2014年-世界发展银行全球_High-Speed_Railways_in_China___A_Look_at_Construction_Costs_8页_789kb

Summary of High-Speed Railways in China: A Look at Construction Costs

Core Content

This document provides an overview of the development and construction costs of high-speed railways (HSR) in China, focusing on the rapid expansion of the network, the factors influencing costs, and the role of the World Bank in supporting these projects.

By the end of 2013, China had constructed approximately 10,000 route-km of HSR, surpassing all other countries and exceeding the total HSR network in the European Union. The HSR network continues to grow, with over 12,000 route-km under construction. The HSR network is composed of both passenger-dedicated lines (PDLs) and mixed-use lines, with speeds ranging from 200 to 350 km/h.

The construction unit cost of HSR in China is significantly lower compared to similar projects in other countries. For 350 km/h projects, the unit cost ranged between RMB 94-183 million per km, while for 250 km/h PDLs, it ranged between RMB 70-169 million per km. The weighted average unit cost for 350 km/h projects was RMB 129 million per km, and for 250 km/h projects, it was RMB 87 million per km.

Main Points

• HSR Network Growth:

  • China's HSR network grew rapidly, starting from a 404 km line in 2003 and expanding to over 10,000 km by 2013.
  • The network is expected to continue growing with more than 12,000 km under construction.

• HSR Speed and Infrastructure:

  • HSR lines on high-density corridors are designed for 350 km/h, while those on less dense routes are 250 km/h.
  • Both types are passenger-dedicated lines, often built as green-field projects.

• Fares and Service Quality:

  • HSR fares are about one fourth or one fifth of those in other HSR countries.
  • Trains provide high-quality service and comfort, with an average seat occupancy of 70%.
  • There was one major accident in 2011, attributed to inadequate testing of signaling equipment.

Key Cost Components

The following are the main cost components for HSR and 200 km/h railway projects in China:

• Land Acquisition and Resettlement: 4-8% for 250 km/h, 6-9% for 200 km/h.
• Civil Works: 48-54% for 350 km/h, 50-54% for 250 km/h, 44-51% for 200 km/h.
• Embankment: 6-15%.
• Bridges/Viaducts: 13-41%.
• Tunnels: 16-29% for 250 km/h, 2-13% for 200 km/h.
• Track: 6-11%.
• Signaling and Communications: 3-5%.
• Electrification: 4-5%.
• Rolling Stock: 3-7%.
• Buildings Including Stations: 2-5%.

Cost Factors

Several factors contribute to the relatively low HSR construction costs in China:

• Standardization: Standardized designs and manufacturing processes reduce costs.
• Mechanization: The use of mechanized construction and manufacturing techniques lowers unit costs.
• High Volume of Work: Large-scale projects allow for amortization of capital costs.
• Low Labor Costs: China's lower labor costs compared to other countries are a key factor.
• Localization: Local design and manufacturing of components reduces reliance on imported technology and costs.
• Viaduct Preference: Laying tracks on viaducts minimizes land use and environmental impact, and is often more cost-effective than embankments.
• Efficient Project Planning: A credible medium-term plan for 10,000 km of HSR over 6-7 years enabled rapid capacity building and innovation in construction methods.

World Bank Supported Projects

The World Bank has supported six HSR projects in China with speeds of 200 km/h or above, including the Shijiazhuang-Zhengzhou HSR, which was completed in 2012. These projects include:

Low Cost Viaduct Construction

Viaduct construction in World Bank supported projects is cost-effective due to:

• Standardized design and manufacturing processes.
• Use of standardized bridge beam spans (24 m and 32 m).
• Temporary casting facilities that are dismantled and reused.
• Cost of a 32 m bridge beam is RMB 0.8-1.0 million.

High Cost of Unique Bridges

Special bridges, such as those crossing large rivers or in mountainous areas, have higher unit costs due to:

• Unique design challenges.
• Sophisticated construction techniques.
• Examples include the Xijiang River Bridge and Sixianjiao Bridge, with unit costs of RMB 938 million/km and RMB 864 million/km, respectively.

Railway Stations

• Station Costs: Vary widely, from RMB 40 million for small stations to up to RMB 13 billion for mega stations.
• Mega Stations: Often serve as urban landmarks and transport hubs. Examples include Beijing South Station (RMB 6.3b), Wuhan Station (RMB 4.1b), Guangzhou South Station (RMB 13b), and Zhengzhou East Station (RMB 9.5b).
• Functionality: Mega stations have multiple levels and provide interchange facilities between different transport systems.

Conclusion

China's HSR network has been built at a significantly lower unit cost than in other countries, primarily due to:

• Standardization of designs and components.
• High volume of projects enabling cost amortization.
• Lower labor and land acquisition costs.
• Localization and mechanization of construction processes.

These factors have enabled China to develop a vast and efficient HSR network, with high traffic volumes and reliable service, at a fraction of the cost seen elsewhere.