So a fun fact about this test, when the train passed under the bridge going 570kph+ (at 6:40 ), the airflow around the train lifted the bridge by almost 2 inches, all the people on the bridge felt it
Yeah, all the infrastructure is designed to withstand that. For example, all the tunnels have "muzzle brakes" like on artillery guns to dissipate the shock-wave from the trains exiting at 300 kph and above. Otherwise there's probably be detonations every time a train passes through.
@@TheNefastor thats what i was wondering. What will be the pressure boom of a train entering at nearly 600kmh in a tunnel. I bet they will do something cause that boom can cause an earthquake i assume
@nenaddimi8319 those muzzle brakes look like tunnel extensions made of concrete, about 10 to 20 meters long, with patterns of holes. First time I saw them I though it was just a cool-looking design. Later I noticed they were everywhere so I got suspicious.
@@TheNefastor i didnt know about that. Do you have any link where i can see what that looks like? In my country our trains dont go past 100kmh and i havent noticed that on the tunnels here :)
It is only possible because they have special tracks that "go straight through the country". That is only possible if there arent many mountains/hills AND VILLAGES/CITIES around. IN THEORY it should be possible to do that in the USA, but the inhabitants will whine and complain if it isnt financed by a private company and if the government were to spend some money on it ... they are content with spending billions on weapons, but not their own comfort.
In Texas electric grid failed thanks to George W Bush taking down the regulations and electric companies did just the bare minimum. Damages were worth of billions. And of course the customers payed everything.
I took the TGV recently between Paris an Strasbourg the commercial speed on this track is 320 km /hour .199mph you dont feel it at all very smooth and confortable
All the technology that has made France put on the podium of the advanced nations comes from the desire of De Gaulle and then the following presidents (and not only in 1981 but from the 1960s of the projects that were finalized in 1980/1981) to invest in rail transport (TGV), telecommunications (Minitel), energy (nuclear power plants), air transport (Concorde), the space programme (Ariane rocket) car transport (motorways) and finally the army (aircraft carriers, nuclear submarines, nuclear missiles, fighter jets...).
But latest presidents broke all this. You can see the name Alsthom on the train. They were building the TGV. Now Alsthom has been dismantled and sold to General Electric
Living in Germany next to the French town of Strasbourg (490km or 305 miles) gives the perfect example how good the French highspeed railway system works: I can take a small train, 10 minutes to Strasbourg Central Railway station and from there on 1 hour 54 minutes to Paris (Gare de l‘est).
490 km isn't "next to", not even "close by". That's like living in Austria close to Nürnberg or Mannheim or something the like. Unless you meant 49 km.
@@Tristouille-dy2hj Si vous avez pris le train en Allemagne le réseau français et les TGV vous paraissent être une merveille du Monde ☺️ Vous pouvez en être fiers, parmis tant d‘autres choses 😉
Fun fact: They told the driver not to go over 575 km/h, due to danger of ripping off the catenary (power wires) due to standing waves, because there was danger of train being faster than wave inside the wire, made by pantograph. Wires were tensioned to 600km/h standing wave. And he complied. He did 574.8km/h
The secret of this success is a perfect alliance between the rails and the train. The TGV tracks are built with absolutely drastic specifications, which allows for perfectly linear rails, without any disturbance, over a very long distance. This is why at more than 500 km/h, you do not feel any vibration or jolt when you are on the train. The train, for its part, has an electric propulsion system of unequalled power, allowing it to sustain this speed, and it also has a revolutionary suspension system allowing it to eliminate any jolt. In France, thanks to the TGV, you can travel from the centre of Paris to the centre of Bordeaux in 1 hour 55 minutes, whereas by plane, the time for boarding and disembarking, and the travel time between the city centre and the airports, it will take you 3 hours in total. And incidentally, electricity in France is nuclear or renewable, therefore zero carbon... The plane for domestic flights in France is totally out of fashion And you are right, the TGV record is 574 km/h but in commercial use, it runs at a speed of 320 km/h (200 mph). Records are there to allow an increase in the commercial speed, with a 100% guaranteed safety level. With each new record on a given section, the SNCF authorizes an increase in the commercial speed. There is also another consideration to have: it is the cost of electricity. If we drive beyond 400 km/h, the friction is such that we consume much more electricity proportionally. Commercially, it therefore becomes difficult to profit from driving at speeds exceeding 400 km/h, even if it is entirely possible. And about China, it's not comparable with the TGV, because it's a magnetic levitation train. The TGV is using classical rail system which is much less expensive and complex to set up
Well no. But why does Canada and Australia always get a pass on having shitty passenger rail? America really isn't _that_ bad and they move a lot of freight so it's not like US rail is as useless as you guys make it seem. Asking for a friend.
@@michlo3393 Freight train are a completely different subject. Yes, you need tracks, yes you need a train but everything else is different: Infrastructure (trainstations ...), punctuality, quality of the wagons, The USA are quite flat - it's easy to build a track of 5000 km in a - more or less - straight line. In Switzerland (42'000 km") we have 440 km of tunnels, countless bridges. On a territory of about 15'000 km2 (mountains not included) there are 1800 trainstations. In the other European countries it's proportionally more or less the same. The USA invests/wastes money on building 4 lane highways/roads through neighbourhood aeras instead of building trains, trams and busses. But don't give up - in 100 years you will be on the same level as Europe, regardin public transport. :-)
During the test of April 3, 2007, the TGV (V150 train) broke its speed record by reaching 574.8 km/hour. It set off at 1:01 p.m. from the town of Prény (Meurthe-et-Moselle) in the Nancy-Paris direction. When it arrived at the Champagne-Ardenne station at 1:31 p.m., the V150 train had covered 150 km/94 miles in 30 minutes.
Le TGV Français 🚄 détient toujours le record du train à grande vitesse le plus rapide du monde sur rails.... Les autres trains comme le train chinois fonctionnent avec une autre technologie , la lévitation magnétique.
C'est des maglevs. Les seuls trains comparables avec les TGV sont les Shinkansen japonais, mais même si ce sont des trains, ils n'utilisent pas des rails classiques comme les TGV français. Les Shinkansen ont leurs propres rails qu'aucun autre train peut utiliser. Donc aujourd'hui les TGV sont toujours les trains les plus rapide du monde sur rails classiques, et c'est un énorme atout économique, car les TGV peuvent rouler sur les rails classiques, alors que les Shinkansen et encore plus les maglevs demandent des infrastructures bien plus couteuses et inutilisables par autres choses.
Le TGV duplex de la vidéo est le détendeur du record sur rails conventionnels, Les trains chinois en effet détiennent le record de vitesse opérationnelle (380 km/h sur la ligne Pékin - Shanghai ) , et non de vitesse maximale. et d'ailleurs le record de 574 km/h restera surement à nous pendant un certain temps car il n'y a aucune ambition chez qui que ce soit pour construire un train conventionnel plus rapide 😉
As a railway enthusiast living in eastern France I can tell you ; for this record they “Tweaked” the line- with a higher frequency (31kV) higher over banking in the curves and a stronger tension in the overhead wires - and the Train - slightly bigger wheels for the “Motrices”… After the record run they had to “maintain” the line and opened it several weeks later… I remember the record being broadcasted live in the national news that day ! Btw, the speed of 320km/h is enough and higher speeds demand an excess in energy consumption. For the European market it seems to be enough.
Higher overbaniking? Are you sure about this one? Cause it would mean pretty important works on a line just for a speed record, to be then restored to normal high-speed banking in order to open the high-speed line for service... That's way too much hassle to change the rail geometry twice, so close to the opening date. Plus, there was regular testing for commercial services at the same time, and they would have to do it all over again if they had changed the geometry. Changing the voltage, frequency, intensity, and pulling tension of the catenary is just tweaking, it's quite easy. But changing the canting (over banking) is a whole different world, it's structural and requires a lot more precise and complicated works than catenary tweaks... Plus, I've never heard that the line was structurally modified for the speed record.
C'est encore plus que ça. La totalité du train a été modifiée pour réussir cet exploit. J'avais vu un autre documentaire à l'époque sur cet événement, où les techniciens expliquaient que tout avait été surdimensionné... Et ce n'est pas très étonnant. En dehors d'être un exploit remarquable, c'est aussi un risque important... Et je crois qu'aucun spectateur le long du tracé... Ou même aucun passager du train n'en avait réellement conscience. Parce que moi, il est hors de question que j'approche à moins d'un kilomètre de cet engin apocalyptique ! Je plaisante ;) mais finalement c'est à peine exagéré : Un train de presque 300 tonnes lancé à presque 600 km/h a une énergie cinétique carrément monstrueuse ! Si un tel train déraillait à pleine vitesse et rencontrait des infrastructures solides... En termes d'impact et d'énergie libérée, ça serait aussi puissant que les armes conventionnelles humaines modernes... D'ailleurs, j'ai fait faire un calcul rapide par un IA (Idiot Artificiel... C'est un autre débat, mais l'intelligence artificielle au sens humain du terme, et malgré tout ce qu'on vous fait croire, n'existe pas...). Et ça donne : Ec = 1/2 × 300000 × 166,67² = 4,17 × 10⁹ joules... Grosso modo : 1 tonne de TNT...
If you drive northbound from Paris towards Belgium, there are long stretches where the freeway runs parallel to the TGV tracks. It´s strange to drive 130 kmh there, and Wuusshh! The train passes, and in a moment it´s gone.
haha true, when my drivers drive toward and from Belgium they always say they feel like they are doing 20kpm when a TGV flies by. Once i was waiting for a bus right by a train station in Brussels, the thalys flew by and by the time i figured out what ws that noise it was gone :)
Un ami de mon frère était pilote de TGV sur la ligne Paris-Lyon au début des années 90. Une nuit, il regarda sur le côté qqch d'étrange: le TGV, alors lancé à 300 km/h se faisait doubler par un véhicule sur l'A5 ! A cette époque, seulement 2 voitures pouvant réaliser cet exploit existaient: Lamborghini Diablo ou Ferrari F40.
It was shown on TV, and I remember they explained that everything was optimized to be as fast as possible, the catenary was stretched so that the train wouldn't catch up with the "waves" created by the pantograph which would essentially cut off the power supply, rails had been renovated on that stretch of track (or maybe it was the latest line to be built? Can't fully remember), and yeah, basically no one on board, and a way shorter train than what's in circulation. And it still technically holds the record for trains with "normal" propulsion, as China uses maglev tech which reduces friction to just about nothing.
it was a test for the opening of the tgv line and the catenary had been stretched tighter than normal and the voltage increased to 31kv instead of 25 kv the tgv was equipped with two motors plus drive axles we could run the tgv at 400 km/h with passengers but that would considerably increase maintenance and therefore the price of tickets, therefore it would reduce the margins of the SNCF
This train was full of innnovation, look at the bogies under the train, they are split between two carriages (one bogie under the two ends of carriages) this gave greater stability, then the electric motors are designed to be used as brakes( the electronics processed a fixed voltage at the catenary to produce variable force at the wheels) I'm a Brit, and have to say, Magnifique! p.s. America does have a High Speed Train, its called the "Acela" runs from Washington/New York/ Boston. Average speed of 100mph. Its now going through some upgrades so that it will run at 250mph. How do I know? I travelled on it between New York and Boston!
AFAIK, you have to make a reservation for a journey from one city to the other with Amtrack. Here, in The Netherlands you just go the station and when the train arrives you just go on board.
It's a record for a train on railways, you' can't compare it with levitation technology. Thanks a lot D, for your interest for other countries, other cultures, etc. Merci beaucoup Amitiés depuis la France ♥
The most incredible is the Paris-Marseille line. More than 700Km done in 3 hours, and what's more we arrive in the city center. The plane cannot compete, which is why in France there are almost no domestic airlines.
Oui, c'est vrai mais les quelques 20 rames déjà construites et vendues à Amtrack qui devaient entrer en service commercial en 2023 sont toujours à l'arrêt en attente au garage, les voies nécessitant de très gros travaux d'aménagement pour permettre aux trains de rouler aux alentours de seulement 220/250 km/h. Aux Etats-Unis, le réseau ferré n'appartient pas à l'Etat fédéral mais aux compagnies qui sont surtout des compagnies de transport de fret, alors la vitesse et elles.......
TGVs or Trains à Grande Vitesse are SNCF's (French Railways) premier high-speed trains, running at up to 320 km/h (199 mph) on a high-speed network linking towns & cities across France. Smooth & quiet even at high speed, it's a relaxing way to travel.
And that was a double deck TGV, with guests passagers... Now, we are not more in période of speed race. The future TGV, the TGV M, M like modular, is designed for a standard speed of 320kms, with a gain of capacity, an economy of 20% of energy and a maintenance cost improvement. He'll have also batteries in order, in case a electric supply failure, to reach a station and clear the railway track.
This train was a special test train for the record, although the two locomotives were from the main serial units, their wheels were modified and the central cal also had two powered bogeys to augment power to weight ratio, the catenary is usually about 25 kv but was raised to 31 kv to not burn the circuitry. That train set has 3 coaches, a usual TGV has eight, a double set has sixteen. On Atlantic line to Britanny, the sets have ten coaches and twenty as a double set, those can reach 500 m long in that configuration. The Eurostar had 21 coaches and the central car was an additionnal power car with some boost given to coach 1 and 21 to the two locomotives for extra power needed to start up the train from a standstill from the bottom part of the Channel tunnel, a security requirement. The normal speed on High Speed Lines in France is 300 kph, some go up to 320 (like the Eastern one which has the longest straight section of all HS lines in France. The latest lines could be theorotically by brung up to 350 kph if needed. As a matter of fact, the first high speed modern projects were drawn by an inventor, Jean Bertin, with a ROCKET hovertrain on a inversed T shaped concrete track. Of course, the TGV is a train that is compatible with existing infrastructure so it was less expansive to build than a complete new network of small units that wouldn't have given the necessary passenger capacity anyway... not to mention tha the oil crisis came at that very moment to make kerozene powered trains prohibitive... Note that, contrary to the usual way, the train runs on the right side. (however the HS lines could run a train on either side anyway, the signals are designed to allow this). Notice the electric bolts from the contact with the catenary. It's physical tension was increased to maximum for it to hold the shockwave of the pantograph running at such speeds. (it's usually already double the pysical tension of a normal catenary, here it's four times ! ) In 1991, an Atlantic TGV set with similar modifications reached 515,3 Kph. The objective of that test was to go over 150 m/s, hence the train name V150. (150 meters being approx the length of the train set itself) The advantage of the train is that usually, you have stations in town instead of away from the town like an airport. When Japanese Shinkansen opened in the sixties, it was called "The Bullet Train" for a reason... China caught up a lot in the last few years. 30 years ago, it had among the worst trains of any big country in the world... China bought a lot of tech from Europe and Japan to mix the whole in their own fashion. Their HSTs are now a mix of German and Japanese trains, mostly. Running faster is possible, however, the faster you go, the more demanding the train is in maintenance and mostly in Electricity. It's bloody expansive. China can affort it to boast that they can run the fastest trains (and the distances in that country also kinda call for it), but how many COAL powerplants do they need to run those lines??? No wonder they are going nuclear these last few years... The Three Gorges Dam can only do so much.
You said "personne n'est mort". The SNCF has a very union culture with long standing traditions. Well, one such traditions was that train drivers and engineers would invite their families aboard for test runs, specially the most prestigious ones. That was until the 2015 Eckwersheim derailment when it became immediately obvious why that was a terrible idea. 11 people died, luckily all the children onboard survived (yes, incredibly there were children, and that was quite normal until then). I think to this day those are the only fatalities in the history of the high speed network.
I like that the TGV uses Jakobs bogies, makes maintenance of the train cumbersome but gives it a high rigidity in case of derailment, it doesn’t jack knife.
A specially modified train was used to set the record, it set off at 13:01 and it took 15 minutes to achieve the record. The V150 set consisted of two motor cars, with three double-decker passenger cars inserted between them. It had larger wheels and increased AC voltage from 25 kV to 31 kV. The engines powering the three bogies were rated at over 25,000 horsepower.
This train was a heavily modified prototype, all the axles were motorized instead of the normally 4 extremity axles only, radius of the wheels was augmented, tension in the catenary was upped from 25 to 31 KV, only 1 pantograph, shorter composition, it was a one of a time trial. They got the record for the fastest railway stock on a closed to exercise railway. The record for a train in exercise configuration is held by the Italian ETR400 - Frecciarossa 1000, which in standard configuration reached on the Turin/Milan high speed rail the speed of 396,4 kph during the campaign to get omologation for a commercial speed of 360 kph, which was not reached by 3,6 kph ( omologated commercial speed is the maximum reached speed divided by 1,1). The train is the fastest omologated train in Europe with a max commercial speed of 350 kph, and as of today works in Italy, France and Spain with projects to expand in Belguim, Netherlands, Austria and Germany.
Japan don't use magnetic trains, they have experimental track and China only have 30km of maglev line outside their experimental tracks - Shanghai Transrapid. China had ambitious plans to expand their maglev line, but after many protests and doubling the 1km price (46milion Euro per 1km in 2008) the project was suspended indefinetly.
Train on wheels record still stands with the TGV, on operating speeds they equal with Japan's Shinkansen, but Japan already testing the MagLev line, and that's top speed was around 600.
Trains that have beaten this record are all maglev trains. That's an entirely different technology. Japan has its maglev Shinkansen trains that are faster than this and China has its German developed maglev train that is also faster. But on "normal" tracks, this record is still unbeaten.
Shinkansen is not Maglev, Regular Shinkansen Bullet trains (Tokaido) are regular wheeled trains that run at a max of 320 kph. The Chuo Shinkansen is still in testing phase, actual service between Tokyo and Nagoya is slated for service around 2034.
Correct except the Shinkansen isn't maglev tech. The German maglev trains are the fastest but they sold their tech to China. The TGV is the fastest on normal tracks.
Місяць тому
The French East TGV track has been made for this record. It goes from Paris to Strasbourg. but after Reims (in champagne) the sharpest radius is like 20 km wide or more. it doesn't pass near big cities before Strasbourg.
Here in Spain, commuters can go from around 100 to 140 kph (60 to 87 mph). Intercities vary depending on corridors and train classes from 160 to 250 kph (~100 to 155 mph), and high speed rail is considered anything that can go beyond 200 kph (~125 mph). Most of high speed dedicated corridors have commercial top speeds around 320 kph (~200 mph).
03:05 - a "normal" TGV consists of more cars and will do around 320km/h on revenue lines, for the speed records they use a shortened set that's specially prepared for the speed record. Doesn't take away from the fact that it's impressive AF. And living in France, the TGV is a ton of fun because I can do Lyon to Paris in about 2 hours; driving it's anywhere from 4 to 5 hours if there's no traffic. And they're comfortable, you really don't notice you're zipping along until you start paying attention at how fast some stuff flies by.
There are passengers on this train, alsthom engineers and someone of the guiness book, hence the use of 2 multi-level cars on this train. When they show a side view, you can see that passenger cars in the middle have 2 sets of windows, one above the other. It is a regular setup of everyday train cars of the TGV to transport more people...
the TGV (Train à Grande Vitesse =High Speed Train) is a train system with an average commercial speed of 300 kmh on rails (with tracks adapted to these speeds but just rails) France has sold similar trains for the eastern corridor (New York) but local conditions seem to prohibit trains at 300 km/h on this corridor
The TGV (like the Shinkansen from Japan) is not a conventional train with a railcar and a few wagons. The locomotive bears the main burden of propulsion, but the carriages also have their own drive, with a total of 12 axles being driven in the TGV.
Just rode one for the first time on a very short trip today. 15 miles in 10 minutes, top speed 166mph. It barely feels like you're moving on board. Going to have to go back to France to ride one properly one day.
The TGV is the fastest rail train in the world. Besides, a train is by definition a rail vehicle! So not all magnetic levitation things are trains, not in the "railway" sense of the term.
when I think that I have a letter from the driver of this train who says to always believe in these dreams and never let go of these passions (railway), something which was requested by a family acquaintance who knows that I love trains and that I will follow this record live. which made me late for school that day
commercial speed of tgv is 320km/h while the magnetic levitation train in China has a commercial speed of 430km/h and a top speed of 603km/h that is not so far from TGV record of 574.8 on rails with more than one line.
That was a special train, using both the original TGV where both ends of the trains were the locomotives and using the powered bogies of the AGV, where each wheel set had it's own motor to move the train.
The reason TGV trains run so smooth is the flatness of the tracks - at upwards of 350km/h you really can't have any bumps or deviations - inertia of the (already quite high mass) train increases by the cube of velocity, so it would be putting enormous forces on the tracks and suspension of the train at high speed, and passengers could get jolted. This test used just a few cars to reduce mass and air resistance; TGV trains has two powered motor cars; one at the front and one at the back. Any additional passenger cars would just increase weight and air resistance of the train, thus lowering the max attainable top speed and stressing the tracks more. TGV also features the boogies between each car, rather than under the cars. This helps to increase comfort, as well as reducing weight and rolling resistance (one less boogie needed for the full train). Fun fact: they mention the motor cars pulling 800 amps off the grid, at 31 kilovolt. That's nearly 25 megawatts of power! So a small city's worth of electricity just to power one single, short train at high speed. :D That's mainly because of air resistance, which also increases exponentially with velocity.
The fun fact needs a correction - they say that they record 800 amps at 4kV. The voltage dropped so low because of high power consumption of the train.
@@maciejzettt You're more eagle-eyed than me! Thanks for the correction. Still, these numbers don't appear to paint the full picture methinks - that's "only" 3.2MW, seems a bit low to be sufficient to push something as large as a train up to such a high velocity.
the train in China is a maglev train. Not a classic train running on steel tracks. The TGV with passengers in France drives around 300-320 kph (186-198 mph), when they are on their dedicated tracks.
150-160 km/h? That's our regional train max speed... High speed lines I know - Germany and their ICE3 gets up to 320km/h, Austria's ÖBB Railjet gets up to 230km/h (it's a loco-hauled 7-car-train built by Siemens)
@@magnoliads2547 sadly they can't go faster because of how they're built. The ICE or the TGV are built for their speed and they're built as a whole train... and not loco-hauled.
I'm french and comfirm to have used high speed train often you just need 2 hours to go for example to Bordeaux at 620 kilometers from Paris at 320 kilometers per hours which is official speed to go anywhere you can go far from Paris in the morning and coming back afternoon or evening with TGV which means ( Train à Grande Vitesse) in english High Speed Train
I've read somewhere that a Chinese version of the Siemens Velaro platform regularly goes 375 or 385km/h, which is a bit faster than the 320km/h we have in most places in Europe. But still, it's enough speed to get quickly from A to B.
A TGV currently travels between 270 km per hour and 310 km/h . We do Paris - Marseille There is a night train with berths which travels between 160 km and 180 km per hour and which arrives in the lower part of France in the early morning.
The tgv was not in its classic configuration. Normally, it is made up of 2 power cars and 8 wagons. For the record, it was made up of 2 power cars and 3 wagons in addition to lighter wheels and a few more motors. It was just to show French railway capabilities. In commercial configuration, the tgv runs at 320 km/h and could reach 360 or 370 km/h but this would only save a few minutes and would damage the rails much more😊
P.S.: yes, it usually doesn't go that fast, the average speed is only 320 km/h (199 Mi/h), and this also only on some tracks specially built for it; if it has to run on ordinary tracks, it can't go faster than ordinary trains. There are now 7 TGV tracks that link major towns to Paris, but in 1981, they only started replacing tracks with TGV compatible ones. The first one completed was Paris - Lyon. There is one from Lyon to Marseilles as well. 10 years ago, I took it from Metz to Marseilles, and it could only run high speed from Lyon to Marseilles (330 km in about an hour) because the tracks between Metz and Lyon hadn't been replaced yet, and so it took more than 8 hours to reach Lyon. But it's true that you don't notice the speed inside.
TGV on regular basis are at 320+ km/h (198,839 miles per hour) This one is for the record unfortunatly we still haven't that kind of speed for the average customer haha
Y'all do like to over-engineer the hell out of everything. America is more of a "if it ain't broke, don't fix it" kinda place. Pro's and cons to both I suppose.
I would looove to have this in the uk especially near London, but sadly the speed is restricted to 200kph (125mph) e.g. class 802, but their operational limits are around 150mph. Popular routes are like Lon to Ed / Lon to Leeds
fun fact: when the TGV drives with normal speed on the Paris-Lyon run, measurements at CERN, 60 miles or so away, are affected by the magnetic field of the electric current to drive it. )on the other hand: CERN is also affected by the gravity of the moon, so...)
Hi D. Here in germany the fast trains (ICE = InterCityExpress) can go up to 300 km/h (186,5 mph) with passengers on SOME special tracks - for example between Frankfurt and Colonge. Normally they are traveling with 200 - 240 km/h (124 - 149 mph).
"Normally", you mean on 10-km long tracks. With all the work on the railroad it takes forever to get to the french border. Frankfurt-Mannheim in 1 hour for 71 km in the ICE !
@@timotheelesage8470 non. Le réseau allemand est infiniment pire que le réseau français. Je me déplace beaucoup en train en Allemagne, plus JAMAIS je ne me plains de la SNCF.
The TGV was invented to compete with the plane, the result of its development is the gradual abandonment of the classic rail network, the one which connects small towns. Everything is designed for residents of big cities to the detriment of the countryside. And night trains no longer exist, it sucks 😕
Since 2017 and 2022 : 2 differents train services : Train service "OUIGO" is the name of the low-cost commercial rail service ( "OUIGO" word game= We GO) "InOUI" ( word game because Inoui in fench means incredible or extraordinary...)is a TGV service presented by SNCF on May 27, 2017 for certain services provided by high-speed trains. By the way TGV means Train à Grande Vitesse = High Speed Train
Regularly i take the ave from quiroga to Barcelona. I get on the train about 11 o'clock at night. Get comfortable in a big relax and next morning I'm at my destination. Traveling from a small city in the west of spain to the east. Just relaxed sleeping
In railroads, high-speed traffic refers to scheduled train services with top speeds of over 200 km/h (125 mph). According to various European Commission specifications, a high-speed train must be able to travel above 200 km/h (125 mph) on upgraded lines and above 250 km/h (155 mph) on new lines. According to the technical specifications for the interoperability of the high-speed rail system, high-speed trains should be able to reach “around” 200 km/h on upgraded lines, at least 250 km/h on new high-speed lines and “in appropriate cases” a speed of over 300 km/h (190 mph). For high-speed rail vehicles, all components of the railroad system must be adapted to the higher requirements. In addition to the high-speed train, a special high-speed line and a correspondingly efficient train control and safety system are required. Vehicles for high-speed transportation are predominantly electrically powered. Diesel or gas turbine traction units have been tested on several occasions, but are the great exception. In rail transport, a high-speed line is a railroad line on which speeds of at least 200 km/h are possible. Some international definitions provide for higher speeds. In addition to an appropriate alignment, which must be able to withstand the high loads, high-speed lines must not contain level crossings, and passenger safety systems must be provided if trains pass the platform at speeds above 200 km/h. The overhead line must also meet special requirements. Special demands are also placed on the overhead line: Contact wires made of a special alloy are used to improve electrical contact and prevent flying sparks. With the long acceleration (around 7 km) and rapid braking distances (over 3 km) involved in high-speed traffic, the traditional signaling system with track blocks is no longer suitable for covering trains, as the block spacing and slippage paths would have to be immensely long. This also conflicts with the short train sequence required by the timetable. High-speed trains are therefore no longer controlled at specific points along the route by fixed railroad signals with requests to stop or slow down, but by constant radio contact. Essentially, the following factors limit the increase in maximum speed: - Smooth running - Wheel/rail adhesion - Air resistance - Power transmission - Noise development - Economic efficiency - Operational coordination
It must be taken into account that this is not a normal train, it was extremely and specifically modified to beat the speed record, that includes the Track and Overhead line itselves, it's the fastest train on rails but not the fastest one built in series. That said, it was amazing to see that on TV.
This TGV (fast-going-train or Train à Grande Vitesse) is only met for records and tests. The true train is two locomotives and up to 8 cars. The record, still french TGV, is 357 miles per hour. Normally, on a TGV, you travel around 200 miles per hour daily.
In Indonesia, our Bullet Train goes at a speed of 600 km/h or 372 mph, but is pulled by 3 units of F-35 Lightning 2 haha.. Just joking. Actually our bullet train called WHOOSH only 350 km/h or 218 mph at regulated of operating speed, max speed testing record at 260 mph. In fact, the run is smooth and not shaky at all but we felt a little bit dizzy at speeds above 300 km/h. But I think, even a bullet train is more safer of transportation than an airplane. Please uncle, check out or react to the video of many foreign travelers who have used it like Wasseem Way, Alexander White or others.
You have Acela Express on the NE corridor which hits 150mph with the new generation of trains set to go even faster. Unfortunately it can only do those speeds for pretty short sections of the entire line. California is currently building a high speed line that will reach European speeds and a line is planned from California to Las Vegas that will be similar. Apparently Texas is in the very early stages of planning a high speed line too, so maybe in years to come the US will have a few genuine high speed trains of your own.
This is a world record of a conventional train going on conventional tracks. The trains going faster in China and Japan aren't conventional, they have magnetic tracks and of course they go faster both during tests and with passengers.
So a fun fact about this test, when the train passed under the bridge going 570kph+ (at 6:40 ), the airflow around the train lifted the bridge by almost 2 inches, all the people on the bridge felt it
shiiiiit, really? That is f-ing impressive
Yeah, all the infrastructure is designed to withstand that. For example, all the tunnels have "muzzle brakes" like on artillery guns to dissipate the shock-wave from the trains exiting at 300 kph and above. Otherwise there's probably be detonations every time a train passes through.
@@TheNefastor thats what i was wondering. What will be the pressure boom of a train entering at nearly 600kmh in a tunnel. I bet they will do something cause that boom can cause an earthquake i assume
@nenaddimi8319 those muzzle brakes look like tunnel extensions made of concrete, about 10 to 20 meters long, with patterns of holes. First time I saw them I though it was just a cool-looking design. Later I noticed they were everywhere so I got suspicious.
@@TheNefastor i didnt know about that. Do you have any link where i can see what that looks like? In my country our trains dont go past 100kmh and i havent noticed that on the tunnels here :)
That is technology 🎉 French are very proud for a reason ❤Greetings from Finland 🇫🇮
It is only possible because they have special tracks that "go straight through the country". That is only possible if there arent many mountains/hills AND VILLAGES/CITIES around.
IN THEORY it should be possible to do that in the USA, but the inhabitants will whine and complain if it isnt financed by a private company and if the government were to spend some money on it ... they are content with spending billions on weapons, but not their own comfort.
USA needs to check its laws.
In Texas electric grid failed thanks to George W Bush taking down the regulations and electric companies did just the bare minimum. Damages were worth of billions. And of course the customers payed everything.
Finlnd pikjun = maax 225 km/h
@@toomasargel8503 2 meters of snow 👍
I took the TGV recently between Paris an Strasbourg the commercial speed on this track is 320 km /hour .199mph you dont feel it at all very smooth and confortable
French rail technology always at top....since 1981!!! 320 km/h on commercial lines
Is Thalys a TGV too?
@@PropperNaughtyGeezer hello ...yes it is
All the technology that has made France put on the podium of the advanced nations comes from the desire of De Gaulle and then the following presidents (and not only in 1981 but from the 1960s of the projects that were finalized in 1980/1981) to invest in rail transport (TGV), telecommunications (Minitel), energy (nuclear power plants), air transport (Concorde), the space programme (Ariane rocket) car transport (motorways) and finally the army (aircraft carriers, nuclear submarines, nuclear missiles, fighter jets...).
But latest presidents broke all this. You can see the name Alsthom on the train. They were building the TGV. Now Alsthom has been dismantled and sold to General Electric
Betting it has more to give....
Living in Germany next to the French town of Strasbourg (490km or 305 miles) gives the perfect example how good the French highspeed railway system works: I can take a small train, 10 minutes to Strasbourg Central Railway station and from there on 1 hour 54 minutes to Paris (Gare de l‘est).
490 km isn't "next to", not even "close by".
That's like living in Austria close to Nürnberg or Mannheim or something the like.
Unless you meant 49 km.
@@TheBadassTonberry You‘re right, I made a mistake. It’s 490 km from Strasbourg to Paris. I forgot to mention Paris.
It's reduced to 1h45 or 1h46 for Paris Strasbourg via TGV.
The average speed on this line is super high.
@@mgnzmn9362Merci ! Thanks! Danke 😂
@@Tristouille-dy2hj Si vous avez pris le train en Allemagne le réseau français et les TGV vous paraissent être une merveille du Monde ☺️ Vous pouvez en être fiers, parmis tant d‘autres choses 😉
Fun fact:
They told the driver not to go over 575 km/h, due to danger of ripping off the catenary (power wires) due to standing waves, because there was danger of train being faster than wave inside the wire, made by pantograph. Wires were tensioned to 600km/h standing wave.
And he complied.
He did 574.8km/h
The secret of this success is a perfect alliance between the rails and the train. The TGV tracks are built with absolutely drastic specifications, which allows for perfectly linear rails, without any disturbance, over a very long distance. This is why at more than 500 km/h, you do not feel any vibration or jolt when you are on the train. The train, for its part, has an electric propulsion system of unequalled power, allowing it to sustain this speed, and it also has a revolutionary suspension system allowing it to eliminate any jolt.
In France, thanks to the TGV, you can travel from the centre of Paris to the centre of Bordeaux in 1 hour 55 minutes, whereas by plane, the time for boarding and disembarking, and the travel time between the city centre and the airports, it will take you 3 hours in total.
And incidentally, electricity in France is nuclear or renewable, therefore zero carbon...
The plane for domestic flights in France is totally out of fashion
And you are right, the TGV record is 574 km/h but in commercial use, it runs at a speed of 320 km/h (200 mph). Records are there to allow an increase in the commercial speed, with a 100% guaranteed safety level. With each new record on a given section, the SNCF authorizes an increase in the commercial speed.
There is also another consideration to have: it is the cost of electricity. If we drive beyond 400 km/h, the friction is such that we consume much more electricity proportionally. Commercially, it therefore becomes difficult to profit from driving at speeds exceeding 400 km/h, even if it is entirely possible.
And about China, it's not comparable with the TGV, because it's a magnetic levitation train. The TGV is using classical rail system which is much less expensive and complex to set up
I started laughing loudly when he started saying "we also have trains". hahahaha I think the tramway here in Zürich is faster than Amtrack. :-)
Well no. But why does Canada and Australia always get a pass on having shitty passenger rail? America really isn't _that_ bad and they move a lot of freight so it's not like US rail is as useless as you guys make it seem. Asking for a friend.
@@michlo3393 Freight train are a completely different subject. Yes, you need tracks, yes you need a train but everything else is different: Infrastructure (trainstations ...), punctuality, quality of the wagons,
The USA are quite flat - it's easy to build a track of 5000 km in a - more or less - straight line. In Switzerland (42'000 km") we have 440 km of tunnels, countless bridges.
On a territory of about 15'000 km2 (mountains not included) there are 1800 trainstations.
In the other European countries it's proportionally more or less the same.
The USA invests/wastes money on building 4 lane highways/roads through neighbourhood aeras instead of building trains, trams and busses.
But don't give up - in 100 years you will be on the same level as Europe, regardin public transport. :-)
@svenlima oh look, another condescending lecture from a smug and patronizing European who doesn't know anything. And apparently America is flat too 🙄
During the test of April 3, 2007, the TGV (V150 train) broke its speed record by reaching 574.8 km/hour. It set off at 1:01 p.m. from the town of Prény (Meurthe-et-Moselle) in the Nancy-Paris direction. When it arrived at the Champagne-Ardenne station at 1:31 p.m., the V150 train had covered 150 km/94 miles in 30 minutes.
In 3 hours from the centre of Amsterdam to the centre of Paris.
I love it !!
Le TGV Français 🚄 détient toujours le record du train à grande vitesse le plus rapide du monde sur rails.... Les autres trains comme le train chinois fonctionnent avec une autre technologie , la lévitation magnétique.
C'est des maglevs. Les seuls trains comparables avec les TGV sont les Shinkansen japonais, mais même si ce sont des trains, ils n'utilisent pas des rails classiques comme les TGV français. Les Shinkansen ont leurs propres rails qu'aucun autre train peut utiliser. Donc aujourd'hui les TGV sont toujours les trains les plus rapide du monde sur rails classiques, et c'est un énorme atout économique, car les TGV peuvent rouler sur les rails classiques, alors que les Shinkansen et encore plus les maglevs demandent des infrastructures bien plus couteuses et inutilisables par autres choses.
Le TGV duplex de la vidéo est le détendeur du record sur rails conventionnels, Les trains chinois en effet détiennent le record de vitesse opérationnelle (380 km/h sur la ligne Pékin - Shanghai ) , et non de vitesse maximale. et d'ailleurs le record de 574 km/h restera surement à nous pendant un certain temps car il n'y a aucune ambition chez qui que ce soit pour construire un train conventionnel plus rapide 😉
@@daillyserge8418 les trains italiens ont une exploitation commerciale à 400 km/h ....
@@jmbig les trains italien comme tu dis sont des bombardiers ou des alstom pour la majorité, pas très italien
@@jmbig Ce sont des TGV lol
As a railway enthusiast living in eastern France I can tell you ; for this record they “Tweaked” the line- with a higher frequency (31kV) higher over banking in the curves and a stronger tension in the overhead wires - and the Train - slightly bigger wheels for the “Motrices”… After the record run they had to “maintain” the line and opened it several weeks later…
I remember the record being broadcasted live in the national news that day !
Btw, the speed of 320km/h is enough and higher speeds demand an excess in energy consumption. For the European market it seems to be enough.
Requires more maintenance too.
Higher overbaniking? Are you sure about this one? Cause it would mean pretty important works on a line just for a speed record, to be then restored to normal high-speed banking in order to open the high-speed line for service...
That's way too much hassle to change the rail geometry twice, so close to the opening date.
Plus, there was regular testing for commercial services at the same time, and they would have to do it all over again if they had changed the geometry.
Changing the voltage, frequency, intensity, and pulling tension of the catenary is just tweaking, it's quite easy. But changing the canting (over banking) is a whole different world, it's structural and requires a lot more precise and complicated works than catenary tweaks...
Plus, I've never heard that the line was structurally modified for the speed record.
@@KyrilPG
And yet they did…
C'est encore plus que ça. La totalité du train a été modifiée pour réussir cet exploit.
J'avais vu un autre documentaire à l'époque sur cet événement, où les techniciens expliquaient que tout avait été surdimensionné...
Et ce n'est pas très étonnant. En dehors d'être un exploit remarquable, c'est aussi un risque important...
Et je crois qu'aucun spectateur le long du tracé... Ou même aucun passager du train n'en avait réellement conscience.
Parce que moi, il est hors de question que j'approche à moins d'un kilomètre de cet engin apocalyptique !
Je plaisante ;) mais finalement c'est à peine exagéré : Un train de presque 300 tonnes lancé à presque 600 km/h a une énergie cinétique carrément monstrueuse !
Si un tel train déraillait à pleine vitesse et rencontrait des infrastructures solides... En termes d'impact et d'énergie libérée, ça serait aussi puissant que les armes conventionnelles humaines modernes...
D'ailleurs, j'ai fait faire un calcul rapide par un IA (Idiot Artificiel... C'est un autre débat, mais l'intelligence artificielle au sens humain du terme, et malgré tout ce qu'on vous fait croire, n'existe pas...).
Et ça donne : Ec = 1/2 × 300000 × 166,67² = 4,17 × 10⁹ joules...
Grosso modo : 1 tonne de TNT...
during a TGV line inauguration. The train I was on peaked at 370 km per hour. 229 miles per hour...In good comfort.
In France if you're in a TGV bridge, make "hi !" with your arms, the train driver will probably answer you with his klaxon.
3 world speed records on rails: 380 kph (1981, 1st 'true' High Speed line in Europe), 515 kph (1990), 574 kph (2007).
@@happyslappy5203 254 km/h in 1954 and 331 km/h in 1955 !
@@CaptainDangeax French trains have many records to their credit. But since 1981, it's the TGV that's topped them all.
@@philou6871 oui, et? Il est vide de sens, ton message
My town is 400 kms away from Paris. I board the train in the center of my city, and 1h35 later I'm in the center of Paris
Rennes ?
@@steph.h. yes sir
@@CaptainDangeax done it way too much myself not to know
corrigé,@@CaptainDangeax
@@CaptainDangeax si, il dit juste qu'il a fait le trajet trop souvent pour ne pas savoir. Si ça se trouve vous vous êtes déjà croisés dans le TGV 😀
If you drive northbound from Paris towards Belgium, there are long stretches where the freeway runs parallel to the TGV tracks. It´s strange to drive 130 kmh there, and Wuusshh! The train passes, and in a moment it´s gone.
haha true, when my drivers drive toward and from Belgium they always say they feel like they are doing 20kpm when a TGV flies by. Once i was waiting for a bus right by a train station in Brussels, the thalys flew by and by the time i figured out what ws that noise it was gone :)
lol, in Germany, you would pass the trains with the cars, wroooam!
Un ami de mon frère était pilote de TGV sur la ligne Paris-Lyon au début des années 90. Une nuit, il regarda sur le côté qqch d'étrange:
le TGV, alors lancé à 300 km/h se faisait doubler par un véhicule sur l'A5 !
A cette époque, seulement 2 voitures pouvant réaliser cet exploit existaient: Lamborghini Diablo ou Ferrari F40.
It was shown on TV, and I remember they explained that everything was optimized to be as fast as possible, the catenary was stretched so that the train wouldn't catch up with the "waves" created by the pantograph which would essentially cut off the power supply, rails had been renovated on that stretch of track (or maybe it was the latest line to be built? Can't fully remember), and yeah, basically no one on board, and a way shorter train than what's in circulation. And it still technically holds the record for trains with "normal" propulsion, as China uses maglev tech which reduces friction to just about nothing.
it was a test for the opening of the tgv line and the catenary had been stretched tighter than normal and the voltage increased to 31kv instead of 25 kv the tgv was equipped with two motors plus drive axles we could run the tgv at 400 km/h with passengers but that would considerably increase maintenance and therefore the price of tickets, therefore it would reduce the margins of the SNCF
This train was full of innnovation, look at the bogies under the train, they are split between two carriages (one bogie under the two ends of carriages) this gave greater stability, then the electric motors are designed to be used as brakes( the electronics processed a fixed voltage at the catenary to produce variable force at the wheels) I'm a Brit, and have to say,
Magnifique!
p.s. America does have a High Speed Train, its called the "Acela" runs from Washington/New York/ Boston. Average speed of 100mph. Its now going through some upgrades so that it will run at 250mph. How do I know? I travelled on it between New York and Boston!
AFAIK, you have to make a reservation for a journey from one city to the other with Amtrack. Here, in The Netherlands you just go the station and when the train arrives you just go on board.
Don't forget a precedent world record was also won by france in 1955 with 331kph (205.7 mph).
Y esto fue hace muchos años y corriendo sobre rieles estándar.
Grandiosa obra de ingeniería francesa!
Vous aimez ? ? ..... c est Français 😉
hahahaha
TRAIN NICE
Oui
pas mal non? C'est Français.
ua-cam.com/video/Pkhibs9n7tE/v-deo.htmlsi=MnNFOC983cvkqEfS&t=8
la vrai réplique c'est
"Pas mal non? C'est Français!"
I just watched this video to see your reaction when it went under the over pass XD really priceless! It's really impressive what France have done.
It's a record for a train on railways, you' can't compare it with levitation technology. Thanks a lot D, for your interest for other countries, other cultures, etc.
Merci beaucoup
Amitiés depuis la France ♥
To put this in perspective: 574.8 km/h is roughly Mach 0.46. Yes, this train is traveling at nearly half the speed of sound.
From Paris downtown to Bordeaux downtown 2H15 for 499 KM. that's not so bad for frogg eater ( i m kidding)
je préfère les escargots ;)
The most incredible is the Paris-Marseille line. More than 700Km done in 3 hours, and what's more we arrive in the city center. The plane cannot compete, which is why in France there are almost no domestic airlines.
Fun fact Alstom have sell TGV to Amtrak, your problem is the rails and infrastructures not really the train.
Wow! Crazy....
Yeah. They start deliveries this year? Good stuff. Greetings from 🇫🇮
and Americans cant drive fast without hitting something!
Oui, c'est vrai mais les quelques 20 rames déjà construites et vendues à Amtrack qui devaient entrer en service commercial en 2023 sont toujours à l'arrêt en attente au garage, les voies nécessitant de très gros travaux d'aménagement pour permettre aux trains de rouler aux alentours de seulement 220/250 km/h. Aux Etats-Unis, le réseau ferré n'appartient pas à l'Etat fédéral mais aux compagnies qui sont surtout des compagnies de transport de fret, alors la vitesse et elles.......
@@verttikoo2052 bro its france 🇨🇵
Le 3 avril 2007 à 13h13 exactement, la rame de TGV atteignait les 574,8 km/h au passage de la commune d'Éclaires, dans la Marne.
TGVs or Trains à Grande Vitesse are SNCF's (French Railways) premier high-speed trains, running at up to 320 km/h (199 mph) on a high-speed network linking towns & cities across France. Smooth & quiet even at high speed, it's a relaxing way to travel.
And that was a double deck TGV, with guests passagers...
Now, we are not more in période of speed race. The future TGV, the TGV M, M like modular, is designed for a standard speed of 320kms, with a gain of capacity, an economy of 20% of energy and a maintenance cost improvement.
He'll have also batteries in order, in case a electric supply failure, to reach a station and clear the railway track.
This train was a special test train for the record, although the two locomotives were from the main serial units, their wheels were modified and the central cal also had two powered bogeys to augment power to weight ratio, the catenary is usually about 25 kv but was raised to 31 kv to not burn the circuitry.
That train set has 3 coaches, a usual TGV has eight, a double set has sixteen. On Atlantic line to Britanny, the sets have ten coaches and twenty as a double set, those can reach 500 m long in that configuration.
The Eurostar had 21 coaches and the central car was an additionnal power car with some boost given to coach 1 and 21 to the two locomotives for extra power needed to start up the train from a standstill from the bottom part of the Channel tunnel, a security requirement.
The normal speed on High Speed Lines in France is 300 kph, some go up to 320 (like the Eastern one which has the longest straight section of all HS lines in France. The latest lines could be theorotically by brung up to 350 kph if needed.
As a matter of fact, the first high speed modern projects were drawn by an inventor, Jean Bertin, with a ROCKET hovertrain on a inversed T shaped concrete track. Of course, the TGV is a train that is compatible with existing infrastructure so it was less expansive to build than a complete new network of small units that wouldn't have given the necessary passenger capacity anyway... not to mention tha the oil crisis came at that very moment to make kerozene powered trains prohibitive...
Note that, contrary to the usual way, the train runs on the right side. (however the HS lines could run a train on either side anyway, the signals are designed to allow this).
Notice the electric bolts from the contact with the catenary. It's physical tension was increased to maximum for it to hold the shockwave of the pantograph running at such speeds. (it's usually already double the pysical tension of a normal catenary, here it's four times ! )
In 1991, an Atlantic TGV set with similar modifications reached 515,3 Kph.
The objective of that test was to go over 150 m/s, hence the train name V150. (150 meters being approx the length of the train set itself)
The advantage of the train is that usually, you have stations in town instead of away from the town like an airport.
When Japanese Shinkansen opened in the sixties, it was called "The Bullet Train" for a reason...
China caught up a lot in the last few years. 30 years ago, it had among the worst trains of any big country in the world... China bought a lot of tech from Europe and Japan to mix the whole in their own fashion. Their HSTs are now a mix of German and Japanese trains, mostly.
Running faster is possible, however, the faster you go, the more demanding the train is in maintenance and mostly in Electricity. It's bloody expansive. China can affort it to boast that they can run the fastest trains (and the distances in that country also kinda call for it), but how many COAL powerplants do they need to run those lines???
No wonder they are going nuclear these last few years... The Three Gorges Dam can only do so much.
You said "personne n'est mort".
The SNCF has a very union culture with long standing traditions. Well, one such traditions was that train drivers and engineers would invite their families aboard for test runs, specially the most prestigious ones. That was until the 2015 Eckwersheim derailment when it became immediately obvious why that was a terrible idea. 11 people died, luckily all the children onboard survived (yes, incredibly there were children, and that was quite normal until then). I think to this day those are the only fatalities in the history of the high speed network.
I like that the TGV uses Jakobs bogies, makes maintenance of the train cumbersome but gives it a high rigidity in case of derailment, it doesn’t jack knife.
80 mph! Heck that is fast! I'd imagine the chase plane could keep up with that.🤣🤣🤣🤣🤣
Yes, you're right - comfort wise - it's very similar to an airplane - in fact better, because there's no pockets of turbulence.
Merci pour la vidéo D ! Je te passe le bonjour depuis la France ! 😁😘
A specially modified train was used to set the record, it set off at 13:01 and it took 15 minutes to achieve the record. The V150 set consisted of two motor cars, with three double-decker passenger cars inserted between them. It had larger wheels and increased AC voltage from 25 kV to 31 kV. The engines powering the three bogies were rated at over 25,000 horsepower.
This train was a heavily modified prototype, all the axles were motorized instead of the normally 4 extremity axles only, radius of the wheels was augmented, tension in the catenary was upped from 25 to 31 KV, only 1 pantograph, shorter composition, it was a one of a time trial. They got the record for the fastest railway stock on a closed to exercise railway.
The record for a train in exercise configuration is held by the Italian ETR400 - Frecciarossa 1000, which in standard configuration reached on the Turin/Milan high speed rail the speed of 396,4 kph during the campaign to get omologation for a commercial speed of 360 kph, which was not reached by 3,6 kph ( omologated commercial speed is the maximum reached speed divided by 1,1). The train is the fastest omologated train in Europe with a max commercial speed of 350 kph, and as of today works in Italy, France and Spain with projects to expand in Belguim, Netherlands, Austria and Germany.
TGV is always the fastest train on RAIL! Others records are on magnetic track as the Maglev
357mph is New York to Los Angeles in just shy of 7 hours, without leaving the ground. Imagine a world where that's an everyday thing.
I forgott: this is the world record for the fastest RAIL train. Japane and China are using magnetic highspeed trains.
Japan don't use magnetic trains, they have experimental track and China only have 30km of maglev line outside their experimental tracks - Shanghai Transrapid. China had ambitious plans to expand their maglev line, but after many protests and doubling the 1km price (46milion Euro per 1km in 2008) the project was suspended indefinetly.
Train on wheels record still stands with the TGV, on operating speeds they equal with Japan's Shinkansen, but Japan already testing the MagLev line, and that's top speed was around 600.
Personne n'est mort .... excellent !
We use that train in Norway beween oslo and the Airport in Gardemoen. max doing 200-250. safety range and u can do it for ever.
Trains that have beaten this record are all maglev trains. That's an entirely different technology. Japan has its maglev Shinkansen trains that are faster than this and China has its German developed maglev train that is also faster. But on "normal" tracks, this record is still unbeaten.
Shinkansen is not Maglev, Regular Shinkansen Bullet trains (Tokaido) are regular wheeled trains that run at a max of 320 kph. The Chuo Shinkansen is still in testing phase, actual service between Tokyo and Nagoya is slated for service around 2034.
Correct except the Shinkansen isn't maglev tech.
The German maglev trains are the fastest but they sold their tech to China.
The TGV is the fastest on normal tracks.
The French East TGV track has been made for this record.
It goes from Paris to Strasbourg. but after Reims (in champagne) the sharpest radius is like 20 km wide or more. it doesn't pass near big cities before Strasbourg.
Here in Spain, commuters can go from around 100 to 140 kph (60 to 87 mph). Intercities vary depending on corridors and train classes from 160 to 250 kph (~100 to 155 mph), and high speed rail is considered anything that can go beyond 200 kph (~125 mph). Most of high speed dedicated corridors have commercial top speeds around 320 kph (~200 mph).
03:05 - a "normal" TGV consists of more cars and will do around 320km/h on revenue lines, for the speed records they use a shortened set that's specially prepared for the speed record. Doesn't take away from the fact that it's impressive AF. And living in France, the TGV is a ton of fun because I can do Lyon to Paris in about 2 hours; driving it's anywhere from 4 to 5 hours if there's no traffic. And they're comfortable, you really don't notice you're zipping along until you start paying attention at how fast some stuff flies by.
There are passengers on this train, alsthom engineers and someone of the guiness book, hence the use of 2 multi-level cars on this train. When they show a side view, you can see that passenger cars in the middle have 2 sets of windows, one above the other. It is a regular setup of everyday train cars of the TGV to transport more people...
Acela is the hi speed train in the USA, its almost the same train as the train in the video...gr from South Holland, the Netherlands
the TGV (Train à Grande Vitesse =High Speed Train) is a train system with an average commercial speed of 300 kmh on rails (with tracks adapted to these speeds but just rails)
France has sold similar trains for the eastern corridor (New York) but local conditions seem to prohibit trains at 300 km/h on this corridor
The TGV (like the Shinkansen from Japan) is not a conventional train with a railcar and a few wagons. The locomotive bears the main burden of propulsion, but the carriages also have their own drive, with a total of 12 axles being driven in the TGV.
Just rode one for the first time on a very short trip today. 15 miles in 10 minutes, top speed 166mph. It barely feels like you're moving on board. Going to have to go back to France to ride one properly one day.
The TGV is the fastest rail train in the world. Besides, a train is by definition a rail vehicle! So not all magnetic levitation things are trains, not in the "railway" sense of the term.
when I think that I have a letter from the driver of this train who says to always believe in these dreams and never let go of these passions (railway), something which was requested by a family acquaintance who knows that I love trains and that I will follow this record live. which made me late for school that day
commercial speed of tgv is 320km/h while the magnetic levitation train in China has a commercial speed of 430km/h and a top speed of 603km/h that is not so far from TGV record of 574.8 on rails with more than one line.
That was a special train, using both the original TGV where both ends of the trains were the locomotives and using the powered bogies of the AGV, where each wheel set had it's own motor to move the train.
This was actually not a ultimate speed record, it was just a wheel speed record. Japan run a train at 581km/h a few years earlier.
The reason TGV trains run so smooth is the flatness of the tracks - at upwards of 350km/h you really can't have any bumps or deviations - inertia of the (already quite high mass) train increases by the cube of velocity, so it would be putting enormous forces on the tracks and suspension of the train at high speed, and passengers could get jolted. This test used just a few cars to reduce mass and air resistance; TGV trains has two powered motor cars; one at the front and one at the back. Any additional passenger cars would just increase weight and air resistance of the train, thus lowering the max attainable top speed and stressing the tracks more.
TGV also features the boogies between each car, rather than under the cars. This helps to increase comfort, as well as reducing weight and rolling resistance (one less boogie needed for the full train).
Fun fact: they mention the motor cars pulling 800 amps off the grid, at 31 kilovolt. That's nearly 25 megawatts of power! So a small city's worth of electricity just to power one single, short train at high speed. :D That's mainly because of air resistance, which also increases exponentially with velocity.
The fun fact needs a correction - they say that they record 800 amps at 4kV. The voltage dropped so low because of high power consumption of the train.
@@maciejzettt You're more eagle-eyed than me! Thanks for the correction. Still, these numbers don't appear to paint the full picture methinks - that's "only" 3.2MW, seems a bit low to be sufficient to push something as large as a train up to such a high velocity.
the train in China is a maglev train. Not a classic train running on steel tracks.
The TGV with passengers in France drives around 300-320 kph (186-198 mph), when they are on their dedicated tracks.
I like your humor...
Hahaha, ending the video by saying "personne n'est mort" 😂😂
150-160 km/h? That's our regional train max speed... High speed lines I know - Germany and their ICE3 gets up to 320km/h, Austria's ÖBB Railjet gets up to 230km/h (it's a loco-hauled 7-car-train built by Siemens)
Correct! I do like the Railjet but I am somehow jelouse of the ICE or the TGV! Would be cool if the trains in Austria would go faster. 😞
@@magnoliads2547 sadly they can't go faster because of how they're built. The ICE or the TGV are built for their speed and they're built as a whole train... and not loco-hauled.
I'm french and comfirm to have used high speed train often you just need 2 hours to go for example to Bordeaux at 620 kilometers from Paris at 320 kilometers per hours which is official speed to go anywhere you can go far from Paris in the morning and coming back afternoon or evening with TGV which means ( Train à Grande Vitesse) in english High Speed Train
I've read somewhere that a Chinese version of the Siemens Velaro platform regularly goes 375 or 385km/h, which is a bit faster than the 320km/h we have in most places in Europe. But still, it's enough speed to get quickly from A to B.
574.8 kmh is 357 mph and yes that is the speed !
TGV = Train à Grande Vitesse -> High-Speed Train
It was reported that fist-sized stones were torn from the track bed by the slipstream.
True, you can see it in other documentaries.
TGV is still the fastest train on traditional rails ;)
2030 best scenario ;)
A TGV currently travels between 270 km per hour and 310 km/h . We do Paris - Marseille There is a night train with berths which travels between 160 km and 180 km per hour and which arrives in the lower part of France in the early morning.
"What is kailomadre? This americana! We use alligator teeth per second! YeehaaAAAW!"
The train has a Citroen hydromechanics suspension probably :)
The tgv was not in its classic configuration.
Normally, it is made up of 2 power cars and 8 wagons. For the record, it was made up of 2 power cars and 3 wagons in addition to lighter wheels and a few more motors.
It was just to show French railway capabilities.
In commercial configuration, the tgv runs at 320 km/h and could reach 360 or 370 km/h but this would only save a few minutes and would damage the rails much more😊
The 420 km/h must be the Maglev in Shanghai. So it‘s not really conventional rail.
Some Chinese normal HSTs can reach 400 kph.
It looks quite slow from far away but the on board camera showes you how god damn fast it is
Correct! The Shinkansen in Japan is the fastes in the world! As of 08/2024 the Shinkansen goes 603 kph (374,69 mph).
P.S.: yes, it usually doesn't go that fast, the average speed is only 320 km/h (199 Mi/h), and this also only on some tracks specially built for it; if it has to run on ordinary tracks, it can't go faster than ordinary trains. There are now 7 TGV tracks that link major towns to Paris, but in 1981, they only started replacing tracks with TGV compatible ones. The first one completed was Paris - Lyon. There is one from Lyon to Marseilles as well. 10 years ago, I took it from Metz to Marseilles, and it could only run high speed from Lyon to Marseilles (330 km in about an hour) because the tracks between Metz and Lyon hadn't been replaced yet, and so it took more than 8 hours to reach Lyon. But it's true that you don't notice the speed inside.
N'est que de 320! Ah ah.
TGV on regular basis are at 320+ km/h (198,839 miles per hour)
This one is for the record unfortunatly we still haven't that kind of speed for the average customer haha
From Bali to Jakarta with this train it could be just two hours.😮
As of August 2022, the Japanese L0 Series Maglev is the fastest maglev train in the world, with a record speed of 603 kilometers per hour (375 mph).
We in europe Do not Play! We are serious technicans! You were so quiet? Speechless? Again France Europe technicans Rockz it!
Y'all do like to over-engineer the hell out of everything. America is more of a "if it ain't broke, don't fix it" kinda place. Pro's and cons to both I suppose.
I would looove to have this in the uk especially near London, but sadly the speed is restricted to 200kph (125mph) e.g. class 802, but their operational limits are around 150mph. Popular routes are like Lon to Ed / Lon to Leeds
fun fact: when the TGV drives with normal speed on the Paris-Lyon run, measurements at CERN, 60 miles or so away, are affected by the magnetic field of the electric current to drive it. )on the other hand: CERN is also affected by the gravity of the moon, so...)
Thank you for showing the norwegian flag
Hi D.
Here in germany the fast trains (ICE = InterCityExpress) can go up to 300 km/h (186,5 mph) with passengers on SOME special tracks - for example between Frankfurt and Colonge. Normally they are traveling with 200 - 240 km/h (124 - 149 mph).
@@haselmaus8054 if they are not canceled dude! 🤣
The only place in Germany where the ICE is on time is the Miniatur Wunderland.
@@PropperNaughtyGeezer like in france, its rassure
"Normally", you mean on 10-km long tracks. With all the work on the railroad it takes forever to get to the french border. Frankfurt-Mannheim in 1 hour for 71 km in the ICE !
@@timotheelesage8470 non. Le réseau allemand est infiniment pire que le réseau français.
Je me déplace beaucoup en train en Allemagne, plus JAMAIS je ne me plains de la SNCF.
The TGV was invented to compete with the plane, the result of its development is the gradual abandonment of the classic rail network, the one which connects small towns. Everything is designed for residents of big cities to the detriment of the countryside. And night trains no longer exist, it sucks 😕
True. And in despite of last elections, there is no signal of political will for the development of the secondary network rail...
Ce qui tue les ligne secondaire c'est la mise en concurrence en veritz
That s more a political choice made by the right wing politicians.
We could have had both, like we did in the 80s and 90s.
@@Photomosaiquewhich "last elections"?
Was Macron supposed to invest in the train? 😂 People should read the programms before making assumptions.
The japan train go at 603 km/h but it was not on rails
It was not on train tracks but with magnets
Sorry for my english ,i'm French 😅🇺🇸🇫🇷🤝
Since 2017 and 2022 : 2 differents train services : Train service "OUIGO" is the name of the low-cost commercial rail service ( "OUIGO" word game= We GO)
"InOUI" ( word game because Inoui in fench means incredible or extraordinary...)is a TGV service presented by SNCF on May 27, 2017 for certain services provided by high-speed trains. By the way TGV means Train à Grande Vitesse = High Speed Train
Regularly i take the ave from quiroga to Barcelona. I get on the train about 11 o'clock at night. Get comfortable in a big relax and next morning I'm at my destination. Traveling from a small city in the west of spain to the east. Just relaxed sleeping
France has 2 world records for train top speed... 1 380 with the old TGV(gen1) and the 578 !14 years ago :D
3 world speed records on rails: 380 kph (1981, 1st 'true' High Speed line in Europe), 515 kph (1990), 574 kph (2007).
In railroads, high-speed traffic refers to scheduled train services with top speeds of over 200 km/h (125 mph). According to various European Commission specifications, a high-speed train must be able to travel above 200 km/h (125 mph) on upgraded lines and above 250 km/h (155 mph) on new lines. According to the technical specifications for the interoperability of the high-speed rail system, high-speed trains should be able to reach “around” 200 km/h on upgraded lines, at least 250 km/h on new high-speed lines and “in appropriate cases” a speed of over 300 km/h (190 mph). For high-speed rail vehicles, all components of the railroad system must be adapted to the higher requirements. In addition to the high-speed train, a special high-speed line and a correspondingly efficient train control and safety system are required.
Vehicles for high-speed transportation are predominantly electrically powered. Diesel or gas turbine traction units have been tested on several occasions, but are the great exception.
In rail transport, a high-speed line is a railroad line on which speeds of at least 200 km/h are possible. Some international definitions provide for higher speeds. In addition to an appropriate alignment, which must be able to withstand the high loads, high-speed lines must not contain level crossings, and passenger safety systems must be provided if trains pass the platform at speeds above 200 km/h. The overhead line must also meet special requirements. Special demands are also placed on the overhead line: Contact wires made of a special alloy are used to improve electrical contact and prevent flying sparks.
With the long acceleration (around 7 km) and rapid braking distances (over 3 km) involved in high-speed traffic, the traditional signaling system with track blocks is no longer suitable for covering trains, as the block spacing and slippage paths would have to be immensely long. This also conflicts with the short train sequence required by the timetable. High-speed trains are therefore no longer controlled at specific points along the route by fixed railroad signals with requests to stop or slow down, but by constant radio contact.
Essentially, the following factors limit the increase in maximum speed:
- Smooth running
- Wheel/rail adhesion
- Air resistance
- Power transmission
- Noise development
- Economic efficiency
- Operational coordination
It must be taken into account that this is not a normal train, it was extremely and specifically modified to beat the speed record, that includes the Track and Overhead line itselves, it's the fastest train on rails but not the fastest one built in series. That said, it was amazing to see that on TV.
This TGV (fast-going-train or Train à Grande Vitesse) is only met for records and tests. The true train is two locomotives and up to 8 cars. The record, still french TGV, is 357 miles per hour. Normally, on a TGV, you travel around 200 miles per hour daily.
In Indonesia, our Bullet Train goes at a speed of 600 km/h or 372 mph, but is pulled by 3 units of F-35 Lightning 2 haha.. Just joking. Actually our bullet train called WHOOSH only 350 km/h or 218 mph at regulated of operating speed, max speed testing record at 260 mph. In fact, the run is smooth and not shaky at all but we felt a little bit dizzy at speeds above 300 km/h. But I think, even a bullet train is more safer of transportation than an airplane. Please uncle, check out or react to the video of many foreign travelers who have used it like Wasseem Way, Alexander White or others.
You have Acela Express on the NE corridor which hits 150mph with the new generation of trains set to go even faster. Unfortunately it can only do those speeds for pretty short sections of the entire line. California is currently building a high speed line that will reach European speeds and a line is planned from California to Las Vegas that will be similar. Apparently Texas is in the very early stages of planning a high speed line too, so maybe in years to come the US will have a few genuine high speed trains of your own.
Meanwhile the Amtrak express is still waiting on a sidetrack due to a slow-moving freight train with a faulty bogey...
This is a world record of a conventional train going on conventional tracks.
The trains going faster in China and Japan aren't conventional, they have magnetic tracks and of course they go faster both during tests and with passengers.
Mach 0.45.
Sadly I don't think we'll see supersonic trains in our lifetimes.
_Maybe_ transonic