Virtual Railfan Tour - SNCF TGV 1993

 

The TGV at Poitiers in which I had just ridden the cab.

In 1993 I made a trip to France to discuss with the SNCF the safety aspects of the TGV. There was the possibility of a high speed train being developed for Canada and so I went to Paris with Peter Strachan, my Director of Equipment for an in depth look at the Train a Grande Vitesse (TGV). Much of the time was taken up with meetings in Paris but we also made a couple of visits outside in the cab.

I rode in the cab from Paris Montparnasse to Vendome (midway between Tours, Le Mans and Orleans)

This is the drivers position with the circular throttle in the middle and the timetable in the centre. The driver actually drives these trains. It was explained to us that the decision was taken to have the drivers control the trains rather than have them run automatically, In this way alertness is assured. There are no lineside signals with cab signaling. There are good warning systems that prevent overspeed and ensure that braking is commenced at the appropriate times . The vigilance system will take over if there are any errors.

Part of the console

The speedometer shows we were doing 298 km.hr just under the 300 km/hr limit.(189 mph)

The journey was carried out in a very workman like manner although I was amazed at the acceleration and speed - completely unknown in Canada (to this day). Our speed was brought home to me when we passed another train running on an adjacent line in the opposite direction. Our closing speed was about 600 km/h(378 mph)!

The head end of our TGV at Vendome

Our train quickly departed for the next adventure - a visit to the track.

Before entering the right of way everybody must have this bright yellow belt which is attached with velcro. Anyone on the track without a belt will be reported by radio by the first train to pass and the police will soon arrive, Peter and I are cleared to go trackside.

We watched a train run by at 300 km/hr. I was frankly scared stiff that close to the moving train.

With all these precautions there are only certain locations where workers are allowed to cross the track - presumably where visibility is good

We took a look at a high speed switch/set of points

There is a very good depth of ballast to ensure a sound roadbed. Looks as if Peter has lost his safety belt here.

Wooden ties were used here

Special attention was paid to over bridges and the line was completely fenced

We had some meetings with the manufacturers who were anxious to obtain a foothold in Canada. At that time the TGV trains were being built for Eurostar, the line being build from Paris to London. There were many somewhat acrimonious meetings between the French and the British. The French wanted to driver on one side while the British wanted it on the other so they compromised and the driver sits right in the middle of the cab

The British wanted to take part in the general train design. The French resisted vehemently but compromised by allowing the British to design the Bar Car. My hosts took trouble to point out the tacky design of the bar car with those nasty lamps!

An essential part of the Eurostar trains was the prison feature. All trains were equipped with a couple of seats, close to the conductor's compartment, which were fitted with two metal hasps which could be used to chain down a passenger who might be trying to enter the UK illegally. The idea was that the passenger would stay shackled until the train returned to France.

After a week in Paris Peter and I traveled by train from the Gare du Nord to Copenhagen where we changed trains to go the Stockholm to examine Swedish high speed trains

Our train at the Gare du Nord. It was headed for Moscow with a section going to Copenhagen. There was no dining car on our section and so I fortified myself with some Roquefort the aroma from which penetrated the entire sleeping car.