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China HSR News And Information: Original Translation


Breath taking views!
:smitten::smitten::smitten::smitten::smitten:
This is my kind of photography and my kind of trains i love to watch.
Thanks for the visual treat @AndrewJin

@Abingdonboy @gslv mk3 @Nilgiri Gentlemen you can see in above images use of what we refer to as MUed (Multiple Unit) locomotive operation with double section locomotives. These images will become common in India too with use of WAG 11 and WAG 12 locomotives. & you can see the kind of long trains these can pull, thereby massively improving Throughput.
 
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People's Daily,China‏ Verified account @PDChina
Chinese President Xi Jinping called on Wednesday for efforts to improve the country's capability of safeguarding against natural disasters and fully launch the planning and construction of the Sichuan-Tibet railway
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9:51 PM - 10 Oct 2018
 
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Revolution of slow trains in the next decade:
All traditional trains will be gradually replaced by new-generation Power-Centralised EMUs


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Breath taking views!
:smitten::smitten::smitten::smitten::smitten:
This is my kind of photography and my kind of trains i love to watch.
Thanks for the visual treat @AndrewJin

@Abingdonboy @gslv mk3 @Nilgiri Gentlemen you can see in above images use of what we refer to as MUed (Multiple Unit) locomotive operation with double section locomotives. These images will become common in India too with use of WAG 11 and WAG 12 locomotives. & you can see the kind of long trains these can pull, thereby massively improving Throughput.
I saw your posts in the indian railway thread regarding the freight lines.
I assume after the freight lines open, the original mixed lines can accommodate more passenger trains with higher average speed?
 
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I assume after the freight lines open, the original mixed lines can accommodate more passenger trains with higher average speed?
True!

Problem of running freight and Semi/HST on same tracks are twofold:
1. Freight locomotive make use of their heavier weight to generate additional traction effort at cost of speed. Hence as a general rule, freight locomotives have higher weight spread over larger number of powered axles at lower gearing ratio (between traction gear and axle gear). Most freight locos are rated at around 120/140 kph max speed mark operating at average speed of around 70 kph. This however comes with requirement of heavier axle load supporting tracks which puts a terrible cost penalty if you lay straight tracks (like the ones you have posted showing bridges and via-ducts).
2. Passenger trains have exact opposite requirement with speed and acceleration being principle concerns rather than continuous tractive effort. Trains and locomotives are much lighter to use most of power for generating speed. However this requires straight tracks and gentler bends. Correspondingly the cost goes up for an HST line multi-folds.

Most developed countries are therefore either having or are in process of separating these traffics of dedicated lines. Basic advantage of this is that you can actually increase speed for both trains (freight and passenger). For example in India, average speed of a freight train in around 27-30 kph which will increase to 75-80 kph on Dedicated Freight corridors. Also once you free main line from freight you can actually operate current generation passenger locos at 140-160 kph range as there is no slow moving freight train ahead.
hence in several countries, before investing in dedicated HST lines, economical option has been to develop separate freight lines and then incrementally improve passenger train speeds too.


This looks like what we call as First AC accommodation in India.
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CR400 Around China
2018


Xi'an-Chengdu HSR
Countryside in Sichuan Province, Western China

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Beijing-Tianjin HSR
Downtown Tianjin City, Northern China
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Zhengzhou-Xi'an HSR
Countryside in Henan Province, Central China
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Shenyang-Dandong HSR
Countryside near China-Korean border, Northeast China
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Wuhan-Guangzhou HSR
Inside Wuhan Station, Central China
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True!

Problem of running freight and Semi/HST on same tracks are twofold:
1. Freight locomotive make use of their heavier weight to generate additional traction effort at cost of speed. Hence as a general rule, freight locomotives have higher weight spread over larger number of powered axles at lower gearing ratio (between traction gear and axle gear). Most freight locos are rated at around 120/140 kph max speed mark operating at average speed of around 70 kph. This however comes with requirement of heavier axle load supporting tracks which puts a terrible cost penalty if you lay straight tracks (like the ones you have posted showing bridges and via-ducts).
2. Passenger trains have exact opposite requirement with speed and acceleration being principle concerns rather than continuous tractive effort. Trains and locomotives are much lighter to use most of power for generating speed. However this requires straight tracks and gentler bends. Correspondingly the cost goes up for an HST line multi-folds.

Most developed countries are therefore either having or are in process of separating these traffics of dedicated lines. Basic advantage of this is that you can actually increase speed for both trains (freight and passenger). For example in India, average speed of a freight train in around 27-30 kph which will increase to 75-80 kph on Dedicated Freight corridors. Also once you free main line from freight you can actually operate current generation passenger locos at 140-160 kph range as there is no slow moving freight train ahead.
hence in several countries, before investing in dedicated HST lines, economical option has been to develop separate freight lines and then incrementally improve passenger train speeds too.
This problem is still bothering China's slow lines.
Because a large proportion of passengers transfer to new HSRs (60+% trains), the old lines are becoming like freight lines.
Dedicated freight lines are mostly in China's resources-rich regions.
These lines are hugely profitable, and many of them are listed companies.
The current major project is a new north-south freight line, I think it will take at least 5 years.

This looks like what we call as First AC accommodation in India.
images-jpg.504392
The new-generation slow trains are about standardisation and efficiency.
The traction distribution is the same as French TGV, only distributed on the two cars at each end.
But because it has two powered cars, it is more efficient to organise at stations.
And it will be easy to maintain, because all different types of trains (each factory will build one type) are standardised.
It will also share many standards as those bullet trains, for example the interior design.

But there is debate on upgrading slow trains vs completely wipe out slow trains.
Most local governments are for upgrading slow lines to accommodate bullet trains.
For example, in early October, the upgraded Dunhuang-Yumen Line opened as a tributary of Lanzhou-Urumqi HSR.
It is apparently fancier for the tourist city of Dunhuang which welcomed nearly 10 million tourists in 2017.
But of course the cost is higher.

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‘Flight’ train to travel at 1,000 kph
By Liu Xuanzun Source:Global Times Published: 2018/10/11 22:58:44

Experience in aerospace science helps tech development

China unveiled a scale model of its high-speed flight train that is expected to travel at 1,000 kilometers an hour by 2025, with Chinese railway experts saying the country's experience in aerospace science would help develop the train.

The model was on exhibit at the 2018 National Mass Innovation and Entrepreneurship Week in Chengdu, capital of Southwest China's Sichuan Province on Wednesday, Chengdu Business Daily reported.

The train, which the State-owned China Aerospace Science and Industry Corporation Limited (CASIC) began developing in 2015 and dubbed "T-Flight," will use an integrated, light- and heat- proof cabin 29.2 meters long and three meters wide, the report said.

The train will float 100 millimeters above the ground due to a close-to-vacuum railway environment and magnetic levitation technology, Chengdu Business Daily quoted Wang Yan, an employee at CASIC's Magnetic Levitation and Electromagnetic Propulsion Department, as saying.

"The train will slowly accelerate to 1,000 kilometers an hour," Wang said, noting that passengers will be safe and feel comfortable.

The train is expected to be dispatched every 200 seconds, similar to a subway train, Chengdu Business Daily reported, citing a promotional video at the event.

Together with US-based Hyperloop Transportation Technologies and Hyperloop One, CASIC is among only three companies in the world that have announced the development of a transportation system with a designed speed faster than 1,000 kilometers an hour, Wang said.

"CASIC started behind its competitors, but its experience with aerospace science has given it a decent start in the development of the high-speed flight train," Wang said.

Sun Zhang, a railway expert and professor at Shanghai Tongji University, told the Global Times on Thursday that many technologies like electromagnetic propulsion used in the flight train are similar to aerospace technologies.

The exhibit of the flight train shows that China is keeping up with its US counterpart in the field, Sun said.

The train will reach the test speed of 1,000 kilometers an hour by 2023, and will be capable of carrying passengers at that speed by 2025, Chengdu Business Daily reported.

However, Sun said that despite the fast-paced schedule, the technology remains experimental and will not have a direct impact on people's lives anytime soon.

Southwest Jiaotong University in Chengdu is experimenting on a similar technology by developing a test platform for trains to achieve a speed of 1,500 kilometers an hour, Beijing-based newspaper Science and Technology Daily reported.

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Any pic from the Ji-Tong line?
The locomotive festival or the normal freigh railway?



CRH6 Family
High-capacity intercity bullet trains

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CRH6 trains share characteristics of both metro and high-speed trains

Fast acceleration
Flexible coupling
Less seats
Lower speed: 160-200km/h

CRH6 on Changsha-Zhuzhou-Xiangtan intercity HSR
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CRH6 in Shanghai
Shanghai-Jinshan Intercity Railway
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Wuhan-Shiyan high-speed rail line ready for track-laying work in China's Hubei
Source: Xinhua| 2018-10-12 22:11:47|Editor: Li Xia


In this aerial photo taken on Oct. 12, 2018, workers join the two sections of the Cuijiaying Hanjiang Bridge of the Wuhan-Shiyan high-speed rail line in Xiangyang, central China's Hubei Province. The 399-kilometer Wuhan-Shiyan high-speed rail line is ready for track-laying work after builders finished joining the two sections of the Cuijiaying Hanjiang Bridge on Friday. The high-speed railway is expected to come on stream by the end of 2019. (Xinhua/Xiao Yijiu)

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Wuhan-Shiyan high-speed rail line ready for track-laying work in China's Hubei
Source: Xinhua| 2018-10-12 22:11:47|Editor: Li Xia


In this aerial photo taken on Oct. 12, 2018, workers join the two sections of the Cuijiaying Hanjiang Bridge of the Wuhan-Shiyan high-speed rail line in Xiangyang, central China's Hubei Province. The 399-kilometer Wuhan-Shiyan high-speed rail line is ready for track-laying work after builders finished joining the two sections of the Cuijiaying Hanjiang Bridge on Friday. The high-speed railway is expected to come on stream by the end of 2019. (Xinhua/Xiao Yijiu)

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Can't believe it is so slow...
We've talking about it for nearly 10 years....
 
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