Auvergne-Rhône-Alpes, one of France’s most visited and geographically diverse regions, is betting big on rail to move both residents and tourists in cleaner, faster and more comfortable ways.

Backed by a record 5.7 billion euro program adopted in December 2023 and now moving into concrete delivery phases, the region’s “Mobilités positives – Cap sur 2035” rail strategy is already reshaping timetables, rolling stock orders and station investment ahead of the 2026 tourism seasons.

The stakes are high: increase daily TER ridership by roughly one third, relieve chronic congestion around key gateways such as Lyon and Grenoble, and make low‑carbon rail the backbone of Alpine, spa and wine-route tourism by the middle of this decade.

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A Record Rail Plan Aimed at Everyday Mobility and Tourism Growth

The 5.7 billion euro rail package is one of the largest single mobility commitments ever made by a French region. Regional officials describe it as a “shock of supply” in TER regional services, with the objective of boosting daily passengers from around 220,000 today to approximately 300,000 by 2035. For the many visitors who rely on trains to access ski resorts, historic towns and wine areas, this translates into more departures, larger trains and fewer bottlenecks on the busiest axes.

Roughly 3 billion euros are dedicated to rolling stock. About half of that will go to buying new trains, with a target of 130 new units in service by 2035, and the rest to heavy maintenance and new depots to keep the fleet available and reliable. The remaining 2.7 billion euros will be channeled into infrastructure, including track renewals and participation in larger national projects that influence access to the region, such as the Paris–Clermont line and the French approaches to the Lyon–Turin corridor.

The region’s leadership argues that such a scale of investment is essential to keep pace with demand that has already risen by around 20 percent between 2019 and 2022. Several key lines, notably Lyon–Saint‑Étienne and Lyon–Villefranche‑sur‑Saône, are frequently saturated at peak times. For tourism operators, those rail corridors double as arteries that bring in day-trippers and short-stay visitors; when trains are full or irregular, the pressure spills over onto roads and parking in fragile urban and mountain environments.

New and Refurbished Trains: Comfort as a Tourism Asset

Central to the strategy is a massive renewal and modernization of the TER fleet. Alongside new orders, the region and SNCF Voyageurs have launched a 3 billion euro program to completely refurbish 171 existing TER trainsets over a ten‑year period. The first refurbished unit, unveiled in March 2024, features corrosion treatment, improved sealing, redesigned interiors, and upgraded accessibility. For tourists hauling luggage, skis or bikes, these seemingly technical improvements make boarding smoother and journeys more pleasant.

The region has also confirmed orders for additional double‑deck Regio 2N units from French manufacturer Alstom. Ten new trainsets, capable of carrying close to 700 passengers each, were presented in 2025 as part of the “Cap sur 2035” plan. Scheduled for delivery in the second half of 2027, they will first reinforce the dense Lyon rail node before freeing up other trains to be redeployed elsewhere in Auvergne-Rhône-Alpes. This cascading effect is crucial for secondary tourist routes that currently suffer from limited capacity.

In parallel, a financing partnership worth 440 million euros with the Banque des Territoires, signed in July 2025, is supporting the acquisition of 71 new electric trains. These units are intended to underpin the future metropolitan express services and to offer a more modern onboard experience, with better information systems, accessibility features and energy performance. Tourism boards across the region see this as an opportunity to reposition rail as a “first-class” gateway to destinations that have, in some cases, been overshadowed by the car.

Lyon’s Emerging RER and the 2026 Timetable Boost

One of the most immediate changes travelers will notice relates to frequency, particularly around Lyon, the region’s main hub and a major European city-break destination. Auvergne-Rhône-Alpes is developing six metropolitan express rail systems, known in French as Services Express Régionaux Métropolitains, around Lyon, Saint‑Étienne, Grenoble, Geneva–Annemasse, Clermont‑Ferrand and Chambéry. These RER-style networks are designed to offer dense, frequent suburban and regional services comparable to urban metro systems.

For Lyon specifically, regional officials have set a short‑term goal of adding around 120 additional trains or “paths” per day by the end of 2026, largely through better organization and higher utilization of the existing fleet rather than major infrastructure work. Trains would operate from early morning until late evening with significantly reduced intervals on key lines that carry both commuters and visitors to attractions in the Saône and Rhône valleys.

From a tourism perspective, higher frequency can be as important as journey time. A visitor staying in central Lyon might think twice about a side trip to a Beaujolais village or a river town if the return trains are sparse in the evening. With quarter‑hourly or half‑hourly services, regional tourism agencies anticipate more spontaneous day trips and multi‑stop itineraries that spread spending beyond the main urban cores. The rail offer becomes less of a constraint and more of an enabler for exploring.

Hydrogen and Electric: Decarbonizing Access to Sensitive Landscapes

The environmental dimension of the 5.7 billion euro plan is central to its long‑term tourism impact. Auvergne-Rhône-Alpes includes part of the Alps, several regional and national parks, and spa and lakeside resorts where car traffic has become a major concern. The region is among four French territories that have ordered dual‑mode hydrogen-electric Régiolis H2 trains, with three such trainsets earmarked for lines including Moulins–Clermont‑Ferrand–Brioude and Lyon–Roanne–Clermont‑Ferrand.

These hydrogen TERs, developed with SNCF and Alstom, replace conventional diesel engines with fuel cells, batteries and hydrogen tanks. They are designed for a range of around 600 kilometers in hydrogen mode and a top speed of 160 km/h, comparable to current diesel units. Testing of a pre‑series train began in 2024, with commercial service on regional lines expected between late 2026 and early 2027. For visitors heading into volcanic landscapes, high plateaus or spa towns off the electrified mainlines, the prospect of boarding a near zero‑emission train aligns with growing expectations around low‑impact travel.

At the same time, the bulk of new rolling stock will be fully electric, supplied in part through the 71‑train program co‑financed by the Banque des Territoires. Combined with investments in infrastructure and power systems, this should further cut the share of diesel in the regional TER fleet. Diesel currently accounts for a disproportionate share of energy consumption and emissions in many French regional networks. Replacing those trains reduces not only carbon dioxide but also local air pollutants in narrow valleys and heritage city centers.

Reopening and Upgrading Lines That Matter for Tourists

Beyond urban nodes, the regional strategy explicitly references the reopening and reinforcement of so‑called “small lines,” many of which serve areas with high tourism potential but modest permanent populations. Discussions under the State–Region planning contract, including a proposed regional contribution of over 100 million euros, cover projects such as the Saint‑Étienne–Clermont‑Ferrand axis and feeder routes into the Massif Central and Alpine foothills.

Although precise calendars remain under negotiation with the national government and SNCF Réseau, the region has signaled that it wants these lines rehabilitated not just for social reasons, but as part of a broader rebalancing of mobility. In mountain areas where road improvement projects are increasingly contested on environmental grounds, better rail options are seen as a way to maintain accessibility for resorts, hiking areas and thermal towns without further widening roads or building new parking lots.

The Lyon–Turin project, while primarily a freight and long‑distance corridor, is another piece of the puzzle the region is trying to influence. Auvergne-Rhône-Alpes has indicated its readiness to contribute to studies and future works on the French access routes. Though full benefits will materialize well after 2026, tourism officials are already looking ahead to a time when cross‑Alpine passenger flows could rely more on high‑capacity rail links than on long‑distance car or coach journeys through vulnerable valleys.

Managing Growth and Ensuring Quality of Service by 2026

Transforming investment commitments into visible improvements is now the key challenge. The region has signed a new operating convention with SNCF covering the period 2024–2033, with clear objectives for reliability, punctuality and passenger information. Part of the 5.7 billion euro envelope is ring‑fenced for maintenance, depot modernization and staffing, all of which are essential to avoid the type of rolling stock shortages and last‑minute cancellations that damage rail’s reputation among both residents and visitors.

To gain more direct control over its assets, the region has created a dedicated public company to manage rolling stock and support its mobility policy. This structure will own and allocate trains to current and future operators as the regional market opens to competition from 2029 onward. For travelers, this behind‑the‑scenes shift could translate into more consistent service levels, clearer branding and a greater ability for the region to enforce quality requirements, regardless of which company runs the trains.

By the 2026 summer and winter seasons, regional authorities expect a first wave of visible benefits. The planned increase in services around Lyon, early deliveries of new or refurbished trains, and incremental improvements to station facilities should combine to create a more robust offer on several main tourist axes. While the full effect of the 5.7 billion euro program will extend to 2035, the next two years are positioned as a proving ground that will shape public perception of the region’s rail renaissance.

Tourism Strategies Pivot Around Rail-Centric Itineraries

Destination marketing bodies across Auvergne-Rhône-Alpes are already adapting their strategies to the emerging rail landscape. Campaigns promoting “car‑free” holidays to ski resorts, spa towns or lakeside villages are being refined to incorporate the new and more frequent train services expected by 2026. The aim is to turn rail from a merely functional mode of access into a central part of the travel experience, with scenic routes, on‑board digital guides and easy connections to local shuttles or bike rentals.

City tourism offices in Lyon, Grenoble and Clermont‑Ferrand see an opportunity to encourage visitors to extend their stays with rail‑based excursions. A traveler attending a conference in Lyon might be prompted to spend an extra day exploring the Beaujolais vineyards or Roman heritage sites using the enhanced RER network. Similarly, improved services in the Geneva–Annemasse area could support cross‑border itineraries that combine Swiss and French lakeside attractions under a low‑carbon banner.

The success of these strategies, however, will depend on coordination between transport planners, tourism boards and local businesses. Timetables need to align with check‑in times at mountain accommodations, luggage transfer options must be clear, and real‑time information must be multilingual and accessible. As the hardware of tracks and trains is upgraded, the software of the visitor experience will become a decisive factor in turning the region’s rail bet into a lasting tourism advantage.

FAQ

Q1. What exactly is the 5.7 billion euro rail investment in Auvergne-Rhône-Alpes?
The 5.7 billion euro package is a long‑term regional strategy, branded “Mobilités positives – Cap sur 2035,” that finances new and refurbished trains, maintenance depots, infrastructure works and service improvements across the TER network, with the goal of significantly increasing capacity and reliability by 2035.

Q2. How will this investment improve travel options for tourists by 2026?
By 2026, visitors should see more frequent trains around major hubs like Lyon, the introduction of additional modern trainsets on busy routes, improved comfort on refurbished TER units, and better connections to secondary destinations that are popular for skiing, hiking, spa breaks and wine tourism.

Q3. Which parts of the plan are most important for sustainability?
The shift toward electric and hydrogen‑powered trains, the reduction of diesel use, the development of metropolitan express rail systems, and the rehabilitation of regional lines serving sensitive mountain and rural areas are all central to cutting emissions and limiting road congestion.

Q4. Will there be new or reopened lines that benefit tourists?
Several so‑called small lines are under discussion or planning for upgrading and reopening, including axes such as Saint‑Étienne–Clermont‑Ferrand and routes feeding into the Massif Central and Alpine foothills, which are important gateways to natural and heritage sites.

Q5. What is the role of the Lyon RER project in this strategy?
The emerging RER‑style network around Lyon aims to add roughly 120 extra daily trains by the end of 2026 and to move toward quarter‑hourly services on key lines, making it easier for both residents and visitors to make frequent, spontaneous rail trips in and out of the city.

Q6. When will hydrogen regional trains start running in Auvergne-Rhône-Alpes?
The first hydrogen TERs, ordered jointly by several French regions including Auvergne-Rhône-Alpes, are expected to enter commercial service between late 2026 and early 2027 on selected non‑electrified lines such as Moulins–Clermont‑Ferrand–Brioude and Lyon–Roanne–Clermont‑Ferrand.

Q7. How many new trains will the region acquire under this plan?
The region’s roadmap foresees acquiring around 130 new trains by 2035, supplemented by the complete refurbishment of 171 existing TER units and additional electric trains financed with support from the Banque des Territoires.

Q8. Will tourists notice changes in station facilities as well as on trains?
Yes, part of the investment and the associated operating agreements focuses on improving station accessibility, passenger information, interchanges with local transport and overall security, which should make using trains easier for travelers not familiar with the region.

Q9. How does this rail investment influence car use in the region’s tourist areas?
By offering more frequent, reliable and comfortable rail alternatives into cities, valleys and mountain foothills, the region aims to reduce dependence on private cars, ease congestion on roads and in resort villages, and lower emissions in areas that are particularly sensitive to air and noise pollution.

Q10. Is the full 5.7 billion euro impact expected before 2026?
No, 2026 is an early milestone rather than the end point. Some benefits, such as extra services around Lyon, the arrival of refurbished and new trains, and initial hydrogen operations, will be visible by then, but the complete transformation of the network is planned to unfold gradually through to 2035.