Behind China's HSR speed back 350: speed 50 km costs will rise one-third

Facing rising calls from public rail speed, China's Railway Corporation senior said, "high speed rail speed is the economy, technically there is no problem, but is economically reasonable and need to be fully demonstrated. "The China Business Journal reporter learned from authoritative sources, from the current 300 km/h back to 350 km/h, 50 km/h upgrade will cost about one-third.

In 2011, the railway sector "to better ensure security" considered of high speed rail fully spin down, five years later, with rail safety improvement and acceleration of high-speed train going, the Railway Department's attitude on this issue from "safety on" stressed "economic accounts". However, the HSR speed improved quality, more high maintenance requirements, experts say 2010 harmony EMUs in the test after a record of 486.1 km per hour, train almost all the bearings need to be replaced.

　　Complex "speed"

In recent years, calls for China's high-speed rail back to 350 km/h top speed more and more. On June 3, President XI Jinping visited the national "Twelve-Five" scientific and technological innovation achievements fair also to ask the railway experts: high-speed rail in China whether there are conditions for the resumption of full running speed of 350 kilometers per hour?

Southwest Jiaotong University traffic transport and logistics College Associate Professor Zuo Dajie said, high-speed rail out of to faced of competition opponents many, was may took when China high-speed rail speed said thing, so from national strategy Shang see, should recovery design speed, this is on China high-speed rail security reliable, and even China manufacturing, and China created, and China innovation of powerful declared, on "high-speed rail" out of to, and "area way" strategy, and innovation drive development strategy is extremely favourable of.

By the end of 2015, total mileage up to 19,000 kilometers of high-speed rail in China, which has a designed speed of 350 km/h almost 9000 km. In 2011, before the spin, in China include Beijing-Tianjin high-speed rail in accordance with article 5, and the Wuhan-Guangzhou high-speed railway operation speed of 350 kilometers. In February 2011, advocated "leapfrog development" of former railways Minister Liu zhijun investigation for suspected serious disciplinary violations. In March 2011, the current Railway Corporation, Sheng guangzu, replacing Liu chaired the Ministry of railways when railways railway operation safety Conference held several times in succession in the first half. In April 2011, revealed for the first time in an interview, Sheng guangzu, told the people's daily, July 1 implementation at national railroad adjustment diagram, in which high-speed train will slow down. He said that in a designed speed of 350 km on the line, only 300 km/h trains will be able to better ensure security, the frequency, bus schedules more flexible so that fares have more space.

On July 1, 2011 China's high-speed railway began full speed operation, apart from the Beijing-Tianjin high-speed rail, and conditions of national high-speed train has a top speed of 350 km, were reduced to 300 km, but in China's high-speed train full speed after the 23rd day, "crash" Yong-Wen line particularly serious rail accident, the accident left 40 people dead. Although the subsequent investigation reports show that this accident has nothing to do with speed, but the Ministry of railways is also on August 16 will be first put into operation in China's Beijing-Tianjin high-speed spin. At this point, high-speed rail in China to complete a full spin down, and has yet to recover.

　　Economic and security

In recent years, with high-speed rail safety improvement and acceleration of high-speed train going, railways for high-speed rail to maintain lower speed from the "safety" into "economic theory".

China Railways Corporation Chief Engineer and academician he Huawu June 7, the China business newspaper reporters, speeds up to 350 km/h, speaking from the technical safety, reliability, comfort is not a problem of train speed was actually an economic problem, we had this condition, but is economically reasonable and need to be fully demonstrated. Element is more associated with the commercial speeds, such as maintenance costs, operating costs, ticket price and passenger volume, and so on. "High speed, for high speed railway wheel and rail wear larger, durability requirements for EMU itself is also higher, which means that costs will increase in the same ticket price, the same number of cases, apparently was not reasonable. "But he Huawu said, if you can improve speed by increasing passenger flow, or fares will float, this is another matter.

Mr Sheng said in media interviews during the two sessions of the year, based on current technology, equipment and management, China's high-speed rail runs 350 km/h there is no problem, but high-speed rail cost increased by 50 kilometers per hour will increase by about one-third, primarily price, wear parts to speed up and increase maintenance costs.

　　Currently the highest top speed of 310 km in line with China's national conditions, benefits are also good.

Railway experts, said Sun Zhang, a Professor of Tongji University, high-speed rail is proportional to the third power consumption and speed, noise and speed is directly proportional to the five to seven times, and appropriate isolation and noise reduction equipment must be strengthened and, in addition, high speed, for rail vehicles, higher orbit accuracy requirements, maintenance and other safety measures should be followed.

Sun Zhang, Xinhua cited an extreme case.

The end of 2010, pilot zaozhuang to Bengbu on the Beijing-Shanghai high speed railway line between joint testing and comprehensive test, made "harmony" CRH380A train ran out of 486.1 kilometers per hour. Sun Zhang, said that at high speed the train bearing the impact will be very large, then after you hit top speed, the train almost all the bearings must be replaced again.

Said Zuo Dajie, seen from the operating costs, recovery is both positive and negative impacts of design speed. Energy consumption and wear cost increases on the one hand, on the other hand the speed increases, a need will reduce the number of trains on the line, working to speed up the end of EMU cars lead to lower acquisition costs.

"Before we resume the design speed should be compared, costs of speed increase and decrease in the number of EMU, which is more, but there is no comparative data. "Said Zuo Dajie.

Railway transportation management College, Beijing Jiaotong University Professor Hu side following the said rail speed increase will bring the increase in operating costs, but because of the railway was a very complex project, specific increase amid bad accounting.

　　Multiple interleaving

In fact, neither safety nor the economic theory, reflect the complex considerations behind the train's speed, as well as the balance between public expectations and railway operating pressures.

In 2011, high-speed spin down when, within the railway system on this issue is controversial, Sheng guangzu, comprehensive slow-down after taking office. "

Car owners in China have told reporters before designed speed of 350 km long by 300 km of high-speed Rails run, long distance such as Beijing-Shanghai high-speed rail line and competitive advantage diminished a lot compared to the civil aviation, high-speed rail failed to achieve the maximum benefit, it is also a waste.

But at the same time, guarantee security and high debt stress is the railway sector have to consider the factor.

One person in the railway system admitted to reporters that some railway employees, such as train drivers, public works employees, after speed increase working pressure will increase a lot, most crucial is that should speed up the issue, they are more passive, and ever-increasing debt managers have more "cost savings" will.

A railway expert said,

Passengers must be hoping that the faster the better, railway departments are now saddled with high debt levels, will also have operational pressures, China railway company as a family to consider all views balance problems. Just think, if you have hearings to discuss "high-speed rail speed increase while increasing fares", voice of the passenger may be different.

Said Zuo Dajie, seen from the speed timing, designed by General Manager to implement high-speed rail recovery speed is better than the next. Taking into account the leading cadres of the railway system for the security work has a profound and unique understanding, Sheng guangzu, not to resume rail design speed, so his successor will face a "very difficult choices", because once the speed of any security issue, would be very detrimental to its work. In 2011, Sheng guangzu, MOR active down the train's speed at the helm, China's high-speed trains to slow down and think, refine, and improve positive.

Zuo Dajie says, "Whoever started the trouble should end it", by Sheng guangzu small recovery speed or high-speed design related test, is not only the responsibility of the cadres and to play, is the successor of the concern and care.

(Editors: Pan Yi burn UN657)
2016-06-11 17:12:16
China business

中国高铁时速恢复350的背后：提速50公里成本将涨三分之一

　　面对各界对高铁提速不断高涨的呼声，中国铁路总公司高层近日表示，“高铁提速是经济问题，技术上没有问题，但经济上是否合理，需要充分论证。”《中国经营报》记者从权威渠道了解到，从现行300公里时速恢复到350公里时速，50公里的时速提升，将使运营成本上涨三分之一左右。

　　2011年，铁路部门出于“更好地确保安全”考虑而将高铁全面降速，五年之后，随着高铁安全水平不断提高和高铁走出去步伐的加快，铁路部门对这一问题的态度也从“安全论”变成了强调“经济账”。不过，高铁运行时速提升也对质量、维护等提出了更高要求，有专家称，2010年和谐号动车组在试验中创下486.1公里时速纪录后，试验列车几乎所有的轴承都需要更换。

　　复杂的“速度”

　　近年来，关于中国高铁恢复至350公里最高时速的呼声越来越多。6月3日，国家主席习近平在参观国家“十二五”科技创新成就展时也曾向铁路专家询问：中国高铁是否有条件全面恢复时速350公里的运行速度？

　　西南交通大学交通运输与物流学院副教授左大杰表示，高铁走出去面临的竞争对手很多，有人可能拿当年中国高铁降速说事儿，所以从国家战略上看，应该恢复设计速度，这是对中国高铁安全可靠、甚至中国制造、中国创造、中国创新的有力宣示，对“高铁”走出去、“一带一路”战略、创新驱动发展战略是极其有利的。

　　截至2015年底，中国高铁总里程达1.9万公里，其中有近9000公里设计速度为350公里/小时。在2011年降速之前，我国曾有包括京津高铁、武广高铁在内的5条高铁按照时速350公里运营。2011年2月，提倡“跨越式发展”的原铁道部部长刘志军因涉嫌严重违纪接受组织调查。2011年3月，现任铁路总公司总经理盛光祖接替刘志军开始主持铁道部工作，当年上半年铁道部连续多次召开全路运营安全会议。2011年4月，盛光祖在接受《人民日报》专访时首次透露，当年7月1日实施经调整的全国铁路运行图，其中高铁会作出减速。他称，在设计时速350公里的线路上，只开行时速300公里的列车，将能更好地确保安全，令班次、乘车点的调度更灵活，使票价有更大的浮动空间。

　　随后2011年7月1日中国高铁开始全面降速运营，除京津高铁外，全国高铁具备最高时速350公里的条件的，均降至300公里，但就在中国高铁全面降速后的第23天，发生了“7·23”甬温线特别重大铁路交通事故，事故造成40人死亡。虽然事后调查报告证明该事故与速度无关，但铁道部还是在当年8月16日将中国最早投入运营的京津高铁降速。至此，中国高铁完成全部降速，且至今没有恢复。

　　经济与安全

　　随着近几年高铁安全水平不断提高和高铁走出去步伐的加快，铁路部门对于高铁维持较低速度运行的原因也从“安全论”转向了“经济论”。

　　中国铁路总公司总工程师、工程院院士何华武6月7日对《中国经营报》记者表示，高铁速度提高到350公里/小时，从技术安全性、可靠性、舒适性上讲是没有问题的，高铁提速实际上是个经济问题，我们有这个条件，但经济上是否合理，需要充分论证。与商业速度有关的元素是比较多的，比如，维修成本、运营成本、票价、客流量等。“速度越高，对于高速铁路的轮轨磨耗越大，对于动车组自身的耐久性要求也更高，这意味着成本就要加大，在同样票价、同样旅客数量的情况下，显然经济上是不合理的。”但何华武同时表示，如果能够通过提高速度增加客流，或者票价有一定的浮动，这又是另一回事。

　　盛光祖在今年两会期间接受媒体采访时表示，以目前的技术、装备和管理，我国高铁每小时运行350公里没有问题，但高铁时速提高50公里成本将提高三分之一左右，主要是电价、零部件磨损加快和维修成本加大。

　　目前最高310公里最高时速符合中国国情，效益也比较好。

　　铁路专家、同济大学教授孙章表示，高铁电力消耗与速度的三次方成正比，产生的噪声与速度的五次方到七次方成正比，相应的隔离和降低噪音的设备肯定要加强，此外，速度越高，对高铁车辆、轨道的精度要求会越高，检修等安全措施必须跟上。

　　孙章为记者举了一个极端的例子。

　　2010年底，在京沪高速铁路先导段枣庄至蚌埠间线路上进行联调联试和综合试验时，国产“和谐号”CRH380A高速列车跑出486.1公里的时速。孙章表示，时速很高时，对列车轴承的冲击会非常大，当年冲击最高速之后，列车几乎所有的轴承都要重新换掉。

　　左大杰表示，从运营成本上看，恢复设计速度带来的是正负两方面的影响。一方面能耗以及磨耗带来成本增加，另一方面车速增加后，一条线路上需要的车组数量就会减少，动车组车底周转加快带来购置费用降低。

　　“恢复设计速度之前应该比较一下，速度提高带来的成本增加和动车组数量减少，哪个更多，但目前还没有看到这方面的比较数据。” 左大杰说。

　　北京交通大学铁路运输管理学院教授胡思继表示，高铁提速肯定会带来运行成本的增加，但由于铁路运行是个非常复杂的工程，具体增加多少，外界不好核算。

　　多重交织

　　事实上，无论是安全论还是经济论，都体现了高铁速度背后复杂的考量因素，以及民众期待和铁路部门运营压力之间的平衡。

　　在2011年高铁降速之时，铁路系统内部对这一问题就充满争议，盛光祖上任后即提出全面降速”。

　　中国中车人士此前也曾向记者表示，设计时速350公里的高铁长期按照300公里运行，京沪等长途高铁线与民航相比竞争优势被削弱很多，高铁未能发挥最大的效益，这也是一种浪费。

　　但同时，保障安全和高负债压力也是铁路部门不得不考虑的因素。

　　一位铁路系统人士对记者坦言，对于部分铁路一线员工，如列车司机、工务段职工，提速后工作压力会增加很多，最关键的是，万一提速后出了问题，他们就更被动，而不断增加的负债也让管理者有了更多“节约成本”的意愿。

　　一位铁路专家表示，

　　乘客肯定希望速度越快越好，铁路部门现在背负着高负债，也会有运营上的压力，中国铁路总公司作为当家人要考虑各方意见综合平衡的问题。试想，如果开听证会讨论“高铁提速同时提高票价”，乘客的呼声可能就会不一样了。

　　左大杰表示，从提速时机看，由现任总经理来实现高铁恢复设计速度要明显优于下一任。考虑到铁路系统领导干部对于安全工作有着深刻与独特的理解，如果盛光祖不恢复高铁设计速度，那么其接任者将面临“极其艰难的选择”，因为一旦提速后出现任何安全问题，将非常不利于其开展工作。2011年，盛光祖掌舵的铁道部主动把高铁速度降下去，对中国高铁缓下脚步来思考、提炼、提高具有积极意义。

　　左大杰表示，此时“解铃还须系铃人”，由盛光祖决定小范围恢复高铁设计速度或相关试验，既是高级领导干部的责任与担当，也是对继任者的关心与爱护。

(责任编辑：潘奕燃 UN657)
2016-06-11 17:12:16
中国经营报