U-Bahn Nürnberg | Metro | VAG | driverless metro | Nuremberg

U-Bahn Nürnberg | Metro | VAG | driverless metro | Nuremberg
The partly driverless metro system of Nürnberg in Germany
🚊 Tram Cab Rides:
• 🚊 GVB Amsterdam Traml...
🚇 Metro Cab Rides:
• 🚇 GVB R-net Amsterdam ...
Follow me on instagram: @hueydean
Become a member of this channel and support me:
/ @railpublictransport
Buy Rail Public Transport merch!
shop.spreadshi...
Would you like to support me making new videos!?
DONATE: paypal.me/rail...
#railpublictransport

[@SpotterCrazyperson]

Wat een te gek station trouwens 8:38

[@offichannelnurnberg5894]

Why do I even watch this? I just love our subway system I guess.

[@steveroger3669]

Ich liebe meine Heimatstadt 😉

[@matstra01]

Great video, I love this U-Bahn system in Nurnberg, I think such a system should be in each city over 500 000 inhabitants. But now there’s very interesting question for me.. why has Nurnberg “original Ubahnsystem” like this, while other bigger German cities like Düsseldorf, Frankfurt have just “Stadtbahn”, which is not so fast and solid.. can someone explain it to me?

[@valerylegasov86]

Bavaria (in which Nuremberg is located in) is one of the richest states in Germany, and I guess the city itself is also well off too. People often jokingly say that Bavarians have more than enough money to realise such prestige projects while the infradtructure in other states is inadequate or in a bad condition. But I guess the difference can come come from the percentage/amount of money allocated to public transport, where the other big cities settled for a "cheaper" Stadtbahn system.

[@matstra01]

@@valerylegasov86 thanks for the reply, I also thought that it’s because bavaria was/is very rich, the city itself is gorgeous in comparison to other German cities.

[@ilyapetoushkoff8362]

It doesn't mean what the size of a city is. A rational choice of a public transport technology depends on the urban context of an area that is to be served. The important thing is whether multiple destinations and origins are located along a reasonably straight line so as to create a high-demand corridor that would justify a metro. Nuernberg does extremely well in terms of ridership because the combination of dense cores of Nuernberg and Fuerth and reasonably dense station spacing allows for an extremely high coverage within a reasonable walk from stations. This, together with U1 being the most direct and frequent connections between the two cities, provides for extremely high ridership for a reasonably compact system. The metrics for a comparison between systems (if you want to run one on your own) should be passenger per line length and passenger per vehicle-hour. While I cannot instantly bring up the exact values for Nuernberg, it's quite clear that it's doing extremely well for the reasons described above. In terms of logistics, Stadtbahn solution allows you two things: 1. restrain from infrastructure that is completely separated from external world wherever that is not necessary 2. a much easier branching which provides more direct connections at a cost of medium frequency outside the core. As per Vuchic, this is called Right-of-Way B, which means that trains can be running alongside the streets and grade-cross them as regular trams do. A full-scale metro, as a concept, requires a Right-of-Way A, and this may normally be justified when you need trains so long, frequent, and fast that safely mixing them with any other traffic is not possible. Of course, in terms of infrastructure, a full-scale metro is much more expensive than a Stadtbahn. There are not so many cities in the world where such approach would be undoubtedly justified and there isn't a metro system yet. However, besides the logistical aspect, in urban transportation there're also economics and politics involved. This may deliver solutions which are not optimal logistically but ones that were considered optimal politically (and to be precise, this happens all the time everywhere around the world, although to various extents). For instance, the city of Copenhagen wouldn't need a metro system, logistically (by the time they decided to build it they already had abundant network of frequent urban-suburban rail for nearly a century). It would've perfectly been able to succeed with a light rail system like a typical German Stadtbahn. However, instead they selected a full-scale automated metro because this was deemed more preferable politically, as the project was supposed to steer the development of a large new area in Amager, and the developers and their clients would have been happier with a fancier solution. Copenhagen could afford that economically, and so they went for it. Sometimes the political and economical factors result in governmental support towards some kind of solutions or technologies. This may be a critical factor for any project which requires public money be spent on it. I am unaware of the exact reasons why Nuernberg went for a full-scale metro, and some larger German cities went for a Stadtbahn, but if you're looking for those reasons, I hope these examples will help you get the idea where to look for them.

[@matstra01]

@@ilyapetoushkoff8362 thanks a lot for this explanation!

[@user-er8tr9kt8l]

The part in Bavaria where Nürnberg is located is not that rich acutally but therefore projects like a U-Bahn are somewhat political correct for the Bavarian government not regarding the fact that Nürnberg might not be large enough for a U-Bahn and also both Bavarian U-Bahn systems are relatively new compared to other Stadtbahn or U-Bahn systems wich means that although they had to wait a bit longer for it - when they decided to build them the basic post-war economic recover was already done and construction techniques more advanced. Also I think that in this particular time the public was more willing to pay for such projects as after all the violence and hard work they just wanted to have nice things if you consider more recent projects despite even higher welth and better construction tech being much less advanced ...

[@Pimpelmees100]

Mooie overgang van 2 opnemes van een vertrekkende snelle metro tot een snelle arriverende metro 16:22 tot 16:49. Half augustus 2022 gaan wij ook een paar dagen Nürnberg bezichtigen.

[@kiembeni]

We in Vienna would be happy if our subways were so empty.

[@tomaszc2268]

We in Cracow would be happy if we had metro. But it seems we will never have it...

[@SpotterCrazyperson]

This is why I wouldn't mind a driversless metro. The space in the back of the Rotterdam metros is already a lot of fun!

[@SpotterCrazyperson]

Wil zo graag eens een 5300/5400 metro met de achterruit in dienst zien (uiteraard één richting op)

[@Sgmm36]

Leuke video.Mooi die metro's zonder bestuurder👍

[@leopoldtallner5858]

U3 towards "Nordwestring" has some beautiful stations you have to see also from above as ST. Johannis is by far the cleanest districts

[@bernatanerovaalieva9007]

Sehr schön Bro.

[@default902]

I wish my hometown would have a metro or even a tram. I guess buses are enough. Atleast theyre electric

[@Recreatiefietser]

leuke video metro´s zonder bestuurder hebben jullie dat al in amsterdam

[@SpotterCrazyperson]

De nieuwe GVB M7 metro is voorbereid op automatisch rijden, mocht het gebeuren, maar dat zal voorlopig niet het geval zijn. Sowieso moet eerst het huidige oudere materieel uit dienst, en die rijden nog minstens t/m 2027.

[@amiausUSA]

@1:10 It is nice that in Nuremberg, it is not necessary to tap in and tap out with one's fare card, as opposed to the NS stations from Eindhoven to Den Haag, as well as Rotterdam and Delft, which require QR codes to open the fare gates. In any case, RailEurope needs to fix their rail pass apps as I was not able to "create a journey" to make a QR code for the conductor to scan, or maybe I just need a new mobile phone as it's almost five years old at the time of writing. On my last visit to Nuremberg, which was between 22nd and 24th July 2021, I maybe used U2 once or twice, doing the bulk of my rides on the manually operated U1 that has new rolling stock, even newer than the U3 stock. My hotel was close to Plärrer. While I was staying there, the U1 between Hbf and Weisser Stein was going through engineering works, and thus limited its service to single track operation, particularly at Lorenzkirche. I think it has since been completed and is running normally by now. @18:15 the old headquarters of the clothing catalog Quelle at Eberhardshof. I remember from June 1998 when it was still in business. I have not been to Fürth since 14th February 2012. My first visit there was June 1998 when Fürth Hbf was the western terminus. Note, everything from Plärrer to Fürth Hbf was built in the 1980s, Rathaus and Stadthalle were built in the late 1990s, Klinikum and Hardhöhe built in the 2000s, and everything Weisser Turm to Langwasser Süd was built in the 1970s. U2 stations from Röthenbach to Hbf were built in the 1980s, Hbf to the airport built in the 1990s. Ziegelstein to Airport is single tracked, double tracked elsewhere.

[@roemerjonker284]

Is de oude metro nog te rijden

[@dinantakac5738]

No there no old Dt1 Dt2 Train but where taken out service in late summer 2022

[@tyr5119]

Aber ein paar der neuen ubahnen scheinen ja auch wieder Fahrer zu haben, oder? Eventuell, um ein paar jobs zu sichern oder so

[@treinspotterbollenstreek]

Ja, de bestuurders zijn te zien op metrolijn 1, die is met RUBIN (rijautomatiek) (nóg) niet voorzien en blijft niet door de te hoge kosten van modernisering van lijn en ombouw (dit betekent voorziening zowel lijn als metro's met RUBIN, zoals op metrolijnen 2 en 3, en verwijdering van cabines) van de gloednieuwe G1-metrostellen + stelling van DT1's en DT2's uit dienst. De DT3-F's (met bestuurdercabines, maar bij onderhoudsbeurt mogen uit sommige stellen verwijderd zijn) mogen op gehele metronetwerk rijden, met (U1) of zonder (U2 en U3) bestuurder, maar de versie zonder cabines mag alleen op U2 en U3, die zijn met RUBIN voorzien, rijden. Beide volautomatische metrolijnen zijn met perronportjes niet uitgerust i.v.m. mogelijke inzet van andere metrostellen, die mogen tussen elkaar verschillen, bijv. met afstand tussen deuren en deurbredte.

[@nichtmalte2890]

Nur die U2 und U3 haben fahrerlose Züge ... Die U1 war durchgehend mit Fahrern besetzt... Auch die neusten Züge (G1) haben Fahrer ... Problem ist das das Fahrerlose System zu alt ist und nicht mehr im Sortiment ist... Deshalb wird die U1 noch für längere Zeit Fahrerlose bleiben

[@tyr5119]

@@nichtmalte2890 danke für die info!

[@daniel_11]

das Problem ist das die U1 in vielen Bereichen überirdisch fährt wenn jetzt der Sensor erkennt das etwas aufs Gleis gefallen ist zb ein Blatt dann fahren keine U-Bahnen mehr das passiert im Herbst inam Opernhaus manchmal da sie zu einer Seite offen ist

[@nicholasboncardo]

@@treinspotterbollenstreekThe lack of horrible platform gates is what makes this system unique!

[@AlexBS644]

Moin bin aus Nürnberg 🤚🙋‍♂️

[@tyr5119]

Hoffentlich auch bald wieder ohne Maske zu genießen...

[@dscss1]

1:00

[@Mr.A-Wagen]

It's not so nice that the old subway cars DT1 are on the way to be scrapped. Minute 18.00

[@sarafeith7572]

Zzz