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High speed rail service between Beijing and Tianjin, China

When the line opened on August 1, 2008, it set the record for the fastest conventional train service in the world by top speed, and reduced travel time between the two largest cities in northern China from 70 to 30 minutes. A second phase of construction extended this line from Tianjin to Yujiapu railway station in the Binhai New Area was opened on September 20, 2015. The line is projected to approach operating capacity in the first half of 2016. Anticipating this, a second parallel line, the Beijing–Binhai intercity railway, commenced construction on December 29, 2015. It will run from Beijing Sub Center railway station to Binhai railway station via Baodi and Tianjin Binhai International Airport, along a new route to the northeast of the Beijing–Tianjin ICR.

From Beijing South railway station, the line runs in a southeasterly direction, following the Beijing–Tianjin–Tanggu Expressway to Tianjin. It has three intermediate stations at Yizhuang (reserved station), Yongle (reserved station) and Wuqing. The service has peak speed between cities. As an intercity line, it will provide train service only between the two metropolitan areas, unlike the Beijing–Shanghai High Speed Railway which will continue beyond Shanghai. The Beijing–Tianjin intercity railway has a current length of (fare mileage: ), of which roughly is built on viaducts and the last on an embankment. The elevated track ensures level tracks over uneven terrain and eliminates the trains having to slow down to safely navigate through at grade road crossings.

Sometimes known as the Tianjin–Binhai intercity railway, this extension continues southeasterly from Tianjin railway station, following the conventional railway to Tanggu railway station but built on elevated piers with three new stations were to be added. It passes a
blockpost at Airport West, through Junliangcheng North railway station to Tanggu railway station before entering a tunnel to an underground station, Yujiapu railway station. Junctions have been built along the line allowing services to branch off to a new station under Tianjin Binhai International Airport and to Binhai West railway station on the Tianjin–Qinhuangdao high speed railway. Trial operations of the extension started on August 14, 2015, with an official opening on September 20, 2015. the railway reduced travel times from Beijing South station to Yujiapu station to 1 hour 02 minutes and from Tianjin railway station to Yujiapu to 23 minutes.

These intercity trains are designated by the prefixed "C" (城) followed by four digits, from C2001 to C2298. Of these, C2001–C2198 are non stop trains from Beijing South to Tianjin. The odd numbers for trains departing from Beijing South and even numbers for those running to Beijing South. Trains numbered C2201–C2268 are trains from Beijing South and Tianjin that stop on the way at Wuqing station. Trains C2271–C2298 run from Beijing South to Tanggu. The line opened on August 1, 2008, with 47 daily pairs of intercity trains between Beijing South and Tianjin. Since September 14, 2008, 10 more pairs of trains were added, reducing the minimum interval from 15 minutes to 10 minutes. On September 24, 2008, 4 pairs of trains extended to Tanggu along the conventional railway. On September 28, 2008, 2 more pairs of trains were added into service. Frequencies have consistently been increased since to cope with rising demand, reaching 136 pairs of trains operating daily by 2018. In addition to the intercity service, 13 pairs of trains were diverted to this line from the preexisting Beijing Shanghai (Jinghu) Railway, including trains from Beijing South to Jinan, Qingdao, Shanghai, and Tianjin West. With the opening of the Beijing–Shanghai high speed railway, these trains have been diverted to the new line.

Manual ticket windows and automatic ticket machines developed by GDT are installed at each station along the Beijing Tianjin intercity railroad (including Beijing South Station, Tianjin Station, and Wuqing Station). The vending machines can accept RMB 100, RMB 50, RMB 20, RMB 10, and RMB 5 bills and support payment by bank card. As of June 2009, tickets sold through the vending machines have accounted for 24% of all Beijing Tianjin intercity train tickets. On March 7, 2009, the Beijing Tianjin Intercity Railway launched the "Beijing Tianjin Intercity Railway Express Card", which uses a non contact IC card system and can be recharged repeatedly. The "Beijing Tianjin Intercity Railway Express Card" is divided into two types: Ordinary Card and Gold Card. The Ordinary Card is priced at RMB 1,000 and can be used in the second class compartment of the Beijing Tianjin Intercity Railway. The Gold Card is priced at RMB 3,000 and allows passengers to travel in the first class compartment of the Beijing Tianjin Intercity Railway, with the maximum amount of stored value not exceeding RMB 5,000. As of July 22, 2009, 13,700 Fast pass cards have been sold, and the total number of cardholders is 82,000, with the highest number of cardholders on a single train being 93. On June 1, 2011, the Beijing Tianjin Intercity Fast pass card system was upgraded to match the real name system of national train tickets, and all cardholders are required to bring their original valid IDs, otherwise they will not be able to enter the station and ride. Since July 22, 2012, the former "Beijing Tianjin Intercity Railway Express Card" has been discontinued and the newly introduced "China Railway Silver Pass Card" has replaced the "Beijing Tianjin Intercity Railway Express Card". From June 12, 2011, online railroad ticketing was first tested on the Beijing Tianjin Intercity Railway. Passengers can pay for their tickets online using bank cards (including debit and credit cards) from the Industrial and Commercial Bank of China, the Agricultural Bank of China, the Bank of China and China Merchants Bank or through the China UnionPay online payment system and can make subsequent ticket changes and refunds. After purchasing a ticket, if passengers use a second generation ID card, passengers can use their ID card as a travel voucher to check their ticket directly at the entry/exit gates; if passengers use other documents or need reimbursement vouchers, they can exchange their ID card for a paper ticket at the station ticket window or at a sales outlet. On February 6, 2017, the mayor of Tianjin, Wang Dongfeng, said at the symposium of the central media's "Beijing Tianjin Hebei Cooperative Development Research Line" interview group that the Beijing–Tianjin intercity railway is expected to implement a monthly ticket system, and from May 1, 2017, in order to facilitate the travel of commuters between Beijing and Tianjin, China Railway Yin Tong Payment Co. "China Railway Beijing Tianjin Intercity City Discount Card" for frequent commuters of the Beijing Tianjin Intercity Railway, who can enjoy certain discounts for a certain number of purchases. As of April 30, 2018, a total of 20,160 "Beijing Tianjin Intercity City Discount Cards" were sold, including 2,911 gold cards and 17,249 silver cards, with a total of 962,600 passengers taking the card.

In February 2002, Binglian Liu, a professor at Nankai University in Tianjin, first proposed the construction of a high speed railroad between Beijing and Tianjin during a discussion on the "Beijing Tianjin Economic Integration Strategy Study and Proposal". In June 2003, the Ministry of Railways and the municipal governments of Beijing and Tianjin began preliminary discussions. In January 2004, the executive meeting of the State Council adopted the Medium and Long Term Railway Network Plan, in which the Beijing Tianjin Intercity Railway was included, and on October 24, 2004, the Ministry of Railways, Beijing Municipal Government and Tianjin Municipal Government jointly determined the route plan. On March 3, 2005, Zhijun Liu, Minister of Railway, Qishan Wang, Mayor of Beijing, and Xianglong Dai, Mayor of Tianjin, co chaired the meeting of the Beijing Tianjin Intercity Rail Transit System Construction Leading Group. The meeting determined the financing method of the railroad construction.

On July 4, 2005, the construction of the Beijing Tianjin Intercity Railway officially started. The entire Beijing Tianjin intercity rail transit system construction project adopts the "two points and one line" construction strategy, which is divided into three parts: the Beijing–Tianjin intercity railway, Beijing South Railway Station, and Tianjin Station transportation hub reconstruction project, which are carried out simultaneously. In August 2007, the roadbed and bridge works were completed. On October 31, 2007, the track Borg board laying was completed. On November 13, 2007, the laying of the track began. The 100 meter long steel rails used on the entire line of the Beijing Tianjin Intercity Railway are all produced by Panzhihua Iron and Steel Company, with a total weight of 27,000 tons, and the 500 meter long steel rails are welded on site. On December 16, 2007, the entire track was laid. On December 19, 2007, the construction of the electrified catenary under the charge of the China Railway Electrification Bureau was in full swing. On February 2, 2008, the electrification project was completed, and the grid began to be electrified. In March 2008, the construction of the Beijing–Tianjin intercity railway entered the stage of system joint debugging and joint testing, including four parts: EMU type test, integration test, comprehensive test and trial operation. On May 13, 2008, a CRH2C electric multiple units from Beijing South Railway Station to Tianjin Railway Station created the fastest speed of a wheel rail train in China at that time at a speed of 372 kilometers per hour during the test. On June 24, 2008, a CRH3C EMU reached a speed of 394.3 kilometers per hour during the test on the Beijing Tianjin Intercity Railway, breaking the record set by the CRH2C EMU on May 13. And refresh the highest speed of China's current wheel rail train. On July 1, 2008, the Beijing Tianjin Intercity Railway began trial operation without carrying passengers according to the official operating conditions to verify the tracking interval of trains, the interval between trains receiving and departing at stations, etc., and at the same time arrange simulated equipment failures and emergency response in bad weather drill.

The Beijing Tianjin Intercity Railway was officially opened to traffic on August 1, 2008, with Vice Premier Zhang Dejiang, Beijing Municipal Party Secretary Liu Qi and Tianjin Municipal Party Secretary Zhang Gaoli attending the opening ceremony. On September 27, 2008, Premier Wen Jiabao visited the Beijing Tianjin Intercity Railway and put forward the requirements of "quality, energy saving, land saving and environmental protection" for the railroad construction. On March 4, 2009, Hong Kong Chief Executive Donald Tsang visited Tianjin by the Beijing Tianjin Intercity High speed Train, and on August 1, 2009, the Beijing Tianjin Intercity Railway celebrated its first anniversary of operation. Within one year, the Beijing Tianjin intercity high speed trains sent a total of 18.7 million passengers, the train punctuality rate reached 98%, the average train occupancy rate reached nearly 70%, and more than 200 heads of state, dignitaries and railroad inspection teams from all over the world, including the United States, Russia and Japan, visited the Beijing Tianjin intercity railroad. On October 1, 2009, construction of the Beijing Tianjin Intercity Extension, or Jinbin Intercity Railway, began, with an estimated 40+ minutes from Beijing South Station to Binhai Station in the core area of Binhai New Area. The Yujiapu extension opened on September 20, 2015, and the Beijing Tianjin intercity train no longer travels the Jinshan Railway when running between the central city of Tianjin and the core area of the Binhai New Area, and the running time has been significantly shortened.

Before the line was finished, it was expected that the railway line would handle 32 million passengers in 2008 and 54 million passengers in 2015. Meanwhile, during the same period, ridership on intercity buses fell by 36.8%. As of September 2010, daily ridership averaged 69,000 or an annual rate of 25.2 million. and initial estimated repayment period of 16 years. In the first half of 2018 the line was carrying over 82,000 passengers each day. At the time of construction, the Ministry of Railways and the Tianjian government had each contributed ¥2.6 billion (US$325 million) to the project, while the central government requisitioned land and paid for the resettlement of those affected. However, it would later cost $2.34 billion to build. As of 2010, the line cost ¥1.8 billion per annum to operate, including ¥0.6 billion in interest payments on its ¥10 billion of loan obligations. The terms of the loans range from 5–10 years at interest rates of 6.3 to 6.8 percent. By 2015, the line is operating with an operational profit.

Beijing Tianjin intercity railroad will lead the future liaison line through Nan Cang Bridge to access the intercity field of Tianjin West Station. The Beijing Shanghai high speed railway Beijing Tianjin intercity liaison line Nan Cang Special Bridge project starts at the Pu Ji He Dao overpass and extends to the east of Tianjin West Station in a southwesterly direction, with a total length of 4.38 km. In turn, it realizes the connection between Beijing Tianjin intercity railroad and Beijing Shanghai high speed railroad. The liaison line has been basically completed and will be ready for operation after the construction of the intercity field at Tianjin West Station.