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McCulloch v. Maryland
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McCulloch v. Maryland
Supreme Court of the United States
Argued February 21 – March 3, 1819
Decided March 6, 1819
Full case name
James McCulloch v. The State of Maryland, John James
Citations
17 U.S. 316 (more)
4 Wheat. 316; 4 L. Ed. 579; 1819 U.S. LEXIS 320; 4 A.F.T.R. (P-H) 4491; 42 Cont. Cas. Fed. (CCH) ¶ 77,296
Prior history
Judgment for John James, Baltimore County Court; affirmed, Maryland Court of Appeals
Subsequent history
None
Holding
Although the Constitution does not specifically give Congress the power to establish a bank, it does delegate the ability to tax and spend, and a bank is a proper and suitable instrument to assist the operations of the government in the collection and disbursement of the revenue. Because federal laws have supremacy over state laws, Maryland had no power to interfere with the bank's operation by taxing it. Maryland Court of Appeals reversed.
Court membership
Chief Justice
John Marshall
Associate Justices
Bushrod Washington · William Johnson
Henry B. Livingston · Thomas Todd
Gabriel Duvall · Joseph Story
Case opinions
Majority
Marshall, joined by unanimous
Laws applied
U.S. Const. art. I, § 8, cl. 1, 18
The text of the McCulloch v. Maryland decision, handed down March 6, 1819, as recorded in the minutes of the Supreme Court of the United States, in which the Court determined the separate states could not tax the federal government.
McCulloch v. Maryland, 17 U.S. (4 Wheat.) 316 (1819)[1], was a landmark decision by the Supreme Court of the United States. The state of Maryland had attempted to impede operation of a branch of the Second Bank of the United States by imposing a tax on all notes of banks not chartered in Maryland. Though the law, by its language, was generally applicable to all banks not chartered in Maryland, the Second Bank of the United States was the only out-of-state bank then existing in Maryland, and the law was recognized in the court's opinion as having specifically targeted the Bank of the United States. The Court invoked the Necessary and Proper Clause of the Constitution, which allowed the Federal government to pass laws not expressly provided for in the Constitution's list of express powers, provided those laws are in useful furtherance of the express powers of Congress under the Constitution.
This case established two important principles in constitutional law. First, the Constitution grants to Congress implied powers for implementing the Constitution's express powers, in order to create a functional national government. Second, state action may not impede valid constitutional exercises of power by the Federal government.
Contents
[hide]
1 Background
2 Supreme Court decision
3 Criticism
4 Later history
5 See also
6 References
7 Further reading
8 External links
Background[edit]
On April 10, 1816, the Congress of the United States passed an act titled "An Act to Incorporate the Subscribers to the Bank of the United States", which provided for the incorporation of the Second Bank of the United States. The Bank first went into full operation in Philadelphia, Pennsylvania. In 1817, the Bank opened a branch in Baltimore, Maryland, and transacted and carried on business as a branch of the Bank of the United States by issuing bank notes, discounting promissory notes, and performing other operations usual and customary for banks to do and perform. Both sides of the litigation admitted that the President, directors, and company of the Bank had no authority to establish the Baltimore branch, or office of discount and deposit, other than the fact that Maryland had adopted the Constitution of the United States.
On February 11, 1818, the General Assembly of Maryland passed an act titled, "an act to impose a tax on all banks, or branches thereof, in the State of Maryland, not chartered by the legislature":
Be it enacted by the General Assembly of Maryland that if any bank has established or shall, without authority from the State first had and obtained establish any branch, office of discount and deposit, or office of pay and receipt in any part of this State, it shall not be lawful for the said branch, office of discount and deposit, or office of pay and receipt to issue notes, in any manner, of any other denomination than five, ten, twenty, fifty, one hundred, five hundred and one thousand dollars, and no note shall be issued except upon stamped paper of the following denominations; that is to say, every five dollar note shall be upon a stamp of ten cents; every ten dollar note, upon a stamp of twenty cents; every twenty dollar note, upon a stamp of thirty cents; every fifty dollar note, upon a stamp of fifty cents; every one hundred dollar note, upon a stamp of one dollar; every five hundred dollar note, upon a stamp of ten dollars; and every thousand dollar note, upon a stamp of twenty dollars; which paper shall be furnished by the Treasurer of the Western Shore, under the direction of the Governor and Council, to be paid for upon delivery; provided always that any institution of the above description may relieve itself from the operation of the provisions aforesaid by paying annually, in advance, to the Treasurer of the Western Shore, for the use of State, the sum of $15,000.
And be it enacted that the President, cashier, each of the directors and officers of every institution established or to be established as aforesaid, offending against the provisions aforesaid shall forfeit a sum of $500 for each and every offence, and every person having any agency in circulating any note aforesaid, not stamped as aforesaid directed, shall forfeit a sum not exceeding $100, every penalty aforesaid to be recovered by indictment or action of debt in the county court of the county where the offence shall be committed, one-half to the informer and the other half to the use of the State...
James William McCulloch, head of the Baltimore Branch of the Second Bank of the United States, refused to pay the tax and the bank was represented by Daniel Webster. The lawsuit was filed by John James, an informer who sought to collect one half of the fine as provided for by the statute. The case was appealed to the Maryland Court of Appeals where the state of Maryland argued that "the Constitution is silent on the subject of banks." It was Maryland's contention that because the Constitution did not specifically state that the federal government was authorized to charter a bank, the Bank of the United States was unconstitutional. The court upheld Maryland. The case was then appealed to the Supreme Court.
Supreme Court decision[edit]
The Court determined that Congress did have the power to create the Bank. Chief Justice Marshall supported this conclusion with four main arguments.[2] First, he argued that historical practice established Congress' power to create the Bank. Marshall invoked the first Bank of the United States history as authority for the constitutionality of the second bank.[2] The first Congress enacted the bank after great debate and that it was approved by an executive "with as much persevering talent as any measure has ever experienced, and being supported by arguments which convinced minds as pure and as intelligent as this country can boast."[3]
Second, Chief Justice Marshall refuted the argument that states retain ultimate sovereignty because they ratified the constitution. "The powers of the general government, it has been said, are delegated by the states, who alone are truly sovereign; and must be exercised in subordination to the states, who alone possess supreme dominion."[4] Marshall contended that it was the people who ratified the Constitution and thus the people are sovereign, not the states.[2]
Third, Marshall addressed the scope of congressional powers under Article I. The Court broadly described Congress' authority before addressing the necessary and proper clause.[2] Marshall admitted that the Constitution does not enumerate a power to create a central Bank but said that this is not dispositive as to Congress's power to establish such an institution.[2] Chief Justice Marshall wrote, "In considering this question, then, we must never forget, that it is a constitution we are expounding."[5]
Fourth, Marshall supported the Court's opinion textually by invoking the Necessary and Proper Clause, which permits Congress to seek an objective while exercising its enumerated powers so long as the objective is not forbidden by the Constitution. In liberally interpreting the Necessary and Proper Clause, the Court rejected Maryland's narrow interpretation of the clause, which purported that the word "necessary" in the Necessary and Proper Clause meant that Congress could only pass those laws that were absolutely essential in the execution of its enumerated powers. The Court rejected this argument, on the grounds that many of the enumerated powers of Congress under the Constitution would be useless if only those laws deemed essential to a power's execution could be passed. Marshall also noted that the Necessary and Proper Clause is listed within the powers of Congress, not the limitations.
The Court held that for these reasons, the word "necessary" in the Necessary and Proper Clause (elastic clause) does not refer to the only way of doing something, but rather applies to various procedures for implementing all constitutionally established powers. "Let the end be legitimate, let it be within the scope of the constitution, and all means which are appropriate, which are plainly adapted to that end, which are not prohibited, but consist with the letter and spirit of the constitution, are constitutional."
This principle had been established many years earlier by Alexander Hamilton:[6]
[A] criterion of what is constitutional, and of what is not so ... is the end, to which the measure relates as a mean. If the end be clearly comprehended within any of the specified powers, and if the measure have an obvious relation to that end, and is not forbidden by any particular provision of the Constitution, it may safely be deemed to come within the compass of the national authority. There is also this further criterion which may materially assist the decision: Does the proposed measure abridge a pre-existing right of any State, or of any individual? If it does not, there is a strong presumption in favour of its constitutionality....
Chief Justice Marshall also determined that Maryland may not tax the bank without violating the Constitution. The Court voided the tax on the grounds that it was unconstitutional. The opinion stated that Congress has implied powers that need to be related to the text of the Constitution, but need not be enumerated within the text. This case was a seminal moment in the formation of a balance between federalism, federal power, and states' powers. Chief Justice Marshall also explained in this case that the Necessary and Proper Clause does not require that all federal laws be necessary and proper and that federal laws that are enacted directly pursuant to one of the express, enumerated powers granted by the Constitution need not comply with the Necessary and Proper Clause, holding that the clause "purport[s] to enlarge, not to diminish the powers vested in the government. It purports to be an additional power, not a restriction on those already granted."
Criticism[edit]
Though Marshall rejected the 10th amendment's provision of states rights arguing that it did not include the word "expressly" unlike the Articles of Confederation, which was replaced by the Constitution,[7] controversy over the authority of the amendment being violated by the decision has existed. Compact theory also argues that the federal government is a creation of the states where the states maintain superiority. Unlike Marshall, his successor, Roger B. Taney, established Dual federalism, where separate but equal branches of government were believed to be a better option.[8]
Later history[edit]
McCulloch v. Maryland was cited in the first substantial constitutional case presented before the High Court of Australia in D'Emden v Pedder (1904), which dealt with similar issues in the Australian Federation. While recognizing American law as not binding on them, the Australian Court nevertheless determined that the McCulloch decision provided the best guideline for the relationship between the Commonwealth federal government, and the Australian States, owing in large part to strong similarities between the American and Australian constitutions.
See also[edit]
List of United States Supreme Court cases, volume 17
List of landmark court decisions in the United States
Case of Sutton's Hospital (1612) 77 Eng Rep 960
Gibbons vs. Ogden
Alien and Sedition Act
References[edit]
Jump up ^ McCulloch v. Maryland, 17 U.S. (4 Wheat.) 316 (1819). This article incorporates public domain material from this U.S government document.
^ Jump up to: a b c d e Chemerinsky, Erwin (2006). Constitutional Law Principles and Policies (3rd ed.). New York: Aspen Publishers. ISBN 978-0-7355-5787-1.
Jump up ^ 17 U.S. at 401.
Jump up ^ 17 U.S. at 402.
Jump up ^ 17 U.S. at 408.
Jump up ^ Kurland, Philip B.; Lerner, Ralph, eds. (1987). "Article 1, Section 8, Clause 18". The Founders' Constitution. ISBN 978-0-226-46387-2. Retrieved October 20, 2011.
Jump up ^ "Bill of Rights Institute: Landmark Supreme Court Cases – McCulloch v. Maryland (1819)". Bill of Rights Institute.
Jump up ^ Justin D. Lowry (February 24, 2009). "10th Amendment: History and Purpose". Tenth Amendment Center.
Further reading[edit]
Ellis, Richard (2007). Aggressive Nationalism: McCulloch v. Maryland and the Foundation of Federal Authority in the Young Republic. New York: Oxford University Press. DOI:10.1093/acprof:oso/9780195323566.001.0001 online
Killenbeck, Mark (2006). McCulloch V. Maryland: Securing a Nation. University Press of Kansas.
McAward, Jennifer Mason (November 2012). "McCulloch and the Thirteenth Amendment". Columbia Law Review. Columbia Law School. 112 (7): 1769–1809. JSTOR 41708164. Archived from the original on 2015-11-17. Pdf.
Ellis, Jean Edward (1996). John Marshall: Definer Of A Nation. New York: Henry Holt & Company.
Ellis, Jean Edward (1989). The Constitution American Foreign Policy. St. Paul, MN: West Publishing Company.
O'Connor, Karen; Sabato, Larry J. (2006). American Government: Continuity and Change. New York: Pearson.
Tushnet, Mark (2008). I dissent: Great Opposing Opinions in Landmark Supreme Court Cases. Boston: Beacon Press. pp. 17–30. ISBN 9780807000366.
External links[edit]
Works related to McCulloch v. Maryland at Wikisource
Text of McCulloch v. Maryland, 17 U.S. (4 Wheat.) 316 (1819) is available from: Cornell CourtListener Findlaw Justia OpenJurist Google Scholar
Minutes from the Court's Discussion of the Case
"McCulloch v. Maryland - Case Brief". Lawnix.com. Archived from the original on January 22, 2009.
The short film McCulloch v. Maryland (1977) is available for free download at the Internet Archive
Retrieved from "https://en.wikipedia.org/w/index.php?title=McCulloch_v._Maryland&oldid=821011540"
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text:
Beijing–Shanghai High-Speed Railway
From Wikipedia, the free encyclopedia
Jump to: navigation, search
This article is about high-speed rail line between Beijing and Shanghai. For for railway line being operational since 1968, see Beijing–Shanghai Railway.
Beijing–Shanghai High-Speed Railway
京沪高速铁路
Overview
Type
High-speed rail
Status
Operational
Locale
People's Republic of China
Termini
Beijing South
Tianjin West
Shanghai Hongqiao
Stations
24
Ridership
130 million per year (2015)[1]
Operation
Opened
June 30, 2011
Owner
China Railways
Operator(s)
China Railway High-speed
Rolling stock
CRH380A CRH380AL CRH380B CRH380BL CRH380BK CRH380CL CR400AF CR400BF
Technical
Line length
1,318 km (819 mi)
1,302 km (809 mi) (main line)
Track gauge
1,435 mm (4 ft 8 1⁄2 in) standard gauge
Minimum radius
mostly 7,000 meters, or
400 meters near Beijing South
Operating speed
350 km/h (217 mph)
Maximum incline
2%[2]
[show]
Route map
Jinghu High-Speed Railway
Simplified Chinese
京沪高速铁路
Traditional Chinese
京滬高速鐵路
[show]Transcriptions
Standard Mandarin
Hanyu Pinyin
Jīnghù Gāosù Tiělù
Wu
Romanization
Cin1wu2 Kau1soh4 Thih4lu3
[hide]Beijing-Shanghai High-Speed Railway
Line length: 1,318 km (819 mi)
Track gauge: 1,435 mm (4 ft 8 1⁄2 in)
Maximum speed: 380 km/h (236 mph)
Stations and structures[3]
Legend
0.000 Beijing South
59.500 Langfang
Tianjin West
131.400 Tianjin South
219.270 Cangzhou West
327.980 Dezhou East
Jinan Yellow River Bridge
Qingdao–Taiyuan
419.445 Jinan West
462.730 Taian
533.165 Qufu East
589.175 Tengzhou East
625.280 Zaozhuang
Xuzhou–Lanzhou
688.700 Xuzhou East
756.220 Suzhou East
844.380 Bengbu South
Hefei–Bengbu
Dingyuan
959.390 Chuzhou
Dashengguan Yangtze River Bridge
Shanghai–Wuhan–Chengdu
1018.600 Nanjing South
Shanghai–Wuhan–Chengdu
1083.713 Zhenjiang South
Start of Danyang–Kunshan Grand Bridge
1111.850 Danyang North
1144.760 Changzhou North
1201.160 Wuxi East
1227.970 Suzhou North
1259.320 Kunshan South
End of Danyang–Kunshan Grand Bridge
1302.890 Shanghai Hongqiao
Shanghai–Kunming
The Beijing–Shanghai High-Speed Railway (or Jinghu High-Speed Railway from its Chinese name) is a 1,318-kilometre (819 mi) long high-speed railway that connects two major economic zones in the People's Republic of China, the Bohai Economic Rim and the Yangtze River Delta.[4] Construction began on April 18, 2008,[5] and a ceremony to mark the completion of track laying was held on November 15, 2010.[6] The line opened to the public for commercial service on June 30, 2011.[7] This rail line is the world's longest high-speed line ever constructed in a single phase.[8][9][10] It is China's most profitable high speed rail line, reporting a 6.6 billion yuan net operational profit in 2015.[1]
Under former Minister of Railways Liu Zhijun, the railway line was the first one designed for a maximum speed of 380 km/h in commercial operations. The non-stop train from Beijing South to Shanghai Hongqiao was expected to finish the 1,305 kilometres (811 mi) journey in 3 hours and 58 minutes,[11] averaging 329 kilometres per hour (204 mph), making it the fastest scheduled train in the world, compared to 9 hours and 49 minutes on the fastest trains running on the parallel conventional railway.[12] However, following Liu Zhijun's dismissal in February 2011, several major changes were announced. First, trains would be slowed to a maximum speed of 300 km/h (186 mph), reducing operating costs. At this speed, the fastest trains would take 4 hours and 48 minutes to travel from Beijing South to Shanghai Hongqiao, making one stop at Nanjing South.[13] Additionally, a slower class of trains running at 250 km/h (155 mph) would be operated, making more stops and charging lower fares. On September 21, 2017 350 km/h operation was restored with the introduction of China Standardized EMU reducing travel times between Beijing and Shanghai to about 4 hours and 30 minutes on the fastest scheduled trains.[14]
Contents
[hide]
1 Specifications
2 History
2.1 Dedicated high-speed rail proposal
2.1.1 Technology debate
2.1.2 Engineering challenges
2.2 Construction
3 Finances
4 Rolling stock
5 Operation
5.1 First day in service
5.2 After July 1, 2011
5.3 After Sept 21, 2017
6 Fares
7 Online ticketing service
8 Components
9 Stations & Service
10 Bridges
11 References
12 External links
Specifications[edit]
The Beijing–Shanghai High-Speed Railway Co., Ltd. was in charge of construction. The project was expected to cost 220 billion yuan (about $32 billion). An estimated 220,000 passengers are expected to use the trains each day,[4] which is double the current capacity.[15] During peak hours, trains should run every five minutes.[15] 1,140 km, or 87% of the railway is elevated. There are 244 bridges along the line. The 164-km long Danyang–Kunshan Grand Bridge is the longest bridge in the world,[16] the 114-km long viaduct bridge between Langfang and Qingxian is the second longest in the world, and the Cangde Grand Bridge between Beijing's 4th Ring Road and Langfang is the fifth longest. The line also includes 22 tunnels, totaling 16.1 km. 1,268 km of the length is ballastless.
According to Zhang Shuguang, then deputy chief designer of China's high-speed railway network, the designed continuous operating speed is 350 km/h (217 mph), with a maximum speed of up to 380 km/h (236 mph). The average commercial speed from Beijing to Shanghai was planned to be 330 km/h (205 mph), which would have cut the train travel time from 10 hours to 4 hours.[17] The rolling stock used on this line consists mainly of CRH380 trains. The CTCS-3 based train control system is used on the line, to allow for a maximum speed of 380 km/h of running and a minimum train interval of 3 minutes. With power consumption of 20 MW and capacity of about 1,050 passengers, the energy consumption per passenger from Beijing to Shanghai should be less than 80kWh.
History[edit]
See also: Beijing–Shanghai Railway
This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (June 2011) (Learn how and when to remove this template message)
The Beijing–Shanghai High-Speed Railway (on the top) parallelled by the older Beijing–Shanghai Railway (on the bottom).
China's two most important cities, Beijing and Shanghai, were not linked by rail until 1912, when the Jinpu railway was completed between Tianjin and Pukou. With the existing railway between Beijing and Tianjin, which was completed in 1900, the Huning railway between Nanjing and Shanghai opened in 1908, interrupted by a ferry between Pukou and Nanjing across the Yangtze River. A weekly Beijing–Shanghai direct train was first introduced in 1913.
In 1933 a train ride from Beijing to Shanghai took around 44 hours, at an average speed of 33 km/h. Passengers had to get off in Pukou with their luggage, board a ferry named "Kuaijie" across the Yangtze, and get on another connecting train in Xiaguan on the other side of the river.
In 1933 the Nanjing Train Ferry was opened for service. The new train ferry, "Changjiang" (Yangtze), built by a British company, was 113.3 meters long, 17.86 meters wide, was able to carry 21 freight cars or 12 passenger cars. Passengers could remain on the train when crossing the river, and the travel time was thus cut to around 36 hours. The train service was suspended during the Japanese invasion.
In 1949 from Shanghai's North railway station toward Beijing (then Beiping) it took 36 hours, 50 minutes, at an average speed of 40 km/h. In 1956 the trip time was cut to 28 hours, 17 minutes. In the early 1960s the travel time was further cut to 23 hours, 39 minutes.
In October 1968, the Nanjing Yangtze River Bridge was opened. The travel time was cut to 21 hours, 34 minutes. As new diesel locomotives were introduced in the 1970s, the speed was increased further. In 1986, the travel time was 16 hours, 59 minutes.
China introduced six line schedule reductions from 1997 to 2007. In October 2001, train T13/T14 took about 14 hours from Beijing to Shanghai. On April 18, 2004, Z-series trains were introduced. The trip time was cut to 11 hours, 58 minutes. There were five trains departing around 7 pm every day, each 7 minutes apart, arriving at their destination the next morning.
The railway was completely electrified in 2006. On April 18, 2007, the new CRH bullet train was introduced on the upgraded railway as part of the Sixth Railway Speed-Up Campaign. A day-time train D31 served the route, departing from Beijing at 10:50 every morning, and arriving at Shanghai at 20:49 in the evening, travelling mostly at 160–200 km/h (up to 250 km/h in a very short section between Anting and Shanghai West). In 2008 overnight sleeper CRH trains were introduced, replacing the locomotive-hauled Z sleeper trains. With a new high-speed intercity line opening between Nanjing and Shanghai in the summer of 2010, the sleeper trains made use of the high-speed line in the Shanghai–Nanjing section, travelling at 250 km/h for a longer distance. The fastest sleeper trains took 9 hours, 49 minutes, with four intermediate stops, at an average speed of 149 km/h.
As the Nanjing Yangtze Bridge connected the two sections of the railway into a continuous line, the entire railway between Beijing and Shanghai was renamed the Jinghu Railway, with Jing (京) being the standard Chinese abbreviation for Beijing, and Hu (沪), short for Shanghai. The Jinghu Railway has served as China's busiest railway for nearly a century. Due to rapid growth in passenger and freight traffic in the last 20 years, this line has reached and surpassed capacity.
Dedicated high-speed rail proposal[edit]
The Jinghu High-Speed Railway was proposed in the early 1990s, because one quarter of the country’s population lived along the existing Beijing-Shanghai rail line[15] In December 1990, the Ministry of Railways submitted to the National People's Congress a proposal to build the Beijing–Shanghai high speed railway parallel to the existing Beijing–Shanghai railway line.[18] In 1995, Premier Li Peng announced that work on the Beijing–Shanghai High-Speed Railway would begin in the 9th Five Year Plan (1996–2000). The Ministry's initial design for the high-speed rail line was completed, and a report was submitted for state approval in June 1998.[19] The construction plan was set in 2004, after a five-year debate on whether to use steel-on-steel rail track, or maglev technology. Maglev was not chosen due to its incompatibility with China's existing rail-and-track technology and its high price, which is two times higher than that of conventional rail technology.[20][21]
Technology debate[edit]
Although engineers originally said construction could take until 2015, the China’s Ministry of Railways initially promised a 2010 opening date for the new line.[4] However, the Ministry did not anticipate an ensuing debate over the possible use of maglev technology.[22] Although more traditional steel-on-steel rail technology was chosen for the railway, the technology debate resulted in a substantial delay of the railway's feasibility studies, completed in March 2006. The current rolling stock is the CRH380AL, which is a Chinese electric high-speed train that was developed by China South Locomotive & Rolling Stock Corporation Limited (CSR). CRH380A is one of the four Chinese train series which have been designed for the new standard operating speed of 380 km/h (236 mph) on newly constructed Chinese high-speed main lines. The other three are CRH380B, CRH380C and CRH380D.
Engineering challenges[edit]
Dashengguan Yangtze River Bridge under construction in Nanjing.
Testing began shortly thereafter on the main line section between Shanghai and Nanjing. This section of the line sits on the soft soil of the Yangtze Delta, providing engineers an example of the more difficult challenges they would face in later construction. In addition to these challenges, high speed trains use extensive amounts of aluminium alloy, with specially designed windscreen glass capable of withstanding avian impacts.
Construction[edit]
Construction work began on April 18, 2008. Track-laying was started on July 19, 2010, and completed on November 15, 2010.[6] The overhead catenary work was completed on February 4, 2011. According to CCTV, more than 130,000 construction workers and engineers were at work at the peak of the construction phase.
According to the Ministry of Railways, construction has used twice as much concrete as the Three Gorges dam, and 120 times the amount of steel in the Beijing National Stadium. There are 244 bridges and 22 tunnels built to standardized designs, and the route is monitored by 321 seismic, 167 windspeed and 50 rainfall sensors.[23]
Finances[edit]
In 2006, it was estimated that the line would cost between CN¥130 billion (US$16.25 billion) and ¥170 billion ($21.25 billion).[24] The following year, the estimated cost had revised to ¥200 billion ($25 billion), or ¥150 million per kilometer.[25][26] Due to rapid rises in the costs of labor, construction materials and land acquisitions over the previous years, by July 2008, the estimated cost was increased to ¥220 billion ($32 billion). By then, the state-owned company Beijing–Shanghai High-Speed Railway, established to raise funds for the project, had raised ¥110 billion, with the remaining to be sourced from local governments, share offerings, bank loans and, for the first time for a railway project, foreign investment.[27] In the end, investment in the project totaled ¥217.6 billion ($34.7 billion).[28]
In 2016 it was revealed, that last year the Beijing–Shanghai High-Speed Railway Company has total assets of ¥181.54 billion ($28 billion), revenue ¥23.42 billion ($3.6 billion) and a net profit ¥6.58 billion ($1 billion), thus being labeled as the most profitable railway line in the world.[29][1]
Rolling stock[edit]
A CR400AF trainset waiting for departure at Beijing South Railway Station as G1 in September 2017; From 21 September 2017, 7 pairs of Beijing-Shanghai high-speed trains will run at 350 km/h, using CR400AF or CR400BF[30]
The 300 km/h services use CRH380A/AL, CRH380B/BL/BK, and CRH380CL trainsets, while slower 250 km/h services use CRH2A/E and CRH5A trainsets.[23] First and Second Class coaches are available on all trains. On the shorter trains, a six-person Premier Class compartment is available. Available on the longer trains are up to 28 Business Class seats and a full-length dining car.
On December 3, 2010, a 16-car CRH380AL trainset set a speed record of 486.1 km/h (302.0 mph) on the Zaozhuang West to Bengbu section of the line during a test run. On January 10, 2011, another 16-car modified CRH380BL train set a speed record of 487.3 km/h (302.8 mph) during a test run.[31]
Operation[edit]
First day in service[edit]
Security check line at Beijing South Station at opening of the Beijing–Shanghai High-Speed Railway.
Tickets were put on sale at 09:00 on June 24, 2011, and sold out within an hour.[32] To compete with the new train service, airlines slashed the cost of flights between Beijing and Shanghai by up to 65%.[33] Economy air fares between Beijing and Shanghai fell by 52%.[1]
After July 1, 2011[edit]
More than 90 trains a day run between Beijing South and Shanghai Hongqiao from 07:00 to until 18:00. Sleeper bullet trains on the upgraded railway were cancelled at the beginning,[34] but later resumed. The new line will increase the freight capacity of the old line by 50 million tons per year between Beijing and Shanghai.[34][35]
In its second week in service, the system experienced three malfunctions in four days.[36] On July 10, 2011, trains were delayed after heavy winds and a thunderstorm caused power supply problems in Shandong province.[36] On July 12, 2011, trains were delayed again when another power failure occurred in Suzhou. On July 13, 2011, a transformer malfunction in Changzhou forced a train to half its top speed, forcing passengers to take a backup train.[37] Within two weeks after opening, airline prices had rebounded due to frequent malfunctions on the line.[38] Airline ticket sales were only down 5% in July 2011 compared to June 2011, after the opening of the line.[39] A spokesman for the Ministry of Railways apologized for the glitches and delays, stating that in the two weeks since service had begun only 85.6% of trains had arrived on time.[40] The line's average daily ridership in its initial two weeks of operation was 165,000 passengers daily, while 80,000 passengers every day continued to ride on the slower and less expensive old railway.[40] The figure of 165,000 daily riders is three-quarters of the forecast of 220,000 daily riders[4] and is consistent with a pattern where new rail services build ridership over a period of time after opening (see TGV, Ridership). On August 12, 2011, after several delays caused by equipment problems, 54 CRH380BL trains running on this line were recalled by their manufacturer.[41] They returned to regular service on November 16, 2011.
By March 2013, the line had carried 100 million passengers.[28]
After Sept 21, 2017[edit]
This line is gradually gaining popularity through the years and it is reaching its capacity at weekends and holidays. With the introduction of the China Standardized EMU, the highest operation speed of the line is raised to 350 kph on Sept 21, 2017. The fastest train will complete the journey in 4 hours 24 minutes (G7), while making two stops along the trip at Jinan and Nanjing.
Fares[edit]
Ticket for the first train from Beijing South to Shanghai Hongqiao.
On June 13, 2011, the list of fares was announced at a Ministry of Railways press conference. The fares from Beijing South to Shanghai Hongqiao in RMB Yuan are listed below:[42]
Speed
2nd-class seat
1st-class seat
VIP Seat (Sightseeing Seat)
Quickest Journey Time
Daily services
G(350 km/h) 555 935 1748 4h24m 94
Note: *Only available on services using the CRH380AL, CRH380BL and CRH380CL trains
On June 14, 2011, the list of stop-by-stop fares was published on the Ministry of Railways' website.[43]
With tickets priced at ¥1750 one way in the sightseeing compartment at the ends of the trains, passengers can sit behind the driver .[44] Tickets at the same price all feature seats which recline in full. Holders of these tickets are additionally given free lounge access at major stations, are served a free meal onboard close to meal times, and are given unlimited refills of non-alcoholic drinks while on board.
Online ticketing service[edit]
The online ticket service opened when brick and mortar ticket service started. Passengers can buy tickets on the internet and pay the fare by debit or credit card. If the passenger uses a 2nd-generation PRC ID Card and does not want any documents printed, they can use their ID card directly as the ticket to pass the AFC, otherwise the passenger must change to a paper ticket prior to travel. Since late 2011, it has also been possible for users of these ID cards to print a ticket with the remark "Ticket Checked" after the end of the trip for reimbursement purposes.
Components[edit]
Section
Description
Designed
speed
(km/h)
Length
(km)
Construction
start date
Open date
Beijing–Shanghai
High-Speed Railway HSR Corridor of East China 350 1433 2008-01-08 2012-10-16
Beijing–Shanghai Section
(Beijing–Shanghai High-Speed Railway)
HSR from Beijing to Shanghai via Tianjin, Jinan, Xuzhou, Bengbu and Nanjing 350 1302 2008-04-18 2011-06-30[45]
Hefei–Bengbu Section
(Hefei–Bengbu High-Speed Railway) Spur off Jinghu HSR from Bengbu to Hefei 350 131 2008-01-08 2012-10-16[46]
Stations & Service[edit]
There are 24 stations on the line.[3][47] The line has two speeds of service, 300 km/h (186 mph) 'G' trains and 250 km/h (155 mph) 'D' trains. The fastest 300 km/h 'G' trains make only one stop, in Nanjing South, and take 4 hours 48 minutes to make the full trip. However, the majority of 300 km/h 'G' trains make six or seven intermediate stops and take between 5 hours 20 minutes up to 5 hours 30 minutes to make the full trip, with different trains making different intermediate stops.[48] Almost all 300 km/h trains stop at Jinan [2] and Nanjing. The 250 km/h 'D' trains make more intermediate stops and take between 7 hours 52 minutes up to 9 hours to complete the full journey from Beijing to Shanghai. Currently the G services from Beijing to Nanjing are the fastest in the world doing the journey at an average speed of over 350 km/h (217 mph).
Station
Name
Chinese
Total distance (km)
Travel Time
High-speed rail
transfers*
Metro
transfers*
Platforms
Tracks served
by platform
Location
250 km/h
300 km/h
Beijing South 北京南 0 0:00 0:00 Beijing–Tianjin Intercity Railway 4 14 13 24 Beijing
Langfang 廊坊 59 2 2 Langfang Hebei
Tianjin West 天津西 Not on main line Beijing–Tianjin Intercity Railway
Tianjin–Qinhuangdao High-Speed Railway (through connection line with Tianjin Railway Station)
Tianjin–Baoding Intercity Railway 1 6 13 24 Tianjin
Tianjin South 天津南 131 0:36 0:34 3 2 4
Cangzhou West 沧州西 219 2 4 Cangzhou Hebei
Dezhou East 德州东 327 Shijiazhuang–Jinan High-Speed Railway (part of the Qingdao–Taiyuan High-Speed Railway) 3 5 Dezhou Shandong
Jinan West 济南西 419 2:26 1:32 Shijiazhuang–Jinan High-Speed Railway (part of the Qingdao–Taiyuan High-Speed Railway) Jinan Metro Line 1, 2 8 15 Jinan
Taian 泰安 462 2 4 Tai'an
Qufu East 曲阜东 533 2 4 Qufu
Tengzhou East 滕州东 589 2 4 Tengzhou
Zaozhuang 枣庄 625 2 4 Zaozhuang
Xuzhou East 徐州东 688 Zhengzhou–Xuzhou High-Speed Railway (part of the Xuzhou–Lanzhou High-Speed Railway) 7 13 Xuzhou Jiangsu
Suzhou East 宿州东 767 2 4 Suzhou Anhui
Bengbu South 蚌埠南 844 Hefei–Bengbu High-Speed Railway 5 9 Bengbu
Dingyuan 定远 897 2 4 Dingyuan
Chuzhou 滁州 959 2 4 Chuzhou
Nanjing South 南京南 1018 3:39 Hefei–Nanjing Passenger Railway (part of the Shanghai–Wuhan–Chengdu High-Speed Railway)
Nanjing–Hangzhou Passenger Railway
Shanghai–Nanjing Intercity Railway (part of the Shanghai–Wuhan–Chengdu High-Speed Railway)
1 3 S1 15 28 Nanjing Jiangsu
Zhenjiang South 镇江南 1087 Shanghai–Wuhan–Chengdu High-Speed Railway 2 4 Zhenjiang
Danyang North 丹阳北 1112 Shanghai–Wuhan–Chengdu High-Speed Railway 2 4 Danyang
Changzhou North 常州北 1144 Shanghai–Wuhan–Chengdu High-Speed Railway 2 4 Changzhou
Wuxi East 无锡东 1201 Shanghai–Wuhan–Chengdu High-Speed Railway 2 2 4 Wuxi
Suzhou North 苏州北 1227 Shanghai–Wuhan–Chengdu High-Speed Railway Suzhou–Jiaxing Intercity Railway 2 2 4 Suzhou
Kunshan South 昆山南 1259 Shanghai–Nanjing Intercity Railway (part of the Shanghai–Wuhan–Chengdu High-Speed Railway)[49] 2 4 Kunshan
Shanghai Hongqiao 上海虹桥 1302 7:56 4:48 Shanghai–Hangzhou Passenger Railway (part of the Shanghai–Kunming High-Speed Railway)
Shanghai–Nanjing Intercity Railway (part of the Shanghai–Wuhan–Chengdu High-Speed Railway)
Shanghai Airport Intercity Railway (part of the Shanghai–Chongming Intercity Railway) 2 10 17 16 30 Shanghai
Note: * - Lines in italic text are under construction or planned
Bridges[edit]
Railways portal
The railway line has some of the longest bridges in the world. They include:
Danyang–Kunshan Grand Bridge - longest bridge in the world.[50]
Tianjin Grand Bridge - second longest bridge in the world.[50]
Beijing Grand Bridge
Cangzhou–Dezhou Grand Bridge
Nanjing Qinhuai River Bridge
Zhenjiang Beijing–Hangzhou Canal Bridge
References[edit]
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Transport Bureau of the Ministry of Railways, Telegram [2011] No. 70: Notice on the announcement of station names of Beijing–Shanghai High-Speed Railway
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External links[edit]
Beijing to Shanghai Train
Beijing to Shanghai train ticket
Wikimedia Commons has media related to Beijing–Shanghai High-Speed Railway.
[show]
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Beijing–Shanghai High-Speed Railway
Beijing–Shanghai
Beijing South
Langfang
(Tianjin West)
Tianjin South
Cangzhou West
Dezhou East
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Taian
Qufu East
Tengzhou East
Zaozhuang
Xuzhou East
Suzhou East
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Dingyuan
Chuzhou
Nanjing South
Zhenjiang South
Danyang North
Changzhou North
Wuxi East
Suzhou North
Kunshan South
Shanghai-Hongqiao
Hefei–Bengbu Branch
Hefei South
Hefei
Hefei North
Shuangdunji
Xiatangji
Shuijiahu
Huainan East
Xinliufu
Bengbu South
(Bengbu)
[show]
v
t
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High-speed rail in China
[show]
Maglev
Changsha Maglev
Shanghai Maglev Train
[hide]
Conventional high-speed railways (list)
Expanded National
8 + 8 Corridors
North–South
Coastal
Beijing–Shanghai
Beijing–Hong Kong (Taipei)
Harbin–Hong Kong (Macau)
Hohhot–Nanning
Beijing–Kunming
Baotou (Yinchuan)–Hainan
Lanzhou (Xining)–Guangzhou
East–West
Suifenhe–Manzhouli
Beijing–Lanzhou
Qingdao–Yinchuan
Eurasia Continental Bridge
Yangtze River
Shanghai–Kunming
Xiamen–Chongqing
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Original National
4 + 4 Corridors
North–South
Beijing–Guangzhou–Shenzhen–Hong Kong
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Hangzhou–Fuzhou–Shenzhen
East–West
Shanghai–Kunming
Shanghai–Wuhan–Chengdu
Qingdao–Taiyuan
Xuzhou–Lanzhou
Long-distance
major corridors
Chengdu–Guangzhou
Chongqing–Guizhou
Chongqing–Lanzhou
Datong–Xi'an
Hefei–Fuzhou
Hengyang–Liuzhou
Lanzhou–Urumqi
Nanchang–Shenzhen
Nanning–Guangzhou
Nanning–Kunming
Qinhuangdao–Shenyang
Tianjin–Qinhuangdao
Xi'an–Chengdu
Xi'an–Chongqing
Intercity and
long-distance
300–350 km/h
Beijing–Tangshan
Beijing–Tianjin
Chengdu–Chongqing
Chongqing–Wanzhou
Nanjing–Hangzhou
Shanghai–Nanjing
200–250 km/h
Beijing–Zhangjiakou
Changchun–Jilin
Chengdu–Mianyang–Leshan
Dandong–Dalian
Guangzhou–Foshan–Zhaoqing
Harbin–Jiamusi
Harbin–Mudanjiang
Harbin–Qiqihar
Jilin–Hunchun
Liuzhou–Nanning
Nanchang–Jiujiang
Nanjing–Anqing
Qingdao–Rongcheng
Shenyang–Dandong
Shenzhen–Maoming
Tianjin–Baoding
Xi'an–Chengdu
Zhangjiakou–Hohhot
Regional intercity
300–350 km/h
Chengdu–Ya'an
Tianjin–Binhai New Area
200–250 km/h
Changsha–Zhuzhou–Xiangtan
Chengdu–Dujiangyan
Chengdu–Pujiang
Dongguan–Huizhou
Foshan–Dongguan
Fuzhou–Changle Airport
Guangzhou–Dongguan–Shenzhen
Guangzhou–Qingyuan
Guangzhou–Zhuhai
Guiyang–Kaiyang
Hainan Eastern Ring
Hainan Western Ring
Lanzhou–Zhongchuan Airport
Mianyang–Suining–Ziyang–Neijiang–Zigong–Yibin
Suzhou–Jiaxing
Wuhan Metropolitan Area
Zhengzhou–Jiaozuo
Zhengzhou–Kaifeng
Zhengzhou–Xuchang
Upgraded old lines
Beijing–Guangzhou
Beijing–Harbin
Beijing–Shanghai
Guangzhou–Shenzhen
Hangzhou–Ningbo
Hankou–Danjiangkou
Hunan–Guangxi
Kunming–Yuxi
Lianyungang–Lanzhou
Litang–Zhanjiang
Nanjing–Qidong
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Wuchang–Jiujiang
Rolling stock
Blue Arrow
China Standardized EMU (CR400AF/CR400BF)
China Star
CIT Trains
CRH1
CRH2
CRH3
CRH5
CRH6
CRH380A
MTR CRH380A
SJ 2000 (X2000)
Zefiro 380 (CRH380B/CRH380C)
Italics: under construction or currently not operational
(-), Place A-: section under construction or currently not operational
§: in/related to Hong Kong, Macao, Taiwan
(Place A–Place B): share tracks with other lines
[show]
v
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High-speed rail
Part of rail transport
Technologies
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300 km/h
(186 mph)
or more
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Avelia Liberty
AVE Class 100, 102, 103
China Railways CR2C, 3C, 380A, 380B, 380C, 380D, China Standardized EMU; MTR CRH380A
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Transrapid
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Siemens Velaro
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250–299 km/h
(155–186 mph)
China Railways CRH 1A, 1B, 1E, 2A, 2B, 2E, 5
China Star
New Pendolino
ICE 1, 2
RENFE Class 120, 121, 130
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Experimental and prototype high-speed trains (category)
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By country

planned networks in italics
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Planned high-speed rail by country
[show]
v
t
e
High-speed railway lines
Africa
Asia
China
(Mainland)
(* Indicates overlap with conventional services)
Beijing–Shanghai
Beijing–Shijiazhuang–Wuhan–Guangzhou–Shenzhen
Beijing–Tianjin
Bengbu–Hefei–Fuzhou
Changchun–Jilin
Chengdu–Dujiangyan
Dalian–Harbin–Qiqihar
Guangzhou–Zhuhai
Guiyang–Guangzhou
Guiyang–Kaiyang
Hainan Eastern Ring
Hengyang–Liuzhou
Jilin–Hunchun
Jinan–Qingdao–Rongcheng*
Jiujiang–Nanchang–Fuzhou*
Lanzhou–Zhongchuan Airport
Liuzhou–Nanning*
Nanjing–Anqing
Nanjing–Hangzhou–Ningbo–Taizhou–Wenzhou–Fuzhou–Xiamen–Shenzhen
Nanjing–Hefei–Wuhan*
Nanning–Guangzhou
Nanning–Kunming
Panjin–Yingkou
Shanghai–Hangzhou–Changsha–Guiyang
Shanghai–Nanjing
Shenyang–Dandong
Suining–Chongqing*
Taiyuan–Shijiazhuang
Taiyuan–Xi'an
Tianjin–Baoding
Tianjin–Qinhuangdao–Shenyang*
Wuhan–Xianning
Wuhan–Xiaogan
Xuzhou–Lanzhou
Zhengzhou–Jiaozuo
Zhengzhou–Kaifeng
Zhengzhou–Xi'an–Baoji–Lanzhou–Urumqi
Zhengzhou–Xuzhou
Japan
Hokkaido Shinkansen
Hokuriku Shinkansen
Jōetsu Shinkansen
Kyushu Shinkansen
San'yō Shinkansen
Tōhoku Shinkansen
Tōkaidō Shinkansen
South Korea
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Taiwan
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Europe
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HSL 2
HSL 3
HSL 4
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LGV Sud Europe Atlantique
Perpignan–Barcelona
Germany
Cologne–Düren
Cologne–Frankfurt
Erfurt–Leipzig/Halle
Hanover–Würzburg
Mannheim–Stuttgart
Nuremberg–Ingolstadt
Rastatt–Offenburg
Wolfsburg–Berlin
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United Kingdom
High Speed 1
High Speed 2
North America
South America
Coordinates: 35°31′45″N 118°48′16″E / 35.5291°N 118.8045°E / 35.5291; 118.8045
Retrieved from "https://en.wikipedia.org/w/index.php?title=Beijing–Shanghai_High-Speed_Railway&oldid=806704396"
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Rail transport in Shanghai
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