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Created for 4rail.net by John McKey. Pictures by Andreas Ehnberg, Ilkka and Sanna Siissalo, Nick Slocombe, Gerard J. Putz, Ilpo Ruissalo and John McKey.

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 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 TGV or "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 crisis (1973) world, so the current energy source electricity was chosen over that or the hybrid version. Most other modules remained original from tests, including the looks of the first TGV units, aerodynamic slightly airplane style designed by Jack Cooper.         

   Information on French High Speed Lines... 

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 found 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. TGV-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...

TGVs for Renfe / AVE100
The TGV Réseau has had some export market success, here the train type in slightly altered nose 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...

 

TGV-001 was run over 500'000 kilometers in tests with several hundred times passing the magical 300 km/h limit. The record speed for this gas turbine unit was 318 km/h!  

One of the alternative designs was a hybrid train with electric and gas turbine installed in the locomotive. This plan was later scrapped due to economic and safety concerns.  

Every great success on the railroad vehicles is built on a lot of research, innovativity and persistence on acquiring the best solutions. Lot of capital is always needed for this too, the part of the story not in every case available for initial investment. So was also the story of the TGV trains.

It was for long dreamed that the future TGV trains would use gas turbine to avoid building extensive electric infrastructure. The 1973 oil crises meant the end of this dream. The same decade two important decisions were made: first, there would be a first super high speed line in Europe between the outskirts of Paris and Lyon, 6 hours / 450 kilometers south of it. Second important decision was ordering the first batch of electric TGV-PSE units for traffic on this line and on the normal track. Part of the TGV ingenuity is their capacity to run all kinds of lines, and super fast where it is possible.
   
Technical details for TGV-001
-> Builder: Alstom  
-> Owned and operated: a prototype
-> Delivered to use: project, 1969 - 1978   
-> Number of units built: 1
-> Unit numbers: TGV-001
-> Configuration: 12 locomotives coupled permanently together 
with 3 articulated trailers

-> Capacity: prototype   
-> Usage: In France 

-> Unit length: 92,9 meters
-> Unit width: 2,8 m
-> Unit height: 3,4 m
-> Mass, metric tons: 192    
-> Unit power:
- 3760 kW using TURMO3 gas turbine  ( Hp),
- 4400 kW using TURMO10 gas turbine  ( Hp),      
-> Maximum allowed speed: 300 km/h ( mph)  
-> Electrical systems: -   
-> Train control:
-> Coupler type:    

Easy recognition guide

-> Not in traffic any more  

 

  A great view to the structure of the articulated TGV trailers on this 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 third of a century, over 30 years! Picture by Ilkka Siissalo 2007.

  TGV-PSE unit 95 at Paris Gare du Nord in summer 2009. Picture by Robert Forsstrom.


  TGV-PSE unit 15 seen at its destination from Paris in Grenoble, France. Picture by Ilkka Siissalo.
  An unknown TGV-PSE unit dashing past Nissan oppidum (the village center) in southern France. In front of it the train will enter the local tunnel in 10 seconds. Picture by Focalplane.

  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 10 - 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 used 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, Italian and Spanish direction destinations.

The TGV-PSE units are all still in active use after 3 decades of work. On the way they have received a number of improvements and alterations. The first units are currently in process of receiving the third refurbishment and some a new Carmillion paint scheme.
     
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 insufficient for higher speed needs as well. However, the 1500V in France is only used around bigger cities and traditional lines with no capability to super high speed (>280 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 air cushioning. Tried and traditional was also the choice to use locomotive at both ends of the train instead of the Shinkansen style power distribution. Partly this was probably made on safety concerns. The TGV's have since proven to be the safest high speed trains. The heavy locomotives plow anything away from the rails if necessary and the articulated articulated trailer structure prevents the train from zigzagging which would always be fatal to the passengers.   
     
The TGV-PSEs have served well and were the needed important first step for the success of the French super high speed trains. The TGV-PSE units were rebuilt around year 2000 and repainted to the current SNCF blue-silver-gray high speed colors. 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 instead the older TVM300. 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 neighboring countries. The third refurbishing is currently under way and will bring a new non-TGV-like Carmillion coloring to the units as well as new modern interiors for coaches.

Technical details for TGV-PSE
-> Builders: a consortium of Alst(h)om, Francorail-MTE and De Dietrich
-> Type: TGV-Paris Sud-Est, virtual EMU
-> Delivered to use: April 1978 - 1986
-> 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
-> Most units have gone through Renovation 1 and 2, where the trains were rebuilt to almost new condition. From 2012 first units were started with internal renovation 3. The seats will be modernized during this phase and new "Carmillion" color added to outside.

-> Configuration: Power car (Bo'Bo') + Powered trailer (Bo'2') + 6 interconnected trailers (2'2') + Powered trailer (2'Bo') + Power car (Bo'Bo') = Bo'Bo'+Bo'2'2'2'2'2'2'2'Bo'+Bo'Bo' with interconnected trailer modules sharing bogies.
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
Renovation 3:

All units:
-> 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 (TGV-Lyria branding), some used for journeys to Italy as well.

-> Operational max. speed: originally 270 km/h (168 mph) with TVM300, now 300 km/h (186 mph) 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 (quite powerful)

-> 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

Colors:
-> SNCF: blue and gray for most units,
--- after renovation 3 "Carmillion" coloring (the newest colors for SNCF trains).
-> postal services units are yellow
-> special stickers and vinyls might appear on paint schemes from time to time.

Appearance:
-> the forehead is significantly more boxy looking than on the Reseau/Atlantique models, which otherwise look at first 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 / TGV-R.
> The first bogies of the coaches are powered (unlike in the following evolution versions).

  TGV-PSE theme and roster pictures page...

  TGV-PSE Theme Page...

--- Click any picture to see a larger version of it ---

  TGV-PSE unit 45 is bathing in the sunlight on the French Riviera at Nice. Dozens of TGV trains seem to make here an intermediate stop during the day, some ending or starting there. Picture by John McKey.


  Another look to the TGV-PSE locomotive in its original colors. Picture by Pekka Siiskonen.



  Snails on rails? Turn your head or see the next picture...for the snail logo turned around! Pictures by John McKey.

    A smiley at Nice Ville on French riviera. Sometimes the parts that are borrowed from another units stock are not quite of the right colors...making the train all more interesting looking. Pictures by John McKey.

   This TGV-PSE front shows well all the most typical spotting features, forehead spoiler, pointed nose, number and the painting. Picture from Gare de Lyon, Paris by John McKey.

   SNCF is actively remodeling its services every now and then. The fleet of TGV-PSE is also now in the process of being refurbished internally. Externally it is receiving a new Carmillion color scheme also found on most recent coloring of other rolling stock. In the pictures the TGV-PSE units 27 and 02 sport the colors. Pictures here by Ilkka Siissalo.

Unit incidents, happenings and changes
-> TGV-PSE unit 04 (among the first) received a new "Carmillion" color scheme at Romilly without internal refurbishing in the early 2012. See details of color below.
-> TGV-PSE units 05 and 15 were on the first batch in 2012 to receive in and out "Renovation 3" level rebuilding at d'Hellemmes in Lille, France. Outside the trains blue is now replaced by dark green with narrow red stripes. The hoods of the units are painted dark green with narrow red stripes on sides and lower levels now painted white almost to the end of locos. SNCF calls this color scheme "Carmillion". Inside the units now have the latest design chairs and tables and the train looks more roomy and comfortable. The buffet car has also been refurbished along with other trailers.
-> 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 40 (among the first) received a new "Carmillion" color scheme at Romilly without internal refurbishing in the early 2012.
-> 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 life cycle with just 10-15 years remaining in active duty) that it would be wiser to order new TGV-Dasye, AGV or similar unit instead. March 2009 SNCF unveiled plans to repair this unit too as a part of the TGV-PSE rebuilding program. However, as of 2012 this unit was still not part of the roster and it is doubtful if it ever will be again due to the much more technically advanced (and more productive) newer TGVs being available.
-> TGV-PSE Unit 60 was involved in the accident in Dijon at the end of year 2006. It is back in the roster.
-> TGV-PSE Unit 70 hit a special road transport of 80 tons at the level crossing in Voiron and was severely damaged in 1988. The engineer and one passenger died as a result (only casualties 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) This unit was never repaired.
-> 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. The TGV-PSE does not carry name of a city or area, like all the sister trains.
-> TGV-PSE Units 112 and 114 are in Swiss SBB/CFF ownership since 1993 and 2005 as a part of TGV-Lyria fleet. These trains carry SBB CFF FFS red letters on their sides.
-> TGV Lyria (France to Switzerland) TGV-PSE trivoltage units 110 to 118 are most likely first to be taken out of active service, when newer units will vacate and rotate to replace them. But these units might as well end up serving smaller high speed routes after renovation 3 and Carmillion paint. These units also need to receive TVM-430 to replace their TVM-300 and be able to run 300 km/h (186 mph).
-> There is one spare locomotive, number 23119, to replace one of the active fleet locos when need arises. Each TGV unit has a powerful locomotive at both ends of the train, also serving as an additional safety structure.


Future
-> The SNCF unveiled plans in march 2009 to rebuild the complete line of 107 TGV-PSEs to match today's needs. No details on the program were published, but the price was estimated to be 150 million euros. SNCF expected 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. By 2012 plans had changed. The opening of the new high speed rail routes (like LGV Rhin-Rhone) needed more and more units travelling between other cities besides just Paris. The refurbishing started by SNCF itself at its Romilly and Lille plants. The units will receive "Carmillion" color scheme: Outside the trains blue is now replaced by dark green with narrow red stripes. The hoods of the units are painted dark green with narrow red stripes on sides and lower levels now painted white almost to the end of locos. Inside the units now have the latest slightly curved design chairs and tables and the train looks more roomy and comfortable.


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 (168 mph), 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-PSEs were refurbished outwardly ("renovation 2") around the year 2000 and most inside too. The infamous orange-white-blue livery was painted silver-gray-blue and interiors of the trailers were upgraded. Also some standardization on the seating schemes 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. These will be changed during the renovation 3 by upgrading the TVM300 train control to TVM430.
-> We forecasted years ago 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-Dasye 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. Now it seems like this is how thing might be turning out if one of the parcel freight operators makes a good enough offer.
-> The TGV units (mostly TGV-PSE) trafficking 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 of 2008 information from TGV Lyria). Some of the Lyria TGV units are owned by the Swiss SBB/CFF.

  TGV-PSE theme and roster pictures page...

  TGV-PSE unit 47 at Bellegarde, France. The unit is celebrating the gone "TGV 25 years" on the sticker under the cab windows. Picture by Ilkka Siissalo.

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 ascetic compared to today's interiors. Picture by Pekka Siiskonen 1983.

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.

 

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.

Here the TGV LaPoste locomotive has been lent to SNCF side to guide TGV-PSE trailer set. Picture was taken in Geneva, Switzerland by Richard Oed.

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.


Technical details for TGV La Poste
-> Builders: a consortium of Alst(h)om, Francorail-MTE and De Dietrich
-> Owned and operated by La Poste (The French National
Postal Services)
-> Delivered to use: 1984 - 1991
-> Number of units: 5 half units (locomotive with 4 cars) built in
1981 and 1984, plus one whole unit
-> Unit numbers: 951 (923 001) - 955 (923 005) for half units, 956/957 (923 006 / 923 007) for the whole unit
-> Configuration:
-- 951 - 956: Power Car + 4 trailers (the one at the loco
end has a powered bogie) = Bo'Bo'+Bo'2'2'2'2'
-- 956/957: Power Car + 8 trailers (the locomotive
end ones powered) + PC = Bo'Bo'+Bo'2'2'2'2'2'2'2'Bo'+Bo'Bo'
This is ex. TGV-PSE unit 38, which was damaged in accident and rebuilt for high speed freight use.
-> Capacity: cargo only, no standard airline pallets possible due to small doors.
-> Usage: In France. Use getting lesser. (However, there would
be need for similar units on cargo carriers competing
with postal services.)

-> Unit length: 200,2 meters
-> Mass, metric tons:
-> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives + 1 on both trailers facing them
-> Maximum allowed speed: 270 km/h (168 mph)
-- according to one source 300 km/h on TVM430, but this is not confirmed
-> Electrical systems: 25kV 50Hz and 1500V DC
-> Train control: TVM 300, ?TVM430
-> Coupler type: Scharffenberg for theoretically coupling with
TGV-Atlantique, TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye, etc. sets in multiple


Easy recognition guide

-> Yellow and gray appearance (usually) with large La Poste signs
on sides and logo on the fronts
-> Otherwise a typical TGV-PSE form

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 LGV Atlantique line between Paris, Le Mans and 2 short branches (Southwest of Paris) finished in 1989-1990.

The design was now more aerodynamical than its predecessor, suspension was provided with air (SR 10 suspension) and traction motor type 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 (2 x 4400 kW) (11800 hp). The number of trailers on TGV-Atlantique was increased from the "TGV-traditional" 8 to 10 modules since the operations area is "relatively flat" unlike the first line LGV Sud-Est between Paris and Lyon which has 3,5% gradients! Operational speed of 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. Probably this proved too hard to keep clean, unlike the current silver-blue scheme.


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: Scharffenberg for coupling with TGV-Atlantique,
TGV-Réseau, TGV-Duplex, TGV-Hybrid, TGV-Dasye 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.

SNCF TGV-Duplex and several TGV-Atlantique units are waiting their turn to dash to the southwestern high speed line at Paris midday Montparnasse station. Picture by John McKey.

--- Click any picture to see a large version of it ---

When you look at the lines of the TGV-Atlantique and TGV-Réseau, you will notice that they are indeed very similar looking. The easiest recognition methods are to look at the numbers ends of the locos of the units, the number range should be between 301 and 405. If you see the whole train, the Atlantique version has 10 trailers, while Réseaus have 8 trailers between the locomotives. Other recognition methods are less obvious, and normally these two should be fastest.

Unit incidents, happenings and changes
-> The TGV Atlantique sets were 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 (for the test period very much like the Shinkansen trains of Japan), 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
-> In 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-Dasyes and TGV-Réseaus.


History
-> LGV-Atlantique (the high speed line for TGV-Atlantique) was announced by president of France Francois Mitterand on September 22nd 1981. This event started the huge planning and construction work. The curve radius minimum now was limited to 4000 meters and the climbs to maximum of 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 from the outskirts to 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).
-> There is also another line extending this line all the way to Bretagne under construction. Travel times will again be reduced substantially.

SNCF TGV-Duplex and several TGV-Atlantique units are waiting their turn to dash to the southwestern high speed line at Paris midday Montparnasse station. Picture by John McKey.

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  Picture above: The SNCF TGV-Réseau unit 552 is parked here next to its German cousin, the DB ICE3 (Class 406) that makes some runs between Paris and the cities on the Germany's west side. Picture by sanna Siissalo.

  Two more great pictures above and below: The SNCF TGV-Réseau units 4519 and 4529 of the multi voltage batch make fast running on the conventional rail line at Nissan station, southern France. Pictures by Focalplane.

  Another angle to the SNCF TGV-Réseau unit 4529 shows many interesting spotting features of the type. Notice also the double pantographs. Picture by Focalplane. Nissan, France.

  Below a disguised TGV-Réseau one of the Thalys PBA units seen at Paris Gare du Nord: Thalys PBA (TGV Reséau series) unit number 4531 (the first Thalys delivered) behind sports the attractive red and silver scheme 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. Picture by John McKey.

TGV Réseau is the other second generation train set type. Externally very much like 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 originally 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 first line the Reseau units were used was north of Paris to Lille and beyond. Soon the use of unit's operation was expanded to very long distance Lille - Nice service with stops at Lyon and Marseille. The use included soon trains to the southwest too and after the opening of the LGV-Est (line east of Paris towards the German border, opened in 2007) also running on this line. Currently the TGV Réseau is a "Unifrancais" type found on just about any line. The multi voltage units have also found their home on many international routes.

In 2007 another change was made as 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 distinguished from others with their (full)duplex like coloring.

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 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-Dasye 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. This feature can also be found on all later TGVs.
- Thalyses have Faiveley CX pantographs

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 / mermaid logo on the locos, on the refurbished units this bird covers much of the locomotives sides.
-> More aerodynamic round forehead than on the TGV-PSE, but
not as round as the newer Duplex/Dasye/POS locomotives.
-> Where the Réseaus have 8 intermediate trailers, Atlantique has
10, so sometimes you need to do some counting.

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    In 2012 the recoloring and another refurbishing of many TGV-Réseau units was started along with a number of TGV-PSE units. As a result the TGV-Réseau unit 4521 of the fleet sports an attractive fresh "Carmillion" livery at Nice Ville station in southern France. Pictures by John McKey.

Unit incidents, happenings and changes
-> By 2012 all the Thalys units had been refurbished with new interiors and the exterior had gotten new fresh paint and bigger than earlier phoenix bird / woodpecker / mermaid figure at both ends.
-> The operational maximum speed was raised in 2007 from 300 km/h (186 mph) to 320 km/h (199 mph) to enable running fast on LGV-Est, when the trains are running from Paris directly to German cities.

-> 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!

-> TGV-Réseau Unit 4521 was the first to receive Carmillion scheme paint and interior passenger accommodation refurbishment (ref.3) in 2012.

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


Future
-> The well working TGV trains will probably go through the third "mid life" refurbishment before the 2020's. Painting to Carmillion scheme as well as a total internal passenger accommodation refurbishing in on the way by 2012.


History
-> In the earlier years the Thalys PBA and PBKA units were often seen running in SNCF trains in consist with other TGV trains. The SNCF had a very tight capacity situation, where the traffic on routes for Thalys had not yet grown to volumes when all the units were needed. A temporary leasing was a good deal for both parties.

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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 was and still is important on the lines south of Paris, which will be saturated by traffic in the future, despite the technical projects to add capacity there. The saturation mainly concerns the original PSE line (LGV Paris-Sud Est). The Duplex introduced a newer 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 its locomotive's streamlined design and double decked coaches. If you take a close look at the pictures here and at out French high speed gallery, you may notice small differences within the class and across the classes as parts are borrowed here and there with similar units.

The number of double decked units is ever increasing with tens of more units in order for the SNCF. The very successful TGV-Duplex was followed by very similar 700 series TGV-Dasye units and from 2011 with TGV-2N2 units.

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
-> Pantographs: 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.
-> Unit numbers are in 200's (main spotting feature)
-> 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-POSes are at first sight quite similar, only obvious difference being the single story coaches).

--- Click any picture to see a large version of it ---

Unit incidents, happenings and changes
->

Future
->

History

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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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  TGV-POS units in between their assignments at Gare de l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom.

  A rare exception to the TGV-POS fleet, the unit 4406 is owned by Swiss SBB and seen here at Basel main station in Switzerland 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 free high speed capacity for the operator SNCF. The lack of capacity lead to conversion of 19 TGV-Réseau units to double decked units with new Duplex-coaching. This also vacated 19 single story older Reséau set coaches, which were supplied with brand new powerful locomotives for both ends. The powerful 19 TGV-POS unit were born. These units are best used where the capacity has yet grown to limit where the double decked units are more suitable for the task. Quite surprisingly the empty Réseau trailer set is heavier than an empty double decked one would be, as the development of the TGV trains has lead to use of lighter materials where possible.

TGV-POSes operate mostly from the Paris Gare de Lyon (Southern station) and Gare de L'est (Eastern station). Basically these sets have been assigned to TGV-Lyria Swiss destinations, but this has not become true. Also, Switzerland today is also served by TGV-2N2 double decked units along with some classic TGV-PSEs.


Technical details for TGV Dasye
-> Builder: Alstom
-> Owned and operated by: SNCF (The French National Railways)
and SBB AG of Switzerland
-> Loco units built: 19, 2005 - 2008
-> Unit numbers: 4401 - 4419
-> Maximum allowed speed: 320 km/h (199 mph)
There have also been 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 (12'617 Hp), 4 powered bogies on each of the locomotives at ends
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
-> Pantographs: 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 otherwise appear on new engines.

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  The TGV-POS unit 4411 is seen midday at Gare de Lyon, Paris between the assignments to Switzerland. Picture by Ilkka Siissalo.

  The TGV-POS unit 4402, part of the TGV-V150, still carries the vinyls of the "normal" trains record run in 2007. It ran 574 km/h! Picture at Paris Gare d'Lest, Paris by John McKey.

Unit incidents, happenings and changes
->

Future
->

History

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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. Below the same unit has dashed through the curve just seconds before.

  Picture above: The TGV-Hybrid unit 614 has just arrived to Paris Gare de Lyon on the city's southern side. On the left is a newer TGV locomotive with another double decked set of trailers. You can easily seen the difference. Picture by John McKey from Train Bleu on the second floor of the station.

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 effectively 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 advertisement vinyls to cover more or less of the train exterior).

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Unit incidents, happenings and changes
->

Future
-> Looks like these units will be here for long until a need to replace some of the locomotives arises.


History

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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 tech 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!

Technical details of TGV-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 standard 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:
-- 25kV: 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 scheme 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!

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The name TGV-"Dasy"/ (TGV-"Daisy") stands for the "Duplex Asynchronous". Now almost top of the line, the double decked TGV's newer and slightly more powerful TGV-Dasy units have been one by one rolled 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 AGVs 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 1980s. 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: 50 + 4, 2007 - 2012
(see also TGV-Duplex for the previous generation batch)
-> Unit numbers:
-- SNCF TGV-service: 701 - 750,
-- Ouigo service: 760 - 763
-> 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
-> Pantographs: 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
-> Unless you know these trains very well, it is hard to make difference between Dasyes 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).

BUT:
-> On the Dasye the power car has a long air intake grille on both end at the rood, where as the Duplex engine only on one end.
-> Also if you can see a stationary unit from above, there are slight differences.

--- Click any picture to see a large version of it ---

Unit incidents, happenings and changes
-> TGV-Dasye units 70 - 763 were assigned to SNCF low cost - high volume Ouigo fleet from the beginning in 2013.
-> Some units are also running to Barcelona in Spain from 2013. The other end of the route is Paris in France.

Future
->

History

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The latest addition to the huge TGV fleet are the TGV-2N2 EMUs, which incorporate the latest multielectric system asycnhronous locomotives with the remodeled double decked trailers.

First part of the fleet is intended to adding capacity to the TGV-Dasye fleet, except these are in the number series 801 - 825. Since Dasyes have taken over much of the Southern international traffic, it is likely that this design, because of its different trailers, will replace TGV-Dasyes in French internal traffic. A fleet of only 25 EMUs is som small (3% of the total TGV fleet) that spotting 800 series trains might be difficult before they find their home turf in the certain routes. These trains are bielectric, equipped with 1500 V and 25 kV systems, but have preinstalled racks for the third system to be installed when need be.

The second batch of trains is numbered to 4701 - 4730 and dubbed as "Euro Duplex". There trains are similar to the bielectrical TGV-2N2, buit have also the 15 kV 16,7 Hz electrical system installed. This is important for possible running to Germany, Austria, Switzerland and possibly to some other countries.


Technical details for TGV 2N2* "Euro-Duplex"
*(2N2 = Deux Niveaux de Deuxième Génération)
-> Builder: Alstom
-> Units built: 55, 2012 - 2015, option for 40 more units
-> Unit numbers:
-- bielectric: 800 - 825
-- trielectric: 4701 - 4730
-> Maximum allowed speed: 320 km/h (199 mph)
-- this can be later raised
-> Electrical systems:
-- bielectric (800 series):
--- overhead electricity DC 1500V (traditional French)
--- overhead electricity AC 25 kV 50Hz (Paneuropean)
-> Usage: General purpose international and national types for areas with high volume of passengers

-> Configuration: Asynchronous 'Duplex style' Power Car (Bo'Bo')(AC+AS) + 8 double decked nerwe generation trailers + 'D.S.' Power Car (Bo'Bo')(AC+AS)
-> Capacity: 509 passengers in two class configuration
- 1st class: passengers
- 2nd class: passengers
-> Owned and operated by: SNCF (The French National Railways)
-> operations area: high speed and traditional networks in France and international routes (intended use may change)

-> Unit length: 200,2 meters
-> Unit width: 2,9 m (9,5 ft)
-> Height:
-> Unit power:
-- 4 powered asynchronous bogies on both locomotives
-- 25 kV: 9280 kW (12617 Hp),
-- 15 kV: 6800 kW (9120 Hp),
-- 1500V: 3680 kW (5003 Hp)
-> Train control systems: TVM 430 and European standard ETCS2, additional according to national specifications, for example ASFA added for Spain.

-> 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 and according to area specifications
-> Driving wheel diameter: 920 mm
-> TGV-2N2s are pressure sealed (like airplanes) for better
comfort running through tunnels / meeting another train
-> Axle weight max: 17 tons

Easy recognition
-> Even most media can't make differences between these, Dasyes and Duplexes. Here is some help:
-- the number series must be either 8xx or 47xx
-- if you can see the train from above, the trailer roofs are raised in the middle compared by the older double decked trailer types

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Unit incidents, happenings and changes
->

Future
->

History

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AVE (Spanish for bird) is a high speed service of Renfe, the Spanish railways.

Renfe owns many types of high speed trains from TGVs, Velaros and Talgos etc. to many types of pendolinos. The Renfe AVE TGV is called AVE100, being the path opener for the Spanish high speed.

AVE trains run the Spanish national and now also some international routes. One of the interesting features in Spain is the two main gauges: 1668 mm and 1435 (normal gauge). Some Talgo high speed train sets are even built to change gauge on fly to save time!

Ouigo is the budget TGV service of the SNCF. The routes currently run south of Paris. In Paris end the Marne-la-Vallée station serves as a hub directing traffic away from the very crowded Gare de Lyon station.

Ouigo service trains sets have 200 seats more per unit than the standard Duplex coaching would in SNCF's TGV service. The units don't have a buffet, but an extra luggage area instead. The trains run twice as much per day as the normal TGV service trains. Most of the time, the added capacity can be translated to lower than normal ticket prices.

TGV Lyria is a SBB-SNCF joint venture marketing company to handle the high speed traffic between France and Switzerland. SNCF owns 74% of it and SBB AG 26%.

TGV Lyria has been quite fortunate in having so many well working TGV trains at its disposal, so the traffic has been groving significantly since the beginning. Large part of this can also been accounted for the ever improving high speed lines in France now radiating to Swiss direction too.

Today, TGV Lyria operates TVG-2N2, TGV-POS and TGV-PSE train types, some of which are owned by the SBB. Externally these trains carry the SBB CFF FFS logo on their sides. The rest of the fleet is owned by SNCF.

The same as famous train family name TGV service of French railroads SNCF can sometimes be mixed with these.

Especially well this mix up is seen on some Eurostars wearing TGV logo though they actually are not quite conventional TGVs, though are cousins to their French counterparts.

SNCF operates TGV service inside France, to Spain and Italy. Most TGV Lyria units (to Switzerland) also wear more or less conventional SNCF high speed colors of silver gray and blue.

  Picture on the left: The SNCF TGV-Dasye unit 735 pairs with the TGV-Duplex unit 281 to provide rush hour main line set. These units wear the typical newer silver-blue livery of SNCF high speed. Picture from Gare de Lyon in Paris by John McKey.

  Left below a very good angle to the older silvergray-blue SNCF high speed paint scheme on TGV Réseau 4529 dashing through the Southern France at Nissan. Picture by Focalplane.

  Well, what do you say about this well disguised Eurostar unit below at Paris Gare du Nord? This train is also owned by SNCF and operates under TGV fleet command. Picture by John McKey.

Thalys is an international TGV operation "North of Paris", France. The ownership of the company is shared with French SNCF 62%, Belgian SNCB 28% and Deutsche Bahn 10%.

The destinations span from Paris to Brussels in Belgium, Amsterdam in Netherlands and Köln / Cologne in Germany. The traffic has been slowly expanding all the time with Oostende in Belgium and Essen in Germany currently on the route map. With constantly increasing numbers of passengers, new trains sets will be needed in a few years. These are needed also because the PBKA units is Germany can't for the moment utilize the power of the 15 kV overhead lines at their full potential. They were created for the 25 KV wires, where they have 50% more power, quite enough to run at the maximum speed with their trailers.


Thalys operates two types of trains:

• Thalys PBA is a TGV-Réseau in an attractive red disguise. But still the same train type.
• Thalys PBKA is formed of the TGV-Duplex generation newer bodied locomotives at the ends and for compatibility reasons the same TGV-Réseau type trailers as the PBA.