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Old January 2nd, 2011, 11:45 PM   #1201
Coccodrillo
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External aspect really doesn't mean anything: Bombardier Traxx and Siemens Eurosprinter ES64F4 (and variants) look exactly the same, but they are different inside.

ICN has some part of the tilting mechanism of the Pendolino.
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Old January 7th, 2011, 05:36 PM   #1202
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From Alstom website :



http://www.alstom.com/assets/0/42949...6f102e1507.jpg
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Old January 7th, 2011, 06:43 PM   #1203
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Quote:
Originally Posted by Pansori View Post
What is the fastest average speed of Helsinki-St.Petersburg train? If the distance is something around 400km and it takes 3 hours (after upgrade in 2011) it should be somewhere in the range of 130km/h which doesn't sound like much.
The fastest average speed between two stations is between Tikkurila and Lahti, 161,5 km/h.
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Old January 12th, 2011, 09:17 AM   #1204
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Is it just me or do the Siemens Eurosprinter, Bombardier TRAXX, and Alstom Prima all have the same shell?
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Old January 12th, 2011, 09:34 AM   #1205
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Traxx and some Eurosprinter have the same shell because the first customer, German Railways, requested the same shell, I suppose to ease maintenance. Since then Bombardier and Siemens have continued with the same project, Siemens adding the Taurus family with a different shell. Alstom Prima is of a different external design.
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Old January 12th, 2011, 09:34 AM   #1206
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No they don't, but they look very similar indeed. That's probably the sake of a modular design.

By the way it makes sense that they use a ETR470 variant in Finland, as they run the same trains already for some time. Saves maintenance costs.
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Old January 12th, 2011, 03:31 PM   #1207
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The TRAXX design is based on DB class 101 by Adtranz as far as I know. Later this company was even acquired by Bombardier. However I'm not sure why ES64 look almost the same. These locos were built by KraussMaffei (mechanical part) and Siemens (electrical part).
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Old January 13th, 2011, 06:16 PM   #1208
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ETR 610 connecting Venice and Geneva, in Milano Centrale



From Ferrovie On Line
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Old January 14th, 2011, 01:37 AM   #1209
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Belgian Railways (NMBS-SNCB) want to buy Pendolino-trains for the Brussels-Luxembourg line (thourgh the Ardennes).
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Old January 14th, 2011, 10:29 AM   #1210
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Tell them to check the weight of the restaurant car first
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Old January 14th, 2011, 05:03 PM   #1211
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Quote:
Originally Posted by Coccodrillo View Post
Tell them to check the weight of the restaurant car first
I don't think NMBS would buy trains with a restaurant car. They currently don't have any form of catering on domestic trains, and even on EC trains...
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Old January 14th, 2011, 06:22 PM   #1212
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It was a joke on the ETR 610: their restaurant car is too heavy, and this cause strain on tight curves on the Gotthard line. For this reason they are not allowed to tilt...even if they were planned to do so in December 2007.
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Old January 14th, 2011, 08:55 PM   #1213
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Eurostar passenger numbers up from 9.2m in 2009 to 9.5m last year, three times larger than the increase of '09 over '08 (9.1m - 9.2m). Given the economic environment in the region and winter troubles, these are pretty good figures.
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Old January 15th, 2011, 08:43 PM   #1214
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Quote:
Originally Posted by Coccodrillo View Post
ICN has some part of the tilting mechanism of the Pendolino.
As far as I know, ICN and Class 390's (Virgin Pendolinos) share bogies and tilting equipment: SIG-based "Navigator" bogies and electro-mechanical actuators.
All other members of Pendolino family (ETR, Sm, etc.) have FIAT-based bogies and electro-hydraulic actuators.
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Old January 17th, 2011, 11:16 AM   #1215
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Quote:
Originally Posted by kerouac1848 View Post
Eurostar passenger numbers up from 9.2m in 2009 to 9.5m last year, three times larger than the increase of '09 over '08 (9.1m - 9.2m). Given the economic environment in the region and winter troubles, these are pretty good figures.
Since the economic environment was worse last year, these aren't that good (three times a difficult year), but yes growth is good.
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Old January 17th, 2011, 04:40 PM   #1216
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My guess for the growth: Eyjafjallajökull, says it all.
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Old January 17th, 2011, 08:02 PM   #1217
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Quote:
Since the economic environment was worse last year, these aren't that good (three times a difficult year), but yes growth is good.
You're only looking at economic growth, which isn't that relevant really. The indicators that matter more are subject to a lag effect and thus were worse last year than 2009 (e.g. unemployment was higher in 2010 on average in the countries where Eurostar operates in comparison to 2009).

Tbh, until new destinations are added passenger growth won't be much greater than it has been the past few years as Eurostar already captures close to 80% of the London-Paris/Brussels market. That is unless oil increase to such an extent that you can't get a air ticket for under €130 exl. transfer costs.
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Old February 23rd, 2011, 08:32 AM   #1218
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From moroccan forum





http://eng.rzd.ru/isvp/public/rzdeng?STRUCTURE_ID=4054
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Old February 23rd, 2011, 08:37 AM   #1219
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Old March 23rd, 2011, 06:31 PM   #1220
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Quote:
Alstom transforme des TGV pour le trafic Espagne-France


16/03/2011

Renfe a adjugé à Alstom la modification de dix trains AVE de la série 100 qui est à l’œuvre depuis 1992 sur Madrid-Séville. Ces rames assureront les futurs services entre l’Espagne et la France via la Catalogne à l’horizon 2012 ou 2013. Un marché de 29,7 millions d’euros à comparer avec les 270 millions annoncés en janvier 2010 lors de l’appel d’offres Renfe pour 10 trains de grande capacité voués aux relations internationales. Annulé dans le cadre de l’austérité gouvernementale, ce marché avait suscité l’intérêt des trois grands constructeurs mondiaux, ainsi que de CAF et Talgo. Les 10 série 100 seront transformés pour rouler aussi sous 1 500 volts continu, avec une signalisation embarquée adaptée et une capacité en voyageurs augmentée. Bicourant donc, mais toujours au seul écartement UIC
La Renfe et la SNCF avait chosit des TGV Duplex car la liaison nécessitait des trains de "grande capacité". Mais la solution maintenant retenue ce sont les S-100 construit dérivé du TGV Atlantique.

Quote:
Alstom TGV turns for traffic Spain-France

16/03/2011

Renfe awarded to Alstom modification of ten trains AVE 100 series which is at work since 1992 on the Madrid-Seville. These trains will provide future services between Spain and France through Catalonia in 2012 or 2013. A market of 29.7 million euros compared with 270 million announced in January 2010 when the tender Renfe trains for 10 high-capacity dedicated to international relations. Canceled under the government austerity, this market had attracted interest from three major manufacturers worldwide, as well as CAF and Talgo. The 10 Series 100 will be converted to run also in 1500 VDC, with a sign board adapted and enhanced passenger capacity. Dual power then, but still only UIC gauge
The RENFE and SNCF have choosen TGV Duplex because the link required trains of "high capacity". But the solution adopted now it is the S-100 built derivative of the TGV Atlantique.


Cancelled


Approved with refurbishment



http://fr.wikipedia.org/wiki/Fichier..._clase_100.JPG

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Quote:
Le trafic ferroviaire de conteneurs sur le port de Barcelone a cru de 65 % en janvier


09/03/2011


Durant le mois de janvier 2011, le volume de conteneurs transportés par voie ferroviaire sur le port de Barcelone a atteint 6 433 TEU, soit une progression de 65 % sur janvier 2010. Les destinations et origines les plus importantes ont été Madrid, Saragosse, Lleida et Tarragone, mais également Lyon. En effet, depuis le 21 décembre dernier, deux liaisons conteneurs directes sur voie UIC (évitant donc Portbou et son transbordement) sont en marche depuis les quais vers le nord des Pyrénées : Barcelyon exploité par Naviland Cargo vers Lyon (en six heures) et au delà ainsi que Barcelone-Milan opéré par le suisse Hupac. l’un des objectifs de l’autorité portuaire est d’augmenter la part du rail dans le trafic conteneurs : le terminal TCB a depuis décembre 2010 une voie UIC où il accueille le Barcelyon ; d’ici avril ce sera le tour du terminal Tercat.
http://www.ville-rail-transports.com...%A0-en-janvier

Grâce à la LGV Perpignan-Figueras, le transport de fret sera croissant. Avec les problèmes récurrent du port de Marseille, Barcelone va davantage tirer son épingle du jeu.


Quote:
Rail traffic of containers at the port of Barcelona grew by 65% in January


09/03/2011


During the month of January 2011, the volume of containers transported by rail to the port of Barcelona has reached 6433 TEUs, up 65% over January 2010. Destinations and origins were the most important Madrid, Zaragoza, Lleida and Tarragona, but Lyon. Since December 21 last, two containers direct links UIC track (thus avoiding Portbou and transhipment) are running from the docks to the north of the Pyrenees: Barcelyon operated by Cargo Naviland to Lyon (six hours) and Beyond Barcelona-Milan and operated by the Swiss Hupac. one of the objectives of the Port Authority is to increase rail's share in container traffic: the terminal TCB since December 2010 a track where he hosts the UIC Barcelyon; by April will be the turn of the terminal Tercat .
With HSR Perpignan-Figueras-Barcelone, freight transport will increase. Recurring problems with the port of Marseilles, Barcelona is more to succeed at the game
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