Taiwan High Speed Rail
Overview
Type High-speed rail
Locale Taiwan
Termini Taipei
Zuoying
Stations 8
Ridership 32,349,260 (2009)
Operation
Opened January 5, 2007
Operator(s) Taiwan High Speed Rail Corporation
Depot(s) Wurih, Zuoying
Rolling stock Taiwan High Speed 700T train
Technical
Line length 345 km (214 mi)
No. of tracks 2
Track gauge 1,435 mm (4 ft 8 1⁄2 in) Standard gauge
Minimum radius of curvature 6,450 m (21,161 ft)
Electrification 25 kV/60 Hz Catenary
Operating speed 300 km/h (186 mph)
Taiwan High Speed Rail
Traditional Chinese 台灣高速鐵路 or
臺灣高速鐵路
THSR
Traditional Chinese 台灣高鐵 or 臺灣高鐵

Taiwan High Speed Rail (traditional Chinese: 台灣高速鐵路; abbreviated THSR) is a high-speed rail network that runs along the west coast of Taiwan. It is approximately 345 km (214 mi) long and runs from Taipei to Kaohsiung. THSR began service on January 5, 2007. The project had a total cost of US$18 billion and is one of the largest privately-managed and funded transport schemes to date.[1]

THSR's technology is based mainly on Japan's Shinkansen system, mixed with European standards and system components.[2][3] The Taiwan High Speed 700T train is a variant of the 700 Series Shinkansen and was built by a consortium of Japanese rolling stock builders.[4]

Trains with a service top speed of 300 km/h (186 mph) travel from Taipei to Kaohsiung as fast as 90 minutes, compared to over four hours for a train on the conventional Western Line of the Taiwan Railway Administration (TRA).[5]

THSR is operated by the Taiwan High Speed Rail Corporation (THSRC). The present Chairman of the Board and CEO of the company is Dr. Chin-der Ou (歐晉德).[6]

Contents

History

Origins of the project

Taiwan's rapid economic growth led to a saturation of its western transport corridor, which threatened to brake further growth; thus the idea of a new rail line arose in the 1970s,[7] and informal planning began in 1980.[8] In 1987, the Executive Yuan instructed the Ministry of Transportation to launch a feasibility study for a high-speed rail line in the western Taiwan corridor,[7] which was completed in 1990.[2] In July 1990, the Preparation Office of High Speed Rail (POHSR) was established.[7] The route was selected in 1991,[8] and the Taiwan High Speed Rail (THSR) plans were approved by the Executive Yuan in June 1992[7] and the Legislative Yuan in 1993.[2]

Project organisation

In November 1994, Taiwan passed a law about the involvement of private finance in infrastructure projects, which also applied to the up to now state-run THSR project.[7] Consequently, in 1995, POHSR was transformed into the Bureau of High Speed Rail (BOHSR), which started to tender THSR as a build-operate-transfer (BOT) scheme in October 1996.[7][2]

In a prolonged bidding process, the Taiwan High Speed Rail Consortium (THSRC) ran against the Chunghwa High Speed Rail Consortium (CHSRC). THSRC's bid was based on the high-speed technology platform of Eurotrain, a joint venture of GEC-Alsthom, the main maker of the French TGV, and Siemens, the main maker of the German ICE. CHSRC's bid was based on Japanese Shinkansen technology supplied by Taiwan Shinkansen Consortium (TSC), a joint venture of Japanese companies.[9] THSRC, which submitted the cheaper bid and promised to build the line with zero net cost for the government, was chosen as preferred bidder in September 1997.[9] The group was renamed and formally established as the Taiwan High Speed Rail Corporation (THSRC) in May 1998.[6]

Also in 1997, THSRC declared the Eurotrain consortium the preferred bidder to supply the core system technology,[10] which includes trains, track, electrification, signalling and communications.[11] During the final negotiations, THSRC and Eurotrain sought to convince BOHSR of the technical viability of their offer by staging a demonstration run with a hybrid train assembled specifically for this purpose, which achieved 315 km/h (196 mph) on a line in Germany on May 4, 1998.[12] THSRC and the government finally signed the BOT agreement on July 23, 1998.[13] However, THSRC announced on December 28, 1999, that it would negotiate a final systems technology contract with TSC.[14] After long negotiations, the contract was signed on December 12, 2000.[7]

Construction

Taiwan High Speed Rail
台灣高速鐵路
km
Straight track Unknown route-map component "exKDSTa"
Xizhi Depot
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-3.3 Nangang 南港
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5.9 Taipei 台北
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Danshui River
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13.1 Banciao 板橋
Exit tunnel Exit tunnel
Bridge over water Unknown route-map component "WBRÜCKEa"
Dahan River
Track turning left Unknown route-map component "hKRZe" Track turning from right
Western Line (TRA)
Enter and exit short tunnel
Hueilung Tunnel 2,158 m
Enter and exit tunnel
Linkou Tunnel 6,456 m
Unknown route-map component "BHF+TUNNEL"
42.3 Taoyuan 桃園 2,228 m
Transverse track Unknown route-map component "KRZo" Track turning right
Western Line (TRA)
Enter and exit tunnel
Hukou Tunnel 4,292 km
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72.2 Hsinchu 新竹
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Liujia Maintenance Base
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 Elevated over water
Toucian River
Unknown route-map component "eABZ3rf" Unknown route-map component "hKRZe" Transverse track
Neiwan Line (TRA)
Unknown route-map component "ABZ3lg" Unknown route-map component "eTBHFo" Track turning from right
104.9 Miaoli 苗栗
Enter and exit short tunnel
Miaoli Tunnel 3,060 m
Elevated start
Junction both to and from left
Unknown route-map component "none"
 Track turning right
165.7 Taichung 台中
Unknown route-map component "hABZlf" Non-passenger station/depot on transverse track
Wurih Depot
Unknown route-map component "WBRÜCKEe"
Dadu River
Enter and exit tunnel
Paghuashan Tunnel 7,364 m
Elevated start
Track turning left
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 Track turning from right
193.9 Changhua 彰化
Elevated over water
Zhuoshui River
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218.5 Yunlin 雲林
Non-passenger head station Elevated
Taibao Maintenance Base
Track turning left Unknown route-map component "hABZlg"
Unknown route-map component "hBHF"
251.6 Chiayi 嘉義
Track turning from left Unknown route-map component "hKRZ" Track turning right
Western Line (TRA)
Track turning left Unknown route-map component "hKRZ" Track turning from right
Western Line (TRA)
Transverse track Unknown route-map component "hKRZ" Track turning right
Western Line (TRA)
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313.9 Tainan 台南
Unknown route-map component "exhSTRrf" Elevated
Shalun Line (TRA)
Non-passenger head station Elevated
Yanchao Workshop
Track turning left Unknown route-map component "hABZlg"
Track turning from right Elevated end
Western Line (TRA)
Straight track Straight track Non-passenger head station
Zuoying Depot
Straight track Junction from left Track turning right
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345.2 Zuoying 左營
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Kaohsiung 高雄

Construction of the system took more than 2,000 professional engineers from 20 countries and over 20,000 foreign and domestic workers six years to complete.[15]

Civil works

Civil works on the first 15.8 km (9.8 mi)[16] of the THSR line, where THSR and TRA's Western Line cross Taipei side-by-side, were in the responsibility of the Taipei Railway Underground Project Organisation (TRUPO).[17] For the rest of the line, THSRC wrote out 11 civil works contracts, and work started after the signing of the contracts from March to May 2000.[16]

Most of the line is carried on superstructures.[18][17] 251 km (156 mi) or 73% of the line runs on viaducts,[17] mostly precast prestressed concrete box girder spans,[18] the first of which was put in place in October 2001.[19] A 157,317 m (97.752 mi) continuous section from Paghuashan in Changhua County to Zuoying in Kaohsiung was claimed as the world's longest viaduct at the time of opening.[15]

About 61 km (38 mi)[16] or 18% of the line is in tunnels, including 14 km (8.7 mi) of the TRUPO section in Taipei;[20] as well as 48 tunnels with a total planned length of 46,257 m (28.743 mi) on the other sections,[21] the longest of which is Paghuashan Tunnel at a finished length of 7,364 m (24,160 ft).[22] 42 of the tunnels included a total of 39,050 m (24.265 mi) of mined sections, all of which were bored with the sequential excavation and support construction method, with excavated tunnel faces of 135–155 m2 (1,450–1,670 sq ft) between November 2000 and July 2003.[18] The finished interior cross sectional area of 90 m2 (970 sq ft),[20] set according to wider European standards,[3] provides space for two tracks with safety walkways.[17]

The construction of stations was contracted separately in 2001,[20] work started in May 2002.[23]

Track

THSR train on a test run in June 2006.

Reflecting a design speed of 350 km/h (217 mph),[17] track layout was designed with a minimum curve radius of 6,450 m (21,161 ft), track-centre distance of 4,500 mm (177.2 in), right-of-way width of 18 m (59 ft), and a maximum gradient of 2.5%, except for 3.5% at one location.[20] All but 3 km (1.9 mi) of track is ballastless,[24] combining slab track of Japanese manufacture on open line sections with switches of a German supplier.[25][3] Track-laying began in July 2003.[26] The line was electrified with the 25 kV, 60 Hz system.[17] The signalling and train control system was laid out for bi-directional operation according to European specifications.[3]

Running tests using the first 700T trains began on January 27, 2005, after four months of delays, on the Tainan–Kaohsiung section.[27] On October 30, 2005, a day after a test run passed the planned top service speed of 300 km/h (186 mph),[28] the targeted maximum test speed of 315 km/h (196 mph) was achieved.[29] The section between Banciao (Taipei) and Zuoying (Kaohsiung) opened to the public on January 5, 2007.[30] The HSR platforms at Taipei Station opened on March 2, 2007, bringing the entire line into operation.[31]

Costs and finances

When THSRC and the government signed the final contract in October 1999, project costs were estimated at NT$445 billion, of which NT$375.5 billion were construction costs.[32] During actual construction, due to changes in building codes, in particular seismic design criteria in the wake of the 921 earthquake,[23][33] construction costs grew to NT$436.5 billion.[32] Due to changing financial risks, the estimate for total costs first climbed over NT$510 billion, before settling back down to NT$460 billion.[32] A delay in opening added to the costs again,[34] to a final NT$480.6 billion,[15] which was equal to about US$15 billion or €11.5 billion at the time the line opened.[35]

Three-quarters of the project's funding in the construction phase came in the form of syndicated loans from banks. In February 2000, THSRC and a group of 25 domestic banks signed an agreement about a NT$323.3 billion package, of which NT$240 billion came from government deposits in the banks.[36] After a delay in opening, in July 2006, seven banks agreed to provide a second loan package of NT$40.7 billion, and THSRC sought further funding abroad.[37]

To raise its own capital, the company sought investors. From January 2002, the government also invested via state-owned companies,[38] with a share reaching 37% in November 2005.[29][39] From December 2003, THSRC also issued preferred stock.[40]

Controversy

Management and finances

THSRC's winning bid for the THSR franchise was based on Eurotrain's technology and specifications, and THSRC granted Eurotrain the status of preferred bidder for the supply of the core system technology, however, it chose TSC in the end,[41] citing "technology, price, finance and maintenance merits".[14] At a time THSRC had difficulty raising capital for the project, both the Japanese government backing TSC[42] and Eurotrain[43] offered beneficial financial terms; TSC later agreed to buy a 10% stake in THSRC.[44] However, according to Taiwanese media, the decision was political, made to pave the way for then-President Lee Teng-hui's visit to Japan,[14] a claim denied by THSRC.[45] Lee himself made a case for picking the Japanese offer in a book, claiming safety and political advantages.[42] The losing Eurotrain consortium contested the decision without success,[10] but later won a lawsuit for damages,[46] and THSRC agreed to pay US$65 million (US$89 million with interest).[45]

THSRC was criticised for repeatedly postponing the start of services.[8] Delays due to financing problems and the drawn-out decision on the core systems supplier made the original target date of July 2003[47] untenable,[43] and the opening date was set anew for October 31, 2005.[48] In September 2005, the opening date was postponed again by exactly one year, due to construction delays.[49] Insufficient preparation for operations was the reason for further month-long delays to December 7, 2006,[50][51] and finally January 5, 2007.[52]

THSRC's finances were subject to further controversy after the government stepped in to invest in the company[8] after it failed to secure domestic bank guarantees for foreign loans.[38] Lawmakers claimed that the total direct and indirect share of the government in the financing reached 84% and accused THSRC of breaking its contractual promise to not require public funds,[53] but the government countered that investment is not funding.[54] Still, legislature adopted a motion making the loan conditional on the full disclosure of deals with subcontractors, which the company claimed to have done already.[55] THSRC's failure to meet its funding targets on time continued over the time of construction,[27][56] and state-owned companies continued to invest in the company.[29]

Design and implementation

On the TRUPO section in Taipei, THSR tracks were to replace two of TRA's four tracks, leading to capacity concerns[16] and reduction of TRA services, rail unions repeatedly protested the arrangement.[57][58][59]

THSRC had disputes with core systems contractor TSC over technology and responsibility for delays. Already during the final contract negotiations, TSC objected to THSRC's intent to mix European and Japanese technology, citing safety reasons,[60] and negotiations were drawn out.[61] Prior to the planned opening in 2005, THSRC also blamed TSC for construction delays,[27] identifying that as reason for the postponement of the opening.[34][49] Sources in Japanese media however pointed fingers at Japanese–European technology integration again.[3][62][63]

THSRC opponents also made claims about poor quality of construction,[8] which the company rejected, deeming them routine problems that have already been dealt with.[64] A longer controversy emerged when high-tech firms in a business park close to the line expressed concerns regarding vibrations.[65][66][67] The dispute led to design changes[68] and the development of track buffers that was fraught with difficulties.[69] Vibration levels during actual test runs were lower than expected.[70]

Operation readiness

In May 2006, THSRC received criticism from the Minister of Transport for lagging behind in preparing for operations.[71] In October and November 2006, two independent investigating teams concluded that there was insufficient testing to prove operation readiness and safety, problems that were to be dealth with while opening was delayed.[50][51][52] THSRC and its opponents disputed until after the opening whether these issues have been resolved.[8][72]

As a legacy of working with Eurotrain, THSRC started operation of its Japanese-built trains with 40 French and 13 German drivers. THSRC planned to train enough local drivers to replace them in 18 months.[30] As of March 2008, THSR employed 54 Taiwanese and 35 foreign drivers, and training and hiring a sufficient number of local drivers (about 100 to reach its target level of service) was seen as a pressing issue for the future.[73]

Environmental aspects

The original government study into the rail line found that it is the solution to traffic problems in the corridor with the highest transit volume, lowest land use, highest energy savings and lowest pollution.[7]

Environmental mitigation measures during the line's construction included the construction of animal bridges over the line, the planting and re-planting of trees along the track as noise screens,[24] and the purchase of farmland to create a preservation area for jacana birds away from the line.[74]

The per capita energy consumption of a fully loaded 700T train is 16% of private cars and half of buses, carbon dioxide emissions are 11% and a fourth, respectively.[2]

Rolling stock

A THSR 700T train.

All 30 trainsets used on THSR are 700T EMUs, supplied by a consortium led by Kawasaki Heavy Industries.[4] The type is based on the 700 Series Shinkansen train used by JR Central and JR West in Japan.[75] This marked the first time Shinkansen technology had been exported to a foreign country.[1] The trains had to be adapted for Taiwanese climatic conditions, had had to meet European specifications including additional safety measures, and the nose shape was optimised for the wider tunnels.[4][75][24] The maximum service speed of the trains was raised from the 700 Series's 285 to 300 km/h (177 to 186 mph).[24] The 12 cars of a 700T train are grouped in three traction units with three power cars and one trailer each,[75] providing 10.26 MW of power;[76] both end cars are trailers to avoid slip on powered bogies.[75] The train is 304 m (997 ft) long and has a mass of 503 t (554 short tons) empty.[76] The trains have a passenger capacity of 989 seats in two classes: 66 seats in 2+2 configuration in the single Business Car, 923 in 2+3 configuration in the eleven Standard Cars.[4]

In November 2008, THSRC announced that the company considers ordering an additional six to twelve trains from the Japanese makers for service starting in 2011, in order to cope with increased demand.[77]

Operation

Services

Standard car riders on a northbound train.

The system made Taiwan the country with the third-fastest trains in 2007, with non-stop trains from Taichung to Zuoying averaging 244.7 km/h (152.0 mph) over 179.5 km (111.5 mi).[78] The system's operating hours are from 06:00 to 24:00.[79] Although all trains stop at Taipei, Banciao, and Taichung stations, there are different service patterns for other stations. For Southbound trains:[80]

Southbound trains are designated by uneven train numbers. Northbound trains have the same numbering scheme, but have even train numbers.[80] With the January 18, 2008, timetable, THSRC introduced train services operating on certain days of the week only,[81][82] designated by train numbers in the 1xxx range.[80]

Standard and Business Car compartments are available aboard each train, with the latter offering wider seating, individual audio entertainment systems, and power outlets for portable electronics in each seat.[83]

Tickets and fares

A THSR passenger's ticket and GPS navigation cellphone indicating a speed of 296 km/h.

THSR started service with reserved tickets only. The fare was set below the level of airline tickets and above the level of long-distance bus and conventional train tickets.[84] For a one-way Taipei–Zuoying trip, Standard Car ticket is NT$1,490,[80] which was about US$45 in 2007;[84] Business Car ticket is NT$1,950,[80] a reduction from the original NT$2,440 price of 2007.[84] Discounts from the normal fare apply to children, seniors, disabled people, groups of travellers, and return trips.[85]

From March 31, 2008, THSRC applied off-peak discounts on weekday trains.[86] From July 1, 2010, these were replaced by fixed lower fares for Business Car tickets; and a new Standard Car ticketing system consisting of designated coaches with unassigned seats, non-reserved one-way tickets with a discount, and a smart card system providing frequent travellers with multi-ride tickets for 8 trips or periodic tickets for 30 days.[87] Following complaints by passengers who had to stand, the number of non-reserved seats was increased.[88]

Train frequency

Daily, weekly frequency of normal scheduled THSRC train services. Extra trains during holidays and cancellations due to extraordinary events not shown

Train frequency was ramped up progressively from an initial 38 per day. A maximum 176 train runs per day is possible with the current 30 trainsets. This was expected to be reached by the end of 2009.[77] However, with the onset of the global economic crisis, train frequency was reduced instead.[89] From July 1, 2009, train frequency was progressively increased again.

Train frequencies
in timetable valid from October 1, 2010[80]
Direction Trains per day Trains per week
Mon Tue Wed Thu Fri Sat Sun
Southbound 62   61 70 69 71 455
Northbound 63   62 70 66 75 460
Both directions 125 123 140 135 146 915

THSRC operates additional train services during national holidays.[90]

Ridership

Monthly averages of daily THSRC ridership, with indication of months affected by service cancellations due to typhoons or earthquakes (blue frame) and the Chinese New Year (grey frame).

Original estimates foresaw an initial daily ridership of 180,000, which would grow to 400,000 by 2036.[47] The initial ridership estimate was later reduced to 140,000 per day.[91] Actual initial ridership did not match these projections. In September 2007, six months after opening, THSRC carried 1.5 million passengers monthly,[92] translating to about 50,000 passengers daily. However, services did not start at full capacity.

In the second year, passenger numbers almost doubled.[93] In the third year, ridership continued to grow and seat occupancy improved:

Annual traffic figures
Year 2007 2008 2009 2010
(Jan-Sep)
Ridership[94][95] 15,555,656 30,581,261 32,349,260 27,357,218
Seat occupancy[96][97] 44.72% 43.51% 46.31%
Punctuality (5 minute)[95] 99.47% 99.19% 99.25%

On April 6, 2008, the Tomb Sweeping Day holiday, THSRC transported a single-day record of 132,000 passengers.[90] On October 10, 2008, the Double Ten Day holiday, a new record of 161,000 passengers a day was achieved.[82][98]

Milestones in cumulative passenger numbers
Passenger No. Date Days of operation
5 million June 3, 2007[99] 150
10 million September 26, 2007[92] 265
20 million March 7, 2008[100] 428
30 million July 5, 2008[101] 548
40 million October 23, 2008[101] 658
50 million February 13, 2009[102] 771
100 million August 3, 2010[103] 1307

The high-speed trains successfully out-competed planes: by August 2008, half of the air routes between Taipei and the country's western cities had been discontinued, including all connections between cities with THSR stations except for a single daily connection between Taipei and Kaohsiung.[104][105] Total domestic air traffic was expected to be halved from 2006 to 2008,[104] and actually fell from 8.6 to 4.9 million.[106]

The start of THSR led to a 10% reduction of traffic on the parallel expressway in 2007.[84] Despite cheaper ticket prices, long-distance bus companies reported passenger volumes reduced by 20 to 30 percent by 2008.[107]

Revenues and costs

Year 2007[108] 2008[109][110] 2009[110]
Ticket revenue 13,155,221 22,441,012 22,800,753
Other operating revenue 347,567 606,571 522,959
Operating revenue 13,502,788 23,047,583 23,323,712
Current operating expenses -9,484,615 -10,210,530 -9,441,068
EBITDA 4,018,173 12,837,053 13,882,644
Depreciation -18,589,587 -18,994,251 -8,222,634
Amortization -67,643 -81,355 -95,164
Operating income (EBIT) -14,909,057 -6,238,553 5,564,846
Financial revenue 315,187 644,500 639,869
Interest -14,423,091 -17,464,896 -10,778,335
Other financial expenses -381,733 -1,950,748 -217,505
Net pre-tax income (EBT) -29,398,694 -25,009,697 -4,791,125
Tax/tax benefits -54 0 1,670
Net income (EAT) -29,398,748 -25,009,697 -4,789,455
All figures are in thousands of NT$.

The operational break-even level (income less operating costs, excluding depreciation and financial costs) of NT$1 billion[111] was first reached in the fourth month of operation, April 2007.[112] In the first nine months, revenue was NT$9.19 billion, and THSRC expected to become profitable by 2009.[113] The cash-flow break-even level (excluding depreciation) was reached in April 2008, when an income of NT$1.9 billion in ticket and NT$0.2 billion in other sales stood against operating costs around NT$0.85-0.9 billion and interest payments around NT$1.3 billion per month.[114] In cumulative figures, until July 2008, depreciation and interest was equal to 95% of the accumulated debt.[115]

In 2008, the second year of operation, revenues fell barely short of THSRC's expectations a year earlier of a doubling first-year results.[93][96] Meanwhile, interest payments and depreciation charges remained high.[116] THSRC[117] and the government[116] blamed an unreasonable financial structure, high interest rates, and a depreciation period set at 26.5 years, much lower than the estimated service life.[118]

The fall in interest rates in the first half of 2009 led to a reduction of losses.[119] The company also adopted a new depreciation charge that is variable in time.[120] These measures resulted in improved 2009 numbers: THSRC posted a net operating profit for a first time.[121]

Management

In 2008[122] and 2009, THSRC sought to revise its loan structure, due to interest rates well above market rates.[123][124] To reduce depreciation costs by increasing the amortization time, THSRC requested an extension of its 35-year concession period.[118]

By the summer of 2009, THSRC's cumulative losses were equivalent to two-thirds of its equity capital. The workforce has been cut from 3600 to 2500, work on the extension to Nangang was temporarily halted, and the planned construction of three more intermediate stations was postponed.[125] The company was put under new management in September 2009 with the aim to turn around the company's finances with government help in organising a refinance.[126] While the government decided that the construction of the three stations should go ahead anyway, the company's creditors and founding shareholders refused to increase the loan package for the planned refinance.[127]

The government took majority control of the company after the election of its new board on November 10, 2009.[128] In January 2010, when accumulated losses already exceeded NT$70 billion, THSRC could finally sign a government-guaranteed refinancing deal, in which eight government-dominated banks provided NT$382 billion at lower interest rates and longer maturity.[129] The government also approved the company's new variable depreciation charge.[121]

The high salary of high-ranking officials in the loss-making company became a political issue during the Global Financial Crisis, leading the government to call for pay cuts when it took over the company.[130] Criticism of foreign "fat cats" continued[131][132] and led to the voluntary halving of the pay of three foreign members of the board of directors in July 2010.[133]

Technical issues, incidents and accidents

From the month of opening, January 2007, THSRC was repeatedly hit by delays due to malfunctioning end position detectors in switches.[134] On August 1 and 3, 2009, THSRC even had to cancel some trains due to switch malfunction.[135] The 30th incident on August 9, 2010 affected a switch replaced for malfunctioning the previous month.[136] Siemens, which supplied components for the environmental control system,[11] was asked by THSRC in July 2010 to help find the root cause.[137]

On November 5, 2008, the driver of a maintenance car returning to Taipei Station started without permission and threw a switch, leading to delays of regular trains.[138]

THSRC installed no earthquake early warning system,[139] only a simpler warning system with detectors along the track[140][141] supplied by European firms, a decision criticised after the devastating 921 earthquake in Taiwan on September 21, 1999.[141] The system did stop trains during strong earthquakes on December 26, 2006[142] (in the trial operation period), November 5, 2009,[143] December 19, 2009,[144] and March 4, 2010.[145] However, during the last event, there was one minor derailment,[141] the evacuation of passengers took hours,[145] and minor damage to infrastructure needed five days of repairs.[146] The possibility of a quicker earthquake alarm system was discussed by politicians, however, state organs said that according to experts, the system used in Japan would not bring improvements due to the different geography of Taiwan.[141][146] However, there was room for improvement in evacuation procedures.[146]

In April 2010, it was reported that on a 6 km (3.7 mi) section in Yunlin County which THSR crosses on a viaduct, where ground subsidence was observed during construction,[147] the subsistence was still on-going, reaching up to 55 cm (22 in) over seven years.[148] Subsidence slowed, which was ascribed to the closure of some deep wells operated in the region, and although the situation was judged safe with differential settlement along the viaduct of only a sixth of the permissible level, the BOHSR urged the closure of more wells.[148]

On April 24, 2010, the driver of a THSRC train who had taken sleeping pills became "temporarily dysfunctional"[149] for 13 minutes, and had to be replaced at the next stop.[150] In response, THSRC increased random inspections of drivers.[150] However, the Control Yuan criticised that THSRC did not report the event immediately to authorities, and censured authorities over the overseeing of the management of train driver job requirements.[149]

Stations

Thirteen Taiwan High Speed Rail stations were planned in the western corridor, with eight stations already open. One more, Nangang Station, is in construction for an October 2012 opening, while three more are scheduled to open in June 2015; these four stations are expected to increase passenger numbers by 5%.[151]

To improve local public transit connections to THSR stations, TRA is building two new branchlines. The Shalun Line for Tainan will open in January 2011,[152] the Liujia Line for Hsinchu is set to open in August 2011.[153]

Station
(opens in)		 Distance[2]
(km)		 Stopping pattern Connection Situation[2] Location
Nangang
(Oct 2012)		 -3.270 TRA – Western Line
Taipei Rapid Transit System – Bannan Line		 underground Taipei City Nangang District
Taipei 5.904 ● ● ● ● TRA – Western Line (Taipei Station)
Taipei Rapid Transit System – Danshui Line, Bannan Line, Taiwan Taoyuan International Airport Access MRT System (Aug 2014)		 underground Zhongzheng District
Banciao 13.120 ● ● ● ● TRA
Taipei Rapid Transit System – Banciao Line, Circular Line		 underground Taipei County Banciao City
Taoyuan 42.285 ｜ ｜ ● ● THSR Free Shuttle Bus

Taiwan Taoyuan International Airport Access MRT System, Taoyuan Mass Rapid Transit System – Blue Line (Jun 2013)

 underground Taoyuan County Zhongli City
Hsinchu 72.179 ｜ ｜ ● ● THSR Free Shuttle Bus

TRA – Lìujiā Line (Aug 2011)

 elevated Hsinchu County Zhubei City
Miaoli
(Jun 2015)		 104.865 ｜ ｜ ｜ ｜ TRA – Taichung Line (Fongfu) elevated Miaoli County Houlong Township
Taichung 165.733 ● ● ● ● ● THSR Free Shuttle Bus

TRA – Western Line (New Wurih Station)
Taichung Metropolitan Area MRT System – Green Line (2015)

 elevated Taichung County Wuri Township
Changhua
(Jun 2015)		 193.886 ｜ ｜ ｜ ｜ TRA – Western Line (New Tianzhong Station) elevated Changhua County Tianzhong Township
Yunlin
(Jun 2015)		 218.480 ｜ ｜ ｜ ｜ - elevated Yunlin County Huwei Township
Chiayi 251.585 ｜ ● ● ● Chiayi Bus Rapid Transit elevated Chiayi County Taibao City
Tainan 313.860 ｜ ● ● ● THSR Free Shuttle Bus

TRA – Shālún Line (Jan 2011)

 elevated Tainan County Guiren Township
Zuoying 345.187 ● ● ● ● TRA – Western Line (Xinzuoying Station)
Kaohsiung Mass Rapid Transit – Red Line		 ground level Kaohsiung City Zuoying District
Kaohsiung
(future)		 TRA – Western Line, Pingtung Line
Kaohsiung Mass Rapid Transit – Red Line, Green Line (Light Rail)		 underground Sanmin District

In popular culture

The Amazing Race 12

Taiwan High Speed Rail was featured prominently during the 12th season of CBS's reality show The Amazing Race.

Depiction in train simulators

A Taiwan High Speed Rail simulator, known as Railfan: Taiwan High Speed Rail, was developed by the Taiwan-based company Actainment and produced by the Japanese publisher Ongakukan in 2007. The software was released on the PlayStation 3 system in Asia (Hong Kong, Taiwan, and Singapore) and later in Japan as part of the popular Train Simulator series.

References

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  115. ↑ "THSRC's accumulated red ink equals half its capital". Taiwan Economic News. 2008-08-29. http://news.cens.com/cens/html/en/news/news_inner_24477.html. Retrieved 2010-09-19. 
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  117. ↑ "High Speed Rail system not suitable for gov't takeover: Ing". The China Post. 2009-06-04. http://www.chinapost.com.tw/business/2009/06/04/210772/High-Speed.htm. Retrieved 2009-11-30. 
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  119. ↑ "High Speed Rail narrows losses on lower overheads". Taipei Times. 2009-09-02. http://www.taipeitimes.com/News/biz/archives/2009/09/02/2003452605. Retrieved 2009-11-30. 
  120. ↑ "High Speed Rail narrows losses on lower overheads". Taipei Times. 2009-09-02. http://www.taipeitimes.com/News/biz/archives/2009/09/02/2003452605. Retrieved 2010-09-19. 
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  122. ↑ "THSRC Requests Banking Consortium to Cut Interest Rate". Taiwan Economic News. 2008-09-02. http://news.cens.com/cens/html/en/news/news_inner_24503.html. Retrieved 2009-02-24. 
  123. ↑ THSRC (2009-02-10). "針對媒體有關高鐵融資結構之說法，高鐵強調依風險降低之事實重新檢視規劃融資安排，屬BOT計畫正常作業，絕非所謂紓困特惠。" (in Chinese). Press release. http://www.thsrc.com.tw/tc/about/ab_news_detail.asp?type=1&PKey={B2FB81FD-1F43-4503-8761-9F0F1E8A652E}. Retrieved 2010-09-28. 
  124. ↑ "Taiwan High-Speed Rail seeking favorable loan terms". The China Post. 2009-02-07. http://www.chinapost.com.tw/business/2009/02/07/195003/Taiwan-High-Speed.htm. Retrieved 2009-02-24. 
  125. ↑ "Taiwan high speed rail refinancing agreed". Railway Gazette International. 2009-08-13. http://www.railwaygazette.com/news/single-view/view/10/taiwan-high-speed-rail-refinancing-agreed/browse/1.html. Retrieved 2009-11-30. 
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  127. ↑ "Lenders won’t raise THSRC loan: banker". Taipei Times. 2009-09-30. http://www.taipeitimes.com/News/biz/archives/2009/09/30/2003454826. Retrieved 2009-11-30. 
  128. ↑ "Government takes charge at THSRC". Taipei Times. 2009-11-11. http://www.taipeitimes.com/News/biz/archives/2009/11/11/2003458170. Retrieved 2009-11-30. 
  129. ↑ "THSRC Signs NT$380 B. Refinancing Contract". Taiwan Economic News. 2010-01-11. http://news.cens.com/cens/html/en/news/news_inner_30703.html. Retrieved 2010-08-22. 
  130. ↑ "THSRC should consider cutting salaries, Wu says". Taipei Times. 2009-09-26. http://www.taipeitimes.com/News/taiwan/archives/2009/09/26/2003454499. Retrieved 2010-10-07. 
  131. ↑ "Lawmakers quiz THSRC about need for foreign ‘fat cats’". Taipei Times. 2009-11-12. http://www.taipeitimes.com/News/taiwan/archives/2009/11/12/2003458264. Retrieved 2010-10-07. 
  132. ↑ "'Fat cats' at THSRC willing to work for free". The China Post. 2010-06-25. http://www.chinapost.com.tw/taiwan/national/national-news/2010/06/25/262110/Fat-cats.htm. Retrieved 2010-10-07. 
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Further reading

External links

Taiwan High Speed Rail

Nangang - Taipei - Banciao - Taoyuan - Hsinchu - Miaoli - Taichung - Changhua - Yunlin - Chiayi - Tainan - Zuoying - Kaohsiung

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