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CRH380D

BST的时速350公里级别高速动车组原项目名称为CRH1-380(或称CRH1-350),BST内部研发代号为798VHS(Very High Speed)。至2010年12月中旬,铁道部重新分配动车组车号,根据《运装客车【2010】807号》文件,将CRH380C改为CRH380D系列,其中短编组动车为CRH380D,而长编组动车为CRH380DL。之后,铁道部修改订单,变为70列短编组列车即CRH380D-6601~CRH380D-6670.380DL从此不再出产并上路运营

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2013 / . 04 / . 04

烟台至大连海底隧道进入前期准备 计划通动车

烟台至大连海底隧道进入前期准备 计划通动车

    2日,有媒体报道,“大连市将积极配合国家有关部委做好大连与烟台海底隧道的前期准备工作。”昨日,记者采访鲁东大学环渤海发展院副院长、蓝色经济(烟台)发展研究中心主任刘良忠,他透露,烟台至大连海底隧道已进入前期准备阶段,预计投资2000亿元,计划通行时速250公里的动车组,届时,烟台至大连最快将半小时左右到达。

    动车时速250公里,最快半小时到达

    刘良忠长期担任渤海海峡跨海通道研究课题组成员,对于烟台至大连跨海通道的最新进展,他介绍,“国家相关部门已在履行相关程序,目前正在积极推进,进入前期准备阶段。”

    此前,曾有专家预估大连至烟台海底隧道投资要2000亿元。对此,刘良忠认为,由于主要工程均在海面以下进行,海水和岩石造成的各种问题,导致工程从前期海底勘探到后来施工,都远远超过陆地隧道施工难度。仅就勘探一项,海底隧道所需费用就是陆地隧道的5到10倍。

    海底隧道预计全长123公里,平均深度20至30米,最深约70米,计划通行时速250公里的动车组,届时从东三省进入华东地区的最快时间将在半小时左右,为现在烟大轮渡,大连到济南列车运行时间的十分之一。

    技术条件已经成熟,地理条件有利工程进行

    早在1992年,鲁东大学环渤海研究院便将《渤海海峡跨海通道研究成果系列丛书》提交国家有关部门,标志着“渤海海峡跨海通道”课题进入国家实质性研究规划论证阶段。

    山东、辽宁两省的《国民经济和社会发展第十二个五年规划》均将这一工程列入其中。此外,烟台“十二五”规划也明确要求“加快推进渤海海峡跨海通道项目”。

    “大量工程都为渤海海峡跨海通道的研究和建设提供了大量宝贵经验和人才支持,而从国内外跨海工程技术水平和发展趋势看,跨海桥梁技术和海底隧道技术均已十分成熟。”刘良忠说,另外,渤海海峡跨海通道的地理、地质条件、海洋环境等自然条件也十分有利于工程的进行。

    一年节省100余万吨燃油

    2000亿元的投资,啥时能收回成本?对此,刘良忠做了个推算,10年至15年左右即可收回,投资回报率大大高于一般的大型工业投资项目。“项目建成以后,仅以年通过3万辆汽车保守测算,通行收费即高达130亿元,若加上各种管线收费、土地增值、旅游开发等,综合社会效益则会大幅增加。”

    另外,跨海通道缩短直线距离,还将大幅节省燃油。“大连到烟台的直线距离是165公里,而走铁路或公路均需通过山海关绕行1980公里。海峡南北之间潜在汽车日流量至少为三四万辆,预计到2015年时则会超过每天10万辆。”刘良忠说,“如果海底隧道可供机动车通行,那么以渤海海峡两地日均通过3万辆汽车来计算,如果每车节约500公里,那么一年即可节约100余万吨燃油。”

    通行不受恶劣天气影响

    跨海通道一旦建成,可消除海洋恶劣天气影响,将带来极为便捷的交通,从而有力地刺激经济。

    2006年,烟大铁路轮渡的开通,贯通了渤海海峡,但是,该线路在大风频繁的冬季风浪天只能停航。因此,渤海海峡跨海通道的建设,将起到“着一子而活全局”的交通效应,区域格局将“重新洗牌”。跨海通道项目建成后,烟台至大连有望成为南北交通桥头堡,所带来的综合效益难以估量。刘良忠说,“大通道的建设,对振兴辽宁沿海经济带发展以及山东发展‘蓝色经济区’的意义非凡,环渤海地区将成为东北亚最具吸引力的投资圈,将形成一个新兴的城市群体,促进烟台和大连的经济再次飞跃。”

    网友热议

    @佶祥物: 太好了,这样上学就是一场旅行了!

    @优燃时光:烟台到青岛高铁通车后,需要一个半小时,丹东到大连高铁开通后需要一个半小时,加上海底隧道,全程只需三个半小时!比现在26小时节约了一天时间啊,我勒个去,以后我可以周末都回东北老家探亲了,哈哈哈哈!

    @成竹是东北人:这个是利国利民的大好事!值得期待!

    @天涯陌生:回家不用再找黄牛买票了!

    @特警4587的马甲:烟台房价多少?对外地人限购不?

    @齐思危:一但建成无论从经济、军事、战略上都有重大意义呀,军事上渤海湾成内湖了,经济上可以提高环渤海经济效益,减少成本,但是要注意建设质量最好五百年不落后,不出质量问题呀。

    @童熙轩:船有船的浪漫,动车有动车的快感。

    @張海濤921: 赶紧建成吧!要不然太慢了坐船。

    @童熙轩: 以后去山东出差,也可以坐这个了,迫不及待!

http://www.sd.xinhuanet.com/lh/2013-04/03/c_115260066.htm

2013 / . 03 / . 05

CRH380D型高速列车已进行300km/h速度等级运营实验

CRH380D型高速列车已进行300km/h速度等级运营实验
据庞巴迪公司官方推文介绍,Zefiro 380 高速列车,也就是我们所称的CRH380D,2月4日曾在北京至德州区间以304km/h的速度进行了运营实验。原文:Our #ZEFIRO 380 high speed train reached 304 km/h during testing between Beijing and Dezhou
2012 / . 11 / . 23

成绵乐铁路客运专线铺轨开始 客运量或达3000万

 

 

中国网11月23日讯

记者从四川峨眉山获悉,近日,第一列满载500米长钢轨的列车运抵四川省成绵乐铁路客运专线铺轨基地,这也拉开了12月1日全线正式铺轨的序幕。

 

据施工方中铁十四局相关负责人介绍,成绵乐铁路客运专线铺轨基地,安装了38台群吊,可以满足整个成绵乐铁路存轨和铺轨需要,“计划今年12月1日正式开始铺轨,到年底铺轨166公里。”

 

据悉,成绵乐铁路客运专线全长312公里,设计速度200公里/小时。该高速铁路客运专线由北至南先后途经绵阳、德阳、成都、眉山、乐山5个四川经济最为发达、最富活力的城市,预计年客运量将达到3000万人。

 

与目前的铁路运行方式有所不同,建成后的成绵乐客运专线将采取“公交化”的方式运行,高峰时段每隔6.6分钟便有一趟列车从站台上开出,其余时段的间隔则在15分钟左右,乘客基本上可以实现“随到随走”。

 

http://www.china.com.cn/travel/txt/2012-11/23/content_27207158.htm

2012 / . 07 / . 26

Lartigue Monorail

From Wikipedia, the free encyclopedia

The Lartigue Monorail system was developed by the French engineerCharles Lartigue (1834–1907). He developed a horse drawn monorail system invented by Henry Robinson Palmer in 1821 further.[citation needed]

The most famous Lartigue railway was the Listowel and Ballybunion Railway in Ireland.

Lartigue had seen camels in Algeria carrying heavy loads balanced inpanniers on their backs. This inspired him to design a new type of railway. Instead of the conventional two parallel rails on the ground, it had a single rail sitting above the sand and held at waist height on A-shaped trestles. The carriages sat astride the trestles like panniers.

By 1881 Lartigue had built a 90 km monorail to transport esparto grassacross the Algerian desert, with mules pulling trains of panniers that straddled the elevated rail.

However the Lartigue system as built was not truly a monorail, since it was necessary to add two further rails, one on each side, lower down the A frames. These did not carry any weight, but unpowered stabilising wheels fitted to all the engines and wagons contacted these extra rails to prevent the vehicles from overbalancing.

A locomotive and passenger car of the Feurs-Panissières Line, France

Sketch of a Lartigue locomotive

 

The Listowel and Ballybunion Railway 

File:Behr Monorail.jpg

Junction on Listowel and Ballybunion Railway 

File:Lartigue, Ballybunion, 1900.jpg

Ballybunion

This was a 14.4-km (9-mi) monorail built on the Lartigue principle inCounty Kerry in Ireland. It linked Listowel and Ballybunion, and opened on 29 February 1888. 

The locomotives were of the 0-6-0 type (strictly speaking, 0-3-0), constructed by the Hunslet Engine Company. They were specially built with two boilers in order to balance on the track, and consequently twofireboxes, one of which had to be stoked by the driver. They were also fitted with powered tenders for auxiliary use on hills. The tender wheels were driven by two cylinders via spur gears. Two small chimneys were fitted to each tender to discharge the exhaust steam from these cylinders. A smaller engine nicknamed the "coffee pot" was said to have been used during the railway's construction, but there is no photographic evidence to support this.

Loads had to be evenly balanced. If a farmer wanted to send a cow tomarket, he would have to send two calves to balance it, which would travel back on opposite sides of the same freight wagon, thereby balancing each other.

Another problem with using the Lartigue system in populated areas was that, due to the track's design, it was not possible to build level crossings. In order for a road to cross the track, a kind of double-sided drawbridge had to be constructed, which required an attendant to operate it. Where farmers' tracks crossed the line there were level crossings based on the principle of a turntable. These were locked and the farmer in question provided with a key. Once unlocked the track could be swivelled to one side to allow the crossing to be used. Both the swivelling and drawbridge type crossings were automatically linked to signals which stopped any approaching trains; road traffic was always given priority under this system.

Passengers could not pass from one side of a carriage to another while in motion. A kind of footbridge was built into one end of some of the passenger coaches, while at least one such bridge was carried on a separate wagon. This allowed passengers to cross from one side of the line to the other while the train was stopped at a station.

Conventional railway points could not be used, so a similar function was fulfilled by a large number of curvedturntables. When rotated one way, the curve would connect the main and one direction. When turned end-for-end, the curve went in the opposite direction, and so connected the main and a different track.

The line closed in 1924 after the track was damaged during the Irish Civil War, and everything was scrapped except a short section of the track.

Restoration

In 2003 the Lartigue Monorailway Restoration Committee, a voluntary organisation from Listowel, opened a 1000 metre section of Lartigue monorail on the trackbed of the former North Kerry line in Listowel. The line is worked by a diesel locomotive built to resemble the original 0-3-0 steam engines. The locomotive and its train of replica coaches were built by Alan Keef Ltd.

See also

Further reading 

  • Newham, A.T. (1998) [1989]. The Listowel and Ballybunion Railway (LP33 ed.). Oakwood Press. ISBN 0-85361-093-2.
  • The Graphic (January): 61. 1887. 

External links

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