French Rer Line A (mi09- Mi2n) Sacem, Kcvb System

Discussion in 'Suggestions' started by souleymane#2785, Dec 5, 2021.

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  1. souleymane#2785

    souleymane#2785 Well-Known Member

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    Hello everyone, today I would like to propose to you the RER Line A in Paris Île de France. The Line A is the first busiest Line in Europe.

    Line A of the Île-de-France RER
    , more often simply called RER A, is a line of the Île-de-France regional express network which crosses the Paris agglomeration from east to west, with several branches in end of a central section. It connects Saint-Germain-en-Laye, Cergy and Poissy to the west, to Boissy-Saint-Léger and Marne-la-Vallée (Disneyland) to the east, passing through the heart of Paris.
    109 kilometers
    long and mainly operated by the RATP, the Cergy and Poissy branches nevertheless fall under the SNCF to the west of Nanterre-Préfecture.

    It is by far the busiest on the network with 309.36 million travelers per year, 1.4 million travelers per working day and regularly close to saturation, which also makes it, in terms of traffic, one of the lines the densest in the world and the densest in Europe; it alone provides more than a quarter of rail traffic in the Parisian suburbs, and on certain days carries more people than all TER networks excluding Transilien.

    RER Line A Map:
    550px-RER_ligne_A_Paris_plan.svg.png

    On the sections operated by the SNCF, from Nanterre-Préfecture, line A trains take part of the Paris to Rouen line, via Group III tracks of the Saint-Lazare network between Houilles - Carrières-sur-Seine and Maisons -Laffitte. It shares its tracks with the trains of the L line of the Transilien. Beyond the Maisons-Laffitte station, the line splits into two branches at the Dieppe junction, in the forest of Saint-Germain-en-Laye:

    the Poissy branch on the V group (Paris / Mantes-la-Jolie);
    that of Cergy-le-Haut by a flyover.
    On the sections operated by the RATP, the trains of the line run on the branches of:

    Saint-Germain-en-Laye;
    Boissy-Saint-Léger;
    Marne-la-Vallée - Chessy
    and the central section from Vincennes to Nanterre-Préfecture.
    They take paths that are totally affected to them.

    The junction of the eastern branches, those of Boissy-Saint-Léger and Marne-la-Vallée - Chessy, is between Vincennes and Fontenay-sous-Bois. Vincennes station is the junction station for the two eastern branches of the line.


    In normal situation, line A has ten terminus or turning points, located at Marne-la-Vallée - Chessy, Torcy, Joinville-le-Pont, Boissy-Saint-Léger, La Défense - Grande Arche, Rueil-Malmaison, Le Vésinet - Le Pecq, Saint-Germain-en-Laye, Cergy-le-Haut and Poissy.

    The turnaround stations are strategic points on the line because the departure of trains on time and in the scheduled order determines the good regularity of traffic. This is why, in a disturbed situation, these terminuses, as well as those of Noisy-le-Grand-Mont d'Est and La Varenne - Chennevières can be used to allow the total or partial catching up of a train delay, by a premature reduction of its course. The trains can be turned over either at the platform (as at La Varenne or Saint-Germain-en-Laye), or through a turning drawer equipped with a sidewalk, which prevents the driver from getting off the track ( as in La Défense or Torcy). In these stations, more or less complex maneuvers are also carried out (garages, clearings, exchanges of equipment) and personnel changes (slips or reliefs).

    Storage sites:

    Line A has nine garage sites for the storage of trains on the line, mainly provided at the end of peak periods and of service. They are located:

    - at Chessy, with 4 tracks usually allowing the storage of 5 long trains;
    - in Torcy, with 12 tracks usually allowing the storage of 19 long trains;
    - at Boissy-Saint-Léger, with 10 tracks usually allowing the storage of 9 long trains;
    - at La Varenne - Chennevières, with 7 tracks usually allowing the storage of 7 long trains;
    - in Fontenay-sous-Bois, with 2 tracks usually allowing the storage of 2 long trains;
    - in Rueil-Malmaison, with 19 tracks usually allowing the storage of 18 long trains;
    - in Saint-Germain-en-Laye, with 6 tracks usually allowing the storage of 6 long trains;
    - in Achères, with 6 tracks usually allowing the storage of 11 long trains;
    - in Cergy-Le-Haut, with 3 tracks usually allowing the storage of 3 long trains.

    Supply voltages:

    The line is divided into two parts for the electricity supply, a situation which stems from the history of the electrification of the national rail network.


    The Cergy and Poissy branches, like the entire Saint-Lazare network, suburbs and main lines, are electrified with 25,000 single-phase volts. The central section as well as the branches of Saint-Germain-en-Laye, Marne-la-Vallée and Boissy-Saint-Léger, belong to the RATP and are electrified at 1,500 volts DC, with a separation section and obligation to lower the pantographs west of Nanterre-Préfecture.

    The presence of two different voltages requires the use of so-called dual-current rolling stock, suitable for both electrification systems, just like on the other lines of the RER (with the exception of line E electrified entirely at 25 kV).

    Speed limits:

    The maximum train speed is generally 100 km / h, with sections at 120 km / h. The MI 09 and MI 2N Altéo trainsets can travel up to a speed of 120 km / h.

    RATP Zone Edit
    In the RATP zone, the maximum authorized speed by default on the entire line is 100 km / h. There are, however, many exceptions, described below.

    On the Saint-Germain-en-Laye branch, the speed is limited to 50 km / h between Nanterre-Préfecture and Nanterre-Université, due to the very pronounced curve of the “temporary connection”, the only difficult point on the line. On the rest of the branch, less severe restrictions are observed (80 or 90 km / h) on the majority of the journey. The speed of 100 km / h is only practiced between Le Vésinet-Center and Nanterre-Ville in one direction, between Nanterre-Ville and Rueil-Malmaison and between Le Vésinet - Le Pecq and Saint-Germain-en-Laye in the other way.

    On the central section, between La Défense and Charles-de-Gaulle - Étoile, and between Châtelet - Les Halles and Gare de Lyon, the authorized speed is 100 km / h. Between Auber and Châtelet - Les Halles, the speed limit is 90 km / h. Between Gare de Lyon and Fontenay-sous-Bois (towards Boissy-Saint-Léger) or Val de Fontenay (towards Marne-la-Vallée - Chessy), the speed limit is 90 to 100 km / h. Since 2015 and until 2021, the RATP has been modernizing the tracks on the central section by interrupting traffic there during the summer.

    On the Marne-la-Vallée branch, the maximum authorized speed is 100 km / h to Torcy, with restrictions of 90 km / h upstream from Bry-sur-Marne station in each direction and at 80 km / h km / h crossing the same station. Between Torcy and Marne-la-Vallée - Chessy, the maximum authorized speed has the particularity of being higher than the base one, namely 120 km / h (with intermediate level at 110 km / h at each end of this section) .

    On the Boissy-Saint-Léger branch, the speed is limited to 90 km / h between Nogent-sur-Marne and Joinville-le-Pont, between Saint-Maur - Créteil and the Parc de Saint-Maur in one direction only , between Champigny and La Varenne - Chennevières and on the bridge crossing the tracks of the large SNCF belt in Sucy.

    On the central section, between La Défense and Charles-de-Gaulle - Étoile, and between Châtelet - Les Halles and Gare de Lyon, the authorized speed is 100 km / h. Between Auber and Châtelet - Les Halles, the speed limit is 90 km / h. Between Gare de Lyon and Fontenay-sous-Bois (towards Boissy-Saint-Léger) or Val de Fontenay (towards Marne-la-Vallée - Chessy), the speed limit is 90 to 100 km / h. Since 2015 and until 2021, the RATP has been modernizing the tracks on the central section by interrupting traffic there during the summer.

    On the Marne-la-Vallée branch, the maximum authorized speed is 100 km / h to Torcy, with restrictions of 90 km / h upstream from Bry-sur-Marne station in each direction and at 80 km / h km / h crossing the same station. Between Torcy and Marne-la-Vallée - Chessy, the maximum authorized speed has the particularity of being higher than the base one, namely 120 km / h (with intermediate level at 110 km / h at each end of this section) .

    On the Boissy-Saint-Léger branch, the speed is limited to 90 km / h between Nogent-sur-Marne and Joinville-le-Pont, between Saint-Maur - Créteil and the Parc de Saint-Maur in one direction only , between Champigny and La Varenne - Chennevières and on the bridge crossing the tracks of the large SNCF belt in Sucy.

    SNCF Zone Edit
    In the SNCF zone, the limit is between 80 km / h and 90 km / h between Nanterre-Préfecture and Sartrouville, then goes to 120 km / h beyond Sartrouville. Between Cergy-le-Haut and Cergy-Saint-Christophe, the speed limit is 90 km / h. Beyond that, on the Cergy line, trains run at 100 km / h to Achères-Ville. Between Maisons-Laffitte and Poissy, the authorized speed is 120 km / h to Achères-Grand-Cormier then 100 km / h.

    Line A
    serves a total of 46 stations, including 5 in intramural Paris.

    Operation:

    Line A is a line operated by SNCF, from Nanterre-Préfecture to Cergy-le-Haut and Poissy and by RATP, from Saint-Germain-en-Laye to Boissy-Saint-Léger and Marne-la-Vallée - Chessy , which operates from around 5 a.m. to 1 a.m., every day of the year, using MI 2N and MI 09 trainsets.
    The average flow during peak hours: (a train between each station thus goes from 2 minutes 30 to 2 minutes in a tunnel, or 90 seconds in a station). The entry into service of the MI 2N “Altéo” trainsets (Z20K type) with two decks allowed a further increase in capacity.
    The Saint-Germain-en-Laye branch, as well as all the tracks located east of the Nanterre-Préfecture station, are operated by RATP on a 1,500-volt DC electrified network. The Poissy and Cergy-Pontoise branches are, from Nanterre-Préfecture, operated by the SNCF at a voltage of 25,000 volts alternating current [SD 1].

    The presence of these two voltages forced the RATP to build dual-voltage rolling stock when the SNCF branch (also called interconnection equipment, MI) was opened.

    The mission codes for line A of the RER are made up of four letters followed by two digits.

    IDF_RER_A_logo.svg.png


    Rolling Stock:
    Line A of the RER is operated by 2 rolling stock such as MI09 and MI2N.

    Mi09:
    The MI 09 (interconnection equipment ordered in 2009) is self-propelled two-level equipment. A mi09 train has 5 cars (R-M-M-M-R)
    R for trailer and M for Motrice and are coupled to form 10 cars ( R-M-M-M-R + R-M-M-M-B) . Line A has 140 mi09 trainsets.

    images.jpeg



    MI2N :
    The MI 2N Altéo, more often simply called MI 2N, is a two-level self-propelled interconnection equipment used on line A of the Île-de-France regional express network. Line A has 43 MI2N trainsets with 140 MI09 trainsets which makes a total of 183 trainsets and also consists of 5 cars (M-R-R-R-M) to one element and by coupling forms 2 trainsets of 5 cars and forms 10 cars like the MI09 ( R-M-M-M-R + R-M-M-M-B)
    260px-Z_3500_-_MI_2N_Altéo_-_RATP.jpg

     
    Last edited: Dec 6, 2021
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  2. souleymane#2785

    souleymane#2785 Well-Known Member

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    Mi09 insider outsider and cab :
    images.jpeg 200421052525409449.jpg téléchargement (1).jpeg images (1).jpeg images (4).jpeg
     
  3. souleymane#2785

    souleymane#2785 Well-Known Member

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    MI2N Insider outsider and cab :
    images (3).jpeg 737969614_small.jpg Alteo_interieur.jpg 3210178837_1_2_WmCU5Bcw.jpg maxresdefault.jpg
     
  4. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    Bring on French Dostos because TSW 2 doesn't have them
     
  5. souleymane#2785

    souleymane#2785 Well-Known Member

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    Here are some videos of the RER A environment, whether in the driver's cab and its stations and its mission names. Good viewing.









     
    Last edited: Dec 5, 2021
  6. souleymane#2785

    souleymane#2785 Well-Known Member

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    Automatic announcements in the MI09 and MI2N for say differents stations of the line

     
    Last edited: Dec 5, 2021
  7. souleymane#2785

    souleymane#2785 Well-Known Member

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    I didn't quite understand your sentence. What should I give?
     
  8. souleymane#2785

    souleymane#2785 Well-Known Member

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  9. souleymane#2785

    souleymane#2785 Well-Known Member

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    Security system SACEM and KCVB:

    KCVB:
    On line A, on the RATP and the SNCF you have the KCVB and the SACEM at the central section. MI rolling stock is not equipped with KVB, it is necessary to watch the signals BEFORE crossing the yellow and flashing yellow signal. Once you are alert, the RS sound will sound once you pass the signal and IF and ONLY IF you have watched the signal before crossing it. If we do not look FORWARD, we have an FU (emergency braking) and a sound (loud enough) which sounds until the train comes to a complete stop.

    On the RER A when there is no SACEM, it is indeed the KCVB that operates! The KCVP is identical to the KCVP, only, you must watch out for the signals BEFORE crossing the signal! it is at least 150 m before the signal! Once we are vigilant, the RS sound retained once the signal has been passed and IF and ONLY IF, we have watched the signal before franchising it. If we do not watch BEFORE, we have FU and sound (loud enough) which hold back until the train comes to a complete stop.

    There are also other measures such as, for example, if we watch a warning signal, we brake to reach 30 km / h as quickly as possible (the ADCs brake in "3/4" braking most of the time) . Once at 30 km / h, we stay there until we have seen the appearance of the next signal: if it is at the warning, we resume walking with Vmax = 60 km / h and so on, we keep watch, etc. ...; if the track is clear, we resume normal walking with a speed limit previously indicated by a TIV, or other ...

    Still on the RER A, if you want to cross a signal at the semaphore with the oeuilton on, you have to defend on a button (I forgot the name) of course before crossing the signal, as soon as you cross the signal afterwards having pressed this dear button, we have a sound (then, I don't know if it's still RS) which sounds and Vmax = 30 km / h. And on the other hand, in this case, whether the next signal is clear, warning or whatever, you have to stay at 30 km / h until CROSSING the next signal: you are therefore on sight!

    SACEM:
    The driving, operation and maintenance assistance system (SACEM) is a signaling device in the cabin fitted to the trains of line A of the RER; it operates mainly on the central section of the line, between Nanterre-Préfecture station and Val de Fontenay station. The SACEM comprises a certain number of information transmitters in the form of tuned loops placed under the channels, one for each elementary division or section. A receiver, placed in the booth, interprets and sends the information back to the console. The interface presented to the mechanic includes a device displaying a speed set point (or an indication called orange block for walking on sight (30 km / h), red block for absolute stop), as well as an audible warning device. (vigilance) when this set point drops. Failure by the mechanic to comply with the automatic instruction within a short time (a few seconds) results in emergency braking and the stopping of the train (crash).

    Finally, the activation of SACEM causes the automatic cancellation of the classic light signaling system, the indications of which are replaced by a simple cross of Saint Andrew (X). Almost all of the indications presented by the side signals are then canceled, with the exception of the square, the eyecup, and the direction indicators.

    Indeed, this system is based on the division of the cantons, or sub-cantonments, allowing to go from 105 to 90 seconds between each train in station, equivalent to the passage of 2 minutes 30 to 2 minutes in tunnel. Thanks to a finer section, it allows line A to have a frequency of metro type trains.

    In the event that the cabin signaling and the side signaling conflict, the driver must apply the most restrictive signal.

    In the event of traffic disruption, if a train remains stopped for more than 2 minutes and 30 seconds in a section covered by SACEM, it will automatically deactivate after expiry of this period. The canceled signals come back on and must be observed, but the display remains on the console. The system will be reactivated automatically when crossing the next track circuit, re-canceling the following signals

    201009_ratp_sacem_rer_a_1.jpg 201009_ratp_sacem_rer_a_2.jpg
     
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  10. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    What I meant is that train simulator world 2 lacks French double decker trains that aren't high speed trains
     
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  11. souleymane#2785

    souleymane#2785 Well-Known Member

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    Ah yes I understands better. Yes we never really had. it would be a first especially since the rer a is one of the busiest in the world. In addition, the signage is similar to the sncf to the Mediterranean tgv from Marseille Saint Charles
     
  12. driverwoods#1787

    driverwoods#1787 Well-Known Member

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    What they are going to do port the common signage over to rer a from LGV Méditerranée. To make it realistic they need to add Simone Herault the SNCF Equivalent to Rhein-Ruhr Osten Main Spessart Bahn Schnellfahrstrecke Köln-Aachen Ingo Ruff ÖBB Westbahn Salzburg Wien Hbf Freight Wien Kledering Chris Lohner
     
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  13. souleymane#2785

    souleymane#2785 Well-Known Member

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    indeed it will be more realistic. as well as audio announcements on the ratp side and in trains for each arrival at the station. That's why I gave these videos of audio announcements but SNCF did not find any suitable for the rer a. they put announcements of tgv and ter
     
  14. souleymane#2785

    souleymane#2785 Well-Known Member

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    Here is a presentation of the sncf railway signaling for RER and other lines. Good viewing :) DTG Natster



    The signals consist of panels (targets) with a black background and a white border bearing several lights. The main indications encountered in BAL are the following:

    a green light: Voie Libre. The driver is authorized to circulate in normal mode, if nothing is opposed to it.
    a yellow light: warning. The driver must be able to stop at the next stop signal or knocker.
    a red light: semaphore. The driver must stop before the signal and can then cross it after identifying the signal if there is a BAL signal (presence of the eyecup if signal with Nf plate or presence of an F plate). In BM (Block Manual), the mechanic cannot cross the signal on his own.
    The semaphore - cantonment or block signal - can possibly be crossed after the stop under certain conditions applicable according to:

    the type of plate associated with the signal (BM, PR, F, or Nf);
    the rules specific to the line.
    It is presented in the form of a red light (in light signaling).

    Its meaning should not be confused with that of the square.

    The square - protection signal - is impassable, without order, It is presented in the form of two red lights, aligned vertically or horizontally (in light signaling).

    Since the square must not be crossed, the panels that can display the square have an Nf (non-passable) plate, and a small white light - the crossing eyepiece, which lights up when the signal displays a semaphore. , and this to confirm to the driver that it is not a square with an out of service light, but a semaphore (a single red light). Thus, to simplify, the eyecup is on if the signal is passable (i.e. different from a square). On the top image, there is a crossing eyecup while it is a semaphore panel.

    Below, we can observe the classic signaling sequence of Block Automatic Luminous.

    corrige_exercice_1_anime.gif corrige_exercice_6_bal_anime.gif 240px-Signal_franchissable_de_bloc_automatique_lumineux.jpg
     
    Last edited: Dec 7, 2021
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  15. souleymane#2785

    souleymane#2785 Well-Known Member

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    Fixed signage sign:. (jdavison#3053 )

    - These tables (of the Speedometer Table or TIV type) announce a speed limit. They can be fixed or mobile, luminous or formerly mechanical.
    When fixed, they announce a Z sign.

    When they are mobile, they announce a luminous or formerly mechanical reminder TIV with white numbers on a black background.

    When open, mobile TIVs show a vertical white luminous or reflectorized stripe. The diamond-shaped TIV indicates a top speed drop of 40 km / h. This is equipped for the repetition of signals in the driver's cab, thanks to a crocodile in the SNCF zone and RPS (Punctual Repetition of the Semaphore) beacon in the RATP zone placed on the track. It can also be used when two speed restrictions are successive and can announce the first or the second restriction.

    200px-TIV_Distance_80.svg.png 200px-TIV_Distance_Crocodile_40.svg.png

    - This sign indicates entry into a limited speed zone (Action Zone).

    200px-Tableau_Z.svg.png

    - This sign indicates the exit of a zone with limited speed (Resumption of speed).
    200px-Tableau_R.svg.png

    - This table (which can be a sign) indicates that the train is directed towards a service track (Garage).
    Tableau_G.svg.png
     
    Last edited: Dec 7, 2021
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  16. souleymane#2785

    souleymane#2785 Well-Known Member

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    This table (which can be a sign) indicates that the train is headed for a Depot.

    Tableau_D.svg.png

    This sign indicates a point not to be exceeded when performing a maneuver (Maneuver Limit).

    Tableau_LM.svg.png
     
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  17. souleymane#2785

    souleymane#2785 Well-Known Member

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    Sectioning area:

    In the RER A SNCF zone, there are several sectioning zones, in the inter-station of Conflans Fin d'Oise in Achères-Ville, the inter-station Houilles Carrières sur Seine - Nanterre prefecture ,. When crossing these disconnection zones, drivers must apply the pantograph descent procedure
    and open the train circuit breakers manually until the end of the disconnection zone.


    Particularities: Between Houilles Carrières sur Seine and Nanterre prefecture, the change of current and SNCF / RATP regulations takes place automatically in relation to the SNCF zone where the pantograph must be lowered and the circuit breakers opened manually, in this situation, this is done automatically . the voltage in the sncf zone is 25,000 volts alternating and in the RATP zone in 1,500 volts direct.

    Explanation (DTG Natster ):
    A disconnection zone, or neutral zone, is a section of railway track whose catenary is not powered, for electrical reasons.
    220px-Zone_de_sectionnement_ligne_de_Vichy_à_Riom_2016-05-06.jpeg
    An electrified railway line is cut into a multitude of supply sections, where independent substations supply the catenary. Therefore, the power supply is not the same throughout this line. Generally speaking, this ensures greater operating reliability. For historical reasons, an electrified railway can also have several types of electrical supply (in France, more generally 25,000 V alternating and 1,500 V direct).

    The disconnection zones are arranged between two successive catenaries, supplied with different electrification, so that it is necessary to cut the power supply in the motor using a circuit breaker, so as not to produce electric arcs when crossing the next section. It is on its momentum that the train passes from one powered catenary to another: the "walking on the wander".

    Signaling of isolation:

    For low-speed trains, special signage indicates to the driver that he must carry out the sectioning.

    Sectionnement.png : Mark of sectioning in 500 meters

    DebCC.png : Start of sectioning

    FinCC.png Pancarte_sectionnement_REV.svg.png : End of sectioning


    First, the train driver must open the circuit breaker at the entrance to the area. Once the train, propelled by its kinetic energy, has passed the disconnection zone, the driver manually closes the circuit breaker to restore power to the train. During this operation, the pantograph (s) remain in contact with the catenary


    disadvantages:

    During isolation, batteries power the train functions and also provide reduced lighting so as not to disturb passenger comfort. These batteries are generally not able to supply the traction current to the engines of the locomotive pulling the train or of the railcars which compose it.

    If a train is traveling at too low a speed and its power supply must be cut off, it may remain blocked in the disconnection zone

     
    Last edited: Dec 7, 2021
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  18. souleymane#2785

    souleymane#2785 Well-Known Member

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    Here are some spots on the RER A. And some videos during rush hour, with snow. Good viewing :)

    Special feature at Châtelet les Halles station.
    The RER A platforms are shared with the RER B.
    That is to say that the 2 lines meet face to face.
    - On the RER A in the direction of Marne la Vallée Chessy Disneyland and Boissy-Saint-Léger, and the platform is opposite the RER B in the direction of Saint Rémy les Chevreuse and Robinson.
    - While on the RER A towards Saint Germain en Laye, Poissy and Cergy Le haut, and the quay opposite the RER B towards Aéroport Charles de Gaulle 2 TGV and Mitry-Claye





     
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