A British netizen named Robert, who recently left a message on the French “Almighty Experts Network,†said that he and his wife intend to travel on the French high-speed rail from Paris to AVIGNON this summer. Robert said that he also sat on the same line of high-speed rail several years ago. Because of the small overhead luggage rack, his luggage had to be stacked with other passengers in a large box by the door. Robert worries about baggage being stolen and asking how to do it.
Soon, an expert named "Carlo Potrostro" made a reply. He said: "Dear Robert, I'm afraid I didn't recommend you for this particular issue. I can say that I have been in all kinds of high-speed railways in France and I have never encountered any security problems such as theft of luggage. Rest assured, I wish you a pleasant journey!"
This is the reputation of French high-speed rail!
30 years of safe operation
France is not the "first country" of high-speed rails. The Japanese built high-speed rails in the 1960s. However, the Japanese are humble and only call the "Shinkansen" a new railway in terms of "old lines." Although the French are romantic, but the scientific matter is still on the matter, take their "Shinkansen" as "the French high-speed railroad," abbreviated as "TGV."
The first high-speed railway line in France was established in 1971. Construction started in 1976. It was not until 1983 that it was completed and opened to traffic. It was 417 kilometers long and connected to the two major cities of Paris and Lyon. It took time to take an express train. In 4 hours, the new line was shortened to within 2 hours, and the traffic volume increased with outstanding economic benefits.
The first high-speed rail from the project to the opening, spent the French for 12 years, and its construction can be described as "thrilling, walking on thin ice." However, it was reported with seriousness and prudence that when the second and subsequent lines were opened, sufficient experience was accumulated. In 1989, the high-speed rail line from Paris to Le Mans was completed. In 1990, the high-speed rail line from Paris to Tours was completed, forming the “Shinkansen†for the Atlantic Ocean in France. In 1993, the "Northern Europe Line" was also operational. The Northern Line links the French high-speed rail with most European countries and constitutes an important international channel.
The design and operation mode of French high-speed rail is not "closed". The bullet train on the high-speed rail line not only runs on the high-speed rail line, but also rides on ordinary rail tracks. France nominally owns only 1,282 kilometers of high-speed rail, but its compatibility with the ordinary railway network has enabled its operating routes to "expand" to 5,921 kilometers, with most of France's territory covered. Although not known as the "million kilometers" high-speed rail, but benefiting the high national rate, no one can match it.
From 1983 onwards, TGV has been operating for almost 30 years. In the past 30 years, the French high-speed rail has created a record of no one in the high-speed rail line running at high speed. Although the French high-speed rail also experienced some minor glitches and accidents, there were also passenger injuries, and the Japanese Shinkansen had basically no technical record of an impressive record, which appeared to be slightly inferior, but given the high speed rails and the total number of kilometres of high-speed trains in France, their safety achievements More prominent. The French high-speed rail has created a world speed record of more than 500 kilometers per hour and no one has broken it yet. The German high-speed rail has also created a high-speed record, but it immediately eclipsed a major accident after the death of a hundred people.
Railway standardization
The EU has its own "European Standards Association (CEN)" and France also has the "French National Standards Association (AFNOR)". The standardization of French railways started early. AFNOR was established in 1926. Standardization is the agreed mandatory operation method and technology. It benefits domestic industrial safety management and industrial development. It also benefits the expansion of overseas markets. In the Middle East and Africa, most of them are French railways.
The French National Standards Association, an agency targeting the railways in this area, is called the "Branch Standards Institute (BNF)" and is responsible for the development, implementation, and maintenance of railway-related standards. It was established under the joint resolution of the French National Railways, the Paris Transport Company and the French Railway Industry Alliance.
According to the procedures, the proposed standards must first be verified and then published on the website two years in advance for the full discussion of all parties in society. Taking the high-speed rail as an example, for the development of high-speed train technology, a series of preparatory work for the development of the track ballast aerodynamics series was conducted in France, including a large number of wind tunnel tests, high-speed train field tests, theoretical research and simulation calculations, and practical applications. Finally, the technical standards are formed.
For example, when the speed is above 250km/h, the vehicle uses a ground-mounted UM-71 and a high-speed monitoring device on the locomotive. This not only relieves the driver of frequent observation and confirmation of the ground signal, but also improves the reliability of the device.
Just as scholars like Jing Guoqing and others who study the standardization of railways point out that the French railway standard system is versatile, systematic and logical, forward-looking and advanced, theoretical and practical, rigorous and flexible, and forward-looking. The advanced nature and other aspects have reached a fairly scientific level. These standards laid a solid foundation for the safe operation of the French high-speed rail.
Reform and supervision
The European Union adopted Directive 91/440 to require effective reform of the railways of the member states, to separate the administration from the enterprise, to separate and open the road network, and to allow the transport enterprises of various countries to participate in the railway competition. The “separation of the upper and lower levels†of the “Iron and Steel†is implemented by the law and railways, and the reform of the regional passenger transport system is implemented, organically combining regional transportation with the needs of local governments and regional economic development, and allowing local governments to share risks with the regional railway administration.
According to the European Union directives, the reforms that France has to implement are very limited. The standards of the EU directives are mostly EU versions of the French standard. As for institutional reforms, some newly-European-European Eastern European countries have cabinet-level departments such as the “Ministry of Railways,†while old European countries mostly use the “majority system†to establish the “Ministry of Transport and Transportation†and put railways, highways, All shipping and air transport are under its jurisdiction. The railway is important again, and it is impossible for it to become one.
Another EU Directive (numbered 2004/49/EC) established that all member states should set up a "Public Railway Safety Supervision Bureau." The French Public Railway Safety Agency (EPSF) is affiliated to the Ministry of Transport of France, but its financial and management system is not under the direct leadership of the Ministry of Transport and has a high degree of "autonomy", which guarantees that it is not subject to external restrictions on funds and personnel. Factors that enhance their independent law enforcement are conducive to the supervision of railway safety.
The agency that performs different roles with the EPSF but is complementary and inseparable is the “Traffic Accident Investigation Agency†for road traffic accidents. It is also a relatively independent department. It can advance an unthreatened but foreseeable threat. Intervention also requires a detailed accident analysis report for any major accident. In the recent Wenzhou EMU accident, it was pointed out that the falling front and carriage were dismantled and buried on the spot. This is unthinkable in Europe.
On the other hand, France also attaches importance to commissioning and training. A new line will be opened and commissioned. Test runs will generally take more than one year. No-load operation and simulated load operation will be verified by multiple parties. The training of drivers and related technicians is generally very strict. Because drivers are highly stressed and other environmental work, in addition to maintaining their high salaries, they generally have a long holiday after a continuous 100 hours of service. Of course, these good treatments are often not provided by the operators and the Ministry of Transport on their own initiative. Behind them are often powerful labor organizations’ negotiating power.
The French high-speed rails only had several accidents. During the secret high-speed operation of the "zero death" of the French high-speed railway for 30 years, "it hasn't died for one person in thirty years." This really created a miracle. However, this does not mean that there has been no accident in the "legal iron". The key problem is the degree of casualties after the accident.
Reducing the degree of casualties in accidents is also an important part of a safety project.
So far, the French high-speed rail has experienced three derailment accidents at a speed level of 270km/h or above, but none of the accidents caused the derailed train to fall into the bridge or turn over the track. On December 14, 1992, a high-speed railway in Paris derailed at a speed of 270 kilometers per hour. No one was injured in the car. Instead, it was a passenger waiting outside the car. Someone was injured by the stones that were ejected.
An accident occurred on December 21, 1993. A high-speed rail derailed at a speed of 300 kilometers. The reason for the derailment is that there is a hole under the track, which was left during World War I and was not detected during the track laying. The derailment of the power front and the four cars resulted in only one minor injury.
On June 5, 2000, a four-car derailment accident occurred due to power loss. Seven people suffered from skin abrasions and several people were frightened.
Of course, there have also been a number of incidents involving the non-high-speed rails themselves, such as bomb attacks, collisions with trucks that violated the traffic rules when traveling through the ordinary railway network. The accidents caused by these non-EMUs caused a total of 2 deaths.
Some people say that speed is one of the important reasons why people like high-speed rail, but it is also an important cause of many problems. In the orbit of 300 kilometers per hour, all minor problems may lead to accidents, and because the speed is too fast, the possibility of people's self-rescue becomes too small. Sincerely!
Soon, an expert named "Carlo Potrostro" made a reply. He said: "Dear Robert, I'm afraid I didn't recommend you for this particular issue. I can say that I have been in all kinds of high-speed railways in France and I have never encountered any security problems such as theft of luggage. Rest assured, I wish you a pleasant journey!"
This is the reputation of French high-speed rail!
30 years of safe operation
France is not the "first country" of high-speed rails. The Japanese built high-speed rails in the 1960s. However, the Japanese are humble and only call the "Shinkansen" a new railway in terms of "old lines." Although the French are romantic, but the scientific matter is still on the matter, take their "Shinkansen" as "the French high-speed railroad," abbreviated as "TGV."
The first high-speed railway line in France was established in 1971. Construction started in 1976. It was not until 1983 that it was completed and opened to traffic. It was 417 kilometers long and connected to the two major cities of Paris and Lyon. It took time to take an express train. In 4 hours, the new line was shortened to within 2 hours, and the traffic volume increased with outstanding economic benefits.
The first high-speed rail from the project to the opening, spent the French for 12 years, and its construction can be described as "thrilling, walking on thin ice." However, it was reported with seriousness and prudence that when the second and subsequent lines were opened, sufficient experience was accumulated. In 1989, the high-speed rail line from Paris to Le Mans was completed. In 1990, the high-speed rail line from Paris to Tours was completed, forming the “Shinkansen†for the Atlantic Ocean in France. In 1993, the "Northern Europe Line" was also operational. The Northern Line links the French high-speed rail with most European countries and constitutes an important international channel.
The design and operation mode of French high-speed rail is not "closed". The bullet train on the high-speed rail line not only runs on the high-speed rail line, but also rides on ordinary rail tracks. France nominally owns only 1,282 kilometers of high-speed rail, but its compatibility with the ordinary railway network has enabled its operating routes to "expand" to 5,921 kilometers, with most of France's territory covered. Although not known as the "million kilometers" high-speed rail, but benefiting the high national rate, no one can match it.
From 1983 onwards, TGV has been operating for almost 30 years. In the past 30 years, the French high-speed rail has created a record of no one in the high-speed rail line running at high speed. Although the French high-speed rail also experienced some minor glitches and accidents, there were also passenger injuries, and the Japanese Shinkansen had basically no technical record of an impressive record, which appeared to be slightly inferior, but given the high speed rails and the total number of kilometres of high-speed trains in France, their safety achievements More prominent. The French high-speed rail has created a world speed record of more than 500 kilometers per hour and no one has broken it yet. The German high-speed rail has also created a high-speed record, but it immediately eclipsed a major accident after the death of a hundred people.
Railway standardization
The EU has its own "European Standards Association (CEN)" and France also has the "French National Standards Association (AFNOR)". The standardization of French railways started early. AFNOR was established in 1926. Standardization is the agreed mandatory operation method and technology. It benefits domestic industrial safety management and industrial development. It also benefits the expansion of overseas markets. In the Middle East and Africa, most of them are French railways.
The French National Standards Association, an agency targeting the railways in this area, is called the "Branch Standards Institute (BNF)" and is responsible for the development, implementation, and maintenance of railway-related standards. It was established under the joint resolution of the French National Railways, the Paris Transport Company and the French Railway Industry Alliance.
According to the procedures, the proposed standards must first be verified and then published on the website two years in advance for the full discussion of all parties in society. Taking the high-speed rail as an example, for the development of high-speed train technology, a series of preparatory work for the development of the track ballast aerodynamics series was conducted in France, including a large number of wind tunnel tests, high-speed train field tests, theoretical research and simulation calculations, and practical applications. Finally, the technical standards are formed.
For example, when the speed is above 250km/h, the vehicle uses a ground-mounted UM-71 and a high-speed monitoring device on the locomotive. This not only relieves the driver of frequent observation and confirmation of the ground signal, but also improves the reliability of the device.
Just as scholars like Jing Guoqing and others who study the standardization of railways point out that the French railway standard system is versatile, systematic and logical, forward-looking and advanced, theoretical and practical, rigorous and flexible, and forward-looking. The advanced nature and other aspects have reached a fairly scientific level. These standards laid a solid foundation for the safe operation of the French high-speed rail.
Reform and supervision
The European Union adopted Directive 91/440 to require effective reform of the railways of the member states, to separate the administration from the enterprise, to separate and open the road network, and to allow the transport enterprises of various countries to participate in the railway competition. The “separation of the upper and lower levels†of the “Iron and Steel†is implemented by the law and railways, and the reform of the regional passenger transport system is implemented, organically combining regional transportation with the needs of local governments and regional economic development, and allowing local governments to share risks with the regional railway administration.
According to the European Union directives, the reforms that France has to implement are very limited. The standards of the EU directives are mostly EU versions of the French standard. As for institutional reforms, some newly-European-European Eastern European countries have cabinet-level departments such as the “Ministry of Railways,†while old European countries mostly use the “majority system†to establish the “Ministry of Transport and Transportation†and put railways, highways, All shipping and air transport are under its jurisdiction. The railway is important again, and it is impossible for it to become one.
Another EU Directive (numbered 2004/49/EC) established that all member states should set up a "Public Railway Safety Supervision Bureau." The French Public Railway Safety Agency (EPSF) is affiliated to the Ministry of Transport of France, but its financial and management system is not under the direct leadership of the Ministry of Transport and has a high degree of "autonomy", which guarantees that it is not subject to external restrictions on funds and personnel. Factors that enhance their independent law enforcement are conducive to the supervision of railway safety.
The agency that performs different roles with the EPSF but is complementary and inseparable is the “Traffic Accident Investigation Agency†for road traffic accidents. It is also a relatively independent department. It can advance an unthreatened but foreseeable threat. Intervention also requires a detailed accident analysis report for any major accident. In the recent Wenzhou EMU accident, it was pointed out that the falling front and carriage were dismantled and buried on the spot. This is unthinkable in Europe.
On the other hand, France also attaches importance to commissioning and training. A new line will be opened and commissioned. Test runs will generally take more than one year. No-load operation and simulated load operation will be verified by multiple parties. The training of drivers and related technicians is generally very strict. Because drivers are highly stressed and other environmental work, in addition to maintaining their high salaries, they generally have a long holiday after a continuous 100 hours of service. Of course, these good treatments are often not provided by the operators and the Ministry of Transport on their own initiative. Behind them are often powerful labor organizations’ negotiating power.
The French high-speed rails only had several accidents. During the secret high-speed operation of the "zero death" of the French high-speed railway for 30 years, "it hasn't died for one person in thirty years." This really created a miracle. However, this does not mean that there has been no accident in the "legal iron". The key problem is the degree of casualties after the accident.
Reducing the degree of casualties in accidents is also an important part of a safety project.
So far, the French high-speed rail has experienced three derailment accidents at a speed level of 270km/h or above, but none of the accidents caused the derailed train to fall into the bridge or turn over the track. On December 14, 1992, a high-speed railway in Paris derailed at a speed of 270 kilometers per hour. No one was injured in the car. Instead, it was a passenger waiting outside the car. Someone was injured by the stones that were ejected.
An accident occurred on December 21, 1993. A high-speed rail derailed at a speed of 300 kilometers. The reason for the derailment is that there is a hole under the track, which was left during World War I and was not detected during the track laying. The derailment of the power front and the four cars resulted in only one minor injury.
On June 5, 2000, a four-car derailment accident occurred due to power loss. Seven people suffered from skin abrasions and several people were frightened.
Of course, there have also been a number of incidents involving the non-high-speed rails themselves, such as bomb attacks, collisions with trucks that violated the traffic rules when traveling through the ordinary railway network. The accidents caused by these non-EMUs caused a total of 2 deaths.
Some people say that speed is one of the important reasons why people like high-speed rail, but it is also an important cause of many problems. In the orbit of 300 kilometers per hour, all minor problems may lead to accidents, and because the speed is too fast, the possibility of people's self-rescue becomes too small. Sincerely!
Bopet Transfer Base Film,High Tensile Strength Clear Hot Film,Transparent Bopet Clear Hot Film,High Gloss Bopet Clear Hot Film
SHAOXING TIANPU PLASTIC PRODUCTS CO.,LTD , https://www.fulingholdinggroup.com