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The author:(作者)delvpublished in(发表于) 2014/1/2 8:34:33 China Transport Association： in 2014 the State railway investment more than 650 billion
On the high-speed rail in China
High-speed rail is quietly changing our lives.
On numerous occasions, "high speed rail" objection, but this is obvious.
Long distance passenger transport in China, there are two main modes of transport, a civil aviation and a railway. China is short of resources, so could not be solved through civil aviation transport of large quantities, then between the densely populated metropolitan rail became naturally preferred.
In the medium and long term planning in China in 2020, four longitudinal and four transverse to reach 16,000-kilometre network of passenger dedicated lines, only passenger-dedicated passenger trains can reach speeds of 300 km/h or more, mix passenger trains and freight trains of passenger-dedicated line is 200~250 kilometers per hour.
Mixed passenger and freight trains passenger line of the main buildings in areas where there was no railway, freight rail parallel to the long-term construction, this category will be raised to 300 km/h for passenger dedicated line. The future, perhaps we will be able to experience four seasons in one day.
Reporter Zhang Rui from Beijing
On December 28, 2013, China Railway Corporation (hereinafter referred to as "iron General") implement a new train diagram. After this railroad flat, opened nationwide, including 7 high of Shenzhen to Xiamen railway lines. These rail lines have been opened, not only to the Chinese Yangtze River Delta, Pearl River Delta, the Taiwan Straits and Southeast of the three great economic circles official implementation of the fast rail link through, further to achieve a national "four longitudinal and four transverse" rapid railway passenger Corridor layout.
"Over the next decade, it still is a period of rapid development of Chinese railways. "Vice President of China communication and Transportation Association Derong Wang said in an interview with die Zeit reporter," that's up to China. "
High-speed rail changes your life
From August 2008, the first high-speed railway in China-Beijing-Tianjin high-speed rail opening date, China had surpassed 10,000 kilometers of high-speed rail lines, built size of 12,000 kilometers, China has become the world's longest high-speed railway operating mileage towards the construction of the largest countries. Total mileage of 100,000 kilometers of railways throughout the country, more than 40,000 km of 120 km/h and above lines, lines more than 20,000 km 160 kilometers per hour.
Derong Wang, China opened high-speed rail should have much earlier. "Beijing and Tianjin has been designed starting segment of the Beijing-Shanghai high-speed railway, which I'm afraid not many people know. ”
"The Beijing-Shanghai high-speed railway will be the first high-speed railway in China. "Talking about this matter, Derong Wang remains with some regret, because that year appears in the Beijing-Shanghai high-speed railway in arguing for a wide range of issues, timing continues to be delayed, why Beijing-Tianjin high-speed rail has become China's first high-speed railway.
In fact, as early as in 1992, the China communications and Transportation Association, once in charge of transportation at that time Vice Premier Zou jiahua today submitted a report "the construction of the Beijing-Shanghai high-speed rail" proposals. Before you submit this proposal, Derong Wang once worked as a statistics: from Beijing to Shanghai, connects three municipalities, four provinces, accounted for 1/3,GDP of the total national population of 40%. Length of the Beijing-Shanghai Railway only accounted for 2.8% of the railway, but load a cent of passenger travel and 14.3% cargo turnover.
Public data show that in 1992, the Beijing-Shanghai Railway two-way passenger transport density at 31.71 million people, South-bound freight traffic density reached 75.84 million tons, respectively, were 5.4 times the average national railway and 3.7 times times. Beijing and Tianjin, two of the busiest sections of Xuzhou, Bengbu, in that when it has reached the limit of the double-line passenger and freight mixed transportation of railway transport capacity.
At the time, former railway Ministry wanted to build a railway from Beijing to Shanghai, as a way to ease the huge pressure of transport, but the idea was overruled by Derong Wang and other experts, they agreed, if you want to build a line, it will be worse than separated from passenger and freight, to build a high-speed railway.
In this way, the State Economic Commission Deputy Director Guo Hongtao also makes recommendations to the Central, the construction of a Beijing-Shanghai high-speed railway.
Battle of the Beijing-Shanghai high-speed railway
Get proposals, Zou jiahua, organization of the State Science and Technology Commission, State Planning Commission, the State economic and Trade Commission, the State Commission for restructuring economic system, and the Ministry of railways and other departments to set up a study group aimed at major technical and economic problems in the early studies of Beijing-Shanghai Railway, "this is what and how to fix it, who is going to invest. "Derong Wang is the team leader.
"That year, we went to Germany, and France, and Japan and other countries on their high-speed railway, also conducted research in areas along the Beijing-Shanghai high-speed railway, concluded that the Beijing-Shanghai line passenger and freight traffic is very busy and bullet trains. "Derong Wang, they designed for the Beijing-Shanghai high-speed railway that year was 300 kilometers per hour.
In this way, after a year of investigation, the team finally formed the Beijing-Shanghai high-speed railway early major technical and economic issues research report. Content includes not only what should the Beijing-Shanghai high-speed railway, the line, what are the criteria by which cities, technology issues, such as how to build and manage a lot, also involves the construction of a line of specific investment programmes, what exactly is the BOT model, or all of the countries to invest, or joint-venture-building.
Acquired after this report was submitted to the Central and Derong Wang, also won that year's national science and technology progress award, "which means national recognition of our research results. ”
"See our report, the Ministry of railways is very excited, they soon for the construction of the Beijing-Shanghai high-speed railway has designed a specific programme, expert assessment demonstration after signed by all, subject to approval of the State Council, was ready to start construction. "De Wang Rong remembered very clearly that that year was the year of 1999.
Derong Wang did not expect is that project message did not come until some controversy over construction of Beijing-Shanghai high-speed railway.
"Senior people at that time suggested that the Beijing-Shanghai high-speed railway will become magnetic. And so on magnetic levitation or are wheel-axles are demonstrated and compared, has also aroused controversy. "Derong Wang said.
At that time most of the experts participating in the Beijing-Shanghai high-speed rail project demonstration and academician, disagreed with the Maglev's programme Derong Wang is one of the opponents: "the construction of the Maglev cost is too high, built around a kilometer approximately 500 million, and existing railway cannot converge. "Derong Wang, for example, more than 1300 km Beijing to Shanghai, so that investments of more than 600 billion, are paid 30 billion or 40 billion a year.
Not to say that a dozen years ago, and even now, that figure is about the current annual investment sum of the national railway. "High-speed rail cost 60 million or 70 million yuan per kilometer. Why care homes seeking high? "Derong Wang can't conceive. Thus, Derong Wang, led by dozens of expert group signatures against the construction of a Maglev, even though the final construction of the Maglev programmes have not been agreed, but the construction of the Beijing-Shanghai high-speed rail has also been put on hold.
States increase investment in railway
Derong Wang have argued that construction of the Beijing-Shanghai express railway will change China's transportation structure. Then, in 2004 the Government when formulating medium-and long-term railway network plan, plans include the construction of the Beijing-Shanghai high-speed railway.
4 years later, in 2008, the Gao Tiecai in Beijing and Shanghai broke ground in many people's expectations.
"From China's population structure, land and energy resources point of view, suitable for China's mode of transport is rail transport in the city is the Metro, outside the city is the high-speed railway, which is conducive to optimizing transport structure, changing modes of transportation. "Derong Wang's view was that the railways should become the subject of transportation in China.
Because is the first, second, low energy consumption, less pollution, "now means of transport, railway electricity only, we should give full play to the advantages of the railway in order to be energy saving and emission reduction. ”
Derong Wang recalled that year when he gave the central build high-speed rail proposal, used to give an example, "the United States has a population of 300 million, 6,000 aircraft and average 50,000 people a plane, the assumption that China is 100,000 a plane, it will take 15,000 aircraft. If a plane burned 10,000 tons of refined oil a year, 15,000 aircraft 150 million tons of refined oil a year. "Derong Wang a resource account," 150 million oil what is the concept? Was out 1.3 billion tons of crude oil to practice. China's reserves of 200 million tonnes of crude oil and imports 1.1 billion tons, it relates to China's economic security issues. ”
Long-distance passenger at present in our country, there are two major modes of transport, one for civil aviation and a railway. China is short of resources, it is impossible to solve the transport of large quantities of civil aviation, in the densely populated cities of, naturally became the preferred high-speed rail.
"As long as the security context, up to 300 km/h, or no more than 300 km. But in some places not only not that big, you do not need to build high-speed rail, building common rail can, in addition to running passenger, you can also run cargo. "Derong Wang said.
Now the national rail network, Derong Wang said this is not enough, did not give full play to advantages of the railway, the "national railway will not only increase investment next year, will also have a certain degree of tilt on the policy. "Although he did not disclose the amount of investment as well as policy, but he said that this figure will be far better than the railway this year with total investment of 650 billion for the year.
高铁上的中国
高铁正在悄悄改变着我们的生活。
在无数次“被高铁”的异议中，这一点却显而易见。
在我国目前的中长途的客运当中，有两种主要的运输方式，一个是民航，一个是铁路。中国是资源短缺的国家，所以不可能靠民航来解决大批量的运输，那么在人口密集的大城市之间，高铁自然就成为了首选。
在中国中长期铁路规划中，2020年中国的四纵四横客运专线网络全长将达到16000公里，仅行驶旅客列车的客运专线时速可以达到300公里或以上，而旅客列车和货物列车混行的客运专线的时速则为200～250公里。
客货列车混行的客运专线主要建筑于原先没有铁路的地区，远期若建设了平行的货运铁路，则此类客运专线的时速会被提升至300公里。未来，或许我们就能在一天之内感受四个季节。
本报记者 张蕊 发自北京
2013年12月28日，中国铁路总公司(下称“铁总”)实施新的列车运行图。这次铁路大调图以后，全国又增开了包括深圳到厦门在内的7条新高铁线路。这些高铁线路的相继开通，不仅让连接中国珠三角、海西和长三角等三大经济圈的东南沿海快速铁路大通道正式实现贯通，更进一步实现了国家“四纵四横”的铁路快速客运通道布局。
“未来十年，依然会是我国铁路快速发展的时期。”中国交通运输协会常务副会长王德荣在接受时代周报记者采访时表示，“这是中国国情决定的”。
高铁改变生活
从2008年8月，中国第一条高速铁路—京津高铁开通至今，中国的高铁线路已经突破1万公里，在建规模1.2万公里，中国俨然已经成为世界上高速铁路运营里程最长，在建规模最大的国家。而在全国铁路总里程的10万公里中，时速120公里及以上线路超过4万公里，其中时速160公里线路超过2万公里。
但在王德荣看来，中国开通高铁的时间本来应该能更早一些。“京津曾经被设计成京沪高铁的起始段，这恐怕没有多少人知道。”
“原本京沪高铁会成为中国的第一条高速铁路。”说起这件事情，王德荣依然有些遗憾，就是因为当年京沪高铁在论证中出现了各种问题，动工时间不断被拖后，所以京津高铁才成为了中国的第一条高速铁路。
事实上，早在1992年，中国交通运输协会就曾经给当时分管交通的国务院副总理邹家华提交了一份“修建京沪高铁”的建议书。在提交这份建议书之前，王德荣曾经做过统计：从北京到上海，连接了三个直辖市四个省，人口占全国的1/3，GDP占全国的40%。京沪铁路的长度仅占全国铁路的2.8%，却负载了14.3%的旅客周转量和8.8%的货物周转量。
公开资料显示，1992年，京沪铁路双向客运密度已达3171万人，南下货运密度达到7584万吨，分别是全国铁路平均水平的5.4倍和3.7倍。北京到天津、徐州到蚌埠两个最繁忙路段，在那个时候就已经达到了客货混运双线铁路运输能力的极限。
彼时，原铁道部想再修建一条北京到上海的铁路，以此来缓解运输带来的巨大压力，但这个想法被王德荣等专家否决了，他们一致认为，如果要再修一条线路，那就不如客货分开，修建一条高速铁路。
就这样，当时的国家经委常务副主任郭洪涛也向中央提出建议，修建一条京沪高速铁路。
京沪高铁之争
拿到建议书后，邹家华组织了当时的国家科委、国家计委、国家经贸委、国家体改委和铁道部等部门成立了一个研究小组，旨在研究京沪铁路前期重大的技术经济问题，“就是修什么样的，怎么修，由谁来投资等。”王德荣正是这个研究小组的组长。
“那一年，我们去了德国、法国、日本等国家考察他们的高速铁路，还在京沪高铁沿线地区进行了调研，结论是，京沪线客货运量非常繁忙，应该修高铁。”王德荣他们为当年的京沪高铁设计的时速是300公里。
就这样，经过一年多的调研，研究小组最后形成了《京沪高速铁路重大技术经济问题前期研究总报告》。里面的内容不仅包括了到底该不该修京沪高铁、线路如何走、经过哪些城市、技术标准是什么、如何建设和管理等很多问题，还涉及到了线路具体的建设投资方案，究竟是采用BOT模式，还是全部国家来投资，亦或是合资建设等。
这份报告提交至中央后获得了肯定，而王德荣等也因此获得了当年的国家科技进步二等奖，“这说明国家认可我们的这个研究成果。”
“看到我们的报告后，铁道部很兴奋啊，他们很快就为京沪高铁设计了一个具体的建设方案，等专家评审论证全部签字通过后，就等国务院批准，准备开工建设了。”王德荣记得很清楚，那一年是1999年。
让王德荣没有想到的是，项目开工的消息没有等来，却等到了一些关于建设京沪高铁的争论。
“那时候有高层人士提出，京沪高铁能否修成磁悬浮。于是关于是修磁悬浮还是轮轨式又进行了论证和比较，也引起了各方争议。”王德荣说。
当时大部分参加京沪高铁项目论证的专家和院士，不同意修磁悬浮的方案，王德荣也是反对者之一：“修建磁悬浮造价太高，修建一公里大约要5个亿左右，而且和现有的铁路无法衔接。”王德荣举例说，北京到上海1300多公里，这样投资就得6000多亿，每年利息也得三四百亿。
不要说十几年前，即使是现在，这个数字也差不多是目前每年全国铁路的投资总和。“当时的高速铁路每公里的造价也就六七千万元。为什么要舍低求高呢？”王德荣想不通。于是，在王德荣的带领下，专家组的几十名专家都签字反对修建磁悬浮，尽管最后修建磁悬浮方案没有被获通过，但京沪高铁的修建也被搁置了。
国家加大铁路投资
王德荣一直认为，京沪高速铁路的修建，将改变中国的运输结构。于是在2004年政府制定中长期铁路网规划时，京沪高铁的建设计划列入其中。
又过了4年，2008年，京沪高铁才在许多人的期盼中破土动工。
“从中国的人口结构、土地资源和能源资源的情况来看，适合中国的运输方式是铁路运输，在城市里就是地铁，在城市外就是高速铁路，这有利于优化运输结构，转变运输方式。”王德荣的观点是，铁路应该成为我国交通运输的主体。
因为一是铁路运力大，二是能耗低、污染少，“现在的交通工具，只有铁路能用电，就要充分发挥铁路的优势，才能做到节能减排。”
王德荣回忆，当年他给中央提建设高速铁路建议的时候，曾经举过一个例子，“美国有3亿人口，6000架飞机，平均下来是5万人一架飞机，假设中国是10万人一架飞机，那也需要1.5万架飞机。如果一架飞机一年烧1万吨成品油，那1.5万架飞机一年就需要1.5亿万吨成品油。”王德荣算的是资源账，“1.5亿成品油是什么概念？是13亿吨原油练出来的。中国的原油储藏量只有2亿吨，还要进口11亿吨，这涉及中国的经济安全问题。”
“只要保证安全的前提下，时速达到300公里，或者超过300公里都没有关系。不过有的地方客流没那么大，就不需要修建高铁，修建普通的铁路就可以了，除了跑客运，还可以跑货运。”王德荣说。
对于现在全国的铁路网，王德荣说这还远远不够，还没有把铁路的优势充分发挥出来，“明年国家不仅会对铁路加大投资力度，在政策上也会有一定的倾斜。”虽然他没有透露具体的投资数额以及政策，但他表示，这个数字一定会比今年的铁路全年总投资6500亿要多。
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