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Old February 7th, 2014, 02:41 AM   #201
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HD Cabview SC506 Pendolino 680 004 Praha hl.n. Plzeň hl.n. [no sound]



III. tranzitní železniční koridor
EJ: 680 004
Trať č. 170 Praha - Beroun
Trať č. 170 Beroun - Plzeň
W adnotacjach informacje o ograniczeniach, wskaźnikach i sygnalizacji.
Film powstał dzięki uprzejmości České dráhy a.s. i DKV Praha
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Old February 9th, 2014, 04:37 AM   #202
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Source: http://www.bahnforum.info/smf/index....079#msg1563079
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Old February 11th, 2014, 12:57 AM   #203
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Nice. Vienna Hbf is going to look a lot more colourful and international with the CD Railjet as regular guest.
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Old February 12th, 2014, 12:46 AM   #204
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The Berlin - Dresden - Praha - Brno - Wien would take perhaps less than 8 hours with Railjets. It would be nice to see the Railjets there... it wont happen though.

The DB is not so keen on letting CD on Dresden - Berlin anyway, be it either Pendolinos (old issue) or Railjet (now).


So the Railjets should do the Prague - Graz (together with OBB) and Prague - Budapest

Last edited by Surel; February 12th, 2014 at 01:23 AM.
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Old February 12th, 2014, 09:01 PM   #205
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Neither Praha - Budapest, nor Berlin - Graz is going to happen with RJs. They are a rather expensive product and CD is already struggeling financially (the reason why the option for 8 additional sets was not exercised last fall). Also IMO, there is no need for an extra train to Budapest, since it should be no problem at all for passangers to switch trains in Vienna. All that has to be done is make sure Budapest and Graz RJs fit in the clock-face schedule at Vienna Hbf. This connection would be just as fast with no additional costs.

And tbh, I like the CD livery more, but the ÖBB interiour looks better:

https://www.facebook.com/photo.php?f...e=1&permPage=1
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Old February 12th, 2014, 10:46 PM   #206
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Quote:
Originally Posted by KingNick View Post
Neither Praha - Budapest, nor Berlin - Graz is going to happen with RJs. They are a rather expensive product and CD is already struggeling financially (the reason why the option for 8 additional sets was not exercised last fall). Also IMO, there is no need for an extra train to Budapest, since it should be no problem at all for passangers to switch trains in Vienna. All that has to be done is make sure Budapest and Graz RJs fit in the clock-face schedule at Vienna Hbf. This connection would be just as fast with no additional costs.

And tbh, I like the CD livery more, but the ÖBB interiour looks better:

https://www.facebook.com/photo.php?f...e=1&permPage=1
Berlin - Graz is not going to happen because of the DB!! The trains will operate Praha - Graz. They will combine 7 CD and 3 OBB units for the relation. I don't expect any change in Wien.




You are right, that for now the relation to Budapest is not on schedule. It was however meant for Praha - Bratislava - Budapest and not for Wien. The 8 additional units that would have been needed for the not possible Wien - Berlin relation would have been used there instead. CD retired this possibility for Budapest in 2013. The MAV carriages will stay on the Budapest - Prague relation.

Yes CD don't have that much finance atm, but they are covering this transaction by selling the stations buildings to the SDZC (rails operator). In fact the decision not to go into the prolonged option for another 8 units was done right because DB did not want to cooperate with CD on Praha - Hamburg and instead wanted to do the business with RegioJet. Now it shows up that RegioJet will not be able to cooperate in 2014 and who knows when.

If the CD had been granted contract with the DB on Praha - Hamburg, they would have certainly bought more Railjets. Some believe that RegioJet lured DB into talking about contract, just to prevent CD buying the additional 8 Railjets.

If the CD had bought the additional 8 Railjets, there would have been in total 18 trains on the Praha - Brno - Breclav tracks which would have allowed 1 Railjet per hour schedule between Praha and Brno.

Last edited by Surel; February 12th, 2014 at 10:56 PM.
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Old February 12th, 2014, 10:56 PM   #207
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Its a real shame that Vienna-Berlin via Munich is almost as fast as Vienna-Berlin via Prague. But I don't see any fast solution to that.
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Old February 13th, 2014, 12:12 AM   #208
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Why DB is not keen on CZ trains running in Germany?
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Old February 13th, 2014, 12:26 AM   #209
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Quote:
Originally Posted by LtBk View Post
Why DB is not keen on CZ trains running in Germany?
Initially DB wanted to cooperate with Regiojet on the Praha - Berlin (- Hamburg) route, but little of a surprise, RJ does not have the capacities for such an enterprise. Why is DB not really willing to cooperate with CD either? Well, from what I know CD initially wanted to serve the route with new Railjet coaches and since the Leipzig - CZ boarder stretch is already loss-making, DB was not willing to take on the extra costs derifing from operating a premium train there.
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Old February 13th, 2014, 02:08 AM   #210
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What's the situation in the German rail market - would it be legally possible for CD to buy train paths in Germany and operate Prague-Berlin service without any involvement of DB? Let's disregard the question for a moment whether it would profitable, but would it be possible in principle?
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Old February 13th, 2014, 02:26 AM   #211
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Yes, long distance travel is subject to full competition for some years now, thus national operators must open up their network to any private competitor. DB/ÖBB already do that on their Munich - Brenner - Italy Joint Venture where the Italians are not involved.
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Old February 13th, 2014, 04:37 AM   #212
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Is it because the Leipzig-Prague rail corridor slow and outdated? If so, any plans for updates?
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Old February 13th, 2014, 05:27 AM   #213
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Quote:
Originally Posted by Sunfuns View Post
What's the situation in the German rail market - would it be legally possible for CD to buy train paths in Germany and operate Prague-Berlin service without any involvement of DB? Let's disregard the question for a moment whether it would profitable, but would it be possible in principle?
CD could do it on their own, but practically it is out of the options. Entering the market would require additional investments in customer facilities - sales would be quite troublesome.
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Old February 13th, 2014, 05:41 AM   #214
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Lack of demand?
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Old February 13th, 2014, 06:35 AM   #215
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Quote:
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Is it because the Leipzig-Prague rail corridor slow and outdated? If so, any plans for updates?
The trains would not go to Leipzig, but Praha - Dresden - Berlin.

The Czech part of the relation is using the Czech I. rail corridor (part of the TENT -IV. corridor). It's length is 458 km from the Austrian border to the German border and aside from some station's sections it is completely renovated, but only some 190 km from the total length allow 160 km/h max for non-tilling units. Some 70 km are only up to 120 km/h max. There are several short slow sections e.g. the Brno station which affect the time loss the most.



AFAIK, the German part CZ border - Pirna is up to 120 km/h and further to Dresden up to 160 km/h. Dresden - Berlin should be more or less at 160 km/h, at sections at 200 km/h since December 2014.

The Austrian part between Wien and CZ border is at 120 km/h max afaik.
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Old February 13th, 2014, 06:39 AM   #216
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Lack of demand?
I think Lack of demand could be one of the explanations for the lack of investments and plans. E.g. the Polish invested into the rail infrastructure towards the German borders, but the Germans are reluctant with increasing the speeds. E.g. the Warsaw - Berlin line.

One of the reasons is that the East Germany faces massive depopulation and most of the attention is now directed towards west as there are the profits.
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Old February 13th, 2014, 06:44 AM   #217
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Quote:
Originally Posted by KingNick View Post
Yes, long distance travel is subject to full competition for some years now, thus national operators must open up their network to any private competitor. DB/ÖBB already do that on their Munich - Brenner - Italy Joint Venture where the Italians are not involved.
Just that DB keeps the infrastructure, thus it's not really easy for a direct competitor to enter. DB makes sure that when someone enters, it is only in a partnership with DB.

DB has 99 % share in long distance passenger traffic on German rails.

http://www.railjournal.com/index.php...and-train.html

Btw. that could be another point as to the previous question... DB "makes sure" that the border infrastructure is not good enough to allow foreign operators enter the market. E.g. the electrification of the Nurnberg - Cheb line is quite stuck on the German side (perhaps in 2018). DB is happy with its diesel units ending up in Cheb and is not particularly enthusiastic about Prague - Nurnberg line operated by CD pendolinos. The Praha - Cheb corridor complete overhaul is mostly completed.

Last edited by Surel; February 13th, 2014 at 06:54 AM.
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Old February 13th, 2014, 07:11 AM   #218
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This could be a useful post here... the v/max in CZ.

V/max
http://www.vysokorychlostni-zeleznic...pa_CR_2011.pdf

V/max 2011


Eastern Europe


HS concept


HS concept


source: http://www.vysokorychlostni-zeleznice.cz/
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Old February 13th, 2014, 04:00 PM   #219
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Quote:
Originally Posted by Surel View Post
Just that DB keeps the infrastructure, thus it's not really easy for a direct competitor to enter. DB makes sure that when someone enters, it is only in a partnership with DB.

DB has 99 % share in long distance passenger traffic on German rails.

http://www.railjournal.com/index.php...and-train.html

Vertical integration is no problem at all in Austria. Even Westbahn said that ÖBB Infra (those in charge of the infrastructure) have treated them really fair and did a great job overall. So when she says vertical integration basically doesn't work anywhere she's lying. Also DB Netz is not to blame for HKX own short commings. Of course they would give the slots to a different operator when it's clear that HKX won't have it's rolling stock certified in time, otherwise they'd lose money.

Oh and this is what she said herself:

"Benachteiligungen durch die DB Netz AG habe der private Konkurrent bisher nicht zu spüren bekommen. „Wir werden absolut gleich behandelt“, so Kreienkamp."

http://www.ksta.de/wirtschaft/ein-ja...,23770534.html

Generally I'd prefer to have operations and infrastructure completely separated as well, but the vertical integration is not the reason why HKX is struggeling. It probably has to do with the fact that they have a CEO with no experience at all, in regard to railway operations.

Quote:
Originally Posted by Surel View Post
Btw. that could be another point as to the previous question... DB "makes sure" that the border infrastructure is not good enough to allow foreign operators enter the market. E.g. the electrification of the Nurnberg - Cheb line is quite stuck on the German side (perhaps in 2018). DB is happy with its diesel units ending up in Cheb and is not particularly enthusiastic about Prague - Nurnberg line operated by CD pendolinos. The Praha - Cheb corridor complete overhaul is mostly completed.
Most boarder-crossings are of no operational importance for DB, so why should they invest? I wouldn't do it as a CEO. This is basically a political question and when one takes a look at how the government treats the existing infrastructure within Germany, it is not much of a surprise that boarder connections are not well maintained either.
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Old February 13th, 2014, 04:10 PM   #220
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Quote:
Originally Posted by Surel View Post
[...]

The Austrian part between Wien and CZ border is at 120 km/h max afaik.
Plans are to increase speeds up to 160 km/h, but anything faster than that wouldn't make much sense, since both, Vienna Hbf and Breclav, operate a clock-face schedule.
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