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Feature 40 Years of High-speed Railways French TGV Network Development Jean-Pierre Arduin and Jincheng Ni This article discusses the high-speed railway network, and high-frequency Past TGV Developments railway in France with focus on past operations with short journey times. development of the TGV network, the These choices proved to be right and The 1981 opening of the French TGV Sud- present construction of the TGV Est, and made it possible to reduce the cost of Est linking Paris and Lyon was a milestone future prospects based on the French constructing new lines, achieve high in both the history of transportation and master plan for high-speed railways operating speeds of 240–270 km/h, the history of railways with similar adopted in December 2003. optimize capacity of new TGV lines, importance to the 1964 unveiling of the reduce operating and maintenance shinkansen in Japan. Since that first ‘bullet costs of the new lines and rolling stock, train,’ high-speed rail has continued to Operating French TGV Network and free-up freight capacities on enjoy great technical and commercial existing conventional lines. All these success in all countries that have adopted Technical choices factors contributed to traffic growth and the technology. Not only is high-speed French National Railways (SNCF) to the increased profitability of the rail fast, it has also proved to be a safe, started airing the first defining concepts high-speed railways. comfortable and efficient transport mode of high-speed railway in France in 1970 An especially unique feature of the for the general population. In short, it has with a proposal to construct a new line French TGV is its relatively low revitalized railway transport and has between Paris and Lyon based on three construction costs. The first TGV Sud- become a symbol of modern society. principles: dedicated line for passenger Est cost just $4 million per km, the lowest High-speed rail is a well-proven system traffic, compatibility with existing figure worldwide (Table 1). More recent that has become a landmark in world transport and railway history. The TGV Sud-Est was Europe’s first high-speed Figure 1 TGV High-speed Lines line and there is no doubt about the AmsterdamAmsterdam UK TGV’s technical excellence after the NNetherlandsetherlands world wheel-on-rail speed record of London OostendOostend 515.3 km/h was set in 1990 on the Düsseldorf CCalaisalais Belgium south-western section of the TGV Brussels Cologne 1994 LLilleille Namur Atlantique. The 20 years from 1981 to 2001 Channel Tunnel Germany have seen the progressive opening of 1993 TGV Nord Europe the TGV Atlantique (1990), the TGV Airport CDG Paris Nord Europe (1993), and the TGV 1994–96 Méditerranée (2001), substantiating the 1989–90 TGV Paris interconnections TGV Atlantique MMarnearne llaa VValleeallee reliability of the TGV technologies in Rennes Bogneux St-Florentin actual operations. Le Mans 1981–83 Nantes TGV Sud-Est Switzerland Table 1 High-speed Lines Tours Construction Costs per km Geneva France & Spain US$10 million Lyon 1992–94 Italy TGV Rhône-Alpes Belgium & Germany US$15 million BBordeauxordeaux Valence Italy US$25 million 2001 TGV Méditerranée Netherlands US$53 million Avignon Montpellier UK US$74 million Toulouse MarseilleMarseille Taiwan US$37 million Spain Mediterranean Sea Korea US$35 million 22 Japan Railway & Transport Review 40 • March 2005 Copyright © 2005 EJRCF. All rights reserved. projects cost about $10 million per km and the newest TGV Méditerranée with seven long viaducts (17.155 km) and one Figure 2 TGV Service Network long tunnel (12.768 km) still cost only to London $15 million per km. Calais DunkerqueDunkerque Brussels 1994 Boulogne Channel Tunnel French TGV lines Valenciennes The French TGV network today totals 1993 TGV Nord Europe 1520 operation-km (Fig. 1) as follows: LeLe HavreHavre Rouen • TGV Sud-Est (417 km): opened in 1994–96 TGV Paris interconnections 1989–90 ParisParis 1981 (St-Florentin–Lyon Sathonay); BrestBrest TGV Atlantique 142-km extension in 1983 (Combs la RennesRennes Ville (Paris)–St-Florentin) QQuimperuimper • TGV Atlantique (281 km): opened in Dijon BesanconBesancon Zürich 1989 (Bagneux (Paris)–Connerré 1981–83 LeLe CrosicCrosic NNantesantes Junction (Le Mans)); 101-km extension TGV Sud-Est BrigBrig in 1990 (Courtalain Junction–Monts LesLes SablesSables d'olonned'olonne GGenevaeneva LaLa RochelleRochelle 1992–94 Junction (Tours)) TGV Rhône-Alpes Lyon Milan • TGV Nord Europe (333 km): opened Stetienne in 1993 for Paris–Lille and Lille–Calais BBordeauxordeaux Valence Turin • TGV Paris interconnections (104 km): 2001 ArcachonArcachon TGV Méditerranée opened in 1994; 17-km extension link Avignon VentmicliaVentmiclia in 1996 connecting TVG Nord Montpellier Toulouse AixAix enen ProvenceProvence Europe, Sud-Est, and Atlantique Tarbes MarseilleMarseille • TGV Rhône-Alpes (121 km): opened Irun in 1992 (Montanay Junction–Satolas PerpignanPerpignan Airport); 84-km extension in 1994 (Satolas Airport–St Marcel les Valence) • TGV Méditerranée (251 km): opened in 2001 (Valence–Marseille/Nîmes) Figure 3 TGV Times from Paris AAmsterdammsterdam Paris–Lyon (427 km): 1:55 Currently, the 1070 km of unbroken London Paris–Marseilles (749 km): 3:00 TGV track running from the Channel Cologne Paris–Bordeaux (569 km): 2:59 Tunnel at Calais in the extreme north BrusselsBrussels Lille Paris–Tours (223 km): 0:58 of France to Marseille in the extreme Paris–Nantes (387 km): 1:59 south of France on the Mediterranean Paris–Lille (226 km): 0:59 Paris Sea can be traversed by a TGV train in Paris–Brussels (314 km): 1:25 a little more than 3 hours at 300 km/h. Paris–London (498 km): 2:40 It is also worth noting that all the French Tours Paris–Geneva (540 km): 3:30 Nantes TGV lines are interconnected. Paris–Amsterdam (494 km): 4:10 GGenevaeneva Paris–Cologne (541 km): 4:00 TGV Through operations on Lyon London–Brussels (360 km): 2:20 Brussels–Cologne (227 km): 2:20 conventional network Bordeaux Since the TGV system was designed from the start to be compatible with the existing conventional rail network, TGV trains can MMarseillearseille run on a much wider network than the dedicated high-speed lines (Fig. 2). The TGV Paris interconnections also enable Copyright © 2005 EJRCF. All rights reserved. Japan Railway & Transport Review 40 • March 2005 23 40 Years of High-speed Railways Table 2 TGV Train Sets TGV Sud-Est TGV Atlantique Fleet: 110 Fleet: 105 First service: 1981 First service: 1989 Output: 6420 kW Output: 8800 kW Catenary design: 25 kV/50 Hz + 1500 Vdc + 15 kV/16.7 Hz Catenary design: 25 kV/50 Hz + 1500 Vdc Train protection systems: TVM 300/TVM 430 + KVB Train protection systems: TVM 300/TVM 430 + KVB *Renovations in 1996 and 1999 TGV Réseau TGV Duplex Fleet: 89 Fleet: 36 First service: 1993 First service: 1996 Output: 8800 kW Output: 8800 kW Catenary design: 25 kV/50 Hz + 1500 Vdc + 15 kV/16.7 Hz Catenary design: 25 kV/50 Hz + 1500 Vdc Train protection systems: TVM 430 + KVB + TBL + ATB + R54 Train protection systems: TVM 430 + KVB * Of which 10 PBA Eurostar Thalys Fleet: 31 Fleet: 17 First service: 1994 First service: 1996 Output: 12,240 kW Output: 8800 kW Catenary design: 750 Vdc + 25 kV/50 Hz + 3000 Vdc Catenary design: 25 kV/50 Hz + 1500 Vdc + 15 kV/16.7 Hz + 3000 Vdc Train protection systems: AWS/TPWS + TVM 430 + KVB + TBL Train protection systems: TVM 430 + KVB + TBL + ATB + Indusi + LZB * 16 SNCF, 4 SNCB and 11 BR * 6 SNCF, 7 SNCB, 2 NS and 2 DB AG (Photos: SNCF) 24 Japan Railway & Transport Review 40 • March 2005 Copyright © 2005 EJRCF. All rights reserved. the TGV to serve the French regions trains operating each day; yearly TGV negative impact of pollution, etc., on the without passing through Paris. traffic totals 90 million passengers. environment due to the environment Moreover, TGV trains can also directly By the end of 2003, the TGVs had carried friendly nature of the TGV. serve the UK, Belgium, the Netherlands, a total of more than 1 billion passengers, Germany, Switzerland and Italy. indicating their success as a fast, safe, Synergy between TGV frequent, comfortable and efficient means and Aeroplanes Trip times of transport accessible to all. As shown in Figure 3, the TGV network In term of passenger-km and commercial France has developed the synergy has dramatically changed the geography revenue, TGV traffic comprises about between the TGV and air services to a of France in terms of trip times from Paris. 75% of total SNCF main-line traffic. great degree. For example, two airports— Operation of TGV trains in France and in Roissy Charles de Gaulle Airport (CDG) TGV Train sets neighbouring countries (including near Paris, and Lyon Saint Exupéry (LYS)— Concurrent with the high-speed line Eurostar and Thalys services) is a main have TGV stations in the airport itself. The advances, SNCF has undertaken profit centre for SNCF. TGV Air service from CDG combines comprehensive development of TGV train Experience shows an immediate reaction international flights operated by many set designs. The current fleet of 388 train by the public after a new TGV is opened. airlines and TGV journeys to form a sets contains five TGV generations, Sources of increased traffic are passengers unique trip on a single ticket to the including Eurostar and Thalys, distributed changing from air and road transport due following destinations: Aix-en-Provence as shown in Table 2. to the value added by the TGV in term of TGV, Angers, Avignon TGV, Bordeaux shorter trip times, frequent services, high Saint-Jean, Le Mans, Lille-Europe, Lyon comfort and competitive fares. Part-Dieu, Marseille Saint-Charles, TGV Success Story The impact of high-speed rail on air Montpellier, Nantes, Nîmes, Poitiers, travel is unquestionable; air routes in Rennes, Saint-Pierre-des-Corps Tours, Not only is the TGV a technical success, competition with the TGVs have all Valence TGV.
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