China Railway High-speed

China Railway High-speed (CRH) is a high-speed rail service operated by China Railway.
The introduction of CRH series was a major part of the sixth national railway speedup, implemented on April 18, 2007. 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. China has revealed plans to extend the HSR to 70,000 km by year 2035. It is the world's most extensively used railway service, with 2.29 billion bullet train trips delivered in 2019 and 2.16 billion trips in 2020, bringing the total cumulative number of trips to 13 billion as of 2020.
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). With a gradual plan, the CR brand is going to replace the current CRH brand in service. China’s CRH380A Hexie developed by CSR Corporation Limited. it is designed to operate comfortably at a speed of 350 km/h (217 mph) and a maximum speed of 380 km/h (236 mph),it is also the fastest train in the world. During testing it also reached 486.1 km/h (302.0 mph).
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).
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).
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):
B. Long-haul service (typically, listed in schedules as G-series or D-series trains):
Unlike the "conventional" (non-CRH trains), which run round the clock, most high-speed rail lines operations shut down each night. There are several sleeper EMU services (abbreviated 动卧, dòngwò) running on the upgraded rail or high-speed lines operated with CRH1E and CRH2E trains.
Conventional higher-speed Z-series overnight rail services may also use certain sections of the high-speed rail network; e.g., the planned Shanghai-Chengdu train Z121/2/3/4 will use the Huhanrong PDL from Nanjing to Wuhan.
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. 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. In 2017, CRRC unveiled a high speed train with double decked sleeper "capsules" classed as the CRH2E series high speed rail train. On January 5, 2019, the CR200J entered service replacing many locomotive-hauled trains.
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. China currently holds many new patents related to the internal components of these trains, re-designed 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 obstructions for China to export its high-speed rail related products, which lead 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'), based on indigenous technologies.
The trainsets are as follows:
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 of more than 380 km/h. However, issues such as maintenance costs, comfort, and safety make the maximum speed of more than 380 km/h impractical and remain limiting factors.
Based on data published by Sinolink Securities; some small changes were made according to the most recent news.
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 reached one billion cumulative HSR passengers. Ridership in 2018 was above 2 billion per year, by 2024 it was above 3 billion per year.
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 companies lacked the technology and expertise of foreign companies, and the research process consumed a large amount of time. In 2004, the Chinese State Council and the Ministry of Railways defined a modern railway technology and equipment policy as "the introduction of advanced technology, the joint design and production, to build China brand". The realization of the railway "leapfrog development" is the key task required to develop and utilize the technology required for high-speed trains (higher than 200 km/h or 124 mph per hour). In 2007, Chinese state media quoted the People's Republic of China Ministry of Railways spokesman Zhang Shuguang to have stated that due to historical reasons, China's overall railway technology and equipment is similar to that of developed countries' rail systems in the 1970s; high-speed rolling stock development is still in its infancy stage. And that if using only their own resources and expertise, the country might need a decade or longer to catch up with developed nations.
On April 9, 2004, the Chinese government held a conference on modern railway equipment and rolling stock, in which they drafted the current Chinese plan to modernize the country's railway infrastructure with advanced technologies.
On June 17, 2004, the Ministry of Railways launched the first round of bidding on the high-speed rail technology, but the company must be:
High-speed EMU design and manufacturing technology companies, including Siemens, Alstom, Kawasaki Heavy Industries and Bombardier, initially had hoped to enter into a joint venture in China, but was rejected by the Ministry of Railways. The MOR set these guidelines for joint ventures to be acceptable:
A comprehensive transfer of technology to Chinese enterprises (especially in systems integration, AC drive and other core technologies) was requested to allow domestic enterprises to access and utilise the core technology. While foreign partners might provide technical services and training, the Chinese companies must ultimately be able to function without the partnership. 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. However, this requirement to sign over all rights to the technology used in the trains was a significant barrier to international involvement in the project, as the companies would lose access to any technology that they used on the trains.
In the first round of bidding, 140 rolling stock orders were divided into seven packages of twenty orders each. After extensive review and negotiation, three consortiums won the bid:
These three consortiums were each given three, three, and one twenty order packages respectively. 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. 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.
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. 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:
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".
On July 27, 2009, Chinese Ministry deputy chief engineer Zhang Shuguang stated that the United States, Saudi Arabia and Brazil are interested in Chinese high-speed railway technology. On July 28, the Federal Railroad Administration and the US government are negotiating on the introduction of Chinese railway technology. On October 14, 2009, Prime minister of Russia Vladimir Putin and the Russian Railroad Administration signed an Organizing and developing railway in Russia memo with Ministry of Railways of China, planning to build a high-speed railway from Vladivostok to Khabarovsk.
The first actual export of Chinese High-Speed Rail technology is the Jakarta - Bandung High-speed Rail of Indonesia with modified Fuxing (KCIC400AF) trainsets and operational speed of 350 km/h. Construction of its first phase, from Eastern Jakarta at Halim to the suburbs of Bandung at Padalarang & Tegalluar, commenced in 2016 and was completed by late 2023. By its first full year of operation the line had carried approximately 5.79 million passengers, with plans to extend the line to Surabaya in preliminary studies as of 2025.