A project well ahead of it's time, proves that getting a project started is always the hardest part. Once started normally ironing out the issues is fairly simple. AC really wow.
@@mememachine5244 I do believe it just look at Texas high speed rail. Should have been started by now. Point is there are always problems that come up, however it's normally easier politically to justify sinking more money into a started project than one still on the drawing board.
@@Notthecobracommander No, there is no god damn way you think that the only issue with a government ran project is "getting it started" getting it started is the easiest bit and that's the problem.
@@mememachine5244 dude literally both projects, the Eurotunnel and Texas Central HSR are both private ventures. I think you might have confused them for something else
my grandfather worked as an engineer for this project (on the french side) and he has at home an amazing photo of the construction works and of the tunnel boring machine =)
That's an excellent idea. Let's sink evermore taxpayer cash in a black hole, what with Eurostar being bankrupt and in need of a cool £250 million. And as you mention it, what's Scotchland supposed to do to cough up for their fair share in HS3, sell their daughters?
@Amtsf Relax, sunshine. Breath in, breath out (through your mouth if you must). And I'll be the judge of where I have and have not "no place", thank you very much. So where is your money gonna come from? Nicola's magic money tree? Always generous with things we don't own, are we not? Can't quite tell the difference between mine & thine, comrade? Why, you don't want to work to pay your own way, surely.
@Amtsf me thinks you protest too much because it appeared to be you who was leading into this in an angry, politicised way. But be that as it may and with this out of the way, I do agree with you in one regard: the money is there when the political will is there. Whether this is always a good thing, is up to debate. My view of politicians is that the best decisions they do not always make. And more to the point, I wonder whether it's very wise indeed to allocate huge sums of cash to a vanity project like HS3 (or HS2 for that matter) which ultimately will serve but a few passengers when the same resources could be allocated for making life better across the rail network at large. That the latter would change things for the better for a far greater number of people than would be the case by investing it in HS whatever stands to reason, I think.
Super interesting video. This sort of government information really is the thing that rail enthusiasts like to hear about, or the realities in extending HSR schemes around the world.
For those interested to see the "cathedrals" (undersea exchanges) operating: ruclips.net/video/iKh_n0b-JDk/видео.html This video is called "A night in the Channel Tunnel" and dates back 1996, it's very rare footage of one of the two main undersea exchanges, probably the English one (and its huge separation doors,) being used by the different types of trains that use the Channel Tunnel as it was late night and the tunnel was operating in degraded mode with at least one section or "interval" neutralized (except Eurostar which doesn't run by night). At 1:55 a Le Shuttle cars & coaches train switches tunnel, you can clearly see the massive volume of the carriages, first part of the train is the single deck portion for large vehicles, coaches, motorhomes and buses and the second part is the double deck portion for regular size cars, vans and bikes. At 4:25 there's a Le Shuttle freight train for trucks and lorries switching tunnels, you can clearly see the "club car" for truck drivers behind the locomotive and followed by the truck "cages". The empty zones mid train and at both ends are loading platforms. At 6:10 a "regular" freight train passes the other way but doesn't switch tunnels. At 6:50 a Eurotunnel maintenance locomotive passes. At 7:10 another freight Le Shuttle train passes.
Hi, can you do a video on the currently under construction high speed tunnel linking Lyon - Turin and how it further connects Europe's high speed railways, reduces times etc. Love this channel!
This is great proposal. The Mont d'Ambin Base Tunnel as part of this project (future longest tunnel in the world) will be masterpiece. We will see what will be the final cost of this tunnel (current estimation is about 8 billion euros) 😁
For your fourth video on HS2 speak to railway engineer Gareth Dennis, he is on Twitter under his name. He is the best person and he could tell you everything. Plus a little trivia, his wife is Serbian like you!
Hey love the video, in the future I hope you do a video on the Trans-European Transport Network, I feel like it's an important thing that's not talked about enough and you have the chance to do it. Also, one talking about the different gauges and the standardization of them in Europe could be interesting!
Yes, I wanna see a video on all the ongoing and proposed European HSR developments, preferably in a map similar to the Chinese high speed system and how it'll all link together. The Lyon - Turin tunnel, The Estonia - Finland tunnel and so many more. I just wished HS2 - HS1 had a connection so then in theory you can catch a high speed train from Manchester to Paris or Milan in the not so distant future. Exciting times!
@@lordgemini2376 Yes, but, it’s obviously so much quicker to fly long distance that travel by a slow, even 180kph, train. I think the accident rate is higher by train than by air.
The original idea of building an "undersea tunnel" which was proposed to Napoleon by Albert Mathieu was thought to be a crazy idea, they said he was suffering from "temporary delusions", some of the top-brass of the Grand Armee said he was a "daydreamer", whilst even Napoleon himself said he was suffering from some "delusions of grandeur", one Armee Engineer stuck up for him, saying this could solve our "Navy deficit compared to the British Navy", who had a strong Navy, compared to the French who had the strong Army forces, the engineer also "projecting" himself into a central figure in Napoleons plans of "bridging the gap" from the Continent to the Island. Again this was rejected by Napoturk, he reckoned Albert Mathieu was suffering from "tunnel vision", and the engineer with the big ambitions, was proposed by the big General - We have a massive project undertaking in the process, we need many of the best men of Europe "on board" - With that Napoturk tells the engineer to pack his bags, there's a "monster trip" to the East, it will be called "THE ONE-WAY ORIENT EXPRESS RIDE TO OBLIVION", theorized and materialized by the "hidden hand" of Napotwerk (and his Fake Jew Banksters) he tells the engineer, Russia is so nice, has beautiful women, has plenty of vodka, is so vast, this trip is NAP-TRACKS, RACK SACKS, BAP SLAPS & MAP TRAPS, NO-ONE IS COMING BACK. Note: The later Anglo-French proposal by Sir Edward Watkin & Alexandre Lavalley was equally ridiculed by big-wigs, reckoning they were a pair of "upstarts" trying to "steal the thunder", suffering from a condition called "folly a deux" Another point of interest that stands out like a sore thumb, is the graph that demonstrates the seven and the seven, the Seven Wonders of the Ancient World, and the Seven Wonders of the Modern World. It has to be recognized that the original 7 Wonders were nearly primarily an Ancient Greek Endevours, all except the hanging gardens of Babylon, and the Giza pyramid, the Ancient Greeks were way, way ahead of the rest in their philosophy, mathematics, science, medicine, engineering, constructions, politics, political science, and the real-deal democracy, the Ancient Greeks debating their ideas in OPEN FORUMS, driving progress, driving science, driving economy, driving the future, driving ideas, from thoughts and concepts into actuality, they were the thought leaders of the Western World, they also were at the "front-line" of possible attacks from the East, from powers such as the Persian Empire, they quite unbelievably fought off armies of enormous numbers and dimensions, on both land and sea, they survived the "invasions", they survived the wars, they survived and thrived. SO WHAT WENT WRONG? The Ancient Greeks, such fine warriors that they were, went on fighting, went on warring, went on summer annual battles, THEY KEPT ON FIGHTING EACH OTHER, the Ancient Greek City States, going to war against each other. Why did they do this? Because they said to themselves, we are the "Center of the World", everyone else are just barbarians, and they kept on squabbling amongst each other, bloodletting between brothers. The Ancient Greeks were suffering from massive "power struggles", caused by big ego's leaving huge "power vacuums".The Ancient Greeks closely related to the Ancient Indo-Europeans like the Celts and the Germanic tribes, as can be easily testified by studying their Mythology. The Ancient Greeks kept warring against each other until such time, that far weaker forces could not only take them on, but overtake them, invade them, and ultimately subjugate them, the "lighthouse" of the Ancient World and Western World - GOBBLED UP BY THE TURKEYS FROM THE TUNDRAS, THE MERGER OF MARMOTS, THE FELLOWSHIP OF CAMELS, THE ORDER OF HEX-HEADS, THE SEX CULT PYRAMIDS, THE COCK-BLOCK BLOC, THE PURVEYORS OF EUNUCHS, THE COALITION OF CAMEL-TOE HOARDERS, THE ALLIANCE OF 111 GENOCIDE, THE SOCIETY OF PROFESSIONAL RACISTS & RAPISTS, THE GANG CALLED TURKS. Note: Now, we (Europeans) are at a "cross junction", a "cross roads", do we just cowardly allow ourselves to collapse the same way as the Ancient Greeks, fighting each other to a standstill, to a "point of no return" and then just meekly fade away into obscurity and oblivion. Or do we make plans, make roads, make inroads into their plans, do we have ready-made "CONTINGENCY PLANS" ready-to-go, covering every single possible scenario, leaving nothing to chance, these are the realities that are now being faced. We are in the midst of "Hearts & Minds" Warfare - preceding Warfare.
Very interesting! But it would have been great to have a focus on some of the features of the tunnels like the huge vault-like pressure doors at every evacuation shaft connected to the pressure positive service tunnel, the 2 "cathedrals" undersea exchanges, the way the service tunnel is over pressured or the way it moves around the exchange cathedrals, etc. Or the operations of Le Shuttle trains and the way they are loaded / unloaded. Maybe in another video?
Does anyone know what the railway usage fees for the Eurotunnel are (e.g. for Eurostar trains)? Would be interesting to compare with the fees on publicly owned railway lines.
It should have been financed by the state. Eurostar prices are high because of the tunnel, and investors want a return. If these projects were built by the government, the benefits would go to the people, or a choice could be made to lower the acces charges. If we ever want rail to be competitive, it should compete with ferries and planes.
Yeh here's the problem, there is far more outbound tourism and travel from the UK than in return - so the UK government would have been effectively subsidising France's tourism industry... so yeh nah.
@@MJPP090909 This doesn't have to be the case, if revenue is simply split. What does it matter who takes the tunnel? Its about what is done with the revenue.
@@MJPP090909 Just like Germany is not so keen on modernising its railway lines to France nor France is for its line to Barcelona. But Italy is quite keen on having the Turin to Lyon (Paris to Milan) high speed line (so does France because traffic is expected to be then quite balanced).
@@jandron94 It would be better if these countries just viewed it as general investment into their infrastructure and the benefit it'd bring to society instead :/
@@jandron94 Balanced traffic isn't the issue with the connections you mentioned. Between Germany and France you'd have to build an entirely new route that includes a bridge over the Rhine, which would be insanely expensive and take decades. There are two existing links, one fully high speed via Belgium. The issue with connecting Barcelona (which I think is actually going to happen) is the fact that the Pyrenees are in the way. There is an existing rail link, but as the Spanish part is in Iberian gauge, it can't be used.
@@eddys.3524 Actually, according to Wikipedia, the HS2 is being built with a loading gauge and platform height that's different from both the European standard, used on the HS1, and the previous British standard
@@eddys.3524 The point is that the loading gauge of the HS2 is going to differ from both the UK and mainland European (and HS1) standards. The fact that these two are different from each other isn't a reason for the introduction of a new third one. I don't know why they decided not to allow direct services between other cities in the UK and the Eurotunnel, but the UK government in the last months did absolutely nothing to save Eurostar itself which was almost bankrupt, so they don't really seem to care much about passenger rail connections to the mainland anymore
Helsinki (650k) and Talinn (430k) are much smaller cities than London (almost 9mln) and Paris (over 2mln). The countries they're connecting have much smaller populations than England and France. On the other hand, Helsinki-Tallin is one of the most congested ferry routes and a strategical link for the EU (bypassing Russia). It's easy to write it off now, but frankly? Stranger things have happened, I think it may yet still come to fruition in the unspecified future. I think this project's viability would largely depend on Rail Baltica being completed and properly utilised.
@@jakubstachon huh, thanks for the answer. Another reason I think why it might happen is because the northern part of Finland might become much less cold due to global warming in the next 20-30 years and it will result in a lot of people migrating there, so the population of Finland might spike in the future.
@@jakubstachon Paris city is 2 million, but the greater Metropolitan area is much much larger than just 2 million, closer to 13 million. It's like London's city boundaries are only 9 million while the actual metropolitan area, or what us brits call 'London' is much larger than that and has a population of 14.3 million, including the commuter towns around which entirely rely on London's economy and are literally just part of ''London"
@@sofiawaqasi5947 Right. That just proves my point, for the FinEst tunnel to work it'd have to rely on sources of traffic outside of Helsinki and Talinn. I should've absolutely googled for the population of Ile de France instead of just Paris :) .
Thank you Sir. It was a informational video. Please try to include the details of income statement and balance sheet for these companies. It would provide better appreciation of these companies to all of us. Regards from India.
I am curious as to the reasons that speeds for passenger trains cannot be increased from the current 160 kph limit. This video made a few hints to possible reasons, one being the signaling system in place, and the second being the heat generated by high speed trains. I am wondering if either or both are the reasons, and also if they could potentially be overcome in the coming decades, as an increase of passenger trains to beyond 200 kph would certainly be helpful. Or, does the present design of the tunnels preclude any increase in speeds?
No, the signaling system is not a problem, it actually is used on 300/320km/h lines. The heat could be a problem (although partly solved by the reduced time spent in the tunnel and increased air flow produced) but the main issue is that the tunnels are used by a mix of traffic: Eurostars trains run at 300/320km/h on HSL's between Paris and London except in the tunnel where they slow down to 160km/h (160km/h also being the regular non-HSL tracks operating speed in France). And between Coquelles (FR) and Folkestone (UK) terminals run two types of "Le Shuttle" services: 1) A passenger vehicle (car / van / bus / motorbikes) carrying 800 meters (half mile) long fully enclosed train that has double deck portions for ordinary cars and vehicles below 1.85m / 6.1ft of height and single deck portions for large vehicles such as motorhomes, trailers, coaches and buses. Passengers stay in or around their vehicles for the crossing. For safety reasons (fire isolation and "stockpile prevention" if a vehicle gets loose on tunnel slopes), each section is secluded before departure but there are passage doors for passengers to move between sections. 2) A freight vehicle (trucks, lorries) carrying 800 meters (half mile) long train featuring "partially open" (kind of grilled metal frame) wagons and enclosed "club cars" where drivers assemble for the crossing instead of staying in their vehicle (there are toilets, snacks, WiFi, etc.). These "Le Shuttle" trains, are huge both in length and in cross section. They act as a piston plug in the tunnels and while there are air pressure ducts every 250 meters to equalize pressure between tunnels and cope with the piston issue, an increase in speed would have a huge impact on air pressure. Initially the shuttles ran at 120km/h and Eurostar at 160km/h, giving nightmares to operators and now they run almost all the time at the same speed as the Eurostar trains in the tunnel. Theoretically, Eurostar trains could go faster in the tunnel but the difference in speed with the Le Shuttle trains would decrease frequency by a lot. Currently they can have a frequency of up to a train every 2m30 each way. The impact of the 160km/h slowdown in the tunnel on a Paris London journey is minimal. I'd advise you to have a look on Eurotunnel cross section diagrams that feature both types of trains in tunnels, you'll see the size of Le Shuttle trains and why it is mainly an air pressure issue. The other evident reason is the weight of the Le Shuttle trains. They are much much much heavier than Eurostar trains and way too heavy for high-speed. Edit: I forgot to mention a 3rd type of train : somewhat regular (but tunnel approved and rated) freight trains that mainly run at night but they represent only a small portion of the traffic in the tunnel.
@@russell7926 The diagram is in the video at 10:50 On the left tunnel cross section is pictured Le Shuttle and on the right a Eurostar train. Eurostar are of constant volume for their entire length. Le Shuttle trains have only the locomotive that is of comparable size to Eurostar. You can see the volume of the wagons behind the locomotive and the massive difference with Eurostar trains. The skin of Le Shuttle carriages runs only inches away from tubing and catenary on the top side and less than a foot on the left side while on the other hand a person could easily fit standing up between the roof of an Eurostar and the catenary. The only "empty" volume when a Le Shuttle train passes is only 3 feet wide at the widest point on the right side. Trains run on the left and the right (or inner) side of each tunnel features a walkway that leads to the massive vault doors of escape shafts that link to the service tunnel. I'll try to post you a direct link to a HD diagram if YT lets me.
@@russell7926 The diagram: www.getlinkgroup.com/content/uploads/2019/08/coupe-tunnels-uk.jpg Two article links featuring pictures of the vault doors, one is from 1 of the 600 pressure doors at escape shafts to the service tunnel and one is of the airlock at service tunnel entries. 1) A cycling trip through the service tunnel: www.thecourier.co.uk/fp/lifestyle/outdoors/blazing-saddles/771574/trip-through-eurotunnel-was-surreal-but-so-special/ 2) Pictures of a backstage tour of the service tunnel: www.messynessychic.com/2014/05/06/a-backstage-tour-of-the-channel-tunnel/ The specs page from GetLink with lots of details including the diagram above: www.getlinkgroup.com/en/our-group/eurotunnel/channel-tunnel/ So, as you can see with the diagram and the pics of vault-like doors and airlocks, the main issue with such a large and deep tunnel is air flow and pressure and the piston plug effect. The service tunnel is airtight and over pressurized to keep fumes from entering it in case of a fire in one of the main tunnels. It's also designed like that to withstand the pressure variations each time Le Shuttle trains run by. There are videos of the service tunnel and doors that show the very powerful wind / air flow when they open. A little known fun fact to finish: The tracks at the English terminal make a simple loop but at the French terminal they do a "8" shape. That is to prevent Le Shuttle trains from always turning to the right and thus reduce wheels wear and tear on the same side. The 8 shape of the French terminal's tracks makes Le Shuttle trains turn left at the end loop and allows for more evenly spread friction and less tearing of the wheels and articulation joints.
@@russell7926 Found it! I knew I had it somewhere: ruclips.net/video/iKh_n0b-JDk/видео.html This video is called "A night in the Channel Tunnel" and dates back 1996, it's very rare footage of one of the two main undersea exchanges, probably the English one (and its huge separation doors,) being used by the different types of trains that use the Channel Tunnel as it was late night and the tunnel was operating in degraded mode with at least one section or "interval" neutralized. At 1:55 a Le Shuttle cars & coaches train switches tunnel, you can clearly see the massive volume of the carriages, first part of the train is the single deck portion for large vehicles, coaches, motorhomes and buses and the second part is the double deck portion for regular size cars, vans and bikes. At 4:25 there's a Le Shuttle freight train for trucks and lorries switching tunnels, you can clearly see the "club car" for truck drivers behind the locomotive and followed by the truck "cages". The empty zones mid train and at both ends are loading platforms. At 6:10 a "regular" freight train passes the other way but doesn't switch tunnels. At 6:50 a Eurotunnel maintenance locomotive passes. At 7:10 another freight Le Shuttle train passes.
I know it would lean towards more of a hypothetical, but given recent news, could you do a video about what would likely happen if Eurostar collapsed/filed for bankruptcy?
Majority owned by SNCF and also having SNCB as an owner, I doubt this company can ever end up in a hard bankruptcy where they collapse and interrupt service. More problematic would probably be a bankruptcy of Getlink, which own and operate the tunnel. They are fully privately owned.
Meanwhile California can't even complete a 119 mile high speed train line through the flat central valley with several times the budget of this tunnel.
took 6 years to build this and it ran 31 miles, and nobody had property rights except the fish. California's main problem has just been getting property rights to the land.
How did you get from $5.5b to $9b when the only cost escalation you specifically mentioned was a $200m air conditioning system. Perhaps instead of the air conditioning you should have told us what the other $3.3b was spent on, that doesn't seem like an insignificant amount not worth mentioning
This is an informational video though, not a sales pitch. You can see this by how he chose that example by saying "This one is interesting" 13:49 . He did not say "This one was the most expensive problem" he did not rattle off a list of 100 hiccups they might have encountered. He chose what was most unusual and unexpected from a construction point of view. The way he was thinking of it when creating the video is obviously very different from yours.
The delivery is repeated declarative sentences. Have you thought about engaging the viewer with a bit of awe and wonder? The style at present suggests a bored, tired, objective voice. While it may be fun to attempt to imitate a newscaster with his authoritative declaritive style of decending tonality at the end of every sentence, the end effect can come across as almost condecending. This is a channel for the fans of rail. There is no need for dispasionate rote style reading as if the script were prepared by an unknown colleague in a farflung news writing department. You are not a newscaster, you are a you tube rail afectionado. We, like you, we are enticed and thrilled by rail, and are prepared to relate with you as a fellow fan as you add inflection and personal tone of wisdom while sharing the discovery of the wonder of the enterprise. I look at you as a knowlegdgeable person about rail, who can teach me things. I really like your well researched content. However, I would like to know a suggestion of your feelings of the topics you speak of. Inflection, reaction, disbelief, political and criminal conspiracy, humour...on the the issues which are blatenlty implied by the topic you adress. As it is, I cannot engage with thoughtfulness becasue of the relentless tirade of the uninsightful delivery.
I disagree. The style of speaking is often inversely proportional to the content of the speech. This guy is not out to sell or convince you to listen or engage people with attention deficit disorders. He provides in depth and often little known ideas on the topics. I like the style of speech. It's much preferred to all of the people trying to be trendy with exciting speech style and effects. I find that style detracts from trying to get the information from what's spoken. Also, it seems that the narrator may not be a native English speaker.
That's utterly false, air travel between London and Paris or Brussels have shrunk to real tiny proportions. Most of the traffic is operated by the tunnel. And there are loads of promo sales tickets.
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A project well ahead of it's time, proves that getting a project started is always the hardest part. Once started normally ironing out the issues is fairly simple. AC really wow.
Theres no way you actually think that
@@mememachine5244 I do believe it just look at Texas high speed rail. Should have been started by now. Point is there are always problems that come up, however it's normally easier politically to justify sinking more money into a started project than one still on the drawing board.
@@Notthecobracommander No, there is no god damn way you think that the only issue with a government ran project is "getting it started" getting it started is the easiest bit and that's the problem.
@@mememachine5244 dude literally both projects, the Eurotunnel and Texas Central HSR are both private ventures. I think you might have confused them for something else
my grandfather worked as an engineer for this project (on the french side) and he has at home an amazing photo of the construction works and of the tunnel boring machine =)
Hope that the UK government will build HS3, then keep building rail that leads into the Scottish region.
Sir, can you tell us why did you reject Albert Mathieu's project from 1802?
That's an excellent idea. Let's sink evermore taxpayer cash in a black hole, what with Eurostar being bankrupt and in need of a cool £250 million. And as you mention it, what's Scotchland supposed to do to cough up for their fair share in HS3, sell their daughters?
@@gerritliskow2399 IDK about you, but I'll buy me some hot Scottish chicks. ;) Sounds like a proper funding scheme, if you ask me.
@Amtsf Relax, sunshine. Breath in, breath out (through your mouth if you must). And I'll be the judge of where I have and have not "no place", thank you very much. So where is your money gonna come from? Nicola's magic money tree? Always generous with things we don't own, are we not? Can't quite tell the difference between mine & thine, comrade? Why, you don't want to work to pay your own way, surely.
@Amtsf me thinks you protest too much because it appeared to be you who was leading into this in an angry, politicised way. But be that as it may and with this out of the way, I do agree with you in one regard: the money is there when the political will is there. Whether this is always a good thing, is up to debate. My view of politicians is that the best decisions they do not always make. And more to the point, I wonder whether it's very wise indeed to allocate huge sums of cash to a vanity project like HS3 (or HS2 for that matter) which ultimately will serve but a few passengers when the same resources could be allocated for making life better across the rail network at large. That the latter would change things for the better for a far greater number of people than would be the case by investing it in HS whatever stands to reason, I think.
Awesome video! Can't wait to see the other three of this series...
Super interesting video. This sort of government information really is the thing that rail enthusiasts like to hear about, or the realities in extending HSR schemes around the world.
That’s why the Railways Explained team is here - to proced this sort information and analysis of railway topics from different perspectives.
@@RailwaysExplained Again, thank you very much! :)
For those interested to see the "cathedrals" (undersea exchanges) operating:
ruclips.net/video/iKh_n0b-JDk/видео.html
This video is called "A night in the Channel Tunnel" and dates back 1996, it's very rare footage of one of the two main undersea exchanges, probably the English one (and its huge separation doors,) being used by the different types of trains that use the Channel Tunnel as it was late night and the tunnel was operating in degraded mode with at least one section or "interval" neutralized (except Eurostar which doesn't run by night).
At 1:55 a Le Shuttle cars & coaches train switches tunnel, you can clearly see the massive volume of the carriages, first part of the train is the single deck portion for large vehicles, coaches, motorhomes and buses and the second part is the double deck portion for regular size cars, vans and bikes.
At 4:25 there's a Le Shuttle freight train for trucks and lorries switching tunnels, you can clearly see the "club car" for truck drivers behind the locomotive and followed by the truck "cages". The empty zones mid train and at both ends are loading platforms.
At 6:10 a "regular" freight train passes the other way but doesn't switch tunnels.
At 6:50 a Eurotunnel maintenance locomotive passes.
At 7:10 another freight Le Shuttle train passes.
Hi, can you do a video on the currently under construction high speed tunnel linking Lyon - Turin and how it further connects Europe's high speed railways, reduces times etc. Love this channel!
This is great proposal. The Mont d'Ambin Base Tunnel as part of this project (future longest tunnel in the world) will be masterpiece. We will see what will be the final cost of this tunnel (current estimation is about 8 billion euros) 😁
For your fourth video on HS2 speak to railway engineer Gareth Dennis, he is on Twitter under his name. He is the best person and he could tell you everything. Plus a little trivia, his wife is Serbian like you!
Hey love the video, in the future I hope you do a video on the Trans-European Transport Network, I feel like it's an important thing that's not talked about enough and you have the chance to do it. Also, one talking about the different gauges and the standardization of them in Europe could be interesting!
Yes, I wanna see a video on all the ongoing and proposed European HSR developments, preferably in a map similar to the Chinese high speed system and how it'll all link together. The Lyon - Turin tunnel, The Estonia - Finland tunnel and so many more. I just wished HS2 - HS1 had a connection so then in theory you can catch a high speed train from Manchester to Paris or Milan in the not so distant future. Exciting times!
@@lordgemini2376 Yes, but, it’s obviously so much quicker to fly long distance that travel by a slow, even 180kph, train. I think the accident rate is higher by train than by air.
Awesome video and I'm looking forward to seeing the rest!
Thank you 🙂
@@RailwaysExplained You’re welcome!
The original idea of building an "undersea tunnel" which was proposed to Napoleon by Albert Mathieu was thought
to be a crazy idea, they said he was suffering from "temporary delusions", some of the top-brass of the Grand Armee
said he was a "daydreamer", whilst even Napoleon himself said he was suffering from some "delusions of grandeur",
one Armee Engineer stuck up for him, saying this could solve our "Navy deficit compared to the British Navy", who
had a strong Navy, compared to the French who had the strong Army forces, the engineer also "projecting" himself
into a central figure in Napoleons plans of "bridging the gap" from the Continent to the Island. Again this was rejected
by Napoturk, he reckoned Albert Mathieu was suffering from "tunnel vision", and the engineer with the big ambitions,
was proposed by the big General - We have a massive project undertaking in the process, we need many of the best
men of Europe "on board" - With that Napoturk tells the engineer to pack his bags, there's a "monster trip" to the East,
it will be called "THE ONE-WAY ORIENT EXPRESS RIDE TO OBLIVION", theorized and materialized by the "hidden hand"
of Napotwerk (and his Fake Jew Banksters) he tells the engineer, Russia is so nice, has beautiful women, has plenty
of vodka, is so vast, this trip is NAP-TRACKS, RACK SACKS, BAP SLAPS & MAP TRAPS, NO-ONE IS COMING BACK.
Note: The later Anglo-French proposal by Sir Edward Watkin & Alexandre Lavalley was equally ridiculed by big-wigs,
reckoning they were a pair of "upstarts" trying to "steal the thunder", suffering from a condition called "folly a deux"
Another point of interest that stands out like a sore thumb, is the graph that demonstrates the seven and the seven,
the Seven Wonders of the Ancient World, and the Seven Wonders of the Modern World. It has to be recognized that
the original 7 Wonders were nearly primarily an Ancient Greek Endevours, all except the hanging gardens of Babylon,
and the Giza pyramid, the Ancient Greeks were way, way ahead of the rest in their philosophy, mathematics, science,
medicine, engineering, constructions, politics, political science, and the real-deal democracy, the Ancient Greeks
debating their ideas in OPEN FORUMS, driving progress, driving science, driving economy, driving the future, driving
ideas, from thoughts and concepts into actuality, they were the thought leaders of the Western World, they also were
at the "front-line" of possible attacks from the East, from powers such as the Persian Empire, they quite unbelievably
fought off armies of enormous numbers and dimensions, on both land and sea, they survived the "invasions", they
survived the wars, they survived and thrived. SO WHAT WENT WRONG? The Ancient Greeks, such fine warriors that
they were, went on fighting, went on warring, went on summer annual battles, THEY KEPT ON FIGHTING EACH OTHER,
the Ancient Greek City States, going to war against each other. Why did they do this? Because they said to themselves,
we are the "Center of the World", everyone else are just barbarians, and they kept on squabbling amongst each other,
bloodletting between brothers. The Ancient Greeks were suffering from massive "power struggles", caused by big ego's
leaving huge "power vacuums".The Ancient Greeks closely related to the Ancient Indo-Europeans like the Celts and the
Germanic tribes, as can be easily testified by studying their Mythology. The Ancient Greeks kept warring against each
other until such time, that far weaker forces could not only take them on, but overtake them, invade them, and ultimately
subjugate them, the "lighthouse" of the Ancient World and Western World - GOBBLED UP BY THE TURKEYS FROM THE
TUNDRAS, THE MERGER OF MARMOTS, THE FELLOWSHIP OF CAMELS, THE ORDER OF HEX-HEADS, THE SEX CULT
PYRAMIDS, THE COCK-BLOCK BLOC, THE PURVEYORS OF EUNUCHS, THE COALITION OF CAMEL-TOE HOARDERS,
THE ALLIANCE OF 111 GENOCIDE, THE SOCIETY OF PROFESSIONAL RACISTS & RAPISTS, THE GANG CALLED TURKS.
Note: Now, we (Europeans) are at a "cross junction", a "cross roads", do we just cowardly allow ourselves to collapse
the same way as the Ancient Greeks, fighting each other to a standstill, to a "point of no return" and then just meekly
fade away into obscurity and oblivion. Or do we make plans, make roads, make inroads into their plans, do we have
ready-made "CONTINGENCY PLANS" ready-to-go, covering every single possible scenario, leaving nothing to chance,
these are the realities that are now being faced. We are in the midst of "Hearts & Minds" Warfare - preceding Warfare.
Thanks for the video ❤
Very interesting!
But it would have been great to have a focus on some of the features of the tunnels like the huge vault-like pressure doors at every evacuation shaft connected to the pressure positive service tunnel, the 2 "cathedrals" undersea exchanges, the way the service tunnel is over pressured or the way it moves around the exchange cathedrals, etc. Or the operations of Le Shuttle trains and the way they are loaded / unloaded.
Maybe in another video?
Many years ago I remember a "little Englander" work colleague who was hoping the Provisional IRA would blow it up.
Changed EUROPE? Reminds me of that old British newspaper headline: 'Heavy fog in the English channel: continent cut off.'
thank you for the informative content.
I was on the first Eurostar out of Waterloo in November 1994
I took photographs of that going through Hildenborough.
I bought shares in the original EuroTunnel which went bankrupt- nice to see where my money went!
Today I learned that the Eurostar's service is equally old as I am!
Does anyone know what the railway usage fees for the Eurotunnel are (e.g. for Eurostar trains)? Would be interesting to compare with the fees on publicly owned railway lines.
Well I can tell you that HS1 is the most expensive high speed rail line to operate on anywhere in Europe, by quite a lot.
It should have been financed by the state. Eurostar prices are high because of the tunnel, and investors want a return. If these projects were built by the government, the benefits would go to the people, or a choice could be made to lower the acces charges. If we ever want rail to be competitive, it should compete with ferries and planes.
Yeh here's the problem, there is far more outbound tourism and travel from the UK than in return - so the UK government would have been effectively subsidising France's tourism industry... so yeh nah.
@@MJPP090909 This doesn't have to be the case, if revenue is simply split. What does it matter who takes the tunnel? Its about what is done with the revenue.
@@MJPP090909 Just like Germany is not so keen on modernising its railway lines to France nor France is for its line to Barcelona. But Italy is quite keen on having the Turin to Lyon (Paris to Milan) high speed line (so does France because traffic is expected to be then quite balanced).
@@jandron94 It would be better if these countries just viewed it as general investment into their infrastructure and the benefit it'd bring to society instead :/
@@jandron94
Balanced traffic isn't the issue with the connections you mentioned. Between Germany and France you'd have to build an entirely new route that includes a bridge over the Rhine, which would be insanely expensive and take decades. There are two existing links, one fully high speed via Belgium.
The issue with connecting Barcelona (which I think is actually going to happen) is the fact that the Pyrenees are in the way. There is an existing rail link, but as the Spanish part is in Iberian gauge, it can't be used.
Very cool
very cool.
funny fact, HS2 will not be connected to HS1, the Euro Tunnel and therefore continental Europe..
I guess one of the reasons is that British rail form factor is not compatible with the form factor used on the continent.
@@eddys.3524 Actually, according to Wikipedia, the HS2 is being built with a loading gauge and platform height that's different from both the European standard, used on the HS1, and the previous British standard
Thanks for this information. We will cover all this in a video about HS2.
@@LucaPasini That's exactly what is meant by "form factor"
@@eddys.3524 The point is that the loading gauge of the HS2 is going to differ from both the UK and mainland European (and HS1) standards. The fact that these two are different from each other isn't a reason for the introduction of a new third one.
I don't know why they decided not to allow direct services between other cities in the UK and the Eurotunnel, but the UK government in the last months did absolutely nothing to save Eurostar itself which was almost bankrupt, so they don't really seem to care much about passenger rail connections to the mainland anymore
the tunnels in the alps are also very important!!!
HS2 will change transportation in Europe. But HS1 is the gateway to Europe via the Channel Tunnel.
What a fascinating video. America could learn something from this.
Question: Do you guys think that the proposed tunnel between Finland and Estonia will actually happen?
No. But I could be wrong. Super expensive.
Helsinki (650k) and Talinn (430k) are much smaller cities than London (almost 9mln) and Paris (over 2mln). The countries they're connecting have much smaller populations than England and France. On the other hand, Helsinki-Tallin is one of the most congested ferry routes and a strategical link for the EU (bypassing Russia). It's easy to write it off now, but frankly? Stranger things have happened, I think it may yet still come to fruition in the unspecified future. I think this project's viability would largely depend on Rail Baltica being completed and properly utilised.
@@jakubstachon huh, thanks for the answer. Another reason I think why it might happen is because the northern part of Finland might become much less cold due to global warming in the next 20-30 years and it will result in a lot of people migrating there, so the population of Finland might spike in the future.
@@jakubstachon Paris city is 2 million, but the greater Metropolitan area is much much larger than just 2 million, closer to 13 million. It's like London's city boundaries are only 9 million while the actual metropolitan area, or what us brits call 'London' is much larger than that and has a population of 14.3 million, including the commuter towns around which entirely rely on London's economy and are literally just part of ''London"
@@sofiawaqasi5947 Right. That just proves my point, for the FinEst tunnel to work it'd have to rely on sources of traffic outside of Helsinki and Talinn. I should've absolutely googled for the population of Ile de France instead of just Paris :) .
Thank you Sir. It was a informational video. Please try to include the details of income statement and balance sheet for these companies. It would provide better appreciation of these companies to all of us.
Regards from India.
video request: Seikan Tunnel
I am curious as to the reasons that speeds for passenger trains cannot be increased from the current 160 kph limit. This video made a few hints to possible reasons, one being the signaling system in place, and the second being the heat generated by high speed trains. I am wondering if either or both are the reasons, and also if they could potentially be overcome in the coming decades, as an increase of passenger trains to beyond 200 kph would certainly be helpful. Or, does the present design of the tunnels preclude any increase in speeds?
No, the signaling system is not a problem, it actually is used on 300/320km/h lines.
The heat could be a problem (although partly solved by the reduced time spent in the tunnel and increased air flow produced) but the main issue is that the tunnels are used by a mix of traffic:
Eurostars trains run at 300/320km/h on HSL's between Paris and London except in the tunnel where they slow down to 160km/h (160km/h also being the regular non-HSL tracks operating speed in France).
And between Coquelles (FR) and Folkestone (UK) terminals run two types of "Le Shuttle" services:
1) A passenger vehicle (car / van / bus / motorbikes) carrying 800 meters (half mile) long fully enclosed train that has double deck portions for ordinary cars and vehicles below 1.85m / 6.1ft of height and single deck portions for large vehicles such as motorhomes, trailers, coaches and buses. Passengers stay in or around their vehicles for the crossing. For safety reasons (fire isolation and "stockpile prevention" if a vehicle gets loose on tunnel slopes), each section is secluded before departure but there are passage doors for passengers to move between sections.
2) A freight vehicle (trucks, lorries) carrying 800 meters (half mile) long train featuring "partially open" (kind of grilled metal frame) wagons and enclosed "club cars" where drivers assemble for the crossing instead of staying in their vehicle (there are toilets, snacks, WiFi, etc.).
These "Le Shuttle" trains, are huge both in length and in cross section. They act as a piston plug in the tunnels and while there are air pressure ducts every 250 meters to equalize pressure between tunnels and cope with the piston issue, an increase in speed would have a huge impact on air pressure.
Initially the shuttles ran at 120km/h and Eurostar at 160km/h, giving nightmares to operators and now they run almost all the time at the same speed as the Eurostar trains in the tunnel.
Theoretically, Eurostar trains could go faster in the tunnel but the difference in speed with the Le Shuttle trains would decrease frequency by a lot. Currently they can have a frequency of up to a train every 2m30 each way.
The impact of the 160km/h slowdown in the tunnel on a Paris London journey is minimal.
I'd advise you to have a look on Eurotunnel cross section diagrams that feature both types of trains in tunnels, you'll see the size of Le Shuttle trains and why it is mainly an air pressure issue.
The other evident reason is the weight of the Le Shuttle trains. They are much much much heavier than Eurostar trains and way too heavy for high-speed.
Edit:
I forgot to mention a 3rd type of train : somewhat regular (but tunnel approved and rated) freight trains that mainly run at night but they represent only a small portion of the traffic in the tunnel.
@@KyrilPG Thanks for the detailed explanation. That makes a lot of sense.
@@russell7926 The diagram is in the video at 10:50
On the left tunnel cross section is pictured Le Shuttle and on the right a Eurostar train.
Eurostar are of constant volume for their entire length.
Le Shuttle trains have only the locomotive that is of comparable size to Eurostar.
You can see the volume of the wagons behind the locomotive and the massive difference with Eurostar trains.
The skin of Le Shuttle carriages runs only inches away from tubing and catenary on the top side and less than a foot on the left side while on the other hand a person could easily fit standing up between the roof of an Eurostar and the catenary.
The only "empty" volume when a Le Shuttle train passes is only 3 feet wide at the widest point on the right side. Trains run on the left and the right (or inner) side of each tunnel features a walkway that leads to the massive vault doors of escape shafts that link to the service tunnel.
I'll try to post you a direct link to a HD diagram if YT lets me.
@@russell7926 The diagram:
www.getlinkgroup.com/content/uploads/2019/08/coupe-tunnels-uk.jpg
Two article links featuring pictures of the vault doors, one is from 1 of the 600 pressure doors at escape shafts to the service tunnel and one is of the airlock at service tunnel entries.
1) A cycling trip through the service tunnel:
www.thecourier.co.uk/fp/lifestyle/outdoors/blazing-saddles/771574/trip-through-eurotunnel-was-surreal-but-so-special/
2) Pictures of a backstage tour of the service tunnel:
www.messynessychic.com/2014/05/06/a-backstage-tour-of-the-channel-tunnel/
The specs page from GetLink with lots of details including the diagram above:
www.getlinkgroup.com/en/our-group/eurotunnel/channel-tunnel/
So, as you can see with the diagram and the pics of vault-like doors and airlocks, the main issue with such a large and deep tunnel is air flow and pressure and the piston plug effect.
The service tunnel is airtight and over pressurized to keep fumes from entering it in case of a fire in one of the main tunnels. It's also designed like that to withstand the pressure variations each time Le Shuttle trains run by.
There are videos of the service tunnel and doors that show the very powerful wind / air flow when they open.
A little known fun fact to finish:
The tracks at the English terminal make a simple loop but at the French terminal they do a "8" shape.
That is to prevent Le Shuttle trains from always turning to the right and thus reduce wheels wear and tear on the same side. The 8 shape of the French terminal's tracks makes Le Shuttle trains turn left at the end loop and allows for more evenly spread friction and less tearing of the wheels and articulation joints.
@@russell7926 Found it! I knew I had it somewhere:
ruclips.net/video/iKh_n0b-JDk/видео.html
This video is called "A night in the Channel Tunnel" and dates back 1996, it's very rare footage of one of the two main undersea exchanges, probably the English one (and its huge separation doors,) being used by the different types of trains that use the Channel Tunnel as it was late night and the tunnel was operating in degraded mode with at least one section or "interval" neutralized.
At 1:55 a Le Shuttle cars & coaches train switches tunnel, you can clearly see the massive volume of the carriages, first part of the train is the single deck portion for large vehicles, coaches, motorhomes and buses and the second part is the double deck portion for regular size cars, vans and bikes.
At 4:25 there's a Le Shuttle freight train for trucks and lorries switching tunnels, you can clearly see the "club car" for truck drivers behind the locomotive and followed by the truck "cages". The empty zones mid train and at both ends are loading platforms.
At 6:10 a "regular" freight train passes the other way but doesn't switch tunnels.
At 6:50 a Eurotunnel maintenance locomotive passes.
At 7:10 another freight Le Shuttle train passes.
Make a video on indian railways
No government money in 1984 but when the crash of 2008 came a long?
Please make a video on HS2.
I know it would lean towards more of a hypothetical, but given recent news, could you do a video about what would likely happen if Eurostar collapsed/filed for bankruptcy?
Majority owned by SNCF and also having SNCB as an owner, I doubt this company can ever end up in a hard bankruptcy where they collapse and interrupt service. More problematic would probably be a bankruptcy of Getlink, which own and operate the tunnel. They are fully privately owned.
Interesting
14.23: 130 degrees F ?!
What is the matter with you?
Imagine building a road bridge to the continent, no covid test required then
Yep! Covid test required, just as it is between Denmark and Sweden when driving over the bridge.
👍
hd minecraft texture pack
The information is really interesting but the narrator has a bit of a monotone voice.
It didn't change europe at all
Meanwhile California can't even complete a 119 mile high speed train line through the flat central valley with several times the budget of this tunnel.
took 6 years to build this and it ran 31 miles, and nobody had property rights except the fish. California's main problem has just been getting property rights to the land.
Unfortunately Brexit killed it off...
F*ck brexit
How did you get from $5.5b to $9b when the only cost escalation you specifically mentioned was a $200m air conditioning system.
Perhaps instead of the air conditioning you should have told us what the other $3.3b was spent on, that doesn't seem like an insignificant amount not worth mentioning
This is an informational video though, not a sales pitch. You can see this by how he chose that example by saying "This one is interesting" 13:49 . He did not say "This one was the most expensive problem" he did not rattle off a list of 100 hiccups they might have encountered. He chose what was most unusual and unexpected from a construction point of view. The way he was thinking of it when creating the video is obviously very different from yours.
Financing was more expensive than expected, which was to my knowledge the biggest single factor.
The delivery is repeated declarative sentences. Have you thought about engaging the viewer with a bit of awe and wonder? The style at present suggests a bored, tired, objective voice. While it may be fun to attempt to imitate a newscaster with his authoritative declaritive style of decending tonality at the end of every sentence, the end effect can come across as almost condecending.
This is a channel for the fans of rail. There is no need for dispasionate rote style reading as if the script were prepared by an unknown colleague in a farflung news writing department. You are not a newscaster, you are a you tube rail afectionado. We, like you, we are enticed and thrilled by rail, and are prepared to relate with you as a fellow fan as you add inflection and personal tone of wisdom while sharing the discovery of the wonder of the enterprise.
I look at you as a knowlegdgeable person about rail, who can teach me things. I really like your well researched content. However, I would like to know a suggestion of your feelings of the topics you speak of. Inflection, reaction, disbelief, political and criminal conspiracy, humour...on the the issues which are blatenlty implied by the topic you adress. As it is, I cannot engage with thoughtfulness becasue of the relentless tirade of the uninsightful delivery.
I disagree. The style of speaking is often inversely proportional to the content of the speech. This guy is not out to sell or convince you to listen or engage people with attention deficit disorders. He provides in depth and often little known ideas on the topics.
I like the style of speech. It's much preferred to all of the people trying to be trendy with exciting speech style and effects. I find that style detracts from trying to get the information from what's spoken. Also, it seems that the narrator may not be a native English speaker.
How long before Nigel Farage has the tunnel blockaded? ;)
WAS ! The NARRATOR ! BINKOV !?
IN WW2 ! This ! Would ! Have ! Been ! THE !! GREAT ! ESCAPE !! OF !! VON !! RYAN'S !! EXPRESS !!!
EVEN WITH A NICE TUNEL, BRITS MANAGED TO MAKE IT GO KAPOUTZZ
You forget to mention that these trains are too expensive and most people choose to fly.
That's utterly false, air travel between London and Paris or Brussels have shrunk to real tiny proportions. Most of the traffic is operated by the tunnel.
And there are loads of promo sales tickets.
Even before the tunnel a lot of people used ferries.
How do you Ruskies know so much about capitalist technology? Hmmmmm!
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