タリス9318のブリュッセル南駅（ベルギー）での連結作業風景。駅員さんの見事な蹴りが決まっています。2011年12月10日撮影。 Coupling operation of THA (Thalys) 9318 assisted by station staff's beautiful kick at Brussels South Station in Belgium. Recorded on December 10, 2011.
@@alain8747 ah, oui. C'est claire qu'il faux écrire un commentaire en français sur un vidéo avec un titre anglais. En plus, qui as dit qu'on est Walon?
@@H.EL-Othemanyit is somewhat of a locomotive. TGV trains aren't EMU, their carriages don't have any motor cars. All tractions are generated from the front and back locomotives.
the opening is done with compressed air, but the doors slide in a kind of rail ... nevertheless the shocks with the wind, the small animals, twist the nose slightly which slides badly in the rail, therefore a good blow feet "made in europe" and presto it opens.^^
Like an IT technician once said: I don't get paid for kicking the printer, I am getting paid for knowing exactly where and how hard to kick the printer to get it to work again.
Having an engineering degree and doing a lot of mechanical work on various things, I've learned that many amateurs think only idiots hit things to fix them, this can only break them, and those who know how to fix things never resort to doing that. But in reality amateurs are afraid to hit things and believe there's a better way, while experienced fixers know exactly where, from what angle, and how hard to hit things to make them work right again. Though even they sometimes end up benefiting from bind luck - several times I've seen things that nobody was able to fix accidentally be dropped or hit and that causes it to work again. However, as one of my friends pointed out, the time it takes someone to resort to percussive maintenance is proportional to the cost of the device in question. I feel that is such a truth that it should be a scientific law named in her honor.
Remember when the Apple III was introduced (it was a commercial flop), the chips weren't seated properly at the factory but the company official recommendation to the stores was to give the computer a three inch gravitational acceleration, that is drop the computer on the table. Of course, the good stores would open it up and press the chips into the sockets as well as check to see if any were loose and just rattling about. Once at an Oil industry convention, a customized Sun III workstation shipped from Houston (customized in Norway) wasn't working and the department marketing the interpretation workstation eventually came to me for help, when I opened the case, out came a bunch of pin jumpers. The ESDI hard drive controller was mounted upside down so all the jumpers fell out during shipping. They asked if I could fix it, I said if I knew where the jumpers went, without documentation or a working model to compare with, I can only try combinations at random with very little hope (I should've just flat out said no). They asked me to try combinations at random. To my credit, I was able to limit the combinations by reading the limited markings on the board and I did get the computer working but it took all night, whether or not it was correct or just close enough to work temporarily is anyone's guess... (I'd say likely the latter and I did say no guarantees). That other department that called for my help at the last minute actually had specialists for that customized workstation from Atlanta who didn't even open the box, they likely only knew how to use the software and probably only from a short training course. The modification was just that the boards were mounted in a larger VME bus to accomodate the larger custom graphics boards and the external enclosure was replaced with a larger enclosure but was enough that Sun wouldn't touch the computer...
@@tgm9991 On freight trains, yes. But not on passanger ones. Back in my starting time, I used to drive freight. Coupling was not a issue, tho. Sometimes couplings were damaged or we had to push the wagon closer and it caused a delay but that's okay. We didn't got into trouble cuz possible delays were planned. But it's a catastrophe in passanger transportation. I'm really happy to drive a modern, state of the art EMU train.
Automated coupling and brake testing, but apparently not automated door opening! Even that a crew member must open the doors from the outside by opening that hatch seems more hands-on than some other designs where it's all controlled remotely or from inside the cab, much less the need to kick it for it to actually open.
It's a Belgian train guard who kicks it. Looks like Zuid station (Gare du Midi) in Brussel. Same technique here ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ODftXh4tP2c.html
I am sure this procedure is carefully described in the vehicle’s operations instructions under some beatuifully sounding French term, such as: La assistance inertiale, or something.
@@dotdankory Well, Japan is a very respectful country so it wouldn’t surprise me if this would be out of the ordinary for the Japanese. Have a nice day
Alstom makes the longest lasting high-speed trains. Shinkansens are retired after 15 to 20 years. The first French TGVs built in 1978 were still in use in January 2019 - and they go over 300 km/h, which is faster than most Shinkansens. It's clearly not a quality issue.
It's also because during the conception phase, TGV are intended to last between 30 and 40 years, because it's a kind of a norm for french rolling stocks, while I think I heard that in Japan rolling stocks are designed to be used less longer
The life expectancy of rolling stock in France is traditionaly long, I think this is a legacy of history. And finally no ones ask if this is a good thing for service quality either for passengers or cargo customers. WWII arrived when old steam locomotives were about to be replaced by electric power. In 1939 old types were kept operational because electricity was about to replace steam and it was not a good choice to invest in new steam types. But war arrived and the older types had to be kept into service much longer as initialy intended. And then after reconstruction, the rolling stock was rare and anything that could go on tracks was repared and put back into service. The electric project got a new birth and the same idea of keeping the old locomotives during the wait of diesel locomotives and electric power deployment was applyed. So very old types were kept into service until the end of the steam power era in France. This applies also to the rolling stock, either for passenger service and goods hauling. Therefore, very old types of steam engines were seen into service untill the end of the steam power in France (1971 for passenger service, and 1976 for cargo) Some new types were put into service for reconstruction at low costs The 141R type "all purpose" ordered from the US (1340 locs If my memory is good) The 141P type for prestige passenger service, the most powerfull series of passenger locs in Europe (and may be biggest european steam engine ever to be produced as a series - 35 locs) Some types produced in late XIXcentury were also in service until the 60's ! Many passenger cars had their cabin rebuilt and the boggies changed (identified as "modernisé") And now this is part of french railway culture to have rolling stock with a long life. But we can ask if it is a good thing, because this impacts the design, adding weight and raising price, and also a highly expensive complete overhaul / refurbishment has to be made at 20 years / midlife. And finally, the rolling stock is obsolete for nearly 50% of its life, and this brings many problems - Many failures before midlife and end of life with severe impacts on trafic - Bad service level for passengers who feel somewhat as disrespect while forced to voyage in old fashioned filthy and damaged cars - Heterogenuous Rolling stock brings loft of constraints on service, and finally shortage of rolling stock from a global point of view, as each element is confined to one line or a limited group of lines. Infrastructure must be able to handle the heterogenuous rolling sock (signals, tracks, platforms...) We can notice that after their 40 years of service, many rolling stock elements are refurbished and sold to other countries, Romania being france's best customer on this market. So french rolling stock can last long, very long... Hail to our engineers :) Shame to our deciders !
Thanks for all the information that you gave in your comment, particularly about the ones on the steam locomotives and the refurbishment of rolling stock elements. If I find very interesting the idea of discussing about the fact that the midlife maintenance is a good or bad thing, I’m not exactly okay with everything that you said. Yes this kind of maintenance is very expensive, but it’s because you are renewing a train that have parts that are mostly not produced anymore. In fact, producing a train is not mass production like in the automobile field. In France the midlife maintenance is a choice made by the SNCF rather than buying new trains every 20 years. Then after this maintenance you have a train which is, I believe, as good as new. An example a little offset but showing the impact of the rework of a train is the Ouigo rolling stock: the SNCF used 2 levels TGV vehicles where they completely redesigned the interior in order to do a low-cost train with more passengers. About the point of adding weight, I wish to know more about it because the weight of trains is strictly ruled on French railways: for the TGV, you can’t go over 17 T by axle. The German ICE countered the problem of a heavy high-speed train by putting more bogies, thus having more problems at high-speed than the TGV. I don’t know about the many failures before midlife and end of life but I think that’s why the SNCF is doing maintenance N2 to N4. I think the quality of service really depends on what kind of passengers you have (I’m not Japanese but I heard that they are a way lot more respectful in their use of public transportations, which is a big thing when you consider that in France you see trains with graffities etc. and that abandoned luggage is one of the first cause of trains delay). Yes, the heterogeneous rolling stock brings loft of constraints on service, but it’s because you need various trains for various reasons! You can’t use a TGV to do mass-transit in Paris suburbs. Each train is designed to be used on a specific kinds of track, and while the use of the ETCS and other things kind of allows the use of different trains on the same line, you will not convert all of the infrastructure into LGV because it costs a lot and is not always relevant. So I would say that the rolling stock has an engineering dimension but also a political one that is as important as the engineering one, moreover when considering that in France the SNCF is a public company. Sorry for the mistakes that I eventually made, I think you understood that English is not my first language ^_^ Tl;dr: NEED MORE MONEY FOR COOL TRAINS
@@Veilath Thanks for this interesting talk :) Well the videO illustrates very well what is an aging train. The problem with a 40 year life span and the mid-life refurbishment is that in fact, the vehicle have 2 ends of life. When the rolling stocke approaches the mid-life, it is like it is on the edge of retirement. Thats why it is very bad for trafic. French passengers all know these problems... sometimes the train gets late because problems, and you never know if it will be on schedule or not ! This is particulary hard to stand when you try to get home after a good day of work. As you said, we cannot forget that trains in France are under the politicians will since the 80's and so it is not managed in the benefit of people, but in the benefit of polititians. Before that, SNCF was one of the best "on schedule" company of the world, and now this is only souvenirs. Just imagine how good the TGVs could be if they were built for only 20 years life. You have to make things sturdier (and heavier...) if you want them to last longer, especially in train design. Problems with disrespect to the equipment is emphasized by the low maintenance, the aging design , and the very low level of cleaning. All of this caused by the "obsolete" feeling the whole thing send to people. Stupid kiddoes dont need more to start behaving badly. Interior design, seats, carpets and all the tralala is only a fraction of the cost of the train. They change everything at midlife just because it is beyond repair. And at this point is is easier and cheaper to change than to repair. Also, I dont think people could accept a train with aN interior aging more than 20 years. As for exemple, il you know french trains, in the Paris suburbs they replaced the 1979 Z6400 by the new Z50000 series... It looks like there are eons between these two types of rolling stock Z6400 original ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-7pIg7FJCBsk.html Z6400 after midlife overhaul (and how they were after 40 years of service Seats were just covered with heavy fabric, not changed... ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-H2c6tQiAl38.html Dare to compare with the replacement Z50000... ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-R5lvh_IpuuM.html
Nante Koto* Edit: Kuttsuiteta!* I accidentally wrote Kuttsuitteta earlier. The second double t is a mistake. This is the real transcription of what he said. It's Japanese for, "What's happening?" Mother murmurs an answer to the kid. "It stuck together!"
Bravo pour la technique coup de pompes ! Surtout à notre époque. Il y a plusieurs décennies, les choses fonctionnaient ainsi, mais maintenant, comme même.😶
Vous n'y êtes pas du tout, ces capots c'est de la merde. Même sur les anciens modèles, ça n'a jamais été amélioré. J'en ai même vu rouler ave 1/2 porte ouverte. Pendant ce temps au Japon : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-UgXDi1lJonY.html
@@Dr.K.Wette_BE moi ce qui me scie le plus, c'est la propreté des rames. Elles doivent être lavées tout les jours pour briller ainsi . Et pareil pour le design des motrices au Japon 👍
@@jean-lucjla2987 Bof, j'en ai déjà vu des bien crades aussi. Au Japon c'est sûr qu'ils les lavent trois fois par jour. Par contre le design... un long pif comme ça... les goûts et les couleurs quoi. Pour moi c'est les ICE 3 Allemands qui ont le plus de gueule. (par contre les freins font un boucan !)
![2011-12-10 [Thalys] Beautiful kick-assisted coupling operation at Brussels South Station, THA 9318](/img/logo.svg){kind=logo}
