TGV facts for kids

Quick facts for kids
TGV

TGV Sud-Est (left), the first equipment used on the service; and TGV 2N2 (right), the newest equipment used on the service, at Gare de Lyon station, 2019
Overview
Locale	France, with services extending to Belgium, Luxembourg, Germany, Switzerland, Italy, Spain and the Netherlands. Al Boraq in Morocco. Derivative versions operated by Eurostar and by national companies in Korea, in Spain and in the USA.
Dates of operation	1981; 44 years ago (1981)–present
Technical
Track gauge	1,435 mm (4 ft 8 1⁄2 in) (standard gauge)
Other
Website	TGV on sncf.com

LGV network

High-speed lines in France

The TGV (which stands for Train à Grande Vitesse, meaning "high-speed train" in French) is France's famous intercity high-speed rail service. It is mainly run by a company called SNCF.

Engineers at SNCF worked on creating a high-speed rail network from 1966 to 1974. The French President, Georges Pompidou, approved their plan. The first TGV trains were meant to use gas turbines. But after the 1973 oil crisis, they changed to electric power. In 1976, SNCF ordered 87 high-speed trains from Alstom.

The first TGV service started in 1981 between Paris and Lyon. This was on the LGV Sud-Est (LGV means Ligne à Grande Vitesse, or "high-speed line"). Since then, the TGV network has grown a lot. It connects major cities across France, like Marseille, Lille, and Bordeaux. It also reaches neighboring countries using both high-speed and regular train lines. About 110 million people ride the TGV network in France every year.

The special high-speed tracks are very carefully managed. Train drivers cannot see signals on the track when trains go at full speed. So, engineers created a special system called TVM cab-signaling. This system shows signals inside the train's cabin. If a train needs to stop quickly, it can tell other trains behind it to slow down. If a driver does not react, the system will automatically slow the train down. This TVM safety system allows TGV trains to leave a station every three minutes on the same line.

A special TGV train, called Project V150, set a world record for the fastest wheeled train. On April 3, 2007, it reached an amazing speed of 574.8 kilometers per hour (357.2 mph) during a test run. Regular TGV trains, used for daily travel, can go up to 320 km/h (200 mph). In 2007, the TGV also held the record for the fastest planned train journey. It averaged 279.4 km/h (173.6 mph) between two stations on the LGV Est line.

The TGV was developed around the same time as other big French projects. These included the Ariane 1 rocket and the Concorde supersonic airplane. The success of the first high-speed line led to many new lines being built. These lines connected more parts of France, like the south, west, north, and east. Other countries like Italy, Spain, and Germany also started their own high-speed train services.

The TGV system also connects directly to nearby countries. These include Italy, Spain, Belgium, Luxembourg, and Germany. Other TGV-like trains, such as Eurostar, link France to the United Kingdom. Future lines are also being planned. Cities like Tours and Le Mans have become "TGV commuter belts" around Paris. The TGV also serves major airports and tourist spots like Disneyland Paris. In 2007, SNCF made a lot of money, mostly thanks to the TGV network.

History

Europe's high-speed rail system, including TGV lines in France

The idea for the TGV first came up in the 1960s. This was after Japan started building its Shinkansen high-speed train in 1959. At that time, the French government was very interested in new technologies. They explored things like hovercrafts and air-cushion vehicles. At the same time, SNCF began looking into high-speed trains that could run on regular tracks. In 1976, the government agreed to pay for the first TGV line. By the mid-1990s, the trains were so popular that the head of SNCF said the TGV "saved French railways."

Development

The TGV was first planned to use gas turbines for power. These were chosen because they were small and powerful. The first test train, TGV 001, was the only one with a gas turbine. But after the 1973 oil crisis, gas turbines became too expensive. So, the project switched to using electricity from overhead lines. This electricity came from new nuclear power stations in France.

Even though TGV 001 used gas turbines, it was still very useful. It helped test many new technologies for high-speed travel. These included special high-speed brakes and improved train shapes for better airflow. It also tested new signaling systems. This train was "articulated," meaning its carriages shared a single wheel set (bogie) between them. This design helps trains stay stable at high speeds. TGV 001 reached 318 km/h (198 mph). This is still the world record for a non-electric train. A French designer named Jacques Cooper created its unique look.

Changing the TGV to electric power meant a big redesign. The first electric test train, called Zébulon, was finished in 1974. It tested new ways to mount motors and improve the train's suspension and braking. This prototype traveled almost 1 million kilometers (620,000 miles) during testing.

In 1976, the French government funded the TGV project. Soon after, construction began on the LGV Sud-Est. This was the first high-speed line. After testing two early trains, the first production TGV was delivered on April 25, 1980.

Service

Service to Geneva, Switzerland, 1982

A TGV Duplex in Héricourt, Haute-Saône on the LGV Rhin-Rhône

TGV service (partly on classic lines) to Bourg-Saint-Maurice in the French Alps is popular in the winter season.

The TGV started carrying passengers between Paris and Lyon on September 27, 1981. Unlike some earlier fast trains, SNCF wanted the TGV to be for everyone. The ticket prices were the same as for slower trains. SNCF launched a big advertising campaign. They wanted people to know the TGV was fast, frequent, and affordable for all. This idea was summed up with the slogan: "Progress means nothing unless it is shared by all." The TGV was much faster than cars or planes for many journeys. People loved the quick and easy travel.

The Eurostar service began in 1994. It connects continental Europe to London through the Channel Tunnel. It uses a special TGV version designed for the tunnel and UK tracks. The fastest Eurostar trains can travel from London to Paris in 2 hours and 15 minutes. They can also go from London to Brussels in 1 hour and 51 minutes.

Milestones

Record runs of the TGV

The TGV (1981) was the second commercial high-speed train service in the world. Japan's Shinkansen started in 1964. The TGV quickly became a big success.

A TGV test train holds the world speed record for regular trains. On April 3, 2007, a special modified TGV POS train reached 574.8 km/h (357.2 mph). This happened during a test on the LGV Est line. The train beat its own previous record from 1990, which was 515.3 km/h (320.2 mph). This test was part of a big research project by Alstom.

In 2007, the TGV was the fastest regular scheduled train in the world. It averaged 279.3 km/h (173.6 mph) between two stations. This record was later broken in 2009 by a new high-speed railway in China.

A Eurostar (TGV) train set a record for the longest non-stop international high-speed journey. On May 17, 2006, it carried people from London to Cannes. The journey was 1,421 km (883 mi) long and took 7 hours and 25 minutes.

The fastest single long-distance trip on the TGV was by a TGV Réseau train. It went from Calais-Frethun to Marseille (1,067.2 km or 663.1 mi) in 3 hours and 29 minutes. This was for the opening of the LGV Méditerranée line in 2001.

Passenger usage

On November 28, 2003, the TGV network carried its one billionth passenger. This was a huge achievement!

Not counting international trips, the TGV system carried 98 million passengers in 2008. This was a big increase from the year before.

TGV Train Types

Three TGV trains at Gare de Lyon station in Paris, 1985

All TGV trains have two power cars, one at each end. Between these power cars are several passenger carriages. These carriages are connected in a special way. They share a single set of wheels (called a bogie) between two carriages. This makes the train very stable. The carriages at the very ends have their own bogie near the power car.

Trains can be made longer by connecting two TGVs together. They have special couplers hidden in their noses.

The shared bogie design is helpful if a train derails. It makes it more likely that the passenger carriages will stay upright. This is safer for people inside. A small downside is that it's harder to separate the carriages. Special equipment is needed to lift them off the shared bogie.

SNCF likes using separate power cars. This means less electrical equipment is needed on the passenger carriages.

There are six main types of TGV trains used today. All of them are built by Alstom:

• TGV Atlantique (10 carriages)
• TGV Réseau (an updated version of the Atlantique, 8 carriages)
• TGV Duplex (these have two levels for more passengers)
• TGV POS (used for routes to Germany and Switzerland)
• TGV 2N2 (also known as the Avelia Euroduplex, an updated TGV Duplex)
• TGV M (also known as the Avelia Horizon), which started service in 2024.

Some older TGV types are no longer in use:

• TGV Sud-Est (retired in December 2019)
  • TGV La Poste (retired in June 2015)

Several TGV trains have broken speed records. The V150 and TGV 001 are examples. The V150 was a special five-car train that reached 574.8 km/h (357.2 mph) in a test. This speed is too fast for regular passenger trains. It would cause too much wear and tear and make it hard to stop safely. Regular TGVs travel at up to 320 km/h (200 mph) for passengers.

All TGVs can use at least two different types of electricity. This means they can run on the high-speed lines and older, traditional lines. Trains that travel to other countries need to handle even more types of electricity.

Each TGV power car has two special arms called pantographs. One is for AC power, and one is for DC power. When a train moves between areas with different electrical systems, the driver must lower the pantograph, switch the system, and then raise the pantograph again. This happens in a special "phase break zone."

TGV Sud-Est

A TGV Sud-Est set in the original orange livery.

The Sud-Est trains were built from 1978 to 1988. They were the first TGVs to run, starting service between Paris and Lyon in 1981. There were 107 passenger trains. Most could use two types of electricity, and nine could use three types for travel to Switzerland.

Each train had two power cars and eight passenger carriages. They were 200 meters (656 ft) long. They weighed 385 tonnes (849,000 lb) and had a power output of 6,450 kW.

These trains were first built to run at 270 km/h (168 mph). Many were later updated to go 300 km/h (186 mph). This was done for the opening of the LGV Méditerranée line.

The Sud-Est trains were retired from service in December 2019. The very first TGV train, named "Patrick," did a farewell tour in late 2019 and early 2020.

TGV Atlantique

TGV Atlantique at La Rochelle station

The 105 Atlantique trains were built between 1988 and 1992. They started service in 1989 for the new LGV Atlantique line. These trains are 237.5 meters (779 ft) long and 2.9 meters (9.5 ft) wide. They weigh 444 tonnes (979,000 lb) and have two power cars and ten carriages. They can carry 485 passengers.

They were built to reach a top speed of 300 km/h (186 mph). A modified Atlantique train (unit 325) set a world speed record in 1990. It reached over 500 km/h (310 mph) with special changes like better aerodynamics and bigger wheels.

TGV Réseau

A TGV-Reseau Lacroix with number 549 at the Luxembourg station

The first Réseau (meaning "Network") trains started service in 1993. Fifty trains were ordered in 1990. Another 40 trains were ordered later that could use three types of electricity. These were for traditional lines in Belgium. Ten of these trains are used for the Eurostar service and are called PBA sets.

These trains have two power cars and eight carriages. They can carry 377 passengers. Their top speed is 320 km/h (200 mph). They are 200 meters (656 ft) long.

Some Réseau trains were made to be pressure-sealed. This helps passengers feel more comfortable when the train enters tunnels at high speed. These trains can also be connected to a Duplex train.

TGV Duplex

The TGV Duplex power cars use a more streamlined nose than previous TGVs.

The Duplex trains were built to carry more passengers without making the trains longer. Each carriage has two levels. Passengers can enter on the lower level, which is good for low train platforms. Stairs lead to the upper level. Each train can carry 512 passengers. On busy routes, two Duplex trains can be linked together to carry over 1,000 passengers. They also have a special area for wheelchairs.

The first 30 Duplex trains were built between 1995 and 1998. More have been added since 2000. Now, there are 160 Duplex units, making them a very important part of the TGV fleet. They weigh 380 tonnes (838,000 lb) and are 200 meters (656 ft) long. They use a lot of aluminum to keep their weight down. Their power cars provide 8,800 kW of power, and they have a top speed of 320 km/h (200 mph).

Duplex TGVs run on all of France's high-speed lines.

TGV POS

TGV POS have the newer power cars unlike a TGV Réseau.

TGV POS trains are used on the LGV Est line. POS stands for Paris-Ostfrankreich-Süddeutschland (Paris-Eastern France-Southern Germany).

These trains use two Duplex power cars with eight TGV Réseau-type carriages. They have a power output of 9,600 kW and a top speed of 320 km/h (200 mph). They use different types of motors than older TGVs.

Avelia Euroduplex (TGV 2N2)

TGV 2N2 train in Paris Gare de Lyon station

The TGV 2N2, also called Avelia Euroduplex, is the third generation of Duplex trains. They started service in December 2011. They are used for routes to Germany and Switzerland. They also help with more passengers after the LGV Rhine-Rhone line opened.

These trains can go up to 320 km/h (200 mph). They are also designed to work in Spain.

TGV M Avelia Horizon

The newest TGV design is called TGV M. In July 2018, SNCF ordered 100 of these trains. They are expected to start being delivered in 2024. These trains are designed to cost less to buy and run. They also have improved interior designs.

TGV Technology Around the World

TGV technology has been used in several other countries:

• AVE (Alta Velocidad Española) in Spain uses trains based on the TGV Atlantique.
• Eurostar runs international high-speed services connecting France with Belgium, Germany, and the Netherlands. Many of their trains use TGV technology.
• Korea Train Express (KTX) in South Korea uses trains based on the TGV Réseau.
• Acela Express in the United States uses TGV technology for its motors and electrical systems.
• Avelia Liberty will replace the Acela Express in the United States. It is expected to start service in 2023.
• The Moroccan government bought Al-Boraq trains from Alstom. These TGV Euroduplex trains run on a high-speed line between Tangier and Casablanca. This line opened in 2018.
• An Italian company called Nuovo Trasporto Viaggiatori bought 25 AGV trains from Alstom.

Future TGVs

SNCF and Alstom are always looking into new technology for high-speed trains. They are developing a new type of high-speed train called the Automotrice à grande vitesse (AGV). These trains have motors under each carriage. The goal is to make them as safe as TGVs but cost less. AGVs of the same length as TGVs could carry up to 450 passengers. They aim for a top speed of 360 km/h (224 mph). The first AGV test train was shown by Alstom in 2008.

An Italian company, NTV, was the first customer for the AGV. They started running services in 2011.

In 2016, SNCF and Alstom agreed to work together on the next generation of TGVs. They want to lower costs and improve the inside of the trains.

Lines in Operation

As of June 2021, there were about 2,800 kilometers (1,700 mi) of high-speed lines in France. Four more sections were being built. These lines connect many parts of France, mostly spreading out from Paris.

Accidents and Safety

In many years of high-speed operation, the TGV has had no passenger deaths from accidents while running at high speed. There have been a few accidents, including four times when trains derailed at high speeds. But in only one of these, a test run on a new line, did carriages overturn. This is partly because of the strong, connected design of the train.

There have been some serious accidents involving TGVs on older, regular lines. On these lines, trains face the same dangers as other trains, like level crossings.

On High-Speed Lines (LGVs)

• December 14, 1992: A TGV train derailed at 270 km/h (168 mph) near Mâcon-Loché TGV station. No one on the train was hurt. However, 25 people waiting on the platform were slightly injured by small rocks thrown from the track.
• December 21, 1993: A TGV train derailed at 300 km/h (186 mph) near where the Haute Picardie TGV station would be built. Heavy rain had caused a hole to open under the track. The front part of the train and four carriages went off the track but stayed upright. One passenger had minor injuries.
• June 5, 2000: A Eurostar train derailed at 250 km/h (155 mph) in France. Parts from the train's rear wheels broke off and fell onto the track. Four sets of wheels went off the track. Seven passengers had bruises, and others were treated for shock.
• November 14, 2015: TGV 2369 was involved in a serious derailment near Strasbourg. This happened during a test run on a new part of the LGV Est line that was not yet open. Sadly, 11 people on board died, and 11 others were seriously hurt. Too much speed was said to be the cause.

On Regular Lines

• December 31, 1983: An explosion happened on a TGV train from Marseille to Paris. Two people were killed.
• September 28, 1988: A TGV train crashed into a very heavy truck stuck on a level crossing. The truck had not gotten the right permit to cross the tracks. The train driver and one passenger died, and 25 passengers were slightly injured.
• January 4, 1991: A TGV train had a brake problem and rolled away from a depot. It was directed onto an empty track and crashed into a loading ramp at a station in Paris. No one was hurt. The front part of the train was badly damaged but was rebuilt.
• September 25, 1997: A TGV train crashed into a large road paving machine on a level crossing. The train's power car spun around and fell down a bank. Seven people were injured.
• October 31, 2001: A TGV train derailed near Dax in southwest France. All ten carriages went off the track, and the rear power unit fell over. This happened because a rail broke.
• January 30, 2003: A TGV train crashed into a large truck stuck on a level crossing. The front of the train was badly damaged, but only the driver had minor injuries.
• December 19, 2007: A TGV train crashed into a truck on a level crossing near Tossiat. The truck driver died. On the train, one person was seriously injured, and 24 had minor injuries.
• July 17, 2014: A regional train crashed into the back of a TGV train. Forty people were injured.

Because of the number of accidents at level crossings, efforts have been made to remove all level crossings on older lines used by TGVs. For example, the line from Tours to Bordeaux now has no level crossings.

Protests Against the TGV

The first protests against building a new high-speed line happened in May 1990. People protested the planned route for the LGV Méditerranée. They argued that the new line was not needed. They felt trains could use existing lines to reach Marseille from Lyon.

The Turin–Lyon high-speed railway project has also faced protests in Italy. This line would connect the TGV network to Italy's high-speed network. Some local people are against it. They worry about storing dangerous materials from digging tunnels, like asbestos. This health risk could be avoided with more expensive methods. Construction was delayed to study solutions.

People also complain about the noise of TGVs passing near towns. SNCF has built sound barriers along many parts of the high-speed lines to reduce noise. However, protests still happen where noise issues have not been fixed.

Special TGV Services

Mail Services

For many years, special TGV trains carried mail for the French postal service, La Poste. These trains looked like regular TGVs but had no windows and were painted yellow and blue. However, this service stopped in June 2015.

Mobile Hospital Service

During the COVID-19 pandemic, some TGV trains were turned into mobile hospitals. They were used to move very sick patients from busy hospitals in eastern France to hospitals in the west.

Each carriage could hold up to 6 patients. This allowed dozens of patients to be moved, with about 50 medical staff helping them. Even though the train moved fast, it was smooth enough for medical care to be given during the journey.

TGV Rebranding

Since July 2017, TGV services have been slowly changing their names. They are now called TGV inOui and Ouigo. This is happening as France gets ready for more competition in its high-speed rail market.

TGV inOui

TGV inOui is SNCF's premium, or highest-quality, high-speed rail service. The name "inOui" sounds like the French word inouï, which means "extraordinary" or "unheard of."

Ouigo

Ouigo is SNCF's low-cost high-speed rail service. These trains have more seats and fewer on-board services. They often run from smaller stations, sometimes outside the city center. The name "Ouigo" sounds like "we go" in English.

See also

In Spanish: TGV para niños

• iDTGV
• High-speed rail in France
• TER-GV – TGVs that run shorter distances on the LGV Nord
• TGV track construction
• TGV world speed record – a look at speed record attempts
• V150 (train)
• AVE
• YHT
• Intercity-Express