Line 3 of the tram of Ile-de-France

The line 3 of the Parisian Tramway is the first line of Tramway circulating in Paris will intra muros since 1938. This line is also called Tramway of the Marshals or TMS .

History

The first oar arrived in Paris by heavy load in the night of the 7 at the September 8th 2005. The first course of test was carried out between the Bridge of Garigliano and Balard the October 12th 2005, in presence in particular of the mayor of Paris, Bertrand Delanoë, of the president of the area Île-de-France, Jean-Paul Huchon, and of the president of the RATP, Anne-Marie Idrac. The inauguration of line 3 of the Parisian Tramway (T3) proceeded on December 16th, 2006 (after a walk with white as of on November 20th), and its startup the day-even (it will have been borrowed in two days by 160 000 travellers and curious). It connects the Pont of Garigliano, in south-west, the Porte of Ivry in south-east. It serves seventeen stations distributed on one the southern third of the periphery of Paris.

The Mairie of Paris hopes that this line, which replaces the old offer of transport proposed on the same course by the line of bus PC1, will make it possible to unchoke the Boulevards of the Marshals of left bank by offering means of transport which the town hall hopes for fast (line partly in exclusive right of way, which was already also the case of the PC1) and comfortable. Moreover, the tram will have allowed the requalification urban of part of the boulevards of the marshals, quasi fast track which strongly contributed, with the ring road, to separate urban fabrics from Paris and the suburbs.

The opponents with the current layout of the tram put forward however that the choice which was made by the Parisian municipality directed since 2001 by a coalition Socialist party – the Greens, namely the choice of a tram installation of directly about the roadway of the boulevards of the Marshals, instead of using the railway line of Railroad of small belt which essentially skirts the boulevards Marshals in distinct tunnels and , results in to increase automobile clogging (two removed automobile ways) and to slow down the speed of the tram which is in competition with the automobile with the passage of the crossroads (no tunnel was designed to make it possible the many tram to cross the Portes of encumbered Paris cars). Moreover many traffic lights necessary to the intersections constitutes as many probable, non-existent stagnation points on the Small Belt.

The opponents with the layout on the surface of the tram prevail themselves of the strong increase in the congestions in the zone of the boulevards of the Marshals during the year 2006 (period of setting to the test of the tram then of starting of the service travellers) to denounce the choice of a tram on the surface, while the Mairie of Paris, if she recognizes the noted congestions, estimates that they will gradually reabsorb during the year 2007 as the motorists are accustomed to the rules of division of the roadway with the tram.

At the time of its startup, on December 16th, 2006, this tram should be very gravitational, with a figure of: 100000 travellers per day announced by the Town hall of Paris and STIF, which corresponds to the current traffics of trams T1 and T2, but is however well far from the capacity of an underground line. Thus, in 2005 each of the 14 lines of the Métro of Paris transported on average 260 000 travellers per day, and the line 11 of the subway, however 2 kilometers shorter than line 3 of the tram, transported on average 123 500 travellers per day, is 23,5 % of travellers moreover than them: 100000 announced on line 3 of the tram.

This success shows that the transport need of the inhabitants and employees concerned with the project justified such a project of transport, which somewhat mitigates the shouting insufficiency of peripheral transport infrastructures of the Paris and its suburbs. The choice of the tram is always criticized by certain opponents for the place occupied on the surface, but the cost of realization of a tram is much less important than a subway. The line 14 for example cost 1,1 billion euros is 3,5 times more than the T3.

Principal dates

The launching of the project is made in December 2000 and it is followed prior cooperation in July 2001. The public survey lasts from February 25th to April 5th 2003.

The building site begins towards the mid- 2003 with work of the dealer (Gas, Eaux…), work itself is begun on June 6th 2004 and finishes in September 2006 follows the trial period before the inauguration and startup of the line of the tram on December 16th 2006.

On Monday, June 18 2007, the block speed passes from 16 km/h to 18 km/h.

Financing

The construction of this third line cost a little more than 311 million euros, financed by:

The Town of Paris spent 93,7 million euros (30%) including 49,3 million for the financing of the line and 44,4 million in requalification urban which includes/understands qualitative installations of the transport system and the requalification urban of the boulevards.

The RATP financed 85,73 million euros (27,5%) including 32,73 million for the financing of the line and 52,8 million for the purchase of the oars.

The Île-de-France area spent 81,32 million euros (26%) and the State gave 50,76 million euros (16,5%) for the financing of the line.

The STIF gives each year 8,9 million euro for the exploitation of the line.

Exploitation of the line

The block speed is envisaged with 20 km/h, after one 18 months transitional period during which it will pass from 16 km/h with 18 km/h then 20 km/h. The road signs with the crossroads give the priority to the trams, which supports their progression (and is, of more dissuasive for the motorists, choice which was clear at the beginning of the project).

A frequency of the oars is 4 minutes to the rush hours and 8 minutes to the off-peak hours, of the Monday to Friday. It is 15 minutes between 22:00 at the end of the service. Saturdays, the interval between 2 oars varies from 6 to 9 minutes in day and from 8 to 10 minutes Sundays and feastdays.

The first departure of the Pont of Garigliano is with 4:55, that of the Porte of Ivry to 5:30. The last tram leaves the Pont of Garigliano to 0:30 (1h30 festival saturdays and days before) and of the Porte of Ivry to 1:00 (2h00 festival saturdays and days before).

Characteristic of the line

The model of the oar is the Citadis of Alstom, this one with for characteristic a 44 m length for a width of 2,65 m and composed of 7 elements. And the number of sitted places is of 78 for a full capacity of 300 people per oar. In all 21 models were delivered. The oar rolls on the right (like the subway, but contrary to the RER).

The general installation of the oars brought into service in 2006 is carried out by Régine Charvet-Pello. Interior decoration is carried out by the Coloriste Vonnik Hertig and external decoration by Emmanuel Fédon and Luc Maillet.

The layout is of 7,9 km length for 17 distant stations of 465 m approximately. The way has a spacing of the rails standard i.e. of 1435mm.

Stations and traced

The architecture of the stations

Arrived of the tram recapitaliser the landscape installation of the boulevard marshals allowed as well as the adjacent streets thus of the people intervened to carry out these projects: the town-planner Antoine Grumbach, in collaboration with Michel Desvigne, landscape designer and Clear Louis, lighting engineer.

The lane is turfed on two thirds of the layout, that is to say approximately 36 000 m ², which also makes it possible to reduce the vibrations and the noise to the passage of the tram. The grass is sprinkled automatically, according to a variable flow according to the weather to save water.

Three hundred trees have to be added and three hundred others replaced, to do of them what the landscape designer Michel Desvigne, responsible for the project, calls a boulevard gardened .

To the gasolines already present on the boulevard of the Marshals - Alder, Catalpa, Oak, maple, maple crimson, maple negundo, Févier, Chestnut tree, Micocoulier, Mulberry tree with sheets of plane tree, To drown, Elm of Siberia, Elm, white Poplar, imperial Paulownia, common Plane tree, Sophora and Lime - come to be added Albizzia, Amélanchier, Arbre of Judaea, Aubépine, Cerisier with bunch, Cherry tree with flowers, Charm-hop, Ash, Ash with flowers, Hazel tree of Byzance, Paulownia, Magniolia kobus, Pear tree with sheet of willow, Pear tree of China and Sorb.

Metal benches are installed on the pavements, which will accommodate also the removed paving stones of the old roadway.

Lighting has two objectives: to increase safety of the residents and the travellers, while contributing to improve the framework of life, by giving again with the colors their natural glare. The stations are lit by the vault of the shelters travellers like by spots embedded in the ground with the foot of the trees.

The hoods of the shelters travellers clarify colors different according to the movement from the trams or at the time of various events.

Stations of the tram and " carry-LAC" were conceived by Jean-Michel Wilmotte and Arnaud of Bussière, by taking account of the style of urban furniture Parisian and of that of the objects of the RATP.

Last nine contemporary works mark out Line 3 of the Parisian tram (of Sophie Calle, daN Graham, Angela Bulloch, Claude Lévêque, Christian Boltanski, Bertrand Lavier, Peter Kogler, Didier Fiuza Faustino)

List stations

Compared to the initial advertisements of the RATP, several stations changed name. Here the list of the stations while starting with the west and while finishing by the east:

Workshops

Close to the station Balard share a way which moves towards the workshops Lucotte (workshops of maintenance of the T3) which occurred of the Door of Sevres. At the bottom of the workshop, after the sidings, the center of exploitation of the line is, an exit pedestrian approaches the western terminus of the line, station Pont of Garigliano.

Projects of extension

If the reserves of the inhabitants of the 16th district are overcome, it could be that the tram, used into two or three sections, can make one day the turn of Paris by the boulevards of the Marshals.

The missing sections are:

Door of Ivry - Door of the Vault, whose realization is fixed for 2012;
Door of the Vault - Door of Asnières, whose realization is envisaged but is not financed yet;
Door of Asnières - Bridge of Garigliano, whose realization is not considered yet.

Door of Ivry to the Door of the Vault

Since the launching of project TMS, it was considered a prolongation of 2,4 kilometers towards the east to the door of Charenton (public debate from January 30th to May 15th, 2006) in the plan contract 2000-2006). The tram would thus cross the the Seine. The overall length would be then of 10,4 km.

The question of the financing made push back this extension, until the candidature of Paris to the OJ of 2012 includes this project in larger: to prolong the tram of the Marshals until the Door of the Vault, thus allowing the connection with the Olympic pole. The Plays envisaged also the extension to the west of the Bridge of Garigliano to the Porte of Auteuil.

The failure of the Parisian candidature delayed these projects. But the project is maintained; the public debate took place from January 30th to May 15th, 2006. The startup is planned for 2012.

Within the framework of the project of extension, several alternatives were proposed of which to leave the town of Paris to serve part of Pantin. To the Station Gospel, it should give the correspondence with the RER E and the project “tram' there”.

In September 2007, the layout of extension was chosen and was finally validated on October 10th by the STIF.

This layout considers the service road of Pantin and for a better line control, this one will be cut into two and the neuralgic point will be the Porte of Vincennes which will act technical as terminus.

The Green elected official Denis Baupin expressed the wish to see carrying out a complementary connection between the Porte of Vincennes and Nation places it, but the STIF did not wish to retain this option for the moment.

The cost of financing will have set out again to 50/50 until the Porte of Charenton between the Town of Paris and the Area Ile-de-France and 70% by the Town of Paris until Porte of the Vault.

The number of stations must be defined by the public survey of at the end of 2007. The STIF defined 25 stations to the Door of the Vault and are:

Door of Vitry
Door of France - Library François Mitterrand
Baron Roy
Door of Charenton
Gilded Door
Door of Montempoivre
Door of Saint-Mandé
Door of Vincennes Terminus of line T3

At this station will have to begin a new line:

Door of Vincennes
Door of Montreuil
Saint-Blaise
Door of Bagnolet
Captain Ferber
Saint-Fargeau
Door of the Lilacs
Door of Pre Saint-Gervais - Hospital Robert Debré
Chaumont Door - Door Brownish
Door of Puppet
Puppet - Ladoumègue
Large Mills - Station of Puppet
Door of the Villette
Channel Saint-Denis
Gospel ()
Door of Aubervillers ()
Young girls
Door of the Vault

Of Door of the Vault to the Door of Asnières

Following many requests expressed at the time of the public debate on the prolongation of the T3, it is today planned to prolong beyond the Door of the Vault to the Door of Asnières.

The Green elected official Denis Baupin expressed the wish to see this prolongation carried out for 2012 in order to serve the ZAC of Batignolles and to reduce the saturation of the line 13 of the subway.

The council of the STIF of October 10th, 2007 indicated that this prolongation could not be done without financial contribution of the State. So this section then will be perhaps carried out within the framework of the plan contract State Région 2014-2020.

Of Door of Asnières with Pont of Garigliano

Because of a strong opposition to the project of the residents expressed at the time of the public debate on the prolongation of the T3, the project of prolongation between Bridge of Garigliano and Porte of Auteuil was deferred sine die.

Concerning the section between the Door of Auteuil and the Door of Asnières, the project is not for the moment expected that in the long run because the presence of the line C of the RER was considered to be sufficient for the current service road.

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