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PBKA
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PBKA
PBKA at Eilendorf.
Interior of Comfort (1st class) coach.
Stock typeElectric multiple unit
In service1998–present
ManufacturerGEC-Alsthom
Family nameTGV
Constructed1995–1998
Number built17 trainsets
Formation2 power cars + 8 passenger cars
Fleet numbers
  • 4301–4307 (funded by SNCB)
  • 4321–4322 (funded by DB)
  • 4331–4332 (funded by NS)
  • 4341–4346 (funded by SNCF)
Capacity404 seats (120 1st class, 284 2nd class including tip up seats)
Ruby: 401 seats
OperatorsEurostar
Specifications
Train length200 m (656 ft 2 in)
Maximum speed
  • Design: 320 km/h (200 mph)
  • On 25 kV AC: 300 km/h (190 mph)
  • On 15 kV AC: 200 km/h (120 mph)
  • On DC: 220 km/h (140 mph)
Weight383 t (844,000 lb)
Traction systemGEC-Alsthom thyristor-CSI
Traction motorsGEC-Alsthom SM 47
(a.k.a. Holec SMT67/39.5-06)
Power output
  • On 25 kV AC: 8,800 kW (11,800 hp)
  • On 15 kV AC: 5,160 kW (6,920 hp)
  • On DC: 3,680 kW (4,930 hp)
Electric system(s)
Current collectionPantograph
Safety system(s)ERTMS level 2, TVM-430, KVB, ATB
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

PBKA is a high-speed trainset, built by the French manufacturer Alstom (then known as GEC-Alsthom) for international services operated by Thalys, which later merged with Eurostar. The designation "PBKA" refers to the original planned routes linking Paris, Brussels, Cologne (Köln), and Amsterdam.

The PBKA belongs to the TGV family of trainsets and was designed to operate across multiple national railway networks. Each unit is equipped to run under four electrification systems: 25 kV 50 Hz AC (France), 3,000 V DC (Belgium), 1,500 V DC (the Netherlands and parts of France), and 15 kV  16.7 Hz AC (Germany).

The PBKA was originally intended to serve as the sole rolling stock for Thalys, but due to the cost and complexity of its quadri-current capability, seven simpler tri-current versions, the PBA, was also ordered. The PBA omits equipment for operation under Germany's 15 kV AC system. The two types are interoperable and can operate in multiple when coupled together.

Each PBKA set is 200 metres (660 ft) long and weighs about 383 tonnes (844,000 lb). The trains comprise two power cars and eight passenger coaches—three first class, one bar, and four second class—offering 404 seats in total (120 in first class and 284 in second class).[1][2]

Maximum operating speeds and power output vary by voltage: up to 300 kilometres per hour (190 mph) with 8,800 kilowatts (11,800 hp) under 25 kV AC, 200 km/h (120 mph) with 5,160 kW (6,920 hp) under 15 kV AC, and 220 km/h (140 mph) with 3,680 kW (4,930 hp) under 1,500 or 3,000 V DC.[2][3]

A total of 17 PBKA trainsets were built between 1995 and 1998. Of these, nine were funded by the National Railway Company of Belgium, six by SNCF of France, two by Deutsche Bahn of Germany, and two by Nederlandse Spoorwegen of the Netherlands.

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

PBKA

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from Grokipedia
The Thalys PBKA (Paris-Brussels-Köln-Amsterdam) is a series of 17 high-speed electric multiple-unit trainsets built by in the late specifically for cross-border passenger services linking these four major European cities. Designed as a variant of the French (Train à Grande Vitesse) family, the PBKA features four-voltage capability (25 kV 50 Hz AC, 15 kV 16.7 Hz AC, 1.5 kV DC, and 3 kV DC) to accommodate the differing electrification systems across , , the , and , enabling seamless operation without changes. Each 200-meter-long set consists of two power cars and eight intermediate cars, offering a total of 371–404 passengers (including around 120 in ) and a maximum operating speed of 300 km/h. Introduced in 1998 as part of the network—formed by a consortium of the French , Belgian SNCB, Dutch NS, and German DB—the PBKA trainsets were the first TGVs customized for multi-country high-speed travel across four nations, debuting on the ––– route. They incorporate advanced safety and signaling systems compatible with national networks, including TVM in and ATB in the , and have covered millions of kilometers in service, contributing to 's role in boosting regional connectivity and economic ties. Following the 2023 merger of with , the PBKA fleet remains in active use under the unified operator, serving continental routes while plans advance for replacement by new double-decker Avelia Horizon trainsets starting in 2031 to enhance capacity and sustainability.

History

Conception and ordering

The origins of the PBKA trainsets lie within the broader international initiative, which stemmed from a political ambition formalized on October 26, 1987, in by representatives from , , the , and to establish a unified high-speed network connecting , , , and . This agreement aimed to integrate national rail infrastructures through new dedicated lines and upgrades, fostering cross-border connectivity and economic ties among the participating countries. Thalys services officially commenced on June 2, 1996, initially operating with modified existing trainsets, such as derivatives of the Atlantique and Réseau, which were adapted for international routes but limited by their inability to seamlessly handle varying systems across the four nations. These early operations, while providing faster travel times—reducing to journeys to about 1 hour 25 minutes—exposed the limitations of using non-dedicated , particularly for extensions beyond into the and , where differing power supplies necessitated more versatile designs. To address these challenges and enable full network integration, including services to Cologne, Thalys International placed an order in 1995 with GEC-Alsthom (now Alstom) for 17 PBKA trainsets, following an initial agreement for 27 sets in 1994 that was later scaled back, distributed as seven funded by SNCB, six by SNCF, two by NS, and two by DB. Unlike the earlier PBA variant, which was configured for tri-current operation suitable for France, Belgium, and the Netherlands (25 kV 50 Hz AC, 3 kV DC, and 1.5 kV DC), the PBKA was engineered for quadri-current capability, incorporating the 15 kV 16.7 Hz AC system required for German lines to ensure uninterrupted high-speed operations across the entire route.

Manufacturing and testing

The PBKA trainsets were manufactured by (then operating as GEC-Alsthom) at its facilities in and , , between 1995 and 1998. Each trainset comprises two power cars and eight trailers, designed specifically for cross-border high-speed operations. The construction process emphasized compatibility with diverse national infrastructure standards across , , the , and . A key innovation during manufacturing was the integration of quadri-current pantographs and transformers, enabling seamless switching between the four electrification systems: 25 kV 50 Hz AC on French lines, 3 kV DC in , 1.5 kV DC in the , and 15 kV 16.7 Hz AC in . This multi-voltage capability was essential for uninterrupted travel without power interruptions at borders, distinguishing the PBKA from standard designs. Testing commenced with dynamic trials in 1997 on French LGV lines, where prototypes reached speeds of 300 km/h to assess structural integrity and propulsion performance. In 1998, cross-border tests were conducted on Belgian, Dutch, and German tracks, focusing on validation of signaling compatibility and smooth power transitions during international runs. The first trainset, numbered 4301, was completed in late 1997 following these initial phases.

Introduction to service

The PBKA trainsets entered commercial service under the brand on 14 December 1997, with the inaugural run extending the high-speed route from through to and . This debut, utilizing the first PBKA set, significantly reduced travel times, bringing Paris to Cologne down to 3 hours 14 minutes and enabling efficient cross-border connectivity. Following manufacturing completion in early , all 17 PBKA sets were fully commissioned by the end of January, allowing to ramp up operations to up to 10 daily round trips on the PBKA route. These trainsets, owned jointly by (6 sets), SNCB (7 sets), NS (2 sets), and DB (2 sets), operated at speeds up to 300 km/h on dedicated high-speed lines. Initial operations faced adjustments for cross-border ticketing and residual customs procedures, which were streamlined through intergovernmental agreements to enhance passenger flow. Ridership experienced robust growth, from 4.7 million passengers in 1998 to an expected 5.3 million in 2000, reflecting the appeal of the service amid increasing demand for high-speed international travel. The PBKA sets were distinguished by ' iconic red and silver livery, evoking speed and unity, with the "PBKA" acronym specifically signifying the route's extension to Köln ().

Design and technical specifications

Train formation and dimensions

The PBKA trainsets are composed in a modular configuration derived from the Atlantique platform, consisting of two power cars positioned at each end and eight intermediate passenger cars, resulting in a total of ten cars. These trainsets measure 200 meters in overall length, with a width of 2.9 meters and a of 4.3 meters when including the raised pantographs; the power cars are each 8.8 meters long, while the intermediate trailer cars span 18.3 meters. The empty weight stands at 385 tonnes, accompanied by a maximum of 17 tonnes; the design of the power cars supports bi-level configurations, though the PBKA features single-deck intermediate cars exclusively. Articulated bogies, shared between adjacent cars, contribute to enhanced stability at high speeds, with eight traction motors distributed across the two power cars.

Electrical and propulsion systems

The PBKA trainsets feature a quadri-current electrical system designed for compatibility across four distinct electrification regimes encountered on international routes. This includes 25 kV 50 Hz AC overhead lines for high-speed operations in and , 3 kV DC for conventional Belgian lines, 1.5 kV DC for Dutch networks, and 15 kV 16.7 Hz AC for German sections. Automatic switching facilitates seamless transitions between these systems at electrification boundaries, with dedicated pantographs optimized for AC and DC pickups to minimize downtime and ensure operational reliability. Propulsion is provided by four asynchronous traction motors in each power car, yielding a total of eight motors across the two power cars and delivering 8,800 kW of power under 25 kV AC, which supports a maximum design speed of 320 km/h (operational maximum of 300 km/h) on dedicated high-speed infrastructure. Synchronous transformers convert and regulate the incoming voltages from the various systems to a standardized low-voltage supply for the onboard and traction inverters, enabling consistent regardless of the external power source. Safety systems integrate TVM (Transmission Voie-Machine) signaling for French LGV (Ligne à Grande Vitesse) sections, with later retrofits adding Level 1 and 2 compatibility to meet evolving European standards, particularly for cross-border lines like in the . An energy recovery braking system employs regenerative techniques, where during deceleration is converted back to electrical power and fed into the overhead lines, achieving up to 20% efficiency in energy recapture under optimal conditions.

Interior layout and passenger amenities

The PBKA trainsets consist of eight trailer cars configured for passenger comfort on international routes, with a total capacity of 377 seats (120 in first class and 257 in second class). First-class seating provides reclining chairs with individual power outlets at each position, while second-class offers similar reclining seats in a denser arrangement; both classes include free Wi-Fi, retrofitted across the fleet after 2010 for enhanced connectivity, along with multilingual audio announcements in French, Dutch, German, and English to accommodate cross-border travelers. Accessible facilities, compliant with European Union standards under Directive 2001/78/EC, feature dedicated spaces for passengers with reduced mobility, including priority seating and assistance points. The car operates as a venue with a counter serving hot meals, snacks, and beverages, accommodating up to 20 seated passengers in a compact area designed for efficient turnover during the 20- to 30-minute border inspection stops that characterized early operations on the Paris-Brussels-Cologne-Amsterdam line. To meet evolving accessibility requirements, 2005 upgrades introduced low-floor entrances on select cars and additional wheelchair-compatible spaces, improving boarding for disabled passengers without compromising the train's high-speed performance.

Operations

Routes and services

The PBKA trainsets primarily operate on the core international high-speed route connecting Gare du Nord in to Centraal in the , passing through Brussels-Midi in and Köln Hbf in , spanning approximately 520 km and taking about 3 hours 20 minutes end-to-end. This service relies on dedicated high-speed infrastructure, including 's line from to the Belgian border, 's (connecting to ), HSL 2 and HSL 3 (extending toward ), HSL 4 (linking to the Dutch border), and the ' line from the border to ; these lines, largely opened between 1993 and 1997, enable operations at up to 300 km/h on compatible sections. Power supply variations across borders—25 kV 50 Hz AC in and the , 3 kV DC on Belgian conventional tracks, and 15 kV 16.7 Hz AC in —necessitate neutral sections at international boundaries where coast without drawing power to avoid electrical conflicts. Under the brand following the 2023 merger, PBKA sets provide extensions beyond Köln Hbf to destinations such as Hbf or Hbf in , with services to Essen introduced in 2011 and to in 2016. These extensions often integrated with Deutsche Bahn's services for the Cologne-to- segments, allowing seamless through-running for passengers. Service frequencies on the core Paris-Amsterdam route reached up to 14 trains per direction daily during peak periods under operations as of 2023, with up to 16 daily under as of 2025; additional capacity added during summer schedules to accommodate higher demand; shorter segments, such as Paris-Brussels, saw high-speed service with up to 14 daily trains each way under .

Performance characteristics

The PBKA trainsets, derived from the TGV design, are optimized for cross-border high-speed operations, with maximum speeds varying by and power supply. On French LGV lines under 25 kV AC, they achieve up to 300 km/h, enabling efficient long-distance travel. Operations on the Dutch HSL-Zuid are up to 300 km/h, while on German conventional and upgraded lines toward Köln, speeds are capped at 200 km/h due to and limitations. These profiles contribute to an average end-to-end speed of approximately 140 km/h for routes like to , accounting for acceleration, deceleration, and station stops. Energy efficiency is a key operational strength of the PBKA, with annual consumption estimated at around 0.05 kWh per seat-km, reflecting advanced and aerodynamic design that minimize losses during high-speed runs. This figure aligns with broader TGV family benchmarks, where efficiency improves at sustained speeds above km/h on dedicated lines. Reliability metrics from 2000 to 2020 indicate a 98% rate, supported by robust protocols and quadri-current capability that reduces downtime from power transitions. These attributes ensure consistent service across diverse networks. Acceleration performance allows the PBKA to reach 300 km/h from standstill in approximately 3 minutes under typical service conditions, governed by an average rate of 0.5 m/s² as per the kinematic v=u+atv = u + at, where vv is final , uu is (0), aa is , and tt is time. Emergency deceleration stands at 1.2 m/s², enhancing during braking.

Fleet management and maintenance

The PBKA fleet comprises 17 trainsets, designated for multi-voltage operation across four countries, and numbered as follows: 4301–4307 funded and owned by , 4321–4322 by DB (Germany), 4331–4332 by NS (Netherlands), and 4341–4346 by . These sets were jointly managed under International, a consortium owned primarily by (62%) and (28%), with minority stakes held by DB (10%), until the 2023 merger with , after which ownership transitioned to the . Maintenance responsibilities were distributed among the operating countries, with primary depots located in (La Plaine) and (Schaerbeek) handling heavy overhauls and routine servicing. Servicing activities, including lighter inspections and cleaning, occurred at facilities in , , and to support cross-border operations. As the original manufacturer, provided specialized support for major component overhauls, such as power module cooling units, under long-term framework agreements with the owners. To ensure reliability on high-speed international routes, the fleet underwent periodic refurbishments focused on extending operational life and improving passenger features, with interior restyling completed across multiple sets starting in 2018. These efforts, coordinated by as of 2025, aimed to maintain the 200-meter-long trainsets in service through at least the early 2030s. In October 2025, Eurostar ordered up to 50 Avelia Horizon double-decker trainsets for entry into service from 2031, enabling the phase-out of the PBKA fleet.

Incidents and current status

Notable accidents

One of the most notable accidents involving a PBKA trainset occurred on 9 May 1998, when set 4345, running as service 9344 from to , struck a at an unprotected near Hoeven in the . The impact killed the truck driver and caused slight injuries to six passengers on board; the leading of the trainset was heavily damaged, requiring significant repairs, while the tracks and overhead wiring also sustained damage. The cause was determined to be driver error, as the truck attempted to cross the tracks immediately before the train's arrival at high speed. A more recent incident took place on 30 2022, when a PBKA-operated train collided with a stray animal on the tracks near , west of , . The collision halted the service, stranding around 700 passengers on board overnight and leading to the cancellation of multiple connecting trains between and . No injuries occurred, and the train experienced only minor front-end damage, which was repaired overnight to restore normal operations by the next day. This event highlighted the occasional risks posed by wildlife intrusions on corridors.

Transition to Eurostar and fleet updates

In October 2023, was fully integrated into the , marking the completion of the merger announced in 2019 and approved by the in 2022; this rebranded former services as High Speed, unifying operations, ticketing, and branding across the network. As part of this transition, the 17 PBKA trainsets—originally introduced in 1998 for international services—were incorporated into the fleet and renumbered in the EST 93xx series to align with 's operational standards. Following the merger, initiated refurbishment programs for the PBKA fleet to enhance reliability and passenger experience, including the addition of USB charging ports at seats and updates to interior amenities, with work ongoing into 2025. The trainsets maintain their standard configuration of two power cars and eight passenger cars, offering 371–399 seats (including around 120 in ) following refurbishments. As of 2025, the PBKA sets remain in active service on the – route via and , operating up to 12 daily trains to meet demand on this key continental corridor. projects their continued use until approximately 2030, serving as primary units supplemented by e320 sets during peaks or for backups, pending the rollout of new fleet additions. In October 2025, announced an order for 30 double-decker trains from (with options for 20 more), set to enter service from May 2031 and fully replace the PBKA and related PBA sets in the early , increasing overall capacity by 20% per train while enabling network expansion.

References

  1. https://www.railway-technology.com/projects/belgium/
  2. https://kentandsurreybylines.co.uk/business/economics/new-eurostars-who-is-buying-new-trains/
  3. https://www.railwaygazette.com/news/tackling-the-challenges-to-standard-train-control/33890.article
  4. https://www.railwaygazette.com/high-speed/merged-eurostar-and-thalys-branding-revealed/63412.article
  5. https://www.railmagazine.com/news/eurostar-confirms-order-for-alstom-double-decker-trains-first-due-in-service-in-2031
  6. https://mediarail.wordpress.com/thalys-25-years-old-and-a-future-to-consolidate/
  7. https://www.railwaygazette.com/news/rolling-stock-investment-continues/26872.article
  8. https://www.digitrax.com/sound-depot/french-thalys/
  9. https://mediacentre.eurostar.com/mc_view?language=&article_Id=ka43z0000004RitAAE
  10. https://www.kentrail.org.uk/thalys.htm
  11. https://www.nytimes.com/1999/12/17/style/IHT-europes-rails-are-making-tracks.html
  12. https://www.railwaygazette.com/news/thalys-traffic-up-55/26300.article
  13. http://www.railfaneurope.net/tgv/thalys.html
  14. https://uic.org/IMG/pdf/20180910_highspeed_rolling_stock.pdf
  15. https://mb-drive-services.com/tgv-high-speed-train-celebrates-40-years/
  16. https://www.railwaygazette.com/news/belgians-opt-for-level-2-and-gsm-r/26748.article
  17. https://www.ejrcf.or.jp/jrtr/jrtr17/f40_technology.html
  18. https://www.seat61.com/trains-and-routes/thalys.htm
  19. https://www.businesstraveller.com/tried-tested/rail-check-thalys-comfort-one/
  20. https://www.itf-oecd.org/sites/default/files/docs/04access.pdf
  21. https://www.eurostar.com/us-en/train/paris-to-amsterdam
  22. https://www.railway-technology.com/projects/belgiumhighspeed/
  23. https://www.beneluxtrains.com/paris-to-amsterdam-train
  24. https://www.railway-technology.com/features/feature-the-10-fastest-high-speed-trains-in-europe/
  25. https://pedestrianobservations.com/2025/07/27/did-the-netherlands-ever-need-300-km-h-trains/
  26. https://www.railwaygazette.com/in-depth/high-speed-tgv-pos-prepares-to-enter-service/31997.article
  27. https://www.greengauge21.net/wp-content/uploads/Energy-Consumption-and-CO2-impacts.pdf
  28. https://www.transportenvironment.org/uploads/files/European-Ranking-of-Rail-operators-updated_december_20_2024.pdf
  29. https://www.reddit.com/r/trains/comments/ry5g3e/how_long_does_it_take_for_high_speed_trains/
  30. https://www.railjournal.com/regions/europe/thalys-set-to-become-independent-in-2015/
  31. https://www.railvolution.net/news/eurostar-thalys-merger
  32. https://www.modernrailways.com/article/europe-view-25
  33. https://www.alstom.com/press-releases-news/2003/9/ALSTOM-signs-master-agreement-with-the-SNCF-for-maintenance-of-TGV-power-module-cooling-units-20030910
  34. https://www.railtech.com/rolling-stock/2018/07/02/interior-of-thalys-high-speed-trains-completely-restyled/
  35. https://www.railwaygazette.com/traction-and-rolling-stock/eurostar-orders-celestia-double-deck-high-speed-trains/69815.article
  36. https://rosap.ntl.bts.gov/view/dot/25870/dot_25870_DS1.pdf
  37. http://www.railfaneurope.net/tgv/wrecks.html
  38. https://dl.tufts.edu/downloads/4t64h032t?filename=0g354s27t.pdf
  39. https://www.vrt.be/vrtnws/en/2022/07/30/more-than-700-stranded-thalys-passengers-spend-the-night-at-brus/
  40. https://nltimes.nl/2022/07/30/thalys-passengers-stranded-hours-delays-expected-saturday
  41. https://mediacentre.eurostar.com/mc_view?language=&article_Id=ka43z000000LHHGAA4
  42. https://www.railjournal.com/financial/european-commission-approves-eurostar-thalys-merger/
  43. https://www.eurostar.com/us-en/about-eurostar/thalys-becomes-eurostar
  44. https://spotlog.org/locolist/class/ES/TGV%2BPBKA
  45. https://jonworth.eu/working-out-what-eurostar-is-going-to-do-based-on-the-numbers-not-what-the-company-says/
  46. https://tripbytrip.org/2023/08/16/review-the-renovated-thalys-eurostar-red/
  47. https://mediacentre.eurostar.com/mc_view?article_Id=ka4Rz00000Frp0XIAR
  48. https://www.sncf-connect.com/en-en/train/route/paris/amsterdam
  49. https://www.railwaygazette.com/high-speed/eurostar-plans-to-acquire-50-fully-interoperable-trains/66542.article
  50. https://mediacentre.eurostar.com/mc_view?language=&article_Id=ka4WS0000000YBNYA2
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