View source for LGV Sud-Est

{{short description|French high-speed railway}}
{{Expand French|topic=transp|LGV Sud-Est|date=April 2022}}
{{Infobox rail line
| box_width                       = auto
| name                            = LGV Sud-Est
| color                           = 
| logo                            = 
| logo_width                      = 
| image                           = LGV Cruzilles Mépillat 10.jpg
| caption                         = The LGV Sud-Est in [[Cruzilles-lès-Mépillat]]
| image_width                     = 300
| type                            = 
| system                          = SNCF
| status                          = Operational
| locale                          = {{plainlist|
*[[Île-de-France (region)|Île-de-France]]
*[[Bourgogne-Franche-Comté]]
*[[Auvergne-Rhône-Alpes]]
|}}
| start                           = [[Combs-la-Ville]], [[Seine-et-Marne]]
| end                             = [[Sathonay-Camp]], [[Metropolis of Lyon]]
| stations                        = 
| routes                          = 
| daily_ridership                 = 
| open                            = {{plainlist|
*22 September 1981: [[Saint-Florentin, Yonne|Saint-Florentin]]–[[Sathonay-Camp]]
*25 September 1983: [[Combs-la-Ville]]–[[Saint-Florentin, Yonne|Saint-Florentin]]
|}}
| close                           = 
| owner                           = {{plainlist|
*[[SNCF]] (1981–1997)
*[[Réseau Ferré de France|RFF]] (1997–2014)
*[[SNCF|SNCF Réseau]] (2015–present)
|}}
| operator                        = SNCF
| character                       = 
| stock                           = 
| linelength                      = {{convert|409|km|mi|abbr=on}}
| tracklength                     = 
| tracks                          = [[Double track]]
| gauge                           = {{RailGauge|sg|allk=on}}
| load_gauge                      = 
| electrification                 = [[25 kV AC railway electrification|{{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= 2010-12-04 |archive-date= 2016-05-16 |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|300|kph|mph|abbr=on|round=10}}
| maxincline                      = 3.6%
| signalling                      = [[Transmission Voie-Machine|TVM-300]] (current), [[European Train Control System|ETCS Level 2]] (future, in deployment)<ref>{{cite web |title=2024 : une année clé pour le projet LGV+ Paris-Lyon |url=https://www.sncf-reseau.com/fr/a/2024-une-annee-cle-pour-projet-lgv-paris-lyon |website=SNCF Reseau |publisher=SNCF SA |access-date=5 November 2024}}</ref>
| elevation                       = 
| map                             = {{LGV Sud Est}}
| map_state                       = collapsed
}}

The '''LGV Sud-Est''' (French: ''Ligne à Grande Vitesse Sud-Est''; English: ''South East high-speed line)'' is a [[High-speed rail in France|French high-speed rail]] line which connects the [[Paris]] and [[Lyon]] areas. It was France's first high-speed rail line, it has also been the most widely used line in France as well as being the busiest high-speed line in Europe.<ref name = "modernisation 2020"/> 

Construction of LGV Sud-Est commended in 1976, although development of the associated technologies was underway for over a decade prior. Several key decisions, such as the use of overhead electrification instead of [[gas turbine]]s, was influenced by geopolitical events as much as by innovations. On 22 September 1981, the inauguration of the first section between [[Saint-Florentin, Yonne|Saint-Florentin]] and [[Sathonay-Camp]] was attended by President [[François Mitterrand]] on 22 September 1981. It marked the beginning of the re-invigoration of French passenger rail service; ten million passengers travelled on LGV Sud-Est within its first ten months of operation while domestic flights between Paris and Lyon declined substantially due to the effectiveness of TGV services.

The high rate of return generated by LGV Sud-Est quickly motivated the construction of other LGVs. Several of these have extended the reach of the high-speed trains that use LGV Sud-Est, such as the [[LGV Rhône-Alpes]] and [[LGV Méditerranée]] to the south and the [[LGV Interconnexion Est]] to the north; these connecting lines shortened journey times between Paris and the southeast of France ([[Marseille]], [[Montpellier]] and [[Nice]]), [[Switzerland]] and [[Italy]], as well as between the southeast and the north and west of France, the [[United Kingdom]] and [[Belgium]]. The LGV Rhône-Alpes, Sud-Est and Méditerranée, taken as a whole, were also nicknamed the ''City To Coast (C2C) Highway'' ("Ville à la Mer").{{CN|date=May 2024}}

==History==
Following the creation of [[SNCF]]'s research department in 1966, one of its primary endeavours was code-named "C03: Railways possibilities on new infrastructure (tracks)".<ref name="douviensTGV"/> In 1971, the "C03" project, which had been also garnered the name "TGV Sud-Est", was validated by the French government. Following the [[1973 oil crisis]], which had substantially increased oil prices, it was decided to favour electric traction over [[gas turbine]] propulsion; as a consequence, high-speed [[pantograph]]s and overhead electrification was developed for use on what would become LGV Sud-Est.<ref name="douviensTGV"/><ref>{{cite web |url = https://www.decomotiv.com/main/node/8 |title = History of TGV |website = decomotiv.com |access-date = 19 May 2024}}</ref>

During 1976, construction of infrastructure for LGV Sud-Est commenced.<ref>{{cite journal |url = https://unesdoc.unesco.org/ark:/48223/pf0000089328 |title = TGVs: France's high-speed trains |last = Lacôte |first = François |journal = Impact of science on society |via = unesdoc.unesco.org |volume = 162 |pages = 165–175 |language = en |date = 1991}}</ref> One year later, the SNCF placed its initial production order with the rolling stock manufacturing group [[Alstom]]–[[Francorail]]–MTE for 87 [[SNCF TGV Sud-Est|TGV Sud-Est]] trainsets that would later run on the line.<ref name="douviensTGV">{{cite web |url=http://archivchemindefer.free.fr/dossierTGV/DouviensTGV.pdf |title=D'où viens tu TGV |language=fr |via = archivchemindefer.free.fr |last1=Picard |first1=Jean François |last2=Beltran |first2=Alain }}</ref>

On 27 September 1981, LGV Sud-Est was opened to the public.<ref name = "BBCTGV 2002"/><ref name="cooks1981sep27-p65">"TGV Paris – Sud Est". ''[[Thomas Cook European Timetable|Thomas Cook Continental Timetable]]'' (September 27–October 31, 1981 edition), p. 65. [[Thomas Cook & Son|Thomas Cook Publishing]]. {{issn|0144-7467}}.</ref> It was an instant success, ten million passengers were recorded as travelling on the line within its first ten months. As a result, domestic flights between Paris and Lyon declined substantially as the travelling public switched to using the TGV instead.<ref name = "BBCTGV 2002"/>

By 2020, LGV Sud-Est was still reportedly the most widely used line in France as well as being the busiest high-speed line in Europe.<ref name = "modernisation 2020"/> The line carried a third of all railway traffic in France, including up to 300 TGVs per day, and carried 52 million passengers through 2019.<ref name = "modernisation 2020"/>

=== Timeline ===
* 10 July 1967: [[SNCF]]'s research division launches project C03 on high-speed rail, titled "Rail Transport Possibilities through New Infrastructure"
* 26 March 1971: new line project approved by inter-ministerial committee<ref>{{cite journal |url = https://www.jstor.org/stable/40061376 |title = Building a High-Speed Society: France and the Aérotrain, 1962–1974 |first = Vincent |last = Guigueno |journal = Technology and Culture |volume = 49 |number = 1 |date = January 2008 |pages = 21–40 |publisher = The Johns Hopkins University Press |jstor=40061376 |language = en}}</ref>
* 23 March 1976: [[Déclaration d'utilité publique|declaration of public utility]] signed by Prime Minister [[Jacques Chirac]]
* 7 December 1976: works commence at [[Écuisses]], [[Saône-et-Loire]]
* 14 June 1979: first rails laid near [[Montchanin]], Saône-et-Loire
* 20 November 1980: track laying ends in [[Cluny]], Saône-et-Loire
* 26 February 1981: trainset no. 16 ([[SNCF TGV Sud-Est]]) breaks the world record for rail speed at 380&nbsp;km/h<ref name="cooks1981sep27-p65"/> between [[Courcelles-Frémoy]], [[Côte-d'Or]] and [[Dyé]], [[Yonne]] in a gradually descending portion of the line
* 22 September 1981: inauguration of the first section ([[Saint-Florentin, Yonne|Saint-Florentin]] to Montchanin) by the President of the Republic, [[François Mitterrand]]
* 27 September 1981: commercial service begins<ref name = "BBCTGV 2002"/>
* 25 September 1983: service begins on the northern section ([[Combs-la-Ville]] to Saint-Florentin)<ref>{{cite magazine |title=TGV: the completion of a dream |first=Brian |last=Perren |pages=35–40 |date=October 1983 |magazine=[[Rail (magazine)|Rail Enthusiast]] |publisher=EMAP National Publications |issn=0262-561X |oclc=49957965}}</ref>
* 31 August 1992: derailment at 270&nbsp;km/h of a TGV in Macon-Loché station; several passengers waiting on the platform are slightly injured by flying ballast
* 13 December 1992: service begins on northern section of [[LGV Rhône-Alpes]] ([[Montanay]] to [[Saint-Quentin-Fallavier]])
* 26 May 1994: service begins on [[LGV Interconnexion Est]] (connection with [[LGV Nord]])
* March 1996: beginning of line renovation works (replacement of ballast and points, works designed to last until 2006)
* 2 June 1996: service begins at the junction with [[Villeneuve-Saint-Georges]] by the [[Coubert]] triangle{{citation needed|date=April 2022}}

==Route==
The line crosses six [[Departments of France|departments]], from north to south:
*[[Seine-et-Marne]]
*[[Yonne]]
*[[Côte-d'Or]]
*[[Saône-et-Loire]]
*[[Ain]]
*[[Rhône (department)|Rhône]]

The [[TGV]] system is compatible with the regular rail network, avoiding the need for new infrastructure construction to reach existing train stations in the dense urban areas of Paris and Lyon.<ref name = "BBCTGV 2002"/>

The distance from Paris ([[Gare de Lyon]]) to Lyon ([[Gare de Lyon-Part-Dieu|Part-Dieu]]) is {{convert|425|km|mi|abbr=on}}. The LGV route is {{convert|409|km|mi|abbr=on}} long; by avoiding built-up areas between Paris and Lyon (particularly [[Dijon]]) this enables a route {{convert|87|km|abbr=on}} shorter than the regular line, which is {{convert|512|km|mi|abbr=on}} long. The route length was further shortened by using higher grades (up to 3.5%, compared to a maximum of 0.8% on the previous line) which allowed the line to follow a direct route rather than deviating to avoid hills.<ref>[https://web.archive.org/web/20220129044123/https://www.trainweb.org/tgvpages/images/misc/index.html TGVweb - TGV Photos - Miscellaneous]</ref> There are no tunnels.

The line includes various connectors to the regular rail network:
*at Pasilly-Aisy towards [[Dijon]], and further through the [[Jura Mountains]] to [[Vallorbe]] and [[Lausanne]] or [[Neuchâtel]] and [[Zurich]]
*at Mâcon-Pont-de-Veyle towards [[Bourg-en-Bresse]] and the [[Savoie]] department
*at [[Saint-Florentin, Yonne|Saint-Florentin]]
*at [[Gare du Creusot TGV|Le Creusot station]]
*at [[Gare de Mâcon-Loché TGV|Mâcon-Loché station]]
These last three are used by service trains or in order to divert passenger trains if needed.

The line runs next to the [[A5 autoroute]] for {{convert|60|km|mi|abbr=on}} and the N79 road for {{convert|15|km|mi|abbr=on}}. For its full length, a {{convert|5|meter|ft|abbr=on|adj=on}}-wide area has been reserved for a telecommunication artery.{{citation needed|date=May 2015}}

==Line specifics==
[[File:141-R et TGV Montereau mai 1987.jpg|thumb|A TGV running on the line on 24 May 1987, in [[Saint-Germain-Laval, Seine-et-Marne]]]]
The line has a surface area of {{convert|16|sqkm|sqmi|abbr=on}}{{snd}}in comparison [[Charles de Gaulle Airport]] occupies {{convert|32|sqkm|sqmi|abbr=on}}{{snd}}with an average width of {{convert|40|m|ft|abbr=on}}.{{Citation needed|date=April 2022}} Platforms are {{convert|13|m|ft|abbr=on}} wide, with a space between track centres of {{convert|4.2|m|ft|abbr=on}}. The line was designed for a nominal speed of {{convert|300|km/h|mph|abbr=on|sigfig=2}}, with a minimum radius curve of {{convert|4000|m|ft|abbr=on|sigfig=3}}{{snd}}although seven curves were made to a smaller radius, but no less than {{convert|3200|m|ft|abbr=on|sigfig=3|disp=or}}.{{Citation needed|date=April 2022}}

In total, the line comprises {{convert|847|km|mi|abbr=on}} of track. This is formed by UIC 60 ({{convert|60.3|kg/m|lb/ft|abbr=on|disp=sqbr}}) rails placed in {{convert|288|m|ft|abbr=on|adj=on}} lengths, welded in place (with certain segmented sections). The {{convert|2.41|m|ftin|abbr=on}} concrete [[railroad tie|sleepers]] are formed of two blocks of concrete tied together by a metal strut. There are 1660 sleepers per kilometre.

Traction power is supplied by eight [[Électricité de France|EDF]] substations at [[25 kV AC railway electrification|25 kV AC, 50 Hz]]. The [[overhead line|catenary]] is fed by an inverted phase "feeder" cable, which is equivalent to a 50 kV supply and reinforces the available power, enabling a single trainset to draw up to 14 MW.{{Citation needed|date=April 2022}}

Signalling relies on high-frequency track circuits that transmits signals directly to the driver's console, known as [[Transmission Voie-Machine]] (TVM). Drivers are unable accurately identify traditional track-side railway signals positioned. While there are lineside marker boards indicating the limits of each block section, there no traditional signals as such.{{Citation needed|date=April 2022}} The TVM system is set to be replaced by the newer [[European Rail Traffic Management System]] (ERTMS).<ref>{{cite web |url = https://www.railwaygazette.com/hitachi-rail-sts-wins-lgv-sud-est-interlocking-contract/55407.article |title = Hitachi Rail STS wins LGV Sud-Est interlocking contract |publisher = Railway Gazette International |date = 19 December 2019}}</ref><ref>{{cite web |url = https://www.railjournal.com/signalling/eu-funds-paris-lyon-ertms-rollout/ |title = EU funds LGV Sud Est ERTMS rollout |publisher = International Railway Journal |first = Keith |last = Barrows |date = 26 April 2018}}</ref>

The highest point on the line is {{convert|489|m|ft|abbr=on}} above sea level, near the town of Liernais, {{convert|55.5|km|mi|abbr=on|sigfig=3}} north of Gare du Creusot. This is near the range dividing the Seine and Loire river valleys, and not far from the Rhône river valley.{{Citation needed|date=April 2022}}

==Stations==
The LGV Sud-Est serves the following stations:
* [[Gare du Creusot TGV|Le Creusot]]
* [[Gare de Mâcon-Loché TGV|Mâcon-Loché]]
* [[Gare de Lyon-Part-Dieu|Lyon Part-Dieu]]

Le-Creusot and Mâcon-Loché are basic stations situated away from built-up areas. They have four tracks, with the two central tracks being reserved for through trains, and the side tracks serving stopping trains on two side platforms.

==Costs==
{| class="wikitable"
! Item || Cost, nominal<ref name="QuidTGVstats">[http://www.quid.fr/zoom/index.php/2007/11/14/151-transports-trains-eurostar-au-coeur-de-londres-en-tgv-100-grande-vitesse?page=3 Quid.fr, Autres TGV] {{webarchive|url=https://web.archive.org/web/20071212070648/http://www.quid.fr/zoom/index.php/2007/11/14/151-transports-trains-eurostar-au-coeur-de-londres-en-tgv-100-grande-vitesse?page=3 |date=2007-12-12 }}</ref><br /> (in 1984 [[French franc|francs]]) || Cost, real<br /> (in {{Inflation/year|FR}} [[euro]]s){{Inflation/fn|FR}}
|-
| Construction of superstructure and infrastructure || 7.85 billion || {{#expr:({{Inflation|FR|7.85|1984|r=2}}/{{FixedEuroRate|FRF}}) round 2}} billion
|-
| Construction of superstructure and infrastructure, with land purchase || 8.5 billion || {{#expr:({{Inflation|FR|8.5|1984|r=2}}/{{FixedEuroRate|FRF}}) round 2}} billion
|-
| Rolling stock || 5.3 billion || {{#expr:({{Inflation|FR|5.3|1984|r=2}}/{{FixedEuroRate|FRF}}) round 2}} billion
|-
| Total || 13.8 billion || {{#expr:({{Inflation|FR|13.8|1984|r=2}}/{{FixedEuroRate|FRF}}) round 2}} billion
|}

LGV Sud-Est, akin to other early French high-speed lines, was financed mainly by [[debt]] held by SNCF.<ref name = "lieseldouglas 9"/> The decision to proceed with these early LGVs, and the order in which they were constructed, was heavily influenced by evaluations of their profitability, not only in pure financial terms but also the estimated social benefits. Expectations for LGV Sud Est had included a minimum 12 percent financial rate of return; this was exceeded as a result of the line's high rate of usage, both in terms of traffic and revenue generation.<ref name = "lieseldouglas 9">Liesel, Sloan and Douglas 2013, p. 9.</ref> The achieved financial rates of return, which have been estimated to have been between 15 percent and 30 percent per year in socioeconomic terms, permitted the LGV to be fully [[Amortization (accounting)|amortised]] by the end of 1993 after 12 years of operational use; unlike several of France's later LGVs, no [[subsidy|subsidies]] were used. The financial success of LGV Sud Est encouraged the French government commit further large financial contributions towards the construction of additional high-speed lines.<ref name = "lieseldouglas 911">Liesel, Sloan and Douglas 2013, pp. 9–11.</ref><ref>{{cite web |url = https://www.thetransportpolitic.com/2010/07/11/for-french-high-speed-rail-a-lower-cost-future-pondered/ |title = For French High-Speed Rail, a Lower-Cost Future Pondered |website = thetransportpolitic.com |first = Yonah |last = Freemark |date = 11 July 2010}}</ref><ref name = "BBCTGV 2002">{{cite web |url = https://www.bbc.co.uk/dna/mb6music/A711785 |title = TGV –The French High-speed Train Service |publisher = BBC |date = 22 April 2002 |archive-url=https://web.archive.org/web/20240517211532/https://www.bbc.co.uk/dna/mb6music/A711785 |archive-date=17 May 2024 |url-status=dead}}</ref>

During the mid-to-late 1990s, the track of the LGV Sud-Est was renewed at a cost of FRF 2 billion,<ref name="QuidTGVstats"/> or about €300 million. Maintenance and renewal work is typically performed at night wherever possible to impact a minimal amount of traffic. Between 2020 and 2023, a comprehensive modernisation of the line was performed at a cost of 300 million euros; it was part of a wider programme of works aimed at increasing both traffic and regularity on key parts of France's LGV network.<ref name = "modernisation 2020">{{cite web |url = https://batinfo.com/en/actuality/modernization-of-the-lgv-paris-lyon-an-extraordinary-project_16274 |title = Modernization of the Paris-Lyon high-speed line: an extraordinary project |website = batinfo.com |date = 7 September 2020}}</ref><ref>{{cite web |url = https://www.railjournal.com/news/work-underway-on-lgv-sud-est-improvements/ |title = Work underway on LGV Sud Est improvements |publisher = International Railway Journal |date = 17 October 2020 |first = Kevin |last = Smith}}</ref>

==See also==
* [[TGV]]

==References==
===Citations===
{{reflist}}

===Sources===
* {{cite web |url = https://australasiantransportresearchforum.org.au/wp-content/uploads/2022/03/2013_henn_sloan.pdf |title = European case study on the Financing of High Speed Rail |publisher = Australasian Transport Research Forum 2013 Proceedings |date = 4 October 2013 |location = Brisbane, Australia |first1 = Henn |last1 = Liesel |first2 = Keith |last2 = Sloan |first3 = Neil |last3 = Douglas}}

== External links ==
* [http://lgv2030.free.fr/ligne1.htm#SudEst High-speed rail lines site (in French)]

{{High-speed rail in France}}
{{High-speed railway lines}}
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[[Category:High-speed railway lines in France|Sud-Est]]
[[Category:Railway lines opened in 1981]]
[[Category:Railway lines opened in 1983]]