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    Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)
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    Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)

    November 19, 2019

    This, this is a selfmade toy of a D1 DMU train But this, this is a museum piece D1 DMU train But this is a functional D1 DMU train And this is a decommissioned D1 DMU train As you already understood, this time the movie will be about D1 DMU trains Documentary
    D1 DMU train D1 trains were preceded by 3-car D trains, that were preceded by 6-car DP trains which in turn were preceded by the 3-car DP trains So before we can start to talk about the history of the D1 trains, we have to go back to the year 1940, to the creation of 3-car trains DP Before the Second World War started, railway wagon factory Ganz got another order from Estado railways in Argetine to supply 10 „Rosario“ type motor trains to be used on the railway lines with the gauge of 1000 mm Released in 1940, the trains could not be sent to Argentine due to the outbreak of the Second World War During the war the trains were hidden in a forest to spare them from the air-raids so the trains survived the war without any damage The connection between Ganz factory and the Ministry of Railways started after the war, as Hungary had to pay war reparations to the Soviet Union During the negotiations between Hungary and Soviet Union Hungary offered Soviet Union the same Argentine trains with modification to the gauge 1520 mm Soviet Union took the offer and the trains were modified according to the requirements of Ministry of Railways and were delivered in 1946 These were the 10 three-car trains DP1 to DP10 The three-car diesel train consisted of two head motor carriages and one intermediate trailer car The width of the cars was altogether 2800 mm as the train was built to run on a 1000 mm gauge track This width made it difficult to use the trains on lines with high platforms In the engine compartment of the motor car was located Ganz-Jendrassik diesel engine with the total power of 320 hp Mechanical transmission from the engine to the wheelsets was four-speed Gear and direction changes were done manually using the main controller Acceleration from 0 was up to 0,3 m/s2 Maximum speed of the train was up to 121 km/h Motor cars had from the engine compartment end triaxial bogies, from the intermediate car end two-axle bogies The bogie frames were made out of chrome steel The first and last wheelsets of the triaxial bogies were tractive and 920 mm in diameter the middle wheelset was 760 mm in diameter and was supportive The posts for driving the diesel train were located in the head carriages On the DP trains, the driver’s assistant had a folding chair The driver sat in the middle and the assistant was adjacent A telephone was foreseen for communication between the control posts 3-car DP trains did not have a wall between the engine room and the driver’s cab and the driver sat basically on the engine cover In one of the head car of the trainset was the drivers cab, the engine room, room for mail, buffet with a kitchen, a toilet and a passenger salon with 44 seats In the other head car in addition to the driver’s cab and engine compartment, was a luggage compartment, four six-seated coupes, and a toilet In the trailer car were two passenger salons one for 40 passengers, the other for 48 The total number of seats in the train was 156 In the trailer cars of trains DP-4, DP-6 and DP-7, instead of the passenger cabin with 48 seats, there were five six-seat coupes Total number of seats in these three trains was 138 All the trains had bolstered passenger seats All the cars were equipped with water heating and air conditioning The climate control system also included a cooling system of the drinking water The cars were coupled with Ganz system couplers In case of necessity, SA-3 automatic couplers were installed In the Soviet Union, these 10 trains initially serviced the lines along the coast of the Black Sea in the Crimea and the Caucasus Later, in 1949, they were given to Vilnius-diesel depot and started to service several intercity lines, including the line Vilnius-Riga-Tallinn At some point, one DP train was remade in Vilnius into a commuter train The head of the depot consulted the factory about the train suspension as the weight of the train changed The diesel trains „Rosario“ were decommissioned in 1964 after the start of series production of commuter diesel trains D1 and after giving them into service Today, none of the 3-car DP trains have preserved Before the D diesel trains there were diesel trains DP01 to DP08 with electrical transmission They were the next demand of the Ministry of Railways so 6-car trains with a higher level of comfort were built for the Moscow-Leningrad line After the 3-car DP trains, the factory got another order from the Soviet Union in 1948 The order foresaw a supply of diesel trains that had to be fast, economical and comfortable for travelling At first, MashinoImport ordered 20 trains, but 8 were built Ganz factory chose a 600 hp diesel engine and electrical transmission as the driving unit for the 6-car diesel train Development of a new type of diesel train put the designers and workers of the factory in front a new great task: For the first time the factory used electrical transmission on diesel trains For the first time the factory had to create a train with such high capacity And again for the first time the factory had to create a diesel train consisting of six cars From 1949 to 1952, 8 „Hargita“-based trains were built for the Soviet Union and they got the designation DP01 – 08 Zero became the sign for distinguishing the six-car trains from the three-car trains, which had a similar designation The trains consisted of two head motor cars and 4 intermediate trailer cars The streamlined frontal parts of the head carriages visually resembled the three-car DP trains that arrived in the Soviet Union in 1946 The width of the 6-car diesel train cars was increased to 3010 mm The first 4 six-car DP trains differed from the rest They were sent for testing in the Soviet Union and after that the height of the train’s car body was increased the roof was cut off and the car walls were hightened Also the layout of the cars was changed Two Ganz-Jendrassik diesel engines were placed in the engine compartment of the motor car: a 16-cylinder main diesel engine with 600 hp for the traction generator and a 6-cylinder auxiliary diesel engine with the capacity of 220 hp for powering the auxiliary machines The diesel engines had a similar design to the three-car DP diesel trains Many parts were interchangeable And also on the six-car DP train, the motor bogie was triaxial First wheelset from the front end was supportive and the second and third were tractive and driven by electric traction motors A traction motor had the capacity of 180 kW which enabled the train to reach speeds of up to 104 km/h with the acceleration of 0,4 m/s2 All the wheels had the diameter of 1050 mm The drivers’ cabs were located in the head cars The set of gauges, located on the console was the same as in a three-car DP train, but their placement had undergone significant changes Locomotive crew consisted of a driver and two assistants, who were located in the rear car In the head cars of the train behind the driver’s cab were located the engine room, baggage compartment, 4 passenger compartments and a service compartment In three middle cars were 9 four-place and 1 two-place passenger compartments and a compartment for conductors In the fourth middle car were located a kitchen and a restaurant for 12 people, 5 four-place, 1 two-place compartments for passengers and a four-place service compartment In all the cars were toilets, boilers for heating and climate control systems with automatic operation For the night, the passengers were provided with beds with linen Total number or places for passengers in the train was 164, for crew 14 The salon walls were covered with polished walnut plywood The walls in the kitchen, engine room and in the driver’s cab were paneled with aluminium sheets The berths in the compartments were soft springed Trains differed with high comfort and gained popularity among the passengers On the 28th June, 1950, the 6-car diesel train DP-01 departed from the Moscow-Leningrad station for a test run The track from Moscow to Leningrad was covered in 7,5 hours with an average speed of 93 km/h After the tests all the 6-car DP diesel trains were assigned to Pererva depot and started to run between Moscow and Leningrad At first, the trains were painted in a standard livery for flagship trains for that time – a dark blue colour In 1956 the trains were repainted green in the same pattern In 1957 the trains were painted in the scheme of bottom red – creamy-yellow top as was a standard for flagship trains In 1958 the trains were transferred to Leningrad-Warsawsky depot and started to service the Leningrad-Tallinn line Later, some of the trains were given to Vilnius-diesel depot, where they started to work on a number of intercity lines, including Vilnius-Riga-Tallinn Most of the 6-car diesel trains stopped their service in 1961 In 1969 4 cars of DP-06 were transferred from Riga to Shchekino loading and transport management for organizing local traffic on the departmental branch The train worked under the Industrial transport office until the beginning of the 1980s, after that it was taken out of service and lifted from the bogies Until 2010 one of the head cars was used as an outhouse in Shchyokino station, after that it was scrapped for metal One middle car of the 6-car DP diesel train was used as stationmanager’s building and as a locomotive crew break room at Ruijena station, but the car was scrapped approximately in 2006 In the Budapest railway museum one Hargita-type diesel train, that was built in 1944 is preserved This specific train was a 3-car one and it serviced the head of Hungarian railways The grilles in front of the windows were not for protection from apes, as many people thought, but from birds Since the second half of the 1950’s on the Soviet Union railway steam locomotive traction became superseded by diesel and electric At the same time multiple unit trains began to receive increasing popularity in the field of passenger traffic Soviet Railways decided that in the areas of large cities on non-electrified railway lines the passenger traffic on short lines will be carried out with the help of diesel trains By that time, the production of similar electric multiple unit trains had already been launced at the Riga Wagon Factory, but there was no experience among the Soviet designers for creating multiple unit trains with diesel engines Therefore, the order for the design of suburban and local traffic diesel trains was transferred to the Hungarian factory Ganz-Mavag that had built the DP diesel trains for the Soviet Union before In the end of 1960, the first D diesel multiple unit train was created which was dark green at the bottom and light green at the top It was with the number 021, because according to the numbering, the first 10 were the DP Rosario trains, then different reparation trains from Germany and with the number 021 was the 3-car diesel train D Train consisted of two motor cars and one trailer car between them The first train, had a slightly different front view as it did not have a pilot In December 1960, before transferring the train to the Soviet Union, the train was tested on the 1435mm gauge track As a result, it was found that the train accelerated 9 km from 0 to 120 km/h and it took 6 minutes and 26 seconds In December 1960 the D 021 was given over to the Soviet Union in Zahony In February 1961, the train was sent under the orders of the Ministry of Railways to the Baltic railway, to Riga, depot Zasulauks where they had experience with Ganz-Mavag locomotives, class VME1 The train was also tested on the test track in Shcherbinka where the maximum speed of 128,7 km/h was reached During the testing, attention was paid to the acceleration, braking and to the overall dynamics of the train The acceleration of the train was 0,4 m/s2 After the tests, the train was sent back to Riga from where it was later transferred to Vilnius The motor cars had a Ganz-Jendrassik engine with 500 hp and a five-speed mechanical transmission Gear change was automatical During the design, working temperature range from +35 C to -40 C was considered Train length was 73,6 m, constructional speed 120 km/h During the building process, some changes were made to the train construction Diesel train D 021 differed from others externally – passenger compartment windows were with air vents, as well as in other details – placement of the gauges on the drivers console, coal-fired heating boiler and it did not have a button for shunting under the driver’s side window The trains 024, 025, 026, 027, 030, 032 were fitted with semi-soft seats in the passenger salons And starting from the train no. 080, upper white lights were installed to the front of the train, accordingly to the signalling instructions during that time In 1963 more capacious production to fulfil the orders from Ministry of Railways was started Besides the 45 three-car diesel trains, also 5 four-car trains were ordered About them a bit later Considering export and production for Hungary, Ganz-Mavag did not have enough factory capacity to fulfill the orders As a result it was decided that the trailer cars will be built in Pieck Machinebuilding factory, in Györ, and it lasted for almost 20 years From 1960 until 1964 Ganz-Mavag delivered 89 three-car diesel trains to the Soviet Railways The last train was with the number 109 One of the main drawbacks of the 3-car D trains was small capacity and low acceleration, not allowing the trains to operate on the suburban lines with sufficient speeds As of January 1, 1976 86 D diesel trains were operational on the Soviet Railways, the rest were damaged in accidents and crashes As the film is about the D1 diesel trains, we asked from a train driver in Chisinau depot, Vladimir Strelets, how the 3-car trains differed from the 4-car D1 trains The bodies did not differ, but the transmission was 5-speed mechanical, abruptly changed gears Here is the first gear hydraulic, smoothly changes Over time, the D diesel-trains were replaced on the main lines by the D1 trains This largely explains their rather fast „retirement“ According to some sources, the D trains worked until the year 1987, according to other sources, the last trains worked on October and Odessa railways even until the year 1991 The last working motor car was D 025-3, which was rebuilt into a railcar for inspectional runs on Odessa railway approximately in the beginning of 1980s In 1993 the car was no longer in use and was left standing in the Odessa-Freight depot The car was scrapped for metal in approximately 2003 in Hristinovka depot Today, in 2016, some of the cars of D trains are still remaining Motor car from 031 in Tbilisi and some trailer cars And now, after the 3- and 6-car DP trains and the 3-car D train we have reached the 4-car D1 train The Soviet Railways were fully satisfied with the operating results of the 3-car D diesel trains, but requested to increase the passenger capacity In 1961, the factory developed draft versions of 4-car diesel trains Factory assured that the diesel engine of the 3-car train will also manage with the fourth car but the Ministry of Railways demanded a more powerful engine The factory fulfilled the order and the 4-car train was fitted with a 730hp engine and a hydromechanical transmission As always, Ganz-Mavag offered different train designs but the familiar design of the D train was chosen Diesel train D1 consists of 2 head motor cars and two trailer cars in the middle Operating with 4 trailer cars or as a double unit train was foreseen The first 4-car diesel train D 201 was tested on 1435 mm gauge in July 1963 Technical parameters were examined for 3 weeks Maximum speed of 126,7 km/h was reached Despite the fact that the last 3-car D train was numbered 109, the first D1 got the number 201 It’s because it was a new train series and it was decided to start from the next hundred In addition, the first 4-car trains were built in parallel with the three-car trains and as it was not known how many 3-car trains will be built it was impossible to continue with the numbering In September 1964, the second train D-202 was tested in Shcherbinka According to the technician, who was overseeing the tests, the tests were carried out in a formation, where half of the train was the D-202 and the other half was from DR1 This combination, of course, was never used in service The width of the car body is 3076 mm Weight of the motor car is 68,5 tons, but the trailer cars 36,5 tons Total train weight was 210 tons and the axle load to the track 17 tons Maximum service speed of the train is 120 km/h The design of cars, bogies and arrangement of the four-car diesel trains was identical to the three-car D diesel trains All the passenger passages are equipped with automatic double doors with electro-pneumatic control from the driver’s cab Entering through the first passage, you can enter the passenger salon or the engine room, where the passengers of course, had no entry So, for now let’s proceed further into the salon The main passenger salon area is occupied by 2- and 3-seater sofas, located on the either side of the central aisle In the passenger salons there were a total of 410 wooden seats Factory offered soft seats to the Ministry of Railways, already during the production of three-car D trains but the offer was rejected because of possible vandalism and the wooden seats were installed instead At the end of the passenger compartment of the motor car is located a toilet and the second passage Originally, in the toilet was an enamelled vany steel toilet with water, a holder for the toilet paper, enamelled steel sink with tap for water and a cabinet for clean and a bin for used towels As you can see, there is nothing left of that The cars had SA-3 automatic couplers and between the cars were friction shock absorbers and a passage that enabled to go from one car to the other In the upper part of the friction absorber were three shafts for ventilation and heating Passenger salon ventilation was ensured by discharge ventilation equipment Through the two outermost air shafts the air was blown into the salon, and the middle one functioned as a shaft for air extraction Heating the air in wintertime was done by the diesel engine cooling water A fan was placed in the motor cars for blowing and venting the air into the passenger salons The air got to the trailer cars through the air shafts located in the roofs of cars, which were conneted with the shafts of the neighboring cars A liquid fuel powered automatic boiler was located in the motor car for heating the water in case of the engine not working In the trailer cars, most of the interior space has been reserved for the passenger salon, on either side of which are located passages The salons had two kinds of lamps The trains from the no. 226 until 541, the lighting of the salons was by fluorescent lamps, but on the rest of the trains the lightning was with incandescent lamps with oval shades Passenger salons in the diesel trains were equipped with loud speakers for the passengers’ information In the motor cars between the engine room and the first passage was a small compartment, that was first used for storing baggage It had 5 folding seats and without luggage it was used to accommodate passengers From the train number 306, the luggage compartment was eliminated and it was used to accommodate the air ventilation filters and radio equipment of the train Moving on towards the driver’s cabin, through the luggage compartment, we find ourselves in the engine room, where the HVC is also located On the side of which is located the main switch, different breakers and fuses, ammeters and voltmeters In the HVC are various contactors, relays and contacts, to which bridges are placed in case of failure of various systems The drivers who worked on the D1 trains, even today, after 20 years remember the contacts, where the bridges had to be placed Train driver Andrus Roosma, how long did You work on the D1 DMU trains? I worked on the D1 DMU trains since 1974 as a driver’s assistant 2 years and since 1979 as a driver for 8 years until 1987 After that the DMU train stock in Tallinn-Väike depot was replaced with DR1A trains and the Hungarian trains were left only in Tartu depot Later, when Tartu depot was closed, the Hungarian trains were given back to us for a brief period of time and I worked on them for a couple of months in 2001 So 15 years have passed since I last drove them But I can say that I learned the D1 trains with that time period so thoroughly that I can remember everything, I can start the engine without any problems, place bridges to the necessary contacts, for example contacts 119 and 130 for the selection circuit The location of the contacts I can remember to this day, I could enter the HVC even in the dark, just turn to the left and can place the bridge In the engine room is installed a V-shaped 12-cylinder, four-stroke, pre-chamber diesel engine Ganz-Jendrassik with idle revolutions of 530 rpm, which develops 730 hp at revolutions 1250 rpm Engine is started using a starter and is equipped with a turbocharger with intercooling of the charge air The D1 trains had the same engine type that the D trains The only difference was in a turbocharger on D1 trains First D train diesel engine was built in 1957 and was originally for Egyptian railway, but later it was used also on the D and D1 trains It was a standard engine for Ganz-Mavag and it was used only on railway rolling stock The cooling system is installed on the roof of a motor car above the diesel engine The transmission of the D1 diesel train is hydromechanical and it has three gears: the first is hydraulical, second and third are mechanical Also the D1 trains have automatic gear change Change from the first speed to the second occurred at the speed of 55,6 km/h and from second to third at speed 83,5 km/h As the second speed is mechanical, it was possible to start the engine from a pull start Due to the lack of spare parts in Moldova, before and now, the starter is only in one motor car and the second one is started with pulling at second speed There were situations, and not only in Moldova, where both engines stalled during the trip and with the help of passengers, engines were started with a push start During service, the lack of reliability and breakage of the third speed drives in the transmission was revealed In order to reduce damage to the equipment, the pipes of the third speed drives were closed, limiting the maximum speed to 85 km/h As it is currently in Moldova, but as the line speeds do not exceed 80 km/h, there is nothing to worry about On the D, D1 and all the Hungarian DP trains, the engine and the transmission are placed on the first, triaxial tractive bogie Factory Ganz placed the engine and the transmission on the bogie already in 1934 The idea was that along with the engine and the transmission all the auxiliary systems would also be placed on the bogie In such case, when there is damage to the car body, the body can be lifted from the bogies and replaced with a new or an overhauled old one and the train could carry on working But over time, the power and along with that the dimentions of the engine grew and the auxiliary systems no longer fit the bogie and were placed on an additional frame, under the car body Despite that, the factory left the engine with the transmission on the bogie, under a cover Placement of the engine under a cover is also good because the noise level in the engine room is similar to the noise level in the driver’s cab of a DR1A DMU train The auxiliary machinery of the motor cars charging generator, air compressor and the generator for the cooling fan with an electric drive were mounted as mentioned before, on an auxiliary frame suspended from the motor car frame on which is also the reductor of auxiliary machines driven directly by the diesel engine via the main shaft of the hydromechanical transmission The D and first 175 D1 trains had identical bogies The motor bogie of the D train was constructed specially for this series The principle was the same as on the DP series trains, but the bogie was new Motor bogies were produced with axial formula 1-0-1 The middle running axle was designed as a bent fixed axis with freely rotating running wheels mounted on bearings The peculiarity of the solution lies in the fact, that in order to pass on the curves as the axis and also the free running wheels were able to move laterally In 1969, from the train no. 376 the motor bogies had a new design Previously issued motor bogies had bent axles, bearings of which began to fail Due to that, the new plant designed a new bogie with the formula 0-2 In other words, the tractive and running axes switched places and as a result, the bogie was lengthened Supporting bogie of the motor car and bogies of the trailer cars are two-axle All the wheelsets have double-sided braking, with the exception of the supporting axis of a triaxial bogie of the motor car All the train wheels had a tread diameter of 950 mm without any wear But lets go to the cab In the driver’s cab there are the driver’s seat, mounted on the wall and a folding chair for the assistant Besides the driver’s seat originally there were two round hight-adjustable seats for the assistants On the right of the lowerable driver’s window on the wall between the driver’s cabin and the engine room is a button with which the driver can operate the train during shunting when he has to look backwards through the window and is not able to hold the throttle To the right of the driver is EPK-150, brake valve, whistle/horn valve and pressure gauges Above them is a block of fault indicator lights From the factory was foreseen a pedal for the horn in front of the driver, but for the whistle a handle on the right wall Later, the controlling of the horn was also tranferred to the handle Handle towards yourself whistle, away from yourself horn In front of the driver is the main control panel that consisted of two parts a horizontal part, consisting of buttons and switches for the control systems and various auxiliary circuits, and an inclined part containing the gauges and warning lights To the left of the console is the radio and the throttle There was also a microphone for passenger information The throttle has two handles main one with positions 0, A, B, 1, 2, 3, 4 and 5 and a reverser for selecting the direction of movement When set to “0” all the controlling apparatus are switched off and the handle can be removed Because it is made of non-ferrous metal, it has been stolen on many of the trains and replaced with a homemade one In the position “A” the diesel engine is started and reversing can be done In the position “B” crankshaft speed increases from 530 rpm to 830 rpm In the positions from 1 to 5 the traction mode is switched on and crank shaft speed is sequentially increased Unlike the rest of the rolling stock, the speedometer 3SL-2M was locked on the D and D1 trains on the left side of the driver in the assistant’s corner For the driver there was a separate electrical spedometer in the middle of the control panel I wonder, how does servicing the train look like from the driver’s cab? Beautiful! György Villanyi was a test driver of Ganz-Mavag factory and an engineer on the first D1 diesel trains in the Vilnius depot, and we asked him if there were any problems and errors with the trains Also there was a problem when two trains were coupled together, the doors worked diagonally Meaning that the first train opened the left the doors but the second train opened the right ones When coupled together, there was also a problem with the reversor one train pulled to one direction and the other train to the other Adjustments were done to the electrical circuit on location But what do the drivers say? Did the trains have any typical malfunctions Of course there were many malfunctions Mostly with the transmission and gears Because the disks broke constantly Diesel engines worked more or less reliably, everything was new Train driver Roosma, You were the senior driver on the train D1-616 Which were the typical malfunctions on Your train, if there were any? Yes, I was the senior driver on D1-616 And I remeber well when we got it from the factory, it was brand new And I can say that it had no big technical problems Of course, there were some small errors, but they were not actually problems, they were nuances Problems started when our train went for repairs to Vilnius or for an overhaul to Velikiye-Luki There the engines and the transmissions were changed Even though they were repaired, they were old and then the problems started But as long as the trains were new, on our trains, I can say that there were practically no problems Problems started after bigger repairs On the first year, in 1964, 15 trains were released from the factory From 1965 to 1968 40 trains were released every year Record-breaking was the year 1969 when 45 trains were released from the factory Later production decreased, remaining at an average of 20 trains per year It took on average 2-3 months to build one train During the production, were there any changes made? Small changes were made, altogether around 35 Alongside small electrical and technical changes, the placement of the front lights was changed twice and added an additional tail light, the location of the ventilation air intake was changed, salon lights were changed and so on For example until the train no. 335 sand bunkers were on the motor bogies, but from no. 336, they were moved to the car body Since 1986, the engine power increased to 800 hp due to the modification of the combustion chambers and pistons The smallest change was from the train no. 296 The first 4-car trains had the designation D on the front label, not D1 In 1967, from the train No. 296 they got the designation D1 But why did that happen? The label on the head car got the additional „1“ and instead of „D“ became „D1“ But in the wagons it stayed as before, just „D“ If the first D1 trains were externally the same as D, dark green at the bottom and light green on top, then in 1967, since the train no. 306 the livery was changed and the trains became red-creamy color They stayed like this for nearly 20 years of production The livery was changed purely because of aesthetic reasons the green color was military, but red-creamy was more pleasant to the eye It is worth noting, that from 1976 to 1979, the D1 diesel trains were built as six-car trains According to some sources it was from no. 581 to 650, according to other sources to no. 660 The maximum speed of six-car trains was 80 km/h Most of the additional cars were used in other, earlier trains as replacement of damaged cars Some of these additional cars never worked on the lines For example in Estonia, the trains no. 588, 589, and 616 arrived as six-car ones The extra cars of trains 588 and 589 never went into service, and they were vandalized in Tallinn-Väike station and later sent for scrap metal For the first 6 trains, the trailer cars were also built in Ganz-Mavag factory in Budapest, but from 1963 the middle cars started to be built in Györ from there they were sent to Ganz-Mavag were they were given the last coating of paint and then sent to Zahony where they were handed over to the Ministry of Railways About Zahony, a bit later The middle cars were built in Györ until 1980 and train No. 660 was the last with trailer cars from Györ But why was the production of middle cars stopped in Györ? And in 1982, the middle cars were still built in Ganz-Mavag in Budapest as the factory in Arad was still not ready for production of the cars In the summer of 1983, the production was launched, but there were still no cars as factory production lagged behind the desired plans In their own defense, they told that they were building the cars for the first time and that is why there was a delay By the end of July, 14 motor cars were in Zahony, but not a single trailer car In agreement with the Ministry of Railways, only the motor cars were handed over and trailer cars were promised a bit later Instead of the not ready trailer cars, the additional trailer cars from the 6-car trains were used In Estonia, for example, were the motor cars of train no. 692 but the trailer cars were from train no. 616, cars no. 6 and 8 While all that is left of the factory in Györ in the year 2016 is a bare field, the street name of „Wagon building“ and a monument near the supermarket, the factory in Arad operates successfully and produces freight wagons Handing over all the cars of D and D1 trains took place at the Ganz-Mavag territory in Zahony The consist was taken to Zahony on 1435 mm track and the supporting truck had narrower wheelsets but the motor bogies were temporary for transporting From the factory, the trains had SA-3 automatic couplers and for transporting on the 1435 mm track adapter-wagons were used This kind of a wagons had a SA-3 coupler at one end and on the other end there was a screw coupler After changing the bogies in Zahony, the train was tested on 1524 mm gauge track between Tuszer and Komoro stations But the line was with speed restrictions and it disturbed the regular traffic Later, a new marshalling yard was built at Eperješke and a line to Tornyospálca, that was built for reloading for the military needs It was built for the speed of 120 km/h and the tests started to be carried out there After the testing, the trains were handed over to the Ministry of Railways There were speculations that the Soviet Union did not pay for all the trains but offered cheap oil and fuel in exchange We asked about the correctness of this information from the factory veterans The first D1 trains were sent to Vilnius depot, which was at that time the base for the development of a new series of diesel trains and an advanced repair facility, the first on the railway network that mastered the maintenance of the components and assemblies of the D1 trains Diesel trains were sent from the factory to the Moscow railway, to the October railway, to the Gorky railway, to the South-Eastern railway, to the Baltic railway, to the Lvov railway, to the Odessa railway, to the Moldovan railway and to the Donetsk railway and they ensured local passenger services on different lines The trains were operated as in 4-car and as in 8-car formations 10-car trains, meaning 4+6 cars, operated only on the line Odessa-Chisinau In some regions of Ukraine the diesel trains had special boxes, in which bread was transported to the near-station shops And in the Volyn region a wagon shop cruised, converted from the trailer car no. 448-2 In total, about 110 D1 trains worked on the Baltic railway In Estonia, the diesel trains were assigned to Tallinn-Väike and Tartu depots, In Lithuania, they were in Vilnius and in Radviliškis There were no D1 trains in Latvia, DR1 trains were used there, made by Riga Wagon Factory In Estonia, the traffic on the previously narrow gauge lines, rebuilt to the broad gauge, were opened by D1 trains These were the lines Tallinn-Rapla, Tallinn-Pärnu, Tallinn-Türi and Tallinn-Viljandi To the Tallinn-Väike depot was assigned D1-268, which has an interesting history it was damaged during testing on the military railway in Záhony As the factory veteran-engineer György Villanyi explained There was a series of mistakes There was no authorization to run but also there was nobody to tell not to run Some freight wagons were left on the track that were used for tests Nothing was said to the driver about them So the driver drove the train as he was used to And all of a sudden there were freight wagons on the track and a collision happened Motor car D1-268-1 was badly damaged and it was sent back to the factory for repairs The factory restored the car, the cost of repairs was 15 000 rubles, that would be 100 000 dollars today The train itself cost 311 000 rubles back then that today would be 2,5 million dollars So the restoration cost nearly 5% of the price of the train The last assigned D1 train in Tallinn-Väike depot was in the Soviet times and it was a mixed train with one motor car from no. 256 and the other from no. 367 In total 33 different D1 trains worked in Estonia, and in Lithuania – 70 By the end of the Soviet era the trains worked in Estonia in Tartu depot, in Lithuania in Vilnius and Radviliškis depots, also in Russia, in Kaliningrad The Donetsk railway received about 90 D1 trains and they were assigned to Ilovaisk, Debaltsevo-Passenger, Popasnaya and Svatovo depot About 60 trains arrived to the Odessa railway, to Odessa, Hristinovka, Nikolayev and Taras Shevchenko depot Among those trains was also D1-435, that worked in Nikolayev Alumina Plant The Lvov railway got about 75 trains and they worked in Korolevo, Kolomyja, Ternopol and Zdolbunov depot Around 80 trains arrived to the Moscow railway and they worked in Vyazma, Smolensk, Uzlovaya, Kaluga, and in Lgov depot The October railway got around 60 D1 trains and they worked in Leningrad-Moscow-Sorting, Leningrad-Finland, Vyborg, Novgorod, Murmansk, and in Rzhev depot The Gorky railway received about 45 trains, and there the trains worked there in Kazan and Gorky-Moscow depot Trains D1 also worked on the South-Eastern railway in Yelec, Tambov and Otrozhka depot, about 35 trains in total We asked from a veteran-train driver Vladimir Strelets, when did the first Hungarian trains arrive to the Moldovan railway, to Chisinau depot? When the first trains came to Chisinau, I was still a little boy I remember, my father worked as a train driver and around 1963 he took me with him on the trips It was around 1963 The 3-car D trains also worked in Moldova But which trains serviced passengers before the D and D1 trains? Before serviced old passenger cars with diesel locomotives and steam locomotives It was… When the diesel trains came, it was like a new era in transportation New, comfortable, modern… In total, during the whole time in Moldova, 70 different D1 trains have worked in Chisinau depot There were very few depots that made major repairs for diesel trains in capacity of TR-2 and TR-3 and that had specialized workshops, altogether only 9, including: Vilnius-diesel, Uzlovaya, Chisinau and Hristinovka In Hristinovka depot, one CME3 locomotive was rebuilt for the power tests of the D1 train engines As mentioned, Chisinau depot was one of the major repair depots Veteran driver Vladimir Strelets and senior master Vladimir Chui reminisce the old times There was a very good repair base and good, competent repairmen in Chisinau depot And thanks to that, there were constant improvements and modifications made Also the trains from Ukraine came here for repairs Innovative methods were always used in the repair process In the old times… In the old times we made 4 repairs in a month These were the times Currently there is a deficit with the spare parts, with workforce Workers are leaving, there are no younger people coming But the biggest problem are the spare parts We used to carry out the repairs TO-2, TO-3, TR-1, in the old times a bigger capacity repair TR-2 was also done We even did TR-3 repairs in the 1990’s on our own after the Soviet Union But was it convenient for the maintenance crew to work on the D1 trains? Of course it was convenient, with all the mechanizations But now there is very little left of that During the service, at least 18 motor cars of the diesel trains were converted into railcars for inspection runs and for transporting track crew A veteran driver from Chisinau depot, Vladimir Strelets reminisces the conversion of the trains into railcars First one was made in the 1970’s, it was a 3-car train It was made for the Head of the Railway, the Odessa-Chisinau railway was back then Last ones were made, of decommissioned trains, 6 cars, for the depot, for the track workers and one, a beautiful one, for the Railway Board Vladimir Pavlovich can tell you when exactly, because he was involved with them When did the railcars start to be converted? – Which ones? The first one we made was 260, yes? No, the first one we made was 033, a 3-car train Oh, yes
    – It was the Odessa-Chisinau railway back then What year? Seventy… 1975 or something like that But later no. 260 and then the 600’s These we made for the track department And the last one we made in 2002 As of 1st of January 1992 there were 472 D1 diesel trains on the railways of the ex Soviet Union At this point many of the decommissioned cars had either burned or been damaged in collisions For example, motor car 580-3 in Estonia got damaged in a collision with a panel truck The crew was not injured but the motor car was decommissioned and was used as a warehouse until the year 2005 After the collapse of the Soviet Union the situation with the repairs of the diesel trains deteriorated, as the only company overhauling the diesel trains Velikiye Luki Locomotive Repair Plant, was in Russia, but most of the diesel trains D1 were abroad As the spare parts were expensive and getting them was not easy, different railways and depots were looking for a solution for the situation We asked from a driver from Chisinau depot about this This is an interesting question Of course when there were no spare parts, something started to be made… They were looking for options where to get everything from, where to buy and with what money Something was done with our own efforts, some things improved, the repair intervals were extended And to this day we are operational The upgrading and modernizing was also done in local depots as much as it was achievable We asked whether there were any improvements made in the Chisinau depot? For example, on these trains we made the synchronization of the gear change ourself It had never been done anywhere else before Later we did a lot with the gearboxes, increased the reversor performance We modified a lot In Russia, in mid-1990s, due to lack of funding and the termination of spare part supply from Hungary, the diesel rolling stock repair department proposed to replace the power unit of the D1 diesel trains for a domestic one Design and manufacturing of the hydraulic transmission was entrusted to Kaluga machine building plant, but the diesel engine – to the “Zvezda” factory In 1995 at Velikiye Luki Locomotive Repair Plant, The first diesel train, D1-728 was modernized The modernization proceeded with considerable difficulties The hydrodynamic transmission of the Kaluga factory was not unified sufficiently with the motor bogie of diesel train and therefore did not quite fit to its geometry and there were also other problems In the future, by the decision of the Moscow railway, several more D1 trains were modernized in Velikiye-Luki plant After modernization, the diesel trains got the designation D1M Modernized trains got contradicting evaluations Along with the higher capacity of the diesel engine, there was a poor quality of components and assembly, greater complexity of servicing the diesel engine M773A in comparison with the original one, low reliability of the hydraulic transmission, problems with air intake for the engine and etc Following the Moscow Railway, several trains of the October and South-Eastern Railways were modernized, 16 trains in total As of 2012 out of the 16 trains only two were preserved and the rest were decommissioned With the collapse of the Soviet Union, the Baltic railway also collapsed After the Soviet Union, 12 D1 trains were left in Estonia, in 1995 in Lithuania there were 47 D1 diesel trains left, in Kaliningrad there were about 25 trains left All the 12 Estonian D1 trains were assigned to Tartu depot By the year 2001, 4 trains were left 588, 654, 692 and 801 After terminating the passenger traffic in Tartu region in March 2001, the trains were sent to Tallinn-Väike depot where, thanks to the efforts of the drivers, trains 588 and 692 serviced the lines several times in the summer of 2001 By the year 2002 all four trains were withdrawn from service and in 2004 they were sold to Ukraine, to Zhmerynka wagon repair factory There are no D1 trains left in Estonia D1-264 which was in working order was offered to the Haapsalu railway museum, but they refused due to their own stupidity An old train driver from Tallinn-Väike depot, Andrus Roosma, reminisces the D1 trains If to reminisce unpleasant or pleasant situations, then from the unpleasant ones I recall when I received a D1 train from repairs in Vilnius After the test run, everything, the engine was working normally and we started our trip to Tallinn Everything was accepted, all was working well, even excellent Drove through Latvia to Estonia In Estonia is a town called Tartu There we were coupled together with a scheduled train So we would not be let through in reserve And we continued our trip to Tallinn On the way, at first the rear gearbox of our train got jammed and we had to switch it off and place it into neutral And some stations further, at Raasiku station, a piston from the other engine broke loose, and all the cooling water and oil was discharged and that motor car was also out of service Our train was taken to Tallinn by the scheduled train and pushed us to the Tallinn-Väike depot The Chief of the Depot of course yelled at me a lot, why did I bring some scrap metal from Vilnius and not a repaired diesel train And this was a very unpleasant moment that I still remeber I was yelled at a lot, but nothing can be done, those were the times As said, in Lithuania 47 D1 trains were left after the Soviet Union In the middle of the 1990’s all the old gearboxes were changed to new ones, produced by Ganz-David-Brown The new gearboxes fit precisely onto the mounts of the old gearboxes In the beginning of the 2000’s, the salons of the trains were modernized new plastic seats were fitted but old wooden chairs were also sheathed with soft upholstery 11 withdrawn trains, including old Estonian ones, were stored since 2002 or 2003 in several different reserve bases Most of them were scrapped for metal in 2008 Until the end of 2008, a trailer car 385-4 was used in Radviliškis station for transporting station workers In Lithuania all the D1 trains were withdrawn from service in April-May of 2011 The last working train was a mix of no. 693 and 767 Already in 1985 one motor car was placed as a monument at the entrance to the railway pioneer camp in Ignalina It was D1-210-3 It stood there until the mid-2000’s, when it was scrapped for metal In Lithuania, D1-593 has been preserved and it is standing as a 3-car set in Vilnius railway museum On the Kaliningrad railway, the D1 trains ended their service in 2010 On the Moscow railway – in 2014, On the Gorky railway around 1999 and on the October railway around 2003 Around the year 2010 the D1 trains were no longer used for transporting the workers of track maintenance station on the October Railway On the South-Eastern Railway the D1’s haven’t been used since 2008 In Russia, the D1 trains have been preserved in the railway museums of Yekaterinburg, Kaliningrad, St.Petersburg and Moscow Like in Lithuania, also in Ukraine all the old gearboxes were changed As of March 2016, the D1 trains are operated in Ukraine in limited quantity in Korolevo, Kolomya, Zdolbunov, Hristinovka, Svatovo, Rodakovo and Ilovaysk depot Trains from Kolomya depot service also the line to Rahiv, in the beautiful Carpathian mountains In total, about 35 trains are in service In 2012, by the order of the Moldovan railway, in Locomotive Repair Factory REMAR in Pascani, Romania a diesel train D1-737 was modernized Modernization consisted of updating the body, placement of a new cab, the installation of a new Volvo-Penta diesel engine, a comfortable salon and other In the beginning, the transmission was left the same, but it could not handle the load from the new diesel engine Then additionally a new hydraulic transmission was installed Bogies were left the same For passengers there were three different classes of comfort In the passages there is equipment for the disabled Modified diesel train was designated as D1M-001 numbering is in a sequence It was planned to modernize 14 diesel trains in total, but actually only 5 were modernized Since the summer of 2014, only two of them are in service 004 that was originally 681 and 005 that was originally 695 Also these modernized trains got contradicting evaluations If during the best times, 46 D1 diesel trains worked in the Chisinau depot, then in the summer of 2016, less than 10 have remained Plus the railcars in Ocnita, Balti, Basarabeasca, Bender and in Chisinau And 5 D1M trains of which only 2 are operational The technical condition of Moldovan D1 very bad and it is a miracle that they are still working But maybe Vladimir Strelets, a Moldovan driver has some good memories of the D1 trains? Yes! Only the good memories remain from the servicing There is a saying – which russian does not like to travel fast? Back then we flew on the diesel trains If we travelled to Odessa at 95 km/h, we got behind the timetable We had to drive 100, 100, 100 km/h 200 km in 3 hours…. It was a decent speed, good distances For example 300 km to Ocnita, 300 back… To Basarabeasca 200 km It was interesting, the traffic, a lot of people was back then There is a photo of D1-700 from the year 1995 in Chisinau depot in a green-yellow livery We asked from the senior master of the depot, why was the train in such livery and not red-yellow? Yes, we also had the no. 200’s, they were green But then we had a moment when we did not have any red paint, we also painted the no. 600’s with green later we repainted them to their authentic yellow-red livery But did the drivers like and do they like at the moment to work on the D1 trains? Yes, back in the day when I worked on them I very much liked them And I would work on them even today, but to compare the old trains to the new ones I work currently, the Stadler trains, I would not go back to the old ones Just once a while, once in a year or once in a month, I would do a trip on them gladly But to replace new trains to the old ones, it is not the case, lets say it like that Of course I like In recent times, of course, it has gone more difficult The trains are old. Like an old man, also an old train And so, the trains D1 were produced from 1964 until 1988 In 1988 the factory released the last, 605th D1 train with the number 805 and it was given over in Zahony to the Ministry of Railways in April of the same year But the D1 train was not the only train that the Ministry of Railways wanted to order from Ganz-Mavag Already in 1966, the delegation of Ganz-Mavag visited Riga Wagon Factory in the Soviet Union The Ministry of Railways requested Ganz-Mavag to develop a light, six-car diesel train According to the chief engineer, the development of two trains was started, one in cooperation with Riga Wagon Factory The Ministry of Railways wanted, that the prototype would be ready in three years, in 1969 By the end of 1967 the draft project of a train with hydromechanical transmission was ready But in 1968 the plans of the Ministry of Railways changed and the project was abandoned But later the topic of six-car diesel trains was brought up again but in a slightly different form In 1972, Ganz-Mavag drafted a six-car diesel train with electric transmission, prototype of which was planned to be ready in the 1976 Parallel to this, in 1977, the joint project of Soviet Union, Czechoslovakia and Hungary was completed the railcar AČ0 The engine of the railcar was manufactured in Balakovo Machine Building Factory Later, it was planned to use M756B engines like on the DR1A DMU trains Bogies were made in Riga Wagon Factory and were similar to the bogies of the DR1A DMU trains Auxiliary equipment, salon, etc. was manufactured by Ganz-Mavag The body was built by Škoda factory Three of such railcars were built But lets return to the Ganz-Mavag six-car trains Engines for them were supposed to be made by Škoda factory After two prototypes, it was planned to build 20 trains per year In 1978, the negotiations for the price of the train started between the Soviet Union and Hungary After 2 years, in 1980, Hungary asked for one train nearly 1.4 million rubles, what today would be 2.7 million dollars The last offer of the Soviet Union was 840 000 rubles that today would be 1.65 million dollars In other words – the proposal of the Soviet Union was merely 60% of the train price Negotiations were complicated by the fact that the ealier built motor car AČ0 did not always meet the expectations As a result, at these prices, the negotiations reached an impasse, and this ended the history of the six-car trains of Ganz-Mavag But in the next five-year plan, in the mid-80s, the six-car diesel train was again in the plans In September 1986, the topic was discussed by the Deputy Minister of Ralways of the Soviet Union in Budapest, then in the beginning of October, the technical conditions in Moscow and in November they were signed But since the official decision of the government never came, also this time the six-car trains did not go into production and the Ministry of Railways ordered AČ2 trains from Czechoslovakia As said before, D1-805 was in 1988 the last train that Ganz-Mavag made to the former Soviet Union Altogether 605 trains were made, meaning 1210 motor cars and 1330 trailer cars Making it the diesel train built in the largest number in the whole world In the Soviet Union, the D1 trains worked on 9 different railways Today, in 2016 they work only on 4 On the Lviv, Donetsk, Odessa and Moldovan railway, about 45 trains in total Here, behind me, in Budapest, in front of the Ganz-Mavag factory in 1967 a photo was made of diesel train D1-300 leaving the factory to the railway at Peoples Park where only the first trains were tested Today, in 2016 there are no longer any railways in the park Only in some places, in the grass, some rails are visible, reminiscent of the former glory After many restructurings and changes in ownership, production of rolling stock was ceased in the year 2000 The last clients were Hungary, the UK and Malaysia Today, only 3 workshops are in use, in which are made bogies for Egypt, spare parts and some engines The remaining quarter of factory is occupied by a Chinese market and only rails in some places and a Ganz-Mavag logo on a mast, reminds the past times But maybe an old Ganz-Mavag engineer and a veteran driver from Chisinau depot have something to add about the D1 trains? What to add about the D1 diesel trains? They are… I started my work career on them and with them I also end it as I already retired They were a bit modernized and I went to work on those On new and old ones, how it comes across If I had any bad memories, I… I would have not stayed here

    World’s first Hyperloop to be built in Dubai by 2021
    Articles, Blog

    World’s first Hyperloop to be built in Dubai by 2021

    November 19, 2019

    public transportation that’s as fast as
    an airplane and as a comfortable as a train will become reality sooner than we
    expected that will be Hyperloop with a top speed of over 12,000 kilometers per
    hour according to a version Hyperloop 1 a proposed Hyperloop track between Dubai
    and Abu Dhabi would take around 12 minutes whereas a regular car ride
    normally takes over an hour according to local news outlet YTN Harper Luke could
    run from Seoul to Busan within just 20 minutes no air resistance or friction
    makes Harper look much faster than high-speed railroads Tesla co founder
    Elon Musk first proposed the idea in 2013 and the first Hyperloop will be
    built in Dubai by 2021

    average of indian railway diesel engine, mileage
    Articles, Blog

    average of indian railway diesel engine, mileage

    November 19, 2019

    hi welcome to the world of tech today we know about so first subscribe this channel to get intresting information we tell about milage of train we always think to increse average of bike and cars so indian railways based on diesel but now a days more it is based on electrical there are 3 type of diesel engine

    TRANS SIBERIAN RAILWAY! 26 Hours In A Sleeper Train
    Articles, Blog

    TRANS SIBERIAN RAILWAY! 26 Hours In A Sleeper Train

    November 19, 2019

    I’m looking forward the transsiberian train so let’s get to it! Good afternoon, we’re now boarding this
    train from Moscow to Yekaterinburg. It’s the beginning of our trans-siberian
    railway journey. It will take us more than seven thousand six hundred
    kilometers, all the way to Beijing. This is the first day. We’ll be spending
    twenty six hours on the train. In case you can’t tell I’m super excited! The train is already here! The people are already here but for some weird reason we are waiting
    to board the train, because Russia they take procedures and timings very serious. This is probably going to be one of the most exciting parts of our trip. Sleeping on the train and living on a train! It’s going to be awesome! But I do judge the amount of food that he has bought! I mean this is just … I might have bought food for three or four days. Look at this! Oh you think it’s just the one bag no there’s another one. There are two! I’m judging! But we’re boarding so let’s go.
    Let’s head into that train. This is our coupé. We have made it into our cabin. There are two other people here but this is our side of the cabin. We have two
    lower berths and two upper berths. Naick has the lower one and I have the upper one. We have two pillows and two mattresses. We have everything we need. We’re about to leave in a minute. I’m super excited! It’s a little bit old school but
    it looks nice. We managed to put our luggage underneath here. The one thing I’m not
    sure about is how I’m gonna get up there because I think there should be some
    sort of ladder but I don’t see it. and I can’t levitate yet so we’ll see. Do you
    think we have enough food for the day? It’s time to make our bed in a very small
    space. We have our seating area and we put a mattress on top of it. We have some
    freshly washed blankets. I’m not used to doing this. Somebody send help please? Now I have to figure out how to climb up here. Without getting injured…
    or minimally injured. Everyone else on the train is asleep so maybe we better get to it as well. Have a good night. See you tomorrow at breakfast. Transsiberian train sounds. Good morning it is currently 8 o’clock
    we just passed Kazan. Which is one of the stops on the way of this train. Our fellow passengers appearantly got off. Because when we woke up they
    weren’t here anymore so now we have a private cabin. That’s the main difference between first class and second class. First class there are only
    two beds and for class second class you share the cabin with two other people.
    We’re going to have a nice day on the train. Hopefully just the two of us. I slept pretty well I woke up a couple
    of times but I was okay sometimes when the train stops and
    starts again it’s like really shudders like the world is ending that what we
    have to go starts but otherwise it was pretty good a strange thing I woke up at
    4 o’clock this morning with a degree nor stopped I put my head out of the window
    and it was a very big big tank next to the Train all right so now for the food we bought
    some my supplies yesterday we ate like very small piece of it some some but all
    the rest is still here we are in show you how much exactly I bought it looks like a meatball to fit too much
    food if it looks like we’re in the disco right now on the screen we are not it’s
    just because the Sun is on that side cuz behind the trees every time I show you
    fast as it goes from like the door like the dark night the door light look
    it’s pretty beautiful outside I’m gonna get us some coffees the one thing that is free on every
    train on the trans-siberian is hot water so you can make yourself some coffee if
    you get a muck you can make yourself T to make yourself coffee you can make B
    much everything that’s instant which is one he has so much of it it was 64
    rubles for two coffees it’s pretty sweet do because that’s less than one Lord and
    now you have the mugs and you can keep it for the rest of journey so we can go
    back it’s more hot water make yourself some tea
    think she might have given me cappuccino version the language barrier here on
    this train is very very real they don’t speak a word of English not one word and
    I will speak much Russian northern I think the only words we know is high or
    just privyet it’s possible we just thank you da that’s yes and then that’s pretty
    much it doo-wop is do and valetti is straight it tastes like sugar water with a little
    bit of coffee mixed in sugar rush and going but I really like these marks are
    pretty cool they like proper old school Russian all right it’s lunchtime
    I’ve got some mashed potatoes for kick and I’m gonna try to Danny Aki noodles
    which look really good time for some cooking just the hot water you get
    anything I would say thanks true wise it’s
    looking a lot better than I expected then there’s this little baggie which
    has some sort of sauce it believes some very curious five hours later cereal Spiller strikes again look it has
    a right contrition super mash potato yeah even ego Wiseman do you mess when I’m missing out that’s
    good I’m really really enjoying the train ride so far it’s a relaxing I
    prefer no more playing because you have some space let’s influence love your food actual
    meat in there all right let’s go in for taste test and even that doesn’t matter it’s less
    good than we’d expect from this whole ordeal the mashed potatoes are like a
    really little flavor bomb this is like it’s good but I’m sorry
    what should you been very nice for dinner is the bomb after 22 hours spent on the train we are
    now in class new frisk stop time for little stuff we’re stopping here for 35
    minutes and it’s great to get out of train a bit
    and stretch our legs so far has been a really good experience
    it was nice living up the train for it’s about 24 hours now they are which is
    basically like a carriage attendants who same as a flight attendant but for the
    carriage in the Train there are people who will check your passport when you
    come onto the train they’ll give your bedding your lens
    they’ll make sure that you don’t make a mess a latrine so basically your
    property tax like your train butter so tree mom alerted me to the fact that
    I’ve gone onto the wrong couch I’d like to point out for goodness sake
    it was you who said that that was carriage number 11 I said I think it’s
    next to him anyway I made it Len felt almost right soon try to look up where
    else is on a train but the internet was very wonky I would say well the right
    word it’s 4.5 kilometers and there’s no it’s
    currently 11:40 p.m. so necessary now I’m gonna walk that bit young max yeah
    Cantrell Blake’s young max is like the Russian version of super it’s only 130
    rubles so that’s one euro 60 I think so it’s very cheap to let’s go on fine it
    again to even check if there’s someone in the
    car we haven’t seen you drive ever since we left home almost a month ago now we
    haven’t spent more than one night in private room you spent all our Lenten in
    dorm rooms because it was just so much cheaper and now finally so that
    concludes our first trip on the trans-siberian it was 26 hours hardly
    enjoy it actually looking forward already to the next one oh I don’t want
    you will be 56 hours if Emma was taking from Ekaterinburg to eat good all the
    way in Siberia I can spend three days here in Yekaterinburg that will be our
    next video and then onwards to Itsuki I’ll definitely if you like this video
    give it a like and make sure to subscribe to follow the rest of the
    journey because I mean this was just a short train ride and it was second
    clause we have other ones coming up dirt loss first loss he got that even British
    Siberia I mean yeah all the way to Mongolia and China I’m going to be
    interesting it’s gonna be awesome at first quit sticking that see you in the
    next one see you in the next one bye have a great day

    *RARE* Scotrail Announcements  – 1A99 Edinburgh Waverley to Aberdeen (10/11/19)
    Articles, Blog

    *RARE* Scotrail Announcements – 1A99 Edinburgh Waverley to Aberdeen (10/11/19)

    November 18, 2019

    This train is for Aberdeen. This train will call at: Haymarket, Inverkeithing, Kirkcaldy, Markinch, Ladybank, Cupar, Leuchars, Dundee, Broughty Ferry, Arbroath, Montrose, Stonehaven, Portlethen and Aberdeen. The next stop is Haymarket. Passenger safety information notices are located throughout this train. This is Haymarket. This train is for Aberdeen. This train will call at: Inverkeithing, Kirkcaldy, Markinch, Ladybank, Cupar, Leuchars, Dundee, Broughty Ferry, Arbroath, Montrose, Stonehaven, Portlethen and Aberdeen. The next stop is Inverkeithing.

    🚇/💺 MTA Maryland: Baltimore Metro Subway to Owings Mills & “RETURN TRIP”… FULL RIDE!
    Articles, Blog

    🚇/💺 MTA Maryland: Baltimore Metro Subway to Owings Mills & “RETURN TRIP”… FULL RIDE!

    November 18, 2019

    Bus Routes: 5, 13, 15, 35, 120, 160, 310, 320… …411, 420, CCC – Green, JHU Shuttle Bus Routes: 23, 26, qb40, CCC – Green Bus Routes: 1, 3, 5, 8, 10, 11, 20, 23, 26, 36, qb40, qb46… …qb48, 61, 64, 91, 120, 150, 160, 310, 320, 410, 411… …420, CCC – Purple Bus Routes: 5, 15, 19, 23, 27, qb47, 91, UM Shuttle – 701 Bus Routes: 19, 21, 31, 91, 410 Bus Route: 7 Bus Routes: 7, 13, 21, 54, 91 Bus Routes: 1, 5, 7, 16, 21, 22, 51, 52, 53, 54, 97 Bus Routes: 33, 51, 97 Bus Routes: 27, 33, 44, 51, 57, 91 Bus Routes: 27, 58, 59, 60 Bus Route: 54 Bus Routes: 53, 77, 99 – to BWI Airport Bus Routes: 56, 59

    Our Railway Upgrade Plan
    Articles, Blog

    Our Railway Upgrade Plan

    November 18, 2019

    Britain’s railway is more popular than ever. Passenger numbers have doubled in the past 20 years, and are set to continue to grow over the next 25 years. That’s why Network Rail need to continue to invest in building a bigger better railway for everyone. The Railway Upgrade Plan is
    Network Rail’s investment plan. It is designed to provide more capacity, relieve crowding and respond to the tremendous growth Britain’s railways continue to experience. It’s the biggest sustained programme of
    rail modernisation since the Victorian era. We have over 15,000 projects
    underway right now including the Edinburgh to Glasgow Improvement
    Programme, parts of our Great North Rail Project electrifying the Great Western Main Line upgrading and improving signalling in
    the Midlands – and we’re transforming travel in and out of London with our
    part in projects like Crossrail Thameslink and the Waterloo and
    South West Upgrade. Schemes that have taken years to deliver because of their ambition and complexity but are now becoming a reality. Over the next three years there will be an extra 170,000 seats into major cities across the
    country every single day with 6,400 extra train services a week and 7,000
    new train carriages – a 30% increase in capacity. The Railway Upgrade Plan is
    British engineering at its best. Thank you for bearing with us as we deliver a better, faster and more reliable railway.

    SATLOC – Satellite based, railways traffic operation for low traffic lines
    Articles, Blog

    SATLOC – Satellite based, railways traffic operation for low traffic lines

    November 17, 2019

    Low traffic density is the characteristic of a large part of the European network of railway lines, whose signalling equipment is obsolete. Some of it dates from the 19th century, when the lines were constructed. If at some point, we want to continue the safe operation of these lines or increase their capacity, it appears mandatory to renew the signalling and the train control systems, trackside and on board of operating trains. Well Yes it’s true that, for these lines, the cost actually of classical trackside signalling is really high. The renewal cost could be so high that upgrade projects would be abandoned because of lack of efficiency and the lines end up being closed. But, you know, the closures reduce the accessibility of the concerned territories and, therefore, their attractiveness and contribution to economical growth. It is not surprising that mainline efficiency could suffer consequences because of unavailable side operating branches, and, obviously, the closure of secondary lines pushes mobility to the other transport modes, contrary to sustainable development practices. These reasons motivated The European Commission to launch the project SATLOC. It aims to demonstrate that satellite-based navigation technologies enable train and traffic control on low traffic density lines with full safety at low lifecycle costs and are compatible with the specifications of the European Train Control System, ETCS. Coordinated by the International Union of Railways, SATLOC brings together specialists from railway undertakings, supply industry, including those specialised in Space technologies, universities and research centers. Now, to understand why SATLOC is of high interest, it is worth knowing, even briefly, the principles of the European Train Control System currently applied. To continue its route, the train shall receive from the Radio Block Center a movement authority which indicates the distance the train is authorised to travel. This movement authority safely considers the position of the other trains and the instructions of the Control Center which manages the train’s movement. Thanks to the track-based train detection system, the Radio Block Center receives the information about the line occupency. And when passing over track balise, the train identifies its position, and transmits it to the Radio Block Center via the GSM-R radio. Depending on the system configuration, the updated movement authorities are transmitted to the train, either, via GSM-R or by the track balise. With SATLOC, the system is very much simplified. The Radio Block Center and the Control Center have merged and have become a single entity: the Traffic Control Center, or TCC. There is no need for track-based train detection systems, physical track balise and their on-board reading equipment, and no trackside signals. The expensive and already aging GSM-R is no longer needed for data transmission. The train has an on-board computer, a satellite navigation receiver, a mobile radio combined antenna and a driver machine interface in the driving cabin. The existing mechanical odometer, the speed measurement system based on computation of wheel rotations is upgraded, infused with the satellite navigation data. The routemap is stored in the memory of on-board computer and in the computing system of Traffic Control Center. The routemap describes the rail topology and geographic coordinates. It is set in correspondence with the kilometric mileage and indicates also all line defined speed limitations. The routemap includes also the virtual balises which are marked references along track with coordinate positions. They make SATLOC Space reference fully compatible with ETCS. Navigation satellites, today GPS, soon Galileo, the geostationary satellites of the EGNOS system and the Public Mobile Radio Networks play their role. The TCC transmits via Mobile Telecommunication Network the movement authority in the shape of a safe message compatible with ETCS’ specifications. The train receives the navigation signals and also the EGNOS signals which significantly increase the positioning accuracy and validate the positions’ integrity. The board computer calculates the train’s position and speed each second with a high level of confidence. The board computer permanently verifies that the train enforces the movement authority’s order and the speed limitations indicated on the routemap. With valid navigation data, the mechanical odometer is permanently recalibrated. Every five seconds, the train sends his position and speed to the TCC. In turn, the TCC verifies the enforcement of movement authorities for each running train. This real-time double check by the on-board computer and the Traffic Control Center system is one of the major SATLOC innovations. We named it “Closed-loop Control”. If the satellites are not visible, for instance when the train passes through a tunnel, the odometer takes over to calculate the position and speed. As the system is calibrated online, this data is quite accurate. And even if the train does not correctly enforce the movement authority and exceeds the authorised speed, the TCC can detect this malfunction and trigger the emergency stop order to the train. The combination of geolocation signals, augmented with and safely validated by EGNOS, the online calibration of the mechanical odometry and the real-time exchange and check of position and speed between the train and the Traffic Control Center enable to reach a high level of safety which equals, or is even superior, to the ETCS’ one. After two years of research and engineering, SATLOC has been tested in real operational conditions on a low traffic density line in proximity of Brasov, in Romania. The trains are fitted with the necessary equipment: combined satellite and mobile radio antennas, on-board computer and driver machine interface in the driver’s cabin. Here is the SATLOC TCC with its computing and telecom equipment and the screens where the SATLOC tracks and all trains are shown. The train driver introduces the data on the SATLOC interface and the TCC receives the train registration and the request for movement. The TCC responds and sends the train the movement authority indicating the safely selected and locked route. Once the train has received the movement authority, it can start its journey. Throughout its journey, the train sends its position and speed every five seconds and enables the TCC to know in real-time where the train is. The TCC updates the movement authority in due time. SATLOC is an easily implementable and less expensive system for several reasons. First of all, no track-based train detection systems are needed: this task is safely undertaken by the satellite support to train positioning. Secondly, taking into account the overall high level of safety supplied by the Closed-loop train track interaction architecture, the system components can be used through less costly procedures. This is the case with computing equipment. Also, the data transmission uses the secure virtual private networking technology on the Public Mobile Networks. Therefore, the railway operator may pay only the cost of data transmission, which is mostly similar to the cost of SMS. The retrofit of the rolling stock is simple and less costly. Finally, SATLOC needs less, even no maintenance, and this over its whole lifecycle. These grounds make the cost of a low traffic density line renewal to be up to ten times less than a solution with the existing ETCS costs. It is also the case for the return on investment. In this way, the operation with SATLOC of a low traffic density line becomes self-
    sustainable and profitable. For the railway companies, SATLOC also has other advantages: SATLOC implementation on the network can be phased, progressive, and modular. The system can grow by itself. The profits of one line could generate the resources for equipping other lines. Moreover, when SATLOC provides real-time and accurate information on a train’s position and provides the efficient means of data exchange with the trains, the benefits are not only better train traffic management, but also an optimised line system as a whole. After months of testing in real operating conditions, SATLOC has demonstrated the capacity to insure train control and traffic control in safety, cost efficiency, and full compatibility with ETCS. SATLOC demonstrates that satellite navigation technology is the future for such applications.

    TRANS-SIBERIAN RAILWAY JOURNEY BEGINS | Moscow to Novosibirsk, Siberia | Journey through Snow
    Articles, Blog

    TRANS-SIBERIAN RAILWAY JOURNEY BEGINS | Moscow to Novosibirsk, Siberia | Journey through Snow

    November 17, 2019

    Hello friends , now its time to say goodbye to Uzan and family Now i am going to railway station I have invited them to come to India..Thank you Uzan I have taken shuttle to metro station Will go to railway station by metro. Shuttle will charge 50 Rub till Metro Station So, i have reached railway station Name of the railway Kazansky From here i will catch Trans Siberian Railway. to Novosibirsk Very cold outside today Approx 1°C Now the time is 12 PM My train is at 1:10 PM I will show you the full train journey Now winter has just reached . So, on the track snow will be there My train fare Moscow to Novosibirsk RUB 7600 2nd class wagon My coach no is 16 Searching my coach Now our train has started Started on time 1:10 PM This is how its look like our coach Similar to Rajdhani express (India) 1st class cabin This is walking space. That is our cabin For ticket checking just need to show Passport My ticket was booked online.. Have shared the link on description box . There are lots of external website, where ticket price is high But, i have booked from Official web site My host helped me to book. You can get hot water free from here This is filtered hot water, you can drink I knew this hot water facility. hence carrying cup noodles The train route of Trans Siberian railway Is very long route I think, there are two routes One goes to Beijing China from Russia Another one is Mongolia The route covers 9300 KM or more than that. This is the longest railway route in the world. This is Famous tea cup from the Trans Siberian He has given me Indian tea. After move out from house, you will get to know how beautiful the world is. Meet people, Share talks, Culture Really feels good. I don”t know him. Neither he knows me He is giving food to me, one person hosted me in Moscow. Peoples are really good. 1st snow of the season Just winter has started it’s snow falling outside Station has covered by the snow This the the toilet I believe that, to explore a country We should travel by Train Because , we can talk to so many people, can share our thoughts and couture Which you will not get in Flight We are going to restaurant car. Will show you the restaurant car. This is restaurant car. Now we will take Coffee Good clean car You can have food here too. He is Vladimir He is a physics teacher Very good person. He did not allow me to pay. Hot coffee. Snow fall outside!! It’s a stoppage 10 minutes stoppage time.. Its raining, snowing This is Russian pizza One after another food. Had coffee in restaurant car Feeling very good.. It’s feeling like we are part of one family. Peoples here are very good We are again going to restaurant car I will have coffee and Vladimir will take Russian vodka You all know India and Russia are both friends We are speaking the same in this table He is a teacher by profession Mathematics & Physics teacher His students are established is good places. Very interesting person And very good person too. I am not feeling that, it’s 1st time we are meeting. I am feeling that, i know him much before. Vladimir has reached his stoppage. Shared from Photos with me Photographs of his students and his small cottage My journey still continuing in Trans Siberian railway. In hope that, will meet more new people This is my cabin.. It’s like Rajdhani Express in India 2 tier 4 seats total. This is my berth You can store luggage here You can store luggage here too. If you are sleeping in top Store your luggage here It will be easier for you This is my Dinner Food is costly in restaurant car. I carrying adequate food keeping 3 days travel in mind. You will get hot drinking water outside

    Zurich, Switzerland part 2: Bahnhofstrasse, trams, museums, Zug
    Articles, Blog

    Zurich, Switzerland part 2: Bahnhofstrasse, trams, museums, Zug

    November 17, 2019

    We are continuing our in-depth look at Zurich,
    Switzerland. In this episode we are focusing on the modern
    side of the city showing you the great boulevard, the Bahnhofstrasse and some of the other shopping
    lanes. We will go out on a lake boat ride, take you
    on an excursion to a nearby town, and generally show you around. Zurich is generally ranked among the world’s
    top cities for quality-of-life and you’re about to see with your own eyes how true that
    is, starting out in the heart of downtown. Bahnhofstrasse is the pride of modern Zurich,
    and counts as the one and only Boulevard of the city. It is famous for being one of the most exclusive
    and expensive shopping streets in the world. Here you can get anything from diamond rings
    to chocolate to fur coats. Globus and Jelmoli are the two fiercely competitive
    department stores, both of whom carry items from many high-end brands. About 140 stores are located along it. A study in 2011 named the Bahnhofstrasse the
    most expensive commercial rent for retail property in Europe, and the third most expensive
    worldwide, behind the top two — New York’s 5th Avenue and Hong Kong’s Causeway Bay. It came into existence when the city fortifications
    were demolished in 1864 and the ditch in front of the walls was filled in. Until that time, the name of the location
    had been “Ditch Of The Frogs” which then was changed Station Street, or Bahnhofstrasse,
    due to the new train service which had recently begun here in 1847, as the first railway on
    Swiss territory. The wide sidewalks have many benches where
    you can sit and rest, in keeping with the pedestrian orientation of the street. Much more than a shopping strip or a tram
    route this is a major public gathering place. Notice how the different activities mix together
    here and everybody seems to be in a relaxed mood, there’s no rush going on. This is midday so it’s not rush hour and it’s
    a busy place. It’s a lively spot with pedestrians, there’s
    bicyclists on the tram mall, the trams are rolling along, there’s families out together
    strolling and just taking it easy here. One of Europe’s finest boulevards, lined with
    thriving, modern retail frontage from end to end. No cars or trucks disrupt this pleasant shopping
    atmosphere — only pedestrians and quiet electric trams gliding by. This is how a city should function and could
    serve as a model for any metropolis aspiring to show a human scale in the middle of its
    urban center. There are many trees along Bahnhofstrasse
    and there is also a few small green parks where the family can stretch out and relax
    and set up a kiosk to promote your cause. Sprüngli is a Zurich institution that offers
    a variety of sweet and savory goodies including a lot of pastries and chocolates, from hand-made
    truffles to special chocolate bars. They’ve got locations throughout the city,
    including here on Bahnhofstrasse, inside the train station and their flagship store on
    the Paradeplatz. This is shopping central for ladies clothing
    as well as a business center for many major banks and offices. Paradeplatz just off Bahnhofstrasse is the
    banking center of the country. Billions of dollars in gold bullion are stashed
    away in corporate basements beneath your feet. Zurich has always been the economic capital
    of Switzerland based on the very strong banking and financial sectors. They used to be notorious for having secret
    bank accounts where the billionaires could stash their money away from prying eyes and
    taxation in their home countries, but that’s all changed now — that is not allowed. Many visitors would never get down to Paradeplatz
    and yet it’s a fascinating spot with this widening and busy tram intersection and many
    shops all around it right along Bahnhofstrasse. With seven different tram lines passing through
    it, it’s the second-busiest intersection after the main train station. Fascinating how these trams can make such
    tight turns, it’s almost a right-angle turn, and notice the casual interaction of the pedestrians
    and the trams. Everybody’s moving along slowly and politely
    here. Paradeplatz is quite central. It’s just on the Bahnhofstrasse and only a
    kilometer from the main train station, 400 meters in the other direction to the lake. And now we come back to the bears. Well, you’re not going to see them anymore
    because this particular part of the movie was filmed a few years ago when these bears
    were on display and what a great show it was, each one different, all funny and all to raise
    money for charity. Each bear was for sale for a good cause. You’re going to see many more of them in just
    a moment as we ride up and down the Bahnhofstrasse on the tram. Street crime here is very rare so why is this
    guy being locked up with handcuffs? Oh wait, yeah it’s another stag party. He’s getting hitched. We will have some more silly fun at the end
    of the movie along with street mimes, musicians and a bar dance. We also have a boat ride coming up, a fleamarket,
    some tips on hotels and restaurants, and a ride on the tram down Bahnhofstrasse. There are a lot of different tram routes within
    the city of Zurich, including some novelty trams like this one, it’s semi open-air and
    they serve drinks on board. This was a special event, they don’t come
    by every 10 minutes with a tram like that, but on occasional festivals or when the timing
    is right they’ll bring out the Caliente tram. Most of the time the tram ride is strictly
    utilitarian for the locals to get them from point A to point B, but for the visitor it
    can be fun just to ride back-and-forth up and down Bahnhofstrasse and that’s what we’re
    going to do for you now. It’s a very smooth ride on these tracks, they
    are fine-tuned by the Swiss engineers to keep it nice and level for you, so it’s really
    easy to just look out the window and watch all of the shops and buildings and people
    glide by. You’ll notice again lots of bear statues out
    there on the sidewalk — makes the view even more entertaining. Those bears were up a few years ago, they’re
    not there any longer was part of that fundraising campaign mentioned earlier. By the way the reason that we can present
    such a long and comprehensive program about Zurich is that it was filmed during 10 visits
    to Zurich in recent years, enabled us to show you the whole city. Public transport is extremely popular in Zurich,
    and its residents use it in large numbers. About half of all journeys within the city
    use public transit, popular for locals and visitors alike. Now this network of public transport and high
    frequency of service claims to be the world’s densest per capita usage, which means they
    ride bus and rail more than anybody. The urban center is small enough for a visitor
    to see exclusively on foot but it can be very helpful to also hop around on transit to save
    some time as most tourists will do. It’s easy to catch a ride, so we’re going
    to explain here how it works with some travel tips while riding along on Bahnhofstrasse,
    and all the fancy shops of the street gliding by. In this segment we are giving you an extended
    tour by tram. Well ok here come some details about how the
    transportation system functions. Three means of mass-transit exist here: the
    S-Bahn, which are suburban trains, trams, and buses. Some of the buses are diesel, some electric,
    and some have overhead trolleys connecting to the wires. The public transport network includes boats
    on the lake and river, funicular railways and even a suspended cable car. They do not have a subway nor is there an
    elevated train. Numerous trams lines and buses service the
    city at street level. Typical of most public transport you purchase
    a ticket from vending machines at the stop or from one of the ticket selling kiosk before
    boarding and validate them, and you can board through any door and are not required to show
    your ticket. Instead the tickets are randomly checked by
    roving teams of fare inspectors and big fines are imposed on passengers found without one. The size and complexity of the network may
    be daunting at first, but you will soon realize that there are various ways to get from one
    place to another and following any of them will still be efficient. Zurich’s tram network now has 172 kilometres
    of track, or 107 miles. The system has got 313 vehicles, and 70 new
    trams, were recently purchased, each with 2 cars and passenger capacity of 280 people. The first trams started here way back in 1882,
    pulled by horses and about 10 years later they were electrified. Trams became popular throughout Europe in
    the 20th century, but then by mid-century had experienced major reductions and termination
    of service. However within the city of Zurich there were
    relatively few line closures, and in recent years the system has been expanding further
    into the suburbs. Tram or light rail service is found today
    in six other Swiss cities and 100 cities throughout Europe have. In America light rail street-level systems
    operate in about 30 cities and are rapidly gaining in popularity. Trams within Zurich are largely street based,
    with varying degrees of mixing and separation from other street traffic, from automobiles
    and trucks and buses, and significant sections such as on Bahnhofstrasse where trams run
    in unrestricted traffic lanes through largely pedestrianized malls. Challenges to the tram have come from its
    perceived inflexibility and the growing traffic congestion in city streets. One proposed solution was the conversion of
    the less busy lines to trolleybus routes, and two lines were converted but could not
    provide service equal to tram, and so no further conversions to bus were made. Tram succeeds because of its superior level
    of comfort, convenience and service. Over the past 70 years several plans were
    made to put Zurich’s trams underground, as a metro, but voters have rejected this in
    repeated referendums. Right in front of the Hauptbahnhof main train
    station there are five different transit stops available, with a total of 9 different tram
    lines. The main tram stop here is just on the east
    side of the station, with 5 different trolley lines running through it. Notice that the trams are all easily accessible
    at street level, with no platform provided, although most of them do have a few steps
    inside. The newer trams have what’s called low floors,
    so no step up is needed to board. And yes you can carry a suitcase at no extra
    charge, showing how easy this system is to use for the visitor. We’ll present more of the tram ride and scenes
    along the Bahnhofstrasse coming up later, but while were in front of the main train
    station let’s go inside and have a quick look around and show you some of the facilities
    and attractions of this amazing place. The magnificent sandstone neo-Renaissance
    building features a triumphal arch in the facade. And in front of the arch stands a water fountain
    and heroic statue monument to the railway pioneer Alfred Escher, a Swiss politician,
    business leader and railway pioneer who had an unmatched influence on Switzerland’s political
    and economic development in the 19th century. If entering the station from the Bahnhofstrasse
    you can go down an escalator and avoid all of that street-level traffic, so that’s a
    much easier way to get in. It brings you down to the lower mall and from
    there, there’s escalators to bring you back up to the main level
    It’s more than just a train station — it’s more like a small town in itself. There are many restaurants and bars and cafés
    and the lower level has got a vast shopping mall, and it is really popular because these
    stores are open at night and on Sundays when many of these stores in the city are closed. You’ll find a whole variety of shops available
    here, not just travel items, luggage stores, but clothing stores and sundries, there is
    the sandwich shops, there is the stationary places, all kinds of ways to spend your money. So if you need an after-hours pharmacy or
    you’re just looking to pass some time while you’re waiting for your train, come on and
    browse around in this interesting mall. It’s called “ShopVille” with over 200 stores
    and other businesses. It benefits from a Swiss employment rule that
    generally labor on Sundays is not allowed, but it is allowed in train stations, so it’s
    usually very busy on Sundays, even while the streets of Zurich are largely empty at that
    time. And the shops are open late every night so
    it’s always busy. The main hall of the station is a huge, covered
    area. It’s like an indoor piazza and some days it
    looks totally empty, other days it’s quite busy depending on rush-hour or not, or weekday,
    and sometimes it’s filled up with celebrations and special events. If you’re here towards the end of September
    you might get lucky and run into the Oktoberfest celebration. These are Swiss, they also like their beer
    and their lederhosen and their sausages, very similar to Munich in southern Germany in Bavaria. It’s Oktoberfest time with some great Swiss
    beer, there’s some music in the air, and a lot of fun. Everybody is very friendly here and the whole
    station turns into one big party scene. Of course there is a close connection between
    the Swiss culture and German cultures. They speak pretty much the same language and
    share a lot of traditions. They are bordering countries, and they love
    their sausages, it makes a great fast food. Just stand up at these tall tables, have a
    beer, have a sausage. It will take you very little time and very
    little money Switzerland’s first railway service connected
    Zurich with Baden in 1847, putting the Zurich Hauptbahnhof at the origin of the Swiss rail
    network. The present station building dates from 1871
    and of course it’s been expanded and modernized ever since
    There’s a real convenient luggage storage area here. It’s all automated. You just put your money in the slot and take
    the key, lock up your bags. You can use a small locker, medium-size or
    a big locker, and this is a great way to stash your bags, let’s say, if you’re only visiting
    Zurich on a day trip. That could happen, maybe you’re arriving in
    the morning, passing through later in the day to some other city but you’d like to have
    a look at Zurich. It’s really easy here, you don’t have to deal
    with any attendants, you don’t wait on line, and it’s such a large space with so many lockers
    you’re undoubtedly going to find a place to stash your bag — another fine example of
    Swiss efficiency Not only do they have clean restrooms, you
    pay a fee to use it, you can also take a shower in some of the restrooms, and it’s also very
    clean, it’s private and safe, and you just pay a small fee. Zurich’s Hauptbahnhof is the busiest train
    station in the world as measured by total number of daily trains. Nearly 3,000 trains pass through the main
    station every day, with between 400,000 and 500,000 commuters — about equal to the city’s
    total population. It’s one of the most important railway hubs
    in Europe. As a tourist, visiting a small city like Zurich,
    you might think you really don’t need a tram, but for example, if you want to go from the
    train station down to the lake and then back again, that’s over 2 mile round-trip. And you certainly might want to head down
    to the lake just to see the waterfront — it’s a beautiful promenade — and why not take
    a boat ride? That’s what we’re going to do in a moment
    but first, as we got to the end of the tram line by the lake we notice something going
    on in the square. There is some sort of a fleamarket happening,
    so let’s take a quick walk through the fleamarket and check it out before getting on the boat. We were lucky to be here on a Saturday because
    it only happens on one day a week, every Saturday from the beginning of May until the end of
    October. It takes place on Burkliplatz which is right
    at the bottom of Bahnhofstrasse. It’s been held here for 45 years. There’s a competing fleamarket that claims
    to be even bigger also on Saturdays but year-round. It’s the Kanslei and that’s in a different
    part of town on Kansleistrasse. This location at Burkliplatz also has a fruit
    and vegetable market twice a week on Tuesday and Friday mornings. Flea markets like this are a lot of fun for
    many visitors. You get to look around at some junk, at some
    quality antiques, some rarities, some clothing, you might even find some souvenir-type of
    items to purchase, and have some conversations with the local vendors. They are all going to speak a little bit of
    English and they’ll certainly be friendly trying to sell their goods. Now it’s time to cross the street and catch
    our boat. At the south end of Bahnhofstrasse you will
    run into the lake and there’s were you can buy a ticket on the dock for a boat ride on
    the Zurichsee. Lake steamers leave from Burkliplatz at the
    end of Bahnhofstrasse, but they leave on schedule so don’t be late or you’ll miss the boat. Oh well, they depart every hour in the season,
    from the beginning of April till the end of October. The name of the boat company is Zurichsee-Schifffahrtsgesellschaft
    and they operate passenger vessels on the Limmat and the Lake Zurich, connecting surrounding
    towns along the lake. They offer a variety of tourist-oriented trips
    including a jazz brunch, dinner and some trips on historic steamships. You can take a short round-trip for 90 minutes
    which is what we’re showing you here, cruising along, stopping at a few villages then back
    to Zurich without getting off. Or the longer round trip takes four hours
    and it goes all the way to the south end of the lake at the town of Rapperswil will and
    then returns back to the Bahnhofstrasse. Especially during nice weather, like summer
    or springtime, the lake is a beautiful place to spend the evening or the weekend. Starting from Bellevue, the boardwalk goes
    for about three kilometers along the lake towards Tiefenbrunnen. About halfway from Bellevue there is a meadow
    where you will find thousands of people on a sunny day. The boat makes a few shortstops on this 90-minute
    round-trip. The map shows this routing. There are several longer journeys that go
    further down the lake and return to Zurich in varying lengths and timing, two, three
    or four hours but you’ll probably find this 90-minute trip is just about ideal. It’s long enough for a real experience and
    not too long. And you’re welcome to get off if you like
    and catch the next boat coming through or you could walk back to town along the lake
    front, or just enjoy the ambience of the playground and the atmosphere of the little villages
    along the lakeside. The boat’s a nice size with a variety of kinds
    of seating — you can be up on the deck or on the bow on the stern or downstairs indoors,
    and there’s little snack bar there, you can get a beer, of course, while you’re cruising
    along. Going for a swim in Zurich is a leisure activity
    that dates back to the 15th century. And yet, previously it was just for men. Swimming in the lake or in the Limmat was
    not allowed for women. Until the 19th century, special buildings
    for swimming did not exist. Now there are public beaches and a string
    of little parks with benches and green lawns and trees. There’s quite a few houses along the lake,
    many of them have their own boathouse for a garage. And sailing, obviously, is very popular here. The waters are so clean that pollution is
    no problem, so swimming is perfectly safe. The earliest permanent settlements here, about
    6000 years ago, were along the shores of the lake. They were on stilt houses that were not actually
    suspended over the water, they found, but they were kind of on the marshy coastline,
    and just inland. And some of these remains have been discovered
    and excavated by archaeologists, and provide a great insight into life back in the Neolithic
    and the Bronze Age, and they have become a UNESCO World Heritage Site. A relatively large number of these prehistoric
    pile dwellings have been discovered around Lake Zurich — about 10% of all known such
    sites in the Alps — which suggests that this Zurich area, the lake and the shores have
    always been an attractive place to live, just as they are today. Well, this boat ride is such a relaxing event
    — there is really nothing to do except sit and look at the view and have a beer, which
    gives a chance to meet some of the locals. There are quite a few Swiss who are the passengers
    on these boats, and they are friendly, speak English, and talkative. Then before you know it, the boat ride’s over
    and you’re back on shore. If you’re starting to get hungry there is
    a particular excellent restaurant that you might consider — Hiltl. This favorite restaurant choice near the Bahnhofstrasse
    is the world’s oldest vegetarian restaurant. It’s been at the same location since 1899
    and still operated by the original family, four generations later. Dig in to their enormous buffet loaded with
    dozens of delicious, healthy choices. Their varied offerings feature a global cuisine
    with the flavors of India, Greece, Thailand, Lebanon, Italy, France and more, and they’re
    open from 6 AM until midnight. Right in front of us here we’ve got some grapes,
    we’ve got some fruit salad, some fresh melon, and on the right the first bowl is the typical
    Swiss bircher muesli. We have a tofu maison here, Italian tofu salad
    with tomatoes and dark olives. We’ve got some Spanish beans. We’re having our lovely outside boulevard
    terrace where people can enjoy the nice evening, in summer, spring and autumn, and have their
    great dinner. What’s going on here? Over here you see the scale, we have a large
    buffet, and everything is just weighed here. You get a ticket, which pops out right here,
    and that shows you the price and you pay at your table. Okay. It’s great food, it’s very colorful, very
    fresh, and we are very happy to have you here. And it’s a very large operation now, we have
    a lot of people coming here, we’re growing. We are very famous for our Indian food, and
    it has always been vegetarian. Sit where you like — ground floor, upstairs
    or at the sidewalk tables. Eat here first and you will surely come back
    another day or night for more food from this great restaurant. Or perhaps you just want to come for an evening
    drink and a snack. Hiltl is a very popular night spot for the
    young locals — there is a wine bar, serving cocktails and beers and it’s buzzing every
    night. Easy to find, it’s located just a block off
    of the Bahnhofstrasse. There are nearly 300 hotels in Zurich so you
    have a wide range of choice from the cheapest hostel up to a five-star deluxe hotel like
    the Hotel Savoy Bauer en Ville. It’s right on Paradeplatz and Bahnhofstrasse
    — a very refined and expensive place to stay, with prices generally above €500. Perhaps four-star luxury is more suitable
    for you and definitely less expensive. We enjoyed the St. Gotthard Hotel. It’s right on the Bahnhofstrasse just one
    block from the train station, making access about the best in town. You’ll probably either be arriving and/or
    departing by train, so this is super-convenient and the airport is a direct 10-minute ride
    by train. The hotel has got 138 rooms, which is a very
    good size, not so huge that you get lost in a crowd, but with enough rooms to increase
    your chances of getting a reservation, and the prices here are well under €300. It first opened in 1888, and it’s been owned
    and operated by the same family now for four generations. Not a chain, it’s one-of-a-kind, and managed,
    they say, with passion and professionalism. A full buffet breakfast is included with your
    room rate. Among their three restaurants is the Lobster
    and Oyster Bar which has been offering fine seafood for over 75 years. This hotel has deep roots in the community
    and it’s a reliable place to stay. So convenient, right on Bahnhofstrasse a block
    from the train station which is where we’re going now. If you’re staying in Zurich for a few days
    you might want to consider a day-trip to a nearby town and one of the closest destinations
    is the historic city of Zug. It has a small historic center with several
    remarkable buildings. It’s just about 1/2 an hour away by train,
    and the trains leave twice an hour from Zurich. So it’s really easy to get there. It’s a direct train. You don’t have to change and some nice scenery
    along the way. And then when you arrive in Zug you’ll notice
    that the train station is shockingly modern. If you think you’re coming to visit an old
    historic town, which is really the plan, you’ll be surprised at how beautiful and up-to-date
    the station is, and in fact the city itself is a modern city with a historic Old Town. That’s what were here to see. So you can get on the public bus — you don’t
    want to walk from the train station to the Old Town, it is just too far, over a mile. So get on the bus, and it’s a short ride,
    will take you through the modern part along the lake shore. There’s a beautiful Lake Zug. You’ll soon be arriving within a few blocks
    of the Old Town. The map shows how small the Old Town is, really,
    it’s just a few blocks down by the lake shore. And before walking into it you can walk around
    a little bit in the modern streets of the city as well to get a quick little overview. For several blocks all around the outside
    of that Old Town you have got the lovely, charming typical Swiss buildings with their
    pastel colors and historic facades. Many of these are 500 years old. Of course, it’s also a very modern city and
    you might be surprised that little Zug is an economic powerhouse. The population of the city is about 27,000
    people and there are 27,000 companies registered in the city of Zug. That’s because it’s a tax haven. They extend special breaks to foreign corporations
    with very low corporate tax rate of about 8 1/2% and so thus they are host to such luxury
    brands as Cartier, headquarters of Piaget and Vasheron and others. They are big in the oil business too, with
    about 3% of the world’s petroleum traded here and a Zug-registered corporation is building
    a critical gas pipeline to link Russia with Europe via the Baltic. Of course, education is very strong in Switzerland,
    especially in a city like this that is so economically powerful, and the locals seem
    quite healthy, with a high standard of living typical of Switzerland. The prices are high, but so are the incomes. Until you get inside those several blocks
    of the Old Town it’s normal traffic out here. You will spot some historic sites on your
    way including the Municipal Theater which is over 100 years old. This tower, over 500 years old, was used to
    store gunpowder. And then there’s the castle which is one of
    the landmarks of the city. It’s now a historic museum inside there. For the kids it’s just a soccer field. Were just making half-day excursion from Zurich
    so not taking time to go inside any museums, mostly just walking around in the old streets
    of the Old Town. In yellow the preserved historic district
    and blue shows how far it went back in the old days. We have arrived inside the Old Town. We’re on Unter Altstadt which is the main
    street of the Old Town. It’s only a couple blocks long. As we walk along it for the next minute you’ll
    get a thumbnail sketch of the history. Zug was founded in about the year 1200 by
    Austrians, the Habsburgs, typical of much of Switzerland, and by 1352 it joined the
    Swiss Confederation. It was the eighth Canton to join, and it had
    to because it was surrounded by the other seven. Most of the buildings we see today are at
    least 500 years old and beautifully preserved. Notice the split-level street here — a very
    impressive adaptation when you are building your city on a sloping hill. It is like a terrace embankment. It’s quite a unique touch and helps stabilize
    the buildings which is important here because in 1435 there was a catastrophe where the
    lower road of Zug fell into the lake and 60 people died and 26 houses got destroyed. Of course there are some hotels here, small
    hotels, if you wanted to spend a night or two and have a relaxing visit. And we will notice several attractive sidewalk
    restaurants as we walk around, especially beyond this town water fountain. Get to the end of Unter Altstadt and you arrive
    at the Fish Markt, a cross street that has got three wonderful-looking restaurants surrounded
    by historic buildings. We’ll see more of that clock and arch tower
    in a few minutes. This was filmed in the month of May so the
    weather was really quite nice. It’s usually in the 70s or high 60s and made
    perfect time to be here. Friendly family from Macedonia spoke some
    English so we had a nice conversation. One of the benefits of traveling in any country. You’ll meet foreigners from all over. At the end of the lane you run into the lake. You can’t miss that site. It’s so tranquil to see the restaurant along
    the shore and the boathouse and the old houses. The town is very proud of its views of sunset
    over the lake, but we’re not sticking around that long to see it, so we will just enjoy
    it during the daytime. There’s a path you can walk along here or
    bicycle or just sit down at a park bench and relax. And there is a fishing museum down here if
    you’d like to learn about the pike and trout that inhabit the lake. Otherwise that’s about it for seeing the interior
    of the Old Town. Enjoying a few more glimpses of buildings
    and details and flowerpots as we make our way out through the arch gateway to outside
    the walls, and then turn around and look back at the view. That is perhaps the most spectacular view
    of the entire visit. Saving the best for last. This fountain and heroic statue are at Kolin
    Square which is the site of the City Hall, the Stadthaus. Most impressive historic site has got to be
    the Zytturm, or clock tower, standing over the medieval gateway. A fitting climax to our little visit to Zug. And now it’s back to Zurich to wrap up our
    visit with a few more things to see. We’ve been showing you the great sites of
    Zurich. This is part two of our series on this wonderful
    city, focusing on the modern side of downtown. In Part One we brought you into the old side
    of downtown. Now were back on the Bahnhofstrasse, the main
    street of the city and one of the great boulevards of the world. And now continuing our tram ride. Passing the Hauptbahnhof main train station
    once again, a city in itself we showed you earlier. This place has restaurants and shopping mall
    downstairs, and a neighborhood around it that’s rapidly developing into a beautiful new city. And now swinging around and moving on down
    into the Bahnhofstrasse itself. We glide along on smooth tracks of street-level
    train looking out the window at the interesting sites of the city going by. The street is so attractive you can visit
    it several times and see something different each time you go. A 24-hour ticket called a day pass cost the
    same as two single rides in the central zone so if you are doing more than one round-trip
    that is worth buying. If you do not mind starting your travels after
    9:00 am, the 9 o’clock-Pass is the best option. It is available as daily or monthly and it
    will save you a lot of money, especially considering that 9:00 rule does not apply on weekends. It’s a clever way they can encourage tram
    usage while not overloading the trams at rush hour. If you are staying for a while and taking
    more than 10 rides it’s cheaper to buy a monthly pass. You can find a schedule at every stop which
    is accurate to the minute, most of the time. However these schedules can be missed, because
    of snow, wet leaves on the tracks during autumn, or exceptional traffic, it can mix up the
    schedule. But it does not really matter, because the
    frequency of service is so high, usually about every 7 to 10 minutes, you just wait for the
    next one. Alternatively, you can borrow bicycles for
    free from several places in Zurich including the central train station, and that includes
    e-bikes and skateboards. This offer is called Zurich on Wheels. Beware though that bicycling within the city
    is only for the experienced, as trams and buses frequent the roads and these tram tracks
    are a serious hazard to inexperienced cyclists. In 1976 the first tram extension since 1954
    took place, and unlike older lines, this extension was built mostly on reserve track with a separate
    right-of-way which is been the precedent, followed by most of the subsequent suburban
    extensions. If you already have the Swiss Pass for traveling
    intercity in the country it’s valid on all public transportation in Zurich and if you
    are a tourist visiting a lot of Switzerland, this is your best way to save money and time
    and it helps you not to bother figuring out zones and routes and fair options. However if you have a Eurail pass it is valid
    only on the S-bahn and the boats, not the tram or the bus. This extended tram ride we just experienced
    has given a chance to really see the sites along Bahnhofstrasse up close and in detail
    as we go past several times. You got to see people, buildings, shops and
    the trams, which are a fascinating transportation solution for our modern age. For many cities, traffic congestion is a horrible
    problem throughout the world, and finding money to build a subway can be very difficult,
    especially in the medium-sized or smaller city. Modern buses can be very efficient and do
    have great flexibility driving on existing roads and with potential for express service,
    but the tram also plays a role in this mix of transportation technology, and we’ve seen
    how nicely it works here in Zurich. For visitors who have any interest whatsoever
    in art, it’s worth walking a few blocks to the south edge of the old town to visit Zurich’s
    art museum, the Kunsthaus Zurich. Before even entering you’re treated to a pleasant
    garden with sculpture by Rodin, including his famous Thinker and a Reclining Figure
    by Henry Moore. The collection will surprise you with its
    uniform high-quality and this well-designed building makes it easy to navigate, revealing
    one masterpiece after another. This medium-sized museum will keep you spellbound
    for a couple of hours, or stay longer, if you want to study the paintings and sculpture
    in detail. With the right pace and energy you can see
    the entire collection, with its main focus on European paintings including a wide range
    of styles and periods from Old Masters right up through yesterday, and the museum also
    showcases a variety of Swiss work. Just by themselves, these penetrating blue
    eyes in van Gogh’s self-portrait, which was painted in his final year, could make your
    visit worthwhile. And there are several other works by that
    mad genius, including one of his last paintings. He also painted this portrait of a peasant,
    a neighbor of his in Arles, with shocking, bright yellows contrasting with the blue. There are also dozens of other Impressionist
    and Postimpressionist works, with Europe’s largest Monet collection outside of Paris,
    for example, including two large canvases from his l’Orangerie series. Rodin is found again inside the museum with
    two more of his most famous works, the Age of Bronze and a portrait of Balzac. Modern artists represented include Picasso
    with a handful of his works from different periods and other works by Cubists. Kandinsky who invented abstract art is well
    represented. Matisse, Klee, Munch, Leger, Miro, Giacometti,
    Magritte, Mondrian, Rothko and Bacon, including Mark Chagall who is a hero to the art world
    of Zurich with his stained glass windows in the Fraumunster, and there is much more. This really is one of the most significant
    art museums of Europe. While most travelers are not familiar with
    Swiss art, this museum offers a fine opportunity to appreciate some excellent pictures by native
    painters. It can be quite surprising to discover relatively
    little-known artists who rarely exhibited outside Switzerland, and there are also the
    famous Swiss artists like Klee and Giacometti. And did you know that the dada movement of
    early surrealism started right here in Zurich? The typical museum layout pattern groups the
    pieces together by chronology, by time period, similarities of styles and mixing in the paintings
    and sculpture together. Spread out over two floors with a lot of room
    to give each piece its own space. There’s also a good sample of late Gothic,
    Dutch, Flemish, Italian Baroque and Venetian paintings including works by Canaletto, Rembrandt,
    Rubens, Domenichino, and VanDyke. A spectacular large canvas by Peter Bruegel
    depicts Christ on his way to crucifixion and in typical Bruegel style, there are dozens
    of people in the scene carrying on with their own activities, some grieving, others ignoring
    the tragedy of Christ heading to Calgary. They have an excellent website with descriptions
    of the main artists and illustration of their work, and the museum has published several
    catalogs including one with illustrations of all 4000 paintings and sculpture in the
    collection. And there’s a pleasant café. You can take a break midway through or when
    you’re finished, sit down, have a meal, fully stimulated and energized to help you carry
    on with your explorations of Zurich. There is one more highly recommended museum
    on the other side of the Old Town. Behind the train station the country’s largest
    museum occupies a huge neo-Gothic castle built a century ago and houses a grand display of
    Swiss history illustrating the full length of human culture from the Stone Age up through
    the 1940s. With 80 different galleries filled with remarkable
    art and artifacts. They use their large courtyard to host many
    community events like the concert we see here. Stag parties and hen parties. Walk around in Zurich for a few hours, especially
    on the weekend and you’re going to see the guys and gals going through these celebrations. It’s a street party that usually drops in
    and out of a few bars along the way. Getting ready for the wedding. It’s always easy to tell who the main person
    is they usually have some kind of a goofy getup
    and they’re the center of attraction. [laughter, indistinct conversation, cheering]
    Generally it is some kind of interactive public spectacle were they want to get you involved. Singing dancing. Hello, hi hi hi. Now here is a most unusual site. It’s a bunch of mimes. These guys are just fooling around. They’re not out to make any money, they’re
    not busking, they’re not asking for any change. They’re just out to have some fun. These are ordinary civilians, not professionals,
    making people laugh. We are going to leave you with some exciting
    energy of a typical day in a local pub. Actually, it’s a Sunday morning. Look for our complete series of travel videos
    about Switzerland covering many highlights of this beautiful country. We’ve got snow-covered mountain scenes and
    train rides across the lush, green landscape. We’ve got detailed city visits to Lucerne,
    Interlaken, Zermatt, Lugano and Locarno, we take you on hikes on mountain trails, boat
    rides and many travel tips showing how to get the most out of a visit to Switzerland. Look for these videos in our travel series.