1. 1 Development Status of China Rail Transit In the mid-1960s, Beijing began to build subways. By 2000, the operating mileage of China urban rail transit had reached 137km. At present, about 20 cities across the country have formulated urban rail transit construction and development plans, including 67 rail transit lines 15 (including 2 branch lines) planned by Beijing. Shanghai has planned 17 rail transit lines, covering more than 780 kilometers; Tianjin plans 9 subway lines, * * * 234.7 kilometers; There are 8 planned rail transit lines in Guangzhou with a length of * * * 205.5km and 7 planned rail transit lines in Nanjing with a length of ***263. 1km. The total network planning mileage of China 15 big cities has reached about 2,200 kilometers. With the rapid growth of China's economic strength and the acceleration of urbanization, mega-cities such as Beijing and Shanghai urgently need to build urban rail transit to alleviate the traffic pressure in cities, and urban rail transit lines have broad development prospects with their advantages of "large capacity, high speed, safety and environmental protection".
1.2 main problems in the development of urban rail transit From the actual situation at home and abroad, urban rail transit plays an irreplaceable role in solving the problems of urban public transportation and intercity transportation, and has great social benefits. However, since 2002, the problem of high project cost has attracted more and more attention from government decision-making departments and related consulting units, and has become one of the important problems restricting the development of urban rail transit in China.
Looking back at the 1990s, the comprehensive average cost of the three subway lines in Guangzhou, Shanghai and Beijing in China was 500-700 million yuan/km. Compared with foreign countries, the prices of building materials and labor force in China are lower than those in more developed countries and regions, but the cost of rail transit projects in China is much higher than that in other countries and regions (see table 1).
Due to the high cost of urban rail transit in China, most cities need urban rail transit and want to build urban rail transit, but they can't afford it economically. There are 34 cities with a population of over one million in China, including two million cities 1 1. It is planned to build 2200 kilometers of rail transit lines. If the actual cost per kilometer is estimated at 550 million yuan, the construction fund needs 12 1000 billion yuan. This is unbearable and long-term support for China, which is still in the situation of limited total fiscal revenue, relatively single investment subject and large gap in construction funds in all aspects. It can be said that the huge investment in construction funds has become a major obstacle to the development of urban rail transit.
2. Analysis of the cost composition of urban rail transit.
2. 1 analysis of urban rail transit cost composition According to the comprehensive analysis of rail transit at home and abroad, the general composition of its engineering cost is that the civil engineering cost accounts for 50% ~ 55%; The cost of construction, purchase and installation of technical equipment accounts for about 50% (including 2% ~ 7% of track, 3% ~17% of rolling stock, 5% ~ 6% of parking lot in rolling stock, 7% ~ 10% of traction power supply and10/communication signal). The purchase cost of technical equipment such as vehicles, traction power supply and communication signals accounts for 30% ~ 35% of the total project cost, and the loan interest accounts for 4% ~ 8% of the total project investment. Therefore, reducing the cost of civil engineering and improving the localization level of technical equipment are the main means to reduce the cost of rail transit, that is, by determining the reasonable scale of construction projects, selecting structural forms, optimizing design and construction methods, and actively promoting the localization of general equipment.
2.2 Reasons for the high cost of urban rail transit According to the comprehensive analysis of the completed urban rail transit costs in Beijing and Shanghai, the main reasons for its high cost are the high predicted passenger flow, the long queue of trains, the lack of standardization and serialization of electromechanical equipment, the low localization rate of technical equipment, the large reserved space of stations and the short distance between stations, which directly lead to the high cost of urban rail transit. Only the train density is 1. If the train interval is shortened from 2.0min to 1.5min by improving the level of signal control system, that is, the train density is increased from the current 30 pairs /h to 40 pairs /h, and the train formation length can be shortened accordingly, and the station platform length can also be shortened, but the project cost can be reduced per 1km long platform.
3. Measures to reduce the cost of urban rail transit projects
3. 1 Do a good job in urban rail transit network planning, attach importance to resources and enjoy urban rail transit projects, which have the characteristics of large one-time investment, high operating cost, good social benefits and poor economic benefits. Therefore, the development of urban rail transit should adhere to the principle of "acting according to one's ability, standardized management and steady development" to prevent blind development or excessive advance. Therefore, from the design point of view, it is of great significance to do all the basic work well.
(1) Do a good job in urban rail transit network planning. Urban rail transit lines are located in densely populated and commercially developed areas of major cities, and their construction will inevitably lead to the demolition of existing buildings or the adoption of reinforcement measures. This brings great difficulties to the construction of rail transit lines. For example, the demolition cost of Fu Ba Line of Beijing Metro is close to 1 100 million yuan/km, accounting for 16% of the total project cost, which is obviously high. In order to integrate urban rail transit construction with urban development, adapt to the changes in the financial situation of the city, form a benign interaction between urban development and rail transit construction, reduce demolition, avoid redundant construction and other invalid investments, it is necessary to make short-term and long-term planning for urban rail transit network in combination with urban development planning. Combined with the planning of rail transit network, the route direction, stations, entrances and exits, wind pavilions and depot locations are preliminarily arranged for planning control, so as to avoid that the overall layout planning of the network is not fully demonstrated, or even the new line is hastily started without the network layout planning, resulting in large-scale demolition and reconstruction, or new buildings occupy urban rail transit lines.
Avoid the situation that the overall layout planning of the online network is not fully demonstrated, or even the online network layout planning is not compiled, and rush to start construction of new lines, resulting in large-scale demolition and transformation, or new buildings occupying urban rail transit lines.
(2) Coordinate the layout of the depot (parking lot), and the control center and main substation should pay attention to the resources to enjoy various urban rail transit lines. According to the operational requirements, it is necessary to set up 1 depot and parking lot, which generally accounts for 6% of the total investment of this line. Although the proportion is not high, for the whole city, if each urban rail transit line is set with 1, therefore, on the basis of the whole rail transit network, by setting up tie lines with comparable construction standards and capabilities, multiple lines can coordinate and enjoy the resources of the depot and parking lot, uniformly equip with vehicle operation inspection facilities, and reduce the scale of the depot, thus achieving the effects of resource sharing and saving comprehensive investment.
3.2 Adopt appropriate construction standards and strictly control the construction scale.
(1) Passenger flow forecast is the basis of urban rail transit design, which directly affects the determination of technical standards, project scale and project cost. At present, subway design usually adopts four-stage method to predict. Although it is mature in theory, the forecast results of specific projects should be reasonably revised in combination with the construction of the whole rail transit network. According to the current design code, the construction scale of the project is greatly influenced by the passenger flow in the peak section, and with the formation of the urban rail transit network and the increase of transfer points, the actual traffic volume in the peak section of each rail transit line is lower than the predicted value. Therefore, in the design, the forecast value of long-term peak cross-section flow should be adjusted according to the network implementation plan, so that the predicted passenger flow is basically close to the actual flow, and the station scale, type, spacing and vehicle formation should meet the needs of the actual passenger flow growth and be as close as possible to the actual passenger flow, so as to reduce the construction scale and reduce the project cost.
(2) Do what you can and choose the appropriate route laying method. Urban rail transit lines can be divided into trams (1 10,000 passengers or less), light rails (1 10,000-30,000 passengers) and subways (30,000-60,000 passengers) according to the cross-sectional flow during peak hours. According to the different ways of laying lines, it can be divided into underground lines, ground lines and overhead lines. Different ways of laying lines have great differences in cost. According to statistics, overhead lines are generally 1/4 ~ 1/3 of the cost of underground lines, and ground lines are 1/3 ~ 1/2 of the cost of overhead lines. Therefore, when planning and designing rail transit lines, we must choose according to the economic strength and the predicted cross-section passenger flow, and properly consider the coordination with the urban landscape.
(3) Function-oriented, strictly control the station scale. Because the cross-section of the subway station is much larger than the cross-section of the line section, the engineering quantity per linear meter of the subway station is about 10 times that of the interval subway. It goes without saying that the cost of subway station is much higher than that of line section, so controlling the scale of subway station is one of the keys to reduce the cost of subway project. The main function of the station is to collect and transport passengers, not to give them room to stay. It should be simple and convenient for passengers to get in and out. The construction unit should first consider the demand for distribution functions, instead of giving the station too many commercial and social service functions, which will affect the realization of the main functions of the station, investment efficiency and passenger comfort. In foreign countries, such as Paris, Berlin, Frankfurt, Vienna, Singapore and other countries, subway stations are very simple, convenient and practical, but they have not affected the public's evaluation and recognition of the image of urban rail transit, nor have they affected the status of these cities as world-class tourist cities. In contrast, the subway station in China is too big and luxuriously decorated.
3.3 improve the localization rate of urban rail transit technology and equipment.
(1) Improving the localization rate of technical equipment A few years ago, China's subway technical equipment mainly relied on imports, which was expensive. Practice has proved that excessive pursuit of international advanced level and extensive use of foreign technical equipment not only increase the project cost, but also increase the operating cost after completion. According to statistics, at present, the import price of subway vehicles is 1.20 ~ 1.8 million USD/vehicle, while the vehicles provided by Changke Factory to Beijing Fu-Ba Line are 680,000 USD/vehicle (the localization rate reaches 54%), and the domestic subway vehicles currently used in Beijing are only equivalent to 400,000 USD/vehicle. It can be seen that the price of domestic vehicles is only 1/2 ~ 1/4 of that of foreign vehicles, which is not only low in price, but also the domestic Beijing subway vehicles have been operating safely for 30 years, which fully demonstrates the reliability of domestic vehicles. Communication, signal system and traction power supply equipment can also be solved through technical cooperation between domestic manufacturers and foreign countries. Therefore, as long as the localization rate of urban rail transit projects is not less than 70%, the project cost can be greatly reduced.
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