The LGV Est européenne ( [ ˌ ɛlʒe ve ɛstøʀope'ɛn ], short for Ligne à grande vitesse Est européenne, " European high-speed train east ") is a high-speed line in France. It connects Paris with eastern France ( esp. Strasbourg) and beyond with Southern Germany ( among others Frankfurt am Main, Stuttgart and Munich), making it part of the trans-European speed rail link Paris - East France South West Germany (POS ), which Basel to Zurich ranges, as well as part of the TEN- rail route No. 17 from Paris to Budapest. The cornerstones of the German - French alliance were defined on 22 May 1992 in the agreement of La Rochelle.

The inauguration of the 301.4 km long stretch was made in March 2007, the Regular operation took place on 10 June 2007. The first regular train from Paris sailed an ICE 3MF Frankfurt, with departure at 6:43 clock in Paris, the route.

Since then, the LGV Est européenne is traversed with a top speed of 320 km / h both French TGV and German ICE from. The TGV runs on the so-called southern branch from Paris via Strasbourg to Stuttgart or Munich, the ICE is used according to the northern branch to Frankfurt am Main. The operating company of international traffic between France and Germany is the joint venture Alleo.

The international TGV between France and Switzerland operate under the brand " TGV Lyria " and be managed by Lyria, a subsidiary of SNCF and SBB; they currently operate ( at least until the start of the high-speed line between Lorraine TGV and Strasbourg) exclusively on the track Rhin -Rhône.

  • 2.1 Planning 2.1.1 financing
  • 3.1 connections
  • 3.2 driving hours
  • 3.3 ridership and effects


( Paris ) vaires - Baudrecourt

From Gare de l' Est to LGV Est use trains for 22 km the removed Altstrecke Paris -Nancy- Strasbourg. The four-track main line starts its middle two tracks on the Highway, while driving on the outer two regional trains. The new track branches off to the train station of Vaires -sur -Marne without crossing of the existing main line from and is based then in the east-northeast. East of Claye- Souilly it crosses the level of free LGV Est Interconnexion, the high-speed line, which passes east of Paris. Two grade separated connection paths allow, coming from the LGV Est from east to swing to the north and south. In Bezannes, a neighboring town of Reims, Champagne-Ardenne TGV train station, which will connect the area around Reims and Epernay was born. The town's railway station of Reims is reached via a branch, the Raccordement of Trois- Puits, the existing route Epernay -Reims. This branch is located immediately east of the new TGV station.

In Saint- Hilaire -au -Temple, there is a non-crossing branch to route to Chalons-en -Champagne. This has been electrified during the LGV construction. The nearest train station is Meuse TGV at Les Trois Domaines -. Its mission is to operate the rural area of the department of Meuse; it is located halfway between the cities of Verdun and Bar -le- Duc on the National Road 35 In Vandières the LGV crosses Est européenne the north-south route Metz -Nancy and gets to this one connecting curve in both directions, so that the trains directly to Metz (and further to Luxembourg ) can drive or to Nancy (continue in the Vosges ). By Nancy from the existing lines were electrified by Remiremont and Saint- Dié, so there may also operate high-speed trains.

About ten miles east of the Moselle viaduct was built in the municipality Louvigny the Lorraine TGV train station. In the future, the yet to be built station Lorraine ( Vandières ), with direct access to the running here in north-south direction Metz- Nancy, to about ten kilometers east of the highway 31 and near the airport Metz Train Station, located Lorraine ( Louvigny ) replace. The opening is scheduled for no earlier than 2018.

A little further east, the high-speed line ends for the moment at Baudrecourt and will be connected to the railway line Réding -Metz -Ville. Select About a Überwerfungsbauwerk the trains of the French network generally practiced driving on the left on the usual in Alsace and Moselle legal relations. Just before that branches off a single track link for the north branch of the POS Frankfurt, which opens near Rémilly between Aubécourt and Herny into the line Metz -Forbach towards Saarbrücken.


The intermediate stations on LGV usually each two external platform tracks for stopping train and two internal tracks for passing trains. Among the three new intermediate stations Champagne- Ardenne TGV, Meuse TGV Lorraine TGV and the first also on two separate tracks has for regional transport. East of the station they run parallel to the LGV and finally unite with the branching at Raccordement of Trois- Puits track towards Reims.

Meuse TGV is to a certain extent on the green meadow, as it has not received any connection to existing railway lines, but only on roads can be reached. The advantage of this approach is that the path of a racing line to follow, and the speed is not reduced by driving through an urban area. The disadvantage, however, is that we must be increased to reach the inner cities in shuttle buses. However, the should be countered by direct trains from and continue to operate the existing stations leading to Paris to, while the new railway station mainly trains will look for northern, western and southern France, the drive around Paris.

Extremely controversial was the construction of the station Lorraine TGV. He was born in the town of Louvigny in the neighborhood Regional Airport Metz- Nancy; he should have been in operation more than five years. In regional elections in 2002 resulted in the Lorraine region, a change of power. The new Regional President Jean -Pierre Masseret had promised during the election campaign, the project of a railway station at Vandières (about 10 km west of it ) to revive. This has the advantage that it is directly over the railway line railway line Metz -Nancy. After the region ensured the financing, was the Minister of Transport on 23 March 2005 the green light. Then the route at the appropriate place was prepared in advance so that later problems a station can be added. The building permit was expected in 2007 and the station was supposed to open in 2011. However, due to funding problems to the train station to go into operation at the earliest 2018. The train station at Louvigny is then to be expected converted for freight.

The concept of the stations outside the cities in France is not new, but was also implemented on existing high-speed lines. Examples include Le Creusot TGV on the LGV Sud -Est, Massy -TGV on the LGV Atlantique, TGV Haute -Picardie on the LGV Nord and Avignon TGV on the LGV Méditerranée. Such stations 'll like better " field station " popularly known as Gare de betteraves, literally " beet station ".

In preparation for the start of the route, the Gare de l' Est was modernized and rebuilt. While previously the platform hall for incoming trains ( in the east ) and departing trains was ordered ( the western part ), the station is divided since commissioning in international trains as well as trains to Metz and Strasbourg ( the western part ), Regional Transport (center) and trains to Champagne Ardenne and Südlothringen (Nancy and the Vosges ) in the eastern part.


From Baudrecourt it goes on modernized Altstrecken two branches towards Saarbrücken or Strasbourg. In Saarbrücken is connected to the expansion route Saarbrücken -Ludwigshafen, which leads towards Mannheim and Frankfurt am Main. East of Strasbourg no longer leads the Europe car over the Rhine on the single track since 1945 Rhine Bridge, but on the new double-track bridge over the Rhine, which is in operation since the timetable change in December 2010. In Appenweier she then meets the Rhine Valley line with connections to the north ( Karlsruhe -Stuttgart ) and south ( Freiburg- Basel).

Second phase of construction

Planning concept

The section between Vaires -sur -Marne and Baudrecourt is only the first part of the LGV Est européenne dar. trains to Strasbourg operate after the end of the track in Baudrecourt on the existing line to Strasbourg, on Réding and Saverne. This allows speeds up to 160 km / h In order to accommodate the additional traffic of LGV, a new signal system was installed and set up additional crossovers.

By 2016, a second, about 106 km long section of the new line between Baudrecourt and Vendenheim ( in Strasbourg) is to be realized. The travel time between Paris and Strasbourg (and beyond via Kehl to Stuttgart, etc) will be shortened by 30 minutes to about an hour and 50 minutes.


The total cost of the second section are estimated at two billion euros. Among other things, is intended to be drilled through the Vosges and Saverne at a more than four -kilometer-long tunnel.

In January 2007, 96 million euros were approved by the French Transport Ministry of preliminary work in this section. In July 2007, missing 1.7 billion euros to finance the missing section; a public-private partnership was proposed to close this gap.

On 1 September 2009, the financing agreement for the construction of the second section was signed. Of the approximately two billion euros construction costs the participating regions contribute about one third of the EU 118 million euros and 40 million euros Luxembourg. Commissioning is scheduled for March 2016.

Build status

In March 2007, the French rail infrastructure authority Réseau Ferré de France ( RFF) announced its intention to begin the second phase of construction in 2009. The completion was targeted for 2014. French President Nicolas Sarkozy declared in September 2007, work would start in 2010, the operation could be added in 2014.

In April 2008, began preparatory earthworks. These included about archaeological exploration work along the route of the second phase. These cost about 2.8 million euros and lasted until the year 2009. The first works were awarded in March 2010 and began in August 2010. Groundbreaking for the second phase of construction was finally on 18 November 2010 at Bourg stone. On 19 June 2012, the breakdown of the first tube of the 4020 m long tunnel de Saverne took place, the second tube was pierced on 25 February 2013.

Planned route

The second phase begins approximately at kilometer 300 of the first phase. The main track Forbach - Paris is guided level freely over the continuation of the high-speed line. The required dam has already been created in the construction of the first section. The route runs parallel to the existing railway line Metz- Sarrebourg in a southeasterly direction approximately. At that another connection is being built that will allow drives the relation Strasbourg -Metz. The route crosses in succession, the former railway line Bénestroff -Château -Salins, the Sarre - channel, the country Bach and the Saar. North of Sarrebourg it crosses over which the railway Réding -Metz. At kilometer 360, a link to the railway line Drulingen - Réding, the rides Nancy-Strasbourg creates allows. After crossing the A4 motorway and the Haspelbaechels the route passes under the Vosges mountains in the 4020 meter long tunnel de Saverne. The route follows a few kilometers of the A4 to the east, before she swings southeastward at the level of Dettwiller to cross the highway, the rail line between Paris and Strasbourg, the anger and the Rhine - Marne Canal. Latter it crosses a second time at Eckwersheim. Finally, the high-speed line opens a little later in the railway Vendenheim - Wissembourg.

Upgraded lines in Germany

On the German side the route Saarbrücken -Ludwigshafen (POS North, 128 km) and the stretch -throated Appenweier (POS South, 14 km) will be gradually upgraded for 200 km / h.

In the investment plan by 2010 for the federal transport infrastructure investment in the amount of 502 million euros for the expansion measures are provided (price level 2006). By 2005, a total of 191.2 million euros were spent on it. Between 2006 and 2010, federal funding in the amount of 146.5 million euros are to be invested. Over this period, there is a funding requirement of € 164.3 million ( federal funds from 2011, own funds DB AG and third-party contributions as of 2006 ).

POS North

The 128 -kilometer route has been partially upgraded for a top speed of 200 km / hr. Various extensive new and upgraded versions were discarded.

POS South

The railway line Appenweier- Strasbourg is upgraded to a top speed of 200 km / hr. It creates a new bridge over the Rhine was built in Kehl, which went into operation on schedule in December 2010. The total investment of the portion of New Rhine bridge to Kehl station amounted to 62.7 million euros.

A connection with the Rhine bridge winter village would account for inclusion in the Federal Transport Infrastructure Plan 2015 by the State of Baden- Württemberg, bypassing Strasbourg, allow travel time reductions of up to an hour and was.

Routing and technical equipment

The 301.4 km long line has gradients of up to 35 ‰. The minimum curve radius is 7143 meters ( with exceptions of 5556 meters ). The design speed is 350 km / h in commercial control operation at up to 320 km / h A total of one million thresholds (1666 per km) relocated to a total of about three million tons of ballast to accommodate 1300 kilometers rails. These have the profile UIC 60 (60 kg / m), were produced in denominations of 80 meters and welded into 400 - meter-pieces.

The route comprises five Umformerwerke: Penchard (400 kV), Vézilly, Cuperly, Trois- Domaines and Le Rele ( per 225 kV); In addition, 44 sub-stations. 12,000 catenary masts were installed at a distance of 58 meters. As train radio system GSM -R is used (65 towers ). As train control SEI, TVM 430 and the ETCS Level 2 are used in accordance with ERTMS. In Pagny -sur -Moselle, in the immediate vicinity of the branches in the direction of Metz and Nancy, is the control center monitors from which the entire route and the power supply is controlled. On the route there are 15 phase separation points. Already on 14 May 2004 had DB and the French infrastructure manager RFF a memorandum of understanding about the equipment of the corridor Paris - Frankfurt, including the LGV Est, signed with ERTMS and ETCS.

The crossovers and junctions are designed for high speeds ( tendency turnouts 1:46 ), the branch to the LGV Est Interconnexion the south course were used with a slope 1:65. The crossovers Chauconin, Beuvardes and Tilloy et Bellay are equipped with operating tracks. A slab track was at the control center About Chauconin, for the first time on a French high-speed rail set up. Are at the crossovers Beuvardes and Villers -en- Argonne, created about 20 years after commissioning, operating stations for the revision of the superstructure.

As of 2008, in some TGV trains on the track, test the Internet access and television reception is to be offered (both via satellite ).



In the years 1985 and 1986, a Franco-German working group developed six variants for the LGV Est européenne the lines and the afferent routes from Germany. A total of six possible routes of a new railway line between Paris and eastern France were examined, which should be linked in the space between Forbach and Saarbrücken or fillet with new or upgraded lines on the German side. Was between Paris and Frankfurt or Stuttgart, depending on the variant, expected travel time reductions of about seven to up to about three and a half hours. In the Franco-German summit in April 1989, the governments of both countries involved in the study results.

In May 1992, signed a letter of intent for the construction of LGV in the Franco-German summit in La Rochelle.

On 10 February 1993 met the French Government Committee for Spatial Planning, chaired by Prime Minister Pierre Bérégovoy that decision, the planned route for the time being not to Strasbourg, but to Baudrecourt ( Moselle ) to lead. By shortening a cost ceiling of 20 billion francs set by the French government could be maintained; the total distance was estimated at around 25 billion francs. At this time was provided to complete the route to Baudrecourt in 2000.

On 9 and 10 December 1994, the Euro Europe declared at its summit in Essen, the LGV Est européenne for urgent project. On 14 May 1996, the project got the décret d' utilité publique (DUP ), which roughly corresponds to the German planning decision.

The end of 1998 ran tests whether the first section of the route could be extended beyond Vandières afield to Baudrecourt.

On 7 November 2000, representatives of the State of RFF, SNCF and the 17 local authorities concerned, a financing agreement for the construction of the first section between Vaires -sur -Marne and Baudrecourt.


The LGV Est européenne is the first French high-speed line, which is funded by a variety of donors and not by the state alone.

In November 1997, the LGV Rhin -Rhône and LGV Est was decided to implement in parallel. On 4 February 1998, the French government decided to provide eight million francs for the first section between vaires and Vandières; in the LGV Rhin- Rhône, however preliminary studies should first be continued. Construction of the LGV Est was there planned for late 1999. On January 29, 1999, an agreement on the financing and lines of the LGV Est between Vaires -sur- Marne ( near Paris ) and Baudrecourt was completed. The total costs were thus given 20.8 billion francs. Of these, the French government eight billion and the authorities concerned took over two billion. The start-up was planned for 2006.

The financial agreement was signed on 7 November 2000. The construction costs ( price as of June 1997) amounted to a total of 3125.20 million euros. Of this, 1219.59 million euros to the French State, 682.82 million euros on the network operator Réseau Ferré de France ( RFF), 320.14 million euros to the European Union, EUR 117 390 000 on the Grand Duchy of Luxembourg and 48, 94 million euros to the SNCF.

736.32 million euros will be assumed as follows by regions, departments, associations of municipalities and cities:

  • Region Ile- de -France: 76.22 million euro
  • Champagne- Ardenne total: 124 240 000 EUR Champagne- Ardenne: 42.08 million euro
  • Reims: 45.73 million euro
  • Community association Reims: 3.96 million euro
  • Ardennes department: 7.62 million euro
  • Department Marne: 24.85 million euro
  • Lorraine Region: EUR 203.06 million
  • Meuse: 4.12 million euro
  • Department Meurthe -et -Moselle: 15.7 million euro
  • Moselle: 22.41 million euro
  • The Vosges: 8.54 million euro
  • Region Alsace: 141 020 000 EUR
  • The Bas -Rhin: 70.58 million euro
  • Community of Strasbourg: 35.37 million euro
  • Department of Haut -Rhin: 24.39 million euro
  • Colmar: 3.66 million euro
  • City of Mulhouse: 7.01 million euro


On 28 January 2002 the first sod at Baudrecourt (Moselle) was held in presence of the then Transport Minister Jean -Claude Gayssot. On October 19, 2004, then Transport Minister Gilles de Robien laid the first track in Saint- Hilaire -au -Temple (Marne). On 24 October 2005 Transport Minister Dominique Perben announced the completion of routing work. On 8 June 2006, the one millionth threshold was moved. On 20 September 2006 welded Prime Minister Dominique de Villepin in Chauconin- Neufmontiers (Seine- et- Marne) symbolically the last track of the distance. On 18 December 2006 took Transport Minister Dominique Perben part in a test drive. On this occasion he announced a test program at very high speeds for the spring of 2007, in which the then world speed record for rail vehicles of 515.3 km / h should be outbid. On 24 January 2007, Transport Minister Dominique Perben free a total of 96 million euros, which are used for land purchases and archaeological work on the route of the second phase between Baudrecourt and Vendenhein.

The client for the project was Réseau Ferré de France ( RFF ), the owner of the French railway network. The track was divided into eight building lots that are realized by five different companies. SNCF (ISL consortium of Ingérop, Sodéteg and Luxconsult ) Scetauroute, Setec and Tractebel ( Suez Group ). Since the reform of the railways in 1997, it is the first time that several companies are jointly involved in a project. The construction division of the SNCF (in collaboration with EEG Simecsol ) was able to secure four project units ( including one of the second stage ), which corresponds to half of the project. The entire infrastructure in the rail, the signaling and electrification is the responsibility of RFF.

The Altstrecke tions Strasbourg was continuously expanded to four tracks in the Paris area, between Chelles - Gournay and the branch of LGV in vaires, by the construction of two new tracks; the stations Chelles and vaires were thereby reconstructed. The measures allow the high-speed trains already in Chenay - Gagny of 160 to 220 km / h speed.


On 15 March 2007, the track was officially inaugurated. Within three minutes, fireworks were detonated in succession along the 300 kilometer long route. At a speed of 5400 km / h is according to the organizers at the fastest fireworks in the world. On 3 April 2007, the modified TGV POS unit 4402 574.8 km / h new speed record for rail vehicles (see below).

On May 25, 2007, Premiere runs took place for international traffic. It took an ICE 3 from Frankfurt to Paris and a TGV POS from Stuttgart to Paris. To invited guests, including the then chairman of the DB AG Hartmut Mehdorn, of the contract for the future operating company Alleo signed in Paris were on board. On 10 June 2007, the regular operation of the LGV Est européenne on was recorded.

World record run on 3rd April 2007

→ Main article: V150

On 3 April 2007, the modified TGV POS unit 4402, known as V150, 574.8 km / h new speed record for rail vehicles.

For the record run and their preparations the north main track was over a length of 100 km, between the stations of Meuse and Champagne, selected. The rails in this section are particularly ground, raising the voltage of the contact wire 25 at 31 kV, as well as the mechanical tensioning of the catenary, so as to prevent gathering of the wave generated in the contact wire through the current collector. The part of the catenary critical speed could be increased to 620 km / h. All switch rails and swing noses of turnouts have been set, single track sections also leveled or lifted. An analogue train radio was installed to ensure uninterrupted contact with the train.

The record run was completed in direction east-west section between 207 and 170 kilometers of track, reached a top speed in the region of Le Chemin at kilometer 191 at 13:13 clock. Two and a half hours before driving a test train had passed, the distance; Bridges had been locked, about 100 policemen were positioned along the test track.

The ride was preceded by several journeys where the world record was increased several times unofficially.



Since June 10, 2007 operating on the route high-speed trains (10, from 2008, 19, TGV POS and five ICE 3 MF). This 100 TGV trains will use the route daily. In the French section of the planned maximum speed is 320 km / h

The number of pairs of trains daily between Paris and Strasbourg rose with commissioning of LGV from 13 to 16, three train pairs daily continue to Stuttgart. As of December 2007 this number was increased to four, with a pair of further runs daily to Munich. Of the 16 Strasbourg TGV also wrong to Mulhouse further six, four of them on to Basel, three after Zurich.

Daily with the commissioning of the track reversed an ICE train pair between Paris and Frankfurt, two additional shuttle services between Paris and Saarbrücken with direct connections to and from Frankfurt with mostly non france -compatible trains. From 9 December 2007, five pairs of trains ICE should directly between Frankfurt and Paris.

The ICE is the first foreign high-speed train, which travels to Paris as planned. The still ongoing delivery of the multi-system TGV POS units ( to June: six units), and the ongoing restructuring of the six ICE 3 MF for France were to start up the route a broader rail service counter. Seven drivers of Deutsche Bahn had acquired the travel authorization for the France - transport up to operating recording.

In the French domestic traffic, the relations " Paris - Province" and " Province - Province" or are " intersecteur " to distinguish. On the Relation Paris - Province moving trains begin or end in Paris Est and drive mostly directly into the existing stations in different cities. In contrast, trains bypassed the relation Province - Province, the city of Paris and head of the LGV Est européenne via a connecting curve on the TGV bypass route east towards the north, ie the airport Roissy and Lille (LGV Nord ) and to the south over the south of Paris Massy TGV train station in the direction of Rennes, Nantes and Bordeaux (LGV Atlantique). These trains operate on the LGV Est européenne the new intermediate stations Champagne-Ardenne TGV, TGV Meuse and Lorraine TGV.

In the German - French Transport Paris Est is connected via the so-called northern branch with Frankfurt via Saarbrücken and Mannheim. On the southern branch Stuttgart is connected via Strasbourg and Karlsruhe. Since December 2007, a day there is a pair of trains on to Munich. Planned are the international connections between France and Germany by the consortium Alleo (formerly Rhealys ), a joint venture between German Bahn and SNCF. The trains are manned by German - French team, whose members are dressed in the uniforms of the respective railway company (the DB fit with a uniform cap their French colleagues ). Platoon leader to an ICE DB can be a conductor of SNCF doing quite as well as drivers of both trains can drive the trains of the other railway company.

Accordance with the regulations in France also prevails in the ICE reservation duty on French territory (from / to Saarbrücken). The at-seat service with coffee, is carried out by French unions protest, exclusively from German board staff. However, the French conductor can not verify the validity German online tickets because they do not carry the equipment required for this purpose.

Other international connections went to Switzerland or lead to Luxembourg. So go TGVs between Paris and Luxembourg, and drove between Paris and Basel ( - Zurich ). The TGV Basel -Strasbourg- Paris had it replaced the traditional (shorter, but only passable slower ) route over Belfort, Vesoul and Troyes. Since the timetable change in December 2011, the TGV trains travel to Mulhouse and Switzerland on the LGV Rhin -Rhône; through this, the journey time shortened by half an hour.

Travel times

LGV Est européenne Commissioning of (together with the associated accompanying measures) reduced the travel time between Paris and eastern France or West Germany and Switzerland significantly. The 300 km high-speed railway put the trains back in about an hour. Here are some examples ( travel times from Paris):

Ridership and effects

In the first year of operation, over eleven million passengers used the route. According to the SNCF, the three-year target will therefore likely be reached after two years of operation. More than 80 percent of travelers moving within France. Of this, almost 20 per cent in the Champagne- Ardenne region and 40 per cent each to Lorraine and Alsace. 1.8 million travelers (16 percent) were in international traffic on the road, including around one million in its dealings with Germany, 426,000 with Switzerland and Luxembourg with 380,000. In the German - French transport were 28 percent of travelers on the route Paris -Frankfurt on the way, 22 percent between Stuttgart and Paris as well as 17 percent between Paris and Mannheim.

In early 2007, the market share of air traffic on public transport between Paris and Strasbourg was 65 percent, with train at 35 percent. The SNCF expected to reach a market share of 60 percent within two years. Air France announced to set the recording mode of the route their flights between Paris and Metz; the number of daily flights from Strasbourg to Paris to be reduced from twelve to eight. In the first few days took 36,000 travelers per day, the new route, with an occupancy rate of almost one hundred percent. A week after opening, the number of travelers was according to the SNCF 20 percent higher than the forecasts. On the relation Strasbourg - Paris, the number of rail passengers has increased by 30 percent - according to the SNCF, the strongest increase immediately after a TGV routes opening. As of August 27, 2007 two additional trains are to be used immediately, the trains running to be strengthened. Between April and June, 1.3 million tickets were sold for the route. After nearly a month running almost a million travelers had used the new route.

Between Germany and France took on the first day of operation 4100 passengers the trains; the utilization was thus located at 80 percent. By April 2008, more than 800,000 passengers were on the two German - French connections go. About two-thirds of travelers are German. Rose on the northern branch, compared to Euro City Traffic, According to information of the Deutsche Bahn, the number of travelers to the beginning of 2008 by 50 percent, on the southern branch by 25 percent. In May 2008 117.000 people use the ICE and TGV connections between Germany and France. This corresponds to a utilization of 56 percent. Two thirds of all tickets in the German - French high- speed rail to be sold via the Deutsche Bahn, 65 percent of travelers use the track for official reasons. Between Paris and Stuttgart, the TGV achieved a market share of 40 percent, the ICE between Frankfurt and Paris from 20 percent.

The utilization of the Air France flights between Paris and Strasbourg was on the operating consumption at about 75 percent. In 2008, the Strasbourg airport, however, expected a decline in passenger numbers. Since inception of the LGV 600,000 people had migrated to the way to Paris on the TGV. According to the SNCF prefer 70 percent of travelers between Strasbourg and Paris, the TGV. In July 2012, it was announced that Air France would like to set the connection Strasbourg -Charles -de- Gaulle. The operator of the A4 motorway, Sanef, reported a decline of long- distance trips with a simultaneous increase of rides over medium distances. In 2008, the Lufthansa subsidiary German Wings announced the closure of flights between Stuttgart or Cologne and Paris due to the attractive rail packages. One year after the opening of the line emphasized Lufthansa, neither load nor their number of daily flights between Paris and twelve Frankfurt had changed considerably. A significant portion of travelers was on the way in distribution transport to long- haul flights from Frankfurt or Paris.

In the German - French Transport, the one millionth passenger was welcomed on 19 May 2008. Every day, 3,300 people, ICE and TGV deals between Germany and France. For the relations between Paris and Frankfurt or Stuttgart railway companies expect by 2011, a threefold increase in passengers (before commissioning) about 500,000 to 1.5 million passengers.

This prediction is confirmed by the development in the second year of operation, which brought an increase of 15 percent: In the first two years of operation, a total of about 2.2 million travelers used the cross-border high-speed traffic. 55 percent of travelers were going on the road with the train running between Frankfurt and Paris trains, 45 percent in the trains between Munich, Stuttgart and Paris. According to the Deutsche Bahn, the utilization of ICEs and TGVs between Germany and France reached Thursdays, Fridays, Saturdays and Sundays between 90 and 100 percent. An extension of the offer would be considered. Work will also continue in double traction from June 2010, both the ICE and the TGV. By January 2010, three million passengers used the German - French connections until mid-year 3.6 million.

In the long term decline in three hours and 15 minutes three hours and 50 minutes travel time between Frankfurt and Paris of today (2008).

Accidents and malfunctions

  • On 16 May 2008, a carriage of an ICE 3MF came in Annet- sur -Marne on fire. The studded with some 300 passengers train had to be evacuated after a transformer caught fire. The cause is a defective traction motor is suspected, from which dissolved parts and the damaged transformer.
  • On 12 June 2008 it came with a " short shift" of a coming from Paris ICE, which should drive back from St. Ingbert from back to Paris to several slightly injured traveler. All passengers should change at this small station in a arrived from Frankfurt replacement IC; its passengers, however, should revert to applied for ICE. As a result of several defective ICE units fell in the same week, some through ICE rides completely out or have been replaced by high-speed trains; on 13 June 2008, DB restricted then the through traffic on the POS northern branch until further notice from five to three compounds. The rest of the rides were broken: TGV Paris - served Saarbrücken and back; IC Saarbrucken -Frankfurt and back. But only two of the six existing ICE trainsets were needed. As of 19 June 2008, the trains ran through again, but individual courses were also still served by TGV. This may not apply in Mannheim and have to drive over Käfertal, which leads to small delays.
  • On the afternoon of July 8, 2008 ICE 9555 Paris -Frankfurt collided in the area of the holding point Kennelgarten in Kaiserslautern with a truck that was stuck when turning in a construction site in the gravel. The 400 passengers on the ICE were unharmed, but were damaged six of the eight cars of the ICE. The train was later able to proceed under its own power to Kaiserslautern, where passengers had to go to a replacement train.
  • In the course of July 2008 there was another numerous ICE failures; 21 July to 23 August, 2008 helped TGV units regularly with a round on the total distance. Nevertheless, travelers often had to change trains in Saarbrücken, Homburg / Saar or Forbach (F) by or on TGV trains, suffered delays or were not transported in individual cases due to vehicle shortages. Also during the autumn and winter 2008/2009 held at the ICE disorders; it always came back to the TGV - replacement benefits and / or to break the connection in Saarbrücken Hbf