37. Tanger - Casablanca --- Groundbreaking and construction started for a 200 Km Tanger - Kenitra HSR line. Upgrade present Kenitra - Casablanca line. Tanger line will be 25Kv 320 Km/Hr speed and Kenitra will be use the present 3Kv DC 220 Km/Hr speed limit. Kenitra - Casablanca will have new ROW built soome timie in future. Timing now 5:45 and will be 2:10 when all construction complete.
China report s passengers up 11.5% to 1.43B passengers. Had a 1 day record of 8.9M passengers on National day holiday Oct 1. Compare that with Amtrak's 30M passengers for the FY 2011.
http://www.railjournal.com/newsflash/chinese-rail-traffic-growth-continues-1347.html
39. Saudia Arabia --- Neew high speed line to be constructed
http://www.railjournal.com/newsflash/go-ahead-for-saudi-landbridge-project-1348.html
/Found a map
http://www.railwaygazette.com/nc/news/single-view/view/saudi-landbridge-to-go-ahead-as-state-project.html
40. India RR ( IR ). plans are now to convert the 1.5 KV Dc system around Mumbia to 25 KV 50 HZ. This will allow interchange over whole India RR system and retirement of aging dual voltage locos. Estimated savings in electrical power will be one factor.
http://www.railwaygazette.com/nc/news/single-view/view/mumbai-switches-from-dc-to-ac.html
41. Australia -- Victoria -- Melborne area. The commuter rail lines into Melborne are all becoming overcrowded. The last 2 or 3 stops are having standing room only. All equippment is being used every work day and only scheduled maintenance done on weekends.
Any car that goes down cannot be replaced. If a loco goes down the train has to be cancelled or wait for one from Melborne to D/H to point of failure.
There are 2 types of rail line
1. The V lines which are 160 Km ( 100 MPH ) max. there are no more V line equipment on order as the last was delivered about 1 year ago and immediately filled up.Their higher speeds really impacted ridership.
2. Regular lines which have not been upgraded with speeds anywhere from 40 Km/ hr & up. The equipment on those lines are the older ones ( 20+ years without any major overhaul ) and there are always something that will break down.
The next equipment ( locos and passenger cars ) order is not expected to arrive until 2016 when new rail lines will go into operation.
42. Banden state Germany Stuttgart. Voters approved a referendum to continue the Stuttgard 21 passenger station overhaul changing the Stuttgard station into an underground thru station from a surface stub end station. Voters in state approved continuing by a 58.85 while voters in city approved by a 52.9%. Price 4.2B euros
http://www.railjournal.com/newsflash/stuttgart-21-survives-crucial-referendum-1405.html 21
43. Poland -- Will nt build HSR line due to lack of funding from EU.
http://www.railwaygazette.com/nc/news/single-view/view/polish-high-speed-rail-project-cancelled.html
blue streak 1 43. Poland -- Will nt build HSR line due to lack of funding from EU. http://www.railwaygazette.com/nc/news/single-view/view/polish-high-speed-rail-project-cancelled.html
But they are continuing to upgrade the Central Mainline (CMK) which links Warszawa with Katowice and Wroclaw for 200kph (125mph) with ERTMS/ETCS Level 2 and heavier rail. The Greater Katowice conurbation is the 4th most populous in Western Europe.
44. UK -- After several years of construction the Thameslink route has started running 12 car trains between Bedford and Brighton. This will aleviate severe overcrowding on this line during rush hours.
Construction required for 14 different station's platforms to be lengthened. Most work that interferred with train traffic was completed on weekends or overnight. Some stations still need some work especially track work to speed up the trains.
The biggest station work was at Farringdon station which is not complete. This station will serve Thameslink + London overground and London underground. When lines and station is finally finished in 2018 this station is anticipated to have 140 trains / hour on all 3 lines.
45. France LGV (ligne Grand Vittessee) -- first and bulk of route to Germany and Switzerland opened Dec 11 1st section 140 Km ( ~ 87 miles ) will be 320 Km/Hr (200 MPH )
One very slight correction to the post by Blue Streak: the station given as Farrington is, in fact, Farringdon.
I mention this purely in case anyone wishes to look further into the Thameslink operations.
http://en.wikipedia.org/wiki/Thameslink
http://en.wikipedia.org/wiki/Farringdon_station
Alan, Oliver & North Fork Railroad
https://www.buckfast.org.uk/
If you don't know where you are going, any road will take you there. Lewis Carroll English author & recreational mathematician (1832 - 1898)
46. France city of Caen --- Ciy is abandoning its rubber tired transit system in favor of a conventional light rail system. The " Y " shaped line will be rebuilt on an 18 months schedule replacing each leg of Y guideway to rail separately at a cost of 170M euros. Original system cost 215 Euros.
47. Canada VIA -- service is being increased in toronto - Montreal - Ottawa triangle with expecpectation of 100,000 additional passengers per year. Included is a ~~ 4:00 non stop Ottawa - Toronto late in day to service those leaving OTT. VIA claims service will save money ?? . This after much infrastructure money has been invested in the rail lines.
48. Chiina -- Blames design flaws and poor management for Wenzhou collision.
http://www.railwaygazette.com/nc/news/single-view/view/design-flaws-and-poor-management-caused-wenzhou-collision-report-confirms.html
49. UK West coast HSR -- British government has appproved the London - Birmingham HSR line. Certainly appears thatr the Brits are going to be able to travel the whole kingdom in a rapid way.
http://www.railjournal.com/newsflash/british-government-approves-london-birmingham-high-speed-line-1451.html
50. China --- Reports coming in that a HSR line under proving tests whose construction was complete track collasped under heavy rain effects.
http://www.railwayage.com/index.php/passenger/high-performance/more-hsr-infrastructure-woes-in-china.html?channel=
50. bloomberg report.
http://www.bloomberg.com/news/2012-03-12/unopened-china-high-speed-rail-section-collapses-after-rains-xinhua-says.html
51. Austria -- Semmering base tunnel ground breaking late april. Will reduce route from 41 k to 27.3 K tunnel length. Pass trains will travel 220 Km/hr will open 2024. quite a long construction phase.
http://www.railwaygazette.com/nc/news/single-view/view/semmering-base-tunnel-ground-breaking.html
The 'ERTMS nightmare' is nothing new. Just ask any spaniard railroader and tI'm dhure they will tell a stiry or 2 about the painfull placement in service of such a sistem in the HSL Madrid - Barcelona. Only recently it was possible to raise speed to more than 300 kmhr, and in the beginning of the operation, tjey could onçy operate with the 'Asfa Digital' beck up sistem, meaning that no more than 220 kmhr coulf br practicised
52, France -- At the international HSR conference in PHL SNCF has announced that they need a second HSR line from Paris to Lyon. This even though they operate 280 trains a day on the route. any of the trains are 2 coupled TGV train sets running together. Do not know if the 280 figure counts these coupled trains as one or 2. Most double trains split at Lyon to different destinations.
here is link to IRJ article
http://www.railjournal.com/index.php/high-speed/sncf-calls-for-second-paris-lyon-hs-line.html?channel=542
load factor is 83% claim makes all operating expenses and almost all capitalized costs. This is one of the first TGV lines so ridership has grown steady over 30 years. can we expect the same any where in the USA ?
blue streak 1 52, France -- At the international HSR conference in PHL SNCF has announced that they need a second HSR line from Paris to Lyon. This even though they operate 280 trains a day on the route. any of the trains are 2 coupled TGV train sets running together. Do not know if the 280 figure counts these coupled trains as one or 2. Most double trains split at Lyon to different destinations. here is link to IRJ article http://www.railjournal.com/index.php/high-speed/sncf-calls-for-second-paris-lyon-hs-line.html?channel=542 load factor is 83% claim makes all operating expenses and almost all capitalized costs. This is one of the first TGV lines so ridership has grown steady over 30 years. can we expect the same any where in the USA ?
According to the article, the Paris to Lyon line covers its operating costs and 70 per cent of the capital costs. If the President of SNCF believes that this is a profitable operation, hopefully he won't attain a similar position in a competitive business that is required to cover all of its costs. The line is not profitable if it does not cover its capital costs.
The article addresses the Paris to Lyon line. Whether the presenter meant to claim that all the high speed lines in France cover their operating costs or just the Paris to Lyon line is unclear.
Several years ago I reviewed the SNCF financial statements. Three things jumped off them that caught my attention. First, the French use International Accounting Standards whereas in the U.S. we use GAAP. There are significant differences, although they can be reconciled within reason. Nevertheless, an apples to apples comparison is difficult. Second, the statements show a large transfer from the French Government to SCNF without making it clear the purpose of the transfer or for what aspect of the operation it is intended. Third, the SNCF appears to include the profits from station restaurants as well as other vendor rents in train operations. This would not be permissible under U.S. accounting protocols.
EBIT is earnings before interest and taxes. In the U.S. EBITDA means earnings before interest, taxes, and depreciation, although most accounting statements show depreciation before taxes. EBIT of 12 per cent means that there is little left over to pay the substantial interest associated with a capital intensive business such as a high speed railway. Moreover, if I remember correctly, SNCF does not pay any taxes. If this is true, then it is not really in the same ballpark as a private, competitive business, which must pay taxes in most countries.
In addition to the claim that the Paris to Lyon line is profitable, which it is not inasmuch as it does not cover its fully allocated depreciation, the Japanese claim that the Tokyo to Osaka line is profitable. Based on my read of the financial statements for both operations, both governments appear to have set-up a separate company to manage the capital intensive infrastructure. Thus, one company runs the trains whilst the other manages the infrastructure. This is not a bad idea, because once the infrastructure is separated from operations, it opens up the possibility of multiple operators using the infrastructure and thereby introducing competition to the operations.
Government in both countries used taxpayer monies to build and capitalize the infrastructure. Then they used accelerated depreciation to write down the capitalized or fixed assets. When it reached a cost level that would be manageable for the operator, the French at least set up a separate company to manage the infrastructure. It charges the operator rents to run high speed trains over it. The same applies to local and non-high speed intercity trains. Here is how creative accountants might have set it up.
Keep the numbers simple. Lets say the infrastructure cost $100 billion. Use accelerated depreciation to write down the $100 billion at a rate two to three times the average depreciation rate. When the book value gets to $49 billion, sell the asset, which has been paid for by the taxpayers, for $50 billion to an independent operator, i.e. third party, quasi government, etc., thereby showing a gain of $1 billion on the sale for the taxpayers. The facilities operator charges the trains operator(s) $35 billion in rents to cover 70 per cent of the $50 billion in the capital investment that is on the books. Voila, the operator (SNCF) is covering its operating expenses and covering 70 per cent of the cost of the capital or fixed assets.
I don't have access to the detailed numbers for France and Japan. I am not sure anyone outside of the government(s) and perhaps the railway operators have them. To fully understand the accounting, one would need access to the property accounting records to know exactly what transpired.
If the U.S. continues to improve its passenger rail system where it makes sense, i.e. relatively short, high density corridors, with an investment model that makes sense for the United States, we should see better results as has been the case in Europe and Japan.
If an average speed of 110 mph, with a top speed of 160 mph, will do the trick, this should be our target. Paying the incremental costs to achieve a top speed of 220 mph just because some other guy is doing it makes no financial sense.
Good analysis and I agree with the conclusion.
Sam1 If an average speed of 110 mph, with a top speed of 160 mph, will do the trick, this should be our target. Paying the incremental costs to achieve a top speed of 220 mph just because some other guy is doing it makes no financial sense.
Yes. Agree. As long as you have sufficient capacity on the existing line.
When you need to add capacity why build a 160 mph alignment when nearly the same bucks get you 220?
It seems to me that is the crux of the Amtrak plans although there is lots of razzle-dazzle in the proposal with spiffy renderings of fancy trainsets and new stations. The only thing you need to know about it right now, is that it will fit you overall scheme for upgrading the existing NEC.
The old plan was all "nextGen NEC". The new plan is really about "upgrading the existing NEC" but it has the new HSR in the tail end of it to keep guys like Mica on the hook.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
oltmannd Sam1: If an average speed of 110 mph, with a top speed of 160 mph, will do the trick, this should be our target. Paying the incremental costs to achieve a top speed of 220 mph just because some other guy is doing it makes no financial sense. Yes. Agree. As long as you have sufficient capacity on the existing line. When you need to add capacity why build a 160 mph alignment when nearly the same bucks get you 220? It seems to me that is the crux of the Amtrak plans although there is lots of razzle-dazzle in the proposal with spiffy renderings of fancy trainsets and new stations. The only thing you need to know about it right now, is that it will fit you overall scheme for upgrading the existing NEC. The old plan was all "nextGen NEC". The new plan is really about "upgrading the existing NEC" but it has the new HSR in the tail end of it to keep guys like Mica on the hook.
Sam1: If an average speed of 110 mph, with a top speed of 160 mph, will do the trick, this should be our target. Paying the incremental costs to achieve a top speed of 220 mph just because some other guy is doing it makes no financial sense.
Keep the politicians on the hook! Love it!
53. UK --- Network rail is expanding its 25 Kv lines on the WCL. Included is the start of converting a 3rd line to 25 Kv CAT. ARticle also states that eventually most 3rd rail lines will be converted to overhead 25 Kv due to inability of 3rd rail to power the services.
http://www.railjournal.com/index.php/main-line/british-government-announces-major-rail-investment-plan.html?channel=542
another article
http://www.railwaygazette.com/nc/news/single-view/view/electrification-programme-central-to-uk-governments-pound94bn-rail-strategy.html
53; brazil --- government announces that 10,000 km of new rail line will be put out to bid in 2013
http://www.railwaygazette.com/news/policy-legislation/single-view/view/brazil-to-develop-10-000-km-of-new-railway.html
that seems a lot of mileage to be bid out in one year.
53. China -- Zhengzhou -- Wuhan HSR line now in commercial service. 536 Km line will operate on a 1;56 timing
53. CHINA --- has placed an order for new passenger coaches for China - Moscow. a 13 day round trip. special features include sandstorm resistance and interestingly a back up heating system that uses coal.
http://www.railwaygazette.com/news/passenger/single-view/view/coaches-designed-for-a-long-and-cold-run.html
53-. SPAIN --- announced HSR from Barcelona - Girona - Figueres will open on the new standard guage rail on Jan 7th. 8 trains ( rt or one way ? ) a day + 1 thru train from madrid.- Barcelona. 2 trains will connect to TGV service at Figueres. Thru service to /from france expected sometime this spring to HrSR TGVs. Service will be AVE103 units. maybe mario_v can keep us informed.
54. Korea -- announced that 5 heavily modified HSR trains from Hyundai Rotem had 100 fault free days ( would like to know definition ) these were modified after 1st units ( 18 ) had some identified problems. these are 300 Km / hr units
As far as I know, it seems that this change will happen on January 8. I still don't have the complete schedule information, but that doesn't seems to be much different than the one presented. I'm expecting to have the technical data for that line (published speeds) any time soon.
And since one speaks about schedule changes, in Spain, on December 16 there will be some minor adjustments to the present schedules entering in effect, since Renfe will also revamp some other scheudles greatly on January 8. In this case not only the new high speed extension will be opnend to service (and a new station in Barcelona-Sagrera), but also the North of Spain will get a major schedule 'reshuffle'
53. Belgium --- All V250 train sets grouonded due to damage from ice and snow buildups.
http://www.railwaygazette.com/news/passenger/single-view/view/fyra-halted-by-ice-build-up.html
54. UK ---- now the east coast rails will be getting more EMUs like the west coast.
http://www.railjournal.com/index.php/rolling-stock/tfl-orders-additional-emu-cars-for-london-overground.html?channel=542
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