My brain is quite literally exploding at the thought of any mainline TGV set being put in to a heritage fleet or a museum. To me they have always been the embodiment of hi-tech, high speed trains and the idea of them being considered "obsolete" is crazy. We have locomotives here in Hungary from the 60s (MÁV V43) with a top speed of 120kmph which I think will be here for the next hundred years. Sad to see the original TGVs go but I can only imagine how many KMs/miles they have covered and how worn out they'll be as a result, may they rust in peace!
Those trainset could have run for longer. They were actually supposed to stay in service until 2026 when the "TGV M" (aka Avelia Horizon) would have replaced them. But with more high speed lines being build either as extension of existing line (= shorter journey time = less rolling stock needed) or for international services (= new rolling stock needed for international compatibility) and running at a higher speed, those TGV had to be retired as there where no longer a valid use case for them.
@@dufonrafal Agreed! They should have waited to phase them out until 2026. That said, I suspect there's some requisition issues we are not aware of that no one wants to talk about. I suspect parts, parts, parts, and more parts. Some custom parts haven't been made in 40 years! Easier to "hanger queen" a few older sets to help the others live a little bit longer. That said, Viva Avelia Horizon!
@@Effonefiddygarage SNCF needs changed and they ordered more "Euroduplex" trains from Alstom (122 instead of 55 originally) so the Sud-Est ended up being phased out earlier. They were still close to 40 years old though.
Thanks a lot for doing this video. I travelled on the tgv in 1989 and till date have not forgotten that experience. Kudos to France to lead the high speed charge worldwide.
I can remember when i was a small boy, on a trip to Paris, my dad took me to the Gare de Lyon. I was amazed to see all these orange super futuristic trains and I supect my dad was a little too. Now he is an old man but he still enjoys his trains!
Absolutely awesome video. These trains were my whole childhood and I sorely miss them... A marvel of engineering, I'm still unsure as to why they should have been withdrawn when they could have had years more of life. Beautiful hommage! :)
The TGVs are the most iconic and reliable electric high speed trains in Europe. This is what the UK needs to compete with Europe and Asia. As HS2 is under construction and is schedule to be completed before 2030. And new high speed trains to be built for HS2 and will be longer than the 11-Car Class 390 Pendolinos and 12-Car Thameslink Class 700/1 Desiro City and 12-Car Greater Anglia Class 745/0/1 Flirts.
What a special tour - thanks! Such a lovely train and I hope it finds a good home. No.15 seems to have an identity crisis - does not know whether it is a Renov 1 or 2 :)
It is so cool that the oldest TGVs are from the beginning of the 80s. In Czechia, we were getting at that time horrible coaches from Vaggonbau Bautzen, which most of us consider today as totally obsolete and no-way in modern rail transport. I cannot understand how those can be the same old as the first TGVs.
The problem with those bogies is that if you have a carriage that has a fault, the whole train has to come out of service. Whereas with traditional bogie configurations a faulty carriage can be changed out and the rest of the vehicle can be put back into service. This is why more modern trains have reverted to the two bogies per carriage model.
Awesome video, always wonder how it was like in the cockpit. Would've love to see an interview with Monsieur Benjamin on how it was like to operate and manage the train! The empty train feels a bit sad though, like an empty theme park....
Wait, so Patrick and Sophie (01 and 02) weren't the first TGVs? Or the 15 was the first non "prototype" or regular serial production? :D Also, I'm so glad I was able to explore several of these beauties in Culoz, where, sadly, they were being dismantled. I loved the interior, so comfortable and timeless, in my opinion. The first class seats were incredibly comfortable. In fact, I asked the workers in Culoz if I could take one first class seat to my house, back when I was living in Bellegarde, because of my job at CERN, they said yes and even helped me carry it to the car, nice guys. So now, after cleaning the seat, I have the comfiest computer chair, and a beautiful piece of history. So many good memories of the PSEs. I always liked to drive my visiting friends and family to this place. They also have the Eurostar trainsets, which are incredibly long. XD
Cool tribute Nice behind the scenes tour with #15! Miss those a lot on Lille-Paris (especially the back support cushion in 1st class haha), although I do enjoy the plushy Tallon interiors of the Duplex series
Wow that must the only footage of existence of the small traction room in the first carriage that the PSE and Eurostar sets have! Shame there wasnt any room to film more, I was just thinking about that and researching for images (or even drawings) online last week.
Awesome video, loved the “behind the scenes” of a TGV. Here’s my guess for the mistake: in the intro and in the conductor area, the TGV was called rénov 1. The cab had a sign indicating rénov 2. Was this a mistake or has the locomotive been swapped out with a rénov 2 set? By the way, at 9:33 you show the cargo area. I’ve had the pleasure of traveling on a TGV Réseau from Brussels South to Charles de Gaulle airport as part of a flight from Brussels to elsewhere. Our checked luggage was stored in that cargo area, probably so the huge cases of the Air France passengers doesn’t use up all the luggage racks. 😉
You wonder why Siemens doesn't use Jacobs Bogies on the Velaro - That is because of motors on the bogies. The TGV is a conventional push-pull type train with a locomotive in both ends. The Velaro is an EMU with distributed power thru out the entire train. So if you want a bogie to have motors, it is much easier to have it as a "normal" bogie. Just look at the Stadler Flirt 200 in Norway. The normal Flirt has 2 bogies with motors. One in each end of the trainset, and Jacobs bogies between. But on the 5 wagon Flirt in Norway there is a third bogie with motors in the middle. And that bogie is not a Jacobs bogie. So my guess is that Siemens has chosen normal bogies all over to make everything simpler and easier, and not having a mix og normal and Jacobs bogies on their train.
There is some quite complex reasoning why Siemens does not use Jakobs bogies, which in essence boils down to the different topography of the french TGV vs. the german ICE network: A Jakobs bogie means there are fewer wheel sets to carry the weight of your train. You do not want that as it f***s up your track, so you have to compensate for that fact by having more, shorter coaches (notice how short the coaches are in this video).This in turn reduces capacity, since more coaches mean more gangway connections, where you can‘t put any seats. You can again compensate for this by making your train a double decker train, like the TGV Duplex. So why doesn‘t DB simply buy the excellent TGV Duplex? Because the TGV Duplex works very well on the Paris centered TGV Network and not quite so well on the polycentric german ICE network: By adding a second deck to your train you have drastically increased the number of passengers per door, causing a significant increase in the time it takes to board your train (having to climb a set of stairs does not help either). This is no big issue in France, because Paris, where almost all TGVs terminate in some way, is pretty much the only place in the network where the entire train would want to embark or disembark. Not so in Germany, because the network is not centered on one city. This means that on longer journeys the passengers on one ICE train may be exchanged multiple times over. For example, a train running from Hamburg to Munich will stop in Berlin, Leipzig or Halle, Erfurt and Nuremberg. Each of the stops I just mentioned is a major hub in the ICE network, meaning that at each and every single one of these stops a large proportion of the passengers might choose to disembark or to embark. Using a double decker train would mean that the train would have to stop longer and that the time being lost by this would have to be regained somewhere else, which costs a sh*t ton of money. Which is why the ICE 4 follows the exact opposite approach: The coaches are as narrow as on the tilting ICE-T even though the train does not tilt at all. This allows the coaches to be ~2m longer than the UIC X or Z standard. This means fewer gangway connections and thus more capacity. The result: A 13 coach ICE 4 train (374 m) has almost the same capacity as two TGV Duplex units (2x 200m); 920 vs. 2x508=1016 seats, without the need for longer stops associated with double decker trains. One more quick note: Why does DB run double decker Inter City 2 trains then? These are meant for low priority, slower connections: At major hubs the IC2 trains will arrive before and leave after the ICE trains, allowing enough time for boarding.
Axle load is not drastically higher with Jacob bogies. In fact many TGVs have lower axle load than ICEs, simply because they’re lighter by essence. That old 200m SE set, for instance, is more than 50 tons lighter than a brand new 200m Velaro D (ICE3), and axle load is well below the authorized 17t (not the case for all ICEs) For the access door problem, it is true as the ICE is more of an intercity than a long distance non stop A to B train, that can be seen with the ICE 4 with 2 (operational) doors per carriage of 70-80 passengers, vs 1 on the Euroduplex for instance
@@olivieronrails please don‘t get me wrong, I only wanted to point out that Jakobs bogies tend to cause higher axle loads, unless you compensate for that issue, which, of course, the TGV does by using shorter coaches and very lightweight construction, so as you pointed out, the overall axle load is still very low indeed. On the other hand, having more axles has allowed the ICE 4 to use steel for coach construction, which is easier to repair than aluminium or composite materials. Again, my point is not that one design is superior, it is that different railway markets come with different requirements leading to different designs.
J'adore le TGV confortable et très rapide...de Lille à Toulon 5h45 avec des arrêts stratégiques...synonyme de dépaysement. Roissy n'est qu'à 3/4 h de Lille Europe qui elle même est accessible par métro ou tramway... Il serait aussi souhaitable que l'aéroport Lille Lesquin le soit également
Nice tour around and inside the trainset. It is rare to see a trainset Rénov 2 with three 1st class carriages. Besides set 15, this may only apply to set 25. because they moved to the north after the withdrawal of the PSE-sets running from Gare de Lyon to the south. Trainsets moving earlier to the Nord from the Sudest (06, 12, 19, 31, 41 & 60) should have two 1st class-carriages instead of 3. In the end, this trainset was towed away by a TGV Duplex.
Very cool overview! Sort of a shame to see them retired already, but then I guess 40 years is a pretty good run. I hear that a couple of Acela sets here in the States are already retired and sitting in storage at Bear, Delaware. I guess 20 years is an okay run for an overweight, unreliable HST but I'm still kind of sad to see the 1st gen Acela go!
Bonjour. The TGV is a great commercial success, perhaps less financial. It is surely the killer of the night intercity lines in the exagon. By the way, there is a nice book called "Trains de nuit" which chronicles the journeys by this style of train of our favorite youtuber. But, I didn't tell you anything.
Some of the TGV PSE are 15kv 16.7hz CFF equipment with Integra Signum ZUB123 Sifa. Looks like VACMA switch is different from TGV Duplex and Euroduplex 15kv 16.7hz Deutsche Bahn enabled. For Euroduplex the DC Pantograph is used to power 15kv 16.7hz Deutsche Bahn. Not sure if Benjamin is familiar with that operation TGV running into Germany with PZB the Deutsche Bahn Netze equivalent to SNCF KVB
Only on Amtrak Avelia Liberty sets for now. The standard double deck "Horizon" won’t feature the tilting option, as they’ll just run on LGV and French classic lines
With KVB there are balises (yellow squares) in the middle of the track. These are being read by a receiver under the train when passing them. The balises have information about the speed limit.
Wow, great video! Happy 40th to the TGV! When I was a kid in the 80s, I had a TGV (original orange livery) for my model railroad. It was my favourite train set. I’m so glad your commuting trips inspired all of your great videos. One question: is Benjamin the engineer also your brother Benjamin? Or are they two different people?
I think the problem with Jacobs bogies when marketing a train for international markets is the fact that it can be a little harder to lengthen a tran set but in my defense, lengthening a distributed traction MU train isn't much harder than this. Also, while it's sad to see these trains go, the main factor why older trains must be retired is due to the quality of the equipment onboard. Handling 25kV and travelling at 300km/h for 40 years of service will wear down the electronics and mechanics over time to the point where replacing these trains with new trains with newer and much more efficient technologies is a better investment in the long run. Look on the bright side though, if these trains are to be scrapped, basically the entire train can be reused to create the next generation of TGVs
Can you just complete the whole Moscow to Vladivostok journey on Trans-Siberian Railway as a Long Distance Journey just as you cover long Distance Amtrak Routes
I hope this goes into preservation and gets the occasional heritage run.
Its sister set, Set 16(the 1981 World Record Holder), is now preserved.
The world speed record set (16) is being preserved in a "running" state. It was also partly repainted in the original Orange livery.
My brain is quite literally exploding at the thought of any mainline TGV set being put in to a heritage fleet or a museum. To me they have always been the embodiment of hi-tech, high speed trains and the idea of them being considered "obsolete" is crazy. We have locomotives here in Hungary from the 60s (MÁV V43) with a top speed of 120kmph which I think will be here for the next hundred years. Sad to see the original TGVs go but I can only imagine how many KMs/miles they have covered and how worn out they'll be as a result, may they rust in peace!
Those trainset could have run for longer. They were actually supposed to stay in service until 2026 when the "TGV M" (aka Avelia Horizon) would have replaced them.
But with more high speed lines being build either as extension of existing line (= shorter journey time = less rolling stock needed) or for international services (= new rolling stock needed for international compatibility) and running at a higher speed, those TGV had to be retired as there where no longer a valid use case for them.
@@dufonrafal Agreed! They should have waited to phase them out until 2026. That said, I suspect there's some requisition issues we are not aware of that no one wants to talk about. I suspect parts, parts, parts, and more parts. Some custom parts haven't been made in 40 years! Easier to "hanger queen" a few older sets to help the others live a little bit longer.
That said, Viva Avelia Horizon!
@@Effonefiddygarage SNCF needs changed and they ordered more "Euroduplex" trains from Alstom (122 instead of 55 originally) so the Sud-Est ended up being phased out earlier. They were still close to 40 years old though.
How can we thank you enough for this really intriguing virtual tour of these fascinating machines.
Thanks a lot for doing this video. I travelled on the tgv in 1989 and till date have not forgotten that experience. Kudos to France to lead the high speed charge worldwide.
WOW!! Very special. Most interesting. You do beat all Mr. Thibault. FIVE STARS for this one.
Les TGV Sud-Est sont vraiment incroyables, le design est magnifique
I can remember when i was a small boy, on a trip to Paris, my dad took me to the Gare de Lyon. I was amazed to see all these orange super futuristic trains and I supect my dad was a little too. Now he is an old man but he still enjoys his trains!
Awesome video. I rode one in 1990 in first class! Lausanne to Paris. I even splurged and had a meal and a drink!
Very cool tribute to the TGV!!! Thank you for sharing with us!!
And what a coincidence that the driver has the same name as your brother.
👍👍😄😄💚💚
Thank you very much for this nice video! Happy birthday, TGV!
In korea has high speed train called KTX.
You can feel KTX likes TGV, when you see it and ride.
Becuase KTX Model is based on TGV.
Currently, it is running on KTX Ieum and Cheongryong trains with distributed power.
I really admire and love the French for creating this beautiful beast #LongLifeToTGV 🚄♥️
Happy 40. And still going strong
Absolutely awesome video. These trains were my whole childhood and I sorely miss them... A marvel of engineering, I'm still unsure as to why they should have been withdrawn when they could have had years more of life.
Beautiful hommage! :)
I’ve seen these in action whilst travelling through France on the Eurostar. TGVs are hands down the best trains in Europe
You lived my dream! So fantastic! Thank you!
Best Accent of any railway vlog. 😁 Great to see AND hear you Thibault. 😁🇨🇵
The TGVs are the most iconic and reliable electric high speed trains in Europe. This is what the UK needs to compete with Europe and Asia. As HS2 is under construction and is schedule to be completed before 2030. And new high speed trains to be built for HS2 and will be longer than the 11-Car Class 390 Pendolinos and 12-Car Thameslink Class 700/1 Desiro City and 12-Car Greater Anglia Class 745/0/1 Flirts.
And longer than the Eurostar E300 with its 20 carriages PLUS two engines
@@olasola1013 Indeed
so much nostalgia about this train
What a special tour - thanks! Such a lovely train and I hope it finds a good home. No.15 seems to have an identity crisis - does not know whether it is a Renov 1 or 2 :)
Beautiful video, greetings 🚂📽️🔝👍🙋♂️
Incroyable ces TGVs
It is so cool that the oldest TGVs are from the beginning of the 80s. In Czechia, we were getting at that time horrible coaches from Vaggonbau Bautzen, which most of us consider today as totally obsolete and no-way in modern rail transport. I cannot understand how those can be the same old as the first TGVs.
Amazing the TGV types 😍💯🚄
Bring those TGVs to Spain, we need more rolling stock!
The problem with those bogies is that if you have a carriage that has a fault, the whole train has to come out of service. Whereas with traditional bogie configurations a faulty carriage can be changed out and the rest of the vehicle can be put back into service.
This is why more modern trains have reverted to the two bogies per carriage model.
Awesome video
Awesome video, always wonder how it was like in the cockpit. Would've love to see an interview with Monsieur Benjamin on how it was like to operate and manage the train!
The empty train feels a bit sad though, like an empty theme park....
Wait, so Patrick and Sophie (01 and 02) weren't the first TGVs? Or the 15 was the first non "prototype" or regular serial production? :D
Also, I'm so glad I was able to explore several of these beauties in Culoz, where, sadly, they were being dismantled. I loved the interior, so comfortable and timeless, in my opinion. The first class seats were incredibly comfortable. In fact, I asked the workers in Culoz if I could take one first class seat to my house, back when I was living in Bellegarde, because of my job at CERN, they said yes and even helped me carry it to the car, nice guys. So now, after cleaning the seat, I have the comfiest computer chair, and a beautiful piece of history. So many good memories of the PSEs. I always liked to drive my visiting friends and family to this place. They also have the Eurostar trainsets, which are incredibly long. XD
Cool tribute
Nice behind the scenes tour with #15!
Miss those a lot on Lille-Paris (especially the back support cushion in 1st class haha), although I do enjoy the plushy Tallon interiors of the Duplex series
Wow that must the only footage of existence of the small traction room in the first carriage that the PSE and Eurostar sets have! Shame there wasnt any room to film more, I was just thinking about that and researching for images (or even drawings) online last week.
Nice video thanks
Awesome video, loved the “behind the scenes” of a TGV. Here’s my guess for the mistake: in the intro and in the conductor area, the TGV was called rénov 1. The cab had a sign indicating rénov 2. Was this a mistake or has the locomotive been swapped out with a rénov 2 set?
By the way, at 9:33 you show the cargo area. I’ve had the pleasure of traveling on a TGV Réseau from Brussels South to Charles de Gaulle airport as part of a flight from Brussels to elsewhere. Our checked luggage was stored in that cargo area, probably so the huge cases of the Air France passengers doesn’t use up all the luggage racks. 😉
I love the 373 eurostars thank you france for actually designing something decent!!
You wonder why Siemens doesn't use Jacobs Bogies on the Velaro - That is because of motors on the bogies. The TGV is a conventional push-pull type train with a locomotive in both ends. The Velaro is an EMU with distributed power thru out the entire train. So if you want a bogie to have motors, it is much easier to have it as a "normal" bogie. Just look at the Stadler Flirt 200 in Norway. The normal Flirt has 2 bogies with motors. One in each end of the trainset, and Jacobs bogies between. But on the 5 wagon Flirt in Norway there is a third bogie with motors in the middle. And that bogie is not a Jacobs bogie. So my guess is that Siemens has chosen normal bogies all over to make everything simpler and easier, and not having a mix og normal and Jacobs bogies on their train.
You are correct to say that the bogies have motors. In the video it is stated once that they have engines.
❤ your videos and look forward to them. Wish you would do more voice-over. More Amtrak too 😍 as the new trains will be introduced. Safe travels.
Have you done a review of the TGV Atlantique trains that have 10 coaches? A review on one of those will be great!
A look inside the cockpit of TGV, which was introduced to Korea's high-speed railway in 1992.
40 years old and we are still only starting to build our second main high speed line here in the UK. As for America!!!
Very good
There is some quite complex reasoning why Siemens does not use Jakobs bogies, which in essence boils down to the different topography of the french TGV vs. the german ICE network:
A Jakobs bogie means there are fewer wheel sets to carry the weight of your train. You do not want that as it f***s up your track, so you have to compensate for that fact by having more, shorter coaches (notice how short the coaches are in this video).This in turn reduces capacity, since more coaches mean more gangway connections, where you can‘t put any seats. You can again compensate for this by making your train a double decker train, like the TGV Duplex.
So why doesn‘t DB simply buy the excellent TGV Duplex?
Because the TGV Duplex works very well on the Paris centered TGV Network and not quite so well on the polycentric german ICE network: By adding a second deck to your train you have drastically increased the number of passengers per door, causing a significant increase in the time it takes to board your train (having to climb a set of stairs does not help either). This is no big issue in France, because Paris, where almost all TGVs terminate in some way, is pretty much the only place in the network where the entire train would want to embark or disembark. Not so in Germany, because the network is not centered on one city. This means that on longer journeys the passengers on one ICE train may be exchanged multiple times over. For example, a train running from Hamburg to Munich will stop in Berlin, Leipzig or Halle, Erfurt and Nuremberg. Each of the stops I just mentioned is a major hub in the ICE network, meaning that at each and every single one of these stops a large proportion of the passengers might choose to disembark or to embark. Using a double decker train would mean that the train would have to stop longer and that the time being lost by this would have to be regained somewhere else, which costs a sh*t ton of money. Which is why the ICE 4 follows the exact opposite approach: The coaches are as narrow as on the tilting ICE-T even though the train does not tilt at all. This allows the coaches to be ~2m longer than the UIC X or Z standard. This means fewer gangway connections and thus more capacity. The result: A 13 coach ICE 4 train (374 m) has almost the same capacity as two TGV Duplex units (2x 200m); 920 vs. 2x508=1016 seats, without the need for longer stops associated with double decker trains.
One more quick note: Why does DB run double decker Inter City 2 trains then? These are meant for low priority, slower connections: At major hubs the IC2 trains will arrive before and leave after the ICE trains, allowing enough time for boarding.
Axle load is not drastically higher with Jacob bogies. In fact many TGVs have lower axle load than ICEs, simply because they’re lighter by essence. That old 200m SE set, for instance, is more than 50 tons lighter than a brand new 200m Velaro D (ICE3), and axle load is well below the authorized 17t (not the case for all ICEs)
For the access door problem, it is true as the ICE is more of an intercity than a long distance non stop A to B train, that can be seen with the ICE 4 with 2 (operational) doors per carriage of 70-80 passengers, vs 1 on the Euroduplex for instance
@@olivieronrails please don‘t get me wrong, I only wanted to point out that Jakobs bogies tend to cause higher axle loads, unless you compensate for that issue, which, of course, the TGV does by using shorter coaches and very lightweight construction, so as you pointed out, the overall axle load is still very low indeed. On the other hand, having more axles has allowed the ICE 4 to use steel for coach construction, which is easier to repair than aluminium or composite materials. Again, my point is not that one design is superior, it is that different railway markets come with different requirements leading to different designs.
J'adore le TGV confortable et très rapide...de Lille à Toulon 5h45 avec des arrêts stratégiques...synonyme de dépaysement. Roissy n'est qu'à 3/4 h de Lille Europe qui elle même est accessible par métro ou tramway...
Il serait aussi souhaitable que l'aéroport Lille Lesquin le soit également
Nice tour around and inside the trainset. It is rare to see a trainset Rénov 2 with three 1st class carriages. Besides set 15, this may only apply to set 25. because they moved to the north after the withdrawal of the PSE-sets running from Gare de Lyon to the south. Trainsets moving earlier to the Nord from the Sudest (06, 12, 19, 31, 41 & 60) should have two 1st class-carriages instead of 3. In the end, this trainset was towed away by a TGV Duplex.
Muito legal por dentro da cabine trem bala hj gostei andano enteiro bom simply boa tarde ai
Bonjour Thibault. Could you if you have the time pls do a another Dutch tripreport? Thanks! :)
Very nice ❤️❤️❤️
Very cool overview! Sort of a shame to see them retired already, but then I guess 40 years is a pretty good run. I hear that a couple of Acela sets here in the States are already retired and sitting in storage at Bear, Delaware. I guess 20 years is an okay run for an overweight, unreliable HST but I'm still kind of sad to see the 1st gen Acela go!
Great video !!
Bonjour. The TGV is a great commercial success, perhaps less financial. It is surely the killer of the night intercity lines in the exagon. By the way, there is a nice book called "Trains de nuit" which chronicles the journeys by this style of train of our favorite youtuber. But, I didn't tell you anything.
10:07 you angered her!!! >: O
Some of the TGV PSE are 15kv 16.7hz CFF equipment with Integra Signum ZUB123 Sifa. Looks like VACMA switch is different from TGV Duplex and Euroduplex 15kv 16.7hz Deutsche Bahn enabled. For Euroduplex the DC Pantograph is used to power 15kv 16.7hz Deutsche Bahn. Not sure if Benjamin is familiar with that operation TGV running into Germany with PZB the Deutsche Bahn Netze equivalent to SNCF KVB
Selamat anniversary 40
3:49 it says Renov-2 while it should be Renov-1, is that the mistake?
Can I know how the interior heights are on Euroduplex trains? About 190-200cm? Is it the same on both levels?
Nice high speed trainset. The USA should have a few HSR's like this.
Yeah, send it here!
Actually, the Illinois Railroad Museum would be a great place for it...
Build MAGLEVs in the US, more suitable for the great distances there.
wow
40 years later the TGV keep going on his rails, what a beautiful event.
Ps: la plaque de la cabine est mauvaise, c'est pas renov 2 mais 1
Hello everyone... I watched this thrice... and no toilets time?!?! tio Jimmy
Beat me to it, you should've done the "Toilets Time"!!!
Heard the new ones who will replace those have tilting technology or something like that
Only on Amtrak Avelia Liberty sets for now. The standard double deck "Horizon" won’t feature the tilting option, as they’ll just run on LGV and French classic lines
Do we know what will happen to this train? It seems sad to leave it here in this way.
Good
Did I understand correctly that speed is controlled by radio beacons?
With KVB there are balises (yellow squares) in the middle of the track. These are being read by a receiver under the train when passing them. The balises have information about the speed limit.
The Front has some similarly to the Concorde
👍👍👍👍
Set 16 is now preserved
Wow, great video! Happy 40th to the TGV! When I was a kid in the 80s, I had a TGV (original orange livery) for my model railroad. It was my favourite train set. I’m so glad your commuting trips inspired all of your great videos. One question: is Benjamin the engineer also your brother Benjamin? Or are they two different people?
Great trains 👌🏼❤️ France has excelled in railways, aerospace and in other high end engineering fields. With love from India ❤️🙏🏽
The sign on the wall said "Renov2," but you called it "Renov1".
Hilloguy l an of yuor freand in bacolod city
God bless of yuor
You are french right ?
That must be the only train in France were masks are not mandatory
A wide angle lens on your phone or camera would improve cabin and other interior shots a lot. Thank for the great video!
No scrap. Send to California for CHSR please.
I think the problem with Jacobs bogies when marketing a train for international markets is the fact that it can be a little harder to lengthen a tran set but in my defense, lengthening a distributed traction MU train isn't much harder than this. Also, while it's sad to see these trains go, the main factor why older trains must be retired is due to the quality of the equipment onboard. Handling 25kV and travelling at 300km/h for 40 years of service will wear down the electronics and mechanics over time to the point where replacing these trains with new trains with newer and much more efficient technologies is a better investment in the long run. Look on the bright side though, if these trains are to be scrapped, basically the entire train can be reused to create the next generation of TGVs
The TGV is nearly as good as the ICE.
A old iron.simbol of a france in declin
Hey simply railways send me a greeting and you can go on the giruno in Switzerland
Can you just complete the whole Moscow to Vladivostok journey on Trans-Siberian Railway as a Long Distance Journey just as you cover long Distance Amtrak Routes
TGV is old ,life end
Great video!