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Old April 12th, 2015, 12:17 PM   #9241
Julito-dubai
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Quote:
Originally Posted by Cuthbert 80 View Post
Beautiful pics

Do any of you know if the CRH G trains from Beijing - Shenzhen have plug sockets(power outlets) for second class?

If not, I'm guessing it's only first/business class :/

Will be getting the 10am G79 service next week from Beijing Xi West.
usually they have one under or in front of the seat. Even second class
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Old April 13th, 2015, 04:27 AM   #9242
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Quote:
Originally Posted by Cuthbert 80 View Post
Beautiful pics

Do any of you know if the CRH G trains from Beijing - Shenzhen have plug sockets(power outlets) for second class?

If not, I'm guessing it's only first/business class :/

Will be getting the 10am G79 service next week from Beijing Xi West.
if you're actually taking it from Beijing to Shenzhen, I think first class would be a good choice to make. Costs more but it won't bankrupt you and it will definitely be worth your money.
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Old April 13th, 2015, 02:23 PM   #9243
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Quote:
Originally Posted by Julito-dubai View Post
usually they have one under or in front of the seat. Even second class
Ah ok, cool. Thanks

Quote:
Originally Posted by UD2 View Post
if you're actually taking it from Beijing to Shenzhen, I think first class would be a good choice to make. Costs more but it won't bankrupt you and it will definitely be worth your money.
Too late, tickets bought for second class
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Old April 13th, 2015, 06:46 PM   #9244
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Quote:
Originally Posted by Cuthbert 80 View Post
Do any of you know if the CRH G trains from Beijing - Shenzhen have plug sockets(power outlets) for second class?
At least on CRH380As you can look for a box like this under the seat (one per row regardless the three seat side or the two seat side). Chances are it's not directly under your seat though.

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Old April 13th, 2015, 11:27 PM   #9245
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Some more Chinese HSR videos from me.


Firstly we have the CRH entering Nanjing on service G1 from Beijing to Shanghai on 2015 01 03.







Then the outskirts of Shanghai (or at least suburban cities surrounding the mega city anyway). The urbanisation seemed to go on, and on, and on! Again, this was on the G1 service from Beijing to Shanghai.








And finally, a long video showing the approach into Shanghai Hongqiao station on service G1 again.

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Old April 14th, 2015, 02:15 AM   #9246
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Nice pics!
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Old April 14th, 2015, 11:21 PM   #9247
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A group pictures of CRH2A trains on Nanning-Qinzhou(南钦) 250km/h HSR

By Z9_Z10_SWQ

Shown on Googlemap: https://goo.gl/maps/nFaO9





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Old April 16th, 2015, 01:52 AM   #9248
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HSR on the Hainan East Ring


Campaign on better etiquette during train ride. Picture taken on D5843
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Old April 16th, 2015, 02:18 AM   #9249
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Ballastless track production





http://www.huaxia.com/jx-tw/zjjx/jrj...4/4358964.html
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Old April 16th, 2015, 02:22 AM   #9250
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A pre-fabricated HSR bridge section

http://zj.sina.com.cn/news/m/2015-04...s5499294.shtml
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Old April 16th, 2015, 02:47 AM   #9251
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Scenery along the Wuhan - Guangzhou line when a photographer takes the HSR



























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Old April 16th, 2015, 10:36 PM   #9252
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What these CRHs look like

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Old April 18th, 2015, 06:06 PM   #9253
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Beijing-Shenyang HSR




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Old April 18th, 2015, 07:47 PM   #9254
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Quote:
Originally Posted by lookback718 View Post
in 2010 it was reported that Jiaotong University was working on low pressure underground tube maglev, which would travel at 600-1000kmph.

price was reported at being 10-20million yuan more per km than comparable HSR.

I can't post links, but if you google "China Developing Maglev Train That Can Go 1000kph" it's the first result.

I personally can't wait to see this happen, and with Shanghai-Beijing HSR getting close to capacity, a second line is going to be needed, and I would add Guangzhou to Shanghai being only mid speed HSR - it could be a good candidate.

Probably worth remembering that in the 1990s the MOR had a huge debate whether Beijing-Shanghai should be maglev or conventional rail, and this debate ragged for years, slowing down the start date of the line.
Shanghai - Beijing HSL is not getting close to capacity. It'll only be at capacity when the line operates 18 trains per hour at peak times (theoretical maximum is 20 tph, but 18 in practice for resilience) and all of them are 16 cars and full.

Timetabling on Chinese HSLs (or any other railway line) is just awful. There's absolutely no regularity, and slow and fast trains mix when they don't have to. The Shanghai - Beijing HSL should not have had stations other than Shanghai/Hongqiao, Nanjing South, Bengbu South, Xuzhou East, Jinan West, Tianjin South and Beijing South. All other locations should be served on the classic lines via interchanges at nodes, or using HS services that turn off onto classic lines.

The current market can support a regular hour 'uniform path' timetable like this

2 tph Shanghai Hongqiao - Beijing South, calling at Nanjing South only
1 tph Shanghai Hongqiao - Tianjin, calling at Nanjing South, Xuzhou East and Tianjin West
1 tph Shanghai Hongqiao - Jinan (and Qingdao), calling at Nanjing South and Bengbu South
1 tph Shanghai Hongqiao - Xuzhou, calling at Nanjing South, Bengbu South, Bengbu, and other principal stations on the Jinpu Line

1 tph Beijing South - Hangzhou, calling at Jinan West and Nanjing South
1 tph Beijing South - Hefei, calling at Tianjin South and Nanjing South
1 tph Beijing South - Xuzhou, calling at Jinan West and Xuzhou East
2 tph Beijing South - Jinan and Qingdao, calling at Tianjin South

In the near future the following services will be possible

1 tph Shanghai Hongqiao - Zhengzhou
1 tph Shanghai Hongqiao - Shijiazhuang

This is already a significant increase from current service levels, and is only 9 tph at the busiest point, well below capacity. There is plenty of scope for additional services serving other city centre to city centre pairs (e.g. Tianjin - Jinan), as well as additional HS-classic services that could be enabled through additional junctions (e.g. Beijing South - Cangzhou - Dezhou - Jinan).
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Old April 18th, 2015, 10:19 PM   #9255
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Here is a video from my recent ride between Guilin North and Guangzhou South Railway station on the Guiguang HSR with CRH2 train D2813:

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Old April 19th, 2015, 07:28 AM   #9256
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These videos are my favorite part of this thread. Full visual experience of Chinese craftsmanship.

Quote:
Originally Posted by flankerjun View Post
Beijing-Shenyang HSR



Is that another high speed rail line in the distance? If so where will that one go? I imagine it will be hard to tell if someone else took the picture.
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Old April 19th, 2015, 08:11 AM   #9257
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Quote:
Originally Posted by FM 2258 View Post


These videos are my favorite part of this thread. Full visual experience of Chinese craftsmanship.




Is that another high speed rail line in the distance? If so where will that one go? I imagine it will be hard to tell if someone else took the picture.
the rail line in the distance is the old Beijing-Harbin line.
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Old April 19th, 2015, 01:34 PM   #9258
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Quote:
Originally Posted by NCT View Post
Timetabling on Chinese HSLs (or any other railway line) is just awful. There's absolutely no regularity,
Emphatically agreed.
Quote:
Originally Posted by NCT View Post
and slow and fast trains mix when they don't have to. The Shanghai - Beijing HSL should not have had stations other than Shanghai/Hongqiao, Nanjing South, Bengbu South, Xuzhou East, Jinan West, Tianjin South and Beijing South.
Disagreed.
Beijing-Shanghai 1302 km
21 intermediate stations
average 59 km interstation distance
Tokaido Shinkansen Tokyo-Shin-Osaka 515 km
15 intermediate stations
average 32 km interstation distance
Taiwan HSR Taipei-Zuoying 339 km
6 intermediate stations
average interstation distance 48 km
Beijing-Shanghai HSR already has too few stations.
Quote:
Originally Posted by NCT View Post
All other locations should be served on the classic lines via interchanges at nodes, or using HS services that turn off onto classic lines.
The services on classic lines should indeed be improved, and tied to HSR. And HS services that turn off onto classic lines are an option in China (same gauge) which they are not in Japan and Taiwan (classic lines narrow gauge).
Out of the 17 stations on Tokaido Shinkansen, only 3 are not also on the narrow gauge Tokaido Main Line, and of these 3 only Shin-Fuji is not a narrow gauge railway station.
Quote:
Originally Posted by NCT View Post
The current market can support a regular hour 'uniform path' timetable like this
...
1 tph Shanghai Hongqiao - Xuzhou, calling at Nanjing South, Bengbu South, Bengbu, and other principal stations on the Jinpu Line
...
1 tph Beijing South - Xuzhou, calling at Jinan West and Xuzhou East
Disagreed. What´s the point of terminating in Xuzhou?
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Old April 19th, 2015, 02:36 PM   #9259
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Quote:
Originally Posted by chornedsnorkack View Post
Emphatically agreed.

Disagreed.
Beijing-Shanghai 1302 km
21 intermediate stations
average 59 km interstation distance
Tokaido Shinkansen Tokyo-Shin-Osaka 515 km
15 intermediate stations
average 32 km interstation distance
Taiwan HSR Taipei-Zuoying 339 km
6 intermediate stations
average interstation distance 48 km
Beijing-Shanghai HSR already has too few stations.

The services on classic lines should indeed be improved, and tied to HSR. And HS services that turn off onto classic lines are an option in China (same gauge) which they are not in Japan and Taiwan (classic lines narrow gauge).
Out of the 17 stations on Tokaido Shinkansen, only 3 are not also on the narrow gauge Tokaido Main Line, and of these 3 only Shin-Fuji is not a narrow gauge railway station.
You have answered for yourself why Chinese and Japanese situations are not comparable. The fact that the Japanese are building a Tokaido Maglev is a reflection that the Shinkansen has too many stations and mix running is eating too much capacity. Once the Maglev is operational the express trains will all migrate there from the Shinkansen and the existing Shinkansen will become a regional railway.

Shanghai - Beijing already had a 200 km/h regional railway, so the new line only ever needed to be express.

Quote:

Disagreed. What´s the point of terminating in Xuzhou?
It's so that 'classic' city centre stations receive regular HS services and longer distance HS services don't have to call there. Remember at 300 km/h each station call adds about 8 minutes to the journey time, and they all add up. Xuzhou is not an insignificant market and I believe it will fill up 1 tph to Beijing and 1 tph to Shanghai.

The Shanghai - Xuzhou service is to serve Bengbu (Central) and Suzhou (Central). This at least negates the need for Suzhou East station.

The Xuzhou - Beijing service should be time to connect with the Xuzhou East (ex Tianjin) - Shanghai service, and these services combined, together with the Xuzhou - Shanghai should be timed to provide a 2 per hour opportunity to travel to Xuzhou to Shanghai.
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Old April 19th, 2015, 08:11 PM   #9260
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Quote:
Originally Posted by NCT View Post
You have answered for yourself why Chinese and Japanese situations are not comparable. The fact that the Japanese are building a Tokaido Maglev is a reflection that the Shinkansen has too many stations
Nozomis make just 4 stops between Tokyo and Osaka.
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