LGV Sud-Est
The LGV Sud -Est à grande vitesse short for Ligne Sud -Est is a high-speed line in France. It connects Paris with Lyon and is traveled by TGV trains. Opened on September 22, 1981 southern section is the first French high-speed line. The 409 km long distance is expanded through double track. In the south it is connected with the LGV Rhône -Alpes and LGV Méditerranée of, in the north with the LGV Est Interconnexion that travels around the greater Paris area east and strikes the LGV Nord.
The construction costs were ( approximately 1.8 billion euros, price level: about 1983 ) at around 3.7 billion DM. The proposed budget was (inflation- adjusted) observed.
Course
There are traversed six departments; from north to south are the Seine- et- Marne, Yonne, Côte- d'Or, Saône -et -Loire, Ain and Rhône. The compatibility of the TGV system with the rest of the rail network made it possible to dispense with expensive new buildings in the densely populated urban areas around Paris and Lyon.
Between the train stations in Paris, Gare de Lyon, and the Part-Dieu in Lyon are 429 km. While 16 km, the trains on Altstrecken. The LGV Sud -Est leads as opposed to the old route far to Dijon past, thus shortening the overall distance Paris -Lyon by 87 km. On the whole new line there are ten viaducts and not a single tunnel; the maximum slope is 3.5%. The only tunnel in the driveway of Lyon, on the existing line was converted for high-speed line for electric traction. Due to the distance, the rail distance between Paris and Lyon shortened by 86 kilometers of 512 to 426 kilometers.
The LGV Sud -Est is additionally connected by two connecting lines with the remaining rail network. A 15 km long branch leading from Pasilly after Aisy -sur -Armançon, where he meets the main route to Dijon. On this trains in the direction of Lausanne and Bern. The 6 km long branch of Mâcon to Pont -de- Veyle is traveled by trains in the direction of Geneva and Savoy. In addition, there are three additional connection points, which are used by service trains and during emergency diversions ( at Saint -Florentin and in the stations Le Creusot and Mâcon- Loché ).
On a length of 60 km, the LGV Sud -Est is parallel to the A5 motorway, at a length of 15 km parallel to the national road N79. Along the entire route, a strip 5 m wide was reserved to move there telecommunication lines.
The launch takes place in Paris from Combs La Ville, to a length of 27 km on existing tracks. The node Lyon is achieved over a distance of 8 km from Lyon- La Part-Dieu on the existing network. The sheer length of the new line, including branching, is 410 km.
Features
The route covers an area of 16 km ² (for comparison, it at Paris -Charles -de- Gaulle Airport 32 km ²) with an average width of 40 m. The track ( subgrade width) itself is 13.00 m wide, with a track pitch of 4.20 m.
The excess distance reaches up to 180 mm. In a cant deficiency of 85 mm, the rule curve radius of up to 4,000 m returned. This minimum radius allows the normal traffic speed of 300 km / h; seven curves are closely traced out, this however also with at least a radius of 3200 m.
Due to the inclination of up to 35 per thousand were compared with a variant with a maximum of 15 parts per thousand, about 30 percent of the construction cost can be saved. According to the German Federal Railroad from 1982 would be such a design for the pure passenger due to the close linkage of the German routes to the existing network as well as due to the diminishing capacities need also to be able to accommodate freight trains, was not transferable to the German lines then under construction. Furthermore, the LGV by transverse sparsely populated area ( 70 inhabitants per square kilometer, near Hanover -Würzburg 240 inhabitants per km ², at Mannheim -Stuttgart 300 per km ²) and topographically peaceful grounds. In addition, countries in German planning law much more say for citizens. A track alignment only for passenger traffic is also claimed to have been possible, that the track with their extensions disclosing a region, lived in about 40 percent of the French population.
Overall, the distance from 847 km tracks. These consist of rails of the type UIC 60 ( 60.3 kg / m), which laid in segments of 228 m length and then gaps were welded ( except for a few segments). The sleepers are 2.41 m wide and consist of two concrete blocks that are connected to a steel rail braces (so-called Duoblockschwellen ). At a 1660 line kilometer come thresholds. Electrified, the path with alternating current ( 25 kV, 50 Hz), which is fed for eight substations Electricité de France.
For the distance of 2,300 acres of land were purchased by 172 municipalities and 5,000 landowners.
The crossovers of the route are continuous with track changes with 160 km / h passable.
Stations
Are located on the LGV Sud -Est two railway stations:
- Le Creusot TGV
- Mâcon- Loché TGV
Both stations are architecturally unremarkable and are on the edge of the respective agglomeration. They consist of two side platforms and four tracks, which run on the middle tracks those trains which pass through the stations without stopping.
History
The SNCF began planning after the capacity limit of the existing line had been reached. The load on the existing line was (as of 1982), on average, ten trains per hour in each direction. The situation was exacerbated by a lack of alternative routes, as they existed only between Dijon and Lyon. Plans to expand the four-track double track between Paris and Dijon, due to high costs for a necessary 4 km long tunnel ( Blaisy -Bas ) and the lack of possibilities of increase in speed were discarded. In December 1969, the SNCF handed to the Minister of Transport, a study on the " high-speed project Sud -Est ".
- March 26, 1971: An inter-ministerial committee approved the project for a new route.
A major reason for the construction of the line was the thrusting their capacity limits existing line. A four-track expansion of the route where traffic volume is growing faster than in the rest of the French network, was quickly discarded because their leadership had promised no qualitative improvement in winding river valleys.
In 1972, the civil engineering planning, with a preliminary draft in scale 1:5000. On March 6, 1974, the French government decided to build the track. In the years 1974 and 1975, the preliminary draft with the 183 affected communities was discussed. In 1975 the detailed planning at a scale of 1:1,000. Between 7 March and 7 April 1975, a consultation process was carried out. In the course of the process amongst other things, the avoidance of a winery was decided.
The planning began in 1967 went from the beginning of a pure passenger transport route from. After technical studies and cost-effectiveness calculations, which could expect a return of 30 percent due to numerous switching from private car and air transport, the route was approved in January 1975 by the French government.
On 23 March 1976 the Prime Minister issued the declaration of public interest ( d' utilité ) for the route. Thus, the construction of the line was no longer subject to appeal 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. On 1 October the same year, construction began in the southern sector.
1981 calculated the SNCF with 17 million passengers in one year. By 1985, the number of passengers expected to rise to 22 million annually. The French airline Air Inter expecting to lose between Paris and Lyon three quarters of its passengers on the TGV. Between September 27, 1981 ( start of the 274 km long southern section between St. Florentin, 174 km south of Paris and Sathonay, 8 km north of Lyon) and 22 August 1982, exactly five million passengers transported. The average rate of 15,000 passengers per day was higher than the most optimistic forecasts. According to surveys, half of the new passengers had switched from the car, another third had previously used the flights of Air Inter; the airline had lost 30 percent of their passengers on the train. Before operating the route 6,000 rail passengers were counted per day. With the summer timetable 1982 for the first time drove a few TGV to Marseille and Montpellier.
The maximum speed limit on the trassierten for a design speed of 300 km / h route initially was 260 km / h After completion of the total distance she was raised to 270 km / h.
- September 25, 1983: Opening of the northern section between Combs- la -Ville and Saint- Florentin.
For operation admission were two dozen TGV trainsets available. The travel time between Paris and Lyon initially shortened by 70 minutes to two hours and 40 minutes. More travel time reductions were possible, than the rest of the high-speed line was completed.
- 31 August 1992: Derailment of a train at 270 km / h Macôn - Loché station, several waiting passengers are injured by flying gravel
- December 13, 1992: Commissioning of the first section of the LGV Rhône -Alpes ( between Montanay and Saint- Quentin- Fallavier )
- May 26 1994: Commissioning of the LGV Est Interconnexion ( link to LGV Nord)
- March 1996: Start of the renovation work on the track ( replacing the ballast and the switch ), which continued until the end of 2006
- June 2, 1996: Commissioning of the branching triangle Coubert in Villeneuve -Saint -Georges (Val -de- Marne)
- May 26 2001: The Opération sardine -called long-distance world record via the route
In stärkstbelastetsten section of track between the junctions Crisenoy and Passily (145 km) was the weekday load ( Monday to Friday, sum of both directions) was on average 220 trains per day, on Fridays at 250 On a peak day ( start of the holidays ) the section used by 300 trains in February 2001. When starting up the trail a headway of five minutes was provided assurance technical. Due to increasing loads on the stretch between 1999 and 2001 was modernized. With a largely raised to 300 km / h and a renewed signal system, the minimal technical headway was reduced to four minutes, the practical performance increase so on TGV 12 per hour per direction.
Effects
When starting operation, the track two pairs of trains daily between Paris and Geneva were offered in daily traffic in travel time of six hours or more. The market share of rail was minimal. With the introduction of the TGV trains on the relation that the LGV Sud -Est to Mâcon used and then drove across the Altstrecke about Culoz and Bellegarde, the travel time has been reduced to around four hours. With the commissioning of further sections of the travel time dropped to around three and a half hours in the meantime with seven pairs of trains per day between Paris and Geneva ( from 2012 are there eleven pairs of trains per day). The average utilization of the trains is 78 percent, the market share of rail (compared to air) at around 50 percent. With the reactivation of the railway line Bourg -en- Bresse Bellegarde travel time decreased from 2010 to a further 20 minutes to a little over 3 hours. By the end of the 1980s, the number of rail passengers between Paris and Lyon had risen by 140 percent since the start of the track.
The great success of the TGV on the new route was a major reason, the introduction of high -speed rail in Germany to speed up ( project HGV) for the German Federal Railroad in 1984. 1984 were transported on the track ten million travelers. The 33 daily trains were operating at an average of 68 percent.
In early 1999 it was planned after completion of the first section of the LGV Méditerranée to raise the speed limit on the LGV Sud -Est to 300 km / h and achieved thus far only in the peak hour in the peak day load with twelve trains per hour and direction to the regular load to making. Three train paths per hour, while held as a buffer to reduce delays. In stärkstbelasteten section between Coubert ( near Paris ) and Passily ( branch to Dijon ) should take 165 trains per day in each direction.
Technology
The superstructure of the track was to commission the most part of bi-block sleepers, over a length of approximately 50 km prestressed concrete sleepers used. For the distance a new system of cab signaling system was developed, this is the Transmission Voie -Machine ( TVM).
The eight viaducts were assembled from prefabricated reinforced concrete elements that were inserted on site.