Urban rail transit, development countermeasures, equipment technology
1 development history of China urban rail transit
China urban rail transit has experienced more than 40 years of development. Summarizing the development process, we can roughly go through the following stages:
1) initial stage
Since 1950s, China has been preparing for subway construction and planning Beijing subway network. 1965? 1976, the first phase of Beijing subway (54km) was completed. At that time, the guiding ideology of subway construction paid more attention to the function of civil air defense. Subsequently, Tianjin subway (7. 1km, demolished and rebuilt) and Harbin civil air defense tunnel were built.
2) Start the construction phase.
At the end of 1980s and the beginning of 1990s, the traffic problems in Beijing, Shanghai, Guangzhou and other megacities were very prominent due to the limitation of city size and the weakness of infrastructure such as roads. Marked by Shanghai Rail Transit 1 Line (2 1km), Beijing Metro Line 8 (13.6km), the first phase of subway reconstruction project, Guangzhou Metro 1 Line (18.5km) and other construction projects, Chinese mainland is truly urban transportation. The first subway line 1997 was also opened in March in Taipei City, Taiwan Province Province.
3) The initial stage of construction climax
In 1990s, with the construction of subway projects in Shanghai and Guangzhou, Shenyang, Tianjin, Nanjing, Chongqing, Wuhan, Shenzhen, Chengdu, Qingdao and other cities began to plan and construct rail transit projects, and did a lot of preliminary work.
4) Adjustment stage
Because there are many subway projects to be built in major cities, the construction cost of the subway projects under construction is high. In February, the State Council issued the State Council No.60 document, 1995, suspending the examination and approval of subway projects, and demanding that development planning and localization should be done well. At the same time, the State Planning Commission began to study and formulate the localization policy of urban rail transit equipment. By the end of 1997, Shenzhen Metro 1 Line (19.5km), Shanghai Rail Transit Line 3 (24.5km) and Guangzhou Metro Line 2 (23km) were put forward as domestic projects, and the above three projects were approved on 1998, and urban rail transit.
5) Construction climax stage
With the implementation of the proactive fiscal policy and the further expansion of domestic demand, the state began to approve a number of urban rail transit projects to start construction. Following 1999, the state has successively approved the construction of rail transit projects in Shenzhen, Shanghai, Guangzhou, Chongqing, Wuhan and other cities 10, and invested 4 billion yuan in government bonds to support them. At present, there are 10 cities in China that have built or are building rail transit projects, including Beijing, Shanghai and Guangzhou, and 8 cities have applied for new projects to prepare for construction. 2 the main characteristics of the current development of urban rail transit in China
1) The project construction is progressing smoothly, the construction level is constantly improving, and the project cost is under control. Starting from 1998, China began to build a 2 1 rail transit project with a line mileage of about 500km and an investment scale of170 billion yuan. At present, the opening 13 line has been completed, with a mileage of about 300km and an investment of 77 billion yuan. Together with the lines already in operation in Beijing, Shanghai and Guangzhou, the mileage of rail transit lines already in operation in China has reached 420km (excluding Hongkong and Taiwan Province Province). Due to the continuous improvement of construction technology, full market competition and standardized bidding procedures, the cost level of rail transit projects has been basically controlled. At present, among the projects under construction, the average cost per kilometer of subway projects mainly based on underground lines is 400-500 million yuan, and the average cost per kilometer of overhead line projects is about1.50-250 million yuan.
2) Adopt advanced technology, and various systems and systems coexist.
According to the existing and planned construction projects, according to the development trend of rail transit technology and different traffic needs, China will form various types of rail transit systems to meet the urban traffic needs; Modern technologies such as modern control, modern communication and modern network are introduced to make rail transit play a greater role in urban traffic, ensure safety and improve service level. China's rail transit includes large-capacity subway system, urban elevated rail transit system, elevated straddle-type monorail system and medium and low-capacity ground light rail system, as well as high-speed maglev system and rapid suburban railway system. At present, six cities (Beijing, Shanghai, Guangzhou, Tianjin, Shenzhen and Nanjing) own or are building subways, four cities (Beijing, Shanghai, Wuhan and Chongqing) have built elevated rail transit systems, Tianjin and Dalian have built suburban railways, Changchun has built ground light rail, Shanghai has built high-speed maglev systems, and Beijing and Guangzhou are planning to build linear motor systems.
3) The implementation of localization policy has achieved remarkable results.
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 proposed that the average localization rate of all vehicles and electromechanical equipment in urban rail transit should not be less than 70%. Since the implementation of the localization policy, the production capacity of urban rail transit vehicles and other equipment in China has been significantly improved, and the overall localization rate can reach 70%. The state invested about 500 million yuan to strengthen the complete sets of rail transit and spare parts production equipment in more than 20 projects and designated vehicle production enterprises; Signal system integration enterprises participate in the rail transit market competition, and gradually form the China rail transit industrial production system. Driven by the localization policy, a number of foreign enterprises have established joint ventures in China, and the purchase price of equipment has dropped significantly compared with all imported products. According to the post-evaluation of Guangzhou Metro Line 2, compared with Guangzhou Metro 1 Line, the cost of mechanical and electrical equipment has decreased from 255 million yuan /km to 654.38+307 million yuan /km, and the localization policy has achieved remarkable results.
4) Explore various investment and financing methods to break through the bottleneck of funds.
At present, the investment and financing of rail transit construction in China is mainly a kind of government behavior, and the city government plays a leading role. It is precisely because of the financial credit of the city government that domestic banks are very enthusiastic about rail transit project loans. Domestic banks actively support the funds needed for project construction, and bank loans account for about 60% of the total investment. Take China Development Bank as an example. Since 1997, 36 billion yuan of rail transit projects have been committed and 29.4 billion yuan has been implemented. Other commercial banks have also invested heavily. Banks mainly investigate the financial growth and land income of urban governments. Banks are less risky to invest in urban rail transit projects than industrial projects, so they are more enthusiastic about lending. Especially in Shanghai, Guangzhou, Shenzhen, Hangzhou and other cities with relatively good financial conditions, the proportion of construction funds for the projects themselves is also high, and many banks are actively seeking loans for these subway projects. It is precisely because of the strong support of local governments and the active investment of domestic banks that the rapid development of rail transit has been promoted. At the same time, cities are actively exploring new ways of investment and financing, and exploring the feasibility of adopting BOT (build-operate-transfer) and PPP (cooperation between public sector and private enterprises) for rail transit construction. The construction system and operation system of urban rail transit in Beijing, Shanghai and Shenzhen are also undergoing reform and exploration.
5) The spirit of the State Council Document 8 1 is being gradually implemented.
In view of the problems exposed in the construction and development of rail transit, in order to further strengthen the management, the General Office of the State Council issued the Notice of the General Office of the State Council on Strengthening the Construction and Management of Urban Rapid Rail Transit in 2003 (referred to as document 8 1), pointing out that the development of rail transit should adhere to the principles of capabilities, standardized management and steady development. The document puts forward the standards that cities applying for rail transit should meet, such as: the general budget revenue of urban local finance for developing subway is above 654.38+000 billion yuan, the gross domestic product (GDP) is above 654.38+000 billion yuan, the urban population is above 3 million people, and the planned line has a one-way peak hour passenger flow of more than 30,000 people. At the same time, standardizing the application and approval procedures requires organizing the preparation of rail transit construction plans on the basis of the overall urban planning and urban traffic development planning; Project examination and approval should be carried out according to the approved construction plan, and the project capital should reach more than 40% of the total investment. The document puts forward specific requirements for the construction standards, 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 related cities began to compile and declare the rail transit construction plans, and so far, 15 cities have submitted the construction planning reports. The planning of Shenzhen, Hangzhou, Harbin, Guangzhou, Shanghai, Chengdu and other cities has passed the national examination and approval. According to statistics, 15 city plans to build 65 lines in the near future, with a mileage of 1700km and an investment of about 600 billion yuan. According to the requirements of the document, the relevant standards and specifications for rail transit construction are being formulated or revised, and the subway design specifications and urban rapid rail transit engineering construction standards have been implemented.
6) Attach great importance to the safety of rail transit.
In view of the safety problems in the construction and operation of rail transit (including dealing with various emergencies), the central leaders visited the site several times.
The safety management of railways has made important instructions, and the state and local governments have also issued relevant documents accordingly, attaching great importance to safety issues in construction and operation. Nine ministries and commissions, including the Ministry of Construction, jointly issued the Opinions on Further Strengthening Metro Safety Management, and the Ministry of Construction issued the Measures for the Operation and Management of Urban Rail Transit, proposing to strengthen the safety management of urban rail transit, establish a safety evaluation system for urban rail transit, and supervise the implementation of the safety responsibility mechanism. In the planning, design and construction of rail transit projects, it is required to strictly implement the mandatory standards promulgated by the state to ensure the synchronous planning, design and construction of safety facilities. In the preliminary research stage of the project, it is required to evaluate the safety, geological environment and geological disasters to prevent accidents such as geological disasters. It is necessary to ensure safety investment, establish an emergency mechanism to deal with emergencies, and improve disaster prevention and emergency rescue capabilities. Beijing, Shanghai, Chongqing and other cities have also promulgated relevant local laws and regulations to strengthen the safety management of rail transit.
3 Suggestions on the development countermeasures of urban rail transit in China
1) Prepare the rail transit construction plan according to the requirements of Scientific Outlook on Development.
It has been about 40 years since the development of urban rail transit in China, which has experienced a period from scratch to rapid development, and has also experienced several ups and downs, and is still in the initial development stage. Although China's urban rail transit has gained many successful experiences in technical progress, engineering construction and operation management level, some problems are constantly exposed. As pointed out in document 8 1? In some places, the phenomenon of blindly demanding the construction of urban rail transit projects regardless of their own financial resources has also appeared. Some new urban rail transit projects were built without the approval of the state; Some blindly compare with others and have high construction standards, resulting in waste of investment; Some projects have insufficient capital, heavy debt burden and serious losses after operation. ? Therefore, how to maintain the healthy, orderly and sustainable development of urban rail transit in China, we must first do a good job in the preparation of urban rail transit construction planning according to the requirements of Scientific Outlook on Development. What should the construction planning be based on? Reasonably control the construction scale and development speed, ensure that it is compatible with the level of urban economic development, and prevent blind development or excessive advancement? Requirements, combined with the specific situation and economic development of this city, according to the traffic demand, focusing on the analysis of economic affordability. In planning, it is necessary to study the relationship between economic benefits and social benefits in depth and explore an effective mechanism for the virtuous cycle development of urban rail transit; Study the role of rail transit in the coordinated development of urban and rural areas, solve urban traffic and promote the balanced development of cities; Study the influence of rail transit on urban environment and urban construction and transformation, so as to protect the natural and human environment of the city and finally realize the sustainable development of urban rail transit.
2) Pay close attention to formulating the strategic development goals of urban rail transit.
According to the statistics of 15 urban rail transit construction planning report, 15 city plans to build 65 lines in the near future, with a line mileage of 1700km and an investment scale of about 600 billion yuan. If these lines are completed around 10 ~ 15, the development trend of China rail transit will attract the world's attention. Therefore, it is necessary and urgent to study the development of urban rail transit in China from the perspective of national economic development strategy. First of all, the development of urban rail transit is closely related to the development strategy of urban transportation in China, which will affect the development direction of urban transportation in China. The huge investment in rail transit projects will provide a lot of demand, which is of positive significance to stimulating domestic demand in cities. The project construction can drive the land and real estate prices along the line to rise sharply, greatly promote the urban economic development, speed up the urban construction and transformation, and have obvious national economic and social benefits. This huge driving force is also an important reason for the rapid development of urban rail transit at present. At the same time, a variety of technical system models formed in the development of rail transit are of great significance to promoting the structural adjustment and technical level upgrading of the equipment industry. It has become a top priority to study and formulate the development strategy of rail transit in China.
3) Strengthen the theoretical research and infrastructure construction of rail transit.
At present, China's urban rail transit is developing rapidly, but there are also problems such as insufficient design and construction strength, lagging production and supply, imperfect basic theoretical research, and diverse construction norms and standards. Therefore, it is necessary to strengthen theoretical research and basic research, establish the standards and safety system of rail transit as soon as possible, and establish a complete production, design and scientific research capacity and system that is suitable for 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 urban development, and it is also a wide-ranging and comprehensive work, which will have a far-reaching impact on the development of the city. It is a century-old plan of the city and cannot be rushed for success. The preparatory work must be strengthened and solid. In particular, it is necessary to fully demonstrate the overall urban development planning and transportation planning to make the project construction more reasonable and bring greater investment benefits into play.
4) Actively explore multi-channel and diversified investment and financing methods.
Rail transit projects have the characteristics of large investment scale, long construction period, slow return on investment and low profit level, and the lack of funds is still a problem faced by urban rail transit construction. Capital is the most fundamental problem in the construction of urban rail transit in China, so it is very important to formulate investment policies to promote urban development.
It is very necessary to develop urban rail transit. Drawing on the experience at home and abroad, we can discuss from the following aspects:
(1) Establish a special fund. In order to encourage the development of urban rail transit, the state can set up special funds to provide a stable source of funds for the construction of rail transit and facilitate the macro-control of the state.
(2) Formulating laws and regulations to appropriately broaden foreign investment channels. In addition to using foreign government loans and organizational loans, in order to further broaden the channels of foreign investment, urban rail transit projects can be built in various ways such as project financing, financial leasing and asset financing. Although these methods are complex and risky, they can be realized as long as there are corresponding laws and regulations. For example, in order to formulate a franchise agreement for urban rail transit projects, some provisions should even be incorporated into national or local laws and decrees as an effective and reliable government guarantee for attracting foreign investment.
(3) Actively encourage project owners to raise funds through multiple channels. A large number of fixed assets and stable income sources are the best guarantee for subway or light rail companies to raise funds. Project owners should have strong financing means. With the continuous improvement of the socialist market economy, funds can also be raised through financing means such as stocks and bonds. Investors should be encouraged to participate actively, not only to attract large investors and foreign capital, but also to pool social idle funds for rail transit infrastructure construction. At the same time, use the rights and interests along the line to increase the sources of funds, such as comprehensive development and management of the land along the rail transit project, and obtain certain profits through land appreciation. In addition, the development right of municipal facilities such as subway stations can be transferred through bidding, and important projects such as stations of the project can be handed over to developers for construction; Domestic and foreign funds can also be raised through auction station names and place names; Advertising along the line also has a lot of income, and so on.
5) Further promote the development of rail transit equipment technology.
Since the implementation of the localization policy of rail transit, remarkable results have been achieved. New projects have basically reached the requirement of 70% localization rate. Most products are developed, produced and provided by domestic enterprises, and the project cost is effectively controlled. With the continuous development of rail transit in the future, all kinds of systematic rail transit, including linear motors, will also appear in China. Around the development and application of new technologies, new tasks are put forward for the development of rail transit equipment technology in China. Therefore, it is necessary to further implement the localization policy of rail transit, adhere to the combination of independent development and technology introduction, speed up technological upgrading and improve its own development level; It is necessary to improve the competitiveness of key technologies of domestic products, formulate specific measures, standardize the market and ensure effective competition. At the same time, it is necessary to strengthen basic work, establish a production system, safety certification and quality supervision system suitable for the development of rail transit, and gradually form a modern rail transit technology and equipment system with China characteristics suitable for the development of rail transit in China, and make it competitive and have a certain position in the world.
6) Continue to strengthen macro coordination.
There are still a lot of work and problems to be studied and coordinated to develop urban rail transit in China and realize the development strategy of rail transit. For example, formulating the development plan and policy of urban rail transit, formulating standards and norms, promoting basic work, coordinating the market and improving the technical level of equipment are all urgent problems to be solved in the construction of rail transit. The document number is 8 1, and the state has put forward guiding opinions on the examination and approval procedures, construction standards, safety guarantee, construction management system and the policy of promoting localization of rail transit. At present, strict examination and approval procedures and project construction according to the requirements of construction planning are conducive to the preliminary work of urban rail transit construction. In the future, according to the decision of the national investment system reform, according to? Who invests, who makes decisions, who benefits and who takes risks? Principle, further broaden the financing channels of the project, and implement the investment autonomy of enterprises. With the transformation of government functions, the government can take rail transit as public infrastructure and give it tilt and support in public finance. In terms of macro guidance and coordination, the state should, according to the development of rail transit and urban economic and social development, strengthen the management of total project construction, construction progress, repayment ability of investment and financing, fund balance and other aspects, establish economic early warning and safety early warning mechanisms, and formulate corresponding measures.
The second part of the suggestions on urban development is put forward by several city governments in our province. Run a city? The idea of building a management-oriented city is regarded as? A grand system engineering? However, relatively speaking, the urban management effect of our province is not ideal. Last year, the province's land revenue was only over 4 billion, less than half that of Shenzhen. There are many reasons, among which the unreasonable urban development planning and investment decision-making is one of the important reasons.
First of all, the main reason is the lack of scientific and forward-looking urban development planning suitable for the urban development stage. Some cities blindly build high-standard infrastructure beyond their own development stage, which restricts the construction of other aspects of the city. But more often, development planning lags behind the practice of urban construction and development, and many buildings fall behind as soon as they are built (or even just started). For example, due to limited land use, urban plug-in projects did not fully consider parking spaces, resulting in nowhere to park after completion; We should consider widening the road as soon as it is repaired. Due to the lack of foresight, there is no planning preparation and early warning for the widening and reconstruction of important roads, which leads to a substantial increase in demolition costs and unnecessary waste of social wealth. While renovating the city center, neglecting the planning and management of the near suburbs and outer suburbs will become the object of renovation and governance. There are all kinds of waste (leakage effect) in municipal investment, which leads to low investment income and poor multiplier effect in the whole city.
Everyone engaged in project construction knows that the contribution rate of project scheme and technical demonstration to investment cost saving is about 70%. If the city is operated as a big project, the contribution rate of development planning, design and demonstration to cost saving is very high. If you follow a good development plan, you can save 60%? 70%, or we'll pay 60% more? 70%。 Therefore, we believe that the whole society should attach importance to development planning.
Secondly, it is also very important to maintain a consistent investment structure and time series. Investment structure mainly refers to the regional structure, such as the proportion of investment in inner cities and suburbs, and the proportion of investment in old and new areas. It can also refer to the proportional relationship between different infrastructures (roads, bridges, schools, heating, gas pipe networks, etc.). ). The investment sequence is the time arrangement of the project according to the intensity and priority of the demand. The structure and timing of city investment cannot change greatly with the change of government, otherwise it will stay for the city? Half-baked Engineering and many sequelae, investment did not see obvious benefits. Therefore, it should be included in the annual development plan of the city, and the municipal people's congresses should conduct annual review and supervision, implement the publicity system, solicit public opinions and accept supervision. Third, improving the income from urban investment is an important means to accelerate urban development. According to the reality of our province, the best way to increase income is to do a good job in urban land management. The government should not only manage the primary land market and adopt an open and transparent way of land transfer, but also improve the value of land through the construction and transformation of infrastructure, try to ensure the value-added income of land and prevent the loss of land value.
Protect urban fringe areas and environmentally sensitive areas in urban areas and build a beautiful ecological city with sustainable development.
Protecting and preserving urban fringe is the objective need of urban development. The New Urbanism Promotion Association, which came into being in the United States in the 1980s, advocated paying attention to the protection of urban fringe areas in order to prevent cities from spreading cakes. As far as most cities in China are concerned, there is an obvious process of urban function reconstruction, which is manifested in the relocation of productive enterprises and residents in the city center, and the vacated land is built into office buildings, shopping malls, green spaces and residential areas. And the relocated enterprises are rooted in urban fringe areas or satellite towns. If we don't pay attention to the protection of the urban fringe (often outside the urban planning and management area), it will destroy the natural heritage around the city, endanger the improvement of the urban environment, greatly reduce the transformation effect that takes a lot of time and money, and will become an obstacle to the further development of the city in the long run.
What needs to be emphasized is that major cities must strengthen the planning and construction management of the near and far suburbs, overcome the idea of focusing on the central area and neglecting the suburbs, and prevent? Chaos reproduction and transformation reproduction? Due to poor planning and management, these areas will soon become the target of transformation. The method is to give priority to urban form planning and road construction, implement publicity system, inform residents of regional functional planning and development and construction, control the primary land market, carefully approve temporary buildings, and avoid unnecessary waste and renovation obstacles.
There are many criteria for defining urban environmental sensitive areas, such as natural factors, human factors or both. For example, Jinan has beautiful springs, lakes and mountains. Although it is natural, the cultural accumulation of past dynasties has increased its aesthetic value. Is this a city? Eyes? ; Qingdao, Yantai, Weihai, Rizhao and other coastal cities attract people by sea and retain people by culture. The urban space is narrow, so it is impossible for any construction or renovation not to have an impact on important scenic spots or signs. In order to better protect scenic spots and signs and highlight their individuality, we believe that the most important point is to divide environmentally sensitive areas, with the protection of scenic spots and signs with great social and economic value as the core, and implement special policies: formulate the principles, directions and priorities of regional development and construction, and formulate a unified construction plan for environmentally sensitive areas; Any architectural scheme must carry out environmental (especially urban cultural landscape) impact assessment; The implementation of publicity and hearing system, judged by citizens and experts; Realize? A pen? System, the construction and renovation plan within the sensitive area shall be reported to the chief executive for signature and approval.