December 2024 News
The 'Père Noël special train season will soon be underway. On 11 December 2011 BB 66170 is seen at Quillan with a 10-coach special organised by Le Train Historique de Toulouse. The loading is approaching the 550 tonne maximum allowed for a single BB 66000 on the branch. See 'Quillan Clash' article below. Photo: Georges Turpin.
Fret SNCF BB 7359 catches the early morning sun as it crosses the Calamane Viaduct on the 17 September with 71426 06.30 Saint-Jory – Thedirac-Peyrilles. One of the less lucrative flows for Fret SNCF, traffic from this quarry is now the only regular freight on the southern section of POLT north of Montauban, mainly destined for the Infra sector.
Au revoir Fret SNCF, make way for Hexafret and Technis
As part of the 'economic discontinuance' agreed with the EU over €5.3 billion of uncompetitive subsidies paid by the state to Fret SNCF, the company will cease to exist from the end of the year. From 1 January 2025 it will be split into two new entities: Hexafret, a rail freight operator, and a locomotive maintenance company to be called Technis. The name Hexafret reflects the widely-used term for France as L’Hexagone.
As part of the discontinuance agreement with the EU, Fret SNCF has already had to give up 23 of its most lucrative traffic flows to other operators, including provision of traction for long-distance intermodal traffic. Despite this, the two new companies are expected to generate sales of €700 million in 2025, almost equivalent to that achieved by Fret SNCF in 2023. An upbeat video has been released and is available here
Like Fret SNCF before them, Hexafret and Technis will be part of Rail Logistics Europe Group (RLE), SNCF Group's freight arm. Rail Logistics Europe describes itself as a holding company with six brands offering complementary expertise: Hexafret and Captrain (previously VFLI) as rail companies, Technis for locomotive maintainance, Forwardis as bulk freight forwarders, and VIIA and Naviland Cargo as combined rail-road transport experts. VIIA specialises in 'rolling motorways' for HGVs and semi-trailers, while Naviland Cargo’s expertise lies in maritime intermodal traffic. RLE's sales target for 2025 is €1.9 billion compared with €1.5 billion in 2020, the year that SNCF was restructured and RLE formed. RLE has indicated that it will be opening up to private investors and offering minority shareholdings in the next year or two. The unions are demanding a moratorium and threatening strike action from 11 December (see item below).
At the end of October Naviland Cargo announced that it was investing €100 million in renewing its wagon fleet. It currently operates 1,250 60ft wagons with an average age of 45 years. The new fleet will consist of 800 80ft wagons, delivery has already started and should be complete by August 2025. The new wagons will faciliate cross-border traffic and enable train lengths to be increased from 730 to 850m, increasing capacity by 15%.
SNCF's corporate structure has changed significantly on a number of occasions in recent years. The current structure was introduced in 2020 with the aim of focusing on French rail operations distinct from other commercial activities that were placed at arms length.
The current structure is: SNCF Group (or SNCF SA), the parent company wholly owned by the state, with four subsidiaries:
● SNCF Voyageurs – Operating SNCF's passenger services and those sponsored by the state and regions (TERs).
● Rail Logistics Europe – Providing rail freight and logistics services.
● SNCF Gares & Connexions – Responsible for managing station and commercial outlets.
● SNCF Réseau – Manager of the rail network accountable to both SNCF Group and the independent rail regulator.
Since 2020, SNCF's other subsidiaries, mainly local transport operator Keolis and worldwide logistics provider Geodis, have been treated as 'arms length' independent companies which report directly to the SNCF Group board. Prior to 2020 Keolis was part of passenger operations and Fret SNCF was a subsidiary of Geodis.
Technis will operate from 12 main depots with 500 staff. Its primary role will be to maintain the Hexafret locomotive fleet (who with Captrain provide the traction for Naviland, VIIA and Forwardis services), but it will also offer its services to other operators. Below, the scene at the small Captrain depot at Morcenx on the 23 October that provides locomotives for workings at Artix and Lacq. Little has changed since VFLI days with BB 64036 still in the livery when withdrawn by SNCF in 2005, standing next to VFLI liveried BB 418, but owned by Akiem. In the depot building is another BB 400 and an AlphaTrains G 1206.
Vendée Globe
The start of the Vendée Globe, the quadrennial non-stop unassisted round-the-world sailing race from Les Sables-d’Olonne took place on 10 November generating an exceptional number of special trains for sightseers. TER Pays de la Loire offered a €5 ticket from any station in the region; passengers were forbidden from bringing stools, stepladders and ladders. The first arrival was at 05.40 (having left Nantes at 04.00) with subsequent early arrivals at 06.10, 06.55, and 07.40.
A wide range of rolling stock was utilised including a Centre-Val de Loire région Rémi liveried Regio 2N. Following the start of the race, the evening saw numerous departures including four TGVs to Paris Montparnasse and additional services to Saumur and Bordeaux. The latter was formed of IC Coradia B 85043/44, a rare visitor seen above in the yard at Les Sables; this was attached to IC 3837 Nantes – Bordeaux at La Roche-sur-Yon. Below are scenes of the normally empty yard at Les Sables. Photos: Georges Turpin.
December industrial action
Where SNCF has won a tender for TER services, staff are transferred from SNCF Voyageurs into a new dedicated regional SNCF subsidiary. Within 15 months, working conditions are re-negotiated on the basis of the 'Industry Agreement' rather than the SNCF Cheminot agreements, which have been described as 'low-intensity privatisation'. On 14 December new contracts between the regions and SNCF for TER services around Nantes, Amiens and Nice will see 1,200 staff of SNCF Voyageurs transfer to new SNCF regional subsidiaries.
The latest batch of services put up for competitive tendering are those around Le Mans. The ‘Etoile Mancelle’ network includes services on the lines: Alençon – Le Mans – Château-du-Loir, Caen – Le Mans – Tours, Laval – Le Mans – Nogent-Le-Rotrou and Le Mans – Angers. Tender deadline is 10 February 2025. The contract will run for ten years from 2031 with a 49 month lead-in period, during which time the X 72500s used between Caen – Le Mans – Tours will need to be replaced.
The economic discontinuance of Fret SNCF agreed by the government to avoid further EU action over the payment of uncompetitive subsidies has already been strongly criticised in parliament. Although one of the government's red lines in negotiating with the EU was that there would be no job losses, the creation of Hexafret will see the loss of 500 jobs from the current workforce of 5,000 ,with staff being offered jobs elsewhere within SNCF. Since 2009 Fret SNCF has already lost 7,500 jobs from its 12,500 workforce.
The unions have received support from economists and environmentalists who point out that the €5.3 billion subsidy paid to Fret SNCF retained traffic on the railways that would otherwise have been lost to road transport and these benefits have not been taken into account. The 23 traffic flows that Fret SNCF has been forced to hand to its competitors accounted for 20% of their volume and 30% of revenue. These were all direct end-to-end flows and will leave Hexafret with a greater proportion of the more complex wagonload traffic from which it will be difficult to create an economically sustainable business.
One of the traffic flows that Fret SNCF is losing is the Lorry Rail piggyback service for semi-trailers and swap bodies between Bettembourg (Luxembourg) and Le Boulou near Perpignan. Traction is currently provided by Fret SNCF using BB 27000s, but the service is to be taken over by CFL Cargo France who plan to introduce Stadler Euro 6000s that will allow loadings to be increased. Currently there are 27 return services a week. Putting the resources in place to operate the 1,000km 15 hour journey will take a year; during the transition parts of the flow will be sub-contracted back to Fret SNCF/Hexafret.
Lorry Rail is owned by a consortium of French public bank La Caisse des Dépôts, civil engineers Vinci, wagon builder Modalohr, SNCF and CFL.
On 13 March BB 22385, part of the Fret SNCF fleet assigned to intermodal work, passes Conilhac-Corbières with Train 52751 Hourcade – Fos. Photo: Georges Turpin.
Intermodal master plan
The government’s long-awaited Combined Transport Master Plan (Schéma directeur national du transport combiné) published on 24 October envisages creation of 22 new intermodal terminals and modernisation or expansion of 24 existing yards, at a cost of €1.1 billion. It is the result of two years’ consultation between Groupement national des transports combinés (GNTC), Direction générale des infrastructures, des transports et des mobilités (DIGTM), SNCF Réseau, and Voies Navigables de France (VNF). Implementation is intended to boost the national effort towards doubling rail freight’s market share from the current 9% to the EU average of 18%, as set out in the National Strategy for Developing Rail Freight (SNDFF) adopted in 2022 to accelerate decarbonisation of transport.
Freight tonne-km on rail almost halved between 2000 and 2010, recovering slowly thereafter, largely driven by increased intermodal traffic, until checked again in 2020 by covid. To achieve the ambitious target of doubling market share, intermodal rail freight – carrying lorry trailers, maritime boxes and other containers – must triple in just 10 years. The report states that there will be a need to increase the number of intermodal ‘lifts’ from 2.9 million to 3.4 million by 2032 to cater for traffic growth, but this far below the 8 or 9 million which would translate into a tripling of traffic. However, the overall effect of the plans will be an increase in terminal capacity of over 1 million lifts.
Assessment of current facilities lists 35 rail/road terminals, not all operational, the busiest of which are struggling to cope with demand. Facilities in the Avignon – Marseille corridor are working at over 100% capacity and those in the Lyon and Île-de-France areas at 85%. Work to ease these pinch-points is already in progress: Terminal Ouest Provence at Grans-Miramas near Marseille opened in April and other ongoing projects (already financed) include modernisation of Vénissieux and Mouguerre yards, plus proposed terminals at Bruyères-sur-Oise, Sète and Les Aubrais-Orléans (currently out to consultation). The terminal plans are:
Aiton: Improvements in access by 2031, cost €25 million, train length increase to 750m.
Avignon: Increase capacity by around 60% by 2028, cost €30 million.
Bonneuil-sur-Marne (eastern Paris): Extension of existing terminal and creation of a second by 2029, cost €5 million, capacity increase up to 100%.
Bruyères-sur-Oise (northern Paris): New terminal on the river Oise to be served mainly by barges; possibility of one train a day but would need to be split into two sections.
Cherbourg: New piggyback terminal for dedicated Brittany Ferries service, daily service to Bayonne, cost €18 million. See item below.
Clermont-Ferrand Combaude: No details available.
Evry (southern Paris): New terminal on river Seine by 2028, trains limited to 500m, cost about €5 million, one train a day.
Lauterbourg: Extension of terminal on river Rhine by 2027 and construction of new intermodal facilities, cost up to €60 million, possible five-fold increase in traffic by 2030.
Miramas: Extension of Clésud terminal for more and longer trains by 2026, cost €13.1 million, up to 100% increase in traffic; TOP terminal opened April 2024, cost €28.3 million, replaces cramped facilities at Canet with room for longer and more frequent trains.
Montereau-Fault-Yonne: New intermodal terminal at river port, cost €9.2 million, one train a day from 2026.
Mouguerre (Bayonne): Expansion of terminal by 2026, electrification, longer trains, cost up to €70 million, potential tripling of traffic.
Orléans (Les Aubrais): Creation of new terminal by mid 2026, extension by 2030, cost €25.3 million, up to 50,000 TEUs per year; construction start delayed.
Perpignan: Modernisation of existing terminal, cost €8.5 million, possible doubling of traffic.
Rennes: Extension of existing terminal in two phases by 2030, cost €27 million, possible doubling of traffic.
Rungis: New terminal to serve Paris fruit and vegetable wholesale market, work under way for opening in 2026, cost €36.6 million, up to eight train pairs a day.
Sète: New piggyback terminal by early 2025, cost €10.1 million, up to four train pairs a day.
Strasbourg: Extension of two existing terminals in Rhine port by 2027, with second phase yet to be planned, cost €70 million.
Vaires-sur-Marne (eastern Paris): New terminal to open in 2025 and 2028 stages, cost €45 million, 60,000 to 80,000 TEUs per annum.
Valenton (southern Paris): Extension of existing terminal, cost €60 million, 30% increase in traffic.
Vénissieux (Lyon): Modernisation of terminal nearing completion, cost €18.7 million, around 40% extra traffic forecast.
Modernisation or expansion of existing terminals would see €670 million invested over six years, while five currently non-operational at Morlaix, Le Mans, Château-Gontier, Cognac and Niort will be reopened at a cost of €430 million. Locations for other new facilities would be selected on the basis of regional needs with a margin for expansion as demand rises.
While the plan has clear aims, finance remains open to discussion with new models of governance and investment sought. According to GNTC, these could include public-private partnerships (PPPs), mixed-economy companies (SEM), entirely private terminals, or terminals developed by SNCF Réseau but whose management would be transferred to private operators in the long-term. In reality, much of the investment would come from government sources. Also unaddressed is whether existing network capacity is sufficient to absorb the extra trains.
At Bonneuil-sur-Marne on the Seine, an intermodal service operated by Captrain for Cinérites Transport et Logistique arrives three times a week from Voutré in Mayenne département bringing sand and aggregates for building work in Île-de-France. A second terminal will be built here by 2029 to double capacity. Within four hours, the train returns with waste material from GPE metro construction sites for landfill at the disused Kabylie quarry at Voutré. Photo: Cinérites.
TOP Photos: Open Modal/BTM.
In October a new weekly service commenced between Rennes and Blainville-sur-l'Eau near Nancy operated by logistics companies MGE and Be Modal with SNCF providing the traction. This complements the Rennes – Lille service introduced in 2023. Each train includes some 90ft wagons able to carry two 45ft boxes or smaller containers. MGE is transforming its depot at Blainville (below left) with cross-docking facilities to accommodate containers between 20 - 45ft . In autumn 2023 a weekly service was introduced between Haute-Garonne and Blainville using conventional covered wagons. Since summer they have also introduced a combined service from Mouguerre with two weekly return services, in collaboration with the Mendy Group.
Fret SNCF BB 27022 heads 489707 Le Bourget – Hourcade past Villeneuve-Saint Georges on 7 October. The first wagon in the train is designed to carry radioactive material for treatment; it is probably empty. Fret SNCF holds all contracts for carrying radioactive material in France. On 19 November, the last train carrying German nuclear waste left Valognes on the Cotentin peninsula running under high security, reaching Philippsburg north of Karlsruhe three days later. It concludes the 1977 contract between Orano and four German power companies for processing spent nuclear fuel at its La Hague plant. Photo: David Haydock.
Dieppe – Penly to be rebuilt?
Consultation closed on 12th November for EDF’s planned reconstruction of the 27km line from Rouxmesnil outside Dieppe to the nuclear plant at Penly, currently carrying weekly trains of spent fuel. This is a remnant of the CF de I’Ouest line to Eu (Le Tréport) closed to passengers in 1938 and to freight by 1972.
The EPR2 project for construction of new reactors at Penly starts this year and EDF hopes for approval to bring materials and heavy machinery to the site by rail, involving up to five trains a day instead of an estimated 700,000 annual lorry movements. Although much of the line is in poor condition, work was carried out at Grenly in April this year to stabilise a section of the trackbed undermined by chalk quarrying. Reconstruction would start in October 2025 and take about a year.
Photo: Soletanche Bachy France.
Froidcombi introduces 140km/h wagons
Since the late summer intermodal operator Froidcombi has been introducing 140 km/h wagons, with two 19 vehicle sets now operating on its Avignon – Valenton and Avignon – Dourges routes. Each wagon is capable of taking two 45 foot containers increasing train loadings by an additional 7-8%. The company aims to have a fleet of 200 double wagons within two years, replacing those currently rented from Ermewa, VTG and other leasing companies. When 140km/h schedules are introduced journey times should be reduced by up to two hours.
Photo: © Froidcombi.
Washout derailment
The slow-moving train, hauled by Captrain (formerly VFLI) Euro 4000 No E 4047, was nearing its destination at Oulchy-Brény when the locomotive and first two wagons came off the track at a washout; no one was injured. This twice-weekly service moves sand from Sibelco’s pits at Montgru-Saint-Hilaire to Euroglas at Bantzenheim. The loco is one of 12 Stadler Euro 4000s leased by Captrain from Beacon Rail.
The 49km between La Ferté-Milon (terminus of Transilien Line P) and Fismes was closed to passengers in 2009, Fismes retaining a residual Grand Est TER service to Reims. In an upgrade carried out between 2020 and 2023 at a cost of €25 million, the track was renovated for 60km/h running.
Photo: Région Hauts-de-France/CC.
Cuts bite in Occitanie
Occitanie région is pausing its share of the joint order with Nouvelle-Aquitaine for new trains to ease overcrowding on the TER network. Citing a forecast budget shortfall of €187 million for 2025, president Carole Delga said the région would now focus on protecting local jobs, purchasing power and health services. With 11 Regio 2N ordered last year for 2026 delivery, Occitanie had announced that a follow-on order for a further seven trains would be placed in 2024. This is now postponed, along with the three hydrogen/electric MUs intended for the Luchon branch reopening next May, saving €93 million. The latter may not in fact materialise as enthusiasm for hydrogen power is waning in the light of reported problems with Alstom’s iLINT trains operating in Germany, and their forthcoming withdrawal from RMV’s RB15 line, from Bad Homburg to Brandoberndorf.
The new government is cutting funding to the régions by €6.3 billion in 2025, leaving them hard-pressed to fulfil their plans. As a possible quid pro quo Mme Delga asked for a review what she described as the “hyper-inflationary” increase of 8% in access charges planned by SNCF Réseau for 2025. Despite the financial situation, Mme Delga confirmed the région’s long-term commitment to reopening the Luchon, Bessèges and Rhône RD lines, and to the two LGV lines under construction. The Limoux – Quillan and Sévérac-le-Château – Rodez reopenings, seen as the weakest of the five proposals, would be 'reconsidered'. However, there is concern over cost-escalation on the Montréjeau – Luchon project, now entering its final phase before trains start running in May. The latest estimate is reported to be €80 million against the €67 million that had been budgeted.
Following formation by the two régions last year of SPIIT (Société Publique Interrégionale des Investissements en faveur des Transports), a €400 million loan was agreed with the European Investment Bank for joint acquisition of 39 MUs (24 electric, 12 bimode diesel/electric and three hydrogen/electric), and mid-life refurbishment of 97 EMUs, at a total cost of €1.2 billion. It is unclear what savings Nouvelle-Aquitaine (NA) may be forced to make, or how the refurbishment programme might be affected. NA is facing a rolling stock shortage too, as complaints rise of crush conditions on Bordeaux – Pau/Hendaye trains and elsewhere.
Above. Occitanie will need to place greater reliance on its fleet of single-deck Régiolis and AGC units for longer than planned. A four-car Régiolis crosses the River Lot at Cahors on 14 September with Train 871612 13.01 Toulouse – Brive.
Quillan clash
Supporters and opponents of reopening the local railway met at Quillan in Aude département on 16 November when the town’s maire, Pierre Castel, simulated an attack on the track with a mechanical digger, the intention being to ‘start the work’ on his preferred scheme for the disused line to Limoux, conversion to a voie verte. He had avoided actually lifting any rail, as originally threatened, following a reminder from Catherine Trevet, SNCF Réseau’s regional director for Occitanie, that the closed railway remained part of the National network and any attack on it would be considered an act of vandalism for which the maximum penalty is 20 years’ jail and a €300,000 fine.
In the event, the maire’s stunt was probably a waste of his time and energy, as a few days earlier Occitanie région announced that the reopening project would be ‘reconsidered’ on cost grounds (see item above). Along with a reported 80% of locals, Castel opposes reopening of the 28km to Limoux (closed 2017) where trains still run to Carcassonne; previously, he had said he would lie down on the track should any attempt be made to run a train. “This ruinous project for the région’s finances and our taxes will, I am convinced, bring no added value to the economy and tourism in our valley,” he said.
Others disagree. Groups favouring trains, the voie verte and carpooling have been working together with the local communautés des communes, supported by 20 maires, believing that railway and voie verte can be complementary as well as answering widespread demand for desenclavement (opening up) of rural areas. In 2022, an agreement to finance the project was reached, but budgetary and regulatory problems intervened. The earliest date for reopening was put back to 2032 and the cost has risen sharply to €70 million. Now it looks as if the voie verte will be a fait accompli.
Photo: L’Independant.
Occitanie developments
Above left. The scene at Luchon in November with tracklaying from Montréjeau underway and refurbishment of the large station building in progress. One track will be laid against the platform with a run-round loop in the foreground for possible specials, night trains etc, making three tracks in all. Photo: Thierry Leleu.
Above right. At Saint-Jory groundwork is underway for the Aménagements Ferroviaires au Nord de Toulouse (AFNT) in preparation for the LGV, with a new double-track section to be laid alongside the existing track. Photo: Georges Turpin.
News in brief
Paris - Lyon upgrade
The LGV was closed from 9-12 November whilst control was transferred from the 43-year-old Paris PAR and Lyon control rooms to the new Jean-Macé signalling centre at Lyon, the latest stage in deployment of ERTMS Level 2 which is replacing TVM (Transmission Voie Machine) and will raise capacity from 13 to 16 trains/h by 2032. The new nerve centre of LGV Sud-Est controls 460km from Paris to south of Valence.
Photo: ©FranceTV.
LGV Nord. From 28 October, 51 nights’ work is underway to renew expansion joints on Watten viaduct and replace 80m of track at Louches, total cost €12 million. The line was completely closed over the 1 November weekend.
Paris – Rouen – Le Havre. After closures extending over 22 weekends during 2024, including 13 with no trains running, SNCF Réseau has scheduled works on 30 weekends in 2025 with both the direct route via Vernon and Gisors – Serqueux affected. Work includes installation of fibre-optic cables north of Rouen and laying a connection into the new Technicentre outside Le Havre.
Serquigny. Work starts this month until April to enable the new 10-car Regio 2N XL units to be stabled here. These have replaced the BB 15000 and VO2N push-pull stock on the semi-fasts to Paris Saint-Lazare, the last regular working having taken place on 25 November.
Upgrading of the 1.7km east side of the triangle for use by passenger trains has been suggested by local officials as a way of improving service between Evreux and Rouen (direct line closed 1940), currently hampered by the need to change at Serquigny or travel via Mantes-la-Jolie.
Béziers. A new footbridge was craned into position over the weekend of 1 November, the latest stage in work to make the station fully accessible. As well as linking the platforms, the 90m bridge is part of a pedestrian route between the city and the Canal du Midi. A disagreement has arisen between the maire and Occitanie région over the €8 million cost, the région saying it could not afford both the bridge and its contribution towards the proposed Villeneuve-lès-Béziers station on the Montpellier – Perpignan LGV.
Photo: Midi Libre/ME.
Metz gare. In an online competition run by SNCF Gares et Connexions to find the Plus belles histoires de gares, Metz was voted No 1 for the backstory of its design as part of the city (then in Germany) planned by Kaiser Wilhelm II as the epicentre of his new empire. Runners-up were Limoges-Bénédictins and Valençay.
Brest. Eight months’ overnight work began in October at several sites between Plouégat-Moysan and Brest (80km) where 12km of rail-replacement is being carried out and 8km reballasted. The last two evening Paris – Brest TGVs are terminating at Saint-Brieuc or Morlaix.
Pontivy. Track renewal began last month on the freight-only line running north to Saint-Gérand, with 1.3km being completely renewed. A total of €64 million is allocated through to 2027 under plans to raise the région’s rail freight market share from its current 1.9%.
Strasbourg. Three months’ work to renew the 2.5km southern access line to the port of Strasbourg was completed on 15 November, along with overhaul of five bridges and crossings; cost €6.3 million.
Reichshoffen. CAF’s threat to close the Régiolis production line for lack of orders seems to have receded. CEO Alain Picard reports discussions underway with several régions, while orders for rolling stock such as the Oxygène trainsets suggest that the plant might move to two-shift working in 2027.
More landslides. At Chouzy, south of Blois, on 17 October a weakened embankment threatened to engulf the running lines, leading to suspension of trains between Orléans and Tours. After initial stabilisation, single-line operation was possible from 4 November with remedial work to be completed by the 29th. Single-line working was still in force at the end of the month between Tarbes and Montréjeau after a 30m section of cutting at Lanespède had showed signs of collapse on 9 November. Less than half the TER service ran, and Toulouse – Bayonne ICs were cancelled.
Le Train. Construction of the new Talgo TGVs will begin in the spring of 2025, Le Train has announced, though it is unclear whether the company has secured the funding required. It also announced its intention to bid for the TET IC routes from Nantes to Bordeaux and Lyon, seen as complementing the proposed high-speed services; the successful bidder will be able to use the existing Régiolis bi-mode units.
Corse. Buses replace trains between Casamozza and Ponte-Leccia (25km) until 16 March whilst five bridges are renovated and the Muzelle and Ascu viaducts strengthened.
Paris – Brussels Ouigo Classique. Reported to be introduced on 19th December, jointly operated by SNCB and SNCF. It is scheduled to operate three return trips a day calling at Mons, Aulnoye-Aymeries and Creil
ICN. In a surprise move during discussion of the 2025 Finance Bill in October, members of the Socialist and related parties tabled an amendment earmarking €150 million for Night Train development which was adopted by the Finance Committee. Given the current economic climate, it seems unlikely to survive legislative scrutiny, but supporters see the vote as a first step towards approval of the 2021 proposal for construction over 10 years of 600 night train cars and 60 locos, costed at €1.5 billion.
Aubrac. Through running of the daily IC between Béziers and Clermont-Ferrand resumed on 1 November after eight months’ closure of the Saint-Chély-d’Apcher – Neussargues section for rebuilding. An extra train TER 22428/29 with Z 27865/66 organised by Les Amis du Viaduc de Garabit ran from Béziers to Neussargues and return on the 9th to celebrate reopening of the viaduct, with onboard guide, live music and a lunch stop at Aumont-Aubrac to sample local produce. Photo: Midi Libre/MP.
Aurillac ICN. Despite the promise of daily service made last year by the then transport minister Clément Beaune, the Aurillac night train will continue to run weekends and school holidays only during 2025.
Nancy – Lyon IC. The fourteenth TET service begins operation on 16 December linking Nancy (07.46) with Lyon Perrache (12.16), returning at 15.52 for 20.46 arrival in Nancy. IC 4200/4302 replaces a daily TGV withdrawn in 2018. Grand Est région is providing Régiolis stock and has retimed several TERs to connect with the new service.
Le Grau-du-Roi. The winter service of three trains daily to Nîmes resumed on 29 November following renewal of 13km of track using recovered materials, bridgeworks and a level crossing relaid with Edilon slabs to reduce wear and tear.
Mer de Glace. From 1 December the metre-gauge rack line from Chamonix, owned by Haut-Savoie and formerly operated by Cie du Mont-Blanc, is run by Régie départementale du Train du Montenvers, a new Public Industrial & Commercial Establishment (EPIC) set up by the département.
Talence. All lines were closed here on the first two Sundays in November whilst platforms for the new station were built at the junction of the main line and the branch to Le Verdon. No trains ran between Bordeaux Saint-Jean and Biganos-Facture. Photo: SNCF Gares et Connexions.
Eus. Four months after the derailment on the Perpignan – Villefranche Vernet-les-Bains line (see August News), the damaged road bridge remains closed whilst engineers decide whether it is to be repaired or demolished. Trains are running only between Perpignan and Ille-sur-Têt.
Mont-Saint-Michel. From 20 December a through train runs from Paris Montparnasse to Pontorson-Mont-Saint-Michel on Fridays and weekends. TER Nomad 3451 departs at 07.32, returning at 18.14 as TER 3457. On other days, a bus connection is provided at Villedieu-les-Poêles out of the 08.53 Paris – Granville.
Transdev. Alstom is now ‘hoping that more than seven trains [of the 16 ordered] can be delivered in time’ for start of the new Marseille – Toulon – Nice service on 29 June next year; Transdev needs a minimum of 11. Also, in October it was reported that only 27 SNCF staff had agreed to join Transdev at Nice, against a total of 180 required to run the new service.
Paris – Berlin. The night train resumed operation on 12 November having been suspended since August due to engineering work in Germany. The thrice-weekly service becomes daily (except Sunday) from 15 December, with the new daytime train starting the following day.
The Ligne des Horlogers from Besançon to La Chaux-de-Fonds in Switzerland reopened at beginning of November after eight months’ work, the second phase of a project started in 2019 and costing €110 million. Some 22km of track was renewed and 14 structures renovated including the viaduc de Rivotte in the shadow of the Citadelle de Besançon. Photo: Les Echos/DR.
Train des Plages threatened
Pays de la Loire région is seeking economies following the cut in grants from the government. One ‘easy win’ would be closure of the central section of the Saumur – La Roche-sur-Yon line, the 52km between Bressuire and Chantonnay, which will require further heavy maintenance work in the near future, costed at €93 million. This under-used section has one year-round train weekdays only plus the summer Train des Plages from Saumur to Les Sables-d’Olonne (see October News).
No alternative route exists for the Train des Plages which was introduced in 2013 and carries 30,000 passengers each summer, though a through train could run to the seaside at Saint-Gilles-Croix-de-Vie via Angers and Nantes with similar journey time and at lower cost. Despite the train’s popularity, a plea for State aid to keep it running seems unlikely to succeed. Residual services continue between La Roche-sur-Yon and Chantonnay (4 A/R daily) carrying about 21,000 passengers annually, and from Saumur to Thouars (electrified) and Bressuire (6 A/R) with 60,000 passengers a year.
On 24 August the returning Train des Plages TER 859082 with Régiolis B 84551/52 and B 84539/40 leaves Chantonnay en route to Saumur. Photo: Georges Turpin.
Proposals and Possibilities
La Ferté-Gaucher. A study into extension of Transilien Line P from Coulommiers, commissioned by La Ferté-Gaucher municipality, suggests reopening the 19km line (closed in 2002) as a stand-alone feeder to Line P rather than a costly full-scale extension. Local opposition has been countered by recommending the Draisy lightweight battery railcar currently under development.
Paray-le-Monial. Locals are calling for reopening of the loop at Lamure-sur-Azergues, the only crossing place on the 96km between Paray and Lozanne (Lyon), so that all-day service can resume. Since its closure last year, weekday peak-hour contraflow trains are replaced by buses, with the first train from Lyon at 13.25 and the last from Paray at 16.05. In October, 100% punctuality was achieved on only three days, with 41% of trains delayed and 8% cancelled.
Agen – Auch. After years of fruitless discussion over reopening for freight, a new steering group meeting at Fleurance on 22 October commissioned a feasibility study into re-establishing passenger service, the €130,000 cost 50% funded by the State. Local agribusinesses have declined to consider resuming transport of cereals by rail, which was discontinued in 2016, but others would like rail to be part of their emissions-reduction schemes. Reopening to passengers could also ease opposition to construction of the Bordeaux – Toulouse LGV which crosses the Auch line east of Agen. The only railway in Gers links Auch with Toulouse and the département has no freight service. An agreement on reopening had been reached by Occitanie and Nouvelle-Aquitaine régions in 2022 but no progress was made. Photo: Le Petit Bleu d’Agen.
Dating from the end of the last century, the first of the new-generation diesel autorails Class X 72500s are now 25 years old. Despite having been withdrawn by many regions, Nouvelle-Aquitaine still operates a fleet of 23. On 13 November X 72605/06 + X 72701/02 pause in the autumn sun at Saint-Germain-les-Belles (Haute-Vienne) as they run under the wires with TER 869113 12.30 Limoges-Bénédictins – Brive. Photo: Georges Turpin.
Minister seeks new financing model
In a speech seen by some commentators as ‘demoralising’, the new transport minister François Durovray told representatives of the public transport sector not to rely on the State for financing their projects. Speaking at the European Mobilités Expo at Strasbourg on 3 October, M Durovray was responding to requests for a commitment to tackle the ‘investment challenge’ facing many régions in developing and modernising their public transport networks, as well as the burden of high operating costs.
The minister pointed out that “no one has yet seen the money” in the €100 billion ‘new deal’ rail investment plan put forward in early 2023 by the then prime minister Elisabeth Borne. “We need to find a new financing model,” the minister said, “but that will take time. The challenge is to find solutions that do not involve reaching out to the State for funding.” Several possible sources for new money were mentioned, including an increase in the employers’ mobility tax and earmarking part of the proceeds from auctioning of greenhouse gas emission allowances.
Participants came away with the impression that rail was less favoured by the new government than had been the case previously. “Roads will continue to support the majority of travel in the future,” the minister said, though "there is no question of pitting rail against road, [they] are complementary. I want more trains and more buses”. One of his first moves was to announce that a ‘national express bus plan’ would be presented in the new year for networks of high-quality express buses extending 30 to 50km in outer-suburban and semi-rural areas currently poorly served by public transport, designed to attract car commuters.
The minister pointed out that “no one has yet seen the money” in the €100 billion ‘new deal’ rail investment plan put forward in early 2023 by the then prime minister Elisabeth Borne. “We need to find a new financing model,” the minister said, “but that will take time. The challenge is to find solutions that do not involve reaching out to the State for funding.” Several possible sources for new money were mentioned, including an increase in the employers’ mobility tax and earmarking part of the proceeds from auctioning of greenhouse gas emission allowances.
Participants came away with the impression that rail was less favoured by the new government than had been the case previously. “Roads will continue to support the majority of travel in the future,” the minister said, though "there is no question of pitting rail against road, [they] are complementary. I want more trains and more buses”. One of his first moves was to announce that a ‘national express bus plan’ would be presented in the new year for networks of high-quality express buses extending 30 to 50km in outer-suburban and semi-rural areas currently poorly served by public transport, designed to attract car commuters.
In a subsequent interview the minister announced that he planned a conference on financing rail and road infrastructure in early 2025. He stated that the conference must provide visibility and finance to ensure maintenance of rail and road infrastructure for 10 to 15 years and also move forward on decarbonisation and digitalisation; it was necessary to get out of the “infantile, aberrant discussions that take place every year on financing this sector” he said.
Speaking in the National Assembly, the minister said that he wants those providing TGV services, particularly new entrants to the market, to also become involved in regional developments, stating "In an open market framework, the rules of the game can also evolve. I want new entrants to participate in regional operations. I do not see why they should only pick the most profitable services and not contribute to regional developments".
The statement was very much welcomed by SNCF Voyageurs which operates TGV services without public subsidy under 'equalisation,' whereby profitable routes cross-subsidise those that are operated at a loss. In contrast, new entrants only want to position themselves on the most profitable routes, with Trenitalia and RENFE concentrating on Paris – Lyon and Paris – Marseille, while Proxima intends to focus on Paris – Rennes, Angers and Bordeaux. SNCF Voyageurs fears that if new entrants only concentrate on the profitable routes, without taking a share of loss making services, that will upset the balance and impact on the range of services it is able to operate.
Three Nice depots
SNCF Sud Azur’s modernised depot at Nice Saint-Roch will be operational from 14 December, bringing maintenance of the 39 Zou! MUs under one roof. This is the first to open of three new SMR (Site de Maintenance et de Remisage) rolling stock depots being built in the city. Under construction at Nice-Ville is a maintenance and storage facility for the 16 Alstom Omneo Premium EMUs that will operate Transdev’s Marseille – Toulon – Nice service from 29 June 2025, while at Lingostière northeast of the city €28 million is being invested by PACA for a depot to service the hybrid railcars on order for CF de Provence.
Saint-Roch SMR is a crucial element in the 15min interval service being introduced this month between Cannes, Nice and Menton, improving availability by eliminating the need for trains to run to Marseille for heavy maintenance and to Avignon for wheelset profiling. Both electric and diesel trains will be based here as the Zou! fleet includes eight railcars that work the unelectrified line to Breil-sur-Roya and Tende. Obsolete facilities on the 5,000m2 site have been replaced by a three-track shed for daily to heavy maintenance together with a new headquarters building for SNCF Sud Azur. Strict environmental standards were set for this location adjacent to a residential area, with the low-profile buildings to be largely hidden by trees. Waste water will be recycled and roofs have both solar panels and vegetation cover. Around 100 personnel will be based here.
At Nice-Ville, a site operated by SNCF will be formally transferred to Transdev Rail Sud Inter-Métropoles next June though construction of the new depot began in May 2023 and is well advanced. It represents an investment by PACA of €30 million. This will be the nerve-centre of Transdev’s operations, the 2,000m2 building capable of carrying out all levels of maintenance and with siding accommodation for the whole fleet.
At Lingostière on CP’s metre-gauge line a new maintenance depot is to be built on a site opposite the station and workshops, fronting chemin de la Glacière. Scheduled for late 2026 completion at a cost of €42 million, there will be a four-track shed and six sidings, replacing the existing cramped facilities. A section south of the station will be double-tracked to accommodate the planned half-hourly service to Colomars- La Manda, and a bridge over a tributary of the Var river is to be rebuilt.
Above. Saint-Roch SMR looking south and north as it nears completion in August. Photo: SNCF Voyageurs.
Toussaint bridgeworks
No trains ran from Caen to Cherbourg or Granville for four days from 30 October whilst a bridge was installed over a new link road to the rocade at Bretteville-sur-Odon, just west of Caen. The 1,700tonne structure had been assembled close to the site and was rolled into place overnight on 12-wheel trolleys. Cost of the work is €9 million. Photos: actu.frLiberté/CJ.and actu.frLiberté/MG.
Also that weekend the Beauvais – Le Tréport line was closed whilst bridges were replaced at Aumale, Brombos and Feuquières. This work is part of the ongoing €100 million investment in the line which was substantially rebuilt between 2018 and 2020.
Pont 1 Saint-Denis
Major work started at the end of October to replace Pont 1 at Saint-Denis, the bridge that carries Transilien Line K and Paris – Laon trains over RER Lines B and D 2.6km outside Gare du Nord, and which will also be used by CDG Express trains from 2027 (see October News). The awkwardly-skewed crossing determined the choice of a Warren truss span that requires no support between the four tracks below; at 143m long and 16.5m high, it will be the largest such bridge in Europe. The €30 million cost is part of the investment in CDG Express.
Much preliminary work has already been carried out. Several tracks have been realigned to make space for erection of the new bridge alongside the existing structure and an access tunnel dug to allow road trucks to reach the confined site. Weekend closures in October and November of routes that carry over 1,000 trains daily saw temporary piers installed between the RER tracks to support the new bridge whilst it is slid into place in February. The bridge itself has been transported in sections from the manufacturer at Lauterbourg and is gradually taking shape.
The obsolete structure, built in 1894 to an Eiffel design, was limited to 60km/h because of its weakened state after 130 years of service; it was closed to traffic in August 2023. It will be cut-up on site when work is completed in mid-2025. The new bridge will permit running at 90km/h. Photos: SNCF Réseau.
Stars of the silver screen
On 19 November CMR's BB 67573 is seen heading through Saint-Jory bound for Limoges with three coaches from ACPR 1126's historic fleet.
At Limoges other coaches from CFTLP were attached before heading off to Saint-Denis-de-l’Hôtel, between Orléans and Gien, for maintenance prior to a film shoot this month. Photo: Georges Turpin.
Mohon Movements
Further dispersal of the locomotives formerly stored at Mohon took place on 6 November when CC 40109 and BB 16113 were moved to their new home with CMCF at Oignies near Lille. Plans are already in hand to renovate the bodywork of CC 40109 with financial sponsorship secured from Crédit Agricole. Above. Hauled by BB 67590/67413, the pair are seen passing Montigny-en-Ostrevent running as Train 415144 Mohon – Dourges Delta 3. Photo: Didier Delattre.
Preservation of the roundhouse at Nevers has taken a step further with the formation of AVENIR 58 (Association pour la Valorisation et l'Exploitation Nivernaise de la Rotonde 58)
In May an application by SNCF to demolish the roundhouse was refused by the prefecture on the grounds that the application did not take account of its heritage value (it is the last of three roundhouses originally at the depot) and opportunities for its conversion and preservation.
APPMF (Association pour la Préservation du Patrimoine et des Métiers Ferroviaires) have announced their first railtour using newly restored CC 65512 with a return trip from Vierzon to Le Mans on 5 April 2025.
Bookings can be made using the QR code opposite or by following this link
Urban Rail
RATP. Has ordered 12 custom-designed electric-battery track maintenance tracteurs from Stadler, with an option for two more, for delivery in 2027. This is RATP’s first contract with the Swiss manufacturer.
GPE. A train ran for the first time in automated driverless mode on 28 October over the chord linking Champigny depot with Line 15. Three of the 25 six-car Alstom Metropolis MR6V trains have so far been delivered. The first section of Line 15 South is scheduled to open in late-2025.
ÎdF budget. €400 million has been earmarked for transport projects in the squeezed budget for 2025, including €81 million for the next stage of deploying NExTEO on RER Lines B/ D, and land acquisition for the new control centre at La Plaine-Saint-Denis which will replace the existing five sites by 2030. There is also money for electrifying Transilien Line P to La-Ferté-Milon and Paris – Troyes, and €8 million for studies of extending metro Line 1 to Val de Fontenay.
Lille. Alstom’s Fluence train control system, ordered for modernisation of Line 1 in 2012, was commissioned last month, eight years late. However, the wait continues for 52m-long trains to enter service, the first (in store since 2019) now scheduled to be in operation by mid-2026. Platform lengthening to accommodate the longer trains has been completed at 11 out of Line 1’s 18 stations.
Caen. Construction of the Tramway2028 east-west extension has been delayed for a year as new studies must be made of civil works in the area of the Lycée Malherbe before public consultation can begin.
Brest. The first track for T2 was laid on 14 November at its terminus outside the SNCF station. The 5.1km line to the city’s main hospital CHU Brest La Cavale Blanche opens in 2026.
Trams were re-introduced at Brest in 2012 after the previous network was destroyed by allied bombing in 1944 and replaced by trolleybuses. The network has the distinction of being trilingual; French, English and Breton. Audio announcements, card headers, station names, timetables, ticket distributors and various technical information on board trains are in all three languages.
Photo: Le Télégramme/JLP.
Additions to FRS Photographic Archive during November 2024
To Photographic section
- A new gallery of Jacques Pore’s model railway lay-out, depicting 'Tournon Vivarais' metre-gauge meeting standard gauge, with around 100 images has been added to Folder 1
- A number of articles on the 'Banc d’Essais de Locomotives' at Vitry Sur Seine have been added to Folder 7 in the FRS digital archive (a short video of this facility, showing 231G235 being tested, is found at www.ina.fr/video/AFE85000520)
- Around 40 drawings of locomotives, carriages and wagons from my own collection to Folder 2
- CdF du Nord maintenance instructions for depot staff and crews dated 1932 for locomotive series 3.1200, 4.1200 and 5.1200 to Folder 4
- FACS Magazine No. 419 - Sept/Oct 2023 to Folder 12
- Some 300 colour photographs by an unknown photographer, donated to us by the “Friends of the Railway Studies Collection” have been added to Folder 1 in a new gallery (FRSC)
To Locations section
Nil
Additions to the FRS public folder during November 2024
- Locomotive list Koechlin Graffenstaden SACM 1939/1963
- Locomotive list Fives Lille 1949/1973
- Locomotive list Decauville 1878/1969
- Locomotive list Cail 1946/1952
- Graffenstaden 1857/1872
- Dyle & Bacalan
- Photo index for there “FRSC” photographs
© Peter Lovell & Chris Bushell. The French Railways Society 2024. With thanks to Georges Turpin, David Haydock, Didier Delattre and Thierry Leleu.,