What would YOU do at an unelectrified railway bridge? Zwolle - Leeuwarden SNG 9000 10/8/2022

In this video I challenge you to answer four questions to test your rail knowledge. I ride the local train from Zwolle to Leeuwarden and on the way we come across four movable railway bridges without overhead wires. With every bridge I ask a question, and I am very curious if you can give a good answer in the comments. If you like this, let me know, maybe I'll do something like this again. Good luck, and have fun watching!
Buy me a cookie: www.paypal.com...
In deze video daag ik je uit om vier vragen te beantwoorden om je spoorkennis te testen. Ik rijd de stoptrein van Zwolle naar Leeuwarden en onderweg komen we vier beweegbare spoorbruggen zonder bovenleiding tegen. Bij elke brug stel ik een vraag, en ik ben heel benieuwd of jullie er een goed antwoord op kunnen geven in de comments. Als jullie dit leuk vinden, laat dat dan ook weten, misschien doe ik zoiets dan nog eens. Veel succes, en veel kijkplezier!
Watch more train cabview movies at my channels:
CABVIEW HERITAGE
tinyurl.com/ca...
TRAIN DRIVER'S POV
tinyurl.com/tr...
HYPERLAPSE HOLLAND
tinyurl.com/hy...
TRAINS IN HOLLAND
tinyurl.com/tr...
24TRAINS
24trains.tv
INSTAGRAM:
/ cabviewholland
All my videos are copyrighted. Contact me for more information.
About the speedometer: the on screen speed data is GPS based and can be very inaccurate. It might indicate a different speed than the actual speed.
About privacy: If you recognize yourself in this video and you do not like that, please contact me directly.
Song: Joakim Karud - Great Days
Music provided by BreakingCopyright: • [Non Copyrighted Music...
#cabview #cabinerit #cabride #ns #trains #machinist #traindriver #führerstandsmitfahrt

[@RTWest-kn5fr]

Bridge 1. The operator, at his or her discretion, should activate the emergency train locator beacon in case the train runs out of theoretical electrons and stops in the middle of the bridge. He or she should also lock up his or her lunch so that it does not get stolen when everything goes dark. Bridge 2. This bridge is in itself a trick question as the HVAC system is automatically activated and powered by 4 AAA batteries (never lithium batteries are currently being installed, more reliable). However, the driver must grab his or her right ear lobe while shifting his or her weight in the driver's chair rapidly to the left to show the HVAC 'ready' light (green) is operational before continuing. Bridge 3. Not entirely understood by modern science and current reality paradigm theory, the driver's biggest fear is that lack of local electrical and magnetic field strength might somehow launch the train into another dimension. It's anyone's guess at that point what will happen to the driver, train and passengers. Bridge 4. This is where the outstanding Cabview Holland Dutch Railways operator really earns his or her pay. The more qualified driver will have already developed his or her conscious meditative interface with the Zero Point Energy aetheric field, put the Index finger and thumb into the electrical connection provided and no loss of electricity will be experienced. Fingers should be dry and fingernails properly trimmed to standards covered in the training manual. Gracias por tu video, Señor Cabview. Maybe True/False or Multiple Choice answers for the next one, Boss. This video, although enjoyable, was kinda labor intensive for this viewer. It was only 5 a.m. here when I saw today's post. Too much typing. RT sends... Colonia Centro Historico, Puebla, México.

[@CabviewHolland]

You are the only person that has all the answers right :-)

[@mavadelo]

You had me in the first half (of bridge 1)... not gonna lie. You win the internet today Sir.

[@baassbooster]

🤣

[@bwrtek3239]

Your answers are perfect, but have you heard of the singular pronoun they? It can be used instead of the phrase „he or she” and it definitely sounds better.

[@CabviewHolland]

@@bwrtek3239 Me? Where?

[@railwriter6634]

You do not have to do anything with the pantograph. The wires rise up before the bridge so that the pantograph reaches its maximum height before losing contact prior to the gap. The same on the other side. The wires are above the maximum height of the pantograph and then go down slowly so that the pantograph gradually makes contact again. You do, however, have to cut the main power switch prior to the pantograph losing contact and not turn it back on again until after the pantograph has regained contact (as shown by the lineside signs). This avoids arcing at the points that the pantograph loses and then regains contact.

[@CabviewHolland]

Right

[@dasy2k1]

How does that work with the overheight pantograph auto dropper system that I thought was a requirement by the UIC? I know If any pantograph here rises beyond a determined set limit it opens a valve in the air cylinder and drops it automatically

[@Bilal-fi9ev]

@@dasy2k1 exactly

[@beyondmiddleagedman7240]

The ADD system would prevent this from working. As the pan hits full extension, it will trip the spring and fall. This requires a manual reset on the roof. TWC should lower the pan and then raise it on the other side. Set propulsion to coast and glide through. (How we do it on our little electric railroad.)

[@railwriter6634]

@@beyondmiddleagedman7240 I am by no means an expert on railways in the Netherlands. However, my original statement was in turn based on what I have seen those who do work for NS -- like the owner of this channel -- state. It is my understanding that the NS trains that operate on lines that have bridges without wires DO have pantographs that are limited in how high they can rise. Only trains so equipped are permitted on these lines. And, these trains are limited to operation in the Netherlands.

[@trainzguy2472]

19:30 Q1. Immediately before the bridge, turn off the power connection to the pantograph but leave it up (so you don't cause a massive arc on the other side). You're going fast enough that there wouldn't be any time to raise and lower the pantograph at speed. If the catenary is designed properly it should allow the pantograph to rise to its full height, and then the wire on the other side starts high up and pushes it back down to the normal level. Then you switch the power back on and keep going. 44:30 Q2. If the train is long and made up of multiple power units, nothing. There will always be at least one pantograph touching the wire to power the onboard systems. If it's locomotive hauled, apply the dynamic brakes to regenerate electricity for the lights and AC. You have to be going fast for it to work, though. Also, if it's a really short gap, you could just do nothing and let the lights flicker for a split second, no one will notice! 47:54 Q3. Approaching too slowly, and as a result, running out of momentum and getting stuck in the middle! also, I can hear you doing the regenerative braking on this one, since it's a much longer span. 49:37 Q4. See if you can release the brakes and use gravity to roll to the nearest section of wire. This probably won't work though so you need to call for help.

[@CabviewHolland]

:-) In a multiple train set high voltage is not connected, so each train set's aircon will stop. You do not need to go fast or brake much to get enough power from the regenerative brakes for all systems to keep running.

[@SuperfluousIndividual]

Fellow people who found the video through the recommended, here's the stamps for what you're looking for: Bridge/Question 1 - 19:29 Bridge/Question 2 - 44:29 Bridge/Question 3 - 47:52 Bridge/Question 4 - 49:36 Have fun trying to find the answers.

[@Kromaatikse]

My answers: 1: Put the throttle to idle, to minimise the current drawn through the pantograph when it breaks (and re-makes) contact with the wire. The blue diamond signs show when to do this, and when it's permitted to re-apply power for different lengths of train (ie. last pantograph back in contact). 2: Applying the brakes very slightly regenerates power from the motors into the "DC link", from which the auxiliary systems as well as the traction is powered. It's much more obvious that you do this at the third bridge! 3: Being "gapped", ie. stopped with no power pickup energised. Or that the restraint on the pantograph height breaks, so it gets caught on the far ramp. 4: First thing to try is the other pantograph - a FLiRT unit has two, one on each driving-motor vehicle. There'll also be pantographs on any additional units in the train (but today you're driving a single 3-car unit). It is quite likely that at least one pantograph can make contact and drive the train.

[@ItsMeMars]

Hea driving a SNG though and not a 3 car Flirt 😁

[@CabviewHolland]

Yes :-) At 4 I would try to release the brakes and see if the trains rolls under the wire.

[@Kromaatikse]

@@CabviewHolland Not exactly the most obvious solution in NL, in particular. In other countries there is more chance of having a gradient to work with.

[@CabviewHolland]

@@Kromaatikse At most bridges there is a slope.

[@losttownstreet3409]

Sometimes at the boarder of austria and germany there are trains without power. I don't know what to do first but it's a good idea to let the people at the switch yard know that you need a push. As the tracks a already in use it's a complex procedure to allow 2 trains on the same tracks. Many trains here have fast connection of another train. The driving train must come to a complete stop and then drives into the standing train and the train coupling engages. Maybe even the passengers might push the train www.augsburger-allgemeine.de/img/video/crop28903437/1489426310-cv16_9-w940-owebp/Oberbayern-Fahrgaeste-muessen-Zug-anschieben?t=.jpg

[@Froggie24546]

Further to my previous comment some trains can pass the gap in the wires with pantograph raised . There is a special device that stops the pantograph bouncing upwards when wire contact is lost and reconnecting at the same level on the other side of the bridge . International trains sometimes have to lower their pantigraohs !

[@josepherhardt164]

Q1: You withdraw the pantograph from the overhead line. Reconnect after crossing the bridge either by raising it again, OR perhaps coming to a stop before raising it and continuing. (This is my attempt at a serious answer. Much depends on whether the pan automatically adjusts upward in an attempt to maintain a steady pressure against the power line. Post-travel note: I had assumed the bridges and gaps would be of significant length. For such short gaps, I don't know that anything is needed, though if there are electrical reasons not to supply power over a trestle, it would make sense to have a nonconducting cable to keep the pan compression steady.) Q2: Hit the button that automatically lowers all the windows. This is particularly effective during a rainstorm. Q3: That you have sufficient battery backup during the final level of Mario Brothers. Q4: Call AAA and hope your membership is up-to-date. OR: Have all the passengers plug their phones into the cabin outlets and have them press the button next to the outlet that says, "Reverse."

[@CabviewHolland]

:-)

[@luisalthaus7249]

Don't forget to bring a long extension cord just in case.

[@alexosborne5629]

My four answers are:- 1. Panic 2. Push the train 3. Ask the conductor and passengers to help push the train 4. Go home.... Maybe not the right answers!!! 🤔🤣🤦‍♂️

[@FrederiqueValerio]

haha xD😁🤣

[@riffhard7605]

OMG! Too funny. Thanks for making me laugh.

[@CabviewHolland]

:-)

[@albertcarello619]

Alex Osborne: I sure wonder if the trains main lights go dark while emergency battery lighting comes on.

[@sethanix3969]

Before reading the comments I wondered why I only see the signs for MCB off and MCB on - the raising catenary is an ingenious solution I never saw before this video. Cudos! Then on the other hand, most European trains would still have to lower their pantho, as there are no gaps of this kind in most other countries. Most modern trains would trigger a pantho warning if it raises to high, paired with an emergency lowering and sometimes even lockout of the pantho. On the other hand I have stomach aches when you say that the lighting "automatically" switches over. It is the kind of "automatic" like the headlights in your car stay on, when you turn of your engine. The "low" voltage DC circuit (commonly 110V, but depends on manufacturer) is always connected to the batteries - The question is wheter the current converter (you guys run on DC catenaries, right? so no rectifier.) is loading the batteries or not. Commonly batteries are designed to keep a train in full operation (except traction power of course) for at least 30 minutes. Using the ED-brakes to keep the ventilation/AC running is a nice trick I haven't seen before. A nice feature that is pretty uncommon across Europe, too...

[@dasy2k1]

I diddn't release it was even permitted to have a pantograph without an emergency dropping device that activates on an overheight trip! But then again insulted pantograph horns are only just being accepted as possible here and are still very much at a trial phase

[@georgjrgensen8507]

Een poging: 1. Tractiestroomregelaar op 0 zetten. 2. Overschakelen op accuvoeding (indien niet automatisch); 3. Stil komen te staan zonder dat de pantograaf de rijdraad raakt. 4. Deze pantograaf neer, en de andere omhoog, hopend dat die wel de rijdraad raakt.

[@CabviewHolland]

Bijna goed :-) 2 ed-remmen houdt de snelschakelaar in 4 remmen lossen en weer onder de draad rollen

[@CaperGirl42]

What breath taking scenery! I enjoyed it immensely,! Subscribed!

[@CabviewHolland]

Welcome, thanks!

[@mrtnsnp]

1. Stroomafnemer naar beneden voor de brug, en weer naar boven na de brug (zoals aangegeven op de borden langs het spoor). 2. Overschakelen op accu's? 3. Stilvallen op het deel zonder bovenleiding. 4. kijken of de andere stroomafnemer van het treinstel nog wel onder de draad staat?

[@CabviewHolland]

1 tractie uitschakelen 2 ventilatie draait niet op de batterijen. De truuk is een beetje ed-remmen 3 juist! 4 eerst de remmen lossen en kijken of de trein gaat rollen

[@wilcovanwinden6581]

En wat betreft de vragen: 1: Het anti-collision light aan zetten. 2: Temperatuur in de passagiersruimte op maximaal zetten zodat de motoren hun hitte kwijt kunnen. 3: Dat de brug open staat 4: Even naar huis bellen dat het later wordt.

[@theonl1128]

🤣

[@CabviewHolland]

:-)

[@AlwaysRM_]

1. stroom schakelaar uit 2. pantograaf naar beneden. 3. overschakelen naar 25kv wisselstroom. 4. ontdekken dat we met de *S*NG rijden en niet de *IC*NG. (dus we kunnen niet op 25kw rijden) 5. pantograaf maar weer omhoog zodra het van het bordje mag. 6. stroom schakelaar aan. 7. hopen dat er nog steeds 1.5kw gelijkstroom op de draad zit. optioneel: stranden op de brug.

[@CabviewHolland]

Wat mij betreft ben je aangenomen ;-)

[@schwarzalben88]

Lower Pantograph and coast over the unnelectrified section I would think.I assume there is a line side indication as to where to lower the Pantograph. I would also assume that the signal controlling access to the section is well in advance of it. I would think the drivers biggest fear is not lowering the pantograph and therefore ripping it off or not having enough momentum to get through the unelectrified section. I would assume that the trains have batteries therefore to maintain train supply one would switch to the batteries.

[@CabviewHolland]

1 Turn of tractive power, no need to lower pantograph 2 Low voltage systems like lighting switch automatically to batteries. You can use the ed-brakes to generate enough power to keep the high voltage part running like ventilation 3 coming to a halt with the pantograph in the unelectrified part 4 release brakes and see if the train starts to roll

[@romainolaya1295]

​@@CabviewHolland What happens if you stop completely in the non-electrified part?

[@papaquonis]

@@romainolaya1295 I would assume you need the help of another train to pull you back to the electrified part.

[@CabviewHolland]

@@romainolaya1295 Question 4's answer: release brakes and see if the train starts to roll

[@davidredmayne7269]

1. Close power handle - possibly lower the pantograph 2. Switch to battery? 3. Performing an emergency stop resulting in a stall 4. Call control and ask for assistance from another loco.

[@CabviewHolland]

1 Turn of tractive power, no need to lower pantograph 2 Low voltage systems like lighting switch automatically to batteries. You can use the ed-brakes to generate enough power to keep the high voltage part running like ventilation 3 coming to a halt with the pantograph in the unelectrified part 4 release brakes and see if the train starts to roll

[@BjornVerzijlbergh]

1. Switch of Tractive power, reverser in neutral, lower panto's before the gap. 2. Switch to backup/battery power. (Maybe even use a little regenerative breaking?) 3. Forgetting to, or being unable to, lower the Panto's (in time) and getting caught on the catenary wire on the other side. Ripping the catenary down, or worse... 4. Raising the other pantograph on the other side of the train, most trains have two (one on each end) and most likely there is at least one of them able to touch the catenary on either end.

[@CabviewHolland]

1 Turn of tractive power, no need to lower pantograph 2 Low voltage systems like lighting switch automatically to batteries. You can use the ed-brakes to generate enough power to keep the high voltage part running like ventilation 3 coming to a halt with the pantograph in the unelectrified part 4 release brakes and see if the train starts to roll

[@JacobBax]

@@CabviewHolland If not, get the passengers out and let them push?

[@CFRTrainSpotter]

Corrections: 1. theres no need to move the reverser back into neutral, its too much of a hassle, and i think in some trains it will actually either mess around with the computer systems, or at worst, command an emergency brake application. i dont know exactly however. 4. some of these gaps in the catenary are longer than a locomotive. what if you were in a locomotive and suddenly stopped right there, by (lack of) luck? lifting the other pantograph will not help at all. maybe it might work if there are two-three trainsets coupled (such as Koplopers for instance).

[@The-Cat]

@@CFRTrainSpotter correction of corections... 1. ... HA-HA made you click "read more"

[@CFRTrainSpotter]

@@The-Cat nice try, but i've already read all of it thru my notifications box ;)

[@richardperry5538]

Pan down if no wire which expect there would be or shut off power controller through neutral section and then take power after when back under electric wires.

[@kasperseverijnse]

1. Tractie uitschakelen 2. Stroomafnemer neer voor de brug 3. eerst even naar de overkant rollen en goed op de borden letten dat de stroomstroomafnemer (s) weer onder de draad zijn 4. Stroomafnemer weer op

[@The-Cat]

Klein correctie op punt nummer 3 ¯\_(ツ)_/¯ error 404: correction not found ¯\_(ツ)_/¯

[@johannesd9639]

1. Tractie neutraal 2. Bij een aantal treinen helpt remmen 3. Op de brug stil blijven staan 4. Kijken of andere stroomafnemer wel onder de draad staat en zo ja, die dan gebruiken in overleg en dan in de meest praktische richting rijden.

[@CabviewHolland]

Goed! Bij 4 zou ik eerst kijken of de trein weer onder de draad rolt wanneer de remmen gelost zijn.

[@JacobBax]

@@CabviewHolland Dat gebeurt alleen op een helling neem ik aan.

[@jasonclaes787]

Brug 1: enkel de stroomschakelaar uitzetten voor de brug en na de brug de stroomschakelaar terug aanzetten na het eerste bakbord 4. Brug 2: net hetzelfde als brug 1

[@DB-47]

1. If this "smiley" has same meaning as in Czech signaling for electric operation, then you are supposed to turn off traction and auxiliary devices (fans, compressors, train heating, etc.) to prevent pulling electric arc from catenary end and preventing damage. If I am not mistaken, Dutch locomotives have limit how much can pantograph go upwards, if this is not the case, you have to lower pantograph otherwise pantograph right after losing contact will raise up to its maximum height and it will hit second end of unelectrified section resulting into destroying pantograph and causing damage to OHL. 2. Some EMUs and locomotives like for example Siemens Vectron and Czech class 363.5 have generatoric mode in which is applied small braking force which creates enough electricity for powering auxiliary devices and train heating. I observe similar thing on our trams and metro when drivers pass section insulator while using regenerative braking, auxiliary devices keep running and the only thing you notice is braking resistor regulator hissing where surplus energy is burned. 3. Getting STOP signal right before the unelectrified section and / or slippery track so you do not get enough speed to pass it without getting stuck there. 4. On EMU probably try to raise second pantograph and lower the one not in contact with OHL, then continue in journey. However if you have single locomotive having both pantographs without contact then there is no other option to call diesel / battery locomotive to push or pull stranded electric EMU / loco out of unelectrified section.

[@CabviewHolland]

Right :-) 3 no matter how, getting stuck is the biggest fear 4 I would loosen the brakes first and see if the train starts to roll

[@peteacher52]

In general, lower pantograph, (if longer bridge) disengage regen brakes and if longer still, engage on-board reserve batteries to complete crossing at lower speed. Drivers are so familiar with the route that they will know instinctively which of the above - if any - need apply.

[@Locomotor1979]

iff you know its comming put the loco on neutral and lower pantgraphs wait until you compleetly passed it up the pantograph again put the train back in forward possition and keep on driving

[@Peppiepro]

1. Tractiestroom uitschakelen. Bij het inschakelbord [4] mag je tractiestroom weer inschakelen. 2. Stoppen met tractie geven is al genoeg, de airco zal niet uitgaan. 3. Dat het mechanisme dat de stroomafnemer op dezelfde hoogte houdt ermee stopt, en dat je je stroomafnemer verliest. 4. Treindienstleider / Mbn bellen.

[@CabviewHolland]

1 klopt 2 airco draait op hoogspanning en valt uit. Door een beetje ed-rem te doen wordt er genoeg stroom geleverd om alles te laten draaien. 3 ook maar daar kun je als mcn niets aan doen... sti komen te staan onder het stroomloze gedeelte wel 4 remmen los en kijken of de trein weer onder de draad rolt

[@joostjansen4294]

Ik zou als eerste de pantograaf iets naar beneden trekken en tegelijk de motor elektrisch ontkoppelen. (Een motor in beweging die geen stroom krijgt wordt meteen een generator en zuigt dan energie uit het systeem.) De momentum van de trein zou dan voldoende moeten zijn om hem over de brug te krijgen. Daarna de pantograaf weer omhoog en zodra er spanning is de motor weer laten werken. De trein accu's zouden voldoende energie moeten hebben voor de rest van de trein.

[@WimBroerse]

1: Tractie uitschakelen en bij 104.5 weer inschakelen. 2: Ik denk geen truc. De tijdspanne is te kort om over te schakelen op accu's. 3: Dat de trein tot stilstand komt terwijl er geen pantograaf onder de draad staat. 4: De TDL kennisgeven zodat deze maatregelen kan nemen (Overig verkeer kennisgeven/hulptrein e.d.)

[@CabviewHolland]

1 klopt 2 door een beetje ed-rem te gebruiken valt de snelschakelaar niet uit en blijft de luchtverversing draaien 4 eerst remmen lossen en kijken of de trein weer onder de draad rolt

[@jacquesguay1125]

Biggest fear? Not paying electric bill? I have no idea.

[@CabviewHolland]

:-)

[@thbe51]

1. Set traction current to zero. (To prevent sparking) 2. No idea! It must be seconds depending on speed of the train. Does it matter? Can these things be run on batteries? Including lights.....? 3. Someone do a emergency breake and the train manage to stop on the bridge in the gap. Can the train be driven on batteries? 4. Refering to above.... Try to run on batteries. With a little luck release the breakes and hope for the best. Otherwise wait for help or wait for the next train to push you over.

[@thomasgabler3476]

1. Cut main curcuit breaker. Pantograph stays raised since dutch pantographs have height restrictors. 2. Since you are speaking of a trick: A bit of regenerative braking? 3. Your biggest fear ist to stop the train with the pantograph in the unelectrified section (see 4). 4. When there ist a downward gradient: Release brakes. Otherwise: Call for help

[@CabviewHolland]

1: switch off traction power is enough, other answers right :-)

[@Froggie24546]

No overhead contact within the gap of entry and departure from the bridge , one might say shut off power lower your pantograph coast over the river and raise it after clearing the gab in the overhead catenary return power to the train motors

[@siembosgra5325]

1. Tractie uitschakelen 2. Ietsjes remmen 3. Tot stilstand komen met de stroomafnemer onder het stroomloze deel 4. De stroomafnemer omschakelen Ben benieuwd of alles goed is zo!

[@CabviewHolland]

Bijna :-) Punt 4: Een goede machinist is een luie machinist. Eerst remmen lossen en kijken of je weer onder de draad rolt voor je de stroomafnemer gaat omschakelen, wat in veel treinen een hoop gedoe is.

[@siembosgra5325]

@@CabviewHolland Haha, dat is een goeie ja! Die ga ik zeker onthouden. Ik ben momenteel zelf in opleiding tot machinist in Amersfoort. Trouwens, als je nou net de pech hebt dat je achteruit rolt, mag dat dan wel?

[@CabviewHolland]

@@siembosgra5325 Ah, leuk! Dat is een leuke vraag voor je eerstvolgende theorieles :-) Als de trein naar achteren zou rollen, zou ik in overleg met de treindienstleider de trein ombouwen en vanuit die cabine verder rollen, en een stukje terugrijden om een aanloop te nemen.

[@siembosgra5325]

@@CabviewHolland Tja, zo makkelijk is dat eigenlijk ook wel weer op te lossen. Beetje creatief nadenken soms :)

[@ridefast0]

Netherlands is well known for its many steep sections of rack-and-pinion track - it will be a very complex procedure to coordinate the entry and exit from the rack with the raising and lowering of pantographs and the opening and closing of swing-bridges. Passengers might find it less convenient to walk.

[@CabviewHolland]

:-)

[@billseymour-jones3224]

Come to a gentle halt before the bridge. Apply the brakes. Wait for the arrival of a proper engine (steam, of course). Couple up and let history take over.

[@TheMateriaalkunde]

1 disconnect traction current until the reconnect sign for the proper number of coaches is passed. 2.ventilation and airco will not notably perform less in that short moment. 3. That you get an Automatic train control override that gets you stuck under the powerless section. Regard the signals and speed restrictions to avoid that. 4. If no panto can connect then you are dependent of a rescue squad with a diesel engine. Report the situation immediately to the dispatchers and then to the passengers. Most of the time bridge tracks lay perfectly horizontal, so it won't make sense to loosen the brakes to see if it will roll on by itself..

[@CabviewHolland]

1 right! 2 Low voltage systems like lighting switch automatically to batteries. You can use the ed-brakes to generate enough power to keep the high voltage part running like ventilation 3 yes! 4 release brakes and see if the train starts to roll, most bridges are raised so this could do the trick

[@jamestappin4741]

@@CabviewHolland Presumably then, the signals to stop the train to allow a ship to pass must be quite some distance from the bridge to allow you to pick up enough speed to get across the gap.

[@CabviewHolland]

@@jamestappin4741 Usually they are, but not always..

[@bounty5218]

Ik heb gehoord dat als een trein een stroomloze brug oversteekt dat je paar meters ervoor de trein laat uitbollen op de snelheid want de throttle moet op neutral staan dit kan je vergelijken met de HSL die laten ze ook uitbollen tijdens het pantograaf verwisseling

[@cedricklyon]

In France : set power demand to 0, open the head circuit breaker, low the pantograph. After the gap, wait for the signal indicating the rear pantograph ofthe lognest train, if so, is under catenary.

[@Wil-70-NL]

1) Tractie wegnemen, snelschakelaar uitschakelen, pantograph laten zakken, trein laten uitrollen tot het bord weer aangeeft dat er een bovenleiding is en in omgekeerde volgorde weer inschakelen. 2) Recuperatief remmen waarbij de motor tijdens het uitrollen een spanning opwekt die o.a. gebruikt wordt om de airco installatie te blijven voorzien van spanning. 3)Dat hij vergeet de pantograph te laten zakken. 4) Wisselen van cabine om de andere pantograph in werking te krijgen. Het kan zijn dan deze de bovenleiding wel raakt. Zonder aanwijzing mag een machinist niet achteruit rijden dus zal hij vooruit moeten rijden. Wat betekent, in de verkeerde rijrichting.

[@CabviewHolland]

1 tractie uit is voldoende 2 klopt! 3 tot stilstand komen onder het stroomloze deel 4 ik kijk eerst of de trein gaat rollen als ik de rem los

[@Wil-70-NL]

@@CabviewHolland 1) dus de snelschakelaar bedienen bedoel je. Dan valt de pantho vanzelf, door het gebrek aan lucht, naar beneden. Ik bedoelde eerst de tractie van je aandrijving uitzetten om geen vlamboog te veroorzaken bij de snelschakelaar en dan pas de snelschakelaar uit. Je ziet dan ook af en toe de middenpadverlichting alleen nog maar branden (110V DC boordnet is continue aanwezig) En bij 4...je rolt al uit tot je stilvalt. Waarom zou een massa weer gaan bewegen als hij vanzelf stilvalt? Dat is onmogelijk zonder hulp.

[@CabviewHolland]

@@Wil-70-NL 1 Nee, tractie uit en dat is alles 2. Je komt tot stilstand door een technisch mankement, atb-ingreep of dodeman-ingreep :-)

[@domi9322]

1. Hauptschalter raus 2. Panto runter 3. über Brücke fahren 4. Panto hoch 5. Hauptschalter rein Im Hrunde genommen ist es wie eine Schutzstrecke

[@Cutstalk]

1. blauwe bord, vaste lijn twee losse puntjes, hoofdzekering (MCB in duitse treinen) uit, na de brug voorbij blauw bord U vorm, MCB in (wanneer de het gehele stel over de brug is, er staan kleine baksbordjes onder om te helpen met bepalen wanneer dit treinstel er in geheel overheen is) 2. ik zou het niet weten maar wellicht wisselt U tussen de achterste en voorste stroomafnemer(in rijrichting), sinds the spanweidte van de brug korter is dan die van uw stel? 3. tot stilstand komen in het "non electrificeerde gebied" en moeten wachten op een sleep 4. contact met de treinsverkeersleider om te vragen of je vrij mag rollen tegen de verkeersrichting (aangezien je niet stil zou komen te staan als de brug heuvel af is) dit was leuk, doe dit vaker 👍

[@CabviewHolland]

1 tractie uitschakelen is voldoende bij de treinstellen 2 ed-remmen, daarmee wordt de boel gevoed vanuit de motoren 4 remmen lossen en kijken of je gaat rollen. Is het achterwaards, dan idd trdl inlichten

[@Cutstalk]

@@CabviewHolland 1. Excuses MCB is de hoofdschakelaar van het tractie systeem in duitse Loks, k had wat duidelijker moeten zijn 2. Och tuurlijk logisch

[@gezondendefietser]

bij een brug heel even de stroom uitschakelen en na de brug weer in schakelen

[@larton]

Keep calm and put the speed leaver into neutral, lower pantographs, enjoy the view, then put the pantographs up (whe train reach the correct sign accordind to his lenght) and continue the journey thru beautiful scenery of Netherlands :)

[@dusty.7792]

Q1: MCB off, then pantograph down, before arriving at the bridge. After that, you can raise the pantograph and turn the MCB back. Q2: I guess it depends on the type. You could always have one pantograph up if you feel like getting risky, but not recommended. Some types might be able to power the auxiliaries from battery for that half a minute. Q3: Probably a pantograph not behaving well and breaking it. Or getting stuck. Q4: The other pantograph (if you have more), or see if the train could roll back or forward by itself if the brakes are released.

[@CabviewHolland]

1. Just turn off tractive power 2. A little regenerative braking supplies enough energy for the aircon 3. Coming to a halt in the non electrified part 4. See if it rolls indeed :-)

[@joscallinet6260]

Shut off power and lower the pantograph to coast across the bridge, then raise it again on the other side, reapply power to maintain track speed.. Pan must be lowered to prevent it from snagging the contact wire on the opposite side of the bridge.

[@CabviewHolland]

No need to lower the pantographs.

[@CabviewHolland]

Just switch of power is sufficient.

[@CFRTrainSpotter]

1. Normally, in an area where there is no overhead wire (or more commonly on AC electrified lines, in overhead neutral sections), the driver must power down the train, and then proceed to disconnect the main switch and lower the pantograph (optional if you are going thru a neutral section). In the case of the Netherlands, as visible on the blue boards with the ._. face on them, the driver only has to disconnect the main switch when passing over such bridges, as the pantograph stays up. Like someone else who mentioned this in the comment section, the pantograph can stay up because it is able to reach its maximum height and there are areas that can smoothly bring the pantograph back to its original position. You can see this more clearly in a video called "3 spoorwegovergangen in Meppel" shot back in 2016. 2. Modern trains use the auxiliary system to power the aircon, lights, etc, which can stay on for short periods of time after theres no power supply from overhead wires. However not all of them have this function, in Romania for instance even the newer passenger carriages have their aircon cut off when going over a neutral zone. Lights still stay on tho, unless its a very old train. 3. The worst thing that can occur at an unelectrified bridge is either stopping in the middle of it and being left stranded due to the pantograph sitting in the unelectrified area, or the pantograph rising too high and striking the gantry, being destroyed and effectively having no means to collect electricity from the overhead network. 4. In the case where (god forbids) you are left stranded on an unelectrified bridge (or any overhead neutral section for that matter), then the only thing left to do is to call another train to give you a push, or call a diesel locomotive to tow you out... and probably get kicked out from the job for having fucked up like this lmao. Are the answers correct? I ask since all my expertise is all done using with my own judgement, rather than knowledge acquired from working on the railway.

[@CabviewHolland]

Very well :-) 1. Just cut traction power, that is all 2. Apply ed brakes a little keeps the main circuit breaker on, which keeps the aircon running 4. I would first release the brakes and see if the train start rolling.

[@CFRTrainSpotter]

2. I dont know if dynamic/regenerative brakes can power the rest of the train over here. Maybe on modern trains but as i said, i dont drive (only in simulators). I imagine the NS Sprinter SNG (the train in the video) has that function so its just fine. 4. If there is a gradient, yes, you can release the brake and let gravity to its job and move you back/forwards. But in the case of neutral sections situated on flat track then theres nothing else that can be done (in some instances it can be energized but this requires a lot of time and a lot of electric technicians, at least here). For a neutral zone situated on a very steep gradient, look up "zona neutră Merișor" (especially hard when you are doing the climb). Fun fact 1: in the UK, overhead neutral zones are fitted with magnets (since the 1960s i think) which automatically disconnect the main switch. but like i was saying, on the older locomotives, this also meant that the train's HVAC (and maybe lights?) would go out. Fun fact 2: getting stuck on a tram-trolleybus separator is a tram drivers worst fear, especially in my home city (Bucharest) where traffic is so bad that a couple of times some trams got stuck in intersections and had to be pushed from behind to regain traction. The very old ones have to lower the pantograph down to not get damaged/not get stuck, but occasionally they go thru and the lights go out aswell (we're talking about stuff from the 1950s at the latest, no longer in service and running during historical parades).

[@hypergolic8468]

As someone from the UK, I'm amazed at this really clever approach to not having overhead electrics on bridges etc. But I just wished to say thank you for the information on that video. For anyone else "3 spoorwegovergangen in Meppel": kzbin.info/www/bejne/aqjYnZmogNysbZo

[@sonnenscheinspottingdeutsc5934]

Well,tze answer to the title is in my opinion: 1.Do the pantograph down and hope to the best,that the train gets the little bridge lol or 2. the safer way,where you just brake and make the pantograph down and make a call to the signallers etc.

[@treinspotterbollenstreek]

1. Tractie uitschakelen. Na het passeren van inschakelbord tractie weer inschakelen. Het neerzetten van stroomafnemer(s) is niet nodig. 2. ED-remmen, zodat de hoogspanningssystemen zoals de airco vallen niet uit. 3. Het stranden in stroomloze gedeelte van de brug. 4. Remmen lossen en kijken of de trein gaat uitrollen EN of de stroomafnemer(s) komen in contact met bovenleiding. Zo ja, verder rijden, anders contact nemen met treindienstleider.

[@CabviewHolland]

Heel goed!

[@Pjierke]

Push the throttle to 100% 🤣and say a prayer

[@fredashay]

1.) I would stop the train and tell all the passengers to cross the bridge by foot and wait for another train to come from the other direction to take them the rest of the way. 2.) Open the doors and windows and tell the passengers to "tough it out" until the A/C comes back on (besides, you're in the Netherlands! Do you even need air conditioning?). 3.) That without headlights, you won't see a cow standing on the tracks and you'll hit it. 4.) Tell the passengers to get out and push the train across the bridge.

[@CabviewHolland]

:-)

[@MonsieurLePino]

1. Tractie naar neutraal en eventueel stroomafnemer laten zakken als je pantograaf niet afgesteld is. 2. Handmatige stroom aanzetten? Of iets met accupakketten? aanzetten? 3. Stranden, stroomafnemer verliezen _FLIRT Tafferelen_ , De problemen bij vraag 2 krijgen 4. Trdl bellen en misschien proberen te rollen. Misschien als je 2 stellen meehebt met het tweede stel rijden. Anders Prorail inschakelen en wachten op een sleeptrein. En waarom hangen er aan de bvl portalen 2 hangers, ook al hangt er 1 bvl draad?

[@CabviewHolland]

1 goed! 2 laagspanning zoals verlichting schakelt automatisch over op batterij. Door de ed-rem te gebruiken wekt de hs-installatie zijn eigen stroom op en blijft ook de ventilatie draaien. 3 klopt! 4 inderdaad: eerst de remmen lossen.

[@nyaromeneko4455]

1. Gap - Drop the pan(s) and coast. We are talking of short gaps of well under 100m and are coasting at over 100km/h. Pan up when clear. Standard operating practice on South Shore Line near Chicago (legacy 1500vdc electrification with usually one pan per car, no power bus between cars) 2. HVAC - Do nothing. Interruption for a second or two not a big deal. Maybe battery backup handles this, no idea 3. Fear - bridge out, nuclear holocaust, then wire and pan damage, in that order 4. Stuck - battery powered locomotives have been around for a long time, no doubt there's enough reserve to crawl the maybe 200m to get under wire. Large alligator clips convenient for 3rd rail gaps (stingers) but not here.

[@theobrattinga500]

Weer een hele mooie video meester !!

[@josepherhardt164]

2:04 Okay, I want to see that set of crossovers/switches replicated in a model railroad! On second thought, I'd like to have the money it would take to DO that! :)

[@The-Cat]

I know a great place where I sold my kidney! If you want I could take you there...

[@MrTsVideoEmporium]

Auto drop and raise the pantograph using line side beacons, you could theoretically drop and raise the panto manually but this wouldn't be so easy, a pro could do it, but the effect of a pan without wire would cause it to flip over and break its back, so I reckon it's line side beacons for an auto drop and raise, you just cruise over the dead section 👍🏻

[@JohanD1975]

Tussen de Nederlandse en Belgische grens heb je ook even geen bovenleiding omdat de voltages niet overeen komen. Signalisatie naast het spoor geeft aan wanneer de panto moet worden neergelaten. We hebben locomotieven die uitgerust zijn met 4 panto's. Zo kunnen ze rijden in België, Nederland, Duitsland, Oostenrijk, Italië,... Elke panto dient voor een ander voltage.

[@tz7381]

Wat ik u hoor doen bij de 4 stroomloze bruggen is zo te horen aan de tractie/remhendel, remmen.. wat moet je bij matrieel wat ED (elektrodynamics) remt juist niet doen bij een stroomloze brug! Remmen!! Je negeert hiermee als mcn punt 1. De seinbeeld borden voor de brug, namelijk tractie uitschakelen.. punt 2. Je sloopt je hoogspannings instalatie van je trein.. punt 3. Je werkgever zal daar niet blij mee zijn. Wat gebeurt er als je gaat remmen met in dit geval de SNG? Deze gaat ED remmen. Wat gebeurt er met ED remmen? De stroom die je genereert bij het remmen wordt terug geleverd aan de bovenleiding, wat vragen ze voor een stroomloze brug? Tractie uitschakelen.. logisch anders trek je vonke.. beschadig je je stroomafnemer, sloop je je bovenleiding.. wat u nu doet.. is stroom terug geven aan de bovenleiding.. terwijl die er juist niet is!! Als je met 140 km/h onder de brug rijdt zal je SA 10 sec spannings loos zijn? Dat houdt in.. je stopt dus voor de brug met tractie vragen.. vervolgens ga je remmen... je trein wil de stroom terug geven... die komt er achter dat dat niet kan.. die moet dit terug gaan geven aan z'n remweerstanden.. vervolgens is er weer bvl.. kan de trein dus weer spanning terug geven... maar tergelijke tijd ben je al weer gestopt met remmen en ga je gelijk weer tractie geven... kortom.. in 10 sec tijd komt er zoveel kracht en spanning te staan op je hoogspannings instalatie en je stroomafnemer dat ze eigenlijk gewoon niet weten wat je wil en er kapot van kunnen gaan. Zal je baas leuk vinden👍 Wat je invervolg gewoon moet doen.. is of.. tractie uitschakelen en eronder door rollen.. dan zal waarschijnlijk je snelschakelaar uitvallen uitzichzelf.. zet die daarna weer in als de trein zegt dat dat weer kan.. Of doe het op de netjes gecrontoleerde manier.. - Schakel je tractie af - zet handmatig je SNS uit - ( geef evt opdracht je SA te laten zakken) - rol er onder door.. - geeft de trein aan dat er weer hoog spanning is?(als je niet gekozen hebt voor SA "neer") En geven de bakken borden aan dat het weer kan? Zet dan evt je sa op en drna je SNS in. Zo sloop je je trein niet.. gaat de hoogspannings instalatie niet kapot en gaat deze langer mee👍 Maar remmend onder een stroomloze brug door gaan.. is eigenlijk gewoon met vol tractie er onder door gaan als je weet wat je trein doet, het scheelt ook heel veel vonk vorming.

[@CabviewHolland]

Je snijdt een interessant onderwerp aan en ook ik vraag me dit altijd af. Toch wordt ons deze methode geleerd. Een snelschakelaar is ook kwetsbaar. Vonkvorming zal meevallen omdat er zoals je zegt meestal geen stroom terugloopt naar de bovenleiding. Ik heb er nog nooit problemen mee gehad en mijn gevoel zegt dat het beter is om alles met deze truuk door te laten draaien dan alles opnieuw op te laten starten. Ik zal het eens aan een monteur vragen :-)

[@SpotterCrazyperson]

Wat ik zou doen? Spotten!

[@CabviewHolland]

Haha!!

[@fatcharliethearchangel5122]

Cut the power to the traction motors befiore lowering the pantograph. Reversing the current flow from the traction motors allows them to generate power back into the distribution board to keep critical systems alive until the power returns . Im guessing that there would be an emergency battery backup onboard anyhow.

[@michaelsiehl6804]

Go The Fastest without the pantograph up and coast over the bridge

[@keystonedriving8180]

Power down, drop the pan, coast by, pan up, power on. Exactly the same process as at a voltage change.

[@EpicThe112]

correct and in the Netherlands that is done at HSL Belgian Border and Germany 15kv 16.7hz which are Venlo Bad Bentheim and the Duisburg Arnhem railway.

[@CabviewHolland]

Just power down is all :-)

[@keystonedriving8180]

@@CabviewHolland Interesting, because my understanding is that most pantographs are designed so that if they reach maximum height they automatically drop to minimise possible damage to the catenery. Presumably that is not the case on NS to cope with this kind of situation.

[@zoltanonody3541]

here is my guess #1, as the signs suggest, switch off the MCB. (I love how there are multiple MCB on signs considering the length of your train) #2, battery power I'm guessing, the train cannot get electricity from the catenary so the only remaining source are the batteries #3, breaking the pantograph from failing to lower it in time #4, release every braking system and hope to roll 😜If that doesn't work, call Mommy and ask her to pick you up

[@CabviewHolland]

50% right :-)

[@zoltanonody3541]

@@CabviewHolland Ah well, good enough :D, maybe you could raise the other pantograph if you're stuck under an unelectrified section? Considering that not your whole train is under a null zone. I have no idea about #2, will we get a correct answersheet?

[@CabviewHolland]

@@zoltanonody3541 1 Turn of tractive power, no need to lower pantograph 2 Low voltage systems like lighting switch automatically to batteries. You can use the ed-brakes to generate enough power to keep the high voltage part running like ventilation 3 coming to a halt with the pantograph in the unelectrified part 4 release brakes and see if the train starts to roll

[@tonymacaroni2056]

Zorgen dat je de brug stroomloos passeert, zo voorkom je vonk vorming als je weer onder de draad komt. De pantograaf is geen probleem de draad hangt op de maximale hoogte en hoger kan de pantograaf niet.

[@briansaanich2624]

Interesting to see the large bird nest atop the catenary support structure at 22:53.

[@TheMexxodus]

Storks or herons love building their nests on these poles.

[@hielkebreider5981]

Wat je moet doen met stroomloze bruggen verschilt per materieel. In ieder geval tractie afschakelen. Meestal bij internationale treinen (volgens mij ook enkele Nederlandse treinen) moeten de stroomafnemers omlaag in verband met de hoogte van de stroomafnemers. Bij de SNG heb ik gehoord dat je zelfs zoveel procent moest remmen bij stroomloze bruggen. Je kan de tractie weer inschakelen bij het inschakelbord met het nummer eronder uit hoeveel bakken jouw trein bestaat

[@MrPeerum]

😅zag bij Train JJ de dubbeldekers van Bombardier,de 205 serie.8 bakken,dat hoord hier ook te komen,top treinen.😂

[@mariaaparecidagouveiapolon2726]

fantastic 👏👏👏🥰🥰🥰🙏🙏🙏

[@mikemartin8477]

Pan down, coast, raise pan, proceed

[@amersfoortm]

het is erg leuk om mee te kunnen/mogen kijken vanuit het perspectief van de machinist. Dank hiervoor. Ik ben geen kenner, maar ben nu wel benieuwd naar de juiste antwoorden. Zie vele al dan niet grappig bedoelde antwoorden staan, maar wat is nu correct? Ben benieuw of je zelf nog komt met een reactie met uitleg. Ben wel benieuwd namelijk. 🤔😇

[@CabviewHolland]

Ik vind het leuker om jullie antwoorden te lezen. Bij de meeste reacties leg ik uit wat de goede antwoorden zijn.

[@bartrazin]

Ik doe een poging 1 tractiestroom uitschakelen. 2 Nooit bij stilgestaan maar ik denk dat je overschakelt naar een accu(spanning). 3 Dat je op de brug stil komt te staan en dat was een vaak terugkerende gebeurtenis op de Hoekse lijn. 4 Kijken of de andere panto gebruikt kan worden maar wel erg materieel gebonden namelijk bij mat 64 en ICM ook heeft dat geen nu want bij die treinen zitten de panto´s naast elkaar en niet zoals bij bijvoorbeeld Virm op verschillende bakken. Weet jij trouwens nog welk deel van dit traject nog lange tijd enkelsporig was? En net als Olst-Deventer bij elektrificatie masten kreeg die al reeds gemaakt waren voor dubbelspoor. Over Olst gesproken,is de nieuwe linkerspoorbeveiliging al in werking?

[@CabviewHolland]

Het zal om het laatste stukje gaan naar Leeuwarden denk ik? Volgens mij staan de borden VS er nog, ik ben er al een tijdje niet meer geweest.

[@CabviewHolland]

1 klopt 2 de ventilatie werkt niet op de batterijen. Indien ed-remmen aanwezig kun je een klein beetje remmen, de opgewekte stroom houdt de boel draaiend. 4 Eerst kijken of de trein rolt

[@bartrazin]

@@CabviewHolland het was het stuk tussen Wolvega en Steenwijk. Googel maar eens op blokpost Peperga.

[@MrPeerum]

😅Wolvega,geen overweg meer al wat jaartjes,waar ik overstak,nu gelukkig een tunnel.perfect.geen ongelukken meer.😅

[@Joey-ir3lk]

De tractie uitschakelen, zodat je geen dikke vlamboog trekt, die wist ik al. Maar ik las in een van je comments dat je met de ED-remmen genoeg energie kan produceren voor het hoogspanning gedeelet, nooit geweten, tot nu toe altijd de ventilatie horen uitvallen op bovenleidinglozebruggen.

[@MrPeerum]

😅op 15:12 kruising snelweg is rechts een hele oude spoorbrug te zien,hen gekeken op googl map.😅

[@CabviewHolland]

Voor zover ik weet is daar geen spoorlijn geweest. Kijk je wel eens oo topotijdreis.nl? Ideaal voor dit soort dingen.

[@MrPeerum]

@@CabviewHolland 😅hartelijk bedank voor die mooie link,staat de bolbrug ook op.lol.ik ga morgen ook niet filmen,komen alweer geen treinen.fijn avond verders Vincent.greetz:🍐Peer.

[@ykyang9169]

1. The driver pushes the locomotive power handle back to the 0 position, the locomotive enters the 0 traction unloading mode, lowers the locomotive pantograph, disconnects the main circuit breaker of the locomotive, and the locomotive taxis through the no-power section. 2. The locomotive lifts the pantograph, the driver closes the main circuit breaker switch of the locomotive, restores the power from the catenary. The driver pushes the power handle to restore the traction of the locomotive. 3. The driver checks the locomotive traction current, voltage, cylinder pressure, and signal. . Confirm that the locomotive operation is normal. . . 3. Continue to run the train as normal, drive the train to the destination, then go shopping after get off work, then go home to sleep. . . Repeat above. . .🙂 ------------------ PS: If you pass here without lowering your pantograph, your pantograph will bounce...then.....wait for rescue, prepare for liability and get ready for find another job. . 🙃🙃🙃

[@CabviewHolland]

It is much easier: just put power lever to neutral. That leaves more energy for the shopping afterwards :-)

[@ykyang9169]

@@CabviewHolland Haha, today's modular and intelligent locomotives really simplify the driver's operational intensity. 🙂 Also, do you still need to lower the pantograph when driving the EMU through non-electrified sections? (Or the train will automatically control the pantograph)??😊 The pantograph is elastic, without the catenary, The pantograph will bounce up and hit the starting point of the catenary. This can cause serious damage...🥲

[@CabviewHolland]

@@ykyang9169 Our trains have pantographs that have a limit to where they raise. No need to lower the pantographs.

[@ykyang9169]

@@CabviewHolland Thanks for the reply, very interesting video, I will keep watching.

[@hadesdescent6664]

Haven't seen the video, or read comments. Lower the pantograph ( first turn off main switch) and then go through with inertia. People would be surprised how long train can travel with no power!!!

[@Weldoefred]

Ongeremd laten uitrollen vanaf het punt dat de draad ophoudt tot de draad weer genomen kan worden. Afhankelijk van de aangegeven aanwijzingen via een bord of baken de pantograaf voortijdig laten zakken en weer heffen.

[@FrancoisDUFAU]

Hello, everyone ! I really love the row of signs after the bridges... #1 : Please switch power on #2 : Please DO switch the power back on NOW #3 : Hey !! We mean YOU !! Switch it on, buddy ! #4 : WAKE UP, GODDAM IT !! Push the goddam button ! #5 : Too late, you moron...

[@CabviewHolland]

:-)

[@JoeyLovesTrains]

the cos cob train bridge in the us is unelectrified. The pantograph's simply go to their max height, and lose contact with the wire.

[@toontjepb5619]

De tractiestroom uitschakelen. Per materieel verschilt weer wat de verolg stap is. Meestal is het ook handig om een standje te remmen. Als de snelschakelaar er toch uit gaat gewoon wachten en weer inschakelen als het weer kan. Er mag weer tractie worden gegeven als je het bord tractiestroom inschakelen passeert.

[@Sgmm36]

1 Tractie uitschakelen 2 Airco blijft werken dacht ik omdat het maar kort is 3 Stil vallen onder de stroomlozebrug 4 Kijken of de andere panto werkt en daarmee verder rijden? of treindienstleider contacteren mocht het niet werken voor evacuatie passagiers en afsleep trein? Mooie video👍Mag je wel vaker doen die vragen

[@CabviewHolland]

1 goed! 2 snelschakelaar valt uit en daarmee alles wat op hoogspanning werkt: airco dus ook 3 inderdaad! 4 met 1 treinstel geen optie, zitten te dicht op elkaar, eerst remmen lossen en kijken of de trein gaat rollen

[@Sgmm36]

2 en 4 weer wat bijgeleerd👍

[@Kilud]

Tak tohle jsem teda ještě neviděl. Už jsem toho hodně slyšel o stahovačkách (a to je vlastně taky odpověď na tu první otázku - stáhne se sběrač), ale jedna věc je když se přejíždí nějaké neutrální pole (př. při přejetí z 3 kV DC na 25 kV AC a opačně), a druhá věc je celý most bez drátů.

[@ener8035]

Mooie vlaggen langs de lijn.

[@temslink2000]

First time watching your vid so i don't really know what NS code is like but I will try answer with my limited knowledge and what I know from the rules here in the uk 1. Prolly missed the ball park by a long stretch with this but i seems simular to a neutral zone thus the idea is to keep the panto extended and allowing the train to essentially coast i know from speaking to LO staff here in the uk should the panto retract its a case of relifting the panto and doing so till the neutral zone passes and the train regains current (note from what the driver told me the retraction thing is more of an issue with modern bombardier aventra units like some sorta protection system kicking in i dont fully know). 2. If your trains are designed anything like what LO and most the uk use which i mean it prolly is as i doubt train design legislation is that different between nations in the modern era especially in europe then unless theres something i missed when speaking to the LO driver on the opening day of Barking Riverside its more or less like UPS u dont have to do anything as trains are fitted with an auxiliary battery to keep the cabin equipment, info systems, hvac, safety equipment etc when the power is lost (its just the cab controls and the traction equipment that loose power limiting the driver to only breaking and safety operations) 3. So the same LO driver i spoke to actually explained something simular to this (although prolly wrong for this question lol) on for the neutral zone outside barking riverside on the day of opening (granted that one is on an incline) so he explained while leaving Barking Riverside is fine as gravity helps the train coast through the neutral section (especially if they have to stop in the neutral zone cos the signal block ends in the neutral zone) on the decline comming toward the station it can be a bit of a problem on the incline as most trains are only fitted with an auxilliary battery as stated in question 2 that ensures the cabin systems like lights, hvac, information displays, safety systems, etc stay active but you essentially loose control of the vehicle in the sence of traction and have to let it coast till u regain power (the LO driver explained he only has enough power in the cab to lift and lower the panto, control safety systems should an emergency occur, and apply the breaks if not automatically applied when the vehicle looses too much power and the safety mechanisms kick in automatically) thus i guess the biggest fear is not making it through the zone and loosing enough power that the train comes to a stop and the breaks lock (again i realise this might not map to NS rules and im talking from memory here so i prolly got a few things wrong... besides my spelling) 4.Okay this is where the LO drivers info bout neutral zones might really not help but i know for neutral zones here u are instructed to try lower and relift the panto to see if it can make enough contact to make traction if not then first thing is to make sure that the throttle arm is in neutral and the breaks are applied, then call the signaler to explain the situation and call for help. Retry the pantograph as per protocal or signaler instruction and awate rescue if you are unsuccessful at regaining power. For commuter services here it is crucial to ensure u inform passengers of the situation calmly and truthfully and keep them informed regularly and as soon as you have an update Hope i got some of this right i guess ill need to watch more in the meantime :3

[@tonywallow964]

Mooie weekend dank u👍

[@marvwatkins7029]

Id' get it electrified ASAP.

[@sebastiaanut]

Bij elke stroomloze bruggen pantograaf plat. Dit om de pantograaf te beschermen. Ik weet dat treinen die in Nederland rond rijden een hoogte begrenzer hebben in de pantograaf. De borden die ik bij de voor de bruggen zag staan betekend snel schakelaar uit en na de brug snel schakelaar aan.

[@marvwatkins7029]

I thought calling all the Netherlands Holland wasn't PC, literally. The Dutch won't like that.

[@CabviewHolland]

Holland informally refers to the Netherlands. From time to time some get furious of this channel's name..

[@marvwatkins7029]

Unlike too many countries, the Dutch know the right side to run their trains. That's right: right. So the moral of the story is right is right. Right? Right. So alright. (Alright already!)

[@CabviewHolland]

:-)

[@timdekleijn8910]

Bij de aankomst op Leeuwarden schrok ik me even een hoedje, maar blijkbaar worden de perronkappen gerenoveerd in oude stijl, en dus niet verwijderd. Gelukkig maar.

[@CabviewHolland]

Ja, daar wordt al jaren aan gewerkt..

[@josbertlonnee]

@45:24 Hier staan 2 hoogspanningsmasten dicht bij elkaar. Zo'n ramp als gebeurde bij Swifterbant kan hier niet zomaar gebeuren, maar waarom lijkt het alsof er alleen hier op geanticipeerd is?

[@Steinstra-vj7wl]

De trein langer maken.

[@nielsbijl1008]

Klein standje remmen is meer dan genoeg

[@musicisitall]

lekker de tractie aan laten staan zodat de treinkabouters in het donker oud en nieuw kunnen vieren in hun nieuwe kabouterjaar.

[@Mazda-mx5-dutch-driver-ND2015]

Ik zal gewoon doorrijden!! Volle tractie geven, dan heb je toch een hoop geknetter 😁😁😁,

[@saskia777]

Stroomloze brug? Staken Ik verwachtte een Stroomloze brug in het filmje te zien trouwens. Is die er? Waar? En alhoewel de NS nagenoeg nu in heel Nederland staakt (omdat alleen regio Utrecht blijkbaar niet kan) , heb ik niet genoeg gemis om 1 uur naar zo'n video te kijken haha

[@elloco1996]

My answer is the same for all 4 bridges: if my employer can't be bothered to supply electricity I'll just park my train, switch on the parking lights, and go home.

[@CabviewHolland]

But how ;-)

[@elloco1996]

@@CabviewHolland -- LOL ... you got a point there.

[@csjames69]

Why would the overhead power line not just continue over the bridge?

[@CabviewHolland]

Boats may be higher than the overhead wire.

[@josbertlonnee]

@5:45 Zo, de hele overweg met de Hessenweg is er al uit? Gaat snel.

[@paulblichmann2791]

Release the hamster, he will run on his treadmill generating enough energy to keep the train moving.

[@markludersen8524]

Als de trein langer is dan de brug dan heeft het niet zo veel effect of kans dat de trein uitvalt want dan doe je de voor en achter pentograaf om hoog omdat je het zo moet zien is dat de pentograaf is een zoekertje dat de trein geleid

[@CabviewHolland]

Op de meeste treinstellen zitten de stroomafnemers dicht bij elkaar..

[@markludersen8524]

@@CabviewHolland je kan altijd twee delig trein doen voor zulke ritten want ik dacht meer aan tweedelige treinen voor zoiets dan voorkom je stress of vertraging

[@W4BIN]

Firstly, the electric motors in the trucks can generate power at about their supply Voltage when their supply stops and: Secondly, Trains are operated quite differently in America, when any train approaches any grade crossing the engineer is obliged to blow his horn to warn road traffic that a train is appropriating. Additionally when any person or vehicle is near the train the engineer is obliged to blow his bell, actually and electronic recording played through a loudspeaker. Ron W4BIN