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Old November 26th, 2016, 08:10 PM   #921
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Quote:
Originally Posted by Queluz15 View Post
CP is going to rehabilitated former Port`s Wine Train to put it on the Douro line

Six Shindler carriages from the 50's will be rehabilitated to accommodate tourists who want to travel more comfortably on the most beautiful railway line in the country.





(...)

The train will consist of six Shindler carriages: two of 1st class with 53 seats each, and four of 2nd class, with 76 seats each, with a total of 410 seats .

These carriages were purchased from Switzerland between 1948 and 1950

(...)



Source (in portuguese):
https://www.publico.pt/2016/11/26/lo...-douro-1752561
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Old December 14th, 2016, 08:33 PM   #922
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13/Nov/2016 · Almourol
Comboio especial 13841 entre Lisboa Santa Apolónia e Castelo Branco no âmbito do i-Danha food lab.

Special train 13841 "i-Danha food lab" from Lisboa Santa Apolónia to Castelo Branco.


13/Nov/2016 · Almourol by Antero Pires, no Flickr
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Old December 15th, 2016, 12:39 PM   #923
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Sintra Line - Rio de Mouros Station


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Originally Posted by Alfacinha315 View Post

Photo by Francisco Marques, from Facebook group "Ferroviários".
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Old December 15th, 2016, 12:43 PM   #924
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Are there high speed trains (let's say 250 kph) currently running between Lisbon and Madrid?

Last edited by roaddor; December 15th, 2016 at 12:50 PM.
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Old December 15th, 2016, 01:13 PM   #925
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Originally Posted by roaddor View Post
Are there high speed trains (let's say 250 kph) currently running between Lisbon and Madrid?
No!!

Between Lisbon and Madrid there is only the night train Lusitânia Tren Hotel that takes 10h and costs 24,20€.


15 Years ago it was projected an HSL (see this post) but for now it is suspended (see this topic).
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Old December 16th, 2016, 12:29 AM   #926
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Quote:
Originally Posted by roaddor View Post
Are there high speed trains (let's say 250 kph) currently running between Lisbon and Madrid?
The HSL is partially under construction on the Spanish side of the border (between Plasencia and Badajoz). But it's completion remains uncertain as of today.

In any event, construction of the new line between Évora and Elvas in Portugal would greatly improve travel times between Lisbon and Madrid, even if it's not a HSL but a classic line (up to 160 kph, if I'm not mistaken).

If, in addition, Spain upgrades and electrifies the classic line between Madrid (actually a suburb called Humanes) and Plasencia, and completes construction of the HSL between Plasencia and Badajoz, the connection between Lisbon and Madrid will change radically.

To be honest, currently trains play almost no role between Lisbon and Madrid, and it's just for a matter of pride that the night train hasn't been discontinued, as it would be too embarrassing that two neighboring EU capitals didn't have any rail connection between them.
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Old December 18th, 2016, 01:40 PM   #927
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Thank you for the clarification. I suppose this railway will be upgraded up to 250kph as it is part of the Atlantic TEN-T corridor. Nowadays it makes no sense to travel 10 hours even during the night between both capitals, but it could turn out one day that this is the fastest means of transport.
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Old December 28th, 2016, 11:46 AM   #928
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Quote:
Modernization of the Beira Baixa line will cost 88 million euros


The Beira Baixa railway line modernization contract is expected to cost 88 million euros, according to Jornal Econômico, an official source at IP - Infraestruturas de Portugal.





The project, which was presented yesterday at a ceremony held at the Guarda railway station, with the presence of Pedro Marques, Minister of Planning and Infrastructures, [B] has an estimated cost of 65 million euros.


The remaining EUR 23 million will be earmarked for studies and projects, expropriations, supervision, supply and signaling materials.


This contract will increase the capacity for the transportation of merchandise, allowing the circulation of trains of length up to 750 meters in the Beira Alta line, , enhancing the articulation of the transport between the ports of the North and Center of the Country and The border with Vilar Formoso, towards Spain.


According to information provided by Infraestruturas de Portugal (IP) to which the Jornal Economico had access, this investment will also allow the elimination of speed restrictions and recovery of travel times for long-distance passenger services, as well as reducing costs Of IP in the order of 500 thousand euros per year.


When the work is completed, there will be an increase in daily capacity of the current 14 trains from 500 meters to 20 meters of 750 meters, which corresponds to an increase in capacity of more than double the current capacity in the line Beira Alta.


But the main highlight of this project is the reopening of the section of the Beira Baixa line, between Covilhã and Guarda, which has been closed since 2009.


At that time, the average speed of movement on this section was 50 kilometers per hour, which requires an hour and twelve minutes to travel between the two cities, a section with 46 kilometers.


In addition to the decongestion of the northern line, in the section between Entroncamento and Pampilhosa, and the Beira Alta line, a reduction of 40% in passenger trains is Time of that route for 42 minutes.


In this line, will be able to circulate trains with 600 meters in length, besides being foreseen the future migration to the gauge that allows the railway interoperability with Spain and the rest of Europe.


New viaduct of 238 meters will connect lines of Beira Baixa and Beira Alta


The contract to modernize the section of the Beira Baixa railway line between Covilhã and Guarda, which has been closed since 2009, will include the construction of a railway viaduct over the Diz River, with a length of about 238 meters to complete the connection between the The Beira Baixa line and the Beira Alta line.


It was explained that this new viaduct will be based on piles in the zone of the bed of floods and will have about 10 spans, being the maximum of 25 meters.


The viaduct will have an apparent height in the order of 10 meters and for its construction some rural roads will be affected, considering its deviation and replacement.


This viaduct will be part of the agreement between the Beira Baixa line and the Beira Alta line, which includes the construction of a single electrified track 1,500 meters long, which includes the referred viaduct.


Electrification, the installation of electronic signaling and an average speed of 60 kilometers per hour are planned.


This part of the Concordance of the Beiras has a planned investment of about five million euros, of which a great part will be destined to the construction of said viaduct on the river Diz.
Source: http://www.jornaleconomico.sapo.pt/n...e-euros-104616
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Old January 5th, 2017, 05:57 PM   #929
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From Railway Gazette:

Quote:
http://www.railwaygazette.com/news/n...ilha-link.html

Work starts to reopen Guarda – Covilhã link
05 Jan 2017


Some track renewals were undertaken at Caria, around 10 km north of Covilhã, in 2009, but upgrading work was never completed and the line to Guarda fell out of use. (Photo: Dario Silva)

PORTUGAL: Minister of Planning & Infrastructure Pedro Marques has announced the start of work to rehabilitate the Guarda – Covilhã section of the Beira Baixa route by mid-2019.

To be completed within a budget of €88m, rehabilitation of the railway, which has been out of use since 2009, would provide a strategic link on a north-south axis within Portugal as well as providing a cross-border route into Spain via the frontier crossing at Vilar Formoso. The European Union is to cover 85% of the cost, and the project forms part of the Ferrovia 2020 Investment Plan issued by Infraestruturas de Portugal in February 2016. This in turn is mostly based on the PETI3+ proposals developed by the previous government. Works are expected to be completed in the first quarter of 2019, with trains expected to resume by the summer

...
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Old January 15th, 2017, 07:53 PM   #930
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NEWS


Quote:

Derailment interrupts traffic on the Douro line













The derailment occurred at the entrance to the platform of Livração station, around 11.40 hours. That is, the iron composition circulated in very low gear which would have been decisive for the absence of physical damages of the occupants. Only the head of the station, in a panic, had to receive hospital care.


We were scared. It's natural. The luck was that the train was already almost stopped


The derailment, of two intermediate carriages of the composition, "began in the zone of change of needles of the unique way for the double track of the gare", explained to JN, source of the CP. Human error or material deficiency may help explain the accident. In progress, an investigation has already been carried out, and blood tests have been requested from the employees who worked at Livração station at that time. It should be noted that this section was already undergoing electrification.


As the line has only one route, the circulation of trains between the stations of Livração and Marco de Canaveses is cut indefinitely. Infraestruturas de Portugal is transhipping passengers between the two stations. Damage to the railway is large for about 700 meters.


Heard by the JN, the passengers in the crashed carriages told that they heard "a strange noise", like of stones to beat in the irons of the convoy and we felt the slope of the carriage, according to Rosa Felisberto.


"We were scared, it was natural, luck was that the train was almost stopped," said Jorge Mesquita, a passenger from Régua, distressed by the hours because he had a scheduled flight to Switzerland, where he is emigrated. "I do not know if I'm in time, that's why I made a noise so they could get transshipped," he explained.


Shortly afterwards a composition arrived from Oporto, where it was forced to interrupt the route and returned to the point of origin with the transhipment of the passengers who had been dropped in Livração.
Source: http://www.jn.pt/local/noticias/port...y-5606790.html
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Old January 15th, 2017, 10:51 PM   #931
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NEWS


Quote:
Railway lines between Sines and Caia will be rehabilitated Train connection between sea port and the border will be recovered.


Railway lines between Sines and Caia are going to be rehabilitated Works will allow to improve substantially the conditions of transport of cargo of Sines to the Spanish border.


The Minister of Planning and Infrastructures, Pedro Marques, Announced on Saturday that the Government will move forward with the rehabilitation of the connecting railway lines between the Port of Sines and the border of Caia (Elvas). According to the official, this project, which has the support of community funds, starts with an investment of 18.5 million euros (ME) in the requalification of the railway line between Elvas and the Caia border, with a length of nine kilometers . "I can announce that the first work of this rehabilitation (Sines-Caia) will begin in Elvas, with the modernization of the section to the border, whose competition will be launched in early spring, so that the work can be completed next year," he said. Pedro Marques, during his speech at the celebrations of the 358th anniversary of the Battle of Elvas.


"It will be a work of complete renovation of the existing line in a length of nine kilometers, with rehabilitation of two bridges, unevenness of level crossings to ensure security conditions and expansion of the station of Elvas so that it can receive the largest trains of goods with 750 meters Of length, "he added. For Pedro Marques, this investment of 18.5 million euros, "marks the beginning of a larger work" of the whole line that links Sines to the border of Caia and, thus, Spain.


(...)
Read more at: http://www.cmjornal.pt/cm-ao-minuto/...oco_CMAoMinuto
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Old January 28th, 2017, 01:48 PM   #932
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Évora Line (left) & South Line (right)

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Old January 28th, 2017, 01:49 PM   #933
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Aveiro Harbour Line


Source: http://www.terranova.pt/noticia/poli...aria-salamanca
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Old February 1st, 2017, 05:11 PM   #934
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Minho Line - Nine » Viana do Castelo [Electrification]

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Originally Posted by DKF01 View Post
Presentation of the Modernization of the Minho Line by IP press here
[in portuguese]
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Old February 3rd, 2017, 02:58 PM   #935
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Quote:
Originally Posted by arctic_carlos View Post
To be honest, currently trains play almost no role between Lisbon and Madrid, and it's just for a matter of pride that the night train hasn't been discontinued, as it would be too embarrassing that two neighboring EU capitals didn't have any rail connection between them.
According to Renfe, these are the timetables of the "Trenhotel Lusitania":
  • Madrid 21:43 - Lisbon 07:30
  • Lisbon 21:25 - Madrid 08:40

I don't know the occupation of this train, but I think that it is interesting for people who have to arrive to Lisbon or Madrid early in the morning. With the high speed train, if you need to arrive at the same time, you have to get up early!

Last edited by IL96; February 3rd, 2017 at 06:07 PM.
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Old February 3rd, 2017, 10:33 PM   #936
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I don't know how urgent the issue is for them, but for Lisboa it should be sufficient anyway, the Spanish... they better change their clock and it becomes 7:40 (otherwise Spanish people aren't the ones doing everything early, they likely even expect dinner onboard).
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Old February 4th, 2017, 05:40 PM   #937
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Quote:
Originally Posted by IL96 View Post
According to Renfe, these are the timetables of the "Trenhotel Lusitania":
  • Madrid 21:43 - Lisbon 07:30
  • Lisbon 21:25 - Madrid 08:40

I don't know the occupation of this train, but I think that it is interesting for people who have to arrive to Lisbon or Madrid early in the morning. With the high speed train, if you need to arrive at the same time, you have to get up early!
I took the train in 2015 as part of an Interrail trip and the train was pretty much packed.

While we made a mistake booking a "sleeper chair" - which really doesn't deserve that name because it hardly reclines - it was interesting to see that those carriages with chairs were all at least 90% full. Granted, many of those on board were people like us, young backpackers from all over Europe, the US or Canada, but a considerable portion of passengers were Portuguese and Spanish locals entering all along the stops, especially the smaller ones late at night (Entroncamento, Mangualde, Celorico da Beira) and some of them leaving the train really early in the morning at places like Medina del Campo or Salamanca.
We had arrived way too early into Lisboa-Sta. Apolonia that night but that way we could watch the attendants prepare the actual sleeper cabins and I'd guess that they prepared at least 80% of them too.

So I think for one rotation per night the train might actually run profitably. Obviously though the Lusitania is not a real alternative for business travelers when you can just fly the distance in 45 minutes.
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Old February 5th, 2017, 05:58 PM   #938
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Quote:
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CP awaits green light from Government to renew fleet of trains


CP president wants to buy new trains and says that the expected increase in demand is enough to pay them. Lack of rolling stock is an obstacle to the growth of the company.





In a few weeks, CP will present the first Alfa Pendular , which will leave Entroncamento's workshops after the mid-life review, which will transform it into a practically new train. Passengers will say that it will actually look like a composition just left the factory, but for CP, beyond marketing and image gains, little will change: the company will continue with a dramatic lack of trains to respond to demand. Old or new, the top-of-the-line trains of the company are only ten and do not arrive for orders.


That is why its president, Manuel Queiró, submitted to the Guardianship a plan for the purchase of rolling stock which includes trains of the same level as Alfa Pendular , which can be purchased on leasing, and which would Long - distance service to new destinations (Viana do Castelo, Régua, Guimarães, Vila Real de Santo António) and to reinforce existing ones, especially in the Porto - Lisbon - Algarve axis.


But not only. Manuel Queiró wants to take the new CP trains to La Coruña, Salamanca, Madrid, Badajoz and other destinations in the neighboring country, considering the liberalization of rail passenger transport from 2020
. It will be a way to avoid - or soften - the "invasion" of Renfe when it can also extend its services to Portugal.


This project is still in an incipient phase and needs authorization from the guardianship. Asked by PÚBLICO, the Ministry of Planning and Infrastructure did not respond.


The conviction of Manuel Queiró is that the demand induced by a quality offer will generate revenues that will allow to pay the investment in new trains. Since taking office at the helm of CP, the manager has seen the number of passengers transported rise from 107 million in 2013 to 115 million in 2016. Previously the trend was negative.


Long-distance service is already profitable. And it has been the fastest growing in the last three years: 31.6% in Alfas and 27.4% in Intercities. Reasons that lead the administrator to think that the rolling stock to buy will pay for itself, as long as the commercial policy that has been followed is maintained.


More complicated - but equally essential in order to avoid the company's loss of business - is the purchase of rolling stock for the deficit regional service . And here comes a new variable at stake - Infrastructures de Portugal (former Refer), which has been announcing (but not complying) with the electrification of the railways.


CP has an obsolete diesel fleet and was forced to rent 20 Spanish cars to its Renfe counterpart for which it pays five million euros per year. The decision, still from the previous administration, was correct for the time because it was expected that REF would electrify the railway network for which CP even has electric trains.


However, on the part of the now Infrastructure of Portugal, the electrifications have not advanced and the hiring, provisional, has been prolonging. At stake are the Minho, Douro, Oeste and Algarve lines that continue to be served by diesel material with decades of service.


Tired of waiting for investments that are no more than paper, Manuel Queiró also wants to respond to the demand for the secondary lines, but proposes a specification where suppliers can present hybrid material (diesel and electric). This way you can improve the service throughout the network without being dependent on the pace of modernization practiced by Infraestrutura de Portugal.


The plan also provides a great opening for the railway industry to present solutions, not only technical but also financing, as there are now companies specialized in leasing rolling stock.


Until then, CP has to handle the service with Allan and UDD cars that date back to the 50s and 70s of last century, and with Spanish material built in the 80s. To remedy the situation, the company has a program [B] Of recovery of old carriages.


A 15-year fast


Never in the history of CP has the company been so long without buying trains. The latter date back to 2002 and were one of the last orders to Sorefame (Bombardier to date) before it closed. After that, with the crisis and disinvestment in the railroad, the public carrier has limited itself to extending the life to the oldest series of material.


Since 1947, when the country's railway concessions were unified into a single CP company, the company has never been more than seven or eight years without purchase of rolling stock. In the 1950s 50 diesel locomotives were acquired, the first generation of diesel locomotive and electric locomotives imported from Sweden, the Netherlands and Italy.


In the 1960s CP would buy more diesel and electric locomotives, electric cars and 60 Sorefame carriages. The next decade saw 70 electric locomotives and more Sorefame carriages.


Rolling stock investments continued in the 1980s with electric and diesel locomotives, Corail cars and electric cars. At the end of the century one and two-story automotive was purchased for suburban service and ten Pendant Alfas. In 2002, purchases closed with the acquisition of the CP2000 trains to Greater Porto.
Fuente: https://www.publico.pt/2017/02/05/ec...mboios-1760865 [in portuguese]
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Old February 6th, 2017, 01:41 PM   #939
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Quote:
Originally Posted by Queluz15 View Post
Study supports the Douro line as an alternative to Beira Alta for connection to Spain


Reopening the Douro line until Barca d'Alva costs only 43 million euros, but a further 119 million is needed on the Spanish side. Investment is justified by tourism, by the ore of Moncorvo and by placing the port of Leixões closer to Spain.





A study of Infraestruturas de Portugal , to which the PUBLIC has had access, takes for granted the investments already foreseen by the company for the Douro line and which contemplate the electrification up to Régua, but adds to the pursuit From the modernization to Pocinho and the reopening of the remaining part to Barca d'Alva [/B], which was closed in 1988.


The infrastructure manager's study also covers the Spanish section from Barca d'Alva to La Fuente de San Esteban (57 km from Salamanca), where the international route from Vilar Formoso to The Basque Country and France.


On the Portuguese side, rebuilding the 28 kilometers of the Pocinho - Barca d'Alva line costs 43 million including its electrification (or 30 million if it is not electrified) and on the Spanish side the estimated investment is between EUR 87 million and EUR 119 million, depending on whether the line is for diesel or electric trains. For both sections there is the possibility of obtaining Community funds under the Community Interreg program.


In order to justify these investments, the document states that "the reactivation of the international connection allows the Douro line between two important traffic generating centers and equipped with relevant transport infrastructure": the Francisco Sá Carneiro airport and the passenger terminal of Leixões de One side, and the High Speed ​​station of Salamanca. Among these points "there is a tourist axis of excellence, made up of four destinations classified by UNESCO as World Heritage: Port, Douro Vinhateiro, Cave Prints of the Côa Valley and Salamanca".


In recent years there has been growing demand for passengers in the Douro line for tourist purposes, along with the river cruises, which are not limited to Régua, also following the Barca d'Alva.


As far as goods are concerned, Infraestruturas de Portugal refers to the potential of this rail corridor for the disposal of the Moncorvo ore, not only for Leixões (as planned), but also for the industrial and logistic platforms of Castile-Léon through Barca d 'Alva.


The study also presents the opening of this international link as the best solution for the goods from the port of Leixões to reach Spain and Europe, since it shortens the trip (round trip) in less 220 kilometers than the Beira Alta line. A solution that also has the advantage of avoiding to pass the traffic of goods of Leixões by the overloaded section Ovar - Gaia in the line of the North.


The railway investment plan presented in February last year provides, however, for the construction of a new line between Aveiro and Mangualde costing 677 million euros. The project was hit by Brussels because the cost-benefit analysis was negative, but the government will once again apply for EU funding.


Autarchic applause


"From the commercial point of view [the reopening of the line] would be absolutely extraordinary." Carlos Guerra, consultant at MTI - Ferro de Moncorvo, does not spare us in the adjectives: "It would be fabulous because there are big Spanish ironworks in the north of Spain, namely in Gijón, and that allowed us to run the ore down a shorter way."


The company that has the concession of the Moncorvo mines is planning to transport part of the ore by train to Leixões and, for now, with only the electrification of the railroad being planned for Régua, Carlos Guerra says that he would already like to see modernization proceeding To Pocinho.


Gustavo Duarte, Mayor of Foz Côa, says that he fully agrees with the premises of this study of the Infrastructures of Portugal, even because its county is the only one in the country that has two UNESCO heritage sites: the Douro Vinhateiro and the rock engravings. He adds to it the Center of High Performance of the Rowing and Canoeing of the Pocinho, "that is considered one of the best of the world" and that would only gain with greater accessibility. "The reopening of the line would be the icing on the cake for this region," he told PÚBLICO, adding that he has urged governments and meetings with Spanish to allocate Interreg funds for this cross-border project.


In tune, there is, of course, the director of the Foz Côa Museum, Martinho Baptista. "I always defended the reopening of this line that passes right in front of the museum and where there is still the old station. For us there would be all interest because it allowed us to receive more visitors from Porto and Spain, "he said.


Matilde Costa, representing the Barcadouro, Douro Route and Tomaz do Douro (companies specializing in one-day cruises on the Douro River) recalls that already in 2009 there was a "festive signing" of a protocol between the Douro Mission Structure, Refer, CP to CCDRN and IPTM in the presence of the current Minister of the Sea, Ana Paula Vitorino, to the Secretary of State for Transport. The objective was to reactivate the line from Pocinho to Barca d'Alva, "but it was not good intentions".


However, it believes that such a project should be "made possible by Infraestruturas de Portugal and by the government as a structuring measure for the region".


The Douro Azul, the main river tourism operator in the Douro, declined to give statements to the PUBLIC.


Contacted Medway (formerly CP Cargo), the official source of the company responded that "of course, everything that is to create railway communication facilities, read infrastructures with Spain, deserves the support of Medway, as it strengthens your business" .


But the same did not respond to its competitor Takargo. "In the pure perspective of the goods, we would have to verify which traffic would use this exit to Spain," says Miguel Lisboa, of that company. "And we would have to see if there is any expectation of reopening on the Spanish side because without continuity on the other side, this does not make sense." The administrator says that for your business, it is more important that the modernization works of the Minho and Beira Alta lines be made and that Évora - Caia be built.


Take the suburban to Amarante


As a branch of the Douro line, the 13-kilometer stretch of narrow road between Livração (Marco de Canavezes municipality) and Amarante was also the subject of a summary study with a view to its reconversion into Via large and insertion in the suburban network of Porto .


That line was closed in 2009 to be rehabilitated, but the works never started, leaving the infrastructure abandoned. The document from Infraestruturas de Portugal says that "the broad conversion of the Livração - Amarante section does not present major technical difficulties and allows shortening the distance to about 10 kilometers". It obliges, however, the construction of 750 meters of tunnels and 250 meters of viaducts, as well as of a new station in the city. The planned investment is 37,5 million .


Another narrow-gauge branch was also the object of prospective attention. [B] Part of the old Sabor line, between Pocinho and Carvalhal (23 kilometers) can be rebuilt to transport ore from the Moncorvo mines, thus connecting directly to the Douro line. The document states that the low speed allowed there due to the sinuosity of the route is not a problem because it would be destined to freight trains. And that the slope itself (in that section the line rises from the level of the Douro river to the Mirandese plateau) also it is not seen that the trains would rise empty and descend loaded. Thirty million euros is the estimated investment, necessarily reimbursed by Moncorvo's own mines.
Source: https://www.publico.pt/2017/02/06/lo...spanha-1760722 [in portuguese]
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Old February 6th, 2017, 07:46 PM   #940
arctic_carlos
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It would be great to see more trains running between Portugal and Spain, but a massive investment is needed on both sides of the border to build, upgrade or reopen all those cross-border lines, something I can't imagine happening in the short term.

As a matter of fact, CP trains won't be able to reach A Coruña until a new urban tunnel is built beneath Vigo to connect the line heading to Portugal with its new underground station (Vigo Urzaiz), and of course not before the line between Valença do Minho and Guillarei is electrified (Nine - Valença do Minho should be electrified soon on the Portuguese side). Otherwise, CP would have to use diesel trains, which would continue using the old Vigo Guixar station and the old non-electrified line between Redondela and Arcade to then continue towards A Coruña. Something which could be done as of today, extending the current Porto - Vigo Celta services to A Coruña.

With regard to Badajoz, it entirely depends on the construction of the Évora - Elvas line in Portugal. The other option would be, of course, to use the old line via Entroncamento, but travel times would be so bad that almost nobody would use the train to go from Badajoz to Lisbon. Otherwise CP would still be running that service, which was discontinued several years ago.

Only the line to Salamanca seems interesting enough for CP to run services. In fact, it would be great to have Salamanca - Coimbra services, run with diesel services until Spain decides to electrify Salamanca - Vilar Formoso.

The arrival of CP services to Madrid depends either on the opening of Évora - Elvas and the Badajoz - Plasencia HSL in Spain or on the electrification of Salamanca - Vilar Formoso. Regarding the latter, it would be better to make those services run via the HSL between Medina del Campo and Madrid, reducing travel times compared with the current Lusitania night train. But of course that needs dual gauge trains (1668 mm - 1435 mm), which only Renfe has.

Finally, I don't see the Barca d'Alva - La Fuente de San Esteban line reopening anytime soon, at least on the Spanish side of the border. It would be very costly to rebuild it due to the amount of tunnels and bridges it has, and to makes matter worse, it goes through a very sparsely populated area not serving any major town. Besides, the existence of the Beira Alta line is the perfect excuse to do nothing there.
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