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Old April 1st, 2009, 06:26 PM   #81
E.L. SLOVENIA
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S mazut wagon (black strip on front and back side): Zaes - z , but this one has now new function for oil transport (red strip).


@igor72

Model:



Renovated H wagon for boxes, etc. - Gbs - z:



Identical S model:

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Old April 22nd, 2009, 06:11 PM   #82
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One new unfinished S Taurus in Simens factory, Linz (two have been ordered). Note that it has also Italian numbers on the right, so interoperability problem is solved.


@363.007

This also means the end of 362 series:




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Old July 23rd, 2009, 12:01 AM   #83
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I have a question: last week I saw a train called the "Optima Express" passing by Lesce/Bled train station. Does anyone know where this train starts and where it terminates?
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Old July 23rd, 2009, 10:16 AM   #84
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does anyone know if SZ is in any talks with Polish PESA regarding EMU purchses? They were interested in ATRs on their way to Italy...

And abonus news piece:


The last electric locomotive type 362 retired

On the 14th of July, the last electric locomotive type 362 (362-027) arrived to Ljubljana. From there it was transported to the Slovenian Museum of Railways.

The 362 type locomotives were bought between the year 1960 and 1970 by the former Yugoslavian railways from the Italian company Ansaldo. 362-027 locomotive started operating in March 1964. Since then it covered a distance of 4 million kilometers.

- The locomotive 362 is very important from the historical perspective. It is one of the first electric locomotives, which were designed and specially modified for Slovenian routes in the early sixties - Jurij Komel from the Museum of Railways said.
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Old July 23rd, 2009, 10:29 PM   #85
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Quote:
Originally Posted by Timon91 View Post
I have a question: last week I saw a train called the "Optima Express" passing by Lesce/Bled train station. Does anyone know where this train starts and where it terminates?
this is agency train. i runs daily between Turkey and Greece and Austria (precisely, routes Edirne/Thessaloniki - Villach). it is consisted of DB (although GySEV's were also seen) closed cars for road cars and BD passenger cars, couchette cars and restaurant (although there can be also M or H cars). it has no stops.
here is an interesting photo of Optima - in Croatia between Sunja and Novska. it is an alternative route because main route was closed because of accident, so Optima was simply coupled to another freight train. here H and BD passenger cars can be seen.
http://img380.imageshack.us/img380/4350/dsc00142zl8.jpg

hjere it is going out from Zagreb with BD cars
http://i40.************/14skx6o.jpg
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Old July 25th, 2009, 02:59 PM   #86
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Quote:
Originally Posted by rmcee View Post
does anyone know if SZ is in any talks with Polish PESA regarding EMU purchses? They were interested in ATRs on their way to Italy...
I don't know. ART 220 presentation was in Ljubljana in March 2009. S has in first plan to buy new EMUs.











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Old July 25th, 2009, 03:57 PM   #87
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Quote:
Originally Posted by x-type View Post
this is agency train. i runs daily between Turkey and Greece and Austria (precisely, routes Edirne/Thessaloniki - Villach). it is consisted of DB (although GySEV's were also seen) closed cars for road cars and BD passenger cars, couchette cars and restaurant (although there can be also M or H cars). it has no stops.
here is an interesting photo of Optima - in Croatia between Sunja and Novska. it is an alternative route because main route was closed because of accident, so Optima was simply coupled to another freight train. here H and BD passenger cars can be seen.
http://img380.imageshack.us/img380/4350/dsc00142zl8.jpg

hjere it is going out from Zagreb with BD cars
http://i40.************/14skx6o.jpg
Thanks What is an agency train, btw? And it's quite weird that it doesn't stop between Thessaloniki/Edirne and Villach.
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Old July 26th, 2009, 12:54 PM   #88
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Quote:
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Thanks What is an agency train, btw? And it's quite weird that it doesn't stop between Thessaloniki/Edirne and Villach.
agency train - there is an agency which hires train and you can buy ticket only via that agency. so that train is not invented by any of national railway operators, buty by that agency which thought that could be profitable route. and it is because train is mostly full of gastarbeiters who are traveling from Greece and Turkey to the west, and make large part of trip by train. that's also why train isn't stopping nowhere. i'm not sure if you could also buy a ticket for that train without a car - probably not.
and VIllach is kinda strategic point because from Villach all gastarbeiters can easily spread in direction which they need (Germany, Austria, Switzerland...)
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Old July 27th, 2009, 09:30 AM   #89
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Ok, thanks. I understand now
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Old September 29th, 2009, 08:41 PM   #90
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S has ordered 12 more 541 series... 9 had already came to Slovenia, now we have 29 Taurus.



Some have interesting commrecials...


@363 http://www.vlaki.info/forum/posting....te&f=2&p=82792

Ljubljana:

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Old September 29th, 2009, 08:50 PM   #91
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Also works on many sections are ongoing...

Remont on sectino Grosuplje - Kočevje cca. 20 km in 2009:

As you can see railway is quite curvy, so max. speed limits will be between 60 - 100 km/h on some sections.






















@dirigent, igor72 http://www.vlaki.info/forum/viewtopic.php?f=33&t=3063
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Old October 3rd, 2009, 04:31 PM   #92
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I spent a week travelling through on Slovenian railways and had some of the best views I have ever seen in the whole of eastern europe! love the pictures here, brings back memories!
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Old October 5th, 2009, 12:38 AM   #93
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Are there plans to converte 3kV DC to 25kV AC?

25kV DC is optimal for main railways. DC is good for short distances, a lot of trains and low power. Now, Slovenia have a lot of 3 system locomotives.
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Old October 5th, 2009, 11:18 PM   #94
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Quote:
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Are there plans to converte 3kV DC to 25kV AC?

25kV DC is optimal for main railways. DC is good for short distances, a lot of trains and low power. Now, Slovenia have a lot of 3 system locomotives.
why do you think so? there are more 1,5 and 3 kV railroads in Europe than 15 and 25!
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Old October 6th, 2009, 01:59 AM   #95
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Russians railways are also most 3kV DC, but not because it is the most economical sistem, that is because old locomotive technologies better supports DC systems. AC technology was developed most 1950-1970. Any railway with low electrification in those years and years after get new system 25kV (Yugoslavia, Turkey, Bulgaria, Romania, Hungary...China...).

Better properties are 2-3 times lessen Cu for electrifacation(the most expensive components), lessen heavy and more powerfull locomotives, better using power from electric system. Reelictrification is expensive, and that is the reason for saving DC system on old railways, but new high speed railways in Italy and Spain are 25kV AC. Only one neighbour country of Slovenia is DC, and country with lessen interes for international transport. In future open railways and EU without borders, railways are lessen concurent with more expensive 3 system locomotives, or changing locomotives on borders.

Coridors of the most interes in Slovenia are Jasenice - Dobova and Hungarian border - Koper.
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Old October 7th, 2009, 11:34 PM   #96
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Quote:
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why do you think so? there are more 1,5 and 3 kV railroads in Europe than 15 and 25!
This is for historical reasons. Efficient electrification using AC 50 Hz is only
technically feasable since the sixties, more or less. Look at electrification
operations made after that, and you will see that only networks that already
had lots of DC or AC 16Hz2/3 continued to invest in this technology. All
networks that had little or no electrification before 1960 went to 25kV50Hz.
This is technically the most efficient system, but once you have started
with another technology, you were more or less stuck with it : it certainly
is not financially affordable to change an already electrified network from one
system to another (the dutch had such a plan but it was withdrawn because
of the costs) and until very recently, multi-system locomotives were to
expensive to buy and operate. Now of course it is an totally different
situation.

And the debate around the 15 kV 16Hz2/3 is an entirely different story. This
techology is old (at least as old as 3 kV DC) and its justification - if there is
one - is purely economical. But the fact is, you need to produce and
distribute your own electrical energy, as it is only since a few years that we
have the technology to change the frequency of an alternate current in an
economically effective way. Whether this method is more or less expensive
than buying grid power, rectify it, and use it at 1.5 or 3 kV DC remains to be
proven - in fact there are "demonstrations" for both. But once you have your
own power production and distribution plant, your interest is to use it as much
as possible, so again, once you have started in this direction, you're stuck
with it. But nobody in his right mind would start with this technology today.
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Old October 9th, 2009, 12:19 AM   #97
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For example Slovakia is going to convert its 3 kV DC lines into 25 kV 50 Hz AC.
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Old October 9th, 2009, 12:38 AM   #98
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Quote:
Originally Posted by Qwert View Post
For example Slovakia is going to convert its 3 kV DC lines into 25 kV 50 Hz AC.
Nice. However this will take a lot of time and finances, because you must completely rebuild catenary and all supporting electrical systems and, of course, locomotives and EMUs. This was planned for Slovenia long ago, but probably it won't happen, especially in times of multi-system locomotives, which are more expensive than one-system locomotives, but still much cheaper than changing whole electrical system.
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Old October 9th, 2009, 12:16 PM   #99
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Slovenia: Strike warning in Slovenian Railways
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Old October 9th, 2009, 01:00 PM   #100
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Quote:
Originally Posted by Qwert View Post
For example Slovakia is going to convert its 3 kV DC lines into 25 kV 50 Hz AC.
How many km of track to convert ? This will be an extremely expensive operation. They will have to :

- Rebuild most bridges : the 25 kV catenary takes more space than the 3 kV
one because of the insulation distances ;
- Rebuild the catenay itself : only the masts can be re-used
- Rebuild all sub-stations, and above all, make sure that the power grid can
feed it properly : DC current can be "fabricated" from a symmetrical input of
3-phase power, but an AC catenary can only be fed by one phase of the
power grid, creating a severe unbalance that only very strong grids can
accept. Will it be the case in Slovakia ? Even the french one had problems
when the TGV substations started working in 1980...
- Rebuild most of the signalling system because the track circuits used with
3 kV will NOT work with AC electrification.

As I said above, Belgium and France have already considered that option and
both withdrew because of the sheer costs. I doubt very much that Slovakia
will be able to bear them, unless there are only a few hundredth km to convert. So I'll believe it when I'll see it.
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