Steel needs to roll in the new era of the hottest

In recent years, the development of high-speed railway has become a highlight of China's economic development. Although China's first high-speed railway was officially opened in 2008, it took less than 10 years for China's high-speed railway mileage to rank first in the world. According to the statistics of the National Bureau of statistics, by the end of 2016, the total mileage of high-speed railway in China had reached 22000 kilometers, accounting for more than 60% of the total mileage of high-speed railway in the world

especially the intermediate optical system or important mechanical components, the construction of high-speed rail has a foundation and a future.

the five years since the 18th CPC National Congress have been marked by increased investment in railway construction, 9 The center lines of the upper and lower clamps should coincide with the 5 years when the road scale and quality have been significantly improved. This period is the period in the history of railway construction in which the most new lines have been invested and put into operation, and the most significant period in terms of road scale and quality improvement. China has initially formed a "four vertical and four horizontal" high-speed railway network ("four vertical" Including: the Beijing Shanghai high-speed railway, with a total length of about 1318 kilometers and a design speed of 350 kilometers per hour, has been officially put into operation on June 30, 2011; The Beijing Hong Kong passenger dedicated line, with a total length of 2440 kilometers and a design speed of 350 kilometers per hour, has been fully put into operation in 2016, except that the Shenzhen Hong Kong section is expected to be completed and opened to traffic in the third quarter of 2018; The Beijing Harbin passenger dedicated line, with a total length of about 1612 kilometers and a design speed of 350 kilometers per hour, has been fully put into operation in 2013, except for the Beijing Shenyang section, which is expected to open at the end of 2018; Hangzhou Fuzhou Shenzhen passenger dedicated line, with a total length of 1464 kilometers, has been fully completed and opened to traffic in 2013. "Four horizontals" include: Xu LAN passenger dedicated line, with a total length of about 1606 kilometers and a design speed of 250-350 kilometers per hour, which has been put into full operation in July this year; The Shanghai Kunming high-speed railway, with a total length of 2252 kilometers and a design speed of 300 kilometers to 350 kilometers per hour, is the longest high-speed railway line from east to West in China, and has been opened to traffic at the end of December 2016; The Qingdao Taiyuan Passenger Dedicated Line, with a total length of about 906 kilometers, connects East and North China, with a design speed of 200 kilometers to 250 kilometers per hour, and is expected to be fully completed and opened to traffic by the end of 2018; Shanghai Wuhan Chengdu high-speed railway, connecting the southwest and East China, has a total length of 1985 kilometers and a design speed of 160 kilometers to 350 kilometers per hour. It was fully completed and opened to traffic in July 2014). It is expected that the "four vertical and four horizontal" high-speed rail network will be fully completed in 2018

in the future, China's high-speed railway construction and development space is still large, and the demand for steel will continue to grow. At present, the construction of high-speed rail across the country is speeding up: in May, Guangdong Province proposed in its railway "13th five year plan" that by 2020, the railway network with high-speed railway as the backbone will be basically formed, with the operation mileage of high-speed railway reaching 2000 kilometers, realizing the connection of high-speed rail between cities and provinces (districts) adjacent to land roads; Jiangsu Province will complete railway investment of 40billion yuan this year, with a year-on-year increase of 16%, and Jiangsu's "three vertical and four horizontal" high-speed railway will be fully formed at the end of the 13th five year plan, with a total railway mileage of more than 4000 kilometers, including about 2000 kilometers of high-speed railway; Henan Province will accelerate the formation of a "meter" shaped high-speed rail network during the 13th Five Year Plan period, and the mileage of high-speed rail will exceed 2000 kilometers; Hebei Province proposed that the operating mileage of high-speed railway will reach 2000 kilometers, covering all cities divided into districts

at the national level, on July 20 last year, the national development and Reform Commission officially announced China's medium and long term railway plan (2014 adjustment) (hereinafter referred to as the plan). The plan stipulates that the total mileage of China's high-speed railway will reach 30000 kilometers by 2020; By 2025, the total mileage of high-speed railway will reach about 38000 kilometers; China's long-term railway mileage will reach about 200000 kilometers, including about 45000 kilometers of high-speed railway. In the long term, China will build a "eight vertical and eight horizontal" high-speed railway main channel network, and build a high-speed railway with the "eight vertical and eight horizontal" main channel as the framework, regional connection lines and intercity railways as supplements. The "eight vertical" channels include the coastal channel, the Beijing Shanghai channel, the Beijing Hong Kong (Taiwan) channel, the Beijing Harbin Beijing Hong Kong Macao channel, the Huanan channel, the Beijing Kunming channel, the Baotou (Yinchuan) Haitong channel, and the Lanzhou (West) Guangzhou channel; "Eight horizontal" channels include Suiman channel, Jinglan channel, Qingyin channel, Luqiao channel, Riverside channel, Shanghai Kunming channel, Xiamen Chongqing channel and Guangzhou Kunming channel

the construction of high-speed rail has laid a huge "steel demand"

according to the conservative calculation of relevant experts, the construction investment cost of a passenger dedicated line with a design speed of 250 kilometers per hour is about 87 million yuan per kilometer. It is estimated that the investment scale of new high-speed rail in China from 2017 to 2020 will be about 696 billion yuan; From 2017 to 2025, new high temperature resistant and aging resistant materials are considered to be the most promising technology-based iron, with an investment scale of about 1392billion yuan; From 2017 to 2030, the investment scale of new high-speed rail is about 2001billion yuan. According to statistics, the steel consumption per 100 million yuan of railway infrastructure investment in China has increased from 3200 tons in previous years to 333 tons. Based on this calculation, the steel consumption due to the construction of new high-speed rail will reach 66.6 million tons from 2017 to 2030

at present, Chinese enterprises have contracted railway construction projects in more than 50 countries and regions, and railway equipment and parts have also spread to more than 50 countries and regions in Asia, Africa, Oceania and the Americas, including the United States, Russia, Brazil, Saudi Arabia, Turkey, Poland, Venezuela, India, Myanmar, Cambodia, Laos Thailand and dozens of other countries hope to strengthen exchanges and cooperation with China in the field of high-speed railway and ordinary railway. The "going out" project of China's high-speed rail is also being carried out in an orderly manner. On April 4 this year, the general contract of Indonesia Jakarta Bandung high speed railway project, the first project of China's high-speed railway going global, was signed in Jakarta. According to the spokesman of the national development and Reform Commission, the yavan high-speed railway is located in the west of Java island, connecting Jakarta, the capital of Indonesia, and Bandung, the capital of West Java province. The first phase of the line is 142 kilometers long and is expected to be completed and opened to traffic within three years

high speed railway projects use a large amount of steel, with many varieties and high quality requirements

the construction of high-speed railway in China is accelerating, and the requirements for the grade and quality of steel required are higher. It is understood that infrastructure construction and locomotive manufacturing account for a large proportion of the investment in China's high-speed railway construction projects, and the procurement of raw materials and spare parts accounts for a large part of them. Therefore, there is a huge demand for steel materials for track materials and locomotive manufacturing parts, including rails, railway elastic elements, railway fasteners, waterproof materials, axles and wheels. At the same time, deformed steel bars and wire rods are also used in stations, tunnels, bridges and other projects

it is understood that the steel used in high-speed rail projects is mainly divided into the following categories. First, steel for line infrastructure. The sleepers of ballastless track commonly used in high-speed railway construction are made of concrete. The subgrade does not need crushed stones, and the rail sleepers are directly laid on the concrete. Therefore, the engineering materials (ordinary reinforcement, low relaxation prestressed steel strand, etc.) are difficult to meet the requirements of high-speed railway subgrade construction, and higher strength and larger specification low relaxation prestressed steel strand, PC steel bar (steel bar for prestressed concrete), HRB500 high-strength reinforcement are required. At present, China mainly uses 60kg/M and 75kg/m heavy rails in the process of track construction. In the high-speed railway construction project, bridges account for a large proportion, and there are higher requirements for the performance of steel. The yield strength of steel transits from 370 MPa to 420 MPa. In order to reduce welds and joints, super wide and super thick high-strength Bridge Slabs (slab thickness 50 mm-68 mm) are required. The second is the steel for car body. The steel for high-speed railway locomotive is generally divided into stainless steel, aluminum alloy, carbon steel and weathering steel. In CRH (China railway high speed) series multiple units, except for CRH1 stainless steel car, CRH2, CRH3, CRH5 and other high-speed multiple units all adopt aluminum alloy car bodies. Considering the vehicle weight, driving speed, service life and maintenance cost, carbon steel cars and weathering steel cars are rarely used now. Third, steel is used for wheels, which is the key component to ensure the high-speed operation of the train. The faster the train runs, the higher the quality of the train wheels will be. It has high requirements for the cleanliness, strength, toughness, resistance of the steel to achieve the goals of energy conservation, consumption reduction, environmental protection, green development, grindability, rolling technology, testing conditions, etc. At present, the localization and promotion of bogie and its key components composed of wheels, shafts, bearing boxes, springs and other parts are the key work of independent innovation of high-speed railway steel in China. Fourth, steel for passenger stations. Advanced long-span steel structures are widely used in high-speed railway stations. Among the steel varieties used, medium and heavy plates (extra heavy plates) account for more than 50%, hot-rolled H-section steel accounts for about 15%, color coated plate (galvanized plate) accounts for about 12%, pipe materials account for about 3.5%, and other section steels and cold-formed section steels account for about 19%. The steel is generally required to have high strength, high toughness, weldability, as well as anti-seismic, layered tear resistance, fire resistance, weather resistance and other properties. Therefore, high-strength steel, weather resistance steel, narrow yield strength steel, light-weight thin-walled H-section steel, TMCP (thermal mechanical control process) high toughness ultra wide H-section steel are the key R & D and production varieties

the next few years will be a golden period for the development of China's high-speed railway, and also a period of significant growth in steel consumption. High speed railway construction uses a large amount of steel, many varieties, high quality requirements, and the steel upgrading characteristics are obvious. Steel enterprises should seize this historical opportunity to make contributions to the localization of key high-end steel varieties required for high-speed railway projects