Tram Tours
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| Basic information | |
| Country | France |
| city | Tours |
| opening | August 31, 2013 |
| operator | Fil bleu |
| Infrastructure | |
| Route length | 14.8 |
| Gauge | 1435 mm ( standard gauge ) |
| Power system | 750 V |
| Operating mode | Bidirectional operation |
| Stops | 29 |
| Depots | 1 |
| business | |
| Lines | 1 |
| Clock in the peak hours | 6 ' |
| vehicles | 21 Alstom Citadis 402 |
| statistics | |
| Passengers | 54 900 / per day (forecast) |
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The Tours tram ( French: Tramway de Tours ) is a tram system in operation in the French city of Tours . The commissioning of the first line took place on August 31, 2013 and is operated by Keolis Tours. A second line is being planned.
A horse-drawn tram existed in Tours as early as 1877, and an electric tram then operated from 1900 to 1949. Trolleybuses ran in their successor until June 30, 1968 .
Tram from 1877 to 1949
In 1874 Tours decided to build a tram. This made Tours the sixth French city with a horse-drawn tram after Paris , Lille , Le Havre , Marseille and Orléans . On April 23, 1875, Frédéric de la Hault was entrusted with the construction and operation of the network for the next 40 years. The route was along the Avenue de Grammont regelspurig created and wrong the first time on July 8, 1877. She commuted between the city gates in the direction of Vouvray and Grammont. On July 25, 1877, it was supplemented by two branches, including one to the PO railway station . The network was operated by the “ Compagnie générale française de tramways ” (CGFT), which also operates in other cities . Of the nineteen cars delivered between 1877 and 1894, six were open summer cars.
On September 16, 1889, an independent entrepreneur started operating an equally regular steam tram to Vouvray. The row suits of the “Société de Tramways à Vapeur de Tours à Vouvray” ran in the city of Tours on the tracks of the CGFT. Two of the three-axle wagons had an open upper floor .
In July 1895, the CGFT began their horses tracks by steam railcar of the type Serpollet to replace. The ten vehicles could each carry 31 passengers and also pull up to two of the old horse-drawn trams. In the same year, the city administration considered converting to electrical operation for the first time. However, the project exceeded the financial possibilities of the CGFT, which finally sold the Tours operations to the newly founded "Compagnie des Tramways de Tours" (CTT) in 1898.
The new operating company re-tracked the railway to meter gauge with a view to possible extensions over railway lines in the surrounding area . The Diatto system was used for the energy supply , in which the power is drawn from point contacts located in the track axis. In this way it was possible to avoid the installation of a contact wire along the avenue de Grammont . The "Société de Tramways à Vapeur de Tours à Vouvray" gave the route to Vouvray to the new company.
The horse-drawn tram cars were re-gauged from 1899, some of them remained in use as sidecars until operations were closed in 1949 . In 1901, almost the entire network was re-gauged and electrified. Only for the - from now on also narrow-gauge line - route to Vouvray were steam locomotives acquired by the locomotive builder Société de Saint-Léonard in 1900 , which ran in front of converted wagons of the Rowan trains.
From 1899 the town of Saint-Avertin south of the city was opened up. In 1900 the tram network reached a length of 20 kilometers. In 1903 the network consisted of four city lines and a suburban line, which, depending on the location, had Diatto contacts or an overhead line. In addition to line A, which ran from the northern bridgehead of the Pont de pierre on the Rue nationale – avenue de Grammont in point contact operation, lines B and D also had two, and line C even three short sections of this type. The railcars were equipped for both systems. There were also three suburban lines with steam operation.
In 1911 the network had reached its greatest extent. In 1912 steam operation was discontinued after its lines had also been electrified, and in 1914 point contact operation was given up. In 1919 the first line was shut down and one of the suburban lines was integrated into the city network.
At its peak, the company had 51 two-axle railcars from the manufacturers Thomson (33), Buire (11) and Raghéno (7). The open cabs of the Thomson cars were closed before the First World War , as were those of two Buire vehicles.
At the beginning of the 1930s, the fleet of vehicles was outdated and the operating company's financial situation was precarious. It was exacerbated from 1931 by the advent of competing buses along the suburban routes. On September 1 of the following year three of these routes were given up and eight Buire vehicles were sold to Angers . Around 1939 the city lines A (Sainte-Radegonde-Parc de Grammont), B (Hôpital-Rue de Paris) and C (Cathédrale-Rabelais) as well as the suburban line Place Anatole France-La Tranchée existed. 43 railcars operated on them, of which only the three remaining Buire cars were modernized.
During the Second World War , the city was bombed by the German Air Force on June 15, 1940 , and the first tram could not run again until early July. During the time of the German occupation , operations could only be maintained with restrictions, mainly due to a lack of raw materials. On May 20, 1944, the Allies bombed the city's railway facilities . The nearby tram depot was hit, eight motor coaches and four sidecars were destroyed. On August 22, 1944, the Wehrmacht destroyed the Pont Wilson bridge on the Loire while withdrawing from Tours , which led to the network being split in two. This state of affairs lasted until September 10, 1947, when a bus connected the two banks of the Loire via a temporary bridge .
The city was liberated on September 1, 1944, and on October 26 the first tram ran on a section of Line A. However, the poor condition of the outdated rolling stock led to the decision to replace the tram with a trolleybus network. On September 14, 1949, the tram service was stopped.
The way to reintroduce a tram
In 2007, after much back and forth, the city decided to build a tram line. At the beginning of the 1990s, first considerations about the introduction of a bus system with its own lanes took place. There were two lines in conversation that should have crossed in the center of Tours. One would have crossed the city in a north-south direction, the other from east to west. The "Plan de déplacements urbains" (PUD) adopted in 2003 largely adopted the previous considerations. Ultimately, the tram was chosen as the means of transport, as it proved possible to dispense with an overhead line in sections so as not to disturb the historic city center.
Standard gauge tram since 2013
_par_Cramos.JPG)
The first line, which crosses the city in a north-south direction, went into operation on August 31, 2013. In addition, a second line is under discussion, which should run in an east-west direction.
Schedule and construction
The preliminary planning of the first line took place until summer 2010, so that on December 21, 2010 the Déclaration d'utilité publique took place. On September 9 of the same year, Alstom was commissioned to deliver the vehicles. Construction of the depot and the new bridge over the Cher began in February 2011, and civil engineering work began two months later. On May 15, 2011, a mockup of the future vehicle was presented to the public. Work on the bridge over the Cher ended in April 2012, and test drives have been taking place on the sections that have already been completed since November of that year. The remaining work was completed by February 2013. In August, operations began without passengers, and commercial journeys began on September 1, 2013.
Infrastructure
The first line A largely corresponded to line 1 of the bus network. The tram crosses the cities of Tours and Joué-lès-Tours in a north-south direction and largely uses the existing bus lanes. However, the tram near the train station ("Gare SNCF") of Tours deviates from it to better serve it. The Pont de Vendée over the Cher River was rebuilt in order to save a detour via the Pont Saint-Sauveur .
Line A is 14.8 kilometers long and has 29 stops. The platforms are 43 m long and 4 m wide. The Alimentation Par Sol system is used over a length of two kilometers between the Place Choiseul and Gare SNCF stops . In this case, the current is not transmitted via the overhead line, but via a third rail embedded in the route. Thus the cityscape is not disturbed by masts and the contact wire.
The total costs are estimated at 369.1 million euros. Of this, 73 million are due to the purchase of the vehicles.
Depot
The depot was originally supposed to be at the southern end of the line. In the end it was decided to build it near the Lycée Vaucanson at the northern end of the line.
business
During rush hour there is a tram every six minutes. It takes 47 minutes to travel the entire line.
vehicles
On September 9, 2010, Alstom was commissioned to deliver 21 Citadis 402s , which are 43 meters long. The contract is worth 73 million euros. The head shape of the trams was specified by the Sitcat (Syndicat des transports en commun de l'agglomération de Tours). The artists Daniel Buren , Roger Tallon and Louis Dandrel were involved in the drafting of the design .
Citadis 402 at UITP in Geneva
Daniel Buren's lines on the tram and the ground
Vertical light strips complement the front lights and replace the rear lights
_nuit_par_Cramos.JPG)
Further expansion
A second line should complete the network. It should open up the Hôpital Trousseau in Chambray-lès-Tours . The first variant starts at the Lycée Vaucanson and follows the first line to the train station. The second option starts at Saint-Pierre-des-Corps train station and goes to Tours train station on avenue Jean Bonin. From there, the entire length of the Avenue de Grammont is to be used in order to then open up the CHU de Trousseau via Saint-Avertin .
Web links
- (fr) Official website
- Tours at the Musée des transports urbains, interurbains et ruraux
- Le tram de Tours with historical photos
Individual evidence
- ^ 1875: la bataille du rail from La Nouvelle République du Center-Ouest
- ↑ a b Tours at the Musée des transports urbains, interurbains et ruraux, accessed on November 18, 2016
- ↑ Tout le monde veut son tram! on lanouvellerepublique.fr
- ↑ Ecomobilité on lanouvellerepublique.fr ( Memento of the original of August 8, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 4.4 MB)
- ↑ a b c d e f Dossier spécial Tours in Ville, rail & transports, October 2010, p. 20, ( online )
- ^ L'Express: Tours inaugure son tramway , August 31, 2013
- ↑ (fr) website for the opening of the tram
- ↑ Tramway: arrêté déclaration d'utilité publique signé on indre-et-loire.pref.gouv.fr ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Alstom fournira 21 Citadis et son système d'alimentation par le sol (APS) à l'agglomération tourangelle pour un montant de 73 millions d'euros on alstom.com ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ La maquette du tram de Tours présentée au public on ville-rail-transports.com
- ↑ Foire aux questions on tram-tours.fr ( Memento of the original from May 14, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Tours selects Citadis and APS on railwaygazette.com
- ↑ Le nez du tram de Tours en consultation , In Ville, Rail & Transport, October 2009 ( online )
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