The Lyon-Turin railway project aims to connect France and Italy with a new, modern, and fast line. It will reduce the number of heavy goods vehicles by 1 million on alpine roads and decrease air pollution by offering a more competitive and environmentally friendly railway alternative. The expected benefits for freight transport are increased efficiency and capacity, and for passenger transport, the ability to run international, national, or regional trains faster and more frequently.
The Lyon-Turin project is divided into three sections: the French section, the cross-border section, and the Italian section. This division is due to the project's scale and complexity, requiring coordination among several project owners within their respective scopes of responsibility (SNCF Réseau, TELT(1), and RFI(2)). It allows for specific responses to the needs and particularities of each section. The French section connects the east of the Lyon metropolitan area to Saint-Jean-de-Maurienne, interconnecting with the cross-border section, which is currently under construction.
(1) Company created by an international treaty between the French and Italian states to build the cross-border section.
(2) Company that manages the Italian railway network, similar to SNCF Réseau in France.
SNCF Réseau, appointed by the State, is the project owner for the French section of the Lyon-Turin. The Project Owner conducts studies for the new line and its integration into the traversed territories, adhering to objectives set by funders and in consultation with local elected officials. Funding for these studies is provided by the European Union, the Ministry of Transport, and certain local authorities (the Auvergne-Rhône-Alpes Region, the departments of Rhône and Savoie, the Mixed Syndicate for Mobilities of the Grenoble Area (SMMAG), and the agglomeration communities of Grand Annecy, Grand Chambéry, and Grand Lac).
Yes, the Lyon-Turin project already has a positive impact on the local economy by generating numerous direct and indirect jobs in the Maurienne Valley and in sectors as varied as construction, engineering, transport, and services. Furthermore, the construction phase will also benefit the housing, catering, and local services sectors due to increased demand in these areas during the works.
- Passenger trains will operate on the new line between the Lyon metropolitan area and La Tour-du-Pin. Beyond La Tour-du-Pin, passenger traffic toward Grenoble, Chambéry, or Italy will use the existing network.
- Between Avressieux and Saint-Jean-de-Maurienne, the line will be exclusively dedicated to freight trains, accommodating all types of freight (around 80 trains per day), including:
- Bulk freight
- Container transport
- Transport of truck trailers or entire trucks(1).
(1) The choice of the "large gauge" scenario will allow transporting entire trucks (trailer + cab), as is already done in the Channel Tunnel, for example.
The French section of the Lyon-Turin will benefit daily trains. By accommodating part of the traffic, the new line will free up capacity on existing lines and stations. This will help improve fluidity and reliability of train movements, increase the number of trains, and reduce travel times for passengers. Long-term plans for the Lyon, Chambéry, and Grenoble Regional Express Metropolitan Services (SERM) rely precisely on this new infrastructure.
The current railway line connecting France and Italy via the Mont-Cenis Tunnel was built over a century ago. It does not meet the standards required for a high-performance and competitive freight link compared to road transport. For example, the slopes are too steep and the curves too tight. In practice, one or even two additional locomotives are often needed to help certain freight trains cross the Alps. This is particularly problematic given that France's low-carbon national strategy anticipates a 40% increase in freight traffic by 2050. The French section, combined with the base tunnel, will address these challenges.
Like any development project, the French section of the Lyon-Turin will have environmental impacts. These were initially assessed as part of the 2012 public inquiry file and concern the physical environment (i.e. soils and landforms), the natural environment (i.e. ecosystems affected by the project), as well as the human environment and certain economic activities.
These impacts will be fully taken into account by the project owner: negative effects will be avoided or reduced as much as possible, and compensatory measures will be implemented, such as the creation of new natural areas or the rehabilitation of affected zones. Ongoing studies will make it possible to update and adapt the measures to be implemented so that they are truly relevant and tailored to the specific characteristics of each area.
The works will be active for several years and will inevitably cause disruptions (such as road and rail traffic interruptions, noise pollution, dust, etc.). The ongoing studies will help define and propose mitigation measures, alongside continuous dialogue between SNCF Réseau and local stakeholders to ensure all concerns are properly addressed. Measures will be implemented to minimize these impacts, including:
- Traffic diversions
- Temporary noise barriers
- Adjustments to working hours, etc.
The cost of the first phase is estimated at 7.2 billion euros (2022 value). The significant technical complexity of the project, notably the construction of 72 km of tunnels, justifies this substantial amount.