The first of what will be many STIF-purchased railcars for the 14 Line of the Paris subway began revenue service in late November. The above is that of railcar #585, and just like the MF 01 of the 9 Line and the MI 09 of the RER Commuter Rail A Line, these railcars are fitted with the exterior grey of the STIF in conjunction with the mint green/white colors of the RATP, the city’s transit operator.
There’s been quite a lot going on this week in respects to public transit. Rather than creating 6 or 7 different posts, I’ve decided to list everything in one single post. Each tidbit of transit news is grouped by geographical region (or Focus Area) that I cover.
With the rolling stock transition soon coming to a close on Line 5, the RATP has already begun preparing for the next phase of rolling stock replenishment for Line 9. Line 9 currently possesses the aging MF 67 series D rolling stock, which are gradually reaching the ends of their useful lives. In 2011, the STIF voted to purchase 66 MF 2000 trains to replace the existing 70 MF 67 on Line 9. Because of changes in government policy (ORTF Law of 8 December 2009), the STIF is now required to fund replacement rolling stock by 50% and rolling stock for new lines or extensions by 100%. This eventually lead the STIF to fund the purchase of the MF 2000 rolling stock for Line 9, as well as the MP 05 rolling stock for Line 14.
With these two lines about to be equipped with new rolling stock, evidence of what has become the norm on the Parisian transport system has already been seen on the Paris Metro system…at least by a few so far. That new norm is a co-branded livery that features the white and mint green tones of the RATP, and the grey tones of the STIF (along with the string of leaflets). On SNCF-controlled rail lines, this co-branded livery comes in the form of the grey tones of the STIF and the shades of red of the SNCF. Though this co-branded livery presents a very unique and modern style for rolling stock, as well as buses, I have to say that the livery stops short of being anything close to “awesome”. In other words, I’m not really that thrilled to see the new livery, though things could have been much worse in my opinion.
The first co-branded livery appeared on renovated MI 79 trainsets (RER Line B) in 2011. This particular co-branded livery was unique in the sense that it included tones from all three agencies; the RATP, the STIF, and the SNCF, creating what I call an “organized colorful mess” of mint green, white, grey, and red. The co-branding trend quickly followed onto the numerous fleets of buses that the RATP has purchased since 2010, though in a more simpler form of green, grey, and white. In 2011, the MI 09 rolling stock (RER Line A) was unveiled with a co-branded livery featuring mint green vertical stripes down each door and a horizontal grey banner of the STIF. More recently, the new SNCF Z50000 suburban rail trains and the refurbished SNCF Z20500 commuter rail trains have received similar treatment with grey, white, and red tones, creating a fresh, modern look for both sets of rolling stock.
Now, we have the MF 2000 subway stock for Line 9 gracing a similar co-branded livery to that of the MI 09 commuter rail trains, with the green/white body replaced with grey/white tones and green vertical stripes along each door. This livery has officially marked the beginning of the new norm along the Paris Metro, where the RATP’s mint green and white livery has dominated the underground landscape since the early 1990s. With the MP 05 next on the list for Line 14 reinforcement, we can expect to see the blackend tones be replaced with a lighter shade of grey and the same vertical green stripes on the doors. Don’t think that I’m thrilled to see that happening either…because I’m really not.
Just putting in my 2 cents on the matter folks!
Happy Saturday everyone!
Today, we celebrate another milestone on the Paris Metro system, the grand opening of station Mairie de Montrouge on Line 4!
Although I would have liked to get my post on Line 4 (as a whole) uploaded today, I just was not able to due to some technical issues. I will be able to get the post done, but not until next week.
If you’re reading this post from Paris, there are some pretty neat events going on in conjunction with the grand opening. I invite you to jog over to the Dominque Josse blog for a schedule of events. It’s pretty cool! 😀
With that said; I would also like to update my readers on other posts that I’m planning. I’m currently working on my post regarding fare evasion and how different transit districts are dealing with it. I hope to have that post up by the middle of April. I’m also working on my next Transit Staycations post, which will profile another neat destination in the Tampa area. Please stay tuned for further updates and continue to spread the word about my site!
Happy Saturday everyone!
We are roughly a week away from the scheduled grand opening of station Mairie de Montrouge along the Paris Metro Line 4, and I’ve come across a couple YouTube videos which show the final testing phase in action!
Please know that neither video was taken by me, so I have to thank the two individuals who took these videos. The first video is that of an MP 89CC stock train departing station Porte d’Orleans, which is the current southern terminus of Line 4. Prior to Montrouge, trains would slowly depart the southbound platform and switch over to the loop tracks to return to the northbound direction via the northbound platform. A central track on the northbound platform would sometimes be used for arriving trains to unload passengers as well. This three-track, two-platform configuration is very common for terminating stations throughout the Metro.
After the opening of station Montrouge, the traffic pattern will permanently change at station Porte d’Orleans. The southbound platform and track will continue to be used for southbound traffic. However; the center track will be switched over to northbound traffic, keeping in tune with the rest of the Line 4 stations. The current northbound track, at the outer edge of the northbound platform, will be permanently removed and covered over to make way for a new access point, which includes elevator access.
The second YouTube video is particularly awesome, and is not very common to see in any subway system. It shows a conductor’s view of the MP 89CC stock train departing station Porte d’Orleans and traveling to station Montrouge. After a short stop at the southbound platform, the train reverses and returns to the northbound direction, making a brief stop at the northbound platform before returning to station Porte d’Orleans.
Now, while these videos are quite awesome, there were a couple other videos here and there that showed station Montrouge during construction. However, I’m not able to find those videos at the moment.
Like the opening of station Front Populaire along Line 12, I will be making a post about the history of Line 4 and station Montrouge. Please look out for this post next Sunday! 😀
I know I’ve been talking quite a lot about the Paris Metro as of late. However, I don’t want to leave the New York City Subway out of my discussions, as there’s much to talk about on that system. Particularly, I will be speaking of news that the New York City MTA will be, for the first time in the agency’s history, reopening a previously closed subway station.
During the lifetime of a subway system, many stations may permanently be closed to passengers for a variety of reasons. Common reasons include: the distance of the station in comparison to adjacent stations (stations too close to each other), cost of maintaining the station (too expensive to maintain and keep open), and the design of the station (either the station is obsolete or too oddball to keep open). In any case, once a subway station is permanently closed to passengers, passenger access will be permanently sealed and trains will simply pass through the corridor without stopping.
As I mentioned in my Sunday posting regarding Line 4 of the Paris subway, I want to go through some possible scenarios that could play out if full automation were to take place. Right now, automation is in the planning books for Line 4, as it is the second busiest line in the Paris Metro system. With the success of Line 14 being a fully automated line, the RATP began to research automating other lines in the system. Possible candidates include Lines 4, 6, 7, 11, and 13 due to their passenger loads. Line 13 is currently being fitted with platform screen doors, making it a likely candidate for automation within the next 15 to 20 years. I would heavily suspect that once Line 4 is complete, Line 13 will be next on the list.
I have some late-breaking news regarding Line 11 of the Paris Metro!
A couple weeks ago, I mentioned about the upcoming project to extend Line 11 from its current terminus at station Mairie des Lillias to Rosny Bois-Perrier. Now, there is word of a 2nd phase extension that would run from Rosny Bois-Perrier to Noisy-Champs, where it will connect to the RER Line A and be partially integrated into the proposed Grand Paris Express system.
I would like to share some links with you. These are links to a few photo albums from the Paris Metro Line 4 blog by Dominique Josse that depict the construction of station Mairie de Montrouge. There are three albums to view, all of which are accessible from the left side navigation bar on the homepage. Since the site is in French however, it may be difficult for some to locate the exact links to the albums.
- Construction in and around station Porte d’Orleans
- Construction of station Mairie de Montrouge
- Construction of the Montrouge depot
Don’t forget to check out the virtual tour by clicking on the link ” Visite virtuelle station Mairie de Montrouge” located on the left side navigation bar. It’s very cool and very realistic!
Please stay tuned for further updates. The countdown to the grand opening is well underway, and this time (unlike Front Populaire on Line 12), I plan to really enjoy the excitement as if I was actually in Paris!
As the sun begins to set on this wonderful Sunday evening, I would like to take a moment to mention that the rolling stock transition on the Paris Metro Line 5 is nearly complete.
Line 5 has had a couple changes in its rolling stock ever since it opened in 1906, with the very first stock trains being the Sprague-Thomson. The Sprague circulated on Line 5 for many years, initially in 3-car sets but then increasing to 4-car trains as the line expanded. In the 1970s, the MF 67-D and E series trains, comprising of 5 cars, began to appear on Line 5, gradually replacing the aging Sprague trains.
The retirement of the Sprague was practically complete as of 1982, until a flooding event at station Église de Pantin occurred on June 7, 1982, forcing several MF 67 trains out of service and the remaining Sprague trains from Line 9 to be rerouted to Line 5. The Sprague was finally pulled from service permanently on April 16, 1983. During this time, many of the MF 67-D and E series trains were gradually being moved over to other lines in favor of the newer MF 67-F series trains from Line 7.