Editing High-speed rail (section)

====France====
{{Main|High-speed rail in France}}
[[File:TGV001.JPG|thumb|One power-car of the gas-turbine prototype "TGV 001"]]
[[File:Gare de Lyon TGV orange.jpg|thumb|The TGV Sud-Est, at the [[Gare de Lyon]], in 1982]]
[[File:TGV World Speed Record 574 km per hour.jpg|thumb|right|The TGV at {{convert|574.8|km/h|abbr=on}} in 2007]]
Following the [[SNCF Class CC 7100|1955 records]], two divisions of the [[SNCF]] began to study high-speed services. In 1964, the DETMT (petrol-engine traction studies department of SNCF) investigated the use of [[gas turbine]]s: a diesel-powered railcar was modified with a gas-turbine, and was called "TGV" (Turbotrain Grande Vitesse).<ref name="douviensTGV" /> It reached {{convert|230|km/h|abbr=on}} in 1967, and served as a basis for the future Turbotrain and the real TGV. At the same time, the new "SNCF Research Department", created in 1966, was studying various projects, including one code-named "C03: Railways possibilities on new infrastructure (tracks)".<ref name="douviensTGV" />

In 1969, the "C03 project" was transferred to public administration while a contract with [[Alstom]]<!-- company name at time --> was signed for the construction of two gas-turbine high-speed train prototypes, named "TGV 001". The prototype consisted of a set of five carriages, plus a [[power car]] at each end, both powered by two gas-turbine engines. The sets used [[Jacobs bogie]]s, which reduce drag and increase safety.{{Citation needed|date=November 2015}}

In 1970, the DETMT's [[Turbotrain]] began operations on the [[Ligne Paris-Caen|Paris–Cherbourg line]], and operated at {{convert|160|km/h|abbr=on}} despite being designed for usage at {{convert|200|km/h|abbr=on}}. It used gas-turbine powered multiple elements and was the basis for future experimentation with TGV services, including shuttle services and regular high rate schedules.<ref name="douviensTGV" />

In 1971, the "C03" project, now known as "TGV Sud-Est", was validated by the government, against Bertin's Aerotrain.<ref name="douviensTGV" /> Until this date, there was a rivalry between the French Land Settlement Commission (DATAR), supporting the Aérotrain, and the SNCF and its ministry, supporting conventional rail. The "C03 project" included a new High-Speed line between Paris and [[Lyon]], with new multi-engined trains running at {{convert|260|km/h|abbr=on}}. At that time, the classic Paris-Lyon line was already congested and a new line was required; this busy corridor, neither too short (where high speeds give limited reductions in end to end times) nor too long (where planes are faster in city center to city center travel time), was the best choice for the new service.

The [[1973 oil crisis]] substantially increased oil prices. In the continuity of the [[Charles de Gaulle|De Gaulle]] "energy self-sufficiency" and nuclear-energy policy ([[Pierre Messmer]] then French Prime Minister announced an ambitious buildout of [[nuclear power in France]] in 1974), a ministry decision switched the future TGV from now costly gas-turbine to full electric energy in 1974. An electric railcar named ''Zébulon'' was developed for testing at very high speeds, reaching a speed of {{convert|306|km/h|abbr=on}}. It was used to develop pantographs capable of withstanding speeds of over {{convert|300|km/h|abbr=on|round=5}}.<ref name="douviensTGV" />

After intensive tests with the gas-turbine "TGV 001" prototype, and the electric "Zébulon", in 1977, the SNCF placed an order to the group [[Alstom]]–[[Francorail]]–MTE for 87 [[SNCF TGV Sud-Est|TGV Sud-Est]] trainsets.<ref name="douviensTGV"/>
They used the "TGV 001" concept, with a permanently coupled set of eight cars, sharing [[Jacobs bogie]]s, and hauled by two electric-power cars, one at each end.

In 1981, the first section of the new [[LGV Sud-Est|Paris–Lyon High-Speed line]] was inaugurated, with a {{convert|260|km/h|abbr=on}} top speed (then {{convert|270|km/h|abbr=on}} soon after). Being able to use both dedicated high-speed and conventional lines, the TGV offered the ability to join every city in the country at shorter journey times.<ref name="douviensTGV"/> After the introduction of the TGV on some routes, air traffic on these routes decreased and in some cases disappeared.<ref name="douviensTGV"/> The TGV set a publicised [[TGV world speed record|speed records]] in 1981 at {{convert|380|km/h|abbr=on}}, in 1990 at {{convert|515|km/h|abbr=on}}, and then in 2007 at {{convert|574.8|km/h|abbr=on}}, although these were test speeds, rather than operation train speeds.