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Old May 28th, 2016, 07:18 AM   #961
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By crivet from dcfever :

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Old May 30th, 2016, 05:01 PM   #962
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An ambitious project by all standards
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Old May 30th, 2016, 07:13 PM   #963
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they are the best kind of projects
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Old June 2nd, 2016, 10:37 PM   #964
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Here is a proposal for the cross-border daytime services, once the construction project has been finished.



60 services are planed each day.
The numbers below the cities codes indicate the daily frequency to each city.
60 trains a day means that almost every 15 minutes a train will depart from Hong Kong to Mainland China between 6am and 9pm.
Many existing high speed trains to Guangzhou and Shenzhen will be extended to Hong Kong. Thus, these trains will also serve
passengers, going from one mainland city to another one. Customs and immigration checks will be conducted in Hong Kong.

Possible overnight sleeper trains are not included in this graphic.

Hong Kong - Harbin will be probably become one of the longest high speed rail journeys in the world.
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Old June 3rd, 2016, 04:09 AM   #965
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Quote:
Originally Posted by doc7austin View Post
Here is a proposal for the cross-border daytime services, once the construction project has been finished.



60 services are planed each day.
The numbers below the cities codes indicate the daily frequency to each city.
60 trains a day means that almost every 15 minutes a train will depart from Hong Kong to Mainland China between 6am and 9pm.
Many existing high speed trains to Guangzhou and Shenzhen will be extended to Hong Kong. Thus, these trains will also serve
passengers, going from one mainland city to another one. Customs and immigration checks will be conducted in Hong Kong.

Possible overnight sleeper trains are not included in this graphic.

Hong Kong - Harbin will be probably become one of the longest high speed rail journeys in the world.
So to clarify the diagram better, it is not 60 trains per day but 60 pairs of trains. There will be 120 trains crossing the border back and forth. 60 trains bound from Hong Kong to Shenzhen and 60 from Shenzhen to HK. Thus trains entering or leaving West Kowloon Terminus every 8 minutes or so.

According to their predictions, about 15,000 passengers daily will travel on these long distance services to/from Hong Kong, while around 85,000 extra daily passengers will travel on PRD Shuttle Services to Shenzhen and Guangzhou.

I noticed that there are no planned services to Guiyang, although the Chongqing and Chengdu services might be re-routed through there once the respective HSR lines to Guiyang are completed around the same time as West Kowloon Terminus.

I would also like to see a similar diagram detailing services via the shorter route via Nanchang & Hefei to Beijing, once the Shenzhen to Ganzhou HSR is completed.

As for long-distance services, how long is too long on high-speed rail? When this station opens, the Lanzhou-Chongqing and Lanzhou-Baoji HSR will open on a similar timeframe. This means services to Lanzhou, Xining and Urumqi become possible too.
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Old June 3rd, 2016, 05:13 AM   #966
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How long will the trip to Harbin take? What is the longest currently operational or planned HSR journey?
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Old June 3rd, 2016, 05:55 AM   #967
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There is another plan for a Shenzhen North - Beijing line that will bypass Guangzhou ( discussion here ) and take about 7 hours. From Beijing to Harbin is another 7 hours so it is still a very long trip.
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Old June 3rd, 2016, 10:56 AM   #968
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Quote:
Originally Posted by doc7austin View Post
Here is a proposal for the cross-border daytime services, once the construction project has been finished.

Hong Kong - Harbin will be probably become one of the longest high speed rail journeys in the world.
There does not seem to be Guangzhou-Harbin for now.
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Old June 3rd, 2016, 11:30 AM   #969
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Maybe it is planned with the opening of new Beijing-Shenyang HSR.
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Old June 3rd, 2016, 01:15 PM   #970
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Looking at other articles and websites, it is more than a little difficult to separate out the long-distance services planned and the cross-border shuttle services. With some sources saying that there will be 60 shuttle services alone, departing every 15 minutes to Futian and Shenzhen North, every second shuttle continuing onto Dongguan & Guangzhou South.

The West Kowloon Kowloon Terminus website then describes 33 long-distance train pairs to 16 cities. This is less than the above diagram.

Also missing are regional Pearl River Delta services centred on HK to/from cities such as Huizhou, Zhongshan and more. These will open up as the SZ-Maoming and SZ-Ganzhou rail links are built. With strong family and cultural ties, I can see the shuttle services expanding rapidly after service begin running.

So in the end, it is possible that over 90 train pairs could operate soon after opening and could increase after that.
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Old June 4th, 2016, 12:13 AM   #971
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Hong Kong should pester Beijing for a direct line to Europe ( "One Belt, One Road" ).

http://www.chinadiscovery.com/china-...ours/maps.html
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Old June 5th, 2016, 10:03 AM   #972
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Well, I think the HK trains are now destined for Guangzhou only so we need to switch for other trains.
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Old June 7th, 2016, 08:26 AM   #973
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March, 2016

http://www.expressraillink.hk/en/con...ss-update.html



http://hkacid.com/projects/#http%3A%...for-Web_01.jpg
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Old June 7th, 2016, 08:39 AM   #974
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http://kkeltd.com/projects/mtr-c810a/#
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Old June 7th, 2016, 12:19 PM   #975
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It's really taking shape now. The pit hole that was dug in Shenzhen at HuangGang Park on YiTian road seems to have stopped operating and is being dismantled. It used to be the place where they would drop the big concrete tube parts (whatever they're called...)
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Old June 13th, 2016, 02:45 PM   #976
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South China Morning Post Excerpt
MTR Corp warned it faces a ‘fiscal abyss’ if it takes on operation of controversial Hong Kong to Guangzhou rail link
Critics foresee long-term deficits for the 26km railway, which is already vastly overbudget and years behind schedule
June 13, 2016

The MTR Corp has been urged to steer clear of taking on the operation of the troubled HK$84.4 billion express rail link to Guangzhou, with an economist warning the controversial project is a political time-bomb and a critic calling it a “fiscal abyss”.

Alarm bells were sounded after the rail operator said it would “critically look at” the scheme and consider factors such as the financial implications and public opposition, according to sources close to its top management.

An MTR Corp spokesman told the Post it hoped to “commence discussions on operation arrangements within this year” with the government so as to meet the delayed target for its launch in the third quarter of 2018.

The government has not yet approached the MTR Corp but the spokesman admitted that it expected to be invited to undertake the operation “under the concession approach” based on mutual understanding. “We will work in tandem with the government’s timetable,” he said.

“A business model would need to be established if MTR is to take on the operations of the XRL,” the spokesman said.

One option would be for it to accept a management fee for running the rail link on behalf of the government, rather than taking on the more complex role of operator and having to accept the financial implications that go with it. Critics warn the company would be severely burdened as the line will not make a profit.

It is understood that the biggest fear for the MTR Corp is whether the government’s plan to push for the controversial co-location of checkpoints at its West Kowloon terminus will trigger further delays.

More : http://www.scmp.com/news/hong-kong/e...akes-operation
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Old June 14th, 2016, 03:07 AM   #977
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Quote:
Originally Posted by Short View Post
So to clarify the diagram better, it is not 60 trains per day but 60 pairs of trains. There will be 120 trains crossing the border back and forth. 60 trains bound from Hong Kong to Shenzhen and 60 from Shenzhen to HK. Thus trains entering or leaving West Kowloon Terminus every 8 minutes or so.

According to their predictions, about 15,000 passengers daily will travel on these long distance services to/from Hong Kong, while around 85,000 extra daily passengers will travel on PRD Shuttle Services to Shenzhen and Guangzhou.
It however means there are only 130 passengers per train on average for the Hong Kong section. Since a long-haul train set carries at least 600 passengers, the occupancy rate will be quite low and the service will be running at deficit, unless subsidized.

A logical arrangement is to let the trains stop at Futian and thus double as shuttle service.
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Old June 14th, 2016, 07:15 AM   #978
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Why isn't CRH operating the line, though?
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Old June 17th, 2016, 05:38 AM   #979
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That is a complicated joint...
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Old July 7th, 2016, 03:46 PM   #980
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The Standard Excerpt
'MTR cover-up' slammed in report
July 7, 2016

A Legislative Council select committee has concluded that MTR Corporation Limited "deliberately covered up"construction delays for the Hong Kong section of the Guangzhou- Shenzhen-Hong Kong Express Rail Link.

In a 349-page report released yesterday after a one -and-a-half-year probe, the 13 committee members put the blame on two former senior staff of the railway operator - former projects director Chew Tai-chong and former chief executive Jay Walder.

The committee said their "poor judgment" had led to delays for the HK$88.42 billion project, originally targeted to be completed on August 4, 2015.

It criticized Chew, who continually informed lawmakers that "good progress was still being made" from the early construction stage despite "critical" delays with the West Kowloon terminus, and that his "assertiveness hindered frank communication."

It said Chew's failure to properly report the progress and the challenges of the project to the board was "startling and unacceptable."

Walder was said to have relied too much on the assurances given by Chew without questioning or verifying his reports, when he should have had full knowledge of the serious delays, the report said.

Also unacceptable was that for a public company providing more than five million passenger rides per day, Chew appeared to be the only person with overall charge of the world's first underground high-speed rail project.

Committee members said the MTRCL, whose senior management and board of directors simply relied on Chew's and Walder's assessments for the status of the project, are responsible for the conduct of its two former staff.

They found it "incomprehensible" that the government accepted the repeated assurances from the corporation in addressing the delays, which had been building up since late 2011, saying that while the "sentiment in giving the corporation 'the benefit of the doubt' is perhaps understandable, the wisdom is questionable."

The report also says that while there was an attempt at non-disclosure by the Transport and Housing Bureau and the Highways Department, committee members found there was insufficient evidence to suggest there was a deliberate cover-up.
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