View source for LGV Est

{{Short description|French high-speed railway}}
{{Use dmy dates|date=June 2020}}
{{Infobox rail line
| box_width                       = auto
| name                            = LGV Est
| color                           = 
| logo                            = Tgvest.png
| logo_width                      = 150
| image                           = Benoite-Vaux14.JPG
| image_width                     = 300
| caption                         = The line in [[Rambluzin-et-Benoite-Vaux]], [[Meuse (department)|Meuse]]
| type                            = 
| system                          = [[SNCF]]
| status                          = Operational
| locale                          = [[Île-de-France]] and [[Grand Est]],<br />{{flag|France}}
| start                           = [[Vaires-sur-Marne]], [[Île-de-France]]
| end                             = [[Vendenheim]], [[Grand Est]]
| stations                        = 3
| routes                          = 
| daily_ridership                 = 
| open                            = Phase 1: 10 June 2007<br />Phase 2: 3 July 2016
| close                           = 
| owner                           = [[SNCF|SNCF Réseau]]
| operator                        = [[SNCF]]
| character                       = 
| stock                           = 
| linelength                      = {{convert|406|km|mi|abbr=on}}
| tracklength                     = 
| tracks                          = [[Double track]]
| gauge                           = {{RailGauge|sg|allk=on}}
| load_gauge                      = 
| electrification                 = [[25 kV AC|{{nowrap|25 kV 50 Hz}}]]<ref>{{cite web |url= http://www.rff.fr/?page=ajax_view&real_action=download&file_url=IMG/pdf/6.05.pdf |title= RFF - Map of electrified railway lines |access-date= 4 December 2010 |archive-date= 16 May 2016 |archive-url= http://arquivo.pt/wayback/20160516081356/http://www.rff.fr/?page=ajax_view&real_action=download&file_url=IMG/pdf/6.05.pdf |url-status= dead }}</ref>
| speed                           = {{convert|320|km/h|mph|abbr=on}}
| signalling                      = [[Transmission Voie-Machine|TVM-430]], [[ERTMS|ERTMS Level 2]]
| elevation                       = 
| map                             = {{LGV Est|inline=1}}
| map_state                       = collapsed
}}

The '''Ligne à Grande Vitesse Est européenne''' (East European High Speed Line), typically shortened to '''LGV Est''', is a French [[high-speed rail]] line that connects [[Vaires-sur-Marne]] (near [[Paris]]) and [[Vendenheim]] (near [[Strasbourg]]). The line halved the travel time between Paris and Strasbourg and provides fast services between Paris and the principal cities of Eastern France as well as [[Luxembourg]] and [[Germany]]. The LGV Est is a segment of the [[Main Line for Europe]] project to connect Paris with Budapest with high-speed rail service.

The line was built in two phases. Construction on the {{convert|300|km|abbr=on|adj=on}} from [[Vaires-sur-Marne]] to [[Baudrecourt, Moselle|Baudrecourt]] (near [[Metz]] and [[Nancy, France|Nancy]]) began in 2004; the first phase entered into service in June 2007. Construction on the {{convert|106|km|abbr=on|adj=on}} second phase from Baudrecourt to Vendenheim began in June 2010; the second phase opened to commercial service on 3 July 2016. Opening of the second phase was delayed after a train [[Eckwersheim derailment|derailed near Eckwersheim on 14 November 2015]] during commissioning trials, resulting in 11 deaths.

[[Project V150|A specially modified train]] performed a series of high-speed tests on the first phase of the LGV Est prior to its opening. In April 2007, [[Eric Pieczak|it reached]] a top speed of 574.8&nbsp;km/h (159.6&nbsp;m/s, 357.2&nbsp;mph), becoming the [[Land speed record for rail vehicles|fastest conventional rail vehicle]] and fastest passenger train on a national rail system (as opposed to dedicated test track).<ref>{{cite news|last1=Matsuda|first1=Kiyotaka|title=World's Fastest Train Records Speed of 375 Miles Per Hour|url=https://www.bloomberg.com/news/articles/2015-04-21/world-s-fastest-train-records-speed-of-603-kilometers-per-hour|access-date=2 July 2016|work=Bloomberg|date=20 April 2015|quote=The speed record for a train running on a national railway system, rather than a test track, remains in the hands of conventional rail, with a modified version of an Alstom SA TGV model reaching 575&nbsp;km/h in France in 2007.}}</ref><ref>{{cite web|title=Fastest train on a national rail system|url=http://www.guinnessworldrecords.com/world-records/fastest-train-on-a-national-rail-system|publisher=Guinness World Records|access-date=2 July 2016}}</ref>

==Route==
The line passes through the French regions of [[Île-de-France]] and [[Grand Est]]. The first {{convert|300|km|abbr=on}} section of this new route, linking [[Vaires-sur-Marne]] near [[Paris]] to [[Baudrecourt, Moselle|Baudrecourt]] in the Moselle, opened on 10 June 2007.<ref>D-Day for TGV Est as services begin ''[[International Railway Journal]]'' July 2007 page 7</ref> Constructed for speeds up to {{convert|350|km/h|abbr=on}}, for commercial service it is initially operating at a maximum speed of {{convert|320|km/h|abbr=on}},<ref>{{cite web |url=http://www.lgv-est.com/rff-construit-la-lgv.php?pg=289 |title=RFF - LGV Est |website=www.lgv-est.com |access-date=17 January 2022 |archive-url=https://web.archive.org/web/20040315173250/http://www.lgv-est.com/rff-construit-la-lgv.php?pg=289 |archive-date=15 March 2004 |url-status=dead}}</ref> and was the fastest service in the world at average speed of {{convert|279.3|km/h|abbr=on}} between Lorraine and Champagne<ref>{{cite magazine|url=http://www.railwaygazette.com/fileadmin/user_upload/railwaygazette.com/PDF/RailwayGazetteWorldSpeedSurvey2007.pdf|title=TGV Est lifts the record|author=Colin Taylor|magazine=[[Railway Gazette International]]|date=September 2007|access-date=15 March 2010|archive-date=31 July 2009|archive-url=https://web.archive.org/web/20090731062056/http://www.railwaygazette.com/fileadmin/user_upload/railwaygazette.com/PDF/RailwayGazetteWorldSpeedSurvey2007.pdf|url-status=dead}}</ref> until the [[Wuhan–Guangzhou High-Speed Railway]] opened in 2009. It is the first line in [[France]] to travel at this maximum speed in commercial service, the first in France to use [[ERTMS]],<ref>{{cite web|url=http://www.rff.fr/pages/connaitre/fiche_communique.asp?code%3D135%26lg%3Dfr |title=RFF - Nous connaître - Communiqué de presse |access-date=17 June 2007 |url-status=dead |archive-url=https://web.archive.org/web/20070928080248/http://www.rff.fr/pages/connaitre/fiche_communique.asp?code=135&lg=fr |archive-date=28 September 2007 }}</ref> the new European rail signalling system and the first line also served by German [[InterCityExpress|ICE]] trains.<ref>{{cite web|url=http://www.db.de/site/bahn/de/unternehmen/konzern/im__blickpunkt/deutsch__franzoesische__hgv/deutsch__franzoesische__hgv.html |publisher=Deutsche Bahn AG |access-date=2007-12-06 |title=Premiernfahrt nach Paris |archive-url=https://web.archive.org/web/20070710050851/http://www.db.de/site/bahn/de/unternehmen/konzern/im__blickpunkt/deutsch__franzoesische__hgv/deutsch__franzoesische__hgv.html |archive-date=10 July 2007 |language=de |url-status=dead}}</ref><ref>{{Cite book|title=Die Bahn am Ball|author=Staff writer|publisher=Deutsche Bahn AG|year=2006|page=96|language=de}}</ref> The second phase includes the {{convert|4200|m|adj=on}} [[Saverne Tunnel]].  The signalling centre for the line is at [[Pagny-sur-Moselle]].<ref>{{cite web | url=https://www.video125.com/collections/electric-train-videos/products/strasbourg-to-paris | title=Strasbourg to Paris }}</ref>

==History==
===Early proposals and planning===
{{See also|TGV#History}}
[[File:France TGV.png|thumb|right|French TGV network, with the LGV Est in brown running east from Paris]]
In 1969, Metz politician Raymond Mondon requested a study of a fast train from Paris to Strasbourg along the route of the planned [[A4 autoroute]].<ref name="Schontz">{{cite book|last1=Schontz|first1=André|title=Le chemin de fer et la gare de Metz|date=1990|publisher=Editions Serpenoise|isbn=978-2876920613|page=205|language=fr}}</ref> In 1970–71, the [[International Union of Railways]] (UIC, based on its French acronym) developed a master plan of fast intercity connections in continental Europe. Its connection between Paris and Strasbourg was very similar to the route of the LGV Est. The UIC master plan called for this line to be constructed shortly after Paris-Lyon and Paris-Brussels lines. In 1974, the director of SNCF confirmed that the company wanted to follow the UIC master plan.<ref name="Felten">{{cite book|last1=Felten|first1=Arsène|last2=Schontz|first2=André|title=Le TGV-Est|date=2007|publisher=Éditions Serpenoise|isbn=9782876927261|language=fr}}</ref>{{Rp|57}}

Germany, which was developing the [[Transrapid]] [[maglev]] system, was long reserved about the TGV system being developed by France. A 1975 study concluded that the passenger traffic to only [[Alsace]] and [[Lorraine (region)|Lorraine]] would not be enough for the financial feasibility of the line. In 1982, recognizing German reluctance to extend the line into Germany, SNCF president André Chadeau announced that the company would not build the LGV Est without government subsidies.<ref name="Felten"/>{{Rp|58}} The following year, [[Saverne]] engineer Charles Maetz convinced [[National Assembly (France)|MPs]] [[Adrien Zeller]] and François Grussenmeyer to establish the ''East European TGV Association'' ({{langx|fr|l'Association TGV Est-Européen}}), which managed to bring together local authorities to support the project.<ref name="Schontz"/>

The LGV Est is a direct result of a project begun in 1985 with the establishment of a working group chaired by Claude Rattier and later by Philippe Essig. Their report provided the basis for preliminary design studies conducted in 1992–93.<ref name="Des études préliminaires">{{cite report|title=Des études préliminaires à la convention de financement |url=http://www.lgv-est.com/rff-construit-la-lgv.php?pg=356 |archive-url=https://web.archive.org/web/20040319113519/http://www.lgv-est.com/rff-construit-la-lgv.php?pg=356 |url-status=dead |archive-date=19 March 2004 |publisher=LGV Est |access-date=11 June 2007 |language=fr }}</ref><ref name="Bilan LOTI">{{cite report |date=May 2013 |title=Bilan LOTI de la LGV Est européenne phase 1 |url=http://www.lgv-est.com/wp-content/uploads/2013/12/Bilan_LOTI_de_la_LGV_Est_europeenne_phase_1_export-2-1.pdf |publisher=Réseau Ferré de France |access-date=3 July 2016 |language=fr}}</ref>{{Rp|12}} The initial 1980s plan extended along a corridor from Paris to Munich. However, the expected passenger traffic along this corridor was quite low, unlike Paris-Lyon and Paris-Brussels/London corridors, and a direct route crossed a region of eastern France far from any major urban area.{{citation needed|reason=Translated from the French Wikipedia, which has no inline citation for these two sentences|date=July 2016}}

In 1986, MP Marc Reymann submitted to the government a route that shared a common trunk line between the [[LGV Nord]] and LGV Est from Paris, through [[Charles de Gaulle Airport]], to [[Soissons]] before forking into lines to Brussels (LGV Nord) and Strasbourg (LGV Est).<ref>{{cite journal|title=Assemblée Nationale: 3e séance du mardi 28 octobre 1986|journal=Journal Official de la République Française: Débats Parlementaires|date=1986|volume=94|issue=3|page=5435|url=http://archives.assemblee-nationale.fr/8/cri/1986-1987-ordinaire1/041.pdf|access-date=3 July 2016|language=fr }}</ref> In 1988, the German government agreed to a rail line from Paris to [[Frankfurt]] via [[Saarbrücken]].<ref name="Felten"/>{{Rp|68}}

The following year, Philippe Essig presented the route that would later be built and at the same time addressed the other problem: financing.{{cn|date=May 2025}} This route, further north than previous proposals, served Reims and Strasbourg.

Financing of this proposal called for contributions from local governments—a first in France for construction of a high-speed line—and the [[Grand Duchy of Luxembourg]]. This was a favorable financial arrangement for SNCF due to low ridership projections and because the population of the towns served were below a threshold for building a high-speed line. The complexity of financing resulted in the long delay of the project. Under the government of [[Pierre Bérégovoy]] (French Prime Minister from 1992 to 1993), the government refused to contribute more than 25&nbsp;billion [[French franc|francs]] to the project, and limited the route to Baudrecourt, to which the Alsace region threatened to withdraw its financial contribution to the project. After long delays under the successive governments, all wanting to limit the cost of the project, a two-phase project was finally accepted by all parties, provided that commitments were made for the quick completion of the second phase.<ref>{{cite magazine |date=June 2007 |title=TGV Est-européen - Paris-Strasbourg en 2h20 |trans-title=East European TGV - Paris-Strasbourg in 2 hours, 20 minutes |language=fr |magazine=La Vie du rail magazine |publisher=La Vie du rail }}</ref>

===Approval and launch of the project===
On 1 April 1992, the project was added to the master plan of high-speed lines, in which it was classified as a priority project.<ref name="Des études préliminaires"/> On 22 May 1992, France and Germany agreed to a Franco-German high-speed line consisting of a northern branch through Saarbrücken and [[Mannheim]] and a southern branch through Strasbourg and [[Karlsruhe]]. The same year a similar [[memorandum of understanding]] was signed between the transport ministers of France and Luxembourg.<ref name="Des études préliminaires"/> At the [[European Council]] [[List of European Council meetings|meeting in Essen in 1994]], the LGV Est project was reaffirmed as a priority trans-European transport project.<ref name="Des études préliminaires"/>

The expected socio-economic benefits of the LGV project was lower than other ongoing high-speed rail projects: [[LGV Bretagne-Pays de la Loire]] and [[LGV Bordeaux–Toulouse]].<ref>{{cite web|last1=Fève|first1=Michel|title=Le financement des trains à grande vitesse (TGV)|url=http://www2.urbanisme.equipement.gouv.fr/cdu/datas/docs/ouvr18/part10.htm|publisher=French government|access-date=3 July 2016|archive-url=https://web.archive.org/web/20010429060800/http://www.urbanisme.equipement.gouv.fr/cdu/datas/docs/ouvr18/part10.htm|archive-date=29 April 2001|language=fr|url-status=dead}}</ref> The line is redundant to three existing rail lines: [[Paris–Strasbourg railway|Paris to Strasbourg]], [[Paris–Mulhouse railway|Paris to Mulhouse]], and the combined {{Interlanguage link multi|Ligne de Trilport à Bazoches|fr}} and {{Interlanguage link multi|Saint-Hilaire-au-Temple to Hagondange railway|fr|3=Ligne de Saint-Hilaire-au-Temple à Hagondange|lt=Reims-Metz}} lines.<ref name="Bilan LOTI"/>{{Rp|18}} Additionally, the international potential of the planned line seemed low, as Germany had little interest in the development of high-speed lines,<ref>{{cite journal|last1=Essig|first1=Philippe|title=Le concept TGV, des origines au TGV pendulaire|journal=Les Cahiers Scientifiques du Transport|date=1997|page=39|url=http://afitl.ish-lyon.cnrs.fr/tl_files/documents/CST/N32/ESSIG32.PDF|access-date=3 July 2016|series=32|trans-title=The high speed train concept, from the origins to the pendular system|language=fr|archive-url=https://web.archive.org/web/20160703214409/http://afitl.ish-lyon.cnrs.fr/tl_files/documents/CST/N32/ESSIG32.PDF|archive-date=2016-07-03|url-status=live}}</ref> favored domestic north–south axes, and due to the competition between SNCF and [[Deutsche Bahn]].<ref>{{cite web|title=L'avenir du réseau européen à grande vitesse |url=http://www.enpc.fr/fr/formations/ecole_virt/cours/lenoir/ReseauEuropeenGV.pdf |website=École Nationale des Ponts et Chaussées |language=fr |date=February 2003 |url-status=dead |archive-url=https://web.archive.org/web/20051020084050/http://www.enpc.fr/fr/formations/ecole_virt/cours/lenoir/ReseauEuropeenGV.pdf |archive-date=20 October 2005 }}</ref>

The decision to build the line is politically motivated by fostering European integration, serving the [[European institutions in Strasbourg]], and geographical balance of French high-speed rail lines, following the construction of high-speed lines from Paris to the southeast ([[LGV Sud-Est]], [[LGV Rhône-Alpes]], & [[LGV Méditerranée]]), the southwest ([[LGV Atlantique]]), and north ([[LGV Nord]]).{{citation needed|reason=Translated from the French Wikipedia, which has no inline citation for this sentence|date=July 2016}}

A [[public inquiry]] was conducted in 1994.<ref name="Des études préliminaires"/> The following year, a report conducted at the request of the Transport Minister advocated a complete redesign of the project, with an endpoint of the line at [[Épernay]] and from there onwards the adaptation of the existing Paris-Strasbourg line to accommodate high-speed [[tilting train]]s.<ref>[http://lesrapports.ladocumentationfrancaise.fr/BRP/964141400/0000.rtf]{{dead link|date=July 2016}}</ref> In Nancy, which this route favored, this route was championed locally by Gérard Lignac, director of the ''[[L'Est Républicain]]'' newspaper.<ref>{{cite web|last1=Lignac |first1=Gerard |title=Commentaires du President Gerard Lignac |url=http://www.intermodalite.com/Est_Rep.pdf |publisher=L'Est Républicain |archive-url=https://web.archive.org/web/20081203124509/http://www.intermodalite.com/Est_Rep.pdf |archive-date= 3 December 2008 |date=September 1999 |url-status=dead }}</ref> Although a budget was not completed and the planned phasing of the project was opposed by Lorraine and Alsace,<ref>{{cite journal|last1=Zembrilien|first1=Pierre|title=Les fondements de la remise en cause du Schéma Directeur des liaisons ferroviaires à grande vitesse : des faiblesses avant tout structurelles|journal=[[Annales de Géographie]]|date=1997|volume=106|issue=593|pages=183–194|url=http://www.persee.fr/doc/geo_0003-4010_1997_num_106_593_20771|access-date=5 July 2016|language=fr}}</ref> the ''[[déclaration d'utilité publique]]'' was signed on 14 May 1996,<ref>{{cite journal|title=Décret du 14 mai 1996 déclarant d'utilité publique et urgents les travaux de construction d'une ligne nouvelle de chemin de fer à grande vitesse dite " T.G.V.-Est européen " entre Paris et Strasbourg, de création des gares nouvelles et d'aménagement des installations terminales de ladite ligne, ainsi que portant mise en compatibilité des plans d'occupation des sols des communes concernées|journal=Journal Officiel de la République Française|date=15 May 1996|page=7320|url=http://www.legifrance.gouv.fr/affichTexte.do?cidTexte=JORFTEXT000000193376|series=113|language=fr}}</ref> two days before the deadline after which a new public inquiry would have been required.{{citation needed|reason=Translated from the French Wikipedia, which has no inline citation for this sentence|date=July 2016}}

A protocol for the construction and financing of the LGV Est was signed between the national government, RFF, SNCF, and local governments.<ref name="Des études préliminaires"/> The financing agreement for the first phase of the line from Vaires-sur-Marne to Baudrecourt was signed on 7 December 2000 between the numerous partners in the project, including 17 local governments.<ref name="Des études préliminaires"/> On 18 December 2003, the [[Jean-Pierre Raffarin]] government announced that it would proceed with several TGV projects, including construction of the second phase of the LGV Est, which would begin in 2010.{{citation needed|reason=Translated from the French Wikipedia, which has no inline citation for this sentence|date=July 2016}} On 24 January 2007, the financial arrangements for studies and preparatory work for the second phase of the line from Baudrecourt to Strasbourg was signed.<ref>{{cite news|last1=Doyen |first1=Fernand |title=Un financement pour la deuxième phase |url=http://www.estrepublicain.fr/dossiers/tgvest/art_317944.php |work=L’Est Républicain |date=25 January 2007 |archive-url=https://web.archive.org/web/20071007064554/http://www.estrepublicain.fr/dossiers/tgvest/art_317944.php |archive-date= 7 October 2007 |language=fr |url-status=dead }}</ref>

===Construction===
Construction of the line was divided into two phases. The first phase traverses {{convert|300|km|abbr=on}} of relatively flat land from [[Vaires-sur-Marne]] ({{convert|20|km|abbr=on}} east of Paris) to [[Baudrecourt, Moselle|Baudrecourt]] (between [[Metz]] and [[Nancy, France|Nancy]]), where it intersects the [[Rémilly–Saarbrücken railway|Metz–Saarbrücken]] and Paris-Strasbourg rail lines.<ref name="Lot 47 tender">{{cite web|title=RFF attribue le marché du Tunnel de Saverne |url=http://www.bg-21.com/fr/system/files/documents/15092010_communique_RFF.pdf |website=BG-21.com |publisher=Réseau Ferée de France |access-date=14 June 2015 |archive-url=https://web.archive.org/web/20150614210919/http://www.bg-21.com/fr/system/files/documents/15092010_communique_RFF.pdf |archive-date=14 June 2015 |language=fr|date=14 July 2016 |url-status=dead }}</ref><ref name="TEV: infras existante">{{cite web|title=L'amenagement des infrastructures existantes|url=http://www.trains-en-voyage.com/dossiers/infrastructure/lgv_est/infra_existante.htm|website=Trains-En-Voyage|access-date=15 July 2016|archive-url=https://web.archive.org/web/20160325224848/http://www.trains-en-voyage.com/dossiers/infrastructure/lgv_est/infra_existante.htm|archive-date=25 March 2016|url-status=live|language=fr|date=10 August 2007}}</ref> Construction on the first phase began in 2002 and it entered into service on 10 June 2007. Until the completion of the second phase, TGV trains continued from here towards Strasbourg on the older (lower-speed) existing Paris-Strasbourg track.<ref name="TEV: infras existante"/> The second phase traversed {{convert|106|km|abbr=on}} of rougher terrain from Baudrecourt to [[Vendenheim]], on the northern edge of the Strasbourg metropolitan area. Construction on the second phase began in August 2010 and it opened on 3 July 2016.<ref>France extends TGV Est to Strasbourg ''International Railway Journal'' July 2016 page 8</ref>

Between the opening of the first and second phases, trains from Strasbourg, Colmar, and southern Germany travelled along the classic Paris-Strasbourg line until [[Réding]], then the {{Interlanguage link multi|Réding–Metz railway|fr|3=Ligne de Réding à Metz-Ville}} to join the LGV Est at Baudrecourt. However, trains from Nancy and [[Sarrebourg]] traveled along the Paris-Strasbourg line until [[Frouard]], then took the {{Interlanguage link multi|Frouard–Novéant railway|fr|3=Ligne de Frouard à Novéant}} to join the LGV Est at [[Vandières, Meurthe-et-Moselle|Vandières]].{{citation needed|reason=Translated from the French Wikipedia, which has no inline citation for this sentence|date=September 2016}}

Besides the construction of the LGV, the project includes:
* construction of three [[TGV]] stations:
**''[[Gare de Champagne-Ardenne TGV|Champagne-Ardenne TGV]]'' near [[Reims]] ([[Bezannes]])
**''[[Gare de Meuse TGV|Meuse TGV]]'' ([[Les Trois-Domaines|Trois-Domaines]])
**''[[Gare de Lorraine TGV|Lorraine TGV]]'' (in [[Louvigny, Moselle|Louvigny]], near [[Metz-Nancy-Lorraine Airport]])
* upgrades and improvements to terminal lines and facilities, especially between the [[Gare de l'Est]] station in [[Paris]] and [[Vaires-sur-Marne]] and on the [[Strasbourg]]–[[Kehl]] main line.
* modernisation of city centre stations
* electrification of lines through the [[Vosges]] valleys to permit seamless [[TGV]] running

Journey times have decreased as follows:

{| class="wikitable"
|-
! From !! To !! Original Time !! First Phase !! Second Phase
|-
| [[Paris]] || [[Strasbourg]] || 4h 00 || 2h 20 || 1h 45<ref name="Horaires_Paris-Strasbourg">[https://www.sncf-connect.com/train/horaires/paris/strasbourg Infos horaires train Paris-Strasbourg] on the sncf-connect website (22 April 2025).</ref>
|-
| [[Paris]] || [[Reims]] || 1h 35 || 0h 45 || -
|-
| [[Paris]] || [[Sedan, France|Sedan]] || 2h 50 || 2h 00 || -
|-
| [[Paris]] || [[Charleville-Mézières]] || 2h 30 || 1h 35 || -
|-
| [[Paris]] || [[Nancy, France|Nancy]] || 2h 45 || 1h 30 || -
|-
| [[Paris]] || [[Metz]] || 2h 45 || 1h 25 || -
|-
| [[Paris]] || [[Luxembourg]] || 3h 55 || 2h 05 || -
|-
| [[Luxembourg]] || [[Strasbourg]] || 2h 17 || - || 1h 35<ref name="LW: Luxembourg TGV service">{{cite news|title=Catch a TGV from Luxembourg to Strasbourg & Marseille|url=https://www.wort.lu/en/luxembourg/french-train-links-catch-a-tgv-from-luxembourg-to-strasbourg-marseille-56f0f3641bea9dff8fa74dc9|access-date=3 July 2016|work=[[Luxemburger Wort]]|date=22 March 2016}}</ref>
|-
| [[Paris]] || [[Basel]] || 4h 55 || 3h 20 || -
|-
| [[Paris]] || [[Zürich]] || 5h 50 || 4h 35 || -
|-
| [[Paris]] || [[Frankfurt]] || 6h 15 || 3h 50 || 3h 40
|-
| [[Paris]] || [[Stuttgart]] || 6h 10 || 3h 40 || 3h 10
|-
| [[Paris]] || [[Saarbrücken]] || 4h 00 || 1h 50 || -
|}

====Phase one====
Earthworks for the first phase between [[Vaires-sur-Marne]] and [[Baudrecourt, Moselle|Baudrecourt]] started in spring 2002.{{cn|date=May 2025}} The contractors took three years to complete the earthworks and some 327 pieces of structural work as well as re-establishing communications for people and wildlife. Tracklaying and building the new stations started in 2004.{{citation needed|date=May 2020}}

As the first infrastructure project of its kind to be [[Déclaration d'utilité publique|declared a public utility]] by the Ministry of the Environment, the LGV Est is also the first railway to be financed largely by the French regions and the [[European Union]] (EU).{{cn|date=May 2025}} 

Civil engineering works were distributed in eight contracts which were awarded after bidding by five companies: [[SNCF]], [[Ingérop|ISL]], Tractebel, [[Egis Group|Scétauroute]] and [[Société d'études techniques et économiques|Setec]]. This is the first time there has been competition for the construction of a [[TGV]] line since reform of the rail system in 1997 and the involvement of RFF.{{cn|date=May 2025}} [[SNCF]] Engineering, in partnership with [[EEG Simecsol]] succeeded in obtaining four of the contracts (including one for the second phase), this being 50% of the civil engineering project.{{cn|date=May 2025}}

[[File:LGV Est-en with legend.svg|thumb|Illustration of the alignment of the second phase of the LGV Est.]]
On 9 June 2007, the TGV Est made its inaugural voyage, leaving from the Gare de l'Est at 7:36am. Notable passengers included: [[François Fillon]], the French Prime Minister, [[Alain Juppé]], the Minister of Sustainable Development, and the Argentinian Ambassador to France. The Prime Minister hailed this event as "a beautiful symbol of the capacity of our country to innovate when it is united, a symbol of European [[France]], of the knowledge of French businesses, and a symbol that gives confidence in the future." He hailed this achievement as "a union by train between [[France]] and its [[Germany|German]], [[Luxembourgish]], and [[Switzerland|Swiss]] partners, between the [[Europe]]an institutions and the [French] capital."{{citation needed|date=May 2020}}

====Phase two====
On 2 September 2009, infrastructure manager RFF announced the tendering for the second phase. Financing was finalized on 1 September 2009, with a mix of sources ranging from the French and [[Luxembourgish]] governments, regional governments, the EU, and RFF.<ref>{{cite web|author=DVV Media UK |url=http://www.railwaygazette.com/news/single-view/view/10/lgv-est-phase-2-tendering-gets-underway.html |title=LGV Est Phase 2 tendering gets underway |work=[[Railway Gazette International]] |access-date=2016-07-07}}</ref>
The full line was planned to open on 3 April 2016,<ref name="RG:Phase 2 completed"/> but that opening was delayed to 3 July by a major accident during testing of the line.<ref name="Phase2Opening"/> Until then, [[TGV]] ran between these two cities via the existing [[Metz]]-[[Strasbourg]] line at the {{Cvt|160|km/h}} normal speed for the line.

The final weld of rails on the second phase took place on 31 March 2015 and was accompanied by a ceremony marking the end of construction of Phase 2, although work on signaling continued.<ref name="RG:Phase 2 completed">{{cite news|title=LGV Est Phase 2 completed|url=http://www.railwaygazette.com/news/single-view/view/lgv-est-phase-2-completed.html|access-date=27 May 2015|work=Railway Gazette International|date=31 March 2015}}</ref> The opening of the second phase had been scheduled for 3 April 2016, but was delayed after [[Eckwersheim derailment|a train derailed near Eckwersheim]] during commissioning trials, resulting in 11 deaths and damage to a bridge on the line.<ref name="Phase2Opening">{{cite news|title=La ligne à grande vitesse Paris-Strasbourg sera mise en service le 3 juillet|url=http://www.lemonde.fr/entreprises/article/2016/01/20/la-ligne-a-grande-vitesse-paris-strasbourg-sera-mise-en-service-le-3-juillet_4850737_1656994.html|publisher=Le Monde|access-date=21 February 2016|date=20 February 2015|language=fr|newspaper=Le Monde.fr}}</ref> The line opened on 3 July 2016.<ref name="RG: 2nd phase opening">{{cite news|title=LGV Est Phase 2 opening completes Paris – Strasbourg high speed line|url=http://www.railwaygazette.com/news/high-speed/single-view/view/lgv-est-phase-2-opening-completes-paris-strasbourg-high-speed-line.html|work=Railway Gazette International|date=4 July 2016}}</ref> A landslide in March 2020 caused a derailment, with 22 minor injuries, and one serious.<ref>{{Cite web|url=https://blogs.agu.org/landslideblog/2020/03/06/tgv-1/|title = The landslide-induced TGV (High speed train) accident in France yesterday|date = 6 March 2020}}</ref>

==World speed record==
{{Main|TGV world speed record#Record of 2007|l1=TGV world speed record of 2007}}
A series of high speed trials, named Operation V150, were conducted on the LGV Est prior to its June 2007 opening using a specially modified train. The trials were conducted jointly by [[SNCF]], TGV builder [[Alstom]], and LGV Est owner [[Réseau Ferré de France]] between 15 January 2007 and 15 April 2007. Following a series of increasingly high speed runs, the official speed record attempt took place on 3 April 2007.<ref>{{Cite news| url=https://www.foxnews.com/story/french-train-hits-357-mph-breaking-world-speed-record| title=French Train Hits 357 MPH Breaking World Speed Record| agency=Associated Press| date=3 April 2007| access-date=2007-04-03| work=Fox News| archive-url=https://web.archive.org/web/20110504144012/http://www.foxnews.com/story/0,2933,263542,00.html| archive-date=4 May 2011| url-status=live}}</ref><ref>{{cite web| url=http://www.record2007.com/site/index_en.php| title=Official 2007 Record Website| website=Record2007.com| access-date=2007-04-03| archive-date=5 April 2007| archive-url=https://web.archive.org/web/20070405190502/http://www.record2007.com/site/index_en.php| url-status=dead}}</ref> The top speed of 574.8&nbsp;km/h (159.7&nbsp;m/s, 357.2&nbsp;mph) was reached at kilometre point 193 near the village of Le Chemin, between the [[Meuse]] and [[Gare de Champagne-Ardenne TGV|Champagne-Ardenne]] TGV stations, where the most favourable profile exists.

The {{Cvt|515.3|km/h}} speed record of 1990 was unofficially broken multiple times during the test campaign that preceded and followed the certified record attempt, the first time on 13 February 2007 with a speed of {{Cvt|554.3|km/h}}, and the last time on 15 April 2007 with a speed of {{Cvt|542.9|km/h}}.

==Construction financing==
The total cost was about €4 billion, apportioned as follows:
* 61% public funds
**French government
**17 local authorities
**[[European Union]]
**Luxembourg
*17% RFF
*22% [[SNCF]] (including €800 million for TGV rolling stock)<ref>{{cite journal
 | last1 = Arduin
 | first1 = Jean-Pierre
 | last2 = Ni
 | first2 = Jincheng
 | title = French TGV Network Development
 | journal = Japan Railway & Transport Review
 | issue = 40
 | pages = 22–26
 | date = March 2005
 | url = https://www.ejrcf.or.jp/jrtr/jrtr40/pdf/f22_ard.pdf
 | access-date = 20 May 2025
}}
</ref>

==Timeline==
{{update|section|date=May 2015|cat=Rail transport articles in need of updating}}
{{Expand list|date=May 2015}}
* 22 May 1992: French-German [[La Rochelle]] summit; commitment by [[France]] and [[Germany]] to create a high-speed rail line linking the two countries, comprising a northern branch via [[Saarbrücken]]-[[Mannheim]] and a southern branch via [[Strasbourg]]-[[Karlsruhe]]
* 14 May 1996: declaration of public utility
* 2001: refurbishment of a number of stations in [[Germany]] (for example [[Kaiserslautern]]) and launch of infrastructure work in [[Germany]] (line upgrading for {{Cvt|200|km/h}} on sections of the conventional line between [[Saarbrücken]] and [[Mannheim]])
* 28 January 2002: official beginning of works for first phase between [[Vaires-sur-Marne]] and Baudrecourt
* 18 December 2003: government of [[Jean-Pierre Raffarin]] announces approximately 50 improvement projects, of which eight are for the [[TGV]], including second phase works due to begin about 2010; additionally, connection of TGV Est with [[InterCityExpress|ICE]] to occur between 2007 and 2010
* 19 October 2004: laying of the first LGV Est rail at [[Saint-Hilaire-au-Temple]] ([[Marne (département)|Marne]]) by the transport minister, [[Gilles de Robien]]; earthworks are 80% complete and of the 338 structural projects, 290 (of which 14 are viaducts) are complete
* June 2006: the [[catenary (rail)|catenary]] between [[Marne (department)|Marne]] and [[Meuse]] is powered
* 31 October 2006: the catenary for the entire length of the line is powered to enable testing<ref>{{cite web|url=http://www.lgv-est.com/les-actualites.php?ac=187&d=2006-11 |title=LGV Est Européenne &#124; SNCF Réseau |website=Lgv-est.com |date=2015-03-31 |access-date=2016-07-07}}</ref>
* 13 November 2006: beginning of technical testing of the central 210&nbsp;km of the line using specialized trains to check correct [[track geometry]], etc., at speeds up to {{Cvt|320|km/h|4=0}}<ref>{{cite web|url=http://www.lgv-est.com/les-actualites.php?ac=188&d=2006-11 |title=LGV Est Européenne &#124; SNCF Réseau |website=Lgv-est.com |date=2015-03-31 |access-date=2016-07-07}}</ref>
*25 January 2007: An initial budget of €94 million is allocated to the second phase of the line between Baudrecourt and [[Strasbourg]]
*30 January 2007: The power is on over the whole length of 300&nbsp;km.
*1 February 2007: The control centre at [[Pagny-sur-Moselle]] is opened.
*13 February 2007: A new world record for train speed is unofficially set by a [[TGV]] during tests on the LGV Est.<ref>{{cite news|title=French TGV breaks world speed record|url=http://www.expatica.com/actual/article.asp?subchannel_id=52&story_id=36541|access-date=3 July 2016|work=Expatica|date=14 February 2007|archive-url=https://web.archive.org/web/20070929103147/http://www.expatica.com/actual/article.asp?subchannel_id=52&story_id=36541|archive-date=29 September 2007|url-status=dead}}</ref>
*3 April 2007: An official new [[TGV world speed record|world speed record]] for conventional trains of {{Cvt|574.8|km/h}} is set by a [[TGV]] on the LGV Est.
*9 June 2007: The inaugural voyage of the LGV Est is completed (see below).
*10 June 2007: The LGV Est opens for commercial service.
*16 May 2008: First Stop of [[ICE-MF]] due to a transformer fire on this route.
*29 October 2009: the [[European Commission]] announced that LGV Est's second phase has been awarded €76M, out of total costs of €633.3M. The Commission stated the funding had been brought forward to accelerate construction due to the economic crisis.<ref>{{cite news|title=EU allocates TEN-T infrastructure funds|work=Railway Gazette International|date=29 October 2009}}</ref>
*June 2010: Construction begins on phase 2<ref>{{cite web|url=http://www.railwaygazette.com/nc/news/single-view/view/work-starts-on-lgv-est-phase-2.html|access-date=2010-11-23|date=2010-11-19|title=Work starts on LGV Est Phase 2}}</ref>
*10 November 2011 – 19 June 2012: First bore of the Saverne Tunnel bored.<ref name="RG:Saverne Tunnel">{{cite web|title=Saverne Tunnel holed through on LGV Est|url=http://www.railwaygazette.com/news/infrastructure/single-view/view/saverne-tunnel-holed-through-on-lgv-est.html|work=Railway Gazette International|access-date=27 May 2015|date=26 February 2013}}</ref>
*26 September 2012 – 25 February 2013: Second bore of the Saverne Tunnel bored.<ref name="RG:Saverne Tunnel"/>
*31 March 2015: Final weld of rails on second phase marking the end of construction of the second phase.<ref name="RG:Phase 2 completed"/>
*14 November 2015: A [[Eckwersheim derailment|TGV derailed]] in the commune of [[Eckwersheim]] during testing on the then-unopened second phase, killing at least ten people<ref name=Eckwersheim>{{cite news|url=http://www.dna.fr/actualite/2015/11/14/un-train-se-renverse-et-prend-feu-a-eckwersheim-pres-de-strasbourg|title=Une rame d'essai d'un TGV se renverse et prend feu à Eckwersheim, près de Strasbourg : cinq morts|language=fr|newspaper=Dernieres Nouvelles D'Alsace|date=14 November 2015|last1=Bach|first1=Christian|last2=Poivret|first2=Aurélien}}</ref>
*3 July 2016: Opening of the second phase, delayed by 3 months by the accident.<ref name="Phase2Opening"/>

==Accidents==
*On 16 May 2008, a car of an ICE 3MF at Annet-sur-Marne caught fire. The train, with around 300 passengers, had to be evacuated after a transformer had caught fire.<ref name="spiegel-2008-05-16">[http://www.spiegel.de/reise/aktuell/0,1518,553811,00.html ''Hunderte Reisende mussten ICE auf freier Strecke verlassen.''] In: ''Spiegel Online.'' 16. Mai 2008.</ref> The cause is suspected to be a defective drive motor, from which parts had come loose and damaged the transformer.
[[File:TGV Paris-Frankfurt in Saarbrücken Hbf.jpg|thumb|TGV with world record power unit (V150) as ICE replacement Paris-Frankfurt in Saarbrücken Hbf in June 2008 (with German engine driver)]]
*On 12 June 2008, a "short turnaround" of an ICE coming from Paris, which was to return from the St. Ingbert in Saarland to Paris, resulted in several slightly injured travelers. All passengers should change at this small station into a substitute IC arrived from Frankfurt; its passengers, on the other hand, should transfer to the turning ICE.{{cn|date=May 2025}} As a result of several faulty ICE units, some intermittent ICE journeys completely failed or were replaced by TGV trains in the same week; On 13 June 2008, the DB then restricted the continuous traffic on the POS Northeast for the time being from five to three connections.{{cn|date=May 2025}} The remaining rides were broken: TGV operated Paris-Saarbrücken and back; IC Saarbrücken-Frankfurt and back. Only two of the six existing ICE trainsets were needed. From 19 June 2008, the trains went through again, but some courses were still served by TGV. These can not turn in Mannheim and must drive over Käfertal, which leads to small delays.{{cn|date=May 2025}}
*On the afternoon of 8 July 2008, ICE 9555 Paris-Frankfurt collided in the area of the Kennelgarten station near Kaiserslautern with a truck that had been stuck in the gravel while turning in a construction site.{{cn|date=May 2025}} The approximately 400 passengers of the ICE remained unhurt, but six of the eight cars of the ICE were damaged. The train could later continue with its own strength to Kaiserslautern, where the passengers had to change to a replacement train.{{cn|date=May 2025}}
*In July 2008, there were again numerous ICE failures; from 21 July – 23 August 2008, TGV units regularly helped with one full-round journey. Nevertheless, passengers often had to change trains in or from Saarbrücken, Homburg / Saar or Forbach (F) to or from TGV trains, or in some cases were not carried as a result of a lack of vehicles. Also in the course of autumn and in the winter of 2008/2009 the ICE disturbances continued; there were always TGV replacement services and / or breaking the connection in Saarbrücken Hbf.{{cn|date=May 2025}}
*On 14 November 2015, the [[Eckwersheim derailment|TGV accident in Eckwersheim]] caused the most severe accident with a TGV. During a test drive a train derailed due to excessive speed in a curve and partially crashed into the Rhine-Marne Canal. 11 people died, 42 others were injured, 12 of them seriously.

==See also==

* [[TGV]]
* [[High-speed rail in France]]
* [[Intercity Express]]

==References==
{{Reflist}}

==External links==
{{Commons category|LGV Est européenne|LGV Est}}
*[http://www.lgv-est.com/presentation.php?pg=341 LGV Est : key project steps & construction progress]
*[https://web.archive.org/web/20070928071912/http://www.tgvesteuropeen.com/rubrique.php3?id_rubrique=77 LGV Est webpage]
*{{in lang|fr}} [https://web.archive.org/web/20070318074508/http://www.essaisrff.com/ LGV Est Tests and preparations]
*{{in lang|fr}} [http://www.pleinsfeuxsurlalgv.com Site for the grand opening on 15 March] {{Webarchive|url=https://web.archive.org/web/20200505143806/http://www.pleinsfeuxsurlalgv.com/ |date=5 May 2020 }}
*{{in lang|fr}} [http://intermodalite.com/news/renovtgv/ Interior design proposal, Christian Lacroix's having been adopted]
*{{in lang|fr}} [http://en.locotrain.com/events/tgvest/ Special search engine]
*[http://www.railway-technology.com/projects/lgv_est/ LGV Est Information and Pictures]
*{{in lang|fr}} {{usurped|1=[https://web.archive.org/web/20160224195747/http://accident-tgv.com/ A website for the 11 victims of the LGV Est derailment, detailed information about the investigations]}}

{{High-speed rail in France}}
{{High-speed railway lines}}
{{Magistrale for Europe}}

{{DEFAULTSORT:Lgv Est}}
[[Category:High-speed railway lines in France|Est]]
[[Category:Railway lines opened in 2007]]
[[Category:Railway lines in Grand Est]]