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Welcome to TGV Super High Speed Trains Page! |
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Early History of the French High Speed |
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TGV-PSE (TGV Paris-Sud Est) |
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TGV La Poste (TGV PSE for French Postal Services) (Retired in 2015) French Postal Services 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 (loco 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: retired ![]() |
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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-PSEs were seen. The original operating area for these improved super high speed trains was the French new high speed LGV Atlantique line between Paris and Le Mans plus 2 short branches (Southwest of Paris) finished in 1989-1990. Currently some of TGV-A units are being withdrawn while others solder on. Units built: originally 95, 10 more added later, built in 1988 - 1991 Unit numbers: 301 - 405, note: 10 trailers istead of 8 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC Usage: Mainly lines Southwest of Paris France. ![]() |
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TMST Eurostar Capitals |
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TMST Eurostar Regionals This is the slightly shorter version of the two original Eurostar types. Intended for regional British use they have now spent years as part of the SNCF basic TGV service fleet. Units built: 14 x 7 coach half trains forming 7 EMUs, 1992 - 1993 |
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TGV Réseau / TGV-R |
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- - - Discuss Page at trainorders.com - - - | ||||
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Thalys PBA (TGV Réseau for Thalys) Thalys is a separate company co-owned by the SNCF (62%), Belgian SNCB (28%) and Deutsche Bahn (10%). Company owns 9 units of similar to TGV Réseau. The units are used to connect Brussels with Paris, Köln and other cities in Germany and Dutch capital Amsterdam. Even Marseille has been added to the destination chart. Units built: 10, 1996, 9 in service (one is TGV-Iris) Unit numbers: 4532 - 4540, 4501 transferred to SNCF Infra in 2007 after being used by SNCF for years Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz and 1500V DC plus 3000V DC, with ATB (Dutch) cab signalling. Usage: international type commonly seen on lines north of Paris, occasionally elsewhere too. ![]() |
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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 any weight to 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: French national networks, often seen TGV type inside France ![]() |
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Thalys PBKA (TGV Duplex engine and s. story tr. for Thalys) |
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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 the early 2000s French highspeed traffic boomed and added capacity was needed FAST, resulting in switching trailers between the 19 Duplex train sets and 19 Réseau sets. The result on a hybrid side is a very Duplex-like trains et 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. ![]() |
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TGV Dasye (TGV "Daisy") (Second Double Decked TGV type) 700-series double TGV-Dasye units are ther most common type you see in France these days. Type follows in the foot steps of the highly successful TGV-Duplex. The locomotives of these 700-series TGVs have asynchronous (AC) traction and European standard trains control. Trailers are still the same G1 double decked ones as was used on TGV-Duplex (200 series). Units built: 24 + 25 + xx, 2007 - 2011 Unit numbers: -- 701 - 750 (SNCF TGV service), unit 744 wrecked in Strasbourg in 2015 -- 760 - 763 (Ouigo service) 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. ![]() |
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TGV Iris320 (TGV Réseau 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 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 (Thalys-PBKA) > TGVR3846302 Maximum allowed speed: 320 km/h (199 mph) Electrical systems: All 25kV 50Hz, 1500V/3000V DC, 15kV 16,7 Hz Cab signalling: TVM-430, .... Usage: Metering in the whole of France's rail networks, Channel Tunnel and High Speed 1 line. ![]() |
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TGV V150 (Alstom 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 sports car, 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. ![]() |
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TGV POS (TGV Paris Ostfrankreich) ~2014 TGV-POS units were permanently tranferred to handle TGV-Lyria (TGV brand running between France and Switzerland). Some units are now owned by SBB. |
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TGV 2N2 "Euro Duplex" The newest development of the TGV focuses mainly on the development of the international traffic. 30 units will equipped for destinations in Germany, Switzerland and Luxembourg, while another 25 units will be built for use mostly in France. These trains are evolution units of the TGV-Dasye. Units built: 55, 2011 -> 2014 Unit numbers: 800s & 4701 - 47xx 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, Spanish, Swiss and other neighboring destinations. ![]() ![]() |
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TGV Units for Export Market | ||||
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TGVs for Renfe / AVE100 |
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TGVs for Korail of South Korea / KTX1 / TGV-K |
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TGVs for Argentina Will be added here if the deal materializes. |
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Other TGVs for Export Although the TGV has been very big successful 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. |
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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-PSE (TGV Paris Syd-Est) of SNCF | ||
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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 10 - 15 years in daily service. The TGV-PSE truly is a proof of concept that these trains are both durable and safe! Technical details for TGV-PSE |
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TGV-La Poste of the French Postal Services | ||
![]() ![]() This kind of cargo super high speed train has been studied several times by the big high speed players SNCF, DB, large parcel companies and others in Europe. The trains could transport fast freight more efficiently and just as fast at the core Central Europe than the airplanes. Examples of items benefiting from fast transportation times parcels, vegetables and other perishables. On high speed train it would take just one day to get fresh tomatoes and lettuce from Spanish sun to the Scandinavian dark winter! This is one of the demands waiting to be filled.
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La Poste, the French Postal Services, was early in maximizing the speed of its services in the 1980s with 7 half TGV sets adapted to super high speed freight transport. Half set has a locomotive and just 4 cars following it, ending to a normal bogie instead of the articulated one normally used there. The Postal sets don't have windows and have an even floor where transportation cages can be strapped to walls and floor. For some reason the doors on the sides are minimized, making it impossible to use for example standard airline pallets. In the past occasionally under threat of discontinuation the demand for this kind of transportation is picking up speed at its rivals, who need to transport parcels more efficiently than would be possible by airlines between the largest cities of Europe. We will see the future in 2 - 3 years. A test drive on the whole unit was run from France to London in 2012 to market the concept. Who ever is the first takes the biggest risks and also gets most profits for operations. -> Yellow and gray appearance (usually) with large La Poste signs
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Notes on SNCF TGV-Atlantique Trains | |
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Notes on SNCF TGV-Réseau Trains | |
-> trailer module numbers for each 5xx unit: 281xxx-282xxx-...-287xxx-288xxx |
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Notes on SNCF TGV-Duplex Trains | |
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Notes on SNCF TGV-POS Trains | |
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Notes on SNCF TGV-Hybrid Trains | |
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Notes on SNCF TGV-Dasye Trains | |
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Notes on SNCF TGV-Dasye Trains | |
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