Swelling costs in California----and below we see MARYLAND not even mentioning the original HYPERLOOP and rail expansion promoted during OBAMA era.
Baltimore has a habit of spending lots of money saying it will build public rail lines and NOT-----this looks like more of the same. The most MARYLAND got was a HOLE in Washington beltway that may have connected to DC SUBWAY---AIRPORT. Much talk about HYPERLOOP is tied to AIRPORT SUBWAY TRANSIT systems---very short lines.
'Train to nowhere? Here’s how high-speed project went off the rails
California’s high-speed rail project has repeatedly hit lawsuits, engineering problems, geological obstacles, bureaucracy, swelling costs and delays. Its budget has ballooned from $33 billion to $77 billion, with no secure financing plan.
Rachel Swan and Kurtis Alexander Feb. 17, 2019 Updated: Feb. 17, 2019 10:02 a.m.'
CALIFORNIA is king of complex financial instruments and TIFS that STIFS the public. Add EIFD and TIG----and those global banking 1% are still funneling billions of dollars out of US leaving next generation taxpayers with incredible and bond and tax debt.
'Revitalization Tools - EIFD's
Enhanced Infrastructure Finance Districts (EIFD's) California Bill 628 was developed to help revitalize CA communities. Sign up to be a part of the network, share & research initiatives on our interactive map, discover tools and techniques for filling financial gaps with a new business plan for a sustainable & vibrant community'.
Is MARC'S newest plan-----A step BACKWARDS? You betcha. Lot's of bond debt----TIF.TIG, EIFD debt worth billions ------but no real meeting of rail goals.
BRUNSWICK MARC LINE as passenger getting some extra tracks is likely tied to CARGO transport of OIL/GAS/MINING from APPALACHIAN.
This is why all we get is FAKE NEWS---FAKE DATA.
Is MARC’s newest plan to improve service a step backwards?
By Alex Holt (Maryland Correspondent) December 3, 2019
The MARC Cornerstone Plan lays out how the country’s ninth-largest commuter rail system aims to increase ridership and improve reliability and service. However, some say the latest iteration the Maryland Transit Administration (MTA) released in November has no timeline for some important goals, and lacks information that existed in previous versions of the plan.
Goals for MARC include adding third tracks to the CSX-owned Brunswick and Camden lines, introducing weekend and evening service, and increasing midday service. These two commuter rail routes are notoriously busy during rush hour, but lack rush hour trains.
The most recent iteration was supposed to build on previous MARC Cornerstone Plans from 2007 and 2013. Unlike previous versions, the new one doesn’t have any sort of timeline for some of the most crucial tasks such as installing third tracks, MTA representatives revealed at a public forum held by the Washington Suburban Transit Commission (WSTC) in Riverdale Park on November 12.
There’s a lot missing in the new Cornerstone Plan
The new Cornerstone Plan is as notable for what it doesn’t mention (at least in much detail) as for what it does. The Baltimore and Potomac Tunnel, currently one of the main chokepoints on the Penn Line, appears just twice in the plan’s 68 pages—once to note that “based on the location selected” for the new B&P Tunnel, the West Baltimore MARC station “may need to be relocated.”
Continued Brunswick Line service to West Virginia, the subject of repeated controversy and intense negotiations over the past few years, isn’t mentioned at all, nor is the Penn Station Vision Plan currently under development in Baltimore. Pennsylvania Station is a key transit hub for the state, and it badly needs repairs and updates.
Virginia, on the other hand, is going ahead with a 2014 long-term plan to reduce Virginia Railway Express (VRE) headways to as little as 15 minutes and is moving forward with plans to add a new span to the Long Bridge, potentially enabling MARC trains to one day expand into Northern Virginia. Nonetheless, the MARC Cornerstone Plan only mentions the Long Bridge twice, once to note that “implementation of run-through service would require a cost-sharing partnership with other rail constituents including VRE, Amtrak, CSX, and others.”
What does the new plan say?
The new Cornerstone Plan does say that the Brunswick Line requires roughly $720 million in improvements—mostly added third track segments—in order to have limited midday service. It also needs $620 million of further improvements to allow weekend service and increased frequency to Frederick.
Service improvements on the shorter Camden Line would be a bit cheaper: $360 million to add enough third track to allow limited weekend service, and another $300 million to allow full midday and weekend service.
When asked about the new plan, Maryland Department of Transportation (MDOT) spokesperson Brittany Marshall said, “The MARC Cornerstone Plan focuses on MDOT MTA’s commitment to safety, efficiency, reliability and world class customer service. It outlines the vision for passenger rail transportation and illustrates critical path capital investments required from multiple stakeholders. A thorough planning and feasibility study would be required to determine the viability of such investments.”
Besides funding from the state, improvements to the Brunswick and Camden lines require cooperation from CSX, which owns them.
“It’s important to remember that any expansion of service on the Brunswick and Camden lines is contingent upon CSX as a partner,” Marshall added. “MARC Train operates the Brunswick and Camden lines on tracks owned by CSX. CSX is primarily a freight railroad, and we negotiate time slots for our trains to run. CSX is not providing additional time slots for passenger service. The B&P Tunnel and the Penn Station Vision Plan will be considered as MARC Train works toward its vision for passenger rail service.”
Maryland Delegate Marc Korman praised the Cornerstone Plan for acknowledging the importance of funding projects like a third track on the Brunswick Line, but also criticized what he sees as a much lower prioritization of commuter rail by Maryland compared to Virginia.
“I am glad they released the plan and that it has some proposals in it, including funding needs. I am not surprised it does not include the (Camden and Brunswick Line improvement timelines), because the current Administration has no plans to do those things,” Korman said. “Virginia has prioritized commuter rail and Maryland has not, it is as simple as that. Maryland’s goal for Long Bridge should be two-way commuter run through service.”
We’re going to keep writing about what the Cornerstone Plan does and keeping track of how it changes. Stay tuned for more about how it’ll affect Maryland and the region.
'But judged on the merits of effective transit—i.e., serving riders by moving them to home, work, and school—their record is pretty poor'.
CHINA says all this HYPERLOOP/MEGLEV is not working for them. They are simply does EXPERIMENTAL SPACE COLONY transportation research while using traditional trains as high speed like AMTRAK.
SERVING RIDERS in California-----forget about it.
$11 billion streetcar is the joke about the $5 million toilet seat----which was our MILITARY DEFENSE budget.
These things are being built more likely waiting for a GLOBAL FACTORY to be built to become part of the logistics for moving freight---they simply PRETEND this has some SOCIAL BENEFIT.
This project is in northern CA bread basket agricultural zone ----being prepared for global factory toxic cargo rail to terminals near SAN FRAN.
'Baykeeper Challenges Oakland Coal Export Terminal in Courtwww.riversimulator.org/Resources/farcountry/Eastern...export millions of tons of Utah coal from the Oakland Bulk and Oversize Terminal at the foot of the Bay Bridge. The coal would arrive in Oakland via long trains of open cars running on tracks close to the Bay’s shore, and be loaded onto ships. Baykeeper’s goal is to prevent the export of coal from Oakland and the pollution it'
So, NEWSOM probably didn't change his mind----they are simply waiting for global factories to be built on this very vital BREAD BASKET region of CA. Global banking 1% have to PRETEND this is social benefit----passenger rail not cargo rail to get HUNDREDS OF BILLIONS of Federal and state funding for CORPORATE WELFARE QUEENS most being foreign corporations.
Think of California High-Speed Rail as an $11 Billion StreetcarFebruary 13, 2019California Governor Gavin Newsom’s plan to complete only a Central Valley segment of the rail link risks turning the transportation project into an economic development tool.On U.S. railroads, it’s been a week of emotional whiplash.
Just days ago, an outline of the much-anticipated Green New Deal— a proposal from Democratic lawmakers to dramatically cut U.S. carbon emissions—described the country’s need for high-speed rail network to help replace short-haul flights with lower-emission trips. Commentators on both sides of the aisle ridiculed the idea as politically impossible, even as environmental and transit advocates staunchly defended it.
Then, on Tuesday, California Governor Gavin Newsom tossed cold water on the state’s high-speed rail project, which represents a rare beacon of progress on next-generation train service in the U.S. In his first State of the State address, Newsom announced plans to scale back the scheme to link San Francisco to Los Angeles with a passenger train that could connect those cities in under three hours. Instead, only a much shorter, first phase of construction would be completed, putting 110 miles of improved rail service between the Central Valley cities of Merced and Bakersfield, with Fresno in the midst. That’s a huge step back from a 700-mile route connecting coastal population centers.
“[L]et’s be real. The current project, as planned, would cost too much and take too long,” Newsom said. “There simply isn’t a path to get from Sacramento to San Diego, let alone from San Francisco to L.A.,” he continued, alluding to the massive engineering, legal, and political challenges that have blocked the project’s entry into California’s north and south metropolises. “I wish there were.”
At first, the governor’s words were reported by the Associated Press as “abandoning” the high-speed rail project. That was not accurate: His office later clarified that the state still plans to make California High-Speed Rail (or CAHSR, to use its virus-like acronym) a “reality,” including by completing environmental work so that northern and southern California could eventually be reached at some later date. Still, construction plans for those regions appear indefinitely postponed while work moves forward in the rural Central Valley, where funding is in hand and construction is already under way.
That shortened route between Merced and Bakersfield—cities whose populations number fewer than 85,000 and 400,000, respectively—will not be a “train to nowhere,” the governor said, invoking the favored insult of project detractors. “We can align our economic and workforce development strategies, anchored by High Speed Rail, and pair them with tools like opportunity zones, to form the backbone of a reinvigorated Central Valley economy.”
But there was no disguising the disappointment from transportation and environmental advocates over Newsom’s declaration. Housing shortages and congested transportation networks are pushing more workers out of Los Angeles and San Francisco than they are inviting them in, worsening inequality, dimming these cities’ economic stars, and pushing the state’s greenhouse-gas reduction goals further out of reach. “As California appears to be putting brakes on high-speed rail project, a reminder: U.S. is completely outside of the norm on intercity rail investment, & its transportation system is less effective, less convenient, & less ecologically sensitive as a result,” Yonah Freemark, a urban rail researcher, wrote on Twitter.
Brad Plumer, the New York Times climate journalist, echoed that theme, while invoking the California project’s tortured history: “An understandable decision given what a clusterfuck that project had become but man, the U.S. is really, really bad at building passenger rail.”
In many ways, though, scaling back the bullet train to the Central Valley is less of a disavowal of the state’s original ambitions and more a coldly realistic appraisal of the status of this $80 billion-and-counting megaproject. Approved by voters with a roughly $40 billion budget estimate in 2008, CAHSR is now tens of billions of dollars over budget and years behind schedule. Those vast overruns were probably inevitable for this project, the largest infrastructure undertaking in the nation. But CAHSR has also never seemed to have its priorities straight.
The idea to start construction in the Central Valley, for example, was devised to gain votes in the most rural, least transit-friendly swath of the state. But it probably wound up creating more political skepticism than support by orienting service away from the state’s urban ridership bases. What’s more, hastily kicking off construction before significant engineering and legal hurdles were cleared along the route has muddied the project’s future, lengthened delays, and multiplied costs, a state audit from November 2018 found. That report, which came after years of mounting project costs and questions around transparency, also cited the rail authority for misguided contracting decisions.
Looking at WESTERN EUROPE we see the same thing-----sovereign nations dissolve along with national rail lines which Western Europe were mostly passenger. MOVING FORWARD since 2008 economic crash with SACKING AND LOOTING RAPING AND PILLAGING has PORTUGAL disappearing into FOREIGN ECONOMIC ZONE and BARCELONA expanding into IBERIAN COAST. Spain will disappear to these expanded FOREIGN ECONOMIC ZONES. This means CARGO RAIL will run through to these ports from Germany/Italy/France all having their LARGER rail lines taking over Spanish/Portugese.
Those Portugese 99% WE THE PEOPLE were pushed out by WORLD BANK IMF-----but, the OLD WORLD KINGS tied to Portugal say----BRAZIL is where the action is-----
BRIC----BRAZIL/RUSSIA/INDIA/CHINA-----EASTERN HEMISPHERE FLIPPING FROM WESTERN EUROPE.
'Portuguese migrants seek a slice of Brazil's economic boom ...www.theguardian.com/world/2011/dec/22/portuguese... Dec 22, 2011 · Portuguese migrants seek a slice of Brazil's economic boom ... who swapped the economic nightmare in Portugal for a slice of Brazil's boom, opening a graphic design company alongside his German ...'
GERMANY serves as a hub between EASTERN EUROPE and WESTERN EUROPE already creating massive CARGO RAIL to include SILK ROUTE TO CHINA.
GERMAN AND FRENCH WW2 era rail lines taking much of Europe in cargo high speed rail. ITALY/SPAIN/PORTUGAL were hardest hit by global banking 1% ROBBER BARON FRAUDS.
'On September 26, 2017
Siemens and Alstom have signed a Memorandum of Understanding to combine Siemens' mobility business, including its rail traction drives business, with Alstom. The transaction brings together two innovative players of the railway market with unique customer value and operational potential. The two businesses are largely complementary in terms of activities and geographies. Siemens will receive newly issued shares in the combined company representing 50 percent of Alstom's share capital on a fully diluted basis.
On February 6, 2019 the European Commission has announced its decision to prohibit the proposed combination of the Siemens and Alstom mobility businesses. As a result of this prohibition, the merger will not proceed. Siemens and Alstom regret that the remedies they offered, including recent improvements, have been considered insufficient by the EU Commission'.
This is NOT enhancing EURRAIL PASSENGER----it is privatizing and building CARGO LINES to PORTS.
The small nation of PORTUGAL like IRELAND is destination for GERMAN---FRENCH --ITALIAN CARGO RAIL CORPORATIONS
.'Exclusive economic zone of Portugal
Portugal's Exclusive Economic Zone Portugal has the 5th largest exclusive economic zone (EEZ) within Europe , 4th largest of the EU and the 20th largest EEZ in the world, at 1,727,408 km 2' .
SNCF to compete with Spain’s Renfe
29 Nov 2019 by Alex McWhirter
Readers seeking fast yet inexpensive rail journeys within Spain will be able to take France’s SNCF from December 2020.
SNCF has received approval to operate regular services on three major routes out of Madrid according to France’s Les Echos.
Each of the three routes will have five round-trips daily.
The routes are:
Madrid-Seville or Malaga
The services in question will be operated by SNCF under its budget Ouigo brand which, if the French business model is used, will operate somewhat like a low-cost airline.
In other words these trains will be no-frills and ticketless. They will operate over the Spanish high-speed lines.
However it is early days. It’s unclear whether or not SNCF will adapt Ouigo to the Spanish market.
We also wait to see whether or not SNCF will be using the main stations in Spain (in France some Ouigo services use out-of-town stations although this is changing).
As previously reported, EU countries are obliged to open their rail networks to competition.
Besides SNCF, the Spanish incumbent Renfe will face more competition when Italy’s Trenitalia plans to enter the Spanish market in January 2022.
It is Trenitalia who, together with First Group, will operate the UK’s West Coast Mainline franchise from December 8.
Trenitalia has years of experience operating high-speed trains within Italy.
Using its Thello subsidiary Trenitalia hopes to be allowed to compete with SNCF (France’s rail regulator Arafer has yet to decide) from June 2020.
LIBERALIZATION OF TRAINS AND RAIL IS MUCH LIKE PRIVATIZATION OF UK PUBLIC HEALTH ------IT WILL BE DISASTER FOR PUBLIC PASSENGER AS EURRAIL IS DISMANTLED.
Consolidation of EURO passenger train to private corporations is MOVING FORWARD transformation from passenger to CARGO---FREIGHT RAIL LINES.
The bloodbath is coming
By Christian Rossi 2 April 2009
EUROPE: Liberalisation of international passenger services is intended to boost customer choice, but fierce competition between rail and air could result in consolidation, says Christian Rossi.
Will there be a bloodbath between rail and air operators following the liberalisation of international passenger services in 2010? That was the question posed by Christian Rossi, Managing Director of TGV Lyria, at the EuroRail 2009 conference organised by Terrapinn in Berlin on February 24.
Rossi believed the answer was yes - in part. ‘The battle will start in 2010’, he predicted, but not on a widespread front. ‘Everyone will fight for the same routes’, he forecast, highlighting a few prominent city pairs such as London - Paris, Paris - Frankfurt or Paris - Brussels - Amsterdam, and noting that DB and Air France-Veolia had reportedly expressed interest in paths through the Channel Tunnel.
Rossi said ‘a lot of public investment’ in high speed rail had opened up opportunities to compete with air in many more corridors. Showing how Lyria had recovered its market share on the Paris - Genève route following the entry of EasyJet in 2002, he suggested that aggressive marketing and yield management were key weapons. However, he felt that ‘despite the launch of Railteam’ the railway industry was ‘still suffering from a national way of thinking’ which did not help it to compete for international traffic.
‘The airline industry is in trouble’, he pointed out, with traditional national carriers being squeezed between competition from low-cost airlines on one side and rising fuel prices on the other. With many savings already made, further economies could only come at the expense of customer service.
Suggesting that rail offered advantages in terms of speed, seamless travel and environmental footprint, Rossi suggested that it was ‘unavoidable that those airlines will be forced to develop their own rail strategy’ to compete in certain corridors. But ‘they will suffer from the same problems as rail operators do today’ in terms of congested infrastructure, technical incompatibility, and long delivery times for custom-designed rolling stock.
Rossi believed airlines would do better to work in partnership with an existing rail operator. But it was ‘too early to know whether the managements of both modes will be flexible enough or creative enough to implement or even think of such an alliance’.
Even without the airlines, Rossi said there was already evidence that some Railteam partners were squaring up to compete with each other, suggesting that DB and SNCF will go head-to-head in France and Germany. Whilst Italy’s open-access competitor NTV is focusing on domestic high speed routes, Trenitalia’s Director of Passenger Strategy Alessandro Fiorentino confirmed that FS saw ‘opportunities in the international market’.
Rossi felt that some railways found it ‘very difficult to master their own national networks’, and it would be even more difficult for them to work internationally.
‘There is a very big risk that both the traditional and new operators would lose out on the financial side’, he warned, adding that ‘liberalisation could be an opportunity, but it could be a threat for all operators’.
Reflecting on experience in the airline sector, he said customers had benefited from competition as prices fell, and there was a greater choice of operators, frequencies and routes. But some operators had already disappeared and others were losing money. If the same path were followed in the rail sector, the longer term could see ‘a concentration in the hands of some mega-players’.
Given that infrastructure and rolling stock costs would not change radically, a triangle of ‘wild competition’ between low-cost carriers (air or rail), traditional railways and high speed operators could lead to ‘a drastic reduction of customer service, or minor OD pairs would no longer be served’.
Christian Rossi joined the Franco-Swiss high speed train operator Lyria SAS as Managing Director in 2005, after 28 years in the airline sector with Swissair and later Swiss. He is currently in discussion with his main stakeholders at SNCF and SBB to convert TGV Lyria from a joint venture into a stand-alone company with its own operating licence.
New entrants think local
Expectations that open access competitors would emerge in the international sector were dampened by two new entrants at the EuroRail pre-conference workshop organised by Pricewaterhouse Coopers on February 23.
Outlining his company’s plans to launch services between selected city pairs in Germany, Locomore’s Managing Director Carsten Carstensen said there were ‘too many problems’ for new operators ‘to compete in international markets’. So Locomore would focus initially on domestic services, although at this stage he would not reveal which routes.
Given that most new entrants in Germany competed for regional operating concessions, Carstensen accepted that earlier open access attempts to break into the inter-city market had largely come to nought.
Stefan Wehinger from Austria’s Westbahn AG said that his business would focus on the country’s ‘only profitable main line’ between Wien, Linz and Salzburg. Pointing to the high cost of market entry, he noted that it was 12 years after Austria liberalised its rail sector before the first open access passenger company was formed. In that time 15 freight operators had taken to the tracks, of which 14 were still running.
Apart from the lack of a proper regulatory framework, Wehinger suggested that acquiring suitable rolling stock was a major issue. Westbahn had now agreed a train provision deal with Stadler for 200 km/h double-deck EMUs which are due to enter service from December 2011. These will be piggybacked on the fleet ordered by SBB for the Zürich S-Bahn to benefit from production economies. Reflecting his previous role as Passenger Director at ÖBB, Wehinger said the incumbent operator enjoyed a 96% share of the national market and ‘knows how to run trains’. His plan was for Westbahn to ‘keep it simple’ and compete primarily on quality of service.
Here is that SILK ROAD to China and notice these cargo rail are using traditional cargo not high-speed---not HYPERLOOP/MEGLEV.
Germany will be a FOREIGN ECONOMIC ZONE in central Europe so much of new cargo rail system will radiate from this region. GERMANY with FOREIGN ECONOMIC ZONES will have global CHINESE foreign factories feeding this SILK ROAD with products.
GERMANY/AUSTRIA---with SWEDEN/DENMARK/BELGIUM will be that one FOREIGN ECONOMIC ZONE and all that EURORAIL passenger line will be TRUMPED by need for global factory CARGO/FREIGHT lines. UK is online with that EASTERN HEMISPHERE cargo freight route as well.
PASSENGER RAIL IS QUALITY OF LIFE----THIS IS GLOBAL CORPORATE EXTREME WEALTH EXTREME POVERTY LIBERTARIAN MARXISM-----NO FUN FOR YOU.
New "Silk Road" freight train launched between China and Germany
•Oct 15, 2017
First freight train launched between China's Changchun and Germany's Hamburg. So far more than 5,000 cargo train trips have been operated on routes linking China with Europe. Click and see what are the main goods delivered by this train and how fast it is.
The OLD WORLD KINGS global transportation corporations getting bigger and bigger in Western Europe are the global corporations taking our US TRAIN/RAIL to consolidated GLOBAL MONOPOLY.
The New Silk Road
A Look at the East Wind Freight Train that Travelled from China to London
As was widely reported to much fanfare on 18 January of this year, the first freight train travelling between China and the UK arrived in London, at DB Cargo UK’s Eurohub Centre in Barking, having departed Yiwu, in the eastern province of Zhejiang on 1 January.
We wanted to take a closer look at the journey as the train dealt with a whole host of issues, from technical aspects such as interoperability to political and economic ones, such as customs checks. The ‘Study on Corridors’ by OTIF, the Intergovernmental Organisation for International Carriage by Rail, which has 50 Member States, stated that the key issues for international rail transport “include the harmonisation of transport documents and technical standards, use of electronic records and the simplification of customs procedures etc.”
The Silk Road is the oldest overland trade route in the world, running between China in the east and Europe in the west. Goods such as gunpowder and spices were transported, and of course the eponymous silk, the most lucrative of all the commodities traded.
Now, the president of China, Xi Jinping, launched a revival of the Silk Road, an undertaking he calls One Road, One Belt, designed to link the east and west again with both an overland trade route, this time by train, and a maritime route. Unveiled in 2013, the first train to run on this network reached Iran from China in February 2016.
The One Road, One Belt policy is an enormous economic undertaking, intended to increase China’s influence on global trade. In fact, China’s president said he hoped this new Silk Road would bring in an extra $2.5 trillion to China in ten years. With China excluded from the US’s TPP, China wants to assert its own economic dominance in Eurasia. With more than 60 countries involved in the entire network, such a partnership can enhance economic and therefore political stability in regions and benefit everyone through mutual access and exchange.
AND this is what public rail does when made PRIVATE------so, SNCF expanding across all borders is getting POWER AND WEALTH hungry. This French rail is finding its way into US FOREIGN ECONOMIC ZONES replacing OUR public passenger rail lines and roads.
for failing to return nearly $800 million in illegal state aid.
AND this is what public rail does when made PRIVATE------so, SNCF expanding across all borders is getting POWER AND WEALTH hungry. This French rail is finding its way into US FOREIGN ECONOMIC ZONES replacing OUR public passenger rail lines and roads.
ALL OF THIS is what global banking 1% OLD WORLD KINGS are filling our US funding for infrastructure tied to RAIL AND ROADS.
France Ordered to Recover $800M Bailout From SNCF
March 7, 2018 BARBARA LEONARD
(CN) – The European Court of Justice cracked the whip Wednesday on France’s national transportation carrier SNCF for failing to return nearly $800 million in illegal state aid.
When France received conditional authorization in 2001 for what was then a $623 million bailout of the SNCF subsidiary Sernam, the European Commission attached several conditions that Sernam failed to meet.
In 2004, the commission told Sernam that it would either have to withdraw from the transportation market if it wanted to keep the $623 million, or it would have to sell its assets en bloc by June 30, 2005.
Sernam chose the latter option, but it again failed to meet the commission’s conditions for the sale, namely that the assets would be sold to to a company that had no legal link with SNCF.
Indeed a former management team of Sernam created the company Financière Sernam to buy Sernam’s assets en bloc.
The commission had also ordered France to recover new, incompatible aid of $50 million, but this amount remained outstanding as well.
In 2012, SNCF brought an action before the European General Court to challenge a conclusion by the commission that the illegal aid Financière Sernam would have to return amounted to nearly $800 million.
SNCF appealed to the Court of Justice, Europe’s highest court, when the General Court dismissed its action in 2015.
On Wednesday, Europe’s highest court dismissed the appeal and affirmed that the General Court’s judgment must stand.
'En route it passed through Kazakhstan, Russia, Belarus, Poland, Germany and France before arriving at the Abroñigal freight terminal in Madrid'.
So, WHO is US trade partners for all these US FOREIGN ECONOMIC ZONES? We have no trade partners---we are a global banking 1% colonial entity filling with FOREIGN GLOBAL CORPORATIONS -----needing the same cargo rail lines as in ASIAN FOREIGN ECONOMIC ZONES.
Those OLD WORLD KINGS bringing these TRADE PARTNERS to take over our all-American domestic economy----where WAGES become TAXES to pay for all that TIF/STIF/US and state treasury bond debt replacing our strong US passenger railway.
The Silk Railway: freight train from China pulls up in Madrid
Madrid mayor welcomes first cargo train from China after epic 8,111-mile rail trip inaugurates the longest rail link in the world
The longest rail link in the world and the first direct link between China and Spain is up and running after a train from Yiwu in coastal China completed its maiden journey of 8,111 miles to Madrid.
En route it passed through Kazakhstan, Russia, Belarus, Poland, Germany and France before arriving at the Abroñigal freight terminal in Madrid.
The railway has been dubbed the “21st-century Silk Road” by Li Qiang, the governor of Zhejiang province, where Yiwu is located. Its route is longer than the Trans-Siberian railway and the Orient Express.
The first train was met by the mayor of Madrid, Ana Botella, and Spain’s minister of public works, Ana Pastor. It consisted of 30 containers carrying 1,400 tonnes of cargo – mostly toys, stationery and other items for sale over Christmas across Europe.
According to China’s ambassador to Spain, Zhu Banzao, it will return laden with wine, jamón and olive oil in time for the Chinese new year in February.
Yiwu is the world’s largest wholesale hub for small consumer goods and plays host to a vast 4 sq km (1.5 sq mile) market where tens of thousands of traders work daily. The journey was a test run to assess the viability of adding Spain to a route that already links China with Germany five times a week. Those trains link Chongqing, the huge industrial city in south-west China, with Duisburg, and Beijing with Hamburg.
China is Spain’s biggest trading partner after the EU, with bilateral trade worth around £16bn. It is also Spain’s third largest source of imports, after Germany and France. About half of these imports are made up of mobile phones and clothing. The Spanish prime minister, Mariano Rajoy, was in China in September, where he signed deals reported to be worth more than £6.3bn.
A major advantage of the rail route is speed. The train took just three weeks to complete a journey that takes up to six weeks by sea. It is also more environmentally friendly than road transport, which would produce 114 tonnes of CO2 to shift the same volume of goods, compared with the 44 tonnes produced by the train – a 62% reduction.
However, the cargo had to be transferred three times during the journey as a result of incompatible rail gauges. The locomotive also had to be changed every 500 miles.
The service is being operated by InterRail Services and DB Schenker Rail and in Spain by DB’s Spanish offshoot, Tranfesa.
At the welcoming ceremony, the mayor of Madrid pointed out that a majority of the city’s 30,000 Chinese residents hailed from Zhejiang province. Relations between Spain and China took a dive earlier this year when a judge sought international arrest warrants for former president Jiang Zemin and four top officials in relation to alleged genocide in Tibet. The Spanish parliament took barely 10 days to throw out the case.