TGV, A Train Out of Ordinary... Very High Speed: It's Now!!: Photos and Text ©patrick Landmann/Lightmediation

Yesterday, Tuesday 13 of February, in
great secret, the high speed train TGV

beat its own world speed record 26
years after the first launch. Since 17
years the French TGV holds the world
record with 515 km/h. The articulated
duplex trainset will complete a trial
reach between 553 km/h! The goal is
to check the performance of the
material and equipment at the limit of
their capacity. We want to show you
how such record was possible
TGV, a train out of ordinary...very high speed: It's now!!

Photos and text Patrick Landmann/Lightmediation
Contact - Thierry Tinacci Lightmediation Agency +33 (0)6 61 80 57 21 thierry@lightmediation.com
Page
632-01: It's in the production site of Ornans (France) that the electric motors of the high-speed trains (TGV) are manufactured. Mohamed Mahla, fitter, controls the tricky descent of the rotor of 730 kg into the stator. The
total mass of the engine is 1515 kg. The staff of the SNCF (French National Railway Company) calls it commonly "Marignan" in reference to King's Franois the First famous battle of 1515. It develops 1100 K/W what
corresponds to 1494 horsepower. In 1981 the world speed record of 380 km/h on rail, was beaten with the first TGV. On the base of this gained experience and thanks to many innovations (the TGV counts from now on 8
engines per train) a new world record was beaten in 1990, with 515,3 km/h. In spring 2007, new TGV trials attempt to exceed 550 km/h.
TGV, a train out of ordinary / 632-01: It's in the production site of Ornans (France) that the electric motors
of the high-speed trains (TGV) are manufactured. Mohamed Mahla, fitter, controls the tricky descent of the
TGV, a train out of ordinary / 632-02: It's in the production site of Ornans (France) that the electric motors
of the high-speed trains (TGV) are manufactured. Mohamed Mahla, fitter, controls the tricky descent of the
TGV, a train out of ordinary / 632-03: ALSTOM's production site for the TGV engines in Ornans (France).
The copper bars are worked according to the stator dimensions. They are then wound with insulating tape
TGV, a train out of ordinary / 632-04: ALSTOM's production site for the body shells in Aytr - La Rochelle
(France). The uprights and the stringers are welded together in a latticework structure. / France /
(France). Installation of the assembly jig to solder together one end-wall unit. The sidewalls of the
(France). After being machined, the sidewalls of the passengers' carriage are set up. Specific tools, called
(France). The sidewalls and the end-wall units are set up in a jig. The principle of the TGV is the
(France). Installation of the floor. The carriage is divided into two parts in its length. Thanks to these two
632-03: ALSTOM's production site for the TGV engines in Ornans (France). The copper bars are worked according to the stator dimensions. They are then wound with insulating tape which constitutes a sheath of
insulation like the electric wires. Roland Tirode, winder, assemble the 63 coils in the notches of the stator. It will take 280 working hours to manufacture an engine. The 25000 volts necessary for the power of the motor,
collected by the catenaries, are partly transformed into 220 volts to supply the travellers equipments. The transformer regulates the tension and transforms the current to the European countries standards.
(France). Two welders assemble the chassis with the sideswalls. The Duplex TGV was the subject of
(France). Two welders assemble the chassis with the sideswalls. The Duplex TGV was the subject of
(France). Installation of the roof. This operation requires three people because positioning must be
(France). Installation of the roof. This operation requires three people because positioning must be perfect.
(France). The hall of boilermaking industry. The site of Aytr-la-Rochelle extends on 23 hectares including
(France). The checker of manufacture, Marcel Hurtaud, measures flatnesses, dimensions in height and
(France). The body shell is granulated with aluminium filings as well inside as outside. The hall of
(France). The finished undercoat will be sanding down and the possible defects of surface are retouched.
632-12: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). Installation of the roof. This operation requires three people because positioning must be perfect. The roof is then welded by two
robots.
(France). The finished undercoat will be sanding down and the possible defects of surface are retouched.
(France). The finish-up paints require a great practice on behalf of the technicians. Each color is applied in
(France). Paper is removed with infinite precautions. Tons of paper are used each month. The carriage is
(France). The jobs that dominate in this workshop are the wall-to-wall or the fitted carpet layer and the
632-09: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). Two welders assemble the chassis with the sideswalls. The Duplex TGV was the subject of studies to improve the comfort of the
passengers. Thanks to the use of aluminium structures the two levels body shells have a same mass as the one level TGV in order to respect the load of 17 tons per axle. New trials were performed lately and when the
control monitor showed that the cruising speed reached 360,6 km/h there were no disturbance or discomfort for passengers at all.
(France). In the sanitary engineering room, Mr Guinamant assembles the underfloor space of the toilet.
(France). Messrs Bonnet (1st plan) and Bonvini install picture window of 80 kg. A carriage counts 10 of
(France). The interior trim of the bar is carried out by Messrs Regnier (with glasses) and Baraud. / France
(France). The interior trim of the bar is carried out by Messrs Regnier (with glasses) and Baraud. / France
632-21: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). In the sanitary engineering room, Mr Guinamant assembles the underfloor space of the toilet.
(France).Gluing is carried out very early in the morning before the arrival of the workers because the
(France). Preparing of the roof at the lower level. / France /
(France). Installation of the seats. / France /
(France). The electrical unit. The wiring of each carriage represents kilometers of cables to be assembled
632-20: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). The jobs that dominate in this workshop are the wall-to-wall or the fitted carpet layer and the electricians. The lower level of the
restaurant car is cabled by Mr Fays. This level will receive all the equipment to run the restaurant.
(France). The operators fix the terminal spade tag at all wires. / France /
TGV, a train out of ordinary / 632-30: The operators fix the terminal spade tag at all wires. / France /
TGV, a train out of ordinary / 632-31: The operators fix the terminal spade tag at all wires. / France /
(France). It will take three days for Mr. Claude Lvque to check the thousands of electric points of the
632-28: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). The electrical unit. The wiring of each carriage represents kilometers of cables to be assembled in bundle. This tedious work from
now on is facilitated thanks to sophisticated means. The operator, while pressing on a pedal, visualizes on a panel by the means of a laser the way that the cables must follow. Some bundles count up to 1400 wires.
(France). Alstom equipped its site in Aytr with units of tests as this climatic room in which the maximum
(France). Alstom equipped its site in Aytr with units of tests as this climatic room in which the maximum
(France). The carriage is set down onto the bogies when its is completely equipped. The development of
(France). Ultimate checks are carried out when the train is complete like that of watertightness. The train
632-29: ALSTOM's production site for the body shells in Aytr - La Rochelle (France). The operators fix the terminal spade tag at all wires.
TGV, a train out of ordinary / 632-37: ALSTOM motor production site in Belfort (France). The interior of the
TGV's front: the resin careenage are checked before the assembly. The sound insulation answers criteria
TGV, a train out of ordinary / 632-38: ALSTOM motor production site in Belfort (France). Mr Domenica
Villiseck connects the radio operator coupler in the
TGV, a train out of ordinary / 632-39: ALSTOM motor production site in Belfort (France). Mrs Christine
Sinquel and Mr Eric Gibo, supervisors, carry out a
TGV, a train out of ordinary / 632-40: ALSTOM motor production site in Belfort (France). The study by the
digital simulation of the aerodynamic phenomena and pressures is necessary because the increasing
632-39: ALSTOM motor production site in Belfort (France). Mrs Christine Sinquel and Mr Eric Gibo, supervisors, carry out a
complete control of all the equipment of the cockpit.
TGV, a train out of ordinary.

Very high speed coming up
In a couple of month, the high speed train TGV is going to beat its own
world speed record 26 years after the first launch. Since 17 years the
French TGV holds the world record with 515 km/h. The articulated duplex
trainset will complete a trial run to tempt to reach between 550 km/h and
570 km/h. The goal is to check the performance of the material and
equipment at the limit of their capacity. Afterwards the commercial operating
will be 362 km/h without any disturbance or discomfort for passengers. For
some months now, technicians have been testing and validating the
qualities of the rolling stock and infrastructure under real-life conditions
using the trainset, which is fitted with a range of measuring equipment. This
has allowed them to fine tune its settings to ensure that the train will perform
perfectly from the moment it is brought into commercial service on the line,
in June 2007. This coming record should consolidate the TGV in its position
of the traditional fastest train of the world.
In the perspective of this event we want to show you how such a train is
manufactured.
Captions.
ALSTOM's production site for the TGV
engines in Ornans (France)
1 and 2) It's in the production site of
Ornans (France) that the electric motors of
the high-speed trains (TGV) are
manufactured. Mohamed Mahla, fitter,
controls the tricky descent of the rotor of
730 kg into the stator. The total mass of
the engine is 1515 kg. The staff of the
SNCF
(French
National
Railway
Company) calls it commonly "Marignan" in
reference to King's Franois the First
famous battle of 1515. It develops 1100
K/W
what
corresponds
to
1494
horsepower. In 1981 the world speed
record of 380 km/h on rail, was beaten
with the first TGV. On the base of this
gained experience and thanks to many
innovations (the TGV counts from now on
8 engines per train) a new world record
was beaten in 1990, with 515,3 km/h. In
spring 2007, new TGV trials attempt to
exceed 550 km/h.
3) The copper bars are worked according
to the stator dimensions. They are then
wound with insulating tape which
constitutes a sheath of insulation like the
electric wires. Roland Tirode, winder,
assemble the 63 coils in the notches of
the stator. It will take 280 working hours to
manufacture an engine. The 25000 volts
necessary for the power of the motor,
collected by the catenaries, are partly
transformed into 220 volts to supply the
travellers equipments. The transformer
regulates the tension and transforms the
current to the European countries
standards.
ALSTOM's production site for the body

shells in Aytr - La Rochelle (France)
4) The uprights and the stringers are
welded together in a latticework structure.
5) Installation of the assembly jig to solder
together one end-wall unit. The sidewalls
of the passenger's carriage and the bar
carriage are machined on a 56 tons'
milling machine with numerical control.
6) After being machined, the sidewalls of
the passengers' carriage are set up.
Specific tools, called "the cathedral", were
created to assemble all the parts of the
carriage. The industrial engineering is
characterized by small units of production
which serve the assembly line in
continuous flow.
the use of aluminium structures the two

levels body shells have a same mass as
the one level TGV in order to respect the
load of 17 tons per axle. New trials were
performed lately and when the control
monitor showed that the cruising speed
reached 360,6 km/h there were no
disturbance or discomfort for passengers
at all.
11 and 12) Installation of the roof. This
operation requires three people because
positioning must be perfect. The roof is
then welded by two robots.
13) The hall of boilermaking industry. The
site of Aytr-la-Rochelle extends on 23
hectares including 11 hectares of
industrial buildings. 1200 people work
there.
7) The sidewalls and the end-wall units

are set up in a jig. The principle of the
TGV is the articulated trainset. The benefit
of the articulated trainset (a bogie for two
carriages) made it possible to control
physical constraints and to improve
comfort and security of the travellers. The
two sides, the end-walls and the chassis
are maintained in the cathedral (assembly
jig, see 6). Welding begins after cleaning
with grease-remover and having sanding
down all the joined units. The fitting of the
levels is carried out with a theodolite.
14) The checker of manufacture, Marcel

Hurtaud, measures flatnesses, dimensions
in height and width of a carriage's end
wall.
8) Installation of the floor. The carriage is

divided into two parts in its length. Thanks
to these two levels the Duplex TGV can
transport under the same conditions of
comfort, safety and speed 40% of
passengers more.
16 and 17) The finished undercoat will be

sanding down and the possible defects of
surface are retouched. The carriage is
ready to receive the finish-up paint.
9 and 10) Two welders assemble the

chassis with the sideswalls. The Duplex
TGV was the subject of studies to improve
the comfort of the passengers. Thanks to
15) The body shell is granulated with

aluminium filings as well inside as outside.
The hall of granulation is closed
hermetically and the workmen wears a
protection helmet provided with respiratory
assistance. This operation allows an
optimal adherence of the first coat of
paint.
18) The finish-up paints require a great

practice on behalf of the technicians. Each
color is applied in one way, without
stopping and any rupture in the
movement. The part which are not paint in
the same color are masked with wide
band of papers.
19) Paper is removed with infinite
precautions. Tons of paper are used
each month. The carriage is ready to
receive the two layers of varnish. The
interior is painted with a layer of
protection, except the lower part of the
floor on which the fitted carpet will be
fixed.
20) The jobs that dominate in this
workshop are the wall-to-wall or the fitted
carpet layer and the electricians. The
lower level of the restaurant car is cabled
by Mr Fays. This level will receive all the
equipment to run the restaurant.
21) In the sanitary engineering room, Mr
Guinamant assembles the
underfloor space of the toilet.
22) Messrs Bonnet (1st plan) and Bonvini

install picture window of 80 kg. A carriage
counts 10 of them. They are conceived to
limit considerably the unpleasant effects of
interior pressurization due to the waves of
pressure during the crossing with a train
coming in opposite direction or when it
enters in a tunnel and also to increase the
sound insulation.
23 and 24) The interior trim of the bar is
carried out by Messrs Regnier (with
glasses) and Baraud.
25) Gluing is carried out very early in the
morning before the arrival of the workers
because the volatile compouds are highly
toxic.
26) Preparing of the roof at the lower
level.
27) Installation of the seats.

28) The electrical unit. The wiring of each
carriage represents kilometers of cables to
be assembled in bundle. This tedious work
from now on is facilitated thanks to
sophisticated means. The operator, while
pressing on a pedal, visualizes on a panel
by the means of a laser the way that the
cables must follow. Some bundles count
up to 1400 wires.
29 to 31) The operators fix the terminal
spade tag at all wires.
32) It will take three days for Mr. Claude
Lvque to check the thousands of
electric points of the high and low-voltage
cupboards of
which each carriage is equipped.
33 and 34) Alstom equipped its site in
Aytr with units of tests as this climatic
room in which the maximum temperature
can reach 50 C that corresponds roughly
to the conditions of a train staying out in
the sun. Air-conditioning is then controlled:
inside the car are placed heating diffusers
(34) which represent the quantity of heat
emitted by the human bodies. The heating
of the car is also checked. The room is
then plunged in a temperature of minus
20 C.
35) The carriage is set down onto the
bogies when its is completely equipped.
The development of the articulated
trainset (namely a bogie
between two carriages), assures a rigid
connection between the bodyshells. Less
bogies for the train decreases the mass,
the noise of bearing and running. No
bogies below passengers allow a better

soundproofing and a much higher
vibratory insulation for them. This concept
allows also a high dynamic stability at high
speed. The increase speed generates
constraints where braking is the principal.
The checking of these systems is
particularly severe. It is carried out first
once in units on the production site then
one second time in real condition on a site
of dedicated test.
36) Ultimate checks are carried out when
the train is complete like that of
watertightness. The train geos under a
small footbridge which pulverizes water
under 4 bars of pressure in particular to
the articulated parts, while a technician
inside
control
of
possible
water
streamings.
ALSTOM motor production site in Belfort
(France)
37) The interior of the TGV's front: the
resin careenage are checked before the
assembly. The sound insulation answers
criteria of comfort for travellers but is also
an essential factor in the cockpit. The
decrease of noise in it takes part for a
better concentration of the pilote
especially for the TGV of last generation
which speed reaches 320 km/h and soon
360 Km/h.
38) Mr Domenica Villiseck connects the
radio operator coupler in the
cockpit.
39) Mrs Christine Sinquel and Mr Eric
Gibo, supervisors, carry out a
complete control of all the equipment of
the cockpit.
40) The study by the digital simulation of
the
aerodynamic
phenomena
and
pressures is necessary because the

increasing speed (soon 360 km/h in
commercial transport). Visualization of the
flow of air around the cabin of the TGV at
a speed of 300 km/h. The blue color in
front is equal to zero km/h whereas the
pink on the sides and the top corresponds
to 300 km/h. On the ground the waves of
pressure are materialized (overpressure in
front and depression in the back). Other
digital simulations could carry out like the
crash of TGV at a speed of 110 km/h on a
lorry of 15 tons. A structure in honeycomb
absorbs the totality of the shock without
other consequences for the passengers
and without the train leave the rails.

TGV, A Train Out of Ordinary... Very High Speed: It's Now!!: Photos and Text ©patrick Landmann/Lightmediation

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TGV, A Train Out of Ordinary... Very High Speed: It's Now!!: Photos and Text ©patrick Landmann/Lightmediation

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Yesterday, Tuesday 13 of February, in

great secret, the high speed train TGV

TGV, a train out of ordinary...very high speed: It's now!!

TGV, a train out of ordinary.

ALSTOM's production site for the body

the use of aluminium structures the two

7) The sidewalls and the end-wall units

14) The checker of manufacture, Marcel

8) Installation of the floor. The carriage is

16 and 17) The finished undercoat will be

9 and 10) Two welders assemble the

15) The body shell is granulated with

18) The finish-up paints require a great

22) Messrs Bonnet (1st plan) and Bonvini

27) Installation of the seats.

bogies below passengers allow a better

pressures is necessary because the

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