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Old June 11th, 2014, 03:32 PM   #2221
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German states plan more services to Czech Republic
Wednesday, June 11, 2014



PUBLIC transport authorities in the German states of Saxony, Thuringia, and Bavaria have revealed plans to step-up cross-border regional services into the Czech Republic.

At a recent meeting in Saxony the authorities agreed to fund an additional 31,000 train-km per year on the Hof – Pausa, Zeulenroda – Gera, and Gera – Greiz – Plauen – Cheb (CZ) routes. The additional services will be operated under existing contracts with regional operator Erfurt Railway (EB) and agreements between the transport authorities involved.

The changes will lead to a new timetable concept in December, with reduced journey times and improved connections at Gera.

In June 2015 a new station will open at Plauen Mitte and up to six additional services per day will operate on the Greiz – Wischlitz route
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Old June 13th, 2014, 06:08 PM   #2222
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DB accelerates Berlin – Rostock services following track upgrading
Friday, June 13, 2014



GERMAN Rail (DB) has completed the first phase of upgrading the Berlin – Rostock main line, and from June 15 journey times will be cut from 2h 54min to 1h 59min by ICE.

DB has invested €658m so far to increase the maximum speed to 160km/h and raise the maximum axleload to 25 tonnes which will benefit the increasing amount of freight traffic using the port of Rostock. The European Union has contributed €167m towards the total cost.
Track upgrading was carried out on 168km of the 198km section between Nassenheide and Rostock, which required the closure of both tracks due to the marshy ground conditions.

The second phase will cover the 7km section from Nassenheide to Oranienburg, north of Berlin, where the line speed will be increased to 160km/h from 2016, plus reconstruction of five stations which is not expected to be completed until 2021
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Old June 19th, 2014, 05:42 PM   #2223
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Brandenburg's Prignitz rail network out to tender
Thursday, June 19, 2014



THE Ministry of Infrastructure and Agriculture for the German state of Brandenburg has initiated a tendering process for the direct award of a contract to operate regional passenger services on the Prignitz network northwest of Berlin.

Operations will commence at the start of the 2015 timetable on December 14, and will terminate on December 10 2016. The network encompasses the following lines:
  • RB 73 Neustadt (Dosse) - Prtizwalk (130,000 train-km per year)
  • RB 74 Pritzwalk West - Meyenburg (60,000 train-km per year)
The ministry stresses that the procedure is open to any company with sufficient qualifications to operate the service. The contract will be directly awarded after a two phase procedure. In the first stage companies are invited to bid and will be judged on their final offer as well as qualifications. In case the award does not taken place in the first phase, a second phase will also assess the operational model and price, leading to a final decision by the tendering authority. Infrastructure costs are excluded from bids.

The authority retains the right to award the contract without any negotiations. Tenders will be accepted up to 15.00 on July 17.

Potsdam EGP has operated services on the routes under a two-year contract since December 2012
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Old June 22nd, 2014, 11:53 AM   #2224
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Originally Posted by Rohne View Post
A pure freight line definetely would not solve all issues. Travel times for ICEs there aren't competitive to car or plane
Actually, the current Frankfurt - Mannheim ICE connection is more than competitive to both car or plane.

What needs to be improved is the freight connection, aside from the paneuropean interests primarily because the Rhein-Main area does not have any proper marshalling yards or other railway freight infrastructure any more and is entirely serviced by Mannheim RBf.

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Originally Posted by Rohne View Post
(Hessian district Bergstraße and the city of Worms are counted to both, Rhein-Neckar and Rhein-Main
The metropolitan area Rhein-Main does not have any official definition, nor any sort of defined political structure. Therefore technically neither of those two districts belong to Rhein-Main. Commuter numbers in particular from Worms to Rhein-Main are ridiculously low in comparison to Rhein-Neckar.

As regards a common metropolitan area: There are only a few thousand cross-commuters between both areas. Less than between Rhein-Neckar and Stuttgart for example, and far less than there is commuter influx into Rhein-Neckar from the less-developed areas to the south and west (Karlsruhe and Kaiserslautern).
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Old June 25th, 2014, 07:53 PM   #2225
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DB opens its first CO2-free station
Wednesday, June 25, 2014



THE CEO of German Rail (DB) Dr Rüdiger Grube has opened what DB claims to be Europe's first CO2-free station at Kerpen-Horrem, between Cologne and Aachen.

The €4.3m station, which is part of DB's green station project, uses a variety of technologies to achieve carbon-free running. These include a photovoltaic system which will produce 31,000kWh of electricity, a geothermal system to generate 29kW of heat output and 37kW of cooling capacity, a solar thermal hot water system, rain water collection to flush toilets, and a lighting concept which combines natural light from the station's large windows and skylights with LED lights.

The station is constructed from wood and steel and has a slate and glass facade. Seats in the station have built-in USB charging ports, and Wi-Fi is available along with a DB Service Store. There is also a bus station and park and ride facilities.

The European Union's Sustainable Stations project contributed €1m to the project, the German government €1m, the state of North Rhine Westphalia €1.3m and the city of Kerpen €300,000.

"Horrem represents a new generation of station buildings which combine modern ecological standards with high customer comfort," says Grube. "This station is proof that sustainable construction methods and modern equipment can go hand in hand. This is a model for the future."

DB plans to build a second CO2-free station in Lutherstadt Wittenberg at a cost of €5m. Construction will start in the second quarter of 2015 and it will open in 2017
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Old June 26th, 2014, 03:16 PM   #2226
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Here is a video of the excellent CityNightLine service by Deutsche Bahn to Paris, France.

We have travelled in a Double Deluxe Sleeper cabin, which is equipped with an own shower and toilet. Breakfast is included in the fare, as well.
The total price was EUR 278 for two persons, bought at voyages-sncf.fr.



Unfortunately, there are strong rumours that Deutsche Bahn will be dismanteling CityNightLine completely (either by the end of this year or 2017).
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Old June 26th, 2014, 05:22 PM   #2227
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VDB urges further improvements to train certification in Germany
Thursday, June 26, 2014



ONE year after steps were taken to speed up Germany's tortuous and costly train certification process, the German Railway Industry Association (VDB) says progress has been made, but the certification of modernised vehicles is still unclear and legislation is needed.

Transitional measures to accelerate train certification were introduced in Germany in June 2013 following an agreement between the VDB, the Federal Ministry of Transport (BMVI), German Rail (DB), the Association of German Transport Companies (VDV), and the Federal Railway Authority (EBA) which is responsible for certifying new and modernised rail vehicles.

"The first experience of the new process by the VDB, and in particular the train suppliers, is promising on the whole," says VDB president Mr Martin Lange. "A new locomotive that has been assessed during the final part of the certification process under the new rules can receive approval just 11 weeks after the submission of all documents." The VDB says prior to the introduction of the transitional measures a year ago, it had repeatedly criticised the certification process as "extremely time consuming, costly and unpredictable."

"But we also want to make it clear that the reform of the approval process in Germany must be pushed forward on a legal basis as fast as possible," Lange says. While the initial formulation of a bill is already being discussed by a round table organised by the BMVI, the VDB says it wants the BMVI to initiate the legislative process as soon as possible.

"It is not about how the approval processes should be regulated in the future," Lange says. "This debate will be conducted in Brussels as part of the Fourth Railway Package, which has not yet been adopted by the European Parliament and the effect of which will not be felt by member states for at least five years. It is our sole intention to have a pragmatic and predictable approval process for rail technology in Germany as soon as possible in line with [European Union] Directives that have long been in force. In this way, as a leading railway engineering country, we will be well prepared for what to expect from the Fourth Railway Package."
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Old June 26th, 2014, 06:31 PM   #2228
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Erfurt-Leipzig/Halle high speed line

A neat video about the project, with plenty of information on the structures along the way

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Old June 26th, 2014, 06:50 PM   #2229
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DB Schenker Rail expands transport services to Turkey


(Frankfurt, 26 June 2014) In June 2014, DB Schenker Rail expanded its transport services to Turkey, a growth market, and now offers a new traffic connection between Cologne, Germany and Cerkezköy in Turkey. The train connection will start off with one round trip per week and is planned to increase to three per week by the end of the year if required. The trains, which are equipped with special double pocket wagons for the transport of semi-trailers, take five to six days per trip. DB Schenker Rail began offering rail services from Germany southbound towards Turkey with its Bosporus Shuttle in September 2013.

The new transport connection has been set up for the Turkish freight forwarder Ulusoy Logistics, which transferred its existing traffic from road to rail. Prior to the switch, the transport connection was operated via ferry and truck between Western Europe and Turkey. "Our new rail product is the first rail connection that is able to transport semi-trailers directly to their destination in Turkey, 40 kilometers outside of Istanbul. Up to now, this procedure was only possible with containers by rail", commented Andreas Schulz, Head of the Intermodal Industry Sector at DB Schenker Rail.

The transport services are provided internally by DB Schenker Rail's national companies in Germany, Hungary, Romania and Bulgaria. In Austria, DB Schenker Rail has a partnership with Lokomotion and works together with the Turkish national rail company, TCDD, in Turkey. "With our national companies, we already have a strong DB Schenker Rail presence in south east Europe
today. Looking at Turkey's position as a growth market, this is a clear advantage that we want to continue to develop in the future", said Hans-Georg Werner, Head of Region East in the DB Schenker Rail Management Board.

Besides the transport handling via rail, DB Schenker also offers terminal and agency services in Germany and Turkey. In addition, a simplified customs procedure is used to significantly reduce the layover time at the Turkish border.


From the DB Schenker website, June 26th, 2014
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Old June 29th, 2014, 04:42 PM   #2230
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Quote:
Originally Posted by kato2k8 View Post
Actually, the current Frankfurt - Mannheim ICE connection is more than competitive to both car or plane.

What needs to be improved is the freight connection, aside from the paneuropean interests primarily because the Rhein-Main area does not have any proper marshalling yards or other railway freight infrastructure any more and is entirely serviced by Mannheim RBf.

competitive is something completely different than those nasty travel times, especially if you don't live directly next to the main station. Also it's a bit strange that you advocate the most busy section of Germany's high speed network to remain on older tracks allowing not more than 200kph (and even this only on some parts, by far not for the whole length) and share its tracks with much slower regional and S-Bahn trains
I don't doubt the need for capacity improvements for freight trains (i already told what solution would be the best for this corridor), but freight is not the only problem there - you will need a solution for all aspects: too few capacity for all kinds of trains, growing freight traffic, growing passenger traffic, capacity needs for additional regional trains, high utilisation by high speed trains and too slow speeds for them.

Quote:
The metropolitan area Rhein-Main does not have any official definition, nor any sort of defined political structure. Therefore technically neither of those two districts belong to Rhein-Main. Commuter numbers in particular from Worms to Rhein-Main are ridiculously low in comparison to Rhein-Neckar.

As regards a common metropolitan area: There are only a few thousand cross-commuters between both areas. Less than between Rhein-Neckar and Stuttgart for example, and far less than there is commuter influx into Rhein-Neckar from the less-developed areas to the south and west (Karlsruhe and Kaiserslautern).
There might not be any political decision about the definition of German metro areas, but indeed there are some kind of official definitions. And these count Worms and Bergstraße to both metro areas - RheinMain and RheinNeckar. Also, commuters are not the only metric for these definitions. But that's not the topic of this thread.
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Old July 8th, 2014, 09:54 PM   #2231
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ICE im Tiefbahnhof par flierfy, bei ipernity

I saw an ICE arriving at the tunnel platform of Leipzig Hbf today. It felt weird and wrong as the platform was crowded with people carrying lots and heavy luggage. It is certainly more practical and relieving for everyone when these long distance services return to the train shed on ground level.
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Old July 8th, 2014, 10:31 PM   #2232
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ICEs are nice trains, but a design minor flaw is the lack of luggage racks right by the corridor access door. Those racks in the middle of cars make boarding cumbersome when you have a lot of people searching for seats and for space on the racks. They could also have overhead racks a bit longer to accommodate the typical medium-sized airplane suitcase on a longitudinal position.
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Old July 9th, 2014, 06:13 AM   #2233
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WLBm 172 and 173 which inter-plant manufacturing, thanks
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Old July 9th, 2014, 12:44 PM   #2234
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CNL train to Copenhagen and Paris will be cut from December 2014 (maybe earlier).
The following services will be cancelled:
Prague - Hamburg - Copenhagen
Basel - Frankfurt - Copenhagen
Amsterdam - Cologne - Copenhagen
Berlin - Goettingen - Paris
Hamburg - Hanover - Paris
Munich - Stuttgart - Paris

The CNL services to Italy are threatened. Deutsche Bahn tries to forge an alliance with OEBB to run the following services. There is no guarantee that these services will survive.
Munich - Florence - Rome
Munich - Milan
Munich - Venice

The double deck sleeping cars (called "Kaninchenstall"), which were built in the 90s, will be removed from overnight services. Only the WL 173 sleeping cars will surive. WL 173 offers three deluxe cabins with showers.

The domestic CNL services to Munich are threatened, as well. With the opening of the high-speed line Leipzig/Halle - Erfurt, the CNL Berlin - Brandenburg - Munich service might be history.

With the cancellations of the Copenhagen and Paris CNL trains, the following service might experience a cut, because the overall business case is lost:
Munich - Amsterdam (lost through car Munich - Paris)
Zuerich - Hamburg (lost through cars Paris - Hamburg/Berlin)
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Old July 9th, 2014, 02:01 PM   #2235
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Yes, it looks bleak for CNL. The above-mentioned train are mostly well packed, never went to Copenhagen that way, but night trains to Paris are usually packed to the last and they are not exactly cheap. And as German HSR does not provide super-fast access all across the country, trips from Hamburg, Munich or Berlin to Paris will always be more attractive overnight.
If DB really wants CNL to survive, it will have to come up with some complete new concept. Of course shrinking services down to a minimum will not help. But I guess the trend is to provide HS services for mid-range distances and just leave all long-distance transport to air companies. A shame.
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Old July 9th, 2014, 06:11 PM   #2236
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Quote:
Originally Posted by doc7austin View Post
CNL train to Copenhagen and Paris will be cut from December 2014 (maybe earlier).
The following services will be cancelled:
Prague - Hamburg - Copenhagen
Basel - Frankfurt - Copenhagen
Amsterdam - Cologne - Copenhagen
Berlin - Goettingen - Paris
Hamburg - Hanover - Paris
Munich - Stuttgart - Paris

The CNL services to Italy are threatened. Deutsche Bahn tries to forge an alliance with OEBB to run the following services. There is no guarantee that these services will survive.
Munich - Florence - Rome
Munich - Milan
Munich - Venice

The double deck sleeping cars (called "Kaninchenstall"), which were built in the 90s, will be removed from overnight services. Only the WL 173 sleeping cars will surive. WL 173 offers three deluxe cabins with showers.

The domestic CNL services to Munich are threatened, as well. With the opening of the high-speed line Leipzig/Halle - Erfurt, the CNL Berlin - Brandenburg - Munich service might be history.

With the cancellations of the Copenhagen and Paris CNL trains, the following service might experience a cut, because the overall business case is lost:
Munich - Amsterdam (lost through car Munich - Paris)
Zuerich - Hamburg (lost through cars Paris - Hamburg/Berlin)
That a shame. I've traveled from Hamburg to Zurich and form Vienna to Florence using night sleepers, was very relaxing for me.
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Old July 9th, 2014, 08:11 PM   #2237
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Originally Posted by webeagle12 View Post

That a shame. I've traveled from Hamburg to Zurich and form Vienna to Florence using night sleepers, was very relaxing for me.
Will WL173 Siemens or Bombardier manufacturing
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Old July 10th, 2014, 10:50 AM   #2238
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Yes, it looks bleak for CNL. The above-mentioned train are mostly well packed, never went to Copenhagen that way, but night trains to Paris are usually packed to the last and they are not exactly cheap.
I am a regular user of the CNL trains to Paris. There were mostly pretty empty - its no surprise that they are to be cut. Maybe you took them during peak season and got the wrong picture.
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Old July 10th, 2014, 10:57 AM   #2239
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So what part of the CNL network do people think is genuinely viable?

Or is it best to abandon the network idea and just operate a handful of point-to-point routes?
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Old July 10th, 2014, 11:06 AM   #2240
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I find the Munich - Amsterdam a really useful connection: I can arrive from Verona with an EC in the evening and get to a lot of places in western Germany and NL by the morning.

Given the lack of D-NL connections, it certainly is a good way to avoid a lot of changes...


I think they should insist more on the Ruhesessel concept, with a comfy reclined seat. In that way they can pack a lot of people in one car, at a price that will not scare most of them.
In recent years I've seen this service ruined: in 2007 I had the best sleep of my life on a Talgo reclined seat (Berlin - Munich), by 2011 there were Siemens cars with much less confortable seats, recently I had a Verona - Munich with simply a sleeper car in daytime mode (which is not provided with seats but with medieval instruments of torture).


A serious reclined seat is a very good compromise between costs for the operator, ticket price and a good comfort, IMO.
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