Xiongan New areas are highly regarded by the Beijing regime and promoted by Chinese state media as the “thousand-year plan.” However, it is currently in a dire state due to the slow development and shortage of finance. News of unfinished construction is continuously spread. The latest news is that the Xiongan station—six times as large as Beijing stations—currently operates with a dismal number of passengers.
Radio Free Asia said on June 29 that the “thousand-year plan” of Xiongan New Area is led by the General Secretary of China, Xi Jinping. He “personally made the decision, personally developed, personally promoted,” and continuously transmits news of the unfinished construction.
Affected by the epidemic prevention and control policies of Beijing and Hebei and the development status of Xiongan New Area, Xiongan Station only maintains one train to and from Beijing West Station per day. Huayu Finance asked, “If a high-speed rail line is open and operating with a poor number of passengers, is it a serious waste of expenses and misallocation of resources?”
An Epoch Times reporter logged on to the 12306 China website (12306.cn) to check and discovered that the trains from West Beijing to Xiongan only use line C2723. It departs at 7 p.m. and arrives at Xiongan at 8:05 p.m.
Xiongan Station has only one train to and from Beijing West Station daily.
The full scale of Xiongan station is 13 platforms and 23 railway lines, with a total construction area of over 5 million sq. ft—equivalent to 6 Beijing stations or 66 football fields. When it opened in December 2020, Chinese state media described Xiongan station as “the guarantor of China’s new high-speed railway.”
When the Chinese regime promoted the Xiongan New Area plan five years ago, it boasted that it would spend $4.5 trillion to “build a city of the future.”
On April 1, 2017, the Beijing government announced its decision to establish the Xiongan New Area in Hebei Province. So far, five years have passed, and the Xiongan New Area has not improved much.
On Aug. 20, 2018, Yin Zhi was an expert on the planning and design of the Xiongan New Area and a professor at the School of Architecture of Tsinghua University. He said that the political reasons for the slow construction progress of the Xiongan New Area are: “Not encouraging exploration and innovation of systems and mechanisms, not encouraging the responsibility of government.” Therefore, the construction of Xiongan New Area is not in the time of “Clement weather, favorable terrain, and concord among the people.” That’s why nearly two years have passed. So far, there has been no movement because many things are still ambiguous.”
On Jan. 16, 2019, Xi Jinping expressed displeasure while inspecting the Xiongan New Area in Hebei province. He said that Xiongan “in the past two years, has hardly added a single brick.”
On April 1, 2020, it can be seen from some images released by Chinese state media that the construction efforts at the site of the Xiongan New Area had not yet completed the main structure, and the surrounding area still contained large tracts of wasteland.
Rong Jian, a Mainland scholar, tweeted mockingly, “Xiongan, Asia’s largest high-speed rail station, has a dismal number of passengers. It doesn’t matter, as this is a millennial plan.”
The Chinese state media have praised the Xiongan New Area as a “thousand-year plan and a great national event.” Tang Xin Yuan, a special commentator of Vision Times, once wrote the article “Can Xiongan New Area bring big changes to China?.” He said China had had more than a dozen New Areas. However, the political ecosystem of northern China is completely unfavorable for the prosperous development of the free market. For example, the Cao Fei Dian area in Hebei once had large businesses established but has now become a desolate “ghost city.” According to China’s political ecosystem, it is difficult to say whether it can build at the national level in the future.
The article gives an example: In Feb. 2005, the National Development and Reform Commission of China officially approved the relocation and restructuring of the Shougang Group to build a new Shougang at Cao Fei Dian, a sand island in Tangshan, Hebei.
The original intention of the Cao Fei Dian construction was to build a deep-water port for iron ore and crude oil outside Tangshan city, and build an additional heavy industrial park, to be used as a commodity distribution center for a wide range of products. It would also integrate Tangshan’s heavy industry.
Local officials believed that the development and construction of Cao Fei Dian were directly related to Tangshan, Hebei’s reform, and general development. Therefore, they thought it would significantly impact and profoundly influence the adjustment of the distribution of productive forces and economic development in the Bohai Economic Rim and even the whole country. But now, Cao Fei Dian everywhere is just unfinished constructions, symbolizing China’s “ghost city.”