MÄRKLIN PRODUCT: 37796 Electric express train set - TGV POS

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE

Feel free to copy and use.....

KEY DATA
Product Name	37796 Electric express train set - TGV POS
Object type	Locomotive-Express
Product Line	Märklin Special models
Era	2006 - (VI)
Manufactured years	2015-2016
Type of housing	Metal
Length	101.0 cm
Technology	Digital MFX
Nationality	France
Railway company	- SNCF - Société nationale des chemins de fer français
Märklin RRP (Year)	530€ (2016)
Koll valuation (Year)	420€ (2022)
Url to Märklin	Klick to GoTo www.maerklin.de

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No	Baseline	Obj.No	Obj.txt	Category	Description
37796-1	-	4415	SNCF	TK1	End car engine car-blue/silver
37796-2	-	4415	TGV	R1	Passenger car - 1st cl - blue/silver
37796-3	-	4415	TGV	R8	Passenger car - 2nd cl - blue/silver
37796-4	-	4415	SNCF	TK2	End car -- Silver blue

Description
TGV POS High-Speed Train Prototype: French State Railways (SNCF) TGV POS (train à grande vitesse) high-speed train, in the version for service between Paris and Southern Germany. 2 powered end cars, 1 transition car (R1), 1st/2nd class, 1 transition car (R8), 2nd class. Powered rail car road number 4415. The train looks as it did in 2012. This edition of the TGV POS has it all: The windshield wipers on the TGVs large windshield can be activated in the H0 model in digital operation. A coup that will do more than just fascinate model railroaders. The roof has also been corrected or had changes added to it to be in line with the prototype. The train is a 4-part set. Both end cars (TK1 and TK2) are powered. The train has an mfx digital decoder and extensive sound functions. It has controlled, high-efficiency propulsion in both powered end cars, centrally mounted. 4 axles powered through cardan shafts in each end car. Traction tires. The train has factory-installed interior lighting. The triple headlights and dual red marker lights change over with the direction of travel. They and the interior lighting will work in conventional operation and can be controlled digitally. The third headlight for the French headlight code can be turned off separately in digital operation (light function). The headlights and interior lighting are maintenance-free, warm white LEDs and the marker lights are maintenance-free red LEDs. The train has separately applied, working windshield wipers in each cab, and they can be controlled separately in digital operation in the respective cabs (switching function F/R). The cabs in the powered end cars have interior details. The train has separately applied metal grab irons. A powered end car and a transition car are permanently coupled together in pairs and have special close couplings with a guide mechanism. There is an additional guide mechanism in the Jakobs truck. The transition cars have roof hoods. The end cars have a pickup shoe changeover feature so that the pickup shoe at the front of the train is the one picking up power. The interior lighting is powered through a continuous electrical connection through the entire train. Each powered end car has 2 different design single-arm pantographs. The pantographs work mechanically but are not wired to take power. The train is a scale reproduction. Source: www.maerklin.de: The French railroad SNCF purchased the Train à Grande Vitesse Paris - Ostfrankreich Südwestdeutschland (TGV POS) for high-speed service between Paris, Eastern France (Strasbourg), and Southern Germany. The core of the TGV POS was initially the new construction of the high-speed route, which was planned to connect Strasbourg better with Paris. A trip of four hours was simply no longer tolerable if the railroad was to compete effectively with people driving cars. The new route with a maximum speed of 350 km/h / 218.75 mph was planned to be 430 kilometers / 269 miles long and make connections to Nancy, Reims, Luxembourg, and Basle. The TGV Est trains were planned to travel at 350 km/h / 218.75 mph. On May 9, 2000, the DB AG and the SNCF agreed on standardization of cross-border cars and powered units, routes, and signals. Due to the short time plan and several disagreements there was no common high- speed train. Instead, a mixed operation of ICE and TGV was planned. Both trains had to pass a great many test runs in the two countries in order to receive permission for operation. The TGV POS is not really a generation of cars and powered units that has been developed totally from scratch. The TGV POS is more a mix of new powered end cars and intermediate cars from the TGV Réseau. The new powered end cars are mechanically very similar to those of the TGV Thalys PBKA (Paris - Brussels - Cologne / Amsterdam). The electrical equipment for three current systems (25 kilovolts / 50 Hertz as well as 1.5 kilovolts DC in France, 15 kilovolts / 16-2/3 Hertz in Germany and Switzerland) is being done for the first time using asynchronous technology with IGBT-controlled three-phase asynchronous motors. Two pantographs are located on the roof. The one with a contact strip 1,650 mm / 64-15/16 wide is used for 25 kilovolts / 50 Hertz in France and in Switzerland; the second one with a contact strip 1,950 mm / 76-3/4 wide and metallic plated carbon contact strips is used in Germany. In France, the 1,950 mm / 76-3/4 pantographs on both powered end cars must be up under the 1.5 kilovolt catenary due to the high level of current. The intermediate cars come from the TGV Réseau. However, they were extensively modernized and brought up to the latest technical standard at the workshops in Bischheim; they therefore differ strikingly from the other generations of TGV trains. A train set consists of two powered end cars and eight intermediate cars. The intermediate cars are connected to each other by means of Jakobs trucks and thereby form an operational unit. Five intermediate cars (one with a bar) are intended for passengers in 2nd class and three intermediate cars are for 1st class. The approximately 200 meter / 656 foot TGV POS has seating for 360 passengers. Nineteen units have been purchased with the road numbers 4401 to 4419, whereby road number 4406 was sold recently to the SBB. In France, the trains are allowed to run at a maximum speed of 320 km/h / 200 mph; in Germany the maximum speed allowed on the high speed routes is 250 km/h / 156 mph. TGV road number 4402 is a special train. Its powered end cars along with three modified intermediate cars set a new, unbelievable speed record for rail vehicles as World Record Train V150 at noon on April 3, 2007 on the route LGV Est. In 13 minutes, this train accelerated to 574.8 km/h / 359.25 mph.

Description

TGV POS High-Speed Train

Prototype: French State Railways (SNCF) TGV POS (train à grande vitesse) high-speed train, in the version for service between Paris and Southern Germany. 2 powered end cars, 1 transition car (R1), 1st/2nd class, 1 transition car (R8), 2nd class. Powered rail car road number 4415. The train looks as it did in 2012.

This edition of the TGV POS has it all: The windshield wipers on the TGVs large windshield can be activated in the H0 model in digital operation. A coup that will do more than just fascinate model railroaders. The roof has also been corrected or had changes added to it to be in line with the prototype.

The train is a 4-part set. Both end cars (TK1 and TK2) are powered. The train has an mfx digital decoder and extensive sound functions. It has controlled, high-efficiency propulsion in both powered end cars, centrally mounted. 4 axles powered through cardan shafts in each end car. Traction tires. The train has factory-installed interior lighting. The triple headlights and dual red marker lights change over with the direction of travel. They and the interior lighting will work in conventional operation and can be controlled digitally. The third headlight for the French headlight code can be turned off separately in digital operation (light function). The headlights and interior lighting are maintenance-free, warm white LEDs and the marker lights are maintenance-free red LEDs. The train has separately applied, working windshield wipers in each cab, and they can be controlled separately in digital operation in the respective cabs (switching function F/R). The cabs in the powered end cars have interior details. The train has separately applied metal grab irons. A powered end car and a transition car are permanently coupled together in pairs and have special close couplings with a guide mechanism. There is an additional guide mechanism in the Jakobs truck. The transition cars have roof hoods. The end cars have a pickup shoe changeover feature so that the pickup shoe at the front of the train is the one picking up power. The interior lighting is powered through a continuous electrical connection through the entire train. Each powered end car has 2 different design single-arm pantographs. The pantographs work mechanically but are not wired to take power. The train is a scale reproduction.

Source: www.maerklin.de:
The French railroad SNCF purchased the Train à Grande Vitesse Paris - Ostfrankreich Südwestdeutschland (TGV POS) for high-speed service between Paris, Eastern France (Strasbourg), and Southern Germany. The core of the TGV POS was initially the new construction of the high-speed route, which was planned to connect Strasbourg better with Paris. A trip of four hours was simply no longer tolerable if the railroad was to compete effectively with people driving cars. The new route with a maximum speed of 350 km/h / 218.75 mph was planned to be 430 kilometers / 269 miles long and make connections to Nancy, Reims, Luxembourg, and Basle. The TGV Est trains were planned to travel at 350 km/h / 218.75 mph. On May 9, 2000, the DB AG and the SNCF agreed on standardization of cross-border cars and powered units, routes, and signals. Due to the short time plan and several disagreements there was no common high- speed train. Instead, a mixed operation of ICE and TGV was planned. Both trains had to pass a great many test runs in the two countries in order to receive permission for operation. The TGV POS is not really a generation of cars and powered units that has been developed totally from scratch. The TGV POS is more a mix of new powered end cars and intermediate cars from the TGV Réseau. The new powered end cars are mechanically very similar to those of the TGV Thalys PBKA (Paris - Brussels - Cologne / Amsterdam). The electrical equipment for three current systems (25 kilovolts / 50 Hertz as well as 1.5 kilovolts DC in France, 15 kilovolts / 16-2/3 Hertz in Germany and Switzerland) is being done for the first time using asynchronous technology with IGBT-controlled three-phase asynchronous motors. Two pantographs are located on the roof. The one with a contact strip 1,650 mm / 64-15/16 wide is used for 25 kilovolts / 50 Hertz in France and in Switzerland; the second one with a contact strip 1,950 mm / 76-3/4 wide and metallic plated carbon contact strips is used in Germany. In France, the 1,950 mm / 76-3/4 pantographs on both powered end cars must be up under the 1.5 kilovolt catenary due to the high level of current. The intermediate cars come from the TGV Réseau. However, they were extensively modernized and brought up to the latest technical standard at the workshops in Bischheim; they therefore differ strikingly from the other generations of TGV trains. A train set consists of two powered end cars and eight intermediate cars. The intermediate cars are connected to each other by means of Jakobs trucks and thereby form an operational unit. Five intermediate cars (one with a bar) are intended for passengers in 2nd class and three intermediate cars are for 1st class. The approximately 200 meter / 656 foot TGV POS has seating for 360 passengers. Nineteen units have been purchased with the road numbers 4401 to 4419, whereby road number 4406 was sold recently to the SBB. In France, the trains are allowed to run at a maximum speed of 320 km/h / 200 mph; in Germany the maximum speed allowed on the high speed routes is 250 km/h / 156 mph. TGV road number 4402 is a special train. Its powered end cars along with three modified intermediate cars set a new, unbelievable speed record for rail vehicles as World Record Train V150 at noon on April 3, 2007 on the route LGV Est. In 13 minutes, this train accelerated to 574.8 km/h / 359.25 mph.

MÄRKLIN PRODUCT: 37796 Electric express train set - TGV POS

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE Feel free to copy and use.....

AN EXTRACT FROM MODEL RAIL WORKSHOP - H0 MÄRKLIN DATABASE

Feel free to copy and use.....