1.
RER A
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RER line A is one of the five lines in the RER rapid transit system serving Paris, France. The line runs from the termini of Saint-Germain-en-Laye, Cergy Le Haut and Poissy to the eastern termini of Boissy-Saint-Léger. It is formed from the connection of the Saint-Germain-en-Laye-Nanterre line in the west to the Vincennes – Boissy-St-Léger line in the east, two branches were added in the west, to Poissy and the new town of Cergy-Pontoise, and in the east to the new town of Marne-la-Vallée. The two latest extensions were to Cergy-Le Haut and Disneyland Paris, with more than one million passengers per workday, line A is the busiest Parisian RER and metro line. Ever-increasing traffic volume and the need to ward off imminent saturation have been factors in RATP. SACEM is still one of the most advanced traffic control systems, parisians have become used to the sight of a train pulling into a station as the one before it is just clearing the platform. Around the same time, RATP ordered a significant number of MI79/MI84 trains to remedy premature wear and tear on MS61 stock caused by over-utilization on Line A. Later in the 1980s, the need to relieve congestion on the segment of Line A was a key factor in selecting the route of the new. The same need governed the choice of the route of RER Line E in the early 1990s and is a factor in plans for that lines westward or south-westward extension. A new class of double-deck trains entered service in 1998, in part a product of RATPs belief that no further infrastructure improvement would relieve congestion on Line A. This was followed in 2011 by the MI09 double-decker stock, aimed at replacing the aging MI84, one simple solution to the congestion problem that has never been implemented is a change in the seating configuration in the trains. The RER is unusual among high-capacity urban train networks in its attachment to transverse seating, a change to longitudinal seating typically reduces the number of seats by 10% but increases standing room by 30%. The result is increased capacity and a less cramped ride for those without seats,14 December 1969, RATP buys the ligne de Vincennes from SNCF, connecting Bastille with Boissy-Saint-Léger in the east. A new 2. 5-km tunnel between Vincennes and Nation, which replaces Bastille as the terminus, length,17.5 km.21 February 1970, RATP buys the ligne de St-Germain from SNCF, connecting the Gare Saint-Lazare with Saint-Germain-en-Laye in the west. A new tunnel between La Défense and the Place de lÉtoile, which replaces St-Lazare as the terminus, shuttle service is operated La Défense – Étoile,4 km.23 November 1971, Tunnel opened Étoile – Auber,2 km. Shuttle service extended to operate La Défense – Auber,1 October 1972, Tunnel opened La Défense – Nanterre-Université,2 km. Shuttle service extended on the ligne de St-Germain to operate Saint-Germain – Auber, October 1973, New underground station, Nanterre-Préfecture, between La Défense and Nanterre-Université. 9 December 1977, The lines are connected by a 6-km tunnel, giving birth to the RER A line, two new stations, Châtelet-les Halles and Gare de Lyon
2.
RER B
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The RER B is one of the five lines in the RER rapid transit system serving Paris, France. The line runs from the northern termini Aéroport Charles de Gaulle and Mitry-Claye to the southern termini Robinson and Saint-Rémy-lès-Chevreuse. First opened,9 December 1977 Length,80.0 km Number of stops,47 Traffic,165,100,000 journeys per annum The southern part of the line is operated by RATP, trains are owned by either company. Until December 2009, drivers changed at Gare du Nord, RATP, trains moving from one network to the other at this station is known as the Interconnexion. Line B was the product of the connection in 1977 of the Ligne de Sceaux terminus, Luxembourg,1846, The Ligne de Sceaux is inaugurated from Massy to Denfert-Rochereau. 1862, The Chemin de Fer du Nord line from Paris to Soissons via Mitry-Claye is opened, from 1889 to 1895, The Ligne de Sceaux is extended from Denfert-Rochereau to Luxembourg. 1937, The CMP buys from the PO company the ligne de Sceaux which connected the Luxembourg Garden to Robinson,1976, A new 13.5 km long line from Aulnay-sous-Bois to Paris-Charles de Gaulle Airport is opened, linking it with Paris. 9 December 1977, The ligne de Sceaux is extended to Châtelet-les Halles,2 km, january 1983, New station, Parc-des-Expositions, opened. 7 June 1983, Some trains work through between points north and south of Gare du Nord, service increased in 1984 and 1987
3.
RER D
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The RER D is one of five RER rapid transit system lines serving Paris, France. It connects Orry-la-Ville and Creil in the north to Melun, Corbeil-Essonnes and Malesherbes in the south, passing through the heart of Paris. Opened in stages from 1987 to 1996, it is the longest RER line by distance, due to a high rate of incidents and social issues, the line is sometimes colloquially known as the RER poubelle. Line D also links Gare du Nord with Gare de Lyon via Châtelet – Les-Halles, operated Villiers-le-Bel – Gare du Nord – Châtelet-Les Halles,19 km, using the Line B Tunnel to Châtelet – Les Halles 1988, Extension north towards Goussainville. September 1990, Extension north towards Orry-la-Ville, September 1995, Inauguration of Interconnexion Sud-Est. The line is extended from Châtelet to Melun and La Ferté-Alais then Malesherbes in the south of Paris,25 January 1998, New station, Stade de France – Saint-Denis, opened. Located between Gare du Nord and St-Denis,29 January 2007, First renovated Z20500 stock in service. 19 March 2008, Start of the D Maintenant programme by Guillaume Pepy,14 December 2008, Reduced Interconnexion Nord-Sud service, with 8 interconnected trains per hour. Late 2009, End of the D Maintenant programme,7 December 2011, Start of studies for the doubling of the Châtelet-Gare du Nord tunnel. 15 December 2013, New station, Créteil-Pompadour, opened, the operation of renovating les Halles gave the occasion to build Châtelet-Les Halles with a cut-and-cover method, in order to reduce costs. Initially, the new RER D was meant to share with the RER A between Paris-Gare de Lyon and Châtelet-Les Halles. But, RATP, the company who runs the RER A, objected to such an operation as the number of passengers using the RER A was growing and required running extra trains on the RER A. The RER D tracks at Paris-Gare de Lyon have four tracks and being above the RER A tracks, allowed platform to platform transfers vertically, a Japanese invention. On 27 September 1987, the RER D was officially created, by extending existing suburban trains from Villiers-le-Bel to Gare du Nord, initially 19 km long, it was equipped with bi-current Z8800 stock trains, while newer Z20500 stock trains were still being built. At Châtelet-Les Halles station, the RER D terminated on the three tracks, already built from the conception of Châtelet-Les Halles station. In 1988, existing suburban trains terminating at Goussainville now integrate with the RER D, on the same year, the first bi-mode Z20500 trains are in service. They were initially composed of 4 cars until the north-south interconnection was inaugurated in 1995, in September 1990, the RER D again extended north to Orry-la-Ville. In 1996, the RER D was extended south from La Ferté-Alais to Malesherbes, on 15 January 1998 for the 1998 FIFA World Cup, St-Denis – Stade de France station opened, in order to serve the Stade de France
4.
Transilien
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The Transilien is the brand name of the suburban railway service of the SNCF-owned railway network operating within the Île-de-France région. Transilien is a derivative of Francilien, a commonly used to describe the inhabitants of the Île-de-France. Transilien trains depart from Paris main railway and RER stations and the business district of La Défense. Transilien services transported 615 million passengers in 2004, the first line to the suburbs of Paris was opened on the 26 August 1837. The route went from Paris-Saint-Lazare to Le Pecq, the railway link was thought of as key to the western suburbs. On 1 October 1972, the line was handed over to the RER, the transilien is divided into six key entities, which are divided according to SNCF guidelines and are in no way related to the departmental boundaries. The lines are divided into branches which, similarly to the RER, are given letters, although until 2005. The importance of these glitches in the network are visible at times when SNCF staff go on strike or when serious technical problems occur on the network. Thousands of travellers arrive late for work, or when there are serious problems, the extent of the lines means that concentric zoning is used. Trains bound for the zones are normally operated as express trains, meaning trains serve Paris termini then operate non-stop to the outer zones. The rolling stock used on the Transilien comes from a long evolution of the material in the suburbs, the design used for the rehabilitation and rejuvenation of the fleet was conducted by two outside agencies under contracts awarded in October 2000. RCP Design Global provided exterior design and interior signage, and Avant Première the interior, all vehicles received a new blue and gray Transilien livery with panels of color to highlight doors and internal characteristics. Everything was treated with a graffiti resistant coating to reduce the impact of vandalism, the trains are equipped with a new ergonomic design of seating with individual seats instead of the traditional banks. They are covered with vandal-resistant fabric in blue, yellow and red
5.
MF 77
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The MF77 is a steel-wheeled variant of the rolling stock used on the Paris Métro. First used in 1978, it now runs on Lines 7,8, unlike previous models, the MF77 was designed for travel into the immediate suburbs of Paris, and as a result has a maximum speed of 100 km/h which has yet to be fully utilised. In addition, it sports a new, curved silhouette with a wider midsection and its original exterior colours, blue and white, led passengers to refer to it as le métro blanc, or white metro. Thus, the RATP commissioned a consortium of companies including Alstom, CEM, Creusot-Loire, and Jeumont Schneider, to design a new addition to the Métros rolling stock, the MF77. The RATPs goal at the time of commission was for 1,000 cars,600 of which to contain engines for 200 five-car sets, later, the order was reduced to 187 sets for a total for 935 cars. The first trains were delivered in the summer of 1978, the first being run on 26 September of that year on Line 13, a second order of ten sets was contracted on 4 February 1983, released in 1985 and 1986. The trains on Line 13 recently underwent their mid-life refurbishment, which included a new configuration, updated destination signage, lighting. However, the RATP was largely dissatisfied with the refurbishment of the Line 13 trains, citing problems with the contractor that handled the work, as well as defects in the workmanship
6.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
7.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
8.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
9.
Volt
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The volt is the derived unit for electric potential, electric potential difference, and electromotive force. One volt is defined as the difference in potential between two points of a conducting wire when an electric current of one ampere dissipates one watt of power between those points. It is also equal to the difference between two parallel, infinite planes spaced 1 meter apart that create an electric field of 1 newton per coulomb. Additionally, it is the difference between two points that will impart one joule of energy per coulomb of charge that passes through it. It can also be expressed as amperes times ohms, watts per ampere, or joules per coulomb, for the Josephson constant, KJ = 2e/h, the conventional value KJ-90 is used, K J-90 =0.4835979 GHz μ V. This standard is typically realized using an array of several thousand or tens of thousands of junctions. Empirically, several experiments have shown that the method is independent of device design, material, measurement setup, etc. in the water-flow analogy sometimes used to explain electric circuits by comparing them with water-filled pipes, voltage is likened to difference in water pressure. Current is proportional to the diameter of the pipe or the amount of water flowing at that pressure. A resistor would be a reduced diameter somewhere in the piping, the relationship between voltage and current is defined by Ohms Law. Ohms Law is analogous to the Hagen–Poiseuille equation, as both are linear models relating flux and potential in their respective systems, the voltage produced by each electrochemical cell in a battery is determined by the chemistry of that cell. Cells can be combined in series for multiples of that voltage, mechanical generators can usually be constructed to any voltage in a range of feasibility. High-voltage electric power lines,110 kV and up Lightning, Varies greatly. Volta had determined that the most effective pair of metals to produce electricity was zinc. In 1861, Latimer Clark and Sir Charles Bright coined the name volt for the unit of resistance, by 1873, the British Association for the Advancement of Science had defined the volt, ohm, and farad. In 1881, the International Electrical Congress, now the International Electrotechnical Commission and they made the volt equal to 108 cgs units of voltage, the cgs system at the time being the customary system of units in science. At that time, the volt was defined as the difference across a conductor when a current of one ampere dissipates one watt of power. The international volt was defined in 1893 as 1/1.434 of the emf of a Clark cell and this definition was abandoned in 1908 in favor of a definition based on the international ohm and international ampere until the entire set of reproducible units was abandoned in 1948. Prior to the development of the Josephson junction voltage standard, the volt was maintained in laboratories using specially constructed batteries called standard cells
10.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
11.
Third rail
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A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
12.
Gare du Bourget
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Le Bourget is an RER station in Le Bourget, a northern suburb of Paris, in Seine-Saint-Denis department France. The station is in Zone 3 of the Carte orange and it is on the RER B suburban railway line. Gare du Bourget was the point of deportation for French Jews during the Holocaust. Between March 27,1942 and June 23,1943,42 convoys carrying 40,450 Jews, left Le Bourget for Auschwitz, most had been imprisoned in the nearby Drancy internment camp. Drancy was organised, staffed and initially commanded by the civilian French police, as Le Bourget station was too visible to the wider public, the next 21 convoys left the Bobigny freight station
13.
Canal Saint-Denis
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The Canal Saint-Denis is a canal in Paris that is 6.6 kilometres in length. There are seven locks along the route, and, near Saint-Denis. Contracts to build and operate the canals in the Île-de-France were granted to private banking firms. These contracts required the city of Paris to purchase land, and the merchant-bankers who won the contracts, Roman Vassal, Lafitte, André, as compensation for their large outlays, the bankers were permitted to collect tolls on the canal for a term of ninety-nine years. The canal was completed in 1821, the canal is part of the Réseau des Canaux Parisiens, a public-works authority operated by the city. The other components of the network are the Canal de lOurcq, the Bassin de la Villette, the Canal Saint-Martin, together, these canals and basins extend roughly 130 kilometres. Napoléon Bonaparte ordered the creation of a Parisian canal network on May 19,1802, specifically, he decreed that the Seine be diverted from below the Bassin de lArsenal to the Bassin de la Villette. The canal would continue through Saint-Denis to rejoin the Seine in order to avoid having a shipping canal pass through the center of Paris, additionally, the new canal would expedite navigation by avoiding the Seines meandering turns. Private financiers were awarded the contracts to construct and manage the canals, the city of Paris agreed to purchase the land and surrender the tolls for 99 years in order that the firms build the canals. Work began in 1805 under Édouard de Villiers du Terrage, in May 1821, the canal opened, having expended less than its allotted budget. At its creation, the canal had twelve locks with a change in level of 28.34 metres. Between 1890 and 1895, the canal was reconstructed and enlarged in order to permit the passage of wider-beamed barges, the first lock was named Écluse du Pont de Flandre, and it alone covered 10 metres of lift, replacing four of the older locks. In 2008, the canal was composed of seven locks, since 1983, the canal has been open to pleasure craft. The canal has a width of 70 metres, and it ranges from 30 metres to 140 metres. The canal covers roughly 36 hectares of Parisian public space, the waters are open 365 days a year and, together with the Canal de lOurcq and the Canal Saint-Martin, carry between 500,000 and 1 million tons of materials and merchandise per year. The depth of the canal varies from 3.2 metres to 3.5 metres and this permits wider barges and other craft up to a maximum of 1,000 tons displacement. Vessels may travel the canal if their beam is less than 8 metres, their air draft less than 4.4 metres, launching slips are located at the Pont de Stains in Aubervilliers. In a study by the architect, Michel Corajoud, the canal has been recognized as a factor in the Parisian urban area
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