280 km/h aus Lokführersicht! | ICE 583 Nürnberg Hbf – Ingolstadt Hbf | ICE-Führerstandsmitfahrt

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Führerstandsmitfahrt im InterCityExpress der Deutschen Bahn. Im ICE 2 befahren wir mit 280 km/h die Schnellfahrstrecke von Nürnberg bis Ingolstadt. Die Schnellfahrstrecke NIM wurde 2006 eröffnet und kann seitdem mit bis zu 300 km/h befahren werden.
Auf dieser Strecke kann der ICE 2 20 Minuten lang Vollgas geben und mit Topspeed durch die Landschaft und Tunnel rasen. Steigt ein und genießt die rasante Aussicht.

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*Die Videoaufnahme entstand vor Inkrafttreten der Weisung F-W 107/2025*

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00:00 Intro
00:58 Übersichtskarte
01:29 Nürnberg Hbf
03:17 S Nürnberg Dürrenhof
04:07 S Nürnberg Gleißhammer
04:34 Nürnberg-Dutzendteich
04:39 S Nürnberg Dutzendteich
05:03 S Nürnberg Frankenstadion
06:42 S Fischbach (b Nürnberg)
06:57 Abzw Nürnberg Reichswald
07:49 Beginn Schnellfahrstrecke
11:01 Allersberg (Rothsee)
12:07 Göggelsbuchtunnel
14:38 Offenbautunnel
15:08 Blockstelle Lohen
16:30 Euerwangtunnel
18:24 Schellenbergtunnel
18:34 Kinding (Altmühltal)
18:46 Irlahülltunnel
20:39 Denkendorftunnel
22:39 Stammhamtunnel
23:13 Geisbergtunnel
25:26 Auditunnel
26:08 Ingolstadt Nord
27:43 Ingolstadt Hbf

All information is presented without guarantee and simplified,
no claim to accuracy or completeness! Class 402, Siemens/Adtranz; Year of construction: 1996;
Power: 4800 kW; Starting tractive effort: 200 kN. Greetings from Nuremberg and welcome to the driver’s cab of the ICE 2,
with which we will soon travel to Ingolstadt at 280 km/h. Zp 9 – Departure signal;
Depart. This signal is given
as a departure order. The ICE 2 still has the classic GTO thyristors
that produce the familiar melody when starting up. With 22 platform tracks, 260 switches, and over 800 trains daily,
Nuremberg Central Station is the largest through station in Europe. On the right, a TRI replacement train consisting of classic n-class carriages,
pushed by a Siemens Taurus, is shunting into the yard. Arverio, the operator of the RE line, currently has to equip its vehicles with ETCS
and is therefore temporarily using the replacement train. Exciting locomotives are parked throughout the station area –
from the venerable V160 to the modern Siemens Vectron. The line climbs a ramp and then crosses the two railway lines
through the Pegnitz Valley towards Hersbruck. Lf 7 – Speed ​​signal;
The indicated speed must not be
exceeded from the signal. Immediately to the left of the line is Zeltner Castle,
a former fortified castle set in a 14th-century pond. Due to a housing shortage, the castle was sold to the
Reichsbahn in 1920, which housed railway workers there. Gleißhammer was once a true railway district with its own
railway nursery and building cooperative for railway personnel. Dutzendteich station has two stops for the S-Bahn
(commuter train) and several sidings for freight trains. Here, we are now integrated into the scheduled train control system (LZB)
and all signal information is displayed in the driver’s cab. A 342-meter-long special platform is used for relief trains
during events at the Max-Morlock Stadium or at the Norisring. Regular S-Bahn trains stop on the left at a central platform,
which was last expanded for the 2006 FIFA World Cup. Up to 50,000 spectators can find space at the home stadium of second-division
club 1. FC Nuremberg – named after one of the 1954 World Cup heroes. We cross the Nuremberg freight railway ring,
which branches off to the right below us and circles the city. It offers freight trains the opportunity to reach the marshalling yard
from all connecting lines without touching the city center. At the Nuremberg city limits, the speed is increased to 200 km/h,
so I “put the lever on the table” and accelerate to full throttle. As a little teaser: The lever will stay there for the next 15 minutes,
allowing the train to make the most of its potential. Fundamental reconstruction was already carried out here in the late
1980s and 1990s in preparation for the planned high-speed line. The S-Bahn received an independent route alongside the mainline line,
and the junction in the Reichswald forest was newly created. High-speed switches allow trains heading towards Regensburg
to branch off onto the parallel track from the marshalling yard. The high-speed line to Ingolstadt begins in the middle
of the world’s oldest artificial forest. After passing under the A6 motorway, the line climbs
and crosses the track heading towards Regensburg. This is where the concrete slab track begins. From now on,
the tracks are designed for a top speed of 300 km/h, whereas the ICE 1 and ICE 2 are only designed
for a top speed of 280 km/h. Our train consists of two coupled Class 402 multiple units.
The unit is 412 meters long and weighs 910 tons. The two power cars have a combined output of 9.6 megawatts,
meaning 11.6 kW is available per ton of train weight. At the Feucht motorway rest area, we first cross the
Schwarzach river and then pass under the A 73 motorway, which merges into the A 9 here at the Nuremberg/Feucht
motorway junction, which we will now follow to Ingolstadt. To keep the impact on the landscape as minimal as possible,
the new line runs directly alongside the motorway; in many sections, the axle distance between
road and rail is only 40 to 60 meters. On May 13, 2006, the 89-kilometer-long new line was officially
opened with a parallel run of two ICE 3 inauguration trains. Just in time for the 2006 FIFA World Cup in Germany,
ICE trains were able to race along the high-speed line in shuttle service. It wasn’t until the timetable change in December 2006 that
the line was integrated into the regular high-speed train service, and the ICE lines from Munich via Nuremberg to Berlin,
Hamburg, Frankfurt, and Cologne were shifted to the new line. From Nuremberg, the line climbs steadily, meaning
the ICE 2 struggles to accelerate above 250 km/h; even the significantly more powerful ICE 3 doesn’t reach its
top speed of 300 km/h until Allersberg station at the earliest. Allersberg is one of only four German passenger stations
that can be traveled through at 300 km/h on schedule. The Munich-Nuremberg Express (RE 1) makes a stop here, and on weekdays,
Allersberg is the starting and ending point of the S5 suburban train line. Immediately beyond the Allersberg motorway exit,
we can see for the first time just how closely the motorway and the high-speed line lie next to
one another as part of the transport network consolidation. Shortly before the first tunnel, I turn on the air conditioning
and thus also the pressure protection in the driver’s cab. This creates overpressure in the driver’s cab,
protecting the driver from pressure fluctuations in the tunnels. In the Göggelsbuch Tunnel, we overcome the first crest,
and the line now descends for a short period. This allows the speedometer needle to approach
our target speed of 280 km/h for the first time, but much higher speeds have already been achieved
on this section during test and record runs. In July 2006, the French TGV conducted test and certification
runs on the high-speed line at speeds of up to 330 km/h. Two months later, an ÖBB Taurus Class 1216 set a new record
for electric locomotives on this section of the line at 357 km/h. In March 2021, the ICE-S, a test train operated by Deutsche Bahn, beat the
record run of the conventional electric locomotive by another 3 km/h. You can find such fast-paced rides in the driver’s cab regularly on my channel –
subscribe so you won’t miss any of them 😉 After the opening of the Cologne-Rhine/Main high-speed line, it quickly became apparent that aluminum noise barriers could not withstand the high speeds without damage,
so the noise barriers here are made of concrete instead. Although the name suggests it and there were even corresponding plans,
the open-cut tunnel was not built using the cut-and-cover method. The line could have been located in a cutting here,
but the town that gives the line its name would then have been exposed to severe noise from the motorway running
along the edge of the town and the new high-speed line. The originally planned Lohen crossing point
was ultimately only built as a block post. Block posts (abbreviation Bk) are railway facilities
that function as train control points to limit a train section. What follows is – in my opinion – the most impressive section
of the high-speed line, and one I always enjoy the most: In a long, left-hand curve, the line plunges
into a depression next to the motorway, before immediately turning right. It then climbs again
and finally disappears into the middle of the mountain. At 280 km/h, we plunge between the retaining walls
into the longest tunnel of the new line, and in doing so, we will probably create a tunnel boom at the other tunnel portal,
the kind that occurs in the Euerwang Tunnel at speeds over 250 km/h. A pressure wave propelled by the train races through the tunnel at the speed
of sound and discharges into the open air with a boom at the tunnel exit. This phenomenon occurs in particularly long tunnels
with smooth side walls and a slab track. At 7,700 meters, the Euerwang Tunnel
is currently the 7th longest tunnel in Germany. Construction of the more than seven-kilometer-long tunnel
was carried out by mining from three locations. In addition to the two tunnel portals, there was a so-called intermediate
access route, driven roughly midway into the mountain and now serving as one of a total of seven emergency exits,
spaced approximately 1,000 meters apart. A good 50 ICE trains and 13 regional trains travel
on the high-speed line every day in each direction. Squeezed between two tunnels lies Kinding station in the
Altmühl valley, which we are crossing here in the station. This is followed by the most demanding section of the high-speed line:
in the Irlahüll tunnel, the line climbs to an 18‰ gradient. On the left-hand screen, you can see the speed on the far left –
and you will see how rapidly it will decrease despite full power. This screen serves as a fallback in case
displays in the speedometer area fail. Construction of the Irlahüll Tunnel was delayed because
the mountain structure was not as strong as expected; geological problems are considered the main reason
for the three-year delay in opening the line. In the tunnel, we climb an elevation of 115 meters; the north portal
is at 380 meters, and the south portal at just under 500 meters. Since the north portal, we have lost
40 km/h in speed due to the climb, and even the ICE 3, which has an output of 8,000 kW,
loses a good 30 km/h on the climb despite maximum traction. The Denkendorf Tunnel was originally only supposed to be around 670 m long,
with the line connecting it to run in a 1,500 m long cutting. During construction, however, unexpected hydrogeological
conditions led to repeated landslides in this cutting. After the Denkendorf Tunnel, the high-speed line reaches its
highest point at kilometer 71.0 at an elevation of 500 meters and remains on this plateau of the Köschinger Forest for a few kilometers
before the line descends again towards Ingolstadt (370 meters above sea level). I’m now reducing the train’s propulsion
power here and will soon begin braking. The left-hand circular instrument of the driver’s cab display shows
the traction and braking forces of the traction motors in kilonewtons. If the indicator in the instrument swings to the left,
the traction motors are generating a regenerative resistance. Using the driver’s brake valve in my right hand,
I simply specify the desired braking force, and the train’s brake computer calculates how much braking
force it needs to apply, primarily using the electric brakes. If the train’s electric braking power is insufficient to achieve
the desired target value, the air brakes are activated, and the disc brakes of the individual cars are applied,
naturally with a corresponding build-up of heat. The downhill stretch to Ingolstadt is treacherous in that
there are two brake lock detection systems on this section, which monitor the train brakes for excessive
heat buildup, such as from stuck brakes. I should therefore take care to keep the thermal
load on the disc brakes as low as possible. FBOA – Brake Lock Detection System;
Measures the axle bearing, wheel rim,
and disc brake temperatures. Unfortunately, I don’t know why the automatic traction and braking control
(AFB for short) is making itself known here with a voice output. “AFB”
Unfortunately, I don’t know why the automatic traction and braking control
(AFB for short) is making itself known here with a voice output. Unfortunately, I don’t know why the automatic traction and braking control
(AFB for short) is making itself known here with a voice output. because the voice output actually indicates that the AFB is not
technically capable of fulfilling a request from the train driver, which I can’t determine in this case, since the AFB should be
inactive at this moment due to my manual braking intervention. The AFB can be roughly equated with a
car’s cruise control and maintains specified speeds. On the northern outskirts of Ingolstadt is the Audi factory,
which can be seen in outline on the right. We pass under part of the factory premises using
the Audi tunnel in a large S-shaped curve. Shortly before the Audi Tunnel, the high-speed section ends,
and behind the tunnel, the LZB (train control system) also ends. A voice message warns me that the LZB is about to end,
and I must now pay attention to the signals along the line again. “Zugbeeinflussung, Zugbeeinflussung” (train control system)
A voice message warns me that the LZB is about to end,
and I must now pay attention to the signals along the line again. A voice message warns me that the LZB is about to end,
and I must now pay attention to the signals along the line again. The platforms of Ingolstadt/Nord station are located in the tunnel ramp.
They hold a record with a gradient of up to 20 per thousand. The station is close to the city center and is also heavily used
by freight traffic due to the Audi plant and an oil refinery. The signal behind the curve often still shows “Expect stop”,
so I stay ready to brake until I can perceive the signal position. Ingolstadt is the second-largest German city on the Danube
and is divided by the river into two roughly equal-sized areas. While the city center and its old town are located on the northern bank,
the main train station is located about two and a half kilometers south of it. With the opening of the high-speed line, a third track between
Ingolstadt’s two largest stations also went into operation to accommodate the increased number of long-distance trains
in the city area that accompanied the opening of the SFS. To the left of the main train station is the marshalling yard,
dominated by car and tank trains from the Audi factory and the oil refinery. Ingolstadt Central Station is a system hub with hourly connections
between long-distance and regional services in all directions. The RE 1, also known as the Munich-Nuremberg Express,
is overtaken here by faster long-distance services in both directions. In the event of a delay, I try to make up
a few seconds of delay by braking a little harder. I hope you enjoyed the speedy ride along the high-speed track.
Please check back for the next video 🙂