Japan hasthis is gonna be great for trips to Berlin
also i am supprised no operator outside china has even considered trying multible units as sleepers and instead staying with coaches and a loco
It may well be my UK bias but I do wonder if Brussels was chosen with at least one eye on the UK (espically the bits near London) market via eurostar.
also i am supprised no operator outside china has even considered trying multible units as sleepers and instead staying with coaches and a loco
320km/h sleepers could work if they took the HS lines in the evening/morning then took the slow lines at nightProbably due to the cost of dedicated EMUs. But, a 320 km/h sleeper EMU would be great and open a lot of possible routes like Paris-Rome, Madrid-Amsterdam or Berlin-Barcelona. But from what I've heard, many high speed lines are closed for maintenance during the night, which would be a problem.
320km/h(or 200 mph) sleepers is only going to work when:320km/h sleepers could work if they took the HS lines in the evening/morning then took the slow lines at night
an example could be brussles to Barcalona taking LGV nord and sud-est to arrive at lyon as the HS lines close at midnight then take slow lines before taking the HS line to Barcalona at 6am when the HS lines reopen
Any chance of a link?Having watched the Dutch Language 'European Sleeper' video I note the stock shown, and particularly the sleepers, is not in the first flush of youth.
Italian couchettes probably dating from the late 70's or at best early 80's, accompanied by the blue and stainless steel liveried former 'P' type sleeping cars which date from the mid 1950's, .....
Copied from post 1Any chance of a link?
Thanks, I'd missed that and only looked on their website.Copied from post 1
Link to a video interview, in Dutch, conducted in some of the second hand rolling stock that the company will use: https://www.rtlnieuws.nl/economie/t...n-naar-praag-we-zijn-de-cowboys-van-het-spoor
It is reasonable to hope they would be looking at en suite as an enhancement for the sleepers in line with the expectations of the higher end of the potential market.
320km/h(or 200 mph) sleepers is only going to work when:
It is a long distance sleeper(to make sure the train does not get the destination quick)
And finally:
The ride is comfortable(no waking up because of high speeds).
Agree, but an ambitious operator could look at fitting them. Would be significant work and presumably require increased water tank capacity for showers. Even a multi user shower compartment could be a winner, DB had these in many cars from the 1970s.There aren't many spare sleepers with ensuite facilities, though, and I think they are all spoke for.
Oostende seems a bit wierd to terminate at?Initial timings from the Czech Rail Authority
Praha hl. n. 19.10 - Amsterdam 6.01 - Brussel-Central 8.39 - Oostende 9.56
Oostende 18.04 - Brussel-Central 19.21 - Amsterdam 21.59 - Praha hl. n. 9.56
www.zeleznicni-magazin.cz/aktuality/rj-planuje-nocni-vlak-do-amsterdamu-a-bruselu
Oostende seems a bit wierd to terminate at?
if plan was to go beyond brussles surely Lille-Flanders would make more sence?
I recognise the first chap in that video, I have spoken to him briefly!Copied from post 1
Link to a video interview, in Dutch, conducted in some of the second hand rolling stock that the company will use: https://www.rtlnieuws.nl/economie/t...n-naar-praag-we-zijn-de-cowboys-van-het-spoor
It is reasonable to hope they would be looking at en suite as an enhancement for the sleepers in line with the expectations of the higher end of the potential market.
Livery wise these look like the couchette cars in the European Sleeper video, the livery looked similar to FS livery of the 80's/90/s but in fact it seems to actually be the livery of 'Euro-Express-Sonderzeuge.de' so the heritage may not be Italian, and if the same guy is involved he is very likely to use the same source. They also have 30 berth sleeping cars on their books!They rented the stock from https://www.euro-express-sonderzuege.de/ I think who seem to hire out old style carriages for one-offs and seasonal trains.
But then it would make more sense to stop at Midi/Zuid in Brussels.Plus all the main connections at Lille (London/Paris) you can get at Brussels anyway.
You've got capacity issues there. Especially with the Nightjet starting from that station.But then it would make more sense to stop at Midi/Zuid in Brussels.
I don't follow your logic at all. Once you clear the Schengen border you are free to travel anywhere in the zone. That's the whole point of it.London to anywhere is just going to be faff though. Brussels is obviously a great place to change, but as The UK isn't in Schengen, and not likely to ever be, then sadly it won't be feasible to run a London to other capital cities beyond Brussels and Amsterdam (the later already problematic one way).
Where you have trains across the EU, they tend to stop at several placed en route. Budapest, Bratislava, Warsaw for instance.
Great shame London isn't better connected, as the infrastructure is in place, but I fear this is another extension of the self imposed isolationism that has come me about through Brexit.
Agreed. My other half lives in UK and is a foreign non-EU national. Once she has a Schengen visa, issued by the country of entry, she can travel anywhere in the zone.It's travel TO London that is the real problem, and has more to do with Government policy demanding high levels of security.
Yes, we're not going to see sleepers out of St Pancras, but the simple change in Brussels isn't too much of a problem.
Not sure wha5 you last paragraph refers too.
It's also to do with the rules around seeking asylum.The "border" issues coming in and out of the UK, as far as I can see, are really more about security concerns relating to the tunnel, than they are about anything else. Doing an immigrations/customs check on board a train doesn't really need to be such a big deal; it's done in lots of places and has been for decades, as others have pointed out.
320 kmh? I thought one reason overnight trains go slowly was to make sleeping a bit easier. Using high-speed lines at 120 kmh might be best, direct and a smoother ride.
One way it is straight forward. I was referring more in coming back to London. Where is the passport and customs control?I don't follow your logic at all. Once you clear the Schengen border you are free to travel anywhere in the zone. That's the whole point of it.
Hungary, Germany, Slovakia, the Czech Republic and Poland are all part of the EU and as such are signed up to the Schengen agreement which means that for a Hungarian wishing to travel to Berlin using your example via Slovakia, the Czech Republic and Poland, the train is to all concerned a internal EU service as it is travelling internally even though it crosses international borders. This means that the Hungarian can simply walk up and board the service in Budapest and walk off the train when it gets to Berlin without having to go though passport control.One way it is straight forward. I was referring more in coming back to London. Where is the passport and customs control?
At Brussels? The origin station? Somewhere en route?
Do you turf everyone of the train to do this? What if your final destination isn't London?
The UK being out of Schengen just makes the whole so messy.
Budapest to Berlin for instance goes through Slovakia, the Czech Republic and Poland on its way
The UK has never been in Schengen and would not have joined had it stayed in the EU. There are extant juxtaposed UK border controls (i.e. passport) at Brussels. Any customs activity would be at St Pancras.One way it is straight forward. I was referring more in coming back to London. Where is the passport and customs control?
At Brussels? The origin station? Somewhere en route?
Do you turf everyone of the train to do this? What if your final destination isn't London?
The UK being out of Schengen just makes the whole so messy.
Budapest to Berlin for instance goes through Slovakia, the Czech Republic and Poland on its way
There are facilities for passport control at St Pancras too; and you could make sure that people were pre-registered on the train. In the days of the Night Ferry, the sleeper passengers did their checks at Victoria.
Ostende station is oversize. It was renovated 2012 and then ferries stopped in 2013 and Thalys withdrew 2015. I expect it has cheap space.Oostende seems a bit wierd to terminate at?
if plan was to go beyond brussles surely Lille-Flanders would make more sence?