多く！長く！…そして遅く？ 効率重視の高速列車 ドイツ鉄道ICE4【迷列車で行こう海外編】現地突撃取材

多く！長く！…そして遅く？ 効率重視の高速列車 ドイツ鉄道ICE4【迷列車で行こう海外編】現地突撃取材

Good morning, everyone. Starting today, we, Yukkuri Kagekidan, are heading to a nostalgic place. No matter where we go, what we do is mostly the same… We are currently on the move from Frankfurt in Germany to Brussels in Belgium.

Our final destination for today is the northern part of England, Scotland. However, for the time being, there will be hardly any talk about England. At least in this and the next video, we will share stories about us sisters and Luka’s homeland, Germany. Today’s journey involves more than 9 hours just on trains.

Including the waiting time for transfers, we are planning for a long journey of nearly 12 hours. Since we will be taking only express trains, we should be sitting comfortably, but still, 9 hours seems tough. But why did we make such a tight schedule!

It can’t be helped. Our available time is limited, and the trains we want to take run far from London. Therefore, we need to travel to the north of England in one day to start our activities the next day. Still, using only trains to go to Scotland…

Well, we might as well enjoy the journey and meet the British trains, right? That’s true. Let’s save the reunion with them for later enjoyment… Currently, we are on the Deutsche Bahn’s high-speed train ‘ICE’ from Frankfurt to Brussels.

It’s part of the ‘ICE International’ service, operated with the international version of the ICE3, the “BR406” type. I’m relieved that the train I was most worried about today is running smoothly. It’s really good. Actually, the ICEs going from Frankfurt to Brussels and Amsterdam in Belgium often have unstable operations.

Currently, this route is operated only by the “BR406” type of ICE3 international version. However, this type has a limited number of trains produced, and lately, they have been frequently breaking down or, unfortunately, getting into accidents, reducing the already limited number of trains.

Moreover, the railway systems in the Netherlands and Belgium differ from Germany in terms of electrification, so only the “BR406” specialized for these countries can be allocated. On top of that, trains that have been in operation for a certain period must undergo regular inspections.

Due to these circumstances, the number of trains available for operation decreased, leading to temporary route shortening or preemptive cancellations of the international ICE to Brussels and Amsterdam. Even now, ICEs to Belgium and the Netherlands often suddenly stop operating or start significantly delayed from the originating station.

Whether the train will depart as scheduled, until the departure time… No, until it safely arrives at the destination, it’s a train that keeps you on edge. Sometimes it breaks down mid-journey and terminates the operation. In a way, it’s more thrilling than any roller coaster in the world.

One of the causes of these issues is a shortage of personnel. Recently, the German railways have been facing the same problem as in Japan. This is especially pronounced among those who support train operations behind the scenes. The maintenance department, which inspects and maintains the tracks and signaling equipment,

And the maintenance department for vehicles are seriously understaffed. As a result, maintenance of the tracks cannot be performed regularly in some places, and abnormalities cannot always be prevented in advance. The response comes after problems occur, causing trains to suddenly become inoperable

Or be delayed for tens of minutes due to signal failures. Maintenance of trains is also rushed with minimal staff, returning trains to operation with the bare minimum inspection. In fact, the ICE we are on has a complete failure of the onboard information system.

It’s evident that repairs to broken parts have not been addressed. Of course, the railway company is aware of this situation. …maybe They are ordering new vehicles that replace old ones prone to breakdowns and can be operated with less manpower, but it takes time to solve the problem.

Therefore, the existing vehicles are being operated in a state where running is just about acceptable. In this situation, Deutsche Bahn has been increasing its fleet of new high-speed trains. One of these is the ‘ICE4’, aimed at bolstering domestic transport in Germany.

This train, which debuted in 2017, is the latest model of the ICE series… well, it’s not so new anymore. Anyway, it’s a newer series within the ICE lineup. It was developed to replace the aging “InterCity” express carriages, which have been in service for over 40 years,

And the first-generation ICE trains, “ICE1”, as well as to improve the efficiency of long-distance transportation. When the planning and development of this train began, several significant changes were occurring in the German railway environment. The industry saw the entry of new operators, and long-distance buses became able to freely determine their routes.

This was because, until end 2012, Germany did not allow long-distance bus routes that duplicated railway routes. However, this regulation was abolished in 2013. Bus companies were then able to set routes that compete with the railways.

Due to their lower prices, flexible networks that could cover small and medium-sized towns, and the entry of many operators, long-distance bus usage in Germany surged. Within just two years after the deregulation, the number of long-distance bus passengers increased more than fivefold.

In the railways as well, the establishment of the open-access system allowed new rail companies to enter the market. Companies like Italy’s high-speed train “italo” began to operate long-distance express services on the same tracks as the state railway trains. While these new entrants often struggled to expand their share and sometimes withdrew,

The monopoly and profits that Deutsche Bahn had enjoyed from express(InterCity) and high-speed trains were no longer secure. Moreover, several airlines were crisscrossing Germany, offering cheap fares and unique services. Therefore, Deutsche Bahn planned to run the high-speed ICE trains more frequently on finer routes.

In urban areas, instead of stopping only at the largest station in a city, trains began to stop at multiple stations scattered over short distances, also making stops in medium-sized towns to meet detailed demand.

At the same time, development began on new types of vehicles that could balance a new operating policy with mass transportation. This led to the creation of the ‘ICE4’, designed with a different direction in mind.

Although this train is an ICE designed for high-speed mainline operations, its maximum speed is lower than previous ICE Trains, at 250 km/h. With an increase in stopping stations and shorter distances between them, acceleration performance was prioritized over maximum speed.

After all, Germany does not have many sections where high-speed trains can run at their maximum speed. Despite maps suggesting a comprehensive high-speed train network, most sections are operated on conventional lines.

Since there aren’t many sections where trains can run at speeds in the late 200 km/h range, a speed of up to 250 km/h was deemed sufficient.

Later, the maximum speed of some variations was raised to 265 km/h, but this is primarily for delay recovery, and it’s rare for this performance to be fully utilized. Delay recovery… Is that actually happening? Not really.

On the other hand, the ICE4 has been designed to maintain the required travel time within the same range as before, even with an increased number of stops, by enhancing acceleration performance. Although the ICE4 initially operated only on a very limited number of routes within Germany right after its service started in 2017,

its operation times and frequency gradually increased, and now it can be seen in various regions. If it became so easy to ride, I didn’t have to go to such lengths to ride it… Luka, you actually went to a distant city

To ride this ICE4 train when it was still rare, didn’t you? It feels nostalgic. I traveled overnight to ride it! Back then, the routes and trains operated by the ICE4 were extremely limited,

And I had heard that due to malfunctions or crew issues, it could suddenly switch back to conventional operation, so I traveled without sleeping due to anxiety. It ended up being counterproductive because I don’t remember much about it.

Despite me saying that it would become easier to ride on them as Deutsche Bahn had ordered more than 100 sets of ICE4… The ICE4 incorporates efficiency-focused elements in its design, evident throughout various aspects of the train. It continues the tradition of the ICE-T, adopting the Electric Multiple Unit (EMU) configuration,

Which eliminates the need for a separate locomotive, allowing passengers to be seated throughout the entire train from front to back. The train includes a dining car, catering to long-distance travelers.

Some railway enthusiasts watching this video might think, ‘I already know what an Electric Multiple Unit structure is, why such a basic explanation?’ But please keep this in mind as we will delve into more details later. The ICE4 is available in three configurations: 7-car, 12-car, and 13-car sets.

Although all variations share the same interior facilities and structure, only the shorter 7-car version can operate in a double formation. This train features several interesting structural elements. First off… Luka, please calm down. Oh dear, my apologies. She tends to dance when she discovers something interesting about train structures.

Moving on, a significant feature of the ICE4 is its exceptionally long carriages. While previous ICE trains were built with carriages 25 meters in length, the ICE4 extends this to around 29 meters. The reason for this extension is to reduce the number of carriages making up the train,

allowing a traditional 8-car set to be reduced to a 7-car formation for a total length of 200 meters. However, one might wonder if the 4 meters longer carriages could cause issues, like hitting platforms or not being able to navigate curves.

The ICE4 addresses these concerns by slightly narrowing the carriages and innovatively designing the bogies and their positioning. The extended carriages contribute to an increased seating capacity, with the 7-car set accommodating 444 passengers,

The 12-car set 830 passengers, and the 13-car set, the longest in the ICE series, seating up to 918 passengers. However, Japanese railway fans, accustomed to trains like the Tokaido & Sanyo Shinkansen that can carry over 1300 passengers, might feel these capacities are somewhat limited. This is an unavoidable aspect,

As the ICE has a slimmer body and narrower seats per row than the Shinkansen, and it includes a dining car. Even the longest 13-car set has a total length of 374 meters, one car shorter than a 16-car Shinkansen set. Comparing simply by the number of seats,

The 7-car ICE4 does not significantly differ from the 8-car ICE3 set. This is due to an increase in areas where seats cannot be placed, such as between the driver’s cab and the passenger area, where a mechanical room acts as a protective barrier in emergencies,

And the addition of a large bicycle storage area at the rear. Furthermore, there is an increase in luggage storage space compared to previous trains, limiting the addition of more seats. Meanwhile, the dining car is not solely used as a restaurant but is combined with first-class seating to maximize passenger capacity.

Another interesting aspect of this train is its configuration. Like the Shinkansen and its ICE-T siblings, the ICE4 adopts the Electric Multiple Unit (EMU) format, meaning there’s no need for a separate locomotive, as motors are located within the passenger carriages themselves. Indeed, there is no locomotive.

However, strictly speaking, the ICE4 consists of ‘independently operating carriages.’ Approximately half of the carriages in an ICE4 set are non-motorized and are propelled by the motorized carriages. While in standard train sets, non-motorized carriages are considered part of the whole unit, in the ICE4, each carriage is recognized as independent.

So,does this mean the ICE-T sisters also have the same configuration? However, ICE-T and ICE3 series are considered ‘one unit from the first to the last carriage. The reason for such differences lies in the structural design of the trains. Let’s take ICE3 as an example.

This train consists of an 8-car set, with half of the cars being motorized and the other half without motors, similar to ICE4. However, the non-motorized trailer cars in ICE3 play a subtle but crucial role by housing transformers under the floor.

These devices are essential for converting high-voltage electricity from overhead lines to a suitable voltage for the motors and control systems. Thus, while the intermediate trailer cars do not directly drive the train, they are indispensable for the operation of ICE3. Due to the vital equipment carried by these non-motorized cars

And the fact that the cars are not designed to be rearranged individually, ICE3 is recognized as a unified, unit-structured train. In contrast, the newer generation ICE4 has adopted a more flexible design.

Even after a train is completed, its cars can be individually added or removed, allowing for flexible formation adjustments to suit different routes. This change led to both motorized and non-motorized cars being designed as independent units.

During initial test runs, for instance, the 7-car version was tested without the dining car, operating with just 6 cars. While the motorized cars are designed as independent units, they are all intermediate cars. Conversely, specific cars are equipped with a driver’s cab or a pantograph for drawing electricity,

Making it structurally impossible to run the train with only the motorized intermediate cars. However, ICE4 allows for easy rearrangement of its cars. The shortest configuration is a 5-car set, with the possibility of adding or removing cars one by one.

The control system can accommodate up to a 14-car set as its maximum length. Currently, the ICE4 is primarily used on the cross-German route from the northern port city of Hamburg to the southern metropolis of Munich.

It is also being actively deployed on routes to and from the capital, Berlin, and the western industrial cities. Despite initial plans for flexible operations, it seems that the train’s high transport capacity is being utilized more. Well, it’s common for Deutsche Bahn’s concepts and realities to differ significantly!

Even the 13-car “XXL” configuration wasn’t planned initially but was created by adding an extra car to the 12-car version to utilize the reconfiguration feature. Especially during the Christmas holiday rush, the XXL version proved invaluable for mass transport, making its introduction a great decision.

Moreover, the train has started to appear in Germany’s southern neighbors, Switzerland and Austria. A special version equipped with a smaller pantograph was introduced for operations in Switzerland, considering the narrow tunnels. These countries share common electrical systems, signal equipment, and compatible car sizes with Germany,

Allowing ICE4 to operate without significant modifications. The ICE4 had an initial order of 130 sets in 2011, with 45 sets in the 7-car version and 85 sets in the 12-car version. However, as passenger demand exceeded Deutsche Bahn’s forecasts,

The order was revised after production began, reducing the number of 7-car sets in favor of increasing the 12-car sets to 100. Of these, the order for 50 of the 12-car trains was later changed to 13-car sets. Currently, 137 sets have been firmly ordered and are still in production.

The ICE4 is the only group in the ICE series to exceed 100 sets, making it a common sight in German cities. Despite the already large number, Deutsche Bahn had plans to order an additional 80 sets. However, this plan did not materialize as details were refined

And the project took a different direction. Yes, this is typical for Deutsche Bahn. Next time, I’d like to talk about another new type of vehicle(?) added to the ICE fleet. See you in the next video! Goodbye!

今回から新章が始まります。出発地はゆっくり歌激団のホーム？ドイツ。
中部の都市フランクフルトからベルギーの首都ブリュッセルを目指します。
この日は長距離特急を3本乗り継ぐ12時間もの長旅です。
しかも2本目に乗る列車は完全予約制なので、絶対に遅れることは避けたいところ。しかも最近ドイツ鉄道は、ソドー島が平常運転に感じるほどの遅れと混乱、そして運休が多発することから、前日から計画通りに移動できるのか心配でした。
ところがなんと奇跡的が起き、ICEはブリュッセルまで定刻に動きだしたのです。

一安心したところで、本日の列車紹介をしてまいります。今回の動画で特集するのは2017年に登場したICEの新シリーズ「ICE4」です。
この列車が開発されたのは2010年代の初め。当時はドイツの鉄道の周りでいくつもの大きな変化が生じていました。鉄道以外の交通機関の台頭や、乗客が増え続けていて、これまでのICE列車では時代の変化に対応しきれなくなっていたのです。
そこでドイツらしい(？)合理的な考えで、新企画の車両を考案します。
そこには、面白い工夫が隠されています。通り一遍の話題のみですが、楽しんでいただけたら幸いです。

0:00 今回の目的地はイギリス！
1:24 最初に乗る列車はドイツのICE、ブリュッセル行き
2:07 ジェットコースターよりスリリング？ICEの国際線
3:34 ドイツ鉄道が抱える問題
5:03 2017年に登場したICEの新シリーズ「ICE4」
5:40 ドイツの交通機関は大きな変化を迎える
7:57 効率を求めた合理的な構造
10:14 ICE4の特徴
11:23 4メートルも長くなった車体
14:00 列車の構成は電車と「客車」
17:18 ICE4の路線と役割

#ゆっくり解説 #鉄道 #ドイツ #フランス #ドイツ鉄道
#ゆっくり歌激団 #海外旅行 #Frankfurt #intercityexpress
#germany #ice #deutschebahn #highspeedtrain #railwayjourney #railways