Taiwan Railway ( TR) is a state-owned conventional railway in Taiwan. It is operated by the Taiwan Railway Corporation under the supervision of the Ministry of Transportation and Communications, responsible for managing, maintaining, and running conventional passenger and freight Rail transport services on of track in Taiwan.
The railway was previously operated by Taiwan Railways Administration (TRA). On 1 January 2024, Taiwan Railway Administration became a state-owned corporation, Taiwan Railway Corporation.[ TRA becomes Taiwan Railway Corporation International Railway Journal January 2, 2024]
Overview
Construction of railway service on Taiwan began between
Keelung and
Hsinchu in 1887 under the
Qing dynasty and was significantly expanded by the under Japanese occupation.
As a result, Japanese influence and heritage persists to this day on Taiwanese railways.
Similarities between TR and the Japan Railways (JR) companies can be found in
Railway signal, signage, track layout,
, station architecture, and operating procedures. As Japan's southern base during World War II, Taiwan's railways suffered significant damage by Allied air raids. Following the surrender of Japan in the aftermath of World War II, the Taiwan Railways Administration was established on 5 March 1948 to reconstruct and operate railway infrastructure, with as its first director-general.
TRA was a government organisation that fell under Taiwan's Ministry of Transportation and Communication (MOTC) and employed around 13,500 people (4,700 in transportation and 7,700 in maintenance titles) and directly operated some 682 route miles of Track gauge railways.[Abbott, James (ed.) Jane’s World Railways, 38th Ed., Coulsdon, Surrey, England, 1996.] Three mainlines form a complete circle around the island.
Since the early 1980s, conventional railway capital improvements have been nationally funded and managed by the MOTC's Railway Reconstruction Bureau, then turned over to TRA for operations.
Local and intercity passenger services (5am–1am, very few overnight trains) operate at 95.3% on-time performance. 2008 annual passenger ridership was 179 million (incurring 5.45 billion passenger-miles), generating US$434 million in revenue.[Ministry of Transportation and Communication, Taiwan Railways Administration, Accounting Office. 2008 Statistical Annual Report. Banqiao, Taiwan, 2008. Retrieved from railway.gov.tw on March 15, 2010.] Commuter trains carry 76% of riders (43% of passenger miles). WCML carries >90% of ridership. TRA's loose-car and Unit train bulk freight services haul mainly aggregates (58% of tonnage), cement (26%), and coal (9%). In 2008, 9.5 million tons of freight (481 million ton-miles) generated US$28.6 million in revenue. Limited container services operate between the port of Hualien City and suburban Taipei, but loading gauge restrictions preclude piggyback operations. During typhoon season, small trucks are carried on flatcars when highways are closed by flooding or mudslides.[Rail News Speed Report. Typhoon Parma Impacts. In Taiwan Rail News, Volume 192, Page 30, Sanchong, Taiwan, November–December, 2009.]
In the past, a shipper-owned light railway network (762 mm gauge, never operated by TRA) handled freight services throughout Taiwan and once boasted 1,800 route miles. Largely abandoned today, it served important industries including sugar, logging, coal, salt, and minerals.
Unlike JR East and MTR, revenues from ancillary businesses accounted for only 17.8% of TRA's revenues.
Staffing costs, pension benefits, capital debt, changing demographics, highway competition, and low fare policies resulted in accumulated deficits nearing US$3.3 billion.[Reddy, Alla, A. Lu, and T. Wang. Subway Productivity, Profitability, and Performance: A Tale of Five Cities. In Press, TRB Paper No. 10-0487. In Transportation Research Record 2143, Transportation Research Board of the National Academies, Washington, D.C, 2010.]
Recent growth in the highway system and increased competition from bus companies and airlines has led to a decline in long-distance rail travel (except during major holidays such as Chinese New Year), though short and intermediate distance travel is still heavily utilized by commuters and students. The high-speed rail line is not run by TR, and is also a major source of competition. To offset this TR has begun placing an emphasis on tourism and short-distance commuter service. This has led to several special tourist trains running to scenic areas and hot springs, the addition of dining cars (originally deemed unnecessary due to Taiwan's relatively small size), and converting several smaller branch lines to attract tourists. Additionally, several new stations have been added in major metropolitan areas, and local commuter service increased. Its boxed lunches remain the company's most popular product with sales totaling NT$320 million (US$10.8 million) in 2010 (around 5% of its annual revenue).
On December 31, 2010, TR signed a NT$10.6 billion contract with Sumitomo Group and Nippon Sharyo to supply 17 tilting train sets capable of traveling .
History
The first Taiwanese railway was completed during the Qing era in 1893. In 1895, the
Qing dynasty ceded
Formosa (Taiwan) to the Empire of Japan after the First Sino-Japanese War. The line was about in length but in a poor condition when the Japanese arrived:
The Official Japanese Annual Report of 1935 states (under title Colonial Railways Section II Taiwan):
Due to damage sustained from American bombardment of Taiwan as well as general wartime neglect, Taiwan's railway, both track and equipment, were in a state of advanced disrepair after the Retrocession of Taiwan. Over 1,400 spans of railway bridges had insufficient loading capacity, and over half of railroad tie were decomposed.
In the passenger service department, the TRA introduced the 32100 class of coaches in a streamliner style, as part of its premier service between Taipei and Kaohsiung. Reserved seating was introduced to the railroad initially on this service. Due to a shortage of coaches, TRA converted boxcars as third class passenger coaches; these were phased out in 1961.
A feature of TRA's passengers services today is that each service generally consists of only one class of service, attracting one fare rate. This policy originated in 1951, when the TRA purchased 10 third-class coaches (named TP32200 class) and, instead of augmenting existing services, made two trains consisting of only these new coaches. These trains thus had only a single class of service, deemed in line with the egalitarian ethos of public policy. By 1953, the TRA extended the mono-class policy to all its services, most of which hitherto had consisted of coaches of multiple classes. This would remain TRA's longstanding practice with only a few exceptions: a parlor car was present on the premier train between 1953 and 1957, the Fu-hsing Semi Express, at introduction, briefly was a economic section of the Chu-kuang Express in the same rake, and, recently, the introduction of the EMU3000 class, which features a business class section.
Timeline
-
1887: Construction begins on first railway in Taiwan between Keelung and Taipei in early March. (Imperial approbation obtained by Qing dynasty governor Liu Ming-chuan, as part of development of new Taiwan Province.)
-
1891: First rail line completed; branch from Twatutia to Keelung, driven by English engineers
-
1893: First Formosa railway completed.
-
1895: Taiwan ceded to Japan by Qing dynasty following the end of the First Sino-Japanese War. Ministry of Taiwan Railway established by the Japanese Government. Reconstruction begins of Kīrun-Taihoku branch to avoid numerous short curves and steep grades. Work is also performed on the line leading from Taihoku to the south. Total cost of these improvements reaching nearly two million yen. Railway under direct control of the Military Department.
-
1897: The railway comes under control of Civil Department.
-
1898: Local island government announces its intention of carrying on the work itself. Plans formulated by chief engineer Hasegawa.
-
1899: Work started on the southern line from Kaohsiung (打狗) north to Tainan, a distance of ; completed in November 1900. Japanese Diet granted 30,000,000 yen for ten years to cover cost of mainline from Taihoku to Takow.
-
1900: The Keelung and Hsinchu lines were repaired. Rolling stock was added. Work commenced on the short branch line from Taipei to Tamsui District; completed in June 1901. Over 7 million yen spent by Japanese government on Formosan railways by 1903.
-
1908: Mainline from Taihoku to Takao is completed.
-
1922: The West Coast line (Chikunan - Changhua) is completed.
-
1924: The Yilan line (Hatto - Suō) is completed.
-
1926: The Taitō Line (Hualien City - Taitung City) is completed.
-
1941: The Pingtung line (Kaohsiung - Fangliao) is completed.
-
1940–1945: The railways are repeatedly bombed by the Allies during World War II.
-
1945: Retrocession Day the Republic of China.
-
1948: Taiwan Railways Administration established.
-
1949: Taiwan becomes the main base of the Republic of China government after losing the civil war in the mainland to the Chinese Communist Party.
-
1979: West Coast line fully electrified. The North-link line is completed.
-
1989: Rail lines running through downtown Taipei moved underground. The new Taipei Main Station is completed. The Shen-ao line ceases passenger operations.
-
1991: The South-link line completed, completing the rail loop around Taiwan.
-
1997: Online reservations become available.
-
1998: The Former Mountain line ceases operations.
-
2000: The Yilan line is electrified.
-
2001: Various special trains targeting tourists are offered.
-
2003: The North-link line is electrified.
-
2007: The Taroko Express begins operations. The launch of Local Express trains with the delivery of Taiwan Railway EMU700 series.
-
2010: The former Mountain line is reopened to steam trains on special occasions.
-
2011: The Shalun line is opened. The Liujia line is opened.
-
2012: The Linkou line ceases all operations. The creation of Miss Taiwan Railway (臺灣鐵道少女).
-
2013: The Puyuma Express begins operation.
-
2014: The new local train EMU800 begins operation. The maximum speed of local trains is increased to 130 km/h.
-
2021: The new local train EMU900 begins operation.
-
2022: Final Fu-Hsing Semi-Express train journey.
-
2024: Taiwan Railway Administration became a state-owned joint-stock corporation, Taiwan Railway Corporation, on January 1, 2024.
Network design
TR's network and services reflect strong centralized planning. Although TR is one of many passenger transport operators, its infrastructure allows multiple and convenient connections between modes. Joint transportation and land-use planning make railway projects effective land-development tools.
Mainline tunneling
The Japanese planned Taipei's railway tunnel prior to WWII. Their main impetus was the major Chung-Hwa Road (Route 1) trunk highway crossing. Taipei's Railway “Undergroundization” Project (Phase I) was approved in 1979, including Taipei Main Station (TMS), 2.8-miles of two-track underground railway, and Banqiao and Nankang yards. Completed in 1989 and costing US$600 million,
[Railway Reconstruction Bureau, Taiwan Ministry of Transportation and Communication. Taipei Main Station, Songshan, Wanhua-Banqiao, Nankang, and Hsinchu-Naiwan Project Briefs. Retrieved from rrb.gov.tw on March 14, 2010.] it replaced the historic Japanese-era Taihoku-eki and Hwashan yard, eliminated grade crossings in Taipei's congested
Wanhua District, providing operating efficiencies. Like New York's Penn Station project,
[Vantuono, William C. Reconquering Gotham. In Railway Age, April 2010.] which buried 5.5 route-miles between North Bergen, N.J. and Hunterspoint, Queens by 1908, Taipei Main Station catalyzed urban redevelopment. Development was extensive but not without cultural costs.
[Chen, Wai-Shu (陳韋臻). To Residents Outside Wanhua: Urban Renewal May Someday Demolish Your Home. In POTS Weekly (“破週報”), Taipei. Retrieved from pots.com.tw on October 26, 2010.] Modern office towers and underground malls replaced Japanese-era wooden shanties and wholesale outlets,
but historic temples were preserved.
Later phases completed the four track mainline tunnels, relocated yards to permit transit-oriented development (TOD), and provided a corridor for a much-needed crosstown expressway (Civic Boulevard). By 2008, US$5.8 billion were invested:
Banqiao District-Xike (16.0 miles) was tunneled, including all trackage within Taipei City, and Xike-Wudu (3.1 miles) was elevated under the TR elevatization program.
[Sungho Culture Company Limited. Taiwan Ministry of Transportation and Communication, TRA Tourism Express Travel Guide (Map), Taipei, 2009.] Nankang's Software Park, Exhibition Centre, and Xike's Science Park were developed around this time.
Run-through services
Taipei is Taiwan's capital and ultimate destination for TR's mainlines. Explosive growth since 1980 made Taipei a 10-million population metropolis sprawled over four counties. To accommodate suburban commuters, and to serve passengers traveling to/from
Edge city, Taipei was envisioned as a through station, allowing West coast trains to operate to Taipei's eastern suburbs, and vice versa.
Through-running reduces platform occupancy times, maximizes one-seat rides, and distributes passengers over multiple stations, reducing crowding. Trains can be moved through Taipei's terminal district in arrival sequence, providing some delay absorption capability. Only ~20% of passenger trips originated/terminated at Taipei Main Station. Trains are turned at outlying yards (where turnback tracks are expressly provided), minimizing conflicting movements.[Taiwan National Chiao-Tung University Railway Research Association (國立交通大學鐵路研究會). Taiwan Railways Operation Diagram (Stringline Chart), Version 5. Hsinchu, Taiwan, June 16, 2009.] Observation at Banqiao revealed substantial transfer activity between TR and Taipei metro.
In the 1990s, east coast trains terminated at Banqiao; WCML trains terminated at Nankang/Keelung. All trains thus operate over the busy Banqiao-Nankang (Bannan) section, effectively providing urban
transportation by utilizing surplus capacity on longer-distance through trains. Commuter trains made all suburban stops, while Amtrak-like expresses stopped only at major hubs. These days, most East Coast services terminate at Shulin Station, which is the location of a major TR yard. West Coast services mainly terminate at Qidu Station, which is the location of another large rail yard.
Railway facility relocation
To support metropolitan growth, Banqiao yard moved west to Shulin, and Nankang yard east to
Qidu District during the mid-2000s, extending through operations to approximately 10 miles either side.
Banqiao Station, Taipei, and
Nangang Station became major interchanges. Like Boston's NorthPoint project
planned for a Boston & Maine yard, the former Banqiao yard is now Banqiao station and a successful TOD site. Like the CREATE (Chicago Region Environmental and Transportation Efficiency) plan,
[CREATE Program Final Feasibility Plan, August 2005. Retrieved from createprogram.org on October 31, 2010.] through-running allows yards and freight facilities to move from center city (Hwashan, Songshan) to suburbs (
Shulin District, Qidu), with cheaper land and better highway access.
Rapid transit integration
Taipei metro shows substantial integration with the network, reflecting Taipei's close municipal central government relationship. Taipei Rapid Transit Corporation's (TRTC) was converted from Tamsui railway line, while and roughly follow the TR mainline
[Kirby, Matthew and P. Holmes. Taiwan Railways Alignment and Station Maps. Retrieved from on May 11, 2010.] and the former Xindian railway line. TR accepts metro farecards within metropolitan Taipei. Four metro lines converge at Taipei Main Station, making subways the local distribution system of TR. New intercity bus terminals were constructed near Taipei Main Station in 2009.
[Mo, Yan-Chih. Taipei Bus Station Opens Amid Fears of Heavy Traffic. Retrieved from Taipei Times, Taipei, August 20, 2009 on April 19, 2010.] Like NJ Transit’s Newark and LIRR’s Jamaica stations, Banqiao and Nankang interchanges afford TR penetration into western and eastern
neighbourhoods without long hackney rides or backtracking.
Commuter rail and HSR
TR’s maximum commercial speed is 130 km/h (81 mph) whereas HSR operates up to 300 km/h (187 mph). Although TR’s long-distance services potentially competes with HSR, Taiwan’s HSR is focused on origin-destination markets over 100 miles
[Bureau of Taiwan High Speed Rail, Ministry of Transportation and Communication. Taiwan North-South High Speed Railway Plan (Unpublished Presentation). Banqiao, Taiwan, January 2010.] like Taipei–
Taichung (HSR – 45 minutes on the fastest service; TR – 95 minutes on the
Puyuma Express), whereas TR served shorter-haul trips like Taipei–Hsinchu (30 versus 49 minutes).
HSR serves Taipei, Banqiao, and Nangang TR interchanges via shared corridors. Except for Taipei (and surrounding stations), HSR stations are located out-of-town, minimizing environmental impacts and property acquisition, maximizing economic development potential, and allowing low curvature alignments.
[Bureau of Taiwan High Speed Rail, Ministry of Transportation and Communication. Taiwan South-North High Speed Railway – Introduction to Mechanical and Electrical Systems Engineering. Banqiao, Taiwan, August 2008.] Commuter rail acting as shuttles operated by the TR connects HSR with established provincial downtowns, solving “last mile” problems.
In Hsinchu, HSR and TR stations are three miles apart. Parts of TR's Neiwan line were electrified and rebuilt as a modern commuter railroad, costing US$280 million to connect Hsinchu's historic downtown with the HSR. Connections generate benefits for both modes and catalyze development near HSR stations, much as Interstate interchanges attracted economic activity. This is a transit-oriented version of Beltway success stories played out across 1980s America.
Infrastructure and scheduling
TR's infrastructure might be described as making up for lower track miles with sidings. TR operated single-track sections on busy mainlines until 1998. Double-track sections can accommodate trains at different speeds; passing movements don't interference with opposing traffic, allowing scheduled throughputs of ~15 trains per hour per direction. Scheduling practices assume staff can respond to
unforeseen delays and out-of-sequence trains by dynamically utilizing available infrastructure.
TR has recently installed advanced signalling on the northernmost portion of the West Coast line around Taipei, and has performed extensive capacity analysis to maximize train throughputs.[Lai, Yung-Cheng;Wang, Szu-Han;Jong, Jyh-Cherng. Development of Analytical Capacity Models for Commuter Rail Operations with Advanced Signaling Systems. Transportation Research Board 2011 Annual Meeting. amonline.trb.org Retrieved July 29, 2012.]
Passing tracks at local stations
Double-ended sidings (
Passing loop) good for typical passenger trains (10–12 cars) are provided at 3–8 mile intervals, at local stations. Some stations have an
island platform serving middle siding tracks, and straight-through outside bypass tracks. Schedules provide extra dwell time for trains to hold until an express passes, also serving as en route recovery time, improving reliability. Some stations in single-track territory feature three passing tracks, allowing freight or other equipment to be stowed while opposing passenger trains pass one another. Close proximity of sidings allows TR to squeeze 5–6 tph (both directions, mixed traffic) out of single-tracks.
[Taiwan Railway Company LTD. “How One” Taiwan Travel Passport (Taiwan Railways Administration Passenger Schedule), Version 9. Banqiao, Taiwan, January 15, 2010.]
Double island platforms at transfer stations
Train terminations and transfers (express/local, branch/mainline) occur at strategic interchanges where
double island platforms and full crossovers are provided. Platforms between siding and mainline
provide cross-platform transfers, and allow staff to clear terminating trains without obstructing mainline.
Where many trains originate/terminate, additional platforms are provided. Crossovers allow convenient
layover access and easy
Multiple unit (MU) reversals.
Side platforms and through tracks
Island platforms are not ideal for vertical passenger flow. Side platforms allow direct access from stationhouse through
fare control. Through track serves the stationhouse at major stations, where most expresses stop. Middle bypass tracks are available for switching, temporary equipment storage, train preparation, and allows passenger trains to pass freights.
Stationhouses are usually on the northbound side (up direction, to Taipei), where originating passengers are voluminous. At minor stations, mainline serves the island platform; locals serve the stationhouse while waiting for overtaking expresses.
Explicit scheduling and dispatching priorities
Like classic American railroads, TR's published timetable specifies train class (thus dispatching priority). Premium-fare expresses, like
Tze-Chiang Train, have highest priority and almost never take sidings.
Customers understand the system, and are not surprised when lower priority trains are held, allowing others to pass.
Train dispatcher decisions are fairly straightforward; even when trains are out of sequence, stationmasters do not hesitate to hold trains if releasing them could delay a subsequent Tze-Chiang. Close proximity of sidings means unscheduled holds are likely short, usually less than 5 minutes.
Schedule, ridership pattern, and demographics
TR's schedules are not tightly constrained by clock face patterns or policy headways. Extra trains and cars are added on peak travel days to accommodate holiday traffic. 6~8% more departures are scheduled on Fridays, Saturdays, and Sundays. TR riders span the full gamut including lower-income (students, young adults) and minorities (
Hakka people, Taiwanese indigenous peoples) but also choice riders (vacationing families, foreign tourists, monthly commuters). Elderly passengers are common, but wheelchair passengers are rare; not all stations are handicap accessible and not all rolling stock are level-boarding.
Fare differentials between expresses and locals provide market differentiation. HSR ridership is observably more affluent, capturing many former airline passengers.
[Agence France-Presse. Airlines Hit as Taiwan Bullet Train Takes Off. Retrieved from The Standard, Hong Kong, July 19, 2007 on October 26, 2010.]
Operating practices
Operations on different railroads are variations of similar general principles. TR's practices are like JR's: somewhat labour-intensive, but immediate on-site accountability and close supervision contribute to high service quality, good delay-recovery capabilities, skills to execute complex maneuvers, and throughputs closer to theoretical line capacity than otherwise achievable.
Stationmasters, train regulation, and dwell process
Many TR stations have "stationmaster duty offices". Stationmasters (their deputies, or platform staff) perform train regulation and signalling functions right from the platform, and provide train crew oversight. Two station crewmembers work busy locations, one per direction. They sound a whistle to warn waiting passengers of imminent arrivals. Passengers standing in yellow danger zones are asked to step back. As trains approach, they hand-signal drivers. Unreserved trains (without assigned cars) berth close to fare control, while expresses berth according to platform car markers, minimizing onboard baggage-carrying by passengers looking for assigned seats.
Stationmasters may indirectly reduce overruns by providing immediate accountability.
TR's stationmasters and conductors jointly manage dwell time, like their counterparts at LIRR's Jamaica. Stationmasters regulate trains by enforcing correct train sequences and departure times; holding to time is actually a legal requirement.
Conductors as captains
On board, conductors' primary responsibilities are not ticket examinations – station fare controls provide coverage. Instead, conductors operate doors and announcement systems, ensure onboard safety, sell onboard tickets, provide customer information and assistance, supervise onboard crews, perform emergency procedures, and troubleshoot equipment where possible. The position's multidisciplinary nature is reflected in Asian terms for "conductor" – in Guoyu, in
Cantonese, and in Japanese (still informally used on TR) – which translates to "consist manager" or "train handler". They have overall responsibility for smooth onboard operations and customer experience, actively directing cleaners, attendants, even bento vendors.
Onboard services
On TR expresses, cleaners periodically move through the train to remove trash, even proactively asking passengers if visible food items are finished. Train attendants offer bento boxes, drinks, souvenirs, and suncakes (traditional gifts for visiting friends) from small carts.
Ticketing
TR's tickets were printed on traditional Edmondson presses until Japan's
NEC supplied a computerized ticketing and reservation system in the late 1980s. Almost all stations are divided into
Paid area (platform) and unpaid (waiting room) areas. Normally, ticket examiners govern platform access, checking and punching tickets as passengers enter. Conductors perform onboard ticket checks near peak load points or every ~100 miles, verifying that passengers hold train-class appropriate tickets, and dispense step-up and zone extension fares from portable ticket printers. Examiners also control access to unpaid areas at destinations, ensuring all passengers paid full distance-based fares. Used tickets are collected and not returned to passengers unless cancelled by stamps (similar to postmarks). Those arriving without appropriate tickets (i.e. requiring "fare adjustments") are assessed 50%
Penalty fare, giving passengers incentives to find conductors on board to purchase step-up fares. Tickets are validated at origin, destination, and sometimes en route;
Fare evasion thus would require elaborate two-ticket schemes or exiting from paid area without going through
fare control. Fare evasion rates are thought to be low.
Proof-of-payment methods are not used.
Fare structure
TR's passenger fares are highly regulated and strictly distance/train-class based (short trips <6.3 miles require 34~73 cents minimum fare.) Express fares are 11.7 cents (per passenger-mile); locals are 5.5 cents.
Within Taipei municipal zone, single trips are 58 cents regardless of distance/class. Unlike HSR, no time- or demand-based off-peak discounts are offered. Periodic (limited-ride) commutation
tickets and multi-ride carnets are available. Fares are generally competitive with private commuter and
intercity buses. Express trains operate with higher load factors and are more profitable.
Fare validation
Fare validation requires substantial infrastructure (paid/unpaid areas), labour-intensive manual ticket examinations, and consequent speed-accuracy trade-offs. During the 2000s, TR incrementally replaced older thermal ticket printers with automated fare collection (AFC) devices using magnetic-backed stock. Busy stations have faregates to speed up validation. Tickets can be inserted in any orientation. Gates align, check, and mechanically punch tickets prior to opening. Validations are fast and can be "pipelined" or "stacked" (i.e. following passenger can insert ticket while previous passenger is proceeding through the gate). Passenger counting sensors quickly close gates when as many passengers entered as valid tickets processed. When exiting, faregates collect and cancel single trip tickets.
However, many locations still use heat-sensitive tickets without ATC, requiring one ticket examiner per fare control. Examiners punch and collect non-magnetic tickets, provide customer information and assistance, troubleshoot AFC malfunctions (e.g. mutilated tickets), and return cancelled (stamped) tickets to passengers requiring proof-of-travel for expense claims. TR volunteers (with yellow vest) staff some gates. Volunteers, like America's auxiliary police and volunteer firefighters, include carefully selected and specifically trained members of the public, and retired industry personnel.[User e88111 from Kaohsiung. Taiwan Railways Volunteer (Poem). In Nameless Station (Blog), December 17, 2008. Retrieved from wretch.cc on October 24, 2010.] and report turnstile jumpers and AFC malfunctions to employees. Station management has considerable latitude in determining work scope of volunteers.
Ticketing processes
Most TR stations feature staffed ticket offices, supplemented by
Ticket machine (TVMs) at busy locations. Unreserved single or day-return tickets must be purchased on the day of travel (to prevent ticket reuse), leading to ticket queues at peak commuter periods. Passengers purchasing advance tickets can delay entire queues, causing imminent train departures to be missed. To maximize passenger throughput, separate ticket windows provide train information, today's tickets, and advance or commutation tickets. Some daily ticket windows only accept cash, further decreasing transaction times. Ticket windows at busy stations can be dynamically switched between different functions, minimizing daily ticket queues.
Fare vending machines
Early machines designed primarily for commuters are essentially receipt printers,
accepting only coins (no bills) and prepaid magnetic TransitChek-like cards – not credit cards.
Passengers must first insert coins (amount deposited is displayed), then press numerous lighted buttons sequentially to specify traveller count, train class, single/return/concessionary, and destination. Buttons light up only when adequate coins are inserted. TVMs sell only unreserved single/round-trips to local destinations (<50 miles) from the current station. Earlier button presses constrain subsequent choices: destinations for which insufficient fares were paid (in selected train class) do not activate and have no effect.
This machine's target audience is regular travellers who already know required fares. Passenger experiences for first-time customers can be confusing, but once customers learn this TVM, unreserved day ticket transactions are processed much faster than on typical full-feature machines. Machines need only electricity (not network connections) and staff to replace ticket stock, remove coins, and clear jams.
Like Vending machine, they are robust, self-contained, and have been deployed to remote locations.
Long distance TVMs selling advance-purchase, reserved-seating, and prepaid internet/phone tickets were developed later. These more complex machines, functionally similar to Amtrak's Quik-Trak, are available at principal West coast stations.
Contactless Smartcard fare payment
TRTC pioneered transitcards in 2000 via affiliate Taipei Smart Card Corporation, which performs backoffice functions for TRTC, Taipei's Taipei Joint Bus System (market-sharing conference) group of bus companies, and other EasyCard merchants. In 2008, TRTC assisted TR in implementing entry-exit smartcard fare collection
[Taipei Rapid Transit Corporation. Annual Report 2008. Taipei Rapid Transit Corporation, Taipei, 2009.] for local travel within Taipei's metropolitan zone (Keelung-
Zhongli District), offering 10% discounts from regular local train fares. Smartcard holders can travel on regular local and
express trains, but not Tarokos, Puyumas, sightseeing specials, nor in business class. When travelling on expresses, smartcard seats are unreserved. As expresses are often sold out, EasyCard offers de facto standee discounts. Travelers with only a smartcard entry and no reserved seat ticket boarding onto Taroko and Puyumas express trains will receive a considerable fine. All others including Chu-kuang and Tze-chiang express trains are available for smartcard entry.
Origin/destination validation and existing fare control areas made smartcard implementation easier.
Instead of punching tickets to enter and relinquishing tickets to exit, users tap-in and tap-out. Faregates are replaced with newer integrated designs as funding allows. In the interim, ticket collectors visually verify each transaction on low-cost stand-alone terminals, allowing rapid deployment.
Smartcard development in Taiwan is currently fluid. With 13 million cards issued, readers for Mifare
Classic-based EasyCard are already installed at convenience stores like FamilyMart.
Legislation authorizing "Third Generation e-Purse" (stored value limit ~US$300) was passed in March 2010, allowing smartcard payments for low-value non-transportation items, like Hong Kong's Octopus Card. Three major competitors hold regional subway/bus fare collection franchises (Taipei's "Youyoka" EasyCard, Mid-Island's Taiwan Easy Go "TaiwanTong", and Kaohsiung's "I Pass"), and TR has active pilots with both EasyCard and TaiwanTong. Taiwan's MOTC expects to eventually integrate all electronic farecard systems nationwide.
Rail pass
Besides single ticket, TR has also been offering various types of rail pass, with which travelers can ride on trains without buying single tickets. Currently, TR offers
TR Pass to travelers such that they have unlimited ride on trains within the set period. The pass has two versions - the General Pass and the Student Pass. TR first offered the Student Pass to foreign students in December 2006 in order to attract more foreign visitors. The offer was extended to local students in 2009. Finally, parallel to the Student Pass, a General Pass, which could be used by everyone, was issued in 2010, so as to replace the ineffective "Round-the Island Pass" (環島週遊票), which had been offered since 1998.
The Round-the Island Pass had several restrictions making it unpopular. First, holders of the pass must either travel in the clockwise or anti-clockwise direction without traveling backwards. Secondly, travelers could only pick seven stops to get off and visit. Once a traveler has got off in seven stations, the pass became invalid. These restrictions were deemed too restrictive and limited the use of the pass.
Passenger information systems and signage
TR takes a holistic and comprehensive approach towards passenger information. Devices used (in both English and Chinese) range from schedule posters, fixed signage to departure monitors and next-train displays.
Split-flap display boards, monitors, or smaller LED displays are provided at major terminals and principal stations. One display per control area shows boarding times and track assignments. Delays as short as one minute are posted. Large acrylic signboards show departure times and fares at smaller stations. Ubiquitous clocks throughout stations and facilities make it difficult to find spots where fewer than two clocks are immediately visible.
Platform signage, next train identifiers
Backlit acrylic signs (airport-style with iconic representations) identify platform and carriage numbers, and provide directions to facilities like restrooms and elevators. Boxes display schedules, tourist information, and service change notices. Large signs (legible from passing trains) indicate station names, and distances to previous/next stations, for use by passengers and crew. Platform LED displays provide next train identity, departure time, delay information, and context-sensitive
messages, including public service announcements.
Onboard displays and announcements
TR's mixed fleet ranges from 1960s hauled stock to new
Taroko Express and commuter trains. Newer trains feature automated display/announcement systems with high-density dot-matrix LEDs like Taipei's metro. On long-distance coaches with longer time between station stops, scrolling displays are used. Like in Continental Europe, automated onboard announcements are multilingual.
Announcements are in four major languages (
Standard Chinese, Taiwanese,
Hakka Chinese, and
English language). In rural areas, announcements are also made in local aboriginal languages; Taitung line has the aboriginal Pangcah/Amis language. In unusual situations, conductors can usually make announcements in at least two languages.
Trains lacking automatic train location features are not simple to retrofit. TR devised low-cost multi-lingual "announcement boxes" connected to the public address system, manually triggered by conductors on approach to stations.
Exterior train identification
Identifying arriving trains quickly and accurately is equally important to employees and passengers.
Classically, lighted acrylic destination signboards are manually changed at terminals. Recent modernization efforts provided exterior LED displays showing destination, route, train number, and class. Newest cars have bilingual flexible displays built-in. Train numbers are especially important on expresses, helping customers identify seat reservations.
Modernisation
Under the Railway Bureau, many projects have been undertaken to modernise the railway system and improve its efficiency.
Under the "East Railway Improvement Project", the route between Taipei Station and Hualien Station was electrified.
Railway lines in eastern Taiwan are undergoing electrification and double-tracking improvements to increase train speeds from to .
Corporatization of TRA
Because of the several hundred-billions TWD of liabilities, and the legal person type of TRA is considered a block for elasticity operations of railway systems, there were several campaigns and groups set up that aim to take
privatization and
corporatization actions for TRA since 1990s. In May 2022 the
Executive Yuan approved an act, called
Taiwan Railways Limited Liability Company establishment ordinance, it's ruled that TRA will transit to be a state-owned railway company that operate exclusively by the government, set up a fund to handle debts of TRA, no employees of TRA will be axed, and consider raising up salaries by 3~5%.
According to the ordinance, TRA is scheduled be renamed to
Taiwan Railways Corporation Limited by January 1, 2024.
Lines
Current passenger lines
-
(西部幹線): to
-
(東部幹線): to
-
(南迴線): Pingtung to Taitung
Branches
-
(平溪線): to
-
(六家線): to
-
(內灣線): to
-
Chengzhui line (成追線): to
-
(深澳線): to
-
(沙崙線) : to
-
(集集線): to
Other lines
-
Keelung Harbour line (基隆臨港線)
-
Hualien Harbour line (花蓮臨港線)
-
Taichung Harbour line (台中港線)
-
Kaohsiung Harbour line (高雄臨港線)
-
Former Mountain line (舊山線): Sanyi to Houli. A former path of the Taichung line closed in 1998. Reopened in 2010 to steam trains on special occasions. has been declared a historical site.
Planned
-
Hengchun line (恆春線): Kaohsiung - Kenting
Defunct
-
Donggang line (東港線): Zhenan, Pingtung County – Donggang, Pingtung County. Passenger service discontinued in 1991, completely closed in 2002.
-
Dongshi line (東勢線): Fengyuan, Taichung City to Dongshi District, Taichung City. Passenger service discontinued in 1991. Transformed into a bike trail by the Taichung City government.
-
Shengang line (神岡線): Tanzi District, Taichung City to Daya District, Taichung City. Service discontinued in 1999. Also transformed into a bike trail.
-
Tamsui line (淡水線): to Tamsui District, New Taipei City, closed in 1988 for metro construction. Replaced by of Taipei Metro on a similar route.
-
Hsintien line (新店線): to Xindian, closed in 1965. Replaced by the Taipei Metro of Taipei Metro on a similar route.
-
Linkou line (林口線): Taoyuan District to Linkou District, closed in 2012. Transformed into a bike trail.
-
Xinbeitou branch line (新北投線): Beitou District (Beitou station to Xinbeitou station), closed in 1988 for metro construction. Replaced by the Xinbeitou branch line of the Taipei Metro.
-
Songshan Airport line: Songshan station to Songshan Airport, closed in 1976.
-
Hsinchu Airport line: Hsinchu station to Hsinchu Airport, closed in 1997 and converted to a road.
-
Kaohsiung Port line: Kaohsiung station to Kaohsiung Port station, closed in 2018 and converted to the circular light rail line.
-
Pingtung Airport Line: Pingtung station to Pingtung Airport, closed in 1997.
-
Zhonghe line: Banqiao station to Zhonghe station, closed in 1990 for metro construction. Replaced by Taipei Metro of Taipei Metro.
-
Sanzhangli branch line: Huashan station to Lianqin 44th Arsenal, closed in 1986.
Services
Regular services
| +
!English
!Chinese
!Description
!Reserved seats
!Standard fare |
| Regional rail | 區間 | Short to medium distance services which stop at all stations | None | /km |
| Fast local | 區間快 | Short to medium services which skip some stops | None |
| Chu-kuang | 莒光 | Long haul services which skip some stops | Available | /km |
| Tze-chiang | 自強 | Long distance services which stop at major stations | Available | /km |
| Taroko express, Puyuma express, Xin Tze-Chiang | 太魯閣、普悠瑪、新自強 | Long haul services with few stops and use tilting(excluding Xin Tze-chiang) trains to minimise travel times | Required |
With the exception of the Ordinary services (see below), all trains are modern and air conditioned. Many of the Ordinary train carriages, on the other hand, are almost 40 to 50 years old.
Limited services
-
Diesel express: Only available on the Pingtung line. Fares are equal to regional express trains.
Retired services
-
Kuang-hua express (光華號) Operated using the DR2700 series from 1966 to 1979. It set the TR's pre-electrification speed record.
-
Kuan-kuang express (台鐵觀光號) Operated using locomotive hauled coaches from 1961 to 1978. Some trains in this service featured dining cars, and it was Taiwan Railways' premier service between its introduction in 1961 and the introduction of the Chu-kuang Express in 1970.
-
Limited express (對號車) came in two iterations:
-
As part of its premier service, starting April 1949, TRA offered assigned seating in the first class coach on the morning express departing daily from Taipei (train no. 1) and Kaohsiung (no. 2); in October, this extended to second and third class. In November, this express was elevated to a limited express (特快對號車) after cutting its running time, becoming the first ever in Taiwan to be so ranked. After the mono-class reform of 1953, the train consisted of a parlor car (erstwhile first class), express coachs (erstwhile second class), and dining coach serving western food. The whole rake was replaced with the SP32700 class recliner coach (坐臥兩用車) in September, which had 52 seats over a 20m body (more spacious than 17m express coaches with 64 seats, thus attracting a higher fare). When the SP32750 class (very similar to SP32700) launched in 1961, it was rebranded as the Kuan-kuang express (above).
-
Train no. 1 ran under the monicker Cheng-kung Express (成功號), and no. 2 under Ming-chuang Express (銘傳號); these named trains commemorated Koxinga and Liu Mingchuan, ostensibly owing to their role in the development of Taiwan.
-
The better-known "Limited Express" (對號特快) commenced in January 1959 as trains nos. 3501/3502 between Taipei and Taichung, using SP32300 coaches with reversible seats. TRA drastically increased service frequency under this category between 1966 and 1970 when SP32400, SP32450, SP32550, SP32600, and SP32700 class coaches were launched; all these had 64 seats over a 20m body. This service was phased out in 1988 as it lacked air conditioning and appeared less competitive than services with.
-
Equality express (平快車) commeced in April 1951, departing daily around noon from Taipei (train no. 3) and Kaohsiung (no. 4). This name was initially specific to the two services with rakes of five TP32200 coaches, bought with US aid, plus dining coach. The monicker "Equality" referred to their mono-class rakes, as opposed to the multi-class ranks normal at the time. Eventually, TRA began to replicate mono-class services with second-class coaches that were judged similar to the TP32200 coaches, extending the monicker "Equality" to them as well. TRA abolished multi-class services entirely in December 1953, so all services consisting of second-class coaches became known as Equality expresses. TRA increased service frequency under this category until its withdrawal in 2005 and replacement with the Fast Local Train.
-
At least when the service began, the quantity of tickets available was fixed, thus theoretically ensuring all passengers had seats, though assigned seating was not offered for these services.
-
Ordinary (普通車): As a rule, ordinary trains stop at all stations, have no air conditioning, and are the least expensive. Assigned seating is not available. Under Japanese rule, stopping trains existed in both loco-hauled (long distance) and gasoline railcar variants, continuting after Retrocession of Taiwan. Prior to the mono-class reform of 1953, long-distance stopping trains typically consisted of second and third class coaches, with one service per day consisting of all three classes. Afterwards, stopping trains consisted solely of third class coaches (henceforth known as "ordinary coaches"). At the time, third class coaches had unpadded wooden bay seats, but such inferior conditions were improved from 1957 by the introduction of commuter coaches with padded longitudinal seats. Over time, long-distance stopping trains were phased out in favour of express trains, with remaining services truncated and oriented towards commuters.
Chu-kuang Express
In 1970, the Taiwan Railways Administration solicited equipment loans from the World Bank to increase transport capacity, the most important passenger vehicle is the 35SP32850 class, purchased from a consortium led by Japan's Hitachi, for a total of 27 vehicles.
On February 3, 1970, Chu-kuang service was initiated with Trains #1011 through #1014 on the West Coast line between Taipei and Taichung, hauled by EMD G22 class diesels (TR classification R100 class). Fares were set at three times the per-mile cost of ordinary local service, as much as NT$117 for certain origin-destination pairs. On February 20 of the same year, the service was initiated between Taipei and Kaohsiung.
The first Chu-kuang Expresses in the 1970s used a variety of different vehicles; although the models vary, but the body are universally white with blue line, with one door per side, and in the interior there are carpets and velvet sofa seats. After the completion of the West Coast line electrification project in 1978, all coach bodies were fully painted into orange livery, and service continued to grow.
1986 saw the introduction of rooftop air-conditioning type Chu-kuang coaches (10200 series), like the previous launch of 35SPK2200 on the Fu-Hsing Express, the air conditioner is moved to the stainless steel lightweight roof, and each coach was outfitted with a single door per side (manually operated). In addition, these Chu-kuang saw introduction of TR's first disability-accessible coach, the FPK11300 type.
Rolling Stock
TR uses a variety of railway vehicles to provide both freight and passenger service.
Electric Multiple Units
Diesel Multiple Units
| +
!Name
!Description
!Manufacturer(s)
!Image
!Notes |
| DR3100 | Intercity Tze-Chiang Express DMU | Nippon Sharyo
Tang Eng Iron Works | | |
| 45DR1000 | Branch Line DMU | Nippon Sharyo
Tang Eng Iron Works | | |
| DR3200 | Hybrid DMU | TRSC | | Expected to enter service in early 2026, Replacing 45DR1000. |
Electric Locomotives
| +
!Name
!Description
!Manufacturer(s)
!Image
!Notes |
| E500 | Tze-Chiang Express Locomotive | Toshiba | | Replacing E1000 and E200-E400. |
| E1000 | Tze-Chiang Express Locomotive | Union Carriage & Wagon
Alstom | | To be replaced by E500. |
| E200, E300, E400 | Chu-Kuang Express Locomotive | General Electric | | To be replaced by E500. |
Diesel Locomotives
| +
!Name
!Description
!Manufacturer(s)
!Image
!Notes |
| R200 | Freight Locomotive | Stadler Rail | | Replacing R20,R100. |
| R100, R150, R180, R190 | Freight Locomotive | General Electric | | |
| R20 | Freight Locomotive | General Electric | | To be replaced by R200. |
Tourism Trains
| +
!Name
!Description
!Manufacturer(s)
!Image
!Notes |
| Future (train) | Excursion train | TRSC (Refurbish) | | |
| Breezy Blue | Excursion train | Ching Yang Railway Machinery (Refurbish) | | |
| Haifeng | Excursion train | Shyh Jia Enterprise (Refurbish) | | |
| Shanlan | Excursion train | Shyh Jia Enterprise (Refurbish) | | |
| DR2300 | Excursion train | TRSC (Refurbish) | | |
-
Diesel hydraulic switching locomotives: Originally purchased in the 1970s for the narrow-gauge East Coast Mainline, re-gauged for after the line was converted. Mostly used for switching duties.
-
(Taiwan Railway E1000 series): High-capacity express passenger trains. The locomotives were built by UCW of South Africa, while the carriages were built by Hyundai of Korea. Extra cars for the push-pull trainsets were manufactured by Rotem.
-
Hauled coaching stock: Express passenger stock from Japan and Korea, as well as by Taiwanese companies.
-
Freight wagons: gondolas, , , refrigerator car, livestock cars, , mail cars, etc.
See also
-
Rail transport in Taiwan
-
Transportation in Taiwan
-
Taiwan High Speed Rail
-
Taipei Railway Workshop
-
Taiwan Railway Bento
Notes
Words in native languages
Citations
Sources
External links
