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Old February 24th, 2014, 11:41 PM   #401
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Do like the French: build new HST-only stations
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Old February 25th, 2014, 08:44 AM   #402
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What would work even better in that case is to do do what the Japanese did: Create an entire seperate high speed network
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Old February 25th, 2014, 11:03 AM   #403
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Many routes in Germany aren´t for 300 km/h topspeed.
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Old February 25th, 2014, 11:21 AM   #404
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Originally Posted by M-NL View Post
What would work even better in that case is to do do what the Japanese did: Create an entire seperate high speed network
Maybe not 100% entirely, but for the most part it IS what the French did, and the Belgians, and the Dutch, and the Spaniards...

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Old February 25th, 2014, 01:28 PM   #405
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Many routes in Germany aren´t for 300 km/h topspeed.
Which isn't necesarily bad. The focus should be less on speed, more on travel time. On most German routes the journey times of a Railjet and an ICE2 would be comparable, despite the Railjets lower top speed.
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Old February 25th, 2014, 01:37 PM   #406
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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.
My impression is that it would quickly be "a couple of hundreds" and not a "couple of dozens" of platforms...
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Old February 25th, 2014, 01:38 PM   #407
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Do like the French: build new HST-only stations
Most TGVs in France actually make more stops at stations that are not dedicated TGV stations...
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Old February 25th, 2014, 01:39 PM   #408
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Maybe not 100% entirely, but for the most part it IS what the French did, and the Belgians, and the Dutch, and the Spaniards...
The only ones that actually did this are the Spaniards. In France, the Netherlands and Belgium TGVs spend a lot of time on the conventional network.
And the Spaniards did it for the same reason as the Japanese: HST was not compatible with the conventional network. If they could have avoided this incompatibility the Japanese would have iintegrated more of the conventional network in tto the HST network as well.
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Old February 25th, 2014, 03:27 PM   #409
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What would work even better in that case is to do do what the Japanese did: Create an entire seperate high speed network
They did because they had no choice - HSR on 1067 mm just are feasible.
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Old February 25th, 2014, 03:54 PM   #410
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[*]Because the train you know as the ICE 3 (BR 403/406) is actually called ICE 2.2 by DBAG
Why? BR 403/406 (ICE 3) are quite different from BR 402 (ICE 2), as they are EMU compared to loco+coaches.

The ICE 2 instead looks like an ICE 1 (externally), but with a driving trailer on one end instead of a second locomotive.
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Old February 25th, 2014, 08:10 PM   #411
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Press release by Siemens.


Quote:
The latest ICE 3 generation: The Velaro D

Munich, 2014-Feb-18

The new high-speed train has been successfully operating on the Deutsche Bahn (DB) rail network since December 2013. Four trains have already been delivered to DB, with four more due to follow by the end of March 2014.

The Velaro D features increased energy efficiency and flexibility as well as enhanced comfort. The aerodynamic characteristics of the train, for example, have been further optimized to reduce energy consumption, reducing air resistance by a total of about 20 percent compared with the predecessor model.

The Velaro D is also the first DB high-speed train to be fitted with a lift for wheelchair users on either side of the train. The many other innovative features of the new ICE 3 were highlighted by Dr. Jürgen Wilder, CEO of the Siemens High-Speed and Commuter Rail Business Unit and Andreas Busemann, Head of Production at DB Bahn Long Distance, on a presentation run from Frankfurt (Main) to Cologne.

"We've been able to successfully meet the challenges, especially in the certification process, and are very pleased to see the new ICE 3 now in operation on the German rail network," said Wilder.

BIG PICTURE!

Dr. Jürgen Wilder (left), CEO of the Siemens High-Speed and Commuter Rail Business Unit and Andreas Busemann (right), Head of Production at DB Bahn Long Distance, present Deutsche Bahn's new ICE 3 on a presentation run on the Frankfurt (Main) – Cologne line.


BIG PICTURE!

In order to reduce energy consumption, the aerodynamic characteristics of the Velaro D have been further optimized – through a new design of the front end, cladding for roof-mounted equipment and optimization measures in the area of the bogies and intercoach gangways. Air resistance is reduced by a total of about 20 percent compared with the predecessor model.


BIG PICTURE!

To date, the new train for German operator Deutsche Bahn has covered over 400,000 kilometers in test and licensing runs. Siemens is one of the world's leading manufacturers of high-speed trains. Velaro is one of the most reliable trains in all the countries in which it is deployed (26 trains in operation in Spain, 400 in China, eight in Russia, with eight more under construction). Velaro trains have already traveled over 150 million operational kilometers without a significant technical failure. In Spain and Russia, Siemens is also responsible for Velaro maintenance.


BIG PICTURE!

Three fully assembled Siemens high-speed Velaro D trains at the testing center in Wegberg-Wildenrath (PCW).


BIG PICTURE!

A fully assembled Siemens high-speed Velaro D train during a trial run at the testing center in Wegberg-Wildenrath (PCW).


BIG PICTURE!

Thanks to an intelligent energy management system, all train systems in the Velaro D are operated extremely energy-efficiently. That translates into a reduction in CO2 emission to 14 grams per passenger-kilometer. By comparison, the average CO2 emission of an aircraft is ten times higher.
The braking system in the new ICE 3 (407 series) also functions energy-efficiently, with electric brakes recuperating braking energy into the power grid. This saves about ten percent of energy and reduces mechanical wear and tear.



BIG PICTURE!

A tactile floor guidance system as well as indicators and seat and coach numbers in Braille help partially sighted and blind passengers to find their way in the train.


BIG PICTURE!

Aisle seats have a handgrip on the aisle seat back to provide passengers with a firm hold when moving through the train.


BIG PICTURE!

The Velaro D differs from its predecessors primarily through a number of improvements in comfort and service for passengers. For example, ceiling-mounted monitors inform passengers in all classes via GPS about the progress of the journey.


BIG PICTURE!

The Velaro D incorporates a large number of improvements, especially for passengers with reduced mobility. It's the first DB high-speed train to be fitted with a lift for wheelchair users on each side of the train, enabling them to board and alight without assistance. Also, thanks to wide entrances and aisles, passengers with reduced mobility can easily reach their seats and the bistro.
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Old February 26th, 2014, 12:52 AM   #412
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BR 403 + 406 looks way better, IMO. BR 407 somewhat looks like a streamlined Talent 2.
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Old February 26th, 2014, 09:25 AM   #413
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Why? BR 403/406 (ICE 3) are quite different from BR 402 (ICE 2), as they are EMU compared to loco+coaches.
Originally there was the intention for ordering more ICE2 trainsets, which was cancelled, because of several reasons, one of which the inability to run in NL, B, and FR, as well as the new Frankfurt - Cologne HSL.
Because funds for the extra ICE2s had already been allocated, new trainsets were developed using these funds. But because these funds were specifically intended for ICE2 trainsets, they had to resort to accounting tricks, which resulted in naming them ICE2.2 instead of ICE3.
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Old February 26th, 2014, 09:27 AM   #414
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BR 403 + 406 looks way better, IMO. BR 407 somewhat looks like a streamlined Talent 2.
Thank the EU for that. New crash regulations required a complete redesign.
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Old February 27th, 2014, 02:29 PM   #415
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Possibly the most hardcore trainset out there.
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Old February 27th, 2014, 11:11 PM   #416
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Which three dozen would that be then?
Hannover, Göttingen, Kassel-W, Fulda, Würzburg
Köln, Siegburg, Montabaur, Limburg-S, Frankfurt-Flugh
Frankfurt, Mannheim, Karlsruhe, Offenburg, Freiburg, Basel Bad Bf
Ulm, Augsburg, München, Ingolstadt, Nürnberg, Bamberg, Erfurt, Halle, Leipzig, Dresden
Berlin, Südkreuz, Gesundbrunnen, Spandau
Düsseldorf, Duisburg, Essen, Bochum, Dortmund and Bielefeld.

These are coincidentally 36 stations if I counted it correctly. In some cases it would effect more than one platform. But still pretty much three dozens.

Furthermore, Hamburg, Köln and Stuttgart need to get new additional high-speed platforms in some form.
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Old February 28th, 2014, 07:17 AM   #417
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Hannover, Göttingen, Kassel-W, Fulda, Würzburg Köln, Siegburg, Montabaur, Limburg-S, Frankfurt-Flugh Frankfurt, Mannheim, Karlsruhe, Offenburg, Freiburg, Basel Bad Bf Ulm, Augsburg, München, Ingolstadt, Nürnberg, Bamberg, Erfurt, Halle, Leipzig, Dresden Berlin, Südkreuz, Gesundbrunnen, Spandau Düsseldorf, Duisburg, Essen, Bochum, Dortmund and Bielefeld. These are coincidentally 36 stations if I counted it correctly. In some cases it would effect more than one platform. But still pretty much three dozens. Furthermore, Hamburg, Köln and Stuttgart need to get new additional high-speed platforms in some form.
It's a lot more than three dozen platforms. These 36 stations together are good for about 300 platforms. And the problem is that raising all those platforms to those heights will actually make it worse for most wheelchair bound persons... Now the ICE is accessible, but the regional trains they more often take suddenly are no longer...
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Old February 28th, 2014, 08:23 PM   #418
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It's a lot more than three dozen platforms. These 36 stations together are good for about 300 platforms. And the problem is that raising all those platforms to those heights will actually make it worse for most wheelchair bound persons... Now the ICE is accessible, but the regional trains they more often take suddenly are no longer...
I don't know what you how you get to 300 platforms. In all those stations one need to raise only one island platform or two side platforms to cater for high-speed services. That would be about 38 platforms.
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Old February 28th, 2014, 09:36 PM   #419
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I don't know what you how you get to 300 platforms. In all those stations one need to raise only one island platform or two side platforms to cater for high-speed services. That would be about 38 platforms.
No, you need to raise all platforms. In Germany platforms aren't usually reserved for particular services. And after you've done that you will have problems with trains with lower floors when they use these platforms.
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Old February 28th, 2014, 11:14 PM   #420
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No, you need to raise all platforms. In Germany platforms aren't usually reserved for particular services. And after you've done that you will have problems with trains with lower floors when they use these platforms.
You know very little about German railways then. It is very well possible to segregate services to build dedicated platforms for high-speed services. In some station such a segregation would case some expanses while segregation has already been achieve at others.
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