On January 26, the National Development and Reform Commission (NDRC) announced that in order to fulfill the requirement that infrastructure construction should be moderately advanced and not excessively advanced, an inter-city rail transit network with reasonable layout, convenience, efficiency and economy should be constructed to promote the high-quality integrated development of urban agglomerations. The National Development and Reform Commission recently issued the Opinions on Promoting the Healthy and Sustainable Development of Intercity Railways.
Intercity railway is the backbone mode of passenger transport between urban agglomeration nodes. At present, the backbone inter-city railway network of the "four major urban agglomerations" in the economic circle of Beijing-Tianjin-Hebei, Yangtze River Delta, Guangdong-Hong Kong-Macao Greater Bay Area and Chengdu-Chongqing has been formed at an accelerated pace, with a total mileage of nearly 1800 kilometers, steadily improving operational efficiency, and basically achieving 1 to 2 hours of access between major cities in the urban agglomeration.
The opinions clarify the functional orientation of the inter-city railway, pointing out that the inter-city railway mainly connects the central cities in the urban agglomeration and the large and medium-sized cities with a permanent population of more than 500000 in the urban area, connects the important passenger flow distribution centers and densely populated areas along the line in series, adopts the flexible transport organization mode of high density and small marshalling, and forms the inter-city railway. Focus on meeting the travel needs of 1 to 2 hours commuting, leisure, business and other short-and medium-distance passengers.
Opinions require that the recent two-way passenger flow density of the new inter-city railway should not be less than 15 million passengers per year, and the design speed is generally 120 to 200 kilometers per hour. Strictly control the scale and standard of station construction, and resolutely prevent the occurrence of over-dense stations, the scale of station buildings exceeding the actual demand, and the construction without use. A spokesman for
the National Development and Reform Commission said that the opinions highlighted the whole process management of the planning, construction and operation of inter-city railways. Among them, there are "three orientations" in operation: giving priority to the use of existing resources, encouraging local governments to cooperate with railway enterprises, making full use of the surplus transport capacity of existing railways to operate inter-city trains, and enhancing the inter-city passenger transport function of existing railways; We will promote the diversification of transport entities, select operation modes such as entrusted operation and independent operation according to local conditions, and support qualified rail transit enterprises to operate intercity railways independently. We will give more prominence to the people-centered concept, flexibly organize intercity railway transportation according to the travel needs of the masses, optimize the links and processes of ticket purchase, entry and exit, and actively explore diversified ticket systems. Opinions
on Promoting the Healthy and Sustainable Development of Intercity Railway Intercity railway is the backbone passenger transport mode between the node cities of urban agglomeration. In order to implement the requirement that infrastructure construction should be moderately advanced and not excessively advanced, build an inter-city rail transit network with reasonable layout, convenience, efficiency, economy and applicability, and promote the high-quality integrated development of urban agglomerations, the following suggestions are put forward to promote the healthy and sustainable development of inter-city railways.
1. Strengthen planning guidance
(1) Define functional orientation. The intercity railway mainly connects the central cities in the urban agglomeration and the large and medium-sized cities with a permanent population of more than 500,000 in the urban area, connects the important passenger flow distribution centers and densely populated areas along the line in series, adopts the flexible transport organization mode of high density and small marshalling, and focuses on meeting the travel needs of short-and medium-distance passengers such as 1-2 hours commuting, leisure and business. Single-center urban agglomerations should gradually realize central radiation and node coverage, double-center urban agglomerations should strengthen the construction of the main axis and realize dual-core radiation, and multi-center urban agglomerations should strengthen the layout of the axis and form a network. Priority should be given to supporting the planning and construction of inter-city railways in key urban agglomerations with active economy and high population concentration, such as Beijing-Tianjin-Hebei, Yangtze River Delta, Guangdong-Hong Kong-Macao Greater Bay Area and Chengdu-Chongqing economic circle. It is strictly forbidden to construct high-speed railway and urban rail transit projects in disguised form in the name of inter-city railway.
(2) Scientific network layout. Strengthen the analysis of passenger travel characteristics in urban agglomerations, and do a good job of passenger flow forecast scientifically and reasonably. Strengthen the connection with the medium and long-term railway network planning, coordinate the industrial layout, transport demand, financial support, regional railway resource sharing and other factors, rationally determine the short-term and long-term inter-city railway development goals and network layout, and clarify the basic direction of the line, technical standards, laying methods, sources of funds, construction timing, etc. According to the land spatial planning and ecological environment zoning management and control scheme, considering the urban layout, passenger flow characteristics, construction conditions and mass demands in the urban agglomeration as a whole, the stations should be laid out scientifically, and the new stations should be laid out in the central urban area in principle.
(Three) improve the planning approval procedures. The inter-city railway construction plan shall be formulated by the relevant provincial development and reform departments jointly with the relevant departments of transportation, natural resources, ecological environment and railways, and shall be submitted to the National Development and Reform Commission for examination and approval in accordance with the procedures after carrying out environmental impact assessment and social stability risk assessment in accordance with the law and carrying out the technical review of the industry. In principle, the preliminary work of new projects included in the inter-city railway construction plan should reach the depth of pre-feasibility study. If the functional orientation, construction standards and construction sequence of the project have changed significantly, or the mileage of the line and the direct engineering cost (deducting the factor of price increase) have increased by more than 20% compared with the planning approval, the adjustment plan shall be examined and approved according to the original procedure, and no new projects shall be added in principle when adjusting the plan. If it still needs to be implemented beyond the planned implementation period, the provincial development and reform department, together with the transportation department, shall organize an evaluation, which may be extended once after being submitted to the National Development and Reform Commission for approval by the relevant parties, and the extension period shall not exceed five years in principle.
(4) Strict standard conditions. In-depth demonstration of the necessity of inter-city railway project construction which is basically consistent with or parallel to the existing trunk railway line. New projects should be coordinated with the timing of urban development and construction, relying on the "one map" of land and space planning and the control scheme of ecological environment zoning, implementing the control requirements of the red line of ecological protection, permanent basic farmland and nature reserves, rationally laying out and intensively saving land according to regulations, and scientifically arranging stations and lines. Strict environmental impact assessment, strengthen noise pollution prevention and control, ecological restoration and other ecological environmental protection measures. The recent two-way passenger flow density of the new inter-city railway is not less than 15 million passengers per year, and the design speed is generally 120-200 kilometers per hour. In principle, the overground laying method shall be adopted, and the underground laying method may be adopted for local sections with difficult access to the hub, difficult requisition and demolition, and large noise and vibration. Strictly control the scale and standard of station construction, and resolutely prevent the occurrence of over-dense stations, the scale of station buildings exceeding the actual demand, and the construction without use.
(5) Intensive and efficient implementation of new projects. Provincial development, reform and transportation departments should strictly implement the construction conditions of new inter-city railway projects in accordance with the planning and design norms approved by the state, organize in-depth and detailed preliminary work, strengthen the overall planning of construction plans, strengthen technical and economic demonstration, rationally determine technical standards according to local conditions, strictly control the cost of projects, etc. Projects that are in line with the national railway network should complete the procedures for integration in accordance with the regulations, so as to avoid excessive advance or duplication of construction. For areas where the two-way passenger flow density has not reached 50% of the expected target after five years of operation, and where the cash flow balance has not been achieved after 10 years of operation, the approval (approval) of new inter-city railway projects will be suspended.
2. Optimizing the operation mode
(6) Making full use of existing railway resources. Local governments are encouraged to strengthen cooperation with railway enterprises, make full use of the surplus transport capacity of existing railways, and actively create conditions for the operation of inter-city trains in a market-oriented manner. Support to enhance the functions and capacity of inter-city passenger transport of existing railways by optimizing transport organization, partial reconstruction and expansion, and increasing contact lines. For inter-city railways that have been put into operation but have unsatisfactory passenger flow benefits, local governments and inter-city railway operators should take more measures to attract passenger flow, encourage qualified lines to operate urban (suburban) trains, or study the integration and operation of trunk railways and urban rail transit.
(7) Strengthen comprehensive cohesion and matching. Strengthen the rational division of labor and resource sharing between inter-city railway and trunk railway, urban rail transit and urban (suburban) railway, and transfer and seamless connection at the same station as far as possible. Support the new trunk railway to take into account the function of inter-city passenger transport. Intercity railway stations should be reasonably equipped with connecting stations and bicycle parking facilities such as urban buses, taxis and online taxis, and coordinate with urban traffic in terms of routes and time. To strengthen the efficient transfer between inter-city railway and other modes of transport in the integrated transport hub, in principle, the transfer distance should not exceed 300 meters. We will strengthen the comprehensive development of land around inter-city railway stations and build a station-city integration complex according to local conditions. Explore the rational allocation of express logistics facilities for inter-city railways and expand short-distance inter-city express business.
(8) Innovation of operation and management mode. Supporting local governments to choose the operation and management mode of inter-city railways according to local conditions, supporting qualified rail transit enterprises to obtain operational qualifications, operate inter-city railways independently, set up dispatching and command centers, and build operational networks. On the premise of not affecting the stable operation of trunk corridors, China National Railway Group Co., Ltd. and its subordinate enterprises are encouraged to carry out local independent operation through fair consultation with local governments for the inter-city railways entrusted to China National Railway Group Co., Ltd. and its subordinate enterprises in the early stage. Establish an open, transparent, fair and reasonable liquidation mechanism to promote the sustainable operation of inter-city railways and trunk railways operated independently by local governments.
(9) Improve the level of operation and service. Intercity railway operation enterprises should stick to the bottom line of safety, implement the main responsibility of safety, establish the responsibility system of safety production for all staff, and intensify the investigation, rectification, supervision and inspection of potential safety hazards. According to the travel needs of the masses, we should adopt the transport organization mode of combining multiple routes, stops at stations and stops at large stations, optimize the links and processes of ticket purchase, entry and exit, and carry out public transport operation measures in an orderly manner. Reasonably determine the ticket system and fare, and actively explore diversified ticket systems such as counting tickets, regular tickets and connecting tickets. Supporting local governments to reform and optimize the operation and management system and mechanism, making full use of new technologies, orderly realizing the interconnection of inter-city railway and trunk railway, urban rail transit, urban (suburban) railway ticket system, payment compatibility, mutual recognition of security inspection, information sharing, emergency linkage, and providing convenient and efficient transport services.
3. Establishing a sustainable development mechanism
(10) Strengthen overall coordination. The National Development and Reform Commission, together with the Ministry of Natural Resources, the Ministry of Ecology and Environment, the Ministry of Housing, Urban and Rural Construction, the Ministry of Transport, the State Railway Administration and the China National Railway Group Co., Ltd., will promote the development of inter-city railways as a whole. Supporting urban agglomerations to strengthen cross-provincial coordination, jointly review project technical plans, strengthen cross-regional links such as route direction and technical standards, and achieve unified planning, coordinated construction and synchronous operation.
(Eleven) improve the supervision and management system.The State Railway Administration fulfills the responsibilities of the industry supervision and management department, formulates and improves the standards and norms for the construction and operation of inter-city railways, service evaluation and operation safety assessment, studies and formulates the measures for the operation and management of inter-city railways, guides and supports local governments to ensure safety and sustainable development, and strengthens the supervision system and mechanism of inter-city railway construction and operation. Strengthen the whole process of supervision. Local governments should implement the responsibility of project quality and safety supervision for new inter-city railway projects, strengthen project supervision, and promote the safe and high-quality construction of inter-city railway projects.
(12) Strictly control debt risks. Local governments strictly implement the responsibility of government expenditure and establish a transparent and standardized long-term mechanism for investment in the construction, operation and maintenance of inter-city railways. The capital ratio of new inter-city railway projects should not be less than 50%, and projects that violate the rules of debt financing or fail to implement the sources of debt repayment and operation compensation funds shall not be examined and approved. In areas with high debt risk, no new local government debt shall be used for new inter-city railway projects. We will expand diversified investment and financing channels, actively attract the participation of social capital, and encourage financial institutions to explore and provide financial products and service models suitable for inter-city railway projects in accordance with the law and regulations.
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