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Railways through Europe |
maps and interoperabilty |
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Content is mostly outdated and page is not updated anymore. |
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Emmerich (Germany - Netherlands)
Because Emmerich was mainly used for a inner German trains and only a
few freight- and passenger-trains passed the Dutch border, Deutsche
Bundesbahn decided to divide the freight-tracks (5-9) into two voltage
sections.
Single-voltage locos coast into the "foreign" section with
pantograph(s) lowered and are hauled away and pushed back by diesel shunters.
Voltage of the three tracks (2-4) used for intl. passenger trains can be changed
between 15kV 16,7Hz AC and 1,5kV DC.
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locos of Railion Benelux
heading southbound
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Railion 241 697-2 on its way
to Amersfoort
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several class 232
next to Zevenaar
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special train arriving at
Emmerich with NS 1731... |
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...and leaving to Cologne
hauled by DB class 110
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last EC to Interlaken
has arrived at Emmerich
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all pictures ©2003 Mark Olthof |
For a long time it was unknown how the operation at through Emmerich will look
after the opening of the Betuweroute to Rotterdam port.
To keep investments down at least initially, the new Betuweroute to Rotterdam port
will consist of two sections powered at 1500 V, and two powered at 25 kV!
Therfore multi-voltage motive power (or diesel locos) will be needed for
through running; there will be changeovers to and from 1.5 kV at the eastern end,
for the existing few km of track between Zevenaar and Emmerich and where the line
enters and leaves the Kijfhoek shunting yard again.
Since ICE3 units are also capable for 25kV AC traction, a "coast-through"
change-over between the two AC systems somewhere near the border might have
been installed, too.
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In march 2003 Railion Benelux stated that irrespective of all the questions raised
about the efficiency of the Betuwe Route, even the most conservative
forecasts conclude that the generated income will eventually prove
sufficient to cover practically all the maintenance costs.
As stated in a letter by the Dutch Minister of Transport and Water
Management to the Lower Chamber (February 2003), the minimum overhead cover
will rise from some 30% in 2007 to 95% in 2025. These figures are in sharp
contrast to an overhead cover of less than 10% for the existing network,
which is used predominantly by passenger trains (5.500 passenger trains per
day, as opposed to 350 freight trains). Nevertheless, the Dutch Minister or
Transport wishes to cut investment in the Betuwe Route, for example by not
laying an overhead contact line and opting for the established Dutch ATB
(automatic train control) system instead of the new European system.
However, if the Betuwe Route is not made accessible to electric locomotives,
carriers, according to Railion Benelux, will have to revert to slower and
less powerful diesel locomotives, which also have greater impact on the
environment. This would make operation of the Betuwe Route commercially
unattractive, both for carriers and the infrastructure manager.
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page last updated: 26. March 2018 |
©1998-2013 Thorsten Büker |
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