France - General Information

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UPDATE IN PROGRESS BY GWB, USING BELGIUM DATA AS A TEMPLATE - HENCE THE DATA FOR BELGIUM!

National Railway System

Société Nationale des Chemins de fer Français (SNCF). Infrastructure is owned and managed by Réseau Ferré de France (RFF).

Thalys services are managed jointly with the Belgian, German and Netherlands railways, while other international services are operated jointly with neighbouring administrations using various concocted trading names: TGV Lyria (Switzerland), Artesia and Riviera (Italy), and Elipsos (Spain). Eurostar was originally operated jointly with SNCB/NMBS and Eurostar (UK) Ltd. but from 2010 is a unitary undertaking (Eurostar International Ltd), owned by the same partners with SNCF holding a controlling interest (55%), London & Continental (owners of Eurostar (UK) Ltd) (40%) and SNCB/NMBS (5%).

Various open-access freight operators (particularly ECR, a DB Schenker subsidiary) are starting to appear depite French reluctance to embrace the spirit of the relevant European legislation. Voies Ferrées Locales et Industrielles (VFLI) is a SNCF subsidiary (with more flexibility of staff deployment) which contracts for the operation of certain secondary lines as well as some open access operation.

Languages

French. Breton is spoken in Brittany, but the visitor is likely to be aware of this only in the form of signs as most people speak French. There is limited use of Basque in the Pyrenees and German in Alsace.

Currency

Euro

UIC code

  • SNCF: numeric 87 alpha F.
  • Eurotunnel: numeric 69. This is used only for accounting purposes and does not appear on rolling stock.

Timetable

TIMETABLES & MAPS YET TO BE UPDATED

Journey Planner

Downloadable Timetable

hari.b-holding.be/Hafas/folders/20091213/G/Lst.htm

Printed Timetable

The Spoorboekje/Indicateur officiel, with some text in German and English as well as French and Flemish, is published shortly before the annual change (second Sunday in December). Weekday services for all lines in numerical order are shown first, followed by the corresponding weekend services. The timetable is also available as a series of free leaflets, suitable for holding in a ring binder. A separate free "IC/IR" booklet with details of the regular-interval limited-stop services identified by letters, including diagrams showing the service pattern between the principal stations on weekdays and at weekends, is similarly available at SNCB/NMBS stations. Traditional long-distance international services to and from Belgium are given at the back of the timetable but they have been largely replaced by high-speed trains (Eurostar, Thalys, ICE, TGV), details of which are given in separate leaflets.

Engineering Information

Forward information on engineering works can be obtained from either

Maps

Timetable Maps

The timetable map contains a fold-out route diagram showing timetable numbers.

Other Maps

An SNCB/NMBS plan shows the current network, while the infrastructure provider has two useful plans: detailed schematic layout plan and overview route plan, identifying line numbers (note that these URLs may change in future years so a little experimentation may be necessary to get later versions). An unofficial map shows the maximum extent of the Belgian system, identifying passenger, freight and closed lines.

Gauge

Standard. The following SNCF lines are metre gauge: Villefranche-Vernet-les-Bains to La Tour-de-Carol-Enveitg, St Gervais-les-Bains-le-Fayet to Chamonix-Mont-Blanc and Salbris to Luçay-le-Male.

Electrification

Main lines from Paris to Le Mans, Hendaye, Toulouse, Marseille and Modane, together with many associated routes are 1500V dc. Other standard gauge lines are 25kV 50Hz. All high speed lines (LGV - Lignes à Grande Vitesse) are 25kV 50Hz, except for the Contournement TGV de Tours (Montlouis to Monts Indre et Loire) which can be used by conventional trains and is, therefore, 1500V dc. Villefranche-Vernet-les-Bains to La Tour-de-Carol-Enveitg is 850 volts dc third rail and St Gervais-les-Bains-le-Fayet to Chamonix-Mont-Blanc is 750 volts dc third rail. All 750 volts dc third rail operation has been eliminated from the SNCF Paris suburban network.

Rule of the road

Left, except in Alsace and Lorraine, which were part of Germany between 1871 and 1918, where right hand running is the rule and German-style signalling can still be found. The change from left to right hand running is made on the flat at Mulhouse, but at all other locations there are flyovers. These are west of Molsheim, west of Sarrebourg, north of Ars-sur-Moselle, west of Rombas-Clouange, west of Fontoy and as part of the LGV Est junction at Baudrecourt. The arrangements at Ars-sur-Moselle, near Metz, are particularly complicated as the railway is quadruple track. Reversible signalling is extensively used.

Other railways

  • Montenvers Mer de Glace train (metre gauge, electrified 11kV 50Hz)
  • Chemin de fer de la Corse (metre gauge; operated by SNCF since 1983)
  • Chemins de fer de Provence (Nice - Digne; metre gauge; operated by Veolia - see below)
  • Le Petit Train de la Rhune (St Ignace - La Rhune; metre gauge, rack-worked, electrified 3000V 50Hz three-phase; operated by Veolia - see below. The only surviving line of the Voies Ferrées Départmentales du Midi)
  • Houillères du Bassin de Lorraine (network of standard gauge freight lines in the Béning area; operated by VFLI (see above) since 2001)
  • RDT13 (Régie Départmentale des Transports des Bouches-du-Rhône) (several standard gauge freight lines near Arles and Tarascon, as well as the short remaining section of the CF de l'Hérault; local authority owned and operated; is also amongst Tourist lines)
  • Tramway du Mont Blanc (Le Fayet - Le Glacier; metre gauge, electrified 11kV 50Hz)

Eurotunnel SA, in partnership with UK company Eurotunnel plc, has a concession to operate the Channel Tunnel between Calais and Folkestone.

Veolia-Transdev (a recently announced merger of the passenger interests of Transdev and Veolia Transport [previously Connex, Vivendi, and CGE]) - through subsidiary Sociéte Générale de Chemin de fer et de Transports Automobiles (CFTA) - operate passenger trains on the branches from Guingamp to Carhaix and Paimpol and a number of tourist lines (see their website) and, directly, some urban tram systems.

Tourist lines

The best available list of French tourist lines is provided by the Union des Exploitants de Chemins de Fer Touristiques et de Musées (a grouping of preserved and tourist lines) @(UNECTO) website, but fortunately the information given is not limited to UNECTO members. Similar information is often published in spring issues of French railway magazines. Some tourist trains operate over RFF freight lines and are, therefore, susceptible to suspension or withdrawal. Most lines operate quite infrequently, usually at weekends during the summer season.

Rail cycling is possible on a number of lines - see the @Vélos-rail de France website. These lines are also shown - as Cyclorail, Cyclo-draisine or Vélorail - in the @UNECTO list. @ WEBSITE TO BE ADDED

Metro

The @Trams in France website provides comprehensive information.

Trams

The @Trams in France website provides comprehensive information. All French tram systems are either of recent construction or extensively modernised. Lyon T3 tram route from Part-Dieu and its Rhônexpress eastward extension to Aéroport Saint Exupéry use part of the trackbed of the former Chemin de Fer de l'Est Lyonnais. Part of the Valenciennes system is over the trackbed of the former Chemin de Fer d'Anzin.

@itransports.fr is a web site about public transport provision with zoomable geographical maps showing all public transport stations and stops. It includes trams, funiculars, etc., and local bus facilities in and around various towns.

Recent and future changes

A significant number of local passenger services, mainly in rural areas, were withdrawn during the the late 1930s and again in the 1980s, but in most parts of France the Regional Councils now have a strong role in planning and funding local transport and are keen to promote railways. The exception, alas, is lines crossing Regional boundaries and where extensive deferred track maintenance has been in force - hence the closures of the lines between Volvic and Lapeyrouse (December 2007), between Montluçon and Eygurande-Merlines (March 2008), between Gisors and Serqueux (January 2009) and between Valençay and Luçay-le-Mâle (on the metre gauge Blanc Argent line) (October 2009) (both the latter are notionally "temporary" because of condition of track). Many councils are funding new rolling stock and are requiring SNCF to introduce improved timetables. However, in November 2009 the French @Cour des comptes ["Court of Accounts"] delivered a @report critical of the value for money of many TER services, recommending bus substitution.

Regional Councils have, over recent years, expressed intentions of reintroducing passenger services on the following lines with little or no tangible result: Nantes - Nort-sur-Erdre (as a tram-train, targetted for September 2011) and thence to Châteaubriant (targetted for December 2012), Mulhouse - Müllheim (Germany) (full service in place of present "seasonal" limited service, targeted for 2013), [Avignon -] Sorgues - Carpentras (targetted for 2014), Oloron Ste.Marie - Bedous (where some work has started), Bedous - Canfranc, Thouars - Parthenay - Niort, Niort - Fontenay-le-Comte, Chartres - Voves - Orléans, Orléans - Châteauneuf-sur-Loire, Quillan - Perpignan (the latter already partly reopened for seasonal tourist service), Valence - Nîmes (via the Rhône right-bank line), Colmar - Volgelsheim (Neuf- Brisach Gare), Colmar - Ste.Croix-en-Plaine and Digne - St.Auban. How the Cour des comptes 2009 report (see previous paragraph) will impact on such aspirations remains to be played out. Meanwhile, a short section of the La Rochelle - La Pallice branch reopened in December 2008, as far as La Rochelle la Porte-Dauphine; there is an aspiration to extend to La Pallice, possibly as a tram-train.

An east - west curve avoiding St.Germain-des-Fossés opened in December 2006. A north - west curve avoiding Folligny is scheduled to open in June 2011.

Until recently, the only regular interval services operated by SNCF were on Paris suburban lines. The introduction of a regular interval service pattern on the high speed lines from Paris to Lille, Nantes and Lyon has resulted in increased traffic. However, the infrequent service on many lines reflects the sparse population in most of France and the relatively small size of many cities - or perhaps they reflect the demand for travel to work fifty or more years ago and do not meet the current needs of people working more flexibly or travelling for leisure. Certainly, the traveller on cross-country, secondary and tertiary routes will hanker for the frequency of service found on just about all other European systems while concluding that the travel writers who lavish their praise on the TGV network never tangle with the more backward parts of the SNCF system!

The opening of the Ligne á Grande Vitesse Est represented the latest phase of the extension of the LGV network. An isolated, international section of LGV between Perpignan and Figueres/Figueras [ES] opens in December 2010, and will eventually be extended to Barcelona. Other projects being considered or developed include extensions of existing lines to Rennes, Bordeaux, Perpignan (to connect with the line to Figueres/Figueras [ES]), Modane (and Torino) and Genève (see next paragraph), together with a new line, LGV Rhin-Rhône, from Lyon to Dijon and Mulhouse, of which the first section is scheduled to open at the end of 2011. Details of these projects are at the @RFF website.

The ligne du haut-Bugey, Bourg-en-Bresse - La Cluse - Bellegarde, has been modernised and electrified, to be reopened (along with the branch to Oyonnax) December 2010, offering a shorter, slightly faster route to Genève for TGV's from Paris; however, the overall alignment remains largely unchanged - it is not a "green field" LGV.

A west-facing curve off the Alès line is (at long last) about to be built at Nîmes, so that passenger trains no longer need to reverse at Courbessac; target opening date is 2012. A light rail system is being developed in Mulhouse; as the first phase, this includes conversion of the Kruth branch and its linking to the town tramway system, to commence operation in December 2010. Future plans may incorporate other closed or freight only lines.

The lines Montréjeau - Luchon and Rodez - Sévérac-le-Château may be under some threat of withdrawal of their Régional (local authority) financial support.

Special notes

Many SNCF main lines are closed for several hours each day, usually during the morning, for maintenance. These blancs travaux can cause long gaps between trains. There is a growing tendency - in an endeavour to catch up with deferred track maintenance - for services to be replaced by buses for exstensive periods without this being shown in the timetable.

Tickets purchased in France need to be validated before boarding the train by inserting them in a yellow machine (composteur) at the platform entrance. This stamps them with the station name, date and time.

Reservations are obligatory for travel on TGV, Thalys, ICE, TEOZ and Eurostar services. However, subject to space being available, it is possible to change reservations up to the time of departure (or check-in time for Eurostar). If travel plans are not definite, it is best to reserve on a later train and change this for an earlier one if desired. Passengers on TGV or Thalys trains without a reservation, or with one for another train, have to pay a penalty charge. It is possible to make reservations on TGV, Thalys and Eurostar up to the time of departure (or check-in), including from intermediate stations, because reserved seats are not labelled. There are relaxations to the TGV reservation rules for local travel in areas such as Britanny where there are few other trains. The computerised reservation system tends to fill the seats in one coach before starting to allocate those in the next. Passengers are specifically requested to occupy their allocated seat on Eurostar, but conductors rarely object if passengers move to a more spacious area on TGV or Thalys. However, seats may be claimed by passengers joining the train later in the journey.

There are special fares for Thalys and Eurostar, and tickets for other trains are not valid.

Passengers boarding a train without a ticket or a valid reservation (when one is required) should advise the conductor immediately and a modest charge will be levied for purchasing a ticket on the train. Waiting until the conductor comes round the train to check tickets will result in a much higher penalty charge being payable.

A large number of local services and connections to TGV stations are operated by buses. Rail tickets are valid on bus services shown in the three regional railway timetables unless there is a note to the contrary.

SNCF operates the railway through Monaco, which does not have its own railway administration. Journeys between French stations and Monaco-Monte Carlo are regarded as domestic and are subject to SNCF conditions of carriage, not CIV.

Regional express (RER) suburban services in the Paris area are operated jointly by SNCF and RATP. Tickets such as InterRail and FIP are not valid on RER lines owned by RATP, but can be used on RATP trains working over SNCF lines. Holders of such tickets can obtain from booking offices free of charge a special pass (contremarque) to open the automatic gates at platform entrances.

Strikes (Grèves) are not uncommon on French railways. These may be localised and information about them may not be widely circulated elsewhere, although SNCF's @Info Lignes and @TER webpages should report them. @Espacetrain will give current references in the French media.

If a station name begins 'La' or 'Le', this is ignored in alphabetic indices; for example La Bastide-St Laurent-les-Bains is listed under B, and Le Havre under H. Treatment of places named after saints, of which there are a large number in France, varies. SNCF disregards gender, so Ste Gemme (female) comes between St Gely and St Genest (male) in the station index. However, in indices to Michelin guides and maps, female saints (Ste) all follow the male ones (St).

Two websites containing useful information are: @Caracteristiques des principales lignes SNCF which tabulates distances for each line listed, and @Wikipedia's Liste des lignes de chemin de fer de France which contains much useful information, line by line. Note specially that for each line is a box at the right hand side of the page: click "Dérouler", immediately above the words "Schéma de la ligne", to reveal distances.

Maps

A map of the passenger system is available at the @SNCF corporate website.

Gérard Blier's book Nouvelle Géographie Ferroviaire de la France: Tome 2: L'Organisation Régionale du Trafic (ISBN 2-902808-43-7) contains a large number of maps and track layout diagrams. RFF's system maps are available via @their website. Privately produced maps/plans include Thorsten Büker's @Map of France, Rail21's @Le réseau ferré français and the @Railway maps of France site. @Carto.Metro provides useful track layout plans of various urban areas.

See also