Reviewed the development history of China's urban rail transit, analyzed the main features of the current development status, summarized the localization policy, investment and financing methods, project cost and system safety and other aspects of work, and put forward proposals for China's urban rail transit development of the relevant countermeasures, pointing out that we should formulate the strategic development goals of urban rail transit, strengthen macroeconomic coordination, strengthen theoretical research and infrastructure work, and further promote the development of urban rail transit equipment and technology. It is pointed out that the strategic development goal of urban rail transit should be formulated, the macro coordination should be strengthened, the theoretical research and infrastructure work should be enhanced, and the development of urban rail transit equipment and technology should be further promoted.
Keywords: urban rail transit, development countermeasures, equipment technology
1 China's urban rail transit development process
China's urban rail transit, has experienced more than 40 years of development. Summarize the development process, roughly through the following stages:
1) Starting stage
From the 1950s, China began to prepare for the construction of the subway, the planning of the Beijing subway network. 1965?1976 construction of the first phase of the Beijing subway project (54km). At that time, the guiding ideology of subway construction was more focused on the function of human defense. Subsequently, the construction of the Tianjin subway (7.1km, now demolished and rebuilt), Harbin, such as human defense tunnels.
2) the beginning of the construction phase
The late 1980s to the early 1990s, due to the limitations of the city scale and roads and other infrastructure is relatively weak, Beijing, Shanghai, Guangzhou and other megacities, the transportation problem is very prominent. Shanghai rail transit line 1 (21km), Beijing subway line 8 (13.6km) and subway renovation of the first phase of the project, Guangzhou subway line 1 (18.5km) and other construction projects as a symbol of China's mainland really for the purpose of urban transportation metro project began to build. Taipei City, Taiwan Province, also in March 1997 opened the first subway line.
3) The beginning of the construction of the climax stage
Into the 1990s, with the construction of Shanghai, Guangzhou metro project, a number of cities, including Shenyang, Tianjin, Nanjing, Chongqing, Wuhan, Shenzhen, Chengdu, Qingdao, etc. began to plan for the construction of rail transit projects, and a lot of preliminary work.
4) Adjustment stage
Due to the major cities require the construction of more subway projects, and the construction of subway projects under construction at a higher cost, the State Council in December 1995 issued the State Council Office of the No. 60, suspended the approval of the subway project, and require development planning and localization work. At the same time, the State Planning Commission began to study the development of urban rail transit equipment localization policy. By the end of 1997, the proposed Shenzhen Metro Line 1 (19.5km), Shanghai Railway Line 3 (24.5km) and Guangzhou Metro Line 2 (23km) as the localization of relying on the project, and in 1998 approved the project of the above three projects, from which the urban rail transit construction projects to restart.
5) construction climax stage
With the implementation of proactive fiscal policy to further expand domestic demand, the state in 1999 began to approve a number of urban rail transit projects to start construction. 1999, the state has approved Shenzhen, Shanghai, Guangzhou, Chongqing, Wuhan and other 10 cities to start construction of rail transit projects, and invested 4 billion yuan of state bonds to support, currently including Beijing, Shanghai, Guangzhou, Chongqing, Wuhan and other cities to start construction, and invested 4 billion yuan of state bonds. To be supported, including Beijing, Shanghai, Guangzhou, the country has been built and in the construction of rail transit projects in the city of 10, the new application for the establishment of the project is ready to build the city of 8, the construction speed greatly exceeded the previous 30 years. 2 China's current urban rail transit development of the main features
1) project construction progress smoothly, the construction level continues to improve, the project cost control since 1998, China has begun construction of 21 rail transit projects, line mileage of about 500km, the investment scale of 170 billion yuan. At present, 13 lines have been completed and opened to traffic, completed mileage of about 300km, completed investment of 77 billion yuan. Together with Beijing, Shanghai, Guangzhou has been operating the line, China has opened the operation of rail transit line mileage has reached 420km (excluding Hong Kong and Taiwan). As the construction technology level continues to improve, the market competition is relatively full, the construction of standardized bidding procedures, rail transit project cost level is basically under control. Currently under construction in the project, generally underground lines mainly subway project, the average cost per kilometer in 4 to 500 million yuan, the average cost per kilometer of elevated line project in 1.5 to 250 million yuan or so.
2) the use of advanced technology, a variety of systems and systems co-exist
From the situation of the built and planned construction projects, according to the development trend of rail transit technology and different capacity needs, China will form a large number of types of rail transit systems to meet the needs of urban transportation; and the introduction of modern control, modern communications and modern networks and other technologies, so that the rail transit play a greater role in urban transportation, safety and more secure. The introduction of modern control, modern communication and modern network technology will make rail transportation play a greater role in urban transportation, ensure safety and improve service level. China's rail transportation has a large capacity of the subway system, urban elevated rail transit system, elevated cross-seat monorail system and low capacity of the ground light rail system, in addition to high-speed magnetic levitation system, rapid suburban railroad system. Existing six cities (Beijing, Shanghai, Guangzhou, Tianjin, Shenzhen, Nanjing) have and are building the subway, four cities (Beijing, Shanghai, Wuhan, Chongqing) has built elevated rail transit system, Tianjin, Dalian, two cities built suburban railroads, Changchun City, the construction of the ground light rail, the Shanghai Municipality built a high-speed magnetic levitation system, Beijing and Guangzhou are planning to build a linear motor system.
3) The implementation of the nationalization policy has achieved remarkable results
In 1999, the General Office of the State Council forwarded the opinions of the State Planning Commission on the implementation of the localization of urban rail transit equipment, and put forward that the average localization rate of all vehicles and electromechanical equipment of urban rail transit should be ensured to be not less than 70%. Since the implementation of the localization policy, China's urban rail transit vehicles and other equipment production capacity has improved significantly, and in general can meet the 70% localization rate requirements. The state has taken out about 500 million yuan of state bond funds invested in more than 20 projects, used to strengthen the complete sets of rail transit and parts and components of the production of equipment, and designated vehicle manufacturers; signaling system integration enterprises to participate in the rail transit market competition in the domestic rail transit industrial production system has gradually formed. In the localization policy driven by a number of foreign enterprises have set up factories in the domestic joint venture, equipment purchasing price than the full imported products fell significantly. According to the Guangzhou Metro Line 2 after the evaluation of the situation, compared with the Guangzhou Metro Line 1, mechanical and electrical equipment costs from 255.5 million yuan/km down to 130.7 million yuan/km, the localization policy has been effective.
4) Explore a variety of investment and financing methods, capital bottlenecks have been broken
Currently, China's rail transit construction investment and financing is mainly a governmental action, the city government plays a leading role. Because of the city government's financial credit, the current domestic banks on rail transit project loan enthusiasm is high, the project construction of the funds needed, domestic banks actively support, bank loans accounted for about 60% of the total investment. Take China Development Bank as an example, since 1997, has committed to rail transportation project funds of 36 billion yuan, has implemented 29.4 billion yuan. Other commercial banks also have a large input. Banks are mainly on the city government financial growth and land revenue to examine, banks invest in urban rail transit project risk is relatively small compared to industrial projects, so the lending enthusiasm is higher. Especially the financial situation of Shanghai, Guangzhou, Shenzhen, Hangzhou and other cities, the project itself, the construction of the capital ratio is higher, a number of banks are actively seeking to give these subway project loans. It is because of the strong support of local governments and domestic banks actively invested, promoting the rapid development of rail transit. At the same time, cities are actively exploring new investment and financing methods, to explore the use of BOT (build-operate-transfer), PPP (public **** sector and private enterprise cooperation) and other ways to carry out the feasibility of rail transit construction. Beijing, Shanghai, Shenzhen and other cities in the construction of rail transit system and operating system is also being reformed to explore.
5) The spirit of Document 81 of the State Council Office is being gradually implemented
In response to the problems exposed in the development of rail transit construction, in order to further strengthen the management of the General Office of the State Council in 2003 issued the "General Office of the State Council on the enhancement of the management of the construction of urban rapid transit notice" (referred to as No. 81), which points out that the development of rail transit should be adhered to within the limits of their capacity to standardize the management, The document puts forward the policy of declaring cities for rail transportation. The document puts forward the declaration of rail transit cities should meet the standards, such as: the development of metro cities in the general budget revenue of local finances of more than 10 billion yuan, the gross domestic product (GDP) of more than 100 billion yuan, the urban population of more than 3 million people, the planning of the line of the size of the passenger flow of the unidirectional peak hour of 30,000 people, etc.; at the same time, standardize the declaration and approval procedures, requiring the overall planning of urban And urban transport development plan on the basis of the organization of the development of rail transit construction planning; project approval, based on the approval of the construction plan, the project's capital must reach more than 40% of the total investment. The document puts forward specific requirements on the construction standard, safety management, operation system and localization of rail transit. According to the spirit of the document, from the end of 2003, Beijing, Shanghai, Shenzhen and other relevant cities began to prepare and declare the construction of rail transit planning, 15 cities have been reported to the construction planning report. Shenzhen, Hangzhou, Harbin, Guangzhou, Shanghai, Chengdu and other cities of the plan has been approved by the state. According to the statistics, 15 cities in the near future planning and construction of 65 lines, line mileage of 1700km, the scale of investment of about 600 billion yuan. According to the requirements of the document, the relevant rail transit construction standards and norms are being organized to develop or revise, "Metro Design Code", "urban rapid transit project construction standards" and so on have been implemented.
6) The safety of rail transportation has been attached great importance
In response to the widespread concern about the safety of rail transportation construction and operation (including the response to a variety of emergencies), the central leadership of the metro
The safety management of the railway has been repeatedly made an important instruction, the state and the local authorities have also issued relevant documents, to the construction and operation of the safety issue to be attached great importance.
3 China's urban rail related countermeasures recommendations
1) According to the requirements of the scientific concept of development to prepare a good rail transit construction planning
China's urban rail transit development so far about 40 years, experienced from scratch and to the faster development of the period, but also appeared a few ups and downs of the situation, and is still in the initial stage of development. Although China's urban rail transportation in the field of technological progress, engineering construction and operation and management level has achieved many successful experiences, but also constantly exposed some problems. As pointed out in document 81? Some places also appeared in spite of their own financial resources, blindly requesting the construction of urban rail transit project phenomenon. Some without the approval of the state, unauthorized new urban rail transit projects; some blind comparison, construction standards are high, resulting in a waste of investment; some projects with insufficient capital, heavy debt burden, serious losses after operation. Therefore, how to maintain China's urban rail transit more healthy, orderly and sustainable development, first of all, according to the requirements of the scientific concept of development, do a good job in the preparation of urban rail transit construction planning. Construction planning should be in accordance with the requirements of the scientific concept of development. Reasonable control of the scale of construction and development speed, to ensure that the level of economic development with the city to prevent blind development or excessive advance? Requirements, combined with the city's specific situation and economic development, based on the demand for transportation, focusing on the analysis of economic affordability. In the planning, it is necessary to study the relationship between economic and social benefits and explore the effective mechanism of benign cycle development of urban rail transit; study the role of rail transit in the coordinated development of urban and rural areas and solve the problem of urban traffic, so as to promote the balanced development of the city; study the impact of rail transit on the urban environment and urban construction and renovation, so as to protect the city's natural and humanistic environment, so as to ultimately realize the sustainable development of urban rail transit. The study of the impact of rail transit on the urban environment and urban construction transformation, in order to protect the city's natural and human environment, so as to ultimately realize the sustainable development of urban rail transit.
2) Grab the strategic development goal of urban rail transit
According to the statistics of 15 cities' rail transit construction planning reports, 15 cities are planning to build 65 lines in the near future, with a line mileage of 1700km and an investment of about 600 billion yuan. If these lines in 10 to 15 years or so construction is completed, China's rail transit development trend will make the world attention. Therefore, from the national economic development strategy to study the development of urban rail transit in China has been very necessary and urgent. First of all, the development of urban rail transit is closely related to the development strategy of China's urban transportation and will affect the development direction of China's urban transportation. The huge investment in rail transportation projects will provide a large number of demand, which is of positive significance to stimulate the domestic demand of the city. The construction of the project can drive the price of land and property along the route to increase significantly, greatly promote the development of urban economy, accelerate the speed of urban construction and renovation, there are obvious national economic benefits and social benefits. This huge role in promoting the rapid development of urban rail transit is also an important reason. At the same time, in the process of rail transit development of a variety of technology system model, to promote the structural adjustment of the equipment industry and technology level upgrading are of great significance. Research and development of China's rail transit development strategy has become a priority.
3) Strengthen the theoretical study of rail transit and infrastructure work
At present, China's rapid development of urban rail transit at the same time, but also exposed the design, construction force is insufficient, lagging behind in the supply of production, basic theoretical research and the construction of norms and standards is not perfect and other issues. Therefore, it is necessary to strengthen the theoretical research and the basic research work, establish the standard norms and safety system of rail transit as soon as possible, establish the complete production, design, scientific research capacity and system which is compatible with the development of rail transit, so as to provide good conditions for the construction and development of rail transit in China. Rail transit project is a major public welfare infrastructure in the development of the city, but also a wide-ranging, comprehensive work, the development of the city will have far-reaching impact on the city is the city of a hundred years, so we can not be in a hurry. Preliminary preparatory work must be strengthened, and to do a solid, especially the need to combine the overall planning of urban development and transportation planning for full justification, so that the project construction is more rational and play a greater investment benefits.
4) Actively explore multi-channel and diversified investment and financing
Rail transit projects have a large investment scale, long construction period, slow return on investment and low profitability, etc., the lack of funds is still the problem faced by the construction of urban rail transit. China's urban rail transit construction, capital is the most fundamental problem, so the development of investment policies to promote the development of urban
urban rail transit is very necessary. Drawing on domestic and foreign experience, can be explored in the following areas:
(1) the establishment of a special fund. In order to encourage the development of urban rail transit, the state can set up a special fund for the construction of rail transit to provide a stable source of funding, but also to facilitate the state in the macro-control.
(2) the development of laws and regulations, the appropriate expansion of foreign investment channels. In addition to the use of foreign government loans, organizational loans, in order to further expand the channels of foreign capital, you can use project financing, financial leasing, asset financing and other ways to carry out the construction of urban rail transit projects. Although these ways have certain complexity and risk, but as long as there are corresponding laws and regulations to ensure or can be realized. Such as: to develop urban rail transit project concession agreement, some terms and conditions should even be ordered into the national or local laws, decrees, as to attract foreign investment in the effective and reliable government guarantees.
(3) actively encourage project owners to raise funds through multiple channels. A large number of fixed assets and stable sources of income is the subway or light rail company to raise funds for the best guarantee. Project owners should have a strong means of financing, in the socialist market economy under the conditions of continuous improvement, through stocks, bonds and other means of financing can also raise funds. Should encourage the majority of investors to participate actively, not only to attract large investors and foreign capital, but also should be the community's idle funds concentrated for rail transit infrastructure construction. At the same time, the use of rights and interests along the line to increase the source of funds, such as comprehensive development and management of land along the rail transit project, through the appreciation of land to obtain a certain profit. In addition, through the tender to transfer the right to development of municipal facilities such as subway stations, you can project important works such as stations and other facilities to the developer to build; with the auction of station names, place names and other ways to raise funds at home and abroad; along the line of the advertisement also has a lot of income, and so on.
5) further promote the development of rail transit equipment technology
Since the implementation of the policy of localization of rail transit, has achieved significant results, the new project basically reached 70% of the localization rate requirements, the domestic enterprises to develop and produce and provide most of the products, the project cost has been effectively controlled. With the continuous development of future rail transit, a variety of systems, including linear motors and other modes of rail transit will also appear in China. Around the development and application of new technologies, China's rail transportation equipment technology development and put forward new tasks. Therefore, to further implement the policy of localization of rail transit, adhere to the combination of independent development and the introduction of technology, accelerate technological upgrading, improve their own level of development; to improve the competitiveness of the key technologies of domestic products, develop specific measures to regulate the market to ensure effective competition. At the same time to strengthen the groundwork, the establishment of rail transit development with the production system and safety certification and quality supervision system, so as to gradually form with the development of China's rail transit with Chinese characteristics of the modern rail transit technology and equipment system, and make it in the world with a certain degree of competitiveness and status.
6) continue to strengthen the macro-coordination
Development of China's urban rail transit business, the realization of rail transit development strategy, there are still a lot of work and issues need to be studied and coordinated. For example, the development of urban rail transit development planning and policy, the development of standards and norms, to promote the basic work, coordination of the market, improve the level of equipment and technology, etc., are in the construction of rail transit in the urgent need to solve the problem. In the 81st document, the state in the rail transit approval procedures, construction standards, safety and security, construction and operation management system and promote the localization of policies have put forward guiding views. At present, strict approval procedures, according to the construction planning requirements for project construction, is conducive to urban rail transit construction of the preliminary work. In the future, according to the decision of the national investment system reform, in accordance with? Who invests, who decides, who benefits, who bears the risk? The principle of further broadening the project financing channels, the implementation of enterprise investment autonomy. With the transformation of government functions, the government can take the rail transit as a public **** infrastructure, in the public **** financial aspects to be tilted and support. In macro-guidance and coordination, the state should be based on the development of rail transit and urban economic and social development, to strengthen the project construction volume, construction progress, investment and financing ability to repay the loan, the balance of funds and other aspects of management, the establishment of the economic early warning, safety early warning mechanism, and the development of appropriate measures.
Suggestions for the development of the city of the secondMany city governments in our province proposed? Management of the city? The idea of building and managing the city as? A grand systematic project (project)? The reasons for this are manifold, and irrational urban development planning and investment decisions are one of the major reasons.
First of all, the lack of urban development stage appropriate, scientific, forward-looking urban development planning, which is the main reason. Some cities beyond their own stage of development blindly launched a high standard of infrastructure, the results constrained the construction of other aspects of the city. But more 'is the development planning lags behind the urban construction and development practice, many buildings just built up (or even started) on the backward. For example, downtown insertion projects due to limited land for parking space is not fully considered, resulting in nowhere to park after the completion of the road; road has just been repaired to consider the widening of the renovation. Due to the lack of foresight, there is no planning preparation and early warning for the widening and reconstruction of important roads, resulting in a substantial increase in demolition and relocation costs and a needless waste of social wealth. City center improvement at the same time, ignoring the near and far suburbs of the planning and management, they will become the object of transformation and management. Municipal investment due to the existence of a variety of waste (leakage effect), resulting in the city's overall return on investment is not high, the multiplier effect is not recognized.
All engaged in the construction of the project know that the project program and technical demonstration of the contribution rate of investment cost savings of about 70%, if the city as a large project management, then the development of planning, design and demonstration of the contribution rate of cost savings is very high, if in accordance with the good development planning can save 60%?70%, otherwise we will pay more than 60%?70%. So we believe that the whole community should focus on development planning.
Second, it is also important to maintain a consistent and coherent investment structure and time series. The investment structure refers mainly to the regional structure, such as the proportion of investment in inner cities and suburbs, and the proportion of investment in old districts and new districts. It can also refer to the proportionality between different infrastructures (roads, bridges, schools, heating, gas networks, etc.). The time sequence of investment is the timing of projects according to the intensity of demand and prioritization. The structure and time sequence of urban investment must not change drastically with the change of government, otherwise it will leave the city ? Half-assed? Project and a lot of sequelae, the investment is slow to see the obvious benefits. Therefore, it should be included in the city's annual development plan, the people's congresses of each city to implement the annual review and supervision, the implementation of the public announcement system, to seek public opinion and accept supervision. Thirdly, raising the return on urban investment is an important means of accelerating urban development. According to the actual situation in our province, the best way to improve the income is to improve the urban land management, the government should not only manage the primary market of land and adopt open and transparent land transfer methods, but also enhance the value of the land through the construction and transformation of infrastructure, and try to ensure that we can get the land appreciation income, and prevent the loss of the value of the land.
Protecting the edge of the city and the environmentally sensitive areas of the urban area, and building a sustainable and environmentally beautiful eco-city
Protecting and preserving the edge of the city is an objective need for urban development. The New Urbanism Association of the United States, which emerged in the 1980s, advocates that attention should be paid to the protection of urban fringe areas in order to prevent the expansion of the city outward in a pie-shaped manner. As far as most cities in China are concerned, there is an obvious process of reconstruction of urban functions, which is manifested in the relocation of productive enterprises and residents in the city center, and the vacated land is constructed into office buildings, green areas, residential areas, etc., while the relocated enterprises have set up their roots and settled down in the urban fringe areas or satellite towns. If we do not pay attention to the protection of urban fringe areas (often outside the urban planning and management area) will destroy the natural heritage around the city, jeopardize the improvement of the urban environment, so that a lot of time and money spent on the transformation of the effectiveness of the discount, and in the long term will become an obstacle to the further development of the city.
It should be emphasized that the major cities must increase the planning and construction management of the near and far suburban areas, to overcome the idea of only focusing on the central areas and neglecting the suburbs, to prevent ? chaotic reproduction and transformation of the reproduction? Meaning that it won't take long for these areas to become the object of transformation again due to poor planning and management. The method is to prioritize the morphology of the city planning and road construction, the implementation of a public announcement system, the functional planning and development of the region to inform the residents, while controlling the primary market of land, careful approval of temporary construction, to avoid unnecessary waste and obstacles to the transformation.
There are various criteria for defining environmentally sensitive areas in urban areas, such as natural factors, human factors, or both. For example, Jinan to springs, lakes, mountains for the beauty, although it is natural, but the cultural precipitation over the generations has added to its aesthetic value, is the city? Eyes? Coastal cities such as Qingdao, Yantai, Weihai, Rizhao, etc., the sea to attract people, to culture to keep people. Small space in the city, any construction, remodeling is impossible without the impact on the important attractions or signs. In order to make the attractions and symbols get better protection and light, highlight its personality, we think the most important point is to divide the environmentally sensitive areas, with great social and economic value of the attractions and symbols protection as the core of the circle of the region, the implementation of special policies: the development of regional development and construction of the principles, directions and priorities, the development of a unified environmentally sensitive areas planning and construction programs; any building program should be carried out in the environment (especially the urban human landscape). especially the city's humanistic landscape) impact assessment; the implementation of public announcements and hearing system, judged by the public and experts; the implementation of ? A pen? System, within the scope of the sensitive area of the construction and renovation program, must be reported to the administrative hand and sign the approval.