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Old June 26th, 2011, 06:05 PM   #1361
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Quote:
Originally Posted by nachalnik View Post
The train speed through Belarus is already quite OK, usually 140 km/h. Tracks are in a quite cood condition there.

Time is lost during stops at the stations.
Well, AFAIK Moscow-Minsk-Brest is 120 km\h with very little 160 portion.

013 train have only 3 stops in Belarus, that aren't many, but 2 hour 15 minute stop in Brest for bogies and couplings change is evil.
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Old June 26th, 2011, 10:17 PM   #1362
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Originally Posted by nachalnik View Post
The train speed through Belarus is already quite OK, usually 140 km/h. Tracks are in a quite cood condition there.

Time is lost during stops at the stations.
That's a very strange discussion, because there already exists a night train with sleep vagons doing Moscow-Varsaw-Berlin-Amsterdam (I saw it myself 1 week ago), so I don't understand how they could be planning a Moscow-Berlin link when it already exists... what I read previously was that they planned a new line Moscow-Varsaw-Berlin-Paris, and that would be something new.
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Old June 26th, 2011, 11:50 PM   #1363
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Quote:
Originally Posted by sekelsenmat View Post
That's a very strange discussion, because there already exists a night train with sleep vagons doing Moscow-Varsaw-Berlin-Amsterdam (I saw it myself 1 week ago), so I don't understand how they could be planning a Moscow-Berlin link when it already exists... what I read previously was that they planned a new line Moscow-Varsaw-Berlin-Paris, and that would be something new.
Well it's a conventional one (160 and require external locomotive), while RZD have signed a memorandum with a spanish Talgo for their hi-speed (220 on broad gauge, 250 on standard) train with automatic gauge change. That would allow to cut times (2 hours in Brest for bogie change, and god knows how much on speeding it up).

Memorandum doesn't mean that they already have secured money for that purchase, but seems it's rather gonna happen, than not.

Moscow-Paris already exist, but it a single car that stay in Berlin something like 12 hours (you a free to spend that time in Berlin), totalling 52 hours (!). RZD also wants 1 or 2 new shiny Talgos here, but I'm not sure if it make any sense - it gonna be 24 hours at least, I believe, so unless russians know how to wake up Eyjafjallajokull...
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Old June 27th, 2011, 09:55 AM   #1364
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Well it's a conventional one (160 and require external locomotive), while RZD have signed a memorandum with a spanish Talgo for their hi-speed (220 on broad gauge, 250 on standard) train with automatic gauge change. That would allow to cut times (2 hours in Brest for bogie change, and god knows how much on speeding it up).
Aha, now I see. But still, the polish section of this connection is for 160km/h. There are plans for a new fast connection, but it makes a detour, so I'm not sure it will actually save much time at 250km/h .... so basically if they want to save time in the polish section by using a faster car, I don't see that working.

Most likely the bielorussian and russian sections also weren't built for more then 160km/h, so where exactly would this train reach it's max speeds? I doubt bielorussia is going to build faster railways with their current financial problems.
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Old June 27th, 2011, 10:42 AM   #1365
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Found an English version of press-release:

http://eng.rzd.ru/isvp/public/rzdeng...4530&id=105731

Quote:
Federal Passenger Company and PATENTES TALGO S.L. sign contract to design and supply passenger trains

The Federal Passenger Company, a subsidiary of Russian Railways, and the Spanish company PATENTES TALGO S.L. have signed a contract to design and supply passenger trains.

The document was signed by Mikhail Akulov, Vice-President of Russian Railways and Managing Director of the Federal Passenger Company, and Carlos-Maria de Palacio Oriol, Chairman of the Board of PATENTES TALGO S.L., at the St. Petersburg International Economic Forum on 18 June 2011 in the presence of Russian President Dmitry Medvedev and Spanish Prime Minister Rodriguez Zapatero.

According to the contract, PATENTES TALGO S.L. will supply the Federal Passenger Company with 7 trains with twenty wagons equipped with automatic gauge adjustment for use on both narrow and broad-gauge track.

The contract was drawn up pursuant to an agreement on concluding contracts for the delivery and maintenance of passenger carriages manufactured by PATENTES TALGO S.L., which was signed between Russian Railways and the Spanish rolling stock producer on 25 February 2011.

The Talgo trains are scheduled to enter service between Moscow - Kiev and Moscow - Berlin.

It is expected that the use of the Talgo will significantly reduce travel time from 13 hours to 7 hours between Moscow – Kiev and from 27 hours to 18 hours between Moscow - Berlin.

This faster travel time will result partly from carrying out border and customs procedures on board while the train is in motion, partly from the Talgo’s advanced technical features.

The Talgo features a mechanism to change the gauge of its bogies automatically from the Russian national broad-gauge standard of 1520 mm to the European narrow-gauge width of 1435 mm, as well as a coach-tilting system, which allows greater speeds through tight bends, cutting the time for their negotiation by 20-30%.
It's intresting, why Moscow-Kyiv? There is no damned brake of gauge there...
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Old June 29th, 2011, 10:45 PM   #1366
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Hey Guys. Last week I took an Autozug from Berlin to Narbonne. It was a part of my car ride from Krakow to Marbella.

I must say so far this is my favorite way of traveling! The comfort is amazing, you have your own car, you can drink wine and enjoy the views. However, the current map of Autozug international routes is not really breathtaking. I wonder if they are planning to expand and include other countries.

If they had an Autozug directly to Malaga or London or Split, I would be a regular. Not to mention a terminal somewhere in Poland... (but it's not that bad, as Krakow<>Berlin is only like 3-4h ride).

BTW - Unloading in Narbonne was more painful than a root canale.
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Old June 30th, 2011, 12:00 AM   #1367
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Those services cost too much and they require quite long trains. There used to be more routes in the past, SNCF put a bunch of them operating in the 1970s.

As for a network to Malaga: not happening anytime soon, because of break of gauge.
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Old June 30th, 2011, 12:22 AM   #1368
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I thought the longer the train, the more economical a service is. According to wikipedia, high speed network in Spain uses standard 1,4m gauge.

Anyway, too bad. I really never had so much fun traveling across Europe.
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Old June 30th, 2011, 10:26 AM   #1369
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No, of course not. Profits rise with the operating grade of a train as it doesn't earn money to move around only steel (and I mean the train, not the cars that might be on it).

With rising petrol costs, car trains could become a more attractive alternative for travellers despite the fact that they aren't cheap either.

Regarding an expansion of the network: Expanding into Spain is problematic, as there's the gauge change (and RENFE wouldn't let run those trains on the HSLs). The main problem is, that on most routes occupation heavily depends on the season (as the typic user would be people going to summer holidays). It's not that easy to run such services economical during the winter season, and introducing special winter services (e. g. to ski resorts in the Alps) isn't a perfect option because those routes would be too short to compete with the car.
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Old July 1st, 2011, 09:39 AM   #1370
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Quote:
Originally Posted by thun View Post
No, of course not. Profits rise with the operating grade of a train as it doesn't earn money to move around only steel (and I mean the train, not the cars that might be on it).

With rising petrol costs, car trains could become a more attractive alternative for travellers despite the fact that they aren't cheap either.

Regarding an expansion of the network: Expanding into Spain is problematic, as there's the gauge change (and RENFE wouldn't let run those trains on the HSLs). The main problem is, that on most routes occupation heavily depends on the season (as the typic user would be people going to summer holidays). It's not that easy to run such services economical during the winter season, and introducing special winter services (e. g. to ski resorts in the Alps) isn't a perfect option because those routes would be too short to compete with the car.
The biggest problem however is a rolling stock tax France recently introduced that makes seasonal services impossible to run profitable.
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Old July 3rd, 2011, 05:33 PM   #1371
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Hi there, the tunnel-boging machine that is boring the tunnel under Girona fro the HLS Barcelona-Girona-Figueres-Perpignan will finish its job on Tuesday.

Works for the new HST station in Girona will start, then.
The HST tunnel under Barcerlona is rather advanced too, but works in Barcelona-Sants station will be rather heavy and complex, and might involve cuts in the rail service.

I don´t know about the other tunnel, the one between Montcada and Trinitat in northern suburban Barcelona.

It looks though, that the HSL will be finished in time (this time! ).
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Old July 16th, 2011, 06:33 PM   #1372
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I recently travelled the night train Hamburg-Basel with CNL. It's a rather slow night train, it stops several times in the night probably because they want to give people a chance to sleep.


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Old July 16th, 2011, 08:31 PM   #1373
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CNL is a substandard travel service IMO. But it has its fans. It shuffles cars a lot overnight, resembling an operational paradigm that was abandoned in favor of connections in comfortable stations.
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Old July 16th, 2011, 09:05 PM   #1374
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Quote:
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Regarding an expansion of the network: Expanding into Spain is problematic, as there's the gauge change
That problem doesn't exist on the new Perpignan-Figueres HSL that will open soon. Both the AVE and TGV run on the same gauge tracks.
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Old July 16th, 2011, 09:13 PM   #1375
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Originally Posted by thun View Post
The main problem is, that on most routes occupation heavily depends on the season (as the typic user would be people going to summer holidays). It's not that easy to run such services economical during the winter season, and introducing special winter services (e. g. to ski resorts in the Alps) isn't a perfect option because those routes would be too short to compete with the car.
The transporting cars are not that expensive. HEre in Netherlands, they sit idle on 's-Hertogenbosch 8 months per year at an open depot.
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Old July 18th, 2011, 06:30 PM   #1376
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CNL is a substandard travel service IMO. But it has its fans. It shuffles cars a lot overnight, resembling an operational paradigm that was abandoned in favor of connections in comfortable stations.
How do you propose that I sleep the entire route if I have to make a connection in the middle?
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Old March 21st, 2012, 09:40 PM   #1377
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Quote:
Demonstration high speed freight train links Lyon and London

21 March 2012


EUROPE: The vision of a network of high speed freight trains carrying express parcels and other premium consignments across Europe moved a step closer on March 21, when a demonstration train from Lyon Saint-Exupéry and Paris Charles-de-Gaulle airports arrived at London's St Pancras International station.

The trial run was organised by members of the EuroCarex consortium, which includes SNCF, Eurotunnel, Air France, the French post office La Poste, FedEx and airport operators in Paris, Amsterdam, Liège and Lyon. The UK element was co-ordinated by Eurotunnel subsidiary GB Railfreight and High Speed 1 Ltd, which holds the concession to operate the high speed line between London and the Channel Tunnel. Loading and unloading was handled by SNCF Geodis subsidiary Geoparts Rail Solutions.

The aim is to start commercial services in 2017, with a London terminal probably located near Barking. Discussions are underway with Alstom and Siemens for a fleet of 25 trainsets.

Operations would start with premium express traffic, but the consortium envisages that it could be expanded to handle more traditional freight in future.

The original Cargo Rail Express project was launched in 2006, following a UIC-led study into the European express freight market. In 2008 the reformed EuroCarex consortium signed a memorandum of agreement aiming to start commercial services in March 2012, and opened negotiations to acquire an initial fleet of eight dedicated high speed freight trains at a cost of €625m. These were to be designed to carry modular loads similar to airfreight containers, but the project was delayed by the economic downturn.

In the absence of dedicated rolling stock, the demonstration run to London was operated by set 951, one of the three dedicated TGV trainsets which La Poste has been using to carry mail between Paris, Mâcon and Cavaillon since 1984. This has a capacity for 120 tonnes of parcels, equivalent to seven articulated lorries or seven Boeing 737 aircraft.

The train left Lyon Saint-Exupéry at 16.42 on March 20, arriving at St Pancras the next morning following a stop to load extra cargo at Roissy-Charles-de-Gaulle.

Greeting the arrival of the train in London, French MP and EuroCarex Chairman Yanick Paternotte said 'I am delighted that today's test over the European high speed rail network clearly shows the interest which strategic players in the logistics field - airports as well as rail operators - have in linking their infrastructures to key European economic centres.'

EuroCarex believes that its Express Rail network of high speed freight trains could provide next-day delivery between European hubs with a carbon footprint lower than the current mix of air and road, offering a viable alternative to rising fuel prices and the environmental constraints which limit the number of night flights.
http://www.railwaygazette.com/nc/new...nd-london.html
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Old March 22nd, 2012, 03:57 AM   #1378
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Pointless. It doesn't matter if it takes a parcel 2 or 5 hours from A to B.
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Old March 22nd, 2012, 04:00 AM   #1379
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^Yea, and long haul mails are sent by planes anyway.
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Old March 22nd, 2012, 04:04 AM   #1380
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^Yea, and long haul mails are sent by planes anyway.
Exactly. Freight trains are not long and slow for no reason.
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