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History

Preliminary Preparation

In February 2002, Binglian Liu, a professor at Nankai University in Tianjin, first proposed the construction of a high-speed railroad between Beijing and Tianjin during a discussion on the "Beijing-Tianjin Economic Integration Strategy Study and Proposal". In June 2003, the Ministry of Railways and the municipal governments of Beijing and Tianjin began preliminary discussions. In January 2004, the executive meeting of the State Council adopted the Medium and Long-Term Railway Network Plan, in which the Beijing-Tianjin Intercity Railway was included, and on October 24, 2004, the Ministry of Railways, Beijing Municipal Government and Tianjin Municipal Government jointly determined the route plan. On March 3, 2005, Zhijun Liu, Minister of Railway, Qishan Wang, Mayor of Beijing, and Xianglong Dai, Mayor of Tianjin, co-chaired the meeting of the Beijing-Tianjin Intercity Rail Transit System Construction Leading Group. The meeting determined the financing method of the railroad construction.

Construction history

On July 4, 2005, the construction of the Beijing-Tianjin Intercity Railway officially started. The entire Beijing-Tianjin intercity rail transit system construction project adopts the "two points and one line" construction strategy, which is divided into three parts: the Beijing-Tianjin intercity railway, Beijing South Railway Station, and Tianjin Station transportation hub reconstruction project, which are carried out simultaneously. In August 2007, the roadbed and bridge works were completed. On October 31, 2007, the track Borg board laying was completed. On November 13, 2007, the laying of the track began. The 100-meter-long steel rails used on the entire line of the Beijing-Tianjin Intercity Railway are all produced by Panzhihua Iron and Steel Company, with a total weight of 27,000 tons, and the 500-meter-long steel rails are welded on site. On December 16, 2007, the entire track was laid. On December 19, 2007, the construction of the electrified catenary under the charge of the China Railway Electrification Bureau was in full swing. On February 2, 2008, the electrification project was completed, and the grid began to be electrified. In March 2008, the construction of the Beijing-Tianjin intercity railway entered the stage of system joint debugging and joint testing, including four parts: EMU type test, integration test, comprehensive test and trial operation. On May 13, 2008, a CRH2C electric multiple units from Beijing South Railway Station to Tianjin Railway Station created the fastest speed of a wheel-rail train in China at that time at a speed of 372 kilometers per hour during the test. On June 24, 2008, a CRH3C EMU reached a speed of 394.3 kilometers per hour during the test on the Beijing-Tianjin Intercity Railway, breaking the record set by the CRH2C EMU on May 13. And refresh the highest speed of China's current wheel-rail train. On July 1, 2008, the Beijing-Tianjin Intercity Railway began trial operation without carrying passengers according to the official operating conditions to verify the tracking interval of trains, the interval between trains receiving and departing at stations, etc., and at the same time arrange simulated equipment failures and emergency response in bad weather drill.

Open for operation

The Beijing-Tianjin Intercity Railway was officially opened to traffic on August 1, 2008, with Vice Premier Zhang Dejiang, Beijing Municipal Party Secretary Liu Qi and Tianjin Municipal Party Secretary Zhang Gaoli attending the opening ceremony. On September 27, 2008, Premier Wen Jiabao visited the Beijing-Tianjin Intercity Railway and put forward the requirements of "quality, energy saving, land saving and environmental protection" for the railroad construction. On March 4, 2009, Hong Kong Chief Executive Donald Tsang visited Tianjin by the Beijing-Tianjin Intercity High-speed Train, and on August 1, 2009, the Beijing-Tianjin Intercity Railway celebrated its first anniversary of operation. Within one year, the Beijing-Tianjin intercity high-speed trains sent a total of 18.7 million passengers, the train punctuality rate reached 98%, the average train occupancy rate reached nearly 70%, and more than 200 heads of state, dignitaries and railroad inspection teams from all over the world, including the United States, Russia and Japan, visited the Beijing-Tianjin intercity railroad.

On October 1, 2009, construction of the Beijing-Tianjin Intercity Extension, or Jinbin Intercity Railway, began, with an estimated 40+ minutes from Beijing South Station to Binhai Station in the core area of Binhai New Area. The Yujiapu extension opened on September 20, 2015, and the Beijing-Tianjin intercity train no longer travels the Jinshan Railway when running between the central city of Tianjin and the core area of the Binhai New Area, and the running time has been significantly shortened.

Technical information

High-speed lines

One hundred and thirteen and a half kilometers of the line is ballast-free track, using the plate ballast-free track technology imported from the German company Borg. A total of 36,092 pieces of Borg track plates were used on the whole line. In addition, in order to save land use, the Beijing-Tianjin Intercity Railway uses bridges instead of roads on a large scale, with 87% of the entire line being bridges, with a cumulative length of 101 km, including 5 special bridges. Each kilometer of bridge can save 30,000 square meters of land compared with the traditional roadbed. In addition, soft soil, loose and soft soil areas roadbed design, bridge deformation and foundation settlement control technology are adopted. The railroad track uses the advanced welding process of long steel rails, and the comprehensive inspection shows that the line quality is stable. The expected service life of the ballast-free track is 60 years, while the service life of the main structure of the bridge is up to 100 years, reducing the comprehensive maintenance costs.

Traction power supply

When a high-speed train runs at a speed of 350 kilometers per hour, that is, nearly 100 meters per second, there are high requirements for the stability of the current receiving between the catenary and the pantograph, as well as the power supply equipment for electrified railways. The Beijing-Tianjin intercity railway adopts SCADA system for remote monitoring, and for the first time in China adopts a magnesium-copper alloy, small cross-section (120 mm), high tension, lightweight simple chain-type belt reinforced wire suspension catenary system. There are 3 traction substations, 4 divisional substations and 2 switching substations along the whole line.

Communication Signal and Dispatch

The Beijing-Tianjin intercity railroad adopts GSM-R railroad digital mobile communication system for the whole line, which realizes mobile voice communication and wireless data transmission; it also uses ETCS-1 level and CTCS-2 level signaling systems, as well as CTCS-3D (China high-speed railroad train control terrestrial digital transmission system) level signaling system, and the minimum departure interval is designed to be 3 minutes. In terms of operation scheduling, Beijing-Tianjin Intercity Railway applies decentralized self-regulating dispatching centralized system (CTC) to realize centralized dispatching control for trains running on the whole line.

Safety and security

In order to avoid natural disasters affecting the safety of railroad traffic, the whole line of Beijing-Tianjin Intercity Railway has established a disaster prevention and safety monitoring system including wind warning monitoring, earthquake monitoring system and foreign object intrusion monitoring. In addition, the whole railroad line also has a comprehensive grounding system, ballastless track, contact network columns, station platforms, sound barriers, retaining walls are connected to ground.

Tickets

Manual ticket windows and automatic ticket machines developed by GDT are installed at each station along the Beijing-Tianjin intercity railroad (including Beijing South Station, Tianjin Station, and Wuqing Station). The vending machines can accept RMB 100, RMB 50, RMB 20, RMB 10, and RMB 5 bills and support payment by bank card. As of June 2009, tickets sold through the vending machines have accounted for 24% of all Beijing-Tianjin intercity train tickets.

On March 7, 2009, the Beijing-Tianjin Intercity Railway launched the "Beijing-Tianjin Intercity Railway Express Card", which uses a non-contact IC card system and can be recharged repeatedly. The "Beijing-Tianjin Intercity Railway Express Card" is divided into two types: Ordinary Card and Gold Card. The Ordinary Card is priced at RMB 1,000 and can be used in the second-class compartment of the Beijing-Tianjin Intercity Railway. The Gold Card is priced at RMB 3,000 and allows passengers to travel in the first-class compartment of the Beijing-Tianjin Intercity Railway, with the maximum amount of stored value not exceeding RMB 5,000. As of July 22, 2009, 13,700 Fast pass cards have been sold, and the total number of cardholders is 82,000, with the highest number of cardholders on a single train being 93. On June 1, 2011, the Beijing-Tianjin Intercity Fast pass card system was upgraded to match the real-name system of national train tickets, and all cardholders are required to bring their original valid IDs, otherwise they will not be able to enter the station and ride. Since July 22, 2012, the former "Beijing-Tianjin Intercity Railway Express Card" has been discontinued and the newly introduced "China Railway Silver Pass Card" has replaced the "Beijing-Tianjin Intercity Railway Express Card". Passengers can apply for the refund and replacement of the card before October 31, 2012.

From June 12, 2011, online railroad ticketing was first tested on the Beijing-Tianjin Intercity Railway. Passengers can pay for their tickets online using bank cards (including debit and credit cards) from the Industrial and Commercial Bank of China, the Agricultural Bank of China, the Bank of China and China Merchants Bank or through the China UnionPay online payment system and can make subsequent ticket changes and refunds. After purchasing a ticket, if you use a second-generation ID card, you can use your ID card as a travel voucher to check your ticket directly at the entry/exit gates; if you use other documents or need reimbursement vouchers, you can exchange your ID card for a paper ticket at the station ticket window or at a sales outlet. This system was launched only two days ago, and a total of 8,000 tickets have been sold.

On February 6, 2017, the mayor of Tianjin, Wang Dongfeng, said at the symposium of the central media's "Beijing-Tianjin-Hebei Cooperative Development Research Line" interview group that the Beijing-Tianjin intercity railway is expected to implement a monthly ticket system, and from May 1, 2017, in order to facilitate the travel of commuters between Beijing and Tianjin, China Railway Yin Tong Payment Co. "China Railway Beijing-Tianjin Intercity City Discount Card" for frequent commuters of the Beijing-Tianjin Intercity Railway, who can enjoy certain discounts for a certain number of purchases. As of April 30, 2018, a total of 20,160 "Beijing-Tianjin Intercity City Discount Cards" were sold, including 2,911 gold cards and 17,249 silver cards, with a total of 962,600 passengers taking the card.

Long-term planning

Beijing-Tianjin intercity railroad will lead the future liaison line through Nan Cang Bridge to access the intercity field of Tianjin West Station. The Beijing-Shanghai high-speed railway Beijing-Tianjin intercity liaison line Nan Cang Special Bridge project starts at the Pu Ji He Dao overpass and extends to the east of Tianjin West Station in a southwesterly direction, with a total length of 4.38 km. In turn, it realizes the connection between Beijing-Tianjin intercity railroad and Beijing-Shanghai high-speed railroad. The liaison line has been basically completed and will be ready for operation after the construction of the intercity field at Tianjin West Station.