Hubbry Logo
China Railway CRH3China Railway CRH3Main
Open search
China Railway CRH3
Community hub
China Railway CRH3
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
China Railway CRH3
China Railway CRH3
China Railway CRH3
View on Wikipedia
from Wikipedia

China Railways CRH3 EMU
CRH3C at Chengdu East railway station
In service
  • CRH3A: 4 October 2017 (2017-10-04)
  • CRH3C: 1 August 2008 (2008-08-01)
  • CRH380BG: 9 October 2012 (2012-10-09)
  • CRH380B: 16 January 2014 (2014-01-16)
  • CRH380BL: 13 January 2011 (2011-01-13)
  • CRH380CL: 3 April 2013 (2013-04-03)
ManufacturerChangchun Railway Vehicles
Siemens
Tangshan Railway Vehicle
Family nameMixed CJ-Pendolino-Velaro (CRH3A)
Siemens Velaro (CRH3C)
SuccessorCR400AF, CR400BF
Formation
  • CRH3A (CNR), CRH3C (Siemens/CNR), CRH380B: 8 cars/trainset (4M4T)
  • CRH3A–A, CRH3F: 4 cars/trainset (2M2T)
  • CRH380BL, CRH380CL: 16 cars/trainset (8M8T)
CapacityCRH3A: 616
CRH3C (Siemens): 728[1]
CRH3C (CNR): 556-601
CRH380B: 551[1]
CRH380BL: 1043[1]
CRH380CL: 1053[1]
OperatorsChina Railway Corporation
Specifications
Train lengthCRH3C (Siemens/CNR), CRH380B: 200 m (656 ft 2 in)
CRH380BL: 399.27 m (1,309 ft 11+1⁄4 in)
Width3,265 mm (10 ft 8+1⁄2 in)
Height3,890 mm (12 ft 9+1⁄8 in)
Platform height1,250 mm (4 ft 1 in)[2]
Maximum speedCRH3C: 350 km/h (217 mph)
CRH380B, CRH380BL, CRH380CL: 380 km/h (236 mph)
WeightCRH3C: 447 t (440 long tons; 493 short tons)[3]
CRH380BL: 980 t (960 long tons; 1,080 short tons)[4]
Traction systemWater cooling IGBT-VVVF inverter control
CRH3C: Siemens E1550 D2800/880 M5 rfaq or Beijing CARS Zongheng TKD500-2000
CRH380B, CRH380BL: Siemens E1550 D2800/880 M5 rfaq or Beijing CARS Zongheng TKD501/501A/501B/501C-2000
Traction motors3-phase AC induction motor (Siemens 1TB2019-0GCO2 or CRRC Yongji Electric YJ-105A)
Power outputCRH3C (Siemens): 5.12 MW (6,866 hp)[1]
CRH3C (CNR): 8.8 MW (11,801 hp)[3]
CRH380B: 9.2 MW (12,337 hp)[1]
CRH380BL: 18.4 MW (24,675 hp)[5]
CRH380CL: 19.2 MW (25,748 hp)[1]
TransmissionAC-DC-AC
Electric system(s)25 kV 50 Hz AC[3]Overhead line[3]
Current collectionPantograph
Braking system(s)Regenerative, electronically controlled pneumatic brakes
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge[3]

The CRH3 Hexie (simplified Chinese: 和谐号; traditional Chinese: 和諧號; pinyin: Héxié Hào; lit. 'Harmony') is a version of the Siemens Velaro high-speed train used in China on the Beijing–Tianjin intercity railway line, Wuhan-Guangzhou Passenger Dedicated Line, Zhengzhou-Xi'an Passenger Dedicated Line and the Shanghai–Nanjing intercity railway. It is capable of service speed of 380 km/h (236 mph) as the very similar Velaro E used in Spain, but, similarly to the Sapsan, it is 300 mm (11.8 in) wider to take advantage of a more generous structure gauge and thus be able to fit in more seats in a 2+3 layout.

Variants

[edit]

In November 2005, the Ministry of Railways ordered 60 Velaro trains for use on the Beijing–Tianjin intercity railway line. On 27 July 2006, the joint project office was opened at Tangshan.[6]

CRH3C Prototypes

[edit]

The first three trains were built in Germany by Siemens, and these imported trains were labelled CRH3A (CRH3-002A, CRH3-003A and CRH3-004A), different than the CRH3A-5218 developed independently and manufactured by CRRC Changchun Railway Vehicles in 2017, designed to operate at a cruise speed of 250 km/h (155 mph). These trains are based on the German Deutsche Bahn's ICE 3 high-speed trains and were given initial designations of CRH3A. Of these German trains, the first one was shipped from Bremerhaven on 19 December 2007.[7]

On 30 November 2012, the CNR announced new design of CRH3A, with three styles that can operate at top speed of 160 km/h (99 mph), 200 km/h (124 mph) and 250 km/h (155 mph). The first train was rolled out on 3 June 2013.[8]

CRH3C

[edit]

After December 2008, the three imported CRH3A were repainted and renamed to CRH3C (CRH3-002C, CRH3-003C and CRH3-004C). The last letter C means that each rolling stock of this model consists of 8 cars and runs with a maximum speed of 350 km/h (217 mph). The rest of the trains are now being built by Tangshan Railway Vehicle with some components from Germany.[9]

The first Chinese-built CRH3 (CRH3-001C) was unveiled on 11 April 2008.[9]

The 8-car CRH3C trains are similar to the Velaro E design in Spain, but 300 mm (11.8 in) wider to fit more seats in a 2+3 layout; a 200 m (656 ft 2 in) CRH3 train will seat 572 passengers: 16 deluxe-class (8 sold publicly), 56 in first-class, 528 in second-class.[2]

Each train sets consists of four motor cars and four trailer cars, equipped with two driving units, and each of them is in charge of the driving of two motor cars and two trailer cars.

The bogies are improved versions of the SF500 bogie. Innovations include the body bolster, vibration damper, spring parameters, transmission ratio, widening the carbody and increasing the speed of the trainsets.[10]

The trains are designed for running at 350 km/h (217 mph). On 24 June 2008, CRH3-001C reached a top speed of 394.3 km/h (245.0 mph) during a test on the Beijing to Tianjin high speed line.[11]

On 9 December 2009, a pair of CRH3 EMUs (CRH3-013C + CRH3-017C) reached a top speed of 394.2 km/h (245 mph) during a test on the Zhengzhou to Xi'an high speed line,[12] setting a world record for double-link EMUs.[citation needed]

On 28 September 2009, an additional 20 CRH3C sets was ordered by the Chinese MOR.[13]

  • Inside a second class coach
    Inside a second class coach
  • Inside a first class coach
    Inside a first class coach
  • Premier class seats
    Premier class seats

CRH380B/BL

[edit]
CRH380BL at Shanghai Hongqiao railway station

In March 2009, a new contract was signed with China Northern Railways (CNR) to supply 100 16-car trainsets for 39.2B RMB with delivery from October 2010 onwards. This order for a total of 1600 railway cars is greater than the total production of all Velaro and ICE trains that have ever been manufactured in the past. It is planned that the trains will be produced by CNR subsidiaries, Tangshan Railway Vehicle and Changchun Railway Vehicles, using technology from the previous technology transfer agreement. In this contract, Siemens acts as a component supplier, with over 80% of the contract supplied by CNR.[14][15] An additional order for 40 16-car sets and 40 8-car sets was made on 28 September 2009 for 25.32B RMB.[16]

Top travel speed for this variant is 380 km/h (236 mph), though it is capable of attaining even higher speeds.[17] These trains have been designated as CRH380B (8-car set) and CRH380BL (16-car set) in September 2010.[18] The first CRH380BL set with series number CRH380B-6401L rolled off the production line and was unveiled to the public in September 2010. it was manufactured by Tangshan Railway Vehicle.[19] In October 2010, the 16-car train was sent to Beijing loop line for test. In November 2010, the train was sent to Beijing-Shanghai High-Speed Railway for trial run. The trainset reached the maximum speed of 457 km/h (284 mph) on 5 December 2010.[20] More recently, during a subsequent test on 10 January 2011, a CRH380BL set reached a new record speed of 487.3 km/h (302.8 mph), breaking the previous record held by the CRH380A.[21]

Since 13 January 2011, the CRH380BL enter regular service at the Shanghai–Hangzhou High-Speed Railway and Shanghai–Nanjing High-Speed Railway.[22]

All 54 CRH380BL trainsets were recalled in mid-August 2011 due to operational problems on the new Beijing–Shanghai High-Speed Railway. The new trains were reported as being "too sensitive" and the subject of frequent breakdowns in stormy weather. They were temporarily replaced by the CRH380A and CRH380AL. The recalled trainsets returned to service in December 2011, .

CRH380CL

[edit]
CRH380CL

CRH380CL is a modified CRH380BL with a redesigned nose and electrical equipment from Hitachi. 25 16-car trainsets have been ordered by the MOR, replacing 25 previously ordered CRH380BL units.[23] The first trainset was delivered and underwent testing in 2011.[24] The trains entered regular service in the Spring of 2013.[25]

CRH3A

[edit]
CRH3A

The CRH3A is based on CJ1 (which in itself is derived from the CRH380B/BL/CL) and CRH5. It was designed for operation on passenger dedicated lines and intercity railways at speeds between 160 km/h (99 mph) and 250 km/h (155 mph).[26][27] The first sets where unveiled for public service on 6 December 2017 on the Xi'an–Chengdu HSR which opened a few days later.[28]

CRH3X

[edit]

A prototype highspeed train being developed at CRRC Tangshan capable of cars in a trainset to be swapped out according to demand. Two platforms are being developed for 250 km/h (155 mph) and 350 km/h (217 mph) operation. Trains can be adjusted to be between 2 and 16 cars long with capability to swap in double deck passenger cars, restaurant and freight cars according to demand.[29][30][31]

Formation

[edit]

Power Destination

  • M – Motor car
  • T – Trailer car
  • C – Driver cabin
  • P – Pantograph

Coach Type

  • SW – Business Class Coach
  • ZY – First Class Coach
  • ZE – Second Class Coach
  • CA – Dining Car
  • ZEC – Second Class Coach/Buffet Car
  • ZES – Second Class/Business Coach
  • ZYS – First Class/Business Coach
  • ZYG – First Class Coach/Sightseeing Car
  • ZET – Second Class Coach/Premier Coach
  • ZYT – First Class Coach/Premier Coach

CRH3C

[edit]
Coach No. 1 2 3 4 5 6 7 8
Type ZET ZE ZEC ZY ZE ZET
Power Configuration MC TP M T M TP MC
Power Units Unit 1 Unit 2
Capacity 60+8 80 50 80 60+8
  • Train No. 3001–3080

CRH380B

[edit]
Coach No. 1 2 3 4 5 6 7 8
Type ZYS ZE ZEC ZE ZES
Power Configuration MC TP M T M TP MC
Power Units Unit 1 Unit 2
Capacity 28+5 85 75 63 85 40+5
  • Train No. 3571-3731, 3738–3754, 5637–5681, 5730–5761, 5787–5802, 5829–5888

CRH380BG

[edit]
Coach No. 1 2 3 4 5 6 7 8
Type ZYT ZE ZEC ZE ZET
Power Configuration MC TP M T M TP MC
Power Units Unit 1 Unit 2
Capacity 1 44+8 80 71 40 80 60+8
Capacity 2 28+5 85 75 63 85 40+5
  • ^1 Train No. 5546–5585
  • ^2 Train No. 5586-5600, 5626–5636, 5684–5729, 5762–5786, 5803–5822

CRH380BL

[edit]
Coach No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Type 1 ZYS ZY SW ZY ZE ZEC ZE ZYS
Type 2 ZYS ZY ZE CA ZE ZYS
Power Configuration MC TP M T M TP M TP M T M TP MC
Power Units Unit 1 Unit 2 Unit 3 Unit 4
Capacity1 2+37 56 24 56 71 80 / 80 2+37
Capacity2 3+13 56 80 71 80 / 80 3+13
  • ^1 Train No. 3501-3543, 5501–5545
  • ^2 Train No. 3544-3570, 3732–3737, 5823–5828

CRH380CL

[edit]
Coach No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Type 1 ZYG ZY SW ZY ZE CA ZE ZYG
Type 2 ZYS ZY ZE CA ZE ZYS
Power Configuration MC TP M T M TP M TP M T M TP MC
Power Units Unit 1 Unit 2 Unit 3 Unit 4
Capacity1 2+37 56 24 56 71 80 / 80 2+37
Capacity2 3+13 56 80 71 80 / 80 3+13
  • ^1 Train No. 5601
  • ^2 Train No. 5602–5625

Distribution

[edit]

As of August 2017, there are 80 CRH3C series EMU, 661 CRH380B series EMU and 25 CRH380C series EMU in service.

Operator Quantity Serial number Depot Notes
CRH3A
Chengdu Railway Bureau 59 3081-3111,
5230-5257		 Chengdu East
CRH3A-A
— 1 0510 —
CRH3A-A
Chengdu Railway Bureau 11 0512-0522 Guiyang North
CRH3C
Guangzhou Railway Group 21 3024, 3029, 3030, 3034, 3036, 3039, 3040, 3042, 3043, 3047, 3059–3061, 3063, 3065, 3066, 3068, 3069, 3072, 3076, 3080 Changsha
12 3023, 3025, 3027, 3028, 3045, 3052, 3064, 3067, 3070, 3071, 3073, 3074 Changsha West
Chengdu Railway Bureau 15 3005, 3006, 3022, 3026, 3031–3033, 3035, 3038, 3041, 3046, 3050, 3051, 3062, 3075 Chongqing North
32 3001-3004, 3007–3021, 3037, 3044, 3048, 3049, 3053–3058, 3077-3079 Chongqing West
CRH380BG
Shenyang Railway Bureau 36 5548-5555, 5558, 5559, 5562–5564, 5567–5569, 5572–5577, 5580, 5583–5587, 5595, 5596, 5684, 5685, 5689, 5713, 5774, 5815 Changchun
28 5686-5688, 5699, 5700, 5703, 5704, 5706–5709, 5724, 5725, 5728, 5729, 5763–5766, 5803, 5808–5812, 5817-5819 Dalian
24 5697, 5698, 5701, 5702, 5705, 5710, 5712, 5715, 5716, 5719, 5720, 5723, 5762, 5767–5771, 5775, 5777, 5806, 5813, 5814, 5816 Shenyang North
9 5690, 5772, 5773, 5776, 5783, 5784, 5804, 5805, 5807 Shenyang South
Harbin Railway Bureau 60 5546, 5547, 5556, 5557, 5560, 5561, 5565, 5566, 5570, 5571, 5578, 5579, 5581, 5582, 5588–5594, 5597–5600, 5626–5636, 5691–5696, 5711, 5714, 5717, 5718, 5721, 5722, 5726, 5727, 5778–5782, 5785, 5786, 5820-5822 Harbin West
CRH380B
Shanghai Railway Bureau 45 3573, 3581, 3585, 3589, 3593, 3594, 3600, 3603, 3604, 3606, 3609, 3611, 3618, 3619, 3623, 3626, 3629, 3634, 3640–3645, 3652, 3653, 3655, 3663, 3673, 3674, 3678, 3682, 3704, 3713–3719, 3721, 3728, 3739, 3741, 3743, 3752 Hefei South
31 3572, 3575, 3580, 3583, 3586, 3590, 3591, 3595, 3598, 3600–3602, 3605, 3607, 3612–3615, 3620, 3633, 3639, 3676, 3677, 3705, 3720, 3724, 3729, 3738, 3745, 3753 Xuzhou East
Guangzhou Railway Group 57 3577-3579, 3596, 3597, 3599, 3608, 3616, 3621, 3622, 3625, 3628, 3630, 3631, 3635, 3636, 3638, 3646–3648, 3650, 3651, 3654, 3656, 3658–3661, 3670, 3671, 3675, 3681, 3683–3690, 3698–3701, 3706–3708, 3710, 3722, 3725, 3727, 3744, 3746–3749, 3760 Changsha
Beijing Railway Bureau 19 5657-5669, 5671, 5738-5742 Beijing South
Jinan Railway Bureau 29 5643, 5644, 5646, 5650, 5672, 5673, 5679, 5681–5683, 5744, 5747, 5751, 5761, 5794, 5797, 5847, 5852, 5855, 5859, 5860, 5867–5870, 5881-5884 Qingdao North
28 5638, 5651, 5655, 5674, 5677, 5678, 5745, 5746, 5748, 5749, 5752, 5753, 5758–5760, 5789, 5796, 5799, 5800, 5830–5833, 5843, 5853, 5854, 5857, 5858 Jinan
Zhengzhou Railway Bureau 47 5649, 5653, 5654, 5670, 5676, 5680, 5733, 5735, 5736, 5756, 5757, 5787, 5788, 5790, 5791, 5795, 5801, 5802, 5835, 5837–5842, 5850, 5851, 5856, 5861–5866, 5872–5880, 5885-5888 Zhengzhou East
Xi'an Railway Bureau 55 3571, 3574, 3576, 3582, 3584, 3588, 3592, 3610, 3617, 3627, 3632, 3637, 3649, 3657, 3662, 3664, 3665, 3667–3669, 3672, 3680, 3691, 3692, 3694, 3697, 3709, 3712, 3723, 3726, 3730, 3731, 3740, 3742, 3750, 3751, 3754–3759, 3761–3771, 3773, 3774 Xi'an North
Lanzhou Railway Bureau 30 5637, 5639–5642, 5645, 5647, 5648, 5656, 5675, 5730–5732, 5734, 5737, 5743, 5750, 5652, 5754, 5792, 5793, 5798, 5834, 5836, 5844–5846, 5848, 5849, 5871 Lanzhou West
12 3624, 3666, 3679, 3693, 3695, 3696, 3702, 3703, 3711, 3772, 5755, 5829 Yinchuan
CRH380BL
Shanghai Railway Bureau 20 3504, 3505, 3510, 3516, 3517, 3519–3522, 3525, 3527, 3529, 3531, 3533, 3535, 3536, 3538–3540, 3542 Shanghai Hongqiao
9 3547, 3550, 3555, 3560, 3564, 3567, 3570, 3736, 3776 Shanghai Nanxiang
22 3501-3503, 3506–3509, 3511–3515, 3518, 3523, 3524, 3526, 3528, 3530, 3532, 3534, 3537, 3541 Hangzhou
18 3546, 3551, 3554, 3556, 3561, 3562, 3568, 3569, 3732–3734, 3775, 3777, 3778, 3781–3783, 3785 Hefei South
9 3545, 3553, 3565, 3735, 3737, 3779, 3780, 3784, 3786 Xuzhou East
Beijing Railway Bureau 11 5506, 5515, 5516, 5518, 5523, 5529, 5530, 5532, 5533, 5536, 5537 Caozhuang
Jinan Railway Bureau 14 5501, 5503, 5504, 5508, 5509, 5511, 5512, 5525–5528, 5534, 5539, 5540 Jinan
15 5502, 5505, 5507, 5510, 5513, 5514, 5517, 5519–5522, 5524, 5531, 5535, 5538 Qingdao North
Zhengzhou Railway Bureau 21 5541-5545, 5823–5828, 5889-5898 Zhengzhou East
Xi'an Railway Bureau 10 3543, 3544, 3548, 3549, 3552, 3557–3559, 3563, 3566 Xi'an North
CRH380BJ (formerly CIT400B)
China Railway 2 0301, A-0504 — Comprehensive inspection trains in orange livery
CRH380CL
Beijing Railway Bureau 11 5601, 5603–5605, 5607–5609, 5617, 5618, 5620, 5621 Beijing South
Shanghai Railway Bureau 14 5602, 5606, 5610–5616, 5619, 5622-5625 Xuzhou East

Accidents and incidents

[edit]

On 25 January 2018 the train number G284/281 from Qingdao railway station to Hangzhou East railway station, served by CRH380BL-5522 (staffed by Jinan Railway Bureau) was forced to make an emergency stop at Dingyuan railway station due to a fire on one of the main transformers installed in Coach 2 (ZY 552202).[32] Some 1400 passengers were evacuated, while the car affected by the fire has been completely burnt out. No injuries or casualties were reported.[33]

CRH3 on display in museums

[edit]
CRH3 999C at the Steam Locomotive Gallery

There is a CRH3 on display at the Steam Locomotive Gallery of Shenyang. It is CRH3 999C according to the sign in front of the train.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

China Railway CRH3

View on Grokipedia
from Grokipedia
The China Railway CRH3 is a family of high-speed electric multiple-unit (EMU) trains operated by China Railway Corporation, derived from the Siemens Velaro platform and adapted for China's extensive high-speed rail network. Introduced in 2008 on the Beijing–Tianjin intercity line ahead of the Summer Olympics, the CRH3 series features an extra-wide aluminum bodyshell design enabling greater passenger capacity, with operational speeds of 300–350 km/h and a tested top speed of 394.3 km/h. The development of the CRH3 stemmed from a €1.3 billion contract signed in November 2005 between and the Chinese for 60 eight-car trainsets, marking a significant initiative. The first three units were assembled at ' Krefeld facility in and shipped to in late 2007, while the remaining 57 were produced at CRRC Tangshan's locomotive works using German components and expertise. This collaboration enabled localized manufacturing, with subsequent variants like the 16-car CRH3 models built entirely in for longer routes such as –. The trains incorporate distributed underfloor traction with 50% driven axles, , and an ETCS-based control system adapted for Chinese standards, ensuring reliable performance in diverse climates from –40°C to +40°C. Key specifications of the standard eight-car CRH3 include a length of 200 m, width of 3,265 mm, and height of 3,890 mm, with a total weight of 447 tonnes and an under 17 tonnes on standard 1,435 mm gauge track. Powered by 25 kV 50 Hz overhead , it delivers 8,800 kW of traction power across 32 axles (16 powered), achieving from 0 to 200 km/h in 148 seconds and a of 3,700 m from 300 km/h. Passenger amenities emphasize comfort, with 601 seats configured as 72 in (including a lounge with a driver's cab view), 528 in second class arranged 2+3 abreast, a car, and multilingual LED displays for information and entertainment. The 16-car variant extends this to 1,026 seats, 399.3 m length, and 18,400 kW power for higher-capacity services. The CRH3 played a pivotal role in China's high-speed rail expansion, reducing – travel time to under 30 minutes and serving as a symbol of technological progress, as noted by Chinese President during its record-setting run in June 2008. Beyond the initial – deployment, CRH3 trains operate on major corridors including – and –, contributing to China's network that handled over 2.5 billion passenger trips annually as of 2023. Their wide-body design, 300 mm broader than European Velaro models, optimizes seating for Asian passengers while maintaining features like SF 500 bogies rated for 350 km/h. Ongoing evolutions, including double-traction capability for 400 m formations, underscore the CRH3's enduring influence on sustainable, high-capacity .

Overview

Description

The China Railway CRH3, known as , is a family of high-speed electric multiple units (EMUs) developed as a Chinese adaptation of the platform to meet the demands of the country's rapidly expanding network. Originating from a 2005 contract between and the Chinese Ministry of Railways, the CRH3 incorporated localized assembly and modifications to suit domestic infrastructure and passenger volumes, marking a key step in China's strategy to import and indigenize advanced rail technologies. First entering in 2008 on the Beijing–Tianjin intercity line, it exemplified the outcomes of agreements that enabled Chinese manufacturers like to gain expertise in high-speed train production. A defining feature of the CRH3 is its wider car body, measuring 3.265 meters across—30 centimeters broader than the standard Velaro design—which allows for increased passenger capacity, such as 601 seats in an eight-car formation configured with 2+3 seating in second class. This adaptation enhances comfort and efficiency for high-density routes while maintaining aerodynamic efficiency derived from the Velaro's proven modular structure. The trains are powered by low-maintenance three-phase asynchronous AC motors with cage rotors, providing reliable propulsion for operations reaching up to 350 km/h in service, with some variants capable of test speeds exceeding 380 km/h. The CRH3 played a pivotal role in building China's indigenous high-speed rail capabilities through the process, where foreign designs were reverse-engineered and progressively localized, fostering domestic innovation in areas like manufacturing and systems integration. Although newer indigenous designs like the Fuxing series (CR400) have largely succeeded it since 2017, with operational speeds of 350 km/h and enhanced autonomy, the CRH3 continues to serve on select lines, contributing to the network's reliability and capacity.

General Specifications

The China Railway CRH3, derived from technology, features standardized dimensions across its primary configurations to ensure compatibility with China's infrastructure. The train's body width measures 3,265 mm, while the height is 3,890 mm, allowing for efficient passage through tunnels and under overhead structures. Formation lengths vary by car count, with typical 8-car sets measuring approximately 200 m in total length. In terms of mass, the empty weight for an 8-car CRH3C configuration is around 447 tonnes, reflecting lightweight aluminum alloy construction to optimize energy efficiency. For longer 16-car sets, such as the CRH380BL variant, the empty weight increases to up to 980 tonnes, accommodating higher passenger capacities while maintaining structural integrity. The maximum is limited to 17 tonnes per axle, distributing weight evenly across the to minimize track wear. Power is supplied via 25 kV 50 Hz AC overhead , enabling reliable operation on electrified lines. Traction control employs IGBT-based variable voltage variable frequency (VVVF) inverters, driving asynchronous motors for smooth and high efficiency. The standard gauge of 1,435 mm aligns with international norms, facilitating . The braking system integrates regenerative capabilities within an electric framework, supplemented by pneumatic brakes for , to recover energy and ensure safety. This setup ... with stops capable of halting the train from operational speeds within controlled distances.
ParameterSpecification
Body Width3,265 mm
Body Height3,890 mm
Formation Length (8-car)~200 m
Empty Weight (8-car CRH3C)~447 tonnes
Empty Weight (16-car sets)Up to 980 tonnes
17 tonnes
25 kV 50 Hz AC overhead
Traction ControlIGBT-VVVF
Gauge1,435 mm
BrakingRegenerative, pneumatic

Development

Background and Technology Transfer

In the early 2000s, China intensified its focus on as a key driver of economic modernization and infrastructure expansion, building on recovery efforts following the 1997–1998 Asian financial crisis that highlighted the need for robust transport systems to sustain growth. In 2004, the , led by Minister Zhijun, abruptly shifted policy to mandate in procurement, inviting global bids to acquire cutting-edge expertise while fostering domestic capabilities. This led to pivotal agreements with international firms— (), (), and ()—in joint ventures with Chinese manufacturers such as South Locomotive & Rolling Stock (CSR) and North Locomotive & Rolling Stock (CNR), marking China's "market for technology" approach to leapfrog in rail innovation. The CRH3 series originated from the selection of platform for the – intercity railway, China's inaugural high-speed line, due to its proven distributed-power design and suitability for dense urban corridors. In November 2005, Siemens secured a €1.3 billion contract with the to supply 60 eight-car trainsets, known as Velaro CN, with the initial three prototypes fully assembled in at Siemens' facility from 2005 to 2007 to ensure quality and technology demonstration. These prototypes, initially labeled CRH3A, were delivered starting in late 2007; the first trainset departed on December 19, 2007, aboard the M/S Gjertrud , completing a six-week voyage to and arriving in January 2008. The deal incorporated explicit technology localization clauses, with committing to technical assistance for Chinese production of subsequent units using imported key components, enabling CNR's Tangshan plant to progressively build domestically. This collaboration aligned with China's "Go Global" strategy under the 11th Five-Year Plan (2006–2010), which prioritized massive railway investments—targeting 7,000 km of high-speed lines by 2010—to achieve technological self-reliance and fuel national economic scaling.

Production and Manufacturing

The production of the China Railway CRH3 series marked a pivotal shift toward full domestic manufacturing capabilities in China's high-speed rail sector, building on technology transfer agreements with Siemens. Primary production and assembly occurred at CRRC Tangshan Railway Vehicle Co., Ltd., with contributions from CRRC Changchun Railway Vehicles Co., Ltd. for certain components and later variants. Siemens provided initial components and oversight through joint ventures, enabling localization of critical systems like propulsion and control electronics. Manufacturing commenced in 2008 with the CRH3C variant, following the delivery of three fully imported trainsets from to support the – intercity line. The first domestically assembled CRH3C rolled off the line at on April 11, 2008, achieving a test speed of 350 km/h and demonstrating 70% localization in key areas such as the carbody and interior fittings. Between 2008 and 2010, CRRC facilities produced additional CRH3C units in collaboration with , fulfilling an initial order of 80 eight-car sets to expand high-speed operations. The CRH380B series, an evolved version optimized for 380 km/h operations, entered production in 2010 primarily at , incorporating fully localized traction systems and aerodynamics derived from the CRH3 platform. Peak manufacturing activity spanned 2009 to 2012, supporting rapid network expansion with hundreds of units across CRH3 variants, including 16-car CRH380BL configurations unveiled in September 2010. Localization efforts reduced dependency on foreign suppliers to under 10% by 2012, lowering per-unit costs through scaled domestic supply chains for aluminum extrusions and electrical components. As of August 2017, approximately 766 trainsets of the CRH3 family were in service, reflecting CRRC's overall capacity for high-speed EMUs. Production tapered off thereafter, concluding around 2017 as resources shifted to the next-generation Fuxing (CR400) series, with no new CRH3 builds reported after 2020 amid evolving standards for 400 km/h operations.

Design and Technology

Structure and Aerodynamics

The CRH3 employs an aluminum alloy body shell to achieve lightweight construction while maintaining structural integrity, with the eight-car formation weighing 447 tonnes. This material selection enhances overall efficiency by reducing energy consumption during high-speed operations. Aerodynamic optimization is central to the CRH3's , featuring a streamlined head shape and fairings that minimize air resistance. Compared to predecessor Velaro models, revisions to the aerodynamic concept reduced the equivalent air resistance surface by approximately 20%, contributing to improved energy efficiency and stability. Extensive testing validated these features, demonstrating operational stability at speeds up to 400 km/h, including under crosswind conditions. The incorporates SF 500 bogies rated for 350 km/h operations. Adaptations for the Chinese market include a wider body profile, measuring 3.265 meters externally, which provides an interior width enabling about 20% more than the standard 2.9-meter Velaro design. This expansion supports a 2+3 seating layout in second class while preserving crosswind stability, as confirmed through aerodynamic simulations and tests. For safety, the front ends incorporate energy-absorbing structures compliant with EN 15227 requirements, designed to mitigate impact forces in collisions.

Propulsion and Electrical Systems

The CRH3 employs distributed traction with three-phase asynchronous AC induction motors featuring rotors, providing reliable and low-maintenance power delivery for high-speed operations. Each motor delivers a rated output of 550 kW, with four motors per powered car in a , resulting in 2.2 MW per motor car. These motors are paired with water-cooled () () inverters, enabling variable voltage variable frequency (VVVF) control for precise speed regulation and efficient torque application. The overall power output for an 8-car formation, consisting of four motor cars, totals 8.8 MW, supporting acceleration to operational speeds of 350 km/h. For 16-car configurations in variants like the CRH380BL, the power scales to 18.4 MW, maintaining across extended consists. Traction power efficiency is governed by the equation P=V⋅I⋅cos⁡ϕP = V \cdot I \cdot \cos \phi, where VV is voltage, II is current, and cos⁡ϕ≈0.95\cos \phi \approx 0.95 represents the power factor for the AC system under typical loading. Power collection occurs via single-arm pantographs equipped with carbon contact strips, optimized for dynamic interaction with the 25 kV 50 Hz overhead catenary at speeds up to 380 km/h. These pantographs ensure stable current collection with minimal arcing and wear, contributing to reliable electrical supply during high-speed travel. The Train Control and Management System (TCMS) integrates propulsion, braking, and auxiliary functions through a Train Communication Network (TCN) utilizing wired train bus (WTB) and multifunctional vehicle bus (MVB) protocols for fault-tolerant data exchange. This system interfaces with China's CTCS-2 signaling, compatible with ETCS Level 2 principles, enabling automated train protection and supervision. Regenerative braking predominates, converting kinetic energy back to electrical power fed into the , enhancing overall system . When the cannot absorb excess energy, the system seamlessly transitions to pneumatic braking.

Variants

CRH3C and Prototypes

The CRH3C variant originated from a 2005 contract between the Chinese Ministry of Railways and for 60 high-speed trains based on the Velaro platform, with three units constructed in in 2007 to facilitate and testing. These , featuring an 8-car configuration, were rigorously evaluated for , achieving a maximum design speed of 350 km/h during trials. On June 24, 2008, one such set a Chinese record for steel-wheel-on-rail travel at 394.3 km/h on the Beijing-Tianjin high-speed line, demonstrating the train's aerodynamic and capabilities. The CRH3C employs a distributed traction layout with four motor cars (M) and four trailer cars (T), accommodating 601 seats in a mix of first-class, second-class, and accommodations optimized for comfort at high speeds. Operational speeds range from 300 km/h in standard service to 350 km/h where infrastructure permits, supported by a 9,200 kW traction output and 25 kV AC overhead electrification. The trains entered commercial operation on August 1, 2008, on the newly opened Beijing-Tianjin intercity railway, reducing travel time between the cities to about 30 minutes and marking China's entry into high-speed passenger rail. Unique to the are the SF 500 bogies, engineered for speeds up to 350 km/h with bolsterless construction to enhance ride stability and reduce noise. Production of the CRH3C totaled 80 units, including the three German-built prototypes and 77 sets assembled domestically by China Northern Railways (CNR) affiliates in and , achieving progressive localization rates up to 70% by the later batches. This manufacturing collaboration not only met immediate fleet needs for key routes but also built local expertise in assembly and maintenance.

CRH380B Series

The CRH380B series represents an evolution of the CRH3 platform, incorporating enhancements for higher operational speeds of up to 380 km/h while maintaining compatibility with China's extensive network. Developed by , this series emphasizes improved aerodynamics, propulsion efficiency, and passenger capacity to meet growing demand on major routes. The variants prioritize stability and reliability, with features tested rigorously to ensure performance at elevated speeds. The standard CRH380B configuration consists of an 8-car formation (4 motor cars + 4 trailer cars), providing 551 seats in a mix of second-class, first-class, and business accommodations. It achieves a maximum speed of 380 km/h, with each motor delivering a rated output of 575 kW and an of 17 tons. These trains entered commercial service in 2010, marking a key step in China's indigenous development. The CRH380BL extends the formation to 16 cars (8 motor cars + 8 trailer cars) for higher capacity, accommodating 1,043 passengers, including 46 VIP seats, 129 first-class seats, 791 second-class seats, and 38 restaurant seats. With a speed of 380 km/h and motors rated at 587 kW each, it underwent extensive testing, achieving a speed of 487.3 km/h during a trial on the Beijing-Shanghai line on January 9, 2011. Commercial operations commenced on January 13, 2011, demonstrating the series' capability for long-haul, high-density services. Dynamic simulations were performed to verify 16-car stability at 380 km/h, addressing potential lateral vibrations in motor cars observed during early tests. The CRH380BG serves as a specialized 8-car variant (4M+4T) akin to the CRH380B but optimized for operations in cold and snowy regions, featuring adaptations for harsh weather while retaining similar dimensions and speed ratings. It includes adjusted gearing to facilitate performance on mixed lines, enhancing versatility beyond dedicated high-speed corridors. Bogie designs in the series, influenced by international technology transfers, contribute to enhanced stability during high-speed runs. A total of 661 units across the CRH380B and CRH380BL configurations were produced, underscoring the scale of deployment.

CRH380CL

The CRH380CL represents a refined variant of the CRH3 high-speed train series, incorporating electrical components to enhance reliability and performance on demanding routes. This 16-car trainset features an 8M+8T configuration, with eight motorized cars and eight trailers, providing 1,053 seats and a total length of 400.47 m. Designed for 25 kV 50 Hz , it delivers a total power output of 19,200 kW through 32 axles each rated at 600 kW, enabling a maximum operating speed of 380 km/h and an of 17 t. The trainset mass is approximately 1,000 t, optimized for long-haul efficiency on China's extensive high-speed network. Key design advancements include a redesigned aerodynamic and integration of Hitachi's propulsion systems, which replace earlier Siemens components for improved traction and . Each powered car employs two converter-inverter units connected to a main , driving four 615-kW asynchronous motors in parallel, alongside a 3 × 160 kVA supply for onboard systems. These enhancements contribute to better , with motor designs achieving up to 30 dB lower operational noise compared to predecessors, supporting interior levels below 70 dB(A) at 350 km/h. Advanced HVAC systems, powered by the auxiliary supply, ensure consistent climate control across the formation, prioritizing passenger comfort during extended journeys. A total of 25 CRH380CL units were produced between 2012 and 2013 by CNR Railway Vehicles Co., Ltd., with the first trainset assembled at 's Mito Rail Systems division and subsequent electrical equipment manufactured at Hitachi Yonge Electric Equipment () Co., Ltd. Field trials commenced in late 2011 at the Academy of Railway Sciences test line, validating the integration of technologies. The variant entered regular service in spring 2013, primarily on high-density trunk lines such as the – and – high-speed railways, where it supports frequent operations at up to 350 km/h. While not setting standalone speed records, the CRH380CL contributed to series-wide testing that confirmed sustained high-speed capabilities, aiding 's expansion of connectivity.

CRH3A

The CRH3A is an 8-car electric multiple unit (EMU) variant of the CRH3 series, configured in a 4M4T formation with four motor cars and four trailer cars, measuring approximately 201 meters in length. It is designed for operational speeds of 160 to 250 km/h, making it suitable for regional high-speed lines with less demanding infrastructure requirements compared to full high-speed networks. Drawing briefly from the Velaro heritage of the original CRH3, the CRH3A adapts this technology for inter-city services, serving as a bridge between conventional rail and higher-speed high-speed rail operations while offering compatibility for mixed traffic scenarios. Production of the CRH3A began with prototypes rolled out in 2013 by and CRRC Changchun, but the main series manufacturing occurred between 2016 and 2017, resulting in 59 units. These trains entered on December 6, 2017, coinciding with the opening of the – high-speed railway, where they initially operated to support regional connectivity in . Key features of the CRH3A emphasize and capacity for its intended role, with a total power output of approximately 5.28 MW (5.12 MW at the wheel), reduced from higher-speed CRH3 variants to match lower acceleration demands. The interiors are economy-focused, featuring all-second-class seating in a 2+2 layout across 616 fixed, non-rotatable seats to maximize passenger accommodation, including wide aisles for standing passengers and provisions such as spaces and adapted toilets in select cars. This configuration supports efficient operations on routes with frequent stops and varied terrain, enhancing affordability for regional travel without compromising core safety and comfort standards.

CRH3X

The CRH3X represents an experimental prototype in the CRH3 family, designed by to introduce modular flexibility for operations. Its core concept revolves around a scalable formation capable of 2 to 16 , accommodating both single- and double-deck configurations to match fluctuating passenger volumes on inter-city routes. This adaptability supports operational speeds of 250 to 350 km/h, positioning it as a forward-looking solution for lines with variable demand. Development commenced around 2018, culminating in the prototype's unveiling in 2019. Key features of the CRH3X enable uncoupled operation, where individual units can detach and run independently without compromising performance, facilitated by shared power cars and reconfigurable traction systems. The design also incorporates multifunctional elements, such as restaurant cars equipped with lower-deck compartments for small insulated or refrigerated freight containers, blending passenger and light capabilities. These attributes aim to optimize resource use on routes where varies, allowing operators to adjust length dynamically rather than relying on fixed distributed-power formations common in earlier models. Innovations in the CRH3X include advanced automatic coupling mechanisms and control systems, which underpin its modular operations and have resulted in nearly 80 patents filed during development. As of 2025, the single prototype continues in testing phases at Tangshan's facilities, with no transition to full-scale production or commercial deployment reported. This ongoing evaluation focuses on validating its potential for enhanced efficiency in future high-speed networks.

Formation and Capacity

Configurations

The CRH3 series employs configurations to balance performance and efficiency across various operational needs, with motor cars (M) housing traction equipment and trailer cars (T) providing additional passenger capacity. Common setups include an 8-car formation of 4M+4T for shorter or lower-demand routes, resulting in a total of approximately 200 m, suitable for lines like the Beijing–Tianjin intercity railway. For high-capacity corridors, a 16-car arrangement of 8M+8T extends the to about 400 m, enabling greater passenger throughput on major trunk lines. Specific variants adapt these setups for targeted applications. The CRH3C maintains a fixed 8-car (4M+4T) configuration, optimized for standard high-speed services without provisions for extension. In contrast, the CRH380BL and CRH380CL series feature flexible 16-car (8M+8T) formations, allowing operation as complete units or potential for extended consists on busy networks. Power output in these multi-unit designs scales linearly according to the formula Total power=n×Pmotor\text{Total power} = n \times P_{\text{motor}} where nn represents the number of motor cars and PmotorP_{\text{motor}} is the rated power per motor car, ensuring consistent across formations.
VariantFormationMotor-Trailer RatioTotal Length (approx.)
Standard CRH38-car4M+4T200 m
CRH3C8-car4M+4T200 m
CRH380BL/CL16-car8M+8T400 m
Bogie designs underpin the stability and speed capabilities of these configurations. Prototypes incorporate Siemens SF5000 bogies, rated for up to 350 km/h, which provide precise lateral guidance and load distribution across both motor and trailer cars. Subsequent domestic production evolved these into localized versions, incorporating enhancements like adjusted spring parameters and widened yaw dampers to suit China's diverse track conditions while maintaining compatibility with imported technology. Coupling systems vary by formation type to support operational flexibility. Fixed sets, such as the CRH3C, use semi-permanent couplers for rigid inter-car connections, promoting structural integrity at high speeds. The CRH3X prototype introduces experimental automatic coupling, enabling rapid, tool-free joining of units for dynamic train assembly.

Interior Layout and Amenities

The CRH3 trains provide a tiered seating system to accommodate diverse passenger preferences, featuring business class with fully reclining leather seats for enhanced relaxation and privacy. First-class cars employ a 2+2 arrangement with swivel seats and additional legroom, while second-class sections utilize a 2+3 layout to balance comfort and efficiency. These configurations allow for rotating seats in most cars, except those with fixed setups in dining areas, promoting flexibility during travel. Passenger capacities vary by formation length, with standard 8-car sets seating approximately 557 to 601 individuals across classes, including provisions for one position. Longer 16-car variants double this to over 1,000 passengers, optimizing for high-demand routes. Onboard amenities focus on convenience and , including a dedicated or car in 8-car and expanded dining facilities in 16-car sets for snacks, meals, and beverages. Luggage storage features overhead racks and end-of-car areas, complemented by options such as spaces, adapted toilets, and electric water dispensers. Audio-visual systems with large screens and multiple channels enhance in first-class sections. Interior elements prioritize a quiet and controlled environment, with roof-mounted units and noise insulation. Wider aisles facilitate movement in crowded conditions, while generous overhead storage addresses the needs of high-volume Chinese rail travel. Power outlets and folding tables are standard at seats, supporting modern passenger requirements.

Operations and Deployment

Introduction to Service

The CRH3 trains, particularly the CRH3C variant, entered on August 1, 2008, with the opening of the – intercity railway, China's inaugural dedicated high-speed line designed for operations at up to 350 km/h. This debut aligned with preparations for the 2008 Beijing Olympics and represented the first commercial deployment of Siemens-derived Velaro technology localized for Chinese networks. Following this launch, CRH3 services rapidly expanded to support 350 km/h operations on additional routes by 2009, including the Guangzhou–Wuhan high-speed line, which became the country's first major long-distance HSR corridor. A significant milestone occurred on January 13, 2011, when the CRH380BL—an extended 16-car version of the CRH3 family designed for 380 km/h—entered commercial service operating at 350 km/h on the –Hangzhou and – high-speed railways, enhancing capacity and speed on key eastern corridors. Throughout these early years, the CRH3 series integrated with the Chinese Train Control Level 3 (CTCS-3) signaling, enabling precise train positioning, speed supervision, and safe interval management at elevated velocities. Initial operations encountered reliability challenges stemming from the adaptation of imported technologies to domestic conditions, including integration hurdles and occasional inconsistencies that affected . These were largely resolved through targeted software updates and localization efforts by 2010, though the July 2011 Wenzhou crash prompted further nationwide safety enhancements and temporary speed limits of 300 km/h on high-speed lines until 2017. The CRH3 network grew substantially during this period, expanding from three operational lines in 2008 to more than ten by , as part of China's aggressive HSR buildup that increased dedicated track length from under 700 km to approximately 19,000 km.

Routes and Operators

The CRH3 series serves as a cornerstone of China's network, primarily on dedicated passenger lines designed for speeds exceeding 300 km/h. Key routes include the Beijing–Tianjin railway, a 120 km line operational since that connects the capital with in approximately 30 minutes, utilizing the CRH3's capabilities for frequent, high-frequency services. The Wuhan–Guangzhou , spanning 968 km, also employs CRH3 variants to facilitate rapid connectivity between central and southern , with journey times reduced to under three hours. Additional primary lines encompass the Zhengzhou–Xi'an passenger dedicated line and the Shanghai–Nanjing railway, where CRH3 trains contribute to efficient travel across eastern and central regions. These routes collectively enable daily operations covering extensive distances, with individual units accumulating up to 200,000 km of service mileage, underscoring their durability in demanding conditions. Operators of the CRH3 fall under the State Railway Group Co., Ltd., the national railway operator, through its regional subsidiaries that manage specific high-speed corridors. The Railway Administration oversees CRH3 deployments on the Beijing– line, ensuring seamless integration with urban transport hubs. In southern , the Guangzhou Railway Group handles operations on the Wuhan– route, supporting high-volume passenger flows between major economic centers. The Railway Bureau manages eastern lines like Shanghai–, while the Railway Bureau deploys CRH3A variants on western routes such as Zhengzhou–. As of 2025, the CRH3 series remains exclusively domestic, with no recorded exports to international operators. CRH3 trains typically operate as G (gaotie) and D (dongche) category services on dedicated high-speed lines, achieving operational speeds of 300–380 km/h to maximize throughput on long-distance routes. The CRH3A variant, designed for and regional applications, runs on C (chansi) and Z (zhuanlie) services at up to 250 km/h, accommodating shorter-haul patterns with higher acceleration for urban-adjacent networks. These patterns allow flexible scheduling, with trains often completing multiple round trips daily to meet . The CRH3A variant is suited for operations at up to 250 km/h on select or upgraded lines, supporting energy efficiency and infrastructure longevity.

Fleet Status

Distribution and Numbers

The CRH3 family includes variants such as the CRH3C, CRH380B, CRH380BL, CRH380CL, and CRH3A, with hundreds of trainsets in active service across China's network as of 2024. These trainsets are distributed primarily along major high-speed corridors, including the – and Guangzhou-based southern networks, with significant maintenance and deployment at depots such as Chongqing North and Hongqiao. No major new deliveries of CRH3 variants have occurred since , reflecting a focus on maintenance and optimization rather than expansion. This stable fleet continues to support China's high-speed operations.

Retirements and Upgrades

Early CRH3C units, produced starting in 2008 as part of localization efforts by and , underwent extensive testing for vibration, noise, and pressurization. Some early units were retired or reassigned by 2015 after reaching significant mileage. Withdrawals of older CRH3 variants have occurred as they approach their 20-year design lifespan, with progressive replacement by the CR400 Fuxing series on high-speed lines. Fleet rationalization efforts include upgrades for compatibility and amenities. The remaining CRH3 fleet is expected to see further phase-out by around 2030 in line with design lifespans, though some units may be repurposed for regional services after overhaul.

Safety Record

Incidents and Accidents

The most notable incident involving a China Railway CRH3 train occurred on January 25, 2018, when train G281, operated by CRH380BL set number 5522 en route from to East, experienced a at Dingyuan station in Province. The originated in the traction transformer of the second car due to an electrical fault, resulting in severe damage to that car. Approximately 1,400 passengers were safely evacuated with no injuries reported. The Corporation investigated the event, confirming the electrical fault as the cause and leading to fleet-wide enhancements in to prevent similar occurrences. No fatalities have been recorded in any CRH3 incidents. Since the event, no major incidents have been reported for the CRH3 fleet as of November 2025, underscoring its improved operational reliability.

Safety Measures and Improvements

The CRH3 high-speed train incorporates advanced core safety features to mitigate risks during high-speed operations. Central to its protection systems is the integration of the (ETCS), which functions as an Automatic Train Protection (ATP) mechanism to enforce speed limits, prevent , and avoid collisions by continuously monitoring train position and movement authority. Redundant power systems further enhance reliability, featuring four independent converters that allow the train to operate at 75% of maximum (6,400 kW) even if one unit fails, ensuring continued safe propulsion without abrupt stops. The Train Control and Management System (TCMS), built on the (TCN) with wired train bus (WTB) and multifunctional (MVB) architectures, provides real-time health diagnostics for critical components, facilitating and rapid fault isolation to minimize downtime and operational hazards. This monitoring capability contributes to the overall low failure rates observed in China's fleet, reported at 0.57 incidents per million kilometers, reflecting the system's and fault-tolerant design. Following the 2011 Wenzhou accident, which prompted nationwide safety reviews across China's network, enhancements were implemented for the CRH3 fleet, including upgraded monitoring protocols for wheel and systems to detect overheating and structural anomalies in real time, thereby preventing potential derailments. Additionally, was bolstered with fireproof materials in equipment rooms and structural elements, along with advanced detection and suppression systems, as part of ongoing upgrades to meet evolving operational demands. These measures have significantly improved the train's resilience, aligning with broader efforts to reduce accident risks in high-speed environments.

Preservation

Museum Displays

The CRH3 train features prominently in static museum exhibits across , preserving its role in the nation's heritage for public education and appreciation. A key example is the CRH3-999C prototype, placed on display at the Steam Locomotive Gallery—also known as the Shenyang Railway Museum—since 2015. This exhibit allows visitors to explore the train's interior layout, advanced technological components, and engineering innovations derived from the platform, offering insights into the evolution of Chinese technology. These museum displays serve an educational purpose, illustrating the historical development of and incorporating interactive elements that detail the CRH3's European technological origins. The Shenyang installation, in particular, integrates with the gallery's extensive collection of locomotives, emphasizing the transition from traditional steam power to modern electric multiple units. As part of broader rail heritage sites, such exhibits promote public understanding of railway advancements without operational context. Potential additional displays exist at the Railway Museum, though full CRH3 trains remain unconfirmed there as of 2025, with the site instead featuring scale models and simulators for . Access to these venues is generally open to the public, often with guided tours or admission fees supporting ongoing preservation efforts.

Preserved Examples

As of November 2025, no retired CRH3 variants are confirmed to be preserved for utilitarian purposes such as training or parts salvage at manufacturer facilities. Any withdrawn units, if they exist amid ongoing fleet modernization, are not publicly documented, with preservation efforts primarily limited to museum displays.

References

  1. https://assets.new.siemens.com/siemens/assets/api/uuid:3eb8ab8a-2cf5-4360-8ddc-7a24f2230380/velaro_cn_en.pdf
  2. https://www.railwaygazette.com/news/siemens-high-speed-train-sets-sail-for-china/32559.article
  3. https://assets.new.siemens.com/siemens/assets/api/uuid:09b97318-f3d5-48b2-bcb3-2e5def30b47c/high-speed-train-velaro-cn-data-sheet-en.pdf
  4. https://www.railwaygazette.com/news/velaro-sets-chinese-speed-record/33078.article
  5. https://cesi.econ.cuhk.edu.hk/wp-content/uploads/Lin_Yatang_International-Technology-Transfer-and-Domestic-Innovation_Evidence-from-the-High-Speed-railway-Sector-in-China.pdf
  6. https://assets.new.siemens.com/siemens/assets/api/uuid:f8bb84ab18e118497745eb3d7221e0ce7c2d1b9b/siemens-mobility-velaro-brochure-en.pdf
  7. https://www.crrcgc.cc/en/73_5129/73_6628/73_6631/index.html
  8. https://www.sciencedirect.com/science/article/pii/S2095809920300230
  9. https://www.schaeffler.com/remotemedien/media/_shared_media/08_media_library/01_publications/schaeffler_2/datasheet_1/downloads_4/rfb_013_de_en.pdf
  10. https://www.crrcgc.cc/en/2016-02/26/article_56C779FD8BA944F2AAEDC4B119B1F5EF.html
  11. https://blogs.lse.ac.uk/businessreview/2016/10/13/chinas-highly-successful-demand-for-technology-transfer-in-high-speed-trains/
  12. https://reason.org/transportation-news/chinas-high-speed-rail-boondoggle/
  13. https://www.crrcgc.cc/en/
  14. http://www.bfginternational.com/transportation/projects/china-railways-crh3-china
  15. https://www.railwaygazette.com/news/tangshan-rolls-out-its-first-350-km/h-train/32885.article
  16. https://www.railway-technology.com/projects/siemens-velaro-high-speed-trains/
  17. https://www.crrcgc.cc/tsen/
  18. https://www.railwaygazette.com/news/china-orders-100-high-speed-trains/33884.article
  19. https://govt.chinadaily.com.cn/s/201901/29/WS5c502481498e27e338037d2c/crrc-changchun-railway-vehicles-co-ltd.html
  20. https://english.www.gov.cn/news/202410/08/content_WS67053412c6d0868f4e8eb978.html
  21. https://link.springer.com/article/10.1007/s11431-012-4863-0
  22. https://assets.new.siemens.com/siemens/assets/api/uuid:76bd8e38-7ea4-43ad-b7d4-4d7ca9be50a9/fachartikel_zev-rail_siemens_velaro_en.pdf
  23. https://link.springer.com/article/10.1007/s40534-021-00231-4
  24. https://www.legco.gov.hk/yr14-15/english/panels/tp/tp_rdp/papers/tp_rdpcb1-237-1-e.pdf
  25. https://www.crrcgc.cc/en/2016-02/24/article_BBFE506272C04633831BEDC58E19C694.html
  26. https://onlinelibrary.wiley.com/doi/10.1155/2016/6031893
  27. https://fullavantenews.com/china-railway-etcs-test-facility-hungary/
  28. https://welcometochina.com.au/the-evolution-of-chinese-high-speed-trains-from-zero-to-480km-h-7728.html
  29. https://www.railway-technology.com/projects/beijing-tianjin/
  30. https://www.crrcgc.cc/en/2016-02/29/article_C49CC51D1D83478CA25A35C2A9CA53A9.html
  31. https://www.crrcgc.cc/en/2015-09/25/article_C5D42CD4EE3A4A9D88CF30AAC97C9BF4.html
  32. https://link.springer.com/chapter/10.1007/978-3-642-27960-7_10
  33. https://www.engineering.org.cn/engi/EN/10.1016/j.eng.2020.01.008
  34. https://www.railwaygazette.com/cnr-tangshan-rolls-out-crh3a/38393.article
  35. https://www.china-emu.cn/Trains/Model/Detail-23001-201-1.html
  36. https://en.namu.wiki/w/CRH3
  37. http://en.people.cn/n3/2017/1204/c90000-9300142.html
  38. https://www.railjournal.com/rolling-stock/crrc-tangshan-reveals-flexible-formation-high-speed-emu/
  39. https://www.crrcgc.cc/ckgf/2016-04/12/article_7724D8F497274571B3E5F0CD38E7CC16.html
  40. https://www.cccme.cn/products/detail-8157915.aspx
  41. https://www.journeysetc.com/beijing-to-shanghai-bullet-train-or-plane/
  42. https://help.g2rail.com/railways/china-railway/carriers/china-railway-%25E5%2592%258C%25E8%25B0%2590%25E5%258F%25B7%25E9%25AB%2598%25E9%2593%2581
  43. https://documents1.worldbank.org/curated/en/933411559841476316/pdf/Chinas-High-Speed-Rail-Development.pdf
  44. https://www.mdpi.com/2071-1050/14/13/7930
  45. https://www.traintrackers.com/international_html/Chinese_Railway_CRH380BL-5516.html
  46. https://link.springer.com/article/10.1631/jzus.A1600747
  47. https://www.railwaygazette.com/news/high-speed/wenzhou-crash-leads-to-speed-reductions/35992.article
  48. https://www.worldbank.org/en/news/press-release/2019/07/08/chinas-experience-with-high-speed-rail-offers-lessons-for-other-countries
  49. https://uic.org/com/IMG/pdf/cp300_en-2.pdf
  50. https://www.bjreview.com.cn/photo/txt/2008-04/25/content_112918.htm
  51. http://www.xinhuanet.com/politics/2017-11/17/c_1121970243_2.htm
  52. https://journals.sagepub.com/doi/10.1155/2014/284043
  53. https://www.worldscientific.com/doi/pdf/10.1142/9789811206757_bmatter
  54. http://www.xinhuanet.com/politics/2017-09/09/c_1121636693.htm
  55. https://m.okjike.com/originalPosts/5b970746e2d1d30016e6c6ec
  56. https://www.sohu.com/a/576460355_100146324
  57. https://www.railwaygazette.com/in-depth/china-high-speed-family-gets-ready-to-move-faster/68997.article
  58. https://news.cgtn.com/news/3463544e7a677a6333566d54/index.html
  59. https://news.cgtn.com/news/3d63444e786b4464776c6d636a4e6e62684a4856/share_p.html
  60. https://international-railway-safety-council.com/wp-content/uploads/2018/07/yunshuang-railway-safety-innovation-and-cooperation-pres.pdf
  61. https://www.railjournal.com/passenger/high-speed/wenzhou-crash-report-blames-design-flaws-and-poor-management/
  62. https://www.researchgate.net/publication/260029933_In_situ_health_monitoring_for_bogie_systems_of_CRH380_train_on_Beijing-Shanghai_high-speed_railway
  63. https://commons.wikimedia.org/wiki/File:CRH3_999C_at_Shenyang_Railway_Museum.jpg
  64. http://www.trainfrontview.net/crh/mus_she.htm
  65. https://www.travelchinaguide.com/attraction/beijing/railway-museum.htm
Add your contribution
Related Hubs
User Avatar
No comments yet.