China Railway High-speed

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China Railway High-speed
ChinaRailwayHighspeed.svg
ChinaRejuvenation.svg
Overview
Parent company China Railway
Headquarters Beijing, China
Locale People's Republic of China
Dates of operation2007–present
Technical
Track gauge 1,435 mm (4 ft 8+1⁄2 in) Standard gauge
Electrification 25 kV 50 Hz AC overhead catenary

High-speed rail network

High-speed rail services were first introduced in 2007 operating with CRH rolling stock. Those run on existing lines that have been upgraded to speeds of up to 250 km/h (160 mph) and on newer dedicated high-speed track rated up to 350 km/h (220 mph).

China will continue to operate the largest high-speed rail (HSR) network in the world by the end of 2021, with a length of over 40,000 km (24,855 mi). Beijing to Hong Kong High Speed Railway, the longest HSR route in the world, stretches 2,440 km (1,516 mi). [14]

CRH service on dedicated high-speed lines

China Railway High-speed
Simplified Chinese 中国高速铁路
Traditional Chinese 中國高速鐵路
Transcriptions
Standard Mandarin
Hanyu Pinyin Zhōngguó gāosù tiělù

CRH service on upgraded conventional lines

A CRH2C and possibly a regular-speed sleeper train, on the Longhai Railway outside of city walls of Xi'an. CRH2-090C at xian.jpg
A CRH2C and possibly a regular-speed sleeper train, on the Longhai Railway outside of city walls of Xi'an.

As of September 2010, there were 2,876 kilometres (1,787 mi) of upgraded conventional railways in China that can accommodate trains running speeds of 200 to 250 km/h. [50] Over time with the completion of the national high-speed passenger-dedicated rail network, more CRH service will shift from these lines to the high-speed dedicated lines.

A. Intercity service (typically, listed in schedules as C-series or D-series trains):

B. Long-haul service (typically, listed in schedules as G-series or D-series trains):

Overnight high-speed trains

A CRH2E Duplex high-speed overnight sleeper in 2017. CRH2E-2465@SHA (20170910185510).jpg
A CRH2E Duplex high-speed overnight sleeper in 2017.

Unlike the "conventional" (non-CRH trains), which run round the clock, most high-speed rail lines operations shut down each night. There are several sleeper EMU services (abbreviated 动卧, dòngwò) running on the upgraded rail or high-speed lines operated with CRH1E and CRH2E trains.

Conventional higher-speed Z-series overnight rail services may also use certain sections of the high-speed rail network; e.g., the planned Shanghai-Chengdu train Z121/2/3/4 will use the Huhanrong PDL from Nanjing to Wuhan. [67]

With the schedule change planned for December 21, 2012, some of these trainsets will be re-purposed to also provide overnight high-speed service between Shanghai and Xi'an North. [67] In the 2014, Chunyun season, overnight HSR trains first ran on Beijing-Guangzhou (Jingguang) and other lines.

In November 2016, CRRC Changchun unveiled CRH5E bullet train carriages with sleeper berths. Made in the CRRC factory in Changchun and nicknamed Panda, they are capable of running at 250 km/h, operate at -40 degrees Celsius, have Wi-Fi hubs and contain sleeper berths that fold into seats during the day. [68] In 2017, CRRC unveiled a high speed train with double decked sleeper "capsules" classed as the CRH2E series high speed rail train. [69] On January 5, 2019, the CR200J entered service replacing many locomotive-hauled trains. [70]

Rolling stock

China Railway High-speed train passing through Shenzhou railway station in Hainan
Chinese-designed CR400AF departing from Beijing South railway station. CR400AF-2001@BJN (20170626110730).jpg
Chinese-designed CR400AF departing from Beijing South railway station.

China Railway High-speed runs different electric multiple unit trainsets, the name Hexie Hao (simplified Chinese :和谐号; traditional Chinese :和諧號; pinyin :Héxié Hào; lit.'Harmony') is for designs which are imported from other nations and designated CRH-1 through CRH-5 and CRH380A(L), CRH380B(L), and CRH380C(L). CRH trainsets are intended to provide fast and convenient travel between cities. Some of the Hexie Hao train sets are manufactured locally through technology transfer, a key requirement for China. The signalling, track and support structures, control software, and station design are developed domestically with foreign elements as well. By 2010, the track system as a whole is predominantly Chinese. [71] China currently holds many new patents related to the internal components of these trains, re-designed in China to allow the trains to run at higher speeds than the foreign designs allowed. However, these patents are only valid within China, and as such hold no international power. The weakness on intellectual property of Hexie Hao causes obstruction for China to export its high-speed rail related product, which leads to the development of the completely redesigned train brand called Fuxing Hao (simplified Chinese :复兴号; traditional Chinese :復興號; pinyin :Fùxīng Hào; lit.'Rejuvenation') that based on indigenous technologies. [71] [72] [73] [74]

The trainsets are as follows:

Hexie (Harmony)

CRH1A, B,E, CRH2A, B,E, and CRH5A are designed for a maximum operating speed (MOR) of 200 km/h and can reach up to 250 km/h. CRH3C and CRH2C designs have an MOR of 300 km/h, and can reach up to 350 km/h, with a top testing speed more than 380 km/h. However, in practical terms, issues such as maintenance costs, comfort, and safety make the maximum speed of more than 380 km/h impractical and remain limiting factors.[ citation needed ]

Fuxing (Rejuvenation)
Equipment typeTop speed in testDesigned speedSeating capacityFormationPower
(under 25 kV)		Entry into Service
CRH1A 278 km/h (173 mph)250668 or 649 or 6455M3T5,300 kW2007
CRH1B 292 km/h (181 mph)250129910M6T11,000 kW2009
CRH1E 250618 or 64210M6T11,000 kW2009
CRH2A 282 km/h (175 mph)250610 or 5884M4T4,800 kW2007
CRH2B 275 km/h (171 mph)25012308M8T9,600 kW2008
CRH2C Stage 1 394.2 km/h (244.9 mph)3006106M2T7,200 kW2008
CRH2C Stage 2 3506106M2T8,760 kW2010
CRH2E 2506308M8T9,600 kW2008
CRH3C 394.3 km/h (245.0 mph)350600 or 5564M4T8,800 kW2008
CRH5A 250622 or 586 or 5705M3T5,500 kW2007
CRH380A 416.6 km/h (258.9 mph)3804946M2T9,600 kW2010
CRH380AL 486.1 km/h (302.0 mph)380102714M2T20,440 kW2010
CRH380B 3805564M4T9,200 kW2011
CRH380BL 487.3 km/h (302.8 mph)38010048M8T18,400 kW2010
CRH380CL 3808M8T19,200 kW2012
CRH380D 3804954M4T10,000 kW2012
CRH380DL 38010138M8T20,000 kWCanceled (2012 original plan)
CRH6 2205864M4Tunknown2011
CR400AF 4005564M4T2017
CR400BF 4005564M4T2017
CR400AF-A 40011938M8T2018
CR400BF-A 40011938M8T2018
CR400AF-B 40012838M9T2019
CR400BF-B 40012838M9T2019
CR200J 200720
1102		Mc+7T+Tc
Mc+16T+Mc
Mc+9~16T+Mc		2019
CR300AF 3006134M4T2020
CR300BF 3006134M4T2020

Chinese MOR CRH trainsets order timetable

Chinese MOR CRH trainsets order timetable

DateFactorySpeed LevelTypeQuantity
(set)		Quantity
(car)		Amount
2004-10-10 [78] Alstom250 km/hCRH5A324620 million EUR
CNR Changchun57456
2004-10-12 [79] BST (Bombardier & CSR)250 km/hCRH1A20160US$350 million
2004-10-20 [80] Kawasaki250 km/hCRH2A3249,300 million RMB
CSR Sifang57456
2005-05-30 [81] BST250 km/hCRH1A20160US$350 million
2005-06 [80] CSR Sifang300 km/hCRH2C Stage one302408,200 million RMB
350 km/hCRH2C Stage two30240
2005-11-20 [82] Siemens350 km/hCRH3C32413,000 million RMB
CNR Tangshan57456
2007-10-31 [83] BST250 km/hCRH1B203201,000 million EUR
CRH1E20320
2007-11 [84] CSR Sifang250 km/hCRH2B101601,200 million RMB
2007-11 [80] CSR Sifang250 km/hCRH2E696900 million RMB
2008-12-06 [80] CSR Sifang250 km/hCRH2E142242,100 million RMB
2009-09-23 [85] CNR Changchun250 km/hCRH5A302404,800 million RMB
2009-03-16 [86] CNR Tangshan380 km/hCRH380BL701,12039,200 million RMB
CNR Changchun30480
2009-09-28 [87] CSR Sifang380 km/hCRH380A4032045,000 million RMB
CRH380AL1001,600
2009-09-28 [87]
Modified 2012-09-05 [88] 		BST380 km/hCRH380D7056027,400 million RMB
250 km/hCRH1A46368
250 km/hZefiro 250NG60480
2009-09-28 [89] CNR Changchun380 km/hCRH380B4032023,520 million RMB
CRH380BL15240
CRH380CL25400
2009-09-28 [90] CNR Tangshan350 km/hCRH3C [91] 201603,920 million RMB
2009-12-30 [92] CSR Puzhen220 km/hCRH6241922,346 million RMB
2010-07-16 [93] BST250 km/hCRH1A403205,200 million RMB
2010-09-14 [94] CSR Sifang250 km/hCRH2A403203,400 million RMB
2010-10-13 [95] CNR Changchun250 km/hCRH5A201602,700 million RMB
2011-04-26CNR Changchun250 km/hCRH5A302403,870 million RMB
Total105010,240

Chinese CRH trainsets delivery timetable

Based on data published by Sinolink Securities; [96] [97] some small changes were made according to the most recent news.

Type2006200720082009
2010
2011
Future
(plan)
Total
CRH1A818122202010680
CRH2A19411525100
CRH5A27294302030140
CRH1B49720
CRH1E38920
CRH2B1010
CRH2E61420
CRH2C10203060
CRH3C7363780
CRH380A4040
CRH380AL694100
CRH380B2020 1 40
CRH380BL114955 1 115
CRH380CL25 1 25
CRH380D70 2 70
CRH380DL0 2 0
CRH62424
Total278678882042373301050
Cumulative2711319127948374410501050
  • ^1 All CRH380B and CRH380C units to be delivered before 2012.
  • ^2 All CRH380D units to be delivered before 2014.

Hexie trains

Fuxing trains

Ridership

Ridership
Yearmillion riders±% p.a.
2007 61—    
2008 127+108.20%
2009 179+40.94%
2010 290+62.01%
2011 440+51.72%
2012 486+10.45%
2013 672+38.27%
2014 893+32.89%
2015 1,161+30.01%
2016 1,440+24.03%
2017 1,713+18.96%
2018 2,005+17.05%
2019 2,290+14.21%
2020 1,560−31.88%
2021 1,920+23.08%
2022 1700—    
2023 3000—    
Source: 2008 [98] 2010 [99] 2011 [100] 2014 [101] [102] 2015 [103] [104] 2016 [105] 2017 [106] 2018 [107] 2019-2021 [108]
  1. italics indicate rough estimates for 2022, 2023, not final figures

Annual HSR ridership is highest in the world and has ramped up very quickly, as self-reported by rail authorities. China is the third country, after Japan and France, to have one billion cumulative HSR passengers. Ridership in 2018 is above 2 billion per year. Nevertheless, a breakdown for lines and services is not available, system ridership may be overestimated given transfer connections within the system may be counted as new passengers each time.

Technology development

Before the introduction of foreign technology, China conducted independent attempts to domestically develop high-speed rail technology. Some notable results included the China Star, but domestic Chinese companies lacked the technology and expertise of foreign companies, and the research process consumed a large amount of time. In 2004, the Chinese State Council and the Ministry of Railways defined a modern railway technology and equipment policy as "the introduction of advanced technology, the joint design and production, to build China brand". The realization of the railway "leapfrog development" is the key task required to develop and utilize the technology required for high-speed trains (higher than 200 km/h or 124 mph per hour). In 2007, Chinese state media quoted the People's Republic of China Ministry of Railways spokesman Zhang Shuguang to have stated that due to historical reasons, China's overall railway technology and equipment is similar to that of developed countries' rail systems in the 1970s; high-speed rolling stock development is still in its infancy stage. And that if using only their own resources and expertise, the country might need a decade or longer to catch up with developed nations. [109]

Technology introduction

On April 9, 2004, the Chinese government held a conference on modern railway equipment and rolling stock, in which they drafted the current Chinese plan to modernize the country's railway infrastructure with advanced technologies.

On June 17, 2004, the Ministry of Railways launched the first round of bidding on the high-speed rail technology, but the company must be:

High-speed EMU design and manufacturing technology companies, including Siemens, Alstom, Kawasaki Heavy Industries and Bombardier, initially had hoped to enter into a joint venture in China, but was rejected by the Ministry of Railways. The MOR set these guidelines for joint ventures to be acceptable:

A comprehensive transfer of technology to Chinese enterprises (especially in systems integration, AC drive and other core technologies) was requested to allow domestic enterprises to access and utilise the core technology. While foreign partners might provide technical services and training, the Chinese companies must ultimately be able to function without the partnership. [110] Railway equipment manufacturers in China were free to choose foreign partners, but foreign firms must pre-bid and sign the technology transfer agreement with China's domestic manufacturers, so the Chinese rolling stock manufacturers could comprehensively and systematically learn advanced foreign technology. [111] However, this requirement to sign over all rights to the technology used in the trains was a significant barrier to international involvement in the project, as the companies would lose access to any technology that they used on the trains.

In the first round of bidding, 140 rolling stock orders were divided into seven packages of twenty orders each. After extensive review and negotiation, three consortiums won the bid:

These three consortiums were each given three, three, and one twenty order packages respectively. [111] Germany's Siemens, as a result of an expensive technology bid — the prototype vehicle cost was 350 million yuan each column, technology transfer fee 390 million euros — did not get any orders in the first round. [112] [113] EMU tendered 22.7 billion yuan for technology transfer payments in the first payment, accounting for 51 per cent of the amount of the tender.

In November 2005, the Chinese Ministry of Railways and Siemens reached an agreement, and Siemens in a joint venture with Changchun Railway Vehicles and Tangshan Railway Vehicle (both owned by CNR) was awarded sixty 300 km/h (186 mph) high-speed train orders.

Innovation

The introduction of high-speed trains, a foreign advanced technology, was required in order to implement China's "Long-term Scientific and Technological Development (2006–2020)". The core technology innovations necessary for a high-speed rail system to meet the needs of China's railway development resulted in the Ministry of Science and Ministry of Railways signing the "independent innovation of Chinese high-speed train cooperation agreement Joint Action Plan" on February 26, 2008. [114] Academicians and researchers from CAS, Tsinghua University, Zhejiang University, Southwest Jiaotong University, and Beijing Jiaotong University have committed to working together on basic research into improving China's scientific and industrial resources into developing a high-speed train system.

Under the agreement, China's joint action plan for improvement of train service and infrastructure has four components: [115]

  1. Develop key technologies to create a network capable of supporting trains' speeds of 350 km/h (217 mph) and higher
  2. Establish intellectual property rights and international competitiveness
  3. Ministry of Science and the Ministry of Railways will work together to enhance industry research alliances, and innovation capability
  4. Promote China-related material and equipment capacity

The Chinese Ministry of Science has invested nearly 10 billion yuan in this science and technology plan, which is by far the largest investment program. The project has brought together a total of 25 universities, 11 research institutes, and national laboratories, and 51 engineering research centers. The Ministry of Science hopes to develop basic research sufficient to produce key technologies necessary to develop trains capable of 500 km/h (310 mph) through the "863 Project" and "973 Project". [116]

Technology export

On July 27, 2009, Chinese Ministry deputy chief engineer Zhang Shuguang stated that the United States, Saudi Arabia and Brazil are interested in Chinese high-speed railway technology. On July 28, the Federal Railroad Administration and the US government are negotiating on the introduction of Chinese railway technology. [117] On October 14, 2009, Prime minister of Russia Vladimir Putin and the Russian Railroad Administration signed an Organizing and developing railway in Russia memo with Ministry of Railways of China, planning to build a high-speed railway from Vladivostok to Khabarovsk. [118]

Accidents

See also

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References

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