French Train à Grande

Vitesse (TGV)
Deepak
Ritesh
Sudhir
 INTRODUCTION
• The TGV network includes 932 miles of high
speed lines operated by more than 500 TGV
train sets in France alone.
• 1.4 billion TGV passengers since 1981 without a
single casualty
• Continuous growth in passengers
• Currently 100 million passengers a year
• 680 TGV trains circulate daily
• 250 stations served
 Key Data

Service Operator SNCF

Infrastructure Operator Réseau Ferré deFrance
Opening Dat 1981
Route Length 1,550km (963miles)
Maximum Line Speed 270–320km/h
Gauge 1,435mm
Voltage (LGV) 25kV ac
 OBJECTIVE
• The main Endeavour of the project is to
strengthen services for the towns of
Bordeaux, Libourne, Angoulême, Poitiers,
Tours, Chatellerault, Orleans and Paris,
and cut down on commuting time.
 PROJECT
• The TGV/LGV system evolved from
several projects aimed at cutting rail
journey times, with hover and magnetic
levitation systems and gas turbine
propulsion being discarded along the way
• The aim was to link the largest centers
only, intermediate stations, deviations for
smaller communities and related track
work could be kept to a minimum
 COST ANALYSIS
• The total project cost of this network is set
nearly 35 billion dollars.
• The SNCF has recently placed orders for 45
new double-deck TGV train set to increase
passenger capacity on PSE line.
• These new trains will carry 540 passengers each
and will help to reduce the SNCF’s operating
costs per seat-kilometer.
• The TGV-Nord project has connected Paris and
the other TGV lines with Lille (France), Brussels
(Belgium), and the Channel Tunnel
 COST ANALYSIS
In all cases, rolling stock is financed by SNCF. As
far as the
infrastructure itself is concerned:
1. The first TGV line, Paris Lyon (TGV Southeast)
was entirely financed by SNCF itself.
2. TGV Atlantique line (Paris-Tours) benefited from
a State subsidy of 30% for "superstructure"
(track, catenaries, signaling…)
 COST ANALYSIS

4. TGV Mediterranean (extension of Southeast) received a

subsidy of 10% of total costs.

5. The most important example of subsidy is the new TGV

East line (Paris-Strasbourg), which was largely paid for –
up to 76% - with public funds (National government, EU,
and regional cities served).
COST ANALYSIS
 COMPETITIVE ANALYSIS
The journey time between
Paris and Lyon was cut in half
(4hr down to 2) opening new
markets similar to Paris-
London.
• Making rail a fierce competitor
to air and enabling rail to win
significant market share on
routes with journey times of 3
hours or less.
 SOCIAL ANALYSIS
Precise route alignment design avoids huge
earthwork and saves land acquisition costs.
. High speed lines can in fact be coupled with
highway right of ways because slopes and
ramps used for HS rail design are close to road
standards (3.5 to 4 %).
• For instance, the North Europe line in France
runs along the Paris Lillie highway. This saves
on the cost of acquiring land, as well as the
amount of land used.
 TECHNICAL ANALYSIS
Track design and rail type for the TGV-A
dedicated segments have not had to be
significantly modified from TGV-PSE standards.
Heavy rails (type UCI 60) that are 36 meters in
length are welded to 396-meter lengths at the
factory and are then shipped to site and laid.
The rails are continuous-weld rails (no
expansion gaps) that provide a uniform surface
for high speed operation.
 TECHNICAL ANALYSIS
Ties (or sleepers) are made of concrete (twin
block type) and placed every 60 cm (1,666 per
kin). Such ties are relatively inexpensive, easy to
fabricate, particularly durable, and lend
exceptional lateral strength to the track system.
Steel spikes are double-curved with nylon
isolating abutments that lend strength and
superior lateral resistance to the track assembly.
 TECHNICAL ANALYSIS
Manyo f the design specifications for the
TGV-Aright of way are identical to those
conceived for the PSE line; there are, of
course, certain exceptions due to local
conditions. In all, the construction of the
new line used 70,000 tons of rail, one
million ties, and 2 million tons of ballast
 MARKET ANALYSIS
The first step in the commercial market analysis for
TGV-Atlantique services was to determine the
context for the new service.
The TGV-PSEH ad been running successfully for a
number of years; its success was both technical
and financial.
Certain improvements in the train were necessary,
such as the design of the seats for better
comfort and a new design for the cramped bar
car.
 MARKET ANALYSIS
TGV service (at the point that the Atlantique
became operational) represents In this
light, care was taken not promote the new
technology at the expense of the national
railway’s fundamental mission: the
provision of excellent, efficient, cost-
competitive rail transportation to all of the
citizens of France.
 MARKET ANALYSIS
Marketing the TGV-Aw as to be done in concert
with the general policies of the SNCF with
respect to passengers and fares.
Another element considered as part of the context
of TGV-A service was the competition for
passengers from other modes.
The private automobile was seen as the biggest
competitor. Approximately 60 percent of the
annual passenger market in 1985 was held by
private auto
.
 MARKET ANALYSIS
As in the United States, the private auto is the mode of
choice for most suburban and rural travelers. The car
symbolizes independence, freedom, individuality, and is
becoming an important part of the lives of many French
families.
The operating cost of a car is independent of the number
of passengers it carries, making it relatively
inexpensive. For a family of four, a train trip can be very
costly compared to the car.
FINANCIAL ANALYSIS