Flexible Pricing Of Railway Freight Pportation

< p > for the outside world, "the price will be increased by 1.5 cents per ton in the next year, and 1.5 points / tonne kilometers in the next spring". The above points out that the specific tariff has been classified as a secret item by the central government, and no judgement can be made before the announcement of the formal plan.

Reporters interviewed many people in the industry believe that from the perspective of market-oriented reform of the overall tariff reform, it is even more desirable to replace government pricing with government guidance and increase the elasticity of freight rates.

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< p > in addition, the industry believes that since the 7-10 part of Beijing and Guangzhou Beijing-Shanghai high-speed railway and the EMU of Beijing-Shanghai high-speed railway have already implemented the preferential policies for time periods, it is expected that the future high-speed rail flexible ticket system will become the norm.

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< p > < strong > dynamic adjustment mechanism is going to come out < /strong > < /p >

< p > the freight price adjustment plan mainly refers to the opinion issued by the State Council in August 19th on Reforming Railway Investment and financing system and Accelerating Railway Construction (hereinafter referred to as "opinion").

The "opinions" clearly pointed out that the price of railway freight will be formulated in accordance with the principle of maintaining a reasonable ratio of price between railway and highway, and the dynamic adjustment mechanism of railway freight price along with the price change of highway freight will be established.

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< p > reporters learned from their work that the data quoted by Sheng Guangzu, general manager of China Railway Corporation in May this year, in the internal address of freight forwarding, showed that in 1980 -2012, the share of railway freight turnover in the whole society had dropped from 47.5% to 16.9%, a decrease of 30.6 percentage points. In the same period, the share of highway freight turnover increased from 6.4% to 34.6%, an increase of 28.2 percentage points.

The highway has become one of the main competitors in railway freight conversion, and freight rate has become the main means of competition.

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< p > public information shows that the current highway freight rate is 0.4 yuan -0.5 yuan / tonne km, many people in the industry believe that, according to the freight ratio of 1:3, the railway freight rate reasonable interval is about 0.14 yuan -0.16 yuan / tonne kilometers, compared with the current railway average 0.12 yuan / ton kilometers freight rate has 20% of the price raising space.

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< p > however, the source told reporters yesterday that the current tariff adjustment has not been able to raise prices without considering the effect.

The main policy of railway freight alteration is to improve the market share of railway freight pport through marketization, and the price adjustment is also sensitive.

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Zhao Jian, a professor at Beijing Jiaotong University, told the daily economic news reporter that if the freight price rose to 0.15 yuan / ton kilometers early next year, the railway would be even less competitive.

At present, it is precisely when all railway bureaus take charge of the supply of goods that the price increase will undoubtedly bring some negative effects.

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In yesterday's interview, most people in the industry emphasized that the price of the railway industry can not be fully marketed, but p needs to have some flexibility.

From the perspective of price strategy, the dynamic adjustment mechanism is the most market-oriented way. The government guidance price is the most effective way to help establish the dynamic adjustment mechanism of freight rates at present.

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< p > as for the first government guidance price, setting the upper limit or lower limit, or setting the upper and lower limit at the same time, the source told the daily economic news yesterday that the final plan has not yet been submitted to the Central Committee.

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< p > < strong > the industry claims that the price adjustment of the high speed rail is not big enough to < /strong > < /p >

< p > from the development of the railway itself, freight is the main source of operating income of < a href= "http://sjfzxm.com/news/index_cj.as > > railway < /a >. Whether freight can better adapt to the market and occupy the market and relate to the overall situation of railway survival and development has also become the key to this year's Railway Freight conversion to the" deep water area ", from splitting up the three major pport companies, reconstructing the railway diversified operation pattern, and the freight tariff reform scheme being deliberated frequently.

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< p > reporter has learned that since the opening of Beijing-Shanghai high-speed railway, the a href= "http://sjfzxm.com/news/index_cj.as" > ticket price < /a > discount has been tried, and the market of water tariff has been tested.

For example, in 9 and October this year, the Beijing Railway Bureau announced that it would continue to implement preferential fare for Beijing, Guangzhou, Zheng Xi and Beijing Shanghai high speed railway departments with a speed of 300 km / h. The specific discount rate is: 15% off special benefits will be implemented within 1-5 days of the pre-sale period, and twenty percent off special benefits will be implemented within 6-20 days of the pre-sale period.

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< p > but Zhao Jian told reporters yesterday that the price adjustment space of < a href= "http://sjfzxm.com/news/index_cj.as" > High Speed Rail < /a > has not been very large. On the one hand, the high-speed rail has little impact on the route of 1500 km or more of civil aviation. For example, the Beijing Guangzhou high-speed rail with a length of more than 2000 km is discounted even during the peak season. The long distance competitive advantage is still not obvious from the time frame and price point, and the high-speed rail can not run at the cost below the cost.

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< p > but Zhao Jian also believes that the high speed rail should have adopted flexible pricing mode earlier, better participate in market competition and attract passenger flow, and at the same time, it is also good for increasing railway revenue.

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< p > industry insiders emphasize that the adjustment of ticket price and the adjustment of high-speed rail fare should be differentiated for ordinary train trips. After all, ordinary train trips bear more commonweal attributes of railway pportation and need to protect the travel requirements of low-income groups.

At present, the news also shows that ordinary trains continue to receive government subsidies. As of yesterday's press release, they haven't heard about the adjustment of price.

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