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Sustainability Times
5 days ago
- Automotive
- Sustainability Times
'They're Not Supposed to Be This Fast': China's Maglev Shockingly Nears Japan's Bullet Train Speeds in High-Stakes Tech Showdown
IN A NUTSHELL 🚄 China's maglev train aims to match Japan's L0 Series, reaching speeds up to 373 mph, enhancing urban connectivity. aims to match Japan's L0 Series, reaching speeds up to 373 mph, enhancing urban connectivity. 🤝 The project involves significant technological collaboration with Germany's Thyssenkrupp, utilizing advanced Transrapid technology. with Germany's Thyssenkrupp, utilizing advanced Transrapid technology. 💼 Despite its potential, the commercial viability of maglev technology faces challenges due to high costs and weak market demand. of maglev technology faces challenges due to high costs and weak market demand. 🌍 China's advancements in high-speed rail could influence global transportation trends and foster international collaboration. China's advancement in magnetic levitation (maglev) train technology marks a significant step in the global high-speed rail race. Recently, China showcased a maglev train capable of reaching speeds up to 373 mph, rivaling Japan's L0 Series, which holds the record at 375 mph. The new Chinese maglev is set to revolutionize travel between major cities like Beijing and Shanghai, significantly reducing travel time. This innovation reflects China's ambition to lead in high-speed rail technology, posing a strong challenge to its competitors. The Race for Speed: China vs. Japan China's recent unveiling of its new maglev train underscores its determination to catch up with Japan in the high-speed rail sector. Japan's L0 Series, running commercially at 311 mph, has long been the benchmark for high-speed trains. However, China's maglev train, developed by the China Railway Rolling Stock Corporation (CRRC), aims to close this gap. Capable of traveling up to 373 mph, this train promises to enhance connectivity between major Chinese cities like Beijing and Shanghai, offering a travel time of approximately 2.5 to 3 hours compared to the current four-hour journey. This innovation not only challenges Japan's technological superiority but also highlights China's commitment to advancing its infrastructure. The development of the maglev train is part of a broader strategy to expand China's high-speed rail network, which already boasts the world's longest high-speed railway line. With such advancements, China is set to redefine the future of rail travel, competing fiercely in the global arena. 'China Builds Largest Military Hub on Earth': Satellite Images Expose 1,000-Acre Mega-Complex With Global Strategic Implications Technological Collaboration: The German Connection The development of China's maglev train is not an isolated endeavor. It involves significant technological collaboration, particularly with Germany. The CRRC's project reportedly utilizes Transrapid technology under license from the German firm Thyssenkrupp. This collaboration began in 2016 when CRRC announced its ambition to develop a maglev train with a top speed of 373 mph. Subsequently, a memorandum of understanding was signed in 2018 for technology cooperation in smart mobility and magnetic technology. This partnership underscores the importance of international collaboration in advancing transportation technology. The involvement of Thyssenkrupp not only brings cutting-edge magnetic technology to China but also facilitates the transfer of expertise and innovation. Such collaborations are crucial for pushing the boundaries of what is possible in rail transportation, enabling China to achieve its ambitious goals in high-speed rail development. 'We're About to Rewrite Physics': China's Fusion Reactor Targets 5× Energy Gain in Historic Leap Before End of 2027 Understanding Commercial Value and Challenges While the technological achievements of China's maglev train are impressive, the commercial viability of such projects remains a critical concern. According to China Youth Net, high-speed maglev lines are ideally suited for routes between large urban clusters with significant passenger traffic. However, the high cost of building and operating these lines means that ticket prices may be significantly higher than current high-speed rail options. Moreover, the limited passenger flow between cities like Beijing, Shanghai, and Guangzhou may not justify the investment in maglev technology. Analysts suggest that weak market demand, rather than technological limitations, poses the greatest challenge to the widespread adoption of maglev trains in China. The financial sustainability of China's high-speed railway network, which reportedly incurred substantial losses in recent years, further complicates the commercial prospects of maglev technology. 'China Shatters Global Energy Records': Historic Surge in Solar and Wind Power Redefines the Future of Clean Electricity Future Prospects and Global Implications Despite the challenges, the future of China's maglev train holds significant promise. The project reflects a broader trend towards innovation and modernization in China's transportation infrastructure. As the country continues to invest in cutting-edge technology, the potential benefits extend beyond domestic borders. By setting new standards in high-speed rail travel, China's advancements could influence global transportation trends and foster further international collaboration. However, the path to commercial success is fraught with challenges, including market demand, financial viability, and technological refinement. As China navigates these obstacles, it remains to be seen how the maglev train will integrate into the existing transportation ecosystem and what impact it will have on the global stage. What innovations will drive the next phase of high-speed rail development, and how will China position itself in this rapidly evolving landscape? This article is based on verified sources and supported by editorial technologies. Did you like it? 4.6/5 (29)
AllAfrica
15-07-2025
- Automotive
- AllAfrica
China accelerates its maglev train to catch up with Japan
China previewed its new magnetic levitation (maglev) train, boasting a maximum speed of 600 kilometers per hour (373 miles per hour), in a recent event after completing the first phase of its engineering design. If successfully built and operated, this bullet train can catch up with Japan's fastest maglev train: the L0 Series, which achieved a record speed of 603 km per hour (375 mph) during a test run in April 2015. The L0 Series trains run at a maximum speed of 500 km per hour (311 mph) in commercial service, offering a journey time of 1 hour 7 minutes between Tokyo and Osaka. China's new maglev train, developed by China Railway Rolling Stock Corporation (CRRC), was displayed at the 17th Modern Railways exhibition in Beijing from July 8 to 10. China State Railway Group and the International Union of Railways (UIC) also co-hosted the 12th World Congress on High-Speed Rail at the same venue. The vehicle can travel between Beijing and Shanghai in 2.5 to three hours, compared with the four-hour journey achieved by the current high-speed train. In China, the Shanghai Maglev is currently the fastest train in commercial operation, reaching 430 km per hour (267 mph) between Shanghai Pudong Airport and Longyang Road station. It used technology developed by Transrapid International, a joint venture between Siemens and Thyssenkrupp in Germany. 'The new superconducting maglev train will be used to supplement the existing network to implement point-to-point transportation,' said Shao Nan, a senior engineer at CRRC Changchun Railway Vehicles. 'It can fill the speed gap between high-speed rail and aviation within 2,000 km per hour (1,243 mph).' She said the vehicle will move on rubber wheels when its speed is below 150 km per hour and will be lifted by magnetic fields when moving faster than that. Footage from the state-owned China Central Television showed an animation about how the rubber wheels are retracted before the train enters a maglev mode. Shao added that the first phase of the train's engineering was completed in July last year. She said the company will carry out more route and safety tests and engineering viability assessments for the train before deploying the train for commercial use. CRRC Changchun did not announce any roadmap for the train's commercial operation. It also did not disclose any information about how the train was designed and built, or whether any foreign partners were involved. This train likely came from the same project as the CRRC 600, which was developed by CRRC Qingdao Sifang (CRRC Changchun's sister company) using Transrapid technology under license from the German firm Thyssenkrupp. Back in 2016, CRRC announced that it would develop a maglev train with a designed top speed of 600 km per hour. In July 2018, CRRC and Thyssenkrupp signed a memorandum of understanding (MOU) on technology cooperation, targeting applications in the fields of smart mobility, magnetic technology, environmental protection, and renewable energy. In July 2021, Xinhua reported that CRRC Qingdao Sifang, a fully-owned unit of CRRC, 'self-developed' the CRRC 600. The company allowed visitors to experience for themselves inside the train's cabin. In September 2023, it displayed the same train at the 2023 World Manufacturing Convention in Hefei, Anhui province. An academic paper published by a group of Chinese and German mechanical engineers in March 2023 showed a close partnership between CRRC Qingdao Sifang and Thyssenkrupp. In February 2024, the European Commission launched an anti-subsidy probe into CRRC Qingdao Sifang over its bid for a €610 million (US$712 million) Bulgarian public procurement contract to provide electric trains, along with maintenance and staff training. The EC stopped the investigation after CRRC Qingdao Sifang withdrew its bid. Now, the CRRC Changchun has become the project manager of CRRC's new maglev train. An article published by China Youth Net, a unit of the Communist Youth League of China, said that, from the perspective of commercial value or future applications, high-speed maglev lines are more suitable for use between some large urban clusters with high-end passenger traffic. It added that, from the energy consumption perspective, the longer the distance the more obvious the comprehensive benefits and advantages. 'If high-speed maglev lines only serve Beijing, Shanghai, and Guangzhou, the passenger flow will be far from enough,' the article said. 'Besides, ticket prices for these maglev trains will have to be higher than those of the existing high-speed railways in the future.' Citing industry experts, the article said it will take a long time before CRRC's new maglev train can begin commercial operations. Some analysts have pointed out that weak market demand, rather than maglev technology, is the main obstacle for China to accelerate its high-speed train. In February this year, a group of Chinese commentators said a report by the National Audit Office (NAO) had found that China's high-speed railway saw an 'about 100 billion yuan of total loss' in the nine months ending December 31, 2024. A article also said China's high-speed railway network was 45,000 kilometers at the end of 2023, but only 2,300 kilometers, or 6% of the total, could make a profit. Read: China's fast-growing high-speed railway network faces reality
Local France
19-06-2025
- Business
- Local France
How France became a world champion of high-speed rail
In 2024, the French rail network carried nearly 130 million passengers - another record-breaking year for SNCF as more and more people take the train in what the network describes as a 'golden age for rail'. French trains are popular - an Ifop study found that almost half of all French people travelled by TGV in the last 12 months, and while cars are still king in France, the study also found that the French prefer to travel by train rather than plane for distances below 500 km. Meanwhile, a separate study found that 78 percent of French people travel by train 'from time to time' - and there's no evidence that the somewhat robust attitude of French rail unions to negotiation is putting passengers off . Listen to the team at The Local discuss France's rail success in the latest episode of the Talking France podcast - download here or listen on the link below The French rail network is not only popular, it's fast - France also holds several international train speed records, the most recent being set in 1990 (515.3 km/h) and 2007 (574.8 km/h). A standard Paris to Marseille TGV trip will commonly reach speeds of 320km/h. (A side note for train fans - Japan's maglev train L0 Series, which achieved 604km/h in 2015, is technically a magnetic levitation track, which means that France holds onto its record.) Advertisement One factor that helped France to build and expand its high-speed rail network is that its construction costs are, relatively speaking, quite low. The Transit Costs project database of projects in 59 countries and over 20,000km of urban rail found that France spends on average €29.71 million per km of high-speed rail line built. While that is slightly above Spain (€21.75 million/km), it's one-tenth of the spend in the UK (€207.9 million/km average). So what's behind the success story of French rail, especially the high-speed TGV ( Train à Grande Vitesse ) services that were launched in the 1980s? Presentation of the TGV on June 15th, 1980 in Chantilly. (Photo by AFP) We spoke to rail experts about some of the factors that have enabled this success. State involvement "France's high-speed rail network has been incredibly successful," Rick Harnish, the executive director of the non-profit High-Speed Rail Alliance , told The Local. Harnish, who lives in Chicago, fondly remembers his first trip on a French TGV. "Our first trip was from Gare de Lyon to Marseille... I thought I understood what high-speed rail was about, and now I really do." "[To build a high-speed network], the most important thing you need is an entity of some nature whose clear job it is to make it happen. "The second step is that the entity needs to have the resources - both financial and personnel - to be successful. And third, you need a strong commitment from the government to get through challenges. In the case of France, that entity is the French national railroad, SNCF," Harnish said. Having a centralised, state-controlled rail operator is also important when it comes to building costs. France has been able to build high-speed lines relatively cheaply and quickly, particularly in comparison to countries like the US and UK, which has meant the rapid expansion of the network. Alon Levy, a Fellow in the Transportation and Land Use program of the NYU Marron Institute and author of the blog Pedestrian Observations, noted France has opted for a more traditional model, rather than a 'globalised' one, which is popular in the Anglophone world. Advertisement "The globalised system means you try to involve international consultancies more in planning, so you use bigger, more expensive contracts," Levy explained. "France does not work that way (...) and as a result, French management costs for subway projects are between five to 10 percent of their hard costs, whereas in the US this starts at 20 percent and just goes up. Keeping experienced managers in the public sector to supervise private sector designers saves money." France also harnesses its in-house expertise for public transport projects. Levy gave the example of the Grand Paris Express, the capital region's ambitious Metro expansion, to build four new fully automated Metro lines at the edges of the 'greater Paris region' READ MORE: Grand Paris Express: The French capital's ambitious expansion plan "The idea is that after they're done planning and building, the bureaucracy will be used to build similar things in the main provincial cities. They realise they have this very competent project delivery vehicle, so might as well use it for things beyond Paris," the researcher added. Advertisement Legal structures A slight authoritarian streak may also help things along, according to Yves Crozet, who now serves as the mayor of the Saint-Germain-la-Montagne commune in the Loire département in central France, who spent most of his career teaching and researching transport economics. Crozet noted that in France, a public body is created by the government to run the transport project. With the Grand Paris Express, the public enterprise Société de Grand Paris was created with the right to collect taxes and raise funds, and then decide between construction bids for the lines. After the public consultation process, French transport projects receive a déclaration d'utilité publique (DUP, or declaration of public utility). Once this has been activated, purchase of land can begin - with compulsory purchases permitted if people don't want to sell up to the railways. "Building high-speed rail in Germany, for example, is harder because it is more difficult to oppose people who do not want to sell their land. Here in France, we are in a centralised system, it's a little authoritarian." Advertisement Geography Then some factors might be considered more luck than judgement, such as France's geography. Crozet said: "The first reason TGV has done well in France is geography. We have a central capital city, and the other cities are smaller. "If you want to go from Lyon or Bordeaux to Paris, then you need to travel a long distance, so it makes sense to build a high-speed network. For example, in Switzerland, you don't need high-speed rail, as it is a small country." This was echoed by Alon Levy, who noted that French high-speed lines tend to be built on agricultural land and involve few tunnels, making them cheaper to construct. It also helped that France had a vast rail network already, which meant that as the TGV was being developed it was often a case of adapting existing lines, rather than building tracks from scratch. Advertisement The best versus the rest But is it fair to say French rail is great - or more accurate to say that French high-speed rail is great? One key fact about the French rail network is that the country is home to over 27,000 km of train tracks - and of that, 2,800km is high-speed rail, or lignes à grande vitesse. That means that nine-tenths of the country's rail does not offer the impressive TGV services, but is a mixture of TER local trains and commuter networks, like the Paris region's Transilien line. "France is really good at transport in cities and for travelling between cities, but it is awful if you need to go from one town to another town," Jon Worth, railway commentator and blogger , who is based in rural Burgundy, told The Local. READ MORE: ANALYSIS: Will France's rural rail networks be revived? "France de facto decided to prioritise Paris, and it is difficult to tell what has been an explicit decision and what has been unintended consequences of perhaps well-intended decisions," Worth said. When building the high-speed network, SNCF opted for a 'hub and spoke' model, connecting major cities to the capital, as well as an airline model, where passengers must reserve seats. "This has turned into profit-maximising, and there is no flexibility in the system. Imagine: you're based in Paris and your grandma is in Toulon. Your grandma falls ill, and you need to travel tomorrow…chances are you won't be able to do it because every train will be full. "SNCF is proud of the fact that most of its TGV seats are full and almost half of its trains sell out, but from a railway perspective, that means that the public cannot get to where they need to be at the last second. There is no spare capacity in the system. "Then on the other hand, SNCF says they don't have the money to maintain the tracks for the old lignes classiques, the historic network of non-high-speed tracks which serve the local TER services. "While the rest of Europe discusses reopening old regional lines, France is talking about how they are in danger of closing. "So France might be better than other countries, like the UK, at high-speed rail, but I would argue that the UK is better at commuter and regional rail than France. Instead of investing in high-speed, the UK has tried to ring every last bit of capacity out of its classic network. "This means that between two medium-sized towns in UK, you might have a train once an hour, while in France, if you want to do the same thing, there might be three trains a day. "Ultimately, it depends on how countries set their priorities, and my preference would be the German strategy over the French one. Even though trains might be behind schedule, they do run regional trains around the clock. "In France, a two-class system has been created on French railways. Anyone will take the TGV, including rich people, but that cannot be said for the TER, which is mainly people who are too young or too old to drive, or too poor to have a car." "I would take the view that it should be normal for any person to take any type of train," Worth said. What do you think of France's railway system? Share your thoughts in the comments below.
