The hottest railway investment impulse, the second

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Railway investment impulse the second wave of intercity rail construction may replace high-speed rail

according to the national urbanization plan just completed by the national development and Reform Commission, the total mileage of China's railway is expected to reach 146000 kilometers by 2020. The above report will be submitted to the State Council in the near future

according to the medium and long term plan of China's railways revised in 2008, the operating mileage target of China's railways in 2020 is more than 120000 kilometers, but there is no specific explanation for the "above" or how much

according to the sources of China Railway Corporation, according to the internal calculation of projects under construction and planned projects, the above figure will reach 138000 kilometers at most in 2020

with regard to the possible expansion of the target to 146000 kilometers, the above-mentioned person said, "there are still variables whether the 120000 kilometers of the current railway 12th Five Year Plan (year) can be completed on schedule." He said that the traditional investment and financing mode of high debt railway construction has been unsustainable, and it is difficult to maintain the investment and construction speed of the 12th Five Year Plan during the "13th five year plan" period (year) when the new investment and financing mode has not yet taken shape

in fact, China's railway construction has just experienced a round of high-speed "rush", and the line originally planned to be completed in the "13th five year plan" has been advanced to the "12th Five Year Plan". According to the plan, China Railway Corporation also needs to complete a total of 16000 kilometers of line construction in 2014 and 2015. "If the current projects under construction, capital and construction are not unexpected, the goals of the 12th Five Year Plan are expected to be completed on time." The person said

China's railway construction during the 11th Five Year Plan and the 12th Five Year Plan period mainly depends on high-speed rail projects. By the end of the 12th Five Year Plan period, the main framework of high-speed rail will be basically completed, and during the 13th Five Year Plan period, only some branch lines will be built and existing roads will be improved. Therefore, the industry generally expected that the speed of railway construction would slow down significantly during the "13th five year plan" period due to the relaxation of the experimental time of the experimental machine

according to the current urbanization plan, the construction of intercity rail and metropolitan railway may replace high-speed rail as the growth point of the next round of railway construction. In the urbanization planning, 21 urban agglomerations are preliminarily planned, and the intercity rail will be mainly constructed by local governments

according to the published intercity rail planning, the average page repetition rate is about 4. The total investment scale of intercity rail transit in the Pearl River Delta is as high as 370billion yuan, of which 118 billion yuan is planned to be completed during 2012-2020. Jiangsu Province plans to invest another 210 billion yuan to build intercity rail during the "13th five year plan" period after the completion of 86billion yuan of investment in the "12th Five Year Plan"

a railway expert who has participated in the demonstration of high-speed rail projects and local urban rail projects for many times commented that under the background of railway reform, the traditional cooperation mode between provinces and ministries is facing adjustment

in the next few years, China's cable market will grow steadily. In the era of Liu Zhijun, the Ministry of Railways has fully participated in the construction of local intercity rail, and most of the lines are funded by provinces and ministries in the proportion of 1:1. By the end of 2011, Sheng Guangzu, then Minister of the Ministry of railways, could only remove the cover plate or protective parts during maintenance. In order to protect the key high-speed railway projects under construction, he announced internally that he would no longer participate in the investment of local intercity rail in principle, and the equity of the invested urban rail projects would be successively replaced on the national railway trunk lines cooperated by the provincial and ministry

the above adjustments once brought the urban rail construction in many provinces to a standstill

"capital is only one aspect." The above experts said that in the face of high investment in intercity rail, after the withdrawal of the Ministry of railways, local governments are not only facing financing pressure, but also facing the problem of land indicators. In the past, when the Ministry and province cooperated to build urban rail transit, the land index involved was included in the national railway index, which was arranged by the state separately

in addition, when the mode of ministerial and provincial cooperation was dominant, the positioning of intercity rail in the Yangtze River Delta and the Pearl River Delta had been vague, and there was no clear statement whether it belonged to the national railway or the local railway. At present, "the high-level has obviously recognized that the intercity rail is part of local services and should be the responsibility of the local government." The person said

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