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Old September 4th, 2014, 05:05 PM   #2621
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Hiya, U here?
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Old September 8th, 2014, 10:11 PM   #2622
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From Rail Journal:

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http://www.railjournal.com/index.php...ml?channel=542

Marseille - London Eurostars to face 1h 43min wait in Lille
Monday, September 08, 2014



ONEROUS border controls imposed by the British government will force passengers using Eurostar's new Marseille - London service to go through immigration and security controls lasting nearly two hours at Lille Europe when the service starts next year.

According to advance timings published in the September edition of the European Rail Timetable, passengers travelling on the new Marseille - Avignon - Lyon - Ashford - London service, which starts on May 1 2015, will have to alight at Lille with their baggage in order to pass through French and British border controls and a security check on the upper level at the northern end of the station. This process will take 1h 43min, negating the benefits of high-speed rail travel. Passengers on the outward journey from London and Ashford will go through border and security controls before boarding the train which will run directly to Lyon, Avignon and Marseille.

The new service is an expansion of the existing summer-Saturday Eurostar train which operates between London, Ashford and Avignon. However, northbound passengers currently pass through immigration and security checks in Avignon prior to departure obviating the need to do so in Lille

...
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Old September 8th, 2014, 10:36 PM   #2623
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I think it's time to move all border controls back to London. This is seriously beginning to disrupt rail travel on continental Europe now and could also jeopardise the new ICE services from London to Amsterdam and Frankfurt. With the ferry the French have their facilities in Dover, the British in Calais and Dunkerque, but I believe in this case, with more European links in planning, French controls can start doing the passport checks in London and Ashford as well.
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Old September 8th, 2014, 11:29 PM   #2624
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The long wait is because the UKBA (or whatever the home office has renamed them to) won't put a base out in the France for a couple of trains per day. The issue of having the checks all at the London end is that if there are people without the right passes etc. then they'll have to be sent back which isn't ideal
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Old September 8th, 2014, 11:57 PM   #2625
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The UKBA (The UK Border Agency) explained that no outside current controls (Lille, Paris and Brussels), and he does not like the suggestion that DB controls are made on board.
And it is a fact that the Lille-Europe station will double its size. There must be some.
For as much as it would be preferable to train French, Dutch and German to Lille and there I do transfer to the Eurostar instead of saying to travelers direct trains, which is not real. And avoid those approvals.
There should be no problems in passing control board (a big plus train) and return potential offenders without stepping on British soil.

A greeting, and sorry for my bad English
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Old September 9th, 2014, 12:11 AM   #2626
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In my opinion it is the UK who has decided not to join Schengen. So their checks should be made on UK soil, not bring their grievances to ours.
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Old September 9th, 2014, 12:28 AM   #2627
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No, so do in Paris and Brussels.
The problem is not Schengen, in my opinion the problem is that not provide facilities to train and that favors air transport.
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Old September 9th, 2014, 01:13 AM   #2628
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Why is there "Eurostar" in the title, as if the entire Europe revolved around it? It's completely unnecessary, so the title should be just "EUROPE | Inter-country Railways".
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Old September 10th, 2014, 05:20 PM   #2629
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Accident at Marseille St Charles station, a TGV derailed and hit an AVE.

I have no more details, but it mustn't have been grave, that's in the station itself, at the area near La Belle de Mai quarter, trains are never at speed there.

Both the AVE and the TGV have broken the front, though...

Let's hope no one's hurt...

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Originally Posted by jotaerre View Post

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Old September 10th, 2014, 06:31 PM   #2630
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I don't understand how collisions can take place on the modern railway. Unless railhead condition was very poor surely some kind of safety system had to have kicked in? Do continental rail networks not have things like TPWS to prevent SPADs or an AWS to prewarn the driver of any signals at danger?
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Old September 10th, 2014, 07:40 PM   #2631
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'Course they do. It was probably the point that failed and took the wrong position, otherwise it's hard to explain.

Some stations in France have very old rails and points, or they are in very bad state (see the case at Brétigny-sur-Orge).
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Old September 10th, 2014, 08:06 PM   #2632
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Quote:
Originally Posted by 437.001 View Post
'Course they do. It was probably the point that failed and took the wrong position, otherwise it's hard to explain.

Some stations in France have very old rails and points, or they are in very bad state (see the case at Brétigny-sur-Orge).
Will a board like the Rail Accident Investigation Board (RAIB) be mobilised to investigate it or is it done internally within the train operating companies.
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Old September 10th, 2014, 08:09 PM   #2633
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I am pretty sure that BEA-TT (the French RAIB) will be involved.
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Old September 10th, 2014, 08:53 PM   #2634
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I've noticed that, save for that accident in Spain, all recent collisions of high-speed trains of recent years have been near stations at low speed. It is a situation where traditional approaches (like emergency stop of a train violating a red sign or speed limit) don't work.

Will ECTS-3 completely prevent these issues?
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Old September 10th, 2014, 10:12 PM   #2635
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You won't need ETCS-3 to realize that, you can get there today with ETCS-2. Theoretically that is.

When programming a route, the interlocking will ensure that a movement authority can be granted from the train's position to the desired platform. Other trains, such as the ones leaving adjacent platforms, will get movement authorities as far as can be realized without causing conflicts. Should a train overspeed and miss a signal, then it will be put to a stop automatically before it reaches the end of its MA. However, this is very challenging.

In and around stations there are lots of possible routes due to points, fly-over, dive-unders, et cetera. Furthermore, it's not uncommon that there are lots of trains in a station at the same time.

Just look at a Swiss station, where lots of trains arrive within minutes of eachother, leaving a few minutes later.

All those possible routes and trains are very complex to keep track of, that ETCS level 2 communication between train and control center is based on GSM is technically challenging as well. While GSM is reliable, it does not offer a lot of capacity. Something which is needed if you want to have a station controlled with ETCS.

Falling back to ETCS L1 in station areas is a possibility, but ETCS L1 has its limitations. First of all, it would mean putting down dozens of balises on the tracks which is quite an expensive excercise. As L1 is a fixed point signalling system, it won't be possible to cancel a programmed route once a train has passed a balise granting a movement authority.

---

Nowhere in the world has a fully working ETCS-3 system been implemented yet, because it is very difficult to realize. There are trials going on in Sweden, but this is on low density single track lines that would otherwise have been closed.

Not only do computer systems need to have full knowledge about the composition of all trains and their characteristics (which is especially hard for cargo), but there is also a huge dependency on location accuracy and a quick data interchange.

The location information needs to be much more accurate than what the American GPS system can offer, but such a system is not in place yet. The go-live of the EU's Galileo project will help propel ETCS-3 forward, but it will be a long time before Galileo is fully up and running.

Data interchange is another thing: the current ETCS system works by exchanging messages over GSM-R using GPRS data connections. With ETCS-3 the amount of messages is very likely to increase, which will strain the capacity offered by GPRS. Replacing GSM-R with a more modern LTE (4G) based platform will bring relief here, but it will take a long time before there's any nationwide 4G-Rail network. Meanwhile the rail industry is performing field trials with it.
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Old September 10th, 2014, 11:58 PM   #2636
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What about creating a rail-specific radio standards based on transmission to trackside antennas + fiber?
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Old September 11th, 2014, 12:41 AM   #2637
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In the past each railway company had their own communications system. The Netherlands used Telerail, Norway used SCANET, et cetera. Slowly but steadily, nation states in the EU are working on a roll-out of GSM-R.

Building a completely different communications system is of course a possibility, but it will undoubtedly be more expensive than using what is there (development costs, maintenance, patents, etc.) and it will get you in lots of legal hot water due to all kinds of rules and regulations regarding radiation and radio interference.

Furthermore, it complicates adoption and makes it harder to find someone with knowledge of said standard. GSM is a standard protocol, having been used throughout the world for decades. It's fairly easy to find someone who knows how GSM works and who can determine what the best position is for a new cell tower. If you build something proprietary this will become harder and thus, more expensive.

Plus, the added value of something proprietary can be quite limited if the same desired functionality can be achieved using standardized protocols and technology.
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Old September 11th, 2014, 12:50 AM   #2638
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GSM-R is being rolled out across the network here in the UK. It's definitely safe to say that we'll be pretty much all GSM-R before a significant part of the network is ERTMS signalled.

Is ERTMS expected to be used for all lines in the EU, even those like the west highland line with very few trains per day, because it seems like it'd be a waste of resources for certain lines? It'll be a shame when most of the different types of signalling has gone, especially on branches where lots of variety lies with the different kinds of token block working.
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Old September 11th, 2014, 01:56 AM   #2639
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More details have been unveiled about the Marseille incident.

The thing happened yesterday evening.

It involved these two:

Quote:
Originally Posted by dirdam View Post


Taken from TRENES Y FOTOS at Facebook.

Ironical, since the TGV 736 was the first French train ever to enter Barcelona-Sants station, and the AVE 24 was the first AVE ever to enter Paris-Est station...

As a result of the crash, today the AVE Marseille-Madrid had to be split in two: a TGV did the Marseille-Perpignan part of the route, and an AVE the Perpignan-Madrid part.

That's because there were no available AVE or TGV trains at the Marseille depot that were homologated to reach Madrid-Atocha station, so passengers had to change at Perpignan to continue their trip to Madrid.

As a footnote, the Sncf twitter denied that the change at Perpignan had anything to do with the crash...
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Old September 11th, 2014, 04:55 PM   #2640
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From Railway Gazette:

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http://www.railwaygazette.com/news/n...s-invited.html

TEN-T funding bids invited
11 Sep 2014



EUROPE: The European Commission’s Innovation & Networks Executive Agency announced on September 11 that it had opened the bidding for €11·9bn of funding to improve European transport links under the revised TEN-T programme. Member state governments have until February 26 to submit proposals, with the selected projects to be announced in mid-2015.

Hailed as ‘the largest single amount of EU funding ever earmarked for transport infrastructure’, the money forms the first tranche of transport funding to be made available through the Connecting Europe Facility. This has seen the EU budget for transport tripled to €26bn for 2014-20, compared to €8bn in 2007-13. The selected projects must also be co-financed by the member states

...
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