原广东省委常委林树森讲述：贵广高铁背后的地方博弈

原广东省委常委林树森讲述：贵广高铁背后的地方博弈

编者注：这篇文章又长又臭本身是没有什么价值。这篇文章最有价值的内容，只有一句话《2006年7月份，在贵州考察、休息的朱镕基》。这句话是当事人林树森亲口说的。因为林树森是2016年6月从广东广州市委书记的职位上，调任贵州省长的。林树森当上贵州省长一个月左右后，朱镕基在贵州考察，休息。这就验证了其他文章所说的，林树森是走朱镕基的后门，才当上贵州省长的。

原文如下

2021-04-13 03:37:32　来源: 大美客家

　　林树森，男，汉族，1946年12月出生，广东汕头人（潮汕帮，广东官员分别客家帮和潮汕帮，编者注），1970年8月参加工作，1981年12月加入中国共产党，华南理工大学土木建筑工程系工民建专业毕业，大学本科学历，工程师。曾任广东省委常委，广州市委书记、市长，广州警备区党委第一书记、2006年调任贵州省委副书记、省长，2010年10月后，转任十一届全国政协港澳台侨委员会副主任。

　　林树森去贵州做省长,做成了贵广高铁！贵州从“被抛弃”到成为“高铁大枢纽”，背后有哪些故事以及博弈？林树森在2015年回顾了许多不为人知的细节，全文充满大片感，看完让人感到惊心动魄，地方间的种种博弈亦跃然纸上。

　　“2007年4月中国铁路第六次大面积提速后，由成都、重庆开往华东、广东方向的12趟列车不再走川黔线，而是经由通行速度更快、线路更短的渝怀铁路，‘甩开’贵州大片地区，不再经过遵义、贵阳等地。”

　　“南昆铁路本来是跨云南、贵州、广西三省（区），云南、广西说好了，从昆明拉直，甩开贵州接南宁，根本不用和贵州商量就开工了。在这样的体制下，贵阳先和周边什么城市相连就大有学问，关系到区域的线网布局。”

　　“贵州人并没有单方面找湖南人一起修长贵客专而是把准备好的材料送给云南人，希望一起来修长昆。尽管一开始云南人没有多大的兴趣，他们认为他们到珠三角应该是走新建的云桂铁路，到长三角、北上北京应该是再建渝昆铁路或者是成昆铁路，不管怎样说重庆、成都比贵阳风光得多，走贵阳没有什么吸引力。”

　　这三段话摘自贵州前省长林树森在2015年的一段采访。林树森在访谈中罕见的披露了贵州高铁发展中许多不为人知的细节，全文充满大片感，看完让人感到惊心动魄，地方间的种种博弈亦跃然纸上。

　　“2006年6月在北京，中央找我谈话要我到贵州工作，回住处后即从西单购书中心买了一张中国地图，想从中寻找贵州的出路，思索的结果便是直线打通贵阳到广州的大通道。”

　　然而，贵广铁路在此前并没有列入“十一五”规划，当时“十一五”规划已经执行了大半年。按常规“十一五”计划没列入，列入“十二五”计划那是5年后的事。

　　2006年7月，林树森到贵州工作，8月向国务院请示修建“贵广铁路”，8-9月两次带队赴铁道部、发改委、交通部、国土部汇报。9月发改委正式同意将贵广铁路列入“十一五”。07年5月，发改委批复正式立项。前后只花了10个月时间，可谓是一个奇迹。

　　在林树森看来，贵广铁路不仅是一条让贵阳更快到达珠三角的通道，更重要的是，它能“四两拨千斤”，让昆明、重庆、成都为了能更快到达广州而主动选择连接贵阳，从而让贵阳成为高铁大枢纽。

　　从“被抛弃”到成为“高铁大枢纽”，背后有哪些故事以及博弈？

　　2014年12月26日，一辆由广州发往贵阳的动车飞速通过贵州省从江县境内的四寨大桥。当天，贵广高铁全线贯通，最高时速250公里，贵阳至广州最快4小时9分抵达。（CFP/图）

　　贵州从“被抛弃”到成为“高铁大枢纽”

　　背后那些不为人知的博弈

　　林树森

　　（2002年9月-2006年6月任广州市委书记

　　2006年7月-2010年8月任贵州省省长）

　　贵广高速铁路开通，彻底改变了我国西南、华南地区的交通格局。我想提高一个层次讲问题，以回应和解开贵广铁路在筹备建设过程中的一些争议和疑惑，并就恢复贵阳西南地区铁路枢纽地位和贵州如何应对高铁时代等谈一些自己的想法和建议。我讲六个部分。

　　一、

贵广铁路的深层次意义

是从理论和实践上解决了经济社会落后地区如何修高铁的问题，进而完善了整个西部的高铁网

　　建设高速铁路并赶超世界发达国家高速铁路的发展水平，一直是我国发展现代化交通运输体系的梦想。2004年，经国务院常务会议审议批准的《中长期铁路网规划》确定了我国高速铁路网的建设宏图：在2020年前，中国将投资2万亿元，建设总里程1.2万公里，时速200公里以上的“四纵四横”铁路客运专线。

　　“四纵”：北京—哈尔滨、北京—上海、北京—广州、杭州—深圳；“四横”：青岛—太原、徐州—兰州、南京—成都、杭州—长沙。从“四纵四横”的起始城市可以看出，西部地区只有兰州、重庆、成都、西安有高速铁路到达，并且经过这几个大城市的路线只有东西走向。

　　2007年，国家发改委《综合交通网中长期发展规划》（发改交运〔2007〕3045号）颁布，提出了“五横五纵”国家综合交通运输大通道的概念。

　　“五纵”：南北沿海运输大通道、京沪运输大通道、满洲里至港澳台运输大通道、包头至广州运输大通道、临河至防城运输大通道；“五横”：西北北部出海运输大通道、青岛至拉萨运输大通道、陆桥运输大通道、沿江运输大通道、上海至瑞丽运输大通道。

　　综合交通网颁布的时间是在贵广铁路补充列入“十一五”计划之后，因此，在“包头至广州运输大通道规划线路”项目栏中加上了贵广铁路项目，贵广铁路当时是作为客货共线铁路列入计划的。“五纵”中的“两纵”都在西部，“两纵”中没有客运专线。

　　如果从京广线和包头—西安—重庆—南宁之间划出一条中间线，中间线以西大抵就是我国的西部地区。可以说直至2007年前，西部地区没有规划南北走向的客运专线。

　　2008年，《中长期铁路网规划》进行了一次调整。“四纵四横”略有变化，从北京—广州延长至深圳—香港,杭州—长沙延长至贵阳—昆明。西部依然没有南北走向客专。

　　附图：中长期铁路网规划图

　　贵广铁路的规划建设打破了这一局限。贵广铁路正是按照大区域背景下规划两点的交通区位线应该是两点连线的理论，用笔和直尺在地图上把贵阳和广州两点联结起来的线位进入预可研究的。

　　尽管广西坚持要偏离这条直线过三江和龙胜县城，广东坚持要偏离这条直线过肇庆和佛山市区，但基本上还是坚持直线方向不变，《预可研报告》提出的线路方案展线系数只有1.04。

　　2007年5月16日，国家发改委以发改交运〔2007〕1022号文批准贵广铁路立项。对整个西部地区来说，更令人兴奋的还有议论了几十年一直未能立项的兰州至重庆铁路也于2007年5月22日获批（发改交运〔2007〕1122号）。原因很简单，兰州－重庆－贵阳－广州将构造一条新的交通区位线。

　　兰渝铁路立项建设激发了四川往北修快速通道的热情。由于成都没有向西的铁路，兰渝铁路建成以后，大量西北、西南的人流、物流势必经重庆输往珠三角，可能影响到成都在整个西部交通格局中的地位。

　　在两地网站论坛上，围绕成兰铁路和兰渝铁路的争夺异常热闹。有网友提出，成兰铁路与兰渝铁路之争直接关系到西部城市的交通枢纽地位，一着输则全局输。

　　2009年1月22日，国家发改委批准新建成都至兰州铁路项目建议书。新建铁路自成都枢纽青白江站引出，经什邡、绵竹、松潘、九寨沟，引入在建兰渝铁路哈达铺站，正线全长462公里。往南，原成都到贵阳铁路方向是成渝接川黔。

　　为更有效地促进成都融入泛珠三角、中国－东盟自由贸易区，承接发达地区产业转移，四川提出从成都南面的乐山直接连接贵阳的高铁方案，并且要求实现成都至贵阳旅行时间小于2.5小时的速度目标值，以保持将来成渝高铁建成和渝黔铁路改造后再沿此路线到贵阳的优势。国家发改委2009年12月批准成贵铁路立项。

　　兰渝铁路的建设使重庆至贵阳铁路改造变得毫无悬念。新建二线原先考虑的速度目标值也是250公里/小时。可是恰好碰到高铁建设、运行皆需减速的时期，虽然2009年3月，国家发改委已经批准渝黔铁路立项，但最终实施的速度目标值还是200公里/小时。

　　至此，我国西部西北兰州和西南贵阳形成两条新的交通区位线。东侧：兰州－重庆－贵阳；西侧：兰州－成都－贵阳。这样的路网布局，用小区域规划的思维看是重复建设，从大规划背景看，可行性方案认为它是必要的。

　　西部高铁网完善的重要一招是从兰州到乌鲁木齐再修高铁。为促进新疆地区的繁荣和稳定，增进民族团结，提高兰新铁路运输能力和服务质量，实现西北地区与内地的快速客运连接，促进煤炭资源开发和区域经济社会协调发展，国家发改委于2009年5月18日批准新建兰新铁路第二双线项目。

　　2009年8月20日批复《工可》，线路全长1776公里，按新建时速200公里客货共线设计，兰州至西宁段和哈密至乌鲁木齐段线下工程预留未来提速至250公里/小时。实际实施和当初批贵广铁路一样，同样也免不了要把货运拿下来变为客专。

　　完善西部高铁网的工程继续在演绎。为形成华北至西南铁路新通道，完善铁路网布局，国家发改委2009年11月23日批复西安至成都客运专线立项，2010年10月22日批复《工可》，速度目标值为250公里/小时，基础设施预留进一步发展条件。下表是继贵广铁路之后，构成西部高铁网主要骨干线路的主要参数。

　　二、

解决贵州的空间－距离－可达性

是贵州跨越式发展的先决条件

　　贵州经济总量小、人口多，人口一直占全国的2.5%－3%左右，2005、2006年占全国3.01%。地区生产总值最辉煌的一年是1959年，占全国的1.63%，除了这一年，历史上有3年超过1.5%，1957年1.53%，1958年1.56%，1984年1.5%。从1994年以后一直在1.1%以下，2005、2006年是1.08%。显然，人均只有全国平均水平的1/3。

　　造成这种局面有自然地理、区位、人文历史等各种原因，想要实现贵州跨越式发展也就应该有各种相应的对策。如何发挥自然地理的优势，我们提出了加快生态文明和生态现代化的发展方向。

　　中科院中国现代化研究中心发布的《中国现代化报告》对2000年和2004年全国各省区市生态现代化的实现程度进行了研究，结果显示，2000年贵州生态现代化指数在全国排名28位，但仅仅用4年的时间，到2004年贵州省的排名提前了9位，在全国排名第19位。

　　这说明，如果我们能够抓住机遇，追上并跳上生态文明这班车，那么贵州将有可能从工业现代化的起步阶段直接进入生态现代化这个人类现代化进程的最新阶段，从而实现经济社会发展的历史性跨越。

　　从提高广大农村农民的商品生产水平到加速工业化、城市化或上面所说的加速进入生态现代化都需要有一个先决条件，迅速改变贵州的空间－距离－可达性现状。

　　贵州作为一个内陆省份，一直在寻找自己的出海口。早些时候，我们把出海口选在上海，因为上海是中国最大的经济中心，大家都希望以上海为中心城市的华东地区能够带动贵州发展。

　　上世纪90年代，考虑到加快西部地区的发展，上海与西南地区的距离也太远，国家提出把广西的北海作为西南地区的出海口。前些年实施西部大开发战略，考虑要推进区域经济合作，划了一些经济圈，把贵州划入成渝经济圈。

　　这个划法还是有些道理，2006年我到贵州工作，贵阳机场飞全国各大城市航线，班次最多的就是飞成都。办铁路车皮、有些出国签证，贵州人都要跑成都。这个圈圈得不是很紧密，有的人又推出一个“南贵昆”经济带，想使广西、云南、贵州有明确一致的空间开发方向。

　　与这样的发展战略相适应，贵州交通建设的规划也把向东连接长三角，向北连接重庆，向南连接北海作为重点。在国家高速公路网中，经过贵州的国家高速公路有5条：兰海、沪昆、杭瑞、厦蓉、汕昆。汕头虽属广东，但偏离珠三角，更多地靠近福建、华东地区。

　　当然，这些地方目前经济发展的势头都很不错，各有各的优势，各有各的特点，加强与他们的交流合作，接受他们的辐射都是很有必要的。但区域经济的分布是有梯度的，中心地区的发展水平决定了周边地区的发展水平。

　　上海是我国最大的经济中心城市，单靠上海带动贵州并不完全可靠，上海和贵阳之间直线距离超过1500公里，从上海到贵阳中间还有很多不是很发达的地方。靠西部的一些中心城市来带动贵州，首先是这些中心城市的周边受到带动，然后才轮到贵州，看看这些中心城市的周边是什么样子就知道这些中心城市什么时候才能带动贵州。

　　有些权威机构把西部地区45个地域中心城市分成四级，贵阳排在第三级，和银川、柳州、包头、绵阳等城市并列，六盘水、遵义、安顺是四级中心城市（共30个），不难想象，按照这样的区域经济布局，贵州将永远是西部地区的“西部”。

　　翻开地图我们可以看到，珠江三角洲的中心城市广州与贵阳的直线距离只有700多公里，还不到上海与贵阳直线距离的一半，为什么我们不到珠江三角洲去？无路！在厦蓉高速公路贵州段开工仪式上我读了一位经济学家在贵州留下的诗句：“不是夜郎真自大，只因无路去中原。”

　　就是厦蓉高速公路，原来也是七拐八拐才到贵阳的，在贵州境内的走向是三江－黎平－台江－麻江－贵阳。

　　改革开放之后，考虑和珠三角密切关系有两次重要决策：黔桂铁路扩能改造和修筑贵珠铁路。这两次决策一次成功地得到实施，一次没有结果。

　　黔桂铁路是我国西南地区连接沿海的重要交通纽带，是我国铁路运输主通道“包（头）柳（州）通道”的南段，北接川黔铁路和“沪昆通道”的湘黔、贵昆铁路，南联湘桂线，西邻“西南出海通道”中的南昆线，东近焦柳线怀化至柳州铁路，是西南、西北地区与华南经济区联系的重要纽带，是西南便捷的出海通道。

　　在全国路网格局中，黔桂铁路是我国“八纵八横”铁路运输主通道的其中一“纵”。这样重要的一条线路，由于历史原因、线路等级低、质量差、列车运行速度慢、运行平稳性差，客、货列车平均旅行速度仅有41公里/小时和21公里/小时。

　　2004年12月，黔桂铁路扩能改造工程正式动工。扩能改造工程主要包括柳州至洛满段增建二线，洛满至金城江改建既有线，金城江至龙里沿既有线通道新建单线，柳州至龙里电气化改造。

　　速度目标值为柳州至金城江段160公里/小时（实际运行客车100公里/小时），金城江至龙里段140公里/小时（实际运行客车100公里/小时、货车80公里/小时）。改造后线路全长由607公里缩短至489公里，线路等级由国家Ⅱ级提升为国家Ⅰ级单纯电气化铁路。

　　说黔桂铁路扩能改造和密切珠三角有关系是因为新建柳州过梧州至肇庆铁路一直存在于《中长期铁路网规划图》[包括（2008年调整版）]上。黔桂加上新建的柳肇实际上就是贵阳到广州的铁路新通道。

　　考虑和珠三角密切关系的另一次决策是修建贵珠铁路。2004年8月31日，铁道部领导到贵州跟当时贵州省委、省政府主要领导就加快贵州铁道建设的有关问题进行座谈。

　　2005年3月4日，贵州省政府主要领导在北京与铁道部主要领导及有关司局长再次进行座谈，并签署关于加快贵州铁路建设和运输发展有关问题协议（协议签署日期是4月3日），协议明确：贵（阳）珠（海）铁路由铁道部控股51%，贵州引进其他投资者并商有关省区参股合资模式建设，铁道部支持和指导贵州等省区抓紧开展项目前期工作，争取“十一五”开工建设。

　　贵珠铁路没有什么实质性进展，现在可查的是2006年6月8日《贵州日报》的一则报道：在6月6日“珠洽会”举行的基础设施项目和制造业推进会上，贵州精心挑选的项目之一—贵阳至珠海铁路吸引了众多与会者的“眼球”。

　　该报道称，贵阳至珠海铁路是跨境大型基础设施建设项目，对构建泛珠三角综合交通运输体系具有重要作用。这段铁路将途经贵州、广西和广东三省区，全长990多公里，其中贵州境内255公里。

　　目前，贵珠铁路建设已经列入铁道部“十一五”规划，预计2010年建成，项目总投资282亿元。该铁路的修建将开辟出海新通道，是西南通往广州、深圳和珠海的捷径。

　　比较一下后来建设的贵广铁路有关参数，全长857公里，贵州段301公里，总投资975.54亿元。可以看出，原先谋划的贵珠铁路和后来的贵广铁路在线路走向、建设标准完全不是一回事。

　　贵广铁路是采用贵阳和广州两点拉直线的线位进入预可研究的。广州是珠三角的中心城市，连接广州就是连接珠江三角洲。珠江三角洲的一些城市，包括深圳、香港、澳门、东莞、佛山、珠海等城市，当时任何一个都比北海有更强的经济辐射能力。

　　如果把香港、澳门算进珠三角，整个珠三角的经济总量不会低于长三角。建设贵广铁路，提高贵州的空间－距离－可达性的水平，不仅对加快贵州经济社会发展具有重大战略意义，而且是构筑西南至华南便捷大能力运输新通道，优化和完善西部路网布局，提升西南地区对外通道运输能力的需要，是促进相关区域资源合理开发，带动旅游业进一步发展，繁荣少数民族地区经济的需要。

　　三、不要忘记一批

关键人物在关键时刻的贡献

　　贵广铁路具有投资大、工程大、标准高、施工难度大的特点。项目总投资918.19亿元，涉及贵州、广西、广东三省区，正线长度857公里，速度目标值250公里/小时并预留提速空间，无砟轨道（枢纽地段除外），正线线间距4.8米，桥梁结构类型为箱梁，隧道净空面积92平方米，桥隧比达到83%。

　　从2006年9月启动规划到2014年12月正式开通，经历了一个从无到有、从有到快、从快到好的艰辛历程。关键是有一批关键人物在关键时刻给予我们关键的帮助。

　　补充列入“十一五”规划。2006年6月在北京，中央找我谈话要我到贵州工作，回住处后即从西单购书中心买了一张中国地图，想从中寻找贵州的出路，思索的结果便是直线打通贵阳到广州的大通道。

　　2006年7月18日我从省委到省政府上班，7月20日，在省政府全体成员会议上提出要建设贵广铁路和贵广高速公路（媒体称为“两高”）的建议。启动实施之后怕人家说我们搞“重复建设”,把贵广高速公路称作“厦蓉高速公路贵州段”（其实已改变了原“厦蓉”规划时在贵州境内的走向），在地图上看两条线路几乎是重叠的。

　　原来没有这个通道现在一下子又修高速公路又修高铁，肯定会引起非议，为了避人耳目，只好把贵广高速公司搭上国家高速公路网已有的厦蓉高速公司名字上，使两项工程可以同时进行建设。

　　8月18日，贵州省政府向国务院上报《关于加快建设贵阳至广州快速铁路有关问题的请示》（黔府呈〔2006〕26号），准备好各种汇报材料和文件之后，我们一班人（包括包克辛、孙国强、郝嘉伍、张克湘、唐德智、林积、刘远坤、吴勇、李刚等）于2006年8月23日至25日和9月19日至20日在北京就“两高”的建设开展各项工作。

　　高速公路还好说一点，因为它只是调整线路走向和争取早日开工。铁路就难度很大，因为首先要进“十一五”规划，而这时国家“十一五”规划已执行了8个多月。

　　时任铁道部领导和卢春房副部长、吴强总调度长、黄民总经济师兼发展计划司司长、王志国办公厅主任听取了我们的汇报，铁道部领导用很肯定的态度表示铁道部支持修这条铁路，但关键是要国家发改委批准立项。

　　铁道部领导简略介绍了铁路建设审批程序各个环节的难点之后，告诉我们第一关要过的是时任国家发改委基础产业司司长王庆云。铁道部的会议还未结束，林积同志已约好了王庆云司长，说下午贵州的同志要找他。

　　王庆云司长很关心和支持贵州的工作，明白了贵州的意图和思考了贵广铁路对贵州经济社会发展的意义之后，明知有很多难处还是表示想法补充列入“十一五”规划。

　　时任国家发改委副主任张茅及有关司局领导听取了贵州省政府的汇报。一方面是张茅主任等领导对贵州的关心和支持，另一方面是贵州省政府准备的材料（包括贵广走向地图）比较明朗，投资司长一直在低头研究我们的汇报材料，轮到他发言时很简单说了一句话：看来解决贵州的问题只能修这条铁路。会上没有明显反对的声音，但如何操作一时也没有明确的答复。

　　这次在北京的时间比较充分，就是考虑应有足够时间跟有关部门汇报和沟通。希望交通部要解决的问题除了贵广高速公司之外还有增加对贵州公路建设资金的投入，由于李盛霖部长及几位副部长的关心支持，基本目的还是达到了。

　　国土资源部很热情，时任部长孙文盛答应“两高”用地指标列入计划。时任国土资源部副部长鹿心社、王世元，副主任马毅，司长潘明才，副司长董祚继、柳源听取了我们的汇报。国土资源部在两项目未予立项之前就出函明确支持两项目的用地指标。

　　正是准备了比较充裕的时间，我们有机会可以到有关部门向有关领导作一次当面的汇报。时任国家发改委马凯主任、陈德铭副主任、张国宝副主任等各位领导听完汇报之后都表示支持。

　　特别值得一提的是贵广铁路建设一开始就得到国家领导人的支持。省政府报送给有关国家领导人的材料他们都批转给发改委和铁道部。在19日至25日之间，承蒙领导的关心，我有机会单独向温家宝和曾培炎副总理作了一次详细汇报。

　　温家宝听了近一个钟头的汇报并询问了一些有关情况，表示会关心和支持这条铁路的建设。在这之前，2006年7月份，在贵州考察、休息的朱镕基同志听了贵州省领导人关于修建贵广铁路的汇报后表示，要支持和快速行动把贵广铁路修起来。

　　2007年1月底，当时的中央政治局常委、国家副主席曾庆红同志到贵州视察指导工作时，听到了有关贵广铁路的信息，虽然正式报告还没有，但曾庆红同志强调要“加快论证和启动贵州至广州快速铁路和高速公路两大通道建设。”可见中央领导敏锐的眼光，也充分体现贵广铁路一开始就得到高层领导的重视和支持。

　　申请立项。申请立项的前提是编制工程预可研究报告和项目建议书。国务院收到省政府的请示后，立即将文件转请有关部委研究办理。9月14日，国家发改委办公厅向省政府办公厅发来《国家发展改革委办公厅关于新建贵阳至广州铁路有关问题的复函》（发改办交〔2006〕2067号文），同意将贵广铁路列入国家铁路“十一五”规划，并在《中长期铁路网》调整时一并纳入。

　　与贵广铁路补充列入“十一五”规划的同时，铁道部即安排铁二院、铁四院开展工程预可研方案研究。2006年9月18日，铁道部发展计划司给中国铁路建设投资公司下达了贵广铁路预可研方案竞选工作的通知。

　　2006年12月中旬，铁道部发展计划司在北京广州大厦召开项目设计方案的竞选及工程预可研究报告的预审会议，铁二院设计方案中标。年底，铁二院（时任总经理朱颖、总工程师许佑顶）就完成了工程预可研究报告修编和项目建设书编制。

　　按照当时规定，修建贵广铁路需铁道部和贵州、广西、广东三省区盖章同意后，国家发改委才会受理。2006年9月16日，贵州省政府给时任广东省领导张德江、黄华华、钟阳胜写信报告规划建设贵广铁路一事。

　　9月21日张德江同志在信件上批示：“建设贵阳至广州铁路对贵州省和我省都有利，我省应积极支持。请华华、阳胜同志批转省发改委研究。”广东方面有张德江同志支持，没有遇到什么困难。广西的主要领导对修贵广铁路的态度也是积极的。

　　贵广前期工作每一步我们都同步地和铁道部、发改委沟通，北京方面各项工作进展顺利。

　　据说南广就碰到问题，国家发改委认定南广是“城际”铁路，不可能在“十一五”期间建设，不可能给他们立项。在协调国家有关部委、各相关省（区）和咨询机构工作方面，贵州的同志坚持一个环节一个环节地“跑”，一个程序一个程序地“盯”。不让每一个程序和每一份文件在流传和处理过程中被耽误，不让每一环节的工作被延误。

　　立项前后包括后面整个工程的设计工作，参与这项工作的贵州的同志基本一天都没有放过，该由贵州提供的工作都是做在有关单位之前，省发改委与有关委办局和地州，主动加强与设计单位和贵广铁路公司筹备组的工作衔接与沟通，不让他们遇到问题再找贵州解决而是对他们工作中可能遇到的困难和问题提前制定解决预案。

　　尤其是对设计工作可能遇到资料收集、过境风景名胜区，与公路、电力通讯设施、有关建筑物相互交叉干扰等问题和所需要的一切帮助都提前制定了工作方案，保障了项目超常规推进。

　　2007年3月，贵广铁路项目建议书由铁道部和贵州、广西、广东三省区政府都盖了章上报国家发改委。国家发改委立即安排国际咨询公司项目评估。专家组组长是曹菁同志，成员有薛新功、王家骧、梁羽腾、沈建明、诸家哲、钟绍林同志。除专家组成员外，铁道部、国家发改委、中咨公司、广东和广西的发改委、设计单位都有同志参加。

　　据说以前极少有这么多国家和省的单位一同参与的，这是极为重视的表现。时任的领导同志包括：国家发改委铁道处处长周小棋，铁道部发展计划司副司长严贺祥、干部董志强，中咨公司交通业务部副部长朱军、铁道处副处长赵东，成都铁路局副局长张国力、柳州铁路局副总工程师谷叶民，广东省发改委交通处长张祖林，广西发改委交通处长周一农，中铁二院总经理朱颖，铁四院副总工程师王海潮。

　　咨询公司专家组到贵州时省政府十分重视，三位省领导，我、包克辛、孙国强共同接待他们，双方进行了很有实质性的交流。专家组长曹菁同志当晚就跟我们讲了他对贵广铁路的看法：

　　1.为什么我们搞铁路搞了几十年都没有想到贵阳到广州拉直线修一条铁路；

　　2.现在提出来正是时候，如果以前提出来恐怕工程问题无法解决（当时的方案是客货共线，受纵坡的限制，最长隧道二十多公里）；

　　3.线位资源不可多得，不要浪费这个资源，要修就标准高一点。

　　2007年5月16日，国家发改委主任会议批准贵广铁路项目建议书，随后以发改交运〔2007〕1023号文件批复立项。

　　工程可行性研究和审批。立项以后，我们立即着手进行工程可行性研究。2007年8月29日，铁二院编制完成工程可行性研究报告。

　　很快，铁道部鉴定中心即组织专家和沿线地方领导对工程可行性研究报告进行初审，广西和广东在贵阳和广州两点拉直的方案基础上，分别提出经过广西三江和广东肇庆、佛山的修改意见。

　　偏离直线方案去经过一些城市，从大区域长远看，都不是好方案。广西方面我自认为没办法，广东方面是否还可以做点工作，让线路从广宁还是怀集直接到花都（广州北站），因为一进肇庆、佛山车速就只能跑160公里，但没有什么结果。我们也拖不起，只能按照他们两省区的意见办。

　　10月12日，铁道部率先在工程可行性报告上签出（盖章）并分传贵州、广东、广西三省区签字。

　　2008年3月15日，中国国际咨询公司（以下简称中咨公司）组织专家现场考察，3月18日至19日在广州对工程可行性研究报告进行了评估，《咨询评估报告》（咨交〔2008〕670号）对“路段旅客列车设计行车速度”部分写着：

　　《可研报告》未按《预可研评估报告》的建议补充研究路段旅客列车设计行车速度160公里/小时方案，仅对200公里/小时、200公里/小时预留250公里/小时、250公里/小时三个方案进行比选，推荐200公里/小时预留250公里/小时条件方案。

　　参照《新建时速200-250公里客运专线铁路设计暂行规定》，龙里至新佛山段实际采用了250公里/小时，高于《可研上报函》推荐的200公里/小时。根据我公司意见，设计单位随后提供“补充材料”，对160公里/小时方案进行了补充比选，认为160公里/小时方案不能满足从贵阳至广州5.0小时以内的旅行时间目标值，而且线路横穿山脉河流、基本上桥隧相连，小半径曲线节省工程投资有限，因此对该方案予以放弃。评估认为基本合理。

　　鉴于250公里/小时高速客车与重载货物列车共线运行尚存在诸多工程技术和运输组织问题有待研究解决，从本线的功能定位、在全国快速铁路网中的重要位置、与邻线旅客列车设计行车速度的匹配、提高投资效益、满足本线旅行时间目标值规划、逐步合理控制沉降、逐步完善运营管理等方面综合分析，

　　评估认为《可研上报函》推荐的路段旅客列车设计行车速度200公里/小时方案基本可行；在满足本线旅行时间目标值规划的前提下，可根据沿线不同的工程地质条件分段选择不同的旅客列车设计行车速度，不必全线强求一致。

　　在桥涵的梁型选择上，《咨询评估报告》是这样的结论：《可研报告》对T梁与箱梁进行了比较，其中部分造价指标及架设工期等，尚存疑义，难作定论。评估建议按铁路现行行业规范，根据路段旅客列车设计行车速度选定梁型，即：

　　200公里/小时及以下采用T梁，250公里/小时及以上采用箱梁。由于路段旅客列车设计行车速度调整为《可研上报函》的200公里/小时，故本线桥梁中的标准跨度预应力混凝土简支梁应采用T梁。2008年8月21日，国家发改委主任会议批准了工程可行性研究报告，并随后以发改基字〔2008〕2526号文件批复。

　　按200公里/小时作为客运速度目标值上报，我心里不满意但没办法，主要就是为了迅速动工。当时全国的形势、舆论、理论可行性不准许贵州修速度目标值300公里/小时以上的高铁。速度目标值分别为250公里/小时和120公里/小时的客货共线（以下简称250公里/小时客货共线）是当时可行的“极限”提法。

　　很关键的问题是250公里/小时客货共线的运行没有把握。只能按速度目标值200公里/小时、预留250公里/小时的客货共线方案上报，这样可以减少扯皮，最省论证、审批时间。

　　中长期线网规划。作为一条800多公里的全国路网和区域主干线，贵广铁路从无到有，从提出到补编列入“十一五”规划，从具体方案提出到预可行性报告、咨询评估到立项，仅用了10个月时间，这在世界上是绝无仅有的，这其中，除了中央的关心支持，部委有关同志的帮助，还离不开刘远坤、陈熵他们干具体工作的同志，他们努力的结果就成为贵州在部委里面的信用。

　　在贵广铁路立项后，我们与国家发改委、铁道部等部委及有关司局领导建立了在贵州建设铁路项目彼此互信的合作关系，后来很多铁路规划建设都比较顺利，刘远坤等同志执着、热情、锲而不舍的工作精神也感动了国家机关的有关同志，国家各部委都对贵广铁路给予了最大的方便和支持，国家部委间和部委内的各个流程和环节基本都实现了零距离和短距离的衔接，大大缩短了前期工作的时间，实现了时间的叠加效应。再加上国家发改委、铁道部负责具体工作的王庆云、黄民、郑健、杨忠明等人的关心和支持。

　　我们就抓紧时间组织开展贵阳到周边省会城市一些高铁的前期研究。继贵广铁路列入国家“十一五”规划后，2008年7月，国家发改委召开有各省区市参加的调整铁路中长期规划会议，在国家发改委和铁道部的关心下，贵阳到周边省会城市的5条高速铁路全部进入了《全国中长期铁路网规划（2008调整）》。

　　开工建设。贵广铁路涉及到三个省（区），在什么地点搞开工仪式好像会有个“面子”问题。三省（区）之间，贵州交通最落后，时任副总理张德江原打算在贵州搞开工仪式。商量时，我提出建议，为了发挥广西的积极性，不在贵州举行好，最后协商确定在广西桂林举行，为此我还打电话向张德江同志汇报。

　　2008年10月12日中央十七届三中全会闭幕后，张德江同志与我们一同乘坐包机来到桂林，并于次日在广西桂林共同出席了贵广铁路开工动员大会。开工后，我们在中央资金到位之前，就先行垫付了征地拆迁所需资金，各市州也积极行动起来，工程建设十分顺利。

　　在当时那样的情景下，能批出并且开工建设一条时速200公里客货共线的铁路实属不易。在梦想变为现实之前，所有的战术是以“快”为好。

　　开工之后战略思维层面的矛盾就发生改变。如果中国的高铁止步于时速250至300公里，从西南地区到华南走250公里还说的过去，但中国的高铁肯定有一天会跑350、400公里，甚至更快，那客货共线、线间距4.6米，有砟轨道的贵广铁路又将拉下很大的差距，重庆肯定会修一条直线到达衡阳或郴州的无砟高铁。要使贵广成为西南至华南的主要大通道，唯一办法就是提高贵广的标准。

　　2009年初，长昆、渝黔、成贵三条线启动前期工作后，2009年2月9日，省政府行文向铁道部提出了调整贵广铁路速度目标值并将货运拿下来的建议（黔府函〔2009〕16号）。收到正式文件后，铁道部开始启动做工作。

　　5月份，贵州省政府领导带着刘远坤同志一行到铁道部、发改委汇报，争取把可研中的“适当预留进一步提速条件”变为250公里/小时一步到位，无砟，把货运拉下来。

　　铁道部支持和同意把标准提为250公里/小时一次实施到位，这样，线间距、隧道断面、轨道方式都作相应调整，请贵州省政府报文给国家发改委王庆云争取支持，广西自治区工作由陆东福副部长去做。随后陆部长去广西，做通了广西的工作。

　　之后，铁道部正式给国家发改委发函：要求“适当预留发展条件”改为300公里/小时，线间距4.8米，全无砟轨道，货车下线，改为客运专线。因为原来就有预留进一步提速条件，铁道部有了明确的“要求适当预留发展条件改为300公里/小时”态度之后，我们想充分利用这个“弹性”，希望铁二院一次过出250公里/小时、无砟轨道的施工图。

　　铁二院不同意，理由是没有收到任何修改设计标准的文件。实事求是地说，要出250公里/小时的施工图他们也还需补充一些调整部分线路的勘探等前期工作，没有收到正式文件之前他们的工作确实有难处。

　　国家发改委的程序非常复杂，不是一下可以下来的，为了不影响施工，我们只能把工作又转向铁道部，我们希望铁道部的有关司局能给铁二院一纸信函，让铁二院作为依据给出250公里/小时的施工图。有关司局知道部里已给国家发改委发了函，在国家发改委回复之前谁也不想担这个风险，连一个纸条也不愿给。铁二院在接到批复文件之前始终没有正式出过250公里/小时的图纸。

　　这一段时期是贵广铁路施工最困难最复杂的时期，除了施工组织要求留下一次过实施250公里/小时之外，将来一次过按250公里/小时实施之后有些工程会报废的要停工，停工的施工人员如何安置……一系列问题都有着巨大的风险和压力。贵广铁路项目指挥长张建波同志以高超的组织能力和超人的毅力带领着几万施工人员渡过了这半年的难关。

　　2009年9月下旬，通过刘远坤、陈熵同志持久耐心的工作，黄民同志（时任国家发改委基础产业司司长）终于同意国庆节后启动贵广铁路调整标准程序。标准按2009年5月份铁道部报国家发改委的函进行。

　　2009年10月，铁二院按基础300公里/小时编制了调整后的工可报告，总投资增加93亿元。

　　我们四处想办法促进这项工作，加上陈熵同志基本上驻在北京天天催促，2009年11月7日，中咨公司组织召开了专家会，这次会议没有通知地方参加。会上，铁路专家均表示同意贵广改客专。

　　不是专家同意改就可以出文批复改，我们国家重大工程项目报批程序是十分严格的。负责这个项目评估的中咨公司负责人，从他的话我们可以认识一下这个报批程序，他说：

　　调整不是上报文件里所说的工程措施调整，从功能定位、标准、工程投资均发生了重大变化，不属工程措施调整。工程措施调整就只能在原国家批复可研的基础上进行。要明确要求设计院对贵广定位为客专的理由，调整后对相关路网影响及双层集装箱运输的通路，对沿线广西、广东产业布局的影响等方面进一步梳理，对速度采用250公里还是300公里进行深入技术经济比选。

　　这期间，国家发改委基础司有关处室领导人也认为：“贵广提高标准没有依据，最好是改规划。”应该说，按照传统的法定概念和法定程序，在贵广已开工一年之后还想大动作提高标准是绝对不可能的。

　　为了贵州的长远利益，刘远坤、陈熵等同志没有放弃，他们利用一切可以联络的机会，向有关参与评估工作的专家汇报，充分让每位专家都明白这次调整标准的必要性和长远的重大意义。专家毕竟是专家，虽然知道通过程序的艰难，但还是看清了贵广提高标准将来在全国高铁主网中才不会出现“短板”的意义。

　　正式评估会议开始的12月24日晚，专家组长曹菁对刘远坤说：专家组内部讨论很激烈，不过请你们放心，我会按提高标准这个方向起草专家意见，但其他的问题要靠你们自己去解决。

　　2009年12月24日正式召开的评估会上，咨询公司项目评估负责人一开始就讲：本次会议任务艰巨、责任重大，各位专家要敞开讲、要分析贵广调整对路网、产业布局、社会反响、程序障碍、世行贷款、国债资金等方面的影响，若不能克服就不改。

　　国家发改委有关处室参加会议的一位副处长发言也倾向于不改。他说：快速铁路不一定非要客专，客专也不一定都搞时速350公里，铁路要回归其交通工具的基本功能，在大宗物资运输方面的优势不能丧失。要求专家从路网、客货运量、工业布局方面研究调整的必要性，标准选用应尽量避免废弃工程，满足功能的前提下不一定非用无砟轨道。

　　与会专家并没有按照召开会议主持人的指挥棒转。由曹菁同志起草的专家评估意见，除了一位专家不同意外，其他专家都同意调整贵广铁路为客运专线。因为会议之前，时任铁道部副部长陆东福已做通了广西的工作，广东方面，铁路一进入肇庆就开不快，只能采用有砟轨道，这两个省参加会议的同志都没有什么意见。

　　广西方面主要讲了沿线的一些招商引资的企业已经开工、会有一些损失。广东方面主要讲调整后如发生已征地拆迁的地方如不用，原来付出的费用该怎么办。这些意见都构成不了反对贵广铁路客货共线改客专。

　　在窦皓同志的鼎力相助下，贵广改客专的评估报告终于在2010年春节前两天（春节是2月14日）印出。贵广改客专程序又向前推进了一大步。

　　按照当时国家发改委的办文程序，基础产业司接到评估报告之后可以起草文件，基础产业司将文件初稿送给有关司局会签，各司局会签之后由分管基础产业司的委副主任签字、报委主任会议或委主任办公会议讨论后完成程序。

　　从实践经验可知，要走完这些程序的任何一个环节都很困难，虽然咨询报告已给出了肯定的结论，但要完成全部程序依然风险很大，因为谁都有否决权。

　　要减少审批程序的风险就是想方设法减少通过的环节。刘远坤、陈熵他们精心设计了一条减少环节的路径。说服了国家发改委投资司，同意不再请环保部出环评报告，再用投资司的工作模式说服基础产业司，让基础产业司送文件给分管副主任批出而不用经过主任会议。

　　在探索减少环节的过程中，刘远坤他们找到了时任发改委办公厅副主任董贺义同志,希望发改委办公厅能采纳贵州同志的建议：贵广铁路改客专，线路基本没有变，原工程没有废弃，只有在原线路上作了一些标准调整，投资超原概算10%多一点。按照基本建设程序，没有大的改变，可否由基础产业司审查之后由办公厅复函。

　　董主任随后做了一轮工作，2010年3月22日，董主任告诉刘远坤他们：贵广铁路改客专没有大的工程和技术调整，概算调整不大，不用重新环评，也不用找分管领导同志签批，由国家发改委办公厅复函即可。

　　2010年6月3日，国家发改委办公厅下发了《关于调整贵阳至广州铁路工程建设内容的批复》（发改办基础﹝2010﹞1324号），明确贵广铁路为客运专线，速度目标值250公里/小时，基础设施预留进一步提速条件（即300公里/小时）。

　　四、恢复西南铁路中心枢纽的战略战术

　　历史上因为黔桂、川黔、贵昆、湘黔四条铁路在贵阳形成十字交叉，贵阳成了我国西南地区铁路交通的中心枢纽。但是，由于这四条铁路在修建时间，受我国生产力水平特别是资金、技术、建筑材料等条件的限制，建设标准都很低，运行速度和效率不高，与贵州省乃至整个西南地区经济社会快速发展的要求越来越不相适应。

　　第一个突破这个格局的就是渝怀铁路。渝怀铁路可行性方案中讲了四条，第一条就是重庆和四川是西部的经济发达地区，而这两个地区不论从湖北往北，还是从贵阳往南，铁路的标准都很低，几万平方公里之内没有一条好路，必须想一个办法，从重庆修一条铁路到怀化。

　　2007年4月中国铁路第六次大面积提速后由成都、重庆开往华东、广东方向的12趟列车不再走川黔线，而是经由通行速度更快、线路更短的渝怀铁路，“甩开”贵州大片地区，不再经过遵义、贵阳等地。“历史曾经拥有的辉煌必须不断地继续追求和重新争取，不然将不属我们所有。”

　　（一）贵广立项、开工建设不单要好，更需要快。

　　贵广铁路在预可研究时是按250公里/小时的客运、120公里/小时的货运，客货共线开始工作的。但经过各个方面比较论证之后还是以200公里/小时作为速度目标值上报。

　　贵州向国家提出修贵广铁路时“十一五”计划已执行过了8个月，在我们国家，这么大的工程首先是要列入五年计划才有后续工作可做，按常规“十一五”计划没列入，列入“十二五”计划那是5年后的事，国家已经这样关照我们“补充”列入“十一五”计划，这就鼓舞我们一鼓作气完成所有的前期工作实现工程开工。

　　当时全国的形势、舆论、理论可行性不准许贵州修300公里/小时以上的高铁。250公里/小时客运兼120公里/小时货运是当时可行性的“极限”提法。倒不是可行性研究报告里面说的“250km/h方案工程投资最大（较200km/h，预留250km/h方案多9.3亿），虽可以进一步缩短本线旅行时间，但对客流影响不明显、经济效益差、初期工程投入得不到很好利用。”

　　很关键的问题是250公里/小时的客运和120公里/小时的货运共线的运行没有把握，当时的情况是：250公里/小时方案客货共线运营，虽在胶济线进行过类似试验，也准备在第六次大提速中部分线路少量地段将付诸实施，但当时没有相应设计规范，也无成熟的运营管理经验，新建长大干线一次实施250公里/小时客货共线运营方案的系统匹配有待进一步完善；另外，与相关路网速度目标值也不匹配，因此，只能待条件成熟后再实施250公里/小时方案。

　　（二）抢占西南铁路中心枢纽的制高点。

　　贵阳是我国传统西南地区的几何中心，广州是华南地区最大的中心城市，很多城市的铁路到华南都会把广州作为目的地，只要贵阳至广州的铁路标准够高，贵阳就会成为西南铁路中心枢纽。

　　所谓标准够高是指线路要直（两点距离最短），速度要快。线路要直贵广开工前已基本解决。速度要快，虽然预留了一个250公里/小时，但贵广的潜在威胁并没有消除，这是因为中国的高铁还会一步步提速，一旦开到350公里/小时成常态，贵广本身就不适用而更大的威胁也就产生。

　　当初川黔铁路标准低修渝怀铁路，贵广标准低了也还可以从重庆拉直线到衡阳再修一条比贵广标准更高的客运专线，贵阳丧失西南铁路中心枢纽的历史会再次重演。贵广铁路的高速度目标值成为抢占西南铁路中心枢纽的制高点。

　　为什么要把客货共线的贵广铁路变客专？不变客专贵广客货共线留下的一些不足无法解决。原来预留了250公里/小时，桥梁结构类型、隧道净空面积都留了余地，但适应速度更快的无砟轨道，正线线间距按照原来客货共线的方案无法解决，只能把货运拿下来。

　　货运从贵广拿下来之后不会影响贵州到珠三角的货物流通。黔桂铁路扩能改造工程已经完工，在此基础上有关部门已在考虑贵阳至柳州之间再修复线。过柳州之后就是一直列入国家中长期规划的柳肇铁路，黔桂－柳肇－广州这一条线和贵广组成一把弓，贵广是这把弓的弦，直一点而已，黔桂跑货运最合适不过。

　　据说最近国家发改委已批复了新建柳州至梧州铁路线，线路起自柳州经象州县、南平县至梧州南站，与南广相接，新建正线全长233公里，速度目标值160公里/小时。与2004年版中长期路网相比，实际是现在的南广铁路梧州至肇庆西和原来规划的柳肇路梧州至肇庆段共线。

　　若干年后，全国高速铁路（客运专线）将联网成为一个大系统，这个系统将改变全国原有城市的已有版图，哪个城市进入这个系统，和其他城市的联系就快捷、频繁，和整个城市大家庭一同进步就快，哪个城市没有进入这个系统，慢慢就会相对落后。城市进步快慢会和这座城市拥有高铁的数量和速度目标值呈正相关。

　　（三）贵广开工之后，当务之急是开工长（沙）昆（明）铁路。

　　等大家明白高铁的作用之后，哪座城市都会考虑尽快将自己和周边的城市连接起来。中国目前这种管理体制，只要双方情愿，事情就有办成的可能，云桂铁路就是典型的例子。

　　南昆铁路本来是跨云南、贵州、广西三省（区），云南、广西说好了，从昆明拉直，甩开贵州接南宁，根本不用和贵州商量就开工了。在这样的体制下，贵阳先和周边什么城市相连就大有学问，关系到区域的线网布局。

　　2004年的《中长期路网规划》中的客运专线的“四横”有一“横”是杭州到长沙，既然广州已经有高铁到贵阳，并且今后随着兰渝铁路、成渝快速通道的建设及川黔铁路的改造，西部地区将形成西北起于兰州、东南止于广州的快速大能力铁路通道，考虑成“网”，把杭长客专延伸到贵阳是合情合理的。

　　贵州人并没有单方面找湖南人一起修长贵客专而是把准备好的材料送给云南人，希望一起来修长昆。尽管一开始云南人没有多大的兴趣，他们认为他们到珠三角应该是走新建的云桂铁路，到长三角、北上北京应该是再建渝昆铁路或者是成昆铁路，不管怎样说重庆、成都比贵阳风光得多，走贵阳没有什么吸引力。

　　虽没多大的兴趣但也没有什么阻力，贵州人的努力变成了国家层面的“概念”。2008年7月1日至2日，国家发改委召开有各省区市有关同志参加的调整国家铁路中长期规划会议，长（沙）昆（明）客专纳入2008年版国家中长期线网规划。

　　长昆前期工作的难题是如何使沪昆全线都按350公里/小时速度目标值建设，以免将来形成全国主要高铁网（“四纵四横”）的“短板”。中国国际工程咨询公司文件（咨交通〔2009〕692号，胡希捷签发）《关于新建沪昆铁路客运专线长沙至昆明段项目（建议书）的咨询评估报告》，“关于速度目标值”的评估结论是这样的：

　　《预可研报告》考虑了本线与其它交通方式之间的合理定位分析，结合本线客运以长途路线客流为主的特点，对250、300、350公里/小时三个速度目标值方案进行了研究比选，与350公里/小时方案相比，250、300公里/小时方案的静态投资分别减少4.2%、1.1%,故推荐350公里/小时方案。

　　评估认为：

　　1.长昆客专虽与杭长客专同构成《中长期铁路网规划（2008年调整）》“四纵四横”“客运专线中“杭州—南昌—长沙—贵州—昆明客运专线“，在路网中占有重要地位，但考虑动车组在350公里/小时运行时能耗及污染指标大大增高且舒适度大大降低，在国际上并未得到广泛的认可，我国仅有少数在建客专采用350公里/小时速度标准建设，国内目前尚无350公里/小时长大铁路干线运营、管理的实践，同步大规模建设高标准客运专线有一定风险。

　　2.考虑与杭长客专相比，长昆客专客流量相对较小，特别是贵昆段客流密度近、远期分别仅为1820万、2300万人，杭长、长贵、贵昆段远期客流密度比值约为3：2：1，本线按开通运营200公里/小时标准进行建设，可在一定程度上规避本线的技术、建设和运营风险，且站后设备的国产化率可大幅度提高，从而节省投资，提高效益；待客运专线网络化运输组织模式基本确立后，根据需要还可以进一步研究提速的时机。

　　因此，本着慎重和实事求是的原则，评估认为，本线速度目标值宜采取初期开通按200公里/小时标准建设、有关基础设施标准适当预留的方案，建议在可研阶段进一步论证确定。

　　为什么贵广之后不是迅速连通重庆或者成都尽快形成南北大通道，而是先考虑构筑东西走向的大动脉？这是充分发挥重庆、成都的积极性。处于贵州以北的这两个号称西南最大的大城市，或许他们不想到贵阳但他们肯定想到广州，一旦贵广、长昆两条铁路在贵阳交汇，贵阳在西南铁路网中的位置已无可代替，并且贵阳已有一条又直又快的客专到广州，和贵阳经度大抵相似处于贵阳以北的城市要到广州只能和贵阳相连。

　　处于贵阳以北的西南最大的两座大城市，在贵广、长昆贵阳相汇之后如果他们不想和贵阳连接，人们会怀疑他们是西南的城市还是西北的城市。正是如此，贵州人并不在乎渝黔、成贵什么时候动工，而长昆客专于2010年3月26日开工。

　　（四）放弃水城，从贵阳到昆明拉直建设长昆客专贵昆段。

　　贵广、长昆客专在贵阳交汇不单构造了贵阳作为西南铁路中心枢纽的基础格局，而且也造就了一条广州到东南亚的大通道。要使这条大通道将来真的切实可行，长昆客专建设必须放弃水城，从贵阳到昆明拉直建设。

　　历史上东盟各国和中国的很多重要活动不是在昆明就是在广州。东盟十国，五国称“陆地国家”，五国称“海岛国家”。陆地国家主要是通过云南和中国接壤，海岛国家与中国交往主要通过海运和空运，主要进出口在广州，东盟地区与广州、昆明的交往格局不会改变。

　　云南省提出构建第三亚欧大陆桥，基本走向是以深圳港为代表的珠三角港口群，以昆明为枢纽，通过铁路、高速公路联系桂粤，向西至大理、瑞丽（或保山猴桥）经过缅甸、孟加拉国、印度、巴基斯坦、伊朗，从土耳其进入欧洲，最终抵达荷兰鹿特丹港，全线贯穿亚欧17个国家，全长15000公里。显然，当初云南、广西两省（区）新建云桂铁路时，必定认为云桂铁路和南（宁）广（州）铁路是这个计划中联系桂粤的理想通道。

　　新建云桂铁路正线建设长度785.045公里，速度目标值200公里/小时，昆明至南宁旅行时间目标值5小时。南广铁路577公里，速度目标值200公里/小时，南宁到广州旅行时间目标值3小时。简单叠加累计，从广州走南宁到昆明完全走新建铁路全程1362公里，旅行时间目标值8小时。

　　原有的贵昆铁路从贵阳出发，到安顺之后不是往西而是往西北在贵州境内绕了一个大弯过水城后再往西南到盘县以后再往西，经曲靖到昆明，全程439公里。

　　贵广铁路开通后，从广州走贵广铁路后再走贵昆老线到昆明，全程应该是1496公里，比广州－南宁－昆明新线多134公里。其实，在1:5500000地图上度量测算，广州经贵阳至昆明距离比广州经南宁至昆明距离多74公里。

　　由于云桂不是直线加上南广中间打了折，而贵阳到昆明的新线可以拉直线，这就为广州经贵阳到昆明有可能比走南广加云桂有更短路径创造条件。贵昆选线结果是贵州人放弃了水城，从贵阳拉直线到昆明。这就使广州经南宁至昆明和广州经贵阳至昆明两条通道实际线路长短和地图的点距产生了相反的结论。

　　贵昆正线长462公里，贵广加贵昆总长1319公里，比南广加云桂少77公里。77公里是个简单的叠加，真正运行不过枢纽要走联络线。真正的旅程见中铁二院工程集团有限责任公司《新建铁路沪昆客运专线长沙至昆明段初步设计说明书》，设计动车交路图，昆明经贵阳到广州1331公里，昆明经南宁到广州1346公里。广州至昆明经贵阳比经南宁少了15公里的代价是贵州放弃了贵昆高铁经水城。

　　或许这一点点路程还不能说明问题，更大的差距将体现在线路的速度目标值上，贵昆350公里/小时，贵广250公里/小时；云桂、南广均为200公里/小时。这些参数有可能使广州经南宁到昆明比广州经贵阳到昆明的旅行时间多出接近2小时。

　　可以预计，广州直接到昆明的旅客将大概率地出现在广州经贵阳的高铁上，这条路线将形成广州至昆明新的区位线。

　　（五）放弃铜仁和修建铜玉城际铁路。

　　长昆客专选线，放弃水城是贵州主动行为，放弃铜仁是被动行为。作为一条速度目标值350公里/小时的客运专线和贵广铁路一样越拉成直线对贵州越有利，和整个长三角来往会越快捷，所以，贵州的主意是长沙到贵阳拉直线。

　　但从铁道部和湖南省角度看，线路肯定要过怀化，怀化事实上已是一个枢纽，这也是可以理解的。过了怀化是沿着老沪昆线从凯里进贵阳还是经过铜仁离开沪昆线到贵阳，或者是过完铜仁再往南沿着沪昆线进贵阳就有三种方案。

　　上述三种方案中，第一、第二种方案线路都比较直，符合高速大干线的原则，第三种方案在贵州境内就会有较大的转折。当时我们得知湖南的选线也有从长沙出线后达娄底还是过邵阳之争，也有人坚持要过娄底也要过邵阳。

　　贵州最后是以此为条件，如果湖南省的选线是又过娄底又过邵阳，那贵州方案就是又过铜仁又过凯里。最后定线还是尽量取直，湖南是从长沙出线后在娄底以南、邵阳以北取线到怀化，进入贵州后从玉屏经凯里进贵阳。

　　因为长昆客专选线没有经过地级市铜仁，贵州有理由争取铁道部允许修建铜仁接长昆客专的城际铁路。铜玉城际铁路就是这样得来的。铜玉城际铁路第一步解决铜仁市区旅客可以快速大运量进入长昆客专；第二步，铜仁、玉屏两头分头都可以往北和往南延长城际铁路里程，可以构造一条很好的旅游铁路。铜玉城际铁路于2013年12月动工。

　　（六）毫不犹豫承纳贵广铁路贵州段投资49%的资本金。

　　贵州出资贵广铁路贵州段投资资本金的49%，很多人不敢相信，一是国家不会这样要求，二是贵州人不会这样蠢，三是贵州哪有这么多钱。

　　已经列入“十一五”规划的各省铁路都在争相上马，多个部门指责铁道部投资过大，但还是满足不了各个省的要求，贵广铁路原来连“十一五”计划都未列入，补充列入计划之后照排应该在最后，要挤进前面铁道部有难处。

　　铁道部领导找到贵州省政府领导，要和各省有个交代最好贵州能出资贵州段投资资本金的一半。贵州省领导一点也没有讨价还价，一口应承。

　　贵州段按照当时预可投资估算应为233.8463亿元，资本金占总投资一半为116.9232亿元，贵州占49%应为57.2923亿元。贵州能拿出57亿元修铁路在2006年冬，很少有人会相信，因为2005年贵州全省一年的财政支出才520.73亿元，省本级162.6636亿元。要拿省本级一年财政总支出的1/3去投资一条铁路，谈何容易。

　　有人开始认为贵州的领导蠢，这么穷的地方应该依赖中央；也有人在估计，贵州只是开了个空头支票，开工后无钱还是赖中央出钱。

　　贵州省委、省政府讲诚信，既然承诺了一分钱也没有少。省委、省政府作了决定：从2008年开始，省财政安排4亿元投资铁路，每年在4亿元基础上和财政收入增长同步增加，也就是说，贵州投资铁路的资金已长期列入财政预算。既然列入财政预算，当某一段时间投资强度过大时，铁路投资公司就可以向金融机构融资，这就保证了贵州投资铁路的资金源源不断。

　　贵广铁路需要贵州的出资贵州省政府并没有食言，甚至在中央资金对贵广投资尚未到位时，为了抢时间征地拆迁，贵州省财政先把钱垫出去，也就是说，贵州省的投资比中央资金还早到位。

　　贵广铁路之后，所有在贵州经过的高铁，贵州的投资就是征地拆迁所发生的费用。“十一五”期末的2010年，贵州省一般预算支出1643.2亿元，比起“十五”末的2005年净增1122.47亿元。对比这个数字，57亿元应该是个零头数。

　　五、积极应对贵州高铁时代

　　（一）要为高铁网覆盖的城市、城镇发展在规划上留更多的余地。

　　缩小发达地区和不发达地区的差距具体是缩小物质流、能量流、信息流、资金流、人口流各种差距。其中，人口流是最重要的因素，一个没人到或少人到的地方，再多资源也发展不起来。高铁网对贵州的城市、城市群的发展将起到举足轻重的作用。

　　《中华人民共和国国民经济和社会发展第十二个五年规划纲要》“国家快速铁路网”中，广州－贵阳－重庆－成都－兰州－乌鲁木齐，上海－南昌－长沙－贵阳－昆明两大客运大通道，使珠三角和长三角两大城市群和贵阳联结起来，将极大地促进以贵阳为中心的黔中城市群和被高铁网覆盖的城市、城镇的高速发展。

　　长期发展小城镇的思维使贵州在城市布局和城市规模上打不开局面。新的一轮城市（城镇）规划，要从较广阔的空间确定城市（城镇）长期发展的基本架构，保证城市有较广阔的空间发展。

　　核心要把握好三条：一是紧紧抓住城市综合交通、土地利用、生态环境三个关键环节高质量编制城市规划；二是坚持以城市骨架路网规划建设引领城市发展；三是按照“拉开建设、优化布局、新区先行、带动老区”的思路和时序组织建设。

　　路经各市州的高速铁路和通往各个县城的高速公路构成了纵横交错的交通网络，以贵阳为中心的各条大通道为布局全省城市群奠定了坚实的基础。

　　贵州全省城市群长远布局应该是地级市州首府所在地按100万人口以上的城市进行规划，选择一批土地利用条件好、供给水源有保证、处于交通节点上的县城和县级市规划发展为中等城市，处于交通节点上的中心镇规划为小城市，这大体就符合统筹城乡发展和城乡一体化的新型城市群“始终把农村作为区域的基底平面”，把城市融入到区域的整个体系之中。

　　对于有高铁站经过的城区，要启动以高铁站作为近期新区中心的新城区规划建设。高铁对城际之间人的出行是一次革命性的变革，高铁只运人不运货，高铁开通后会为城市带来大量的客流和引发高铁站周边服务业，高铁站所在的片区肯定是这座城市新的商业中心。需要扩容建设新区的城市最好结合高铁站建设并把高铁建设作为近期建设的新区中心尽快启动，高铁一开通，这一区域对城市发展的促进作用会立即呈现。

　　（二）构筑国家精品旅游区和参与建设珠江－东盟旅游大通道。

　　交通运输技术每一次新的突破都会将旅游业的发展推向新阶段。挪威的一项研究（Hoyer,2000）表明，在个人所有移动中，与旅游相关的移动占到50%以上。

　　南贵昆地区具有发展旅游业的独特优势，拥有多处国家级风景名胜区和自然保护区，人文景观多彩而独特，自然气候宜人，是旅游、避暑过冬的好去处。

　　贵广铁路连接贵阳、桂林和珠三角地区，是一条旅游热线。成都、重庆和贵阳之间大能力快速通道形成将极大地激发华南、西南地区人们的潜在旅游需求。沪昆高铁横贯东西，连接了东部、中部的整个高铁网。可以预计，进入高铁时代的贵州也将进入旅游业大发展的新时代。

　　旅游活动的最主要表现形式就是旅游者在物理空间上的移动，由此产生了一系列空间现象和空间组织。构筑国家精品旅游区除了旅游景区的建设和管理之外，很关键是各旅游区联结形成的旅游带要结合城市化战略搞好布局。

　　第一，在每一条主要旅游带上应该有其相应的大中城市，使这些城市在整个旅游带中形成中心旅游目的地；

　　第二，注意沿线城市规划特色，旅游城镇要以鲜明的文化特色来吸引四方游客，要把沿线城市悠远凝重的历史文化和绚丽多姿的民族文化元素融入到城镇规划中去，使旅游城镇成为云贵文化特色的精华和缩影；

　　第三，坚持沿线大中城市基础设施和城市联结通道设施的现代化标准；

　　第四，完善旅游城市（城镇）的服务设施，让旅客享受卫生舒适的住宿、特色可口的餐饮、安全便捷的交通、丰富多彩的娱乐。

　　要使旅游流实现高效流动，交通是关键因素。它不仅为游客提供客源地和旅游吸引物之间移动的通道，其本身就是旅游吸引物大系统中的一个组成部分，旅客从享受交通工具和环境开始进入目的地。显然，贵广、贵昆高铁将以快速、舒适、大运量的特性搭起珠江三角洲和东盟旅游大通道的主骨架。

　　东南亚区域内名胜古迹众多，拥有一批世界闻名的旅游胜地，富有地方特色的文化风情和旖旎的自然风光水乳交融，这种舒适优雅的环境对大量的中国游客肯定是另有一番愉快的体验。

　　在泛亚区域铁路网没有建成之前，从昆明走出去可先考虑利用中老泰三国规划建设的昆明－曼谷公路，也即坐高铁畅游西南坐汽车直达曼谷。昆曼公路全长1855公里，云南境内708公里，老挝境内297公里，泰国境内805公里，加上广州至昆明1286公里，将形成广州至曼谷3141公里，一条不输于欧洲任何一条精品旅游线路的世界级观光旅游线路。

　　（三）产业发展必须坚持生态文明的原则。

　　第一，产业布局要充分考虑生态环境问题，要从环境容量出发考虑各个项目的可行性。

　　第二，在推进工业化、城市化进程中，要高度重视抓好环境污染的防治。新建城区、工业项目、房地产开发项目必须进行环境影响评价，必须实施项目与环保设施建设“三同时”。地方政府要千方百计挤出资金保证城镇垃圾处理和污水处理设施的投入，提高城镇废物和废水的处理能力。

　　第三，要改变农民群众的生活方式，加快农村道路、供水、供电、沼气等基础设施建设，保留农村原有的自然和绿色特点，消除环境污染，提高乡村生活质量。改变农业生产方式，优化农业产业结构，大力发展生态农业、观光农业、有机农业、绿色农业，最大限度降低农业面源污染和对自然生态造成的破坏。

　　新型工业化要求资源综合利用、减少污染物排放，强调循环经济，强调人力资源充分利用，这就要求城市工业企业最好全进园区。不单是新办工业园区，原有分散在农村各个角落的工业也应该集中到城市（城镇）工业园区。

　　后发地区突增大量的人流，还有助于这些地区按照新型工业化的路径来发展地方的产业。

　　其一是可以在较高的起点上进一步推进信息化和工业化融合。

　　其二是有利于大力发展服务业。服务业将是贵州城市就业主要业态。贵州城市生产性服务业和消费性服务业各领域发展潜力巨大，不单包括这几年一直在快速增长的交通通讯、包装物流、文化影视、餐饮娱乐行业，也包括随着国民收入提高以后快速增长的金融、保险、医疗、教育等高级形态的服务业。

　　（四）用好“后发优势”，迅速提高全省社会事业发展水平。

　　“后发优势”原本是应用于经济发展领域，认为经济后进地区可以学习借鉴先进地区技术经验，通过政府强有力组织实现一种压缩了的工业化过程。后进地区利用“后发优势”的可能性在于：（1）制度安排替代性普遍存在；（2）技术转移普遍性存在；（3）由于相对落后为后进地区的人们提供了实现赶超的动力和压力。

　　看看贵州近年来全省经济社会发展，大家会看到这种“后发优势”的存在。高铁来了大量的人流，特别是和发达地区的时空缩短之后，社会事业发展的“后发优势”可能比经济建设更加明显。

　　珠三角、长三角地区夏季炎热，有条件的家庭或许在贵阳等地买房，他们要生活，市场需求会带动一批和他们在发达地区一样的社会事业跟着发展。有人可能会来投资学校、医院，因为来往方便，发达地区的老师、医生可以在贵州的学校、医院兼职。更根本的是本地居民生活水平提高之后对当地社会事业高水平的需求将迅速提高全省社会事业的发展水平。

　　教育、医疗、科技、文化产业和文化事业的发展需要一是市场，二是资金，三是人才，在贵州相对封闭的情况下，这三者都是贵州所缺乏的。这就造成了贵州历史上的相对落后。高铁时代大量人流将打破贵州的封闭状态，全省社会事业发展水平将会有一个飞跃。

　　六、是否还可以探讨的几个问题

　　（一）当年已初步形成共识，但未形成文件的几条铁路。

　　1.贵阳－德江－（重庆）黔江－（湖北）恩施－十堰。也所谓贵阳至郑州铁路。因国家已批准郑（州）万（州）高铁动工，原来打算的线路恩施－十堰已不存在，可从恩施接郑万铁路湖北的巴东站。

　　2.水城－攀枝花。意图是构建广州到西藏铁路。攀枝花－丽江－香格里拉－（西藏）波密已列入中长期铁路网规划，贵阳至水城铁路已开工，原来中长期规划从东面联结攀枝花是从昭通出线，线型没有从水城出线好，因为它连接贵广和长昆。

　　3.黄桶－威舍。南昆铁路被标准更高的云桂铁路顶替之后，也把经过贵州省黔西南的威舍甩了。从黄桶接威舍都在贵州境内，容易实现。原是打算用这一段来顶替黄（桶）百（色）铁路的，为了争取贵广铁路广西人在工可件盖章，作为黄百铁路不改变为条件答应了广西。现在可以先把这一段修了再说。

　　（二）规划建设一些以客为主的旅游铁路。

　　上面说到的铜玉城际铁路是为了补回长昆客专不能过铜仁市区而修建的。其实，在这个基础上两头都可以延伸。铜仁端可以过凤凰接到吉首，吉首上头就是张家界。玉屏端可以到黔东南黎从榕地区再到荔波接贵阳至南宁客专。这就构成一条很完整的旅游线路。

　　（三）由此我们就想到了贵州还有一个普通铁路系统。除了原有的铁路，新建的跨省区六条高铁之外，原先铁道部还准备帮贵州修建一个速度目标值160－200公里/小时的普通铁路系统，贵州省也做了规划，现在回过头来看，或许当时规划还可以深入研究，像前面说到的铜玉城际铁路、水城至攀枝花铁路。现在是否可以按贵州全省城市群的布局，比如说现在有了个发展前景被看好的贵安新区、黔中城市群和省域沿边城市，配合高速公路网，建设一批运输大通道，实现贵州交通现代化。

英文翻译

Lin Shusen, former member of the Standing Committee of the Guangdong Provincial Party Committee, tells: The local game behind the Guiyang-Guangzhou high-speed railway
2021-04-13 03:37:32 Source: Damei Hakka

Lin Shusen, male, Han nationality, born in December 1946, from Shantou, Guangdong (Chaoshan Gang, Guangdong officials are Hakka Gang and Chaoshan Gang, editor’s note), started working in August 1970, joined the Communist Party of China in December 1981, South China University of Technology Graduated from the Department of Civil and Construction Engineering, majoring in industrial and civil construction, with a bachelor’s degree and is an engineer. He once served as a member of the Standing Committee of the Guangdong Provincial Party Committee, Secretary and Mayor of the Guangzhou Municipal Party Committee, and First Secretary of the Party Committee of the Guangzhou Garrison District. In 2006, he was transferred to the position of Deputy Secretary of the Guizhou Provincial Party Committee and Governor. After October 2010, he was transferred to the position of Hong Kong, Macao and Taiwan Overseas Chinese of the 11th National Committee of the Chinese People’s Political Consultative Conference. Deputy Chairman of the Committee.

Lin Shusen went to Guizhou to be the governor and built the Guizhou-Guangzhou high-speed railway! Guizhou went from being “abandoned” to becoming a “high-speed rail hub”. What are the stories and games behind it? Lin Shusen reviewed many unknown details in 2015. The whole text is full of blockbuster feeling, which makes people feel thrilling after reading it, and the various games between localities also come to life vividly on the page.

“After the sixth large-scale speed increase of China’s railways in April 2007, the 12 trains from Chengdu and Chongqing to East China and Guangdong no longer took the Sichuan-Guizhou line, but passed through Yuhuai, which has faster traffic and shorter lines. The railway has ‘left behind’ large areas of Guizhou and no longer passes through Zunyi, Guiyang and other places.”

“The Nanning-Kunming Railway originally spanned the three provinces (regions) of Yunnan, Guizhou, and Guangxi. Yunnan and Guangxi agreed to straighten it from Kunming, leaving Guizhou to Nanning. Construction started without any consultation with Guizhou. Under such a system, It’s very important to know which surrounding cities Guiyang should be connected to first, which is related to the regional network layout.”

“The Guizhou people did not unilaterally ask the Hunan people to join us in cultivating the Guike Special. Instead, they gave the prepared materials to the Yunnan people, hoping to join us in cultivating the Guike. Although the Yunnan people were not very interested at first, they thought that they should be the first to arrive in the Pearl River Delta. To take the newly built Yunnan-Guizhou Railway to the Yangtze River Delta or north to Beijing, we should build the Yunnan-Kunming Railway or the Chengdu-Kunming Railway. In any case, Chongqing and Chengdu are much more beautiful than Guiyang, so taking Guiyang is not attractive.”

These three paragraphs are taken from an interview conducted by Lin Shusen, the former governor of Guizhou Province, in 2015. In the interview, Lin Shusen rarely disclosed many unknown details of the development of Guizhou’s high-speed rail. The full text is full of blockbuster feeling, which makes people feel thrilling after reading it, and various local games are also vividly revealed on the page.

“In June 2006 in Beijing, the central government talked to me and asked me to work in Guizhou. After returning to my residence, I bought a map of China from the Xidan Book Buying Center and wanted to find a way out of Guizhou. The result of my thinking was to open a straight line from Guiyang to Guangzhou. The great passage.”

However, the Guiyang-Guangzhou Railway was not included in the “Eleventh Five-Year Plan” before. At that time, the “Eleventh Five-Year Plan” had been implemented for more than half a year. According to the conventional “Eleventh Five-Year Plan”, it was not included in the “12th Five-Year Plan” but it will be included in the “12th Five-Year Plan” five years later.

In July 2006, Lin Shusen went to work in Guizhou. In August, he asked the State Council for instructions to build the “Guizhou-Guangzhou Railway.” From August to September, he led a team to report to the Ministry of Railways, the National Development and Reform Commission, the Ministry of Transportation, and the Ministry of Land and Resources twice. In September, the National Development and Reform Commission officially agreed to include the Guiyang-Guangzhou Railway in the “Eleventh Five-Year Plan”. In May 2007, the National Development and Reform Commission approved the official establishment of the project. It only took 10 months, which is a miracle.

In Lin Shusen’s view, the Guiyang-Guangzhou Railway is not only a channel that allows Guiyang to reach the Pearl River Delta faster, but more importantly, it can make Kunming, Chongqing, and Chengdu actively choose to connect Guiyang in order to reach Guangzhou faster. This will make Guiyang a major high-speed rail hub.

From being “abandoned” to becoming a “high-speed rail hub”, what are the stories and games behind it?

On December 26, 2014, a high-speed train from Guangzhou to Guiyang passed through the Sizhai Bridge in Congjiang County, Guizhou Province. On the same day, the Guiyang-Guangzhou high-speed railway was fully completed, with a maximum speed of 250 kilometers per hour. The fastest arrival from Guiyang to Guangzhou is 4 hours and 9 minutes. (CFP/Picture)

Guizhou went from being “abandoned” to becoming a “high-speed rail hub”

The unknown games behind the scenes

Lin Shusen

(September 2002-June 2006, Secretary of the Guangzhou Municipal Party Committee

From July 2006 to August 2010, he served as Governor of Guizhou Province)

The opening of the Guiyang-Guangzhou high-speed railway has completely changed the transportation pattern in southwest and southern China. I would like to raise the issue to a higher level to respond to and resolve some of the controversies and doubts in the preparation and construction process of the Guiyang-Guangzhou Railway, and share some of my own ideas and suggestions on restoring Guiyang’s status as a railway hub in southwest China and how Guizhou should respond to the high-speed rail era. I will talk about six parts.

1. The deep-seated significance of the Guiyang-Guangzhou Railway is to theoretically and practically solve the problem of how to build high-speed rail in economically and socially backward areas, thereby improving the high-speed rail network in the entire western region.

It has always been our country’s dream to develop a modern transportation system to build high-speed railways and catch up with the development level of high-speed railways in developed countries around the world. In 2004, the “Medium and Long-term Railway Network Plan” reviewed and approved by the executive meeting of the State Council determined the construction ambition of my country’s high-speed railway network: before 2020, China will invest 2 trillion yuan, build a total mileage of 12,000 kilometers, and a speed of 200 kilometers per hour. The above “four vertical and four horizontal” railway passenger lines.

“Four verticals”: Beijing-Harbin, Beijing-Shanghai, Beijing-Guangzhou, Hangzhou-Shenzhen; “four horizontals”: Qingdao-Taiyuan, Xuzhou-Lanzhou, Nanjing-Chengdu, Hangzhou-Changsha. It can be seen from the starting cities of “Four Vertical and Four Horizontal” that only Lanzhou, Chongqing, Chengdu, and Xi’an in the western region are reached by high-speed railways, and the routes passing through these major cities only run east-west.

In 2007, the National Development and Reform Commission promulgated the “Medium and Long-term Development Plan for Comprehensive Transportation Network” (Fagai Jiaoyun [2007] No. 3045), proposing the concept of “five horizontal and five vertical” national comprehensive transportation corridors.

“Five verticals”: the north-south coastal transport channel, the Beijing-Shanghai transport channel, the Manzhouli-Hong Kong, Macao and Taiwan transport channel, the Baotou-Guangzhou transport channel, and the Linhe-Fangcheng transport channel; “Five horizontals”: the northwest and northern sea transport channels Channel, Qingdao to Lhasa transportation channel, land bridge transportation channel, riverside transportation channel, Shanghai to Ruili transportation channel.

The comprehensive transportation network was promulgated after the Guizhou-Guangzhou Railway was included in the “Eleventh Five-Year Plan”. Therefore, the Guizhou-Guangzhou Railway project was added to the “Planned Route of the Baotou-Guangzhou Transport Corridor” project column. The Guizhou-Guangzhou Railway was then It is included in the plan as a passenger and freight railway. The “two verticals” of the “five verticals” are both in the west, and there are no passenger lines in the “two verticals”.

If a middle line is drawn from the Beijing-Guangzhou Line and Baotou-Xi’an-Chongqing-Nanning, the west of the middle line will probably be the western region of my country. It can be said that until 2007, there was no planned north-south passenger line in the western region.

In 2008, the “Medium and Long-term Railway Network Plan” was adjusted. The “four vertical and four horizontal” lines have changed slightly, extending from Beijing-Guangzhou to Shenzhen-Hong Kong, and Hangzhou-Changsha to Guiyang-Kunming. There is still no north-south passenger line in the west.

Attached picture: Medium and long-term railway network planning map

The planning and construction of the Guiyang-Guangzhou Railway breaks this limitation. The Guiyang-Guangzhou Railway is based on the theory that the transportation location line of two points planned in the context of a large region should be a line connecting the two points. Use a pen and ruler to connect the two points of Guiyang and Guangzhou on the map. The line position can be studied in advance. .

Although Guangxi insists on deviating from this straight line to pass through Sanjiang and Longsheng counties, and Guangdong insists on deviating from this straight line to pass through Zhaoqing and Foshan urban areas, they basically insist on keeping the straight line direction unchanged. The route plan proposed in the “Pre-Feasibility Study Report” has shown The line coefficient is only 1.04.

On May 16, 2007, the National Development and Reform Commission approved the Guizhou-Guangzhou Railway project with the Development and Reform Commission [2007] No. 1022. What is even more exciting for the entire western region is that the Lanzhou-Chongqing Railway, which has been discussed for decades and has not been approved for decades, was also approved on May 22, 2007 (Fagaijiaoyun [2007] No. 1122). The reason is simple. Lanzhou-Chongqing-Guiyang-Guangzhou will construct a new traffic location line.

The construction of the Lanzhou-Chongqing Railway has inspired Sichuan’s enthusiasm for building a fast track to the north. Since there is no westward railway in Chengdu, after the completion of the Lanzhou-Chongqing Railway, a large amount of people and logistics from the northwest and southwest will inevitably be transported to the Pearl River Delta via Chongqing, which may affect Chengdu’s position in the entire western transportation pattern.

On the website forums of the two places, the competition over the Chengdu-Lanzhou Railway and the Lanzhou-Chongqing Railway is extremely lively. Some netizens pointed out that the dispute between Chengdu-Lanzhou Railway and Lanzhou-Chongqing Railway is directly related to the transportation hub status of western cities. If one loses, the whole situation will lose.

On January 22, 2009, the National Development and Reform Commission approved the proposal for the new Chengdu-Lanzhou railway project. The newly built railway leads from Qingbaijiang Station in the hub of Chengdu, passes through Shifang, Mianzhu, Songpan and Jiuzhaigou, and is introduced into Hadapu Station of Lanzhou-Chongqing Railway under construction. The main line is 462 kilometers long. To the south, the original Chengdu to Guiyang railway direction was from Chengdu to Chongqing to Sichuan and Guizhou.

In order to more effectively promote Chengdu’s integration into the Pan-Pearl River Delta and the China-ASEAN Free Trade Area, and undertake the transfer of industries from developed regions, Sichuan has proposed a high-speed rail plan to directly connect Guiyang from Leshan in the south of Chengdu, and requires that the travel time from Chengdu to Guiyang be less than 2.5 hours. The speed target value is to maintain the advantage of following this route to Guiyang after the completion of the Chengdu-Chongqing High-speed Railway and the reconstruction of the Chongqing-Guizhou Railway. The National Development and Reform Commission approved the Chengdu-Guizhou Railway project in December 2009.

The construction of the Lanzhou-Chongqing Railway has made the reconstruction of the Chongqing-Guiyang railway a no-brainer. The speed target originally considered for the new second line was also 250 km/h. However, it happened to be a period when high-speed rail construction and operation needed to slow down. Although the National Development and Reform Commission approved the Chongqing-Guizhou Railway project in March 2009, the final speed target was still 200 kilometers per hour.

At this point, two new traffic location lines have been formed in Lanzhou in the northwest and Guiyang in the southwest in western my country. East side: Lanzhou-Chongqing-Guiyang; west side: Lanzhou-Chengdu-Guiyang. This kind of road network layout is seen as repeated construction from the perspective of small area planning. From the perspective of large-scale planning, the feasibility plan considers it necessary.

An important step to improve the high-speed rail network in the western region is to build a high-speed rail from Lanzhou to Urumqi. In order to promote the prosperity and stability of Xinjiang, enhance ethnic unity, improve the transportation capacity and service quality of the Lanzhou-Xinjiang Railway, realize rapid passenger transportation connections between the northwest region and the mainland, and promote the development of coal resources and coordinated regional economic and social development, the National Development and Reform Commission announced in May 2009 On March 18, the second double line project of the new Lanzhou-Xinjiang Railway was approved.

The “Work Permit” was approved on August 20, 2009. The total length of the line is 1,776 kilometers. It is designed based on the new passenger and freight line with a speed of 200 kilometers per hour. The Lanzhou to Xining section and the Hami to Urumqi section are reserved for the future speed increase to 250 kilometers per hour. . The actual implementation is the same as the original Guiyang-Guangzhou Railway, which also inevitably requires taking away freight and turning it into a passenger-only railway.

The project of improving the high-speed rail network in the western region continues. In order to form a new railway channel from North China to Southwest China and improve the layout of the railway network, the National Development and Reform Commission approved the Xi’an to Chengdu Passenger Dedicated Line project on November 23, 2009, and approved the “Work Permit” on October 22, 2010, with a speed target of 250 km/h. , infrastructure sets aside conditions for further development. The following table shows the main parameters of the main backbone lines that form the western high-speed rail network after the Guiyang-Guangzhou Railway.

2. Solving Guizhou’s space-distance-accessibility is a prerequisite for Guizhou’s leap-forward development

Guizhou has a small economic aggregate and a large population. Its population has always accounted for about 2.5%-3% of the country’s total. In 2005 and 2006, it accounted for 3.01% of the country’s total. The most glorious year for regional GDP was 1959, accounting for 1.63% of the country’s total. Except for this year, there were three years in history when the GDP exceeded 1.5%, including 1.53% in 1957, 1.56% in 1958, and 1.5% in 1984. It has been below 1.1% since 1994, and was 1.08% in 2005 and 2006. Obviously, the per capita level is only 1/3 of the national average.

This situation is caused by various reasons such as physical geography, location, humanities and history. If you want to achieve leap-forward development in Guizhou, you should have various corresponding countermeasures. How to give full play to the advantages of natural geography, we have proposed the development direction of accelerating ecological civilization and ecological modernization.

The “China Modernization Report” released by the China Modernization Research Center of the Chinese Academy of Sciences studied the degree of ecological modernization achieved by provinces, autonomous regions and municipalities across the country in 2000 and 2004. The results showed that Guizhou’s ecological modernization index ranked 28th in the country in 2000, but only used 4 In 2004, Guizhou Province’s ranking improved by 9 places, ranking 19th in the country.

This shows that if we can seize the opportunity, catch up and jump on the ecological civilization bus, then Guizhou will be able to directly enter ecological modernization, the latest stage of the human modernization process, from the initial stage of industrial modernization, thus achieving a historic milestone in economic and social development. sexual crossover.

From improving the commodity production level of rural farmers to accelerating industrialization, urbanization or the above-mentioned accelerating entry into ecological modernization, there is a prerequisite to quickly change the current situation of space, distance and accessibility in Guizhou.

As an inland province, Guizhou has been looking for its own outlet to the sea. Earlier, we chose Shanghai as the outlet because Shanghai is China’s largest economic center and everyone hopes that the East China region with Shanghai as its central city can drive the development of Guizhou.

In the 1990s, considering that the distance between Shanghai and the southwest region was too far to accelerate the development of the western region, the country proposed using the Beihai in Guangxi as the outlet for the southwest region. In the past few years, when we implemented the Western Development Strategy and considered promoting regional economic cooperation, we established some economic circles and included Guizhou into the Chengdu-Chongqing Economic Circle.

This classification still makes some sense. In 2006, I went to work in Guizhou. Guiyang Airport flies to major cities across the country, and the most frequent flights are to Chengdu. To apply for railway carriages and some overseas visas, Guizhou residents have to go to Chengdu. This circle is not very tight. Some people have launched a “Southern Guizhou-Kunming” economic belt, hoping to give Guangxi, Yunnan, and Guizhou a clear and consistent direction for spatial development.

In line with this development strategy, Guizhou’s transportation construction plan also focuses on connecting the Yangtze River Delta to the east, Chongqing to the north, and Beihai to the south. In the national highway network, there are 5 national highways passing through Guizhou: Lanhai, Shanghai-Kunming, Hangrui, Xiarong, and Shan-Kun. Although Shantou belongs to Guangdong, it deviates from the Pearl River Delta and is closer to Fujian and East China.

Of course, the current momentum of economic development in these places is very good. Each has its own advantages and characteristics. It is necessary to strengthen exchanges and cooperation with them and accept their radiation. However, there are gradients in the distribution of regional economies, and the development level of the central area determines the development level of surrounding areas.

Shanghai is my country’s largest economic center city. It is not entirely reliable to rely on Shanghai alone to drive Guizhou. The straight-line distance between Shanghai and Guiyang is more than 1,500 kilometers. There are many less developed places between Shanghai and Guiyang. Relying on some central cities in the west to drive Guizhou, first the surrounding areas of these central cities will be driven, and then it is Guizhou’s turn. Look at what the surrounding areas of these central cities look like to know when these central cities can drive Guizhou.

Some authoritative organizations classify the 45 regions in the western region as

Central cities are divided into four levels. Guiyang is ranked at the third level, alongside cities such as Yinchuan, Liuzhou, Baotou, and Mianyang. Liupanshui, Zunyi, and Anshun are fourth-level central cities (30 in total). It is not difficult to imagine that according to such a regional economy layout, Guizhou will always be the “west” of the western region.

Looking at the map, we can see that the straight-line distance between Guangzhou, the central city of the Pearl River Delta, and Guiyang is only more than 700 kilometers, which is less than half of the straight-line distance between Shanghai and Guiyang. Why don’t we go to the Pearl River Delta? No way! At the groundbreaking ceremony of the Guizhou section of the Xiamen-Chengdu Expressway, I read a poem written by an economist in Guizhou: “It’s not that Yelang is really arrogant, it’s just that he has no way to go to the Central Plains.”

The Xiamen-Chengdu Expressway originally took seven twists and turns to reach Guiyang. The direction in Guizhou is Sanjiang-Liping-Taijiang-Majiang-Guiyang.

After the reform and opening up, two important decisions were made to consider the close relationship with the Pearl River Delta: the capacity expansion and reconstruction of the Guizhou-Guangxi Railway and the construction of the Guizhou-Zhuhai Railway. These two decisions were implemented successfully once and without results the other time.

The Guizhou-Guizhou Railway is an important transportation link connecting the southwest region of my country to the coast. It is the southern section of the “Baotou-Liuzhou Channel”, the main railway transportation channel in my country. It is connected to the Sichuan-Guizhou Railway and the “Shanghai-Kunming Channel” in the north. The Guizhou-Kunming Railway connects the Hunan-Guangxi Line to the south, the Nan-Kunming Line in the “Southwest Sea Channel” to the west, and the Jiaoliu Line to the east from Huaihua to Liuzhou Railway. It is an important link between the southwest and northwest regions and the South China Economic Zone, and is a convenient and convenient link in the southwest. access to the sea.

In the national road network layout, the Guizhou-Guangxi Railway is one of the “vertical” main corridors of my country’s “eight vertical and eight horizontal” railway transportation channels. For such an important line, due to historical reasons, low line grade, poor quality, slow train speed, and poor operation stability, the average travel speed of passenger and freight trains is only 41 km/h and 21 km/h.

In December 2004, the capacity expansion and reconstruction project of the Guizhou-Guangxi Railway officially started. The capacity expansion and reconstruction project mainly includes the construction of a second line from Liuzhou to Luoman, the reconstruction of the existing line from Luoman to Jinchengjiang, the construction of a single line along the existing line from Jinchengjiang to Longli, and the electrification reconstruction from Liuzhou to Longli.

The speed target value is 160 km/h for the section from Liuzhou to Jinchengjiang (the actual operating speed of passenger cars is 100 km/h), and 140 km/h for the section from Jinchengjiang to Longli (the actual operating speed of passenger cars is 100 km/h, and the actual operating speed of trucks is 80 km/h). After the reconstruction, the total length of the line was shortened from 607 kilometers to 489 kilometers, and the line grade was upgraded from National Class II to National Class I purely electrified railway.

It is said that the capacity expansion and reconstruction of the Guizhou-Guangxi Railway is related to the close connection with the Pearl River Delta because the newly built railway from Liuzhou to Wuzhou to Zhaoqing has always been included in the “Medium and Long-term Railway Network Planning Map” [including (2008 adjusted version)]. Guizhou-Guangxi plus the newly built Liuzhao Railway are actually the new railway channel from Guiyang to Guangzhou.

Another decision that considers the close relationship with the Pearl River Delta is the construction of the Guiyang-Zhuhai Railway. On August 31, 2004, leaders of the Ministry of Railways went to Guizhou to discuss issues related to accelerating Guizhou’s railway construction with the main leaders of the Guizhou Provincial Party Committee and Provincial Government at that time.

On March 4, 2005, the main leaders of the Guizhou Provincial Government held another discussion with the main leaders of the Ministry of Railways and the directors of relevant departments in Beijing, and signed an agreement on issues related to accelerating railway construction and transportation development in Guizhou (the agreement was signed on April 3) , the agreement is clear: the Guizhou (Yang) Zhuhai (Hai) Railway is 51% controlled by the Ministry of Railways. Guizhou will introduce other investors and discuss the construction of joint venture models with relevant provinces and regions. The Ministry of Railways will support and guide Guizhou and other provinces and regions to promptly carry out the preliminary work of the project. Strive to start construction during the Eleventh Five-Year Plan.

There is no substantial progress on the Guizhou-Zhuhai Railway. What can be checked now is a report in Guizhou Daily on June 8, 2006: At the Infrastructure Project and Manufacturing Promotion Meeting held at the “Zhuhai Fair” on June 6 , one of Guizhou’s carefully selected projects – the Guiyang-Zhuhai railway attracted the “eyeballs” of many participants.

The report stated that the Guiyang-Zhuhai railway is a large-scale cross-border infrastructure construction project that plays an important role in building a comprehensive transportation system in the Pan-Pearl River Delta. This railway will pass through the three provinces of Guizhou, Guangxi and Guangdong, with a total length of more than 990 kilometers, of which 255 kilometers are in Guizhou.

At present, the construction of the Guizhu Railway has been included in the “Eleventh Five-Year Plan” of the Ministry of Railways and is expected to be completed in 2010. The total project investment is 28.2 billion yuan. The construction of the railway will open up a new channel to the sea and serve as a shortcut from the southwest to Guangzhou, Shenzhen and Zhuhai.

Compare the relevant parameters of the Guizhou-Guangzhou Railway that was later built. The total length is 857 kilometers, the Guizhou section is 301 kilometers, and the total investment is 97.554 billion yuan. It can be seen that the originally planned Guizhu Railway and the later Guiyang-Guangzhou Railway are completely different in terms of route direction and construction standards.

The Guiyang-Guangzhou Railway uses a two-point straight line between Guiyang and Guangzhou for pre-study. Guangzhou is the central city of the Pearl River Delta, and connecting to Guangzhou is connecting to the Pearl River Delta. Some cities in the Pearl River Delta, including Shenzhen, Hong Kong, Macau, Dongguan, Foshan, Zhuhai and other cities, had stronger economic radiation capabilities than Beihai at that time.

If Hong Kong and Macau are included in the Pearl River Delta, the economic aggregate of the entire Pearl River Delta will not be lower than that of the Yangtze River Delta. Building the Guizhou-Guangzhou Railway and improving Guizhou’s space-distance-accessibility level not only has great strategic significance for accelerating Guizhou’s economic and social development, but also builds a new convenient and large-capacity transportation channel from southwest to south China, optimizing and improving the layout of the western road network , the need to improve the external transportation capacity of the southwest region is to promote the rational development of relevant regional resources, drive the further development of tourism, and prosper the economy of minority areas.

3. Don’t forget the contributions of a group of key figures at critical moments.

The Guiyang-Guangzhou Railway has the characteristics of large investment, large projects, high standards and difficult construction. The total investment of the project is 91.819 billion yuan, involving the three provinces of Guizhou, Guangxi, and Guangdong. The main line length is 857 kilometers, the speed target is 250 kilometers/hour, and space for speed increase is reserved. The ballastless track (except hub areas), the main line spacing is 4.8 meters. , the bridge structure type is box girder, the tunnel clearance area is 92 square meters, and the bridge-tunnel ratio reaches 83%.

From the initial planning in September 2006 to the official opening in December 2014, it has gone through an arduous journey from scratch, from existing to fast, and from fast to good. The key is to have a group of key people who give us crucial help at critical moments.

Supplementary inclusion in the “Eleventh Five-Year Plan”. In June 2006 in Beijing, the central government talked to me and asked me to work in Guizhou. After I returned to my residence, I bought a map of China from the Xidan Book Buying Center, hoping to find a way out of Guizhou. The result of my thinking was to open a straight line from Guiyang to Guangzhou. Large passage.

On July 18, 2006, I went to work for the provincial government from the provincial party committee. On July 20, at a meeting of all members of the provincial government, I proposed the construction of the Guizhou-Guangzhou Railway and the Guizhou-Guangzhou Expressway (called the “two highs” by the media). After the implementation started, we were afraid that people would say that we were engaging in “duplicate construction”, so we called the Guizhou-Guangzhou Expressway the “Xia-Rong Expressway Guizhou Section” (actually it has changed the direction of the original “Xia-Rong” plan in Guizhou). On the map Look at the two lines almost overlapping.

Originally there was no such channel, but now we are building an expressway and a high-speed rail all at once, which will definitely cause criticism. In order to avoid being noticed, we had to put the Guiyang-Guangzhou Expressway Company on the existing Xia-Rong Expressway Company in the national expressway network, making the two projects Projects can be constructed simultaneously.

On August 18, the Guizhou Provincial Government reported the “Request for Instructions on Issues Concerning Accelerating the Construction of the Guiyang-Guangzhou Rapid Railway” (Qianfu Cheng [2006] No. 26) to the State Council. After preparing various reporting materials and documents, a group of us (Including Bao Kexin, Sun Guoqiang, Hao Jiawu, Zhang Kexiang, Tang Dezhi, Lin Ji, Liu Yuankun, Wu Yong, Li Gang, etc.) held discussions on the “two highs” in Beijing from August 23 to 25 and September 19 to 20, 2006 Construction work is carried out.

The expressway is easier to say, because it only adjusts the line direction and strives to start construction as soon as possible. Railways are very difficult because they must first enter into the “Eleventh Five-Year Plan”, and at this time the national “Eleventh Five-Year Plan” has been implemented for more than eight months.

The then leaders of the Ministry of Railways, Vice Minister Lu Chunfang, Chief Controller Wu Qiang, Chief Economist and Director of the Development Planning Department, and Director of the General Office Wang Zhiguo listened to our report. The leaders of the Ministry of Railways expressed their affirmative attitude that the Ministry of Railways supported the revision of the project. For this railway, the key is to get approval from the National Development and Reform Commission.

After the leaders of the Ministry of Railways briefly introduced the difficulties in each link of the railway construction approval process, they told us that the first hurdle to pass was Wang Qingyun, then director of the Basic Industries Department of the National Development and Reform Commission. Before the meeting at the Ministry of Railways ended, Comrade Lin Ji had made an appointment with Director Wang Qingyun and said that comrades from Guizhou would see him in the afternoon.

Director Wang Qingyun is very concerned about and supports Guizhou’s work. After understanding Guizhou’s intentions and thinking about the significance of the Guizhou-Guangzhou Railway to Guizhou’s economic and social development, he expressed his idea to add it to the “Eleventh Five-Year Plan” even though he knew there were many difficulties.

Zhang Mao, then deputy director of the National Development and Reform Commission, and leaders of relevant departments and bureaus listened to the report from the Guizhou Provincial Government. On the one hand, it is the concern and support of Director Zhang Mao and other leaders for Guizhou. On the other hand, the materials prepared by the Guizhou Provincial Government (including the map of Guizhou-Guangzhou direction) are relatively clear. The Investment Director has been looking down at our report materials. It is his turn. During his speech, he simply said: It seems that the only way to solve Guizhou’s problems is to build this railway. There was no obvious objection at the meeting, but there was no clear answer for how to proceed.

The time in Beijing this time is relatively sufficient, which is to consider that there should be enough time to report and communicate with relevant departments. It is hoped that the Ministry of Transport will solve the problem in addition to the Guizhou-Guangzhou Expressway Company and increase investment in Guizhou highway construction funds. Thanks to the care and support of Minister Li Shenglin and several deputy ministers, the basic goal has been achieved.

The Ministry of Land and Resources was very enthusiastic, and then-minister Sun Wensheng promised to include the “two high” land quotas in the plan. The then Vice Ministers of the Ministry of Land and Resources Lu Xinshe and Wang Shiyuan, Deputy Director Ma Yi, Director Pan Mingcai, Deputy Directors Dong Zuoji and Liu Yuan listened to our report. The Ministry of Land and Resources issued a letter clearly supporting the land use indicators of the two projects before they were approved.

With ample time to prepare, we had the opportunity to go to the relevant departments to make a face-to-face report to the relevant leaders. The then National Development and Reform Commission Director Ma Kai, Deputy Director Chen Deming, Deputy Director Zhang Guobao and other leaders expressed their support after listening to the report.

What is particularly worth mentioning is that the construction of the Guiyang-Guangzhou Railway has received support from national leaders from the very beginning. Materials submitted by the provincial government to relevant national leaders are forwarded to the National Development and Reform Commission and the Ministry of Railways. Between the 19th and the 25th, thanks to the leadership’s concern, I had the opportunity to make a detailed report to Wen Jiabao and Vice Premier Zeng Peiyan alone.

Wen Jiabao listened to the report for nearly an hour and asked about some relevant information, expressing his concern and support for the construction of this railway. Prior to this, in July 2006, Comrade Zhu Rongji, who was inspecting and resting in Guizhou, expressed his support and quick action to build the Guizhou-Guangzhou Railway after listening to the report of the leaders of Guizhou Province on the construction of the Guizhou-Guangzhou Railway.

At the end of January 2007, when Comrade Zeng Qinghong, then member of the Standing Committee of the Political Bureau of the CPC Central Committee and Vice President of the State, visited Guizhou to inspect and guide work, he heard information about the Guizhou-Guangzhou Railway. Although there was no official report yet, Comrade Zeng Qinghong emphasized the need to “accelerate the demonstration and launch of Guizhou to the construction of two major corridors, the Guangzhou Express Railway and the Expressway.” This shows the keen vision of the central leadership, and it also fully reflects that the Guiyang-Guangzhou Railway has received the attention and support of senior leaders from the beginning.

Apply for project approval. The prerequisite for applying for project approval is the preparation of a project pre-feasibility study report and a project proposal. After receiving the request from the provincial government, the State Council immediately forwarded the document to the relevant ministries and commissions for study and processing. On September 14, the General Office of the National Development and Reform Commission sent the “Reply Letter from the General Office of the National Development and Reform Commission on Issues Concerning the New Guiyang to Guangzhou Railway” (Document No. 2067 [2006] of the National Development and Reform Commission) to the General Office of the Provincial Government, agreeing to The Guiyang-Guangzhou Railway is included in the national railway “Eleventh Five-Year Plan” and will be included in the adjustment of the “Medium and Long-term Railway Network”.

At the same time that the Guiyang-Guangzhou Railway was included in the “Eleventh Five-Year Plan”, the Ministry of Railways arranged for the Second Railway Academy and the Fourth Railway Academy to carry out project pre-feasibility study plans. On September 18, 2006, the Development Planning Department of the Ministry of Railways issued a notice to the China Railway Construction Investment Corporation for the election of the Guiyang-Guangzhou Railway pre-feasibility study plan.

In mid-December 2006, the Development Planning Department of the Ministry of Railways held a competition for the project design plan and a pre-review meeting of the project pre-feasibility study report at the Guangzhou Building in Beijing, and the design plan of the Second Railway Engineering Institute won the bid. At the end of the year, the Second Railway Engineering Institute (then general manager Zhu Ying and chief engineer Xu Youding) completed the revision of the project pre-feasibility study report and the preparation of the project construction document.

According to the regulations at the time, the construction of the Guizhou-Guangzhou Railway required the approval of the Ministry of Railways and the three provinces of Guizhou, Guangxi, and Guangdong before the National Development and Reform Commission would accept it. On September 16, 2006, the Guizhou Provincial Government wrote a letter to the then Guangdong Provincial leaders Zhang Dejiang, Huang Huahua, and Zhong Yangsheng reporting on the planning and construction of the Guizhou-Guangzhou Railway.

On September 21, Comrade Zhang Dejiang instructed in a letter: “The construction of the Guiyang-Guangzhou railway is beneficial to both Guizhou Province and our province, and our province should actively support it. Please approve and forward it to the Provincial Development and Reform Commission for study by Comrades Huahua and Yangsheng.” From Guangdong, Zhang Dejiang Comrade support and no difficulties encountered. The main leaders in Guangxi also have a positive attitude towards the construction of the Guiyang-Guangzhou Railway.

We have communicated with the Ministry of Railways and the National Development and Reform Commission simultaneously at every step of the preliminary work in Guiyang and Guangzhou, and all work in Beijing has been progressing smoothly.

It is said that Nanguang has encountered a problem. The National Development and Reform Commission has determined that Nanguang is an “intercity” railway and cannot be built during the “11th Five-Year Plan” period, and it is impossible to grant them a project. In terms of coordinating the work of relevant national ministries and commissions, relevant provinces (districts) and consulting agencies, Guizhou comrades insist on “running” link by link and “monitoring” process by process. Don’t let every program and every document be delayed in the circulation and processing process, and don’t let every link of work be delayed.

Before and after the establishment of the project, including the design work of the entire project, the comrades from Guizhou who participated in this work basically never missed a day. The work that should be provided by Guizhou was done before the relevant units. The Provincial Development and Reform Commission, together with the relevant committees, offices, bureaus and prefectures, Take the initiative to strengthen work connection and communication with the design unit and the preparatory team of Guizhou-Guangzhou Railway Company. Instead of letting them go to Guizhou to solve problems when they encounter them, we should formulate solutions in advance for the difficulties and problems they may encounter in their work.

Especially for the problems that may be encountered in the design work such as data collection, transiting scenic spots, cross-interference with highways, power communication facilities, and related buildings, etc., a work plan has been formulated in advance to ensure that the project advances beyond the norm.

In March 2007, the Guizhou-Guangzhou Railway Project Proposal was stamped by the Ministry of Railways and the governments of Guizhou, Guangxi, and Guangdong provinces and submitted to the National Development and Reform Commission. The National Development and Reform Commission immediately arranged for an international consulting company to evaluate the project. The leader of the expert group is Comrade Cao Jing, and its members include Comrades Xue Xingong, Wang Jiaxiang, Liang Yuteng, Shen Jianming, Zhu Jiazhe, and Zhong Shaolin. In addition to the members of the expert group, comrades from the Ministry of Railways, the National Development and Reform Commission, China Consulting Corporation, the Development and Reform Commission of Guangdong and Guangxi, and design units participated.

It is said that so many national and provincial units have rarely participated in this event before. This is a sign of great importance. The leading comrades at that time included: Zhou Xiaoqi, Director of the Railway Department of the National Development and Reform Commission, Yan Hexiang, Deputy Director of the Development Planning Department of the Ministry of Railways, Dong Zhiqiang, a cadre,

Zhu Jun, deputy director of the transportation business department of China Consulting Corporation, Zhao Dong, deputy director of the railway department, Zhang Guoli, deputy director of the Chengdu Railway Bureau, Gu Yemin, deputy chief engineer of the Liuzhou Railway Bureau, Zhang Zulin, director of the transportation department of the Guangdong Provincial Development and Reform Commission, Yi Nong, director of the transportation department of the Guangxi Development and Reform Commission, Zhu Ying, general manager of China Railway No. 2 Research Institute, and Wang Haichao, deputy chief engineer of China Railway No. 4 Research Institute.

When the consulting company’s expert team arrived in Guizhou, the provincial government paid great attention to it. Three provincial leaders, myself, Bao Kexin, and Sun Guoqiang, received them together, and the two sides had a very substantive exchange. Comrade Cao Jing, the leader of the expert team, told us his views on the Guiyang-Guangzhou Railway that night:

1. Why have we been working on railways for decades but never thought of building a straight line from Guiyang to Guangzhou?
2. It is the right time to raise it now. If it had been raised before, I am afraid that the engineering problem would not be solved (the plan at that time was that passengers and freight were on the same line, and due to the restriction of the longitudinal slope, the longest tunnel was more than 20 kilometers long);
3. Line resources are rare. Don’t waste this resource. If you want to repair, the standard should be higher.

On May 16, 2007, the Directors’ Meeting of the National Development and Reform Commission approved the Guizhou-Guangzhou Railway Project Proposal, and subsequently approved the project with the Development and Reform Jiaoyun [2007] No. 1023 document.

Project feasibility study and approval. After the project was approved, we immediately started conducting feasibility studies on the project. On August 29, 2007, the Second Railway Institute completed the project feasibility study report.

Soon, the Appraisal Center of the Ministry of Railways organized experts and local leaders along the line to conduct a preliminary review of the project feasibility study report. Based on the two-point straightening plan in Guiyang and Guangzhou, Guangxi and Guangdong respectively proposed to pass through Sanjiang in Guangxi and Zhaoqing and Foshan in Guangdong. revise opinion.

Deviating from the straight-line plan to pass through some cities is not a good plan in the long run for the large region. I think there is nothing I can do about Guangxi. Can Guangdong do something to make the line go directly from Guangning or Huaiji to Huadu (Guangzhou North Railway Station), because once entering Zhaoqing and Foshan, the speed can only be 160 kilometers, but Nothing came of it. We can’t afford to delay, so we can only act according to the opinions of the two provinces and regions.

On October 12, the Ministry of Railways took the lead in signing (stamping) the project feasibility report and distributing it to the three provinces of Guizhou, Guangdong, and Guangxi for signature.

On March 15, 2008, China International Consulting Corporation (hereinafter referred to as China Consulting Corporation) organized experts to conduct an on-site inspection and evaluated the project feasibility study report in Guangzhou from March 18 to 19. The “Consulting Evaluation Report” (Consulting Evaluation Report) [2008] No. 670) reads in the section “Design driving speed of passenger trains in section”:

The “Feasibility Study Report” does not follow the recommendations of the “Pre-Feasibility Study Assessment Report” to supplement the research on the 160 km/h design speed plan for passenger trains in the section, and only reserves 250 km/h and 250 km/h for 200 km/h and 200 km/h. / hour, three options were compared, and it was recommended that the 200 km/h condition be reserved for 250 km/h.

Referring to the “Interim Regulations on the Design of New Passenger Dedicated Lines with a Speed of 200-250 km/h”, the Longli to Xinfoshan section actually uses 250 km/h, which is higher than the 200 km/h recommended in the “Feasibility Study Report Letter”. According to our company’s opinion, the design unit then provided “supplementary materials” and made a supplementary comparison of the 160 km/h plan. It was believed that the 160 km/h plan could not meet the travel time target value of less than 5.0 hours from Guiyang to Guangzhou, and the route was horizontal. The project runs through mountains and rivers and is basically connected by bridges and tunnels. The investment in small-radius curve-saving projects is limited, so this plan was abandoned. The assessment considers it to be basically reasonable.

In view of the fact that 250 km/h high-speed passenger trains and heavy-haul freight trains operate on the same line, there are still many engineering technology and transportation organization problems that need to be studied and solved. Comprehensive analysis on matching the design driving speed, improving investment efficiency, meeting the travel time target value planning of this line, gradually rationally controlling settlement, and gradually improving operation management, etc.

The evaluation believes that the design travel speed of passenger trains on the section recommended in the “Feasibility Study Report Letter” is basically feasible; on the premise of meeting the travel time target value planning of this line, different engineering geological conditions along the line can be selected in different sections. The design speed of passenger trains does not need to be consistent across the entire line.

Regarding the selection of beam types for bridges and culverts, the “Consultation Assessment Report” concluded as follows: The “Feasibility Study Report” compared T-beams and box girders, and some of the cost indicators and erection duration are still doubtful and difficult to draw conclusions. The assessment recommends that the beam type be selected based on the current railway industry standards and the design speed of passenger trains on the section, namely:

T-beams are used at speeds of 200 km/h and below, and box beams are used at speeds of 250 km/h and above. Since the design speed of passenger trains in this section is adjusted to 200 km/h as specified in the Feasibility Study Report Letter, T-beams should be used as standard-span prestressed concrete simply-supported beams in the bridges on this line. On August 21, 2008, the Directors’ Meeting of the National Development and Reform Commission approved the feasibility study report of the project, and subsequently approved it with the document No. 2526 [2008] of the National Development and Reform Commission.

200 kilometers per hour was reported as the passenger speed target value. I was dissatisfied but had no choice. The main reason was to start construction quickly. At that time, the national situation, public opinion, and theoretical feasibility did not allow Guizhou to build a high-speed rail with a target speed of more than 300 kilometers/hour. The passenger and freight co-line with speed target values of 250 km/h and 120 km/h respectively (hereinafter referred to as the 250 km/h passenger and freight co-line) was the feasible “limit” proposal at that time.

A very critical issue is that the operation of 250 km/h passenger and cargo lines is not guaranteed. Only the passenger and freight co-line plan with a speed target of 200 km/h and a reserve of 250 km/h can be submitted. This can reduce wrangling and save time on demonstration and approval.

Medium and long-term line network planning. As a national road network and regional trunk line of more than 800 kilometers, the Guiyang-Guangzhou Railway has been developed from scratch, from being proposed to being included in the 11th Five-Year Plan, from being proposed to pre-feasibility report, consultation and evaluation to project approval. , it only took 10 months, which is unique in the world. In addition to the care and support of the central government and the help of relevant comrades in the ministries and commissions, Liu Yuankun and Chen Entropy were also inseparable from the comrades who did the specific work. Their hard work The result is Guizhou’s credibility among ministries and commissions.

After the establishment of the Guizhou-Guangzhou Railway project, we established a cooperative relationship of mutual trust with the National Development and Reform Commission, the Ministry of Railways and other ministries and commissions as well as leaders of relevant departments and bureaus to build railway projects in Guizhou. Later, many railway planning and constructions went relatively smoothly. Comrades such as Liu Yuankun were persistent, enthusiastic, and The perseverance in work has also moved relevant comrades in state agencies. All state ministries and commissions have given the Guiyang-Guangzhou Railway the greatest convenience and support. All processes and links between and within national ministries and commissions have basically realized zero-distance and short-distance transportation. The connection greatly shortens the time of preliminary work and achieves the superposition effect of time. Coupled with the care and support of Wang Qingyun, Huang Min, Zheng Jian, Yang Zhongming and others who are responsible for specific work from the National Development and Reform Commission and the Ministry of Railways.

We will seize the time to organize preliminary research on some high-speed railways from Guiyang to surrounding provincial capital cities. After the Guiyang-Guangzhou Railway was included in the national “Eleventh Five-Year Plan”, in July 2008, the National Development and Reform Commission held a meeting to adjust the medium and long-term railway planning with the participation of all provinces, autonomous regions and municipalities. With the concern of the National Development and Reform Commission and the Ministry of Railways, Guiyang went to surrounding provincial capitals All five of the city’s high-speed railways have entered the “National Medium and Long-term Railway Network Plan (2008 Adjustment)”.

Construction. The Guiyang-Guangzhou Railway involves three provinces (regions). There seems to be a “face” issue as to where to hold the groundbreaking ceremony. Among the three provinces (regions), Guizhou has the most backward transportation. The then Vice Premier Zhang Dejiang originally planned to hold the groundbreaking ceremony in Guizhou. During the discussion, I suggested that in order to give full play to the enthusiasm of Guangxi, it would be better not to hold it in Guizhou. Finally, it was decided to hold it in Guilin, Guangxi. I also called Comrade Zhang Dejiang to report this.

After the closing of the Third Plenary Session of the 17th Central Committee of the Communist Party of China on October 12, 2008, Comrade Zhang Dejiang took a charter flight to Guilin with us, and the next day we attended the mobilization meeting for the start of the Guilin-Guangzhou Railway in Guilin, Guangxi. After the construction started, we advanced the funds required for land acquisition and demolition before the central funds were in place. All cities and states also took active action, and the project construction went very smoothly.

Under the circumstances at that time, it was not easy to approve and start construction of a railway with a speed of 200 kilometers per hour for both passengers and freight. Before the dream becomes a reality, all tactics are based on “fast”.

After the start of construction, the contradictions in strategic thinking changed. If China’s high-speed rail stops at 250 to 300 kilometers per hour, traveling 250 kilometers from Southwest China to South China will be okay. But China’s high-speed rail will definitely run 350 or 400 kilometers one day, or even faster. Then passengers and cargo will be on the same line. The Guiyang-Guangzhou Railway with a spacing of 4.6 meters and ballasted tracks will widen the gap again. Chongqing will definitely build a straight line to the ballastless high-speed railway to Hengyang or Chenzhou. The only way to make Guizhou-Guangzhou become the main thoroughfare from southwest to south China is to improve the standards of Guizhou-Guangzhou.

At the beginning of 2009, after the preliminary work of the Changkun-Kunming, Chongqing-Guizhou and Chengdu-Guizhou lines started, on February 9, 2009, the provincial government issued a document to the Ministry of Railways proposing to adjust the speed target value of the Guizhou-Guangzhou railway and remove the freight (Qianfu Letter [2009] No. 16). After receiving the official documents, the Ministry of Railways began to work.

In May, leaders of the Guizhou Provincial Government led Comrade Liu Yuankun and his delegation to the Ministry of Railways and the National Development and Reform Commission to report to the Ministry of Railways and the National Development and Reform Commission, striving to change the “appropriate reservation conditions for further speed increase” in the feasibility study to 250 kilometers per hour in one step, without ballast, and pulling down freight.

The Ministry of Railways supports and agrees to raise the standard to 250 kilometers per hour and implement it in one go. In this way, the line spacing, tunnel section, and track mode will be adjusted accordingly. The Guizhou Provincial Government is requested to send a message to Wang Qingyun of the National Development and Reform Commission to seek support. The work of the Guangxi Autonomous Region is led by Lu Dongfu The deputy minister does it. Then Minister Lu went to Guangxi and completed the work in Guangxi.

Afterwards, the Ministry of Railways officially sent a letter to the National Development and Reform Commission: requiring “appropriate reservation of development conditions” to be changed to 300 kilometers per hour, line spacing 4.8 meters, fully ballastless track, trucks to be taken off the line, and to be changed to a passenger line. Because conditions for further speed increase were originally reserved, and the Ministry of Railways has a clear attitude of “requiring appropriate reservations for development conditions to be changed to 300 km/h”, we want to make full use of this “flexibility” and hope that the Second Railway Academy will provide 250 km/h in one go. Construction drawings of km/h, ballastless track.

The Second Railway Academy disagreed on the grounds that it had not received any documents to modify the design standards. To be honest, in order to produce the 250 km/h construction drawings, they also need to add some preliminary work such as adjusting some lines of exploration. Before receiving the official documents, their work will indeed be difficult.

The procedures of the National Development and Reform Commission are very complicated and cannot be solved at once. In order not to affect the construction, we can only turn the work to the Ministry of Railways. We hope that the relevant departments and bureaus of the Ministry of Railways can send a letter to the Second Railway Academy and let the Second Railway Academy act as According to the construction drawing giving 250 km/h. The relevant departments and bureaus knew that the ministry had sent a letter to the National Development and Reform Commission, and no one wanted to take the risk until the National Development and Reform Commission responded, not even a note. The Second Railway Engineering Institute had never officially issued a 250 km/h drawing before receiving the approval document.

This period is the most difficult and complex period of Guiyang-Guangzhou Railway construction. In addition to the construction organization’s requirement to implement 250 km/h in one go, in the future some projects will be scrapped and have to be stopped after the one-time implementation of 250 km/h. How to arrange the construction workers… A series of problems all bring huge risks and pressures. Comrade Zhang Jianbo, commander of the Guiyang-Guangzhou Railway Project, led tens of thousands of construction workers through the difficulties of the past six months with superb organizational skills and superhuman perseverance.

In late September 2009, through the persistent and patient work of Comrades Liu Yuankun and Chen Entropy, Comrade Huang Min (then Director of the Department of Basic Industries of the National Development and Reform Commission) finally agreed to launch the Guiyang-Guangzhou Railway adjustment standard procedure after the National Day. The standards are based on the letter submitted by the Ministry of Railways to the National Development and Reform Commission in May 2009.

In October 2009, the Second Railway Engineering Institute prepared an adjusted workability report based on the basic speed of 300 kilometers per hour, and the total investment increased by 9.3 billion yuan.

We were looking for ways to promote this work, and Comrade Chen Entropy was basically stationed in Beijing urging it every day. On November 7, 2009, China Consulting Corporation organized an expert meeting. The local government was not notified to participate in this meeting. At the meeting, railway experts all expressed their approval for Guiyang-Guangzhou to be converted into passenger trains.

It is not necessary for experts to issue a document to approve the changes if they agree with them. The approval procedures for major engineering projects in our country are very strict. From the words of the person in charge of the China Consulting Company who is responsible for the evaluation of this project, we can understand the approval process. He said:

The adjustment is not the adjustment of engineering measures mentioned in the submitted documents. There have been major changes in functional positioning, standards, and engineering investment, and it is not an adjustment of engineering measures. Adjustments to engineering measures can only be made based on the feasibility study approved by the original country. It is necessary to clearly request the design institute to further sort out the reasons for positioning Guizhou-Guangzhou as a passenger train, the impact of the adjustment on the relevant road network and double-decker container transportation channels, the impact on the industrial layout of Guangxi and Guangdong along the line, and whether the speed should be 250 kilometers or 300 kilometers for in-depth technical and economic comparison.

During this period, the leaders of the relevant departments of the Basic Department of the National Development and Reform Commission also believed: “There is no basis for Guizhou-Guangzhou to raise standards, and it is best to change the planning.” It should be said that according to traditional legal concepts and legal procedures, one year after Guizhou-Guangzhou started construction It is absolutely impossible to take drastic measures to raise standards.

For the long-term interests of Guizhou, comrades Liu Yuankun, Chen Entropy and other comrades did not give up. They took advantage of every opportunity to communicate and reported to relevant experts involved in the assessment work, fully letting every expert understand the necessity and long-term significance of this adjustment of standards. significance. Experts are experts after all. Although they know how difficult it is to pass the procedure, they still see clearly the significance of Guiyang-Guangzhou raising standards so that there will be no “shortcomings” in the national high-speed rail main network in the future.

On the evening of December 24, when the formal evaluation meeting began, the expert group leader Cao Jing said to Liu Yuankun: The discussions within the expert group were intense, but please rest assured that I will draft expert opinions in the direction of raising standards, but other issues depend on you. Solve it yourself.

At the evaluation meeting officially held on December 24, 2009, the person in charge of the project evaluation of the consulting company said from the beginning: This meeting has an arduous task and a heavy responsibility. All experts must speak openly and analyze the road network and industrial layout of Guizhou-Guangzhou. , social repercussions, procedural obstacles, World Bank loans, national debt funds, etc., if they cannot be overcome, they will not be changed.

A deputy director of the relevant division of the National Development and Reform Commission who attended the meeting also expressed a preference for no change. He said: Rapid railways do not necessarily have to be passenger-only, and passenger-only trains do not necessarily have a speed of 350 kilometers per hour. Railways must return to their basic functions of transportation, and their advantages in bulk material transportation cannot be lost. Experts are required to study the necessity of adjustments in terms of road network, passenger and freight volume, and industrial layout. Standard selection should avoid abandoned projects as much as possible. Ballastless track does not necessarily have to be used if the function is satisfied.

The experts participating in the meeting did not follow the baton of the host of the meeting. In the expert evaluation opinion drafted by Comrade Cao Jing, except for one expert who disagreed, all other experts agreed to adjust the Guiyang-Guangzhou Railway into a dedicated passenger line. Because before the meeting, when

Lu Dongfu, the deputy minister of the Ministry of Railways, had already done some work in Guangxi. As for Guangdong, the railway could not run very fast once it entered Zhaoqing, so ballasted tracks could only be used. Comrades from these two provinces who attended the meeting had no objections.

Guangxi mainly said that some investment-promoting enterprises along the route have started construction and will suffer some losses. Guangdong mainly talks about what to do with the original expenses if the land acquisition and demolition areas are not used after adjustment. None of these opinions constitute opposition to the change of the Guiyang-Guangzhou Railway’s passenger and freight line into a passenger-only line.

With the great help of Comrade Dou Hao, the evaluation report of the Guizhou-Guangzhou passenger train reform was finally printed two days before the Spring Festival in 2010 (Spring Festival is February 14). Guiyang-Guangzhou has taken another big step forward in reforming its passenger train procedures.

According to the document handling procedures of the National Development and Reform Commission at that time, the Department of Basic Industries could draft a document after receiving the evaluation report. The Department of Basic Industries would send the first draft of the document to the relevant departments and bureaus for countersigning. After countersigning by each department and bureau, the deputy director in charge of the Department of Basic Industries would sign. The procedure shall be completed after discussion at the committee director’s meeting or the committee director’s office meeting.

We know from practical experience that it is very difficult to complete any link of these procedures. Although the consultation report has given a positive conclusion, it is still very risky to complete all the procedures because everyone has the right to veto.

To reduce the risks of the approval process, we need to find ways to reduce the number of steps to pass. Liu Yuankun and Chen Entropy carefully designed a path to reduce links. I persuaded the Investment Department of the National Development and Reform Commission to agree not to ask the Ministry of Environmental Protection to issue an environmental impact assessment report, and then used the Investment Department’s working model to persuade the Department of Basic Industries to send the document to the deputy director in charge for approval without going through a director’s meeting.

In the process of exploring ways to reduce links, Liu Yuankun and the others found Comrade Dong Heyi, the then deputy director of the General Office of the National Development and Reform Commission, hoping that the General Office of the National Development and Reform Commission could adopt the Guizhou comrade’s suggestion: the Guizhou-Guangzhou Railway should be converted into a passenger-only line, and the line would remain basically unchanged, and the original project would not be abandoned. Only some standard adjustments were made to the original route, and the investment exceeded the original estimate by a little more than 10%. According to the capital construction procedures, there are no major changes. Whether it can be reviewed by the Department of Basic Industries will be followed by a reply from the General Office.

Director Dong then did a round of work. On March 22, 2010, Director Dong told Liu Yuankun and others: There will be no major engineering and technical adjustments for the Guizhou-Guangzhou Railway to be converted into a passenger-only line, and there will be no major budget adjustments. There is no need to re-evaluate the environmental impact, and there is no need to find leaders in charge. Comrade signs and approves, and the General Office of the National Development and Reform Commission will reply with a letter.

On June 3, 2010, the General Office of the National Development and Reform Commission issued the “Reply on Adjusting the Construction Content of the Guiyang-Guangzhou Railway Project” (Development and Reform Office Basics (2010) No. 1324), clarifying that the Guiyang-Guangzhou Railway is a passenger dedicated line with a speed target value of 250 km/h, with infrastructure reserved for further speed increases (i.e. 300 km/h).

4. Strategies and tactics for restoring the central hub of Southwest Railway

Historically, because the four railways of Guizhou-Guizhou, Sichuan-Guizhou, Guizhou-Kunming, and Hunan-Guizhou railways intersect in Guiyang, Guiyang has become the central hub of railway transportation in southwest my country. However, due to the construction time of these four railways, due to the limitations of my country’s productivity level, especially capital, technology, construction materials and other conditions, the construction standards were very low, the operation speed and efficiency were not high, and they were in line with the rapid economic and social development of Guizhou Province and even the entire southwest region. The requirements of development are becoming increasingly incompatible.

The first one to break through this pattern was the Yuhuai Railway. There are four points mentioned in the feasibility plan of the Chongqing-Huainan Railway. The first one is that Chongqing and Sichuan are economically developed regions in the west. However, whether from Hubei to the north or from Guiyang to the south, the railway standards in these two areas are very low. There is no good road within 10,000 square kilometers. We must find a way to build a railway from Chongqing to Huaihua.

In April 2007, after China’s sixth large-scale railway speed increase, the 12 trains bound for East China and Guangdong from Chengdu and Chongqing no longer took the Sichuan-Guizhou line, but the faster and shorter Yuhuai Railway. “Leave behind” large areas of Guizhou and no longer pass through Zunyi, Guiyang and other places. “The glory that history once possessed must continue to be pursued and re-earned, otherwise it will not be ours.”

(1) It is not only necessary for Guizhou-Guangzhou to initiate projects and start construction, but it also needs to be fast.

During the pre-feasibility study, the Guiyang-Guangzhou Railway started working based on passenger traffic at 250 km/h and freight at 120 km/h, with passengers and freight traveling on the same line. However, after comparison and demonstration in various aspects, 200 km/h was still reported as the speed target value.

When Guizhou proposed to the country to build the Guiyang-Guangzhou Railway, the “Eleventh Five-Year Plan” had already been implemented for eight months. In our country, such a large project must first be included in the five-year plan before follow-up work can be done. According to the conventional “Ten-Year Plan” It was not included in the 1st Five-Year Plan, but it will be included in the 12th Five-Year Plan five years later. The country has already taken care of us to “supplementally” include it in the 11th Five-Year Plan, which encourages us to complete all the preliminary tasks at one go. Work realization project started.

At that time, the national situation, public opinion, and theoretical feasibility did not allow Guizhou to build a high-speed railway with a speed of more than 300 kilometers per hour. 250 km/h passenger transport and 120 km/h freight transport was the “limit” proposal of feasibility at that time. It is not that the feasibility study report says that “the 250km/h plan has the largest project investment (compared to 200km/h, the 250km/h plan is reserved for 930 million more). Although it can further shorten the travel time on this line, the impact on passenger flow will not be obvious. The economic benefits are poor and the initial project investment is not well utilized.”

A very critical issue is that there is no certainty that 250 km/h passenger transport and 120 km/h freight transport will operate on the same line. The situation at that time was: the 250 km/h plan for passenger and freight transport will operate on the same line, although similar tests have been conducted on the Jiaoji Line , it was also planned to be implemented in a small number of sections of some lines during the sixth major speed increase. However, there were no corresponding design specifications and no mature operation and management experience at that time. The newly-built long trunk lines would implement a 250 km/h passenger and freight co-line operation plan at one time. The system matching needs to be further improved; in addition, it does not match the speed target value of the relevant road network. Therefore, the 250 km/h plan can only be implemented after conditions are mature.

(2) Seize the commanding heights of the central hub of the Southwest Railway.

Guiyang is the geometric center of my country’s traditional southwest region, and Guangzhou is the largest central city in South China. Railways from many cities to South China will use Guangzhou as their destination. As long as the railway standard from Guiyang to Guangzhou is high enough, Guiyang will become the central hub of the southwest railway. .

The so-called high standard means that the line must be straight (the distance between two points is the shortest) and the speed must be fast. The line must be directed directly to Guizhou and Guangzhou, which has been basically resolved before construction begins. The speed must be faster. Although 250 km/h is reserved, the potential threat to Guizhou-Guangzhou has not been eliminated. This is because China’s high-speed rail will continue to increase speed step by step. Once 350 km/h becomes the norm, Guizhou-Guangzhou itself will If it is not applicable, greater threats will arise.

In the past, the Sichuan-Guizhou Railway had a low standard and the Chongqing-Huaihua Railway was built. If the Guiyang-Guangzhou railway standard is low, it can still be stretched from Chongqing to Hengyang and then build a passenger line with a higher standard than Guiyang-Guangzhou. The history of Guiyang losing the central hub of the Southwest Railway will repeat itself again. The high-speed target value of Guiyang-Guangzhou Railway has become the commanding heights to seize the central hub of Southwest Railway.

Why should the Guiyang-Guangzhou Railway, which runs on the same line for passengers and freight, be turned into a passenger-only railway? There are still some shortcomings left by the unchanged passenger line between Guizhou and Guangzhou and the passenger and freight lines cannot be solved. Originally, 250 km/h was reserved, and leeway was left for bridge structure types and tunnel clearance areas. However, to adapt to the faster ballastless track, the main line spacing cannot be solved according to the original plan of co-linear passenger and freight transportation, so freight can only be taken away. Come down.

After the freight is removed from Guizhou and Guangzhou, it will not affect the flow of goods from Guizhou to the Pearl River Delta. The capacity expansion and reconstruction project of the Guizhou-Guangxi Railway has been completed. On this basis, relevant departments are considering renovating the line between Guiyang and Liuzhou. After passing Liuzhou, there is the Liuzhao Railway, which has been included in the national medium and long-term planning. The line Qiangui-Liuzhao-Guangzhou forms a bow with Guizhou. Guiguang is the string of this bow. It is just a little straighter. Qiangui runs Freight is the perfect fit.

It is said that the National Development and Reform Commission has recently approved the new railway line from Liuzhou to Wuzhou. The line starts from Liuzhou through Xiangzhou County and Nanping County to Wuzhou South Station and connects with Nanguang. The new main line is 233 kilometers long and has a speed target of 160 kilometers/ Hour. Compared with the 2004 version of the medium- and long-term road network, the current Nan-Guangzhou Railway from Wuzhou to Zhaoqing West and the originally planned Wuzhou-Zhaoqing section of Liuzhao Road are on the same line.

In a few years, the national high-speed railways (passenger dedicated lines) will be networked into a large system. This system will change the existing layout of the original cities across the country. Whichever city enters this system will have quick and frequent connections with other cities, and with the entire city. As a big family, progress will be faster if we work together. Any city that has not entered this system will gradually fall behind. The speed of urban progress will be positively correlated with the number and speed targets of high-speed rail in the city.

(3) After Guiyang-Guangzhou construction starts, the top priority is to start construction of Changsha-Kunming Railway.

After everyone understands the role of high-speed rail, every city will consider connecting itself to surrounding cities as soon as possible. With China’s current management system, as long as both parties are willing, it is possible to get things done. The Yunnan-Guizhou Railway is a typical example.

The Nanning-Kunming Railway originally spanned the three provinces (regions) of Yunnan, Guizhou, and Guangxi. Yunnan and Guangxi agreed to straighten it from Kunming, leaving Guizhou to connect with Nanning. Construction started without any consultation with Guizhou. Under such a system, it is very important to determine which surrounding cities Guiyang is connected to first, which is related to the regional network layout.

One of the “four horizontal lines” of the passenger dedicated lines in the 2004 “Medium and Long-term Road Network Plan” is from Hangzhou to Changsha. Since Guangzhou already has high-speed rail to Guiyang, and in the future with the construction of Lanzhou-Chongqing Railway and Chengdu-Chongqing Expressway, With the reconstruction of the Sichuan-Guizhou Railway, the western region will form a fast and high-capacity railway channel starting from Lanzhou in the northwest and ending in Guangzhou in the southeast. Considering it as a “network”, it is reasonable to extend the Hangzhou-Changchun Express to Guiyang.

The people of Guizhou did not unilaterally ask the people of Hunan to help them grow up, but gave the prepared materials to the people in Yunnan, hoping to come together to help them grow up. Although Yunnanese were not very interested at first, they believed that they should take the newly built Yunnan-Guizhou Railway to the Pearl River Delta, and that they should take the Yunnan-Kunming Railway or the Chengdu-Kunming Railway to the Yangtze River Delta and north to Beijing. In any case, Chongqing and Chengdu are better than Guiyang has much more scenery, so traveling to Guiyang is not very attractive.

Although there was little interest but little resistance, the efforts of Guizhou people became a “concept” at the national level. From July 1 to 2, 2008, the National Development and Reform Commission held a meeting to adjust the national medium and long-term railway planning, attended by relevant comrades from various provinces, autonomous regions and municipalities. The Chang (Sha) and Kun (Ming) passenger trains were included in the 2008 version of the national medium and long-term network plan.

The difficult problem in the preliminary work of Changzhou-Kunming is how to ensure that the entire Shanghai-Kunming line is built according to the target speed of 350 kilometers per hour, so as to avoid forming a “short board” in the country’s main high-speed rail network (“four vertical and four horizontal”) in the future. Documents of China International Engineering Consulting Corporation (Zijiao [2009] No. 692, issued by Hu Xijie) “Consultation and Evaluation Report on the Changsha to Kunming Section Project (Proposal) of the New Shanghai-Kunming Railway Passenger Dedicated Line”, “Evaluation of the Speed Target Value” The conclusion is this:

The “Pre-Feasibility Study Report” considers the reasonable positioning analysis between this line and other modes of transportation, and combines the characteristics of this line’s passenger transport with mainly long-distance passenger flow, and carries out three speed target value schemes of 250, 300 and 350 kilometers per hour. Based on the research and comparison, compared with the 350 km/h scheme, the static investment of the 250 km/h scheme and the 300 km/h scheme are reduced by 4.2% and 1.1% respectively, so the 350 km/h scheme is recommended.

The assessment is that:

1. Although the Changzhou-Kunming Passenger Express and the Hangzhou-Changsha Passenger Express constitute the “Four Vertical and Four Horizontal” “Passenger Dedicated Lines” in the “Medium and Long-term Railway Network Plan (Adjustment in 2008)”, “Hangzhou-Nanchang-Changsha-Guizhou-Kunming Passenger Dedicated Line”, It occupies an important position in the road network. However, considering that the energy consumption and pollution indicators of EMUs are greatly increased and the comfort level is greatly reduced when running at 350 km/h, it has not been widely recognized internationally. There are only a few passenger express trains under construction in our country. The 350 km/h speed standard is adopted for construction. There is currently no practice in the operation and management of 350 km/h long railway trunk lines in China. There are certain risks in the simultaneous large-scale construction of high-standard passenger dedicated lines.
2. Consider that compared with the Hangzhou-Changchun Express Passenger Express, the passenger flow of the Changchun-Kunming Passenger Express is relatively small, especially the passenger flow density in the Guiyang-Kunming section is only 18.2 million in the near future and 23 million in the long term. The long-term passenger flow density ratio of this section is about 3:2:1. This line is constructed according to the 200 km/h standard for opening and operation, which can avoid the technical, construction and operational risks of this line to a certain extent, and the equipment behind the station is localized. The efficiency can be greatly increased, thereby saving investment and improving efficiency; after the network transportation organization model of passenger dedicated lines is basically established, the timing of speed increase can be further studied as needed.

Therefore, in line with the principles of prudence and seeking truth from facts, the evaluation believes that the speed target value of this line should be constructed according to the 200 km/h standard for initial opening, and relevant infrastructure standards are appropriately reserved. It is recommended that further demonstration and determination be made during the feasibility study stage.

Why didn’t Guiyang and Guangzhou quickly connect to Chongqing or Chengdu to form a north-south corridor as soon as possible, but instead first considered building an east-west artery? This is to give full play to the enthusiasm of Chongqing and Chengdu. The two largest cities in the southwest, which are located to the north of Guizhou, may not want to think of Guiyang, but they definitely think of Guangzhou. Once the Guiyang-Guangzhou and Changzhou-Kunming railways intersect in Guiyang, Guiyang’s position in the southwest railway network will no longer be available. Instead, Guiyang already has a direct and fast passenger train to Guangzhou. Cities north of Guiyang that have roughly the same longitude as Guiyang can only connect to Guiyang.

The two largest big cities in the southwest are located north of Guiyang. After Guiyang, Changkun and Guiyang meet, if they do not want to connect with Guiyang, people will doubt whether they are cities in the southwest or northwest. That’s why Guizhou people don’t care when the construction of Chongqing-Guizhou and Chengdu-Guizhou will start, but the construction of the Changzhou-Kunming Express Line started on March 26, 2010.

(4) Abandon Shuicheng and straighten the Guiyang-Kunming section of the Changchun-Kunming Passenger Railway from Guiyang to Kunming.

The intersection of Guiyang-Guangzhou and Changzhou-Kunming passenger trains in Guiyang not only establishes the basic layout of Guiyang as the central hub of Southwest Railway, but also creates a major channel from Guangzhou to Southeast Asia. To make this major channel truly feasible in the future, the construction of the Changchun-Kunming Passenger Railway must abandon Shuicheng and straighten the construction from Guiyang to Kunming.

Historically, many important activities of ASEAN countries and China were held either in Kunming or Guangzhou. ASEAN has ten countries, five of which are called “land countries” and five of which are called “island countries.” Land countries mainly border China through Yunnan. Island countries communicate with China mainly through sea and air transportation. The main import and export is in Guangzhou. The pattern of exchanges between the ASEAN region and Guangzhou and Kunming will not change.

Yunnan Province proposes to build the third Eurasian continental bridge. The basic direction is the Pearl River Delta port group represented by Shenzhen Port, with Kunming as the hub, connecting Guangdong and Guangdong through railways and highways, and heading west to Dali and Ruili (or Baoshan Monkey Bridge ) passes through Myanmar, Bangladesh, India, Pakistan, and Iran, enters Europe from Turkey, and finally arrives at the Port of Rotterdam in the Netherlands. It runs through 17 countries in Asia and Europe, with a total length of 15,000 kilometers. Obviously, when Yunnan and Guangxi provinces (districts) built the Yunnan-Guangxi Railway, they must have believed that the Yunnan-Guizhou Railway and the Nan (Ning)-Guangzhou (Zhou) Railway were the ideal channels to connect Guangxi and Guangdong in this plan.

Construction of the new Yunnan-Guizhou Railway main line

Assume the length is 785.045 kilometers, the target speed is 200 kilometers per hour, and the target travel time from Kunming to Nanning is 5 hours. The Nanning-Guangzhou Railway is 577 kilometers long, with a speed target of 200 kilometers per hour and a travel time target of 3 hours from Nanning to Guangzhou. By simple superposition, the total distance from Guangzhou to Nanning to Kunming via the newly built railway is 1,362 kilometers, with a target travel time of 8 hours.

The original Guiyang-Kunming Railway started from Guiyang. After arriving at Anshun, it went northwest instead of west. It made a big bend in Guizhou, passed through Shuicheng, then southwest to Panxian, then westward, passing through Qujing to Kunming. The total distance is 439 kilometers. .

After the opening of the Guizhou-Guangzhou Railway, if you take the Guizhou-Guangzhou Railway and then the Guizhou-Kunming Old Line to Kunming, the total distance should be 1,496 kilometers, which is 134 kilometers longer than the Guangzhou-Nanning-Kunming New Line. In fact, measured on a 1:5500000 map, the distance from Guangzhou to Kunming via Guiyang is 74 kilometers longer than the distance from Guangzhou to Kunming via Nanning.

Since Yungui is not a straight line and Nanguang is discounted in the middle, and the new line from Guiyang to Kunming can straighten it, this creates conditions for a shorter route from Guangzhou to Kunming via Guiyang than from Nanguang to Yungui. The result of the Guizhou-Kunming route selection was that Guizhou people abandoned Shuicheng and stretched a straight line from Guiyang to Kunming. This leads to opposite conclusions about the actual route lengths of the two passages from Guangzhou to Kunming via Nanning and from Guangzhou to Guiyang and the point spacing on the map.

The main line between Guizhou and Kunming is 462 kilometers long, and the total length between Guizhou-Guangzhou and Guizhou-Kunming is 1,319 kilometers, which is 77 kilometers shorter than that between South-Guangzhou and Yunnan-Guizhou. 77 kilometers is a simple superposition, but for real operation, the hub must use a connecting line. For the real journey, see China Railway Eryuan Engineering Group Co., Ltd.’s “Preliminary Design Instructions for the Changsha to Kunming Section of the New Shanghai-Kunming Passenger Dedicated Railway”. The designed EMU traffic map shows that Kunming to Guangzhou via Guiyang is 1,331 kilometers, and Kunming to Guangzhou via Nanning is 1,346 kilometers. The distance from Guangzhou to Kunming via Guiyang is 15 kilometers shorter than via Nanning. The price is that Guizhou gave up the Guizhou-Kunming high-speed rail through Shuicheng.

Maybe this little distance can’t explain the problem. The bigger gap will be reflected in the speed target value of the line. Guiyang-Kunming is 350 km/h, Gui-Guang is 250 km/h; Yun-Gui and Nan-Guang are both 200 km/h. These parameters may make the travel time from Guangzhou to Kunming via Nanning nearly 2 hours longer than the travel time from Guangzhou to Kunming via Guiyang.

It can be expected that passengers traveling directly from Guangzhou to Kunming will most likely appear on the high-speed rail from Guangzhou to Guiyang. This route will form a new location line from Guangzhou to Kunming.

(5) Abandon Tongren and build the Tongyu intercity railway.

Changzhou-Kunming passenger line selection, abandoning Shuicheng is a proactive behavior of Guizhou, while abandoning Tongren is a passive behavior. As a passenger dedicated line with a target speed of 350 kilometers per hour, like the Guizhou-Guangzhou Railway, the more straight it is, the more beneficial it is for Guizhou, and the faster it will be to travel with the entire Yangtze River Delta. Therefore, Guizhou’s idea is to straighten it from Changsha to Guiyang.

But from the perspective of the Ministry of Railways and Hunan Province, the line must pass through Huaihua. Huaihua is actually a hub, which is understandable. After Huaihua, there are three options: whether to follow the old Shanghai-Kunming Line from Kaili to Guiyang, or to pass through Tongren and leave the Shanghai-Kunming Line to Guiyang, or to pass through Tongren and then go south along the Shanghai-Kunming Line to enter Guiyang. There are three options.

Among the above three options, the first and second options have relatively straight lines and are in line with the principle of high-speed trunk lines. The third option will have a larger turning point in Guizhou. At that time, we learned that the route selection in Hunan also involved a dispute over whether to go through Changsha to Loudi or Shaoyang. Some people insisted on passing through Loudi or Shaoyang.

Guizhou finally took this as a condition. If Hunan Province’s route selection is to pass through Loudi and then Shaoyang, then Guizhou’s plan is to go through Tongren and then Kaili. In the end, the route was determined as straight as possible. Hunan took the route from Changsha to the south of Loudi and north of Shaoyang to Huaihua. After entering Guizhou, it entered Guiyang from Yuping via Kaili.

Since the Chang-Kunming Passenger Dedicated Line does not pass through the prefecture-level city of Tongren, Guizhou has reason to seek permission from the Ministry of Railways to build an intercity railway connecting Tongren to the Chang-Kunming Passenger Dedicated Line. This is how the Tongyu Intercity Railway came about. The first step of the Tongyu Intercity Railway is to allow passengers from Tongren urban area to quickly enter the Changzhou-Kunming Passenger Line with large volumes of traffic; in the second step, Tongren and Yuping can be separated to extend the intercity railway mileage to the north and south, and a very long railway can be constructed. Good tourist railway. Construction of the Tongyu Intercity Railway started in December 2013.

(6) Do not hesitate to accept 49% of the capital investment in the Guizhou section of the Guizhou-Guangzhou Railway.

Guizhou invested 49% of the investment capital of the Guizhou section of the Guizhou-Guangzhou Railway. Many people cannot believe it. First, the country will not ask for this. Second, Guizhou people will not be so stupid. Third, how can Guizhou have so much money.

Railways in various provinces that have been included in the “Eleventh Five-Year Plan” are rushing to launch. Many departments have accused the Ministry of Railways of investing too much, but it still cannot meet the requirements of each province. The Guiyang-Guangzhou Railway originally did not even have the “Eleventh Five-Year Plan”. After inclusion and supplementary inclusion in the plan, the arrangement should be at the end. It is difficult for the Ministry of Railways to squeeze in the front.

The leaders of the Ministry of Railways approached the leaders of the Guizhou Provincial Government and wanted to make an explanation with each province. It is best for Guizhou to contribute half of the investment capital of the Guizhou section. The leaders of Guizhou Province did not bargain at all and agreed to the offer.

According to the pre-investment estimate at that time, the Guizhou section should be 23.38463 billion yuan. Capital accounted for half of the total investment, which was 11.69232 billion yuan. Guizhou’s 49% should be 5.72923 billion yuan. Few people would believe that Guizhou could spend 5.7 billion yuan to build railways in the winter of 2006, because in 2005, Guizhou’s fiscal expenditure for a year was only 52.073 billion yuan, and the provincial level was 16.26636 billion yuan. It is not easy to invest 1/3 of the total annual fiscal expenditure at the provincial level in a railway.

Some people are beginning to think that Guizhou’s leaders are stupid and that such a poor place should rely on the central government; others are estimating that Guizhou just gave a blank check and will have to rely on the central government for funding if it has no money after starting work.

The Guizhou Provincial Party Committee and Provincial Government are committed to integrity, and since they have promised, they will not miss a penny. The Provincial Party Committee and the Provincial Government have made a decision: starting from 2008, the provincial finance will arrange 400 million yuan to invest in railways, which will increase in line with the growth of fiscal revenue every year on the basis of 400 million yuan. In other words, Guizhou’s funds for railway investment have been included in the list for a long time. financial budget. Since it is included in the fiscal budget, when the investment intensity is too high in a certain period, the railway investment company can raise funds from financial institutions, which ensures a continuous flow of funds for Guizhou’s railway investment.

The Guizhou-Guangzhou Railway needs Guizhou’s investment. The Guizhou Provincial Government did not break its promise. Even before central funds were invested in Guizhou-Guangzhou, in order to seize time for land acquisition and demolition, the Guizhou Provincial Finance Department advanced the money first. In other words, Guizhou Province’s investment ratio Central funds have not yet been received.

After the Guizhou-Guangzhou Railway, for all high-speed railways passing through Guizhou, Guizhou’s investment is the cost of land acquisition and demolition. In 2010, the end of the “11th Five-Year Plan” period, Guizhou Province’s general budget expenditure was 164.32 billion yuan, a net increase of 112.247 billion yuan compared with 2005, the end of the “10th Five-Year Plan” period. Comparing this figure, 5.7 billion yuan should be a fraction.

5. Actively respond to the Guizhou high-speed rail era

(1) More room should be left in planning for the development of cities and towns covered by high-speed rail networks.

Narrowing the gap between developed and underdeveloped regions specifically involves narrowing the gaps in material flow, energy flow, information flow, capital flow, and population flow. Among them, population flow is the most important factor. A place where no one or few people go, no matter how many resources there are, cannot develop. The high-speed rail network will play a decisive role in the development of cities and urban agglomerations in Guizhou.

In the “National Rapid Railway Network” of the “Twelfth Five-Year Plan for National Economic and Social Development of the People’s Republic of China”, there are two major passenger transport lines: Guangzhou-Guiyang-Chongqing-Chengdu-Lanzhou-Urumqi and Shanghai-Nanchang-Changsha-Guiyang-Kunming The large channel connects the two urban agglomerations of the Pearl River Delta and the Yangtze River Delta with Guiyang, which will greatly promote the rapid development of the urban agglomeration in central Guizhou with Guiyang as the center and the cities and towns covered by the high-speed rail network.

The long-term thinking of developing small towns has made Guizhou unable to open up a new situation in terms of urban layout and urban scale. The new round of city (town) planning should determine the basic structure of long-term development of cities (towns) from a broader space and ensure that cities have a broader space for development.

Three core points must be grasped: first, firmly grasp the three key links of urban comprehensive transportation, land use, and ecological environment to compile high-quality urban planning; second, adhere to the planning and construction of urban skeleton road networks to lead urban development; third, follow the “pull The idea and sequential organization and construction of “start construction, optimize layout, new areas first, and promote old areas”.

High-speed railways passing through various cities and prefectures and highways leading to various counties form a criss-crossing transportation network. The major thoroughfares centered on Guiyang have laid a solid foundation for the layout of urban agglomerations across the province.

The long-term layout of urban agglomerations in Guizhou Province should be based on cities with a population of more than 1 million where prefecture-level cities and state capitals are located, and a group of counties and county-level cities with good land use conditions, guaranteed water supply, and transportation nodes should be selected for development. It is a medium-sized city, and the central town at the transportation node is planned as a small city. This is generally in line with the new urban agglomeration that coordinates urban and rural development and urban-rural integration and “always regards the countryside as the base plane of the region” and integrates the city into the entire system of the region. among.

For urban areas with high-speed rail stations passing by, it is necessary to start the planning and construction of new urban areas with the high-speed rail stations as the center of the new area in the near future. High-speed rail is a revolutionary change for people traveling between cities. High-speed rail only transports people, not goods. After the high-speed rail is opened, it will bring a large number of passengers to the city and trigger service industries around the high-speed rail station. The area where the high-speed rail station is located must be The city’s new commercial center. Cities that need to expand and build new districts should best combine the construction of high-speed rail stations and start the construction of high-speed rail as the center of the new district under recent construction as soon as possible. Once the high-speed rail is opened, the promotion effect of this area on urban development will be immediately apparent.

(2) Construct a national quality tourist area and participate in the construction of the Pearl River-ASEAN Tourism Corridor.

Every new breakthrough in transportation technology will push the development of tourism to a new stage. A study in Norway (Hoyer, 2000) showed that among all personal movements, tourism-related movements accounted for more than 50%.

The Nangui-Kunming region has unique advantages in developing tourism. It has many national-level scenic spots and nature reserves. The cultural landscape is colorful and unique, and the natural climate is pleasant. It is a good place for tourism and summer vacation.

The Guiyang-Guangzhou Railway connects Guiyang, Guilin and the Pearl River Delta region and is a tourist hotline. The formation of high-capacity fast lanes between Chengdu, Chongqing and Guiyang will greatly stimulate the potential travel demand of people in South China and Southwest China. The Shanghai-Kunming High-speed Railway runs from east to west and connects the entire high-speed rail network in the east and central areas. It can be expected that Guizhou, which has entered the era of high-speed rail, will also enter a new era of great development of tourism.

The main form of tourism activities is the movement of tourists in physical space, which produces a series of spatial phenomena and spatial organization. In addition to the construction and management of tourist attractions, the key to building a national quality tourist area is that the tourism belt formed by the connection of various tourist areas should be well laid out in conjunction with the urbanization strategy.

First, each major tourist belt should have its corresponding large and medium-sized cities, so that these cities form central tourist destinations in the entire tourist belt;

Second, pay attention to the planning characteristics of cities along the line. Tourist towns should attract tourists from all over the world with distinctive cultural characteristics. The long and dignified history and culture and colorful ethnic cultural elements of the cities along the line should be integrated into the town planning to make the tourist towns become The essence and epitome of Yunnan-Guizhou cultural characteristics;

Third, adhere to the modern standards of infrastructure and urban connection channel facilities in large and medium-sized cities along the line;

Fourth, improve the service facilities of tourist cities (towns) so that tourists can enjoy hygienic and comfortable accommodation, unique and delicious catering, safe and convenient transportation, and colorful entertainment.

To achieve efficient flow of tourism flows, transportation is a key factor. It not only provides tourists with a passage between the source of tourists and tourist attractions, but is itself an integral part of the large tourist attraction system. Tourists enter the destination starting from enjoying the transportation and environment. Obviously, the Guiyang-Guangzhou and Guiyang-Kunming high-speed railways will be fast, comfortable and have large transport capacity, setting up the main framework of the Pearl River Delta and ASEAN tourism corridor.

Southeast Asia is home to many places of interest and historic sites, as well as a number of world-famous tourist attractions. The rich local cultural customs and the beautiful natural scenery blend seamlessly together. This comfortable and elegant environment will definitely be a pleasant experience for a large number of Chinese tourists.

Before the Pan-Asian regional railway network is completed, you can first consider using the Kunming-Bangkok highway planned and constructed by China, Laos and Thailand when going out from Kunming, that is, taking a high-speed rail to travel through the southwest and taking a bus directly to Bangkok. The total length of the Kunming-Bangkok Highway is 1,855 kilometers, including 708 kilometers in Yunnan, 297 kilometers in Laos, and 805 kilometers in Thailand. Adding 1,286 kilometers from Guangzhou to Kunming, it will form 3,141 kilometers from Guangzhou to Bangkok, a high-quality tourist route that is not inferior to any in Europe. World-class sightseeing tour routes.

(3) Industrial development must adhere to the principles of ecological civilization.

First, industrial layout must fully consider ecological and environmental issues, and consider the feasibility of each project based on environmental capacity.

Second, in the process of promoting industrialization and urbanization, we must attach great importance to the prevention and control of environmental pollution. New urban areas, industrial projects, and real estate development projects must undergo environmental impact assessments, and the “three simultaneities” between project and environmental protection facility construction must be implemented. Local governments must do everything possible to squeeze out funds to ensure investment in urban garbage treatment and sewage treatment facilities and improve urban waste and wastewater treatment capabilities.

Third, we must change the lifestyle of farmers, speed up the construction of rural roads, water supply, power supply, biogas and other infrastructure, retain the original natural and green characteristics of rural areas, eliminate environmental pollution, and improve the quality of rural life. Change agricultural production methods, optimize the agricultural industry structure, vigorously develop ecological agriculture, tourism agriculture, organic agriculture, and green agriculture, and minimize agricultural non-point source pollution and damage to the natural ecology.

New industrialization requires comprehensive utilization of resources, reduction of pollutant emissions, emphasis on circular economy, and full utilization of human resources. This requires that all urban industrial enterprises should preferably enter the park. Not only newly established industrial parks, but also industries that were originally scattered in every corner of the countryside should be concentrated in urban (town) industrial parks.

The sudden increase in the flow of people in late-developing areas will also help these areas develop local industries according to the path of new industrialization.

First, the integration of informatization and industrialization can be further promoted from a higher starting point.

Second, it is conducive to vigorously developing the service industry. The service industry will be the main form of urban employment in Guizhou. Guizhou’s urban producer services and consumer services have great potential for development in various fields, including not only the transportation and communications, packaging and logistics, culture, film and television, catering and entertainment industries that have been growing rapidly in recent years, but also the rapid growth as national income increases. High-end service industries such as finance, insurance, medical care, and education.

(4) Make good use of the “latecomer advantage” to rapidly improve the development level of social undertakings in the province.

The “latecomer advantage” was originally applied in the field of economic development. It was believed that economically backward regions could learn from the technological experience of advanced regions and achieve a compressed industrialization process through strong government organization. The possibility for backward regions to take advantage of “latecomer advantages” lies in: (1) Substitutability of institutional arrangements is common; (2) Technology transfer

Migration is universal; (3) Relative backwardness provides people in backward areas with motivation and pressure to catch up.

Looking at the economic and social development of Guizhou in recent years, you will see the existence of this “latecomer advantage”. High-speed rail has brought a large flow of people, especially since the time and space with developed areas have been shortened, the “latecomer advantage” of social development may be more obvious than economic construction.

Summers in the Pearl River Delta and Yangtze River Delta are hot, and qualified families may buy houses in Guiyang and other places. They want to live, and market demand will drive the development of a number of social undertakings similar to those in developed areas. Some people may come to invest in schools and hospitals. Because of the convenience of travel, teachers and doctors from developed areas can work part-time in schools and hospitals in Guizhou. More fundamentally, as the living standards of local residents improve, their demand for high-level local social undertakings will rapidly increase the development level of social undertakings in the province.

The development of education, medical care, science and technology, cultural industries and cultural undertakings requires, first, the market, second, capital, and third, talent. As Guizhou is relatively closed, all three are lacking in Guizhou. This has resulted in Guizhou’s relative backwardness in history. The large flow of people in the high-speed rail era will break Guizhou’s closed state, and the development level of social undertakings in the province will make a leap.

6. Several issues that can still be discussed

(1) Several railways that had initially reached a consensus that year but had not yet formed a document.

1. Guiyang-Dejiang-(Chongqing) Qianjiang-(Hubei) Enshi-Shiyan. Also known as Guiyang to Zhengzhou Railway. Since the state has approved the start of the Zhengzhou-Wanzhou high-speed railway, the originally planned Enshi-Shiyan line no longer exists. Enshi can be connected to Badong Station in Hubei Province on the Zhengzhou-Wanzhou Railway.
2. Shuicheng-Panzhihua. The intention is to build a railway from Guangzhou to Tibet. Panzhihua-Lijiang-Shangri-La-(Tibet) Bomi has been included in the medium- and long-term railway network plan, and the Guiyang-Shuicheng railway has started construction. Originally, the medium- and long-term plan to connect Panzhihua from the east was to go out from Zhaotong, and the line shape was not as good as the line out of Shuicheng, because It connects Guiguang and Changkun.
3. Yellow barrel – Weishe. After the Nan-Kunming Railway was replaced by the Yun-Gui Railway with higher standards, it also left behind Weishe, which passes through Qianxinan, Guizhou Province. Picking up Weishe from Huangtong is in Guizhou and is easy to achieve. It was originally planned to use this section to replace the Huang (Tong) Bai (Color) Railway. In order to get the Guangxi people’s seal of approval for the Guizhou-Guangxi Railway, Guangxi agreed on the condition that the Huang-Bai Railway would not be changed. Now you can fix this section first and then talk about it.

(2) Plan and build some passenger-oriented tourist railways.

The Tongyu intercity railway mentioned above was built to compensate for the inability of the Changzhou-Kunming Passenger Train to pass through Tongren urban area. In fact, both ends can be extended on this basis. Tongrenduan can pass through Fenghuang to Jishou, and the top of Jishou is Zhangjiajie. From Yupingduan, you can go to Li Congrong area in southeastern Guizhou and then to Libo to pick up the passenger train from Guiyang to Nanning. This constitutes a very complete tourist route.

(3) From this, we thought that Guizhou also has an ordinary railway system. In addition to the original railways and the six newly built high-speed railways across provinces and regions, the Ministry of Railways originally planned to help Guizhou build an ordinary railway system with a target speed of 160-200 kilometers per hour. Guizhou Province also made plans. Now looking back Look, perhaps the planning at that time could have been further studied, such as the Tongyu intercity railway and the Shuicheng to Panzhihua railway mentioned earlier. Can we now follow the layout of urban agglomerations in Guizhou Province? For example, there are Gui’an New District, central Guizhou urban agglomeration and provincial border cities with promising development prospects, and cooperate with the highway network to build a number of major transportation channels to achieve Guizhou’s transportation modernization.