DOCSLIB.ORG

The Rail Market in France 2010

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Rail Market in France 2010 The Rail Market in France 2010 Brooks Market Intelligence Reports, part of Mack Brooks Exhibitions Ltd www.brooksreports.com Mack Brooks Exhibitions Ltd © 2010. All rights reserved. No guarantee can be given as to the correctness and/or completeness of the information provided in this document. Users are recommended to verify the reliability of the statements made before making any decisions based on them. CONTENTS INTRODUCTION 4 1. GOVERNMENT 5 Political funding environment 5 Subsidised services 6 Open access and regulation 6 Regional councils 6 2. MAIN LINE RAILWAY INFRASTRUCTURE 8 Réseau Ferré de France 8 Organisation 8 Finance 9 Key figures 10 Traffic 10 New lines 11 Renewals 11 Electrification 12 Selected new/major upgrading projects 12 High-speed line projects LGV Bordeaux-Spanish Border 13 LGV Bordeaux-Toulouse 13 LGV Bretagne/Pays de la Loire 14 LGV Est Européen (Phase 2) 14 LGV Paris-Orléans-Clermont Ferrand-Lyon 15 LGV Poitiers-Limoges 15 LGV Provence-Alpes-Côtes d’Azur 16 LGV Rhine-Rhône 16 LGV Sud Europe Atlantique 17 Other projects CDG Express 18 Haut-Bugey line 18 Lyon freight bypass 19 Lyon-Turin Transalpine Rail Link 19 Montpellier-Perpignan line 20 Nîmes/Montpellier bypass line 20 Roissy-Picardie link 21 Tangentielle Nord (Paris) 21 3. TRAIN OPERATING COMPANIES 23 Euro Cargo Rail 23 Eurporte France 23 Colas Rail 23 Mack Brooks Exhibitions Limited © 2010 2 Régie Autonome des Transport Parisiens (RATP) 23 Société Nationale des Chemins de fer Français (SNCF) 24 4. URBAN RAILWAY SYSTEMS 28 Metro systems 28 Lille/Roubaix/Tourcoing 28 Lyon 29 Marseille 29 Paris 30 Rennes 31 Toulouse 31 Light rail systems 32 Angers 32 Aubagne 33 Besançon 34 Bordeaux 34 Brest 35 Dijon 35 Grenoble 36 Le Havre 36 Lens-Béthune 37 Lille/Roubaix/Tourcoing 37 Lyon 38 Le Mans 38 Marseille 39 Montpellier 40 Mulhouse 40 Nantes 41 Nice 42 Orléans 43 Paris: Line T1 (St-Denis─Bobigny) 43 Paris: Line T2 (La Défense─Issy Val-de-Seine) 45 Paris: Line T7 (Villejuif─Athis-Mons) 45 Reims 46 Rouen 46 St-Étienne 47 Strasbourg 47 Toulouse 48 Tours 49 Valenciennes 49 5. OPERATIONS MANAGEMENT COMPANIES 50 Keolis 50 Transdev 50 Veolia Transport 50 Mack Brooks Exhibitions Limited © 2010 3 INTRODUCTION The rail market in France is characterised by continuing expansion of its already extensive high-speed network – supported by a strong commitment from government, increasingly attractive regional services, but many challenges in the freight sector. However, in the last-mentioned, the government has pledged major investments to drive a modal shift to rail as part of its environmental policies. Rail is also providing an environmentally sound solution to rising mobility demands in France’s cities and larger towns, with nearly 30 communities operating, building or planning light rail or metro systems. The size and diversity of the rail market in France provide great opportunities for suppliers, and while there is a strong and creative domestic industry offering the most advanced technologies, excellent prospects exist for foreign companies. This report provides a concise overview of the structure of France’s national rail system, including the government, funding and regulatory environment, plus key details of the main infrastructure projects that will enhance both high-speed and conventional networks. In addition, it outlines the main businesses within the country’s national operator, SNCF. Also listed are the regional councils that are responsible for specifying levels of service within the areas they represent. In the freight sector, the report lists the principal operators that are now competing with SNCF to play a growing role in the provision of rail transport services. France’s continuing boom in the development of urban rail systems is reflected in a city- by-city of all current networks and projects. Website addresses are provided to enable users of the report to access additional information on the organisations listed. October 2010 Mack Brooks Exhibitions Limited © 2010 4 1. GOVERNMENT The government transport portfolio falls within the Ministry of Ecology, Sustainable Development, Energy and the Sea (Ministère de l'Ecologie, de l'Energie du Développement Durable et de la Mer). Website: www.developpement-durable.gouv.fr Political funding environment The French government is committed to a sustainable transport policy, including the shift of freight traffic to rail and inland waterways. The means to achieve this are principally major investment in transport infrastructure. Following a summit meeting on the environment after gaining power, the current Sarkozy government pledged a series of measures on transport including the construction of 2,500 km of new high-speed rail lines by 2020. Regional councils are also investing heavily in improvements to local railways and in new rolling stock. A listing of these is provided below. Major and medium-sized cities are investing in new or expanded light rail systems (see Section 4). Grand Paris, a major plan for the greater Paris region, was unveiled in 2010. Investment in transport infrastructure will be EUR35 billion, the most important part entailing construction of a 130 km orbital driverless metro, describing two loops and including the current RATP Métro Line 14. This project is still at an early stage of design. In addition, SNCF has put forward proposals to build high-speed lines linking existing lines within greater Paris, as well as up to 12 new stations to serve the conurbation. In September 2009 the government pledged investment of EUR7 billion on the development of rail freight. The main planks of this are: • creation of a network of "rolling highways" (autoroutes ferroviaires) carrying complete lorries or trailers. • doubling combined traffic of containers and swap bodies by train by 2020. • creating local short line, low cost freight operators (opérateurs ferroviaires de proximité or OFPs) to serve rural areas. • developing high-speed freight train services between airports. • creating a dedicated freight network and eliminating bottlenecks. • improving rail freight services to ports. • improving the quality of paths for freight trains. Mack Brooks Exhibitions Limited © 2010 5 Subsidised services Most long-distance passenger services are not directly subsidised in France. International services are open to competition following EU rules. A minority of long-distance services, including most overnight trains, do not cover their costs but are maintained for reasons of "regional cohesion". In 2010 the government proposed to tax services making a surplus to cross-subsidise these services. Regional, local and suburban passenger services are heavily subsidised. This is mainly done by central government through transfers to regional governments which are free to use the money as they wish and to add extra investment from local sources. The transfer of power to the regions has led to massive investment on modernisation since 2002. Competition for the operation of local passenger services on the national network is not favoured by any political party. Open access and regulation France has generally opposed EU moves to liberalise the rail market and has been relatively slow to implement EU policies in this area. Infrastructure management is superficially under the control of national infrastructure authority RFF but this body is obliged by law to delegate most tasks to incumbent operator SNCF. Rail freight was theoretically opened up in March 2003 but the lack of a practical framework meant the first open access freight train did not run until autumn 2005. At the start of 2010 only 11 railway undertakings had safety certificates to operate in France, including incumbent SNCF and its subsidiary VFLI, and two companies which no longer existed. It was not until 2006 that the government set up an independent rail safety authority, the Etablissement Public de Sécurité Ferroviaire (EPSF): www.securite-ferroviaire.fr France opened up international passenger services to competition in late 2009 but none have yet started. In 2010 the French government was in the process of setting up an office of rail regulation. Regional councils (Conseils Régionaux) Alsace: www.region-alsace.eu Aquitaine: http://aquitaine.fr Auvergne: www.auvergne.eu Basse-Normandie: www.cr-basse-normandie.fr Bourgogne: www.cr-bourgogne.fr Bretagne: www.bretagne.fr Centre: www.regioncentre.fr Champagne-Ardenne: www.cr-champagne-ardenne.fr Mack Brooks Exhibitions Limited © 2010 6 Franche-Comté: www.franche-comte.fr Haute-Normandie: www.hautenormandie.fr Languedoc-Roussillon: www.laregion.fr Lorraine: www.cr-lorraine.fr Picardie: www.cr-picardie.fr Ile-de-France: www.iledefrance.fr Limousin: www.region-limousin.fr Midi-Pyrénées: www.cr-mip.fr Nord Pas-de-Calais: www.nordpasdecalais.fr Pays de la Loire: www.paysdelaloire.fr Poitou-Charentes: www.cr-poitou-charentes.fr Provence-Alpes-Côte d’Azur: www.regionpaca.fr Rhône-Alpes: www.rhonealpes.fr Mack Brooks Exhibitions Limited © 2010 7 2. MAIN LINE RAILWAY INFRASTRUCTURE Réseau Ferré de France Route length 29,473 km (of which 1,881 km high-speed lines) Track length 53,452 km Electrification 9,390 at 25 kV AC 50 Hz; 5,912 at 1.5 kV DC; 122 km other Signalling systems 1,807 km TVM; 15,646 km automatic block; 4,960 manual interlockings; 2,053 computer-aided single line block sections Number of tunnels 1,742 (total length 637 km) Number of bridges 27,208 Website www.rff.fr Source: RFF (2009) Organisation RFF was established in 1997 as a state-owned public company (EPIC) to manage, develop and invest in
Load more

Recommended publications
  • Railfreight in Colour for the Modeller and Historian Free
    FREE RAILFREIGHT IN COLOUR FOR THE MODELLER AND HISTORIAN PDF David Cable | 96 pages | 02 May 2009 | Ian Allan Publishing | 9780711033641 | English | Surrey, United Kingdom PDF Br Ac Electric Locomotives In Colour Download Book – Best File Book The book also includes a historical examination of the development of electric locomotives, allied to hundreds of color illustrations with detailed captions. An outstanding collection of photographs revealing the life and times of BR-liveried locomotives and rolling stock at a when they could be seen Railfreight in Colour for the Modeller and Historian across the network. The AL6 or Class 86 fleet of ac locomotives represents the BRB ' s second generation of main - line electric traction. After introduction of the various new business sectorsInterCity colours appeared in various guiseswith the ' Swallow ' livery being applied from Also in Cab superstructure — Light grey colour aluminium paint considered initially. The crest originally proposed was like that used on the AC electric locomotives then being deliveredbut whether of cast aluminium or a transfer is not quite International Railway Congress at Munich 60 years of age and over should be given the B. Multiple - aspect colour - light signalling has option of retiring on an adequate pension to Consideration had been given to AC Locomotive Group reports activity on various fronts in connection with its comprehensive collection of ac electric locos. Some of the production modelshoweverwill be 25 kV ac electric trains designed to work on BR ' s expanding electrified network. Headlight circuits for locomotives used in multiple - unit operation may be run through the end jumpers to a special selector switch remote Under the tower's jurisdiction are 4 color -light signals and subsidiary signals for Railfreight in Colour for the Modeller and Historian movements.
    [Show full text]
  • Alstom to Deliver 66 Additional Citadis Trams to Casablanca in Morocco Casa Transports Has Chosen Alstom to Provide Tramways for Casablanca Lines 3&4
    PRESS RELEASE Alstom to deliver 66 additional Citadis trams to Casablanca in Morocco Casa Transports has chosen Alstom to provide tramways for Casablanca lines 3&4 5 November 2020 – Alstom has been awarded a contract by Casa Transports, the company in charge of Casablanca’s public transport, to provide 66 Citadis trams X05 and an option for 22 additional trams for lines 3 & 4 expected to open by end of 2023. The contract is worth €130 million*. The number of passengers using the Casablanca tramway lines 1 and 2, in service since December 2012 and January 2019, has increased with now more than 220,000 passengers per day in the network. In order to address the growing mobility demand, Casa Transports has been missioned by public authorities to extend around 26 km of tramway lines and purchase new rolling © Alstom / Design & Styling stock. Alstom has previously supplied 124 Citadis x02, the power supply and the signaling equipment for line 1 & 2. “We are pleased to pursue our contribution to the development and KEY FIGURES modernization of the Moroccan urban network thanks to our proven mobility solutions that benefit from the very latest technological innovations. We are very proud with this new order and of Casa Transports’ trust and confidence in 32 meters long Alstom’s Citadis solution. With a total fleet of at least 256 Citadis to be operated + 12% of window surfaces in Morocco, more people in Casablanca will be able to commute comfortably” said Nourddine Rhalmi, President of Alstom in Morocco. of LED lights 100% 70 km/h The new Citadis trams for Casablanca will operate in double units of 64 meters, which will carry up to 630 passengers each.
    [Show full text]
  • Jaarregister 2005 HOV-Railnieuws
    Jaarregister 2006 HOV-Railnieuws Jaargang 49 versie 12.0 N.B. 1) de cijfers vóór de haakjes verwijzen naar bladzijnummer(s), 2) de cijfers tussen de haakjes verwijzen naar het editienummer. ( Indien op- of aanmerkingen, mail naar: [email protected] of: [email protected] ) Deel 1: Stads- en regiovervoer: tram, sneltram, light rail, metro en bus Aachen (= Aken) 345-346(574) Adelaide 49(566), 313-314(573) Albtalbahn 285(572) Alexandrië 94(567) Algerije 91(567), 275(572), 313(573) Algiers 91(567), 275(572), 313(573) Alicante 387(575) Almaty 417(576) Almere connexxion 89(567) Alstom Transport 316(573) Ameland 126(568) Amsterdam 3-5(565), 41-43(566), 83-84(567), 121(568), 121-122(568), 159-162(569), 197-200(570), 233(571), 268-270(572), 307- 308(573), 335-339(574), 343(574), 377-378(575), 408- 411(576) Amsterdam gemeentebestuur 161(569) Amsterdam gratis OV 161(569), 307(573) Amsterdam infrastructuur 270(572), 308(573) Amsterdam koninginnedag 2006 161-162(569) Amsterdam Leidseplein 83-84(567) Amsterdam museumtramlijn 159(569), 162(569), 199(570), 233(571), 270(572), 308(573), 339(574) Amsterdam nieuw lijnennet 121(568) Amsterdam Noord-Zuidlijn 3(565), 41-42(566), 83(567), 161(569), 199(570), 233(571), 269(572), 307-308(573), 335(574), 336(574), 409-410(576) Amsterdam openbaar-vervoermuseum 3(565), 43(566), 122(568), 339(574) Amsterdam OV-politie 121-122(568) Amsterdam stadsmobiel 162(569) Amsterdam vandalisme 162(569) Amsterdam Weteringcircuit 161(569) Amsterdam Zuidas 409(576) Amsterdam zwartrijden in metro 269(572) Angers 279(572)
    [Show full text]
  • Opening Your Horizons
    VINCI RAILWAYS – 2018 ATLAS HORIZONS OPENING YOUR ATLAS Contents Editorial 1 The year at a glance 2 Interview with the CEO 4 An integrated operator model 6 Tours- 8 Bordeaux Operating the line 10 A large-scale commitment 16 Ensuring traffic safety 22 Looking to the future 28 34 Lyon Rhônexpress reaches the 10 million passenger milestone 36 Innovating to enhance the passenger experience 42 Mainland 48 France Managing and maintaining railway telecommunications 50 56 Martinique Caraibus, daily transport 58 Editorial VINCI Railways played a major role in French rail transport in 2018, enabling business and leisure passengers alike to travel at high speed between Tours and Bordeaux and reach Lyon’s airport from its city centre in record time and the utmost comfort. VINCI Railways currently operates across France; through the SYNERAIL subsidiary, it manages the GSM-Rail telecommunications system on the high-speed and regional express rail networks, covering a total of 16,000 km of track across the country. VINCI Railways also maintains reserved lane public transport on a daily basis in Martinique. Everywhere, we commit to meticulously and sustainably managing public infrastructure and participating in the development of the regions where we operate. Read on to find out more about our projects. 1 The year at a glance For VINCI Railways, 2018 was a year of consolidation – including that of the South Europe Atlantic High-Speed Line (SEA HSL) between Tours and Bordeaux, whose commercial success enabled us to finalise one of the largest refinancing operations in Europe. The entire 16,000-km GSM-Rail network, managed by SYNERAIL, is operational and, in Martinique, passengers have started using the island’s first bus rapid transit (BRT) system.
    [Show full text]
  • (Licensing of Railway Undertakings) (Amendment) Regulations 2021
    EXPLANATORY MEMORANDUM TO THE RAILWAY (LICENSING OF RAILWAY UNDERTAKINGS) (AMENDMENT) REGULATIONS 2021 2021 No. [XXXX] 1. Introduction 1.1 This explanatory memorandum has been prepared by the Department for Transport and is laid before Parliament by Command of Her Majesty. 2. Purpose of the instrument 2.1 The purpose of this Statutory Instrument is to make the necessary amendments to the Railway (Licensing of Railway Undertakings) Regulations 2005 (“the 2005 Regulations”) and the Railway (Licensing of Railway Undertakings) (Amendment etc.) (EU Exit) Regulations 2019 (“the 2019 Regulations”) to provide for the continued recognition of EEA issued rail operator licences (“European licences”) for the Channel Tunnel and the cross-border area. This will enable the implementation and ratification of a bilateral agreement, which has been agreed at technical level but is subject to final legal checks and ratification, between the UK and France on the mutual recognition of rail operator licences for the Channel Tunnel and cross-border area, providing long-term certainty, clarity and confidence to cross-border operators, both current and prospective, regarding the future operator licensing framework for the Channel Tunnel and reducing administrative burdens on them. 3. Matters of special interest to Parliament Matters of special interest to the Joint Committee on Statutory Instruments 3.1 None. Matters relevant to Standing Orders Nos. 83P and 83T of the Standing Orders of the House of Commons relating to Public Business (English Votes for English
    [Show full text]
  • Dossier De Pressev 14
    Assises du ferroviaire Ouvrir un débat national sur l’avenir du modèle français Jeudi 15 septembre 2011 Sommaire 1. Pourquoi des Assises du ferroviaire ? 2. Un débat national sur l’avenir du modèle ferroviaire français Le ferroviaire français au cœur de l’Europe La gouvernance du système ferroviaire L’économie du ferroviaire La filière ferroviaire française 3. Les Assises du ferroviaire : organisation et calendrier Organisation Le calendrier 4. Les grands chantiers déjà sur les rails : La rénovation et la modernisation du réseau La rénovation du matériel roulant Le service annuel Les projets de nouvelles lignes à grande vitesse L’ouverture à la concurrence Annexes Présentation des Présidents des quatre commissions Composition de l’Assemblée plénière Composition des Commissions 1. Pourquoi des Assises du ferroviaire ? Symbole de performance industrielle, de succès commerciaux et d’innovation technologique, le système ferroviaire français est une vitrine pour notre pays. Pourtant, ce secteur est aujourd’hui confronté à des enjeux de taille : ouverture à la concurrence du transport de voyageurs sous l’impulsion des politiques européennes, stagnation voire dégradation des parts de marchés de certains services de transport, besoin de modernisation du réseau pour absorber l’augmentation du trafic et améliorer la qualité de services pour le voyageur… Face à ces défis, le secteur ferroviaire doit trouver un nouveau souffle pour continuer à créer de nouveaux emplois en France et accélérer la conquête de nouveaux marchés. Dans ce contexte, le Président de la République a annoncé le 8 septembre dernier, lors de l’inauguration de la LGV Rhin-Rhône, que Nathalie Kosciusko-Morizet, ministre de l'Ecologie, du Développement durable, des Transports et du Logement, et Thierry Mariani, ministre des Transports, allaient mettre en débat le modèle ferroviaire français de demain.
    [Show full text]
  • The Hsr As an Innovative and Ecological Mode of Transport
    MEST Journal DOI 10.12709/mest.05.05.02.07 THE HSR AS AN INNOVATIVE AND ECOLOGICAL MODE OF TRANSPORT Antoaneta Kirova “Todor Kableshkov” University of Transport, Sofia, Bulgaria ©MESTE JEL Category: L92, O18, R41 Abstract High-speed rails (HSR) connects major cities in developed countries, as listed in the table below. Internationally HSR is developed only in Europe, aiming at the use of trans-European transport network (TEN-T) to link all high-speed lines on the continent into a proper integrated European high-speed network. In terms of the economic development, it is considered that HSR redirects development from one area to another and as far as safety is concerned, most potential rail passengers accept aviation as a safer mode of transport. Another positive outcome is the provision of a better choice of travel mode for public transport users, who already have a lot of options represented by a low-cost bus, a fast plane or a personalized car trip. The general review proves, that besides discussing pros and cons, among which the huge investments, the lack of certainty in the future use of HSR there are positive signs of development. The new trends envisage HSR for freight as well passenger traffic. Still, there is a danger that newer technologies in transportation will boost forward in the time necessary to build a high-speed route. The question who will use the high-speed lines, when air travel provides the high speed, the self- driven cars allow for independent travels and public carriers provide Internet access and comfort to work on board remains.
    [Show full text]
  • Eighth Annual Market Monitoring Working Document March 2020
    Eighth Annual Market Monitoring Working Document March 2020 List of contents List of country abbreviations and regulatory bodies .................................................. 6 List of figures ............................................................................................................ 7 1. Introduction .............................................................................................. 9 2. Network characteristics of the railway market ........................................ 11 2.1. Total route length ..................................................................................................... 12 2.2. Electrified route length ............................................................................................. 12 2.3. High-speed route length ........................................................................................... 13 2.4. Main infrastructure manager’s share of route length .............................................. 14 2.5. Network usage intensity ........................................................................................... 15 3. Track access charges paid by railway undertakings for the Minimum Access Package .................................................................................................. 17 4. Railway undertakings and global rail traffic ............................................. 23 4.1. Railway undertakings ................................................................................................ 24 4.2. Total rail traffic .........................................................................................................
    [Show full text]
  • ERT-Newslines-Sep-2011
    NEWSLINES What's new this month With winter fast approaching, this is the time of year when we start to and 323 after that date will be found on page 237. However, include advance versions of selected International tables valid from the passengers travelling between September 19 and 24 are advised to December timetable change. These will be found in our Winter check locally before travelling. International Supplement on pages 571 to 591, valid from December The new timetable from December 11 will see significant changes, 11. Asummary of the principal changes will be found on page 337. notably in the Dijon area with the opening of the Rhin-Rhoà ne high- With the opening of the Rhin-Rhoà ne high-speed line on that date, we speed line linking Dijon with Mulhouse. There will be two new stations have also included on page 591 the full Paris - Dijon - BesancË on - on the high-speed line, BesancË on Franche-Comte TGV, and Belfort Basel - ZuÈ rich timetable (Table 370) from December 11, when Montbe liard TGV. The former will have a shuttle rail service to the passengers for Mulhouse, Basel and ZuÈ rich will switch to using Paris existing BesancË on station (BesancË on Viotte) taking around 15 minutes. Gare de Lyon instead of Paris Est station. Table 370 will be extended to show the TGV service from Paris Gare Last month we expanded the European Rail Timetable by 32 pages de Lyon via Dijon through to Basel and ZuÈ rich, and an advance version and started to include a new 12-page Beyond Europe section, of this table valid from December 11 will be found on page 591.
    [Show full text]
  • Beyond the Quiet Life of a Natural Monopoly: Regulatory Challenges
    Beyond the quiet life of a natural monopoly: Regulatory challenges ahead for Europe’s rail sector Issue paper # 2 Competition and cooperation, organisations and markets: how to deal with barriers to entry and market power? John Preston (University of Southampton) October 2012 121025_CERRE_CES_Rail_IssuePap2_JP Centre on Regulation in Europe (CERRE) asbl rue de l’Industrie, 42 (box 16) – B-1040 Brussels ph :+32 (0)2 230 83 60 – fax : +32 (0)2 230 83 60 VAT BE 0824 446 055 RPM – [email protected] – www.cerre.eu Table of content About CERRE .....................................................................................................................................3 About the author ..............................................................................................................................5 Executive summary ..........................................................................................................................6 Introduction ......................................................................................................................................7 1. Barriers to Entry .......................................................................................................................9 2. Practical Evidence .................................................................................................................. 12 On track competition ................................................................................................................. 12 Off track competition ...............................................................................................................
    [Show full text]
  • 2. the HIGH SPEED RAIWAY LINE TURIN-LYON 2.1. Main Data and a Bit of Clarification Concerning the Tunnels
    2. THE HIGH SPEED RAIWAY LINE TURIN-LYON 2.1. Main data and a bit of clarification concerning the tunnels. • Despite the name, the Turin-Lyon doesn’t pass to Turin town. Exiting from Gravio Musine tunnel, it takes the direction of Settimo Torinese where it connects with the ordinary and high-speed lines, Turin–Milan. • The Turin-Lyon TAV length ranges between 254 and 265 depending of the France side option, about 20 to 30 shorter than the historical line which is 287 Km long (RFI data) and passing through the Frejus railway tunnel. The TAV fleeting train connection Turin to Lyon is only 247 Km long, as the historical line is used till Bruzolo, then the new line until Lyon. • The well advertised 53 Km long tunnel, known as well as basic tunnel, is not the only one. There are other 4 tunnels in Italy for a total amount of other 41 Km. All tunnels are double tube, meaning that there is one gallery for each direction. In addition there are other 50Km of tunnel for priority-passing rails, inspections, access window and service tunnels, descents, ventilations, refuges for people, and so on. • The Turin-Lyon is composed by three segments, Italian and assigned to RFI as general contractor, International and assigned to LTF (Lyon Turin Ferroviaire) and a French segment, not yet assigned. The Italian segment is (see red track in Fig. 2.1-1) is 43 km long. Starts from San Didero, includes the tunnel Gravio-Musine tunnel (21.3 Km) and the northern Turin surrounding part, also called Gronda Nord of Turin, which is implemented as series of artificial tunnels, embankment, trench, viaducts, until Settimo.
    [Show full text]
  • Analyse De La Deuxième Phase De La Branche Est De La Ligne À Grande Vitesse (LGV) Rhin-Rhône
    MINISTÈRE DE LA TRANSITION ÉCOLOGIQUE ET SOLIDAIRE Analyse de la deuxième phase de la branche Est de la ligne à grande vitesse (LGV) Rhin-Rhône Rapport n° 012304-01 établi par Michel ROSTAGNAT P UNovembre B 2018 L I É PUBLIÉ Les auteurs attestent qu'aucun des éléments de leurs activités passées ou présentes n'a affecté leur impartialité dans la rédaction de ce rapport Statut de communication Préparatoire à une décision administrative Non communicable Communicable (données confidentielles occultées) Communicable PUBLIÉ PUBLIÉ Sommaire Résumé.....................................................................................................................4 Liste des recommandations...................................................................................5 Introduction..............................................................................................................6 1. Où en est-on ?.......................................................................................................8 1.1. Bilan de la première phase.........................................................................................8 1.1.1. Modalités d’établissement du bilan LOTI.........................................................9 1.1.2. Evolution du trafic voyageurs...........................................................................9 1.1.3. Bilan financier................................................................................................12 1.2. Le service.................................................................................................................14
    [Show full text]