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While typhoons ground planes and shut down highways… China’s high-speed rail is still flying at 216 mph (≈348 km/h). Rain, wind, chaos outside, Fuxing trains just keep going.

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37,393 次观看 • 27 天前 •via X (Twitter)

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🇨🇳 CHINA'S MAGLEV HITS 700 KM/H IN 2 SECONDS - PLANNING 1,000 KM/H - WHILE AMERICA ARGUES ABOUT FIXING POTHOLES China just tested a maglev platform that accelerates to 700 km/h (435 mph) in 2 seconds. Target speed: 1,000 km/h (621 mph). That's faster than commercial aircraft. On the ground. The acceleration alone is borderline violent - 0 to 435 mph in two seconds is 9.8g. Fighter jet territory. Passengers would need specialized seating just to survive the launch. But let's address reality: This is a test platform. Prototype speeds don't mean operational trains. China announces ambitious projects constantly. Some materialize (their existing 430 km/h maglev in Shanghai works). Others disappear quietly. The pattern though? They're attempting scale nobody else is. High-speed rail connecting every major city. Maglev research pushed to extremes. Infrastructure spending that makes Western investment look microscopic. Meanwhile in America: Amtrak averages 105 km/h between cities. California's high-speed rail project started in 2008, burned $10+ billion, and hasn't moved a passenger. The fastest train in the U.S. hits 240 km/h for exactly one 54-mile stretch. China's going for 1,000 km/h. Even if they only achieve 800 km/h operationally, that's still triple America's maximum. Here's why this matters beyond trains: Infrastructure capacity signals industrial capability. If China can build and operate 1,000 km/h trains, they can manufacture the precision components, power systems, and control mechanisms that transfer to aerospace, military, and manufacturing. The U.S. won the 20th century partly because it built the Interstate Highway System when others couldn't. China's betting the 21st century winner will be whoever builds impossible infrastructure first. They might fail. Engineering challenges at 1,000 km/h are extreme - air resistance, track precision, emergency braking, passenger safety. But they're trying while America argues whether to fix the L train in New York. Even Chinese failure puts them ahead. You learn more from attempting the impossible than from successfully maintaining mediocrity. Source: Xinhua, CGTN

🇨🇳 CHINA'S MAGLEV HITS 700 KM/H IN 2 SECONDS - PLANNING 1,000 KM/H - WHILE AMERICA ARGUES ABOUT FIXING POTHOLES China just tested a maglev platform that accelerates to 700 km/h (435 mph) in 2 seconds. Target speed: 1,000 km/h (621 mph). That's faster than commercial aircraft. On the ground. The acceleration alone is borderline violent - 0 to 435 mph in two seconds is 9.8g. Fighter jet territory. Passengers would need specialized seating just to survive the launch. But let's address reality: This is a test platform. Prototype speeds don't mean operational trains. China announces ambitious projects constantly. Some materialize (their existing 430 km/h maglev in Shanghai works). Others disappear quietly. The pattern though? They're attempting scale nobody else is. High-speed rail connecting every major city. Maglev research pushed to extremes. Infrastructure spending that makes Western investment look microscopic. Meanwhile in America: Amtrak averages 105 km/h between cities. California's high-speed rail project started in 2008, burned $10+ billion, and hasn't moved a passenger. The fastest train in the U.S. hits 240 km/h for exactly one 54-mile stretch. China's going for 1,000 km/h. Even if they only achieve 800 km/h operationally, that's still triple America's maximum. Here's why this matters beyond trains: Infrastructure capacity signals industrial capability. If China can build and operate 1,000 km/h trains, they can manufacture the precision components, power systems, and control mechanisms that transfer to aerospace, military, and manufacturing. The U.S. won the 20th century partly because it built the Interstate Highway System when others couldn't. China's betting the 21st century winner will be whoever builds impossible infrastructure first. They might fail. Engineering challenges at 1,000 km/h are extreme - air resistance, track precision, emergency braking, passenger safety. But they're trying while America argues whether to fix the L train in New York. Even Chinese failure puts them ahead. You learn more from attempting the impossible than from successfully maintaining mediocrity. Source: Xinhua, CGTN

Mario Nawfal

818,316 次观看 • 8 个月前

The Dark Economics Behind China’s High-Speed Rail ‘Miracle’ - The Ponzi Scheme of Chinese HSR. China’s High-Speed Rail: The Land Scam Hiding in Plain Sight. China built the world’s largest high-speed rail network—over 45,000 kilometers long. On the surface, it looks like a triumph of modern infrastructure, a symbol of national pride, and a bold flex from the Communist Party. But here’s the truth the CCP won’t tell you: China’s high-speed rail isn’t about transportation—it’s about real estate. In this video, I expose the hidden logic behind China’s high-speed rail boom. While the world marvels at the sleek trains and endless tracks, what’s really happening behind the scenes is a massive land finance scheme—a capital game where officials and developers cash in, while ordinary people foot the bill. Forget everything you’ve been told about Chinese efficiency or technological superiority. The real engine driving this overbuilt system is land speculation, local government debt, and a political culture addicted to GDP hype. I break it all down with personal stories, hard numbers, and blunt truth.

The Dark Economics Behind China’s High-Speed Rail ‘Miracle’ - The Ponzi Scheme of Chinese HSR. China’s High-Speed Rail: The Land Scam Hiding in Plain Sight. China built the world’s largest high-speed rail network—over 45,000 kilometers long. On the surface, it looks like a triumph of modern infrastructure, a symbol of national pride, and a bold flex from the Communist Party. But here’s the truth the CCP won’t tell you: China’s high-speed rail isn’t about transportation—it’s about real estate. In this video, I expose the hidden logic behind China’s high-speed rail boom. While the world marvels at the sleek trains and endless tracks, what’s really happening behind the scenes is a massive land finance scheme—a capital game where officials and developers cash in, while ordinary people foot the bill. Forget everything you’ve been told about Chinese efficiency or technological superiority. The real engine driving this overbuilt system is land speculation, local government debt, and a political culture addicted to GDP hype. I break it all down with personal stories, hard numbers, and blunt truth.

Ken Cao-The China Crash Chronicle

25,440 次观看 • 6 个月前

The Regional Rapid Transit System (RRTS) travelling at 160 km/h is a benchmark in how high-speed regional rail can transform mobility in Delhi NCR through speed, comfort, and seamless multimodal integration. As a Mumbaikar, it’s hard not to feel envious. In the MMR, millions still commute in overcrowded suburban local trains much like they did in 1853.

The Regional Rapid Transit System (RRTS) travelling at 160 km/h is a benchmark in how high-speed regional rail can transform mobility in Delhi NCR through speed, comfort, and seamless multimodal integration. As a Mumbaikar, it’s hard not to feel envious. In the MMR, millions still commute in overcrowded suburban local trains much like they did in 1853.

Bhaumik Gowande

18,788 次观看 • 3 个月前

I saw the video days before, but I’ve been waiting for the official news!🚄🚄🚄 The world’s fastest and China’s next-generation high-speed train CR450 is officially unveiled in Beijing. With a test speed of 450km/h, the train will operate at speeds of 400km/h, 50 km/h faster than the current CR400 Fuxing(350km/h). Breakthrough, breakthrough… China keeps making breakthroughs this week, showing the world its power. 💪💪💪

I saw the video days before, but I’ve been waiting for the official news!🚄🚄🚄 The world’s fastest and China’s next-generation high-speed train CR450 is officially unveiled in Beijing. With a test speed of 450km/h, the train will operate at speeds of 400km/h, 50 km/h faster than the current CR400 Fuxing(350km/h). Breakthrough, breakthrough… China keeps making breakthroughs this week, showing the world its power. 💪💪💪

Li Zexin 李泽欣

146,173 次观看 • 1 年前

My take: NHAI should stick to building 4-lane/6-lane highways. It is quite good at that—just look at the speed at which this bike is going, 150+ km/h and the road is almost spotless. For expressways there should be a special body directly under the PMO.

My take: NHAI should stick to building 4-lane/6-lane highways. It is quite good at that—just look at the speed at which this bike is going, 150+ km/h and the road is almost spotless. For expressways there should be a special body directly under the PMO.

biased indian

45,538 次观看 • 28 天前

Chinese high-speed trains cut through the rain curtain. Many countries still treat high-speed rail as a national dream on PowerPoint slides. China has already turned it into background noise for ordinary life. When people board high-speed trains, they are not thinking about infrastructure. They are quietly waiting for the moment they reunite with their loved ones. No chaos. No helpless waiting. Just tracks, bridges, power grids, trains, and dispatch systems holding order under extreme weather. It is a promise that gives passengers peace of mind. This is the quiet pressure of industrial civilization. Power is not always shouted. Sometimes it simply passes in front of you, on time, through a storm.

Chinese high-speed trains cut through the rain curtain. Many countries still treat high-speed rail as a national dream on PowerPoint slides. China has already turned it into background noise for ordinary life. When people board high-speed trains, they are not thinking about infrastructure. They are quietly waiting for the moment they reunite with their loved ones. No chaos. No helpless waiting. Just tracks, bridges, power grids, trains, and dispatch systems holding order under extreme weather. It is a promise that gives passengers peace of mind. This is the quiet pressure of industrial civilization. Power is not always shouted. Sometimes it simply passes in front of you, on time, through a storm.

𝘊𝘰𝘳𝘳𝘪𝘯𝘦

13,523 次观看 • 2 个月前

The CA High Speed Trainwreck is a national embarrassment that is now going bankrupt. This was supposed to be done by 2020 for $33 B. 6 years past deadline, we have 0 trains, 0 track, and a price tag that has ballooned 700%. At best, it’s incompetence. At worst, it’s criminal. Shut this failed project down.

The CA High Speed Trainwreck is a national embarrassment that is now going bankrupt. This was supposed to be done by 2020 for $33 B. 6 years past deadline, we have 0 trains, 0 track, and a price tag that has ballooned 700%. At best, it’s incompetence. At worst, it’s criminal. Shut this failed project down.

Rep. Vince Fong

13,462 次观看 • 23 天前

Time-lapse footage captures the incredible blend of speed and precision on the Huninghe (Shanghai–Nanjing–Hefei) High-Speed Railway, which links major cities in eastern China. A massive 700-ton box girder (roughly the weight of 500 cars) was carefully lifted and placed over an active rail line at night. Construction teams used a brief scheduled period when no trains were running to align the segment, showcasing the extreme precision required to expand China’s 48,000+ km high-speed rail network — the largest in the world. Trips between Shanghai, Nanjing, and Hefei could soon take just one hour, creating a “1-hour living circle” that speeds up travel, business, and connectivity across the Yangtze River Delta — one of Asia’s key economic hubs.

Time-lapse footage captures the incredible blend of speed and precision on the Huninghe (Shanghai–Nanjing–Hefei) High-Speed Railway, which links major cities in eastern China. A massive 700-ton box girder (roughly the weight of 500 cars) was carefully lifted and placed over an active rail line at night. Construction teams used a brief scheduled period when no trains were running to align the segment, showcasing the extreme precision required to expand China’s 48,000+ km high-speed rail network — the largest in the world. Trips between Shanghai, Nanjing, and Hefei could soon take just one hour, creating a “1-hour living circle” that speeds up travel, business, and connectivity across the Yangtze River Delta — one of Asia’s key economic hubs.

Sinical

103,977 次观看 • 8 个月前

Today marks the start of China’s annual Spring Festival travel rush, known as Chunyun. Over the next 40 days, the railway system is projected to handle 539 million trips, making it the largest periodic human migration in history. For at least three millennia, the Spring Festival has been China’s most significant holiday. “Going home for the family reunion” has become a deeply ingrained cultural expectation. About a quarter of China’s population consists of floating residents who live or work outside their registered hometowns, often in other cities or provinces. For them, rail travel is the preferred option, given that nearly every Chinese city with over 200k residents is connected by rail, not to mention the advantages of speed, affordability, and frequent services. The Spring Festival travel rush poses severe challenges to China’s public transportation system, especially its high-speed rail system. In 2008, a rare snowstorm hit the typically mild southern regions during the holiday, stranding 400k people at Guangzhou station for 11 days. This incident underscored the urgency for the government to accelerate high-speed rail development. Since then, China’s high-speed rail network has drawn lessons from daily operations, refining timetables and introducing new trains to prioritize safety, punctuality, and comfort. Today, amid hundreds of millions of passengers, the on-time rate during Chunyun reaches 99%, with no major accidents reported. In reality, China’s high-speed rail program started late and lacked any initial global advantages. During a visit to Japan in 1978, then China’s top leader-to-be Deng Xiaoping boarded Shinkansen and expressed admiration for the bullet train, remarking that it “urges China to run faster.” It took another 30 years for China to launch its first high-speed rail line, connecting the capital Beijing to Tianjin, with a distance comparable to New York to Philadelphia. By the end of 2025, China’s high-speed rail mileage exceeds twice the combined total of all other countries, enough to circle the equator 1.25 times. This expanded network meets the demands of a growing number of passengers, supported by features like mobile apps and real-name ticketing, which have put an end to the need to queue overnight at ticket counters as was routine decades ago. However, during Chunyun’s peak periods—such as the first and last days of the holiday—travelers still need to snap up tickets swiftly. Thus, for longer distances, many choose flights; others prefer the greater flexibility of self-driving, which has become the primary mode of transportation.

Today marks the start of China’s annual Spring Festival travel rush, known as Chunyun. Over the next 40 days, the railway system is projected to handle 539 million trips, making it the largest periodic human migration in history. For at least three millennia, the Spring Festival has been China’s most significant holiday. “Going home for the family reunion” has become a deeply ingrained cultural expectation. About a quarter of China’s population consists of floating residents who live or work outside their registered hometowns, often in other cities or provinces. For them, rail travel is the preferred option, given that nearly every Chinese city with over 200k residents is connected by rail, not to mention the advantages of speed, affordability, and frequent services. The Spring Festival travel rush poses severe challenges to China’s public transportation system, especially its high-speed rail system. In 2008, a rare snowstorm hit the typically mild southern regions during the holiday, stranding 400k people at Guangzhou station for 11 days. This incident underscored the urgency for the government to accelerate high-speed rail development. Since then, China’s high-speed rail network has drawn lessons from daily operations, refining timetables and introducing new trains to prioritize safety, punctuality, and comfort. Today, amid hundreds of millions of passengers, the on-time rate during Chunyun reaches 99%, with no major accidents reported. In reality, China’s high-speed rail program started late and lacked any initial global advantages. During a visit to Japan in 1978, then China’s top leader-to-be Deng Xiaoping boarded Shinkansen and expressed admiration for the bullet train, remarking that it “urges China to run faster.” It took another 30 years for China to launch its first high-speed rail line, connecting the capital Beijing to Tianjin, with a distance comparable to New York to Philadelphia. By the end of 2025, China’s high-speed rail mileage exceeds twice the combined total of all other countries, enough to circle the equator 1.25 times. This expanded network meets the demands of a growing number of passengers, supported by features like mobile apps and real-name ticketing, which have put an end to the need to queue overnight at ticket counters as was routine decades ago. However, during Chunyun’s peak periods—such as the first and last days of the holiday—travelers still need to snap up tickets swiftly. Thus, for longer distances, many choose flights; others prefer the greater flexibility of self-driving, which has become the primary mode of transportation.

Sinical

157,620 次观看 • 7 个月前

Gavin Newsom’s California High-Speed Rail officials are bragging they “saved taxpayers $1.6 billion” by bringing the project cost down from $128 billion to $126 billion. I hope you’re sitting down, but the’re lying. As I’m sure you know, voters approved this in 2008 as a real dedicated high speed rail from LA to San Francisco for $33 billion. Costs exploded to $128 billion in 2024, then recently rereadjusted to $231 billion. So they panicked and “streamlined” it by completely gutting the project: • There is now a single track for 144 out of 162 miles in the Central Valley (one train at a time like a 1950s freight line) • Reusing slow existing Caltrain & Metrolink commuter tracks instead of actual high-speed rail • Stopping most of the tunneling • Shrinking stations to tiny platforms for just 8 trains a day This isn’t high-speed rail anymore. It’s an overpriced, half-assed Amtrak upgrade after 18 years and tens of billions disappeared with zero bullet trains running. Cancel this boondoggle. Not a cent more.

Gavin Newsom’s California High-Speed Rail officials are bragging they “saved taxpayers $1.6 billion” by bringing the project cost down from $128 billion to $126 billion. I hope you’re sitting down, but the’re lying. As I’m sure you know, voters approved this in 2008 as a real dedicated high speed rail from LA to San Francisco for $33 billion. Costs exploded to $128 billion in 2024, then recently rereadjusted to $231 billion. So they panicked and “streamlined” it by completely gutting the project: • There is now a single track for 144 out of 162 miles in the Central Valley (one train at a time like a 1950s freight line) • Reusing slow existing Caltrain & Metrolink commuter tracks instead of actual high-speed rail • Stopping most of the tunneling • Shrinking stations to tiny platforms for just 8 trains a day This isn’t high-speed rail anymore. It’s an overpriced, half-assed Amtrak upgrade after 18 years and tens of billions disappeared with zero bullet trains running. Cancel this boondoggle. Not a cent more.

Kevin Dalton

61,992 次观看 • 4 个月前

Can Venezuela withstand the attack after Trump's green light? Initially, the targets would be Venezuelan radars, which would be attacked by American drones, disabling the anti-aircraft defenses. Venezuela does not have a dedicated drone interception system, which could be a crucial vulnerability. Iglas and RBS 70 are the only options to attack drones flying at max 5,000m altitude. Regarding the radars, Venezuela is operating only a little over half of its systems, which are Russian and Chinese models. American radars are partially operational. - HK-JM2: Chinese; 500 km; Long-range defense; Operational. - JYL-1: Chinese; 470 km; Long-range 3D; 7+ units; Operational. - JY-11B: Chinese; 450 km; 3D UHF; Multiple units; Operational. - TPS-70: American; 370 km; Mobile surveillance; Unknown status; Partially operational. - 36D6 Tin Shield: Russian; 300 km; 3D detection; Operational. - TPS-43: American; 360 km; Air surveillance; Unknown status; Possibly inoperative. These radars are also critical for the operation of Venezuelan drones and antiship missiles, which are quite numerous. Venezuelan Aerial Drones (Iranian, Russian, and Domestic): - Arpía 1/ANSU-100 (Mohajer-2): Iranian/local; Range: 50 km; Speed: 200 km/h; Dozens in use. - Orlan-10: Russian; Range: 120 km; Speed: 150 km/h. - Qods Mohajer/Mersad: Iranian; Range: 50 km; Speed: 200 km/h. - ANT-3X Gavilán: Venezuelan; Range: 120 km; Speed: 150 km/h. - Mohajer-6: Iranian; Range: 2,000 km; Speed: 200 km/h. - ANSU-200: Venezuelan/Iranian; Range: 500 km; Speed: 200 km/h (experimental). - Zamora V-1 (Shahed-136): Venezuelan; Range: 30 km; Speed: 150 km/h. Venezuelan Marine Drones (Domestic and Confirmed): - RAMMAX: Venezuelan; Range: 20 km; Speed: 20 km/h; (coastal patrol). - Iranian-Modified USVs (Peykaap III): Range: 50 km; Speed: 50 km/h. Chinese Marine Drones (Some unconfirmed): - Yunzhou: Chinese; Range: 740 km; Speed: 85 km/h (high-speed). - Cavalry A150: Chinese; Range: 500 km; Speed: 40 km/h. - Lanjing: Chinese; Range: 600 km; Speed: 74 km/h (submersible). - Scout S45: Chinese; Range: 350 km; Speed: 40 km/h. - Anti-mine UAV: Chinese; Range: 200 km; Speed: 40 km/h. Venezuelan Anti-Ship Missiles: - Kh-35 variants: Russian; Range: 130–300 km; Speed: Mach 0.8. - C-802/YJ-83: Chinese; Range: 180 km; Speed: Mach 0.9. - Kh-31 variants: Russian; Range: 110–250 km; Speed: Mach 3.5; Quantity: 20–50 (Su-30MK2, 2025). - CM-90 (Nasir-1): Iranian; Range: 90 km; Speed: Mach 0.85. Venezuelan Boats with Anti-Ship Missiles: - Nasr-1: Peykaap/IRGC swarms; Range: 90 km; Speed: Mach 0.85. - Fajr-3: Fast, asymmetric boats; Range: 25 km; Speed: Mach 0.7. Regarding vessels, the biggest threat from Venezuela are Iranian fast attack boats and their anti-ship missiles. I see no space for the rest of the navy to operate in this scenario. They might not even leave the naval bases. Even with the U.S. deploying a partial force, it's far beyond Venezuelan capabilities, but I repeat: If the Venezuelan military agrees to fight, these anti-ship missiles and drones will give the American fleet a hard time. Yemen has far less against a much larger task force and still made a significant impact. The defense systems as S300VM, Buk-2M and Pechoras were deployed around several cities. Maduro isn't as popular as Chavez was, and Venezuela is going through a tough time now, without even the support of its neighbors, something that wasn't the case in the past.

Can Venezuela withstand the attack after Trump's green light? Initially, the targets would be Venezuelan radars, which would be attacked by American drones, disabling the anti-aircraft defenses. Venezuela does not have a dedicated drone interception system, which could be a crucial vulnerability. Iglas and RBS 70 are the only options to attack drones flying at max 5,000m altitude. Regarding the radars, Venezuela is operating only a little over half of its systems, which are Russian and Chinese models. American radars are partially operational. - HK-JM2: Chinese; 500 km; Long-range defense; Operational. - JYL-1: Chinese; 470 km; Long-range 3D; 7+ units; Operational. - JY-11B: Chinese; 450 km; 3D UHF; Multiple units; Operational. - TPS-70: American; 370 km; Mobile surveillance; Unknown status; Partially operational. - 36D6 Tin Shield: Russian; 300 km; 3D detection; Operational. - TPS-43: American; 360 km; Air surveillance; Unknown status; Possibly inoperative. These radars are also critical for the operation of Venezuelan drones and antiship missiles, which are quite numerous. Venezuelan Aerial Drones (Iranian, Russian, and Domestic): - Arpía 1/ANSU-100 (Mohajer-2): Iranian/local; Range: 50 km; Speed: 200 km/h; Dozens in use. - Orlan-10: Russian; Range: 120 km; Speed: 150 km/h. - Qods Mohajer/Mersad: Iranian; Range: 50 km; Speed: 200 km/h. - ANT-3X Gavilán: Venezuelan; Range: 120 km; Speed: 150 km/h. - Mohajer-6: Iranian; Range: 2,000 km; Speed: 200 km/h. - ANSU-200: Venezuelan/Iranian; Range: 500 km; Speed: 200 km/h (experimental). - Zamora V-1 (Shahed-136): Venezuelan; Range: 30 km; Speed: 150 km/h. Venezuelan Marine Drones (Domestic and Confirmed): - RAMMAX: Venezuelan; Range: 20 km; Speed: 20 km/h; (coastal patrol). - Iranian-Modified USVs (Peykaap III): Range: 50 km; Speed: 50 km/h. Chinese Marine Drones (Some unconfirmed): - Yunzhou: Chinese; Range: 740 km; Speed: 85 km/h (high-speed). - Cavalry A150: Chinese; Range: 500 km; Speed: 40 km/h. - Lanjing: Chinese; Range: 600 km; Speed: 74 km/h (submersible). - Scout S45: Chinese; Range: 350 km; Speed: 40 km/h. - Anti-mine UAV: Chinese; Range: 200 km; Speed: 40 km/h. Venezuelan Anti-Ship Missiles: - Kh-35 variants: Russian; Range: 130–300 km; Speed: Mach 0.8. - C-802/YJ-83: Chinese; Range: 180 km; Speed: Mach 0.9. - Kh-31 variants: Russian; Range: 110–250 km; Speed: Mach 3.5; Quantity: 20–50 (Su-30MK2, 2025). - CM-90 (Nasir-1): Iranian; Range: 90 km; Speed: Mach 0.85. Venezuelan Boats with Anti-Ship Missiles: - Nasr-1: Peykaap/IRGC swarms; Range: 90 km; Speed: Mach 0.85. - Fajr-3: Fast, asymmetric boats; Range: 25 km; Speed: Mach 0.7. Regarding vessels, the biggest threat from Venezuela are Iranian fast attack boats and their anti-ship missiles. I see no space for the rest of the navy to operate in this scenario. They might not even leave the naval bases. Even with the U.S. deploying a partial force, it's far beyond Venezuelan capabilities, but I repeat: If the Venezuelan military agrees to fight, these anti-ship missiles and drones will give the American fleet a hard time. Yemen has far less against a much larger task force and still made a significant impact. The defense systems as S300VM, Buk-2M and Pechoras were deployed around several cities. Maduro isn't as popular as Chavez was, and Venezuela is going through a tough time now, without even the support of its neighbors, something that wasn't the case in the past.

Patricia Marins

99,420 次观看 • 11 个月前

Why Does Indonesia Have a 350 km/h Fast Train While Australia Still Struggles With Average-Speed Rail? By Jamie McIntyre, Political Commentator, Australian National Review One of the biggest surprises of my recent visit to Indonesia wasn’t the new capital city of Nusantara or Jakarta’s relentless pace. It was boarding the Whoosh high-speed train between Jakarta and Bandung. The experience was extraordinary. In just around 30 minutes, we travelled between two major cities at speeds reaching approximately 350 km/h. The journey was smooth, quiet and every bit as impressive as the high-speed rail systems I’ve experienced elsewhere in Asia. What struck me wasn’t simply Indonesia’s achievement. It was Australia’s failure. Indonesia is still commonly described as a developing nation, yet it has managed to build one of Southeast Asia’s most advanced transport systems while Australia, one of the wealthiest countries in the world on a per capita basis, still cannot deliver even ordinary passenger rail between many of its major population centres. Perhaps before politicians start talking about futuristic high-speed rail, Australia should first learn how to build an average-speed train. Take the Brisbane to Gold Coast corridor. The two cities are only around 70 kilometres apart. An ordinary modern passenger train travelling at about 120 km/h could complete much of that journey in around 30 to 40 minutes, transforming daily commuting for hundreds of thousands of people. Instead, commuters often spend 70 to 90 minutes on today’s rail services, and considerably longer if travelling by car during peak-hour gridlock. That isn’t simply inconvenient. It is an enormous drag on productivity, quality of life and economic growth. Every extra hour spent sitting in traffic is an hour not spent with family, running a business or contributing to the economy. Meanwhile, Indonesia has leapfrogged into the future. The country’s Whoosh high-speed railway demonstrates what can be achieved when governments decide that modern infrastructure is an investment rather than merely another political announcement. Australia has spent decades discussing high-speed rail. We’ve commissioned study after study, produced glossy reports and made election promises. Yet little changes. Australians deserve to ask an uncomfortable question. How can Indonesia build a 350 km/h railway while Australia still struggles to provide reliable, average-speed rail between nearby cities? Infrastructure should not be viewed through a political lens. It should be viewed through an economic one. -Faster transport means higher productivity. -It expands labour markets. -It reduces congestion. -It increases property values around transport hubs. -It attracts investment. -It improves tourism. Most importantly, it gives people back something increasingly valuable: time. Australia has the engineering expertise. It has the financial capacity. What appears to be missing is the political will. Watching Indonesia’s sleek high-speed train glide effortlessly across Java was inspiring. It also served as a reminder that Australia’s infrastructure ambitions have become far too modest. Perhaps it’s time to stop debating whether Australia can build world-class rail and instead start asking why nations with fewer resources are already doing it. Until then, Australians will continue watching other countries race ahead while we remain stuck in traffic.

Why Does Indonesia Have a 350 km/h Fast Train While Australia Still Struggles With Average-Speed Rail? By Jamie McIntyre, Political Commentator, Australian National Review One of the biggest surprises of my recent visit to Indonesia wasn’t the new capital city of Nusantara or Jakarta’s relentless pace. It was boarding the Whoosh high-speed train between Jakarta and Bandung. The experience was extraordinary. In just around 30 minutes, we travelled between two major cities at speeds reaching approximately 350 km/h. The journey was smooth, quiet and every bit as impressive as the high-speed rail systems I’ve experienced elsewhere in Asia. What struck me wasn’t simply Indonesia’s achievement. It was Australia’s failure. Indonesia is still commonly described as a developing nation, yet it has managed to build one of Southeast Asia’s most advanced transport systems while Australia, one of the wealthiest countries in the world on a per capita basis, still cannot deliver even ordinary passenger rail between many of its major population centres. Perhaps before politicians start talking about futuristic high-speed rail, Australia should first learn how to build an average-speed train. Take the Brisbane to Gold Coast corridor. The two cities are only around 70 kilometres apart. An ordinary modern passenger train travelling at about 120 km/h could complete much of that journey in around 30 to 40 minutes, transforming daily commuting for hundreds of thousands of people. Instead, commuters often spend 70 to 90 minutes on today’s rail services, and considerably longer if travelling by car during peak-hour gridlock. That isn’t simply inconvenient. It is an enormous drag on productivity, quality of life and economic growth. Every extra hour spent sitting in traffic is an hour not spent with family, running a business or contributing to the economy. Meanwhile, Indonesia has leapfrogged into the future. The country’s Whoosh high-speed railway demonstrates what can be achieved when governments decide that modern infrastructure is an investment rather than merely another political announcement. Australia has spent decades discussing high-speed rail. We’ve commissioned study after study, produced glossy reports and made election promises. Yet little changes. Australians deserve to ask an uncomfortable question. How can Indonesia build a 350 km/h railway while Australia still struggles to provide reliable, average-speed rail between nearby cities? Infrastructure should not be viewed through a political lens. It should be viewed through an economic one. -Faster transport means higher productivity. -It expands labour markets. -It reduces congestion. -It increases property values around transport hubs. -It attracts investment. -It improves tourism. Most importantly, it gives people back something increasingly valuable: time. Australia has the engineering expertise. It has the financial capacity. What appears to be missing is the political will. Watching Indonesia’s sleek high-speed train glide effortlessly across Java was inspiring. It also served as a reminder that Australia’s infrastructure ambitions have become far too modest. Perhaps it’s time to stop debating whether Australia can build world-class rail and instead start asking why nations with fewer resources are already doing it. Until then, Australians will continue watching other countries race ahead while we remain stuck in traffic.

jamiemcintyre

10,930 次观看 • 2 个月前

Secretary Duffy on using AI to fix Air Traffic Control: We’re going to use AI. Right now, when there’s bad weather, we just shut down airspace. Sometimes you have a weather shutdown at an airport, you look outside, and it’s blue skies. You’re like, what’s going on? AI will help us find better routes through weather so we can keep airplanes flying — safely. New tools coming into the system to manage the flow of aircraft will make magic.

Secretary Duffy on using AI to fix Air Traffic Control: We’re going to use AI. Right now, when there’s bad weather, we just shut down airspace. Sometimes you have a weather shutdown at an airport, you look outside, and it’s blue skies. You’re like, what’s going on? AI will help us find better routes through weather so we can keep airplanes flying — safely. New tools coming into the system to manage the flow of aircraft will make magic.

Katie Miller

35,890 次观看 • 3 天前

I love you FSD v14.2 - but speed control has to come back soon… or they need to somehow solve misreading speed limits/bad map data. At the end of this clip we are JUST going the speed limit while in mad max. I’ve also had the car think it’s 30 km/h in a 60 km/h zone - in those situations even mad max won’t drive the speed limit and I am forced to use the pedal. This is actually more of a problem now since 14.2 since all of the profiles drive slower than they did in 14.1. I am 100% okay with the slower profiles, but only if the car actually knows the real speed limit.

I love you FSD v14.2 - but speed control has to come back soon… or they need to somehow solve misreading speed limits/bad map data. At the end of this clip we are JUST going the speed limit while in mad max. I’ve also had the car think it’s 30 km/h in a 60 km/h zone - in those situations even mad max won’t drive the speed limit and I am forced to use the pedal. This is actually more of a problem now since 14.2 since all of the profiles drive slower than they did in 14.1. I am 100% okay with the slower profiles, but only if the car actually knows the real speed limit.

Devin Olsen

64,351 次观看 • 9 个月前

🇨🇳 China built the world’s largest high-speed rail network, but household consumption is still just 40% of GDP. FT commentator Martin Wolf has been warning for 25 years that China’s economy depends too heavily on investment and exports instead of domestic demand. “Growth is already down to, if you're optimistic, 3 or 4%, from the 10% China used to see before the financial crisis. It could fall close to zero.” The real estate bubble is gone. Manufacturing exports are next. The clock is ticking. Martin Wolf

🇨🇳 China built the world’s largest high-speed rail network, but household consumption is still just 40% of GDP. FT commentator Martin Wolf has been warning for 25 years that China’s economy depends too heavily on investment and exports instead of domestic demand. “Growth is already down to, if you're optimistic, 3 or 4%, from the 10% China used to see before the financial crisis. It could fall close to zero.” The real estate bubble is gone. Manufacturing exports are next. The clock is ticking. Martin Wolf

Mario Nawfal

67,499 次观看 • 3 个月前

🚨POLISH WINDSURFER CROSSES 227.5 KM OF BALTIC SEA IN 8 HOURS 28 MINUTES AT 55 KM/H — NERVOUS SYSTEM SHUT DOWN, HANDS CRAMPED, WAVES HIT FROM THREE DIRECTIONS, WIPED OUT 7 TIMES, THEN CRIED WHEN HE SAW POLAND 🇵🇱🔥🇺🇦 Maciek Rutkowski, World Champion and 20-time Polish Champion, has officially entered the Guinness World Records. On 18 September 2025 he windsurfed from Sandhamn in southern Sweden all the way to Władysławowo in Poland — 227.5 km in just 8 hours and 28 minutes, reaching speeds of up to 55 km/h. He faced three-meter waves, wipeouts, extreme exhaustion. After only one hour his nervous system nearly shut down, his hands cramped badly, and at times he could no longer tell which direction he was going. When he finally saw the Polish coast, he broke down and cried. He also raised over €28,000 for charity during the challenge. This is pure Polish endurance. Respect. 🇵🇱

🚨POLISH WINDSURFER CROSSES 227.5 KM OF BALTIC SEA IN 8 HOURS 28 MINUTES AT 55 KM/H — NERVOUS SYSTEM SHUT DOWN, HANDS CRAMPED, WAVES HIT FROM THREE DIRECTIONS, WIPED OUT 7 TIMES, THEN CRIED WHEN HE SAW POLAND 🇵🇱🔥🇺🇦 Maciek Rutkowski, World Champion and 20-time Polish Champion, has officially entered the Guinness World Records. On 18 September 2025 he windsurfed from Sandhamn in southern Sweden all the way to Władysławowo in Poland — 227.5 km in just 8 hours and 28 minutes, reaching speeds of up to 55 km/h. He faced three-meter waves, wipeouts, extreme exhaustion. After only one hour his nervous system nearly shut down, his hands cramped badly, and at times he could no longer tell which direction he was going. When he finally saw the Polish coast, he broke down and cried. He also raised over €28,000 for charity during the challenge. This is pure Polish endurance. Respect. 🇵🇱

Slavic Networks

315,057 次观看 • 29 天前

As InnoTrans 2024 opens today, we invite you to embark on a green journey with us.🌱 In "The Journey of a Tea Leaf," see how our freight and passenger trains support sustainable transport, from China to Europe, delivering green solutions for a low-carbon future. 🚄 At InnoTrans 2024, CRRC is presenting: 🌿 Green Intelligent Passenger Transport Solutions Featuring the CINOVA H2 and 160 km/h Hydrogen Intelligent Train, designed for smarter, greener travel. 🚞 Diversified Freight Transport Solutions From the 350 km/h High-Speed Freight EMU to eco-friendly locomotives, CRRC is leading the way in sustainable logistics. ⚙️ Full Life-Cycle System Solutions Our TIES and DLS offer end-to-end efficiency, revolutionizing rail operations. Together, we're "On Track for A Low Carbon Future." #InnoTrans2024 #InnotransCRRCHour

As InnoTrans 2024 opens today, we invite you to embark on a green journey with us.🌱 In "The Journey of a Tea Leaf," see how our freight and passenger trains support sustainable transport, from China to Europe, delivering green solutions for a low-carbon future. 🚄 At InnoTrans 2024, CRRC is presenting: 🌿 Green Intelligent Passenger Transport Solutions Featuring the CINOVA H2 and 160 km/h Hydrogen Intelligent Train, designed for smarter, greener travel. 🚞 Diversified Freight Transport Solutions From the 350 km/h High-Speed Freight EMU to eco-friendly locomotives, CRRC is leading the way in sustainable logistics. ⚙️ Full Life-Cycle System Solutions Our TIES and DLS offer end-to-end efficiency, revolutionizing rail operations. Together, we're "On Track for A Low Carbon Future." #InnoTrans2024 #InnotransCRRCHour

CRRC Corporation Ltd.

13,972 次观看 • 1 年前