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Old February 4th, 2014, 01:52 PM   #381
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Gleisbett par flierfy, bei ipernity



Bauwerk der EÜ Oberwünsch par flierfy, bei ipernity



Tunnelzufahrt par flierfy, bei ipernity

By this time next year the line should be ready for test runs.

More picture are available here.
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Old February 18th, 2014, 10:52 PM   #382
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The first new ICE 3 (Velaro D) was presented on a journey from Frankfurt to Cologne today.
16 trains are on order + one from Siemens as compensation for the two year delay.

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Old February 19th, 2014, 01:22 AM   #383
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Old February 19th, 2014, 01:30 AM   #384
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Train looks nice, except for the seat covers. It will fade fast and make them look old before 4 yrs in use.
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Old February 19th, 2014, 01:33 AM   #385
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Siemens Velaro D at Frankfurt Airport

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Old February 19th, 2014, 09:40 PM   #386
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Today:

Quote:
http://www.railwaygazette.com/news/p...ubt-again.html

DB’s London – Frankfurt plan in doubt again
19 Feb 2014

EUROPE: Deutsche Bahn has cast further doubt on the introduction of direct high speed services between Germany and London, citing authorisation delays to its fleet of Class 407 Velaro D high speed trainsets now being delivered by Siemens.

At a press launch on February 18 marking the introduction of the Class 407 trains into traffic on domestic services in Germany, Andreas Busemann, Head of Production at DB Fernverkehr, told the Reuters news agency that ‘we have not entirely given up the goal of going to London. But for now we are concentrating on going to Brussels and Paris. Once that is done we will think about whether, how and when we will go to London.’

Busemann added that the process to approve the operation of the multi-system Class 407s in France and Belgium had proved much more difficult than anticipated, and ‘the business environment has changed’ with higher track access charges in France and ‘tough competition’.

A DB spokesman told Railway Gazette International that the company ‘is still planning to operate a service from Germany to London. Based on current Siemens estimates, we do not think that the trains will be ready for multiple working in Belgium and France before 2016. This is a prerequisite to move forward with our planning for the London service.’

DB displayed a Class 406 high speed trainset at London’s St Pancras International terminus in October 2010. At that time, DB Chairman Rüdiger Grube said that he expected Frankfurt – London services to launch in 2013. Since then the timescale has regularly slipped, and there has been no word on how DB might deal with the cost and complexity of the border controls required for operation to the UK.
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Old February 23rd, 2014, 03:01 PM   #387
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Why is the Velaro D / 407 known as an ICE3 and not ICE4? It seems different enough.
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Old February 23rd, 2014, 06:55 PM   #388
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The lift facility is so stupid,so complex,once fault happening ,it is a disaster.why not built a higher platform?
when going through tunnels,these trains are so uncomfortable.
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Old February 23rd, 2014, 07:42 PM   #389
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thats not a passenger entry
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Old February 23rd, 2014, 08:44 PM   #390
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Quote:
Originally Posted by 33Hz View Post
Why is the Velaro D / 407 known as an ICE3 and not ICE4? It seems different enough.
There are 3 major reasons:
  • Because the train you know as the ICE 3 (BR 403/406) is actually called ICE 2.2 by DBAG
  • (At least on paper) the 407 can be coupled with 403/406, therefor they are considered interchangeable
  • There are just as many differences between the 403 and 406 as there are between the 406 and 407

In the end it's just a name. The real enthusiasts will refer to the models by class number anyway, the rest don't care as long as they have a comfortable journey from A to B.
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Old February 24th, 2014, 01:05 AM   #391
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Quote:
Originally Posted by flankerjun View Post
The lift facility is so stupid,so complex,once fault happening ,it is a disaster.why not built a higher platform?
That wheelchair lift makes German railway industries look indeed ridiculous. And you certainly ask the right question. The answer to it is unawareness and short-sightedness. But there is a more detailed explanation of this set of problems:

There are no matching platform heights because there is no segregated high-speed network. These trains, however, use the same mainline tracks as every other service does including freight trains. The design standards for mainline railways are unfortunately dominated by the requirements of freight transport. One still holds on to the practice of trains exceeding the loading gauge. While this ability is used by just very few trains, it does nonetheless mean that platform heights are almost everywhere limited to 76 cm and that leaves passenger services to deal with way too low platforms.
High-speed trains deal with it rather badly as these trains have rather large wheels which raises their floor well above 120 cm. That makes steps on the entrance and wheelchair lifts inevitable.
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Old February 24th, 2014, 02:18 AM   #392
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Quote:
Originally Posted by flierfy View Post
There are no matching platform heights because there is no segregated high-speed network. These trains, however, use the same mainline tracks as every other service does including freight trains. The design standards for mainline railways are unfortunately dominated by the requirements of freight transport. One still holds on to the practice of trains exceeding the loading gauge. While this ability is used by just very few trains, it does nonetheless mean that platform heights are almost everywhere limited to 76 cm and that leaves passenger services to deal with way too low platforms.
High-speed trains deal with it rather badly as these trains have rather large wheels which raises their floor well above 120 cm. That makes steps on the entrance and wheelchair lifts inevitable.
In addition to your reasons, the is an EU ruling that platform heights must be 55 cm or 76 cm. Also, there is no migration path from the existing 55 and 76 cm heights to 120 cm: Existing wheelchair accessible regional trains could not be boarded from 120 cm platforms. Finally, 120 cm platform are impossible to pay for, this would eat up all of the railway infrastructure money for at least a decade.

Better simply pay for a few wheelchair lifts in high speed trains and use low floor regional trains.
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Old February 24th, 2014, 04:38 AM   #393
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Quote:
Originally Posted by flierfy View Post
That wheelchair lift makes German railway industries look indeed ridiculous. And you certainly ask the right question. The answer to it is unawareness and short-sightedness. But there is a more detailed explanation of this set of problems:

There are no matching platform heights because there is no segregated high-speed network. These trains, however, use the same mainline tracks as every other service does including freight trains. The design standards for mainline railways are unfortunately dominated by the requirements of freight transport. One still holds on to the practice of trains exceeding the loading gauge. While this ability is used by just very few trains, it does nonetheless mean that platform heights are almost everywhere limited to 76 cm and that leaves passenger services to deal with way too low platforms.
High-speed trains deal with it rather badly as these trains have rather large wheels which raises their floor well above 120 cm. That makes steps on the entrance and wheelchair lifts inevitable.
The US solution is often a mobile wheel chair ramp that can be rolled up to any doors if there is a need, probably at 1/10 the cost.
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Old February 24th, 2014, 08:46 AM   #394
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Originally Posted by hmmwv View Post
The US solution is often a mobile wheel chair ramp that can be rolled up to any doors if there is a need, probably at 1/10 the cost.
Which is also the solution used in many countries in Europe. However it requires the presence of station staff to operate it, which is much more expensive. Staff presence at most major stations is very limited at best, at smaller station there is usually none. Operation by the onboard staff would simply make dwelling times to long, thus an integrated lift that can be operated by the onboard staff is a better solution.

Train travel by wheel chair users is already difficult enough as it is, as they have to pre announce their journeys well in advance and then still have the chance that no support staff is present at the pre arranged times. When you want to get on a train that's a real nuisance, when you want to get of a big problem.

Also: In the US the train floor is at around 1200mm above rail, while the platform is at 200mm to 300mm. That would require a very long mobile ramp.
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Old February 24th, 2014, 09:13 AM   #395
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Quote:
Originally Posted by flankerjun View Post
The lift facility is so stupid,so complex,once fault happening ,it is a disaster.why not built a higher platform?
It's not as easy as it looks. Rasing platforms will make it more complicated for other trains. This lift will anyway not be used a lot, as most stations where long distance trains call have lifts on the platform.

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when going through tunnels,these trains are so uncomfortable.
How do you know? Have you travelled on one?
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Old February 24th, 2014, 09:19 AM   #396
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Originally Posted by M-NL View Post
Which is also the solution used in many countries in Europe. However it requires the presence of station staff to operate it, which is much more expensive. Staff presence at most major stations is very limited at best, at smaller station there is usually none. Operation by the onboard staff would simply make dwelling times to long, thus an integrated lift that can be operated by the onboard staff is a better solution.
Long distance and high speed trains only stop at major stations, where staff usually is available. For this reason it is better to optimize platform heights to match the floor of regional trains. With 55 or 76 cm this is possible.

Quote:
Train travel by wheel chair users is already difficult enough as it is, as they have to pre announce their journeys well in advance and then still have the chance that no support staff is present at the pre arranged times. When you want to get on a train that's a real nuisance, when you want to get of a big problem.
That's a question of organisation. If you look at Switzerland the situation is (or is about to be):
Regional trains: unassisted level boarding with wheelchairs.
Long distance trains: Staff is available at major stations. In order to be guaranteed help call about an hour in advance. But if you just turn up they'll help you as well...
And this is possible because platform height is being standardised at the low level of 55 cm...
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Old February 24th, 2014, 09:34 AM   #397
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Quote:
How do you know? Have you travelled on one?
I have travelled on nearly all kind of bullet trains in Germany,JP and France.when go through tunnels,the Changes in air pressure make ears feel so uncomfortable,which is a common problem for all kinds of bullet trains except JP ones and Chinese CRH380A.
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Old February 24th, 2014, 10:40 AM   #398
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Quote:
Originally Posted by alphorn View Post
In addition to your reasons, the is an EU ruling that platform heights must be 55 cm or 76 cm. Also, there is no migration path from the existing 55 and 76 cm heights to 120 cm: Existing wheelchair accessible regional trains could not be boarded from 120 cm platforms.
Hence a segregation of high-speed service from other mainline services would be advisable.

Quote:
Originally Posted by alphorn View Post
Finally, 120 cm platform are impossible to pay for, this would eat up all of the railway infrastructure money for at least a decade.

Better simply pay for a few wheelchair lifts in high speed trains and use low floor regional trains.
Not at all. No more than three dozen platforms would need to be risen. That is very well manageable and as a one-time expanse cheaper than lift facilities which require permanent maintenance and need to be staffed.
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Old February 24th, 2014, 01:03 PM   #399
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Not at all. No more than three dozen platforms would need to be risen. That is very well manageable and as a one-time expanse cheaper than lift facilities which require permanent maintenance and need to be staffed.
Which three dozen would that be then?
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Old February 24th, 2014, 11:35 PM   #400
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Those in the largest stations, I suppose. The stations with the most traffic where often it wouldn't be possible to reservate platforms solely for ICEs as this would decrease the stations desperately needed capacity.
Cologne Hbf. would be a prime example for this as it has only 11 handling some 1200 trains daily tracks anyway.
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