Perfecting the railway network layout of "Three Wests" coal transportation and alleviating the tension of coal transportation in the north has become a major issue to be solved urgently. Dong Yan, a researcher at the Comprehensive Transportation Research Institute of the National Development and Reform Commission, participated in the planning and research of the northern coal transportation system. Our reporter recently interviewed him about the planning and research of the new coal transportation channel.
Present situation of main transportation channels of "Three West" coal
Reporter: As the main transportation channel of northern coal, what is the current situation of the "Sanxi" coal transportation channel?
Dong Yan: The proven coal reserves in the "Three West" areas (Shanxi, Shaanxi and western Inner Mongolia) exceed 55,065.438 billion tons, accounting for 55% of the national proven coal reserves. It is an important coal producing area and coal supply and export base in China. Among the national 13 large-scale coal production bases, seven are located in the "Three West" areas, namely, northern Shanxi, Jinzhong, Jin Dong, Shendong, northern Shaanxi, Huanglong and Ningdong. "Sanxi" area is the main coal transit point in China. In addition to local consumption, about 2/3 of the coal produced is supplied to coal-deficient provinces (autonomous regions and municipalities). It is estimated that in 2007, the coal transfer volume of "Three Wests" is about 800 million tons. The "Three Wests" coal transportation channel is the most important one for transporting coal from the north to the south and coal from the west to the east in China. It consists of several modes of transportation, such as railway, highway, sea and inland river transportation. Railway transportation consists of three major passages: north, middle and south. The main ports for launching by sea are Qinhuangdao, Tangshan, Tianjin, Huanghua, Qingdao, Rizhao and Lianyungang, and the loading and unloading ports are mainly East China and South China ports. The Yangtze River and the Xu Ning Grand Canal have also undertaken a considerable number of coal transportation tasks.
Present situation of railway coal transportation corridor. At present, according to the direction of coal production and consumption in the "Three Wests" from west to east and from north to south, 12 trunk coal transportation channels have been formed, including Daqin Railway, Fengsha Railway, Jingyuan Railway, Jitong Railway, Huang Shuo Railway, Shitai Railway, Hanchang Railway, Taijiao Railway, Houyue Railway, Longhai Railway, Xikang Railway and Ningxi Railway. Usually, these railway passages are divided into three routes according to geographical location, coal source and destination: the northern line consists of Daqin Railway, Fengsha Railway, Jingyuan Railway, Jitong Railway and Shenshuohuang Railway. Zhongtong route consists of Shitai Railway and Hanchang Railway. Nantong Railway consists of Taijiao Railway, Houyue Railway, Longhai Railway, Xikang Railway and Ningxi Railway. In 2006, the freight volume of "Sanxi" coal railway was 682 million tons, of which: 427 million tons were transported in the northern line, accounting for 62.65438+0% of the total railway transportation; 65 million tons of outbound transportation, accounting for 9.53%; Nantong Road Transport 1.90 million tons, accounting for 27.86%.
The "Three West" coal transportation route to the north is mainly electric coal, which mainly transports coal from coal production bases in northern Shaanxi, northern Shaanxi and Shendong to Beijing-Tianjin-Hebei, North China, East China, Qinhuangdao, Tangshan, Tianjin and Huanghua. It is the main channel of "Three West" coal transportation. The middle passage is dominated by coking coal and anthracite, and mainly transports coal from coal production bases in eastern Shanxi and Jinzhong to East China, Central South China and Qingdao Port. Nantong Road is dominated by coking coal, fat coal and anthracite, and mainly transports coal from coal production bases such as northern Shaanxi, Jinzhong, Shendong, Huanglong and Ningdong to ports such as Zhongnan, East China, Rizhao and Lianyungang.
"Sanxi" coal base is the largest coal production and supply place in China, and North Road is the main transportation channel. Correspondingly, the loading capacity of the coal originating ports in the northern coastal areas is also highly concentrated in Qinhuangdao, Tianjin, Tangshan and Huanghua, which match the northern passage. In 2006, the coal throughput of the four ports was 34.3610.67 million tons, accounting for 83.44% of the coal throughput of the northern ports. It is expected that in the future for a long time, the coal outlet of the North Road Passage will continue to bear more coal water, and the North Road Transportation Passage is still the main channel for coal transportation in the "Sanxi" coal base.
Reporter: What problems still exist in the "Sanxi" coal transportation channel?
Dong Yan: Generally speaking, there are six main problems in the "Three Wests" coal railway transportation system: the overall capacity of each channel is seriously insufficient, the overall layout of the channel is not reasonable, the front and rear collection and distribution systems are not matched, the management system restricts the allocation of transportation capacity, and passenger transport and "white goods" cannot be considered at the same time, and the use of vehicles is seriously insufficient. At present, the following two aspects are more prominent:
First, with the focus of coal development gradually shifting from Shanxi Province to western Inner Mongolia and Shaanxi Province, the capacity of major coal transportation routes in Beijing-Baotou, Dazhun and Longhai provinces has been strained for a long time. Although the Xikang Line and Ningxi Line have alleviated the shortage of transportation capacity of outbound lines in Shaanxi Province to some extent after their completion, at present, both lines are single-track, which cannot fully adapt to the sharp increase in coal demand in the eastern region.
Second, the contradiction of insufficient long-term capacity of Shitai Line on Zhongtong Road is getting worse. Because the North Passage and the South Passage have two main coal transport passages, Daqin, Huang Shuo, Houyue and Taijiao respectively, and there is no new coal transport line in the middle passage for a long time, the existing standard of Han-Tai Railway is low, so it can't play its due role. Shijiazhuang-Taiyuan Railway has to undertake a large number of non-coal and passenger transportation, and a considerable part of coal transportation can only be diverted through the north passage and the south passage, which increases the transportation cost.
Necessity of building a new coal transportation channel in the north.
Reporter: On different occasions, you have repeatedly suggested that the planning and construction of new coal transportation corridors should be carried out as soon as possible. What is the necessity of building a new coal transportation corridor?
Dong Yan: First of all, from the perspective of railway coal transportation capacity allocation. According to the research and forecast, in 20 10, China's national coal output will be about 2.7 billion tons, and the national coal land transportation will be 265.438+74 million tons, with the production-transportation ratio of 80.50%, including railway transportation18.36 million tons and road transportation of 338 million tons. Shanxi, Shaanxi and Ning Meng regions are expected to import 975 million tons of coal, and the northern coastal ports will discharge 52,654.38 billion tons of coal, of which seven ports, including Qinhuangdao, account for 505 million tons. Accordingly, the capacity of railway coal transportation channel must be greatly improved to meet the needs of combined transport of hot metal and iron.
How to increase production capacity? It is difficult to expand the capacity of existing railways alone, and new channels must be opened up. As far as the North Passage is concerned, in 2006, the Daqin Line of the North Passage transported 254 million tons of coal, accounting for 59.48% of the total external transportation of the North Passage; The Fengsha line transported 42 million tons, accounting for 9.84%; Jingyuan line transportation130,000 tons, accounting for 3.04%; Jitong Line transported 6 million tons, accounting for1.45438+0%; Huang Shuo line transportation1120,000 tons, accounting for 26.23%. Among them, Daqin Line and Fengsha Line adopt a set of coal collection system. Due to the limitation of resources and production capacity of coal production base, when the Daqin line reaches more than 200 million tons, it will crowd out the large-scale coal transportation volume in Fengsha, and the actual total coal transportation volume will not increase much. It is very difficult to double track or electrify Beijing-Yuan Railway, and the economic cost is too high. Moreover, the coal exported mainly comes from Xuangang and Xishan mining area. After years of mining, the remaining reserves in these two mining areas can not meet the needs of large-scale production increase. At the same time, Xishan mining area is also a supplier of coal transportation on Shitai Line and Houyue Line. For example, the expansion of Beijing-Yuan line and the large-scale increase of coal transportation volume will inevitably affect the centralized coal transportation of Daqin, Fengshada, Shitaihe and Houyue lines. The coal transportation of Jitong line mainly depends on Dabao line, which is the coal transportation line of Daqin line and Fengsha line. With the continuous expansion of the capacity of Daqing-Qinhuangdao line and the continuous reduction of the external traffic volume of Fengsha line, the coal collected by Dabao line can not guarantee the supply of Jitong line at all. On the other hand, with the gradual depletion of coal resources in Northeast China, in addition to Mengdong lignite, Jilin and Liaoning will mainly rely on Jitong Line and Shenshan Line to transport "Sanxi" coal. The coal transported by Jitong Line and Shenshan Line should mainly ensure the supply in Northeast China, and should not be transported to the southern coastal areas. Therefore, no matter how big the capacity of Jitong Line is, it can't solve the problem of transporting coal from north to south. Therefore, it is unrealistic to assume that the coal transportation volume of the North Passage will reach 800 million tons in the future.
Secondly, there are problems in capacity expansion of Daqin Railway. As a dedicated coal transportation line with a design capacity of 6,543.8+billion tons, Daqin Railway has set a new record every year through capacity expansion and transformation in recent years: the transportation capacity exceeded/kloc-0.50 billion tons in 2004 and 250 million tons in 2005, which played an active role in effectively alleviating the shortage of coal, electricity and oil transportation in China. At present, Daqin Railway runs 34.6 heavy-haul trains with 65,438+100000 tons and 20,000-ton heavy-haul trains 15 every day.
The main problems of capacity expansion of more than 200 million tons include: First, the capacity problem. Professor Hu Siji of Beijing Jiaotong University believes that when the transportation capacity of Daqin Railway reaches more than 300 million tons, it is necessary to reduce the maintenance time of skylights; When the transportation capacity reaches more than 370 million tons, the train tracking time must be reduced to less than 15 minutes, and the train running speed must be increased to at least 80 km/h. In the case of heavy load, it is uneconomical to increase the train speed, which has never been seen in the world. The second is the problem of coal resources. The coal transported by Daqin Railway mainly comes from Datong mining area and Pingshuo mining area. After years of mining, the coal resources in Datong and Pingshuo are very limited at present, and they can only maintain the existing production level. The coal source of Daqin Railway should be shifted to Zhungeer and Dongsheng areas to the west. The existing coal gathering and transportation system of Daqin Railway can't adapt completely, so it must be rebuilt and expanded on a large scale. The third is the issue of coal transportation. Daqin Line and Fengsha Line adopt a set of coal transportation system. Due to the limitation of resources and production capacity of coal production base, when the Daqin line reaches more than 200 million tons, it will crowd out a large amount of coal transportation in Fengsha, and the actual total coal transportation will not increase much. At the same time, there is the problem of container routes. The fourth is the problem of coal transportation. At present, sewage coal in Tianjin Port is mainly supplied by Fengsha Line. Because Daqin line occupies the coal transportation volume of Fengsha line, Daqin line will divert the coal from Beijing hub to Jingshan line, which will increase the pressure on Beijing hub. If the coal transportation capacity of Daqin line reaches more than 300 million tons, the transportation capacity of Beijing hub is insufficient, which will affect the coal quantity of Tianjin Port. The fifth is the risk of coal transportation. At present, the coal transportation capacity of Daqin Railway accounts for 37.24% of the total coal transportation capacity of "Sanxi" coal transportation railway. Judging from the layout of coal transportation capacity, this is neither safe nor reasonable. Coal is one of the most important strategic materials in China, not to mention whether the 400 million tons coal transportation capacity of Daqin Railway is technically reliable, and there is great risk only from strategic considerations. As the saying goes, "We can't put all our eggs in one basket". We can't put all the treasures related to the economic lifeline of China on the Daqin Railway, but we should have more coal transportation channels with adjustable capacity.
Third, promote the reform of railway management system. Huang Shuo Railway invested by Shenhua Group is a successful example of broadening financing channels and encouraging multi-party participation in construction. In recent years, under the situation of tight coal transportation, Huang Shuo Railway has played an important role in alleviating the shortage of transportation capacity. It is not difficult to imagine what kind of difficult situation coal transportation would be in without Huang Shuo Railway. In 2006, the coal transportation volume of Huang Shuo Railway has accounted for 16.42% of the total coal transportation volume of "Sanxi" railway, and there is still room for improvement. In 2004, when the coal market price soared, Huang Shuo Railway played an important role in stabilizing the coal price. In 2006, Huang Shuo Railway Company broke through1.65,438+0.654,38+0 billion tons, and achieved a rapid growth of10 million tons for six consecutive years. Although there are some problems in the capacity allocation of Huang Shuo railway, they are largely caused by the dislocation of current railway management.
According to the Medium and Long-term Railway Network Planning approved by the State Council, the task of railway construction in the next 20 years is very heavy, and the contradiction of the shortage of railway construction funds is particularly prominent. Recently, the Ministry of Railways is also actively planning to broaden financing channels. At present, many state-owned enterprises and private capital are willing to provide funds for the new coal transportation channel. Why not? Encouraging other capital to enter the railway industry and building new coal transportation channels will help alleviate the shortage of coal transportation capacity and the development of China railway. Building a new coal transportation corridor can open up a new way for railways to give full play to social enthusiasm and attract social funds. The joint venture construction and operation of the new channel will accumulate experience for the Ministry of Railways to further deepen the system reform, raise construction funds and introduce modern management.
Economic and social benefits of new channel construction in northern coal transportation system
Reporter: What ideas did the research group put forward for the planning and construction of the new coal railway passage? What economic and social benefits can the new channel bring?
Dong Yan: Shenhua Group, Datang International and SDIC have put forward different schemes for the new passage of the northern coal transportation railway. The representative schemes include the northern line scheme represented by Shenhua Group and the southern line scheme represented by Datang International. Combining the advantages and disadvantages of the North-South Railway Scheme, considering the layout of coal production and consumption in China, the layout of railway network and ports, and the future development strategy of China, the research group put forward new suggestions on the planning and construction of coal transportation corridors. The route of the new channel recently runs from batuta on Baoshen Line via Tiancheng and Xinghe to Zhangjiakou and the north of Miyun Reservoir, crosses Daqin Railway and Qin Jing Railway in Zunhua, and divides into two lines after crossing Jingshan Railway in Tangshan, all the way south to Caofeidian Port and all the way south to Jingtang Port. The western end of the long-distance railway extends to Yinchuan and Ningdong coalfields. The initial construction mileage is about 800 kilometers, the total investment is about 30 billion yuan, and the average cost per kilometer of the main line is about 37.5 million yuan.
The construction of a new coal transportation corridor will produce huge economic and social benefits, mainly in the following aspects.
The first is to reduce freight efficiency. At present, China's railway transportation capacity continues to be tense, which on the one hand leads to "rent-seeking phenomenon" of transportation capacity and increases intermediate costs; On the other hand, it forces a lot of coal to be transferred to roads. This unreasonable mode of transportation not only increases the cost of users, but also consumes social resources in an ineffective way. The construction of new coal transportation corridor will reduce the "rent-seeking" phenomenon of railway transportation capacity and highway transportation of coal, reduce social transportation costs, and achieve remarkable economic and social benefits. Relevant research and calculation show that the coal price can be reduced by 20% ~ 25% after the completion of the new channel.
The second is the advantage of saving transportation time. At present, there are different degrees of coal pressure in the key plans of major ports in the north, both because of the coal price factor and the shortage of transportation capacity. The opening of the new coal transportation corridor can not only alleviate the shortage of coal transportation capacity, but also reduce intermediate links in the process of coal transportation, shorten coal transportation time and speed up coal supply, which has obvious social and economic benefits.
The third is the benefit of coal transportation safety. In order to ensure the huge demand for coal for national economic and social development, the railway passages that undertake the main tasks of coal transportation, such as Daqin Railway, Huang Shuo Railway, Fengsha Railway and Jingyuan Railway, are all overloaded and lack the flexibility and room to deal with emergencies and disasters. Once a transport corridor appears, it will bring great negative impact to the national economy. The construction of new coal transportation corridor can greatly increase the safety of coal transportation.
The fourth is to improve the efficiency of the environment. The technical and economic characteristics of railway transportation itself determine that the most economical and reasonable way of long-distance coal transportation is railway transportation. At present, the railway transportation capacity is tight, and it is difficult to ensure the coal transportation and supply in time. In this case, highway transportation has undertaken a large number of coal transportation tasks that should have been undertaken by railways. According to preliminary statistics, about 350 million tons of coal were transported by road in 2006. On the one hand, the highway transportation of coal exchanges gasoline for coal, on the other hand, it also causes great pollution to the ecological environment and atmospheric environment. The construction of the new coal transportation corridor will improve the coal transportation structure and produce huge environmental benefits.
Reporter: In addition to these direct economic and social benefits, what indirect benefits can the new coal transportation railway channel bring?
Dong Yan: The construction of the new coal transportation corridor will bring greater indirect benefits to the national economy and society, and its impact will be more profound than the above benefits.
First of all, the railway is the only department in China that does not distinguish between government and enterprise, and the current management, investment and financing system can hardly meet the requirements of the Medium and Long-term Railway Network Planning. The construction of new coal transportation corridor will innovate in management system and investment system, thus promoting the reform of management system and investment and financing system of railway industry and promoting the development of comprehensive transportation system of railway and even China.
Secondly, the railway is the basic industry, coal is the most important energy source for China's economic and social development, and the coal transportation channel is the most important in the national economic development, and its construction has obvious correlation effect and demonstration effect. According to preliminary calculation, based on the current coal transportation situation, the construction of new coal transportation corridor can save 300-400 billion yuan of social and economic costs for Jiangsu, Zhejiang, Shanghai, Fujian and Guangdong provinces in the southeast coast every year. If other supporting factors, such as capital, raw materials, labor and market demand, are sufficient, it will boost the GDP growth of this region by 1- 1.5 percentage points every year.
Third, due to the current tight transportation capacity, railway transportation tends to be dominated by coal, which is at the expense of the development of "white goods" transportation. Building a new coal transportation corridor can not only relieve the transportation pressure of Daqin Railway, but also relieve the coal transportation pressure of Longhai Railway, beijing-shanghai railway Railway, Beijing-Kowloon Railway, Beijing-Guangzhou Railway and Liu Jiao Railway by sea, so that railways can concentrate on improving the capacity of containers and "white goods", which is not only conducive to optimizing the layout of railway transportation capacity, but also improving their own economic benefits by transporting high value-added goods.
Fourthly, it is inevitable and reasonable to transport coal in short distance by highway in the province. However, in recent years, China's inter-provincial long-distance bus transportation of coal is a helpless move with insufficient railway transportation capacity. In 2005, the railway coal transportation capacity was greatly improved, and the phenomenon of inter-provincial coal adjustment by automobiles was improved. To fundamentally solve this unreasonable transportation situation, it is necessary to completely alleviate the shortage of railway coal transportation capacity. After the completion of the new coal transportation corridor, it will ensure the normal supply of China's coal market, help to put an end to the unreasonable situation of large-scale coal transportation across provinces and cities, and improve the safety of China's road transportation.
The demand for coal transportation will continue to grow rapidly for a long time, so it is very necessary and urgent to build a new coal transportation channel. In order to alleviate the shortage of coal transportation as soon as possible, it is suggested to speed up the study of new coal transportation corridor construction scheme, strive to start construction as soon as possible, and form transportation capacity during the eleventh five-year plan period.
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