German and Chinese train technology in the OBOR era

German and Chinese train technology in the OBOR era

In the last decades the most advanced railway technology was provided by German alongside US, French, and Japanese companies. New developments in China may put an end to this situation. The leading train technology companies in Germany are Siemens, Thyssen-Krupp and Adtranz, which has been
owned by Daimler, but was sold to Canadian Bombadier in 2001. They develop the InterCityExpress (ICE) which runs at  speeds up to 320 km/h.However the French TGV and the Japanese Shinkasen allow for even higher speeds than the ICE. Therefore Germany developed the transrapid, a highspeed train at 420 km/h, but with a different technology called „magelv . China bought the German transrapid technology and built a transrapid line from Pudong to Shanghai airport/Longyang.The Chinese goverment had ambitious plans to build a transrapid line from Shanghai inner city to Hangzhou and Beijing, but cancelled these projects and relied on conventional high speed train technology.Before the Olympics China began to operate some railways with German ICE technology, for example the high speed railway from Beijing to Tianjin and other cities.Today the Transrapid in Shanghai has become a futuristic tourist attraction, but not a mean of mass mobility.Meanwhile China has strenghtend its position in train technology worldwide.China´s two train technology leaders China Northern Railway (Beiche/CNR) and China Soutrhern Railway (Nanche/CSR) have merged into China Railway (Zhongche).By this China Railway has some kind of monopoly on train technology in China and a good starting position to enter the world market. But China has now also its own highspeed train technology which could prevail over Western technology. According to a  report in the People´s Daily China has already developed the Permanentmagnet-Synchronmotor (PSM) technology for trains at 500 km/h– developed by CSR Zhuzhou Electric Locomotive Research Institute in Hunan–means faster than the French TGV and the Japanese Shinkansen, which are faster than the German ICE and even the Transrapid . Besides this, China´s One Belt-One-Road initiative/New Silkroad includes the massive expansion of infrastructure and railway systems in Asia,Central Asia, Europe and Africa creating a huge market for Chinese train technology. One project is the already built railway from Chongqing to Düsseldorf in Germany. It won´t be the last project. China and the EU signed a framework agreement to coordinate the Chinese OBOR initiative and its infrastructure projects with the infrastructure programmes of the EU—thereby creating new spheres of cooperation between the two big economies.

Der Artikel ist jetzt auf der Webseite des chinesischen Staatsfernsehens CCTV  veröffentlicht:

http://english.cntv.cn/2016/03/15/ARTIil2WghaRxRAEJqaRGRhN160315.shtml
Der Artikel wurde inzwischen auch schon ins Chinesische übersetzt:

http://panview.ipanda.com/2016/03/15/ARTIgqGXCYa0nQM1QNJnQyEU160315.shtml

 

海外看两会:“一带一路”将助推中欧高铁合作

2016年03月15日 17:07  来源:熊猫频道央视网

编者按:第十二届全国人民代表大会第四次会议于3月5日至16日在北京召开;于3月3日起召开的政协第十二届全国委员会第四次会议已于14日闭幕。 2016年既是中国十三五规划的开局之年,也是全面建设小康社会决胜阶段的开局之年。中国2016年国民生产总值增长目标、经济改革、“一带一路“建设、 金融市场发展等重大议题,都已成为国际社会关注的热点。为此,《熊猫观察》栏目特请关注中国“两会“的外国专家学者和海外华人撰写系列文章,对上述热点问 题发表自己的看法和建议。

【熊猫观察原创】德国、美国、法国和日本的高铁技术在过去的几十年里一直主导了全球高铁的发展。但随着近年来中国高铁技术的飞速发展,这一时代已一去不复返了。

主导德国高铁的主要是戴姆勒旗下的西门子和安达两大企业,2001年,这两大企业被加拿大的庞巴迪和德国的蒂森克虏伯收购。随后,研制出了时速320公里的城际特快列车(ICE)。

法国的TGV和日本新干线的速度比ICE还要快。为了一争高低,德国旋即研发了时速420公里的磁悬浮高速列车。中国从德国购进该项技术后,立即应用于实际开发,并建成了上海浦东国际机场至龙阳路的磁悬浮高速列车。

中国曾计划建造一条从上海经杭州到北京的磁悬浮列车,后来该计划搁浅,取而代之的是修建了一条更为常规的高铁线路。2008年北京夏季奥运会之前,中国铁路公司与德国合作,采用ICE技术修建了北京至天津等其它城市的城际高铁。

如今,上海的磁悬浮高铁已成为一个象征未来的旅游景点,但在大规模运送旅客的实用性方面却表现平平。但是,不论如何,中国由此大力加强了高铁的研发,并一路领跑,占据了该领域的世界领先地位,确是不争的事实。

中国两大高速列车的技术领导者 — 中国北方铁路(北车)和中国南方铁路(南车) — 已经合二为一,现为中国中车集团公司(中车)。合并后的中车,技术实力更为雄厚,并已做好进军国际市场的准备。目前,中国已经拥有了自主的高铁技术,在竞 争中击败西方对手是迟早的事。

据中国日报报道,位于湖南省的南车株洲电力机车有限公司已研发出永磁同步电动机技术,基于该项技术,高铁时速可提至500公里,甚至更快。中国高铁速度有望超过法国的TGV和日本新干线,而这二者原来就比德国的ICE和磁悬浮列车速度更快。

中国正在推动“一带一路”倡议(新丝绸之路),其首要任务就是加大对亚洲、非洲和欧洲的基础设施和轨道交通建设,这又将为中国高铁“走出去”提供无限商机。例证之一是在建的从中国西南的直辖市重庆通往德国杜塞尔多夫的铁路线路。此类项目今后肯定还会更多。

中国与欧盟签署了一项基于“一带一路”倡议的合作框架协议,中国将对欧盟进行更多的基础设施建设投资,这将开辟中欧合作的广阔新领域。

【作者简介:拉尔夫·奥斯特纳,德国开源资源分析师,从事翻译与本土化工作,毕业于路德维希-马克西米利安-慕尼黑大学政治学专业。】

 

Kommentare sind geschlossen.