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 4rail.net - Super High Speed Trains - TGV and AGV 
Welcome to the TGV's and AGV theme page! 


A newer TGV Page with the very latest information exists, so why not follow this link there?


  

Created for 4rail.net by John McKey. Pictures by Pekka Siiskonen, Ilkka Siissalo, Sanna Siissalo, John McKey and Miroslav Broz.


 Also on High Speed  

Super High Speed News provides you the newest happenings and trends in the super fast railroading. 
     

A TGV and AGV Theme Page provides information on these most succesfull super high speed trains.
   
 
 
See the Velaro & ICE 1,2,3 Page for these Siemens prides!


The Virgin Trains Pendolino class 390 is one of the many pendolinos found on the 4rail.net Pendolino page.  
   

It all started from Japan in 1964 with the first bullet train. See what the latest Shinkansens have to offer for the world! 
   

The Eurostars use the Channel Tunnel connect the U.K. to the mainland Europe. 
 

The Chinese CHR program is the most advanced  in the world and China will be the world leader in super high speed trains usage in just a few years.


One of the always popular trains is the Russian super high speed test train Sokol. While Sokol was a product in the wrong time period, the Russia today has an impressive high speed program starting.


Maglev of Germany and China starts the new generation of floating on the rail, the new comfort level of travelling!   



French High Speed Early HistoryTGV-PSE * TGV Atlantique * TMST EurostarsTGV Réseau * Thalys PBA * TGV Duplex * Thalys PBKA * TGV IRISTGV Hybrid / TGV Réseau-Duplex * TGV Dasye * TGV-V150TGV POS * TGV-2N2 * TGV Orders for SNCF * TGVs in Spain * Korea * Eurostars    
Below the existing over 650 TGV units 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.  

 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 for the Train à Grande Vitesse, even the gas turbine prototype  under "TGV-001" was tested. This approach was however quickly found as uneconomical in the post oil cirisis (1973) world, so the current energy source electricity was chosen. Most other modules remained original, including the looks of the first TGV units, aerodynamic slightly airplane style designed by Jack Cooper.         

   Information on French High Speed Lines... 

 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... 
 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... 
 TGV Atlantique / TGV-A  
The second generation of the TGV trains, TGV Atlantique, was designed shortly after the excellent experiences on the operations of the TGV-PSE's 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...  
Eurostar Capitals units 3214 and 3215 at St Pacras in London 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-R    
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...    
 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...  
  
 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...  
  

 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...  
 TGV Dasye (TGV "Daisy") (Second Double Decked TGV type)    
TGV-Dasye follows 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 35 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, ETCS2 allows for wider European use like the Benelux and elsewhere electrical systems allowing.    
   
   Detailed information on TGV-Dasye type and units...   
SNCF TGV-ReséauDuplex unit 619 near Nissan oppidum, French southern landscape TGV Hybrid (Reseau Locos with Duplex Trailers)/TGV ReséauDuplex  
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...    
TGV Iris320 high speed metering and monitoring trains for France TGV Iris320 (TGV for super high speed metering)      
The unit 4530 of the TGV Réseau 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's railnetworks.   
   
   Detailed informa#tgv-v150-2tion on TGV-Iris unit...  
TGV-V150 in Paris celebrating the new world record 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 for 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... 
SNCF TGV-Duplex on the curve in Nissan, French southern landscape TGV 2N2  
The newest development of the TGV focuses primarily on the international traffic. 30 units will equipped for destinatrions in Germany, Switzerland and Luxembourg, while another 25 units will be built for use in France only. These trains are  evolution units of the TGV-Dasye
   
Units built: 55, 2010 - 2014     
Unit numbers: 4701 - 4755       
Maximum initial allowed speed: 320 km/h (199 mph)   
Electrical systems: 1500 V DC, 25kV 50Hz and 15 KV 16,7 Hz   
Cab signalling: ? ERTMS, plus TVM-430 ?   
Usage: Mainly France to German destinations. 

   Detailed information on TGV-2N2 type and units... 
 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 mean that trains would be poor, but that the competition might be offering better general terms than the French.  
     
     
   


 Other info to be added...    
   AGV-add-on-bogies to doubled Duplex-units    
   Early AGV Designs...         
   AGV - Automotrice a Grande Vitesse     

   Tilting TGV Experiment of the 1990's   

   
     
     
     
 TGV-Train Units    
 TGV-PSE - TGV Paris-Sud-Est  
   


The TGV-PSEs units 96 and 17 here seen at Gare du Nord in Paris France behind their newer cousing Thalys PBKA unit 4306. Picture by Sanna Siissalo 2008.


A great view to the structure of the articulated TGV trailers on this TGV Lyria's (TGV's for traffic between Switzerland and France) 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.
     
  
TGV-PSE at the Paris Gare de Lyon in 2002.
   
TGV PSE unit 95 Paris Gare du Nord
TGV-PSE unit 95 at Paris Gare dy Nord in summer 2009. Picture by Robert Forsstrom.
    
 
TGV PSE double unit on line in it's original colors
An SNCF TGV-PSE double unit in it's original colors  somewhere in France. 
The 109 built TGV-PSE (Paris-Sud-Est = Paris to South East) units were the very first production type of the Alstom TGVs. They were also the train that started the infamous TGV saga we know today. The 92 units of the initial order were originally painted bright orange / blue / red livery and were only painted to current SNCF super high speed gray and blue around year 2000 when the units were refurbished. Most of these units will soon again be refurbished and rebuilt for another 15 years in daily service. The TGV-PSE truly is a proof of concept that these trains are both durable and safe!   


Picture: An orange-blue-white colored double TGC-PSE unit on line in 1987. Picture by Pekka Siiskonen 1987. 
       
     
 TGV-PSE Usage
The first generation TGV-trains were first used for super high speed traffic from 1981 between Paris and Lyon in France. While the super high speed line was built between these two major French cities, the trains routes radiated much further. The travel time between Paris and Lyon was slashed from 6 hours to 2 hours so all the routes that could use TGV and this first high speed line benefited from the novelty.
 
Nowadays the TGV-PSE units can be found most anywhere on the French networks and some Swiss destinations.
     
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 à Grande Vitesse) are equipped with the newer 25kV 50-60 Hz AC.  
   
   
 TGV-PSE Technology      
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 for passenger trailers was originally provided with !springs! instead of the later used pressurized air. Tried and traditional was also the choise to use locomotive at both ends of thew train instead of the Shinkansen style power distribution.  Partly this was probabaly made on safety concerns, the TGV's  have proven to be the safest high speed trains. While the heavy locomotives plow anything away from the rails if necessary, the articulated articulated trailers structure prevent the train from zigzagigging which would always be fatal to the passengers.   
     
The trains have served well and were the needed important first step for the success of the TGV type trains. 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 km/h / 186 mph (from the original 270 km/h / 168 mph) for most units after the TVM430 train control system was added. 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.
     
Technical details for TGV-PSE
-> Delivered to use: April 1978 - 1985     
-> Units 01- 102 are bivoltage: 25kV 50 Hz + 1500V DC
-> Units 110-118 are trivoltage:
25kV 50 Hz + 15kV 16,7 Hz AC
     + 1500V DC

-> Number of units: 109 units unlike the numbers which
      would suggest 111 units, more info below on notes
 
      plus 2,5 La Poste TGV-PSE units
-> Most units have gone throught Renovation 1 and 2, where the trains were rebuilt to  almost new condition 
   
-> Configuration: Power car (Bo'Bo') + Powered trailer + 6 trailers + Powered trailer + Power car (Bo'Bo')  
      After Renovation 2: power Car + powered trailer 1st class (32) + trailer 1st class (38) + trailer 2nd class (52) + trailer restaurant (16) + trailer 2nd class (52) + trailer 2nd class (52) + trailer 2nd class (52) + powered trailer 2nd class (52) + power car   
-> Capacity: 350 (Rn1)/345 (Rn2) passengers in two class configuration 
      Renovation 1: 110 1st class and 240 2nd class passengers 
      Renovation 2: 69 1st class and 276 2nd class passengers
-> ventilation and climate control 
-> Operated by SNCF, SBB/CFF, La Poste (French Postal Services),
-> operations area: Around the high speed and traditional networks inside France and the tricurrent versions also in Switzerland, some used for journeys to Italy as well.
  
-> Operational max. speed: originally 270 km/h, now 300 km/h on units equipped with TVM430 train control system
-> Unit length: 200,2 meters
-> Unit power: 6450 kW (8646 Hp), 6 powered bogies (12 axles)
     on 25kV: 6450 kW
(8646 Hp)
     on 1500V: 3100 kW (4215 Hp) 
     on 15kV: 2800 kW (3807 Hp)
     
-> Power to weight ratio (Hp): 22,46 / 16,7 W/kg
     
-> Train control system: most units upgraded to TVM 430, some left with TVM 300 
-> Mass, metric tons: bicurrent 385 t / 418 t gross, tricurrent 390 t / ?
-> Wheel diameter: 920 mm
-> Axle weight 17 tons   
   
-> Scharffenberg automatic couplers behind the nose cone doors
     
   
Easy recognition guide
   
>  blue and gray, (postal services unit(s) yellow),
> more boxy look than on the Reseau/Atlantique models otherwise quite similar.
> Above the driver roof and the body of the locomotive there is an easily noticeable step. This can not be found otherwise at first look similar TGV-A.  
> The first bogies of the coaches are powered (unlike in the following evolution versions).
   
     
Notes on TGV-Paris Sud-Est trains    

Unit incidents, happenings and changes
-> TGV-PSE Unit 16 set the 1981 speed record of 380 km/h and has a plate commemorating this. See our High Speed Records Page for details... 
-> TGV-PSE Unit 38 was converted to a third La Poste TGV set in 1993/1994/1995 (depending on the source of the information ;) forming 2 half units. (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 were 'just' injured in a huge collision. 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 train 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 vacant 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 with just 10-15 years remaining in active duty) that it would be wiser to order new TGV-Dasy, AGV or similar unit instead. March 2009 SNCF unweiled plans to repair this unit too as a part of the TGV-PSE rebuilding program.
-> TGV-PSE Unit 60 was involved in the accident in Dijon at the end of year 2006.
-> 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 (only casulties in the era of the TGVs). 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 later renumbered as TGV-PSE Unit 118 (so the number 88 is missing from the roster). 
-> TGV-PSE Unit 99 newer existed!
-> 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 also to be used in the most recent Pendolino units. Alstom also acquired Fiat Ferroviaria years ago so some of the issues might be solved that way now. The tested tilting technology was most likely used first time 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 since 1993 and 2005 as a part of TGV-Lyria fleet. 
     
   
Future 

-> The SNCF unweiled plans in march 2009 to rebuild the complete line of 107 TGV-PSEs to match todays needs. No details on the program are published so far, 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 large 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 obsolidated 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 ofr higher to match that 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. Maximum speed for TGV La Poste is 270 km/h, still quite sufficient for the parcel and freight operations and suitable for beating the airlines in the distances of under 1000 kilometers!  
-> All SNCF TGV-PSE's were refurbished around the year 2000. The infamous orange-white-blue livery was painted silver-gray-blue and interiors of the trailers were upgraded. Also some standardization on the seating scemes were made. 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.
-> It's probable that the future of the TGV-PSE units is in the "quieter" routes and new markets 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). Some of the Lyria TGV units are owned by the Swiss SBB/CFF. 
   
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Snails on rail 2
Snails on rail? Turn your head or see the next picture...
TVG, not snail...
  ...and the snail logo turned around! 
TGV-PSE Paris Gare de Lyon
One of the over hundred unit herd of the TGV-PSEs.    
The older TGV and the TGV new meet
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.    

TGV-PSE in its original attractive orange-blue-white  livery. Picture in Lyon France by Pekka Siiskonen 1983. 

A pair of TGV-PSE units dashing on the LGV high speed line between Paris and Lyon in 1987. Picture by Pekka Siiskonen. 

The panning of the camera shows an interesting view on the automatic couplers of the orange colored TGV-PSE units. Picture by Pekka Siiskonen.  

Inside the second class of the brand new TGV-PSE trailer. Looks quite aschetic compared to todays interiors. Picture by Pekka Siiskonen 1983.  

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 highly popular. Picture by Ilkka Siissalo.
TGV PSE unit 95 Paris Gare du NordIn the picture on the left the TGV Paris Sud-Est unit 95 seen at Gare du Nord in Summer 2009. Notice the newer reddish SNCF logo on the locomotive nose. Picture by Robert Forsstrom. 
SNCF TGV-PSE unit 84 in Lille, FranceSNCF TGV-PSE unit 80 articulated trailer seam in Lille, FranceSNCF TGV-PSE unit 80 bar trailer seam in Lille, FranceSNCF TGV-PSE unit 80 in Lille, France
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 TGV-LaPoste    
   
TGV - La Poste unit seen over the fields in France
TGV La Poste, the postal services owned parcel TGV, seen here over the fieds in the rural area. This is the unit 956/957 converted from the TGV-PSE unit 38 so it does not show the splittable 2 half sets, but an all articulated trailers. The normal freight route is from Paris to Macôn and Cavaillon. Picture by mecdepaname7575 under Creative Commons.  

This kind of cargo super high speed train has been studied several times by the big high speed players SNCF, DB and others in Europe. The trains could transport more efficiently and just as fast at the core Central Europe any goods, that are time sensitive, like parcels, vegetables and other perishables. On this kind of train it would take just one day to get frest tomatoes and lettice from Spanish sun to the Scandinavian winter!  
      
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.   
   
Technical details for TGV La Poste
-> Builder: Alstom  
-> Owned and operated by La Poste (The French National
       Postal Services)
   
-> Delivered to use: April 1988 - 1991  
-> Number of units: 5 half units (locomotive with 4 cars) built in
      1981 and 1984, plus one whole unit    
-> Unit numbers: 951 - 955 for half units, 956/957 for the whole unit 
-> Configuration:
       951 - 956: 
Power Car (Bo-Bo) + 4 trailers (the one at the loco 
         end has a powered bogie)

       956/957: Power Car (Bo-Bo) + 8 trailers (the locomotive
       end ones powered) + PC (Bo-Bo)

-> Capacity: cargo only  
-> Usage: In France. Use getting lesser. (However, there would
       be need for similar units on cargo carriers competing
       with postal services.)

     
-> Unit length: 237,5 meters
-> Mass, metric tons:    
-> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives
-> Maximum allowed speed: 270 km/h (168 mph)  
-> Electrical systems: 25kV 50Hz and 1500V DC  
-> Train control: TVM 300, ?TVM430?   
-> Coupler type: Scharfenberg for theoretically coupling with
      TGV-Atlantique, TGV-Réseau, TGV-Duplex, TGV-Hybrid
      and TGV-Dasy sets in multiple
   
 
Easy recognition guide

    * Yellow and gray papearance with large La Poste signs
         on sides and logo on the fronts  
    * Otherwise a typical TGV-PSE form  
      
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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.
      
   
TGV Atlantique near Bordeaux
An SNCF TGV-Atlantique double set near Bordeaux in France. Notice the beautiful catenary poles typical to some areas in the Southern France. Occasionally, you can even find birds nesting at the top of the poles, what a proof that the railroads are interesting!
     
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 and still mostly is the French new LGV Atlantique line between Paris, Le Mans and 2 short branches (south west of Paris) finished in 1989-1990.
 
The design is more aerodynamical than its predecessor, suspension was provided with air (SR 10 suspension) and traction motor type was now 3 phase AC (alternating current) synchronous to provide more power and reduce time spent in the maintenance. The power to the track to move the train was now delivered by the locomotives only (TGV-PSE has two powered trailer cars) totalling 8800kW (2x4400kW) and the number of trailers was increased from the traditional 8 to 10 since the original operations area was "relatively flat" unlike the first line LGV Sud-Est between Paris and Lyon which has 3,5% gradients! Operational speed ot the TGV Atlantique was now higher 300 km/h (186 mph) from the beginning. The paint was redesigned as well and was for the first time the famous silver and blue TGV style that we know today. The two first units wore for a test period Shinkansen like white-blue paint.
  
Technical details for TGV Atlantique 
-> Builder: Alstom/GEC 
-> Owned and operated by SNCF (The French National Railways)
-> Delivered to use: April 1988 - 1992  
-> Number of units built: 105, originally ordered 95,
      later added 10 more
-> Units in operation: 105
-> Unit numbers 301- 405

-> Configuration: Power Car (Bo'Bo') + 10 articulated trailers +
       PC (Bo'Bo')

-> Capacity: 458 passengers (485 before refurbishment) in
      two class configuration
      1st class: 104 (was 116+11)
      2nd class: 354 (was 369+26)
-> operations area: All around the high speed and
      traditional networks in France, mostly southwest of Paris,
      departures from Gare Montparnasse

   
-> Unit length: 237,5 meters (780 feet) 
-> Unit width 2,9 m (9,5 ft)
-> Unit power: 8800 kW (11796 Hp), 4 powered bogies on
      both  locomotives, sycnhronous 3 phase motors  
      on 25kV: 8800 kW
(11796 Hp)
      on 1500V: 3600 kW (4895 Hp)
-> Power to weight ratio (Hp): 26,56  (19,8 W/kg)
-> 105 bicurrent versions: 25kV 50-60 Hz AC + 1500V DC
-> Operational max. speed: 300 km/h
     
-> Train control: units 301-385 TVM 300, 386-405 newer TVM 430
      (TVM = Transmission Voie(track)-Machine(locomotive))
-> Mass, metric tons: 444t net / 484 t gross
-> Wheel diameter: 920 mm
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasy and
       TGV-POS sets in multiple
     
-> Axle weight max: 17 tons
     
Easy recognition guide:

    * Silvery gray with blue band (similar older Thalys models are painted red and gray). 
    * More aerodynamic round forehead than on the TGV-PSE.
    * Where the TGV Réseaus have 8 intermediate trailers, the TGV Atlantique has 10. 
   
     
Notes on TGV-Atlantiques    

Unit incidents, happenings and changes
-> The TGV Atlantique sets have been in the internal trailer renovation program since 2006 after almost 20 years of revenue use. 
-> Units 301 and 302 were originally painted white-gray-blue instead of the then new silver-gray-blue high speed colors (very much like the Shinkansen trains), but probably due to difficulty on keeping the white trains outside clean the color was changed to less demanding silver.
-> Unit 325 set the new high speed trains speed record of 515,3 km/h (320 mph) in 1990. The train was specially equipped with larger wheels and more effective brakes to enable speed above 500 km/h. There is a stripe on the nose of the unit 325 celebrating the record train. See our Records Page for details... 
-> Unit 390 had extremely bright tricolor/EU flag colored vinyls on it in 2009 celebrating "Tous éco-mobiles" 
     
-> 
Trailer 1 has the accessible space for wheel chair plus a larger bathroom.
-> Trailer 4 has a buffet/bar  
-> Trailer 10 has a compartment for 17 children. 
 
     
-> trailer module numbers for each 3xx unit: 241xxx-242xxx-...-249xxx/240xxx
   
Future  or the future other types of TGV's will be added to the home lines of the TGV-A's as the traffic grows. Most likely candidates are the TGV-Dasye's and TGV-reseaus.      
   
History

-> LGV-Atlantique (the high speed line for TGV-Atlantique) was announced by president of France Francois Mitterand on September 22 1981. This started the huge planning and construction work. The curve radius minimum was set to 4000 meters and the climbs to maximum on 0,25%. Unlike most high speed lines in France, the LGV-Atlantique starts right at the heart of Paris next to Montparnasse station. This was enabled by tunneling the Paris center.   
-> LGV-Atlantique (France LN 2) was opened on 20th September 1989 from Paris to Tours/Le Mans (south west) and the branch towards Bretagne. One year later the other branch from Le Mans towards Tour and Bordeaux was taken into use. The total length for the line is 277 kilometers (172 mph).   

   
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 TGV-Réseau / TGV-R     
The SNCF TGV-Reséau set 552 in Paris right next to its competitor the Deutsche Bahn ICE3.  Picture by Sanna Siissalo 2008.
   
SNCF TGV-Reseau at Nissan Station in France
A picture of the TGV-R en route to Paris at Nissan station in rural France. Notice the 8 intermediate articulated trailers instead of 10 in the TGV-Atlantique type. Picture by Focalplane 2010.
   
SNCF TGV-Reseau near Nissan in FranceAnother great picture of the streamlined TGV-Réseau on it's route near Nissan, France. Below the tricurrent unit 4529 in the same place on the summer day.    Pictures by Focalplane 2010.
SNCF TGV-Reseau unit 4529 near Nissan oppidum, French southern landscape
     
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 have been 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 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).
  

The SNCF ordered 100 of the Réseaus as universal train sets to complement both TGV-PSEs and TGV-Atlantiques. With new lines opening and more and more passengers than ever before boarding the TGVs, extra capacity was needed. Later 10 of the initial order were converted to Atlantique sets. Another 10 units of the type were delivered to Thalys in 1996 to be used for high speed traffic between France, Belgium, The Netherlands, Luxembourg and Germany.
   
The initial line the Reseau units were used was north of Paris to Lille and beyond. Soon the use of units operation was expanded to very long distance Lille - Nice serivce with stops at Lyon and Marseille. The use included soon also trains to the southwest and after the opening of the LGV-Est (line east of Paris towards German border, opened in 2007) also running on this line. Currently the TGV Réseau is a "Unifrancais" type found on just about any line.
   
In 2007 19 sets were converted to have double decked duplex trailers for added capacity and the Réseau trailers were installed to TGV-POS units where the initial demand did not require use of double decked units. The TGV-Réseau Duplex locomotives are easily duistinguished from others with their (full)duplex like coloring.   
SNCF TGV-Reseau Duplex loco at Orange, France    
  
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.



Technical details for TGV Réseau
-> Builder: Alstom/GEC 
-> Owned and operated by SNCF (The French National Railways)
-> Delivered to use: spring 1992 - 1996 (SNCF), 1994 - 1996 (Thalys)
       (there seems to be a confusion on the delivery dates between
        a number of sources used to create this table)
-> Number of units built:
       bicurrent: 50 for SNCF, 
10 more of the original order of total 100
        were converted to TGV Atlantique sets with 10 trailers

        25kV 50 Hz + 1500V DC 
       tricurrent: 30 for SNCF, 10 for Thalys
        25kV 50 Hz + 1500V DC + 3000V DC        
-> Units in operation (as basic Réseau): 69  
-> Unit numbers: 
       bicurrent: SNCF 501 - 553 
       tricurrent: SNCF 4501 - 4529, 4531, Thalys 4532 - 4540 (one of the
        Thalys' units is in use at the SNCF)    

-> Configuration: Power Car (Bo'Bo') + 8 articulated trailers +
       PC (Bo'Bo')  
     
-> Capacity:
      SNCF: 377 passengers
  in two class configuration
       1st class: 120 
       2nd class: 257
        R1-R3 cars are first class with total of 120 seats,
        R4 is a car with a bar plus 16 2nd class seats
        R5-R7 are 2nd class coaches with 56 reclining seats each
        R8 56 + 17 seats
        in addition there are 11 first class and 15 second class tip up
        seats and one extra seat is for the handicapped in the car R1.

      Thalys: 377 passengers in two class configuration
       1st class: 120 before refurbishment  
       2nd class: 257 before refurbishment  
    
-> operations area:
       SNCF: All around the high speed and traditional networks in France,
         units 4501 - 4506 are equipped to run to Italy
       Thalys: France to Belgium and Holland, some units have been in
         hire to SNCF due to shortage of their TGV's  


-> Unit length: 200,2 meters ( feet) 
-> Unit width 2,9 m (9,5 ft)
-> Unit power:
       15kV: 8800 kW (11796 Hp),
       1500V: 3680 kW (5003 Hp)
       3000V: 3680 kW (5003 Hp)
      4 powered bogies on both  locomotives,
       sycnhronous 3 phase motors of type SM47  
-> Power to weight ratio (Hp): 30,79  ( W/kg)
-> Operational max. speed:
       SNCF: 320/300 km/h (199/186 mph)
       Thalys: 300 km/h (186 mph)
     
-> Train control: 
       SNCF: TVM430, (ETCS2)  
       Thalys: TVM430, TBL, ETCS2

-> Mass, metric tons: 383 metric tons   
-> Wheel diameter: 920 mm
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasy and
       TGV-POS sets in multiple
     
-> Axle weight max: 17 tons


-> Other:
      - 
Réseaus are pressure sealed (like airplanes) for better
          comfort running through tunnels /meeting another train

      - Thalyses have Faiveley CX pantograps
   
Easy recognition guide
-> SNCF units are colored blue (1/3 band on sides) and silvery gray ,
       the Thalys models are painted red and gray with Fenix bird on the
       locos, on the refurbished this bird covers much of the locomotives 
       sides
-> More aerodynamic round forehead than on the TGV-PSE, but
       not as round as the Duplex/Dasy/POS locomotives
-> Where the Réseaus have 8 intermediate trailers, Atlantique has
       10,  so you need to do some counting.

   
       
Notes on TGV-Réseaus    

Unit incidents, happenings and changes
-> operational speed was raised from 300 km/h (186 mph) to 320 km/h (199 mph) in 2007 to enable running fast on LGV-Est as well.
     
-> Unit 502 was involved in an accident in Bergeues France in 1997, which led to the withdrawal of it. The power car 28004 was destroyed and trailers 7 and 8 damaged. other trailers were used to fix the Thalys PBKA set 4342.  
-> Unit 531 set the new endurance record for super high speed trains  in 2001 running non stop from Calais Fréthun to Marseille France. The distance is 1067 kiLometers, which the train managed to run in 3,5 hours with an average speed of 305 km/h!

-> trailer module numbers for each 5xx unit: 281xxx-282xxx-...-287xxx-288xxx

Future  
     
   
History

 

   
       


Here the northers lines use TGV Réseau 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 is stopping tounoboard passengers in the night of the Brussels Midi. Picture by Ilkka Siissalo.
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 TGV-Iris     
TGV Iris320 high speed metering and monitoring trains for France The infra management TGV Iris 320 unit at Gare du Nord station in Paris, France.  TGV Iris320 high speed metering and monitoring trains for France
   
TGV Iris320 high speed metering and monitoring trains for France
   
TGV Iris320 high speed metering and monitoring trains for France
  

Imagine a railroad track inspection lab so advanced, it could inspect the rails at full speed of 320 km/h (199 mph) while running among the same speed production units. Well, this high tec lab exists! TGV Iris inspects the rails of the French high speed lines. One of the kind in the whole world it shows what the French product development is capable of on it's home turf although the French are poor salesmen when it comes to the exports. 
     
The unit 4530 of the TGV Réseau fleet was transformed into a moving super high speed lab in 2006. While moving with the flow of traffic, the trains state of art instruments 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's railnetworks.   

 
Technical details for IRIS:
-> Builder: Alstom/GEC > converted to laboratory from
       TGV-Reséau in 2006  
-> Owned and operated by SNCF (The French National Railways)
-> Delivered to use: spring 1992 - 1996 > 2006 
-> Number of units built: 1
-> Units in operation (as basic Réseau): 1 
-> Unit numbers: -
-> Configuration: Power Car (Bo'Bo') + 8 articulated trailers +
       PC (Bo'Bo')  
     
-> Capacity: state of the art laboratory and hotel stnadard living
       quarters for the crew of 7 technicians and 2 engineers.
     
-> operations area: French railroad networks

-> Unit length: 200,2 meters ( feet) 
-> Unit width 2,9 m (9,5 ft)
-> Unit power:
       15kV: 8800 kW (11796 Hp),
       1500V: 3680 kW (5003 Hp)
       3000V: 3680 kW (5003 Hp)
      4 powered bogies on both locomotives,
       sycnhronous 3 phase motors of type SM47  
-> Power to weight ratio (Hp): 30,79  ( W/kg)
-> Operational max. speed:
       SNCF: 320 km/h (199 mph)
     
-> Train control: 
       SNCF: TVM430, ETCS2  

-> Mass, metric tons: 383 metric tons   
-> Wheel diameter: 920 mm
-> Coupler type: Scharfenberg for coupling with other TGV units      
-> Axle weight max: 17 tons


-> Other:

   
Easy recognition guide
-> Distinctive color sceme of several tones of red and gray. 
-> TGV-Reséau looking with large IRIS 320 markings on sides
-> Has SNCF's red logo on the ends and sides
-> Observation cupolas above the train

Some of the measurements possible for IRIS:
-> track geometry (tens of variables)
-> train-track interaction
-> signalization metering
-> electric current metering
-> tunnel pressure metering

With the above IRIS 320 is capable of inspecting around 200'000 kilometers of line per year!





     
Notes on TGV-Iris     

Unit incidents, happenings and changes

->

Future  
     
   
History

 

   
     








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 TGV-Hybrid / TGV-Réseau Duplex     
SNCF TGV-ReséauDuplex unit 619 near Nissan oppidum, French southern landscape
The TGV-Hybrid / TGV Reséau Duplex unit 619 is dashing through the green French landscape near Nissan oppidum in the southern France. Notice how well the older generation locomotive and new Duplex trailers fit together! Picture by Focalplane. 
   
SNCF TGV-Reseau Duplex loco at Orange, France The SNCF TGV-Hybrid / Reséau Duplex set 608 passing Orange station in France.  
   
SNCF TGV-Reseau near Nissan in France
The color sceme is strikingly different between the two TGV Réseau locomotives above and higher above, so there these can't be mixed. However, the new Hybrid unit is at quick look quite similar to the TGV Duplex units the color obscuring the distinctive shape of the locomotives. 
       
SNCF TGV-ReséauDuplex unit 619 near Nissan oppidum, French southern landscape
SNCF TGV Unit 619 in the curve showing well the train formation. Picture by Focalplane. 
      
TGV-Hybrid is a TGV unit with the TGV-Réseau locomotives with the new TGV-Duplex type double decked coaches. 38 Réseau locomotives were converted in year 2007 to 2008 along with 19 new "Duplex-type" double decked coaching. While the train has an easily distinguishable Réseau locomotive at both ends, these are disguised by the very Duplex like painting efectively hiding the forms of the locomotives.
    
The origin of the conversion to the hybrids was in the difficult capacity situation due to strong demand for the SNCF services in the years 2006-7. The operator had a shortage of capacity on the most trafficked lines and on the other hand fast 320 km/h (199mph) capacity was needed for the LGV-Est. To help in both needs the SNCF decided to swap the coaches of both train types: New TGV-POS engines were coupled with the old Réseau trailers and Réseau locomotives got brand new double decked coaches.
    
Why to swap the coaches: The 320 km/h (199 mph) TGV-POS units are used in the area, where the traffic volumes don't yet demand the usage of the double decked units (traffic has not yet saturated the capacity of the track or stations) and higher than normal speed is needed. On the other hand the enhanced TGV-Hybrid units have added passenger capacity for the crowded lines south of Paris. Where the added strength of the newest TGV locomotives is needed for the operational speed of max 320 km/h (199 mph) on the LGV Est, the TGV-Hybrids with their Réseau locomotives are well suited for the conventional 300 km/h (186 mph) French high speed networks.
 
Technical details:
-> Builder: Alstom / Francorail
-> Units built/converted: 19, 2006 -2008 (ex. TGV-Réseau 515 - 526,
       529 - 530, 532, 4507 - 4509) (locos built in 1992 - 1994)     
-> Unit numbers: 601 - 619    
-> Maximum allowed speed: 320 km/h (199 mph) 
-> Electrical systems: All 25kV 50Hz and 1500V DC
       units 613 - 615 are also equipped for 3000V DC      
-> Usage: General purpose national type 

    
-> Configuration: Réseau Power Car (Bo-Bo)  + 8 Duplex/Dasye
      trailers + Réseau Power Car (Bo-Bo)
-> Capacity: 516 +10 passengers in two class configuration
      - 1st class: 184 + 4 passengers
      - 2nd class: 332 + 6 passengers
-> Owned and operated by: SNCF (The French National Railways)
-> operations area: All around the high speed and traditional
       networks in France  
       
-> Unit length: 200,1 meters
-> Unit width 2,9 m (9,5 ft)  
-> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives
      - 25kV: 8800 KW
(11796 Hp)
      - 1500V: 3680 kW (5003 Hp)
      -  3000V: 3680 kW (5003 Hp)
-> Power to weight ratio: 24,7  ( W/kg)
   
-> Train control systems: TVM 430
-> Mass, metric tons: 356 metric tons
      - locomotives 65 tons each
      - leading trailers 43 t
      - other trailers 28 t
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye and
       TGV-POS sets in multiple

-> Driving wheel diameter: 920 mm
-> TGV-Hybrids are pressure sealed (like airplanes) for better
       comfort running through tunnels / meeting another train
-> Axle weight max: 17 tons
  
Easy recognition guide

-> Pointed Réseau locomotives and doubled decked rounder coaches.
-> Silvery gray with broad blue painting (original Réseaus have narrower stripe) along the sides (occasionally some units might have adverticement vinyls to cover more or less of the train exterior).


     
Notes on TGV-Réseau-Hybrids     

Unit incidents, happenings and changes

-> trailer module numbers for each 5xx unit: 291xxx-292xxx-...-297xxx-298xxx

Future  
     
   
History

 

   
     








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 TGV-Duplex      
TGV Duplex number 232 at Gare du Nord, Paris, France
Late night at Gare du Nord in Paris, TGV Duplex unit number 232 has just arrived and is unboarding before being servuiced for the next dash south from Paris.
TGV Duplex nr 235
The infamous TGV-Duplex unit 235 in Paris Gare de Lyon in 2002. This TGV unit is the one many model railroaders recognize. Picture by John McKey.

  
The third generation of the TGV trains, the Duplex was developed to add extra capacity with double decked coaching on the lines. The added capacity waas and still is important on the lines south of Paris, which will be saturated by traffic in the near future. The saturation mainly concerns the original PSE line (LGV Paris-Sud Est). The Duplex has a new power car design, double decked coaches and numerous smaller improvements to the earlier technologies.  
   
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 for TGV Duplex:
-> Builder:  Gec-Alstom
-> Units built: 89 in 1995 - 2007
      (see also TGV-Dasye for next generation batch)
-> Unit numbers: 201 - 289
-> Maximum allowed speed: 320 km/h (199 mph)     
-> Electrical systems: All 25kV 50Hz and 1500V DC  
-> Usage: General purpose national type for areas with
       high volume of passengers

   
-> Configuration: Duplex style Power Car (Bo-Bo)  + 8 Duplex
      double decked trailers + D.S. Power Car (Bo-Bo)
-> Capacity: 516 +10 passengers in two class configuration
      - 1st class: 184 + 4 passengers
      - 2nd class: 332 + 6 passengers
-> Owned and operated by: SNCF (The French National Railways)
-> operations area: All around the high speed and traditional
       networks in France  

   
-> Unit length: 200,2 meters
-> Unit width 2,9 m (9,5 ft)  
-> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives
      - 25kV: 8800 KW
(11796 Hp)
      - 1500V: 3680 kW (5003 Hp)
-> Train control systems: TVM 430

-> Mass, metric tons: 384/390 metric tons
      - locomotives 65 tons each
      - leading trailers 43 t
      - other trailers 28 t
-> Power to weight ratio: 22,9 ( W/kg)
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye and
       TGV-POS sets in multiple
-> Pantograps: CX 25
-> Driving wheel diameter: 920 mm
-> TGV-Duplexes are pressure sealed (like airplanes) for better
       comfort running through tunnels / meeting another train
-> Axle weight max: 17 tons


Easy recognition:

    * SNCF: Painted silver and blue, with a white stripe.
    * The engine is streamlined like in the picture on the left, edges    
         rounder than on the older versions.
    * Just one flat windshield.
    * the coaching is double decked (the TGV-POS's are at first sight quite similar, only obvious difference being the single story coaches). 


  



     
Notes on TGV-Duplex      

Unit incidents, happenings and changes

-> trailer module numbers for each 2xx unit: 291xxx-292xxx-...-297xxx-298xxx

Future  
     
   
History

 

   
     
The older TGV and the TGV new meet
SNCF TGV-Duplex on the curve in Nissan, French southern landscape
   To the top of the page     
       
        
     
 TGV-Dasye (TGV Double decked asynchronous ERTMS) ("TGV Daisy")    
TGV Duplex number 232 at Gare du Nord, Paris, France
The TGV-Duplex units are painted the same way as the Dasye's and look externally at first glance the same. The easiest way to tell the difference is to look at the unit numbers: 200 series for Duplex and 700 series for Dasye. Picture of this Duplex by John McKey 2002.

 


  
The name TGV-"Dasy"/TGV-"Daisy" stands for the "Duplex Asynchronous". Now top of the line, the double decked TGV's newer and slightly more powerful TGV-Dasy units are one by one rolling out of the assembly line at Alstom for the French National Railways SNCF. As asynchronous traction motors require less maintenance and are designed to be 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 its introduction in the early 1980's. Double decked Dasyes are mainly intended to add capacity to those lines, which are already crowded. This will postpone the needed infrastructure investments along for example between Paris and Lyon (with ever increasing traffic amounts there will be a need to build another high speed line between these two cities within a decade).
   
The units operate in pool with TGV Duplex units and share the same service facilities.
      
Technical details for TGV Dasye:
-> Builder:  Alstom
-> Units (to be) built: 49, 2007 - 2011 
      (see also TGV-Duplex for the previous generation batch)
-> Unit numbers: 701 - 749 
-> Maximum allowed speed: 320 km/h (199 mph)     
       There are also reports of these trains running
       340 km/h (211 mph) track allowing
-> Electrical systems: All 25kV 50Hz and 1500V DC  
-> Usage: General purpose national type for areas with
       high volume of passengers

   
-> Configuration: 'Duplex style' Power Car (Bo'Bo')(AC)  + 8 
      double decked trailers + 'D.S.' Power Car (Bo'Bo')(AC)
-> Capacity: 516 +10 passengers in two class configuration
      - 1st class: 184 + 4 passengers
      - 2nd class: 332 + 6 passengers
-> Owned and operated by: SNCF (The French National Railways)
-> operations area: All around the high speed and traditional
       networks in France  

   
-> Unit length: 200,2 meters
-> Unit width 2,9 m (9,5 ft)  
-> Unit power: 9280 kW (12617 Hp), 4 powered bogies on locomotives
      - 25kV: 9280 KW
(12617 Hp)
      - 1500V: 3680 kW (5003 Hp)
-> Train control systems: TVM 430 and European standard ETCS2

-> Mass, metric tons: 390 metric tons
      - locomotives 65 tons each
      - leading trailers 43 t
      - other trailers 28 t
-> Power to weight ratio: 23,8 ( W/kg)
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye and
       TGV-POS sets in multiple
-> Pantograps: CX 25
-> Driving wheel diameter: 920 mm
-> TGV-Dasyes are pressure sealed (like airplanes) for better
       comfort running through tunnels / meeting another train
-> Axle weight max: 17 tons


Easy recognition:

-> It is hard to make difference between Dasy's and Duplexes, the unit numbers are the best recognition guide, 700 series for Dasye.
-> Painted silver and blue, with a white stripe.
-> The engine is streamlined like in the picture on the left, edges    
      rounder than on the older versions.
-> Just one flat windshield.
->  the coaching is double decked (the TGV-POS's are at first sight quite similar, only obvious difference being the single story coaches). 


->  


     
Notes on TGV-Dasyes       

Unit incidents, happenings and changes

-> trailer module numbers for each 7xx unit: 297 xxx - xxx xxx-...-xxx xxx - xxx xxx

Future  
     
   
History

 

   
     








   To the top of the page     
     
     
        
 TGV-V150 (A special built TGV to break the world speed record of trains)     
 TGV-V150 in Paris celebrating the new world record
The TGV-V150 275 unit was on display in Paris by the river Seine after it's successful new record. Below the same unit being floated on the bvarge on Seine, Paris, France.
TGV-V150 in Paris celebrating the new world record      
From time to time the world speed record for the EMUs (electric multiple units) is renewed, the latest event being in 2007. The Alstom built TGV-V150 created the new world record of 574,8 km/h (356,7 mph) on April 3rd 2007. The French have been very active on the record braking front with their TGV units, sometimes the record braking events happening as a duel with the Germans but most of the time just braking the previous record created by the TGV.
   
Although the record braking is usually made with a TGV that is part of the production fleet of the SNCF (the French Railways), the units are specially equipped for the record braking events.
     
The TGV-V150 train consisted of 2 TGV-POS locomotives, and  3 TGV-Duplex type trailers, all of which were slightly altered for the event. For the locomotives the other pantograph was removed and several panels installed to minimize the air friction. Wheels were larger than normally and the overhead electrical power supply of 25kV was raised to 31 kV as well as the wires to provide it were doubled. Under each car were permanent magnet motors later used as a part of the Alstom AGV EMUs. These provided added power. Normally the trailers are unpowered on TGV units with few exceptions (TGV-PSE, Eurostar) and the locomotives at each end of the train provide all the power needed.

The TGV-V150 unit run for several weeks on the then new LGV-ESt (East of Paris high speed line) before the new record event. On April 3rd the train was crowded with the press members and the Alstom technical personnel.      

 


   


       To the top of the page     
      
     
        
 TGV-POS (TGV Paris-Ostfrankreich-Süddeutchland)     
 TGV-POS units at Paris Eastern Station, France
The TGV-POS units are painted the same way as the other earlier single story TGVs. However the rmore rounded engines are an easy way to distinguish from other older units. Picture by Sanna Siissalo. 
   
TGV POS units 4413 and 4416 Paris Gare de l'EstTGV-POS units in between their assignments at Gare de l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom 2009.     
 
   
TGV-POS on SBB Lyria fleet unit 4406 at Basel Haupbahnhof in 2007
A rare exception to the TGV-POS fleet, the unit 4406 is owned by SBB and seen here at Basel main station between the assignments. Picture by Ilkka Siissalo.



  
The name TGV-POS is derived for this new low passenger volume route TGVs initial destinations: Paris to East of France and German South in German language, Paris-Ostfrankreich-Süddeutschland. In 2007 when these units were put together there was a severe lack of high speed free capacity for the operator SNCF. The lack of capacity lead to conversion of 19 TGV-Reséau units to double decked units with new Duplex-coaching. This also vacated 19 single story Reséau style coaches, which were supplied with brand new powerful locomotives for both ends. 19 TGV-POS unit were born.

TGV-POSes operate mostly form the Paris Gare de L'est, the eastern station and are currently pooled with higher volume TGV-Dasye units for the routes in the same direction.  
 
      
Technical details for TGV Dasye:
-> Builder:  Alstom
-> Owned and operated by: SNCF (The French National Railways)
       and SBB/CFF of Switzerland

-> Units (to be) built: 19, 2005 - 2008 
-> Unit numbers: 4401 - 4419 
-> Maximum allowed speed: 320 km/h (199 mph)     
       There are also reports of these trains running
       340 km/h (211 mph) track allowing
-> Electrical systems: 1500V DC, 25kV 50Hz and 15kV 16,7 Hz  
-> Usage: Mostly for voyages east of Paris France towards Germany
        and Switzerland (latter as part of TGV-Lyria fleet).

   
-> Configuration: New Asynchronous Power Car (Bo'Bo')(AC)  + 8 
      double decked trailers + Power Car (Bo'Bo')(AC)
-> Capacity:
      SNCF: 377 passengers
  in two class configuration
       1st class: 120 
       2nd class: 257
        R1-R3 cars are first class with total of 120 seats,
        R4 is a car with a bar plus 16 2nd class seats
        R5-R7 are 2nd class coaches with 56 reclining seats each
        R8 56 + 17 seats
        in addition there are 11 first class and 15 second class tip up
        seats and one extra seat is for the handicapped in the car R1.

   
-> Unit length: 200,2 meters
      - Locomotives: 22,15 m
      - Leading trailers: 21,85 m
      - Other trailers: 18,7 m
-> Unit width 2,9 m, loco 2,8 m 
-> Unit height: 4,1 m for locomotives, 3,42 m for trailers   

-> Unit power: 9280 kW (12617 Hp), 4 powered bogies on locomotives
       motors 6 FHA of Alstom, max. 1160 kW each 
      - 25kV: 9280 KW
(12617 Hp)
      - 15kV: 6880 kW (9354 Hp)
      - 1500V: 3680 kW (5003 Hp)
-> Train control systems: TVM 430 and European standard ETCS2
 
-> Mass, metric tons: 423 metric tons
      - locomotives 65 tons each
      - leading trailers   t
      - other trailers  t
-> Power to weight ratio: (22 W/kg)
-> Coupler type: Scharfenberg for coupling with TGV-Atlantique,
       TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye and
       TGV-POS sets in multiple
-> Pantograps: CX 25
-> Driving wheel diameter: 920 mm
-> TGV-Reséau are pressure sealed (like airplanes) for better
       comfort running through tunnels / meeting another train
-> Axle weight max: 17 tons


Easy recognition:

-> Rounder locomotives that would otherwise be used on the single story TGV units (similar to TGV- Duplex, TGV-Dasye and TGV-2N2).
-> Narrower blue stripe than would aotherwise appear on new engines. 
 


     
Notes on TGV-POSes       

Unit incidents, happenings and changes

-> trailer module numbers for each 44xx unit: 38x xx1 - 38x xx2-...-38x xx7 - 38x xx8
-> The Power cars of set 4402 created the new world record for high speed trains of 574,8 km/h on April 3rd 2007. The record formation was called "V150".
-> Unit 4406 is owned by the Swiss SBB/CFF and replaces some of the older TGV-PSE units used earlier.

Future  
-> With "low volume" trailers and international operating capabilities the TGV-POS units will probably be initially used for future new routes for the 
       SNCF traffic beyond France, which could mean Germany, Denmark and Poland in the east, as well as Austria - Hungary, Italy in the southeast and Spain
       in the south.    

   
History

 

   
     








   To the top of the page     
       
     

Refurbishing of the page continuing from here down...  

Thalys PBKA    



  


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.    



 
 -> 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

    * SNCF: Painted silver and blue, with a white stripe.
    * Thalys: Painted all red. Thalys text with a bird figure.
    * The engine is streamlined like in the picture on the left, edges rounder than on the older versions.
    * Just one flat windshield.
      
    * SNCF: the coaching is double decked (the TGV-POS's are at first sight quite similar, only obvious difference being the single story coaches). 
    * Thalys: Single story trailers.
 
   
           
          
  To the top of the page  
   
   
TGV-POS     

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
  • Painted silver and, with a narrow blue stripe.
  • The engine is streamlined like in the picture on the left, edges rounder than on the older versions. 
  • Just one flat windshield.
  • the trailers are single story.
         
        The older TGV and the TGV new meet            
        To the top of the page  
         
         
      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
      • Painted silver and, with a narrow blue stripe.
      • The engine is streamlined like in the picture on the left, edges rounder than on the older versions. 
      • Just one flat windshield.
      • the trailers are single story.
         
                    
        To the top of the page  
           
         
      AGV - Automotrice a Grande Vitesse      


      Picture of the Alstom AGV in early tests at Velim larger test rink. Picture by Miroslav Broz 2008, provided under Creative Commons Licence.


        
        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
      • Only a prototype available, we will add pictures later.
      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...
       
        
                    
        To the top of the page  


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