International Union of Railways Publishes China-Developed High-Speed Rail Standards

　　Recently, the International Union of Railways (UIC) published and put into effect two standards—“High-Speed Railway Design: Infrastructure” and “High-Speed Railway Design: Power Supply”—both of which were spearheaded by China. These two standards represent the first international railway standards in their respective fields.

　　The International Union of Railways is the most influential professional international standards organization in the railway industry. The two standards released this time were developed under the leadership of experts organized by China State Railway Group, with the participation of more than 20 experts from over ten countries, including France, Germany, Japan, Spain, and Italy, and took four years to complete.

　　Building on a comprehensive review of successful global high-speed railway design practices and the systematic integration of cutting-edge technologies, these two “standards” incorporate China’s overarching high-speed railway design philosophy. They also adopt key foundational parameters specific to China’s high-speed rail system, including train load patterns, track spacing, subgrade fill material classification, and tunnel surrounding rock classification. Furthermore, they promote China’s advanced technologies, such as the CRTS III slab-type ballastless track, EMU maintenance schedules, and catenary systems, thereby establishing design concepts, critical parameters, and technical requirements across a wide range of domains—including overall high-speed railway design, track alignment, subgrade, bridges, tunnels, track infrastructure, stations, EMU operation and maintenance facilities, repair facilities, integrated protection measures, environmental protection, traction power supply and transformation, catenary systems, power supply and distribution, and remote control systems—within the framework of the International Union of Railways. In doing so, these standards contribute Chinese expertise and solutions to the construction and operation of high-speed railways worldwide.

　　 Ho Shibao, Chairman of the UIC High-Speed Committee: International standards serve as a crucial technical foundation for international trade and are also a key component in advancing the soft connectivity of institutional rules under the Belt and Road Initiative. By fully leveraging international standardization platforms and taking the lead in or participating in the development and revision of critical railway technical standards, China has significantly enhanced the global influence of its railway standards.

　　 Eleven System-Level Standards for China’s High-Speed Rail Fill International Gaps

　　By the end of 2021, China’s high-speed rail operating mileage had exceeded 40,000 kilometers, accounting for more than two-thirds of the world’s total. In recent years, China State Railway Group has vigorously promoted international standardization efforts, enabling China’s high-speed rail to evolve from a national hallmark into a leader in setting international standards.

　　In November last year, the International Union of Railways published the “High-Speed Railway Design—Communications and Signaling” standard, which was spearheaded by China. The newly released “Infrastructure” and “Power Supply” standards represent the second and third international standards in the “High-Speed Railway Design” series. In recent years, experts from China State Railway Group have led or participated in the development and revision of more than 60 key technical standards in areas such as high-speed railways, train control networks, and braking systems under the auspices of the International Union of Railways. They have also spearheaded the completion of 11 system-level high-speed railway standards, including the “High-Speed Railway Implementation” and “High-Speed Railway Design” series, thereby filling critical gaps in international standards for key aspects such as high-speed railway implementation and design. These standards comprehensively and systematically incorporate China’s successful experience, major innovations, and cutting-edge technologies across the entire high-speed railway value chain—from design concepts and technical equipment and key parameters to maintenance and repair—and are compatible with the relevant technologies and requirements of high-speed railways in other countries.

　　 Ho Shibao, Chairman of the UIC High-Speed Committee: By incorporating China’s advanced technologies and key parameters into international standards, we have provided standardization support for promoting Chinese railway technology and for enabling the “going global” of China’s railway system across all subsystems, elements, and the entire industrial chain, thereby creating favorable conditions.

　　 Chinese Firms’ Construction of the Madang Railway Project Enters Peak Construction Phase

　　At present, the East Coast Rail Link in Malaysia, constructed by Chinese enterprises and designed in accordance with Chinese standards, has entered its peak construction phase. As of the end of June, two hard-rock tunnel boring machines had been deployed to commence work on the Yunding Tunnel, a key, control-level project along the entire line.

　　The Malacca–Kuala Lumpur Railway is a flagship project under the China–Malaysia Belt and Road Initiative, spanning 665 kilometers and linking key towns along Malaysia’s East Coast with the economic hubs on the West Coast. The project is expected to be completed and put into operation in 2026, thereby filling the gap of no rail connectivity between the eastern and western coasts of the Malay Peninsula.

　　 Adopting “Chinese Standards,” the Jakarta–Bandung High-Speed Railway Enters the Track-Laying Phase

　　The Jakarta–Bandung High-Speed Railway, China’s first high-speed rail project to achieve full-system, full-element, and full-industry-chain implementation overseas, has now entered the track-laying phase. As Southeast Asia’s first 350 km/h high-speed railway, what “Chinese standards” does it embody?

　　The first station after departing Jakarta is the Halim Station on the Jakarta–Bandung High-Speed Railway. Notably, ballastless track has already been laid within a 30-kilometer radius of the station. This ballastless track utilizes the CRTS III slab-type ballastless track system, which was independently developed in China and is protected by China’s own intellectual property rights.

　　 Zhang Lixing, Commander of the China Railway Third Group’s Jakarta–Bandung High-Speed Rail Command in Indonesia: Type III track slabs boast a simple structure and stable performance, and in recent years they have been employed in high-speed rail projects in China, including the Zhengzhou–Xuzhou, Beijing–Shenyang, and Ganzhou–Shenzhen lines.

　　The CTCS-3 train control system, one of the three core technologies underpinning China’s high-speed rail, is independently developed and manufactured by China Railway Signal & Communication Co., Ltd. It serves as the “brain and central nervous system” of high-speed trains, enabling bidirectional train-to-ground information exchange via a wireless communication network and a ground-based radio block center. The system employs continuous speed-control mode and is capable of supporting bi-directional operation on double-track lines.

　　 Xiao Songxin, Engineering Director of the Indonesia-China High-Speed Railway Company (KCIC): During the construction of the Jakarta–Bandung High-Speed Railway in Indonesia, a series of Chinese high-speed rail technical standards—covering engineering design, construction equipment, and other aspects—were successfully implemented, providing robust technical support for the smooth progress of the project and further consolidating China’s world-leading position in high-speed rail.

　　The Jakarta–Bandung High-Speed Railway has a total length of 142.3 kilometers, connecting Indonesia’s capital, Jakarta, with its fourth-largest city, Bandung, and is designed for a maximum speed of 350 kilometers per hour. Once completed, the travel time between Jakarta and Bandung will be reduced from the current more than three hours to just 40 minutes.

　　 “China Standard” Railways Inject New Momentum into Development Along the Route

　　In recent years, railways designed and built to Chinese standards have been steadily expanding across Asia, Africa, and Europe, injecting new momentum into the economic and social development of the countries along these routes.

　　In March of this year, the first project to align China’s railway technical standards with the EU’s Technical Specifications for Interoperability was inaugurated: the Belgrade–Novi Sad section of the Hungary–Serbia Railway within Serbia. This marked the first time that high-speed commuter trains have provided direct service between Serbia’s largest city, Belgrade, and its second-largest, Novi Sad. The maximum operating speed has been increased from the previous limit of 50 km/h to 200 km/h, while the journey time has been cut from 90 minutes to 30 minutes, resulting in a substantial improvement in both transport quality and efficiency.

　　The China–Laos Railway, which connects Kunming in China’s Yunnan Province with Vientiane in Laos, is designed to China’s Grade I railway standards. It is primarily financed and constructed by Chinese entities, jointly operated by the two countries, and directly linked to China’s national railway network. Seven months after it began operations, Vientiane South Station completed its transshipment facilities, enabling seamless connectivity among the China–Laos–Thailand railways. As a result, the transit time from Kunming, China, to Laem Chabang Port in Thailand has been shortened by about one day compared with the previous road-based transshipment model, while transportation costs have been reduced by more than 20%. This has provided reliable transport capacity to support the development of the China–Laos Economic Corridor and the building of a China–ASEAN community with a shared future.