POZOR VLAK / THE TRAIN – 85. [FULL HD]

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POZOR VLAK / THE TRAIN – 85. [FULL HD]

THE TRAIN We’ll show you what the 4th generation D-HOB 2500 Rotational Planer can do In the Legends, we’ll show you the Tušimice Six Wheelers of the 184 series And we’ll go back to the golden era of relay station interlocks Hi everyone and welcome to another episode of The Train If you wonder why am I standing in a park not related to railway, I can guarantee it’s very railway related Peter, move the camera back please I am standing where the Prague-Těšnov station stood until 1985 Our first report covers the station and the related track from Vysočany The Train departs TĚŠNOV Good evening everyone It’s half past ten p.m Martin Karlík and the news The electronic records of sales should bring CZK 15 billion to the state budget 2.5 billion of which are connected to the planned expansion of the system in May You won’t see any trains in the Prague studios of the Český rozhlas radio station But you can meet a very Renaissance man there Martin Karlík dabbles in many areas of human activity, including the railway I was interested in trains since I was a boy I wanted to drive one – the correct word is conduct I also wanted to drive everything that moves So now I have a licence for a tractor Next, I will learn how to drive a bus and then maybe a train I also drive a ferry with tourists around Čertovka in Prague I plan to get a captain’s licence for large vessels I am a tour guide at the Kašperk castle as well as in Prague Instead of Charles Bridge or the Prague Astronomical Clock, I guide tourists in curious places where old trolley bus or railway lines ran We couldn’t miss the tour along the former line from Prague Vysočany to the legendary and beautiful Prague Těšnov Railway Station organized within the Prague Unknown project On March 16th, 35 years have passed since the demolition of the Těšnov station On May 10th, it will be 145 years from its ceremonial opening Sometimes people tell me that they noticed a station-like building near Palmovka The building seems strange to people that don’t know that a railway track led here So the building you see here is not strange at all It’s really a railway station called Prague Libeň Dolní Nádraží Here, you should notice the embankment I think you saw it when we went With the construction on the Rohanský Island, the remains of the track disappear It’s possible that there will be fewer things to see in another ten years We’re in Sokolovská street where trains ran on the embankment The embankment starts here and is interrupted by a playground not far away So they destroyed a part of the construction to let the kids play And now we’ll get here to enjoy the feeling of adventure It’s strange that I haven’t found any syringes here yet Though Prague is full of them An underpass survived here The traffic here was dense and it was necessary to cross the track in the middle of the city Now, we are in the Karlín přístav station The station was for passenger and goods traffic and it had sidings leading to the boats So it was possible to transfer goods between road transport ensured by formans and the cargo-ships and goods trains This is the Negrelli Viaduct As the lady already said, the Negrelli Viaduct crossed over the track

There was no road here at that time and trains passed between the pillars of the bridge Before the reconstruction of the Negrelli Viaduct began, the bridge was almost black from the bottom It was caused by the steam locomotives running under the bridge This is the terminal station, please exit the train The terminal station of the Těšnov railway is the Těšnov station which you can see here It’s beautiful, right? The columns you see were used for all these representative buildings In the 19th century, when the railway was a new invention, these gates symbolized a gate to the world You could board a train and get anywhere Therefore, you can often see such gates at large railway stations in big cities Almost a hundred years ago, the first train arrived to Prague Těšnov This year on July 1st, we came inside the station building We wanted to remember the casual tasks of everyday operation that would soon end The majority of the station will give way to the new express-way between the Prague Main Train Station and Hlávkův bridge A chapter of the history, which began with a horse railroad connecting the station to Karlín and the city centre, will soon end The Train No. 814 to Lysá nad Labem departs It’s the last train The train departed at twenty to midnight Allegedly, the last train that was filmed was not the last one Anyway, the film shows that this one was the last and then they locked the hall and said farewell Despite several institutions expressed their interest in the building of the Těšnov station known also as Denisovo station, and architects protested against demolition, the Communist Party decided that the building designed by the architect Carl Schlimp will be demolished On 16th March 1985, 400 kilograms of explosives sent the station to the ground But two pillars of the main portal remained It was a tribute to the great work of the station’s builders It had to be decided what to do with them Firefighter machines were used to take down the pillars It’s finished and the celebrations may begin Now we will think about what to do next What great demolitions await us in the future EXPRESS Express is here Because we film in advance, we won’t cover the coronavirus impact on railways The situation changes rapidly and we wouldn’t be up-to-date So what other things took place? Do you remember this accident from Prague Uhříněves last year? It was caused by a 68-year-old Serbian driver who entered a level-crossing on red Instead of breaking through the barriers, he waited until a train with 220 passengers arrived and hit the truck 8 people were injured and the damage was CZK 63 million

The driver got four years of prison and a 5 year driving ban for public endangerment and damage The sentence is not final A petition has appeared on the internet that fights against the cancellation of local jingles in train stations before train announcements Blansko station The jingles will be changed to a single bell sound It is necessary to get shorter and simpler announcements because in large railway nodes, there are too many jingles and announcements, and the passengers cannot get them all The change will take place with the new time table since December 2020 For now, the jingles in Frýdlant nad Ostravicí and Frýdek-Místek were changed Most probably, the petition will not be successful because the Transport Minister Karel Havlíček supports the step Správa železnic will restore the damaged track from Vřetenice to Lovosice Near Prackovice, a landslide damaged 200m of the track in June 2013 The original estimate of repair costs was for CZK 800 million This project was rejected by the Central Commission of the Transport Ministry And so a cheaper solution for CZK 463 million was found A new railway bridge crossing this section will be built The move is appreciated but also very late The Ústí nad Labem Region saves various local railways We try to restore the railways that have potential And this railway is necessary for tourists as well as regular commuting So it’s a good thing The railway bridge in Prague Výtoň will remain a cultural monument and will be repaired – not replaced as the Klokner Institute of CTU proposed to Správa železnic The Ministry of Culture claims the bridge is a unique technological monument documenting the development of railway construction in Prague The steel bridge is also an integral part of the Prague panorama The decision is not final as the time for appeal runs And now for the winners of RegioSprinter shaped USB sticks from the last competition Correct answer to the last question: The Deboreč tunnel, a key part of the Sudoměřice u Tábora – Votice line, is 660m long RegioSprinter shaped USB sticks go to: Karel Špaček, Blovice Alois Sedlařík, Žulová, Michaela Sagnerová, Martínkovice PLANER This very interesting machine presented its skills at the Prague Main Train Station Meet the 4th generation D-HOB 2500 Rotational Planer made by Mevert Maschinenbau and Schweerbau in Germany It’s an ideal solution for machining tracks in points where operational defects appear such as scratches, slip waves or defects of the rail head cross-profile, which increase the wear of train wheels and also increase the noise of rail traffic In points, we can find fatigue defects such as head checks – – small cracks that can cause major fractures and very dangerous situations This rotational planer machines rails by combining planing and milling The planing system can be set to various positions This enables proper machining of point blades This would not be possible with classical machining used for the removal of rail defects It is also able to achieve higher material reduction in one pass It can remove a layer of up to 1.8mm That means that up to 90% of points can be machined in one pass If grinding was used, ten, twenty or even thirty passes would be required Let’s take a closer look at the rotational planer It consists of a front control module, the rotational planer, and an oscillating grinder with a container for facings and millings Most material is removed in the front by the planer

The oscillating grinder in the back finely finishes the required profile of the rail Machining rails using a rotational planer is very environmentally-friendly It’s without dust and sparks and very quiet The facings and millings are sucked into a container and so there is almost no waste To be sure, the machined section is also cleaned using clean pressure water The machine’s sophisticated software can process not only single points but also whole groups of points Thus it can connect individual sections Connecting sections offers benefits when planning traffic closures Thanks to that, we were able to machine 14 points at the Prague Main Train Station in just three night shifts The demonstration of the 4th generation D-HOB 2500 Rotational Planer at the Prague Main Train Station got high attention from the expert public It depends on Správa železnic whether the machine will be used more often According to the data of Deutsche Bahn, which has been machining rails more strictly by grinding, milling and planing since 2013, the replacement of rails caused by head-check defects dropped by 40 percent THE LEGENDS Hi everyone! Today, we will speak about the longest and, until the 380 series, also the most powerful non-divided electric locomotives In my opinion, they are among the most beautiful Czech locomotives ever We’ll talk about Tušimice Six Wheelers of the 184 series The development of new six-axle locomotives for passenger and freight transport began in Škoda Locomotive Works on the order of the state railways in 1988 Two versions of locomotives with three two-axle bogies were designed The version for heavy fast trains was to become the 164 series with the maximum speed of 155 kph The version for freight trains was designed for 120 kph and marked as the 184 series The locomotives were designed to replace the old six wheelers of the 181 and 182 series for freight transport and the 150 series in fast trains And so they didn’t use any risky modern technologies It was therefore required to unify all electrical equipment with the time-tested Pershings of the 163 series The Tušimice Six Wheeler is a six-axle electric locomotive for 3,500 V DC current It has two cabs and an engine room The arrangement of wheels in three two-axle bogies is unique in Europe The end bogies are rotatable by vertical axis and the central one is side shifting The locomotive has 123 tons, it’s 20.346m long, the highest speed is limited to 95 kph, the total output is 5,220 kV The spacious cabs feature the 2nd generation of Škoda control desk with several improvements These include a display with all important operational data For example, the traction current or the traction force The locomotive can be controlled manually or in the automatic speed control mode The thyristor pulse control is similar to the 163 or 363 series, but it uses more modern switchable GTO thyristors The engine room is accessible if the voltage is on and houses most traction circuit components Main switch, contactor units, and three switchboards with traction converters One for each bogie Next, you can see the compressor, the diode unit, charger, and the auxiliary drive power supply choke New technologies used by Škoda include optical communication between the control PC and the converters The sanitation is not located in the cab but in the engine room behind the second cab

The development of the new 164 and 184 series locomotives was largely affected by the revolution in 1989 Due to financial uncertainty, the order was cancelled and it looked like both the series won’t be produced But in 1993, two machines of the 184 series were ordered by Doly Nástup Tušimice for transporting coal between Tušimice mines and Prunéřov power plants The first locomotive was made in 1994 and the second one in 1995 The second locomotive reached almost 200 kph with fast train transmission at the Cerhenice test track In 1999, Škoda delivered another two locomotives to Tušimice but with that, the production ended All four locomotives operate on the Kadaň-Tušimice railway to this day Occasionally, you can spot the older ones on the common railway network It should also be noted that, compared to the 130 series locomotives, which also pull 1,500 ton coal trains to Prunéřov, the six wheelers consume only a third of the electrical energy Today, we saw the oldest Tušimice Six Wheeler – 184.501 The locomotives belong to SD – Kolejová doprava, a. s and park in the Tušimice depot 184 SERIES Manufacturer: ŠKODA Plzeň Pieces made: 2(1994) + 2 (1998) Gauge: 1435mm Number of axles: 2 + 2 + 2 Power system: 3,000 V DC Control: pulse (GTO thyristors) Locomotive weight: 120t Locomotive width: 2,940mm Length (bumper to bumper): 20,346mm Height with collectors retracted: 4,570mm Maximum speed: 95kph Power output: 5,220kW AMAZING RECOLLECTIONS Today, the relay station interlocking systems represent the highest level of automation in train route setting Moreover, relay interlocks prevent any actions that would endanger traffic safety Based on the point control, the relay station interlocking systems can be divided into three groups Systems with individually switched points, where each point or point pair is set by a separate points controller, and the signals are controlled by a separate push button The second group includes systems with group point control, where all points for the train route can be set by two push-buttons The third group includes a unique remote control system of points and signals, the so-called dispatcher central A single control centre controls all stations in the line section It also ensures radio communication of dispatchers and train drivers The first relay station interlock was commissioned by ČSD in Chrast near Chrudim in 1950 The remote control of the Plzeň-Cheb line in the film was used for 40 years It was a Soviet system identified as ČDCM (Frequency Dispatcher Central Control) The control centre resided in Pilsen The film doesn’t mention digital route setting because it was introduced two years after the film Although the relay interlock is a technological marvel, minor and major defects affecting the dispatcher work can appear sometimes After a command, the signal “continue” on the main signal did not light up However, the whole route on the indicator board is lit That means that the train route is locked The train can be ordered to continue using a calling on pushbutton In this case, the train route occupancy and correctness don’t have to be verified If a level crossing is on the train route, the warning board is activated by the level-crossing push-button Only then the calling on signal can be issued Another case

The system was switched correctly But the train route is not locked The signal “continue” on the main signal is not on Therefore, the train route occupancy must be verified together with the correct position of all points based on the locking board and the light indicators of points A locking ring has to be placed on the point controller Only then the calling on signal push-button can be pushed Another case The points indication system has a malfunction In such a case, the correct position of points must be verified on site If the point is a side protection point, it must be secured with a portable lock The train is then called by a calling on signal Another case Even after repeated switching, the point does not switch position It is necessary to check the point on site The point drive is operational But the point does not reach end position What’s the problem? The connecting rod cover fell into the connecting rod compartment The repair is easy If the dispatcher is not able to repair the fault, he notifies the communications and signalling technician In this case, the point drive was operational But it may happen that the point drive does not work at all In this case, the point is set using a lever The point controller is switched to the required position A locking ring is placed on the point controller A lever is placed on the shaft of the electric drive By rotating the lever, the lever switch disconnecting the drive from the power supply is activated And then the point is switched by turning the lever more These situations are handled in the same way today An exception is the electromagnetic point lock which is no longer used Another case The point lock does not work when setting the train route Such a state is indicated by the red indicator of the point lock But the dispatcher needs to set the train route asap That’s why the dispatcher locks or unlocks the point manually The handle on the point lock is set as required Then it is locked in the middle position Another case The point was forced to another position by a vehicle This leads to loss of electrical control and fuse melting in the relay room The indicator of the affected point goes off At the same time, an alarm with a separate push-button is activated The dispatcher must immediately check the state of the affected point and notify the district inspector and communications and signalling technician When moving against the blade, the point must be secured with a portable lock If the point is not damaged and functions well, it can be used at speeds up to 30kph until checked by the district inspector and communications and signalling technician The technician replaces the fuse in the relay room Latch test is performed on the point, and the district inspector issues an approval for normal operation of the point A latch test verifies correct function of point locks The latch must not move, if we slide 4mm thick bar between the blade and the rail At points designed for 60kph, the thickness is 6mm Such a gap could cause accident in operation Relay station interlocking systems proved to perform perfectly in railway operation Now we must ensure that the dispatchers can handle the rare cases when faults or defects occur Relay systems are still used but they are replaced with electronic interlocks

The film shows the first relay system AŽD 65 in Prague Krč and the first Soviet device designed by the Transsignal company in Leningrad The first was switched on in Pečky Today, the last Soviet relay system runs in Smíchov, Prague It has been operating since 1953 Next time, we’ll travel on beds STOP BLOCK This was taken this winter The video shows the work of a rotary snowplough supported by steam locomotives and it was taken in New Mexico This episode almost ends but our regular competition remains We want the date when the Prague Těšnov station was destroyed here Send your answers to the addresses indicated on the screen by 15 April 2020 You can win one of three The Train cups That’s all for today Take care and Long live the railway!