Summary: The acronym TGV stands for “Train à Grande Vitesse,” which is French for “High-Speed Train.” High-speed rail arrived in France as early as 1981, and has spread line by line across the country, mainly around Paris. It is mainly operated by the national company SNCF.
Note:this page is for educational purposes only. It is not a substitute for the official page of the operating company or manufacturer.
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In brief
The TGV (Train à grande vitesse in french) is a type of train operated by SNCF in France since 1981. The TGV trains can reach speeds of up to 320 km/h (199 mph) on certain lines, making them among the fastest trains in regular service worldwide. The TGV network in France spans approximately 2,800 kilometers (about 1,740 miles) of dedicated high-speed lines (known as LGV, or Lignes à Grande Vitesse). Including conventional lines, which TGV trains also use to reach more distant destinations, the TGV network serves over 230 stations across France and some neighboring countries.
Caracteristics
Infrastructure managers: SNCF Réseau, Lisea (TGV SEA), LFP (TGV LFP), Oc’via (bypass Nîmes-Montpellier) Main HS operators: SNCF, Eurostar, DB-Fernverkehr, Ouigo, Trenitalia, Renfe First services: September 1981 Lenght of network : 2,800 km
Major stations include Paris Gare de Lyon, Paris Gare Montparnasse, Paris Gare du Nord, Lyon Part-Dieu, Marseille Saint-Charles, Bordeaux Saint-Jean, Lille Europe, and Strasbourg, among others. Many smaller cities and towns are also connected to the network, either through dedicated TGV stations or via conventional rail lines that TGVs use for part of their journey. The world record of 574.8 km/h (357.2 mph) set in 2007 by a specially modified TGV.
Definition of High Speed Train
The definition of a high-speed train varies by region, but generally, it refers to trains that operate at speeds of at least 250 km/h (155 mph) on newly built lines and 200 km/h (124 mph) on upgraded lines. In Europe, for example, the UIC (International Union of Railways) considers a commercial speed of 250 km/h as the principal criterion for high-speed rail. In the United States, the definition can include trains operating at speeds ranging from 180 km/h (110 mph) to 240 km/h (150 mph).
High-speed rail in France was originally an initiative of SNCF itself, not the French state. The first high-speed line was inaugurated in 27 September 1981. Since then, the network has been greatly extended, but this time the State has financially supported the work with the help of certain regional authorities.
Internationally, France has direct high-speed connections – without a border station – to Belgium (2007) and Spain (LFP Barcelona, 2013), except for the Channel Tunnel (GET), which does not qualify as a high-speed line. The next direct link with a neighbouring country could well be the international tunnel on the Lyon-Turin route, which is currently under construction with a hoped-for opening in 2032.
National rolling stock from SNCF (past and present)
TGV PSE (†) 01–32+39–98 2-current 33–38+100–102 2-current 110–118 3-current
GEC-Alsthom, Francorail-MTE 1981 –
2022
This series of TGVs, launched in 1981, has an orange livery symbolising modernity, contrasting with the historic military green of the French railways. The 109 trainsets, capable of speeds of up to 270 kph, have left their mark on railway history. The orange was replaced in 2001 by the grey/blue ‘Atlantique’ livery, then for certain trainsets by the ‘Carmillon’ livery.
TGV Postal (†) GEC-Alsthom, Francorail-MTE 1993 – 2015
The idea of a fast mail service between Paris and the Southeast emerged long before the Internet. In 1984, La Poste launched a line between Paris-Charolais and Lyon-Perrache, using specially adapted trainsets derived from the TGV PSE. The fleet included seven half-trainsets delivered in 1993. La Poste ended the service in 2015 and trainsets were scrapped.
It no longer has much in common with the previous ICE 1 and ICE 2. ICE 3 met the increased requirements for interoperability promoted by the European Union. The biggest difference is the adoption of distributed motorisation and the abandonment of front engines. A BR 406 multi-current version was designed to operate in the Netherlands, Belgium and France.
The TGV-Réseau trains were intended for cross-country routes that bypass Paris, such as Lyon-Nantes or Lille-Montpellier. They are derived from the TGV-Atlantique trains and were numbered in the 500 series for 2-current trains and the 4500 series for 3-current trains. The surplus allowed some TGV-Réseau trains to be assigned to Thalys for service in the Benelux countries.
Eurostar TMST SNCF 3201/2-3231/32 UK Class 373 SNCB 3101/2-3107/8 GEC-Alsthom, BN, ACEC, Brush, Metro-Cammel 1993 –
…
A consortium led by GEC-Alstom won the initial contract for 30 18-car trainsets. They run with DC motors. The contract was subsequently extended to include an additional trainset and a further 7 NOL (North Of London) trainsets – each with 14 cars – to serve Birmingham, Manchester and beyond. These destinations were never called.
TGV Duplex 201 – 294 2-current Alstom 1995 –
…
The TGV Duplex trains are made of aluminum to maintain a load of 17 tons per axle despite having two levels. With two trainsets, they can carry 1,020 passengers. There are three generations: Duplex, DASYE, and 2N2. The Duplex trains have power cars identical to the TGV PBKA and operate in Germany, Switzerland, and Spain, but not in Belgium.
Delivered between 1996 and 1997, 17 ‘PBKA’ (Paris-Bruxelles-Amsterdam/Cologne) trains were added to the Thalys fleet. They are registered with the SNCF under the 4300 series, and differ from the TGV-R trainsets in the new design of the power cars. They are four-current with switchgear for 15kV and the PZB system in Germany, as well as the SNCB’s TBL2 system.
TGV Duplex-Réseau 601 – 619 2-current Alstom 2006 –
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This is a result of a modification to the order for the TGV-Est. SNCF removed 38 power cars from certain TGV-Réseau trainsets and integrated them into new Duplex trainsets, creating the 600 series. Meanwhile, 19 old single-deck TGV-Réseau trainsets received new locomotives similar to those of the TGV PBKA for the launching of TGV-Est.
TGV DASYE 701 – 750 3-current Alstom 2008 –
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Dasye (Duplex ASYnchrone Ertms) is the second generation of Duplex TGVs. 49 trainsets of the 700 series were built. They feature asynchronous motors enabling operation on lines with ETCS Level 2, including LGV-Est, Perpignan-Figueras, BPL, and SEA. Trainsets 724 to 741 have been dedicated to Spain routes since the LGV to Barcelona opened in December 2013.
TGV Euroduplex or TGV 2N2 in France, is the third generation of the TGV Duplex. These are interoperable trainsets, capable of operating in all neighbouring countries, including Spain (on UIC tracks). Moroccan railways are also equipped with this type of trainset. Part of the fleet has been configured for the Ouigo España service (2021).
TGV-M 4-current Alstom Avelia Horizon 2025 –
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The TGV M (“M” for modular) is the result of the new high-speed passenger train platform Avelia Horizon from Alstom. It has a broadly similar design to the TGV Duplex sets, with double deck design and 2 power cars more short. The TGV M is expected to enter service with the French train operator SNCF in TGV service in 2025.
Other rolling stock from foreign operators that runs in France (past and present)
It no longer has much in common with the previous ICE 1 and ICE 2. ICE 3 met the increased requirements for interoperability promoted by the European Union. The biggest difference is the adoption of distributed motorisation and the abandonment of front engines. The BR406 multi-current version was designed to operate in the Netherlands, Belgium and France.
ICE 3 Velaro D BR 407 Siemens 2013 –
…
The origins of the BR 407 can be traced back to 2007, when specifications were drawn up requiring new rolling stock that was fully compliant with European TSIs, capable of operating at 320 km/h and accepted in France, Belgium, the Netherlands and Great Britain (Velaro UK). Only 17 trainsets have been built, making it the smallest ICE DB’s series.
The AVE S-100 was the first high-speed train ordered in Spain. As there was little choice at the time, Alstom won the order for the Madrid-Seville service. In 2013, these trainsets were certified to operate in France as far as Lyon and Marseille, thanks to the new Figueras-Perpignan section with UIC track. Renfe has been operating these trains on an open access basis since 2023.
e320 Class 374 Siemens Velaro UK 2015 –
…
In October 2010, Eurostar announced the winner of a call for tenders to extend the fleet: it was Siemens. This did not go down well in Paris, which was too used to Alstom. Based on the Velaro platform, the e320 is a derivative of the ICE 3. Eurostar ordered 17 18-car trainsets, with asynchronous motors. The first trainset entered service in 2015.
The Frecciarossa 1000 was developed by Hitachi Rail Italy (formerly AnsaldoBreda) and Alstom (formerly Bombardier Transportation). It is based on the Bombardier Zefiro and AnsaldoBreda V250. The train was adapted for Trenitalia’s requirements, and runs in France in open access since december 2021 between Paris-Lyon (and Milan before the Maurienne landslide).
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