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Old April 17th, 2016, 02:11 AM   #10781
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.....

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Last edited by ccdk; April 18th, 2016 at 12:24 PM.
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Old April 17th, 2016, 12:09 PM   #10782
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Sry if obvious but are there plans to connect Mainland with Hainan through a tunnel and Mainland and Macao?
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Old April 18th, 2016, 04:20 AM   #10783
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I believe there were plans/rumors but don't know about whether there were any real feasibility studies about it.
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Old April 18th, 2016, 08:53 AM   #10784
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Quote:
Originally Posted by erkantang View Post
Sry if obvious but are there plans to connect Mainland with Hainan through a tunnel and Mainland and Macao?
As for a connection to Macau it is just a symbolic notion that realistically can not be economically justified. The rail line goes right up to the border control point at Gongbei in Zhuhai. So there is little need and motivation to have a station inside Macau itself. Macau does not have any vacant land to accommodate a station, let alone the rest of the line, regardless of if it was in a tunnel or not. Even the small Macau people mover has been fraught with hassles. You only have to look at the issues in housing dual border controls at West Kowloon Terminus in Hong Kong to understand that it would also be a major issue in the gambling mecca. A very expensive exercise for the sake of an extension of a few km of the fast regional Zhuhai-Guangzhou line that is unlikely to host long distance high speed services either. It will be just as convenient to get the fast train to West Kowloon and then fast ferry to Macau from the nearby wharf, than change trains at Guangzhou South on to Zhuhai.

Last edited by Short; April 18th, 2016 at 08:54 AM. Reason: Edited for clarity
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Old April 18th, 2016, 08:11 PM   #10785
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Quote:
Originally Posted by Short View Post
As for a connection to Macau it is just a symbolic notion that realistically can not be economically justified. The rail line goes right up to the border control point at Gongbei in Zhuhai. So there is little need and motivation to have a station inside Macau itself. Macau does not have any vacant land to accommodate a station, let alone the rest of the line, regardless of if it was in a tunnel or not. Even the small Macau people mover has been fraught with hassles. You only have to look at the issues in housing dual border controls at West Kowloon Terminus in Hong Kong to understand that it would also be a major issue in the gambling mecca. A very expensive exercise for the sake of an extension of a few km of the fast regional Zhuhai-Guangzhou line that is unlikely to host long distance high speed services either. It will be just as convenient to get the fast train to West Kowloon and then fast ferry to Macau from the nearby wharf, than change trains at Guangzhou South on to Zhuhai.
Ok thanks
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Old April 19th, 2016, 07:45 AM   #10786
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more photos of GuanHui Intercity Railway, which opened end of March



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Old May 1st, 2016, 11:10 AM   #10787
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Detailing my recent journey on the EMU Harmony train between Nanning and Guilin, Guangxi Province.
南宁东站 - 桂林北站


Here is the timetable:





The train takes 2 hours and 55 minutes to cover the distance of 376 km.

During the journey the train will be using the Liuzhou - Nanning Intercity Railway and the Hengyang - Liuzhou Intercity Railway (both opened in Dec 2013). 衡柳铁路 湘桂铁路
Classical T- and K-trains are also travelling on this newly-built line between Nanning and Guilin to relieve the old Hunan–Guangxi Railway.

The train took 2 hours and 55 minutes to cover a distance of 376 km;

Around Nanning East Railway Station:





Inside Nanning East Railway Station:







Our CRH2A trainset (CRH2A-2378), operated by the Nanning Railway Bureau 南寧鐵路局 :









Getting on the way:







Parallel Nanning - Guangzhou High-Speed Railway:





Beautiful Guangxi Province (the windows were very dirty and the weather bad, hence the photo quality suffers a lot):











The old Hunan–Guangxi Railway can be seen here 湘桂铁路 :





Laibin North Railway Station:





Getting closer to Liuzhou, the half-way point between Nanning and Guilin:





Liuzhou Railway Station:





Getting closer to Guilin:













Guilin North Railway Station:











Here is the video of this exciting journey:





If the video does not load, here is the direct link:

https://www.youtube.com/watch?v=mAfk14kdI6k



Enjoy!
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Old May 1st, 2016, 01:30 PM   #10788
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So which are the open stations of Huizhou-Dongguan high speed railway?
I get:
  1. Xiaojinkou
  2. Yunshan
  3. West Lake East
  4. Longhu
  5. Huihuan
  6. Zhongkai
  7. Lilin North
  8. Yinping
  9. Zhangmutou East
  10. Changping East
Is that correct?
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Old May 3rd, 2016, 01:00 AM   #10789
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Quote:
Originally Posted by erkantang View Post
Sry if obvious but are there plans to connect Mainland with Hainan through a tunnel and (...)?
The Hainan connection has been on again - off again for donkeys years, sometimes a tunnel, sometimes a bridge, the latest is a combo a bit like the HK-Macau road crossing currently being built. Every now and then a newspaper short of stories will pick up the latest PR from some study and emphasise "plans nearing completion" or "feasible budget". It's still a sideshow.
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Old May 3rd, 2016, 01:12 AM   #10790
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Yunnan's first high-speed railway completed

Just picked up this minor milestone http://english.cctv.com/2016/04/28/V...rt160428.shtml
If the video doesn't work outside China then it's at https://www.youtube.com/watch?v=fsN-35puLRU
I guess "completed" must be read in context with "Yunnan" in the village mentality of provincial administrations. How is the rest of the line doing?
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Old May 3rd, 2016, 08:51 PM   #10791
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Number of high-speed passenger

Passengers in CRH trains on HSR (millions)
2007: 86,500
2008: 127,400
2009: 179,580
2010: 290,540
2011: 440,000
2012: 485,500
2013: 530,000 (672 M in CRH trains on any line)
2014: ¿?.........(893,2 M in CRH trains on any line)
2015: ¿?.........(910 M in CRH trains on any line)

Passengers-kilometers in CRH trains on HSR (billions)
2007: 13,000
2008: 25,500
2009: 46,300
2010: 65,200
2011: 98,100
2012: 144,606
2013: 214,100 (221 in CRH trains on any line)
2014:
2015:
TOTAL: 606,806

Source:
2007/2012: Performance and efficiency of high-speed rail systems
2013: High-Speed Railways in China: A Look at Traffic
2015

Passengers and Passengers-kilometers world data, and explanation of the fact that the operators and the UIC count -in some cases- the number of passengers on high-speed trains, not on high-speed lines.
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Old May 7th, 2016, 10:49 AM   #10792
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A new high speed station has been announced to be constructed in Shenzhen's Xili District. With 11 platforms serving 20 tracks were said to be part of the plan.

This will be on a similar scale to Shenzhen North railway station and would most likely replace the conventional rail Shenzhen West railway station, serving the Nanshan region and the new Qianhai development zone. How this station will be connected to the rest of the Chinese high speed network was not mentioned. However I would expect the conventional rail corridor to Shenzhen West and port might provide a basis for a route.
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Old May 7th, 2016, 12:50 PM   #10793
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Quote:
Originally Posted by Short View Post
A new high speed station has been announced to be constructed in Shenzhen's Xili District. With 11 platforms serving 20 tracks were said to be part of the plan.

This will be on a similar scale to Shenzhen North railway station and would most likely replace the conventional rail Shenzhen West railway station, serving the Nanshan region and the new Qianhai development zone. How this station will be connected to the rest of the Chinese high speed network was not mentioned. However I would expect the conventional rail corridor to Shenzhen West and port might provide a basis for a route.
Good news. I have been wondering for a while now if Qianhai would get a HSR station.
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Old May 7th, 2016, 10:17 PM   #10794
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I must say 2 hours 55 mins for 376 km is pretty poor. Those 4 intermediate stops must have cost around 40 minutes in total.
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Old May 8th, 2016, 03:47 AM   #10795
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Quote:
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I must say 2 hours 55 mins for 376 km is pretty poor. Those 4 intermediate stops must have cost around 40 minutes in total.
130km/h average speed. That's normal considering the number of intermediate stops and distance. The fastest service takes 2:40 with two intermediate stops at an average speed of 141km/h. This is in line with other 200km/h D routes.
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Old May 8th, 2016, 09:13 AM   #10796
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The current railway boss Mr. Sheng Guangzu is an extremely cautious guy. He has reduced the speed for all
lines in the last few years, especially newly opened ones.
He has taken a lot of blames for doing so.
However, the speed would be increased over time, even under Mr. Sheng. For example, starting 2016 May 15th, the fastest D train from Lanzhou to Urumqi will take 10:34 to cover the 1776 km distance with 11 stops. That is already comparable with many high speed train service from
Tokyo to Fukuoka 5-6 hours covering about 1000km.

When the line from Xian to Lanzhou is finished, the time will be cut again partly because longer distance trains will make fewer stops.
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Old May 8th, 2016, 07:06 PM   #10797
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I see that the 12:45 off Nanning East is one of the slower ones that call at all stations. Even then, it seems to me that the timetabling still leaves a lot to be desired.

At busy times there are up to 5 trains per hour, but passengers don't actually get a high-frequency regular timetable, because there is no pattern and no clear distinction between fast and slow services.

There ought to be an half-hourly Nanning - Guilin non-stop (other than calling at Nanning East) service, which by my estimation should be possible in around 2hr30m (note this is from Naning, from Naning East it would only be 2hr17m), and a half-hourly service calling at Liuzhou, which would add about 4-5 minutes (at 200km/h). These combined would provide a clockface 4 tph service between Nanning and Guilin.

Only 1 tph needs to call at all stations. Given how closely the new line hugs the old one, there really ought to be more (grade separated) connections between the two lines, allowing trains to use the fast main line but the existing well located stations. Savings from the new parkway stations from new lines would more than offset the additional expenditure of the connections.

Also, for a brand new line, there are sections with very low turning radii. Especially perplexing is that curve after the junction west of Guilin Station on the Guilin bypassing line. Given there's a tunnel immediately after the curve anyway, is there any reason why a gentler curve was not chosen (the tunnel would need to start south of Wanfu Road, going underneath a built-up area before hitting the mountains, so twice as long as the one that got built, but China isn't exactly known for penny pinching...)?
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Last edited by NCT; May 8th, 2016 at 08:21 PM.
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Old May 8th, 2016, 08:15 PM   #10798
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You meant Nanning not Nanjing, right?
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Old May 8th, 2016, 08:21 PM   #10799
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Oops, corrected now, thanks for pointing them out!
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Old May 12th, 2016, 10:10 AM   #10800
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Quote:
Xili rail station plan sparks debate
Shenzhen Daily 12th May 2016

A DRAFT plan to build a high-speed railway station in Xili Subdistrict in Nanshan District to replace the existing Shenzhen West Railway Station has sparked debate.

During a recent meeting on rail transportation planning in Nanshan District, the Shenzhen Urban Transportation Planning and Research Institute put forward a plan to build a high-speed railway station in Xili. The station would have 11 platforms and 20 tracks.

The plan got support from the Nanshan District Government, which said it could stimulate development in its northern areas. However, residents doubt the necessity of building so many high-speed railway stations in the city. These is also another high-speed station planned for the Airport on the Shenzhen-Maoming HSR but this will be mostly for regional commuter services.

In a survey conducted by www.sznews.com, 70 percent of respondents disapproved of building a high-speed railway station in Xili.

A netizen said he objected to the plan because Shenzhen already has several high-speed railway stations. “The Shenzhen East Railway Station now operates 14 pairs of long distance trains, only 20 percent of its full capacity. At present, high-speed railway stations have been built in Futian, Pingshan and Guangming. Is it necessary to build another station when the facilities aren’t fully used?” he said.

But some netizens said Xili has become a new high-tech center and has many universities. One netizen said Xili station should be built underground to save land.

Zhao Fake, vice president with Shenzhen Urban Transportation Planning and Research Institute, said Shenzhen should make full use of the North Railway Station. Xili Station could serve as a station for regular trains, not high-speed trains.

Shenzhen has already planned to move the passenger service of Shenzhen West Railway Station in Qianhai to the existing Xili station, a cargo station. The rail in Qianhai will go underground to make way for the development of Qianhai.

Shenzhen rail construction officials said the plan is still under discussion and it will invite experts to review the overall layout of Shenzhen’s high-speed railway stations. It said it will seek public opinion about the plan.  (Han Ximin)
This is interesting news and I can see merit in the argument and debate. It would depend on if this station is destined to serve long-distance services or regional high-speed commuter services instead. There is a market to be served in the Nanshan district, despite constantly being under threat, Shenzhen West has managed to survive with several long distance conventional services.
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