You missed the incident near my house in Desford in 1833. A train racing along at 4mph collided with a horse and cart carrying eggs and butter to Leicester Market. The tracks went straight across the lane as crossings hadn't been invented yet. Mr George Stephenson the engineer of the Leicester-Swannington railway asked a musical instrument maker in Duke St, Leicester to modify a horn such that they could operate it from the footplate. After that all trains were fitted with a horn or whistle.
@@petrifi1 US choose highways instead of rail for mass transportation It was to develop a strong automobile industry and preserve individual liberty against monitored transportation development. After more than 50 years US realized that’s was maybe not the best decision. High speed trains require huge investment specially on rails by acquiring land. Today it’s one of the main problem that developers in US are facing. However, this is only the beginning of a new era with the appearance of new system like hyperlioop which would probably change mid and long distance travel in the future replacing train and even planes as a mean of transport. The only big problem is huge investment capital.
I traveled by rail from Chicago to Denver aboard The Denver Zephyr in the 1960s. It was not fast, it was not plush, but it was the most marvelous travel experience of my life. I had a large reclining seat, and often found a seat in the VISTA Car, and a table in the dining car. I always wonder, have we, in the end, improved our lives by Our willingness to be obsessed with speed ?
If done correctly, it can be safe. Look at Japan's high speed train safety record. I especially laughed a bit at the 'suck it and see' translation at 17:26!
Yes. If trains don't go that fast there's no way they can keep up with cars and planes, seeing as they will probably always be more expensive than a plane and less convenient than the highway.
I worked in the rail industry here in Britain all my life . There was great discussion, on the inside . Did the general public want a train that would take them from A to B at a high speed ? The only people who wanted it was the business community and people going on vacation. But they , the holiday makers only wanted it when on a journey of over 2 hours , no one else . It was to attract big business, i.e. big money that it want ahead .
17:30 "über dem dicken Daum" does NOT translate to "suck it and see" (thumb sucking?) , it means "sighting with your fat thumb" i.e. using your thumb at arms length to make estimates of lengths, like an artist measures by sighting with their pencil.
In other words the distribution of power in the newish AGV finally came back to the original Japanese Bullet train method of distributed power with virtually all axles powered as in all Bullet train designs from 1964 onwards. The Bullet train (known as Shinkansen in Japan) was of course the worlds first Super High speed train design, to run on a segregated High Speed railway. Upon which all subsequent High Speed train designs such as: ICE;' TGV; AVE; Eurostar and others are based. The Japanese having cleverly sold the technology to the rest of the World, via their railway Technical College that they set up in France around 1970 !!!
That is the situation that needs to be addressed in the US Northeast Corridor between Washington DC, New York and Boston. The trains are capable of running at much higher speeds and there is a minimum of four tracks throughout the entire route with no grade crossings. However, the bugaboo is that freight is also carried on those lines. The US is currently in the process of building a dedicated right of way but that will take years. Travel by auto and air is so prevalent in the US that trains, even those in the Northeast Corridor have not been seen as a high priority. In the rest of the world autos are taxed at a much higher rate and gasoline is three times as expensive so there is much less traffic. Also, Europe has roughly twice the population density to the US and Japan is even more dense. So historically travel by train has made much more sense in those places. Now due to capacity constraints train travel is being seriously looked at again.
You are right. But for the USA, Only the route suitable for high speed rail is between Boston and Washington D,C. another potential route could be Dallas-houston in Texas. In a sense, USA has a luxury not to have a high speed rail system. Air travel is faster and more comfortable for long distance, and Buses are good enough for a short distance. US is no Japan nor Europe. Anyway great respect for USA.
@@puentecorto2688 the luxury to not have high speed trains? Look at China's train system. 1000km in 3 hours. HST could cover new York to Miami in less than 6 hours, which is the equivalent of flying, with all the time you need to get to the airport and wait for boarding.
@@soulight77 which technologies? The first electric TGV prototype was built 10 years after the Shinkansen started operation. Are you referring to French electric locomotive designs from the 50s?
You didn't get the moments before the crash quite right. They did alert a steward, but protocol said that he had to see the damage first, and by the time he saw it the derailment happened.
Biggest mistake in our goddamn country. Never do something that might be wrong on your own. Better call staff, otherwise you might have to pay 100 DM for emergency brake misuse... If a metal part crashing through the carriage floor is not an emergency I don't know. If that passenger had done the only right thing and pulled the brake instead of looking for the guard, this train had come to a standstill about 3 kilometers before reaching Eschede and the track turnout.
@@powertothebauer296 The gentelman later said he was so focused on getting his family out of the compartment and then go find a conductor that he didn't realize that there was an emergency brake handle/didn't take time to look for it.
I was on the TGV many decades ago and it was a great train! I really wish we'd get our heads out of our asses and have some trains like that here in the US.
Sadly the Federal government is not betting on electrification. These trains are electric. They can operate on 1.5 kV DC or 15 kV 16.67 Hz or the 25 kV 50 Hz OHL. First let the government push investment into electrification. Then only HSR should be implemented. HSR can succeed in US if done properly.
@@fuckheinschitt239 the new Acela Exp rolling stock to be used only on specific routes. First lets make affordable rail travel a norm. The slow trains cost a lot to avail i guess, thats actually due to over dependence on flights and most importantly the road. Make travel less tiring by having railways. Its actually great way to have people from all type of skill sets working at a good pay check.
Never happen. Part of the problem is the way the terrain is here in the states, the other problem is that politicians will want kickbacks to support such a system - rather than just supporting it for their bloody constituents. There was a proposed train line that would run from LA to Washington DC, and stop in major cities along the way; however, because it would have to pass through the main part of Tornado Alley, plus Politicians in the states that it went through were demanding money in return to support the project, so it got to a point where it just became to cost prohibitive to build. This is why flying is still an option, though right now I refuse to fly since I can't (and no, I CAN NOT) wear a mask for more than thirty minutes because it causes me breathing problems and thus can't wear it on a six hour flight (it's why I've chosen to drive now-a-days)
The reason the US doesn't have these trains is b/c it is hard to acquire the land grab which has to go through a lot of red tape and bs... but just wait we are turning communist ( so don't get fisted)
Considering the AGV was the most prominent European HST design at the time this was made (late-2000s, since the only AGV filmed is the silver prototype and it's claimed to be set for 2011 entry), I'm not sure why you're surprised. Velaro D, TGV Duplex, and Pendolino were all older designs, Talgo 250 didn't exist yet, and a European TV channel is only going to film a non-European HST if they have literally no other option.
@@ADITYA_JEENA Says someone who has zero clue about trains. Most European trains have these technologies, I'm glad this video educates people of how it works.
Yes Yes. we have heard that song so many times, yet again and again new accidents happen that were not just taken into account. But there is no doubt that these French technicians have come a long way in their endeavors
well the problem is just like airplanes u cant just trust on computers . computers could fail with errors . so u need a driver in the train . when a system fails . he could take control of it . same with electrical brakes. its good . but when power failure happens. ur still in trouble cause the train also needs to have the power to break . so u also need the old brake systems in some parts of the trains as backup
Metro line 1 in Paris is kinda scary, when you know how to read Rail signs, the train travels at around 70kph, and crosses a red signal, I was shocked beacause this train has no driver!
Automatic metro trains have been running not only in France but also in Russia for quiet a long time without fatalities whatsoever. Manufacturers and authorities are completely satisfied with this type of equipment but only very few users are aware of it. Next move, probably planes ? ? Scary !
@@ronylouis0Moscow has automatic trains but there is always a machinist in the piloting cabin just to make sure that everything is going well without problem.
The ice train was 5-9 years old at the time of crash. You don’t seem to hear of new trains having tragic accidents nowadays resulting in lots of death. Feels like a different era of travel.
True, but there was one recently that almost came close, the Stonehaven derailment. A UK high speed passenger train hit a landslip at 73 mph, causing two of the carriages to overturn on one another and a third plus a power car to fall down a steep embankment. The reason there wasn't a lot of deaths was because where it happened, Aberdeenshire, Scotland, was in lockdown due to the Covid-19 pandemic. Of the four carriages and two power cars involved, only nine people were on the train, and only three of those nine died; the driver, conductor and one passenger.
@@IAmEvilTree I will look up the accident. However there use to be fatal train crashes every year or every few years in the uk. Nowadays there have been a few crashes, sometimes luckily a hit and miss, but nowhere as big or fatal as in the 80's or 90's. For example, we don't see crashes like the Ladbroke Grove rash and Southall crash which happened within a few years of each other. The train involved in the accident is also old, idk if newer high speed trains are built to be more crash worthy.
The AGV is like innovation upon innovation upon innovation upon, it's incredible how engineered that train is. They sure learned from all the disasters that came before them!
16:36 You cannot weld an aluminium body to a steel frame. For most purposes aluminium cannot be welded to steel and I suspect different joinery between the body and subframe was used.
The documentary fails to mention that the ERTMS is not a new idea. There has been at least 14 different train management systems in Europe to aid drivers and automatically break trains prior to ERTMS. The problem was that different systems across Europe lead to problems at borders between countries with different standards. Now, there should be one standard across Europe.
European Rail Traffic Management System (ERTMS) CONCEPT has been around for 25 years, but it has been found IMPOSSIBLE to achieve the full parameters. As Politics was woven into what was specified. The complete ERTMS requirement includes a full moving block cab mounted system standardised for the EU zone. But there are two fundamental types of signalling in use in Europe "Direction signalling" and "Speed control signalling". You simply can't interface the two, which is the fundamental flaw in the ERTMS requirement which the EU specified and Governments signed up too. So the Politicians set the requirement in stone, and the engineers have been trying to find a loophole to get out of the trap ever since. You see there is an important caveat of ERTMS concerning the signalling requirement part of it. Which is, that the ERTMS system has to be fitted to ALL trains in Europe not just Super High Speed ones. Which the engineers from all over Europe soon recognised is also impossible. Imagine trying to fit such a system inside a mainline heritage steam locomotive. A computer and all the electronics would either melt, or cease to function from the combination of oil and coal dust, flying around the cab interior ! As a result of the impossibility of achieving the full ERTMS requirement, a number of half-way houses have been proposed by various Railway Engineers from many of the EU countries, but of course they all return to their preferred National Railway type systems. So in 25 years we haven't got any nearer a full ERTMS system as required, and Millions have been wasted in research trying to find a system that meets the EU Directive. Of course Britain will exit this daft problem, if and when it leaves the EU !!!!
@@timjolly9998 The narrator's accent isn't Scottish, it's Irish. But only slightly. I'd guess the man was Irish born and raised, but his accent has been influenced by English (as spoken in England, not USA).
There was a collision on a level crossing at Ufton Nervet in Berkshire England where a fast express hit a car left on a level crossing. Years before there was a manned signal box where the signalman controlled all of the movements of trains and road users. Technology was introduced which rendered the signalman redundant but relied on the actions of road users. The barriers were activated by oncoming trains. So the railway went from a system which was safe, slow and labour intensive to a system where no one was in control. That is progress.
There is always a risk. If we assume that the shinkansen will operate indefinitely into the future, that it will happen. So the question is if the shinkansen will cease to operate before such an accident happens or not.
@@Noi5ee Yes , the risk is always there, but imagine the shock to the world, the first ever fatal shinkansen accident, it will be the talk for weeks or months maybe years.
Unfortunately, there is just way too much which is factually inaccurate. It starts off well, but over the course of the video, it just gets worse and worse. Starting with the articulated bogies: no, they do not help reduce vibrations, that's not how that works. You still have the connection between the bogie and the carriage, no matter where you put the bogie, and the vibrations have to be dampened somehow. The ICE lacked dampening, and they had hoped to fix that with their new wheel design. Also, the safety benefits of articulated bogies are questionable. The example they mention of the TGV going over a section of track where the ballast was washed away is an apples to oranges comparison. An ICE train, even the one involved in Eschede, would have likely reacted similarly. Articulated bogies may have reacted better in the Eschede crash, although it's not a certainty. The forces there were so high that it's entirely possible that the result would have been similar. Forces like that don't care too much how the cars are joined. In fact, you can't entirely exclude the possibility of the articulated bogies making the situation worse if they had prevented the first few cars from passing under the bridge pretty much unscathed. And in the last accident, articulated bogies could have caused the front two cars to follow the last four cars into the bay. Then, the part about the brakes is missing some important details. The valve between the cars should never have been closed, and that is the critical problem here, which is not properly addressed. Nowhere in a troubleshooting process for such a problem would you ever close that valve (I have a qualification to do brake checks, I would know). Even if the reservoirs in the cars were full, the driver could not have gotten the train to stop, because that valve is essentially how the engine communicates to the cars that they should brake. Also, the whole thing about the automated system going into a "manual" mode, suddenly "unlocking" all of the switches... as a former rail traffic controller, this really makes me facepalm. That's not how any of this works. And then the bit about them apparently now having full control over the signals... no, that would be a huge safety risk in and of itself if it really worked that way. And oh, god, regenerative braking is not a safety feature. In fact, the reason why air pressure is still used as one of many methods to break is because of what was mentioned earlier: if the brake line is cut off, this automatically causes the entire train to brake. Removing this would actually be a huge safety risk, so I doubt the AGV is removing it. Instead, it's most likely complemented by an electric brake line, which helps with brake responsiveness. And, Jesus, did they completely skip over classic train control systems as methods to prevent trains from passing red signals? These have existed for about 100 years already. And then the things they say about ETCS, and then they confuse ETCS and ERTMS... If you're going to make a documentary like this, please understand what you're talking about.
If there had been a warning system, i.e. Monitoring of the wheels, the would have had time to stop. On old trains there was an emergency brake, that pessengets could pull. Seems to me that it was removed prematurely.
Think on that ICE only the conductor could pull the emergency brake and he was still investigating (which was required before deciding to pull the brake) when the train de-railed
@@trainman2615 Yes and that passenger survived. Maybe it was the worst decision in his life. On the other hand no one can tell, what might have happened if full braking power would have been applied to that defective wheel.
Fun fact: The powered bogie saw its first use on the Shinkanzen to reduce weight and to distribute the power evenly reducing track wear. And should one or more motors fail the train can still push on to the next station. Also the Shinkanzen doesn't need conventional trackside signal system as the information is shown to the engineer in the cab via the railway network allowing more trains on the line and increasing punctuality. These are not new technologies. And Japan didn’t have to go through all these disasters to develop all these techs.
Being able to have an engine in the bogies is not new, almost all new trains have that. But being able to have it inside an articulated bogie is new. The space here is quite limited, and currently Alstom is the only maker that can do this, thanks to the utilization of permanent magnets for the rotors. This makes the engine a syncronus engine rather then an asyncronus one.
Japan had a disaster due to sharpening the angle of a track without adding a safety feature (brake embedded in the track). The emergency brake was a device drivers could get reported for using, which was thought to influence a driver's decision to use the regular brake.
The "Powered Bogie" dates back to the 1890's and the first electric suburban railways in the USA ! As Japan sold the "Shinkansen" system including the onboard "Moving Block" signalling methods, via a Technical College it set up in France around 1970. This is how the now numerous Super High Speed train systems across Europe and elsewhere came about !!!!
ETCS European Train Control System level 2 or 3 is close to Japanese high speed train’s signal system. It said ATC Automatic Train Control. Covering all european express lines with ETCS , someday nobody face any tragedy.
You are right. Now almost all high speed rail systems in the world are equipped with the powered bogie.even AGV of Alstom. Proud to be a Shinkansen Fan.
I remember this, but I also remember the derailed cars actually (at least the first one...) hit the support beam of the bridge, causing it to go sideways and collide into the other beams, and all the other cars slammed into it. One car even like, jumped over other cars, ended up in someone's front yard, or side or sumn.
Let's not forget one of the largest flaws of them all . Not building two separate sets of tracks for incoming and outgoing. When one set of tracks is used for trains going both ways you'll never eliminate that disaster
FewGrain 42, there have been precious few, thank God, due to mechanical or operational failure. Terrorism has been the cause of the largest rail disasters in the last 20 years, and obviously that’s not the fault of the trains or their operators.
FewGrain 42, It was in 2015. Just five injured, and fortunately no loss of life. The worst in recent history was a train derailment in Philadelphia also in 2015 which killed eight people. However, that was because the train system had not yet employed positive train control technology.
At 32:54 you can clearly see the mans hand resting on one of 4 huge Brake calipers per axle that is used on the massive 4 rotors. I wonder why they didn't mention the Hydraulic brakes?
Yes because they're speaking BS. Even modern trains have an air brake system. A mechanical brake system is required, since the regenerative braking requires electrical contact with the overhead line. If the overhead line gets cut off, the regenerative brakes stop working. So mechanical is still needed for backup.
@@nikoolix the video greatly oversimplified it, but tldr the driver found a way to reset every single safety measure for brakes, kind of setting it in maintenance mode.
India has been introduced with driverless metros and semi high speed trains like Vande Bharat Express (200 km/pH) placing it's step towards modernization. But these accidents makes me think about the mantainence of rails. The semi high speed trains in India don't know separate tracks therefore it make cause severe accidents and loss of life. But I think 'The Developing India' will soon emerge as rising superpower with better connectivity. जय हिन्द 🙏 जय भारत 🇮🇳
I just couldn't imagine the feeling of fear for the passengers on that train the day that accident happened I think I would died from fear itself going at such a high speed... My heart and prayers go out to those who perished on that day...
New York City subway system has had positive automatic braking and totally electric signaling since day one, well over 100 years. Pass a red signal and the brakes are applied, no matter what the driver tries to do.
High speed and entirely safe do not go together. We can only innovate design, build carefully and hope. Mercifully, the disasters are the exception and not the rule. Excellent video.
Nothing can ever be "entirely safe". You will always be unsafe by simply living. You will be unsafe walking down the street, eating, drinking, bathing, dancing, sleeping, merely seeing or touching.
Uh...nobody claimed it was new. It's not being "published" on youtube, somebody *uploaded* it (likely because they thought it was a good documentary that people would enjoy watching, but who knows). If the uploader had actually claimed it was new or made in the last year or so, complaining about it wouldn't seem stupid (or, as in one case, like a 5 year-old having a tantrum).
Think how incredibly clean these AGV trains are! There’s not lots of grease, oil, fuel or exhaust. There is little wear and tear. Everything is quiet and clean. Since France gets most of its energy from nuclear (75%) and increasingly from renewables there is also no pollution or carbon emissions, compared to petroleum-fueled airplanes, which are the biggest polluters and carbon emitters per passenger. You can also go from city center to city center rather than having to travel to and from an airport dozens of miles away from your home or destination. It really makes trains very competitive with air transportation.
The explanation of dynamic braking is very, VERY wrong. Firstly the voltage is reversed so that the motor acts as a generator, secondly, kinetic energy is not generated, it is used. Kinetic energy is energy stored in movement. If you brake a moving object, you remove its kinetic energy and turn it into some other energy. A motor generates kinetic energy from electric energy, a generator generates electric energy from kinetic energy.
@@AeroMad91 I have to admit it is gravely simplified. This documentary and my explanation are not aimed at electrical engineers. What I was trying to explain is that, as a generator, the motor now works against the electric energy it is supplied with.
Also, correct me if I'm wrong, but wouldn't dynamic/rheostatic/regenerative braking be ineffective at low speeds? Hence the bleeding in of air-brakes at those speeds?
Dynamic/rheostatic/regenerative braking is ineffective at low speeds, A train can never fully stop on the resistance alone but needs a mechanical brake as well. On one of the trains I drive for a living ( EMU Alstom Coradia Nordic ) The mechanical disk-brakes kick in at about 10 kph for the stopping ( higher speed if the driver requests more braking than the motors can supply.).
I'm very impressed by that as well. It's brilliant thinking in terms of engineering, with the bonus of reducing the cost of running the train by selling the electricity generated to the national grid. If the company would pass at least some of the savings onto their customers (though I doubt that's the case), it would be a real win-win situation.
The person that discovered the problem that caused the acciddent is the Croatian engineer Vatroslav Grubišić, from that moment known as the "Pope of the wheel". He is also known for the material formula used for aluminium rims, that made Yugoslavian car "Yugo" the first small car with aluminium rims. His advice and knowlege used many companies including Ferrari. I would like that you have mentiond him in the video!
We've been using in cab signals here in the States for ever! It just picks the signal that the train "knocks down" and puts it up on a display in the cab---it works very well!!!
when you realise the APT-P built in the 80s also has the same bogie structure as the AGV as well as the fact it was also partially made by people involved with aviation
Japan's _shinkanesn_ high-speed trains are aviation-inspired too I heard e.g. the body is able to flex slightly when entering & exiting tunnels, and the windows are also aircraft window-sized probably to reduce fatigue on the body structure. That might also be a reason for their relatively shorter lifespans (~20 years)
Around 1980 some BR Class 86 locomotives were fitted with resilient wheels and were renumbered into th 86 3xx series. By the end on the 1980s all had been replaced with normal wheels and external coil springs between body and bogies, this was done for standardisation. I have no knowledge of any accidents caused by the resilient wheels on these locomotives weighed about 82.5 tonnes and gad a maximum speed of about 180 kph.
That definitely sounds plausible. The ICE 1's did up to 250km/h, now 280km/h (although I don't know exactly when the speed increase occurred). What you have to consider is that the stress on components increases exponentially the faster you go. So if you increase the speed from 170 to 180, that causes a lot less stress than increasing the speed from 240 to 250. In fact, during the crash, the train was doing just above 200km/h if I remember correctly - and thank goodness that accident didn't happen at a higher speed, that could have made it even worse. (In fact, as tragic as that accident was, there are a number of things that could have gone a lot worse - for instance, according to the schedule, the section where the accident occurred was where another train was supposed to pass in the opposite direction at the same time. The train had passed that section two minutes before the accident if I recall correctly.)
@@trainman2615 yes, the increased rotation of the increased speed does increase the centripetal and centrifugal forces on a wheel as well as increasing the loading cycle on every part of the wheel. All of which call for increased monitoring and preventative maintenance, which appears to not be the case in the ICE. Metal fatigue was well known by the 1990s.
@@neiloflongbeck5705 In fact, there was increased monitoring of the wheels in the case of the ICE. It was reported that hairline cracks are developing more often than they should be, but that wasn't taken seriously enough. The ICE that crashed, Wilhelm Conrad Röntgen, was even noted to have those specific hairline cracks. It was recommended that a closer inspection be done, but the recommendation was ignored. As with most accidents, it was the result of many smaller individual failures that all lined up to cause a disaster.
@@trainman2615 from what I've read, and it is limited, DB had used testing machines on the ICE1 wheel sets but had been getting too many false positives and had discontinued using them relying on flash lights alone to do the inspections visually. I've also read that for about 3 months prior to the accident there had been reports about noise and rough riding in the coach with ge detective wheel set. What is really galling is that the Hanover tram network had notice fatigue failures in their tram wheels and had started replacing them long before their design lives were anywhere near up. They even sent out warnings to other operators of similar wheel sets the previous July, a warning that DB ignored. As was the warning in 1992 from the Fraunhofer Institure for Dtructural Dueanility and System Reliability. Unfortunately the wherl sets were never tested in extdbdion wear states ir fully fatigue tested by DB prior to this accident.
The ICE crash isn't explained very accurate here. The quard rail on the switch didn't only derail the first few coaches. The switch itself then caused the 3rd coach of the derailed train to swerve to the right and into the supporting structure under the bridge causing it to collapse. The first power car and 2 coaches escaped the collapse, the 3rd coach was crushed half, causing the loco to detach from the train. The bridge collapsed on top of coaches 4 and 5. Coaches 6 through 12 and the second power cad piled up against and on top of the collapsed bridge.
While true, AGV, like the technology being developed with the experimental E956 _ALFA-X_ train set now testing in Japan, intends to push the top speed of the train to a very high 360 km/h (224 mph).
Motors within bogies were not even that new of an idea in 1964 - it had been used since the dawn of the modern subway in the early 1900s most famously by the New York City subway. And tada it is the key technology of Electric Multiple Units - virtually every subway with a few exceptions uses EMUs, and the first Shinkansen set, the Shinkansen series 0 was no different in that regard by combining the best of 1950s to 1960s proven technologies: standard gauge, EMU, AC electric traction, aerodynamic streamlining, automatic train control and in-cab signaling.
33:00 When i hear head train collision i automatically think Paddington/Ladbrook Grove. A truly Horrifying head on collision between a regional commuter train and a cross country high speed express. The collision was so massive the aftermath was so frightening it looked as if the two trains were just one train it was so enormous. It was a miracle despite how many died that more people survived such a devastating head on collision.
What is not mentioned in the wheel failure on the German train was that the rims had been ground down several times, as is normal to keep them round. The outer 'rim' broke as it had become thin enough as to flex inordinately and form internal stress cracks. Testing showed they were fine until some number of wheel grinding cycles had been done. It think the number was seven. Six and the wheel was fine. Seven and the rim would break.
I wish we could have a train like this in America! Traveling would be so much fun on these! All our U.S. trains are just slow and VERY heavy compared to these!
Satellite guidance and electronic control has actually been the cause of some air crashes or even ship collisions., and whereas risk of terrorism has been drastically reduced on aircraft, a full train travelling at passenger jet speed will remain vulnerable along the whole course of its track...
11:10 On those TRAMS that were fitted with them, those rubber-cushioned monobloc wheels (which was what gave them the idea to do this on the high-speed train), already had been mounted in a desperate attempt to at least dampen effects that actually had been caused by a basic design fail. And it was a problem that that tram and this high-speed train had in common. The fact was, their designers had omitted to mount the wheels in double sets, which is how (the) wheels traditionally always sit. Traditionally wheels are present in pairs, that is to say one pairs on each side, each of them rigidly sitting at every corner of a steel 'square' that as a whole can turn independently from the body of the tram or train. This is necessary be cause set up like that, they can automatically adjust to any bend in the rails, whilst one single wheel (on both sides, of course) cannot 'follow' the shape of the rails be cause it lacks horizontal surface so to say. Usually in the front and back as well as on each point where two carriages meet each other, a double set of wheels is present. This very design aspect is one of the most basic ones to train design and is something that has practicality always been known, but nonetheless with both vehicles it was something that had been forgotten about, likely cause these were the first ones to be designed entirely with computer programs... Also, it was that very fact that single sets of wheels were applied that caused those wheels to 'shave' against the (out)sides of the rails as they never were oriented completely correct. Which was what caused those vibrations and squeaking sounds. It also was the mechanical reason for one of its massive wheels to literally break, and also: there not being a second wheel present on that side of the train at that point (at the front of the train) meant there was nothing to keep that whole first, leading train segment from coming completely off the rails - the next wheel being 20+ meters away. There was nothing that kept it up and worse, nothing to keep out in position. This of course whilst the rest of the train with its full weight at full speed note pushed against it, effectively pushing that first and leading carriage off the rails and to the side, after which on its turn it pulled all the rest of the train off the rails, the train folding. This was what caused the crash, the severity of it being increased by the fact bad luck had this happen exactly at the point where was a reinforced concrete viaduct (they call a 'bridge' in the video).
13:31 - Besides, as a curiosity. This train did not have to derail if the emergency brake was applied immediately or the driver was notified by radio in trains (with an internal intercom - to report failures, problems, etc.) According to the film, the train traveled 5 kilometers from the moment a part of the wheel hit the floor, punctured the interior of the train, and was derailed. This is exactly the braking distance at around 200 km / h So it is a passenger DELAY, no imagination lack of knowledge of procedures With afraid of the consequences of an emergency train stop contributed to the disaster. Because 3 minutes and 20 seconds have passed. In 20 seconds, decisions could be made and in the next 3 minutes the train will reach ZERO. _____________________________________________________________________ In addition, a simple sensor system can be added to monitor the undercarriage of the train, even acoustically and selectively, these are simple sensors. If the algorithm detects a deviation above the norm, it brakes or slows down the train. In the event of a collision, in which something falls under the wheels and the wheel comes off the rail, the system can automatically stop the train. For example, raising a wheel above 10mm can be this signal So if a small animal comes in it is fine, and if a small animal comes in it will stop It is similar with stones and objects thrown by vandals Here, half a circle fell apart, and no one took it seriously. Without knowing the procedures, any collision would stop the train. Passengers noticed this, apparently wanted to notify the driver. 3.5 minutes is a long time The system has failed and people have failed not only a factory defect of the wheel error in vibration damping technology _________________________________________________________ Many train derailments have trivial causes *in Poland, even trains collide head-on (and everyone doesn't know English;)* (because until recently it was a Russian zone) (I'm writing through the google translator)
BR started developing Automatic Train Protection system back in 1994 due to the cost (and the then forthcoming privatisation) this system was dropped for the cheaper TPWS). In the 1970s they were also working in a 2-wire system for in-cab signalling (also dropped because the Treasury wouldn't spend the money). How quickly we forget about technologies that could have saved lives, and that we couldn't have because they cost too much too install. It's always been the case. In the UK we build schools without sprinkler systems because they are expensive to install and maintain, but just how much does it cost to put out a school fire, where a large part or the whole of the school is on fire, and then find somewhere else to educate the children whilst rebuilding the school?
@@trainman2615 the GWR introduced their system in 1906 and had it in use on all mainline by 1908. It remained in use until 1970 when replace by the standard BR AWS. The Germans developed their inductive systems around 1931 and by 1934 IIRC 165 locomotives and 4500km of track were fitted with this system. By the end of WW2 the system was no longer functioning due to the destruction the war brought to Germany.
@@neiloflongbeck5705 Which raises the question: why was there not a single mention of any of this in the documentary. Any one of these systems could have prevented the last accident that was explained. Unfortunately the makers of the documentary don't really seem to know what they're talking about too well, as I've explained in another comment.
the driver of the Gare De Lyon runaway train, Daniel Saulin, had tried to fix the brakes of his train after a woman pulled the emergency cord and ran off, but he didn't know he accidentally closed the brake valve. he then tried to let some air out cvause he thought that there was too much pressure on the brakes but he didn't know he got rid of the remaining air pressure those brakes had. When he tried to stop his train he found the brakes didn't work. He radioed for help and all trains were stopped, as he got closer to the Gare De Lyon station, he radioed to the station, but forgot to mention who he was and what track his train was on, he and his conductor told the people on his train to rush to the back of the train. they all made it there in time. on the other train driver, André Tanguy saw the runaway coming close but he stays to get everyone off and he dies in the collision. Saulin was convicted of involuntary manslaughter and was sentenced to 4 years in prison, but was released after only 6 months
That's wildly inaccurate. But the gist of it is right. The engineer wasn't trained at all and compeltely mishandled the train after the manual emergency brake was applied.
@@harrisongerdes7078 if he only closed the valve, the brakes would have automatically applied (pressure keeps them from applying, no pressure means they get applied.) The untrained moron managed to literally put the train into maintenance mode (pulling the brakes away from the wheels while still having no pressure inside it), then close the valve, then bleed all the air out, then FAIL to analyze the problem and bleed the emergency reservoir out. (All events not necessarily in the right order.) He basically disabled everything he could on the train safety wise.
@@ronylouis0 yup, but he had been working for the railroad since he was a teenager, so he wasn't untrained, just made some bad human errors and panicked
So in another accident , just after @21:23 , the designer says practically nobody was hurt ? how the hell can you say practically nobody ? is that 1 person ? 5 ? 10 ? 30 ? . There is no such thing as practically nobody .
The twisted wreckage of a crashed train is always a haunting sight of the ones who built it. The People who built the R30s series and R40s series of Subway cars for the New York City Subway back in 1960's and 70s: *Cries in Vintage Subway car*
Must be from 2009. The AGV was prduced in 2008 with services beginning in 2012. What you see in 17:00 is the "Hohenzollernbrücke" in Köln between Köln Dom Hauptbahnhof und Köln Messe/Deutz. But on the fence in the video you see no padlocks. But according to some research it was already a trend for Couples in love to inscribe them with their names and dates and attache them to the railing of the bridge to swear eternal love and fidelity. The key is traditionally thrown into the Rhine together. The Cologne band Höhner addressed the Cologne love locks on the Hohenzollern Bridge in the song "Schenk mir dein Herz" from 2009.
If the ICE at Eshede had mono-block constructed wheels the disaster would never have happened. The design of wheel present on the ICE in 1997 may have been suitable for Intracity light rail but it was not able to withstand regular high speed inter city rail services for periods as long as the higher ups at Deustche Bann wanted.
The wheels were originally mono-block but passengers complained about the uncomfortable ride and therefore DB had to look for a solution and thought they found it. Still, the new wheels ran for over one million kms before the incident.
I understand getting rid of the emergency brake thats available to passengers, but that feels like a new type of dangerous. I had an uncle who as a teen in NYC, would board trains by jumping onto the connecting segment between cars as the train was leaving the station, because he was a dumb teenager. As you can expect this didn't end well, and one time he ended up with his leg wedged between the train and the platform. And as the train was picking up speed he was being dragged along. It was a passenger who spotted him, and pulled the emergency break that saved at the very least his leg, if not his life. It could also be argued that the German derailment could have been avoided, if the passengers had had access to an emergency brake that could have stopped the train when the car floor was breached by the chunk of metal 5 km before the accident occured.
This is going to sound crazy, but there is something that's been implemented in roller coasters since the late 70's to prevent head on collisions. I wonder if anyone thought to look at that when trying to update or change the signaling. If for no other reason than to get some inspiration.
@@gustavgans3760 So why not use that for direct signals or auto braking or something? Think it's awesome that it was incorporated into coasters but now I'm curious as to the limitations that prevented it working as effectively on trains as it has been known to on coasters.
@@animehuntress9018 There are already systems in use that will break the trains automatically when it runs over a red signal this systems will also trains driving to fast
@@gustavgans3760 Exactly. After a fatal train crash some years ago positive train control was implemented on the Northeast Corridor in the US. Signals are conveyed electronically to the train driver and the speed and spacing of the trains on the line are automatically adjusted. There is a provision that is redundant so that if a train passes a virtual red signal the train is automatically brought to a safe stop.
🤤 I grew up in an old railroad town. When I was a kid, it had 4 main lines and 5 or 6 side tracks. They would once a week (PC/CONRAIL RR) Send 2 engines tied together, to move cars off the side tracks so they could hook up on the mainline. I was intrigued. The engineers walked to lunch in town and left the engines running. I stood next to the engines just looking. They came around the corner and started yelling: "get away from those engines"! I told them I was just looking at it. They grinned and asked if I'd like to climb aboard. Fuck..my heart almost beat out of my chest. They had me in the cab and explained how you operate the speed control, direction control., and the brake handle!! There was a rope above the windows. They said pull it down. When I dud..the fucking horn went off and scared the fuck outta me..lol! The engineer asked if I would like to make the train move. I said yes. So he put my hand on the throttle handle a d told me: "first set your direction" which I set to forward. He had me disengage the parking brake lever. Then he says: ok..now move the throttle to the lowest setting, the train will raise hell and shake but that's ok"! So I did it...and it shook and raised hell...lol! Then it started to crawl forward! Man you could feel all the potential power rumbling underneath that engine!! The engineer then said the pull the throttle back to the idle position. The engine stopped what seemed immediately. The engineer said "we were not going fast enough to use the brake (
@@kurtk7521 Socially safer. It was a different time. We were raised with common sense and discipline. That's as simple as I care to explain it. If this suits you, that's great. If you're asking as a Snowflake, GFY.
@@patrickmollohan3082 puhahaha. Motherfucker your generation caused world wars. Most of the serial killers and rapists come from your era. Boomers are the worst generation to ever live. Keep coping.
@@patrickmollohan3082 puhahaha. You guys were raised to be animals. Crime was way higher in the 70s. Drug use more prevalent. Unprotected sex up the wazoo. Serial killers and rapists peaked in the 70s. Oh yes you guys were definitely raised different. Raised like a bunch of racist animals.
Would a remote signaling system be able to detect an outside obstruction such as a fallen tree, a landslide or a semi truck that has broken down on the crossing. can it detect if a railroad bridge is out? or can one even detect if a line has suffered to sabotage?
Maybe not unless you invest significant funds into lining the track with sensors, so I don't think ETCS will eliminate train drivers completely. By the way 47:17 is Singapore's MRT (metro/subway) system, where the 2 oldest lines used fixed-block a ATC signalling system that was designed for dry tracks only i.e. when raining, the trains are manually driven as the system wasn't smart enough to estimate how much the braking distance increases as a result (there was a collision in 1993 also due to oil leaked onto the tracks by a maintenance vehicle that passed by earlier, which the system wasn't designed to accommodate). They've since been upgraded to a CBTC signalling system (like on the newer MRT lines) that are smart enough to also work when raining, and can also adjust trains' speeds more precisely (instead of being restricted to either 0/15/40/90kph). The upgrading wasn't smooth though, initially with up to 3 breakdowns weekly, and yet another collision in 2017 due to a programming error (a station platform's home signal switched from danger to caution when the doors of the train there were closed, but before it had departed)
Same. Here in the US, we’ve only had 1 fatal accident on our high speed rail and have achieved this safety by only having about 40 miles of high speed rail
Despite the research about articulation ICEs are still using conventional bogies. No one has taken onboard about articulated bogies are better and safer.
Yep and not only psychological, but also, who is going to take responsibility for the passengers if they need to evacuate and the train is on the countryside or so? Driverless trains work in closed systems like city metro, but not for long distance trains.
At the Eschede accident there is one question - Why did none of the passengers pull the emergency break? Sure, at the speed of 200km/h the train would need some distance to stop but it took 5 km to this crash...
At the time of the accident, there's a DB regulation for passengers to abide to for emergencies. The conductor must be alerted of the emergency before the driver is notified. This was pointed out in "Seconds From Disaster" on the Eschede Disaster.
@@thebigguyangel Right, that was stupid. Passenger who noticed something was not right waited to notify or pull the emergency communication cord because he did not want to upset anyone. Sheer folly.
@@josfitz which is why despite the amount of misuse and the lack of actual scenarios where you'd want to pull it, France has always kept the emergency brake available to passengers. With huge liability of course.
The same reason someone recently called me to report a fire in their unit. I live in a condominium. Of course, I called fire and rescue immediately. For some there is a reluctance to take action. Don't ask me why. I never fail to act.
@@smittysmeee Yes because underground metro and intercity high speed are not mutually exclusive. That's some flawed logic, as expected from Americans. Most developed countries have both systems, having one is no excuse to skip the other. Imagine if you had high speed rail from south to north along your costs how much easier things would be.
Meanwhile in Japan: we abuse our conductors for the slightest errors so that they would rather cause fatal derailments than face the music for being slightly behind schedule
@@arugula2787 Many such "small" errors lead to a bigger error one day. There are no "slight" delays or "major" delays, A delay is a delay be it one second or one minute. That's why Japanese are know for their punctuality. Not Germans, Not Swiss
28:12 "...a few days after the accident...": So was the driver killed? Is that why the cause wasn't known immediately? And if the driver "was" killed, how could any of this be learned? I smell a rat.
I would not welcome it over there, as the infrastructure needs maintenance and this is not the strongest feature of the US. This country is better at enriching oligarchs...
25:00 dominique pavis sat on a bus that was delayed, not a train and decided to take a train that would take her to where she lived. the train she approached for her journey home was sitting alongside the platform nearly ready to go when it got hit by another train entering the station on the same track. had she left the bus earlier and already boarded the train she probably would have been severely injured or even killed. that is for incorrect and misleading translation.
Nope, that's not a bus. That's a train type called "Omnibus", these kind of trains stops at every trainstation. They are also called "Slow trains" (Trains Lents) because of their nature. That's why when she saw the Direct train (=Fast/Express train) to Villeneuve St Georges (her destination) on the platform, she tried to jump in it, because it will be way faster to go directly to her destination than taking another train that will stop everywhere else before her arrival. It was indeed the train she just left (the Omnibus) that has been hit. (From a practical POV, this part of the Gare de Lyon (the RER part) is underground, and there's a good 5min or so before you can reach the outside world or any bus nearby, so she couldn't have jump from a land bus to jump in this train ^^) ((and there is no land bus going to Villeneuve St Georges from the Gare de Lyon anyway xd)
@@drdewott9154 Electrical system on the Northeast Corridor was installed in the 1930's. The catenary system needs to be hardened and upgraded to handle high-speed train traffic.
@@ronylouis0 The answer is a dedicated right of way. JR is building the first leg of the same between Washington and Baltimore now. It will be extended to Boston. That is the answer. Meanwhile, the Avelia will improve service until the new line comes into service.
@@josfitz I think the approach taken by Amtrak was ccompeltely wrong. Building fully new tracks (with dedicated right of way) capable of 320, with new tunnels etc would have been perfect for a fast, reliable, frequent service. Definitely would have been worth the price, and would have allowed the NE corridor itself to serve regular regional high speed trains and also basic local trains at a much much higher density.
Me in Canada: We don't have HSR 😭 Also me in Canada: Maybe that's a good thing, we still can't figure out how not to crash trains... (for future reference: Sept 2 2021 CN rail head on crash in Ontario)
You missed the incident near my house in Desford in 1833. A train racing along at 4mph collided with a horse and cart carrying eggs and butter to Leicester Market. The tracks went straight across the lane as crossings hadn't been invented yet. Mr George Stephenson the engineer of the Leicester-Swannington railway asked a musical instrument maker in Duke St, Leicester to modify a horn such that they could operate it from the footplate. After that all trains were fitted with a horn or whistle.
Absolutely should be an episode about this incident !! Hope the horse was okay.
How's the 🐎?
BTW 4mph is not exactly racing. 🤣
@@violagentsch wosh
Instead of quit using the wheels with the rubber in them why not just change the wheels more often?
I love how you let the people speak in their languages with their own voices. Not some irritating voice-over with no texting.
Interesting, I thought the exact opposite.
Vive la difference! 👍
Lol
Though they should have given that old British train driver subtitles! I could understand half of what he was saying
And the narrator ? I could have done with subtitles for him.....! It took me a while, for instance, to work out that “nourgh’ meant ‘now’
I had no idea what the Scottish dude said, though 😂
"high speed trains are an essential part of the way we travel today" is such a sad opening for as an American.
😂😂😂😂😂
Even though US didnt have a proper integrated system High Speed Train. But, Acela is fast ish...
Canada: you guys are getting high speed trains?
@@petrifi1 US choose highways instead of rail for mass transportation It was to develop a strong automobile industry and preserve individual liberty against monitored transportation development. After more than 50 years US realized that’s was maybe not the best decision. High speed trains require huge investment specially on rails by acquiring land. Today it’s one of the main problem that developers in US are facing. However, this is only the beginning of a new era with the appearance of new system like hyperlioop which would probably change mid and long distance travel in the future replacing train and even planes as a mean of transport. The only big problem is huge investment capital.
@Kelly Houston ?
0:32 i love the fact thats theres a class 47 just kinda vibing on the shelf while he talks about a train crash
I traveled by rail from Chicago to Denver aboard The Denver Zephyr in the 1960s. It was not fast, it was not plush, but it was the most marvelous travel experience of my life. I had a large reclining seat, and often found a seat in the VISTA Car, and a table in the dining car. I always wonder, have we, in the end, improved our lives by Our willingness to be obsessed with speed ?
If done correctly, it can be safe. Look at Japan's high speed train safety record. I especially laughed a bit at the 'suck it and see' translation at 17:26!
@@d.e.b.b5788 pl
No. If you want to go that fast use zoom or another internet based system.
Yes. If trains don't go that fast there's no way they can keep up with cars and planes, seeing as they will probably always be more expensive than a plane and less convenient than the highway.
I worked in the rail industry here in Britain all my life . There was great discussion, on the inside . Did the general public want a train that would take them from A to B at a high speed ? The only people who wanted it was the business community and people going on vacation. But they , the holiday makers only wanted it when on a journey of over 2 hours , no one else . It was to attract big business, i.e. big money that it want ahead .
17:30 "über dem dicken Daum" does NOT translate to "suck it and see" (thumb sucking?) , it means "sighting with your fat thumb" i.e. using your thumb at arms length to make estimates of lengths, like an artist measures by sighting with their pencil.
In other words the distribution of power in the newish AGV finally came back to the original Japanese Bullet train method of distributed power with virtually all axles powered as in all Bullet train designs from 1964 onwards. The Bullet train (known as Shinkansen in Japan) was of course the worlds first Super High speed train design, to run on a segregated High Speed railway. Upon which all subsequent High Speed train designs such as: ICE;' TGV; AVE; Eurostar and others are based. The Japanese having cleverly sold the technology to the rest of the World, via their railway Technical College that they set up in France around 1970 !!!
That is the situation that needs to be addressed in the US Northeast Corridor between Washington DC, New York and Boston. The trains are capable of running at much higher speeds and there is a minimum of four tracks throughout the entire route with no grade crossings. However, the bugaboo is that freight is also carried on those lines. The US is currently in the process of building a dedicated right of way but that will take years. Travel by auto and air is so prevalent in the US that trains, even those in the Northeast Corridor have not been seen as a high priority. In the rest of the world autos are taxed at a much higher rate and gasoline is three times as expensive so there is much less traffic. Also, Europe has roughly twice the population density to the US and Japan is even more dense. So historically travel by train has made much more sense in those places. Now due to capacity constraints train travel is being seriously looked at again.
You are right. But for the USA, Only the route suitable for high speed rail is between Boston and Washington D,C.
another potential route could be Dallas-houston in Texas.
In a sense, USA has a luxury not to have a high speed rail system. Air travel is faster and more comfortable for long distance, and Buses are good enough for a short distance. US is no Japan nor Europe. Anyway great respect for USA.
@@puentecorto2688 the luxury to not have high speed trains? Look at China's train system. 1000km in 3 hours. HST could cover new York to Miami in less than 6 hours, which is the equivalent of flying, with all the time you need to get to the airport and wait for boarding.
The Japanese stole a lot of the French technology to build the Shinkansen
@@soulight77 which technologies? The first electric TGV prototype was built 10 years after the Shinkansen started operation. Are you referring to French electric locomotive designs from the 50s?
You didn't get the moments before the crash quite right.
They did alert a steward, but protocol said that he had to see the damage first, and by the time he saw it the derailment happened.
Biggest mistake in our goddamn country. Never do something that might be wrong on your own. Better call staff, otherwise you might have to pay 100 DM for emergency brake misuse...
If a metal part crashing through the carriage floor is not an emergency I don't know. If that passenger had done the only right thing and pulled the brake instead of looking for the guard, this train had come to a standstill about 3 kilometers before reaching Eschede and the track turnout.
Unfortunately not the only thing that the creators got wrong. The whole documentary is sadly filled with factual inaccuracies.
@@powertothebauer296 The gentelman later said he was so focused on getting his family out of the compartment and then go find a conductor that he didn't realize that there was an emergency brake handle/didn't take time to look for it.
"High speed trains are an essential part of the way we travel today" Not where I come from pa'dnah. We have AMTRACK
Well, at least you guys have trains.
If I can give you any comfort with that:
Amtrak is at least not Viarail.
I was on the TGV many decades ago and it was a great train! I really wish we'd get our heads out of our asses and have some trains like that here in the US.
The US have new Amtrak Avelia Liberty(180mph to 220 mph) it is also built by Alstom.
Sadly the Federal government is not betting on electrification. These trains are electric. They can operate on 1.5 kV DC or 15 kV 16.67 Hz or the 25 kV 50 Hz OHL. First let the government push investment into electrification. Then only HSR should be implemented. HSR can succeed in US if done properly.
@@fuckheinschitt239 the new Acela Exp rolling stock to be used only on specific routes. First lets make affordable rail travel a norm. The slow trains cost a lot to avail i guess, thats actually due to over dependence on flights and most importantly the road. Make travel less tiring by having railways. Its actually great way to have people from all type of skill sets working at a good pay check.
Never happen. Part of the problem is the way the terrain is here in the states, the other problem is that politicians will want kickbacks to support such a system - rather than just supporting it for their bloody constituents. There was a proposed train line that would run from LA to Washington DC, and stop in major cities along the way; however, because it would have to pass through the main part of Tornado Alley, plus Politicians in the states that it went through were demanding money in return to support the project, so it got to a point where it just became to cost prohibitive to build.
This is why flying is still an option, though right now I refuse to fly since I can't (and no, I CAN NOT) wear a mask for more than thirty minutes because it causes me breathing problems and thus can't wear it on a six hour flight (it's why I've chosen to drive now-a-days)
The reason the US doesn't have these trains is b/c it is hard to acquire the land grab which has to go through a lot of red tape and bs... but just wait we are turning communist ( so don't get fisted)
sounds more like an advertisement for AGV/Alstom
Italian AGV is amazing
@@sineo8233 this is the exact same AGV... just a prototype in this film :)
Considering the AGV was the most prominent European HST design at the time this was made (late-2000s, since the only AGV filmed is the silver prototype and it's claimed to be set for 2011 entry), I'm not sure why you're surprised. Velaro D, TGV Duplex, and Pendolino were all older designs, Talgo 250 didn't exist yet, and a European TV channel is only going to film a non-European HST if they have literally no other option.
@@ADITYA_JEENA Says someone who has zero clue about trains. Most European trains have these technologies, I'm glad this video educates people of how it works.
crap as well ...
Yes Yes. we have heard that song so many times, yet again and again new accidents happen that were not just taken into account. But there is no doubt that these French technicians have come a long way in their endeavors
well the problem is just like airplanes u cant just trust on computers . computers could fail with errors . so u need a driver in the train . when a system fails . he could take control of it . same with electrical brakes. its good . but when power failure happens. ur still in trouble cause the train also needs to have the power to break . so u also need the old brake systems in some parts of the trains as backup
@@shaney02007 The electrical brakes I know, only brake with no power on it.
But you are right, you need a backup.
Japan's bullet trains never used articulated bogies and still maintain zero passenger fatalities. The trick is to avoid crashes in the first place.
Metro line 1 in Paris is kinda scary, when you know how to read Rail signs, the train travels at around 70kph, and crosses a red signal, I was shocked beacause this train has no driver!
Automatic metro trains have been running not only in France but also in Russia for quiet a long time without fatalities whatsoever. Manufacturers and authorities are completely satisfied with this type of equipment but only very few users are aware of it. Next move, probably planes ? ? Scary !
@@alainmare8081 in Russia? Where?
The signal turns red the instant the front of the cab crosses a green light. Also, it coins have been a red light for the opposite track.
@@ronylouis0Moscow has automatic trains but there is always a machinist in the piloting cabin just to make sure that everything is going well without problem.
@@ronylouis0 The driverless metro is also introduced in India's Delhi Metro
The ice train was 5-9 years old at the time of crash. You don’t seem to hear of new trains having tragic accidents nowadays resulting in lots of death. Feels like a different era of travel.
True, but there was one recently that almost came close, the Stonehaven derailment.
A UK high speed passenger train hit a landslip at 73 mph, causing two of the carriages to overturn on one another and a third plus a power car to fall down a steep embankment. The reason there wasn't a lot of deaths was because where it happened, Aberdeenshire, Scotland, was in lockdown due to the Covid-19 pandemic. Of the four carriages and two power cars involved, only nine people were on the train, and only three of those nine died; the driver, conductor and one passenger.
@@IAmEvilTree I will look up the accident. However there use to be fatal train crashes every year or every few years in the uk. Nowadays there have been a few crashes, sometimes luckily a hit and miss, but nowhere as big or fatal as in the 80's or 90's. For example, we don't see crashes like the Ladbroke Grove rash and Southall crash which happened within a few years of each other. The train involved in the accident is also old, idk if newer high speed trains are built to be more crash worthy.
Well done, without making it into a disaster show! Very informative, thanks
Taking a dig at Wonder eh?
The AGV is like innovation upon innovation upon innovation upon, it's incredible how engineered that train is. They sure learned from all the disasters that came before them!
16:36 You cannot weld an aluminium body to a steel frame. For most purposes aluminium cannot be welded to steel and I suspect different joinery between the body and subframe was used.
Yes, I was wondering about that...
The documentary fails to mention that the ERTMS is not a new idea. There has been at least 14 different train management systems in Europe to aid drivers and automatically break trains prior to ERTMS. The problem was that different systems across Europe lead to problems at borders between countries with different standards. Now, there should be one standard across Europe.
thank you!
European Rail Traffic Management System (ERTMS) CONCEPT has been around for 25 years, but it has been found IMPOSSIBLE to achieve the full parameters. As Politics was woven into what was specified. The complete ERTMS requirement includes a full moving block cab mounted system standardised for the EU zone. But there are two fundamental types of signalling in use in Europe "Direction signalling" and "Speed control signalling". You simply can't interface the two, which is the fundamental flaw in the ERTMS requirement which the EU specified and Governments signed up too. So the Politicians set the requirement in stone, and the engineers have been trying to find a loophole to get out of the trap ever since.
You see there is an important caveat of ERTMS concerning the signalling requirement part of it. Which is, that the ERTMS system has to be fitted to ALL trains in Europe not just Super High Speed ones. Which the engineers from all over Europe soon recognised is also impossible. Imagine trying to fit such a system inside a mainline heritage steam locomotive. A computer and all the electronics would either melt, or cease to function from the combination of oil and coal dust, flying around the cab interior !
As a result of the impossibility of achieving the full ERTMS requirement, a number of half-way houses have been proposed by various Railway Engineers from many of the EU countries, but of course they all return to their preferred National Railway type systems. So in 25 years we haven't got any nearer a full ERTMS system as required, and Millions have been wasted in research trying to find a system that meets the EU Directive.
Of course Britain will exit this daft problem, if and when it leaves the EU !!!!
Why are we *NOT* getting subtitles for the Scottish interviewees??
Can we just get rid of the whole Scottish thing including the horrid Scottish narrator?
@@timjolly9998 The narrator's accent isn't Scottish, it's Irish. But only slightly. I'd guess the man was Irish born and raised, but his accent has been influenced by English (as spoken in England, not USA).
There was a collision on a level crossing at Ufton Nervet in Berkshire England where a fast express hit a car left on a level crossing. Years before there was a manned signal box where the signalman controlled all of the movements of trains and road users. Technology was introduced which rendered the signalman redundant but relied on the actions of road users. The barriers were activated by oncoming trains. So the railway went from a system which was safe, slow and labour intensive to a system where no one was in control. That is progress.
I would never imagine how the world will react if an accident happen in shinkansen, they are like the beacon of hope that zero fatality is attainable.
There is always a risk. If we assume that the shinkansen will operate indefinitely into the future, that it will happen. So the question is if the shinkansen will cease to operate before such an accident happens or not.
@@Noi5ee Yes , the risk is always there, but imagine the shock to the world, the first ever fatal shinkansen accident, it will be the talk for weeks or months maybe years.
There was 1 person killed by a closing door I heard, but the operator was cleared of blame I remember
There was none to the shinkansen but poor densha (the old square japanese trains ) have already sustained such accidents 😩
There have been accidents on the Shinkansen, just no fatalities resulting from them.
Unfortunately, there is just way too much which is factually inaccurate. It starts off well, but over the course of the video, it just gets worse and worse.
Starting with the articulated bogies: no, they do not help reduce vibrations, that's not how that works. You still have the connection between the bogie and the carriage, no matter where you put the bogie, and the vibrations have to be dampened somehow. The ICE lacked dampening, and they had hoped to fix that with their new wheel design.
Also, the safety benefits of articulated bogies are questionable. The example they mention of the TGV going over a section of track where the ballast was washed away is an apples to oranges comparison. An ICE train, even the one involved in Eschede, would have likely reacted similarly. Articulated bogies may have reacted better in the Eschede crash, although it's not a certainty. The forces there were so high that it's entirely possible that the result would have been similar. Forces like that don't care too much how the cars are joined. In fact, you can't entirely exclude the possibility of the articulated bogies making the situation worse if they had prevented the first few cars from passing under the bridge pretty much unscathed. And in the last accident, articulated bogies could have caused the front two cars to follow the last four cars into the bay.
Then, the part about the brakes is missing some important details. The valve between the cars should never have been closed, and that is the critical problem here, which is not properly addressed. Nowhere in a troubleshooting process for such a problem would you ever close that valve (I have a qualification to do brake checks, I would know). Even if the reservoirs in the cars were full, the driver could not have gotten the train to stop, because that valve is essentially how the engine communicates to the cars that they should brake.
Also, the whole thing about the automated system going into a "manual" mode, suddenly "unlocking" all of the switches... as a former rail traffic controller, this really makes me facepalm. That's not how any of this works. And then the bit about them apparently now having full control over the signals... no, that would be a huge safety risk in and of itself if it really worked that way.
And oh, god, regenerative braking is not a safety feature. In fact, the reason why air pressure is still used as one of many methods to break is because of what was mentioned earlier: if the brake line is cut off, this automatically causes the entire train to brake. Removing this would actually be a huge safety risk, so I doubt the AGV is removing it. Instead, it's most likely complemented by an electric brake line, which helps with brake responsiveness.
And, Jesus, did they completely skip over classic train control systems as methods to prevent trains from passing red signals? These have existed for about 100 years already. And then the things they say about ETCS, and then they confuse ETCS and ERTMS... If you're going to make a documentary like this, please understand what you're talking about.
If there had been a warning system, i.e. Monitoring of the wheels, the would have had time to stop. On old trains there was an emergency brake, that pessengets could pull. Seems to me
that it was removed prematurely.
Think on that ICE only the conductor could pull the emergency brake and he was still investigating (which was required before deciding to pull the brake) when the train de-railed
They were never removed. The passenger simply decided not to pull them, but to alert the conductor instead.
@@trainman2615 Yes and that passenger survived.
Maybe it was the worst decision in his life.
On the other hand no one can tell, what might have happened if full braking power would have been applied to that defective wheel.
Fun fact: The powered bogie saw its first use on the Shinkanzen to reduce weight and to distribute the power evenly reducing track wear. And should one or more motors fail the train can still push on to the next station. Also the Shinkanzen doesn't need conventional trackside signal system as the information is shown to the engineer in the cab via the railway network allowing more trains on the line and increasing punctuality. These are not new technologies. And Japan didn’t have to go through all these disasters to develop all these techs.
Being able to have an engine in the bogies is not new, almost all new trains have that. But being able to have it inside an articulated bogie is new. The space here is quite limited, and currently Alstom is the only maker that can do this, thanks to the utilization of permanent magnets for the rotors. This makes the engine a syncronus engine rather then an asyncronus one.
Japan had a disaster due to sharpening the angle of a track without adding a safety feature (brake embedded in the track). The emergency brake was a device drivers could get reported for using, which was thought to influence a driver's decision to use the regular brake.
The "Powered Bogie" dates back to the 1890's and the first electric suburban railways in the USA !
As Japan sold the "Shinkansen" system including the onboard "Moving Block" signalling methods, via a Technical College it set up in France around 1970. This is how the now numerous Super High Speed train systems across Europe and elsewhere came about !!!!
ETCS European Train Control System level 2 or 3 is close to Japanese high speed train’s signal system.
It said ATC Automatic Train Control.
Covering all european express lines with ETCS , someday nobody face any tragedy.
You are right. Now almost all high speed rail systems in the world are equipped with the powered bogie.even AGV of Alstom.
Proud to be a Shinkansen Fan.
Loving these series of documentaries, wish I had found them sooner!
This documentary is from 2009. Almost 12 years old. I feel vey old now.
I remember this, but I also remember the derailed cars actually (at least the first one...) hit the support beam of the bridge, causing it to go sideways and collide into the other beams, and all the other cars slammed into it. One car even like, jumped over other cars, ended up in someone's front yard, or side or sumn.
Yes, that incident was not that well investigated here... I suppose it suffices since that incident isn't the main topic, but still
Let's not forget one of the largest flaws of them all . Not building two separate sets of tracks for incoming and outgoing. When one set of tracks is used for trains going both ways you'll never eliminate that disaster
Who the fuck even does that?
Possible if we could have like 3 for both ways.
Seems like every ten years thers a big one. 2019? 2009?
FewGrain 42, there have been precious few, thank God, due to mechanical or operational failure. Terrorism has been the cause of the largest rail disasters in the last 20 years, and obviously that’s not the fault of the trains or their operators.
@@inkyguy when was the paddington crash between the hst and the thameslink train?
FewGrain 42, It was in 2015. Just five injured, and fortunately no loss of life. The worst in recent history was a train derailment in Philadelphia also in 2015 which killed eight people. However, that was because the train system had not yet employed positive train control technology.
1@@inkyguy 1//一
Thank God I am not the only one who has observed that. I thought I was paranoid.
Angels was with this lady she got off at the right time
40:45 boys we've found the new English test voiceover
At 32:54 you can clearly see the mans hand resting on one of 4 huge Brake calipers per axle that is used on the massive 4 rotors. I wonder why they didn't mention the Hydraulic brakes?
Pneumatic brakes.
But yes they should have mentioned it instead of denieing its existence
Yes because they're speaking BS. Even modern trains have an air brake system. A mechanical brake system is required, since the regenerative braking requires electrical contact with the overhead line. If the overhead line gets cut off, the regenerative brakes stop working. So mechanical is still needed for backup.
@@nikoolix the video greatly oversimplified it, but tldr the driver found a way to reset every single safety measure for brakes, kind of setting it in maintenance mode.
India has been introduced with driverless metros and semi high speed trains like Vande Bharat Express (200 km/pH) placing it's step towards modernization. But these accidents makes me think about the mantainence of rails. The semi high speed trains in India don't know separate tracks therefore it make cause severe accidents and loss of life.
But I think 'The Developing India' will soon emerge as rising superpower with better connectivity.
जय हिन्द 🙏
जय भारत 🇮🇳
I just couldn't imagine the feeling of fear for the passengers on that train the day that accident happened I think I would died from fear itself going at such a high speed... My heart and prayers go out to those who perished on that day...
New York City subway system has had positive automatic braking and totally electric signaling since day one, well over 100 years. Pass a red signal and the brakes are applied, no matter what the driver tries to do.
The old NER (North Eastern Railway) in England also used tripcocks, which would apply the brakes automatically if the signal was at stop.
22:22 the ICE also has distributed motors on all waggons instead of a Lokomotive at the front. This is pretty much standard for trains nowadays.
Narrator dude really enjoyed the Bauch in Udo Bauch's name. He "hhhhhhhhh''d the crap out of it.
Beautiful Irish accent, like treacle smooth and sweet.
I laughed so hard because he said it right when I read your comment 🤣😩
Greetings from India.
Awesome! Absolutely awesome!! What an informative and thrilling documentary you have made.
Thank you very much.
High speed and entirely safe do not go together.
We can only innovate design, build carefully and hope.
Mercifully, the disasters are the exception and not the rule.
Excellent video.
Nothing can ever be "entirely safe".
You will always be unsafe by simply living. You will be unsafe walking down the street, eating, drinking, bathing, dancing, sleeping, merely seeing or touching.
Published on RUclips June 2019... this documentary was filmed ten years ago!
Maybe it had a copyright on it which is now out...
Don't, don't apply common sense, it has no place in this world
Uh...nobody claimed it was new. It's not being "published" on youtube, somebody *uploaded* it (likely because they thought it was a good documentary that people would enjoy watching, but who knows). If the uploader had actually claimed it was new or made in the last year or so, complaining about it wouldn't seem stupid (or, as in one case, like a 5 year-old having a tantrum).
@@13minutestomidnight but here you are.. complaining about someone else complaining. You are a pathetic hypocritical self righteous dumb fuck!
@@buckfiden9913 _points and laughs at you_
Think how incredibly clean these AGV trains are! There’s not lots of grease, oil, fuel or exhaust. There is little wear and tear. Everything is quiet and clean. Since France gets most of its energy from nuclear (75%) and increasingly from renewables there is also no pollution or carbon emissions, compared to petroleum-fueled airplanes, which are the biggest polluters and carbon emitters per passenger. You can also go from city center to city center rather than having to travel to and from an airport dozens of miles away from your home or destination. It really makes trains very competitive with air transportation.
Yes, city center to city center really makes the Acela as fast and in many instances faster than air travel in the Northeast Corridor.
The explanation of dynamic braking is very, VERY wrong. Firstly the voltage is reversed so that the motor acts as a generator, secondly, kinetic energy is not generated, it is used. Kinetic energy is energy stored in movement. If you brake a moving object, you remove its kinetic energy and turn it into some other energy. A motor generates kinetic energy from electric energy, a generator generates electric energy from kinetic energy.
Please explain how voltage is reversed in a Three-phase AC Variable Speed system...
@@AeroMad91 I have to admit it is gravely simplified. This documentary and my explanation are not aimed at electrical engineers. What I was trying to explain is that, as a generator, the motor now works against the electric energy it is supplied with.
Also, correct me if I'm wrong, but wouldn't dynamic/rheostatic/regenerative braking be ineffective at low speeds? Hence the bleeding in of air-brakes at those speeds?
Dynamic/rheostatic/regenerative braking is ineffective at low speeds, A train can never fully stop on the resistance alone but needs a mechanical brake as well.
On one of the trains I drive for a living ( EMU Alstom Coradia Nordic ) The mechanical disk-brakes kick in at about 10 kph for the stopping ( higher speed if the driver requests more braking than the motors can supply.).
@@86501freightliner if you input current into them, they can work properly (like if they were accelerating in reverse.)
43:50 yeah and you forgot to mention that when a british train passes a spad the trains breaks are appiled so it cant go past the signal
The regenerative braking system is brilliant and amazing.
I'm very impressed by that as well. It's brilliant thinking in terms of engineering, with the bonus of reducing the cost of running the train by selling the electricity generated to the national grid. If the company would pass at least some of the savings onto their customers (though I doubt that's the case), it would be a real win-win situation.
The person that discovered the problem that caused the acciddent is the Croatian engineer Vatroslav Grubišić, from that moment known as the "Pope of the wheel".
He is also known for the material formula used for aluminium rims, that made Yugoslavian car "Yugo" the first small car with aluminium rims.
His advice and knowlege used many companies including Ferrari.
I would like that you have mentiond him in the video!
We've been using in cab signals here in the States for ever! It just picks the signal that the train "knocks down" and puts it up on a display in the cab---it works very well!!!
I wish more trains used that technology. The TGV does because with high speed it can be hard to read, but for regular trains it'd be cool too.
when you realise the APT-P built in the 80s also has the same bogie structure as the AGV as well as the fact it was also partially made by people involved with aviation
Japan's _shinkanesn_ high-speed trains are aviation-inspired too I heard e.g. the body is able to flex slightly when entering & exiting tunnels, and the windows are also aircraft window-sized probably to reduce fatigue on the body structure. That might also be a reason for their relatively shorter lifespans (~20 years)
They are essentially electric planes without wings.
17:31 what the bloody hell is a suck it and see type situation? Glory holes? Lol
I have travelled with this ICE train and it had reached up to 249 kmh top speed I have noticed on route from Munich to Hamburg
Around 1980 some BR Class 86 locomotives were fitted with resilient wheels and were renumbered into th 86 3xx series. By the end on the 1980s all had been replaced with normal wheels and external coil springs between body and bogies, this was done for standardisation. I have no knowledge of any accidents caused by the resilient wheels on these locomotives weighed about 82.5 tonnes and gad a maximum speed of about 180 kph.
That definitely sounds plausible. The ICE 1's did up to 250km/h, now 280km/h (although I don't know exactly when the speed increase occurred). What you have to consider is that the stress on components increases exponentially the faster you go. So if you increase the speed from 170 to 180, that causes a lot less stress than increasing the speed from 240 to 250. In fact, during the crash, the train was doing just above 200km/h if I remember correctly - and thank goodness that accident didn't happen at a higher speed, that could have made it even worse. (In fact, as tragic as that accident was, there are a number of things that could have gone a lot worse - for instance, according to the schedule, the section where the accident occurred was where another train was supposed to pass in the opposite direction at the same time. The train had passed that section two minutes before the accident if I recall correctly.)
@@trainman2615 yes, the increased rotation of the increased speed does increase the centripetal and centrifugal forces on a wheel as well as increasing the loading cycle on every part of the wheel. All of which call for increased monitoring and preventative maintenance, which appears to not be the case in the ICE. Metal fatigue was well known by the 1990s.
@@neiloflongbeck5705 In fact, there was increased monitoring of the wheels in the case of the ICE. It was reported that hairline cracks are developing more often than they should be, but that wasn't taken seriously enough. The ICE that crashed, Wilhelm Conrad Röntgen, was even noted to have those specific hairline cracks. It was recommended that a closer inspection be done, but the recommendation was ignored. As with most accidents, it was the result of many smaller individual failures that all lined up to cause a disaster.
@@trainman2615 from what I've read, and it is limited, DB had used testing machines on the ICE1 wheel sets but had been getting too many false positives and had discontinued using them relying on flash lights alone to do the inspections visually. I've also read that for about 3 months prior to the accident there had been reports about noise and rough riding in the coach with ge detective wheel set.
What is really galling is that the Hanover tram network had notice fatigue failures in their tram wheels and had started replacing them long before their design lives were anywhere near up. They even sent out warnings to other operators of similar wheel sets the previous July, a warning that DB ignored. As was the warning in 1992 from the Fraunhofer Institure for Dtructural Dueanility and System Reliability. Unfortunately the wherl sets were never tested in extdbdion wear states ir fully fatigue tested by DB prior to this accident.
The ICE crash isn't explained very accurate here. The quard rail on the switch didn't only derail the first few coaches. The switch itself then caused the 3rd coach of the derailed train to swerve to the right and into the supporting structure under the bridge causing it to collapse. The first power car and 2 coaches escaped the collapse, the 3rd coach was crushed half, causing the loco to detach from the train. The bridge collapsed on top of coaches 4 and 5. Coaches 6 through 12 and the second power cad piled up against and on top of the collapsed bridge.
That’s some very nice content over here !! Good job Spark !! Thank you for all these educational videos !!
Engines within the bogies was first used in the Shinkansen in 1964, the first high speed train in the world (21:56)
While true, AGV, like the technology being developed with the experimental E956 _ALFA-X_ train set now testing in Japan, intends to push the top speed of the train to a very high 360 km/h (224 mph).
Also the shinkansen never had any passenger injuries since opening
The Shinkansen doesn't have the engine located within the bogies
Motors within bogies were not even that new of an idea in 1964 - it had been used since the dawn of the modern subway in the early 1900s most famously by the New York City subway.
And tada it is the key technology of Electric Multiple Units - virtually every subway with a few exceptions uses EMUs, and the first Shinkansen set, the Shinkansen series 0 was no different in that regard by combining the best of 1950s to 1960s proven technologies: standard gauge, EMU, AC electric traction, aerodynamic streamlining, automatic train control and in-cab signaling.
33:00
When i hear head train collision i automatically think Paddington/Ladbrook Grove. A truly Horrifying head on collision between a regional commuter train and a cross country high speed express. The collision was so massive the aftermath was so frightening it looked as if the two trains were just one train it was so enormous. It was a miracle despite how many died that more people survived such a devastating head on collision.
When I think of Ladbrook Grove, signal "SN109" always come to mind.
@@TheChicagoL it really was horrific
What is not mentioned in the wheel failure on the German train was that the rims had been ground down several times, as is normal to keep them round. The outer 'rim' broke as it had become thin enough as to flex inordinately and form internal stress cracks. Testing showed they were fine until some number of wheel grinding cycles had been done. It think the number was seven. Six and the wheel was fine. Seven and the rim would break.
I wish we could have a train like this in America! Traveling would be so much fun on these! All our U.S. trains are just slow and VERY heavy compared to these!
You need to take a look at the Granville train disaster, in Australia. It will be interesting to see what you can find.
Satellite guidance and electronic control has actually been the cause of some air crashes or even ship collisions., and whereas risk of terrorism has been drastically reduced on aircraft, a full train travelling at passenger jet speed will remain vulnerable along the whole course of its track...
Excellent video. Thanks for sharing
11:10 On those TRAMS that were fitted with them, those rubber-cushioned monobloc wheels (which was what gave them the idea to do this on the high-speed train), already had been mounted in a desperate attempt to at least dampen effects that actually had been caused by a basic design fail. And it was a problem that that tram and this high-speed train had in common. The fact was, their designers had omitted to mount the wheels in double sets, which is how (the) wheels traditionally always sit. Traditionally wheels are present in pairs, that is to say one pairs on each side, each of them rigidly sitting at every corner of a steel 'square' that as a whole can turn independently from the body of the tram or train. This is necessary be cause set up like that, they can automatically adjust to any bend in the rails, whilst one single wheel (on both sides, of course) cannot 'follow' the shape of the rails be cause it lacks horizontal surface so to say. Usually in the front and back as well as on each point where two carriages meet each other, a double set of wheels is present. This very design aspect is one of the most basic ones to train design and is something that has practicality always been known, but nonetheless with both vehicles it was something that had been forgotten about, likely cause these were the first ones to be designed entirely with computer programs... Also, it was that very fact that single sets of wheels were applied that caused those wheels to 'shave' against the (out)sides of the rails as they never were oriented completely correct. Which was what caused those vibrations and squeaking sounds. It also was the mechanical reason for one of its massive wheels to literally break, and also: there not being a second wheel present on that side of the train at that point (at the front of the train) meant there was nothing to keep that whole first, leading train segment from coming completely off the rails - the next wheel being 20+ meters away. There was nothing that kept it up and worse, nothing to keep out in position. This of course whilst the rest of the train with its full weight at full speed note pushed against it, effectively pushing that first and leading carriage off the rails and to the side, after which on its turn it pulled all the rest of the train off the rails, the train folding. This was what caused the crash, the severity of it being increased by the fact bad luck had this happen exactly at the point where was a reinforced concrete viaduct (they call a 'bridge' in the video).
13:31 - Besides, as a curiosity.
This train did not have to derail
if the emergency brake was applied immediately
or the driver was notified by radio in trains (with an internal intercom - to report failures, problems, etc.)
According to the film, the train traveled 5 kilometers from the moment a part of the wheel hit the floor, punctured the interior of the train, and was derailed. This is exactly the braking distance at around 200 km / h
So it is a passenger DELAY, no imagination
lack of knowledge of procedures
With afraid of the consequences of an emergency train stop
contributed to the disaster.
Because 3 minutes and 20 seconds have passed.
In 20 seconds, decisions could be made
and in the next 3 minutes the train will reach ZERO.
_____________________________________________________________________
In addition, a simple sensor system can be added to monitor the undercarriage of the train, even acoustically and selectively, these are simple sensors. If the algorithm detects a deviation above the norm, it brakes or slows down the train. In the event of a collision, in which something falls under the wheels and the wheel comes off the rail, the system can automatically stop the train.
For example, raising a wheel above 10mm can be this signal
So if a small animal comes in it is fine, and if a small animal comes in it will stop
It is similar with stones and objects thrown by vandals
Here, half a circle fell apart, and no one took it seriously.
Without knowing the procedures, any collision would stop the train.
Passengers noticed this, apparently wanted to notify the driver.
3.5 minutes is a long time
The system has failed and people have failed
not only a factory defect of the wheel
error in vibration damping technology
_________________________________________________________
Many train derailments have trivial causes
*in Poland, even trains collide head-on
(and everyone doesn't know English;)*
(because until recently it was a Russian zone)
(I'm writing through the google translator)
This video at 3:30 talking about the introduction of the 'AGV' train in 2011, 10 years ago lost me.
BR started developing Automatic Train Protection system back in 1994 due to the cost (and the then forthcoming privatisation) this system was dropped for the cheaper TPWS). In the 1970s they were also working in a 2-wire system for in-cab signalling (also dropped because the Treasury wouldn't spend the money). How quickly we forget about technologies that could have saved lives, and that we couldn't have because they cost too much too install. It's always been the case. In the UK we build schools without sprinkler systems because they are expensive to install and maintain, but just how much does it cost to put out a school fire, where a large part or the whole of the school is on fire, and then find somewhere else to educate the children whilst rebuilding the school?
Train control systems have been in use in Germany since even before World War 2.
@@trainman2615 the GWR introduced their system in 1906 and had it in use on all mainline by 1908. It remained in use until 1970 when replace by the standard BR AWS. The Germans developed their inductive systems around 1931 and by 1934 IIRC 165 locomotives and 4500km of track were fitted with this system. By the end of WW2 the system was no longer functioning due to the destruction the war brought to Germany.
@@neiloflongbeck5705 Which raises the question: why was there not a single mention of any of this in the documentary. Any one of these systems could have prevented the last accident that was explained. Unfortunately the makers of the documentary don't really seem to know what they're talking about too well, as I've explained in another comment.
@@trainman2615 the problem was that in 1979 not all lines were fitted with AWS. The line at Invergowrie was one of them not yet fitted with AWS.
ETCS isn't exactly in its "infancy" anymore. The entire Swiss rail network is equipped with it already.
the driver of the Gare De Lyon runaway train, Daniel Saulin, had tried to fix the brakes of his train after a woman pulled the emergency cord and ran off, but he didn't know he accidentally closed the brake valve. he then tried to let some air out cvause he thought that there was too much pressure on the brakes but he didn't know he got rid of the remaining air pressure those brakes had. When he tried to stop his train he found the brakes didn't work. He radioed for help and all trains were stopped, as he got closer to the Gare De Lyon station, he radioed to the station, but forgot to mention who he was and what track his train was on, he and his conductor told the people on his train to rush to the back of the train. they all made it there in time. on the other train driver, André Tanguy saw the runaway coming close but he stays to get everyone off and he dies in the collision. Saulin was convicted of involuntary manslaughter and was sentenced to 4 years in prison, but was released after only 6 months
That's wildly inaccurate. But the gist of it is right. The engineer wasn't trained at all and compeltely mishandled the train after the manual emergency brake was applied.
@@ronylouis0 what part is inaccurate? I learned it in an episode of Seconds from disaster.
@@harrisongerdes7078 if he only closed the valve, the brakes would have automatically applied (pressure keeps them from applying, no pressure means they get applied.) The untrained moron managed to literally put the train into maintenance mode (pulling the brakes away from the wheels while still having no pressure inside it), then close the valve, then bleed all the air out, then FAIL to analyze the problem and bleed the emergency reservoir out. (All events not necessarily in the right order.) He basically disabled everything he could on the train safety wise.
@@ronylouis0 yup, but he had been working for the railroad since he was a teenager, so he wasn't untrained, just made some bad human errors and panicked
So in another accident , just after @21:23 , the designer says practically nobody was hurt ? how the hell can you say practically nobody ? is that 1 person ? 5 ? 10 ? 30 ? . There is no such thing as practically nobody .
what he means is that a few people ay have fallen over and bruised themselves i think
The twisted wreckage of a crashed train is always a haunting sight of the ones who built it.
The People who built the R30s series and R40s series of Subway cars for the New York City Subway back in 1960's and 70s: *Cries in Vintage Subway car*
7:32 - 8:05 subtitles english auto generated LOL
Just wondering...
How old is this video.?
When was it first aired.?
Rich (UK)🥰🥰🥰.
Must be from 2009. The AGV was prduced in 2008 with services beginning in 2012.
What you see in 17:00 is the "Hohenzollernbrücke" in Köln between Köln Dom Hauptbahnhof und Köln Messe/Deutz. But on the fence in the video you see no padlocks. But according to some research it was already a trend for Couples in love to inscribe them with their names and dates and attache them to the railing of the bridge to swear eternal love and fidelity. The key is traditionally thrown into the Rhine together. The Cologne band Höhner addressed the Cologne love locks on the Hohenzollern Bridge in the song "Schenk mir dein Herz" from 2009.
If the ICE at Eshede had mono-block constructed wheels the disaster would never have happened. The design of wheel present on the ICE in 1997 may have been suitable for Intracity light rail but it was not able to withstand regular high speed inter city rail services for periods as long as the higher ups at Deustche Bann wanted.
The wheels were originally mono-block but passengers complained about the uncomfortable ride and therefore DB had to look for a solution and thought they found it. Still, the new wheels ran for over one million kms before the incident.
Thought that guy was going to burst a blood vessel explaining the train connection lol
I understand getting rid of the emergency brake thats available to passengers, but that feels like a new type of dangerous.
I had an uncle who as a teen in NYC, would board trains by jumping onto the connecting segment between cars as the train was leaving the station, because he was a dumb teenager. As you can expect this didn't end well, and one time he ended up with his leg wedged between the train and the platform. And as the train was picking up speed he was being dragged along. It was a passenger who spotted him, and pulled the emergency break that saved at the very least his leg, if not his life.
It could also be argued that the German derailment could have been avoided, if the passengers had had access to an emergency brake that could have stopped the train when the car floor was breached by the chunk of metal 5 km before the accident occured.
This is going to sound crazy, but there is something that's been implemented in roller coasters since the late 70's to prevent head on collisions. I wonder if anyone thought to look at that when trying to update or change the signaling. If for no other reason than to get some inspiration.
If you mean block sections that was copied from railways
@@gustavgans3760 So why not use that for direct signals or auto braking or something? Think it's awesome that it was incorporated into coasters but now I'm curious as to the limitations that prevented it working as effectively on trains as it has been known to on coasters.
@@animehuntress9018 There are already systems in use that will break the trains automatically when it runs over a red signal this systems will also trains driving to fast
@@gustavgans3760 Exactly. After a fatal train crash some years ago positive train control was implemented on the Northeast Corridor in the US. Signals are conveyed electronically to the train driver and the speed and spacing of the trains on the line are automatically adjusted. There is a provision that is redundant so that if a train passes a virtual red signal the train is automatically brought to a safe stop.
@@josfitz In Germany Train protection systems are required on every railway line
unless it is a branch line with a maximum speed lower then 80 Km/h
I LOVE TRAINS AND HAVE SINCE I WAS A KID. HOWEVER, I ALWAYS KNEW WHEN WALKING OR DRIVING THE TRAIN
ALWAYS ALWAYS ALWAYS HAS THE RIIGHT OF WAY
🤤 I grew up in an old railroad town. When I was a kid, it had 4 main lines and 5 or 6 side tracks. They would once a week (PC/CONRAIL RR) Send 2 engines tied together, to move cars off the side tracks so they could hook up on the mainline. I was intrigued. The engineers walked to lunch in town and left the engines running. I stood next to the engines just looking. They came around the corner and started yelling: "get away from those engines"! I told them I was just looking at it. They grinned and asked if I'd like to climb aboard. Fuck..my heart almost beat out of my chest. They had me in the cab and explained how you operate the speed control, direction control., and the brake handle!! There was a rope above the windows. They said pull it down. When I dud..the fucking horn went off and scared the fuck outta me..lol! The engineer asked if I would like to make the train move. I said yes. So he put my hand on the throttle handle a d told me: "first set your direction" which I set to forward. He had me disengage the parking brake lever. Then he says: ok..now move the throttle to the lowest setting, the train will raise hell and shake but that's ok"! So I did it...and it shook and raised hell...lol!
Then it started to crawl forward! Man you could feel all the potential power rumbling underneath that engine!! The engineer then said the pull the throttle back to the idle position. The engine stopped what seemed immediately. The engineer said "we were not going fast enough to use the brake (
@@patrickmollohan3082 I dont get the 70s comment... Are you saying it was safer?
@@kurtk7521 Socially safer. It was a different time. We were raised with common sense and discipline. That's as simple as I care to explain it. If this suits you, that's great. If you're asking as a Snowflake, GFY.
@@patrickmollohan3082 puhahaha. Motherfucker your generation caused world wars. Most of the serial killers and rapists come from your era. Boomers are the worst generation to ever live. Keep coping.
@@patrickmollohan3082 puhahaha. You guys were raised to be animals. Crime was way higher in the 70s. Drug use more prevalent. Unprotected sex up the wazoo. Serial killers and rapists peaked in the 70s. Oh yes you guys were definitely raised different. Raised like a bunch of racist animals.
Thank you for the videos
I like the sound of the computerised signalling system but technology is great when it works
Would a remote signaling system be able to detect an outside obstruction such as a fallen tree, a landslide or a semi truck that has broken down on the crossing. can it detect if a railroad bridge is out? or can one even detect if a line has suffered to sabotage?
Maybe not unless you invest significant funds into lining the track with sensors, so I don't think ETCS will eliminate train drivers completely. By the way 47:17 is Singapore's MRT (metro/subway) system, where the 2 oldest lines used fixed-block a ATC signalling system that was designed for dry tracks only i.e. when raining, the trains are manually driven as the system wasn't smart enough to estimate how much the braking distance increases as a result (there was a collision in 1993 also due to oil leaked onto the tracks by a maintenance vehicle that passed by earlier, which the system wasn't designed to accommodate). They've since been upgraded to a CBTC signalling system (like on the newer MRT lines) that are smart enough to also work when raining, and can also adjust trains' speeds more precisely (instead of being restricted to either 0/15/40/90kph). The upgrading wasn't smooth though, initially with up to 3 breakdowns weekly, and yet another collision in 2017 due to a programming error (a station platform's home signal switched from danger to caution when the doors of the train there were closed, but before it had departed)
On driverless trains, if the system is hacked everybody dies and the system can't run until they rebuild the system from scratch.
I still find it crazy that Japan has been operating high speed trains longer than any other nation, and has had 0 fatalities on high speed lines.
Well we're safe in Australia from high speed crashes. We'd have to have high speed rail for a start.
Same. Here in the US, we’ve only had 1 fatal accident on our high speed rail and have achieved this safety by only having about 40 miles of high speed rail
We never experienced those accidents as our trains are always in repairs😆 the service is always down
Despite the research about articulation ICEs are still using conventional bogies.
No one has taken onboard about articulated bogies are better and safer.
the godfather of high speed trains?Japan has had high speed trains since 1964,and never had an accident dispite earthquakes and typhoons
I like the way he emphasized 47:26. Sounds great.
Yep and not only psychological, but also, who is going to take responsibility for the passengers if they need to evacuate and the train is on the countryside or so? Driverless trains work in closed systems like city metro, but not for long distance trains.
I get chills where I come to see
Hace you heard of the Spain: Santiago De Compostela, Train crash? That shit was horrible.
At the Eschede accident there is one question - Why did none of the passengers pull the emergency break? Sure, at the speed of 200km/h the train would need some distance to stop but it took 5 km to this crash...
At the time of the accident, there's a DB regulation for passengers to abide to for emergencies. The conductor must be alerted of the emergency before the driver is notified. This was pointed out in "Seconds From Disaster" on the Eschede Disaster.
@@thebigguyangel Right, that was stupid. Passenger who noticed something was not right waited to notify or pull the emergency communication cord because he did not want to upset anyone. Sheer folly.
@@josfitz which is why despite the amount of misuse and the lack of actual scenarios where you'd want to pull it, France has always kept the emergency brake available to passengers. With huge liability of course.
@@ronylouis0 SNCF has changed that to an intercom with the train driver.
The same reason someone recently called me to report a fire in their unit. I live in a condominium. Of course, I called fire and rescue immediately. For some there is a reluctance to take action. Don't ask me why. I never fail to act.
if only america knew how to run good train services
AbstracT or anything else that involves ground based public transport
Thousands of miles of US subway systems: Am I a joke to you?
@@smittysmeee Yes because underground metro and intercity high speed are not mutually exclusive. That's some flawed logic, as expected from Americans. Most developed countries have both systems, having one is no excuse to skip the other. Imagine if you had high speed rail from south to north along your costs how much easier things would be.
Meanwhile in Japan.
"You people even have disasters?!"
A few years ago, one of the Japanese bullet trains had a crack on its undercarriage. A few centimeters more and it could have derailed.
Amagasaki derailment
@@dwevin There's also been a few other derailments within the past 12 months in Japan. No fatalities though.
Meanwhile in Japan: we abuse our conductors for the slightest errors so that they would rather cause fatal derailments than face the music for being slightly behind schedule
@@arugula2787 Many such "small" errors lead to a bigger error one day. There are no "slight" delays or "major" delays, A delay is a delay be it one second or one minute. That's why Japanese are know for their punctuality. Not Germans, Not Swiss
28:12 "...a few days after the accident...": So was the driver killed? Is that why the cause wasn't known immediately? And if the driver "was" killed, how could any of this be learned? I smell a rat.
Some of the technologies mentioned here are used in japans bullet train before ICE or AGV. why are they are not credited .only mentioning TGV?
Many of these technologies actually started with the original Shinkansen in the 1960s and 1970s.
Noch ein deutsches Weltrekord. Gold! Gold für Deutschland!
In USA we own the Interstate highways so perhaps high speed trains can be built there, Chicago to Rock Island to Des Moines to Omaha to Denver, etc.
I would not welcome it over there, as the infrastructure needs maintenance and this is not the strongest feature of the US. This country is better at enriching oligarchs...
not even a half bad idea lmao, the only problem is some corners/gradients might be to tight
25:00 dominique pavis sat on a bus that was delayed, not a train and decided to take a train that would take her to where she lived. the train she approached for her journey home was sitting alongside the platform nearly ready to go when it got hit by another train entering the station on the same track. had she left the bus earlier and already boarded the train she probably would have been severely injured or even killed. that is for incorrect and misleading translation.
Nope, that's not a bus. That's a train type called "Omnibus", these kind of trains stops at every trainstation. They are also called "Slow trains" (Trains Lents) because of their nature.
That's why when she saw the Direct train (=Fast/Express train) to Villeneuve St Georges (her destination) on the platform, she tried to jump in it, because it will be way faster to go directly to her destination than taking another train that will stop everywhere else before her arrival.
It was indeed the train she just left (the Omnibus) that has been hit.
(From a practical POV, this part of the Gare de Lyon (the RER part) is underground, and there's a good 5min or so before you can reach the outside world or any bus nearby, so she couldn't have jump from a land bus to jump in this train ^^)
((and there is no land bus going to Villeneuve St Georges from the Gare de Lyon anyway xd)
41:39 Location: Swithland Sidings, Leicestershire.
Thank you
Just hope this AGV will perform as well as the Chairman says it will in his promotion.
The real lesson learnt is profit before people until the company is in danger. That's it.
love how they added acela trains in the list of high speed stain....
I mean technically it's able to go 250km/h so it does count, even if Amtrak is unable or unwilling to use it to it's full potential
@@drdewott9154 Electrical system on the Northeast Corridor was installed in the 1930's. The catenary system needs to be hardened and upgraded to handle high-speed train traffic.
@@josfitz do you think that's the only problem? Lol
@@ronylouis0 The answer is a dedicated right of way. JR is building the first leg of the same between Washington and Baltimore now. It will be extended to Boston. That is the answer. Meanwhile, the Avelia will improve service until the new line comes into service.
@@josfitz I think the approach taken by Amtrak was ccompeltely wrong. Building fully new tracks (with dedicated right of way) capable of 320, with new tunnels etc would have been perfect for a fast, reliable, frequent service. Definitely would have been worth the price, and would have allowed the NE corridor itself to serve regular regional high speed trains and also basic local trains at a much much higher density.
Me in Canada: We don't have HSR 😭
Also me in Canada: Maybe that's a good thing, we still can't figure out how not to crash trains... (for future reference: Sept 2 2021 CN rail head on crash in Ontario)