Minimum interval on LGV PSE (upgraded TVM-300) is at 4 min.

To secure a robust timetable, only 12 paths our of 15 are used.

This nothwistanding, there are plans to upgrade PSE-Lyria and PSE-BFC
sets for 300km/h, possibly with TVM-430. That would increase capacity
to 13 t.p.h.

The problem is that SNCF wants RFF to contribute to this rolling-stock
upgrade...

[email protected] schrieb:

    > This nothwistanding, there are plans to upgrade PSE-Lyria and PSE-BFC
    > sets for 300km/h, possibly with TVM-430. That would increase capacity
    > to 13 t.p.h.

What does PSE-BFC mean?

And what would this upgrade include? Is it enough to change the gears
and improve the brakes, or does it need a more "in-depth" replacement of
the drive technology?

--
tobias benjamin köhler ____________________________________ [email protected]
._______..__________.._______.._________. <>_<> <>_<>
    | |_| || |_| |_| || |_| || |_| |_| | .---|'"`|---. .---|'"`|---.
"-o---o-""-oo----oo-""-o---o-""-oo---oo-""o"O-OO-OO-O"o""o"O-OO-OO-O"o"_

tobias b köhler wrote:
    > [email protected] schrieb:
    > > This nothwistanding, there are plans to upgrade PSE-Lyria and PSE-BFC
    > > sets for 300km/h, possibly with TVM-430. That would increase capacity
    > > to 13 t.p.h.
    > What does PSE-BFC mean?

PSE Bourgogne-Franche Comté. 9 units (of which 7 ex wholly 1st-class,
never overhauled from 1981 to 2000), Mk1 Refurb, with original bar
(pics recently posted on RFE), no TVM-430 (TVM-300 only) and no upgrade
for 300km/h.

Those units are confined to Paris-Dijon, Paris-Besançon and
Paris-Chalon sur Saône services.



    > And what would this upgrade include? Is it enough to change the gears
    > and improve the brakes, or does it need a more "in-depth" replacement of
    > the drive technology?

IIRC the upgrade for 300km/h is somehow heavier.

On Lyria sets, such upgrade may be too sensitive, and not really worth
it, but for the 13th extra path...


Best regards

Phil

"Mxsmanic" <[email protected]> wrote in message
news:[email protected]...

    > Power plants have never blown up in the way most people imagine (like
    > a nuclear detonation).

Please cite your sources for your knowledge
of the imagination of "most people."

Lennart Petersen <[email protected]> wrote:

    > "Go Fig" <[email protected]> skrev i meddelandet
    > news:200920051046165003%[email protected]...
    > > In article <[email protected]>, Lennart Petersen
    > > <[email protected]> wrote:
    > >
    > >> "Go Fig" <[email protected]> skrev i meddelandet
    > >> news:200920050910159294%[email protected]...
    > >> > In article <[email protected]>, Ulf Kutzner
    > >> > <[email protected]> wrote:
    > >> >
    > >> >> Go Fig schrieb:
    > >> >>
    > >> >> >>>There isn't a double duplex TGV each 5 minutes.
    > >> >> >>
    > >> >> >>With modern equipment, you can run such a train each 3 minutes.
    > >> >> >
    > >> >> >
    > >> >> > But like airports, train stations are the limiting factor.
    > >> >>
    > >> >> Sure. Lots of examples for bad design exist,
    > >> >
    > >> > I don't see how you could have 200+ tracks at Gare Du Nord even with
    > >> > good design.
    > >> -------------------------
    > >> Why 200 tracks ??
    > >> You can off-load and reload a train on one track in around 5 min.
    > >
    > > At a major terminus like Paris, I have never seen this done or even
    > > close to it... nor could existing infrastructure handle those amount of
    > > people.
    > But I've seen it many times at many places.
    > You may have a look at track 13-16 at rush hour in Stockholm C for an
    > example.
    > >
    > > Withstanding that, for a TGV trainset every 3 min, how many tracks do
    > > you think would be needed ?
    > Depends , let's say 6 or 8 tracks to be convenient and allow a little
    > longer stay for the trains.
    > Also remember that every train from the mainline LGV Nord doesn't go to
    > Gare du Nord as many are diverted to the bypass line and continuing to the
    > south of Paris.
    > Anyway a double rail track can handle a substantial higher volume of
    > passenger than road lanes of the same wide and a rail station requires just
    > a fraction of the size as an airport with a similar volume of passengers.

At Amsterdam Central the intercity trains from Groningen/Leeuwarden and
Enschede do a turnround in 8 minutes. These are usually 2 ICM-trainsets,
6 to 8 coaches. That's about the fastest intercity turnround in the
Netherlands I know of.

iMark