The TGV M begins to take shape. A little over a year after the unveiling of the nose of Alstom’s new high-speed flagship in Belfort, the first assembled train left the factory this Friday in La Rochelle. This is one more milestone for the person who is to become the spearhead of the SNCF and complete the “Reply” plan intended to deal with the arrival of competition. The public rail operator will nevertheless have to wait another two years and the end of 2024 to be able to launch the operational service of its TGV M. It is more precisely on the Aytré site, Alstom’s center of excellence for high speed, located a few minutes from La Rochelle, that the event took place, intended to celebrate the first rowing of a TGV M (meeting of power cars and passenger cars). Under a sky alternating between sun and rain, the immaculate white train came out of the shed with all headlights on to dynamic music, in order to reveal its curves to the floor of guests, bringing together local elected officials, managers from Alstom and the SNCF. , local and national press. Only the power car and the first cars were visible, without filming, but it was a fully assembled pre-production train that was presented. Avalanche of figures for a strategic contribution Succeeding at the podium, Christophe Fanichet, CEO of SNCF Voyageurs, Alain Krakovitch, director of TGV-Intercités, Jean-Baptiste Eyméoud, president of Alstom France and Bertrand Constensoux, director of the Alstom site of Aytré have multiplied the figures to highlight the contributions of their new toy: -20% energy consumption, -32% CO2 emissions, 97% recyclable components for the ecological dimension. But also 20% more space (divided between more space on board and more seats), a modularity allowing to vary between 7 and 9 cars per train and to play on the number of cars intended for the first class or for the second, a maximum capacity of 740 seats against 634 today (in Ouigo configuration) and 5G connectivity for the commercial aspect. Finally, there is a 30% reduction in maintenance costs with the introduction of predictive maintenance using data provided by the train or new automated maintenance benches (BAM). Enough to make the TGV M the “armed arm” of the SNCF for the development of high speed in France, according to Alain Krakovitch. Or even “the strategic asset of tomorrow” for Christophe Fanichet, who speaks of a “real transformation”, even of a “revolution” through the operation of this new train. According to him, it should make it possible to grasp the growth dynamic in rail traffic that has begun in recent months, with in particular a record summer for high speed with 10% more passengers compared to 2019. If it is to contribute to the development of rail, the TGV M must also block the way to competition from Trenitalia between Paris-Lyon and Italy, and perhaps one day that of the Spanish operator Renfe. “The TGV-M will be the main weapon compared to the arrival of the competition, with a design and services that the others will not have”, declared Alain Krakovitch last year Le Sud-Est, l Italy then the rest The 115 TGV M currently ordered will arrive at the rate of 12 trains per year between the end of 2024 and 2032. They will be deployed primarily on the South-East axis, Marseille-Lyon-Paris. That is to say the most profitable sector and the most coveted by its foreign competitors. While the two-class configuration (probably with fewer first-class cars than today) will be the most used, a high-density Ouigo-type configuration is also planned. From 2026, it will also enter service towards Italy, on the Paris-Milan cross-border line, to compensate for the obsolescence of the current equipment which will not go beyond this date. Equipped for the European ERTMS signaling system, the TGV M will also be able to take Italian high-speed lines, unlike current trains. Thereafter, the trains will be able to enter gradually on other axes according to the needs, but no plan has yet been communicated by the SNCF. This is also the case for the development of the current fleet of 360 TGVs. A priori, the TGV M will essentially replace current trains, in particular the latest single-deckers, the growth coming from their greater capacity in seats. The train that was worth three billion If the expectations are high, the investment is substantial. It is estimated today at 3.5 billion euros, a significant amount for the SNCF as Christophe Fanichet declares: “it is an investment that we assume despite our fragile economic situation, and that we have maintained despite the crisis. and threats. This includes the initial order, placed in 2018, for 100 firm trains for domestic traffic, as well as an additional order for 15 trains formalized in August for international service. The original contract also includes options for 100 additional trainsets, which could take the total investment beyond 6 billion euros. Added to this is all the operational preparation necessary within the SNCF to install the maintenance tool, train drivers, on-board staff and technicians, or even adapt the stations to the additional 2.6 meters per train during the addition of a ninth car (whose size is partly compensated by shorter power cars). This last project, which mainly concerns signage, has already been started in 70 stations on the South-East axis. As for Alstom, Jean-Baptiste Eyméoud mentions an investment of 50 million euros for the Aytré site alone. But with such an order, he is sure of the activity for 10 years, or even until 2040 if all the options are exercised. Time for testing The passage of this symbolic stage of reaming should now take the TGV M within a few weeks on the way to the dynamic tests, which will take place at Velim in the Czech Republic. It will then be able to race at speeds of 200 km/h, before returning to France to continue its development. Three pre-series trains will take part in the tests. At the same time, the fine-tuning of the on-board elements will continue. Among the projects in progress, the SNCF quotes with the finalization of the seats (with tests by a representative sample of people), the development of the car dedicated to people in wheelchairs – which must allow for the first time a completely autonomous access – or that of the bar car described as “the flagship of this TGV” by Alain Krakovitch.
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