China Railway High-speed

For high-speed rail transport in China generally, see High-speed rail in China.

China Railway High-speed (CRH) is a high-speed rail service operated by China Railway.

China Railway High-speed

Overview
Headquarters	Beijing, China
Locale	People's Republic of China
Dates of operation	2007–present
Technical
Track gauge	1,435 mm (4 ft 8+1⁄2 in) Standard gauge

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

The introduction of CRH series was a major part of the sixth national railway speedup, implemented on April 18, 2007.^[1] By the end of 2020, China Railway High-speed provided service to all provinces in China, and operated just under 38,000 km (24,000 mi) passenger tracks in length, accounting for about two-thirds of the world's high-speed rail tracks in commercial service.^[2][3][4] China has revealed plans to extend the HSR to 70,000 km by year 2035.^[4] It is the world's most extensively used railway service, with 2.29 billion bullet train trips delivered in 2019^[5] and 2.16 billion trips in 2020,^[6] bringing the total cumulative number of trips to 13 billion as of 2020.^[7][8]

Over 1000 sets of rolling stock are operated under the CRH brand including Hexie CRH1/2A/5 that are designed to have a maximum speed of 250 km/h (160 mph), and CRH2C/3 have a maximum speed of 350 km/h (220 mph). The indigenous designed CRH380A have a maximum test speed of 416.6 km/h (258.9 mph) with commercial operation speed of 350 km/h. The fastest train set, CRH380BL, attained a maximum test speed of 487.3 km/h (302.8 mph). In 2017, the China Standardized EMU brand including CR400AF/BF and CR200J joined China Railway High-speed and are designated as Fuxing together with letters CR (China Railway).^[9][10] With a gradual plan, the CR brand is going to replace the current CRH brand in service.^[11]

Depending on their speed, there are 3 categories of high speed trains, G, D and C (G and some C being the fastest at 350 km/h, D having a speed of 250 km/h and C having a speed of 200 km/h).^[12]

High-speed rail network

Main article: High-speed rail in China

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

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

China will continue to operate the largest high-speed rail (HSR) network in the world by the end of 2021, with a length of over 40,000 km (24,855 mi). Beijing to Hong Kong High Speed Railway, the longest HSR route in the world, stretches 2,440 km (1,516 mi).^[13]

CRH service on dedicated 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^[14] (aggregation of both direction) Designed speed Trains in service Jinghu HSR (Beijing–Shanghai) 1318 km 4h 48m^[15] 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^[16] 216 350 km/h CRH2C CRH3C^[17] CRH380A/AL Huhang PDL (Shanghai-Hangzhou) 169 km (Shanghai Hongqiao – Hangzhou) 45min^[18] 168^[19] 350 km/h CRH1A/B/E CRH2A/B/C/E CRH3C CRH380A/AL CRH380BL^[20] CRH380CL CRH380D Huning PDL (Shanghai-Nanjing) 296 km (Shanghai Hongqiao – Nanjing) 1h 13min^[21] 238^[19] 350 km/h CRH1A/B/E CRH2A/B/C CRH3C CRH380A/AL CRH380B/BL^[22]^[23] CRH380CL CRH380D Jingjin ICL (Beijing-Tianjin) 117 km 30min^[24] 200^[25] 350 km/h CRH2C CRH3C^[26] Zhengxi PDL (Zhengzhou-Xi'an) 456 km 1h 50min^[27] 28 350 km/h CRH2C^[28] Yongtaiwen PFL (Ningbo-Taizhou-Wenzhou) 268 km 1h 13min^[29] 64 250 km/h CRH1A/B/E CRH2A/B/E^[30] Wenfu PFL (Wenzhou-Fuzhou) 298 km 1h 23min^[31] 42 250 km/h CRH1A/B/E CRH2A/B/E^[citation needed] Shitai PDL (Shijiazhuang-Taiyuan) 190 km (Shijiazhuang North–Taiyuan) 1h 6min^[32] 26 250 km/h CRH5A^[33] Fuxia PFL (Fuzhou-Xiamen) 275 km 1h 21min^[34] 118 250 km/h CRH1A/B/E CRH2A/B/E^[35] Changjiu ICL (Nanchang-Jiujiang) 135 km 45min^[36] 42 250 km/h CRH1A CRH2A^[37] Hewu PFL (Hefei-Wuhan) 351 km 1h 58min^[38] 38 250 km/h CRH1A/B/E CRH2A/B^[39] Jiaoji PDL (Qingdao-Jinan) 362 km 2h 13min^[40] 42 250 km/h CRH2A CRH5A^[41] Hening PFL (Hefei-Nanjing) 156 km 54min^[42] 12 250 km/h CRH1A/B/E CRH2A/B^[39] Chengguan PDL (Chengdu-Guanxian) 67 km 30min^[43] 36 250 km/h CRH1A^[44] Changji ICL (Changchun-Jilin) 111 km 34min^[45] 50 250 km/h CRH5A Hainan ER ICL (Haikou-Sanya) 308 km 1h 22min^[46] 44 250 km/h CRH1A CRH380A Guangzhu MRT (Guangzhou-Zhuhai main line) 93 km 45min^[47] 76 200 km/h CRH1A Guangzhu MRT (Guangzhou-Jiangmen branch line) 72 km 45min^[48] 46 200 km/h CRH1A

CRH service on upgraded conventional lines

 

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.^[49] 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
• Shenzhen – Jiangmen – Zhanjiang
• 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 CRH high-speed trains every day. Route Railway distance Trains per day^[14] (aggregation of both direction) Trains in service Guangzhou–Shenzhen Guangshen line 147 km^[50] 220 CRH1A Wuhan–Shiyan Handan line 500 km^[51] 4 CRH2A CRH5A Beijing–Jinan Jinghu line 484 km^[52] 2 CRH2A CRH5A Beijing–Suzhou Jinghu line 1368 km^[53] 1 CRH2E Beijing–Qinhuangdao Jingha line 299 km^[54] 1 CRH2A CRH5A Beijing–Shenyang Jingha line 703 km^[55] 24 CRH5A/G Beijing–Nanjing Jinghu line 1150 km^[56] 1 CRH2E Chongqing–Chengdu Chengyu line & Dacheng line 315 km^[57] 22 CRH1A Beijing–Shanghai Jinghu line 1454 km^[58] 3 CRH1E CRH2E Shanghai–Tianjin Jinghu line 1315 km^[59] 1 CRH1E Wuhan–Nanchang Wujiu line & Changjiu PDL 337 km^[60] 16 CRH1A CRH2A Beijing–Zhengzhou Jingguang line 605 km^[61] 3 CRH2A CRH5A Beijing–Wuhan Jingguang line 1205 km^[62] 3 CRH2A CRH5A

Overnight high-speed trains

 

A CRH2E Duplex high-speed overnight sleeper in 2017.

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

Conventional Z-series overnight rail services may also use certain sections of the high-speed rail network; e.g., the planned Shanghai-Chengdu train Z121/2/3/4 will use the Huhanrong PDL from Nanjing to Wuhan.^[63]

With the schedule change planned for December 21, 2012, some of these trainsets will be re-purposed to also provide overnight high-speed service between Shanghai and Xi'an North.^[63] In the 2014, Chunyun season, overnight HSR trains first ran on Beijing-Guangzhou (Jingguang) and other lines.

In November 2016, CRRC Changchun unveiled CRH5E bullet train carriages with sleeper berths. Made in the CRRC factory in Changchun and nicknamed Panda, they are capable of running at 250 km/h, operate at -40 degrees Celsius, have Wi-Fi hubs and contain sleeper berths that fold into seats during the day.^[64] In 2017, CRRC unveiled a high speed train with double decked sleeper "capsules" classed as the CRH2E series high speed rail train.^[65]

Rolling stock

China Railway High-speed train passing through Shenzhou railway station in Hainan

 

Chinese-designed CR400AF departing from Beijing South railway station.

China Railway High-speed runs different electric multiple unit trainsets, the name Hexie Hao (simplified Chinese: 和谐号; traditional Chinese: 和諧號; pinyin: Héxié Hào; lit. 'Harmony') is for designs which are imported from other nations and designated CRH-1 through CRH-5 and CRH380A(L), CRH380B(L), and CRH380C(L). CRH trainsets are intended to provide fast and convenient travel between cities. Some of the Hexie Hao train sets are manufactured locally through technology transfer, a key requirement for China. The signalling, track and support structures, control software, and station design are developed domestically with foreign elements as well. By 2010, the track system as a whole is predominantly Chinese.^[66] China currently holds many new patents related to the internal components of these trains, re-designed in China to allow the trains to run at higher speeds than the foreign designs allowed. However, these patents are only valid within China, and as such hold no international power. The weakness on intellectual property of Hexie Hao causes obstruction for China to export its high-speed rail related product, which leads to the development of the completely redesigned train brand called Fuxing Hao (simplified Chinese: 复兴号; traditional Chinese: 復興號; pinyin: Fùxīng Hào; lit. 'Rejuvenation') that based on indigenous technologies.^{[66][67][68][69]}

The trainsets are as follows:

Hexie (Harmony)

• CRH1 produced by Bombardier Transportation's joint venture Sifang Power (Qingdao) Transportation (BST), CRH1A, and CRH1B, nicknamed "Metro" or "Bread", derived from Bombardier's Regina; CRH1E, nicknamed "Lizard", is Bombardier's ZEFIRO 250 design
  • CRH1A: sets consists of 8 cars; maximum operating speed of 250 km/h
  • CRH1B: a modified 16-car version; maximum operating speed of 250 km/h
  • CRH1E: 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.^[70]
  • 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 as a result of replacing two intermediate trailer cars with motored cars
  • CRH2C (Stage two): a modified version of CRH2C (stage one) has a maximum operating speed up to 350 km/h by using more powerful motors
  • CRH2E: a modified 16-car version of CRH2 with sleeping cars
• CRH3: nickname "Rabbit", derived from Siemens ICE3 (class 403); 8-car sets; maximum operating speed of 350 km/h
• CRH5A: derived from Alstom Pendolino ETR600; 8-car sets; maximum operating speed of 250 km/h^[71]
• CRH6: designed by CSR Puzhen and CSR Sifang, will be manufactured by CSR Jiangmen. It is designed to have two versions: one with a top operating speed of 220 km/h; the other with a top operating speed of 160 km/h. They will be used on 200 km/h or 250 km/h Inter-city High Speed Rail lines; planned to enter service by 2011^{[clarification needed]}
• CRH380A; Maximum operating speed of 380 km/h. Developed by CSR based on CRH2 and manufactured by Sifang Locomotive and Rolling Stock; 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 and CRRC Changchun Railway Vehicles; entered service in 2011
  • CRH380B: 8-car version
  • CRH380BL: 16-car version
• CRH380CL: designed and manufactured by CRRC Changchun Railway Vehicles. Maximum operating speed of 380 km/h; entered service in 2012
• CRH380D: also named Zefiro 380; maximum operating speed of 380 km/h, manufactured by Bombardier Sifang (Qingdao) Transportation Ltd.; entered service in 2012
  • CRH380D: 8-car version
  • CRH380DL: 16-car version (Cancelled in place of additional CRH1A and Zefiro 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, in practical terms, issues such as maintenance costs, comfort, and safety make the maximum speed of more than 380 km/h impractical and remain limiting factors.^{[citation needed]}

Fuxing (Rejuvenation)

• CR400AF: Maximum operating speed of 400 km/h; Developed by CRRC Qingdao Sifang, guided by Chinese EMU standard.
• CR400BF: Maximum operating speed of 400 km/h; Developed by CRRC Changchun Railway Vehicles, guided by Chinese EMU standard.

Equipment type	Top speed in test	Designed speed	Seating capacity	Formation	Power (under 25 kV)	Entry into Service
CRH1A	278 km/h (173 mph)	250	668 or 649 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
CRH380BL	487.3 km/h (302.8 mph)	380	1004	8M8T	18,400 kW	2010
CRH380CL		380		8M8T	19,200 kW	2012
CRH380D		380	495	4M4T	10,000 kW	2012
CRH380DL		380	1013	8M8T	20,000 kW	Canceled (2012 original plan)
CRH6		220	586	4M4T	unknown	2011
CR400AF		400	556	4M4T		2017
CR400BF		400	556	4M4T		2017

Chinese MOR CRH trainsets order timetable

Chinese MOR CRH trainsets order timetable

Date	Factory	Speed Level	Type	Quantity (set)	Quantity (car)	Amount
2004-10-10^[72]	Alstom	250 km/h	CRH5A	3	24	620 million EUR
	CNR Changchun			57	456
2004-10-12^[73]	BST (Bombardier & CSR)	250 km/h	CRH1A	20	160	US$350 million
2004-10-20^[74]	Kawasaki	250 km/h	CRH2A	3	24	9,300 million RMB
	CSR Sifang			57	456
2005-05-30^[75]	BST	250 km/h	CRH1A	20	160	US$350 million
2005-06^[74]	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^[76]	Siemens	350 km/h	CRH3C	3	24	13,000 million RMB
	CNR Tangshan			57	456
2007-10-31^[77]	BST	250 km/h	CRH1B	20	320	1,000 million EUR
			CRH1E	20	320
2007-11^[78]	CSR Sifang	250 km/h	CRH2B	10	160	1,200 million RMB
2007-11^[74]	CSR Sifang	250 km/h	CRH2E	6	96	900 million RMB
2008-12-06^[74]	CSR Sifang	250 km/h	CRH2E	14	224	2,100 million RMB
2009-09-23^[79]	CNR Changchun	250 km/h	CRH5A	30	240	4,800 million RMB
2009-03-16^[80]	CNR Tangshan	380 km/h	CRH380BL	70	1,120	39,200 million RMB
	CNR Changchun			30	480
2009-09-28^[81]	CSR Sifang	380 km/h	CRH380A	40	320	45,000 million RMB
			CRH380AL	100	1,600
2009-09-28^[81] Modified 2012-09-05^[82]	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^[83]	CNR Changchun	380 km/h	CRH380B	40	320	23,520 million RMB
			CRH380BL	15	240
			CRH380CL	25	400
2009-09-28^[84]	CNR Tangshan	350 km/h	CRH3C^[85]	20	160	3,920 million RMB
2009-12-30^[86]	CSR Puzhen	220 km/h	CRH6	24	192	2,346 million RMB
2010-07-16^[87]	BST	250 km/h	CRH1A	40	320	5,200 million RMB
2010-09-14^[88]	CSR Sifang	250 km/h	CRH2A	40	320	3,400 million RMB
2010-10-13^[89]	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
Total				1050	10,240

Chinese CRH trainsets delivery timetable

Based on data published by Sinolink Securities;^[90][91] 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	20^1	40
CRH380BL					11	49	55^1	115
CRH380CL							25^1	25
CRH380D							70^2	70
CRH380DL							0^2	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.

•  

  CRH1

•  

  Two coupled 8-car CRH1A electric multiple unit train sets in Nanchang

•  

  CRH2

•  

  CRH2 First Class Coach

•  

  CRH2 Second Class Coach

•  

  China CRH2C locomotives at Shanghai Hongqiao Station

•  

  CRH3

•  

  Premier-class cabin inside Beijing-Tianjin Intercity CRH3 train

•  

  CRH2C and CRH3C at Tianjin railway station

•  

  CRH5

•  

  CRH380A

•  

  CRH380BL Business Coach

•  

  CRH380CL at Beijing South railway station

•  

  CRH380D at Beijing South railway station

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%
2017	1,713	+18.96%
2018	2,005	+17.05%
Source: 2008^[92] 2010^[93] 2011^[94] 2014 ^[95]^[96] 2015^[97]^[98] 2016^[99] 2017^[100] 2018^[101]

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

Technology development

Main article: High-speed rail in China § History

Before the introduction of foreign technology, China conducted independent attempts to domestically develop high-speed rail technology. Some notable results included the China Star, but domestic Chinese companies lacked the technology and expertise of foreign companies, and the research process consumed a large amount of time. People's Republic of China Ministry of Railways spokesman Zhang Shuguang stated that due to historical reasons, China's overall railway technology and equipment is similar to that of developed countries' rail systems in the 1970s; high-speed rolling stock development is still in its infancy stage. If using only their own resources and expertise, the country might need a decade or longer to catch up with developed nations.^[102] In 2004, the Chinese State Council and the Ministry of Railways defined a modern railway technology and equipment policy as "the introduction of advanced technology, the joint design and production, to build China brand". The realization of the railway "leapfrog development" is the key task required to develop and utilize the technology required for high-speed trains (higher than 200 km/h or 124 mph per hour).

Technology introduction

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

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

• legally registered in the PRC, with rail EMU manufacturing capacity
• able to manufacture trains with the ability to reach 200 km/h (124 mph)

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

• comprehensive transfer of key technologies
• lowest price in the world
• use of a Chinese brand

A comprehensive transfer of technology to Chinese enterprises (especially in systems integration, AC drive and other core technologies) was requested to allow domestic enterprises to access and utilise the core technology. While foreign partners might provide technical services and training, the Chinese companies must ultimately be able to function without the partnership.^[103] Railway equipment manufacturers in China were free to choose foreign partners, but foreign firms must pre-bid and sign the technology transfer agreement with China's domestic manufacturers, so the Chinese rolling stock manufacturers could comprehensively and systematically learn advanced foreign technology.^[104] However, this requirement to sign over all rights to the technology used in the trains was a significant barrier to international involvement in the project, as the companies would lose access to any technology that they used on the trains.

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

• Changchun Railway Vehicles Co., Ltd. (owned by CNR) with France's Alstom
• Sifang Locomotive (owned by CSR) with Japan's Kawasaki Heavy Industries
• Sifang Locomotive (owned by CSR) with Canada's Bombardier

These three consortiums were each given three, three, and one twenty order packages respectively.^[104] Germany's Siemens, as a result of an expensive technology bid — the prototype vehicle cost was 350 million yuan each column, technology transfer fee 390 million euros — did not get any orders in the first round.^[105][106] EMU tendered 22.7 billion yuan for technology transfer payments in the first payment, accounting for 51 per cent of the amount of the tender.

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

Innovation

The introduction of high-speed trains, a foreign advanced technology, was required in order to implement China's "Long-term Scientific and Technological Development (2006–2020)". The core technology innovations necessary for a high-speed rail system to meet the needs of China's railway development resulted in the Ministry of Science and Ministry of Railways signing the "independent innovation of Chinese high-speed train cooperation agreement Joint Action Plan" on February 26, 2008.^[107] Academicians and researchers from CAS, Tsinghua University, Zhejiang University, Southwest Jiaotong University, and Beijing Jiaotong University have committed to working together on basic research into improving China's scientific and industrial resources into developing a high-speed train system.

Under the agreement, China's joint action plan for improvement of train service and infrastructure has four components:^[108]

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

The Chinese Ministry of Science has invested nearly 10 billion yuan in this science and technology plan, which is by far the largest investment program. The project has brought together a total of 25 universities, 11 research institutes, and national laboratories, and 51 engineering research centers. The Ministry of Science hopes to develop basic research sufficient to produce key technologies necessary to develop trains capable of 500 km/h (310 mph) through the "863 Project" and "973 Project".^[109]

Technology export

On 27 July 2009, Chinese Ministry deputy chief engineer Zhang Shuguang stated that the United States, Saudi Arabia and Brazil are interested in Chinese high-speed railway technology. July 28. The Federal Railroad Administration and the US government are negotiating on the introduction of Chinese railway technology.^[110] On 14 October 2009, Prime minister of Russia Vladimir Putin and the Russian Railroad Administration signed an Organizing and developing railway in Russia memo with Ministry of Railways of China, planning to build a high-speed railway from Vladivostok to Khabarovsk.^[111]

Accident

Main article: Wenzhou train collision

• On 23 July 2011 at approximately 20:00 CST, two high-speed trains travelling on the Yongtaiwen railway line No. D301 and No. D3115 bound for Fuzhou collided on a viaduct near Wenzhou, Zhejiang, leading to 40 deaths and 191 injuries. Both trains were on the same rail track, headed in the same direction. D3115 ground to a halt in front of D301 due to a loss of electric power caused by lightning striking a viaduct near the Ou River. Signalling systems purportedly failed, and D301 rear-ended the first train, sending four carriages off the viaduct.^[112][113]
• on June 4, 2022 at 10:30 CST, train D2809 bound for Guangzhou East/Guangzhou from Guiyang North to Guangzhou East/Guangzhou ran into a mudslide near the Rongjiang Station of the Chengdu Railway Bureau on the Guiyang-Guangzhou High-speed Railway and derailed, causing the seventh and eighth The carriage derailed and rushed onto the platform of Rongjiang Station, killing the driver and injuring 12 passengers.

See also

•  Trains portal

• High-speed rail in China
• China Star
• Z-series trains
• Hexie (train)
• Fuxing (train)

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• Shanghai-Beijing route to test bullet train. China Daily. January 16, 2007.

 

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