Editing TGV (section)

==Rolling stock==
[[File:Paris, Gare de Lyon with three TGV in 1985 (SIK 03-026269).jpg|thumb|right|Three TGV trains at [[Gare de Lyon]] station in Paris, 1985]]
All TGV trains have two [[power car]]s, one on each end. Between those power cars are a set of semi-permanently coupled [[Articulated vehicle|articulated]] un-powered [[Coach (rail)|coaches]]. Cars are connected with [[Jacobs bogie]]s, a single [[bogie]] shared between the ends of two coaches. The only exception are the end cars, which have a standalone bogie on the side closest to the power car, which is often motorized. Power cars also have two bogies.

Trains can be lengthened by coupling two TGVs, using couplers hidden in the noses of the power cars. 

The articulated design is advantageous during a derailment, as the passenger carriages are more likely to stay upright and in line with the track. Normal trains could split at [[Railway coupling|coupling]]s and jackknife, as seen in the [[Eschede train disaster]]. A disadvantage is that it is difficult to split sets of carriages. While power cars can be removed from trains by standard uncoupling procedures, specialized equipment is needed to split carriages, by lifting up cars off a bogie. Once uncoupled, one of the carriage ends is left without support, so a specialized frame is required.

SNCF prefers to use power cars instead of [[Electric multiple unit|electric multiple units]] because it allows for less electrical equipment.<ref>{{Cite web | url=http://www.ejrcf.or.jp/jrtr/jrtr17/pdf/f40_technology.pdf | title=What Drives Electric Multiple Units? | website=www.ejrcf.or.jp | first=Hiroshi | last=Hata}}</ref>

There are six types of TGV equipment in use, all built by [[Alstom]]:
* [[SNCF TGV Atlantique|TGV Atlantique]] (10 carriages)
* [[SNCF TGV Réseau|TGV Réseau]] (an upgrade of the Atlantique, 8 carriages)
* [[TGV Duplex]] (two floors for greater passenger capacity)
* [[SNCF TGV POS|TGV POS]] (originally for routes to Germany, now used to Switzerland)
* [[Euroduplex|TGV 2N2]] (also known as the Avelia Euroduplex, an upgrade of the TGV Duplex)
* [[SNCF TGV M|TGV M]] (also known as the Avelia Horizon, expected to enter service in 2025)

Retired sets:
* [[SNCF TGV Sud-Est|TGV Sud-Est]] (retired in December 2019)
**[[SNCF TGV La Poste|TGV La Poste]] (retired in June 2015)

Several TGV types have broken records, including the [[V150 (train)|V150]] and [[TGV 001]]. V150 was a specially modified five-car double-deck trainset that [[TGV world speed record#Record of 2007|reached {{convert|574.8|km/h|abbr=on}}]] under controlled conditions on a test run. It narrowly missed beating the world train speed record of {{convert|581|km/h|abbr=on}}.<ref>{{Cite news|title=French Train Sets New World Speed Record |url=https://www.telegraph.co.uk/news/migrationtemp/1547513/French-train-sets-new-world-speed-record.html |location=London |url-status=dead |archive-url=https://web.archive.org/web/20080507193619/http://www.telegraph.co.uk/news/migrationtemp/1547513/French-train-sets-new-world-speed-record.html |archive-date=7 May 2008 }}</ref> The record-breaking speed is impractical for commercial trains due to motor overcharging, empty train weight, rail and engine wear issues, elimination of all but three coaches, excessive vibration, noise and lack of [[Emergency brake (train)|emergency stopping methods]]. TGVs travel at up to {{Convert|320|km/h|4=0|abbr=on}} in commercial use. 

All TGVs are at least ''bi-current'', which means that they can operate at {{25 kV 50 Hz}} (used on LGVs) and {{1,500 V DC}} (used on traditional lines). Trains travelling internationally must accommodate other voltages ({{15 kV AC}} or {{3,000 V DC}}), requiring ''tri-current'' and ''quad-current'' TGVs. 

Each TGV power car has two pantographs: one for AC use and one for DC. When passing between areas with different electric systems (identified by marker boards), trains enter a phase break zone. Just before this section, train operators must power down the motors (allowing the train to [[Gliding (vehicle)|coast]]), lower the pantograph, adjust a switch to select the appropriate system, and raise the pantograph. Once the train exits the phase break zone and detects the correct electric supply, a dashboard indicator illuminates, and the operator can once again engage the motors. 

{| class="wikitable"
! rowspan="2" | Equipment type
! colspan="2" | Top speed
! rowspan="2" | Seating <br />capacity
! colspan="2" | Overall length
! colspan="2" | Width
! rowspan="2" | Weight, <br />empty (t)
! rowspan="2" | Weight, <br />full (t)
! rowspan="2" | Power, <br />at 25&nbsp;kV (kW)
! rowspan="2" | [[Power-to-weight]] ratio, <br />empty (kW/t)
! rowspan="2" | First <br />built
|-
! km/h !! mph
! m !! ft
! m !! ft
|-
| [[TGV Atlantique]]
| {{convert|300|km/h|disp=table}}
| align="right" | 485, 459 (rebuilt)
| {{convert|238|m|ft|disp=table}}
| {{convert|2.90|m|ft|disp=table}}
| align="right" | 444
| align="right" | 484
| align="right" | 8,800
| align="right" | 19.82
| align="right" | 1988
|-
| [[TGV Réseau]]
| {{convert|320|km/h|disp=table}}
| align="right" | 377, 361 (rebuilt)
| {{convert|200|m|ft|disp=table}}
| {{convert|2.90|m|ft|disp=table}}
| align="right" | 383
| align="right" | 415
| align="right" | 8,800
| align="right" | 22.98
| align="right" | 1992
|-
| [[TGV Duplex]]
| {{convert|320|km/h|disp=table}}
| align="right" | 508
| {{convert|200|m|ft|disp=table}}
| {{convert|2.90|m|ft|disp=table}}
| align="right" | 380
| align="right" | 424
| align="right" | 8,800
| align="right" | 23.16
| align="right" | 1994
|-
| [[TGV POS]]
| {{convert|320|km/h|disp=table}}
| align="right" | 361
| {{convert|200|m|ft|disp=table}}
| {{convert|2.90|m|ft|disp=table}}
| align="right" | 383
| align="right" | 415
| align="right" | 9,280
| align="right" | 24.23
| align="right" | 2005
|-
| [[Euroduplex]]
| {{convert|320|km/h|disp=table}}
| align="right" | 509(SNCF), 533(ONCF)
| {{convert|200|m|ft|disp=table}}
| {{convert|2.90|m|ft|disp=table}}
| align="right" | 380
| align="right" | 424
| align="right" | 9,400
| align="right" | 24.74
| align="right" | 2011
|}

===TGV Sud-Est===
{{Main|SNCF TGV Sud-Est|SNCF TGV La Poste}}
[[File:TGV original livery 1987.jpg|thumb|A [[TGV Sud-Est]] set in the original orange livery.]]
The Sud-Est fleet was built between 1978 and 1988 and operated the first TGV service, from Paris to Lyon in 1981. There were 107 passenger sets, of which nine are tri-current (including {{15 kV AC}} for use in Switzerland) and the rest bi-current. There were seven bi-current half-sets without seats that carried mail for [[La Poste (France)|La Poste]] between Paris, Lyon and [[Provence]], in a distinctive yellow livery until they were phased out in 2015.

Each set were made up of two power cars and eight carriages (capacity 345 seats), including a powered bogie in the carriages adjacent to the power cars. They are {{convert|200|m|ftin|abbr=on}} long and {{convert|2.81|m|ftin|abbr=on}} wide. They weighed {{Convert|385|t|lb}} with a power output of 6,450&nbsp;kW under 25&nbsp;kV.

The sets were originally built to run at {{convert|270|km/h|4=0|abbr=on}} but most were upgraded to {{convert|300|km/h|4=0|abbr=on}} during mid-life refurbishment in preparation for the opening of the LGV Méditerranée. The few sets that kept a maximum speed of {{convert|270|km/h|4=0|abbr=on}} operated on routes that include a comparatively short distance on LGV, such as to Switzerland via Dijon; SNCF did not consider it financially worthwhile to upgrade their speed for a marginal reduction in journey time.

In December 2019, the trains were phased out from service. In late 2019 and early 2020, TGV 01 (Nicknamed Patrick), the very first TGV train, did a farewell service that included all three liveries that were worn during their service.<ref>{{Cite web|title=[SNCF] Farewell tour for Patrick, the first TGV train|url=https://engnews24h.com/sncf-farewell-tour-for-patrick-the-first-tgv-train/|date=2020-02-07|website=Eng News 24h|language=en-US|access-date=2020-05-18|archive-date=15 February 2020|archive-url=https://web.archive.org/web/20200215154227/http://engnews24h.com/sncf-farewell-tour-for-patrick-the-first-tgv-train/|url-status=dead}}</ref>

===TGV Atlantique===
{{Main|SNCF TGV Atlantique}}
[[File:TGV Atlantique La Rochelle.JPG|right|thumb|TGV Atlantique at La Rochelle station]]
The 105 train Atlantique fleet was built between 1988 and 1992 for the opening of the [[LGV Atlantique]] and entry into service began in 1989. They are all bi-current, {{convert|237.5|m|ftin|abbr=on}} long and {{convert|2.9|m|ftin|abbr=on}} wide. They weigh {{Convert|444|t|lb}} and are made up of two power cars and ten carriages with a capacity of 485 seats. They were built with a maximum speed of {{convert|300|km/h|4=0|abbr=on}} and 8,800&nbsp;kW of power under 25&nbsp;kV. The efficiency of the Atlantique with all seats filled has been calculated at 767 [[passenger miles per gallon|PMPG]], though with a typical occupancy of 60% it is about 460 PMPG (a Toyota Prius with three passengers is 144 PMPG).<ref>{{Cite web|url=http://strickland.ca/efficiency.html|archiveurl=https://web.archive.org/web/20090301160114/http://strickland.ca/efficiency.html|url-status=dead|title=Energy Efficiency of different modes of transportation, accessed March 21, 2009|archivedate=1 March 2009}}</ref>

Modified unit 325 [[TGV world speed record|set the world speed record]] in 1990 on the LGV Atlantique before its opening. Modifications such as improved [[aerodynamics]], larger wheels and improved braking were made to enable speeds of over {{convert|500|km/h|4=0|abbr=on}}. The set was reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 tonnes. Three carriages, including the bar carriage in the centre, is the minimum possible configuration because of the [[Jacobs bogie]]s.

===TGV Réseau===
{{Main|SNCF TGV Réseau}}
[[File:TGV Lacroix 549 Luxembourg Gare.JPG|right|thumb|A TGV-Reseau Lacroix with number 549 at the Luxembourg station]]
The first Réseau (Network) sets entered service in 1993. Fifty bi-current sets were ordered in 1990, supplemented by 40 tri-current sets in 1992/1993 (adding {{3,000 V DC}} system used on traditional lines in Belgum). Ten tri-current sets carry the [[Eurostar|Eurostar Red]] (ex-[[Thalys]]) livery and are known as the PBA (Paris-Brussels-Amsterdam) sets.

They are formed of two power cars (8,800&nbsp;kW under 25&nbsp;kV – as TGV Atlantique) and eight carriages, giving a capacity of 377 seats. They have a top speed of {{convert|320|km/h|4=0|abbr=on}}. They are {{convert|200|m|ftin|abbr=on}} long and are {{convert|2.90|m|ftin|abbr=on}} wide. The bi-current sets weigh 383 tonnes: owing to axle-load restrictions in Belgium the tri-current sets have a series of modifications, such as the replacement of steel with aluminum and hollow axles, to reduce the weight to under 17 t per axle.

Owing to early complaints of uncomfortable pressure changes when entering tunnels at high speed on the LGV Atlantique, the Réseau sets are now pressure-sealed. They can be coupled to a Duplex set.

===TGV Duplex===
{{Main|TGV Duplex}}
[[File:TGV double decker DSC00132.jpg|right|thumb|The TGV Duplex power cars use a more streamlined nose than previous TGVs.]]
The Duplex was built to increase TGV capacity without increasing train length or the number of trains. Each carriage has two levels, with access doors at the lower level taking advantage of low French [[railway platform|platforms]]. A staircase gives access to the upper level, where the gangway between carriages is located. There are 512 seats per set. On busy routes such as Paris-Marseille they are operated in pairs, providing 1,024 seats in two Duplex sets or 800 in a Duplex set plus a Reseau set. Each set has a wheelchair accessible compartment.

After a lengthy development process starting in 1988 (during which they were known as the TGV-2N) the original batch of 30 was built between 1995 and 1998. Further deliveries started in 2000 with the Duplex fleet now totaling 160 units, making it the backbone of the SNCF TGV-fleet. They weigh 380 tonnes and are {{convert|200|m|ftin|abbr=on}} long, made up of two power cars and eight carriages. Extensive use of aluminum means that they weigh not much more than the TGV Réseau sets they supplement. The bi-current power cars provide 8,800&nbsp;kW, and they have a slightly increased speed of {{convert|320|km/h|4=0|abbr=on}}.

Duplex TGVs run on all of French high-speed lines.<ref>{{cite web|url=http://electric-rly-society.org.uk/the-history-of-the-french-high-speed-rail-network-and-tgv/|author=The Electric Railway Society|title=The History of the French High Speed Rail Network and TGV|date=March 2015|access-date=2016-10-19|language=en}}</ref>

===TGV POS===
{{Main|TGV POS}}
[[File:TGV POS Nuremberg Ingolstadt.jpg|thumb|TGV POS have the newer power cars unlike a TGV Réseau.]]
TGV POS (Paris-Ostfrankreich-Süddeutschland or Paris-Eastern France-Southern Germany) are used on the LGV Est.

They consist of two Duplex power cars with eight TGV Réseau-type carriages, with a power output of 9,600&nbsp;kW and a top speed of {{convert|320|km/h|4=0|abbr=on}}. Unlike TGV-A, TGV-R and TGV-D, they have asynchronous motors, and isolation of an individual motor is possible in case of failure.

===Avelia Euroduplex (TGV 2N2)===
{{Main|Euroduplex}}
[[File:Gare de Paris-Gare-de-Lyon - 2018-05-15 - IMG 7493.jpg|right|thumb|TGV 2N2 train in Paris Gare de Lyon station]]
The bi-current TGV 2N2 (Avelia Euroduplex) can be regarded as the 3rd generation of Duplex. The series was commissioned from December 2011 for links to Germany and Switzerland (tri-current trains) and to cope with the increased traffic due to the opening of the LGV Rhine-Rhone.

They are numbered from 800 and are limited to {{convert|320|km/h|4=0|abbr=on}}. ERTMS makes them compatible to allow access to Spain similar to [[TGV Duplex#Dasye|Dasye]].
===TGV M Avelia Horizon===
{{Main|SNCF TGV M}}
The design that emerged from the process was named [[TGV M]], and in July 2018 SNCF ordered 100 trainsets with deliveries expected to begin in 2024.<ref>{{cite magazine | url=https://www.railwaygazette.com/news/single-view/view/sncf-confirms-tgv-of-the-future-order.html | title=SNCF confirms TGV of the Future order | magazine=Railway Gazette International | date=26 July 2018 | access-date=2 August 2018 | archive-date=27 July 2018 | archive-url=https://web.archive.org/web/20180727000853/http://www.railwaygazette.com/news/single-view/view/sncf-confirms-tgv-of-the-future-order.html | url-status=dead }}</ref> They are expected to cost €25 million per 8-car set.
{{Clear}}