Re: Eurostar's move to St Pancras a success after all


Tom Barry schrieb:


Incidentally, why is is that the Germans aren't doing much in the way of
high-speed rail linking externally?

They paid 10 million for each ICE 3M to make it France-compatible, spent
on important features like the doorstep foldout sequence.



LGV Nord and Est are both clearly
intended as international routes and all three Belgian lines are, but
the Germans haven't got equivalents out to Belgium, Holland or
Switzerland yet.

Do you think, that the 250 km/h upgrade from Cologne to Düren has been
built for the honourable citizens of Düren, or that the big hole under
the Idsteiner Klotz is being digged for better connecting the honourable
citizens of Lörrach?

Regarding the Netherlands, yes, certainly: As long as it is all 140 km/h
on the other side of the border, more than 160 km/h does not make sense,
due to the high costs above that figure.



Presumably the multiplicity of big metropolitan areas
dictates a domestic first policy for HSL.

The costs of HSL are much easier to justify, if you have both a speed
/and/ a capacity problem.

But the main differences between France and Germany are:

1) France has a major growth rate in TGV traffic, but losses in
passenger traffic on the old network. Germany has seen major losses
in passenger traffic, when the (rather slow) IR trains were
abandonded, growth in ICE traffic is small, but growth in regional
rail is much higher.

2) France has lost a major amount of railfreight, Germany has an
increase of 6-7% in railfreight every year.

As a result of this very different situation, the consent in Germany is,
that public funds should go into the old network in first place, where
the growing parts of railroad traffic are operating: Regional rail and
freight.


Hans-Joachim


--
Railbuses of the 60s still going strong in daily traffic.

http://s5.directupload.net/images/080321/hnhs4926.jpg
.

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