Ile-de-France tram
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| Basic information | |
| Country | France |
| city | Île-de-France |
| opening | 1855 or 1992 (current network) |
| Shutdown | 1957 (old network) |
| operator | RATP , SNCF (T4), Keolis (T11) |
| Infrastructure | |
| Route length | 114 km |
| Gauge | 1435 mm ( standard gauge ) |
| Power system | 750 V = , ( overhead line ) |
| Stops | 187 |
| business | |
| Lines | 10 |
| vehicles | TFS , Alstom Citadis 302, 402 and the like. Dualis, Avanto S 70, Translohr STE 3, STE 6 |
| statistics | |
| Passengers | approx. 610,000 per day (2014) |
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The Île-de-France tram ( French Tramway d'Île-de-France ) complements the local transport system in the metropolitan area of the Île-de-France around the French capital Paris . In addition to the RER , Métro and regular buses , they mainly operate in the suburbs, the urban area of Paris is only marginally touched by the T3a and T3b lines and is to be opened up in the future by a further extension of the T3b line. In the long term, this could create a ring line along the Paris city limits.
The transport company RATP operates eight lines (T1, T2, T3a, T3b, T5, T6, T7 and T8), the French state railway SNCF and its subsidiary Keolis each operate one more (T4, T11). Lines T5 and T6 are so-called Tramways sur pneumatiques ( trams on rubber tires ) according to the Translohr system .
After the completion of lines 1 to 8, the RATP tram network will have a total length of more than 100 km. With 181 stops, it is the largest in France. In terms of passenger numbers, it will become the third largest in Europe with an average of 830,000 daily users. For 2020, the operators expect up to one million passengers a day.
Trams in Paris and the surrounding area (1853 to 1938)
history
The beginnings (1853): Le Chemin de Fer Américain
The first horse-drawn tram in Paris was initiated by the French engineer Alphonse Loubat , who lived for a while in the United States and got to know horse-drawn trams there. In 1852 he registered a patent in France for U-shaped rails that could be sunk into the carriageway. The disadvantage of the previously used rails, which protruded from the roadway and thus hindered the rest of the road traffic, did not exist with Loubat's rails. Loubat had already had a train built on Broadway in New York.
Loubat applied for a concession for a horse-drawn tram. It should cross all of Paris in a west-east direction and run along the Seine Quais, from Sèvres and Boulogne to Vincennes . Loubat was obliged to first build a short test track and prove the usefulness of his planning. This happened with a stretch of about two kilometers on the Quai de Billy (today Avenue de New York ) and the Quai de la Conference (today Cours la Reine ), which went into operation in November 1853. The railway, with a gauge of 1540 mm - it was known by the population as Le Chemin de Fer Américian 'the American railway' - worked well. This was the second tram in the Old World after the Montbrison – Montrond tram opened in 1839 .
Loubat then received a concession for the western part of the requested route from Sèvres and Boulogne to Place de la Concorde . However, since a world exhibition with exhibition halls in the city center was planned for 1855 , the railway was initially only allowed to be built as far as Place de l'Alma . So the route ended quite far outside the city center and was therefore only of moderate interest. Commissioning was in September 1855, shortly before the end of the world exhibition. As part of the reorganization of the bus traffic, Loubat was asked to hand over his line to the newly founded CPO, which was supposed to take over the bus traffic in Paris. The route was extended to Place de la Concorde and handed over to the CPO with effect from November 1, 1856.
Around the same time as the Loubats project, another horse-drawn tram was built in the west of Paris: the construction of a line on the left bank of the Seine from the station in Rueil to Le Port-Marly was approved in July 1854. The commissioning takes place in sections: August 1855 station to Rueil; Extension to Bougival in early December 1855 and finally Bougival - Port-Marly in July 1856. The railway was very popular with the population as a feeder to the Paris Gare Saint-Lazare - Saint-Germain-en-Laye railway line.
Another Chemin de Fer Américian was built between Versailles and Sèvres. It was connected to the Place de la Concorde - Boulogne line in Boulogne and was commissioned in November 1857.
The Compagnie générale des omnibus
The Compagnie générale des omnibus , or CGO for short , was created in 1854 through the merger of several transport companies - which took place under pressure from official bodies . It was a time of technological upheaval and from 1850 to 1900 the tram companies experimented with different modes of transport: horse-drawn buses , trams, buses, trolleybuses , ... The CGO had bought the monopoly for passenger transport within Paris, paying an annual fee of 640 000 Francs could be used up to 350 vehicles. For each additional vehicle, 1,000 francs were to be paid annually. In addition, the CGO acquired Loubats concession for the Vincennes - Pont-de-Sèvres line in 1856. The first vehicles had 26 seats - just like the horse-drawn buses. From 1859 there were cars with 42 seats and from 1864 with 50 seats.
On the occasion of the expansion of the Paris city area through incorporations in 1860, the concession for the CGO was also adjusted, i. H. extended to the new districts, the duration of the concession extended from 30 to 50 years and the annual lease fee modified accordingly.
For a long time, the CGO relied on horse-drawn vehicles: between 1892 and 1900 it built twelve new routes with horse operation, although the imminent system change to mechanical and, above all, to electric drive was visible all over Europe. The number of horses used for tram operations has increased from 4,200 to almost 5,000. In addition, the CGO had a further 11,000 horses for the horse buses in their stables. In 1899 the CGO operated 36 lines with a total length of 244 kilometers. The horse population of the CGO reached its highest level in 1899 with more than 17,300 animals, only to decrease continuously in the following years - because of the mechanization of the drive system that started in Paris. In 1907 the number of horses fell below the ten thousand mark for the first time.
1870-1885
The Franco-Prussian War of 1870/71 and the Ile-de-France trams
This war seriously disrupted the tram system: after the siege of Paris, food could no longer be brought into the city. The connections with the banlieue were broken. The supplies of oats and fodder for the draft horses quickly melted away; After vehicles and draft animals were confiscated, transport services had to be severely restricted. Finally, the horses were slaughtered to feed the population. After the war, new horses were hastily bought, even in England, but they proved unsuitable for use in horse-drawn buses and trams.
Plans for a tram network
The tram network hadn't developed any further since the mid-1850s. But in the meantime the suburbs had grown and demanded better connections to Paris. First, the CGO received permission to extend the "American Railway" from the Place de la Concorde , past the Louvre, to Vincennes. The western section Versailles - Louvre was completed in June 1873. The Louvre - Vincennes line started operating as an independent line at the end of August 1875.
In 1873, the state approved the département to create another eleven lines. The inner city lines should be operated by the CGO. Two new companies were approved for the radial lines to be created, which are to go from the city center to the suburbs: the Compagnie des Tramways Nord de Paris and the Compagnie des Tramways Sud . In the north they had to connect the communities from Suresnes and Courbevoie to Pantin and in the south the communities from Montreuil and Charenton to Clamart. The Compagnie des Tramways Nord opened its first line, Courbevoie (Pont de Neuilly) - Etoile, in September 1874. The CGO opened the Etoile - La Villette (with the line designation TD) in June 1875. The Tramways Sud opened their line 1, Porte de Châtillon - Saint-Germain-des-Prés, in November 1875. The other lines of this network went into operation between 1875 and 1878.
Vehicles and routes
The initially used gauge of 1540 mm was abandoned in favor of the standard gauge (1435 mm). In Paris, mostly double-track lines were laid in the middle of the street. In the suburbs, single-track lines with passing points that ran along the roadside were predominant. There were also no fixed stops: the driver gave a sign to stop when one wanted to get in and the conductor when one wanted to get out. The low speed of the vehicles meant that people often got into and out of the moving car.
Some companies had double-deck coaches (called Voiture à impériale ), others didn't. Some vehicles were built symmetrically, i. H. they could drive back at the terminus without having to turn around. It was enough to harness the horses to the other end. In addition, only the wheels on one side of the vehicle had a flange . This made it easier to remove it from the rails if an obstacle on the track had to be avoided.
First attempts at mechanization
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As a way out of the expensive railroad operation with horse and carts - just like on the long-distance railways - the steam locomotive offered itself . But now the city authorities for Paris had banned the use of steam locomotives on tram tracks. So smaller, less sooty locomotives had to be found that were also suitable for use on the lightly built track systems.
The first attempt was made in 1875 by the Compagnie des Tramways de Paris (Réseau Sud) with a small locomotive that brought a double-decker sidecar across the Porte de Châtillon - Saint-Germain-des-Prés route without incident. The company was then given permission to operate the Montparnasse - Place Valhubert line in this way. From August 1876, locomotives from the manufacturer Harding were on the road with a sidecar: the world's first regularly used tram line with steam operation. From 1877 Harding machines were also used on the Bastille - Saint-Mandé line. However, since the authorities required two people to be present on the locomotive, the hoped-for cost savings could not be achieved. In 1878 they returned to horse riding.
In November 1877, Tramways Nord also undertook test drives on their line A, Courbevoie - Etoile, with a Winterthur locomotive that they had borrowed from the Geneva tram. Then 17 locomotives were ordered from Winterthur and used on this line from August 1878. With these locomotives, two double-decker cars could be moved without any problems. The improved offer brought increasing numbers of passengers, but various technical problems led to the fact that, from May 1882, transport on Line A was again carried out entirely by horse-drawn carriage.
The projects with steam storage locomotives , compressed air drives and the Rowan steam railcars were more durable . These systems were introduced towards the end of the 1870s and around 1890 and survived until around 1910.
Growth spurt at the World's Fair (1878)
The next few years brought a renewed surge in growth in the existing route network, because the first few years had already shown that rail transport was more convenient and faster and brought a considerable increase in traffic. As early as 1876, the CGO applied for licenses to convert additional horse-drawn bus routes to rail operations. The state approved six additional routes in 1877, all of which were transferred to the CGO.
Three more routes were requested by the CGO because of the Paris World Exhibition in 1878 . The CGO started construction without waiting for the concession to be granted. Two routes were completed in April, the third a few days after the exhibition opened. A new type of car with 51 seats was designed for exhibition traffic.
First bankruptcies
In the same year the CGO built three routes into the southern suburbs, an area that was actually reserved for the Tramways Sud . From now on she drove to Boulogne, Les Moulineaux, Charenton and Créteil. Since the volume of traffic was relatively weak, shorter single-horse vehicles were used here from 1879.
It was very difficult for the two suburban companies Tramways Nord and Tramways Sud to hold their own against the powerful CGO : restricting the offer, especially in the industrial, less populated areas, initially helped to reduce expenditure. But the CGO attacked in another area: When the tram lines of these two companies were built, the CGO had to discontinue its parallel horse-drawn bus lines, but reintroduced them a little later, slightly modified.
In order to get to a larger volume of traffic, the Tramways Nord relocated their three final urban stops in the direction of the city center in 1879/1880. The Tramways Sud had already been able to choose two of the centers south of the Seine as endpoints when the routes were set up with Saint-Germain-des-Prés and Square Cluny. The precarious financial situation prevented further penetration into the city center. From 1878, with the exception of the two lines leading into the city, all routes of the Tramways Sud were in deficit. The financial situation of Tramways Nord also deteriorated noticeably. In 1884 both had to file for bankruptcy. Two new companies, hired by the bankruptcy administrator, took over their routes. These were the Tramways de Paris et du Département de la Seine (TPDS) for the routes in the north and the Compagnie Générale Parisienne de Tramways (CGPT) for the routes in the south. This change of operator was officially confirmed in 1890.
1886-1910
Another growth spurt through a world exhibition
In preparation for the Paris World Exhibition in 1900 , there were also many innovations in the Parisian trams:
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New companies: Seven companies were founded that wanted to benefit from the expected influx of visitors. They built new routes, be it to the exhibition areas on the Champ de Mars and the Bois de Vincennes , or as feeder lines to the emerging metro line, i.e. H. to Porte Maillot and Porte de Vincennes. They were all electrically operated and fed outside of Paris via overhead lines, but within the urban area with contact plates or pins in the roadway. The railcars were bidirectional vehicles , only the CFFB used vehicles with only one driver's cab, which were rotated at the end stations on a turntable.
- Compagnie des Tramways de l'Est-Parisien : This company took over three existing companies, the Saint-Maur tram, Romainville tram and Raincy - Montfermeil tram. Later further routes were added east of Paris. Within the city, the routes ending on the Place de la République or on the Place de l'Opéra have been extended to the Place de la Concorde .
- Compagnie des Tramways Électriques du Nord-Parisien : From July 1900, the Epinay - Trinité route was operated via Saint-Denis, Mairie de Saint-Ouen, Porte Montmartre and Place Clichy. This remained the only line.
- Compagnie Électrique des Tramways de la Rive Gauche de Paris : This company - founded in March 1899 - operated two long west-east routes, each of which was divided into two lines: these were the Montreuil - Boulogne route through Paris and the one through the suburbs running route Boulogne - Vincennes. The commissioning took place in sections between September 1900 and November 1901.
- Compagnie des Tramways de l'Ouest Parisien : Founded in January 1900, it took over a smaller suburban line and quickly built two lines that led to the World Exhibition Center: Châtenay - Champ de Mars and Porte d'Auteuil - Champ de Mars. One was put into operation in September 1900 - shortly before the end of the exhibition, the other only after the end of the exhibition. At the end of 1900 a local network was added in Boulogne. This place has already been served by the CGO and the Rive Gauche company.
- Compagnie des Tramways Électriques de Vanves à Paris et Extensions: In July 1900, the Vanves - Champ de Mars line was opened, which lost its importance after the end of the exhibition and remained the only line.
- Chemin de Fer du Bois de Boulogne : This company, founded in 1898, also operated only one line from January 1900 (Suresnes (Val d'Or) - Porte Maillot).
- Compagnie des Tramways Mécaniques des Environs de Paris was not a completely new company. Since 1896 it operated the Saint-Germain - Poissy line. Later it also took over the Neuilly - Maisons-Laffitte line and opened several lines in the western and northwestern Banlieue in 1901.
- The old companies: They also built a few lines, especially to the exhibition grounds. In 1900/1901 the CGO put one line into operation, the TPDS two lines, the CGPT four lines. The CFN drove for the first time on the Villemomble - Place de la République route to the city center. However, the main focus was on modernizing the operation of the train. This is how the CFN electrified its routes from 1900: on the Villemomble - République route, bogie wagons for 74 people with three types of power supply were used: Outside Paris with overhead lines , from the city limits via contact plates on the roadway and in the very last section with batteries. The CFN lines are also electrified between August and September 1900. The PA, on the other hand, did not electrify the entire route to Arpajon , only the Porte d'Orléans - Antony section . The concessions of CGO and TPDS only ran until June 1910, so that neither company wanted to make large investments in electrification. From 1898 onwards, TPDS switched its old lines to accumulator railcars and equipped the new lines from 1900 in the same way - on the lines in the outskirts occasionally with overhead lines.
The CGO for its part - with a lot of experience in mechanical drive - expanded its network with compressed air and steam powered vehicles. Accumulator vehicles were only used on two lines. In addition, teams of horses were still on the road. The line to Versailles had not yet been modernized. Before the concession for this route, which was only valid until August 1905, expired, it was extended until the end of May 1910. Thereupon the CGO was ready to invest: The route received an overhead contact line outside. In August 1906, railcars with pantographs began to operate .
From around 1908/10 there were eight horse-drawn tram lines, all of which were operated by the CGO, twelve with steam railcars (eight lines of the CGO, one each at TPDS, PSG and PA) and nine of the CGO with compressed air cars. All other routes of the Parisian trams were electrified.
1895: Permanent overhead lines
The 6 km Raincy - Montfermeil line was the first line in the Paris area to be electrified in 1895 . Other large French cities were faster: after Marseille (1892) came Lyon and Bordeaux (1893) and Le Havre (1894). Systematic electrification with overhead lines did not take place in the Paris area until the years after 1900.
Inventory 1910
In Paris and its banlieue, 13 different companies operated more than 100 tram lines. The two most important were the Compagnie Générale des Omnibus (CGO) and the Compagnie des Tramways de Paris et du Département de la Seine (TPDS).
The route network of the CGO was still very inhomogeneous: This company operated 30 lines, eight of them were still horse-drawn carts, ten lines were operated with steam trams and nine with compressed air rail cars, two lines were electric with accumulator rail cars, one line had mixed operation.
The TPDS network comprised 21 lines, 14 of which were electric with accumulator vehicles; six lines were equipped with overhead lines (they were short routes running in the suburbs), one line was equipped with steam vehicles.
Growing difficulties and the reorganization from 1910
In Paris there was a colorful mix of trams: both the drive systems and the vehicles. B. Find steam railcars that pulled a former horse-drawn tram. The route network had also grown very inorganically. Concessions had been granted without checking whether there was a need. Some routes ran parallel to routes of other companies or, for some unknown reason, ran in a zigzag. The fast-growing and well-planned network of the Paris Métro took more and more passengers from the tram lines year after year.
Before a possible bankruptcy of several companies was sought from 1905 on ways to reorganize the Parisian trams, whereby different companies should merge with each other. However, this reorganization was not carried out until 1910, when the CGO, TPDS and CGPT concessions ended. It was also about standardizing the management of the various networks. In comparison with the tram networks of other metropolises - mostly with a single operator and well planned - the Paris tram network clearly did not do justice to its task.
The number of operating companies was reduced from 13 to 10 when TPDS took over the companies NP, TMEP and PSG, whereby the operation of the insolvent PSG had been taken over by TMEP since 1908. The validity of the concessions of the existing company was uniformly extended to 40 years, i.e. H. until the end of 1950. For the first time, operators were given the right to shut down routes that cannot be operated economically. There was also a reorganization of the tariffs by introducing tariff route sections about 3 km in length; for longer journeys U. be paid several times. Lines less than 3½ km in length had no tariff subsections. The free transfer to other lines has also been abolished.
In the years that followed, up to 1914, the route network was also simplified: Individual lines of one company ran as solitary lines in areas for which another company was actually “responsible”. The routes were then swapped.
Unredeemed concessions were either withdrawn or transferred to other companies. One example of this is the concession for a line Arcueil-Cachan - Luxembourg, which was granted to the RG in 1900. It stayed with the project because of financial difficulties. In 1910, the CGPT finally took over the project, which was then also implemented in October 1913. New, well thought-out lines were also granted concessions and were also built.
The floods of 1910
The floods in Paris in January 1910 not only damaged the facilities of the Paris Métro, but also the tram network: with the exception of the Belleville cable tram and the Paris - Arpajon line, which ran outside the flood plain and also had their own energy supply, all other lines had to use the Partially or even completely stop traffic. Horse-drawn trams and wagons with mechanical drives could travel as long as the tracks were not more than 30 cm under water. But here too there were problems: in many places the wooden pavement had swelled and had pushed the rails apart, so that the wagons got stuck and could only be recovered after the flood had receded.
On the routes with contact plates or pins, short circuits occurred as soon as the flood reached the level of the roadway. The three remaining routes remained unusable even after the floods receded. The operators were given permission to temporarily pull overhead lines. In some cases, this temporary arrangement remained in place until the routes were finally closed in the 1920s.
It was similar on the routes with a concealed busbar: water from the overflowing sewer pipes penetrated the busbar channels and clogged them with the debris it carried. Even stretches that were not flooded had to be closed because the power supply had collapsed: At some locations the steam engines to generate the steam were in the water, at other locations the steam boilers that were not flooded could not work due to a lack of water.
Route names
The picture with the route names was just as confusing as with the vehicle fleet. Up to 1910 only three companies had assigned numbers or letters to their lines: At the CGO, the routes were called TA, TB, TC, ... (whereby the T stood for tramway to get them from the horse-drawn bus routes marked A, B, ... differentiate). The TPDS had chosen letters: A, AB, B…; the CGPT had numbers 1, 2, 3 ...
TPDS tram line AR
... and the CO line
In the case of CGO and CGPT, the code numbers and letters were assigned in the order in which the route was opened. The identification letters of the TPDS followed more of a geographical order: from west to east came the lines A to H. Cross lines were given two letters. The line AE (Saint-Denis - Porte Maillot) connected the line A (Courbevoie - Etoile) with the E (Saint-Denis - Madeleine).
From 1911/1912, all routes of all companies were given a number. The only exception was the TPDS, whose lines were designated with two or more letters that marked the end stations: Line D (Gennevilliers - Madeleine) was designated GM; the extended line A and the line B both led from Courbevoie to Madeleine, the first via Étoile, the other via Jatte. Logically, they were given the names CEM and CJM. SGBM ° designated the Saint-Germain - Bougival - Porte Maillot line. Renaming of the end stations necessarily led to the line being renamed: At the beginning of the First World War , the Porte d'Allemagne was renamed Porte de Pantin . The tram line to Saint Gervais was changed from ASG to PSG.
1910-1920
Electric operation of all routes
The 1910 agreements also stipulated that in the future the only energy source would be electricity, with power supplied via an overhead line or a concealed busbar. Accumulator vehicles or power supply via contact plates should disappear as well as horse trams or mechanical drive systems (compressed air, etc.).
Overhead lines were now allowed in the outskirts of Paris. The concealed power rail was mandatory within the Boulevards Extérieurs . System change points were z. B. Place de la République, Place de la Bastille, Gare de Lyon, Gare Montparnasse and Champ de Mars.
Overhead lines were also allowed to be used temporarily in streets where the tram would soon be displaced by the construction of the underground.
From 1912 to 1914 work was carried out on electrification.
At the CGO the last horse-drawn tram train was on the move on April 20, 1913 - on line 21 (Pantin - Opéra). The last steam tram ran on June 13, 1914 - on line 5 (Trocadéro - La Villette). The last compressed air railcars were in service until August 2, 1914 - on route 16 (Boulogne - Madeleine). After the conversion was completed, the CGO owned a fleet of 586 electric multiple units (200 bogie cars and 386 two-axle vehicles). The company also had 325 sidecars.
The last accumulator railcar operated at TPDS in September 1914 - on the Bb line (Neuilly - Madeleine). The TPDS also had a line with contact plates in operation. It was the section between La Trinité and Place Clichy of the ET line (Enghien - Trinité). This section received its catenary in October 1914.
The electrification of the Parisian tram networks and the associated modernization of the vehicle fleet immediately led to growing numbers of passengers. The CGO in particular benefited from this, as the conversion was the most spectacular there. Within three years, the increase in passenger numbers was 30% for trams and 114% for buses, where horses were also abandoned and vehicles with internal combustion engines were used instead .
The newly enacted law on weekly rest - which obliged all employers to give their employees one day off per week - led the working class to discover the area around Paris for excursions. B. Versailles, Saint-Germain and the banks of the Marne - all destinations that could be easily reached by tram. The demand was so great that the tram companies refrained from overhaul and repair work on the vehicles on the weekends in order to be able to use as many vehicles as possible.
The First World War and the consequences
When the First World War broke out , various companies were in the process of completing the reconstruction of their route network. Further modernization was now almost impossible: tram traffic was drastically restricted, and bus traffic came to a complete standstill beginning on August 1, 1914. The workshops were partially used for other purposes for military purposes (production of projectiles and other ammunition, aircraft engines, construction of supply vehicles). Most of the staff was called up for military service. The gaps were filled by pensioners and women.
But despite the supply difficulties, individual companies managed to expand the fleet of vehicles or to work on expanding the route:
- On August 1, 1914, the CGO owned 190 type B motor cars, 291 type G motor cars and 284 type A side cars. At the end of the war, it owned the following fleet: 200 type B, 375 G, 300 A. A number of vehicles were for the push-pull train operation has been rebuilt. These were under the type designations Bs and Gs. They drove in a train with the control car As, these were converted type A cars in which a driver's cab had been installed. In this way, it was unnecessary to move the railcar or turn it over track triangles or turn loops at the end stations. In the war years, the CGO only built line 31 (Etoile - Mairie des 18 Arrondissements - Gare de l'Est).
- The Est-Parisien company only continued its conversion program to a limited extent: only three to four vehicles could be renewed per year.
On the one hand, the utilization of the trains increased due to the lack of buses; on the other hand, maintenance costs rose due to rapidly rising prices for raw materials and spare parts, which led to a deterioration in the economic situation and upset the balance sheets of the tram companies higher than the revenue.
In the last year of the war, the financial situation of the tram companies had become critical. It was clear that the omissions accumulated by four years of war v. a. could not be made up for during network maintenance. As early as July 1918, the administration of the Seine department came to the conclusion that the system of concessions was out of date because it was unable to adapt to economic and social changes. The département was ready to buy back the concessions and introduce an autonomous administration: a new concessionaire was to operate the route network on behalf of the département and to share in the profits under contractually agreed conditions. January 1, 1921 was set as the date for the introduction of the new structure.
1921–1938 reorientation and an abrupt end
1923 plan of the Paris tram
1921: Plan of the suburban trams
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A new company: The STCRP
After the end of the First World War, the tram companies were financially drained and could not survive on their own. The STCRP ( Société des transports en commun de la région parisienne ) was therefore founded. From 1921 she took over the tram operation of six companies ( Compagnie Générale des Omnibus (CGO); Compagnie des Tramways de Paris et du Département de la Seine (TPDS); Compagnie Générale Parisienne de Tramways (CGPT); Compagnie des Tramways de l'Est- Parisien (EP); Compagnie des Chemins de Fer Nogentais (CFN); Compagnie Electrique des Tramways de la Rive Gauche (RG)).
With the companies Chemin de Fer du Bois de Boulogne (CFBB) and Chemin de Fer sur Route de Paris à Arpajon (PA) a suburban company was taken over in 1922 and 1924. From January 1, 1925, the Compagnie des tramways de l'ouest parisien (OP) route network, which had been under compulsory administration since 1918, was added. As early as July 1924, the Belleville cable tram had been shut down and replaced by a bus line operated by the STCRP.
The STCRP faced a major task: some lines were served twice, administrative regulations and work plans had to be standardized. Unfavorable routes were discontinued; for others, the route was optimized and in some cases even extended to the suburbs. 1000 km of tracks were modernized between 1921 and 1932.
But the most important task was to modernize the rolling stock. It came from different societies and was generally in poor condition - also because of the previous war. The different designs could often not be coupled with one another. Obsolete vehicles were scrapped, others were modernized and new vehicles were acquired: 100 two-axle railcars were put into service as early as 1922, in an improved version of a series designed in 1911. The associated sidecars were again control cars with a driver's cab.
The new L series (= légère = light) was a real improvement. The cars were 2.5 t lighter than the previous railcars. This made itself felt in a significantly lower energy consumption and reduced rail wear. 475 vehicles of this type were purchased from 1924 together with 395 sidecars.
In 1925 the tram network reached its greatest extent with 1111 km route length and 122 lines. Almost 2300 motor vehicles and more than 900 sidecars were maintained in 41 depots and workshops and transported 720 million passengers in one year. There were projects for further developments: lines that ran away from road traffic, express trams, vehicles without conductors.
It should be noted that the number of commuters who flocked to work in Paris every day from the banlieue also increased disproportionately: While the number of residents, starting from around one million in 1900, doubled within a few decades, the number of Commuters many times over. According to estimates, there were around 100,000 daily commuters in 1901, around 300,000 in 1921, and in 1926 and 450,000 respectively. The maximum was reached in 1931 with around 570,000 daily commuters. The tram alone couldn't handle this rush. The new Paris Métro was no help either; because, according to the intentions of the planners, it should be limited to the inner-city area. The consequence was an increasing use of the car.
The exit from tram operation
As early as 1921, the prefecture of the Seine department had it checked whether the tram could not be abolished in the central arrondissements of the capital in order to give the automobile more space, especially in narrow streets. The STCRP had already replaced unprofitable sections of the route - especially in the outskirts - with bus services. In 1925/26 the first capital lines were shut down. In 1927, the department's transport authority recommended abolishing the tram within the urban area of Paris. This was approved by the Conseil Général in 1929. The shutdown should take place within five years. The tram had already fallen behind: while buses were allowed to travel at speeds of up to 45 km / h, the maximum speed of the tram was limited to 20 km / h inside Paris and 30 km / h outside.
In 1930 1700 buses and 3700 trams were in use. By 1934 the tide had already turned: there were only 1,600 trams left, but already 2900 buses. In 1936 there were 3600 buses, ten times more than trams. The last Paris tram line ran on March 15, 1937. On August 14, 1938, the last suburban tram ran.
After the end of the tram era, there was a sell-out: a few vehicles were given to other cities: Rouen , Toulouse , Hagondange and Marseille . Some of them were in use there until 1960. Electrical equipment was also sold.
The remainder of the rolling stock was scrapped immediately after it ceased operations, including new vehicles in excellent condition. Newly built lines and contact line systems were demolished, including sections that had never been put into operation, such as B. on Boulevard Magenta. The material was sold at the scrap price.
The tram was only operated in three neighboring towns until after the end of the Second World War : in Versailles until 1957, in Fontainebleau until 1953 and in Villiers-le-Bel until 1949.
Drive types
This section lists the various types of propulsion that have been used in and around Paris. They are (mostly) listed in chronological order in three subsections.
Horse tram (1851-1913)
The first horse-drawn tram in Paris was initiated by the French engineer Alphonse Loubat , who saw horse-drawn trams in the United States. In 1852 he applied for a patent in France for U-shaped rails that could be sunk into the carriageway and therefore did not obstruct the rest of the road traffic. In November Loubat was able to put a 2 km long line into operation in Paris.
In 1872 the prefecture of the Seine department announced - on the basis of an extensive study - the intention to set up a tram network in Paris and in its suburbs: in Paris a ring line, which should be divided into five independent sections. The suburbs were to be opened up by ten lines. Total length 105.3 km. The ring line concession went to the CGO, the concessions for the suburban lines were awarded to two new companies: Les Tramways Nord and Les Tramways Sud .
In June 1873 the CGO opened its first lines: Louvre - Vincennes, a logical extension of the Loubat line, which had been in operation for twenty years, and a few days later the Place de l'Étoile - Villette line. The vehicles were derived from the wagons of the horse-drawn buses, but were significantly longer and they were accessed from behind. To turn, you needed a turning loop or a turntable.
The first line of the company Les Tramways Nord Courbevoie (Pont de Neuilly) - Etoile went into operation in September 1874. Les Tramways Sud operated the Porte de Châtillon - Saint-Germain-des-Prés route from November 1875.
More than 40 lines could already be offered for the world exhibition in 1878. Half of it took place within Paris and was accordingly operated by the CGO.
Heat engines and mechanical drive
Larmanyat's "monorail" (1868–1870 (?))
At the 1867 World's Fair , the French engineer Jean Larmanjat showed a vehicle that was used on the route between Raincy and Montfermeil from the following year : It was a three-wheel locomotive, the front wheel was guided on a rail, the large rear wheels were on one common axle mounted and rolled on the road. The towed wagons had four wheels: one rail-guided wheel each at the front and one at the rear, with an axle between them with two wheels that ran on the roadway. The purpose of this construction was that part of the load was on the rail-guided wheels, which significantly reduced the frictional resistance. Since the railway had to overcome a steep stretch of up to 72 ‰, they did not dare to put the entire vehicle on rails.
The train reached an average speed of 16 km / h in normal operation and drove through the narrow serpentines with a curve radius of only 20 meters without any problems. However, it was a problem to keep the individual wheels on the rails.
The exact end of rail operations is not known. Presumably the facility was destroyed during the Franco-Prussian War of 1870/71 .
Steam tram (1875–1882)
The company Les Tramways Sud carried out the first test runs with a steam tram in 1875 on the Porte de Châtillon - Saint-Germain-des-Prés section. It was a machine imported from Great Britain. Since the tests were positive, the first line Montparnasse - Place Valhubert was regularly used from August 1876. The CGO also experimented with steam operation from 1876. However, as steam production was expensive, people soon returned to the horse-drawn carriage - like the Tramways Sud. The Tramways North used on a trial basis locomotives with two cabs. The vehicles turned out to be too heavy for the existing superstructure. The steam tram era ended again in Paris in 1882.
Steam storage locomotives (1878-1911)
Steam storage locomotives became known in Paris through Léon Francq , who imported such a machine from the USA and improved it considerably. By using superheated water, it was possible to separate the steam production from the fireplace; d. H. the locomotives did not have to be heated en route. The locomotives had a large, well-insulated steam storage tank, about 2/3 of which was filled with water. The water in the charging station was heated up to 200 ° C by introducing steam, which corresponds to a pressure of 15 atm. This preheating only took about 20 minutes. Francq made his first test drives in 1878 on the Rueil-Malmaison - Marly-le-Roi tram route. This route was later extended to Paris and Saint-Germain. Such locomotives were also used on the Saint-Germain - Poissy line. Francq locomotives were in service in Paris until 1911.
Pneumatic drive (1887–1914)
Pneumatic trams based on the system designed by Louis Mékarski were initially used by the Les nouveaux Chemins de Fer Nogentais (CFN) company on the almost 12 km long Vincennes - Ville-Évrard route from 1887. Double-deck cars with a long rear platform were used that could pull one or two sidecars. Over the years, this resulted in a small tram network east of Paris, which was electrified in 1900 and comprised nine routes in 1902.
In the Mékarski system, compressed air (30 kg / cm²) was produced with the help of a stationary steam engine and fed through underground pipes to the terminal stops, where they could fill the tram's reservoirs. In the vehicles, the compressed air was fed into a cylinder via a pressure transducer, where - just like the steam from a steam engine - it set a piston in motion.
The CGO also used a number of Mékarski railcars. The last vehicles of this type were in service until August 1914.
The so-called Popp-Conti low-pressure system was less successful. Here the pressure vessels of the locomotives were filled with significantly lower pressure than in the Mékarski system. It had to be refilled accordingly more often; this happened at every stop or at most every two kilometers. The refill stations were supplied with compressed air via an underground pipe. It was first used in 1894 on a test track on the Champs de Mars. This technique was then used for a short time on the Saint-Maur-des-Fossés tram .
Rowan steam railcar (1889 - ca.1910)
Steam railcars made by Rowan, as they had been in operation in Copenhagen since 1876 , were used by the CGO in 1889 on the occasion of the Paris World Exhibition in 1889 . They ran on a motor bogie and a single running axle. They were railcars that could also transport people. They were rather unpopular with the population: passengers were bothered by the jolting and jerky driving style. The cloud of steam that surrounded the vehicles also wetted uninvolved passers-by. Even so, the rowan vehicles remained in service for more than twenty years.
Longitudinal section through a cable tram of the Tramway Funiculaire de Belleville
Two cars of the République - Belleville cable tram at a passing point
.JPG)
Cable tram (1891-1924)
At the end of the 1880s, almost all parts of Paris were connected to the tram. Butte Montmartre and Belleville were an exception, because the topographical conditions did not allow the construction of trams. In Belleville the road gradients reached up to 70 ‰. For this reason, a 2 km long cable tram based on the model of the San Francisco Cable Cars was set up in 1891 on the steep stretch of Place de la République - Eglise de Belleville . The construction of the line was carried out by the city of Paris, the tram operation was transferred to the Compagnie du Tramway Funiculaire de Belleville. The line was meter-gauge and single-track, there were five passing points. The plant was in operation until 1924. Line 11 of the Paris Métro , opened in 1935, follows the course of the former cable car.
Electric trams
It was also confusing with electrification: There were lines with accumulator railcars; Lines with underground busbars (and two different methods of supplying power to the vehicles) and lines with overhead lines. In Paris itself, overhead lines were banned for a long time, so this type of power transmission was initially limited to the suburbs.
1881: The first electric tram with overhead lines
In 1881 the Exposition d'électricité took place in Paris . To mark the occasion, Siemens & Halske built a 500-meter-long route from the Place de la Concorde to the Palais de l'Industrie . The latter was in place of today's Grand Palais. The double-deck vehicle with an open deck could carry 50 people. The power was supplied via so-called slotted pipe contact lines . In Paris it was two brass tubes 22 cm in diameter with a 6 mm wide slot at the bottom. Inside each of the tubes was a metal movable body - called a boat - which was connected to the vehicle via cables and was pulled along by the moving vehicle. The railway was only in operation for the duration of the exhibition and was the world's first line with overhead lines.
1881: tram with accumulators
In May 1881, an electric tram with accumulators to store electricity was tested on a route between Montreuil and Place de la Nation . The major development phase of the accumulator railways was carried out by the Compagnie des Tramways de Paris et du Département de la Seine (TPDS), which had taken over the insolvent company Tramways Nord . The routes it operated were in the suburbs north of Paris. The inner-city terminals were Place de la Madeleine , Place de l'Opéra and Place de la République .
From 1892 the routes Saint-Denis - Opéra and Saint-Denis - Madeleine were served with accumulator railcars. These two-axle, double-decker cars had a battery box with 108 cells between the axles. The charging station was in the depot in Saint-Denis. The batteries were replaced with a freshly charged battery every time the vehicle drove past the depot. The performance and possible service life of the batteries was very limited. In addition, they were very sensitive and often gave off unpleasant odors during operation. In the event of the batteries becoming weak prematurely, fast charging stations were later set up along the routes. There the battery could be charged within 15 minutes until the vehicle was ready to drive again. From 1898 the TPDS started using two-system vehicles: Accumulator drive within Paris and overhead line operation in the banlieue.
1896: Power supply on the roadway
There were various systems of this type, but they had one thing in common: the power supply was only allowed when the tram was above the contact points and other people or vehicles could not come into contact with the contacts - just like with the modern APS system .
1896: Claret and Vuilleumier system: contact plates
- In the Claret and Vuilleumier system, the contacts were small metal plates that were attached to the track in the middle of the track and that could be connected to the voltage source through cables laid in the ground and a switchgear. A contact rail that touched a (live) contact plate 1 was attached under the tram cars. When driving, the contact to another (initially currentless) contact plate 2 was closed. The switching mechanism registered this and applied voltage to it while plate 1 was switched off.
This system was first shown at an industrial exhibition in Lyon in 1894 and was installed in 1896 when the new line from Paris (Place de la République) - Romainville was built. A switching mechanism could switch 40 contact plates, one behind the other, each two and a half meters apart. The system was very complex and prone to failure. It didn't live up to expectations.
1900: Diatto system: contact pins
- The system developed by the Italian engineer Alfredo Diatto worked with movable contact pins: These were normally sunk into the roadway and stood in small, mercury-filled tubes located in the center of the track. The tram cars had a contact rail and additional electromagnets, which pulled this upwards over a contact pin as they passed, so that it touched the contact rail and provided power to the vehicle. Without vehicles there was no magnetic field and the pegs slid back down. This procedure was used in Paris from 1900. The following tram companies used it: Compagnie des tramways électriques de Vanves à Paris et extensions , Compagnie des tramways de l'Est parisien , Compagnie des tramways de l'ouest parisien and the Compagnie électrique des tramways de la rive gauche de Paris . A total of around 20,000 tenons were installed in France. But this system was also prone to failure and disappeared again from 1905.
1898: Concealed power rails
- The railways with concealed power rails in a cable duct were more successful. This type of power supply was used in Paris from November 1898. On the Bastille - Charenton line, no overhead lines were allowed to be stretched in the central area over Place Daumesnil and in the section between Gare de Lyon and Place de la Bastille . The CGPT in particular relied on the power rails.
Section through a cable duct with concealed busbars: the two stationary conductors in red, the vehicle's pantograph in gray
Place de la Bastille : Between the rails, the conduit under which the conductor rails are located, before 1904
The tram companies
A number of companies operated in Paris. Some were very short-lived and only existed for a few years. The CGO has lived for more than 60 years. The following table provides an overview:
Overview table
| designation | Surname | opening | closure | Lines | comment |
|---|---|---|---|---|---|
| CGB | Compagnie des chemins de fer de grande banlieue | 1910 | 1927 | 7th | taken over by the STCRP |
| CFBB | Chemin de fer du bois de Boulogne | 1898 | 1921 | 1 | Merger with other companies to form the STCRP |
| CFN | Compagnie des Chemins de Fer Nogentais | 1887 | 1921 | 10 | Merger with other companies to form the STCRP |
| CGO | Compagnie Générale des Omnibus | 1855 | 1921 | Merger with other companies to form the STCRP | |
| CGPT | Compagnie générale Parisienne de tramways | 1890 | 1921 | 11 | Merger with other companies to form the STCRP |
| EP | Compagnie des tramways de l'Est parisien | 1900 | 1921 | 16 | taken over by the STCRP |
| FB | Compagnie du Tramway Funiculaire de Belleville | 1891 | In 1910 the license expired; operated by the city of Paris until 1924 | 1 | Replaced by the city of Paris: initially bus, from 1935 metro |
| NP | Compagnie des tramways électriques du Nord-Parisien | 1900 | 1910 | 8th | taken over by Compagnie des tramways de Paris et du département de la Seine. |
| OP | Compagnie des tramways de l'ouest parisien | 1900 | 1924 | 5 | 1918 placed under compulsory administration; Taken over by the STCRP in 1925 |
| PA | Compagnie du Chemin de Fer sur Route de Paris à Arpajon | 1893 | 1922 | 1 | Taken over by the STCRP in 1922 |
| RG | Compagnie électrique des tramways de la rive gauche de Paris | 1899 | 1921 | 4th | taken over by the STCRP |
| PSG | Compagnie des Tramways de Paris à Saint-Germain | 1889 | 1902 | 1 | taken over by Compagnie des tramways mécaniques des environs de Paris |
| STCRP | Société des transports en commun de la région parisienne | 1921 | 1941 | approx. 130 | Taken over on January 1, 1942 by the Compagnie du chemin de fer métropolitain de Paris |
| TMEP | Compagnie des Tramways Mécaniques des Environs de Paris | 1896 | 1910 | 5 | TPDS took over four lines; CGB a line |
| TPDS | Compagnie des tramways de Paris et du département de la Seine | 1887 | 1921 | 22nd | Merger with other companies to form the STCRP |
| TSM | Compagnie des tramways de Saint-Maur-des-Fossés | 1894 | 1899 | 3 | Merger with other companies to form EP |
| TVRMR | Société anonyme du Tramway à Vapeur de Rueil à Marly-le-Roi | 1878 | 1889 | 1 | taken over by PSG |
| TVPE | Compagnie des tramways électriques de Vanves à Paris et extensions | 1900 | 1904 | 1 | |
| TS *) | Compagnie des tramways Sud | 1873 | 1890 | 11 | taken over by the newly founded Compagnie générale parisienne de tramways |
| TN *) | Compagnie des tramways nord de Paris | 1873 | 1884 | 9 | Taken over by the newly founded Compagnie des tramways de Paris et du département de la Seine |
*) Do not confuse with the lines TN and TS of the CGO
Here are more or less detailed descriptions of the individual companies. The overview arranges them according to the abbreviations of their names.
CFBB - Compagnie du Chemin de fer du bois de Boulogne
The Compagnie du Chemin de fer du bois de Boulogne (CFBB), founded in 1898, put its first line into operation in January 1900. It was the electrified line from Porte Maillot in Paris to Suresnes (Val d'Or).
It was not until 1911 that the line was extended to the district of Montretout in Saint-Cloud and in April 1912 the extension Saint Cloud - Garches followed. In 1916 the terminus was moved back to Saint Cloud. The route ran from the Porte Maillot along the edge of the Bois de Boulogne and also led to the Longchamp racecourse .
In 1900 the CFBM started with eight railcars with rigid axles. A total of 20 bogie vehicles were then acquired between 1902 and 1913. Two of these vehicles were acquired by the insolvent Compagnie des tramways électriques de Vanves à Paris et extensions (TVPE).
In 1921 the CFBB was incorporated into the Société des transports en commun de la région parisienne (STCRP) and became line 44 of the STCRP.
CFN - Compagnie des chemins de fer nogentais
The tram company Société des chemins de fer nogentais (CFN) operated an extensive tram network from 1887, which eventually consisted of ten lines. The starting point was the Porte de Vincennes on the eastern outskirts of Paris.
Right from the start, CFN relied on mechanical propulsion with compressed air on the vehicles developed by Louis Mékarski , which could pull one or two sidecars. The first line was opened on August 21, 1887: It was the 11.6 km long line from Vincennes (Castle Square) to Ville-Evrard, now part of Neuilly-sur-Marne . The vehicles' compressed air tanks were refilled en route at the La Maltournée depot, now in the Neuilly-Plaisance municipality . In 1882, 630,000 passengers were counted, in the following year there were already 1,280,000. In December 1888, the branch line Nogent - Bry-sur-Marne was opened, in 1892 the route was extended from Vincennes Castle to Porte de Vincennes and the La Maltournée - Rosny connection -sous-bois added. This created a connection to the Chemin de fer de l'Est railway line .
The electrification of the CFN network began in May 1900. In the following month, the new Villemomble - Place de la République line was put into operation: on this route, double-decker bogie wagons - type 74 places series - were used. These railcars had three different drives: overhead lines, concealed busbars and accumulators. The overhead line was used outside Paris; between the city limits and the old fortifications it was the conductor rail. From Père-Lachaise to Place de la République, the CFN cars used a route operated by the Compagnie des tramways de l'Est parisien , which was equipped with contact plates, so that the CFN had to use accumulators for this last section of the route. The short routes from La Maltournée were electrified in August and September 1900. The Mékarski vehicles were replaced by type 54 places motor vehicles , which were supplied by overhead lines.
The terminus was moved in 1904 from the Porte de Vincennes to the Cours de Vincennes street, which is further into town, in order to get a better connection to the Paris Metro. In March 1934 - as part of the extension of metro line 1 to the east - the terminus was moved back to Château de Vincennes.
Line 10 was the last to open in October 1911 between Cours de Vincennes and Fontenay-sous-Bois, using a section of the former line 2 of the Compagnie des tramways de l'Est parisien .
The end came on December 31, 1920: the company was merged with other companies to become the Société des transports en commun de la région parisienne (STCRP) with effect from January 1, 1921 . The lines - the CFN numbers 1 to 10 - were led by the STCRP under the numbers 113 to 122. One line was shut down in November 1922, the others between May 1935 and February 1937.
Traction vehicles:
- type Mekarski : The company had 19 of these air-powered vehicles. These two-axle double-decker cars were 7.5 m long with a center distance of 1.9 m. They offered space for 50 passengers.
- type 54 places : 51 two-axle double-decker railcars - numbered from 1 to 51 - with 54 seats. Power was supplied via an overhead line.
- type 74 places : 41 double-decker railcars with two bogies - numbered from 52 to 93. Power was supplied via overhead contact lines or covered busbars or batteries.
- type 150 : 14 railcars with power supply via overhead line - numbered from 150 to 163. These 10.2 m long vehicles were two-axle with a center distance of 3.4 m and could transport 44 people.
- type 202 : It was a prototype, only one of which was built. It was a catenary vehicle on two bogies with a length of 7.9 m and an empty weight of 10.5 t.
- type service funéraire : This vehicle ran in Vincennes between the church and the new cemetery. Up to two coffins could be transported in it.
type 54 places
type 74 places
type 202
CFN cemetery car
CGPT - Compagnie générale Parisienne de tramways
The Compagnie générale parisienne de tramways (CGPT) took over the route network of the Compagnie des tramways Sud in 1890 , which had already gone bankrupt in 1884. Most of the eleven lines were mainly south of the Seine with some stretches that crossed the Seine and led to the Place de l'Etoile and the Place de la Bastille.
At first it was operated as a horse-drawn tram, electrification began in 1897, using the services of Compagnie française Thomson-Houston , and was not completed until 1909.
With effect from January 1, 1921, the CGPT was integrated into the newly created Société des transports en commun de la région parisienne (STCRP).
FB - Compagnie du Tramway Funiculaire de Belleville
In January 1889, the city of Paris received a concession for a tram line in the Belleville district in the east of Paris. The city took over the construction of the route and transferred the operation of the Compagnie du Tramway Funiculaire de Belleville (FB). The line was put into operation on August 25, 1891.
The route was only two kilometers long. It began on the Place de la République at the beginning of the Rue du Faubourg-du-Temple , it led through this street and then through the Rue de Belleville to the church of Belleville. It was a cable tram based on the model of the San Francisco Cable Cars on a single-track meter-gauge route with five passing points. Initially, there were small cars with only 22 seats on the tracks. Unlike the other routes, there was no first class. The tariffs were very cheap at 10 centimes: In the early morning and late in the evening, the so-called workers tariff of 5 centimes was collected.
The line was closed on July 18, 1924 and replaced by a bus line of the Société des transports en commun de la région parisienne (STCRP).
NP - Compagnie des tramways électriques du Nord-Parisien
The Compagnie des tramways électriques du Nord-Parisien (NP) operated a tram line from the beginning of the 20th century that led from the Place de la Trinité in Paris in front of the church of the same name to Enghien-les-Bains , north of Paris . With effect from January 11, 1900, it had taken over the route concession from the Compagnie des tramways électriques de Paris à Saint-Denis , which had only acquired the latter in May of the previous year. On July 10, 1900, the 15-kilometer line was put into operation.
In 1908, this company also took over the tram line from Enghien to Montmorency and was taken over by the Compagnie des tramways de Paris et du département de la Seine (TPDS) in 1910 .
OP - Compagnie des tramways de l'ouest parisien
The Compagnie des tramways de l'Ouest-Parisien (OP) operated a small tram network located west of Paris at the beginning of the 20th century. It was founded on January 25, 1900 and primarily pursued the goal of creating links to the exhibition grounds on the Champ de Mars on the occasion of the Paris 1900 World Exhibition . As a subsidiary of the Compagnie générale de traction , it was part of the corporate network of Édouard Louis Joseph Empain . The route network consisted of five lines with a total length of 31 kilometers. Two of them were given up in 1914.
In March 1918 the company was placed under administrative administration and in 1924 it was taken over by the Société des transports en commun de la région parisienne (STCRP) . The three remaining lines were given the STCRP numbers 32, 80 and 128. One line was shut down in March 1936; the last two in January 1937.
Since no overhead lines were allowed within Paris, the power was supplied according to the Diatto system with contact pins embedded in the roadway. When operations began in 1900, 50 railcars were acquired.
PA - Compagnie du chemin de fer sur route de Paris à Arpajon
According to an agreement reached in February 1891 between the French state and the public limited company Compagnie du chemin de fer sur route de Paris à Arpajon (PA), the latter began construction of a line from the Porte d'Orléans to Antony that same month . The first sections of the route went into operation as early as 1893: April 1893: Porte d'Orléans - Antony; August 1893: Antony - Longjumeau. In February 1894 the Longjumeau - Montlhéry section followed and finally in May 1894 Montlhéry - Arpajon and the branch line Montlhéry - Marcoussis . The reason for the construction was the request of the vegetable farmers based south of Paris for a fast connection to Paris in order to be able to sell their products there.
The route was 37 kilometers long, plus the 3-kilometer branch line to Marcoussis. The company had permission to use the CGO tracks within Paris to bring travelers to Odéon . The freight trains were allowed to drive as far as the market halls at night . But as early as February 1895, steam trams were banned within Paris. Inner-city traffic on the PA was initially carried out using compressed air vehicles according to the Mékarski system, and from 1901 with accumulator railcars. In 1910, inner-city traffic was given up.
In 1901 the Paris - Antony section was electrified. The Étampes - Arpajon clasp was created in 1911, creating a connection to the Chemins de fer de Grande Banlieue (CGB) network with another option for transporting vegetables to the market halls.
In 1922 the company was in serious financial difficulties. The departments of Seine and Seine-et-Oise bought back the concession and transferred the operation of the route to the Société des transports en commun de la région parisienne (STCRP), which was founded in the previous year . The electrified part of the route was given the STCRP line number 88, the southern part retained the designation PA.
At the end of 1931, the transport of goods to the Paris market halls was stopped. In October 1936, the Antony - Longjumeau and Marcoussis - Montlhéry sections were closed. From January 1937, the STCRP bus route 88 took over the rest of the operation.
PSG - Compagnie du tramway à vapeur de Paris à Saint-Germain
This company was founded in 1889. It took over the Société anonyme du Tramway à Vapeur de Rueil à Marly-le-Roi , founded in 1878, and established two route extensions: the Courbevoie - Rueil route and the Port-Marly - Saint-Germain-en-Laye route. From Courbevoie the route Place de l'Étoile - Courbevoie was used, which had been built by the Compagnie tramways du Nord , but was now operated by the Compagnie des tramways de Paris et du département de la Seine .
The entire route was put into operation in May 1890: It connected the Place de l'Étoile in Paris via Neuilly, Courbevoie, Nanterre, Rueil, La Malmaison and Bougival with Saint-Germain-en-Laye. There were two branch lines Rueil-Ville - Rueil-Gare and Port-Marly - Marly-le-Roi.
In 1902 the Compagnie des tramways mécaniques des environs de Paris (TMEP) took over the tram operation.
RG - Compagnie électrique des tramways de la rive gauche de Paris
The Compagnie électrique des tramways de la rive gauche de Paris (RG) took over the concessions of the Compagnie électrique du secteur de la rive gauche de Paris on January 19, 1900 , which they received in March 1899 for the construction and operation of two tram lines would have. One line was to run from Boulogne-Billancourt to Vincennes, the other from Montreuil-sous-Bois to Boulogne-Billancourt.
The RG divided these two routes into two lines each. The total length of the routes was 36 kilometers: Lines 1 and 2 formed so-called lignes intra-muros , lines that ran through the urban area of Paris. Lines 3 and 4 were so-called lignes extra-muros , they led outside Paris. Line 1: Porte de Vincennes - Pont de Tolbiac - Avenue d'Orléans Line 2: Avenue d'Orléans - Pont Mirabeau - Auteuil - Porte de Saint-Cloud Line 3: Porte de Vincennes - Saint-Mandé - Bois de Vincennes - Maisons- Alfort - Alfortville - Ivry-sur-Seine - Le Kremlin-Bicêtre - Gentilly - Montrouge - Porte d'Orléans Line 4: Porte d'Orléans - Montrouge - Malakoff - Vanves - Issy - Pont d'Issy - Boulogne - Porte de Saint- Cloud
After the takeover by the STCRP, these lines were run under the numbers 123 to 126 and closed between 1935 and 1937. Lines 123 and 124 (ex-RG 1 and 2) were the last tram lines to operate within the Paris metropolitan area.
The RG fleet consisted of 63 bogie railcars and 24 two-axle trailer cars. Since the company was not allowed to erect overhead lines, they used the contact pins embedded in the roadway according to the Diatto system to supply electricity .
TPDS - Compagnie des tramways de Paris et du département de la Seine
This company - with the abbreviation TPDS - was founded in 1887 to take over the routes of the bankrupt company Compagnie des tramways nord de Paris , and to operate further routes in the arrondissement of Saint-Denis in what was then the Seine department.
In 1900 the TPDS owned a tram network with 24 lines with a total route length of 112 km. The total length of all lines was 142 kilometers. Different sections were therefore used by several lines. Grooved rails were used in Paris and in the sections outside the capital where the rails were laid in the streets . Sections running next to the carriageway were equipped with wide foot rails.
In 1910 TPDS took over the following companies:
- the Compagnie des Tramways mécaniques des environs de Paris (TMEP)
- the Compagnie du tramway à vapeur de Paris à Saint-Germain (PSG)
- the Compagnie des tramways électriques du Nord-Parisien (NP)
With effect from January 1, 1921, it was incorporated into the newly founded Société des transports en commun de la région parisienne (STCRP) .
TMEP - Compagnie des Tramways Mécaniques des Environs de Paris
The company with the abbreviation TMEP operated a small tram network northeast of Paris from 1896 to 1910. The beginning was the line between Saint-Germain-en-Laye and Poissy , on which steam storage locomotives from the Francq system were used.
In 1900 the company had concessions for tram lines with a total length of 160 kilometers, of which only 45 kilometers were in operation. Eleven lines were planned, including two with steam locomotives; Electric operation was planned for the new lines - partly with battery cars and partly with overhead lines.
In 1901 the only three kilometer long tram line Enghien-les-Bains - Montmorency was taken over, which was then extended to Saint-Gratien in 1901/02 . From 1900 onwards, electrified lines were built and in 1902 the company on the Paris - Saint-Germain line was taken over by the Compagnie du tramway à vapeur de Paris à Saint-Germain (PSG). The terminus in Paris was on the Place de l'Étoile .
The company always had major financial problems and was taken over by the Compagnie des tramways de Paris et du département de la Seine (TPDS) after the floods of 1910 , because the TMEP could not raise the necessary funds for the repair of the flood damage on its own.
In total, the following routes were operated by TMEP:
- Steam company: Saint-Germain-en-Laye - Poissy; this route had no connection to the other lines and was not electrified. When the TMEP was dissolved, it was integrated into the network of the Compagnie des chemins de fer de grande banlieue (CGB).
- electrical operation:
- Line 1: Porte Maillot - Maisons-Laffitte, Porte Maillot - Colombes - Bezons
- Line 2: Saint-Denis - Saint-Ouen - Porte de Clignancourt
- Line 3: Saint-Cloud - Pierrefitte - le Pont de Saint-Ouen - Saint-Denis - Saint-Denis station (today Place du Général Leclerc) This line was only in service from August 1901 to May 1910.
- Line 4: Colombes - Saint-Ouen - Porte de Clignancourt
TN - Compagnie des tramways nord de Paris
This company was founded in 1873 by Léon Franc , the inventor of the steam storage locomotive, and by Simon Philippart , a Belgian financier who was also involved in the Brussels Tramway (Société Les Tramways Bruxellois). On October 18, 1873 she was granted a concession to build and operate a tram network in the northern part of Paris and in the adjacent arrondissement of Saint-Denis.
In the years 1874 to 1878 the following lines were put into operation:
- A: Suresnes - Courbevoie - Etoile
- B: Neuilly - Saint Augustin
- FROM: Courbevoie (Pont de Neuilly) - Saint Augustin
- C: Levallois - Saint Augustin
- D: Genevilliers - Place Moncey (Clichy)
- E: Saint-Denis - Place Moncey
- Q: Saint-Denis - La Chapelle
- G: Aubervilliers - Château d'eau
- H: Pantin - Château d'eau
The inner city lines suffered from competition from the CGO's trams and horse-drawn buses. Therefore they moved the final stops further towards the center:
- from Saint-Augustin to the Place de La Madeleine in October 1879
- from Place Clichy to Boulevard Haussmann in July 1880
- from La Chapelle to Rue Lafayette in September 1880
In 1881, approval was given to operate the trams with steam locomotives on the Courbevoie - Etoile section of line A (Suresnes - Etoile). As early as November 1877, test drives were carried out on this route with a Winterthur steam locomotive on loan from the Geneva tram , which turned out to be very satisfactory, as 17 Winterthur locomotives were ordered for the Courbevoie - Etoile route from August 1878. Soon, however, there were problems with the steam locomotives, so that from May 1, 1882, horse and carts were again running on route A.
In 1884 the Tramways Nord had to file for bankruptcy. Its routes were taken over by the newly founded Compagnie des tramways de Paris et du département de la Seine (TPDS) from 1887 - initially on an interim basis and then officially by decree from August 1890.
TS - Compagnie des Tramways Sud
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La Compagnie des tramways Sud (TS) was founded in 1873 to build and operate a network of horse-drawn trams in the south of the Seine department . The company took over the concession that had been granted to the Englishman Gustav Palmer Harding, the Paris-based representative of the Merryweather 6 Sons steam engine and locomotive factory . As early as 1875, attempts were made to use a mechanical drive: The first tram car pulled by a small steam locomotive was on the Porte de Châtillon - Saint-Germain-des-Prés route on November 8, 1875. As a result, the Tramway-Sud was given permission to run a line entirely with steam: The newly built Gare Montparnasse - Place Valhubert was put into operation on August 9, 1876. The cars were pulled by Harding machines. The Bastille - Saint-Mandé route followed on September 15, 1877. This time, small locomotives from the English manufacturer Hughes were used. The new routes were now generally served by steam locomotives, but it soon turned out that steam operation was more expensive than horse-drawn tram operation than that of a horse-drawn tram, because the locomotives required two men. Therefore, the Tramway-Sud returned to the draft horses in February 1878.
The company had to file for bankruptcy as early as 1887, and the routes were transferred to the newly founded Compagnie générale parisienne de tramways . This was initially commissioned by the bankruptcy administrator to continue running the business. In 1890 the takeover was officially confirmed.
The company operated a total of eleven lines:
- 1 - Saint-Germain-des-Prés - Chatillon - Fontenay-aux-Roses
- 2 - Étoile - Gare Montparnasse
- 3 - Gare Montparnasse - Place de la Bastille
- 4 - Place Valhubert - Villejuif
- 5 - Saint-Germain-des-Prés - Vanves - Clamart
- 6 - Montreuil Nation
- 7 - Place de la Bastille - Saint-Mandé - Charenton
- 8 - Place Valhubert - Nation
- 9 - Ivry - Square Cluny
- 10 - Vitry - Choisy-le-Roi - Square Cluny
- 11 - Avenue d'Antin - Porte de Versailles - Vanves (Church)
TSM - Compagnie des tramways de Saint-Maur-des-Fossés
The Compagnie des tramways de Saint-Maur des Fossés (TSM) operated a tram network from 1894, which consisted of only three lines and was mechanized from the beginning. As early as 1899, the company merged with others to form the Compagnie des tramways de l'Est parisien (EP).
The route network:
- Line 1: Pont de Charenton - Saint-Maurice - Saint-Maur-des-Fossés
- Line 2: Saint-Maur-des-Fossés - Joinville-le-Pont - Vincennes
- Line 3: Joinville - Champigny
Due to a concession granted to the Compagnie des tramways de Saint-Maur-des-Fossés et extensions in 1892 , TSM opened the 8.6 km long line 1 between Pont de Charenton and Saint-Maur in mid-March 1894. From the beginning, Mékarski vehicles with compressed air drive were used. The compressors for generating compressed air were in the tram depot in Saint-Maur-des-Fossés. The passenger numbers were not satisfactory; because the line had no connection to the other Parisian trams.
The Saint-Maur - Vincennes line was built in two stages: Saint-Maur - Joinville in 1895 and Joinville - Vincennes in January 1897.
The Joinville - Champigny branch was opened in April 1898. Vehicles powered by compressed air using the Popp-Conti method were used here. They worked on the same principle as the Mékarski vehicles, but worked with less pressure, which meant that the pressure vessels and the chassis could be held more easily. This weight saving promised lower operating costs. However, it quickly became apparent that the performance of the vehicles was insufficient for proper operation, so that Mékarski vehicles were also used here.
After the transition from the Compagnie des tramways de Saint-Maur-des-Fossés to the Compagnie des tramways de l'Est parisien , the former TSM routes were electrified.
TVPE - Compagnie des tramways électriques de Vanves à Paris et extensions
The Compagnie des tramways électriques de Vanves à Paris et extensions (TVPE) was founded in July 1900 with the aim of operating a tram route from Vanves, southwest of Paris, to the Champs de Mars in Paris, where the world exhibition of 1900 should take place.
The route was 5.3 km long and was used by 16 bogie railcars with two-axle sidecars. Due to various problems, the company had to file for bankruptcy as early as 1904.
TVRMR - Société anonyme du Tramway à Vapeur de Rueil à Marly-le-Roi
A certain Eugène Tarbé des Sablons received the concession of June 16, 1874 to build and operate a railway line to connect the municipalities of Bougival , La Malmaison and Marly to the Paris - Saint-Germain- (en-Laye) railway line. The first concession for a horse-drawn tram on this route had already been granted in 1854, but was never redeemed.
To this end, Eugène Tarbé des Sablons founded the Société anonyme du Tramway à Vapeur de Rueil à Marly-le-Roi (TVRMR). After his death in 1886, his brother Edmond ran the business in collaboration with Léon Francq . The line was put into operation in 1878, it was nine kilometers long and had 14 stops. A distinction was made between train stations with siding and waiting rooms and stops with an open shelter for the waiting passengers. Initially, four steam locomotives of Belgian origin were used, but they did not meet the requirements, so that from 1878 steam storage locomotives from Léon Francq were used. This route from Rueil to Marly was very popular with the population; because compared to the horse-drawn tram it had a larger transport capacity and was also considerably faster.
As early as 1889, the company was incorporated into the newly founded Compagnie du tramway à vapeur de Paris à Saint-Germain (PSG).
Railways in the region independent of Paris (until 1957)
There were also places with trams outside the banlieue in the immediate vicinity of Paris. The operating companies were mostly able to remain independent. Three of the railways even survived into the 1950s.
Fontainebleau tram
Fontainebleau tram in 1940
Tram car on Grande Rue in Fontainebleau on old postcard
This meter-gauge tram was in operation from 1896 to 1953. The route network had a maximum extension of only 12 km. The first route led from the train station to the castle . In 1899 and 1913 two more branch lines were built to Vulaines-sur-Seine and Samois-sur-Seine , which were closed in 1937. The railway was electrified from the start and initially had eight two-axle railcars that could each carry 37 people.
In the Museum of Public Transport (Musée des transports urbains, interurbains et ruraux) in Chelles there are two sidecars from Fontainebleau.
Two Postel-Viney motor vehicles
Tram network 1914
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Versailles tram
The first three routes were opened as a horse-drawn tram in 1876. In 1895 the Société Versaillaise de Tramways électriques took over the route network. It carried out the electrification and expanded the network to six routes. At this point in time, 29 railcars were available that had been built by the Parisian engineer André Étienne Postel-Vinay . After various route extensions and partial closings, the Versailles tram survived the war with four routes. On March 3, 1957, operations were stopped.
Villiers-le-Bel tram
Pulled by a steam locomotive (approx. 1903) ...
... and with electrical overhead line (approx. 1930)
It was a tram line that had connected the municipality of Villiers-le-Bel (Département Val-d'Oise) with its associated train station since 1878. The station is on the Paris – Lille railway line and is around 3 kilometers from the town center. Around 1870 the community had just under 2000 inhabitants, but there were several boarding schools in the town with 800 students, and a small settlement had developed around the train station. As early as 1876, the tram project was classified as of public interest. Initial plans included a horse-drawn tram; but in view of a longer and steep incline (up to 53 ‰) a steam tram was approved, as well as an extension through the town center.
The line was built in Kapspur (1067 mm) and had to be closed in 1915 due to the bankruptcy of the operator. From 1928 it was re-gauged to 1000 mm and electrified. The tracks were laid outside the village next to the road and in Villiers in a 7½ m wide street with tight curves. The tracks were renewed in 1937. The rails came from Paris, where the tram facilities were being dismantled.
Initially, 2 to 3 steam locomotives were available for operation. Six wagons, which had space for 26 to 32 people and had been purchased in 1877/1878, and two freight wagons were available for passenger transport. Later two railcars with a sidecar were used.
In 1949 the track and rolling stock were worn out due to lack of maintenance during the war years; the railway was shut down.
The new trams (from 1992)
35 years after the last tram line in the greater Paris area, more precisely in Versailles , the tram experienced a renaissance in 1992. After Nantes and Grenoble , a decision was made to build a tram line in the Île-de-France region. Today nine tram lines are in operation in the region. Some of the routes are not connected to one another and some are incompatible with one another due to different vehicle widths and different route systems.
statistics
Development of the Île-de-France tram network
- 2010: 4 lines (total length 41.4 km; 71 stops) are in operation; 370,000 users daily
- 2014: 9 lines (total length 105 km; 187 stops) are in operation; 830,000 users daily
- After the completion of the planned measures, 320 tram sets will be on the move on 11 lines (total route length 123 km; 276 stops); they will connect 57 churches; More than a million users are expected every day.
Passenger numbers 2000–2014
| year | 2000 | 2001 | 2002 | 2003 | 2004 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Million passengers per year (RATP; without T4) | 36 | 36 | 39 | 39 | 44 | 48 | 50 | 80 | 89 | 89 | 101 | 107 | 107 | 183 | 223 |
Line T1
The first line, called T1, is a tangential connection between the suburbs north of Paris - in the first phase it connected Saint-Denis with Bobigny . Since 2003 it has reached Noisy-le-Sec in the east . In 2012 it was extended to Asnières - Genevilliers in the west .
The eastern extension Noisy-le-Sec - Val de Fontenay is scheduled to go into operation in 2017. The extension in the west (Asnières-Gennevillers - Victor Basch - Ruel Malmaison) will probably not go into operation until 2023.
Line T2
The second line of the new trams followed in 1997, line T2, which, however, is more like a light rail. The line, opened in 1997, runs largely on an adapted railway line and connects La Défense with Issy-Val de Seine (in Issy-les-Moulineaux ). It was extended in the east to Porte de Versailles in 2009 , making it the second line after the T3 to reach the Paris metropolitan area. In 2012 there was a further extension, this time in the west to Pont de Bezons ( Bezons ).
Lines T3a and T3b
The T3 line brought the tram back within the boundaries of Paris: A tram has been running on the Boulevards des Maréchaux , a ring in Paris near the city limits, since the end of 2006. Initially, the T3 line ran between the Porte d'Ivry and Pont du Garigliano stops . An extension along the ring to the east and then to the north to the Porte de la Chapelle stop was opened in December 2012. The line was broken into two parts. The former line T3 was extended in the east to Porte de Vincennes and now runs as line T3a from Pont du Garigliano to Porte de Vincennes . The T3b line goes from Porte de Vincennes to Porte d'Asnières .
Line T4
The T4 line, opened in 2006, operates as a tram-train and connects Bondy with Aulnay-sous-Bois . This is where trams that can run on both mainline and tram routes are used on an adapted railway line. The possibility of switching from rail to tram is currently not being used. This will only happen when the Gargan - Montfermeil branch is put into operation in 2017. In contrast to the other lines operated by RATP, line T4 is operated by SNCF.
Line T5
On July 29, 2013, the T5 line went into operation, running north from Saint-Denis to Garges - Sarcelles and based on the Translohr system. The 6.6 km long route serves 16 stops and is operated by the RATP.
Line T6
Line T6 runs south of Paris from the terminal Châtillon - Montrouge of Métro line 13 west to Viroflay and went into operation on December 13, 2014. Like the T5, this line is built according to the Translohr system. It is 14 kilometers long and serves 21 stops. The subterranean section of the route - 1.6 km with the stops Viroflay-Rive Gauche and Viroflay-Rive Droite - has been in operation since May 28, 2016. The route crosses the municipalities of Châtillon, Clamart , Fontenay-aux-Roses , Meudon , Vélizy-Villacoublay and Viroflay. Connections will be made to metro line 13 , the Transilien L and N lines and the RER C, as well as various bus routes.
Line T7
Line T7, which went into operation on November 16, 2013, was designed as a classic tram on steel wheels. From the southern terminus Villejuif - Louis Aragon of Métrolinie 7 , the 11.2 km long route with a total of 18 stops leads via Orly Airport to Athis-Mons . Articulated trains of the Alstom Citadis type are used. The tram offers connections to the RER C , Métrolinie 7 and the Metrobus Trans-Val-de-Marne . An extension to Juvisy-sur-Orge is expected by 2018 .
Line T8
Line T8, which went into service on December 16, 2014, is a classic tram on steel wheels. It runs from the Saint-Denis - Porte de Paris metro station north to Épinay-sur-Seine ; a branching route goes to the university in Villetaneuse . The sections are a total of 8.5 km. There are 17 stops including three terminal stops. Due to the Y-shaped route, the line is also called Tram'y . A completion date has not yet been announced for the extension by three kilometers to the south to the Rosa Parks RER station on RER line E, which is still to be built, and to the tram stop of the same name on line T3b.
The Tram Express routes
The three following routes are tram-train routes, two of them with real tram-train operation, i.e. railroad on one part of the route, and in tram mode on a second part of the route. They were initially referred to as Tram Express Nord, Sud and Ouest. Since the summer of 2016 they have been included in the tram scheme of the Île-de-France with the numbers T11, T12 and T13.
Line T11: Sartrouville - Noisy-le-Sec
Before that, the route was first called Tangentielle Nord , then Tram Express Nord . The middle section of the line between Epinay-Villetaneuse and Le Bourget went into operation on July 1, 2017.
Line T12: Évry - Massy - Versailles Chantiers
The original name was Tram Express Sud . In the Massy - Épinay-sur-Orge section, the line will run on a railway line and take over a section of the RER C here . The Épinay-sur-Orge - Évry section will be built as a tram line. The route will be 20 kilometers long and will be linked several times with the RER network : in Massy-Palaiseau with RER B ; Epinay with the RER C and in Evry Courcouronnes with the RER D . In a second construction phase, the Massy - Versailles Chantiers line will be expanded. The existing railway line will initially be operated by the east-west section of the RER C; Above all, it is necessary to adapt the stations, which should all continue to be operated. It is still in the planning stage. Construction was scheduled to begin in 2015 and commissioning in 2020.
In June 2014, STIF approved the expansion of the tram-train route between Massy and Evry.
Ultimately, the east-west link in the RER-C network will be completely taken over by the tram train. Alternatively, it was also under discussion that the western section, i.e. the Versailles - Massy line, would become an extension of another RER-C branch.
Line T13: Saint-Cyr - Saint-Germain-en-Laye - Archères
Initially the project was called Tram Express Ouest . It's a tram train . The first section is 19 kilometers long, of which 14½ km runs on the tracks of the Great Parisian Railway Ring west of Paris. It will connect the Saint-Cyr RER station ( RER C ) to the Saint-Germain-en-Laye RER station ( RER A ). Commissioning is scheduled for 2018.
In 2019, just one year later, an extension from Saint Germain-en-Laye via Poissy to Archères is due to start operating . In Poissy as well as in Archères you can change to the RER A and to various lines of the Transilien network.
A third section, which is to be realized later, then extends the route from Archéres to Cergy.
It should Citadis Alstom trains in the Dualis version used. Ten units are required for the first section.
Line overview
| line | Route | opening | Length in km | Stations |
|---|---|---|---|---|
 
|
Asnières - Gennevilliers - Les Courtilles - Noisy-le-Sec | 1992 | 17th | 36 |
|
Pont de Bezons - Porte de Versailles | 1997 | 17.9 | 24 |
|
Pont du Garigliano - Porte de Vincennes | 2006 | 12.4 | 25th |
|
Porte de Vincennes - Porte d'Asnières | 2012 | 14.3 | 28 |
|
Bondy - Aulnay-sous-Bois | 2006 | 7.9 | 11 |
|
Marché de Saint-Denis - Garges - Sarcelles | 2013 | 6.6 | 16 |
|
Châtillon - Montrouge - Viroflay-Rive-Droite | 2014 | 14th | 21st |
|
Villejuif - Louis Aragon - Athis-Mons - Porte de l'Essonne | 2013 | 11.2 | 18th |
|
Saint-Denis - Porte de Paris - Villetaneuse-Université / Épinay-sur-Seine | 2014 | 8.5 | 17th |
|
Epinay-sur-Seine - Le Bourget | 2017 | 11 | 7th |
-
: Tangential line in the northern suburbs of Paris, connects Asnières - Gennevilliers via Saint-Denis with Noisy-le-Sec
-
: Tangential line west of Paris, connects Bezons via the La Défense business district with Porte de Versailles in Paris, mostly runs on a former SNCF route
-
: Tramway des Maréchaux sud , was the first line in Paris ( intra-muros ), runs on the southern and eastern outskirts between Pont du Garigliano and Porte de Vincennes
-
: Tramway des Maréchaux est , extension of the T3a (formerly T3), runs on the eastern and northern outskirts between Porte de Vincennes and Porte d'Asnières
-
: North of Paris, connecting Bondy with Aulnay-sous-Bois , is from the SNCF as a tram-train operation
-
: north of Paris, connects Saint-Denis with Garges - Sarcelles , is operated according to the Translohr system
-
: south of Paris, connects - in the final stage - Châtillon - Montrouge (southern terminus of the Métro ) with Viroflay ; is operated according to the Translohr system
-
: south of Paris, connects Villejuif (southern terminus of the Métro ) with Athis-Mons
-
: Tram'y , north of Paris, connects Saint-Denis in two branches with Épinay-sur-Seine and Villetaneuse
-
: Tram Express Nord , north of Paris, connects Épinay-sur-Seine and Le Bourget
Future new lines and line extensions
Overview: Planned extensions of existing routes
| line | Route | Opening (planned) | Length in km | Stations |
|---|---|---|---|---|
|
|
Noisy-le-Sec - Val de Fontenay train station | 2019 | 10.7 | 15th |
|
|
Asnières-Gennevilliers - Gabriel Péri | 2023 | 8th | 11 |
|
|
Colombes - Rueil-Malmaison | ? | ? | 14th |
|
|
Bezons - Sartrouville-Val Notre-Dame | ? | ? | ? |
|
|
Porte d'Asnières - Porte Maillot | ? | ? | 5 |
|
|
Gargan - Clichy-Montfermeil | 2019 | 6th | 11 |
|
|
Athis-Mons-Juvisy | 2021 | 3.7 | 6th |
|
|
Saint-Denis Porte de Paris - Rosa Parks | ? | about 6 | approx. 13 |
Overview: Planned new lines
| line | Route | Opening (planned) | Length in km | Stations |
|---|---|---|---|---|
|
Porte de Choisy - Orly-Fer à Cheval | 2020 | 10.3 | 19th |
|
Croix de Berny - Clamart-Place du Garde | 2020 | 8.2 | 14th |
Line T9: Porte de Choisy - Orly
Before a line number was assigned, the project was called Tramway Porte de Choisy - Orly Ville . This line, which runs from the Porte de Choisy metro station with a connection to Métrolinie 7 in the south of Paris to Orly , is intended to replace the RATP 183 bus line, which has reached the limits of its capacity. It will connect the municipalities of Paris, Ivry-sur-Seine , Vitry-sur-Seine , Choisy-le-Roi , Thiais and Orly. Around 20 stops are to be created on the approximately ten-kilometer route. Completion is scheduled for around 2020 if construction begins in 2016.
Along the route further interchanges will arise: the line 3a of the Paris tram , metro line to M15, to the Metro bus TVM and the RATP line 393 and two terminals on the RER RER C .
The final stop in Orly has been chosen so that the route can easily be extended to Orly airport at a later date. There would be transfer options to the T7 and the M14 and M18 lines of the planned Grand Paris Express .
The vehicles will come from Alstom: In November 2016, STIF signed the relevant contracts with Alstom for the delivery of 22 sets of the X05 series , which are to be used on the T9 and T10 lines. There is also an option for the delivery of 68 additional sets. The first trains are to be delivered in 2019 and will initially be used on the T9 line from 2020.
Line T10: Tramway Antony - Clamart
The municipalities of Châtenay-Malabry and Le Plessis-Robinson will also benefit from the planned tram from Antony to Clamart . The route will be 8½ km long and will have 14 stops. 160,000 people live in the catchment area of this line.
At the terminus in the east, that is in Antony, there will be connections to the RER B and the Trans-Val-de-Marne metrobus line . In the western part of the route, a transfer connection to the T6 tram line will be created in the urban area of Clamart. However, construction is not expected to start before 2017; commissioning is scheduled for 2021.
photos
Tram lines T1, ...
... T2, ...
... T3a, ...
... T3b, ...
… T4,…
… T5,…
… T6,…
... T7, ...
... T8, ...
... and T11.
See also
literature
- Jean Robert: Les tramways parisiens . 3. Edition. Self-published, 1992.
- Jean Tricoire: Le tramway à Paris et en Île-de-France . La Vie du Rail, 2007, ISBN 978-2-915034-66-0 .
- Clive Lamming: Paris Tram . Parigrams, 2003.
- Claude Wagner: Les petits trains et les tramways des Yvelines et de l'Ouest parisien du XIXe aux années 2000 . Éditions du Valhermeil, 1997, ISBN 2-905684-85-2 .
Web links
- Publication of the AMTUIR Musée des Transport Urbain accessed December 26, 2014 (French)
- Photo: Harding steam locomotive of Tramways Sud
- Official site for line T3 (French)
- Official site for the construction of the T8 line (French)
- Official site of line T9 (French)
- City map section with route of the T9
- Publication of the STIF; April 2014 for the construction of the T10
- T10 line map (STIF)
- Spiegel Online: Vive le Tram! (December 14, 2006)
Individual evidence
- ↑ evous (French) from October 2013, accessed on April 23, 2014.
- ↑ Archived copy ( memento of the original dated November 16, 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. (French), accessed November 13, 2013.
- ↑ Le Figaro, November 19, 2012, accessed December 18, 2014 (French)
- ↑ AMTUIR (see lit. section Les tramways parisiens> Avant 1874: le Chemin de Fer Américain)
- ↑ Le Cheaval à Paris de 1850 à 1914 , p. 95; accessed on January 9, 2014 (French)
- ^ Ghislaine Bouchet: Le cheval à Paris de 1850 à 1914 p. 88, accessed on January 12, 2014 (French)
- ↑ AMTUIR (see lit. section Les tramways parisiens> 1874–1887> Le développement des tramways à chevaux> Les premiers essais de traction mécanique)
- ↑ AMTUIR (cf. lit. section Les tramways parisiens> 1900–1910: La belle époque des tramways parisiens> Les nouvelles compagnies de tramways)
- ↑ AMTUIR (cf. lit. section Les tramways parisiens> 1910–1920: L'unification de la traction électrique)
- ↑ 1910–1920: Les tramways parisiens - L'inondation de 1910 published by AMTUIR - Musée des Transports Urbains, accessed on January 10, 2015 (French)
- ↑ Les tramways parisiens - La guerre de 1914–1918 published by AMTUIR - Musée des Transports Urbains , accessed on March 6, 2015 (French)
- ↑ Mathieu Flonneau: La concurrence tramway-automobile au cours de l'entre-deux-guerres à Paris. In: Revue d'histoire des chemins de fer. Pp. 279-303; accessed on January 1, 2015 (French)
- ↑ Le Tramway en Île-de-France STIF press release December 2014 , 44 pages, many maps; accessed on December 25, 2014 (French)
- ↑ [AMTUIR - Musée des Transports Urbains; 1930–1938: La disparition des tramways parisiens]. Retrieved January 1, 2014 (French)
- ↑ AMTUIR - Musée des Transports Urbains; Histoire générale des transports 1887–1900, Avant 1870: Les premières tentatives de mécanisation et l'apparition du funiculaire ( Memento of the original of July 18, 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. . Retrieved January 7, 2014 (French)
- ↑ AMTUIR - Musée des Transports Urbains; 1887–1900: L'épanouissement de la traction mécanique ( Memento of the original of March 3, 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. . Retrieved January 1, 2014 (French)
- ↑ Tramway Information> Compressed Air Trains> 7. The Early Paris Systems, accessed on January 17, 2015 (English)
- ↑ AMTUIR - Musée des Transports Urbains; Histoire générale des transports 1870–1890: Les automotrices à vapeur Rowan; Retrieved on January 5, 2014 (French) ( Memento of the original from July 18, 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.
- ↑ AMTUIR - Musée des Transports Urbains; Histoire générale des transports 1870–1890 ( Memento of the original of July 18, 2011 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. ; accessed on January 1, 2014 (French)
- ^ Gallica Bibliothèque numérique . Retrieved January 9, 2015 (French)
- ^ Jean Robert, p. 558.
- ↑ Histoire générale des transports - Les Chemins de Fer Nogentais; Publication of the AMTUIR - Musée des transports urbains ( Memento des Originals of March 3, 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. ; accessed on March 26, 2015 (French)
- ↑ Histoire générale des transports - L'électrification des réseaux CFN, PA et CGPT; Publication of the AMTUIR- Musée des transports urbains ; accessed on March 26, 2015 (French)
- ^ Bulletin of the Loi de la République Francaise 1904 . Accessed April 7, 2015 (French)
- ↑ Exposition universelle internationale de 1900 - Rapports du Jury international (p. 86) . Accessed March 17, 2015 (French)
- ↑ cfchanteraines.fr accessed on March 17, 2015 (French)
- ↑ Les tramways parisiens: 1900–1910: La belle époque des tramways parisiens Publication by AMTUIR (Musée des transports urbains) . Retrieved March 17, 2017 (French)
- ↑ Route network 1884
- ↑ Bulletin des lois de le République Francaise , p. 1105 f, accessed on March 15, 2015 (French)
- ↑ 1874–1887: Le développement des tramways à chevaux; Publication of the AMTUIR - Musée des Transports Urbains . Accessed March 12, 2015 (French)
- ↑ Annales des Ponts et Chaussées, 1874; accessed on March 19, 2015 (French)
- ↑ 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. Nouveau Grand Paris Publication by STIF in January 2014; with a very clear map
- ↑ OMNIL Observatoire de la mobilité en Île-de-France> Transports en commun en chiffres . Retrieved April 13, 2015 (French)
- ↑ Archived copy ( Memento of the original from October 4, 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. Retrieved July 10, 2013.
- ↑ Archived copy ( memento of the original from February 1, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (French)
- ↑ ratp.fr ( Memento of the original from September 26, 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.
- ↑ portesessonne.fr
- ↑ ratp.fr ( Memento of the original from November 16, 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.
- ↑ ratp.fr
- ↑ ratp.fr ( Memento of the original of October 8, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Archived copy ( memento of the original from September 29, 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. (French), accessed October 2, 2013.
- ↑ http://archive.wikiwix.com/cache/?url=http://www.tramtrain-massyevry.fr/Les-caracteristiques-du-tram-train&title=Site%20officiel%20-%20Les%20caract%C3 % A9ristiques% 20du% 20tram-train (French), accessed October 2, 2013.
- ↑ France 3 Mitteiling of June 5, 2014 (French), accessed on June 6, 2014.
- ↑ http://www.stif.org/les-developpements-avenir/les-projets-investissement/tramway/projets/tramway-porte-choisy-orly-4399.html (French), accessed on October 2, 2013.
- ↑ http://archive.wikiwix.com/cache/?url=http://www.stif.org/IMG/pdf/STIF_-_Tramway_Porte_de_Choisy_-_Orly_Ville-2.pdf&title=Un%20nouveau%20tramway%20entre%20la% 20Porte% 20de% 20Choisy% 20% 28Paris% 2013e% 29% 20et% 20Orly% 20Ville (French). Retrieved October 4, 2013.
- ↑ mobilicites.com Mobilicites.com of November 15, 2016: Stif: Alstom fait le grand chelem en obtenant la commande des trams T 9 et T 10 (French), accessed on November 26, 2016.
- ↑ stif.org
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