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一、铁路货运运价过低的表现铁路货运运价调整后,每吨公里平均运价也只有2.69分,仅相当于全国公路每吨公里平均运费的1/12。铁路低运价由来已久,建国初期的铁路运价起点就低,1950年铁路货运平均运价水平仅为1935年关内铁路运价的1/3,1956年全国实行统一运价时,货运费率每吨公里仅为1.65分,以后又继续下降,至1983年调整货运运价前每吨公里只有1.46分,1983年12月将货运运价调高3厘,调到1.76分,在1985~1988年5年里,又采取了一些局部调价政策,今年三月,每吨公里又提价0.5分再加顺坡,才使货运收入水平达到目前每吨公里2.69分。我国铁路货运运价过低,表现在以下几个方面:
First, the performance of rail freight transport is too low After the adjustment of freight rail freight, the average freight rate per tonne kilometers only 2.69 points, only equivalent to the national highway per tonne kilometers average freight 1/12. The low freight rate of railways has a long history, and the starting point of railway freight rates was very low in the early days of the founding of New China. In 1950, the average freight rate of rail freight was only 1/3 of that of the railway within the customs in 1935. In 1956, the national freight tariff The rate was only 1.65 points per tonne kilometer, and then continued to decline until 1983, before adjusting the freight rate of only 1.46 points per tonne kilometer, in December 1983 the freight rate by 3%, adjusted to 1.76 points, in 1985 to 1988 In the past five years, some local price adjustment policies have been adopted. In March this year, the price increase of 0.5 yuan per tonne kilometer plus the smooth slope brought the freight revenue level to 2.69 cents per tonne kilometer at present. China’s railway freight rates are too low, manifested in the following areas: