100-564: The Lyon–Geneva railway is an important route in the national rail network. It connects not only Geneva but also feeds the Maurienne railway and the Geneva to Valence via Grenoble line. It carries a variety of traffic: TGV Paris - Geneva , Geneva - South of France, TER Auvergne-Rhône-Alpes , Léman Express and goods trains. The line is numbered 890 000 of the RFF national network. From Lyon-Perrache
200-613: A "TGV commuter belt" around Paris; the TGV also serves Charles de Gaulle Airport and Lyon–Saint-Exupéry Airport . A visitor attraction in itself, it stops at Disneyland Paris and in southern tourist cities such as Avignon and Aix-en-Provence as well. Brest , Chambéry , Nice , Toulouse and Biarritz are reachable by TGVs running on a mix of LGVs and modernised lines. In 2007, the SNCF generated profits of €1.1 billion (approximately US$ 1.75 billion, £875 million) driven largely by higher margins on
300-706: A Duplex set plus a Reseau set. Each set has a wheelchair accessible compartment. After a lengthy development process starting in 1988 (during which they were known as the TGV-2N) the original batch of 30 was built between 1995 and 1998. Further deliveries started in 2000 with the Duplex fleet now totaling 160 units, making it the backbone of the SNCF TGV-fleet. They weigh 380 tonnes and are 200 m (656 ft 2 in) long, made up of two power cars and eight carriages. Extensive use of aluminum means that they weigh not much more than
400-571: A capacity of 377 seats. They have a top speed of 320 km/h (199 mph). They are 200 m (656 ft 2 in) long and are 2.90 m (9 ft 6 in) wide. The bi-current sets weigh 383 tonnes: owing to axle-load restrictions in Belgium the tri-current sets have a series of modifications, such as the replacement of steel with aluminum and hollow axles, to reduce the weight to under 17 t per axle. Owing to early complaints of uncomfortable pressure changes when entering tunnels at high speed on
500-454: A capacity of 485 seats. They were built with a maximum speed of 300 km/h (186 mph) and 8,800 kW of power under 25 kV. The efficiency of the Atlantique with all seats filled has been calculated at 767 PMPG , though with a typical occupancy of 60% it is about 460 PMPG (a Toyota Prius with three passengers is 144 PMPG). Modified unit 325 set the world speed record in 1990 on
600-408: A carbody design that would reduce wind resistance at high speeds. A long series of tests was carried. In 1905, St. Louis Car Company built a railcar for the traction magnate Henry E. Huntington , capable of speeds approaching 160 km/h (100 mph). Once it ran 32 km (20 mi) between Los Angeles and Long Beach in 15 minutes, an average speed of 130 km/h (80 mph). However, it
700-461: A high-speed rail network in 1966. It presented the project to President Georges Pompidou in 1974 who approved it. Originally designed as turbotrains to be powered by gas turbines , TGV prototypes evolved into electric trains with the 1973 oil crisis . In 1976 the SNCF ordered 87 high-speed trains from Alstom . Following the inaugural service between Paris and Lyon in 1981 on the LGV Sud-Est ,
800-573: A high-speed railway network in Russian gauge . There are no narrow gauge high-speed railways. Countries whose legacy network is entirely or mostly of a different gauge than 1435mm – including Japan and Spain – have however often opted to build their high speed lines to standard gauge instead of the legacy railway gauge. High-speed rail is the fastest and most efficient ground-based method of commercial transportation. However, due to requirements for large track curves, gentle gradients and grade separated track
900-502: A major publicity campaign focusing on the speed, frequency, reservation policy, normal price, and broad accessibility of the service. This commitment to a democratised TGV service was enhanced in the Mitterrand era with the promotional slogan "Progress means nothing unless it is shared by all". The TGV was considerably faster (in terms of door to door travel time) than normal trains, cars , or aeroplanes . The trains became widely popular,
1000-537: A new top speed for a regular service, with a top speed of 160 km/h (99 mph). This train was a streamlined multi-powered unit, albeit diesel, and used Jakobs bogies . Following the success of the Hamburg line, the steam-powered Henschel-Wegmann Train was developed and introduced in June 1936 for service from Berlin to Dresden , with a regular top speed of 160 km/h (99 mph). Incidentally no train service since
1100-476: A number of other countries: SNCF and Alstom are investigating new technology that could be used for high-speed transport. The development of TGV trains is being pursued in the form of the Automotrice à grande vitesse (AGV) high-speed multiple unit with motors under each carriage. Investigations are being carried out with the aim of producing trains at the same cost as TGVs with the same safety standards. AGVs of
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#17330860445551200-409: A phase break zone. Just before this section, train operators must power down the motors (allowing the train to coast ), lower the pantograph, adjust a switch to select the appropriate system, and raise the pantograph. Once the train exits the phase break zone and detects the correct electric supply, a dashboard indicator illuminates, and the operator can once again engage the motors. The Sud-Est fleet
1300-427: A power output of 9,600 kW and a top speed of 320 km/h (199 mph). Unlike TGV-A, TGV-R and TGV-D, they have asynchronous motors, and isolation of an individual motor is possible in case of failure. The bi-current TGV 2N2 (Avelia Euroduplex) can be regarded as the 3rd generation of Duplex. The series was commissioned from December 2011 for links to Germany and Switzerland (tri-current trains) and to cope with
1400-426: A powered bogie in the carriages adjacent to the power cars. They are 200 m (656 ft 2 in) long and 2.81 m (9 ft 3 in) wide. They weighed 385 tonnes (849,000 lb) with a power output of 6,450 kW under 25 kV. The sets were originally built to run at 270 km/h (168 mph) but most were upgraded to 300 km/h (186 mph) during mid-life refurbishment in preparation for
1500-405: A set of semi-permanently coupled articulated un-powered coaches . Cars are connected with Jacobs bogies , a single bogie shared between the ends of two coaches. The only exception are the end cars, which have a standalone bogie on the side closest to the power car, which is often motorized. Power cars also have two bogies. Trains can be lengthened by coupling two TGVs, using couplers hidden in
1600-551: A some other interurban rail cars reached about 145 km/h (90 mph) in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers. Extensive wind tunnel research – the first in the railway industry – was done before J. G. Brill in 1931 built the Bullet cars for Philadelphia and Western Railroad (P&W). They were capable of running at 148 km/h (92 mph). Some of them were almost 60 years in service. P&W's Norristown High Speed Line
1700-565: A world record for narrow gauge trains at 145 km/h (90 mph), giving the Odakyu engineers confidence they could safely and reliably build even faster trains at standard gauge. Conventional Japanese railways up until that point had largely been built in the 1,067 mm ( 3 ft 6 in ) Cape gauge , however widening the tracks to standard gauge ( 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in )) would make very high-speed rail much simpler due to improved stability of
1800-522: Is 279.3 km/h (173.5 mph). This record was surpassed on 26 December 2009 by the new Wuhan–Guangzhou high-speed railway in China where the fastest scheduled train covered 922 km (573 mi) at an average speed of 312.54 km/h (194.20 mph). A Eurostar (TGV) train broke the record for the longest non-stop high-speed international journey on 17 May 2006 carrying the cast and filmmakers of The Da Vinci Code from London to Cannes for
1900-466: Is a set of unique features, not merely a train travelling above a particular speed. Many conventionally hauled trains are able to reach 200 km/h (124 mph) in commercial service but are not considered to be high-speed trains. These include the French SNCF Intercités and German DB IC . The criterion of 200 km/h (124 mph) is selected for several reasons; above this speed,
2000-459: Is a type of rail transport network utilizing trains that run significantly faster than those of traditional rail, using an integrated system of specialized rolling stock and dedicated tracks . While there is no single standard that applies worldwide, lines built to handle speeds above 250 km/h (155 mph) or upgraded lines in excess of 200 km/h (125 mph) are widely considered to be high-speed. The first high-speed rail system,
2100-420: Is needed to split carriages, by lifting up cars off a bogie. Once uncoupled, one of the carriage ends is left without support, so a specialized frame is required. SNCF prefers to use power cars instead of electric multiple units because it allows for less electrical equipment. There are six types of TGV equipment in use, all built by Alstom : Retired sets: Several TGV types have broken records, including
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#17330860445552200-526: Is still in use, almost 110 years after P&W in 1907 opened their double-track Upper Darby–Strafford line without a single grade crossing with roads or other railways. The entire line was governed by an absolute block signal system. On 15 May 1933, the Deutsche Reichsbahn-Gesellschaft company introduced the diesel-powered " Fliegender Hamburger " in regular service between Hamburg and Berlin (286 km or 178 mi), thereby achieving
2300-599: The Chicago-New York Electric Air Line Railroad project to reduce the running time between the two big cities to ten hours by using electric 160 km/h (99 mph) locomotives. After seven years of effort, however, less than 50 km (31 mi) of arrow-straight track was finished. A part of the line is still used as one of the last interurbans in the US. In the US, some of the interurbans (i.e. trams or streetcars which run from city to city) of
2400-548: The 0 Series Shinkansen , built by Kawasaki Heavy Industries – in English often called "Bullet Trains", after the original Japanese name Dangan Ressha ( 弾丸列車 ) – outclassed the earlier fast trains in commercial service. They traversed the 515 km (320 mi) distance in 3 hours 10 minutes, reaching a top speed of 210 km/h (130 mph) and sustaining an average speed of 162.8 km/h (101.2 mph) with stops at Nagoya and Kyoto. Speed
2500-663: The Aérotrain , a French hovercraft monorail train prototype, reached 200 km/h (120 mph) within days of operation. After the successful introduction of the Japanese Shinkansen in 1964, at 210 km/h (130 mph), the German demonstrations up to 200 km/h (120 mph) in 1965, and the proof-of-concept jet-powered Aérotrain , SNCF ran its fastest trains at 160 km/h (99 mph). In 1966, French Infrastructure Minister Edgard Pisani consulted engineers and gave
2600-473: The Cannes Film Festival . The 1,421-kilometre (883 mi) journey took 7 hours 25 minutes on an average speed of 191.6 km/h (119.1 mph). The fastest single long-distance run on the TGV was done by a TGV Réseau train from Calais-Frethun to Marseille (1,067.2 km (663.1 mi)i) in 3 hours 29 minutes at a speed of 306 km/h (190 mph) for the inauguration of
2700-645: The Gare de Champagne-Ardenne and Gare de Lorraine on the LGV Est , not surpassed until the 2013 reported average of 283.7 km/h (176.3 mph) express service on the Shijiazhuang to Zhengzhou segment of China's Shijiazhuang–Wuhan high-speed railway . During the engineering phase, the Transmission Voie-Machine (TVM) cab-signalling technology was developed, as drivers would not be able to see signals along
2800-689: The Jacobs bogies . The first Réseau (Network) sets entered service in 1993. Fifty bi-current sets were ordered in 1990, supplemented by 40 tri-current sets in 1992/1993 (adding 3,000 V DC system used on traditional lines in Belgum). Ten tri-current sets carry the Eurostar Red (ex- Thalys ) livery and are known as the PBA (Paris-Brussels-Amsterdam) sets. They are formed of two power cars (8,800 kW under 25 kV – as TGV Atlantique) and eight carriages, giving
2900-536: The LGV Méditerranée on 26 May 2001. On 28 November 2003, the TGV network carried its one billionth passenger, a distant second only to the Shinkansen's five billionth passenger in 2000. Excluding international traffic, the TGV system carried 98 million passengers during 2008, an increase of 8 million (9.1%) on the previous year. All TGV trains have two power cars , one on each end. Between those power cars are
3000-574: The Marienfelde – Zossen line during 1902 and 1903 (see Experimental three-phase railcar ). On 23 October 1903, the S&;H-equipped railcar achieved a speed of 206.7 km/h (128.4 mph) and on 27 October the AEG-equipped railcar achieved 210.2 km/h (130.6 mph). These trains demonstrated the feasibility of electric high-speed rail; however, regularly scheduled electric high-speed rail travel
3100-624: The Morning Hiawatha service, hauled at 160 km/h (99 mph) by steam locomotives. In 1939, the largest railroad of the world, the Pennsylvania Railroad introduced a duplex steam engine Class S1 , which was designed to be capable of hauling 1200 tons passenger trains at 161 km/h (100 mph). The S1 engine was assigned to power the popular all-coach overnight premier train the Trail Blazer between New York and Chicago since
Lyon–Geneva railway - Misplaced Pages Continue
3200-540: The Prussian state railway joined with ten electrical and engineering firms and electrified 72 km (45 mi) of military owned railway between Marienfelde and Zossen . The line used three-phase current at 10 kilovolts and 45 Hz . The Van der Zypen & Charlier company of Deutz, Cologne built two railcars, one fitted with electrical equipment from Siemens-Halske , the second with equipment from Allgemeine Elektrizitäts-Gesellschaft (AEG), that were tested on
3300-715: The Tōkaidō Shinkansen , began operations in Honshu , Japan, in 1964. Due to the streamlined spitzer -shaped nose cone of the trains , the system also became known by its English nickname bullet train . Japan's example was followed by several European countries, initially in Italy with the Direttissima line, followed shortly thereafter by France , Germany , and Spain . Today, much of Europe has an extensive network with numerous international connections. More recent construction since
3400-518: The United Kingdom , the United States , and Uzbekistan . Only in continental Europe and Asia does high-speed rail cross international borders. High-speed trains mostly operate on standard gauge tracks of continuously welded rail on grade-separated rights of way with large radii . However, certain regions with wider legacy railways , including Russia and Uzbekistan, have sought to develop
3500-1168: The V150 and TGV 001 . V150 was a specially modified five-car double-deck trainset that reached 574.8 km/h (357.2 mph) under controlled conditions on a test run. It narrowly missed beating the world train speed record of 581 km/h (361 mph). The record-breaking speed is impractical for commercial trains due to motor overcharging, empty train weight, rail and engine wear issues, elimination of all but three coaches, excessive vibration, noise and lack of emergency stopping methods . TGVs travel at up to 320 km/h (199 mph) in commercial use. All TGVs are at least bi-current , which means that they can operate at 25 kV 50 Hz AC (used on LGVs) and 1,500 V DC (used on traditional lines). Trains travelling internationally must accommodate other voltages ( 15 kV 16.7 Hz AC or 3,000 V DC ), requiring tri-current and quad-current TGVs. Each TGV power car has two pantographs: one for AC use and one for DC. When passing between areas with different electric systems (identified by marker boards), trains enter
3600-468: The World Bank , whilst supporting the project, considered the design of the equipment as unproven for that speed, and set the maximum speed to 210 km/h (130 mph). After initial feasibility tests, the plan was fast-tracked and construction of the first section of the line started on 20 April 1959. In 1963, on the new track, test runs hit a top speed of 256 km/h (159 mph). Five years after
3700-567: The 21st century has led to China taking a leading role in high-speed rail. As of 2023 , China's HSR network accounted for over two-thirds of the world's total. In addition to these, many other countries have developed high-speed rail infrastructure to connect major cities, including: Austria , Belgium , Denmark , Finland , Greece , Indonesia , Morocco , the Netherlands , Norway , Poland , Portugal , Russia , Saudi Arabia , Serbia , South Korea , Sweden , Switzerland , Taiwan , Turkey ,
3800-633: The Cornavin-Airport line by a diveunder. The line emerges in the St. Jean quarter of Geneva to terminate at platforms 5, 7 and 8 of Cornavin station. The line was progressively electrified to 1500 V DC In subsequent years the line has undergone various modifications, the most important of which are: All the different types of traffic mentioned in the introduction run on this section. Direct passenger services from Bellegarde to Geneva are provided by French TGV or TER trains, while stopping services are provided by
3900-629: The French National Railway started to receive their new powerful CC 7100 electric locomotives, and began to study and evaluate running at higher speeds. In 1954, the CC 7121 hauling a full train achieved a record 243 km/h (151 mph) during a test on standard track. The next year, two specially tuned electric locomotives, the CC 7107 and the prototype BB 9004, broke previous speed records, reaching respectively 320 km/h (200 mph) and 331 km/h (206 mph), again on standard track. For
4000-552: The French National Railways twelve months to raise speeds to 200 km/h (120 mph). The classic line Paris– Toulouse was chosen, and fitted, to support 200 km/h (120 mph) rather than 140 km/h (87 mph). Some improvements were set, notably the signals system, development of on board "in-cab" signalling system, and curve revision. The next year, in May 1967, a regular service at 200 km/h (120 mph)
4100-538: The Geneva RER, the CEVA will be electrified to 25 kV 50 Hz, so the 1.5 kV DC electrification of the Geneva to Bellegarde section is a third voltage for regional trains. To alleviate these two problems, two engineering projects have been carried out, the first being to modify the double and single lines between Cornavin and the junction to the airport for bidirectional operation on all three tracks with either 25 or 15 kV, and
Lyon–Geneva railway - Misplaced Pages Continue
4200-553: The Geneva conurbation through the Meyrin-Vernier industrial estate, with many goods sidings, the railway crosses the Swiss A1 motorway over a high bridge, then reduces to a single track beside the double track Cornavin-Airport line. Inside a tunnel, a triangular junction connects to the la Praille goods yard and the CEVA connection to Annemasse and Evian. Still in the tunnel, the line crosses
4300-467: The LGV Atlantique before its opening. Modifications such as improved aerodynamics , larger wheels and improved braking were made to enable speeds of over 500 km/h (311 mph). The set was reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 tonnes. Three carriages, including the bar carriage in the centre, is the minimum possible configuration because of
4400-602: The LGV Atlantique, the Réseau sets are now pressure-sealed. They can be coupled to a Duplex set. The Duplex was built to increase TGV capacity without increasing train length or the number of trains. Each carriage has two levels, with access doors at the lower level taking advantage of low French platforms . A staircase gives access to the upper level, where the gangway between carriages 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 Duplex sets or 800 in
4500-683: The Netherlands (former Thalys ), as well as to the United Kingdom ( Eurostar ). Several future lines are under construction or planned, including extensions within France and to surrounding countries. The Mont d'Ambin Base Tunnel , part of the LGV Lyon–Turin that is currently under construction, is set to become the longest rail tunnel in the world. Cities such as Tours and Le Mans have become part of
4600-593: The Swiss Rhône Express Régional service. Because it was electrified and signalled to a French system but operated in part by the Swiss Railways there were several unusual hybrids on the line, illustrated in the photos, including Suburban traffic on the Geneva- Bellegarde section is increasing steadily and the single track section is expected to become a serious bottleneck. The southern branch of
4700-512: The TGV Réseau sets they supplement. The bi-current power cars provide 8,800 kW, and they have a slightly increased speed of 320 km/h (199 mph). Duplex TGVs run on all of French high-speed lines. TGV POS (Paris-Ostfrankreich-Süddeutschland or Paris-Eastern France-Southern Germany) are used on the LGV Est. They consist of two Duplex power cars with eight TGV Réseau-type carriages, with
4800-514: The TGV network. The idea of the TGV was first proposed in the 1960s, after Japan had begun construction of the Shinkansen in 1959. At the time the Government of France favoured new technology, exploring the production of hovercraft and the Aérotrain air-cushion vehicle. Simultaneously, the SNCF began researching high-speed trains on conventional tracks. In 1976, the administration agreed to fund
4900-584: The US, 160 km/h (99 mph) in Germany and 125 mph (201 km/h) in Britain. Above those speeds positive train control or the European Train Control System becomes necessary or legally mandatory. National domestic standards may vary from the international ones. Railways were the first form of rapid land transportation and had an effective monopoly on long-distance passenger traffic until
5000-422: The basis of early TGV designs, including the distinctive nose shape of the first power cars. Changing the TGV to electric traction required a significant design overhaul. The first electric prototype, nicknamed Zébulon, was completed in 1974, testing features such as innovative body mounting of motors, pantographs , suspension and braking . Body mounting of motors allowed over 3 tonnes to be eliminated from
5100-508: The beginning of the construction work, in October 1964, just in time for the Olympic Games , the first modern high-speed rail, the Tōkaidō Shinkansen , was opened between the two cities; a 510 km (320 mi) line between Tokyo and Ōsaka. As a result of its speeds, the Shinkansen earned international publicity and praise, and it was dubbed the "bullet train." The first Shinkansen trains,
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#17330860445555200-443: The cancelation of this express train in 1939 has traveled between the two cities in a faster time as of 2018 . In August 2019, the travel time between Dresden-Neustadt and Berlin-Südkreuz was 102 minutes. See Berlin–Dresden railway . Further development allowed the usage of these "Fliegenden Züge" (flying trains) on a rail network across Germany. The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) had been in
5300-562: The construction of high-speed rail is more costly than conventional rail and therefore does not always present an economical advantage over conventional speed rail. Multiple definitions for high-speed rail are in use worldwide. The European Union Directive 96/48/EC, Annex 1 (see also Trans-European high-speed rail network ) defines high-speed rail in terms of: The International Union of Railways (UIC) identifies three categories of high-speed rail: A third definition of high-speed and very high-speed rail requires simultaneous fulfilment of
5400-464: The curve radius should be quadrupled; the same was true for the acceleration and braking distances. In 1891 engineer Károly Zipernowsky proposed a high-speed line from Vienna to Budapest for electric railcars at 250 km/h (160 mph). In 1893 Wellington Adams proposed an air-line from Chicago to St. Louis of 252 miles (406 km), at a speed of only 160 km/h (99 mph). Alexander C. Miller had greater ambitions. In 1906, he launched
5500-587: The deputy director Marcel Tessier at the DETE ( SNCF Electric traction study department). JNR engineers returned to Japan with a number of ideas and technologies they would use on their future trains, including alternating current for rail traction, and international standard gauge. In 1957, the engineers at the private Odakyu Electric Railway in Greater Tokyo Area launched the Odakyu 3000 series SE EMU. This EMU set
5600-508: The development of the motor car and airliners in the early-mid 20th century. Speed had always been an important factor for railroads and they constantly tried to achieve higher speeds and decrease journey times. Rail transportation in the late 19th century was not much slower than non-high-speed trains today, and many railroads regularly operated relatively fast express trains which averaged speeds of around 100 km/h (62 mph). High-speed rail development began in Germany in 1899 when
5700-570: The early 20th century were very high-speed for their time (also Europe had and still does have some interurbans). Several high-speed rail technologies have their origin in the interurban field. In 1903 – 30 years before the conventional railways started to streamline their trains – the officials of the Louisiana Purchase Exposition organised the Electric Railway Test Commission to conduct a series of tests to develop
5800-516: The first line. By the mid-1990s, the trains were so popular that SNCF president Louis Gallois declared that the TGV was "the train that saved French railways". It was originally planned that the TGV, then standing for très grande vitesse ("very high speed") or turbine grande vitesse ("high-speed turbine"), would be propelled by gas turbines , selected for their small size, good power-to-weight ratio and ability to deliver high power over an extended period. The first prototype, TGV 001 ,
5900-432: The first production version was delivered on 25 April 1980. The TGV opened to the public between Paris and Lyon on 27 September 1981. Contrary to its earlier fast services, SNCF intended TGV service for all types of passengers, with the same initial ticket price as trains on the parallel conventional line. To counteract the popular misconception that the TGV would be a premium service for business travellers, SNCF started
6000-438: The first time, 300 km/h (185 mph) was surpassed, allowing the idea of higher-speed services to be developed and further engineering studies commenced. Especially, during the 1955 records, a dangerous hunting oscillation , the swaying of the bogies which leads to dynamic instability and potential derailment was discovered. This problem was solved by yaw dampers which enabled safe running at high speeds today. Research
6100-566: The following two conditions: The UIC prefers to use "definitions" (plural) because they consider that there is no single standard definition of high-speed rail, nor even standard usage of the terms ("high speed", or "very high speed"). They make use of the European EC Directive 96/48, stating that high speed is a combination of all the elements which constitute the system: infrastructure, rolling stock and operating conditions. The International Union of Railways states that high-speed rail
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#17330860445556200-414: The impacts of geometric defects are intensified, track adhesion is decreased, aerodynamic resistance is greatly increased, pressure fluctuations within tunnels cause passenger discomfort, and it becomes difficult for drivers to identify trackside signalling. Standard signaling equipment is often limited to speeds below 200 km/h (124 mph), with the traditional limits of 127 km/h (79 mph) in
6300-560: The increased traffic due to the opening of the LGV Rhine-Rhone. They are numbered from 800 and are limited to 320 km/h (199 mph). ERTMS makes them compatible to allow access to Spain similar to Dasye . The design that emerged from the process was named TGV M , and in July 2018 SNCF ordered 100 trainsets with deliveries expected to begin in 2024. They are expected to cost €25 million per 8-car set. TGV technology has been adopted in
6400-461: The initial ones despite greater speeds). After decades of research and successful testing on a 43 km (27 mi) test track, in 2014 JR Central began constructing a Maglev Shinkansen line, which is known as the Chūō Shinkansen . These Maglev trains still have the traditional underlying tracks and the cars have wheels. This serves a practical purpose at stations and a safety purpose out on
6500-436: The large amount of kinetic energy of a train at high speed, high-speed aerodynamics, and signalling. It was articulated, comprising two adjacent carriages sharing a bogie , allowing free yet controlled motion with respect to one another. It reached 318 km/h (198 mph), which remains the world speed record for a non-electric train. Its interior and exterior were styled by French designer Jacques Cooper, whose work formed
6600-534: The late 1940s and it consistently reached 161 km/h (100 mph) in its service life. These were the last "high-speed" trains to use steam power. In 1936, the Twin Cities Zephyr entered service, from Chicago to Minneapolis, with an average speed of 101 km/h (63 mph). Many of these streamliners posted travel times comparable to or even better than their modern Amtrak successors, which are limited to 127 km/h (79 mph) top speed on most of
6700-772: The line runs close to the Rhône to Bellegarde-sur-Valerine where it meets the Ligne du Haut-Bugey . After Bellegarde trains plunge into the 4 km Cret d'Eau tunnel, emerging at the Longeray junction, where the line to Evian branches off via the spectacular Longeray viaduct clearly visible from the line. Thereafter, the line descends close to the Rhône, crossing the Swiss frontier between Challex and la Plaine. Between la Plaine and Geneva stations are much closer together, due to commuter traffic for Geneva. Entering
6800-532: The line runs round Lyon city centre to Lyon-Part-Dieu . After running through the northeast suburbs of Lyon, the line runs in more or less straight sections across the plain to Ambérieu where it joins the line to Bourg-en Bresse and Macon, (formerly the Geneva Paris route). The rest of the line winds through the foothills of the Alpes and Jura. At Culoz is the junction with the Maurienne line to Turin via Modane. From Culoz
6900-432: The lines in the event of a power failure. However, in normal operation, the wheels are raised up into the car as the train reaches certain speeds where the magnetic levitation effect takes over. It will link Tokyo and Osaka by 2037, with the section from Tokyo to Nagoya expected to be operational by 2027. Maximum speed is anticipated at 505 km/h (314 mph). The first generation train can be ridden by tourists visiting
7000-607: The network, centred on Paris, has expanded to connect major cities across France, including Marseille , Lille , Bordeaux , Strasbourg , Rennes and Montpellier , as well as in neighbouring countries on a combination of high-speed and conventional lines. The success of the first high-speed service led to a rapid development of Lignes à Grande Vitesse (LGVs, "high-speed lines") to the south ( Rhône-Alpes , Méditerranée , Nîmes–Montpellier ), west ( Atlantique , Bretagne-Pays de la Loire , Sud Europe Atlantique ), north ( Nord , Interconnexion Est ) and east ( Rhin-Rhône , Est ). Since it
7100-453: The network. The German high-speed service was followed in Italy in 1938 with an electric-multiple-unit ETR 200 , designed for 200 km/h (120 mph), between Bologna and Naples. It too reached 160 km/h (99 mph) in commercial service, and achieved a world mean speed record of 203 km/h (126 mph) between Florence and Milan in 1938. In Great Britain in the same year, the streamlined steam locomotive Mallard achieved
7200-504: The newer lines, the TGV was conceived at the same period as other technological projects such as the Ariane 1 rocket and Concorde supersonic airliner; sponsored by the Government of France , those funding programmes were known as champion national (" national champion ") policies. In 2023 the TGV network in France carried 122 million passengers. The state-owned SNCF started working on
7300-492: The noses of the power cars. The articulated design is advantageous during a derailment, as the passenger carriages are more likely to stay upright and in line with the track. Normal trains could split at couplings and jackknife, as seen in the Eschede train disaster . A disadvantage is that it is difficult to split sets of carriages. While power cars can be removed from trains by standard uncoupling procedures, specialized equipment
7400-469: The official world speed record for steam locomotives at 202.58 km/h (125.88 mph). The external combustion engines and boilers on steam locomotives were large, heavy and time and labor-intensive to maintain, and the days of steam for high speed were numbered. In 1945, a Spanish engineer, Alejandro Goicoechea , developed a streamlined, articulated train that was able to run on existing tracks at higher speeds than contemporary passenger trains. This
7500-502: The opening of the LGV Méditerranée. The few sets that kept a maximum speed of 270 km/h (168 mph) operated on routes that include a comparatively short distance on LGV, such as to Switzerland via Dijon; SNCF did not consider it financially worthwhile to upgrade their speed for a marginal reduction in journey time. In December 2019, the trains were phased out from service. In late 2019 and early 2020, TGV 01 (Nicknamed Patrick),
7600-591: The planning since 1934 but it never reached its envisaged size. All high-speed service stopped in August 1939 shortly before the outbreak of World War II . On 26 May 1934, one year after Fliegender Hamburger introduction, the Burlington Railroad set an average speed record on long distance with their new streamlined train, the Zephyr , at 124 km/h (77 mph) with peaks at 185 km/h (115 mph). The Zephyr
7700-573: The power cars and greatly reduced the unsprung weight . The prototype travelled almost 1,000,000 km (621,371 mi) during testing. In 1976, the French administration funded the TGV project, and construction of the LGV Sud-Est , the first high-speed line (French: ligne à grande vitesse ), began shortly afterwards. The line was given the designation LN1, Ligne Nouvelle 1 ("New Line 1"). After two pre-production trainsets (nicknamed Patrick and Sophie ) had been tested and substantially modified,
7800-843: The public welcoming fast and practical travel. The Eurostar service began operation in 1994, connecting continental Europe to London via the Channel Tunnel and the LGV Nord-Europe with a version of the TGV designed for use in the tunnel and the United Kingdom. The first phase of the British High Speed 1 line was completed in 2003, the second phase in November 2007. The fastest trains take 2 hours 15 minutes London–Paris and 1 hour 51 minutes London–Brussels. The first twice-daily London-Amsterdam service ran 3 April 2018, and took 3 hours 47 minutes. The TGV (1981)
7900-552: The same length as TGVs could have up to 450 seats. The target speed is 360 kilometres per hour (224 mph). The prototype AGV was unveiled by Alstom on 5 February 2008. Italian operator NTV is the first customer for the AGV, and became the first open-access high-speed rail operator in Europe, starting operation in 2011. The design process of the next generation of TGVs began in 2016 when SNCF and Alstom signed an agreement to jointly develop
8000-518: The second to reelectrify the Bellegarde to Geneva section to 25 kV AC. The works were completed in August 2014, and the Bellegarde to Geneva section is entirely under 25 kV. Between la Plaine and Geneva, the signals are all Swiss, controlled from Geneva and allowing bidirectional operation. The Bem 550 and 'Flirt' 524 EMUs have been replaced by 'Flirt' 522s and 'Colibri' 562s All platforms will be lengthened to 160m to allow for longer trains. The project
8100-519: The test track. China is developing two separate high-speed maglev systems. In Europe, high-speed rail began during the International Transport Fair in Munich in June 1965, when Dr Öpfering, the director of Deutsche Bundesbahn (German Federal Railways), performed 347 demonstrations at 200 km/h (120 mph) between Munich and Augsburg by DB Class 103 hauled trains. The same year
8200-624: The track-side when trains reach full speed. It allows for a train engaging in an emergency braking to request within seconds all following trains to reduce their speed; if a driver does not react within 1.5 km (0.93 mi), the system overrides the controls and reduces the train's speed automatically. The TVM safety mechanism enables TGVs using the same line to depart every three minutes. The TGV system itself extends to neighbouring countries, either directly (Italy, Spain, Belgium, Luxembourg and Germany) or through TGV-derivative networks linking France to Switzerland ( Lyria ), to Belgium, Germany and
8300-431: The trainsets, with goals of reducing purchase and operating costs, as well as improved interior design. In June 2021, there were approximately 2,800 km (1,740 mi) of Lignes à Grande Vitesse (LGV), with four additional line sections under construction. The current lines and those under construction can be grouped into four routes radiating from Paris. High-speed rail High-speed rail ( HSR )
8400-525: The very first TGV train, did a farewell service that included all three liveries that were worn during their service. The 105 train Atlantique fleet was built between 1988 and 1992 for the opening of the LGV Atlantique and entry into service began in 1989. They are all bi-current, 237.5 m (779 ft 2 in) long and 2.9 m (9 ft 6 in) wide. They weigh 444 tonnes (979,000 lb) and are made up of two power cars and ten carriages with
8500-540: The wider rail gauge, and thus standard gauge was adopted for high-speed service. With the sole exceptions of Russia, Finland, and Uzbekistan all high-speed rail lines in the world are still standard gauge, even in countries where the preferred gauge for legacy lines is different. The new service, named Shinkansen (meaning new main line ) would provide a new alignment, 25% wider standard gauge utilising continuously welded rails between Tokyo and Osaka with new rolling stock, designed for 250 km/h (160 mph). However,
8600-629: The world's population, without a single train passenger fatality. (Suicides, passengers falling off the platforms, and industrial accidents have resulted in fatalities.) Since their introduction, Japan's Shinkansen systems have been undergoing constant improvement, not only increasing line speeds. Over a dozen train models have been produced, addressing diverse issues such as tunnel boom noise, vibration, aerodynamic drag , lines with lower patronage ("Mini shinkansen"), earthquake and typhoon safety, braking distance , problems due to snow, and energy consumption (newer trains are twice as energy-efficient as
8700-465: Was achieved by providing the locomotive and cars with a unique axle system that used one axle set per car end, connected by a Y-bar coupler. Amongst other advantages, the centre of mass was only half as high as usual. This system became famous under the name of Talgo ( Tren Articulado Ligero Goicoechea Oriol ), and for half a century was the main Spanish provider of high-speed trains. In the early 1950s,
8800-519: Was also made about "current harnessing" at high-speed by the pantographs, which was solved 20 years later by the Zébulon TGV 's prototype. With some 45 million people living in the densely populated Tokyo– Osaka corridor, congestion on road and rail became a serious problem after World War II , and the Japanese government began thinking about ways to transport people in and between cities. Because Japan
8900-496: Was boosted to 31 kV, and extra ballast was tamped onto the permanent way. The train beat the 1990 world speed record of 515.3 km/h (320.2 mph), set by a similarly TGV, along with unofficial records set during weeks preceding the official record run. The test was part of an extensive research programme by Alstom. In 2007, the TGV was the world's fastest conventional scheduled train : one journey's average start-to-stop speed from Champagne-Ardenne Station to Lorraine Station
9000-582: 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 are tri-current (including 15 kV 16.7 Hz AC for use in Switzerland) and the rest bi-current. There were seven bi-current half-sets without seats that carried mail for La Poste between Paris, Lyon and Provence , in a distinctive yellow livery until they were phased out in 2015. Each set were made up of two power cars and eight carriages (capacity 345 seats), including
9100-403: Was extended a further 161 km (100 mi), and further construction has resulted in the network expanding to 2,951 km (1,834 mi) of high speed lines as of 2024, with a further 211 km (131 mi) of extensions currently under construction and due to open in 2031. The cumulative patronage on the entire system since 1964 is over 10 billion, the equivalent of approximately 140% of
9200-467: Was launched, the TGV has not recorded a single passenger fatality in an accident on normal, high-speed service. A specially modified TGV high-speed train known as Project V150 , weighing only 265 tonnes, set the world record for the fastest wheeled train, reaching 574.8 km/h (357.2 mph) during a test run on 3 April 2007. In 2007, the world's fastest scheduled rail journey was a start-to-stop average speed of 279.4 km/h (173.6 mph) between
9300-527: Was made of stainless steel and, like the Fliegender Hamburger, was diesel powered, articulated with Jacobs bogies , and could reach 160 km/h (99 mph) as commercial speed. The new service was inaugurated 11 November 1934, traveling between Kansas City and Lincoln , but at a lower speed than the record, on average speed 74 km/h (46 mph). In 1935, the Milwaukee Road introduced
9400-407: Was not only a part of the Shinkansen revolution: the Shinkansen offered high-speed rail travel to the masses. The first Bullet trains had 12 cars and later versions had up to 16, and double-deck trains further increased the capacity. After three years, more than 100 million passengers had used the trains, and the milestone of the first one billion passengers was reached in 1976. In 1972, the line
9500-468: Was resource limited and did not want to import petroleum for security reasons, energy-efficient high-speed rail was an attractive potential solution. Japanese National Railways (JNR) engineers began to study the development of a high-speed regular mass transit service. In 1955, they were present at the Lille 's Electrotechnology Congress in France, and during a 6-month visit, the head engineer of JNR accompanied
9600-402: Was still more than 30 years away. After the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with road traffic at grade crossings, etc. The physical laws were well-known, i.e. if the speed was doubled,
9700-543: Was supposed to be finished by end 2019, with an estimated cost of 56mio CHF, financed by the Canton of Geneva. As of December 2022, most of the stations are complete. TGV The TGV ( French: [teʒeve] ; Train à Grande Vitesse , [tʁɛ̃ a ɡʁɑ̃d vitɛs] , "high-speed train"; formerly TurboTrain à Grande Vitesse ) is France's intercity high-speed rail service. With commercial operating speeds of up to 320 km/h (200 mph) on
9800-427: Was the only gas-turbine TGV: following the increase in the price of oil during the 1973 energy crisis , gas turbines were deemed uneconomic and the project turned to electricity from overhead lines , generated by new nuclear power stations . TGV 001 was not a wasted prototype: its gas turbine was only one of its many new technologies for high-speed rail travel. It also tested high-speed brakes, needed to dissipate
9900-455: Was the world's second commercial and the fastest standard gauge high-speed train service, after Japan's Shinkansen , which connected Tokyo and Osaka from 1 October 1964. It was a commercial success. A TGV test train holds the world speed record for conventional trains. On 3 April 2007 a modified TGV POS train reached 574.8 km/h (357.2 mph) under test conditions on the LGV Est between Paris and Strasbourg. The line voltage
10000-471: Was too heavy for much of the tracks, so Cincinnati Car Company , J. G. Brill and others pioneered lightweight constructions, use of aluminium alloys, and low-level bogies which could operate smoothly at extremely high speeds on rough interurban tracks. Westinghouse and General Electric designed motors compact enough to be mounted on the bogies. From 1930 on, the Red Devils from Cincinnati Car Company and
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