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Old October 4th, 2017, 07:40 PM   #21
alserrod
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Quote:
Originally Posted by VITORIA MAN View Post
there are no controls i think
when was Hendaye station built?
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Old October 4th, 2017, 07:45 PM   #22
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Quote:
Originally Posted by Kpc21 View Post
Both France and Spain are in Schengen, so there is no need for controls.

Well... all is relative
Look at here

https://www.google.es/maps/@43.34924...2!8i6656?hl=es


(and the railway we are chatting on is just the next light couloured brigde in the left)



I asked before Schengen... in the main Hendaye station (and in the Irun one) there are clear booths with a yellow line in each side.... but this train is just a commuter that terminus is in France
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Old October 5th, 2017, 11:18 AM   #23
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the line was built in 1913 but as far as i know there was no station building in hendaye as seen in the next old pictures





http://1.bp.blogspot.com/-LXK_v7c7wD...Imagen+004.jpg



http://www.vialibre.org/images/image/hendaya.jpg

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Old October 5th, 2017, 11:50 AM   #24
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the current Halt was built around 1980 opposite the sncf station where the basque trains used to stopped

http://www.caminomyway.com/wp-conten...-del-Norte.jpg


https://scontent.cdninstagram.com/t5...MzEyNw%3D%3D.2
here is the french police control



http://images.sudouest.fr/2016/06/06...e-novembre.jpg

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Old October 6th, 2017, 03:23 AM   #25
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Quote:
Originally Posted by eu01 View Post
Indeed, the Vennbahn is an extraordinary example of the fate of railway when borders changed. Built in Germany, nowadays the trackbed is entirely Belgian territory. This was agreed upon under an article the Treaty of Versailles, leaving several enclaves of Germany on the Western side of the line. The line was built as a cargo line carrying mostly coal and iron between Aachen and the north of Luxembourg, with some military significance as well.

Source of the pictures: Wikimedia Commons

Not modern enough to survive, most of the track had been completely removed by September 2008, but together with some other lines it forms at present a 125 km long Vennbahn Cycle Route (see also this website to admire the beauty of countryside and other tourist attractions).

There still exists a part of the Vennbahn from Eupen in Belgium to Stolberg Alstadt with tracks. It parallels the cycle route from Raeren in Belgium, which still had rolling stock parked (in 2016) to just past Waldheim in Germany. Shortly after the Vennbahn cycle way splits north there is a beautiful viaduct (Falkenbach) with a repair section from after WWII. repairing this is one of the difficulties facing the line. A group based in Waldheim keep the route between this viaduct to the border open and sometimes drive trains on it. I once had a trip in an inspection car along part of the line.
It was until fairly recently used for NATO trains.


There have been attempts to extend the passenger service past Stolberg to Breinig and sometime they run passenger trains on it for festivals.

Reopening the entire line is also still discussed

I have walked the all the track from where the long lifted direct Eupen-Roetgen chord (Y Rott)* joined all the way to Stolberg and the line is still in track the whole way, although of varying quality.



Falkenbach Viaduct, you can see the post war repair section.

*Between the two world wars a double-stranded connecting arc was established between Raeren-Rott and the Vennbahn (railway line 48); This connection was broken up in 1962

.
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Old October 6th, 2017, 11:39 AM   #26
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To stay in topic:
This is the electric railway between Vienna and Bratislava, in Slovakia called "the Vienna tramway". It was completed in 1914 and comprised 69 km of standard gauged electrified track. The line as much contained three different systems of voltage which was not very practical.

In Bratislava it was a part of the tramway system with double-gauge solution (due to Bratislava narrow-gauge system). The operation was aborted during the end of the WW1, then restored.

The real problem rested on the occupation of Slovakia in 1938, especially the Ausschluss (the annexation of Austria by Germany). However, the line was restored again and was in operation until 1945 when the retreating German army blew up the bridge in Bratislava with joint train+tram operation (the Bratislava tram system, the Vienna tramway, rail track to Vienna through Kittsee and rail track to Hungary). This paralysed the whole city and due to geopolitical issues both tracks to Austria was not restored.

Ever since, the Vienna tramway has its terminus in Wolfsthal a commune very close to Slovak-Austrian border. The other line ended in Kittsee, but this one
was eventually restored in full range between 1993 - 1997, meaning there is one electrified standard gauged track. The trains between Vienna and Bratislava operate every hour.

Sporadically, some intentions to restore the short missing section of Vienna tramway emerge, however it is not favourable in terms of the cost-benefit analysis as there are two very good connections to Vienna (the aforementioned one and the one through Marchegg that was in operation even during the Cold War - with departures every two hours).

As a compensation, the Urban transport company Bratislava operates a bus to Wolsfthal.

The map of the missing section.. There is a lot of leftovers within the former corridor.

Some photos:

The remaining sleepers.


The abandoned signal.



The track end in Wolftshal.


In Bratislava


The locomotive replacement at the line between Austria and Hungary (1914)


in Bratislava



One of the two locomotives has been preserved

About the track trough Kittsee:


Restoration of the abandoned track and construction of the new station (1993).
Link

The very first train between Vienna and Bratislava on this track after more than 50 years.


The restored track.
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Old October 6th, 2017, 12:30 PM   #27
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Very fortunately Vienna and Bratislava do have extraordinary connections on two other lines, via Marchegg and Kittsee. Both these railways combined belong to the most efficient links between two European capitals. However, the above mentioned line via Hainburg - Wolfsthal could add a value of linking both cities also with Wien Schwechat and Bratislava Stefanik airports. It would certainly require a substantial amount of funds to reactivate, but is it even planned?
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Old October 6th, 2017, 11:36 PM   #28
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Quote:
Originally Posted by eu01 View Post
Very fortunately Vienna and Bratislava do have extraordinary connections on two other lines, via Marchegg and Kittsee. Both these railways combined belong to the most efficient links between two European capitals. However, the above mentioned line via Hainburg - Wolfsthal could add a value of linking both cities also with Wien Schwechat and Bratislava Stefanik airports. It would certainly require a substantial amount of funds to reactivate, but is it even planned?
Nope, it is not officially planned. Neither in the land-use plan of Bratislava nor in the national railway infrastructure project pipeline. Generally the connection thru Marchegg and Hainburg is good enough. AFAIK there are some intentions to join these two lines into a circular one.
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Old October 6th, 2017, 11:49 PM   #29
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The German Cottbus - Zittau railway line has a few sections that cross the Polish border. On one of them, there is a station - Krzewina Zgorzelecka, which is actually a station for the German town Ostritz.

The station was opened in 1875 and that time, it was located in Germany. After the WW2, it turned out to be located in Poland instead of the GDR. From 1945 to 1959, the station was closed, but in 1959, Poland and GDR signed a contract thanks to which it could be reopened. While crossing the Polish territory, the train had to have the windows covered and it had to be sealed. The passengers leaving at the station Krzewina Zgorzelecka were escorted by the border guard through the river to Ostritz. In 1957, the station became also connected to the Polish railway network, after construction of a new railway line.

Of course, currently this is not a problem and the German passengers can freely cross the border.

Many photos here: http://kolejnapodroz.pl/2017/02/15/n...a-zgorzelecka/

A notable thing is very bad technical condition of the station building. The German railways cannot do anything with it because it isn't located in Germany, while the Polish railways have no interest in that, as Polish trains do not stop there (the connection got suspended in 2000).
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Old October 7th, 2017, 08:51 AM   #30
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Well, it's a next good example of a cross-border line with a regular passenger traffic (every hour in both directions). This one serves mostly German domestic passengers, but also people from Krzewina (PL) can travel to Polish destinations changing trains in Görlitz.

Orignating from the above mentioned German Zittau there is also another line with a regular traffic from Germany via Poland to Czechia. Or actually... used to be. Until last (or even this?) year there used to exist as much as 14 connections a day from Zittau to Liberec and back. The track on Polish territory was only 3 km long with one closed station Porajów. PKP PLK rail track company got paid for the use of the track but didn't maintain it properly. As the result the speed had to be reduced to 30 km/h first, but right now the line is closed and rail replacement services functioning between Hradek nad Nisou (CZ) and Zittau. Did the line disintegrate completely or are there any maintenance works being performed finally - I'm not sure.
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Old October 7th, 2017, 06:09 PM   #31
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EUROPE | Local cross-border railway lines

A new cross-border line between Italy (Varese) and Switzerland (Mendrisio) is going to be completed.
Yesterday the rails coming from Italy were welded to those already in place on swiss ground (since 2014).
Revenue service shall start on next december.
http://www.ferrovie.it/portale/articoli/6719
The bridge in the second picture marks the border between the two countries.
The international line starts at point “Bevera”, where it separates from an existing railway connecting Varese and Porto Ceresio. It’s end is at the stop in Stabio. The international line has an own regulation framework, due to the different traction, control and singalling systems used in the two nations. Italian power system (3 kV dc) ends just before Stabio stop, a couple of km inside Swiss. Signaling, instead, changes on the border. Italian and swiss control centers dispatch trains in mutual accordance.
The international line (segment) is a single section, that means only two trains can use it at the same time: in two different directions or both in the same direction, one on each track.
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Old October 7th, 2017, 06:33 PM   #32
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Quote:
Originally Posted by alserrod View Post
Well... all is relative
Look at here

https://www.google.es/maps/@43.34924...2!8i6656?hl=es
As you know the pic on street view was taken on a period of time of schengen withdrawl in France due to the terrorist attacks.

Same thing with the pic of police at the metro station of Hendaya, where was extremely extremely rare to find police.
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Old October 7th, 2017, 06:47 PM   #33
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Quote:
Originally Posted by pccvspw999 View Post
A new cross-border line between Italy (Varese) and Switzerland (Mendrisio) is going to be completed.
An interesting one. A part of this line from Mendrisio to Stabio has in the first half of 20th century formed a Ferrovia di Valmorea terminating (or actually starting) in Castellanza. It didn't survive then mostly from political reasons. The track between Malnate and Castellanza does not exist anymore (or at least is not in use). Do you know what reasons influenced the decision to build a new line instead of reconstructing the old track?
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Old October 7th, 2017, 07:49 PM   #34
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Mostly it's because the old line to Castellanza ran away from the towns it was supposed to serve, and because it did not serve the city of Varese (80.000) and the bigger towns around the new corridor. Note however that there is not a single big city in this area, but many towns of 10.000 to 20.000 inhabitants or so located next to each other.

The old line to Castellanza crossed one of the two Milano-Varese railways, but under a high bridge, where a transfer station would have been very costly and difficult to build: https://www.google.ch/maps/@45.79653...7i13312!8i6656

This line has been rebuilt with low standards (low speed, no electrification, no signalling, ...) for tourist trains until Malnate, which is just noth of the high bridge in the link above. However it isn't used since some years.

This line could have an utility for freight, IMHO, so as to access the Busto-Gallarate intermodal terminal.

**********

The AC-DC electric border of the new line is actually quite near to the political border, roughly here: https://www.google.ch/maps/place/Sta...92!4d8.9366943

The signalling system is more near the border likely as they wanted to avoid both electric and signalling changes at the same spot, just like on the Oresund link where they are some km apart.

**********

Another interesting lines are the two branches coming out from Luxembourg into France, but without rail connection to the French network: http://www.openstreetmap.org/#map=13/49.4802/6.0318

Curiously the section to Volmerange-les-Mines was built recently just for commuters, while the other line once continued much beyond the border to link up with the French network.
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Old October 7th, 2017, 08:17 PM   #35
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EUROPE | Local cross-border railway lines

eu01, I don’t know if it was even took in consideration to rebuild the old track, but I don’t know the reasons. I can make only assumptions:
- the line in Valmorea crosses a rather unsettled area;
- it runs quite near the river, this was always problem in case of floods;
- the line is less practicable. The towns are on plateaus 20m above the river, with steep access;
- it cannot be connected easily to existing lines (Malnate is 30m above), if not rebuilded to Castellanza, which are some more km to be build, without any “right-of-way” in highly settled Valle Olona.

On the other hand, the new line allows to connect both national railways (the old line was a regional, secondary line, owned by the nowadays Ferrovie Nord). It connects directly Varese to Switzerland through his highly settled hinterland (Induno Olona and Arcisate).
Trains arriving from the Gotthard route will have direct connection with the Simplon route in Gallarate. Although no freight trains are allowed to use it, it’s an intersting solution for passenger trains. I guess the Lugano area will be happy to have another access to the Valais.

Again, these are only my conjectures and observations.

Last edited by pccvspw999; October 7th, 2017 at 09:06 PM.
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Old October 7th, 2017, 08:51 PM   #36
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Thank you both for the clarification. Several years ago I traveled from Lugano to Malpensa airport via Milano Centrale. Would be nice to have a direct connection from Lugano to Gallarate along the new line. I think it looks very likely to happen, we shall see.
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Old October 7th, 2017, 10:28 PM   #37
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A draft of the timetable can be found here: http://www.progetto-orario.ch/filead...s/2018/630.pdf (by the way, most drafts of Swiss public transport timetables can be found here http://www.progetto-orario.ch/ by the end of May, and are valid from the following December).

It will open with a train every 30' to Varese (none to Malpensa), then from June 2018 one train out of four (one every 2 hours) will go to Malpensa Airport Terminal 2, then from December 2018 one every hour. Lugano-Malpensa Airport buses will likely run until the end of next year, so for around 6 months they will coexist with trains. Buses now run around every hour but they are run by 3 different companies with non coordinated and non regular timetables. One might ask himself how they can survive, sure a one-way ticket costs 25€, but they don't seem crowded at all when I see them. For Swiss law non-subsidized buses cannot run parallel to a service subsidized by tax payers, but this is usually not valid on international lines, so we will see.

Maps: http://www4.ti.ch/user_librerie/php/...p?allid=117863 existing service page 6, full service from December 2018 page 9. The short Mendrisio-Stabio stub opened in December 2014. Next year's service will be like page 9, but with line S40 to Malpensa instead of S50.
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Old October 9th, 2017, 09:23 PM   #38
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When in 2014 the line was activated on the Swiss side the tracks ended abruptly at the border:

https://map.geo.admin.ch/?lang=it&to...537.25&zoom=12

But on Saturday track laying ended also on the Italian side:

http://www.rsi.ch/play/tv/il-quotidi...ati?id=9638962

Then here it is the border gate of the line to Castellanza, rebuilit until Malnate but unused since at least 2013: https://map.geo.admin.ch/?lang=it&to...144.04&zoom=13
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Old October 13th, 2017, 07:59 PM   #39
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How things look now: https://www.youtube.com/watch?v=z_s9YXaPptc

Works on the Italian side is nearing completion. Italy really boosted works a lot, just 6 months ago it seemed impossible they could complete the line "in time"* by December 2017, now it seems realistic.

*the Swiss section opened in December 2014 with a delay of a couple of years compared with the planned date when works started, and at that time works in Italy were completely stopped. Around that time the Italians promised to finish their side by the end of 2017, this seemed impossible, but it was true.
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Old October 15th, 2017, 02:04 PM   #40
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Today's short story will be about the cross-border railway that actually became... a natural reserve. Known as the Borkense Baan, the railway formerly connected German Ruhr area and North Rhine-Westphalia with the Netherlands, nowadays the area is just a beautiful landscape serving as a paradise for many plants, birds and butterflies.

Opened in 1880 by Bergisch - Märkische Eisenbahn - Gesellschaft served cargo and passenger trains, the latter linking Essen and Winterswijk, including a direct connection to Amsterdam. This straight line with good parameters had a substantial trans-regional significance until the outbreak of World War One, but still served the international passenger, later only cargo trains, until 1979. Today south of Winterswijk it serves only fauna, flora and nature lovers.
Source: Wikimedia Commons
There are not so many rail connections left between Germany and the Netherlands. With more attention and some investments this line could have survived playing its role, now when the nature has reclaimed is back, it would be almost impossible to happen.
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