August 2026 News
Star of the show. CC 65512 was the main attraction at Festivallée on the Chemin de Fer Touristique de la Vallée de l'Aa from 3 to 5 July. As part of the 3 July 'off' event, CC 65512, CC 720274, BB 63866 and BB 63852 made a light engine move from Arques to Lumbres. See full report below. Photo: Didier Delattre.
The second 'Tomorrowland' music festival of the year took place at Boom, south of Antwerp, over the weekend of 24-26 July. A charter to the event was operated by SNCB from Paris Gare du Nord on the 23 July. The return is seen above passing through the forest at Chantilly on 27 July with SNCB Class 18 No 1849 and a set of SNCB stock bearing 'Tomorrowland Express' vinyls. The set includes what is believed to be the last 'disco car' in existence. Photo: Christophe Masse.
To Canfranc by 2035?
After another public inquiry at the beginning of 2027 and depending on granting of a Declaration of Public Utility in mid-year, SNCF Réseau envisages start of construction in 2028. Opening to Canfranc is ‘by 2035’, a timescale reflecting the difficulty of adapting 19th Century infrastructure for modern rolling stock and higher line speed, as well as rebuilding several substantial bridges. No financial details are given but Spanish media reports say work on the French side is now costed at €700 million. This does not include opening-out and rebuilding the 7.9km Somport tunnel, a task that has been allotted to Spanish rail infrastructure authority Adif, likely to be completed by 2032. Following last year’s €2.2 million award for design studies, Adif is expected to call tenders this year for the main construction contract. Cost of rebuilding the tunnel was estimated in 2024 at €93 million.
The reopening is a joint project between Spain’s Aragon region and Nouvelle-Aquitaine, supported by the European Union. Upgrading of the line from Huesca to Canfranc, in preparation for dual-gauging, was completed last year. Aragon frequently expresses its frustration at slow progress on the French side, but Nouvelle-Aquitaine's support has been constrained by the maintenance demands of its TER network. In the light of the general economic malaise affecting France, the process now being adopted could be viewed as surprising. The line was built following an international treaty between France and Spain. An accident destroyed the Pont de l'Estanguet on 27 March 1970, leading to suspension of the service. There has never been a formal closure procedure; this would require a further treaty between the two governments.
The reopening is a joint project between Spain’s Aragon region and Nouvelle-Aquitaine, supported by the European Union. Upgrading of the line from Huesca to Canfranc, in preparation for dual-gauging, was completed last year. Aragon frequently expresses its frustration at slow progress on the French side, but Nouvelle-Aquitaine's support has been constrained by the maintenance demands of its TER network. In the light of the general economic malaise affecting France, the process now being adopted could be viewed as surprising. The line was built following an international treaty between France and Spain. An accident destroyed the Pont de l'Estanguet on 27 March 1970, leading to suspension of the service. There has never been a formal closure procedure; this would require a further treaty between the two governments.
Prior to the 1970 accident, standard traction for the line was ex-Midi BB 4200s, a pair of which is seen at Tarbes in September 1975 (Photo: Jean-Marc Frybourg). If the line does reopen for freight, it will be interesting to see what operators use on the 1 in 28-30 gradients. The post-war service was infrequent. Z 4400 EMUs were used on services to Oloron and Bedous but Canfranc trains were always hauled, comprising elderly four- and six-wheeled stock. Until 1968 these were mixed MV (Marchandises Voyageurs). Today, Bedous still has four trains from Pau on weekdays, now X 73500 autorails, the 65min journey time at least half-an-hour faster than in 1957. These are supplemented by two extras during July and August, while the weekend service increases from six to seven from 5 September.
Bimode AGC B 84831, one of a batch of 12 delivered by CAF in 2025 and bearing 'Nouvelle-Aquitaine Bordeaux Métropole' markings, heads TER 864811 16.27 La Rochelle – Bordeaux near Saint-Laurent-Fouras on 16 July. The service is part of the Poitou-Charentes package recently awarded to SNCF Voyageurs to be operated by newly-created subsidiary SNCF Voyageurs Terre Atlantique. Photo: Georges Turpin.
New direction for SNCF Voyageurs, DG sidelined
Christophe Fanichet, head of SNCF Voyageurs since its inception in 2019, has been replaced and his signature policy abandoned. Announcing the surprise move on 21 July, PDG Jean Castex said he wanted “a lighter, more decentralised organisation, yet closer to the holding company to increase coherence and efficiency”. A new business plan is to be drafted for implementation in early 2027 after consultation with stakeholders, intended “to stimulate a new dynamic and new strategic direction” to meet future challenges, based on the solid results achieved under Fanichet’s leadership.
Le Monde reported ‘strategic differences’ emerging between the two since Castex arrived at the end of last year. The new PDG’s lukewarm embrace of competition is in direct contrast to Fanichet’s proactive approach, as set out in his Destination 2030 (D30) policy to prepare SNCF Voyageurs for the new competitive era. According to Le Monde, Castex felt this was undermining the Group’s unity; Fanichet is said to have been ‘at risk of losing his post at any moment’.
The PDG role has been split, with Laurent Trevisani appointed president and Jean-Aimé Mougenot as director-general, each keeping their existing responsibilities, respectively for strategy and finance, and TER services. They will be supported by Alain Krakovitch and Karine Dussert-Sarthe as deputy CEOs charged with developing a new path for SNCF Voyageurs focusing on ‘unity of the group’.
Fanichet was the architect of Destination 2030, which has been strongly opposed by trades unions as ‘fragmentation’ of the SNCF body. Under D30, semi-autonomous subsidiaries have been created to bid for operating contracts, with transferred personnel retaining some rights but gradually moving to less-favourable pay and conditions. The split of activities into TGV Business and DSP Public Service units (see April News) has also been abandoned. Union opposition to the reorganisation was a major element in June’s strike, and the change of direction may help ease tensions. It is not clear if existing contracts will be affected or how future bids will be structured.
Apparently retaining Jean Castex’s ‘full confidence’, Fanichet will move to ‘different functions’ within the SNCF Group as soon as the policy change is endorsed by the SNCF board. He leaves solid results in the form of a 20% increase in patronage since 2019 and a healthy balance sheet, while 11 out of the 15 operating contracts so far awarded have gone to SNCF. He has guided TGV M through to its introduction next month, overseen expansion of Ouigo in France, rapid growth of the Spanish business, and preparation for next year’s move into Italy.
Inoui TGV R 4505 bearing Disney 'Reine des Neiges' vinyls heads past Lac-du-Bourget at Brison-Saint-Innocent with 9242 06.00 Milan – Paris Gare du Lyon on Sunday 28 June. Photo:Christophe Masse.
As official suppliers to the Tour de France SNCF provided TGV Spécial Train 32740 departing Grenoble at 20.45 on 25 July carrying Tour de France participants to Paris for the final leg of the race on the 26th. Power cars of Dasye Set 728 had been specially decorated with yellow vinyls. The train ran to Versailles Chantiers arriving at 23.54. Photo: SNCF Voyageurs.
Senate presses for simplified ticketing
'Buying tickets is an overly complex process' the Senate sustainable development committee said in a report published on 24 June. Amongst 17 proposals is a national interoperability platform (PNI) to ensure that 'everyone could sell to everyone'. The recommendations build on requirements in the framework law going through parliament and the stipulation that SNCF Connect must be opened to competitors by the end of 2027. 'We are offering SNCF Connect a chance to evolve', the report said. Nevertheless, fears that SNCF would be unduly penalised by the measure (see below) were addressed by leaving open the possibility of stakeholders operating a parallel platform selling only their own tickets.
The 'obstacle course' that many would-be purchasers face includes a multitude of individual platforms for urban, regional and national travel, often requiring manual combination of bookings for travelling outside their home région; the committee identified 160. It deplored the need for 'multiple purchases across different platforms to obtain tickets stored on various media and subject to a range of fares and varying conditions'. Other provisions include:
● Harmonisation of the age at which seniors' reduced fares are offered, fares categories, and the differing conditions attached to individual régions' travelcards.
● Controlled deployment of AI, in particular to offer purchasers the opportunity to simulate and compare various routes before buying tickets.
● Guaranteed connections for through journeys involving more than one operator, the onward legs of a missed connection being available on the trains of any operator.
● Extension of low-fare offers to TGV Inoui services based on 'solidarity pricing' which would take account of family income rather than the age or status of the individual passenger.
The question of refunds and recompense was left open on the grounds that recommendations would bear heavily on the finances of TER networks as they run the most trains and are subject to frequent delay.
SNCF Connect. Evaluating various scenarios around the opening of SNCF Connect to competitors, the operator has concluded that the negative impact on TGV Europe's turnover 'would far exceed gains generated by ticket sales commission' according to a report in BFM Business. If opening the platform took place at the end of 2029, two years later than proposed, SNCF estimates a loss of turnover of €320 million for the years 2030-31.
The 'obstacle course' that many would-be purchasers face includes a multitude of individual platforms for urban, regional and national travel, often requiring manual combination of bookings for travelling outside their home région; the committee identified 160. It deplored the need for 'multiple purchases across different platforms to obtain tickets stored on various media and subject to a range of fares and varying conditions'. Other provisions include:
● Harmonisation of the age at which seniors' reduced fares are offered, fares categories, and the differing conditions attached to individual régions' travelcards.
● Controlled deployment of AI, in particular to offer purchasers the opportunity to simulate and compare various routes before buying tickets.
● Guaranteed connections for through journeys involving more than one operator, the onward legs of a missed connection being available on the trains of any operator.
● Extension of low-fare offers to TGV Inoui services based on 'solidarity pricing' which would take account of family income rather than the age or status of the individual passenger.
The question of refunds and recompense was left open on the grounds that recommendations would bear heavily on the finances of TER networks as they run the most trains and are subject to frequent delay.
SNCF Connect. Evaluating various scenarios around the opening of SNCF Connect to competitors, the operator has concluded that the negative impact on TGV Europe's turnover 'would far exceed gains generated by ticket sales commission' according to a report in BFM Business. If opening the platform took place at the end of 2029, two years later than proposed, SNCF estimates a loss of turnover of €320 million for the years 2030-31.
Technis to maintain Vectrons
Technis, the locomotive maintenance arm of SNCF freight subsidiary Rail Logistics Europe, has agreed with Siemens Mobility to provide maintenance facilities for Vectron locomotives when they are approved to operate in France. Work will be undertaken at 11 major depots (including Lens, Thionville and Dijon) with some facilities provided at other locations by mobile service teams. Siemens will provide technical knowledge of the Vectron platform, diagnostic and predictive maintenance tools and spares. Technis staff will have access to Siemens Mobility’s MoBase digital platform providing identification and delivery of more than 8,000 parts.
Above. Vectrons 'Angéline' and 'Sophie' operating in multiple pass Portet-Saint-Simon in the sweltering afternoon heat on 15 July with a test run from Saint-Jory to Montréjeau-Gourdan-Polignan. The train is made up of the AEF (Agence d'Essai Ferroviaire) test coach 'Aline' and six SNCF MC 76 fourgons. Photo: Georges Turpin.
Above. Vectrons 'Angéline' and 'Sophie' operating in multiple pass Portet-Saint-Simon in the sweltering afternoon heat on 15 July with a test run from Saint-Jory to Montréjeau-Gourdan-Polignan. The train is made up of the AEF (Agence d'Essai Ferroviaire) test coach 'Aline' and six SNCF MC 76 fourgons. Photo: Georges Turpin.
At Hendaye on 29 August 2022, Euroduplex set 864 on TGV 8534 awaits departure for Paris at 09.36. Beyond the platform on the right are broad-gauge tracks 101/102 where San Sebastián suburban trains will terminate from mid-October. Photo: Ben Pattison.
TGVs return to Irún
SNCF Réseau was poised to convert broad-gauge tracks 101/102 in Hendaye gare to provide an additional standard-gauge platform, which under existing international treaties required Spanish approval. Following discussions, it has been agreed that the broad-gauge tracks will be retained 'on a temporary basis', and Renfe's Cercanías service C1 from Brínkola and Donostia/San Sebastián to Irún will be extended across the bridge into Hendaye gare for a trial period. This suburban service from Gipuzkoa towns will supplement the half-hourly Euskotren metre-gauge trains which terminate at platforms in the forecourt of Hendaye gare. Renfe's Class 446 and 447 EMUs have been certified to run over the 'international' section, and an Euskera (Basque language) exemption granted for train announcements and information in French.
TGVs have not run through to Irún since 2017 and the Hendaye – Lisbon Sud-Express night train was withdrawn in 2020. SNCF Réseau will make changes to the OHL to allow Euroduplex sets to reach the new Irún station, opened in January at a cost of €70 million for future standard-gauge high-speed trains running on the Basque Y. This would also allow Régio 2N sets to work into Irún. Platform 12 has been prepared to accommodate TGVs, making Paris – Madrid journeys once again possible with just one change.
Though the Cercanías extension is said to be temporary and studies will continue to determine the future of broad gauge into Hendaye, there is to be cross-border publicity, a Transfrontalier transport map and common ticketing. These will be required in any case for the Basco-Landaise RER which envisages half-hourly trains between Dax and Irún starting in 2032, extending to San Sebastián later in the decade.
Waste and recycling from Annemasse, Genevois and Faucigny is conveyed to the Sivalor processing plant at Bellegarde in colourful containers. An empty train is seen above having just entered Haute-Savoie at Vulbens bound for Bossey on 18 July hauled by a Vecchietti G 1206.
Photo: Christophe Masse.
Germany backs Colmar – Freiburg
At a meeting of the Franco-German Parliamentary Assembly on 12 June, Schnieder and his French counterpart Philippe Tabarot discussed the plan, which would restore the link destroyed in WW2. “New costings are quite positive from the German point of view,” Schnieder said, “so there is no reason to question the project”. Germany’s share, €450 million, would be 90% financed under the Public Transport Funding Act.
Tabarot was not so forthcoming, arguing that the scheme was unaffordable given the huge need for investment to maintain existing lines (in France), even with a 30% cost-reduction achieved by dropping electrification. Studies made in 2019 suggested potential for 3,500 to 5,900 through journeys daily; a revised estimate is expected shortly. Freiburg’s Line S1 from Breisach currently records about 15,000 daily journeys.
Cross-border options. Following a shaky start to the improved service between Metz and Luxembourg, exacerbated by June's heatwave, the QuattroPole city network (Metz, Trier, Saarbrücken, Luxembourg) is seeking more rail options for the 236,000 daily workers crossing the borders. As well as the Metz – Luxembourg axis which is 'nearing saturation' and needs more capacity, improved connections are sought between Saarland and Moselle, in particular Saarbrücken to Metz via Forbach, where only a handful of trains run through, none of them at peak times; and reopening to passengers of Saarbrücken to Thionville via Bouzonville. Having approved reopening of the Thionville – Forbach line at the end of last year (see January News), on 26 June Grand Est voted €240,000 for a further study of the proposals.
Visting Pont-à-Mousson between Nancy and Metz on 16 July, SNCF PDG Jean Castex responded to criticism of the Luxembourg service, pointing to recent investment of €300 million and the new rolling stock being introduced to raise capacity. SNCF plans to rerail 88km of track he said: Woippy to Uckange (22km) in 2027 and Uckange –Metz (66km) in 2028, total cost €78 million. Seven level crossings between Thionville and Luxembourg would be closed or replaced by bridges, and power supply strengthened by construction of an additional substation at Bévange. “A new track dedicated to Luxembourg traffic is under study” he said, without specifying where this would run.
The CFBS is one of the networks to be affected by the hot weather. Following lineside fires between Saint Valery and Noyelles on 10 July steam operations were suspended and all trains diesel hauled. The majority of services have been handled by the two Faur L45Hs, the acquisition of former Polish PKP 326 last year proving a good investment. Seen above, following repainting in its original PKP livery, heading towards Noyelles with the morning service from Saint Valery to Le Crotoy on 22 April. After heavy rain at the end of July steam is scheduled to be reintroduced between Saint Valery and Noyelles from 3 August, with diesel traction between Noyelles and Le Crotoy.
Network survives third heatwave
Stung by criticism of its performance during the extremely hot weather in May and June, SNCF pulled out all stops to ensure a trouble-free getaway for holidaymakers. A million passengers travelled on TGV services over 3-5 July and 1.5 million the following (longer) weekend, the entire fleet of 363 trains mobilised to provide 500,000 more seats than last year. The first weekend passed largely without incident, due to cooler weather than forecast. Delays of up to 2h on LGV Sud-Est and Atlantique were not heat-related, nor was disruption to Paris – Normandie trains, caused by fallen trees at Villennes-sur-Seine. Trains were extremely busy; SNCF said that 14 million tickets had been sold for July and August journeys.
Following two weeks of extreme heat, a few days' respite at the end of June provided breathing space for SNCF to recover before the grands departs. Deflecting criticism that the network had collapsed when temperatures exceeded 35deg, PDG Jean Castex said only 1.2% of the 2.7 million passengers carried in the June heatwave had been inconvenienced; 90% of trains had run normally. Extensive preparations were made for the grands departs in advance of the third period of very high temperatures. Some TGV services were cancelled to allow as many sets as possible to undergo maintenance of heat-sensitive equipment. Nevertheless, the weather situation was “exceptional” he said, and 100% trouble-free service could not be guaranteed.
As well as passengers' discomfort, staff reported their own problems. Excessive temperature in drivers' cabs led to cancellations; contrôleurs complained of inadequate means for assisting distressed passengers when they were themselves suffering. Emergency supplies, such as the 500 bottles of drinking water promised per TGV, were not always available.
By 10 July, the full force of the third heatwave was being felt, with 40deg+ temperatures recorded. In several régions, few TERs were run between 12.00 and 17.00 to conserve resources for peak services, and as usual IC trains with Corail coaches were cancelled on the Bordeaux – Marseille, Clermont and POLT lines. In general, the preparations paid off but lineside fires closed the LGV Sud-Est on 12-13 July, leading to delays of up to 6h as trains were diverted to the classic line. SNCF implemented the rarely-used Pégase emergency plan to assist delayed passengers with onward travel, co-ordinated with the police, RATP, city authorities and taxi operators.
Overheated brakes on a freight train caused a fire which destroyed 79Ha at Tonnerre on 16 July, affecting both the LGV and classic lines. The train ran 13km before coming to a stop. When the heatwave broke briefly on 16-17 July, heavy storms caused widespread damage and delays. POLT night trains in both directions were stopped between Gourdon and Souillac, the northbound service arriving at 15.48 instead of 07.16. Lines out of Lyon to Roanne, Bourg-en-Bresse and Annecy were closed on the 17th whilst debris and fallen trees were cleared after a night of high winds.
Then towards the end of the month came the wildfires, first in the Var, then west of Perpignan and most dramatically around Cap Ferret west of Bordeaux and in Les Landes to the south. In that area, as many as 220,000 people were evacuated from their homes, holiday lets and campsites. Services on the Arcachon, Dax and Mont-de-Marsan lines were stopped by government order on 26 July when Biganos, Marcheprime, Ychoux and other towns on or close to the railway were threatened. TGVs trapped at Hendaye and Tarbes led to several cancellations of Bordeaux – Paris trains, others ran up to 2h40 late. The transport minister asked passengers to defer travel at least until Monday 27th; reservations could be rescheduled free of charge. Some TERs ran south of Bordeaux on the 27th, including a full timetable at Mont-de-Marsan, but there were few TGVs, no service to Arcachon, and several Paris trains heavily delayed. Free exchange of tickets was extended to 31 July to encourage passengers to postpone their journeys.
Disruption continued throughout the last week of July in the fourth period of very high temperatures; records were broken on the 29th at Tarbes (40.2deg), Tournay (41.5) and in Les Landes (42deg). A prefectorial decree on 29 July banned TGVs from running south of Bordeaux though apparently not TERs. A new fire near Morcenx caused more cancellations. Most trains between Bordeaux and Arcachon, Hendaye and Tarbes were abandoned on Friday, Saturday and Sunday, as well as the Paris – Tarbes night train, while the Mont-de-Marsan service was reduced to morning and evening shuttles to Morcenx. Despite the decree, departure boards showed some trains running, including Hendaye – Paris TGVs and TGV 8580 10.27 Tarbes – Paris on the 30th; Bordeaux TERs were terminating at Dax or Morcenx. SNCF said it would need 72h to check the infrastructure before trains could run normally once the decree was lifted. In attempt to cope with heavy footfall expected over the 1-2 August holiday ‘changeover’ weekend, 9,000 additional seats were offered between Friday and Sunday by running two A/R TGVs from Tarbes to Bordeaux via Toulouse (6,600 seats) and extra Bayonne – Toulouse Intercités (1,400 seats).
RATP. Work-at-home policies meant 15% fewer metro passengers on days with the highest temperatures. The operator set up a cellule d’anticipation (hot weather task force) to assess various scenarios for implementation according to the intensity and duration of the heat and is to publish a climate change adaptation plan before next summer. Rail temperature was being taken every day on open-air sections and reduced speed running introduced at 57deg. More drinking-water fountains were installed and metro staff wore thermal gilets to reduce body heat.
Infra Resist tests launched
The severe heatwave highlighted "a big change to which we'll have to adapt" said Jean-François Lesade, SNCF Réseau's deputy director of performance and resilience. "We're used to coping with such events, but what's new is their frequency, intensity and impact". Railhead temperatures exceeding 50deg were being recorded, necessitating more-frequent inspection and imposition of speed restrictions. All infrastructure work now took account of the effects of climate change, he said, including installation of grease-free turnouts to reduce the incidence of mechanisms seizing-up in the heat; use of stronger components in replacement OHL; more clearance to stop trees falling on the line; and larger and more robust drainage channels to cope with run-off water, quantities of which had risen 20% in 20 years.
Amid the June heatwave, SNCF Réseau started trials in its Resist (RESIlience des Structures en Terre) programme to develop innovative solutions for strengthening infrastructure resilience against extreme weather events. Resist aims to reinforce embankments exposed to flooding by designing structures better able to absorb hydraulic stresses and limit damage, allowing rapid resumption of traffic after inundation. The project is being carried out in partnership with Inrae, the national authority for agriculture, food and environmental research.
A dedicated test site has been developed on the disused line from Narbonne to Bize-Minervois involving creation of a 50m3 collection/feed basin at the base of an embankment for control of water used in flood simulation. Dummy track has been marked out, including test channels for simulation of flood conditions. Experiments started in mid-June with flooding of two test channels for researchers to observe the behaviour of the structures during significant flood events, a key step in comparing theoretical models with real-world conditions. Photo: SNCF Réseau.
A dedicated test site has been developed on the disused line from Narbonne to Bize-Minervois involving creation of a 50m3 collection/feed basin at the base of an embankment for control of water used in flood simulation. Dummy track has been marked out, including test channels for simulation of flood conditions. Experiments started in mid-June with flooding of two test channels for researchers to observe the behaviour of the structures during significant flood events, a key step in comparing theoretical models with real-world conditions. Photo: SNCF Réseau.
Reims sets out rail aspirations
● Increased frequency on the Reims – Châlons and Reims – Épernay lines.
● Extended service hours, especially between Reims and Fismes (population 6,000) where trains currently run only in peak times. Despite expenditure of €20 million in 2020, this line needs further upgrading; GE région has granted €4.5 million to finance work during a three-month closure next spring.
● Extra capacity on the Charleville-Mezières – Reims line to provide a half-hourly service.
● Construction of a new halt costing €7 million at Beine-Farman on the Châlons line to serve the university/Henri Farman campuses and Ecoparc Reims Sud where a park-and-ride would be built. Other potential station locations are Witry-lès-Reims and Saint-Brice-Courcelles.
● Provision of feeder buses and expansion of Grand Reims Mobilités express routes to serve more stations.
Reims benefits from TGV service comparable to that of other cities less than an hour from Paris, split between Reims Centre and Champagne-Ardenne TGV station 6.6km south. Better TGV links are sought, including into Germany, as well as through trains to large cities outside Grand Est région such as Dijon and Bordeaux.
TER services around Reims are provided from Grand Est's AGC fleet. On the evening of 12 December 2025 X 76505 rests between duties at Reims station. Servicing and maintenance is provided at the Champagne-Ardennes Technicentre alongside the station. Viewing is possible from some of the rooms at the adjacent Novotel Reims Centre.
New Paris route. There is no direct TER to Paris since closure of the line beyond Fismes in 2016 (first closed 1972, reopened 1981). Although Fismes is now terminus of the residual passenger service from Reims, the line beyond is still used for freight and remains open to passengers between La Ferté-Milon and Paris (Line P). With upgrading of the whole line planned, Grand Est committed €12 million in 2024 to support electrification, though no progress has been made. Now Grand Reims intends to press for reopening between Fismes and La Ferté-Milon to provide a new TER route to Paris as part of the SERM, a proposal complicated by involvement of three régions.
Saumur – La Roche-sur-Yon. Does it have a future?
On the left a pair of X 73500s await their next duty, probably ECS to Bressuire the following day to form TER 863714 16.48 to Saumur. The lead unit X 73584 (right) has had its roof painted white to reflect the sun and reduce the strain on the air-conditioning. Although booked for X 73500s the Saumur – Bressuire services are often replaced with coaches.
A two-month upgrade of the Saumur – Thouars section was completed at the end of April. SNCF Réseau spent €6 million renewing sleepers on the Loire viaduct outside Saumur, and at Nantilly and Montreuil-Bellay, plus reballasting, points fettling and drainage work at several other locations.
A two-month upgrade of the Saumur – Thouars section was completed at the end of April. SNCF Réseau spent €6 million renewing sleepers on the Loire viaduct outside Saumur, and at Nantilly and Montreuil-Bellay, plus reballasting, points fettling and drainage work at several other locations.
Last summer for Train des Plages? The section beyond Thouars to La Roche-sur-Yon line is in the spotlight again as Pays-de-la-Loire région prepares to open its TER services to competition. Elected officials of Deux-Sèvres département wrote to the transport minister on 6 July to seek assurances on the future of this 154km inter-regional route, unloved except perhaps by passengers on the summer-onlyTrain des Plages from Saumur to Les Sables-d'Olonne. With each end in Pays-de-la-Loire, the 60km central section from Cerizay to beyond Thouars runs through the northern tip of Nouvelle-Aquitaine, unconnected to any other railway in the région but giving NA a stake its future. Neither région is keen to invest in modernising a line barely used outside the summer season despite its designation as 'an essential axis for regional mobility'.
The remaining services are operated by PdL but excluded from the TER lots coming up for tendering. Under threat for years, the daily A/R (a single Tours – Saumur – La Roche-sur-Yon service each way that cross at Thouars and doesn't run when the Train des Plages is running ) is liable to withdrawal, probably before 2028, due to the degraded infrastructure on the Nouvelle-Aquitaine section, leaving PdL to run 'branches' from La Roche-sur-Yon to Chantonnay and Bressuire/Thouars to Saumur. Following joint studies with NA, Pays-de-la-Loire earmarked €128 million for renovations in 2021, though little work was done. Recent estimates put the cost at €230 million.
The remaining services are operated by PdL but excluded from the TER lots coming up for tendering. Under threat for years, the daily A/R (a single Tours – Saumur – La Roche-sur-Yon service each way that cross at Thouars and doesn't run when the Train des Plages is running ) is liable to withdrawal, probably before 2028, due to the degraded infrastructure on the Nouvelle-Aquitaine section, leaving PdL to run 'branches' from La Roche-sur-Yon to Chantonnay and Bressuire/Thouars to Saumur. Following joint studies with NA, Pays-de-la-Loire earmarked €128 million for renovations in 2021, though little work was done. Recent estimates put the cost at €230 million.
Below. Turning back the clock at Thouars. For many years SNCF worked all of the traffic from the quarries to the south west of Thouars. Pairs of BB 66000s and A1A 68000s tripped the traffic to Thouars where BB 25500, and finally BB 22200s took over. When the traffic was shared with private operators who used diesels throughout, SNCF abandoned electrics and for a short period used pairs of BB 60000s, before settling on BB 75000s. On 5 August 2009 BB 60061/60093 are about to enter the station with a working from Luché. Photo: Georges Turpin.
News in Brief
Région Sud marked the first year of the Marseille – Nice service operated by Transdev. After a troubled start, 5 million passengers were carried in 12 months. “They predicted chaos” the région’s president Renaud Muselier said, “but we have 45% more passengers and punctuality is 98.4%”. On the evening of 18 July Z 590001/2 and Z 59011/12 are seen at Villeneuve-Loubet-Plage with TER ZOU! 17492 18.26 Nice-Ville Marseille-Saint-Charles. Photo: ©Gwenaël Piérart
Ligne des Cévennes is closed between Langeac and La-Bastide Saint-Laurent-les-Bains after a mudslide on 13 July near Ribains tunnel, 3.8km south of Chapeauroux station. Replacement buses are unable to serve Monistrol-d’Allier, Alleyras and Chapeauroux. Normal service is expected to resume on 14 August.
An NG trainset of RER Line E arrived in the technicentre at Mantes-la-Jolie for the first time on 15 July following a long weekend of work to connect the depot's track, OHL and signalling to the network, as well as raising platforms in Mantes station. Trial running of NGs over the final section to Mantes from Epône-Mézières will include proving all 88 possible routes into and out of the technicentre. When Line E service starts on 28 February 2027 (see July News), 40 of the 130-strong fleet will be based here, along with 100 drivers. Initially, three trains/h will be extended from Nanterre-La Folie to Mantes (not four as we said last month). In addition, Paris – Normandie Nomad services are disrupted at weekends in July and August whilst connections are laid to the new flyover at Mantes. When commissioned next year, this will eliminate conflicting movements between RER and Nomad trains at Mantes. Photo: SNCF Réseau.
The first anniversary of reopening to Luchon was celebrated over the weekend of 20-21 June with a €1 fare offer; 125,000 passengers were carried in the first 12 months. Occitanie president Carole Delga said the région's three hydrogen-powered MUs were close to completing homologation and would be in service on the branch by next summer.
Public consultation starts on 19 August for the Réunion Éxpress tram-train intended to link urban areas along the island's north coast, costed at between €5.2 and €6 billion. SPL Société Réunionnaise des Grands Projets (SRGP) will take the scheme forward to construction starting in 2030. Opening is scheduled in three phases from 2035 to 2050.
Barking mad. Passengers holding an SNCF ticket for their dogs have been fined when traversing 'shared ownership' spaces linking metro and SNCF at Paris interchanges, distances sometimes as little as 10m. Dogs travel free on the metro but require a ticket for SNCF trains which apparently does not cover areas controlled jointly by RATP and SNCF/Transilien, where a separate ticket is required for dogs weighing more than 6kg. SNCF said the rules had been 'misinterpreted' and the €35 fines would be reimbursed. On social media, dog owners accused staff of enforcing an unknown regulation to earn more commission. Passengers are increasingly taking SNCF and RATP to task for perceived heavy-handedness in issuing fines for infringement of obscure regulations.
With a grant of €5 million agreed at a Franco-Italian summit in April, bids are being sought for relaunch of the Autoroute Ferroviaire Alpine (AFA) between Aiton in France and Orbassano in Italy, halted when the cross-border line was closed by a landslide in 2023. September had been advertised as a start date but this will not now be achieved.
Agde. A 55m-long footbridge and walkway was lifted into place over the night of 23-24 June, the latest stage in making the station fully accessible. Together with a multimode interchange opening at the end of the year, the cost is €17.2 million. Photo: SNCF G&C.
Certification. Responding to the expert report into late delivery of rolling stock, on 7 July transport minister Philippe Tabarot promised simplification of the regulations governing homologation to speed up certification and "put an end to this French exception" he said. Commissioning delays were common in other countries, but worse in France. The rules were "too cumbersome and sometimes disproportionate." Representatives of the State, régions, operators, industry and certification bodies agreed to work on an action plan aimed at simplifying regulations whilst "never compromising safety".
The first train ran into Villeneuve-Saint-Georges Technicentre on 6 July utilising the connections laid in at the end of May. The €685 million Villeneuve Demain modernised depot opens in January. With 11 new buildings, SNCF’s largest technicentre will accommodate NG trains of Transilien Line R and RER Line D.
SNCF Voyageurs and Keolis are members of the French consortium Momentum Alliance Partners which has signed an agreement to provide expertise and assess strategies for the troubled San Francisco – Los Angeles high-speed line beyond the Merced – Bakersfield section (192km) under construction.
Reservation reservation? Two years on from introduction of compulsory reservations on certain Grand Est TERs, the région reports increased passenger satisfaction and less overcrowding on routes to Troyes and Strasbourg. Some 5.5 million reservations were made over the period, mostly by occasional travellers. Regular users remain to be convinced, with passengers’ groups calling for more capacity rather than restricted access to popular services.
SNCF and Région Sud presented the Sud-Alpes Winter Olympics upgrading plan to potential contractors and suppliers on 24 June, aiming to involve as many local businesses as possible, especially small and minority enterprises.
Yonne action plan. After several months of disruption between Laroche-Migennnes and Paris, SNCF has instituted task force H:00 (zero hour) to improve performance of 12 frequently-delayed Paris commuter trains from Yonne département affected by engineering work on the PLM main line. With a further period of travaux starting in September, regular passengers are to be offered a 50% reimbursement.
Multimodal travel booking platform Omio is to acquire ticket specialist Rail Europe. The transaction, for an unspecified sum, is subject to French government approval.
Due to this summer’s extreme heat, Eurostar has varied the technical specification for its Avelia trains on order from Alstom, raising the maximum operating temperature from 45deg to 55deg.
Dutch operator Arriva’s daily Groningen – Paris train, scheduled to start this summer, has been postponed by at least a year due to regulatory issues. Arriva is also seeking approval from Dutch, Belgian and French authorities to run Den Haag – Paris and Amersfoort – Paris trains starting in February 2028.
Journalist, author and filmmaker François Gall, one of the creators of the France Télévisions documentary series Des Trains par comme les autres, has died aged 103. He brought to tv film from railways all over the world, involving trains and their passengers to show cultural and industrial heritage. Forty years on, the series still appears weekly.
At Challans on the line from Nantes to Saint-Gilles-Croix-de-Vie the commune will pay SNCF €52,000 to keep the ticket office open on an experimental basis for 10 months until June 2027. Since 2018, daily service has been provided only during July and August, with a mobile guichet on Monday mornings out-of-season.
The new terminus of Tramway du Mont-Blanc at Nid d’Aigle was officially opened on 27 June. A week earlier Haut-Savoie département had taken over operations from Cie du Mont-Blanc which had run the line since 1964. At Haut-Savoie’s other mountain railway, Train du Montenvers, staff went on strike in July to protest against their working conditions following the change of operator last year. Photo: Département de la Haut-Savoie.
SNCF has strengthened ties with the Alternative Energies & Atomic Energy Commission (CEA). A five-year agreement will accelerate development of technologies for ‘better, safer and further decarbonised’ rail transport. CEA researchers will work with SNCF engineers on 15 projects including ultra-precise train geolocation, AI-assisted maintenance, robotisation of industrial operations, and infrastructure security.
The 2026 budget of €66.7 million for Ligne Nouvelle Montpellier-Perpignan was adopted at the end of June. Sète Agglopôle released €840,000 having received assurances from SNCF Réseau on environmental issues that had blocked the money for a year. The viaduc de Poussan will be better integrated with the surrounding landscape and its piers repositioned to avoid damaging a watercourse. Confirmation was also given on the future of Sète gare as terminus of Montpellier’s SERM, where the service will double to around 100 trains daily.
Harassment hotline. From 14 July SNCF and Grand Est région stepped up their campaign against sexual aggression on public transport, up 86% over 10 years. At 55 GE stations, posters invite victims or witnesses of harassment to call 3117 or send an SMS to 31177, where security staff are online 24 hours a day. Image: SNCF Voyageurs.
Subsidence caused by the hot weather closed the Sarlat line beyond Le Buisson from 10-22 July; the six daily trains were replaced by four buses. Also closed is Périgueux – Brive due to the threat of a rockfall near Thenon, with reopening unlikely before 31 August. The 10 daily A/R are replaced by five buses leading to complaints of overcrowding. Bordeaux – Sarlat will be closed outside peak hours from 28 September to 16 October for further work, as will Périgueux – Brive from 3 to 23 October.
With summer fireworks displays banned, Saint-Pantaléon-de-Larche in Corrèze came up with a different concept for its 25 July fête, a video-projected son-et-lumière at the five-arch viaduct over the Vezère river 5km west of Brive on the Bordeaux line.
Photos: Ville de Saint-Pantaléon.
NS2F trialled
The first trials of Hitachi Rail's Nouvelle Signalisation Ferroviaire Frugale (NS2F) took place in mid-June on the Train des Mouettes line between Saujon and La Tremblade. Developed as part of the Train Léger Innovant project with a number of partners and overseen by Ferrocampus, NS2F utilises new technology to bring modern signalling and safety standards to moribund and lightly-used lines. In conjunction with lightweight rail vehicles under development, such as Draisy and Telli, NS2F will help cash-strapped régions make the most of their rail infrastructure, whether for freight or passengers. Funding of €7 million came from the France Relance 2030 scheme.
Intended for plain track 'basic railways' with a minimum of pointwork, NS2F uses geolocalisation to show the position of vehicles on a central control panel using secure public telecoms networks and high-density digital terrain mapping, eliminating track circuits, heavy cabling and physical track-mounted balises and thus reducing wayside equipment and associated costs.
Solar-powered lineside communication cabinets enable points to be controlled via a simplified computer-based interlocking able to set up to 10 routes.Correct functioning of level crossings is achieved by surveillance and Lidar obstacle detection, while the vehicles themselves are fitted with cameras and Lidar to check the condition of the track ahead and report any malfunction or defect. Equipment is based on readily-available commercial components to reduce costs and minimise maintenance downtime. Three grades of installation are planned: for freight-only lines, for basic 'one train' passenger shuttles, and for passenger service involving trains passing at loops.
Vehicles equipped for NS2F are said to be interoperable with the national network. Fine for freight, though the premise of low-cost reopening to passengers using lightweight rolling stock (unable to trigger track circuits) suggests through running is unlikely.
At Mornac-sur-Seudre the loop was equipped for crossing Ferrocampus's road-rail test vehicles. Photos: Hitachi Rail.
State will fund GPSO
The State's 40% contribution towards the €15.5 billion Bordeaux – Toulouse/Dax LGV has been confirmed by prime minister Sébastien Lecornu, ending speculation that a public-private partnership might be sought to sustain the project. Having announced on 7 May that Grand Projet ferroviaire du Sud-Ouest (GPSO) was 'irreversible', the government undertook a month's consultation with stakeholders to discuss alternative financial strategies. Public-private was strongly opposed by all signatories to May's memorandum of understanding, believing it would raise costs still further and delay the start of construction.
Instead, the government will seek to award a design-and-build contract as soon as practicable, charging SNCF Réseau with the task of overseeing the work and ensuring its rapid completion. Despite the view of the Conseil d'Orientation des Infrastructures (see June News) that the line could not be ready before 2035, the aim is for opening between Bordeaux and Toulouse by 2032 at the latest, a year earlier than originally planned. The section to Dax would follow by 2034.
Writing to Occitanie president Carole Delga and Nouvelle-Aquitaine's Alain Rousset on 23 June, the prime minister said: "With its dynamic population growth, Toulouse is set to become the third largest city in France, but it is not yet served by high-speed rail. The new Southwest line (GPSO) is intended to remedy this, and tenders...will be launched in 2026". As planned, funding will come 40% from the State, 20% from the EU and 40% from a tax on communities that will benefit from the new line. In May Lecornu pledged €410 million, 50% of the sum required to launch the tendering process. As for the total State contribution of €6 billion, it is still not clear how this will be raised.
Feu vert for GPSO inevitably brings Phase 2 into the spotlight. The 91 km south from Dax will be a mixed passenger/freight railway connecting with the Basque Y on the Spanish border at Biriatou, the final link in a standard-gauge high-speed route from Paris to Madrid. There would be one station, Sud Landes south of Dax, and connecting spurs to the classic line to serve Bayonne. No timescale for construction has been set, though the COI report said it could not be ready before 2042; in any event, the Basque Y will be open long before.
Work continues on the widening projects south of Bordeaux (12km three-track) and north of Toulouse (19km four-track) which will provide access to the LGV and additional capacity for the two cities' SERM networks. Above, on 20 June at Saint-Jory north of Toulouse the new trackbed is seen on the right, with the station undergoing refurbishment. Photo: Georges Turpin.
Ferval future discussed
Restoration of the 40km section between Loches and Buzançais, closed to passengers in 1977 and freight in 2011, would assure Ferval’s future by providing easier and faster access to La Rochelle port than the roundabout route to Tours via Châteauroux and Vierzon which adds 120km. Initially, Ferval plans to clear the track of vegetation (under SNCF supervision) prior to seeking cost estimates for renovation, as it had done in the mid-2010s to revive the Buzançais – Châteauroux section. Earlier work had seen 29km cleared but this now needs redoing.
Tours – Châteauroux is one of Centre-Val de Loire région’s busiest corridors, bus route 800 running 10 times daily. Despite its recent upgrade, the Loches line has yet to reach its full potential. Paralleled by the bus service with cheaper fares, Loches is considered the weakest branch of the forthcoming Tours SERM. CVdL launched another round of technical studies into the Châteauroux reopening last December, results of which are awaited. Reopening is included in the Indre 2030 development plan, costed at €300 million, but the sinuous nature of the route with many level crossings makes it unlikely that a faster journey time could be achieved than by bus. A pared-down renovation for freight only seems the likely outcome. Photo: Ferval Négoce.
New operator Medway ran its first service from Le Havre to Le Priory on 28 July. Vossloh E 6000 6026 'Estelle' is seen at the head of 51802 09.33 Le Havre – Le Priory as it passes Rosny-sur-Seine. The majority of the containers bear the logo of global shipping company MSC, Medway’s parent. Photo: Christophe Masse.
Médoc line may be cut from SERM
Locals, elected officials and users' groups have reacted angrily to the suggestion that the Médoc line to Le Verdon might be dropped from Bordeaux's SERM as an economy measure. Hard-pressed to find savings, the métropole's new administration has cancelled several high-profile projects, including the cross-river cable car, while Gironde département is also short of money. For users of the Médoc line, subject to daily delays due to weather, vandalism and fragile infrastructure, the SERM project gave hope for an assured future.
Letters to the transport minister, SNCF's PDG and Nouvelle-Aquitaine's president seek an urgent decision on the future of the line, described as the backbone of Médoc's public transport. The current State/région contract-plan allotted €130 million for upgrading the 116km route, but no work has been programmed and the poor financial outlook must place the investment in doubt.
Letters to the transport minister, SNCF's PDG and Nouvelle-Aquitaine's president seek an urgent decision on the future of the line, described as the backbone of Médoc's public transport. The current State/région contract-plan allotted €130 million for upgrading the 116km route, but no work has been programmed and the poor financial outlook must place the investment in doubt.
This month's 50% reduction in frequency of the Pessac – Macau shuttle is a further blow. The near-hourly weekday service is cut to just three A/R over the summer holidays and from 31 August the 14 A/R are reduced to seven, saving one EMU and crew. This busy outer-suburban service has been difficult to operate, with only one passing loop on the single-track northwards from the city boundary at Bruges; the reduced service is confined to peak hours.
Under Midi OHL dating from the 1930s, on 6 June AGC B 81829/30 arrives at Macau at the head of TER 866108, the 06.27 Lesparre – Bordeaux Saint-Jean running 125min late.
Under Midi OHL dating from the 1930s, on 6 June AGC B 81829/30 arrives at Macau at the head of TER 866108, the 06.27 Lesparre – Bordeaux Saint-Jean running 125min late.
Infra round-up
Europe's busiest railway renewed
During three weeks from 24 July to 17 August, SNCF Réseau is replacing 26 turnouts in the underground station at Gare du Nord and a further 14 at Gare du Lyon. This major project, costing €35 million, renews pointwork installed in 1980 used by trains on RER Lines B and D carrying 1.7 million passengers daily. Amongst the prefabricated turnouts are several scissors crossovers, carefully designed for installation in the confined space. Other work includes replacement of 6.2km of track, renovation of signalling equipment, reballasting and renewing short sections of heavily worn rail, with overnight possessions continuing until the end of the year.
Images: SNCF Réseau.
Images: SNCF Réseau.
The connection from the Paris – Amiens classic line to the Roissy-Picardie link was laid over the weekend of 3-5 July at Marly-la-Ville, the southern link to follow in the autumn. Hauts-de-France has approved a contribution of €15.4 million towards the €65 million cost of remodelling Creil and Chantilly stations to make them fully accessible and to handle additional passengers expected when the airport service opens in December 2028. Photo: © SNCF Réseau/Potion Médiatique.
A €230 million upgrade of the Rhône Rive-Droit line between Bourg-Saint-Andéol and Saint-Gervasy (91km) starts on 17 August. Sidings serving the river port at Laudun-l'Ardoise (remnant of the line from Alès closed in 1954), out of use for 20 years, have been refurbished to receive ballast and other materials. This is the base for the factory train which will relay 1km of track per day, replacing 310,000 tonnes of ballast, 270km of rail and 245,000 concrete sleepers. Work will be carried out on weekdays between 08.00 and 17.00, leaving the busy route open overnight when the bulk of freight traffic runs, and at weekends for the Avignon – Pont-Saint-Esprit TER. Normal daytime service will resume on 2 August 2027.
Haut-Savoie and SNCF Réseau have agreed safety improvements and elimination of four level crossings on the Arve valley route from Saint-Gervais-les-Bains-Le Fayet to La Roche-sur-Foron at a cost of €116 million. Overbridges will replace PN 6/7 at Saint-Pierre-en-Faucigny, PN12 at Ayze, PN26 at Cluses, and PN77 in La Roche-sur-Foron. The line’s €260 million modernisation, delayed several times, will now start in April 2030, necessitating closure for 20 months. On the same line, public consultation is open until 19 October on SNCF Réseau's plans for replacement of the three-span box-girder Bonneville viaduct, planned for 2027-28 at a cost of €20 million.
Buses replace trains outside peak hours until 26 September on the line from Épinal to Remiremont where the 6km double-track between Dinozé and Arches is being replaced. Work in Épinal and Remiremont stations will see a further 4km rerailed and three level crossings upgraded. SNCF Réseau is financing the €9.6 million cost.
The latest stage of the Paris – Caen – Cherbourg rerailing project ends on 21 August, with 54km relaid between Caen and Bernay by factory train at a cost of €27 million. The line will be disrupted for three months in summer 2030 for rebuilding the 40m-high embankment at Apremont between Évreux and Mantes-la-Jolie. Remedial work to ease settlement was carried out last year and trains are running at reduced speed, but the embankment is still sinking at several cm a year. SNCF Réseau had considered building a diversion, but the €200 million cost and 10-year timescale ruled it out. Rebuilding will cost €20 million.
Track renewal on 5km between Strasbourg and Lauterbourg saw trains replaced by buses from 11 to 24 July whilst work was carried out at Schiltigheim. Further work between Seltz and Mothern will be done overnight between 14 September and 28 November. With renewal of three level crossings, the investment is €9.7 million.
Work has started on the second phase of Poitiers – Limoges upgrade, closing the line eastwards from Montmorillon until 26 June 2027 whilst the 57km between Lathus-Saint-Rémy and Limoges is rebuilt, two bridges replaced and signalling improved; cost €126 million.
No trains are running between Thionville and Luxembourg from 16 July to 23 August whilst CFL carries out further work on the €292 million four-tracking between Howald and Bettembourg (7km) to separate westwards traffic flows from trains heading south to Thionville. Opening in September 2027, the four-tracking will provide valuable extra capacity on CFL's busiest routes.
Marking placement of the 25,000th cantilever by the 25kV high-output catenary renewal train developed with TSO Catenaires and Colas Rail, SNCF Réseau has awarded three contracts for further OHL work in PACA, Normandie and Centre-Val de Loire régions, and for installation of OHL on the second phase of the (Paris) – Gretz-Armainvilliers – Troyes electrification between Nogent-sur-Seine and Saint-Lyé (48 km),
A €230 million upgrade of the Rhône Rive-Droit line between Bourg-Saint-Andéol and Saint-Gervasy (91km) starts on 17 August. Sidings serving the river port at Laudun-l'Ardoise (remnant of the line from Alès closed in 1954), out of use for 20 years, have been refurbished to receive ballast and other materials. This is the base for the factory train which will relay 1km of track per day, replacing 310,000 tonnes of ballast, 270km of rail and 245,000 concrete sleepers. Work will be carried out on weekdays between 08.00 and 17.00, leaving the busy route open overnight when the bulk of freight traffic runs, and at weekends for the Avignon – Pont-Saint-Esprit TER. Normal daytime service will resume on 2 August 2027.
Haut-Savoie and SNCF Réseau have agreed safety improvements and elimination of four level crossings on the Arve valley route from Saint-Gervais-les-Bains-Le Fayet to La Roche-sur-Foron at a cost of €116 million. Overbridges will replace PN 6/7 at Saint-Pierre-en-Faucigny, PN12 at Ayze, PN26 at Cluses, and PN77 in La Roche-sur-Foron. The line’s €260 million modernisation, delayed several times, will now start in April 2030, necessitating closure for 20 months. On the same line, public consultation is open until 19 October on SNCF Réseau's plans for replacement of the three-span box-girder Bonneville viaduct, planned for 2027-28 at a cost of €20 million.
Buses replace trains outside peak hours until 26 September on the line from Épinal to Remiremont where the 6km double-track between Dinozé and Arches is being replaced. Work in Épinal and Remiremont stations will see a further 4km rerailed and three level crossings upgraded. SNCF Réseau is financing the €9.6 million cost.
The latest stage of the Paris – Caen – Cherbourg rerailing project ends on 21 August, with 54km relaid between Caen and Bernay by factory train at a cost of €27 million. The line will be disrupted for three months in summer 2030 for rebuilding the 40m-high embankment at Apremont between Évreux and Mantes-la-Jolie. Remedial work to ease settlement was carried out last year and trains are running at reduced speed, but the embankment is still sinking at several cm a year. SNCF Réseau had considered building a diversion, but the €200 million cost and 10-year timescale ruled it out. Rebuilding will cost €20 million.
Track renewal on 5km between Strasbourg and Lauterbourg saw trains replaced by buses from 11 to 24 July whilst work was carried out at Schiltigheim. Further work between Seltz and Mothern will be done overnight between 14 September and 28 November. With renewal of three level crossings, the investment is €9.7 million.
Work has started on the second phase of Poitiers – Limoges upgrade, closing the line eastwards from Montmorillon until 26 June 2027 whilst the 57km between Lathus-Saint-Rémy and Limoges is rebuilt, two bridges replaced and signalling improved; cost €126 million.
No trains are running between Thionville and Luxembourg from 16 July to 23 August whilst CFL carries out further work on the €292 million four-tracking between Howald and Bettembourg (7km) to separate westwards traffic flows from trains heading south to Thionville. Opening in September 2027, the four-tracking will provide valuable extra capacity on CFL's busiest routes.
Marking placement of the 25,000th cantilever by the 25kV high-output catenary renewal train developed with TSO Catenaires and Colas Rail, SNCF Réseau has awarded three contracts for further OHL work in PACA, Normandie and Centre-Val de Loire régions, and for installation of OHL on the second phase of the (Paris) – Gretz-Armainvilliers – Troyes electrification between Nogent-sur-Seine and Saint-Lyé (48 km),
Brignoud. Grenoble – Chambéry trains were disrupted for four days in mid-June when a concrete box was rolled into place beneath the tracks during work to eliminate PN27 and build a turnback track north of the station. The crossing will be replaced by an underpass for pedestrians and cycles when the rebuilt station opens in December with 250m-long platforms. From 2028, the turnback siding will be used by a half-hourly service from Grenoble extended from Universités-Gières, marking the first stage in development of Grenoble’s SERM. Total cost €75.6 million.
Photo: Berthouly Travaux Publics.
Opposite. President of the région and local officials visiting on 22 July. Photo: SNCF Réseau.
Further work on the Besançon – La Chaux-de-Fonds Ligne des Horlogers caused disruption from 18 July to 16 August for modernisation of signalling between L'Hôpital-du-Grosbois and Le Valdahon costing €1 million. A reduced timetable saw Mobigo TERs between Le Locle and La Chaux-de-Fonds replaced by SBB trains. PDG Jean Castex visited the site on 24 July, disappointing local officials who had hoped he would commit to upgrading the remaining 10km of unmodernised route (cost €30 million).
Line J. Having previously announced that normal service would resume from mid-July (see July News), on the 17th Transilien said that only half the damaged Z 50000 EMUs had had their wheels reprofiled. With summer holidays restricting the time available at technicentres for the work to be done, no date was given for restoration of the full timetable.
Alternative funding sought for TELT
French and Italian partners in the Lyon – Turin base tunnel project (TELT) met in Chambéry on 17 June to discuss accelerating construction and seeking new funding sources to reduce reliance on public finance for the €11 billion tunnel. Despite the delay and increased costs identified in the Conseil d'Orientation des Infrastructures report (see June News), TELT was confirmed as "an emblematic project for all Europe" by the EC's transport networks co-ordinator Matthieu Grosch. So far, he said "we have not had any problem with European finance, but there is a risk of shortfall as the project enters its final stages [in the next decade]. We are agreed on the need...to think about alternative funding sources". Suggestions put forward included raising bonds and offering an EC guarantee on TELT debt to facilitate borrowing.
Representatives discussed 'frankly' the 10-year delay on the French side, where a new route to the tunnel from the Lyon area has yet to be finalised. France's delegate said that draft proposals would be presented in 2028, to be followed by environmental studies. Construction could start 'before 2038' for commissioning in 2045, a decade after the tunnel opens. In the meantime, upgrading of the classic Dijon – Modane line must be accelerated to equip it for 850m-long freight trains, and the initial phase of the Lyon eastern bypass completed, though there was no mention of progress on these projects. Until the new access route opens, capacity on the French side would be 15 million tonnes annually, against 25 million on the Italian side.
TELT's president Maurizio Bufalini said "I understand France's difficulties, but we must work together to achieve maximum modal shift". With 95% of Franco-Italian freight moving by road, there was a huge market to attack.
Representatives discussed 'frankly' the 10-year delay on the French side, where a new route to the tunnel from the Lyon area has yet to be finalised. France's delegate said that draft proposals would be presented in 2028, to be followed by environmental studies. Construction could start 'before 2038' for commissioning in 2045, a decade after the tunnel opens. In the meantime, upgrading of the classic Dijon – Modane line must be accelerated to equip it for 850m-long freight trains, and the initial phase of the Lyon eastern bypass completed, though there was no mention of progress on these projects. Until the new access route opens, capacity on the French side would be 15 million tonnes annually, against 25 million on the Italian side.
TELT's president Maurizio Bufalini said "I understand France's difficulties, but we must work together to achieve maximum modal shift". With 95% of Franco-Italian freight moving by road, there was a huge market to attack.
Tunnelling delay? According to Le Monde the machine Viviana, commissioned in September 2025 and scheduled to bore 9km over three years, has so far achieved only 3% of its task, less than one metre per day, due to encountering geological faults. Unnamed sources fear this will lead to further delay and increased costs, a situation denied by TELT. The machine's rate of progress was as planned, it said, and the unstable schist encountered was being dealt with by injections of foam to solidify the large amounts of mud. TELT also denied that boring was consuming far more water from local aquifers than had been permitted, as a new hydrogeological study suggests.
Over the weekend of 3-5 July CFTVA (Chemin de Fer Touristique de la Vallée de l'Aa) held a 1950s-themed Festivallée. Main attraction was APPMF's CC 65512 supported by Picasso X 3943 from CFTSA and X 2900 from AAATV Montluçon. Also running were CFTVA's BB 63866 and BB 63852. Following an 'off' event on the Friday, six return trips were run between Argues and Lumbres on the Saturday and Sunday, three with the autorails and three with combinations of CC 65512 and the two BB 63500s. At Arques there ware numerous displays including 230 D 9 and 150 Y 6690 (both out of steam), and a large number of 1950s automobiles. CMR's CC 72074 was also on show, having arrived with CC 65512 and X 2900, but apart from the light engine convoy on 3 July it did not participate.
Above. CC 65512 waits to leave Lumbres with a return service to Arques. On the left is the cement terminal that provides the line's main traffic, operated on weekdays by Hexafret. Below left. X 3943 + X 2900 pass Esquerdes on their return to Arques. Below right. BB 63866 and BB 63852 arrive at Lumbres from Arques. Photos: Didier Delattre.
Above. CC 65512 waits to leave Lumbres with a return service to Arques. On the left is the cement terminal that provides the line's main traffic, operated on weekdays by Hexafret. Below left. X 3943 + X 2900 pass Esquerdes on their return to Arques. Below right. BB 63866 and BB 63852 arrive at Lumbres from Arques. Photos: Didier Delattre.
La Tremblade. The plan for a 260m extension to improved facilities for Train des Mouettes passengers at the Capitainerie has been scrapped due to opposition from the town's new council. The €1.7 million cost was to have been funded by the State and Charente-Maritime département; La Tremblade's maire said he wished the money was available to air-condition the school. An alternative proposal could see a 'green way' built to shorten pedestrian access to the town. Start of the railway's 150th anniversarycelebrations on 24 June was postponed due to the heatwave, rescheduled for 27 July.
Hauts-de-France région cancelled the first operating days of the Vermandois tourist railway on 5 and 12 July after track between Saint-Quentin and Origny-Sainte-Benoîte buckled in the heat, putting the rest of the season in doubt. Photo: ACFT Vermandois.
Renovation has started of the box-girder Mondiès viaduct on the former Cahors – Capdenac line for its new role on the 5.2km voie verte extension from Arcambal to Vers. The presence of lead and asbestos has complicated the work of shot-blasting, raising the cost to €2.9 million. The new section will open next summer.
Vapeur de Trieux is suspended until mid-August after lineside fires on the opening weekend (see June News), another blow to the operators hoping for an untroubled season after last summer's problems. Meanwhile, the loco is on display at Paimpol gare with volunteers running guided visits.
Tunnel vision. Pagézie tunnel on the disused Sarlat – Condat-Le Lardin line in Dordogne is for sale along with an old freight wagon. Bought 15 years ago for a project never realised, the 639m tunnel is advertised as suitable for 'unusual housing or some other use'. The 36km line closed to passengers in 1939 and to freight in 1951.
Photo: SB.
Aube département's first vélorail opened on 16 July between Jeugny and Auxon on Line 26 from Troyes to Saint-Florentin-Vergigny, closed in 1996. Volunteers of association ASL26, created in 2018 to preserve the line'spatrimoine, have restored 10km of track. Two round trips are offered from the halfway point at Saint-Phal.https://www.velorail-aube.fr/reserver/
Urban rail
Lyon's new T10 maintenance depot opened at Saint-Fons at the end of June. Built at a cost of €35 million, the depot can accommodate 30 sets 43m long or 45 of the shorter 32m sets. T10 (8km, 14 stops) is scheduled to open in the autumn. T3, T7 and the Rhôneexpress were closed from 15 July until 2 August whilst connecting tracks to T9 were laid-in. Photo: Sytral.
The new president of Lyon métropole Véronique Sarselli has confirmed scrapping of the previous administration's TEOL Tramway Ouest plan (see May News) but warned that revival of metro Line E would be more expensive (at €1.2 billion) and take longer to build. Announcing a raft of road traffic measures on 22 June, undoing many of the previous administration's attempts to squeeze private cars, she said "we will no longer favour one mode over others". On public transport, she aimed to "put the passenger at the centre of everything we do", with improvements to service quality, punctuality and information within six months, and creation of a transport police force. Work on the city's SERM would be accelerated. She promised an independent audit of metro and tramway incidents and the poor availability of escalators and lifts at metro stations. She also warned of "drastic decisions" necessary to reduce operating costs. Public forums will be held at the end of the year to help identify future urban mobility priorities.
Lille métropole gave the go-ahead for the Roubaix-Tourcoing tramway (20.5km, 38 stops) on 26 June, a week after agreeing with SNCF acquisition of 5.6Ha at Tourcoing Marchandises as the site for the rolling stock depot. In the light of the committee of enquiry's recommendations, there will be greater emphasis on reducing private car use, cutting carbon emissions, construction of multimode interchanges at the termini, and a programme of urban regeneration to cut the number of parking spaces in central Tourcoing. A declaration of public utility is expected in the autumn, with services scheduled to start in 2033. Map: MEL.
Geneva. The citizens' advisory council has approved in principle the Jura-Léman-Salève underground light rail line which would cross the border into France to serve Annecy and Valserhône. The €6 billion plan will be put to voters next year. Opening is unlikely before the 2040s.
Dijon métropole approved a €20 million grant on 25 June to fund further studies and preliminary work on T3 linking Chenôve Portes du Sud and Cap Nord, comprising 7km of new alignment and 3km on two shared sections with T1 and 2. Its route through the city centre will relieve the busiest section of T1. Studies will include possible extensions at both ends to new park-and-ride facilities. A second public inquiry will be held next year. Opening is planned for 2030, cost €200 million. Map: Dijon métropole.
On 2 July, Île-de-France Mobilités approved the extension of metro Line 1 from Château-de-Vincennes to Val-de-Fontenay (5km, three stations) at a cost of €1.7 billion. Public consultations start in October. A previous enquiry held in 2015 came out against the extension, first mooted in 1933, but it is now to be the next project after completion of Grand Paris Express. Opening is planned for 2040. Also approved were extensions of T10 to Clamart and T7 between Athis-Mons and Juvisy-sur-Orge. Map: ÎdF Mobilités.
Villiers-le-Bel-Gonesse-Arnouville station on RER Line D, used by 20,000 passengers daily, is to be made fully accessible at a cost of €51 million. A new footbridge and four lifts will be in service by 2029.
Villiers-le-Bel-Gonesse-Arnouville station on RER Line D, used by 20,000 passengers daily, is to be made fully accessible at a cost of €51 million. A new footbridge and four lifts will be in service by 2029.
Montpellier. On 23 June the métropole validated proposals for the city's SERM network, submitting them for government approval. Rail plans centre on providing a 15min interval service between Sête, Montpellier and Lunel starting in 2034.
Spie Batignolles subsidiary Vallois has won a €6 million contract to landscape 47,000m2 of urban space on Le Havre Line C under construction, planting 900 trees, 1,000 shrubs and thousands of perennials, grasses and bulbs. The 14km line is scheduled to open next year.
Spie Batignolles subsidiary Vallois has won a €6 million contract to landscape 47,000m2 of urban space on Le Havre Line C under construction, planting 900 trees, 1,000 shrubs and thousands of perennials, grasses and bulbs. The 14km line is scheduled to open next year.
MP73 finale. After 52 years of service, Line 6's last MP73 train, Set 6545, made its final run on 8 July. The trains are often seen in films and on tv in clips featuring the elevated section of M6 between Charles-de-Gaulle-Étoile and Nation with its views of the Seine and the Eiffel Tower. The line is now operated by a fleet of 51 MP89 trains transferred from Line 4 under the line's €350 million modernisation. Photo: RATP.
ÎdFM is seeking bids for the 55 double-deck EMUs required for the future Line Y from Paris Austerlitz to Saint-Martin d’Étampes and Dourdan-la-Forêt, the southern branches of RER Line C which are to be split-off in 2032 (see January News). ÎdF région voted €34 million towards the infrastructure work necessary to achieve the separation, with a further €15 million provided by the State.
Paris tendering. On 2 July, Île-de-France Mobilités issued prequalification information for the next batch of lines to be opened to competitive tendering. Five lots are to be offered in the coming year.
● Transilien Line U linking La Défense with Versailles Chantiers and Trappes/La Verrière, 52,000 passengers daily, start December 2030.
● RER Line D (Creil to Melun via central Paris), Transilien Line H (Gare du Nord to Ermont-Eaubonne, Creil and Luzarches), and Line K (Gare du Nord to Crépy-en-Valois), 920,000 passengers daily, start December 2031.
● Three tramway contracts: Lot 50 (T3A, T3B and T10, 580,000 passengers daily); Lot 51 (T5, T6, T7 and T8, 370,000 passengers daily); and Lot 52 (T1 and T2, 560,000 passengers daily).
Tendering of the entire network must be completed by 2040, with metro and RER Lines A/B the very last; all 1,900 ÎdF bus services will be contracted out by the end of this year.
ÎdFM is seeking bids for the 55 double-deck EMUs required for the future Line Y from Paris Austerlitz to Saint-Martin d’Étampes and Dourdan-la-Forêt, the southern branches of RER Line C which are to be split-off in 2032 (see January News). ÎdF région voted €34 million towards the infrastructure work necessary to achieve the separation, with a further €15 million provided by the State.
● Transilien Line U linking La Défense with Versailles Chantiers and Trappes/La Verrière, 52,000 passengers daily, start December 2030.
● RER Line D (Creil to Melun via central Paris), Transilien Line H (Gare du Nord to Ermont-Eaubonne, Creil and Luzarches), and Line K (Gare du Nord to Crépy-en-Valois), 920,000 passengers daily, start December 2031.
● Three tramway contracts: Lot 50 (T3A, T3B and T10, 580,000 passengers daily); Lot 51 (T5, T6, T7 and T8, 370,000 passengers daily); and Lot 52 (T1 and T2, 560,000 passengers daily).
Tendering of the entire network must be completed by 2040, with metro and RER Lines A/B the very last; all 1,900 ÎdF bus services will be contracted out by the end of this year.
Marseille. A 2.1km extension of T2 from Rue de Rome into the Catalan district at Place 4 Septembre was approved on 22 July. The new administration’s preference is for northern extensions of the network but the go ahead was given on the grounds that €7.5 million has already been spent on planning, and €19 million of State funding is available that cannot be transferred to another project. The métropole has also changed the terminus of T3 north Phase 2, originally planned for La Castellane. It will now be a further 700m north at La Bricarde to improve transport for a locality undergoing urban renewal and give La Castellane, where PRM access will not be possible, adjacent accessible stops. Opening of the 7.7km extension is planned for 2031.
Additions to FRS Photographic Archive during July 2026
To Photographic section
Additions to the FRS public folder during July 2026
- Thirty-five images to the David Thirlwall (Region Est) in Folder 1
- FACS magazine no. 428 - March/April 2025
Additions to the FRS public folder during July 2026
- LVDR 1525 & 1526 of January 1976 covering 'Trains TRANSAT' and LVDR 1756 of August 1980 on 'Veteran BB’s of the CdF du Midi' have been added to the 'Locations' section of the archive.
© Peter Lovell & Chris Bushell. The French Railways Society 2026. With thanks to Georges Turpin, Christophe Masse, Didier Delattre, Gwenaël Piérart and Ben Pattison.