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Old June 1st, 2009, 08:16 PM   #41
RawLee
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There is a "ring" in the city(well,half,buda is an obvious impossibility). Low capacity?

Trains(I assume you mean IC trains) stop 3 times in the city in order to provide better service to people...do you really want to go all the way to downtown,if you could get off earlier?

Too much trains? I would think thats a good thing on a railroad...

Freight trains dont really travel during daytime,and they dont enter the inner network for sure.

The tunnel would cost a hell lot of money,much more than an entire metro,which we dont have,and dont really need,if you know the system. There is an existing alternative,which is gaining recognition among the leaders of MÁV.

Across the Danube are 1 track at Komárom/Komárno,1 track at north Pest,2 at south Pest and 1 at Baja down south.

Actually all trains that would travel through the city could use Kelenföld station. Why it wasnt used as such? Because it didnt had proper public transport,which will change with metro M4. There are already 5 direct pair of trains from Pécs to Miskolc.
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Old June 1st, 2009, 11:55 PM   #42
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International train Belgrade - Budapest - Wien, day 31.10.2008. on distance of 2-3 km before Keleti stops 3 times from traffic reasons. When I came back from Kiev 14.11.2008., olso stop 2-3 times when entered Keleti(then I vas tired and don`t remember number of stoping). I have enough knowledge to make a simulation of operations in stations like this, making late etc. For Station like this are best EMU or DMU trains, and remove as much as posible tehnical operations out of enter of the station.

Investions are expensive, and if someone is not prepared, it is better to don`t invest. That was my question: are there some plans for new railroad conections at the Budapest network?

There are many countries which make timetables like that, to put freight trains at late night hours, but that is bad solution. Freight make profit, and make railways live. Railroads have limits of capacity by number of trains. When limits of capacity are closer and closer, probability of on time service go down. To save capacity there are solutions like, recominding trains to other directions, make havier trains, make timetable with lessen changing of category between before-after trains but, for example, third solution is oposite to task of standard frequency of urban and interurban trains. When are puted together with freight, there are problems. By first solution, question is: is the interes of Hungary to take freight trains out of Budapest, and out of Hungary? Now, Russia, Slovakia, Austria, Ukraina make broad guage rail link from Chop to Wien across hilly Slovakia. Why not across flat Hungary? Reason is maybe same why there is modrnization of IV coridor like ring rail across the Serbia: Serbian Railways have no power to do something alone, and state and polititions don`t care about devalopment and infrastructure.

Examples of ring railroads:
http://www.bueker.net/trainspotting/...erlin-area.gif
http://www.bueker.net/trainspotting/...ilano-area.gif
http://www.bueker.net/trainspotting/...adrid-area.gif
and some half rings:
http://www.bueker.net/trainspotting/...ad/beograd.gif
http://www.bueker.net/trainspotting/...sofia-area.gif
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Old June 2nd, 2009, 01:10 AM   #43
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As you can see,there are,in fact,2 rings. And there is a connection between east and west. To be exact,there's no passanger traffic on the outer ring...

Why would we want to take out freight traffic? We want more freight traffic,that brings in money. Passanger trains have to be subsidized,while freight trains even bring profit!
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Old June 2nd, 2009, 10:59 AM   #44
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After a bit of sleeping,I've realized that you were stopped for "traffic reasons" if your train was late. Then you cant expect a train to stop for you,and drop their timetable, so that you can go. Internation trains are usually late,BTW.
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Old June 2nd, 2009, 02:36 PM   #45
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Is anyone aware of the any political progress in the Paris – Strasbourg - Stuttgart - Munich - Salzburg - Vienna - Budapest HS project?

BTW - new issue of Railway Market - CEE Review will be out soon! Details here www.railwaymarket.eu
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Old June 2nd, 2009, 03:09 PM   #46
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Budapest-Bucharest is more advanced...well,better description would be the TGV-Est=0,Hu-Ro=1,on a 1000 scale.
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Old June 2nd, 2009, 03:32 PM   #47
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Quote:
Originally Posted by rmcee View Post
Is anyone aware of the any political progress in the Paris – Strasbourg - Stuttgart - Munich - Salzburg - Vienna - Budapest HS project?

BTW - new issue of Railway Market - CEE Review will be out soon! Details here www.railwaymarket.eu

the germans and the austrians are not building a dedicated line, not to mention anyone else east of them

there will be a 250kph link from Strassbourg to Ulm, then pretty much nothing until Linz, then 200-250 kph from Linz to Vienna


for an intercontinental line to make sense, it should be at least 360 kph, but ill probably die before that happens
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Old June 2nd, 2009, 06:00 PM   #48
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Mezőtúr-Gyomaendrőd
http://www.nif.hu/multimedia/gallery/805





Pilis station
http://www.nif.hu/multimedia/gallery/806





Ukk-Boba
http://www.nif.hu/multimedia/gallery/807

Bagod-Zalaegerszeg
http://www.nif.hu/multimedia/gallery/803

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Old June 3rd, 2009, 10:15 AM   #49
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fantastic, very informative and great pictures. I love the look of the old soviet era trains, pity they will be replaced by modern looking but cleaner newer alternatives.
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Old June 9th, 2009, 11:34 AM   #50
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Gallery about the works on line 120(Szajol-Békéscsaba-Ro):

Gyomaendrőd






Nagylapos


Mezőtúr


Szajol

(iho.hu)
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Old June 9th, 2009, 04:11 PM   #51
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Romania, Hungary: Grampet to purchase MAV Debrecen

Grampet, the group of railway companies controlled by a businessman Gruia Stoica, plans to acquire MAV Debrecen, the Hungarian rail car manufacturer.

According to Romanian media citing the future contract's terms, Grampet is going to invest a certain amount of money in the next 5 years and to employ more people. Currently MAV Debrecen has approx. 400 workers. The sum, for which the company will be sold is not yet known, however, according to experts, it is worth several million euros.

The representatives of MAV said, that they will not comment on the contract until it is signed.
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Old June 9th, 2009, 04:38 PM   #52
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Actually,all maintenance depots MÁV has(or had) does manufacturing too. The one in Debrecen is only one of many.
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Old June 9th, 2009, 04:42 PM   #53
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the interesting factor is that it seems Romania's IRS and Grampet compete to dominate wagon production in Europe. Tatravagonka's there too. The industry is struggling, IRS is 2300 letting people go. But the crisis will one day be over.
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Old June 18th, 2009, 01:37 PM   #54
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Here are some pics/news from the close past:

MÁV Cargo bought a some new freight carriages from the Miskolc maintenance facility:




(iho.hu)


MÁV Cargo will also get 10 new Tauruses from Rail Cargo Austria,its owner:




(iho.hu)


Some(many) pics about the reconstruction of line 30a(Budapest-Székesfehérvár)

Martonvásár


Gárdony





(iho.hu)

Martonvásár


Gárdony





(iho.hu)
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Old June 19th, 2009, 11:54 AM   #55
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A new gallery about the 30a line's reconstruction:

http://87.229.73.180/~ihohu/index.ph...vasut&Itemid=3

and a gallery about the new "nerv center" at Szeged




(iho.hu)
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Old June 19th, 2009, 10:02 PM   #56
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Quote:
Originally Posted by gramercy View Post
the germans and the austrians are not building a dedicated line, not to mention anyone else east of them

there will be a 250kph link from Strassbourg to Ulm, then pretty much nothing until Linz, then 200-250 kph from Linz to Vienna


for an intercontinental line to make sense, it should be at least 360 kph, but ill probably die before that happens
Why?
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Old June 19th, 2009, 10:04 PM   #57
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why what
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Old June 19th, 2009, 10:11 PM   #58
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Why wouldn't the Germans and the Austrians built a dedicated HSL all the way to Budapest?
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Old June 19th, 2009, 10:20 PM   #59
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Quote:
Originally Posted by LtBk View Post
Why wouldn't the Germans and the Austrians built a dedicated HSL all the way to Budapest?
I'm sure they have many ways to justify it, but only the french and the spanish have the balls to take HSR to where it should be.

They mostly cite costs and the lack of passengers.

However, I think they are shorsighted, since they themselves will "only" have 250 kph as opposed to the easily achievable 360 kph


A link between Paris-Budapest would be ~1400 km. At an average speed of 320 kph, it would take ~4.5 hrs. At an average speed of 200 kph, it would take 7 hrs.
However, the magistrale für europa projekt is counting with a 10 hr connection and a transfer from TGV to Railjet at München


As for the hungarian network, it is in such a bad condition right now that every penny should go for the normal network for the forseeable future
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Old June 22nd, 2009, 11:07 AM   #60
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Quote:
Originally Posted by gramercy View Post
As for the hungarian network, it is in such a bad condition right now that every penny should go for the normal network for the forseeable future
That's exactly the case.

The positive point is that - contrary to Polish HS plans - the project is international.

With the CEE networks so neglected there should be a basis of international cooperation of CEE railways to reestablish well operating connections. Now they are lacking.
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