TGV duplex

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TGV Duplex on the way to Zurich
TGV Duplex on the LGV Méditerranée , just before Avignon
TGV Duplex on the premiere trip from Frankfurt to Marseille near Mörfelden-Walldorf

The TGV Duplex is a type of the French high-speed train TGV . It was developed in order to be able to offer higher capacities on the congested high-speed line Paris – Lyon (approx. 400 km). A train consists of two power cars and eight double-decker intermediate cars . Different power cars are used within the TGV duplex type, which are referred to as different series or generations . The special features of the Duplex Réseau , Duplex Dasye and Euroduplex (also known as TGV 2N2 ) series are described below. The first train was delivered to the Société nationale des chemins de fer français (SNCF) in 1996 ; several reorders followed. The trains reach a top speed of 320 km / h. Instead of steel, aluminum and composite materials were used in the construction.

The third generation of French high-speed trains began with the duplex. With two seating levels and a capacity of 545 seats per train, the duplex offers the highest seating capacity of all TGV multiple units. The duplex multiple units provide the greatest transport performance in the TGV system today.

development

End of the car end of the TGV Duplex at the Marseille train station
Two-story intermediate wagons increase transport capacity by 45% compared to a single-story TGV

When a high-speed line approaches its capacity limit, there are several ways to increase capacity. By shortening the block sections, i.e. the spatial distance between two trains, the number of trains on the route and thus their transport capacity can be increased. For this reason, more complex electronic train control systems and high-performance brakes are required to shorten the braking distance . When these possibilities are exhausted to a certain extent - on some sections of the route used by the TGV, the train sequence is only three minutes - the technical difficulties that arise when improving the railway signaling and braking technology also make other solutions interesting.

The LGV Sud-Est line from Paris in the south-east of France to Lyon is the most heavily used high-speed line in France and has almost reached its capacity limit since it opened in 1981. To alleviate this problem, two train units were coupled together (so-called double traction ), but that too did not offer sufficient passenger capacity. There was also the disadvantage that the platforms in the stations also had to be long enough for the train formation. The only option was to build the trains higher. That was the idea for the TGV Duplex, in which passengers should sit on two levels, one above the other. This increased the passenger capacity by 45% compared to a single-story TGV of the same length.

As with all other TGV train types, two TGV duplex train units can be used together. Mixed train compositions of a TGV Duplex and a TGV Reseau can also be seen frequently.

history

The first class of the TGV Duplex

The feasibility study for the duplex was completed in 1987. 1988, a full-scale model was built to the customer response to test for the double-deck concept that until then rather with regional and local trains for commuters was brought as with high-speed trains for long distance service in conjunction. A TGV Sud-Est was tested to simulate the lower train level with the interior fittings of the lower train level of a double-decker train in service and a little later that year another TGV Sud-Est was converted to determine the dynamic behavior of a train with a higher center of gravity. Talks with GEC - Alstom began a little later and in July 1990 the company received the order to build a train of the type TGV-2N, as it was called at the time. The details of the contract were not released until it was officially announced in early 1991. From this point on until the first tests of a double-decker train in November 1994, a number of technical hurdles had to be overcome. Shortly after the first test drive, a multiple unit with eight cars could be tested at a speed of 290 km / h on the south-east route. At that time, the multiple unit was still powered by the TGV Réseau power cars, since the TGV Duplex power cars were still under development. The first powered end car of the TGV Duplex was coupled with the double-decker car on June 21, 1995.

In late summer 1999, the SNCF ordered twelve more TGV duplex units for use on the LGV Méditerranée . At that time, the SNCF had 30 LGV duplex trains. The new trains should have 545 seats and be delivered by the end of 2002.

In autumn 2000, the SNCF ordered a further 22 TGV duplex trains. The order volume totaled around 420 million euros or 19 million euros per train; delivery was scheduled between October 2002 and February 2004. The two 1st class cars, one 2nd class car and six running bogies were to be manufactured by Bombardier . The company's share was 74 million euros. In addition, an option for 60 additional trains was concluded. While the trains ordered in October 2000 were still being delivered at the beginning of 2004, 18 more trains that had been ordered in November 2001 were to be delivered in 2005 and 2006.

At the beginning of 2004, the SNCF ordered seven more complete TGV duplex trains and 15 eight-car compositions without power cars. The value of the contract awarded to Alstom Transport and Bombardier Transportation is 305 million euros, 231 million euros of which went to Alstom. The vehicles were to be delivered immediately after the series ordered in November 2001, starting in January 2006.

In response to a tender for four-system high-speed multiple units in March 2008, Alstom offered Deutsche Bahn AG a further development of the TGV Duplex. The trains with the designation TGV 2N2 have been adapted to the needs of the DB - without extensive changes. The great effort involved in upgrading the power cars for 15 kV AC voltage proved to be disadvantageous. Fundamental changes to maintenance, catering and vehicle software would also have been necessary. Another disadvantage was the inability to couple the vehicles with existing DB high-speed trains. DB ultimately decided in late 2008 for the competing offer of Velaro D . Alstom also showed interest in a tender for IC / ICE successor trains and considered offering the TGV Duplex in addition to the AGV . In the end, however, the company did not make a specific offer.

On July 26, 2005, Alstom received the first order for 24 sets of the Duplex Dasye series (for Duplex ASYnchrone Ertms ), the end cars of which are equipped with asynchronous motors (as with the TGV POS) and the European Rail Traffic Management System (ERTMS). On April 3, 2007, the SNCF ordered 80 more TGV duplex sets, divided into 25 more of the dDuplex Dasye series and 55 of the 2N2 or Euroduplex series.

On May 30, 2011, Alstom boss Patrick Kron handed over the first of 55 3rd generation TGV duplex multiple units, which were ordered in June 2007, to SNCF President Pepy. The first two new multiple units went into commercial operation at the end of 2011. The delivery of the remaining units is expected to continue until mid-2015. Among other things, they take into account changes due to the TSI and have four-system equipment (for France, the Netherlands, Switzerland and Luxembourg). Some units are also suitable for operation in Spain.

Since March 23, 2012, the Euroduplex trains have been running on the line between Frankfurt a. M. and Marseille used. Since the timetable change on December 9, 2012, Alleo has also been operating the Paris – Stuttgart (–Munich) line complete with trains of this series. In addition, Euroduplex trains have been running on the Paris – Basel (–Zurich) line since 2012; The operator Lyria plans to replace all TGV POS there by the end of 2013 .

At the beginning of 2012, Alstom was in talks with Euro Carex , which would like to use up to 25 trains with at least 300 km / h in freight transport. In addition to trains based on the TGV Euroduplex platform, the use of Siemens Velaro was also discussed at this time .

After the opening of the Figueras – Perpignan cross-border railway and its continuation towards the south , TGV Duplex of the Dasye series were originally supposed to run to Barcelona from April 28, 2013. The start of this connection was later announced for September or November 2013 due to licensing problems. The direct TGV connection Paris – Barcelona actually went into operation when the timetable changed on December 15, 2013. The operator is Elipsos , a joint venture between Renfe and SNCF.

Further development

The TGV duplex trains have been continuously developed over time.

  • Car bodies made of aluminum - The maximum permissible axle load of 17 tonnes made it necessary to reduce the weight considerably. An aluminum extrusion construction, as in the German ICE trains, resulted in a weight reduction of 20% for the entire structure.
  • Improved shape and aerodynamic design - The nose of the power cars and the transition between the cars have been revised and improved so that the Duplex has only 4% more air resistance than a normal single-decker TGV at a cruising speed of 300 km / h. The nose differs significantly from Cooper's original design and, like the entire train, was designed by industrial designer Roger Tallon .
  • Impact safety - Crumple zones and a stable layout of the passenger areas offer improved safety in the event of a collision. The frame of the power cars is designed so that it can withstand a constant load of 500  tons from the front and it has predetermined breaking points to absorb the impact energy and thus render it harmless.
  • Active pantographs - The Faiveley CX pantograph of the Duplex has an active control system that pneumatically drives the pantograph. Two small gas cylinders in the hoist can affect the rigidity of the upper pantograph area to ensure contact of the pantograph with the overhead line at any speed.
  • All wheels are braked - earlier versions of the TGV, including the British Rail Class 373 trains used by the Eurostar railway company , only had disc brake systems on the non-powered axles. The higher mass of the duplex power cars allows the installation of cheek discs directly on the wheels of the driven axles instead of the use of conventional block brakes . Although this does not increase the braking power as much, it is gentle on the wheel tread and roughening it up less. This reduces the running noise while driving.
  • Low-noise roof ventilators - The roof ventilators of the TGV power cars produce the most noticeable noise when stopping at the station, a loud hum. In order to reduce this noise, the roof ventilators were revised and technically designed differently.

Generations

TGV Duplex in the Carmillon livery
Moroccan TGV duplex ( ONCF series 1200 ) in Tanger-Ville station

The individual series of the TGV Duplex are now divided into four generations:

  • 1st generation: 89 trains, with the numbers 201 to 289, which can run under 1.5 kV direct current and 25 kV 50 Hz alternating current.
  • Réseau Duplex: 19 trains with the numbers 601 to 619, some of which were designed as two-system trains, similar to the first generation, and some as three-system trains (numbers 613–615), additionally with 3.0 kV direct current
  • Dasye: 52 trains, with the numbers 701 to 752, which are equipped with power units similar to the TGV POS and ERTMS .
  • 2N2 (Euroduplex): 55 trains (ordered in 2007). They are designed as multi-system trains.
    • 30 of them for the German rail network. Production started in 2010.
    • 40 more trains will then be produced from an order placed by the SNCF in 2012 and 2013 for LGV Sud Europe Atlantique .

Morocco

In mid-December 2010, the Moroccan state railway ordered 14 TGV duplex trains with eight intermediate cars each for 400 million euros. These have been running between Casablanca and Tangier since November 15, 2018, using the completed LGV Tangier – Kenitra high-speed line .

modernization

Between 2019 and 2022, the 85 multiple units will be modernized. a. a new interior. The first modernized multiple unit is scheduled to go back into service from December 2019.

Technical specifications

  • Construction period: 1995–1998 (1st series), 2001–2004 (2nd to 4th series), 2004–2006 (5th series), 2007–2009 (Duplex Dasye)
  • Application area: All TGV lines
  • Top speed: 320 km / h
  • Voltage systems: 25 kV 50 Hz alternating voltage or 1.5 kV direct voltage
  • Drive: 8 three-phase synchronous motors , 8,800  kW (~ 12,000  PS ) at 25 kV supply voltage.
  • Length and weight: 200 m / 380 tons
  • Composition: 1 drive unit + 8 cars + 1 drive unit, 545 seats
  • Key figures: 23 kW / ton / 0.7 tons / seat / 16.15 kW / seat
  • External characteristics: seating arrangement on two levels, one-piece windshield, round nose

See also

Web links

Commons : TGV Duplex  - collection of images, videos and audio files
 Wikinews: TGV Duplex now runs on the Frankfurt – Marseille route - ICE to London is delayed  - news

Individual evidence

  1. ^ Announcement Further TGV Duplex for the SNCF . In: Eisenbahn-Revue International , issue 10/1999, ISSN  1421-2811 , p. 433
  2. ^ Notification of corrigenda and addendum . In: Eisenbahn-Revue International , issue 12/2000, ISSN  1421-2811 , p. 549.
  3. ^ Announcement More TGV Duplex . In: Eisenbahn-Revue International , issue 11/2000, ISSN  1421-2811 , p. 511 f.
  4. ↑ a b Announcement SNCF expands TGV fleet . In: Eisenbahn-Revue International , issue 3/2004, ISSN  1421-2811 , p. 120
  5. ^ Frank Panier: New DB high-speed multiple units for international use . In: Eisenbahntechnische Rundschau , Issue 9/2010, ISSN  0013-2845 , pp. 520-530
  6. ↑ The new ICx from Deutsche Bahn (part 1) . In: vor , issue 6/2011, p. 32 f. ISSN  1438-0099
  7. ↑ Third generation TGV Duplex handed over. In: Railway Gazette International (online edition), June 2, 2011.
  8. ^ Alstom: Marseilles-Frankfurt, direct with Euroduplex! March 23, 2012
  9. ↑ Jürgen Buchta: Quickly to Paris in a double-decker car . Südwest Presse (Ulm edition), December 8, 2012
  10. ↑ Waiting for the modern Euroduplex. In: Basler Zeitung , March 29, 2012
  11. ^ Keith Fender: Euro Carex presents plans for high speed freight . In: Modern Railways . Vol. 69, No. 764, 2012, ISSN  0026-8356 , p. 8
  12. ↑ Eurailpress.de: France / Spain: Continuous operation Barcelona - Perpignan is delayed. Eurailpress website, April 30, 2013, accessed April 24, 2015
  13. ^ Philippe Bertrand: La SNCF boucle l'achat de 40 nouvelles rames de TGV. In: Les Echos. July 25, 2013, accessed January 27, 2016 (French).
  14. ^ Morocco: Procurement of 14 TGV Duplexes . Report on Eurailpress.de , December 15, 2010, accessed on January 27, 2016
  15. ^ Morocco - Al Boraq ceremoniously put into operation. Maghreb Post, November 15, 2018, accessed on the same day
  16. ↑ Modernization program for first generation TGV Duplex . In: Eisenbahn-Revue International . No. 2 , February 2019, ISSN  1421-2811 , p. 82 .