Since construction of the third airport for the Paris region was cancelled, LYS has lived up to its ambition to become the second largest airport in France. Its trump card is its connection with the expanding European high-speed network.
This advantage will make LYS a unique multi-modal transport base for Europe. Currently, there are about 9 million people living within 90 minutes of LYS; by , there will be 21 million people excluding Paris living within 2 hours. This traffic will continue growing in the future with additional TGV trains to the south and south-east of France and the commercialization of services like TGV Air, combining air flights with TGV trips—a perfect complement between train and plane.
The entire project comprises km of new lines reaching to Vendenheim near Strasbourg. The first phase, which is already budgeted for, comprises km, linking Vaires-sur-Marne near Paris to Baudrecourt in the Moselle as well as to the existing railway network, serving as many destinations directly without the need to make a connection.
The project also includes improvements to terminal lines and facilities, especially between the Gare de l'Est station in Paris and Vaires-sur-Marne as well as on the Strasbourg—Kehl main line. Furthermore, the lines through the Vosges valleys will be electrified ready for the new high-speed trains. Thanks to the East France European HSR, Paris will be linked to the major cities of eastern France, and the eastern regions will be connected to the high-speed network serving northern, western and south-western France, giving birth to a new European network.
Some typical journey times are shown in Figure 6. TGV Est financing This project was born after many studies to define a specific financing package and a route respecting the natural environment and surroundings. As the first infrastructure project of its kind to be declared a public utility by the Ministry of the Environment, the East France European HSR line is also the first railways to be financed largely by the French regions and the European Union EU.
Commercial network and traffic forecast With a km new high-speed line from Vaires to Baudrecourt and connections to conventional lines and the rest of the TGV network, the TGV Est will form a commercial network including 26 French and 11 European cities. One of the subjects was an ambitious long-term transport plan allowing better participation of the French regions in Europe and the world economy.
The plan has about 50 big projects including eight TGVs Fig. By , the French high-speed network will total km. Daily newsletter Receive essential international news every morning. Take international news everywhere with you! Download the France 24 app. The content you requested does not exist or is not available anymore. ON TV. On social media. However, this new high-speed train will be able to carry 20 per cent more passengers, accommodating up to people per train in its maximum configuration, compared with today.
In all, four power cars are being assembled in the Belfort factory. The first cars, which will be coupled between two power cars just like the current generation, are being assembled at another of the manufacturer's sites at La Rochelle in the west of the country. Rail travel is having somewhat of a renaissance in France just now. Previously unprofitable night trains are making a comeback, with the service between Paris and Nice have, for instance, returning in May after a three-year absence.
There are also significant new high-speed rail projects progressing in tandem with the TGV M's manufacture. Funding for two new lines, Bordeaux-Toulouse and Marseille-Nice, has recently been agreed upon, but no delivery date has been given.
Its designers at Alstom hope to see it run one day in other European countries where open competition between operators is at full throttle. As for Alstom, the company previously sold a past evolution of the TGV to a private Italian operator. Since , Italo has been operating 25 AGV trainsets, the specificity of which lies in the fact that the train's motorisation is distributed throughout the trainset rather than in a power engine.
Italo remains the only client for the train. Apart from this contract, the AGV has not found any other takers. On the continent, competition on high-speed lines is tough. And the development costs mean that many companies have had to form alliances to achieve their goals and see their designs roll out off the production line.
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