275:
604:, riding on the rails, forces the stones underneath the sleepers. Each pass of this machine can raise the level of the track by 8 cm (3 in), so several passes of ballasting and of the machine are needed to build up a layer of ballast at least 32 cm (1 ft) thick under the sleepers. The ballast is also piled on each side of the track for lateral stability. The machine performs the initial alignment of the track. Next, a
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22:
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underneath the gantry cranes. The cranes remove the panels of temporary track, and stack them onto the empty half of the sleeper train. Next, they pick up sets of 30 LGV sleepers, pre-arranged with the proper spacing (60 cm, or 24 in), using a special fixture. The sleepers are laid on the gravel bed where the panel track was. The sleeper train leaves the worksite loaded with sections of panel track.
243:
624:
Now that the first track is almost complete, work begins on the adjacent track. This time, however, it is not necessary to lay a temporary track. Trains running on the first track bring the sleepers, and then the rail, which is unloaded directly onto the sleepers by dispensing arms that swing out to
258:
on 27 September 1981. Contrary to its earlier fast services, SNCF intended TGV service for all types of passengers, with the same initial ticket price as trains on the parallel conventional line. To counteract the popular misconception that the TGV would be a premium service for business travellers,
465:
For the next step, a gantry crane is used again. This time, however, the crane rides on the two rails that were just laid alongside the temporary track. A train of flatcars, half loaded with LGV sleepers, arrives at the site. It is pushed by a special diesel locomotive, which is low enough to fit
167:
It is similar to the building of standard railway lines, but there are differences. In particular, construction process is more precise in order for the track to be suitable for regular use at 300 km/h (186 mph). The quality of construction was put to the test in particular during the
632:
masts need to be erected, and the wire strung on them. Once the catenary is complete, the track is given final alignment adjustments down to millimeter tolerances. The ballast is then blown to remove smaller gravel fragments and dust, which might be kicked up by trains. This step is especially
485:
is used to lift the rails onto their final position on the sleepers. This machine rides on the rails just like the gantry cranes, but can also support itself directly on a sleeper. By doing this, it can lift the rails, and shift them inwards over the ends of the sleepers, to the proper
569:, a weld shear and a grinder. When the thermite welding process is complete, the weld is ground to the profile of the rail, resulting in a seamless join between rail sections. Stress in the rail due to temperature variations is absorbed without
176:; the track was used at over 500 km/h (310 mph) without suffering significant damage. This contrasts with previous French world rail speed record (326/331 km/h in 1955) attempts which resulted in severe deformation of the track.
637:
trains are tested on the line at gradually increasing speeds. The track is qualified at speeds slightly higher than will be used in everyday operations (typically 350 km/h, or 210 mph), before being opened to commercial service.
437:
unloads the rail sections and places them on each side of the temporary track, approximately 3.5 m (12 ft) apart. This operation is usually carried out at night, for thermal reasons. The rail itself is standard
259:
SNCF started a major publicity campaign focusing on the speed, frequency, reservation policy, normal price, and broad accessibility of the service. This commitment to a democratised TGV service was enhanced in the
429:
of this first track. The rail comes from the factory in lengths varying from 200 m (660 ft) to 400 m (1310 ft). Such long pieces of rail are just laid across several
207:
39:
263:
era with the promotional slogan "Progress means nothing unless it is shared by all". The TGV was considerably faster (in terms of door to door travel time) than normal trains,
367:. TGV tracklaying then proceeds. The tracklaying process is not particularly specialized to high-speed lines; the same general technique is applicable to any track that uses
853:
348:
on each side of the trackbed, are constructed. Supply bases are established near the end of the high-speed tracks, where crews will form work trains to carry rail,
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pulled by diesel locomotives. Handling this train is challenging, since the ballast must be spread evenly. If the train stops, ballast can pile over the rails and
86:
58:
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65:
403:
track. These are laid roughly in the location where one of the tracks will be built (all LGVs have two tracks). Each panel is 18 metres (60
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371:. The steps outlined below are used around the world in modern tracklaying. TGV track, however, conforms to stringent requirements on materials,
72:
396:
54:
1002:
776:
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696:
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1054:
79:
843:
473:, 2.4 m (7 ft 10 in.) wide, and weigh 245 kg (540 lb) each. They are equipped with hardware for
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the proper alignment. The Nabla fasteners are secured, and the ballast is stuffed under the track as before.
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303:
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in the rail after it is joined into one continuous piece do not exceed certain limits, resulting in
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machine shakes the track to perform the final tamping, effectively simulating the passing of 2,500
376:
200:
32:
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Before the rail is joined, its length must be adjusted very accurately. This ensures that the
260:
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609:
404:
309:
477:, and a 9 mm (3/8 in.) rubber pad. (Rubber pads are always used under the rail on
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901:
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The two tracks are now essentially complete, but the work on the line is not finished. The
8:
930:
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321:
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important on high-speed tracks, since the blast of a passing train is strong. Finally,
562:
161:
121:
This article was originally based on material from TGVweb, which is licensed under the
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896:
761:
969:
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672:
On The Fast Track: French
Railway Modernisation and the Origins of the TGV, 1944–1983
657:
On The Fast Track: French
Railway Modernisation and the Origins of the TGV, 1944–1983
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422:
337:
756:
308:, or LGV) begins with earthmoving. The trackbed is carved into the landscape, using
271:. The trains became widely popular, the public welcoming fast and practical travel.
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447:
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425:) can bring in the sections of continuous welded rail that will be used for the
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494:). It then lowers them onto the rubber sleeper cushions, and workers use a
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214: in this section. Unsourced material may be challenged and removed.
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The sleepers, sometimes known as bi-bloc sleepers, are U41 twin block
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433:; they are very flexible, so this does not pose a problem. A special
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trains are to run, is prepared for their use, involving carving the
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too quickly. Thermite is better suited to this job. It is a mix of
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A first layer of ballast is dumped directly onto the track, and a
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underneath the new track. The ballast arrives in a train of
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is used at this stage, since the panel track is temporary.
408:
364:
255:
546:, and a great deal of heat, making it ideal to weld rail.
498:
machine to bolt down the Nabla clips with a predetermined
359:
is spread on the trackbed. This, after being compacted by
634:
566:
561:(in cold weather). The joining operation is performed by
145:
522:(using some type of flame) does not work well on large
421:
Once the panel track is laid, a work train (pulled by
250:
The first high-speed railway line outside of Japan,
608:distributes the ballast evenly. Finally, a dynamic
156:. This construction technique is used both for the
46:. Unsourced material may be challenged and removed.
585:The next step consists of stuffing a deep bed of
363:, provides an adequate surface for vehicles with
55:"High-speed railway track construction in France"
1041:
324:. All fixed structures are built; these include
514:The sections of rail are welded together using
663:
648:
711:
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538:(iron oxide) powder, which reacts to produce
135:
704:
690:
162:other TGV-based networks outside of France
619:
509:
297:
254:, opened to the public between Paris and
230:Learn how and when to remove this message
106:Learn how and when to remove this message
526:pieces such as rails, since the heat is
281:
273:
241:
278:TGV in Europe's high speed rail system.
1042:
565:process which is equipped with a rail
481:sleepers, to avoid cracking). Next, a
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352:and other supplies to the work site.
132:High-speed railway track construction
212:adding citations to reliable sources
183:
44:adding citations to reliable sources
15:
669:
654:
382:
344:facilities, most notably the large
13:
14:
1081:
580:
602:tamping-lining-levelling machine
188:
20:
573:, except near bridges where an
442:section, 60 kg/m (40
302:The work on a high-speed line (
199:needs additional citations for
31:needs additional citations for
844:LGV Provence-Alpes-CĂ´te d'Azur
506:inward at a slope of 1 in 20.
1:
1050:Rail infrastructure in France
732:LGV Bretagne-Pays de la Loire
641:
246:French TGV network as of 2019
1055:Maintenance of way equipment
7:
863:Operators and rolling stock
475:Nabla RNTC spring fasteners
10:
1086:
807:Planned or projected lines
395:tires is used to lay down
179:
117:
1060:High-speed rail in France
1029:Transmission Voie-Machine
1011:
981:Adjacent high-speed lines
980:
862:
829:Paris – Normandy new line
824:LGV Montpellier–Perpignan
806:
790:
772:LGV Sud Europe Atlantique
719:
713:High-speed rail in France
454:per square millimetre or
387:To begin laying track, a
355:Next, a layer of compact
137:Lignes Ă Grandes Vitesses
134:is the process by which
791:Line under construction
777:LGV Perpignan–Barcelona
142:high-speed railway line
1024:TGV track construction
819:LGV Interconnexion Sud
742:LGV Interconnexion Est
620:Finishing construction
510:Joining track sections
496:pneumatically operated
369:continuous welded rail
305:ligne Ă grande vitesse
298:Preparing the trackbed
294:
279:
247:
170:TGV world speed record
144:"), the land on which
136:
854:LGV Toulouse–Narbonne
849:LGV Bordeaux–Toulouse
782:LGV Nîmes–Montpellier
407:) long, and rests on
285:
277:
245:
839:LGV Poitiers–Limoges
557:(in hot weather) or
208:improve this article
40:improve this article
1003:Perpignan–Barcelona
659:. pp. 209–210.
577:is sometimes used.
571:longitudinal strain
471:reinforced concrete
814:LGV Bordeaux–Spain
423:diesel locomotives
295:
280:
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158:French TGV network
1065:Rail technologies
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970:Frecciarossa 1000
965:Trenitalia France
606:ballast regulator
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747:LGV Méditerranée
720:Lines in service
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670:Meunier, Jacob.
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655:Meunier, Jacob.
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563:thermite welding
551:thermal stresses
502:. The rails are
448:tensile strength
383:Laying the track
340:, and the like.
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575:expansion joint
518:. Conventional
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581:Adding ballast
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492:standard gauge
458:(116,000
391:that rides on
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174:LGV Atlantique
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1070:Permanent way
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446:/ft), with a
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401:prefabricated
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140:(LGV, litt. "
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57: –
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51:Find sources:
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41:
35:
34:
29:This article
27:
23:
18:
17:
1019:TGV stations
988:High Speed 1
834:LGV Picardie
674:. p. 7.
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450:of 800
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338:game tunnels
304:
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292:Gare de Lyon
290:trainset at
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220:January 2010
217:
206:Please help
201:verification
198:
172:runs on the
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131:
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102:
93:
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69:
62:
50:
38:Please help
33:verification
30:
767:LGV Sud-Est
591:hopper cars
534:powder and
456:megapascals
252:LGV Sud-Est
1044:Categories
946:TGV RĂ©seau
936:TGV Duplex
642:References
377:tolerances
373:dimensions
320:and other
318:bulldozers
269:aeroplanes
261:Mitterrand
96:March 2016
66:newspapers
953:TGV Lyria
559:fractures
532:aluminium
150:track bed
902:TGV PBKA
882:Eurostar
752:LGV Nord
630:catenary
610:vibrator
516:thermite
479:concrete
431:flatcars
412:sleepers
350:sleepers
342:Drainage
334:culverts
330:flyovers
310:scrapers
958:TGV 2N2
941:TGV POS
926:TGV 2N2
897:TGV PBA
737:LGV Est
587:ballast
520:welding
452:newtons
416:ballast
361:rollers
346:ditches
326:bridges
314:graders
180:Service
80:scholar
595:derail
504:canted
500:torque
409:wooden
397:panels
393:rubber
357:gravel
288:Duplex
82:
75:
68:
61:
53:
1012:Other
998:HSL 1
990:(via
909:Renfe
614:axles
524:metal
488:gauge
435:crane
414:. No
365:tyres
267:, or
154:track
87:JSTOR
73:books
597:it.
540:iron
536:rust
405:feet
375:and
265:cars
256:Lyon
160:and
123:GFDL
59:news
635:TGV
567:saw
462:).
460:psi
440:UIC
399:of
210:by
146:TGV
42:by
1046::
616:.
542:,
444:lb
379:.
336:,
332:,
328:,
316:,
312:,
286:A
164:.
994:)
705:e
698:t
691:v
490:(
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227:(
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218:(
204:.
125:.
109:)
103:(
98:)
94:(
84:·
77:·
70:·
63:·
36:.
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