I had cause to change portions recently, and was impressed to see that it had clearly just happened - sadly not seen with my own eyes.
(At Middelfart heading west, so I imagine easy for the second driver to join at Odense.)
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DSB Talgo - start of passenger operation
- Thread starter andersj
- Start date
(At Middelfart heading west, so I imagine easy for the second driver to join at Odense.)
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SephenWorceste
Member
- Joined
- 29 Aug 2012
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Denmark's own locomotive is not allowed in Denmark? Or are they using weird hire-in stuff?
I might be wrong but I think they are using something from DB. It seemed odd the corridor just stopped with the a cycle second class carriage. The locomotive seemed seperate. I was not really sure.
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I had cause to change portions recently, and was impressed to see that it had clearly just happened - sadly not seen with my own eyes.
(At Middelfart heading west, so I imagine easy for the second driver to join at Odense.)
I will look that up on you tube. Thank you.
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Those DSB units with rubber gaskets (or enormously wide corridor connections) on the front are incredible trains- they look like a Class 158 (British 1990s longer distance DMU) and have seats like a Mk4 carriage- really comfortable.
I was rather impressed. Comfortable spacious seating, a smooth ride and nice and quiet.
I like the comparison to a 158 and Mark 4.
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They split on the move too - that is quite something!
Now that is something. I assume they cannot join on the move.
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Rarely, as it requires two drivers on-board. But they can do it, and there are a few cool videos about it around the internet that I have seen!
It happens at least hundred times each day and a single train will split multiple times going from Copenhagen to Aalborg. It doesn't require an additional driver, as a conductor is allowed to push the "request for uncoupling" button in the cab of the unit that should be decoupled. The train driver in the front can then accept (or ignore) the request below a certain speed limit and then the decoupling will happen and the decoupled units will instantly apply the emergency brake to avoid running into the units in front. (hence the speed limit, as it's a hard brake and people are usually standing up waiting to get off the train)
It happens at least hundred times each day and a single train will split multiple times going from Copenhagen to Aalborg. It doesn't require an additional driver, as a conductor is allowed to push the "request for uncoupling" button in the cab of the unit that should be decoupled. The train driver in the front can then accept (or ignore) the request below a certain speed limit and then the decoupling will happen and the decoupled units will instantly apply the emergency brake to avoid running into the units in front. (hence the speed limit, as it's a hard brake and people are usually standing up waiting to get off the train)
Who drivers the units at the back then?
Fragezeichnen
Member
I suspect you are imagining like I did a slip coach style arrangement where two units separate at high speed and one zooms off while the other slows down to stop at a station, but watching a video makes it clear it's nothing like that. The uncoupling happens a second or two before the train stops at a platform and they come to rest a couple of meters apart.
Frankly, while it might be an oddity, I can't really see how it offers an advantage against uncoupling at a stand and the physical seperation occurring when one unit departs.
Frankly, while it might be an oddity, I can't really see how it offers an advantage against uncoupling at a stand and the physical seperation occurring when one unit departs.
Gloster
Veteran Member
I suspect you are imagining like I did a slip coach style arrangement where two units separate at high speed and one zooms off while the other slows down to stop at a station, but watching a video makes it clear it's nothing like that. The uncoupling happens a second or two before the train stops at a platform and they come to rest a couple of meters apart.
Frankly, while it might be an oddity, I can't really see how it offers an advantage against uncoupling at a stand and the physical seperation occurring when one unit departs.
When they used to split the IC3 at Vejle northbound (second driver joined at Fredericia) it made it quite clear which carriages were continuing to Århus, Aalborg or Frederikshavn, and which were going to Herning, Struer or Thisted. As the different portions could be of varying length on different services, it meant that it was clear which was which without staff running about shouting, lengthy screen messages or boards on the platform.
I believe that in the very early days of the IC3 (ca. 1990) they did try coupling in motion under trial conditions. They decided that it was just too risky to do in service and never proceeded with it beyond showing that it was possible.