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     Super High Speed Main >> TGV, Thalys and AGV Eurostars Velaros and ICEs AGV Shinkansen Maglev Sokol from Russia Pendolinos Swiss Cisalpino Pendol. Watching sf. Paris GNo SNCF TGV Roster North American S.F. Chinese Super Fast Russian Super Fast High Speed Services Allegro AVE Eurostar Fyra ICE as service Railjet TGV as service Thalys Super High S. Records Super High Speed News Super High Speed Lines Super H S Technologies Manufacturers EU and the Railroading European Countries North America Australia         | 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. 
 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! | |
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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-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 ŕ 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...
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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 / 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...
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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-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...
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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 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...
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 | 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...
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 | 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 (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...
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 | 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...
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| 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 at Paris Gare dy Nord in summer 2009. Picture by Robert Forsstrom.  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 ŕ 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. To
the top of the page |
 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. |
 |
 |
 |
 |
 | 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. | | In 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. |
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| TGV-LaPoste | |
 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 | |
  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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| 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 |
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| 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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| Notes on TGV-Iris
Unit incidents, happenings and changes -> Future History |
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| 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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| Notes on TGV-Duplex
Unit incidents, happenings and changes -> trailer module numbers for each 2xx unit: 291xxx-292xxx-...-297xxx-298xxx Future History |
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| 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 |
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| TGV-V150 (A special built TGV to break the world speed record of trains) | |
 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.
| 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. |
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| 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 |
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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. |
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| 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
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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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