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【英文】世界银行报告:中国高铁的崛起 China’s High-Speed Rail Development(100P)

英文研究报告 2019年07月10日 13:04 管理员

Rather they have created an accelerated growth in total rail traffic, which the previous network, close  to full capacity, was unable to achieve. By 2017, HSR was carrying about 50 percent of all rail trips, on about 20 percent of the national rail network. Because the  construction of new high-speed lines is ongoing and the HSR passenger volumes  and pkm continue to grow at over 20 percent per year, these trends are likely to  continue in the near future.  The average traffic density2  on HSR main lines such as the Beijing–Shanghai line  and the Beijing–Guangzhou line, and on regional intercity lines in the Yangtze and  Pearl networks, is over 50 million passengers annually; however, on many of the  smaller secondary lines it is 10 million or less. The average density overall on the  HSR network has increased from 10 million in its first full year (2009) to the current  23 million passengers (figure 3.2). 


This is about twice the density of HSR in Europe  and a substantial figure for a large system in its early years of existence, but it is still  only two-thirds of the Japanese Shinkansen system-wide density (UIC 2019). Although many services operate over long distances of up to 2,500 km, comparatively few passengers travel from end to end. The average trip distance in  both the Beijing–Shanghai and Beijing–Guangzhou corridors in 2013 was about  500 km, and the lines also carry significant volumes of interlining traffic to and  from feeder lines (about 30 percent in the case of the Beijing–Shanghai line).  When a line has opened, the typical pattern has been for demand to ramp up  in the first two or three years, with traffic in the first full year of operation being  about 70 percent of the steady state. 


The characteristics naturally vary by route, but  the surveys covered five major routes (two main lines, two regional lines, and  one intercity line), together representing over 25 percent of the total China Rail  Highspeed (CRH) demand. In 2015, about 50 percent of both CRH passengers and pkm came from  conventional rail. About 25 percent of passengers transferred from bus and car,  but these riders represented only 15 percent of pkm, because they were concentrated in the shorter-distance trips. Conversely, about 10 percent of passengers  transferred from air, but these riders represented about 20 percent of pkm  because they were all on longer-distance trips. 

【英文】世界银行报告:中国高铁的崛起 China’s High-Speed  Rail Development(100P)

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