LGV Rhin-Rhône
The LGV Rhin -Rhône ( [ ɛl.ʒe.ve ʁɛ ʁo ː n], short for Ligne à grande vitesse Rhin -Rhône, " high-speed line Rhine-Rhône ") is a partly in operation, partly planned high-speed line in France. The project has a dual function: first, the travel times between the Süd-Elsass/der Northwestern Switzerland and Paris are to be reduced, on the other hand, it should provide faster connections from Alsace in the Lyon area, where to connect the line to the LGV Rhône -Alpes should. Building owner is Réseau Ferré de France ( RFF), the French rail infrastructure authority. The first section of Ostastes went on December 11, 2011.
Course
The project consists of three branches route:
- The Ostast that connects the metropolitan areas of Mulhouse and Dijon,
- The Westast, which crosses the Greater Dijon and Montbard establishes a connection to the approximately 18 km long existing Dijon branch of the LGV Sud -Est and
- The southern branch, which is to ensure the long-term connection to the Greater Lyon.
So far, only the Ostast in operation, the western and southern sections are still in the planning phase. Construction work on the second phase of the Ostastes to begin in 2014, this will be operational in 2018.
History
Initial studies on the construction of a new railway line began in May 1991, preliminary studies were carried out from 1992. In November 1997 it was decided to implement the route parallel with the LGV Est. When the French Cabinet on 4 February 1998, the funding for the construction of the LGV Est released, they decided not to meet the expectations initially the construction of the LGV Rhin -Rhône, for the first preliminary studies should be continued.
In early July 1999, the large-scale lines of the LGV was decided. In addition to the selected route on Auxonne ( between Dijon and Dole ) to Petit -Croix ( in Belfort ) is a variant of Devecey ( at Besançon) by Lutterbach had been discussed ( at Mulhouse). The construction costs were estimated for both versions to 8.9 billion francs, wherein the selected route could expect a larger by about 30 per cent of traffic. With the decision on the course of the route of the way for a detailed economic analysis was paved, which was itself a precondition for the declaration of public utility of the project.
The method for determination of public benefit, déclaration d' utilité publique (DUP ), the Ostasts was successfully completed on 25 January 2002. From 2004, the planning of the route began. On February 28, 2006, the President of the regions of Alsace, Franche -Comté, Burgundy and the Rhône -Alpes agreed on the financing of this first stage of construction of the track. The contract was signed in Paris on 28 February 2006. At this time, the participation of the Department of Law and Côte- d'Or was yet to come. Also, the financial contribution of the European Union had not yet secured. Switzerland took part with CHF 100 million in financing. Between Paris and Mulhouse, a driving time of 156 minutes was expected between Lyon and Strasbourg of 193 minutes.
On 11 December 2011, the first section of the Ostastes ( Villers -les -Pots -Petit -Croix ) went into operation. In the first two years of operation were 16 million travelers on the route go. They distributed almost equally between the East-West and North-South relations. One fifth of the travelers was international.
Ostast
Construction
The Ostast was realized in two sections. On 3 July 2006 was the groundbreaking ceremony for the first phase. It comprises 140 km new line of Villers -les -Pots east of Dijon to Petit- Croix southeast of Belfort. The commissioning took place on December 11, 2011 and thus remained on schedule. From 2.312 billion euros total cost by the extended regions and municipalities should contribute 719 million euros. The European Union should contribute 200 million euros, Switzerland Euro 66 million (100 million francs).
In Villers -les -Pots and Petit- Croix, the new line is connected to the Altstrecke. In the town of Villers Exel a Baulogistikzentrum for the equipment type originated. This was connected to the new line, about the future path of a bypass road. It was reactivated on the railway line Lure Loulans -les -Forges, which had been closed in 1986, connected. End of June 2009 was transferred to the first track in Magny Les in the Haute- Saône. On January 31, 2011, track laying in a ceremony was completed in the presence of French Prime Minister François Fillon. French President Nicolas Sarkozy inaugurated the route once on 8 September 2011. The range is equipped with the European management and control system ERTMS and the French TVM 430. The connecting track from Baulogistikzentrum for LGV, was dismantled after commissioning, the planum is now used by a road.
In a second phase was 35 km long eastern section of Petit- Croix to Lutterbach (west of Mulhouse) and a 15 km long western section of Villers -les -Pots to the eastern suburbs are to be realized from Dijon. Construction is expected to begin in 2014 for commissioning in 2018. By the end of 2011, the building owner RFF had acquired all the required properties.
Engineering Structures
For the 140 km of the first phase 175 engineering structures had to be created. There are 160 small engineering structures ( bridges, road, green bridges ) and 12 major buildings. There were 80 road bridges, 51 railway bridges, 87 wildlife bridges, 210 minor ports, 26 410 m noise protection walls / embankments, a maintenance base Geneuille, two substations, built in Héricourt- Bussurel and in Besançon and two new stations.
Stations
On Ostast the LGV Rhin -Rhône are two railway stations:
- Belfort -Montbéliard TGV, near Meroux, south of Belfort and northeast of Montbeliard. It is planned to connect to the station Belfort, over railroad tracks, Belfort- Delle produce.
- Besançon Franche -Comté TGV, near Auxon lingerie, north of Besancon. That can be switched in trains to the city railway station Besancon Viotte.
Technical Equipment
The 140 km of the first section were built for a speed of 350 km / h in standard mode this is 320 km / h In the Tunnel de Chavanne top speed of 270 km / h All 20 km there is a track change. The track is equipped with the train control system TVM 430, it was originally planned to equip them with ETCS Level 2, but this has been delayed. The track is from the control center, the Commande du réseau centralisée Bourgogne Franche -Comté (CCR ) in Dijon remotely. The commissioning of the section Besancon Viotte - Auxon -Dessus the railway line Besançon - Vesoul - Viotte was reactivated and electrified it and completely renewed. In addition, a two-track connecting curve south of Dijon was built through this, some TGV omit the head making in Dijon, it is also used by freight trains.
Operation
Since 20 June 2011 Test runs were carried out on the eastern section. For this purpose, a TGV 2N2 was provided with a special paint job. This train has up to 352 km / h successively. These tests should check that all components are working properly, lasted until the end of August 2011. Since 11 December 2011, the section is traversed runs regularly. The new route is also used by trains from Mulhouse and Basel / Zurich, as the travel time LGV Est européenne compared to about 30 minutes shorter.
Since 23 March 2012 SNCF employs a pair of trains with new TGV trains of the type 2N2 on the line between Frankfurt and Marseille via Strasbourg and Lyon. The German railway had in the past repeatedly voiced plans, already the timetable change in December 2011 to use two pairs of trains with the new ICE 3 on the same route. Due to delays in the delivery of these ICEs, this time shifting, however.
As of August 26, 2013 a pair of trains between Paris and Freiburg im Breisgau over railroad tracks, garbage home Mulhouse is provided daily. Furthermore, there is provided a pair of trains from the south of France over Strasbourg to Stuttgart. Also from Basel and Zurich should be provided TGV connections to the South of France, but this was postponed.
Travel times
Since the commissioning of the first section of the East- Asts following travel times compared to earlier are possible:
Financing
The cost for the construction of 140 km of Ostastes amount to 2.312 billion euros. The amount allocated to several financing partners ( in millions of euros ):
- The French Republic: 751
- Réseau Ferré de France: 642
- Franche- Comté: 316
- Alsace: 206
- European Union: 200
- Burgundy region: 131
- Swiss Confederation: 66
Environment
Approximately 40 % of the first section are located in a wooded area. A total of 37 large white bridges, built in consultation with local representatives. Either via these bridges one way or waters, or they serve only wild animals. In addition, 51 culverts were built for small wild animals. In order to ensure the survival of amphibians, 27 ponds were created.
The " carbon accounting " was taken into account since the beginning of the planning in order to keep the emissions of greenhouse gases during construction and operation as small as possible.
The noise was also taken into account, among other things, was trying to get away as possible to build the track as far from cultivations in order to keep the impact on local residents as low as possible. At 140 km the first phase ten buildings had to be demolished or moved.
Westast
The Westast consists of the crossing of Dijon, where a new station is to be built, connecting to the railway line between Paris and Marseille near Montbard and the connection with the LGV Sud -Est to branch Pasilly - Aisy.
This branch is intended to accelerate the connections with the region Ile- de -France. The previously planned section is to leave the Altstrecke near Dijon Turcey and drive around to the north, a new station will be built near the present station of Dijon Porte- Neuve.
A route via Troyes is also in conversation, this would solve the capacity problems of the LGV Sud -Est. This alternative to the LGV Centre France would cost less while increasing capacity. The mayor of Troyes announced in late 2007 to promote this route in cooperation with the city of Dijon.
Southern branch
2009, the regional planning process for the 150 km long southern branch was initiated. The course is seven alignments were presented for discussion by the RFF, favors parallel to the A39 motorway. The cost is estimated at 3 billion euros, the commissioning will be the earliest in 2020.
Three new stations are to be built on this branch, near Dole, Lons -le- Saunier and Bourg -en- Bresse. The deputies of the Burgundy region are against the combined routing and favor the expansion of the existing route Dijon -Mâcon for a speed of 220 km / h, this would be reduced by 6 minutes driving time.