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Old September 1st, 2011, 10:45 PM   #621
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Quote:
Originally Posted by Coccodrillo View Post
Trenitalia tried to boycott TILO and DB-ÖBB services, even when they weren't in "competition" with their own service. Not to forget the Cisalpino disaster.
TILO operations tried to impose Swiss-like paths on the crowded approaches to Milano, because the Swiss from Ticino wanted it to operate on fixed dumb schedules, even if demand is not evenly spread throughout the day. Why should RFI, in whose tracks 60-70% of train*km traveled over, should confirm to Swiss norms and not the other way around? They just assumed their path allocation system was too good to be messed by Italian demands, not directly in scheduling, but in other related areas like maintenance schedule etc. And there were serious disagreements about revenue share on passengers using Trenitalia trains in Milano area with a TILO tickek. TILO essentially wanted Trenitalia to carry passengers for free in Milano because it was so big and already run the trains, without a proper revenue-share agreement.
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Old September 2nd, 2011, 08:19 AM   #622
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Originally Posted by Suburbanist View Post
TILO operations tried to impose Swiss-like paths on the crowded approaches to Milano, because the Swiss from Ticino wanted it to operate on fixed dumb schedules, even if demand is not evenly spread throughout the day.
Most of Trenords suburban and regional services are on fixed schedules. S11 (Chiasso - Milano) runs exactly every hour. Can you explain how through running this service with S10 in Switzerland as was originally planned, would increase crowding on the Milano network? it would not add trains to Milano Garibaldi (where S11 currently ends).
"fixed dumb schedules" are the best way to deal with a crowded network. Everyone is aksing SMA and Partners to help them develop schedules, because the Swiss have a lot of experience getting the most out of infrastructure.


The aproaches to Milano are however everything but crowded. Looking at the layout around Milano Centrale that station can have five departures and arrivals _simultaneously_. With a modern signalling system that would be possible even every two minutes... It currently has nowere near that traffic level.
The network around Milano is actually extremely over build. As it is in most parts of Italy...

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Why should RFI, in whose tracks 60-70% of train*km traveled over, should confirm to Swiss norms and not the other way around?
Why should Trenitalia have a problem with interval timetables when they are already using them of their own volition?

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They just assumed their path allocation system was too good to be messed by Italian demands, not directly in scheduling, but in other related areas like maintenance schedule etc.
The disagreements were more about Trenitalia not doing any preventive maintenance. As a regular traveller on the Gotthard I can see with my own eyes the difference between SBB maintained and Trenitalia maintained sets... Swiss trains also regularly get vandalised when overnighting in Italy.

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And there were serious disagreements about revenue share on passengers using Trenitalia trains in Milano area with a TILO tickek.
There is no such thing as a "tilo ticket". Why would there be a problem?

Quote:
TILO essentially wanted Trenitalia to carry passengers for free in Milano because it was so big and already run the trains, without a proper revenue-share agreement.
You are entirely wrong here.
Tickets for cross border trips were (and are) calculated by just adding the Swiss and the Italian parts together. And revenue SBB collects for the Italian part goes to Trenitalia, just like any other international ticket sale.

In fact, by not offering combined commuting passes the whole project is failing its aim, which is to encourage commuters from Italy to Switzerland to use public transport.
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Old September 2nd, 2011, 09:52 AM   #623
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It is useless to say that Suburbanist is wrong (as usual...): the whole network north of Milan was reorganized in December 2008, with new timetables. They are obviously coordinated with SBB, but the first imput of this improvement was given by Lombardia region, which is performing well with regional transport (it is still not at a Swiss or German level, but Lomabrdia introduced 15 minutes headway on lines where up to 10 years ago there were no trains between 9 am and noon).

As for TILO, there are three kinds of services:
* the RegioExpress that leave Milan at minute 10, alternating with the EuroCity ex Cisalpino, that were initially planend as a pure internal service Milano-Como (or Milano-Como-Chiasso); but were later extended to Switzerland linking up existing services once separated (Milano-Como-Chiasso and Chiasso-Bellinzona) to give a direct service
* S10 Bellinzona-Como stopping service, totally subsidized by Switzerland also on Italian territory (even if Trenitalia earns money from tickets sold on the short Italian part, it pays anything)
* a single return trip Bellinzona-Luino-Busto Arsizio, which uses the regular interval structure of both countries
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Old September 2nd, 2011, 10:34 AM   #624
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New pic near the Erstfeld portal:



That large structure behind the digger looks like some kind of vent. Dunno why they'd need to have a vent so close to the tunnel entrance though.
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Old September 2nd, 2011, 11:18 AM   #625
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That large structure behind the digger looks like some kind of vent. Dunno why they'd need to have a vent so close to the tunnel entrance though.
I would guess it is a pressure relief vent. Trains will enter this portal at 250kph after all.
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Old October 7th, 2011, 05:58 PM   #626
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update

Quote:
Status of Work on the Gotthard and Ceneri

05.10.2011

In the Gotthard Base Tunnel, lining work in the Erstfeld, Sedrun and Faido sections is progressing according to plan. Installation of the 114.6 km invert is complete. Of the total of 114.6 km of vault, 108.607 km, or 95%, have been concreted.


Gotthard Base Tunnel, Bodio

Of the total of 39.78 km of the Ceneri Base Tunnel, at the end of September 2011, 14.78 km, or 37.2%, had been excavated. Concreting work continues in both tubes.

source

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Old October 9th, 2011, 02:06 AM   #627
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The contractors are certainly getting on with the concrete lining work; there are few red (unlined) sections left now.
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Old October 9th, 2011, 09:19 AM   #628
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How much of the west tube is left to be lined?
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Old October 9th, 2011, 10:06 AM   #629
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I would say 4 km on the east and 1 km on the west, but probably less.
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Old November 3rd, 2011, 09:41 PM   #630
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Status of Work on the Gotthard and Ceneri

http://http://www.alptransit.ch/en/n...3/bezeichnung/
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Old November 28th, 2011, 09:18 PM   #631
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http://edition.cnn.com/2011/WORLD/eu...d.base.tunnel/

Not very informative put maybe interesting for those who don't know the project very well yet.
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Old January 13th, 2012, 03:43 AM   #632
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--------------------------------------------



There's very little lining left to do on these sections of the tunnel now.
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Old February 17th, 2012, 05:36 PM   #633
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Bottlenecks located mainly in Italy are worrying Hupac, the main intermodal operator on the Gotthard railway.

Quote:
The Luino line is the main route for unaccompanied combined transport (UCT) through Switzerland and a key element in the Rotterdam-Genoa freight transport corridor. So it is all the more astounding that international infrastructure development is increasingly ignoring it.

The strategic development of combined transport must consider various factors: the suitability of the railway lines to carry freight, the track capacity and quality, as well as the available terminal capacity. In the ongoing coordination process between Switzerland and Italy, a number of important aspects seem to have been disregarded.

The focus on the Chiasso line that can be seen among influential governmental and railway circles today is limiting the development prospects of the existing UCT system and pushing the intended benefits of the NEATinto the far distance. This is devaluing the investments already made in combined transport and calling modal shift policy into question.

Both are needed:
* moderate expansion of the Bellinzona-Luino-Novara line for existing traffic in the first phase
* and the establishment of a freight transport corridor via Chiasso-Seregno-Bergamo for future traffic in the second phase.
http://www.hupac.ch/index.php?node=4...c890&cnt=Cerca

http://www.hupac.ch/downdoc.php?id_d...rif=88dc5305b2
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Old February 18th, 2012, 02:29 AM   #634
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what about investments in Germany? are they doing something? last time I checked they too were not doing their own fair share of work to get an efficient use of the new north-south axis.
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Old February 18th, 2012, 11:12 AM   #635
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Part of the new Karsruhe-Basel railway is already built or under construction, but the rest is delayed by NIMBYs who want the line to be built partly underground. Most of the new line is planned along the existing railway or motorway.
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Old March 8th, 2012, 12:02 AM   #636
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Apparently nearly two thirds of the tunnel tracks will be laid from the north.



Offene Strecke denotes the parts of the new or rebuilt line outside the tunnel (around 15 km in total), Temporäre Anlagen means temporary installations, Fahrbahn means tracks, the other are overhead lines, the signalling system, etc.
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Old March 8th, 2012, 09:44 PM   #637
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Quote:
Originally Posted by Coccodrillo View Post
Apparently nearly two thirds of the tunnel tracks will be laid from the north.
Thanks for your efforts with translation. It's a pity that the English version of that website doesn't have an English version of that graphic.
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Old April 8th, 2012, 03:09 AM   #638
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any news on the alternatives going south from lugano to chiasso? heard there were 3 options.. havent heard anything in a while..
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Old April 8th, 2012, 09:12 AM   #639
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No, apparently Italy isn't willing to do anything (neither upgrading existing lines, like increasing clearance on the border-Luino-Novara line).
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Old May 10th, 2012, 12:47 AM   #640
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New GBT photos

http://www.straitstimes.com/Breaking...ry_797027.html

The linked article has some good photos of the work in progress.
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