Pau-Oloron-Bedous : Visites des postes d’aiguillage, du PN Transhumance, vues en cabine …

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Pau-Oloron-Bedous is a line operated by the TER Nouvelle Aquitaine which, in the Béarn country, runs alongside the magnificent landscapes of the Aspe valley to end at the foot of the Pyrenees. A route of about 60 km, along which it is not uncommon during

Periods of transhumance to come across shepherds and their flocks. A level crossing undoubtedly unique in France has also been set up for them, but this is not the only curiosity of the line that I will show you in this report. There

Is another level crossing there which is surprising to say the least. It is located on a roundabout, a station transformed into a hotel and another where people still work in the old way. Finally in Pau, where this day will end with a visit to the signal box,

A more than century-old funicular connects with the trains to take travelers free and effortlessly into the historic district of the city. It’s a new immersive report that I’m offering you today. I spent a day discovering the main points of railway interest on this line and

Met several of those who enable it to operate on a daily basis. Thanks to them for their welcome on site, they will recognize themselves. Hello and welcome to Aiguillages ! Hello Vincent, Hello Thierry, Glad to see you here. We are at Pau station in your country Béarn. Yes !

So what are we going to do today? So today, we are going to visit the Pau-Oloron-Bedous line, in particular the Bedous part, a mountain line opened a few years ago, with particularities specific to mountain lines and quite unique in the region.

Well, we’re going to go look at all that, we might start by looking a little at the environment around us, because there have been quite a few changes, we’re going to take a step back to see all that. That works !

You can’t come to Pau without taking a look at its famous funicular, a rather incredible piece of heritage which still works, and which is free. Where is he taking us? The funicular goes up to the city center of Pau which is located on the

Heights of the ramparts. On the left, we also find the castle where Henry IV was born. And it’s a good way to get to the station for people who live in town or who are staying in town because if you turn around and well, you’re just a stone’s throw from the station.

Station which is undergoing transformation. With the multi-modal hub which was recently inaugurated before it was located on the wings of the buildings where the offices of the directors of SNCF Réseau were, finally the track, traffic, etc. There was

Also a parking lot right in the middle. All of this has been transformed into a multi-modal hub, then we also have the old Sernam which is located there and which is being renovated. And your work here on a daily basis, are you deputy to the DPX? So I am a

DPX assistant in the Pau area. Can you remember what a DPX is? So a DPX is a local manager, therefore he is a team leader. Is your role to assist the DPX? Here, I am the assistant to my boss who

Is the local manager and therefore we have five stations, five posts in our zone, Pau, the main station, Coarraze-Nay, Lac-Artix and the Oloron station, and therefore we are in charge of traffic, everything that is points, signals, routes etc. What does your daily life look like? A typical day, let’s say…

So it’s going to be security monitoring, ensuring that the skills of the agents are maintained, providing training, being there in the event of major incidents with complex procedures and also on-call duties, so when a person is needed on the ground in the event of a

Major accident, all to establish a link with the emergency services in particular. And your position is mainly based here at the station? My position is based in Pau, but we often travel to other stations to see the agents to see the positions, the procedures and so on.

What we’re going to do later this time is more to visit and understand all that. Later, we’re going to go see the station d’Oloron which works in a way in the old way, we are far from the Centralized Controls of the Network, it is the single track with the particularities which are linked

To the mountain line. Here, are we on the territory of the TER Nouvelle Aquitaine? Not only that, in fact there is the TER Nouvelle Aquitaine which is almost the main one in terms of number of trains. From here, from Pau, we can go

To Paris, direct TGV line, we can also go to Tarbes because it is the Tarbes-Paris line. The TGVs do not terminate here. We then have the Intercités trains of the Bayonne-Toulouse line, so possibility of going towards the east or towards the west and then the

TER part, therefore TERs to Bayonne, Dax, Bordeaux also and the ‘other side of Lourdes and Tarbes. Is it a general stopping station? Do all trains stop here? Yes, absolutely, all passenger trains stop except the pilgrim trains which are punctual, therefore which bring

Pilgrims from all over France, even abroad, in the direction of Lourdes. I see something there that must not be everyday! Isn’t that quite a freight train? So this is a weeding train that sprays product around the tracks to limit the growth of vegetation.

Who comes here regularly? Finally, there he is, he is really here today. It’s not regular, it’s in principle a treatment once or twice a year. No freight here? No, there is, there is no freight, there is no more like back then. There was a time in Pau where there was unloading of freight,

That stopped. And then in terms of passages we don’t have much because we are a transverse line and in addition we are limited by the Tournay ramp, so after Tarbes, there is a ramp which prevents trains that are too heavy from going up. so the freight

We have will be trains, in particular car carriers which are empty so they are going in the Tarbes-Bayonne direction. Well, we are going to position ourselves there for a few minutes while waiting for a TER to be set up so who is the origin here who will leave

For Oloron and Bedous. Absolutely therefore, shortly we will witness the establishment of a thermal TER, the track is not electrified. It is an Four round trips are provided daily between the two cities. We will board the 11:58 a.m. train to first reach the

Oloron-Sainte-Marie station. It is Mika who will drive this train. The line on which the X 73500 on which we boarded operates part of the international line which linked Pau to Canfranc in Spain. It was inaugurated in 1928. If there are

Still clearly visible catenary supports here and there, it is because it had been electrified from its creation by the Compagnie du Midi to which it had been granted. The very steep ramps that the trains must face in their last km towards Spain and the

Somport tunnel beyond Bedous had forced this choice to be made, so that the locomotives had enough power to tow heavy freight trains. Traffic having been interrupted after the derailment of such a convoy on March 27, 1970, it was gradually de-electrified between 1990 and 2008. The portion between Pau and

Oloron-Sainte-Marie was nevertheless the subject of renovation and was reopened in 2011. It was on this occasion that the X 73500s were introduced onto the line to replace the old X 2200s which had been operating until then. Now, after serving a few small stations, we arrive at the one which marks the

Border between two modes of operation of this line. Capi so far and Block Manuel shuttle type beyond. We will try to find out a little more. First step then we left Pau just now. Yes Short half hour drive by train and we

Arrived at this rather special station on the Oloron Sainte-Marie line. Can you explain to us what makes this station special here? Absolutely Oloron, on the Pau-Bedous line. There direction Pau: 35 km. In the other direction Bedous: 25 km and further Spain. It is a single track station. We are going to enter

The signal box, also a ticket office. Here is the signal box with the screens and the security systems, the signals etc. and it is true that the space here is unique and we have the commercial part which is immediately behind. We have the

Commercial part here with the teller and the agency, the Oloron traffic agent’s office. To whom we will ask a few questions. Hello Vincent! Good morning ! So you are stationed here, in this Oloron station. Can you tell us a little bit about where we are? What is

Special about this station? Because I think she has some. Oloron-Saint-Marie, south of Pau, direction towards our beautiful mountain. Particularities of this station: single track station, left-hand type station. So all trains entering the station arrive on a left track. And station where the professions are a little versatile,

This is your case. So how do you define what your title is, and what does it consist of? My title is Traffic Agent. My title is Traffic Agent. We also take care of people with reduced mobility, for trains and when the counter is staffed by a salesman this mission

Falls to them, and we once again become pure and simple Traffic Agent. My training is train running training and in this station, we have a mission as department manager where we make stopovers and where in the morning, we do sales. Which also explains this atmosphere of Oloron station which is quite particular

And which we cultivate. And so there, you have different devices that are behind you? What types of technologies does this correspond to? On the Oloron station side, we are in the middle of the line from Pau to Bedous, for the moment,

Canfranc in some time, we hope… The part between Pau and Oloron is pure single track and hard, classic and the second part of the line which was opened now, I would say 7 years, I don’t know, yes, I would say 7 years, yes, it’s

An ordinary version what we call a unmarked version unmarked single track. Simply put, there is no agent on the other end. The agent at the other end is us, so here we are. We do both. So a train that enters the canton as long as

It has not left, we cannot send anything else except help. So there is an axle counter. So the train goes up, it goes down. If there are the same number of cars, there is no problem. If there are not the same number of axles

Counted, we cannot open the signal. It’s security, when we say trivialized, it’s not either… it’s security. Yes of course ! How many kilometers away is Bedous? In 12 km by train, I would say, 20/25 minutes, I think, that’s about half an hour’s journey. Half an hour in fact with the parking time,

The return… It’s every hour and a half, could we have a train if we were at a maximum rate? How many trains do you see passing here? 16 during the day Who are therefore exclusively intended to go to Bedous? In summer all trains go up to Bedous

In winter no. There are a few trains that stop on Bidos right next door, not everything goes up there in winter. In the summer, yes, all the trains go up in the summer because there are a lot

Of tourists, there are a lot of hikers, there are a lot of people who go up in the summer. In winter, attendance is a little quieter. And you the dialogue? I see that you have your CAPI screen, which other station is it used with

? So with the Pau station. There, it is a pure single track between Oloron and Pau. This is the CAPI system. Are you on a computerized dispatch exchange system? And when it breaks down, it happens, we start again the old-fashioned way in telephone confinement.

And what do we see there? What is this ? Nothing too complicated, there we have the Oloron Sainte-Marie station, with destination Pau, destination Bedous, our station entrance discs so this one is open because we are waiting for a train arriving from Pau, as I explained to you earlier, you

Have the left type so automatically all the trains which enter the station arrive on the left track. You may have to do a certain number of maneuvers here? It happens to us from time to time for X reasons

To have to receive a train on track 2 and in this case, we have to move the needles on the spot. And at this moment you are obliged to actually go out to… Yes And so after the switches which allow us to open our disks and then to open the

Square to leave for Bedous and that’s it since afterwards, to leave for Pau, it This is a classic opening semaphore. And what do you have on the screen side? Here we have the train traffic software which tells us the trains which

Will arrive with information where we can see the trains which will tell us the staff on board, the type of equipment, if we have a train or two, we have the Oléron software which allows us to operate traffic to enter train timetables as we pass by

And also to inform customers on the light displays. There, for example at this time, what are you waiting for? There, we wait for a train arriving from Pau, the 433 which will arrive here at 5:35 p.m. and which will leave at 36. Very little time.

Yes, in that sense, yes, there is very little time left. Are you, as a Traffic Agent, responsible for giving him the start ? Yes, we are on a single track so it is not a departure authorization, it is an authorization to move. What form do you do? With a simple starting handlebar, the

Classic luminous one for the evening… There is something specific on this line, well that we see on other lines, but which is present on this portion of the line, it is the presence of protective nets against rocks which may fall and against cars too. The special thing about this line is that it

Is magnificent. It is very, very beautiful, but it is on the side of a mountain and therefore automatically rain and frost mean falling rocks, stones and trees which can also fall. So automatically, a net protection system was put in place . So vertical and horizontal nets in certain places depending on the height

Of the mountain because it is possible that rocks bounce on the road and pass over the nets so this allows detection in all directions and as soon as a Rock comes to cut the net we have an alarm which requires us

To stop the train and procedures to check that there is not an obstacle on the track. So this allows us to be as secure as possible. So if rocks fall these wires are cut so it actually produces a short circuit which produces an alert here. What happens if the train has already left

The station? We receive an alert so we stop it using the GSM GFU system, we ask it not to restart and then we have a whole procedure which asks us to send it into operation on sight so that we can

See whether there is an obstacle or not and upon arrival, if there is an obstacle, he will call us. If there are no obstacles, he will report to us that the path is clear of any obstacles. You can tell because it’s still over a few kilometers, at what

Precise point it happened or is it a general alert? Our job is to operate safely, so we know that there is a fault on the net, but afterwards, it is the electrical service which has very specific boxes. The nets are cut into several zones

And they can then refine, search… So the driver will do a reconnaissance. We have two net zones, we have them here: zone 1, zone 2. One of the two turns red, we apply the procedure, but we don’t know in the area exactly which net has a problem.

And how does it stop the train? Do you just call him by phone ? Yes, even by computer, we do it. We have software, we dial the train number. The train stops and the driver receives an alert on his personal phone so he enters the emergency, he stops and once

He is stopped, he will call us and ask us for instructions. And from there, what are the instructions? Is it to move forward cautiously ? Afterwards, exactly yes, either he has exceeded the zone because we will ask him where he is stopped if he has exceeded the zone,

We will tell him to get back on track since it is, nothing if by against he is in the area where we will tell him upstream there walk carefully and upon arrival you tell us what you found. No system, I’ve seen this on other

Lines, that’s why, I’m asking the question, no torch system? The torch system if at the entrance to the net zone if it ever happens to pass through the zone at the moment it will re-enter the zone if we haven’t stopped it if we haven’t

Yet had the alert or whatever either he’s going to have a torch, but then a torch not the little torch something anyway he can’t miss it, it’s not possible and so automatically he’ll stop and he’ll call us to say well well I I

Took a torch, there’s a problem there, it’s an additional closure in any case where we have done… Yes, one more way to be alerted… Absolutely yes, absolutely. We are going to leave the Oloron-Sainte-Marie station to go to Bidos where there is the first railway curiosity that I wanted

To show you. That’s it, we are on the line that we wanted to visit, Paul-Oloron-Bedous, in its most interesting part, we have just passed Oloron, and there, you insisted that we stop in a somewhat special place because there is an infrastructure that you don’t see everywhere.

Exactly, so here we are in the town of Bidos, close to Oloron and we therefore have a level crossing right in the middle of a roundabout, therefore a large roundabout with the railway line which passes right in the middle so it there is a particular procedure in

Relation to this level crossing, we will see it there later with the arrival of a train. This is because the trains which go up to Bedous when they arrive, they arrive on closed stop handlebars. Stop handlebar which protects the level crossing, and it is

The driver who will manually close the level crossing. Then, the level crossing closes and the stop handle opens and then, the train can roll and that is linked to the fact that the level crossing is sensitive, linked to the fact that of course, it is

Located right in the middle of a roundabout and the number of vehicles. Mika has therefore just applied the procedure which is only applicable in the upward direction since in the other direction, the level crossing is before the stop and

The parking of the trains, even if it has to continue, does not poses no problem, the barriers can be reopened as soon as the railcars pass. We will be able to continue a little further on the line to discover another curiosity.

We continue our route towards Bedous and there we arrive at a level crossing which would seem a completely ordinary level crossing, but which is really not one. So there we are on PN 53 of the Pau-Oloron-Bedous line, so this is the so-called transhumance level crossing,

So with a special procedure, so there as we are in a pastoral region there has herds which are likely to cross, so here are the installations the level crossing is made up of two barriers so the shepherd when he wants to cross for

Example to go up so he arrives he closes the barrier the herd waits here then the shepherd, the person in charge pastoral calls the traffic agent at Oloron station, he asks him if there is a train on the line or not and if the answer is negative, he

There is no train, the shepherd can take his flock across, so he opens the two barriers, he takes them across, there we can see the spikes on either side of the level crossing so that the animals do not go on the track and then once the crossing is completed

It closes the level crossing with this barrier. And this is for the other direction then? He arrives, he stores the animals there, he closes the gate. Quite ! So that’s the same principle for the other direction : he arrives, he closes the barrier, he calls and if there is no train, he

Can open the barriers and cross. There are no barriers there, but there is a device that animals cannot pass through. That’s it ! With these bars, so the holes prevent the sheep from crossing. So the shepherd normally, the sheep when it is there it cannot go alone

In the direction of the PN, the shepherd is obliged to open this barrier before starting to cross or its ascent. Yes and when you look closely, even pedestrians and bicycles don’t have much interest in trying to go through there! It’s safe for pedestrians, bicycles… It’s not very suitable so don’t worry!

We will now push a little further on the line or we will wait for Mika at Bedous station. Or rather right next to the passenger building of the old station where a new platform has been built, because the station itself was sold and

Transformed into a hotel. It is the new temporary terminus of the line whose section originating from Oloron-Sainte-Marie was reopened in 2016 by the Aquitaine region after major work which consisted of completely renewing the track which had no longer seen traffic. of trains

For over 40 years. This section being placed under the regime of the Block Manual shuttle type, Mika who has just taken his railcar to the safe port will use this telephone box to inform Vincent Martinez the traffic agent on duty that afternoon

At the Oloron station- Sainte-Marie, upon his arrival. He will leave again towards Pau in about 20 minutes, a journey which will take him a little less than an hour and 15 minutes to cover the distance separating the two stations. In the valley, what is in the minds of many

Residents is that they would like more trains, at more suitable times, but above all to see the rebirth of the international connection by restoring the upper part of the route to Canfranc, on the other side of the Somport tunnel, which would restore all

Its interest to this line by opening a new axis of rail communication between France and Spain both for the transport of passengers and that of goods, the valley having a tendency to suffocate under the number of heavy goods vehicles which use

Its only route every day. A perspective which will perhaps open up, but not for at least 10 years at best, because the European Union has granted the regions concerned on each side of the border funding to carry out studies of feasibility.

If the conclusions of these were positive, significant work would still have to be carried out to restore the line beyond Bedous, and to develop it below in order to allow trains to cross there, or even to park. elsewhere than at Oloron-Sainte-Marie station. Oloron station! Oloron station with driver 721 729

Arriving full and on time at Bedous. So driver of 721 769 arrived complete and on time, impeccable! Will you call me back to leave later? 769 yes as much for me! Excuse me and I’ll call you back later for 867 432. Very good! Flawless !

See you later, thank you! He will leave again towards Pau in around twenty minutes, a journey which will take him a little less than an hour and 15 minutes to cover the distance separating the two stations. In the valley, what is in the minds of many residents

Is that they would like more trains, at more suitable times, but above all to see the rebirth of the international connection by restoring the upper part of the route to Canfranc, on the other side of the Somport tunnel, which would restore all its interest to this

Line by opening a new axis of rail communication between France and Spain both for the transport of passengers and that of goods, the valley tending to suffocate under the number of heavy goods vehicles which use the only route every day.

A perspective which will perhaps open up, but not for at least 10 years at best, because the European Union has granted the regions concerned on each side of the border funding to carry out studies of feasibility. If the conclusions of these were positive, significant work would still have to be carried out

To restore the line beyond Bedous, and to develop it below in order to allow trains to cross there, or even to park. elsewhere than at Oloron-Sainte-Marie station. Welcome to the Pau post, the PIPC, the central post of Béarn, with Jean-Paul,

Reservist traffic agent. The different technologies of the station: so we already have the lines. We have the electrified double track, therefore the main Dax-Tarbes line, then we also have the non-electrified single track which goes to Oloron and then Bedous, so the technology is CAPI, therefore Computer-Assisted Telephone Cantonment.

We have the automatic block, the BAL in the station as well as at the exit of the BAPR station, therefore the automatic block with restricted permissiveness. These were actually manual block stations before, where there was the presence of a systematic agent and therefore to modernize,

We put BAPR which means that we have two temporary stations between Puyoô, another Béarnaise station and Pau . Here we have the manual double track block on the Toulouse side with Coarraze-Nay as a temporary station which is part of our sector and then Lourdes.

So when Coarraze-Nay stops the service, it is Lourdes which does the block operations with Pau here. This is a miniaturized SNCF type block. So here is the CAPI with the computer as I said it is computer-assisted telephone confinement, it is a certain

Comfort, particularly from a certain number of trains because there are no longer telephone exchanges of telephone confinement, these exchanges are replaced by computer dialogues so there is not only a gain in terms of comfort and time, but there is also traceability and also the CAPI is linked with the kv0,

That is to say -say that if the announcement conditions are not met to dispatch a train, namely announcement of the train and taken note of the announcement of the train from the supervising station in the event of a train crossing the semaphore, this train will be supported by

The kv0. Here in Pau we have the screen the MADPI interface, PIPC technology so it is a little less modern than Mistral but it still remains the computer technology the same principles, the same procedures more or less that is to say say that the needles

Are remotely controlled from the station we can see in blue so the tracks at Pau station , these tracks are zoned and then we have the service tracks so formerly the sorting which does not appear on the screen and that the we find on the ground. To

Carry out the maneuvers, therefore, the AC traces the route towards the service roads and then on the yard all the switch maneuvers are carried out on site by shunting agents from the RU holding the block which will carry out these maneuvers according to the needs

Of the service. Then in Pau, we also have incidents which are processed on ODICEO, so it is a new computer application to process traffic incidents from DC 15-03. It will be implemented nationally, but in Pau, it is already in

Service. And finally, we have net finders. You should know that the nets are not located in the Pau area, they are located between Oloron and Bedous, mountain line. But as Oloron is a station which ceases service at night, in the event of

The nets being triggered, the Pau AC, although it does not have any traffic measures to take, is responsible for issuing the notices. So when Oloron is not there, it is Pau who receives the alarm. There is a transfer of alarms, and therefore Pau launches the advisories to actually save time

For the restoration of the net infrastructure. That’s it for the presentation of the position, we will now focus on Jean-Paul’s work. Hello Jean-Paul Hello, So here, you are hard at work, for you, what time does it start, today for example?

Well, today is a day that starts at 1 p.m. and ends at 9 p.m., so we can either be in the morning, or in the evening, or at night. This is a position that is 3/8 5-13, 13-21, 21-5 and it is a position that is open 24 hours a day, 365 days a

Year. What happens on a typical day, I was going to say? We have the HOUAT files, the HOUAT files list all the trains that run in our area. So our area is quite diffuse, because in fact here, for example, when all the temporary stations are closed, we manage

From Pau to Lourdes and from Pau to Puyoô. Afterwards, during the day there is the Artix station, the Lac station and the Coarraze-Nay station which resume the service, which means that the sector to manage is smaller and simpler, we will say to manage.

Afterwards what is there is that we, from the trains that we have to run, we make sure to make them run in complete safety first of all, and then afterwards also ensuring that in terms of regularity that or at best.

When you talk about managing an entire zone, does that mean that you control the switches and the signals associated with them? That’s it yes, in fact what is there is that we for example, well, I’m going to make for example an itinerary because I have a train

Which will arrive soon. Pau being a PIPC type station (Computer Station with PC technology), the manipulation of hands and signals is done from a simple computer keyboard, this involves launching computer dialogues. Each installation to be handled has a number that Jean-Paul will enter by preceding it with another

Series of numbers which constitute a key authorizing these operations. In response to his actions, he will receive a visual confirmation on the screen, indicating that the signal has been opened, that is to say that the trains are authorized to embark

On the route which has just been opened. ‘be traced. This allows the train to come and dock . In order for him to continue on his way, Jean-Paul will now enter another set of keys and instructions that will open the route beyond the station.

Here the conditions are good at the level crossings which means that the 100 has opened, the 104 too, the 122 is good and the route is mapped out so that the train can continue its journey. Generally, when everything goes well, there are routes

To be drawn, typed and then there you go, we know exactly where the train is going… Yes Pau? Yes then I’m listening to you… You told me Coarraze-Nay in Lourdes P3 and Pau P1, I stop the traffic service and the block at 7:28 p.m. Go get it! 8 for

You, 11 for me. 7:30 p.m.? Come on, it’s perfect! Thanks to you too, hi Nicolas, ciao! So there we have just had in fact the cessation of the Coarraze-Nay station which is ending its service? So it’s your counterpart in that station

Who tells you that he’s going to leave? Exactly, and now, in fact, I’m going to manage with Lourdes. Is this what we call a dispatch? Exactly, it’s a dispatch that we take from the dispatch book. For the moment still, we are taking things on paper. Because I understood that there was

The CAPI which was the system which does the same thing, but without you having to telephone each other between colleagues? Yes then it’s computer dialogues. There, for example, I announce a train. He confirms the announcement to me and then everything is done electronically.

And what types of trains do you see passing here? Where are they going and what kind of guy are they? What is there is that they are often passenger trains, there are no freight trains, which is a shame, and then, often,

We have TGV. Most often, these are trains coming from Paris which go as far as Tarbes or from Tarbes to Paris, and we often also have pilgrim trains. The pilgrim trains which go to Lourdes and who come from almost all of France

And there generally well as they run on the double track manual block and well we open the Coarraze Nay station, even at night and we open also the Saint-Pé sur Bigorre station which is between Coarraze Nay and Lourdes, this way we can accommodate more trains

And what is there is that there are many more TGVs which can run at this time- there. But hey here is the Coarraze-Nay station, it is open in 2/8 that of Saint Pé, it is only open on request and what’s more, they are two different regions. Saint-Pé

Sur Bigorre is Occitanie and we are Aquitaine! So there, for example, I just had an announcement, it’s a track one announcement of a train coming from Coarraze-Nay. There, I have the announcement from Coarraze-Nay, the train in principle is

This one: the 872 – 71. It is a train which comes from Toulouse and which will end at track 5. He is going arrive on track one and it leaves in W. Well, then it changes… There, that’s good, but this one, I just got the announcement and generally

When we have the announcement, we draw up a route …So there you go, I’m going to do 103-121. So here, I just got an announcement, it’s train 867 – 234 which will arrive at platform track 2, in about 3/4 minutes. Precisely, in terms of trains, what do

You see there, what passes under your windows here, because you still have the chance to work in a position which still has a direct view of the track! So, yes, in addition, I have the Henry IV castle which is right in front of me which is

Rather pleasant but hey, they are hidden by the plane trees, but hey in winter, it’s rather nice… But anyway… I have a job where I’m alone, you have to enjoy working alone, it’s not easy at times. Sometimes there are days that are longer than others. It’s a job that requires a certain rigor

Because we have procedures to apply. You have to do this slowly, calmly, and not miss a step so that afterwards the train moves in complete safety. We could have talked about the operation of the station for a very long time, but the night which

Has now fallen marks the end of this day of immersion on the Pau-Oloron-Bedous line. Thank you to all the people I was able to meet on site and who did everything to facilitate this filming, as for you, I hope you appreciated this

Immersive reporting formula, tell me in the comments, tell me too what you experienced on this line if you happened to take it or if you are a regular user. If you work in a station or in a company that has a close relationship

With the railway world, do not hesitate to contact me as we do Vincent and others that you may have seen in this report or in previously broadcast videos on this channel, to ask me to come and spend a day immersed with you

And present your profession and the world in which you work, you can do so by simply sending me an email to infos@aiguillages.eu . And to see another report produced in immersion, I suggest you continue by watching this video produced on a ballast renewal site on the Paris-Lyon high-speed line.