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Geografia d'Europa: textos de suport |
High
Speed Lines
This is a geographic map of France showing
all the lines used by TGV trains. The solid colored segments are dedicated
LGV (Ligne à Grande Vitesse, or high speed lines) in service today.
The dotted colored lines are high speed lines that have been financed or
are under construction as of 1999. The black lines are standard tracks,
on which TGV trains operate in mixed traffic at speeds ranging between
160 km/h and 220 km/h. Note on this map that only about 25% of the total
trackage covered by TGV service is on dedicated high speed lines. Key cities
and line opening dates are indicated on the map.
European
TGV Network
This schematic map shows all high speed
lines used by TGV trains (including Thalys and Eurostar service). It includes
junction names, key kilometer points and high speed line opening dates.
The map is not to scale.
The TGV (Train à Grande Vitesse) is the French high speed train. Of course, there is no such thing as the TGV; there are many significant differences among the 350-odd trainsets in service today, and the name TGV refers to much more than just the trains. Indeed, the TGV is a system which comprises train, track, and signalling technologies that when combined make high speeds (typically 300 km/h, or 186 mph) possible. The TGV system is owned and operated by SNCF, the French national railways, and is an integral part of French rail travel.
Historical Overview
The TGV program was launched in the late 1960s. In its early stages, the program was considered a technological dead end. Conventional wisdom at the time held that steel wheel on steel rail technology had been explored and understood to its fullest, and it was time to move on to more innovative technologies like magnetic levitation and jet-powered hovertrains. As a result, the project did not originally receive any government funding.
SNCF's idea for the TGV was to develop a high speed rail system that remained compatible with the existing railway infrastructure. This had the important benefit of allowing high speed trains to use existing facilities in the heart of many cities, where building any new tracks or stations would have been prohibitively expensive. Another advantage was the possibility of running TGV trains to many destinations over existing trackage, after a high speed dash on a dedicated trunk line. Clark Kent on conventional track, and Superman on special dedicated track. Finally, having a high speed rail system that fully integrates into the existing rail network makes it possible to build new high speed lines gradually, opening them section by section.
The first prototype train, the TGV 001, started an extensive testing program in the early 70's. The TGV 001 was powered by a gas turbine, and on 8 December 1972, it set the world speed record for a train in autonomous traction, at 318 km/h (198 mph). This record still stands, 23 years later. (The world's fastest diesel train is a Russian TEP80 locomotive, with 273 km/h (147 mph). The TGV 001 made more than 175 runs at speeds in excess of 300 km/h (186 mph) and along with other prototype trains provided valuable engineering data for the development of the production TGV.
A completely new line was built beginning in the late seventies, running from Paris most of the way to Lyon. On 27 September 1981, the first section of the line was opened to revenue service by president François Mitterrand, and the streamlined, bright orange trains became instant celebrities. It helped that just a few months before, one of the new trainsets had smashed the world speed record (held since 1955 by a pair of French electric locomotives) with a run at 380 km/h (236 mph).
The new TGV was incredibly successful, and gutted the Paris-Lyon airline business. It became one of the few parts of SNCF that turned a significant profit, and completely payed for itself (including construction costs) in only a decade. The French government, faced with this success, hailed the new system and offered its backing for further development of the nascent high speed rail network. The TGV had become a technological symbol associated with France.
Since then, new TGV lines and trains have been built, and improvements made with each generation. In 1989, the TGV Atlantique made its debut, serving points west of Paris. The trains incorporated many improvements over the earlier Sud-Est generation, a sign of the continuing research and development being conducted by SNCF and its contractors. Most notably, the 1981 record was pushed to 515.3 km/h (320.3 mph) on 18 May 1990, using the newer generation equipment.
Today, there are three major trunk lines radiating out of Paris, the most recent one being the Nord-Europe line, opened in 1993 and connects Paris to Lille, Belgium, the Netherlands, Germany, and Britain through the Channel tunnel. Extensions continue to be built, although budgetary constraints have slowed the momentum of the TGV expansion.
TGV technology has been a contender in many export ventures, to Spain (operating), South Korea (under construction), the United States (awarded), Taiwan (awarded), China, etc. TGV trains now visit many parts of Europe, including Germany, Britain, Italy, Belgium, the Netherlands, and Switzerland.
What Makes the Train Special?
Looking at the train itself, the most striking aspect, to the newcomer, is the aerodynamic styling of the nose. But that is not where the innovation lies. Perhaps the most interesting feature of a TGV trainset is its articulation. The cars are not merely coupled together; instead, they are semi-permanently attached to each other, with the ends of two adjacent cars resting on a common two-axle truck. It is thus more appropriate to speak of 'trailers' than of 'cars'.
There are several good reasons for this design. Perhaps the most obvious is that the TGV was designed from the beginning to be a very lightweight train; even with an axle load limit of only 17 metric tons, it made sense to reduce the number of axles. Placing the wheels between the trailers also reduces interior noise levels, provides more space and a higher plane for the suspension, and improves aerodynamics (due to the lower height and small inter-trailer gaps). Articulation of the train also allows adjacent trailers to be dynamically coupled by dampers, and makes possible a clean, quiet passage from one trailer to the next. Articulation has also proved to be an important safety feature, preventing TGV trains from jack-knifing in a collision as a conventional train might.
TGV trainsets are essentially symmetric and reversible, with a locomotive, also called power unit or power car, coupled at each end. the trailing power unit collects power from the overhead electric catenary, and feeds power to the leading power unit through a cable running along the roof of the train. This single-pantograph arrangement prevents one pantograph from disturbing the wire and thus disrupting the contact for the following pantographs.The pantographs themselves are among the most sophisticated, some featuring active damping.
The brakes are suited for running at high speed. They are capable of dissipating a very large amount of energy. The locomotives each have dynamic brakes, in addition to brake shoes for emergency stops. The trailers are equipped with four disks per axle, and in some cases backup brake shoes. Future models might include magnetic induction track brakes.
Another innovation in the TGV system is the exclusive use of in-cab signalling for high speed running. TGV lines do not have lineside signals; they are too difficult to read at speed. All signalling information is transmitted to the train through the rails, and appears to the engineer in the cab. In general, TGV trainsets are heavily computerized, and many important functions are controlled digitally.
What Makes the Tracks Special?
Dedicated TGV lines use no special technology-- just welded rails laid on hybrid steel and concrete ties, over a thicker than usual bed of ballast. The greatest difference lies in the combination of curve radii and superelevation that make high speed possible; a 5 km (3 mi) radius would be considered tight. The track centers are spaced further apart than usual, to reduce the blast of two crossing trains. Signalling blocks measure 1500 m (5000 ft) and certain lines allow one train every three minutes. The catenary is of completely standard design, essentially identical to 25 kV equipment on other French lines. The track and catenary are aligned and tuned specially for high speed.
Safety, as usual in railways,
is a top concern. High speed lines are completely fenced off, and grade
separated. Rolling stock is maintained in top condition. The TGV safety
record speaks for itself; there have been no casualties in 17 years of
daily operation at speeds up to 300 km/h (186 mph). That is not to say
there have not been incidents... The most spectacular of which was the
December 1993 derailment of a TGV-Réseau trainset, at a speed of
294 km/h (183 mph).
Facts and Figures
Below are some key figures on each of the high speed lines. Any future
construction is never assured until ground is
actually broken. In the current cost-cutting political environment, the
planned lines are subject to a slowdown in
heavy government investment. SNCF's "schema directeur" which once called
for over a dozen new TGV projects
around France has been considerably reduced.
Existing Ligne à Grande Vitesse (LGV)
This category includes purpose-built high speed lines in France and neighboring
countries that have TGV
service from France. High speed lines outside of France but without TGV
service are not included.
LGV PSE (Paris Sud-Est)
Construction Begun: 1975
Designation During Construction: LN1 (Ligne Nouvelle 1)
Length: 538 km
Service Start Date:
1.St. Florentin - Lyon Sathonay: September 1981
(orange on the maps)
2.Combs-la-Ville (Paris) - St. Florentin: September 1983
(light blue on the maps)
Passenger Revenue: $984M, year 1991
Operations and Maintenance: $390M, year 1991
Depreciation Costs:
1.Rolling stock: $114M
2.Infrastructure: $98M
Net Profit: $382M, year 1991
Operating cost per passenger-mile: 5.6 cents, year 1991
Max Gradient: 35 in 1000
Operating Speed: 270 km/h
LGV AT (Atlantique)
Construction Begun: 1985
Designation During Construction: LN2 (Ligne Nouvelle 2)
Length: 282 km
Service Start Date:
1.Bagneux (Paris) - Connerré Junction (Le Mans): October 1989
(purple on the maps)
2.Courtalain Junction - Monts Junction (Tours): October 1990
(blue on the maps)
Passenger Revenue: $715M, year 1991
Operations and Maintenance: $314M, year 1991
Depreciation Costs:
1.Rolling stock: $104M
2.Infrastructure: $104M
Net Profit: $157M, year 1991
Operating cost per passenger-mile: 7.4 cents, year 1991
Max Gradient: 25 in 1000
Operating Speed: 300 km/h
LGV NE (Nord-Europe)
Construction Begun: 1989
Designation During Construction: LN3 (Ligne Nouvelle 3)
Length: 333 km
Service Start Date:
1.Paris - Lille: May 1993
(red on the maps)
2.Calais - Lille: May 1993
(red on the maps)
3.LGV Interconnexion Ile de France (CDG Airport, Eurodisney): May 1995
(orange on the Paris detail map)
Financial Figures: not available.
Max Gradient: 25 in 1000
Operating Speed: 300 km/h
LGV RA (Rhône-Alpes)
Construction Begun: 1990
Designation During Construction: LN4 (Ligne Nouvelle 4)
Length: 115 km
Service Start Date:
1.Montanay Junction - Satolas: September 1992
(yellow on the maps)
2.Satolas - St Marcel-lès-Valence (Valence): July 1994
(yellow on the maps)
Financial Figures: not available
Max Gradient: 35 in 1000
Operating Speed: 300 km/h
LGV MED (Méditerranée)
Construction Begun: 1996
Designation During Construction: LN5 (Ligne Nouvelle 5)
Length: 251 km
Service Start Date: June 2001
(dotted red on the maps)
Financial Figures: (estimated)
1.Infrastructure cost: 22 billion FF, year 1991 (approx. $4.3B)
2.Rolling stock cost: 2 billion FF, year 1991 (approx. $400M)
Max Gradient: 35 in 1000
Operating Speed: 300 km/h
Official Web Site: www.tgvmediterranee.com with project information and
6000 photos
LGV Belgium, L.1
Construction Begun: 1993
Belgian Designation: L.1 (Ligne Nouvelle/Nieuw Lijn 1)
Length: 84 km (71 in Belgium), Fr´tin to Lembeek
Service Start Date: 14 December 1997
(green on the maps)
Financial Figures: not available
Max Gradient: 25 in 1000
Operating Speed: 300 km/h
LGV Belgium, L.2
Construction Begun: 1999
Belgian Designation: L.2 (Ligne Nouvelle/Nieuw Lijn 2)
Length: 63 km, Leuven - Bierset
Service Start Date: 2004?
(dotted purple on Map 1.1)
Financial Figures: not available
Max Gradient: 25 in 1000
Operating Speed: 300 km/h
HSL Zuid (the Netherlands)
Construction Begun: 1999
Dutch Designation: HSL Zuid
Length: 100 km
Service Start Date: 2005?
(dotted light blue on Map 1.1)
Financial Figures: total cost 4.4 billion US 1998 dollars
Max Gradient: ??
Operating Speed: 300 km/h
Special Note: This line is to be built entirely with concrete slab track
Official Web Site: HSL Zuid with much more detail
Channel Tunnel Rail Link (United Kingdom)
Construction Begun: 1999
Length: 109 km
Service Start Date:
1.Channel Tunnel - Fawkham Junction: 2003
(dotted green on the maps)
2.Southfleet - St Pancras (London): 2007
(dotted orange on the maps)
Financial Figures: total cost 4.2 billion pounds.
Max Gradient: unknown
Operating Speed: 290 km/h
Official Web Site: www.ctrl.co.uk with much more detail
Planned French LGVs
This category includes purpose-built high speed lines to be built within
France. As of 1999 none of these lines are yet under
construction.
LGV Est
Length: 450 km LGV, Paris - Strasbourg
Status: funding approved, estimated opening 2006
Two stage construction: First, Vaires (23 km from Paris) to Vandieres (270
km from Paris), opening 2006
(dotted blue on the maps) and then remainder to Strasbourg, opening date
unknown
Infrastructure cost: 26 billion FF, year 1992 (approx. $5.1B)
Rolling stock cost: 6.5 billion FF, year 1992 (approx. $1.3B, for 80 trainsets)
Operating Speed: 300 km/h
Web Site: The Lorraine Regional Council has more detail, until www.tgvest.com
opens.
LGV Aquitaine
Length: 361 km LGV, Tours - Bordeaux
Status: under study, planned opening 2006+
Infrastructure cost: 19 billion FF, year 1993 (approx. $3.7B)
Rolling stock cost: 1 billion FF, year 1993 (approx. $200M)
LGV Rhin - Rhône
Length: 425 km LGV or improved track, Lyon - Strasbourg
Status: under study, planned opening 2006+
Infrastructure cost: 10 billion FF, year 1989 (approx. $2B)
Rolling stock cost: 4 billion FF, year 1989 (approx. $800M)
Planned International Links (with TGV service from France)
This category includes purpose-built high speed lines to be built outside
of France. As of 1999 none of these lines are yet
under construction.
Perpignan - Barcelona (Spain)
340 km, planned operning 2006?, includes the new Perthus Tunnel under the
Pyrenées. 300 km/h operation by TGV,
AVE and TALGO trains.
Lyon - Torino (Italy)
251 km, planned opening 2010?, includes a new 50 km tunnel under the Alps.
300 km/h operation by TGV and ETR
trains.
Fuente: The European Railway Server
http://mercurio.iet.unipi.it/tgv/tgvindex.html
Última actualització: 13 de junio de 2002
