Class 90. They were used to haul west coast mainline passenger trains before the Pendalino. Along with the class 87 locomotives. Less powerful than the class 91s on the east coast 225s.

Ah-von Muh-noog, surely?

Trajet Paris-Tours Distance : Environ 240 km. Durée du trajet : Environ 1 heure 15 minutes (en TGV). Opérateur : SNCF (TGV).

Miles per hour is used in Britain as well, both on roads and railways. Online converters are available (even built into Google search itself).

Online converters are available.

Deutsche Bahn has a rail freight division in Britain called DB Cargo UK, but they lease their Class 67 locomotives to Transport for Wales. The 67s are geared for a higher top speed than the heavy freight 66s, so are only suitable for passenger (and originally mail) trains.

@@RWL2012 ah, ok, lol.

Only 38% of the British railway network (in late 2024) is electrified.

Unfortunately, we've got a lot of diesel intercity. Painfully poor at electrification here

@ wow. that's not much. I'm glad I live in Switzerland where 99% are electricified...

​@Nobody-jo3tv British electrification was even only in (parts of) England and Scotland until 2020; now in the 2020s there is some in (South) Wales as well.

Essentially. Private operators take a fee for running some routes, the rest are nationalised. The train in this video is run by the Welsh government's rail operator. A passenger rail re-nationalisation programme is happening at the moment. But yeah, fares and state subsidy fund it as a whole, however, freight is mostly private, so some commercial funding comes in there.

Only 7 of the operators are public/government-funded operators (as of January 2025) - London North Eastern Railway, Northern Trains, Southeastern and TransPennine Express (UK Government), Transport for Wales Rail (Welsh Government), and ScotRail and Caledonian Sleeper (Scottish Government) - and they transitioned from being private companies to public/government-funded operators from 2018 to 2023. The other 16 operators are still private companies (as of January 2025) - Avanti West Coast, Great Western Railway, Hull Trains, Lumo and South Western Railway (FirstGroup), Arriva Rail London / Overground, Chiltern Railways, CrossCountry and Grand Central (Arriva UK Trains), East Midlands Railway, Greater Anglia, Merseyrail and West Midlands Railway / London Northwestern Railway (Transport UK Group), Southern / Thameslink / Great Northern / Gatwick Express (Go-Ahead Group / Keolis), Elizabeth line (MTR Corporation), and c2c (Trenitalia), but they're all "controlled" to an extent by the UK Government's Department for Transport. However, during this year (2025), as part of "Great British Railways", South Western Railway, Greater Anglia and c2c will all change from being private companies to public/government-funded operators, so by the end of the year, there will be 10 public/government-funded operators and 13 private-company operators.

Funded by passengers (exorbitant fares) and taxpayers (outrageously high taxes).

That actually is incorrect. The Class 67 does have a maximum speed of 125 mph but their maximum PERMITTED speed between effectively Alderney Edge and Sandbach is 110 mph, the same as a Pendolino on that route.

@@SimonPilkington-g3i Alderley Edge lol, Alderney is an island.

@SimonPilkington-g3i no 67s have only gone a maximum of 110 due to engines health

@ engines health? No there are capable of 125 mph when built but have not to my knowledge had regular work above 110 mph. You are not correct in your assumption.

@SimonPilkington-g3i no 67s only go 125 if it's the last resort even running light they only go 75mph

Anything is possible

Ah yes, the only three public expenditures... hospitals, schools, and railway dining cars

@@liamtahaney713 I'm not sure what your point is.

@@SirKenchalotrefuting your point that more subsidised train travel means taking some funding out of other sectors, whereas really you can do both

@MannyAntipov You can do both> Because money just grows on trees in Wales does it? Or do you mean you can just raise taxes more and more until every pet project of the Welsh government aimed at the wealthy is fully funded by people with far less money to spend?

I think your question is answered at the very end of the video. There is a train station in Ålbæk with regular service every 30-60 minutes, so I took that to the start.

No, not when doing something like this. The waiting time in Aarhus overnight would be too long, resulting in a forgotten check-out. The bus on Fyn is free, and the ferry is not part of the Rejsekort system, so its also impossible. Additionally, there’s a buffer, so if you check in again within 30 minutes after checking out in the same area, it counts as a transfer - just like if you had only checked in, most transfers were under 30min anyway. And there is no flat fee when you start a ride, but you do pay for the same zone twice if your transfer is 30+ min. So, checking out along the way, in this specific case, is the right thing to do, both to not break the fare rules and I also think you’ll find it a bit more fun to see the price increase slowly with each trip rather than random, mysterious amounts as the Rejsekort would automatically split the journey otherwise. (If you check in at A and need to go to B, but travel via and check in at C and D and exceed the maximum allowed travel time, you’ll get a different price than the normal A-to-B price)