“WHY THE S.N.C.F. CONVERTED TO ELECTRICITY" 1957 FRENCH NATIONAL RAILROAD DOCUMENTARY FILM XD51324

[@jjmcrosbie]

Thank you for an interesting and informative video. To expand upon one particular class of electric loco, the CC14100 class, which you introduced at 24:30. These were designed specifically for the Valenciennes - Thionville sector which is steeply undulating. The uphill slopes consumed large electric energy, while the descents caused great brake wear - the dust of which got everywhere, increasing maintenance work. The 14100 class was a complicated design, superficially described in: en.wikipedia.org/wiki/SNCF_CC_14000 The loco contained the following machines: 1 - 50Hz, single phase step-down transformer, connected to... 2 - Single-phase induction motor, shaft-driving... 3 - DC generator, wired to... 4 - DC variable speed motor, shaft-driving... 5 - AC 3-phase induction generator, wired to... 6 - Six 3-phase induction motors, one on each of 6 axles (there were two, 3-axle bogies, whence "CoCo") Now that's a large outlay in machinery cost. So what were the advantages of this arrangement? i - The ability to regenerate** power to the overhead line, ie to provide dynamic braking by returning energy to the line. Brake wear reduced by a large factor, fair reduction in overall energy per journey ii - Reduced maintenance as follows: Much reduced brake wear, replacement and dust removal from running gear, axle bearings, etc. Induction motors don't have commutators, themselves a considerable maintenance item, which the previously used series motors had. (Engineering students will note that the DC motor and generator each have commutators, but their wear is considerably less than a series AC motor) **Regeneration was achieved by reversing the function of each machine. Working back from the axles, the induction motors (6) become induction generators, driving the induction generator (5) into an induction motor , which now drives the DC motor (4) as a generator and the DC generator (3) as a motor which drives the induction motor (2) as a generator, which feeds energy back to the line via the transformer. (Another note for engineering students: the 3-phase induction generator needs 3-phase excitation. This is tapped from the single phase motor's field, which is wired in Scott connection) This unique design was produced by Maschinenfabrik Oerlikon of Zürich. And yes, I worked there in 1963, by which time all these locos.had been delivered. And the performance figures? Efficiency 80% at 15kph rising to 85% max; top speed 55kph. "Not a lot of people know that!"

[@PeriscopeFilm]

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[@TrimeshSZ]

This is an interesting arrangement - one thing I can't see from this description is how the speed control worked - by adjusting the field on the DC generator, perhaps?

[@jjmcrosbie]

@@TrimeshSZ Yes, there's a whole lot of detail missing from that description. Tech in 1959-62 would have had no practical alternative to field control of DC motor speed and DC generator voltage. I think I should have stated that these were DC shunt machines. Additional details must have included a means to start the single phase induction motor (2) in my description. I've given all the info I have. Naturally they didn't give me a tutorial on these locos, I was there to work! Arbeit!

[@androidemulator6952]

I read that in Micheal Caines' voice. Thank you that info- in 30min have learnt so much about electric locos.

[@blackandwhiterag1117]

I believe the DC locomotives on the British Woodhead route had regenerative braking applied in the tunnel but having been a musician and not an engineer I am not familiar with the details !

[@marvwatkins7029]

Tres bon. C'est magnifique! Vive La France! Et vive SNCF!

[@zied6456]

Et vive les cheminots!

[@GeneralLiuofBoston1911]

This has become a classic for me to watch

[@mikesnelling9272]

Great video, however I travelled from Dieppe to Paris by steam in the early 1970s. It was a truly magnificent beast of a machine.

[@SteveBakerIsHere]

In the last minute or two of the video - they talk about how freight trains run mostly at night when domestic and industrial electricity consumption is at a minimum - so they use hydroelectric power that would otherwise go to waste. The exact same argument is now being made for the electrification of automobiles and trucks. Since most owners charge their vehicles at night, when electrical demand is at a minimum - the roughly 15% of additional electricity needed to power electric cars if 100% of all cars went electric could be generated from existing facilities without the need to build additional power stations and transmission lines. It had never occurred to me that all of the arguments for transitioning to electric cars had already been made for the electrification of railroad locomotives!

[@wintersbattleofbands1144]

Astute thinking.

[@SteveBakerIsHere]

@@wintersbattleofbands1144 Thanks!

[@marthakrumboltz2710]

@@SteveBakerIsHere that would be an excellent presumption provided battery technology rises to the occasion. Or, as the locomotives here, cars could obtain their impetus by means of overhead lines, such as was enjoyed @ amusement parks in bump cars

[@Simple_But_Expensive]

The electricity still needs to be generated. Solar cells don’t work at night and the wind doesn’t always blow. In addition, you can only transmit power so far before line losses become prohibitive. Unless you want to add a bunch of nuke plants, you will still need fossil fuel. In addition, try to plan a trip from LA to NY in an electric car. Have fun. Battery tech isn’t there yet. To be viable, electric cars need to match ICE cars with the following: 1) handling (done) 2) acceleration (done) 3) range (not yet) 4) recharge time (not yet) 5) price (probably never 6) maintenance costs (not even close, replacing batteries is expensive) 7) lifespan (not yet) 8) disposal (probably never since batteries are toxic as hell).

[@Simple_But_Expensive]

Furthermore, the USA grid battery provided power is currently around 4%. There aren’t enough of the required metals on earth to make the batteries to provide just the needs of the USA, let alone everyone else. Do the math.

[@65gtotrips]

This one was really good ! Particularly loved the graph with the pantograph.

[@androidemulator6952]

What a wonderful time-travel gem !

[@PeriscopeFilm]

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[@Johnny-sj9sj]

A few years ago, I happened to be sharing a table with a Frenchman in Avignon. It transpired that he was an SNCF engineer, and I complimented him on the fantastic quality of French railways, while at the same time telling him that our 🇬🇧 system was crap, and I asked "Pourquoi y a-t-il une telle différence?" "Simple! Nous avions prévu aujourd'hui il y a 15 ans !“ (Please excuse my French!) “How do you account for such a difference?” “Simple! We were planning for today 15 years ago!” 🇫🇷🤡

[@kaapporaivio]

"avion" is "airplane" in french :Dd

[@trek520rider2]

@@kaapporaivio Avions is also the first person plural imperfect tense of avoir (to have).

[@Johnny-sj9sj]

@@trek520rider2 thanks Trek! You saved me the trouble! 🐸🇫🇷🇬🇧🤡 PS: great channel content you have there!

[@Johnny-sj9sj]

@@kaapporaivio And on the subject of ‘Les Avions’, isn’t it curious that it’s sometimes cheaper to travel by plane in the UK than it is by train? A few years ago I flew from London to Inverness to join a ship, and the journey back from North of England by train was nearly double that of the plane to Scotland. Something definitely wrong with our railway infrastructure!

[@JosipRadnik1]

@@trek520rider2 I thought it was "nous avons" without an I - but I'm probably wrong. I always had trouble with my french...

[@abundantYOUniverse]

This was fantastic thanks

[@PeriscopeFilm]

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[@Disques13Swing]

Un grand merci!!!!!!!

[@clayz1]

Great video. I get a kick out if the strident twilight zone music. Some composer gave that his all.

[@WAL_DC-6B]

I worked for the Chicago & North Western Railway (retired now) and consequently met a number of locomotive engineers who ran steam locomotives back in the day. I asked a number of them how the transition was to diesel. Theay all basically said getting rid of the steam locomotive was the best thing the railroad did as far as they were concerned.

[@0neIntangible]

Great mini doc on the subject...I'm just amazed at all that infrastructure and logistics involved with the previous days when coal was king...I did get a bit of a chuckle though, with the placement of the headlights on the front of the newer electrified motor drivers, in typical French style and design, like their older smaller cars...with googly eyes 👀

[@soundseeker63]

So it was the French that pioneered the 25kV AC system on the railways, which was quickly made the new standard accross much of the world, and still is today. British may have invented the railways but, as much as I hate to admit it, the French refined and perfected it. Their TGV network is world class.

[@petergilbert72]

Another big difference is the loading gauge they built to. They followed Britain’s ‘standard’ track gauge but enabled taller, wider wagons. And I think there is much better consistency between lines than in Great Britain.

[@petermatyas4834]

actually it came from Kálmán Kandó in Hungary who was building AC lines starting from the 20s. His great idea was to avoid conversion of frequencies and use national grid.

[@unconventionalideas5683]

It turns out the 25kV system was actually first developed by the Hungarians, which took place before WWII. However, the French were among the world's first nations to adopt the system on a large scale.

[@soundseeker63]

@@unconventionalideas5683 If that is the case, I wonder why it took another 20+ years to catch on? The French decided to move forward with it very quickly after trialing it. Why did hungary not do the same?

[@meongmeong3599]

@@soundseeker63 back at the time, 50 Hz series motor was not feasible to feed directly to the traction motors. Mainly commutation issues. I'm not that expert about electricity but just realized this is why Germans (and also Switzerland, Austria, Sweden, and Norway) uses 16⅔ Hz in their traction power to reduce commutation issues. The same reasons for 25 hz systems in the US. *additional info : 25 hz systems was also formerly used in some UK railway lines Hungarian approach was very different, they use somewhat called "phase shifter" developed by Kando. Single phase 50 hz from Catenary converted to 3 phase using this system, to feed 3 phase traction motors. Meanwhile France approach to 50 hz power were also different, they used ignitrons as a rectifiers, to drive a simple dc motors, and this is the most feasible way to convert 50 hz standard frequency to drive traction motors CMIIW, I'm not expert, just summarised from various sources

[@KutWrite]

Wow! I noticed at 12;23 the yard man is standing between the cars as they couple. I know there are dampers there, but damn! That still had to be dangerous!

[@mgk920]

Too bad the immediate post-WWII era also didn't see a similar conversion of coupling from the highly inefficient buffer and chain/screw/turnbuckle system to the far stronger and easier and safer to use knuckle couplings used in North America and elsewhere

[@MervynPartin]

That is something with which I heartily agree. Even in UK, there are now so many couplers (and coupler heights) in use that rescues of failed trains is made more difficult. The standard AAR knuckle coupler is strong and as you say, safer which is the reason why it was invented (by Janney)

[@ryanclarke2161]

Sadly 70 years later and America has still not taken up proper electrification.

[@tz8785]

In the 1970s, a new automated coupling was even agreed upon on both sides of the iron curtain (development of the compatible Intermat and Unicupler AK69e) - and then never actually put into major service.

[@lancelot1953]

@@ryanclarke2161 Hi Ryan, one of the big problems facing the Canadian, American, Australian Railroad industries is the very large distances involved. Also the United States is slowly reaching the limits of its actual electrical grid especially with the increase of electric cars, air conditioning units, and the retirement of nuclear power plants. Ciao, L (ASAE Engineer)

[@lassepeterson2740]

Although the European buffer and chain/screw/turnbuckle is very labour intensive and dangerous it can be manually adjusted to remove all loose slack unlike the knuckle couplers in the USA . It's a smoother ride .

[@wintersbattleofbands1144]

22:00. Oh yes, Pierre is now wearing a beret. Unthinkable in the filthy, sweaty world of a steam engine fireman, but now his role is that of Electric Railwayman, a modern occupation embracing leisure and sophistication.

[@iangodfrey4518]

Just needs a striped shirt and neckerchief to top it off.

[@eduardosantabaya5348]

ni hablar de la eficiencia energética de la electricidad (60-70%) contra la del diésel (40-45%) o el vapor (13% en ese tiempo, con modificaciones puede llegar al 21%), hay un abismo, Francia en 1957 ya usaba bastante diésel, en ese mismo año vendió unas 20 locomotoras Alsthom a Argentina y cuando entraron eran de la mejor calidad, tuvieron algunos problemas acá porque no estabamos familiarizados con la mecánica francesa, pero prestaron servicio hasta fines de los 1980s (sólo una sobrevive, la 8018). Actualmente Alsthom es Alstom (sin la h), y vende trenes eléctricos, de hecho el metro de Buenos Aires usa trenes Alstom. Esas Alsthom reemplazaron a la serie 1500 de vapor acá en las líneas principales, ellos electrificaban pero mientras tanto ya habían desarrollado el diésel, era cuestión de tiempo que eliminaran el vapor como tracción. En USA (en Latinoamérica también) por ejemplo usaron el diésel como solución definitiva, esa es la gran diferencia, todos los trenes de carga y buena parte de los de pasajeros de larga distancia usan diésel, en Francia era solo una solución temporal para aquellos ramales en los que no se justificaba por el tráfico, el resto se electrificó.

[@unconventionalideas5683]

Unfortunately, in the US, most freight rail lines, and most American lines are exclusively are almost entirely freight rail lines anyway, the train service is too infrequent to justify electrification anyway.

[@stevemellin5806]

Nice 👍 thanks

[@PeriscopeFilm]

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[@physiocrat7143]

French engineer Chapelon demonstrated that steam could do the job just as well except for intensive suburban services and 300 kph running.

[@gold3084]

Except cost of maintenance.

[@physiocrat7143]

@@gold3084 Not if oil is used instead of coal and the water is given the correct pre-treatment. OHLE is also a maintenance burden.

[@MervynPartin]

Chapelon's development of the steam engine was justifiably admired by most locomotive engineers of the time, but even at its peak, a steam engine could not match the thermal efficiency of electric (or diesel) traction, or availability for service Also, as pointed out in the film, huge quantities of suitable coal had to be transported around France, just for locomotive use, whereas in pre-nuke times, coal of whatever quality, could be burned in power stations close to the pits. Steam engines are labour intensive, requiring a driver and fireman, plus cleaners and maintainers. Their main advantage was simplicity and inmost cases, reliability, their designs not having had the influence of the DfT in UK or the equivalent in France

[@physiocrat7143]

@@MervynPartin Thermal efficiency of steam locomotives is lower than electricity which is lower than diesel. However, the capital investment required is vast. Most of the maintenance problems are due to the use of coal. If you go over to light oil and effective water treatment, steam is probably cost effective on routes with light traffic. There was a study on this done in South Africa but it was just ignored.

[@julosx]

@@physiocrat7143 You have to realize that, in the case of France, the 762 km of tracks between Marseille and Paris required only one dam in the Massif Central to feed every type of traffic along the way. Nothing on Earth can beat electricity when it comes to railways and urban transport.

[@rockerjim8045]

I’m waiting for the British film version. It will ready in 2040

[@smwca123]

One class of 25 kV 50 Hz locomotives not mentioned here are the CC14000, only 20 of which were built. They looked much like the CC14100 but had AC single/3-phase rotary converter. They were problematic, and were all retired by 1981.

[@EpicThe112]

17:50 the legacy of 50hz electrification system by SNCF was that it allowed France to West Germany Switzerland dual voltage AC locomotive cross border traffic. Examples are DB BR181 185.0 185.1 in Strasbourg Metz Forbach MRCE BR185.5 during the evening hours

[@smwca123]

And SNCF's own 13-strong BB20200 series.

[@EpicThe112]

@@smwca123 Ok then and for the BB20200 it should be cleared for Helmstedt if running Military train duty from Strasbourg Ville

[@smwca123]

@@EpicThe112 The BB20200 was retired by 2006, BB20210 is preserved at Cité du Train in Mulhouse.

[@marvwatkins7029]

And then, 20 years on, on came the TGV.

[@marthakrumboltz2710]

Back when engineers were true masters of mechanical contrivance.

[@legatvsdecimvs3406]

The irony is that US railroad companies and locomotive manufacturers pioneered a lot of the technologies and equipment that became standard in many other countries of the world, but themselves lost interest in the nationwide electrification of their railroad network and public transit - falling behind countries like France. As a result no electric locomotives are designed and built in the US today by US manufacturers. To my knowledge - only the German corporation Siemens(though technically today a Multinational) assembles electric locomotives(ACS-64) in a US based plant from imported parts kits for the remaining/surviving electrified lines in the US, which operate only in regional and commuter passenger service. Unfortunately some "pro-American" politicians in other countries also see this as an example to follow and begin to undermine[sabotage] (often existing) electric powered transportation equipment claiming "Americans don't do that". As a result electric streetcar/trolley and trolleybus lines and equipment are removed and replaced with buses "like in America". Which is a big step backwards as well as seriously damaging to industries that supplied the equipment and parts for electric public transit. And once you lose an industry it is not something you can quickly restore. Versions of French CC 7100 type Electric Locomotives(based on the 2D2 9100's shown in the video) were exported to other countries like Spain, China, and the USSR. Operating on AC and not DC overhead lines 50 Alstom French made type/class F(USSR designation - meaning "French") Electric Locomotives were imported starting 1959 by the USSR Ministry of Railways(Transit Lines) about the same time as a West German made AC Electric Locomotives type/class K(for "Krupp-Siemens"). They were tested against Soviet AC and Dual Current locomotive designs(VL61 and VL60). The Alstom F Locomotives survived longer(1987) than the Krupp-Siemens K Locomotives(1971) in Soviet service, being more reliable and compatible with local replacement of parts.

[@mikeklaene4359]

The Pennsylvania Railroad had electrified their system from New York to DC and Philly to Harrisburg using a 25 Cycle 12,000 Volt system starting in the early 1900s. Most of Amtrak's North East Corridor is electric . The Reading Railroad also used a similar system on the commuter rail routes before WW2. In the Philadelphia area all of SEPTA's revenue commuter rail trains are electric.

[@smwca123]

For almost 50 years the famed GG1 was the backbone of the corridor. Part 1 of a 4-part 1984 documentary: kzbin.info/www/bejne/qnSZiGOOetaCgtk

[@Telcom100]

Makes you wonder what was the original purpose of this film and films like it. Would this be something that is shown in a movie theatre as a short? Introduction for new employees? Lobby politicians for funding?

[@PeriscopeFilm]

I don't think you're off base. This was most likely produced by either the electric industry, a company like General Electric or Westinghouse that manufactured electrical components or locomotives, or the railroad industry itself.

[@keithmoore5306]

probably all of the above as needed!!!

[@371stone]

Its for historical records I presume.

[@EduardBroekman]

Speculation on my part, but the language suggests their audience is British Rail senior and middle management; they had the first mover disadvantage, probably still dealing with the joining of the 'big four' and behind in the decree given to move to (dollar) oil based personal transport and phasing out the huge UK coal industry. Note how much time was given to the introduction of the entire maintenance of steam trains whereas the focus with electrical was on how they worked. The point where we clearly can see it is a propaganda piece, is where it is explained that the electricity consumption of the railways is by approximation the opposite pattern of the main net - that is if we ignore the peak hours and the immense difference in scale.

[@blanbec14]

12:26 this is something to test !

[@skuula]

Ha, ha, Denmark was not entirely convinced about this electric stuff until the 1980s, and not all mainlines are yet electrified. We use 25kV 50Hz like the modern French, which is a bit dubious a decision, considering that we connect to only 2 other networks, the Swedish and the German, which are both 15kV 16.7Hz.

[@DMBall]

It's shameful to think that at the beginning of the 20th Century America had the world's best railroad system, and that we threw away our leadership for the fouled up automobile mess we have today.

[@eclecticlawyer]

This film is 65 years old. The train travels at 87mph. Someday, maybe, an American train will be able to achieve that speed!

[@keithmoore5306]

thank the unions for good 80% of that!!!

[@29brendus]

France is only the size of maybe one state in the USA. Condsidering the distances between cities in the USA, the USA has done remarkebly well, and has shown every other country in the world about the importance of efficient freight movements. As for passenger services; how fast do you want to go?; And miss all that fantastic world beating scenery? 🧭🗽🚂🚃🚃🚃🚃🚃

[@eclecticlawyer]

@@29brendus 250 mph would be nice, and perfectly feasible, if you're in Europe. Have you ever traveled in a high-speed passenger train? You don't miss any scenery. BTW, France is only slightly smaller than Texas, larger than most American states.

[@29brendus]

@@eclecticlawyer State size, perhaps, but HST is down to geographics and population density for the most part. Yes, I have travelled on the fastest trains on the planet including France. Sure, it's great, and fast, but it's not everything. One needs to prioritize what they want to get from travel. E.g. if you travel in Australia, you want the journey to last forever. We are obsessed with speed, and that has its downside.

[@SaMartok]

Meanwhile a few years later the Beeching Act and the earlier Modernisation Plan of 1955, would pretty much make sure that electrification in GB never got any real traction.

[@JimBones1990]

Wonder if someone showed this to @Simply Railway.

[@Steven_Rowe]

It amazes me that Britain didn't follow suit In 1951 transport minster Alf Barnes named the brand-new stream locomotive Britannia, he went on to say how at the festival of Britain in 1951 how Britain will show the world he to build a steam loco. Well of course the future was electric traction and yet Britain seemed to turn a blind eye to it. Even when it did electrify the trans Pennine route in 1954 it used 1500DC when it must have been plain that the high voltage AC system we fr more efficient and cheaper. There still is a huge amount of 1500 DC in France though

[@iangodfrey4518]

Australian here. Its because Britain lives in the past. Does now as it did then - witness how the Brits look back on WW2. Look at the Bristol Brabazon - massive aircraft but only planned to carry 100 passengers, of upper class people in luxury, whereas the future was high capacity. When the French policy makers back then looked at the train, they saw electricity and nuclear power and new technologies. When the British policy makers of the day looked at the train, the country was still on rationing and bankrupt - so they pretended they didn't see that, and instead looked to the past - to Brunel and Victorian England, and coal and smokestacks.

[@Steven_Rowe]

@@iangodfrey4518 Well I live in Aus too ok Incase you hadn't realised both Melbourne and Sydney both use 1500 DC. Just to show you how stupid you lot are the new Sydney Metro which is great and is a stand alone system has just been electrified at what? Yes 1500 DC when it was perfectly feasable to use 25kv and save on copper and the huge masts. The catenary is doubled due to high current draw, sadly extra dumb Whilst your talking about living in the past it would be an improved in Speed to use the rocket. There are no high speed trains and the xpt based on the ultra successful HST is hardly high speed, it's much quicker to drive from Sydney to Coffs Harbour than go by XPT sitting on 110 kph I would keep quiet about being an Australian if I were you. The railways in NSW are an utter slow speed 19th century joke. The UK has steam locomotives that run faster than the XPT, even Tornado has done 162 kph and steam trains on heritage runs can run at 130 KPH. At least Britain has trains that run at 200 KPH and a Eurostar that does 300KPH. In your case Australian here in your case means LOUD MOUTH Better to keep your mouth shut and let people only think your a fool than open your mouth and confirm it. One last thing when it comes to living in the past. The UK had colour TV in 1968,it was 7 years before we got it in 1975 Please don't be an embarrassment to Australia by saying stupid comments.

[@MrTransalpin]

France began electrifications in 1922 in Pyrennees betwen Pau and Tarbes in 1922( 100 th anniversary in 2022 ), in 1500 V DC. The company( Compagnie du MIDI), began, during 1d world war electrification with AC current low frequency( 12 KV AC 16,67 Hz), but the army not allowed this systeme because it was the same the Germany( SIEMENS electric system ). 1951 the first electrification with AC current with normal frequency was made with 20 KV and 25 KV AC 50 Hz between Aix les Bains and Annecy, by a great ingenior and resistant during the 2 nd world War: Louis ARMAND. 25 KV AC 50 Hz system is a successful technology. In 2014, on Lyon-Genève line, the Bellegarde-Genève, was electrified back in 25 KV AC 50 Hz, replacing 1500 V DC made in 1956. During the 2 nd World war, there was only 1500 V DC in France( 3000 V DC in Morrocco and Algeria ) French ingeniors have made 3000 V DC in Magrheb -Hypollite PARODI for ONCF Maroc( 1920 ' S), from PO company -Jean Raoul PAUL, for SNCF Algérie( 1930' S), from MIDI company There were BB Midi type locomotives, the same of France, but 3000 V DC. Both decades later, Algeria continues electrification, in 25 KV AC 50 Hz, with hybrid trains( electro:diesel trains made by Alstom ) Morroco have a TGV, Euroduplex type, the same from France, but Bi Voltage ( 25 KV AC 50 Hz, and 3000 V DC ), made in AYTRE by Alstom.

[@MrTransalpin]

@@chillinginthefrozennorth The SNCF Network( SNCF réseau), is big. And little railways line will not be electrified. The future is planned for hybrids trains and hybrids locomotives, with electric modus on electric lines, and diesel mode on unelectrified lines. Diesel engines will be replaced by hydrogene motors, and recharging batteries( with motors, or electric lines with transformators) Now, this the Paris-Basel line wich is electrified between Gretz Armainvilliers and Nogent sur Seine, and Provins( Ile de France region ), in future, the electrification will be made to Troyes( Nogent- Troyes is not plannified, the electrification of this line is late because COVID 19 crisis ) 10 years ago, ( 2012, 2013), it was the 2 lines: -Valence-Moirans -Gieres Montmélian Were electrified( around Grenoble) The 25 KV AC 50 Hz is the unique system used. However, on Valence-Montmélian, for connection with others line electrified in 1500 V DC, the are connecting SAS: The Bicourant vehicles change voltage on running, and pantographes are down during crossing this SAS, or " Sluis "( Dutch language)

[@smwca123]

Another big name in the modern SNCF, besides Louis Armand (who became its CEO) was Fernand Nouvion, who helped perfect and export the 25 kV 50Hz system.

[@checkyoursix5623]

The S.N.C.F. still operated steam engines between Marseille and the Italian border along the Cote d'Azur as late as 1964.

[@robertwilloughby8050]

If I remember rightly, the last SNCF steam hauled passenger trains were in 1969, somewhere in the North of the system. The last train was hauled by an 141R, I think.

[@Lodai974]

@@robertwilloughby8050 yes!!! On the Paris Bastille-Boissy st leger line. In 1969, overnight, passengers on this line switched from Steam to RER A (only one section to Nation) with the MS61.

[@thomasm1964]

31:22 Look at the yellow line on the graph ... in this black and white film.

[@amessman]

The generating set seems very inefficient, I wonder if it was implemented for speed control when loading the trains.

[@simonalexandercritchley439]

Very interesting film,even if it was propaganda.Today steam has a place for tourist lines and museum railways. There is a type that is still used by some industries called the fireless.It uses a charge of compressed steam,requires little maintenance and is assured of longevity.Sugar factories,ammunition and anywhere a spark might be hazardous use them .No diesel or catenary/substations needed.

[@RTWest-kn5fr]

Merci pour votre film. But, what I wanna know is: ¿can you get a hot dog, (French... this noun as an adjective seems unnecessary) fries o un taco al pastor con cebolla, cilantro, salsa verde y un Pepsi ligero a bordo? American and Mexican snack food can make a nice improvement to one's travel experience, creo (I believe). Gracias por tu video. RT sends, envía, envoie, Colonia Centro Histórico, Puebla, México...

[@lawrencelewis2592]

At 7:57- isn't that an American or Canadian made 141R Mikado?

[@29brendus]

Very interesting and enjoyable documentary, but don't forget that catenary needs maintenance as well, and replacements, not to mention the switchgear. Overall, electric wins, but what about the nostalgia of steam?

[@notroll1279]

Nostalgia only kicks in once you've forgotten what it's like to live under a barrage of grime and soot. I do enjoy the sight of an old steam engine here and there - but then I think of Cologne cathedral that stands next to the main station and got blackened over almost a century of coal fired steam engines...

[@29brendus]

@@notroll1279 Very true.

[@MrTransalpin]

The CC 40100 is a beautiful multivoltage locomotive, but, these locomotives made in 1964, has a lot of failures !

[@anthonyxuereb792]

Fantastic video, the kind of footage I would have liked to see when I was growing up. Question, why didn't the UK adopt a similar system instead of going diesel hydraulic/electric, gas turbine electric considering it was available? They were prepared to use German and Swiss technology, why not French??

[@unconventionalideas5683]

The UK has its own problems with partisan divides regarding railway investment and because the government was on the wrong side of the divide, it would have been an expenditure far too expensive for the government to swallow.

[@anthonyxuereb792]

@@unconventionalideas5683 thanks for that, it jogged my memory and I remember reading an article similar to what you say.

[@unconventionalideas5683]

They did on the East and West Coast Mainlines, which probably did more than anything to save British Rail considering the sparks effect.

[@anthonyxuereb792]

@@unconventionalideas5683 Does the UK make any rolling stock or is it all Euro sourced? So much has changed since playing with Triang trains (I was a little envious of my friend Evan who had Marklin)

[@jorgenvids9338]

I hope americas big railways never go electric so they still look beautiful.

[@unconventionalideas5683]

It can be done fairly discreetly. Third rail systems would do it, but those have real disadvantages. Overhead lines can be made fairly discreet and unobtrusive, especially with high voltage systems, which allow lighter wires and thin electrical supporting poles. This allows for the overall aesthetic to be maintained if one so desires.

[@roberthaydon7973]

Nine minutes in so far it's Wash And Brush Up by a different name.

[@roberthaydon7973]

Twelve minutes in was that shunter really between the buffers?

[@MervynPartin]

Very interesting film, even with some of the wrong terminology and pronunciation. Quite a good historical record.

[@unconventionalideas5683]

The terminology quirks are a result of translating directly from French, where the usage of words is different, as are the connotations of certain words. It also makes the language far blunter and stronger than one would normally use in English.

[@thomasm1964]

Interesting to see the freight trains at the beginning are running on the left hand side as in Britain. I thought European railways tended to run on the right hand side.

[@julosx]

It depends on the country. In Germany (and Austria perhaps), Nederlands, Spain, trains run on the right handside whereas they run on the left side in Britain, France and Belgium (not sure for Eastern and Northern Europe). In France, trains that use the former Alsace-Lorraine network, which was built under German influence, run on the right. The rest of the network, being built under British influence, was designed for trains runiing on the left handside.

[@thomasm1964]

@@julosx I've learned something new! Thanks for explaining.

[@bahnspotterEU]

@@thomasm1964 Eastern Europe is all right-hand running as far as I know, Switzerland on the other hand is another country that has left-hand running.

[@thomasm1964]

@@bahnspotterEU I am learning more every say! Thanks.

[@Lodai974]

@@thomasm1964 in the end it's a real shambles 😂

[@haweater1555]

4:05 "Large quantities of coal were wasted" . More likely it was because of the poorest folk who lived near the coal yard's piles, who fueled their stoves courtesy of the railway.

[@unconventionalideas5683]

A certain amount would also be dissipated into the atmosphere as dust, though. The exact amount is hard to quantify, but that was almost certainly not insignificant.

[@kpdvw]

And then there came TGV, ICE,Eurostar.....

[@EpicThe112]

correct but for ICE Deutsche Bundesbahn 15kv 16.7hz. That has been running on SNCF rails since June 2007 LGV Est

[@joesouza1147]

thanks for the ads

[@slow-mo_moonbuggy]

The occultic symbology of train's is not lost on me

[@Disleelandia]

Must have sucked to be the old Engineer/Fireman of the Steam Engine having to star in a Short designed to destroy their jobs!

[@29brendus]

Yes, but for many years, national rail companies kept the driver and helper on the electrics, and they went home very clean and happy.

[@Disleelandia]

@@29brendus Then likely the 75% savings in operating costs affected those who were working in the maintenance shops. Either way progress is progress, lol!

[@29brendus]

@@Disleelandia Yes indeed, but progress means different things to different people. Cheers!

[@fairalbion]

This is an interesting contrast with the planning & execution mishaps of SNCF's counterparts in the UK, & I wonder if the English version of this film was specifically targeted at decision makers across the Channel. This Wikipedia Rail Transport History article is worth a read. Particularly the section on the mid-1950s Modernisation. en.wikipedia.org/wiki/History_of_rail_transport_in_Great_Britain_1948%E2%80%931994#The_1950s:_Modernisation

[@andyfeimsternfei8408]

Shows you how insane it is to think EVs will ever replace ICE!

[@andyfeimsternfei8408]

@@geocam2 have you ever heard the word "sarcasm"?

[@honesty_-no9he]

@@geocam2 The dude has a TESLA MODEL X as his ID image. He was joking.

[@iJoshDG]

11:26 bruh1

[@josephpadula2283]

Eastman “color” ? Too bad they did not use Kodachrome there might be some color left… The expensive Technicolor held up the best but was too expensive for anything but major motion pictures.

[@unconventionalideas5683]

There is color. It is just a bit faded.

[@qzorn4440]

now if the Americans could get past Jan06 and buy an electric train... 😎 zoom, zoom... and if they had an atomic powered trains they would be using steam once more? 🙄thank you

[@philipmcdonagh1094]

Asbestos gloves, on a positive note at leas there wasn't a mask.

[@davidhall8874]

I think I might be tempted to watch this video If I knew what the hell S.N.C.F. stood for. I think I will watch something else and delete this channel.

[@kiwitrainguy]

SNCF = (using English words) Society National of Chemiens de fer (translation=Horses of Iron) of France.

[@obkb1150]

Don't let the door hit you on the way out!

[@smwca123]

@@kiwitrainguy Société Nationale de Chemins de fer français.

[@keithmoore5306]

yeah someone needs to old Jacque there they still run on coal it's just burnt at one place instead if on the role!!! and all that work is required for the simple reason the frogs were behind the times in design American steamers were as good oir better than any electric engine and better than most diesels!!!!

[@davidschwartz5127]

They have the highest percentage of any nuclear power generated electric country in the world. Like 80%

[@keithmoore5306]

@@davidschwartz5127 not in 1957! they nuked up from 70 on! and the rest is still true!!

[@northMOFN]

Yeah, Jacques knows they're burning coal for electricity in 1957, and says so at 30:38 - "On the current which a power station produces by burning 500 grams of low-grade coal, an electric engine does the same work as a steam engine on TEN TIMES the amount of HIGH-GRADE coal." At the end of US steam they could manage to get 6% of their fuel's energy turned into work. Even in the 1950s a stationary steam turbine powerplant could manage better than 40%.

[@keithmoore5306]

@@northMOFN steam rules over both electric and diesel!!! a few years back the UP's old steamer the 844 showed that by saving a stalled out diesel drag that lost an engine while pulling it's own drag!! it pushed a mile long freight drag 5 miles into the yard up hill while pulling 15 passenger cars and the story i heard the 844 pushed it the better part of a mile before the freight engineer let off the brakes!!

[@julosx]

@@keithmoore5306 It's time for you to face the real world. You can think and that steam locomotives are "cool", but electricity RULES everywhere there's a fast, modern railway network.The freight locomotives that run between mainland Europe and the UK under the channel are strong of 12 000 hp. Find me a single steam locomotive that is able to produce that amount of power and work with as little energy spent to do that.

[@mikesnelling9272]

Great video, however I travelled from Dieppe to Paris by steam in the early 1970s. It was a truly magnificent beast of a machine.