The way to do this is to counter the measure with a security-enhancing **effective** action. Here the transport is taking unnecessary burden and budget that belongs to a different ministry.
December 5, 2025 at 2:32 PM
The way to do this is to counter the measure with a security-enhancing **effective** action. Here the transport is taking unnecessary burden and budget that belongs to a different ministry.
Pues creo que está dando en el clavo. Desde luego, poca expansión del tren se puede sostener con estos costes, estos plazos, y estos vehículos custom para cada operador. Y no es por falta de demanda. Si no podemos fabricar trenes de otra forma, será difícil descarbonizar el transporte.
December 5, 2025 at 1:58 PM
Pues creo que está dando en el clavo. Desde luego, poca expansión del tren se puede sostener con estos costes, estos plazos, y estos vehículos custom para cada operador. Y no es por falta de demanda. Si no podemos fabricar trenes de otra forma, será difícil descarbonizar el transporte.
Wow, how long is that Talgo?
December 4, 2025 at 8:50 PM
Wow, how long is that Talgo?
IMO, the separation of PSO / Open Access is too rigid to account for network effects. Maybe the unit is wrong, and the public service distinction could be made at the level of the ticket, not the train. Because fragmentation is not helping the railways. It's bad for resource optimisation.
December 2, 2025 at 1:53 PM
IMO, the separation of PSO / Open Access is too rigid to account for network effects. Maybe the unit is wrong, and the public service distinction could be made at the level of the ticket, not the train. Because fragmentation is not helping the railways. It's bad for resource optimisation.
True that Renfe had axed services with the biggest losses. Still, some margin on their service portfolio allowed them to support some coverage services. Competition killed that additional margin. What resulted (coverage part) was a combination of removal of services, PSO seats, and higher prices.
December 2, 2025 at 1:53 PM
True that Renfe had axed services with the biggest losses. Still, some margin on their service portfolio allowed them to support some coverage services. Competition killed that additional margin. What resulted (coverage part) was a combination of removal of services, PSO seats, and higher prices.
The TACs of short cross-border operations like this can be discussed. The bottom line is: to bring new customers to Renfe at Villafant is also taking those new customers back from Villafant. It's a win-win.
November 19, 2025 at 1:25 PM
The TACs of short cross-border operations like this can be discussed. The bottom line is: to bring new customers to Renfe at Villafant is also taking those new customers back from Villafant. It's a win-win.
Step one: Agree on the intentions "connecting the services", agree that this is good for everyone.
Step two: Each infra manager does what they can when they can unilaterally towards that goal, without paying too much attention to what the other is or is not doing.
Step two: Each infra manager does what they can when they can unilaterally towards that goal, without paying too much attention to what the other is or is not doing.
November 19, 2025 at 1:23 PM
Step one: Agree on the intentions "connecting the services", agree that this is good for everyone.
Step two: Each infra manager does what they can when they can unilaterally towards that goal, without paying too much attention to what the other is or is not doing.
Step two: Each infra manager does what they can when they can unilaterally towards that goal, without paying too much attention to what the other is or is not doing.
Agreed, but as I said, the problem is seeing it as a zero-sum game. It's much better to have no ASFA requirement till Barcelona, but already welcoming French trains at their technological standards at Figueres is a move forward, with beneficiaries on both sides of the border.
November 19, 2025 at 1:23 PM
Agreed, but as I said, the problem is seeing it as a zero-sum game. It's much better to have no ASFA requirement till Barcelona, but already welcoming French trains at their technological standards at Figueres is a move forward, with beneficiaries on both sides of the border.
This should be easier for these two companies to do than something like Elipsos.
November 19, 2025 at 11:17 AM
This should be easier for these two companies to do than something like Elipsos.
If Adif removes the ASFA limitation from Figueres, and SNCF happens to extend some services there, this should not be perceived as a give away to the enemy, but rather as new passengers that will board the AVEs departing South. Same applies in the other direction.
November 19, 2025 at 11:17 AM
If Adif removes the ASFA limitation from Figueres, and SNCF happens to extend some services there, this should not be perceived as a give away to the enemy, but rather as new passengers that will board the AVEs departing South. Same applies in the other direction.
I understand that, from the POV of infra, some projects are easier than others. The culture of I'm not moving till you are is just damaging for everyone. Whatever could be done for more connections should be done, which is beneficial for all players.
November 19, 2025 at 11:14 AM
I understand that, from the POV of infra, some projects are easier than others. The culture of I'm not moving till you are is just damaging for everyone. Whatever could be done for more connections should be done, which is beneficial for all players.
Possible agreements:
- Infra managers agree to make the minor changes to allow reception of trains from the other side without additional RS requirements (no 1.5kv at Perpignan, no ASFA at Figueres V).
- Operators agree on a shared expansion of services so as to connect with those on the other side.
- Infra managers agree to make the minor changes to allow reception of trains from the other side without additional RS requirements (no 1.5kv at Perpignan, no ASFA at Figueres V).
- Operators agree on a shared expansion of services so as to connect with those on the other side.
November 19, 2025 at 11:10 AM
Possible agreements:
- Infra managers agree to make the minor changes to allow reception of trains from the other side without additional RS requirements (no 1.5kv at Perpignan, no ASFA at Figueres V).
- Operators agree on a shared expansion of services so as to connect with those on the other side.
- Infra managers agree to make the minor changes to allow reception of trains from the other side without additional RS requirements (no 1.5kv at Perpignan, no ASFA at Figueres V).
- Operators agree on a shared expansion of services so as to connect with those on the other side.
Multi-lateral agreements can save the day by old-school stitching of domestic services. This is complementary to dedicated int'l services. SNCF and Renfe may NOT feel like running an Elipsos today, but could they, together with infra managers, find solutions to avoid deserts of service near borders?
November 19, 2025 at 11:10 AM
Multi-lateral agreements can save the day by old-school stitching of domestic services. This is complementary to dedicated int'l services. SNCF and Renfe may NOT feel like running an Elipsos today, but could they, together with infra managers, find solutions to avoid deserts of service near borders?
Ups, my post had a typo and mas misleading. Here's what I mean:
November 19, 2025 at 11:10 AM
Ups, my post had a typo and mas misleading. Here's what I mean:
I cannot but agree. I'm not sure where the bottleneck is, whether that is extra SNCF trains needed to go to Barcelona, or additional cost to be compliant with regulation, or something else. A change of trains at Figueres Vilafant is the second best option for passengers in need of more connections.
November 18, 2025 at 4:18 PM
I cannot but agree. I'm not sure where the bottleneck is, whether that is extra SNCF trains needed to go to Barcelona, or additional cost to be compliant with regulation, or something else. A change of trains at Figueres Vilafant is the second best option for passengers in need of more connections.
Unless when you take into account train equipment, because although today Figueres V. is the terminus of many HS lines, and idem for Perpignan with the north, just a few trains run in between. So maybe it'd be alright that ASFA was not required and that at leas it could work as border station.
November 18, 2025 at 3:09 PM
Unless when you take into account train equipment, because although today Figueres V. is the terminus of many HS lines, and idem for Perpignan with the north, just a few trains run in between. So maybe it'd be alright that ASFA was not required and that at leas it could work as border station.
It's not clear to me why Adif is requiring ASFA to reach Figueres Vilafant. It looks like an arbitrary regulatory barrier, and it blocks cross-border connections at that station.
November 18, 2025 at 12:35 PM
It's not clear to me why Adif is requiring ASFA to reach Figueres Vilafant. It looks like an arbitrary regulatory barrier, and it blocks cross-border connections at that station.
Which probably means you cannot get to Figueres V. just with ECTS.
November 18, 2025 at 11:51 AM
Which probably means you cannot get to Figueres V. just with ECTS.
Currently I see no big incentive for that. International rail is not among the priorities. And the fact that it's so complex and expensive today is in part for the running conditions of today, and the framing that SNCF and Renfe are adversaries wanting to get a bite of each other's domestic market.
November 13, 2025 at 1:38 PM
Currently I see no big incentive for that. International rail is not among the priorities. And the fact that it's so complex and expensive today is in part for the running conditions of today, and the framing that SNCF and Renfe are adversaries wanting to get a bite of each other's domestic market.
No problem using EMUs for night train, just that a go everywhere EMU seems to be quite an expensive thing. Carriages can be much cheaper, go everywhere, and easier to mix and match different types (seats, couchette…) to adjust to demand as it develops.
November 13, 2025 at 12:20 PM
No problem using EMUs for night train, just that a go everywhere EMU seems to be quite an expensive thing. Carriages can be much cheaper, go everywhere, and easier to mix and match different types (seats, couchette…) to adjust to demand as it develops.
But historic operators were interested on common carriages to be hauled by locos cross-border or domestic. They don’t seem to be now. At least most of them.
November 13, 2025 at 12:11 PM
But historic operators were interested on common carriages to be hauled by locos cross-border or domestic. They don’t seem to be now. At least most of them.