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My main point is that there's a strong likelihood of a Bordeaux - Marseille TGV service being commercially viable, operating at a frequency similar to Lyon - Mulhouse. As for rolling stock, if the current order of 115 is only sufficient for replacements, SNCF can exercise options. Is the Oxygene order so rigidly and precisely sized that you end up with surplus stock with no cascade options in the event the Bordeaux - Marseille IC gets discontinued (or downgraded to a TER / absorbed into the TER concessions)?
Quite a few of the other Intercités services are wholly electrified, but they already have all recieved Alstom Regiolis platform EDIT: Coradia Liner stock in the last 5 10 years
Quite a few of the other Intercités services are wholly electrified, but they already have all recieved Alstom Regiolis platform EDIT: Coradia Liner stock in the last 5 10 years
Only one (Nancy-Dijon-Lyon) of the rest of the current Intercités service is wholly electrified, and even this one is ran using subleased TER Grand-Est B84500 bi-mode units. Bordeaux-Nantes, Nantes-Lyon Perrache, Clermont-Ferrand-Béziers are all ran on some parts on Diesel using the above mentionned Coradia Liner stock.
And also to note that it will be a long time into the delivery before they appear on Bordeaux-Marseille, they are specifically ordered for the POLT line first, Bordeaux-Marseille is a secondary concern as POLT is the most important classic line.
Only one (Nancy-Dijon-Lyon) of the rest of the current Intercités service is wholly electrified, and even this one is ran using subleased TER Grand-Est B84500 bi-mode units. Bordeaux-Nantes, Nantes-Lyon Perrache, Clermont-Ferrand-Béziers are all ran on some parts on Diesel using the above mentionned Coradia Liner stock.
Clermont to Béziers was operated by a X73500 railcar last time I went on it, despite being Intercité! Back in the day, the line had a day and night through service to Paris and v.v.
Clermont to Béziers was operated by a X73500 railcar last time I went on it, despite being Intercité! Back in the day, the line had a day and night through service to Paris and v.v.
The latter always runs Neussargues to Béziers. Neussargues to Clermont is paid for by Intercités but it's really a TER running through to Aurillac on a different number and the same unit. It can be either of these two classes.
"Who is contributing to the project's funding?
The GPSO's funding is governed by a financing plan signed on 18 February 2022 between the State, the pioneering local authorities and SNCF Réseau.
The financing plan distinguishes between three types of resources for the project:
Contributions from 25 local authorities in south-western France, covering 40% of the estimated cost, or €5.6 billion;
Contributions from the State, matching those of the local authorities, covering 40%, or €5.6 billion;
Subsidies expected from Europe, covering 20%, or €2.8 billion. SNCF Réseau is also expected to finance the GPSO through its operating results."
The last sentence, which I marked in bold, does not sound like anything close to full recovery of the investment is expected, otherwise they would probably shout it out (if France really had found the holy grail of HSL financing, namely at no cost to taxpayers even on peripherical lines).
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From what I researched, access fees on LGV seem to be negotiated between SNCF Reseau and the train operator, although they have to be approved by the authority. Information rarely seems to get published, but there is one relating to Trenitalias access fees to LGV SE/Med:
The lack of transparency does not mean it is against state aid rules, but it doesn't help (in other countries, eg Austria, access fees are published in a network statement.
Oxygènes units have been ordered to run all the day Intercités services left running on Corail stock, i.e Bordeaux-Marseille, Paris-Clermont-Ferrand and POLT (Paris Orléans Limoges Toulouse) line services (in Orange on the map)
SNCF Réseau don't allow any stock < 300kph (and even then, it is likely to be 320kph on the busier) to run on LGV. The only exception, I know of, is the 200kph Z21700 TER units that needs to use the Virgule de Sablé, to run the Rennes-Nantes via Angers services.
It seems that the ordered Oxygène trainsets will be able to use the high-speed line.
I'd be very interested what arguments SNCF Réseau could have not to allow any stock with a maximum speed of below 300 km/h when paths would be available.
It seems that the ordered Oxygène trainsets will be able to use the high-speed line.
I'd be very interested what arguments SNCF Réseau could have not to allow any stock with a maximum speed of below 300 km/h when paths would be available.
That would be a perfect solution, even though the article you mention quotes the mayor of Agen regretting that the city-centre station won't be served anymore. Unfortunately, SNCF Réseau has moved away again from the loops built on Tours - Bordeaux back to HSL stations (in the interest of the Voyageurs business of course, which again only and ever wants to reduce the number of trains it runs - not that they have so much choice considering the sky-high access charges). At least at both Agen and Montauban it seems that local rail connections are planned, which also should reduce Agen's pain.
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In the meantime, there have been quite a few projects moving forward - albeit slowly (upper Rhine, Stuttgart, Dresdner Bahn in Berlin and the Vogelfluglinie).
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