Paris-Saint-Lazare train station
| Paris-Saint-Lazare | |
|---|---|
 Western part of the reception building with entrance to Métrolinie 14 at Cour de Rome (2012)
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| Data | |
| Location in the network | Terminus |
| Design | Terminus |
| Platform tracks | 27 |
| IBNR | 8700015 |
| opening | August 26, 1837 |
| Architectural data | |
| architect | Eugène Flachat |
| location | |
| City / municipality | Paris |
| Department | Paris |
| region | Île-de-France |
| Country | France |
| Coordinates | 48 ° 52 '36 " N , 2 ° 19' 31" E |
| Railway lines | |
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| List of train stations in France | |
The Paris-Saint-Lazare train station , colloquially Gare Saint-Lazare (German: Saint-Lazare train station), is one of the six major Parisian terminal stations . It is located in the Quartier de l'Europe in the 8th arrondissement . It is mainly used for regional traffic to the west of the Île-de-France conurbation . With around 100 million travelers per year (274,000 per day), it is the city's second largest train station.
history
The history of the Gare Saint-Lazare begins in 1837 with the opening of the road to Le Pecq by the railway company Compagnie du chemin de fer de Paris à Saint-Germain . First a temporary train station (Embarcadère de l'Ouest) made of wood was built on the Place de l'Europe .
In 1841 a second provisional, but this time brick, station was built on Rue de Stockholm, directly in front of Place de l'Europe. The plan of the Péreire brothers, the operators of the railway line, to extend the route in the direction of the center of Paris to Rue Tronchet, failed due to the resistance of the city administration and the residents concerned about a possible new line. Therefore, the project was dropped in the same year.
The third station was built between 1842 and 1853 at its current location on the Place du Havre by the architect Eugène Flachat . The station area was bordered by Rue de Rome to the west and Rue d'Amsterdam to the east. To the south, the station building was almost completely cut off by a series of private houses on Rue Saint-Lazare. The long-distance tracks were on the east side, next to them were the suburban tracks and the tracks of the Ligne d'Auteuil, which was largely integrated into the Petite Ceinture . A total of nine track groups with three to four tracks each (arrival, departure, machine and, if applicable, installation track) were available.
In 1889, the Compagnie des Chemins de fer de l'Ouest arranged for a significant expansion - made necessary by the world exhibition - led by the architect Jules Lisch, which gave the station its current appearance. The row of houses between the reception building and Rue Saint-Lazare was torn down for the renovation and the space that had become free was used to enlarge the two forecourt and widen Rue Saint-Lazare.
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A station hotel was built between the two forecourts , which was connected to the enlarged reception building via a walkway . The reception building was given three access areas on a 200 meter long front. The western entrance on the Cour de Rome and the eastern one on the Cour du Havre were constructed in a similar way with seven arcade openings between two tower-like pavilions from which travelers entered the vestibule . The middle section in between opened with 15 openings to the connecting road (Rue Intérieure) between the reception building and the hotel. The ticket offices and waiting rooms led from the approximately 190 meter long vestibule ; it served the arrival and departure of local travelers and the departure of long-distance travelers. The arriving long-distance travelers left the station via the east wing. There were further service rooms in the west wing and the boiler rooms in the basement below the western access building. By doing without special machine tracks on the suburban tracks , the number of platform tracks could be increased from 18 to 22. A loading hall was built for freight traffic west of the long-distance tracks between Rue de Berne and Rue de Saint-Petersbourg . There the cars were lifted from the lower level into the hall by means of pneumatic lifting devices and then lowered again.
On the occasion of the electrification of the western Parisian suburban lines, plans came up in 1914 to further convert the railway systems. Further platforms were to be built, some in tunnels. Ticket issuance and baggage acceptance for long-distance travel should be implemented in order to save passengers unnecessary aisles. In addition, that of the Batignolles tunnel should be slashed , as the track system in this area was confusing. The project was not carried out because of the First World War and was rejected in peacetime because of the high costs. After the devastating railway accident in the Batignolles tunnel with 28 dead, the ETAT had three of the four tubes ripped open. This made it possible to install two additional tracks.
From 1924, the suburban tracks starting from Saint-Lazare were electrified with 750 V DC voltage and supply via a side busbar . From 1966 the long-distance tracks were electrified with 25 kV 50 Hz alternating voltage and overhead lines, the last busbar sections were converted by 1979. In 1978, a pedestrian tunnel was opened from Rue de Rome to Rue de Londres to relieve the cross platform .
Today the station has 27 tracks and is connected to the public Parisian public transport facilities ( metro , RER and bus).
Regional trains in the station concourse (2005)
"Turbotrain" RTG ( Rame à turbine à gaz ) in front of the east and middle hall (1994)
Local trains in front of the Westhalle (1994)
Track apron and freight hall (2014)
traffic
Long-distance transport
The distance traffic increases compared to the other Paris terminal stations a little value. This is due to the small catchment area that is covered from the train station. From here, long-distance trains mainly run to Normandy and the Channel coast between Dieppe and Cherbourg .
The New York Express ran here from 1900 to 1974.
Local transport
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Saint-Lazare train station is the starting point for Lines J and L of the Transilien .
| line | course |
|---|---|
|
Paris-Saint-Lazare - Asnières-sur-Seine - Argenteuil - Ermont - Eaubonne |
| Paris-Saint-Lazare - Argenteuil - Conflans-Sainte-Honorine - Pontoise - Boissy-l'Aillerie - Gisors | |
| Paris-Saint-Lazare - Argenteuil - Conflans-Sainte-Honorine - Conflans-Fin-d'Oise - Mantes-la-Jolie | |
| Paris-Saint-Lazare - Houilles - Carrières-sur-Seine - Poissy - Mantes-la-Jolie | |
| Paris-Saint-Lazare - Mantes-la-Jolie - Vernon - Giverny | |
|
Paris-Saint-Lazare - Asnières-sur-Seine - Nanterre-Université - Houilles - Carrières-sur-Seine - Conflans-Fin-d'Oise - Cergy -le-Haut |
| Paris-Saint-Lazare - Asnières-sur-Seine - La Défense - Saint-Cloud - Saint-Nom-la-Bretèche - Forêt de Marly | |
| Paris-Saint-Lazare - Asnières-sur-Seine - La Défense - Saint-Cloud - Versailles -Rive-Droite |
There is also a direct connection to several RER and metro stations via an extensive network of pedestrian tunnels:
- Saint-Lazare : metro lines 3 , 12 , 13 , 14
- Saint-Augustin : Metro line 9
- Auber : RER A
- Haussmann - Saint-Lazare : RER E.
Remarks
- ↑ In the absence of a suitable name, the stations were initially referred to as "Embarcadère" (landing stage), analogous to shipping.
See also
literature
- Philippe Callé: 1,700 train journeys a day . In: Railways in Paris. Railway history special 2 . 2015, ISBN 978-3-937189-94-9 , pp. 8-15 .
Web links
Individual evidence
- ↑ Didier Janssoone: L'Histoire des chemins de fer pour les nuls . Éditions First, Paris 2015, ISBN 978-2-7540-5928-2 , pp. 70 .
- ^ The new St. Lazare train station in Paris . In: Deutsche Bauzeitung . 23rd year, no. 11 , February 6, 1889, p. 61-63 .
- ↑ Or: Reconstruction of the Saint-Lazare train station in Paris . In: Zentralblatt der Bauverwaltung . 34th year, no. 65 , August 15, 1914, p. 478-479 .
- ^ Bruno Carrière: Les trains de banlieue . tape I . La Vie du Rail, 1997, ISBN 2-902808-66-6 , p. 186-191 .
- ↑ Régis Chessum: Saint-Lazare: la grande métamorphose . In: Rail Passion . No. 175 , May 2012, p. 14-22 .