Editing TGV (section)

===Development===
{{Main|Development of the TGV}}
[[File:Networks of Major High Speed Rail Operators in Europe.gif|thumb|right|Europe's high-speed rail system, including TGV lines in France]]
[[File:Deux TGV à Paris-Lyon.jpg|thumb|right|[[SNCF TGV Sud-Est|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]], 2019]]
It was originally planned that the TGV, then standing for ''{{lang|fr|très grande vitesse}}'' ('very high speed') or ''{{lang|fr|turbine grande vitesse}}'' ('high-speed turbine'), would be propelled by [[gas turbine-electric locomotive|gas turbines]], selected for their small size, good [[power-to-weight ratio]] and ability to deliver high power over an extended period. The first prototype, [[TGV 001]], was the only gas-turbine TGV:  following the increase in the price of [[petroleum|oil]] during the [[1973 oil crisis|1973 energy crisis]], gas turbines were deemed uneconomic and the project turned to electricity from [[overhead lines]], generated by [[Nuclear power in France|new nuclear power station]]s.

TGV 001 was not a wasted prototype:<ref>{{cite web|url=http://www.trainweb.org/tgvpages/history.html|title=Early TGV history|work=TGVWeb|access-date=18 April 2008}}</ref> its gas turbine was only one of its many new technologies for high-speed rail travel. It also tested high-speed brakes, needed to dissipate the large amount of [[kinetic energy]] of a train at high speed, high-speed aerodynamics, and signalling. It was articulated, comprising two adjacent carriages sharing a [[bogie]], allowing free yet controlled motion with respect to one another. It reached {{convert|318|km/h|abbr=on}}, which remains the world speed record for a non-electric train. Its interior and exterior were styled by French designer Jacques Cooper, whose work formed the basis of early TGV designs, including the distinctive nose shape of the first power cars.

Changing the TGV to electric traction required a significant design overhaul. The first electric prototype, nicknamed Zébulon, was completed in 1974, testing features such as innovative body mounting of motors, [[pantograph (rail)|pantograph]]s, [[Suspension (vehicle)|suspension]] and [[Brake|braking]]. Body mounting of motors allowed over 3&nbsp;tonnes to be eliminated from the power cars and greatly reduced the [[unsprung weight]]. The prototype travelled almost {{convert|1000000|km|4=0|abbr=on}} during testing.

In 1976, the French administration funded the TGV project, and construction of the [[LGV Sud-Est]], the first high-speed line ({{langx|fr|link=no|ligne à grande vitesse}}), began shortly afterwards. The line was given the designation LN1, ''{{lang|fr|Ligne Nouvelle 1}}'' ('New Line 1'). After two pre-production trainsets (nicknamed ''Patrick'' and ''Sophie'') had been tested and substantially modified, the first production version was delivered on 25 April 1980.