On Sun, 26 Dec 2010, Willms wrote:
I was thinking about the larger metropoles like Rhein-Main andI may agree that north of Frankfurt/Mainz/Wiesbaden it could not be competitive for a direct journey (although in my opinion the case for
Rhein-Ruhr.
night trains remains).
from Zürich to Milano by one hour, from 3h40 to 2h40. That'sThis is something relatively recent, probably due to the opening of the newer (faster) Lötschberg tunnel. In the '80s all traffic from Basel
interesting for the Swiss, but the transit from Germany would come
mainly thru the upper Rhine valley, i.e via Basel, from where the
fastest trains (the ones operated by the ETR610, taking 4h10) do not
go via Zürich and the Gotthard, but via Berne and the Lötschberg and Simplon tunnels.
(and also from Singen-Schaffhausen) to Milan came down via Gotthard. Personally, I regularly travelled from Darmstadt to Milan and vv. with a night train (occasionally at other times of the day, depending on the
hour of perigee
On Dec 21, 6:11 pm, "Willms" <l.wil...@domain.invalid> wrote:
Unfortunately, high speed rail is mostly built for internal traffic within national borders. Only France has HSLs crossing nationalYou seem to have forgotten about the worlds largest tunnelling
borders (Belgium, Great Britain, and now Spain). And little
Switzerland interposed between Germany and Italy is mostly concerned
about its own rather small regional network, not high speed
connections across that small country.
project, which also meets the EU's definition of high speed rail
(passenger trains at 250 km/h for new build), and is most definitly
not a design focussed on the "rather small regional network", but is primarily focussed on the Germany-Italy international traffic.
Unfortunately, high speed rail is mostly built for internal traffic
within national borders. Only France has HSLs crossing national
borders (Belgium, Great Britain, and now Spain).
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