I’m going to Europe in June with my aunt, grandmother, and cousin. One of the things I want to do is ride a train. I don’t think we’re going to ride ICE, but it will still be nice to experience train travel in Europe

Papa SAS arolling stoneal'anqu'vin

Das war ICE 3-Schleichfahrt. Zwischen Frankf./Flughafen und Köln hätte er locker 300 Km/h machen können.

@@wilfriedpaffendorf4543 Stimmt! Hoffen wir, dass die Fertigstellung der im Bau befindlichen Neubaustrecken nicht wieder so lange dauert wie Berlin-München (26 Jahre).

Macht 20% der Gesamtzeit nach Köln aus, echt fürchterlich. Die Zugdichte in dem Bereich lässt es meist auch nicht anders zu :/

Bin ja dafür dass man Frankfurt HBF auch unterirdisch als Durchgangsbahnhof baut.

I love the tunnels

That’s what makes HSR so expensive to built in Germany. Lots of tunnels and valleys requiring bridges.

@@Sedna063 yup and the trains are expensive too

@@damianc.0.681 Correct!

Yes they are beautiful and more advanced compared to TGVs. However, due to the lack of highspeed tracks in germany, the TGV network is much faster.

There hasn't been a new TGV for a while.

More advanced than the TGV what a joke lol

In fact it is seen from a technical point of view. But in everyday's service the TGV is far more reliable on its LGV network. Furthermore, the LGV network can easily be upgraded to higher speeds whereas the SFS network is mostly old and rotten and even unable to perform 300km/h vLS.

L'ICE est tout à fait un produit plus récent - mais il y manque beaucoup d'expérience d'exploitation d'un réseau SFS et les pannes sont très nombreuses. En plus, le réseau SFS commence à vieillir et on a oublié d'améliorer les anciennes LGVs entre München et Hamburg.

You have to build tunnels like in Germany - and, of course, you have to use modern train technolgies. The slope on this track is - as far as I know - double as high compared to normal tracks (7 promille? please correct me if I'm wrong)

On this line, there are extreme slopes - up to 40 promile (yes, forty), thus this line is for passenger trains only. It's not a good idea to build a line for mixed traffic - freight trains allow for only gentle slope (12,5 promile), also small superelevation of outer rail in curves (~70mm vs. ~150-180mm in here). As a result, you need to have large curve radius (5000-7000m vs. 3500m here) and build lots of structures, especially tunnels. Finally, mixing two heavily different speeds of traffic reduces line capacity (usually ICE's operate during a day, freight trains at night). Typical example of this is Hannover - Würzburg line.

Oh wow 300 Sachen.....bist du ausgewandert ?

Meiner hatte mal 306 Sachen drauf

😊

You'll be delighted to hear then, that Germany recently introduced the Deutschlandticket. It costs 49 Euro and is valid for all forms of public transport within the whole country for an entire month. This ticket similarly doesn't include ICE/IC trains, so it's more like a better version of the ticket you bought.

Mick Gatz they’ve run out of vind screen vipers

Wind screen? Oh wait sorry didn’t get the joke at first.

@@damianc.0.681 All good!. Merry Xmas. :)

Wait until you see a video like this without the damn camera zoomed in! THAT ONE will blow you away! Zooming in like this completely takes away the feeling of speed. I have a few videos on my channel where the same train also reaches these ridiculous speeds! Most notably this: kzfaq.info/get/bejne/jdJlh6p6t6ysmKc.html This is not a cab ride but I‘m so proud of this video I‘ve already shared it a thousand times! It would mean the world to me if you would check it out!

that's not true. american cities have very similar average distances.

@@swunt10 i don’t think so texas alone is bigger than Germany. German cities are way closer to each other than American

@@thembani5900 We‘re not talking about the sparsely populated areas of the US such as Texas, but a highspeed rail along the north east coast would be equivalent to one in central europe with big cities, each a couple of hundred miles apart

This is not a Velaro, it's the Velaro's "dad" so to speak.

I cannot agree enough. It looks absolutely _fantastic._ The new trains, the Velaro D and ICE 4, look absolutely dreadful in my opinion. I mean, who on Earth approved the design for the ICE 4?

Gibts ja jetzt, zumindest ohne Tacho

300 wird nur auf wenigen Abschnitten erreicht, wie in Deutschland üblich schleicht man gern. Gibt einige Führerstandsmitfahrten aus Frankreich, da gibt es echten Hochgeschwindigkeitsverkehr.

@@bastianmann4936 Ironisch das der ICE 3 nur in Frankreich 320km/h erreicht.

sounds like the US, especially the last part.

You should at least build HSR on the east coast and on the west coast to connect the big cities. It is definitely worthwhile there. Washington DC -Baltimore-Philly- NYC - Boston in less than 4 hours, that would be great!

:-) Fixed.

Gratulation! Sieht alles Tip Top aus.

Burton15693120 "Zugbeeinflussung" will be played when the train protection system wants to catch the engineer's attention. For example the engineer has to confirm that he passed a signal displaying "approach" by pushing a button. "Zugbeeinflussung" will be played on such an event.

Gretel Grosse a bit like the LSSF in french trains maybe ? (If someone with knowledge with french trains can confirm...)

​@@Burton15693120 Not really, the sound just means that the driver successfully pressed the acknowledge button. The signalling like the LSSF is simply handled by lamps in the cabin (in a very similar to LSSF). At 6:55, the driver pressed the acknowledge button because the signal announced a speed limitation at the next main signal (see the yellow digit in the signal's display) which has to be acknowledged, otherwise the train will automatically apply the emergency brakes and come to a full stop.

This is not zoomed in, you are just used to wide-angle views that give an unrealistic sense of speed :)

Not only that. There are two more factors. One is distances. On a train you are higher above ground than in a car, so the ground and low items like grass, bushes, turnout blades and cable ducts seem to pass slower than in a low car. And while you are used to 50 meters / 150 ft. distance between the roadside poles, for most of the line the catenary poles are 70 meters / 210 ft. away from each other. You can easily calculate that from the milepost like signs on every third of them in average. They show the track distance and are placed 200 meters / 600 ft. away from each other. Only halfway between Montabaur and Siegburg there is a section with another type of pole closer together and immediately the assumed speed jumps up. And your comparing scale has changed as well over the last 40 years. 40 years ago 80 to 100 mph was fast travel speed for a standard company car like Volkswagen Passat, Audi 100 or Saab 900. Today I will do 80 - 90 mph in my private 90 hp rated Kia Venga. I could not find out if you are British or American. If you are British you know it anyways. In America that car is not sold but basically it is a competitor to the Nissan Note you have over there as well - a subcompact based van. However, with our company Ford Mondeo (Ford Fusion in the US) I will usually do 115 mph in the Unlimited sections. That puts me amongst the high speed drivers but not really on top of them. The fastest drivers will do up to 140 mph on this particular route. Roads nowadays allow much higher speeds than 40 years ago and cars can do them. Although all cars sold in Europe by the real manufacturers like Porsche, Mercedes, Audi, BMW, Lexus and their official "racing" brands like BMW M and Mercedes AMG are limited at 155 mph. You can however get custom cars from companies like Brabus (Mercedes), Alpina (BMW) or Abt (Volkswagen / Audi) that are either limited at 173 mph (280 km/h) or completely open. The car of my wettest automotive dreams, the BMW 435i based Alpina B4, for example runs open 188 mph maximum speed.

The ICE drives at 185 mph on this Railway

I just asked a friend who is train driver on that route. Cab signalling will even show 205 mph. But that section is calculated with a lot of spare time because it is one of the rare opportunities to cover up delays. So if you depart Cologne or Frankfurt on time 175 - 180 mph will bring you to the other end in time. If you carry delays from somewhere else with you you can go legally up to 30 mph faster than necessary and catch up with your schedule.

OK 47

I dont see him

Stimmt, du hast recht, nachdem ich mir dieses Video angeguckt hab

Yes :D

Viel Spaß :)

Und, wie war es?

Das ist die Zulaufstrecke vom Frankfurter Hauptbahnhof zum Flughafen Frankfurt, da können die nicht mit Tempo durchrasen. Ab Flughafen geht's mit Schmackes nach Kölle.

Die fahren zwischen Köln und Frankfurt 330km/h. Ich bin die Strecke des öfteren gefahren.

Das ist wie Porsche fahren ist ein geiles Gefühl wenn man die ganzen Lkws und Pkws in Slow Mo über die A3 fahren sieht.

Das ist der Sprinter ohne Halt in Limburg, Montabaur, ja das ist die beste Verbindung zwischen Düsseldorf und Rhein Main. Fahrtzeit ca. 80 min bis FFM. Sehr angenehm ohne Stress auf der Autobahn.

@@marcuskeulertz5852 Die Strecke ist nur für 300 zugelassen

Habe gerade weiter oben geschrieben April / Mai (Rapsblüte) 2005 (Bauphase Kölntriangle)

tidak bisa karena kereta api indonesia sudah cukup cepet dan ngebut

Really old😅 the giant 1&1 cube in Montabaur is missed

BYy

That's the actual sound in the cab. The engines are spread all over the length of the train and not directly behind the driver, so that you won't hear them in any Video from an ICE3 or any newer generation of German High speed trains.

4% maximum which translates to 4 meters per 100 meters. Quite steep for a train, the terrain would have otherwise required much more tunnels and bridges.

@@Sedna063 it's 40 promille

Yes.

Nowadays more like a curse. 0 space for development of the rail in Cologne.

300km/h or 186mph

I would guess back in the 90s

Jjoerg EightyTwo can’t be possible because the cologne HS was opened in 1999 and I think they started using these train sets in 2000

@@commandercody5374 So it might be in the year 2000 oder 2001.

Jjoerg EightyTwo yea probably

Jjoerg EightyTwo nvm my mistake this was in 1999 so ur right nice job!!!

Yes, 330 km/h is their max speed.

ILDiavolo yes at least for the ICE 3... the Vmax of the ICE 4 is 250km/h

@@leqitletriax_4811 and for the Velaro D (aka BR407) it is 320km/h

330 is the vmax of the train. The vmax of the KRM (Köln-Rhein/Main)-line is "only" 300. 330 for ICE trains is only possible on their way to Paris Est on the French high speed network.

He was going up to 300km/h, but the camera was set up poorly to catch the speed.

There are different timetables, the fastest trains need 49 nowadays but there are also trains that ride for over an hour. It depends on the amount of stops and speeds in the timetable. I think that there were trains that rode the route in about 40 minutes some years ago but today speeds have been slowed down, probably to have some buffer for delays in the timetable. In 2010 there was the fastest schedule when it took 63 minutes from Cologne to Frankfurt main station.

The headlights are turned on, just dimmed. There's no point in turning them up, because If there's anything in the way, the train will hit it anyways, not matter if you see it or not. This thing needs several kilometers to come to a full stop at these speeds.

Yes

300 ist die vmax auf der Schnellstrecke

Harald Ausfeld Wieso sollte er schneller fahren, wenn der Fahrplan eh nicht für 300 ausgelegt ist? Bin erst gestern mitgefahren hat andauernd geschwankt zwischen 260-300.

Soweit ich weiss, enden einige der Sbahnen in Frankfurt oberirdisch, es fahren nicht alle durch die Innenstadt, dafür hat der Citytunnel nicht genug Kapazität.

Schau dir mal bei OSM die Gleispläne von FF genauer an. Die S-Bahngleise sind das Gleispaar, das diekt hinterm Hbf rechts aus dem Tunnel kommt. Oberirdisch gibt es für die S-Bahn keine exklusiven Gleise zum Hbf, geschweige denn Bahnsteige. Vom Hbf nimmt der ICE dann die Gleise der Mainbahn über die alte Niederräder Brücke zum Stadion. Die beiden Gleise rechts sind die S-Bahngleise zur Flughafenschleife. Am Stadion wechselt er nach Links auf die Riedbahn, wäre die Baustelle nicht, würden die Gleise gradeaus weiter als Mainbahn nach Mainz führen (von der würde man sogar über eine Verbindungskurve hinter Kelsterbach auch auf die SFS kommen, müsste dann aber den Flughafen auslassen). Hinterm Stadion gehts dann nach rechts auf die SFS zum Fernbahnhof. Das alles würde genau so gefahren, wenn am Stadion keine Baustelle wäre und führt kein einziges mal über S-Bahngleise (und ist auch kein Provisorium). ICEs, die vorher aus Richtung FF-Süd kommen fahren im Normalfall den südlichen Teil vom Hbf an, da sie über die Main-Neckar-Brücke fahren und von da nur bis Gleis 13 kommen (unser ICE fährt von Gleis20). Von da fährt man zwar im Gleisvorfeld südlich am Betriebshof vorbei, statt hier nördlich, gelangt dann aber noch vor der Niederräder Brücke auch auf die selben Gleise wie unser ICE hier.

Frage: Wie oft latscht der ZF auf dem SIFA herum? Muss das sein??

Sifa it sounds like he acknowledged before it said anything. LZB is characterized by long beeps which we assume he had the AFB running with as that allows for pretty much automatic operation. We saw him acknowledge a PZB signal at 6:55 pressing the PZB vigilance button and getting as a response, "Zugbeeinflussung"

Ist ja auch ein Tunnel

Werden zum Abschleppen liegengebliebener ICEs genutzt.

I like the Rheinstrecke as well, but it is so an overcrowded line that there is no alternative than building new routes around.

yes, most are. You also hardly find any noise protection wall aside of rails which is not tagged to last square inch. State railway doesn't want to front the money to clean them and if they did the next night the sprayers would return anyway. But isn't that a world-wide phenomenon? Sad enough though

derito56 up to 300 km/h

Das ist eine ganz normale Strecke, die reine S-Bahn Strecke verläuft rechts davon. Auf der Strecke über Niederrad die hier gezeigt ist fahren sowohl S-Bahnen, als auch REs, ICs und ICEs.