SNCF TGV Duplex
The TGV Duplex is a type of French high-speed TGV train. It was developed to provide higher capacity on the congested high-speed line between Paris and Lyon to offer (about 400 km).
A train is formed of two power cars and eight double storey intermediate cars. The trainsets are owned by Société nationale des chemins de fer français ( SNCF). The first train was delivered in 1996; it was followed by several subsequent orders. The trains have a maximum speed of 320 km / h During the construction of aluminum and composite materials have been used instead of steel. On 3 April 2007 80 more TGV Duplex sets were ordered by the SNCF.
With the duplex, the third generation of the French high-speed trains began. With two seating levels and a capacity of 545 seats per train duplex offers the highest seating capacity of all TGV trainsets. The duplex unit trains provide today the largest transport performance in the TGV system.
Development
If a high-speed line approaches its capacity limit, there are several ways to increase the capacity. By shortening the block sections, ie the spatial distance between two trains, one can increase the number of trains on the route, and thus their transport capacity. For this reason, complicated electronic train control systems and high-performance necessary to shorten the braking distance braking is required. If these possibilities to some extent - on some traffic from the TGV route sections is the move order only three minutes left - have been exhausted, other solutions are prepared by the technical difficulties encountered in improving the railway signaling and braking techniques, interesting.
The LGV Sud -Est from Paris to Lyon in southeastern France is the most exposed high -speed rail in France and has since its opening in 1981 almost reached capacity. To mitigate this problem ever two train units driven, but also offered no adequate passenger capacity. Added to this was the disadvantage that the platforms in the stations were required to have sufficient for the train length. There remained only the possibility to build the trains higher. That was the idea for the TGV Duplex, in which passengers should be seated on two levels one above the other. So that the passenger capacity was increased by 45% compared to an identically long one-story TGV.
As with all other types of train TGV TGV Duplex trainsets two can be used coupled. Even mixed train compositions of a TGV Duplex and TGV Reseau are frequently seen.
History
The feasibility study for the duplex was completed in 1987. 1988, a model was built in original size in order to test the customer response to the double deck concept that was previously brought more with regional and local trains for commuters with high speed trains for long-distance transport in conjunction. A TGV Sud -Est has been tested to simulate the lower Zugebene with the interior of the lower Zugebene a double -deck train in revenue service, and later that year another TGV Sud -Est was rebuilt in order to determine the dynamic behavior of a train with a higher center of gravity. The talks with GEC -Alsthom began a little later and in July 1990 the company was awarded the contract to build a train type TGV -2N, as it was called at that time. The details of the contract were not released before the official announcement at the beginning of 1991. From this point on, up to the first tests of a double-decker train in November 1994 had to be taken a number of technical hurdles. Shortly after the first test drive a train set with eight cars at a speed of 290 km / h has already been tested on the south -east route. The EMU was still driven at this time of the TGV Réseau power cars because the power heads of the TGV Duplex were still in development. The first head of the TGV Duplex train has been coupled on 21 June 1995 with the double-decker cars.
In late summer 1999, the SNCF ordered twelve more TGV Duplex Units for use on the LGV Méditerranée. At this time, the SNCF had 30 LGV duplex coatings. The new trains should include 545 seats and delivered by the end of 2002.
In the fall of 2000, the SNCF ordered another 22 TGV Duplex trains. The contract volume amounted to about 420 million euros and 19 million euros per train, the delivery was provided between October 2002 and February 2004. In each case, the two 1st class cars, per a 2nd class cars and six bogies should thereby be manufactured by Bombardier. The share of the company stood at 74 million euros. In addition, an option for 60 more trains was completed. During the beginning of 2004 was still the delivery of the ordered in October 2000 trains, 2005 and 2006, 18 more trains should be delivered in the years that had been appointed in November 2001.
In early 2004 ordered the SNCF seven more complete TGV Duplex sets and 15 eight -car compositions without power heads. The value of contracts awarded to Alstom and Bombardier Transportation contract is worth 305 million euros, of which 231 million euros were traded on Alstom. The vehicles should be immediately delivered to the ordered series in November 2001, January 2006, following.
Alstom offered by Deutsche Bahn AG to a call of four-system high-speed trainsets in March 2008 to a further development of the TGV Duplex. The trains called TGV 2N2 were - adapted to the needs of the DB - without far-reaching changes. A disadvantage is the high cost proved to toughen up the powerheads of 1,5 / 3 kV DC. In addition, fundamental changes in maintenance, catering, and vehicle software would have been required. A drawback also proved to be the inability to couple the vehicles with existing DB high-speed trains. The DB decided to ultimately end of 2008 for the competing offer the Velaro D. Alstom also showed interest in bidding for IC / ICE trains successor and considered to also offer the TGV Duplex next to the AGV. The company finally submitted but no concrete offer.
On 30 May 2011 handed Alstom CEO Patrick Kron the first of 55 TGV Duplex trainsets of the 3rd generation, who were appointed in June 2007, at SNCF President Pepy. The first two new trainsets went into commercial operation in late 2011. Delivery of the remaining units will continue until mid-2015. They consider, among other things, changes in the TSI and feature a four-system equipment ( for France, Netherlands, Switzerland and Luxembourg ). Some units are also suitable for use in Spain.
Since 23 March 2012, the euro duplex coatings are used on the line between Frankfurt and Marseille. Since the timetable change on December 9, 2012 Alleo also runs the Paris- Stuttgart ( Munich ) complete with trains of this series. In addition, at EUR Duplex trains since 2012 on the line Paris -Basel ( - Zurich ); by the end of 2013, the operator Lyria want there to replace all TGV POS.
In early 2012, Alstom was talking to Euro Carex, which wants to use up to 25 at least 300 km / h fast trains in freight transport. In addition to coatings based on the TGV Duplex Euro platform, the use of Siemens Velaro was discussed at this time.
After the opening of cross-border railway line Figueras -Perpignan and its continuation in the south were originally from April 28, 2013 TGV Duplex Dasye the series run to Barcelona. Due to licensing issues, the start of this compound but delayed until at least September 2013.
Development
The TGV Duplex trains have been continuously developed over time.
- Car bodies made of aluminum - the maximum permissible axle load of 17 tons made a strong weight reduction required. An extruded aluminum construction as in the German ICE trains led for the entire structure to a weight reduction of 20%.
- Improved styling and aerodynamic design - The nose of the power cars and the transition between the cars were been revised and improved, that the duplex at a cruising speed of 300 km / h has only a 4% higher drag than a normal one-story TGV. The nose is quite different from Cooper's original design and was, like the entire train, designed by industrial designer Roger Tallon.
- Crashworthiness - crumple zones and a stable interpretation of the passenger areas offer improved security in the event of a collision. The scope of the power heads is designed so that it can withstand a continuous load of 500 tons from the front and he has predetermined breaking points in order to absorb the impact energy and make them harmless can.
- Active pantograph - The pantograph Faiveley CX of the duplex has an active control that drives the pantograph pneumatically. Two small gas cylinder of the lifting device can influence the rigidity of the upper current collecting portion, in order to ensure the contact of the current collector with the overhead line at any speed.
- All wheels are braked - earlier versions of the TGV, including the trains used by the railway company Euro Star of the type British Rail Class 373 had only on the non-driven axles with disc brake systems. The higher mass of the Duplex power cars allowed directly on the wheels of the driven axles, the installation of back brakes ( discs cheek ) instead of using the conventional block brakes. While this increases the braking power is not as strong, but gentle on the wheel tread and roughens it less. Thus, the operating noise is reduced while driving.
- Low-noise roof fan - The roof vent of TGV power cars produce when stopping at the station the most clearly be perceived noise, a loud hum. To reduce this noise, the roof vents were revised and designed technically different.
Generations
Each of the TGV Duplex series are divided into four generations now:
The Moroccan National Railways ordered mid-December 2010 for 400 million euros 14 TGV Duplex trains, each with eight intermediate cars.
Specifications
- Construction period: 1995-1998 ( first production run ), 2001-2004 ( 2nd to 4th production run ), 2004-2006 (5th production series ), 2007-2009 (Duplex Dasye )
- Application: All TGV lines
- Maximum speed: 320 km / h
- Voltage systems 25 kV 50 Hz ac or 1.5 kV DC
- Drive: 8 three-phase synchronous motors, 8,800 kW ( ~ 12,000 hp) at 25 kV supply voltage.
- Length and Weight: 200 m / 380 tonnes
- Composition: 1 drive unit 8 car 1 drive unit 545 seats
- Key figures: 23 kW / tonne / 0.70 tonnes / seat / 16.15 kW / seat
- External Features: Seating arrangement on two levels, one-piece windshield, round nose