Subway of Paris

The first network

The preliminary draft comprises a circular line Star-Nation-Star and two transverse lines, North-South (Porte of Clignancourt - Porte of Orleans) and East-West (Gambetta Avenue - Porte Shirt).

The first line (Door of Vincennes - Door Shirt) is opened with the public the July 19th 1900 in order to serve the tests of the Olympic Games of summer of 1900 to the Bois of Vincennes. The shelter S are conceived by the architect emblematic of the Art nouveau, Hector Guimard.

Three techniques were used for construction: for the not very major parts of the tunnel construction with open sky which required to break the roadway of the street located above, the shields which initially had the favor of the manufacturers but who were used little because of the inconsistency and the heterogeneity of the basement of Paris, and old technique of the casing used in the mines which finally was used. Line 1 was built in record time (3/30/1898 - 7/19/1900).

The line is inaugurated in a very discrete way because the CMP wished a rise in progressive load. The Parisian ones were immediately allured by these new means of transport which allowed substantial profits of time under conditions of comfort better than the means of transport available on the surface. It was quickly necessary to increase the frequencies and to lengthen the oars which passed in 2 years of 3 cars to 8 cars on the most attended sections.

The axle cars under-motorized quickly showed their limits vis-a-vis the traffic. The fire of an oar at the station Crowns (84 dead), started by defective circuits and an unsuited technology, involved the fast abandonment of the axle cars with the profit of longer bogie cars then as from 1908 of the oars with metal cases with a system making it possible to order the driving cars remotely.

The one second convention passed the January 31st 1904 which entrusts to another company, the Société of the North-South underground electric railroad of Paris (North-South), the line between Montmartre (in fact Notre-Dame de Lorette) and the Porte de Versailles. The inauguration of this one, the November 4th 1910 will be delayed by the rising of the the Seine of January 1910.

Two companies, CMP and North-South, will coexist until in 1929 date on which they will be joined together in the CMP. They use compatible materials but are different by decorations different from their oars like their stations. Different stations bore the same name on each of the two lines (two stations Grenelle , for example). In 1913, the subway comprises already 10 lines: eight of the CMP and two of North-South (current the line 12 and the line 13 in the north of the Saint-Lazare station). From 55 million in 1901, the annual number travellers passed to 467 million in 1913. The network continues to increase during the First World War. During the inter-war period, the lines 9, 10 and 11 will be open. In 1929, the CMP absorbs the two lines of the North-South company which forever been able to balance its accounts.

Prolongation in suburbs

In 1929 the authorities of the Prefecture of the Seine decide the prolongation of the subway in outskirts of the city on 15 axes to allow the transport of a population which is from now on almost also numerous to reside in suburbs (2,5 million) that in Paris muros will intra (3 million). The construction of 3 new lines is also decided.

In 1949, pursuant to the plan of 1929, the network comprises 9 prolongations in suburbs: line 1 reached Neuilly in the West and Vincennes in the East, line 3 Levallois-Perret, line 5 Puppet, line 7 Ivry, line 9 Boulogne-Billancourt, the line 11 the Lilacs and the line 12 Issy-les-Moulineaux

January 1st 1942, the CMP amalgamates with the Société of public transport of the Paris region (STCRP) which managed the surface transports; their network will be taken again in 1949 by the RATP, created by a law of March 23rd 1948. The subway of Paris always is managed and used by this Régie, which manages also the Funiculaire of Montmartre, of the lines of drunk, of tram, as well as part of the lines has and B network regional express of Ile-de-France.

After 1949

The period between 1952 and 1972 is one black period for the subway of Paris: individual transport with the priority and any extension is not built fault of means and political will. The only notable investments relate to the arrival of the subway articulated and the material on tire (MP53 then MP59) on some lines as well as the replacement partial of the decoration of the stations. As from 1962 work of the line starts has the RER, novel mode of public transport complementary to the subway.

In 1969, the renewal of the oars Sprague by the new material MF67 starts. Line 3 is the first equipped with oars with total adhesion (all the cars are driving) allowing good accelerations. The total adhesion will be thereafter abandoned.

Between 1969 and the 1973 poinçonneurs in charge of the control of the tickets are gradually replaced by the swivels. The number of underground lines does not increase from now on more but because of insulation of the least attended junctions lines 7 and 3, which becomes thus independent lines: 7bis (in 1967) and 3bis (in 1971); then it is reduced to 15 because of fusion, in the years 1970, of the lines 13 (northern part of current line 13) and 14 (old line connecting Invalides to Porte of Vanves) after completion of the connection between Saint-Lazare and Invalides.

Prolongations intended to ensure a better service road of the small crown are gradually brought into service as from 1967:

Gambetta - Galliéni inaugurated in 1971 (line 3)
Charenton-Schools - Créteil-Prefecture of which the last section in 1973 (line 8)
Crossroads-Pleyel - Saint-Denis-Basilica in 1976 (line 13)
Door of Vanves - Chatillon in 1976 (line 13)
Door of the Villette - Extremely of Aubervilliers in 1979 (line 7)
Door of Clichy - Gennevilliers in 1980 (line 13)
Door of Auteuil - Bridge of Saint-Cloud in 1981 (line 10)
White House - the Kremlin-Bicêtre in 1982 (line 7)
Church of Puppet - Bobigny-Pablo Picasso in 1985 (line 5 )
the Kremlin-Bicêtre - Villejuif-Louis Aragon in 1985 (line 7)
Extremely of Aubervilliers - Courneuve in 1987 (line 7)
Bridge of Neuilly - Defense in 1992 (line 1)
Saint-Denis-Basilica - Saint-Denis-University in 1998 (line 13)

The oars Sprague are definitively withdrawn from the service in 1983.

In 1978 enters in circulation the new oars MF77 to particularly neat ergonomics and which must make it possible to serve the lines comprising of the important antennas in suburbs requiring good top speeds.

The construction of the line 14

It will be necessary to await the October 15th 1998 so that is inaugurated a truly new line: the line 14, initially between the library François Mitterrand and Madeleine, then prolonged until Saint-Lazare and finally Olympiades. The line 14 is the first line of the Parisian subway to implement the control automated without driver. Landing doors guarantee safety. The line is also characterized by distances interstations closer to those from the RER making it possible to reach a particularly high block speed. The line, the subway trains as well as dimensions and the decoration of the stations make of it the window of the RATP and the company Alstom. Currently, the stations make it possible to accommodate oars of 8 cars but those currently used comprise only 6 of them.

Developments in hand or planned

The development of the network of the subway of Paris is done today with the idle. The degradation of public finances limits the capacities of financing of public transport. The prolongation in suburbs of lines to the limited capacities and block speed of center town badly meets the needs for service road of the suburbs become priority today. The tram in exclusive right of way, less expensive and adapted to the service road of less dense zones, currently has the favor of the decision makers. Nevertheless the subway of Paris has continued to develop by renewing rolling stock (average age 25 years), increasing the capacity of the lines charged (lines 1 and 13) and by carrying out some extensions in suburbs often planned for more than 50 years.

Automation of line 1

To increase its capacity, the line 1, which is attended network, must be automated: landing doors with middle height will be installed and a material similar to that of the line 14, MP 05, will be delivered between 2008 and 2010.

Work started in 2006, with inter alia the restoration of side indication, and the transformation of the old loop terminus of Porte Shirt, a time used like spaces reception, in workshop of maintenance of the oars.

Increase in the frequency of the oars

To face the increase in the traffic at the rush hours, a new control system of the trains, the system Hurricane: this one must make it possible to decrease the interval between 2 oars from 105 to 90 seconds in station (either 2 minutes in tunnel). It must be deployed in advanced mode - positioning compared to the preceding train - on the lines 2,5,8 and 9 equipped in MF 2000 and mode simplified - use of side indication - for the lines 3,10 and 12 equipped out of oars MF 67 renovated.

In parallel, landing doors will be installed to make it possible to better control the circulation of the trains and to accelerate rate of it. This device will be installed in priority on the line 13 which is with the line 1 charged with the Parisian lines.

Renewal of the material

The oars of the series MF 2000 gradually will replace the material MF 67 on lines 2,5 and 9 as from 2007. The oars MP 05 (without driver) must replace as from 2008 on line 1 MP 89 which will be affected with line 4 to replace MP 59. The material on tire of lines 6 and 11 must be replaced in the next years by a material undoubtedly inspired of MP 05. The oars of the series MF 2015 they also gradually will replace MF 67 on line 3 in 2019, line 12 in 2017 and the 10 in 2015.

Prolongations planned or under development

The prolongations whose financing was approved by STIF and who are under development or whose realization is planned are the following (in 2006):

Line 13: prolongation Perished Gabriel/Port of Gennevilliers - 1st phase: Asnières-Gennevilliers it Lute, 2 km for 2008
Line 12: prolongation on the North of the door of the Vault with Town hall of Aubervilliers (3 km). Partial startup until Proudhon - Gardinoux in 2010
Line 8: Prolongation Créteil-Prefecture/Créteil-Park of the Sports (1,3 km) in 2010
Line 4: Prolongation Door of Orleans/Bagneux (3,2 km) - 1st phase: Town hall of Montrouge in 2011

Longer-term developments

Prolongations of lines

The project of SDRIF presented by the area in February 2006 proposes the realization of a certain number of prolongations of the subway by 2030:

• Line 1 in Rigollots (Fontenay) (realization between 2014 and 2027). The prolongation of the line to Val of Fontenay is registered in new SDRIF adopted at the District council on February 16th, 2007. ().
• Line 4 in Bagneux (realization between 2007 and 2013)
• Line 4 in Mairie of Saint-Ouen, then the Docks (realization between 2007 and 2013)
• Line 5 in Place of Rungis (realization between 2021 and 2027)
• Line 7 (a) with Castle-Landon and connection with the line 3 (a) (realization between 2007 and 2013)
• Line 7 in Le Bourget the RER (realization between 2007 and 2013), then towards Quoted urban project the “of the air and space” (realization between 2014 and 2020)
• Line 9 in Montreuil Wall-with-Fishings (realization between 2014 and 2020)
• Line 11 in Montreuil Hospital then Rosny Wood-Perrier (realization between 2007 and 2020)
• Line 12 in Courneuve-Six Roads (realization between 2014 and 2027)
• Line 12 at Issy-City (realization between 2014 and 2027)
• “Meteorisation” of the branch M13 de Gennevilliers (realization between 2007 and 2020) and prolongation of line 13 in Stains the Cherry orchard (realization between 2021 and 2027) with connection of the other connects (Gennevilliers) with the line 14 (phases 1 and 2)
• Line 13 with Port of Gennevilliers (realization between 2014 and 2020), connects then begun again immediately by Météor
• Line 14 in White House then Villejuif, Rungis and perhaps Orly (realization between 2021 and 2027).

In addition, of the studies of optimization of the service road of Seine-Amont will be realized; they could require installations and/or prolongations of the lines 7 and 14.

Subway of by-pass in suburbs of Paris

In October 2006, the president of the RATP gave a report on a project of subway in by-pass around Paris to 2-3 km of the peripheral in North and the south and with 5km in the east and the west: its construction would be considered at the 15 years horizon and would cost from 4 to 6 billion euros. This project, indicated “Métrophérique” has taken again the concept of the project “Orbital” studied for several years. It will have, like this one, to be carried out in a context of financial disengagement of the State as pointed out it representing it of the Île-de-France area.

In 1998, the RATP projected the automation of the control of lines 1,4,6,7,9 and 13 by 2050. That should be effective on the line 1 from here 2010, with startup of a new rolling stock MP 05, that of the line 4 is currently being studied.

Installation of landing doors to manage flows of passengers. In January 2004, of the tests of descriptive on the ground to materialize spaces of opening of the doors were tried on the line 13 at the station Saint-Lazare. Several models of low landing doors were then tested during the year 2006 and the Kaba manufacturer was selected (see line 13). After the tests the landing doors will be initially installed on certain stations of line 13 in priority then on the whole of line 1 in order to allow its automation.

In October 2007, a new study of STIF to unchoke the line 13 recommends a simple prolongation express train of the line 14 in the north of 5,9 km first of all crossing the Genevilliers branch of the line 13 with Porte of Clichy then the Saint-Denis branch of this same line with Mairie of Saint-Ouen from here 2017, station where the line 4 from here 2013

must also be prolonged

Financing of the investments

The RATP does not hold of distinct accountancy for the subway, the RER and the buses. The figures which follow thus include these 3 activities. In 2005 the direct receipts of the pole transport of the RATP were assembled to 1,9 billion euros. The STIF poured to compensate for cheap rates 1,2 billion euros to which 680 million euros intended was added particularly to restore the financial balance of the company put at evil by a mode of retirement disaster victim (annual deficit of 467 million euros) as well as a debt of 4 billion euros which generated in 2005 190 million euros of financial expenses.

The heavy investments (extensions of the network) are financed within the framework of a Plane Contract State Région (CPER) one 6 years duration passed between the State and the area Ile de France. The financing is ensured by it to a total value of 50% by the Île-de-France area, 30% by the State and 20% by the RATP (for the RATP in the form of loans with interest rate subsidy granted by the area). The CPER covering the period 2000-2006 devoted approximately 800 million euros to the extension of the subway (as comparison over the same period 1,4 billion euros for the tram).

The renewal of the park of trains is financed exclusively by the RATP: this one had recourse these last years to complex financial transactions (Leasehold) to reduce the cost of it. Also with the direct load of the RATP the investments intended are to maintain the network in operating condition (maintenance of the tunnels and material park, restoration of the stations,…).

The material

See also: Rolling stock of the subway of Paris

In the beginning, the material which circulates on the Parisian network strongly inspires by the tram which it replaces or competes with: short cases of wood, light manufacture, use of axles. Since 1908, this material will be replaced by the Sprague-Thomson oars whose characteristics are adapted perfectly to the need for the Parisian subway with its long metal cases, its powerful and remote-controlled motor coaches. Fault of financial means, this material will be completely replaced only in the years 1970. As from the years 1950 the owner will try to develop materials with the characteristics better and better adapted to the very strong constraints of the Parisian subway: maximum use of the gauge and intercommunication maximizing the capacity of the line, capacity of acceleration through the development of an original technology on tire, nonconclusive return to the axle to mitigate the sinuous layout of the lines. In 1998 is put in circulation the first material without driver. The year 2007 should see appearing first oars MF2000 (on line 2), after a development longer than envisaged. These new oars, equipped with intercommunication, must gradually replace the important park of the MF67.

First oars

The first oars (series 100), inspired of the trams, are made up of very short cars (less than 9 meters) manufactured by Decauville, whose cases out of wooden rest on 2 axles. One or two motor coaches been driven by 2 engines of 125 CV draws to 8 cars. The catastrophe of the station Couronnes in 1903 involves the fast withdrawal of these oars to the not very reliable electrical circuits.

The Sprague-Thomson oars

As from 1908 appear the oars Sprague-Thomson (series 500-600 then 800-1000) whose last will be withdrawn from the service only in 1983. These oars, which symbolized a long time the subway of Paris and marked 3 generations of Parisian, are made up of cars of 13,60 m equipped with a policy which makes it possible the driver to remotely control driving cars. On this material electrical equipment is installed under the case and the cabin of the driver is to the minimum reduced. Each motor coach is propelled by 4 engines being able to reach each one 175 horses. The cars of First class raise one delivered red, those of second class are green or gray.

Articulated oars

After the Second world war, the construction of the last oars went back to 1936 whereas three prolongations had been inaugurated since and that the traffic had increased much. The RATP chooses to develop the concept of the articulated oar (sectile oar in 2 subsets) which was to bring certain facilities of exploitation: adaptation of the offer to the traffic all while maintaining a frequency sufficient, service road of lines comprising two branches. On the line 13, which was to be equipped with this material, the oars were of 5 cars: to form 2 under-oars, it was necessary to design oars of 6 shorter cars. Not to increase the weight of the oars, the intermediate bogies carried the cases of 2 coaches. The 20 oars were delivered between 1952 and 1953 to the inauguration of the Pleyel branch. The oar was divided at the station the Fork, which made it possible to ensure the service road of the two branches.

The subway on tire

MF 67 the blue subway

The equipment of the other lines in material tire could not be carried out because of the cost and the time of transformation of the lines. A new material with iron wheels was ordered. The driving oars are equipped with two-motor bogies or single-engined aircrafts according to the under-series. The progress made in the design of the bogies and the suspension, as well as the use of rubber bindings on the driving axles, enables them to make about good match with the material on tire. These oars ordered in great series will gradually equip as from 1967 lines 3,7,9,10 and 13. Initially decorated with one delivered green blade (2nd class) and yellow (1st class), they are gradually repainted in blue with a white band in the Années 1980 then repainted in white with a green band at the end of the Années 1990.

The first oars MF 67 were delivered in total adhesion (MF67A), all the cars were driving. Thereafter, for economic reasons, one preferred to compose of the oars of 3 motor coaches and 2 trailers, the first oars were recombined with new trailers to form new oars (MF67B and MF67C, according to the position of the motor coaches). These recombined oars, which circulate on lines 3,10 and 12 are easily recognizable by the careenages of the luminaries which vary within the same oar.

MF 77 the white subway

These oars were ordered to equip with the lines comprising of long courses in suburbs and thus characterized by longer interstations requiring larger top speeds. The ergonomics of these oars was particularly neat: it was conceived by taking of account the results of a questionnaire filled out by the users.

Powerful (1500 kw per oar of 5 cars), these oars immediately recognizable with their are delivered white and to their bent form which uses to the maximum the gauge to give more sitted space to the passengers. These oars equip today lines 7,8 and 13.

The BOA and its successors MP 89

In order to study the possible technical options for the replacement of the MF67 which equips 11 lines then, the RATP constructs in 1985 a prototype oar: the BOA. This material is characterized primarily by the implementation of the intercommunication between the cars which allows a better distribution of the travellers, and by the use of directional axles in the place of the bogies to limit noise pollutions and the wear of the rails in the tight turns of the Parisian network.

The small series of oars MF 88 - 9 oars of 3 cars - deployed as from 1993 on the short line 7bis constitutes the first practical application of this experimentation. Equipped with directional axles, of an integral intercommunication between the cars, of an asynchronous motorization and a brake to recuperation of energy, they constitute a half-failure because the use of axles involves high costs of maintenance.

Those are thus abandoned with the profit of the bogies on the material with tire MP 89 which will equip line 1 as from 1997 and the line 14 in 1998 in version without driver and thus without cabin. BOA, these materials take again intercommunication and interior installation. As on the MF88 the cases are made out of aluminum. The oars of 6 cars (8 in the long term out of the 14) have a comfortable power of 2000 kw. To make circulate in full safety the oars without driver, the line 14 is equipped with landing doors. The system of control automated, SAET is derived from that which equips the VALLEY.

MF 2000

MF 2000 is the material on bearing iron which must replace MF 67 on lines 2,5 and 9 as from 2007. The new material takes again the principle of the intercommunication developped at the point for MP 89. These oars are designed to be led by a driver. They will have a cooled ventilation (and not of a Climatisation). The seats are fewer with a provision 2+1 instead of the 2+2 of the former oars. The stress is laid on the sound-proofing. Each oar includes/understands 3 motor coaches of a power of 1800 kw framed by 2 not motorized trailers. It is the product of a collaboration between the 2 companies which dominate the railway market in France: Bomber and Alstom.

Safety

The subway of Paris east undoubtedly one of surest in the world brought back to the number of passengers transported and taking into account the concentration the traffic on its lines. The simple plan of way (the lines practically do not have a junction) and generally reduced speed made it possible to automate partially piloting of the oars while making circulate an oar every 90 seconds on the most attended lines.

Indication

Manual lines and with automatic piloting

Each line is cut out in relatively short sections protected by fires which, in normal control, should not be crossed when they are with the red. A signal of repetition is used if the visibility would not make it possible the driver to react in time (with orange if following fire is with the red). In the normal case there exist always at least two red lights between 2 oars which are followed (i.e. there is always a free canton between two oars). However, to increase the flow of the line, an oar is authorized to enter in station by an amber light E , as soon as the preceding oar released a few tens of meters downstream from the quay and not all the following canton; this passage to orange is supplied with a speed limit indicated on a luminous panel beside the signal.

Since the years 1970, the walk of the oars in normal mode is automatic on all the lines except those with weak traffic (10, 3bis and 7 (a)). A calculator located on train determines its advance, thanks to indications provided by a electric cable located on the way, and orders the braking or the acceleration of the train according to authorized speed and indication (the stop in station is done in automatic mode with an error on the position lower than 50 cm).

In station, the central calculator of the line automatically provides to the driver the signal of the departure according to the positioning of the other oars of the line and the plan of walk to be applied (frequency of the oars). With the signal, the driver, after closing of the doors, starts the oar; it can also return constantly in “manual” mode and in particular at the time of incidents on the line. It is from now on obligatory to make at least a full rotation in manual control with each service, usually carried out at the time of the off-peak hours of the beginning of afternoon; this provision is in force since the accident of Notre-Dame de Lorette (in 2000), to maintain necessary competences with “manual” control.

Lines with integral automatic control

In the case of the entirely automated line 14, visible indication is specific and minimalist since it is not used under normal functioning: There are only purple fires which, if they are lit, mean that crossing is interdict in manual mode without order of the PCC. Optimizations with short cantons and signals of repetition being useless under integral automatic operation, the effectiveness of the manual control, fortunately used only in certain cases of breakdown, is strongly degraded. In addition a setting in automatic mode of line 1 is planned for 2010 with a renewal of indication, the installation of landing doors and new oars.

Incidents and accidents

Accidents of the subway

The subway of Paris known in its history very few accidents. Most serious goes back to the beginnings of the subway:

the August 10th 1903, first catastrophe of the subway: 84 died by asphyxiation in a fire with Crowns. There existed neither fire exit, nor electrical circuits of help.
part of the tunnels is flooded during the risings of the Seine of 1910.
the April 23rd 1930, a collision with Porte de Versailles makes 2 dead.
the January 10th 1963, a collision with Porte de Versailles makes 40 wounded.
the October 30th 1973, a derailment with Louis Blanc makes 19 wounded.
the November 25th 1976, a collision with Opéra makes 33 wounded.
the February 6th 1981, a collision with Nation makes 1 dead (the driver).
the November 18th 1996, a derailment with Charles de Gaulle - Star makes 2 wounded.
the August 30th 2000, a derailment with Our-Lady-of-Lorette fact 24 wounded.
the August 6th 2005, a fire in Simplon poisons 19 people slightly.
the July 29th 2007, a fire started in the suspension of a car of the line 13, between the stations Invalides and Varenne. Fifteen people were poisoned.

Suicides and accidents of people

What the RATP names moderately the “accidents of anybody” causes many interruptions of circulation which make fall the rate of regularity of the network and very often cause the grogne travellers. According to the mayor of Paris, an incident on two would be related to the presence of individuals on the ways, and the Suicide S would be on average two per week on the only network of the subway. These incidents pushed the RATP to privilege the progressive installation of landing doors, preventing the travellers from reaching directly the lanes.

On the line 4, a pit anti-suicide was in addition dug to reduce the risk of death when an individual throws himself under the oar.

The maintenance of the network

Taking into account the concentration the traffic, the maintenance of the ways can be carried out only during the night stop. There are the current maintenance actions - grinding of the Rail S to rectify their profile, the replacement of damaged coupons of rail, the cleaning of the way by suction train - and the heavy operations like the renewal of the railway, the restoration of the stations, the repair of the tunnels. Trains of work of all kinds, parties of the deposit of the Villette, furrow the night the network by borrowing the many junctions (forty) which exist between the lines to carry out the various maintenance actions that require a requested network in an intensive way. The material is conveyed by reconverted motor coaches Sprague, by tractors being able to move on battery, or of the power trolleys driven by a diesel; the network is also traversed by trains meuleurs or vacuum cleaners.

The Parisian network suffers in addition from two endemic evils: the outdatedness of its infrastructure (the Tunnel S on most of the network are centenaries) and threatens it of water because it is generally under the Ground water and of the hundreds of pumps reject water permanently coming from infiltrations.

Technical installations

Deposits and workshops

See also: Deposit and workshop of the subway of Paris

Each underground line has to park and maintain several underground parking garages and a deposit generally located in end line. This last ensures the servicing of the material and in certain cases is dedicated to the revision of a complete series or certain components: thus the workshop of Fontenay in suburbs with Fontenay-sous-Bois which maintains the material line 1 ensures the revision of the materials tires (MP59, MP73 and MP89). It passes an oar on average every 2 minutes to the rush hours (1 minute 30 for the lines 1 and 4 very attended). To the off-peak hours the frequency 4 minutes is brought back to 8 minutes in evening. For certain events (New year, festival of the Music), the subways circulate all the night on the lines 1,2,4,6,9 and 14, but stop only in certain stations.

Subscription and ticket

See also: Ticket T+, Transport ticket, Integral Chart, Chart Imagine' R, Chart Amethyst

There exists a great range of tariffs covering all the types of needs. The cost of displacements in the Paris and its suburbs is established according to the zone (there are 6 concentric zones, against 8 before July 2007). The subway is regarded as completely included in zones 1 and 2, whereas certain stations are actually located in zone 3. The prices indicated are those of these zones into force fine 2006:

The Ticket T+ bought with the unit (1,50 €) or in notebook of 10 (11,10 €) makes it possible to accomplish a single voyage on the network of subway, the RER or bus for one 2 hours maximum duration. It can be also used in the Funiculaire of Montmartre. The number of correspondences taken with the same ticket is not limited. The special contract rates which allow an unlimited number of voyages on the whole of the network of the subway, of the bus and of the RER (tariffs for Paris only for this last) are the valid Mobilis ticket one day (5,60 €, zones 1-2), the Transport ticket (16,30 € for one week, 53,50 € for one month), the yearly subscription Intégrale (reconsiders to 49,10 € 11 months), the chart Imagine' R for the high-school pupils and students (30,90 € per month for the nine months of the school year) and finally the Jeunes ticket which makes it possible to move saturdays, Sunday or bank holiday (3,20€). There exist various offers intended for the tourist like “Paris Visite”, “Open Turn”,… which combine transport, entries of museum,…

The entry is free for the children of less than 4 years and half-fare up to 10 years. There exists a tariffing also reduced for the elderly and the large families. Certain social recipients have access to a chart of reduction. The recipients of the minimum wages of insertion (RMI) and of the Medical assistance of State (HEART) travel free in transport in Île-de-France (as from April 2007). The transport documents can be bought with the counter or the automats located at the entry of the station or near approved tradesmen (generally tobacconists). The one week fixed prices or more require a photograph.

Use

To reach the quays, the traveller must cross a swivel which is released, that is to say while inserting the ticket in a slit (it must be recovered and preserved because it is necessary to be able to present it in the event of control and to leave the RER); maybe, in the case of the subscriptions Integral, Transport ticket and Imagines' R which use the Passe Navigo a system of chart without contact, by approaching the fixed price of the character sensing field located on the wicket.

Descriptive

Each line is indicated at the same time by its number and its termini. While entering a station (which can be common to several lines), the traveller is guided to the quay sought by panels providing these two indications. On the quay, the name of the station is recalled to regular intervals on the walls of the station while the direction and the n° of the line are indicated on a panel generally located at semi-quay.

Each line is or will be equipped with the system SIEL indicating the latency before the arrival of the 2 next oars per branch of destination (only one in the first two extreme stations in the direction of walk), currently lines 1,2,3,4,5,7,8,9,11,12,13 and 14 (with screens) are equipped, the 3bis, 6,7bis, 10 will be equipped from here the end of 2007.

On the quays of the stations, the panels indicating the exits are on blue bottom, while the indication of the correspondences has dominant white (with an orange heading for the old panels).

Since 1996, on all its new plans and panels, the RATP specifically uses a Bill of character creates for its Parisian transport of which the subway, the Parisine. This police force is more compact and more homogeneous in width while being less ambiguous for the tourists with alphabets not-Latin than the police forces standards.

The next station is announced on board all oars of the lines 1,3 and 14, and on the renovated oars of line 13.

For the lines 13 and 7 which comprise a junction, the oar posts inside the terminus of the served branch.

Easy ways

It is possible D-to enter a station of the RER or métro/RER with a ticket validated first once since less than two hours. (By experiment, that goes in the RER C to the west of Invalids and in Saint-Michel and for the RER has with St Lazare, but does not go to Nation, Opéra, or Star.)
the subway station and the RER E Saint-Lazare and the station of Auber - Opera - Harbor-Caumartin are connected. Follow direction the RER E to go to Saint-Lazare, or the RER has as an Opera.
to find its route in public transport, the RATP set up a very practical site.
On its side, the SNCF set up its own system of calculation of routes. A little more complex use, it allows however much more options of course, and the results given are often better than for the tool proposed by the RATP (see above) Calculer its route with the SNCF
If you wish to go with Defense on the basis of Paris (ex: Châtelet) the subway line 1 with a ticket T. For the same way you travel by rather could also take the RER has, but you go pay the higher tariff (zone 1-3). On the other hand the way is twice less long in the RER than in the Subway.
At the station " Montparnasse - Bienvenüe" , the stations of lines 6 and 13 are much closer to the Montparnasse station than the stations of lines 4 and 12 (5 minutes of correspondence between the two poles).
At the station " Châtelet" , the lines are in the order of north in the south: 4 - 14 - 1 - 11 - 7. The correspondence between line 7 and the line 4 or 14 is rather long, about 5 minutes.
At the station " Park of Est" , line 5 (Bobigny direction) is on the same quay as line 7 (direction Courneuve).
At the station " The Mound-Stake - Grenelle" , line 10 (direction Parks of Austerlitz) is on the same quay as line 8 (Creteil direction).
At the station " Raspail" , line 6 (Charles de Gaulle direction - Star) and line 4 (direction Carries from Orleans) are on the same quay, it is to better change here rather than in Denfert-Rochereau or Montparnasse - Welcome.
Between the lines 1 and 11, rather made your change with Town hall that in Châtelet (less long and less attended correspondence).
Between the lines 3 and 11, rather made your change with Arts and Métiers that in République to find more easily of the sitted place.
Between the lines 1 and 7, rather made your change with Royal palace, Museum of Louvre, rather than in Chatelêt, the correspondence is much less long!
Between the line 4 and the RER has, B and D prefer rather the change with the Halles than with Châtelet.
to go from Gare de Lyon to Châtelet, rather take the line 14 of the subway that line 1.
In the loop of the line 7 (a), it is not obligatory to go down to Pré Gervais Saint.
In White Louis (higher half-station) the correspondence line 7 (a) and of line 7 in direction of Ivry/Villejuif is on the same quay.
Between the lines 12 and 14, the change is faster in Madeleine than at the Saint-Lazare station.

Phantom stations

See also: phantom Station of the subway of Paris

Throughout its history, various work and events history which occurred made that certain stations never were born or disappeared. Thus these stations are described as phantom station. Most known being Arsenal on line 5, Door Molitor on lines 9 and 10, Haxo on the lines 3bis and 7bis etc…

The subway and the Parisian ones

A means of essential transport in Paris will intra muros

On the 25 million daily displacements mechanized of Parisian (Paris and its suburbs), the subway with its 4,5 million travellers/day has a modal share of 18% front them drunk (approximately 16%) followed the RER and of Transilien (together 15%).

But for the 2 million inhabitants of Paris will intra muros , the subway, favoured in that by the obstruction of Parisian circulation on the surface, plays a part even more determining with a modal share of almost 50% (1,5 million displacements by including the lines of the RER) on displacements in Paris will intra muros in front of the private vehicles (26%) and the buses (17%).

Evolution of the traffic

The frequentation of the subway of Paris knew a strong growth these 10 last years (30%): the number of passengers transported passed from 1,03 billion (1995) to 1,34 in 2005), begging, SDF… However these lines, located essentially in the central part of the Paris and its suburbs gathering of more supported districts, are more with the shelter than the other Parisian means of transport. Moreover the rate of satisfaction measured by the STIF, estimated at 84% in 2004, is highest of all the means of transport. The RATP tries by various devices to contain these phenomena: by campaigns calling with good citizenship, by musclant the teams of controllers… to the detriment of his image but with undeniable results (rate of fraud brought back of 7% in 1991 to 4% in 2005), by taking down certifications quality on its lines and while trying as soon as possible to repair deteriorations of equipment to discourage the tagueurs (daily dégraffitage and Stripping of the oars.

Culture

Taking into account the essential place of the subway in Parisian life, it is little of books, films or even of songs, having Paris for framework which do not evoke this means of transport.

The subway with the cinema

See also: Door of the Lilacs - Cinema (subway of Paris), Door of the Lilacs - Cinema

Certain films made a major topic of it:

Doors of the night (Flesh-colored Marcel, 1946),
Subway (Luc Besson, 1985),
Fear on the city (Henri Verneuil, 1975).

One can also quote:

the Samurai (Jean-Pierre Melville, 1967),
Bad blood (Léos Carax, 1986) and
the American Friend (Wim Wenders, 1977).

There exists a station which the majority of people know, but that they never on the occasion to traverse with the daily newspaper: the station Door of the Lilacs - Cinema. Indeed, this station is on the way Navette, between the lines 3bis and 7 (a), and is usually not accessible to the public. Its quays were refitted by the RATP in studio of Cinéma, it are used for film turnings, difficult in stations of regular commercial practice because of the duration of too short night closing to assemble a film set, but are also used for the realization of advertizing films having the subway for framework. The decorations, and in particular the panels comprising the name of the station, are adapted to film concerned.

Among the principal films which were made there, one can quote: the fabulous destiny of Amélie Foal (the station Abbesses of film), One formidable time , the Magi or Paris, I love you .

Zazie in the subway (Louis Malle, 1960) and the Last Subway (François Truffaut, 1980) however refer from their titles to the Parisian subway by playing only one symbolic system part there.

The subway in the song

Songs also took for topic the subway such as Poinçonneur of the Lilacs of Serge Gainsbourg or the Subway of Paris of Edith Piaf without forgetting Bercy Madeleine Pierre Perret, The Metro of Berlin or Métro of the group Java.

The pink rabbit of the subway

The Lapin of the Parisian subway is a sticker placed on the doors of the oars starting from the Années 1980 and intended to inform the users of the risks presented by leaving its hands on the doors during their closing. This rabbit was the subject of various diversions, by the “anti-pub” in particular, but also for humorous versions sometimes grivoises. This rabbit became a true element of popular culture with the passing of years.

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