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KTX-I
The KTX-I, also known as the TGV-K or Korail Class 100000, is a South Korean high speed train class based on the French TGV Réseau. The 20-car formation of the trainsets without a restaurant car is optimized for high capacity. The 46 trainsets were built partly in France and partly in South Korea in the framework of a technology transfer agreement, which was the basis for further domestic high-speed train development in South Korea.
Korail uses the name of KTX as the official name of KTX-I. The name of KTX-I is derived to distinguish KTX-Sancheon, which was formerly called as KTX-II, but it is not the official name for this rolling stock.
The high-speed rail service of South Korea's national rail carrier Korail, Korea Train Express (KTX), started with the KTX-I. The operational reliability of the trains was improved over time with better maintenance and minor modifications. As of 2011, the KTX-I remains Korail's main workhorse in KTX service with a maximum scheduled speed of 305 km/h (190 mph).
In 1991, bids were called for the supply and technology transfer of the core system technology, encompassing the catenary, signalling and rolling stock, for a South Korean high speed train service. On August 26, 1991, three competitors submitted initial bids: consortia led by GEC-Alstom (today Alstom), one of the builders of France's TGV/LGV system; Siemens, one of the builders of Germany's ICE; and Mitsubishi, one of the builders of Japan's Shinkansen. After five rounds of evaluation, the French and German consortia submitted final bids on June 15, 1993. The Korea High Speed Rail Construction Authority (KHSRCA) announced that the GEC-Alstom-led consortium was the preferred bidder on August 20, 1993, and the contract was signed on June 14, 1994.
Part of the core system contract won by GEC-Alstom and its South Korean subsidiary Eukorail were the first high-speed trains in South Korea, the KTX-I, which were based on the TGV Réseau. The carbody of the first end car was manufactured in January 1996, the first full train was completed and began testing in France in December 1997, and was shipped to South Korea in March 1998. The first test run in South Korea took place in December 1999. In June 2000, the speed of 300 km/h (186 mph) had been achieved, regular testing at that speed started in November 2000, after all of the 12 sets built by Alstom in France have been delivered to South Korea. In line with the core system contract condition that over 50% of the added value has to come from South Korea after technology transfer, the remaining 34 of the 46 trainsets ordered were built under license by Rotem in South Korea itself. The first carbody manufactured in Korea was completed in October 1999, the first complete train was rolled out in April 2002, and all trains were delivered by December 2003.
From the beginning of January 2004 until the start of regular service on April 1, 2004, 25–28 of the trains were in operation each day when the KTX system was put under intensive test operation to prepare all system components and personnel for regular service.
Like all TGV variants, the KTX-I is a permanently coupled trainset that consists of two traction heads, that is powered end cars carrying no passengers, flanking a fixed set of passenger cars or trailers that are articulated with Jacobs bogies between them. Though the KTX-I is based on the TGV Réseau, it has 18 instead of 8 passenger cars, making them the longest member of the TGV family with a monobloc configuration, that is a single set of articulated cars. The two normal (non-Jacobs) bogies next to the traction heads under the two extreme passenger cars are motorised, like on the TGV Sud-Est. Further traits differentiating the KTX-I from all European variants are the supply voltage frequency of 60 Hz (instead of 50 Hz), rotating seats in the First Class sections, the lack of any bar or restaurant cars. Original plans in 1993 proposed a new "shovel nose" design, with the underside of the nose closer to the track, for better aerodynamics in tunnels; however, the final design was only a slightly modified version of another TGV export version, the AVE Class 100 for Spain.
The trains are pressure-sealed to reduce passenger discomfort from pressure variations during tunnel passages. Windows are triple-glazed, with a thickness of 29 mm (1.1 in). Seat distance is 930 mm (36.6 in) in Standard Class cars, 1,120 mm (44.1 in) in First Class cars. All passenger compartments are equipped with ceiling-mounted video displays, on-board audio systems, phones and vending machines.
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KTX-I
The KTX-I, also known as the TGV-K or Korail Class 100000, is a South Korean high speed train class based on the French TGV Réseau. The 20-car formation of the trainsets without a restaurant car is optimized for high capacity. The 46 trainsets were built partly in France and partly in South Korea in the framework of a technology transfer agreement, which was the basis for further domestic high-speed train development in South Korea.
Korail uses the name of KTX as the official name of KTX-I. The name of KTX-I is derived to distinguish KTX-Sancheon, which was formerly called as KTX-II, but it is not the official name for this rolling stock.
The high-speed rail service of South Korea's national rail carrier Korail, Korea Train Express (KTX), started with the KTX-I. The operational reliability of the trains was improved over time with better maintenance and minor modifications. As of 2011, the KTX-I remains Korail's main workhorse in KTX service with a maximum scheduled speed of 305 km/h (190 mph).
In 1991, bids were called for the supply and technology transfer of the core system technology, encompassing the catenary, signalling and rolling stock, for a South Korean high speed train service. On August 26, 1991, three competitors submitted initial bids: consortia led by GEC-Alstom (today Alstom), one of the builders of France's TGV/LGV system; Siemens, one of the builders of Germany's ICE; and Mitsubishi, one of the builders of Japan's Shinkansen. After five rounds of evaluation, the French and German consortia submitted final bids on June 15, 1993. The Korea High Speed Rail Construction Authority (KHSRCA) announced that the GEC-Alstom-led consortium was the preferred bidder on August 20, 1993, and the contract was signed on June 14, 1994.
Part of the core system contract won by GEC-Alstom and its South Korean subsidiary Eukorail were the first high-speed trains in South Korea, the KTX-I, which were based on the TGV Réseau. The carbody of the first end car was manufactured in January 1996, the first full train was completed and began testing in France in December 1997, and was shipped to South Korea in March 1998. The first test run in South Korea took place in December 1999. In June 2000, the speed of 300 km/h (186 mph) had been achieved, regular testing at that speed started in November 2000, after all of the 12 sets built by Alstom in France have been delivered to South Korea. In line with the core system contract condition that over 50% of the added value has to come from South Korea after technology transfer, the remaining 34 of the 46 trainsets ordered were built under license by Rotem in South Korea itself. The first carbody manufactured in Korea was completed in October 1999, the first complete train was rolled out in April 2002, and all trains were delivered by December 2003.
From the beginning of January 2004 until the start of regular service on April 1, 2004, 25–28 of the trains were in operation each day when the KTX system was put under intensive test operation to prepare all system components and personnel for regular service.
Like all TGV variants, the KTX-I is a permanently coupled trainset that consists of two traction heads, that is powered end cars carrying no passengers, flanking a fixed set of passenger cars or trailers that are articulated with Jacobs bogies between them. Though the KTX-I is based on the TGV Réseau, it has 18 instead of 8 passenger cars, making them the longest member of the TGV family with a monobloc configuration, that is a single set of articulated cars. The two normal (non-Jacobs) bogies next to the traction heads under the two extreme passenger cars are motorised, like on the TGV Sud-Est. Further traits differentiating the KTX-I from all European variants are the supply voltage frequency of 60 Hz (instead of 50 Hz), rotating seats in the First Class sections, the lack of any bar or restaurant cars. Original plans in 1993 proposed a new "shovel nose" design, with the underside of the nose closer to the track, for better aerodynamics in tunnels; however, the final design was only a slightly modified version of another TGV export version, the AVE Class 100 for Spain.
The trains are pressure-sealed to reduce passenger discomfort from pressure variations during tunnel passages. Windows are triple-glazed, with a thickness of 29 mm (1.1 in). Seat distance is 930 mm (36.6 in) in Standard Class cars, 1,120 mm (44.1 in) in First Class cars. All passenger compartments are equipped with ceiling-mounted video displays, on-board audio systems, phones and vending machines.