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Turbotrain
The Turbotrain was one of several French high-speed, gas-turbine trains. The earliest Turbotrain entered service in 1967, for use on France's SNCF intercity lines. There were four versions in total, with the last exiting service in 2005, and it is the Turbotrain that made advances possible for the TGV.
In 1967, the SNCF converted a two-car X 4300 Class diesel multiple unit train originally built by ANF Industrie (Ateliers Construction du Nord de la France), starting in 1963 (either train number X4375 or X4365), into the prototype experimental Turbotrain TGS (Turbine à gaz spéciale). The new gas-turbine engine was installed into the trailer car of this two-car set; the original diesel power car was fitted with a new cab but retained its original diesel motor and transmission.
Trials started on 25 April 1967. The TGS reached 252 km/h (157 mph) on 15 October 1971.
This is the first-generation of production Turbotrains. These ETG (Elément à Turbine à Gaz) trains were four-carriage trainsets which each offered 188 seats and included one diesel engine and one gas-turbine engine. The gas-turbine engine was an 820 kW Turbomeca Turmo IIIF3 Voith hydraulic (derived from a helicopter turbine) and the diesel was a 320 kW Saurer SDHR diesel–mechanical. These trains reached 160 km/h (99 mph). The ETGs entered service in 1971 on the Paris–Caen–Cherbourg. A total of 14 of these four-car trainsets were manufactured from 1969 to 1972 by ANF. These trains were maintained at the Venissieux trainshed in Lyon for "many years" but were moved to the Lyon Vaise depot in the 1980s. Electrification of the Grenoble line caused some trainsets to be shifted to work in Clermont Ferrand and Metz.
These trains each had five carriages, each with 280 seats, and were built between 1972 and 1976 by ANF and MTE (Societe de Materiel de Traction Electrique). Forty-one RTG trainsets were manufactured for SNCF service. These trains were equipped with one 820 kW (1,100 hp) Turmo IIIF1 gas turbine in each even-numbered cab and one Turmo XII 1,200 kW (1,600 hp) gas turbine in each odd-numbered cab, reaching 160 km/h (99 mph). Normally, the even-numbered 820 kW (1,100 hp) engine was shut down once the train reached cruising speeds. The RTG entered service in 1973 on the Strasbourg–Lyon and Lyon–Nantes lines; it subsequently entered service on the Paris–Caen–Cherbourg and Paris–Deauville–Dives-Cabourg lines in 1975. The electrification of the Paris–Caen–Cherbourg line in 1996 moved the RTGs onto the Lyon–Bordeaux line until 2005.
In later years, the SNCF RTG trainsets were modified to allow two RTG trains to be operated together by one driver as a multiple-unit train.
Six examples of the RTG were built by ANF for Amtrak and were dubbed Turboliners in the United States. These RTG Turboliners were first imported to the United States in 1973 and "impressed with their reliability" and proliferated with further orders from France and licensed production in the United States by Rohr.
The Egyptian National Railways purchased three enlarged ten-car Turbotrains manufactured by ANF for a planned 160 km/h (99 mph) service on the 208 km route between Cairo and Alexandria. However, the trackage is not suitable for such speeds, and the trains have been restricted to 140 km/h (87 mph) maximum and 60 km/h (37 mph) in the vicinity of Cairo.
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Turbotrain
The Turbotrain was one of several French high-speed, gas-turbine trains. The earliest Turbotrain entered service in 1967, for use on France's SNCF intercity lines. There were four versions in total, with the last exiting service in 2005, and it is the Turbotrain that made advances possible for the TGV.
In 1967, the SNCF converted a two-car X 4300 Class diesel multiple unit train originally built by ANF Industrie (Ateliers Construction du Nord de la France), starting in 1963 (either train number X4375 or X4365), into the prototype experimental Turbotrain TGS (Turbine à gaz spéciale). The new gas-turbine engine was installed into the trailer car of this two-car set; the original diesel power car was fitted with a new cab but retained its original diesel motor and transmission.
Trials started on 25 April 1967. The TGS reached 252 km/h (157 mph) on 15 October 1971.
This is the first-generation of production Turbotrains. These ETG (Elément à Turbine à Gaz) trains were four-carriage trainsets which each offered 188 seats and included one diesel engine and one gas-turbine engine. The gas-turbine engine was an 820 kW Turbomeca Turmo IIIF3 Voith hydraulic (derived from a helicopter turbine) and the diesel was a 320 kW Saurer SDHR diesel–mechanical. These trains reached 160 km/h (99 mph). The ETGs entered service in 1971 on the Paris–Caen–Cherbourg. A total of 14 of these four-car trainsets were manufactured from 1969 to 1972 by ANF. These trains were maintained at the Venissieux trainshed in Lyon for "many years" but were moved to the Lyon Vaise depot in the 1980s. Electrification of the Grenoble line caused some trainsets to be shifted to work in Clermont Ferrand and Metz.
These trains each had five carriages, each with 280 seats, and were built between 1972 and 1976 by ANF and MTE (Societe de Materiel de Traction Electrique). Forty-one RTG trainsets were manufactured for SNCF service. These trains were equipped with one 820 kW (1,100 hp) Turmo IIIF1 gas turbine in each even-numbered cab and one Turmo XII 1,200 kW (1,600 hp) gas turbine in each odd-numbered cab, reaching 160 km/h (99 mph). Normally, the even-numbered 820 kW (1,100 hp) engine was shut down once the train reached cruising speeds. The RTG entered service in 1973 on the Strasbourg–Lyon and Lyon–Nantes lines; it subsequently entered service on the Paris–Caen–Cherbourg and Paris–Deauville–Dives-Cabourg lines in 1975. The electrification of the Paris–Caen–Cherbourg line in 1996 moved the RTGs onto the Lyon–Bordeaux line until 2005.
In later years, the SNCF RTG trainsets were modified to allow two RTG trains to be operated together by one driver as a multiple-unit train.
Six examples of the RTG were built by ANF for Amtrak and were dubbed Turboliners in the United States. These RTG Turboliners were first imported to the United States in 1973 and "impressed with their reliability" and proliferated with further orders from France and licensed production in the United States by Rohr.
The Egyptian National Railways purchased three enlarged ten-car Turbotrains manufactured by ANF for a planned 160 km/h (99 mph) service on the 208 km route between Cairo and Alexandria. However, the trackage is not suitable for such speeds, and the trains have been restricted to 140 km/h (87 mph) maximum and 60 km/h (37 mph) in the vicinity of Cairo.
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