Recently, the Implementation Plan of Intercity Commuting Efficiency Improvement Project in Metropolitan Area (2026-2030) was officially launched. The Plan makes it clear that in three years, the coverage rate of people with one-hour commuting conditions in major metropolitan areas will reach about 73%, and will reach 75% by 2030.
The plan focuses on the four metropolitan areas of Beijing-Tianjin-Hebei, Yangtze River Delta, Guangdong-Hong Kong-Macao Greater Bay Area and Chengdu-Chongqing, and deploys six construction tasks in the fields of rail transit, urban (suburban) railway, inter-city railway, expressway, hub connection and intelligent travel.
For the cement industry, this is a five-year action plan that implies heavy infrastructure investment signals, and every engineering field is a strong support point for cement demand. The plan of centralized construction
of inter-city railway and urban (suburban) railway to release tens of millions of tons of cement demand
will take "building a commuting mode with rail transit as the main body and high-speed road as the basis" as the core direction of the backbone commuting corridor. The key projects include the Northeast Ring Line of the Capital Metropolitan Area Suburban Railway, the Nanjing-Yizheng Line of the Nanjing Metropolitan Area (including the Yangzhou Extension Line), the Chengdu-Deyang Line of the Chengdu Metropolitan Area (Suburban) Railway, the Tiangui Intercity Line from Guangzhou East to Huadu, the Daya Bay Intercity Line from Shenzhen, and the Xiamen-Zhangzhou-Quanzhou Intercity Line R1.
AI production map is for reference
only. According to the estimation of cement consumption of 12,000-15,000 tons per kilometer of inter-city railway, this round of inter-city and regional railway construction will release 10 million tons of cement demand increment. The demand for stock renewal brought about by
"public transport operation transformation" is also considerable.
The plan clearly promotes the second phase of public transport operation transformation of Chengdu Metropolitan Area Railway, the transformation of Chongqing Station to Jiangjin Section of Chengdu-Chongqing Railway in Chongqing Metropolitan Area, and the public transport transformation of Zhengkai Intercity Railway in Zhengzhou Metropolitan Area. It will give birth to a round of incremental demand for cement with rail transit stations, underground passages and ancillary facilities as the core. The most beneficial
scheme of
expressway expansion and national highway reconstruction is to adopt the means of digital intelligent transformation, node transformation and section expansion according to local conditions. Projects such as capacity expansion of Beijing section of Beijing-Hong Kong-Macao Expressway, reconstruction and expansion of Jinan G2001 Ring Expressway, reconstruction and expansion of Wuhan G4201 Ring Expressway and reconstruction and expansion of Xi'an G70 Fuyin Expressway are included in the list, together with about 50 expressway interchange and service area entrance and exit projects, the demand for cement in the highway field is considerable in five years.
AI Shengtu is only for reference
. The demand for cement in the reconstruction and expansion of expressways has the characteristics of "regional precision"-the main battlefield is in the four metropolitan areas. It means that leading cement enterprises in North China, East China, South China and Southwest China (such as Tianshan Material, Jidong Cement, Conch Cement , Huaxin Cement , etc.) Will take the lead in enjoying this round of policy dividends. The differentiated demand for high-grade cement and special engineering cement in the construction
of interchanges and connecting lines will open up space for value upgrading for enterprises with excellent product structure and deep technical reserves. The scheme
of TOD comprehensive development and hub renovation to pry the increment
of commercial concrete puts forward the idea of "encouraging passenger transport hub and rail station to implement TOD comprehensive development". Beijing West Railway Station Renovation, Shenzhen Xili Hub, Guangzhou East Railway Station Renovation, Nanjing North Railway Station Integrated Passenger Transport Hub, Chengdu Railway Station Integrated Transport Hub and other projects are centralized. The core feature
of TOD mode is the integrated development of high-density stations and cities, and the consumption intensity of commercial concrete is much higher than that of traditional infrastructure projects. The
more direct pull comes from the "high-quality development demonstration" of urban traffic. The plan defines the bus rapid transit, customized bus and demand-responsive bus lines directly connecting neighboring groups, surrounding cities (towns) and central urban functional areas, as well as supporting infrastructure construction such as bus stations, special lanes and waiting booths, which will form a strong demand for cement. The upgrading of facilities such as "ticketing system, transfer channel and security inspection equipment" in the
integrated passenger transport hub corresponds to the consumption of cement in multiple scenarios such as structural reinforcement, decoration engineering and waterproofing engineering.
Consensus Outlook: Steady growth in infrastructure construction and accelerated differentiation
of regional pattern The real weight of the plan to improve the efficiency of inter-city commuting in metropolitan areas lies in its integration of decentralized infrastructure areas such as inter-city railways, regional railways, expressways, hub transformation and intelligent upgrading into a unified five-year action framework. Form a systematic pull on cement demand. The cement consumption intensity of 12,000-15,000 tons per kilometer of rail transit construction is superimposed on the intensive investment in highway reconstruction and expansion and hub TOD development, which will release hundreds of millions of tons of cement demand in the infrastructure field of metropolitan area in the next five years.
In the next step, the industry needs to focus on three aspects of the implementation rhythm: first, the refinement of the list of key projects in the four metropolitan areas of Beijing-Tianjin-Hebei, Yangtze River Delta, Guangdong-Hong Kong-Macao Greater Bay Area and Chengdu-Chongqing and the timing of construction; second, the planning adjustment of the land related to the comprehensive development of TOD and the determination of the main body of development; Third, the application progress of "artificial intelligence + inter-city commuting" in the fields of vehicle-road coordination and intelligent towers. Every acceleration of inter-city commuting in
metropolitan area is a reshaping of the demand map of cement industry. When rail transit, expressway, hub network and intelligent travel truly realize the "four networks integration", the demand structure of cement industry will shift from the traditional real estate drive to the multi-support of rail transit, TOD development and metropolitan infrastructure, and the market boundary and value positioning of regional leading enterprises will also be reconstructed.
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