104-560: 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
208-845: 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
312-746: 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
416-519: 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
520-618: 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
624-837: 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
728-474: A Maglev train compartment caught fire after leaving Pudong International Airport. There were no injuries or fatalities aboard. Electrical problems caused the fire according to investigation reports. On 14 February 2016, the Shanghai maglev line had an equipment failure that affected operation for more than 1 hour. Due to the use of single-line operation during this time, the train interval was extended. At launch
832-477: 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
936-485: A buffer zone around the track that will be 22.5 m (74 ft) wide, which compares unfavourably with German standards that require houses to be 300 m (980 ft) away from the line. Representatives of the residents filed a formal request to demonstrate with the Shanghai Public Security Bureau, which was rejected. According to China Daily, as reported on People's Daily Online 27 February 2009,
1040-436: 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
1144-686: 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,
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#17330942307271248-586: 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
1352-429: 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
1456-580: A length of 153 metres (502 ft 0 in), a width of 3.7 metres (12 ft 2 in), a height of 4.2 metres (13 ft 9 in) and a three-class, 574-passenger configuration (End section (ES) 1st class: 56; Middle section (MS) 2nd class: 110; End section (ES) 2nd class: 78). The train set model (Transrapid SMT) was built by a joint venture of Siemens and ThyssenKrupp from Kassel , Germany in 3 pieces (originally 4 pieces consisting of 6 wagons each were planned) and based on years of tests and improvements of their Transrapid maglev system, especially
1560-460: A maintenance facility. The top operational commercial speed of the Shanghai maglev was 431 km/h (268 mph), making it the world's fastest train in regular commercial service from its opening in April 2004 until its speed reduction in May 2021. During a non-commercial test run on 12 November 2003 a maglev train achieved a Chinese record speed of 501 km/h (311 mph). The Shanghai Maglev has
1664-565: 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
1768-564: 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
1872-555: 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
1976-473: A receipt or proof of an airline ticket purchase. A round-trip return ticket costs ¥80 ($ 12.80) and VIP tickets cost double the standard fare. The price has not changed since the Maglev began operation. It cost $ 39.759 million per kilometer to build (10 billion yuan (1.2 billion US dollars) for the line). The line's balance of payments has been in huge deficit since its opening. In its initial years of operation,
2080-409: A series on Transport in Shanghai 13 14 15 16 17 18 Pujiang The Shanghai maglev train (SMT) or Shanghai Transrapid ( Chinese : 上海磁浮示范运营线 ; pinyin : Shànghǎi Cífú Shìfàn Yùnyíng Xiàn ; lit. ' Shanghai Maglev Demonstration Operation Line ' )
2184-476: 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
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#17330942307272288-460: 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,
2392-412: 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
2496-549: 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
2600-664: Is a magnetic levitation train (maglev) line that operates in Shanghai , China. The line uses the German Transrapid technology. The Shanghai maglev is the world's first commercial high-speed maglev and has a maximum cruising speed of 300 km/h (186 mph). Prior to May 2021 the cruising speed was 431 km/h (268 mph), at the time this made it the fastest train service in commercial operation. The train line connects Shanghai Pudong International Airport (also on Shanghai Metro 's Line 2 ) and Longyang Road station (in
2704-558: 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
2808-513: 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,
2912-509: 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
3016-442: 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
3120-454: 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
3224-767: 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,
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3328-524: 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),
3432-596: 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
3536-728: 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
3640-593: The Transrapid 08 . The Shanghai Maglev track (guideway) was built by local Chinese companies who, as a result of the alluvial soil conditions of the Pudong area, had to deviate from the original track design of one supporting column every 50 meters (160 ft) to one column every 25 meters (82 ft), to ensure that the guideway meets the stability and precision criteria. Several thousand concrete piles were driven to depths up to 70 meters (230 ft) to attain stability for
3744-545: 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
3848-506: 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
3952-483: 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
4056-462: 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
4160-752: 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
4264-547: The Berlin M-Bahn . Both were low-speed operations and closed before the opening of the Shanghai maglev train. The train was inaugurated in December 2002 by the German chancellor , Gerhard Schröder , and the Chinese premier, Zhu Rongji . Initial opening was for tour only, providing a round trip. The train starts from Longyang Rd. Station, speed up to 431 km/h (268 mph) and arrives at Pudong Airport. After very short break,
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4368-406: 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
4472-447: 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
4576-503: 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
4680-512: 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,
4784-644: 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
4888-626: 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
4992-414: 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,
5096-448: 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
5200-567: 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
5304-486: The Shanghai Academy of Environmental Sciences saying the line was safe and would not affect air and water quality, and noise pollution could be controlled. In January and February 2008, hundreds of residents demonstrated in downtown Shanghai against the line being built close to their homes. The residents were reportedly concerned about potential health hazards, noise, and loss of property value. The Shanghai scheme has
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#17330942307275408-451: 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
5512-570: The Shanghai Maglev Transportation Development Co. Ltd, the company that runs the line, had more than one billion RMB in losses. Nevertheless, the line's lack of profitability derives from its construction to envision the future of China's rail infrastructure, such as converting its entire high-speed rail network into maglev, rather than a viable market solution to garner a profit from travelers. A 2007 statement by Transrapid USA said with 4 million passengers in 2006
5616-690: The Shanghai Maglev had a cruising speed of 431 km/h (268 mph), this was later reduced to 300 km/h (186 mph) during most of the day, before being reduced to 300 km/h (186 mph) at all times. Maglev Longyang Road Station offers Shanghai Maglev Transportation Science and Technology Museum, located at 2100 Longyang Road, Pudong New Area (Shanghai Maglev Train Longyang Road Station ground floor). Open from 09:00 to 17:30, it showcases Shanghai Maglev related content with an exhibition space of 1250 square meters, containing most of
5720-530: The Shanghai municipal government was considering building the maglev line underground to allay the public's fear of electromagnetic pollution and the final decision on the maglev line had to be approved by the National Development and Reform commission. The total length would have been 169 km (105 mi), of which 64 km (40 mi) would be within the City of Shanghai and 105 km (65 mi) in
5824-500: 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
5928-535: 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,
6032-726: 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 . Shanghai Maglev Train Cruising speed: 300 km/h (186 mph) Average speed: 224 km/h (139 mph) (duration: 8 minutes and 10 seconds) Prior to May 2021: Varies, either: Cruising speed: 431 km/h (268 mph) Average speed: 249.5 km/h (155 mph) (duration: 7 minutes and 20 seconds) or: Cruising speed: 300 km/h (186 mph) Part of
6136-646: 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 ,
6240-476: 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
6344-472: 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
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#17330942307276448-499: 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
6552-559: 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
6656-487: 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,
6760-524: 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
6864-464: 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
6968-528: 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)
7072-437: 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
7176-415: 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
7280-496: 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
7384-408: The historical maximum operational speed of 431 km/h (268 mph) could be reached after 4 minutes. Construction of the line began on March 1, 2001, and public commercial service commenced on 1 January 2004. The Shanghai Transrapid project took ¥10 billion (US$ 1.33bn) and two and a half years to complete. The line is 30.5 km (18.95 mi) track and has a further separate track leading to
7488-479: 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
7592-464: 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
7696-455: 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
7800-427: 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
7904-421: 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
8008-623: 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
8112-565: 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
8216-502: 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
8320-533: The outskirts of central Pudong , with transfers to lines 2 , 7 , 16 , and 18 ), where passengers can interchange to the Shanghai Metro to continue their trip to the city center. The line is not part of the Shanghai Metro network, which operates on its own right-of-way to Pudong Airport. The journey takes 8 minutes and 10 seconds to complete the distance of 30 km (18.6 mi). A train can reach 300 km/h (186 mph) in 2 minutes and 15 seconds, while
8424-564: 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
8528-446: The province of Zhejiang . Four stations would be built: at the Expo 2010 site in east Shanghai; in south Shanghai; Jiaxing ; and east Hangzhou. The proposed design speed was 450 km/h (280 mph), which would allow the train to travel the distance in just 27 minutes. The total budget of the project was to be 35 billion RMB (about US$ 5.0 billion as of April 2008). Another approval
8632-400: 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,
8736-403: 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,
8840-801: 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
8944-490: 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
9048-580: The short length of the line, high ticket prices and that it terminates at Longyang Road in Pudong – another 20 min by subway from the city centre. The line is operated by Shanghai Maglev Transportation Development Co., Ltd and runs from 06:45 to 21:42, with services every 20 minutes. Operation hours: In addition to the 57 daily two-way services, since October 2016 two additional one-way trains have been added. These depart at 10:15 pm and 10:40 pm from Pudong Airport to Longyang Road. A one-way ticket costs ¥ 50 (US$ 8), or ¥40 ($ 6.40) for those passengers holding
9152-464: The support column foundations. A mile-long, climate-controlled facility was built alongside the line's right of way to manufacture the guideways. The train was manufactured in Germany by Siemens-Thyssenkrupp JV (Joint venture). The electrification of the train was developed by Vahle, Inc. Two commercial maglev systems predated the Shanghai system: the Birmingham Maglev in the United Kingdom and
9256-539: The system was able to cover its operating costs. The ratio of costs were given as: 64%-energy, 19%-maintenance, and 17%-operations/support services; no overall amount of expenditures was given. The high proportion of energy costs was attributed to the short trip time and high operating speed. According to Chinese media's report, however, due to the huge costs of operating and the lack of the passenger flow, Shanghai Maglev Transportation Company would lose 500 million to 700 million RMB every year. On August 11, 2006, at 14:40,
9360-944: 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
9464-440: The train returns without opening the door. The price was 150 RMB for normal seats and 300 RMB for VIP seat. The normal operation started on 10 October 2003. Since 2010, a fourth train of Chinese production (made by Chengdou Aircraft Industries) has been added to the rolling stock. Its design slightly differs from the original Transrapid-trains: separated front lights below the shortened front-windows (instead of being placed behind
9568-465: The two Shanghai airports is also referred to as Airport express line. The plan for the extension to Hangzhou was first approved by the central government in February 2006, with a planned date of completion in 2010, to be built by Germany 's Transrapid consortium ( ThyssenKrupp and Siemens ). Work was suspended in 2008, owing to public protests over radiation fears despite an environmental assessment by
9672-416: The two cities down to 45 minutes. Consequently, plans for a Maglev link have been suspended again. In addition, a new express Airport Link line (机场联络线), which began construction in June 2019 and is due for completion in 2024, would likely stop any future extension. Following the opening, overall maglev train ridership levels were at 20% of capacity. The levels were attributed to limited operating hours,
9776-409: The windows) and interior design. Hans-Dieter Bott, vice president of Siemens that won the contract to build the rail link, stated that "Transrapid views the Shanghai line, where the ride will last just eight minutes, largely as a sales tool. This serves as a demonstration for China to show that this works and can be used for longer distances, such as Shanghai to Beijing". Later, however, the decision
9880-487: Was certain that not only Germany, but many countries would follow the Chinese example. The German government along with a selection of German companies sought to win more projects for their maglev technology, and highlighted that a train between Shanghai and the Chinese capital, Beijing remained a possibility. No projects have been revealed as of 2014. In January 2006, the Shanghai–Hangzhou maglev line extension project
9984-607: 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
10088-406: 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
10192-471: Was granted in March 2010, with construction to begin in late 2010. The new link was to be 199.5 km (124 mi) long, 24 km (15 mi) longer than the original plan. The top speed was expected to be 450 km/h (280 mph) but limited to 200 km/h (124 mph) in built-up areas. In October 2010, the non-maglev Shanghai–Hangzhou High-Speed Railway was opened, bringing travelling time between
10296-480: Was made to implement the Beijing–Shanghai high-speed railway with conventional high-speed technology. Plans for a shorter maglev extension from Longyang Road to Hangzhou, the Shanghai–Hangzhou maglev line , have been suspended. Speculation that a line would be built from Shanghai to Beijing mounted in 2002. It would cover a distance of about 1,300 km (808 mi), at an estimated cost of £15.5bn. The chief executive of ThyssenKrupp , Dr Ekkehard Schulz said he
10400-520: 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
10504-554: 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
10608-521: Was proposed by the Shanghai Urban Planning Administrative Bureau. The extension would continue the existing line towards Shanghai Hongqiao International Airport , running via Shanghai South railway station and the Expo 2010 site, with a possible continuation towards Hangzhou. The extension would allow transferring between the two airports—located 55 km (34 mi) apart—in approximately 15 minutes. The section between
10712-422: 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
10816-530: 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
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