Paris metro

"Val d'Osne" metro sign at one of the entrance to Iéna station

Line network December 2012

The Métro's backbone to this day: Line 1

Interior of a vehicle of the MP 05 series

The Paris Métro is the metro system in the French capital Paris . The first line was opened on July 19, 1900 on the occasion of the World's Fair and was the sixth subway in the world after London (1863), Liverpool (1893), Budapest and Glasgow (both 1896) and Vienna (1898). With a total length of 219.9 kilometers and 303 stations, the network is one of the largest in the world. Characteristic are the high network density within the city and the short distances between the individual stations - around 500 meters on average. On average, around 4.2 million people use the Paris Métro every day; in 2014 there were a total of 1.526 billion passengers. This makes the Paris Métro one of the most frequently used subways in the world, it represents - in second place after pedestrians - 20 percent of all Parisian traffic. The Métro accounts for around 36% of the total volume of public transport in the capital region Île-de-France , which amounts to around 4.3 billion passengers per year (11.8 million per day). The Châtelet-Les Halles station , where five metro lines and three lines of the Réseau express régional d'Île-de-France (RER) meet, is considered the largest metro station in the world. The Métro also serves the long-distance train station Gare du Nord , which is the world's busiest train station outside of Asia.

history

Before 1900: lengthy planning

Structure of the metro network 1900–1949:
1900–1910 , 1910–1914 , 1914–1930 , 1930–1939 , 1939–1949

The first proposals for a light rail system were made as early as the middle of the 19th century. In the years 1852 to 1869, the Chemin de Fer de Petite Ceinture ring railway was built, which also carried people. At the world exhibition in 1889 , the lack of an efficient local transport system had a negative impact. When another world exhibition was planned in France's capital in 1900 , the city of Paris received the right to set up an inner-city metro network. An agreement was reached on the electric drive and the standard gauge. The width of the car body was set at 2.40 meters. This meant that no trains from the major railroad companies would run within Paris.

The law of March 30, 1898 on the construction of an underground network provided for a 65-kilometer network consisting of six lines. An appendix to the law required two more lines. The concession to operate the metro went to the Compagnie du chemin de fer métropolitain de Paris (CMP for short). The infrastructure (tunnels, cuttings and viaducts) was to be built by the city of Paris. The remaining facilities (electrical equipment, laying and maintenance of the rail system, vehicles and workshops) were financed and installed by the concessionaire. During the planning period, it was noticed that network operation would be simpler and safer if - in contrast to the previous planning - one did without trunk lines that are shared by several lines.

There were a number of requirements for planning and construction: The routes should be built in the smallest possible depth with a maximum gradient of 25 per thousand, whereby the curve radius could not be less than 75 meters - in special exceptional cases 40 meters. The length of the platform was set at 75 meters. Construction on today's line 1 began in 1898. It was supposed to be opened at the beginning of the world exhibition. Fulgence Bienvenüe was in charge of the preliminary studies and was responsible for the construction .

The period from 1900 to 1930

Development of the Métronetz until 1939.

Compagnie du chemin de fer métropolitain de Paris

The first line was opened on July 19, 1900 over a length of 10.3 kilometers. In the same year, tunnel sections for the former lines 2nord and 2sud (today lines 2 and 6) were completed. In August 1903, the route network had already grown to 24.4 kilometers when a serious accident occurred on what was then Line 2, which resulted in 84 deaths:

→ Main article : Metro accident at Couronnes train station

A short circuit resulted in a smoldering fire with heavy smoke development. All of the fatalities had died of smoke inhalation. As a consequence of this accident, the route was divided into electrically isolated sections. The station lighting was decoupled from the traction current, the previous wooden car bodies were replaced by a metal version and the number of exits from the individual stations was increased.

Société du chemin de fer électrique basement north-south de Paris

MF 67 series train in the Nord-Sud-built station on line 12 of the Sèvres-Babylone subway station

A second (private) subway company, the Société du chemin de fer électrique souterrain Nord-Sud de Paris , usually referred to as Nord-Sud for short, received a concession in December 1901 for the construction of the following three additional routes:

• Line A: Porte de la Chapelle - Montmartre - Montparnasse - Porte de Versailles
• Line B: Saint-Lazare - Porte de Saint-Ouen / Porte de Clichy
• Line C: Montparnasse - Porte de Vanves

In contrast to the concession for the CMP, Nord-Sud also had to cover the costs of building the infrastructure. In 1907 an agreement was reached on an important point of controversy: the tickets of one company were also recognized by the other. However, Nord-Sud had to commit to compensation payments totaling 200,000 francs annually. 25% of this went to the city of Paris, 75% to the CMP.

The construction work of the north-south proceeded more slowly than at the CMP:

• The first section was only opened in November 1910. It was the Porte de Versailles - Notre-Dame-de-Lorette section of line A.
• Line B follows in February 1911 with the Saint-Lazare - Porte de Saint-Ouen section.
• Notre-Dame-de-Lorette - Pigalle on line A follows in April 1911,
• Section La Fourche - Porte de Clichy on Line B, January 1912,
• Pigalle - Jules Joffrin section of Line A, October 1912,
• The construction of the Jules Joffrin - Porte de la Chapelle section of Line A is delayed by the outbreak of the First World War . It will not go into operation until August 1916.

Efforts were made in the 1920s to build the Porte de Vanves - Montparnasse line, but could not raise the funds required for the construction. Nord-Sud anticipated an impending bankruptcy by agreeing to a takeover by CPM, which came into force on January 1, 1931. A little later, routes A and B were renamed as routes 12 and 13, respectively.

1930-1950

Over the city limits into the surrounding area

In the early 1920s, it was found that the population of Paris was essentially stagnating, while it was rising sharply in the surrounding area. In 1925 a study commission was set up to investigate the transport problems in the Seine department . She came to the conclusion that it was essential to extend the metro into the suburbs in order to be able to transport the constantly growing number of commuters. In 1929, the Conseil Général des Departements finally passed an action plan that came into force on January 1, 1931: The Métro was to be extended at 15 points beyond the previous terminus to the neighboring towns.

The first line extension (line 9; extension to Pont de Sèvres ) was put into operation as early as 1934 . Nine extensions had been completed by 1942.

War and Post War

There was a severe restriction in metro traffic at the beginning of the Second World War as part of the mobilization of France: Several routes and many stations had to be due to a lack of staff and also for fear of air raids (such as routes 2 and 6 with a large section of the route above ground) and the Lines 11 (Châtelet - Lilas) and 14 old (now part of line 13) between Invalides - Porte de Vanves will be closed. Instead of 159 km, only 93 km of the routes were used and only 85 stations remained open. Most of these shutdowns could soon be reversed - at least until the start of the German offensive in May 1940.

Due to the increasingly difficult traffic conditions in road traffic due to insufficient fuel supply and public bus routes, as well as the lack of trams that had already been shut down before the war, the Métro experienced unimagined demand during the war. From 1941 onwards more than 1 billion passengers were counted every year. In 1944 and 1945 there were even more than 1.5 billion passengers. These numbers have not been reached again since then.

Despite the state of war, however, it was possible to complete two line extensions in 1942, which were already under construction when the war broke out. These were the extension of line 5 to the Gare du Nord - Église de Pantin section by six stations. Line 8 was extended to include the Porte de Charenton - Charenton Écoles section with two additional stations. In 1946, Line 7 was extended by two stations: Porte d'Ivry - Mairie d'Ivry .

The Métro suffered damage from the bombing of industrial plants in the greater Paris area. Initially by German aircraft: when the Citroën factories were bombed on June 3, 1940, line 10 was interrupted at the Chardon-Lagache station . At that time, the residents of Paris fled en masse from the approaching German troops. The number of passengers on the Métro fell to a low of only 300,000 travelers per day. From 1944 it was the Allied air raids that led to additional damage to metro facilities: Line 9 was damaged in air raids by the Royal Air Force on the Renault plant in Billancourt in May and September . American bombs destroyed most of the workshops on Line 4 in Saint-Ouen in April 1944. In addition, the Simplon (Line 4) and Crimée (Line 7) stations were affected, in both cases a bomb hit the ceiling of the station.

In 1939, when the Second World War broke out, 28 stations were set up as refuge from bombings. Two more were fitted with metal doors, forced ventilation, etc. between 1934 and 1936, so that they can be considered safe against poison gas attacks.

As early as 1941, the German occupiers reserved metro stations - especially near their military facilities - for members of the Wehrmacht as shelters in the event of an air raid. In 1944 more than 40 stations were reserved for Germans. During the course of the war, it became clear that the metro stations were safer than the basements of residential buildings. During the bombing on April 26, 1944 alone, more than 470,000 people were counted in the stations designated as air raid shelters, twice their theoretical capacity.

During the German occupation, the protective devices were further improved: At the time of the liberation of Paris, the facilities on line 4 were completely protected against poison gas attacks, on lines 3 and 7 work was well advanced.

A commemorative plaque in the Hôtel de Ville station commemorates the protest march by the metro staff on August 16, 1944

The Métro became a 3-class train: Germans rode first class for free. Jews were only allowed to use the last carriage on a train.

Line 11 was closed on May 12, 1944 at the request of the German occupiers: the rails were partially removed. In some of the deep stations, production workshops for the Wehrmacht were built.

As the supply of electrical energy became more difficult, trains stopped running on Sundays from July 23, 1944. From August 7th they only ran on weekdays between 6 a.m. and 11 a.m. and (except Saturdays) from 3 p.m. to 10 p.m. Operations ended completely five days later at 1 p.m.

From August 12, 1944, the Métro went on strike. The Resistance used the Métro telephone network to inform each other and moved through Paris in the Métro tunnels. The Préfecture de Police , which had been taken over by insurgent police officers, was also supplied from the Cité metro station through an underground corridor. On August 24, the first Allied troops marched into Paris. On the 25th, the German occupation finally surrendered.

On September 11, 1944, metro trains began to run again. It was not until the spring of 1945 that all routes were used again. Line 11 only came back online on March 5, 1945.

In 1941, with effect from January 1, 1942, the government achieved the merger of the two companies responsible for public transport in Paris through the compulsory incorporation of the Société des transports en commun de la région parisienne (STCRP) into the CMP. The state thus became the owner of the new CMP; the city of Paris and the Seine département were forced out of society. The administration of the CMP was replaced after the end of the war (i.e. from January 1945) and replaced by the Administration provisoire du métropolitain , which continued to run the underground for four years until the RATP (Régie Autonome des Transports Parisiens) was founded on March 21, 1949 has been.

1950 until today

Network expansions

In the post-war period, the population continued to grow rapidly in the region as a whole, while it fell in the city itself, especially from 1960 onwards. At the same time, individual traffic increased, while the metro network was not expanded any further. After the 13 was extended from Porte de Saint-Ouen to Carrefour Pleyel in 1952, there was no expansion of the Paris Métro until the 1970s, while the greater Paris area continued to expand into the region. A fast means of transport to the remote new suburbs had become essential. However, the metro seemed unsuitable here due to its narrow station spacing, so that the RER S-Bahn system was primarily developed. 1962 began the construction work for the line A .

Play media file

Development of the network from 1899 to 2012

From the beginning of the 1970s, the Métro was also expanded further. The most important network expansions were:

• 1970 Charenton Écoles - Maisons-Alfort Stade
• 1971 Gambetta - Galliéni
• 1972 Maisons-Alfort Stade - Maisons-Alfort Les Julliottes
• 1973 St Lazare - Miromesnil
• 1973 Maisons-Alfort Les Julliottes - Créteil L'Échat
• 1974 Créteil L'Échat - Créteil Préfecture
• 1975 Miromesnil - Champs-Elysées Clemenceau
• 1976 Champs-Elysées Clemenceau - Invalides
• 1976 Porte de Vanves - Châtillon Montrouge
• 1976 Carrefour Pleyel - Saint-Denis Basilique
• 1979 Porte de la Villette - Fort d'Aubervilliers
• 1980 Porte de Clichy - Gabriel Péri Asnières - Gennevilliers
• 1980 Porte d'Auteuil - Boulogne Jean-Jaurès
• 1981 Boulogne Jean-Jaurès - Boulogne Pont de Saint-Cloud
• 1982 Maison Blanche - Le Kremlin Bicêtre
• 1985 Le Kremlin Bicêtre - Villejuif Louis Aragon
• 1985 Église de Pantin - Bobigny Pablo Picasso
• 1987 Fort d'Aubervilliers - La Courneuve May 8, 1945
• 1992 Pont de Neuilly - La Défense
• 1998 Saint-Denis Basilique - Saint-Denis Université
• 1998 Madeleine - Bibliothèque François-Mitterrand (new line)
• 2003 Madeleine - Saint-Lazare
• 2007 Bibliothèque François-Mitterrand - Olympiades
• 2008 Gabriel Péri Asnières – Gennevilliers - Asnières – Gennevilliers Les Courtilles
• 2011 Créteil Préfecture - Pointe du Lac
• 2012 Porte de la Chapelle - Front Populaire
• 2013 Porte d'Orleans - Mairie de Montrouge

Technical facilities

Not only route extensions improved the Métronetz during this time, but also technical innovations that, for example, increase safety on the rails and on the platforms, increase the capacity of the routes or make the driver's work easier.

Pilotage automatique

The Pilotage automatique is a (semi-) automatic train control in which certain tasks of the driver are taken over by the technology. At the Paris Métro, the driver only has to close the doors and signal the train to depart. Accelerating the train, maintaining the prescribed speed, stopping at stop signals, starting up again when the signal is switched and stopping in the stations is done by the automatic system without manual intervention.

The RATP had been experimenting with the Pilotage automatique since 1951 on the Voie navette connecting track, which was not used as planned . First attempts with underground trains in scheduled operation were made in 1967 on line 11. Initially, only individual trains were equipped with Pilotage automatique. In 1969, all trains on the line were equipped with it. By 1979, all other routes with the exception of short routes 3bis, 7bis and line 10 were also converted.

Central control center PCC

Central interlocking PCC of Métrolinie 1

The abbreviation PCC stands for poste de commande et de contrôle centralisé or poste de commande centralisé . It means about central operations center and central signal box. Since the lines at the Paris Métro are strictly separated and there is no change of vehicles with passengers from one route to another, it made sense to set up such a control center for each line. These control centers track the trains on the route, ensure that the switches are set correctly and ensure that - depending on the volume of traffic - additional trains are brought onto the route or that trains are taken out of circulation.

The first PCC center was put into operation on Line 1 in 1967. In the years up to 1975 the other lines received their PCC. In the meantime, the PCCs have been modernized and equipped with newer technology.

Fully automated driverless operation

Driverless operation in Paris also requires doors to be installed on the platforms.

Orlyval , the feeder line from the RER-B to Paris-Orly Airport , has been operated by the RATP since 1993 , and since then the RATP has had a driverless route in its portfolio, even if it is not a metro line.

The first driverless metro line was the newly built line 14, the first section of which went into operation in 1998 .

In 2011 and 2012, Line 1 was converted to driverless operation.

Next, line 4 is to be converted by 2022 . At the same time, the line will have doors on the platforms at all 27 stations.

Partition walls between platform and track structure and platform screen doors

The dividing walls between the platform and the track structure and the platform screen doors appeared at the RATP at the same time as the driverless trains from 1993 at Orlyval and then on lines 14 and 1.

In the meantime, line 13 has been fitted with platform screen doors at fourteen of the busiest stations (ten in the city center, two in the Saint-Denis area and two in the Montrouge and Malakoff area).

Passenger information system SIEL

SIEL ad in Châtelet station on line 14 .

Line 13 , 16h28
direction Saint-Denis (blue triangle; flashing = next train) 1st train in 3 minutes / 2nd train in 9 minutes
towards Asnières - Gennevilliers (yellow triangle - (dark)):
1st train in 6th Minutes / 2nd move in 12 minutes

The SIEL (Système d'information en ligne) passenger information system is a procedure that the RATP has installed for its metro lines and uses it to notify passengers of the waiting time until the next train departs.

In 1997 and 1998 three different versions of the information system were tested on lines 3 and 13 . After a customer survey in 1999, the currently installed version was selected.

Initially, lines 4 and 13 were equipped with this technology. Commissioning took place in the last months of 2002. The other lines gradually followed, and at the end of 2007 all main lines were equipped with the information system.

The lines with the lowest number of passengers (namely line 3bis and line 7bis ) were only equipped with it at the end of 2009 / beginning of 2010. Since July 2008, the information has also been available on the Internet.

In the middle of the platforms, instead of the previous board for displaying the direction of travel, there is a board showing the line number and the direction of travel (= name of the end station) as well as three LED displays. The display in the top right corner shows the time. In the line below there are two displays next to each other: the left one shows the time until the departure of the next train, the right one the time until the departure of the next but one train.

There are a few exceptions to this arrangement:

• On the short routes 3bis and 7bis, only the waiting time until the next train is displayed.
• On line 14, instead of the LED displays, larger screens are installed which, in addition to waiting times, can show additional information on the metro operation with an accuracy of 10 seconds.
• On the lines with a branch, the information board is provided with four time displays on the platforms of the common route, i. H. two for each direction. Affected are the platforms of northbound trains on line 13 on the platforms from Châtillon - Montrouge to La Fourche inclusive and on line 7 the platforms in southern direction from La Courneuve - 8 May 1945 to Maison Blanche inclusive.

Loudspeaker announcements: Loudspeakers are installed in addition to the information boards. The announcements provide information about trains arriving shortly or the waiting times for longer waiting times.

Audio sample: The announcement was made in the Palais Royal - Musée du Louvre station on line 1 on the platform in the direction of Château de Vincennes . The text reads "The next train in one minute in the direction of Château de Vincennes, the next one in five minutes."

architecture

Entrance to the Charenton Ecoles station with a candelabra designed by Adolphe Dervaux in the Art Deco style

Entrance arch to Abbesses station designed by Hector Guimard

The stations of the Métro were initially designed largely uniformly. The operating company CMP built underground stations with a rectangular or elliptical cross-section, depending on the location and requirements, and elevated stations were soon added - likewise largely standardized. Special designs existed e.g. B. at terminal stations and crossings of other traffic routes. The underground stations in the north-south were similar to the elliptical stations of the CMP, but designed more elaborately. More modern train stations often have individual designs.

The Paris Métro is famous for its station entrances. The stations of the early days were made of interwoven iron girders in the Art Nouveau style by Hector Guimard and are a well-known symbol of the city. Today 86 of them are still preserved. Later additions u. a. marked by candelabra designed by Adolphe Dervaux in the style of Art Deco .

In 1967 Métro Montreal was given a Guimard staircase, which today stands over an entrance to the Square Victoria OACI station . In order to confirm the partnership with Moscow Métro , a Guimard staircase was presented as a gift. Since the opening ceremony on January 27, 2007, with the participation of the current chairman of the RATP, Pierre Mongin, it has been decorating the entrance to the Moscow station in Kievskaya . The Picoas subway station of the Lisbon Métro also has a Guimard entrance .

→ Main article : Design of the Paris metro stations

Lines

A total of 16 underground lines operate over a total route length of 219.9 kilometers. Line 4 has direct transfer options to all other Métro and RER lines, except for the short connecting lines 3bis and 7bis. These are marked as a special feature with the additional Latin name ^{bis to} emphasize their character as an additional line to a regular longer line. A single line operation is carried out, i.e. each line has its own route. Sometimes two lines run parallel, even then each line has its own tracks. This is necessary because of the high road load.

However, the majority of the metro stations are not barrier-free (usually due to historical circumstances) .

line	route	opening	Last extension	Length in km (on the surface)	Stations	Passengers (reference year)	operating system
	La Défense - Grande Arche ↔ Château de Vincennes	1900	1992	16.6 (0.6)	25th	181,000,000 (2018)	rubber tires
	Porte Dauphine ↔ Nation	1900	1903	12.3 (2.2)	25th	109,000,000 (2018)	conventional
	Pont de Levallois - Bécon ↔ Gallieni	1904	1971	11.7	25th	099,000,000 (2018)	conventional
	Gambetta ↔ Porte des Lilas	1921	1971	1.3	4th	see line 3	conventional
	Porte de Clignancourt ↔ Mairie de Montrouge	1908	2013	12.1	27	152,000,000 (2018)	rubber tires
	Bobigny - Pablo Picasso ↔ Place d'Italie	1906	1985	14.6 (2.5)	22nd	114,000,000 (2018)	conventional
	Charles de Gaulle - Étoile ↔ Nation	1900	1942	13.6 (6.1)	28	115,000,000 (2018)	rubber tires
	La Courneuve - 8 May 1945 ↔ Villejuif - Louis Aragon / Mairie d'Ivry	1910	1987	22.4	38	136,000,000 (2018)	conventional
	Louis Blanc ↔ Pré Saint-Gervais	1911	1967	3.1	8th	see line 7	conventional
	Balard ↔ Pointe du Lac	1913	2011	23.4 (4.1)	38	108,000,000 (2018)	conventional
	Pont de Sèvres ↔ Mairie de Montreuil	1922	1937	19.6	37	143,000,000 (2018)	conventional
	Boulogne - Pont de Saint-Cloud ↔ Gare d'Austerlitz	1913	1981	11.7	23	046,000,000 (2018)	conventional
	Châtelet ↔ Mairie des Lilas	1935	1937	6.3	13	048,000,000 (2018)	rubber tires
	Front Populaire ↔ Mairie d'Issy	1910	2012	15.3	29	085,000,000 (2018)	conventional
	Asnières - Gennevilliers - Les Courtilles / Saint-Denis - Université ↔ Châtillon - Montrouge	1911	2008	24.3 (2.4)	32	136,000,000 (2018)	conventional
	Saint-Lazare ↔ Olympiades	1998	2007	9.0	9	087,000,000 (2018)	rubber tires

Expansion plans

The following extensions to the Métro are either planned or already under construction :. Updated with the data of a STIF publication from Jan 2014. At the moment, around 230 km of metro lines are under construction or in the planning stage.

• The line is to be extended to the east by three stations to Val de Fontenay . In the west, an extension by one station to Nanterre is planned.
• The secondary lines 3bis and 7bis of the Paris Métro are to be connected to a new, full-fledged line (possible name: line 19). The new Haxo station is to be opened on the connecting route between the two existing branch lines . In the west, the line is to be extended by one station to Château-Landon or Magenta in order to get a connection to the suburban trains of the nearby Gare de l'Est . These projects are planned for the period after 2030.
• Line 4 of the Paris Métro is to be extended by three stations from Porte d'Orléans via Barbara to Bagneux - Lucie Aubrac . The start of the project for the 2.7 km long route was in January 2001, the public display from January to March 2004. First construction work began in late 2005 / early 2006. The first section to Mairie de Montrouge was commissioned on March 23, 2013 . The project is financed by the state, the region, the municipalities and the RATP . The construction work for the last section to Bagneux started in 2014 and should be finished by 2021 after some delays.
• The line 5 to north to Drancy and south to the Place de Rungis be extended. Both projects are planned for the period after 2030. The Bobigny - La Folie station is to be opened between the existing Bobigny - Pantin - Raymond Queneau and Bobigny - Pablo Picasso stations to ensure a transition to the Tram Express Nord .
• Extension of line 7 to the northeast to Le Bourget RER station .
• An extension of line 9 by 3 km and two stations east to Montreuil Murs-à-Pêches has basically been approved, but other projects have priority. Realization before 2025 seems unlikely.
• An extension to the east in two sections to Les Ardoines is planned . The first section provides for an extension of five stations to Ivry-Place Gambetta . In the second section, the route to Les Ardoines is to be extended. In the west, the route is to be extended by two stations to Saint-Cloud .
• An extension of line 11 to the RER station Rosny-sous-Bois is planned by 2023 . In a further construction phase, the route is to be extended as part of the Grand Paris Express project from Rosny to Noisy-Champs . In total, this line will be extended by ten stations.
• The Line 12 will of Porte de la Chapelle in the suburb of Aubervilliers to station d'Aubervilliers Mairie be extended. The first stage of the extension goes to Front Populaire and was put into operation on December 18, 2012; In a second expansion stage with the planned commissioning at the end of 2021, Métrolinie 12 is to be continued via the new Aimé Césaire station to Mairie d'Aubervilliers . In the south, the line is to be extended to Issy .
• Since mid-2008, the Gennevilliers branch on line 13 has been extended to the Asnières-Gennevilliers - Les Courtilles station. In a second phase, an extension to Port de Gennevilliers would be possible. A long-planned takeover of the entire Gennevilliers branch of line 13 by Métrolinie 14 is off the table.
• Metro line 14 will become part of the Grand Paris Express: In the north, it will be extended in a first construction phase from Gare Saint-Lazare to the Mairie de Saint-Ouen station (opening in 2021) and in a second construction phase to Saint-Denis - Pleyel . Metro lines 14, 15, 16 and 17 will meet at the new construction station Saint-Denis - Pleyel , which will be a new public transport hub in the north of Paris (commissioning 2024 ). In the south, there is an extension from the current Olympiades terminus to Paris-Orly Airport (opening in 2027 ).

Grand Paris Express route network

The Grand Paris Express is a project that provides for the construction of four new metro lines (lines 15, 16, 17 and 18) and the extension of two existing lines (lines 11 and 14). The project, which envisages the construction of around 200 km of tracks and 72 new stations, will almost double the length of the Paris metro network. In contrast to the existing network, the new routes are to be built almost entirely outside the city of Paris. The project should be implemented by 2030 .

New lines as part of the Grand Paris Express project :

• The line 15 will operate as a ring line around Paris. The 75 km long route with 36 stations is to be opened in several sections by 2030. Construction has already started.
• The line 16 connects in a wide arc to the north of Paris to the east. It should run between Noisy - Champs and Saint-Denis Pleyel . The 25 km long route with 10 stations is scheduled to open in 2023.
• The line 17 is Le Mesnil-Amelot with Saint-Denis Pleyel connect. The 25 km long route with nine stations also connects Paris-Charles-de-Gaulle and Paris-Le Bourget airports better to the northern suburbs. The opening is planned in four stages between 2023 and 2030.
• The Line 18 will run in the suburbs southwest of Paris. The route from Paris-Orly Airport to Versailles-Chantiers is scheduled to open in three stages between 2023 and 2030 . No date has yet been set for the opening of the fourth section from Versailles-Chantiers to Nanterre . In the final stage this line will be 50 km long and serve 13 stations.

Crossing the Seine

Métrolinien cross the Seine several times. Between 1906 and most recently in 1998, eleven crossings were built. The following table starts upstream with the first underpass after the Seine has reached Parisian territory.

In the fourth column between the stations , the station on the right bank of the Seine is named first.

No.	route	Opening year	between stations	Type of crossing
1		1998	Cour St-Emilion - Bibliothèque Fr. Mitterrand	tunnel
2		1909	Bercy - Quai de la Gare	Bridge (Pont de Bercy)
3		1906	Quai de la Rapée - Gare d'Austerlitz	Bridge (Viaduc d'Austerlitz)
4th		1930	Sully Morland - Jussieu	tunnel
5		1910	Châtelet - St-Michel	tunnel
6th		1934	Concorde - Assemblée Nationale	tunnel
6th		1913	Concorde - Invalides	tunnel
7th		1976	Champs Elysées Clemenceau - Invalides	tunnel
8th		1906	Passy - Bir-Hakeim	Bridge (Pont de Bir-Hakeim)
9		1913	Javel - André Citroën - Église d'Auteuil / Mirabeau	tunnel
10		1992	Pont de Neuilly - Esplanade de la Defense	Bridge (Pont de Neuilly)
11		1980	Mairie de Clichy - Gabriel Péri	bridge

Operation and passengers

Free access to the Paris Métro is not possible: check and validate the platform locks (tourniquets)

Driving operation

The Métro trains run from around 5 a.m. until the end of operations between 0:30 a.m. and 1:00 a.m. Since December 2007, Métro has been transporting passengers on nights from Friday to Saturday, from Saturday to Sunday and before public holidays until 2:15 a.m.

There is no classic timetable, the Métro travel times are rather (as in all urban local transport) given in cycle times. At rush hour there is a train every two minutes; the busiest lines 1 and 4 only wait around one and a half minutes. The passenger is on the Information System SIEL ( S ystems d ' i nformation e n l igne) informs a direction with regard to the next two trains. The first number indicates the waiting time for the next, the second for the next one. On line 7 in the south and on line 13 in the north there is also the special feature that it also shows which branch the respective train is serving.

punctuality

The punctuality on the Paris metro lines is measured, because there is an agreement between the person ordering the journeys (STIF) and the operator carrying out the journeys (RATP): a target number of journeys per hour is set for each route during rush hour. If the number of trips actually achieved is more than 95% of the target value, RATP receives a bonus payment, whereby the maximum bonus is due at 96.5%. If the actual number is in the so-called malus range, i.e. H. below 95%, the RATP is obliged to pay fines. The trips that were not carried out must also be made up for in the subsequent off-peak hours.

The following figures were obtained for 2013:

The fully automatic lines 1 and 14 significantly exceed the target value: They each achieve more than 101%. With the exception of two lines, all others are in the range between 96.5% and 100%. The heavily used lines 4 and 13 alone are in the penalty area with 94.3% and 90.6% respectively.

Passenger numbers

The following passenger numbers were determined at the Paris Métro. Figures in millions of passengers:

year	1910	1920	1930	1940	1945	1946	1950	1960	1970	1980	1990	2000	2005	2009	2010	2011	2012	2013	2014	2015	2016	2017	2018
Passengers	318	688	888	650	1508	1598	1129	1166	1128	1093	1226	1229	1354	1479	1506	1524	1541	1520	1526	1520	1519	1539	1559

Swell:

• For the years 1910–1990: Jean Tricoire; 2nd Edition; P. 339.
• For the years 2000 to 2009: STIF communication: Figures 2000–2009 (French)
• For the years 1946, 2010 and 2011: Paris metro ridership in 2012
• For 2012: STIF communication: 2012 figures (French)
• For 2013 and 2014: STIF communication: 2013 and 2014 figures (French)
• For 2015: STIF communication: 2015 figures (French)
• For 2016: Le Tourisme à Paris - Chiffres clés 2016 (French)
• For 2017: Le Tourisme à Paris - Chiffres clés 2017 (French)
• For 2018: Le Parisien : Ile-de-France: toujours plus de voyageurs dans les métros, RER, trams et bus de la RATP (French)

The high passenger numbers in the 1940s are due to the increasingly difficult traffic conditions in road traffic due to insufficient fuel supply and public bus routes, as well as the lack of trams that were shut down before the war, which is why the Métro experienced an unexpected demand. From 1941 onwards more than 1 billion passengers were counted every year. In 1944 and 1945 there were even more than 1.5 billion passengers. The Métro reached its all-time high in 1946 with 1.598 billion passengers. That number has not been reached again since then. By the 1980s, the number of passengers dropped back to around 1 billion a year. After that, however, the number of passengers rose sharply again until today, which is due to the expansion of the route network, to the strong population growth in the greater Paris area (from 6,597,930 inhabitants in 1946 to 12,142,802 inhabitants in 2016) The number of tourists and the rise in fuel prices, which is why many commuters have switched to public transport. Today the Métro has almost reached the high of 1946, when 1.598 billion passengers were counted. In 2012, with 1.541 billion passengers, the second highest number of passengers in the history of the Paris Métro was recorded. A further increase is expected in the long term. Especially after the Grand Paris Express, which will become part of the Paris Métro, is fully operational, 2 million additional passengers are expected every day. The slight decrease in the number of passengers after 2012 is due to the extensive expansion of the tramway network in the greater Paris area, as a result of which many passengers switched from the metro to the tramway, as its tangential connections sometimes offer significantly shorter travel times between the suburbs. The passengers save themselves the trip with the Métro to the center, where they change and then take the Métro to another suburb. This is also shown by the number of passengers on the tram. While 115 million passengers were carried in 2012, in 2015 it was already 267 million.

Major accidents and disasters

• October 19, 1900: A collision in Concorde train station results in 38 injured.
• August 10, 1903: A fire in Couronnes train station kills 84. → Metro accident in Couronnes train station
• March 11, 1918: 66 panic deaths in Bolivar station
• April 23, 1930: A collision at Porte de Versailles train station kills two.
• February 8, 1962: During a violent demolition of the demonstration, demonstrators flee to the Charonne train station . Nine people died from falls, crushing and police violence. → Massacre in the Charonne metro station
• January 10, 1963: Another clash at Porte de Versailles train station causes 40 injuries.
• October 30, 1973: 19 people are injured when a train derails near Louis Blanc station .
• November 25, 1976: 33 people are injured in a collision in the Opéra station .
• February 6, 1981: A train driver is killed in a collision at Nation station .
• October 6, 1995: 18 people are injured in an bomb attack near Maison Blanche train station . → Series of attacks in France in 1995
• November 18, 1996: Two people are injured when a train derails near Charles de Gaulle - Étoile station .
• August 30, 2000: 24 people are injured when a train derails near Notre-Dame-de-Lorette station.
• August 6, 2005: In a fire in Simplon train station, 19 people suffer from slight smoke inhalation.
• July 29, 2007: 35 passengers suffer from smoke inhalation in a train fire between the Invalides and Varenne stations .
• December 2, 2016: A class MF 01 train derailed at the entrance to Barbès - Rochechouart station . There were no injuries, but there was high property damage.

Individual accidents

• Between 2005 and 2008, the number of suicides and suicide attempts on the RATP rail network (i.e. in the Métro and on the RATP RER A and B routes) fell continuously from 185 to less than 80 per year. Since 2005 (until 2012) these numbers have been in the range between 60 and 80.
• For the period 2005 to 2012, 20 to 40 deaths are reported annually. There were a total of 233 deaths. These statistics did not differentiate between fatal accidents and other causes of death, such as heart failure.
• At the same time, between 6,300 people (2012) and 9,000 people (2007) suffered injuries. A total of around 60,000 people were injured.

vehicles

→ Main article : Rolling stock of the Métro Paris

Vehicle types

MF 67 in royal blue / white livery at the exit from the Gare d'Austerlitz station (towards Place d'Italie), 1994

The vehicles used in the Paris Metro system can be divided into two categories, which are placed in front of their respective type designation: F stands for Fer (iron) and denotes vehicles that are equipped with conventional wheels. P stands for Pneu (pneumatic tires) and designates the vehicles with the air-filled tires shown below . Accordingly, the vehicles are either called MF or MP , where M stands for material (roulant) / (rolling) material. The number after the type designation indicates the year of the order (i.e. MP 89 in 1989). The vehicles of both systems run on regular-gauge tracks , the steel rails are used by the vehicles with air-filled wheels only to guide them in points and in the event of damage to the special horizontal guide wheels as well as to guide the return current. The superstructure, which is equipped for operation with rubber-tyred vehicles, can be driven on normally by conventional vehicles, but due to the different shape of the busbars or guide rails, it cannot be used with regular power supply without adjustment work.

Earlier guys

Sprague Thomson railcar on line 2 on March 22, 1978

• Sprague-Thomson - probably the best-known series, in use from around 1910 to the 1980s.
• From 1951 to 1988 there were vehicles of the type MA ( Matériel articulé / articulated wagon), which were initially used on line 13 and from 1975 on line 10.

Today's guys

Newly delivered MF 01 in a new design on line 9 (November 2013)

vehicle	image	Lines	description
MP 59			Rubber tires (tires) filled with nitrogen, the train consists of four cars
MP 73			Rubber tires (tires) with nitrogen filling, train consists of five cars on line 6, train consists of four cars on line 11
MP 89 CA			Driverless ( C onduite A utomatique), rubber tires (Pneus) filled with nitrogen, passage through the whole train possible, train consists of six cars
MP 89 CC			Driver- controlled ( C onduite C onducteur), rubber tires (Pneus) with nitrogen filling, passage through the whole train possible, train consists of six cars
MP 05			Driverless, nitrogen-filled rubber tires, outwardly hardly distinguishable from the MP 89, but the interior has been redesigned and equipped with a new passenger information system, the train consists of six cars
MF 67			The MF 67 series, equipped with conventional bogies, is the most numerous with around 1365 vehicles. There are different series with one (MF 67 A1 and C1) and two-engine (MF 67 A2 and C2) bogies. Initially the trains consisted only of multiple units (with and without a driver's cab), in 1973 non-powered auxiliary (MF 67 D) and control cars (MF 67 S) were ordered and the train compositions were changed. Train consists of five cars on lines 3, 10, 12 and three cars on line 3bis
MF 77			conventional, train consists of five cars
MF 88			conventional, passage through the entire train is possible, there are only nine trains in this series, the train consists of three cars
MF 01			conventional, fewer seats than in other series, top speed 70 km / h, 30% less energy consumption than MF 67, cooled ventilation, passage through the entire train possible, train consists of five cars, the MF 67 series has been on the line since September 2013 9 gradually replaced by this series

Trains with gas-filled rubber tires

→ Main article : Métro sur pneumatiques

Running and guide wheels on a train equipped with gas-filled tires

Model of a bogie equipped with gas-filled tires

The Paris Métro was the first underground train in the world to use vehicles fitted with gas-filled rubber tires . To avoid a fire when a wheel locks, the tires are filled with nitrogen. In total, the rubber tires are used on five routes: on line 11 since 1956, on line 1 since 1964, on line 4 since 1966 and on line 6 since 1972. This system has been used for the fully automatic line 14 since it opened in Year 1998 used. (On all other lines, conventional standard gauge tracks will continue to be used .)

As can be seen in the picture opposite, the vehicles of the Métro sur pneumatiques are driven by side air-filled wheels. For emergencies (e.g. in the event of a tire defect) and for guiding in points, conventional steel wheels with particularly high flanges are also available. These also serve as friction partners for the mechanical brake. Because of the rolling principle, cylindrical running surfaces on a flat surface, the higher friction between the running wheels and the roadway, differential gears from truck construction are used to improve curved running .

Today, newly built metros in France (e.g. in Lyon and Marseille ) are mainly built with this system. It is also found sporadically in other cities (e.g. Lausanne , Montreal , Santiago de Chile and Mexico City ). The Véhicule automatique léger system was derived from this , in which the classic track grid as an emergency support element and for guidance in points was dispensed with. This also achieved a certain distribution, in France, for example, with the Lille , Toulouse and Rennes metros , as a transport system at airports and in Turin .

In the French film Fear Over the City , a chase takes place in (and on) one of the inflated trains of the Métro Paris. The system, as well as the special rails, can be clearly seen in operation.

Energy supply and energy consumption

See also article Substations of the Paris Métro

History of energy supply

Postcard from 1906: Generators of the CMP power station

The company CMP, founded in 1899, intended to set up its own power supply for the operation of the subway under construction for Paris. When operations began on the first routes in July 1900, the planned power plant was not yet available. The electricity had to be obtained from the three private companies Triphasé , Westinghouse and Air Comprimé .

The company's own power plant was built on the Quai de la Rapée , right next to the CMP administration building on the Seine. The location was chosen because, on the one hand, the necessary coal could be delivered to the power station on the Seine. On the other hand, a power plant close to the consumer was desirable, since the transport of electricity over long distances was still fraught with difficulties at that time. The system designed by Paul Friesé consisted of two interconnected parts of the building: One part contained the boiler for generating steam, the other the generators. The electricity generated had a voltage of 5000 V at a frequency of 25 Hz. The plant was put into operation in March 1901. After the metro accident at Couronnes train station , which was triggered by a short circuit, the CMP decided to obtain electricity from various sources to increase operational safety. From 1906, electricity was therefore also bought permanently from external suppliers. When a transition from 25 Hz to 50 Hz was made in the mid-1920s due to the sharp rise in electricity demand, CMP's own power plant was shut down in December 1927. The electricity came from power stations in Saint-Denis and Ivry and later also from Vitry.

The electricity generated in the power station was alternating current, but direct current (600 V) was provided for rail operations, so that rectification was necessary. This was initially carried out in the two substations ("Sous-station") Étoile and Quai de la Rapée. The rapidly growing underground traffic and the growing number of trains in use soon made a third rectifier plant near the Louvre necessary.

In 1923 the first mercury vapor rectifiers appeared , which from the 1930s onwards gradually replaced the previously common rotating converters . In 1950, however, 20 of the 32 substations were still equipped with converters and only the remaining 12 worked with mercury vapor rectifiers.

In the 1960s, semiconductor rectifiers based on silicon diodes were finally installed. They were first used in the RATP in 1963. Their significantly smaller space requirement was also advantageous. At the same time, the RATP switched to the high-voltage network: instead of the previous 10 kV, EDF connected the company to the 63 kV network from 1962 with the help of eight transfer points located around Paris. The electricity was initially supplied to four substations, which stepped the voltage down to 15 kV: Montessuy (1962); Père-Lachaise (1963), Lamarck (1964) and Denfert (1968). New substations (called PR = Postes de Redressement), which work as transformer and rectifier stations, then provide direct voltage of 750 V for the metro and 1500 V for the RER operation. The new PRs now only need a work area of ​​around 100 m², compared to 300 to 1000 m² for the previous converters or substations.

With the creation of the RER lines and the increasing energy demand, a part was drawn with a voltage of 225 kV. For this purpose, three more high-voltage transformer stations were set up between 1974 and 1979.

From the high voltage network to the RATP

Schematic representation of the energy supply of a metro line through four RATP substations and an external energy supplier: PHT = RATP substation; PR = rectifier substation; ERDF external electricity supplier 20 kV

The electrical energy is supplied by the EDF high-voltage lines , which provide the RATP with electricity via two ring lines fed with 63 kV and 225 kV respectively. The electricity for the specific needs of the RATP is converted in six in-house substations: DC voltage 750 V for metro and trams and 1500 V for the DC-fed power supply units of the RER, as well as 230 V, 380 V for the ancillary equipment: lighting, escalators, ventilation of the tunnel systems, etc. The RATP rectifier substations were built between 1964 and 1979 and are networked with one another via 15 kV lines. The electricity consumption of the Paris metro is equivalent to that of a city with 120,000 inhabitants. Following a tender for the supply of electricity, RATP decided to purchase 90% of its electricity from E.ON and the Austrian Verbund AG from January 1, 2011 .

Supply of the individual metro lines

The busbars are divided into individual, isolated sections. Each section is supplied from several rectifier substations. Adjacent sections are never supplied by the same rectifier plant. This is to ensure that in the event of a rectifier failure, the line's power supply is not affected as far as possible, or that the affected section remains as short as possible.

See also

• Public transport in Paris
• List of stations on the Métro Paris
• Substations of the Paris Métro
• Haunted stations of the Métro Paris
• Design of the Paris metro stations
• Final loops of the Métro Paris
• Series of attacks in France in 1995

literature

• Christoph Groneck: Metros in France . 1st edition. Robert Schwandl, Berlin 2006, ISBN 3-936573-13-1 .
• Christoph Groneck: Tempo Metropolitain . In: Railway history special: Railways in Paris . tape 2 , ISBN 978-3-937189-94-9 , 2015, pp. 70-76 .
• Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport Publishing, Harrow Weald 1999, ISBN 1-85414-212-7 . (English)
• Clive Lamming: Métro insolite . 2nd Edition. Editions Parigramme, Paris 2001, ISBN 978-2-84096-190-1 . (French)
• Pierre Miquel: Petite histoire des stations de métro . 2nd Edition. Albin Michel, Paris 2013, ISBN 978-2-226-21778-3 . (French)
• Mark Ovenden: Paris Underground - The maps, stations, and design of the métro . Penguin Books, New York 2009, ISBN 978-0-14-311639-4 . (English)
• Julian Pepinster: Le métro de Paris . Éditions La Vie du Rail, Paris 2010, ISBN 978-2-918758-12-9 . (French)
• Jean Robert: Notre Métro . 2nd Edition. J. Robert, Neuilly-sur-Seine 1983. (French)
• Gérard Roland: Stations de métro d'Abbesses à Wagram . Christine Bonneton, Clermont-Ferrand 2011, ISBN 978-2-86253-382-7 . (French)
• Hans-Werner Loop a. a .: Lexicon Métros der Welt , without ISBN, Berlin 1985, 1st edition.
• 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 . (French)
• Heidi Wiese: Under the streets of Paris. History and stories of Paris metro stations . 2nd Edition. Neues Literaturkontor, Münster 1995, ISBN 978-3-920591-31-5 .

Web links

Commons : Paris Metro  - Album with pictures, videos and audio files

• Operator side of the Métro
• Paris Métro route map (PDF)
• Track plans of the Paris Métro
• Victor von Röll : Paris electric rapid transit systems (encyclopedia entry). In: Encyclopedia of Railways. 2nd edition, Urban & Schwarzenberg, Berlin / Vienna 1912–1923. 1923, Retrieved June 6, 2018 . 

Individual evidence

1. ↑ Julien Demade: Les embarras de Paris, ou l'illusion techniciste de la politique parisienne of déplacements. L'Harmattan, Paris, pp. 13, 147.
2. ↑ Le trafic annuel , at www.stif.org.
3. ↑ loop, cf. Lit list, p. 253.
4. ↑ Tricoire, cf. Literature, 2nd edition pp. 30-35.
5. ↑ Tricoire, cf. Literature, 2nd edition; P. 23 f.
6. ↑ http://archivchemindefer.free.fr/Metroparisocc/Metroccupation.html .
7. ↑ Tricoire, cf. Literature, 2nd edition; P. 339.
8. ↑ http://archivchemindefer.free.fr/Metroparisocc/Metroccupation.html .
9. ↑ Tricoire, cf. Literature, 2nd edition; P. 24 ff.
10. ↑ http://archivchemindefer.free.fr/Metroparisocc/Metroccupation.html
11. ^ Nicolas Didon: La Defense passive à la CMP et à la RATP de 1930 à 1970. In: Métros, Dépôts, Réseaux - Territoires et personnels des transports parisiens au XXe siècle. Publications de la Sorbonne, Paris 2002, ISBN 2-85944-441-6 , pp. 93-102.
12. ↑ Mark Ovenden: Paris Underground . Penguin Books, London 2009, ISBN 978-0-14-311639-4 , pp. 77 .
13. ↑ http://sfjacques1966.free.fr/histoire.php?page=6&choix=histoire
14. ↑ http://archivchemindefer.free.fr/Metroparisocc/Metroccupation.html
15. ↑ Tricoire, cf. Literature, 2nd edition; P. 24 ff.
16. ^ Jean Tricoire: Un siècle de Métro en 14 lignes. 2nd edition, p. 119 f.
17. ^ Jean Tricoire: Un siècle de Métro en 14 lignes. 2nd edition, p. 118 f.
18. ↑ Tram magazine issue 3/2016, page 12
19. ↑ Archived copy ( memento of the original from October 17, 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. 
20. ↑ Horaires on ratp.fr.
21. ↑ List of the measures already decided in the regional plan Île-de-France 2007 ( PDF ).
22. ↑ Archived copy ( Memento of the original from March 11, 2014 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. Le Nouveau Grand paris with a clear map and time tables. 
23. ↑ http://archive.wikiwix.com/cache/?url=http://www.ratp.fr/common/ressources/1044.pdf&title=Communiqué%20de%20presse%20RATP%20du%202%20octobre%202007
24. ↑ Le qualité des services en chiffres . Publication of the STIF in February 2014 (French), accessed on September 3, 2014.
25. ↑ http://archive.wikiwix.com/cache/?url=http://www.stif.org/IMG/pdf/TCC_2000-2009_Bd.pdf&title=STIF%20-%20Les%20transports%20en%20commun%20en % 20chiffres% 202000-2009 p. 23 (French), accessed on October 10, 2013.
26. ↑ http://forum.skyscraperpage.com/showthread.php?t=133751&page=22 accessed April 29, 2014.
27. ↑ http://www.stif.org/IMG/pdf/RA2012-STIF.pdf p. 21 (French), accessed on April 13, 2014.
28. ↑ http://publications.stif.org/rapport-annuel-2014#p=17&z=1 p. 17 (French), accessed on September 26, 2015.
29. ↑ http://publications.stif.org/rapport-annuel-2015#p=21&z=0 p. 23 (French), accessed on August 9, 2017.
30. ↑ Archived copy ( memento of the original from March 30, 2018 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. P. 12 (French), accessed on May 27, 2018. 
31. ↑ http://fr.zone-secure.net/42102/810987/?token=7630351B03835727FA7F2E916A3C1FED#page=12 p. 12 (French), accessed on May 27, 2018.
32. ↑ http://www.leparisien.fr/info-paris-ile-de-france-oise/transports/ile-de-france-toujours-plus-de-voyageurs-dans-les-metros-rer-trams-et -bus-de-la-ratp-31-03-2019-8043447.php (French), accessed March 31, 2019.
33. ↑ Le trafic annuel (French), accessed on September 26, 2015
34. ↑ Le trafic annuel 2015 (French), accessed on August 9, 2017
35. ↑ http://www.rtl.fr/actu/societe-faits-divers/ratp-une-trentaine-de-personnes-meurent-chaque-annee-dans-le-metro-ou-le-rer-parisien-7771613657 Information from the RATRP quoted by RTL-Actu (French), accessed on June 29, 2014.
36. ↑ Jean Tricoire: Un siècle de métro en 14 lignes, pp. 94/95.
37. ↑ Jean Tricoire: Un siècle de métro en 14 lignes, p. 103 ff.
38. ↑ Tricoire, cf. Literature, 2nd edition p. 60.
39. ↑ Tricoire; see. Literature; 2nd edition p. 62.
40. ↑ Tricoire; see. Literature; 2nd edition: p. 64.
41. ↑ http://archive.wikiwix.com/cache/?url=http://www.ratp.fr/common/ressources/693.pdf&title=Journ%C3%A9es%20du%20Patrimoine%202004%C2%A0% 3A% 20Les% 20Coulisses% 20de% 20la% 20RATP Announcement of the RATP for the Open House 2004: p. 7 (French), accessed on October 14, 2013.