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19-546: 105 bi-current sets, numbered 301-405 were built. Entry into service began in 1989. They are 237.5 m (779 ft) long and 2.904 m (9 ft 6.3 in) wide. They weigh 444 t (437 long tons; 489 short tons), and are made up of two power cars and ten carriages with a total of 485 seats. They were built for a maximum speed of 300 km/h (186 mph) with 8,800 kW (11,801 hp) total power under 25 kV. From 2015 onwards, many of these units have been scrapped with only 28 still in service in 2022. Most of

38-449: A top speed of 320 km/h (199 mph). The inter-city links between Tours , Poitiers , Angoulême , and Bordeaux are also improved, and southwestern France is better connected to various parts of the country and to the rest of Europe. Trains on this line depart Paris from Gare Montparnasse The project is also a response to the heavy traffic on the existing rail line. Train tracks are most efficiently used when all trains circulate at

57-532: A top speed of 574.8 km/h (357.2 mph). This French railway -related article is a stub . You can help Misplaced Pages by expanding it . LGV Sud Europe Atlantique The LGV Sud Europe Atlantique (LGV SEA, English: South Europe Atlantic High Speed Rail Line), also known as the LGV Sud-Ouest or LGV L'Océane , is a high-speed railway line between Tours and Bordeaux , in France . It

76-541: Is part of SNCF Voyageurs , a branch of the SNCF dealing with urban and regional passenger rail, which also includes Transilien , Intercités , Chemins de fer de la Corse (CFC), Keolis , and Effia. SNCF established the TER system in 1984 to provide a framework for the management of regional passenger services. Since the end of the 1990s, it has been closely coordinated with the regional councils, who sign an agreement with SNCF on

95-508: Is the brand name used by the SNCF , the French national railway company, to denote rail service run by the regional councils of France , specifically their organised transport authorities. The network serves French regions; Île-de-France ( Transilien ) and Corsica ( CFC ) have their own specific transport systems. Every day, over 800,000 passengers are carried on 5,700 TER-branded trains. TER

114-549: Is used by TGV trains operated by SNCF . It is an extension of the southern arm of the LGV Atlantique , with the western extension being LGV Bretagne-Pays de la Loire . Both extensions to the high-speed line were inaugurated on 28 February 2017, with services beginning on 2 July 2017. The line, which was at the time the biggest European railway construction project, was built by the LISEA consortium, which owns and maintains

133-588: The French government announced that work on the section to the Spanish border was expected to begin before 2020. In 2015 however, a public inquiry rejected the construction of this section due to cost. The Bordeaux - Toulouse high speed line could be opened in 2029. 46°05′23″N 0°07′30″E  /  46.0896°N 0.1250°E  / 46.0896; 0.1250 TER (train network) Transport express régional ( French pronunciation: [tʁɑ̃spɔʁ ɛksprɛs ʁeʒjɔnal] , usually shortened to TER )

152-571: The LGV. The new line is expected to increase annual ridership by about five million travellers. For financial reasons, the project was initially divided into three phases: In that initial plan, Phase 2 had to be completed on a rapid schedule to cope with the increase in traffic expected after the opening of Phase 1. For this reason the French government announced additional funding in February 2009 to build Phases 1 and 2 together. On 30 July 2010,

171-450: The TGV therefore leave space on the existing tracks for many more freight and TER trains than just the number of removed TGV trains. New regional TER services became possible, and could ease services that are currently crowded. The increase in freight trains on the existing track would ease truck traffic on the roads in the régions, as trains transport more and more goods, easing the impact on

190-509: The classic Paris–Bordeaux railway line. The line was built by consortium LISEA consisting of Vinci Concessions - 33.4%, Caisse des dépôts et consignations - 25.4%, Meridiam - 22.0% and Ardian - 19.2%. The consortium will operate and maintain the line until 2061, and charges tolls to train companies. The consortium invested €3.8 billion, French government, local authorities and the European Union paid €3 billion and €1 billion

209-647: The designated routes, the number of connections, the fares and the service levels. TER services are heavily subsidised by French taxpayers. On average, 72% of the cost is borne by the State and the regional councils, with the travellers paying only about 28% of the cost. This cost tends to increase over time because the regional councils have steadily expanded the number of services. TER trains consist of single or multiple-unit diesel, electric or dual-mode rail cars, as well as some Corail carriages previously used on intercity routes. Seven régions have been experimenting with

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228-411: The environment as well. The project was also sold as benefiting the economy. The construction of Phase 1 created 10,000 construction jobs for five years. Jobs in the transport, commerce, and service sectors were created as well. Local businesses may their see competitiveness increase as their markets expand, and tourism to the region may increase as well. This route supplements – and partly supersedes –

247-408: The high-speed rails. South of Poitiers , a connection allows trains to access the old tracks towards La Rochelle . The journey between Tours and Bordeaux is shortened by around 50 minutes, for a typical Paris-Bordeaux journey time of 2 hours and 3 minutes. 302 km (188 mi) of high-speed track was built together with a further 38 km (24 mi) of conventional tracks that connect to

266-457: The line until 2061 and charges tolls to train companies. Trains on this line depart Paris from Gare Montparnasse . The LGV SEA brings high-speed rail service to southwestern France and connects the regions of Nouvelle-Aquitaine and Occitanie with the high-speed rail service of Northern Europe, which connects Paris to London , Brussels , Amsterdam and beyond. The trip between Paris and Bordeaux takes around two hours and ten minutes at

285-631: The remaining fleet have been refurbished and mainly see service on slower trains between Paris and Bordeaux that use only a portion of the LGV Atlantique and LGV Sud Europe Atlantique . Fast through services on the route are now operated by the higher capacity TGV "Océane" . Modified unit 325 set the world speed record in 1990 on the new LGV before its opening. Modifications, such as improved aerodynamics , larger wheels (from 920 mm to 1090 mm) and improved braking were made to enable test run speeds of over 500 km/h (311 mph). Its gear ratio

304-427: The same speed and have identical stops. The large speed difference between the fast TGV trains, which circulated on the existing tracks at speeds up to 220 km/h (137 mph), and the slower freight trains and TER (regional) trains, which shared the same track, caused the interval between these trains to increase greatly. This congested the tracks and prevented their most efficient usage. Dedicated tracks for

323-640: The transfer of administration of the regional rail network since 1997: Alsace , the Centre-Val de Loire , Nord-Pas-de-Calais (the North), Provence-Alpes-Côte d'Azur , Rhône-Alpes and the Pays de la Loire (Loire Valley), and, since January 1999, Limousin . In 1998, the traffic increased to an average of 4.9% in these seven régions compared with 3.2% in other regions. A few other regions are in turn signing on conventions interimédiaires in order to prepare for

342-457: Was changed from 51 ⁄ 27 × 51 ⁄ 44 ≈ 1 : 2.1894 to 51 ⁄ 27 × 46 ⁄ 49 ≈ 1 : 2.012. The set was reduced to two power cars and three carriages to improve the power-to-weight ratio , weighing 250 t (246 long tons; 276 short tons). The TGV Atlantique's world record was beaten on the 3 April 2007, by a TGV POS set on the LGV Est , which reached

361-578: Was contributed by SNCF Réseau (subsidiary of SNCF ). Another €1.2 billion was spent by SNCF Réseau on the construction of interconnecting lines, control centres, capacity enhancements at Bordeaux and remodelling the track layout at Gare Montparnasse . The new high-speed route bypasses Libourne , shortening the total distance traveled compared to the existing route. No new stations were built between Saint-Pierre-des-Corps and Bordeaux , and service to Châtellerault , Poitiers and Angoulême uses their existing train stations, which new connections link to

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