171:
376:-like disturbance that travels down the wire at a speed determined by the tension in the wire and its mass per unit length. As a train approaches this critical speed, the pantograph catches up with the disturbance, causing dangerously large vertical displacements of the wire and contact interruptions. The maximum speed of the train is then limited by the critical speed of the overhead line. This problem was central to the test runs, as it was desired to test the 325 set at speeds well above the critical speed of the standard TGV catenary. There were two solutions: increase the tension in the wire or reduce its mass per unit length.
440:
731:
467:, 24049 and 24050, were defined as leading and trailing units, respectively. On the roof of lead unit 24049, the pantographs were removed and the roof fairing extended over the opening; the same was done to the 1500 V DC pantograph on trailing unit 24050. Only one pantograph was to be used at high speed: the stock Faiveley GPU unit remaining on unit 24050. As in normal TGV running, the lead unit was to be fed power from the trailing unit through the roof line running the length of the train. Further improvements, such as
898:
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14 February, the three remaining trailers underwent further modifications. The 25 kV roof supply line to feed the lead unit was replaced by a single cable; this allowed the removal of the insulators supporting the line over the space between trailers, which protruded in the air stream. Rubber membranes were installed to cover the gaps between the trailers, and the Y237B trucks were jacked by 40 mm (1.5 in).
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accumulated 337 km (209 mi) at speeds exceeding 400 km/h (249 mph). More high-speed runs were made after this record, investigating effects such as the crossing of two trains with a closing velocity of 777.7 km/h (483 mph). With favorable results indicating that higher speeds were safe, the decision was made to further modify trainset 325 for speeds near 500 km/h (311 mph).
79:
25:
925:) instead of the 9.3 MW on a standard TGV POS. This unusual composition was used to obtain high-speed test data on disparate technical elements including the new asynchronous traction motors on the POS power cars, the lightweight synchronous permanent magnet traction motors on the AGV bogies, the actively controlled
664:
On 6 February, the trailers were jacked up and trailer R6 was removed. This brought 325 to the minimum possible consist, since the bar trailer R4 functions as the "keystone" of the articulated design of the TGV. 325 now weighed in at 250 t and measured 106 m (348 ft) nose to tail. From 7 to
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and accelerated for 15 minutes, achieving a top speed of 515.3 km/h (320.3 mph) at the bottom of the hill at kilometer post 166.8. At the conclusion of the test campaign, the train had reached top speeds in excess of 500 km/h on nine separate occasions, including the world speed
222:
The record runs took place in two separate campaigns, separated by a period of modifications to trainset 325. For each day of testing, the 325 was towed to the test site by TGV Atlantique trainset 308 because its 1500 V DC systems had been removed, preventing operations near Paris. Trainset 308
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On 1 February 1990 at 15:30, 325 returned to the Châtillon shops for the long term. At this time, 325 had set a world record at 482.4 km/h (299.8 mph). Technicians had a 1 March deadline to perform further modifications designed to make possible further data collection and a 500 km/h
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for interaction of the pantograph with the catenary contact wire, and shed light on the very sensitive dynamics. Very large vertical wire excursion (over 30 cm, or 1 foot) had been observed in the 1981 tests, and were blamed on the pantograph catching up with the travelling wave it set up
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between 15 January 2007 and 15 April 2007. Following a series of increasingly high-speed runs, the official speed record attempt took place on 3 April 2007. The top speed of 574.8 km/h (159.7 m/s, 357.2 mph) was reached at kilometer point 191 near the village of Le Chemin, between
706:
of the rear power car and damaged many low voltage circuits. The damage was found to require nearly a month of repairs, primarily because a new transformer able to sustain the high power loads had to be prepared. The 325 returned to testing on 4 May 1990 and exceeded the 5 December record on its
660:
workshops in eastern France for fitting with even larger 1090 mm (43 in) wheels. The lead axle on 24049 was fitted with strain gauges, and returned to Châtillon 8 days after the other axles on 22 February. Initially, the second axle on 24049 had also been scheduled to be fitted with
936:
and provided a 15% reduction in drag from the standard configuration. These improvements included a front air dam, roof fairings over the pantograph openings, membranes to cover the space between the cars, and a flush-mounted windshield. Over 600 sensors were fitted on various parts of both the
772:
The 515.3 km/h speed record of 1990 was unofficially broken multiple times during the test campaign that preceded and followed the certified record attempt, the first time on 13 February 2007 with a speed of 554.3 km/h, and the last time on 15 April 2007 with a speed of 542.9 km/h.
607:
Many of the modifications listed above, including the synchronous traction motors, were tested at speeds over 400 km/h on TGV Sud-Est trainset 88. In one high-speed test, technicians attempted to provoke a truck into unstable oscillation by drastically reducing the yaw damping, but failed to
288:
trainset number 325 (25th of 105 in the
Atlantique series) was arbitrarily chosen to be the starting point of the modifications. There was nothing special about this trainset, and it was returned to its intended state after the test program to enter revenue service. Today, the only distinguishing
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On 27 February 1990, after the trainset was coupled together, 325 rolled out from the Châtillon shops for the second time, 2 days ahead of schedule. This time, 2000 hours of shop labour were required to accomplish the changes. The second campaign of testing, culminating in the standing
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station were passed at 502 km/h (312 mph). Instability of the contact dynamics between the pantograph and catenary caused trouble during the next several days, although intermittent runs achieved speeds above 500 km/h. Following the resolution of this problem, the final record
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and then sending technicians onto the roof. After a series of increasingly fast runs, the first official speed record of 482.4 km/h (299.8 mph) was set at kilometer point 166 on 5 December 1989, with engineer Michel
Boiteau at the controls. At the end of this run, trainset 325 had
455:. The resulting train consisted of: power car TGV24049, Trailer R1 TGVR241325, Trailer R4 TGVR244325, Trailer R6 TGVR246325, Trailer R10 TGVR240325 and power car TGV24050. Train length was down to 125 m (381 ft.) from 237 m (777 ft) and weight was down to 300 t from 490 t.
949:
Between 15 January 2007 and 15 April 2007, the V150 train traveled at 500 km/h and above for a cumulative distance of 728 km. For each high-speed run, another TGV performed a sweep of the track before the V150 train was cleared to start. This sweep was performed at a sustained
426:
At kilometre 166, catenary masts were equipped with sensors to measure the displacement of the wire. During the 18 May 1990 record at 515.3 km/h (320.3 mph), vertical displacements of almost 30 cm (1 ft) were recorded, within 1 or 2 cm of the predictions made by
410:
alloy wire was considered, but dismissed on the grounds of time and cost. The critical speed of the test track catenary was then to be increased solely by increasing the tension in the wire. For the test runs, the usual tension of 20 kN (4,500 lbf) was increased to 28 kN
622:
shops and set out for the test tracks for its first test run. Technicians at Châtillon put 4500 hours of work into the modifications, which was impressive when one considers that their first priority was the routine maintenance of the TGV Atlantique trainsets in revenue service.
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in the earlier testing. On the power cars, sheet metal shields were added over the trucks, and the front airdam was extended downwards by 10 cm (4 in) to compensate for the larger wheels. Finally, a removable spoiler was installed on the nose of trailing unit 24050.
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tubing, which (Faiveley claims) reduces the pantograph's sensitivity to random variations in environmental factors. The only modifications to the GPU pantograph were an increase in the stiffness of the pneumatic dampers, and a reduced total aerodynamic lift of the structure.
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strain gauges, but the 1 March deadline did not allow enough time. To accommodate the bigger wheels, special brake pads had to be manufactured for the brake shoes on 24049 and 24050. With 15 mm (5/8 in) of thickness, only two emergency stops were guaranteed.
283:
The basic purpose of the test program was to push the envelope of the TGV system, and to characterize its behavior at very high speeds. With this in mind, it only made sense to start with a stock TGV trainset and to modify it as little as possible. Brand new
684:
reduction in drag. In the previous round of testing, the atmospheric drag force had reached 88 kN at a speed of 460 km/h (286 mph). On the new version of 325, this magnitude of drag was not expected before 500 km/h (311 mph).
561:
were stiffened, and doubled up on each side for a total of four yaw dampers on each truck, for redundancy in case of a high-speed failure. As a result of earlier testing and computer simulations, transverse dampers were stiffened on the power trucks.
330:
The Tours branch of the line was tested by special computerized
Maintenance of Way equipment manufactured by GEISMAR, from the Track Research department of SNCF. Just as on all TGV lines, the rails were aligned to 1 mm (0.039 in)
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The aerodynamics of a TGV Atlantique are already quite good, and improvements were few. It was decided that 325 would have a "front" and "rear" for the high-speed runs, to simplify the modifications. Usually a TGV trainset is
701:
The second campaign, also known as operation TGV 140, took place between 5 March 1990 and 18 May 1990, after the train modifications were complete. On the first high-speed run, an electrical malfunction destroyed the main
305:
of 15 km (9.3 mi) after kilometre 150. These curves were built with larger superelevation than strictly necessary for revenue running at 300 km/h (186 mph). At kilometre 160, the line passes through the
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TGV station). This section of the LGV was chosen for its vertical profile and gentle curves, with favorable downhill segments leading to the highest speeds between kilometer posts 195 and 191, near the border between the
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of 331 km/h (206 mph), also set in France, where the track was seriously damaged after the high-speed runs. Large sections of the track were warped and misshapen, as well as the train's pantograph was melted.
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trainset 4404 in a standard 8-car configuration. The acceleration of the V150 train took place over a distance of 70 km. During certain runs, including the official record run, the V150 train was chased by an
1107:
532:), or double the usual load, on a fairly continuous basis. Extensive tests were conducted on the electrical systems, to establish how far they could be pushed. The resulting ratings ensured that acceptable
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was thus increased to 610 km/h, providing a margin of safety beyond the train's maximum speed. Several measurement stations were installed along the test tracks to monitor stresses in the track and
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first run of the day. The 500 km/h (311 mph) mark was unofficially broken on 9 May 1990, with runs at 506.5 km/h (315 mph) and 510.6 km/h (317.3 mph). The switches in the
1085:
241:
Construction of the dedicated tracks of the LGV Atlantique was officially decided on 25 May 1984. Ground was broken on 15 February 1985. The new line was to stretch from slightly outside the
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feature on 325, as compared to other
Atlantique trainsets, is a blue ribbon painted across the nose, and bronze plaques bolted to the sides of the two power cars to commemorate the event.
301:
siding. It runs past
Courtalain and onto the Tours branch of the line. Between kilometre 135 and kilometre 170, the line was designed with progressively wider curves, reaching a minimum
1431:
451:
In preparation for the first round of testing, modifications began by shortening the train from its usual 10 trailers to only 4 trailers, resulting in a significant increase to its
876:
voltage was increased to 31 kV from the standard 25 kV. The mechanical tension in the wire was increased to 40 kN from the standard 25 kN. The speed of the
1419:
1414:
615:, to process and record test data on vehicle dynamics, overhead contact and dynamics, tractive effort, aerodynamics, interior comfort and noise, and a host of other parameters.
668:
In the gap between power cars and trailers, large airdams were installed. These "snow shields", mounted beneath the couplers, were designed to prevent the formation of a low
253:. The Le Mans branch was opened for 300 km/h (186 mph) revenue service on 20 September 1989, and the Tours branch opened a year later. The two branches separate at
170:
1535:
712:
attempt took place on 18 May 1990, with dignitaries, and journalists joining the usual complement of technicians on board the train. The 325 started its run at 9:51 from
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in the contact wire. For this reason, it was not only necessary to modify the catenary to increase the travelling wave speed, but also to fine-tune the pantograph itself.
1111:
889:, noise, aerodynamic effects, and catenary dynamics. Between kilometer posts 223 and 167, where speeds exceeded 500 km/h, the track was under close surveillance.
509:. Just as with the 1981 test campaign on TGV PSE number 16, 1050 mm (41 in) wheels replaced the stock 920 mm (36 in) wheels under 24049 and 24050.
1898:
307:
343:. In subsequent testing with trainsets 308 and 325, the track was not significantly affected and required only minimal realignment. This was in contrast to the
1733:
1503:
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of the TGV network, a few months before the line was opened to TGV revenue service. Strictly speaking, there were no significant alterations of the track or
264:
In the early stages when operation TGV 117 was still being defined, several criteria were settled upon to focus the preparation of a test train. These were
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1545:
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engines and the cars. The train set ran with larger wheels with a diameter of 1092 mm instead of 920 mm, to limit the rotational speed of the
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TGV stations, where the most favorable profile exists. It reached top speed 12 minutes 40 seconds and 73 km after leaving Prény from a standstill.
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prototype and was commissioned in 1969, to begin testing in 1972. It achieved a top speed of 318 kilometres per hour (198 mph) on 8 December 1972.
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1338:
1550:
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trainset 4402. The train had four more powered axles than trainset 325 used in the 1990 speed record, and had a maximum power output of 19.6
1750:
1508:
1409:
909:
The train used for the speed record was code named V150, and comprised three modified Duplex cars, fitted with two powered bogies similar to the
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The first campaign, also known as operation TGV 117, took place between 30 November 1989 and 1 February 1990. After several runs, problems with
1401:
1318:
1296:
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The suspension on the trailers was jacked up by 20 mm (1 in) by overinflating the secondary suspension air bladders and inserting
1540:
1557:
2004:
1918:
1348:
411:(6,300 lbf) and exceptionally 32 kN (7,200 lbf). For some of the faster runs over 500 km/h (310 mph), the
1755:
1326:
808:
1728:
1353:
1301:
498:, after testing trainset 325 at high speeds with stock traction equipment. The new traction ratio was achieved by changing the
1459:
216:
99:
1923:
1386:
1256:
1570:
1286:
1024:
972:
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653:. This second round of modifications was intended to take direct advantage of the experience gained in the first round.
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65:
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for testing purposes. However, some sections of the line's profile had been planned since 1982 (shortly after the
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The pantograph used on 325 was the stock
Faiveley GPU. The wiper assembly on this pantograph weighs under 8
138:
988:
910:
1281:
1157:
1004:
812:
1944:
1675:
1391:
1381:
856:
766:
399:
with a cross-section of 150 mm (0.23 in). The cross-section of the contact wire is circular with a
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was standard TGV style, without any modifications. The only changes were in the tuning. In general, when a
322:. This is the area where the highest speeds were expected, and most of the activity was concentrated there.
261:
good for 220 km/h (137 mph) in the diverging route direct trains towards either Le Mans or Tours.
215:, were carried out by SNCF from November 1989 to May 1990. The culmination of these test programs was a new
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47:
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on 24049 and 24050 could not be allowed to rotate too fast, because of limitations in the switching
1613:
797:
499:
117:
The current world speed record for a commercial train on steel wheels is held by the French TGV at
43:
956:
597:, to provide additional suspension travel and to make up for the larger wheels on the power cars.
1959:
1954:
1880:
1777:
1698:
1488:
1464:
1308:
1246:
801:
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182:(360 km/h, 224 mph), took place on 26 February 1981 shortly before the opening of the
1834:
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1688:
1343:
1261:
1222:
1216:
491:
431:. The critical speed of the catenary for that particular run was 532 km/h (331 mph).
269:
1229:
1184:
929:, and the Duplex bi-level configuration which had never been used in very high-speed trials.
452:
611:
Finally, most of the seating in trailer R1 was removed and the space was transformed into a
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with 150 mm (6 in) travel. The main structure of the pantograph is constructed of
1809:
1772:
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110:, and its industrial partners. The high-speed trials are intended to expand the limits of
8:
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1110:. Deutsche Presse-Agentur (reprinted by Monsters and Critics). 2007-02-14. Archived from
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This article was originally based on material from TGVweb, which is licensed under the
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also performed a sweep of the test track at 350 km/h before each high-speed run.
1981:
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The TGV catenary is strung in 1,200 m (3,900 ft) sections and mechanically
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1086:"Railway Gazette: V150: Power-packed train proves AGV technology in record sprint"
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in both power cars were replaced by larger models, each able to handle 6400
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with a circular cross-section of 65 mm (0.101 in). The contact wire is
353:
258:
111:
95:
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380 km/h, incidentally the peak speed reached in the record of 1981, with
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400:
391:. The masts are spaced at 54 m (177 ft) apart. The messenger wire is
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231:
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191:
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1021:
932:
Aerodynamic improvements, similar to the 1990 record train, were refined in a
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were unmodified items, broken in for 10,000 km in revenue service on the
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The test section itself begins on the common branch, at kilometre 114, at the
1998:
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The brakes on the trailers were tuned to allow a heat dissipation of 24
513:
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The axles on 24049 and 24050 were removed and on 2 February, shipped to the
2009:
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world speed record of 515.3 km/h (320.3 mph) is summed up in the
578:
349:
265:
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of 515.3 km/h (143.1 m/s or 320.3 mph), set on 18 May 1990.
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1166:- TGV’s 357Mph Demo Proves There Are Speed/Maintenance Limitations On HSR
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TGV powerhead 24049 of the world record train set 325 on display at the
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world speed record of
February 1981) to allow very high-speed running.
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The record runs took place on a 140 km section of track 1 on the
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prior to its June 2007 opening. The trials were conducted jointly by
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contact required manual adjustments to be made by first grounding the
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technology, increasing speed and comfort without compromising safety.
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1804:
555:
517:
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per disk instead of the usual 18 MJ, with a total of 20 discs.
1108:"French high-speed TGV breaks world conventional rail-speed record"
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river) and the line crosses the Loir on a 175 m (575 ft)
310:. At kilometre 166, there is a long 2.5% downhill stretch into the
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Operations TGV 117 and TGV 140, referring to target speeds in
851:, usually heading west, between kilometer posts 264 (town of
601:
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membranes covering the gaps between the trailers, and a rear
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prototype, marshalled between a pair of TGV power cars from
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reaching 574 km/h on 3 April 2007 near Le Chemin, France.
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area between the vehicles, which had induced significant
520:) were selected with special regard to quality. The main
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The aerodynamic improvements were supposed to yield a 10
1041:"French Train Hits 357 MPH Breaking World Speed Record"
748:, was a series of high-speed trials carried out on the
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Operation TGV 100, referring to a target speed of 100
1164:
NAMTI's view of the TGV's Speed record's true meaning
475:
on the trailing unit were considered, but abandoned.
415:
in the catenary was increased from the usual 25
352:
were placed in several locations, especially at the
314:
valley (the Loir is a tributary of the better-known
618:On 30 November 1989, trainset 325 emerged from the
565:The 1981 test campaign provided valuable data and
494:at 420 km/h (261 mph) to be the optimal
1996:
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257:, 130 km west of Paris, where movable frog
406:Replacing the copper contact wire by a lighter
1899:Fédération Aéronautique Internationale records
893:Preparation of the train for Operation TGV 150
744:, where 150 again refers to a target speed in
644:Preparation of the train for Operation TGV 140
435:Preparation of the train for Operation TGV 117
1185:
959:airplane to provide data relay and uplink of
901:Part of TGV trainset 4402 displayed near the
226:The test runs took place on a section of the
880:induced in the overhead wire by the train's
46:. There might be a discussion about this on
815:. Unsourced material may be challenged and
536:levels would never be exceeded in testing.
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186:and ended with a speed record of 380
98:for "High-Speed Train") holds a series of
872:was increased to support higher speeds.
835:Learn how and when to remove this message
490:. Technicians had decided upon 4000
359:
66:Learn how and when to remove this message
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729:
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372:passes under the catenary, it creates a
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149:to break speed records between 250–300
1997:
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121:, achieved on 3 April 2007 on the new
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813:adding citations to reliable sources
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325:
276:systems, rail and catenary contact,
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100:land speed records for rail vehicles
18:
973:Land speed record for rail vehicles
339:was blasted to remove small, loose
13:
82:Four TGV records from 1972 to 2007
16:Speed record achieved by TGV train
14:
2021:
1810:Furthest landing on another world
1706:Land vehicle (propulsively-driven
1314:FIBA Basketball World Cup records
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1972:List of longest-living organisms
1820:Furthest travel on another world
1158:Video of the record being broken
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512:To prevent electrical problems,
119:574.8 km/h (357.2 mph)
23:
2005:Land speed record rail vehicles
1135:. BBC News Online. 3 April 2007
581:) and is mounted on a vertical
356:at the end of the Loir bridge.
249:, with a second branch towards
139:gas turbine-electric locomotive
1924:Category on tallest structures
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1100:
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1066:"Official 2007 Record Website"
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1047:. Associated Press. 2007-04-03
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463:and reversible, but 325's two
1:
1382:Athletics record progressions
1022:TGV History and Speed Records
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945:Record run, Operation TGV 150
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697:Record run, Operation TGV 140
627:Record run, Operation TGV 117
1339:Grand Prix motorcycle racing
989:Automotrice Ă grande vitesse
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505:and increasing the wheel
1349:World Rally Championship
868:departments. The track
1960:List of weather records
1955:Extreme points of Earth
1323:Formula One motorsport
1217:Category: World records
735:TGV 4402 operation V150
516:components (especially
345:1955 world speed record
1319:FIFA World Cup records
1302:Twenty20 International
1223:Guinness World Records
1090:www.railwaygazette.com
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762:Réseau Ferré de France
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360:Catenary modifications
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106:, the French national
92:Train Ă Grande Vitesse
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1945:Solar System extremes
1874:Spacecraft population
1840:Deepest ocean vehicle
1536:Major League Baseball
1460:National Rugby League
1297:One Day International
1230:Limca Book of Records
1133:"2007 record attempt"
957:AĂ©rospatiale Corvette
900:
733:
453:power-to-weight ratio
442:
173:
81:
855:) and 120 (near the
809:improve this section
760:, and LGV Est owner
693:of the record runs.
541:wheel-rail interface
429:computer simulations
198:trainset number 16.
137:was an experimental
36:confusing or unclear
1894:Spaceflight records
1825:Closest to the Sun)
1805:Furthest spacecraft
1768:Water-borne vehicle
1594:Indian Super League
1558:Major League Soccer
478:The synchronous AC
308:VendĂ´me TGV station
174:World Record plaque
153:. It was the first
151:kilometres per hour
44:clarify the article
1977:Smallest organisms
1938:Physical phenomena
1919:Tallest structures
1027:2010-12-11 at the
907:
739:
449:
217:world speed record
176:
84:
1992:
1991:
1982:Largest organisms
1950:Extremes on Earth
1929:Superlative trees
1907:
1906:
1835:Highest altitude)
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1725:Production model
1602:
1601:
1160:- DailyMotion.com
991:- TGV Replacement
857:Champagne-Ardenne
845:
844:
837:
777:Track preparation
767:Champagne-Ardenne
746:metres per second
543:was attended to.
423:to 29.5 kV.
326:Track preparation
243:Gare Montparnasse
228:Atlantique branch
213:metres per second
180:metres per second
166:Operation TGV 100
76:
75:
68:
2017:
1864:On another world
1699:Transcontinental
1694:Propeller-driven
1649:
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1641:
1607:National records
1392:National records
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1274:
1271:Sporting records
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1092:. Archived from
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1019:
983:LGV construction
905:after the record
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826:
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71:
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51:
27:
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19:
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1995:
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1988:
1933:
1903:
1885:
1844:
1830:Furthest flight
1815:Furthest humans
1789:
1751:by acceleration
1742:Production car
1734:by acceleration
1670:
1633:
1598:
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1563:Track and field
1469:
1448:
1396:
1387:Olympic records
1368:
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878:transverse wave
841:
830:
824:
821:
806:
790:
779:
728:
723:
699:
651:publicity stunt
649:(313 mph)
646:
629:
567:computer models
480:traction motors
437:
383:by a system of
362:
354:expansion joint
328:
295:
280:, and comfort.
209:
204:
168:
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131:
112:high-speed rail
72:
61:
55:
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41:
28:
24:
17:
12:
11:
5:
2023:
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2007:
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1573:
1571:Regular season
1565:
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1548:
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1484:Regular season
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1359:Figure skating
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1152:External links
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1096:on 2012-02-27.
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870:superelevation
843:
842:
793:
791:
784:
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765:the Meuse and
756:, TGV builder
742:Operation V150
727:
724:
722:
721:Record of 2007
719:
698:
695:
645:
642:
628:
625:
608:achieve this.
583:shock absorber
486:of the supply
436:
433:
389:counterweights
361:
358:
327:
324:
294:
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286:TGV Atlantique
208:
205:
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202:Record of 1990
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161:Record of 1981
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15:
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1402:Weightlifting
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1354:Speed skating
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1209:World records
1206:
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1114:on 2007-02-18
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921:(26,800
920:
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863:
858:
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850:
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804:
803:
799:
794:This section
792:
788:
783:
782:
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768:
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755:
751:
747:
743:
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732:
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557:
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549:
546:
542:
537:
535:
531:
527:
523:
519:
515:
514:semiconductor
510:
508:
504:
501:
497:
493:
489:
485:
481:
476:
474:
470:
466:
462:
456:
454:
446:
445:Cité du Train
441:
432:
430:
424:
422:
418:
414:
409:
404:
402:
398:
394:
390:
386:
382:
377:
375:
371:
367:
357:
355:
351:
350:Strain gauges
346:
342:
338:
334:
323:
321:
317:
313:
309:
304:
300:
290:
287:
281:
279:
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199:
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172:
158:
156:
152:
148:
144:
140:
136:
126:
124:
120:
115:
113:
109:
105:
102:achieved by
101:
97:
93:
89:
80:
70:
67:
59:
49:
48:the talk page
45:
39:
37:
32:This article
30:
21:
20:
1756:Power output
1746:by top speed
1729:by top speed
1711:Wheel-driven
1453:In Australia
1327:constructors
1228:
1221:
1137:. Retrieved
1127:
1116:. Retrieved
1112:the original
1102:
1094:the original
1089:
1080:
1069:. Retrieved
1060:
1049:. Retrieved
1044:
1035:
1017:
1002:
948:
931:
908:
903:Eiffel Tower
846:
831:
822:
807:Please help
795:
771:
740:
700:
687:
679:
667:
663:
655:
647:
630:
617:
610:
606:
599:
592:
572:
564:
538:
522:transformers
511:
500:transmission
477:
457:
450:
425:
405:
403:at the top.
401:dovetail cut
378:
363:
329:
296:
282:
266:aerodynamics
263:
245:in Paris to
240:
225:
221:
210:
177:
132:
118:
116:
91:
85:
62:
53:
42:Please help
33:
1859:Spaceflight
1624:Philippines
1576:Post-season
1489:Post-season
934:wind tunnel
704:transformer
587:cylindrical
552:LGV Sud-Est
528:(8500
488:electronics
447:in Mulhouse
236:TGV Sud-Est
196:TGV Sud-Est
184:LGV Sud-Est
1999:Categories
1968:Organisms
1912:Structures
1721:Motorcycle
1684:Spacecraft
1519:Individual
1504:Individual
1118:2007-02-14
1071:2007-04-03
1051:2007-04-03
996:References
939:powertrain
927:pantograph
882:pantograph
691:chronology
633:pantograph
613:laboratory
539:Next, the
518:thyristors
465:power cars
370:pantograph
335:, and the
333:tolerances
274:electrical
255:Courtalain
190:(236
56:April 2007
38:to readers
1849:Endurance
1778:Submerged
1619:Palestine
1474:In the US
1432:1998–2018
1420:1998–2018
1415:1993–1997
1374:Athletics
796:does not
658:Bischheim
620:Châtillon
577:(18
484:frequency
461:symmetric
381:tensioned
194:) set by
145:built by
141:-powered
1881:Aircraft
1798:Distance
1716:On rails
1689:Aircraft
1629:Thailand
1587:In India
1529:All-Star
1494:All-Star
1364:Swimming
1344:Juggling
1257:Shortest
1247:Heaviest
1045:Fox News
1025:Archived
967:See also
963:images.
874:Catenary
825:May 2013
726:Overview
717:record.
670:pressure
637:catenary
548:bearings
507:diameter
419:50
366:catenary
293:Location
270:traction
232:catenary
207:Overview
143:trainset
1773:Sailing
1763:British
1676:Vehicle
1332:drivers
1309:Cycling
1287:Cricket
1262:Tallest
1201:Records
952:TGV POS
887:ballast
849:LGV Est
817:removed
802:sources
750:LGV Est
714:Dangeau
709:VendĂ´me
559:dampers
503:gearing
473:spoiler
413:voltage
408:cadmium
385:pulleys
337:ballast
299:Dangeau
278:braking
247:Le Mans
135:TGV 001
129:TGV 001
123:LGV Est
108:railway
34:may be
1869:Person
1855:Space
1546:Season
1541:Career
1439:Junior
1252:Oldest
1240:People
1139:25 May
758:Alstom
469:rubber
397:copper
393:bronze
341:gravel
320:bridge
303:radius
259:points
147:Alstom
96:French
1664:Sound
1659:Light
1655:Wave
1645:Speed
1614:Japan
1567:WNBA
1444:Youth
1427:Women
1282:Chess
866:Marne
862:Meuse
853:Prény
595:shims
496:ratio
316:Loire
251:Tours
1551:Game
1524:Team
1515:NHL
1509:Team
1500:NFL
1480:NBA
1292:Test
1141:2010
1005:GFDL
987:AGV
864:and
800:any
798:cite
754:SNCF
674:drag
545:Axle
534:heat
387:and
374:wave
364:The
312:Loir
272:and
188:km/h
133:The
104:SNCF
86:The
2010:TGV
1410:Men
978:TGV
915:POS
911:AGV
811:by
556:Yaw
492:rpm
192:mph
155:TGV
88:TGV
2001::
1088:.
1043:.
941:.
923:hp
919:MW
602:MJ
579:lb
575:kg
554:.
530:hp
526:kW
421:Hz
417:kV
268:,
125:.
94:,
1193:e
1186:t
1179:v
1143:.
1121:.
1074:.
1054:.
1007:.
838:)
832:(
827:)
823:(
819:.
805:.
682:%
90:(
69:)
63:(
58:)
54:(
50:.
40:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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