| SNCF TGV Duplex | |
|---|---|
.JPG) | |
 First class on a TGV Duplex | |
| In service | 1995–present |
| Manufacturer | Alstom |
| Family name | TGV |
| Constructed | 1995–2023 |
| Number built |
|
| Formation | 2 power cars + 8 passenger cars |
| Fleet numbers |
|
| Capacity |
|
| Operators | SNCF |
| Specifications | |
| Train length | 200 m (656 ft 2 in) |
| Width | 2,896 mm (9 ft 6.0 in) |
| Height | 4,303 mm (14 ft 1.4 in)[1] |
| Doors | 1 per side, per car |
| Maximum speed | 320 km/h (200 mph) |
| Weight | 380 t (374long tons; 419short tons) |
| Traction system |
|
| Traction motors |
|
| Power output | |
| Electric system(s) | |
| Current collection | Pantograph |
| UIC classification | Bo′Bo′+2′2′2′2′2′2′2′2′2′+Bo′Bo′ |
| Braking system(s) | Regenerative,pneumatic |
| Safety system(s) | |
| Multiple working | Up to two units (3 on maintenance) |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
TheTGV Duplex is a Frenchhigh-speed train of theTGV family, manufactured byAlstom, and operated by the French national railway companySNCF. They were the first TGV trainsets to usebi-level passenger carriages with aseating capacity of 508 passengers, increasing capacity on busy high-speed lines. While the TGV Duplex started as a small component of the TGV fleet, it has become one of the system's workhorses.
A total of 160 Duplex trainsets were built: the original order of 89 first constructed in 1995, an additional 19Réseau Duplex trainsets created as an extension of theTGV POS project in 2006, and 52 second-generationDasye trainsets were first delivered in 2007 with revised traction motors and safety systems.
The Duplex design was further refined into the third generationEuroduplex.
TheLGV Sud-Est fromParis toLyon is the busiest high-speed line in France.[citation needed] After its opening in 1981 it rapidly reached capacity. Several options were available to increase capacity. The separation between trains was reduced to three minutes on some TGV lines, but the increasingly complexsignalling systems, and high-performance brakes (to reducebraking distance) required, limited this option. Another option is to widen the train but is generally not practicable due toloading gauge restrictions. Running two trainsets coupled together inmultiple-unit (MU) configuration provides extra capacity, but required very long stationplatforms. Given length and width restrictions, the remaining option is to adopt a bi-level configuration, with seating on two levels, adding 45% more passenger capacity. TGV Duplex sets are often run with a single deckRéseau set or another Duplex set.[citation needed]
The Duplex feasibility study was completed in 1987. In 1988, a full-scale mockup was built to gauge customer reactions to the bi-level concept, traditionally associated with commuter and regional rail rather than with high-speed intercity trains. ATGV Sud-Est trailer was tested in revenue service with the inside furnished to simulate the lower floor of a bi-level arrangement, and later that year another TGV Sud-Est was modified to study the dynamic behavior of a train with a higher center of gravity. Discussions withGEC-Alstom began soon after, and in July 1990 the company won the contract to build the "TGV-2N", as it was then known. The contract was finalized in early 1991, at which point the official order was made. The first tests of a bi-level trainset were in November 1994. Soon after their first run, the first rake of eight trailers was tested at 290 km/h (180 mph) on the Sud-Est line. The trainset was powered by TGV Réseau power cars at the time, as the Duplex power cars were not ready. The first Duplex power car was mated to the bi-level trailers on 21 June 1995.
Perhaps the most important innovation is the efficiency of the Duplex design. Comparing an original TGV Sud-Est and a Duplex trainset shows that the double-decker design has improvements in both power-to-weight ratio and weight-per-seat overhead:
| Power-to-weight ratio (kW/tonne) | Weight/seat (tonne) | Power/seat (kW) | |
|---|---|---|---|
| TGV Sud-Est | 17 | 1.10 | 18.34 |
| TGV Duplex | 23 | 0.7 | 16.15 |
In this comparison, "power" refers to installed power, not all of which is used when operating.
Also unique compared to single-level equipment, the lower level of the bar car is used for equipment, moving them out of passenger spaces.[3]
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TheRéseau Duplex was developed as part of theTGV POS project and was a unique extension of the TGV Duplex order. As part of the project, Alstom delivered 38 new tri-current power cars and 19 sets of double-deck Duplex passenger coaches to SNCF in 2006.[4]
To form the Réseau Duplex trainsets, the new Duplex passenger coaches were paired with 38 older dual-current power cars from the originalTGV Réseau fleet. In parallel, the 38 newly delivered tri-current power cars were coupled with 19 existing single-level Réseau passenger coach sets, creating hybrid POS trainsets for use on international routes.
The tri-current capability was required for services on theLGV Est, which connects to Germany's rail network electrified at15 kV 16.7 Hz AC. Meanwhile, the deployment of Duplex coaches on busy domestic routes helped increase passenger capacity on congested lines.
The arrangement allowed SNCF to deploy tri-current equipment in time for the opening of the LGV Est, without delaying production of the Duplex trainsets.[4]
Dasye is a contraction ofDuplex Asynchronous ERTMS and are the second generation of Duplex trains. In exterior design and passenger cabin experience, they are nearly identical to the first-generation Duplex trains, however, two major changes were made inside the power cars. First were theasynchronous motors, first used on theEurostar e300 trainsets, which allow an individual motor in abogie to be isolated (disconnected) in case of failure, allowing the train to continue to operate. Second was the addition of theEuropean Rail Traffic Management System (ERTMS).[5]
A total of 50 Dasye trainsets were ordered, with a prototype power car first delivered in late 2006 for testing, before entering service on 14 February 2008.[6]
Starting in 2013, many of the Dasye trainsets have been reconfigured for use on SNCF's low-costOuigo service. These trains use a high-density layout, which can carry 20% more passengers (644 passengers, compared to 510 on a standard trainset). The extra seating is enabled by the elimination of the bar car and first-class cars, and the use of slimline seats.[7][8] By 2021, 38 Dasye trainsets have been converted for Ouigo service, with all 50 trainsets expected to be converted by 2025.[9]
Eurotrain was a consortium formed bySiemens and GEC-Alsthom (todayAlstom) in 1996 to market high-speed rail technology in Asia. In 1997, it was one of two competitors to supply the core system ofTaiwan High Speed Rail (THSR), and was awarded the status of preferred bidder by concessionaire THSRC.[10]
In early 1998, the consortium created a demonstration train by combining cars of three existing French and German high-speed trains: the intermediate cars of TGV Duplex trainset #224 was joined withGerman RailwaysICE 2 powerheads 402 042 and 402 046 at the two ends. On 4 May 1998, theEurotrain demonstration train made a presentation run on theHanover–Würzburg high-speed railway in Germany, achieving a maximum speed of 316 km/h (196 mph).[11][12]
In December 2000, THSRC awarded the contract to the rival Taiwan Shinkansen Consortium,[10] leading to a legal battle[13] ending in damage payments for Eurotrain in 2004.[14][15]
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