LGV Sud-Est

LGV Sud-Est
Route number (SNCF) :	752 000
Course book route (SNCF) :	500 and 509
Route length:	410 km
Gauge :	1435 mm ( standard gauge )
Power system :	25 kV 50 Hz  ~
Maximum slope :	35  ‰
Minimum radius :	Exceptional value: 3200 m, standard value: 4000 m
Top speed:	300 km / h
Legend 0.00 00.00 Paris Gare de Lyon 10.46 00.00 Abzw Villeneuve LGV Interconnexion Est Villeneuve Triage marshalling yard Grande Ceinture from the Grande Ceinture Route to Juvisy 25.87 00.00 Combs-la-Ville-Quincy 29.31 0.00 Junction Lieusaint railway line Paris – Marseille to Dijon 24.6 Triangle Coubert LGV Interconnexion Est 17.10 039.4 Abzw Moisenay 42.47 00.00 Viaduc de la Seine (134 m) Viaduc sur l'Armançon (160 m) 117.60 00.00 Abzw Saint-Florentin railway line Paris – Marseille 160.52 00.00 Pasilly-Aisy junction 16.43 Paris – Marseille railway line from Paris to Dijon 185.35 00.00 A 6 (88 m) 191.96 00.00 Viaduc du Serein (200 m) 209.17 00.00 Viaduc du Saulieu (200 m) 239.21 00.00 Viaduc de l'Arroux (127 m) 253.48 00.00 Viaduc de la Digoine (420 m) 273.81 00.00 Le Creusot TGV Nevers – Chagny railway line 321.19 00.00 Viaduc de la Roche (386 m) 333.98 00.00 Mâcon-Loché TGV 334.23 00.00 to Lyon via Villefranche 335.93 00.00 from Paris via Dijon Paris – Marseille railway line 337.52 00.00 Viaduc de la Saône (340 m) 337.81 00.00 Mâcon-Pont de Veyle junction 6.23 Mâcon – Ambérieu railway from Mâcon-Ville to Bourg-en-Bresse 380.52 00.00 LGV Rhône-Alpes Lyon-Saint-Clair-Bourg-en-Bresse railway from Bourg-en-Bresse 389.31 00.00 Sathonay-Rilieux Paris – Marseille railway line from Dijon Lyon – Genève railway from Ambérieu 394.43 00.00 Lyon-St Clair 399.54 00.00 Lyon Part-Dieu

The LGV Sud-Est (short for Ligne à grande vitesse Sud-Est , "high-speed line southeast") is a high-speed line in France . It connects Paris with Lyon and is served by TGV trains. The southern section between Lyon and Saint-Florentin , opened on September 22, 1981, was the first French high-speed line. On September 25, 1983, the northern section between Saint-Florentin and Combs-la-Ville , 29 km from Paris, was opened. The 409 km long route is double-tracked throughout. In the south it is connected to the LGV Méditerranée via the LGV Rhône-Alpes , in the north with the LGV Interconnexion Est , which circumnavigates the greater Paris area to the east and meets the LGV Nord .

The construction costs were around 3.7 billion D-Marks (around 1.8 billion euros , prices: around 1983). The planned budget (adjusted for inflation) was adhered to.

The fastest trains cover the 432.3 km in one hour and 57 minutes, which corresponds to a cruising speed of 221.7 km / h (as of March 2017).

course

Six departments are crossed; from north to south these are Seine-et-Marne , Yonne , Côte-d'Or , Saône-et-Loire , Ain and Rhône . The compatibility of the TGV system with the rest of the railway network made it possible to dispense with expensive new buildings in the densely populated urban areas around Paris and Lyon.

It is 426 km between Paris Gare de Lyon and Lyon Part-Dieu train stations . The trains run on old lines for 16 km. In contrast to the old route, the LGV Sud-Est runs far past Dijon and thus shortens the total distance Paris – Lyon by 86 kilometers; from 512 to 426 kilometers. There are ten valley bridges and no tunnel along the entire new line ; the maximum gradient is 3.5%. The only tunnel at the entrance to Lyon is on the existing route and has been electrified for the high-speed route.

The LGV Sud-Est is also connected to the rest of the rail network by two connecting lines. A 15 km junction leads from Pasilly to Aisy-sur-Armançon , where it joins the main route to Dijon. Trains in the direction of Lausanne and Bern run on this . The 6 km long junction from Mâcon to Pont-de-Veyle is used by trains in the direction of Geneva and Savoy . There are also three other interchanges that are used by service trains and diversions (at Saint-Florentin and at Le Creusot and Mâcon-Loché stations).

The LGV Sud-Est runs parallel to the A5 motorway over a length of 60 km and parallel to the N79 national road over a length of 15 km. A strip 5 m wide was reserved along the entire route to lay telecommunication lines.

The LGV of Paris was initially introduced from Combs La Ville over a length of around 29 km on existing tracks. Since the LGV Interconnexion Est went into operation on May 29, 1994, trains from Crétail have been traveling south via this. The Lyon hub is reached from Sathonay-Rilieux over a length of 8 km via the existing network. The pure length of the new line, including branches, is 410 km.

features

The route covers an area of ​​16 km² (compared to 35 km² at Paris-Charles-de-Gaulle airport ) with an average width of 40 m. The route ( subgrade width ) itself is 13.00 m wide, the track center distance is 4.20 m.

The superelevation of the route reaches up to 180 mm. A cant deficiency of 85 mm resulted in a standard arc radius of up to 4,000 m. This minimum radius enables a speed of 300 km / h in normal traffic; seven curves were drawn closer, but these also had a radius of at least 3200 m.

Generous alignment parameters ( longitudinal inclinations ) of up to 35 per mille saved around 30 percent of the construction costs compared to a variant with a maximum of 15 per mille. The route crosses a sparsely populated area with little traffic (70 inhabitants per square kilometer). The routing exclusively for passenger traffic was also due to the fact that the route with its extensions opened up a region in which around 40 percent of the French population lived.

In total, the line consists of 847 km of track. These consist of UIC 60 rails (60.3 kg / m), which were laid in segments of 228 m in length and then welded without gaps (with the exception of a few segments). The railway sleepers are 2.41 m long and consist of two concrete blocks that are connected with a steel track holder (so-called duoblock sleepers). There are 1,660 sleepers per kilometer. The line is electrified with alternating current (25 kV, 50 Hz), which is fed in via eight substations of the Électricité de France .

For the route, 2,300 hectares of land were purchased from 172 municipalities and around 5,000 landowners.

The crossing points of the line can be driven continuously at 160 km / h when changing tracks.

Train stations

There are two train stations at LGV Sud-Est:

• Le Creusot TGV
• Mâcon-Loché TGV

Both train stations are architecturally inconspicuous and are located on the edge of the respective agglomeration. They each consist of two side platforms and two through tracks that can be driven on at 300 km / h.

history

• July 10, 1967: The SNCF development department begins research into high-speed transport with the C 03 project (“Railway possibilities on new infrastructure”) .

The SNCF started planning after the capacity limit of the existing line had been reached. The load on the existing line was (as of 1982) an average of ten trains per hour and direction. The situation was exacerbated by the lack of alternative routes such as existed only between Dijon and Lyon. Plans to expand the double-track section between Paris and Dijon to four tracks were discarded due to the high costs of a necessary four-kilometer tunnel (Blaisy-Bas) and the lack of opportunities to increase speed. In December 1969, the SNCF presented the Minister of Transport with a study on the “Sud-Est high-speed project”.

• March 26, 1971: An inter-ministerial committee approves the project for a new route.

A major reason for the construction of the line was the existing line reaching its capacity limits. A four-track expansion of the line, the traffic volume of which grew faster than the rest of the French network, was quickly discarded, as its routing in winding river valleys would not have promised any qualitative improvement.

In 1972 the structural planning took place, with a preliminary draft on a scale of 1: 5000. On March 6, 1974, the French government decided to build the line. In 1974 and 1975 the preliminary draft was discussed with the 183 affected communities. In 1975 detailed planning followed on a scale of 1: 1,000. A hearing was held between March 7 and April 7, 1975. In the course of the procedure, it was decided, among other things, to bypass a winery.

The planning, which began in 1967, was based on a purely passenger route from the start. After technical studies and profitability calculations, which led to the expectation of a profitability of 30 percent due to the large number of people switching from car and air traffic , the route was approved by the French government in January 1975.

On March 23, 1976, the Prime Minister issued the declaration of public benefit (d'utilité) for the route. This meant that the construction of the line could no longer be challenged in court. As a result, the SNCF was able to acquire 98% of the acquired land by mutual agreement, the expropriation of the remaining two percent took three to five months to complete. Construction work on the southern section began on October 1st of the same year.

• June 14, 1979: Laying of the first rails near Montchanin (Saône-et-Loire department)
• November 20, 1980: The last section of track is laid near Cluny (Saône-et-Loire department)
• February 26, 1981: During a test run between Courcelles-Frémois ( Côte-d'Or ) and Dyé ( Yonne ), train no.16 ( TGV Sud-Est ) sets a new speed record for rail vehicles at 380 km / h. The maximum tolerable dynamic lift of the overhead contact line was decisive for the maximum speed that could be achieved.
• September 22, 1981: In Montchanin , President François Mitterrand officially opens the southern section between Saint-Florentin and Sathonay-Camp

In 1981, the SNCF expected 17 million passengers within one year. By 1985 the number of travelers was to rise to 22 million annually. The French airline Air Inter expected to lose three quarters of its passengers to the TGV between Paris and Lyon. Between September 27, 1981 (commissioning of the 274 km long southern section between St. Florentin, 174 km south of Paris and Sathonay , 8 km north of Lyon) and August 22, 1982 exactly five million passengers were carried. The average number of 15,000 passengers per day was above the most optimistic forecasts. According to surveys, half of the new passengers had switched from their cars, a further third had previously used Air Inter flights; the airline had lost 30 percent of its passengers to the railways. Before the line went into operation, 6,000 rail passengers were counted per day. With the 1982 summer schedule, some TGVs went to Marseille and Montpellier for the first time .

The maximum permissible speed on the route laid out for a design speed of 300 km / h was initially 260 km / h. After completion of the entire route, it was increased to 270 km / h.

• September 25, 1983: opening of the northern section between Combs-la-Ville and Saint-Florentin .

Two dozen TGV multiple units were available to start operations. The travel time between Paris and Lyon was initially reduced by 70 minutes, to two hours and 40 minutes. Further travel time reductions became possible when the rest of the high-speed line was completed.

• August 31, 1992: A train derailed at 270 km / h in the Macôn-Loché station, several waiting passengers were injured by flying gravel
• December 13, 1992: Commissioning of the first section of the LGV Rhône-Alpes (between Montanay and Saint-Quentin-Fallavier ); from 3 July 1994 on to Saint-Marcel-lès-Valence and opening of the TGV train station at Lyon Airport
• May 26, 1994: LGV Interconnexion Est (connection to LGV Nord ) goes into operation
• March 1996: Start of renovation work on the line (replacement of ballast and switches), which lasted until the end of 2006
• June 2, 1996: Commissioning of the branching triangle near Coubert (LGV Sud-Est, LGV Nord and LGV Interconnexion Est)
• May 26, 2001: The long-distance world record called Opération Sardine leads over the route

A third of French high-speed traffic runs on the route. In the most heavily used section, between the Crisenoy and Passily junctions (145 km), the daily workload (Monday to Friday, sum of both directions) averaged 220 trains per day, on Fridays 250. On a peak day (start of holidays) the section was in Used by 300 trains in February 2001. When the line was put into operation, a train head time of five minutes was planned for safety reasons . Due to increasing loads, the route section was modernized between 1999 and 2001. With a top speed largely increased to 300 km / h and a renewed signaling system, the minimum technical headway time was reduced to four minutes, thereby increasing the practical performance to 12 TGVs per hour and direction. The line capacity was stated at the end of 2014 as 13 trains per hour and direction and is to be increased to up to 16 trains per hour and direction by 2030.

After more than 30 years of operation, maintenance of the track's ballasted track began in 2009. Over a period of twelve years, the ballast is to be cleaned and renewed in a time window between 10:30 p.m. and 5:00 a.m. in 700 to 1000 m long sections at a depth of 35 cm. Around 60 percent of the ballast is reused. During the day, the corresponding sections of the route are driven at 120 km / h.

In December 2019, the French infrastructure operator awarded the modernization of the interlockings to Hitachi Rail STS . The order worth EUR 129.3 million includes the replacement of 58 existing interlockings from the 1980s with electronic interlockings . The same technology is to be used that is already in use at LGV Est européenne , LGV Sud Europe Atlantique and LGV Bretagne-Pays de la Loire . The new signal boxes should allow one to three additional trains per hour during rush hour and should work more reliably than the old systems.

Effects

Before the line went into operation, two daily train pairs were offered between Paris and Geneva, with journey times of six or more hours. The rail market share was minimal. With the introduction of TGV trains on the route that used the LGV Sud-Est to Mâcon and then drove over the old route via Culoz and Bellegarde , the travel time was reduced to around four hours. With the commissioning of additional sections of the route, the travel time has now fallen to around three and a half hours with seven train pairs per day between Paris and Geneva (from 2012 there will be eleven train pairs per day). The average utilization of the trains is 78 percent, the market share of the rail (compared to the airplane) around 50 percent. With the reactivation of the Bourg-en-Bresse – Bellegarde railway line , travel time fell by a further 20 minutes from 2010 to just over 3 hours. By the end of the 1980s, the number of rail travelers between Paris and Lyon had risen by 140 percent since the route was opened. The travel time between Paris and Lyon is less than two hours.

The great success of the TGV on the new route was a major reason for the German Federal Railroad in 1984 to accelerate the introduction of high-speed traffic in Germany ( HGV project ). In 1984 ten million travelers were carried on the route. The 33 daily trains were used at an average of 68 percent.

At the beginning of 1999, after completion of the first section of the LGV Méditerranée, it was planned to increase the maximum speed on the LGV Sud-Est to 300 km / h and to increase the load of twelve trains per hour and direction, which had previously only been achieved in the peak hour on the peak day do. Three timetable routes per hour were kept as a buffer to reduce delays. In the heavily used section between Coubert (near Paris) and Passily (junction to Dijon) 165 trains per day and direction should run.

technology

At the time of commissioning, the superstructure of the line consisted largely of two-block sleepers, with prestressed concrete sleepers being used over a length of around 50 km. A new driver's cab signaling system was developed for the route; this is the Transmission Voie-Machine (TVM).

The eight viaducts were assembled from prefabricated prestressed concrete elements that were inserted on site.

In 2019, the line was equipped with ETCS Level 2 , which is also suitable for Hybrid Level 3 . The line capacity will initially be increased from 13 to 14 trains per hour and direction, with further infrastructure expansions to 16.

Web links

• LGV Sud-Est. In: Structurae
• Track plan of the LGV Sud-Est
• Route on OpenStreetMap

Individual evidence

1. ↑ ^{a b c d e} Report on the southern section of the new Paris – Lyon line in operation . In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , p. 857.
2. ↑ ^{a b c d} EISENBAHN: Flight on rails . In: Der Spiegel . No. 40 , 1981, pp. 270, 272 ( online - 28 September 1981 ).
3. ^ Matti Siemiatycki: Controlling cost overruns on rail projects: a European perspective . In: Eurotransport , issue 3/2009, ISSN  1478-8217 , p. 30 ff.
4. ↑ ^{a b c d e f g h i} Günther Ellwanger: TGV system Paris – southeast not transferable to German conditions In: Die Bundesbahn . Vol. 58, No. 10, 1982, ISSN  0007-5876 , pp. 755-758.
5. ↑ ^{a b c d e f} The new Paris – Lyon line . In: DB Deine Bahn , issue 4/1982, pp. 224–227.
6. ^ Paris-Charles-de-Gaulle Airport
7. ↑ Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad . R. v. Decker's Verlag G. Schenk, Heidelberg 1990, ISBN 3-7685-3089-2 , p. 86.
8. ^ Roger Ford: Network Rail's New Lines challenge . In: Modern Railways , issue 733, volume 66, October 2009, p. 18.
9. ↑ Some of them just want to get a little extra for themselves . In: Frankfurter Allgemeine Zeitung , May 18, 1982.
10. ↑ Historic TGV on a farewell tour . In: Eisenbahn-Revue International . No. 4 , April 2020, ISSN  1421-2811 , p. 205 .
11. ↑ Wolfgang Harprecht, Friedrich Kießling, Reinhard Seifert: "406.9 km / h" - world record on the rails - energy transmission during the record run of the ICE of the DB . In: Elektro Bahnen , 86th year, issue 9/1988, pp. 268–289.
12. ↑ Message TGV-Est trains travel 320 km / h . In: Eisenbahn-Revue International , issue 12/2004, ISSN  1421-2811 , p. 576.
13. ↑ ^{a b} Paris-Lyon high speed train line to increase capacity with EU support . Press release from November 21, 2014.
14. ^ Sven Andersen: Traffic stops on the TGV route Paris - Marseille . In: Eisenbahn-Revue International , Issue 12/2001, ISSN  1421-2811 , pp. 557-561.
15. ↑ Fast through the night - ballast cleaning on world-famous high-speed line . In: European Railway Review . No. 3 , 2016, ISSN  1351-1599 , pp. 45 .
16. ↑ Hitachi Rail STS selected for the modernization of France's Paris-Lyon High Speed ​​Line. December 19, 2019, accessed April 10, 2020 . 
17. ^ Brian Perren: High-speed rail gains from air . In: Modern Railways . Vol. 65, No. 719, 2008, ISSN  0026-8356 , p. 58 f.
18. ↑ Without a source
19. ↑ Tempo 480: world record for TGV . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1990, p. 9.
20. ↑ Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad . ( Taschenbuch Verkehrswirtschaft , Schienenschellverkehr 3 ), R. v. Decker's Verlag, G. Schenk, Heidelberg 1990, pp. 26-31.
21. ↑ As if in flight to the Atlantic . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 3/1985, p. 9.
22. ↑ Announcement High occupancy on the TGV south-east route from 2001 . In: Eisenbahn-Revue International , Issue 4, 1999, ISSN  1421-2811 , p. 152.
23. ^ David Burroughs: SNCF awards Paris - Lyon ERTMS contract. In: railjournal.com. September 26, 2019, accessed on September 27, 2019 .