I realise that although this is a train blog, I have never written a single post on the famous high speed trains of France. Part of it is because I'm unsure if the literary skills and attention I'll be able to expend on these world famous trainsets will do them justice. So I'm thinking to get into the French Train à Grande Vitesse, which literally means High Speed Train in English, with some distractions and derivatives before talking about the actual TGV on the SNCF, Société Nationale des Chemins de fer Français, the French National Railway.
The TGV Réseau in France
I'll start by writing about an export model of the TGV to Asia, most commonly known as the Korea Train eXpress, operated by the South Korean national railway Korail.
The Korean TGV - the KTX
Although being just a stone's throw away from Japan, well, relatively speaking, high speed rail was a recent development in South Korea, where the first line went into commercial service in 2004, 40 years after neighboring Japan. At the time, no domestic rolling stock company made high speed trains in South Korea, therefore a bidding process was involved to determine whether or not the trains were to be bought from the French, the German, or the Japanese. Since this is an introductory TGV post, yes, the French have won (and when that happened, Alstom was still known as GEC-Alsthom).
Jacobs trucks between the articulated passenger cars
Contract between the pre- and post-TGV days
The KTX essentially is an lengthened TGV Réseau articulated trainset with a slightly rounded nose design similar to that of another export model TGV, the Renfe AVE S-100 in Spain. Like the first production electric TGV in France, the KTX is also an electric multiple unit (say what?). The first 3 trucks on either end (i.e. two trucks on the power cars and the leading truck on the articulated passenger coaches) are powered. Instead of having 8 passenger coaches like the TGV Réseau, the KTX has 18, making it one of the longest high speed trains in the world (because the cars are articulated, i.e., 2-axle trucks are shared between cars, they can't be as long as standalone cars due to loading. However, they can be relatively wider than long cars, making more effective use of the loading gage of the right of way).
The KTX paved the way for high speed train manufacturing in South Korea by means of technology transfer and licensing. Hyundai Rotem was also formed in 1999 as a result of a merger of the 3 major rolling stock manufacturers of Korea and took on the task of domesticating the manufacturing of KTX trainsets. Of the 46 sets of KTX-I in service, 12 were built by Alstom in France from 1997-2000 and the remaining by Rotem in South Korea in 2002 and 2003. Rotem had since then began its own development of high speed trains.
Now some numbers... Combined, the KTX-I puts out about 18,200 horsepower to the rails which enables this trainset to travel at a maximum speed of 190 mph in revenue service.
Last week, we've identified the Janney coupler and briefly looked at its elegant design. This week, let's, again, very briefly, look at the different types of Janney coupler that are widely used today. I will only talk about the head of the coupler, and ignore anything that the general public may need to trespass onto railroad property and get in a unsafe situation in order to have a good look at. As far as coupler heads are concerned, there are 3 types in used today. Type E, F, and H. Types E and F are used on freight, and H used on passenger equipment. Since the withdrawal of passenger service in North America by private railroads, the Type H standard is no longer maintained by the Association of American Railroads, a trade group formed of major freight railroads, but is under the control of the APTA, the American Public Transportation Association. Now let me introduce another term, slack. Slack is an allowed gap between two coupled up couplers. In other words, when most
The NPCU or Non-powered Control Units are control cars used by Amtrak that are modified from surplus EMD F40PH locomotives. A control car is a generic term for a non-powered railroad vehicle that can control operation of a train from the end opposite to the position of the locomotive. They can be used with diesel or electric motive power, allowing push-pull operation without the use of an additional locomotive. Control cars first appeared in the USA and France in 1960s. Trains operating with a locomotive at one end and a control car at the other do not require the locomotive to run around to the opposite end of the train when reversing direction. In the United States, most control cars are modified from retired locomotives by removing tractive equipment and adding side baggage doors and have been used on several passenger railroads. The control cars are connected through the consist of the train by standard AAR 27-wire multiple unit jumper cables. The NPCUs at Amtrak are a
For the readers who missed the posts in the past two weeks, we talked about the 110 mph General Electric diesel-electric locomotive P42DC Genesis (link here ) and once the flagship transcontinental passenger train of the Canadian Pacific Railway The Canadian (link here ). Let's take a break from passenger equipments and look at a very powerful freight locomotive this week. The Bombardier IORE is a 12-axle twin-section electric locomotive designed exclusively for LKAB (Luossavaara-Kiirunavaara Aktiebolag), a Swedish mining company, to haul heavy (8,000 metric tonnes) iron ore trains (hence the name IORE) at 60 km/h (37 mph) in extreme Nordic weather conditions of northern Sweden and Norway. It was first commissioned in Year 2000. The IORE, or TRAXX H80AC, is an AC-propulsion locomotive that belongs in the TRAXX family of Bombardier locomotives. The top speed of the IORE is 80 km/h (50 mph). The IORE uses 12 electric motors to power its axles (i.e. one motor per axle), t
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