Schneegestöber in Franken | ICE 787 Würzburg Hbf – Nürnberg Hbf | ICE-Führerstandsmitfahrt | BR 401

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Führerstandsmitfahrt im InterCityExpress der Baureihe 401.
Als ICE 787 fahren wir im Schneegestöber mit dem ICE 1 von Würzburg über die spannende und abwechslungsreiche Strecke nach Nürnberg. Unterwegs bremst uns eine Langsamfahrstelle aus, es kommen zahlreiche Züge entgegen und zum Abschluss der Fahrt fahren wir in einen der größten Bahnhöfe Deutschlands ein.

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*Die La befindet sich aufgeschlagen außerhalb des Sichtbereiches der Kamera*

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*Fachlich geprüft und freigegeben durch:*
DB Fernverkehr AG
P.FBT 3

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00:00 Intro
00:21 Übersichtskarte
00:49 Würzburg Hbf
02:50 Würzburg Hbf – Rottendorf
06:43 Rottendorf
07:57 Rottendorf – Dettelbach Bahnhof
09:58 Dettelbach Bahnhof
10:40 Dettelbach Bahnhof – Kitzingen
12:44 Buchbrunn-Mainstockheim
12:51 Dettelbach Bahnhof – Kitzingen
14:03 Kitzingen
15:15 Kitzingen – Mainbernheim
17:23 Mainbernheim
18:12 Mainbernheim – Iphofen
19:16 Iphofen
19:58 Iphofen – Einersheim
20:10 Einersheim
20:57 Einersheim – Markt Bibart
26:35 Markt Bibart
27:14 Markt Bibart – Neustadt (Aisch) Bahnhof
29:21 Langenfeld Üst
29:34 Markt Bibart – Neustadt (Aisch) Bahnhof
31:29 Neustadt (Aisch) Bahnhof
32:50 Neustadt (Aisch) Bahnhof – Emskirchen
33:13 Neustadt (Aisch) Mitte
33:21 Neustadt (Aisch) Bahnhof – Emskirchen
36:43 Emskirchen
37:43 Emskirchen – Siegelsdorf
39:22 Üst Hagenbüchach
39:42 Hagenbüchach
39:49 Emskirchen – Siegelsdorf
42:10 Puschendorf
42:21 Emskirchen – Siegelsdorf
43:23 Siegelsdorf
44:17 Siegelsdorf – Burgfarrnbach
45:15 Burgfarrnbach
45:57 Burgfarrnbach – Fürth (Bay) Hbf
46:59 Fürth Unterfürberg
47:09 Burgfarrnbach – Fürth (Bay) Hbf
47:47 Fürth (Bay) Hbf
48:31 Fürth (Bay) Gbf
49:12 Fürth (Bay) Hbf – Nürnberg Hbf
49:48 Nürnberg Jansenbrücke Abzw
50:30 Fürth (Bay) Hbf – Nürnberg Hbf
51:11 Nürnberg Hbf

All information is presented without guarantee and in simplified form, no claim to correctness or completeness! Welcome to the driver’s cab of the 401 series, the first generation InterCityExpress, as the ICE 787 we leave Würzburg main station and set off on the almost hour-long journey to Nuremberg.

The main train station in the Lower Franconian metropolis of Würzburg is used by around 28,000 travelers every day and is one of the most important train stations in Bavaria due to its location at the intersection of several important main routes. “Train control, train control”

The voice output informs me that an existing PZB 500 Hz control has ended. Zs 2 – direction indicator The train route leads in the direction shown. In the eastern station head, the routes branch off towards Rottendorf and further towards Bamberg or Nuremberg

And towards Ansbach, Treuchtlingen and on to the Fugger city of Augsburg. In 1864 the main station was opened in its current location because the terminus station built just eight years earlier had already become too small.

With the opening of the two routes to Ansbach (1864) and to Fürth (1865), the construction of a new through station became necessary. The route branches off to the right to Treuchtlingen, which leads south via Steinach, Ansbach and Gunzenhausen. Lf 7 – speed signal The displayed speed must (…) not be exceeded.

We travel on the 94 kilometer long route to Fürth (Bay) and are allowed to accelerate to 140 km/h behind the curved track. In the densely populated district of Frauenland, a fairly steep climb begins to Rottendorf, eight kilometers away.

Until the third track was built between Würzburg and Rottendorf, there was a stopping point here not far from the Heimgarten residential area, which was called the “artillery barracks” from its opening in 1854 until the end of the Second World War.

In 1854, the first track between Würzburg and Rottendorf went into operation and led to Bamberg as the Ludwigs-Westbahn. Eleven years later, the current connection between Würzburg and Nuremberg was completed and a second track was laid to Rottendorf.

In the early 1980s, the section between Würzburg and Rottendorf was heavily overloaded with up to 290 trains on weekdays, meaning that numerous freight trains had to be diverted or held back during peak hours.

In order to meet the foreseeable increase in traffic, not least due to the commissioning of the Hanover – Würzburg high-speed line, plans were started in 1976 for the three-track expansion of the 8 km long section.

Construction work began in 1980 and cost 71 million DM; this has been possible since 1985 third track can be used. From our perspective, the third track is on the left side and is mainly used by trains to/from Bamberg. Lf 6 – speed announcement signal A speed signal (Lf 7) is to be expected.

The signal Lf 6 is set up when a reduced speed is permitted from signal Lf 7 onwards. The code number shown means that 10 times the value in km/h is permitted as the driving speed from signal Lf 7 onwards. Lf 7 – speed signal The displayed speed must (…) not be exceeded.

Plans as part of the Deutschlandtakt plan to shorten the journey time with the help of a new line. This would start behind Rottendorf and run to shortly before Fürth, the route between Würzburg and Rottendorf would be expanded again, this time to four tracks.

We reach the municipality of Rottendorf, which has a population of 5,500. The clothing manufacturer s.Oliver, for example, has its headquarters here. The Rottendorf train station has a total of seven tracks, five of which have a platform.

The RE 10 stops here every hour on the way to Nuremberg and the RB 53 via Schweinfurt to Bamberg. At least the Nuremberg route has two passing tracks in the station without platforms for freight trains. In the northern station head, the routes to Bamberg and Fürth have different radii and so separate.

For the next two kilometers they are within sight of each other, less than 200 meters apart, before the routes finally branch off in different directions behind the large motorway bridge. Behind Rottendorf comes the first of seven freight trains that we will encounter on the way.

We cross under the 410 m long and up to 30 m high Rothof valley bridge, which was extensively rebuilt between 2017 and 2021. Germany’s longest motorway A7 runs over the bridge, which runs 963 km from the Danish border in Flensburg

As a north-south Axis runs through six federal states and ends at the Austrian border near Füssen. After the Spanish Autovía A-7, the federal highway 7 is the second longest continuous national highway in Europe. Many thanks to everyone who keeps liking and subscribing – you help me a lot 🙂

As one of the first railway routes in Germany, the Würzburg – Nuremberg route was declared overloaded in 2007 and in 2021 as part of a study to increase capacity Utilization of the route of 140 percent was determined.

The biggest problems were identified as the high speed differences between the individual train types and the lack of overtaking opportunities, with ICEs travelling at speeds of up to 200 km/h and goods trains travelling at only half the speed of the frequently stopping regional trains on the same tracks;

In addition, the overtaking opportunities are sometimes quite far apart, with a 26 km long section with no alternative route leading the way. Dettelbach-Bahnhof is a village with only 72 inhabitants and yet it has its own railway station with a RE-stop.

The actual town is a good six kilometres away and was connected to the main line via a branch line from 1900 to 1960. A freight train is standing in the central overtaking track, waiting to be overtaken by the faster ICE.

Behind us, it will merge back onto the track and continue at a leisurely pace until the next long-distance train arrives. . And this will certainly happen again very soon, as there are three long-distance trains per hour in each direction on the main line.

*Federal Motorway 3* And this will certainly happen again very soon, as there are three long-distance trains per hour in each direction on the main line. . And this will certainly happen again very soon, as there are three long-distance trains per hour in each direction on the main line.

Not far from the Biebelried motorway junction, we crossed under the A3 motorway, which crosses the A7 at AK Biebelried. The A3 differs slightly from the system for distributing numbers on German motorways, as odd numbers are actually assigned to motorways that run in a north-south direction through Germany,

But when you look at the map the A3 runs more in an east-west direction. If it goes right, in my opinion it actually deserves an even number. On the railway, trains in the north-south direction or in the west-east direction receive odd train numbers,

While trains in the opposite direction, i.e. in the south-north direction or in the east-west direction, receive even train numbers. Ne 6 – breakpoint board A stopping point is to be expected. The signal announces stopping points or stops that are difficult to recognize due to local conditions

And is located on main lines at a distance of the line’s braking distance (usually 1000 m) in front of the platform. The stopping point is more or less in the open field between the two namesake towns,

Buchbrunn is about 700 m away to the right of us, while Mainstockheim is directly on the banks of the Main. Today, Mainstockheim is an important wine-growing town in the Franconian wine-growing region with its own vineyard. The approach to Kitzingen train station is a bit treacherous, as the route lies on a constant gradient

And in this gradient the speed is reduced from 130 km/h to 100 km/h for the narrow curves of the track. I started braking early and have to make sure that I don’t go faster than 120 km/h at the speed test section.

There are three PZB magnets set up there as a test section, which trigger emergency braking if the speed is exceeded. A first track magnet activates a 2000 Hz magnet, which switches off again after a certain time.

If a train is faster than the test speed, the 2000 Hz magnet is still effective when the train passes it and triggers emergency braking, a third track magnet switches the system back to its basic position – this ensures that a train does not enter a curved track too quickly.

The historic wine trading town of Kitzingen has 23,000 inhabitants and has at least an hourly connection to the RegionalExpress through the train station. During peak hours, additional regional trains run between Kitzingen and Würzburg, offering half-hourly service.

Due to the historical route of the 19th century with a minimum curve radius of 2000 Bavarian feet (around 600 m), numerous speed reductions of up to 100 km/h are necessary, especially when passing through train stations.

With a 184 m long bridge we cross the Main, which flows 527 km from Kulmbach in Upper Franconia near Bayreuth through Franconia, northern Baden-Württemberg and southern Hesse to Frankfurt (Main) and Mainz, where it flows into the Rhine.

In 1945, shortly before the end of the war, the Main Bridge was blown up by Wehrmacht soldiers, but could be used again shortly after the war. The double-track line was electrified between 1952 and 1954. Concrete pylons were one of the first to be used here;

These contact line pylons made of spun concrete are currently being replaced with new steel pylons on a 30 km long route. In 1982, four stops and train stations were closed to passenger traffic, this also affected the Sickershausen stop;

The Federal Railway justified its decision with transport policy constraints and a dramatic reduction in public budgets. The Hp Sickershausen was only inaugurated 27 years earlier in 1955, five to six local trains stopped at the stop every day.

We are allowed to accelerate to 130 km/h again, but I set the new speed with the AFB. For more insights into my everyday professional life, please take a look at Instagram 🙂 Are you surprised by the regular clicking in the background? That’s the analogue odometer of the multiple unit,

Which in the first-generation ICEs can easily display 14 to 15 million kilometres after more than 30 years of service. The actual town of Mainbernheim is also a bit away from the railway, only 30 residents live around the station.

At least until 1982, the residents of the core town could get on the railway after a good one kilometer walk. Nowadays the station is only used for operational purposes as an overtaking facility for freight trains up to 734 m long.

In regional transport, the railway line is served by the RE 10, which commutes daily between Nuremberg and Würzburg with 20 pairs of trains; the 440 series multiple units take one hour and 12 minutes to cover the 102 km long route.

Previously, the well-known Puma cars were on the route, which were rebuilt on old underframes at the end of the 1990s. With this modular conversion system (modus for short), former Reichsbahn cars were given a new aluminum car body

And given a modern and contemporary interior design, back then the cars were considered a true innovation. A small highlight of the route awaits us in Iphofen, where we drive through the middle of the Knauf factory premises.

At the main plant in Iphofen, gypsum waste from coal-fired power plants is processed into gypsum walls and other products for drywall construction. The raw material is delivered by train several times a week. For a long time this was a well-known service of the Ludmilla BR 232 diesel locomotive,

Which was shunted to the factory with the wagons for unloading. Today, a Eurodual with diesel and electric drive is used. Behind the Iphofen train station we are included in the LZB (Linear Train Control) and can therefore race through Lower Franconia at up to 200 km/h on a section of almost 30 kilometers long.

The Einersheim overtaking station is built according to the so-called “Bavarian principle” with a central overtaking track; the overtaking track between the continuous main tracks can be used equally in both directions without having to cross the track in the opposite direction, as is otherwise the case with overtaking tracks on the side case is.

This design, which is much more suitable for operational processes, is used primarily in the state of Bavaria. In May 1999, the travel speed between Iphofen and Neustadt was increased to 200 km/h through line improvements

After the route was moved back by up to 65 m in six track curves and the radii were thus enlarged, with an investment of 160 million German marks the expansion will save travel time by around three minutes.

In the LZB, I am shown a speed reduction to 70 km/h and shortly afterwards announced acoustically, a red triangle on the edge of the speedometer slowly decreases to the new valid speed and I always have to drive under it,

The braking curve starts at 200 km/h well before the advance signal on the route so that I can still reach 70 km/h in time. Lf 1 – temporary speed restriction advance warning board This is followed by a temporary slow speed point (…).

A signal-controlled train may travel at a maximum speed of 160 km/h and has around 1000 meters between the advance notice and the start of the slow speed zone to reach the new speed while observing the PZB-braking curve.

If the driver does not adhere to the PZB braking curve, he will be sent to Safety forced braking to a standstill. Lf 2 – temporary speed restriction warning board Start of the temporary slow speed zone. During regular inspections, deficiencies in the superstructure of the following section of the route were discovered,

So a temporary speed limit of 70 km/h was put in place until the deficiencies were eliminated. Slow speed points are also set up during construction work, for example to protect workers on the neighboring track.

The train driver is informed about the “compilation of temporary slow speed points and other special features”, or La for short, and thus learns in advance that there are restrictions along the route exist that are not visible in the timetable.

The La classified as internal is in the work tablet that I have positioned outside of the camera’s field of view. Lf 3 – end disc End of the temporary slow speed zone. When I have passed the end plate with the entire train, I can accelerate back up to the line speed.

The train length is also stored in the train data for the LZB, so that the new speed is only released when I have completely left the slow speed section with the ICE 1, which is 359 metres long and consists of 12 middle cars.

The rails are a little slippery, so I throw some sand in front of the drive wheel sets and thereby increase the coefficient of friction between the wheel and rail to prevent the wheel sets from skidding.

The ICE 1 has two power cars, each with 4,790 kW (6,510 hp) of continuous power, which can bring a maximum starting tractive force of 200 kN to the rails. with these specifications, the express train can reach 100 km/h in optimal conditions within 66 seconds and over a distance of 900 meters,

After a little over 18 kilometers it reaches 250 km/h, which the train can do in 6 minutes and 20 seconds. Slow speed points of 160 km/h or more only have to be signaled in the LZB and not with Lf signals on the route,

Since a signal-controlled train does not travel faster than this 160 km/h anyway, then it is sufficient if the LZB sets the speed accordingly limited. The speed here is briefly reduced to 160 km/h, but the train driver does not find out why this is the case.

Even after the speed has been upgraded to 200 km/h, I still remain at the current 160 km/h, because the speedometer display shows me with the yellow bar on the left and the speed written in yellow under the speedometer

That another speed limit will be coming soon. The speed limit will be 160 km/h when the yellow bar has completely expired. Since the speed reduction is only in the platform area, the announcement announcing a passing train will be canceled.

To increase the line’s capacity, a 740 m long passing track will be built in Markt Bibart in the next few years. In order to increase the speed to 200 km/h, the Markt Bibart station and the following curved track had to be converted;

The speed here could only be increased from 140 km/h by rerouting the curve with a larger radius. An identical ICE 1 is coming towards us in the opposite direction and is on its way from Munich to Hamburg-Altona. The swirling cloud of snow that the train is dragging along with it is spectacular.

A striking feature of the railway line is the 110 kV traction power line that runs parallel to the tracks and, hanging on separate concrete masts, connects the Markt Bibart substation with the substation in Emskirchen.

The electricity generated in the Langenprozelten pumped storage power plant near Gemünden (Main) is transported via the traction power line to the substations and the high voltage of 110 kV is reduced there to a contact wire voltage of 15 kV using transformers.

From the substation, the electricity runs through a feeder line to the overhead line and finally via the pantograph into the locomotive. In some arches it was necessary to raise the track elevation to up to 160 mm and adjust the transition arches

And track shifts of up to 60 cm in order to be able to increase the maximum speed to 200 km/h. The Langenfeld train station (Middle Franconia) was closed in 1992 and the platforms were subsequently dismantled; today there is at least one transfer point with the same name a few hundred meters away.

Transfer points are blocking points on the open route where trains can transfer to another track on the same route. Transfer points can be used to increase the remaining performance in single-track operating conditions and thus keep operations on the route running to some extent in the event of disruptions or construction work.

We are slowly reaching the end of the 28.8 kilometer long section, which is equipped with LZB to increase the speed. The red indicator light “G” appears together with a buzzing sound, informing me that the speed is being reduced.

1000 meters before the so-called braking application point, the acoustic message occurs together with the indicator light; from the application point, a braking curve with predetermined target values ​ slowly decreases to the new speed, which can be seen under the speedometer.

The “LZB end procedure” begins 1700 meters before the end of the LZB tour. “Train control, train control” The yellow “End” indicator light appears together with the voice output and I have to press the LZB free button to acknowledge and thereby confirm

That I will pay attention to the signals on the route and the information in the timetable again. The braking curve runs up to the release speed at which I am released from the linear train control.

After the transition from the LZB to the PZB I have to pull the AFB briefly to 0 to acknowledge and then reset it. After the Fürth main station, Neustadt an der Aisch is the most important stop on the way along the Franconian Würzburg – Nuremberg mainline.

The single-track branch line to Steinach begins in the small railway junction, which is served by Lint railcars every hour, and there is also the S6 of the Nuremberg S-Bahn here is its start/end point, which serves all stops on the way to Nuremberg every hour.

The station is to be equipped with additional signals and switches to reduce mutual exclusions and extend slip paths for faster entrances, so that the performance and operational quality of the station increases.

Neustadt train station can also sometimes only be driven through at 100 km/h due to the narrow track curves in the east end. When the line was built in the middle of the 19th century by the Royal Bavarian State Railways, the station was

Built outside the city walls, far from the historic city center, which has been preserved to this day. In December 2012, after a three-year delay, the Neustadt(Aisch) Mitte stop was opened, bringing the railway closer to the center of the district town, which now has 13,500 inhabitants.

Neustadt is located in the valley of the almost 83 km long Aisch. After we have crossed the Aisch valley, the route turns into an incline again in the next few kilometers in order to overcome the Strahlbachgraben.

On Instagram I regularly share insights into the everyday working life of a train driver in long-distance transport for Deutsche Bahn. If you are interested in these insights, feel free to check out my channel @ic_lokfuehrer 🙂

If you regularly travel a route as a train driver, you also get to know the topography of the landscape and know how to use this to save energy at some point,

For example, you can switch off the power in good time before a mountain top and let yourself be rolled down the mountain. Between Hamburg and Munich, up to 1,300 kilowatt hours can be saved through energy-saving driving when traveling on time.

The technical development of the vehicles also plays a major role in saving valuable energy. A modern ICE 4 on the Hamburg – Munich route consumes around 1,900 kW less than the ICE 1, which is around 25 years older.

From Neustadt (Aisch) the service is offered in Regional traffic has been consolidated with a second train connection every hour in the direction of Nuremberg and an approximate 20/40 minute frequency is offered on the 33 kilometer long route. The former RB 10 has been integrated into the Nuremberg S-Bahn network since December 2021

And has since operated as line S6 with class 425 multiple units. To our left runs the federal highway B8, which runs from the Dutch border near Emmerich to Passau and essentially follows the Via Publica from Flanders to Bohemia, an important historical trade route from the Middle Ages.

Before the opening of the railway, stagecoaches traveled on this route, which took around six hours from Neustadt(Aisch) to Nuremberg. In the direction of Nuremberg there are hardly any optimal overtaking opportunities for long freight trains, even in Emskirchen the overtaking track can only be reached by crossing the opposite track,

Which is why the track plan in the station should be redesigned and a middle overtaking created in the position of the current track in the opposite direction, the current overhaul track will in future become the continuous main track in the opposite direction.

In the future, the overtaking track can be used equally in both directions and the capacity of the route increases. On the right you can see the former route of the railway line towards the old Aura Valley Bridge,

Which was replaced by a new concrete building in 2016 in favor of larger radii for the track arches. A year later, the old steel bridge over the Aurach, which could be traveled at a maximum of 110 km/h, was demolished.

Thanks to the new bridge and the larger track arches, the speed could be increased to 140 km/h and the travel time could be shortened by around 20 seconds at a cost of 35 million euros. The study to increase DB Netz’s rail capacity envisages building new signals for block consolidation directly behind Emskirchen

In order to speed up the departure from Emskirchen station and thus the rejoining of an overtaken train. In 2007, the winding route was upgraded for use with curve-dependent tilting technology and GNT.

Thanks to the tilting technology, the ICE-T can lean into the curve like a motorcyclist and thus drive through the curves a little faster. The GNT (Speed ​​Monitoring for NeiTech Trains) is a train control system for tilting technology trains that

Allows track curves to be driven through at up to 30% higher speed without becoming uncomfortable for the passenger. Hagenbüchach was a train station until the ESTW went into operation; today Hagenbüchach is run as a transfer point and stopping point.

Here in Hagenbüchach, 18 kilometers from Nuremberg, we pass the highest point on the route. If I drive on time, I can now switch off the power and let the train roll me to Nuremberg Central Station.

ICEs on line 41 run every hour from Munich to Dortmund, on which ICE 3 of the 403, 407 and 408 series are used, which run at up to 300 km/h on the two high-speed routes Ingolstadt – Nuremberg and Frankfurt – Cologne.

Lf 6 – speed announcement signal A speed signal (Lf 7) is to be expected. I can use a button integrated in the driver’s brake valve to select different brake control modes and currently only use the compressed air brake to remove any icing on the disc brakes.

Lf 7 – speed signal The displayed speed must (…) not be exceeded. At temperatures around 0 degrees and drifting snow, it can happen that snow sticks to the brake discs and ices up there.

By regularly using the compressed air brake, the brake pads contact the brake discs and thus “clean” them again and again. Ne 6 – breakpoint board A stopping point is to be expected. The following stop in Puschendorf is located in a curved track and can therefore only be recognized very late.

The stop board can be used to give the driver an indication of where he should start braking. The stop has an iron footbridge to cross the tracks and is generally of a fairly low standard.

The residents of Puschendorf and the town itself have been wanting a barrier-free expansion of the train station for many years, but Deutsche Bahn and the Bavarian Railway Company reject any renovation of the station in the next few years

And point to a planned expansion of the S-Bahn line to Neustadt (Aisch) in the 2030s. If you would like to support me a little, you could consider adding a SuperThanks, this will help me to improve the quality of the videos even further in the future – thank you very much 🙂

In June 1928, the D 47 night express train, pulled by a Bavarian S 3/6, derailed on the Zenngrund Bridge in Siegelsdorf station. The steam locomotive fell down the embankment and was buried by the wagons – 24 people were killed.

The Zenngrund Bridge is located in the western head of the station and spans the Zenn, an approximately 50 km long tributary of the Regnitz. From the right comes the Zenngrundbahn from Markt Erlbach, which is served every hour by the RB 12 with Lint railcars.

Plans include electrifying the 18 kilometer long branch line and integrating it into the Nuremberg S-Bahn network in the future. A prerequisite for this, however, is the three-track expansion of the 10 kilometer long section between Siegelsdorf and Fürth,

As this section is already too busy with around 340 trains per day and no longer allows any further train journeys. The expansion is one of the most urgent needs in the Federal Transport Infrastructure Plan and has been planned by Deutsche Bahn since the end of 2022.

Whether this expansion will occur also depends on the decision to build a high-speed line from Würzburg to Nuremberg, which is necessary for the implementation of the Deutschlandtakt and would thereby divert long-distance trains from the existing route.

On the right is the production facility of the toy manufacturer Bruder, which is best known for large-scale toy vehicles. The company, founded in 1926, is one of the few companies that still produces exclusively in Germany and exports all over the world.

Burgfarrnbach station was converted from the original three tracks to the current track layout around the turn of the millennium and since then has only had the two tracks with external platforms; the former track 1 and several freight tracks have been dismantled.

Burgfarrnbach, which still appears historic in some parts, has been part of the city of Fürth since 1923 as the westernmost district. At the exit of the town we cross the five-arched Burgfarrnbach Viaduct, which was built from sandstone in 1863.

In the 1990s, the maximum permitted speed in this section was increased by up to 30 km/h to 160 km/h. We are about to cross the 171 km long Main-Danube Canal, which leads from Bamberg am Main to Kelheim an der Donau

And is part of the important shipping route between the North Sea near Rotterdam and the Black Sea in Romania. A 3 1/2 kilometer long siding leads along the bank of the canal to Fürth harbor and joins the Würzburg – Fürth – Nuremberg main line at the Unterfürberg junction.

The stop immediately following is, by definition, a stop. “Stops are branch points or junctions that are locally connected to a stop.” Shortly before Fürth main station we meet the 13 kilometer long branch line from Cadolzburg on the right,

Which is even served every half hour during rush hour with a train crossing at Zirndorf station. To the left of us is the railway line from Bamberg and Erlangen, which is currently being expanded to four tracks up to the city limits.

Fürth main station has four platforms on which a total of eight regional and two S-Bahn lines stop. The regional trains from Cadolzburg and Markt Erlbach have their end point in Fürth and are not connected to Nuremberg.

Diesel multiple units from the Mittelfrankenbahn are sometimes parked in the Güterbahnhof section of the station outside of rush hour. An approximately 7.5 km long freight train tunnel under Fürth is intended to relieve the overloaded railway junction from 2030

And create a bypass for freight trains to the Nuremberg freight station coming from the direction of Schweinfurt and Bamberg. Electrical route separation The orientation sign indicates (…) open route separations Electric route separation from feeding district boundaries of the overhead line network.

If a train comes to a stop with its pantograph within the electrical line separation, the Driver must lower the pantograph, otherwise it would bridge two feeder districts together and the contact strip can heat up due to the high current load,

Which can lead to burn marks in the contact wire or even a contact wire – lead to tearing if the copper pipe melts due to the heat. On December 7, 1835, the steam locomotive “Adler”, built by Robert Stephenson in England, was the first railway in Germany to run

Over the six-kilometer-long Ludwigsbahn from Nuremberg to Fürth, heralding the era of railways that continues to this day. However, today’s railway line uses a different route; the U1 of the Nuremberg subway follows the course of the Ludwigsbahn. Ks 2 – Expect stop The signal allows you to drive past and announces a stop.

“Expect a stop” Between 2011 and 2013, a new DB regional workshop was built on the left on the site of the former container station, which houses the diesel-powered multiple units of the Mittelfrankenbahn, the electric locomotives and double-decker cars of the DB Regio Bayern

and also the S-Bahn trains. Maintains, cleans and repairs multiple units of the Nuremberg S-Bahn. Zs 3 – speed display; Zs 3 – speed display; Hp 1 – travel Zs 3 – speed display; Hp 1 – travel Vr 2 – Expect slow travel ;

Zs 3 – speed display; Hp 1 – Travel Vr 2 – Expect slow travel ; Zs 3v – speed indicator We pass the entry signal of Nuremberg main station, this tells us with a total of four different signal images

That we are allowed to enter the station at a maximum of 80 km/h and from the next signal onwards we are allowed to drive at a maximum of 60 km/h. The S-Bahn track from Roth and Schwabach runs over the bridge structure with the curved contact line masts.

Vr 2 – distant signal repeater (…) show the same signal image (…) with a white additional light. “Train control” . Hp 2 – slow travel The signal prescribes the speed limit to 40 km/h, “expect stop” Hp 2 – slow drive unless a different speed is indicated by signal Zs 3.

. Hp 2 – slow travel unless a different speed is indicated by signal Zs 3. “Train control” Not far from the main station, to the left of the tracks is the open-air area of ​ the DB Museum, where historical locomotives and multiple units are exhibited.

Nuremberg Central Station is an important hub in southern Germany and is served by over 800 long-distance and regional trains every day. Ten long-distance lines stop in Nuremberg, and 25 different regional lines begin and end in the Franconian rail hub.

With a total of 22 platform tracks, it is one of the largest through stations in the world and is Europe’s largest through station and, with over 210,000 travelers every day, is the ninth most frequented long-distance train station for Deutsche Bahn.

Train and shunting operations in the station are controlled by six employees per shift from the Nhf central signal box, which was inaugurated in 1988. “And stop” Before I bring the train to a stop at the end of the platform, I would like to take the opportunity to

Thank you very much for your ride on the ICE – I hope you enjoyed the ride and will tune in again soon 🙂 I Now just release the doors, secure the train and turn off the traction motor fans.