Zakaj slovenska računovodska pamet ni dovolj dobra za Gotthardski bazni tunel?

Včeraj je bil uradno (z malce bizarno koreografijo) odprt Gotthardski bazni tunel, najdaljši železniški tunel na svetu (glejte spodaj). Ampak kar je mene zbodlo v tej zvezi, ni bizarna koerografija, pač pa model financiranja. Hm, le zakaj Švicarji za izgradnjo tega 59 km dolgega tunela, ki bo povezal Evropo na koridorju med Genovo, Milanom, Zurichom in Rotterdamom in ki je na koncu stal 10.3 milijarde €, niso uporabili slovenskega modela h gradnji drugega tira Koper – Divača? Zakaj so uporabili javno financiranje in zakaj niso uporabili javno-zasebnega partnerstva (JZP)? Zakaj se Švicarji niso odločili, da ta tunel 2- do 3-krat preplačajo, tako da ga dajo financirati zasebniku, ki mu nato letno plačujejo mastne subvencije za razpoložljivost?

Le zakaj računovodska pamet slovenskega ministra za finance in inovativnost ministra za infrastrukturo nista dovolj dobri za Švicarje?

Ja, in zakaj ta računovodska pamet ni dovolj dobra za Avstrijce, ki tudi nočejo uporabljati JZP kot najdražjega možnega modela pri gradnji Brenerskega tunela (55 km, 8.6 milijard €), Semerinškega tunela (27 km, 3.1 milijarde €), Koralpske proge (127 km, 5.4 milijarde €) itd.?

In še naprej: zakaj nihče, ampak prav zares nihče v Evropi ne uporablja tega genialnega  slovenskega pristopa h gradnji železniške infrastrukture za tovorni promet? Zakaj samo Mramor in Gašperšič želita drugi tir Koper – Divača (27 km, 1.3 milijarde €) izgraditi 2- do 3-krat dražje in napolniti žepe zasebnikov? Sta komu kaj dolžna?

Samo sprašujem. …ker pač ne razumem.

The Gotthard Base Tunnel (GBT) (German: Gothard-Basistunnel; French: Tunnel de base du Saint-Gothard; Italian: Galleria di base del San Gottardo; Romansh: Tunnel da basa dal Son Gottard) is a railway base tunnel through the Alps in Switzerland, which opened on 1 June 2016 with full service to begin in December 2016.[4] With a route length of 57.09 km (35.5 mi) and a total of 151.84 km (94.3 mi) of tunnels, shafts and passages,[3] it is the world’s longest and deepest traffic tunnel[5][6] and the first flat low-level route through the Alps.[7]

The project consists of two single-track tunnels connecting Erstfeld (Uri) with Bodio (Ticino) and passing below Sedrun (Graubünden). It is part of the AlpTransit project, also known as the New Railway Link through the Alps (NRLA), which includes the Lötschberg Base Tunnel between the cantons of Bern and Valais and the Ceneri Base Tunnel (under construction, scheduled to open late 2020) to the south. It bypasses the Gotthardbahn, a winding mountain route opened in 1882 across the Saint-Gotthard Massif, which is now operating at capacity, and establishes a direct route usable by high-speed rail and heavy freight trains.[8] It is the third tunnel connecting the cantons of Uri and Ticino after the Gotthard Tunnel and the Gotthard Road Tunnel.

The main purpose of the Gotthard Base Tunnel is to increase total transport capacity across the Alps, especially for freight, notably on the Rotterdam–Basel–Genoa corridor, and more particularly to shift freight volumes from road to rail to reduce fatal crashes and environmental damage caused by ever-increasing numbers of heavy lorries. Another benefit will be to provide a faster connection between the canton of Ticino and the rest of Switzerland, as well as between northern and southern Europe, cutting the ZürichLuganoMilan journey time for passenger trains by about an hour and from Lucerne to Bellinzona to 1 hour 25 minutes.[9]

After 64 percent of Swiss voters accepted the AlpTransit project in a 1992 referendum, tunnel construction began in 1996.[10] Drilling operations in the eastern tunnel were completed on 15 October 2010 in a breakthrough ceremony broadcast live on Swiss TV,[11] and in the western tunnel on 23 March 2011. AlpTransit Gotthard Ltd. planned to hand over the tunnel to Swiss Federal Railways (SBB CFF FFS) in operating condition in December 2016;[12] but on 4 February 2014, the handover date was changed to 5 June 2016 with the commencement of an 850-day opening countdown calendar on the AlpTransit homepage.[2] Total projected cost of the project was 9.8 billion Swiss francs (8.85 billion or US$10.3 billion[11]) but the final cost exceeded $12 billion.[4

Vir: Wikipedia

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