Summary: With the commissioning of a new batch of CR200J power concentration trains, and now the number of moving trains, long-distance and D-shaped EMUs are shared, short-distance and C-prefix intercity EMUs are shared, with the increase in the number of moving trains, it is easy to be confused, and the speed of 160 kilometers per hour, but the speed of 250 kilometers per hour D, C-shaped EMU implements the same fare standard, which is unreasonable and does not conform to the law of the market, so I personally suggest that the existing general speed Z, T trains are merged into a new T (express) train, and then Z trains are all given to the dynamic set, A new definition of "quasi-high-speed" will be given, and the ...... of published (without discount) fares will be appropriately reduced[The material comes from the Internet].
On January 10, 2024, the national railway ushered in the first map adjustment of this year. The biggest feature is that many of the original Z-prefix direct express trains have been replaced by the latest CR200J dynamic set trains (commonly known as AD calcium). The fare has also increased accordingly, but when you open 12306**, you can see that the fare increase of these trains that have just been replaced by dynamic sets is not very large, and even during the peak period of the Spring Festival, there is no further increase in price, which may be thankful.
However, we open the train number on 12306 and take a closer look (this article takes the D35 from Beijing to Guangzhou as an example), these fares are more than 5% off the implementation of the fare (discount price), in which the second-class ticket price shown is 327 yuan (Z-prefix straight hard seat 251 yuan), but if we open the "view published fare" to see that the original price of the D35 second-class ticket price is 710 yuan, It is 1 yuan more expensive than the second-class seat of the night-moving sleeper with a speed of 250 kilometers per hour on the Beijing-Guangzhou high-speed railway (the second-class ticket price of the Beijing-Guangzhou moving sleeper is 709 yuan), and the bullet train with a speed of 160 kilometers per hour has the same fare as the bullet train with a speed of 250 kilometers per hour, which I personally think is very unreasonable and does not conform to the laws of the market. Although the vehicle has been updated, the comfort has been improved, the equipment has been improved, and the fare is normal, it is outrageous if it rises to the same level as the power dispersed EMU with a speed of 250 kilometers per hour. If the D35 ticket is based on the original price**, it is estimated that after the Spring Festival, most passengers will choose other ordinary speed trains, Beijing-Guangzhou high-speed rail night sleeper or day high-speed rail, or even airplane, this train should run empty, and finally it may end in suspension.
Throughout the Beijing-Shanghai, Beijing-Kowloon, Beijing-Fuzhou (Zhou) and other lines that have been running for many years long-distance dynamic trains, the ticket prices have different degrees of discounts, most of them are 7% off - 85% off, this year's new long-distance moving trains, generally in 4-5% off. If these trains are not discounted tickets, there will be very low cost performance, low speed and other problems, really become the ticket price of the bullet train, the general speed of time-consuming, for ordinary passengers, although the riding environment has been improved, but far from such a high fare, if the sleeper money is counted, I am afraid that it is much more expensive than the second class seat of the high-speed rail, it is even less cost-effective, it is really better to choose the high-speed rail that is more than 1 times faster, even if it is a first-class seat, business class, in the end, these dynamic trains, whether it is empty or suspended, It is a great waste of capacity resources.
Since the original price is not feasible, instead of discounting**, it is better to redefine the standard fare. From a scientific point of view, the cost of power concentration train is lower than that of power dispersed train, the cost of 160 kilometers per hour is lower than that of 250 kilometers per hour, and the standard fare should be cheaper than that of 250 kilometers per hour EMU, and CR200J dynamic train as a substitute for ordinary speed passenger cars, the purpose is to improve the grade and quality of ordinary speed passenger cars, improve services, better play the advantages of general speed passenger cars, and assume more responsibilities for public services, rather than using national investment and monopoly position to seek profiteering tools. Therefore, I personally suggest that the standard fare of CR200J dynamic train (no discount price), second-class and first-class fares can be formulated according to 6-7% off the fare standard of 250 kilometers per hour EMU (7% off mileage below 2000 km, 6% off above), and second-class sleeper according to 6% off the published fare (original price) of the existing dynamic train, first-class sleeper according to the current 7% off, business seat according to the existing 8% off the published fare of the existing dynamic train. If calculated according to this standard, the original price of the D35 train from Beijing to Guangzhou is 426 yuan for the second-class seat, 746 yuan for the second-class sleeper, and 1068 yuan for the first-class sleeper. For example, the second-class ticket price from Beijing to Shanghai is 316 yuan, the second-class berth ticket price is 474 yuan, and the first-class berth ticket price is 680 yuan.
In addition, the standard fare should be redetermined, and the number of trains in the moving set should also be reclassified. Now the number of trains in the moving set, the number of long-distance cross-railway bureau runs D1-D500 times, and the number of trains in the management of the short-distance railway bureau is C1-C998 times, which means that the long-distance train and the 250 km/h EMU share the D level, and the short-distance train and the intercity EMU share the C level, so that the train type (train model) may be confused, and inexperienced passengers may not be able to distinguish, and it is difficult to choose the train it likes, such as someone who wants to take the Harmony or Fuxing EMU with a speed of 250 kilometers per hour. As a result, I bought a ticket for the moving set, some people want to take the CRH6 intercity EMU, or the CRH3 high-speed intercity EMU, but the result is a moving train, and some people want to take the dynamic train, and accidentally bought a ticket for the harmony, for passengers who do not often take the train, it is more difficult to distinguish the model only by numbers, it is better to directly divide the dynamic set into separate grades or types.
Looking at the existing train number of the railway, the T prefix is the express, mainly using the 25K type of the first generation of speed-up passenger cars, the Z prefix is the direct express, the original meaning is a station direct express train, the use of a new generation of 25T passenger car carriages, however, now most of the Z prefix stops and the T prefix express train is almost the same, Z this train level seems to have lost its original significance, and the number of trains is gradually decreasing with the replacement of the set, and the 25K passenger car since 2004 discontinued, has gradually entered the scrap cycle, The T-shaped train number has now been replaced with the body of a large piece of blank, and there are only a handful of trains that are still running, with the scrapping of the car body or will gradually disappear, under this trend, T and Z trains can be combined, collectively referred to as "express trains", referring to "running at a speed of 140-160 kilometers, only stopping the main municipal station of the train", can still be coded with T, read as "special", and the Z prefix train is recommended to be used for dynamic trains, and given a new meaning of "quasi-high-speed" (because the first letter of "quasi" is also Z), [ Note: The Z prefix has also undergone changes before: in 1997, the railway was speeded up for the first time, when the Guangzhou-Shenzhen quasi-high-speed passenger car was also the beginning of Z, in 2001 with the national unified use of T, to 2004 for the fifth time to increase speed, the Z prefix was given a new station direct 25t passenger car use], the full name of the "quasi-high-speed power centralized EMU train", still belongs to the category of "EMU", still give independent pricing rights, the fare should be more expensive than the general speed, cheaper than the EMU with a speed of more than 250 kilometers per hour, it is recommended to set a reasonable price according to the above standards. The rules for student tickets are also implemented according to the EMU: only second-class seats are sold, and the fare is 75% of the standard fare (no discount original price).
Speaking of student tickets, the current dynamic train may also be criticized. Due to the current published fare of the dynamic set train is higher, and the speed of 250 kilometers per hour CRH (Harmony), CR300F (Fuxing) series of EMUs are basically the same, and the student fare is 75% of the published fare, but now the long-distance moving set tickets are generally less than 7% off the published fare**, so most of the time to buy the student ticket of the moving set, ** and the full price ticket, there is no preferential reflection. The discounted dynamic set tickets are more expensive than the full-price tickets of the general speed, which greatly increases the travel cost of students, and the dynamic train is still a general speed passenger car, and its public welfare attribute should be continued. Therefore, the train can appropriately reduce the standard fare according to the above standards, and sell student tickets according to 75% of the standard fare, so that students can truly enjoy the benefits and well-being brought by the new dynamic set.
In addition to the reasonable reduction of standard fares, the number of trains with the prefix of Z is also easy to distinguish. Specifically, it can be divided into long-distance cross-bureau direct trains: Z1-Z998 times, short-distance bureau management trains Z1001-Z9998 times, when passengers buy tickets, as long as they see the Z word, you can know that this train is the CR200J power concentration train to take on the train. Seeing the C, D prefix, you know that it is 250 kilometers per hour intercity and long-distance power dispersed EMU trains, G prefix is 350 kilometers per hour high-speed EMUs, clear and easy to identify, but also in line with the current needs of railway passenger development, Z prefix will be "quasi-high-speed" this new definition, continue to play an important role in passenger train scheduling.
The appropriate price reduction of dynamic train is bound to have a great impact on the profitability of railway passenger transport. Since 1995, the fares of ordinary speed passenger cars have not changed, and it is indeed a bit out of place in today's rising prices, which has brought a lot of pressure to the operation of railway passenger transport. After all, the national railway group is now an enterprise, too low fares will also make the railway not open the general speed passenger car and improve the enthusiasm of the general speed passenger service, because it is imperative to appropriately increase the standard of general speed passenger car fare, then the general speed passenger fare should not be increased, I personally think that on the basis of how to protect the public welfare attribute of the general speed passenger transport, increase the profitability of the general speed passenger transport and enhance the enthusiasm of the railway company to run the general speed passenger car, will be focused on in the follow-up article.
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