1.
SNCF
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SNCF is Frances national state-owned railway company and manages the rail traffic in France and the Principality of Monaco. SNCF operates the national rail services, including the TGV. Its functions include operation of services for passengers and freight. SNCF employs more than 180,000 people in 120 countries around the globe, the railway network consists of about 32,000 km of route, of which 1,800 km are high-speed lines and 14,500 km electrified. About 14,000 trains are operated daily, since July 2013, SNCF headquarters are located in a Parisian suburb at 2, place aux Étoiles,93200 Saint Denis. In 2010 SNCF was ranked 22nd in France and 214th globally on the Fortune Global 500 list and it is the main business of the SNCF group, which in 2014 employed 245,763 people and had €27.2 billion of sales in 120 countries. The chairman of the SNCF group is Guillaume Pépy, SNCF operates almost all of Frances railway system, including the TGV, In the 1970s, SNCF began the TGV high-speed train programme with the intention of creating the worlds fastest railway network. It came to fruition in 1981, when the first TGV service, today, SNCF operates 1,850 km of designated high-speed track that accommodate more than 800 high-speed services per day. SNCF’s TGV trains carry more than 100 million passengers a year, TGV lines and TGV technology are now spread across several European countries in addition to South Korea.8 km/h. SNCF has a safety record. After nearly 30 years in operation, SNCF’s TGV system has experienced one fatal accident. SNCF also owns the tracks and the stations, since the 1990s, SNCF has been selling railway carriages to regional governments, with the creation of the Train Express Régional brand. SNCF also maintains a broad scope of business that includes work on freight lines, inter-city lines. SNCF experts provide logistics, design, construction, operations and maintenance services, SNCF operates the international ticketing agency, Voyages SNCF. SNCF has employees in 120 countries offering extensive overseas and cross border consulting and those projects include, Israel, Assistance and Training. SNCF International provides assistance to Israel Railways in every area of operations including projects to upgrade the networks general safety regulations. Other assistance and training programmes involve Infrastructure and the Traction Division, SNCF supervised the prime contractor responsible for construction of the Taiwan Railways Administration’s main high-speed rail line. It also trained rail traffic controllers, drivers, and crew members, on behalf of the Government of Taiwan, SNCF managed the high-speed railway Command Control Centre
2.
France
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France, officially the French Republic, is a country with territory in western Europe and several overseas regions and territories. The European, or metropolitan, area of France extends from the Mediterranean Sea to the English Channel and the North Sea, Overseas France include French Guiana on the South American continent and several island territories in the Atlantic, Pacific and Indian oceans. France spans 643,801 square kilometres and had a population of almost 67 million people as of January 2017. It is a unitary republic with the capital in Paris. Other major urban centres include Marseille, Lyon, Lille, Nice, Toulouse, during the Iron Age, what is now metropolitan France was inhabited by the Gauls, a Celtic people. The area was annexed in 51 BC by Rome, which held Gaul until 486, France emerged as a major European power in the Late Middle Ages, with its victory in the Hundred Years War strengthening state-building and political centralisation. During the Renaissance, French culture flourished and a colonial empire was established. The 16th century was dominated by civil wars between Catholics and Protestants. France became Europes dominant cultural, political, and military power under Louis XIV, in the 19th century Napoleon took power and established the First French Empire, whose subsequent Napoleonic Wars shaped the course of continental Europe. Following the collapse of the Empire, France endured a succession of governments culminating with the establishment of the French Third Republic in 1870. Following liberation in 1944, a Fourth Republic was established and later dissolved in the course of the Algerian War, the Fifth Republic, led by Charles de Gaulle, was formed in 1958 and remains to this day. Algeria and nearly all the colonies became independent in the 1960s with minimal controversy and typically retained close economic. France has long been a centre of art, science. It hosts Europes fourth-largest number of cultural UNESCO World Heritage Sites and receives around 83 million foreign tourists annually, France is a developed country with the worlds sixth-largest economy by nominal GDP and ninth-largest by purchasing power parity. In terms of household wealth, it ranks fourth in the world. France performs well in international rankings of education, health care, life expectancy, France remains a great power in the world, being one of the five permanent members of the United Nations Security Council with the power to veto and an official nuclear-weapon state. It is a member state of the European Union and the Eurozone. It is also a member of the Group of 7, North Atlantic Treaty Organization, Organisation for Economic Co-operation and Development, the World Trade Organization, originally applied to the whole Frankish Empire, the name France comes from the Latin Francia, or country of the Franks
3.
Combs-la-Ville
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Combs-la-Ville is a commune in the south-eastern suburbs of Paris, in the Seine-et-Marne department in the Île-de-France in north-central France. It is located 25.5 km from the center of Paris, in the new town of Sénart, Combs-la-Ville is served by Combs-la-Ville – Quincy station on Paris RER line D. Communes of the Seine-et-Marne department INSEE Official website 1999 Land Use, from IAURIF French Ministry of Culture list for Combs-la-Ville Map of Combs-la-Ville on Michelin
4.
Seine-et-Marne
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Seine-et-Marne is a French department, named after the Seine and Marne rivers, and located in the Île-de-France region. Seine-et-Marne is one of the original 83 departments, created on 4 March 1790 and it had previously belonged to the former province of Île-de-France. With 60% of the used as farmland, Seine-et-Marne is where most agricultural activity occurs within the Île-de-France. Cereals and sugar beet are the exports from Seine-et-Marne. The other key structures are the refinery at Grandpuits and the Snecma research plant. The two new towns are the centre of tourism for the department, mainly due to parks such as Disneyland Park. Seine-et-Marne has a temperate Atlantic climate, the average rainfall is based upon that of Fontainebleau, giving an average rainfall of 650 mm, which is higher than the average of Île-de-France. Average temperature in Melun during the 1953–2002 period was 3.2 °C for January and 18.6 °C for July, the storm of 26 December 1999 led to five deaths in Seine-et-Marne and caused several trees to fall. Seine-et-Marne forms a part of the region, the department covers 49% of the regions land area. It is bordered by Val-dOise, Seine-Saint-Denis, Val-de-Marne, Essonne to the West, Loiret and Yonne to the South, Aube and Marne to the East, the department has many natural reserves, notably Brie and Gâtinais. The highest point of the département is Saint-Georges Hill, people from Seine-et-Marne are known as the Seine-et-Marnais. Originally Seine-et-Marne was very rural and lightly populated, over the past 50 years, however, its population has tripled, due to the development of the Paris conurbation and the building of new towns in the northwest of the region. The population was estimated to be 1,267,496 inhabitants in 2006, the region has changed from consisting only of small villages to forming a large part of the Paris conurbation. Seine-et-Marne as a whole shares a sister city relationship with Orlando, Florida, United States, mutualité, assurance et cycles de lincendie
5.
Double-track railway
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A double-track railway usually involves running one track in each direction, compared to a single-track railway where trains in both directions share the same track. In the earliest days of railways in the United Kingdom, most lines were built as double-track because of the difficulty of co-ordinating operations before the invention of the telegraph, the lines also tended to be busy enough to be beyond the capacity of a single track. In the early days the Board of Trade did not consider any single-track railway line to be complete and this improved with the development of the telegraph and the train order system. In any given country, rail traffic generally runs to one side of a double-track line, thus in Belgium, China, France, Sweden, Switzerland and Italy for example, the railways use left-hand running, while the roads use right-hand running. In countries such as Indonesia, it is the reverse, on the French-German border, for example, flyovers were provided so that train moving on the left in France end up on the right in Germany and vice versa. Handedness of traffic can affect locomotive design, for the driver, visibility is good from both sides of the driving cab so the choice on which side to site the driver less important. For example, the French SNCF Class BB7200 is designed for using the left-hand track, generally, the left/right principle in a country is followed mostly on double track. On single track, when trains meet, the train that shall not stop uses the straight path in the turnout. Double-track railways, especially older ones, may use each track exclusively in one direction and this arrangement simplifies the signalling systems, especially where the signalling is mechanical. Where the signals and points or rail switches are power-operated, it can be worthwhile to signal each line in both directions, so that the line becomes a pair of single lines. This allows trains to use one track where the track is out of service due to track maintenance work, or a train failure. Most crossing loops are not regarded as even though they consist of multiple tracks. If the crossing loop is long enough to several trains. A more modern British term for such a layout is an extended loop, the distance between the track centres makes a difference in cost and performance of a double-track line. The track centres can be as narrow and as cheap as possible, signals for bi-directional working cannot be mounted between the tracks so must be mounted on the wrong side of the line or on expensive signal bridges. Track centres are usually wider on high speed lines, as pressure waves knock each other as high-speed trains pass, narrow track centres might be 4 metres or less. Narrow track centres may have to be widened on sharp curves to allow for rail vehicles following the arc of the curve. Widening a track centre to 5 metres or so suits high-speed trains passing each other, increasing width of track centres of 6 metres or more makes it much easier to mount signals and overhead wiring structures
6.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
7.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
8.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
9.
25 kV AC railway electrification
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25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
10.
Gare de Lyon
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Paris-Gare de Lyon is one of the six large mainline railway station termini in Paris, France. It handles about 90,000,000 passengers every year, making it the third busiest station of France and it is the northern terminus of the Paris–Marseille railway. It is named after the city of Lyon, a stop for many long-distance trains departing here, the station is located in the XIIe arrondissement, on the north bank of the river Seine, in the east of Paris. The station is served by high-speed TGV trains to south and eastern France, Switzerland, Germany, Italy, the station also hosts regional trains and the RER and also by the Gare de Lyon metro station. There are a further 4 platforms for the RER underneath the main lines, the station was built for the World Exposition of 1900. On multiple levels, it is considered an example of the architecture of its time. Most notable is the clock tower atop one corner of the station, similar in style to the clock tower of the United Kingdom Houses of Parliament. The station houses the Le Train Bleu restaurant, which has served drinks and meals to travellers, on 27 June 1988, in the Gare de Lyon train accident, a runaway train crashed into a stationary rush-hour train, killing 56 people and injuring a further 55. From Gare de Lyon train services depart to major French cities such as, Lyon, Marseille, Nice, Montpellier, Perpignan, Dijon, Besançon, Mulhouse, Grenoble and a number of destinations in the Alps. International services operate to Italy, Turin, Milan and Venice, Switzerland, Geneva, Zurich, Bern, Interlaken, Lausanne and Brig, Germany Freiburg im Breisgau and Spain, Barcelona. For the Gare de lEst, either walk to nearby Quai de la Rapée Métro station for Line 5, or take Line 1 from Lyon north to Bastille station and this is also another way to reach the Gare du Nord. For Gare Saint-Lazare, take Métro Line 14, for Gare Montparnasse, catch a 91 bus, which goes there directly. Or take the Métro Line 14 to Châtelet and then change for Line 4 to Montparnasse-Bienvenüe, for Gare dAusterlitz the 5-10mn walk south across Pont Charles de Gaulle or Pont dAusterlitz is quickest. The station has appeared in the films,1972, Travels with My Aunt, directed by George Cukor 2005, The Mystery of the Blue Train
11.
Gare de Dijon-Ville
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Dijon or Dijon-Ville is a railway station located in Dijon, Côte-dOr, eastern France. The station was opened in 1849 and is located on the Paris–Marseille railway, Dijon-Is-sur-Tille railway, Dijon-Saint-Amour railway, the train services are operated by SNCF and Thello. From Dijon train services depart to major French cities such as, Paris, Lyon, Marseille, Nice, Montpellier, Perpignan, Belfort, Besançon, Mulhouse, Strasbourg, Bordeaux, Toulouse. International services operate to Switzerland, Zürich, Bern, Interlaken, Lausanne and Brig and Italy, Milan and Venice
12.
Seine
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The Seine is a 777-kilometre-long river and an important commercial waterway within the Paris Basin in the north of France. It rises at Source-Seine,30 kilometres northwest of Dijon in northeastern France in the Langres plateau, flowing through Paris and it is navigable by ocean-going vessels as far as Rouen,120 kilometres from the sea. There are 37 bridges within Paris and dozens more spanning the river outside the city, examples in Paris include the Pont Alexandre III and Pont Neuf, the latter of which dates back to 1607. Outside the city, examples include the Pont de Normandie, one of the longest cable-stayed bridges in the world, the Seine rises in the commune of Source-Seine, about 30 kilometres northwest of Dijon. The source has been owned by the city of Paris since 1864, a number of closely associated small ditches or depressions provide the source waters, with an artificial grotto laid out to highlight and contain a deemed main source. The grotto includes a statue of a nymph, on the same site are the buried remains of a Gallo-Roman temple. Small statues of the dea Sequana Seine goddess and other ex voti found at the place are now exhibited in the Dijon archeological museum. The Seine is dredged and oceangoing vessels can dock at Rouen,120 kilometres from the sea, commercial riverboats can use the river from Bar-sur-Seine,560 kilometres to its mouth. At Paris, there are 37 bridges, the river is only 24 metres above sea level 446 kilometres from its mouth, making it slow flowing and thus easily navigable. The Seine Maritime,105.7 kilometres from the English Channel at Le Havre to Rouen, is the portion of the Seine used by ocean-going craft. The tidal section of the Seine Maritime is followed by a section with four large multiple locks until the mouth of the Oise at Conflans-Sainte-Honorine. Multiple locks at Bougival / Chatou and at Suresnes lift the vessels to the level of the river in Paris, upstream from Paris seven locks ensure navigation to Saint Mammès, where the Loing mouth is situated. Through an eighth lock the river Yonne is reached at Montereau-Fault-Yonne, from the mouth of the Yonne, larger ships can continue upstream to Nogent-sur-Seine. From there on, the river is only by small craft. All navigation ends abruptly at Marcilly-sur-Seine, where the ancient Canal de la Haute-Seine used to allow vessels to continue all the way to Troyes and this canal has been abandoned for many years. The average depth of the Seine today at Paris is about 9.5 metres. Until locks were installed to raise the level in the 1800s, the river was much shallower within the city most of the time, today the depth is tightly controlled and the entire width of the river between the built-up banks on either side is normally filled with water. The average flow of the river is low, only a few cubic metres per second
13.
Sens
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Sens is a commune in the Yonne department in Bourgogne-Franche-Comté in north-central France,120 km from Paris. Sens is a sub-prefecture and the city of the department. It is crossed by the Yonne and the Vanne, which empties into the Yonne here, the city is supposed to have been one of the oppida of the Senones, one of the oldest Celtic tribes living in Gaul. It is mentioned as Agedincum by Julius Caesar several times in his Commentarii de Bello Gallico, the Roman city was built during the first century BC and surrounded by walls during the third. It still retains today the skeleton of its Roman street plan, during the Middle Ages its archbishops held the prestigious role of primates of Gaul and Germany. The Hôtel de Sens in Paris was their residence in that city. The Archdiocese of Sens ruled over the dioceses of Chartres, Auxerre, Meaux, Paris, Orléans, Nevers, starting from 1135, the cathedral of Sens, dedicated to Saint Stephen, was rebuilt as one of the first Gothic cathedrals. There, in 1234, Louis IX of France celebrated his wedding to Marguerite of Provence, Sens witnessed the trial of Peter Abelard. Pope Alexander III sojourned for some time in the city, the Archdiocese of Sens hosted a number of church councils. Sens experienced troublesome times during the Wars of Religion, the city declined after Paris was elevated to archdiocese in 1622. He lived, probably in Sens, in the thirteenth century, samo, Frankish merchant and later king of the 7th century Slavic state known as Samos Empire. In 1164, he took refuge in Sens, where Pope Alexander III was sheltered, Louis Jacques Thénard, French chemist, educated at the academy of Sens. Samson ben Abraham, 12th century rabbi and notable Tosafist. Victor Scipion Charles Auguste de La Garde de Chambonas, mayor of Sens, brigadier general and it is the presumed birthplace of the 12th-century architect William of Sens. Édouard Charton, an eminent French literary figure. Tourist Office Official website City council website Richard Stillwell, ed. Princeton Encyclopedia of Classical Sites,1976, Agedincum, Yonne, France
14.
Montbard
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Montbard is a commune and subprefecture of the Côte-dOr department in the Bourgogne region in eastern France. Montbard is an industrial town on the river Brenne. The Forges de Buffon, ironworks established by Buffon, are located in the village of Buffon. There has been a team in the town since 1993. Montbard is near the site of the Cistercian Abbey of Fontenay, the chateau was the scene of the marriage of Anne de Bourgogne and John of Lancaster, Duke of Bedford in 1423. It was acquired by the naturalist Georges-Louis Leclerc, Comte de Buffon, Abbey of Fontenay Buffon Some TGV express trains between Paris and Dijon stop at Montbard. The Burgundy Canal also passes through the town
15.
Gare du Creusot TGV
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The Gare du Creusot TGV is a railway station on the LGV Sud-Est providing TGV high-speed train services to the town of Le Creusot, France. Opened 27 September 1981, the station is located outside the city in the town of Écuisses and is accessible by road, the station is arranged with two side tracks for stopping trains, and two centre tracks for non-stopping trains to pass at full speed. The next northbound station on LGV Sud-Est is Paris-Gare de Lyon, TGV journey times from the station to Paris,1 hour 20 minutes, Lyon 40 minutes. 55 km north of the station is the highest point on the line at 489m above sealevel and this is near the range dividing the Seine and Loire river valleys, and not far from the Rhone river valley
16.
Gare de Nevers
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Nevers is a railway station in Nevers, Bourgogne, France. The station opened on 5 October 1850 and is located on the Moret-Lyon, Vierzon - Saincaize, Nevers - Chagny, the station is served by Intercités and TER services operated by SNCF. To the North of the station is the large Nevers Works, also at the rear of the station are a few sidings where freight and passenger trains are kept
17.
Gare de Lyon-Perrache
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Lyon-Perrache is a large railway station located in the Perrache district, in the 2nd arrondissement of Lyon, France. The station was opened in 1855 and is located on the Paris–Marseille railway, Lyon–Geneva railway, the train services are operated by SNCF and includes TGV, Intercity and local services. The station was built in 1855 by Alexis Cendrier for the CF du PLM, the building was built in classical style and is composed of a double rooftop and a large passenger building. The station lost its view of the city when the transport interchange, the platforms are covered by two twin iron rooftops. It is the terminus of the LGV Sud-Est line, the railway line from Paris. It is also served by trains from other parts of France. It is also the terminus of one of the Lyon tram lines, today, however, Perrache is no longer the primary rail station serving Lyon. A rebuilding of the station is planned for completion by 2020, with a view to improving the interchange, saint-Étienne, Roanne, Bourgoin-Jallieu, Villefranche, Vienne, Bourg-en-Bresse and Ambérieu
18.
Gare de Valence TGV
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Gare de Valence TGV is a railway station in Valence, France which offers regular TGV services. The station, located in eastern Valence, is ten kilometres north-east from the town centre. With its opening in 2001, the station has considerably shortened travel times for travellers throughout eastern France, Valence TGV was built for and opened along with the LGV Méditerranée, which extends south from Valence to Marseille. The station is only 1 km south of the end of LGV Rhône-Alpes, Valence TGV has some unique station architecture. Built primarily of reinforced concrete, one of the features is the glass on all walls of the station building. The station is built on an incline, which makes it slightly harder for handicapped people to move around the building. Valence TGV is a station, the top level is used for TER trains while the bottom level is used for TGV trains. The lower level, aligned roughly north-south, has 4 tracks,2 in the centre allow through trains to pass without slowing, there are regular shuttles from Valence TGV to Valence City station, in the city centre. French highway RD532 provides road access to the station, and two large carparks have been built at the station to passengers to park their car. Travel times have decreased dramatically using Valence TGV station
