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建国40年来,国民生产总值增长19.8倍,铁路货运量增长24倍,客运量增长10倍,目前营业里程52767公里,只增加1.6倍。路网密度按国土面积和人口都低于印度。新建线路少,老线超负荷运行,特别是京沪、京广南北干线长期处于饱合状态,客货滞留已成为制约经济增长的瓶颈。据铁道部预测,按国民经济递增7％、铁路货运量年递增3.8％计算,2000年的南北通道货运量将达2.88亿吨,比1987年的1.43亿吨增加1倍,客运量将由62对客车增加到154对。很显然,现有的京沪、京广、焦枝三条干线即使全部改造成复线电气化,也难以承担。因此,尽快贯通筹建多年、局部通车的从北京到九江,再向南延伸到深圳、九龙并联接汕头、厦门、泉州的大京九线,已势在必行。
In the 40 years since the founding of the People’s Republic of China, the gross national product has risen 19.8 times, the volume of rail freight has increased 24 times, and the passenger traffic has increased 10 times. At present, the operating mileage is 52,767 kilometers, only increasing 1.6 times. Road network density by area and population are lower than India. There are few new lines and the old lines are overloaded. In particular, the Beijing-Guangzhou and Beijing-Guangzhou North-south lines have been in a state of full-fledged status for a long time. Passenger and cargo detention has become the bottleneck restricting economic growth. According to forecasts by the Ministry of Railways, according to an increase of 7% in the national economy and an increase of 3.8% in the volume of railway freight traffic in 2000, the volume of North-South passage will reach 288 million tons in 2000, doubling the 143 million tons in 1987 and the passenger traffic will be 62 Passenger car increased to 154 pairs. Obviously, the existing Beijing-Shanghai, Beijing-Guangzhou, Jiaozhi three trunk even if all the transformation into double-track electrification, it is difficult to bear. Therefore, as soon as possible through the preparatory for many years, some local traffic opened from Beijing to Jiujiang, and then extended south to Shenzhen, Kowloon and Shantou, Xiamen, Quanzhou, the Beijing-Kowloon line has become imperative.