Geezertronic
Established Member
My parents house backs onto the WCML just north of Marston Green station. As you can imagine, the noise of the trains is always drowned out by planes taking off from BHX
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High Speed Rail 2 questions
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My parents house backs onto the WCML just north of Marston Green station. As you can imagine, the noise of the trains is always drowned out by planes taking off from BHX
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Nym
Established Member
When I was living in Ancoats I could hear the WCML whenever services where whisling, but I get more noise and bother from the industrial estate down the road than I actually heard from any line I lived near, ever.
WelshBluebird
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While I do support HS2 and the idea of HSR in the UK, I do wish everything wasn't so London centric.
For example, I'd say the only reason the GWML is being electrified is because it goes into London. If it was just Reading to Cardiff, then I doubt it would see any new investment.
And I do think we need to sort out our "normal" railways before ploughing money into high speed ones.
I really would like to see new projects in other areas of the network. Its nice that there is a possible plan to electrify the Valley Lines around Cardiff, but I have a feeling that will take an awful lot longer than what most people think.
I'd also love to see some old lines reopened too to allow more direct routes, but most of the ones I would like to see probably are just not viable.
For example, I'd say the only reason the GWML is being electrified is because it goes into London. If it was just Reading to Cardiff, then I doubt it would see any new investment.
And I do think we need to sort out our "normal" railways before ploughing money into high speed ones.
I really would like to see new projects in other areas of the network. Its nice that there is a possible plan to electrify the Valley Lines around Cardiff, but I have a feeling that will take an awful lot longer than what most people think.
I'd also love to see some old lines reopened too to allow more direct routes, but most of the ones I would like to see probably are just not viable.
The Chinese are planning to run their high speed lines at lower maxima than originally planned - possible lessons for High Speed 2?
http://www.topchinatravel.com/commu...high-speed-trains-running-in-a-slow-speed.htm
China's high-speed railways will run at a slower speed than previously expected, according to the newly appointed railways minister.
In an interview with People's Daily published on Wednesday, Sheng Guangzu, who took on the role on Feb 25 replacing former railways minister Liu Zhijun, said high-speed trains will run at 300 kilometers per hour starting from July 1, instead of the previously announced 350 km/h (217mph).
The change to the country's high-speed rail network was made after Liu stepped down when he became the subject of an investigation for an alleged "severe violation of discipline" on Feb 12.
Sheng said in the interview that only the four east-west and four north-south artery lines of the high-speed rail network will carry trains at 300 km/h (186mph).
The inter-city lines that usually connect major centers within regions should be operated at between 200 (124mph) and 250 km/h (155mph), while most railways in central and western China will operate at less than 200 km/h.
To placate passengers who complain they are forced to ride on high- speed trains and pay more because the ministry canceled slower trains, he said there will be other options. For example, the 300-km/h lines
will also operate bullet trains at between 200 and 250 km/h.
The new policy is a change from the one publicized during Liu's time.
Previously, China was expecting to build a high-speed rail network with an operational speed of 350 km/h or more.
The landmark Beijing-Shanghai high-speed railway was built to run trains at 380 km/h that could compete with airlines. But Sheng did not say whether the line will still run that fast when it opens in June.
Zhao Jian, a transport professor at Beijing Jiaotong University, told China Daily that the speeds should have been slower right from the start.
"Because, at 300 km/h or less, the high-speed rail network can operate in a more economically efficient and safer way," he said.
The energy consumption of trains at 350 km/h could be twice that of trains at 200 km/h, he explained.
For passengers, a lowered speed could mean a cut in ticket prices in the future.
Wang Yongping, spokesman for the ministry, said on Wednesday that the lowering of the operational speed will "provide a bigger price-float range", without elaborating.
Ha Yanmei, who commutes between Beijing and Tianjin every weekend, said the ticket price for high-speed trains should drop along with the speed.
"Otherwise, I will feel I am cheated by the ministry," she said.
As for concerns about whether railway construction will also slow down, Sheng said such work between 2011 and 2015 will be rolled out fast across the country, with an investment of 2.8 trillion yuan ($428 billion) allocated for it.
As planned, the country's railway network will stretch to 120,000 km by the end of 2015, up from the current 91,000 km, he said.
But he stressed that priority will be given to ongoing projects to make sure they have enough funds for construction to be completed, and emphasis will be given to projects that are in urgent demand because of economic development.
Zhao said the arrangement could mean some projects might be cut or postponed.
"In addition to cutting some projects, the ministry should also adjust some ongoing projects as well," he said, adding that the planned 350- km/h railway between Xi'an and Urumqi should be built to operate at 200 km/h.
The ministry also plans to ask passengers to provide their real names when buying bullet train tickets starting June 1.
From the end of June, the Beijing-Shanghai high-speed railway will be the first line in China to start selling tickets online. Online sales will be extended to other lines at the end of this year.
http://www.topchinatravel.com/commu...high-speed-trains-running-in-a-slow-speed.htm
China's high-speed railways will run at a slower speed than previously expected, according to the newly appointed railways minister.
In an interview with People's Daily published on Wednesday, Sheng Guangzu, who took on the role on Feb 25 replacing former railways minister Liu Zhijun, said high-speed trains will run at 300 kilometers per hour starting from July 1, instead of the previously announced 350 km/h (217mph).
The change to the country's high-speed rail network was made after Liu stepped down when he became the subject of an investigation for an alleged "severe violation of discipline" on Feb 12.
Sheng said in the interview that only the four east-west and four north-south artery lines of the high-speed rail network will carry trains at 300 km/h (186mph).
The inter-city lines that usually connect major centers within regions should be operated at between 200 (124mph) and 250 km/h (155mph), while most railways in central and western China will operate at less than 200 km/h.
To placate passengers who complain they are forced to ride on high- speed trains and pay more because the ministry canceled slower trains, he said there will be other options. For example, the 300-km/h lines
will also operate bullet trains at between 200 and 250 km/h.
The new policy is a change from the one publicized during Liu's time.
Previously, China was expecting to build a high-speed rail network with an operational speed of 350 km/h or more.
The landmark Beijing-Shanghai high-speed railway was built to run trains at 380 km/h that could compete with airlines. But Sheng did not say whether the line will still run that fast when it opens in June.
Zhao Jian, a transport professor at Beijing Jiaotong University, told China Daily that the speeds should have been slower right from the start.
"Because, at 300 km/h or less, the high-speed rail network can operate in a more economically efficient and safer way," he said.
The energy consumption of trains at 350 km/h could be twice that of trains at 200 km/h, he explained.
For passengers, a lowered speed could mean a cut in ticket prices in the future.
Wang Yongping, spokesman for the ministry, said on Wednesday that the lowering of the operational speed will "provide a bigger price-float range", without elaborating.
Ha Yanmei, who commutes between Beijing and Tianjin every weekend, said the ticket price for high-speed trains should drop along with the speed.
"Otherwise, I will feel I am cheated by the ministry," she said.
As for concerns about whether railway construction will also slow down, Sheng said such work between 2011 and 2015 will be rolled out fast across the country, with an investment of 2.8 trillion yuan ($428 billion) allocated for it.
As planned, the country's railway network will stretch to 120,000 km by the end of 2015, up from the current 91,000 km, he said.
But he stressed that priority will be given to ongoing projects to make sure they have enough funds for construction to be completed, and emphasis will be given to projects that are in urgent demand because of economic development.
Zhao said the arrangement could mean some projects might be cut or postponed.
"In addition to cutting some projects, the ministry should also adjust some ongoing projects as well," he said, adding that the planned 350- km/h railway between Xi'an and Urumqi should be built to operate at 200 km/h.
The ministry also plans to ask passengers to provide their real names when buying bullet train tickets starting June 1.
From the end of June, the Beijing-Shanghai high-speed railway will be the first line in China to start selling tickets online. Online sales will be extended to other lines at the end of this year.
j0hn0
Member
err, no, not at all.....
The only thing China knows about high speed railways is to copy what everyone else has done rather than set the benchmark for engineering.
In Germany, they invented the motor car, they now have centres of engineering excellence all around the country and many German owned corporate leviathans providing jobs and investment for their country.
In England, we invented the train and what do we have? A fragmented bring and buy sale.
We SHOULD have the knowledge and engineering excellence to decide correctly what is right and what is wrong, but we have sold everything we own to the highest bidder to make some shareholders short term gains. Therefore we really don't have that much expertise anymore, if we do, they work for contractors or sub-contractors which of course bumps up the price because every shareholder has to take a cut.
Basically, if we don't future proof, it will cost just as much as the WCML upgrade, to upgrade the HS2 when capacity becomes constrained.
The only thing China knows about high speed railways is to copy what everyone else has done rather than set the benchmark for engineering.
In Germany, they invented the motor car, they now have centres of engineering excellence all around the country and many German owned corporate leviathans providing jobs and investment for their country.
In England, we invented the train and what do we have? A fragmented bring and buy sale.
We SHOULD have the knowledge and engineering excellence to decide correctly what is right and what is wrong, but we have sold everything we own to the highest bidder to make some shareholders short term gains. Therefore we really don't have that much expertise anymore, if we do, they work for contractors or sub-contractors which of course bumps up the price because every shareholder has to take a cut.
Basically, if we don't future proof, it will cost just as much as the WCML upgrade, to upgrade the HS2 when capacity becomes constrained.
Nym
Established Member
Not that it should at all be built on the current alignment, 3 or 4 track from Euston, 4 track all the way from Old Oak to Birmingham Intl, with a few more stations on route.
All stations on the four track sections on station loops, 140/175mph 'javelin' services running from Euston to Birmingham stopping at some more stations, 2 to 4tph.
Stations at: Amersham, Alyesbury, 'Brackley Junction Parkway', 'Coventry South Parkway'. Possibly have some junctions on one of these stations, like 'Not Dartford' International. Junctioning onto EWR, but definatly four track from the start into London from Birmingham, with some extra stations on loops, sweeten the deal a bit for the chilterns, if nowhere else, than Aylesbury and Brackley (next to the big A Road)
All stations on the four track sections on station loops, 140/175mph 'javelin' services running from Euston to Birmingham stopping at some more stations, 2 to 4tph.
Stations at: Amersham, Alyesbury, 'Brackley Junction Parkway', 'Coventry South Parkway'. Possibly have some junctions on one of these stations, like 'Not Dartford' International. Junctioning onto EWR, but definatly four track from the start into London from Birmingham, with some extra stations on loops, sweeten the deal a bit for the chilterns, if nowhere else, than Aylesbury and Brackley (next to the big A Road)
j0hn0
Member
liking that idea, we need to placate the NIMBYs and I think that this is one way to do it
This is the current state of Brackley Central (now apparently a tyre business). It looks possible to revive it, although some work and a new level-access footbridge would be needed as well as the platforms. The trackbed is almost intact, and there is room for car parks on the other side of the line, plus access from the A40. New road bridges might be needed.
Aylesbury Town might just be reachable as well, but I imagine that Aylesbury Vale would be easier to reach. There is also the possibility of access to Banbury via a new curve at Helmdon, and thus on to Stratford-upon-Avon.
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