China’s High Speed Rail Evolution — the past, present and future.
In 2003, my parents took the ultimate decision for us to immigrate to the UK. We took the “绿皮火车” — traditional trains often painted in green — from Hefei to Beijing (see picture below), it took around 13 hours for a 1,030KM journey.
I still clearly remember the scenes on the train, there was a mix of noises from people chatting to people snoring and slurping instant noodles. Captivated by the vibrant atmosphere, it was a deeply memorable experience.
Fast forward 15 years, in the winter of 2018, I took the high speed rail from Beijing to Huangshan, it took merely 6 hours for a 1,350KM journey. The cabin was quiet, the recliner seat was comfortable, the most impressive part is the how pleasant the journey was, despite the long distance. This article aims to provide some insights to China’s rail development. Starting with a brief history then we arrive at China’s current railway state to future predictions.
A very brief history
The current state of China’s high speed railway network began in the early 1990s under the strong leadership of Deng Xiaoping who coined what is currently known as “high speed rail dream” after his visit to Japan in 1978, where he was profoundly impressed by Japan’s Shinkansen system. In the 1990s, China was facing a surge in capacity demands from accelerated usual-urban migration as China experiences substantial economic growth which encouraged the Party to invest in expanding and increasing the speed of its transport network for greater efficiency. Thus 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.
For more information on China’s high speed rail history: https://www.topchinatravel.com/china-high-speed-train/china-high-speed-
For those interested in a detailed academic research on China’s high speed rail development: https://ebha.org/public/C7:paper_file:79
The “Speed Up” Campaigns
中国铁路大提速 (China Railway Speed Up Campaigns was a series of initiatives undertaken by the MOR from 1997 to 2007 to increase the speed of train travel in China by improving the country’s railways. The Campaign was implemented in six rounds and increased the national average speed of passenger trains in China from 43km/h to 70km/h. The focus was on modernising and increasing the service speed and passenger capacity on existing lines through double-tracking, electrification, improvements in grade (through tunnels, viaducts and bridges), reduction in turn curvature and installation of continuous welded rail. Through the 5 rounds of ‘speed ups’ between 1997 and 2004, passenger rail on 7,700km of existing tracks was upgraded to speed of 160km/h. In addition to the modernisation of tracks and increased passenger capacity, the development of China Railway High Speed (CRH) was also part of this extensive project. During the 6th ‘speed up’ campaign, 52 High Speed Rail train-sets were put into operation. By late 2007 158 CRH train-sets and 514 train numbers were in operation.
Helping hands from abroad
Despite setting speed records on the test tracks, China’s early domestically produced high-speed trains were insufficiently reliable for commercial operations. Beijing turned to advanced technology companies abroad but made it clear that China’s High Speed Rail expansion cannot only benefit foreign economies, it should be mutually exclusive. This was to be done through technology transfer to Chinese companies which will allow domestic enterprises to master the core technology. While foreign partners provide technical training and services, the domestic enterprises must ultimately be able to function without the partnership in the long run.
Railway enterprises in China were able to choose their foreign partners without restriction, but foreign companies must pre-bid and sign the technology transfer agreement with domestic manufacturers, so that the domestic companies could comprehensively and systemically learn advanced foreign technology. This on June 2004, the MOR solicited bid to make 200 high-speed rain sets that can run 200km/h. Siemens, Alstom, Bombardier, Kawasaki all submitted bids. Looking at the pictures below, one can clearly tell the similarities in design between the foreign high speed train to the early Chinese high speed railway.
Insert pictures of comparison of similar designs here is the link (scroll down): https://en.wikipedia.org/wiki/High-speed_rail_in_China#Early_planning
Chinese train-makers, after receiving transferred foreign technology, have been able to achieve a considerable degree of self-sufficiency in making the next generation of high-speed trains by developing indigenous capability to produce key parts and improving upon foreign designs. In particular, the Fuxing and Hexie Hao trains.
Innovation
With the introduction of foreign technology transfer, China was then able to implement its “Long-term Scientific and Technological Development (2006–2020)”, in order 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. Academics and Researchers from Chinese Academy of Sciences (CAS), Tsinghua University Zhejiang University, Southwest Jiaotong, University and others have committed cooperation on 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:
- Develop key technologies to create a network capable of supporting trains’ speeds of 350 km/h (217 mph) and higher;
- Establish intellectual property rights and international competitiveness;
- Ministry of Science and the Ministry of Railways will work together to enhance industry research alliances, and innovation capability;
- Promote China-related material and equipment capacity.
The Current State of China’s High Speed Rail
China’s high-speed railway network is already the biggest in the world at 29,000km, and many provincial capitals can be reached from Beijing within eight hours, for example, Hefei in Anhui.
On September 2018, High Speed Rail is available between Beijing West Station and Kowloon Station in Hong Kong the average journey is about 9–10 hours for a 2,440KM journey.
(insert picture of China’s High Speed Network) the below link can help: https://www.travelchinaguide.com/china-trains/high-speed/map.htm
Policy Justifications
Critics often point towards the mounting debt China is rocking up due to its High Speed Rail programme and questioned the necessity of a developing country having an extensive high speed rail network, where many cannot afford to pay a premium on faster travel.
However, the CRH provides reliable, fast and comfortable means of transporting huge numbers of travellers from one place to another in a densely populated country (majority of its citizens live by the east coast and south east) over long distances helps to:
Firstly, facilitate cross-city economic integration and promote the growth of second-tier cities. With the introduction of high-speed railways it is responsible for 59% of the increase in market potential for secondary cities connected by bullet trains (market potential: “a geographic area’s access to markets for inputs and outputs”). A a result of cities becoming more integrated it helps to promote greater domestic trade and holiday travels.
Secondly, promoting environmental sustainability. In recent years, China has emphasised its desire to reduce CO2 emissions and by embracing high speed rail technologies, the electric trains use less energy to transport vast numbers of people on a per unit basis and can draw power from multiple sources of energy, for example, the ability to use renewable energy whereas automobile and air travel relies heavily on petroleum.
Thirdly, accelerating short term economic growth HSR construction creates jobs and drives up demand for construction, steel and cement industries during the economic downturn. Work on the Beijing–Shanghai HSR mobilised 110,000 workers.
Personally, I have taken the High Speed Railway on numerous occasion and it never failed to disappoint, i was impressed by its comfortable, quietness and the train was always on time! Albeit, the on-board food were quite expensive! As a Intern in Shanghai in 2017, i often traveled back to Hefei to visit the family after work on Friday and traveled back again to Shanghai on Sunday. For a 480km journey it only took 2 hours. The journey cost around £18 It certainly made seeing the family incredibly convenient. An analogy by CGTN news really puts things into perspective: “If a Londoner got on a Chinese high-speed train on Friday after work, they could travel to Edinburgh and enjoy their authentic Scotch whisky before the end of the day”. The Fuxing train achieved an average 350 km/h speed during a journey between Beijing and Shanghai. That kind of speed would get one from London to Edinburgh in less than two hours — but with a price of only £20. As a matter of fact, China sells the cheapest high-speed train tickets in the world.
Speeding to towards the future
China’s progress in high -speed rail development has gained recognition by the World Bank, “China has built the largest high-speed rail network in the world. The impacts go well beyond the railway sector and include changed patterns of urban development, increases in tourism, and promotion of regional economic growth,” said Martin Raiser, World Bank director of China.
Looking towards the future China unveiled a prototype for 600km/h train:
Optimistically, a team of scientists from China Aerospace Science & Technology Industry Corp. (CASIC), who attended the 3rd China (International) Commercial Aerospace Forum in Central China’s Wuhan, Hubei Province in Aug. 2017, announced plans to launch a research and development (R&D) project with plans to develop HyperFlight Transport. CASIC hopes to complete HyperFlight Transport in three stages:
The first step: constructing a regional inter-city network with speeds — 1,000-km/h;
The second step: entails building a national network that connects major city clusters with speeds — 2,000-km/h;
The final step: would be to develop an international network along Belt & Road routes that can achieve speeds at 4,000-km/h.
4,000km/h trains?! That sounds unbelievable but perhaps it is not in the too distant future. 40 years ago China was one of the poorest nations the world, forward 40 years it has modernised substantially, increased life expectancy, literacy and quality of life. From my personal experience, comparing my life to what life was like during my parents childhood it is two different world. 15 years ago China did not have a high speed rail way system is has today, so perhaps, just perhaps China might make Hyperflight into a reality.
Final words
Personally, China’s high speed rail certainly had a huge impact in my life, it certainly made travel more convenient, making cities easier to reach than ever before. In a short space of time, China indeed transformed its dated railway system to a modern leading high speed rail way manufacturer. Along the way, China received assistance and guidance from leading global manufacturers from Kawasaki to Alstom and Bombardier. Using their guidance and constantly have the urge to develop and achieve self sufficiency we arrive in China’s current state. The future is uncertain and unpredictable, however, i only wish the best for China to continue to innovate and grow, at the same time take into consideration of railway and passenger safety at the heart of its development.
