加载中…
个人资料
英国驻广州总领事摩根_401
英国驻广州总领事摩根
_401
  • 博客等级:
  • 博客积分:0
  • 博客访问:224,091
  • 关注人气:684
  • 获赠金笔:0支
  • 赠出金笔:0支
  • 荣誉徽章:
相关博文
推荐博文
正文 字体大小:

火车随想

(2009-09-03 15:39:26)
标签:

火车

郑州

邯郸

运输

春运

财经

摩根 2009年8月31日

 

明天我将飞往河南省省会郑州对一家正在努力赢得重要工业合同的英国公司提供帮助。我们还为这家公司约见了河南省副省长。本来我的同事建议我坐火车前往郑州,但是因为没有高速铁路,单程就要用大约5个小时的时间。我还是坐飞机去吧。英国贸易投资总署在上海和广州的同事经常乘坐火车前往周边城市,就象重庆的同事坐火车出差去成都一样。考虑到距离的问题,北京的同事除了去天津出差,其他的城市多半选择飞机出行。

 

最近我曾经坐火车去河北邯郸参加我中文老师的婚礼。因为是星期五晚上而且还是在春节前夕,我费了很大劲才买到票。我的行程是4个小时,但是这列火车还将继续行驶30多个小时才能到达中国西部城市乌鲁木齐。在列车从北京车站开出的时候,车上已经挤满了赶着回新疆过年的汉族人和维吾尔族人。坐在我对面的家庭带着个3岁左右的孩子。乘警提醒孩子的父母要注意照顾她。离开北京2-3个小时之后我们到达了下一站,又有很多人带着大件的行李挤了上来。中间的过道上也挤满了人。从我的座位走到车门口着实费了一番力气,除了我没人下车,只有更多的人上来。接下来的一整天我都会不时的想起这列还在前往乌鲁木齐途中的列车。

 

虽然在客运高峰期让所有需要的乘客都能买到能够负担起的车票还不是很容易,但在中国发展高速铁路的好处仍然显而易见。我很高兴看到在外商允许参与的领域,英国公司正在贡献自己的专业力量。我参加了英国运输大臣 Adonis 最近访华时的代表团。

 

他们向交通大臣表示工程的成功需要持之以恒和全情投入。曾经有过在某个要站的设计决策上耗费3年时间的情况发生。在这期间,最终取得成功的英国建筑公司面临了严重的经济困难。尽管最后整体上获取盈利,但是对这样小规模的公司所构成的现金流压力无疑是巨大的。相比之下,一旦项目的最终设计得以确认,执行速度是相当快的。这同样会给英国公司带来不少挑战,因为他们必须抵制降低成本的压力,从而避免可能造成工程安全的隐患。一旦合同完成,还需要确保最后10%的付款- 这里也需要一点持之以恒的精神,因为只有尽力争取才能获得这笔尾款。

 

代表团还跟交通大臣就知识产权保护问题进行了对话。他们觉得该问题对他们是前所未有的挑战,因为必须提供行业领域内尖端的产品和技术,才能在先进项目的竞争中不被淘汰。某电气工程公司发现在一个项目大获成功后,马上就有中国公司的类似产品上市。这家竞争对手是否真正通过自主研究获取相关技术的呢?我们无从得知。在场的另外一家在机械工程行业领先的公司却有不同的看法。该公司正在和中方合作伙伴共同研究开发一项新的机械系统,共享知识产权,因为在中国开发高速铁路的技术需求已远远高出了现有科技。

 

和其他行业一样,中国在铁路方面的庞大投资所带来的无穷商机同样存在一定的风险。一些该领域的英国公司并不为这些机遇所动,所谓一朝被蛇咬,十年怕井绳。其他包括这次与会的公司则看准了中国这个市场。我们会尽我们所能来帮助这些公司。

 

"Tomorrow I fly to Zhengzhou, the capital of Henan Province, to support a British company looking to win a major industrial contract. We have arranged a meeting for the company with the Vice Governor. My team initially suggested I go by rail, but as there is no high speed train it would be Five hours each way.  I shall fly.  The trade and investment teams in Shanghai and Guangzhou often use rail to travel to neighbouring cities, as do the team in Chongqing when they travel to Chengdu.  Due to the distances involved, except when we travel to Tianjin the Beijing team almost always flies.

 

 

Recently though, I did take the train to Handan in neighbouring Hebei Province, for the wedding of one of my Mandarin teachers and her fiancé.  I made the journey on a Friday evening shortly before the Spring Festival, securing a ticket with difficulty. My journey was four hours, but the train was travelling for more than 30 hours to Urumqi in Western China. By the time the train pulled out of Beijing, all the seats were full with passengers - Uyghurs and Han - returning to Xinjiang for Chinese new year.  Opposite me was a family with a child of about three. The guards on the train cautioned the parents to take good care of her. Two or three hours after leaving Beijing, we pulled into the next station. Many people again got on, most with heavy luggage. The central corridor was jammed with standing people. It took me several minutes to make my way through to the door to get off at Handan.  No-one else did so but more got on.  Throughout the next day and night I thought every now and again of the train still on its way to Urumqi. 

 

 

The benefits of high speed rail in China are obvious, though it will always be a challenge to meet demand, at an affordable price for all, at peak times. I am pleased that British companies are contributing their expertise to its development, in those areas of the business where foreign participation is permitted.  I joined a group of them when they met the British Transport Secretary, Lord Adonis, during his recent visit. 

 

 

They spoke to him of the need for persistence and commitment.  It had, for example, taken three years to reach the design decision for a major station. During this time the eventually successful British architects were seriously out of pocket.  This had been a strain on the cash flow of a small firm, though the project was profitable for them overall.  By contrast, once final decisions were taken on a project, execution could be extraordinarily fast.  This too could create challenges for British companies, as they had to resist all pressure to cut corners if to do so might conceivably compromise safety. Once a contract was completed, it again needed persistence to secure the final 10% of payment, though you could get it if you pushed for it.

 

 

 

The group also spoke to the Transport Secretary about intellectual property protection.  They saw this as more of a challenge than ever, as they must now supply their leading edge products and technology in order to compete on advanced projects. One electrical engineering company has discovered that after a recent successful project, it now faces a Chinese competitor with a compatible product. Was this entirely the result of original research by the competitor?  On this occasion, the question was left in the air. Another company present, a leader in mechanical engineering, had a different take.  It was developing a new core mechanical system together with a Chinese partner, the intellectual property to be shared, because the product now required for high speed rail in China was more advanced than anything it currently supplied.

 

 

As with other sectors, the significant business opportunities resulting from China's massive programme of investment in rail also carry with them certain risks.  Some British companies in the sector have decided not to do business in the Mainland: once bitten, twice shy. Others, including all the companies Lord Adonis met, are here for the long haul. We shall support them where we can.

 

 

Alastair Morgan, Director of Trade & Investment for China"        

0

阅读 评论 收藏 转载 喜欢 打印举报/Report
  • 评论加载中,请稍候...
发评论

    发评论

    以上网友发言只代表其个人观点,不代表新浪网的观点或立场。

      

    新浪BLOG意见反馈留言板 电话:4000520066 提示音后按1键(按当地市话标准计费) 欢迎批评指正

    新浪简介 | About Sina | 广告服务 | 联系我们 | 招聘信息 | 网站律师 | SINA English | 会员注册 | 产品答疑

    新浪公司 版权所有