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- Sweden - Stockholm Area Railroading |
!!!Page is currently under development!!!
Created for 4rail.net by Hannu Peltola, Ilkka and Sanna Siissalo and John McKey. Pictures by Stanislav Voronin, Ilkka Siissalo, Sanna Siissalo and John McKey.
Subjects of Sweden
Sweden's Main Page is a great place to start browsing on the Swedish railroading.
Swedish Multiple Units Page describes most EMUs and DMUs found in Sweden. This unit also belongs to the Stockholm Area RR Page.
Swedish Electric Locomotives Page brings you majority of the electric locomotives, also the new ones.
Swedish Diesel Locomotives Page has a large number of locomotives described, also the newest ones.
Swedish MOV Equipment Page helps you to find the Maintenance of the Way equipment used in this large country.
Stockholm as the Swedish capital is a very lively Railroading city!
Wish to see a great number of Swedish railroading pictures? Swedish Railroad Gallery is a great page to follow!
to the Swedish capital Stockholms railroading section. Stockholm uses a
number of different rail systems, some are brand new while others date
back over a century. Also the improvements to existing systems are
active, upgrades added every year. |
Other Swedish section pages that might be also interesting to you are the Swedish Electric Locomotives and Swedish Diesel Locomotives and Swedish Multiple Units as well as the Swedish MOV page.
Railroading in Stockholm Area
Will be added soon.
The page is currently under development and will have much more material after a few development cycles.
Units built: 109, built in 1978 - 1985
Unit numbers: 01 - 102 (bivoltage), 110 - 118 (trivoltage)
Maximum allowed speed: 300 km/h (186 mph)
Electrical systems: All 25kV 50Hz and 1500V DC, a small group also 15 kV 16,7 Hz
Usage: All around France, multicurrent models also in international journeys to Switzerland and Italy.
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 copupled 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 usign TURMO3 gas turbine ( Hp),
- 4400 kW usign 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
|TGV-PSE - TGV Paris-Sud-Est|
The TGV-PSEs units 96 and 17 here seen at Gare du Nord in Paris France behind their newer cousing Thalys PBKA unit 4306. Picture by Sanna Siissalo 2008.
A great view to the structure of the articulated TGV trailers on this TGV Lyria's (TGV's for traffic between Switzerland and France) TGV-PSE unit number 47 at Bellegarde France. Notice the faded "TGV 25 Ans " (years) logo on the nose of the train. In France the super high speed period has lasted already for well over a quarter of a century! Picture by Ilkka Siissalo 2007.
TGV-PSE at the Paris Gare de Lyon in 2002.
TGV-PSE unit 95 at Paris Gare dy Nord in summer 2009. Picture by Robert Forsstrom.
An SNCF TGV-PSE double unit in it's original colors somewhere in France.
|The 109 built TGV-PSE (Paris-Sud-Est = Paris
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
bright orange / blue / red livery and were only painted to current SNCF
super high speed gray and blue around year 2000 when the units were
refurbished. Most of these units will soon again be refurbished and
rebuilt for another 15 years in daily service. The TGV-PSE truly is a
proof of concept that these trains are both durable and safe!
Picture: An orange-blue-white colored double TGC-PSE unit on line in 1987. Picture by Pekka Siiskonen 1987.
The first generation TGV-trains were first used for super high speed traffic from 1981 between Paris and Lyon in France. While the super high speed line was built between these two major French cities, the trains routes radiated much further. The travel time between Paris and Lyon was slashed from 6 hours to 2 hours so all the routes that could use TGV and this first high speed line benefited from the novelty.
Nowadays the TGV-PSE units can be found most anywhere on the French networks and some Swiss destinations.
Running the TGV-PSE in Switzerland: The swiss 15kV 16,66 Hz AC system can't provide enough power for the 1st generation TGV's electrical system to run at their maximum speed and thus the speed is reduced to around 200 km/h. As a careful observer, you may notice that this means the French older 1500V DC system is insufficiet for higher speeds needs as well. However, the 1500V in France is only used around bigger cities and traditional lines with no capability to super high speed (>275 km/h) operations. All the super high speed LGV's (Lignes à Grande Vitesse) are equipped with the newer 25kV 50-60 Hz AC.
After decades of intense research many technical details were still conservative on these production vehicles. I.e. traditional DC traction motors were used and the suspension system for passenger trailers was originally provided with !springs! instead of the later used pressurized air. Tried and traditional was also the choise to use locomotive at both ends of thew train instead of the Shinkansen style power distribution. Partly this was probabaly made on safety concerns, the TGV's have proven to be the safest high speed trains. While the heavy locomotives plow anything away from the rails if necessary, the articulated articulated trailers structure prevent the train from zigzagigging which would always be fatal to the passengers.
The trains have served well and were the needed important first step for the success of the TGV type trains. The TGV-PSE units were rebuilt around year 2000 and repainted to the current SNCF blue-silver-gray high speed colours. Rebuilding also meant upgrading the speed to the 300 km/h / 186 mph (from the original 270 km/h / 168 mph) for most units after the TVM430 train control system was added. Being a great success as the production super high speed train almost all of the TGV-PSE's are still in their original revenue earning use around France and Switzerland.
Technical details for TGV-PSE
-> Delivered to use: April 1978 - 1985
-> Units 01- 102 are bivoltage: 25kV 50 Hz + 1500V DC
-> Units 110-118 are trivoltage: 25kV 50 Hz + 15kV 16,7 Hz AC
+ 1500V DC
-> Number of units: 109 units unlike the numbers which
would suggest 111 units, more info below on notes
plus 2,5 La Poste TGV-PSE units
-> Most units have gone throught Renovation 1 and 2, where the trains were rebuilt to almost new condition
-> Configuration: Power car (Bo'Bo') + Powered trailer + 6 trailers + Powered trailer + Power car (Bo'Bo')
After Renovation 2: power Car + powered trailer 1st class (32) + trailer 1st class (38) + trailer 2nd class (52) + trailer restaurant (16) + trailer 2nd class (52) + trailer 2nd class (52) + trailer 2nd class (52) + powered trailer 2nd class (52) + power car
-> Capacity: 350 (Rn1)/345 (Rn2) passengers in two class configuration
Renovation 1: 110 1st class and 240 2nd class passengers
Renovation 2: 69 1st class and 276 2nd class passengers
-> ventilation and climate control
-> Operated by SNCF, SBB/CFF, La Poste (French Postal Services),
-> operations area: Around the high speed and traditional networks inside France and the tricurrent versions also in Switzerland, some used for journeys to Italy as well.
-> Operational max. speed: originally 270 km/h, now 300 km/h on units equipped with TVM430 train control system
-> Unit length: 200,2 meters
-> Unit power: 6450 kW (8646 Hp), 6 powered bogies (12 axles)
on 25kV: 6450 kW (8646 Hp)
on 1500V: 3100 kW (4215 Hp)
on 15kV: 2800 kW (3807 Hp)
-> Power to weight ratio (Hp): 22,46 / 16,7 W/kg
-> Train control system: most units upgraded to TVM 430, some left with TVM 300
-> Mass, metric tons: bicurrent 385 t / 418 t gross, tricurrent 390 t / ?
-> Wheel diameter: 920 mm
-> Axle weight 17 tons
-> Scharffenberg automatic couplers behind the nose cone doors
Easy recognition guide
> blue and gray, (postal services unit(s) yellow),
> more boxy look than on the Reseau/Atlantique models otherwise quite similar.
> Above the driver roof and the body of the locomotive there is an easily noticeable step. This can not be found otherwise at first look similar TGV-A.
> The first bogies of the coaches are powered (unlike in the following evolution versions).
|Notes on TGV-Paris Sud-Est trains
Unit incidents, happenings and changes
-> TGV-PSE Unit 16 set the 1981 speed record of 380 km/h and has a plate commemorating this. See our High Speed Records Page for details...
-> TGV-PSE Unit 38 was converted to a third La Poste TGV set in 1993/1994/1995 (depending on the source of the information ;) forming 2 half units. (MB)
-> TGV-PSE Unit 46 hit a truck with the huge concrete mixer stuck on the level crossing near the Swiss border late 2007. The train speed just before the accident was fortunately just 100 km/h (65 mph). Although the truck driver was killed (as the truck was torn apart), the engineer and some passengers were 'just' injured in a huge collision. The TGV unit 46 suffered major damage on its forward locomotive and the whole unit derailed. As with previous derailments, the TGV safety features prevented any major accident from happening (the train stayed aligned in spite of derailment and the locomotives collision structure protected the engineer). At first it was thought that SNCF could borrow the locomotive from La Poste's vacant half unit to get the unit running again, but later it was reported that the unit 46 was towed very slowly for repairs or storage. One of the alternatives is that this would be the first cargo TGV-unit or the third La Poste unit, as it is unsure whether repairs will cost so much (TGV-PSE's are at the end of their lifecycle with just 10-15 years remaining in active duty) that it would be wiser to order new TGV-Dasy, AGV or similar unit instead. March 2009 SNCF unweiled plans to repair this unit too as a part of the TGV-PSE rebuilding program.
-> TGV-PSE Unit 60 was involved in the accident in Dijon at the end of year 2006.
-> TGV-PSE Unit 70 hit a special road transport of 80 tons at the level corossing in Voiron and was severely damaged in 1988. The engineer and one passenger died as a result (only casulties in the era of the TGVs). Power car and 3 trailers were destroyed and the rest of the train was used as a spare. (MB)
-> TGV-PSE Unit 88 was used for TGV-Atlantique testing and later renumbered as TGV-PSE Unit 118 (so the number 88 is missing from the roster).
-> TGV-PSE Unit 99 newer existed!
-> TGV-PSE unit 101 was for years (from 1997 to 2000) used as a test lab for the tilting technology as a TGV P-01. After the extensive tests were completed in the middle of the year 2000 the unit 101 was returned back to normal service without the tilting capacity. Tilting tests were started with Fiat Ferroviaria tilting mechanics but later replaced by (the French said more robust, advanced and cheaper) Alstoms own tilting technology. Interestingly this technology is said also to be used in the most recent Pendolino units. Alstom also acquired Fiat Ferroviaria years ago so some of the issues might be solved that way now. The tested tilting technology was most likely used first time on the Amtrak Acela tilting TGV like units in the Northeastern U.S.A. from 2004.
-> TGV-PSE Units 112 and 114 are in Swiss SBB/CFF ownership since 1993 and 2005 as a part of TGV-Lyria fleet.
-> The SNCF unweiled plans in march 2009 to rebuild the complete line of 107 TGV-PSEs to match todays needs. No details on the program are published so far, but the price is estimated to be 150 million euros. SNCF expects the original TGV manufacturer Alstom, German super high speed manufacturer Siemens AG and the large international railroad rolling stock manufacturer Bombardier among 2 others to take part in the competition for the deal. It would be easy to imagine that all the 214 locomotives, 1391 bogies, all the obsolidated technology to be replaced or completely rebuilt while preserving the structure of the locomotives and trailers where possible. Top speed might be incresed to 320 km/h ofr higher to match that of the newer TGV units. The reason for the rebuilding program most likely is need for additional units (seems to be permanent state for SNCF due to strong demand of super high speed services) and the attractive price tag compared with the new unit acquisition.
-> La Poste (the French National Postal Services) has 2,5 TGV-PSE units for its express mail services. These units have not been cleared for 300km/h operations like the all the SNCF TGV-PSEs were after the refurbishing. Maximum speed for TGV La Poste is 270 km/h, still quite sufficient for the parcel and freight operations and suitable for beating the airlines in the distances of under 1000 kilometers!
-> All SNCF TGV-PSE's were refurbished around the year 2000. The infamous orange-white-blue livery was painted silver-gray-blue and interiors of the trailers were upgraded. Also some standardization on the seating scemes were made. The maximum speed was raised from 270 km/h to 300 km/h matching that of the newer Atlantique and Réseau units and the standard minimum speed for the French super high speed lines, the LGVs.
-> It's probable that the future of the TGV-PSE units is in the "quieter" routes and new markets to give room to more spacious double decked TGV-Duplex, TGV-Hybrid and TGV-Dasy units. Or some of the unit might be adapted to fast freight use if the market for that is found "interesting". The TGV Manufacturer Alstom has had plans for the super fast freight units for decades.
-> The TGV units (mostly TGV-PSE) trafficing to Switzerland from France are called with the brand name "TGV Lyria". The TGV Lyria stop in Switzerland at: Basel, Zurich, Sargans, Landquart, Chur, Pontarlier, Neuchatel, Bern, Vallorbe, Lausanne, Montreaux, Aigle, Martigny, Sion, Siders, Leuk, Visp, Brig and Geneva (end 2008 information from TGV Lyria). Some of the Lyria TGV units are owned by the Swiss SBB/CFF.
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Snails on rail? 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.
|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
the second class of the brand new TGV-PSE
trailer. Looks quite aschetic compared to todays interiors. Picture by
Pekka Siiskonen 1983.
|The TGV-PSE unit
117, here seen in Zurich Switzerland is built with trivoltage
electricity systems (25kV 50-60 Hz AC + 1500V DC + 15kV 16,66 Hz
AC) to enable it to reach both France and Switzerland. In
Europe there is no such thing as a common electrical system although
for the newer implementions of the 25kV 50 Hz AC seems to be highly
Picture by Ilkka Siissalo. ||In the picture on the left the TGV Paris Sud-Est unit 95 seen at Gare du Nord in Summer 2009. Notice the newer reddish SNCF logo on the locomotive nose. Picture by Robert Forsstrom.|
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interesting pages in this category on
Super Fast Trains Main Page
Super High Speed Trains News
Super High Speed Trains records Page
TGV & AGV page
Intercity Express - ICE and Velaro Page
Shinkansen picture & fact page
Watching Super Fast Train at Paris Gare du Nord
The SNCF TGV Roster Page
Pendolino special page
Cisalpino (ETR470 Pendolino) story by Ilkka Siissalo in the Swiss section!
Sokol from Russia
High Speed in Russia
Super High Speed Efforts in the U.S.
Super High Speed in China
Maglev technology Page - levitation on the rail
Super High Speed Lines and Corridors...
High Speed Services:
Allegro - Helsinki Finland to St Petersburg Russia
AVE - High Speed service of Renfe Spain
Cisalpino - The Former Joint Venture of SBB/CFF and Trenitalia
FYRA - High Speed service of NS and SNCB in Benelux countries
Sapsan - High Speed service of RzD of Russia
Thalys - High Speed service from France to Benelux countries
TGV - High Speed service of SNCF in France
interesting pages on
Finnish Main Page
Finnish Multiple Units
Finnish Electric Locomotives
Finnish Diesel Locomotives
Finnish RR Environment
Swedish Main Page
Swedish Multiple Units
Swedish Electric Locomotives
Swedish Diesel Locomotives
Swedish MOV Equipment
Danish Main Page
Holland Main Page
German Main Page
German Electric Locomotives
German Diesel Locomotives
German Electric Multiple Units
German Diesel Multiple Units
Railways in Estonia
Spanish Main Page
United Kingdom Main Page
St Pancras Theme Page
4rail.net Swiss Section...
Swiss Electric Locomotives...
Visions: Rhätishe Bahn pages on 4rail.net
Visions: Winter Visions by Stanislav Voronin