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China High Speed Railway, Present & Future 中国高铁，现在与
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Chinese Dragons on rails...
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China High Speed Railway, Present & Future 中国高铁，现在与
ChinaToday
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China’s high-speed rail is best in the world
Muchhasbeenwritten of the tragic accident in July 2011 when two Chinese trains collided killing 40 and injuring almost 200. ArecentNewYorkerarticle detailed the incident as an example of shoddy Chinese engineering and political corruption, which it was.
But that incident notwithstanding, in less than a decade China has built the biggest and best high-speed-rail network in the world, and it only cost a quarter trillion dollars. I just had to ride it, and did last month.
Our train from Beijing (population: 19 million) to Shanghai (23 million) covered the distance of 819 miles in five hours. That’s an average speed of 164 mph. Even Amtrak’s Acela takes 6 hours and 40 minutes to sprint from Washington, D.C., to Boston, a distance of only 448 miles, or an average speed of less than 70 mph.
Acela carries 300 passengers on one train per hour. The Chinese HSR carries 1,050 passengers per train and offers four to six trains an hour.
Acela rides on improved track on a 100-year-old right-of-way with tracks mounted on tiessittingonrockballast. The Chinese train rides a dedicated right-of-way with tracks affixed to a cement roadbed, like a highway. The smoothness of the ride was amazing.
This single line between Beijing and Shanghai was estimated to cost $32 billion, but it’s anyone’s guess what the real cost was, given the rampant corruption. But to my Western eyes, it’s amazing what a totalitarian regime can do, unencumbered by environmental impact studies and private property rights. This is truly the best high-speed rail in the world.
While in Shanghai I also rode the world’s only commercial maglev train: not steel wheels on tracks, but a magnetic floating train on a guideway. The line is only 19 miles long, running from the airport to the southern edge of the city. But at full speed of 268 mph (which my run did not achieve) the Shanghai Maglev is the world’s fastest train in regular commercial service — faster even than the Chinese high-speed rail.
Oh, it was fast. But it wasn’t smooth. And running only to the edge of the city and not downtown, it is ridden mostly by tourists and rail fans. The few passengers on our mid-day run were all in the second class cars. Why pay for first class on an 8 minute ride?
The builder, Transrapid, pretty much gave away the construction for just $1 billion, to use the Shanghai system as a showcase of the technology. Though a 34-mile extension from the international airport (Pudong) to the domestic airport (Hongqaio) is planned, that’s about all we can expect.
Maglev is interesting, but its incompatibility with existing tracks and the requirement for its own dedicated, unique tracks make the technology unattractive, especially given the advances in conventional railroading.
What can we in the U.S. learn from China’s great leaps forward in railroading? Not much, aside from what is possible technologically. In this country we have neither the will nor the money to ever build such a railroad.
In transportation at least, China is the future. The U.S. is a third world nation.
China
Muchhasbeenwritten of the tragic accident in July 2011 when two Chinese trains collided killing 40 and injuring almost 200. ArecentNewYorkerarticle detailed the incident as an example of shoddy Chinese engineering and political corruption, which it was.
But that incident notwithstanding, in less than a decade China has built the biggest and best high-speed-rail network in the world, and it only cost a quarter trillion dollars. I just had to ride it, and did last month.
Our train from Beijing (population: 19 million) to Shanghai (23 million) covered the distance of 819 miles in five hours. That’s an average speed of 164 mph. Even Amtrak’s Acela takes 6 hours and 40 minutes to sprint from Washington, D.C., to Boston, a distance of only 448 miles, or an average speed of less than 70 mph.
Acela carries 300 passengers on one train per hour. The Chinese HSR carries 1,050 passengers per train and offers four to six trains an hour.
Acela rides on improved track on a 100-year-old right-of-way with tracks mounted on tiessittingonrockballast. The Chinese train rides a dedicated right-of-way with tracks affixed to a cement roadbed, like a highway. The smoothness of the ride was amazing.
This single line between Beijing and Shanghai was estimated to cost $32 billion, but it’s anyone’s guess what the real cost was, given the rampant corruption. But to my Western eyes, it’s amazing what a totalitarian regime can do, unencumbered by environmental impact studies and private property rights. This is truly the best high-speed rail in the world.
While in Shanghai I also rode the world’s only commercial maglev train: not steel wheels on tracks, but a magnetic floating train on a guideway. The line is only 19 miles long, running from the airport to the southern edge of the city. But at full speed of 268 mph (which my run did not achieve) the Shanghai Maglev is the world’s fastest train in regular commercial service — faster even than the Chinese high-speed rail.
Oh, it was fast. But it wasn’t smooth. And running only to the edge of the city and not downtown, it is ridden mostly by tourists and rail fans. The few passengers on our mid-day run were all in the second class cars. Why pay for first class on an 8 minute ride?
The builder, Transrapid, pretty much gave away the construction for just $1 billion, to use the Shanghai system as a showcase of the technology. Though a 34-mile extension from the international airport (Pudong) to the domestic airport (Hongqaio) is planned, that’s about all we can expect.
Maglev is interesting, but its incompatibility with existing tracks and the requirement for its own dedicated, unique tracks make the technology unattractive, especially given the advances in conventional railroading.
What can we in the U.S. learn from China’s great leaps forward in railroading? Not much, aside from what is possible technologically. In this country we have neither the will nor the money to ever build such a railroad.
In transportation at least, China is the future. The U.S. is a third world nation.
China
Shanghai Hongqiao Railway Station
The Hongqiao Railway Station is component of the much larger 'Hongqiao Transport Hub', which is made up of Hongqiao International Airport Terminal 2, Hongqiao Railway Station, Shanghai Metro Line 2 and Line 10, and the Honqiao West Bus Station.
All of these components are located in one building, under one roof.
I will only walk you through the railway station.
Map of the 'Hongqiao Transport Hub'. Open in new window or tab to see full details.
Station plaza and entrance. Note the glass pyramid. Someone must have been channeling I.M. Pei.
A train departing the station
The Hongqiao Railway Station is component of the much larger 'Hongqiao Transport Hub', which is made up of Hongqiao International Airport Terminal 2, Hongqiao Railway Station, Shanghai Metro Line 2 and Line 10, and the Honqiao West Bus Station.
All of these components are located in one building, under one roof.
I will only walk you through the railway station.
Map of the 'Hongqiao Transport Hub'. Open in new window or tab to see full details.
Station plaza and entrance. Note the glass pyramid. Someone must have been channeling I.M. Pei.
A train departing the station
cirr
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The Hongqiao Transport hub is only partially completed，with 2 further metro lines，Airport Terminal 1 after renovation，and a maglev line connecting Shanghai‘s two airports still to be added。
No. I'm not.
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