I can't wait to see the last part of this long journey. It looks like you had a nice weather. Thank you very much for all your work in sharing those beautiful cab rides with us.
I'm calmly watching all your videos! Nice ride from Zilina to Bratislava. There are so many things to say... they are finally modernizing the line, the Zilina station is being transformed. Even the Slovak Railways have decided to change livery and buy the Skoda Elephants that the Ceske Drahy (the railways of the Czech Republic) already use on their lines but in cobalt blue-light blue. Even new Stadler Kiss models run here and not just the old carriages controlled by obsolete SKODA locomotives. Let's remember that this was Czechoslovakia once. I had seen this line with another cabride channel years ago but in the opposite direction from Bratislava to Kosice but this is definitely better in 4KHD! EXCELLENT! Another nice line is the continuation to Bohumin via Cadca or the line that from Puchov cuts through the mountains and goes towards Uhersky Brod I think... even the Czech Republic boasts a widespread network of railways. Slovakia has less because of its orographic conformation. I noticed that they straightened the route that no longer follows the Vah river. Probably in the future they will buy high-speed Pendolinos (like the Czech or Polish ones) and they need the straightest lines possible. The route is beautiful up to Leopoldov, then you enter the Slovakian countryside but you can no longer see the mountains. Trencin has a beautiful castle, where they set the film "Hostel", but Czechoslovakia in general is a land of beautiful castles. Near Levoca there are the ruins of SPIS, another beautiful castle not far from Poprad. Trnava as you rightly wrote is a center of automotive production and Slovakia is not for nothing the paradise of the automotive sector with 5 or 6 car factories (Nitra has Mercedes, Bratislava has Wolkswagen, Trnava has Citroen and Zilina has Kia, I don't remember if Jaguar is in Kosice). Anyway, beautiful trip done very well.... I saw that you posted the videos of Denmark and Sweden.... I'll watch them! Congratulations and see you soon.
@wladislaw79 Thank you very much for your support. And a lot of information that you share with us about the lines that you watch. It seems that you know all of them. 😊
Prve dva díly, perfektní krajina, tento třetí my připomíná spíše VRT nebýt zastávek tak ze Žiliny do Bratislavy celou cestu 120 a není co obdivovat. Jinak hezké svezení a perfekt videiko. Diky 🇨🇿🇸🇰
A very good route. Wonderful choice. Yes, what I would like is an RJ or EC journey from Dresden HBF to Graz Hbf. Also in several sections, as I think the journey takes 8 or 9 hours. Thanks for the wonderful Video☕🍀
Wieder eine schöne Fahrt auf einer interessanten Strecke, wenn auch landschaftlich nicht so imposant wie eine Gebirgsbahn. - Another beautiful ride on an interesting route, although the scenery is not as impressive as a mountain railway.
Na trati medzi Žilinou a Bratislavou sa bežne jazdí 160km/h len tu bol problém, že lokomotíva, ktorá ťahala tento vlak nemala systém ETCS aktivovaný ,ak nemáš ETCS -120km/h a je ETCS spustený - 160km/h (Mimochodom práve rušne 361.1 už od júla konečne jazdia 160km/h)
@@randomuser262 ZSSK has 9 locomotives of the 350 series equipped with ETCS, the remaining locomotives are without etcs, they only travel at 120 km/h, ZSSK also has 10 Siemens Vectron locomotives with ETCS at a speed of 200 km/h, and finally, in July of this year, they activated ETCS on twelve locomotives 361.1, and in this video is locomotive 361.1 still with non-functional etcs, but today it is working
@@oliverparal9506 Well, this video features voltage change just after Bytča. Therefore is not more than 2 weeks old. So maybe all 361.1 still don t have working ETCS.
Some technical details and history about the Škoda class 350 electric locomotive that pulls this train. It is a four-axle machine. On each axle, there is a gearbox with front gearing connected at the other end by a cardan to the traction motor. So the locomotive has four traction motors, each with a power of 900kW, which means that the total power of the locomotive is 3.6MW. These traction motors are for DC ripple current with commutator and external stator excitation. Power regulation is ensured by switching the combination of power cast iron resistors with fans on roof using contactors from the input voltage of the 3kV DC regulator. If the locomotive takes 25kV alternating voltage from the trolley, then a traction transformer and a silicon rectifier are connected between the controller and the trolley, and if the locomotive takes 3kV DC, the input of the controller is connected directly to the trolley. Collectors - semi pantografs also have two modes, when when connected to 3kV DC, the contact pressure of the collector to the trolley is increased. In operation at 3kV DC, it is recommended that if the locomotive is stationary and connected to a train that requires 3kV for heating or air conditioning, both pantographs should be extended and also when the train starts. After increasing the speed, one of the pantographs must be inserted to prevent the power wire (trolley) from swaying, and this does not happen automatically, but is controlled by the train driver. In operation at 25kV AC 50Hz, this procedure is not necessary because at higher voltage, one pantograph is sufficient for the entire consumption of both the train and the locomotive. The most common defects of this type of locomotive are failures of the power control contactors, fortunately these contactors can be disassembled and repaired and this also happens at regular maintenance intervals in the service locomotive depot. there is also a related model that looks identical from the outside, called the 150 class, but it is only designed to supply 3kV DC, so it does not include the traction transformer and silicon rectifier. Other relatives of this type are Škoda locomotives delivered to the USSR under the name ČS (I don't remember the exact name of the class) and these have 6 axles and therefore 6 identical traction motors, and the total power is therefore 5.4MW and a maximum speed of 200km/h, while the class 350 and 150 have a maximum speed of only 160 km/h. The development of these types began in the late 1960s and production began and also ended in the 1970s.
It looks gorgeous how are you ❤❤ lovely weather here in Manchester UK 😅greetings to ljubljana mate 😅 this will will be a great video 📹 😀 hopefully will see it tonight or tomorrow 😀 😊
Correva il 1997 quando, per uno scambio di università, ero al deposito di Zilina con gli ingegneri della locale facoltà del trasporto; la linea è cambiata del tutto, ma le velocità commerciali sono le stesse ! Video, come al solito, agreable !
La linea tra Žilina e Bratislava viene normalmente percorsa a 160 km/h, ma si è verificato il problema che la locomotiva che trainava questo treno non aveva il sistema ETCS attivato, se non si dispone di ETCS -120 km/h e ETCS è attivato - 160 chilometri all'ora L'autore : @oliverparal9506
@@DANT3ES Mi sembra proprio che i 120, a prescindere da guasti od altro, sia l'impostazione di questo treno (vedasi precedenza data au un espresso e coincidenza con un locale). Bratislava la conoscevo in 3000 cc : dai segnali sembra rimasta uguale o no ? Grazie
Nice ride on this this video. Given the straight routing and gentle curves, I think ZSSK should buy a bunch of Stadler KISS units that are capable to running as fast as 150-170 km/h (93 to 105 mph) on many portions of this route.
Track and carriages only allows up to 160km/h. The speed indicator feels wrong because trains on this section of track do reach 160 km/h. Possibly ETCS was not working on the loco or something else was going on.
A varied and interesting three-parter in wonderful weather - the colors are so intense that I wonder if the camera records it like that or if it was perhaps enhanced with software afterwards ☺️ In the first two parts, I particularly noticed the overhead line masts on the track, which are often not parallel to each other, mostly slightly offset and also a mix of different designs such as round solid masts and lattice masts, some of them were also crooked and were relieved by new masts next to them - but the track is currently being renovated, so this will probably be fixed soon 😊 Towards the end of the last part, it seemed to me that the train had made an emergency stop on the open track - but I'm not sure... 🤔 maybe a technical defect?? All in all, a worthwhile trip to European regions that were previously unknown to me... 👍🤗👋
@wandajackson3410 Thank you for watching and for your comment. The weather was just great, I was lucky. I am not sure what happened with emergency braking.
klasický slovenský vlak, akcelerace jak náklad těžkotonážníka, vmax 120, protože předpis je svatý a 160 se prostě jet nesmí i když za čárou ta samá gorila 160 jet zatím může (bůhví jestli ta lemra netáhne nějaké hurá reko bdt na vmax 120) a v každý prdeli do odbočky, aby se vexle pořádně ošoupaly, protože někomu přišlo hrozně chytré, aby i rychlíky jezdily na peron na vedlejší v každý stanici menší než velkoměsto povinně. Kdyby to bylo v malých prdelákovech, tam to má i své výhody krom nevýhod a dejme tomu, ale v Trenčíně, kde staví vše, neudělat plnou peronizaci?
@user-vc6tq9sp9g Thank you for your comment. As far as I know, the train limit is 120 km/h, which can explain the velocity. The max line speed is 160km/h.
Si nepočul na začiatku, jak sa hlásil dispečerovi, že nemá funkčné ETCS? A vieš ty vôbec čo to je tá "plná peronizácia", šak v tom Trenčíne je. A aspoň sú v tom Trenčíne najdlhšie koľaje k dispozícii pre nákladné vlaky, nie že po dvoch najdlhších koľajách v stanici jazdí primárne 4 vozový panter...
tak napríklad v Trečíne nestojí všetko, lebo ICčka tam nestoja (stoja v Trnave a potom v Žiline). Navyše tento vlak neťahala gorila ale 361, pričom nebolo spustené ETCS, preto bola vMax 120.
Unfortunately, you made after two good parts several mistakes in this third one. Mostly typing errors and many (!) incorrect engine class numbers, but one is serious: the mountains east of the route between Púchov and Ilava are not the Great Fatra, which is located southwest of Ružomberok. They are the Strážovské vrchy.
Je suis en train de visionner la dernière étape vers Bratislava, vidéo exceptionnelle comme toujours avec juste une petite erreur vous avez décrit NOSICE HYRDO, je pense que vous vouliez dire HYDRO mais ce n'est pas grave, félicitations pour votre travail.
@philippedesaint-martin4815 Merci. Thank you very much for your observation. I did make that typo. Thank you very much for your support following the channel.
I am impressed with how many people use train in Slovakia, it is quite good to see so many rail users, are there incentives to use rail for travel in Slovakia? In Croatia, there's little train travel, hopefully that changes when modernization of all main rail corridors is completed. I can see Slovakia is investing heavily in to its rail infrastructure, but why are speeds limited to only 120kmph?
@davidczar2978 I am not sure about the incentives, but there is much ongoing work to improve. In the last part of the journey, from Žilina to Bratislava, the line speed limit is 160 km/h, but this particular train limit is just 120 km/h.
Какая же Европа все таки маленькая. За четыре с половиной часа почти всю страну проехали. А у нас в Сибири только до соседнего города пять часов ехать.
Someone previously explained that only trains equipped with ETCS signalling can operate at 160km/h (IC trains pulled by Siemens Vectron locomotives), while other trains using legacy signalling (like this one) are limited to 120km/h.
Podľa toho pípnutia nasledovaného úderným "pičús" mu najskôr ustrelilo VZ. Buď ho zle zmačkol alebo sa v snímačoch naindukovalo niečo čo Mirel vyhodnotil ako kód (aj keď tam žiadny neni) a hodil rýchlobrzdu.
