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Old December 6th, 2013, 12:02 AM   #741
AlexNL
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Alstom posted some pictures of the interior on their Facebook page.

Exterior:


Interior, first class:




Interior, 2nd class:




While the train looks good overall I have the feeling they will feel somewhat cramped. The reason for this suspicion is that, here in the Netherlands, we have regional trains (Sprinter Light Train) that are also 100 meters long and offer seating capacity to 264 passengers (of which 56 in first class). In general, the Dutch like the trains but think their seating is somewhat too cramped.

The interior layout of an SLT train is as follows:


As can be seen on the drawing, the 6 coach SLT has 2 'multifunctional rooms' (meant for bikes and wheelchairs), has lots of doors and wide gangways (1 in the driving cars, 2 in the intermediate cars) and has some folding seats. A toilet is not present.

With one less multifunctional area and less vestibules it might be possible that the Coradia Liner will be much more spacious than an SLT. Is it known how the interior of the Liner will be laid out?
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Old December 6th, 2013, 12:51 AM   #742
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I guess the interior layout will be quite similar to other Coradia Continental trains such as DB series 440 (which is quite annoying to ride as there's way too less space for luggage).
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Old December 23rd, 2013, 12:26 AM   #743
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Narbonne-Perpignan-Cerbčre/Portbou line.
Cerbčre station.

Quote:
Originally Posted by carlesnuc View Post
(translation into English: 437.001)

I hadn´t been to Cerbčre in years, and I found it rather "dead" during the two hours that I was there.
I only saw the departure of a TER bound for Avignon-Centre and the arrival of a TER coming from the same city that took me back to Portbou.
There were police border controls both at Cerbčre and Portbou.
I saw many passengers travelling to the border stations but only 5 or 6 crossing it.

Façade from the street:







Station hall:





Underpass to get to the platforms:







Pannel:





Tracks and platforms looking towards Perpignan:







The tracks next to the sea need a herbicide train:





Tracks looking towards Portbou and Balitres tunnel (the French/Spanish border´s inside the tunnel):







Rail yards, with a variety of rolling stock:









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Old December 23rd, 2013, 12:32 AM   #744
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Narbonne-Perpignan-Cerbčre/Portbou line.
Cerbčre station.

Quote:
Originally Posted by carlesnuc View Post
(translation into English by 437.001)

Looking towards Portbou:













Looking towards Perpignan:



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Old December 23rd, 2013, 12:35 AM   #745
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Narbonne-Perpignan-Cerbčre/Portbou line.
Cerbčre station.

Trains:

Quote:
Originally Posted by carlesnuc View Post














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Old December 23rd, 2013, 01:01 PM   #746
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HeyHo,

I remebered that Thello wanted to start 3 daily trains Nice - Milano this december. What happened to them? I don't see them anywhere. Is that project gotten cancelled again?

I hope they come soon!
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Old December 23rd, 2013, 09:49 PM   #747
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On December 15 2013, opened the new branch line Avignon Centre-Avignon TGV, only for classic rail.
It has TER services for Marseille via Cavaillon, and also TER shuttles between Avignon-TGV and Avignon-Centre stations.

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Old December 23rd, 2013, 10:06 PM   #748
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On December 17 2013, the section between Toulouse Matabiau and Saint Sulpice (Tarn) has been double-tracked (excepting the tunnels, which remain single-track).

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Old December 25th, 2013, 06:12 PM   #749
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Narbonne-Perpignan-Cerbčre/Portbou line.
Salses station.


The AVE 09731 Marseille St Charles-Madrid Atocha running through the station, with a delay of 2h30min due to a person accident at Port-la-Nouvelle station, two stations away towards Narbonne.

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Old January 5th, 2014, 11:49 PM   #750
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Narbonne-Perpignan-Cerbčre/Portbou line.
Between Leucate-La Franqui and Port-la-Nouvelle stations.

A regional TER train, served by a composition of Corail cars pulled by loco BB 7217, and probably bound for Narbonne or Avignon-Centre:

Quote:
Originally Posted by aarongilp View Post
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Old January 11th, 2014, 03:24 PM   #751
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Today:

Quote:
http://www.railwaygazette.com/news/i...erailment.html

Loose bolts to blame for Brétigny derailment
10 Jan 2014







FRANCE: On January 10 land transport accident investigation bureau BEA-TT published its interim report on the derailment which had taken place on July 12 2013 at Brétigny-sur-Orge. The last four cars of an SNCF Paris - Limoges inter-city service had left the track when entering the station from the north, killing seven people and injuring a further 32.

BEA-TT says that the derailment was caused by a fishplate obstructing the flangeway of an oblique crossing forming part of a double slip. Under the weight of the train travelling at 137 km/h, the fishplate had pivoted around the first of four bolts meant to hold it in place, the three others having come loose.

The most likely cause of the bolts coming loose, says BEA-TT, were stresses caused by cracking in the cast steel crossing. This had caused the head of the third bolt to break off and the others to fail, one becoming unscrewed and the heads of the other two also sheering off.

BEA-TT makes three recommendations to SNCF which undertakes maintenance on behalf of infrastructure manager RFF. The first is that overall expertise in bolted track joints should be improved, including technical specifications and the quality of components, and that specifications for tightening bolts should be observed during installation and maintenance.

Secondly, regulations specifying measures to be taken when defects are detected should be clarified and reinforced, setting out the maximum timescale allowed for repairs to be undertaken. The final recommendation says that switches and crossings requiring a higher level of maintenance or early renewal should be identified, and that such requirements are considered in 'reliable and auditable' manner when managing maintenance activities.

In a joint statement, SNCF and RFF said that the recommendations of the report would be fully implemented, without waiting for the ongoing judicial investigation into the Brétigny accident to reach its conclusion. The recommendations would enable the safety of the railway system to be improved, they said.
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Old January 21st, 2014, 01:31 PM   #752
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Railjournal.com: French run europes longest freight train
Globalrailnews: Europe begins testing 1.5km trains

A longer train is more efficient, we all know that from the monster trains that run around in north America. However, I do expect these longer trains will receive a lot of comments once they start running regularly and block level crossings for several minutes.
Just for the record: People along several railways in the Netherlands have already started complaining about 'normal length' freight trains. Research revealed that while their numbers have not increased, their lengths have.
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Old January 21st, 2014, 06:33 PM   #753
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I guess that the length of freight trains should depend on the nunber of level crossings to be found on a given line?
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Old January 21st, 2014, 07:38 PM   #754
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Quote:
Originally Posted by 437.001 View Post

I guess that the length of freight trains should depend on the nunber of level crossings to be found on a given line?
Why?
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Old January 21st, 2014, 09:05 PM   #755
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Quote:
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Why?
That´s exactly what I´m asking myself.
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Old January 21st, 2014, 09:52 PM   #756
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Quote:
Originally Posted by M-NL View Post

However, I do expect these longer trains will receive a lot of comments once they start running regularly and block level crossings for several minutes.

Despite the understandable PR surrounding this European 'long train' test and the other ones between Padborg and Hamburg and across Switzerland a few years ago, the reality is that very few trains of this length will be running in Europe and the operation of them will be limited to a tiny handful of route sections.

Over the coming years much more time, effort and money will be spent trying to make more of the European network fit for standard train lengths of 700-800 metres, where such lengths are not yet possible.

And another aim for intermodal services will be to ensure that 4m-high trailers can be carried on standard piggyback wagons (as oppose to just the Modalohr designs which are a slightly lower in height, which means in France only these are usable for 4m-high trailers).
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Old January 22nd, 2014, 09:42 AM   #757
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To many European countries, such as France, still have a lot of lines built to the rather small UIC505-1 or slightly bigger loading gauge, whereas other countries such as the Netherlands use a profile that exceeds GC.
As large as some loading gauges may be, freight trains not uncommonly travel between countries, so most European freight cars meant for international use are built to the smallest gauge.
Another issue is the limited strength and laboriousness of the hook and chain couplers. They should have been replaced with couplers like the C-Akv long ago. However despite all the research showing a break even within a few years no action to switch anytime soon is undertaken.
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Old January 23rd, 2014, 01:13 PM   #758
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Quote:
Originally Posted by M-NL View Post
Another issue is the limited strength and laboriousness of the hook and chain couplers. They should have been replaced with couplers like the C-Akv long ago. However despite all the research showing a break even within a few years no action to switch anytime soon is undertaken.
The hook and chain coupler has a few advantages as well. Given that changing the consist of trains is getting less and less common I wonder whether an automatic coupling is really needed.
The future of freight in Europe is mostly inter modal block trains of more or less fixed consists between logistic nodes. For those types of trains the C-Akv doesn't add a lot of value. (If it would, the freight companies would be pushing for it's acceptance).
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Old January 23rd, 2014, 01:14 PM   #759
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Quote:
Originally Posted by TedStriker View Post
Despite the understandable PR surrounding this European 'long train' test and the other ones between Padborg and Hamburg and across Switzerland a few years ago, the reality is that very few trains of this length will be running in Europe and the operation of them will be limited to a tiny handful of route sections.
And there isn't even a need for very long, American style, freight trains in Europe... We have ships for that.
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Old January 23rd, 2014, 01:46 PM   #760
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Quote:
Originally Posted by K_ View Post
And there isn't even a need for very long, American style, freight trains in Europe... We have ships for that.
Your first bit makes sense, but the ship reference doesn't.

The reason why there's not the pressure to run North American-style freight train lengths has more to do with Europe's smaller geography and the fact that the European rail system is for the most part a mixed traffic system.

In Europe what's more important is freight train regulation, the use of passing loops and marshalling yards, as well the running of trains more frequently along certain corridors.

The line that runs along the right side of the Rhine beautifully illustrates how Europe's rail system can carry a tremendous amount of cargo without train lengths exceeding 800 metres.

Many of these are intermodal services that are increasing in number all the time.

In the case of wagonload traffic in particular, DB Schenker, for example, is already showing with the 'Netzwerkbahn' principle how the main marshalling yards of the continent can be connected with frequent services, as oppose to infrequent services that are more typical of North America.
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