Trains of the Brenner Pass

A rainy morning at Brennero on the Austrian-Italian border provides a remarkable diversity of trains and locomotives. Recorded August 2018, in 4K

[@samuelebissoli8279]

Sempre super fantastica spaziale la super linea del brennero

[@nc4tn]

Enjoyed this vid. Thank you!

[@upulpriyanthagunasekara4387]

Nice

[@FSantoro91]

The "RIP" sign means that the signal is a "repeater" (ripetitore, in Italian). From tracks 1 and 2 departing trains see two consecutive starting signals which are at short distance. Therefore, the two RIP signals will never show anything better than red (absolute stop) unless the outer starting signal is showing any clear aspect. In this latter case, the "repeater" signals will repeat the same indication.

[@FSantoro91]

Actually, I am the man at min. 10:55 walking all the way to the head of the train… 😂

[@ctwentysevenj6531]

@@FSantoro91 when say a multi voltage locomotive coming from Italy to Austria. Say the train wants to go none stop. So just before the end of the Italian 3kv DC, the driver lowers the 3kv pantograph, coasts along until he gets to the Austrian 15 kv AC side and raises his 15 kv pantograph. Is there a neutral zone, that is a short length of catenary wire between the 3kv and the 15kv AC that doesn't carry any electric charge?

[@FSantoro91]

@@ctwentysevenj6531 exactly, there is a neutral zone between the two sections.

[@modeltrainsandtracks]

Excellent video, thank you! Quality is excellent, especially for a wet day like that. Fascinating to watch the various movements to exchange freight power, a very interesting location to visit and would be fun to model. Just a note on single ended locos (though it depends how you define a 'loco') - most of the existing European high-speed passenger fleets use semi-permanently coupled, single-ended power units which are technically locos like the Italian one in your photo (e.g. UK Class 91, DB ICE [early ones], SBB class 450, etc. Also TGV, though I think they're permanently coupled). Next generation high-speed passenger trains are designed with distributed power (e.g. DB/Siemens ICE 4 and UK Hitachi IEP and others). Some of the European regional fleets have a separate power unit spliced between passenger cars - e.g. Stadler GTW - this allows one design of passenger car with either diesel or electric power unit and therefore reduces production/maintenance costs. Again we're seeing a shift back to distributed power though.

[@tsaarmartijn]

I like Brenner-Brennero. It is an interessting station. I have only be twice there. Two weeks ago I was in the region, but never amde it to Brenner-Brennero because of the sun that disapered behind the mountains.

[@centralohiorailfan]

That’s sweet!!!! I never really saw non us trains so this is cool!!!

[@HorstHelmutHenßen]

I miss a word from you about the different Elektricity in Italy (DC) and Autrich (AC), so you can see a change of the locomotives at Brennero. Autrich locomotives roll without Pantograph into the station and are pushed back into AC region by italian locomotives. Most locomotives can work under both systems, but the italians want that italian engeniers ride the locomotives down to Trento. Exeptions are the long distance trains, that run through.

[@ctwentysevenj6531]

I assume with a multi voltage locomotive, there is no need to be pushed by a shunting locomotive, if it is moving through the border. Say suppose a Siemens Vectron is travelling from Italy to Austria , of course it will have its 3kv dc pantograph up. I assume just before the "neutral " zone where there is no power, the Vectron will drop its pantograph and coast along the line until it reaches the 15kv AC section the Vectron will raise the 15kv AC pantograph and then continue its journey. I think I am correct that between the two voltages, there is a short length of over head wire that is permanently has no power. To enable to give time for the locomotive driver to change the pantograph.

[@jiovaniloncarevic]

I was wondering what was happening at 9:12, but now I see.

[@ambe5179]

The Taurus 1216 (III) locomotive was designed by Siemens for this purpose, to be compatible with the Italian 3KV, it is not uncommon to see it running on freigh trains in Italia and railjets as far as Bologna. This was completed with the vectron, which also has Austrian and Italian tension, and which allows crossing without changing locomotives As seen in the video, it all depends on the locomotive, the Siemens 1116/1016 series was not compatible with the Italian 3kv, and we see the 1216 lowering the pantograph to go to the Italian tension zone