Dijon tram

from Wikipedia, the free encyclopedia
tram
Dijon tram
image
Line T1 at the DIJON Gare stop
Basic information
Country France
city Dijon
opening September 1, 2012
operator Keolis Dijon
Transport network Divia
Municipal Transport Association Dijon
Infrastructure
Route length 19 km
Gauge 1435 mm ( standard gauge )
Power system 750 V DC
Stops 34
Depots 1
business
Lines 2
Line length 20 km
Clock in the peak hours 5
Clock in the SVZ 7th
Cruising speed 20 km / h
vehicles 33 Alstom Citadis 302
Top speed 70 km / h
statistics
Passengers 84,000 per day (as of 2013)
Residents in the
catchment area 		76 thousand
Network plan
Plan of the two lines

The Dijon tram ( French: Tramway de Dijon ) is a tram system in the French city ​​of Dijon that has been in operation since September 1, 2012. A second line went into operation on December 8, 2012. The network is operated by Keolis Dijon.

A tram operated as early as 1895 to 1961, at the end it was partially replaced by a trolleybus . It emerged from the horse buses that had existed since 1888.

Horse bus and meter-gauge tram until 1961

Tram on the Place du Théâtre

From 1888 onwards, so-called “Cars Rippert” operated as horse-drawn buses. For this purpose, the Compagnie des omnibus-tramways de Dijon (ODT) was founded, which operated two lines. The first led from Place Wilson to Dijon-Ville station , the second from Place de la République to Place du Premier Mai .

Electrical operation began in 1895. The concession was granted to the Compagnie des Tramways Electriques de Dijon (TED), which was to operate the network for the next 60 years.

In addition, there was a supraregional network ( Chemins de fer départementaux de la Côte-d'Or ), which operated meter-gauge branch lines. The largest extension of the network was 358 km, including the following municipalities were served: Champlitte , Châtillon-sur-Seine , Semur-en-Auxois , Beaune and Nuits-Saint-Georges .

The decline of the tram began in 1930, and finally ended in 1961, a trolley bus system was still in operation from January 7, 1950 to March 30, 1966. The latter was replaced by buses.

The way to reintroduce a tram

In 2000 it was decided to expand local public transport; among other things, the speed and the cycle sequence should be increased. This led to the creation of efficient bus routes called "Lianes" ( Lignes à niveau élevé de service ).

Despite the high cycle rate, the lianes were overloaded, the "Lianes 1" carried 33,000 passengers per day on its 15 kilometers long route. During rush hour on some important lines, a bus drove every 90 seconds; this cycle sequence could not be increased because the streets were already congested and the travel speed was falling. The further expansion of the bus network with more bus lanes could no longer solve these problems and a new concept became more and more necessary.

On May 15, 2008, the Dijon municipal association decided to build two local public transport lines on their own route. This should increase cruising speed and capacity compared to the lianes.

There were several variants to choose from:

  • a bus à haut niveau de service (bus route on its own bus lanes), but this would only have increased the capacity minimally.
  • a tram on rubber wheels .
  • a normal tram .

It was finally decided to build a tram. To save money, the vehicles were purchased together with the Brest tram . Therefore, after the design of the Brest trams became known, on November 27, 2008 an agreement was signed on the joint ordering of 53 vehicles. After the public investigation took place in the spring, two tram lines received the Déclaration d'utilité publique on December 17, 2009 .

Standard gauge tram since 2012

A tram during test drives at the Foch-Gare stop
The Foch-Gare station
The depot
View into the depot
An Alstom Citadis 302 during a test drive
Side view of car 1027, terminus Valmy on line 2

The construction of the tram includes several goals, such as the development of important facilities (music school, administration, university), and parts of the city should also be better connected to the center and thus reduce car traffic. 76,000 residents, 44,000 jobs and 38,000 students will benefit from the tram at a distance of 500 m from the next stop. This is 1/3 of the total population of Dijon.

Costs and financing

The total costs should be 20 million euros per kilometer, this is little with other new trams. The project was financed by a loan. The money was made available by the following bodies: European Investment Bank (€ 288 million), state subsidies (€ 47 million), the Burgundy region (€ 40 million), the Côte-d'Or department ( € 20 million) . €) and the European Regional Development Fund (ERDF) (€ 5 million).

Time schedule

The first feasibility studies were carried out in 2006 to clarify which means of transport was the most suitable. At the beginning of November 2007 it was decided to build a tram. On November 27th of the same year the agreement on the joint ordering of the vehicles was signed with the city of Brest. As a result, 33 Alstom Citadis 302s were ordered in September 2009 . Construction work began in October 2010. The first test drives took place from February 2012. Line 1 went into operation on September 2, 2012, and line 2 on December 8 of the same year.

Infrastructure

The network is standard gauge and electrified with a 750 V direct current overhead line. It consists of two lines that share the tracks between the stations Gare and Place de la République . Large parts of the track are laid out as grass track, a total of 13 hectares .

Line 1, which was the first to go into operation, has a length of 8.5 km and 16 stations, the average distance between stops is 566 m. It begins at the Dijon-Ville train station , then immediately meets line 2, then leads to the university and ends in Quetigny .

Line 2, 11.5 km long with 21 stops, went into operation on December 8, 2012. It crosses the city in a north-south direction, its southern end is in Chenôve , its northern end at the Parc Valmy business park . It goes to the train station , the Zénith theater in the la Toison d'Or shopping center and the Place de la République .

The stations, which are barrier-free , have shelters and are equipped with a video surveillance system. There is also a screen that shows current traffic information.

Depot

A new common depot for buses and trains was built. This is located near the Carraz station on line 2. It is located on the site of the former Perrigny marshalling yard of the SNCF in Chenôve. It is called “Tramstore 21” and extends over 14 hectares along the Paris – Marseille railway line . Part of the buildings of the former Perrigny depot has been rehabilitated; the costs were 38.87 million euros. The 33 trams and 215 buses are serviced in the depot, 8 tracks are available for the tram, and 50 employees work in the workshop.

business

The operation is provided by Keolis Dijon, with the contract being extended to 2017 in 2010.

The travel time on line 1 is 28 minutes from end point to end point. This results in an average speed of 18.2 km / h. The bus took 30–35 minutes for the same route. Line 2 takes 35 minutes for the entire route, which results in an average speed of 19.7 km / h, the bus originally took 45–50 minutes.

Operation begins at 5:45 a.m. (Sundays 7:00 a.m.) and ends at 00:30 a.m. During rush hour, the cycle time is 5 minutes, otherwise 7 minutes. In 2015 45,000 travelers are expected on Line 1, Line 2 is expected to transport 42,000 passengers a day.

On the opening weekend, 150,000 passengers were counted per day. It was under the motto “toute la ville en tram”. The official opening act was carried out by François Sauvadet , Mayor François Rebsamen , Prefect Pascal Mailhos and the President of the Burga Regional Council and François Patriat . During the first month, 35,000 to 40,000 people used the tram.

In 2013, an average of 84,000 passengers were counted per day.

vehicles

The vehicles were ordered from Alstom in 2009 together with the Brest tram . Of the 53 trams ordered, 33 went to the Dijon tram. The cost of the Dijon vehicles is € 63.8 million. It follows that an Alstom Citadis costs 2.05 million euros. With this joint order, both companies should have achieved savings of 25%.

The 33 Alstom Citadis 302 vehicles are 32.7 m long, 2.4 m wide and consist of 5 car bodies, each of which sits on three bogies. They are completely low-floor, have a top speed of 70 km / h, and 200 passengers can be accommodated in one vehicle, 42 of which are seats. In addition, trams are 5 decibels quieter than road traffic and 98% of them can be recycled. They were manufactured in different Alstom plants, and they are said to use 10% less energy than comparable vehicles.

Rates

The commissioning of the tram was also associated with the introduction of new tickets called “PASS Divia”. There are different tickets, the cheapest costs 1.20 € and has a time limit. Alternatively, day tickets and monthly tickets are available. The stops are equipped with machines.

literature

  • Allgemeine Zeitung : Renaissance in Cassis garb June 20, 2012.
  • LP de Chareil: The new tram construction in Dijon . In: Connaissance du Rail . 366/367, September / October. Éditions LR Presse, 2011, ISSN  0222-4844 , p. 21-27 (French: Le nouveau tramway de Dijon en construction .).
  • Dijon: an example to follow . In: Connaissance du Rail . 368/369, November / December. Éditions LR Presse, 2011, ISSN  0222-4844 , p. 25-26 (French: Dijon. Un exemple à suivre .).

Web links

Commons : Tram Dijon  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Grand Dijon: quel est le véritable bilan du tramway deux ans après son arrivée? September 1, 2014 (French)
  2. ↑ letram-dijon.fr ( Memento of the original from November 27, 2012 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.letram-dijon.fr
  3. ^ A b Guy Louis: Dijon. Dde trams en bus, du bus au tram . Éditions LR Presse, Auray 2010, ISBN 978-2-903651-61-9 , p. 354 .
  4. ↑ Le retour du tram en France ( Memento of the original from November 27, 2012 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. on letram-dijon.fr. @1@ 2Template: Webachiv / IABot / www.letram-dijon.fr
  5. ↑ Histoire générale des transports - Dijon ( Memento of the original dated December 8, 2011 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. on amtuir.org. @1@ 2Template: Webachiv / IABot / www.amtuir.org
  6. ↑ Contrat "AmbitionS Côte-d'Or" - Grand Dijon ( Memento of the original dated December 2, 2013 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. (PDF; 317 kB) on cotedor.fr. @1@ 2Template: Webachiv / IABot / www.cotedor.fr
  7. ↑ Réalisation de deux lignes de tramway dans l'agglomération dijonnaise (PDF; 4.0 MB), Grenelle Environnement, pp. 22 and 23, on grand-dijon.fr.
  8. ↑ a b Compte-rendu du Conseil de Communauté de l'agglomération dijonaise (PDF; 640 kB), on grand-dijon.fr.
  9. ↑ Tramway. Appel d'offres commun pour Brest et Dijon on letelegramme.com.
  10. ↑ Brest et Dijon achèteront leurs rames de tram en commun on brest.maville.com.
  11. ^ Enquête publique Tramway de Dijon on grand-dijon.fr.
  12. ↑ Dossier de candidature Grenelle II. P. 20.
  13. ↑ La Caisse des Dépôts partenaire du Grand Dijon et de l'Université de Bourgogne ( Memento of the original of June 14, 2011 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. on caissedesdepots.fr @1@ 2Template: Webachiv / IABot / www.caissedesdepots.fr
  14. ↑ Chareil: Le nouveau tramway de Dijon en construction . In: Connaissance du Rail . No. 366/367 , 2011, pp. 28-29 .
  15. ↑ Le planning du projet ( Memento of the original dated December 2, 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. at letram-dijon.fr, accessed November 24, 2013. @1@ 2Template: Webachiv / IABot / www.letram-dijon.fr
  16. ↑ Dijon: le gazon chéri "à l'ancienne". In: Le Bien public.
  17. ↑ Le Grand Dijon: 2 lignes TCSP on grand-dijon.fr
  18. ↑ Ferrand-Sigal, architectes ( Memento of the original dated August 23, 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. on ferrandsigal.com. @1@ 2Template: Webachiv / IABot / www.ferrandsigal.com
  19. ↑ Plaquette de présentation du dépôt. ( Memento of the original from February 10, 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. (PDF; 2.0 MB), on letram-dijon.fr. @1@ 2Template: Webachiv / IABot / www.letram-dijon.fr
  20. ^ Keolis renouvelé à Dijon.  ( 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. on keolis.com.@1@ 2Template: Dead Link / www.keolis.com  
  21. ↑ Un projet à 400 millions d'euros . In: Le bien public . July 2011 ( bienpublic.com [accessed October 9, 2012]).
  22. ↑ L'heure de pointe, c'est aux alentours de 8:00 am le matin and 5:00 pm le soir.  ( 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. on diviabusettram.fr.@1@ 2Template: Dead Link / www.diviabusettram.fr  
  23. ^ CRB House of Burgundy : Information 10/11/12 2012
  24. ↑ Grand Dijon: quel est le véritable bilan du tramway deux ans après son arrivée? - France 3 Bourgogne . In: France 3 Bourgogne . ( francetvinfo.fr [accessed January 25, 2017]).
  25. ↑ Communiqué de presse de SemTram on rivacom.fr.
  26. ^ L'Express : L'agglomération de Dijon inaugure sa première ligne de tramway , September 1, 2012, accessed on November 24, 2013.
  27. ↑ Un tramway nommé Citadis ( Memento of the original of July 21, 2013 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. (PDF; 491 kB) on letram-dijon.fr. @1@ 2Template: Webachiv / IABot / www.letram-dijon.fr
  28. ↑ Tramway: la première rame “Citadis” est arrivée à Dijon on macommune.info.
  29. ↑ Tarifs La billettique, mode d'emploi ( Memento of the original from August 4, 2012 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. on diviabillettique.fr. @1@ 2Template: Webachiv / IABot / www.diviabillettique.fr