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Old July 8th, 2017, 09:11 AM   #1141
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Regarding the Montpellier LGV, it will open on December 11, 2017. It is the train station itself that will open in 2018.

The info in French.
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Old July 9th, 2017, 06:49 AM   #1142
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Quote:
Originally Posted by SSCreader View Post
Regarding the Montpellier LGV, it will open on December 11, 2017. It is the train station itself that will open in 2018.

The info in French.
To be clear, the Nimes-Montpellier LGV will open in December 2017, but no passenger train will use it, only freight trains will, as the station won't open and no passenger train skips Montpellier (I could only think about a hypothetical non-stop TGV Barcelona-Paris skipping it, and even that is a bit far-fetched).

Which is as good as saying that it will "open" on July 2018.
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Old July 13th, 2017, 01:57 PM   #1143
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I wanted to recommend my friends in Tours to go to Lyon for a certain event, and I was a bit shocked to learn that the direct intercity train takes longer (5h10) than the car (4h40).
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Old July 13th, 2017, 03:44 PM   #1144
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From Saint-Pierre-des-Corps (just outside Tours), there is a direct TGV that goes in Lyon (through Massy TGV) in less than 3 hours.
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Old July 13th, 2017, 03:57 PM   #1145
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^ thanks, that is useful to know. The prices are cheap too, seemingly.

The question remains why is that Intercité train so very slow... Maybe long stops in many stations.
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Old July 13th, 2017, 06:10 PM   #1146
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France
commuter Lille-Lesquin (7min)
Last Bombardier rolling stock:











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Old July 23rd, 2017, 03:46 PM   #1147
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The locomotive cemetery in Sotteville, a suburb of Rouen:









https://twitter.com/switchi93/status/887639201122070528
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Old July 23rd, 2017, 05:12 PM   #1148
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I'm surprised that SNCF hasn't tried selling some of these locomotives to other European operators, such as those in East Europe, via the same kind of process that has led some of former-UK electric locomotives to be operational in Hungary, for example.

A scene like this just looks like an avoidable waste rather than an inevitable consequence of a reduction in locomotive demand on the French network.
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Old July 23rd, 2017, 05:27 PM   #1149
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^ in 2015 (the date of an article I read) about 40 (10%) of these locomotives were in good state but SNCF refuses to sell them. They supposedly claim it's because of an EU directive on environment. The cost of updating them would be too high, so as they become obsolete, usable spares are extracted.

http://normandinamik.cci.fr/212315-a...tes-des-epaves
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Old July 23rd, 2017, 05:45 PM   #1150
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Thanks.

What SNCF says seems weird.

Surely locomotives of the same age from other areas of Europe also make use of asbestos?

And, surely locomotives of the same age from other areas will have also had to have the same amount of repair work?

I think this subject needs some more research.
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Old July 23rd, 2017, 07:45 PM   #1151
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In the past, there are well known historic operators that refused to sell old rolling stock, because that would make cheap equipment for competitors. I suspect we have the same here. Private operators already made a serious dent into SNCF's freight traffic, they don't want to make that worse by putting on the market perfectly good locomotives, already certified, for 10% price of a new one. They might even try to protect themselves against the opening of the passenger network that will happen in a not so distant future now. A company similar to Regiojet would be perfectly happy to start competing with SNCF on the medium distance market with second hand RIC cars and ex SNCF locos.
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Old October 17th, 2017, 12:28 PM   #1152
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Orient Express is coming back. Accorhotels have bought a 50% stake. The actual train will be running mainly for private events, probably, while the biggest deal is Accor aquiring this particular branding for its new set of luxury hotels that it wants to develop. *

https://www.lesechos.fr/industrie-se...#xtor=CS1-3046
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Old October 18th, 2017, 10:54 PM   #1153
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Quote:
Originally Posted by alexandru.mircea View Post
Orient Express is coming back. -
Non, it doesn't!



Here is the Orient Express, the true one:

Paris-Vienna-Belgrade-Istanbul/Constantinople.
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Old October 19th, 2017, 07:42 PM   #1154
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Quote:
Originally Posted by parcdesprinces View Post
Non, it doesn't!



Here is the Orient Express, the true one:

Paris-Vienna-Belgrade-Istanbul/Constantinople.
Actually Paris-Vienna-Bucharest-Istanbul/Constantinople:


Source: Wikipedia
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Old October 20th, 2017, 03:33 AM   #1155
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Indeed! My bad!

(anyway, the article posted above by Alexandru is about the Venice-Simplon-Orient-Express...which is a seasonal and luxury service, so nothing to do with the original and true Orient Express (i.e. the former Paris <-> Istanbul/Constantinople direct and regular service)).

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Old October 20th, 2017, 11:04 AM   #1156
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Quote:
Originally Posted by parcdesprinces View Post
Indeed! My bad!

(anyway, the article posted above by Alexandru is about the Venice-Simplon-Orient-Express...which is a seasonal and luxury service, so nothing to do with the original and true Orient Express (i.e. the former Paris <-> Istanbul/Constantinople direct and regular service)).
I believe the agreement with Accor is regarding the original and true Orient Express.

The Venice-Simplon-Orient-Express is currently running (although not only along the old route, but also through Vienna and Bucharest to Istanbul) and is owned by a British company called Belmond Ltd.
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Old October 20th, 2017, 04:11 PM   #1157
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Quote:
Originally Posted by EduardSA View Post
I believe the agreement with Accor is regarding the original and true Orient Express.
Ah, OK! Great news if that's the case .
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Old November 23rd, 2017, 08:05 PM   #1158
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According to Arafer (Autorité de Régulation des Activités Ferroviaires), the modal split went from 7.1% in 1995 to 10% in 2011; since then it has gone down in favor of the car, the coach and the plane. Even so (9.9% in 2015) it is superior to other European countries such as the United Kingdom (8.5%), Germany (8.3%), the European average (7.6%), Spain (6.6%) ) and Italy (6.2%).


On the other hand, 80% of trains circulate through 27% of the network, while 31% of the network is used by only 1% of passenger trains. Most of the trains (85%) are for Passengers.


When talking about mobility is usually done with figures of Passengers, when the really illustrative are the Passengers.km, since they also take into account the distance traveled.


The traffic measured in Passengers.km has decreased by 1% in 2016 while it has increased in the other modes: + 17% in interurban coach, + 3.8% in airplane and + 2.7% in automobile. In international trains it has dropped (logical) by 7.8%, in Intercités (Long Distance) by 6.5% and in TER (Regional) by 2.8%; while it has risen in Transilien (Île-de-France, Great París conmuter, + 3.8%) and has remained stable in domestic TGV (+ 0.1%) despite a drop in the offer of 4.1 %.
Total traffic (including merchandise) has dropped by 6%. Due to strikes and others, an average of 229 (3.4%) of the 6,969 daily commuter trains outside the Transilien have been deprogrammed and 117 (1.8%) have been abolished at the last moment. Of the 299,000 TGV trains scheduled in 2016 (821 per day), 3,800 were deprogrammed (2.3%). An average of 11% of the trains (without Transilien) arrived at their destination with a delay of at least 6 minutes: 18.8% of Intercités trains, 15.9% in TGV and 10.2% in TER.


Operators entered € 13,369 M (excluding VAT) in 2015, 38% (5,100) came from the public treasury: 3,000 for TER trains, 1,700 for Transilien, 300 for Intercités and 100 M for TGV. 31% of this revenue (€ 4,150 million) went to SNCF Réseau (infrastructure manager) and Gares & Connexions (stations) for access fees. SNCF Mobilités has paid 1,700 M € of fees for domestic TGV, 38% of its revenues (4,346), while only paid 26% in Intercités and TER. An average of 6.3 € cents per Passenger.km.

The public treasury have contributed a third of the Intercités revenues, the regions paid 75% of TER revenues, and 70% for the Transilien (it was 62% in 2015 but the possibility of using the Navigo pass in Transilien since September 1 caused an annual fall of 21% of revenues and a 12.6% increase in public contribution). The public treasury paid an average of € 18 cents for each Passenger.km (13 in Île-de-France and 23 in the rest).


The total cost in TER and Transilien per Passenger and km was € 29.8 cents (excluding VAT): 6.5 paid by the passenger and 23.3 for the region (17.7 to SNCF Mobilités for transport and 5,6 to SNCF Réseau by the access fees).
Revenues from transport tickets of domestic TGVs (including Ouigo, iDTGV) were 9.6 cents (excluding VAT) per Passenger and km (-2.4% over 2015); the free tickets in the TGV were 5% of the total in 2016 (!!!). The revenues of the TER and Intercités were 7.8 cents of € (without VAT) per Passenger and km (-3.2% over 2015), with large differences between subscribers (4.1 cents) and non-subscribers (10,7). 8.5 € cents in Intercités and 7.5 € in TER.
The average route in TGV trains was 496 km, 255 in Intercités, 81 km in TER and 17 in Transilien.
The rate of use of the TERs was between 15% and 31% depending on the region, with an average of 25.4% (in Spain, 32.8% for the OSPs), the Transilien rate was 27.8% (33.8% in Cercanías Renfe), that of Intercités was 42.0% (59.87% for Renfe LD) and that of TGVs 66.8% (73.5% in AVE).

Comparison with revenues in other railways in the world:
If we divide the income by transport tickets between the passengers, we will have what the operators charge each passenger for each km traveled. The data are expressed in cents of € per km and are from the year 2016.

Spain (2015):
10,1 AVE LD
07,6 LD conventional
10,0 Avant (Regional HS)
06,9 MD conventional
06,1 Conmuter

España (2016):
09,5 Commercial services
06,6 OSP (paid by travelers, subsidies are not included)
12,1 OSP (counting the 604,170 M € contributed in 2016 includes OSP, agreements and Catalonia)

Alemania:
10,5 LD (includes ICE and others)
21,2 DB Regional and Conmuter

Francia:
09,6 TGV domésticos (incluyendo Ouigo y billetes gratuitos, que fueron un 5% del total en 2016) (-2,4% sobre 2015)
07,8 TER e Intercités (-3,2% sobre 2015)

Italia:
07,4 Italo (AV de la privada NTV)
25,2 Frecce (Servicios Comerciales de Trenitalia, también incluye LD convencional)

USA:
54,0 Acela (Amtrak HS in the Northeast Corridor). Revenue from transport tickets covered 94% of Amtrak's operating cost in 2016.

Shinkansen:
20,5 JR Kyushu
15,7 JR West
17,4 JR Central
19,1 JR East (It includes Mini-Shinkansen: 130 km/h)

Sources: own elaboration from annual report of the operators
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