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目录
0. 概述
【辽观注】此标题是我们在搬运、整合过程中添加的。
0.1 文字说明
【辽观注】此标题是我们在搬运、整合过程中添加的。
法国高速列车（法语：Train à Grande Vitesse，意为“高速度列车”），通称TGV，是由阿尔斯通公司与法国国家铁路公司设计建造、并由后者负责运营的高速铁路系统。1981年，TGV在巴黎与里昂之间开通，如今已形成以巴黎为中心、辐射法国各城市及周边国家的铁路网络。2007年4月3日，TGV以574.8千米的时速创造了轮轨列车的最快纪录[1]。“TGV”是法铁的注册商标。
The TGV (French: Train à Grande Vitesse, “high-speed train”; previously TurboTrain à Grande Vitesse) is France’s intercity high-speed rail service, operated by SNCF. SNCF worked on a high-speed rail network from 1966 to 1974 and presented the project to President Georges Pompidou who approved it. Originally designed as turbotrains to be powered by gas turbines, TGV prototypes evolved into electric trains with the 1973 oil crisis. In 1976 the SNCF ordered 87 high-speed trains from Alstom. Following the inaugural service between Paris and Lyon in 1981 on the LGV Sud-Est (LGV for Ligne à Grande Vitesse; “high-speed line“), the network, centered on Paris, has expanded to connect major cities across France (including Marseille, Lille, Bordeaux, Strasbourg, Rennes and Montpellier) and in neighbouring countries on a combination of high-speed and conventional lines. The TGV network in France carries about 110 million passengers a year.
参考译文：TGV（法文：Train à Grande Vitesse，意为“高速列车”；以前称为TurboTrain à Grande Vitesse）是法国由法国国家铁路公司（SNCF）运营的城际高速铁路服务。SNCF在1966年至1974年期间致力于高速铁路网络的建设，并将该项目提交给了乔治·蓬皮杜总统，蓬皮杜总统予以批准。最初的设计是使用燃气涡轮机作为动力的涡轮列车，但在1973年的石油危机后，TGV原型发展成为电力列车。1976年，SNCF从阿尔斯通公司订购了87列高速列车。自1981年在巴黎和里昂之间的LGV Sud-Est（LGV代表Ligne à Grande Vitesse，即“高速线路”）上首次开通服务以来，以巴黎为中心的网络已经扩展到法国各大城市（包括马赛、里尔、波尔多、斯特拉斯堡、雷恩和蒙彼利埃），并在邻国通过高速与常规线路的组合进行连接。法国的TGV网络每年运送约1.1亿名乘客。
The high-speed tracks, maintained by SNCF Réseau, are subject to heavy regulation. Confronted with the fact that train drivers would not be able to see signals along the track-side when trains reach full speed, engineers developed the TVM cab-signalling technology, which would later also see use on limited routes within Belgium, the UK, and Korea. It allows for a train engaging in an emergency braking to request within seconds all following trains to reduce their speed; if a driver does not react within 1.5 km (0.93 mi), the system overrides the controls and reduces the train’s speed automatically. The TVM safety mechanism enables TGVs using the same line to depart every three minutes.[1][2]
参考译文：由SNCF Réseau维护的高速铁路受到严格的监管。面对火车司机在列车达到全速时无法看到沿线信号的事实，工程师们开发了TVM司机信号技术，在比利时、英国和韩国的特定路线上也得到了应用。该技术可以让一列进行紧急制动的列车在几秒钟内请求后续列车降低速度；如果一个司机在1.5公里（0.93英里）内没有反应，系统会覆盖控制并自动降低列车的速度。TVM的安全机制使得在同一线路上运行的TGV列车每隔三分钟就能发车。[1] [2]
A specially modified TGV high-speed train known as Project V150, weighing only 265 tonnes, set the world record for the fastest wheeled train, reaching 574.8 km/h (357.2 mph) during a test run on 3 April 2007.[3] Standard TGV trains used for conventional services, have maximum operating speeds of 320 km/h (200 mph) on the LGV Est, LGV Rhin-Rhône and LGV Méditerranée.[4] In 2007, the world’s fastest scheduled rail journey was a start-to-stop average speed of 279.4 km/h (173.6 mph) between the Gare de Champagne-Ardenne and Gare de Lorraine on the LGV Est,[5][6] not surpassed until the 2013 reported average of 283.7 km/h (176.3 mph) express service on the Shijiazhuang to Zhengzhou segment of China’s Shijiazhuang–Wuhan high-speed railway.[7]
参考译文：一辆经过特殊改装的TGV高速列车，称为“V150计划”，重量仅为265吨，于2007年4月3日的测试中达到了574.8公里/小时（357.2英里/小时）的世界最快有轨列车速度，创下了纪录。用于传统服务的标准TGV列车在LGV Est、LGV Rhin-Rhône和LGV Méditerranée上的最高运行速度为320公里/小时（200英里/小时）。2007年，世界上最快的定期铁路旅程是在LGV Est上，从尚皮尼—玛恩香槟-阿登站到洛林站的始发至终点的平均速度为279.4公里/小时（173.6英里/小时）[5][6]，直到2013年中国石家庄-武汉高速铁路石家庄到郑州段的快速列车报告平均速度达到了283.7公里/小时（176.3英里/小时）[7]。
The TGV was conceived at the same period as other technological projects sponsored by the Government of France, including the Ariane 1 rocket and Concordesupersonic airliner; those funding programmes were known as champion national policies (literal translation: national champion). The commercial success of the first high-speed line led to a rapid development of services to the south (LGV Rhône-Alpes, LGV Méditerranée, LGV Nîmes–Montpellier), west (LGV Atlantique, LGV Bretagne-Pays de la Loire, LGV Sud Europe Atlantique), north (LGV Nord, LGV Interconnexion Est) and east (LGV Rhin-Rhône, LGV Est). Neighbouring countries Italy, Spain and Germany developed their own high-speed rail services.[citation needed]
参考译文：TGV的构想与法国政府资助的其他技术项目，包括阿丽亚娜1号火箭和协和超音速客机，是在同一时期产生的；这些资助计划被称为“国家冠军政策”。第一条高速线路的商业成功促使南部（LGV Rhône-Alpes，LGV Méditerranée，LGV Nîmes–Montpellier），西部（LGV Atlantique，LGV Bretagne-Pays de la Loire，LGV Sud Europe Atlantique），北部（LGV Nord，LGV Interconnexion Est）和东部（LGV Rhin-Rhône，LGV Est）的服务迅速发展。邻国意大利、西班牙和德国也发展了自己的高速铁路服务。[需要引证]
The TGV system itself extends to neighbouring countries, either directly (Italy, Spain, Belgium, Luxembourg and Germany) or through TGV-derivative networks linking France to Switzerland (Lyria), to Belgium, Germany and the Netherlands (Thalys), as well as to the United Kingdom (Eurostar). Several future lines are planned, including extensions within France and to surrounding countries. Cities such as Tours and Le Mans have become part of a “TGV commuter belt” around Paris; the TGV also serves Charles de Gaulle Airport and Lyon–Saint-Exupéry Airport. A visitor attraction in itself, it stops at Disneyland Paris and in tourist cities such as Avignon and Aix-en-Provence as well. Brest, Chambéry, Nice, Toulouse and Biarritz are reachable by TGVs running on a mix of LGVs and modernised lines. In 2007, SNCF generated profits of €1.1 billion (approximately US$1.75 billion, £875 million) driven largely by higher margins on the TGV network.[8][9]
参考译文：TGV系统自身延伸至邻国，或直接连通（意大利、西班牙、比利时、卢森堡和德国），或通过连接法国与瑞士的TGV衍生网络（Lyria），与比利时、德国和荷兰（Thalys），以及与英国（Eurostar）的高速铁路系统。还计划建设若干未来的线路，包括法国境内和周边国家的延伸。图尔和勒芒等城市已成为巴黎周边“TGV通勤带”的一部分；TGV还服务于戴高乐机场和里昂-圣埃克絮佩里机场。作为一个旅游景点，TGV停靠在巴黎迪斯尼乐园、阿维尼翁和艾克斯-普罗旺斯等旅游城市。布雷斯特、尚貝里、尼斯、图卢兹和比亚里茨可通过运行在高速线和现代化线路混合体上的TGV到达。2007年，法国国家铁路公司（SNCF）通过TGV网络获得了11亿欧元（约合17.5亿美元，8.75亿英镑）的利润，这主要得益于TGV网络的较高利润率。[8][9]
0.2 概况表格
【辽观注】此标题是我们在搬运、整合过程中添加的。
| 地区 | 法国 |
| 交通类型 | 城际列车，高速铁路 |
| 开始运营 | 1981年9月27日，41年前 |
| 运营单位 | 法国国家铁路公司 France, with services extending to Belgium, Luxembourg, Germany, Switzerland, Italy, Spain and the Netherlands 法国的服务扩展到比利时、卢森堡、德国、瑞士、意大利、西班牙和荷兰。 |
| Website 官方网站 | TGV on http://sncf.com |
| 轨距 | 1,435毫米（准轨） |
1. 历史 | History
The idea of the TGV was first proposed in the 1960s, after Japan had begun construction of the Shinkansen in 1959. At the time the government of France favoured new technology, exploring the production of hovercraft and the Aérotrain air-cushion vehicle. Simultaneously, the SNCF began researching high-speed trains on conventional tracks. In 1976, the administration agreed to fund the first line. By the mid-1990s, the trains were so popular that SNCF President Louis Gallois declared that the TGV was “the train that saved French railways”.[10]
参考译文：TGV的构想最早是在1960年代提出的，当时日本已经在1959年开始修建新干线。当时，法国政府青睐新技术，探索生产气垫船和空气浮吊列车。与此同时，法国国家铁路公司（SNCF）开始研究传统轨道上的高速列车。1976年，政府同意资助第一条高速线路。到了上世纪90年代中期，TGV列车如此受欢迎，以至于法国国家铁路公司的总裁路易·加洛瓦宣称TGV是“挽救了法国铁路的列车”。[10]
1.1 发展 | Development
Main article: Development of the TGV
主条目：TGV的发展
It was originally planned that the TGV, then standing for très grande vitesse (“very high speed”) or turbine grande vitesse (“high-speed turbine”), would be propelled by gas turbines, selected for their small size, good power-to-weight ratio and ability to deliver high power over an extended period. The first prototype, TGV 001, was the only gas-turbine TGV: following the increase in the price of oil during the 1973 energy crisis, gas turbines were deemed uneconomic and the project turned to electricity from overhead lines, generated by new nuclear power stations.
参考译文：最初计划的TGV（当时代表着“非常高速”或“高速涡轮”）原本是打算由燃气涡轮推进的，选择燃气涡轮是因为它们体积小、功率重量比好，并且能够在较长时间内提供高功率。第一辆原型车TGV 001是唯一一辆采用燃气涡轮的TGV：由于1973年能源危机期间油价上涨，燃气涡轮被认为不经济，项目转向了由新建的核电站产生的架空线路上的电力供应。
TGV 001 was not a wasted prototype:[11] its gas turbine was only one of its many new technologies for high-speed rail travel. It also tested high-speed brakes, needed to dissipate the large amount of kinetic energy of a train at high speed, high-speed aerodynamics, and signalling. It was articulated, comprising two adjacent carriages sharing a bogie, allowing free yet controlled motion with respect to one another. It reached 318 km/h (198 mph), which remains the world speed record for a non-electric train. Its interior and exterior were styled by French designer Jacques Cooper, whose work formed the basis of early TGV designs, including the distinctive nose shape of the first power cars.
参考译文：TGV 001并非一辆被浪费的原型车：其燃气涡轮仅是其众多用于高速铁路旅行的新技术之一。它还测试了高速制动系统，用于消耗高速列车的巨大动能，以及高速空气动力学和信号系统。它是关节式的，由两节相邻车厢共用一台转向架组成，使其能够相互自由而受控地运动。它达到了318公里/小时（198英里/小时）的速度，这仍然是非电动列车的世界速度记录。它的内外部由法国设计师Jacques Cooper设计，他的作品成为早期TGV设计的基础，包括第一辆动力车的独特车头形状。[11]
Changing the TGV to electric traction required a significant design overhaul. The first electric prototype, nicknamed Zébulon, was completed in 1974, testing features such as innovative body mounting of motors, pantographs, suspension and braking. Body mounting of motors allowed over 3 tonnes to be eliminated from the power cars and greatly reduced the unsprung weight. The prototype travelled almost 1,000,000 km (621,371 mi) during testing.
参考译文：将TGV改为电力牵引需要进行重大的设计改进。第一辆电气化原型车，被昵称为“Zébulon”，于1974年完成，测试了创新的电机、受电弓、悬挂和制动等功能。电机的车体安装方式使动力车减重了超过3吨，并大大减少了非弹性重量。该原型车在测试过程中行驶了近100万公里（621,371英里）。
In 1976, the French administration funded the TGV project, and construction of the LGV Sud-Est, the first high-speed line (French: ligne à grande vitesse), began shortly afterwards. The line was given the designation LN1, Ligne Nouvelle 1 (“New Line 1”). After two pre-production trainsets (nicknamed Patrick and Sophie) had been tested and substantially modified, the first production version was delivered on 25 April 1980.
参考译文：1976年，法国政府资助了TGV项目，随后不久开始了第一条高速线路（法语：ligne à grande vitesse）——南东高速线（LGV Sud-Est）的建设。该线路被命名为LN1，即“新线路1号”。经过两列预生产列车（昵称为Patrick和Sophie）的测试和大幅修改后，第一列生产版本于1980年4月25日交付。
在两列量产前的列车经过充分的调试和修改后，第一列正式生产的TGV列车于1980年4月25日交货。1981年9月27日，运行于巴黎与里昂之间东南高速铁路的TGV系统正式向公众开放。TGV最初的目标客户是往来于两座城市之间的商务人士，但不久之后目标市场以外的人们也越来越喜欢乘坐这种快捷、实用的交通工具。
TGV动车组的刹车系统在动车采用电气刹车与踏面刹车系统，无动力中部车厢则于车轴上设置刹车碟片并起压缩空气驱动之。TGV是日本新干线之后的世界第二个实现商业运行之高速铁路系统。
1.2 服务 | Service
Main article: List of TGV services
主条目：TGV服务列表
The TGV opened to the public between Paris and Lyon 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, SNCF started a major publicity campaign focusing on the speed, frequency, reservation policy, normal price, and broad accessibility of the service.[12] This commitment to a democratised TGV service was enhanced in the Mitterrand era with the promotional slogan “Progress means nothing unless it is shared by all”.[13] The TGV was considerably faster (in terms of door to door travel time) than normal trains, cars, or aeroplanes. The trains became widely popular, the public welcoming fast and practical travel.
参考译文：TGV于1981年9月27日在巴黎和里昂之间向公众开放。与早期提供快速服务不同，SNCF旨在为所有类型的乘客提供TGV服务，初始票价与平行传统线路上的火车相同。为了打破TGV只是商务旅客的高级服务的普遍误解，SNCF展开了一项重要的宣传活动，侧重于强调该服务的速度、频率、预订政策、正常价格和广泛可及性。这种致力于实现民主化的TGV服务在密特朗时代得到加强，以”进步如果不能使人人共享就毫无意义”的宣传口号为特色。TGV列车的速度（从门到门的旅行时间）远远超过普通列车、汽车或飞机。这些列车变得非常受欢迎，公众对快速、便捷的旅行表示欢迎。
The Eurostar service began operation in 1994, connecting continental Europe to London via the Channel Tunnel and the LGV Nord-Europe with a version of the TGV designed for use in the tunnel and the United Kingdom. The first phase of the British High Speed 1 line was completed in 2003, the second phase in November 2007. The fastest trains take 2 hours 15 minutes London–Paris and 1 hour 51 minutes London–Brussels. The first twice-daily London-Amsterdam service ran 3 April 2018, and took 3 hours 47 minutes.[14]
参考译文：欧洲之星服务于1994年开始运营，通过海底隧道和北欧高速铁路LGV Nord-Europe将欧洲大陆与伦敦相连，使用了一种专门设计用于隧道和英国的TGV版本。英国高速1线的第一阶段已于2003年完成，第二阶段于2007年11月完成。最快的列车从伦敦到巴黎需要2小时15分钟，从伦敦到布鲁塞尔只需1小时51分钟。首列每日两次的伦敦-阿姆斯特丹列车于2018年4月3日开行，耗时3小时47分钟。
1.3 里程碑 | Milestones
The TGV was the world’s third commercial and standard gauge high-speed train service,[15] after Japan’s Shinkansen, which connected Tokyo and Osaka from 1 October 1964, and Britain’s InterCity 125 on main lines such as the East Coast Main Line, which entered service in 1976.
参考译文：TGV是世界上第三个商业化和标准轨距的高速列车服务，仅次于日本的新干线（于1964年10月1日连接东京和大阪）和英国的InterCity 125（于1976年开始在东海岸干线等主线路上运营）。
A modified TGV test train holds the world speed record for conventional trains. On 3 April 2007 a modified TGV POS train reached 574.8 km/h (357.2 mph) under test conditions on the LGV Est between Paris and Strasbourg. The line voltage was boosted to 31 kV, and extra ballast was tamped onto the permanent way. The train beat the 1990 world speed record of 515.3 km/h (320.2 mph), set by a similarly shortened train (two power cars and three passenger cars), along with unofficial records set during weeks preceding the official record run. The test was part of an extensive research programme by Alstom.[16][17]
参考译文：一辆改装的TGV测试列车保持着常规列车的世界速度纪录。在2007年4月3日，一辆改装后的TGV POS列车在巴黎和斯特拉斯堡之间的LGV Est线路上，在测试条件下达到了574.8公里/小时（357.2英里/小时）的速度。线路电压被提升至31千伏，并在永久路基上添加了额外的碴石。这辆列车打破了1990年由类似缩短版列车（两个动力车和三个客车）创下的515.3公里/小时（320.2英里/小时）的世界速度纪录，同时还打破了在正式创纪录行驶前几周内创造的非官方记录。这个测试是阿尔斯通公司进行的广泛研究计划的一部分。
In 2007, the TGV was the world’s fastest conventional scheduled train: one journey’s average start-to-stop speed from Champagne-Ardenne Station to Lorraine Station is 279.3 km/h (173.5 mph).[5][6] This record was surpassed on 26 December 2009 by the new Wuhan-Guangzhou High-Speed Railway[18] in China where the fastest scheduled train covered 922 km (573 mi) at an average speed of 312.54 km/h (194.20 mph).[19]
参考译文：2007年，TGV是世界上最快的常规定期列车：从香槟-阿登站到洛林站的平均起止速度为279.3公里/小时（173.5英里/小时）[5][6]。然而，这个纪录在2009年12月26日被中国的武广高铁（新的武汉至广州高速铁路）超越[18]，其中最快的定期列车以平均时速312.54公里/小时（194.20英里/小时）行驶了922公里（573英里）[19]。
A Eurostar (TGV) train broke the record for the longest non-stop high-speed international journey on 17 May 2006 carrying the cast and filmmakers of The Da Vinci Code from London to Cannes for the Cannes Film Festival. The 1,421-kilometre (883 mi) journey took 7 hours 25 minutes on an average speed of 191.6 km/h (119.1 mph).[20]
参考译文：一列欧洲之星（TGV）列车于2006年5月17日创下了最长的高速国际连续行程纪录，搭载着《达·芬奇密码》的演员和制片人从伦敦前往戛纳参加戛纳电影节。这趟长达1,421公里（883英里）的旅程耗时7小时25分钟，平均时速为191.6公里/小时（119.1英里/小时）。[20]
The fastest single long-distance run on the TGV was done by a TGV Réseau train from Calais-Frethun to Marseille (1,067.2 km (663.1 mi)i) in 3 hours 29 minutes at a speed of 306 km/h (190 mph) for the inauguration of the LGV Méditerranée on 26 May 2001.[21]
参考译文：TGV Réseau列车在2001年5月26日为LGV地中海线的开通进行了一次最快的单一长途行驶，从加来-弗雷顿到马赛的距离为1,067.2公里（663.1英里），耗时3小时29分钟，以306公里/小时（190英里/小时）的速度行驶。[21]
1.4 乘客量 Passenger usage
On 28 November 2003, the TGV network carried its one billionth passenger, a distant second only to the Shinkansen’s five billionth passenger in 2000.
参考译文：2003年11月28日，TGV的客运量达到了10亿人次，远远落后于2000年新干线的50亿人次。
Excluding international traffic, the TGV system carried 98 million passengers during 2008, an increase of 8 million (9.1%) on the previous year.[22]
参考译文：不包括国际交通，TGV系统在2008年运送了9800万乘客，比前一年增加了800万(9.1%)。[22]
（表内注t 2） from 1997 including Thalys 自1997年起包括“Thalys”
2. 运行线路 Lines in operation
主条目：法国高速铁路
注1：仅列出非法铁列车。
注2：包括比利时境内路段。
注3：1990年通车。
注4：巴黎 – 勒芒252千米，分歧点 – 图尔32千米。
注5：包括西班牙境内路段。
In June 2021, there were approximately 2,800 km (1,740 mi) of Lignes à Grande Vitesse (LGV), with four additional line sections under construction. The current lines and those under construction can be grouped into four routes radiating from Paris and one that currently only connects to Paris through a section of classical track: LGV Interconnexion Est connects LGV Sud-Est to LGV Nord around Paris.
参考译文：截至2021年6月，法国高速铁路（LGV）总长度约为2,800公里（1,740英里），还有四个额外的线路正在建设中。当前使用的线路和正在建设中的线路可以分为四个从巴黎辐射出去的路线，以及一个目前仅通过一段传统铁路轨道与巴黎相连的路线：LGV互联东部将LGV东南线与LGV北线连接在巴黎附近2。
2.1 现存线路 Existing lines
1 LGV Rhône-Alpes (Lyon to Valence) (opened 1992)
【参考译文】LGV罗纳-阿尔卑斯（从里昂到瓦朗斯）（于1992年开通）
2 LGV Interconnexion Est (LGV Sud-Est to LGV Nord Europe, east of Paris) (opened 1994)
【参考译文】LGV互联东部（连接LGV东南线与LGV北欧线，位于巴黎东部）（于1994年开通）
3 LGV Méditerranée (An extension of LGV Rhône-Alpes: Valence to Marseille-Saint-Charles) with a branch to Nîmes (opened 2001)
【参考译文】LGV地中海（LGV罗纳-阿尔卑斯线的延伸：从瓦朗斯到马赛圣查尔斯）并带有一条支线通往尼姆（于2001年开通）
4 LGV Perpignan–Figueres (Spain to France) (construction finished 17 February 2009, TGV service from 19 December 2010)[24]
【参考译文】LGV佩皮尼扬-菲格雷斯（西班牙至法国）（建设于2009年2月17日完成，TGV服务于2010年12月19日开始）[24]
5 LGV Rhin-Rhône[25] (Lyon–Dijon–Mulhouse), first phase opened 11 December 2011.
【参考译文】LGV莱茵-罗纳（里昂-第戎-穆尔豪斯）[25]，第一阶段于2011年12月11日开通。
6 LGV Sud Europe Atlantique (Tours–Bordeaux), extending the southern branch of the LGV Atlantique (also called LGV Sud-Ouest);[26] opened on 2 July 2017.
【参考译文】LGV 南欧大西洋线（图尔-波尔多），延伸 LGV 大西洋线（也称为 LGV 西南线）的南部支线；[26] 于 2017 年 7 月 2 日开通。
7 LGV Bretagne-Pays de la Loire (Le Mans–Rennes), extending the western branch of the LGV Atlantique;[27][28] opened on 2 July 2017.
【参考译文】LGV 布列塔尼-卢瓦尔河地区（勒芒-雷恩），延伸了 LGV Atlantique 的西部支线；[27][28]于 2017 年 7 月 2 日开业。
8 Nîmes-Montpellier bypass extending the south-western stub of the LGV Méditerranée by 60 km (37 mi) towards the Spanish border; opened on 12 December 2017 for freight (July 2018 for passengers). It is however currently limited to a maximum speed of 220 km/h (137 mph), since the installation of ETCS Level 2 allowing speeds up to 300 km/h (186 mph) is yet to be planned.
【参考译文】尼姆-蒙彼利埃绕道延伸了LGV地中海的西南支线，向西班牙边境延伸了60公里（37英里）；于2017年12月12日开通用于货运（2018年7月开通用于乘客）。然而，目前其最高时速被限制在220公里/小时（137英里/小时），因为尚未计划安装ETCS Level 2，该系统可实现高达300公里/小时（186英里/小时）的时速。
2.2 建设中的线路 Under construction
1 Lyon–Turin (Lyon–Chambéry–Turin), connecting to the Italian TAV network.[29]
【参考译文】里昂-都灵（里昂-尚贝里-都灵），连接到意大利的TAV网络。[29]
2.3 计划中的线路 Planned lines
In 2017, French President Emmanuel Macron announced a plan to “reassess” planned LGV construction, implying that many of the projects listed here will be delayed or not constructed at all. Contrary to this, the French government confirmed 5 new lines in late summer 2018.[30]
【参考译文】2017年，法国总统埃马纽埃尔·马克龙宣布了一项“重新评估”计划，这意味着这里列出的许多项目将会延迟或根本不建设。然而，与此相反，法国政府在2018年夏末确认了5条新的线路。[30]
1 LGV Bordeaux–Toulouse
【参考译文】波尔多-图卢兹高速铁路
2 LGV Montpellier–Perpignan, the last gap in Europe’s longest high-speed route between Paris and Málaga/Seville.
【参考译文】LGV 蒙彼利埃-佩皮尼昂是欧洲最长的高速铁路路线，连接巴黎和马拉加/塞维利亚之间的最后一段缺口。
3 LGV Poitiers–Limoges[31]
【参考译文】波尔多-利摩日高速铁路
4 LGV Provence-Alpes-Côte d’Azur (Marseille–Nice), would reduce Paris–Nice travel times from 5h25 to 3h50.[32]
【参考译文【LGV 普罗旺斯-阿尔卑斯-蓝色海岸（马赛-尼斯）将把巴黎到尼斯的旅行时间从5小时25分钟缩短到3小时50分钟。[32]
5 LGV Sud Europe Atlantique Phase 3 (Bordeaux to Spanish Border)[33]
【参考译文】南欧洲大西洋高速铁路第三阶段（从波尔多至西班牙边境）
6 LGV Rhin-Rhône[25] (Lyon–Dijon–Mulhouse), second phase of the eastern branch construction initially planned to start in 2014, but funding is unclear for the western and southern branches.
【参考译文】（里昂-迪戎-穆尔豪斯），东部分支线的第二阶段建设最初计划于2014年开始，但西部和南部分支线的资金情况尚不明确。
7 Extension to Narbonne of the LGV Bordeaux–Toulouse
【参考译文】波尔多-图卢兹高铁至纳尔邦的延长线
8 LGV Picardie (Paris–Amiens–Calais), cutting off the corner of the LGV Nord-Europe via Lille.[29]
【参考译文】（巴黎-亚眠-加来）将通过里尔切断LGV北欧线路的一角。
9 LGV Normandie would run from Paris to Rouen, Le Havre, Caen and Cherbourg. The line would have a stop in La Défense where it would meet with a proposed link to LGV Nord and a proposed Eurostar service to terminate in La Défense.[34]
【参考译文】LGV诺曼底将从巴黎通往鲁昂、勒阿弗尔、卡昂和瑟堡。该线路将在拉德方斯（La Défense）设有一站，与LGV北方线路的拟议连接及拟议的终点为拉德方斯的欧洲之星（Eurostar）服务相连。
10 LGV Paris–Orléans–Clermont-Ferrand–Lyon (POCL) [fr] On 30 July 2010, the government of then President Sarkozy announced that it expected to start work on a second LGV between Paris and Lyon between 2020 and 2030. The train line would run via Orléans and Clermont-Ferrand, at a length of 410 km (255 mi), and is expected to cost €12bn.[35] The route will be known as LGV POCL (Paris, Orléans, Clermont-Ferrand and Lyon). Four potential routes are being studied as of 2011, with consultations continuing into 2012. Work would not start before 2025.[36]
【参考译文】巴黎-奥尔良-克莱蒙费朗-里昂高速铁路（POCL）[法语]。2010年7月30日，当时的总统萨科齐政府宣布预计在2020年至2030年间开始修建巴黎到里昂的第二条高速铁路。该铁路将通过奥尔良和克莱蒙费朗，全长410公里（255英里），预计费用为120亿欧元。该线路将被称为巴黎-奥尔良-克莱蒙费朗-里昂高速铁路（LGV POCL）。截至2011年，有四个潜在路线正在研究中，并将持续到2012年进行咨询。工程将不会在2025年之前开始。
3. 车辆 | Rolling stock
TGVs have semi-permanently coupled articulated un-powered coaches, with Jacobs bogies between the coaches supporting both of them. Power cars at each end of the trains have their own bogies. Trains can be lengthened by coupling two TGVs, using couplers hidden in the noses of the power cars. The articulated design is advantageous during a derailment, as the passenger carriages are more likely to stay upright and in line with the track. Normal trains could split at couplings and jackknife, as seen in the Eschede train disaster. A disadvantage is that it is difficult to split sets of carriages. While power cars can be removed from trains by standard uncoupling procedures, specialised depot equipment is needed to split carriages, by lifting the entire train at once. Once uncoupled, one of the carriage ends is left without a bogie at the split, so a bogie frame is required to support it. Using Power Cars instead of Electric Multiple Units easily allows for a high ride quality and less electrical equipment.[37]
参考译文：TGV列车采用半永久连接的关节式非动力车厢，车厢之间通过雅可布斯转向架连接。列车两端的动力车厢各自配备转向架。通过在动力车厢前部隐藏的耦合器，两列TGV列车可以连接起来，以增加列车的长度。关节式设计在列车脱轨事故中具有优势，因为客车更有可能保持直立并与铁轨保持一致。而常规列车在车厢连接处容易脱节和转向，就像埃施德火车事故中所见。不足之处在于分离车厢较为困难。虽然动力车可以通过标准的分离过程从列车上拆卸下来，但需要专门的修车设备来分离车厢，一次性将整个列车升起。一旦分离，分割处的其中一侧车厢将没有转向架，因此需要一个转向架底座来支撑它。使用动力车而不是电力多元单元可以轻松实现高乘坐舒适度并减少电气设备的使用。
There are five types of TGV equipment in use, all built by Alstom:
【参考译文】目前正在使用的TGV设备有五种，全部由阿尔斯通制造:
1 TGV Atlantique (10 carriages)
【参考译文】大西洋号TGV(10节车厢)
2 TGV Réseau (similar to Atlantique, but 8 carriages)
【参考译文】TGV Réseau（类似于大西洋型，但有8节车厢）
3 TGV Duplex (two floors for greater passenger capacity)
【参考译文】TGV Duplex（双层设计，以增加乘客容量）
4 TGV POS (originally for routes to Germany, now used to Switzerland)
【参考译文】TGV POS（最初用于往返德国的线路，现在用于往返瑞士的线路）
5 TGV 2N2 (Avelia Euroduplex) (upgrade of the TGV Duplex)
【参考译文】TGV 2N2（Avelia Euroduplex）（TGV Duplex的升级版）。
Retired sets:
【参考译文】已退役车组：
- TGV Sud-Est (retired in December 2019)
【参考译文】TGV Sud-Est（于2019年12月退役）- TGV La Poste (retired in June 2015)
【参考译文】TGV La Poste（于2015年6月退役）高速货运和邮件运输专用动车组。
- TGV La Poste (retired in June 2015)
Future sets:
未来的车组：
- Avelia Horizon (Entry into service in 2023)
【参考译文】Avelia Horizon（预计于2023年投入使用）。
AGV是阿尔斯通针对单层高铁最新推出的高铁车辆，采用动力分散式设计，设备分散于列车底部且自带动力，能减少30%的电力消耗，却能增加更加多的乘客，与日本的新干线及德国的ICE-3（Velaro）类似以期获得较多的室内空间，但仍采用关节式转向架，然而SNCF并未采购任何AGV车辆。
SNCF预计引进的新列车是法国国铁TGV M列车，为动力集中式列车，具有双层车厢，最高时速为350km/h ，[5]首批列车计划于2024年投入运营。
3.1 运行速度
【辽观注】此标题是我们在搬运、整合过程中添加的。
TGV列车是全球最快的高速列车之一，其商业运营的最高速度为每小时320千米（TGV-R、TGV-D与TGV-POS），最高试验速度则可达到每小时574千米。该纪录由TGV特制的“V150”改装列车在2007年4月3日的试验时创下，虽然未能超越日本JR磁悬浮列车创下的陆上交通工具世界纪录（每小时603千米），但在轮轨列车上仍是“全球第一速”。
TGV列车在法国高速铁路线上的最高运营速度为300至320千米每小时，从巴黎到里昂用时2小时，而巴黎至法国第二大城马赛的行车时间约为3小时。
Several TGV types have broken records, including the V150 and TGV 001. V150 was a specially modified five-car double-deck trainset that reached 574.8 km/h (357.2 mph) under controlled conditions on a test run. It narrowly missed beating the world train speed record of 581 km/h (361 mph).[38] The record-breaking speed is impractical for commercial trains due to motor overcharging, empty train weight, rail and engine wear issues, elimination of all but three coaches, excessive vibration, noise and lack of emergency stopping methods.
参考译文：多种TGV类型的列车创下了纪录，包括V150和TGV 001。 V150是一列经过特殊改装的五节双层列车，在控制条件下的试验中达到了574.8公里/小时（357.2英里/小时）的速度。它差一点就打破了世界列车速度记录的581公里/小时（361英里/小时）。 然而，创下的这一速度对商业列车来说并不实用，因为会导致电机过载、列车空载重量、轨道和发动机磨损问题、减少车厢数量至三节、过度震动、噪音和缺乏应急停车措施。
TGVs travel at up to 320 km/h (199 mph) in commercial use. All are at least bi-current, which means that they can operate at 25 kV, 50 Hz AC (including LGVs) and at 1.5 kV DC (such as the 1.5 kV lignes classiques south of Paris). Trains to Germany, Switzerland, Belgium and the Netherlands must accommodate other voltages, requiring tri-current and quadri-current TGVs. TGVs have two pairs of pantographs, two for AC use and two for DC. When passing between areas of different supply voltage, marker boards remind the driver to turn off power, lower the pantograph(s), adjust a switch to select the appropriate system, and raise the pantograph(s). Pantographs and pantograph height control are selected automatically based on the voltage system chosen by the driver. Once the train detects the correct supply, a dashboard indicator illuminates and the driver can switch on the traction motors. The train coasts across the boundary between sections.
参考译文：TGV列车在商业运营中的最高时速可达到320公里/小时（199英里/小时）。所有的TGV列车至少都是双电流设计，这意味着它们可以在25千伏、50赫兹的交流电（包括LGV线路）以及1.5千伏的直流电（如巴黎南部的1.5千伏lignes classiques）上运行。往往需要为前往德国、瑞士、比利时和荷兰的列车适配其他电压，因此需要三电流和四电流的TGV列车。TGV列车配备两副受电弓，其中两副用于交流电，另外两副用于直流电。当列车经过不同供电电压的区域时，标志牌提醒驾驶员关闭电源，降下受电弓，调整一个开关以选择适当的电力系统，并升起受电弓。受电弓和受电弓高度控制会根据驾驶员选择的电压系统自动调整。一旦列车检测到正确的供电系统，仪表盘上的指示灯会亮起，驾驶员可以启动牵引电机。列车会平稳地通过这些区域之间的界限。
3.2 TGV Sud-Est
Main article: SNCF TGV Sud-Est
主条目：SNCF TGV Sud-Est
The Sud-Est fleet was built between 1978 and 1988 and operated the first TGV service, from Paris to Lyon in 1981. There were 107 passenger sets, of which nine are tri-current (including 15 kV, 16+2⁄3 Hz AC for use in Switzerland) and the rest bi-current. There were seven bi-current half-sets without seats that carried mail for La Poste between Paris, Lyon and Provence, in a distinctive yellow livery until they were phased out in 2015.
参考译文：Sud-Est列车群建于1978年至1988年，并在1981年开通了第一条从巴黎到里昂的TGV服务。共有107列客车组，其中9列是三电流（包括用于瑞士的15千伏、16+2/3赫兹交流电），其余为双电流。还有七列双电流的半列车组没有座位，它们以独特的黄色涂装运送法国邮政的邮件，在巴黎、里昂和普罗旺斯之间运行，直到2015年被淘汰。
Each set were made up of two power cars and eight carriages (capacity 345 seats), including a powered bogie in the carriages adjacent to the power cars. They are 200 m (656 ft 2 in) long and 2.81 m (9 ft 3 in) wide. They weigh 385 tonnes with a power output of 6,450 kW under 25 kV.
参考译文：每列TGV Sud-Est由两节动力车和八节客车组成（可容纳345个座位），包括在靠近动力车的客车组中安装的动力转向架。它们的长度为200米（656英尺2英寸），宽度为2.81米（9英尺3英寸）。在25千伏的电压下，它们的重量为385吨，功率输出为6,450千瓦。
The sets were built to run at 270 km/h (168 mph) but most were upgraded to 300 km/h (186 mph) during mid-life refurbishment in preparation for the opening of the LGV Méditerranée. The few sets that still have a maximum speed of 270 km/h (168 mph) operate on routes that include a comparatively short distance on LGV, such as to Switzerland via Dijon; SNCF did not consider it financially worthwhile to upgrade their speed for a marginal reduction in journey time.
参考译文：这些列车组最初设计时的最高运行速度为270公里/小时（168英里/小时），但大部分在中寿命翻新期间进行了升级，达到了300公里/小时（186英里/小时），以准备开通LGV Méditerranée。仍然保持270公里/小时（168英里/小时）最高速度的少数列车组在行驶路线中相对较短的路段上使用LGV，例如通过迪戎前往瑞士；SNCF认为在行程时间仅略微减少的情况下，提升速度在财务上并不具备足够的利益。
In December 2019, the trains were phased out from service. In late 2019 and early 2020, TGV 01 (Nicknamed Patrick), which was the very first TGV train, did a farewell service that included all three liveries that were worn during their service.[39]
参考译文：在2019年12月，这些列车逐渐退出了运营。在2019年末和2020年初，TGV 01（绰号为Patrick），即第一列TGV列车，进行了一次告别服务，展示了它们在服役期间所穿的三种涂装。
3.3 大西洋号 | TGV Atlantique
Main article【主条目】: SNCF TGV Atlantique
The 105-strong bi-current Atlantique fleet was built between 1988 and 1992 for the opening of the LGV Atlantique and entry into service began in 1989. They are 237.5 m (779 ft 2 in) long and 2.9 m (9 ft 6 in) wide. They weigh 444 tonnes, and are made up of two power cars and ten carriages with a capacity of 485 seats. They were built with a maximum speed of 300 km/h (186 mph) and 8,800 kW of power under 25 kV. The efficiency of the Atlantique with all seats filled has been calculated at 767 PMPG, though with a typical occupancy of 60% it is about 460 PMPG (a Toyota Prius with three passengers is 144 PMPG).[40]
参考译文：这支由105列双电流的Atlantique列车组成的队伍是在1988年至1992年间为了开通LGV Atlantique而建造的，于1989年开始投入使用。它们的长度为237.5米（779英尺2英寸），宽度为2.9米（9英尺6英寸）。它们的重量为444吨，由两节动力车和十节客车组成，可容纳485个座位。它们的最高速度为300公里/小时（186英里/小时），在25千伏下的功率为8800千瓦。Atlantique列车的满载效率计算结果为767 PMPG，然而，典型的座位占用率约为60%，因此实际效率约为460 PMPG（丰田普锐斯搭载三名乘客的效率为144 PMPG）。
Modified unit 325 set the world speed record in 1990 on the LGV before its opening. Modifications such as improved aerodynamics, larger wheels and improved braking were made to enable speeds of over 500 km/h (311 mph). The set was reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 tonnes. Three carriages, including the bar carriage in the centre, is the minimum possible configuration because of the articulation.
参考译文：1990年，被改装的325号列车在LGV开通前创下了世界速度纪录。为了实现超过500公里/小时（311英里/小时）的速度，进行了诸如改进气动性能、增大车轮和改进制动系统等改装。该列车组被缩减为两节动力车和三节客车，以提高动力与重量之间的比值，总重250吨。由于车组的关节结构，包括中间的酒吧车厢，三节客车是最小可能的配置。
3.4 TGV Réseau
Main article: SNCF TGV Réseau
主条目：SNCF TGV Réseau
The first Réseau (Network) sets entered service in 1993. Fifty bi-current sets were ordered in 1990, supplemented by 40 tri-current sets in 1992/1993. Ten tri-current sets carry the Thalys livery and are known as Thalys PBA (Paris-Brussels-Amsterdam) sets. As well as using standard French voltages, the tri-current sets can operate under the Netherlands’ 1.5 kV and Italian and Belgian 3 kV DC supplies.
参考译文：第一批Réseau（网络）列车于1993年投入运营。1990年订购了50列双电流列车，并于1992/1993年补充了40列三电流列车。其中有10列三电流列车采用了塔利斯（Thalys）涂装，被称为塔利斯PBA（巴黎-布鲁塞尔-阿姆斯特丹）列车。除了使用标准的法国电压，三电流列车还可以在荷兰的1.5千伏和意大利以及比利时的3千伏直流供电下运行。
They are formed of two power cars (8,800 kW under 25 kV – as TGV Atlantique) and eight carriages, giving a capacity of 377 seats. They have a top speed of 320 km/h (199 mph). They are 200 m (656 ft 2 in) long and are 2.90 m (9 ft 6 in) wide. The bi-current sets weigh 383 tonnes: owing to axle-load restrictions in Belgium the tri-current sets have a series of modifications, such as the replacement of steel with aluminium and hollow axles, to reduce the weight to under 17 t per axle.
参考译文：它们由两个动力车组成（在25千伏下为8,800千瓦 – 与TGV Atlantique一样）和八节车厢，提供377个座位。最高时速为320公里/小时（199英里/小时）。车长为200米（656英尺2英寸），宽度为2.90米（9英尺6英寸）。双电流列车重383吨：由于比利时的轴载限制，三电流列车进行了一系列的改装，比如用铝替代钢材和空心轴，以将重量降至每轴不到17吨。
Owing to early complaints of uncomfortable pressure changes when entering tunnels at high speed on the LGV Atlantique, the Réseau sets are now pressure-sealed. They can be coupled to a Duplex set.
参考译文：由于早期关于在LGV Atlantique高速进入隧道时出现不舒适的压力变化的投诉，Réseau列车现已进行了密封处理。它们可以与Duplex列车组成联挂。
3.5 TGV Duplex
Main article: TGV Duplex
主条目：TGV Duplex
The Duplex was built to increase TGV capacity without increasing train length or the number of trains. Each carriage has two levels, with access doors at the lower level taking advantage of low French platforms. A staircase gives access to the upper level, where the gangway between carriages is located. There are 512 seats per set. On busy routes such as Paris-Marseille they are operated in pairs, providing 1,024 seats in two Duplex sets or 800 in a Duplex set plus a Reseau set. Each set has a wheelchair accessible compartment.
参考译文：Duplex的设计旨在增加TGV的运载能力，而无需增加列车长度或列车数量。每节车厢有两层，底层的入口门利用法国低矮的站台高度。通过楼梯可以进入上层，上层设置有连接车厢之间的过道。每列Duplex列车配备512个座位。在巴黎-马赛等繁忙线路上，它们以成对的方式运行，两列Duplex列车提供1,024个座位，或者一列Duplex列车加上一列Réseau列车则提供800个座位。每列列车都设有无障碍轮椅区域。
After a lengthy development process starting in 1988 (during which they were known as the TGV-2N) the original batch of 30 was built between 1995 and 1998. Further deliveries started in 2000 with the Duplex fleet now totalling 160 units, making it the backbone of the SNCF TGV-fleet. They weigh 380 tonnes and are 200 m (656 ft 2 in) long, made up of two power cars and eight carriages. Extensive use of aluminium means that they weigh not much more than the TGV Réseau sets they supplement. The bi-current power cars provide 8,800 kW, and they have a slightly increased speed of 320 km/h (199 mph).
参考译文：从1988年开始的漫长发展过程中（当时它们被称为TGV-2N），最初的30列Duplex列车在1995年至1998年之间建造完成。从2000年开始，Duplex列车的交付持续进行，目前共有160列，成为法国国家铁路公司TGV车队的支柱。它们重380吨，长200米（656英尺2英寸），由两个动力车和八个车厢组成。广泛使用铝材意味着它们的重量几乎与它们补充的TGV Réseau列车相当。双电流动力车提供8,800千瓦的功率，并且其速度略微增加至320公里/小时（199英里/小时）。
Duplex TGVs are now operating on all of the French high speed lines.[41]
参考译文：双工tgv现在在法国所有的高速线路上运行。[41]
3.6 TGV POS
Main article: TGV POS
主条目：TGV POS
TGV POS (Paris-Ostfrankreich-Süddeutschland or Paris-Eastern France-Southern Germany) are used on the LGV Est.
参考译文：TGV POS(巴黎-东法兰克– <s:1>德国南部或巴黎-法国东部-德国南部)在LGV东线上使用。
They consist of two Duplex power cars with eight TGV Réseau-type carriages, with a power output of 9,600 kW and a top speed of 320 km/h (199 mph). Unlike TGV-A, TGV-R and TGV-D, they have asynchronous motors, and isolation of an individual motor is possible in case of failure.
参考译文：它们由两节Duplex动力车和八节TGV Réseau型车厢组成，功率输出为9,600千瓦，最高时速为320公里/小时（199英里/小时）。与TGV-A、TGV-R和TGV-D不同，它们采用异步电机，且在发生故障时可以隔离单个电机。
3.7 Avelia Euroduplex (TGV 2N2)
Main article: Euroduplex
主条目：Euroduplex
The bi-current TGV 2N2 (Avelia Euroduplex) can be regarded as the 3rd generation of Duplex. The series was commissioned from December 2011 for links to Germany and Switzerland (tri-current trains) and to cope with the increased traffic due to the opening of the LGV Rhine-Rhone.
【参考译文】双电流TGV 2N2（Avelia Euroduplex）可以被视为Duplex列车的第三代。该系列列车自2011年12月起投入使用，用于连接德国和瑞士（三电流列车），以应对莱茵河-罗讷高速铁路开通后增加的客流量。
They are numbered from 800 and are limited to 320 km/h (199 mph). ERTMS makes them compatible to allow access to Spain similar to Dasye.
【参考译文】它们的编号从800开始，最高限速为320公里/小时（199英里/小时）。由于采用了ERTMS系统，它们与Dasye一样能够兼容进入西班牙。
3.8 TGV M Avelia Horizon
Main article【主条目】: SNCF TGV M
The design that emerged from the process was named TGV M, and in July 2018 SNCF ordered 100 trainsets with deliveries expected to begin in 2024.[30] They are expected to cost €25 million per 8-car set.
【参考译文】从这一过程中产生的设计被称为TGV M，并在2018年7月，SNCF订购了100列列车组，预计将于2024年开始交付。[30]预计每列8节车厢的列车组成本为2500万欧元。
4. TGV技术在法国以外的应用 | TGV technology outside France
TGV technology has been adopted in a number of other countries:[42]
【参考译文】TGV技术已被许多其他国家采用:[42]
AVE (Alta Velocidad Española), in Spain.[43]
【参考译文】AVE(西班牙高速公路)，在西班牙。[43]
Thalys in Belgium, the Netherlands and Germany.
【参考译文】比利时、荷兰和德国的大力士（Thalys）。
Korea Train Express (KTX), in South Korea.[44]
【参考译文】韩国高速列车(KTX)，在韩国。[44]
British Rail Class 373 operate Eurostar services between the United Kingdom, France, Belgium.
【参考译文】英国铁路373型列车在英国、法国和比利时之间提供欧洲之星服务。
Acela Express, a high-speed tilting train built by Alstom and Bombardier for the Northeast Corridor in the United States. The Acela uses several TGV technologies including the motors, electrical/drivetrain
system (rectifiers, inverters, regenerative braking technology), truck structure and disc brakes, and crash energy management technology to control structural deformations in accidents.[45] However, the Acela’s tilting, non-articulated carriages are derived from the Bombardier’s Canadian LRC trains and are custom built for U.S. Federal Railroad Administration crash standards.[45]
【参考译文】Acela Express是一款由阿尔斯通和庞巴迪为美国东北走廊设计制造的高速倾斜列车。Acela列车采用了几项TGV技术，包括电动机、电气/传动系统（整流器、逆变器、再生制动技术）、转向架结构和盘式制动器，以及事故中控制结构变形的碰撞能量管理技术。然而，Acela列车的倾斜非铰接车厢来自庞巴迪的加拿大LRC列车，并按照美国联邦铁路管理局的碰撞标准进行定制制造。
Avelia Liberty, the replacement for the Acela Express in the United States. Expected to enter service in 2023.
【参考译文】Avelia Liberty是美国取代Acela Express的新型列车，预计将于2023年投入运营。
The Moroccan government agreed to a €2 billion contract for Alstom to build Al-Boraq, an LGV between Tangier and Casablanca which opened in 2018.[46]
【参考译文】摩洛哥政府同意与阿尔斯通签署一项价值20亿欧元的合同，以建造阿尔博拉克（Al-Boraq）高速铁路，连接丹吉尔和卡萨布兰卡，该铁路于2018年开通。
Italian open-access high-speed operator Nuovo Trasporto Viaggiatori has signed up with Alstom to purchase 25 AGV 11-car sets (TGV 4th generation, running at 350 km/h (217 mph)) for delivery starting in 2009.[47]
【参考译文】意大利开放式高速列车运营商Nuovo Trasporto Viaggiatori已与阿尔斯通签署协议，购买25列AGV 11节组成的列车（TGV第四代），预计从2009年开始交付，时速达350公里/小时（217英里/小时）。
5. 未来的TGV | Future TGVs
SNCF and Alstom are investigating new technology that could be used for high-speed transport. The development of TGV trains is being pursued in the form of the Automotrice à grande vitesse (AGV) high-speed multiple unit with motors under each carriage.[48] Investigations are being carried out with the aim of producing trains at the same cost as TGVs with the same safety standards. AGVs of the same length as TGVs could have up to 450 seats. The target speed is 360 kilometres per hour (224 mph). The prototype AGV was unveiled by Alstom on 5 February 2008.[49]
【参考译文】法国国家铁路公司（SNCF）和阿尔斯通公司正在研究可用于高速交通的新技术。TGV列车的发展以Automotrice à grande vitesse（AGV）高速多元单位的形式进行，每个车厢下方都设有电动机[48]。调查工作旨在以与TGV列车相同的成本和安全标准生产列车。与TGV列车相同长度的AGV列车可容纳多达450个座位。目标速度为360公里/小时（224英里/小时）。阿尔斯通于2008年2月5日发布了AGV原型[49]。
Italian operator NTV is the first customer for the AGV, and became the first open-access high-speed rail operator in Europe, starting operation in 2011.[47]
【参考译文】意大利运营商NTV是AGV的第一批客户，也成为了欧洲第一家开放式高速铁路运营商，于2011年开始运营。
The design process of the next generation of TGVs began in 2016 when SNCF and Alstom signed an agreement to jointly develop the trainsets, with goals of reducing purchase and operating costs, as well as improved interior design.[50]
【参考译文】SNCF和阿尔斯通于2016年签署协议，共同开发下一代TGV列车的设计过程，旨在降低购买和运营成本，并改善内部设计。
6. 事故 | Accidents
Main article: TGV accidents
主条目：TGV的事故
In almost three decades of high-speed operation, the TGV has not recorded a single passenger fatality due to accidents while running at high speed on normal passenger service. There have been several accidents, including four derailments at or above 270 km/h (168 mph), but in only one of these—a test run on a new line—did carriages overturn. This is credited in part to the stiffness that the articulated design lends to the train. There have been fatal accidents involving TGVs on lignes classiques, where the trains are exposed to the same dangers as normal trains, such as level crossings. These include one terrorist bombing unrelated to the speed at which the train was traveling.
【参考译文】在近三十年的高速运营中，TGV列车在正常乘客服务的高速运行过程中没有出现过一起致命的乘客事故。虽然发生过几起事故，包括四次超过270公里/小时（168英里/小时）的脱轨事件，但其中仅有一起是在一次新线路的测试行驶中车厢翻覆。这在一定程度上归功于铰接式设计赋予列车的刚性。然而，在普通线路上，TGV列车仍然面临与普通列车相同的危险，如平交道，因此也发生过致命事故。其中一起事故是由于恐怖袭击引起的，与列车的行驶速度无关。
6.1 在法国高铁线路上 | On LGVs
14 December 1992: TGV 920 from Annecy to Paris, operated by set 56, derailed at 270 km/h (168 mph) at Mâcon-Loché TGV station (Saône-et-Loire). A previous emergency stop had caused a wheel flat; the bogie concerned derailed while crossing the points at the entrance to the station. No one on the train was injured, but 25 passengers waiting on the platform for another TGV were slightly injured by ballast that was thrown up from the trackbed.
【参考译文】1992年12月14日：TGV 920次列车从安纳西开往巴黎，由56组车辆运营，在马孔-洛谢TGV站（索恩-卢瓦尔省）以270公里/小时（168英里/小时）的速度脱轨。先前的紧急制动导致一只车轮磨损平坦；该车辆的悬挂架在进入车站时经过道岔时脱轨。列车上没有人受伤，但站台上等候另一列TGV的25名乘客受到从轨道上抛出的石子伤害，造成轻微伤。
21 December 1993: TGV 7150 from Valenciennes to Paris, operated by set 511, derailed at 300 km/h (186 mph) at the site of Haute Picardie TGV station, before it was built. Rain had caused a hole to open up under the track; the hole dated from the First World War but had not been detected during construction. The front power car and four carriages derailed but remained aligned with the track. Of the 200 passengers, one was slightly injured.
【参考译文】1993年12月21日：TGV 7150次列车从瓦朗谢纳开往巴黎，由511组车辆运营，在上高皮卡迪TGV站的尚未建成的地点以300公里/小时（186英里/小时）的速度脱轨。雨水导致轨道下方出现一个洞穴；这个洞穴可以追溯到一战期间，但在建设过程中未被发现。前方动力车和四节车厢脱轨，但仍然与轨道保持对齐。200名乘客中有一人轻微受伤。
5 June 2000: Eurostar 9073 from Paris to London, operated by sets 3101/2 owned by the National Railway Company of Belgium, derailed at 250 km/h (155 mph) in the Nord-Pas de Calais region near Croisilles.[52] The transmission assembly on the rear bogie of the front power car failed, with parts falling onto the track. Four bogies out of 24 derailed. Out of 501 passengers, seven were bruised[53] and others treated for shock.[54]
【参考译文】2000年6月5日：从巴黎开往伦敦的欧洲之星9073次列车，由比利时国家铁路公司拥有的3101/2组车辆运营，在克鲁瓦西尔附近的北加来海峡地区以250公里/小时（155英里/小时）的速度脱轨。前方动力车后悬挂架的传动装置发生故障，零件掉落到轨道上。24个悬挂架中有4个发生脱轨。在501名乘客中，有7人擦伤，其他人因受到震惊而接受治疗。
14 November 2015: TGV 2369 was involved in the Eckwersheim derailment, near Strasbourg, while being tested on the then-unopened second phase of the LGV Est. The derailment resulted in 11 deaths among those aboard, while 11 others aboard the train were seriously injured.[55] Excessive speed has been cited as the cause.[56]
【参考译文】2015年11月14日：TGV 2369次列车参与了埃克韦尔赛姆事故，在斯特拉斯堡附近的LGV Est二期尚未开通的测试过程中发生。脱轨事故导致11名乘客死亡，另外还有11人严重受伤。事故原因被认定为速度过快。
6.2 在普速线上 | On classic lines
31 December 1983: A bomb allegedly planted by the terrorist organisation of Carlos the Jackal exploded on board a TGV from Marseille to Paris; two people were killed.
【参考译文】1983年12月31日：据称由恐怖组织“卡洛斯·萨卡拉”组织种放置的炸弹在一辆从马赛开往巴黎的TGV列车上爆炸，造成两人死亡。
28 September 1988: TGV 736, operated by set 70 “Melun”, collided with a lorry carrying an electric transformer weighing 100 tonnes that had become stuck on a level crossing in Voiron, Isère. The vehicle had not obtained the required crossing permit from the French Direction départementale de l’équipement. The weight of the lorry caused a very violent collision; the train driver and a passenger died, and 25 passengers were slightly injured.
【参考译文】1988年9月28日：由“Melun” 70组车辆运营的TGV 736次列车与一辆携带100吨电力变压器的卡车在伊泽尔的Voiron市的平交道上发生碰撞。该车辆未能取得法国设备部所要求的过道许可证。卡车的重量导致了一次非常剧烈的碰撞；列车司机和一名乘客死亡，另有25名乘客轻微受伤。
4 January 1991: after a brake failure, TGV 360 ran away from Châtillon depot. The train was directed onto an unoccupied track and collided with the car loading ramp at Paris-Vaugirard station at 60 km/h (37 mph). No one was injured. The leading power car and the first two carriages were severely damaged, and were rebuilt.
【参考译文】1991年1月4日：在刹车失灵后，TGV 360次列车从沙蒂永车辆段失控。列车被引导到一条无人占用的轨道，以每小时60公里（37英里）的速度与巴黎沃吉拉尔车站的车辆装载坡道相撞。没有人受伤。前方动力车和前两节车厢严重受损，并进行了重建。
25 September 1997: TGV 7119 from Paris to Dunkerque, operated by set 502, collided at 130 km/h (81 mph) with a 70 tonne asphalt paving machine on a level crossing at Bierne, near Dunkerque. The power car spun round and fell down an embankment. The front two carriages left the track and came to a stop in woods beside the track. Seven people were injured.
【参考译文】1997年9月25日：由502组车辆操作的TGV 7119次列车从巴黎开往敦刻尔克，在敦刻尔克附近的Bierne平交道上，以每小时130公里（81英里）的速度与一辆重达70吨的沥青铺设机发生碰撞。动力车旋转并滚落到堤坡下。前两节车厢脱轨并停在轨道旁的树林里。有七人受伤。
31 October 2001: TGV 8515 from Paris to Irun derailed at 130 km/h (81 mph) near Dax in southwest France. All ten carriages derailed and the rear power unit fell over. The cause was a broken rail.
【参考译文】2001年10月31日：由巴黎开往伊伦的TGV 8515次列车在法国西南部的达克斯附近以每小时130公里（81英里）的速度脱轨。所有十节车厢都脱轨，尾部动力装置倾覆。事故原因是一根断裂的轨道。
30 January 2003: a TGV from Dunkerque to Paris collided at 106 km/h (66 mph) with a heavy goods vehicle stuck on the level crossing at Esquelbecq in northern France. The front power car was severely damaged, but only one bogie derailed. Only the driver was slightly injured.
【参考译文】2003年1月30日：一列从敦刻尔克开往巴黎的TGV列车以每小时106公里（66英里）的速度与一辆卡在北法国埃斯凯贝克平交道上的重型货车发生碰撞。前方动力车受到严重损坏，但只有一个转向架脱轨。只有驾驶员轻微受伤。
19 December 2007: a TGV from Paris to Geneva collided at about 100 km/h (62 mph) with a truck on a level crossing near Tossiat in eastern France, near the Swiss border. The driver of the truck died; on the train, one person was seriously injured and 24 were slightly injured.[57]
【参考译文】2007年12月19日：一列从巴黎开往日内瓦的TGV列车在法国东部，靠近瑞士边境的托塞亚附近的一个平交道上，以约每小时100公里（62英里）的速度与一辆卡车发生碰撞。卡车司机不幸身亡；列车上，一人重伤，24人轻微受伤。[57]
17 July 2014: a TER train ran into the rear of a TGV at Denguin, Pyrénées-Atlantiques. Forty people were injured.
【参考译文】2014年7月17日：一列TER列车在比利牛斯大西洋省的登格因与一列TGV相撞。共有四十人受伤。
Following the number of accidents at level crossings, an effort has been made to remove all level crossings on lignes classiques used by TGVs. The ligne classique from Tours to Bordeaux at the end of the LGV Atlantique has no level crossings as a result.
【参考译文】鉴于平交道事故的数量，已经做出努力，以消除TGV使用的lignes classiques上的所有平交道。结果，LGV Atlantique的最后一段从图尔到波尔多的lignes classiques没有平交道了。
7. 对TGV的抗议 | Protests against the TGV
The first environmental protests against the building of an LGV occurred in May 1990 during the planning stages of the LGV Méditerranée. Protesters blocked a railway viaduct to protest against the planned route, arguing that it was unnecessary, and that trains could keep using existing lines to reach Marseille from Lyon.[58]
【参考译文】第一次反对LGV建设的环保抗议活动发生在1990年5月，当时正处于LGV地中海规划阶段。抗议者封锁了一座铁路高架桥，以抗议规划的线路，并主张这是不必要的，列车可以继续使用现有线路从里昂到达马赛。[58]
The Turin–Lyon high-speed railway (Lyon–Chambéry–Turin), which would connect the TGV network to the Italian TAV network, has been the subject of demonstrations in Italy. While most Italian political parties agree on the construction of this line, some inhabitants of the towns where construction would take place oppose it vehemently.[citation needed] The concerns put forward by the protesters centre on storage of dangerous materials mined during tunnel boring, like asbestos and perhaps uranium, in the open air.[citation needed] This health danger could be avoided by using more expensive techniques for handling radioactive materials.[citation needed] A six-month delay in the start of construction has been decided in order to study solutions. In addition to the concerns of the residents, RFB – a ten-year-old national movement – opposes the development of Italy’s TAV high-speed rail network as a whole.[59]
【参考译文】连接TGV网络与意大利TAV网络的都灵-里昂高速铁路（里昂-尚贝里-都灵）成为意大利示威活动的焦点。尽管大多数意大利政党同意修建该线路，但一些居住在修建地点附近的居民强烈反对。[需要引证]抗议者提出的担忧主要集中在隧道掘进过程中挖掘出的危险材料（如石棉和可能的铀）的露天存储问题。[需要引证]采用更昂贵的技术处理放射性材料可以避免这种健康风险。[需要引证]为了研究解决方案，决定推迟建设工作六个月。除了居民的担忧外，一个成立十年的全国性组织RFB也反对意大利整体高速铁路网络的发展。[59]
General complaints about the noise of TGVs passing near towns and villages have led the SNCF to build acoustic fencing along large sections of LGV to reduce the disturbance to residents, but protests still take place where SNCF has not addressed the issue.[60]
【参考译文】对于TGV列车在靠近城镇和村庄经过时产生的噪音的普遍抱怨，已促使法国国家铁路公司（SNCF）在LGV的许多区段修建隔音屏障，以减少对居民的干扰，但仍然有抗议活动发生，因为SNCF尚未解决这个问题。[60]
8. 特色服务
【辽观注】此标题是我们在搬运、整合过程中添加的。
8.1 邮件服务 | Mail services
In addition to its standard services, mail delivery services were also operated by TGVs.
【参考译文】除了标准服务外，TGV列车还提供邮件投递服务。
For many years, a service termed SNCF TGV La Poste transported mail for the French mail service, La Poste. It used windowless but otherwise standard TGV rolling stock, painted in the yellow and blue livery of La Poste. However, the service ceased in June 2015.
【参考译文】多年来，SNCF TGV La Poste为法国邮政服务La Poste运送邮件。它使用无窗但其他方面标准的TGV列车车辆，涂装成La Poste的黄蓝配色。然而，该服务于2015年6月停止运营。
8.2 移动医院服务 | Mobile hospital service
During the COVID-19 pandemic, several TGV trains were transformed into mobile hospitals, in order to transport critically ill patients from overwhelmed hospitals in the East of France to hospitals in the west.[61]
【参考译文】在COVID-19大流行期间，几列TGV列车被改造为移动医院，以将重症患者从法国东部不堪重负的医院转运至西部的医院。[61]
Every coach allows for up to 6 patients, allowing for the transport of several dozen patients, attended by a staff of 50 medical workers. Although the train moves at high speed, it accelerates and decelerates smoothly, allowing for medical procedures to be performed during transport.[62]
【参考译文】每节车厢可容纳多达6名患者，可运送数十名患者，由50名医务人员负责护理。尽管列车高速行驶，但加速和减速平稳，使得在运输过程中可以进行医疗程序。[62]
9. 新品牌 | Rebranding
Since July 2017, TGV services are gradually being rebranded as TGV inOui and Ouigo in preparation for the opening of the French HSR market to competition.[63][64][65]
【参考译文】自2017年7月起，TGV服务正逐步进行重新品牌化，以准备将法国高速铁路市场开放给竞争对手。TGV inOui和Ouigo是这一过程中的品牌名称。[63][64][65]
9.1 TGV inOui
Main article: TGV inOui
主条目：TGV inOui
TGV inOui is SNCF’s premium high-speed rail service. The name inOui was chosen because it sounds like the French word inouï meaning “extraordinary” (or more literally, “unheard of”).[66]
【参考译文】TGV inOui是法国国家铁路公司（SNCF）的高级高速铁路服务。选择名称inOui的原因是它听起来像法语单词inouï，意为“非凡的”（更直译为“闻所未闻的”）。[66]
9.2 Ouigo
Main article: Ouigo
主条目：Ouigo
Ouigo is SNCF’s low-cost high-speed rail service. Trains have a high-density one-class configuration and reduced on-board services. The services traditionally operate from less busy secondary stations, sometimes outside of the city centre.[67] The literal translation of the brand name is “yes go”, but the name is also a play on the English homonym, “we go”.
【参考译文】Ouigo是法国国家铁路公司（SNCF）的低成本高速铁路服务。列车采用高密度的一等级配置，并减少了车内服务。这些服务通常从较不繁忙的次要车站发车，有时远离市中心。[67]该品牌名称的字面翻译是“是的，去”，但名称也是对英语同音词“we go”的双关语。
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