February 2025 News
Main line steam is becoming increasingly rare in France with just a handful of locomotives making infrequent appearances. On Saturday 28 September 141 R 840 was chartered by the Ville de Cormeilles-en-Parisis for an excursion to Amiens, running up empty from Les Aubrais to Le Bourget the previous day (see November News). It is seen above leaving Amiens in the evening with the Perret Tower in the background. Photo: Didier Delattre.
Grand Est 2N NGs refurbished
Each set undergoes four to five months of work: technical equipment is assessed and refurbished, and underframe corrosion treated. New seats are fitted, along with phone sockets, wifi, LED lighting, improved accessibility and additional cycle space. HVAC controls have been reprogrammed to adapt output to passenger loading, and additional CCTV cameras installed. First class accommodation, formerly in two separate saloons, has been consolidated into one area.
The repaint in GE blue Fluo livery includes panels mentioning the EU-funded ETCS onboard equipment. This is also being fitted to the 10 2N NG EMUs owned by Luxembourg Railways (CFL) being refurbished under the same programme. GE’s contract with SNCF covers 125 Bombardier AGC DMUs dating from 2005-10 and 41 Alstom 2N NG EMUs (2004-11). They are being renovated at Bischheim works in Strasbourg, previously dedicated to high-speed trains but now adapted to handle regional rolling stock. Around 100 new jobs were created here in 2024 and a further 100 staff will be recruited this year. The contract runs until 2031 and costs €552m, fully-funded by GE which has also invested in the new maintenance centre in Montigny-les-Metz.
In all, 12 régions have contracts with SNCF Voyageurs for their TER mid-life upgrades, amounting to over 900 trains in a rolling programme extending over 10 years and costing a total of €2.3 billion.
On GE’s less-busy Luxembourg route from Longwy, four A/R were added to the timetable in December, extending the half-hourly peak service. Here, there is no daytime or evening service apart from two A/R at lunchtime.
Opposite. Refurbished interior. Photo: Jérémie Anne.
Above. Z 24503/04 at Luxembourg on 17 December with cross-border TER 88755 17.46 to Metz. Photo: Romain Schwartz.
SNCF retains Nantes ICs
SNCF Voyageurs will continue to operate the TET Intercités routes from Nantes to Bordeaux and Lyon under a 10-year contract announced by the government on 28 January. The contract period starts with introduction of the 2027 timetable on 14 December 2026 when a dedicated SNCF subsidiary will take over operations. Transport minister Philippe Tabarot said SNCF’s winning bid “demonstrates the concrete progress made possible by opening up to competition”. The bid was the most competitive financially for the State as guarantor of TET services, he said, adding that the government would shortly start the bidding process for the Paris – Clermont-Ferrand and POLT IC services.
The two routes serve 19 stations across five régions. They share a common rolling stock fleet,15 six-car Coradia Liner B 85000 MUs built by Alstom in 2016/17 and based at Nantes Blottereau where a new dedicated depot is to open for them by 2030. For the revamped service, their interiors will be refreshed to offer a higher standard of comfort and onboard catering provided. Since covid, one additional A/R has been introduced on each route and patronage has doubled. Spare capacity is available to increase the number of services from the present four A/R daily to Bordeaux (373km) and three on the longer route to Lyon (655km). SNCF will add a fifth daily A/R on the busy Bordeaux line, and a sixth on Fridays and Sundays. On the Lyon route, additional trains will be introduced as demand increases.
The Bordeaux service is currently hampered by two long 60km/h pway slacks south of Saintes, lengthening journey time by 25min to 4h 10. SNCF Réseau says it cannot finance renewal before 2030. On the much longer Lyon route, reliability suffers when there are delays on the four radial routes out of Paris, affecting interchanges at Saint-Pierre-des-Corps, Vierzon, Bourges and Nevers. Journey time here is 6h 50min (6h 38 in the westbound direction). Through passengers opt for the more expensive hourly service from Nantes by TGV via Massy, Marne-la-Vallée or into Paris and out again, an hour or more faster despite having to change between Montparnasse and Gare de Lyon. Best Nantes – Lyon time is 4h 46 on the 06.44 TER to Le Mans for a 10min connection with TGV 5332 Rennes – Marseille.
The first call for offers to run the two services failed when the effects of the covid pandemic led bidders to withdraw, leaving SNCF as the only candidate. The competition was relaunched in September 2022; this time offers were received from SNCF Voyageurs, Le Train and Renfe. The result was perhaps unexpected as observers had tipped Le Train as the likely winner.
Above.On 6 July 2022, B 85045/46 L awaits departure from La Rochelle Ville with IC 3831 07.43 Nantes – Bordeaux. Photo: SNCF Voyageurs.
Preserved autorail X 2403 is seen near Aubusson on a railtour to Felletin on 18 September 2022. Photo: Jean-Louis Poggi.
Association L’Autorail Creusois (http://autorail-creusois.fr) is offering what will probably be the last opportunity to travel over the line in an X 2800 autorail, either X 2844 or X 2907. As in previous years, this summer will see operations on seven Thursdays: 17, 24 and 31 July, and 7, 14, 21 and 28 August, the last just before the likely closure date of 30 August. Leaving Guéret at about 14.00, the railcar runs to Felletin with stops at Busseau-sur-Creuse and Aubusson, then makes an A/R to Busseau before returning to Guéret.
Felletin to close
Trains from Busseau-sur-Creuse to Aubusson and Felletin will be ‘suspended’ in August, the préfet of Creuse département announced on 17 January. SNCF Réseau had already indicated that the poor state of the infrastructure would lead to closure before the end of the year. Now, it will fund works costing €200,000 to keep the service going for a final few months. “Suspension does not mean closure” the préfet said, suggesting that a solution could be found to keep the service running. But as detailed in September 2024 News the infrastructure is life-expired, the newest rail dating from 1946. The two tunnels do not conform to current safety standards and require relining. Last year, €12 million was quoted as the minimum expenditure required to keep trains running. Today, SNCF Réseau estimates €50 to €80 million as the cost of renovating the 36km line.
SNCF says the line is used by ‘about 500 passengers daily’ but its own statistics show just 2,768 boardings and alightings in 2023 at the three stations between Busseau and Felletin, while Busseau itself saw only 1,600. Patronage figures may be blurred as the service is often described as Guéret to Felletin though it actually runs Limoges – Guéret – Felletin; few passengers travel beyond Guéret on the two or three daily trains.
Nouvelle-Aquitaine is unable to commit further investment, having funded 75% of €3.5 million worth of remedial work in 2022. The line does not figure in its development plans and money for other infrastructure projects is already strained. During a visit to La Souterraine (Creuse) in November, the previous transport minister François Durovray had affirmed his willingness to seek a solution to avoid closure. Now there is a new government and no announcement has been made.
Withdrawal of Felletin trains will leave the Guéret – Montluçon section of the Limoges – Lyon transversal with just two A/R on weekdays and one at weekends. Fifty years ago, this line was busy with through traffic from Bordeaux to central and eastern France, including day and night services to Genève.
Withdrawal of Felletin trains will leave the Guéret – Montluçon section of the Limoges – Lyon transversal with just two A/R on weekdays and one at weekends. Fifty years ago, this line was busy with through traffic from Bordeaux to central and eastern France, including day and night services to Genève.
Opposite. Early on the morning of 10 September 2016 X 73785 disturbs the peace in Aubusson as it passes on its return from Felletin to Limoges. The crew will have worked down from Limoges the previous evening and spent the night in the hotel at Felletin station. At this time it was the only train of the day. Services have been increased in recent years but have had little impact on passenger numbers.
Looking east from the platform end at Busseau-sur-Creuse in 2005, the Felletin track recently lifted and the junction moved to the east end of the viaduct. Photo: Antoine Gerardo.
At Corbigny on 19 July 2024, the SNCF station is visible in the right background. At centre is the Chemins de fer Economiques de la Nièvre station with its shed. This metre-gauge line linking Nevers and Saulieu closed in 1939. Photo:Georges Turpin.
…and the Morvan lines?
At Clamecy on 18 January, 400 people gathered to oppose closure of their local railways, under threat from cuts in the région’s budget. Lines in the Morvan area of Bourgogne-Franche-Comté (BFC) run south from Laroche-Migennes to Auxerre, Clamecy and Corbigny, and from Cravant-Bazarnes to Avallon, totalling 143km. Beyond Auxerre (19km), services are largely provided by bus. Since 2015, the number of trains has halved; Corbigny now has just one daily, Clamecy and Avallon three each.
A week earlier, on 11 January, local officials met with BFC’s transport vice-president Michel Neugnot to discuss the situation. In November, Neugnot had said that investment of €300 million was required to maintain the région’s lignes de desserte fine (lightly-used rural lines) in good order: “We will not be able to [finance] all the work, so choices will have to be made”. Having asked SNCF Réseau to provide revised costings, he told the meeting that the figure was now between €400 and €500 million. Severe winter weather and summer heat have accelerated deterioration of already-fragile infrastructure he said, citing last August’s derailment south of Clamecy caused by drought damaging the formation. Remedial work that had been planned for 2035-40 would have to be carried out before 2030 to avoid line closures. SNCF estimates that emergency engineering work costing €85 million is required to keep the rural lines running in the short term, of which only €30 million is currently funded.
The maire of Clamecy suggested that €1.4 million (“a drop in the ocean”) would provide a short-term fix for the Corbigny line whilst funding was sought for future upgrading. “We will put pressure on the State to finance the work” said Neugnot, while pointing out that the remaining trains would be replaced by buses and taxis if SNCF could not guarantee safety. This may already be happening. A speed restriction was imposed following August’s derailment, but starting this month the entire line is limited to 40km/h due to a maintenance backlog. This compromises rest time for the crew of Corbigny’s daily train, TER 892309 20.09 from Laroche-Migennes, who lodge overnight at Corbigny before operating next morning’s 05.58 return.
This 33km section was to have been upgraded at the beginning of the decade but covid intervened and nothing was done, though the freight-only line beyond Corbigny to Cercy-la-Tour (52km) was renovated in 2023 at a cost of €1.7 million. Traffic comprises stone from quarries south of Corbigny to Île-de-France and cereals from Auxerre and Châtel-Censoir, about one train a day in total. This has an outlet southwards at Cercy-la-Tour should the line north of Corbigny be unfit even for freight trains.
Other lines. The threat to the Morvan lines raised concern for several other routes in BFC, amongst them the 50km between Paray-le-Monial and Montchanin and the Paray – Lyon line. Despite modernisation in 2018, the latter continues to suffer from SNCF’s inability to staff the only passing loop on the 96km single-track section between Paray and Lozanne. Thus trains run southwards to Lyon in the morning and northwards to Paray later in the day, buses providing the balancing services. Frasne – Pontarlier – (Les Verrières, Switzerland) has also been mentioned as vulnerable.
Other lines thought to be at risk of closure in the current chilly financial climate, due to high operating costs or poor infrastructure, are the 52km between Bressuire and Chantonnay (see December News) with one daily A/R, and the 49km between Le Buisson and Montsempron-Libos where through Périgueux – Agen trains now run only twice daily (three times on Fridays). In Normandie, five lines are reported to be under threat, while in Grand Est the 66km between Épinal and Lure needs emergency works costing €15 million to avoid speed restrictions and expenditure of up to €90 million if trains are to continue running after 2027.
Below. The Clamecy – Corbigny section is the most likely to close having lost its service before, as long ago as 31 May 1980, only to be reopened 18 months later. On Saturday 30 July 2016, B 81757/58 awaits return to Laroche-Migennes with the once-daily train. Photo: N Poinot/Wikipedia Commons CC-BY-SA-4.0.
At the end of November, Auvergne Rhône-Alpes TER received the last of its second batch of 19 class Z 55500 Régio 2Ns following a supplemental order placed in 2019. Numbered Z 55901/5507902 to Z 55937/5507938, they carry set numbers 201C to 219C and the all-blue AURA livery, while the original 40 sets are in blue/grey with vinyls. Set 213C is seen above on 4 January at Estressin with a Villefranche-sur-Saône – Vienne working. Photo: Christophe Masse.
On 3 December B 83607/08, one of the four six car Class B 83600 L Régiolis sets equipped with ERTMS, has arrived at Sarreguemines with TER 830918 12.34 from Strasbourg. The two AGCs stabled in the station will soon be joined by a pair of X 73500s forming TER 86383 13.39 Sarrebruck – Strasbourg.
Strasbourg RER two years on - stable but fragile
It is now two years since Grand Est région and Eurométropole de Strasbourg launched the first stage of Strasbourg's RER network or REME (Réseau Express Métropolitain Européen) as the project is called. The aim is to improve public transport within the conurbation and offer a credible alternative to car travel by improving rail services and their co-ordination with trams, buses and cycling. Although the government had announced the concept of regional RERs in 2022, the detail of what subsequently emerged as SERMs (Services Express Régionaux Métropolitains) was still some months away when Strasbourg’s REME was launched.
The first stage was introduction of trains at 30min intervals between Strasbourg and Sélestat, Molsheim/Barr, Saverne, Mommenheim, and Haguenau (the REME network) between 05.00 and 22.00. Stopping services from Saverne/Mommenheim would run through Strasbourg gare to Sélestat, improving cross-city travel options. The December 2022 timetable change scheduled an additional 813 services a week, and a further 259 were planned for 2023. There was widespread opposition from rail unions and staff due to insufficient rolling stock and staff resources which had been depleted by retirements during covid while training of replacements had been suspended. There was also political opposition as increased services over the REME network would come at the expense of the more lightly-used lines to Lauterbourg, Offenburg (Germany) and Sarreguemines. In addition, fewer trains would run beyond Molsheim in the Bruche valley, and also beyond Haguenau towards Wissembourg.
The new timetable got off to a disastrous start. On the first Monday, 12 December 2022, 67 trains were cancelled in the evening, mainly due to shortage of rolling stock. In rural areas children were late for school because of the reduced timetables. Reacting quickly, the following Monday SNCF introduced a revised timetable with a 25% reduction in services. Even to maintain this service level, rolling stock had to be transferred in from elsewhere and recently-retired drivers encouraged to return to work.
Two years on, and during that period increases have been made incrementally with the objective of restoring user confidence. The December 2024 timetable saw an additional 50 services a week added to the timetable. In total, an extra 700 trains a week will have been introduced over the last two years and the 30min interval service at principal stations achieved. In addition to extra train crew, additional maintenance staff have been recruited to assist faster turnround of stopped rolling stock. In the local control centre, staff numbers have been doubled, including the night shift, with a recognition that an extra 700 trains has the potential for an extra 700 problems.
Although there are plans to extend the 30min interval services and increase them to quarter-hourly on the busiest routes, Strasbourg gare is reaching its capacity with a movement every 30 seconds during peak hours. It is now the busiest provincial station in France, thronged with passengers throughout the day.
Passenger confidence is returning with season tickets and railcard holders up 14%. Passengers on the Strasbourg – Niederbronn line have increased by 41% and on the westerly Strasbourg – Sélestat via Molsheim route by 27%. Reliability is also improving but with timekeeping at 87% between Strasbourg – Sélestat and 92% between Strasbourg – Molsheim there is still room for improvement. As noted in December News there is still evidence of last minute cancellation and delays particularly on the TER 200 operated services.
One of the challenges facing the operational staff is the range of rolling stock with push pull services operated by 1970s technology BB 22200/26000 electric and BB 67400 diesel locomotives alongside more modern X73500, AGC and Régiolis units, in Grand Est Fluo, Alsace, Metrolor and Champagne Ardennes liveries, with some X 73500s in Normandie livery. While it does give the impression that the rolling stock has been cobbled together it does give a flexibility in being able to take up spare stock from elsewhere. The new class B 85500 Régiolis are being used on Alsace services prior to operating cross-border routes in the summer although to some extent they are filling the gap left by the transfer of three Metrolor Régiolis to Chalindrey to cover the new Nancy – Lyon Intercités service
Trains from the Wissembourg, Lauterbourg and other branches to the north of Strasbourg tend to use the bay platforms (opposite) at the north end of the station reducing the potential for further through running. It could only be achieved by abandoning the bays and crossing all running lines to the west side platforms used by trains to Molsheim and beyond.
A number of other changes have been made including improving connections between TGV and TER services and inclusive ticketing for train, tram and bus journeys within the REME area. TGVs between Paris and Strasbourg are extended to Colmar where there is more platform space to lay over before returning. Below. On the 5 December 4707 pulls away from Colmar with the 16.45 to Paris Est.
Grand Est is the last bastion of the remaining Z2 units; 14 of the original 22 AC versions are still in operation. The units were withdrawn in 2022 due to asbestos in the cabs but were refurbished to meet Grand Est's demand for rolling stock to enable service levels to be increased. Based at Thionville, they undertake Metz – Nancy – Épinal – Remiremont services. Above Z 11517 is seen near Bayon on 27 November with TER 835766 11.06 Épinal – Nancy. Photo: Christophe Masse.
News in Brief
Renfe to Toulouse. Renfe’s application to operate a Barcelona – Toulouse service received approval from L’agence ferroviaire de l’Union européenne on 23 December. Daily service is expected to start at the beginning of April. Three or four runs per week are being made between Perpignan and Toulouse for staff training, the first taking place on 2 January with S-100 Set No 18, seen at Toulouse Matabiau.
Photo: Georges Turpin.
Trenitalia to Marseille. In addition to its five daily Paris – Lyon A/R, from 15 June Trenitalia will run four A/R from Paris to Marseille calling at Lyon Saint-Exupéry, Avignon and Aix-en-Provence TGV with a journey time of around 3h 20. Trains will depart Gare de Lyon at 05.55, 11.15, 14.26 and 19.04, returning at 06.52, 09.53, 15.40 and 18.49. Booking opens next month. Fares are promised to be ‘simple, flexible, exchangeable and reimbursable’.
On its Paris – Lyon route, SNCF Voyageurs is to introduce InOYes First, a premium first class offer to counter Trenitalia’s business option which has leather armchairs and free food and drinks.
LGV delay? GPSO has denied a report in La Tribune that budgetary pressure and a shortage of resources will delay construction of the Bordeaux – Toulouse/Dax LGV. A rail consultant was quoted as saying that opening of Bordeaux – Toulouse was unlikely before 2038 (five years late) as human and technical resources were fully mobilised to keep up with maintenance of conventional lines. Meanwhile, groups opposed to the LGV are planning a major manif on 21-22 March.
Rennes – Châteaubriant. €550,000 has been granted for studies into the planned upgrading. Work would include raising line speed to 100km/h to cut journey times and augment the timetable, a new halt serving the Bois de Teillay industrial area at Janzé, and laying of a private siding to a proposed hydrogen production plant. On 27 July 2016, old and new trains pass at Vern, X 2146/47 on the 16.32 Châteaubriant – Rennes and X 73583/96 forming the 17.28 Rennes to Retiers. Today the loop at Vern is out of use, the X 2100s are long gone, and Châteaubriant’s last Rennes departure is at 14.15.
Photo: RailwayWorld.net/Gareth David.
La Gentiane Bleue. The weekend ski train from Dijon and Dole to Les Longuevilles Rochejean, chartered by the resort of Métabief for the past 35 years, has ceased having only operated one season since 2019. Unpredictable weather, high operating costs and declining patronage make it uneconomic to continue.
Rail for Ukraine. The first trainload of rail made from recycled steel scrap reached Mostyska in Ukraine on 15 January. France had granted a loan of €37.6 million in 2022 for production of 19,093 tonnes of rail in France by the German Saarstahl group to be used in rehabilitation of war-damaged lines. The steel was produced at the former Ascoval works near Valenciennes and rolled at Hayange. The first batch is sufficient to renew 145km of track. Deliveries will continue throughout the year.
Couville. This commune of 1,200 inhabitants 10km south of Cherbourg has been relieved of a bill for €1.1 million for the 2018 renovation of an embankment and culvert beneath the railway that passes but does not serve the town. SNCF and the commune disputed liability for the work and on 17 January the Nantes court of appeal ruled in Couville’s favour. The maire complained of SNCF’s ‘inhumanity’ in suing the village for a sum that would take 28 years to pay off.
ArcelorMittal. Staff protesting against the closure of the Reims site ‘kidnapped’ an ex-DB V100 loco, one of two works shunters destined to be returned to owner Sifel at Mézy-Moulins by road on 2 January. They sought fresh negotiations with management over the closure. Photo: L’Union.
A citizens’ initiative Sud Aveyron Express has been set up aimed at improving the service between Sévérac-le-Château, Millau and Tournemire, specifically by offering the line as a testbed for the Draisy lightweight railcar. Two daily trains currently run between the three stations.
Orléans. Two years’ work began on 6 January to make the station fully accessible. In the first stage through to April, platforms C and D are being raised to 55cm height, necessitating termination or diversion of one-fifth of the 130 daily trains to nearby Les Aubrais. The main hall will be renovated over the summer months, followed by raising of platforms A and B during 2026.
Gender ruling. The European court of justice has ruled that ‘the gender identity of the customer is not necessary…for the purchase of a ticket’, following complaints by minority rights groups. SNCF’s requirement for passengers to declare as Monsieur or Madame when buying a ticket was deemed a breach of the EU General Data Protection Regulation. The court hoped that SNCF would use ‘less intrusive’ expressions in its dealings with customers. More generally, there is concern about SNCF seeking unnecessary information, including the requirement by some vending machines for a phone number before issuing even a local ticket.
Dunkerque. Five months’ overnight work began on 20 January to relay 5km of track between Dunkerque and Coudekerque-Branche at a cost of €12 million.
Quillan. "It is not an abandonment, it is a suspension in the light of the budgetary situation…the commitments will be fulfilled as soon as we have the means", said Jean-Luc Gibelin, Occitanie’s vice-president for transport, answering critics of the decision to postpone reopening of the Limoux – Quillan and Rodez – Sévérac-le-Château lines (see December News).
New night stock. Following last month’s news of forthcoming tenders, transport minister Philippe Tabarot announced on 20 January authorisation for purchase of 180 coaches and 30 locomotives, the first new night stock for 45 years. Tenders would be called “soon” he said. The State’s preference is to lease the stock. “We have chosen project managers and (legal, technical and financial) advisors, then comes development of the trains”. Such an order would provide sufficient stock to replace the existing fleet. The minister also said he wished “to reflect on further expansion of the network”, which was taken to mean that there would be no new routes under current plans. When contacted by the press, the transport ministry said the tender would be for a firm order for 180 coaches with an option to supply further stock if new routes were to be considered. The decision whether or not to activate the option would be debated “in the medium term”, the minister said.
Briançon. Bad luck struck the night train three times in Christmas week. On 26 December, ICN 5790 to Paris train broke down at L’Argentière-le-Bessée and could not be restarted despite the efforts of Briançon’s rescue loco. The 116 passengers spent the night in the immobilised train. That night’s Paris departure also suffered delay, reaching its destination some 5h late. On the 28th two cars caught fire in the platform at Briançon and had to be detached before departure. As a result, Gap passengers were bussed to Valence for onward travel by other trains. On 4 January, one car suffered loss of heating; passengers were given duvets before the train departed 3h late. Briançon’s maire Arnaud Murgia wrote to the new transport minister to press again for investment in the service which has been named SNCF's most unreliable for the second year running.
‘Night of hell’. Was one comment from those aboard IC 5978 16.31 Clermont – Paris hauled by BB 26043 which stopped at Briare at around 19.00 on 2 January with a braking fault, blocking the line in both directions. Croix Rouge volunteers provided food, water and survival blankets to the 600 passengers who eventually reached Paris by bus the following morning, 11 hours late. Delays due to loco failure also occurred on 10 and 13 January with trains reported 4h 40 and 3h 10 late.
Cosne – Nevers. This section of the Paris – Clermont-Ferrand line is closed overnight until May for track renewal, rebuilding platforms at La Marche and Tronsanges stations, and upgrading infrastructure and several level crossings. Following preparatory work last autumn, a factory train is replacing 56km of track. Total investment by SNCF Réseau is €106 million.
Morcenx. A traction motor fire brought TGV 8544 16.13 Hendaye – Paris to a halt at Morcenx on 31 December. The 500-or-so passengers were detrained and taken forward at 18.27 by TER 866614 17.51 Mont-de-Marsan and at 18.47 by TER 866416 16.57 Hendaye to Bordeaux where a fresh TGV set conveyed them to Paris with no more than 90min delay.
Ligne des Hirondelles. Dole Tourisme is again running guided trips using the 10.14 Dole – Saint-Claude. Apart from the stunning scenery, 36 tunnels and 18 viaducts, options include hiking or snowshoeing and visits to the musée de la Lunette at Morez or the Morbier cheese factory. X 73747 is seen at Morbier on 30 December with TER 895503 10.14 Dole – Saint-Claude, a little behind time for its 11.59 scheduled departure. Photo: Le Progrès/MV.
Anti-fraud. In the drive to cut ticketless travel which leads to losses estimated at €700 million a year, SNCF, RATP and four other operators are now permitted to obtain the addresses of convicted fraudsters who often give false information, so as to ‘optimise recovery of fines and costs’. The change has been approved with conditions by the Commission Nationale Informatique & Libertés, the data protection agency.
Ligne des Causses. Whilst the national strike continued sporadically, traincrew at Béziers and Millau stopped work in the first week of January in protest at staffing cuts on the Béziers – Neussargues line. The full local complement of 33 drivers and 23 conductors is often not available and relief crew must be drafted in from Narbonne or elsewhere. The already scant service was reduced to a morning A/R Béziers – Saint-Chély-d’Apcher and 18.21 Béziers – Millau on strike days.
Ouigo. Some staff went on strike over what the CGT union described as the ‘deplorable’ state of TGV sets in the Ouigo fleet, with more incidents and cancellations in the last three months of 2024 than in the previous two years. Set 765 was found to have badly worn axles in November and had to be withdrawn at short notice when six other sets were also unavailable, resulting in several cancellations. Insect infestation, unhygienic toilets and broken doors have also been reported. SNCF admitted hygiene problems but refuted other claims, describing the suggestion that passenger safety might have been compromised as ‘irresponsible’.
Cherbourg. The city is to apply for Unesco heritage status for the former transatlantic ocean liner terminal, a 1933 art deco building (architect René Levavasseur) now housing the Cité de la Mer maritime museum. The old customs hall today serves as a restaurant. Photo: Cité de la Mer.
Reims – Laon. Work started on 6 January to renew 43km of track at a cost of €71 million. From 1 April until 30 August, a factory train will work over weekday nights, replacing rail, sleepers and ballast; 13 level crossings will be renovated.
Maurienne reopening. The Maurienne Valley line between Chambéry and Modane, closed since August 2023 following a cliff-fall, is expected to reopen at the end of March. The exact date has yet to be announced and restoration of services may be staggered. The current TER timetable between Chambery and Saint Michel-Valloire runs until 3 March. Trenitalia France has announced resumption of its Milan – Paris high-speed service from 1 April.
Above. Cross-border freight traffic from Italy that would normally travel via the Frejus Tunnel and the Maurienne Valley has had to take lengthy diversions since the closure. On 28 December BB 36359 is seen passing Carnoules in PACA with 48342 Ventimiglia – Miramas. The wagons are returning empty from Modena to Lavaufranche (Creuse) on the line from Guéret to Montluçon. Here they are loaded with ceramic material from a local mine for transportation to Italy to be used in manufacture of tiles. There are normally three return trips a week transporting 120,000 tonnes a year. Although allocated to Dijon for heavy maintenance, the locomotive is part of the Captrain Italia fleet used for long distance traffic between Italy and France; it also carries the number E 436 359. The wagons were built in 2019-20 by Ermewa Group in Orval (Cher). Photo: Jean-Louis Poggi.
Mulhouse. The cross-border TER to Müllheim in Germany was restored from 2 January with seven A/R daily having been suspended in August 2023 after problems recruiting bilingual crew and stock availability. Unfortunately, after only three weeks, engineering work on the German side saw bus substitution until 7 February. German officials hope that evening service will be provided shortly and trains extended to Freiburg. At Müllheim on 17 January one of Grand Est’s sub-class of 19 X 73900 single cars equipped to run in Germany, X 73917 with Mulhouse likes/liebt Freiburg vinyls, awaits return to Mulhouse. Photo: L’Alsace/J-FF.
Toulouse Gare Matabiau has been awarded Unesco’s Prix Versailles (exterior category) for the recent restoration of its architectural features. Photo: Georges Turpin.
Nouvelle-Aquitaine Plan 2025
The budget approved on 19 December earmarks €353 million for transport, mainly allocated to rail. Within an overall reduction for 2025 of €200 million, transport spending has been cut by 16%. Major projects continue under the région’s Plan 2025, such as renovation and accessibility work at Limoges (started last month), Bayonne and Niort stations, as does track renewal between Poitiers – Le Dorat and Niort – Saintes (reopening 15 February with limited service), and construction of the new station at Talence-Médoquine. Little money is available for other projects however, and the €14.4 million previously allocated for the first phase of reopening Angoulême – Saillat-Chassenon – (Limoges) has been frozen. Mindful of cost-of-living pressures, the région has limited the 2025 fares rise to 2%, well below the real increase in operating costs.
Nevertheless, Bordeaux’s TER services saw modest expansion from 15 December under the OptimTER programme, with five new A/R added to the timetable. Despite the shortage of rolling stock, replanning of diagrams sees a new A/R to Saint-Mariens filling a midday gap, while the Pessac – Macau shuttle has four additional A/R reducing the number of two-hour gaps and extending the service until 21.00.
For the Métropole, this is the latest stage in the plan for half-hourly service on all lines by 2030, a timetable which will form the basis of the city’s future SERM network. Further expansion will come in a year’s time when additional rolling stock is available, both for new services and to address complaints of overcrowding. The first of 12 Régiolis bimode MUs on order from Alstom will enter service in April, with two per month being commissioned thereafter, followed by six Régio 2N EMUs due for delivery from April 2026. Three Régiolis and two 2N sets will be dedicated to Bordeaux local services.
Refurbished trains are also coming on stream. A total of 62 MUs are receiving a mid-life makeover at Périgueux Technicentre under the OPTER programme (see Grand Est item above), with completion scheduled for 2030. The first two returned to service at the end of 2024 and a further five will be delivered this year.
In the south of the région, the busy routes from Dax to Hendaye and Pau have three and two new A/R respectively, again filling gaps in the service as the RER Basco-Landais develops. Extra evening departures from Hendaye at 18.57 (Bordeaux) and 20.06 (Dax) open up new opportunities for longer days out. Holders of Txik Txak bus passes may now use TER trains between Hendaye and Ondres, Bayonne and Urt, and Bayonne to Saint-Jean-Pied-de-Port for a €10 monthly supplement.
As mentioned above, three Grand Est Régiolis sets (B 84587/88, B 84599/600 and B 84667/68) have been transferred from the Metrolor fleet to operate the new Intercités service between Nancy and Lyon. Reservation is mandatory, requiring small adaptations such as the indication of car numbers at each door; 'Intercités' decals have also been added to the sides of the cars. The journey time is 4h30 for the 432km with reversals at Culmont-Chalindrey and Dijon. Above B 84587 is seen on 23 January passing Jean Macé between Lyon-Perrache and Lyon-Part Dieu with Train 4308 15.38 Lyon Perrache. The section from Lyon to Dijon providing an opportunity for these units to to operate under 1.5kV . Photo: Christophe Masse.
TPCF tries parcels
The Rivesaltes – Axat – Quillan passenger service ceased in 1939. Freight traffic in felspar and dolomite, and later alumina for processing, gradually declined as local industries closed or turned to road transport. Train du Pays Cathare et du Fenouillèdes (TPCF) was formed in 1991 to operate a tourist train (Train Rouge) which first ran in 2001. Later, when SNCF wanted to abandon the line, TPCF Fret was created under the Opérateur de Fret de Proximité scheme to take over the remaining traffic and secure the line for tourist trains. The freight operation was later handed to RegioRail which has a base at Rivesaltes.
The current work should fit the line for service through to the end of 2027 when further investment is likely to be required if trains are to continue running. Occitanie has indicated that no more financial support will be given, so TPCF is looking for new sources of traffic and income. When Train Rouge resumes seasonal operation in April, small parcels consignments will be carried in a trial of Affreter vert, a scheme developed by local partners aiming to reduce the number of road vehicles handling e-shopping packages. AIT has granted regulatory approval for a six-month trial to see if a viable business model emerges. One barrier could be the intermittent running of the tourist train, only on certain days and not always throughout between Rivesaltes and Axat. A residual freight operation continues between Rivesaltes and Cases-de-Pène, some 25 trains annually during summer months carrying quarry products.
Today, freight trains run no further than Cases de Pènes, where tankers are being attached to the train from Caudiès in April 2015. Photo: TPCF/Ferrovi11.
The Imerys dolomite quarry at Sainte-Colombe-sur-Guette and the crushing plant at Saint-Martin-Lys were closed in 2015. Locotracteur Y 2456 is seen shunting at Saint-Martin-Lys on 14 July 2011. Photo: Georges Turpin.
CF de Provence auctions autorails
During January two lots of CF de Provence CAF Class 6100 two-car autorails were offered for sale on the Agora internet auction site. Eight Class 6100 units were purchased from the SFM system in Mallorca in 2016 for use on the CP suburban service but planned overhauls never materialised; all eight units are still in store at various locations. The first lot consists of three complete units (6113/14, 6121/22 and 6129/30) that entered service between 2002-05 and were offered with a reserve price of €256,098. They are currently stored near Madrid.
The second lot consists of one complete unit (6101/02) and car 6104 that date from 1995. with a reserve price of €102,440. Located in the open at Lingostière (Nice) they have been subjected to vandalism. Both lots are classified 'Hors Service'. The other three and a half units (6103, 6105/26, 6107/8 et 6111/12) have yet to be put up for sale. The bodies are believed to be in Lille Docks and the bogies in Spain. When the auction closed on the 27 January there appeared to be no bids.
Photo: 6111/12 in Mallorca. Région Sud.
CP placed an order with Stadler Rail in September 2024 for eight two-car hybrid MUs at a cost of €100 million. They will be 40m long and capable of running in multiple; each will have capacity for 180 seated and standing passengers, fully-accessible, with panoramic windows and space for cycles. Batteries charged during layover in the platforms at Nice gare will provide sufficient power for the 26km to Plan du Var. Thereafter, low-emission engines running on bio-diesel will take over; regenerative braking will charge the batteries for the return journey. Delivery in 2027 will be followed by eight months’ trials and staff training before the units enter public service in spring 2028.
Composite photo: Stadler Rail. (Curiously it is based on Barrême station, in the section closed since the Moriez tunnel collapse in 2019).
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Train des Pignes – E 327 overhaul nearing completion
After eight-and-a-half years away from its home in the southern Alps, the metre-gauge steam locomotive E 327, a Fives-Lille 4-6-0T of Réseau Breton loaned to GECP society by FACS federation, returned to Puget-Théniers on 23 January after a complete overhaul at Lucato Tèrmica works in Castelletto-Monferrato, Italy. Further work will be done by volunteers and permanent staff of the society to fit all the missing elements, followed by trial running and validation of the engine. Its return in steam on the Train des Pignes is scheduled for next autumn. Photo: José Banaudo.
X 42511 arrives at Cité du Train
One of the last of the class to be withdrawn from La Plaine in December 1974, it was initially preserved by the De Dietrich Association and was intended to join the collection at Cité du Train. Instead it passed to a French subsidiary of Coca-Cola which painted it in Coca-Cola colours and used it as a lounge. In 2006 it was obtained by the head of an engineering company, restored to its red and cream livery and placed on display in the forecourt of his factory in Laon. Following his death and takeover of the company, there was a view that this historic railcar should be more prominently displayed. Following negotiations between FACS, the De Dietrich Association and CFTV at Saint-Quentin (which will receive the track and ballast it was displayed on), arrangements were made for X 42511 to be transported by road overnight on 6/7 January from Laon to Mulhouse. Photo: © France Télévisions/Vincent Ballester.
Carmaux. On Saturday 25 January 241 P 9 was presented to elected officials in Carmaux who are sponsoring its new permanent depot building. Pending its completion a temporary shelter has been erected over the locomotive.
Photo: AAATV-Midi-Pyrénées
Steam-hauled sleepers. The link below is to the web site for Auping beds. The video for their bed 'La sensation d'un réveil natural 8' is followed by a further video showing how it was made. Filmed on the CF de Provence with Portugese Mallet E211.
Debut for ‘Line S’
The long-mooted unofficially-named Transilien Line S took a step forward in December with introduction of three daily A/R between Malesherbes (Loiret) and Paris Gare de Lyon, saving 15 or 20min journey time by avoiding the need to change trains at Juvisy. The Malesherbes branch of RER Line D lost its through services in December 2018, along with two others, in an attempt to improve the line’s reliability. Locals resented the increased travelling time and inconvenience of having to change. Studies made in 2022 suggested that through service to Paris could be restored without substantial investment, with trains terminating in the surface platforms at Gare de Lyon instead of proceeding through Paris on RER Line D. Thus the idea of Line S was born.
Île-de-France Mobilités had requested 19 paths for the new service but only eight were granted by SNCF. Through trains formed of single Régio 2N sets leave Malesherbes at 05.18, 05.33 and 14.18; Gare de Lyon at 15.49, 20.40 and 22.30. There is also a short A/R working to Corbeil-Essonnes. Timings are not ideal and an evening peak-hour departure from Paris is an obvious omission, but it is hoped that more paths will be made available in the December 2026 timetable.
Regular all-day through service cannot be provided currently due to lack of capacity. A timescale of up to 10 years is envisaged for establishment of Line S, with diversion of trains to Bercy planned once the approach to Gare de Lyon has been modified to reduce conflicting movements. This work includes construction of a burrowing junction on the approach tracks to separate traffic flows into the two stations.
Above. Elected officials mark departure on 15 December of the first through train from Malesherbes to Paris for six years.
Photo:©Deputée Julie Ozenne.
Urban News
Villejuif opening completes Line 14
With opening on 18 January of Villejuif – Gustave Roussy station, construction of the Line 14 extension to Aéroport d’Orly is complete. The station was not ready when trains began running over the extension on 24 June last year; now its architecture is wowing passengers who find themselves in ‘an outdoor station 50m below ground’, the second-deepest on the network and interchange with Grand Paris Express Line 15 which opens next year.
With many of the station’s users likely to be visiting the nearby Gustave Roussy hospital, Europe’s premier cancer treatment centre, architect Dominique Perrault wanted to fill the structure with light and serenity. The 60m diameter canopy brings natural or reflected light to all nine levels, the first two of which are non-ticketed public areas with space for 17 shops and a covered passageway to the hospital.
Line 14’s platforms lie at a depth of 37m, those for GPE Line 15 deeper still at 48.8m. There are 32 escalators and 16 lifts linking the various levels, including two escalators designed by the architect himself described as ‘monumental’. Initially, 19,000 daily passengers are expected but the station is designed to handle 100,000 or more once Line 15 is fully-operational. Photo: Grand Paris Express.
RER Line B. RATP has received approval for reconstruction of Cité Universitaire station to increase capacity and improve access for the 53,000 daily passengers. Work includes a new underground concourse, escalators and wider platforms. Construction starts at the end of this year for 2028 completion.
Paris Line 12. Siemens is to install onboard automated systems for CBTC GoA2 train control on Line 12, part of the ongoing modernisation which includes commissioning of MF19 new-generation trains and the Octys 2030 control system in 2028.
Strasbourg. Two tramcars collided at 15.25 on 11 January in the tunnel outside the main station, injuring 68 passengers of whom 15 were taken to hospital. A stationary car on the ramp out of the tunnel moved in reverse and gathered speed on the downhill incline, hitting the car behind. Photos: Dernières Nouvelles d’Alsace/DR.
The public inquiry into the Tram Nord extension to Schilitgheim and Bischheim has rejected the proposed route, citing ‘few benefits to public transport users’ and ‘harmful economic impact on shops and businesses’. Eurométropole de Strasbourg is to rework the proposals with input from a citizens’ forum, including consideration of alternative routes.
Lille. Approval of the new automation system commissioned on Line 1 in November was granted by the Métropole on 7 January having been delayed by glitches and breakdowns including a ‘major incident’ on 17 December when trains were halted and passengers forced to evacuate along the track, and another on 24 December. Alstom had 250 personnel working to fix the bugs. Software revisions were expected to ensure 100% correct functioning by the end of March.
A further 15 trains have been ordered from Alstom despite the long delay in delivery and commissioning the original order for 27 of the 52m-long sets placed in 2016. Installation started in January of platform screen doors to accommodate the longer trains, the first of which will enter service in a year’s time.
Toulouse. The Tisséo Métro-Bus-Tram network passed the 200 million journey milestone in 2024, up from 194 million in 2023. The busiest station was Jean-Jaures with 80,000 passengers a day.
No free lunch. One year on from the start of fares-free public transport in Montpellier, the financial and social costs are being debated. Tram and bus patronage has risen 35%, but critics have pointed to reduced service levels in some outlying areas and overcrowding in the city-centre as an unwelcome outcome, along with the €240 million hit to the city’s budget which puts future expansion plans in doubt.
Bordeaux. A report by consultant Systra has identified 90 measures that would improve reliability of the tramway, 20 of which are currently being implemented at a cost of €40 million. From September, the network will be revised with creation of two new routes. Line E will link Floirac Dravemont and Blanquefort (currently Lines A and C respectively), while Line F will run direct from Gare Saint-Jean station to Mérignac airport, fulfilling a pressing need. 10% more passengers will avoid having to change, and the new routeings will improve network robustness.
Nice. The tram network was revised from 5 January, with a new route B running between the airport and Cadam every 10min. T2 and T3 now share the trunk section between Port Lympia and Grand Arénas, where cars run every 3-4min, T2 then serving the airport and T3 running north to Saint-Isidore.
Additions to FRS Photographic Archive during January 2025
To Photographic section
To Locations section
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Additions to the FRS public folder during November 2024
- Almost 800 colour images taken by our member Jacques Pore between 1975 and 2024 have been added to a new “Jacques Poré” gallery, divided into 11 sections in Folder 1
- FACS Magazine No. 420 - Nov/Dec 2023 to Folder 12
- Nord Locomotive & Tender Diagrams as at January 1935 to Folder 2
To Locations section
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Additions to the FRS public folder during November 2024
- The corresponding photo index for the “Jacques Poré” gallery
© Peter Lovell & Chris Bushell. The French Railways Society 2025. With thanks to Georges Turpin, Christophe Masse, Didier Delattre, Jean-Louis Poggi, and José Banaudo