Some of the recent HSR lines opening up are between major pair cities that already have HSR.
While at first this may seem redundant, the reason why they were built was bc existing line(s) had hit capacity limits w/over 100 services/day (every ~3 minutes at peak).
While at first this may seem redundant, the reason why they were built was bc existing line(s) had hit capacity limits w/over 100 services/day (every ~3 minutes at peak).
So planners built a parallel line that can also captures a few new stations along the route.
There are 8 stations along the 279-km route: 4 of them are new ones; the others are existing ones.
There are 8 stations along the 279-km route: 4 of them are new ones; the others are existing ones.
The new Fuzhou-Xiamen line also connected two major cities already served by HSR, albeit more directly (featuring three cross-sea bridges) allowing for higher speeds (350 vs 250 km/hr) — shaving about a third of the time off the journey.
The existing, lower-speed line will continue to run, with the new line siphoning off some traffic, helping relieve over-capacity issues.
Similar to Shanghai-Nanjing Riverside, out of 8 station stops along the 277-km line, 4 were new and 3 were upgraded.
Right off the bat, these lines will meet latent demand. Passengers have been eagerly awaiting the openings of these lines since they were announced 5-6 years ago.
The Fuzhou-Xiamen line is opening with 62 daily train pairs, or annual ridership of >20M px/year.
The Fuzhou-Xiamen line is opening with 62 daily train pairs, or annual ridership of >20M px/year.
In the busiest high-speed corridors like the Yangtze River Delta, there are still plenty of opportunities to build new lines to meet unmet demand from travelers.
Network expansion at this point is more about increasing density within the broad geographic footprint.
Network expansion at this point is more about increasing density within the broad geographic footprint.
These ultra-high-density corridors will also be the first recipients of even higher speed trains (400 km/hr EMUs or 600 km/hr maglev) in the future.
The first of those will be built as new dedicated parallel lines between Tier I/II cities.
The first of those will be built as new dedicated parallel lines between Tier I/II cities.
While most of the high population-density areas east of the Tengchong-Heihe line have been nominally covered, there are still many zones within this broad geographical footprint that are not served by a local HSR station that is within commuting distance.
Building these parallel tracks between major cities is a way to pick up smaller cities along the way that either only previously had conventional train connections or none at all (and could only be reached through public transport by inter-city buses)
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