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Old March 16th, 2014, 05:31 PM   #5561
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Quote:
Originally Posted by hhzz View Post
Tanggula railway station,5067m above sea level,is the world highest station.And the Tanggula Pass,5072m above sea level is the highest point of the railways in the world.It's respectful for those who work in such a harsh condition area with thin air and extremely cold climate.
The extension of Tibet railway project has completed.

Lhasa-Xigaze Railway construction finished, opening in September

Length: 253km
Speed: 120kmph

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Old March 16th, 2014, 05:44 PM   #5562
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That's surely still quite a bit higher than stations anywhere else in the world.
Two railways in Andes exceed 4800 m - one in Peru and one in Bolivia. They both have stations above 4700 m.

The question is how well used those stations are.
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Old March 16th, 2014, 11:36 PM   #5563
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Originally Posted by hhzz View Post
Yes,but it's extremely rare.No passenger is allowed to get it off here.



By your standard,it's Amdo railway station,4702m above sea level.It's a Qinghai-Tibet railway station,there're several trains stop here every day,passengers can get on or get off the trains here.
On May 26, 2010, I got off at Amdo railway station from train K9801. A taxi ride to the nearest town costed ¥10. Later I found another taxi driver who took me to Nagqu for ¥50.


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Old March 17th, 2014, 03:34 AM   #5564
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Quote:
Originally Posted by hhzz View Post
Tanggula railway station,5067m above sea level,is the world highest station.And the Tanggula Pass,5072m above sea level is the highest point of the railways in the world.It's respectful for those who work in such a harsh condition area with thin air and extremely cold climate.
1.
Majestic geography, structure and picture.
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Old March 17th, 2014, 05:36 PM   #5565
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Originally Posted by big-dog View Post
The extension of Tibet railway project has completed.

Lhasa-Xigaze Railway construction finished, opening in September

Length: 253km
Speed: 120kmph

source
Big dog, what is the main aim of extending it to Shigatse and then further on if needed?
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Old March 17th, 2014, 06:00 PM   #5566
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Connecting Tibet's largest and 2nd largest cities to boost their economies.

There has to be strategic aims but above is obviously the main aim.
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Old March 18th, 2014, 09:08 AM   #5567
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Connecting Tibet's largest and 2nd largest cities to boost their economies.

There has to be strategic aims but above is obviously the main aim.
Is one of the reasons why railway lines are taking so much time the terrain?
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Old March 18th, 2014, 06:33 PM   #5568
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yes that's one major reason. anyway its one of the most difficult railways to build.
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Old March 23rd, 2014, 10:08 AM   #5569
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those rail fans in China

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Old March 23rd, 2014, 10:11 AM   #5570
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Everytime T12 from Shenyang North to Guangzhou East change the locomotive at Beijing rail station,there will be lots of passengers watching the opration.

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Old March 31st, 2014, 02:34 PM   #5571
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The new 'silk road', a rail link from China's factories to heart of Europe
30 March 2014
Agence France Presse

One of the world's longest railways -- a "modern-day silk road" -- covers some 11,000 kilometres (7,000 miles) en route from the Chinesee megacity of Chongqing to Duisburg, a key commercial hub in western Germany.

On Saturday, as part of his landmark visit to Germany, Chinese President Xi Jinping visited the last stop on the "Yuxinou" rail line, an industrial feat that promises to revolutionise transport between Europe and Asia.

Duisburg is a steel-making town of around half a million on the confluence of the Rhine and Ruhr rivers that boasts the world's biggest inland port and is one of Germany's most important transport and commercial hubs.

Despite the vast distances between them, it takes just 16 days for trains to travel to Duisburg from Chongqing, a sprawling metropolitan symbol of rising China with a population of more than 30 million.

Xi, accompanied by a large delegation and German Economy Minister Sigmar Gabriel, ceremoniously welcomed a freight train crammed with laptops and electronics after it completed its journey through Central Asia, Russia, Belarus and Poland.

Set up in 2011 by a group of rail companies, the Yuxinou is just 2,000 km short of the world's longest rail line that links Germany to Shanghai. It has shaved more than 20 days off the sea route.

The route is particularly useful for Chongqing -- home to vast car parts and IT factories -- since it lies 1,500 km from China's main seaports.

"The value of this rail link, known in China as the 'new silk road', is more than just symbolic," the spokesman of the port of Duisburg, Julian Boecker, told AFP.

"It has found itself a position in the market and now operates up to three weekly services," he said.

But one of the biggest challenges will be to boost traffic in both directions to make it more profitable.

It is not uncommon for the Yuxinou trains, which can transport as many as 50 containers, to be full when they arrive in Duisburg but empty when they return to China.

"At the moment, the amount of goods travelling from China to Europe is much larger than the other way round. That's a problem," said Maria Leenen, director of market research group SCI Verkehr.

It was sea transport that gradually supplanted the historic Silk Road trade route linking Asia with Europe centuries ago.

Sea transport still accounts for more than 95 percent of goods trading between the two regions, said Burkhard Lemper of the logistics consultants ISL.

Rail's share of the market remains tiny, and for now, the Yuxinou link only complements existing transport systems.

But "rail is twice as fast as sea transport and twice as cheap as air freight," said Erich Staake, head of the company that operates the Duisburg port.

For Leenen, "both sides benefit" from the link.

"Europe can meet a sudden surge in demand in industry or trade, say in textiles, while China can reach its markets more rapidly," she said.

The link provides a welcome transport connection and gateway for Chinese provinces situated deep inside the country.

"It's still early days yet for this mode of transport. But it could have a promising future if the conditions are right, notably in terms of safety and security, punctuality and a stable political situation," Leenen said.

Other electronics companies, such as Foxconn of Taiwan which supplies Apple, or computer giant Acer, as well as car parts suppliers and machine-tool makers, all have factories in Chongqing.

The port of Duisburg hopes that the importance of the rail link will increase after Xi's visit.

"We're in negotiations with companies, such as automakers, on a possible expansion of the service," Boecker said.

"There are people who aren't aware that it even exists," he said. "We hope to increase customers in both directions."

China is Germany's top trade partner in Asia, while Germany is China's leading European partner. Bilateral trade exceeded $161.5 billion (117 billion euros) last year.
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Old April 1st, 2014, 12:30 PM   #5572
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Lhasa-Xigaze Railway


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Old April 1st, 2014, 09:55 PM   #5573
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Intl railway promises to revive Silk Road
Updated: 2014-03-29
By Tan Yingzi, China Daily
New town and launch of regular trains to boost modernized trading routes between East and West, Tan Yingzi reports from Chongqing

Legend has it that Chinese emperor Han Wu Di (156-87 BC) once looked to the lands west of his vast empire and proclaimed them full of people who placed "great value on the rich produce of China".

That regal observation spurred exploration of those foreign lands, leading to a network of trading routes between the East and West that came to be known as the Silk Road.

But the historic route declined in the centuries that followed as maritime trade increased.

Now China is building a modern version of the ancient world's renowned trade routes to bring back the glory days - instead of camels, modern travelers will use cars, trains and planes.

The latest addition to this effort is the Chongqing-Xinjiang-Europe international railway, which started operating in 2011.

Starting in Chongqing, the only municipality in inland China, the Asia-Europe rail link project bridges East and West and connects North and South.

The megacity boasts a population of 32 million and is one of the largest and fastest growing cities in the world.

Chongqing opened a line to form part of the new route in the north at Shaanxi's provincial capital Xi'an - the historical city that flourished as the Chinese terminus of the Silk Road centuries ago.
The new link offers an attractive alternative for trading companies in Chongqing that otherwise use the more time consuming and costly maritime route via southern Chinese coastal ports, including Shanghai or Guangzhou, before shipping goods through the Strait of Malacca.

The 11,000 km route passes through Xi'an, Lanzhou, Urumqi and the Alataw Pass, where it crosses the border into Kazakhstan. It then continues through Russia, Belarus and Poland before ending in Duisburg, Germany.

Chongqing authorities say the railway puts the city on the map as an international logistics hub by connecting the Yangtze River Delta economic belt to Europe.

The journey takes an average of 16 days, less than half the time of the maritime route, and is changing Chongqing's role from an inland city to a bridgehead for China's gateway to the West.

In addition, customs and tariff procedures have been simplified to make international trade more convenient.

Thanks to the railway, PC products manufacturer Hewlett Packard, which has laptop factories in Chongqing, saved significant transport costs and time, benefiting its consumers worldwide, said Tony Prophet, HP's senior vice-president.
In 2011, trains ran just once a month. Now they run every day and the number of departures is expected to rise to three per day by 2015.

While shipping laptops, mechanical and electrical products and car parts made in Chongqing to Europe, the railway still has to deal with relatively high freight costs, as there are few China-bound goods.

According to YuXinOu (Chongqing) Logistics, since 2011, 95 train services carried cargo worth more than $2 billion from Chongqing but only one cargo train ran from Europe. The first return cargo train carried Ford car parts from Duisburg, Germany, at the end of February 2013, and arrived in Chongqing 17 days later on March 18.

The rail link is now the busiest cargo freight route between China and Europe, according to the logistics company.

To meet the increasing demand of the Sino-Euro trade, the company recently announced that the first train with a regular weekly schedule between Chongqing and Europe will leave on April 8.

Self-developed insulated containers mean YuXinOu Logistics can now also transport the products during winter.

The cost of each wagon to Europe is $8,000, but the figure is expected to fall to about $5,000 to $6,000 as more European goods are carried back to China via the link.
To benefit from the increase in trains and encourage more trade a new free trade port town will be built in the Chongqing Liangjiang New Area. Work was due to start on March 29, and the town is expected to be up and running by November 2015.

The national development area is the third to be approved directly by the State Council, following Shanghai's Pudong New Area and the Binhai New Area in Tianjin.

The Chongqing Free Trade Port Town received 10 billion yuan ($1.6 billion) for investment projects including new hotels, shopping malls and office buildings.

The town will be built around a trade center, which was established in 2011. The center is a commercial platform for business people in China and abroad to exchange information and products.

To date 400 companies have moved into the center, including 13 Fortune 500 companies.

To help facilitate trade with Europe a logistics center and an e-commerce center will also be built.

In early May, three logistics companies from the United States, Italy and Australia invested 5.4 billion yuan in the region to tap the potential opportunities.

Spearheading the New Silk Road

In a speech in Kazakhstan last year, President Xi Jinping proposed that China and the Central Asian countries build an "economic belt along the Silk Road".
The trans-Eurasian project would target more than 3 billion people and represent the single biggest market in the world, one with unparalleled potential.

In his work report at the start of the second session of the 12th National People's Congress in March, Premier Li Keqiang said that the government will push forward the establishment of the Silk Road economic belt, which may eventually encompass more than 40 countries.

Chongqing is applying to be the start of the Silk Road economic belt and the hub of a 21st century maritime Silk Road, connecting the Chinese interior to the world.
Chongqing Mayor Huang Qifan said the city's growing transportation system that reaches overseas makes the inland southwest municipality very competitive.

This year, many provinces applied to become part of the Silk Road economic belt to increase their overseas connections.

Huang said Chongqing's advantage is that it connects with other cities by air, rail and water. "The Yangtze River gateway has great potential," he said, adding that the cargo volume could double or even triple.

Inland provinces, such as Sichuan and Shaanxi, are also applying to be the start of the belt.

"Chongqing's electronic industries are needed in European countries," Huang said, adding that a cluster of industries in the city make products that are needed by the world and would also be important to open up.

The mayor said, "Chongqing is one step ahead in taking the initiative in the economic belt." He pointed out that the municipality has been shipping goods to Europe via the trans-Eurasian railway network since 2011.

Chongqing has already started to seek cooperation with Russia, which is about to establish a consulate in the municipality. Direct flights to several Russian cities will begin this year and a Sino-Russian industrial park will be built in Liangjiang New Area that will focus on aviation-related manufacturing, including helicopter parts and engines.
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Old April 2nd, 2014, 07:44 PM   #5574
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Home / Business / Business News
Getting freight traffic back on the railsUpdated: 2013-08-08 08:10
By Hu Yongqi ( China Daily)
Home / Business / Business News
Getting freight traffic back on the railsUpdated: 2013-08-08 08:10
By Hu Yongqi ( China Daily) Comments Print Mail Large Medium Small


Workers load steel goods at Wangjiaying West Railway Station in Kunming, Yunnan province. Cargo transport reforms have boosted the development of China's logistics industry. Wang Jianyun / for China Daily





A freight train in operation in Yunnan province. Feng Yongbin / China Daily








New rules governing cargo transport and reform of the former Ministry of Railways have given logistics companies new heart, reports Hu Yongqi in Kunming.

Niu Huiyong has been running Xinyang Storage and Transportation Co in Henan province for more than 20 years. In his opinion, the railway used to be a curate's egg, good in parts: While the extensive network made it possible to ship freight to remote destinations, the time-consuming process of booking space on the train, loading the goods and awaiting confirmation of delivery was always a source of disappointment and frustration.

Niu recalled an experience from 1993 when he applied to ship 1,000 metric tons of rice from Henan to Sichuan province via the railway. Unfortunately, the goods were delayed at the station for two months and the client threatened to sue Niu for breach of contract. The case never came to court, but the added silver lining for Niu was that during the time the goods were delayed, the price of rice rose by 20 percent, earning him an extra 40,000 yuan ($6,500) in profit.

"I wasn't really very grateful to the railway for the additional income, though, because that was a one-in-a-thousand event. Usually, the delays resulted in lost profit and credit," said Niu.

In July, however, Niu's attitude toward the railway changed markedly after the carrier instigated reforms. For the first time in Niu's experience, the paperwork was completed quickly and the goods were loaded and en route to the destination in a single day, an unheard of development.

June 15, China Railway Corp introduced a reform aimed at improving efficiency and providing a better service. The reform was part of a plan to transform the railway freight sector into a modern logistics industry, one characterized by easier, faster service and lower prices.

A month after the reform, freight volumes began to rise, turning around years of declines. Kunming Railway Bureau alone transported 1,061 freight cars during the second half of June, an increase of 9.2 percent from the first two weeks of the month. Things continued to improve in July, when an average of 2,485 freight cars traveled by rail every day, a month-on-month increase of 17 percent, according to the bureau.

Having been given a taste of the new order, many logistics companies hoped to see the reform improve the service permanently, as predicted by transportation experts.

Market-driven reforms

Freight transport has contributed a huge amount to railway revenues for many decades, but the volume of rail freight shrank in the second half of last year as a consequence of China's economic slowdown and fierce competition from air carriers and trucking companies, according to a source with the Kunming Railway Bureau, who spoke on condition of anonymity.

From January to April, the volume of rail freight nationwide dropped 1.5 percent compared with the same period in 2012, but the total revenue of the Chinese logistics industry rose 9.8 percent from the previous year, according to the China Federation of Logistics & Purchasing.

In March, the former Ministry of Railways was split into commercial and administrative arms, namely China Railway Corp and the State Railways Administration, which was merged with the Ministry of Transport. The CRC took on the former ministry's debts, which totaled 2.79 trillion yuan, according to a ministry audit in 2012. The optimum time for CRC to repay the debt, estimated to arrive in four or five years, also pushed the corporation to carry out market-oriented reforms to improve profitability.

Compared with other methods of freight transport, such as air or road, the lower price charged by the railway gave it a unique advantage. Rail freight is 5 to 10 yuan cheaper per metric ton than road haulage, meaning a logistics company that carries 200,000 tons of freight annually can reduce its costs by at least 1 million yuan.

However, logistics companies complained that the cost advantage had been undermined by other charges, such as service fees, and the complicated booking procedures prior to the reform.

During the era of the planned economy, rail transport was a scarce resource and businesses had to request, or sometimes even plead, for freight to be transported. Moreover, the authorities charged a service fee of 10 to 30 yuan for each ton of freight carried, plus storage fees if clients didn't claim their goods on schedule.

"Before the reform, my company was required to submit transport plans for each week, month and season, to the railway station. It took at least 30 days to get approval for freight and there were a lot of procedures to go through, such as submitting a booking application, identifying and claiming the carriages and loading them," said Zhou Houjun, general manager of Shunhe Transport Co in Kunming, the capital of Yunnan province.

Zhou said that now, as long as the goods arrive at the railway station on time, they will be subjected to a security check and then loaded immediately. No other measures are required.

Dai Chaojian, manager of Yunnan Juli International Logistics Co, said his company used to submit preliminary plans to the railway station, clearly specifying how much freight would be transported during the next month, season and year.

"The railway was called 'Big Brother' in the transport industry, as it had a huge nationwide network. Therefore, all the goods had to be clearly listed in our paperwork. But usually only about 50 percent of the requested freight would be approved for transportation," Dai said.

After the reform, Dai noticed a huge change. "The process has been shortened and now it only takes a day to submit an application and load the goods onto the train," he said.

The improvement in efficiency means that Dai's company expects to transport 200,000 tons of freight this year, a year-on-year increase of more than 60 percent. "My company transports 30,000 tons of iron and steel every month and usually 40 percent of the total is shipped by rail. However, the proportion rose to 90 percent in July," said Dai.

For some clients, the higher price of road transport isn't an issue. "Time is crucial in the logistics industry and our clients don't care much about the extra expense of using the highway. They will lose much more if iron and steel prices surge, and they do fluctuate constantly, often by as much as 300 to 400 yuan per ton," added Dai.

Change of attitude

Li Fan, director of the freight service division at Luliang Railway Station in Kunming, visited 30 local companies during late June and July to introduce the new policies set in place after the reform and to canvass for new customers.

Because of the complicated procedures involved in rail freight, Yang Liuhua, general manager of Huasheng Flour Plant Co in Luliang county, decided to give up on the railway and use road transport, even though it costs more.

Late last month, Li paid Yang an unscheduled visit. "I couldn't believe the railway station actually sent someone to talk with me. In the past, they were the boss and I had to plead to have goods carried to the destination," said Yang.

After two hours of discussions, Li convinced Yang to give the railway another chance by emphasizing the advantage of the lower cost, said Yang. As of July 31, the Kunming Railway Bureau had signed contracts with 12 major local companies in the iron and steel, coal and tobacco industries.

Wangjiaying West Railway Station, a transfer hub located in a suburb of Kunming, generated revenue of 790 million yuan in the period from January to July and expects revenue of 1.4 billion yuan by December, a rise of about 40 percent year-on-year, said Tang Guizhuang, the station's director.

Adhering to the reform, Tang used 15 of his 253 workers to establish a new marketing and services department to find and attract new clients. There are five ways to book the service, the two most popular being the phone and the Internet. Each member of the marketing and service department is mandated to visit and persuade a targeted company to ship its goods by rail.

Since June 15, the station has transported 18,000 tons of freight every day, a notable increase from the 1,200 tons carried during the same period last year. "The increase in cargo volume and revenue can be attributed to the reform. It made us adopt a customer-friendly model for freight transport," said Tang, who added that staff members have been instructed to accept certified goods the minute they arrive.

The changes have also seen an increasing number of non-corporate customers using the rail network to transport commodities or personal goods.

"Large-scale commodities have always been our primary business. Last year, they accounted for 90 percent of our total freight volume. However, individual items have increased since the reform and now account for 50 percent of the freight we transport. In 2012, the number was much lower, around 10 percent," said Tang.

"Private customers are usually much more concerned about when the goods will arrive, and the rising number of contracts with individuals indicates that the service is being used by new customers."

Tang is confident that the lower charges will swell customer numbers and raise transport volume, even though the station stands to lose at least 10 million yuan per annum because the per-ton service fee has been canceled at the request of the CRC.

"To put it in a very simple way, the companies used to treat us to dinner. But now, we have to invite them for dinner. The relationship has changed fundamentally as clients have become 'gods', as the market demands," said Tang.

Door-to-door strategy

The CRC has simplified the acceptance procedures and optimized the mode of transport on demand. Sheng Guangzu, a former railways minister and now general manager of the CRC, told an internal meeting that a "door-to-door" freight transport service will soon be established. The service will allow customers to hand over their goods to railway workers, who will then take them to the recipient's house or office.

The door-to-door strategy will not just focus on large-scale commodities such as coal, minerals and construction materials, but also on individual items, according to the source within the Kunming Railway Bureau. If the strategy proves to be successful, the rail freight market will be able to compete with other modes of transport, the source said.

Transport over "the last 1 kilometer" by road is the CRC's Achilles' heel, and will determine the efficiency and quality of the door-to-door service, according to Sun Lijun, president of the school of transportation engineering at Tongji University in Shanghai.

Moreover, although the CRC reforms have not raised the price of rail freight, the company will be forced to accept price fluctuations as a necessary evil if it's really determined to follow a market-oriented model. Customers are now waiting to see the effects of the reform and any new moves from the CRC.

"The biggest change is the new attitude toward the clients. Now railway workers accept us as a source of income and the service is far more pleasant," said Dai. "As long as the railway authorities are determined to provide a high-quality service, I believe they can do it, no matter how hard it may be. The question is: how long can they keep it going?"
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Old April 2nd, 2014, 07:48 PM   #5575
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Rail route to Europe improves freight transport
With shorter transport times and lower costs for freight, international rail lines linking central and western China with Central Asia have helped to improve connectivity and trade between the regions.

Starting in Chongqing, the Chongqing-Xinjiang-Europe International Railway passes through Xi'an, Lanzhou, Urumqi and the Alataw Pass, where it enters Kazakhstan, before continuing through Russia, Belarus and Poland, finally ending in Duisburg, Germany.

Stretching 11,179 kilometers, it takes just 16 days on average to transport goods from China to Europe by rail, 20 days fewer than by sea from China's eastern ports, making rail ideal for goods with a shorter shelf life.

The cost is one-fifth that of transporting cargo by air, and there is just one customs inspection along the whole route between Chongqing and Central Asia. Since it began operating in 2011, the cost of transporting goods on the line has also fallen, from 80 cents per 22 metric tons of cargo for every kilometer, to 70 cents.

Goods transported along the route include electronics, cars, and medical equipment.

It has been compared with the second Eurasian Continental Bridge, a train line that starts at Lianyungang in East China's Jiangsu province and passes through the Alataw Pass in Xinjiang before ending at Rotterdam in the Netherlands.

The Chongqing-Xinjiang-Europe line has provided a boost to Chongqing's economy. According to Yuxinou Logistics, which provides logistics services along the railway, from January to May this year, freight transported out of Chongqing rose 5.9 percent, and freight into the city rose 8.3 percent
The line links South China's manufacturing hub and Southwest China's industrial belt with European markets. Along the route into Europe is Nizhny Novgorod, a major transportation and distribution hub in Russia.

With the rapid development of Sino-Russian economic and trade relations in recent years, an increasing range of Chinese goods have been distributed through Nizhny Novgorod Railway Station, with an average annual growth of 8 percent.

Of the 2,627 containers that passed through the station in the first half of this year, 846 came from China, carrying building materials, cars, groceries and chemical products.

Kazakh crossroads

Meanwhile, the railway has also received praise from officials in Kazakhstan.

"It changes the transportation networks in Kazakhstan and turns the country into the crossroads connecting China and Russia as well as Europe," said a vice-president of Kazakhstan state railway company KTZ.

The railway is very important for Kazakhstan, and the country will take further measures to tap its potential, including improving the efficiency of customs clearance and bringing in more powerful train engines, he said.

According to the Central Asian news provider TREND, at a meeting in May, the customs authorities of China and Kazakhstan agreed to establish a system for conducting customs clearance and control along the railway line. The two customs authorities aim to develop a strategic plan of cooperation for the 2014-18 period, it said.

Economic cooperation and investments between China and Central Asian countries have developed very fast in recent years, which helps increase demand for better and faster logistics of those countries," said Sun Zhuangzhi, a researcher of Central Asian studies with the Chinese Academy of Social Sciences.

"Central Asian countries are all inland states, so railways are especially important for them, because the railway offers them better connectivity with the outside world, so that they can better take part in global economic cooperation," he said.

In addition, the Chongqing-Xinjiang-Europe railway allows those Central Asian countries to gain access to the ports of China as well as European countries, he said.

Challenges ahead

Despite its apparent success, the line faces a few challenges in the years ahead.

A steady stream of imports and exports is required to keep the Chongqing-Europe railway going, but there are currently few exports from European countries. Chongqing is trying to solve this by promoting the line to Europe, and there is no guarantee of success.

There is also some competition with other lines that provide similarly low-cost overland transport to Europe. A line linking Asia and Europe was launched in July, running from Zhengzhou, a business and logistics center in Central China, to Hamburg, Europe's second largest port.

The route reaches Germany via Kazakhstan, Russia, Belarus and Poland, taking 18 days to cover the 10,214 km, more than twice as fast as by sea. It is also about 80 percent cheaper than air transport and significantly cheaper than going by road.

Like the line linking Chongqing and Duisburg, the Zhengzhou-Europe railway has to change gauges twice, a feat that is accomplished by crane.

The first transfer is a change to the Russian broad gauge line at the Alataw Pass on the border between China and Kazakhstan. The second is a transfer to standard gauge at the Poland-Belarus border.

The gauge transfer and technical service is provided by DB Schenker, the transport and logistics arm of Germany's national railway Deutsche Bahn, through its service network in Central Asia and Eastern Europe after the trains leave China.

The first freight train along this route had 41 containers, including 11 carrying vehicle parts, industrial yarn, high-end shoes and clothing on route to Hamburg, and a container of clothes destined for Rotterdam. The goods were valued at $2.33 million.
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Old April 4th, 2014, 05:28 AM   #5576
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China lets market decide railway freight price

BEIJING, April 1 (Xinhua) -- China is to allow the market to decide rail freight prices, the country's top economic planning body said Tuesday.

Freight prices on the Zhunchi Railway, linking Inner-Mongolia Autonomous Region and Shanxi Province in north China, will be determined independently by operators, customers and investors, said the National Development and Reform Commission (NDRC) in a statement.

This is the first time China has opened up prices of rail transportation, said the NDRC.

The 180-kilometer railway, which is under construction and scheduled to begin operations in the first half of this year, will mainly carry coal.

Shi Lixin of the NDRC's Institute of Economic System and Management called the move a "milestone" in railway reform, with a positive and far-reaching impact on the investment and financial reform of China's railways.

"The move will boost the confidence of social capital to invest in railways and help stabilize expectations," Shi said.
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Old April 5th, 2014, 09:52 AM   #5577
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look inside the manufacturer in China,this is the CNR Dalian factory,Dalian's main product is electrical and diesel locomotives,and some metro trains.
Every year these company CNR and CSR will supply more than 1,500 new locomotives.




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Old April 8th, 2014, 05:47 PM   #5578
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April 2
30,000-ton heavy load coal train test run successful

The 320-carriage, 3.971km long freight train carried 30,000 tons coal and run for 738.4km in 12 hours 25 minutes on Daqin Line (Datong-Qinhuangdao).



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Old April 9th, 2014, 12:19 PM   #5579
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There will be over 7000km railway openings this year

Government has raised up 2014 railway construction level,
  • New constructions: from 44 projects to 48 projects
  • Railway fixed asset investment: from CNY 700 bln to CNY 720 bln
  • Openings: from 6600km to 7000km
  • Approvals: ensure 10 approvals among 33 proposed projects
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Old April 13th, 2014, 10:47 AM   #5580
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15 injured after train derailed in NE China

A passenger train stops on a track after derailing in Northeast China's Heilongjiang province, April 14, 2014. [Photo/weibo.com/u/2019319237]




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