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- Super High Speed Trains - TGV and AGV Welcome to the TGVs and AGV theme page! |  Created for 4rail.net by John McKey. Pictures by Pekka Siiskonen, Ilkka Siissalo, Sanna Siissalo, John McKey and Miroslav Broz.  Some of the newer additions:  Brand new TGV-POS's pose in Paris Gare du Nord for the camera. Almost brand new...the locomotives are new, while the coaches are from the TGV-Reséau sets. Single story trains of 320 km/h serve well the limited numbers of passengers between France and Germany. once the volumes pick up, it's almost guaranteed that the double decked coaches will be swapped to these units. Picture by Sanna Siissalo 2008.  A Thalys PBKA number 4243 boarding in Paris-GNO. As 40% more passengers are expected to travel the Thalyses within next 3 years, seventh daily return trip between Paris and Amsterdam were/will be added beginning March 2008. Picture by Sanna Siissalo 2008. | |
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| French High Speed Early History * TGV-PSE * TGV Atlantique * TMST Eurostars * TGV Réseau * Thalys PBA * TGV Duplex * Thalys PBKA * TGV IRIS * TGV Hybrid / TGV Réseau-Duplex * TGV Dasye * TGV-V150 * TGV POS * TGV Orders for SNCF * TGVs in Spain * Korea * Eurostars | |||
| Below TGVs are sorted in the order of appearance. Click any types picture to see more information or the larger version of the picture! Most of the subjects have a lot of extra information available by link. | |||
 | Early History of the French High Speed Like in most other countries, the French super high speed revolution was a result of decades of persistent work choosing between the alternatives and above all trying to find the needed monetary resources for the chosen technology. Among other alternatives, even the gas turbine prototype model of the "TGV" was tested. This was however quickly found as uneconomical in the post oil cirisis (1973) world, so the current energy source electricity was chosen.  Information on
French High Speed Lines...
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 | TGV-PSE (TGV Paris-Sud Est) The very first production type of the Alstom TGVs and the train that started the infamous TGV saga we know today. Originally the 92 units were painted bright orange / blue / red livery and were only painted current SNCF super high speed gray and blue around year 2000 when the units were refurbished. Most of the units will again be refurbished and rebuilt for another 15 years in daily service. Units built: 109, built in 1978 - 1985 Unit numbers: 01 - 102 (bivoltage), 110 - 118 (trivoltage) Maximum allowed speed: 300 km/h (186 mph) Electrical systems: All 25kV 50Hz and 1500V DC, a small group also 15 kV 16,7 Hz Usage: All around France, multicurrent models also in international journeys to Switzerland and Italy. Detailed
information on TGV-PSE type and units...
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 | TGV
La Poste (TGV PSE for French Postal Services)
La Poste was early in maximizing the speed of its services in the 1980s with 7 half TGV sets adapted to super high speed freight transport. Units built: 7 half units (locomotive with 4 cars) built in 1981 and 1984 Unit numbers: 951 - 957 Maximum allowed speed: 270 km/h (168 mph) Electrical systems: All 25kV 50Hz and 1500V DC Usage: In France. Use getting lesser. (However, there would be need for similar units on cargo carriers competing with postal services.) Detailed information on
TGV La Poste type and units... |
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 | TGV Atlantique The second generation of the TGV trains, TGV Atlantique, was designed shortly after the excellent experiences on the operations of the TGV-PSEs were available. The original operating area for these improved super high speed trains was the French new LGV Atlantique line between Paris, Le Mans and 2 short branches (south west of Paris) finished in 1989-1990. Units built: originally 95, 10 more added later, built in 1988 - 1991 Unit numbers: 301 - 405 Maximum allowed speed: 300 km/h (186 mph) Electrical systems: All 25kV 50Hz and 1500V DC Usage: Mainly lines Southwest of Paris France. Detailed information on
TGV-Atlantique type and units...
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 | TMST
Eurostars Eurostars are close relatives to the TGVs. While the building consortium was wider, the basic solutions ended up being very similar to the TGVs. The most important difference seem to be that while the TGVs typically have only 8 or 10 trailers, the Eurostar (double/operational) unit has 18 or 14 trailers. Reliability of the Eurostar unit is also lower than that of the TGV (93-96% vs. 99%). Units built: 31 18 trailer half sets and 14 14 car half set, 1992 - 1993 Unit numbers: 3201 - 3232 + 3999 PC, 3301 - 3314 Maximum allowed speed: 300 km/h (186 mph) Electrical systems: 750V DC (third rail), 1500V DC, 3000V DC, 25 kV 50 Hz Usage: General purpose super high speed train, the capital units are used especially for Channel Tunnel traffic. Detailed information on
Eurostars on their theme page... | ||
 | TGV Réseau TGV Réseau is the other second generation train set type. Externally similar to the Atlantique sets, the Réseaus have 8 intermediate trailers instead of the 10 on Atlantique. This makes Réseau sets "standard" TGV-length, 200 meters from one end to another, and allow the double set to use the French standard 400 meter platform length effectively. The Réseau units were also slightly improved from the Atlantique type by adding the seals against the pressure variations (just like airplanes, or newer locomotives). Units built: 90, 1993 - 1995 Unit numbers: 501 - 514, 534 - 553 Maximum allowed speed: 300 km/h (186 mph) > 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC, 40 units also 3000V DC, with either Belgian or Italian cab signalling. Usage: General purpose national and international type commonly seen on lines. Detailed information on
TGV-Réseau type and units...
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 | Thalys PBA (TGV Réseau for
Thalys) Thalys is a separate company co-owned by the SNCF (62%), Belgian SNCB (10%) and Deutsche Bahn (10%). Thalys owns 9 units of similar to TGV Réseau. The units are used to connect Brussels with Paris, Köln in Germany and Dutch capital Amsterdam. Even Marseille has been added to the destination chart. Units built: 10, 1996 Unit numbers: 4532 - 4540, 4501 transferred to SNCF in 2007 Maximum allowed speed: 300 km/h (186 mph) Electrical systems: All 25kV 50Hz and 1500V DC plus 3000V DC, with ATB (Dutch) cab signalling. Usage: international type commonly seen on lines norrth of Paris, occasionally elsewhere too. Detailed information on
TGV-Réseau type and units... |
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 | TGV Duplex (First Double
Decked TGV type) TGV Duplex is both the first 3rd generation TGV as well as the first double decked TGV type. The double decked construction was achieved without adding weight of the trailers! Units built: 89, 1996 - 2006 Unit numbers: 201 - 289 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC Cab signalling: TVM-430 plus KVB Usage: Very common TGV type inside France Detailed
information on TGV-Duplex type and units...
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| Thalys
PBKA (TGV Duplex engine and s story tr.
for Thalys) TGV Duplex generation units with single story trailers were also manufactured for Thalys to supplement the capacity of ten Thalys PBA (Réseau like units). These units are used mainly on the international traffic north of Paris. Units built: 17, 1996 - 1998 Unit numbers: 4301 - 4307 (SNCB), 4321 - 4322 (DB), 4331 - 4332 (NS), 4341 - 4346 (SNCF) Maximum allowed speed: 300 km/h (186 mph) Electrical systems: All 25kV 50Hz, 1500V DC, 3000V DC, 15kV 16,7 Hz Cab signalling: TVM-430, KVB, ATBL, LZB (depending on the use) ref_fast_tgvagv.html#tgvpos Usage: Common TGV type north of France Detailed information on
Thalys-PBKA type and units... |
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 | TGV
Dasye (TGV "Daisy") (Second Double Decked TGV type) TGV-Dasye fllows in the foot steps of the highly successfull TGV-Duplex. The locomotives of these 700-series TGVs have asynchronous (AC) traction and European standard trains control. Units built: 24 + 25 (about 25 delivered currently), 2007 - ?2011? Unit numbers: 701 - 749 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC Cab signalling: ETCS2 plus TVM-430 Usage: Same as on Duplexes, ETCS allows for wider European use like the Benelux and elsewhere electrical systems allowing. Detailed
information on TGV-Dasye type and units...
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 | TGV
Hybrid (Reseau Locomotives with Duplex Trailers) TGV Hybrid or TGV Réseau-Duplex is an interesting design of second generation locomotives and fourth generation coaches. In early 2000s traffic boomed and added capacity was needed FAST, resulting in switching trailers between the 19 Duplex trainsets and 19 Réseau sets. The result on a hybrid side is a very Duplex-like trainset with a broad blue band effectively disguising the forms of the Réseau locomotives at both ends. Units altered/built: 19, PCs 1992-1994, trailers 2005 - 2007 Unit numbers: 601 - 619 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC, with TVM430 cab signalling (for use in France). Usage: General purpose national type for higher capacity lines. Detailed information on
TGV-Hybrid type and units...
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 | TGV
Iris320 (TGV for super high speed metering) The unit 4530 of the TGV fleet was transformed into a moving super high speed lab in 2006. While moving with the flow of traffic, the trains state of art insturuments detect any wear, tear and other infra based risks. Also, its a base and super high speed moving hotel for its staff! Units built: 1, 2006 Unit numbers: ex. TGV Reséau 4530 > TGVR3846302 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz, 1500V DC, 3000V DC, 15kV 16,7 Hz Cab signalling: TVM-430, .... Usage: Metering in the whole of France railnetworks. Detailed information on
TGV-Iris unit... | ||
 | TGV
V150 (World Record Speed
Trainset) In 2007 a special TGV-V150 unit was built to hunt for the "conventional" trains world record. This new record of 574,8 km/h (357 mph) was achieved on April 3rd 2007 on French LGV-Est after several months of preparations and fine tuning. The V150 was built like a sportscar, every detail was tuned compared with the normal super high speed trains. The locomotives for the TGV-150 were later used for the PGV-POS units running between Paris France and the cities of Germany. Detailed information on
TGV-V150 unit... | ||
| TGV
POS (TGV Paris Ostfrankreich) The new fast TGV units connecting Paris with the "East", Eastern France and Germany are called TGV POS. These feature the new asynchronous power cars and trailers taken from the previous TGV Réseau units. Two of the power cars were also used fot the TGV-V150. Units built: 19, 2005 - 2007 Unit numbers: 4401 - 4419 Maximum allowed speed: 320 km/h (199 mph), some reports on 340 km/h Electrical systems: all 1500 V DC, 16,7 kV 16,7Hz and 25kV 50Hz Cab signalling: ETCS2 plus TVM-430 Usage: Mainly for traffic East of Paris. Detailed
information on TGV-POS type and units...
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 | TGVs
in order (yet to be named TGVs ...) To be delivered between 2011 - 2014 for international traffic: - 35 more new TGV units will be delivered to SNCF starting year 2011. There is also an option for 65 more units. - TGVs for export markets are also probable, as well as customers outside SNCF (the French National Railways). So far the great majority of the TGV trains have been delivered to SNCF and its parnetships: Thalys, Eurostar, Lyria. The current orders and rebuilding of the older units plus plans for the freight TGVs prove that there is still life cycle of the TGV type trains and through evolutionary steps like double decking, added power, possible distibuted power (in addition to the locomotives), higher operations speeds of up to 340 km/h (211 mph) and other innovations will keep the current fleet and the future trains in operation for several decades into future. | ||
| TGVs for the Export Markets | |||
 | TGVs
for Renfe / AVE100 The TGV Réseau has had some export market success, here the train type in slightly on the nose altered version as Spanish Railways Renfe class 100. Units built: 20, 200? - 200? Unit numbers: 01 - 15 - ?? Maximum allowed speed: 300 km/h (186 mph) Electrical systems: 3000 V DC and 25kV 50Hz Cab signalling: ERTMS, LZB, Asfa, TCS2 plus TVM-430 Usage: Mainly Madrid - Sevilla. Detailed
information on AVE100 type and units... | ||
 | TGVs
for Korail of South Korea / KTX1 / TGV-K Another TGV Réseau export success story is the KTX1 trainset. The numbers of the cars, 18 or 14 seems to resemble those of the Eurostar cousin. Units built: 46, 1997 - 2000 France, 2002 - 2008 Korea Unit numbers: 01 - 46 Maximum allowed speed: 300 km/h (186 mph) Electrical systems: 25kV 60Hz Cab signalling: Usage: South Korean high speed rail lines Detailed
information on KTX1 type and units... | ||
| TGVs
for Argentina Will be added here if the deal materializes. | |||
| Other TGVs for Export
Although the TGV has been very big successfull in France, the export success has been relatively limited. Even the companies that bought the TGV changed to either competing solutions or their own national designs for the following train types. This does not necessarily mean that trains would be poor, but that the competition might be offering better general terms than the French. | |||
Other
info to be added...
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| TGV's | |
| TGV-PSE (TGV Paris-Sud-Est) | |
  A great view to the structure of the articulated TGV trailers on this TGV Lyria's TGV-PSE unit number 47 at Bellegarde France. Notice the faded "TGV 25 Ans " (years) logo on the nose of the train. In France the super high speed period has lasted already for well over a quarter of a century! Picture by Ilkka Siissalo 2007. | The
first generation TGV-trains, the TGV Sud-est, were
painted attractive red
and orange for super high speed traffic, which started in
1981 between Paris and Lyon in France. After
decades of intense research many technical details were still
conservative on these production vehicles. I.e. traditional DC traction
motors were used and the suspension system was originally provided with
!springs! instead of pressurized air. The trains have served well and
were the important first step for the success of the TGV. The
TGV-PSE units were rebuilt
around year 2000 and
repainted to the current SNCF blue-silver-gray high speed colours.
Rebuilding also
meant
upgrading the speed to the 300
kph (from the original 270 kph)
for most units.
Being a great success as the production super high speed train almost
all of the TGV-PSE's are still in their original revenue earning use
around France and Switzerland.
Running the TGV-PSE in Switzerland: The swiss 15kV 16,66 Hz AC system can't provide enough power for the 1st generation TGV's electrical system to run at their maximum speed and thus the speed is reduced to around 200 km/h. As a careful observer, you may notice that this means the French older 1500V DC system is insufficiet for higher speeds needs as well. However, the 1500V in France is only used around bigger cities and traditional lines with no capability to super high speed (>275 km/h) operations. All the super high speed LGV's (Lignes ŕ Grande Vitesse) are equipped with the newer 25kV 50-60 Hz AC. |
| Notes:
Future -> New! The SNCF unweiled plans in march 2009 to rebuilding the complete line of 107 TGV-PSEs to match todays needs. No details on the program are published yet, but the price is estimated to be 150 million euros. SNCF expects the original TGV manufacturer Alstom, German super high speed manufacturer Siemens AG and the international railroad rolling stock manufacturer Bombardier among 2 others to take part in the competition for the deal. It would be easy to imagine that all the 214 locomotives, 1391 bogies, all the absolidated technology to be replaced or completely rebuilt while preserving the structure of the locomotives and trailers where possible. Top speed might be incresed to 320 km/h to match taht of the newer TGV units. The reason for the rebuilding program most likely is need for additional units (seems to be permanent state for SNCF due to strong demand of super high speed services) and the attractive price tag compared with the new unit acquisition. History -> La Poste (the French National Postal Services) has 2,5 TGV-PSE units for its express mail services. These units have not been cleared for 300km/h operations like the all the SNCF TGV-PSEs were after the refurbishing. More likely maximum speed for TGV La Poste is 270 km/h, still quite sufficient for the parcel and freight operations! -> All SNCF TGV-PSE's were refurbished around the year 2000. The infamous orange-white-blue livery was painted silver-gray and blue and interiors of the trailers were upgraded. The maximum speed was raised from 270 km/h to 300 km/h matching that of the newer Atlantique and Réseau units and the standard minimum speed for the French super high speed lines, the LGVs. -> Unit 16 set the 1981 speed record of 380 km/h. See our records page for details... -> TGV-PSE Unit 38 was converted to a third La Poste TGV set in 1994. (MB) -> TGV-PSE Unit 46 hit a truck with the huge concrete mixer stuck on the level crossing near the Swiss border late 2007. The train speed just before the accident was fortunately just 100 km/h (65 mph). Although the truck driver was killed (as the truck was torn apart), the engineer and some passengers injured were 'just' injured. The TGV unit 46 suffered major damage on its forward locomotive and the whole unit derailed. As with previous derailments, the TGV safety features prevented any major accident from happening (the trains stayed aligned in spite of derailment and the locomotives collision structure protected the engineer). At first it was thought that SNCF could borrow the locomotive from La Poste's half unit to get the unit running again, but later it was reported that the unit 46 was towed very slowly for repairs or storage. One of the alternatives is that this would be the first cargo TGV-unit or the third La Poste unit, as it is unsure whether repairs will cost so much (TGV-PSE's are at the end of their lifecycle just 10-15 years remaining in active duty) that it would be wiser to order new TGV-Dasy or AGV unit instead. March 2009 SNCF unweiled plans to repair this unit as well as a part of the TGV-PSE rebuilding program. -> TGV-PSE unit 70 hit a special road transport of 80 tons at the level corossing in Voiron and was severely damaged in 1988. The engineer and one passenger died as a result. Power car and 3 trailers were destroyed and the rest of the train was used as a spare. (MB) -> TGV-PSE unit 88 was used for TGV-Atlantique testing and renumbered as unit 118. -> TGV-PSE unit 101 was for years (from 1997 to 2000) used as a test lab for the tilting technology as a TGV P-01. After the extensive tests were completed in the middle of the year 2000 the unit 101 was returned back to normal service without the tilting capacity. Tilting tests were started with Fiat Ferroviaria tilting mechanics but later replaced by (the French said more robust, advanced and cheaper) Alstoms own tilting technology. Interestingly this technology is said to be used in the most recent Pendolino units. This would be logical, since the Alstom acquired Fiat Ferroviaria years ago. The tilting technology was most likely used on the Amtrak Acela tilting TGV like units in the Northeastern U.S.A. from 2004. -> TGV-PSE units 112 and 114 are in Swiss SBB/CFF ownership. -> It's probable that the future of the TGV-PSE units is in the "quieter" routes to give room to more spacious double decked TGV-Duplex, TGV-Hybrid and TGV-Dasy units. Or some of the unit might be adapted to fast freight use if the market for that is found "interesting". The TGV Manufacturer Alstom has had plans for the super fast freight units for decades. -> The TGV units (mostly TGV-PSE) trafficing to Switzerland from France are called with the brand name "TGV Lyria". The TGV Lyria stop in Switzerland at: Basel, Zurich, Sargans, Landquart, Chur, Pontarlier, Neuchatel, Bern, Vallorbe, Lausanne, Montreaux, Aigle, Martigny, Sion, Siders, Leuk, Visp, Brig and Geneva (end 2008 information from TGV Lyria).  To the top of the page
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 Snails
on rail? Turn your head or see the next picture...
|  ...and the snail logo turned around! |  One of the over hundred unit herd of the
TGV-PSEs.
|  The
newer meets the old, the age of the original TGV design shows well in
this picture. The TGV Duplex on the left unit number 208 and a TGV-PSE
on the right. |
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 | The TGV-PSE unit
117, here seen in Zurich Switzerland is built with trivoltage
electricity systems (25kV 50-60 Hz AC + 1500V DC + 15kV 16,66 Hz
AC) to enable it to reach both France and Switzerland. In
Europe there is no such thing as a common electrical system although
for the newer implementions of the 25kV 50 Hz AC seems to be popular.
Picture by Ilkka Siissalo. |  | In the picture on the left the TGV Paris Sud-Est unit 95 seen at Gare du Nord in Summer 2009. Picture by Robert Forsstrom. |
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| TGV-Atlantique / TGV-A | |
 TGV-Atlantique set number 354. Externally similar to TGV-Réseau sets, Atlantiques have 10 trailers instead of the usual 8. | The
second generation of the TGV trains, TGV Atlantique, was designed
shortly after the excellent experiences on the operations of the
TGV-PSEs were available. The original operating area for these
improved super high speed trains was the French new LGV
Atlantique line between Paris, Le Mans and 2 short branches (south west
of Paris) finished in 1989-1990. -> Axle weight max: 17 tons
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| Notes: -> The TGV Atlantique have been in the internal trailer renovation program since 2006 after almost 20 years of revenue use. -> Unit 325 set the new high speed trains speed record of 515,3 km/h in 1990. See our records page for details... -> Trailer 1 has the accessible space for wheel chair plus a larger bathroom. -> Trailer 10 has a compartment for 17 children. |
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| TGV-Réseau / TGV-R + Thalys PBA | |
 The SNCF TGV-Reséau set 552 in Paris right next to its 'competitor' the Deutsche Bahn ICE3. Picture by Sanna Siissalo 2008.  Thalys PBA (TGV Reséau series) unit number 4531 (the first Thalys delivered) behind sports the attractive red and silver sceme of the trainset between Paris, Belgium, Luxembourg and parts of Germany. Thalys is a joint venture of the national railroad passenger operators north of Paris. All the Thalys PBA units are currently being refurbished and come out with a stylish new looks. The reddish color schemes outside and inside are preserved. In the front the Thalys PBKA, which has a TGV Duplex like locomotives coupled to single story trailers. Picture by John McKey 2004. | TGV
Réseau is the other second generation TGV train set type. Externally
similar to the Atlantique sets, the Réseaus have 8 intermediate
trailers instead of the 10 on Atlantique. This makes Réseau sets
"standard" TGV-length, 200 meters from one end to another, and allows
the double sets to use the French standard 400 meter platform length
effectively. The Réseau units were also slightly improved
from the Atlantique type by adding the seals against the pressure
variations (just like airplanes, or newer locomotives).
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| Notes:
SNCF: -> operational speed was raised from 300 km/h to 320 km/h in 2007 to enable running in LGV-Est as well. Thalys: -> All the Thalys PBA units are being rebuilt during the years 2009 - 2010. The first refurbished unit was seen operating in March 2009. The red and silver paint sceme has been preserved on the refurbished units. plus the locomotives now have a huge "phoenix bird" figure covering much of the sides. |
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 The
general use TGV Reseau sets number 508 and 509 coupled together at
their terminal Gare du Nord. Picture by John McKey 2004.
|  Thalys PBA number 4536, a 'disquised' trivoltage TGV-Réseau set stopping in the night of the Brussels Midi. | ||
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| TGV-Hybrid / TGV-Réseau-Duplex | |
The SNCF TGV-Hybrids have similar locomotives to the TGV-Réseau set 552 in Paris Gare du Nord. Picture by Sanna Siissalo 2008. | TGV-Hybrid
is a TGV unit with the TGV-Réseau locomotives with the new TGV-duplex
type double decked coaches. 19 units were built/converted from year
2007 to 2008. While the train has an easily distinguishable Réseau
locomotive at both ends, these are disguised by the Duplex like broad
blue band on the locomotive.
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| TGV-Duplex | |
  If the previous train set was named TGV Duplex with the double decked coaching, this Thalys PBKA train with similar locomotives and simple traditional single story trailers could maybe be named "TGV Simplex"? Picture above of Thalys PBKA number 4343 by Sanna Siissalo and Picture below of Thalys PBKA number 4307 by John Mckey. Both Pictures at Paris Gare du Nord.
| The
third generation of the TGV trains, the Duplex was developed
to
add extra capacity on the lines, which will be saturated by traffic in
the coming years. These lines include the original PSE line (LGV
Paris-Sud Est) and the line north of Paris. The Duplex has a new power
car design, double decked coaches and numerous improvements to the
earlier designs. The Duplex is easily distinguishable from the older TGV's by it's locomotives streamlined design and double decked coaches. The number of double decked units is ever increasing with tens of more unit in order for the SNCF. The newest locomotives for TGV-POS have very similar design, but look different due to their "updated" paint scemes (to accommodate these with the Reséau trailers). Technical details -> Delivered to use: SNCF: 1995 - present (1st batch 1995-98, 2001-2004 2nd, 3rd and 4th batches, 2004-2006 5th batch, Duplex "Dasy" 2007-2009) Thalys PBKA: 1996 - 1998. -> Number of units: 89 -> Configuration: Power Car + 8 double decked trailers + PC -> Capacity: 545 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France and Switzerland -> Unit length: 200,2 meters -> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): 31,04 -> ??? bicurrent versions: 25kV 50 - 60 Hz AC, 1500V DC -> ?? tricurrent versions: 25kV 50 - 60 Hz AC, 1500V DC, 15kV 16,66 Hz AC -> Operational max. speed: 300 - 320 km/h -> Mass, metric tons: 380t net / 424 t gross -> Power car wheel diameter: 920 mm -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau and TGV-Duplex sets in multiple -> Duplexes are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: 17 tons Easy recognition
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| TGV-Dasy (TGV-"Daisy") | |
 The TGV-Duplex units are painted the same way as the Dasy's and look externally at first glance the same. Picture by John McKey 2002.  | The name
TGV-"Dasy"/TGV-"Daisy" stands for
the "Duplex Asynchronous". Once top of the line, the double
decked TGV's, newer
and slightly more powerful TGV-Dasy units are rolling out of the
assembly line at Alstom for the French National Railways SNCF. As
asynchronous traction motors require less maintenance and are more
powerful on the higher speed than their DC counterparts, the order for
this evolutionary model a logical move from the SNCF. Less maintenance
translates to greater return for the investment for the owner. Unlike
AGV's TGV-Dasy units use the tried traditional TGV design, which has
proved to be both reliable and safe with millions of kilometers
travelled since it's introduction in the early 1980's. Double decked
Dasys are intended to add capacity to lines, which are
already crowded. This will postpone the needed infrastructure
investments along these lines. Technical details -> Delivered to use: 2007 - present -> Number of units: 24 (200?) -> Configuration: Power Car (AC) + 8 double decked trailers + PC (AC) -> Capacity: 512 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France -> Unit length: 200 meters -> Unit power: 9280 kW ( Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): -> 24 bicurrent versions: 25kV 50-60 Hz AC, 1500V DC -> Operational max. speed: 320 km/h -> Mass, metric tons: t net / t gross -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau, TGV-Dasy, TGV-POS and TGV-Duplex sets in multiple -> Dasys are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: tons Easy recognition
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| TGV-POS | |
 The brand new TGV-POS units number 4407 and 4419 pose the camera in Paris Gare de l'Est. Picture above by Sanna Siissalo 2008.  TGV-POS units in between their assignments at Gare de
l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom 2009.
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The
TGV-POS was a necessary addition and the next step forward in the
development of these highly successful super high speed
TGV-series. The POS version added among other things an
improved
AC traction motors and the maximum normal operational speed was now
raised to 320 km/h on the LGV towards the Germany. Technical details to be added, the ones below are mainly from the older TGV-Duplex. While many details have remained the same, there are differences as well. -> Delivered to use: 2007 - present (1st batch 1995-98, 2001-2004 2nd, 3rd and 4th batches, 2004-2006 5th batch, Duplex "Dasy" 2007-2009) -> Number of units: 19 (in order 200?) -> Configuration: Power Car + 8 double decked trailers + PC -> Capacity: 545 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France and Switzerland -> Unit length: 200,2 meters -> Unit power: 9280 kW (____ Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): 31,04 -> ??? bicurrent versions: 25kV 50-60 Hz AC, 1500V DC -> ?? tricurrent versions: 25kV 50-60 Hz AC, 1500V DC, 15kV 16,66 Hz AC -> Operational max. speed: 300-320 km/h -> Mass, metric tons: 380t net / 424 t gross -> Power car wheel diameter: 920 mm -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau and TGV-Duplex sets in multiple -> Duplexes are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: 17 tons Easy recognition
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| TGVs in order | |
The brand new TGV-POS units number 4407 and 4419 pose the camera in Paris Gare de l'Est. Picture above by Sanna Siissalo 2008. TGV-POS units in between their assignments at Gare de l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom 2009. |
To be continued
soon...he
TGV-POS was a necessary addition and the next step forward in the
development of these highly successful super high speed
TGV-series. The POS version added among other things an
improved
AC traction motors and the maximum normal operational speed was now
raised to 320 km/h on the LGV towards the Germany. Technical details to be added, the ones below are mainly from the older TGV-Duplex. While many details have remained the same, there are differences as well. -> Delivered to use: 2007 - present (1st batch 1995-98, 2001-2004 2nd, 3rd and 4th batches, 2004-2006 5th batch, Duplex "Dasy" 2007-2009) -> Number of units: 19 (in order 200?) -> Configuration: Power Car + 8 double decked trailers + PC -> Capacity: 545 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France and Switzerland -> Unit length: 200,2 meters -> Unit power: 9280 kW (____ Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): 31,04 -> ??? bicurrent versions: 25kV 50-60 Hz AC, 1500V DC -> ?? tricurrent versions: 25kV 50-60 Hz AC, 1500V DC, 15kV 16,66 Hz AC -> Operational max. speed: 300-320 km/h -> Mass, metric tons: 380t net / 424 t gross -> Power car wheel diameter: 920 mm -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau and TGV-Duplex sets in multiple -> Duplexes are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: 17 tons Easy recognition
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| AGV - Automotrice a Grande Vitesse | |
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The AGV
Special Page... The AGV is the newest super high speed development model by the TGV builder Alstom. The train itself looks very much like the 10 year old ICE3 / Velaro and the idealogy behind it would appear to be at first look the same: saving the space of a locomotive (which is at the both ends of the TGV train) adds up revenue seats by almost a hundred! A notice the train operators can't ignore. However, the double decked TGV duplex is as well quite efficient revenue magnet, wioth proven technology the AGV can not provide for a few years. So maybe the real reason to design the AGV was after all the need to compete with now relatively successfull Velaro family of Siemens (which has claimed both Spanish and Russian markets plus some 60 unit built in for the Chinese super high speed networks). The AGV is actually slightly more advanced than the Velaro: The AGV has articulated bogies, a feature which both adds to the lightness of the design and makes the structure safer. TGVs articulated structure is notorious for its good behavior when accidents (very rarely) occur. While nonarticulated structure structure might zip zag in case of an accident, the articulated cars are said to stay well lined up even off rails. The AGVs maximum speed is 360 km/h, the same as Velaro family today. Alstom has also announced the lead customer for the new train design: NTV (Nuovo Trasporto Viaggiatori) has ordered 25 (+10 options) AGVs to be delivered from the year 2010 onwards. NTV AGVs will be taken into use in the Italian growing super high speed network. In the near future, Italy will also be connected through Switzerlands mountain high speed tunnels with the super fast networks of the France, Germany and a little further to the Netherlands, Belgium, Luxembourg, Great Britain and even Spain, a truly international European network of super high speed lines! Technical details -> Delivered to use: NTV: 2010 - -> Number of units: (25 (+10 options)), to be serviced by Alstom for 30 years. -> Configuration: flexible, 7 - 14 cars, the AGV design basic unit has 3 units + 4 bogies, and these can be coupled together with intermediate car. The configurations thus are: 7 units (3+i+3), 11 units (3+i+3+i+3) and interestingly 14 units (3+1+6+i+3). -> Capacity: 300 - 700 passengers depending on the configuration -> (to be) Owned and operated by: NTV (Nuovo Trasporto Viaggiatori, Italy) 11 car versions. SNCF, Renfe and Eurostar likely to follow soon. -> Possible operations area: most of European super high speed network: ie. Belgium, France, Germany, Italy, Luxembourg, Switzerland, Spain, United Kingdom, the Netherlands, ... -> Unit length: 130 - 250 meters -> Unit power: 6000 - 12000 kW ( Hp) depending on the unit length -> Power to weight ratio : 22,6 kW/ton ( Hp) -> quad current version: 25kV 50 Hz, 15kV 16,66 Hz, 3000V DC, 1500V DC -> Bogie motor type: permanent magnet motors with power feed back capability (new motor type to be used). Each 3 car unit has outermost bogies powered. -> IGBT traction converters next to the powered bogies. -> Operational max. speed: 360 km/h (7 unit sets 300 km/h due to the TSI braking rules) -> Mass, metric tons: 270 - 510 metric tons net -> Power car wheel diameter: mm -> Trailer lenght: 17,1 m (TGV 's 18.7 m) -> Trailer width: 3,0 meters (TGV's 2,9 m) -> train control: ERTMS to run on all major European lines -> Coupler type: to be added -> Track axle weight max: 17 tons Easy recognition
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| NTV
AGV specifics: 25 firm orders for period starting in 2010, + 10
options. These units are 11 module versions, and will include the
contract for Alstom for 30 year servicing for the trains.
According to sources at TR Europe the coaches will be painted
(surprisingly) "Ferrari red". The trains will have two classes, with
the "top class" with reclinig leather seats, TV-screens and internet
access, stereo and minibar. Sounds like these trains will have similar
services that the airliners first class might have today. AGV versus TGV (single story versions) - AGV provides +20% passenger space / unit - Use of permanent magnet motors on AGV means lighter weight, and less energy consuption, less noise and vibration inside, less maintenance. - the double decked version of the AGV is to follow according to Francois Lacote, the director of the project. This will add capacity so that the AGV will be able to match the capacity transported by the double decked TGV's (TGV-Duplex, TGV-Hybrid and TGV-Dasy units). History of the AGV development See the special AGV Theme Page... |
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| Other
interesting pages in this category on
4rail.net: Super
Fast Trains Main Page Updated
Super
High Speed Trains News NEW!
Super
High Speed Trains
records Page NEW!
TGV
& AGV page Recently Updated
Eurostars Updated
AGV Page NEW Intercity
Express - ICE and Velaro Page Updated
Shinkansen
picture & fact page NEW
Watching Super Fast Train at Paris Gare du
Nord NEW! The
SNCF TGV Roster Page NEW Pendolino
special page Updated
Cisalpino
(ETR470 Pendolino) story by Ilkka
Siissalo in the Swiss section! NEW
Sokol from
Russia Updated
High
Speed in
Russia NEW!
Super
High Speed Efforts in
the U.S. NEW!
Super
High Speed in
China NEW!
Maglev
technology Page - levitation on the rail NEW Super High Speed Lines and Corridors... Updated |
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