|
     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 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 Welcome to the Super High Speed Trains theme page! |  Created for 4rail.net by John McKey. Pictures by Pekka Siiskonen, Ilkka Siissalo, Sanna Siissalo, John McKey and Miroslav Broz.  Some of the newer additions:  Brand new TGV-POS's pose in Paris Gare du Nord for the camera. Almost brand new...the locomotives are new, while the coaches are from the TGV-Reséau sets. Single story trains of 320 km/h serve well the limited numbers of passengers between France and Germany. once the volumes pick up, it's almost guaranteed that the double decked coaches will be swapped to these units. Picture by Sanna Siissalo 2008.  A Thalys PBKA number 4243 boarding in Paris-GNO. As 40% more passengers are expected to travel the Thalyses within next 3 years, seventh daily return trip between Paris and Amsterdam were/will be added beginning March 2008. Picture by Sanna Siissalo 2008. | |
| | ||
| TGV * ICE * Bombardier Super High Speed * | |||
| Below
the Super High Speed trains are sorted be type. Click any types link
for details! Currently this page is UNDER CONSTRUCTION, please see the super high speed main for better selection. |
|||
 | TGV (Train a Grande Vitesse) of
Alstom
The Alstom built TGV is often synonymous for the super high speed travel by train. Currently over 500 TGV units transport daily passengers in and in the neighboring countries fo France. South Korea is also one of the users. The TGV has proven its place in the heavy daily traffic since 1980s and is considered uncrowned leader for the super high speed trains class. The train has been found both reliable and safe. Passengers sometimes refer the travelling on the TGV as "flying on the ground" since it is both smooth and fast on the most super high speed lines, true also from the viewpoint that the TGV units have often successfully replaced the airliners as the preferered method of travelling in the distance of max. 1000 km. Units built: around 500, 1978 to current - and well into future Unit owners: SNCF, Thalys, SBB, Renfe, Eurostar, Korean rail (Korail), French Postal services, ... Maximum allowed speed: 270 km/h (168 mph) - 340 km/h (211 mph) Electrical systems: 2 to 4 voltage systems (750V, 1500V, 3000V, 15KV, 25kV) Train control: depending on the operations area and the age of the trainset. TVM-430 seems to be typical, as well as the Paneuropean ETCS for all new units. Usage: All around France, in United Kingdom, Spain, Italy, Switzerland, Germany, Holland, Belgium and Luxembourg. Korea.  Detailed
information on the TGV trains (TGV Theme Page)...
| ||
  | ICE (Inter City Express) of Siemens The ICE from Germany is the challenger for the TGVs. While the Germans studied high speed travel already at the 19th century, in was not until 1980s before the dream of super high speed travel became true. Partly this is because the country at the same time developed another super high speed trains technology, the Maglev (magnetic levitation train/track). The ICEs were originally built by a large consortium of mostly German companies, but the latest ICE3/Velaro units are manufactured by Siemens AG of Germany. What was lacked in the initilal start speed for manufacturing of the ICE/Velaro trains, the Siemens has acquired later. By 2012 there will be over 400 units in traffic world wide, the latest order from mthe Chinese being 140 units! Units built: around 300, 1989 to current - and to future Unit owners: DB (Deutsche Bahn), Renfe (Spanish Railways), Chinese companies under MOR, Rzd (Russian railways) Maximum allowed speed: 280 km/h (174 mph) - 360 km/h (224 mph) Electrical systems: 1 to 3 voltage systems (1500V, 15KV, 25kV) Train control: depending on the operations area. Usage: All around Germany, France, Spain, Russia and Belgium. China. Detailed
information on the ICE trains (ICE Theme Page)...
|
||
| Bombardier Super High Speed Trains
To be added soon. As a major trains manufacturer the Bombardier has strong presence both ion experimental and operating super high speed trains market. Tha latest achievement has been a major order of 80 Zefiro type super high speed trains to China. | |||
|
| |||
| ! ! !
Under construction from here! ! ! |
|||
| | |||
| TGV's | |
| TGV-PSE (TGV Paris-Sud-Est) | |
  A great view to the structure of the articulated TGV trailers on this TGV Lyria's TGV-PSE unit number 47 at Bellegarde France. Notice the faded "TGV 25 Ans " (years) logo on the nose of the train. In France the super high speed period has lasted already for well over a quarter of a century! Picture by Ilkka Siissalo 2007. | The
first generation TGV-trains, the TGV Sud-est, were
painted attractive red
and orange for super high speed traffic, which started in
1981 between Paris and Lyon in France. After
decades of intense research many technical details were still
conservative on these production vehicles. I.e. traditional DC traction
motors were used and the suspension system was originally provided with
!springs! instead of pressurized air. The trains have served well and
were the important first step for the success of the TGV. The
TGV-PSE units were rebuilt
around year 2000 and
repainted to the current SNCF blue-silver-gray high speed colours.
Rebuilding also
meant
upgrading the speed to the 300
kph (from the original 270 kph)
for most units.
Being a great success as the production super high speed train almost
all of the TGV-PSE's are still in their original revenue earning use
around France and Switzerland.
Running the TGV-PSE in Switzerland: The swiss 15kV 16,66 Hz AC system can't provide enough power for the 1st generation TGV's electrical system to run at their maximum speed and thus the speed is reduced to around 200 km/h. As a careful observer, you may notice that this means the French older 1500V DC system is insufficiet for higher speeds needs as well. However, the 1500V in France is only used around bigger cities and traditional lines with no capability to super high speed (>275 km/h) operations. All the super high speed LGV's (Lignes à Grande Vitesse) are equipped with the newer 25kV 50-60 Hz AC. |
| Notes:
Future -> New! The SNCF unweiled plans in march 2009 to rebuilding the complete line of 107 TGV-PSEs to match todays needs. No details on the program are published yet, but the price is estimated to be 150 million euros. SNCF expects the original TGV manufacturer Alstom, German super high speed manufacturer Siemens AG and the international railroad rolling stock manufacturer Bombardier among 2 others to take part in the competition for the deal. It would be easy to imagine that all the 214 locomotives, 1391 bogies, all the absolidated technology to be replaced or completely rebuilt while preserving the structure of the locomotives and trailers where possible. Top speed might be incresed to 320 km/h to match taht of the newer TGV units. The reason for the rebuilding program most likely is need for additional units (seems to be permanent state for SNCF due to strong demand of super high speed services) and the attractive price tag compared with the new unit acquisition. History -> La Poste (the French National Postal Services) has 2,5 TGV-PSE units for its express mail services. These units have not been cleared for 300km/h operations like the all the SNCF TGV-PSEs were after the refurbishing. More likely maximum speed for TGV La Poste is 270 km/h, still quite sufficient for the parcel and freight operations! -> All SNCF TGV-PSE's were refurbished around the year 2000. The infamous orange-white-blue livery was painted silver-gray and blue and interiors of the trailers were upgraded. The maximum speed was raised from 270 km/h to 300 km/h matching that of the newer Atlantique and Réseau units and the standard minimum speed for the French super high speed lines, the LGVs. -> Unit 16 set the 1981 speed record of 380 km/h. See our records page for details... -> TGV-PSE Unit 38 was converted to a third La Poste TGV set in 1994. (MB) -> TGV-PSE Unit 46 hit a truck with the huge concrete mixer stuck on the level crossing near the Swiss border late 2007. The train speed just before the accident was fortunately just 100 km/h (65 mph). Although the truck driver was killed (as the truck was torn apart), the engineer and some passengers injured were 'just' injured. The TGV unit 46 suffered major damage on its forward locomotive and the whole unit derailed. As with previous derailments, the TGV safety features prevented any major accident from happening (the trains stayed aligned in spite of derailment and the locomotives collision structure protected the engineer). At first it was thought that SNCF could borrow the locomotive from La Poste's half unit to get the unit running again, but later it was reported that the unit 46 was towed very slowly for repairs or storage. One of the alternatives is that this would be the first cargo TGV-unit or the third La Poste unit, as it is unsure whether repairs will cost so much (TGV-PSE's are at the end of their lifecycle just 10-15 years remaining in active duty) that it would be wiser to order new TGV-Dasy or AGV unit instead. March 2009 SNCF unweiled plans to repair this unit as well as a part of the TGV-PSE rebuilding program. -> TGV-PSE unit 70 hit a special road transport of 80 tons at the level corossing in Voiron and was severely damaged in 1988. The engineer and one passenger died as a result. Power car and 3 trailers were destroyed and the rest of the train was used as a spare. (MB) -> TGV-PSE unit 88 was used for TGV-Atlantique testing and renumbered as unit 118. -> TGV-PSE unit 101 was for years (from 1997 to 2000) used as a test lab for the tilting technology as a TGV P-01. After the extensive tests were completed in the middle of the year 2000 the unit 101 was returned back to normal service without the tilting capacity. Tilting tests were started with Fiat Ferroviaria tilting mechanics but later replaced by (the French said more robust, advanced and cheaper) Alstoms own tilting technology. Interestingly this technology is said to be used in the most recent Pendolino units. This would be logical, since the Alstom acquired Fiat Ferroviaria years ago. The tilting technology was most likely used on the Amtrak Acela tilting TGV like units in the Northeastern U.S.A. from 2004. -> TGV-PSE units 112 and 114 are in Swiss SBB/CFF ownership. -> It's probable that the future of the TGV-PSE units is in the "quieter" routes to give room to more spacious double decked TGV-Duplex, TGV-Hybrid and TGV-Dasy units. Or some of the unit might be adapted to fast freight use if the market for that is found "interesting". The TGV Manufacturer Alstom has had plans for the super fast freight units for decades. -> The TGV units (mostly TGV-PSE) trafficing to Switzerland from France are called with the brand name "TGV Lyria". The TGV Lyria stop in Switzerland at: Basel, Zurich, Sargans, Landquart, Chur, Pontarlier, Neuchatel, Bern, Vallorbe, Lausanne, Montreaux, Aigle, Martigny, Sion, Siders, Leuk, Visp, Brig and Geneva (end 2008 information from TGV Lyria).  To the top of the page
| |
 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 popular.
Picture by Ilkka Siissalo. |  | In the picture on the left the TGV Paris Sud-Est unit 95 seen at Gare du Nord in Summer 2009. Picture by Robert Forsstrom. |
| To the top of the page |
|||
| TGV-Atlantique / TGV-A | |
 TGV-Atlantique set number 354. Externally similar to TGV-Réseau sets, Atlantiques have 10 trailers instead of the usual 8. | The
second generation of the TGV trains, TGV Atlantique, was designed
shortly after the excellent experiences on the operations of the
TGV-PSEs were available. The original operating area for these
improved super high speed trains was the French new LGV
Atlantique line between Paris, Le Mans and 2 short branches (south west
of Paris) finished in 1989-1990. -> Axle weight max: 17 tons
|
| Notes: -> The TGV Atlantique have been in the internal trailer renovation program since 2006 after almost 20 years of revenue use. -> Unit 325 set the new high speed trains speed record of 515,3 km/h in 1990. See our records page for details... -> Trailer 1 has the accessible space for wheel chair plus a larger bathroom. -> Trailer 10 has a compartment for 17 children. |
|
| To the top of the page
|
|
| TGV-Réseau / TGV-R + Thalys PBA | |
 The SNCF TGV-Reséau set 552 in Paris right next to its 'competitor' the Deutsche Bahn ICE3. Picture by Sanna Siissalo 2008.  Thalys PBA (TGV Reséau series) unit number 4531 (the first Thalys delivered) behind sports the attractive red and silver sceme of the trainset between Paris, Belgium, Luxembourg and parts of Germany. Thalys is a joint venture of the national railroad passenger operators north of Paris. All the Thalys PBA units are currently being refurbished and come out with a stylish new looks. The reddish color schemes outside and inside are preserved. In the front the Thalys PBKA, which has a TGV Duplex like locomotives coupled to single story trailers. Picture by John McKey 2004. | TGV
Réseau is the other second generation TGV train set type. Externally
similar to the Atlantique sets, the Réseaus have 8 intermediate
trailers instead of the 10 on Atlantique. This makes Réseau sets
"standard" TGV-length, 200 meters from one end to another, and allows
the double sets to use the French standard 400 meter platform length
effectively. The Réseau units were also slightly
improved
from the Atlantique type by adding the seals against the pressure
variations (just like airplanes, or newer locomotives).
|
| Notes:
SNCF: -> operational speed was raised from 300 km/h to 320 km/h in 2007 to enable running in LGV-Est as well. Thalys: -> All the Thalys PBA units are being rebuilt during the years 2009 - 2010. The first refurbished unit was seen operating in March 2009. The red and silver paint sceme has been preserved on the refurbished units. plus the locomotives now have a huge "phoenix bird" figure covering much of the sides. |
|
| To the top of the page
|
|
 The
general use TGV Reseau sets number 508 and 509 coupled together at
their terminal Gare du Nord. Picture by John McKey 2004.
|  Thalys PBA number 4536, a 'disquised' trivoltage TGV-Réseau set stopping in the night of the Brussels Midi. | ||
| To the top of the page |
|||
| TGV-Hybrid / TGV-Réseau-Duplex | |
The SNCF TGV-Hybrids have similar locomotives to the TGV-Réseau set 552 in Paris Gare du Nord. Picture by Sanna Siissalo 2008. | TGV-Hybrid
is a TGV unit with the TGV-Réseau locomotives with the new TGV-duplex
type double decked coaches. 19 units were built/converted from year
2007 to 2008. While the train has an easily distinguishable Réseau
locomotive at both ends, these are disguised by the Duplex like broad
blue band on the locomotive.
|
| To the top of the page
|
|
| TGV-Duplex | |
  If the previous train set was named TGV Duplex with the double decked coaching, this Thalys PBKA train with similar locomotives and simple traditional single story trailers could maybe be named "TGV Simplex"? Picture above of Thalys PBKA number 4343 by Sanna Siissalo and Picture below of Thalys PBKA number 4307 by John Mckey. Both Pictures at Paris Gare du Nord.
| The
third generation of the TGV trains, the Duplex was developed
to
add extra capacity on the lines, which will be saturated by traffic in
the coming years. These lines include the original PSE line (LGV
Paris-Sud Est) and the line north of Paris. The Duplex has a new power
car design, double decked coaches and numerous improvements to the
earlier designs. The Duplex is easily distinguishable from the older TGV's by it's locomotives streamlined design and double decked coaches. The number of double decked units is ever increasing with tens of more unit in order for the SNCF. The newest locomotives for TGV-POS have very similar design, but look different due to their "updated" paint scemes (to accommodate these with the Reséau trailers). Technical details -> Delivered to use: SNCF: 1995 - present (1st batch 1995-98, 2001-2004 2nd, 3rd and 4th batches, 2004-2006 5th batch, Duplex "Dasy" 2007-2009) Thalys PBKA: 1996 - 1998. -> Number of units: 89 -> Configuration: Power Car + 8 double decked trailers + PC -> Capacity: 545 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France and Switzerland -> Unit length: 200,2 meters -> Unit power: 8800 kW (11796 Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): 31,04 -> ??? bicurrent versions: 25kV 50 - 60 Hz AC, 1500V DC -> ?? tricurrent versions: 25kV 50 - 60 Hz AC, 1500V DC, 15kV 16,66 Hz AC -> Operational max. speed: 300 - 320 km/h -> Mass, metric tons: 380t net / 424 t gross -> Power car wheel diameter: 920 mm -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau and TGV-Duplex sets in multiple -> Duplexes are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: 17 tons Easy recognition
|
 
 
   
|
|
| To the top of the page
|
|
| TGV-Dasy (TGV-"Daisy") | |
 The TGV-Duplex units are painted the same way as the Dasy's and look externally at first glance the same. Picture by John McKey 2002.  | The name
TGV-"Dasy"/TGV-"Daisy" stands for
the "Duplex Asynchronous". Once top of the line, the double
decked TGV's, newer
and slightly more powerful TGV-Dasy units are rolling out of the
assembly line at Alstom for the French National Railways SNCF. As
asynchronous traction motors require less maintenance and are more
powerful on the higher speed than their DC counterparts, the order for
this evolutionary model a logical move from the SNCF. Less maintenance
translates to greater return for the investment for the owner. Unlike
AGV's TGV-Dasy units use the tried traditional TGV design, which has
proved to be both reliable and safe with millions of kilometers
travelled since it's introduction in the early 1980's. Double decked
Dasys are intended to add capacity to lines, which are
already crowded. This will postpone the needed infrastructure
investments along these lines. Technical details -> Delivered to use: 2007 - present -> Number of units: 24 (200?) -> Configuration: Power Car (AC) + 8 double decked trailers + PC (AC) -> Capacity: 512 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France -> Unit length: 200 meters -> Unit power: 9280 kW ( Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): -> 24 bicurrent versions: 25kV 50-60 Hz AC, 1500V DC -> Operational max. speed: 320 km/h -> Mass, metric tons: t net / t gross -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau, TGV-Dasy, TGV-POS and TGV-Duplex sets in multiple -> Dasys are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: tons Easy recognition
|
| To the top of the page
|
|
| TGV-POS | |
 The brand new TGV-POS units number 4407 and 4419 pose the camera in Paris Gare de l'Est. Picture above by Sanna Siissalo 2008.  TGV-POS units in between their assignments
at Gare de
l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom 2009.
|
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
|
|
|
|
| To the top of the page
|
|
| TGVs in order | |
The brand new TGV-POS units number 4407 and 4419 pose the camera in Paris Gare de l'Est. Picture above by Sanna Siissalo 2008. TGV-POS units in between their assignments at Gare de l'Est in Paris of units 4413 and 4416. Picture by Robert Forsstrom 2009. |
To be continued
soon...he
TGV-POS was a necessary addition and the next step forward in the
development of these highly successful super high speed
TGV-series. The POS version added among other things an
improved
AC traction motors and the maximum normal operational speed was now
raised to 320 km/h on the LGV towards the Germany. Technical details to be added, the ones below are mainly from the older TGV-Duplex. While many details have remained the same, there are differences as well. -> Delivered to use: 2007 - present (1st batch 1995-98, 2001-2004 2nd, 3rd and 4th batches, 2004-2006 5th batch, Duplex "Dasy" 2007-2009) -> Number of units: 19 (in order 200?) -> Configuration: Power Car + 8 double decked trailers + PC -> Capacity: 545 passengers in a comfortable two class configuration -> Owned and operated by SNCF (The French National Railways) -> Operations area: Around the high speed and traditional networks in France and Switzerland -> Unit length: 200,2 meters -> Unit power: 9280 kW (____ Hp), 4 powered bogies on locomotives -> Power to weight ratio (Hp): 31,04 -> ??? bicurrent versions: 25kV 50-60 Hz AC, 1500V DC -> ?? tricurrent versions: 25kV 50-60 Hz AC, 1500V DC, 15kV 16,66 Hz AC -> Operational max. speed: 300-320 km/h -> Mass, metric tons: 380t net / 424 t gross -> Power car wheel diameter: 920 mm -> Coupler type: Scharfenberg for coupling with TGV-Atlantique, TGV-Réseau and TGV-Duplex sets in multiple -> Duplexes are pressure sealed (like airplanes) for better comfort running through tunnels /meeting another train -> Track axle weight max: 17 tons Easy recognition
|
| To the top of the page
|
|
| AGV - Automotrice a Grande Vitesse | |
|
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
|
| NTV
AGV specifics: 25 firm orders for period starting in 2010, + 10
options. These units are 11 module versions, and will include the
contract for Alstom for 30 year servicing for the trains.
According to sources at TR Europe the coaches will be painted
(surprisingly) "Ferrari red". The trains will have two classes, with
the "top class" with reclinig leather seats, TV-screens and internet
access, stereo and minibar. Sounds like these trains will have similar
services that the airliners first class might have today. AGV versus TGV (single story versions) - AGV provides +20% passenger space / unit - Use of permanent magnet motors on AGV means lighter weight, and less energy consuption, less noise and vibration inside, less maintenance. - the double decked version of the AGV is to follow according to Francois Lacote, the director of the project. This will add capacity so that the AGV will be able to match the capacity transported by the double decked TGV's (TGV-Duplex, TGV-Hybrid and TGV-Dasy units). History of the AGV development See the special AGV Theme Page... |
|
| To the top of the page
|
|
| Other
interesting pages in this category on
4rail.net: Super
Fast Trains Main Page Updated
Super
High Speed Trains News NEW!
Super
High Speed Trains
records Page NEW!
TGV
& AGV page Recently Updated
Eurostars Updated
AGV Page NEW Intercity
Express - ICE and Velaro Page Updated
Shinkansen
picture & fact page NEW
Watching Super Fast Train at Paris Gare du
Nord NEW! The
SNCF TGV Roster Page NEW Pendolino
special page Updated
Cisalpino
(ETR470 Pendolino) story by Ilkka
Siissalo in the Swiss section! NEW
Sokol from
Russia Updated
High
Speed in
Russia NEW!
Super
High Speed Efforts in
the U.S. NEW!
Super
High Speed in
China NEW!
Maglev
technology Page - levitation on the rail NEW Super High Speed Lines and Corridors... Updated |
|
        |
