The alignment of the test section on the eastbound track used for the record included 11 large radius curves where adjustments were made to the transitions. It was the passage through the transition curves which caused the greatest sensation of movement on board the train as it traversed them in a fraction of a second. Elsewhere the cant was increased to 130 mm in some cases.

Standard components were used throughout with Corus rails affixed to concrete sleepers using Pandrol clips. Tracklaying work along this test section was by TSO and Seco-Rail, with the ballast specially profiled to be slightly lower than normal to reduce the problem of flying stones. At Meuse TGV station the pointwork and swing-nose crossings were locked in position.

Traction power was supplied from autotransformers in the Trois Domaines substation near Meuse TGV station with the unloaded voltage output raised from 25 kV to between 31·5 and 31·7 kV. Capacitors were added to maintain the voltage and compensate for the reactive energy produced by the V150 trainset. The tension of the contact wire was raised to 4 tonnes from the normal 2·6 tonnes.

A special radio network was established to ensure constant contact between the test control centre at Pagny-sur-Moselle and the onboard teams, and a weather website developed specially for the test series allowed the air pressure to be determined between 12 and 2 hours before each test run.

Throughout the programme of trials that began in January special measures had been in place. On each night before a test was scheduled a Mauzin track recording car was hauled over the line to check that all parameters were within the required tolerances. Another POS set was used to 'sweep' the track at 380 km/h immediately before each high speed run.

Road traffic over bridges crossing the line in the test zone was halted whenever a run at 500 km/h was scheduled, and gendarmes and other personnel were placed along the route to check for intruders on the track.

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