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Old February 25th, 2008, 10:17 PM   #301
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Quote:
Originally Posted by Msradell View Post
Does DHL have any plans to do on board sorting on the trains like "La Poste" does on some routes? It's an interesting concept and I'm sure also has some cost benefits in addition to the shortening of delivery time.
I was wrong when I said DHL. In fact there a project that involves Fedex: http://www.roissymail.com/_Images/NL...ENCE060407.pdf
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Old February 25th, 2008, 11:02 PM   #302
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Quote:
Originally Posted by Msradell View Post
Does DHL have any plans to do on board sorting on the trains like "La Poste" does on some routes? It's an interesting concept and I'm sure also has some cost benefits in addition to the shortening of delivery time.
The UK Royal Mail did this for decades, until they scrapped the mail trains for trucks and planes a few years ago. When after about 2 years they realised this was a mistake, they reintroduced 125mph trains, but without the sorting facility onboard. Now the train just gets the mail to the depot as soon as possible, where it is sorted.

Having claimed to have done a thorough economic analysis, perhaps sorting onboard is not the optimal way to do it, especially as the journey times decrease and the use of more sophisticated sorting machinery increases.
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Old February 26th, 2008, 05:51 AM   #303
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Old February 26th, 2008, 10:25 AM   #304
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First thing I thought when I saw it was that it's the most ugly train I've ever seen, but now I think that a good paint job could change a lot and that it's not that bad
Thought the first design was better imo.
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Old March 5th, 2008, 09:44 PM   #305
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I'm finding it looks better from above than below . . . I like its moulded curves seeming strikingly calm or subtle . . .
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Old March 6th, 2008, 11:04 AM   #306
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This train is sexy, I cream my pants from just looking at it. I don't know how many of you guys can hate it!
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Old March 7th, 2008, 03:39 AM   #307
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This train is sexy, I cream my pants from just looking at it. I don't know how many of you guys can hate it!
I agree... this train is sex on rails.
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Old March 8th, 2008, 01:32 PM   #308
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Originally Posted by pflo777 View Post
this 350 vs 360 kmh vmax is only a political thing.
Those 10 kmh difference dont change anything for the passengers.

The next big step would be to give it the same performance in acceleration and decceleration as the german and japanese maglev trains have.
But thats a very very big step.

and the AVE-S103 at least is close to commercial service. The 350 kmh vmax in everyday service should be reached that year.When will the AGV reach that speed in everyday service? and on which roure?
The Japanese Shinkansen (which are not maglev, just so I know you know) have better acceleration than anyone else anyway. The reason is that they're entirely grade-separated.
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Old March 8th, 2008, 03:38 PM   #309
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Japanese Shinkansen have better acceleration because they have the best power to weight ratio of all the high speed trains except the Velaro which is almost as good. Every other country's high speed networks are entirely grade separated (except when they run over classic lines, but that's true of Japan also, and this is mainly confined to city centres).
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Old March 8th, 2008, 07:15 PM   #310
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Portuguese televisions and newspapers said that this new high speed train could be in use in the new Lisbon-Madrid and Lisbon-Oporto high speed lines by 2013 and 2015.
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Old March 9th, 2008, 08:44 AM   #311
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Portuguese televisions and newspapers said that this new high speed train could be in use in the new Lisbon-Madrid and Lisbon-Oporto high speed lines by 2013 and 2015.
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Old March 9th, 2008, 09:24 AM   #312
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AGV : Performance and modularity

The challenge

Air transport currently presents travellers with numerous problems, from extended check-in times to overcrowded airports. The challenge for very high speed rail travel is to offer a commercial service speed of 360 km/h, passing the threshold of 1,000 km in three hours to further increase the appeal of train travel over other modes of transport.

Pressure on energy costs have also led rail operators to demand exceptional cost performance. The ratio between train capacity and energy consumption has, as a result, become a decisive market factor.

Alstom has developed a new generation of very high speed trains, AGV (Automotrice Grande Vitesse), to meet these new requirements

The concept

Designed to travel at 360 km/h, the AGV is the first train in the world to combine articulated architecture with distributed power. The principle of the articulated train set is based on a design that places bogies between the cars. This technique, which has ensured Alstom’s success for 25 years, eliminates much of the vibration and rolling noise on board, cushions movement between cars, optimizes aerodynamic performance, guarantees maximum security, and reduces maintenance costs by 30%. The distributed power principle spread along the train increases on-board capacity by 20%.

The combination of articulated architecture, composite materials, and improved traction systems have made it possible to reduce the mass of the AGV by 70 tonnes compared to competitors’ trains. The AGV is therefore particularly efficient from an environmental point of view, consuming 15% less energy.

Distributed power also offers the advantage of modularity in relation to car numbers. Based on an AGV range comprising between 7 and 14 cars, each operator can built up a fleet to match their capacity requirements.

Key figures

* Modular design: 7 to 14 cars (130 to 250 m)
* Seats: 250 to 650
* Mass: 270 to 510 tonnes
* Power: 6,000 to 12,000 kW (22 kW/t)
* Traction equipment : Quadri-voltage 25 kV 50 Hz / 15 kV 16.7 Hz / 3 kVdc / 1.5 kVdc, water-cooled IGBT traction converters, permanent magnet motors
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Old March 9th, 2008, 06:07 PM   #313
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This is not very related but I will ask anyway.

Why are Shinkansen finding it hard to reach the 360km/h barrier? Their Fastech 360 trains are finding it hard to reach those speeds commercially while the AGV seems to be able to reach it quite comfortably.
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Old March 9th, 2008, 07:30 PM   #314
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I think you mean "mark", not "barrier"
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Old March 9th, 2008, 08:34 PM   #315
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Quote:
Originally Posted by Railfan View Post
AGV : Performance and modularity

The challenge

Air transport currently presents travellers with numerous problems, from extended check-in times to overcrowded airports. The challenge for very high speed rail travel is to offer a commercial service speed of 360 km/h, passing the threshold of 1,000 km in three hours to further increase the appeal of train travel over other modes of transport.

Pressure on energy costs have also led rail operators to demand exceptional cost performance. The ratio between train capacity and energy consumption has, as a result, become a decisive market factor.

Alstom has developed a new generation of very high speed trains, AGV (Automotrice Grande Vitesse), to meet these new requirements

The concept

Designed to travel at 360 km/h, the AGV is the first train in the world to combine articulated architecture with distributed power. The principle of the articulated train set is based on a design that places bogies between the cars. This technique, which has ensured Alstom’s success for 25 years, eliminates much of the vibration and rolling noise on board, cushions movement between cars, optimizes aerodynamic performance, guarantees maximum security, and reduces maintenance costs by 30%. The distributed power principle spread along the train increases on-board capacity by 20%.

The combination of articulated architecture, composite materials, and improved traction systems have made it possible to reduce the mass of the AGV by 70 tonnes compared to competitors’ trains. The AGV is therefore particularly efficient from an environmental point of view, consuming 15% less energy.

Distributed power also offers the advantage of modularity in relation to car numbers. Based on an AGV range comprising between 7 and 14 cars, each operator can built up a fleet to match their capacity requirements.

Key figures

* Modular design: 7 to 14 cars (130 to 250 m)
* Seats: 250 to 650
* Mass: 270 to 510 tonnes
* Power: 6,000 to 12,000 kW (22 kW/t)
* Traction equipment : Quadri-voltage 25 kV 50 Hz / 15 kV 16.7 Hz / 3 kVdc / 1.5 kVdc, water-cooled IGBT traction converters, permanent magnet motors
Wasn't Talgo the innovator in articulated train sets? I seem to remember reading that on their web site.
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Old March 9th, 2008, 09:21 PM   #316
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Quote:
Originally Posted by interesting monster View Post
Wasn't Talgo the innovator in articulated train sets? I seem to remember reading that on their web site.
Yes. They built the first articulated trainset prototype before the WWII
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Old March 9th, 2008, 09:25 PM   #317
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Quote:
Originally Posted by ddes View Post
This is not very related but I will ask anyway.

Why are Shinkansen finding it hard to reach the 360km/h barrier? Their Fastech 360 trains are finding it hard to reach those speeds commercially while the AGV seems to be able to reach it quite comfortably.
Quote:
Originally Posted by BenL View Post
Great news but surely 300 km/h is rather old stock? Surely they should be looking at something like the AGV or ICE3?
This is not a problem of technology, but rather it is a problem of geography.

It takes time and distance to accelerate and decelerate to and from speeds of 300 km/h. France and Spain (but not Germany) have routes which operate at 300+ km/h becuase they have train services which run for 200 to 300 km between stations. In Germany, Italy and the UK the HSL's are/will operated with 100 to 200 km between stations.

Using trains with the capability to operate at more than 300 km/h is a wasted investment in geography's such as United Kingdom as the short distances between station will prevent these trains from ever running st their design speed. Look at the example of Japan which has built at least four prototypes which were capable of speed greater than 350+ km/h but none of them have yet been introduced into commercial operation.

Japan has very few Shinkasen stations separated by more than 100 km so the ever cautious Japanese maney managers have not yet developed an operating pattern which would utilize these faster trains
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Old March 9th, 2008, 11:06 PM   #318
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Quote:
Originally Posted by ddes View Post
This is not very related but I will ask anyway.

Why are Shinkansen finding it hard to reach the 360km/h barrier? Their Fastech 360 trains are finding it hard to reach those speeds commercially while the AGV seems to be able to reach it quite comfortably.
In what way have you heard they are finding it hard? The train has reached 400 km/h quite happily in 2005 or 2006. They have a number of self-imposed technical restrictions which must cause difficulties, but it's not because they lack the capability. Shinkansen have slightly harsher sound restrictions, as well as efficiency requirements at about the same level as the AVG if not better, plus they have traditionally gone for much higher amounts of power in their trains. This is a good piece:

http://www.jreast.co.jp/e/developmen...7-02-05eng.pdf
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Old March 10th, 2008, 03:23 PM   #319
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Originally Posted by elfabyanos View Post
.....it's not because they lack the capability...
I've read the Japanese will be running the Fastech 360s at 320 km/h (199mph) in commercial service.

French Railways are looking at 360 km/h (225mph) but have stated that they're not sure whether customers will pay a premium to run trains at this speed.
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Old March 10th, 2008, 08:24 PM   #320
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Originally Posted by Chafford1 View Post
I've read the Japanese will be running the Fastech 360s at 320 km/h (199mph) in commercial service.

French Railways are looking at 360 km/h (225mph) but have stated that they're not sure whether customers will pay a premium to run trains at this speed.
Where did you read this about Fastech? I'm curious - it seems plausible, just because of the increased energy costs from that 40kph. They've been advertising Sapporo-Tokyo nonstop runs in about 2014 with a time of 3h57m, though - you can't do that at 320.
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