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  #521  
Old Posted Dec 20, 2013, 2:48 AM
hughesnick312 hughesnick312 is offline
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The new Beijing high speed rail line, does anyone know what trains they use?, are they European, Japanese or do they make their own?
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  #522  
Old Posted Dec 21, 2013, 4:07 AM
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The new Beijing high speed rail line, does anyone know what trains they use?, are they European, Japanese or do they make their own?
Since when is China in Europe?
The answer to your question is yes they build their own trains, although some are derived from European and Japanese designs.
The manufactures providing HSR trains to China are:

CRH1 produced by Bombardier's joint venture Sifang Power Transportation at Qingdao (China)

CRH2 derived from E2 Series 1000 Shinkansen (Japan). An order for 60 8-car sets had been placed in 2004, with the first few built in Japan, the rest produce by Sifang Locomotive and Rolling Stock in China.

CRH3C derived from Siemens ICE3 produced by Tangshan Railway Vehicle, Changchun Railway Vehicles, and Sifang Power Transportation.

CRH5A derived from Alstom Pendolino (Europe). The first three sets were manufactured by Alstom's factory in Italy, and the next six were delivered in complete knock down form and assembled by CNR Changchun Railway Vehicle. The remaining 51 sets were built by CNR Changchun.

CRH6 designed by CSR Puzhen and CSR Sifang and all will be manufactured by CSR Jiangmen (China)

They're mostly building these trains between 4 different manufactures in China.

P.S. If you wonder what happen to CRH4 trains, none were ordered because the number 4 is considered an unlucky number in Chinese because it is nearly homophonous to the word "death".
http://en.wikipedia.org/wiki/Numbers_in_Chinese_culture

Last edited by electricron; Dec 21, 2013 at 4:42 AM.
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  #523  
Old Posted Feb 1, 2014, 10:45 PM
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An article in The Economist this week admiring the speedy construction of the high-speed line between Tours and Bordeaux, of which I talked on the previous page (post #510), and comparing this with the fate of HS2 in England which is stuck in the sand (financial considerations, NIMBYs, lack of big engineering firms in the UK, etc).
Quote:
High-speed rail in France
Where there’s a will

The Economist
January 31, 2014



RECESSION or no, France is pushing ahead with the extension of its high-speed rail network. The biggest of the three projects currently under way is the new line between Tours (where the TGV heading south from Paris stops running and starts crawling) and Bordeaux halfway down the Atlantic coast.

From high in a helicopter over fields soaked with rain, the pharaonic nature of the works becomes clear. There are 302 kms of direct track to lay, plus another 38 kms of connections to existing track. They are building 24 bridges over rivers and valleys, as well as underpasses (one almost two kilometres long), grade-separated junctions and more. Earthmoving is on a heroic scale: four times the dirt excavated for the Channel tunnel is being shifted here. The works are concentrated next to the A10 autoroute, which has been turned in places and deviations built. Flotillas of heavy equipment alternate along the route with thousands of tonnes of pre-positioned ballast. The trees nearby are up to their knees in water; it has been raining for the best part of a year and a half in this part of France.

Despite this, the €7.8 billion ($10.6 billion) project is on time and on budget, says Xavier Neuschwander, the boss of COSEA, the special-purpose entity created to build the rail line by Vinci, a big French construction and concession company. COSEA has every reason to move quickly; another Vinci-created body has a contract to run the finished track until 2061, and a third to maintain it. The sooner the trains start running, the sooner Vinci stops spending money and starts making it. The date is set for August 2017.

You can get from Paris to Bordeaux by train now in a little more than three hours; when this project is finished, it will take just over two. Alain Juppé, mayor of Bordeaux and previously prime minister of France, is an enthusiast (unsurprisingly, perhaps, for Bordeaux will pay next to nothing for it). He thinks the number of rail passengers coming to his city will rise from 9m to 20m a year. He hopes to persuade some big companies to open national headquarters in Bordeaux; several have announced plans to move away from Paris recently. An urban makeover has already turned Bordeaux into a prime tourist destination.

[...]

Across the Channel in Britain, where high-speed trains are unknown except for the little run from the Eurostar terminal at Folkestone to St Pancras station in London, debate is raging over the government’s proposal to build a high-speed connection between London to Birmingham and the north. Much is still unknown, not least how the work will be divided up (if the project goes ahead) and how the line will be run thereafter. The Tours-to-Bordeaux project may provide some useful tips.

Start with the cost. The British government is budgeting £17 billion to £21 billion ($28 billion to $35 billion), including contingency funds, to lay 140 miles (225 kms) of track from London to Birmingham. Vinci expects to spend less than half that much and lay a third more track.

[...]

http://www.economist.com/blogs/schum...ed-rail-france
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  #524  
Old Posted Feb 6, 2014, 12:08 PM
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Originally Posted by New Brisavoine View Post
An article in The Economist this week admiring the speedy construction of the high-speed line between Tours and Bordeaux, of which I talked on the previous page (post #510), and comparing this with the fate of HS2 in England which is stuck in the sand (financial considerations, NIMBYs, lack of big engineering firms in the UK, etc).
Whilst HS2 and Tours to Bordeaux are both high-speed rail projects, they aren’t really comparable in what they are attempting to deliver; the latter is a relatively uncomplicated railway project running through areas with low population density and limited catchment (Tours, Poitiers, Angoulême, & Bordeaux have a combined urban population of c.1.1mn) with limited engineering obstacles.

HS2 in contrast is quite possibly the largest and most complicated proposed infrastructure project in Europe at the moment. It will connect eight of the top ten largest urban areas in England with 400m long trains operating at 400km/h, and involves problematical engineering hurdles through densely populated and scenic protected environments. The majority of the route is either in tunnel, cutting or viaduct, and will require the construction of several expensive stations to accommodate the 400m long trains. For instance, when HS2 departs London Euston it immediately enters a tunnel and doesn’t emerge (with the exception of Old Oak Common station which will be in a giant trench similar to Stratford International) until the outskirts of London. HS2 also includes a link to HS1 allowing for potential through-services from Northern England to the continent, and potential for a future spur line to Heathrow.

Complicating matters further is that the projected passenger volumes on HS2 mean that the network isn’t a self-contained project and would require additional improvements across the wider network. For example at London Euston, HS2 is simply unworkable without the construction of Crossrail 2 (c. 28-35 route km of new tunnelling) which would be one of Europe’s largest infrastructure projects in its own right.

You also have to keep in mind the intensity and scope of HS2; the line is expected to be used by 380,000 passengers each day, comparable to the entire French TGV and German ICE networks. London to Birmingham is envisioned to be used by 148,000 passengers each day, with trains running every fifteen minutes at the peak with journey time equivalent to Oxford Circus to Epping on the Central Line.

Finally, whilst there are those against the project, that is part of the democratic planning process, and understandable considering the scale & impact that HS2 will have on multiple urban areas, large areas of protected landscape and the wider UK. A lack of ‘big’ engineering firms also isn’t causing problems with Crossrail (currently Europe’s biggest urban infrastructure project). The HS2 project is also not ‘stuck in the sand’; the hybrid bill for Phase I is currently progressing through Parliament (http://services.parliament.uk/bills/...tmidlands.html) with construction anticipated to commence in 2017, and Phase I opening in 2026 (http://www.hs2.org.uk/about-hs2/key-dates). Phase II is projected to be complete by 2030-33, however there is growing appetite for the construction schedule to be accelerated to bring the Phase II opening date closer to Phase I.
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  #525  
Old Posted Feb 6, 2014, 3:00 PM
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Originally Posted by nito View Post
Whilst HS2 and Tours to Bordeaux are both high-speed rail projects, they aren’t really comparable in what they are attempting to deliver; the latter is a relatively uncomplicated railway project running through areas with low population density and limited catchment (Tours, Poitiers, Angoulême, & Bordeaux have a combined urban population of c.1.1mn)
Tours, Poitiers, Angoulême, and Bordeaux have a combined population of 2.1 million. 1.1 million is the population only of Bordeaux.
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Originally Posted by nito View Post
with limited engineering obstacles.
Hm, limited engineering obstacles... they have to cross two rivers which are each twice the width of the Thames River in London... And also there is the complicated link between the high-speed line and the central train station of Poitiers, with a long and costly viaduct over the maze of roads, freeways, and local railway lines in the suburbs, of which I have shown pictures in post #510. For the rest of the itinerary, the terrain is not very different from England. It's not like there is the Alps lying between London and Birmingham.
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involves problematical engineering hurdles through densely populated and scenic protected environments. The majority of the route is either in tunnel, cutting or viaduct
Not very different from the high-speed line from Lyon to Marseille that cuts through scenic and protected areas of Provence, including world-famous vineyards (Côtes-du-Rhône). It required many tunnels and viaducts too. And it was completed already more than 10 years ago.
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and will require the construction of several expensive stations to accommodate the 400m long trains.
Uh, there's nothing exceptional there. TGV train stations in France are also 400 m long.

For example the Avignon TGV train station, in the middle of scenic Provence, and inside a dense urban area:




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For instance, when HS2 departs London Euston it immediately enters a tunnel and doesn’t emerge until the outskirts of London.
It's exactly the same for the high-speed line from Paris to Bordeaux. When it departs from Paris Montparnasse station, it enters a long series of tunnels until the very last southern suburbs of Paris. The length of tunnels is nearly 14 km (8.5 miles). There are also dug trenches between those tunnels. This line is in fact the most disappointing one (for urban enthusiasts) when you travel to Paris, because you see absolutely nothing of the huge megacity until almost the end when you arrive at the Montparnasse station.

This is the TGV emerging from the last tunnel at the end of the southern suburbs of Paris:


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(with the exception of Old Oak Common station which will be in a giant trench similar to Stratford International)
Not very different from the Massy TGV station in the southern suburbs of Paris, on the Paris-Bordeaux high-speed line. The trench was covered and the TGV station built above.





All of this to say that there is nothing particularly extraordinary about HS2. The same obstacles were met and solved on the continent already in the 1990s, 2000s, and now. You could argue that England has a higher population density, but the population density in the suburbs of Paris and in the busy corridor from Lyon to Marseille is the same as on the HS2 route. If anything, it was much more complicated to cut a high-speed line through the densely populated, rugged, and very scenic Provence than though the English countryside. There were insane legal battles to stop the high-speed line in Provence, but in the end the opponents failed and it was built.











And regarding launching several projects at the same time:
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Complicating matters further is that the projected passenger volumes on HS2 mean that the network isn’t a self-contained project and would require additional improvements across the wider network. For example at London Euston, HS2 is simply unworkable without the construction of Crossrail 2 (c. 28-35 route km of new tunnelling) which would be one of Europe’s largest infrastructure projects in its own right.
Lines 14, 15, 16, and 18 of the future fast subway of Paris (Grand Paris Express) will be Europe's largest infrastructure project. It's not 28-25 km of new tunneling we're talking about here, but 200 km.



And yet France launches the Tours-Bordeaux high-speed line (+ the Tours-Rennes, and Lorraine-Strasbourg high-speed lines, the latter including a tunnel under the Vosges mountain range) while at the same time launching the Grand Paris Express. Some high-speed links are also planed in the suburbs of Paris to join the Paris-Strasbourg and the Paris-Bordeaux high-speed line, via Orly Airport (thus allowing to travel by high-speed train from Strasbourg to Bordeaux without having to change trains in central Paris).
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  #526  
Old Posted Feb 10, 2014, 11:40 AM
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Tours, Poitiers, Angoulême, and Bordeaux have a combined population of 2.1 million. 1.1 million is the population only of Bordeaux.
If you refer back to my previous point you would note that I was referring to French and English urban areas; Bordeaux’s urban area is around 0.8mn. Even if we used your combined metro area population figure of 2.1mn, that is still less than the urban area of Birmingham, and Birmingham is but one of multiple urban areas in England that will be served by HS2; the scale, impact and goal is drastically different.

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Hm, limited engineering obstacles... they have to cross two rivers which are each twice the width of the Thames River in London... And also there is the complicated link between the high-speed line and the central train station of Poitiers, with a long and costly viaduct over the maze of roads, freeways, and local railway lines in the suburbs, of which I have shown pictures in post #510. For the rest of the itinerary, the terrain is not very different from England. It's not like there is the Alps lying between London and Birmingham.

It's exactly the same for the high-speed line from Paris to Bordeaux. When it departs from Paris Montparnasse station, it enters a long series of tunnels until the very last southern suburbs of Paris. The length of tunnels is nearly 14 km (8.5 miles). There are also dug trenches between those tunnels. This line is in fact the most disappointing one (for urban enthusiasts) when you travel to Paris, because you see absolutely nothing of the huge megacity until almost the end when you arrive at the Montparnasse station.

This is the TGV emerging from the last tunnel at the end of the southern suburbs of Paris:

Not very different from the Massy TGV station in the southern suburbs of Paris, on the Paris-Bordeaux high-speed line. The trench was covered and the TGV station built above.

Not very different from the high-speed line from Lyon to Marseille that cuts through scenic and protected areas of Provence, including world-famous vineyards (Côtes-du-Rhône). It required many tunnels and viaducts too. And it was completed already more than 10 years ago.
You are correct that aren’t mountains between London and Birmingham, but England does have a population density 3.5x greater than that of France, resulting in limited land availability and high land prices. Factor in the more substantial engineering works, and the cost per km for HS2 is $140mn; in contrast the price per km for Tours to Bordeaux is $35mn.

I also don’t quite understand how a debate about HS2 and the Tours to Bordeaux line evolved into HS2 versus the TGV/LGV network, but you are correct that the LGV Atlantique has quite a few tunnels (approximately 15km in total), and accounts for just slightly less than half of the tunnels across the French LGV network (approx 33.5km).

To illustrate the difference and complications of high speed rail construction in the UK; HS1 (the 108km line connecting the Channel Tunnel approach to London St Pancras) alone has 24.7km of tunnels; London Tunnel 1 (10.0km) and London Tunnel 2 (7.5km) are each longer than the total tunnel length count on either the LGV Sud-Est, LGV Nord, LGV Interconnexion Est, LGV Rhône-Alpes or LGV Méditerranée.

With the construction of the Primrose Hill tunnel (7.4km) and Northolt Tunnel (14km), there would be more high speed rail tunnelling (39km) under London than across the LGV network in France, and that isn’t factoring in the extensive tunnelling (e.g. 12km approach tunnel into Manchester Piccadilly, the 12km Chilterns tunnel, etc…) across the rest of HS2.

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Originally Posted by New Brisavoine View Post
Uh, there's nothing exceptional there. TGV train stations in France are also 400 m long. For example the Avignon TGV train station, in the middle of scenic Provence, and inside a dense urban area:
400m trains are indeed not a unique feature of HS2, but the lack of available platform capacity at city centre locations for HS2 means that costly purpose-built stations will have to be built (e.g. Birmingham Curzon Street and Leeds New Lane). London Euston will also prove to be an expensive undertaking due to the price tag of demolishing hundreds of homes in Central London. It’s also a bit farfetched to claim that Avignon TGV is inside a dense urban area; it is a parkway station on the city outskirts amongst fields.

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Originally Posted by New Brisavoine View Post
All of this to say that there is nothing particularly extraordinary about HS2. The same obstacles were met and solved on the continent already in the 1990s, 2000s, and now. You could argue that England has a higher population density, but the population density in the suburbs of Paris and in the busy corridor from Lyon to Marseille is the same as on the HS2 route. If anything, it was much more complicated to cut a high-speed line through the densely populated, rugged, and very scenic Provence than though the English countryside. There were insane legal battles to stop the high-speed line in Provence, but in the end the opponents failed and it was built.
Provence-Alpes-Côte d'Azur has a population density of 160/km2, more comparable to Wales (148/km2), but not really to the likes of the South East (452/km2), West Midlands (430/km2) or North West (498/km2). Again, what does Provence have to do with the Tours to Bordeaux line?

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Originally Posted by New Brisavoine View Post
And regarding launching several projects at the same time: Lines 14, 15, 16, and 18 of the future fast subway of Paris (Grand Paris Express) will be Europe's largest infrastructure project. It's not 28-25 km of new tunneling we're talking about here, but 200 km. And yet France launches the Tours-Bordeaux high-speed line (+ the Tours-Rennes, and Lorraine-Strasbourg high-speed lines, the latter including a tunnel under the Vosges mountain range) while at the same time launching the Grand Paris Express. Some high-speed links are also planed in the suburbs of Paris to join the Paris-Strasbourg and the Paris-Bordeaux high-speed line, via Orly Airport (thus allowing to travel by high-speed train from Strasbourg to Bordeaux without having to change trains in central Paris).
As impressive as the Grand Paris Express is (for a collection of several projects), what does it have to do with the Tours to Bordeaux line?

I also never mentioned that Crossrail 2 would be Europe’s largest infrastructure project, but that it would be one of its largest by itself. Crossrail 2’s critical relevance to HS2 is to act as pressure relief for the Underground at Euston which would be unable to cope with by the projected large volumes arriving; 148,000 passengers are expected to travel on HS2 between London and Birmingham each day alone. Factor in traffic from Manchester, Leeds, Sheffield, etc… and Euston effectively becomes the equivalent of the TGV at Est, Lyon, Montparnasse & Nord in one station, and potentially busier.
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  #527  
Old Posted Apr 6, 2014, 1:17 PM
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http://www.wantedinrome.com/news/200...a-termini.html

April 4, 2014

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Italo to operate from Roma Termini

High-speed network signs deal with rival

The high-speed train service Italo will soon operate out of Rome's central Termini station, following an agreement with its rival, the Italian FS state railway.

Until now the privately-operated service, which made its inaugural voyage from Naples to Milan almost two years ago, has been based out of Rome's Tiburtina station.

The Rome-based company is operated by Nuovo Trasporto Viaggiatori (NTV), a private company headed by Ferrari chairman Luca Cordero di Montezemolo. Its 25 ultra-fast trains were manufactured in France and have a maximum commercial speed of up to 360 km/h.

Italo is the first private operator in Italy's high-speed rail network.
We may have a world record of commercial speed here.
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  #528  
Old Posted Jul 25, 2014, 3:26 PM
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Published July 25, 2014Associated PressFacebook0 Twitter6
ANKARA, Turkey – Turkey is inaugurating a high-speed rail service linking the capital Ankara to Istanbul which will cut travel time between the country's main two cities by half.

Prime Minister Recep Tayyip Erdogan and other dignitaries opened the service on Friday, making the first high-speed journey from Ankara to Istanbul, with a stopover at a station midway where the Turkish leader delivered a campaign speech for presidential elections on Aug. 10.

Transport officials say the new tracks, permitting speed up to 250 kms per hour (155 mph), will reduce travel time from about seven hours to three and a half hours.

The opening of the service suffered several delays, including an accident during a test run earlier this month in which a train slammed into a rail maintenance vehicle.
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  #529  
Old Posted Sep 26, 2014, 11:35 PM
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View from the High-Speed train of Trenitalia, of the Milan-Venice trip:


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  #530  
Old Posted Oct 1, 2014, 6:32 PM
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Leaving Gare Du Nord in Paris:


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Old Posted Oct 4, 2014, 6:38 PM
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Leaving Frankfurt Am Main Central Station from the ICE train in Germany:


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  #532  
Old Posted Oct 6, 2014, 3:33 AM
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View from the high speed train from Venice to Padua, Italy:


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  #533  
Old Posted Oct 6, 2014, 5:42 AM
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View from the High-Speed train of Trenitalia, of the Milan-Venice trip:


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Wow! What an excellent video!!! Thanks for sharing! I am really like it lots. Is that easy ride from MXP-VCE? How many stops? Is that 3 or 4 stops?
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  #534  
Old Posted Oct 6, 2014, 3:21 PM
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Turkish high speed train (YHT) in Istanbul traveling to Ankara via Eskisehir.
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  #535  
Old Posted Jul 4, 2015, 7:30 PM
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MOROCCO: The first of 12 Alstom Duplex high speed trainsets for national railway ONCF was unloaded at the Port of Tanger on June 29. It had been shipped from the Port of La Pallice near La Rochelle in France onboard Ville de Bordeaux, a roll-on roll-off vessel custom-built to carry Airbus A380 aircraft sections.

The double-deck trainsets are based on the TGV Duplex design that has been in service with French national operator SNCF since 1996, but adapted for local operating conditions.

They are to be used on Tanger – Casablanca services, using a 320 km route including a 183 km high speed line between Tanger and Kénitra which is being built for operation at up to 320 km/h. From Kénitra to Casablanca the services will use a conventional line upgraded for speeds up to 220 km/h.

Opening of the new line was planned for December 2015 when construction was launched by King Mohammed VI and French President Nicolas Sarkozy in September 2011, but delays to the infrastructure works mean this has now been put back to 2017.

ONCF expects the new line to reduce Tanger – Casablanca journey times from 4 h 45 min to 2 h 10 min.

The rolling stock contract worth almost €400m was signed by ONCF and Alstom in December 2010. The trainsets are to be maintained by Société Marocaine de Maintenance des Rames à Grande Vitesse, a 60:40 joint venture of ONCF and SNCF under a separate 15-year deal worth €175m.
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  #536  
Old Posted Jul 5, 2015, 3:27 AM
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Turkey building a high speed railway before the US was bad enough, but Morocco?
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Old Posted Jul 5, 2015, 3:55 AM
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Turkey building a high speed railway before the US was bad enough, but Morocco?
Is Morocco building an entirely new HSR line? Depends upon how you define HSR.
320 km - 183 km = 137 km
The upgraded 137 km or 85 miles of track max speeds will be 220 km/h or 136 mph
The new 183 km or 113 miles of tracks max speeds will be 320 km/h or 198 mph.

Acela trains in America already achieve 136 mph over 453 miles of the NEC. No train in America achieves 198 mph - but California is building tracks that can, 174 miles of its corridor has already received the FRA record of decision to commence construction. California is in the process to sign construction contracts to commence construction over 174 miles of its corridor.
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Old Posted Jul 5, 2015, 4:03 AM
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Turkey building a high speed railway before the US was bad enough, but Morocco?
Saudi Arabia , Algeria , Malaysia , Thailand....Brazil? All ahead of the US....rather sad...
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  #539  
Old Posted Jul 5, 2015, 12:06 PM
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Saudi Arabia , Algeria , Malaysia , Thailand....Brazil? All ahead of the US....rather sad...
Don't forget Mexico... Yes, Mexico.
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Old Posted Jul 5, 2015, 1:10 PM
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Don't forget Mexico... Yes, Mexico.
The Mexico project is on hold , but a few Electric Intercity projects are advancing....
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