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Old August 12th, 2013, 11:13 PM   #1841
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Old August 13th, 2013, 12:37 PM   #1842
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Quote:
Originally Posted by KingNick View Post
Why limit the service to 190 km/h though and not to the locos Vmax?
It could be the Vmax of the cars.

Anyway, it's an interesting decision. Bombardier double-deckers afaik have a Vmax of only 160 kph which is too slow for the Munich-Nuremberg regional service. It's currently operated with Intercity stock (Class 101 locos, IC cars and driving cabs) which DB Fernverkehr is in constant lack, so they could fill a gap there untill the ICx will enter service.
Furthermore, of course, by adding a new (fourth or fifth?) supplier for DB Regio DB obviously is reducing negotiation power of Siemens, Bombardier and other current suppliers.
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Old August 13th, 2013, 01:20 PM   #1843
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Deutsche Bahn stops short of service

Rail company Deutsche Bahn - a symbol of German punctuality and reliability - is struggling to maintain that reputation. Pressure to deliver profits, at the expense of sufficient personnel, is partly to blame.

Deutsche Bahn operates freight trains as far away as China and the United Arab Emirates and is the largest international operator of passenger services in Central and Eastern Europe. But the state-owned railway company appears currently unable to navigate trains in and around Mainz, a booming economic center close to Frankfurt, and the capital of the German state of Rhineland-Palatinate.
For more than a week, the operator has been forced to cancel numerous regional trains to the city because of a shortage of personnel in its local control center. Of the 15 traffic controllers normally manning the center, four are sick and three are on vacation.

Not just a local incident

How, angry commuters are asking, can a company that employs more than 290,000 people not be able to man a critical traffic hub?

What at first glance may look like a minor local incident actually highlights a much larger problem. Critics point to an organizational structure that has become too focused on profits. The incident in Mainz, they say, is just one of a growing serious of mishaps that Deutsche Bahn is experiencing because of many belt-tightening measures aimed to deliver positive financial results.

The German government fully owns Deutsche Bahn AG, which consists of various units, including passenger, cargo and network infrastructure. Profits generated by these units flow into a holding which, in turn, passes on a chunk to the federal government.

DB Netz, the infrastructure unit, is one of the more profitable departments. Although the unit receives money from the federal government to maintain and operate the costly network, it is also expected to give money back in the form of profits generated from network usage fees.

Pressure to be profitable

"This is a strange construction and a problem because there is too much pressure on the infrastructure business to be profitable," said Otmar Lell, a transportation expert with the Federation of German Consumer Organizations in Berlin. "We believe it would be far more effective for the infrastructure operations to be removed from the holding and put into a separate government entity," Lell told DW

Lell isn't alone in that view. "We believe the infrastructure unit should be directly converted into a state company, totally separated from the railway operator, to end cross-subsidies," said Jörg Bruchertseifer, a board member of the passenger interest group Pro Bahn. "Profit-driven enterprises are always under pressure to rationalize, and sometimes they go too far," Bruchertseifer told DW.

DB Netz employs more than 34,000 people - down from more than 41,000 in 2006. The traffic control center is just one of many aspects of network operations that require skilled people, according to Alexander Kirchner, chairman of the railroad and transportation trade union EVG.

"You can't put just anyone into a traffic control center - and that's why we have the problem in Mainz," Kirchner told DW. "Too few people are trained for this work. After years of hiring hardly anyone, Deutsche Bahn is now hiring again - but just enough to replace the many older employees who are retiring. Our criticism is that the Deutsche Bahn is responding too late, and with not enough new hires."

Possible measures on the way

Kirchner also criticized the pressure on DB Netz to churn out profits. "There is way too much focus on the personnel budget and not enough on the budget required to maintain and run the network," he told DW.

Deutsche Bahn appears to be listening. A spokeswoman confirmed that a roundtable discussion with Bahn executives and government representatives will take place on Tuesday. "We expect to announce some measures after that," she told DW.
Frank Sennhenn, chairman of DB Netz, said in an interview with German public broadcaster ARD that the unit is "doing everything it can" to keep all traffic control centers in similar situations up and running.

Limited options

Local train commuters in Mainz, however, will still need to find alternative ways to get around. Deutsche Bahn has confirmed continued constraints in regional rail transportation through the end of the week.

Over the past couple of years, the German rail giant has had to respond to a steady flow of criticism over problems encountered in cold winters, as well as in hot summers. Again this year, for instance, the air-conditioning failed in a number of prestigious - and pricey - ICE long-distance trains.

Delays are another big gripe. Many routes are congested at peak times - but adding new tracks or increasing the number of trains is often not possible due to noise concerns from nearby residents.

Still, many long-distance ICE passengers - unlike regional commuters - appear fairly content. "I've encountered some small incidents over the years but the service has been good, by and large," said Bernd Hussmann, who has been traveling from Düsseldorf to Berlin and back about every three weeks for the past five years. "But when something does go wrong and there is a delay, Deutsche Bahn could do a better job of informing us."

From Deutsche Welle, August 12th 2013
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Old August 13th, 2013, 01:26 PM   #1844
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It could be the Vmax of the cars.
There are more TSI requirements for rail cars running 190 km/h and over (If memory serves me right, it mostly because of braking system requirements). 189 km/h is 1 km/h below that boundary, the same as the 249 km/h max speed of the new ICx's is 1 km/h below the 250 km/h limit from which again a lot of extra HST requirements must be met.
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Old August 13th, 2013, 02:54 PM   #1845
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True, 189 kmph speed limit was chosen to speed up the authorization so the units can be in operation sooner, it can be authorized later for 190kmph and higher, but it will take more time.
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Old September 24th, 2013, 04:27 PM   #1846
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Deutsche Bahn now provides free Wifi for 30mins/day on 105 stations: http://www.golem.de/news/deutsche-ba...09-101758.html
(And yes, for German standards that's pretty noteworthy.)
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Old October 20th, 2013, 01:26 PM   #1847
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I have a few questions.

What is the status of the quadruple track and S-Bahn to Bad Oldesloe in the Hamburg region.

And has the local authority any luck in convincing DB that the line to Fehmarn should be the 1+2 solution or will they just upgrade the current line.
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Old October 20th, 2013, 09:00 PM   #1848
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Quote:
Originally Posted by bongo-anders View Post
I have a few questions.

What is the status of the quadruple track and S-Bahn to Bad Oldesloe in the Hamburg region.
The project is still in its early planning stages and funding isn't secured yet. However, as all involved parties seem to be very serious about it I think this project will go ahead. I reckon there will be trains running on these additional tracks by the end of the decade.
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Old October 21st, 2013, 12:20 AM   #1849
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What about the stretch between Lübeck and Fehmarn.
I have seen plans for a line that bypasses Neustadt, Lensahn and Oldenburg.
Will they go for that solution, or will they just upgrade the existing line.
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Old October 21st, 2013, 01:10 AM   #1850
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That is the 1+2 solution that I'm talking about, 1 being the single tracked legacy line and 2 being a new double tracked line.

The resort towns along the legacy line is not so thrilled about 80 freight trains everyday at their backdoor so the local government pushing forward the 1+2 solution.

But DB Netz (I presume) does not think about that but more the economy and a upgraded line is way cheaper than a new double tracked line.
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Old October 21st, 2013, 01:15 AM   #1851
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Now I don't have the link but I have also read that there is a concern about Lübeck Hbf being able to cope with the increased traffic.
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Old October 21st, 2013, 02:17 AM   #1852
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Lübeck Hbf has at least 8 through tracks and a lot of space in its southern yard, plus 6-7 tracks at the bridge over the Elbe-Lübeck-Kanal, so I guess they can arrange a solution with high capacity for traffic passing by.


My doubt is about traffic from the East. Freight will not be coming just from Hamburg, but also from Berlin.
Since the Buchen - Lübeck line is unfit for seriuos traffic (one track, not electrified, many villages), I wonder if -on long term- there could be a chance of reopening the Kaiserbahn between Hagenow and Ratzeburg as a freight line...

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Old October 21st, 2013, 10:10 AM   #1853
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I think the Kaiserbahn should be reopened just because it's called the Kaiserbahn.

What a name!

The trackbed of the dismantled part looks virtually intact, so it's doable but I wonder how much it would cost.
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Old October 21st, 2013, 10:25 AM   #1854
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Quote:
Originally Posted by Wilhem275 View Post
Lübeck Hbf has at least 8 through tracks and a lot of space in its southern yard, plus 6-7 tracks at the bridge over the Elbe-Lübeck-Kanal, so I guess they can arrange a solution with high capacity for traffic passing by.


My doubt is about traffic from the East. Freight will not be coming just from Hamburg, but also from Berlin.
Since the Buchen - Lübeck line is unfit for seriuos traffic (one track, not electrified, many villages), I wonder if -on long term- there could be a chance of reopening the Kaiserbahn between Hagenow and Ratzeburg as a freight line.

I think that most freight trains will pass Maschen freight Yard so that would not be a problem, perhaps the Lübeck bypass was for something else perhaps faster travel time.
Or else the citizens of Lübeck doesn't want 80+ freight trains through their town but I will try to see if I can find the link.
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Old October 30th, 2013, 05:51 PM   #1855
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Hello everyone! Can you tell me the progress of Leipzig city tunnel for S-Bahn. Will the project be completed on schedule?
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Old October 31st, 2013, 10:44 AM   #1856
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It's planned to open on 14 december this year (with scheduled operations to start the following day).
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Old October 31st, 2013, 11:31 AM   #1857
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It's planned to open on 14 december this year (with scheduled operations to start the following day).
Thanks!
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Old November 1st, 2013, 12:45 PM   #1858
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How will that tunnel change things for the long-distance trains (i.e. not the S-trains going through the tunnel)? When Stockholm's S-train tunnel is completed in 4 years it is expected that the regional and inter-city trains will be improved somewhat.
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Old November 1st, 2013, 01:19 PM   #1859
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ICE traffic North-South was supposed to go through it, instead of reversing in Hbf. But I don't know if all connections are ready (actually I believed they were far behind with the tunnel).
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Old November 1st, 2013, 07:26 PM   #1860
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That reversing om dead end stations costs a lot of time, and I hate it having to switch seats because I don't like travelling in reverse. I see it happening with the trains from Innsbruck to Berlin at Munich and the trains from Munich to Essen at Frankfurt...
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