Beijing–Taipei High-Speed Rail to Be Fully Operational by 2035 京台高铁2035年全面通车 跨海段有5套建设方案

Five Construction Plans Proposed for the Cross-Sea Section

The Beijing–Taipei High-Speed Rail (HSR) starts at Beijing South Railway Station and passes through cities such as Tianjin, Jinan, Hefei, and Fuzhou, with its terminus planned at Taipei High-Speed Rail Station. The full length is about 2,200 kilometers. Among these, the Beijing–Fuzhou section has long been in operation, and Pingtan—the closest point to Taiwan—was connected by rail in 2020. The distance from Pingtan to Taipei is about 130 km, and this section has not yet begun construction.

For the 126-km Pingtan–Hsinchu (Taiwan Strait) gap, five construction solutions have been proposed:
1. A cross-sea bridge
2. A subsea tunnel
3. Artificial islands + bridge–tunnel combination
4. Land reclamation through sand-blowing and infill
5. A ferry system

Overall, the bridge–tunnel combination may become the most feasible compromise: drawing inspiration from the Hong Kong–Zhuhai–Macau Bridge model, it would use a hybrid layout of “bridges in shallow waters + tunnels in deep waters,” balancing navigation needs with seismic requirements.

Meanwhile, a ferry solution could serve as a transitional “surprise option,” offering the lowest-cost and fastest method of achieving connectivity while buying time for the ultimate long-term construction plan.

京台高铁起点为北京南站，途经天津、济南、合肥、福州等城市，终点为高铁台北站，全长约2200公里。其中，北京至福州段早已实现通车，离台湾最近的平潭已于2020年实现通车，平潭至台北距离约130公里，这一段尚未开工.

平潭-新竹”这126公里的台海天堑，有5套建设方案。

1.跨海大桥方案。
2.海底隧道方案。
3.人工建岛+桥隧结合方案。
4.吹沙填海人工造陆方案。
5.轮渡方案.

综合来看，桥隧结合方案或成最大公约数：借鉴港珠澳大桥模式，通过“浅水区桥梁+深水区隧道”混合布局，平衡通航与抗震需求。而轮渡方案可能成为过渡阶段的“奇兵”，以最低成本快速实现联通，为终极方案建设争取时间。