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Old November 10th, 2012, 11:08 AM   #4841
Attus
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The best example from Europe is the HSR Frankfurt/M - Cologne (Köln). The max.speed on this line is 300 km/h which is valid for almost the whole line (sections inside the cities are more limited). This railway has 4% (40 permill) slopes as well which is quite unusual in heavy railways, e.g. in Germany the maximal slope is 1.25% (12.5 permill) normally (except for short ramps).
Therefore the only vehicle type which is enabled to go to this line is ICE3.
An important issue is superelavation. It means that in curves the outside rail is higher positioned than the inside one so that the train leans a little bit.
See an example on this picture.
Superelavation is always optimized for a certain speed which means that if the train drives exactly at that speed, than the load on the rails is perfectly balanced and lateral forces, too, are balanced, even the passangers feel as if the train didn't lean.
However, if the train goes slower, e.g. because is not strong enough and the track is heavily sloped, then the load on the rails is not balanced (the inside, lower lying rail is more loaded), lateral forces are not balanced. In extreme cases the train creates such a big load on the inside rail that it collapses and a big disaster happens.
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Old November 10th, 2012, 03:42 PM   #4842
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Quote:
Originally Posted by Attus View Post
Superelavation is always optimized for a certain speed which means that if the train drives exactly at that speed, than the load on the rails is perfectly balanced and lateral forces, too, are balanced, even the passangers feel as if the train didn't lean.
However, if the train goes slower, e.g. because is not strong enough and the track is heavily sloped, then the load on the rails is not balanced (the inside, lower lying rail is more loaded), lateral forces are not balanced.
You can experience this by taking a Fyra train service in the Netherlands. A HSL has been purpose-built between Schiphol, Rotterdam, Breda and the border with Belgium. The design speed of this line is 300 km/h.

However, due to issues with the designated rolling stock (the AnsaldoBreda built V250 trainsets) the service is operated with replacement rolling stock: a locomotive and some intercity coaches, with the speed limited to 160 km/h.

When going through a curve the train leans over quite a lot, which is uncomfortable. It sometimes happens that passengers that are walking through the train land on another passenger's lap
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Old November 10th, 2012, 08:36 PM   #4843
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well then the HSR is just a political stunt to reduce regionalism in Xinjiang



Wait that doesn't make sense one of the reasons 350+ HSR is built in huge viaducts and tunnels is to make it as perfectly level as possible. Sure the higher speed allows for more momentum is but it doesn't mean you should do it. That's like saying an expressway can have a steep gradient cause the car moves faster But in reality you make it at flat at possible to reduce vertical forces on the car and keep it on the ground.
The existing conventional railway line from Lanzhou to Urumqi is already or shortly will be overloaded. So they have to build a new line anyway.

A 350km/h train has a lot more energy than a 200km/h train, and spends a lot less time subject to the gravity of a slope. So fast trains just power through a short steep section, while slow trains can't do that. It's established design over the last 30+ years

See article below
http://en.wikipedia.org/wiki/List_of...esion_railways
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Old November 10th, 2012, 08:40 PM   #4844
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As for viaducts, I guess they can select a shorter or longer pre-cast concrete support, within certain limits.

That would reduce the excavation cost and time considerably.
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Old November 11th, 2012, 02:44 PM   #4845
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Quote:
Originally Posted by saiho View Post
Wait that doesn't make sense one of the reasons 350+ HSR is built in huge viaducts and tunnels is to make it as perfectly level as possible. Sure the higher speed allows for more momentum is but it doesn't mean you should do it.
No, it isn't. Its built in tunnels and on viaducts to keep it straight, and you will probably find that this high speed line will be built with as much gradient as possible within the maximum limit in order to reduct the costs of the bridges and viaducts. Why does it need to be flat? It isn't being hauled by steam locomotives!
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Old November 15th, 2012, 05:11 PM   #4846
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A fifth vertical trunk line to make 5+4? Running from Beijing to Kunming through Xi-an.

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Old November 15th, 2012, 06:09 PM   #4847
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It's rumored that Beijing-Zhengzhou line will start trial operation on Nov 15th. Beijing-Shijiazhuang segment has been under testing since September.
It is Nov 15th.

How are the tests of Beijing-Shijiazhuang and Shijiazhuang-Zhengzhou progressing?
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Old November 15th, 2012, 06:28 PM   #4848
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A fifth vertical trunk line to make 5+4? Running from Beijing to Kunming through Xi-an.

Great news, that completes the much needed missing piece. Now the network core is complete.

When will this be completed? Please share
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Old November 15th, 2012, 06:32 PM   #4849
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Originally Posted by stoneybee View Post
Great news, that completes the much needed missing piece. Now the network core is complete.

When will this be completed? Please share
There is no plans about it. I just wanted to highlight the missing link, just my wet dream Sorry to excite you.
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Old November 15th, 2012, 07:20 PM   #4850
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Quote:
Originally Posted by foxmulder View Post
There is no plans about it. I just wanted to highlight the missing link, just my wet dream Sorry to excite you.
It is a little better than a dream. The Datong-Xian section (700km+ long) is well under construction. For example pictures of the bridge across Huang river, under construction, was in the news not long ago.

Laojang
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Old November 16th, 2012, 03:01 AM   #4851
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Shenzhen Buji Rwy Station (proposed new name Shenzhen East Railway Station)

According to Sina.com, the station's new name is waiting for the approval from the Ministry of Railway and the new station should be put into operation before Chinese New Year.

Please correct, if I didn't translate it properly.

Original link here: http://news.sina.com.cn/o/2012-11-16/065925592389.shtml

Quote:
深圳东站有望春运前启用
2012年11月16日06:59 深圳商报
   【深圳商报讯】(记者 李秀瑜)记者昨日从市轨道办证实,深圳东站(布吉火车站)将力争在春运前投入使用,但具体通车时间将由广铁集团具体发布。布吉火车站将以辅助功能为主,不会取代深圳火车站(罗湖站)在深圳的“大佬”地位。

   市轨道办的相关负责人介绍,目前布吉火车站更名深圳东站已向铁道部报批,目前正待审批结果,而位于坪山新区的深圳东站或更名为坪山站。

   有着90多年历史的布吉火车站,是深圳最老的火车站。该站东临龙岗大道,西靠吉华路,总占地面积约12.7万平方米。布吉火车站改造工程总投资约6.43亿元,总建筑面积约6.7万平方米,其中,站房面积约2.6万平方米,设计站台6座,股道11条,广深铁路线正线4条。该站位于深圳站北边,经广深线南下的列车要经过布吉站才到深圳站。

   “布吉站之前并无办理客运业务,之前展开了改造工程,建成后,将成为一个集铁路站、地铁站(地铁三号线布吉站)、常规公交站为一体的综合客运枢纽,成为目前深圳主要客运枢纽深圳火车站(罗湖站)的重要辅助,但不会取代罗湖站目前的‘大佬’地位。”

   “罗湖站的部分长途列车将改往布吉火车站始发和终到,预测布吉火车站开通初期日均客流量达5万人,远期规划日均客流量预计达到9万人。”市轨道办的相关负责人告诉记者。

   记者了解到,目前,布吉火车站已进入工程的收尾阶段,并且正在进行国铁运营及内部管理的部署。

   开通初期,布吉火车站将以长途列车运营为主,并设计预留了接驳城际铁路的条件。据透露,布吉火车站投入使用初期,预计有10对长途客车会在此站始发。

   “与地铁开通之初不同的是,布吉火车站属于深圳最老的火车站,即使在改造期间,也有列车经过此站,因此不需要长达3个月的空车调试期。但是需要针对信号系统、运行图等与其他线路进行联调,调试后即可投入载客运营。”市轨道办的相关负责人告诉记者。

  (原标题:深圳东站有望春运前启用)
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Old November 16th, 2012, 05:13 AM   #4852
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Quote:
Originally Posted by foxmulder View Post
There is no plans about it. I just wanted to highlight the missing link, just my wet dream Sorry to excite you.
Keep in mind the hugh Qin Mountains span between Xi'an and Chongqing. The expressway of Xian-Chongqing is one of the most difficult ever built. It'll cost hugh building a HSR line between them.

Last edited by big-dog; November 16th, 2012 at 06:01 AM.
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Old November 16th, 2012, 05:38 AM   #4853
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Definitely, it will be a colossal project.
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Old November 16th, 2012, 08:30 PM   #4854
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Here's the Xi'an–Chengdu HSR in Shaanxi Province:

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Old November 16th, 2012, 09:10 PM   #4855
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Originally Posted by laojang View Post
It is a little better than a dream. The Datong-Xian section (700km+ long) is well under construction. For example pictures of the bridge across Huang river, under construction, was in the news not long ago.

Laojang
Does Datong-Xian high speed railway connect to Beijing in any way?
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Old November 17th, 2012, 03:27 AM   #4856
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Quote:
Originally Posted by foxmulder View Post
There is no plans about it. I just wanted to highlight the missing link, just my wet dream Sorry to excite you.
Damn, but at least I am not the only dreamer here
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Old November 17th, 2012, 05:31 AM   #4857
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Originally Posted by chornedsnorkack View Post
Does Datong-Xian high speed railway connect to Beijing in any way?
It will go through Taiyuan which will be
connected to Beijing by the end of the year. However, this is a big detour.
A Datong-Beijing direct line seems still far off.

Laojang
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Old November 18th, 2012, 08:36 PM   #4858
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Still can't figure out why the Urumqi-Lanzhou line is 350km/h. Is it possible that the construction cost of a line at that speed is $10 billion dollars greater than the line running at normal speeds?
Rumor: Lanzhou–Urumqi may have slowed down to 200 km/h. Harbin–Dalian will operate at 220 km/h maximum initially. Thanks to Mr. Sheng Guangzu. Thanks to JY and GZ.
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Old November 18th, 2012, 09:02 PM   #4859
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Rumor: Lanzhou–Urumqi may have slowed down to 200 km/h. Harbin–Dalian will operate at 220 km/h maximum initially. Thanks to Mr. Sheng Guangzu. Thanks to JY and GZ.
Wuhan-Zhengzhou was 300 km/h. How fast shall Zhengzhou-Shijiazhuang be?
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Old November 18th, 2012, 10:34 PM   #4860
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Originally Posted by chornedsnorkack View Post
Wuhan-Zhengzhou was 300 km/h. How fast shall Zhengzhou-Shijiazhuang be?
Beijing–Shenzhen = 300 km/h
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