113-565: Suining–Chongqing railway is a high-speed railway connecting Chongqing and Suining , Sichuan as part of the Shanghai–Wuhan–Chengdu high-speed railway . It is also known as Suiyu railway , following the Chinese practice of combining the shortened version of the terminal city's name. It is a national grade I railway with two electrified lines, with a designed maximum speed of 200 km (120 mi), although maximum operating speed
226-849: A headway of three minutes or less. Thus, high-speed rail service in China requires high-speed EMU train sets to be providing passenger service on high speed rail lines at speeds of not less than 200 km/h (124 mph). EMU trains operating on non-high speed track or otherwise but at speeds below 200 km/h (124 mph) are not considered high-speed rail. Certain mixed use freight and passenger rail lines, that can be upgraded for train speeds of 250 km/h (155 mph), with current passenger service of at least 200 km/h (124 mph), are also considered high-speed rail. In common parlance, high-speed train service in China generally refers to G-, D- and C-class passenger train service. High-speed ridership statistics in China are often reported as
339-751: A 2009 interview, “Whatever technology Bombardier has, whatever the China market needs, there is no need to ask. Bombardier transfers advanced and mature technology to China, which we do not treat as an experimental market.” Unlike other series which have imported prototypes, all CRH1 trains have been assembled at Bombardier's joint-venture with CSR, Bombardier Sifang in Qingdao . Kawasaki's cooperation with CSR did not last as long. Within two years of cooperation with Kawasaki to produce 60 CRH2A sets, CSR began in 2008 to build CRH2B, CRH2C and CRH2E models at its Sifang plant independently without assistance from Kawasaki. According to CSR president Zhang Chenghong, CSR "made
452-523: A 380 million yuan net profit. However, in 2013, only few lines had yet become profitable. On December 28, 2013, the total length of high-speed rail tracks nationally topped 10,000 km (6,200 mi) with the opening of the Xiamen–Shenzhen , Xian–Baoji , Chongqing−Lichuan high-speed railways as well as intercity lines in Hubei and Guangxi . In 2014, high-speed rail expansion gained speed with
565-626: A 60-train set order. It supplied the technology for the CRH3 C, based on the ICE3 (class 403) design, to CNR's Tangshan Railway Vehicle Co. Ltd . The transferred technology includes assembly, body, bogie, traction current transforming, traction transformers, traction motors, traction control, brake systems, and train control networks. Acquiring high-speed rail technology had been a major goal of Chinese state planners. Chinese train-makers, after receiving transferred foreign technology, have been able to achieve
678-837: A Japanese consortium led by Kawasaki all submitted bids. With the exception of Siemens which refused to lower its demand of CN¥ 350 million per train set and €390 million for the technology transfer, the other three were all awarded portions of the contract. All had to adapt their HSR train-sets to China's own common standard and assemble units through local joint ventures (JV) or cooperate with Chinese manufacturers. Bombardier, through its joint venture with CSR's Sifang Locomotive and Rolling Stock Co (CSR Sifang) , Bombardier Sifang (Qingdao) Transportation Ltd (BST) won an order for 40 eight-car train sets based on Bombardier's Regina design. These trains, designated CRH1 A, were delivered in 2006. Kawasaki won an order for 60 train sets based on its E2 Series Shinkansen for ¥9.3 billion. Of
791-485: A State Council meeting with the Chinese Academies of Sciences and Engineering , Premier Zhu Rongji asked whether the high-speed railway between Beijing and Shanghai still being planned could use maglev technology . At the time, planners were divided between using high-speed trains with wheels that run on conventional standard gauge tracks or magnetic levitation trains that run on special maglev tracks for
904-436: A degree of self-sufficiency in making the next generation of high-speed trains by producing key parts and improving upon foreign designs. Examples of technology transfer include Mitsubishi Electric ’s MT205 traction motor and ATM9 transformer to CSR Zhuzhou Electric , Hitachi ’s YJ92A traction motor and Alstom’s YJ87A Traction motor to CNR Yongji Electric , Siemens’ TSG series pantograph to Zhuzhou Gofront Electric . Most of
1017-712: A design speed of 200–380 km/h (120–240 mph). China's HSR accounts for two-thirds of the world's total high-speed railway networks. Almost all HSR trains, track and service are owned and operated by the China Railway Corporation under the brand China Railway High-speed (CRH). High-speed rail developed rapidly in China since the mid-2000s. CRH was introduced in April 2007 and the Beijing-Tianjin intercity rail , which opened in August 2008,
1130-599: A designed speed of 380 km/h (236 mph), began on April 18, 2008. In the same year, the Ministry of Science and the MOR agreed to a joint action plan for the indigenous innovation of high-speed trains in China. The MOR then launched the CRH1-350 (Bombardier and BST, designated as CRH380D ), CRH2-350 ( CSR , designated as CRH380A/AL ), and CRH3-350 ( CNR and Siemens, designated as CRH380B/BL & CRH380CL ), to develop
1243-610: A ferry named "Kuaijie" across the Yangtze, and get on another connecting train in Xiaguan on the other side of the river. In 1933, the Nanjing Train Ferry was opened for service. The new train ferry , "Changjiang" (Yangtze), built by a British company, was 113.3 m (371 ft 9 in) long, 17.86 m (58 ft 7 in) wide, was able to carry 21 freight cars or 12 passenger cars. Passengers could remain on
SECTION 10
#17328020538421356-429: A ground-breaking ceremony on February 25, 2003. Stage one of track laying across the board was completed on April 23, 2005. Stage one was opened on April 1, 2006 after a total investment of 4.925 billion yuan. Suining–Chongqing railway is one of China's high-speed rail project pilot projects, building China 's first track test section for ballastless high-speed trains for a length of 13.16 km (8.18 mi). The trial
1469-477: A maximum speed of 380 km/h (236 mph) of running and a minimum train interval of 3 minutes. With power consumption of 20 MW (27,000 hp) and capacity of about 1,050 passengers, the energy consumption per passenger from Beijing to Shanghai should be less than 80 kWh. Beijing and Shanghai were not linked by rail until 1912, when the Jinpu railway was completed between Tianjin and Pukou. With
1582-582: A new generation of CRH trains with a top operation speed of 380 km/h (236 mph). A total of 400 new generation trains were ordered. The CRH380A/AL , the first indigenous high-speed train of the CRH series, entered service on the Shanghai-Hangzhou High-Speed Railway on October 26, 2010. On October 19, 2010, the MOR announced the beginning of research and development of "super-speed" railway technology, which would increase
1695-585: A new national high-speed rail network. Maglev received a big boost in 2000 when the Shanghai Municipal Government agreed to purchase a turnkey TransRapid train system from Germany for the 30.5 km (19.0 mi) rail link connecting Shanghai Pudong International Airport and the city . In 2004, the Shanghai Maglev Train became the world's first commercially operated high-speed maglev. As of 2023 , it remains
1808-555: A passenger-dedicated HSR network on a grand scale. Initiated by MOR's 2004 "Mid-to-Long Term Railway Network Plan", a national grid composed of eight high-speed rail corridors, four running north–south and four going east–west, was to be constructed. The envisioned network, together with upgraded existing lines, would total 12,000 km (7,456 mi) in length. Most of the new lines follow the routes of existing trunk lines and are designated for passenger travel only. They became known as passenger-designated lines (PDLs). Several sections of
1921-480: A similar delivery structure with three shipped directly from Savigliano along with six kits assembled by CNR's CRRC Changchun Railway Vehicles , and the rest locally made with transferred technology and some imported parts. Trains with Alstom technology carry the CRH5 designation. The following year, Siemens reshuffled its bidding team, lowered prices, joined the bidding for 350 km/h (217 mph) trains and won
2034-465: A slowing economy, central planners approved a slew of new lines including Shangqiu - Hefei - Hangzhou , Zhengzhou - Wanzhou , Lianyungang - Zhenjiang , Linyi - Qufu , Harbin - Mudanjiang , Yinchuan - Xi'an , Datong - Zhangjiakou , and intercity lines in Zhejiang and Jiangxi. The government actively promoted the export of high-speed rail technology to countries including Mexico, Thailand,
2147-412: A top speed of 200 km/h (124 mph) on the upgraded Beijing–Shanghai Railway . To increase transport capacity, the MOR ordered 70 16-car trainsets from CSR Sifang and BST, including 10 sets of CRH1B and 20 sets of CRH2B seating trains, 20 sets of CRH1E and 20 sets of CRH2E sleeper trains. Construction of the high-speed railway between Beijing and Shanghai , the world's first high-speed rail with
2260-661: A transformer malfunction in Changzhou forced a train to halve its top speed, forcing passengers to take a backup train. Within two weeks after opening, airline prices had rebounded due to frequent malfunctions on the line. Airline ticket sales were only down 5% in July 2011 compared to June 2011, after the opening of the line. On August 12, 2011, after several delays caused by equipment problems, 54 CRH380BL trains running on this line were recalled by their manufacturer. They returned to regular service on November 16, 2011. A spokesman for
2373-554: A web campaign to oppose the awarding of HSR contracts to Japanese companies. The protests gathered over a million signatures and politicized the issue. The MOR delayed the decision, broadened the bidding and adopted a diversified approach to adopting foreign high-speed train technology. In June 2004, the MOR solicited bids to make 200 high-speed train sets that can run 200 km/h (124 mph). Alstom of France, Siemens of Germany , Bombardier Transportation based in Germany and
SECTION 20
#17328020538422486-412: Is 350 km/h (217 mph), with a maximum speed of up to 380 km/h (236 mph). The average commercial speed from Beijing to Shanghai was planned to be 330 km/h (205 mph), which would have cut the train travel time from 10 hours to 4 hours. The rolling stock used on this line consists mainly of CRH380 trains. The CTCS -3 based train control system is used on the line, to allow for
2599-576: Is currently 160 km/h. The railway has a total length of 128 km (80 mi), 31 km (19 mi) of which is in Sichuan Province and 97 km (60 mi) within Chongqing Municipality. It is classed as a national railway grade I, with two electrified lines, designed for maximum speed of 250 kilometers. The second stage of the railway on December 31, 2012 officially launched operations. Suiyu railway commenced with
2712-576: Is gradually gaining popularity through the years and it is reaching its capacity at weekends and holidays. With the introduction of the China Standardized EMU , the highest operation speed of the line is raised to 350 km/h (217 mph) on September 21, 2017. The fastest train will complete the journey in 4 hours 18 minutes (G7), while making two stops along the trip at Jinan and Nanjing . In 2019, in response to high passenger demand 17-car-long Fuxing trains started operating on
2825-494: Is the CRH380AL , which is a Chinese electric high-speed train that was developed by China South Locomotive & Rolling Stock Corporation Limited (CSR) . CRH380A is one of the four Chinese train series which have been designed for the new standard operating speed of 380 km/h (236 mph) on newly constructed Chinese high-speed main lines. The other three are CRH380B, CRH380C and CRH380D. Testing began shortly thereafter on
2938-518: Is the Guangzhou–Shenzhen railway , which in December 1994 became the first line in China to offer sub-high-speed service of 160 km/h (99 mph) using domestically produced DF-class diesel locomotives. The line was electrified in 1998, and Swedish-made X 2000 trains increased service speed to 200 km/h (124 mph). After the completion of a third track in 2000 and a fourth in 2007,
3051-487: Is the second longest in the world, and the Cangde Grand Bridge between Beijing's 4th Ring Road and Langfang is the fifth longest. The line also includes 22 tunnels, totaling 16.1 km (10.0 mi). A total of 1,268 km (788 mi) of the length is ballastless . According to Zhang Shuguang , then deputy chief designer of China's high-speed railway network, the designed continuous operating speed
3164-515: Is the world's first high-speed commercial magnetic levitation (maglev) line that reach a top speed of 431 km/h (268 mph). The economics of high-speed rail in China has been a topic of much discussion. A 2019 study produced by TransFORM, a knowledge platform developed by the World Bank and China’s Ministry of Transport , estimated the annual rate of economic return of China's high-speed rail network in 2015, to be at 8 percent, which
3277-442: Is well above the opportunity cost of capital in China for major long term infrastructure investments. The study also noted a range of benefits which included shortened travel times, improved safety and better facilitation of tourism, labor and mobility, as well as reducing highway congestion, accidents and greenhouse emissions as some automobile travellers switch from car use to rail. A 2020 study by Paulson Institute has estimated
3390-460: The 700 series . The Japanese government touted the 40-year track record of the Shinkansen and offered favorable financing. A Japanese report envisioned a winner-take all scenario in which the winning technology provider would supply China's trains for over 8,000 km (5,000 mi) of high-speed rail. However, Chinese citizens angry with Japan's denial of World War II war crimes organized
3503-784: The Beijing–Shanghai high-speed railway could reach a top operational speed of 380 km/h (240 mph) but were limited to 300 km/h (186 mph). Under political and public pressure, the National Audit Office (NAO) carried out an extensive investigation into the building quality of all high-speed rail lines. As of March 2011, no major quality defects had been found in the system. Foreign manufacturers involved in Shanghai-Beijing high-speed link reported that their contracts call for maximum operational speed of 300 km/h (186 mph). From July 20, 2011,
Suining–Chongqing railway - Misplaced Pages Continue
3616-528: The CRH2 C and CRH3 C train sets. This ambitious national grid project was planned to be built by 2020, but the government's stimulus has expedited time-tables considerably for many of the lines. The Wuhan–Guangzhou high-speed railway (Wuguang PDL) , which opened on December 26, 2009, was the country's first cross-regional high-speed rail line. With a total length of 968 km (601 mi) and capacity to accommodate trains traveling at 350 km/h (217 mph),
3729-586: The China's Ministry of Railways initially promised a 2010 opening date for the new line. However, the Ministry did not anticipate an ensuing debate over the possible use of maglev technology. Although more traditional steel-on-steel rail technology was chosen for the railway, the technology debate resulted in a substantial delay of the railway's feasibility studies, completed in March 2006. The current rolling stock
3842-466: The Ministry of Railways apologized for the glitches and delays, stating that in the two weeks since service had begun only 85.6% of trains had arrived on time. In 2006, it was estimated that the line would cost between CN¥130 billion (US$ 16.25 billion) and ¥170 billion ($ 21.25 billion). The following year, the estimated cost had revised to ¥200 billion ($ 25 billion), or ¥150 million per kilometer. Due to rapid rises in
3955-604: The Ningbo–Taizhou–Wenzhou railway in Lucheng District of Wenzhou , Zhejiang Province. The accident occurred when one train traveling near Wenzhou was struck by lightning, lost power and stalled. Signals malfunctioned, causing another train to rear-end the stalled train. Several carriages derailed . State-run Chinese media confirmed 40 deaths, and at least 192 people hospitalised, including 12 who were severely injured. The Wenzhou train accident and
4068-758: The South Manchuria Railway from Dalian to Xinjing ( Changchun ), had a top commercial speed of 110 km/h (68 mph) and a test speed of 130 km/h (81 mph). It was faster than the fastest trains in Japan at the time. After the founding of the People's Republic of China in 1949, this train model was renamed the SL-7 and was used by the Chinese Minister of Railways. State planning for China's current high-speed railway network began in
4181-554: The global economic recession , the government accelerated the pace of HSR expansion to stimulate economic growth. Total investments in new rail lines including HSR reached $ 49.4 billion in 2008 and $ 88 billion in 2009. In all, the state planned to spend $ 300 billion to build a 25,000 km (16,000 mi) HSR network by 2020. As of 2007, the Qinhuangdao-Shenyang high-speed railway , which carried trains at top speed of 250 km/h (155 mph) along
4294-517: The 60 train sets, three were directly delivered from Nagoya , Japan, six were kits assembled at CSR Sifang Locomotive & Rolling Stock , and the remaining 51 were made in China using transferred technology with domestic and imported parts. They are known as CRH2 A. Alstom also won an order for 60 train sets based on the New Pendolino developed by Alstom- Ferroviaria in Italy. The order had
4407-818: The Beijing Fuzhou Railway Passenger Dedicated Line Anhui Company, which operates the Hefei–Bengbu high-speed railway , Hefei–Fuzhou high-speed railway (Anhui section), Shangqiu–Hangzhou high-speed railway (Anhui section, still under construction) and Zhengzhou–Fuyang high-speed railway (Anhui section). 350 km/h (217 mph) services use the CR400AF, CR400BF, CRH380A , CRH380B , and CRH380C trainsets, prior to 2014 slower 250 km/h (155 mph) services use CRH2 and CRH5 trainsets. First and Second Class coaches are available on all trains. On
4520-492: The Beijing Shanghai HSR would begin in the 9th Five Year Plan (1996–2000), but construction was not scheduled until the first decade of the 21st century. In 1993, commercial train service in China averaged only 48 km/h (30 mph) and was steadily losing market share to airline and highway travel on the country's expanding network of expressways . The MOR focused modernization efforts on increasing
4633-469: The Beijing-Tianjin high-speed line and a few other inter-city lines remained at 350 km/h (217 mph). In May 2011, China's Environmental Protection Ministry ordered the halting of construction and operation of two high-speed lines that failed to pass environmental impact tests. In June, the MOR maintained that high-speed rail construction was not slowing down. The CRH380A trainsets on
Suining–Chongqing railway - Misplaced Pages Continue
4746-772: The Beijing-Wuhan section of the Beijing-Guangzhou line . By the end of 2012, the total length of high-speed rail tracks had reached 9,300 km (5,800 mi), and ridership rebounded and exceeded levels prior to the Wenzhou crash. By 2014, China's 1,580 high-speed trains were transporting 1.33 million passengers daily, about 25.7% of the overall passenger traffic. The Beijing–Tianjin, Shanghai–Nanjing, Beijing–Shanghai and Shanghai–Hangzhou lines reported breaking even financially The Shanghai-Nanjing line even reported to be operationally profitable, operating with
4859-406: The Chinese government renewed investments in high-speed rail to rejuvenate the slowing economy. Premier Wen Jiabao visited train manufacturers and gave a vote of confidence in the industry. Over the course of the year, the MOR's budget rose from $ 64.3 billion to $ 96.5 billion. Five new lines totaling 2,563 km (1,593 mi) in length entered operation between June 30 and December 31, including
4972-451: The Chinese government through CRRC to make the more reliable Fuxing Hao and Hexie Hao trains. The CRH380 series(or family) of trains was initially built with direct cooperation (or help) from foreign trainmakers, but newer trainsets are based on transferred technology, just like the Hexie and Fuxing Hao. In 2003, the MOR was believed to favor Japan's Shinkansen technology, especially
5085-511: The Chinese press and the populace concerning the HSR and on the railway company. Following the deadly crash, the Chinese government suspended new railway project approvals and launched safety checks on existing equipment. A commission was formed to investigate the accident with a directive to report its findings in September 2011. On August 10, 2011, the Chinese government announced that it
5198-512: The Chinese press. In April 2011, the new Minister of Railways Sheng Guangzu said that due to corruption, safety may have been compromised on some construction projects and completion dates may have to be pushed back. Sheng announced that all trains in the high-speed rail network would operate at a maximum speed of 300 km/h (186 mph) beginning on July 1, 2011. This was in response to concerns over safety, low ridership due to high ticket prices, and high energy usage. On June 13, 2011,
5311-648: The DJJ2, DJF2 and other domestically produced high-speed trains were insufficiently reliable for commercial operation. The State Council turned to advanced technology abroad but made clear in directives that China's HSR expansion could not only benefit foreign economies and should also be used to develop its own high-speed train building capacity through technology transfers. The State Council, MOR and state-owned train builders used China's large market and competition among foreign train-makers to force technology transfers of foreign high speed rail technology . This would later allow
5424-638: The Liaoxi Corridor in the Northeast , was the only passenger-dedicated HSR line (PDL) in China, but that would soon change as the country embarked on a high-speed railway construction boom. Higher-speed express train service allowed more trains to share the tracks and improved rail transport capacity. But high-speed trains often have to share tracks with slower, heavy freight trains – in some cases with as little as 5 minutes headway. To attain higher speeds and transport capacity, planners began to propose
5537-414: The MOR as a whole made a profit of ¥4.29 billion and carried a total debt burden of ¥2.09 trillion, equal to about 5% of China's GDP. Earnings from the more profitable freight lines helped to off-set losses by high-speed rail lines. As of years ending 2008, 2009 and 2010, the MOR's debt-to-asset ratio was respectively, 46.81%, 53.06% and 57.44%, and reached 58.58% by mid-year 2011. As of October 12, 2011,
5650-448: The MOR clarified in a press conference that the speed reduction was not due to safety concerns but to offer more affordable tickets for trains at 250 km/h (155 mph) and increase ridership. Higher-speed train travel uses greater energy and imposes more wear on expensive machinery. Railway officials lowered the top speed of trains on most lines that were running at 350 km/h (217 mph) to 300 km/h (186 mph). Trains on
5763-567: The MOR had issued ¥160 billion of debt for the year. But in the late summer, state banks began to cut back on lending to rail construction projects, which reduced funding for existing railway projects. An investigation of 23 railway construction companies in August 2011 revealed that 70% of existing projects had been slowed or halted mainly due to shortage of funding. Affected lines included Xiamen-Shenzhen , Nanning-Guangzhou, Guiyang-Guangzhou, Shijiazhuang-Wuhan, Tianjin-Baoding and Shanghai-Kunming high-speed rail lines. By October, work had halted on
SECTION 50
#17328020538425876-603: The People's Republic of China: the Bohai Economic Rim and the Yangtze River Delta . Construction began on April 18, 2008, with the line opened to the public for commercial service on June 30, 2011. The 1,318-kilometer (819 mi) long high-speed line is the world's longest high-speed line ever constructed in a single phase. The line is one of the busiest high speed railways in the world, transporting over 210 million passengers in 2019, more than
5989-518: The Shanghai Academy of Environmental Sciences saying the line was safe. These concerns have prevented the construction of the proposed extension of the maglev to Hangzhou . Even the more modest plan to extend the maglev to Shanghai's other airport, Hongqiao , has stalled. Instead, a conventional subway line was built to connect the two airports, and a conventional high-speed rail line was built between Shanghai and Hangzhou . While maglev
6102-638: The Shanghai–Nanjing section, travelling at 250 km/h (155 mph) for a longer distance. The fastest sleeper trains took 9 hours, 49 minutes, with four intermediate stops, at an average speed of 149 km/h (93 mph). As the Nanjing Yangtze Bridge connected the two sections of the railway into a continuous line, the entire railway between Beijing and Shanghai was renamed the Jinghu Railway, with Jing (京) being
6215-513: The Sixth Railway Speed Up Campaign, 52 CRH trainsets ( CRH1 , CRH2 and CRH5 ) entered into operation. The new trains reduced travel time between Beijing and Shanghai by two hours to just under 10 hours. Some 295 stations have been built or renovated to allow high-speed trains. The development of the HSR network in China was initially delayed by a debate over the type of track technology to be used. In June 1998, at
6328-542: The State Council in its Mid-to-Long Term Railway Development Plan , adopted conventional track HSR technology over maglev for the Beijing–Shanghai High Speed Railway and three other north–south high-speed rail lines. This decision ended the debate and cleared the way for rapid construction of standard gauge, passenger dedicated HSR lines in China. Despite setting speed records on test tracks,
6441-512: The United Kingdom, India, Russia and Turkey. To better compete with foreign trainmakers, the central authorities arranged for the merger of the country's two main high-speed train-makers, CSR and CNR , into CRRC . Beijing%E2%80%93Shanghai high-speed railway [REDACTED] The Beijing–Shanghai high-speed railway (or Jinghu high-speed railway ) is a high-speed railway that connects two major economic zones in
6554-657: The Wuguang PDL set a world record for the fastest commercial train service with average trip speed of 312.5 km/h (194.2 mph). Train travel between central and southern China ’s largest cities, Wuhan and Guangzhou, was reduced to just over three hours. On October 26, 2010, China opened its 15th high-speed rail, the Shanghai–Hangzhou line , and unveiled the CRH380A trainset manufactured by CSR Sifang started regular service. The Beijing–Shanghai high-speed railway ,
6667-443: The annual ridership of the entire TGV or Intercity Express network. It is also China's most profitable high speed rail line, reporting a ¥11.9 billion Yuan ($ 1.86 billion USD) net profit in 2019. The non-stop train from Beijing South station to Shanghai Hongqiao station was expected to take 3 hours and 58 minutes, making it the fastest scheduled train in the world, compared to 9 hours and 49 minutes on
6780-586: The beginning, but later resumed. The new line will increase the freight capacity of the old line by 50 million tons per year between Beijing and Shanghai. In its second week in service, the system experienced three malfunctions in four days. On July 10, 2011, trains were delayed after heavy winds and a thunderstorm caused power supply problems in Shandong . On July 12, 2011, trains were delayed again when another power failure occurred in Suzhou . On July 13, 2011,
6893-476: The bold move of forming a systemic development platform for high-speed locomotives and further upgrading its design and manufacturing technology. Later, we began to independently develop high-speed CRH trains with a maximum velocity of 300–350 kilometers per hour, which eventually rolled off the production line in December 2007." Since then, CSR has ended its cooperation with Kawasaki. Kawasaki challenged China's high-speed rail project for patent theft, but backed off
SECTION 60
#17328020538427006-472: The components of the CRH trains manufactured by Chinese companies were from local suppliers, with only a few parts imported. For foreign train-makers, technology transfer was an important part of gaining market access in China. Bombardier, the first foreign train-maker to form a joint venture in China, has been sharing technology for the manufacture of railway passenger cars and rolling stock since 1998. Zhang Jianwei, President of Bombardier China, stated that in
7119-506: The construction of 10,000 km (6,200 mi) of track. New projects were put on hold and completion dates for existing projects, including the Tianjin-Baoding, Harbin-Jiamusi, Zhengzhou-Xuzhou and Hainan Ring (West), were pushed back. As of October 2011, the MOR was reportedly concentrating remaining resources on fewer high-speed rail lines and shifting emphasis to more economically viable coal transporting heavy rail. To ease
7232-563: The corridors that connected large cities in the same region. On April 19, 2008, Hefei–Nanjing PDL in the East opened with a top-speed of 250 km/h (155 mph). On August 1, 2008, the Beijing–Tianjin intercity railway opened in time for the 2008 Summer Olympics . This line between northern China's two largest cities, was the first in the country to accommodate commercial trains with top speed of 350 km/h (217 mph) and featured
7345-415: The costs of labor, construction materials and land acquisitions over the previous years, by July 2008, the estimated cost was increased to ¥220 billion ($ 32 billion). By then, the state-owned company Beijing–Shanghai high-speed railway, established to raise funds for the project, had raised ¥110 billion, with the remaining to be sourced from local governments, share offerings, bank loans and, for
7458-436: The credit shortage facing rail construction, the Ministry of Finance announced tax cuts to interest earned on rail construction financing bonds and the State Council ordered state banks to renew lending to rail projects. In late October and November 2011, the MOR raised RMB 250 billion in fresh financing and construction resumed on several lines including the Tianjin-Baoding, Xiamen-Shenzhen and Shanghai-Kunming. By early 2012,
7571-537: The early 1990s under the leadership of Deng Xiaoping . He set up what became known as the "high-speed rail dream" after his visit to Japan in 1978, where he was deeply impressed by the Shinkansen , the world's first high speed rail system. In December 1990, the Ministry of Railways (MOR) submitted to the National People's Congress a proposal to build a high-speed railway between Beijing and Shanghai. At
7684-467: The effort. Between June and September 2005, the MOR launched bidding for high-speed trains with a top speed of 350 km/h (217 mph), as most of the main high-speed rail lines were designed for top speeds of 350 km/h (217 mph) or higher. Along with CRH3C, produced by Siemens and CNR Tangshan, CSR Sifang bid 60 sets of CRH2C. In 2007, travel time from Beijing to Shanghai was about 10 hours at
7797-528: The end of 2011, China would have 13,073 kilometres (8,123 mi) of railways capable of carrying trains at speeds of at least 200 km/h (124 mph). In February 2011, Railway Minister Liu Zhijun , a key proponent of HSR expansion in China, was removed from office on charges of corruption. The Economist estimates Liu accepted ¥ 1 billion of bribes ($ 152 million) in connection with railway construction projects. Investigators found evidence that another ¥ 187 million ($ 28.5 million)
7910-421: The evening, travelling mostly at 160–200 km/h (99–124 mph) (up to 250 km/h (155 mph) in a very short section between Anting and Shanghai West). In 2008 overnight sleeper CRH trains were introduced, replacing the locomotive-hauled Z sleeper trains. With a new high-speed intercity line opening between Nanjing and Shanghai in the summer of 2010, the sleeper trains made use of the high-speed line in
8023-482: The existing Beijing-Shanghai rail line In December 1990, the Ministry of Railways submitted to the National People's Congress a proposal to build the Beijing–Shanghai high speed railway parallel to the existing Beijing–Shanghai railway line. In 1995, Premier Li Peng announced that work on the Beijing–Shanghai high-speed railway would begin in the 9th Five Year Plan (1996–2000). The Ministry's initial design for
8136-643: The existing railway between Beijing and Tianjin, which was completed in 1900, the Huning railway between Nanjing and Shanghai opened in 1908, interrupted by a ferry between Pukou and Nanjing across the Yangtze River. A weekly Beijing–Shanghai direct train was first introduced in 1913. In 1933, a train ride from Beijing to Shanghai took around 44 hours, at an average speed of 33 km/h (21 mph). Passengers had to get off in Pukou with their luggage, board
8249-502: The fastest commercial train in the world with peak speeds of 431 km/h (268 mph) and makes the 30.5 km (19.0 mi) trip in less than 7.5 minutes. Despite unmatched advantage in speed, the maglev has not gained widespread use in China's high-speed rail network due to high cost, German refusal to share technology and concerns about safety. The price tag of the Shanghai Maglev was believed to be $ 1.3 billion and
8362-513: The fastest scheduled trains, attaining an average speed of 291.9 km/h (181.4 mph) over a journey of 1,302 km (809 mi) making those services the fastest in the world. The Beijing–Shanghai high-speed railway went public on Shanghai Stock Exchange ( SSE : 601816 ) in 2020. The Beijing–Shanghai High-Speed Railway Co., Ltd. was in charge of construction. The project was expected to cost 220 billion yuan (about $ 32 billion). An estimated 220,000 passengers are expected to use
8475-507: The fastest trains running on the parallel conventional railway. At first trains were limited to a maximum speed of 300 km/h (186 mph), with the fastest train taking 4 hours and 48 minutes to travel from Beijing South to Shanghai Hongqiao, with one stop at Nanjing South . On September 21, 2017, 350 km/h (217 mph) operation was restored with the introduction of China Standardized EMU . This reduced travel times between Beijing and Shanghai to about 4 hours 18 minutes on
8588-520: The first time for a railway project, foreign investment. In the end, investment in the project totaled ¥217.6 billion ($ 34.7 billion). In 2016 it was revealed, that last year the Beijing–Shanghai High-Speed Railway Company (BSHSRC) has total assets of ¥181.54 billion ($ 28 billion), revenue ¥23.42 billion ($ 3.6 billion) and a net profit ¥6.58 billion (US$ 1 billion), thus being labeled as
8701-415: The frequency of train service from Jinan to Beijing and Tianjin was reduced due to low occupancy, which renewed concerns about demand and profitability for high-speed services. Service failures in the first month of operation drove passengers back to pre-existing slower rail service and air travel; airline ticket prices rebounded due to reduced competition. On July 23, 2011, two high-speed trains collided on
8814-496: The high-speed rail era. The second stage of the Suining–Chongqing railway line has a length of 131 km (81 mi), of which 37 km (23 mi) is in Sichuan Province, 95 km (59 mi) in Chongqing Municipality. This saw the creation of Suinan South station and a new alignment from Aikawa to Shizhishan . Work on this upgrade commenced on January 18, 2009, with construction lasting for four years. This stage of
8927-545: The high-speed rail line was completed, and a report was submitted for state approval in June 1998. The construction plan was set in 2004, after a five-year debate on whether to use steel-on-steel rail track, or maglev technology. Maglev was not chosen due to its incompatibility with China's existing rail-and-track technology and its high price, which is two times higher than that of conventional rail technology. Although engineers originally said construction could take until 2015,
9040-479: The lack of accountability by railway officials caused a public uproar and heightened concerns about the safety and management of China's high-speed rail system. Quality and safety concerns also affected plans to export cheaper high-speed train technology to other countries. The train collision exposed poor management by the railway company. This fatal accident, which happened in the midst of corruption investigations into railway officials, led to greater scrutiny in
9153-464: The line became the first in China to run high-speed passenger and freight service on separate tracks. The completion of the sixth round of the "Speed-Up" Campaign in April 2007 brought HSR service to more existing lines: 423 km (263 mi) capable of 250 km/h (155 mph) train service and 3,002 km (1,865 mi) capable of 200 km/h (124 mph). In all, travel speed increased on 22,000 km (14,000 mi), or one-fifth, of
9266-541: The line. On June 13, 2011, the list of fares was announced at a Ministry of Railways press conference. The fares from Beijing South to Shanghai Hongqiao in RMB Yuan are listed below: Note: Only available on services using the CRH380AL, CRH380BL and CRH380CL trains Passengers can buy tickets online. If the passenger uses a 2nd-generation PRC ID Card or an International Passport, they can use this card directly as
9379-521: The main line section between Shanghai and Nanjing. This section of the line sits on the soft soil of the Yangtze Delta , providing engineers an example of the more difficult challenges they would face in later construction. In addition to these challenges, high speed trains use extensive amounts of aluminium alloy , with specially designed windscreen glass capable of withstanding avian impacts. Construction work began on April 18, 2008. Track-laying
9492-455: The maximum speed of trains to over 500 km/h (311 mph). After committing to conventional-track high-speed rail in 2006, the state embarked on an ambitious campaign to build passenger-dedicated high-speed rail lines, which accounted for a large part of the government's growing budget for rail construction. Total investment in new rail lines grew from $ 14 billion in 2004 to $ 22.7 and $ 26.2 billion in 2006 and 2007. In response to
9605-512: The most profitable railway line in the world. In 2019, Jinghu Express Railway Company submitted an application for an IPO. The company announced that the Jinghu HSR recorded a net profit of ¥9.5 billion (US$ 1.35 billion) in the first nine months of 2019. In 2020, BSHSRC went public, as the first high-speed rail operator in China. The proceeds of the IPO will be used to purchase a 65% stake in
9718-427: The national grid, especially along the southeast coastal corridor, were built to link cities that had no previous rail connections. Those sections will carry a mix of passenger and freight. High-speed trains on PDLs can generally reach 300–350 km/h (190–220 mph). On mixed-use HSR lines, passenger train service can attain peak speeds of 200–250 km/h (120–160 mph). The earliest PDLs built were sections of
9831-421: The national rail network, and the average speed of passenger trains improved to 70 km/h (43 mph). The introduction of more non-stop service between large cities also helped to reduce travel time. The non-stop express train from Beijing to Fuzhou shortened travel time from 33.5 to less than 20 hours. In addition to track and scheduling improvements, the MOR also deployed faster CRH series trains. During
9944-623: The net benefit of the high-speed rail system to be approximately $ 378 billion, with an annual return on investment of 6.5%. High-speed rail in China is officially defined as "newly-built passenger-dedicated rail lines designed for electrical multiple unit (EMU) train sets traveling at not less than 250 km/h (155 mph) (including lines with reserved capacity for upgrade to the 250 km/h (155 mph) standard) on which initial service operate at not less than 200 km/h (124 mph)." EMU train sets have no more than 16 railcars with axle load not greater than 17 tonnes and
10057-583: The number of passengers carried by high-speed EMU train sets, and such figures typically include passengers on EMU trains operating on non-high speed track or at service speeds below 200 km/h (124 mph). The earliest example of a fast commercial train service in China was the Asia Express , a luxury passenger train that operated in Japanese-controlled Manchuria from 1934 to 1943. The steam-powered train , which ran on
10170-455: The opening of the Taiyuan–Xi'an , Hangzhou–Changsha , Lanzhou-Ürümqi , Guiyang-Guangzhou , Nanning -Guangzhou trunk lines and intercity lines around Wuhan , Chengdu , Qingdao and Zhengzhou. High-speed passenger rail service expanded to 28 provinces and regions . The number of high-speed train sets in operation grew from 1,277 pairs in June to 1,556.5 pairs in December. In response to
10283-573: The project was estimated to need a total investment of 4.81 billion yuan. Chongqing railway new tier on January 24, 2013, officially launched operation. High Speed Rail in China The high-speed rail (HSR) network in the People's Republic of China (PRC) is the world's longest and most extensively used – with a total length of 46,000 kilometres (29,000 mi) in the middle of 2024. The HSR network encompasses newly built rail lines with
10396-400: The remaining 350 km/h (217 mph) trains between Shanghai and Hangzhou was reduced to 300 km/h (186 mph) as of August 28, 2011. To stimulate ridership, on August 16, 2011, ticket prices on high-speed trains were reduced by five percent. From July to September, high-speed rail ridership in China fell by nearly 151 million trips to 30 million trips. In the first half of 2011,
10509-413: The route is monitored by 321 seismic, 167 windspeed and 50 rainfall sensors. Tickets were put on sale at 09:00 on June 24, 2011, and sold out within an hour. To compete with the new train service, airlines slashed the cost of flights between Beijing and Shanghai by up to 65%. Economy air fares between Beijing and Shanghai fell by 52%. [2] Sleeper bullet trains on the upgraded railway were cancelled at
10622-403: The same September with a new record of 321 km/h (199 mph). The line supports commercial train service at speeds of 200–250 km/h (120–160 mph), and has become a segment of the rail corridor between Beijing and Northeast China. The Qinhuangdao-Shenyang Line showed the greater compatibility of HSR on conventional track with the rest of China's standard gauge rail network. In 2004,
10735-801: The second major cross-regional line, opened in June 2011 and was the first line designed with a top speed of 380 km/h (236 mph) in commercial service. By January 2011, China had the world's longest high-speed rail network with about 8,358 km (5,193 mi) of routes capable for at least 200 km/h (124 mph) running in service including 2,197 km (1,365 mi) of rail lines with top speeds of 350 km/h (217 mph). The MOR reportedly committed investment of ¥709.1 billion (US$ 107.9 billion) in railway construction in 2010 and would invest ¥700 billion (US$ 106 billion) in 2011 on 70 railway projects, including 15 high-speed rail projects. Some 4,715 kilometres (2,930 mi) of new high-speed railways would be opened, and by
10848-490: The service speed and capacity on existing lines through double-tracking , electrification , improving grade (through tunnels and bridges), reducing turn curvature and installing continuous welded rail . Through five rounds of "Speed-Up" campaigns in April 1997, October 1998, October 2000, November 2001, and April 2004, passenger service on 7,700 km (4,800 mi) of existing tracks was upgraded to reach sub-high speeds of 160 km/h (100 mph). A notable example
10961-421: The shorter trains, a six-person Premier Class compartment is available. Available on the longer trains are up to 28 Business Class seats and a full-length dining car. More than 90 trains a day run between Beijing South and Shanghai Hongqiao from 07:00 until 18:00. The line's average ridership in its initial two weeks of operation was 165,000 passengers daily, while 80,000 passengers every day continued to ride on
11074-452: The slower and less expensive old railway. The figure of 165,000 daily riders was three-quarters of the forecast of 220,000 daily riders. After the opening passengers numbers continued to grow, with 230,000 passengers using the line each day by 2013. By March 2013, the line had carried 100 million passengers. By 2015, ridership grew to 489,000 passengers per day. By 2017, average ridership reached over 500,000 passengers per day. This line
11187-405: The standard Chinese abbreviation for Beijing, and Hu (沪), short for Shanghai. The Jinghu Railway has served as China's busiest railway for nearly a century. Due to rapid growth in passenger and freight traffic in the last 20 years, this line has reached and surpassed capacity. The Jinghu high-speed railway was proposed in the early 1990s, because one quarter of the country's population lived along
11300-546: The ticket to enter the station and pass the ticketing gates. There are 24 stations on the line. Cruise speeds are 300 and 350 km/h (186 and 217 mph) depending on services. Fare are calculated based on distance traveled regardless of speed and travel time. More than 40 pairs of daily scheduled train services travel end-to-end along this route, and hundreds more that only use a segment of it. Jinan–Zaozhuang high-speed railway Note: * – Lines in italic text are under construction or planned The travel time column in
11413-956: The time, the Beijing–Shanghai Railway was already at capacity, and the proposal was jointly studied by the Science & Technology Commission , State Planning Commission , State Economic & Trade Commission, and the MOR. In December 1994, the State Council commissioned a feasibility study for the line. Policy planners debated the necessity and economic viability of high-speed rail service. Supporters argued that high-speed rail would boost future economic growth. Opponents noted that high-speed rail in other countries were expensive and mostly unprofitable. Overcrowding on existing rail lines, they said, could be solved by expanding capacity through higher speed and frequency of service. In 1995, Premier Li Peng announced that preparatory work on
11526-468: The train when crossing the river, and the travel time was thus cut to around 36 hours. The train service was suspended during the Japanese invasion . In 1949, from Shanghai's North railway station toward Beijing (then Beiping) it took 36 hours, 50 minutes, at an average speed of 40 km/h (24.9 mph). In 1956 the trip time was cut to 28 hours, 17 minutes. In the early 1960s,
11639-405: The trains each day, which is double the current capacity. During peak hours, trains should run every five minutes. 1,140 km (708 mi), or 87% of the railway, is elevated. There are 244 bridges along the line. The 164 km (102 mi) long Danyang–Kunshan Grand Bridge is the longest bridge in the world , the 114 km (71 mi) long viaduct bridge between Langfang and Qingxian
11752-700: The travel time was further cut down to 23 hours, 39 minutes. In October 1968, the Nanjing Yangtze River Bridge was opened. The travel time was cut to 21 hours, 34 minutes. As new diesel locomotives were introduced in the 1970s, the speed was increased further. In 1986, the travel time was 16 hours, 59 minutes. China introduced six line schedule reductions from 1997 to 2007. In October 2001, train T13/T14 took about 14 hours from Beijing to Shanghai. On April 18, 2004, Z-series trains were introduced. The trip time
11865-607: Was commenced in September 2004, taking until January 2007 to complete the test. During May 2005, Suiyu railway trains reached a top speed of 225 km/h (140 mph) in testing. The railway is part of Chengyu high-speed railway and achieved connection with the railway from Chengdu to Suining. The combined operating distance from Chongqing to Chengdu is only 312 km (194 mi), the entire running time of about 2 hours. On September 26, 2009, at Chongqing North Railway Station started services bound for Chengdu with CRH1 Harmony EMU trainsets, allowing Southwest China to enter
11978-569: Was completed on February 4, 2011 for the entire line. According to CCTV, more than 130,000 construction workers and engineers were at work at the peak of the construction phase. According to the Ministry of Railways, construction has used twice as much concrete as the Three Gorges dam , and 120 times the amount of steel in the Beijing National Stadium . There are 244 bridges and 22 tunnels built to standardized designs, and
12091-619: Was cut to 11 hours, 58 minutes. There were five trains departing around 7 pm every day, each 7 minutes apart, arriving at their destination the next morning. The railway was completely electrified in 2006. On April 18, 2007, the new CRH bullet train was introduced on the upgraded railway as part of the Sixth Railway Speed-Up Campaign . A day-time train D31 served the route, departing from Beijing at 10:50 every morning, and arriving at Shanghai at 20:49 in
12204-406: Was drawing attention to Shanghai, conventional track HSR technology was being tested on the newly completed Qinhuangdao-Shenyang Passenger Railway . This 405 km (252 mi) standard gauge, dual-track, electrified line was built between 1999 and 2003. In June 2002, a domestically made DJF2 train set a record of 292.8 km/h (181.9 mph) on the track. The China Star (DJJ2) train followed
12317-528: Was misappropriated from the $ 33 billion Beijing–Shanghai high-speed railway in 2010. Another top official in the Railways Ministry, Zhang Shuguang , was also sacked for corruption. Zhang was estimated to have misappropriated to his personal overseas accounts the equivalent of $ 2.8 billion. After the political shake-up, concerns about HSR safety, high ticket prices, financial sustainability and environmental impact received greater scrutiny in
12430-567: Was partially financed by the German government. The refusal of the Transrapid Consortium to share technology and source production in China made large-scale maglev production much more costly than high-speed train technology for conventional lines. Finally, residents living along the proposed maglev route have raised health concerns about noise and electromagnetic radiation emitted by the trains, despite an environmental assessment by
12543-470: Was started on July 19, 2010, and completed on November 15, 2010. On December 3, 2010, a 16-car CRH380AL trainset set a speed record of 486.1 km/h (302.0 mph) on the Zaozhuang West to Bengbu section of the line during a test run. On January 10, 2011, another 16-car modified CRH380BL train set a speed record of 487.3 km/h (302.8 mph) during a test run. The overhead catenary work
12656-422: Was suspending approvals of any new high-speed rail lines pending the outcome of the investigation. The Minister of Railways announced further cuts in the speed of Chinese high-speed trains, with the speed of the second-tier 'D' trains reduced from 250 km/h (155 mph) to 200 km/h (124 mph), and 200 km/h (124 mph) to 160 km/h (99 mph) on upgraded pre-existing lines. The speed of
12769-530: Was the first passenger dedicated HSR line. Currently, the HSR extends to all provincial-level administrative divisions and Hong Kong SAR with the exception of Macau SAR . Notable HSR lines in China include the Beijing–Kunming high-speed railway which at 2,760 km (1,710 mi) is the world's longest HSR line in operation, and the Beijing–Shanghai high-speed railway with the world's fastest operating conventional train services. The Shanghai Maglev
#841158