Adam WANG SHANGHAI MEGA
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In the desert, what is really lacking is water.
China HSR News And Information: Original Translation
- Thread starter AndrewJin
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AndrewJin
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I will!"China's high-speed railway reaches 25,000km by 2017"
Does this signature also need update
But not many new lines to open this year, 2019 will be a crazy year!
Central China
Langhe Bridge on
Wuhan to Shiyan High-speed Railway under Construction
JSCh
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China develops super railway with test speed of 1,500 kph
By Liu Xuanzun Source:Global Times Published: 2018/6/20 21:33:42
Speed will exceed Hyperloop developed by US industrialist Elon Musk
China is developing a super high-speed rail system that could reach speeds of up to 1,500 kilometers an hour, a move China is making to compete with Elon Musk's Hyperloop, an expert said.
Southwest Jiaotong University in Chengdu, Southwest China's Sichuan Province is developing a railway test platform that would allow trains to travel as fast as 1,500 kilometers an hour, said Zhang Weihua, a professor at the university, at the 2018 World Transport Convention on Tuesday, the Beijing-based Science and Technology Daily reported on Wednesday.
The test platform is a 1,500-meter vacuum tunnel that can run experiments under various magnetic levitation conditions. The test speed will exceed the speed of sound and could theoretically reach 1,500 kilometers an hour, Zhang said.
Tests are expected to begin in April 2021 after the initial construction, the report said.
The system hopes to compete with the high-speed rail Hyperloop introduced by US industrialist Elon Musk, Sun Zhang, a railway expert and professor at Shanghai Tongji University, told the Global Times on Wednesday.
"Musk was playing down China's high speed railway by bringing up the concept of a super high-speed railway capable of running up to 1,200 kilometers an hour… China has now answered the call by announcing one capable of 1,500," Sun said.
At the same time, the world's fastest test line for vacuum high temperature superconducting magnetic levitation model trains is being built in Chengdu and is expected to be completed by the end of this year, Science and Technology Daily reported.
The test line will reportedly allow trains to travel at 400 kilometers an hour, faster than a similar test conducted by Hyperloop. The latter only reached 387 kilometers an hour.
The test line will contribute to the future test platform, as the experiment will be based on a mature vacuum technology and high temperature superconducting magnetic levitation technology, which will allow high speeds when traveling and stability when docked.
Although the development of the super high-speed railway is remarkable, China should still focus on improving current high-speed railways, as challenges in intellectualization, maintenance and lowering cost performance have a more practical impact on people's lives, Sun added.
China owns 25,000 kilometers of high-speed railway with 5,200 trains traveling at designed speeds of 350 to 380 kilometers an hour by the end of 2017, the newspaper said
"Safety should always come first… And cost performance should also be considered," Sun said, stressing the experimental nature of the super high-speed railway.
By Liu Xuanzun Source:Global Times Published: 2018/6/20 21:33:42
Speed will exceed Hyperloop developed by US industrialist Elon Musk
China is developing a super high-speed rail system that could reach speeds of up to 1,500 kilometers an hour, a move China is making to compete with Elon Musk's Hyperloop, an expert said.
Southwest Jiaotong University in Chengdu, Southwest China's Sichuan Province is developing a railway test platform that would allow trains to travel as fast as 1,500 kilometers an hour, said Zhang Weihua, a professor at the university, at the 2018 World Transport Convention on Tuesday, the Beijing-based Science and Technology Daily reported on Wednesday.
The test platform is a 1,500-meter vacuum tunnel that can run experiments under various magnetic levitation conditions. The test speed will exceed the speed of sound and could theoretically reach 1,500 kilometers an hour, Zhang said.
Tests are expected to begin in April 2021 after the initial construction, the report said.
The system hopes to compete with the high-speed rail Hyperloop introduced by US industrialist Elon Musk, Sun Zhang, a railway expert and professor at Shanghai Tongji University, told the Global Times on Wednesday.
"Musk was playing down China's high speed railway by bringing up the concept of a super high-speed railway capable of running up to 1,200 kilometers an hour… China has now answered the call by announcing one capable of 1,500," Sun said.
At the same time, the world's fastest test line for vacuum high temperature superconducting magnetic levitation model trains is being built in Chengdu and is expected to be completed by the end of this year, Science and Technology Daily reported.
The test line will reportedly allow trains to travel at 400 kilometers an hour, faster than a similar test conducted by Hyperloop. The latter only reached 387 kilometers an hour.
The test line will contribute to the future test platform, as the experiment will be based on a mature vacuum technology and high temperature superconducting magnetic levitation technology, which will allow high speeds when traveling and stability when docked.
Although the development of the super high-speed railway is remarkable, China should still focus on improving current high-speed railways, as challenges in intellectualization, maintenance and lowering cost performance have a more practical impact on people's lives, Sun added.
China owns 25,000 kilometers of high-speed railway with 5,200 trains traveling at designed speeds of 350 to 380 kilometers an hour by the end of 2017, the newspaper said
"Safety should always come first… And cost performance should also be considered," Sun said, stressing the experimental nature of the super high-speed railway.
JSCh
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New China TV
Published on Jun 19, 2018
Already boasting the world's largest high-speed rail network, China has made another stride. The country's self-developed ballastless track has got the approval from experts and is being used for a new high-speed railway line which links east China's Shandong to central China's Henan.
AndrewJin
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New design!
No need to use German/Japan patents any more!
JSCh
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Passengers, Staff Complain About a Strange Smell on Fuxing Bullet Trains
LIAO SHUMIN
DATE: MON, 06/25/2018 - 15:00 / SOURCE:YICAI
Passengers, Staff Complain About a Strange Smell on Fuxing Bullet Trains
(Yicai Global) June 25 -- China's state-owned railway network operator has received a number of complaints regarding a strange smell in its new bullet train model 'Fuxing,' operational in 23 regions in the country.
“After getting off the train, I had a sore throat and a cough, and I suspected at that time the amount of formaldehyde exceeded the standard,” one passenger told China Business Journal. Complaints from stewards are more than those from passengers, another interviewee related to the China Railway Corp. said, adding that the reason might be because they spend more time on the trains than passengers.
The Beijing-based railway firm has embarked on self-investigation regarding the smell hazard and it has requested CRRC Corp. to exercise strict control over the train's production process.
Fuxing was first deployed on the Beijing-Shanghai route last year. The domestically designed vehicle lifted the maximum speed of trains to 400 kilometers from 300 km per hour and cut the travel time to 4 hours and 24 minutes. The journey is more than 1,300 kilometers.
In comparison to its predecessors, Fuxing has a slimmer outline, is less noisy, and lowers energy consumption by 17 percent every hundred kilometers. The train is also suggested for foreign railway projects such as the Jakarta-Bandung route in Indonesia.
LIAO SHUMIN
DATE: MON, 06/25/2018 - 15:00 / SOURCE:YICAI
Passengers, Staff Complain About a Strange Smell on Fuxing Bullet Trains
(Yicai Global) June 25 -- China's state-owned railway network operator has received a number of complaints regarding a strange smell in its new bullet train model 'Fuxing,' operational in 23 regions in the country.
“After getting off the train, I had a sore throat and a cough, and I suspected at that time the amount of formaldehyde exceeded the standard,” one passenger told China Business Journal. Complaints from stewards are more than those from passengers, another interviewee related to the China Railway Corp. said, adding that the reason might be because they spend more time on the trains than passengers.
The Beijing-based railway firm has embarked on self-investigation regarding the smell hazard and it has requested CRRC Corp. to exercise strict control over the train's production process.
Fuxing was first deployed on the Beijing-Shanghai route last year. The domestically designed vehicle lifted the maximum speed of trains to 400 kilometers from 300 km per hour and cut the travel time to 4 hours and 24 minutes. The journey is more than 1,300 kilometers.
In comparison to its predecessors, Fuxing has a slimmer outline, is less noisy, and lowers energy consumption by 17 percent every hundred kilometers. The train is also suggested for foreign railway projects such as the Jakarta-Bandung route in Indonesia.
JSCh
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China's domestic locomotives replace US ones in high-elevation railway in Tibet
Source:Global Times Published: 2018/6/24 21:03:39
Domestic locomotives replace US ones in Tibet
Train locomotives made by the CRRC Dalian have replaced US-made locomotives in one of the highest-elevation railways in China, signaling a remarkable advance in China's locomotive manufacturing technologies and a clear sign of technological independence for China's most strategic railway.
Chinese railway locomotive producer CRRC Dalian Co announced on Friday that 12 pairs of locomotives it produced would be used in a section of the Qinghai-Tibet railway that runs through an area with very high elevations, according to a report by news website chinanews.com.
The Qinghai-Tibet railway is a high-elevation link between Xining, capital of Northwest China's Qinghai Province and Lhasa, capital of Southwest China's Tibet Autonomous Region. Some sections of the railway run through extremely high-elevation, harsh conditions that require high-performance locomotives. The highest point of the railway is 5,072 meters above sea level.
Previously, locomotives imported from the US were used for the Golmud-Lhasa section of the railway.
The 1,142-kilometer route previously used NJ2 diesel locomotives, provided by US-based GE Transportation, but from now on a customized version adapted to high-altitude environments of the domestic HXN3 locomotive, manufactured by CRRC Dalian, will be used, according t the report. With the new locomotive, speed could reach 120 kilometers per hour.
"American locomotives were chosen as domestic ones couldn't satisfy the requirements of power and resilience at such extreme heights," Zhao Jian, a professor at Beijing Jiaotong University, told the Global Times. "CRRC Dalian for years has had cooperation with GE Transportation, and their own technology now has advanced considerably," he said.
Before replacing US locomotives at the Golmud-Lhasa section, high-elevation adapted versions of CRRC Dalian's HXN3 locomotives were used since 2014 in the Lhasa-Xigaze section of the railway, which runs west for 253 kilometers to connect Lhasa to the region's second-biggest city.
Xigaze is the planned starting point for the 540-kilometer China-Nepal railway, which is a key projects under the China-proposed Belt and Road initiative.
"The China-Nepal railway right now has little cargo flow, but it has strategic significance," said Zhao.
Source:Global Times Published: 2018/6/24 21:03:39
Domestic locomotives replace US ones in Tibet
Train locomotives made by the CRRC Dalian have replaced US-made locomotives in one of the highest-elevation railways in China, signaling a remarkable advance in China's locomotive manufacturing technologies and a clear sign of technological independence for China's most strategic railway.
Chinese railway locomotive producer CRRC Dalian Co announced on Friday that 12 pairs of locomotives it produced would be used in a section of the Qinghai-Tibet railway that runs through an area with very high elevations, according to a report by news website chinanews.com.
The Qinghai-Tibet railway is a high-elevation link between Xining, capital of Northwest China's Qinghai Province and Lhasa, capital of Southwest China's Tibet Autonomous Region. Some sections of the railway run through extremely high-elevation, harsh conditions that require high-performance locomotives. The highest point of the railway is 5,072 meters above sea level.
Previously, locomotives imported from the US were used for the Golmud-Lhasa section of the railway.
The 1,142-kilometer route previously used NJ2 diesel locomotives, provided by US-based GE Transportation, but from now on a customized version adapted to high-altitude environments of the domestic HXN3 locomotive, manufactured by CRRC Dalian, will be used, according t the report. With the new locomotive, speed could reach 120 kilometers per hour.
"American locomotives were chosen as domestic ones couldn't satisfy the requirements of power and resilience at such extreme heights," Zhao Jian, a professor at Beijing Jiaotong University, told the Global Times. "CRRC Dalian for years has had cooperation with GE Transportation, and their own technology now has advanced considerably," he said.
Before replacing US locomotives at the Golmud-Lhasa section, high-elevation adapted versions of CRRC Dalian's HXN3 locomotives were used since 2014 in the Lhasa-Xigaze section of the railway, which runs west for 253 kilometers to connect Lhasa to the region's second-biggest city.
Xigaze is the planned starting point for the 540-kilometer China-Nepal railway, which is a key projects under the China-proposed Belt and Road initiative.
"The China-Nepal railway right now has little cargo flow, but it has strategic significance," said Zhao.
JSCh
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High-speed rail coming soon to frigid zone
By Tian Xuefei and Zhou Huiying in Harbin | China Daily | Updated: 2018-06-29 08:10
China Railway Harbin Group workers carry out maintenance work on the Harbin-Jiamusi high-speed railway line in May. GUAN MINGYUE/FOR CHINA DAILY
The longest high-speed rail line in China's frigid zone is expected to start operating in September, China Railway Harbin Group said.
The 344-kilometer line, with 19 stops, links Harbin, Heilongjiang province, with Jiamusi.
Built in a region where the temperature can be as low as - 30 C in winter, the railway is designed to allow trains to run at 200 km per hour, cutting travel time from seven hours to about two.
Trials began in May on the tracks, bridges, tunnels, power supplies, communication services, traffic management signals and customer services. All trials are expected to be finished in August.
Since May 1, about 270 trips have been made by test trains to ensure that the various systems involved all meet requirements, said Cao Botao, senior engineer and deputy director of the line.
Some of the testing was done in the early morning hours. "We have to work between 12:30 am and 4:30 am when there are no test trains passing," said Liu Yuhang, an assistant engineer for the line's power supply system.
Construction of the line began in July 2014 as one of the key projects included in China's medium and long-term railway network plan. The country's railway network is expected to hit 175,000 km by 2025, compared with 127,000 km of operating tracks as of last year.
"In September, the line will greatly improve transportation in Harbin, Jiamusi and surrounding counties, especially for the three counties of Binxian, Yilan and Fangzheng," said Cai Kelin, a Harbin Group official. "Residents in the three counties will welcome trains for the first time."
"I am really looking forward to its opening," said Gao Lina, 34, a company employee in Harbin. "My parents live in Jiamusi and I look forward to having more chances to get together with them during holidays and festivals."
"The current seven-hour trip is always arduous," she added. "The opening of the high-speed line will make the journey much easier."
By Tian Xuefei and Zhou Huiying in Harbin | China Daily | Updated: 2018-06-29 08:10
The longest high-speed rail line in China's frigid zone is expected to start operating in September, China Railway Harbin Group said.
The 344-kilometer line, with 19 stops, links Harbin, Heilongjiang province, with Jiamusi.
Built in a region where the temperature can be as low as - 30 C in winter, the railway is designed to allow trains to run at 200 km per hour, cutting travel time from seven hours to about two.
Trials began in May on the tracks, bridges, tunnels, power supplies, communication services, traffic management signals and customer services. All trials are expected to be finished in August.
Since May 1, about 270 trips have been made by test trains to ensure that the various systems involved all meet requirements, said Cao Botao, senior engineer and deputy director of the line.
Some of the testing was done in the early morning hours. "We have to work between 12:30 am and 4:30 am when there are no test trains passing," said Liu Yuhang, an assistant engineer for the line's power supply system.
Construction of the line began in July 2014 as one of the key projects included in China's medium and long-term railway network plan. The country's railway network is expected to hit 175,000 km by 2025, compared with 127,000 km of operating tracks as of last year.
"In September, the line will greatly improve transportation in Harbin, Jiamusi and surrounding counties, especially for the three counties of Binxian, Yilan and Fangzheng," said Cai Kelin, a Harbin Group official. "Residents in the three counties will welcome trains for the first time."
"I am really looking forward to its opening," said Gao Lina, 34, a company employee in Harbin. "My parents live in Jiamusi and I look forward to having more chances to get together with them during holidays and festivals."
"The current seven-hour trip is always arduous," she added. "The opening of the high-speed line will make the journey much easier."
JSCh
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Published on Jun 30, 2018
More than 400 meters long! Three new longer Fuxing bullet trains start operation on a high-speed line linking Beijing with Shanghai.
JSCh
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How Chinese cities can capture high-speed rail opportunities
In the past decade, China has built 22,000 kilometers of high-speed rail lines, more than the rest of the world combined, and it's starting to pay off
By HUANG BO JULY 1, 2018 12:48 PM (UTC+8)
High speed trains at the Beijing end of the 2,298-kilometer line between Beijing and Guangzhou. Photo: AFP
China’s ambitious project to develop high-speed rail (HSR) across the country has been nothing short of phenomenal over the past decade. Beijing has spent an estimated 2.4 trillion yuan, or about US$360 billion, building 22,000 kilometers of HSR lines, more than the rest of the world combined.
The dynamic growth of the HSR network across the nation has impacted on the economic development of its cities in different ways. It is important to accurately identify these dynamics in order to find the right strategies to harness the economic potential that comes with increased connectivity.
Second-tier cities along HSR lines have attracted real estate investment inflow from core cities close by as improved connectivity encourages people to separate the workplace from the home. For instance, in Langfang, a city 60 kilometers from Beijing, house prices have nearly quadrupled since it was connected to the HSR in 2011, which cut travel time to the capital from one hour to only 18 minutes.
Drawn by such convenient transport links, some universities in Beijing have built new campuses in Langfang. For instance, Tsinghua University now operates the Institute of Tsinghua University, Hebei, in Langfang, while Beijing University of Chinese Medicine and Pharmacy runs its Dongfang College there.
These shifts of people and functions will not only ease the population burden of core cities, but also spur the economic development of second-tier cities.
Potential for core and second-tier cities
This shows there is a lot of potential for core cities and second-tier cities near them to jointly plan their development and harness their HSR links. In the Yangtze River Delta Urban Agglomeration (YRDUA), which is the largest urban agglomeration in China with a population of 227 million, these collaboration opportunities exist for Zhenjiang, which is 20 minutes away from Nanjing by HSR, and for Jiaxing, which is 20 minutes away from Hangzhou and Shanghai by HSR.
Today, more than 130 trains connect these two second-tier cities with the core cities near them.
As for cities with HSR stations far from the city centers, the planning and design of new zones will become important.
For instance, in Wuxi and Suzhou, two well-developed cities with high populations and GDPs, the HSR stations are about 20 kilometers from their downtown areas. New towns have developed immediately around these HSR stations to harness the increased transport connectivity. This has had the effect of driving growth in the local economy and infrastructure.
A good example of this is Xidong Xincheng, a new town that has boomed around Wuxi HSR station. When the station opened in 2010, a flat in Xidong Xincheng cost 4,698 yuan per square foot. Today, the price exceeds 10,000 yuan per sq ft.
Rapid expansion
Cities that do not have an HSR station but are close to zones covered by the high-speed line have also benefited from the rapid expansion of the network over the past decade.
The economic benefits of improved accessibility for these peripheral cities have come in the form of increased consumption flows. Take Yangzhou, a prefecture-level city in central Jiangsu Province, as an example. The city boasts a well-known tourist site in the Slender West Lake, and although it is not accessible by HSR, the Jinghu HSR Line – between Beijing and Shanghai – and the Ninghang HSR Line – between Nanjing and Hangzhou – place it within a two-hour travel time zone of the core cities of Shanghai and Hangzhou.
In 2014, one year after the opening of the Jinghu and Ninghang HSR lines, the number of tourist site visitors to Yangzhou jumped by 29.9%, while the city’s travel industry income increased by 17.7%, indicating a very positive connection between the HSR and travel industry growth.
Online, travelers commonly ask for the best transport connections to tourist sites from HSR stations. Therefore, for peripheral cities with attractions to offer to more developed and larger cities in HSR zones, be they tourist attractions or agricultural products, better transport links will encourage one-day or weekend trips by residents from core cities.
For example, more convenient shuttle buses directly linking HSR stations with tour sites will bring more visitors and contribute to local development as well as relevant industries.
Looking ahead, with Hong Kong’s high-speed rail link to the Mainland set to open later this year, passengers from many prefecture-level cities and second-tier cities could potentially choose to take HSR when they visit Hong Kong.
Connecting with Hong Kong
This is because while it would probably still be faster for people from northern China to fly to Hong Kong than to take the HSR, for people visiting from non-core cities in southern China, the HSR can be a lot faster.
To put this into context, just over half of prefecture-level cities have their own airports and most second-tier cities do not have a direct flight to Hong Kong or Shenzhen. Therefore, for most residents outside core cities, taking a flight to Hong Kong or Shenzhen might involve long transfers to core cities at the start of a journey.
Take as an example Xianning, a prefecture-level city in Hubei. Located 1,200km from Shenzhen and 80km from Wuhan, the core city of Hubei, the travel time from Xianning to Shenzhen by HSR is less than four-and-a-half hours. However, to get from Xianning to Shenzhen by air would take more than five hours: two hours by plane from Wuhan to Shenzhen, one-and-a-half hours by train or bus from Xianning to Wuhan, and two hours for the transfer to the airport plus check-in and boarding.
And if the HSR can offer faster travel time for Xianning, a prefecture-level city near a core city in the middle of China, cities further away from core cities will stand to benefit even more.
In Europe, HSR can benefit an area of 500-1,000km. As civil aviation and economic development in China is not as developed as it is in parts of Europe, the area that can benefit from HSR can reach up to 1,200-1,400km, according to some research.
With improvements in accessibility, cities alongside the HSR in the developing parts of southern China, such as Guizhou, Yunnan and Hunan, could develop closer links, including trade links, with Hong Kong, following the opening of the Guangzhou-Shenzhen-Hong Kong Express Rail.
The HSR has significantly brought about the spatial redistribution of economic activities thanks to the increased frequency and speed of services. On the one hand, it has generated investment inflow to second-tier cities alongside the HSR, while strengthening the status of core cities. On the other hand, it has spurred consumption in non-HSR cities in the peripheral areas.
New railway stations can transform their surrounding areas, giving birth to zones that encompass housing, commerce, culture, transport and even government services.
Cities with different railway conditions should therefore develop corresponding strategies that can take full advantage of the HSR and promote development.
Professor Huang Bo is with the Department of Sociology, Faculty of Social Science, The Chinese University of Hong Kong.
How Chinese cities can capture high-speed rail opportunities | Asia Times
In the past decade, China has built 22,000 kilometers of high-speed rail lines, more than the rest of the world combined, and it's starting to pay off
By HUANG BO JULY 1, 2018 12:48 PM (UTC+8)
China’s ambitious project to develop high-speed rail (HSR) across the country has been nothing short of phenomenal over the past decade. Beijing has spent an estimated 2.4 trillion yuan, or about US$360 billion, building 22,000 kilometers of HSR lines, more than the rest of the world combined.
The dynamic growth of the HSR network across the nation has impacted on the economic development of its cities in different ways. It is important to accurately identify these dynamics in order to find the right strategies to harness the economic potential that comes with increased connectivity.
Second-tier cities along HSR lines have attracted real estate investment inflow from core cities close by as improved connectivity encourages people to separate the workplace from the home. For instance, in Langfang, a city 60 kilometers from Beijing, house prices have nearly quadrupled since it was connected to the HSR in 2011, which cut travel time to the capital from one hour to only 18 minutes.
Drawn by such convenient transport links, some universities in Beijing have built new campuses in Langfang. For instance, Tsinghua University now operates the Institute of Tsinghua University, Hebei, in Langfang, while Beijing University of Chinese Medicine and Pharmacy runs its Dongfang College there.
These shifts of people and functions will not only ease the population burden of core cities, but also spur the economic development of second-tier cities.
Potential for core and second-tier cities
This shows there is a lot of potential for core cities and second-tier cities near them to jointly plan their development and harness their HSR links. In the Yangtze River Delta Urban Agglomeration (YRDUA), which is the largest urban agglomeration in China with a population of 227 million, these collaboration opportunities exist for Zhenjiang, which is 20 minutes away from Nanjing by HSR, and for Jiaxing, which is 20 minutes away from Hangzhou and Shanghai by HSR.
Today, more than 130 trains connect these two second-tier cities with the core cities near them.
As for cities with HSR stations far from the city centers, the planning and design of new zones will become important.
For instance, in Wuxi and Suzhou, two well-developed cities with high populations and GDPs, the HSR stations are about 20 kilometers from their downtown areas. New towns have developed immediately around these HSR stations to harness the increased transport connectivity. This has had the effect of driving growth in the local economy and infrastructure.
A good example of this is Xidong Xincheng, a new town that has boomed around Wuxi HSR station. When the station opened in 2010, a flat in Xidong Xincheng cost 4,698 yuan per square foot. Today, the price exceeds 10,000 yuan per sq ft.
Rapid expansion
Cities that do not have an HSR station but are close to zones covered by the high-speed line have also benefited from the rapid expansion of the network over the past decade.
The economic benefits of improved accessibility for these peripheral cities have come in the form of increased consumption flows. Take Yangzhou, a prefecture-level city in central Jiangsu Province, as an example. The city boasts a well-known tourist site in the Slender West Lake, and although it is not accessible by HSR, the Jinghu HSR Line – between Beijing and Shanghai – and the Ninghang HSR Line – between Nanjing and Hangzhou – place it within a two-hour travel time zone of the core cities of Shanghai and Hangzhou.
In 2014, one year after the opening of the Jinghu and Ninghang HSR lines, the number of tourist site visitors to Yangzhou jumped by 29.9%, while the city’s travel industry income increased by 17.7%, indicating a very positive connection between the HSR and travel industry growth.
Online, travelers commonly ask for the best transport connections to tourist sites from HSR stations. Therefore, for peripheral cities with attractions to offer to more developed and larger cities in HSR zones, be they tourist attractions or agricultural products, better transport links will encourage one-day or weekend trips by residents from core cities.
For example, more convenient shuttle buses directly linking HSR stations with tour sites will bring more visitors and contribute to local development as well as relevant industries.
Looking ahead, with Hong Kong’s high-speed rail link to the Mainland set to open later this year, passengers from many prefecture-level cities and second-tier cities could potentially choose to take HSR when they visit Hong Kong.
Connecting with Hong Kong
This is because while it would probably still be faster for people from northern China to fly to Hong Kong than to take the HSR, for people visiting from non-core cities in southern China, the HSR can be a lot faster.
To put this into context, just over half of prefecture-level cities have their own airports and most second-tier cities do not have a direct flight to Hong Kong or Shenzhen. Therefore, for most residents outside core cities, taking a flight to Hong Kong or Shenzhen might involve long transfers to core cities at the start of a journey.
Take as an example Xianning, a prefecture-level city in Hubei. Located 1,200km from Shenzhen and 80km from Wuhan, the core city of Hubei, the travel time from Xianning to Shenzhen by HSR is less than four-and-a-half hours. However, to get from Xianning to Shenzhen by air would take more than five hours: two hours by plane from Wuhan to Shenzhen, one-and-a-half hours by train or bus from Xianning to Wuhan, and two hours for the transfer to the airport plus check-in and boarding.
And if the HSR can offer faster travel time for Xianning, a prefecture-level city near a core city in the middle of China, cities further away from core cities will stand to benefit even more.
In Europe, HSR can benefit an area of 500-1,000km. As civil aviation and economic development in China is not as developed as it is in parts of Europe, the area that can benefit from HSR can reach up to 1,200-1,400km, according to some research.
With improvements in accessibility, cities alongside the HSR in the developing parts of southern China, such as Guizhou, Yunnan and Hunan, could develop closer links, including trade links, with Hong Kong, following the opening of the Guangzhou-Shenzhen-Hong Kong Express Rail.
The HSR has significantly brought about the spatial redistribution of economic activities thanks to the increased frequency and speed of services. On the one hand, it has generated investment inflow to second-tier cities alongside the HSR, while strengthening the status of core cities. On the other hand, it has spurred consumption in non-HSR cities in the peripheral areas.
New railway stations can transform their surrounding areas, giving birth to zones that encompass housing, commerce, culture, transport and even government services.
Cities with different railway conditions should therefore develop corresponding strategies that can take full advantage of the HSR and promote development.
Professor Huang Bo is with the Department of Sociology, Faculty of Social Science, The Chinese University of Hong Kong.
How Chinese cities can capture high-speed rail opportunities | Asia Times
JSCh
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New China TV
Published on Jul 2, 2018
China is making another stride in its preparation for the 2022 Winter Olympics. Engineers have drilled a major tunnel on a high-speed railway line being built for the games.
JSCh
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China's railway freight to increase 30 pct by 2020
Source: Xinhua| 2018-07-02 16:29:52|Editor: Liangyu
BEIJING, July 2 (Xinhua) -- China will increase its railway freight volume by 30 percent, or 1.1 billion tonnes, from 2017 to 2020, an official said Monday, as the country is working to improve its transport network and services.
Liu Xiaoming, vice minister of transport, announced a series of detailed targets of a three-year action plan at a press conference.
Apart from the growth in railway cargo, the country's waterborne freight will rise 7.5 percent, or 500 million tonnes, in 2020 from the level in 2017. Meanwhile, road freight transport from coastal ports will drop by 440 million tonnes.
The action plan is designed to improve the structure of China's transport services. Liu said planning and construction of different means of transportation will be coordinated.
Measures will be taken to make transport services greener, Liu said, predicting emissions of nitrogen oxides would be reduced by 1.1 million tonnes in the next three years, fine particulate matter by 55,000 tonnes, and nitrogen dioxide by 100 million tonnes.
Tangshan-Caofeidian railway goes into operation June 30
July 2, 2018
Abstract : Tangshan-Caofeidian railway, an important project in the Beijing-Tianjin-Hebei integrated development plan, went into operation on June 30, according to the China Railway Corp.(CRC).
BEIJING, July 2 (Xinhua) -- Tangshan-Caofeidian railway, an important project in the Beijing-Tianjin-Hebei integrated development plan, went into operation on June 30, according to the China Railway Corp.(CRC).
Its operation has not only shortened the distance between Caofeidian to Beijing, but also helped boost the economic and personnel exchanges in the Beijing-Tianjin-Hebei region.
Tangshan-Caofeidian railway, with a total length of 91.5 kilometers, boasts a designed speed of 160 kilometers per hour. After the operation, travel time between Caifeidian and Beijing Station will be shortened to 100 minutes, saving about 2 hours journey.
According to the project manager Gao Jian, China Railway 18 Bureau Group Co., Ltd. started the construction of Tangshan-Caofeidian railway in 2015. (Edited by Zhang Yuan, zhangyuan11@xinhua.org)
Source: Xinhua| 2018-07-02 16:29:52|Editor: Liangyu
BEIJING, July 2 (Xinhua) -- China will increase its railway freight volume by 30 percent, or 1.1 billion tonnes, from 2017 to 2020, an official said Monday, as the country is working to improve its transport network and services.
Liu Xiaoming, vice minister of transport, announced a series of detailed targets of a three-year action plan at a press conference.
Apart from the growth in railway cargo, the country's waterborne freight will rise 7.5 percent, or 500 million tonnes, in 2020 from the level in 2017. Meanwhile, road freight transport from coastal ports will drop by 440 million tonnes.
The action plan is designed to improve the structure of China's transport services. Liu said planning and construction of different means of transportation will be coordinated.
Measures will be taken to make transport services greener, Liu said, predicting emissions of nitrogen oxides would be reduced by 1.1 million tonnes in the next three years, fine particulate matter by 55,000 tonnes, and nitrogen dioxide by 100 million tonnes.
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Tangshan-Caofeidian railway goes into operation June 30
July 2, 2018
Abstract : Tangshan-Caofeidian railway, an important project in the Beijing-Tianjin-Hebei integrated development plan, went into operation on June 30, according to the China Railway Corp.(CRC).
BEIJING, July 2 (Xinhua) -- Tangshan-Caofeidian railway, an important project in the Beijing-Tianjin-Hebei integrated development plan, went into operation on June 30, according to the China Railway Corp.(CRC).
Its operation has not only shortened the distance between Caofeidian to Beijing, but also helped boost the economic and personnel exchanges in the Beijing-Tianjin-Hebei region.
Tangshan-Caofeidian railway, with a total length of 91.5 kilometers, boasts a designed speed of 160 kilometers per hour. After the operation, travel time between Caifeidian and Beijing Station will be shortened to 100 minutes, saving about 2 hours journey.
According to the project manager Gao Jian, China Railway 18 Bureau Group Co., Ltd. started the construction of Tangshan-Caofeidian railway in 2015. (Edited by Zhang Yuan, zhangyuan11@xinhua.org)
AndrewJin
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wow, I have not heard of this news.
Just checked online:
Hush! China's high-speed rail cuts down noise running through Birds' Paradise
JSCh
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New China TV
Published on Jul 3, 2018
China is making another stride in its great push for high-speed rail. The country has launched its first high-speed rail service between its northeast and southwest. #HighSpeedRailway
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