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Old October 29th, 2017, 10:59 PM   #81
Chris80678
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Here is the photograph of the departure table in Petržalka taken in 2007
[/QUOTE]

Train to Warsaw East (Warszawa Wschod) station shown on it
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Old October 29th, 2017, 11:19 PM   #82
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Many international connections from Poland disappeared in the last years, unfortunately. But the trains between Poland and Bratislava still exist.

What is Trnatslava? Google finds no such word at all.
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Old October 30th, 2017, 09:36 AM   #83
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Quote:
Originally Posted by Slartibartfas View Post
@ volodaaa
Petrzalka is a fascinating station indeed. To be fair the service to Vienna ist at least an hourly one also well used if I am not mistaken. But as you said, Bratislava could use some better utilization of its railway network.


More interesting in the near future than the Petrzalka line is the Marchegg line to Hl.St. though, as far ast it comes to intercity connections between Vienna and Bratislava. Finally the upgrade of the Marchegg corridor is on track, even if they still take their sweet time (another 6 years or so). Finally there will be a 160 km/h electified corridor between those two cities, if the short connecting track on the Slovak side is adapted as well (is that on track as well, within that time frame?)

So I hope to see Railjets being extended from Vienna to Bratislava in 7 years or so. That would finally connect the Austrian long distance rail directly to the Slovak rail network. By then it would be nice to see some Bratislava Hl.St. upgrade.

EDIT:

The upgraded corridor is the longest absolutely straight rail corridor in Austria. It is one damn straight line from the branching point within Vienna to shortly before the border, yet it is one of the few non-electrified lines. It is really mind boggling. At least by 2023 it will be electrified and upgraded to allow for 160 km/h (perfectly sufficient for the distance, more than that would not grant much advantage for the short overall length).


http://infrastruktur.oebb.at/de/proj...ien-Bratislava
Perhaps some fresh info:

The Slovak side of the project is not that complex. Only a mere curve ended in the Devínska Nová Ves station. As far as I know, no activities except electrification are planned in Slovakia.

The project is included in the project pipeline of the Operational Programme Integrated Infrastructure (the cohesion fund of the EU).

Currently the project documentation for the building permit has already been finished.

The track runs on 7 metres tall rail embankment. The gantry is to be settled on the right side of the track (in the direction to Devínska Nová Ves). The left side is to remain reserved for further construction of the second track. The electrification supply system is to be 25 kV 50 Hz. The whole project comprise 53 gantry poles.

The anticipated costs of the project adds up to 3.768.234 € and the construction period should not exceed 7 months.
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Old November 1st, 2017, 01:31 AM   #84
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Quote:
Originally Posted by Slartibartfas View Post
More interesting in the near future than the Petrzalka line is the Marchegg line to Hl.St. though, as far ast it comes to intercity connections between Vienna and Bratislava.
The problem is that the fares need to come down before the line can really be utilised properly. A flat 5 Euro fare from Bratislava to Vienna each way would really open up both the Marchegg and Kittsee lines, but it seems obvious that neither Austria nor Slovakia take the connection particularly seriously.

The other problem with the Marchegg route is that even with 160km/h running, the Slovak side still presents problems with the line speed, especially with the tunnel into Hl.St.
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Old November 1st, 2017, 01:02 PM   #85
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Quote:
Originally Posted by Eulanthe View Post
The problem is that the fares need to come down before the line can really be utilised properly. A flat 5 Euro fare from Bratislava to Vienna each way would really open up both the Marchegg and Kittsee lines, but it seems obvious that neither Austria nor Slovakia take the connection particularly seriously.

The other problem with the Marchegg route is that even with 160km/h running, the Slovak side still presents problems with the line speed, especially with the tunnel into Hl.St.
once they build a proper connection, I would count on one of the private operators jumping in within 2 years (Regiojet most likely)
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Old November 1st, 2017, 01:11 PM   #86
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Quote:
Originally Posted by Eulanthe View Post
The problem is that the fares need to come down before the line can really be utilised properly. A flat 5 Euro fare from Bratislava to Vienna each way would really open up both the Marchegg and Kittsee lines, but it seems obvious that neither Austria nor Slovakia take the connection particularly seriously.

The other problem with the Marchegg route is that even with 160km/h running, the Slovak side still presents problems with the line speed, especially with the tunnel into Hl.St.
The tunnel is the real pain in the ass. Seriously. It is neat that it was the one of the first railway tunnels in continental Europe, but anyway, it just causes more troubles even for local transport.
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Old November 1st, 2017, 04:16 PM   #87
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In 1958, after 27 years of operation, the French section became replaced by a bus service.
Yes...theoretically. Last year I wanted to do a round trip from Geneva, going to La Cure by train, then by bus to Morez, then by train to Andelot, Morez (again), Oyonnax and from there by bus to Geneva. It was a Saturday, and although there was a train every hour to La Cure, from there the only bus service connecting to the train from Nyon was around midday and needed to be reserved in advance. The connection to Andelot was also bad, and I didn't ever bother to search for trains to go back via Oyonnax.

Note that the track still continues a few metres into France to allow shunting, although the station itself is in Swiitzerland.

https://map.geo.admin.ch/?lang=it&to...gNodes=457,510

http://www.openstreetmap.org/#map=18/46.46546/6.07300

Here are today's timetables of the La Cure-Morez buss ervice that replaced the railway: http://www.jurabus.com/wp-content/up...A0j-061016.pdf

3 or 4 buses per direction on school days, just one on Saturdays and during school holidays, and none on Sundays. Basically, they are just school buses that are open to everybody, and not only children. But given this poor service, it is obvious that 99% of passengers are children and maybe some elderly. Compare that with the hourly rail service on the Swiss side...

PS I ended going by car to Oyonnax, then taking a train to Andelot and back. That was the only practicable way to do that trip.

PPS I know that France is not Switzerland and it doesn't want to subsidize bus, but then, a minimum service for those who cannot drive should be offered. In Switzerland there is even a law that states that every village of 100 inhabitants or more has the right to have at least 4 buses a day to the outside world (I don't know the exact wording of the law but that's the concept).
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Old November 8th, 2017, 04:02 PM   #88
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It seems to be confirmed. The new connection Bratislava-Petržalka - Rajka - Győr to be launched at the 10th of December 2017.
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Old November 13th, 2017, 09:56 PM   #89
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The new timetable will bring about an interesting change in regional cross-border transport between Czechia and Poland. After 16 years of absence local passenger trains will again use the Czech-Polish border crossing Meziměstí - Mieroszów. Plans are to launch new fast trains between Polish Wrocław and Adrspach. New trains will be operated by GW Train Regio at the request of the Hradec Králové Region. The connections will be provided every weekend from April 29 to September 2. In this period four pairs of trains will run on this route: the first morning train departing from Wrocław, the other three from Walbrzych. Reactivation of trains is a result of an agreement between Hradec Králové Region and the Lower Silesian Voivodeship. Later, the Czech side has also plans to construct a new link to reduce the travel time from Broumov and Náchod via Hradec Králové to Prague by at least 30 minutes. This would also reduce travel times between Hradec Králové and Wroclaw.

Based on the information published by zdopravy.cz
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Old November 14th, 2017, 01:50 AM   #90
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Reminds me of the Slovenian-Croatian border where we reintroduced passenger traffic on 7 cross-border railways.
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Old November 14th, 2017, 08:16 AM   #91
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For a long time I have been noticing the following trend:
- a line is not attractive with few last people on board,
- the service is therefore abolished,
- people are furious over it,
- people are calmed down for a few years, line is abandoned,
- some political changes at the ministry of transport,
- the line is restored,
- people are happy and the demand is tremendously high

Conclusion:
to make a line attractive, you have to just abort the service for a few years
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Old November 14th, 2017, 08:20 PM   #92
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Quote:
Originally Posted by volodaaaa View Post
It seems to be confirmed. The new connection Bratislava-Petržalka - Rajka - Győr to be launched at the 10th of December 2017.
I can't find it in the timetable yet, haven't they finalized the entry yet? The new Regiojet connection from Prague to Vienna is already there.

How fast would that direct train from Györ to Bratislava be? Currently the fastest connection takes 1:42 (2 transfers) and the common connections 1:56 (1 transfer).

It would be certainly nice if Petrzalka got some usage upgrade.
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Old November 15th, 2017, 08:56 AM   #93
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Quote:
Originally Posted by volodaaaa View Post
For a long time I have been noticing the following trend:
- a line is not attractive with few last people on board,
- the service is therefore abolished,
- people are furious over it,
- people are calmed down for a few years, line is abandoned,
- some political changes at the ministry of transport,
- the line is restored,
- people are happy and the demand is tremendously high

Conclusion:
to make a line attractive, you have to just abort the service for a few years
I don't know, trains between Slovenia and Croatia are pretty much empty, often you can't see a single passenger (except on the Ljubljana-Zagreb line, which is busy).
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Old November 15th, 2017, 09:18 AM   #94
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Yes, i will have sem you the timetablr by the end of the day
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Old November 16th, 2017, 12:07 AM   #95
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I have found an interesting place at the Czech-German border.

The border station Zelazna Ruda/Bayerisch Eisenstein. The national border... halves the train station. A half of the platforms length is located in Czech Republic, a half in Germany.

See:
https://goo.gl/maps/TpTe9udx3rw (Czech side)
https://goo.gl/maps/GwgEsofyr872 (the border - notice the difference in the platforms surface)
https://goo.gl/maps/bkszp2FDY2E2 (German side)
https://goo.gl/maps/FtC6VchZHGA2 (a German train on the German side and, in the background, a Czech train on the Czech side)

How did it work before Schengen? And how did it work in the socialism?
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Old November 16th, 2017, 08:28 AM   #96
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Therefore, trains stops only in their national side?. That will allow only small trains to call there


I remember case of Hendaye

https://www.google.es/maps/place/Hen...1.766148?hl=es

(Irun, Port Bou and Cérbčre are similar).

You will see a small building besides main station (and a stopped train). It is where Spanish trains arrives and they can be quite long. Former booths still remains. I guess that when HSL is opened, all trains will be through main station but at the moment it is terminus.

For a long time there was a night train Madrid-Paris. Nowadays, since April, it is out of service since S.Sebastian to be prepared for HSL link. Only trains coming from Vigo or Lisbon arrives till the border. Rest ones, only to S.Sebastian and link to Hendaye by commuter.
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Old November 16th, 2017, 08:45 AM   #97
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OK found these timetables from 1948 Casablanca/Lisbon/Madrid ==> Paris



Explanations

Daily (on night) train Paris-Irun / Hendaye-Paris

A&E: Direct train Lisbon-Paris three days per week. Rest of days, possibility to change in Madrid (different station)
1 and 2 class from Lisbon to Paris

C: Three days per week Lisbon-Madrid and Madrid-Hendaye. It is a Lisbon-Madrid indeed where in Medina you could get out and take a Madrid-Hendaye.
Lisbon-Madrid, only beds, Madrid-Hendaye, only seats (despite it is whilst night)
Hendaye-Paris, daily

B&G: Casablanca-Paris. It takes a ferry from Tanger to Algeciras. Doesn't allow passengers inside Spain. Only corner to corner. Once per week and took almost two days to Paris, more than 1,5 to Casablanca
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Old November 16th, 2017, 10:45 AM   #98
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Quote:
Originally Posted by Kpc21 View Post
I have found an interesting place at the Czech-German border.

The border station Zelazna Ruda/Bayerisch Eisenstein. The national border... halves the train station. A half of the platforms length is located in Czech Republic, a half in Germany.

See:
https://goo.gl/maps/TpTe9udx3rw (Czech side)
https://goo.gl/maps/GwgEsofyr872 (the border - notice the difference in the platforms surface)
https://goo.gl/maps/bkszp2FDY2E2 (German side)
https://goo.gl/maps/FtC6VchZHGA2 (a German train on the German side and, in the background, a Czech train on the Czech side)

How did it work before Schengen? And how did it work in the socialism?
Massive Czechoslovak signals on the Czech gridiron and German ones on the German gridiron
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