The main business of the rail transit group is developing slowly. Compared with other cities, there is a clear gap between the scale of the subway construction and the development speed. According to the Tianjin Daily, a few days ago, the former party secretary and former chairman of Tianjin Rail Transit Group Co., Ltd. Miao Yugang and Liu Yuqi, the former deputy secretary of the party committee and the former general manager, was removed from the relevant positions.
The two main leaders were exempted. How big is the size and development speed of the Tianjin Metro and other cities?
According to the report of China Urban Rail Transit Association, as of the end of 2017, the operating distance of Tianjin Metro Line is 115.2 kilometers, which is the tenth in the country. The subway line under construction is 183 kilometers, and the planned subway line is 240.7 kilometers. From the total length of construction, construction and planning, Beijing, Shanghai, Guangzhou, Chengdu, Hangzhou, Wuhan, Shenzhen, the total size of the subways in these seven cities are more than 800 kilometers, ranked 10th in Tianjin Only 538.9 kilometers.
Last year, China spent nearly 500 billion to repair the city rail. Only four cities did not lose money.
Tianjin is the second city in mainland China to have a subway after Beijing. Its first subway line was officially opened in 1984. However, in recent years, the rail transit system of major cities in China has developed rapidly. Under the rapid expansion of various places, Tianjin seems to have been left behind. As of the end of 2017, a total of 34 cities across the country have built rail transit systems with a mileage of 5,033 kilometers, of which the proportion of subway lines is as high as 77.2%, far exceeding the other line standards.
At the same time, more and more projects have been approved. In 2017, the rail transit system of 56 cities across the country is under construction, with a mileage of 6,246 kilometers under construction. The enthusiasm of local governments for rail transit construction is evident.
Last year, China spent nearly 500 billion to repair the city rail. Only four cities did not lose money.
At the same time as the rail transit is expanding wildly, some problems are slowly emerging. In August 2017, the construction of rail transit in many cities across the country was suspended, and the National Development and Reform Commission suspended relevant approvals. Until August of this year, Changchun and Suzhou passed the review, and the National Development and Reform Commission restarted the approval of rail transit construction. Behind the one-year pause button is a concern about local debt and financial risks.
Today, the investment in urban rail transit is a big burden on local finance. As of the end of 2017, the National Development and Reform Commission approved a total of 38.761 billion yuan of investment in the feasibility study of 43 cities under construction, a record high. In 2017, the investment was 476.16 billion yuan, a year-on-year increase of 23.8%. The investment in 18 cities exceeded 10 billion yuan.
According to the China Urban Rail Transit Association, in 2017, the average urban vehicle traffic per unit kilometer operation was 28.1 yuan, and the operating income was 13.2 yuan; the average unit-person kilometer operating cost was 0.95 yuan, and the operating income was 0.33 yuan. In 2017, the operating revenue ratio was 70.1%. Only four cities including Beijing, Guangzhou, Shenzhen and Wuhan achieved balance of payments, and the remaining 30 cities were operating at a loss.
Last year, China spent nearly 500 billion to repair the city rail. Only four cities did not lose money.
As a public basic service of the city, it is understandable to invest capital subsidies. In addition to loss-making operations, the need to vigorously borrow to develop urban railroads is the real problem. In 2015, the National Development and Reform Commission issued a document requesting that the initial load intensity of the proposed subway should not be less than 0.7 million per kilometer per day. The initial load intensity of the proposed light rail should not be less than 0.4 million per kilometer per day.
But in fact, many cities have not yet reached this standard. In 2017, 14 cities including Guiyang, Hefei, Dalian, Dongguan, Changchun, Kunming, Qingdao, Ningbo, Wuxi, Suzhou, Nanning, Tianjin, Fuzhou and Nanchang, the urban rail transit passenger intensity is below 0.7 million per kilometer per day. Among them, Guiyang’s urban rail passenger intensity is only 0.1 million passengers per day.
Last year, China spent nearly 500 billion to repair the city rail. Only four cities did not lose money.
Last year, China spent nearly 500 billion to repair the city rail. Only four cities did not lose money.
In order to give heat to the urban construction represented by the subway, in July this year, the National Development and Reform Commission announced the "Opinions of the General Office of the State Council on Further Strengthening the Management of Urban Rail Transit Planning and Construction", also known as "No. 52 Document", some of which are subject to approval. Increase to 3 times the original.
According to the new "No. 52 Document" requirements, the general public budget revenue should be more than 30 billion yuan, the regional GDP should be more than 300 billion yuan, and the urban resident population should be more than 3 million. Various types of debt funds are used as project capital.
It seems that at present, local governments urgently need to find a healthier development model, take the city's financial resources and construction and operation management capabilities as the conditions for implementation, and reasonably grasp the scale and pace of construction to ensure that they are in line with the level of urban development.
0 Comments