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Old November 24th, 2016, 12:35 PM   #3361
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There have been some reports that Eurostar are decreasing the number of services between Paris and London (the only two cities with population over 10 million in the world being situated so close to each other).

This is rediculous! How come, even with the new trains and with spending tens of billions on infrastructure, they could not reach a travel time of less than two hours (although it has been promised) for a distance of 300 miles! And complain of low revenues, not doing anything to attract passangers and selling tickets at standard price of 80-100 pounds one-way! Note, that the number of flights, for the first time, is more than the railway service that are going to be rum from London do Brussels - so the problem is not the demand at all.
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Old November 24th, 2016, 12:42 PM   #3362
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The total number of seats will stay roughly the same. Newer trains introduced in the route have more seats.
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Old November 24th, 2016, 05:57 PM   #3363
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Following a recent article in The Indépendant it is mostly the London to Brussels line that will be impacted (20 trains less per week ) and the new trains will mostly run on Brussels - Paris. So no there won't be compensation but a net reduction of the seat offering.

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Old November 24th, 2016, 06:06 PM   #3364
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Quote:
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Following a recent article in The Indépendant it is mostly the London to Brussels line that will be impacted (20 trains less per week ) and the new trains will mostly run on Brussels - Paris. So no there won't be compensation but a net reduction of the seat offering.

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Now you have me confused. Is it that there will be less service London-Brussels or less service London-Paris?

What exactly is the planned service look like? How many trains per day on each route and how many of those are each type of train?
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Old November 24th, 2016, 06:20 PM   #3365
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Now you have me confused. Is it that there will be less service London-Brussels or less service London-Paris?

What exactly is the planned service look like? How many trains per day on each route and how many of those are each type of train?
They claim that the services between London and Paris are not to be affected. However, the problem is more general - you cannot have two cities, probably the most influential ones in the world history, art, politics, science etc., just two hours of each other, and not to be able to offer an adequate railway service in terms of travel time and price.

Does anyone know why much longer tunnels in Switzerland for example allow for speed of 180 miles per hour, and in the Eurotunnel the speed is restricted to 100 miles per hour? Is that the design of the tunnel, security reasons or something else?
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Old November 24th, 2016, 06:52 PM   #3366
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The Chunnel DOES have a higher design speed, if I recall correctly. However, the issue is that there are also many car shuttles and more than a few freight shuttles going through it. It makes scheduling much more simple to have everything going at the same speed (100 mph). If a train were to be going at 180, it would need more room ahead and behind it, consuming blocks of time, or paths, that could be used by other trains.

If there were no other trains in the Chunnel, then the Eurostar could go much faster. However, this would likely require digging a new set of parallel tubes.
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Old November 24th, 2016, 07:12 PM   #3367
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Quote:
Originally Posted by bench_mark_2 View Post
There have been some reports that Eurostar are decreasing the number of services between Paris and London (the only two cities with population over 10 million in the world being situated so close to each other).

This is rediculous! How come, even with the new trains and with spending tens of billions on infrastructure, they could not reach a travel time of less than two hours (although it has been promised) for a distance of 300 miles! And complain of low revenues, not doing anything to attract passangers and selling tickets at standard price of 80-100 pounds one-way! Note, that the number of flights, for the first time, is more than the railway service that are going to be rum from London do Brussels - so the problem is not the demand at all.
Eurostar's market share on the London-Paris route is nowadays close to 90%, so they don't seem to be doing things that wrong...
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Old November 24th, 2016, 08:37 PM   #3368
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Many of these Belgium-London flights are there to serve mostly connecting passengers, not point-to-point demand.
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Old November 24th, 2016, 09:00 PM   #3369
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http://www.independent.co.uk/travel/...-a7429466.html

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Old November 25th, 2016, 12:31 AM   #3370
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Quote:
Originally Posted by 00Zy99 View Post
The Chunnel DOES have a higher design speed, if I recall correctly. However, the issue is that there are also many car shuttles and more than a few freight shuttles going through it. It makes scheduling much more simple to have everything going at the same speed (100 mph). If a train were to be going at 180, it would need more room ahead and behind it, consuming blocks of time, or paths, that could be used by other trains.

If there were no other trains in the Chunnel, then the Eurostar could go much faster. However, this would likely require digging a new set of parallel tubes.
How do you know about the design speed? In order to have such a speed achievable, the tubes should be much larger than the ones we know in England on the West Coase Main line for example. Also, the gradients should not be too big, I think less than 0,2 or 0,3% to allow for 200 miles per hour.
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Old November 25th, 2016, 01:00 AM   #3371
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Quote:
Originally Posted by bench_mark_2 View Post
How do you know about the design speed? In order to have such a speed achievable, the tubes should be much larger than the ones we know in England on the West Coase Main line for example. Also, the gradients should not be too big, I think less than 0,2 or 0,3% to allow for 200 miles per hour.
Because the research is out in the open.
It's not only the blocks, but the tunnels designed and calculated between both tunnels to reach 250km/h are not going to work when a train in the big automobile Eurochunnel loading gauge is right in the other tunnel. The wind blows too hard on the train (train picks too much wind).
That is the reason.
Take away those huge trains and freight with open cars, and you can drive at least 250km/h
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Old November 25th, 2016, 01:55 AM   #3372
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Take away those huge trains and freight with open cars, and you can drive at least 250km/h
Would be nice if it was so. But is that your assumption or is based on any technical information that can be seen from other readers of the forum as well, presumably publicly available?
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Old November 25th, 2016, 02:54 AM   #3373
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My information is coming from a quotation from one of the engineers who planned the whole thing I found in a book about the tunnels construction.
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Old November 25th, 2016, 06:21 PM   #3374
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Quote:
Originally Posted by bench_mark_2 View Post
Would be nice if it was so. But is that your assumption or is based on any technical information that can be seen from other readers of the forum as well, presumably publicly available?
More information about pressure relief valves in the chunnel:
http://www.brighthubengineering.com/...hunnel/#imgn_4
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Old December 1st, 2016, 05:25 PM   #3375
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From Rail Journal:

Quote:
http://www.railjournal.com/index.php...ml?channel=524

Regiojet poised to launch Prague - Bratislava services
Thursday, December 01, 2016



CZECH and Slovak open-access operator Regiojet is to set to launch Prague - Bratislava services with the start of the 2017 timetable on December 11, with trains running via Pardubice and Brno

Both Regiojet and Czech Railways (CD) applied for the paths being used by the new services, with Czech infrastructure SŽDC ultimately ruling in favour of the open-access operator

...
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Old December 6th, 2016, 11:38 AM   #3376
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Copenhagen-Bornholm train-service ends in January 2018

The swedish rail company Skĺnetrafiken cancels the agreement about direct trains from Copenhagen to the danish island of Bornholm.
The railway ends in Ystad, Sweden where the passengers board the ferry to Rřnne.

The changes will take place from january 2018.


For a long time, there has been uncertainty about what the change of operator will mean, among other ticket services. But the situation is under control, the director of Skĺnetrafiken Magnus Andersson says.

- It continues to be as it is today. You still need to book the ticket through DSB, so the only difference is that there is another train operator in Sweden, he says.

There will be no direct connection from Ystad to Copenhagen. When travelers come from Bornholm, they must instead board the swedish commuter train from Ystad to Malmö and then change onto the Öresund train to Copenhagen.

This means that in a few days in peak season there may not be enough seats in the train when the jam-packed ferry from Bornholm docks in Ystad.

- It is a risk that one must wait for the next departure half an hour after. But besides the busiest departures there will be available seats, says Magnus Andersson.

The Ministry of Transport does not want to comment on the negotiations as they happen.

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Old December 20th, 2016, 12:05 PM   #3377
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No international trains to Oslo in 2018

There will be no trains from Stockholm to Oslo in 2018. Today representatives of the swedish state railways (SJ) met with the Norwegian National Rail Administration,
to discuss the maintennance works to be carried out on the line Kongsvinger-Lilleström.

The norwegian rail administration wants to do track maintennance during the day to avoid interfering with the transport of goods, which takes place at night.

It's about the transport for the fishing industry which is very important for Norway. The swedish railways however want to prioritize express-train between Stockholm and Oslo,
which departs daily. This train has reduced the travel time between Stockholm and Oslo from 6 hours to 4.5 hours.

- We have been told that freight traffic is more important during the construction phase, says Petter Essén, business manager of SJ's express-trains.

- In 2017, we are expanding from 3 to 5 daily departures between Stockholm and Oslo, via Karlstad, but after the announcement today, we will cancel all departures in 2018, when the catenary will be replaced.

- I have received quite a little understanding for our arguments. Jernbaneverket is very adamant about the freight traffic being more important.

What was said at the meeting today is that during daytime the tracks will be closed due to construction and that the railway will be closed for passenger-traffic, says Petter Essen.
- It's about 150 000 trips, which now must take place in any other way with the larger impact on the environment.

Track work on the stretch Kongsvinger-Lillestrom is expected to take 3 years to complete.

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Old December 20th, 2016, 05:01 PM   #3378
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What are they doing that requires such disruption?
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Old December 21st, 2016, 02:08 AM   #3379
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Pretty crazy stuff.

One could certainly do that overhaul without stopping all express services, it may be more expensive though.
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Old December 22nd, 2016, 09:02 PM   #3380
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Share of market between train and airplane

I have just finished this list, which aims to increase and update.

The UIC data (80%) refers to the mean HST that take less than 150 minutes.
The figure for China is the total of CRH trains compared to domestic flights.

I do not have data from Korea (I only have 2005, just start the HS) and Taiwan; You can also put others that are significant, even if they are not from HS, as the last of the graph, so we thank the collaboration with source. Thank you!




It is interesting to compare 35% of the train on the Rome-Milan route in 2004 (with a journey of 238 minutes) with the current 73%, thanks to 170 minutes (little more than an hour of cut, 33%) and to NTV competition.

To make it clearer, I also put them sorted by the average speed:


And by the distance:
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