Scenic winter landscape, calm snowy nature, panoramic, ice covered scenery and snowfall time at railway line Belgrade - Bar, over the wild mountain area of Zlatibor. Railway line Beograd - Bar is known for its uniqueness as a difficult mountain railway that passes through the wild and beautiful natural areas of numerous mountains on its way from central Serbia towards Montenegro and the port of Bar on the Adriatic Sea.

Some of the most beautiful scenic moments shown in this video were created in the area of ​​the Crni Rzav and the Semegnjevska river canyons. The part of Zlatibor from the Zlatibor train station onwards is non-urban, unvisited and is just wilderness, without settlements, roads or people. The railway line after Zlatibor train station faces southwest and goes to Goleš and Bosnia in the west. Zlatibor is the highest normal track railway station in Serbia, at 800 meters above sea level. After Zlatibor, the steep descent towards Bosnia begins. The route was built as a sloped mountain railway, with plenty of curves, tunnels, and bridges. The railway tunnels range in length from very short to very long. There are several large bridges, the largest stand out in Ribnica, over the Ribnica and Vrelo rivers.

As this is a main corridor and main railway line, the only one connecting Montenegro with the rest of Europe and Serbia, it was expected that a larger number of trains would operate on it. Despite the fact that it is the only one railway connection between the Port of Bar, Montenegro and Albania with Serbian Railways and European railway network, unfortunately there is almost no rail traffic. There is one international passenger train that runs at night, several local passenger trains (EMU Stadler Flirt) that run from Užice to Prijepolje (West Serbia) and an average of 2 freight trains per 24 hours. In the winter period around New Year's, it happens that no freight train passes through for the entire day. The freight trains that can be seen here transport copper ore concentrate from the Bor mines to Port of Bar (Luka Bar), as well as coal ore from Luka Bar for power plants in Serbia, and coincidentally also for heavy industry in Bosnia. Also, cereales trains can rarely be seen. The ores are sometimes transported in common open Eas wagons, and sometimes in containers on Rgs flat cars. The freight trains are pulled by Siemens Vectron locomotives, while the one video shows a Bombardier TRAXX.

The very small number of trains made it difficult to collect enough material fot the classic compilation rail traffic video. In winter, movement in the cold, icy, snow-covered and wildly mountain terrain is very difficult. Finding scenes to film and photographing the trains required a lot of hiking, canyon rock climbing, and a lot of time spent. A great love for nature, and especially for the scenic landscape around the railway track on Zlatibor resulted in the creation of this video. A large number of scenes were recorded while hiking the surrounding peaks and slopes, while reaching the desired location for filming the train. Every shot outside the Zlatibor station required kilometers of hiking along the railway and hiking through difficult canyon and mountain terrain. The natural scenic beauty observed along the way was only partially captured by camera.

Some of the most beautiful winter scenes snown in this video were: sunny and snowy views of the fog and clouds below the peaks, surrounding a railway that runs deep below the clouds, through canyons; a special sunset over the snow-covered station tracks, at the exit of Zlatibor station, with a view of the railway tunnel, which, for an observer who finds himself at that place for the first time, seems to be going "into the unknown"; views from a height above the railway to a large Black Rzav mountain river at the bottom of the canyon; dense pine forests covered with snow; special scenes of snow melting and snow falling from the branches when clear weather appears and the warm winter sun shines above; frozen scenes of icicles and large amounts of snow hanging from pine needles and branches; heavy snow blizzard, sounds of winter rain with falling snow and sights of surrounding rivers and streams; special winter night scenes, of nightly winter blue colors; special distant mountain echo sound of the train horn, when the train driver was stopped by the vigilance device during horn greetings...

Special attention is focused on recording the sounds of nature in those moments. The winter "silence" of nature is especially relaxing to watch and enjoy. From time to time, the occasional passing of trains, especially freight ones, positively disturbs this silence. Very soon after the train enters the tunnel, the sounds of nature take their place again. The 4K, ultra HD resolution should help to bring all the mentioned and recorded railway and winter mountain scenes to the screen.

The recording covered the period over the past 4 winters,
from winter 2022 to
January 2025.

Why do freight trains in Serbia derail so often?
Some of the more important reasons could be shown by videos like these. Completely rotten sleepers, cracked and broken rails, destroyed rail fasteners, jumping track ballast... Completely ruined and neglected railway tracks. This video shows the movement of freight trains over a completely poor railway infrastructure. All of this is an explanation of how the recognizable sound of trains is created.

These scenes were recorded on the main railway corridor for all transit freight trains through Serbia - The main freight railway line in Belgrade:
Belgrade marshalling yard - Ostružnica - Surčin - Batajnica (official lines: Beograd ranžirna park A - Ostružnica and Beograd ranžirna park B - Ostružnica - Batajnica). According to the current railway classification, the mentioned lines officially belong to category D4 railways. Track category D4 means a permissible axle load of 22,5 t and a load per linear meter of 8 t. This is official data and the old measured state.

Railway line shown in the video is in such state of infrastructure that it can't support criteria "allowed axle load capacity" of 22,5 t and "meter load" of 8 t. According to the current situation on-site, this line is not suitable for any kind of rail traffic.

The video shows the movement of various freight trains on a very bad tracks. These trains are mostly consisted of 4 - axle or 6 - axle, 80 t to 120 t, electric locomotives which usually haul trains of over 1000 t. Very often these are intermodal freight trains. Usually, these are intermodal freight trains consisting of about thirty wagons with bogies, which make the very nice and well-known sounds of train wheels clattering (sound of the rattling train wheels on bad rail joints). Of course, there are other freight trains, such as those carrying hazardous materials (Zaes tank wagons with sulfuric acid) or cereales trains (Uacs wagons) and other general goods (Habbins wagons). Some weigh as much as 2000 to 3000 tons.

In order to be able to withstand such a load on tracks, it must be regularly maintained - especially track superstructure. In track constructions, the superstructure has the task of absorbing the vertical and horizontal forces resulting from the traffic load and transferring them to the track substructure and subsoil. The distribution of the forces over to larger areas results in a load distribution that prevents overloading and overstressing of the individual components of the superstructure and ensures that the surface pressure on the subgrade is as low and uniform as possible. The scenes from this video show an unmaintained railway infrastructure that is not able to meet the mentioned requirements.

At the same time, the video is represent of the real state of the railway infrastructure in Serbia and Serbian Railways in general. Serbian Railways has almost no maintenance of railway infrastructure. Railway lines like this are completely unmaintained, run down and neglected. Train derailments in Serbia occur on average every 7 days. Most of them are successfully hiden from media and public, but it officially happens and it really does on average every 7 days. As the situation with the tracks are bad on most railway lines in Serbia, the permitted train speeds are also low. Therefore, derailments most often occur with one axle or bogie of a locomotive or wagon, but there are also more serious and larger rail incidents. Anyway, numerous lines are suffering from train delays and rail traffic suspensions.

There is a little hope that this video will raise awareness of the importance of investing in railway infrastructure in these areas and prevent further train derailments on tracks across Serbia and the Balkans.

Date of recording:
September and October 2024.

ŽRS - Željeznice Republike Srpske has some railway lines and operates in the northern part of Bosnia and Herzegovina. This video shows the 194,4 km passenger train ride from Croatia/Bosnia border station Dobrljin to Novi Grad and from Novi Grad via Prijedor and Omarska iron ore mine to Banja Luka (the administrative center of the Republic of Srpska). Then the ride continues from Banja Luka to Doboj (the main and largest railway station and junction in the northern part of Bosnia and Herzegovina).

The ride starts with train 6425 from Dobrljin via Novi Grad to Banja Luka and continues with train 6405 from Banja Luka to Doboj. In the beginning, train travels through the northwestern part of Bosnia and Herzegovina, in a predominantly flat area, following the Una and Sana river valleys. In the city of Novi Grad and in the Novi Grad freight station, the railway line from Knin and Bihać connects from the south. From the town of Prijedor, the railway line continues through fertile plains and passes through Omarska, an iron ore mine. Between Piskavica and Ramići railway stations, the train crosses the Potkozarje hill. That section has the highest slope on the tracks of the Republic of Srpska railways, 22 ‰. Heavier freight trains on that section must have an additional locomotive. The banker locomotive usually pushes the train to the Potkozarje station, which is also a railway pass. Then the train descends to the Vrbas river valley and the city of Banja Luka. As train number 6425 arrives in Banja Luka a few minutes after the departure of train 6405 to Doboj, recording continued the next day and the break was made in Banja Luka.

From Banja Luka to Doboj, the railway line takes a hilly character, twisting in sharp curves, passing through the valleys of the rivers Vrbanja, Velika Ukrina and Mala Ukrina. There are three railway tunnels on that section, tunnel Čelinac (488 m ), tunnel Tromeđa (1413 m ) and tunnel Ljeskove Vode (1514 m ). The area between Jošavka, Snjegotina, Ukrina and Prisoje is particularly scenically beautiful. The scenic nature is captured during the background afternoon sun and the train journey is through beautiful green meadows and forests. Snjegotina and the tunnel Tromeđa with its elevation of around 300 m are the highest points on this journey. After that, train passes by a large coal mine and the Thermal power plant Stanari. Towards the end of the journey, at the Srpska Kostajnica, a large steel bridge on the Bosna River is crossed and another railway line from the direction of Croatia joins from the north, railway line Doboj - Šamac. The train ride continues for a short time along the double-track railway line until it finally arrives in Doboj. On the eastern side, a non-electrified railway line from Tuzla Canton appears from the left and the tracks branch into a very large train station. At the end, a short shunting locomotive ride to the southern end of the station was also shown. Further to the south, the double-track railway line continues towards Maglaj, Zenica and Sarajevo.

For easier viewing, the video is divided into several significant parts:
00:00:00 00:18:05 Dobrljin - Novi Grad
00:18:05 00:56:00 Novi Grad - Prijedor
00:56:00 01:23:00 Prijedor - Omarska iron ore mine
01:23:00 02:20:00 Omarska - Banja Luka
02:20:00 04:22:27 Banja Luka - Doboj
04:22:27 04:27:30 Doboj railway station

All relevant and significant information during the ride, such as current location, maximum speed, limit speed, slow order speed, elevation, the names of rivers, bridges or tunnels, as well as possible current events and locomotive or train defects are shown in the bottom left corner of the video. The train journey map and travel itinerary plan, locomotive and train overview are done at the beginning of the video. The maps of railway networks used at the beginning of the video has been modified according to the needs of the video, and basically it is made up of the famous, outstanding and unfortunately today unavailable Thorsten Büker's and Boris Chomenko's railway maps.

Date of recording:
August 2024.

Railway line Subotica - Horgoš - state border - Röszke - Szeged represents one of two international railway connections between the northern part of Serbia and southeast Hungary. Until a few years ago, this line was a non-electrified railway line with almost no traffic. Due to the overhaul and construction of a new line between Belgrade, Subotica and Budapest, line to Szeged serves as the only and main alternative route for freight train traffic. It underwent significant changes compared to the earlier period, it is electrified and completely reconstructed.

Between Horgoš and Röszke, the track crosses the state border between Serbia and Hungary, that is the external border of the European Union, where a large number of migrants appeared. Hungary built barbed wire fence along the entire border line. An interesting feature is the metal gate above the track, which opens for the passing of trains. Joint border control by the Hungarian and Serbian border police and customs are performed at the Hungarian border station Röszke. The Serbian border station is Horgoš, but it is passed normally.

As it connects two large and significant urban areas, it was also used for passenger rail traffic. Passenger train traction is performed by ŽS series 711 diesel engine units. This recording was made from one of those trains (train 7304 Subotica - Szeged and train 7307 Szeged - Subotica). These trains have stops at all the way stations and stops:
Subotica (main cargo and passenger border station in the north of Serbia, for the Kelebija and Horgoš border crossings),
Subotica Javna Skladišta (small cargo centers on the periphery of Subotica),
Palić (small tourist place next to Palić lakes),
Hajdukovo,
Bački Vinogradi (village and a special nature reserve in the vicinity, „Selevenjske pustare”),
Horgoš (Serbian border railway station and separation of the former railway line to Kanjiža),
Röszke (Hungarian border railway station),
Szentmihálytelek (train stop in the suburb of Szeged),
Szeged rendező pályaudvar (cargo and small shunting station in Szeged),
Szeged (the last station on the line from Kecskemét and Budapest).

For easier viewing, the video is divided into several parts:
0:00:00 to 0:15:50 Train depot Subotica and ride to station tracks
0:15:50 to 0:53:05 Subotica - the border line,
0:53:05 to 1:17:00 The border line - Szeged,
1:17:00 to 1:22:40 Szeged short city tour and rail traffic,
1:22:40 to 1:43:30 Szeged - the border line,
1:43:30 to 2:24:05 The border line - Subotica

On the way to Szeged, the recording was done under the afternoon sun and beautiful clouds in the sky. During the break until the return train, video shows a brief overview of the city of Szeged and several of its beautiful parts. It also shows a bit of train traffic activity at the station platforms before the train 7307 departs. The return journey started at sunset. While waiting for the border procedures in Röszke, it gradually got dark. The continuation of cab ride to Subotica was at dusk, under the evening blue colored sky.

Slow order speed of 10 km/h is in force throughout the territory of the entire railway station in Subotica. This is due to the completion of tracks overhaul and testing of signal devices and rail switches along the tracks. All important information as the maximum permitted speed, current location and events along the track are shown in the lower left corner of the video.


Date of recording:
September 2024.

Driving a train from the engine driver's perspective. A few special angles of view to the operations performed by the locomotive driver while driving the passenger train. Preparation for departure, starting the drive, throttle controller for choosing the traction force (selection of current and voltage of traction motors), preparation for braking, direct and indirect train braking process and stopping the train at railway stops and stations.

The ride takes place in locomotive cab of an old diode rectifier locomotive with a voltage selector, and the old throttle manipulator. The throttle manipulator is kind of gas steering wheel for determining the strength of the current on the locomotive's traction motors, which actually represents the traction force. There are also old Erlikon brake levers for train and locomotive brakes.
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Don't forget to turn on the subtitle:

"Welcome to the old ASEA ŽRS 441-114 locomotive and its old locomotive cab.
The driver handling the direct brake lever to gradually reduce the locomotive speed in order to approach the train carefully.
Adding traction force to push the bumpers harder and make coupling operations easier. With indirect train brake, it releases air from the main air line to keep the locomotive braked. Shutting down the traction motors rectifier fans, compressor and main switch as preparation for changing the cab and driving direction. There is only one direction lever in these locomotives
and it must be carried out into another cab and used as a cab key to ride.
The video continues from Prisoje station, instead of from Doboj, due to the better light and greater ride dynamics.
Turning on the traction motors rectifier ventilation.
Switching on the main air compressor.
Releasing the locomotive brake and departure...
Using the throttle manipulator as a kind of gas steering wheel for determining the traction motors current strength.
Determining the traction motors voltage level and current strength actually represents the traction force.
Adjusting the limited speed of 30 km/h until the train goes over the switches.
Increasing the current of traction motors and traction force, while accelerating to a maximum speed of 70 km/h.
Around 1000 A current of the traction motors and the train of 2 wagons accelerates very easily.
Final fine-tuning of current size to maintain traction force for a constant speed of 70km/h.
It takes some time to keep a constant movement speed of 70 km/h for a while. A little under 500 A is enough for now.
Soon the train has to be braked due to the passenger train stop.
Handling with indirect train brake handle lever in order to gradually brake and stop the train.
Releasing the brakes, locomotive brake releasing and something not recommended to do while braking, handling the throttle...
The locomotive brakes holds the train braked until the train conductor approves the departure.
The train conductor signaled "Departure" - the foot switch can be used for locomotive horn.
Indicators, viewed from left to right: 1) Manometer gauge for the air pressure in the main air line and in the locomotive main tank.
2) Manometer gauge for air pressure in locomotive brake cylinders
3) Traction motors ammeter (around 400 A is set to maintain the amount of traction force to keep the speed of 70 km/h)
4) Ammeter for the difference in traction motor current sizes (in order to have an insight into possible locomotive wheelslip)
5) The voltage level of the locomotive's accumulator batteries.
Operating with throttle manipulator is operating with voltage selector device. The voltage selector is a large device in the locomotive engine room, in direct connection with the main transformer. The main transformer lowers the 25 kV to a value suitable for the operation of other locomotive devices and traction motors. The main transformer and the voltage selector use the same transformer oil for cooling. The oil is additionally heated in the voltage selector because it is used to extinguish
current arcs while switching from one voltage level to another. Frequent manipulation of the voltage selector heats up the transformer oil and this is one of the reasons why it is not recommended to move the throttle manipulator too often.
Another braking and stopping of the train...
Paying attention to the trackside worker..."
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The video was created in the locomotive cabin of an old JŽ locomotive (today a ŽRS locomotive) 441 series, during the passenger train ride on the railway line between Doboj and Banja Luka, Railways of the Republic of Srpska. Date of recording: august 2024.

Awakening of the day over the railway line Banja Luka - Doboj (north of Bosnia and Herzegovina - Republic of Srpska).
Early morning passenger train service with sunrise view over the tracks.
Republic of Srpska Railways (ŽRS - Željeznice Republike Srpske).
Old JŽ (ŽRS) series 441 - the old Swedish Rb ASEA locomotive.

This is a continuation of the previous cabview video at the reverse direction in fully sunlit landscapes. The video shows a morning locomotive cab ride through the beautiful sun-drenched landscapes. The low morning sun gives beautiful colors to the whole nature and makes the scenes incredibly green. The whole surrounding nature of this region becomes scenically beautiful greenery landscapes to travel through. The tracks are bordered by bushes, trees and grass. The green-lined tracks allow the feeling of a much faster drive, so the view from the locomotive cab seems to be quite fast there.

The recording was done from the local passenger train 6402 (Doboj - Banja Luka). The cab ride shows the railway line Doboj - Banja Luka - Novi Grad, in the north of Bosnia and Herzegovina (Republic of Srpska). This line and the rolling stock belong to the Railways of the Republic of Srpska (Željeznice Republike Srpske - ŽRS). The locomotive is an old JŽ series 441 (Today's ŽRS class 441), the old Swedish Rb ASEA locomotive type. On the specific locomotive 441-114, the diode rectifiers are cooled by fans above, which is why the sound of the locomotive's operation is slightly louder in the video.

The line Doboj - Banja Luka stretches through the winding valleys of several rivers. Not long after start of the travel, after crossing a large steel bridge across the biggest river on this journey, the Bosna river, this line separates from two-tracks railway line to a single track line. It gradually curves and climbs until train pass through the longest tunnel on this route, tunnel "Ljeskove Vode". The flatter ground again is entered in the vicinity of the lignite mine Stanari. From there, train ride becomes more interesting and gradual climbing begins. The hilly ride full of curves followed by ascent through the beautiful scenic valleys of the rivers Velika Ukrina and Snjegotina. After leaving the Snjegotina station it passes through the long tunnel "Tromeđa" (the highest point on this line). Exiting the long tunnel, the descent begins along the valleys of the Jošavka and Vrbanja rivers. Crossing the Vrbas River, the train enters Banja Luka.

Prominent infrastructure facilities along this route are:
Doboj, the biggest one and main railway station at ŽRS,
Kostajnica,
Large steel bridge over Bosna river (250m long),
Stanovi,
Tunnel "Ljeskove Vode" (L=1514m), the most difficult to build on this route, due to specific geology and exceptional amount of groundwater,
Ostružnja,
Stanari,
Dragalovci,
Prisoje (an interesting scene of waiting for the opposite train),
Ukrina,
Snjegotina,
Tunnel "Tromeđa" (L=1413m),
Jošavka,
Čelinac,
Railway tunnel "Čelinac" (L=488m),
Vrbanja,
Banja Luka train station and
Locomotive depot Banja Luka.

Numerous concrete and steel bridges in the valleys of the mentioned rivers are left out in the enumeration.

At its end, video shows the locomotive going to the locomotive depot. After leaving the locomotive at the depot, it is checked and cleaned as a preparation for the next train run.

Recording was done in August 2024.

This video shows awakening of the day over the railway line Banja Luka - Doboj and early morning passenger train service journey with a view of the sunrise over the tracks from the locomotive cab. The journey begins at 4:39 AM in the early morning silence, with the occasional sound of night crickets, at the Banja Luka train station. The peace and quiet of the night is suddenly interrupted by the station master's whistle and the engine starting sounds, so the intense drive towards the east begins. Driving at dawn, towards the rising sun, gives a special contrast and scenic charm to this journey.

The recording was done from the train 6401 (Banja Luka - Doboj). The cab ride shows the railway line Doboj - Banja Luka - Novi Grad, in the north of Bosnia and Herzegovina (Republic of Srpska). This line and the rolling stock belong to the Railways of the Republic of Srpska (Željeznice Republike Srpske - ŽRS). The locomotive is an old JŽ series 441 (Today's ŽRS class 441), the old Swedish Rb ASEA locomotive type. On the specific locomotive 441-114, the diode rectifiers are cooled by fans above, which is why the sound of the locomotive's operation is slightly louder in the video.

The line Banja Luka - Doboj stretches through the winding valleys of several rivers. Not long after start of the travel, train enters the Vrbanja river valley. Then it pass through the long tunnel "Tromeđa" and exit directly to the station Snjegotina. It is the highest point on this line. The hilly ride full of curves followed by a descent through the beautiful scenic valleys of the rivers Snjegotina and Velika Ukrina. The flatter landscape is entered in the vicinity of the lignite mine Stanari. It continues until the train passes through the longest tunnel on this route, tunnel "Ljeskove Vode". After crossing a large steel bridge, across the biggest river on this journey, the Bosna river, this line connects to the two-tracks railway line towards Doboj.

Prominent infrastructure facilities along this route are:
Banja Luka train station,
Vrbanja,
Railway tunnel "Čelinac" (L=488m),
Čelinac,
Jošavka,
Tunnel "Tromeđa" (L=1413m),
Snjegotina,
Ukrina,
Prisoje,
Dragalovci,
Stanari,
Ostružnja,
Tunnel "Ljeskove Vode" (L=1514m), the most difficult to build on this route, due to specific geology and exceptional amount of groundwater,
Stanovi,
Large steel bridge over Bosna river (250m long),
Kostajnica and
Doboj, the biggest one and main railway station at ŽRS.

In the enumeration, numerous concrete and steel bridges in the valleys of the mentioned rivers are omitted.

Near the end, the video shows the locomotive shunting operations afrer decoupling and its coupling to the other side of the train. This made the returning train to Banja Luka which is a continuation of this video. Cab ride in the reverse direction in fully sunlit landscapes is shown in the next video.

Recording was done in August 2024.

The Neumünster - Flensburg and Fredericia–Flensburg railway lines are parts of the main south - north rail link between Germany and Denmark. Along this stretch there is a large steel railway bridge over the Kiel Canal, Rendsburger Hochbrücke (Eisenbahnhochbrücke Rendsburg - Nord-Ostsee-Kanal). With its height of 68m and length of 2486m Rendsburg High Bridge is one of the main recognizing trademarks for this railway line.

This main line runs through the middle of Schleswig-Holstein, Germany and through the southern Denmark. It connects Scandinavia with the rest of Europe. Among the various train traffic, there is mixed freight train traffic on that line. There are mostly trains with general goods and the freight trains consist of a diverse mix of wagons. Such trains are hauled by DB/DSB locomotives EG 3100 series, the EuroSprinter locomotives with six axles. Of course, there are also Siemens Vectron quite present today, especially for long distance EC trains passenger service between Hamburg and Copenhagen. In addition to the fast DB/DSB EC trains with nice white German carriages and newer ones DB 445 series (Bombardier Twindexx Vario Double-deck Coaches), old Danish rubber trains are also present on this line. Maybe not the prettiest in terms of design, but certainly interesting to see the DSB Class MF as a Danish-built high-comfort medium/long distance diesel multiple-unit train.

There are many railroad crossings on that line, which is always an interesting part in addition to the rail traffic. In this short video clip, perhaps the most interesting is the one in wet plains of southern Denmark, between Padborg and Tinglev stations. Wet and very rainy weather in the far north of Germany and the southern Denmark is quite normal weather condition, between the North and the Baltic Sea, especially during the winter months. So, it rained mostly all the time during the filming. The fast movement of trains in such conditions creates an interesting water splash around the pantograph. That pantograph splash is clearly visible in two special shots in Owschlag and Jübek railway stations.

The raven bird is also present, especially on this gloomy, rainy and a little foggy dark winter day. A special scene of a raven standing on a high bridge fence and the loud sounds of singing flocks of ravens completed the special scene events before the trains passing.

The recording was done in February 2024.

Germany ICE high-speed and freight trains traffic at central - northern Germany main railway line Hanover - Hamburg. Operating speed for ICE and IC trains is 200km/h and there's also very dense and frequent freight rail traffic. There is an extraordinary number of old and new types of Deutsche Bahn InterCity Express trains (DB ICE 1, ICE 2, ICE T, ICE 4 in all three train formations).

It is an extremely busy railway line with around 400 trains per day (around 200/day per direction). Industrial centers and the port of Hamburg are the main generators of a large number of intermodal and all other types of freight trains. Container intermodal trains are prevailing. The Hanover–Hamburg railway is one of the most important railway lines in Lower Saxony and Germany. It links the Lower Saxon state capital of Hanover with Hamburg, running through Celle, Uelzen and Lüneburg.

One of the main highlights of this video is the special sound effects and accompanying feeling of fast trains passing by. Special scenic environment for the filming was achieved by relatively calm winter weather and the old railway buildings and facilities on the side of the tracks dating back almost 180 years.

The old railway line, renovated and modernized for speeds of 200 km/h, is completely integrated into the natural environment it passes through. The peace and quiet that rule the environment, with some calming sounds of nature and the chirping of birds, is occasionally disturbed for a short time by the approaching fast express or freight train. Winter weather without snow, with trees without leaves, provides very interesting contrasting scenes. Then all the sounds of the environment spread easily and the sound of oncoming trains can be heard from a great distance. The loud screeching rail sound under the wheels of the train is especially pronounced when the locomotive of passenger trains accelerates.

At train stations and stops, some platforms for passengers are located next to the main fast tracks. In those cases, an rail station announcement for attention is occasionally heard over the loudspeaker due to the passing of a train without stopping. It sounds powerful, especially when it's repeated twice in a row before a train comes by. In the short time before the oncoming train, there is uncertainty and eager anticipation as to which train will come.

Recording was done on a stretch of 90 km from Lüneburg to Celle. On that section, some scenes were recorded in:
Bienenbüttel - several freight train overtakings by ICE trains;
Bad Bevensen - old scenic railway station, with announcements of caution and attention due to trains passing by the platforms;
Uelzen - station renovated following plans by the Austrian artist and architect Friedensreich Hundertwasser. The Uelzen station is now marketed as the Hundertwasser-Bahnhof Uelzen. Today it is one of the town's popular tourist attractions;
Suderburg - evening calming scenes with the silence interrupted by the passing of a couple of ICE trains;
Unterlüß - a scene in a park with train wheels and railway signals with a large number of consecutive intermodal trains;
Eschede - the place where most known high-speed train accident happened (Eschede train disaster). It is the biggest ICE train tragedy ever and the greatest of all high-speed trains tragedies in the World. Memorial garden and park in Eschede is shown in more detail in the second half of the video;
Celle - a night scene with a blue sky, the end of the day's noise and trains rush, with loud sounds from the belfry of the nearby church. The silence of the stopped train is briefly disturbed by sudden passing of the fast ICE train passing on the next track.

Some of the special scenic filming locations are the dense, old forests through which this railway line passes. In the surroundings, with a railway view, there are also beautiful, old historical, German building style houses.
The recording was done over two days in February 2024.