Metro line 11 (Paris)

map
Route length:	6.3 km
Gauge :	1435 mm ( standard gauge )
Opening:	1935
Passengers (daily) :	132,000
Stations:	13
Legend Turning and sidings Châtelet Sidings Hotel de Ville Rambuteau Connecting track to line 3 Arts et Métiers Republique Goncourt Belleville Pyrenees Petite Ceinture Jourdain Place des Fêtes Telegraphe Porte des Lilas Turning and sidings Mairie des Lilas Les Lilas depot Serge Gainsbourg (from 2022/23) Place Carnot (from 2022/23) Montreuil - Hôpital (from 2022/23) La Dhuys (from 2022/23) Côteaux Beauclair (from 2022/23) Rosny-Bois-Perrier (from 2022/23) Rosny depot Villemomble (from approx. 2025) Neuilly - Les Fauvettes (from approx. 2025) Neuilly - Hôpitaux (from approx. 2025) Noisy - Champs (from approx. 2025)

The line 11 of the Paris Métro connects the stations Mairie des Lilas in the Northeast and Châtelet in the center of Paris .

history

Building history

Planning began on December 29, 1922. A replacement for the breakdown-prone cable-drawn tram in the Belleville district in northeast Paris was to be created.

Construction began in September 1931, and the construction work turned out to be extremely difficult, as busy streets had to be crossed as well as various residential buildings. The line was opened on April 28, 1935 between Châtelet and Porte des Lilas , on February 17, 1937 it was extended by one station to Mairie des Lilas.

Since line 11 was built after all the others, it had to pass under it - at the République station there are four lines 3 , 5 , 8 and 9 . Therefore, the line mostly runs deep underground. All stations were equipped with escalators from the start.

Line 11 in World War II

When France declared war on Germany on September 3, 1939, line 11, along with other lines, was completely closed. The reason was that many Métro employees were drafted into the military. The short section from République to Belleville was reopened on September 30, 1939, the rest of the line only on July 6, 1940.

From May 12, 1944, the line was confiscated by the German Wehrmacht . The stations, which were deep underground, offered protection from the Allied bombing attacks, which is why operations important to the war effort were relocated there. Occupied Paris was liberated as early as August 1944, but traffic on the line could not be resumed until March 5, 1945, because the Germans had some of the rails dismantled in order to repair railway lines in other ways.

Ideal test field for innovations

Goncourt station on line 11

Various reasons made the line a suitable test field for innovations. The route is winding and has steep ramps with a gradient of up to 40 ‰. In addition, the line is not very long and has a comparatively low number of passengers, so that breakdowns or delays in the introduction of new technologies are not as serious as would have been the case with the main lines. Line 11 was therefore intended for the introduction of rubber-tired trains on a public route. Chassis beams made of the wood of the tropical deciduous tree Lophira alata (Azobé) were installed on both sides of the track , on which the trains rolled. On November 13, 1956, the first MP 55 train was officially presented on this line, and operations began five days later. In 1982 the wooden chassis beams on the route were replaced by steel double T-beams, and in the stations by concrete runways.

In 1967 the line was equipped with the centralized management Poste de commande centralisé (PCC). In the same year the first tests with the (semi-) automatic train control Pilotage automatique took place there, in June 1969 the last train was switched. This mode does not make the driver superfluous: he continues to give the command to close the doors and to leave the train. The automatic system then ensures that the permitted speeds are maintained and the train is stopped in the next station.

The vehicles and their maintenance

Until the switch to vehicles with rubber tires, the line was operated with trains of the Sprague Thomson type . The first rubber-tyred trains belonged to the MP 55 series, the seventeen existing four-car trains operated exclusively on line 11. From 1997 they were successively replaced by modernized MP 59 trains, which were withdrawn from line 4. The last MP 55 train ran on January 30, 1999.

The Atelier des Lilas depot at the eastern end of the line is available for the maintenance of trains and small repairs . It only has an area of ​​2000 m² and is completely underground. Since 1995 there has been an elevator that allows bogies to be brought down. Major repairs and overhauls are carried out in the main workshop Ateliers de Fontenay for rubber-tired vehicles at the eastern end of Line 1 .

There are currently 24 four-part MP 59 trains and one MP 73 train in operation. They are to be taken out of service when the first construction phase of the planned extension is commissioned. The platforms are of the length necessary for operation with five-part trains, but the depot is too small for that.

Planning

Grand Paris Express

Line 11: light brown (thin): existing route and 1st extension; dark brown (thick): 2nd extension as part of the Grand Paris Express system

As part of the planning of the new driverless metro system for the greater Paris area, the Grand Paris Express , an extension of the line to the east to Noisy-Champs is planned. The extension should take place in two stages:

Extension from Mairie des Lilas to Rosny-Bois-Perrier

The extension to Rosny-Bois-Perrier will be 5.4 km long. Six new stops will be built that will connect five municipalities to the metro network: Les Lilas , Noisy-le-Sec , Montreuil , Romainville and Rosny-sous-Bois . There will also be options for changing to the RER E , later also to the T1 tram line and line 15 of the Grand Paris Express. The planners reckon with an additional 18,000 passengers per day. According to the initial plans, construction work should begin before the end of 2014, and completion was planned for 2019. But there were already delays at the start of construction, the year 2015 is now mentioned.

In December 2014, the STIF approved 60 million euros for the planning. The construction of the extension line and the adaptation of the existing stations at a cost of 1.3 billion euros were also approved. The new depot is also being built near the Rosny-sous-Bois train station.

The most spectacular structure will be a nearly 600 meter long bridge, which will span a depression in order to get from one plateau to another. If a tunnel had been built under this depression, the maximum permissible gradient would have been exceeded. In the middle of the bridge there will be a high-altitude train station; the platforms will be about 8 m above the valley floor. In addition, most of the existing train stations have to be adapted to the expected higher passenger numbers by installing escalators, building additional entrances / exits and emergency exits.

140 to 180 million euros are estimated for the trains. When the extension goes into operation, a vehicle change is to take place at the same time: the 25 four-part trains that are currently in use will be replaced by 41 five-part trains. This means that the trains can be deployed at 105 s intervals during peak times.

Extension from Rosny-Bois-Perrier to Noisy-Champs

Initially, this route was planned as part of ring line 15 of the Paris Grand Express project. According to the initial plans, line 15 coming from the north in Rosny-Bois-Perrier should split into two branches running south and south-east. It was later decided to operate the southeast branch as an extension of line 11. Four new stations will be built on the approximately 10 km long route, located in the municipalities of Villemomble , Neuilly-sur-Marne and Noisy-le-Grand .

Connections will be made to the RER A and the new lines 15 and 16 to be built. This section is scheduled for completion in 2025. In contrast to the other lines of the Grand Paris Express, the line is not initially intended for driverless operation. A changeover at a later point in time is not excluded.

literature

• Jean Tricoire: Un siècle de métro en 14 lignes: De Bienvenüe à Météor . 3. Edition. La Vie du Rail, Paris 2004. ISBN 2-915034-32-X .
• Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport, Harrow Weald 1999, ISBN 1-85414-212-7 .

Web links

Commons : Métrolinie 11  - Collection of images, videos and audio files

• Page for the extension of line 11 (French)

Individual evidence

1. ↑ Mark Ovenden: Paris Underground . Penguin Books, London 2009, ISBN 978-0-14-311639-4 , pp. 70 .
2. ↑ Mark Ovenden: op. Cit. , P. 77.
3. ^ ^{A b} Jean Robert: Notre Métro . 2nd Edition. J. Robert, Neuilly-sur-Seine 1983, p. 218 .
4. ↑ http://www.stif.org/IMG/pdf/Deliberation_no2012-0031_relative_au_schema_directeur_du_materiel_roulant_pneu.pdf
5. ^ Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport, Harrow Weald 1999, ISBN 1-85414-212-7 , pp. 72 .
6. ^ 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. 345 .
7. ↑ Greater Paris gets a metro network for 27 billion euros. In: orf.at , March 6, 2013, accessed on November 21, 2017.
8. ↑ http://www.societedugrandparis.fr/la-carte-du-projet accessed September 13, 2013
9. ↑ Archived copy ( memento of the original from September 10, 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. 
10. ↑ STIF communication of May 12, 2015 (French), accessed on May 28, 2015
11. ↑ STIF press release of December 22, 2014 (French), accessed on May 28, 2015
12. ↑ http://www.stif.org/IMG/pdf/13022013_-_CP_Conseil_STIF_-_Prolongement_ligne_11.pdf accessed September 13, 2013