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The author:(作者)aaapublished in(发表于) 2013/12/18 9:56:10 Media III asked the proposed price adjustment of Beijing Metro： finances can’t afford yet
Should the price of Beijing subway (people three questions)
Reporter ISAMU Wei Wei
Can't afford to ask the financial burden
Too many mass transit subsidies, crowding out other livelihood inputs
Recently, Beijing introduced the programme of further work on strengthening the safety of rail operations, will launch a differentiated fares and ease the passenger flow during the peak pressure, reduce the risk of large passenger flow.
Metro should price it? Relax the crowded? Will affect passengers? Readers care about these issues, an interview with Deputy Director of the Beijing Municipal Communications Committee the transit authority, spokesman Ma Boyi and related experts.
According to reports, the current programme are still in embryo. "Only the peak price" or "popular prices", "according to the meter charges" and "rise and fall" options are being considered. This means that Beijing Subway "2 pass era" will end.
Ma Boyi introduced to residents as the "bus priority" directly reflected in low fares to bring low cost. But the "bus priority" is a vast systems engineering, road construction, construction of rail transport, comprehensive change to the hub, the station is a part. Growing fiscal pressures, burden grows heavier, is not conducive to the sustainable development of public transport.
In October 2007, the whole of Beijing Subway net 12 low fares policy. Rely on fare income, is unable to take on Metro operation costs. So, with huge financial subsidies every year in Beijing, a special vote for public transport. By calculation, behind x 2 passes, has nearly $ 2 worth of subsidies.
In 2011, the Beijing municipal public transport subsidies totalling about 15.69 billion yuan, by the year 2012, that figure reached 17.5 billion yuan. In 2013, the subsidy is expected to be 18 billion yuan.
In 2012, for example, the Beijing municipal-level public finance has disbursed 284.99 billion yuan, of which about 78% for the people's livelihood areas. With this measure, public transport subsidies, accounting for 7.9% per cent of total expenditures on people's livelihood, are higher than health care.
Multiple large transportation projects in the country as a consultant in transportation expert Xu Kangming said current low fares policy in Beijing is a "GSP" policy is not the most sensible option, is not conducive to the sustainable development of public transport. Financial cake so much, more and more subsidies in rail transit, reducing inputs from other livelihood projects. In his view, fare adjustment is an inevitable trend and necessary means.
Not disguised with Metro fares for many years, Beijing workers ' wages continued to grow in recent years, but rail traffic decline in travel spending compared to the pre-reform, residents ' bus travel costs as a proportion of disposable income remains at a relatively low level.
Nevertheless, "silver dollar silver heart-lung", an online survey, 60% online does not support prices.
B ask peak crowding could alleviate it
Peak period passenger only 60% for Office workers
Since last July, working Beijing Subway has over 10 million daily passenger flow, maximum daily passenger flow reached 11.05 million passengers, ranking first in the country, and in recent years is growing at the rate of about 30%.
During peak times, Beijing Subway crowding is beyond imagination. Peak inbound day pitted 47.46%, 144% load factor of some lines, station platforms, channels and trains carrying capacity in serious Super saturation. Outside the station, "faces" and stood several times to squeeze onto trains, car is squeezed into a "photo" of risk.
According to the November passenger traffic statistics, within 2 hours of in-bound passenger station, there are three of the more than 20,000 people, namely tiantongyuan North Station, tiantongyuan station and the station, surrounded by dense residential areas. In addition to bypass the long flow channel restrictions, also squeezed into three or four times to get in.
During an interview, the reporter found that most "just want" people think that fare adjustments do not affect their choice of subway. "Convenient, on time and without traffic jams, low cost" are "salaryman" reasons for choosing subway.
Ma Boyi introduced rail launches low fares policy one of the main purposes is the use of convenient, on time, efficient, low cost advantage, to lead the people abandon cars to ease urban traffic jams. However, because of the passenger flow during the peak that pose an unreasonable, which attracted a large number of people who lived such short distances, travel, rail traffic had been shifted to compete with ground bus passenger transportation.
Passengers traveling through the purpose of investigation found that during peak commuter travel for 61.7%, business travel accounted for 11.8%, about 26.5% per cent of the class trip.
In General, 10 kilometers of short-distance travel rests with the ground bus is more appropriate. Beijing Subway took on short-distance travel, passengers to fly at a distance of 6-14 km of about 35.9% per cent, resulting in a situation of public transport use irrational structure.
It is understood that as the rail network pattern taking shape, in recent years there have been many transfers from bus to subway passenger flow.
With subway riders average annual increase of 30% in contrast, bus passenger flow not only growth but has declined slightly, it also makes the bus appeared idle capacity. Ground bus in Beijing at present day passenger capacity of 17 million passengers, and at approximately 13 million passengers every day. According to the Beijing municipal public transport development, needs no new vehicles before 2017.
"Ease the underground high pressure will take comprehensive measures, including speeding up the construction of bus rapid transit road. Ensure Office workers commute, you can attract some visitors back to the ground bus. "Ma Boyi said.
Three questions on travel costs will surge
Experts suggested subsidies to disadvantaged groups
Subway workers leaves a Bill, "2, 4 Yuan per day, up to 120 Yuan a month, my monthly salary of 5,000 yuan, travel cost for the 2.4%, I can also assume. Up to 3 Yuan, more than 60 Yuan a month, still do. ”
It is understood that, in accordance with internationally accepted practices, travel costs to average income levels below the 10% more reasonable. Now Beijing residents travel costs as a proportion of their income is relatively low.
Commuters like leaflets a lot, every day from the suburbs into the city center, and some are even across the city, thirty or forty kilometers distance. As the programme has not come, people generally feel that the peak rises to 35 Yuan will not give up the subway, "after all, was too far away and ground bus is too slow too blocked, can not guarantee the work hours. ”
For Office workers, far, their worries are based on mileage charges. There were complaints about, "Metro prices, those of us far from the company office worker can do? Are metered, 20 Yuan a day, low wages live far away now have higher costs of living. ”
Experts suggest that cities encourage peak can be modelled on foreign travel and the implementation of "rise and drop" fares policy. In this regard, the leaflet said, "If the car ahead of the peak in order to save money, sleep time will be reduced, so tired! ”
Xu Kangming proposals can put an overall price adjustment programmes. For some low-income groups and distance "office worker" can take the form of subsidies to prevent travel costs put too much strain on their lives. Can also be modelled on some foreign cities in order to encourage peak travel, took the normal fares on the basis of reduced fares or free of charge during off-peak.
"Now that is going to rise, can be safer and more comfortable? "The voice of objectivity.
The past, and train station platform, channel capacity is seriously Super saturated and operating organizations and trains pose a serious security risk. At the same time, passengers line up for too long, overcrowded compartments, push passenger trains often need the platform personnel reluctantly close the train doors, sometimes resulting in door or screen door failures, delays in travel time.
In response, Ma Boyi said, we hope that through price leveraging, optimizing transport structure, changes in travel time distributions, make subway travel more secure, punctual, and comfortable.
At present, the programme is still in gestation. The relevant parties, after authorities worked out draft programme of price adjustments, to be audited by Government price departments, review bodies review, price hearings can only be heard steps such as the eventual implementation.
(Original title: should the price adjustment of Beijing Metro (three questions on people's livelihood))
北京地铁该不该调价(民生三问)
本报记者 贺 勇 魏 薇
一 问财政负担不起了吗
轨道交通补贴太多，挤占其他民生投入
近日，北京出台《进一步加强轨道交通运营安全的工作方案》，将推出差别化票价，缓解高峰时段客流压力，降低大客流风险。
地铁应该涨价吗？能否缓解拥挤？会给乘客带来哪些影响？就读者关心的这些问题，记者采访了北京市交通委运输管理局副局长、新闻发言人马伯夷和相关专家。
据介绍，目前方案仍在酝酿。“仅高峰期涨价”、“普遍涨价”、“按里程收费”、“有涨有降”等方案都在考虑之中。这意味着，北京地铁“2元通票时代”将终结。
马伯夷介绍，对于居民来说，“公交优先”直接体现在低票价带来的低出行成本。但“公交优先”是一个庞大的系统工程，道路修建、轨道交通、综合换乘枢纽、场站建设等都是组成部分。财政压力逐年增长，负担逐步加重，不利于公共交通的可持续发展。
2007年10月起，北京地铁实行全网单一2元的低票价政策。单靠票价收入，是无法承担地铁运营成本的。于是，北京市每年都有巨额财政补贴，专项投给公共交通。经测算，每张2元通票背后，都有近2元的补贴。
2011年，北京市公交财政补贴总额在156.9亿元左右，到了2012年，这个数字达到175亿元。2013年，财政补贴预计在180亿元以上。
以2012年为例，北京市级公共财政共支出2849.9亿元，其中约78%用于民生领域。以此测算，公共交通补贴一项，占到民生支出总额的7.9%左右，比医疗卫生都要高。
曾在国内多个大型交通项目中担任顾问的交通专家徐康明表示，目前北京市的低票价政策是一种“普惠制”政策，并不是最明智的选择，也不利于公交的可持续发展。财政蛋糕就这么大，越来越多的财政补贴放在轨道交通上，减少了其他民生项目的投入。在他看来，调整票价是必然趋势，也是必要手段。
与地铁低票价多年不变相对应，近几年北京市职工平均工资持续增长，但是轨道交通的出行支出同改革前相比反而下降，居民公交出行成本占可支配收入的比例仍处于比较低的水平。
尽管如此，“银子洋钱连心肺”，一项网络调查显示，六成网友不支持涨价。
二 问高峰拥挤能缓解吗
高峰期乘客中仅六成为上班族
今年7月以来，工作日北京地铁日均客流已突破1000万人次，最大日客流已达1105万人次，居全国之首，并且近年来还在以30%左右的速度增长。
在高峰时段，北京地铁的拥挤程度更是超乎想象。高峰期进站量占日均进站量的47.46%，有些线路的满载率达144%，车站站台、通道和列车运载能力处于严重超饱和状态。站外“人山人海”，站内数次才能挤上列车，车内更是有被挤成“相片”的风险。
据11月客流量统计，2个小时内的进站乘客超过两万人的车站有三座，分别是天通苑北站、天通苑站和回龙观站，周围均有密集住宅区。除了要绕过长长的限流通道，还要挤上三四次才能上车。
采访过程中，记者发现，多数有“刚需”的市民认为，票价调整不会影响其乘坐地铁的选择。“方便、准时、不会堵车、出行成本低”等都是“上班族”选择地铁出行的原因。
马伯夷介绍，轨道交通推出低票价政策的主要目的之一，是利用方便、准时、快捷、出行成本低等优势，引导市民放弃小汽车出行，缓解城市地面交通拥堵。然而，由于高峰时段客流构成不合理，吸引了大量短距离、生活类人群出行，轨道交通已经转变为与地面公交争夺客流的交通方式。
通过对乘客出行目的的调查发现，高峰时段的通勤出行比例为61.7%，公务出行比例为11.8%，生活类出行比例约为26.5%。
一般来说，10公里以下的短距离出行由地面公交承担较为合适。而北京地铁过多承担了短距离的出行，乘客一次出行乘坐距离在6—14公里的比例约为35.9%，造成了公共交通使用结构不合理的局面。
据了解，随着轨道网络格局的逐步形成，近年来已经有很多客流从公交转移至地铁。
与地铁客流年均增达30%相对照，公交客流不仅没有增长反而略有下降，这也使得公交的运力出现闲置。北京市地面公交目前的日客运能力达到1700万人次，而实际每天在1300万人次左右。根据北京市公交发展状况，2017年之前不需新增车辆。
“缓解地铁高峰压力将会采取综合举措，包括加快快速公交车道的建设。保证上班族的通勤时间，就可以将部分客流重新吸引到地面公交上来。”马伯夷表示。
三 问出行成本会激增吗
专家建议对困难群体定项补贴
地铁上班族小叶算了一笔账，“每次2元，每天4元，一个月最多120元，我每月工资5000元，出行成本占2.4%，我还可以承担。涨到3元，每个月多60元，也还凑合。”
据了解，按照国际通行惯例，出行成本占平均收入水平的10%以下比较合理。目前北京市民的出行成本所占收入的比例相对较低。
像小叶这样的上班族很多，每天从郊区挤入市中心，有的甚至要横跨北京城，出行距离达三四十公里。由于方案尚未出台，人们普遍觉得高峰期涨到三五元也不会放弃地铁，“毕竟离得太远了，地面公交太慢太堵，保证不了上班时间。”
对于路远的上班族而言，他们最担忧的是按里程收费。有人抱怨，“地铁要是涨价，我们这些离公司远的上班族可怎么办？按里程计费，一天20元，本来工资低才住的远，现在生活成本更高了。”
有专家建议，可仿照国外一些城市鼓励错峰出行，实行“有涨有降”的票价政策。对此，小叶表示，“如果为了省点钱而赶在高峰期前坐车，这样睡眠时间就会减少，太累了！”
徐康明建议，可以出台一个整体的价格调整方案。针对一些低收入人群和远距离“上班族”，可以采取定项补贴的形式，防止出行成本给他们的生活带来太大压力。也可以仿照国外一些城市为了鼓励错峰出行，采取了正常票价基础上，在非高峰时段降低票价或者免费的方式。
“既然要涨价，能不能更安全更舒适？” 这样的呼声，也客观存在。
过去，车站的站台、通道和列车运载能力处于严重超饱和状态，给运营组织和列车运行造成严重的安全隐患。同时，乘客排队时间过长，车厢过于拥挤，列车经常需要站台人员用力推乘客才勉强关上列车车门，有时造成车门或屏蔽门故障，延误出行时间。
对此，马伯夷表示，我们希望通过票价发挥杠杆作用，优化交通出行结构，改变出行时间分布，使地铁出行更加安全、准时、舒适。
目前，方案仍在酝酿。相关人士介绍，主管部门制定出价格调整方案草案后，还要通过政府价格主管部门的审核、评审机构进行评审、价格听证会进行听证等步骤才能够最终执行。
(原标题：北京地铁该不该调价(民生三问))
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