當您閱讀以下內容表示同意以上免責法律聲明，並同意與了解自身投資損益與本Blog無關。
免費訂閱本Blog，請移至最上方點選訂閱按鈕，輸入Email後Google會在一定時間寄發Email給您通知有最新文章。
2019重點事件大事記-->點擊綠色連結
文章曾提起之進出價位-->點擊綠色連結
下面的一大段的英文翻譯是來自於美國財經媒體巨頭CNBC，他們在探討的是為什麼美國沒有像世界各國擁有高速鐵路?
先簡單概述一下，美國今日沒有高速鐵路的主要原因在美國擁有世界最大的航空公司，以及在歷史上原本很蓬勃的汽車製造業，雖然這地位在日本崛起後導致底特律原本這個美國都市變成罪惡之都犯罪的溫床，之前我們有介紹過，美國有兩個罪惡之都，一個是巴爾的摩，另外一個就是底特律，都是來自於美國成本上升被外國取代的因素。
在美國有一種在台灣沒人敢說但卻真實存在的職業-Lobbyist，中文稱為說客。
史記記載最有名的說客就是蘇秦與張儀，兩張嘴戰國時代的名嘴。張儀最有名的就是連橫代表秦朝利益，說動秦朝破壞六國的合作。
蘇秦最有名的則是和縱六國抗秦。
在美國這些蘇秦與張儀的後備發揚光大說客精神，可惜司馬遷已死，不然可以再寫一本美國說客列傳。
很久以前我們也介紹過的電影攻敵必救，Miss Sloane劇中的女主角就是這個職業。
說客們代表著既得利益者的核心利益，所以他們的核心概念是利益大於國家利益大於人民利益，在美國的會努力推動國會把利益合法化，所以結果就是汽車與航空業大勝，高鐵沒戲。
現在美國高鐵變成由民間企業帶頭，但另外一個問題是徵收土地需要大量的費用，中國政府徵收土地相對簡單，在美國加州興建高鐵之所以困難就卡在前期作業就需要大量的成本。
因為這一連串的問題導致今日美國的高鐵難產，最後專家給的評論就是因為要擺平的各方利益太多，這也是今天民主制度走到至今的問題，這個禮拜我們介紹了新加坡為什麼高效?
因為菁英下判斷且家族式的政府結構，讓<穀倉效應>不會互相內耗內鬥，昨天8月6日柯文哲成立了台灣民眾黨，簡稱TPP，民眾黨，意圖解決因為藍綠惡鬥產生的內耗行為，但民主的結果就是如果沒有從共識先下手，且民眾的理性與經濟學素養太差，就難以理性的解決問題，永遠找不到共識，就永遠在價值觀內耗，已前我們曾說過涉及基本意識形態的政治就是媽祖與耶穌，永遠說不出哪個好?
請問拜媽祖比較好，還是拜耶穌比較好?
換個問題，是蓋核電比較好? 還是風電比較好?
要回答這個問題要有很多背景知識，你懂什麼是基載能源嗎? 你懂什麼是第四代核電廠嗎?
你知道比爾蓋茲的泰拉能源已經讓核廢料半衰期大幅減少了嗎? 你知道新一代核電廠可以創造氫燃料電池的產業嗎? 那你知道為什麼歐洲適合風電台灣不適合嗎? 你懂第四代核電廠的建築結構與福島不同嗎?
有太多問題需要讓人民先知道與了解，就像反對自經區不能一句洗產地就解決，贊成自經區也不是一句發大財就能開始做。
美國在越戰因為研究資料做的不夠充分導致最後慘敗而歸，世界強國在越戰也只能摸摸鼻子回家，歷史告訴我們有時候投入巨大資源的沉沒成本，在先期的預防與準備工作能夠大幅節省。
這就是為什麼現在電腦軟體如CAD和CAE蓬勃發展，因為這些軟體能夠省下後面實體製造後的大量不必要的成本與在前期解決問題，所以不要覺得做投資研究很蠢，很浪費時間，他在避免你犯下嚴重的投資錯誤，任何選民在投票前都應該做政治研究，在投資前也都應該做投資研究，買一間房更應該要做房價與房地產市場和總體經濟研究，否則你就是在拿自己的財富賭一把。
台灣賭神戴子郎有說過:有研究的賭博是投資，沒研究的投資是賭博。
這句話是所有投資人與管理者和每一個小老百姓都應該時時放在心中的一句話。
美國高鐵問題顯示的是美國的說客文化與政府效能低落，使得他們的基礎建設跟不上世界的腳步，又遇上了一個民選的反智總統，高度反智操弄民粹的現象在世界各地如火如荼，反正我沒錢，我很窮就是財團搞鬼，就是政府的錯，我要選一個捍衛我國利益的總統，來捍衛國家基層的尊嚴，四年快到了，美國人有過得更好嗎?
處在極低的失業率，但低勞動參與率，你不知道的是失業率是不包括那些不想找工作的人，要看勞動參與率才比較合乎我們一般人心中的就業情況，美國薪資很高所以無法與中國人搶低階工作，美國一個工作時薪是450元台幣，台灣是150元，中國大陸薪資更低，
正因為良好的法律保障，在國際間難以競爭，正因為給公務員和組織綿密的分工與經費，所以政府經費難以裁撤，又因為國防說客與槍枝說客，需要更多人來保衛國家安全與國內安全，使得美國深陷泥沼，又逢中國崛起，屋漏偏逢連夜雨，行船又遇對頭風。
美國民間企業的強大，反過來映射的是美國政府的衰敗，但又不能沒有政府的監管與平衡，在這一點上美國做得非常差，他讓大企業張牙舞爪，但找不到小老百姓的無奈與平衡，變成只能靠著美國富豪的自我覺悟，或者將任何公共建設逐步的商業化。
那商業化的最後結果就是，賺不到錢的人會變成暴力分子與精神病患，強大的挫折感讓他們活得不像一個人，而富豪與站到有利資源位置的人生活過得多采多姿，舉個例子
你與阿花都是中華街的住戶，你們擁有30坪的透天，在50年前，你把中華街的房子賣了，換到郊區60坪的綠世界，結果中華街好死不死政府蓋了一座鐵路，阿花的門口變成鐵路正對面的超級店面，一年可以收租1000萬，但蓋鐵路阿花是一毛錢都沒有花，他們家因為大家花錢蓋的鐵路建設瞬間暴漲，阿花隔壁的小明是市議會的議員，早就得到消息這裡要蓋火車站，買好了，旁邊是立法院的立委，也早就得到消息，後面的商場是三位立委蓋好的新商場，火車站還沒開始徵收土地他們都買好了，蓋好火車站後，這幾個人通通身價翻了30倍。
阿花的爸爸一年收一千萬，於是繼續收購店面與房地產，五十年後阿花家裡百億身價，原因在於當年全民買單的鐵路讓他家便成了暴發戶，這就是暴發戶傳奇。
司馬遷已經死了，不然可以寫一個地主列傳。
小明50年後也準備過世了，他跟兒子說起這段往事，兒子剛上班回來，聽完以後兩行眼淚，明天繼續上班。
人的聰明才智遠遠沒有選擇重要 by (阿花-地主列傳)
- 小額贊助冷血投資 -->
--
China has the fastest and largesthigh-speed rail network in the world.
中國擁有世界上最快，最高速的鐵路網絡。
The country has more than 19,000miles of high-speed rail, the vast majority of which was builtin the last decade.
中國擁有超過19,000英里的高速鐵路，其中大部分是在過去十年建成的。
Japan's bullet trains can reach speedsof almost 200 miles per hour.
日本的子彈列車可以達到每小時近200英里的速度。
And date back to the 1960s.
可以追溯到西元1960年-1970年間
They've become a staple for domestic traveland have moved more than 9 billion people without asingle passenger casualty.
高鐵已成為國內旅遊的主要交通工具，已超過90億人沒有乘客傷亡。
France began service of the high-speed TGVtrain in 1981 and the rest of
Europe quickly followed.
法國也很快在1981年跟進，也有了法國高鐵
And high-speed rail is quickly expanding allover the world in places like India, Saudi Arabia, RussiaIran and Morocco.
高鐵在印度，沙烏地阿拉伯，俄羅斯及伊朗和摩洛哥等地迅速擴展到世界各地。
And then there's the U.S.
然後是美國
The U.S.used to be one of the world's global leaders in rail but after World War II there was a massive shift.
美國曾是世界鐵路運輸領域的全球領導者之一，但在第二次世界大戰之後出現了巨大轉變。
If you look at the United States priorto 1945, we had a very extensive rail system everywhere.
如果看看1945年之前的美國，到處都有一個隨處可見的鐵路系統。
It all was working great except a numberof companies in the auto and oil industries decided that for them tohave a prosperous future they reallyneeded to basically help phase out all therail and get us all into cars.
這一切都很好，除了汽車和石油業的許多公司決定，為了有一個繁榮的未來，他們真的需要逐步淘汰所有的鐵路，讓我們進入全汽車時代。
(簡單說就是高鐵擋了美國石油業與汽車業的核心利益)
The inflexible rails permanently embedded in cobblestones were paved over to provide smooth, comfortable transportation via diesel motor coach.
永久嵌入鵝卵石中的非柔性導軌鋪設在一起，通過大巴士提供平穩，舒適的運輸。
General Motors, Firestone Tire, Standard Oil and a few other companies that got together and they were able tobuy up all the nation's streetcar systems and then quickly startphasing out service and literally dismantling all the systems overabout a 10-year span.
通用汽車公司，泛世通輪胎公司，標準石油和其他一些公司聚在一起，他們能夠購買全國所有的有軌電車系統，然後迅速開始停止電車服務，並徹底拆除所有系統，耗時超過10年。
In the 1950s, President Dwight Eisenhowersigned a bill to create the National Interstate System.
It allocated about $25 billion dollarsto build 41,000 miles of highways.
20世紀50年代，德懷特·艾森豪威爾總統簽署了一項法案，以建立國家州際體系。
它撥款約250億美元建造了41,000英里的高速公路。
The federal government paid for 90% ofthat, the states covered the final 10 and rail fell by the wayside.
聯邦政府支付了90％的費用，各州覆蓋了最後的10個，鐵路也被淘汰了。
Can't you see that this highway means a whole new way of life for the children? And a way of life that we have a chance to help plan and, and to build.
難道你不能看出這條高速公路對孩子們來說意味著一種全新的生活方式嗎？ 一種生活方式，我們有機會幫助建設。
(備注:看來老美以前也是都喜歡用下一代洗腦別人)
We dedicated a huge amount of dollars to building automobile infrastructure in the middle of the 20th century and we're still kind of attached to that model of development.
我們在20世紀中期投入了大量資金建設汽車基礎設施，我們仍然對這種發展模式有所依賴。
We went from a rail-served country toa auto-dependent nation by the 1960s.
到20世紀60年代，我們從一個鐵路服務的國家變成了一個依賴汽車的國家。
We've become a car culture and it'shard to break out of that cycle.
我們已經成為一種汽車文化，很難擺脫這種循環。
Not to mention the fact that inour political system we have very powerful oil lobbies, car manufacturing lobbies,aviation lobbies, all the entities that the high-speed rail would have to compete with.
更不用說在我們的政治體系中，我們擁有非常強大的石油遊說團體，汽車製造說客，航空遊說團體，以及高速鐵路將要與之競爭的所有實體。
(說客:指收取企業或利益團體金錢運作國會法案的中間人)
This is the American dream of freedom on wheels.
這是美國人對車輪自由的夢想。
We average some 850 cars per thousand inhabitants in the U.S., in China it's only 250.
我們在美國每一間人平均擁有850輛汽車，在中國只有250輛。
And we've never gone back.
我們永遠不會回去。
But according to some this country's transportation ecosystem is reaching a tipping point.
但美國的運輸系統正面臨極限。
When you look at what's happening with the corridor development, again states across the U.S.
當你看看道路的情況時，美國各地的運輸系統正面臨極限的情況一再出現。
who are recognizing they are running outof space to expand their highways
or interstates.
空間不足以擴建高速公路或州際公路。
There are limits at airports, thereis aviation congestion, so what are the options?
機場有限制，有航空擁堵，有什麼選擇？
A better rail system is oneand could come with significant benefits.
一個更好的鐵路系統是一個，可以帶來明顯的好處。
It's largely an environmental good toswitch from air traffic and car traffic to electrifiedhigh-speed rail.
從空中交通和汽車交通轉向電氣化高速鐵路，對環境有利。
That's a much lower emission way of traveling.
這是一種碳排放低的旅行方式。
When the high-speed rail between Madridand Barcelona in Spain came into operation, I mean air travel just plummeted between those cities and everyone switched over to high-speed rail which was very convenient.
當西班牙馬德里和巴塞羅那之間的高速鐵路投入運營時，我的意思是這些城市之間的航點剛開始，但所有人都切換到非常方便的高速鐵路。
People were happier.
大家很高興。
They weren't forced to switch, they didit because it was a nicer option to take high-speed rail.
他們沒有被迫轉換到高鐵，他們這樣做是因為搭高鐵是一個更好的選擇。
There's a sort of a rule of thumb for trips that are under three or four hours in trip length from city to city,those usually end up with about 80 or 90 percent of the travel market from aviation.
對於從一個城市到另一個城市的旅行長度在三到四個小時之內的旅行，有一種經驗法則，那些通常最終來自航空旅行市場的80％或90％。
Where rail exists and it's convenient and high-speed, it's very popular.
鐵路存在且方便快捷，非常受歡迎。
America I think is waking up to this idea that rail is a good investment for transportation infrastructure.
我認為美國正在意識到鐵路對交通基礎設施來說是一項很好的投資。
One survey showed 63% of Americans would use high-speed rail if it was available to them.
一項調查顯示，63％的美國人會使用高速鐵路。
Younger people want it even more.
年輕人更想要它。
Right now the main passenger rail option in the U.S.is Amtrak.
現在是美國Amtrak的主要客運鐵路選擇。
It's operated as a for-profit company but the federal government is its majority stakeholder.
它是一家營利性公司，但美國聯邦政府是其多數股東。
Train systems reaching top speeds of over 110 to 150 miles per hour are generally considered high-speed and only one of Amtrak's lines could be considered as such.
通常認為達到每小時超過110至150英里(時速:177.02784 公里-241.4016 公里)的最高速度的列車系統是高速的，但只有Amtrak的路線中只有一個被認為達到高速鐵路標準。
That's its Acela line in theNortheast Corridor running between D.C., New York and Boston.
One of the challenges we face is that the Northeast Corridor has a lot of curvature, a lot of geometry.
這是它在東北走廊的Acela系列，在D.C.，紐約和波士頓之間運行。
我們面臨的挑戰之一是東北國土上有很多不規則幾何形狀。
We really operate Acela Express on alignment that in some places was designed back in the nineteen hundreds andso it really was never designed for high-speed rail.
營運Acela Express的鐵路時你會發現有一些地方設計根本在1900年代，不適合用於高速鐵路。
And while the Acela line can reach upto 150 miles per hour, it only does so for 34 miles of its 457 mile span.
雖然Acela系列可以達到每小時150英里，但它只能在457英里距離忠的34英里內有達到這個速度。
Its average speed between New York and Boston is about 65 miles per hour,which is in stark contrast to China's dedicated high-speed rail system which regularly travels at over 200 miles per hour.
它在紐約和波士頓之間的平均速度大約是每小時65英里，這與中國專用的高速鐵路系統形成鮮明對比，後者經常以每小時200英里的速度行駛。
But some people are trying to fix that.
但有些人正試圖解決這個問題。
In 2008 California voted yes on high-speed rail.
2008年，加州在高速鐵路上投了贊成票。
Now, a decade later, construction is under way in the Central Valley of the state.
現在，十年之後，該州的中央山谷正在建設中。
And right now it is the only truly high-speed rail system under construction in the U.S.
而現在它是美國唯一正在建設的真正的高速鐵路系統。
Ultimately high-speed rail is a 520 mile project that links San Francisco to Los Angeles and Anaheim, that's phase one.
最終高速鐵路是一個520英里的項目，連接San Francisco to洛杉磯和安那翰，這是第一階段。
And it's a project that's being built in building blocks.
這是一個用積木建造的項目。
So the one behind me is the largest building block that we're starting with, this 119 mile segment.
所以我身後的那個是我們開始的最大的構件，這個119英里的區段。
This segment will run from Bakersfield to Merced.
這一部分將從貝克斯菲爾德開往默塞德。
Eventually the plan is to build a line from San Francisco to Anaheim, just south of L.A.
最終計劃是從舊金山到洛杉磯南部的阿納海姆建造一條線路。
But as it stands the state is almost$50 billion short of what it needs to actually do that.
但就目前而言，加州仍缺少近500億美元的資金完成。
The current project as planned would cost too much and, respectfully, take too long.
按計劃進行的當前項目成本太高，而且需要花費太長時間。
There's been too little over sight and not enough transparency.
監督太少，透明度不夠。
We do have the capacity to completea high-speed rail link between Merced
and Bakersfield.
我們確實有能力完成美熹德之間的高速鐵路連接和貝克斯菲爾德。
After Gavin Newsom made that speech President Trump threatened to pull
federal funding for the project.
在Gavin Newsom發表演說後，特朗普總統威脅要拉掉該項目的聯邦資金。
We will continue to seek other funding
我們將繼續尋求其他資金。
.
We hope the federal government will resume funding the, contributing new
funds to the project.
我們希望聯邦政府能夠恢復資助，貢獻新的資金到項目。
I think in the future, as the federal government has funded major construction of infrastructure over time they'll again direct money to high-speed rail because in fact it'snot just California but other states
are also interested in high-speed rail systems.
我認為，在未來，隨著聯邦政府長期資助基礎設施建設，他們將再次將資金投入高鐵，因為實際上它不僅僅是加州而其他州也對高鐵系統感興趣。
To complete the entire line as planned,the official estimate is now over $77 billion and it's unclear where the money will come from.
為了按計劃完成整條生產線，官方估計現在超過770億美元，目前還不清楚資金來自哪裡。
So why is it so expensive?
那它為什麼這麼貴呢？
Part of the problem in California, the big price tag is getting through the
Tehachapi, very expensive tunneling, or over the Pacheco Pass to get into
San Jose from the Central Valley.
在加利福尼亞州的部分問題，大部分的錢花在開通Tehachapi(美國的一個城市特哈查比)，非常昂貴的隧道，或在Pacheco Pass上進入聖何塞來自中央山谷。
You know, Eastern China, the flat lands of Japan where they've built the Shinkansen, all of those are settings where they have, didn't incur the very high expense of boring and tunneling that we face so the costs are different.
你知道，中國東部，日本的平原，他們建造了新幹線，所有這些都是他們所擁有的地方，並沒有因為我們所面臨的費用和隧道費用而付出高昂代價，因此成本也不同。
(備注:簡單說就是為了開隧道所以費用大增)
And a lot of the money is spent before construction can even begin.
在施工甚至開始之前花了很多錢。
Just in this little segment here alone we're dealing with the private property owner, we're dealing with a rail company, we're dealing with the state agency and so just the whole coordination.
就在這一小部分，我們在這裡要處理私人產權，正在與一家鐵路公司談判，我們正在與州政府機構打交道，所以只是整個協調。
Then we're dealing with a utility company, just in this very small section; we had to relocate two miles of freeway and that was roughly $150million per mile.
然後，我們正在與一家公用事業公司打交道，就在這個非常小的部分; 我們不得不重新安置兩英里的高速公路，每英里大約1.5億美元。
So there's a lot of moving pieces to, you know, anywhere we start constructing.
所以，在我們開始想建造的地方，都有許多先期動作必須準備。
China is the place that many folks compare.
中國是許多人比較的地方。
They have like 29,000 kilometers of high-speed rail and 20 years ago they had none.
So how have they been able to do it so quickly?
他們擁有29,000公里的高速鐵路，20年前他們還沒有。
And part of it is that the state owns the land, they don't have private property rights like we have in the U.S.
那麼他們怎麼能這麼快就能做到呢？其中一部分是國家擁有土地，他們沒有我們在美國擁有的私有財產權。
You don't have the regulations we havein terms of labor laws and environmental regulations thatadd to cost.
在勞動法和環境法規方面，您沒有增加成本的法規。
It also delays the projects.
它也延誤了項目。
For some reason and I've never really quite seen an adequate explanation as to why costs to build transit or many big infrastructure projects are just dramatically higher than in other parts of the world, including in other advanced countries.
出於某種原因，我從未真正看到過充分的解釋，為什麼建造公交或許多大型基礎設施項目的成本僅遠高於世界其他地區，包括其他先進國家。
But the bottom line is we're really bad at just building things cheaply and quickly in the U.S.in general.
但最重要的是，我們美國真的很不擅長普及以及降低成本。
So it's not just rail infrastructure that is expensive, all transportation infrastructure is.
因此，所有運輸基礎設施不僅是鐵路基礎設施很昂貴。
Just the physical investment in the freeway usually will be 5 to 8 to 10 million per mile but if you add seismic issues and land acquisition and utilities and environmental mitigation and remediation of soils and factors like that it can become as high as 100 or 200 million a mile.
只是高速公路上的實際投資通常是每英里5到8到1000萬，但如果你增加地震問題和土地徵用和公用事業以及環境減緩和土壤修復以及這樣的因素，它可能會高達100或2億 一英里。
The numbers for high-speed rail can vary anywhere from 20 to 80 million per mile.
高速鐵路的數量可以在每英里2000到8000萬之間變化。
The big reason why America is behind on high-speed rail is primarily money.
美國落後於高鐵的主要原因主要是金錢。
We don't commit the dollars needed to build these systems, it's really as simple as that.
我們不承諾構建這些系統所需的資金，它真的很簡單。
And it's largely a political issue.
這在很大一部分是一個政治問題。
We don't have political leaders who really want to dedicate the dollars needed.
There's a lot of forces in America that really don't want to see rail become our major mode of transportation especially because it will affect passenger numbers on airplanes, it'll affect the use of autos.
我們沒有真正想要投入所需資金的政治領導人。
在美國有很多力量真的不希望看到鐵路成為我們的主要交通方式，特別是因為它會影響飛機上的乘客數量，這將影響汽車的使用。
So you have the politics, the message shaping and then the straight advertising and all three of those coordinate and work together to keep America kind of focused on cars and not focused on rail.
Some of the earliest support for rail came from the Nixon administration.
因此，您擁有政治，信息塑造和直接廣告，所有這三者協調並共同努力，使美國專注於汽車，而不是專注於鐵路。
尼克森政府是最早支持鐵路建設的政府。
Some of the original capital subsidies and operating subsidies for urban transit came from the Republican party, so I think it's only more recently that maybe this has shifted that more liberal leaning folks who care about climate and a whole host of urban issues have really argued for investing very heavily in rail.
城市交通的一些原始資本補貼和營運補貼來自共和黨，所以我認為最近才有可能改變那些關心氣候和一系列城市問題的自由主義者辯論鐵路投資非常重要。
If you had Democratic leadership on the Senate and a different president or potentially some leverage for a president to sign a new budget bill with some dollars for high-speed rail,that could override those objections from Republicans in Congress.
如果你在民主黨領導參議院和一位不同的總統，或者讓總統以舉債方式簽署新的預算法案，那麼這可能可以解決共和黨人的反對意見。
But I think it's mostly ideological.
但我認為這主要是意識形態的。
They're big on highways.
他們在高速公路上很重要。
They're big on things like toll roads.
他們在收費公路等方面做得很好。
They just, they don't want the government spending dollars on this kind of project and they see it as something those socialist European countries do but not something that should be done in, you know, car-loving America.
他們只是不希望政府在這類項目上花錢，他們認為這是社會主義歐洲國家做的事情，但不是美國應該做的事情，你知道，熱愛汽車的美國。
In my judgment, it would take a very strong federal commitment, almost sort of a post-Second World War inter state high way kind of large scale national commitment.
根據我的判斷，它將需要一個非常強大的聯邦承諾，幾乎是第二次世界大戰後國家間的高級國家承諾。
This is why some high-speed rail projects are trying to avoid public funding altogether.
這就是為什麼一些高鐵項目試圖完全避免公共資金。
One company, Texas Central, plans to build a bullet train from Houston to Dallas without using a dime of taxpayer money.
德克薩斯中心的一家公司計劃從休斯敦到達拉斯建造一條子彈列車，而不用一分錢納稅人的錢。
We're taking what is laborious, unreliable four-hour drive if you're lucky and turning that into are liable, safe 90 minutes.
如果你幸運的話，我們正在採取艱苦，不可靠的四小時車程，並將其轉變為可靠的，安全的90分鐘。
And when you look at that as a business plan being driven by data, this is the right place to build the first high-speed train in the United States.
當您將其視為由數據驅動的商業計劃時，這是在美國建造第一列高速列車的正確位置。
The Texas project is backed by investors motivated to make a profit and will use proven Japanese rail technology.
德克薩斯州的項目得到了投資者的支持，他們有動力獲利，並將使用經過驗證的日本鐵路技術。
Texas Central goal is to complete the project by 2025.
德克薩斯中心的目標是到2025年完成該項目。
Another private company is even further along with its rail system, in Florida. It's expanding its higher-speed train from Miami to Orlando.
Orlando's the most heavily visited City the United States.
另一家私營公司甚至還有其鐵路系統在佛羅里達。 它正在將其高速列車從邁阿密擴展到奧蘭多。
奧蘭多是美國運輸量最大的城市。
Miami is the most heavily visitinter national city in the United States. It's too far to drive, it's too short to fly, we had the rail link and that was really the genesis of the project.
邁阿密是美國訪問量最大的國家城市。 開車太遠，飛得太短，我們有鐵路連接，這真的是項目的起源。
Wes Edens has invested heavily in Florida's rail project which used to be called Brightline.
Wes Edens(美國商人韋斯·埃登斯)在佛羅里達州的鐵路項目上投入了大量資金，該項目曾被稱為Brightline。
Brightline recently rebranded to VirginTrains as the company partnered with Richard Branson's Virgin Group.
Brightline最近更名為VirginTrains，因為該公司與Richard Branson的Virgin Group合作。
The team at Brightline, which is nowcalled Virgin Trains, has proven that it can work.
Brightline的團隊，現在被稱為Virgin Trains，已經證明它是可行的。
The people actually want to get out of their cars and they'd love to be on trains.
人們實際上想要離開他們的車，他們喜歡乘坐火車。
In order to reach profitability, the company sacrificed speed to save money.
為了實現盈利，公司為了省錢而犧牲了速度。
If you want to really go high-speed you have to grade separate.
如果你想真正搭乘高鐵，你必須分級將鐵路高架化
So you basically have to build a bridge for 250 miles that you then put a train on.
因此，您基本上必須建造一座250英里的橋樑，然後再搭上火車。
That sounds hard, and it sounds expensive and it's both of those things.
這聽起來很難，而且聽起來很昂貴，而且這兩件事情都是如此。
So a huge difference in cost, a huge difference in time to build and not that much of a reduction in service.
因此，成本的巨大差異，構建時間的巨大差異，而不是服務不足
And now tech companies are getting involved with infrastructure projects.
In the Pacific Northwest a high-speed rail plan is underway to connect Portland, Seattle and Vancouver.
現在科技公司正在參與基礎設施項目。
在太平洋西北地區，正在進行高速鐵路計劃，以連接波特蘭，西雅圖和溫哥華。
Microsoft contributed $300,000 towards research for the project.
微軟為該項目的研究貢獻了30萬美元。
Our number one priority from Microsoft as well it to really see and pursue this high-speed rail effort happen.
我們是微軟的首要任務，也是真正看到和追求這種高速鐵路的努力。
If you look around the United States and where all of the Fortune 500 companies are located they all are in a similar situation to Microsoft.
如果你看看美國和所有500大公司，他們都有與微軟類似的狀況。
The housing is unaffordable,traffic congestion is epic.
負擔不起房價，交通非常的塞。
It's too hard to get anywhere and to get employees.
導致真的很難找到到處都很難找到員工
So high-speed rail can solve this same exact problem in numerous regions around the United States.
因此，高速鐵路可以在美國各地的許多地區解決同樣的問題。
So is the private sector the answer to bringing high-speed rail to the U.S.?
那麼民間企業是將高速鐵路運往美國的答案嗎？
If the private sector wants to invest in transportation and as long as it's not impinging on the public taxpayers I don't see a problem with private sector moving forward.
如果民間企業想要投資運輸，只要不影響公共納稅人，我就不會看到民間企業向前發展的問題。
And I think there is some truth that the private sector is gonna have much more of an incentive to hurry upon the construction and get things done more quickly, more cheaply.
That said, the private sector still has to operate with the oversight and regulatory responsibilities ofthe public sector.
而且我認為，民間企業將有更多的動力來加快建設，更快，更便宜地完成工作。
也就是說，民間企業仍然必須在公共部門的監督和監管責任下運作。
So for example environmental review doesn't go away just because it's a private sector project.
Labor standards don't go away.
因此，例如環境審查不會因為它是私營部門項目而消失。
勞工標準不會消失。
The difference is that they don't have to keep trying to sell a project to the public for a vote to raise taxes or sell bonds.
不同之處在於，他們不必繼續向民眾政策買票，也不用徵稅收或賣政府債券。
Some people remain optimistic that the U.S.can catch up to the rest of the world and have a robust, high-speed rail system.
有些人仍然樂觀地認為，美國能夠趕上世界其他地區並擁有強大的高速鐵路系統。
We're building that right now behind us.
我們現在正在建設這個目標。
This 119 mile segment that we want to expand with the money we already have to 170 miles, it's going to serve a population of 3 million people in the Central Valley.
這個119英里的區域，我們希望用我們已經擁有的170英里的資金進行擴展，它將為中央山谷的300萬人口提供服務。
So it's, not only do I believe, but it's under construction.
所以，我不僅相信，而且還在建設之中。
A lot of activity is now taking shape, state rail authorities have been shaped in four or five states, so they're actually taking these on now as a legitimate project and moving forward.
現在很多活動正在進行，國家鐵路部門已經在四五個州形成，所以他們現在實際上將這些作為合法項目並向前推進。
I think the future is very bright for train travel in the United States.
我認為美國的火車旅行的未來非常光明。
There's broad consensus with our policy leaders in industry that it's time to move an infrastructure bill and that will certainly help kick start U.S.rail.
與我們行業的政策領導者達成了廣泛的共識，現在是時候提出基礎設施法案了，這無疑將有助於啟動美國鐵路
Others are much less confident.
其他人則不那麼自信。
I wish I were a little more optimistic.
我希望我更樂觀一點。
It's just very difficult to make the economics work here.
讓經濟學有效運行真的非常困難。
No one has embraced it as a strong part of their political platform.
沒有人接受它作為其政策的重要組成部分。
There's just too many other tough pressing problems we're facing.
我們面臨著太多其他嚴峻的緊迫問題。
I don't see us catching up to where the world is.
我看到美國趕不上世界各國。
It would take such a massive infusion of dollars for that to happen in California and probably waving a number of environmental requirements and some other government regulations that hinder the quick deployment of these projects in favor of other values.
如果在加州發生這種情況需要大量注入美元，並且可能會違反一些環境要求和一些其他政府法規，這些法規阻礙了這些項目的快速部署，轉而支持其他價值觀。
My own instincts are that it's going to be decades and decades of decades before you'll be able to go a one-seat trip from San Diego to Sacramento or San Francisco.
我自己的直覺是，在你能夠從聖地亞哥到薩克拉門託或舊金山的單程旅行之前，幾十年甚至幾十年都會如此。
It'd be nice if there was just one simple answer, it's this litany of factors that collectively add up that make this so hard to pull off in the United States.
如果只有一個簡單的答案，那將是很簡單，這是一連串加起來的因素，這使得它在美國很難實現。
--
- 小額贊助冷血投資 -->
0 留言