Tram Lyon

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Tram Lyon
image
Car 814 on line T1 in front of the Raymond-Barre bridge
Basic information
Country France
city Lyon
opening December 22, 2000
operator Transports en Commun Lyonnais,
Rhônexpress SAS
Infrastructure
Route length 66.4 km
Gauge 1435 mm ( standard gauge )
Power system 750 V DC overhead line
Stops 88
business
Lines 6th
Line length 81.2 km
Clock in the peak hours 2-5 min
vehicles 73 Alstom Citadis 302 ,
12 Alstom Citadis 402,
6 Stadler Tango
statistics
Passengers 95 million per year (2017)
Network plan
geographical network plan (as of 2019)

The Lyon Tramway ( fr. Tramway de Lyon ) was established in 2000 to complement the Métro from Lyon reintroduced. Today the center of the second largest French metropolitan area has a 64-kilometer tram network with six lines . There was already a tram service in Lyon from 1894 to 1957.

First tram 1893–1957

Tram motor car at Place Carnot
“Train Bleu” of the suburban railway to Neuville-sur-Saône in the Musée de l'automobile Henri-Malartre

The first horse-drawn bus routes operated in Lyon in 1837 . In 1855 Gustave Delahante founded the Compagnie lyonnaise d'Omnibus together with Leopolde Lehon and Lacroix Saint-Pierre . The first funicular opened in 1862 , which was later converted to cogwheel operation and integrated into the Metro network in 1978 as line C. On June 21, 1879, the Compagnie des Omnibus et Tramways de Lyon (OTL) , which was under the influence of the city, was founded. On October 11, 1880, the OTL opened the first horse-drawn railway line between Bellecour and Pont d'Ecully . In the following years the OTL was able to establish itself as the most important mode of transport in local public transport ; In 1881 it operated ten lines with a length of almost 44 kilometers. 76 double-decker horse-drawn tram cars with an open upper deck and 1,000 horses were available for operation.

In 1893, the Compagnie des Tramways de Sainte-Foy , originally operating a funicular, opened a new tram that was electrically operated from the start. The OTL electrified its network between 1894 and 1899; the existing horse-drawn tram cars were converted and reused with a closed upper deck. In 1922 around 400 railcars operated on 22 lines; the route network had a length of 386 kilometers; almost 153 million passengers were carried. In addition to the OTL, there were competing transport companies, especially in suburban traffic, which, in contrast to the standard-gauge OTL, operated mainly on meter -gauge gauges . The suburban railways often emerged as steam-powered small railways that were later electrified. One of the best-known suburban railways was the line to Neuville-sur-Saône , 13 kilometers to the north , on which four-axle center-entry cars with up to six sidecars, known as “Train Bleu”, ran after modernization in the 1930s.

In 1924 the OTL reacted to the emerging competition from bus companies by purchasing 50 buses . In 1936, the first one was O bus -line from the OTL opened. At that time, the tram network was out of date and its closure was scheduled for the 1940s. During the Second World War in 1941, the entire transport network was handed over to the city of Lyon and the Rhône department and from then on operated under the name Transports en Commun de la Région Lyonnaise (TCRL). Since all omnibuses were confiscated for military purposes, the tram carried the brunt of the traffic during the war. When they withdrew, German troops blew up almost all of the river bridges in Lyon, so that the tram network was temporarily divided into four parts at the end of the war.

By 1946, the war damage to the tram network could be temporarily repaired. A modernization of the tram, on which mainly cars built in 1914 ran, the city and the transport company considered too expensive. The closure of the last inner-city tram line took place on January 30, 1956, the suburban service to Neuville-sur-Saône ceased on July 1, 1957.

The way to reintroduce the tram

Map of the metro, tram and trolleybus routes in Lyon, as of May 2009
Public transport by rail in Lyon

After the tram was shut down, the trolleybus became the most important means of local transport in Lyon. In 1957, Lyon had one of the world's largest trolleybus operators with 344 vehicles and 21 lines. By the 1970s, the majority of the trolleybus lines were converted to diesel operation. Rising population numbers and a general increase in traffic led to a return to rail traffic, initially in the form of a metro : in 1963, the planning of a subway network began; After construction began in 1973, three metro lines went into operation in May 1978; The operator was Transports en Commun Lyonnais (TCL), founded in 1967 . After the commissioning of a fourth metro line in September 1991 and several route extensions, the subway system was a good 30 kilometers long in October 2007.

Against the background of cost increases and delays in the construction of the fourth metro line, a move away from the large-scale further expansion of the metro was discussed in the mid-1990s. In addition, the Métro appeared to be oversized for other traffic axes in view of the lower number of passengers. A traffic development plan discussed in 1996 with the participation of the citizens envisaged three different possibilities: an expansion of the subway at the current or accelerated pace or the expansion of surface transport. For this purpose, eleven traffic corridors were named, which - based on the main axes of the subway system - should open up the city area more finely and in which particularly attractive local public transport should be offered. After further planning, in which the form of operation of track- guided buses was also examined, Lyon decided in November 1996 in principle to reintroduce the tram. Construction of the tram started in April 1999 after preparatory construction work had been carried out since mid-1997; on December 22, 2000, the first two lines went into operation.

Tram from 2000

After continuous expansion, five tram lines have been running on a route network of over 55 kilometers since August 2010.

Route network

Line 1 railcar in front of the university library in La Doua
Line 1 car on a bridge over the Rhône, with the Musée des Confluences in the background
South of the Perrache stop , on the left a turning track for line 2

line 1

The 9.4 kilometer long line 1, opened in December 2000, connects the Perrache long-distance train station , located on the southern edge of the city center, with the main La Doua campus of the University of Lyon I in the city of Villeurbanne . The Perrache stop, at which Metro line A ends, is integrated into a car park and bus station complex. After crossing the Rhône, the route runs north on the eastern bank, then switches to narrow side streets and reaches the Charpennes metro station via the Part-Dieu long-distance train station . From Charpennes the route runs northeast, crosses the university campus La Doua centrally and ends at the IUT Feyssine stop .

The construction of line 1 was controversial, as it runs largely parallel to metro line B in the middle section. The discussed extension of Metro line B to the university campus was not carried out because the tram with its shorter distance between stops was expected to provide better access. In addition, the extension of the metro line would have involved an extensive renovation of the Charpennes metro station .

In September 2005, line 1 was extended from Perrache by 1.5 kilometers in a southerly direction to Montrochet ; In February 2014, another 2.3 kilometers went into operation to the Debourg station of Métrolinie B. The route extensions open up the southern tip of the peninsula between the Rhone and Saône and are intended to contribute to the urban development of the area previously used commercially and for traffic facilities. One of the stopovers is the Musée des Confluences .

Tram line 2 at the Porte des Alpes stop

Line 2

Line 2, also opened in December 2000, is 14.9 kilometers long and connects the cities of Bron and Saint-Priest to the southeast of Lyon . The terminus in Lyon is the Perrache stop, which is shared with Line 1 . After crossing the Rhône, line 2 follows Avenue Berthelot. In this street, previously a main thoroughfare, the number of lanes has been reduced from six to two and a one-way street control has been introduced to make room for a separate track. After three kilometers, the route turns north-east to connect the Grange Blanche metro station on line D as an important transfer station. The city of Bron will then be developed and a campus of the University of Lyon II will be passed through before the route temporarily ended at the Porte des Alpes station in the city of Saint-Priest. In October 2003, the route was extended by 4.7 kilometers to Bel Air , also located in Saint-Priest.

Line 3 car at the Part-Dieu stop
Line 3 car in front of the former CFEL station in Villeurbanne

Line 3

In contrast to the other lines, line 3, which was opened in November 2006 and is 14.6 kilometers long, runs largely outside the road area: The route used is a disused railway line operated by the private railway Chemin de fer de l'Est de Lyon (CFEL) from Part- Dieu in the municipality of Meyzieu , east of Lyons , which was recently only used sporadically for freight traffic. When planning the route, the 30  or so level crossings , mostly in a densely built-up area, caused particular difficulties. At the La Soie intermediate station, you can change to Metro line A, which ends here. Six park-and-ride facilities with a total of 1215 parking spaces were built along Line 3 . The location of the terminus in Lyon on the east side of the Part-Dieu train station has been criticized as all other stops are to the west of the train station and long transfer routes were created. A single-track operating line from Part-Dieu to the north connects line 3 with the rest of the tram network.

Line 4

The main task of line 4, which was opened in April 2009 and is 16 kilometers long, is to develop the municipality of Vénissieux . You can change to line 2 at Jet d'eau station ; At the Gare de Vénissieux stop there is a transition option to Métrolinie D. In the municipality of Vénissieux, a winding route was chosen so that the 300 m radius around the stops includes 33,000 residents and 6,200 jobs. Most of the route was designed as a grass track . The 2.3 km long new section between Jet d'Eau and the east side of the Lyon-Part-Dieu Part Dieu station has been in operation since September 2013 . There you can change to line 1, the Rhône Express and regional and long-distance rail services. From November 2013, line 4 was extended during rush hour on the existing line 1 to IUT Feyssine . The extension was implemented in three years and cost 78 million euros.

Line 5

Line 5, 7 kilometers long, opened on November 17, 2012 and was originally supposed to be called "T2 +" or "T2 Eurexpo". The planning began in 2009, the construction work took place from March 2011 to November 2012, the costs were originally supposed to be 60 million euros. It is located in the east of the city and shoots down the exhibition and congress center "Eurexpo", which is located on the premises of the neighboring municipality of Chassieu . At the western terminus, Grange Blanche , you can change to Metro line D. Until shortly after the Les Alizés station , it runs on the same platforms as line 2.

Line 6

The 6.7 km long route opened on November 22, 2019. It connects the Debourg station, the terminus of line 1, with the Hôpitaux-Est station further northeast, which offers access to various clinics. On the route there are transfer options to tram lines T1, T2, T4 and T5 as well as to underground trains B and D.

Rhônexpress

Tango railcar for Rhônexpress in February 2010
Depot for Rhônexpress in August 2011

On August 9, 2010, the Rhônexpress tram to Lyon Saint-Exupéry Airport went into operation. The line has its inner-city terminus on the east side of the Part-Dieu station , uses the existing route of line 3 and then transfers to a roughly seven-kilometer-long new line to the airport, which is also the location of a TGV station , both of which have so far been without a track connection Lyon. The 22-kilometer route is covered in 29 minutes, with the Rhônexpress only stopping at the intermediate stations La Soie (transition to Métrolinie A) and Meyzieu ZI (end point of line 3). The express connection had been taken into account during the construction of line 3 through the construction of several three- and four-track stops with overtaking tracks. The first planning studies date from 1989; For a long time, the decision between a fast airport connection and a tram route to open up the suburbs was controversial. In contrast to the other tram routes, the Rhône department is responsible for the airport connection, with the result that there is a separate tariff for the express connection. The operator is the “Rhônexpress” consortium with the participation of the French construction group Vinci and the conglomerate Veolia .

business

Tram signals at the Perrache stop

In the 2009/2010 annual timetable, line 1 ran every two to eight minutes during rush hour and every five or six minutes during the day. On line 2, trips are offered every six to ten minutes during the day. Line 4 has a cycle time of seven to twelve minutes during the day. In the evening, these three lines run every eight to 15 minutes. Line 3 runs less frequently: every four to 15 minutes during the day and every 30 minutes in the evening. On Sundays and public holidays, the cycle times vary between 9 and 15 minutes. All four lines run from about 5 a.m. to about midnight. Due to the feeder function of the tram to the metro lines, the number of passengers on the external routes is sometimes higher than in the city center; therefore, during rush hour on lines 1 (between IUT-Feysinne and Part-Dieu ) and 2 (between Porte des Alpes and Grange-Blanche ), booster trains commute on the external routes. The Rhônexpress ran every 15 minutes between 6 a.m. and 9 p.m. and every 30 minutes until midnight.

The travel speed is given as 18 km / h for line 1 and 22 km / h for line 2 with an average distance between stops of 460 and 510 meters. On line 3, the maximum possible speed of 70 km / h and an average distance between the stops of 1620 meters means that a travel speed of 38 km / h is achieved; with the express connection to the airport, the cruising speed is 44.6 km / h. At traffic signals the streetcar generally has priority .

For the first two lines, a depot designed for 60 railcars was opened in March 2000 at the provisional terminus of line 2, Porte des Alpes . The depot includes a storage hall for 51 railcars, a nine-track workshop hall and an automatic washing system. A second depot was built in 2006 on line 3 near the Meyzieu ZI stop . Another depot was built in Meyzieu not far from the existing depot for the railcars of the “Rhônexpress” airport connection.

vehicles

73 Citadis 302 and 12 Citadis 402 tram cars from Alstom are available for operation. The consistently low-floor Citadis 302 railcars are 32.33 meters long, reach a top speed of 70 km / h and offer 56 passengers a seat and 145 standing room. The Citadis railcar, which is also used by numerous other French tram operators, was delivered with an individually designed front section. This was modeled on a silkworm and refers to the great importance that silk processing had for centuries for the economic development of Lyon. In October 2012, the first of twelve 42 meter long Citadis 402s was delivered. These have a 30% higher capacity compared to the 10 meter shorter 302 and are used on line 3.

On the “Rhônexpress” airport connection, six partially low-floor railcars of the Stadler Tango type are used with a top speed of 100 km / h; the first two railcars were delivered in December 2009. The railcars are equipped with information displays with departure and arrival times, sockets and luggage storage areas, and a train attendant is available to passengers.

Balance sheet

For lines 1 and 2, which opened in 2000, 421 million euros were invested. Of this, the French state contributed 61 million euros as a subsidy. Versement transport , a transport tax levied by all employers with more than nine employees, is an important financing instrument . Since 2003, Lyon has been using the maximum permitted rate of 1.75% based on the total wages; previously the rate was 1.63%. The routes, which were inaugurated between 2003 and 2006, incurred additional costs of EUR 276 million. The budget for line 4, which opened in 2009, was a good 185 million euros; The amount includes the procurement of 13 additional trains. 22.5 million euros were spent on urban development measures. The total investment for the Rhônexpress airport connection was 120 million euros. The routes opened in 2000 cost € 17.4 million and € 23.7 million per kilometer. In France, an average of 20 million euros are invested per kilometer of new tram line.

In contrast to other French cities such as Strasbourg or Montpellier , where the number of passengers increased significantly after the reintroduction of the tram, such an effect apparently did not occur in Lyon. In the 1990s, when the Metro network was further expanded, the number of journeys per inhabitant per year rose by 23.1% to 219, the highest figure for a French metropolitan area outside Paris. In the fall of 2003, 63,000 passengers used Line 1 and 67,000 passengers used Line 2 per day; the values ​​forecast in the planning phase were thus exceeded by 29 and 35 percent respectively. Some of the passengers had migrated from the Métro to the tram: Métroline B lost five percent of its passengers to tram line 1, which partially ran parallel Million passengers is the least frequented.

Further expansion

In the traffic development plan approved in 2008, the following additions to the four existing lines are planned:

  • According to the original plans, a 1.7 km extension of line 5 to Chassieu should be completed by 2014. Due to financial reasons, this project has been postponed indefinitely.

literature

  • Christoph Groneck : New trams in France. The return of an urban mode of transport . EK-Verlag, Freiburg 2003, ISBN 3-88255-844-X .
  • Christoph Groneck: French planning models for tram systems compared to Germany . Dissertation, Bergische Universität Wuppertal, Wuppertal 2007 ( digital version , PDF file, 5.1 MB)

Web links

Commons : Trams in Lyon  - Collection of images, videos and audio files

Individual evidence

  1. ↑ For the history of the old network, see Groneck, Straßenbahnen , pp. 117f.
  2. ↑ For the history of planning see Groneck, Straßenbahnen , p. 120ff.
  3. ↑ Groneck, Tramways , p. 122f.
  4. ↑ Groneck, Tramways , p. 122.
  5. ↑ Groneck, Straßenbahnen , p. 128; Opening dates at www.trams-in-france.net and www.sytral.fr ( Memento of the original from January 10, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.sytral.fr
  6. ↑ Groneck, Straßenbahnen , pp. 123, 127f.
  7. ^ Christoph Groneck: Two years of tram operation in Lyon: balance sheet and outlook. In: Stadtverkehr , Issue 2/2003, ISSN  0038-9013 , pp. 31–34, here p. 34. Christoph Groneck: Lyon: network expansion continues. In: Stadtverkehr , issue 7–8 / 2009, ISSN  0038-9013 , pp. 42–47, here p. 44.
  8. ↑ a b Groneck, network expansion , p. 44.
  9. ↑ a b Groneck, network expansion , p. 42f.
  10. ↑ Opening of the extension of line 4 ( Memento of the original from January 5, 2016 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. @1@ 2Template: Webachiv / IABot / www.sytral.fr
  11. ↑ Lyon met en service le chaînon manquant entre les lignes T1 and T4 , September 10, 2013, on laviedurail.com
  12. ↑ INAUGURATION - November 2012. (PDF) SYTRAL , pp. 14 + 13 , accessed on December 4, 2019 (French). . Available at Accueil - Press. SYTRAL, accessed December 4, 2019 (French).
  13. ↑ La creation de la ligne T5 - T2 + devient T5! SYTRAL , archived from the original on November 6, 2012 ; Retrieved November 22, 2012 (French).
  14. ↑ INAUGURATION - November 2012. (PDF) SYTRAL , p. 3 , accessed on December 4, 2019 (French). . Available at Accueil - Press. SYTRAL, accessed December 4, 2019 (French).
  15. ^ Prolongement du tramway T2. SYTRAL , archived from the original on January 14, 2010 ; Retrieved November 22, 2012 (French).
  16. ↑ [1] railwaygazette.com of November 25, 2019 (English), accessed on November 29, 2019
  17. ↑ Harry Hondius: Lyon takes the express tram to the airport into operation. In: Stadtverkehr , Issue 9/2009, ISSN  0038-9013 , pp. 38–44.
  18. ↑ Groneck, Straßenbahnen , p. 129.
  19. ↑ Groneck, Netzausbau , p. 47; Press release from the Vinci construction company on November 25, 2008.
  20. ↑ Timetable overview ( Memento of the original from December 26th, 2009 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 Transports en Commun Lyonnais (TCL). @1@ 2Template: Webachiv / IABot / www.tcl.fr
  21. ↑ Groneck, Tramways , p. 125.
  22. ↑ a b Hondius, Lyon , p. 44.
  23. ↑ Table in Groneck, Planungsleitbilder , p. 98.
  24. ↑ Groneck, Straßenbahnen , p. 125. Location of the Porte des Alpes depot: 45 ° 43 ′ 6.2 ″  N , 4 ° 55 ′ 43.1 ″  E
  25. ↑ Groneck, Netzausbau , p. 44. Location of the Meyzieu depot: 45 ° 46 ′ 10 ″  N , 5 ° 1 ′ 37.8 ″  E
  26. ↑ www.trams-in-france.net
  27. ↑ Groneck, Straßenbahnen , pp. 125, 130f.
  28. ^ Long Citadis for Lyon . In: Eisenbahn-Revue International , issue 12/2012, ISSN  1421-2811 , p. 616.
  29. ↑ Lyon adds capacity with longer Citadis on railjournal.com
  30. ↑ Rhônexpress website ( Memento of July 10, 2010 in the Internet Archive )
  31. ↑ Press release of the Vinci construction company from August 9, 2010.
  32. ↑ Groneck, Planungsleitbilder , p. 19f; LETTRE CIRCULAIRE N ° 2002-218. (PDF; 167 kB) Direction de la Reglementation du Recouvrement et du Service Dirres, November 26, 2002, accessed on April 2, 2010 .
  33. ^ Hondius, Lyon , p. 42.
  34. ↑ Groneck, Planungsleitbilder , p. 94.
  35. ↑ Groneck, Zwei Jahre , p. 34.
  36. ↑ Groneck, Planungsleitbilder , p. 109.
  37. ↑ Groneck, Planungsleitbilder , p. 112.
  38. ↑ Groneck, Planungsleitbilder , p. 193.
  39. ^ Hondius, Lyon , p. 38.
  40. ↑ Un réseau en pleine evolution p. 8 (PDF; 4.7 MB) at www.systral.fr.
  41. ↑ YouScribe: Les projets de transport suspendus au sort de l'écotaxe (French) accessed on April 16, 2016