It's a problem that only works
One thing that's getting used to is spring luck again。
On each occasion, numerous media and online opinion leaders were excited to tremble and were fully engaged in scolding the railway sector. And the reason why the railway department is so scolded years ago to be afraid to answer is, for one reason or another, in the final analysis — the fact that the train tickets for spring transport are not easy to buy。
Say something fair. The concentration of 3 billion people across the intercontinental territory within 40 days is, indeed, completely beyond the capacity of the chinese railway to afford, i. E., to let the fairies manage the train tickets. The structure and technology of the website itself, even if it is perfect, but with only one ticket and three or even five people to rob, there can be no other result than a “second kill”, which is a matter of common sense, and it is only in the context of “right opinion” at this time that it is likely that this common sense will be expressed by the hostage to ask, “are the ass still on the side of the people”。
But no matter how powerful the media and network leaders may be, even if the ministry of railways were to be called off, the unified network of “monopoles” were to be dismantled, the railways were to be marketed and privatized, the capacity of the railways was not to be increased by one ton, and the spring train tickets were to be “jacked”. Of course, if the “new railway” is to operate in a fully marketable manner, following the market pattern of “frequent and expensive”, the price of a ticket in spring will be three or five times higher. This is probably not the solution that most people want。
In the end, it would be good to be absolutely fair and optimized in the voting chain, but it is only a patchwork. The ultimate solution to the end of spring and to allow the vast majority of people to return home in a timely and safe manner at affordable prices is to make the iron boss stronger and stronger than he is today。
High iron needs a good help
There is no doubt that the achievements of the railways over the years have been remarkable, particularly the fact that the multi-cargo high-speed and high-volume passenger capacity that was previously unimaginable has played a visible role as a passenger transport backbone. But it is also important to note that, even after a few years, the national high iron network is almost complete and fully functioning, the difficulties of spring transport are still difficult to fully overcome, and china’s railway debt cannot be fully offset. It's the nature of spring traffic。
Spring transport is typical of short-term surge flows, and it is impossible for high iron to design normal capacity at its scale, otherwise most of the capacity would be at least 300 days empty in a year, an unaffordable luxury. It should also be noted that for a large number of low-income workers, the speed provided by high iron is good, but the absolute price is indeed more expensive, and they would like to see other options that are slower but cheaper. This demand will be substantial for a long time to come。
Domestic railway capacity is more inadequate than passenger transport. In addition to spring hours, the supply-demand relationship is generally balanced, while the demand rate for freight (supply and demand for wagons) has been hovering around 30-35 per cent, making it difficult to meet social needs at normal times, and in the event of an unexpected situation, it is necessary to tear down the east wall and repair the west wall in order to ensure that the goods of the country concerned are lost。
It follows that it is not enough to have high iron; only if, along with other necessary railway types, a complete and strong modern system is in place can china truly move from being a major rail country to being one of those. Heavy rail is one of the best helpers。
Lessons learned from vs
Heavy railways, as defined by ihha, must meet at least two of the following three criteria. Regularly operating or preparing to operate a unit train or a combination train with a total mass of at least 8,000 tons; 2. For a segment of a route of at least 150 kilometres, the annual billing shall be at least 40 million tons; 3. Trains with a regular, normal or ready to operate a axis weighing more than 27 tons (including 27 tons)。
In contrast to the “fast” of high iron, the greatest advantage of heavy railways is that they can be transported much more, and natural is the best partner of high iron, especially a short board that can effectively compensate for the severe lack of chinese rail freight capacity。
China has also opened more than 10,000 kilometres of heavy-carrying railways today, but most of them are dedicated to coal transport, with relatively single functions. In developed countries such as the united states of america, heavy rail networks, in addition to bulk goods, are heavily responsible for almost all types of freight transport. Its experience had shown that the effectiveness of the heavy-load railway was striking。
In the united states, for example, since the full development of heavy transport in the 1980s, the share of rail freight in the united states freight market has increased from 35 per cent to 41 per cent by 2000. Although the price of transport has fallen to 1. 6 cents per kilometer, annual profits have reached a new record of $8. 1 billion, owing to a 60 per cent decline in operating costs, a 42 per cent decline in maintenance costs and a 2. 7-fold increase in labour productivity. This low-cost and efficient network of railway logistics is one of the greatest strengths of the united states economy。
In contrast, the domestic logistics industry has been largely dependent on road transport because of insufficient rail capacity, but roads are not suitable for long-distance or large and heavy cargo transport. Long-term reluctance, not only is it a major cause of chronically high logistics costs, but it also overstretches the road network, with the worst consequences of what is often heard of a certain country's road, its economy being “intestine blockage” for dozens or hundreds of kilometres. This situation, which has already seriously slowed down the efficiency of the entire economy, cannot be resolved with a painful resolve。
Heavy railways are as far-reaching as heavy iron
High iron has allowed large-scale movements of people across the globe, with unprecedented speed and simplicity, and an unprecedented expansion of “x-hour circles” centred on major central cities, so many people are beginning to talk that china’s mega-cities have begun to emerge, driven by high iron。
The heavy rail network, on the other hand, allows goods to flow at unprecedented speed and scale, with an advantage — cheaper than high iron. If this “iron net” is to be built as soon as possible, china will not only be able to pay off its historical debt in the important area of railways, but will also be able to bring the gap with the developed countries to a close, thereby contributing strongly to economic development。
Not only is there no need to worry about mountain deposits of coal, but raw materials cannot be delivered to the plant, but they can only be cut off and cut off。
Not only is the harvest no longer needed, but it does not benefit farmers. It is the high prices on the market and the demand is strong, but the harvest cannot be delivered, and it can be wasted on the ground。
The most suitable buyers and sellers can be found in a variety of goods through an efficient and low-cost logistics network supported by heavy railways. It is conceivable that, when the ‘national package’ is upgraded to ‘national package’ and when the next day’s arrival is assured, with such a strong logistics network, china will not only continue to maintain its position as a ‘world factory’, but will not be able to further upgrade to ‘world mall’。
With the largest gaps in transport time and cost being filled, and with the successful completion of industrial transfers in the east in the mid-west region, a large number of workers will be able to find the same jobs without having to stay away from home and will naturally prefer to remain. The problems of “spring” and “children left behind” have also been drawn from the base, which is more effective than the temporary addition of buses。
The eastern region, on the other hand, has a stronger economy, and the experience of the advanced countries has shown that there can be strong support from the vast industrial subdivisions, and that the chances of a failure of economic transformation in the pre-emergence region, if not a complete elimination, can be reduced by at least one order of magnitude。
Conditions are ripe for the construction of a national heavy rail network
From the point of view of supply and demand, the demand for rail freight capacity in existing markets is almost unlimited, and over a long period of time, at least, there is no need to consider excess capacity, and any need to continue the discussion is over at a low and shameful rate。
From a technical point of view, after many years of practice, china has fully mastered the technologies needed to build and operate its own heavy-load railways, and has accumulated considerable experience in operational management. For example, the tai qin line, which runs a train with a total capacity of more than 600 kilometres a year, with a capacity of more than 400 million tons a year, is the world's champion of a genuine heavy rail line。
From an analysis of the investment value ratio, heavy railways have the inherent advantage of low unit operating costs (see data for pioneers such as the united states), and now, more because of the provision of equal capacity, they require much less land. Construction costs are also increasingly advantageous at a time when the cost of land reclamation and relocation is increasingly the largest component of railway construction。
It was the most difficult issue of financing, and there were viable solutions. For example, state guarantees can be used to issue long-term railway construction bonds directly to individual investors for targeted financing. There is a state guarantee that if interest rates are slightly higher than the corresponding national debt, customers will surely break the doors of the issuing agency. Instead, the financial cost of railway construction would be much lower than the cost of relying on bank loans, not only to become a black hole in investment, but also to take advantage of the opportunity to absorb large sums of money and channel them into the cycle of the real economy, which is a win-win outcome。
To be rich, we have to fix the road
China's experience over the past few decades has repeatedly demonstrated that investment in critical infrastructure can be a powerful catalyst for economic development. If you want to be rich, fix the road. This is the truth that the people of the country have drawn from practice. In the case of a village, in the case of a village, in the case of a city, in the case of a country. A strong modern railway network was, and will remain, one of the most important foundations of a country's economy。
China, in particular, was preceded by the us and europe calling for “re-industrialization,” followed by the asian-african-latin american countries, which were fiercely fighting for “world factories” and trying to break the middle-income trap. The need to invest heavily in infrastructure and consolidate comparative advantages in industrial manufacturing with integrated competitiveness is even more important, and in this sense the construction of the heavy-carrying railway network is not only timely, but also unattractive。
