATH MISHRA
We have through IBMS (Indian Bridge Management System) National Bridge Inventory which gives the condition of bridges in India. National Bridge Inspection Standards (NBIS) just in line with America which came into being on 1971 & enacted by legislation is needed in India at earliest. Its implementation must be ensured by MoRTH or NHAI. In response to flyover collapse in Kolkatta, Varanasi & catastrophe at other places, a highway act should be added, which should prompt to develop & establish National Bridge Inspection Standards (NBIS) & National Bridge Inspector (NBI) for post construction & National Bridge/Structure supervision standards (NBSS) during construction ( for supervision consultants). There should be National Bridge Implementation Standards (for Owners/Client) which should be primarily aimed to see the speed of the work to avoid time & cost overrun & directly posed to Public & Judicial scrutiny.
我们已经从IBMS（印度桥梁管理系统）的国家桥梁清单上知道了印度桥梁的状况。印度最早需要与1971年产生并通过立法颁布的美国相适应的桥梁检验国家标准。它的实施必须由MoRTH或NHAI来保证。为应对加尔各答、瓦拉纳西和其他地方的天桥坍塌和灾难，应增加一项告诉公路法的补充说明，这应该及时制定和建立国家桥检验标准(NBI) &国家检查员(NBI)邮报建设国家标准(用)桥/结构监督施工(监督顾问)。应该有国家桥梁实施标准(针对业主/客户)，主要旨在查看工程的速度，以避免时间和成本超支，并直接面临公众和司法审查。
We have through IBMS (Indian Bridge Management System) National Bridge Inventory which gives the condition of bridges in India. National Bridge Inspection Standards (NBIS) just in line with America which came into being on 1971 & enacted by legislation is needed in India at earliest. Its implementation must be ensured by MoRTH or NHAI. In response to flyover collapse in Kolkatta, Varanasi & catastrophe at other places, a highway act should be added, which should prompt to develop & establish National Bridge Inspection Standards (NBIS) & National Bridge Inspector (NBI) for post construction & National Bridge/Structure supervision standards (NBSS) during construction ( for supervision consultants). There should be National Bridge Implementation Standards (for Owners/Client) which should be primarily aimed to see the speed of the work to avoid time & cost overrun & directly posed to Public & Judicial scrutiny.
我们已经从IBMS（印度桥梁管理系统）的国家桥梁清单上知道了印度桥梁的状况。印度最早需要与1971年产生并通过立法颁布的美国相适应的桥梁检验国家标准。它的实施必须由MoRTH或NHAI来保证。为应对加尔各答、瓦拉纳西和其他地方的天桥坍塌和灾难，应增加一项告诉公路法的补充说明，这应该及时制定和建立国家桥检验标准(NBI) &国家检查员(NBI)邮报建设国家标准(用)桥/结构监督施工(监督顾问)。应该有国家桥梁实施标准(针对业主/客户)，主要旨在查看工程的速度，以避免时间和成本超支，并直接面临公众和司法审查。
INDRA NATH MISHRA
Creation of National Transportation Safety Board (NTSB) & its superintendence over all reports & findings should be made. We have Commissioner of Railway Safety (CRS) in case of Railways whose sanctioning is mandatory for opening of any Railway Line or work. NTSB should have same kind of authority. Let us not lose sight of the fact that we are way behind China. Prime Minister Narendra Modi's government has made a pledge to improve India's decaying urban infrastructure through foreign direct investment. The construction industry is the primary beneficiary and - like in many countries - represents one of the most corrupt sectors. Calls for more transparency in campaign contributions are loud and frequent. However, a better place to start would be transparency in the bidding and contract awarding process, including publication of information about not only contractors' qualifications but also their government connections. This practice could expose conflicts of interest and significant failures of accountability. On toll gates, a board should be put up on every large asset, like bridges, flyovers, underpasses etc, mentioning the agency that has constructed the bridge, its age, the contractor's name and which agency is in-charge of its maintenance. Such a board must have contact address and phone numbers of the agency concerned. India suffers from what a government committee in 2011 called a "massive infrastructure deficit in the urban sector". Even if overpasses stand firm, airports sparkle and metro systems hum on schedule, how long will they last? What is the life cycle of India's new urban infrastructure, and what has been secretly compromised in construction and planning processes? Are India's leaders and contractors "building to last"? Our roads, bridges and rail are outdated and need to be fixed. Bihar is having maximum nos. of mega bridges. Can we expect that these bridges will exist in year 2100 & afterwards?
应设立国家运输安全委员会（NTSB）并监督所有报告和调查结果。我们有铁路安全专员（CRS），任何铁路线路或工程的开通必须得到铁路安全专员的批准。国家运输安全委员会应该有同样的权力。让我们不要忽视我们远远落后于中国的事实。印度总理莫迪政府承诺通过外国直接投资改善印度日渐衰败的城市基础设施。建筑业是主要的受益者，就像许多国家一样，也是最腐败的部门之一。要求提高竞选捐款透明度的呼声响亮而频繁。然而，一个更好的起点是投标和授予合同过程的透明度，不仅公布承包商的资格，而且公布其政府关系的信息。这种做法可能暴露出利益冲突和问责制的重大失误。
在收费站，应在每一个大型资产（如桥梁、立交桥、地下通道等）上设立一个标牌，注明建造桥梁的机构、年龄、承包商名称以及负责桥梁维护的机构。这样一个委员会必须有有关机构的联系地址和电话号码。2011年，一个政府委员会称印度“城市部门存在大规模基础设施赤字”。即使天桥屹立不倒，机场闪闪发光，地铁系统如期嗡嗡作响，它们还能维持多久？印度新的城市基础设施的生命周期是多久？在建设和规划过程中，哪些设施被秘密破坏了？印度的领导人和承包商是否“为持久而建”？我们的道路、桥梁和铁路已经过时，需要修缮。比哈尔邦拥有最大数量的特大桥。我们能指望这些桥在2100年以后继续存在吗？
Creation of National Transportation Safety Board (NTSB) & its superintendence over all reports & findings should be made. We have Commissioner of Railway Safety (CRS) in case of Railways whose sanctioning is mandatory for opening of any Railway Line or work. NTSB should have same kind of authority. Let us not lose sight of the fact that we are way behind China. Prime Minister Narendra Modi's government has made a pledge to improve India's decaying urban infrastructure through foreign direct investment. The construction industry is the primary beneficiary and - like in many countries - represents one of the most corrupt sectors. Calls for more transparency in campaign contributions are loud and frequent. However, a better place to start would be transparency in the bidding and contract awarding process, including publication of information about not only contractors' qualifications but also their government connections. This practice could expose conflicts of interest and significant failures of accountability. On toll gates, a board should be put up on every large asset, like bridges, flyovers, underpasses etc, mentioning the agency that has constructed the bridge, its age, the contractor's name and which agency is in-charge of its maintenance. Such a board must have contact address and phone numbers of the agency concerned. India suffers from what a government committee in 2011 called a "massive infrastructure deficit in the urban sector". Even if overpasses stand firm, airports sparkle and metro systems hum on schedule, how long will they last? What is the life cycle of India's new urban infrastructure, and what has been secretly compromised in construction and planning processes? Are India's leaders and contractors "building to last"? Our roads, bridges and rail are outdated and need to be fixed. Bihar is having maximum nos. of mega bridges. Can we expect that these bridges will exist in year 2100 & afterwards?
应设立国家运输安全委员会（NTSB）并监督所有报告和调查结果。我们有铁路安全专员（CRS），任何铁路线路或工程的开通必须得到铁路安全专员的批准。国家运输安全委员会应该有同样的权力。让我们不要忽视我们远远落后于中国的事实。印度总理莫迪政府承诺通过外国直接投资改善印度日渐衰败的城市基础设施。建筑业是主要的受益者，就像许多国家一样，也是最腐败的部门之一。要求提高竞选捐款透明度的呼声响亮而频繁。然而，一个更好的起点是投标和授予合同过程的透明度，不仅公布承包商的资格，而且公布其政府关系的信息。这种做法可能暴露出利益冲突和问责制的重大失误。
在收费站，应在每一个大型资产（如桥梁、立交桥、地下通道等）上设立一个标牌，注明建造桥梁的机构、年龄、承包商名称以及负责桥梁维护的机构。这样一个委员会必须有有关机构的联系地址和电话号码。2011年，一个政府委员会称印度“城市部门存在大规模基础设施赤字”。即使天桥屹立不倒，机场闪闪发光，地铁系统如期嗡嗡作响，它们还能维持多久？印度新的城市基础设施的生命周期是多久？在建设和规划过程中，哪些设施被秘密破坏了？印度的领导人和承包商是否“为持久而建”？我们的道路、桥梁和铁路已经过时，需要修缮。比哈尔邦拥有最大数量的特大桥。我们能指望这些桥在2100年以后继续存在吗？
INDRA NATH MISHRA
We must construct, develop & build the infrastructure & thus the nation with “Make In India” mantra but a robust & sustainable infrastructure. Is India Building Bridges to Ruin?
我们必须建设、发展基础设施，因此，这个有着“印度制造”口号的国家才会拥有强大和可持续性使用的基础设施。难道印度正在建造通向毁灭的桥梁吗?
We must construct, develop & build the infrastructure & thus the nation with “Make In India” mantra but a robust & sustainable infrastructure. Is India Building Bridges to Ruin?
我们必须建设、发展基础设施，因此，这个有着“印度制造”口号的国家才会拥有强大和可持续性使用的基础设施。难道印度正在建造通向毁灭的桥梁吗?
Ankala Saibaba
The main issue hindering progress of mega projects in India is the effective planning. Concept and importance of "Planning" needs to be understood by all stake holders! We shall not fail to plan, lest we may plan to fail! By planning I want to clarify it is pre-construction planning and not planning during construction with Primavera etc The other issue is reliability and accuracy of the DPR based on which bidding and execution are taken up. DPRs are often prepared without putting in required details and without reflecting the site situation. This often leads to cost and time overuns
阻碍印度大型项目进展的主要问题是有效的规划。所有利益相关者都需要理解“规划”的概念和重要性!我们不应怕计划失败而不制定计划!我想澄清的是，这个规划是施工前的规划，而不是与Primavera等公司在施工期间的规划。另一个问题是，招标和执行所依据的DPR的可靠性和准确性。DPR的编制通常没有输入所需的细节，也没有反映现场情况。这通常会导致成本和时间超支
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
The main issue hindering progress of mega projects in India is the effective planning. Concept and importance of "Planning" needs to be understood by all stake holders! We shall not fail to plan, lest we may plan to fail! By planning I want to clarify it is pre-construction planning and not planning during construction with Primavera etc The other issue is reliability and accuracy of the DPR based on which bidding and execution are taken up. DPRs are often prepared without putting in required details and without reflecting the site situation. This often leads to cost and time overuns
阻碍印度大型项目进展的主要问题是有效的规划。所有利益相关者都需要理解“规划”的概念和重要性!我们不应怕计划失败而不制定计划!我想澄清的是，这个规划是施工前的规划，而不是与Primavera等公司在施工期间的规划。另一个问题是，招标和执行所依据的DPR的可靠性和准确性。DPR的编制通常没有输入所需的细节，也没有反映现场情况。这通常会导致成本和时间超支
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Gary Huang
The decision to buy or create domestic railways is about priorities. If you need capital for an industry and railway is not critical export because you have no chance to displace the incumbent then buy the railway from someone who already has sunk capital and you can enjoy their economy of scale without any investment. And spend your precious capital on an industry where you have an advantage.
购买或创建国内铁路的决定事关优先事项。
如果你需要，资本对于一个工业和铁路来说并不是至关重要，因为你没有机会取代已经发展起来的人，那么从一个已经付出沉没资本的人那里购买铁路，你可以享受他们的规模经济而不需要任何投资。从而把你宝贵的资本花在你有优势的行业上。
The decision to buy or create domestic railways is about priorities. If you need capital for an industry and railway is not critical export because you have no chance to displace the incumbent then buy the railway from someone who already has sunk capital and you can enjoy their economy of scale without any investment. And spend your precious capital on an industry where you have an advantage.
购买或创建国内铁路的决定事关优先事项。
如果你需要，资本对于一个工业和铁路来说并不是至关重要，因为你没有机会取代已经发展起来的人，那么从一个已经付出沉没资本的人那里购买铁路，你可以享受他们的规模经济而不需要任何投资。从而把你宝贵的资本花在你有优势的行业上。
Clement A Okoro Jr
I would love China to come and build a high speed railroad in Texas starting with Austin-San Antonio. China's high speed railway system is impressive.
我希望中国能来得克萨斯，从奥斯汀-圣安东尼奥处开始修建高速铁路。中国的高铁系统令人印象深刻。
I would love China to come and build a high speed railroad in Texas starting with Austin-San Antonio. China's high speed railway system is impressive.
我希望中国能来得克萨斯，从奥斯汀-圣安东尼奥处开始修建高速铁路。中国的高铁系统令人印象深刻。
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