China'S High-Speed Rail Deceleration Slows Down &Nbsp In 8 Years; Future Fare Or Popularity.

After the new minister of Railways Sheng Guangzu took office, the direction of China railway development changed.

A few days ago, the Ministry of Railways said that the Beijing-Shanghai high-speed railway, which plans to open at the end of June, will be reduced to 300 km from the highest speed of 380 km at the beginning of the design. Previously, the controversial luxury seats will be replaced by ordinary seats, which may lead to more future train fares.

The deceleration is more than Beijing-Shanghai high-speed railway.

According to Luo Renjian to the newspaper, the Ministry of Railways has officially announced the idea of "running away" recently. "Let's build a 350 kilometer / hourly high-speed rail track that can run 250 or 200 kilometers per hour."

As a matter of fact, this type of locomotive is also close to completion.

In a report, Ampang said that the Ministry of Railways has commissioned the China Southern vehicle Zhuzhou Electric Locomotive Ltd to develop two kinds of locomotives capable of installing high-speed railway and ordinary railways.

This kind of locomotive is not very different from the ordinary locomotive, but it can travel at a speed of 200 kilometers per hour on the high speed railway.

According to the relevant provisions of the NDRC, the standard of passenger train traction should be referred to the implementation of the standard train fare in 1995, which is known as the "poor high speed rail".

Luo Renjian said, "running away" saves resources on the one hand and satisfies the needs of the mass market on the other hand. "This policy will bring about the pformation of high-speed rail technology development and operation organization mode".

"Market for technology"

In the summer of 2004, the bidding of Beijing century gold source opened the prelude to the leap forward development of China's high-speed rail. The Ministry of Railways First produced an order for high-speed railway projects - 200 trains at 200 kilometers per hour.

At that time, the Ministry of Railways stipulated that domestic locomotives could only participate in Affiliated Companies as foreign companies. Foreign enterprises must use two railway manufacturing enterprises as a window for bidding.

Considering the layout of the Ministry of railways, it can not only introduce technology, but also guarantee the future production of independent brands.

This decision was made a year ago.

Liu Zhijun, who was promoted to the Ministry of Railways in 2003, put forward the strategy of "leapfrog development of Railways", and China's high-speed railway construction was put on the agenda.

In order to catch up with the speed, the Ministry of Railways abandoned the "China Star" high-speed train platform which was independently developed and replaced the strategy of "market for technology" to attract foreign high-speed rail technology.

China's high-speed rail market is salivating with multinationals: once the order is obtained, it is not just the sale of locomotives, but the key is that as long as technology is in the Chinese market, it will be able to keep the revenue from spare parts orders.

Later, in 2005, the Ministry of Railways again issued a large list of 300 km / h trains. After the two bidding, the final four elections of Bombardier, SIEMENS, Alston and Kawasaki heavy industries were actually a result of a balance of interests.

Those who participated in the competition hinted to our reporter that four enterprises have found the head of the Ministry of Railways in lobbying and public relations at different levels.

In the order of 200 km / h, the Ministry of Railways stipulates that "10 cars are purchased, 20 parts are imported and 170 are made in China".

Wang Mengshu told the newspaper reporter: "China first brings out a small number of imported machines to dismantle" anti construction ", which is assembled and adjusted by the domestic technicians themselves. Then the parts are assembled according to the processing technology blueprint, and finally gradually manufactured independently, and then innovated on the basis of the external technology.

Take SIEMENS as an example. In the 2007-2008 year, 3 cars in Germany were shipped to China. In June 2008, China completed the first set of domestically made EMUs on this basis, and completed the other 57 EMUs in 2009.

In the meantime, in accordance with the technology pfer agreement, the four technology pfer parties shall be responsible for the training of cooperative Chinese equipment manufacturing enterprises, including design, technology, production and management.

For example, in 2005, a training team of CSR Sifang locomotive company headed by Xu Yunwu, deputy director of the technology center of the company, went to Kawasaki vehicle factory in Japan to receive training, learn and digest Japanese management experience and manufacturing technology.

As of August 2005, the South Locomotive Sifang Locomotive Company has sent 4 teams, such as purchasing and design, to go abroad for training.

At the age of more than 80, Wang Mengshu recalled the process of digestion and introduction and innovation, which was full of joy in his words: "the two big groups of domestic South car and North car originally have the foundation of equipment manufacturing, and on the basis of these, they will break a little.

Within a short span of 2 years, Chinese engineers quickly digested the manufacturing technology of the entire electric locomotive.

Dong Xiaofeng, chairman of Chang Ke shares, once said that although the technology of Alston was introduced by Chang Ke, a lot of modifications have been made to the prototype car, which is almost equivalent to the design of a new car.

This is the so-called innovation: for example, the width of the prototype car is only 2.9 meters, and it is difficult to meet the requirements of the large volume of domestic pportation. The Chinese side has increased the width to 3.3 meters, and has produced more than one row of seats.

The 5 vehicle, now operating on the Beijing Kazakhstan line, belongs to China.

Dispute "Liu Chao"

In 2010, the Ministry of Railways announced that "the speed of localization of the EMU has reached more than 70% per hour at 200 km / h", and the high-speed rail, which is tagged with the "made in China" (made in China) label, is heading overseas.

China began to export high-speed rail technology and manufacturing capabilities to South America and Europe, which threatened the multinational companies that taught China how to build high-speed rail in those years.

In November 17, 2010, Kawasaki heavy industries, Japan, said in an interview with the Wall Street journal that they and other high-speed train manufacturers disagreed with the statement that China high-speed rail claimed to have its own technology. "Most trains are almost the same as those of the patent exporting countries, but only slight changes have been made to the external patterns and interior decoration of the cars, and in addition, the improvement of the propulsion system has been made to improve the speed."

But another senior executive of another foreign company told reporters that China's practice did not violate the relevant regulations. It was only because China had a competitive relationship with its overseas high-speed rail bidding that it was displeased with the patent exporting countries.

At present, CRH1, CRH2, CRH3 and CRH4 are imported, digested and re created on the basis of Bombardier's Regina, Japan's E2-1000, SIEMENS ICE3, and Alston's SM3 four models.

In China, opponents believe that the leapfrog development has caused trillions of debts to the Ministry of railways. The high-speed rail developed under the monopoly system has squeezed the original railway layout, resulting in increased travel costs and reduced travel choices.

Liu Zhijun, who led the leap forward development and was named "Liu Chao", was "double regulated" and dismissed from the economic problems shortly after the Spring Festival in 2011. Zhang Shuguang, once known as "the first person in high speed rail" and the direct introduction of high-speed rail technology, was subsequently dismissed.

China's railway development, which has been shouting "speed raising" slogan, has finally cooled down after 8 years of Hurricane rush.

Wang Mengshu, a member of the Chinese tunneling expert and the Chinese Academy of engineering, told our reporter that "China has mastered nine key technologies and 10 main supporting technologies of EMU in just five years, and raised the speed of China's railways to the maximum 350 km / h. It is benefited from the introduction, digestion and innovation method, which is produced from the main brand, otherwise the development of China's high-speed rail will be many years later."

Wang Mengshu believes that although the extremely monopolistic railway market has caused corruption in the bidding process, the introduction of technology in the Liu Zhijun era to lead China's rapid entry into the high-speed rail era can not be denied.