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Bullet train in china

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Courtesy : en.wikipedia.org

Bullet train 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 42,000 kilometres (26,000 mi) by the end of 2022. The HSR network encompasses newly built rail lines with a design speed of 200–350 km/h (120–220 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. Tentative services began operation in 2003, while the China Railway High-speed (CRH) was introduced in April 2007 and the Beijing-Tianjin intercity rail, which opened in August 2008, 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. The HSR network reached just under 38,000 km (24,000 mi) in total length by the end of 2020.The HSR building boom continues with the HSR network set to reach 70,000 km (43,000 mi) in 2035.

Notable HSR lines in China include the Beijing–Guangzhou high-speed railway which at 2,298 km (1,428 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 is the world’s first high-speed commercial magnetic levitation (“maglev”) line, whose trains run on non-conventional track and reach a top speed of 430 km/h (267 mph). In 2020, China started testing a maglev prototype train that runs at 600 km/h (373 mph) and planned a 2025 launch date.

Economically, there were initial concerns, particularly outside China, over the high-speed rail’s cost, debt and profitability.However, a Paulson Institute research had estimated that the net benefit of the high-speed rail to the Chinese economy to be approximately $378 billion and an annual return on investment at 6.5%. In 2021, China’s state railway company have also vowed to prioritise in reforms that aims to improve the productivity and efficiency of its high speed rail network, rather than focus on the expansion of track mileage.

A 2019 World Bank study estimated the rate of economic return of China’s high-speed rail network to be at 8 percent, which 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. The institution also found “a broad range of travelers of different income levels choose HSR for its comfort, convenience, safety and punctuality.”

Definition and terminology

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 service interval of not less than three minutes.[

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 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).

History

The Asia Express steam locomotive, which operated commercially from 1934 to 1943 in Manchuria could reach 130 km/h (81 mph) and was one of the fastest trains in Asia.

Precursor

The earliest example of higher-speed 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 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.

Early planning

In the early 1990s, diesel locomotives in China could attain a maximum speed of 120 km/h (75 mph) on passenger trains. Here a DF4 diesel locomotive is shown hauling passenger coaches on the Guangzhou–Sanshui Railway at Foshan in 2008.

State planning for China’s current high-speed railway network began in 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 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 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.

The “Speed Up” campaigns

Main article: Campaign to raise the speed of railway travel in China

High-speed rail service on the Guangzhou–Shenzhen Railway

From 1998 until 2007, the Guangshen Railway Company operated a “Xinshisu” Swedish SJ 2000 high-speed train on the Guangshen Railway as the Guangdong through train from Zhaoqing railway station in Guangdong Province to Hung Hom station in Hong Kong. The Xinshisu trainset was shipped back to Sweden in 2012.

In 2007, the Guangshen Railway became the first in the country to have four tracks, allowing faster passenger train traffic (on dedicated tracks third and fourth from the right) to be separated from slower freight traffic (on tracks second and fifth from the right).

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 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 is the Guangshen–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, 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 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 CR series trains. During the Sixth Railway Speed Up Campaign, 52 CRH trainsets () 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.

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