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Old June 19th, 2015, 09:27 AM   #721
k.k.jetcar
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Also, what is the story behind this weird training setup? Germans teaching how to run Japanese trains... Why were not Japanese there?
Just surmising here, but I think the Germans had experience with providing international contract railway services (a given considering Germany's geographic location). Also, I think then as now, more German (or other European nationals) railway drivers are proficient in English than Japanese drivers. It was easier (faster) and probably cheaper to have German drivers take a shinkansen familiarization driving course than to teach Japanese drivers sufficient English for safe operation of trains.
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Old June 19th, 2015, 02:17 PM   #722
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germany is the capital of the coolest train systems in the world along with japan
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Old July 4th, 2015, 01:12 PM   #723
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Old July 23rd, 2015, 03:02 PM   #724
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ICE 3 (Velaro D) vs. Autobahn @ 300 km/h
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Old July 23rd, 2015, 04:43 PM   #725
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Verkehrswegebündelung FTW!
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Old July 26th, 2015, 01:02 PM   #726
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Launch of the first Velaro D trainsets on the Frankfurt - Paris route.

Source

-Around 12 million passengers have travelled on ICE and TGV services between France and Germany since June 2007.

-There was a 44% increase in ridership from 2008 to 2014, and 4% growth in the first half of 2015.

-The opening of the Baudrecourt - Vendenheim second phase of LGV Est in 2016 is expected to reduce journey times by 30 min, putting Stuttgart 3 h 10 min and München 5 h 40 min from Paris.

-There will be a fifth daily return service from Paris to Stuttgart and a sixth to Frankfurt, with two Frankfurt trains operating via Saarbrücken and two via Strasbourg from where there will be a TGV connection to Marseille.

-The Class 407 Velaro D is the latest variant of DB’s ICE3 family, and the fourth generation of Siemens’ Velaro. It offers 444 seats, 31 more than the Class 406 design it succeeds, and includes a 16-seat dining car.


320 km/h








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Old July 27th, 2015, 01:48 PM   #727
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Originally Posted by Deadeye Reloaded View Post
-The Class 407 Velaro D is the latest variant of DB’s ICE3 family, and the fourth generation of Siemens’ Velaro.
One limitation though: For the time being, the BR 407 is not allowed multiple running in France.
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Old July 27th, 2015, 01:53 PM   #728
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What is "multiple running"?
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Old July 27th, 2015, 02:37 PM   #729
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Originally Posted by Baron Hirsch View Post
What is "multiple running"?
I believe that means 2 trains joined together, running as a single train. I could be wrong though.
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Old July 27th, 2015, 11:11 PM   #730
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One limitation though: For the time being, the BR 407 is not allowed multiple running in France.
Why is multiple running separately restricted and are the DR 403s allowed to run in multiple?
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Old July 28th, 2015, 09:10 AM   #731
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I don't know. All I know is that the train in April 2015 for the time being was only certified in France for single running.
Just speculation, but the reason may be the same as why certification in Germany took so long: In multiple there is/was a short reaction delay of the rear train set to an emergency brake command.
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Old July 28th, 2015, 02:48 PM   #732
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Originally Posted by Deadeye Reloaded View Post
Launch of the first Velaro D trainsets on the Frankfurt - Paris route.
Great news! I'm taking the train from Frankfurt to Paris in August. Let's hope they'll have the new Velaro running.

The next item on my wish list would be some new or upgraded tracks in Germany. The travel time is a bit of a bad joke: 3h50m, of which 1h50m in France and 2h in Germany - DESPITE the fact that almost 70 per cent of the entire route is in France.

But, realistically speaking, I suppose that both the Germans and the French have given up this route as a "lost case"? With the prolonged HS route (in France) almost to the gates of Strasbourg and with the line upgrades in the (German side of the) Rhine valley it will soon be faster to travel via Strasbourg and Karlsruhe.
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Old July 28th, 2015, 05:19 PM   #733
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Quote:
Originally Posted by Deadeye Reloaded View Post
-The opening of the Baudrecourt - Vendenheim second phase of LGV Est in 2016 is expected to reduce journey times by 30 min, putting Stuttgart 3 h 10 min and München 5 h 40 min from Paris.

-There will be a fifth daily return service from Paris to Stuttgart and a sixth to Frankfurt, with two Frankfurt trains operating via Saarbrücken and two via Strasbourg from where there will be a TGV connection to Marseille.
Your question, Hans, made me reread the above statement and see that the translators cannot even count to six.
In the German original http://www.deutschebahn.com/de/konze...e_db_sncf.html it is stated that 4 out of 6 Frankfurt trains will run via Saarbrücken, whereas two will run via Strasbourg. There is also an as yet unconfirmed sprinter service leaving Frankfurt at 7 via Strasbourg, arriving at Paris at 10.30 (saving 15 minutes). This service would stop at Strasbourg for a connecting TGV to Marseille.
Yes, the modernization of the route via Saarbrücken seems abandoned. The present DB management does not really believe in high speed anyway, and with the few pennies Germany spends on rail infrastructure, this link seems not a priority. German wikipedia says there is ongoing inspection whether to invest into the line (so far only modern signaling has been introduced).
It would be great if DB ever develops Frankfurt - Mannheim for 300 kmh, as was planned, but at present the discussion about that route tends to forget about high speed and create separate freight lines and to concentrate all passenger transport on the old line. Mannheim to Karlsruhe and OffenbURG (thanx, Hans) already operates at 250/200 kmh, so a decent speed by German standards.

Last edited by Baron Hirsch; July 29th, 2015 at 02:00 PM.
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Old July 28th, 2015, 08:02 PM   #734
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Baron, surely "Offenbach" was a typo? Offenbach is essentially a suburb of Frankfurt. Did you mean Offenburg?
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Old July 28th, 2015, 11:14 PM   #735
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Quote:
Originally Posted by Baron Hirsch View Post
Yes, the modernization of the route via Saarbrücken seems abandoned. The present DB management does not really believe in high speed anyway, and with the few pennies Germany spends on rail infrastructure, this link seems not a priority. German wikipedia says there is ongoing inspection whether to invest into the line (so far only modern signaling has been introduced).
Why do you keep saying this? They have been building for years on the ABS Ludwigshafen - Saarbrücken slowly but surely to make the line fit for speeds of 160-200 kmh. Just google for example "Umgehung Limburgerhof"..

Some of the main improvements to the line (for example speed improvements between Kaiserslautern and Saarbrücken) are scheduled to be operational in the next few years.
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Old July 28th, 2015, 11:30 PM   #736
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Originally Posted by Babenhausen Süd View Post
Some of the main improvements to the line (for example speed improvements between Kaiserslautern and Saarbrücken) are scheduled to be operational in the next few years.
Is this achievable without a change in the alignment? That section is quite curvy in places.
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Old July 29th, 2015, 11:43 AM   #737
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Originally Posted by tomkeus View Post
Is this achievable without a change in the alignment? That section is quite curvy in places.
As far as I've understood from the plans previously posted by Deutsche Bahn the idea was to undertake a line upgrade between Ludwigshafen and Neustadt (already done) and between Kaiserslautern and Saarbrücken (still ongoing). I am not aware that they plan anything between Neustadt and Saarbrücken because, as you indicated, this would be very costly with the extremely hilly landscape and the myriad of tunnels involved.

I further agree with the Baron that a potentially much greater improvement would arise from a new HS line between Frankfurt and Mannheim. - And it's not even just about achieving high speed: the existing lines are saturated. Time and again the supposedly fast intercity trains slow down to a crawl worthy of suburban commuter train because the track in front of them is blocked by slower traffic.
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Old July 29th, 2015, 01:55 PM   #738
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Postscriptum

I managed to find the source. Yes, my recollection was correct. According to DB the 200 km/h will apply to the line between Neustadt and Ludwigshafen, and to 51 km of rail on both sides of Homburg: http://bauprojekte.deutschebahn.com/p/pos
The time horizon is apparently 2019.
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Old July 30th, 2015, 11:29 PM   #739
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Originally Posted by Baron Hirsch View Post
It would be great if DB ever develops Frankfurt - Mannheim for 300 kmh, as was planned, but at present the discussion about that route tends to forget about high speed and create separate freight lines and to concentrate all passenger transport on the old line.
Fortunately this must not be feared. I've posted the results of the so called 'Korridorstudie Mittelrhein' in post #565 several weeks ago. The main result was, to build Frankfurt - Mannheim HSL as planned for 300kph (but as mixed use, so to be used by freight trains during night hours). Now it's only hoping they get issues with Darmstadt and Mannheim fixed soon and secure enough money from Berlin to build this line which is by far one of the most important traffic projects of the whole country.

Last edited by Rohne; July 30th, 2015 at 11:36 PM.
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Old September 29th, 2015, 11:44 AM   #740
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News on high-speed services

The new high-speed train ICx (which supposedly will be called ICE4) is being tested on the German rail network:



Source: http://www.globalrailnews.com/2015/0...-rail-network/


Additionally, Deutsche Bahn has presented plans to extend its ICE Sprinter network. ICE Sprinter are ICE that call at fewer stops, have higher priority and thus offer reduced journey times compared to regular ICE. From 2016 on, there will be new ICE Sprinter between Frankfurt and Berlin calling in Erfurt and Halle. Journey time is around 3:50 h, thus only little faster than the existing ICE Sprinter that runs via Hannover. When the LGV, second phase, will be opened in April 2016, DB and SNCF will run two trains from Frankfurt to Paris via Straßburg per day. These will be marketed as Sprinters as well because journey time is faster and stops are fewer than via Saarbrücken. Current ICE via the high-speed line Köln-Frankfurt that don't call in between will also be introduced into the Sprinter network. I guess this is to increase the perception of those lines as fast lines.

AFAIK there will be no specific difference between Sprinter and regular ICE with respect to ticketing as from 2016 the surcharge and the compulsory reservation for the Sprinter are canceled.

Sprinter network:


Source (German): http://www.deutschebahn.com/file/de/...E_Sprinter.pdf

From 2018 (when the second phase of VDE 8 will be opened) there will be three Sprinter per day between Berlin and Munich making the journey in about 3:50 h.
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