Ambérieu-Evian à bord d’un train de fret (Régiorail)

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Hi Annemasse! 61505 stopped at square 881. Wait, I have a problem, I’m looking into what’s going on, I’ll call you back as soon as it’s good for me. Summary of the previous episode. Last week, I met Alexandre at the Régiorail agency in Ambérieu-en-Bugey and witnessed the routine preparation and the placing at the

Head of the locomotive on a train of empty wagons intended to be reassembled at the factory bottling of Evian water. We are now ready. Alexandre has asked SNCF Réseau to be able to access the main tracks and we will be able to head

Towards Haute-Savoie as soon as the reception beam exit route is traced in front of us and the switchman at station three at Ambérieu has us opened the way. A lot of interesting things await us on this route, firstly, a passage in IPCS,

That is to say against the flow, which will happen quite quickly. Then a change in voltage in the catenary, but also a crossing of Annemasse station, just a few days after the “Two trains on the same track” system was put into service. Are you ready ? So

Hello and welcome to Aiguillages ! So I have permission to move. Alexandre has just obtained his authorization to move. By the time he finishes his beam exit maneuver and has cleared the needles, I will give him the floor again in a few moments. We are in fact still in

A restrictive march which is no longer a march in maneuver, but a march by sight, until the first quartering signal. Its speed is therefore limited to 30 kilometers per hour. Then, the same speed limit will apply for crossing the points,

Then the speed limit will be increased to 100 kilometers per hour until the Saint-Rambert-en-Bugey station . The length of the train being 600 meters, Alexandre will have to count six hectometric terminals to ensure that he has cleared the points. By practicing the line,

He ended up creating visual landmarks, in the immediate vicinity of the track, much easier to find, especially at night, when the vegetation has grown or when the weather is not good . like today. The rail being very wet in its effort to take the train off the ground,

The locomotive is slipping a little, the speedometer needle is not stopping moving and the axles are slipping. In this situation, the only possibility is to reduce the traction force while waiting for the wheels to re-grip correctly. Sand otherwise,

But when the needles pass, this should only be done as a last resort, otherwise it will be necessary for an agent to come and remove the sand which could hinder the proper functioning of the track devices. Still 600 meters to go at 30 kilometers per hour maximum. Here, Alexander’s landmark is

A small gravel path that comes alongside the lane. Access for INFRA personnel when they have to come and work on this part of the line. And here is the little gravel path. I therefore pass the baton to Alexandre for the rest of the commentary. Generally, the goal,

When you are limited to a certain speed, is to reach it as quickly as possible. That way, we don’t engage the needles too much, things like that. They can make the train pass quickly on the tracks, both behind and on the tracks that may be cut.

But today, it’s not going to be very shiny given the low grip. Normally, I’ll be at 100 kilometers per hour at the end of the straight there, which is about three kilometers for a build-up. It’s not great, but it could be worse. There, in any case, you can’t do much other than

Wait for it to react, for it to rise. There, I am at the maximum capacity of the machine. And there, if you even want, I know the line so well that I will be able to help myself with a little … a slight descent at a given moment. Regulation for 61505!

Train 61505 I’m listening to you, regulator! Good morning ! Hello driver. I allow myself to call you to inform you that you are going to go in the wrong direction between La Burbanche and Virieu, for work checks for you! Well received. Passage in the wrong direction between La Burbanche and Virieu-le-Grand to

Check the work. Can you elaborate please? Yes, actually the equipment did some work. They have to check a needle for the wrong way. So as you are the first train to pass, it falls on you despite your delay. I’m sorry, to you! OK no problem !

In any case, going against the flow doesn’t change anything in terms of speed. So there is no problem! Hey listen, impeccable! I wanted to give you the driver information, I wish you a good journey, a good day! Finished ! Thank you for the information and I

Wish you a good day too! Finished ! Well, there you have it, the regulation calling me to tell me that I will go in the wrong direction. Regulation, who is still in Ambérieu? It is in Chambéry the regulation. In fact, from Ambérieu, we depend on the

Alps regulation, the former region of Chambéry, and on the other side of Ambérieu, when we leave, direction Lyon, there, it will be Lyon management. So, there, they warn you so that you are not surprised, so that you can anticipate something? In reality, for me, it doesn’t change much,

Either in terms of speed or in terms of driving, and even if they hadn’t informed me, the signage would have simply told me what I were going to do. As there is no change of direction, it doesn’t change much for me.

There, you see, just after the little bridge that we have just crossed, it’s a slight descent, at least, it goes up less steeply, so I can pick up a little speed. Yes, it helps you regain speed. When you have a locomotive in push, is this one of the situations

In which you can be helped? Quite ! When you’re with a push locomotive, you ‘ve already been at 100 km/h for a while. In fact, the role of the pushing machine will be to relieve the teams. So every time she can apply traction to

Help the leading machine, she will do it. Whether at the takeoff of the trains for the start-up or the speed recovery. That is to say that if we have a transition, for example at Culoz, the passage at the station is done at 80 kilometers per hour, then, once we have cleared the

80 kilometers per hour, we go up to 100 kilometers per hour. . There the push machine helps. When in reality, the leading machine could very well arrive on its own. But the principle is that the pushing machine must help as long as it can. So, there, there is no longer any point in

Me reaching 100 kilometers per hour since in about three kilometers, I will be limited to 90. So that is also the knowledge of the line which allows you to anticipate and anyway, it’s not worth it… Since it’s going up, I don’t need to pull very hard.

And if I was at 100 kilometers per hour, once I arrive under the small bridge, where we will arrive under, I just have to cut the traction and I am at 90 kilometers per hour in the speed transition. That’s my point of reference. I cut

Traction here at 100 kilometers per hour and two kilometers further on, I’m at 90, or even below, so we’re good! Although we are on electric and not diesel or perhaps is it more sensitive? Do you practice eco-driving? We practice eco-driving and given that we have driven diesel machines which are not

Equipped with rheostatic braking, we know the lines even better and we can better anticipate certain things. That is to say that drivers who are used to driving electric machines will use electric braking constantly, or at least much more often than us. I’ll show you something a little further on for eight kilometers,

I’ll touch nothing at all and the train will maintain its speed to roll on the area, where drivers will use the electric brake and where traction can gain a few kilometers per hour, where it is not necessarily useful. As a result,

The speed transition takes place right at the passenger building of the station. Do you have any indication for that? No way ! This is included in the line document. I know that from here I go from 100 to 90. Since it’s not picked up on the field, if I’m not careful, the KVB

Will catch up with me and arrest me. This is a TIV 90 which we call mobile given that it is erased, that means that I continue on my path. If it had been presented, I would have joined IPCS,

This is the situation we will encounter further on. As a result, the indication is transferred to the signal there, the white bar that we see above, it is the TIV 90 reminder which is erased. The 90 kilometer hour execution for trains which travel faster will be done at the pointer,

We see a chevron pointing towards there. How much does it cost for passenger trains? Um, it seems to me that it’s 110 kilometers/hour maximum on this portion. It’s not necessarily a line where the trains run fast, but it’s likened to

A mountain line. We will see it a little further. It makes a good passage between the mountains. We can already see that we are still at the bottom of a valley there, and that there is still a lot of meandering too. That’s it ! There are no straight lines.

No ! There, suddenly, we will arrive at the Tenay-Hauteville station with its old central siding which is no longer used today. There was the same thing at the old Roussillon station just after La Burbanche, except that we will see in passing

That it has been removed, the central track has been removed, as a result, the two tracks move apart and join at the same time. And then, since we arrive at the station, there is what we call a landing.

That is to say that the climb stops at least for the passage to the station, so there, I am going to pick up a little speed, and as soon as we have left the platforms, we are going to return to the climb at twelve per

1000 a fairly strong ramp apparently. Yes, especially with what you shoot! Yes, that’s still doable, but yes, we’re leaving, we’re going to feel it, it’s going to lose a little speed. There I purposely reach almost the speed limit and as soon as we arrive at the

Curve, it starts to go up. Is the signaling an automatic illuminated block? Exactly. Most of the time, we will have Automatic Light Blocks and we will only have the part between Culoz and Bellegarde which will be in Automatic Block with Restricted Permissivity. We will see that the quality of the line will be

A little lower. There, we have a pretty concrete sleeper, split blocks. Yes, because there, we are still on the line where we can potentially cross paths with Lyon Geneva. That’s it. And that, and above all, it is the main axis to go to the border point which is Modane

Also, yes! From the moment we leave the international route, we will say, we will realize that there will be many more wooden sleepers. The route of the line will be a little less pleasant. So, there, we left the

National road. From there, it’s the benchmark to say that it goes up much less. We almost arrive at the summit. So, there, you see, I’m regaining a little speed and from the moment I almost reach 90, I cut traction.

So, there, you see, I pass the top of the hill at kilometer point 74 walking on the area, that is to say that the traction is cut off. We have an indication… We lose speed, but it doesn’t matter since we will regain it in the first part of the descent,

The speed will stabilize around 80 kilometers/hour and we will keep that for about eight kilometers. As our maximum speed, it is 90 kilometers/hour. We don’t need to brake or accelerate to be able to pass… This reminder is 90 for everyone. So, it’s the transition to IPCS.

We are going to take a needle in a deflected position. So we have a lower speed for the trains which travel faster. So here I have the rehearsal in the booth… And so you’re sort of alerted to the IPCS by the fact that it’s lit. If it was erased,

You wouldn’t have any change, right? And there, suddenly, we will have the reminder above the signal, the TIV 90 reminder and the Counter Direction Entry Table indication. The TECS which is the sort of small crank which will be above, which tells us that from this

Point the signage will normally be to the right. Yes, whereas currently, it is normally on the left. So, there, we take the needle deviated. And from now on, we are at cross purposes. What the regulation explained to you

Was that you were the first train to take this route in the wrong direction this morning, right? After work obviously. So here is the team that we have just seen has just finished its work. That’s it, they worked on the needles.

There is a need for verification. Most of the time, when there is maintenance carried out either on the equipment or on the track, tests are carried out behind it to confirm that the work was carried out correctly. But do you have a specific mission? Do you

Have to report something? Since it wasn’t asked, no. In this sense, we see that there are much fewer signals! It’s obvious. This means that in fact, it necessarily restricts traffic because automatically, they can send fewer trains since there are fewer cantons. In any case, it will be restricted because

I am taking a route which could therefore be used for trains arriving in the other direction. But in that sense, yes. The train that follows me, basically, will either wait at the entrance to the IPCS or pass on the other side. Finally,

On the other lane and as a result, it will be easier to drive on the other side since it has more signals. Potentially, IPCS can be used to overtake a freight train like you? It happens very rarely though that

Most of the time we exceed the IPCS to be used when there are works or things like that, afterwards, when the Modane line is open, there is still quite a bit of traffic on line. So, there, I have the indication that I am going to return to my path.

Yes ? How do you see it? The TIV 90 Ha, it’s just the TIV 90, there is no symbol or anything there? On the other hand, there is the lane change indication. So, there, we are on a

Contraflow exit board which tells me that from this point, the signage switches back to the left. The famous signal closed to let you come back. It shakes a little! Yes ! And there, we arrive at Virieu-le-Grand station with the old line which came from Pressins

Which today has been completely closed. There is a retaining wall that threatens to collapse. Yes ! There was even a rail bike here. The Bugey rail bike which was also closed two years ago because of this. I think it’s even a little more than that! As a result, the Virieu-le-Grand station goes

From 90 to 100 kilometers/hour. So, at the release, there, I will be able to resume the speed of 100 kilometers/hour. The S sign is for passage in the trench. Are there few here? I find that compared to other lines you whistle quite little! There are two signs along the entire route,

I believe. It’s quite little. Yes, you have lines where it’s still much denser than that! Not many level crossings either? There are five or six on the first part, until Culoz, there are not that many. Afterwards, there were many that were deleted anyway. So, there, we arrive at the old

Arc Saint Martin station, it is the top of the small bump and from there, it goes down to Culoz. So, there, with the speed I have, I know that from here I only take ten kilometers per hour maximum. I know that I will not exceed the speed of 100 kilometers/hour. This

Is only valid with trains to Evian. When we assembled gas trains in Modane which weighed around 1700 tonnes… Much shorter, much heavier… As a result, it picks up much more speed easily. So, that wasn’t true. I had to go a lot slower at the start of the slope.

You have to adapt to the load. `We adapt to the composition of the train because sometimes the trains are shorter and as a result, they gain more speed easily because they are not pulled back in the curves, they have reactions… Each train

Is specific in terms of braking, in terms of gaining speed, in terms of wind resistance. Trains of cars that are 700 meters long will not have the same resistance. Does it depend on what they are like when they are loaded?

And sometimes, the simple fact of having a different machine also plays a role. The G1206 which is a cube which has enormous resistance to advancement, which has much more difficulty gaining speed than the 27000. Firstly, because it is diesel. And then

Even at speed, we feel that we are being held back by the wind. There, you see when passing under the small bridge, if I am at 96 kilometers/hour at most, I know that I will not exceed the speed. It’s full of little markers like that that give us peace of mind. Afterwards,

Our mind is freed to look at everything else. Because suddenly, the driver’s mission is to drive his train, but at the same time, it is to watch the track for safety, to ensure the safety of his train, of other trains… Indeed,

When we pass the other trains, we check that they have no anomalies which could endanger our train, even the others or the infrastructure in general. This is why we are all connected to radio. You, potentially, can communicate

With other drivers who are in the sector? With the button which is here. As a result, I can communicate with all the drivers, all the positions. With the button that is here, it is the sub-station regulator, so it is the one that takes care of all the power supply.

Except that in France it is not in operation, but in the future it will be. The little two is for everyone who is a traffic agent, therefore the agents in the signal stations. The little one is for the regulators. All right !

So all of this is for communication between us. And from the moment we have an emergency, we press the radio alert and the radio alert, it’s a communication that takes precedence over all other communications. Lyon-Geneva? Not necessarily. And since the change

Of service, all AGC has happened on the line. Oh yes, it’s true that there is more coral. So. So, there, we arrive at Culoz, in Culoz, the first indication that I have will be a Remote Direction Indicator Board, abbreviated TIDD, which will give me the left direction to go

To Geneva. If he gave me the direction to the right, I would go to Chambéry and Modane. I have the left indication. It’s a small crank that goes to the left. So it’s a situation that is consistent. If it was not compliant, I should have stopped at the next

Signal to rectify the situation. Then, I have a TIV 80 which will ask me to slow down to cross Culoz station, at 80 kilometers/hour. This is repeated in the cabin, and if I want to go below 80 kilometers/hour, I don’t need to

Brake at the right speed when doing so. And the execution, do you still know where it is? Yes, the execution does not change. It’s a Z plate. If it is moved, I am notified by the sheets, called Artic, which we consult every week and which

Inform us of changes in signage, temporary signage… Other changes . There, above the signal, there is what is called a direction indicator. Yes ! We have a fire going. Yes This confirms the first geographic direction from the left. So, this confirms what the TIDD was saying earlier, we are heading in the

Direction of Geneva and, as a result, execution 80 is being done right there. I’m going 78 kilometers/hour without braking, we’re good! It’s perfect. I’m even going to add traction to maintain speed. It shakes a little when the needles pass! So, suddenly, we finished the zone at 80

Kilometers/hour, there, I resume the speed at 100 kilometers/hour, until the Seyssel-Corbonod station. Once I have passed Seyssel-Corbonod station, I will return at 90 kilometers/hour. And until Evian, we no longer find 100 kilometers/hour. As a result, we will arrive at Seyssel-Corbonodu station, so

Speed transition to 90 kilometers/hour. And I know that when I cut traction at 100 kilometers/hour before the signal which is right there, I will be at the right speed at the station. So no need to brake. Once again. So the speed transition takes place there, at the level of the

Passenger vessel. And since the line is not KVB equipped, there are no beacons or anything, so if I make a mistake, theoretically, I am not caught by KVB. The old Perri-Montchanay station. From there, there is just a change of radio channel: we

Were on channel two, we move to channel one. For what ? Is it simply a change in frequency or really in supervision? It’s not really that, it’s more for the traffic agent that we’re going to capture. That is to say that there, we have Culoz and Bellegarde

Who each manage part of the line. And in fact, the change in management corresponds to the change in channel. Whereas if I stayed on the same channel and called the station, in fact, I would have Culoz and Bellegarde at the same time. This is what happens when I make a group call,

I have both extensions answering. So, in fact, to get to the right extension, every time I make an extension call, there is a channel change, even though in reality, everyone hears. There, we will arrive at the twin tunnels, that of Génissiat and Paradis. These are the last two tunnels we have before Bellegarde.

And for economical driving, at the exit of the last tunnel, we set ourselves at 80 kilometers/hour with traction off. And why are they called the twin tunnels? Because they are close or because they are exactly the same length plus or minus 10 meters. The first is curved in one direction,

Straight after, the second, it curves in the other direction, straight after, and there are, I believe, 300 meters between the two. There, you come out, you have the beginning of the curve and you see the other one.

In fact, they are not far from each other. You see the beginning in a curve, and then in a straight line. You see all these waterfalls when you go through there in winter and it freezes! Does it turn into ice? Yeah and so, the pantograph, we pay close attention to all that!

Exit the last tunnel and suddenly we have the announcement lower panto. We’re going to change the voltage. Historically, all that was at 1500 volts. Yes, it’s the exit from Geneva, at that time everything went to 25,000 volts. That’s it ! When do you lower the panto? I do it based on the signal

I will have. OK ! Either I turn it down at the last moment, or as soon as it shows the flashing yellow or warning, I cut it off immediately. We’ll see it there, just out of the curve. You see yellow flashing, I’ll

Cut it right away. I open the circuit breaker, I lower the pantograph, I monitor the voltage and the pantograph lowers and I see a flashing yellow… The flashing yellow opens a new zone in which Alexandre must remain focused on his driving , I therefore repeat the explanations here, this sign indicates that

The pantograph must be lowered from this point. This changes the voltage, we go from 1500 to 25,000 volts. Alexander commands the rise of the corresponding pantograph. As soon as the machine regains voltage, this green light signal gives it authorization to close the circuit breaker. We are still

Here under flashing yellow, a signal which requires us to be able to respect the next one which is announced at a reduced distance. This is a slowdown to 30 kilometers/hour which concerns the crossing of Bellegarde station. From the end of the platform, the

Track begins to go up, which it will do until the entrance to the tunnel. We pass a Illuminated Automatic Block signal displaying the clear path, so I can give Alexandre the floor. We have the Bellegarde PCT which regulates part of the line and then switches it

At the station. I think there are two traffic officers in there. From the 60 Z sign at the train length clearance, we will be limited to 60 kilometers/hour and it goes up. At the sign R, we clear the 60 kilometers/hour at the tail of the train, but as a result, that

Also frees us from the 60 kilometers/hour zone when I have cleared with the length of the train, I will be able to resume at 80 kilometers/hour. So there, for the moment, 60. You see, there was a rail at the top. Yes !

This was to avoid putting the tunnel at 25,000 volts. There are no closer supports anymore , but it costs less. Rather than lowering the tunnel. Then, suddenly, I arrive at the section at 500 meters. The location of the section corresponds to the old

1500 volt – 25,000 volt separation section which was just at the exit of the viaduct. Suddenly, we are on the Longeray viaduct which is 50 meters high. And if you look to the side, there, you will see Collonges-Fort-L’Ecluse. The catenary has changed there compared to what

We had earlier, is it simpler? We went over the catenary called a trolley, with just a small cable. It’s light, but I’ve never had a problem. However, we are getting a lot out of this. I’m going to go check my train! I

‘ll let you watch, you’ll see, it’s nice! So, do you monitor the condition of your train from time to time? We check that there are no open tarpaulins, that there is no release of smoke, sparks, things like that… Warning!

New zone of vigilance for Alexandre. The exit signal of this station, which is no longer open to travelers, displays a closed square. We will therefore stop for a few minutes, time to come across a TER. This is our first stop since leaving Ambérieu.

But here we are already leaving. A few kilometers further, here on the right is the line going towards La Roche-sur-Foron and, by extension, Annecy or Saint-Gervais-les-Bains. And it is the arrival at Annemasse station that is announced. This time the signal is flashing red. It indicates

An entrance to an occupied canton and imposes a maximum speed on us of fifteen kilometers/hour, on sight. On our left, the entrance to the CEVA tunnel into which this Swiss train rushes by changing tracks to pass on the right, since it is exceptionally on the right that

Traffic takes place in this tunnel which leads towards the station from Geneva Cornavin. After that of Rennes in September, the Annemasse station was equipped in December with the two TMV, two Trains on the Same Track system, but only on some of these.

We are going to pass on one of the tracks concerned, just a few days after the inauguration of this new mode of operating trains at the platform. But the signal which is halfway from the one we are passing is closed! PG Annemasse am I listening?

Hello Annemasse! 61505 stopped at square 881. Wait, I have a problem , I’m looking into what’s going on, I’ll call you back as soon as it’s good for me. Come on, it works, I’ll let you solve your problem. The signal opens and authorizes Alexandre to reach the end of the platform.

PGM Annemasse for 61505 to you! Yes, 61505, I listen to PGA. It was to tell you to keep informed of how things are going. As you could see, that’s unblocked, we were able to open 881. So there, in fact there is your cruiser train arriving,

Which will be there in about ten minutes and at the crossing, that will be for you to head back towards Evian. Come on, it works, I’ll leave in about ten minutes. I thank you for everything! No worries, have a nice day! Finished ! You too ! Here we go again !

The 30 Z that we are reminded of. And after the last needle there, there is an R plate on the ground, this will be the end of our 30 kilometers/hour and at the release of the train length, we will be limited to

80 kilometers/hour almost until the arrival. So, you see on these level crossings, they have experimented with anti-pedestrian barriers. Ha, so they don’t get under it! Here, it’s been around for maybe three years, it was an experiment and there, I saw that they had put some elsewhere,

So it must have borne fruit. Once the head of the train has passed the kiosk, we will reach 80 kilometers/hour. As soon as you pass 30 km/h, the ventilation starts. Second sign S. The sectioning which follows, then the advantage with it is that if the signal is at slowdown

60, you just have to cut the traction with the sectioning in the middle, you pass by yourself without pulling. Behind, if there is a station with a crossing, without pulling, without braking, we

Get there. There, I open the circuit breaker, as soon as we have passed, I close the circuit breaker and I resume traction. There it puts some slightly strange messages. That was all travel equipment.

We don’t have to take it into account, even if it’s written in red and yellow… It’s not for me. So you see the repowering, they are done gradually to avoid shocks. Every time you do a big re-power, all the couplings relax. At some point,

They come back. It jerks every time. There, we will arrive at Thonon. The station goes at 40 kilometers/hour. This time, there is an announcement which with execution, we will not be surprised. Thonon station. There, table R is for the end of zone 40 in

600 meters. We will barely have time to speed up before we slow down to 30 to return to Evian. And there you have it… We arrive at the end of the journey. Slowdown 30. A final signal displaying the warning and we cross the viaduct over the Dranse,

On the other side of which a warning reminder is presented, as well as a board G which signals the entry onto the service roads at the customer. This ITE, Branched Terminal Installation is rather well equipped, it has around ten storage tracks on which

Three shunters are busy entering the wagons in series of two or three inside the factory where they are loaded before being loaded. form the oars ready for departure. The site has a switcher, which saves us having to stop the train before an agent comes on site to take the point

In order to authorize entry. Here, this is done as in a classic beam. Although we have the main lines, we are still on the national rail network. The client’s domain begins beyond the purple square that we will cross on the right. Unfortunately,

I will not be able to show you more since we have not had any news of the filming authorization requests that were sent to the client to film in these areas. Thanks to Régiorail who allowed the filming of this report. I saw from your various comments

That the first part is carried out around the current preparation of the machine and its placement at the head of the train at Ambérieu which interested you a lot, I hope that it will be the same for

This one -this. Don’t hesitate to tell me and tell Alexandre. If you like this kind of report, I would like to point out another one produced in a completely different region, since it was the Cévennes which I suggest you see or rewatch before we meet again,

Next week right here for new railway discoveries.