Re: For you idiots that love to bash Amtrak
Crown-Horned Snorkack
wrote:
> Clark F Morris schrieb:
>
> > But based on what I have seen of how winter was handled in large parts
> > of Europe, I doubt they would be doing the full 300 kph (186 mph) that
> > current defines high speed.
>
> True. Though technically, it is possible. Just install underfloor
> spraying tracks, which use the same fluid as aircraft anti-icing.
>
> Until such investment happens, we'll have to make do with 125 mph in
> serious winter weather, or even 100 mph.
>
> (Not that I would expect to see such investment happen, ever...)
>
Joetsu Shinkansen travels at 240 km/h to snowbelt of Japan. Tohoku
Shinkansen has 260 km/h between Morioka and Shin-Aomori.
They had problems in winter that snow stuck underneath the train
floor, then clumps fell and colliding at high speed with the ballast
underneath, propelled stones that damaged the bottom of train.
Their preferred solution was to heat the bottom of train to prevent
snow buildup.
In Europe, Oikorata travels at 220 km/h and Botniabanan, initially
limited to 200 km/h, is intended for 250 km/h. What are the plans to
deal with winter?
Does Germany have any plans to build 250 km/h or faster railways
through Denmark, like Hamburg-Fehmarn-Lolland-Copenhagen-Malmö?
Valtsu
bottoms in a similar way as used with airplanes. This has helped, but
most of the winter problems still are more conventional. Frozen switches
have created big problems as the heating devices can not cope with
piling snow during heavy snowfall. After a few decades of mild winters
this and last winter have been stricken with heavy snowfalls. Reduced
snow clearing capacity has lead to immense delays which culminated in a
Pendolino set stuck on a siding with government VIP's on board due to
unplowed track during a delay on a single track section.
Winter problems in Japan are different from European ones. There the
winters are shorter with much more snow, in Europe they are longer and
colder.
> Does Germany have any plans to build 250 km/h or faster railways
> through Denmark, like Hamburg-Fehmarn-Lolland-Copenhagen-Malm�?
Crown-Horned Snorkack
wrote:
> Crown-Horned Snorkack schrieb:
>
> > Joetsu Shinkansen travels at 240 km/h to snowbelt of Japan. Tohoku
> > Shinkansen has 260 km/h between Morioka and Shin-Aomori.
>
> timing. Which is, what a railroad should do, but I don't know of
> examples outside Japan.
>
> By doing so, you can squeeze the numbers in the normal supercomputer for
> the timetable, instead of trusting into ad-hoc decisions.
>
> > They had problems in winter that snow stuck underneath the train
> > floor, then clumps fell and colliding at high speed with the ballast
> > underneath, propelled stones that damaged the bottom of train.
>
> The real problem is, that the ice blocs have that dreaded tendency to
> fall down when passing switches. If there is an ice bloc jammed in the
> switch, even the best switch heater needs 20 minutes or so.
>
> > Their preferred solution was to heat the bottom of train to prevent
> > snow buildup.
>
> nozzles, using antiicing as for aircraft. But I don't know a railroad,
> which invests into it. After 5 winters without La Ninja, everybody has
> forgotten the problem.
>
> > In Europe, Oikorata travels at 220 km/h and Botniabanan, initially
> > limited to 200 km/h, is intended for 250 km/h. What are the plans to
> > deal with winter?
>
>
> > Does Germany have any plans to build 250 km/h or faster railways
> > through Denmark, like Hamburg-Fehmarn-Lolland-Copenhagen-Malmö?
>
>
> Pardon?
>
> In case you didn't notice, the occupation is over for 65 years. :-)
>
Indeed.
Which foreign states are operating building tracks within Germany
currently?
For example, the whole railway system of Liechtenstein is operated
and, apparently, owned by Austrian Federal Railways. Austrian Federal
Railways also operates the stretch of that railway from Swiss border
to Buchs station, in Switzerland.
What are the operational arrangements and infrastructure ownership of
existing railway crossings of German borders? Does the operator change
at the borderline and in the middle of navigation spans on river
borders? Or do foreign states operate and own some railways in
Germany? Or does Germany operate and own any railways abroad?
And what are the financing arrangements for the rail crossings now
under construction?
Suppose that the German taxpayer instead decides that the existing
bridges and roads to Fehmarn satisfy them and they have little or no
use for high speed railway and road through the isle. Does it mean
that German police and German courts will seize lands from German
landowners via eminent domain where the Kingdom of Denmark pays the
compensation and construction costs and, having built the tunnel and
road and paid the full and fair price for all the land, wind up owning
the real estate all the way through Germany to Hamburg or some road
and rail junction in Germany from where they can continue on existing
infrastructure?
amogles
There is a railway that crosses German territory connecting two parts
of Switzerland. The Zurich - Bulach - Schaffhausen line crosses
through Germany shortly before reaching Schaffhausen. Until recently
there were even two stations on the German section but they have now
closed. When they were still open, customs officials travelled on some
trains. Similarly, DB runs into Switzerland and Basel Bad Bhf is
located on Swiss territory despite being an interchange between
several German lines. This is why the station is effectively
considered German territory from a customs point of view and you pass
Swiss and German customs offices while leaving the station to enter
the city. The actual official changeover between SBB and DB is just
outside the station.
However, such arrangements are more the exception. By international
agreements, unless specifically agreed otherwise, every country is
strictly responsible for installations and equipment on it territory.
This means (for example) that if a French TGV has an accident in
Germany, DB must pay for the repair, even if the train physically
derails while crossing the actual border. Quite often, physical
ownersip is separated from operational responsibility though. Although
ownership of the Simplon tunnel officially splits between Switzerland
and Italy somewhere in the middle of the tunnel, SBB assumes
maintenance and operational responsibility for the line into
Domodossola (and this includes the intermediate station of Iselle).
But where structures are shorter, such as river bridges, ownership
stops in the middle of the bridge. The Bellinzona to Luino line
crosses the border on a bridge that is painted exactly to the half way
mark and the Italian half is completely rusty. Apparently the Swiss
wanted to paint the entire bridge but the Italian trades unions
protested. The French/Geman (freight only) crossing bewteen Neuenburg
(Baden) and Mulhouse is electrified by the German system to the exact
middle of the bridge, where French electrification takes over. In the
past dual voltage locomotives hauled the trains but nowadays they use
diesels.
However, not all ralways must be owned by the national perator. If
Danish railways want to build a line in Geramny, they can do so,
possibly creating a German subsiduary to simplify the legalities. This
subsiduary would be owned by Danish Railways but to all effscts and
purposes be a German railway company.