Tram Nantes

Tram Nantes

Basic information
Country	France
city	Nantes
opening	7th January 1985
operator	SEMITAN
Infrastructure
Route length	44.3 km (2016)
Gauge	1435 mm ( standard gauge )
Power system	750 V DC overhead line
Stops	83
business
Lines	3
Clock in the peak hours	3-4 min
Cruising speed	25 km / h
vehicles	46 Alstom TFS 33 Adtranz Incentro 12 CAF Urbos 3
Top speed	80 km / h
statistics
Passengers	266,300 per day (2008) 297,000 per day (2016)

The Nantes tram ( French Tramway de Nantes ) was the first new installation of a tram network in France after all trams except for individual lines in Marseille , Saint-Étienne and Lille had been shut down in the post-war period .

27 years after the old tram was shut down in Nantes , the modern tram opened on January 7, 1985 between the Haluchère (in the east) and Bellevue (in the west) stops . It is operated by the Société d'économie mixte des transports en commun de l'agglomération nantaise (SEMITAN).

In September 2010, the Nantes tram had the fourth largest network in France. The number of passengers ranks third in France (2008) with 266,300 passengers per day , first in the Île-de-France trams with 338,400 passengers per day (2009) ahead of Strasbourg with 280,000 passengers (2007) .

The tram from 1879 to 1958

Former tram (before 1914)

Museum-preserved compressed air railcar of the Tramways de Nantes

The first tram in Nantes began its passenger service on December 13, 1879 with pneumatic railcars . It served the route from Doulon in the east to Gare Maritime in the west. The network was electrified between 1911 and 1917. In 1932, the Nantes tram network reached its greatest expansion, with 20 lines serving 14 different routes.

During the Second World War , large parts of the tracks and the rolling stock were destroyed. In 1946 the city shied away from rebuilding a number of routes that have since been served by bus . In 1949 the decision was made to shut down the entire tram network. On January 25, 1958, the tram ran for the last time on the Pont de Cens - Saint-Joseph line.

The way to reintroduce the tram

At the end of the 1970s, the mayor of Nantes Alain Chénard (elected in 1977 when the political majorities changed) came up with the idea of a modern tram. This also happened in response to the initiative of the State Secretary in the Ministry of Transport, Marcel Cavaillé , who wrote a letter in 1975 asking the major cities of the country to develop concepts for their urban transport.

In 1975 the Syndicat intercommunal des transports publics de l'agglomération nantaise (SITPAN) was founded, which organized and financed the already very dense bus network in the 19 member municipalities, which was run by the transport company Société des Transports de l'Agglomération Nantaise (STAN) - two years later Semitan - was served.

In 1978 SITPAN signed a market study with the SOFRETU planning office, a subsidiary of the Paris-based RATP , to propose improvement measures in public transport . The study advocated the creation of a new network structured by two tram lines linked with numerous bus routes . The tram lines could be set up on two axes:

a north-south axis that crosses the two arms of the Loire and the Sèvre Nantaise
an east-west axis that connects the Park Beaujoire and the large housing estate Bellevue, with a communal route with the north-south axis in its central part

Alain Chenard recalled that “the tram has always been linked to completely rebuilding the streets to solve the problem of other modes of transport. It was the smartest, but was it reasonable? Politically it was a suicide! "

In August 1978, the city considered building the east-west line Bellevue ↔ Haluchère - in order to “serve the center, but tangentially, without piercing it. It is also the route that caused the least impairment; you could recycle an area on the old railway site. ”This was how the detailed planning and administrative procedures were put in place. The cost of the project in 1980 was estimated at 400 million francs (about 60 million euros). In 1981 the project received the “Public Benefit Assessment” (DUP).

In 1979, SITPAN entrusted Semitan, which was then headed by traffic expert Michel Bigey, with the delegated developer of the project to build and coordinate the tram project. Although all those involved had the will to implement this line quickly, using techniques tried and tested in Germany, there were delays, especially because of the cost of the vehicles. In the municipal council elections in 1983, the election campaign of which was determined by attitudes towards the tram, there was a change in the political majority: Michel Chauty was elected mayor. His team, staunch opponents of the tram, were of the particular opinion that his predecessor's project would cut the city apart and had the work interrupted. However, they found that the project was too far advanced to be stopped. The construction work started again and took a total of 33 months between the first preparatory work in November 1981 and the opening for test drives in August 1984.

In 1983, it was estimated that the tram would open up 70,000 residents and 37,000 jobs within a radius of less than 800 meters from the route, to which one had to add the jobs in the city center, that means a total of 90,000 jobs, which is to the led to the following traffic forecasts for line 1 (taking into account the relocation of the bus routes to the tram terminus to connect to the industrial areas and the Carquefou shopping center via the Haluchère stop and to the Bellevue and Saint-Herblain-Village districts at the other end improve):

Maximum load in rush hour: 2500 passengers per hour
Average daily occupancy on working days: 58,000

that is, an expected annual traffic of 17 million passengers, approximately with a cruising speed of 25 km / h and a service frequency of four minutes in the rush hour and 15 minutes in the off- peak hours .

Financially, the realization of line 1 was demanding with 403 million francs, of which 214 million for the infrastructure and 93.8 million for the vehicles. The funding was made possible by a state grant equal to 50% of the pure infrastructure investments (excluding rolling stock), plus ten million raised by the National Agency for Exploitation of Research ANVAR, given the innovative nature of the project. The sum raised by SITPAN will be repaid thanks to an increase in the transport tax (fr. Versement transport) paid by the companies, which rose from 1% of salaries to 1.5%.

The tram's success with the public, especially when it went into operation on December 20, 21 and 22, 1984, during which 50,000 people used the line, made the opponents of the tram injustice. The tram will from now on be the subject of a broader consensus in local politics.

The first modern tram, ordered in April 1982, was delivered on April 2, 1984. Line 1 was put into operation in snow between Commerce and Haluchère , with a success that was reinforced by the winter blockade of road traffic. In view of the resistance of the local administration at the time, this first part of the line would never have been opened.

At the end of 1984 line 1 was used by 42,000 passengers / day, which means that it reached its capacity limit during rush hour.

In 1989, the extension of line 1 from Haluchère to Beaujoire was put into operation. New local elections took place, leading to the return of the left to power, not led by Alain Chenard but by Jean-Marc Ayrault . His team gave the impetus to the introduction of line 2 of the Nantes tram.

Today's network

The tram serves 83 stops on three lines. 43.5 km of tracks run through the greater Nantes area and the trains transport 266,300 passengers a day, that is 65.65 million per year (2008). 60% of local public transport services are provided by trams.

development

Historical

Two-part TFS on Quai de la Fosse, 1988

On January 7, 1985, passenger service began on the first line of the new tram between the Commerce and Haluchère stops . The trains were parked and serviced in the new tram depot in Dalby. Due to delays in the construction process, the Commerce - Bellevue section was not put into operation until February 18 of the same year. On April 22, 1989, four years after the return of the tram to Nantes, the line from Haluchère to Beaujoire was extended.

A second line was opened on September 26, 1992. This connected Trocardière in the municipality of Rezé with the center of Nantes, at the northern end of the Cours des 50 Otages. A separate depot was built for the trains on Line 2 at the Trocardière terminal . On September 3, 1993, line 2 was extended by 50 Otages to Facultés and thus reached the university.

In 1994, on March 14th, line 2 was extended by two more stops to Recteur Schmitt and on August 29th reached the Orvault community with the Orvault Grand Val terminus next to the shopping center of the same name.

On April 17, 2000, a new route for Line 1 was put into operation: the new route served the stops Jean Moulin , Lauriers and Romain Rolland instead of the Jamet stop .

A third line was put into operation on August 28, 2000. It ran from Plaisance to Hôtel-Dieu and shared a section with line 2 in the city center. On the same day, line 1 was extended from Bellevue to the new François Mitterrand terminal .

On April 5, 2004, line 3 was extended to the north by 5 stops to Sillon de Bretagne and thus reached the municipality of Saint-Herblain .

On August 29, 2005, line 2 was extended by three stations to the south to the new Neustrie terminal in the municipality of Bouguenais .

On August 27, 2007, lines 2 and 3 exchanged their terminals south of the Loire, so that line 3 now led to Neustrie . In addition, a new terminus for line 2 at Gare de Pont-Rousseau was put into operation, so that the joint section of both lines now comprised seven stops.

On January 5, 2009, line 3 was extended again by 600 m in a northerly direction to Marcel Paul and thus reached the bus depot, which was expanded by a tram section and now accommodated all trains on line 3.

On October 1, 2012, the branch of line 1 from Haluchère to Ranzay went into operation. This means that every second train from Haluchère to Ranzay or Beaujoire ran from the city center.

The network since October 2012 (schematic)

Line network 2012

Lines

Néruda stop (line 1, Incentro train) in 2008

Pirmil stop (lines 2 and 3) in 2001
junction point to bus lines and Park & Ride square

Standard equipment of a stop 2001, here in Plaisance (line 3)

A platform at Poitou station has been designed like a pergola . This picture was taken in 2001 shortly after commissioning. At this point the plants had not yet greened the structure.

In narrow streets, trams and cars share the lane. Poitou
stop (line 3, TFS train) 2001

line 1

Beaujoire / Ranzay ↔ François Mitterrand (amplifier trips: Hôpital Bellier ↔ Jamet)

Opening: 1985
Route length: 17.6 km
Stops: 33
Passenger number: 111,700 daily (2009)
annual passenger number: 28.75 million

Line 1 of the Nantes tram has the third highest number of passengers of any French tram line (after line 1 of the Montpellier tram and line 1 of the Paris tram ). When it went into operation as the first line on January 7, 1985, it connected the Bellevue district (in the west) with the Haluchère district (in the east) through the city center, where in particular the central media library, Place du Commerce and the train station were located Nantes opens up.

Since September 2007, the repeater services of line 1 (which previously served the Hôpital Bellier ↔ Gare Maritime connection) have been extended to the Jamet stop (reopened after its closure in 2000 - the route between Croix Bonneau and Jamet has been extended to François Mitterrand since line 1 was extended no longer served in regular service). Around every second journey ends at this stop with a change of direction, thus increasing the frequency on the central section of the line.

Since October 2012 there has been a branch at the eastern end of the line. Every second train runs from Haluchère to the previous end point Beaujoire, the other journey takes the new junction to Ranzay.

Line 2

Orvault Grand Val ↔ Gare de Pont Rousseau (amplifier trips: École Centrale Audencia ↔ Hôtel Dieu)

Opening: 1994
Route length: 11.7 km
Stops: 25
Passenger number: 84,500 daily
annual passenger number: 24.1 million

This line has been studied since 1985. In view of the success of Line 1 with its 65,000 daily passengers, SEMITAN proposed the construction of the second line in 1989, which included, in particular, the bridging of the two arms of the Loire in order to limit the traffic jams on the bridges of the city. In addition, despite their bus lanes , the buses had proven insufficient to handle the traffic. The preliminary design was approved in 1990 and the work took two years.

Line 2 was put into operation in several phases. The first section, opened on September 7, 1992, connects Cinquante-Otages in the center of Nantes with Trocardière in the municipality of Rezé for 6 km .

In 1994 she linked Trocardière south of the Loire with the faculties and served the Rezé media library (Espace Diderot) and the Trocardière exhibition hall.

Lengthened to Orvault, later to Bouguenais, the course of the route was changed in 2007. The old route in the south (between Pirmil and Neustrie ) has since been served by line 3 instead.

Approximately every second trip leads to the reinforcement of the line only on the section between the Ecole centrale-Audencia and Hôtel-Dieu stops , especially during rush hour . This allows for greater capacity between the university faculties and the city center.

Line 3

Industry ↔ Marcel Paul

Opening: 2000
Route length: 14.1 km
Stops: 32
Passenger number: 71,200 daily
annual passenger number: 11.8 million

The first section was put into operation on August 28, 2000 between Hôtel Dieu and Plaisance . In 2004 it was extended to the Sillon de Bretagne high-rise in Saint-Herblain in order to provide traffic to the eastern quarters of this city.

In 2007 it was extended south from Hôtel Dieu to Neustrie by taking over the southern branch of line 2.

On January 5, 2009, 600 meters of track north of the Sillon de Bretagne were put into operation to reach the Semitan depot, which is located on Boulevard Marcel Paul in Saint-Herblain. A new terminus and a park + ride area were built. The depot was rebuilt to accommodate all Adtranz Incentro cars on this line.

Technical specifications

The Nantes tram network is standard-gauge and electrified with 750 V DC .

It has three depots:

Dalby is located on Rue Bellier (next to the SEMITAN headquarters) and is home to the trams for line 1 and buses. The Dalby depot, which is located near the Hôpital Bellier stop and partly on the site of the former locomotive manufacturer Brissonneau et Lotz , also includes the network's central control center, which monitors the operation of buses and trams in real time.
Trocardière is located on rue de la Trocardière in Rezé and is a pure tram depot that houses the railcars on line 2.
Saint-Herblain, avenue des Lions, is dedicated to line 3 of the tram and also ensures the parking and maintenance of buses.

business

vehicles

Semitan currently serves the network (beginning of 2018) with a total of 91 articulated multiple units , which come from three different manufacturers. The vehicles are all barrier-free and housed in three depots.

Furthermore, a historic tram from 1913 has been preserved as a museum vehicle.

Vehicle type	number	Delivery year (s)	capacity	length	width	height	Dimensions
Alsthom TFS	46	1984-1985, 1988-1994	353 seats (68 seats, 285 standing places)	39.15 m	2.3 m	3.25 m	51.96 t
Adtranz Incentro	33	2000-2001, 2005-2006	322 seats (72 seats, 250 standing places)	36.42 m	2.4 m	3.28 m	38.7 t
CAF Urbos 3	12	2012	249 seats (68 seats, 181 standing places)	37.96 m	2.4 m	3.4 m

Tramway français standard as it is today

Alsthom TFS

When Nantes decided to reintroduce the tram, the French rail vehicle industry had long since stopped producing tram vehicles. Therefore, under the direction of GEC Alsthom (now Alstom), a new type of tram was designed for Nantes, which was also to become the standard vehicle for future French tram networks. The first version of the “Tramway français standard” (TFS) was a high-floor (62 cm floor height) six-axle articulated multiple unit with two car bodies and three bogies.

As a result of the unexpectedly high passenger volume of up to 46,000 passengers a day in October 1987, the vehicles were equipped with clutches and multiple controls by the end of 1988 in order to enable double traction . In addition, eight additional railcars were ordered for 1989. From 1992 the vehicles were lengthened: A low-floor middle section was inserted between the two existing car parts , so that not only the capacity was increased, but the vehicles can also be used without barriers since then .

The cars have had the new TAN livery since 2005. They run on lines 1 and 2.

A renewal of the vehicles was commissioned in 2010 at the same time as the maintenance of the route network and the purchase of eight new low-floor vehicles. These measures have a budget of 150 million euros.

Adtranz Incentro railcar at the Moutonnerie stop

Adtranz Incentro

The Incentro cars come from the German manufacturer Adtranz (now taken over by the Canadian manufacturer Bombardier ). These are five-part, low-floor articulated multiple units, which are completely low-floor due to an entry height of 28.5 cm (floor height 35 cm). They have three chassis, two of which are powered. They also have electrical recuperation brakes for the driven wheels, mechanical disc brakes with electro-hydraulic control for all wheels and magnetic rail brakes for emergency braking. Vehicles of this type were also delivered to Nottingham with modifications .

The Incentro runs on lines 1 and 3.

CAF Urbos 3

In 2010, the city of Nantes put eight new trams out to tender in order to expand the network and increase the frequency of the various lines. In October 2010, the Spanish manufacturer Construcciones y Auxiliar de Ferrocarriles (CAF) emerged as the winner with the Urbos 3 model. Like the Incentro, the Urbos 3 is a five-part low-floor articulated multiple unit. The purchase price of the eight cars was 22 million euros. An option for a further four cars at a price of around ten million euros was also exercised, so that a total of twelve vehicles will be delivered.

The new trains are primarily intended for line 1 and will be available for extension to Ranzay - the first stage to connect lines 1 and 2 - in 2012. They also help allow 3 minute rush hour intervals on the central section of the line.

The bid to CAF was decided because of the relatively low purchase price. The vehicles were delivered beginning April 2012, by the end of 2012 all railcars should be delivered. These cars are similar to the previously purchased Incentros in terms of their technical and design features. The cars are assembled in France at the CAF plant in Bagnères-de-Bigorre , which was built in 2008 to manufacture trams primarily for French companies. Individual components come from Spain, the chassis are manufactured in Beasain , the car bodies in Saragossa .

Railcar 144

As a museum car, the Nantes tram has the Jeumont railcar No. 144. This railcar, which dates from the time of the first tram network (1913), is used for events and special events.

Planning

Connection of lines 1 and 2

Future line network after the connection has been established

With the ultimate goal of creating a tram ring, the Nantes Metropole urban transport authority plans to connect the sections of lines 1 and 2 in the north. Indeed, the Nantes tram network and most of the bus network are made up of radial lines , that is, going from the city center towards the suburbs. This form forces passengers who want to change from one tram line to another to travel through the city center (unless they use the bus). The Commerce stop is the transfer point for all three tram lines and numerous bus routes.

Thanks to the new connection, it will be possible to pass from Line 2 to Line 1 in the north, which would simplify travel in this area, in particular the connection between the university departments and Nantes train station.

The new section with a length of 2.75 km provides for the creation of three new stops, including Babinière-Süd , where there will be a direct connection to the Nantes-Châteaubriant tram-train (see Nantes – Châteaubriant railway ). This section will be used by lines 1 and 2. On line 1, every second journey on the other side of the Erdre river will end at the Facultés stop , while on line 2, every second journey will end at the Haluchère transfer point on the right bank.

The planning was well advanced, but had to be stopped in 2008 due to the economic situation and new political priorities in the area of transport.

In fact, in 2008, the City and Surroundings Association intended to draw up a new urban transport plan (fr: Plan de déplacements urbains ) which initially preferred the optimization of the bus network in order to reassess other lines and use them to create corridors. Even if the connection of lines 1 and 2 will not be part of this urban transport plan, the President of Nantes Metropole and Mayor of Nantes Jean-Marc Ayrault has nevertheless expressed the wish to extend line 1 to Ranzay (by one stop), and so on a first step to guarantee this connection.

On October 23, 2009, the council of the City and Surroundings Association passed the implementation of this first construction phase, which is scheduled to go into operation at the end of 2012. The costs were estimated at 49.5 million euros (work, planning and remuneration of the contractor, risks ...) in July 2009, including 20.5 million euros for the construction of the Haluchère junction and four million for the purchase of land, that is a total budget of 55.28 million euros, of which 53.5 million will be allocated to the 2008-2014 legislative period.

Construction of the first section began in January 2011. Work initially included the Haluchère junction, the extension of line 1 with the construction of a new station in Ranzay and the extension of the Jonelière bridge, which will also serve the Nantes - Châteaubriant tram train . On October 1st, the extension of line 1 to Ranzay went into operation.

The following two-kilometer section to Babinière-Sud was initially only opened for the Tram-Train Nantes – Châteaubriant on February 28, 2014 .

other projects

Northern extension of line 1 to Saint-Joseph-de-Porterie

The idea of this extension has been around for a few decades and it prompted the municipalities of Carquefou and Nantes (district of Saint-Joseph-de-Porterie) to reserve a route for the tram when building their new districts. The possible route of this extension can be clearly seen from a bird's eye view, as it extends from Halvêque in the north of Saint-Joseph-de-Porterie through wide streets, where the current lawn would give way to the future tracks. The construction costs would therefore be significantly reduced, since the site is in a certain way already prepared and kept free.

Construction of a line 5

First considered as a tram, then as a bus lane, the project was presented again in May 2011 as a classic tram line. This new line would reach the Loire Island from Nantes from the east, crossing the Loire on Pont Éric Tabarly, with a first terminus near today's MIN (wholesale market, replaced by the CHU University Hospital around 2020). This line would have a link with lines 2 and 3 at the Mangin stop.

However, this line would not be operational before 2020.

The tram as a means of urban development

In the course of the development of the new tram network, this mode of transport has become a major factor in the urban development of Nantes.

The tram makes it possible to revitalize the public space in order to improve the quality of stay and to give preference to pedestrians at the expense of motor vehicle traffic, for example on the Cours des 50 otages.

The tram is also used to structure the creation of new neighborhoods, as part of the extension of line 3 towards Sillon de Bretagne or line 1 to Atlantis (creation of the Solvardière residential area) and, in a more classic way, to create urban densification corridors, like along line 3.

Finally, the tram is used as an urban policy tool to improve transport links in problem areas . In this context, the tram serves Sillon de Bretagne, Bellevue, Plaisance, Chateau-Rezé and Bottière. This is particularly clear at Bellevue: the tram route has been rerouted (the route now forms a "U") in order to completely cross the district.

literature

Christoph Groneck: French planning models for tram systems compared to Germany . Dissertation, University of Wuppertal 2007 ( PDF:) .
Harald A. Jahn: The future of cities . Phoibos-Verlag, Vienna 2010, ISBN 978-3-85161-039-0
André Vigarié: Le tramway de Nantes: un exemple d'utilisation des transports en commun pour contrôler et orienter l'urbanisation , in: Revue de géographie de Lyon, vol. 58, no. 1/1983, pp. 41–50, ISSN 0035-113X online:
Pierre-Yves Lange: Tramway: la voie du retour , in: Nantes Passion, No. 205, June 2010, pp. 54/55, ISSN 1164-4125 PDF:

Web links

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

Individual evidence

↑ [1] SEMITAN annual report for 2016 (French), accessed on January 24, 2018

↑ ^a ^b History of the new Nantes tram on the website of the Musée des transports urbains, interurbains et ruraux, in French

↑ magazine Villes et Transports , no. 417 12 December 2007

^ History of the Nantes tram on the website of the Musée des transports urbains, interurbains et ruraux, in French

↑ ^a ^b ^c André Vigarié, quoted in the bibliography , pp. 45/46

↑ ^a ^b Alain Chenard, quoted from P.-Y. Long quoted in the bibliography

↑ ^a ^b ^c ^d ^e P.-Y. Long art. cit. en bibliography

^ Jean Tricoire: Le tramway en France , page 103

^ ^A ^b Jean Tricoire: Le tramway en France, page 104

^ Jean Tricoire: Le tramway en France , page 106

↑ Official SEMITAN route network map ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.tan.fr
↑ ^a ^b SEMITAN press release of February 3, 2009 ( Memento of March 24, 2009 in the Internet Archive )
^ ^A ^b Jean Tricoire, Le tramway en France, La Vie du Rail, 2007, page 111
↑ ^a ^b ^c Hubert Heulot: Nantes achète des rames CAF . In: Ville, Rail & transports , No. 505, October 20, 2010, p. 12, ISSN 2104-0028
↑ ville-rail-transports.com - Nantes buys trams from the Spanish manufacturer CAF , in French
↑ ^a ^b Jean Tricoire, Le tramway en France, La Vie du Rail, 2007, page 110
↑ Des dépôts sur toute l'agglomération ( Memento of the original of November 13, 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. @1@ 2Template: Webachiv / IABot / www.tan.fr
^ Jean Tricoire, Le tramway en France, page 109
↑ ^a ^b tan: Le nouveau tramway de Nantes ( Memento of the original from April 7, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , accessed September 11, 2012 @1@ 2Template: Webachiv / IABot / www.tan.fr

↑ Stadtverkehr 1/89, p. 50

↑ Nantes orders Spanish trams (French) ( Memento of the original from October 14, 2010 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
↑ Ville et Transports of October 4, 2010 "Nantes achète des rames de tramway CAF"
^ Nantes métropole commande de nouvelles rames de tram à la société espagnole CAF
↑ Lignes 1 et 2 du tramway: la connexion reportée à plus tard
↑ ^a ^b Délibération du conseil communautaire de Nantes Métropole approuvant le program et l'enveloppe financière prévisionnelle de la première phase du projet de connexion entre les lignes 1 et 2 de tramway ( MS Word ; 115 kB)
↑ Article in: 20 Minutes from October 26th, 2009 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.20minutes.fr
↑ TAN - Connexion des lignes 1 et 2 du tramway ( Memento of the original from April 14, 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. @1@ 2Template: Webachiv / IABot / www.tan.fr
^ Nantes ma Ville, May 17, 2011

[1] [1] SEMITAN annual report for 2016 (French), accessed on January 24, 2018

[amtuir-nantes-nouveau_tramway-2] History of the new Nantes tram on the website of the Musée des transports urbains, interurbains et ruraux, in French

[3] zine Villes et Transports , no. 417 12 December 2007

[amtuir-nantes-tramway-4] History of the Nantes tram on the website of the Musée des transports urbains, interurbains et ruraux, in French

[Vigarié-5] André Vigarié, quoted in the bibliography , pp. 45/46

[Chenard-Lange-6] Alain Chenard, quoted from P.-Y. Long quoted in the bibliography

[Lange-7] P.-Y. Long art. cit. en bibliography

[8] Jean Tricoire: Le tramway en France , page 103

[Tricoire_104-9] A ^b Jean Tricoire: Le tramway en France, page 104

[10] Jean Tricoire: Le tramway en France , page 106