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About Skimbo

  • Rank
    Corporate Climber

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  • Gender
  • Location
    Along River Danube
  • Interests
    Dragons! Urban planning! Everything that has to do with trains! Public transport in general!
  • City-building game(s)
    SimCity 4
    Cities: Skylines
    Cities XL

Recent Profile Visitors

2,577 Profile Views
  1. Guess Who's Next V2

    Alright, here I go again Raynev?
  2. The Antonym Game

    Peace Tulip
  3. The 10,000 Post thread V3

    5924 *dives up from the far nothingness of space to deliver a quick dragon rawr*
  4. Guess Who's Next V2

    Okay, I was unpredictable. But I continue with Phil.
  5. Nakama 6th - Memories of Snow Part 1

    Mmh, this remembers me about the good old days, playing SC4. Well done "trainspotting"
  6. Why should the person above you be banned? V2

    Banned to ban you. Seriously. Banning a moderator is fun :P. If that's not enough of reason add 626.
  7. Love/Hate

    I hate cheap action. white roses
  8. The Preference Game

    Electric sounds fun. 60 FPS or good story?
  9. What if?

    Would be fun to watch Brasilia after that. Almost nothing of country left to live. What if this sentence would contain something serious?
  10. Avatar Caption Game v2.0

    Yo... I recently saw Columbo.... ol theese old cars.
  11. Will SimCity 2018 become a reality?

    I just hope they don't try on it again. It will be another bad* game made via comissioned work via a third party studio or what so ever. Just hope EA won't shoo away more players from the genre.
  12. Did you know?

    (to stay on topic )Did you know: The Tokkaido Shinkansen timetable currently features 442 train services a day (Nozomi/Hikari&Kodama) @airman15 I think the traffic prognosis for the florida high speed route seems a little "high" 300 trains between the major centers plus local high speed traffic, this would be almost 350-400 trains a day in total, I guess..... A train count which almost starts to rival the biggest HSR of 'em all in a far less densley populated area rivalling with cheap plane tickets, far distance buses and a very cheap gas price. But hey, if it makes it, this would be a good surprise and a heavy slap into the face for the car-lobby conservatives. If they're very creative they might also purchase differing rolling stock for the HSR routes for high speed an "local" traffic, the latter should be equipped similar to Southeastern's (GB) class 395. Acela: I wouldn't try to compare operation to the japaneese as they basically operate on a different gauge and so to say completeley isolated. The NEC actually got a potential to be more likeley operated like the french or german hsr system, giving it a high capacity hich speed center line and spreading out via the conventional routes to cities so far not connected to the network. I'm talking about extensions like hourly through services Boston-NYC-Norfolk and day trains as far as atlanta/charlotte in the south, Montreal/Springfield in the north. (Thoose day trains exist, but they're way too few!!) (Btw I'm still hoping for a NYC-Philadelphia-Cleveland-Chichago HSR...) Also ACELA patronage could be increased a lot by offering 2nd class choaches, the Business class only system pushes a lot of people to the regionals..... Regional traffic: Railroad traffic on a local service base will always be a little slower than driving on a car in cities so spread out like the ones in the US. But it can be cheaper and more comfy! Ultimateley, it could also be made faster by finally using electric traction and up to date technology, I remember seing some vision of caltrain using doubledeck Alstom EMUs.....
  13. Bratislava: ("radio/television house!") Vienna: ("Vienna city tower")
  14. Did you know?

    @airman15 Some HSRs feature dedicated trackage, especially if the passenger traffic volumes are high enough to decrease the "track capacity" for cargo traffic to zero. Good examples for this situation are the Paris-Marseillie line in france, the Cologne Frankfurt HSR in Germany or the high speed line Milano-Roma-Napoli in Italy. Some HSR lines are also buildt with slopes of up to 4% which -again- blocks cargot traffic as theese sections are to steep for cargo trains (example again the Cologne-Frankfurt HSR in Germany). Some HSR lines feature not just the fast intercity traffic but also regional commuter trains (mostly on a 160-200 kph range) This basically means high speed trains mixing with regional express passenger traffic.Good examples for this kind of operation are high speed lines like the Line London-Ashford (even 220 kph regio traffic), Nürnebrg-München in germany (Here we got MNX with 200kph), trackage speeds are still mostly 300+kph (Well, espeially the first example has regional (subventionized!!) passenger traffic running as fast as the acela.) Then we got high speed lines which are buildt for omnipurpose use. This happens if there are several high speed trains running in an interval which allows other uses of the trackage as well. this lines often feature dense passenger traffic during day and a lot of freight during nighttime. Sometimes also very mixed on every hour of the day. Good examples for this kind of high speed lines are the (not jet completeley finished) High speed line Barcelona(ESP)-Avignon(F) where you can see freighters on a 350 kph (~220mph) trackage even during daytime, the austrian new western railroad (Vienna-Linz) which offers super dense mixed traffic or the Würzburg-Hannover HSR in Germany which switches from passenger traffic during daytime to very dense cargo traffic at night. Penn Central's old mainline - the NEC - can be seen as the 1950's version of such a line, buildt for multi purpose use. The problem of the old NEC are several tight curves which will make upgrading this trackage very difficult, at least it's (on the NY-Washington section) free of level crossings and due to a good ammount of 4-track-sections also capable of a very high capacity for both commuter and high speed traffic. So in fact it's some mix between a HSR and a conventional line...... I guess Amtrak would have aleady upgraded the center tracks to higher speeds if there wouldn 't be problems like thecurves south of Philly or that high speed line nightmare near Wilmington (sharp curves and no space to make them whider). And the bridges. Reasons for this mixed use are simple: A high speed railroad means a massive investment into infrastructure that basically needs federal support (Except for some japaneese cases) because the input is extremeley high. So it's great if the use of this infrastructure can be maximised and cargo traffic offers good trackage renevues! In some cases, the final push to build a new high speed line are trackage shortages on the existing conventional lines. California: Here we got a special situation: In Europ and Asia we usually got operators of passenger and freight traffic which usually already operate this kind of traffic on parallel existing routes - and also own theese. Especially in Europ we also got the system of a state-owned infrastructure operator where train operating companies pay fees similar to a road toll for cars for their trains. So acess to trackage ain't that kind of a problem. This also grants a fair access to the trackage for every company. In the US meanwhile, trackage rights are private and the big railroads tend to hoard their usage rights to maximize their own number of trains - or, if they sell them, they're quite expensive. This means upgrading the existing trackage for high speed use is very difficult. So -for california- there's almost no other way than building something dedicated for their trains only (Except that hyperloop bullsh*) It'll be already fun enough to squeeze the HSR trains into theese tiny little gaps petween Caltrain's commuter trains on the northern end of the line. But so far there seem to be enough gaps between the HSR trains and during nighttime which also would allow to use this line for cargo traffic. So if they're whise enough they might add the needed connectionsto the existing network and offer usage rights for a fee to the freight companies. In the end it'll only make the infra cheaper for everyone and the state'sinvestment might not be just payed back by the taxpayers and passengers but also increase the cargo capacity (UP and all the others would not need to take big investments on new trackage to increase their network capacities) On the other hand: The advantage of the american system: If the owner and sole operator wants to do something like starting up new private high speed passenger traffic and also got the money to do this, then it works out quite easy and sees trains running within a few years (and mostly no big conflicts with other train operators as there are none....) This is then called Brightline and just happens in Florida^^ About the delivery of Vehicles: Siemens got one big rival: Bombardier! Plus: It's enough for the buy american rule to build the trains in the U.S., so every manufacturer of HSR trains is possible as long as they start up a contract with some american company to do the final assembly in the states. (Example: GE/EMD, Brookville, Wabtec(MPI) as contractor)