Eurailmag - #15 - March 2007 - (Page 90)

HSL SOUTH EUROPE ATLANTIC HIGH-SPEED LINE - QUESTIONS & ANSWERS RELOCATING BORDEAUX JUST 2 HOURS AND 10 MINUTES FROM PARIS, WITH TRAINS RUNNING AT SPEEDS OF 300 KM/HRR AND GENERATING 3.6 TO 5 MILLION EXTRA PASSENGERS PER YEAR. OPENING UP SOUTHERN EUROPE AND THE IBERIAN PENINSULA. FREEING UP EXISTING LINE FOR GOODS TRAINS. ENCOURAGING A SWITCH FROM ROAD AND AIR TO RAIL. THESE ARE KEY ADVANTAGES OF THE AMBITIOUS RFF PROJECT TO BUILD A NEW, 303 KM HIGH-SPEED LINE BETWEEN TOURS AND BORDEAUX. What is SEA HSL? The South Europe Atlantic HSL project involves constructing a new line between Tours and Bordeaux, carrying TGVs at speeds of over 300 km/hr and freeing up the existing line to carry more goods traffic and regional trains. When completed, this link will extend to the Iberian peninsula, reaching Madrid and Lisbon. It represents a vital link for connecting south Atlantic regions with the north European high speed network, serving, in particular, Paris, London, Brussels and Amsterdam. The project will be completed in two phases - Angoulême/Bordeaux, then Tours/Angoulême. In February 2003, the Government released its report on infrastructure projects for France. Findings on the LGV SEA, included “trains need to travel at 320 km/hr or even 350 km/hr” if the project is to cut travel times and prove profitable. What decision was taken? The time savings of SEA HSL were calculated based on speeds of 300 km/hr. Trains on the new line will be the Atlantic trains already in service, which travel at 300 km/hr and should run for another 20 years or so. The new trains running at 320 km/hr will be quieter than the Atlantics at 200 km/hr. RFF has designed a line that allows trains to travel at 350 km/hr wherever possible, as part of its forward-thinking strategy. Trains capable of 320 km/hr will be gradually introduced to the network to replace older models. What is the estimated cost of the initial Angoulême-Bordeaux phase today? The cost of the Angoulême/Bordeaux initial phase has been revised. In January 2001, it was estimated at €1.6 billion. And in January 2004, it was readjusted to €1.7 billion, due to increased public enquiry costs. Can the route still change? The route between Angoulême and Bordeaux was submitted to the transport ministry in the summer of 2003, before the public inquiry opened. This route, which includes a 500 m strip where the final project is located, was debated in 2005. The final route was decided after much deliberation with local councillors and other involved parties. During the preliminary study phase, several paths were examined between Tours and Angoulême, with five in particular being studied more closely - "East", "West", "Laruscade", "Brossac" and "BlanzasPorcheresse". On December 29, 1999, the transport minister chose "Brossac", which presented the least technical and environmental challenges, following talks on the Angoulême/Poitiers section with councillors, THE MAIN ROLE OF THE HSL IS TO IMPROVE THE PASSENGER EXPERIENCE AND IT WILL OFFER NEW CIRCULATION POSSIBILITIES FOR RAIL FREIGHT How can the HSL provide a solution, medium - or long - term, to the freight transport problem? The main role of the HSL is to improve the “passenger” experience. But it has another added strength - by freeing up “paths” currently reserved for TGVs on the existing line, SEA HSL will offer new circulation possibilities for rail freight. Studies reveal its capacity will triple the tonnage currently transported on this rail link, i.e., equivalent to 20-25 million tonnes per year. And long distance traffic on the highways today represents 20-25 million tonnes per year. Issue 15 EURAILmag Business & Technology

Table of Contents for the Digital Edition of Eurailmag - #15 - March 2007

SOMMAIRE
NOTICE BOARD
COATINGS
NEWS
SERVICES
INFRASTRUCTURE
HIGH-SPEED LINES
TUNNELS
PEOPLE
ROLLING STOCK
WEBSITE DIRECTORY

Eurailmag - #15 - March 2007

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