Travel between Beijing and Shanghai, the main line in the country, will take just over three hours, against the current four hours and 18 minutes
Nelson de Sá
In 2026, the CR450’s commercial operations should be on commercial to reach 450 km/h top speed and 400 km/h.
This is what CRRC Changchun’s chief designer, one of the world’s largest manufacturer in the world, in the world, in the world, said, one of the world’s largest manufacturer in the world last week in Beijing.
They are two prototypes, CR450AF and CR450BF, from different subsidiaries of the Chinese state -owned company. Its development began seven years ago to update and innovate about the current CR400, which are 400 km/h top speed and 350 km/h average.
Wang estimates that a trip between Beijing and Shanghai, the main line in the country, will take just over three hours, against the current four hours and 18 minutes, in that with fewer stops.
The new train does not require the exchange of current rails. In the end of last year, the high -speed railway network reached 48,000 kilometers in China, 70% of the world’s total. The projection is to reach 50 thousand kilometers later this year. In the last five years alone, more than 10,000 have been added.
Among other advances cited by Li Yongheng, director of equipment technology from the Ministry of Science and Information Technology, the structural safety of the CR450 is higher and the braking distance is lower at high speed.
There was a decrease of about 10% in the weight of the train and 20% in energy consumption. Internal noise was kept at the CR400 level, despite the higher average speed, with structural redesign of wagons and noise reduction materials.
In the presentation, the prototypes had just ended six months of testing on Beijing and Wuyi lines. Now they leave for a new season, where they should complete 600,000 kilometers each.
Trains that ‘fly’ attract attention
In the exhibition, two other Chinese prototypes disputed cameras clicks with CR450AF and CR450BF. With no deadline to go into operation and still unnamed, they were not even on rails, but suspended on platforms, isolated.
They are Maglev, magnetic levitation trains, which require their own infrastructure and which, in the case of CRRC prototypes, would have reached a top speed of 600 km/h – superally the commercial jet takeoff velocity.
According to Shao Nan, senior engineer at CRRC Changchun, they will occupy the niche market between high -speed trains and commercial aviation, connecting cities separated for up to 2,000 kilometers. Between Beijing and Shanghai, it would be two and a half hours.
Shao did not give deadline for the entry into operation. The model should not be confused with the Maglev trains today in demonstrative use in the country, including with line in Beijing, of lower speed. Not even with the project “Hyperloop”, projected 1,000 km/h, even further.
The Chinese high -speed trains network and its new models were presented at the industry’s world congress as trumps in the country’s strategy for neighbors and other customers around the world.
Foreign highlights were authorities from Uzbekistan and Kyrguistan in Central Asia, Indonesia and Laos in Southeast Asia, Mongolia and Saudi Arabia. Although Brazil has already designed a bullet train line between Sao Paulo and Rio, the country was not cited at the event.
For the Chinese part, vice-master-minister Zhang Guoqing opened Congress by emphasizing “strengthening cooperation”, promising “sharing advances” and “positioning high-speed railways as key infrastructure in building the belt and route initiative”.
The protagonism of the China Export and Import Bank (Cexim) was caught the attention. Its risk chief executive, which concentrates the approval of projects of the initiative, highlighted the financing of 4,000 kilometers of common speed railroads outside China-Hungary, in the European Union, Bangladesh, in southern Asia, and Kenya in Africa.
