LGV Montpellier–Perpignan
| Company type | Public infrastructure project |
|---|---|
| Industry | Rail transport |
| Founded | 1995 |
| Headquarters | Montpellier , France |
Area served | Occitanie, France; connection to Spain |
| Products | High-speed passenger and freight rail services (planned) |
| Owner | SNCF Réseau |
| Website | www |
The LGV Montpellier–Perpignan (Ligne nouvelle Montpellier - Perpignan) represents a proposed high-speed rail corridor connecting Montpellier with Perpignan. This line will finalize the rail link between Spain’s network and the current LGV Méditerranée, bridging the gap between the Contournement Nîmes – Montpellier and the 45 km LGV Perpignan–Figueres, which crosses into Spain at Le Perthus to reach Barcelona.
The initiative includes new station developments at both Béziers and Narbonne. The segments running from Montpellier to Béziers and from Rivesaltes to Toulouges are planned for combined passenger and freight operations, whereas the stretch between Béziers and Toulouges will be dedicated exclusively to passenger services.
A key strategic aim is to facilitate a Paris–Madrid connection in under six hours by the 2040s, providing a competitive, low-carbon alternative to air travel on routes such as Lyon–Madrid and Paris–Barcelona.
Purpose and characteristics
During the 1980s, there were preliminary designs for a high-speed railway extending from the Rhône Valley to the Spanish frontier; however, these plans were discontinued in 1995 when the LGV Méditerranée was truncated at Nîmes due to anticipated insufficient traffic volumes.
By 2001, congestion on the traditional line triggered investigations into a mixed-use high-speed route for both passengers and freight, aiming to:
- Deliver high-speed connections to Languedoc-Roussillon while integrating into a European corridor linking Spain (Madrid, Barcelona) with Paris, eastern France, Italy, and Switzerland
- Alleviate pressure on the historic route to increase capacity for regional (TER) services and freight trains, promoting a modal shift from road transport to rail
Constructing a dual-purpose line entails higher expenditures because of technical demands such as:
- Larger curve radii (exceeding 6,000 m compared to 4,000 m) to accommodate slower freight trains without reducing TGV speeds above 300 km/h
- Reduced gradients (maximum around 1%) suitable for heavy freight trains versus steeper slopes typical of dedicated high-speed lines
- Track infrastructure designed for heavier axle loads (22 t versus 17 t for TGVs)
- Increased track spacing ensuring safe coexistence of freight and high-speed traffic
SNCF Réseau has introduced the "rail highway" concept—a route engineered with larger loading gauges than standard tracks. For instance, overhead wire height is raised from 5.08 m to 5.60 m, enabling transportation of trucks on non-lowered wagons, thereby enhancing freight throughput and operational efficiency.
Technical specifications
Key features of the line include:
- Overall length: 150 km
- Service speed: 220 km/h
- Maximum design speed: 350 km/h
- Standard gauge track
- Electrification system: 25 kV, 50 Hz
- Maximum gradient: 10‰
- Dual track configuration
- Signaling systems: ETCS level 2 and KVB (Contrôle de vitesse par balises)
- Ownership: SNCF Réseau
- Traffic types: High-speed passenger (TGV) and freight
Route
Shortly beyond Montpellier-Sud de France station, trains will merge onto the LGV Montpellier–Perpignan near Maurin.
A parkway station is planned close to Béziers near the intersection of A9 and A75 motorways. A conventional line will allow trains to stop at Béziers station itself, facilitating connections toward Narbonne and Carcassonne until the Béziers-Perpignan segment is operational. For through services heading to Perpignan, usage of the parkway station is mandatory due to absence of a direct link beyond Béziers.
The urban area of Narbonne will be circumvented by a new station located west of the city. This station will be constructed above the existing classic line to enable easy platform transfers for passengers traveling toward Carcassonne, similar in design to Valence TGV. A triangular junction north of this facility will provide direct access toward Carcassonne without requiring entry into Narbonne’s urban zone.
While the line avoids passing through major city centers directly, it incorporates connecting rail links allowing access to existing stations. Provision has been made for a future connection with the LGV Perpignan-Figueres line near Toulouges.
History
The Madrid Agreement dated 10 October 1995 set in motion the development of a high-speed rail connection between France and Spain, initiating competitive tenders for its design, construction, and operation. Initial feasibility studies were confirmed. In 2000, the LGV Languedoc Roussillon segment (from Montpellier to Perpignan) was designated as a project of general interest, followed by the Nîmes-Montpellier bypass being declared a public utility in 2005. Nevertheless, no definitive decision was reached regarding the Montpellier-Perpignan stretch.
In 2006, the Ministry of Transport commissioned RFF (Réseau Ferré de France) to conduct studies on the proposed Montpellier-Perpignan line (LNMP). A public consultation took place in 2009, and by November of that year, investigations continued into a hybrid freight and high-speed rail corridor.
By November 2011, the Ecology Minister approved a corridor with a width of approximately 1,000 meters for the route. Towards the end of 2012, regional promotional efforts advocated for establishing a TGV station in Narbonne.
In January 2016, Alain Vidalies, then Secretary of State for Transport, signaled that approval for the Montpellier-Perpignan alignment was imminent. On 3 February 2016, Vidalies confirmed both the route and station placements, defining a corridor width between 100 and 200 meters and planning two new stations at Béziers and Narbonne.
Despite a Senate report in September 2016 recommending a fifteen-year moratorium on new lines in Occitanie to focus on maintenance priorities elsewhere, strong political backing remained from regional leaders such as Hérault deputy Philippe Huppé and Montpellier’s mayor Philippe Saurel.
Construction timelines were announced in late 2018: ten years projected for Montpellier to Béziers and an additional decade for Béziers to Perpignan.
On 8 July 2020, Perpignan’s mayor Louis Aliot appealed to Prime Minister Jean Castex to expedite the project. Castex pledged to accelerate progress beyond previous efforts. By April 2021, following state funding commitments for the Bordeaux-Toulouse high-speed line, Castex reiterated intentions to fast-track this initiative as well.
On 16 February 2023, the first phase—from Montpellier to Béziers—was officially declared a public utility project. Authorization for preliminary works on this section was anticipated by 27 July 2023.
Progress
An agreement signed on 22 January 2022 binds the Occitanie region along with ten local authorities to finance 40% of the €2 billion budget allocated for the initial phase. The national government contributes another 40%, while the European Commission finances the remaining 20%. Subsequent to this accord, a public inquiry was launched. In March 2022, a dedicated special purpose vehicle was created to oversee project delivery, financing arrangements, and overall management.
Construction is slated to begin on the first segment of 52.3 km from Montpellier to Béziers by early 2030, aiming for operational readiness around 2034. The second phase covering approximately 97.7 km is expected to start between 2039 and 2040 with completion anticipated by 2044; a new public consultation is planned for autumn 2025.
The total expenditure forecasted for the entire project stands at around €6 billion.