Chinese Economics Thread

[kwaigonegin]

The CRH3 series is the Chinese version of the Siemens Velaro...

The new model of train, whatever its name is, looks quite different. But then again they're trains, and high speed ones at that, so I wouldn't be surprised if differing models even from different manufacturers reach the same kind of end result.
Though I do think the two new models are the best looking designs I've seen.

Does china have any high speed maglevs?

 

[broadsword]

Not high speed, China's first home grown maglev initially met NIMBY problem. It is a subway line so 80-105km/hour is about subway speed.

Beijing's first maglev line resumes construction

CRI, April 21, 2015


China's first medium-to-low speed magnetic levitation, or maglev train, is now being built using domestically-produced technology.

​

A metro map of Beijing subway lines and Line S1, China's first medium-to-low speed maglev, short for magnetic levitation, train. [Photo: bjnews.com.cn]
​

Line S1, which will become Beijing's first maglev train, is set to connect the city's western district of Mentougou to the Pingguoyuan subway station, located in the city's Shijingshan district. Line S1 will cover more than 10km and connect eight subway stations: Shimenying, Xiaoyuan, Beijing Municipal Bureau of Mine, Shang'ancun, Shilonglu, Sidaoqiao, Jin'anqiao, and Pingguoyuan.

The maglev train can run at a speed of 80 km per hour; given the low-medium speed of the vehicle, the train tops out at a speed of a 105 km per hour.

The new line will be built by China CNR, which will make it the first maglev train manufactured in China. The train will be operated by Beijing Suburban Railway, or BCR, and can serves about 1032 passengers at one time.

The Beijing maglev train is being billed as a safe, economical alternative to the city's current light-rail cars. The train emits a noise of about 65 decibels and has maintenance costs lower than its older counterparts. However, the maglev train needs 15 percent more power to run than subway or light rail trains.

The construction of Line S1 was first initiated in 2011, but had to be postponed since the people living near the proposed line raised issues about exposure to radiation emitted by the train. More than 300 residents living in and around Mentougou and in the Bisenli community signed a petition opposing the maglev line when the draft plan was released in 2011. Even though the tests have indicated that the radiation levels are safe, people are still concerned, which led to further environment assessment the following years. The stagnated project was resumed in October, 2014.

The line is part of Beijing's attempts to tackle environmental problems caused by heavy traffic, coal burning and over-urbanization. The maglev train literally produces zero emissions, compared with conventional trains that run on diesel or coal.

Line S1 is expected to commence operation towards the end of 2016.

 

[AssassinsMace]

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Love Apple when they were moving operations to the Philippines. Hate Apple when it turns out to be a lie not from Apple but from a fake news site. You have to wonder how does speaking English give them an advantage in making iPhones unless they were planning to steal jobs from the American end of the process. There was a recent news story that claimed the cost of manufacturing in the US is comparable to China now. Same nonsense but not from a fake news site. I like how it's the same theme as my earlier post about the billion dollar casino in the Philippines that's going bust because no Chinese gamblers are going to a country with such an anti-Chinese attitude. Same short-sightedness here when China is Apple's largest customer now.

 

[Ultra]

Does china have any high speed maglevs?

Errrrrmmmmm...........


Shanghai Maglev Train
Construction of the line began in March 1, 2001, and public commercial service commenced on 1 January 2004. The top operational commercial speed of this train is 431 km/h (268 mph), making it the world's fastest train in regular commercial service since its opening in April 2004.

Its been operating for more than 10 years, and it is the world's first and only commercial maglev train line (and still is) and every time some country or news talk about high speed maglev they talk about Shanghai Maglev...; I am surprised you never heard of it.

 

[kwaigonegin]

Errrrrmmmmm...........


Shanghai Maglev Train
Construction of the line began in March 1, 2001, and public commercial service commenced on 1 January 2004. The top operational commercial speed of this train is 431 km/h (268 mph), making it the world's fastest train in regular commercial service since its opening in April 2004.

Its been operating for more than 10 years, and it is the world's first and only commercial maglev train line (and still is) and every time some country or news talk about high speed maglev they talk about Shanghai Maglev...; I am surprised you never heard of it.

I was pretty sure they do but just too lazy to Google I was just thinking Maglev after seeing those HS trains and wondering if it may be better to use Maglev for longer distance travel.

 

[Ultra]

I was pretty sure they do but just too lazy to Google I was just thinking Maglev after seeing those HS trains and wondering if it may be better to use Maglev for longer distance travel.

They did try to build more lines by extending the Shanghai–Hangzhou Maglev Line, but project ran into a wall after protests for fear of "radiation".


From wiki:
In January 2006, the Shanghai–Hangzhou Maglev Line extension project was proposed by the Shanghai Urban Planning Administrative Bureau. The extension would continue the existing line towards

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, running via

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and the

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site, with a possible continuation towards Hangzhou. The extension would allow transferring between the two airports—located 55 km (34 mi) apart—in approximately 15 minutes.


The plan for the extension to Hangzhou was first approved by the central government in February 2006, with a planned date of completion in 2010. Work was suspended in 2008, owing to public protests over radiation fears

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despite an environmental assessment by the Shanghai Academy of Environmental Sciences saying the line was safe and would not affect air and water quality, and noise pollution could be controlled.

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According to China Daily, as reported on People's Daily Online 27 February 2009, the Shanghai municipal government was considering building the maglev line underground to allay the public's fear of

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and the final decision on the maglev line had to be approved by the National Development and Reform commission.


Another approval was granted in March 2010, with construction to begin in late 2010.

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The new link was to be 199.5 km (124 mi) long, 24 km (15 mi) longer than the original plan. The top speed is expected to be 450 km/h (280 mph) but limited to 200 km/h (124 mph) in built-up areas.

However, in October 2010 the non-maglev

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was opened, bringing travelling time between the two cities down to 45 minutes. Plans for a Maglev link have been suspended again.


The Maglev was not widely adopted for another reason - cost. The rail track requires electrification and magnets which are very costly. The HSR bullet trains on t he other hand runs on standard gauge rail track so the cost is comparatively cheap.

I think in the future they will build a few "trunk line" for the maglev connecting few major cities, but it will not be widespread. The majority will run HSR which will become the standard.

 

[AssassinsMace]

They did try to build more lines by extending the Shanghai–Hangzhou Maglev Line, but project ran into a wall after protests for fear of "radiation".


From wiki:
In January 2006, the Shanghai–Hangzhou Maglev Line extension project was proposed by the Shanghai Urban Planning Administrative Bureau. The extension would continue the existing line towards

Please, Log in or Register to view URLs content!

, running via

Please, Log in or Register to view URLs content!

and the

Please, Log in or Register to view URLs content!

site, with a possible continuation towards Hangzhou. The extension would allow transferring between the two airports—located 55 km (34 mi) apart—in approximately 15 minutes.


The plan for the extension to Hangzhou was first approved by the central government in February 2006, with a planned date of completion in 2010. Work was suspended in 2008, owing to public protests over radiation fears

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despite an environmental assessment by the Shanghai Academy of Environmental Sciences saying the line was safe and would not affect air and water quality, and noise pollution could be controlled.

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According to China Daily, as reported on People's Daily Online 27 February 2009, the Shanghai municipal government was considering building the maglev line underground to allay the public's fear of

Please, Log in or Register to view URLs content!

and the final decision on the maglev line had to be approved by the National Development and Reform commission.


Another approval was granted in March 2010, with construction to begin in late 2010.

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The new link was to be 199.5 km (124 mi) long, 24 km (15 mi) longer than the original plan. The top speed is expected to be 450 km/h (280 mph) but limited to 200 km/h (124 mph) in built-up areas.

However, in October 2010 the non-maglev

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was opened, bringing travelling time between the two cities down to 45 minutes. Plans for a Maglev link have been suspended again.


The Maglev was not widely adopted for another reason - cost. The rail track requires electrification and magnets which are very costly. The HSR bullet trains on t he other hand runs on standard gauge rail track so the cost is comparatively cheap.

I think in the future they will build a few "trunk line" for the maglev connecting few major cities, but it will not be widespread. The majority will run HSR which will become the standard.

Which also birthed the hilariously tale from famed economist Nouriel Rhobini where he declared China's economy was in trouble because he took a maglev train ride from Shanghai to Hangzhou and claimed he was the only one on board. Yeah he probably had one of his students research it and probably only read the articles of the planned maglev route not that they eventually decided not to it.

 

[solarz]

I think in the future they will build a few "trunk line" for the maglev connecting few major cities, but it will not be widespread. The majority will run HSR which will become the standard.

The maglev has a maximum speed of 400km/hr. I've taken it twice. At 50 yuan a ride, it's pretty pricey. The feeling is similar to that of a plane, minus the ears popping. It only maintains maximum speed for a few minutes.

Considering that current HSR are running on reduced speed after the accident, there currently isn't a demand for maglev.

 

[AssassinsMace]

This was released from Wikileaks.



The ultimate goal of TPP is to pressure China into better terms and advantage for the US. Worried that TPP might take 10 years to come into effect where China might become disinterested? Bottom line... If China doesn't play ball, TPP fails.

 

[Blackstone]

Brookings has an interesting look at China's foreign aid reforms. I don't think it's proper to call China's development loans "aid," but the article is interesting nonetheless.

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” in December. Under this grand scheme, MOFCOM is scheduled to introduce mid- to long-term policy guidelines on Chinese foreign aid in 2015. While the changes to China’s foreign aid may not be as drastic as some have hoped, they will nonetheless affect the direction and practice of China’s foreign aid as an important policy instrument.

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(around $43 billion using the exchange rate of 2009), while the total amount between 2010 and 2012 was

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. This means that more than a quarter of the aid provided by China from 1949 to 2012 happened during the last three years of that period. The demands and expectations of recipient countries have also diversified, covering a broad range of areas including technical assistance, capacity building, and infrastructure projects.

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is inevitably going to be affected by these reforms. On a strategic level, the rising voice on the need to emphasize the “aid” rather than the commercial aspects in China is gradually influencing the thinking and making of China’s foreign aid policy. China is already enhancing its input in capacity building in less-developed African countries through vocational schools and technical training. The momentum is expected to strengthen by this aid reform. This facilitates cooperation with more experienced traditional donor countries and multilateral development institutions while improving the technical capacity of China’s own foreign aid system and staff. However, China may not shift the bulk of its foreign aid away from concessional loans for infrastructure in the near future. Nevertheless, combined with China’s development financing, these financial resources will be highly valuable for Africa’s vast infrastructure development demand.

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