Evolution of French TGV Trains: EXPLAINED

dear lovers welcome back to railways explained if you follow the work of our channel you might know that we already spoke about the evolution of japanese shinkansen and german ic trains now we'll discuss french tgv in one of the previous videos we also spoke about the development of lgbs where we also mentioned the distinction between lgb a high speed line in france and tgv which is a french high-speed train that operates on lgv right here at the beginning we will mention that the french infrastructure manager sncf recently in october 2021 opened its high-speed network for competition i.e it finally liberalized this market segment in preparation for this step to the tgv premium in we and the low cost we go service were created to replace the classic tgv services from october last year tran italia compete with them serving passengers on the paris leon milan route sncf has built its high-speed rail network on three principles lines are dedicated for passenger traffic they are compatible with the conventional railway network and it should provide high frequency operation with short journey times in accordance with this tgb trains had to be developed in such a way to be interoperable and run on the new lgvs conventional railway lines and also on the lines outside the borders of france because of this tgv trains were equipped with multi-system equipment for power supply and signaling therefore all tgv trains are at least by current which means that they can operate at 25 kilowatt 50 hertz ac and 1500 volts dc due to certain conventional lines south of paris also trains to germany switzerland belgium and the netherlands must accommodate other voltages requiring the development of three current tgvs due to this characteristic the technical progress offered by the tgv is fully compatible with the former rail infrastructure and thus investment in an lgv did not diminish the existing railway heritage also these requirements raised development of new technologies and new solutions which gave the french industry a significant technological edge high-speed rail technology did not fall out of the sky it was a result of a close connection between the railway industry transport research and entrepreneurial flair as an outcome the first tgv train branded as tgv sued ast was introduced in 1980. the first generation of tgv sets was named food est according to the line that they served they were also referred to as tgv psc as an abbreviation of paris sued s the first of these trains were built in 1978 by alstom and franco rail mte and put into service from 1980 after a period of necessary testing to ensure that the trains were ready for the opening of the line in 1981. when ordering the prototype train the sncf wanted to give a strong image of speed and recognizability so the bright orange underlined by gray became the distinctive color of the sncf until the mid-1990s by 1986 a total of 109 train sets had been produced each two dest set is made up of two power cars and eight coaches these coaches have a capacity of 345 seats and have a powered buggy in each of the carriages next to the power cars the whole train set is 200 meters long regarding the speed in commercial service the tgv's through dust trains were originally limited to 260 kilometers per hour which was then raised to 270 kilometers per hour from the summer of 1982 with the aim of extending the life cycle these trains underwent three renewables they included upgrading with new equipment and overhauling interior and exterior look during the second renewable between 1996 and 2001 some trains received a replacement of the buggies modified gear ratio improved transformer cooling and thus their maximum speed was raised to 300 kilometers per hour the exterior delivery was harmonized with the other types of tgv with the colors of metallic gray and blue during 2011 when some train sets were already 30 years old a third renewal was done when they received carmilla livery and the new interior layout the other trains have been gradually withdrawn from the service since 2012 and recycled the remaining generations of tgv trains had metallic gray and blue atlantic livery and gradually got carmillion livers as well the tgvs through ast are divided in two categories depending on their power supply capability dual voltage or so-called bi-current entry voltage or so-called tree current which allow operation in switzerland the first wave of cancellations of these trains that underwent the third renewal occurred at the end of 2018 and the beginning of 2019 following the total withdrawal during 2021 the second generation of tgv trains tgd atlantique were built for the opening of the line lgb atlantique this generation as well as all other that came later was a product of the french company alstom in the period from 1988 to 1992 a total of 105 trained sets were produced the second generation of tgvs has a larger capacity than the first generation bearing in mind that it is made up of two power cars and 10 coaches with a total of 485 seats they are 237.5 meters long and multiple unit coupling is only allowed between them tgv atlantic can reach a maximum speed of 300 kilometers per hour all chain sets were produced as by current with power systems of 1500 volts dc and 25 kilowatts 50 hertz during testing sncf was focused on achieving target speed by modifying tgv atlantique in terms of improved aerodynamics larger wheels and improved braking that allowed test run speeds of over 500 kilometers per hour as a combination of these test programs new world speed record of 515.3 kilometers per hour was set on 18th may 1990. as a curiosity the first generation of trains used for high-speed services in spain was produced by allston cuff consortium based on the design of tgv atlantique the sncf tgv resolve were built by alstom between 1992 and 1996. these tgvs are directly derived from the tgv atlantique but with the composition reduced to eight coaches instead of ten the designation resolve which means network comes from the fact that they were designed to run on the various high speed lines at a time open to traffic in france a few small changes have been made to the tgv resort compared to the tgv atlantique particularly in terms of coaches these trains are impervious to pressure waves unlike the tg atlantic which is to say that for example you do not feel pressure variations when entering or exiting a tunnel a total of 90 sets are produced 50 by current and 40 sets as three current trains as well as using standard french voltages of 25 kilovolts ac and 1500 volts dc the three current trains also include a 3 kilo volts dc system so they can operate under the belgian and italian 3 kilo volts dc power supply system and run towards milan and brussels formation with eight coaches gives a capacity of 377 seats they have a top speed of 320 kilometers per hour also these are the first trains that are equipped with the ertms level 2 system after de-renewal the last 10 of these three current units operates under talis a french belgian high-speed train operator and its livery also known as tally's bpa sets the life cycle of these trains was extended by their renewables in the period from 2007 to 2008 when by current trains were modernized and from 2007 to 2011 when the same was done with three current trains in 2006 the coaches of 19 sets were used to form tgv pos sets by using new tgv pos motor cars for services on the lgvs to germany and switzerland the 38 replaced resolved motor cars were slightly modified and joined to the new duplex coaches forming 19 tgb result duplex units but we'll talk about that in a moment currently in the operation are 26 by current trains 27 3 current operated by sncf and 10 operated by talis the first generation of korean high speed trains are in fact the transfer technology based on this djv train that happened as we explained in the video on the development of hsr technology in korea if you have not watched that video we recommend you do it due to the increase in demand on certain routes especially those to south east leading to the mediterranean coast and winter peaks for skiing sncf has started thinking about ways to increase capacity and several options were on the table the separation between trains was reduced to 3 minutes on some tgd lines but the increasingly complex signaling system and high performance brakes required limited this option another option was to widen the trains but this is generally not practicable due to the loading gauge restrictions running two train sets coupled together in multiple unit configuration provides some extra capacity but requires very long station platforms given length and with restrictions the remaining option was to adopt a bio-level configuration or make double-decker trains adding 45 percent more passenger capacity after discussion and cooperation with alstom design of tgb duplex was created the design of these trains has been very advanced particularly in the field of weight reduction by the use of aluminium instead of steel for the structure of bodies except the power cars in order to respect the role of 17 tons per axle load on french high speed lines duplex trains have for the same length a higher transport capacity of 133 seats than that of the tgv resolve in trains that have the first and second class there are 510 seats while for example in the wii goal layout there is only the second class with 634 seats trains can reach a maximum speed of 320 kilometers per hour the first train sets were delivered between 1995 and 1998 just after their development by alstom within the duplex trains there are also rizzo duplex and the sea there is a duplex version as we pointed out came into existence when the coaches of 19 resource sets were used to create pos sets the 38 resolved power cars of these sets with some aerodynamic adjustments joined the new 19 sets of eight duplex coaches s3 current version for destinations in germany and switzerland they were the first of inter recoupled series tgv to achieve a sustainable basis by sncf the c is an abbreviation for duplex asynchronous ertms this series has a similar design to the classic duplex series with internal changes they feature a new power car equipped with ertms and powered by synchronous motors these chains were planned to threaten the connections to the south including the lgb per pinion figure s allowing a joint french spanish train operation in the period from 1995 to 2012 89 duplex train sets and 52 the c train sets were produced and 19 rizzo duplex train sets were formed the tgbpos where pos stands for paris lost franchise through the deutschland easy3 current tgv produced for the opening of the lgb asked in order to provide services beyond strasbourg to germany and switzerland tgdpos was put into operation in 2007. unlike previous generations the sscf did not completely put degeneration of trains into service as we have already mentioned 19 tgv pos are in fact the assembly of 38 new three current motor cars suitable for driving in germany and switzerland and 19 sets of the existing tgv result type coaches these coaches were renovated with installation of a pair of electromagnetic pads for emergency braking requested by regulation in germany in addition to the fact that they are three current they are also equipped with asynchronous motors and multi-signaling on-board equipment kvb and tvm used in france pzb and lzb used in germany as you'll be used in switzerland and ertms level 2. the fleet of 19 trains was initially shared between two operators sncf which used 18 trains and sbb which used remaining 1. during 2011 it was decided by the two companies to offer greater management autonomy to their joint subsidiary called lydia for this purpose the transfer of the fleet was particularly planned in order to make lyria the owner of the trains with the situation with talis and eurostar and thus make this company much less dependent on the rental of trains in 2012 the entire fleet of tgdpos trained sets were operated under the tgd lyria with services between france and switzerland replacing the nine tgv suidest train sets that were taken out of service after 2019 all trains were returned to sscf and they operate strictly in domestic services from paris north and paris est replacing the last tgv sued est in 2019 lyria started to renew its rolling stock by procuring specially coated euro duplex which represents a new train sets produced by awesome the tgv2 m2 also known as euro duplex is a part of the auston avelia family we have already mentioned euro duplex trains in the video about deconstruction of a high speed line in morocco bearing in mind that the moroccan railways ordered exactly these trains to serve on the line of course if you want to find out more about this awesome 320 kilometers per hour rail line in morocco check that video out these double decker trains represent the third generation of duplex trains after tg the c and classic tgv duplex the first trains came out of production in 2011 when they entered commercial service to date a total of 123 train sets have been produced and put into use and 134 train sets are under production like most other tgv sets it consists of two power cars and eight coaches for a speed of 320 kilometers per hour also euro duplex is the only double-decker train in the world running above 300 kilometers per hour the euro duplex trains are an evolution of the tg vita c and therefore incorporate their main characteristics the engines are of the tgv pos type and include traction chain with asynchronous motorization and with european signaling system atcs building on the success of the double-decker tgv concept whose capacity responds to the increase in use and with the aim of developing the fleet of trains that comply with the ts size in particular suitable for electrification system used in switzerland and germany the sncf was interested in procuring new trains in a tree current version of the tgv duplex this bearing in mind that there were only eight three current tgv suites trains which are not very powerful at this voltage and the 19 pos trains trains are equipped with systems in accordance with the planned lines and the countries that they are supposed to serve so there are three way trains equipped for germans pzb and lzb and swiss suv signaling systems and three current system these trains are also suitable for luxembourg since the change of service in december 2016 with installation of ertms on the line from the unveil to luxembourg in addition there are three uh train sets that are planned for traffic between spain and france so they are also equipped with the asfa signal system which is used in addition to ertms in spain since may 2021 the tgv 2 and 2 308 trains have established this service between madrid and barcelona via zaragoza under the wego commercial brand with a specific livery on behalf of the spanish subsidiary of the sncf we go espana these trains are adopted for the spanish market retaining a first class unlike the french trains and the original seats but receiving a pink headrest because of this they have lost their authorization to circulate in france both 3uf train synthetic for domestic traffic in france and 3ufc were produced where c stands for capacity and which have 556 seats or 46 more than 3 uf we were definitely not aware that there were so many variations of the tgvs but we hope that we managed to give you a good presentation sncf has really managed to adapt its offer to new circumstances over time and to constantly meet market demands hopefully we didn't miss something as it was not an easy task to pack all this information into one video if we missed something feel free to tell us in the comments this was a story about the development of tgv trains on railways explained we hope you enjoyed and learned something new about railways of the world don't forget to like 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Channel: Railways Explained

Views: 257,513

Keywords: bullet train, tgv train, high speed rail, tgv, lgv, euroduplex, tgv duplex, lyria, thalys train, lyria train, tgv pos, tgv sud est, tgv pse, tgv atlantique, train sets, fastest speed, train speed record, fastest trains in the world, europe high speed trains, european bullet train, france bullet train, tgv 2n2, tgv inoui, tgv ouigo, 3UFC, tgv 3uf, tgv 3ua, tgv 3uh, thalys, eurostar train, TGV Dasye, tgv double decker, TGV Réseau, morocco hsr, history of tgv, high speed

Id: f1187R14YNg

Length: 18min 14sec (1094 seconds)

Published: Sat Mar 19 2022

Reddit Comments

[u/CypripediumCalceolus]

People in France just take 300 km/h for granted now. No airport hassle, just hop on in the city center and relax with plenty of room. Cheap, too, even first class. It's better to pack a lunch than eat in the train's restaurant. OK, maybe coffee.

[u/[deleted]]

La vache cet accent