Un-electrified bridges: Leeuwarden - Zwolle CABVIEW HOLLAND ICM 22mei 2020

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Cabview Holland stands for image quality. Sorry to film here through a dirty front window. But I'm buffering to cover my vacation. We encounter 4 un-electrified bridges on this route. What you especially have to avoid is that your train comes to a halt there .. In the end, combining (?) in Zwolle. Enjoy!
Cabview Holland staat voor beeldkwaliteit. Sorry dat ik hier door een te vuile frontruit film. Maar ik ben aan het bufferen om mijn vakantie te kunnen overbruggen. We komen op deze route 4 stroomloze bruggen tegen. Wat je vooral moet zien te voorkomen is dat je trein daar tot stilstand komt.. Op het eind nog even combineren in Zwolle. Veel kijkplezier!
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[@mcmave]

Ik kan dit stuk dromen, jarenlang tussen Steenwijk en Leeuwarden (en Steenwijk - Meppel) gependeld. En de stukken zonder bovenleiding zijn episch te noemen. Hoe vaak we daar wel niet stil kwamen te staan, is echt bizar. Of dat de brug bij Grou niet dicht wilde. Mocht je wachten of op busvervoer of tot ze de brug dicht konden krijgen. Het was altijd wel een interessante reis op dit traject.

[@MrPeerum]

zo we zijn er weer,aardig wat werkzaamheden in Zwolle.bedankt weer Mr.Vincent.greetz:Peer.

[@jcb5782]

Het eerste deel van de rit tot Heerenveen is voor mij een bekend stukje. Super om het een keer vanuit dit perspectief te zien!

[@user-ce8zw7ki5s]

Voor de mensen die het filmpje niet helemaal willen bekijken 41:10 😉

[@firestorm9209]

Bedankt voor de tip

[@remcostar]

Dat is slechts 1 van de vele stroomloze bruggen op dit traject

[@CabviewHolland]

Nou die andere 3 nog :-)

[@firestorm9209]

@@CabviewHolland yo

[@mdxggxek1909]

4K Cabview Holland Dutch Railways 8:46 10:11 11:51

[@jonathansmith7400]

8:46

[@jonathansmith7400]

41:10

[@BritishAPT]

Does the pantograph automatically go down via some trigger, or do you have to manually put it down as you go over those bridges?

[@CabviewHolland]

You. But at these bridges this is not required.

[@FirefoxisredExplorerisblueGoog]

Mooi man, ik wist helemaal niet dat er plekken zijn waar de stroomkabels ontbreken. Is ook lastig zien vanuit de passagiers stoel ;).

[@yorickpost3212]

Wel merkbaar in de trein, airco en ventilatie valt dan stil, en meestal heb je ook fractie van een seconde een omschakelmoment (lampen knipperen bijvoorbeeld 1 keer). De apparatuur schakeld dan kort om van netspanning naar batterij voeding.

[@jonathansmith7400]

10:09

[@garydell2023]

kijk graag voor het slapengaan. Ontspannend

[@JASchut]

Dank je, weer een fijne rit.

[@TheDiveO]

What is the meaning of the signal at 2:38? I tried google translate on the Dutch signal book, but the results weren't really explaining it to me; but then the Dutch signal book appears to be a little on the terse side of explanation, too. How to interpret the signals with two horizontal white(?) lights, and what happens if only one is shown (if I remember correctly)?

[@TheMateriaalkunde]

AfaIk these signals warn service crews and drivers that the track beyond is engaged by a train, notably in cases of poor sight. Then the lights flash alternately. Also the lights appear vertically mounted, it seems these flash for any train admitted to that track block, even the one you're in. Horizontally mounted I noticed flashing mainly for oncoming trains. I got this from watching cab rides, not from a signal book... Notably, these signals are no repeaters for a signal at danger that may show up around a corner. Repeaters show as iluminated white bars, horizontal if danger, slant if not. So these are NO direction indicators :-)

[@scotty241991]

It's not for trains as such. It's for workers so that they can see if a train will come around a blind spot like a bridge/corner. They flash when a train is aprroaching.

[@TheDiveO]

@@TheMateriaalkunde reminds me of the Austrian signal repeaters that mimic the semaphore main signal silhouette using two LED band segments.

[@pgchase4578043026]

You can read it here: www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&cad=rja&uact=8&ved=2ahUKEwi70u7_qIXrAhXYVc0KHcvkDrMQFjARegQIBxAB&url=http%3A%2F%2Fgfol1.terailways.com%2Fdownload%2Fsignale_nl_ws1031157867.pdf&usg=AOvVaw0KTu-sVR5PPCTnl5H-9Cul It is a PDF (10 pages). Scroll down to the 9th page. On the top right of that page, it explains "security signals." As others here said, it warns workers of approaching trains in possible blind spots. You can also read here (another PDF). Everything you would ever want to know about Dutch railway signalling: www.saferail.nl/NLW/NLWDOCS/RSV-bijlage04_Seinreglement_geintegreerde%20versie%20per%2001.12.2012.pdf Go to pages 27 & 28 where it explains these and similar-type signals. It's in Dutch, but I highlighted the text and used Google Translate.

[@grove7uk]

@@pgchase4578043026 Many thanks for explaining this. I had long wondered about the signals with two lights horizontally. They obviously weren't for controlling the trains.

[@Wizardess]

Ah - mystery generated. Mystery soled. The train seemed to be moving rather languidly. So finally I decided to figure out how fast it was really going. The first measurement I took was counting off ten catenary poles with a stop watch. Then I used Google Earth to measure the distance for ten catenary supports in that region. That measurement mostly cleared up the reason for the low speed impression. Many other places in Holland have poles 55 meters apart or so. These are 67 meters apart. "Ah," methinks, "no wonder. But still..." I did the arithmetic and got 120 kph, or about 75 MPH, quite close to the road speed. The widely spaced supports just made it seem slow. Yes, past Meppel the poles seem to be closer together, about 64 meters. So the train LOOKS like it is going faster. Add that to the 14 road speed and the apparent speed increase is more than is the real case. I wonder why spacing varies so much. Perhaps it has to do with the traffic on that section of track? Nice ride. Fun tiny mystery, {^_-}

[@CabviewHolland]

Very well! In curves they are closer to one another. You should better count the sleepers ;-)

[@Wizardess]

@@CabviewHolland Well, that faces two problems. The biggest obstacle is the strobe effects between the video frame rate and the rate at which sleepers go below the train. You get what are technically called aliasing effects when talking about sampling theory. (EEK, she is getting technical!)(Er, what did you expect of a silly person who writes software defined radio software, based on sampling theory, to keep herself entertained in her dotage? Hey, it's FAR more entertaining and gratifying than SUDOKU nonsense.) Erm, the other problem is I am too fleeping lazy to try to solve issue one and make speed estimates. But I do use that strobe "aliasing" effect to tell the train is speeding up or slowing down. So I have Google Earth. When it matters to me I find the location on straight runs and measure distance and time it with a stop watch in the video. Bob's my uncle shortly after. (Backstory re trains. My father had model trains. He died when I was young. I'd somehow become fascinated with the people loading and unloading from an American Flyer passenger car he had. I wanted to see it again. The boards were reassembled but not wired. NOBODY in the family wanted to rewire it. Somewhere around 2nd grade I found the instructions, read then, did some wiring, it worked. The high was incredible and I became addicted. Then I wanted to control trains much like they are now on models. I ended up getting an amateur radio license instead of controlling the trains. That led to - all manner of insanity. I don't think I was EVER fully "normal", whatever that means.) {^_-}

[@CabviewHolland]

Wizardess Not normal.. you would have blended in perfectly if you would have chosen to become a train driver ;-)

[@Wizardess]

@@CabviewHolland In the 1960s? Um, ....That was VERY much a boys' club in those days, at least in the US. I'd have had the same trouble with trains I had with radios back in the day. I'd take them apart, figure out how they worked, and rebuild them "better" than before for my needs with parts I had. WW-II surplus radios tended to be somewhat odd in places due to parts shortage based substitutions. (And, after all, I am a WW-II baby. I'm smart. Daddy was a brilliant metallurgist who ran a government lab during the war. I think I picked up "The Knack" (see Dilbert) from him.) {o.o}

[@stephanweinberger]

According to www.openrailwaymap.org the line supports up to 140 kph, so 120-130 seems reasonable for everyday operation :-) For a more accurate measurement I recommend using the mileposts/mileboards. Unfortunately these are quite small in Holland, so hard to spot in the video.

[@theobrattinga500]

Weer een hele mooie video meester !!

[@GNTel313]

Brilliant video. Fascinating how the wires stop on these bridges. I can see the bridge north of Heerenveen and also the one north of Akkrum ... but where are the locations of the other 2 un electrified bridges ??

[@CabviewHolland]

Poeh... Didn't you watch the entire movie? ;-)

[@GNTel313]

@@CabviewHolland :-)) guess I must have missed them. That's why I'm not a train driver !!

[@Hitchhiker3000]

love your videos, just noticed you questioned a word you used in english "We encounter 4 electroless (?) bridges" that would be better said "We encounter 4 un-electrified bridges" hope that helps, keep up the brilliant videos :D

[@Hitchhiker3000]

oh and a nice word that would fit instead of "combining (?)" would be "culminating"

[@CabviewHolland]

Thanks for the tip, I changed the title. But, culminating a train??

[@jamesparson]

@@CabviewHolland I am from the US of A and I think combining is a better. "Culminating" is typically used for business negotiations. There were months of working on the details of a business contract with unions, government, and 3rd party vendors. All this work paid off with the culmination of a deal. "Combining" is used for physical items. One track came from the east, another came from the southeast. They combined into single main line.

[@bw4t]

@@CabviewHolland "Combining" is het juiste word. Twee treinstellen zijn gecombineerd (gekoppeld) als één - combined into one. (Ik woon in de VS, Nederlandse moeder/Amerikaanse vader.) Misschien zou "coupling with another train in Zwolle" een beetje meer duidelijk zijn voor Engelse/Amerikaanse bekijkers. :)

[@Hitchhiker3000]

@@CabviewHolland i think i mistook the context you used it in..... sorry.....

[@SFrederikus]

On the left side you see the motorway 32, Leeuwarden-Meppel. :)

[@Hussam-v1t]

Relaxing video

[@garydell2023]

ik bekijk de volledige video. Danke je

[@user-ce8zw7ki5s]

Mooie rit meester! 👍😄

[@colanitower]

Het lijkt net of het frontsein als een soort ronde muil de rails opslokt. Of dat het spoor in het voorbijgaan ook even gezogen wordt. Moet ook gebeuren 😉

[@25musicmaker]

Mooie rit meester.👍

[@yvondufour9366]

Bonjour très bien la vidéo dommage on na pas la vitesse des train qui roule merci

[@CabviewHolland]

Merci. Pour voir la vitesse, voyez mon chaîne Train Driver’s POV. Links dans la description de ce video.

[@Gaming4LifeDE]

Why is the max speed so low for the trains and tracks? the track looks like it could easily handle 200-250 kph

[@CabviewHolland]

Not on 1500kV..

[@user-uw8ct3rm2k]

@@CabviewHolland 1500kV thats a lot I think you mean 1.5kV

[@CabviewHolland]

@@user-uw8ct3rm2k Ah of course :-)

[@ainpara5818]

what? i dont understand how it work this.

[@MrPeerum]

aan die windmolens te zien was het een winderig ritje,kon je ook wel horen.valt mij mee dat de bovenleiding draden stevig gespannen zijn,geen geslinger.

[@Janszler]

Vraag: om zo'n brug te passeren, moet de machinist dan de pantograaf naar beneden halen? Of is dit niet nodig? (misschien wordt dit al ergens in de video behandelt, maar ik heb niet alles bekeken..)

[@CabviewHolland]

Nee dat hoeft niet.

[@yorickpost3212]

Dit is voor Nederlands materieel niet nodig, de stroomafnemers hebben uiterste positie stopnok zitten. Bij de oude Benelux met HLE11 Loc was dit niet het geval, wat nog wel is een resulteerde in een gesneuvelde stroomafnemer. Machinist hoeft alleen de tractiestroom uit te schakelen of afhankelijk van het materieel ook de snelschakelaar bedienen. Dit word aangegeven met een blauw vierkant bord met een onderbroken U er op. Na de brug volgt een reeks borden met een Gesloten U met ernaast de baklengte. Nog een leuk weetje: Met sommige typen materieel, zoals bijvoorbeeld DD-AR, blijft de snelschakelaar instaan als je lichte remming inzet. Bruggen waarbij de stroomafnemer neer moet ken ik zo snel niet, dit is wel altijd het geval bij spanningsluizen.

[@barthiddema3594]

ik zie geen stroomtoevoer in de bovenleiding tussen twee bruggen bij Grou en Akkrum. Hoe komt dat stuk bovenleiding aan stroom?

[@Wizardess]

This is an interesting issue. There is a parallel power line along with the contact and catenary wires. There are transformers you can spot along side the railway if you look for them, the small sort are on the meter by meter scale and the larger sort occupy a building along side the track typically with a lot of graffiti on them. The parallel power wire to the rest of the system does not look materially larger than the one used by the pantograph. The pantograph wire must be steel and the parallel one copper for that to make much difference. It is one of the design mysteries of these systems I've not found well discussed on the web. (To be honest I've not obsessed about it enough to go looking.) {o.o}

[@CabviewHolland]

Daar is helemaal geen bovenleiding. Bedoel je bij Leeuwarde n misschien?

[@michaelXXLF]

"What you especially have to avoid is that your train comes to a halt there" Should it happen, you simply ask all the passengers to get out and give a push. 😆 Or what would be the solution on the book?

[@AlexandruLipan]

IIRC, these trains moves thanks to a push-pull configuration. If one of the motor units are on the bridge, the other one is a failsafe.

[@michaelXXLF]

@@AlexandruLipan They are EMUs, so engines are spread out over the whole train iirc. If they have two pantographs, no problem. Not all EMUs have two pantographs though ...

[@CabviewHolland]

Hope that there is a slope and the train will roll slowly across. Those fantastic new software trains cannot roll and an extra train set will have to be sent to pull the stuck train away.

[@PieterCusters1983]

When he crosses the electroless bridge.. is the power in the train still available?

[@arfanvlk9351]

all trains have batteries but traction is off when crossing a bridge with no overhead wires

[@Kromaatikse]

From the train's point of view it would be like crossing a "gap" in a third-rail system. Traction power is of course lost, and the "hotel" systems will quickly "shed load" by turning off things like air conditioning. Lights, toilets and air systems would still be powered by batteries; these are capable of keeping things in the train comfortable for a couple of hours in case of stranding due to a power failure. Rather more importantly, because there is a physical gap in the overhead wire, the pantograph has to be physically lowered to cross it. There must be a special transponder on the track somewhere which controls this, and only trains which can understand that transponder (or which don't have pantographs) can use that line.

[@arfanvlk9351]

@@Kromaatikse the trains in the netherlands have something called a "nok "(or something like that) that makes them able to cross certain not all bridges with the pantograph raised but this system has to be disabled if the train crosses the border into Belgium or germany And with third rail system in our country even when there is a gap the are multiple connectors like one on each truck or bogie (which one you call it) on each side so the subway never loses power unless the gap is bigger than the subway

[@Cabbage_Soup120]

@@Kromaatikse The pantographs of Dutch trains actually don't lower when crossing these bridges. All Dutch trains have a thing called a "stuit" build into the pantograph which prevents it from raising to high when power lines stop. At the other end of the bridge there are guiding rods which press the pantograph back under the power lines. Also most trains have a way to keep all their high power systems going while there is no power from the power lines. If the train has the ability to ED brake (brake using the traction engines), we will brake very slightly. This turns the engines into power generators essentially and we use this power to keep all onboard systems going including AC. The train in this video however does not have the ability to ED brake and will lose power to all high voltage systems onboard.

[@Kromaatikse]

@@arfanvlk9351 Third rail is more common in the UK. The front and rear coaches on EMUs both have shoes which are electrically tied together, so "section gaps" dividing power supply zones have to be longer than any such unit (usually 4 cars, 80m). A train running into one of those under full power makes a spectacular arc flash. The Tube has a different system in which there are no lighting batteries and the shoes are not tied together, and the lighting in the train has half the lamps powered from one set of shoes and half from the other - in some of the older Tube trains, you get briefly left in pitch darkness when passing certain junctions which "gap" both sets of shoes at once. Meanwhile, the 25kV AC system has regularly spaced "neutral sections" dividing areas that are powered from different phases of the National Grid (to spread the railway's load evenly between them). Electrically speaking, passing those is very similar to crossing those bridges. However, there is no physical discontinuity in the cable, only a short section of unpowered wire with an insulator at each end (it prevents an arc being drawn between the two phases by the passing train).

[@tonywallow964]

😊

[@gianyd1886]

Hoe werkt dat dan? Moet je de pantograaf even naar beneden doen dan?

[@CabviewHolland]

Nee bij de meeste bruggen hoeft dat niet. De bovenleiding loopt omhoog voor ie ophoudt zodat de stroomafnemer aan de overkant weer zachtjes omlaag wordt gedrukt.

[@AG-ex6jc]

4K Cabview Holland Dutch Railways Tussen Leiden Centraal en De Vink doen ze de pantograaf wel naar beneden als ze over die brug rijden. Waarom daar wel? Alvast bedankt voor het antwoorden en leuke video weer 😃

[@CabviewHolland]

@@AG-ex6jc Dat hoeft daar niet. De laatste brug waar ik een panto moest laten zakken was bij Alphen ad Rijn, maar dat hoeft tegenwoordig ook daar niet meer.

[@AG-ex6jc]

4K Cabview Holland Dutch Railways Oke dan is dat veranderd. Ik reed vroeger vaak op dat traject vandaar.

[@waeller.rescue]

😎👍

[@MrPeerum]

dat ging maar net goed met die ooievaar rechts.39:00

[@iElia]

Is de opleiding moeilijk?

[@CabviewHolland]

Hangt ervan af of je slim bent :-) In principe kun je alles leren natuurlijk. Maar de toelatingskeuringen zijn lastig.

[@sal3060]

Koplopper!

[@MrPeerum]

het kijkt het mooist hier als ik 30cm van mijn 77cm 4K scherm zit.net of je in de cabine zit.ik begin absoluut niet aan een treinsimulator.allegaar onecht.nep dus.

[@gerrynewnham9932]

Perhaps use "unwired" rather than "electroless"? ("We encountered 4 unwired bridges on this route." would be good English.) See www.dictionary.com/browse/unwired

[@jonathansmith7400]

11:51

[@scottdd2]

Thanks.

[@EdgyNumber1]

Do you have to manually drop the pantograph or is that action taken by track side transponders?

[@CabviewHolland]

No, panto stays up.