All domestic railway networks in Europe will now be open to competition. As we describe elsewhere, the process has begun in France to issue invitations to bid for contracts to operate regional train services. The process is slow and new to the regional authorities. Efforts by the Ministry of transport to interest bidders in intercity train services have not been successful so far. Otherwise, it is now possible for train operating companies to apply to create their own services on the national network. 

 An example is Railcoop that we have mentioned before. It is the first cooperative enterprise to propose train services. They need a capital of 1.5 million euros in order to obtain an operating licence. In January 2021, after 15 months, subscriptions had reached 1.2 million euros, so they are getting close. But to start their planned operations on the first route chosen, Railcoop will need to find about 4.5 - 5.0 million euros to finance rolling stock, staff, advances on tolls and much more. 

 RENFE has applied to operate 5 return services between Lyon and Marseille from December 2021 with S100 TGV's (similar to TGV Réseau units). But their requests for slots conflict with current SNCF trains. We have no idea about the outcome of this project. It seems like a response to SNCF trying to enter the Spanish high speed network with a low cost service. 

 2021 will also see the 40th anniversary of the first TGV (between Paris and Lyon) and the 30th anniversary of the first German ICE. It will be 175 years since the Paris - Brussels main line was opened. 

 Brussels is keen to improve cross border train services in Europe (for passengers, freight). There are still many technical obstacles (electricity present or not, track and loading gauges differences, signalling). Hence the pressure to install the European cab signalling system, everywhere. France has its own cab system on TGV's and train protection systems for main lines. Thus SNCF is proceeding rather slowly to install ERTMS. First priority is on routes that cross borders like Thionville - Luxembourg, and international freight corridors. New locomotives and emu trains are equipped with ERTMS in the cab.

 More than ever before, a surge has developed over the issue of reducing carbon emissions with ideas to replace short haul air services with intra European train services, a resurrection of the TEE network of the 1960's and 1970's. Maybe even the return of the sleeper upgraded for the 21st century

 So much to look out for during 2021.

Railadventure, a specialist German open access operator, were contracted to move two newly built CAF units From Hendaye to Forbach for Dutch operator NS (units 2758/3009). The convoy is seen east of La Ferté sous Jouarre (77) on 23rd January hauled by Railadventure DE18 4185.011 en route from Valenton to Forbach. Photo Didier Delattre

RATP and SNCF awarded the winning bid to Bombardier/CAF on January 14th. According to sources cited by the press, Alstom's bid was 600,000 euros more than that of Bombardier/CAF. The mega contract was due to be signed on Jan 25th, but Alstom claimed in court at the last moment that the notification received of rejection of their bid was incomplete. A decision by the court will be taken in 20 days. This has blocked signature of the mega contract. On January 13th, the Tribunal Administratif rejected a prior claim by Alstom that the bidding process was irregular, but Alstom has appealed to the Conseil d'Etat. A decision is awaited but does not affect the process. 

 On January 29th, Alstom took over successful bidder Bombardier Transportation. In the absence of a signed contract with RATP/SNCF, the new company will certainly be able to withdraw the offer of the previous Bombardier/CAF consortium, abandon CAF and make a new more expensive offer for French taxpayers to support. This is hardly the first time Alstom has played 'take it or leave it"! History is strewn with dossiers from Alstom pressurizing the French government to "save¨ its factories in difficulty all over France (Belfort, Reichshoffen, General Electric). Readers may recall the Belfort factory was most recently saved by the French Government placing an order for TGVs that SNCF did not want and for which there had been no open tender process.

Faced with this corporate bad faith, RATP/ SNCF/IDF Mobilites have difficult options. They can cave in to the high-handed  demands from Alstom which seeks to prolong a de facto monopoly that contradicts EU policies. That may enable the start of deliveries in 2025. Or refuse, and issue a new public invitation to bid (the third one). That would likely delay the new trains by a further 18 months and perhaps save a few hundred thousand euros. But there is uncertainty. It supposes a new consortium would come forward to bid (successfully) against Alstom/Bombardier.

Brussels allowed the merger of Alstom and Bombardier Transportation to create a European manufacturer that could compete with Chinese and foreign competition - but have they created their own monster ? - is the new merger hatching out into a cuckoo chick? Though Alstom may yet win this particular corporate game on its own conditions, in the long term, who knows if the next new high speed trains in France will not be Chinese and the next regional trains, CAF/SKODA ?

 Closure of this stretch of single track line (57 km) affects the only daily passenger train, the TET Aubrac express Clermont Ferrand - Bèziers. This train was originally created by SNCF in the summer of 1982 as a Corail express, targeted at tourists. It started at Paris Gare de Lyon combined with the Thermal express which was detached at Clermont-Ferrand for Le Mont Dore. The Aubrac continued to Neussargues with diesel traction. A second change of traction was operated there while passengers remained in their seats. The Corail train continued under 1500 volts to Millau and Béziers. 

 In 2006, the Aubrac express derailed near St Flour on a 30 km section of bullhead rails. Subsequently, a decision was taken to replace all such rails on the national network. But 15 years later, bullhead rails are still present on the Aubrac line, in particular on the 30 km section near St Flour. 

At the end of January, Normandie TER had 20 of their new Class Z56600 Bombardier Omneo Premium XL units in service, and they are making significant inroads into the locomotive hauled trains, particularly with the reduced levels of service operating. The Class BB 26000 Sybic's have now been put into temporary storage pending transfer to the south to take over Bordeaux - Marseille intercités in June. The use of TGV's has not materialised to the level expected. Before Christmas one set was working 3106 08:02 Le Havre - St Lazare, 3109 10:40 St Lazare - Le Havre, 17:02 Le Havre - St Lazare,  3129 20:40 St Lazare - Le Havre. Due to coronavirus restrictions a reduced timetable is now operating with no direct trains from Paris to Le Havre between 08:40 and 16:40.

 In 2010/2011, major engineering work was carried out to renew the track between Angoulême and Saintes at a cost of 60 million euros. On January 9th 2021, the line was closed again between Beillant and Angoulême to complete the work with track replacement along 34 km at different sites. 13 level crossings will be modernised. The purpose is to eliminate all speed restrictions and return the line to its nominal limits of 110 kph. Concrete channels will be laid out along 70 km to bury fibre optic cables. The total cost will be 30 million euros, mostly financed by Nouvelle Aquitaine Region. 

 During closure, services from Royan to Saintes will continue to Niort to connect with La Rochelle - Paris TGV trains. In 2023 the signalling will be modernised.

Despite their financial problems Thalys has finally unveiled its new 'Ruby' livery reminiscent of the "Capitole" livery of the 1970s. On the 18th January Thalys PBKA 4341 is seen emerging from Hellemmes Works before undertaking a test run to Albert. Photo Didier Delattre

 

 Since January 2020, work is underway to build a second tram line from the west of Angers at Belle-Beille Campus across the river to the town centre and on to the eastern side of the metropole at Monplaisir. This line will be 10 km long. Two additional routes, "B" and "C", will be added. 20 additional Alstom Citadis 302 trams have been ordered.

 The blue CAF tram is 24 mètres long with capacity for 150 passengers. It was originally designed to receive an additional segment with bogie to increase the length to 36 mètres and the capacity to 220. Between Besançon Metropole and CAF, it was always planned that this modification would be requested when needed. That moment has arrived, rush hour trams are full and all the fleet is committed. However, it is now reported that CAF has refused to accept an order from the operator to create 8 longer trams by inserting the additional segment as previously planned. So far, no other constructor has accepted that job. The transport authority has indicated that they need a fleet of 13 short trams and 8 longer trams and a formal invitation to bid will be issued. But this procedure is likely to last two years with significant delays to increasing capacity on this busy tram line. One assumes that CAF is too occupied at Bagnères-de-Bigorre with production of new intercity trains for POLT to deal with the Besançon order.

 The intention was to close the TVR on December 31, 2020 and substitute it with buses for 2 years during creation of the first section of the new tramway.

 The public transport system at Toulouse includes two VAL automatic metro lines, a network of bus lines, a number of TER suburban railway lines and a street tramway. Soon, there will even be a cable car.

The first tram line (T1) was opened in stages; 

 - in 2010, a first section of 10 km was opened *, from Arènes (VAL) to Aeroconstellation. 

- in 2013 the line was extended into the city centre at Palais-de-Justice (+ 4 km) 

- in 2015 a branch (T2) was opened from T1 to the airport at Blagnac (+ 2.4 km) The service was then organised into two routes starting from Palais-de-Justice (VAL) and running alternately to each terminus. 

- in August 2020, an extension of 700 m was opened from Aeroconstellation (T1) to a terminus at Meett, the curiously named new conference centre and exhibition hall. (Meett = Meet Toulouse) 

 The tramway is operated with a fleet of 28 Alstom Citadis 302 trams in silver grey and black livery. Approximately 36,000 passengers are carried daily on T1 + T2. .