Tag Archives: paris

Some MI 84 commuter rail stock trains to be re-assigned…

I heard from the Symbioz forums a few days ago that the STIF is proposing to re-deploy twenty trainsets of the MI 84, the commuter rail rolling stock that is gradually being phased out from the RER Line A. This latest development appeared in a media release from the STIF dated February 13, 2013. The release is in French, so you will need a translating service to translate the document into your native language.

Until new rolling stock is ordered to replenish the aging fleet of trains along the RER Line D and Suburban Rail Line R, the STIF is proposing the use of outgoing MI 81 rolling stock to reinforce a portion of both lines for the meantime. The sections that would utilize the MI 81 include the Melun/Juvisy segment of the RER Line D and the Melun/Montereau branch of Suburban Rail Line R. The MI 81 stock along the RER Line A is currently being replaced with the new MI 09 stock, which was introduced in 2011.

Some in Paris may wonder why the MI 81 is being replaced before its predecessor, the MS 61. My understanding is that the MI 81, though similar to its counterpart on the RER Line B, the MI 79, the MI 81 was constructed in a cheaper manner than the MI 79, resulting in greater wear and tear. As a result of this, none of the MI 81 stock have been heavily refurbished, unlike the MS 61. However, it seems that the STIF can put some of the MI 81 trains to good use for a few more years because they will not need extensive refurbishment to run on the other lines, probably just some minor aesthetic and mechanical improvements.

In addition to the possible movement of the MI 81 stock to the RER Line D and Suburban Rail Line R, the STIF is also proposing to bring forth 12 Z2N commuter rail trains to the northern portion of the RER Line D to strengthen service. These trains would be transferred from Suburban Rail Line P, which is currently getting the brand new Z 50000 series rolling stock (known also as the Francilien).


HARTride 2012

Line 12 of the Paris Metro

M12 Paris

Greetings everyone! As promised, I will be discussing Line 12 of the Paris Metro in this post. Line 12 is one of several vital north-south subway routes that traverse the wonderful city of Paris.

Line 12 starts in the southwestern suburbs of Issy, traveling northeastward through the neighborhood of St. Lambert, and making a brief southeast curve towards the rail station of Gare Montparnasse. After servicing Gare Montparnasse, the line curves northwestward along Boulevard Raspail towards the Seine.  Before arriving at the Seine, Line 12 takes a curve towards the north, where it eventually reaches Gare St. Lazare (another major rail station of Paris). Between Gare St. Lazare and Abbesses stations, the line twists and turns several times, making the journey rather unpleasant at times (however, most commuters don’t seem to notice). Beyond Abbesses station are the northern suburbs of Clignancourt and La Chapelle, by which the station of Porte de la Chapelle served as the line’s northern terminus for nearly a century. A new northern terminus at the southern fringe of Aubervilliers opened on December 18, 2012.

Method of construction:

Some of you will probably be able to tell just by the description in the last paragraph that Line 12 is a very curvy line. In fact, there are only a handful of straight segments along the route, since construction of the line was done using the “cut and cover” method, by which the street is dug out to make way for the subway tunnel, and then covered over when the tunnel is complete. This method is used frequently with subway construction and is a money saver over methods that have the subway tunnels built at a much lower depth. However, this method often leaves subway lines to be quite close to the surface and isn’t practical in environments where you have a lot of buildings in the area [1].

To see just how curvy Line 12 is, I’ve created a Google Map that depicts where the route travels.

A brief history:

Line 12 opened in 1910 as the Line A of the Nord-Sud Company, which was a private subway company. The Nord-Sud at the time was competing with the CMP (which stands for Compagnie du chemin de fer métropolitain de Paris), which was another private subway company. As the name would imply, the Nord-Sud had constructed subway lines that ran on a north-south axis, rather than the east-west axis of the various CMP lines. However, Nord-Sud only constructed two lines, with a third still under construction when the company was absorbed by the CMP during the 1930s. In 1948, the CMP in-turn, was absorbed by the the state-operated organization that is now known as the RATP (which stands for Régie Autonome des Transports Parisiens).

The three Nord-Sud lines were originally known as Lines A, B, and C, while the CMP utilized a numbering convention for their lines. The first segment of Line A opened in 1910 between Porte de Versailles and Notre-Dame-de-Lorette. The line was then gradually extended northward to Jules Joffrin and southward to Mairie d’Issy. In 1916, the northern terminus at Porte de la Chapelle had opened. From that point until 2012, the configuration of Line A remained relatively unchanged. When Nord-Sud was absorbed by the CMP in the 1930s, the lines were re-numbered as 12, 13, and 14. Line 14 was eventually immersed into the current Line 13, when a tunnel underneath the Seine was constructed to link the two lines together [2].


Unlike many of the CMP-built lines, the Nord-Sud built lines are distinguished by their vaulted station ceilings and markings over the tunnel entrances that signal the direction of the terminus. These markings would read “Direction Montparnasse” to the south and “Direction Montmartre” to the north. Wall tiling was also very eloquent and distinct compared to some of the other subway lines. Originally, trains along Line 12 were powered by overhead wires instead of a third rail, like they are today [3].

Another highlight of Line 12 is the curved stairwell of station Abbesses and its colorful mural. At station Concorde, one can read the Declaration of the Rights of Man and of the Citizen, which is spelled out along the tiled walls of the Line 12 platforms.

Northern Extension:

As I mentioned earlier; between 1916 and 2012, the configuration of Line 12 remained relatively unchanged. Plans to extend the line northward to Aubervillers and eventually towards La Courneuve surfaced during the 2000s. This project was separated into phases; with the first phase to Front Populaire to be built first. This phase began in 2008 and was completed in December of 2012. The press, RATP staff, and government officials were invited to the station on December 17, 2012 for the formal opening ceremonies. However, the public opening was not until a day later on December 18.

The second phase of the northern extension will take Line 12 to stations Aimé Césaire – Pont de Stains and Mairie d’Aubervilliers, going through the heart of the municipality of Aubervilliers. This phase is scheduled for completion in around 2017. A third and final phase will bring the line to La Courneuve, with stations at La Courneuve – Aubervilliers and La Courneuve – 6 Routes. The third phase will allow connections to the RER Commuter Rail Line B and Light Rail (Tramway) Line 1, and will allow for two subway lines to traverse through the municipalities of Aubervillers and La Courneuve (the other line is Line 7, which passes through these municipalities along the southern and eastern sides) [4][5].

A very spacious and modern station – Front Populaire:

Station Front Populaire is the 302nd station of the Paris Metro system. It is also the very first modernized subway station along the line. Again, no other segments have been built for Line 12 since 1916, so all of the other stations comprise of architecture that is reminiscent of the Metro of the 1910s.

Originally called station Proudhon – Gardinoux (to represent the intersection of Rue Proudhon and Rue des Gardinoux); station Front Populaire represents a marvelous yet comfortable environment. The color scheme used throughout the station comprise of mostly white, gray, brown, and green tones. A huge skylight allows for as much natural lighting as possible to reduce energy consumption. The station is also equipped with air conditioning to keep temperatures elevated at comfortable levels. The configuration of Front Populaire is very much in line with many modern Metro stations, in the sense that the station relies more on unified stairs and escalators to descend from ground level to subway level, rather than a maze of convoluted corridors that older stations possess. Elevators are also available to those who wish to use them, as well as those who would otherwise be unable to use the stairs or escalators [4][5].

As I was planning out this wonderful post; the Sound Landscapes Blog was already publishing their blog post regarding the new Front Populaire station. I invite you to check out the sounds of the MF 67 stock train as it wooshes through the new tracks of the extension. Compare that sound to the sound of the trains as they make their arrival at the southern terminus at Issy. You’ll notice the difference rather quickly.


Once again, I’ve made a listing of formal citations of websites/blogs by which I’ve pulled information from to make this blog posting possible. I really don’t like to use Wikipedia as a “source” because of reliability (or lack thereof). However, the article that Wikipedia has on Line 12 is probably the most detailed out of all of the articles that discuss each of the Paris Metro lines. Plus, some of the references used in the Wikipedia article were pulled from books by which I have no access to.

All citations listed below are formatted in the MLA format via Citation Machine. I’ve also numbered each source listing to represent the in-line citation within the blog post itself.

[1]  “Buliding Big – The Tunnel Challenge – Cut and Cover Technique.” Building Big. Public Broadcasting Service, n.d. Web. 11 Feb 2013. <http://www.pbs.org/wgbh/buildingbig/tunnel/challenge/sand/cut.html&gt;.

[2] “Paris Métro Line 12.” Wikipedia. Wikipedia, 22 Jan 2013. Web. 11 Feb 2013. <http://en.wikipedia.org/wiki/Paris_Métro_Line_12&gt;.

[3]  “Les lignes du métro Parisien.” Symbioz. Symbioz Corp, 19 Oct 2012. Web. 11 Feb 2013. <http://www.symbioz.net/index.php?id=13&gt;

[4]  “”Front Populaire”, un nouvel horizon pour la ligne 12.”PARIS.fr. le département Paris numérique de la Direction de l’information et de la communication (DICOM), 174 Dec 2012. Web. 11 Feb 2013. <http://www.paris.fr/accueil/deplacements/front-populaire-un-nouvel-horizon-pour-la-ligne-12/rub_9648_actu_123742_port_23738&gt;.

[5] “Métro Line 12 Extended to Front Populaire.”Soundlandscapes’ Blog. N.p., 26 Jan 2013. Web. Web. 11 Feb. 2013. <http://soundlandscapes.wordpress.com/2013/01/26/metro-line-12-extended-to-front-populaire/&gt;.

Paris RER E Extension Approved

Happy February everyone!

For those of you who reside in Paris, I have some wonderful news to report! The planned extension of the commuter rail line E has been approved, making way for a possible start of construction date in 2014!

Note: I’ve obtained some the information used for this blog post from the International Railway Journal article, Paris RER Line E extension approved. I’ve provided a formal citation at the end of this post using the MLA format (via Citation Machine). The remaining parts of this post uses info from Symbioz, which is in French. You can use a translating service to view Symbioz in your respective language.

For those of you who may be unfamiliar with Parisian transports, Line E is part of the RER Commuter Rail network in Paris, France. RER stands for Réseau Express Régional, or Regional Express Rail. Much of the system was built in segments during the 1970s, 80s, and 90s, with some segments utilizing former passenger rail lines that were established long ago (such as the Ligne de Sceaux, which is a part of the RER Line B today). Line E opened to passengers in 1999 and is the fifth line to be constructed in the RER system. The line was originally known as project EOLE (which meant Est Ouest Liaison Express) during its planning and construction [1][2].

The current route connects Gare St. Lazare and Gare du Nord (via station Magenta, where connections to RER Lines B & D are available) to the western suburbs of Noisy-le-Sec, Chelles-Gournay, Val de Fontenay (where it connects to RER Line A), Villier-sur-Marne, and Tournan (among many others) [1]. The planned extension would bring the RER E to Mantes-la-Jolie via the La Defense district,  partially via the existing infrastructure of SNCF (which is the French National Railway) and one of the branches of the RER A. The other segment of the extension will consist of a new 8km tunnel that would be dug between Gare St. Lazare and La Defense, paralleling it with Line A near station Auber. Once the extension is complete, it is expected that travel time between La Defense and the western suburbs will be reduced by roughly 15 minutes. The extension will also relieve congestion on parts of Lines A & B [3].

With final approval granted for the extension of Line E (which is known as the Declaration of Public Utility), construction is set to begin sometime in 2014, with completion estimated to be sometime in 2020 [3].


[1] “Le RER E.” Symbioz. Symbioz Corp, 27 Apr 2010. Web. 3 Feb 2013. <http://www.symbioz.net/index.php?id=74&gt;.

[2] “La ligne de Sceaux.” Symbioz. Symbioz Corp, 23 Dec 2007. Web. 3 Feb 2013. <http://www.symbioz.net/index.php?id=70&gt;.

[3] Briginshaw, David. “Paris RER Line E extension approved.”International Railway Journal. 01 Feb 2013: n. page. Web. 3 Feb. 2013. <http://www.railjournal.com/index.php/commuter-rail/paris-rer-line-e-railway-extension-approved.html?channel=641&gt;.


Warmest Regards,

HARTride 2012

Merry Christmas & the Year-End Transit Roundup!

Hi everyone!

I know that I’ve been lagging behind on posting as of late. I’ve been trying to get into a regular schedule, but November and December have been much busier than I thought. Holiday event planning is definitely no easy task, and I’ve been having to help my family out with several different events that took place during the past couple months. Add to that; my computer problems during August and September, and my hiatus from earlier in the year. I know that in the end, I probably let down some of my viewers, and I sincerely apologize for that. I hope that with the new year, I can finally devote some time to make some major updates.

For those of you who celebrate Christmas, I would like to wish you, and your family a very Merry Christmas! I certainly hope that you are able to enjoy this wonderful day, no matter where you are located!

With all this said, I would like to take some time to reflect back on some of the major transit-related developments that occurred in 2012. I have grouped everything by month, and color coded each event as they pertain to the particular focus region that I cover in my blog.

BLUE: Tampa Bay (HART, PSTA, MCAT, SCAT, PCPT, Hernando THEbus, Citrus County Transportation)

GREEN: Orlando Area (LYNX, SunRail)

RED: Hampton Roads, VA (HRT)

TEAL: New York City, NY (NYCMTA)

PURPLE: Paris, France (RATP, STIF, SNCF)

Continue reading Merry Christmas & the Year-End Transit Roundup!

Paris Metro Update for Summer, 2012

Back in 2009, I embarked on a week-long trip to Belgium & France. During my stay in Paris, I became fascinated with the city’s subway system. The system, unlike many here in the US, operates rubber-tyred subway trains. That’s right, the trains run on rubber tires (although each outside tire is reinforced by a steel wheel on the inner axle to allow the train to run if a tire goes flat). One such example is pictured below.

MP 89CC stock train
MP 89CC stock train at Bastille Station – Line 1 – Paris Metro

Pictured here is the MP 89CC rubber-tyred subway train. For those of you who may not be familiar with the naming conventions that the Parisian transit authority (the RATP) uses for their subway fleet, I have a brief description in the next paragraph. Notice in the photo that the train is equipped with rubber tires on the outside of each axle. Behind the tires is a steel wheel, which again helps keep the train on track if a tire goes flat. One of the reasons why the RATP and many other transit agencies use rubber tyred subway trains is because they tend to have a much better grip to the tracks than the traditional steel wheeled trains. This is especially the case on lines where there are steep grades because traditional trains tend to have a harder time braking. The rubber tyred trains on the other hand can stop in a similar nature to that of a car or bus.

Continue reading Paris Metro Update for Summer, 2012