Trans Europ Express
The Trans Europ Express, or Trans-Europe Express, is a former international first-class railway service in western and central Europe that was founded in 1957 and ceased in 1995. At the height of its operations, in 1974, the TEE network comprised 45 trains, connecting 130 different cities, from Spain in the west to Austria in the east, and from Denmark to Southern Italy.
Origin
The network was set up in 1957 following an idea of F.Q. den Hollander, then president-director of the Dutch national railway company. TEE was a network jointly operated by the railways of West Germany, France, Switzerland, Italy and the Netherlands. Although some trains passed through Belgium from the beginning, the Belgian national railway company joined the program only in 1964. Luxembourg also joined at a later date.The idea was for a network of fast and comfortable transnational trains that would be attractive to businessmen and other regular travellers. All trains were first-class-only and required payment of a special supplement over the normal first-class ticket price, the amount of which depended on the distance covered. Where possible, TEE trains' schedules were timed to allow a business traveller to make a round trip within a single day and also have time for business activity at the destination. Each train was named, and all were expresses, stopping only at major cities. Some of the named trains had already existed for some years before creation of the TEE network and were simply newly designated as Trans-Europe Expresses in 1957 or later. For example, the Settebello had been in operation since 1953 and the Rheingold since 1951. The network was launched in 1957 with trains serving 13 different routes.
Rolling stock
Initially, the system was a completely diesel network. Because of the many different kinds of electrical specifications used in the different countries it was thought at that time that use of diesel-hauled trains or diesel multiple-unit trainsets would greatly speed up border crossing. Moreover, at that time many border crossing sections were not yet electrified. The German DB built the streamlined DB Class VT 11.5, while the Swiss Federal Railways and the Dutch NS developed the RAm / DE, both diesel trains.with the Brussels–Paris L'Oiseau Bleu TEE in 1979. By the 1970s most TEEs were locomotive-hauled, rather than self-propelled trainsets.
However, the creation of the international TEE network provided impetus for the development of special electric trainsets and electric locomotives, capable of operating at two or more different voltages. The DB used the 160 km/h E 10.12 and the 200 km/h DB Class 103, among other types. The SBB developed its RAe TEE II electric trainset, which was designed for four different railway electrification systems, and this type entered service in 1961. Belgian National Railways introduced its Type 150 locomotives in 1962, capable of handling three different voltages, followed by the four-voltage Type 160 in 1966 and Class 18 in 1973. Meanwhile, France's SNCF also developed and introduced ten quadruple-voltage locomotives, its Class CC 40100, between 1964 and 1970.
By 1975, all but two of the 43 TEE trains were electrically powered, and most were locomotive-hauled.
Modification of service
Originally the idea was to promote only international routes as TEE routes. This idea was abandoned in 1965 with the introduction of the French Le Mistral and the German Blauer Enzian. Later, TEE trains serving single countries were also introduced on other routes in France and Germany as well as in Italy, but most TEE routes continued to be international.Growth
The network grew in the course of the years, adding three more countries: Spain, Denmark and Austria. The system reached furthest in 1974. However, of these three only RENFE became a TEE member; the other two countries had TEEs running through them but the rail administrations were never members. In the late 1970s, the TEE network comprised 39 different named trains, serving 31 routes. A few routes had more than one TEE train concurrently; for example, the Paris–Brussels route had four TEEs, running at different times of the day.Contraction and end
From the late 1970s onward, gradually more and more Trans-Europe Express trains were replaced by other trains giving a similar kind of service but also carrying 2nd class. Business travellers used air travel more and more. In 1979 DB completely restructured the network with the coming of the new national InterCity services, resulting in successively fewer TEE services and more InterCity services in the course of time. The introduction of the TGV service in France in 1981, and its subsequent expansion, along with expansion of high-speed rail lines in other European countries led to still more TEEs' being replaced by domestic high-speed trains.After 1984 most services were abandoned, leaving only some national services in Italy and France and very few international services. Most trains were replaced by a new international intercity network with the name EuroCity which provides both 1st and 2nd class service. The EuroCity network began operating on 31 May 1987, and with effect from that date the last remaining international Trans-Europe Express trains were redesignated or withdrawn, except the Gottardo , but in name, the TEE designation continued to be used for a few domestic trains operating entirely within France until 1 June 1991.
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In September 1993 certain former TEE trains operating non-stop journeys between Brussels and Paris, which had been converted to EuroCity and offered both first- and second-class coaches, were rebranded as Trans-Europe Expresses, but remaining two-class trains. This was during a transition of Paris–Brussels express services to a new TGV alignment, and initially included the trains Brabant, Île de France, Rubens and Watteau, all four serving the route in both directions. However, by 1995 the only TEE-branded trains remaining were the northbound Île de France and southbound Watteau, the opposing-direction trains carrying the same names having already been converted to TGV stock, and these last two TEEs were replaced by TGV trains with effect from 29 May 1995, once again ending the formal use of the Trans-Europ Express name. These few Paris–Brussels expresses, operated 1993–1995, were the only TEE-designated trains ever to carry second-class carriages. A few trains continued to utilise TEE branded coaches until 1 June 1996, but the trains themselves were no longer classified as TEEs.