Vehicles of the Métro Paris
The vehicles of Métro Paris have changed frequently since the opening of the first line ( Porte de Vincennes - Porte Maillot ) on July 19, 1900. In 2013, the Paris underground network was used by eight different vehicle types, four of them with rubber tires (type designation begins with “MP”) and four with classic steel wheel sets (type designation begins with “MF”). Since the RATP was founded in 1949, the two letters have been followed by a number that usually indicates the year the vehicle type was ordered.
history
When Métro Paris opened, the equipment that was used on the Paris underground network was heavily based on the trams of the time. Initially, two-axle short railcars and sidecars with car bodies in wooden construction were produced and used. From 1908 these vehicles were replaced by the so-called Sprague-Thomson trains , some of which were in use until the 1980s.
In the 1950s, some lines were converted to a rubber-tire system and thus received new trains of the types MP 51, MP 55 and MP 59. On the lines that continued to be operated conventionally, the MF 67 series was used from the late 1960s and MF 77 in operation.
From 1986 the prototype BOA was developed into the type MF 88 for use in conventional systems as well as the rubber-tired type MP 89. The latter exists in both a manually controlled and a driverless variant.
Since 2008 the extensive MF 67 vehicle fleet has been replaced by new MF 01 trains. In addition, the MP 05, the second driverless vehicle type , has been used since 2011 as part of the automation of Line 1 .
The first vehicles
When Line 1 opened in July 1900, two-axle vehicles that had been ordered two years earlier were used. The trains consisted of one railcar and two trailer cars . The railcars were manufactured by Ateliers de construction du Nord de la France in Blanc-Misseron , the non-motorized sidecars were built by Société Franco-Belge in Raismes . Of the total of 161 cars, 34 were second class railcars with only one driver's cab (numbered from M 1 to M 34) for the main route and 12 railcars with two driver's cabs each (MM 1 to MM 12) for the branch routes. There were also 74 sidecars of the second class (B), 31 sidecars of the first class (A) and 10 sidecars with areas of both car classes (AB).
Like the first vehicles on the Berlin subway , these trains were also based heavily on trams of the time. The vehicles were between 7.44 and 8.88 meters long, the car bodies were made of wood. Each railcar had two electric motors with 125 hp , the power supply was provided by a side busbar that was painted from above . The trains were with Westinghouse - air brakes fitted. There were two doors on each side, each with one wing per car, the railcars had one (type M) or two (type MM) additional doors on the right-hand side of the driver's cab. Because of the use of train units with only one rail car that ran at the front and not implemented should be the route endpoints with turning loops equipped.
Since the operating company at the time, CMP, quickly recognized that the doors of the cars were too narrow for a quick passenger change, the trains of the following series 100 (1901) and 200 (1902) were equipped with double doors. Due to the great success of the new means of transport, the trains also had to be extended. However, the power of a railcar was not enough to transport a train with more than three sidecars. The use of additional railcars in a train required multiple controls . This problem was solved by the so-called "Thomson double" equipment, which enabled the traction power supply and control of the second railcar with the help of a traction power cable. The two railcars ran one behind the other at the head of the train. Trains with a length of up to eight cars could be formed from the 100 and 200 series. Trains of the same length were used on Line 2 North , the first section of which was opened in October 1902.
Since it was necessary to turn around on Line 2 North at times without a turning loop, the railcars on the trains used there were at both ends of the train. The traction power cable was therefore run through the entire train, which was the cause of the metro accident at Couronnes station in 1903. The electrics of the trains were then changed for safety reasons.
The Sprague-Thomson trains
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From 1908 trains of the Sprague-Thomson type (series 500–600 and 800–1000) were used. The latter were partially in operation until 1983. The Sprague Thomson trains have been the face of Métro Paris for three generations. They were equipped with multiple controls for two to three railcars per unit. The control lines were laid below the car bodies, and the driver's cabs were reduced to a minimum. Each railcar had two electric motors with 175 hp each, and later four with 125 hp each. The cars were coupled with a screw coupling underneath a wide central buffer . This principle, which is also common on French narrow-gauge railways , is still used today; only the most recent types of wagon are equipped with automatic central buffer couplings. The first class cars could be recognized by a red or yellow stripe, those of the second class by a green or gray stripe.
Modern trains
The MA 51
After the Second World War , three route extensions were planned and the number of passengers on the Métro increased significantly; however, no new vehicles were built after 1936. The RATP developed the concept of trains that can be divided into two units, which made operations easier in many ways. This enabled the cycle density to be increased significantly, which was particularly useful on branched lines. On line 13 , which should be operated with these new vehicles, the trains consisted of five cars to date. In order to be able to form two half-trains, trains had to be designed with six slightly shorter cars. In order not to increase the mass of the trains, they were equipped with Jakobs bogies . The 40 new MA 51 trains were delivered in 1952 and 1953 with the commissioning of the Pleyel branch on line 13. In 1972 the trains were modernized and transferred to line 10 , where they were partially in use until 1994.
The rubber-tire system: MP 51, MP 55, MP 59 and MP 73
The RATP had to cope with an increased volume of traffic after the war. The train sequence and the maximum speed could not be compressed or increased due to the route conditions, in particular because of the tight curve radii and the stopping distances. One way of increasing the passenger capacity of the underground lines was to increase the acceleration and deceleration by using air-filled rubber tires . The alternative of driving all wheel sets and using resistance brakes was discarded for financial reasons.
Technology of rubber-tyred trains
The use of rubber-tyred trains only became possible when tires reinforced with a metal mesh came onto the market in 1950, with a load capacity of 4 t and a tire diameter of less than 1 m.
The rubber-tyred trains have wheel sets that are fitted with conventional flanged wheels on the inside and rubber tires on the outside. The rubber tires, which are nitrogen-filled for fire protection reasons, roll on steel tracks and on acceleration and braking tracks on concrete running tracks outside the standard rails. The wooden running tracks used at the beginning did not prove themselves because of their unevenness. They are only available in side tracks. The running surfaces of the steel wheels do not normally touch the running rails; they support the vehicle in the event of a flat tire and also serve as a friction partner for the mechanical brake. The rails are used for the return current, the steel wheels also guide the wagons in switches , which is why they have significantly higher wheel flanges. The vehicles are guided on the track by horizontal guide wheels, which are supported on side guide rails. These also serve as busbars and are therefore stored insulated. Because of the higher friction between rubber tires and road surface, differential gears from truck construction are used. The traction current transmission is used by grinding shoes in the bogies, both for the outward and return lines. Auxiliary and construction vehicles equipped with corresponding profile-free equipment can also be used on routes equipped with rubber-tired vehicles. The differently arranged busbars prevent the operation of passenger vehicles with regular wheel sets.
This system enables significantly more efficient acceleration and braking than the conventional wheel-rail system. In addition, the driving noise is quieter and larger inclines and slopes can be overcome. However, these advantages are associated with significantly more complex track systems as well as higher energy costs and greater heat generation.
The prototype MP 51
The prototype MP 51 represents the first generation of an underground train on rubber tires. It is affectionately known as "Grand-Mère" (grandmother) by the metro workers. Only one vehicle of this type was ordered by the RATP and tested on the voie navette between 1952 and 1956. The vehicle was finally parked in 1961 and has been in a transport museum near Paris since 1981. It is a French product, the car was built in Creil by a consortium of companies. The transfer to the RATP took place in July 1951, in November of that year it was presented to the press.
The vehicle has a length of 15.4 m and two driver's cabs. It is powered by two Alsthom motors with 95 kW each. The motors are suspended under the floor frame, the wheel sets are driven by cardan shafts.
At the same time, the Voie navette between the Porte des Lilas and Pré Saint-Gervais stations was prepared for operation with vehicles with rubber tires. This route has not been used for regular metro operations since 1939. The first positive results of the test drives were: The vehicle is quieter than vehicles on metal wheels and has excellent acceleration when starting and equally good braking decelerations. As early as April 1952, passenger transport was allowed on the vehicle during the test drives in the afternoon.
This vehicle was also used to test the (semi) automatic train control Pilotage automatique and served between 1956 and 1961 as a test vehicle for various construction components. Today the vehicle is in a public transport museum near Paris.
The MP 55
On April 30, 1954, the RATP Board of Directors approved the construction of 71 2nd generation rubber-tyred vehicles (designation MP 55) in order to be able to form 4-part trains for line 11 . The renovation work on the route began immediately afterwards. This relatively low-traffic line, which has steep inclines and narrow curves, made it possible to see for yourself the suitability of the rubber-tyred subway for everyday use.
The companies Régie Renault and Brissonneau et Lotz received the order to build these vehicles : there were 54 railcars with driver's cab, 18 railcars without driver's cab and 17 non-motorized sidecars. The first train of this series was delivered in October 1956. Test drives initially took place during the night. But as early as November of the same year, the first trains were used to transport passengers. A year later, all 17 trains were in use. Each train consisted of four cars: railcar with driver's cab - railcar without driver's cab - sidecar with 1st and 2nd class compartments - railcar with driver's cab. The railcars had four engines of 66 kW each from the manufacturers Alsthom and Compagnie Électro-Mécanique .
Between 1965 and 1967 all driver's cabs were equipped with the Pilotage automatique . In 1967 the drivers received a high-frequency telephone connection with the central control center PCC . In 1977 a major overhaul took place: the compartment lighting was improved; more modern seats (like the MP 73) were installed, and the paint was brought to the dark blue customary at the time. But the decommissioning began in 1982 and dragged on until January 1999 when the last train was parked.
However, it was not possible to get a complete train: The RATP only has one railcar with a driver's cab and a sidecar. Two other railcars with driver's cab are in a private collection or in the Renault factory museum in Flins .
The MP 59
The lessons that could be learned from using the MP 55 on Line 11 were impressive: at peak times, the transport capacity was more than 5% higher, and the ride comfort was also considerably better.
That is why the RATP soon decided to convert further routes. The busiest was Line 1 , which was regularly overcrowded in the evening rush hours in the section between Hôtel de Ville and Gare de Lyon . In addition, the extension of the route in the west to La Défense was imminent, which would inevitably bring more passengers. So you needed to increase the capacity by at least 15% to 20%. This should be done by switching to trains with rubber tires and lengthening the trains.
In 1960 the RATP ordered 272 cars of an improved version of the MP 55, which was run as the MP 59 series. It should be formed with 41 six-car trains. The first trains came into operation in May 1963, but since not all platforms had the 90 m length required for six-car trains, initially only five-part sets were formed.
A little later, line 4 was also converted to the rubber-tire system, with type MP 59 trains also initially being used here. With two orders in March 1964 and October 1965 a total of 284 vehicles were ordered. Since the extension of the platforms on Line 4 could be completed before the new trains were delivered, Sprague-Thomson six-car trains were temporarily used there. The first MP-59 trains were in service from October 1966, and the conversion was completed in July 1967.
In 1971, a further order for 51 vehicles followed to strengthen the train service on both lines. Delivery was in 1974.
Technically, the vehicles differed from their predecessors in that they had more powerful engines: The engines had 103 kW; there were also changes to the braking systems and the suspension, as well as self-supporting car bodies. For the passenger, however, it was the large, undivided windshield that made the two series clearly distinguishable from one another.
An extensive overhaul was carried out at the end of the 1980s, as the service life of the metro trains was to be increased to 40 years, so that a general overhaul was planned after around 20 years of operation. The refurbishment of the 52 six-car trains on Line 1 took place between August 1989 and June 1992. The last modernized train returned to Paris in August 1992.
This modernization covered the following areas:
- Reconditioning of the bogies
- Replacement of various components: air lines and part of the electrical equipment, especially the interior lighting
- Modernization of the internal and external appearance of the train, including the driver's cabs
- Adaptation to the upcoming outdoor operation (crossing of the Seine on the bridge of Neuilly), by equipping the vehicles with windscreen wipers as well as heating and sun visors in the driver's cab, sealing the doors and the ventilation openings on the roof
- Six trains received brushes to remove snow from the tracks and mobile beams
The work was carried out in the RATP workshop in Fontenay-sous-Bois (7 trains), Ateliers de Construction du Center in Clermont-Ferrand (23 trains) and Cannes La Bocca Industries (22 trains). The cost of 3.1 million francs per six-car train was only 10% that of a new purchase.
When the first vehicles of the MP 89 series were used on Line 1 in 1997, the MP 59 trains that were no longer available were relocated to Line 4 (after another technical renovation). The trains on line 4 that were released for their part were transferred to line 11, so that the MP 55 trains there could be taken out of service in January 1999.
The decommissioning of the MP 59 trains began at the beginning of April 2011; the last train was on its way on December 21, 2012. Various components have been expanded and are available as spare parts for the trains on lines 6 and 11. The rest was sent for recycling (= scrapping). Each train has covered at least 3,000,000 km.
The MP 73
In 1974, in order to reduce the noise pollution on line 6, which runs largely above ground, the new MP 73 series switched to rubber tire operation.A decisive factor in converting the line was the fact that around 50% of the line was in And that the distances to the apartments are often very short, so that the residents often complained about the noise from the metro. In addition, the route was in great need of renovation.
252 MP 73 vehicles were ordered (102 railcars with driver's cab; 50 motor cars without driver's cab, 50 intermediate cars, 1st class and 50 intermediate cars, 2nd class).
The commissioning process was also a new feature: all 50 MP-73 trains were put on the line between July 1 and July 31, 1974. The vehicles, which have been gradually delivered since 1973, had in the meantime been parked at various locations accessible to rubber-tired trains. Individual trains were also temporarily used on lines 4 and 11.
It is again a further development of the tried and tested predecessor series with improved interior lighting and more comfortable seats and, above all, the tires are profiled in order to have sufficient grip on the sections outdoors even on wet roads. The maximum speed is 70 km / h, the servo motor for the drive control is operated with 72 V voltage (instead of 750 V of the previous model MP 59). Each motor vehicle is equipped with four engines of 106 kW each.
The MF 67
Because of the increased energy demand and the undesirable heat development in the tunnel, it did not make sense to convert all lines to vehicles with pneumatic tires. Therefore, the development of new vehicles for the conventional system had to be commissioned. The multiple units of the type MF 67 are equipped with motor bogies , which, depending on the series, have one or two driven wheel sets. The advances made in the development of the bogies and suspension, as well as the use of wheelsets with rubber-sprung wheels, lead to a level of driving comfort that is similar to that of rubber-tired trains. In the original version, the second class cars had a green stripe on the outside and those of the first class a yellow stripe. In the early 1980s the trains were painted blue and given a white stripe. Since the early 1990s they have been white and have a light green stripe.
The trains of the first series of this type ( MF 67 A ) were formed exclusively from railcars . In the later series ( MF 67 D , MF 67 E and MF 67 F ), however, it was decided, for economic reasons, to equip only three of the five cars with traction motors. The trains of the series MF 67 B and MF 67 C were formed from the series A railcars together with newly built intermediate cars .
The MF 77
These trains were ordered for use on the lines that lead beyond the Paris city limits into the banlieue and require high speeds due to the large distances between the stations. During the development, the results of a survey previously carried out among passengers were taken into account.
The MF 77 trains each consist of five cars and have an engine output of 1500 kW. When they were delivered between 1978 and 1986, they were painted completely white. They are easily recognizable by their bulbous shape, which makes optimum use of the available clearance profile and thus offers plenty of space for passengers. Today these trains are used on lines 7, 8 and 13 and have been renovated since 2007.
The BOA and its successors MF 88 and MP 89
The boa
After investigating various technical possibilities for replacing the MF 67 trains, which are still used today on a large part of the Paris metro network, the RATP built a prototype, the so-called Boa, in the Vaugirard workshop in 1985 . It was made from three MF 77 cars, the remains of an accident train. The cars have been shortened from 15 m to 10 m. The train was built completely continuously. The ability to pass through the entire train allowed passengers to be better distributed, and new types of bogies were tested that reduced noise pollution and reduced wear and tear on the rails in the narrow arches of the Paris subway network. It later became a four-part version, in which three types of transitions between the individual cars were tested by three different vendors.
The Boa was in operation from 1985 to 1993, of which from December 31, 1990 on line 5 in scheduled use. Because of its brevity and the lack of the Pilotage Automatique , it was only used from Monday to Friday in low-traffic times of the day. He was then on a siding for several years and was scrapped in 1999.
The MF 88
The small series of trains of the type MF 88, nine trains with three cars each, which have been in use on the short 7bis line since 1993 , is the first practical application of this experiment. Despite being equipped with radially adjustable wheel sets, a passage option between the cars, three-phase asynchronous motors and an energy-efficient braking system, they are sometimes a failure because they cause high maintenance costs.
The trains consist of three cars, each 15.5 m long. They have three sliding doors on each side with a passage width of 1.586 m. The car bodies are made of extruded aluminum alloy. A differential allows the wheels to roll independently of one another on the rails.
The trains are powered by four motors with an output of 210 kW each. The power supply is controlled by a GTO thyristor .
The MP 89
The second direct successor to the prototype BOA is the rubber-tyred vehicle type MP 89, which has been used on Line 1 from 1997 to 2012, in a driverless version on Line 14 since 1998 and on Line 4 since 2011. In these trains, the possibility of passage between the cars and the interior fittings were taken over by the BOA. As with the MF 88, the car bodies are made of aluminum. The trains, which consist of six cars, have an engine output of 2000 kW. The driverless control system SAET , which is used on line 14, is a further development of the control system of the Véhicule automatique léger (VAL).
The MF 01
The MF 01 is a vehicle type of the conventional system that has been gradually replacing the MF 67 trains on lines 2, 5 and 9 since the beginning of 2008. The development and construction was a collaborative project between Alstom and Bombardier , the two most important French manufacturers of rail vehicles, and a few other companies. As with the MP 89, these new trains can pass through the entire train. They are equipped for manual control with a driver. They also have cooled ventilation, but not air conditioning . In contrast to older vehicles, the MF-01 trains only have three instead of four seats next to each other, which means that the total number of seats is lower, but there is more space for standing passengers. Each train has three railcars with a total output of 1,800 kW and two non-motorized intermediate cars. During the development, a lot of emphasis was placed on quiet driving noises.
The MP 05
When the automation of line 1 was planned at the beginning of the 2000s, two options were considered: converting the MP 89 CC series for driverless operation or ordering new automatic trains. The RATP finally decided on the second solution, as this made it possible to replace the old MP 59 trains on Line 4 with more modern vehicles. The delivery of the new MP 05 series began in 2009 and should be completed in spring 2013; The first train went into operation in May 2011. Externally, the MP 05 hardly differs from the MP 89, but the interior has been redesigned and equipped with a modern passenger information system.
Current vehicle fleet
The current fleet of vehicles at Métro Paris is divided into two categories:
- the rubber-tyred trains (abbreviation: MP )
- the conventional trains with wheelsets in standard design (abbreviation: MF )
The vehicle types are also named after the year they were developed or ordered; for example, the MF 77 trains are conventional trains that were ordered in 1977, and the MP 89 trains are rubber-tyred trains ordered in 1989.
Abbreviations in the tables:
- M = railcar ("motrice"), also lined up in the middle without a driver's cab (e.g. MF 67 series)
- R = sidecar ("remorque"), also control car ("remorque pilote", e.g. MP 89 series)
- N = railcar without driver's cab
- NA = railcar without driver's cab, 1st class
- S = control car
- A, B, AB = sidecar 1st, 2nd and 1st / 2nd class
Types of vehicles with rubber tires
MP 59
- Total stock: 100 trains
- Of which retired: 76 trains
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
1963-1968 | 24 | M + M + R + M |
MP 73
- Total stock: 50 trains
- Of which retired: 4 trains
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
1974-1976 | 45 | M + M + R + R + M | |
|
|
1974-1976 | 1 | M + M + R + M | was moved from line 6 to line 11 in August 2009 |
MP 89
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- Total stock: 73 trains
- Versions: There are two different versions of the MP 89: the MP 89 CC for manual operation with a driver and the MP 89 CA for automatic, driverless operation.
- Use on the following lines:
| line | Vehicle version | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|---|
|
MP 89 CC | 1997-2000 | 52 | R + M + M + M + M + R | Moved from line 1 to line 4 from May 2011. On December 21, 2012, the MP 59 trains were completely retired there. |
|
MP 89 CA | 1994-2000 | 21st | R + M + M + M + M + R | are operated without a driver |
MP 05
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- Total number of trains: 49
- Total number ordered: 67 trains (including 49 trains for Line 1 and 18 trains for Line 14) + 6 optional
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
2008-2013 | 49 | R + M + M + M + M + R | are operated without a driver, delivery is expected to run until the beginning of 2013 |
|
|
2014-2015 | 0 | R + M + M + M + M + R | 18 vehicles have been ordered to increase traffic on line 14 as part of the planned extension to Mairie de Saint-Ouen . |
Conventional vehicle types
MF 67
- Total number of trains: 298
- Of which retired: 86 trains
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
1967-1978 | 47 | M + R + M + R + M, R + M + M + M + R | were renovated between 2005 and 2008 |
|
1967-1978 | 6th | M + R + M | were renovated between 1994 and 1997, no folding seats available |
|
1967-1978 | 15th | M + M + R + R + M | of the type carried trains since 2011 MF 01 replaced |
|
1967-1978 | 70 | M + M + R + R + M, R + M + M + M + R | were renovated between 1994 and 1997 and are expected to be replaced by the MF 01 trains after the 5 trains . |
|
1967-1978 | 29 | M + M + R + R + M, R + M + M + M + R | were renovated between 2002 and 2004 |
|
1967-1978 | 45 | R + M + M + M + R, M + M + R + R + M | were renovated between 2002 and 2004 |
MF 77
- Total stock: 197 trains
- Of which retired: 1 train
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
1978-1986 | 71 | M + R + M + R + M | |
|
1978-1986 | 59 | M + R + M + R + M | |
|
1978-1986 | 66 | M + R + M + R + M | were renovated between 2007 and 2011 |
MF 88
- Total stock: 9 trains
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
1992-1994 | 9 | M + R + M |
MF 01
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Compared to the previous series, this series offers a number of minor changes: wider doors allow faster entry and exit; Energy savings of up to 30% through energy recovery when braking; Trains are fully continuous; improved information system on trains.
- Total number of trains: 103 trains (as of October 2013),
- Train with the number 001 is destined for line 9, is undergoing a major overhaul in Valenciennes
- of which on line 2: trains with the numbers 002-045
- on line 5: trains with the numbers 046-095
- Also on line 5 are the trains actually intended for line 9
- Ordered total number: 161 trains (of which 45 trains for line 2, 50 trains for line 5 and 66 trains for line 9)
- Use on the following lines:
| line | Construction period of the trains | Number of trains | Train composition | Others |
|---|---|---|---|---|
|
2007-2011 | 45 | R + M + M + M + R | fully delivered for this line, replaced the MF 67 trains between 2008 and 2011 |
|
|
2010-2013 | 50 | R + M + M + M + R | has replaced the MF 67 trains on this line since 2010 |
|
|
2013-2016 | 4th | R + M + M + M + R | replaces, starting with 4 trains from October 2013, the MF 67 trains; Two more trains are to be added on this line every month |
Train compositions
Each individual car of a train is designated with one of the following abbreviations, which is supplemented by the identification number of the vehicle. Although the first class was abolished in 1991, the former first class cars built before that year have retained their abbreviation. These days, however, these no longer differ from those of the former second class.
- M stands for a railcar with a driver's cab
- S stands for a control car without a drive
- N stands for a railcar without a driver's cab that was built after 1991 or belonged to the second class until 1991
- NA stands for a railcar of the former first class without a driver's cab
- A stands for a sidecar of the former first class
- B stands for a sidecar that was built after 1991 or belonged to the second class until 1991
- AB stands for a sidecar that has both former second and former first class seats
Rubber-tired trains
| Vehicle type | Train composition |
|---|---|
| Vehicle types no longer in use | |
| MP 51 | M. |
| MP 55 | MN-AB-M |
| MP 59 (except line 11) | MNB-AB-NM |
| Vehicle types currently in use | |
| MP 59 (line 11) | MN-AB-M |
| MP 73 | MNABM |
| MP 89 CC | SNNNNS |
| MP 05 | SNNNNS |
Conventional trains
| Vehicle type | Train composition |
|---|---|
| MF 67 |
|
| MF 77 | MB-NA-BM |
| MF 88 | MBM |
| MF 01 | SNNNS |
future
In the medium term, the oldest vehicle types MP 59 and MF 67 will be completely withdrawn. The Syndicat des transports d'Île-de-France had planned in its planning to order a series of rubber-tired trains , provisionally designated as the MP NG , in order to enable the remaining MP-59 trains to be retired between 2016 and 2024 . These new trains could be used on line 6, so that line 11 could have been operated with MP-73 trains, since the depot of line 11 is not suitable for the direct commissioning of a new type of train.
Modifying these plans, the RATP agreement with STIF and the Société du Grand Paris (SGP), which is responsible for the Grand Paris Express project, signed a contract with Alstom for the development of a new series of rubber-tired metro trains. The series is named MP 14. The RATP has an option for up to 217 trains, which can be delivered within a period of 15 years. The total value of the contract is more than 2 billion euros. Since all lines to traffic with rubber-tired trains (d. E. The lines , , , and ) need new trains, either to replace older sets or because of additional needs due to distance extensions, trains are different combinations needed.
- Fully automatic eight-unit trains: trains of this type are required for line 14: 35 trains have been ordered for the extension to the north, which is currently under construction, and to increase capacity, and these are to be delivered from 2021. A further 37 trains of the same type will be required for the extension of line 14 as part of the Grand Paris Express project. There is an option for up to 15 trains for a possible consolidation of the offer.
- Fully automatic six-unit trains: 20 to 50 such trains will be used on lines 1 and 4.
- Five-unit trains with a driver's cab: The RATP needs between 10 and 80 trains for lines 6 (to replace the MP 73) and on line 11 because the route is extended twice to the east. In this context, line 11 will also have a new depot and can now also be served by vehicles from a new series.
With the new series, Alstom intends to offer vehicles that are more comfortable for passengers, while at the same time reducing operating costs: the trains will have ergonomically better designed seats, and the lighting will be provided by LED lights. Induction loops for sound transmission for hearing aids are also new. A braking energy recovery system is designed to reduce energy consumption by up to 20% compared to current trains.
The MF 2015 is a planned conventional train type that will replace the last MF 67 trains on lines 3, 10 and 12 between 2018 and 2025 .
literature
- Jean Robert: Notre métro . Neuilly-sur-Seine 1983
- Gaston Jacobs: Le Métro Paris, un siècle de matériel roulant . La Vie du Rail, Paris 2001, ISBN 2-902808-97-6 .
- Jean Tricoire: Un siècle de métro en 14 lignes. De Bienvenüe à Météor . La Vie du Rail, Paris 2004, ISBN 2-915034-32-X .
Web links
Individual evidence
- ^ Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport, Harrow Weald 1999, ISBN 1-85414-212-7 , pp. 60 .
- ↑ a b c Jean Tricoire: Un siècle de métro en 14 lignes. De Bienvenüe à Météor . 2nd Edition. La Vie du Rail, Paris 2000, ISBN 2-902808-87-9 , p. 84 .
- ^ Hans D Reichardt: Berlin subway . 6th edition. Alba, Düsseldorf 1974, ISBN 3-87094-319-X , p. 65 .
- ↑ a b Jean Tricoire, op. Cit. P. 85.
- ↑ Jean Tricoire, op. Cit. P. 19.
- ↑ Jean Tricoire, op. Cit. P. 88 f.
- ↑ Tricoire, cf. Lit. 2nd edition, p. 96.
- ↑ a b Stadtverkehr 2/93, p. 50 f.
- ↑ Jean Tricoire, Un siècle de métro en 14 lignes, 2nd edition, pp. 98 ff.
- ↑ http://www.symbioz.net/index.php?id=101#906 Symbioz.net (French) accessed December 28, 2013.
- ↑ Tricoire, cf. Literature; 2nd edition, p. 73.
- ↑ M4: Prolongement, arrivée du MP89 et réforme MP59 (French) on symbioz.net, accessed on January 1, 2013.
- ↑ nouvelleramesurla9.fr
- ↑ symbioz.net
- ↑ a b Délégation générale à l'innovation et au développement durable - Plan de protection de l'atmosphère de la région Île-de-France ( 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. (PDF, French)
- ↑ RATP press release ( Memento of the original dated February 3, 2015 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. from January 30, 2015, accessed on February 26, 2014 (French)
