A Women’s Only Train Compartment?

A Mitteldeutsche Regiobahn Train at Leipzig Central Station awaiting departure to Chemnitz. Photo taken in February 2016
A Mitteldeutsche Regiobahn Train at Leipzig Central Station awaiting departure to Chemnitz. Photo taken in February 2016

 

Imagine this scenario: You travel on a regional train from Leipzig to Chemnitz, but wanting to get off at Geithain for an interview for a teaching post at a local school. The train has seven coaches like the picture above, but are mostly full of passengers. You try to find a seat somewhere so you can practice your presentation to give to the interview panel. You walk through one coach full of children returning to a school in Bad Lausick after a field trip to a popular church in Leipzig. Another coach is full of football hooligans from RB Leipzig as they prepare to crash the party in a friendly match with Chemnitz FC, taking place in the evening, the next two coaches are full of passengers, but one male is spying on a woman in the next coach you are entering, which is full of women and children. The sign says for women as well as children up to 10 years of age only.  You see mostly women occupying the seats, ranging from nuns and teachers to businesswomen and mothers nursing babies. You find it awkward but decide to pass on to the next coach, where you finally find a seat. Two seconds after you sit down, the aforementioned male predator sits next to his prey and pries her privacy open, only to get the “Blauste Wunder seines Lebens”- in other words, the biggest but most unpleasant surprise of his life (I’ll leave the scene up to the women to complete the story to their liking). 😉

Then the light bulb goes on!  Having a women’s compartment on the train is a great idea, but is it really worth it and why?

This experiment is being attempted by the Mitteldeutsche Regiobahn (MRB), where such a compartment mentioned in this situation is being reserved for women and children. Unless granted, men are not allowed to sit in the compartment reserved for this group. The experiment is intended to make the female passengers feel safer while traveling, according to a statement by the MRB. Other countries have similar coaches reserved only for women, such as Japan, Indonesia, Egypt, Brazil, Mexico and India, while Great Britain is experimenting with reserving areas of the public transport trains, street cars and busses for women. While the goal is to protect women from being sexually harassed or assaulted, this measure presented by MRB has nothing to do with that, nor the incident on New Year’s Eve in Cologne, where over 1000 reports of women being sexually assaulted were made. Only one person has been charged. The attacks have sparked a backlash against refugees coming to Germany, as many assailants originated from the Middle East and Africa, according to the reports. Many refugees have been harassed and assaulted by right-wing extremists, their places of lodging were set ablaze, and the right populist party Alternative für Deutschland has been gaining success and votes as their anti-immigration policies have gained enormous support and traction.

Yet the idea of having a women’s only compartment on trains have sparked emotional outrage between those who are for such measures and those who consider it absurd. The article and question for the forum posted on many facebook pages including that of the Files’ have been met with mixed results. Proponents of such a measure believe that it would serve as place of refuge against people who are potential predators, giving them a warning of not to cross into their territory unless (….). Some who have supported this either experienced such incidents in person or know someone who has encountered such a person. Opponents claim that by designating areas solely for women would be going back to the age of segregation, where every facility was divided up between White people and Black people only, resulting in the likes of Rosa Parks breaking the barriers on the bus and Martin Luther King Jr. having a dream in his historical speech in Washington in 1963. Some people responded sarcastically by proposing everyone wearing burkas and having a men’s only cars, which had existed in Saudi Arabia until just recently. Others claim that such an arrangement is not enough and that more police protection and stiffer penalties are needed to keep predators and stalkers away. This includes longer sentences in prison and heavier fines. The German government has introduced tough measures to deport refugees committing such crimes, yet psychological counseling is patchy and only a fraction of the population, both victim and perpetrator alike, receive treatment, regardless of country of origin.

This leads to the question of the effectiveness of such a designation in the trains. Speaking from personal experience traveling in the family compartment of an ICE Train such designations are crowded and unwelcomed by “normal” passengers who believe that the safest and most convenient way to travel is by car. A 2011 article explains why (click here). Furthermore, should it be successful in the MRB, how can other railroad providers designate them in their trains, as the newer models are either double-decker InterCitys or sleaker Abellios, both of which have a major caveat, which is space availability, especially if other passengers have bikes to take with (another article written in 2011 on bike space can be found here).  The intentions are there, but better is civil courage either by standing up and saying NO or having others nearby stand up and help by shooing the person away. Then the person should be reported and tough(-er) measures will help him understand the meaning of NO! There are many reasons why women say no, and an article written by a columnist explains the meaning and reason why NO is used and many times ignored (click here)

Inspite of the opinions from all sides, the question will be whether this new experiment will be the norm for all rail services in the future, or if it will become a fad and other measures to protect people regardless of gender and ethnic background. Right now, the experiment is being tried on the trains traveling between Leipzig and Chemnitz along the Black-and-Blue Line, which connects the two with Halle and Magdeburg, each city having a storied history with their soccer teams and rivalries. If successful, it is expected to be expanded to other lines, and eventually to other train services, including the Bahn.

But is it really necessary?

frage für das forum

 

 

1. Do you think having a women and children’s coach in the train is appropriate? Why or why not? Make a list of advantages and disadvantages before answering, apart from the ones mentioned in the article.

2. Does your country have similar arrangements to the one being performed by the MRB? How does it work?

3. What measures does your home country have to protect women from predators and stalkers? Have they worked to date?

4.Using the two pictures below, how would you envision a women only compartment? Keep in mind that the double-decker train is an InterCity train with 10-12 coaches and the Abellio is a regional train similar to the MRB but has only one whole coach that can seat up to 300 passengers. Use your imagination. 🙂

ICabellioflefi deutschland logo

Soccer Update: Leipzig Advances via Disqualification

German Football Federation rules in favor of RB Leipzig after Lighter Incident. VfL Osnabrück disqualified from German Cup- Further Sanctions Pending

FRANKFURT(MAIN)/LEIPZIG/OSNABRÜCK- Four days after the infamous lighter incident during the first round of the German Cup (DFB Pokal) and three days after both teams requested that the game be replayed, the German Football Federation made its decision on Friday. Despite the growing demand for the game to be repeated after a fan from Osnabrück threw a lighter at the referee in the 71st minute of the game, effectively taking him to the hospital and cancelling the rest of the game, played in Leipzig with Osnabrück in the lead 1-0, the Federation ruled against the notion and awarded the game to Leipzig. Reason for the decision was according to the handbook, the teams are responsible for controlling the fans and their actions, which the Federation claimed that Osnabrück did not do. The end result was Osnabrück being disqualified from the Cup with further sanctions pending. The team already has a 5000 Euro reward available for information leading to the arrest and conviction of the person who instigated the crime. Leipzig, which won 2-0 via ruling, advances to the second round, where they face Regionalliga team Unterhaching in October. A list of other teams advancing to the second round and their opponents can be found here. Among the opponents include a galactic battle between FC Bayern Munich (2015 Bundesliga champion) and VFL Wolfsburg (2015 German Cup champions), but also another David-vs-Goliath match-up between Regionalliga team FC Carl Zeiss Jena and Premere League team VFB Stuttgart. Jena, which knocked Hamburg SV out of the first round 3-2, last played Stuttgart in the 2008 German Cup, which the team won 5-4 in overtime, advancing to the Final Four Round, where they lost to Borussa Dortmund 3-0. Stuttgart has struggled to avoid being demoted to the Second League, finishing between 14th and 15th place the past 4 seasons. Also included in the match-ups are (L denotes league): Bayer Leverkusen (1L) vs Viktoria Cologne (4L), SSV Reutlingen (5L) vs. Brunswick (2L), and another Premere League match-up between FC Cologne and SV Werder Bremen.

Germany at 25: The ICE-Train

ICE- Diesel stopping at Schleswig south of Flensburg. Photo taken in 2012
ICE- Diesel stopping at Schleswig south of Flensburg. Photo taken in 2012

“Ding-Dong!  Gleis eins, Einfahrt ICE 737 nach Hamburg Hauptbahnhof über Neumünster. Abfahrt 13:25. Vorsicht bei der Einfahrt!”  Seconds later, a white worm with black and white stripes approaches the platform of Schleswig, south of Flensburg, where a half dozen passengers board the train heading to Hamburg and all places to the south of there. As the train departs the platform, it takes off at high speed, as it heads to its next station.

Speeds of up to 350 km/ph (218 mph), with comfort seats, a children’s compartment, a rather formal Bord Restaurant and lastly, enjoying the company of other passengers while checking the train schedule via broschure or even computer. At the same time, one can see the landscape fly by with a wink of an eye. These are the characteristics of the Inter City Express trains (short: ICE-trains), the flagship of the German Railways (The Bahn). Since the introduction of the Experimental in 1985 and the ICE-1 in 1991, the ICE-trains have become the most beloved for its service and quickness yet the most scrutinized by others for their delays and air conditioning units going awry (as you probably heard through the song by Wiseguys in the last entry).  But little do the readers realize is that the making of the fast train goes back many years, and it took efforts by many people and organizations to make it happen. In this 25th Anniversary of Germany special, we will look at why the ICE-Train has become an integral part of German culture since 1990 and why other countries are looking up to the Bahn and its trains for guidance in constructing their train lines and locs. Furthermore, we will look at the future of the ICE-Trains as the Bahn is entering its next chapter in its storied history.

The Experimental as it travelled towards Munich in 1986. Source:
The Experimental as it travelled towards Munich in 1986. Source: Marco Voss; https://commons.wikimedia.org/wiki/File%3A410001MKF_Zug_1152.jpg

The First Train: The ICE Experimental

There is an analogy that best describes the development of the ICE-Train, comparing that with the one from the film “Chicken Run”: You cannot have the egg without the chicken- or was it the other way around? Click here to learn more. The same can be applied with the development of the first ICE Train: do you start with the train first or the rail line? The idea of the InterCity trains, which go as fast as 200 km/ph (124 mph) had been realized and put into service since the 1960s, providing services to cities with at least 25,000 inhabitants, yet the Bahn (which was known as the Reichsbahn at that time) was thinking bigger, bolder, and faster. And for a good reason: much of Germany has rugged hills and winding rivers, which made it difficult for trains to achieve speeds higher than 140 km/ph (87 mph). If one combines the amount of regional trains clogging up the rail lines, then it is a foregone conclusion that trains arrived at their destination- eventually!

Henceforth in the 1970s, the German Ministry of Transportation (which was based in Bonn at that time) started an initiative to construct the main artery lines, which would serve fast train services in the future. This included the lines from Mannheim to Hanover via Frankfurt and Fulda, Würzburg to Frankfurt, Hanover to Berlin, Mannheim to Stuttgart, Ingolstadt to Nuremberg and Frankfurt to Cologne. Authorities had envisioned trains travelling along these lines at 300+ km/ph (186 mph) with little or no delays. At the same time, the government (which still owns the Bahn today) contracted to companies like Siemens, to construct the first fast train that was supposed to travel these lines. The end result, after many attempts, was the introduction of the ICE Experimental in 1985. It featured two locomotive heads on each end plus 2-3 coaches. The purpose of the Experimental was to test the maximum speed of the train in hopes to further develop the train for passenger use. The Experimental broke several records, including one on 1 May 1988 at a speed of 406.9 km/ph and topping the French Rail Service’s TGV’s record twice in May 1990: 510.6 km/ph (317.2 mph) on the 9th and 515.3 km/ph (320 mph) on the 18th. All of this was along the completed stretch of the line between Mannheim and Hanover, Würzburg and Frankfurt and Mannheim to Stuttgart.  Although passenger use was restricted, the Experimental took the then Soviet President Michail Gorbachev to Dortmund in June 1989 to meet with Chancellor Helmut Kohl, introducing him to the advancement in train technology.  Although the Reichsbahn set a speed limit of up to 300 km/ph for fast train services for safety reasons, developments involving the ICE continued, culminating in the introduction of the first of seven types that are still in use today.

ICE-1 Train. Source:
ICE-1 Train. Source: S. Terfloth; https://commons.wikimedia.org/wiki/File%3AICE1_Schellenberg.jpg

ICE-1: 

After several successful test runs, contracts were let out between the Bahn and German companies, like AEG, Siemens, Thyssen-Henschel, Krupp, etc.) to design the first of seven ICE class trains that are still in use. This class is not only the oldest in service today, but also the longest, as it features (minus the two loc heads) at least 15 coaches- one of which is a Bord Restaurant that resembles a double-decker but in reality, it provides a skylight view while dining.  2-3 coaches are reserved for first class. A computer information system was also included in the trains to provide travellers with information on the train connections- this was later included in future ICE trains. Unlike the InterCity trains, where passengers had to use steps to get on board, the ICE-1 became the first class to make boarding much easier, especially for those who need special assistance. And lastly, the train was climate-controlled, which made travelling a convenience year round.

The ICE-1s made their debuts along the main artery route connecting Basel and Hamburg in 1991 with the first 41 trains being put into service. However, as the lines were expanded to include the Berlin-Hanover, Berlin-Leipzig-Nuremberg-Munich, Munich-Würzburg-Mannheim-Frankfurt, Frankfurt-Erfurt-Leipzig-Dresden, and the Frankfurt-Cologne-Rhein Region lines, plus the extensions to Brussels, Amsterdam, Zurich and Berne, more ICE-1 trains were manufactured and put into use.

Ironically, the ICE-1 trains were introduced in the USA in 1993 to serve the coastal route- specifically, between Boston and Washington via New York City as well as as a demo route between Boston and Portland . Neither bore fruit because of the lack of interest in train travel and were later taken out of service. Yet despite the mentality that train service is for hauling freight, the thought of having high-speed train service has not escaped the minds of many Americans, especially because of environmental reasons, and many cities have been trying to copy the successes of Germany, albeit in snail’s pace.

Despite the successful debut of the ICE-1, the only caveat is because of its length, the maximum speed of this train was 280 km/ph (174 mph). On some of the stretches, the train’s pace around the curves were on par with that of the InterCity trains, which raised questions about the effectiveness of the trains and the need to shorten the trains when designing the next class of trains. This includes the introduction of the ICE-2 Train which made its debut shortly after the ICE-1’s introduction.

ICE-2 Train between Ingolstadt and Nuremberg Photo courtesy of Sebastian Terfloth via source: https://commons.wikimedia.org/wiki/File%3AICE2_Hilpodrom.jpg

ICE-2: 

Introduced in 1996, the ICE-2 featured a similar design to its forefather the ICE-1, but it had two most noteworthy exceptions. The first is that the trains were shorter in length- eight coaches and two loc-heads, which includes the Bord Restaurant and 1-2 first class coaches. The second is that the train was the first to feature a coupling which can attach to another ICE-2 train, thus making it longer. A demonstration on how this concept works can be found below:

The danger of this mechanism is the potential of the train to derail due to crosswind during storms and headwind from oncoming trains. The end result: a speed limit of 200 km/ph (124 mph) and its use on lesser-used lines that use ICE-1 trains seldomly. Therefore, one can find ICE-2 trains on lines connecting Berlin, Hanover and the Rhein-Ruhr region, as well as between Hamburg and Cologne (later extending to Kiel), Bremen and Hamburg (extending to Berlin), as well as between Frankfurt and Cologne via Coblence. They are also used as a substitute for the next class of trains to be discussed, the ICE-T, should it be deemed necessary. Despite the train’s shortcomings, they have gained popularity in other European countries as they were implemented and/or mimicked in Belgium, Spain, Italy and France, just to name a few.

 

ICE-T Train crossing a bridge at Grossheringen in Thuringia along the Berlin-Leipzig-Nuremberg-Munich Line. Photo taken in 2011

ICE-T: 

The next class of ICE-Trains to make its debut was the ICE-T. Not to be mistaken with the American rapper turned actor ICE-T, this train has one unique feature that makes it one of the most versatile of the ICE-trains: its tilting technology. A demonstration on how it works is below:

That, plus its ability to reach speeds of up to 250 km/ph and its coupling technology made it useful on rail-lines that normally use InterCity lines. Therefore when it was introduced in 1999, it was put into service along the line connecting Berlin and Munich via Leipzig, Jena, Bamberg and Nuremberg as well as the line between Frankfurt and Dresden via Fulda, Erfurt, Weimar and Leipzig. They were later used on lines connecting Switzerland with Stuttgart and Munich, respectively, Frankfurt and Vienna, as well as between Berlin and Rostock and Hamburg, respectively (even though its terminus had been in Kiel at one time).  The trains have two different types: one featuring 10 coaches and one with 7 coaches. This include the end coaches as the motors of the trains are found in the bottom part of the train.  It was also the first to introduce the Bord Bistro, a sandwich/snackbar which normally would be found on InterCity trains, as well as a play area, which has been a focus of several critiques from parents, one of which was written by the Files in 2011.

The ICE-T became a forefront of another class of ICE-Train which became one’s loss and one’s gain, the ICE-TD.

ICE-TD:

As seen in the picture above, the train stopping at Schleswig is an example of a train class that is still being used despite its shortcomings, the diesel-version of the ICE-T. Introduced in 2001, the ICE-TD was similar to its sister but ran on diesel. It operated along the Vogtland route between Dresden and Nuremberg (extending to Munich) via Hof and Bayreuth as well as between Munich and Zurich. These lines were not electrified but the high number of passengers boarding along these routes justified the use of these trains. Yet technical problems combined with an increase in diesel taxes to be paid by the Bahn made its service shortlived. While the trains were decommissioned in 2004, they were recommissioned two years later to provide extra service for those going to the World Cup Soccer tournaments taking place in Germany. Subsequentially, all 20 train units were bought by the Danish Rail Services (DSB) a year later and have since been serving the northern half of Germany: one line between Berlin and Aarhus via Hamburg, Flensburg and Kolding and one between Berlin and Copenhagen via Hamburg, Lübeck, Fehmarn and Ringsted. A happy ending for a class of trains that was one the black sheep of the Bahn but has become the darlings for the Danes.

ICE 3 near Ingolstadt. Photo by Sebastian Terfloth Source: https://commons.wikimedia.org/wiki/File%3AICE_3_Fahlenbach.jpg

ICE-3:

At the same time as the ICE-T, the ICE-3 made its debut for the Bahn. Featuring eight coaches including the end coaches, the trains up until most recently had been the fastest of the ICE-Trains in service, reaching maximum speeds of up to 330 km/ph (205 mph), making them suitable for the main artery tracks that do not require the twists and turns of the ICE-2 and ICE-T trains. Introduced for the World Expo in Hanover in 2000, the trains have since served the lines connecting Frankfurt-Basel, Frankfurt-Amsterdam via Cologne, Frankfurt-Brussels via Cologne and Frankfurt-Paris via Strassburg.

ICE 3V- the newest version of the ICE 3. Source: https://upload.wikimedia.org/wikipedia/commons/1/1c/Innotrans_407.jpg

ICE-3V: 

The Velaro version of the ICE-3 train is the newest version of the ICE train, and perhaps one that will dominate the European continent if the Bahn has it their way. The concept was first conceived in 2009 and since 2014, the first trains have taken over some of the important lines, namely between Cologne, Frankfurt and Munich. This may change in the next year as more of these trains, looking sleeker than the original ICE-3 but going just as fast as its predecessor, are set to take over some of the main artery lines, including the new line between Berlin and Nuremberg via Erfurt. In addition, with its successful test run through the Euro-Tunnel, the Bahn is looking at commissioning these trains to serve the line to London via Paris and/or Brussels. As the time to travel to Frankfurt from London takes six hours instead of 18-20 with normal trains, the use of these trains for this purpose, if successful, could take the Bahn to newer levels, causing other countries to look at Germany as an example of how passenger rail service can be developed. Sadly though, the introduction of the ICE-3V will come at the cost of two train classes: The ICE-1 and ICE-2, despite their recent renovations, will be decomissioned, bit by bit, beginning in 2020 and 2025, respectively. While the newer versions will change the image of the Bahn, many people will miss the older versions that have made rail travel faster but comfortable.

The ICx Train Source: https://upload.wikimedia.org/wikipedia/commons/2/27/ICX_Mock-UP_01.JPG

ICx:

Finally, the latest advancement in train technology that will take rail travel further beyond 2020 is the ICx. The concept has been worked on by several companies in the private sectors but the trains will feature both this version, a cross between the ICE-2 and the ICE-3 with 12 coaches, as well as a double-decker version. The designs have not yet been finalized, but two factors are certain: They will be slower than the ICE-trains with speeds, maxing out at 200 km/ph (124 mph), plus they will replace the existing InterCity trains that are over 35 years old and are meeting the end of their useful lives. Already planned is the commissioning of the lines in the eastern half of Germany beginning in 2020, the lines one which InterCity and former ICE trains once travelled will have these trains in use by 2030, including areas in Bavaria, Baden-Wurttemberg and parts of northern Germany.

Prognosis:

In the past 40 years, we have seen the advancement in passenger train technology in Germany and beyond, starting with the construction of new high-speed lines and the development of high speed trains, followed by the advancement of train technology to make trains faster but safer for use, the expansion and modernization of existing rail lines to attract more passengers, and the extension of rail services to as far away as the UK and Russia. The railroad landscape is currently undergoing a transformation where, with the introduction and commissioning of new trains, many lines are being designated for certain trains. While this may come at the dismay of residents of cities, like Wolfsburg, Jena, Weimar and other smaller communities, who will see their ICE train services be replaced with ICx, in the end, rail travel in Germany will still remain a lasting experience. This applies to those who never had never gotten the luxury to travel by train before because of the lack of availability, but have recently tried it and would do anything to use the train again on the next trip. A friend of mine from North Dakota had that experience during her last visit to Germany and has that on her list of things to do again on the next European trip. 🙂 But for those who think that train travel restricts the freedom to travel wherever they want to, here’s a little food for thought worth mulling as this long article comes to a close:

Travel is fatal to prejudice, bigotry, and narrow-mindedness- Mark Twain

If one wishes to try something new, as an alternative to traveling by car (or sometimes by plane), one has to open up to the options that are in front of us, and look at all the benefits involved. This is what makes Germany a special place. We have the bus, the boats,  the bike, and despite all the bickering, the Bahn. 😉

FF 25 Logo

 

Germany into Darkness

Total Eclipse shadows the entire state, as 80% of the moon covers sun. 100% covers extreme Western Europe and the North Atlantic.

BERLIN/ERFURT/COLOGNE- As many as 70% of the German population or 50 million took advantage of the gorgeous weather and, armed with their cameras, smart phones and specialized sunglasses, photographed the sun as the moon covered up to 80% of it, putting the country into partial darkness. Despite worries that the eclipse could wreak havoc on the electirical power systems because Germany is mostly dependent on solar energy, it was reported that there were no problems and everything was running well as if nothing happened. The eclipse occurred at 10:42am Berlin time, almost an hour after the process started, and ended shortly after 12noon. The area where people could get the best view of the eclipse was in the states of Rhineland-Palatinate, North Rhine-Westphalia and Lower Saxony. However, people in other German states had an opportunity to see the moon cover 70-75% of the sun.

This included the city of Erfurt in central Thuringia, where the moon covered up to 75% of the sun, making it resemble on the one hand, the moon at first quarter mode, but on the other hand a full moon. In other words, there was the brightest first quarter on record, if one looks at it from an astronomer’s point of view.  The clear weather made it difficult to purchase specialized sunglasses, which you can wear to look up to the sun at the time of the eclipse, for many drug stores, pharmacists, glasses dealerships and optometrists ran out of stock up to two days prior to the event. This was the exact opposite of the last partial solar eclipse that occurred in 2005. There, rainy weather hindered any chances of viewing this rare event, thus dropping sales for these eye protectors dramatically.

While I was unable to purchase this pair of sunglasses, I did find one to use with an optometrist, whose shop was located at Erfurt’s city center, Anger- located between city hall and the train station. Although the pair was for lending and sharing purposes, I took the opportunity to wear them, while at the same time, cover the lens of the Pentax camera I had in my possession in an attempt to get a close-up look at the eclipse. Normally you are not supposed to get a direct shot at the eclipse for two reasons:

  1. The photo would turn out the same as it were without the eclipse- beautiful sunny skies just a little dimmer and
  2. Most importantly, looking directly at the sun at the time of the eclipse is very dangerous, for the rays could cause irreparable damage to the cornea, thus causing damage or even blindness.

As a tip one can get a selfie of the eclipse with the back towards the sun or simply leave it and have a look at the eclipse through TV and internet. However, even though I did get some shots of the places in Erfurt at the time of the eclipse (not to worry, I did this with my eyes looking down), I experimented by placing the specialized sunglasses over the lens of the camera, then zoomed in manually as far as it could go.

The result:

Photo taken in Erfurt at Anger just minutes before its peak
Photo taken in Erfurt at Anger just minutes before its peak

 

Unless you have had many years of experience in photography as I have had (I’ve been photographing since I was 11 years old), and you are daring enough to do this, this author does not recommend doing this- at least not without supervision. In order to get a shot like this, you need a special lens equivalent to what I used in order to get a shot like this. All other options are useless, for they would end up like the pic below- at the peak of the eclipse:

Erfurt Cathedral (Erfurter Dom) at the peak of the eclipse without the glasses. Not to worry, the author stared down while taking this shot.
Erfurt Cathedral (Erfurter Dom) at the peak of the eclipse without the glasses. Not to worry, the author stared down while taking this shot.

 

Whether a pic like this can be done like this with a special lens is doubtful for you may not get the picture you need. Admittedly though, it is worth experimenting, but if and only if the next opportunity arises, which for a solar eclipse like this one, it is rare. For many of us, this is perhaps the last time we will ever see one like this as the next one to come to Germany will be in 66 years. A partial eclipse in Germany will come again in 2022.  However the next total eclipse to reach the US will be in two years’ time. So for those who are hunting for the next solar eclipse (and I’m sure there are groups out there who are crazy about solar eclipses), mark this on your calendar at least, even though one may come beforehand.

But even not, for many like yours truly, this experience was once in a lifetime, which has now been crossed off our bucket list.

Author’s Note:

The Flensburg Files has an album on the solar eclipse in Germany through facebook, which you can click here to view. The Files’ is accepting photos taken by other photographers- amateur and profis alike- to be added to the album. If you have a photo or two to contribute, please send it to Jason Smith either through facebook or via e-mail at flensburg.bridgehunter.av@googlemail.com. Please cite your name and the place where the photo(s) took place. The purpose of the album is for other viewers to see. Thank you for your help in this matter.

 

Highlights of the solar eclipse are also available through the following sources:

MDR Info (Video of the Solar Eclipse) in D: http://www.mdr.de/nachrichten/video260046_zc-e9a9d57e_zs-6c4417e7.html

Deutsche Welle (Highlights of the Solar Eclipse) in EN: http://www.dw.de/cloudy-skies-obscure-solar-eclipse-in-much-of-europe/a-18330146

MDR Info (Gallery of the Solar Eclipse in Germany) in D: http://www.mdr.de/galerie/mdr/thumbnails.php?album=73

Tagesschau (Information and pictures of the Solar Eclipse) in D: http://www.tagesschau.de/sonnenfinsternis-165.html 

 

 

FF new logo

 

Newsflyer: 11 June, 2014

Unknown photographer. Used in connection with article found here: http://www.erh.noaa.gov/er/lwx/lightning/va-lightning.htm Public Domain

Giant Storm Causes Widespread Damage throughout Germany.  World Cup in Brazil in Full Gear.  Hamburg SV Handball Team Finished?

Getting off the train this morning at Erfurt Central Station in central Thuringia, passengers received a shock of their lives, as the sounds of thunder and lightning made the state capital sound like warfare going on. Pick any war in the last 20 years and it was reenacted by mother nature. And this in addition to heavy rains that flooded streets and brought the vehicular infrastructure to a complete standstill for a time.  But this was the overture to the series of storms that occurred over the course of two days, ending today, which is comparable to Hurricane Kyrill in February 2007, and caused severe damage throughout all of Germany. More on that and a pair of sports-related items in the Files’ Newsflyer.

Video of the Storm

Kyrillian-sized storm cripples Germany:

Local Flooding in Cologne, Rostock and Berlin. Downed trees in the Ruhr River area, northern Hesse and Saxony-Anhalt. Train services suspended. Power outages everywhere. This was a familiar sign when Kyrill brought all of Germany to a complete standstill in 2007. Yet with the storm system sweeping through Germany yesterday and today, it brought back memories of the event. Sweltering heat gave way to golfball-sized hail, high winds and torrential downpour that caused critical damage to many cities throughout Germany. Fallen trees and flooding caused several raillines to suspend services, including the hardest hit area, the German state of North Rhine-Westphalia, where the German railways suspended all services statewide yesterday for the fourth time since 2007. Officials there are predicting services to return to normal by the weekend. Stations in Essen, Dusseldorf and Cologne were cut off from the rest of the rail network. Raillines between Berlin, Hamburg and places to the north and west were either closed down or rerouted. Over 100,000 travelers were stranded or had to find alternatives, which didn’t fare better with motorways being blocked due to downed trees and other objects.  Damage is estimated to be more than $135 million. News sources are predicting a clean-up effort taking up to more than a week to complete; this includes restoring the infrastructure affected by the storm. More information and photos can be found here.

Hamburger SV Handball Team to Fold?

Once deemed as the one of the powerhouses of German handball, especially after winning the Champions League Title last year, the handball team from Hamburg’s days as a Premere League team may be numbered. Faced with a 2.7 million Euro deficit (ca. $4.4 million), no president since the resignation of Andreas Rudolph in May and with that, the team’s main sponsor withdrawing its financial support, the team was denied entrance to the first and second leagues. Its last attempt to save face and be allowed to play next season in the Premere League is to overturn the decision by the German Handball League through the arbitration panel. The decision should take place on Wednesday. Should the panel uphold the decision or Hamburg withdraw its appeal, the team will be forced to play in the Regional League (3rd League) in the next season. In addition, the team will not be allowed to participate in the European Cup in the next season, despite finishing fourth in the standings. Melsungen would replace the spot left vacant. And lastly, the team will most likely file for bankruptcy, which could lead to the club being liquidated, should no one step in with money to help them. Such a free fall would be catastrophic, as Hamburg has competed well against the likes of the 2014 Season and German Cup champions, THW Kiel, as well as Berlin, Rhine-Neckar Lions, and the 2014 Champions League winners, SG Flensburg-Handewitt. More information can be found here.

World Cup begins tomorrow

Germany and the US are two of 32 teams that will go head-to head with the competitors beginning tomorrow. The 2014 FIFA World Cup will take place in Brazil at 12 several locations, with the Championship to take place on July 13th in Rio de Janeiro. For the first time since 1930, all the teams winning a World Cup will participate in the competition (Argentina, England, France, Italy, Spain, Uruguay, and Germany).  Spain is the returning champion, having edged the Netherlands in the 2010 Cup. This is the fifth time the Cup is taking place in South America, which has been won by teams from that continent the last four times. That means Brazil is the heavy favorites to take the Cup. More interesting is the pool play, in particular, Group G, where the US and Germany are in. They are scheduled to meet on 26 June in Recife. The stakes are high for the head coaches of both teams, who are both looking for their first World Cup title. Jurgen Klinnsmann is being criticized for the American team being Europeanized, which could be his downfall if his team does not make it. Joachim Loewe is hoping that winning the title will improve his chances of a contract extension before 2016. With both teams hobbling with players banged up from regular season competition, it will be interesting to see how the match will turn out, let alone, who will go far in the Cup. More on the Cup to come in the Files. If you want to know more about the tournament, click here for details.