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| LGV Interconnexion Sud | |
|---|---|
| Name | LGV Interconnexion Sud |
| Native name | Ligne à Grande Vitesse Interconnexion Sud |
| Type | High-speed rail |
| System | SNCF TGV |
| Locale | Île-de-France; Centre-Val de Loire; Grand Est; Hauts-de-France; Normandie; Occitanie |
| Start | Villeneuve-Saint-Georges junction |
| End | Massy TGV |
| Stations | 0 (interchange) |
| Opened | 1994 |
| Owner | Réseau Ferré de France (RFF); SNCF Réseau |
| Operator | SNCF; TGV; OUIGO |
| Linelength km | 80 |
| Tracks | Double track |
| Electrification | 25 kV AC |
| Speed kmph | 300 |
LGV Interconnexion Sud The LGV Interconnexion Sud is a French high-speed bypass linking major radial Paris lines to each other, enabling through TGV traffic between regions without transiting central Gare de Lyon, Gare du Nord, or Gare Montparnasse. Opened in 1994, it connects southern and western corridors with eastern and northern corridors and serves as a strategic node for SNCF, Réseau Ferré de France, SNCF Réseau, SNCF Mobilités operations and regional services.
The Interconnexion Sud functions as a circumferential link tying together lines radiating from Paris including the Paris–Lyon railway, Paris–Lille railway, Paris–Bordeaux railway, Paris–Rouen railway, Paris–Strasbourg railway and the Paris–Le Havre railway. Designed alongside projects such as the LGV Atlantique, LGV Nord, LGV Sud-Est, LGV Rhin-Rhône and LGV Est européenne, it complements national plans by the Ministry of Transport (France) and the European Commission for trans-European high-speed corridors including the Trans-European Transport Network.
Planning emerged during the late 1980s among stakeholders including SNCF, RFF, regional councils like Île-de-France Regional Council, and national authorities such as the Ministry of Equipment (France), influenced by studies from engineering firms like Générale des Eaux partners and consultancies that advised on projects like TGV Atlantique and TGV Sud-Est. Environmental assessments referenced directives related to European Union environmental policy and consultations with bodies including Conseil d'État and local prefectures. Funding structures incorporated arrangements similar to those used for LGV Bretagne-Pays de la Loire and negotiations involving toll and access regimes seen with Réseau ferré de France predecessors. Construction contracts were awarded to consortia including contractors linked to Vinci, Bouygues, and Eiffage subsidiaries.
The alignment links the southern bypass junctions near Villeneuve-Saint-Georges and Massy with connections toward Val-de-Reuil, Sermaise, and link spurs toward Orléans and Le Mans. Key interchanges include nodes interfacing with Gare de Massy TGV, Aéroports de Paris, and junctions toward Charles de Gaulle Airport and Roissy-Charles de Gaulle Airport via connecting lines. Engineering works featured flyovers, grade separations, earthworks, viaducts and cuttings designed using standards similar to LGV Méditerranée and featuring electrification equipment supplied by firms that worked on TGV Duplex projects. Trackform, ballast and slab comparisons reference installations on LGV Est and LGV Nord.
SNCF TGV and later low-cost services such as OUIGO have used the line to operate through services linking cities such as Lyon, Marseille, Bordeaux, Lille, Strasbourg, Nantes, Rennes, Toulouse, Nice and Montpellier without reversal at central Paris termini. Timetabling integrates with national control centers like the SNCF Voyageurs traffic management and regional operators coordinating with entities such as Île-de-France Mobilités and railway dispatching centers modeled on systems used for TER operations. Freight operators including those following precedents set by Fret SNCF have explored diversionary possibilities though passenger priority remains dominant.
Rolling stock commonly assigned includes TGV Atlantique derivatives, TGV POS, TGV Duplex, and newer TGV Réseau and Avelia Horizon units operated by SNCF and chartered by international operators like Thalys and Eurostar on cross-border routings. Signaling systems have been compatible with TVM-430 in-cab signaling and interfaces to KVB train protection where required, aligning with ERTMS deployment strategies seen on LGV Est and LGV Rhin-Rhône. Power supply follows national 25 kV AC standards used across high-speed corridors and equipment suppliers include companies with histories on Alstom and Siemens projects.
The Interconnexion Sud reduced the need for radial terminal reversals at Gare de Lyon, Gare du Nord and Gare Montparnasse, improving interregional connectivity for passengers traveling between Provence-Alpes-Côte d'Azur, Nouvelle-Aquitaine, Hauts-de-France, Grand Est, and Bretagne. It influenced modal shifts observed in studies by institutions like INSEE, CEREMA and transport research centers linked to École nationale des ponts et chaussées and IFSTTAR. The line contributed to economic linkages among metropolitan areas such as Lyon, Bordeaux, Lille, Strasbourg and Toulouse and supported events including increased access for attendees of international fairs at venues like Parc des Expositions de Paris-Nord Villepinte and Parc des Expositions de la Porte de Versailles.
Planned upgrades echo broader national strategies such as incorporation of ERTMS Level 2 and capacity enhancements inspired by projects like LNPN and the Grand Paris Express interfaces. Proposals have been discussed in forums with stakeholders including Agence de financement des infrastructures de transport de France and regional authorities like Occitanie Region and Nouvelle-Aquitaine Regional Council for junction improvements, noise mitigation measures aligned with European Noise Directive obligations, and interoperability work facilitating services run by multinational consortia similar to those operating on Rhine–Alpine Corridor routes. Further rolling stock modernizations may involve fleets comparable to Avelia Horizon deployment strategies.