High-speed rail in China

For rail transport in China generally, see Rail transport in China. For the high-speed rail service operated by China Railway, see China Railway High-speed (CRH).

High-speed rail trains in China

Chinese designed China Standardized EMU departing Beijing South Railway Station.

A CRH2C (left, based on E2-1000 Series Shinkansen) and a CRH3C (right, based on Siemens ICE 3) train at Tianjin Station.

A CRH5 train-set at Qinhuangdao Station, which is derived from the Alstom ETR600.

Chinese designed CRH380A train leaving Shanghai Hongqiao Station.

Shanghai Maglev Train connecting the Pudong Airport with the city

High-speed rail in China
Simplified Chinese	中国高速铁路
Traditional Chinese	中國高速鐵路
Transcriptions Standard Mandarin Hanyu Pinyin Zhōngguó Gāosù Tiělù

High-speed rail (HSR) in China is officially defined as passenger-dedicated railways designed to carry multiple unit trains at speeds of 250–350 km/h (155–217 mph). Certain mixed use freight and passenger rail lines, that can be upgraded for train speeds of 250 km/h, with current passenger service of at least 200 km/h (124 mph), are also considered high-speed rail. The country's HSR network, which in 2016 extended to 29 of the country's 33 provincial-level administrative divisions and exceeded 22,000 km (14,000 mi) in total length, accounted for about two-thirds of the world's high-speed rail tracks in commercial service. The world's longest HSR network is also the most extensively used, with 1.44 billion trips delivered in 2016.

HSR trains, track and service are owned and operated by the China Railway Corporation. The China Railway High-speed (CRH) high-speed train service was introduced in April 2007 featuring high-speed train sets running at 250 km/h on upgraded track. The Beijing-Tianjin Intercity Rail, which opened in August 2008 and could carry high-speed trains at 350 km/h (217 mph), was the first passenger dedicated HSR line.

High-speed rail developed rapidly in China over the past 15 years thanks to generous funding from the Chinese government, especially the economic stimulus program during the Great Recession. The removal of Railway Minister Liu Zhijun for corruption and a fatal high-speed railway accident near Wenzhou in 2011 raised concerns about safety as well as affordability, financial sustainability and environmental impact. The HSR building boom has nevertheless continued with the HSR network set to reach 38,000 km (24,000 mi) in 2025 and 45,000 km (28,000 mi) in the longer term.

China's early high-speed trains were imported or built under technology transfer agreements with foreign train-makers including Alstom, Siemens, Bombardier and Kawasaki Heavy Industries. Since the initial technological support, Chinese engineers have re-designed internal train components and built indigenous trains manufactured by the state-owned CRRC Corporation.

The advent of high-speed rail in China has greatly reduced travel time and has transformed Chinese society and economy. A World Bank study found "a broad range of travelers of different income levels choose HSR for its comfort, convenience, safety and punctuality."

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 Shanghai Maglev, the world's first high-speed commercial magnetic levitation line, whose trains run on non-conventional track and reach a top speed of 430 km/h (267 mph).

Terminology

According to the current regulations, only passenger-dedicated lines with design maximum speed at least 250 km/h, with initial operating maximum speed 200 km/h are considered high-speed rail lines. Lines failing to satisfy at least one of the above criteria, such as Xiamen-Shenzhen Railway with mixed passenger and freight traffic, or upgraded conventional lines, are considered to be higher-speed rail lines. New intercity railway lines are built to maximum 200 km/h standard, therefore, they are also not considered to be official high-speed rail lines, while some of the older intercity railways built to a higher speed, such as Beijing-Tianjin Intercity Railway, are official high-speed rail lines.

Moreover, current regulation only allows EMUs to run on official designated high-speed rail tracks, but this restriction does not exist on upgraded tracks or newly-built railways with mixed traffic, where they are not officially high-speed rail. Trains running on official high-speed rail lines have their identifier starting with G, while CRH EMUs running on other lines have their identifier starting with D.

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 Southern 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 N595 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. 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, improvements in grade (through tunnels and bridges), reductions in turn curvature, and installation of 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 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, 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 CRH series trains. During 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.

The conventional rail v. maglev debate

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 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 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. It remains 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.

High-speed trains in China before the CRH series

The China Railways SS8 (Shaoshan 8) electric locomotive was produced from 1996 to 2001 and provided sub-high-speed rail service. The train set a Chinese rail speed record of 240 km/h (150 mph) in 1998.

The domestically-produced China Railways DJJ1 (Blue Arrow) train, first deployed on the Guangzhou-Shenzhen Railway in 2001, could attain a top speed of 235.6 km/h (146.4 mph). The DJJ1 trains were transferred to lines in southwest China in 2008.

The China Railways DJF2 (Xianfeng) train was produced in 2001 and set a speed record of 292.8 km/h (181.9 mph) on September 10, 2002. The train operated in commercially on conventional rail lines in southwest China from 2007 to 2010.

The domestically-produced China Railways DJJ2 (China Star) high-speed train set speed record of 321 km/h (199 mph) on the Qinshen Passenger Railway, and was used in commercial service briefly from 2006 to 2007 before it was abandoned in favor of imported high-speed train technology.

The Shanghai Maglev Train running on a special maglev track, departing the Shanghai Pudong International Airport. The maglev train can reach a top speed of 431 km/h (268 mph).

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 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 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 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 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, 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.

Acquisition of foreign technology

First generation of CRH train sets

Bombardier Regina

CRH1

Kawasaki E2 Series Shinkansen

CRH2

Siemens ICE3/Velaro

CRH3

Alstom New Pendolino

CRH5

Despite setting speed records on test tracks, 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 cannot only benefit foreign economies. China's expansion must also be used to develop its own high-speed train building capacity through technology transfers. The State Council, MOR and state-owned train builders, the China North Car (CNR) and China South Car (CSR) used China's large market and competition among foreign train-makers to induce technology transfers.

In 2003, the MOR was believed to favor Japan's Shinkansen technology, especially 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, Nanking Massacre denial of World War II atrocities organized 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 a Japanese consortium led by Kawasaki all submitted bids. With the exception of Siemens which refused to lower its demand of RMB(¥) 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 CRH1A, were delivered in 2006. Kawasaki won an order for 60 train sets based on its E2 Series Shinkansen for ¥9.3 billion. Of 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 CRH2A. Alstom also won an order for 60 train sets based on the New Pendolino developed by Alstom-Ferroviaria in Italy. The order had a similar delivery structure with three shipped directly from Savigliano along with six kits assembled by CNR's 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 a 60-train set order. It supplied the technology for the CRH3C, 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.

Technology transfer

Achieving indigenous high-speed rail technology has been a major goal of Chinese state planners. 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.

Second generation CRH train sets

CRH380AL in Dec. 2011

CRH380BL in Jan. 2012.

CRH380CL in May 2011

CRH380D in July 2015

The CRH380AL train set, shown above at the Beijing South Railway Station, set a record speed of 486.1 km/h (302.0 mph) on Dec. 3, 2010. The record was broken by a CRH380BL train set on Jan. 9, 2011, which reached 487.3 km/h (302.8 mph).

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 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 is 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 and Chief Country Representative of Bombardier China, stated that in 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 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 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 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 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 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 a new generation of CRH trains with a top operation speed of 380 km/h. 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 the maximum speed of trains to over 500 km/h (311 mph).

Early dedicated high-speed rail lines

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 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.

CRH3 trains on the Wuhan–Guangzhou High-Speed Railway in February 2010. The line, which opened in December 2009, reduced travel time by rail between Wuhan and Guangzhou from 10.5 hours to just over three hours.

The new Wuhan Railway Station under construction in 2009.

As of 2007, the Qinhuangdao-Shenyang High-Speed Railway, which carried trains at top speed of 250 km/h (155 mph) along 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.

National high-speed rail grid (4+4)

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 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 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 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 the CRH2C and CRH3C 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), 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, the second major cross-regional line, opened on 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 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).

Corruption and concerns

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) 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.

Former Railway Minister Liu Zhijun hosting Nancy Pelosi and Edward Markey, members of the United States Congress, in Beijing in 2009.

After the political shake-up, concerns about HSR safety, high ticket prices, financial sustainability and environmental impact received greater scrutiny in 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, 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 the Beijing-Tianjin high-speed line and a few other inter-city lines remained at 350 km/h. 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 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. 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, 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.

Wenzhou accident

Main article: Wenzhou train collision

On July 23, 2011, two high-speed trains collided on 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 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.

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 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). The speed of 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 30 million to 151 million trips.

Slowdown in financing and construction

A comprehensive inspection train is testing its performance under high altitude and low temperature condition in Heilongjiang, Northeast China.

In the first half of 2011, 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, 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, Shijazhuang-Wuhan, Tianjin-Baoding and Shanghai-Kunming high-speed rail lines. By October, work had halted on 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 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.

Another project postponed or cancelled altogether was the proposed Chongqing-Xi'an High-Speed Railway, which was announced in September 2012. This line has been eliminated and travel between the two cities can be achieved by the Lanzhou–Chongqing and Xi'an-Chengdu lines, which will intersect at Guangyuan in north-eastern Sichuan.

Recovery

The Guiyang–Guangzhou High-Speed Railway under construction in Yangshuo, Guangxi in August 2013. This line traverses 270 caves and 510 valleys in the karst landscape of southwest China. Bridges and tunnels consist of 83% of this line's total length of 857 km, including 92% in Guizhou Province. Travel time by train between Guizhou and Guangzhou was reduced from 20 hours to 4 hours.

By early 2012, 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 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. 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 a 380 million yuan net profit. However the system as a whole is still losing money and concerns about corruption, safety and high ticket prices persist.

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.

Second boom

Double heading of CR400AF and CR400BF, two China Standardized EMU models built by different manufacturers, at Beijing West Railway Station in February 2017

In 2014, high-speed rail expansion gained speed with 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 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, 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 the China Railway Rolling Stock Group.

By 2015, six high speed rail lines, Beijing–Tianjin, Shanghai–Nanjing, Beijing–Shanghai, Shanghai–Hangzhou, Nanjing–Hangzhou and Guangzhou–Shenzhen–Hong Kong report operational profitability. The Beijing–Shanghai is particularly profitable reporting a 6.6 billion yuan net profit.

In 2016, with the near completion of the National 4+4 grid, a new "Mid-to-Long Term Railway Network" Plan was drafted. The plan envisions a larger 8+8 high speed rail grid serving the nation and expanded intercity lines for regional and commuter services for large metropolitan areas of China. The proposed completion date for the network is 2030.

Current HSR expansion

China's high-speed rail expansion is entirely managed, planned and financed by the government.

The Dashengguan Yangtze River Bridge in Nanjing (shown under construction in 2009) is a six-track railway bridge for the Beijing–Shanghai High-Speed Railway, the Shanghai-Wuhan-Chengdu Railway, and Nanjing Subway.

Over 85% of track on the Beijing–Tianjin Intercity Railway is laid on viaducts. Chinese builders use elevated lines to keep high-speed rail tracks straight and level over uneven terrain, and to save on land acquisition costs.

A prefabricated section of the elevated track being installed on the Harbin-Dalian High Speed Railway in October 2010

Policy justifications

Critics both in China and abroad have questioned the necessity of having an expensive high-speed rail system in a largely developing country, where most workers cannot afford to pay a premium for faster travel. The government has justified the expensive undertaking as promoting a number of policy objectives. HSR provides fast, reliable and comfortable means of transporting large numbers of travelers in a densely populated country over long distances, which:

• Improves economic productivity and competitiveness over the long term by increasing the transport capacity of railways and linking labor markets. Moving passengers to high-speed lines frees up older railways to carry more freight, which is more profitable for railways than passengers, whose fares are subsidized.
• Stimulates the economy in the short term as HSR construction creates jobs and drives up demand for construction, steel and cement industries during the economic downturn. Work on the Beijing–Shanghai HSR mobilized 110,000 workers.
• Facilitates cross-city economic integration and promotes the growth of second-tier cities. The introduction of the high-speed railways is responsible for 59% of the increase in market potential for the secondary cities connected by bullet trains. (Market potential, a concept used by economic geographers, measures "a geographic area's access to markets for inputs and outputs.") A 10% increase in a secondary city's market potential is expected to be associated with a 4.5% increase in its average real estate price.
• Supports energy independence and environmental sustainability. Electric trains use less energy to transport people and goods on a per unit basis and can draw power from more diverse sources of energy including renewables than automobile and aircraft, which are more reliant on imported petroleum.
• Develop an indigenous high-speed rail equipment industry. The expansion into HSR is also developing China into a leading source of high-speed rail building technology. Chinese train-makers have absorbed imported technologies quickly, localized production processes, and even begun to compete with foreign suppliers in the export market. Six years after receiving Kawasaki's license to produce Shinkansen E2, CSC Sifang can produce the CRH2A without Japanese input, and Kawasaki has ended cooperation with Sifang on high-speed rail.

HSR construction financing

China's high-speed rail construction projects are highly capital intensive. About 40-50% of financing is provided by the national government through lending by state owned banks and financial institutions, another 40% by the bonds issued by the Ministry of Railway (MOR) and the remaining 10-20% by provincial and local governments. The MOR, through its financing arm, the China Rail Investment Corp, issued an estimated ¥1 trillion (US$150 billion in 2010 dollars) in debt to finance HSR construction from 2006 to 2010, including ¥310 billion in the first 10 months of 2010. CRIC has also raised some capital through equity offerings; in the spring of 2010, CRIC sold a 4.5 percent stake in the Beijing–Shanghai High-Speed Railway to the Bank of China for ¥6.6 billion and a 4.537 percent stake to the public for ¥6 billion. CRIC retained 56.2 percent ownership on that line. As of 2010, the CRIC-bonds are considered to be relatively safe investments because they are backed by assets (the railways) and implicitly by the government.

Table:Construction cost of HSR lines in operation.

Line Length (km) Designed Speed (km/h) Total const. cost (¥ billion) Unit cost (¥ million/km) Ref. Qinshen PDL (Qinhuangdao-Shenyang) 404 250 15.7 38.9 Hening PFL (Hefei-Nanjing) 166 250 25 150.6 Jiaoji PDL (Qingdao-Jinan) 364 250 11 30.21 Shitai PDL (Shijiazhuang-Taiyuan) 190 250 17.075 89.87 Hewu PFL (Hefei-Wuhan) 351 250 16.8 47.86 Yongtaiwen PFL (Ningbo-Taizhou-Wenzhou) 268 250 16.28 60.75 Wenfu PFL (Wenzhou-Fuzhou) 298 250 18 60.4 Fuxia PFL (Fuzhou-Xiamen) 275 250 15.259 55.49 Chengguan PDL (Chengdu-Guanxian) 65 250 13.3 204.62 Changjiu ICL (Nanchang-Jiujiang) 131 250 5.832 44.52 Changji ICL (Changchun-Jilin) 111 250 9.6 86.49 Hainan ER ICL (Haikou-Sanya) 308 250 20.2 65.58 Jingjin ICL (Beijing-Tianjin) 115 350 21.5 186.96 Wuguang PDL (Wuhan-Changsha-Guangzhou) 968 350 116.6 120 Zhengxi PDL (Zhengzhou-Xi'an) 455 350 35.31 77.6 Huning HSR (Shanghai-Nanjing) 301 350 50 166.11 Huhang PDL (Shanghai-Hangzhou) 150 350 29.29 195.27 Jinghu HSR (Beijing–Shanghai) 1318 380 220.9 167.6

Shangrao Railway Station with a 380BL train serving the Hefei–Fuzhou HSR on the upper platforms and a 380A train serving the Hangzhou–Changsha HSR in the lower platform.

Workers on the Shenzhen section of Guangzhou-Shenzhen-Hong Kong High-speed Railway in May 2011

Large construction debt-loads require significant revenues from rider fares, subsidies, and/or other sources of income, such as advertising, to repay. Despite impressive ridership figures, virtually every completed line has incurred losses in its first years of operation. For example, the Beijing–Tianjin Intercity Railway in its two full years of operation, delivered over 41 million rides. The line cost ¥20.42 billion to build, and ¥1.8 billion per annum to operate, including ¥0.6 billion in interest payments on its ¥10 billion of loan obligations. The terms of the loans range from 5–10 years at interest rates of 6.3 to 6.8 percent. In its first year of operation from August 1, 2008 to July 31, 2009, the line carried 18.7 million riders and generated ¥1.1 billion in revenues, which resulted in a loss of ¥0.7 billion. In the second year, ridership rose to 22.3 million and revenues improved to ¥1.4 billion, which narrowed losses somewhat to below ¥0.5 billion. To break even, the line must deliver 30 million rides annually. To be able to repay principal, ridership would need to exceed 40 million. In September 2010, daily ridership averaged 69,000 or an annual rate of 25.2 million. In 2013, ridership totaled 25.85 million. The line has a capacity of delivering 100 million rides annually and initial estimated repayment period of 16 years.

The Shijiazhuang-Taiyuan PDL lost ¥0.8 billion in its first year and is set to lose ¥0.9 billion in 2010. The Southeast HSR corridor lost ¥0.377 billion in its first year beginning August 2009. The Zhengzhou-Xian PDL since opening in February 2010 was expected to generate revenues of ¥0.6 billion in its first full year but must make interest payments of ¥1.1 billion. In the first three quarters of 2012, the line lost Y1.87 billion. The losses must be covered by the operator, which is usually subsidized by local governments. In December 2014, the Henan provincial government imposed a rule requiring municipal authorities pay 70% of the deficit incurred by Henan's intercity lines with the provincial authorities paying the remainder 30%.

The MOR faces a debt-repayment peak in 2014. Some economists recommend further subsidies to lower fares and boost ridership and ultimately revenues. Others warn that the financing side of the existing construction and operation model is unsustainable. If the rail-backed loans cannot be fully repaid, they may be refinanced or the banks may seize ownership of the railways. To prevent that eventuality, the MOR is trying to improve management of its rapidly growing HSR holdings.

Overall, ridership is growing as the high-speed rail network continues to expand. High-speed rail is also becoming relatively more affordable as fares have remained stable while worker wages have grown sharply over the same period.

Cost comparisons

The CRH5 intercity train on the Changchun–Jilin Intercity Railway.

Currently, China's high-speed rail service costs significantly less than similar systems in developed countries, but is considerably more expensive than conventional rail service.

Trip	Costs	Time
Trip from Beijing to Jinan 419 km (260 mi)	HSR costs CNY185 (US$30)	1 hour 32 minutes
Conventional train trip from Beijing to Jinan	costs CNY73 (US$12)	6 hours
Acela train from Washington DC to New York City	costs US$152–180 (Y930)	2 hour 50 minutes

In comparison, high speed train tickets in France or Germany cost slightly over US$ 0.10 per kilometer and the various Shinkansen services hover above US$ 0.20 per kilometer.

Impact on airlines

The spread of high-speed rail has forced domestic airlines in China to slash airfare and cancel regional flights. The impact of high-speed rail on air travel is most acute for intercity trips under 500 km (310 mi). By the spring of 2011, commercial airline service had been completely halted on previously popular routes such as Wuhan-Nanjing, Wuhan-Nanchang, Xi’an-Zhengzhou and Chengdu-Chongqing. Flights on routes over 1,500 km (930 mi) are generally unaffected. As of October 2013, high-speed rail was carrying twice as many passengers each month as the country’s airlines.

Track network

Main article: List of High-speed railway lines in China

Railway network map with conventional lines upgraded or built to accommodate CRH shown in orange (160–250 km/h (99–155 mph)), secondary high-speed lines in green (200–299 km/h (124–186 mph)), and blue (above 300 km/h (190 mph)).

Map showing projected high-speed rail network in China by 2020 and the travel time by rail from Beijing to each of the provincial capitals.

Over the past decade, China’s high-speed rail network grew rapidly according to ambitious railway plans issued by the State. The "Mid- to Long-Term Railway Network Plan" ("Railway Network Plan") approved by the State Council in 2004 called for 12,000 km (7,456 mi) of passenger-dedicated HSR lines running train at speeds of at least 200 km/h (124 mph) by 2020. The 2008 Revisions to the Railway Network Plan increased the year 2020 passenger-dedicated HSR network target length to 16,000 km (9,942 mi) and removed the 200 km/h speed standard to allow new lines to be built to standards that can accommodate faster trains. By the end of 2016, the HSR network had reached 22,000 km (14,000 mi). The 2016 Revision to the Railway Network Plan is calling for 30,000 km (18,641 mi) of passenger dedicated HSR lines by 2020 and 38,000 km (23,612 mi) by 2025, and aims to bring HSR service to all cities with population over 500,000.

China's conventional high-speed railway network is made up of five components:

1. upgraded pre-existing regular-speed rail lines to accommodate high-speed train sets,
2. a national grid consisting of mostly passenger dedicated HSR lines (PDLs),
3. regional HSR lines that connect major cities and national HSR lines,
4. "intercity" HSR lines that connect cities and suburban townships within large metropolitan areas
5. other newly built conventional rail lines, mostly in western China, that can carry high-speed passenger trains.

Upgraded railways

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

The first step toward high-speed rail travel in China was the upgrade of existing regular speed rail lines for high-speed train service. Following the sixth round of the "railway speed up campaign" on April 18, 2007, some 6,003 km (3,730 mi) of track could carry trains at speeds of up to 200 km/h (124 mph). Of these, 848 km (527 mi) could attain 250 km/h (155 mph). These include the Qinshen (Qinhuangdao–Shenyang), and sections of the Jiaoji (Qingdao-Jinan), Hukun (Shanghai-Kunming) between Hangzhou and Zhuzhou, Guangshen (Guangzhou-Shenzhen), Jinghu (Beijing–Shanghai), Jingha (Beijing-Harbin), Jingguang (Beijing-Guangzhou), Longhai between Zhengzhou to Xuzhou, Railways. Upgrade work continues on other lines including the Handan (Wuhan-Danyang), Xianggui (Hunan-Guizhou), and Ningqi (Nanjing-Nantong) Railways.

Some 295 stations have been built or renovated to allow high-speed trains.

National High-Speed Rail Grid

The centerpiece of China's expansion into high-speed rail is a national high-speed rail grid consisting of mainly passenger dedicated lines that is overlaid onto the existing railway network.

4+4 HSR Grid

Map showing the 4+4 national HSR grid

The 2004 Railway Network Plan called for four lines running north-south (verticals) and four lines running east-west (horizontals) by the year 2020 that would connect population centers in economically developed regions of the country. The 2008 Revisions to the Railway Network Plan extended the length of the Beijing-Shenzhen HSR to Hong Kong and the Shanghai-Changsha HSR to Kunming. Each line in the 4+4 national HSR grid is over 1,400 km in length, except the Qingdao-Taiyuan Line which is 873 km in length. Apart from the Hangzhou–Shenzhen HSR (Ningbo-Shenzhen section) and Shanghai–Chengdu HSR (Nanjing-Chengdu section), which were the first railways to connect those cities and carry both passenger and freight, the other six lines are all passenger-dedicated lines. With the exception of the Yichang-Chengdu section of the Shanghai-Chengdu HSR with speed limits of 200 km/h (120 mph), all other lines in the 4+4 national grid were built to accommodate trains at speeds of 250–350 km/h (160–220 mph).

Four North-South HSR corridors and constituent lines (Verticals)

Beijing–Harbin High-Speed Railway - 350 km/h - 1,700 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Beijing–Harbin (Jingha HSR)	HSR Corridor of Northeast China	350	1700	2007-08-23	2019
Beijing–Shenyang (Jingshen High-Speed Railway)	HSR from Beijing to Shenyang via Chengde, Fuxin and Chaoyang	350	684	2014-02-28	2019
Harbin–Dalian (Hada HSR)	HSR from Harbin to Dalian via Shenyang & Changchun	350	904	2007-08-23	2012-12-01
Panjin–Yingkou (Panying HSR)	Connects Yingkou on Harbin–Dalian HSR with Panjin on Qinhuangdao-Shenyang HSR	350	89	2009-05-31	2013-09-12

Beijing–Shanghai High-Speed Railway - 350 km/h - 1,433 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Beijing–Shanghai (Jinghu HSR)	HSR Corridor of East China	350	1433	2008-01-08	2012-10-16
Beijing–Shanghai (Jinghu HSR)	HSR from Beijing to Shanghai via Tianjin, Jinan, Xuzhou, Bengbu and Nanjing	350	1302	2008-04-18	2011-06-30
Hefei–Bengbu (Hebeng HSR)	Spur off Jinghu HSR from Bengbu to Hefei	350	131	2008-01-08	2012-10-16

Beijing–Guangzhou–Shenzhen–Hong Kong High-Speed Railway - 350 km/h - 2,229 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Beijing–Guangzhou–Shenzhen–Hong Kong (Jingguangshengang HSR)	HSR Corridor connecting North with South Central China	350	2229	2005-09-01	Q3 2018
Beijing–Shijiazhuang (Jingshi HSR)	HSR from Beijing to Shijiazhuang	350	281	2008-10-08	2012-12-26
Shijiazhuang–Wuhan (Shiwu HSR)	HSR from Shijiazhuang to Zhengzhou	350	838	2008-10-15	2012-12-26
	HSR from Zhengzhou to Wuhan				2012-09-28
Wuhan–Guangzhou (Wuguang HSR)	HSR from Wuhan to Guangzhou via Changsha	350	968	2005-09-01	2009-12-26 2010-01-30
Guangzhou–Shenzhen (Guangshengang XRL)	Mainland section of the Express Rail Link. HSR from Guangzhou to Shenzhen North Railway Station.	350	116	2008-08-20	2011-12-26
	Mainland section of the Express Rail Link. HSR from Shenzhen North to the border of Hong Kong.				2015-12-30
Shenzhen–Hong Kong (Guangshengang XRL)	Hong Kong section of the Express Rail Link. HSR from the border of Shenzhen to Hong Kong.	200	26	2010	Q3 2018

Hangzhou–Fuzhou–Shenzhen High-Speed Railway - 350–250 km/h - 1,495 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Hangzhou–Fuzhou–Shenzhen (Hangfushen HSR)	HSR Corridor from Hangzhou to Shenzhen, with plans for a rail bridge across the Hangzhou Bay by 2020.	250- 350	1450	2005-08-01	2013-12-28
Hangzhou–Ningbo (Hangyong PDL)	HSR from Hangzhou to Ningbo	350	152	2009-04	2013-07-01
Ningbo–Taizhou–Wenzhou (Yongtaiwen PFL)	Mixed passenger & freight HSR line along the coast of Zhejiang Province from Ningbo to Wenzhou via Taizhou.	250	268	2005-10-27	2009-09-28
Wenzhou–Fuzhou (Wenfu PFL)	Mixed passenger & freight HSR line from Wenzhou to Fuzhou.	250	298	2005-01-08	2009-09-28
Fuzhou–Xiamen (Fuxia PFL)	Mixed passenger & freight HSR line along the coast of Fujian Province from Fuzhou to Xiamen via Putian & Quanzhou.	250	275	2005-10-01	2010-04-26
Xiamen–Shenzhen (Xiashen PFL)	Mixed passenger & freight HSR line along the coast of Fujian and Guangdong from Xiamen to Shenzhen via Zhangzhou, Shantou & Huizhou.	250	502	2007-11-23	2013-12-28

Four East-West HSR corridors and constituent lines (Horizontals)

Qingdao–Taiyuan High-Speed Railway - 350–250 km/h - 817 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Qingdao–Taiyuan (Qingtai HSR)	HSR Corridor of North China consisting of three segments connecting Taiyuan, Shijiazhuang, Jinan and Qingdao.	250- 350	817	2005-06-01	2018
Qingdao–Jinan High-Speed Railway (Jiqing HSR)	HSR connecting Qingdao and Jinan	350	308	2015-01-23	2018
Jinan–Shijiazhuang (Shijiazhuang–Jinan High-Speed Railway)	HSR connecting Shijiazhuang & Jinan via Dezhou	250	319	2014-03-16	2017
Shijiazhuang–Taiyuan (Shijiazhuang–Taiyuan High-Speed Railway)	HSR connecting Shijiazhuang & Taiyuan.	250	190	2005-06-11	2009-04-01

Xuzhou–Lanzhou High-Speed Railway - 350 km/h - 1,363 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Xuzhou–Lanzhou (Xulan High-Speed Railway)	HSR Corridor across the Yellow River Valley of central China, consisting of four segments connecting Xuzhou, Zhengzhou, Xian, Baoji and Lanzhou.	350	1363	2005-06-01	2017-07-09
Xuzhou–Zhengzhou (Zhengzhou–Xuzhou High-Speed Railway)	HSR connecting Xuzhou & Zhengzhou	350	357	2012-12-26	2016-09-10
Zhengzhou–Xi'an (Zhengzhou–Xi'an High-Speed Railway)	HSR connecting Zhengzhou & Xian	350	455	2005-09-01	2010-02-06
Xi'an–Baoji (Xi'an–Baoji High-Speed Railway)	HSR connecting Xi'an & Baoji	350	148	2009-11-22	2013-12-28
Baoji–Lanzhou (Baoji–Lanzhou High-Speed Railway)	HSR connecting Baoji & Lanzhou	350	403	2012-10	2017-07-09

Shanghai–Wuhan–Chengdu High-Speed Railway - 350–200 km/h - 2,078 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Shanghai–Wuhan–Chengdu (Huhanrong HSR)	HSR Corridor through the Yangtze Valley, consisting one PDL and 7 mixed-use HSR segments connecting Nanjing, Hefei, Wuhan, Yichang, Lichuan, Chongqing, Suining & Chengdu.	350- 200	2078	2003-12-01	2014-7-1
Shanghai–Nanjing (Huning PDL)	HSR from Shanghai to Nanjing	350	301	2008-07-01	2010-07-01
Nanjing–Hefei (Hening PFL)	Mixed passenger & freight HSR connecting Nanjing & Hefei	350	166	2005-06-11	2008-04-19
Hefei–Wuhan (Hewu PFL)	Mixed passenger & freight HSR connecting Hefei & Wuhan	350	351	2005-08-01	2009-04-01
Hankou (Wuhan)–Yichang (Hanyi R.R.)	Mixed passenger & freight HSR connecting Wuhan & Yichang	250	293	2008-09-17	2012-07-01
Yichang–Wanzhou (Yichang–Lichuan section of Yiwan R.R.)	Mixed passenger & freight HSR connecting Yichang & Lichuan	200	377	2003-12-01	2014-7-1
Lichuan–Chongqing (Yuli R.R.)	Mixed passenger & freight HSR connecting Lichuan & Chongqing	200	264	2008-12-29	2013-12-28
Chongqing–Suining (Suiyu R.R.)	Mixed passenger & freight HSR connecting Chongqing & Suining	200	132	2009-01-18	2012-12-31
Dazhou–Chengdu (Suining–Chengdu section of Dacheng R.R.)	Mixed passenger & freight HSR connecting Suining & Chengdu.	200	148	2005-05	2009-06-30

Shanghai–Kunming High-Speed Railway - 350 km/h - 2,066 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Shanghai–Kunming (Hukun HSR)	HSR Corridor connecting East, Central and Southwest China. It consists of three sections connecting Shanghai, Hangzhou, Changsha and Kunming.	350	2066	2008-12-28	2016-12-28
Shanghai–Hangzhou (Shanghai–Hangzhou High-Speed Railway)	HSR connecting Shanghai Hongqiao & Hangzhou East.	350	150	2009-02-26	2010-10-26
Hangzhou–Changsha (Hangzhou–Changsha High-Speed Railway)	HSR from Hangzhou to Nanchang	350	582	2010-07-01	2014-12-10
	HSR from Nanchang to Changsha		344	2009-02-26	2014-09-16
Changsha–Kunming (Changsha–Kunming High-Speed Railway)	HSR from Changsha to Guiyang	350	702	2010-03-26	2015-6-18
	HSR from Guiyang to Kunming		473		2016-12-28

  Completed lines   Partially completed lines. Click [show] for details.

8+8 HSR Grid

Map of "Eight Vertical and Eight Horizontal" high-speed railway network plan (in Chinese)

The Shangqiu-Hangzhou HSR, part of the Harbin-Hong Kong (Macau) Passageway, under construction in Shangqiu, Henan Province, in February 2017. The elevated HSR runs next to the conventional speed Beijing–Kowloon Railway.

The 4+4 national HSR grid was largely completed by the end of 2015 and now serves as the backbone of China's HSR network. Meanwhile, additional HSR lines have been planned and built. In July 2016, the state planners reorganized the national HSR network—including HSR lines in operation, under construction and under planning—into eight vertical and eight horizontal high speed rail "passageways."

A passageway may consist of two or more parallel lines that take different routes between the same cities, branch and connector lines, and in some cases, connecting lines and lower-speed lines. The Beijing-Shanghai HSR Passageway, one of the verticals, comprises the preexisting Beijing-Shanghai HSR, which runs through Tianjin, Jinan, Bengbu, Nanjing, Wuxi and Suzhou, as well as a new high-speed passenger dedicated line from Beijing to Shanghai via Tianjin, Dongying, Weifang, Linyi, Huaian, Yangzhou, and Nantong, as well as HSRs connecting Nanjing, Hefei and Shanghai with Hangzhou. Some passageways consists of a single HSR line; the Shanghai-Kunming HSR Passageway, one of the horizontals, is essentially the Shanghai–Kunming High-Speed Railway by another name.

The national HSR mainlines in the 8+8 passageway grid are generally electrified, double-tracked, passenger-dedicated HSR lines built to accommodate train speeds of 250–350 km/h, but passageways also make use of intercity and regional HSR lines with speeds of 200 km/h as well as certain regular speed railways. The Qingdao-Yinchuan Passageway includes the Taiyuan–Zhongwei–Yinchuan Railway, which is partially single-track with speeds of only 160 km/h.

Eight Verticals

1. Coastal Passageway
2. Beijing–Shanghai Passageway
3. Beijing–Hong Kong (Taipei) Passageway
4. Harbin–Hong Kong (Macau) Passageway
5. Hohhot–Nanning Passageway
6. Beijing–Kunming Passageway
7. Baotou (Yinchuan)–Hainan Passageway
8. Lanzhou (Xining)–Guangzhou Passageway

Eight Horizontals

1. Suifenhe–Manzhouli Passageway
2. Beijing–Lanzhou Passageway
3. Qingdao–Yinchuan Passageway
4. Eurasia Continental Bridge Passageway
5. Yangtze River Passageway
6. Shanghai–Kunming Passageway
7. Xiamen–Chongqing Passageway
8. Guangzhou–Kunming Passageway

Regional High-Speed Rail

Regional high-speed rail lines connect major cities and national HSR lines and are built to accommodate train speeds of up to 200–350 km/h (120–220 mph). The 2008 Revisions to Railway Network Plan listed regional railways in Jiangxi, Sichuan and the Northeast. The 2016 Revision lays out 10 new regional railways in eastern China, four in the Northeast, seven in central China, and five in western China.

Several HSR lines planned and built as a regional high-speed railway under the 2008 Revisions have since been incorporated into the 8+8 national grid.

Regional High-Speed Rail Lines

  Completed lines   Partially completed lines. Click [show] for details.

Lanzhou–Xinjiang High-Speed Railway - 250 km/h - 1776 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Lanzhou–Ürümqi (Lanzhou-Xinjiang High-Speed Railway)	HSR from Lanzhou to Ürümqi via Xining, Zhangye, Jiuquan, Jiayuguan, Hami & Turpan	250	1776	2010	2014-12-26
Lanzhou–Hami Section	HSR from Lanzhou to Hami via Xining, Zhangye, Jiuquan & Jiayuguan	250	1236	2010	2014-12-26
Hami–Ürümqi Section	HSR from Hami to Ürümqi via & Turpan	250	540	2010	2014-11-16

Tianjin-Shenyang High-Speed Railway - 250 – 350 km/h - 665 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Tianjin–Shenyang HSR	PDL between the Jingha and Jinghu HSR from Tianjin to Shenyang through Qinhuangdao.	350-250	665	1999	2013-12-01
Tianjin–Qinhuangdao (Tianjin–Qinhuangdao High-Speed Railway)	PDL connecting Tianjin & Qinhuangdao.	350	261	2008	2013-12-01
Qinhuangdao–Shenyang (Qinhuangdao–Shenyang High-Speed Railway)	PDL connecting Qinhuangdao & Shenyang.	250	404	1999	2003-07-01

Guangxi Coastal High-Speed Railway - 250 km/h - 261 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Guangxi Coastal (Guangxi Coastal Railway Expansion and Reconstruction Project)	HSR from Nanning to the Guangxi coast via Qinzhou.	250	261	2008-12-11	2013-12-28
Nanning–Qinzhou (Nanning–Qinzhou High-Speed Railway)	HSR from Nanning to Qinzhou.	250	99	2008-12-11	2013-12-28
Qinzhou–Fangchenggang (Qinzhou–Fangchenggang High-Speed Railway)	HSR from Qinzhou to Fangchenggang.	250	63	2009-06-23	2013-12-28
Qinzhou–Beihai (Qinzhou–Beihai High-Speed Railway)	HSR from Qinzhou to Beihai.	250	100	2009-06-23	2013-12-28

Datong–Xian Passenger Railway - 200–250 km/h - 859 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Datong–Xi'an (Datong–Xi'an Passenger Railway)	HSR from Datong to Xi'an via Taiyuan.	200–250	859	2009-12-03	2016
Datong–Taiyuan	HSR from Datong to Taiyuan.	200-250		2009-12-03	2016
Taiyuan–Xi'an	HSR from Taiyuan to Xi'an	250		2009-12-03	2014-07-01

Chengdu–Guangzhou High-Speed Railway - 250 km/h - 1376 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Chengdu–Guangzhou (Chengguang High-Speed Railway)	HSR from the Pearl River Delta to the Sichuan Basin via Guiyang & Guilin.	300–350	1376	2008-10-13	2019
Chengdu–Guiyang (Chengdu–Guiyang High-Speed Railway)	HSR connecting Chengdu & Guiyang via Leshan, Yibin & Bijie.	350	519	2013-12-25	2019
Guiyang–Guangzhou (Guiyang–Guangzhou High-Speed Railway)	HSR connecting Guiyang & Guangzhou.	250	856	2008-10-13	2014-12-26

Nanchang-Shenzhen High-Speed Railway - 250–350 km/h - 880 km

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Nanchang-Shenzhen (Nanchang-Shenzhen High-Speed Railway)	HSR from the Pearl River Delta to the Jiangxi via Ganzhou	250–350	880	2014-12-20	2020
Nanchang–Ganzhou (Nanchang–Ganzhou High-Speed Railway)	HSR connecting Nanchang & Ganzhou.	250	422	2014-12-20	2020
Ganzhou–Shenzhen (Ganzhou–Shenzhen High-Speed Railway)	HSR connecting Ganzhou & Shenzhen.	250	458	2015	2020

Line [corridor map]	Route Description	Designed Speed (km/h)	Length (km)	Construction Start Date	Open Date
Maoming–Zhanjiang (Maoming–Zhanjiang High-speed railway)	HSR from Maoming to Zhanjiang	250	103	2009-03-21	2013-12-28
Qingdao–Jinan (Qingdao–Jinan Passenger Railway)	HSR from Qingdao to Jinan	250	360	2007-01-08	2008-12-21
Shenzhen-Maoming (Shenzhen-Maoming High-speed railway)	HSR from Shenzhen to Maoming via Nansha, Zhongshan, Jiangmen & Yangjiang	250	372	2013	2016
Tianjin–Baoding (Tianjin–Baoding Intercity Railway)	HSR from Tianjin to Baoding via Bazhou & Baiyangdian.	250	158	2011-03-18	2015-12-28
Beijing-Zhangjiakou	HSR from Beijing to Zhangjiakou.	200	173	2016	2020
Zhangjiakou–Hohhot	HSR from Zhangjiakou to Hohhot via Ulanqab.	250	286	2014-3-27	2018
Datong–Zhangjiakou	HSR from Datong to Zhangjiakou	250	137	201x	-
Hefei–Fuzhou (Hefei–Fuzhou High-Speed Railway)	HSR from the Hefei to Fuzhou via Huangshan, Shangrao & Wuyishan.	300	806	2010-04-27	2015-06-28
Xi'an–Chengdu	HSR from Xi'an to Chengdu via Hanzhong and Guangyuan.	250	510	2012-10-27	2017-11-30
Chongqing–Guiyang	HSR from Chongqing to Guiyang.	200	345	2010-12-22	2017
Kunming–Nanning (formerly Yunnan–Guangxi High-speed railway)	HSR from Nanning to Kunming via Baise.	200–250	710	2010-12-27	2015-12-11 Nanning-Baise
					2016-12-28 Baise-Kunming
Jilin–Hunchun	HSR linking Jilin and Hunchun	250	359	2010	2015-09-20
Shangqiu–Hefei–Hangzhou	HSR linking Shangqiu, Hefei and Hangzhou	350	770	2014	2020
Zhengzhou–Wanzhou	HSR linking Zhengzhou, Xiangyang, Badong and Wanzhou	-	770	2015	2020
Meizhou–Chaozhou-Shantou	HSR linking Meizhou, Chaozhou and Shantou	250	120	2014	2017
Lianyungang–Huai’an–Yangzhou–Zhenjiang	HSR linking Lianyungang, Huai'an, Yangzhou and Zhenjiang	250	305	2014-12-26	2019

High-speed intercity railways

Intercity lines with speeds ranging from 200–350 km/h (120–220 mph) are designed to provide regional high-speed rail service between large cities and metropolitan areas that are generally within the same province. They are built with the approval of the central government but are financed and operated largely by local governments with limited investment and oversight from the China Rail Corporation. Some intercity lines run parallel to national grid high-speed rail lines but serve more stations along the route.

The 2004 Railway Network Plan arranged for intercity lines around the Bohai Rim, Yangtze and Pearl River Deltas. The 2008 Revision to the Railway Network Plan designated Changsha, Wuhan, Zhengzhou, Chengdu, Chongqing, Xian and coastal Fujian metropolitan areas for intercity rail development. The 2016 Revision to the Railway Network Plan identifies the Shandong Peninsula, coastal Guangxi, Harbin-Changchun, southern Liaoning, central Yunnan, central Guizhou, the northern slopes of Tian Shan, Yinchuan, Hohhot-Baotou-Ordos-Yulin as additional metro regions for intercity rail.

High-Speed Intercity Railways in China

Operational lines are marked with green background.

Line	Design Speed (km/h)	Length (km)	Construction Start Date	Open Date
Beijing–Tianjin Intercity Railway	350	115	2005-04-07	2008-08-01
Chengdu–Dujiangyan Intercity Railway	220	65 (mainline)	2008-11-04	2010-05-12
	200	21 (Pengzhou branch)	2009-09-27	2014-04-30
Shanghai–Nanjing Intercity Railway	350	301	2008-07-01	2010-07-01
Nanchang–Jiujiang Intercity Railway	250	131	2007-06-28	2010-09-20
Hainan Eastern Ring Railway	250	308	2007-09-29	2010-12-30
Changchun–Jilin Intercity Railway	250	111	2007-05-13	2010-12-30
Pearl River Delta Rapid Transit|	200	117 Guangzhou–Zhuhai	2005-12-18	2011-01-07 2012-12-31
		27 Xinhui branch		2011-01-07
		85 Foshan–Zhaoqing	2009-09-29	2016-03-30
		97 Dongguan–Huizhou	2009-05-08	2016-03-30
	200	35 Guangzhou–Foshan	2012	2016
		38 Guangzhou–Qingyuan	2012-11-22	2017
Nanjing–Hangzhou Intercity Railway	350	251	2008-12-28	2013-07-01
Hengyang–Liuzhou Intercity Railway	250	497	2009	2013-12-28
Liuzhou–Nanning Intercity Railway	250	223	2008-12-27	2013-12-28
Wuhan Metropolitan Area Intercity Railway	250	90 Wuchang–Xianning	2009-03-22	2013-12-28
		97 Wuhan–Huangshi		2014-06-18
		66 Wuhan–Huanggang		2014-06-18
		198 Wuhan–Jiujiang	2016	2017
	200	61 Hankou–Xiaogan	2009-03-22	2016-12-01
	200	438 Wuhan-Shiyan	201x	-
Jiangyou–Mianyang–Chengdu–Leshan Intercity Railway	200	314	2008-12-30	2014-12-20
Chengdu–Pujiang Intercity Railway	200	99	2010-10-16	2015
Central Plain Metropolitan Intercity Rail	200	50 Zhengzhou–Kaifeng	2009-12-29	2014-12-28
		69 Zhengzhou–Jiaozuo		2015-06-26
		101 Zhengzhou–Xuchang	2009-12-29	2015-12-31
Changsha–Zhuzhou–Xiangtan Intercity Railway	200	96	2010-07-02	2016-12-26
Nanjing–Anqing Intercity Railway	250	257	2008-12-28	2015-07
Harbin–Qiqihar Intercity Railway	250	286	2008-11-25	2015
Qingdao–Rongcheng Intercity Railway	250	299	2010-10-10	2014-12-28
Guiyang–Kaiyang Intercity Railway	200	62	2010-09-20	2015-05-01
Jinhua-Wenzhou High Speed Railway	250	188	2011	2015-12-26
Chengdu–Chongqing Intercity Railway	300	305	2009	2015
Shenyang–Dandong Intercity Railway	350	208	2010-03-17	2015
Dandong–Dalian Intercity Railway	200	296	2010-03-17	2015
Chongqing–Wanzhou Intercity Railway	350	250	2009	2016-11-28
Hainan Western Ring Railway	250	342	2012-10	2015
Wuhan–Jiujiang Intercity Railway	250	101	2013-12-29	2016
Beijing–Tangshan Intercity Railway	350	160	2009	2018
Hangzhou–Huangshan Intercity Railway	250	265	2014-06-30	2018
Harbin–Jiamusi Intercity Railway	200	343	2014-06-30	2018
Harbin–Mudanjiang Intercity Railway	250	293	2014-12-15	2019

Other newly-built railways

Along with the expansion of HSR network, China’s regular speed railway network is also adding new lines for mixed passenger and freight traffic. Many of these new regular speed railways that are being built to carry high-speed passenger train sets traveling at up to 200 km/h (124 mph). Some of these newly-built regular speed railway lines will form part of the HSR passageways and can be used as regular speed rail sections on longer HSR routes.

Other newly-built railways

Line	Design Speed (km/h)	Length (km)	Construction Start Date	Open Date	Ref
Guangzhou–Shenzhen Railway	200	147	2005-12-31	2007-04-18
Longyan–Xiamen Railway	200	171	2006-12-25	2012-06-29
Xiangtang–Putian Railway	200	635	2007-11-23	2013-09-26
Ganzhou–Longyan Railway (capacity expansion project)	200	274	2009-12-29	2015-12-25
Chongqing–Lanzhou Railway	200	832	2008-09-26	2016
Nanping-Sanming-Longyan Railway	250	247	2010-12-25	2017
Chengdu–Lanzhou Railway	200	730	2011-02-26	2019
Jiujiang–Quzhou Railway	200	333	2013-12-29	2017
Shanghai–Nantong Railway	200	137	2014-03-01	2018
Qianjiang–Zhangjiajie–Changde Railway	200	340	2014-12-29	2019
Qingdao-Lianyungang Railway	200	194.5	2014-12-29	2018

Service

Main article: China Railway High-speed

See also: Passenger rail transport in China

China Railways, the MOR's national rail service operator, provides high-speed train service called China Railway High-speed (CRH) (中国铁路高速) on upgraded conventional rail lines, national high-speed railways and intercity high-speed lines. The CRH's high-speed trains are also called "Harmony Express." In October 2010, CRH service more than 1,000 trains per day, with a daily ridership of about 925,000. as of May, 2015, a total of 1469 CRH trainsets were put into use.

Ridership

Ridership

Year	million 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%
Source: 2011 2015

Annual HSR ridership is highest in the world and has ramped up very quickly. China is the third country, after Japan and France, to have one billion cumulative HSR passengers. Ridership is approaching 1.5 billion per year, accounting for half of all regional rail trips (not including urban trains) in China.

CRH service on upgraded conventional lines

CRH service on the upgraded Xiaoshan-Ningbo Railway.

Passenger tapping China Resident ID Card to board a train instead of using a traditional ticket.

A CRH2C, possibly a 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. 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):

• Beijing – Beidaihe, Qinhuangdao
• Beijing – Tianjin, Tanggu
• Beijing – Shijiazhuang, Taiyuan
• Shanghai – Kunshan, Suzhou, Wuxi, Changzhou, Nanjing, Hefei, Xuzhou
• Shanghai – Hangzhou, Yiwu, Jinhua, Quzhou
• Nanjing – Hangzhou
• Guangzhou – Shenzhen
• Wuhan – Zhengzhou, Changsha
• Changsha – Nanchang
• Xi'an – Baoji

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

• Beijing – Shenyang, Changchun, Harbin
• Beijing – Jinan, Qingdao, Shanghai
• Beijing – Zhengzhou, Wuhan
• Shanghai – Zhengzhou, Qingdao, Shenyang
• Shanghai – Nanchang
• Wuhan – Changsha – Guangzhou

Table:HSR service on conventional rail lines

The table below lists the upgraded conventional railways that run 10 or more CRH high-speed trains per day. Route Railway distance Trains per day (aggregation of both direction) Trains in service Guangzhou-Shenzhen Guangshen line 147 km 220 CRH1A Wuhan–Shiyan Handan line 500 km 4 CRH2A CRH5A Beijing–Jinan Jinghu line 484 km 3 CRH2A CRH5A Beijing–Suzhou Jinghu line 1368 km 7 CRH2E Beijing–Qinhuangdao Jingha line 299 km 1 CRH2A/E CRH5A/G Beijing–Shenyang Jingha line 703 km 24 CRH2A/E CRH5A/G Beijing–Nanjing Jinghu line 1150 km 8 CRH2E Chongqing–Chengdu Chengyu line & Dacheng line 315 km 22 CRH1A Beijing–Shanghai Jinghu line 1454 km 4 CRH1B/E CRH2E Shanghai–Tianjin Jinghu line 1315 km 2 CRH2E Wuhan–Nanchang Wujiu line & Changjiu PDL 337 km 16 CRH1A CRH2A Beijing–Zhengzhou Jingguang line 605 km 7 CRH2A CRH5A Beijing–Wuhan Jingguang line 1205 km 3 CRH2A CRH5A

CRH service on high-speed lines

Table:CRH service on high-speed rail lines

The following table lists the frequency of CRH service on 14 HSR lines (as of February, 2011). In some cases, CRH trains must still share the HSR lines with slower, non-high-speed trains, which are listed in the table. Note China's first HSR, the Qinshen PDL service as part of the Jingha Railway. Line (route) Length (main line) Travel time (By fastest train) Trains per day (aggregation of both direction) Designed speed Trains in service Jinghu HSR (Beijing–Shanghai) 1318 km 4h 48m 180 380 km/h Opening speed 350 km/h CRH2A/E CRH5A CRH380A/AL CRH380B/BL/BK CRH380CL Wuguang PDL (Wuhan-Changsha-Guangzhou) 968 km 3h 33m 216 350 km/h CRH2C CRH3C CRH380A/AL Huhang PDL (Shanghai-Hangzhou) 169 km (Shanghai Hongqiao – Hangzhou) 45min 168 350 km/h CRH1A/B/E CRH2A/B/C/E CRH3C CRH380A/AL CRH380BL CRH380CL CRH380D Huning PDL (Shanghai-Nanjing) 296 km (Shanghai Hongqiao – Nanjing) 1h 13min 238 350 km/h CRH1A/B/E CRH2A/B/C CRH3C CRH380A/AL CRH380B/BL CRH380CL CRH380D Jingjin ICL (Beijing-Tianjin) 117 km 30min 200 350 km/h CRH2C CRH3C Zhengxi PDL (Zhengzhou-Xi'an) 456 km 1h 50min 28 350 km/h CRH2C Yongtaiwen PFL (Ningbo-Taizhou-Wenzhou) 268 km 1h 13min 64 250 km/h CRH1A/B/E CRH2A/B/E Wenfu PFL (Wenzhou-Fuzhou) 298 km 1h 23min 42 250 km/h CRH1A/B/E CRH2A/B/E Shitai PDL (Shijiazhuang-Taiyuan) 190 km (Shijiazhuang North–Taiyuan) 1h 6min 26 250 km/h CRH5A Fuxia PFL (Fuzhou-Xiamen) 275 km 1h 21min 118 250 km/h CRH1A/B/E CRH2A/B/E Changjiu ICL (Nanchang-Jiujiang) 135 km 45min 42 250 km/h CRH1A CRH2A Hewu PFL (Hefei-Wuhan) 351 km 1h 58min 38 250 km/h CRH1A/B/E CRH2A/B Jiaoji PDL (Qingdao-Jinan) 362 km 2h 13min 42 250 km/h CRH2A CRH5A Hening PFL (Hefei-Nanjing) 156 km 54min 12 250 km/h CRH1A/B/E CRH2A/B Chengguan PDL (Chengdu-Guanxian) 67 km 30min 36 250 km/h CRH1A Changji ICL (Changchun-Jilin) 111 km 34min 50 250 km/h CRH5A Hainan ER ICL (Haikou-Sanya) 308 km 1h 22min 44 250 km/h CRH1A CRH380A Guangzhu MRT (Guangzhou-Zhuhai main line) 93 km 45min 76 200 km/h CRH1A Guangzhu MRT (Guangzhou-Xinhui branch line) 72 km 45min 46 200 km/h CRH1A

Overnight high-speed trains

Unlike the "conventional" (non-CRH trains), which run round the clock, most high-speed rail lines operations shut down each night. (See e.g. schedules for Shanghai Hongqiao Railway Station; as of mid-December 2012, the first train of the day to leave the station is the 06:33 train to Wuhan, and the last one is the 21:10 train to Nanjing, which arrives there before 23:00.). While there are several sleeper EMU trainsets (abbreviated 动卧, dongwo) in existence running on the upgraded rail or high-speed lines, the overnight service is mostly limited to a few night trains between Shanghai and Beijing. With the schedule change planned for 2012-12-21, some of these trainsets will be re-purposed to also provide overnight high-speed service between Shanghai and Xi'an North.

Elsewhere, the fastest overnight rail service available is provided by fairly fast, but "conventional" (not CRH) Z-series trains. Some of them 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 Chengdu.

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 wifi hubs and contain sleeper berths that fold into seats during the day. In 2017, CRRC unveiled a high speed train with double decked sleeper berths classed as the CRH2E series high speed rail train.

Technology

Rolling stock

Engineer's compartment on the CRH3

Business class compartment inside a CRH380BL train.

China Railway High-speed runs different electric multiple unit (trainsets), the designs of which all are imported from other nations and given the designations CRH1 through CRH5. CRH trainsets are intended to provide fast and convenient travel between cities. Some of the trainsets 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, so the system as a whole could be called Chinese. China currently holds many new patents related to the internal components of these train sets since they have re-designed major components so the trains can run at a much higher speed than the original foreign train design.

• CRH1, produced by Bombardier's joint venture Sifang Power (Qingdao) Transportation (BST); CRH1A & CRH1B, nicknamed "Metro" or "Bread", derived from Bombardier Regina; CRH1E, nicknamed "Lizard", is Bombardier's ZEFIRO 250 design.
  • CRH1A: sets consist of 8 cars; maximum operating speed of 250 km/h.
  • CRH1B: a modified 16-car version; maximum operating speed of 250 km/h.
  • CRH1E: is a 16-car high-speed sleeper version; maximum operating speed of 250 km/h.
• CRH2, nicknamed "Hairtail", derived from E2 Series 1000 Shinkansen.
  • CRH2A: In 2006, China unveiled (CRH2), a modified version of the Japanese Shinkansen E2-1000 series. An order for 60 8-car sets had been placed in 2004, with the first few built in Japan, the rest produced by Sifang Locomotive and Rolling Stock in China.
  • CRH2B: a modified 16-car version of CRH2; maximum operating speed of 250 km/h.
  • CRH2C (Stage one): a modified version of CRH2, with a maximum operating speed up to 300 km/h achieved by replacing two intermediate trailer cars with motored cars.
  • CRH2C (Stage two): a modified version of CRH2C (Stage one version), with a maximum operating speed up to 350 km/h by replacing motors with more powerful ones.
  • CRH2E: a modified 16-car version of CRH2 with sleeping cars.
• CRH3C: nicknamed "Rabbit"; derived from Siemens ICE3 (class 403); 8-car sets; maximum operating speed of 350 km/h.
• CRH5A: nicknamed "Donkey"; derived from Alstom Pendolino ETR600; 8-car sets; maximum operating speed of 250 km/h
• CRH6: Designed by CSR Puzhen and CSR Sifang, to be manufactured by CSR Jiangmen, it is designed to have two versions, one with a top operating speed of 220 km/h, and the other with a top operating speed of 160 km/h, to be used at 200 km/h or 250 km/h Inter-city High Speed Rail lines, planned to enter service in late 2012.
• CRH380A: Maximum operating speed of 380 km/h; Developed by CSR and manufactured by CSR SIfang; entered service in 2010.
  • CRH380A: 8-car version.
  • CRH380AL: 16-car version.
• CRH380B: upgraded version of CRH3; maximum operating speed of 380 km/h, manufactured by Tangshan Railway Vehicle & Changchun Railway Vehicles; entered service in 2011.
  • CRH380B: 8-car version.
  • CRH380BL: 16-car version.
• CRH380CL: designed and manufactured by Changchun Railway Vehicles; maximum operating speed of 380 km/h; scheduled to enter service in 2012.
• CRH380D: also named Zefiro 380; maximum operating speed of 380 km/h; manufactured by Bombardier Sifang (Qingdao) Transportation Ltd. (BST); planned to enter service in 2012.
  • CRH380D: 8-car version.
  • CRH380DL: 16-car version (order has since been converted to D sets and additional Zefiro 250 and 250NG sets.)

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, issues such as cost of maintenance, comfort, and safety make the maximum design speed of more than 380 km/h impractical and remain limiting factors.

Buffet car inside CRH1 train.

Sleeping compartment inside CRH2E train.

Equipment type	Top speed in test	Designed speed	Seating capacity	Formation	Power (under 25 kV)	Enter Service
CRH1A	278 km/h (173 mph)	250	668 or 611 or 645	5M3T	5,300 kW	2007
CRH1B	292 km/h (181 mph)	250	1299	10M6T	11,000 kW	2009
CRH1E		250	618 or 642	10M6T	11,000 kW	2009
CRH2A	282 km/h (175 mph)	250	610 or 588	4M4T	4,800 kW	2007
CRH2B	275 km/h (171 mph)	250	1230	8M8T	9,600 kW	2008
CRH2C Stage 1	394.2 km/h (244.9 mph)	300	610	6M2T	7,200 kW	2008
CRH2C Stage 2		350	610	6M2T	8,760 kW	2010
CRH2E		250	630	8M8T	9,600 kW	2008
CRH3C	394.3 km/h (245.0 mph)	350	600 or 556	4M4T	8,800 kW	2008
CRH5A		250	622 or 586 or 570	5M3T	5,500 kW	2007
CRH380A	416.6 km/h (258.9 mph)	380	494	6M2T	9,600 kW	2010
CRH380AL	486.1 km/h (302.0 mph)	380	1027	14M2T	20,440 kW	2010
CRH380B		380	unknown	4M4T	9,200 kW	2011 (plan)
CRH380BL	487.3 km/h (302.8 mph)	380	1004	8M8T	18,400 kW	2010
CRH380CL		380		8M8T	19,200 kW	2012 (plan)
CRH380D		380	495	4M4T	10,000 kW	2012 (plan)
CRH380DL		380	1013	8M8T	20,000 kW	Canceled (2012 original plan)
CRH6		220	586	4M4T	unknown	2011 (plan)

Table:CRH trainset orders

Date Factory Speed Level Type Quantity (set) Quantity (car) Amount 2004-10-10 Alstom 250 km/h CRH5A 3 24 620 million EUR CNR Changchun 57 456 2004-10-12 BST (Bombardier & CSR) 250 km/h CRH1A 20 160 US$350 million 2004-10-20 Kawasaki 250 km/h CRH2A 3 24 9,300 million RMB CSR Sifang 57 456 2005-05-30 BST 250 km/h CRH1A 20 160 US$350 million June 2005 CSR Sifang 300 km/h CRH2C Stage one 30 240 8,200 million RMB 350 km/h CRH2C Stage two 30 240 2005-11-20 Siemens 350 km/h CRH3C 3 24 13,000 million RMB CNR Tangshan 57 456 2007-10-31 BST 250 km/h CRH1B 20 320 1,000 million EUR CRH1E 20 320 Nov 2007 CSR Sifang 250 km/h CRH2B 10 160 1,200 million RMB Nov 2007 CSR Sifang 250 km/h CRH2E 6 96 900 million RMB 2008-12-06 CSR Sifang 250 km/h CRH2E 14 224 2,100 million RMB 2009-09-23 CNR Changchun 250 km/h CRH5A 30 240 4,800 million RMB 2009-03-16 CNR Tangshan 380 km/h CRH380BL 70 1,120 39,200 million RMB CNR Changchun 30 480 2009-09-28 CSR Sifang 380 km/h CRH380A 40 320 45,000 million RMB CRH380AL 100 1,600 2009-09-28 Modified Sep 5, 2012 BST 380 km/h CRH380D 70 560 27,400 million RMB 250 km/h CRH1A 46 368 250 km/h Zefiro 250NG 60 480 2009-09-28 CNR Changchun 380 km/h CRH380B 40 320 23,520 million RMB CRH380BL 15 240 CRH380CL 25 400 2009-09-28 CNR Tangshan 350 km/h CRH3C 20 160 3,920 million RMB 2009-12-30 CSR Puzhen 220 km/h CRH6 24 192 2,346 million RMB 2010-07-16 BST 250 km/h CRH1A 40 320 5,200 million RMB 2010-09-14 CSR Sifang 250 km/h CRH2A 40 320 3,400 million RMB 2010-10-13 CNR Changchun 250 km/h CRH5A 20 160 2,700 million RMB 2011-04-26 CNR Changchun 250 km/h CRH5A 30 240 3,870 million RMB Apr, 2013 CNR Changchun 250 km/h CRH5H 10 80 3,870 million RMB 2013-08-15 CSR Sifang 380 km/h CRH380A(TXE27) 17 136 14,918 million RMB 250 km/h CRH2A(TXE28) 91 728 2013-08-15 CNR Changchun 380 km/h CRH380BG 46 368 9,430 million RMB 2013-08-15 CNR Tangshan 380 km/h CRH380BK 5 40 775 million RMB 2013-12-04 CSR Sifang 380 km/h CRH380A(TXE27) 83 664 25,630 million RMB 250 km/h CRH2A(TXE28) 78 624 2013-12-04 CNR Changchun 380 km/h CRH380BK 27 216 14,726 million RMB 380 km/h CRH380BG 46 368 250 km/h CRH5H 10 80 2013-12-04 CNR Tangshan 380 km/h CRH380BK 70 560 13,544 million RMB 2014-09-24 CSR Sifang 380 km/h CRH380A(TXE27) 93 744 23,940 million RMB 250 km/h CRH2A(TXE28) 57 456 2014-09-24 CNR Changchun 380 km/h CRH380BK 32 256 24,876 million RMB CNR Tangshan 50 400 Total 1765 15960

Table:CRH trainset deliveries

Based on data published by Sinolink Securities, some small changes were made according to the most recent news. Type 2006 2007 2008 2009 2010 2011 Future (plan) Total CRH1A 8 18 12 2 20 20 106 80 CRH2A 19 41 15 25 100 CRH5A 27 29 4 30 20 30 140 CRH1B 4 9 7 20 CRH1E 3 8 9 20 CRH2B 10 10 CRH2E 6 14 20 CRH2C 10 20 30 60 CRH3C 7 36 37 80 CRH380A 40 40 CRH380AL 6 94 100 CRH380B 20 201 40 CRH380BL 11 49 551 115 CRH380CL 251 25 CRH380D 702 70 CRH380DL 02 0 CRH6 24 24 Total 27 86 78 88 204 237 330 1050 Cumulative 27 113 191 279 483 744 1050 1050 ^1 All CRH380B and CRH380C units to be delivered before 2012. ^2 All CRH380D units to be delivered before 2014.

Track technology

Ballastless tracks in China.

Russian President Dmitry Medvedev aboard a high-speed train in Hainan in April 2011.

Many of the Passenger Designated Lines use ballastless tracks, which allow for smoother train rides at high speeds and can withstand heavy use without warping. The ballastless track technology, imported from Germany, carries higher upfront costs but can reduce maintenance costs.

Typical application of track technology in China high-speed lines

Type	Classify	Technology	line
CRTSIs	slab track	RTRI, Japan	Hada PDL
CRTSIIs	slab track	Max Bögl, Germany	Jingjin ICL
CRTSIIIs	slab track	CRCC,China	Chengguan PDL
CRTSIIb	ballastless track	Züblin, Germany	Zhengxi PDL

Technology export

Chinese train-makers and rail builders have signed agreements to build HSRs in Turkey, Venezuela and Argentina and are bidding on HSR projects in the United States, Russia, Saudi Arabia, Brazil (São Paulo to Rio de Janeiro) and Myanmar, and other countries. They are competing directly with the established European and Japanese manufacturers, and sometimes partnering with them. In Saudi Arabia's Haramain High Speed Rail Project, Alstom partnered with China Railway Construction Corp. to win the contract to build phase I of the Mecca to Medina HSR line, and Siemens has joined CSR to bid on phase II. China is also competing with Japan, Germany, South Korea, Spain, France and Italy to bid for California's high-speed rail line project, which would connect San Francisco and Los Angeles. In November 2009, the MOR signed preliminary agreements with the state's high-speed rail authority and General Electric (GE) under which China would license technology, provide financing and furnish up to 20 percent of the parts with the remaining sourced from American suppliers, and final assembly of the rolling stock in the United States.

In January 2014, the China Railway Construction Corporation completed a 30-km section of the Ankara-Istanbul high-speed railway between Eskişehir and İnönü in western Turkey.

In mid 2015, China has signed up to design a high-speed railway between the Russian cities of Moscow and Kazan, one of the first concrete examples of the new business with China that Russian officials have been pursuing with renewed vigor since falling out with the West. A unit of Russia’s state-owned JSC Russian Railways signed a contract Thursday with the design unit of China’s state-controlled China Railway Group to come up with the plans for a 770 kilometer high-speed rail between the two Russian cities. The Chinese firm will work alongside two Russian companies for on the designs for a total cost of 20.8 billion rubles ($383 million) over the next two years, according to Russian Railways.

Once the designs are developed, a separate tender will be held for the actual construction of the rail link, which Russian Railways expects to cost 1.06 trillion rubles ($19.5 billion).

Maglev high-speed rail

China has the world's only commercial maglev high-speed train line in operation: The Shanghai Maglev Train, a turnkey Transrapid maglev demonstration line 30.5 km long. The trains have a top operational speed of 430 km/h and can reach a top non-commercial speed of 501 km/h. It opened for operations in March 2004, and transports passengers between Shanghai's Longyang Road Metro Station and Shanghai Pudong International Airport. There have been numerous attempts to extend the line without success. A Shanghai-Hangzhou maglev line was also initially discussed but later shelved in favour of conventional high-speed rail.

Two other Maglev lines, the Changsha Maglev and the Line S1 of Beijing, were designed for commercial operations with speeds lower than 120 km/h.

In October 2016 China's CRRC Corp announce it was beginning research and development on a 600 km/h maglev train and would build a 5 km test track.

Records

Fastest trains in China

The Shanghai Maglev train, with a top speed of 431 km/h (268 mph), is the fastest train in China. The maglev train has remained confined to its original 30 km (19 mi) track as state planners chose high-speed trains that run on conventional tracks for the national HSR network.

Main article: Fastest trains in China

The "fastest" train commercial service can be defined alternatively by a train's top speed or average trip speed.

• The fastest train service measured by peak operational speed is the Shanghai Maglev Train which can reach 431 km/h (268 mph). Due to the limited length of the Shanghai Maglev track (30 km)(18.6 mi), the maglev train's average trip speed is only 245.5 km/h (152.5 mph).
• The fastest train service measured by average trip speed from 2009 until 2011 was on the Wuhan-Guangzhou High-Speed Railway, where from December 2009 until July 1, 2011, the CRH3/CRH2 coupled-train sets averaged 312.5 km/h (194.2 mph) on the 922 km (573 mi) route from Wuhan to Guangzhou North. However, on July 1, 2011 in order to save energy and reduce operating costs, the maximum speed of Chinese high-speed trains was reduced to 300 km/h, and the average speed of the fastest trains on the Wuhan-Guangzhou High-Speed Railway was reduced to 272.68 km/h (169 mph).
• The top speed attained by a non-maglev train in China is 487.3 km/h (302.8 mph) by a CRH380BL train on the Beijing–Shanghai High-Speed Railway during a testing run on January 10, 2011.

Longest service distance

The G403/404, and G405/406 Beijing West (Beijingxi)-Kunming South (Kunmingnan) train (2760 km, about 12–13 hours), which began service on January 1, 2017, became the longest high-speed rail service in the world. It overtook the G529/530 Beijing West-Beihai train (2697 km, 15 1/2 hours for southbound train, 15 3/4 hours for northbound train), which had set the previous record on July 1, 2016.

See also

• China Railway High-speed
• Fastest trains in China
• List of high-speed railway lines
• Rail transport in China
• Media related to China Railway High-speed at Wikimedia Commons
• High-speed rail in China travel guide from Wikivoyage

Works Referenced

1. Ministry of Railways (2013-01-09). 中华人民共和国铁道部令 第34号 铁路主要技术政策 [Ministry of Railways Order No. 34 Primary Railway Technology Policy] (in Chinese). People's Republic of China Ministry of Railways. Retrieved 2017-07-30. {{cite web}}: Invalid |ref=harv (help); Invalid |script-title=: missing prefix (help)
2. National Development and Reform Commission (October 2008). 中长期铁路网规划(2008年调整) [Mid- to Long-Term Railway Network Plan (2008 Revision)] (PDF) (in Chinese). People's Republic of China National Development and Reform Commission. Retrieved 2017-07-30. {{cite web}}: Invalid |ref=harv (help); Invalid |script-title=: missing prefix (help)CS1 maint: date and year (link)
3. National Development and Reform Commission (2016-07-13). 中长期铁路网规划" (2016) 发改基础(2016)1536号 [Mid- to Long-Term Railway Network Plan (2016 Revision)] (PDF) (in Chinese). People's Republic of China National Development and Reform Commission. Retrieved 2017-07-30. {{cite web}}: Invalid |ref=harv (help); Invalid |script-title=: missing prefix (help)