High speed rail has also changed peoples way of travel to a large extent, which has changed many peoples work and life. So what are the changes in railway passenger transport? According to the data released by the National Bureau of statistics, the first financial reporter combed the changes of railway passenger traffic volume in each province from 2010 to 2018, revealed the changes of railway passenger traffic development in recent years, and the relationship with regional economy and railway development.
Guangdong ranks first in passenger volume, followed by Zhejiang
According to the data, in 2010, the top ten passenger volume of high-speed rail were Liaoning, Guangdong, Heilongjiang, Jiangsu, Beijing, Henan, Sichuan, Zhejiang, Hebei and Hunan, with a threshold of 72.5 million people.
In contrast, in this year, the railway passenger volume of Jiangsu, the second largest economic province, was 9711, ranking fourth, that of Shandong, the third largest economic province, ranked 11th, and that of Zhejiang, the fourth largest economic province, ranked eighth. Fujians passenger traffic is only the 20th in the country.
Table: railway passenger volume of each province in 2010 (source: the first financial reporter collates according to the data of the National Bureau of Statistics)
This pattern is mainly related to the current situation of Chinas railway network at that time. At that time, the construction of large-scale high-speed rail network was just started, and few high-speed rail lines were put into operation. On the whole, the railway network of northeast and North China is more perfect than that of southeast coastal developed areas.
Ding Changfa, associate professor of Economics Department of Xiamen University, analyzed the first finance and economics. Before the founding of new China, the foundation of railway construction in Northeast and North China was relatively good. After the founding of new China, during the planned economy period, the heavy chemical industry represented by coal and iron and steel was mainly distributed here, while the heavy industries such as coal and iron and steel had greater demand for railway. The northeast, North China and other places are dominated by plains, so it is less difficult to build railways, and the construction cost is lower, so it is easier to build railways.
In contrast, in the period of planned economy, the railway base in southeast coastal area is less. In addition, similar to Guangdong, Zhejiang, Fujian and other places, there are more hills, less plains, and high cost of railway construction. In the past, in the era of ordinary railway, the railway construction technology and funds were relatively limited, so the network density of ordinary railway in these areas was significantly lower than that in Northeast and North China.
Peng Peng, vice president of Guangdong Institute of restructuring, analyzed first finance and economics. The original railway base in Northeast China is relatively good, with dense network, so the traffic volume in 2010 is relatively high. At that time, the railway network in Guangdong was not perfect, and the railway traffic to the East and the west of Guangdong was lagging behind. For example, the transportation to the east of Guangdong mainly depended on automobile. In 2010, Guangdongs passenger traffic volume ranked second, mainly due to its large economic aggregate and the largest permanent population. At that time, the transportation capacity was the most tense during the Spring Festival.
By 2018, the number of provinces with railway passenger traffic volume exceeding 100 million has reached 18, 15 more than in 2010. The top ten provinces are Guangdong, Zhejiang, Jiangsu, Hubei, Henan, Shandong, Sichuan, Liaoning, Beijing and Hunan. The 10th place is still Hunan, but the threshold has risen to 139.43 million.
Among them, Guangdong, Zhejiang and Jiangsu are in the top three. In the past eight years, the railway passenger volume of Guangdong, the largest economic province, has jumped from the second to the first. Zhejiang jumped from the eighth to the second, and Jiangsu from the fourth to the third. In contrast, the railway passenger volume in Northeast, Hebei and other places decreased significantly. In particular, Liaoning retreated from the first to the eighth, and Heilongjiang from the third to the eighteenth.
Generally speaking, with the improvement of high-speed rail network, in 2018, the ranking of railway passenger traffic volume of each province is more closely related to the economic development degree and population density of each region.
Table 2: railway passenger volume of each province in 2018 (source: the first financial reporter collates according to the data of the National Bureau of Statistics)
Growth rate of passenger traffic volume: Hainans fastest in the South and slow in the North
In terms of the growth rate in the past eight years, the growth rate of passenger traffic in 17 provinces has exceeded 100% in eight years. Hainan, Tibet, Guangxi, Fujian, Guangdong, Chongqing, Hubei, Zhejiang, Qinghai and Xinjiang ranked in the top 10.
Hainan topped the list with a growth rate of 3421%. Such a high growth rate is also related to the low original base. In 2010, the passenger traffic volume of Hainan railway was only 840000 person times. In 2011, it suddenly increased to 10.74 million person times, nearly 12 times that year. One of the reasons is that Hainan East Ring Railway, with a design speed of 250km / h, was officially opened to traffic on December 30, 2010, running EMU trains. The East Ring Railway starts from Haikou City, Hainan Province in the north, and goes directly to Sanya City along the east coast of Hainan Province. Along the way, it passes Wenchang City, Qionghai City, Wanning City and Lingshui Li Autonomous County Changliu.
However, since 2009, including Wenzhou Fuzhou railway, Fuzhou Xiamen railway, Xiamen Shenzhen railway, Xiangpu railway, Hefei Fuzhou railway, longxia railway and other high-speed railway lines have been built and put into operation. Fujian has also become the first province in China to realize city to city high-speed rail. After the Fuzhou Xiamen railway was opened, the original flights between Fuzhou and Xiamen were also suspended.
In contrast, the provinces with slow growth of railway passenger traffic are mainly in the north, especially in the northeast and North China. Among them, the growth rate of six provinces in the past eight years is less than 50%, which are Heilongjiang, Liaoning, Ningxia, Inner Mongolia, Shanxi and Jilin.
Why is there such a big difference in the growth rate of railway passenger traffic between the north and the south? This is mainly related to the development stage of railway. There are many plains in Northeast and North China, and the railway construction started early. In the era of ordinary railway, the railway network is relatively complete, and the railway operation speed is relatively fast. The railway accounts for a large proportion of peoples travel, especially in medium and long-distance and even part of short-distance travel. Therefore, in the era of high-speed rail, high-speed rail replaces the original part of ordinary railway travel, which is an increase in the stock of railway transportation.
In contrast, there are many hills and mountains in the south, and few flat lands. In the era of ordinary railway, the railway network is imperfect, the density is low, and the speed of railway operation is low. Peoples medium and long-distance travel, the dependence on railway is low, and highway transportation accounts for a higher proportion. After entering the era of high-speed rail, in order to make up for the short board of railway development in the south, the pace of high-speed rail construction has been accelerated. After the high-speed rail is put into operation, it will replace the passenger flow of high-speed rail and even air transport, which is an increase for the railway.
In recent years, the number of long-distance buses from our county to Guangdong, Zhejiang and other places has been greatly reduced. It is mainly impacted by high-speed rail A passenger station in a county in Southern Fujian said.
In addition, the difference in the growth rate of railway passenger traffic is also related to the differentiation of economic development between the north and the south in recent years. Especially in Northeast China, the downward pressure of economy is great in recent years, coupled with the outflow of young and middle-aged population in recent years, the local aging is very obvious, and the demand for railway travel is also relatively slow.
Table: growth rate of railway passenger traffic in various provinces since 2010 (source: first financial reporter combed according to the data of National Bureau of Statistics)
Source: First Financial Editor: Guo Chenqi, nbj9931