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Old May 26th, 2011, 04:41 PM   #381
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There are no direct high-speed bypass on the western side of Paris like is there on the eastern connector (that allows services like those you mentioned).
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Old May 26th, 2011, 05:13 PM   #382
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Quote:
Originally Posted by Suburbanist View Post
There are no direct high-speed bypass on the western side of Paris like is there on the eastern connector (that allows services like those you mentioned).
Lille - Dijon and Brussel - Marseille services already exist. How can you claim that they are impossible.
That the SNCF intends to do is to make it more convenient to transfer between "intersecteur" TGVs, by coordinating their arrivals and departures in several hubs. That would make it possible to travel for example Amsterdam - Bordeaux by changing trains in CDG. Or Strassbourg - Barcelona by changing in Dijon.
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Old May 27th, 2011, 07:58 AM   #383
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Quote:
Originally Posted by Gadiri View Post
Only London and Madrid have a such link between stations :
Moscow has a link between Leningradskiy terminal (Sapsan) and Kurksy terminal. Ever more, the one of 2 hi-speed departures per day from Moscow to Nizhniy Novgorod is actuals a Sakt-Peterburg - N, Novgorod. The train changes its number while transferring from October Railways to Moscow Railways, but you steal able to buy a ticket all the way long.

BTW, this map has some errors in it:
Moscow - N. Novgorod should be "extended service" (it's 160 km/h)
Helsinki - S. Peterburg should be "sprinter rail" all the way (it's 220 before FIN/RU border and 200 after)
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Old June 2nd, 2011, 06:28 PM   #384
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Alstom delivers SNCF its first 3rd generation Duplex TGV train set




30/05/2011


On May 30, 2011, Alstom CEO Patrick Kron symbolically delivered to SNCF president Guillaume Pepy the first 3rd generation Duplex TGV train set. It is the first double-deck interoperable very high speed train capable of traveling on all European rail networks.



SNCF had ordered a total of 55 train sets from Alstom in June 2007. Two of the train sets are currently undergoing final development and approval. Commercial operation is planned for late 2011. Among other routes, they will operate on the new Rhin-Rhône high-speed line scheduled to open in December 2011. The entire fleet will be delivered by 2014.

This event marks the introduction of a new generation of double decker railway equipment designed to meet new requirements in terms of interoperability, comfort, operations and total cost of ownership. The new trainsets, derived from previous generations of Duplex TGVs, take advantage of 30 years of experience in very high-speed railway equipment, which has resulted in a proven, safe architecture. The many shared components will help to reduce development, manufacturing, operating and especially maintenance costs.

The trains will run at up to 320 km/h on the railroad networks in France, Germany, Switzerland and Luxembourg. They feature signaling equipment compatible with all the aforementioned European networks and traction equipment suited to all currents encountered in Europe. Some of the trainsets will have modifications to allow them to travel in Spain; the Duplex TGVs sold in Morocco use this same platform.

In terms of comfort, the emphasis here is on passenger information systems. New external displays have been added near each train entrance, making it easier to read the train number, car number and destination. Screens within the cars are used to display the stations served and the final destination, along with information about the trip such as the time, geographical location and current speed of the train—all in several languages. Seats are now equipped with digital reservation displays to indicate the trip segments for which they are occupied. SNCF agents can also manage audio announcements from their control consoles and keep passengers informed during the trip. These messages are also displayed on the screens for the hearing impaired passengers. Accessibility has been optimized for persons with reduced mobility (PRM): more than 10% of the total train capacity (509 seats) is set aside for PRMs, including 50 specially outfitted seats. The areas for wheelchair users are larger (including the toilets), and wider aisles make it easier to move around.



Ground-to-train connection systems also offer new prospects for communication. For example, it is now possible to disseminate information about connections at the train's arrival station, update the seat occupancy map after the train's departure or alert the ground teams to a failure and anticipate its resolution.
Passenger safety is another area in which the new trains have been improved. They were designed to be equipped with video surveillance systems, and they also meet the strictest fire safety requirements. Fire doors are installed between and within cabins on trains that will be used in Spain, and fire detection systems have been added to new areas: the toilets, the nursery, the baggage areas, the electrical cabinets and the machine compartments.
The new Duplex TGV trainsets are designed and assembled on Alstom's sites: passenger cars in La Rochelle, locomotives in Belfort and extremity cars in Reichshoffen. Other Alstom sites help to manufacture the equipment: Ornans for the traction motors, Le Creusot for the trucks, Tarbes for the electrical blocks and traction equipment, Villeurbanne for the control electronics, Montréal for the passenger information systems Charleroi for the auxiliary inverters. Every day, a total of 1,500 people go to work on these sites to serve high-speed rail. The main French suppliers on the project are Faiveley Transport, Alstom GRID, Logitrade, COMECA, CEIT, TFCM and Association Bretagne Atelier. Together with the other small and medium sized industries in the French railway sector, they employ 6,000 people in France.

About SNCF

SNCF is a premier global mobility and logistic group with expected annual revenues of 30 billion and nearly 235.000 employees in 120 countries in 2010. The SNCF mission is to promote a society with greater mobility, mutual respect and solidarity by making ecomobility the driving force behind sustained growth and customer preference for both passengers and shippers. The group is made up of five divisions : managing, operating, maintaining, and engineering infrastructures predominantly rail-related (SNCF Infra), local urban, outer urban and regional transport for daily commuters (SNC Proximités), long distance and high-speed passenger transport (SNCF Voyages), freight transport and logistics (SNCF Geodis), and train station management and development (Gares et Connexions).

About Alstom Transport

As a historical player in the very high speed railway sector, Alstom is the only manufacturer to offer its clients such a broad selection of proven technical configurations, all designed to transport passengers at high speeds (up to 360 km/h) in complete comfort and utter safety: articulated and unarticulated cars, tilting technology, single and double decker architecture, locomotives and multiple engine units. Since the 1st TGV was launched in 1981, Alstom has sold nearly 650 very high-speed trains worldwide, one hundred of those outside of France. Collectively, they have traveled more than 2.5 billion kilometers, transported 1.5 billion passengers, increased their commercial operating speed from de 260 km/h to 320 km/h and set 3 world rail speed records: 380 km/h in 1981, 515.3 km/h in 1990 and 574.8 km/h in 2007.

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Old June 10th, 2011, 04:19 PM   #385
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Paris suburban train
Cab ride between Saint Lazare and Poissy
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Old June 10th, 2011, 05:45 PM   #386
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Nice cab ride. Too bad there is much graffiti along the route, trashing the visual impression of it. France needs to take a more proactive role in cleaning up graffiti from its trains and ROWs.
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Old June 10th, 2011, 06:22 PM   #387
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Quote:
Originally Posted by Minato ku View Post
Paris suburban train
Cab ride between Saint Lazare and Poissy
Very impressive video.

One time I was on A13 motorway at 130 km/h, and a train was faster than me. Which is the speed limit for Transilien (160 km/h ?) and RER ?
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Old June 10th, 2011, 07:54 PM   #388
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I don't know but the max speed in this video is 140km/h
The distance between Saint Lazare and Poissy is 25km.

Quote:
Originally Posted by Suburbanist View Post
Nice cab ride. Too bad there is much graffiti along the route, trashing the visual impression of it. France needs to take a more proactive role in cleaning up graffiti from its trains and ROWs.
There isn't much graffiti on trains, graffiti are always cleaned. It is also the case of the station. If you see a graffity inside, it is because it was done recently.
It is different for the wall next to the train, they are often full of graffiti, it is also the case for the metro tunnel in Paris.
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Old June 11th, 2011, 06:27 PM   #389
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It is different for the wall next to the train, they are often full of graffiti, it is also the case for the metro tunnel in Paris.
This is what I was referring to (the only graffiti possible to see from a cab ride)
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Old June 11th, 2011, 06:36 PM   #390
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Quote:
Originally Posted by Minato ku View Post
I don't know but the max speed in this video is 140km/h
The distance between Saint Lazare and Poissy is 25km.
What kind of service is that? a regional train? or a semi-direct RER? I must admit the video is really good, the train does seem to go faster than these 140km/h, specially from mid-end of the video.

BTW, can train drivers switch on a radio or something? It must be really boring to stay there many hours just looking at the tracks
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Old June 11th, 2011, 07:11 PM   #391
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Originally Posted by Suissetralia View Post
What kind of service is that? a regional train? or a semi-direct RER? I must admit the video is really good, the train does seem to go faster than these 140km/h, specially from mid-end of the video.

BTW, can train drivers switch on a radio or something? It must be really boring to stay there many hours just looking at the tracks
Drivers drve trains ... 4 hours per day, no more. But they work at least 7 hours. They made operations in fileds, thet connected and disconnected the trains ... That's the explanation they give..

It's a semi-direct Transilien (regional train).

Paris Saint Lazare - Poissy :


http://www.transilien.com/web/webdav...df/ligne_J.pdf



http://www.transilien.com/web/webdav...lien_metro.pdf




http://www.transilien.com/web/webdav...nreseauIDF.pdf
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Old June 15th, 2011, 01:34 AM   #392
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The first Coradia Polyvalent is finished and has been presented to the press today at an event held in the Alstom plant in Reichshoffen, France. Developing the Polyvalent has gone fast: the contract was signed in October 2009 and only 20 months later the first train is already finished. The train will now undergo tests and certification is expected for March 2013. Some Polyvalents will also be used for cross-border operations: those will go to Germany (equipped with 15 kV capabilities), and some will cross over to Belgium running on diesel.

A special website has been launched, in French: http://www.letraindesregions.alstom.com
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Old June 18th, 2011, 11:05 PM   #393
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French sign huge high-speed PPP concession

Friday, June 17, 2011

THE presidents of French Rail Network (RFF) and Vinci, Mr Hubert du Mesnil and Mr Xavier Huillard, have signed a 50-year Euros 7.8bn concession to fund, design, build, operate and maintain a new 302km high-speed line from Tours to Bordeaux. The deal is described as the biggest PPP contract in Europe.
A total of Euros 7.8bn has been raised to fund construction, which will cost Euros 6.2bn, and other aspects of the project. The public sector comprising the French government, local authorities, and the European Union, will provide Euros 3bn of funding, and RFF will fund another Euros 1bn.

The concessionaire is Lisea which is led by Vinci with a 33.4% holding. The other shareholders are Caisee des Dépôts/CDC Infrastructure (25.4%), Sojas (22%), and AXA Private Equity (19.2%). Lisea is funding the remaining Euros 3.8bn as follows: Euros 772m from commercial banks and the European Investment Bank (EIB), Euros 1.06bn in bank debt guaranteed by the state, Euros 612m in non-guaranteed bank debt, Euros 757m in savings funds managed by Caisee des Dépôts and backed by RFF, Euros 400m of state-guaranteed credit from the EIB and a further Euros 200m of non-guaranteed EIB credit.

In addition, RFF will invest a further Euros 1bn to adapt existing systems such as signalling and power supply, and expand the capacity of Bordeaux station.

Lisea has entrusted construction to the Cosea consortium led by Vinci and including Arcadis and Egis Rail. Design work and construction will take six years one month.

The Sud-Europe Atlantique (SEA) line will have 19 viaducts, seven covered sections and 38km of links to the existing network. It will form an extension to the existing TGV Atlantique from Paris to Tours. When SEA opens in 2017 it will cut the Paris - Bordeaux journey time from 3h 5min today to 2h 5min.

http://www.railjournal.com/newsflash...sion-1236.html
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Old June 21st, 2011, 10:30 PM   #394
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Le Figaro reports that the French train maker Alstom is planning a new TGV whose commercial speed would be between 380 and 400 km per hour (between 235 and 250 miles per hour).

Unfortunately the French railway network authority currently forbids commercial speeds above 350 km per hour.
Quote:
Alstom planche sur un nouveau TGV

Le Figaro
21 juin 2011

Ce train pourrait rouler à 380 voire 400 km/h, selon Les Echos. Le groupe français vise ainsi à conserver sa place de numéro un dans la grande vitesse.


Présenté en 2008, l'AGV a reçu seulement 25 commandes

Alstom devance la concurrence. Le fabricant d'infrastructures pour le secteur du transport élabore un nouveau modèle de train à grande vitesse. Dans sa course à l'innovation, le groupe envisage de sortir une nouvelle version de l'AGV (automotrice à grande vitesse), «l'AGVII» roulant à une vitesse maximale de 380 à 400 km/h, rapporte Les Echos après consultation d'un document interne.

Pourtant, l'AGV première version n'est pas encore en circulation : présenté en 2008, ce train a reçu seulement 25 commandes de la part de l'opérateur privé italien NTV et devrait rouler à la fin de l'année.

Mais Alstom va de l'avant afin de reprendre la main sur un marché où sa position de numéro un a été chahutée. L'an dernier, Alstom a en effet perdu le contrat des nouvelles motrices d'Eurostar, l'opérateur du tunnel sous la Manche. La commande a été passée auprès de son concurrent Siemens. «Après l'échec de l'Eurostar, Alstom vise à élargir sa gamme de TGV pour les appels d'offres internationaux, alors que la concurrence n'a jamais été aussi vive», explique Les Echos.

Séduire la SNCF

Le groupe envisagerait également de satisfaire les besoins à venir de son premier client la SNCF, même si le groupe a gelé ses commandes jusqu'en 2015. Le nouveau train répondrait en effet aux critères du géant du ferroviaire qui privilégie les TGV à motorisation centralisée, ce qui serait le cas de ce nouveau TGV.

Le nouveau modèle pourrait en outre effectuer des pointes de vitesse à 380 voire 400 kilomètres par heure contre une vitesse maximale de 360 km/h pour son ainé, l'AGV. Cet argument devrait trouver plus d'échos à l'étranger car en France, RFF, propriétaire du réseau récuse toute vitesse supérieure à 350 km/h. La Chine vient toutefois elle aussi de réduire la vitesse de ses trains. Les rames de ce train pourront également être proposées sur deux niveaux et une version fret et Intercités seraient également proposées.

http://www.lefigaro.fr/societes/2011...ouveau-tgv.php
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Old June 22nd, 2011, 05:49 PM   #395
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Quote:
LGV Rhin-Rhône : le TGV d’essais débarque sur la voie




(c) Pascal Grassart

22/06/2011


Cinq mois avant sa mise en service le 11 décembre, après cinq années de travaux et de pose d’équipements ferroviaires, une première rame TGV a circulé ce 20 juin sur la LGV Rhin-Rhône.


Cinq mois avant sa mise en service le 11 décembre, après cinq années de travaux et de pose d’équipements ferroviaires, une première rame TGV a circulé ce 20 juin sur la LGV Rhin-Rhône. Une rame particulière car dans le cadre des marches d’essais dynamiques, elle présente une livrée unique qui intègre les noms des principales villes qui seront desservies par le futur TGV Rhin-Rhône. Particulière aussi car une voiture laboratoire, des capteurs extérieurs, des caméras en cabine de conduite et à proximité d’un pantographe, ont transformé celle qui n’était jusqu’alors qu’une « classique » rame Dasye en rame d’essai. Jusqu’au 9 septembre, jour prévu pour l’inauguration, elle va parcourir les 140 km de ligne au rythme de quatre à cinq allers-retours par jour, entre 5 000 et 6 000 km par semaine, plus de 60 000 km durant les onze semaines d’essais. La montée en vitesse sera progressive, pour atteindre les 352 km/h, soit 10 % de plus que la vitesse en service commercial de 320 km/h à laquelle voyageront les passagers.
http://www.ville-rail-transports.com...ue-sur-la-voie
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Old June 23rd, 2011, 04:21 PM   #396
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AGV story in English

Alstom planning second-generation AGV for 380 to 400 km/h, with double-deck and freight options. via SNCF Connections http://t.co/qwO9DI5
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Old June 23rd, 2011, 09:05 PM   #397
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It is time that the trains ALSTOM run to 600km/k bit lacking for that goal
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Old June 23rd, 2011, 09:24 PM   #398
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It is time that the trains ALSTOM run to 600km/k bit lacking for that goal
It is almost impossible to have a wheeled train commercially running at 600 km/hr. There are many more factors which play a major role at high speed such as friction between rail and wheels, friction between pantograph and overhead wires. MagLev is better suited for such speeds.
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Old June 23rd, 2011, 09:46 PM   #399
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Quote:
Originally Posted by Abhishek901

It is almost impossible to have a wheeled train commercially running at 600 km/hr. There are many more factors which play a major role at high speed such as friction between rail and wheels, friction between pantograph and overhead wires. MagLev is better suited for such speeds.
Alstom almost reached that speed with the V150 train set back in 2007. They reached 574.8 km/h back then. So technically, it can be done.

However, a lot of modifications to both train and track were needed and it resulted in extensive wear... But they got a nice record from it, and the technology is now used in the AGV.
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Old June 23rd, 2011, 10:10 PM   #400
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I know about this record. That's why I mentioned "commercially" in my post. Technically nothing is impossible but commercially it is because the marginal increase in cost (hence ticket price) will be very sharp after some extent. Obviously unless there is major breakthrough
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