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Old August 21st, 2017, 12:01 PM   #3581
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For the European Union to allow it as cabotage:

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The service shall be deemed to be international if, in the medium term, at least one third of the revenue and total traffic is derived from travelers from / to destinations outside the country.
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Old August 23rd, 2017, 01:25 PM   #3582
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Quote:
Originally Posted by Ugo Fantozzi View Post
In the Past there were many international trains.But today they are "low" and replace by bus/plan (more cheaply).
But in the future I hope that return train thanks to High-Speed Rail.
I think track as Milano-(Parigi)-Londra or (my dream) Reggio Calabria-Naples-Rome-Florence-Geneve-Marseille-Barcelona in one day
I do not think the line Calabria-Naples-Rome-Florence-Geneve-Marseille-Barcelona will ever exist
Why bother passing trough Geneve when you can pass much more easily trough Nice ? (and it'll save a lot of time)
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Old August 23rd, 2017, 01:49 PM   #3583
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Originally Posted by Steinbock View Post
I do not think the line Calabria-Naples-Rome-Florence-Geneve-Marseille-Barcelona will ever exist
Why bother passing trough Geneve when you can pass much more easily trough Nice ? (and it'll save a lot of time)
Sorry, I would wrote Genoa (Genova)
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Old August 23rd, 2017, 04:41 PM   #3584
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The Beltsavers protest against the Fehmarn-tunnel

A movement called "Beltretters" protest against the planned railway-tunnel in the Baltic Sea.

The German Belt-savers work hard to stop the tunnelproject under the Fehmarn Belt. Here's a current call asking for help to influence politicians involved in the decision-making process. Especially the head of the state ministry of transport Bernt Buchholz is a target, because he wants to speed up the decision-making process.

"Dear BELTRETTER and Supporters,
We need your help again and again!
This coming Friday, Kiel's Minister of Economic Affairs and Transport Dr. Bernd Buchholz will visit the (still) wonderful island of Fehmarn. However, he has just announced in the media that he intends to accelerate the approval procedure for the planned billion-belt tunnel project- A madness, juding by the deficiencies,Risks and gaps in the current planning.

These have even been criticized by the licensing authority itself.
For this reason and because of the ongoing election campaign , we should remind him of the non-construction consortia in Germany.


Please send him an e-mail: [email protected]
And best of all, send a copy of the German Federal Minister of Transport Dobrindt ([email protected]) and Wolfgang Kubicki ([email protected]).
And / or comment on the Facebook page of Bernd Bucholz: https://www.facebook.com/bernd.buchholz.58
Bernd Buchholz comes from the business-sector and should not have any interest in an uneconomical mammoth project that would cost taxpayers billions, threatens the main economic tourism in the north and that is an immense risk to the environment and our Baltic Sea. And as a former chairman of the board, he should not fall into the winds of the tunnel lobbyists. Above all, Buchholz should not speed up the approval process, because then a new German large-scale building is threatening. Finally, the tunnel plans still show dramatic shortcomings and gaps.
Thank you very much for the great support !!!
It helps and motivates us!
best regards
The BELTRETTER team "
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Old August 23rd, 2017, 05:07 PM   #3585
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As there was a change in political guard this Spring with the state election in Schleswig-Holstein (from SPD-Greens-SSW to CDU-Greens-FDP) there are new politicians to petition. Thus this is more a way to create attention to oneself than the start of a new process ( Beltretter has existed for several years now and their aim hasn't changed ).
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Old August 24th, 2017, 10:29 AM   #3586
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Quote:
Originally Posted by NordikNerd View Post
A movement called "Beltretters" protest against the planned railway-tunnel in the Baltic Sea.
What is the rationale behind it? Are they just nimby's?
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Old August 24th, 2017, 01:53 PM   #3587
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Originally Posted by Grzegorz.Janoszka View Post
What is the rationale behind it? Are they just nimby's?
The arguments were the same in the 90's during the planning of the Öresund-bridge. Back then the Danes were not (and are not) very interested in the Öresund Bridge. They are looking for better connections to the south.

The danes want the Fehmarn-tunnel just like the swedes wanted the Öresund-bridge. Now they meet the same attitude that they had against their swedish neighbours.

The Germans do not care about the tunnel to Denmark. They have other important transport-projects to think about.
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Old August 26th, 2017, 06:59 PM   #3588
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Originally Posted by NordikNerd View Post
The Germans do not care about the tunnel to Denmark. They have other important transport-projects to think about.
The Germans don't seem to care much about upgrading their links across the Alps either, or think that is the job of their neigbhours alone. So what do they actually care about then?
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Old August 26th, 2017, 11:15 PM   #3589
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Originally Posted by Slartibartfas View Post
The Germans don't seem to care much about upgrading their links across the Alps either, or think that is the job of their neigbhours alone. So what do they actually care about then?
Exactly. The fact that the Munich-Zurich link is not even electrified (in a country with a very high rate of electrification) says very much. Prague-Munich is another cross-border link sorely missing an upgrade. The most direct line is not electrified and requires trains changing direction.
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Old August 27th, 2017, 12:10 AM   #3590
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Originally Posted by Robi_damian View Post
The fact that the Munich-Zurich link is not even electrified
There is a project to upgrade the entire line, electrification is part of that. They're also planning to build a new station at Lindau-Reutin, so that trains running to Austria and Switzerland no longer have to change ends in Lindau Hbf.

Freight activities which currently take place at Lindau Hbf will be moved to Lindau-Reutin, the current Lindau Hbf will be scaled down to a station which will only see regional traffic.
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Old August 27th, 2017, 12:29 AM   #3591
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Yeah, there are a lot of projects and plans. That doesn't mean that they feel the need to actually realise them in a timely manner. Just take that corridor linking to the Gotthard base tunnel. Apparently it is much easier and faster to build such a tunnel than upgrading the connecting track in Germany. The same seems to be happening with the connection towards the Brenner base tunnel even though that tunnel is still many years away from opening.
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Old August 27th, 2017, 12:42 AM   #3592
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Quote:
Originally Posted by NordikNerd View Post
The arguments were the same in the 90's during the planning of the Öresund-bridge. Back then the Danes were not (and are not) very interested in the Öresund Bridge. They are looking for better connections to the south.
Yes and no.
Back then there were still heavy traffic going through residential areas in Copenhagen and Dragør to reach the ports (including Indre By in Cph, with vehicles camping next to Nyhavn to get on/off the ferries to Bornholm/Oslo plus rail ferries going to and from Nordhavnen/Frihavnen with the current S-bane line F being used for freight and port traffic). Plus there were no great connections from Kastrup airport to the rest of Denmark either (there were buses, but even they had to cross residential areas in Amager to get out of Cph except for a 3 kms isolated stretch of motorway which was built in the 1960's).

Without the bridge in Öresund, there would have been a need to plan for a replacement of Dragør and Indre By (Kvæsthusbroen) as ferry terminals (you basically had to drive right through town to get to and from the port in both cases). It would have been a very difficult task as the areas closest to Sweden were already built-up and a new port in say Avedøre on Zealand would have extended the journey time for the ferries considerably - Don't forget the ferries Limhamn-Dragør went around the clock unlike Bornholm/Oslo which was once a day. Most likely in such scenario Nordhavnen/Frihavnen would've been expanded to accomodate for motor ferries as well (and Limhamn might have been replaced with northern part of Malmö harbour on the Scanian side as ferry terminal), but such a move would've caused enormous protests in the residential areas next to Nordhavnen/Frihavnen west of Kystbanen (the ferries and esp. the rail traffic to and from were already quite controversial). In any case all of this would've meant huge investments on the Danish side which would've been deeply unpopular by everyone living nearby plus hemmed a lot of potential real estate sites (look at Nordhavnen/Frihavnen today and compare with say 1987 to get the perspective of what I mean). Plus the airport would still have crappy road connections and non-existent rail traffic.


I don't think it was ever contemplated to put all motorized traffic over Elsinore-Helsingorg (as it was for half a year before the bridge was opened in 2000). Such a move would also had put a lot of pressure on the northern connection if anything happened there, the need for a ferry with motor vehicles in the southern part of Öresund would still be there.


So I'd rather say the Danes were, from a city planning and infrastructure point of view, really interested and vested in a bridge across the sound and all for it. But maybe not as emotionally invested in it as the Swedes for whom this is the gateway to The Continent (thus the gate to heaven and hell at once) and a lot of such pompous descriptions
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Old August 27th, 2017, 12:49 AM   #3593
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Quote:
Originally Posted by Slartibartfas View Post
Yeah, there are a lot of projects and plans. That doesn't mean that they feel the need to actually realise them in a timely manner. Just take that corridor linking to the Gotthard base tunnel. Apparently it is much easier and faster to build such a tunnel than upgrading the connecting track in Germany. The same seems to be happening with the connection towards the Brenner base tunnel even though that tunnel is still many years away from opening.

In the case of Fehmarn/Femern there are since 2008 a state treaty (in both languages) where the German state agreed to oblige to be done with a double track railway on their side of the tunnel at least seven years after the construction is finished ("Der Ausbau der Schienenstrecke zwischen Bad Schwartau und Puttgarden zu einer zweigleisigen elektrifizierten Schienenstrecke soll spätestens sieben Jahre nach der Eröffnung der Festen Fehmarnbeltquerung betriebsbereit sein. Die Schienenstrecke über die Fehmarnsundbrücke soll eingleisig bleiben.")(NB: This was before it was discovered that Storstroemsbroen and the bridge in Fehmarnsund were deficient and must be replaced.).


Time will tell if it happens this time and in this case.
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Old August 27th, 2017, 11:18 AM   #3594
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A treaty exists also with Switzerland if I am not mistaken. To my knowledge they have already broken it because of how the DB is dragging its feet, despite those obligations. The German side should have been completed already 3 years ago.

But I do see that they factored in alraedy quite a lot of "I don't care at all" this time into thet reaty given how they only talk about completing the track a whopping 7 years after the completion of a long sea crossing. And even then, are they still keeping parts of the corridor single tracked? Pretty crazy stuff you ask me.
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Old August 28th, 2017, 12:20 AM   #3595
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Quote:
Originally Posted by Slartibartfas View Post

But I do see that they factored in alraedy quite a lot of "I don't care at all" this time into thet reaty given how they only talk about completing the track a whopping 7 years after the completion of a long sea crossing. And even then, are they still keeping parts of the corridor single tracked? Pretty crazy stuff you ask me.

Originally Denmark wasn't going to replace Storstroemsbroen, the 3.5 kms bridge between Zealand-Falster, nor was Germany going to replace the 1 km Fehmarnsund bridge with double-track bridges. However as analysis have shown both bridges were structurally deficient (the Danish bridge is ~80 yrs, the German is ~55 yrs old) thus they must be replaced anyway. As they have to be replaced, on both sides agencies have agreed upon replacing it with double track bridges.


On the Danish side the bridge construction starts next year:
http://www.vejdirektoratet.dk/DA/vej...r/default.aspx

On the German side, well at the end of next year we'll hopefully have the answer to what the replacement will look like:
https://www.fehmarn24.de/fehmarn/end...e-8053337.html
Then after that has been public German planning fun starts.
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Old August 30th, 2017, 09:07 AM   #3596
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The Oslo-Stockholm Express may be canceled

The express-train service between Oslo and Stockholm may be discontinued. The Swedish railway manager is dissatisfied with the fact that the upgrade on the Norwegian side is taking too much time.

The three daily departures that run the Oslo-Stockholm route in five hours are imminently threatened with closure, warns SJ's CEO and Chief Executive Officer Crister Fritzson in a letter to Bane Nor and Transport Minister Ketil Solvik-Olsen (Frp).

In that case, traveling in ten hours and with one or two changes will be the only train service between the two capital cities.

Deferred and prolonged
The background is the postponement of the most required work to replace the contact lines on the Norwegian side of the line. The initial plan to start at the turn of the year is now changed to October 1st, 2018. In addition, Bane Nor is now expecting the work to last for three years, compared to previously estimated 24 months.

In addition, the SJ boss assumes that the route tables must be posted for an entire calendar year at a time.

- This means that a "run time schedule" must be run even in the nine months before the start of the field work in 2018 and the three remaining months of 2021 after the completion of the field work. In practice, this means 48 months of reduced table, compared with previous 24 months. It is not sustainable, it is stated in the letter from Fritzson.


The Swedish chief executive's conclusion is clear:

"Unless the planning of the field work is changed in line with what Bane Nor and the Norwegian Rail Administration have informed me about earlier, I have to decide that the express-service Oslo-Stockholm must cease operations, he warns.

The SJ director believes it is "sensational" that the Norwegian infrastructure company Bane Nor first came with this clarification during a meeting in August.

budgets
Executive Vice President Bjørn Kristiansen in Bane Nor says to NTB that the postponement is due to the signals they have received about next year's budgets.

"We now see that the money will not be enough for the whole year. The money we have must be prioritized on measures that go to safety. We have always wanted, and told the train companies, that we have planned to get started on January 1st, 2018, but at the same time be aware that the prerequisite is sufficient budget resources. Having said that, we are very pleased that we are able to get started in October next year and that it will not be a full year postponement, "says Kristiansen.

Does the Road Administration Oppose New Roads: Who Can Cut The Cost The Most?
Hope for solution
He rejects that it is not possible to customize the timetables as Fritzson claims. Thus, it is a maximum of 36 and not 48 months, as the SJ boss assumes.

"We are now looking at opportunities for route changes from October 1st. This is a big jigsaw puzzle that also affects freight traffic. We are committed to work with SJ, the charity companies and NSB to see how we can do this. Our hope is to be able to find a solution that will enable us to get a good route offer until October, "he told NTB.

"But the SJ boss is quite aware that the quick offer is being rejected if he does not get what he wants?

"We will work to find solutions, but 100 % the way they want is not possible to get to. If he decides to cancel, it must be his choice. All we do is to change the startup with nine months. Today's offer is fantastic, but the problem is that the train line has to be upgraded. We absolutely need to do this work, "Kristiansen says.


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Old August 30th, 2017, 06:30 PM   #3597
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Badajoz - Elvas

After almost 6 years without passenger trains in this international connection, since yesterday Badajoz (Spain) is again connected to Elvas and the rest of the Portuguese rail network.

A daily service operated by CP now connects the Portuguese town of Entroncamento (a key rail junction in the center of the country) with the Spanish city of Badajoz, next to the border, and then back to Entroncamento.

Travel times aren't really competitive (it takes 3 hours for 170 km), and the new connection won't be really useful to go from Badajoz to Lisbon, but at least it will be an important shortcut for people traveling to the north of Portugal from southern Spain.

First Portuguese train in Badajoz station since January 2012:



http://www.elperiodicoextremadura.co...s_1036763.html

Video:

http://www.hoy.es/badajoz/extremadur...170824-vi.html
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Old August 31st, 2017, 02:44 PM   #3598
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Can somebody give me more information about the proposed 36 month work on the Norwegian railway from Oslo to Stockholm which threatens the international service: Is it just a maintenance or a proper upgrade of the line? Will the journey time between the two capitals be speed up soon?

Thanks


Quote:
Originally Posted by NordikNerd View Post
The express-train service between Oslo and Stockholm may be discontinued. The Swedish railway manager is dissatisfied with the fact that the upgrade on the Norwegian side is taking too much time.

The three daily departures that run the Oslo-Stockholm route in five hours are imminently threatened with closure, warns SJ's CEO and Chief Executive Officer Crister Fritzson in a letter to Bane Nor and Transport Minister Ketil Solvik-Olsen (Frp).

In that case, traveling in ten hours and with one or two changes will be the only train service between the two capital cities.

Deferred and prolonged
The background is the postponement of the most required work to replace the contact lines on the Norwegian side of the line. The initial plan to start at the turn of the year is now changed to October 1st, 2018. In addition, Bane Nor is now expecting the work to last for three years, compared to previously estimated 24 months.

In addition, the SJ boss assumes that the route tables must be posted for an entire calendar year at a time.

- This means that a "run time schedule" must be run even in the nine months before the start of the field work in 2018 and the three remaining months of 2021 after the completion of the field work. In practice, this means 48 months of reduced table, compared with previous 24 months. It is not sustainable, it is stated in the letter from Fritzson.


The Swedish chief executive's conclusion is clear:

"Unless the planning of the field work is changed in line with what Bane Nor and the Norwegian Rail Administration have informed me about earlier, I have to decide that the express-service Oslo-Stockholm must cease operations, he warns.

The SJ director believes it is "sensational" that the Norwegian infrastructure company Bane Nor first came with this clarification during a meeting in August.

budgets
Executive Vice President Bjørn Kristiansen in Bane Nor says to NTB that the postponement is due to the signals they have received about next year's budgets.

"We now see that the money will not be enough for the whole year. The money we have must be prioritized on measures that go to safety. We have always wanted, and told the train companies, that we have planned to get started on January 1st, 2018, but at the same time be aware that the prerequisite is sufficient budget resources. Having said that, we are very pleased that we are able to get started in October next year and that it will not be a full year postponement, "says Kristiansen.

Does the Road Administration Oppose New Roads: Who Can Cut The Cost The Most?
Hope for solution
He rejects that it is not possible to customize the timetables as Fritzson claims. Thus, it is a maximum of 36 and not 48 months, as the SJ boss assumes.

"We are now looking at opportunities for route changes from October 1st. This is a big jigsaw puzzle that also affects freight traffic. We are committed to work with SJ, the charity companies and NSB to see how we can do this. Our hope is to be able to find a solution that will enable us to get a good route offer until October, "he told NTB.

"But the SJ boss is quite aware that the quick offer is being rejected if he does not get what he wants?

"We will work to find solutions, but 100 % the way they want is not possible to get to. If he decides to cancel, it must be his choice. All we do is to change the startup with nine months. Today's offer is fantastic, but the problem is that the train line has to be upgraded. We absolutely need to do this work, "Kristiansen says.


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Old September 3rd, 2017, 02:00 AM   #3599
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Montenegro to Servia cabview

https://www.youtube.com/watch?v=zomZywCAPTA
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Old September 3rd, 2017, 09:02 AM   #3600
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Austria wants to extend the Trans-Siberian railway to Vienna.

Austria wants to extend the Trans-Siberian railway to Vienna. The project has been on the decision makers' table for a long time but was put on hold due to the crisis between Ukraine and Russia in 2014. But now, the Government of Austria wants to turn it back into a high priority project.

The construction of 400 kilometers of railway between Kusice on the Ukrainian-Slovakian border, and Vienna would make it possible to connect Asia with Central Europe without transhipment," said Austria's Minister for Transport, Jörg Leichtfried, according to AFP.

The project has an estimated budget of 6.5 billion euros and was subject to a Memorandum of Understanding between the Austrian, Slovakian, Ukrainian and Russian Railways in 2013 before it was postponed.

The project should be implemented "now", emphasizes Jörg Leichtfried who wants to make Vienna a "logistics hub" on the continent. According to a recent study, the project would generate 30 billion euros in value over the next 30 years, half of which would come to Austria.

The project is estimated to take 10 years to complete.


Map of The Trans Siberian Railway
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