The Anonymous Widower

RENFE Aims To Compete With Eurostar On Paris – London Route

The title of this post, is the same as that of this article on Railway Gazette.

There are a lot of issues in this article and there does seem to be a degree of rivalry between French and Spanish rail operators.

In From Madrid To London, I describe a journey by train from Madrid to London via Barcelona and Paris.

These three paragraphs were the end of that post.

I finally arrived in London at 18:30 or just thirteen hours forty minutes after leaving Madrid.

This journey will get quicker, as for quite a way along the south coast of France, the trains don’t run on high speed lines. I can’t find any references to the distances on the journey, although Madrid to Barcelona and Paris to London are given as 621 and 495 kilometres respectively. Map Crow gives the Barcelona to Paris distance at 831 kilometres. I know this isn’t accurate and is probably a bit short, but that gives a total of 1947 kilometres, so my journey was at an average speed of 142 kmh. This compares with an average speed of 200 and 220 kmh on the first and last legs from Madrid to Barcelona and Paris to London respectively.

If the centre section was capable of an end-to-end average of 200 kmh, then a time from Madrid to London of under ten hours should be possible, especially if it was one train all the way.

I suspect that the ultimate aim of RENFE is to run a direct Madrid and London service.

  • It would go via Barcelona, Perpignan, Lyon and Marne-la-Vallée–Chessy.
  • It would bypass Paris to the East.
  • It would serve Charles de Gaulle Airport and Disneyland Paris.
  • A sub-thirteen hour journey would certainly be possible with the existing infrastructure.

Note.

  1. There would be lots of opportunities to split the journey.
  2. Travellers regularly fly thirteen hours around the world. C and myself have done it with three kids in steerage.

My statement in the earlier post was ambitious and relied on building a new LGV across the South of France.

Conclusion

It could be an interesting way to travel between London and Spain.

October 26, 2021 Posted by | Transport/Travel | , , , , , , , , , | 25 Comments

These New Sleeper Trains Are Basically Luxury Hotels On Wheels

The title of this post, is the same as that of this article on Time Out.

French startup; Midnight Trains, aims to update sleeper trains for the twenty-first century.

What Routes Are Being Offered?

The Time Out article says this.

Centred around Paris’s Gare du Nord train station, routes will stretch as far as 800km in a star shape across Europe, encompassing major destinations such as Madrid, Lisbon, Porto, Milan, Venice, Florence, Rome, Vienna, Prague, Budapest, Berlin, Hamburg, Copenhagen and even Edinburgh.

A map on the Midnight Trains web site, shows these individual routes.

  • Paris and Barcelona
  • Paris and Edinburgh
  • Paris and Madrid
  • Paris and Porto
  • Paris, Brussels, Hamburg and Copenhagen
  • Paris, Brussels, Hamburg and Berlin
  • Paris, Milan and Venice
  • Paris, Florence and Rome

I’m sure this list will grow.

Some Detailed Looks At Routes

I shall give a few notes about some of the proposed routes.

Paris And Barcelona

Crows would fly 831 kilometres or 516 miles.

I have gone by train between Barcelona and Paris twice. One trip is described in From Barcelona To Paris.

It looks like it takes 06:40 in a TGV without a change.

The service leaves from Barcelona Sants and arrives at Paris Lyon.

Time Out says journeys are centred on Gare Nord, so could the train access that terminal from the South?

An eight or nine hour sleeper journey would probably be convenient for train operators and passengers.

But I suspect that this route may need trains that can take advantage of the high speed nature of much of the route.

Paris And Edinburgh

Crows would fly 873 kilometres or 543 miles.

  • I have gone by train between London and Edinburgh many times and four-and-a half hours would not be an unreasonable time.
  • I have also used  Eurostar between London and Paris many times and two-and-a-quarter-hours would not be an unreasonable time.

An eight or nine hour sleeper journey would probably be convenient for train operators and passengers.

The most efficient way could be for the Paris and Edinburgh service to operate would be with a reverse at St. Pancras.

  • It could be at between one and three in the morning, as sleeper trains run slower than high speed services.
  • It would take about ten-fifteen minutes for the driver to change ends.

Would they be allowed to pick up passengers on the way through London?

  • I doubt they would be able to do this universally, but there must be a market for passengers needing to get to Edinburgh or Paris early in the morning from London.
  • During the Glasgow Commonwealth Games, on one day, I used the Caledonian Sleeper to return to London. It was packed and a sleeper train leaving for Paris and Edinburgh might pick up a substantial number of passengers after sporting or cultural events or business that finished late in the evening.
  • Timings could be arranged, so that both the Edinburgh and Paris legs were sufficient for say four or five hours sleep.

Caledonian Sleeper would probably object. But competition of this nature is often mutually beneficial.

There is also an alternative fully-electrified route that avoids the reverse at St. Pancras.

It winds its way through East London between Barking and Holloway using the North London Line.

It is feasible, but wouldn’t have the commercial advantages of a reverse in St. Pancras.

Would the Paris and Edinburgh services call at other stations?

The Lowland Caledonian Sleeper to Edinburgh and Glasgow calls at the following other stations.

  • Watford Junction – Pick up Northbound – Set down Southbound
  • Carlisle – Pick up Southbound – Set down Northbound
  • Carstairs – Pick up Southbound – Set down Northbound
  • Motherwell – Pick up Southbound – Set down Northbound

Would the Midnight Trains do something similar. Perhaps they would call at the following stations.

  • Stevenage – Pick up Northbound – Set down Southbound
  • York – Pick up Southbound – Set down Northbound
  • Newcastle – Pick up Southbound – Set down Northbound

This would create three extra sleeper services.

  • Paris and Newcastle
  • Paris and York
  • Stevenage and Edinburgh

Commercially this must be attractive, as it would require no extra rolling stock.

I also suspect providing Customs and Immigration for outgoing passengers at York and Newcastle would not be an expense, that made the stops unviable.

Paris And Madrid

Crows would fly 1057 kilometres or 657 miles.

In 2014, I used trains from Madrid to Paris and on to London, which I wrote about in From Madrid To London.

That was a trip that I planned on the move, so it could have been done faster.

Looking at the timetables, I find the following.

  • Paris and Barcelona – 6:41
  • Barcelona and Madrid – 2:45

Note

  1. All times are given in hours:minutes.
  2. A direct service without a change at Barcelona must be possible.
  3. Would this service pick up and set down at Girona, Barcelona, Camp de Tarragona and Zaragoza?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

But when I look at the route map on the Midnight Trains web site, their route between Paris and Madrid appears to go further to the West.

I have a strong feeling that they are proposing to use the currently closed route via the iconic Canfranc station.

But then Wikipedia says this about plans for the future of the route and the station.

The government of Aragon has long held various ambitions for the rehabilitation of the station. Plans have been mooted to redevelop the main station building into a hotel, which would involve the construction of a new station beside it to replace it. There have been explorations of options to reopen the through line as the “western trans-Pyrenean line”; this initiative would reportedly involve the assistance of the government of Aquitaine, the adjacent French region. In February 2020, it was announced that funding from the European Union had been made available for the purpose of reopening the through line and relaunching international services.

Note.

  1. A regular rail service between Pau in France and Zaragoza in Spain would tick a lot of boxes.
  2. On the French side the Pau-Canfranc railway is a fifty-eight mile electrified single-track, standard-gauge railway.
  3. On the Spanish side, the railway is Iberian gauge.
  4. It would probably be a useful freight route.
  5. If it could take a TGV, it would enable faster TGV links between France and the Iberian nations.

It looks to me, that if it was properly rebuilt, it could be a useful standard gauge line between the high speed networks of France and Spain.

Looking at the timetables, I find the following.

  • Paris and Pau – 4:24
  • Zaragoza and Madrid – 1:35

If Pau and Zaragoza could be achieved in three hours, times would be as good or better, than the Barcelona route.

Paris And Porto

Crows would fly 1213 kilometres or 753 miles.

This is a challenging one to find the route, but I did find a current time of just over fourteen hours with lots of changes.

But from Zaragoza, there does appear to be a route via Burgos and Vigo.

It could be up to sixteen hours, so would probably be the better part of a day.

Could the Madrid and Porto services, provide a service to and from Canfranc?

Consider.

  • Canfranc station is a spectacular station in the Pyrenees.
  • It has been blessed by St. Michael.
  • I suspect many people would like to visit.
  • The station might be converted into a hotel.

I wouldn’t be surprised to see innovative arrangements in the Madrid and Porto services, so that passengers could have a visit to Canfranc.

Paris, Brussels, Hamburg And Copenhagen

Crows would fly 1027 kilometres or 638 miles.

Looking at the timetables, I find the following.

  • Paris and Brussels – 1:32
  • Brussels and Hamburg- 6:49
  • Hamburg and Copenhagen- 5:06

Note

  1. All times are given in hours:minutes.
  2. When I went between Hamburg and Copenhagen by train, I used the Bird Flight Line which involved a train ferry, where passengers had to get on the ship for the crossing. I described that trip in From Copenhagen To Hamburg By Train.
  3. The ferry is being replaced by a tunnel by 2028.
  4. It looks like it might be possible to go between Hamburg and Copenhagen by a longer route further to the North.

An eleven or twelve hour sleeper journey would probably be feasible and convenient for train operators and passengers.

I was initially surprised that the service didn’t call at Amsterdam.

  • But then there are a lot of big cities between Brussels and Amsterdam; Antwerp, Rotterdam, Schipol Airport and The Hague.
  • There is generally one train per hour (tph) between Brussels and Amsterdam.
  • Paris and Amsterdam are only 3:20 apart by Thalys, so perhaps there wouldn’t be many takers for a sleeper train.
  • It would appear that the best route between Paris and Hamburg is via Brussels and Cologne.

From friends in the area, I also get the impression, that it would take forever for the Belgians and the Dutch to decide on the calling pattern.

Paris, Brussels, Hamburg And Berlin

Crows would fly 876 kilometres or 545 miles.

Looking at the timetables, I find the following.

  • Paris and Brussels – 1:32
  • Brussels and Hamburg- 6:49
  • Hamburg and Berlin – 1:36

Note that all times are given in hours:minutes.

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

I was initially surprised that the service didn’t call at Cologne.

  • Thalys runs a high speed service between Paris and Cologne.
  • DB runs a high speed service between Cologne and Hamburg.
  • NightJet runs a sleeper service from Brussels and Cologne to Austria.

It could be that the demand isn’t thought to be there.

Paris, Milan And Venice

Crows would fly 845 kilometres or 525 miles.

I have done much of this route before and wrote about it in From Novara To Paris.

Looking at the timetables, I find the following.

  • Paris and Milan – 7:22
  • Milan and Venice – 2:29

Note

  1. All times are given in hours:minutes.
  2. Would this service pick up and set down at Turin and Verona?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

Paris, Florence And Rome

Crows would fly 1106 kilometres or 687 miles.

Looking at the timetables, I find the following.

  • Paris and Turin – 5:42
  • Turin and Florence – 3:00
  • Florence and Rome – 1:36

Note

  1. All times are given in hours:minutes.
  2. Would this service pick up and set down at Turin and Verona?

A ten or eleven hour sleeper journey would probably be feasible and convenient for train operators and passengers.

What Rolling Stock Will Be Used?

In recent years sleeper train sets have been ordered as follows.

  • Austrian Railways from Siemens.
  • Caledonian Sleepers from CAF of Spain.

But as Midnight Trains is a French Company, I suspect the train order could go to Alstom.

On the other hand because of European procurement rules and quality, the order could go to CAF.

The CAF Mark 5 Coaches are capable of running at 100 mph and there are pictures in On The Caledonian Sleeper To Glasgow.

I do wonder, though if we’ll see a radical design, which is different to current locomotive-hauled sleeper trains.

  • Electrical multiple unit rather than locomotive hauled.
  • 125 mph capability, which could be useful on some routes.
  • A fleet of identical train sets.
  • Ability to use all the voltages on the routes.
  • Ability to work in pairs or singly dependent on the needs of the route.
  • Ability to split and join automatically in a station.
  • Ability to use the signalling on all routes, including high speed ones.
  • The trains would be built to be suitable for all loading gauges on the routes served.

Note.

  1. Given that French-designed Class 373 trains used by Eurostar, could trundle all over South London into Waterloo, I don’t think it will be difficult to design a train, that fitted the Edinburgh service.
  2. Get the design right and there could be other customers.

They would be true Pan-European trains.

When Will The Trains Start Running?

2024 is the date given by Time Out and the Midnight Trains web site.

Conclusion

I like the proposed service.

These are reasons why.

The Proposed Level Of Service

When travelling for between eight and twelve hours, you need a quality train.

Over the years, I must have used sleeper trains run by Caledonian Sleeper at least twenty times,

When they have been good, they have been very good.

The new trains from CAF don’t need for anything more.

If Midnight Trains can match Caledonian Sleeper for quality on trains, service and food, they’ll attract passengers.

The Service Is Easy To Expand And Extend

Consider, these extra services could surely be added to the  proposed network.

  • Paris and Munich
  • Paris and Switzerland.
  • Paris, Nice and Genoa

If some of the plans to connect the UK and Irish railways come to fruition, there could even be a Paris and Dublin service in the distant future.

Consider, these extensions to the proposed services.

  • Edinburgh and Glasgow 1:12
  • Rome and Naples – 1:10
  • Barcelona and Valencia – 2:40

Note that all times are given in hours:minutes.

The Service Is Very UK-Friendly

Because of Eurostar, with its two-and-a-quarter hour journey between two of Europe’s largest cities, London and Paris can almost be considered twin cities with respect to long-distance transport.

Suppose a resident of Paris wants to go for a weeks holiday birdwatching in the North of Scotland, a late afternoon Eurostar to London and the Caledonian sleeper to Inverness is a very-feasible way to travel.

Suppose, I wanted to go from London to Berlin, in the future, I will be able to get a Eurostar to Paris and a Midnight Train to Berlin.

A Good Food Offering

I would hope that the food is of a quality nature.

I am coeliac and must have gluten-free food, like probably up to one percent of people.

I have found that the higher the quality of the food, the more likely it is, that the chef knows their allergies.

Before the pandemic, the best train food in Europe on a regular service was Great Western Railway’s Pullman Dining. But because of the restrictions, I’ve not tried it lately.

 

 

June 30, 2021 Posted by | Transport/Travel | , , , , , , , , , , , , , , , , , , , , | 4 Comments

Remodelled Station Opens In Canfranc Ahead Of Reopening Of Cross-Border Link

The title of this post, is the same as that of this article on Railway Gazette.

This is the introductory paragraph.

On April 15, a RENFE DMU carrying invited guests from Zaragoza became the first train to arrive at the remodelled and relocated station in Canfranc, marking a further step in the long-running plan to reinstate the railway through the Pyrénées mountains linking Pau with Huesca.

I have an ambition to visit Canfranc station, where the Spanish and French railways meet at one of the largest stations in Europe.

  • On the French side the Pau-Canfranc Railway is gradually being reopened.
  • On the Spanish side there is a railway to Zaragoza, from where there are high speed trains to Barcelona and Madrid.

Both routes appear to be mainly single-track

There would appear to be pressure for reopening  the full route In a Section entitled Renovation and Reopening, Wikipedia says this.

In present economic development, the transport route beneath the Aspe peak via the Gave d’Aspe valley is changing from a relatively unknown into a major transport channel. This is not only due to the regional pressure between Bordeaux and Zaragoza (which on the Spanish side alone has a regional population of 1 million people), but also the importance of the international route between Paris and Valencia. These economic pressures – in part driven by the General Motors plant located in Zaragoza – have in recent years resulted in heavy truck and car traffic on the roads of the upper Gave d’Aspe valley, and an increased number of accidents.

Sounds like this indicates a powerful case.

Madrid And London By The Scenic Rail Route

The route would be as follows.

  • Madrid and Zaragoza by High Speed Train.
  • Zaragoza and Canfranc by local train  through the mountains.
  • Canfranc and Pau by local train  through the mountains.
  • Pau and Paris by TGV
  • Paris and London via Eurostar.

Note.

  1. According to the Railway Gazette, a luxury hotel is being built at Canfranc.
  2. Bordeaux is a good city for an overnight stop.
  3. Prior to the covids, Eurostar were hoping to run a direct London and Bordeaux service.

I hope to do this trip in the next couple of years.

April 19, 2021 Posted by | Transport/Travel | , , , , , , , , | 4 Comments

Thoughts On Mass Vaccination

We should steal an idea from the French.

In the first wave of the virus, they had to move seriously ill patients all over the country and to Germany, where there was bed space.

So they converted a TGV to a hospital train.

This page on the SNCF web site, is entitled Covid-10: Behind the Scenes Of Our High-Speed Hospital Train.

Could we not create a Vaccination Train using one of the recently withdrawn InterCity 125s?

They are easily shortened to any convenient length and the carriages have a very smooth ride.

The French converted their hospital train in 48 hours, so surely we can do as well!

The trains have the advantage, that they are certified go to over ninety percent of UK main line railway stations.

Network Rail have a track inspection train, called the New Measurement Train, that works a pattern all over the UK. It is based on an InterCity 125 and is full of delicate instruments, designed to keep the railways of the UK safe.

The picture shows Network Rail’s New Measurement Train at Westbury station.

The Vaccination Train or Trains could be based at a convenient central location, where the vaccine would be safely stored.

  • Trains would be loaded overnight with the vaccine and other stores and locate  early to their site for the day.
  • Sites would typically be stations, where a platform existed that was long enough for the train.
  • Staff to both process the vaccine and treat patients could either go on the train or be drawn from local medical staff, or be a mixture of the two.
  • Specialists handling the vaccine would probably come from the centre, as this would ensure totally correct handling of the vaccine.
  • They would set up at a suitable site and handle the patients booked for the day.
  • Injections could even take place on the train, in specially fitted out carriages.

I would think, that the train would be self contained and generate all its own electricity.

 

December 4, 2020 Posted by | Health, Transport/Travel | , , , , , , , | 4 Comments

The Fastest Ambulance In The World

This article on CityLab is entitled To Fight a Fast-Moving Pandemic, Get a Faster Hospital.

This is the introductory paragraph.

To move Covid-19 patients from the hardest-hit areas, authorities in France turned one of the nation’s famous TGV trains into a very fast ambulance.

It appears that French COVID-19 outbreaks are as patchy, as they are in the UK, where some towns and cities like Hull, Blackpool and Middlesbrough have only a few COVID-19 patients and major hospitals.

Evening up the numbers is probably a good idea.

Could we see a spare InterCity 125 train fitted out as an ambulance train to move patients around the country?

March 27, 2020 Posted by | Health, Transport/Travel | , , , | 5 Comments

Thalys-Eurostar Merger Planned Under Green Speed Initiative

The title of this post is the same as that of this article on Railway Gazette.

This is the first paragraph.

SNCF, SNCB and the Patina Rail investment vehicle announced on September 27 their intention to combine the Eurostar and Thalys high speed rail operations, reporting that outline proposals were being presented to their respective boards.

Eurostar runs or has ambition to run these services.

  • London and Paris Nord via Calais and Lille
  • London and Marne-la-Vallée–Chessy
  • London and Bordeaux via Marne-la-Vallée–Chessy and Tours
  • London and Amsterdam via Calais, Lille, Brussels, Antwerp, Ritterdam and Schipol Airport
  • London and Frankfurt via Calais, Lille, Brussels, Liege, Aachen and Cologne.
  • In Winter services run to skiing resorts.
  • In Summer services run to the sun.

Thalys runs these services.

  • Paris Nord and Amsterdam via Brussels, Antwerp, Ritterdam and Schipol Airport
  • Paris Nord and Cologne via Brussels, Liege and Aachen.
  • Marne-la-Vallée–Chessy and Amsterdam via Brussels, Antwerp, Ritterdam and Schipol Airport
  • In Winter services run to skiing resorts.
  • In Summer services run to the sun.

Eurostar and Thalys seem to have a good fit of routes.

  • Both have two Northern terminals; Amsterdam and Cologne or Frankfurt.
  • Both serve Schipol Airport
  • Both serve Brussels Midi, which is in the city centre.
  • Both serve Paris Nord, which is a large well-connected station just to the North of the city centre.
  • Both serve Marne-la-Vallée–Chessy, which is in Disneyland Paris, has a connect to Charles de Gaulle airport and is a major hub for French TGV services.
  • Both have winter and summer holiday services.

You could almost consider the combined networks to be the following.

  • A high-frequency Paris and Brussels service.
  • Northern branches to Amsterdam and Cologne or Frankfurt.
  • A branch to London via Lille, Calais and the Channel Tunnel.
  • A Southern branch to Marne-la-Vallée–Chessy for Disneyland Paris, Charles de Gaulle airport and onward travel to much of France.

It’s all very simple really and as they say Simple is Efficient.

A few thoughts.

London And Amsterdam Services

As an example, suppose you are going from London to Amsterdam at the present time..

  • There are three direct services taking around four hours.
  • There are four services with a change at Brusseks Midi to Thalys taking ten minutes short of five hours.

You could  catch a direct train, but sometimes, you might have to change at Brussels Midi.

There is no problem with immigration control, as that has been done in London.

Going from Amsterdam to London, services are as follows.

  • There seems to be eight daily services, taking ten minutes short of five hours.
  • They also seem to be very heavily booked.

There is no problem with immigration control, as that is done in a forty-five minute stopover in Brussels.

Experienced travellers, and some following a more relaxed schedule, might appreciate the stopover in Brussels, but most travellers would prefer a direct service through Brussels.

I suspect too that Eurostar or the future joint operator would prefer direct services.

  • It would increase capacity between Brussels and Amsterdam via Antwerp, Rotterdam and Schipol Airport.
  • It would increase domestic capacity.
  • The organisation of the trains and onboard staff would surely be easier.

The only problem, is doing the immigration control on the journey to London.

Solutions have been suggested, where Amsterdam and London services are two half trains; one for domestic passengers and one for those going to London, but I’m sure there is a solution out there.

London And Cologne Or Frankfurt Services

The same rules will apply.

Going out will be easy, but coming back will probably need a change of train at Brussels.

Was There A German Solution?

Some years ago, I remember reading that Deurche Bahn were intending to run services from Amsterdam and Cologne to London, where the two trains divided and combined at Brussels.

Using current Thalys and Eurostar times and assuming a fifteen minute stop at Brussels, would probably have meant these times.

  • London to Amsterdam – four hours and thirty minutes.
  • London to Cologne – four hours and twenty minutes.
  • London to Frankfurt- five hours and forty minutes.

Note.

  1. Amsterdam and Cologne services are fairly similar times, which must improve the utilisation of the trains.
  2. Like Amsterdam, the station in Cologne is in the heart of the historic city.
  3. You can get a train to virtually anywhere in Germany from Cologne. But note that Berlin will be a six-hour journey.

As the London to Amsterdam service has been successful, I’m sure London to Cologne would attract passengers.

Were the Germans going to organise Amsterdam and Cologne services, like this?

  • Each service could be a double-train, which could be joined and split quickly, as some operators do.
  • This train would meet all the Channel Tunnel regulations.
  • Going out from London, the double-train would arrive in Brussels and split with one train going to Amsterdam and the other to Cologne.
  • Going into London,, the two trains would join at Brussels and be just another Brussels to London service.

But as with the Amsterdam service, the major problem is immigration control.

There is also the problem of utilising the spare capacity North of Brussels for inbound services to London, which could increase the cash-flow generated by the services.

Or were the Germans thinking in a more innovative manner?

I do wonder if using double trains from Amsterdam and Cologne, with one train for London and the other for Paris or Marne-la-Vallée–Chessy could have been in the German’s minds.

With some creative joining amd splitting in a long platform at Brussels Midi, could it be made to work?

If Eurostar and Thalys were two parts of the same operator, I suspect that it is more likely that a service pattern will be found, that delivers the following.

  • More direct services between London and Amsterdam and Cologne.
  • Extra capacity between Amsterdam and Cologne and Paris and Marne-la-Vallée–Chessy.
  • More efficient utilisation of trains and oboard staff.

It would surely attract more passengers.

Brussels Midi

Brussels Midi station can be considered to be a prototype for the ideal station on both the main network and the London branch.

It will have to do the following.

  • Handle through services between Landon and Amsterdam and London and Cologne or Frankfurt.
  • Terminate some services between London and Brussels.
  • Allow local passengers to use through services to and from London to access other stations on the route.
  • Handle through services between Paris or Marne-la-Vallée–Chessy and Amsterdam and Paris or Marne-la-Vallée–Chessy and Cologne or Frankfurt.
  • Allow Passengers to and from London to use the other services.
  • Handle immigration for passengers to and from London.
  • Allow a passenger from London to connect to any onward services at the station.
  • Allow a passenger to London to arrive on any train and after checking through immigration catch the train to London.
  • The station has full UK Border Control.

It’s complicated, but I suspect that it’s more of an architectural and train design problem than anything else.

Marne-la-Vallée–Chessy

If Brussels Midi can be made to work efficiently, the same thing can be organised at Marne-la-Vallée–Chessy.

  • It is very close to Disneyland Paris.
  • It has good connection to Charles-de-Gaulle Airport
  • There are ten TGV services to other parts of France.
  • There are two Oiugo low cost high-speed services to other parts of France.
  • There are also some international services.
  • The station has full UK Border Control.

Could the plan be to develop this hub close to the airport, with train services to destinations in Belgium, Germany, Italy, Luxembourg, Spain, Switzerland, The Netherlands and the United Kingdom?

London To Marne-la-Vallée–Chessy

Eurostar already has direct services between London and Marne-la-Vallée–Chessy.

  • Some services going to destinations further South use this route.
  • London to Marne-la-Vallée–Chessy takes two hours forty-nine minutes.

Will the proposed London and Bordeaux service stop at Marne-la-Vallée–Chessy?

  • This would give Marne-la-Vallée–Chessy, will all its connections and attractions another service.
  • If the service stopped at Lille Europe, this would double the High Speed service between Lille and Bordeaux.

Could it be that the London and Bordeaux service will also improve internal French High Speed services?

If SNCF control Eurostar, Thalys and the French TGVs, this must give scope for the services to compliment each other and run economically.

The UK Immigration Control Problem

I can see UK Immigration Control being centred on the following stations.

  • Brussels Midi
  • Lille Europe
  • Marne-la-Vallée–Chessy
  • Paris Nord

These would work as they do now.

Outbound services are not a problem, as it is all handled in London. I have travelled from London to Amsterdam a couple of times and notice how seats vacated in Brussels are used by other passengers between Brussels and The Netherlands.

I believe that it would be possible to develop an efficient system to handle incoming passengers to the UK.

Consider the following.

  • Passengers to and from the UK could be asked for passport details when checking in on-line.
  • Passengers for the UK would use an automatic passport gate, as is common at airports and on Eurostar.
  • Passengers for the UK would sit in a separate part of the train, isolated from the domestic passengers, except in an emergency.
  • If a train stopped at say Marne-la-Vallée–Chessy and Lille Europe, UK Border Force could check passengers on the train between these two stations.

These and other ideas can surely be developed.into a system that would satisfy the most xenophobic of polticians and their supporters.

Conclusion

This proposed merger could be good for High Speed rail in Europe and the UK.

The French government also hopes it could be good for France.

 

 

 

September 30, 2019 Posted by | Transport/Travel | , , , | 6 Comments

From Novara To Paris

These pictures give a glimpse of my journey from Novara to the Gare du Lyon in Paris.

These are a few observations.

The Route

The trip took twelve minutes short of seven hours.

But some of the scenery was excellent.

It should also be noted that there is only one train per day and I’m not sure it runs every day.

As the pictures show, the Milan train joined uip with another train en route and this meant an incredibly long walk at Gare du Lyon.

Choosing A Seat

I paid £54 on loco2.com for a Standard Class ticket.

I should have paid the extra nine pounds for a First Class ticket.

But make sure you have a window seat.

Milan To London In A Day

The arrival time of 13:19 in Paris, means it is possible to go from Milan to London within a day.

I estimate that a direct service between London and Milan going via Roissy Charles de Gaulle Airport, Lyon and Turin would take about ten hours.

But then the French and the Italians are building a Turin-Lyon High Speed Railway, which could knock a couple of hours from the journey time.

As it passes Roissy, it would be an ideal route for masochists!

Conclusion

I’m glad to say, I’ve done this trip, but next time, I come back from Northern Italy, I’ll spend a night in Geneva, Lyon or Paris.

May 31, 2018 Posted by | Transport/Travel | , , , , | 2 Comments

The Milan To Paris TGV Goes Through Novara Station

On time, the 06:31 TGV between Milan and Paris Gare Du Lyon passed through to pick up passengers.

It is a very long train on a long journey.

May 30, 2018 Posted by | Transport/Travel | , , , | Leave a comment

From Barcelona To Paris

The TGV between Barcelona and Paris took six and a half hours.

Sadly, I didn’t see any flamingos this time, as I did in From Madrid To London in 2014.

This journey illustrates the good and the bad of double-deck trains.

You may get a good view, but getting in and out is a nightmare, as everybody travels with enormous bags and have to take them up and down the stairs.

June 25, 2017 Posted by | Transport/Travel | , , , | 1 Comment

London To Karlsruhe Via Paris

I took Eurostar and a TGV to Karlsruhe, using these trains.

  1. Eurostar – St. Pancras 08:19 – Paris Nord 11:47 – £115 from Eurostar
  2. TGV – Paris Est 13:55 – Karlsruhe 16:25 – £69.19 from Voyages SNCF

I took these pictures on the way.

Note.

  1. I bought both tickets on-line.
  2. Premium Economy in the new Eurostar trains is more cramped than the old ones.
  3. Eurostar’s Premium Economy gluten-free breakfast more than filled a hole.
  4. Paris Nord to Paris Est is just a Metro.
  5. I took a diversion via Republik, which was a good place to wait in the sun.
  6. I stayed in the Schlosshotel in Karlsruhe, which was one of several acceptable ones by the station.

I could probably have done the journey cheaper by flying, but it would have had more hassle.

April 30, 2017 Posted by | Food, Transport/Travel | , , , , , , , | Leave a comment

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