TGV

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The TGV (French: Train ÃÆ' Grande Vitesse , "high speed train") is a high speed French intercity high speed train service , operated by SNCF, national rail operator. It was developed in the 1970s by GEC-Alsthom and SNCF. Originally designed as a turbotrains to be powered by a gas turbine, the TGV prototype evolved into an electric train with the 1973 oil crisis. Following the inaugural service between Paris and Lyon in 1981 at LGV Sud-Est (LGV for Ligne ÃÆ' Grande Vitesse , the network, based in Paris, has been expanded to connect major cities throughout France (Marseille, Lille, Bordeaux, Strasbourg, Rennes) and in adjacent countries on a combination of high-speed lines and conventional.

The TGV test train set a record for the fastest wheeled train, reaching 574.8 km/h (357.2 mph) on April 3, 2007. By mid-2011, the scheduled TGV rail operates at top speed in the conventional train service in the world, 320 km/h (200 mph) on the LGV Est, LGV Rhin-RhÃÆ''ne, and LGV MÃÆ'Ã… © diterranÃÆ'Â © e. Trains from Paris to Marseille and Strasbourg can also reach 350 km/h (220 mph). According to the Railway Gazette International report in 2007, the fastest scheduled rail travel in the world is an average start speed of 279.4 km/h (173.6 mph) between Gare de Champagne-Ardenne and Gare de Lorraine at LGV Est, not exceeded until Railway Gazette International's 2013 reported an average of 283.7 km/h (176.3 mph) express service in Shijiazhuang to the Zhengzhou segment of China Shijiazhuang-Wuhan high-speed train.

LGV's first commercial success, the LGV Sud-Est, led to the expansion of the network to the south (LGV RhÃÆ'Â'ne-Alpes, LGV MÃÆ'Ã… © terranà ©  © e, Contour NÃÆ'®mes - Montpellier), and new channels in the west (LGV Atlantique, LGV Bretagne-Pays de la Loire and LGV Sud Europe Atlantique), north (LGV Nord and LGV Interconnexion Est), and east (LGV Est). Eager to emulate the success of TGV, neighboring countries of Italy, Spain, and Germany developed their own high-speed rail service. The TGV system itself extends to neighboring countries, either directly (Italy, Spain, Luxembourg, Germany and Switzerland) or through the TGV derivative network connecting France to Belgium, Germany and the Netherlands (Thalys), as well as France and Belgium to the United Kingdom (Eurostar). Several future paths are planned, including expansion in France and to surrounding countries. Cities like Tours have become part of the "commuter belt TGV" around Paris. In 2007, the SNCF generated profits of EUR1.1 billion (approximately US $ 1.75 billion, Ã,  £ 875 million) largely driven by higher margins on the TGV network.

Video TGV

History

The idea of ​​TGV was first proposed in the 1960s, after Japan began the construction of the Shinkansen (also known as "bullet train") in 1959. At that time the French Government liked the new technology, exploring the production of hovercraft and the AÃÆ'§ rotrain air-cushion vehicle. At the same time, SNCF began researching high-speed trains on conventional lines. In 1976, the government agreed to finance the first line. In the mid-1990s, trains were so popular that SNCF President Louis Gallois declared that TGV was "the train that saved the French railway".

Development

Originally it was planned that TGV, then standing for trÃÆ'¨s grande vitesse ("very high speed") or grande vitesse turbine ("high-speed turbine"), will be driven by a gas turbine, chosen for its small size, power-to ratio -weight and the ability to provide high strength over a long period. The first prototype, TGV 001, was the only TGV gas turbine: following the rise in oil prices during the 1973 energy crisis, gas turbines were considered uneconomical and the project switched to electricity from the airways, generated by new nuclear power plants..

TGV 001 is not a wasted prototype: its gas turbine is just one of many new technologies for high-speed train travel. It also tests high-speed brakes, which are needed to eliminate large amounts of rail kinetic energy at high speed, high speed aerodynamics, and signaling. It was articulated, consisting of two adjacent carriages sharing a bogie, allowing a free but controlled movement towards each other. It reached 318 km/h (198 mph), which remained the world speed record for non-electric trains. The interior and exterior are laid out by British-born designer Jack Cooper, whose work forms the basis of TGV's initial design, including the typical nose shape of the first electric cars.

Turning TGV into electric traction requires a significant design overhaul. The first electric prototype, dubbed ZÃÆ'Â © bulon, completed in 1974, tested features such as the installation of an innovative body of motors, pantographs, suspension and braking. Installation of the motor body allows more than 3 tons removed from electric cars and greatly reduces unsprung weight. This prototype covered nearly 1,000,000 km (620,000 mi) during the test.

In 1976, the French government funded the TGV project, and the construction of LGV Sud-Est, the first high-speed lane (French: ligne ÃÆ' grande vitesse ), started shortly thereafter. Lines are named LN1, Ligne Nouvelle 1 ("New Line 1"). After two pre-production trainsets (dubbed Patrick and Sophie ) have been substantially tested and modified, the first production version was delivered on 25 April 1980.

Services

TGV opened to the public between Paris and Lyon on September 27, 1981. Contrary to the previous quick service, SNCF intends to serve TGV services for all types of passengers, at the same initial ticket price as the trains on conventional parallel lines. To address the popular misconception that TGV will become a premium service for business travelers, the SNCF embarked on a major publicity campaign focusing on speed, frequency, reservation policies, normal rates, and extensive accessibility of the service. This commitment to the democratized TGV services was enhanced in the Mitterrand era with the promotion slogan "Progress is meaningless unless it is shared by everyone". TGV is much faster (in terms of door to door travel time) than a normal train, car, or airplane. Trains became very popular, the public welcomed the fast and practical journey.

The Eurostar service began operations in 1994, connecting the European continent to London via the Channel Tunnel and LGV Nord-Europe with a TGV version designed for use in tunnels and the United Kingdom. The first phase of the UK High Speed ​​line, or Tunnel Rail Link Channel, completed in 2003, the second phase in November 2007. The fastest train takes 2 hours 15 minutes London-Paris and 1 hour 51 minutes London -Brussels. The London-Amsterdam service twice the first day runs 3 April, and takes 3 hours 47 minutes.

Milestones

TGV is the fourth and third high-speed commercial rail service in the world, after the Japanese Shinkansen, which connects Tokyo and Osaka from October 1, 1964, the Russian ER200 around 1974 (full service in 1984), and InterCity 125 in the UK on major lines such as Line Main East Coast, which began operation in 1976.

TGV holds the world speed record for conventional trains. On 3 April 2007, the modified TGV POS train reached 574.8 km/h (357.2 mph) under test conditions at LGV Est between Paris and Strasbourg. The electric voltage is pushed up to 31 kV, and the extra ballast is compressed into a permanent path. This train beat the 1990 world speed record of 515.3 km/h (320.2 mph), defined by shortened trains (two electric cars and three passenger cars), along with unofficial records set during the weeks before the record official run. This test is part of an extensive research program by Alstom.

In 2007, the TGV was the fastest scheduled train in the world: the average speed of one-way trip from Champagne-Ardenne Station to Lorraine Station was 279.3 km/h (173.5 mph). The record was surpassed on December 26, 2009 by the new Wuhan-Guangzhou Fast Train Line in China where the fastest scheduled train covers 922 km (573 mi) with an average speed of 312.54 km/h (194.20 mph). However, on July 1, 2011 to save energy and reduce operating costs, China's maximum high speed rail speed was reduced to 300 km/h, and the fastest train speed on the Wuhan-Guangzhou high-speed train line was reduced to 272.68 km/h (169 mph), slower than TGV.

The Eurostar Train (TGV) broke the record for the longest non-stop high-speed international journey on May 17, 2006 bringing The Da Vinci Code players and filmmakers from London to Cannes for the Cannes Film Festival. The 1,421 kilometer (883 mi) journey takes 7 hours 25 minutes at an average speed of 191.6 km/h (119.1 mph).

The fastest distance run is by train TGV RÃÆ' Â © seau from Calais-Frethun to Marseille (1067.2 km, 663 mi) in 3 hours 29 minutes at a speed of 306 km/h (190 mph) for the inauguration of LGV MÃÆ'Ã… © diterranÃÆ' Â © e on May 26, 2001.

Passenger use

On November 28, 2003, the TGV network carried one billion passengers, the second far after the five billion Shinkansen passengers in 2000.

Excluding international traffic, the TGV system carried 98 million passengers during 2008, up 8 million (9.1%) in the previous year.

Maps TGV

Rolling stock

TGV has a semi-permanently articulated and immovable trainer, with Jacobs bogies between coaches supporting both. The electric car at each end of the train has its own bog. The train can be extended by combining two TGVs, using a screw that is hidden in the nose of an electric car. The articulated design is advantageous during derailment, since passenger cars are more likely to remain upright and in line with the trajectory. The normal train can split up with clutch and doubled, as seen in the Eschede train disaster. The disadvantage is the difficulty of dividing the set of carriages. While electric cars can be moved from trains with standard discharge procedures, special equipment depots are needed to separate the carriages, by lifting the entire train at once. Once released, one end of the carriage is left without a bogie on the split, so it takes a bogie frame to support it.

There are about 550 TGVs, out of nine types:

• SNCF TGV Sud-Est (8 carriages)
• SNCF TGV Atlantique (10 carriages)
• SNCF TGV RÃÆ' Â © seau (similar to Atlantique, but 8 carriages)
• SNCF TGV Duplex (two floors for larger passenger capacity)
• SNCF TGV 2N2 (upgraded TGV Duplex)
• SNCF TGV POS (originally for route to Germany, now used for Switzerland)
• Eurostar (for routes to the UK and Belgium)
• Thalys (for routes to Benelux and German countries, respectively from RÃÆ'Â © seau and Duplex)
• SNCF TGV La Poste (freight trains, deleted in 2015)

Some TGV types have damaged records, including V150 and TGV 001. V150 is a specially modified five-car sidewalk trainset that reaches 574.8 km/h (357.2 mph) under controlled conditions on a trial run. It almost beat the world train speed record 581 km/h (361 mph). The record-breaking speed is impractical for commercial trains due to excessive motor charging, empty train loads, engine and engine problems, eliminating all but three trainers, excessive vibration, noise and lack of emergency stop methods.

TGV travels up to 320 km/h (200 mph) in commercial use. They are at least bi-current, meaning that they can operate at 25 kV, 50 Hz AC (including LGVs) and at 1.5 kV DC (like 1.5 kV lignes classiques south of Paris ). Trains to Germany, Switzerland, Belgium and the Netherlands must accommodate other voltages, require tri-current and quadri-current TGVs. TGV has two pairs of pantographs, two for AC use and two for DC. When passing between different supply voltage areas, the marker board reminds the driver to turn off the power, lower the pantograph (s), adjust the switch to select the appropriate system, and raise the pantograph (s). Pantografs and high-pantograph controls are selected automatically based on the voltage system chosen by the driver. Once the train detects the correct supplies, the dash indicator lights up and the driver can turn on the traction motor. The train crosses the boundary between sections.

TGV Sud-Est

The Armada Sud-Est was built between 1978 and 1988 and operated the first TGV service, from Paris to Lyon in 1981. There were 107 passenger sets, of which nine of these were tri-current (including 15 kV, 16 2/3 HzÃ, AC for used in Switzerland) and the rest is bi-current. There are seven bi-current half-sets without seats that carry letters to La Poste between Paris, Lyon and Provence, with distinctive yellow livery until they are removed in 2015.

Each set consists of two electric cars and eight carriages (345 seats), including a powerful bogie in a wagon adjacent to an electric car. They are 200 m (660 ft) long and 2.81 m (9.2 m) wide. They weigh 385 tons with a power output of 6.450 kW below 25 kV.

The set was built to run at 270 km/h (170 mph) but was largely upgraded to 300 km/h (190 mph) during midterm repair in preparation for the opening of LGV MÃÆ'Ã… © diterranÃÆ'Â © e. Some sets that still have a maximum speed of 270 km/h operate on routes that include a relatively short distance on LGV, such as to Switzerland via Dijon; The SNCF does not consider it to be financially rewarding to increase their speed for marginal reduction in travel time.

TGV Atlantique

The 105-strong fleet of Atlantique bi-currently built between 1988 and 1992 for the opening of LGV Atlantique and entry into service began in 1989. They are 237.5 m (779 ft) long and 2.9 m (9.5 ft wide). They weighed 444 tons, and consisted of two electric cars and ten cars with a capacity of 485 seats. They are built with a maximum speed of 300 km/h (190 mph) and 8,800 kW of power below 25 kV. The efficiency of the Atlantique with all seats filled has been calculated at 767 PMPG, although with a typical 60% occupancy it is around 460 PMPG (Toyota Prius with three passengers is 144 PMPG).

The 325 modified unit set the world speed record in 1990 on LGV before its opening. Modifications such as improved aerodynamics, larger wheels and improved braking are made to allow speeds of over 500 km/h (310 mph). The set was reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 tons. Three carriages, including the train carriage in the center, are the minimum possible configuration due to articulation.

TGV RÃÆ' Â © seau

RÃÆ' Â © seau (Network) first set entered service in 1993. Fifty bi-current pairs were ordered in 1990, coupled with 40 tri-flow sets in 1992/1993. Ten sets of tri-currents carry Thalys livery and are known as Thalys PBA sets (Paris-Brussels-Amsterdam). As well as using standard French voltages, the current tri-set can operate under 1.5 kV Netherlands and 3 KV DC supplies of Italy and Belgium.

They are made up of two electric cars (8,800 kW below 25 kV - as TGV Atlantique) and eight carriages, giving a capacity of 377 seats. They have a top speed of 320 km/h. They are 200 m (660 ft) long and 2.90 m (9.5 ft). This bi-current device weighs 383 tons: due to the axle load limitation in Belgium, the tri-flow circuit has a series of modifications, such as the replacement of steel with aluminum and hollow axle, to reduce weights to below 17 t per shaft.

Due to initial complaints of uncomfortable pressure changes upon entering the high-speed tunnel at LGV Atlantique, RÃÆ'Â © seau sets are now sealed with pressure. They can be coupled to the Duplex set.

Eurostar

The Eurostar train is basically a long TGV, modified for use in the United Kingdom and in the Channel Tunnel. Differences include smaller cross-sections to fit in a constrictive UK load gauge (although High Speed ​​1 can accommodate Berne gauge traffic, this feature is required when Eurostar trains are operated on existing trajectories between London Waterloo and Tunnel Tunnel), which is designed by the UK to be out of sync. traction motors, and extensive fireproofing in case of a fire in the Channel Tunnel. They also have a yellow front panel, which is required for all trains operating on the lines owned by Network Rail or High Speed ​​1 in the UK.

In the UK they are called Class 373. In the planning phase they are called TransManche Super Train (Cross-channel Super Train). They were built by GEC-Alsthom (now Alstom) in La Rochelle (France), Belfort (France) and Washwood Heath (UK), entered service in 1993.

Two types are built: Three sets of Capitals, consisting of two electric cars and 18 carriages, including two with one powered bogie each; and set North London, with 14 carriages. They consist of two and a half identical sets that are not articulated in the middle, so that in an emergency in the Channel Tunnel, one and a half can be released and leave the tunnel. Each half set is numbered separately.

Thirty-eight complete sets, plus one spare car, ordered: 16 by SNCF, four by SNCB/NMBS, and 18 by British Rail, seven of which are set North of London. After the privatization of British Rail, BR sets were bought by London & amp; Continental Railways (LCR), whose subsidiary Eurostar (UK) Limited is managed by a National Express consortium (40%), SNCF (35%), SNCB/NMBS (15%) and British Airways (10%) from 1998 to 2010 After joined the separate Eurostar operator on September 1, 2010, ownership of all shared devices transferred to the parent company, Eurostar International Limited.

The set operates at a maximum speed of 300 km/h (186 mph), with an electric car supplying 12,240 kW of power. The Three Capital Sets are 394 m (1,293 ft) in length and have 766 seats, weighing 752 tonnes. North London set has 558 seats. All at least have current tri-current and can operate at 25 kV, 50 Hz AC (on LGV, including High Speed ​​1, and on UK electrical overhead), 3 kV DC at lignes classiques in Belgium and 750Ã, VÃ, DC on the former third rail network of Southern Region in the UK. The third rail equipment became obsolete in 2007 when the second phase of High Speed ​​1 began to be used between London and Tunnel Channels, which used 25 kV, 50 Hz AC. Five of the Three Capital Sets owned by SNCF are current quadri and able to operate on French lignes classiques in 1500Ã, V DC.

Three of the Three Capital sets owned by SNCF are in French domestic usage and carry a silver and blue TGV livery. Set North of London, intended to provide Eurostar Regional services from continental Europe to the northern English cities of London using the West Coast and East Coast Main Line, have never seen regular international usage: budget airlines in the UK offer lower rates. Some devices are leased to GNER for use on some services from London King's Cross to York and Leeds, with two carrying its dark blue livery. The lease expired in December 2005 and a year later the same set was working on SNCF services to Calais in Eurostar form, albeit with Eurostar branding and a yellow front panel removed.

Eurostar chief executive Richard Brown suggests that trains can be replaced with double deck trains similar to TGV Duplex when they are pulled. The double deck fleet can carry 40 million passengers a year from the UK to the Continent, equivalent to adding an additional runway at London airport.

Eurostar has higher security measures than any other TGV. Luggage is filtered and passengers are required to check-in 30 minutes before departure. Since the UK is not part of the Schengen Area, and since France and Belgium are not part of the Public Travel Area, passengers must undergo immigration checks. This was before passengers boarded the train, so officials from the British Border Force were stationed in France and Belgium, with their French counterparts stationed in England.

In October 2010, Eurostar booked 10 Siemens Class 374 "Eurostar e320" trains to travel on existing routes from London to Paris and Brussels as well as new routes to Amsterdam with its Class 373 fleet. In 2016, Eurostar announced it would retain 8 373 sets after a full fleet of 374 (E320s) in service with the rest of Class 373 sets to be canceled. 373 sets that will be maintained by Eurostar will be completely refurbished and repainted to match the livery of the new 373 E320 train.

TGV Duplex

Duplex is built to increase TGV capacity without adding train length or number of trains. Each carriage has two levels, with access doors at lower levels utilizing low French platforms. The stairs give access to the upper level, where the aisle between the cars is located. There are 512 seats per set. On busy routes such as Paris-Marseille they are operated in pairs, providing 1,024 seats in two sets of Duplex or 800 in a Duplex set plus a set of Reseau. Each set has a wheelchair-accessible compartment.

After a long development process started in 1988 (during which they were known as TGV-2N) the initial batch of 30 was built between 1995 and 1998. Further deliveries began in 2000 with a Duplex fleet now of 160 units, making it the backbone of the TGV fleet SNCF. They weigh 380 tons and a length of 200 m (660 ft), consisting of two electric cars and eight carriages. The widespread use of aluminum means that it weighs no more than the TGV RÃÆ'Â © se set they provide. The bi-electric cars currently provide 8,800 kW, and they have a slight speed increase of 320 km/h (200 mph).

Duplex TGV now operates on all French high speed lines.

Thalys PBKA

Unlike the Thalys PBA set, the set of PBKA (Paris-Brussels-Cologne-Amsterdam) is made exclusively for Thalys. They are technologically similar to the set of TGV Duplex, but one deck. They are quadri-current, operating under 25 kV, 50 Hz AC (LGVs), 15 kV 16 2/3 Hz AC (Germany, Switzerland), 3 kV DC (Belgium) and 1.5 kV DC (Dutch and French lignes classiques ). Their top speed is 300 km/h (186 mph) below 25 kV, with two electric cars supplying 8,800 kW. When operating below 15 kV the electrical output drops to 3,680 kW, resulting in a very poor power-to-weight-poor ratio on German high speed lines. They have eight carriages and have a length of 200 m (660 ft), with a total weight of 385 tonnes. They have 377 seats.

Seventeen trains were ordered: nine by SNCB/NMBS, six by SNCF and two by NS. Deutsche Bahn contributed to finance two sets of SNCB/NMBS.

TGV POS

TGV POS (Paris-Ostfrankreich-SÃÆ'¼ddeutschland or Paris-Eastern France-Southern Germany) is used on LGV Est.

They consist of two Duplex electric cars with eight TGV RÃÆ' Â © seau-type carriages, with a power output of 9,600 kW and a top speed of 320 km/h (200 mph). Unlike TGV-A, TGV-R and TGV-D, they have asynchronous motors, and isolation from individual motors is possible in case of failure.

TGV 2N2

The 2N2 bi-current can be considered a fourth-generation Duplex. The series is commissioned from December 2011 for links to Germany and Switzerland (current tri-trains) and to cope with increased traffic due to the opening of LGV Rhine-Rhone.

They are numbered from 800, and are limited to 320 km/h (200 mph). ERTMS makes them compatible to allow access to Spain in support of Dasye.

src: upload.wikimedia.org

TGV technology outside France

TGV technology has been adopted in a number of other countries:

• AVE ( Alta Velocidad EspaÃÆ' Â ± ola ), in Spanish.
• Thalys in Belgium, the Netherlands and Germany.
• Korean Express Train (KTX), in South Korea.
• British Rail Class 373 operates the Eurostar service between the United Kingdom, France, Belgium and the Netherlands.
• Acela Express, a high-speed tilting train built by Bombardier TGV participants for the United States. Acela uses several TGV technologies including motors, power systems/drivetrain (rectifiers, inverters, regenerative braking technology), truck and disc brake structures, and collision energy management technologies to control structural deformation in accidents. However, the unarticulated carriage of Acela originated from the Canadian Bombardier LRC train and was tailor-made for the Federal Railroad Administration's standard crash.
• The Moroccan government approves a EUR2 billion contract for Alstom to build LGV between Tangier and Casablanca, which will operate by 2018.
• The high speed Italian open access operator Nuovo Trasporto Viaggiatori has signed up with Alstom to buy a 25 AGV set of 11-cars (4th generation TGV, running at 350 km/h (220 mph)) for deliveries beginning in 2009.

src: www.railwaygazette.com

Future TGVs

SNCF and Alstom are investigating new technologies that can be used for high-speed transport. The development of TGV trains is being pursued in the form of high-speed Automotrice ÃÆ' grande vitesse (AGV) units with motors under each carriage. Investigations are underway for the purpose of producing the train at the same cost as TGV with the same security standards. AGV of the same length as TGV can have up to 450 seats. The target speed is 360 kilometers per hour (220 mph). The AGV prototype was unveiled by Alstom on February 5, 2008.

The Italian operator NTV is the first customer for AGV, and intends to become the first fast open access access carrier operator in Europe, starting operations in 2011.

The next generation of TGV is being considered with specifications for the new train to be completed by the end of 2017. Detailed design concepts will be completed within four years with the aim of introducing trains into commercial services by mid-2022 with the aim of increasing TGV capacity by 10% by replacing two the main electric carriage of the double TGV with passenger cars. The carriage will have motor bogies, like the first and last train of the train, to make up for the lost power. The goal is also to develop a train that reduces acquisition and operating costs by 20% and cuts energy consumption by at least 25% by recycling more than 90%. Another focus is on improving the passenger environment with modular interiors and enhancing comfort and connectivity. Due to changes in French law in 2014, French state-owned companies can now work with private sector partners during the project design phase to minimize the costs and assurances that contracts will be awarded when the joint development phase has been completed.

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Accident

In nearly three decades of high-speed operation, TGV has not recorded the death of a single passenger due to an accident while running at high speed on normal passenger services. There have been several accidents, including three derailments above or above 270 km/h (170 mph), but only one of these - a test on a new lane - an upside-down train. This is credited partly because of the articulated design rigidity lend to the train. There was a fatal accident involving TGV at lignes classiques, where trains were exposed to the same dangers as normal trains, such as level crossings. This includes one terrorist bombing, which can also happen at high speeds.

On LGVs

• December 14, 1992: TGV 920 from Annecy to Paris, operated by set 56, slips at 270 km/h (170 mph) at the MÃÆ'â ¢ con-LochÃÆ' © TGV (SaÃÆ'Â'ne-et- Loire). The previous emergency stop has caused flat wheels; the pertinent bogie slips as it crosses the point at the entrance to the station. No one on the train was injured, but 25 passengers waiting on the platform for another TGV were slightly injured by the ballast thrown from the practice site.
• December 21, 1993: TGV 7150 from Valenciennes to Paris, operated by 511 sets, slipped at 300 km/h (190 mph) at the TGV Haute Picardie station, before it was built. The rain has caused an open pit under the track; hole dates from the First World War but not yet detected during construction. Front electric car and four carriages but still aligned with the track. Of the 200 passengers, one was slightly injured.
• June 5, 2000: Eurostar 9073 from Paris to London, operated by SNCB/NMBS 3101/2 set, slips at 250 km/h (155 mph) in the Nord-Pas de Calais area near Croisilles. The transmission assembly on the rear bogie of the front electric car fails, with parts falling onto the track. Four boge of 24 slipped. Of the 501 passengers, seven were bruised and the others were treated for shock.
• November 14, 2015: TGV 2369 is involved in derailing Eckwersheim, near Strasbourg, when tested in the second phase of the unopened LGV Est. The derailment resulted in 11 deaths among those who were riding, while 11 others on the train were seriously wounded. Excessive velocity has been referred to as the cause.

On the normal track

• December 31, 1983: A bomb allegedly planted by terrorist organization Carlos the Jackal exploded over a TGV from Marseille to Paris; two people were killed.
• September 28, 1988: TGV 736, operated by set 70 "Melun", collided with a truck carrying a 100-ton electric transformer that has jammed at the crossing level in Voiron, IsÃÆ'¨re. The vehicle has not obtained the required ferry clearance from France Direction dÃÆ' Â © partementale de l'ÃÆ' Â © quipement . Heavy trucks cause a very hard collision; train and passenger drivers died, and 25 passengers were slightly injured.
• January 4, 1991: after brake failure, TGV 360 fled from ChÃÆ'Â ¢ tillon depot. The train was directed to an unoccupied track and collided with a road loading car at Paris-Vaugirard station at 60 km/h (37 mph). No one was hurt. The main electric car and the first two carriages were heavily damaged, and rebuilt.
• September 25, 1997: TGV 7119 from Paris to Dunkerque, operated by set 502, collides at 130 km/h (81 mph) with a 70 ton asphalt paving machine at junction level in Bierne, near Dunkerque. The electric car spins and falls onto a dike. Two of the front carriages left the track and stopped in the woods beside the track. Seven people were injured.
• October 31, 2001: TGV 8515 from Paris to Irun slipped at a speed of 130 km/h (81 mph) near Dax in southwestern France. All ten cars slipped and the rear power unit fell off. The cause is a broken rail.
• January 30, 2003: TGV from Dunkerque to Paris collides at 106 km/h (66 mph) with heavy-goods vehicles stuck at a crossroads level at Esquelbecq in northern France. The electric front car was badly damaged, but only one bogie slipped. Only the driver is lightly wounded.
• December 19, 2007: a TGV from Paris to Geneva collides at about 100 km/h (62 mph) with a truck at a junction near Tossiat in eastern France, near the Swiss border. The truck driver died; on the train, one person was seriously injured and 24 slightly injured.
• July 17, 2014: TER trains will run to the back of TGV in Denguin, PyrÃÆ' © nÃÆ' Â © es-Atlantiques. Forty people were injured.

Following the number of accidents at the junction level, attempts have been made to remove all level crossings on the lignes classiques used by TGV. The ligne classique from Tours to Bordeaux at the end of LGV Atlantique does not have level crossings as a result.

src: www.railteam.eu

Protest against TGV

The first environmental protest against LGV development took place in May 1990 during the planning stage of LGV MÃÆ'Ã… © ditranÃÆ'Â © e. The protesters blocked the railroad to protest the planned route, arguing that it was unnecessary, and the train could continue using the existing route to reach Marseille from Lyon.

Lyon Turin Ferroviaire (Lyon-ChambÃÆ' Â © ry-Turin), which will connect the TGV network to the Italian TAV network, has been the subject of demonstrations in Italy. While most Italian political parties agree on the construction of this line, some of the inhabitants of the cities where construction will occur are opposed to it aloud. Concerns raised by the demonstrators center on the storage of hazardous materials that are mined during tedious tunnels, such as asbestos and possibly uranium, in the open air. This health hazard can be avoided by using more expensive techniques to deal with radioactive material. A six-month delay early in construction has been decided to study the solution. In addition to citizens' concerns, the RFB - a ten-year national movement - is opposed to the development of the Italian TAV high-speed rail network as a whole.

The general complaints about TGV noise passing near towns and villages have led to SNCF building acoustic fences along large sections of LGV to reduce disruption to the population, but protests are still occurring in places where SNCF does not address the issue.

src: upload.wikimedia.org

Custom services

In addition to its standard services, TGV also provides mail travel services and "low cost"

For years, the service termed SNCF TGV La Poste has sent a letter to the French letter service, La Poste. It uses a rolled roll without windows but a TGV standard, painted with yellow and blue La Poste

In 2013, the new "low cost" TGV service was created by SNCF. It's called Ouigo and is designed to imitate and challenge low-cost airlines.

src: www.tgv-lyria.com

Rebranding

Beginning in July 2017, the TGV service will be renamed InOui so that the high-speed rail and railway industry in France can start the competition by 2020.

src: upload.wikimedia.org

See also

• iDTGV
• High speed rail in France
• TER-GV - TGV operates at a relatively short distance along LGV Nord
• TGV line construction
• TGV world speed record - overview and chronology of speed recording
• Train categories in Europe
• V150 (rail)

src: www.vagonweb.cz

Notes and references

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Further reading

• Allen, Geoffrey Freeman (December 1981 - January 1982). "This is a KO". Rail Fans . National Publications of EMAP. pp.Ã, 34-37. ISSNÃ, 0262-561X. OCLCÃ, 49957965
• Cooper, Basil (January 1983). "What's on TGV?". Rail Fans . National Publications of EMAP. pp.Ã, 18-20. ISSNÃ, 0262-561X. OCLCÃ, 49957965
• Perren, Brian (October 1983). "TGV: the completion of the dream". Rail Fans . National Publications of EMAP. pp.Ã, 32-40. ISSNÃ, 0262-561X. OCLCÃ, 49957965
• Cinotti, Eric and TrÃÆ' © boul, Jean-Baptiste (2000) Les TGV europÃÆ' © ensÃ,: Eurostar, Thalys , Paris: Suppressing universitaires de France, ISBN 2-13-050565 -1 (in French)
• Perren, Brian (2000) TGV Handbook , 2nd ed., Harrow WealdÃ,: Capital Transportation, ISBNÃ, 1-85414-195-3
• Malaspina, Jean-Pierre (2005). Des TEE aux TGV [ TEE to TGV ]. Train d'Europe (in French). 1 . Paris: La Vie du Rail. ISBN: 2915034486.
• SouliÃÆ'Â ©, Claude and Tricoire, Jean (2002). Le grand livre du TGV , Paris: La Vie du Rail, ISBNÃ, 2-915034-01-X (in French)

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External links

• Official SNCF Website (in English)
• TGV Official Website (in English)

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