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A.R.T is the International Air Rail Organisation's blog, with news, articles and comment on all things related to air rail links world-wide. Your comments and thoughts are welcome: for obvious reasons, they will be moderated and may be edited.
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In response to:
Litter
Feedback Form [Visitor] · http://www.contactemailform.com
You made some good points there. I did a search on the topic and hardly found any specific details on other sites, but then great to be here, seriously, thanks...
- Josh
- Josh
24/08/10 @ 00:59
In response to:
Air New Zealand to Hong Kong and back
asharp [Member]
Phil, I actually used them because they had the best price for my journey. Because this didn't include a Saturday night stay, other airlines were pretty expensive.
19/07/10 @ 13:12
In response to:
Air New Zealand to Hong Kong and back
Mick Drury [Visitor]
Have you ever tried to book an Air New Zealand flight online? Their website is appalling! The process is long-winded, completely non-intuitive and generally a pain in the neck.
18/07/10 @ 23:05
In response to:
Air New Zealand to Hong Kong and back
Phil [Visitor] · http://www.bandannaclub.com
It is some years since I last flew with Air New Zealand - 1996 in fact. The main reason is the price. An ANZ economy ticket anywhere seems to be almost double the price of it's competitors. And if the experience is now like you describe, I'm rather glad to continue flying with Qantas.
18/07/10 @ 22:58
In response to:
Inter-airport interlining
Pierre AGERON [Visitor]
An antique experience.
Travelling from LYS to MEX in August 2001, I had to transfer by the "speed link" coach service between LGW and LHR, due to the lack of LYS- LHR flights in this period. (Not the case any more since 2007 I think).
But I had prefered to make the 2 hour connection to staying 8 hours in LGW for my return from CUN!!!
Travelling from LYS to MEX in August 2001, I had to transfer by the "speed link" coach service between LGW and LHR, due to the lack of LYS- LHR flights in this period. (Not the case any more since 2007 I think).
But I had prefered to make the 2 hour connection to staying 8 hours in LGW for my return from CUN!!!
25/03/10 @ 17:58
In response to:
Multi-modal announcements on trains and at stations
asharp [Member]
Two additional points.
First, a number of London main-line stations have the London Underground "Current status of London Underground Lines" television screens prominently displayed. These list all of the London Underground lines, colour coded for quick recognition, with a short comment about their current status - "Part suspended" or "Good service". This is excellent.
Second, the moving LED standard display on my commuter train can accommodate 40 characters. That's not a lot for a display of bus connections. By the time you've put, "Bus connections for" you've used nearly half of the available space.
First, a number of London main-line stations have the London Underground "Current status of London Underground Lines" television screens prominently displayed. These list all of the London Underground lines, colour coded for quick recognition, with a short comment about their current status - "Part suspended" or "Good service". This is excellent.
Second, the moving LED standard display on my commuter train can accommodate 40 characters. That's not a lot for a display of bus connections. By the time you've put, "Bus connections for" you've used nearly half of the available space.
12/03/10 @ 08:51
In response to:
Level crossings for trams and electrified railways
asharp [Member]
Herb, thank you - as you say, elementary!
I think that in "English" English the insulated sections are called neutral sections.
Andrew
I think that in "English" English the insulated sections are called neutral sections.
Andrew
27/01/10 @ 09:37
In response to:
Level crossings for trams and electrified railways
asharp [Member]
Andrew:
You asked how the Melbourne tram could cross an electrified railway line, implying, without blowing up both.
It is elementary. The overhead of both the tram line and railway have insulated sections at the junction. The insulated sections are long enough that they are longer than the respective pantographs are wide or long (take your pick). This is to eliminate bridging of the electrical currents. Both the trams and trains use momentum to cross the dead spot.
Questions?
Herbert Pence, Manchester, NH USA
You asked how the Melbourne tram could cross an electrified railway line, implying, without blowing up both.
It is elementary. The overhead of both the tram line and railway have insulated sections at the junction. The insulated sections are long enough that they are longer than the respective pantographs are wide or long (take your pick). This is to eliminate bridging of the electrical currents. Both the trams and trains use momentum to cross the dead spot.
Questions?
Herbert Pence, Manchester, NH USA
27/01/10 @ 09:35
In response to:
A ride on Amtrak between Boston and Washington DC
Sonya Blake [Visitor]
A very good article. Very interesting. I will definately consider using Amtrak next time I am in Boston.
15/01/10 @ 14:51
In response to:
Barcelona Airport terminal 1
asharp [Member]
Re-visiting the airport yesterday afternoon, in daylight and in a better and more rested state, I find I was just a tad unfair to Barcelona Airport.
If you look hard enough, you can see the inter-terminal bus signage on the floor at Ground Floor level. This includes the magic phrase, "Connexio amb ferrocaril" - which I assume means connection to the train, in Catalan.
I also found a shuttle bus direct from railway station to terminal 1 - with excellent signage at the station end (well done, RENFE!).
The downside was that, while it takes you to Departures level at Terminal 1, it goes straight past all of the doors - the individual ones marked with the names of the airlines whose desks are just inside them - and stops just beyond the end of the terminal building. So everyone has a walk - some shorter than others, but everyone has a walk.
Sorry, guys, I still believe that Barcelona's Terminal 1 doesn't work!
If you look hard enough, you can see the inter-terminal bus signage on the floor at Ground Floor level. This includes the magic phrase, "Connexio amb ferrocaril" - which I assume means connection to the train, in Catalan.
I also found a shuttle bus direct from railway station to terminal 1 - with excellent signage at the station end (well done, RENFE!).
The downside was that, while it takes you to Departures level at Terminal 1, it goes straight past all of the doors - the individual ones marked with the names of the airlines whose desks are just inside them - and stops just beyond the end of the terminal building. So everyone has a walk - some shorter than others, but everyone has a walk.
Sorry, guys, I still believe that Barcelona's Terminal 1 doesn't work!
26/11/09 @ 11:01
In response to:
Is Vancouver the world's most beautiful airport?
derek [Visitor]
yes it is...well architectured...
31/10/09 @ 20:19
In response to:
Yes, I know it's cold outside - but does it matter?
Pierre AGERON [Visitor]
You may be interested in the outside temperature during the plane climbing phase and descending phase. It might be an indicator of your relative position facing your cruising altitude.
But I agree that in cruising speed when your altitude is constant, you don't mind of this.
But I agree that in cruising speed when your altitude is constant, you don't mind of this.
27/10/09 @ 16:24
In response to:
Leg space
Pierre AGERON [Visitor]
How you're right!!!
The boxes also settled in a KLM MD 11 for the seat next to the corridor (for my part, 25 D).
Thus, for my return flight, I chose a range E seat (in the right middle of the plane):less room on the right or left but much more for the legs...
Best Wishes
The boxes also settled in a KLM MD 11 for the seat next to the corridor (for my part, 25 D).
Thus, for my return flight, I chose a range E seat (in the right middle of the plane):less room on the right or left but much more for the legs...
Best Wishes
26/10/09 @ 15:42 
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