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Author Topic: inOui ... keskseksa ?  (Read 7942 times)
stuving
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« on: May 27, 2017, 12:19:01 »

From Railway Gazette:
Quote
SNCF (Societe Nationale des Chemins de fer Francais - French National Railways) to rebrand TGV (Train a Grande Vitesse) services as ‘inOui’
27 May 2017
SNCF will progressively introduce the inOui brand across its legacy TGV services by 2020, starting with those on the Paris – Bordeaux route from July 2, when the LGV (Large Goods Vehicle) Sud-Europe-Atlantique high speed line opens between Tours and Bordeaux. According to local reports, the rebranding is being driven partly by a desire to rationalise the service levels offered by SNCF. The iDTGV offering was withdrawn earlier this year, leaving just the inOui and Ouigo brands aimed at the domestic high speed market. Ouigo is the low-cost TGV operation which SNCF launched in 2013; the national operator is targeting a five-fold growth in low-cost ridership by the end of the decade as the Ouigo network is expanded to serve more destinations.

inOui will be aimed at a more premium market segment, reflecting a substantial investment in rolling stock, distribution channels and onboard amenities which SNCF is making in the domestic TGV business. Although SNCF carried 105 million passengers on TGV services in 2016, margins have been under pressure from competitors including low-cost airlines and ride-sharing apps.

So it's le marketing, that's what. The trains will still be TGVs, but as they are updated to be like the ones on the new Bordeaux line, the service will be rebranded.

It also appears to keep the French in the lead in the international competition for finding silly brand names.
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Bmblbzzz
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« Reply #1 on: May 28, 2017, 16:41:28 »

inOui does sound (to this English ear at least) unfortunately close to ennui.
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« Reply #2 on: August 16, 2017, 22:13:42 »

Parley-voo, er, Consignia?
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JayMac
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« Reply #3 on: August 16, 2017, 22:30:23 »

In wee?

Are SNCF (Societe Nationale des Chemins de fer Francais - French National Railways) taking the pass?
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« Reply #4 on: August 16, 2017, 22:33:11 »

No more so than usual probably?.
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TonyK
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« Reply #5 on: August 16, 2017, 22:34:59 »

Sounds almost Eskimo...
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« Reply #6 on: August 16, 2017, 23:15:20 »

Whilst we are having a go at the French, I was recently in Brittany and it was interesting to compare the railway that runs between Auray and Quiberon with the St Ives branch.

For those who don't know it, Quiberon is a pretty tourist town at the end of a very touristy penninsula, with ferries to a couple of islands. The line crosses over the road a few times, so the nickname is 'the corkscrew'. There are a few intermediate stops in the tourist towns en-route.

The road gets very busy indeed, and you'd have thought that a St Ives-style park and ride on the mainland would have been ideal for day-trippers and very well used. Instead there's a very sparse service, with some very elderly rolling stock, over some very dodgy looking track, and the road gets so congested that we spent the best part of an hour to do 10km.   

Looking at the timetable I imagine the rationale is that there is one unit running back and forth, but there's plenty of space for a passing loop, and if the service were better then it may well have more patronage.

https://cdn.ter.sncf.com/medias/PDF/bretagne/Tirebouchon90X1260mm_tcm55-12725_tcm55-76999.pdf

Hope that it's of interest.
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stuving
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« Reply #7 on: August 16, 2017, 23:43:11 »

French regional trains are basically commissioned and paid for by the regions, and run and charged at cost (supposedly) by SNCF (Societe Nationale des Chemins de fer Francais - French National Railways). The regions do their own pricing and ticketing. That line is an oddity even for TER Bretagne, as it only runs in the tourist season - partly as a kind of attraction - hence the sort-of heritage stock. It is also promoted as a (traffic-) jam-buster, hence tire-bouchon. They say that parking is "available" at all stations, but whether it's free I don't know. But remember that in France, if it's August you expect traffic jams at all holiday destinations - that's just life.
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grahame
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« Reply #8 on: August 17, 2017, 04:25:36 »


Looking at the timetable I imagine the rationale is that there is one unit running back and forth, but there's plenty of space for a passing loop, and if the service were better then it may well have more patronage.


Looks to me as if there's a loop at PLOUHARNEL-CARNAC, or rather the service off the peninsular from there to Auray is linked in with a though service - logic being the connections onwards at Auray to Rennes, etc.   

As Stuving commented - seasonal only, and indeed the first train off the branch in the morning is so late that it rules out any 9 to 5 commuter traffic.   In that aspect, much more comparable to Newquay than to St Ives, and indeed it sounds as if it may have capacity issues like Newquay.

I think this is the "Train to the beach" line features in the Citizen Rail project?  I only saw the tail of that project, attending a fascinating presentation on the subject in Torquay several years ago.
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Richard Fairhurst
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« Reply #9 on: August 17, 2017, 10:09:39 »

Looks to me as if there's a loop at PLOUHARNEL-CARNAC

Next to the delightfully named Rue du Petit Train!
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John R
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« Reply #10 on: August 17, 2017, 10:20:14 »

The Quiberon branch is very scenic and well worth a trip if you are in the area.  And the service is much better than the branch on the north Brittany coast to Roscoff, which from my recollection has about 3 trains a day.
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stuving
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« Reply #11 on: August 19, 2017, 14:10:03 »

Looks to me as if there's a loop at PLOUHARNEL-CARNAC

Next to the delightfully named Rue du Petit Train!

Ah, but what is a "petit train"? Not the standard-gauge PO line that's there now, obviously.

Usually in these parts le petit train, like la petite gare, refers to a roadside steam-hauled  tramway. There were enough of these a bit further east to form a network, from St Malo down through Nantes and south along the Vendée coast - joining the ends of the "big" train branch lines. There was an isolated one that ran through Plouharnel, the "Tramway de La Trinité à Etel".

This ran along the Rue da la Gare, and crossed the PO line by the station. But it also had its main depot there, running trains out to the two ends, on a spur along the Rue du Petit Train. It was built - in 1901 - mainly for goods, like fish, but Carnac was already a tourist attraction and seaside resort so it detoured along the sea front there. As Carnac was the largest town on the route but had no big railway of its own, this PO station was its railhead - hence the station, then the town, became Plouharnel-Carnac. 

It was meant to make money, but obviously didn't do that for long. In 1914 it was "borrowed" by the army, including its (0.6 m) tracks. Some rolling stock was returned soon after, though with no track, and during the war, that was useless. It was rebuilt as metre gauge in 1922 by (or for) the local railways board (Chemins de fer du Morbihan) but by then their business model was fast vanishing and it was closed in 1935.

The trains were obviously small, and to look at them based on a design by a six-year-old:



That picture is one of several accompanying Marc-André Dubout's account of this line, which was my source for most of the above.
« Last Edit: February 01, 2018, 22:39:04 by stuving » Logged
stuving
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« Reply #12 on: August 20, 2017, 23:24:14 »

Here's something else in Brittany I came across, which may have interesting parallels. Some may already be familiar with the steam trains from Paimpol to Trieux, but maybe not the background and latest news.

This tourist steam service shares the line with local TER services going on to Guingamp, Carhaix, and further. Built in the 1880s as part of the Réseau de Brétagne following the plan Freycinet, its concession was taken by the Chemins de Fer de l'Ouest, who had one of the two main lines in Brittany. However they chose metre gauge for cheapness for these branch lines, though built the civils for standard gauge, and they then let a management contract.

Despite (or parhaps because of)  the usual loss of traffic in the 20th century, the track was converted to dual gauge then post-war to standard gauge. The concessionaire was nationalised as part of SNCF (Societe Nationale des Chemins de fer Francais - French National Railways), but the operating contract continued and that operator (Chemins de fer et transport automobile), after several changes of ownership, is now part of Transdev (Veolia). And the steam trains over part of the line are operated by that commercial operator.

There have been issues about getting steam locomotives in for the service, and then with the track falling apart (which should not be such a surprise now). But the line was relaid over last winter, so the service has restarted.

By the way, in addition to this bit of SNCF that was never nationalised, and some other smaller bits (e.g. Chemins de fer de la Provence), when the SNCF was formed in 1938 the state only bought 51%. So the other 49% remained in private ownership (presumably getting paid dividends) until Mitterand bought it out in 1982. Which probably only serves to illustrate my maxim about us and the French never doing anything the same way.
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stuving
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« Reply #13 on: August 24, 2017, 13:32:38 »

And here's a few French odd items that I thought might be of interest, but don't fit anywhere else.

1. SNCF (Societe Nationale des Chemins de fer Francais - French National Railways) have just announced that the lines through Saint-Pol-sur-Ternoise will all close this autumn as some of it is so poor it's not safe. They will be relaid for a reopening in 2020, or at least that's the aim. They have not yet finished the initial studies, and will need to find 75.5M euros (how can that be an exact figure?).

This has been talked about for a few years, but it looks as if the track fell apart a bit too soon. Or maybe it's an SNCF tactic to persuade the region and others to put up the money? Until then it's buses for all. There are three single-track lines,totalling 120 km: to Etaples on the coast, Arras, and Béthune and onward to Lille (some of these trains being fast over that part).

2. I found a piece about replacing a level crossing (No 20 at La Valbonne) with an underbridge, with a price of 7M euros. That strikes me as low, even allowing for the fact it's in the middle of nowhere and only appears to use railway land. The plan is to dig the road cutting, and build a bridge and put in some piles, then close the line to quickly dig through the track and drag the bridge into place. The site is pretty much level, so there's no natural grade separation.

3. On the other hand, at another level crossing (No 92, in Orléans) they are spending 847 000 euros just for some automatic pedestrian stop/go signs. It's only a foot passage, and while they are putting in train detection both ways it still seems a lot for just one crossing.
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« Reply #14 on: August 27, 2017, 20:44:08 »

inOui and OuiGo are imo very good branding, all tied up with Yes.

The low price network OuiGo has all the elements of budget airline marketing. The current and proposed bright colours of the OuiGo stock fit the profile well.

The inOui brand is specifically related to Yes and it's contrived as a logotype the stock identifies as a premium service immediately.

Pictures of both sets of stock online show how transformational this brand change is when compared to the previous sole TGV (Train a Grande Vitesse) branding. Nobody can be in any doubt which grade of service they're boarding.
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