Zhengzhou-Baoji Railway Electrification Project. The Longhai Railway (extension of approximately 1,760 km, start point (east): Lianyungang Port in Jiangsu Province, end point (West): Lanzhou in Gansu Province) which crosses the five provinces of Jiangsu, Anhui, Hunan, Shenxi, and Gansu, and goes through the cities of Xuzhou, Kaifeng, Zhengzhou, Luoyang, Xian, Lanzhou, etc., is the longest railway linking the eastern and western reaches of the Chinese continent. The Zhengzhou-Baoji Railway is a double-track line in the Longhai Railway between Zhengzhou in Henan Province and Baoji in Shenxi Province, a 684- km section. The Zhengzhou-Baoji Railway crosses Beijing-Gwangju Line, a main north-south artery in Zhengzhou, and Baoji-Chengdu Line branches to the south at Baoji. The ancient cities of Xian and Luoyang border this section, and since coal mines also line this Railway, this section of the Longhai Railway is particularly heavily trafficked in terms of traffic and freight volume. In 1980, the Zhengzhou-Baoji Railway could be traveled by about 70 trains a day (one way), and the section between Zhengzhau and Luoyang by 65 trains, and between Xian and Xianyang by 67 trains daily, which were actually very close to full capacity. The electrification of the Zhengzhou- Baoji Railway increased the number of trains that could travel the line, and thus represented a necessary measure to handle the rapid increase in transport demand.
Zhengzhou-Baoji Railway Electrification Project. Basically, there were no changes from the original plan. However, with regard to each item of the original plan during the period from the original plan (time of Zhengzhou-Baoji Railway Electrification Project (I) appraisal) to the final plan (time of Zhengzhou -Baoji Railway Electrification Project (V) appraisal), the following partial changes were made (see 1.4.1 Comparison of Original Plan and Actual Result). Description of changes
Zhengzhou-Baoji Railway Electrification Project. Foreign currency cost underrun, local currency cost overrun While the original plan set the foreign currency cost at ¥76,000 million and the local currency cost at 398 million yuan, the actual cost figures were ¥66,518 million and 800 million yuan, respectively. Thus, while the total project cost was set at ¥122,613 million, the actual project cost was ¥99,902 million, which means a cost underrun. Specifically, the foreign currency cost underrun was ¥9,482 million (12.5% underrun), and the local currency cost overrun was 402 million yuan (101.0% overrun). The difference between the planned and actual foreign currency cost figures was due to the fact that the procurement unit cost of equipment and materials was lower than planned, in the same way as for the Lianyungang Port Expansion Project. On the other hand, the local currency cost overrun was due to inflation in China and the fact that civil engineering work was added as discussed in the section on the project scope. While a foreign currency cost underrun was achieved, the foreign currency amount spent for the procurement of electric locomotives (E/L) was actually ¥14,930 million higher than planned, due to the additional purchase of 80 electric locomotives. Conversely, purchase cost of passenger cars (P/C) was 76 million yuan lower than planned because, despite the fact that a local currency budget had been allocated for the purchase of 210 passenger cars as part of the plan, the Ministry of Railways allocated funds for the purchase of passenger cars from outside the project's budget, so that the actual purchase cost of these passenger cars is not reflected in the project's cost figures.
Zhengzhou-Baoji Railway Electrification Project. The executing agency was the Ministry of Railways P.R.C. The fact that the China National Technical Import and Export Co. was put in charge of the procurement of equipment and materials, and that the Xian Railway Bureau was incorporated in the Zhengzhou Railway Bureau, were the points of difference from the original plan. Other than that, the sub-organizations of the Ministry of Railways were in charge of each of the various aspects, as shown in Table 2.2. Moreover, international competitive bidding was performed only for equipment and materials by the China National Technical Import and Export Co. (however, for contract sums of less than ¥100 million, direct contractings were also allowed.) Originally, consultants were to be hired for transmission signals and remote control of substations, two areas in which the Ministry of Railways had little experience, but later it was decided not to hire consultants as the Chinese side declared that it would be able to manage these two areas unassisted. The impact of not hiring consultants on this project is not known. Based on interviews during the last field survey, the technological level of each company under the Ministry of Railways in the general area of electricity still leaves a lot of room for improvement. One reason is that the best electrical engineers tend to go to organizations other than the Ministry of Railways. In the case of this project, the fact that the Japanese manufacturers who supplied electrical-related facilities gave strong technical support is considered to have strongly contributed to the smooth implementation and operation of the project. ③ Baoji-Zhongwei Railway Construction Project The executing agency was the Ministry Railways of P.R.C. Similarly to the Zhengzhou-Baoji Railway Electrification Project, the China National Technical Import and Export Co. was in charge of the procurement of equipment and materials. Other than that, the sub-organizations of the Ministry of Railways were in charge of each of the various aspects, as shown in Table 2.2. Moreover, international competitive bidding was performed only for equipment and materials by the China National Technical Import and Export Co. (however, for contract sums of less than ¥100 million, direct contractings were also allowed.) From the beginning, there were no plans to hire consultants.
Zhengzhou-Baoji Railway Electrification Project. (1) Utilization status The main aim of the Zhengzhou-Baoji Railway Electrification Project was to raise the transport capacity of the railway from 24 million tons/year in 1983 to 70 million tons/year by the year 2000. Table 2.18 summarizes the transportation status of the Zhengzhou-Baoji Railway prior to the project implementation in 1982, immediately after the project in 1992, and in 1996. There figures show that, as of 1996, the Zhengzhou-Luoyang section of the railway, which was its busiest section (119 km) achieved a transport volume of 85 million tons/year, thus exceeding the project's target. 【Table 2.18 Comparison of Zhengzhou-Baoji Railway Transportation Volume 】 Section Baoji-Xianyang Xianyang-Xian Xian-Xxxxxxx Xxxx Xxxxxxx Xxxx- Mengyuan Mengyuan-Shanmen Xia Shanmen Xia-Yima Yima-Luoyang Luoyang-Zhengzhou 150km 27 km 31 km 88 km 119 km 90 km 60 km 119 km FY Up Down Total Up Down Total Up Down Total Up Down Total Up Down Total Up Down Total Up Down Total Up Down Total 1982 586 882 1468 1198 725 1923 826 911 1737 1135 1000 2135 1218 930 2148 1310 997 2307 2008 1038 3046 2603 1344 3947 0000 0000 0000 0000 0000 0000 4623 2886 1791 4677 2779 1821 4600 2829 1713 4542 2975 177 3152 3931 1829 5760 4641 2590 7231 0000 0000 0000 3817 3384 1625 5009 3157 1944 5101 3086 1966 0000 0000 0000 5255 3437 2030 5467 4619 2063 6682 5472 3084 8556 Source : Ministry of Railway
Zhengzhou-Baoji Railway Electrification Project. (1) Utilization status The main aim of the Zhengzhou-Baoji Railway Electrification Project was to raise the transport capacity of the railway from 24 million tons/year in 1983 to 70 million tons/year by the year 2000.
