SNCF TGV La Poste
The TGV postal (also: Postal TGV, TGV La Poste, TGVP ) is a French TGV high-speed freight train of the French state-owned postal operator La Poste. The trains of the railway mail run every night jump between the French cities of Paris and Lyon; from 2012 the entire TGV network to be covered.
History
After extensive preliminary investigations the French Post Office ( PTT) issued in coordination with the SNCF in September 1981 the contract for the purchase of two specially equipped for the mail transport TGV sets. In addition to letters while also parcels, packages, and products of the press to be transported.
The TGV postal took early October 1984 between Paris and Lyon on the operation. In this 20,000 sacks of mail per day - about one-third of the national mail volumes - transported with the new trains. The trains can carry up to 254 small containers with a total weight of up to 65 t. The new trains took over the postal transport of a number of passenger trains that brought with them previously on this relation railway mail cars. Same time, all airmail flights accounted for between the two cities. In addition to cost savings, the capacity was increased and the quality is improved in southeast France.
Each set completed per night per one way trip. Taking account of the night track work travel time compared to passenger trains has been increased by 20 minutes to two hours and 30 minutes.
While the sets were obtained from the postal company, took over the operation recording the SNCF maintenance of the vehicles and asked the driver. The path usage was billed a flat rate with the SNCF. The total cost was (for the state in 1984 ) about 30 D- marks per train-km.
In Germany reversed between 1982 and 1997, referred to as post intercity freight mail trains up to 200 km / h A around 1990 configured as a high-speed train ICE -G for freight was not implemented.
Technology
The specially constructed for the postal transport units have opposite the TGV Sud -Est, a number of changes:
To enable a level equal loading and unloading at the platform (1.15 m above top of rail ) was replaced with air suspension by steel.
Instead of depending on one door at the ends of the 18.7 m long cars a 1.40 m wide door in the middle received (on each side ).
By eliminating the interior of all windows and the dead weight of a car could be reduced to 16.2 t and the approved load to 10.5 t be increased per car. The axle load (without load ) is 13.3 t.
Was taken over unchanged from the series, the configuration of the train (two power cars, eight intermediate cars ) and the maximum speed of the series trains (270 km / h).
Each car takes up to 31 rolling pallets, each with a curb weight of around 100 per kg and a payload up to 250 kg. A trolley can be of two loading and unloading in about ten minutes. Grid to take the car, the more protection is provided parking brakes and tension belts between the struts of the lattice.
For the project, a five -unit trains comprehensive small series of TGV trains half was used, which was built in 1981 by GEC Alsthom. In addition, in 1984 two regular half- trains were rebuilt. Today (as of 2012) are three unit trains ( trains ) are used; another serves as a reserve.
Further development
Today, three TGV La Poste come for the nightly mail transport used.
In June 2007, La Poste and SNCF announced to expand the goods quick transport on the entire TGV network; other logistics providers should be involved in the proposed CEP traffic. At Charles de Gaulle airport to to two new CEP terminals arise. In a further stage, the route network will be extended to the Benelux countries, Germany, Switzerland, Italy and Spain. The SNCF and La Poste have set up for this purpose, the joint subsidiary Cargo Rail Express ( Euro Carex ). One of the first test runs brought a TGV postal on 21 March 2012 by the Channel Tunnel to St Pancras station in London.