Complex speeds: speed increase of China's existing high-speed rail one-third 50 kilometers rising costs | line | speed _ news
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 Chinese railway authorities for "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.
Responsible editor: Zhang Chun SN182
Article keywords:High-speed rail speed
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复杂的速度：中国现行高铁提速50公里成本上涨三分之一|高铁|提速_新闻资讯
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，中国铁路部门出于“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。
责任编辑：张淳 SN182
文章关键词： 高铁 提速
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