Thoughts on controlling the investment of Hangzhou subway?

In recent years, with the acceleration of urbanization in China, people pay more and more attention to subway and light rail, which are fast urban transportation tools. Their advantages of fast driving speed, large passenger capacity, no pollution and no ground traffic restrictions are becoming more and more obvious in the development of modern cities. As an internationally famous scenic tourist city and the political, economic, cultural and financial center of Zhejiang Province, Hangzhou will develop into a mega-city with a long-term planned population of 5-7 million, with huge traffic demand. Therefore, the construction of subway will play an important role in reasonably diverting the passenger flow of conventional public transportation on the ground, improving the capacity of public transportation, optimizing the travel structure of residents and promoting urban development. At present, Hangzhou is actively participating in the wave of "integrating into the Yangtze River Delta and connecting with Shanghai". The construction of the subway is beneficial to the development of Hangzhou, even to the foil of Shanghai and the blessing of the Yangtze River Delta.

First, measures to control the cost of the subway

The one-time investment in subway construction is huge and the payback period is long. We should start from several aspects to shorten the payback period as much as possible. From the characteristics of the subway itself, scientific network planning, reasonable structure and facilities design, multi-channel expansion of construction investment and scientific and effective management are the keys to control the cost and operating expenses of the subway.

1. Scientific planning is the premise of cost control. From the experience of subway development in China and Hongkong, the subway is not only to solve traffic problems, but more importantly, it is the basis of guiding urban development and one of the core contents of urban planning. Hong Kong's urban development model is a large-scale network node urban structure, which is one of the most densely used urban railways in the world and the busiest underground transportation system. This will lay a good foundation for the Hong Kong subway to have a high ticket source. Therefore, for cities that build subways, route selection must be optimized. Only in this way can we provide strong financial guarantee and passenger flow support for subway construction. Therefore, optimizing the urban layout and development of Hangzhou through traffic-oriented development is the soul of Hangzhou rail transit planning. At the same time, the government can reduce the financial burden of the government and ensure the smooth progress of rail transit construction through the land value-added income near rail transit stations brought by subway construction.

At present, the planning of Hangzhou rail transit network takes transfer hub as the center, traffic corridor as the main body, and urban development direction as the field of vision. By using the concepts of transfer on the same platform and * * * rail operation, the flexibility and convenience of the network are increased, which is conducive to alleviating the traffic pressure in the central area, guiding the development of peripheral new areas and meeting the service requirements of high-level rail transit in the future. This plan has created a good foundation for the future operation of Hangzhou Metro.

At the same time, this kind of rail transit line construction planning with the goal of building a network city and opening up a new urban sub-center is conducive to minimizing the amount of demolition in the construction process. Because once the network planning is basically determined, the line direction, stations, entrances and exits, wind pavilions and depot locations can be preliminarily arranged for planning control. The principle of this planning is to combine subway entrances and exits with underground streets and existing buildings as much as possible; In municipal land or urban green space, you can try to reserve the location of subway entrances and exits and wind pavilions; The depot can also be located in a location with less demolition as far as possible, and at the same time, the comprehensive development of the depot can be properly considered to minimize the land occupation.

2. Reasonable design is the key to control the cost. Some foreign experts pointed out that although the design fee only accounts for less than 1% of the project life-cycle cost, it will affect the project cost by more than 75% under the correct decision-making conditions. Therefore, it is particularly important to optimize the design scheme of subway construction. Saving in design is the greatest saving. In terms of passenger flow design, we are now considering long-term peak hour passenger flow and traffic density. From the perspective of domestic subway operation, it is generally designed that the passenger flow is too large. Passenger flow forecast not only involves construction cost, equipment configuration and vehicle purchase, but also will affect future operation for a long time. Therefore, the passenger flow forecast should fully consider the population, employment, land use and even the connection with the development of surrounding cities, which is in line with the early, near and long-term overall planning of urban development. Therefore, it is necessary to reasonably design the station spacing, reduce the possibility of train formation, increase the traffic density, and reasonably design the station type and buried depth. For example, if Tao Qiu Road Station is built on the east side of Tao Qiu Road, it can avoid the rainwater and sewage pipes buried up to five or six meters in Hexi and various pipelines under Tao Qiu Road, so that the buried depth of the station can be increased by at least two meters, and the cost of temporary works such as dismantling and rebuilding Xinkaihe Bridge can be saved. Crossing the street can meet the passenger flow in the west, which can greatly save costs. In addition, if the station equipment and management rooms are set outside the main structure of the underground station as far as possible, such as the basement of the property development plot around the station, the investment of the underground station can also be reduced. From the point of view of traffic density, if the traffic density is designed compactly, the length of train formation can naturally be shortened accordingly, and the length of station platform can also be shortened. The cost per station with a length of 1 km can be reduced by about 30-50 million yuan, and the cost during operation will also be greatly reduced. From this perspective, a well-thought-out, scientific and accurate design plays a key role in reducing investment costs.

Hangzhou Metro takes the lead in adopting new ideas such as "track operation" and "transfer on the same platform" in China, which is a highlight in design and an effective measure to save investment. In terms of equipment, try to use domestic equipment, improve localization, and fully study and consider installation and commissioning issues to control initial investment and operating energy consumption; Others try to adopt various energy-saving measures in design to reduce operating costs.

At present, China's construction funds are limited and the efficiency of fund use is low. Investing in the construction of light rail is the most economical and practical choice in line with national conditions. The construction of light rail can make full use of the green belt between the ground roads and buildings, and can keep the buildings and green spaces along the line. At the same time, noise can be reduced well by adopting sound insulation and noise prevention measures. The cost of subway is much higher than that of light rail, and the construction period is long. Giving priority to the construction of light rail with the same funds can solve the outstanding urban traffic problems faster and more effectively.

3. Carefully organizing the construction is the key to control the cost. Once the subway design is determined, the saving of project cost will be reflected in the construction. Full implementation of public bidding in the construction field is the basic means to reduce the cost of rail transit projects; Localization of mechanical and electrical equipment plays a great role in saving investment; Strengthening the management of engineering construction projects and popularizing various advanced construction technologies are the guarantee of cost saving. It is the result of comprehensive consideration that bored bite piles are finally used to replace continuous walls in Tao Qiu Road Station. In terms of construction coordination, the interfaces of various disciplines in the construction process are not only the interfaces between civil engineering disciplines, but also the interfaces between civil engineering disciplines and equipment, equipment and equipment, which are all important aspects to ensure the smooth construction. In terms of station construction level, most cities in the world attach great importance to the control of subway construction cost, adhere to the principle of minimum cost based on the safety of use function and technical operation, and try to reduce the renovation cost of subway stations except the investment necessary for the safety of basic functions and facilities. The goal of station decoration is simple, practical, durable and safe. In addition to improving the decoration level in some important stations, the general stations of Hangzhou Metro mainly need to meet the functions. In terms of material selection, the underground station belongs to a special environment with poor ventilation (mechanical ventilation). The decoration materials should be selected as far as possible with low water absorption and stable materials to prevent the selected materials from being deformed, spotted or even moldy, and finally replaced. In terms of material consumption, in order to prevent harmful cracks from occurring when concrete sets, the cement consumption per unit volume of concrete can be reduced if the concrete mixture ratio is optimized and the mixture with good gradation and excellent texture is selected on the premise of meeting the concrete strength. This is not only conducive to saving material consumption, but also conducive to safety. In addition, transferring risks is also one of the measures to reduce investment. Tao Qiu Road Station of Hangzhou Metro signed insurance contracts with PICC and Pacific Ocean before construction started, with the purpose of preventing and transferring risks, which is also a means to reduce costs.

Second, scientific management is an effective means to reduce the burden of subway operation.

Subway is a public infrastructure, and the fare after its operation cannot be determined according to the construction cost. Therefore, to improve efficiency, we must rely on scientific and technological progress, technological transformation, streamlining personnel, increasing income and reducing expenses to reduce costs. First of all, attaching importance to the cultivation of employees' quality, including professional quality and moral quality, is an important aspect of the success of the subway company. For example, send employees to other cities for training or exchange regularly to learn the advanced technology and management experience of subways in other cities; Educate employees to make rational use of hydropower resources in office and operation, and reduce daily expenses such as water and electricity; Maintenance personnel should try to save all kinds of materials and reuse car wash water, which are effective means to reduce operating costs. Second, rationally arrange personnel, make the best use of their talents and reduce redundant staff. The third is to adopt a reasonable vehicle formation operation mode. For example, the operation mode of small series in low peak hours, large series in peak hours and even mixed running is adopted to reduce operating costs and improve service level. Fourthly, in terms of fare management, the Hong Kong MTR has implemented the policy of adjusting its fares with the inflation rate every year, and the rate of price increase is slightly lower than the inflation index. Therefore, after the completion of the Hangzhou subway, the government can also refer to this practice and allow the subway company to take some normal price adjustment measures during its operation to make up for its operating losses.

Third, broaden the financing channels for construction.

In the 1980s, Shanghai established a "borrowing" mechanism by borrowing from the World Bank and the Asian Development Bank. Later, land leasing and asset operation were adopted to expand social financing. Therefore, the development of urban rail transit must reform the investment and financing system. Zhejiang is a big province of private enterprises with abundant private assets. Hangzhou Metro should make full use of this advantage and broaden the investment channels for private funds to enter urban rail transit. The Hangzhou Municipal Government has made a bold attempt in this respect, transferring the 20-year management right of Fuxing Bridge (the Fourth Qianjiang Bridge) to Tengda Construction Group at a price of 760 million yuan. Tengda Group relies on the naming rights and advertising revenue of the bridge, and at the same time, the Hangzhou Municipal Government converts the comprehensive social benefits of the bridge into a price (shadow price) every year and pays it to Tengda Group in return. In this way, the government can use the funds obtained from the transfer of management rights to carry out the construction of other urban infrastructure projects, and Tengda Group has a fixed and generous return every year, achieving a win-win situation. As an industry encouraged by the state to invest in foreign capital and domestic private capital, transportation infrastructure projects have the characteristics of large investment, long payback period and stable operation. In 2004, the government will transfer the right to operate ring highway for 25 years at a price of 980 million US dollars, which is the largest infrastructure transfer project in Hangzhou so far. Its successful transfer not only provides a channel for international capital and domestic private capital to invest in transportation infrastructure projects, but also lays a solid foundation for Hangzhou to revitalize the existing transportation infrastructure and raise funds for transportation infrastructure construction. Therefore, Hangzhou Metro can also adopt this idea, such as auctioning the right to operate stations, with shops and advertisements as the income guarantee for participants, which can basically ensure the construction cost of each station and alleviate the pressure of government investment in subway construction. It used to be said that the subway construction funds are huge, the investment payback period is long, and the enthusiasm of private funds to enter is not high. However, if the whole subway is divided into several small units for investment, each subway station will cost 200-300 million yuan, and if the property management income of each station and its surrounding areas is regarded as its fixed return, private funds may have greater enthusiasm.

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