By contrast the French TGV preferably travels the country at full speed Its tracks were laid in ways that circumvent the cities at which it doesn t stop This accelerates the pace but makes boarding more difficult There are good reasons for both strate gies The advantages of the TGV can be read on a clock The fast French train travels the 765 kilome ter 475 mile distance from Paris to Marseille non stop in a little more than three hours It takes the ICE a minimum of 5 35 hours and usually even an hour longer to cover nearly the same distance from Ham burg to Munich 780 kilometers 485 miles with half a dozen stops in between As a result it clearly surpasses the four hour mark and has a hard time competing with the temptations of air travel The situation is different on the newly built high speed track between Berlin and Munich It takes the ICE just under four hours to cover the 623 kilometers 387 miles Although that s 1 5 hours longer than it takes the Spanish AVE to travel the 621 kilome ters 386 miles between Madrid and Barcelona the time still has the magic four as a prefix This pays off According to Deutsche Bahn in 2018 its first year of service this new connection motivated more than one million travelers to switch from cars and 1 2 million from airliners to trains making this means of transportation the most popular one on this particular route Even the time consuming stop in Nuremberg has paid off Eurowings canceled its service from Nuremberg to Berlin the train had wooed too many passengers away from the airline Germany is planning to make train travel more at tractive with yet another signature project the re vival of the Trans Europe Express TEE that was discontinued in 1987 Such a TEE network for high speed and night trains can be accomplished by 2025 We need to get started now says Germany s The Thalys high speed train connects 17 cities in Western Europe Its top speed 300 km h 186 mph Digital coupling It s hard to believe but true On cargo trains and those with classic cars Europe an railroad operators are still unanimous ly using the screw couplings introduced in 1861 top picture that are manually con nected by workers Subsequently the rows of cars have to be entered on lists of course manually as well This is to change with an automated digital coupling below The Allianz pro Schiene Pro Rail Alliance association welcomes this initiative by the German federal ministry of transportation The Digital Automatic Cou pling can provide the long hoped for boost to climate friendly rail transportation in Europe says Managing Director Dirk Flege The Europe wide system change that s pro jected to take several years targets 2030 for completion The forecast costs amount to some ten billion euros to be shared by gov ernments and railroad operators 69 Outlook

Vorschau Schaeffler tomorrow 02-2020 EN Seite 69
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