Paris train map pdf

Continue If you depict the subway lines and on a geographical map of the city, you will see a closed loop that does not represent a perfect circle. But at the associative level, this loop is easier to remember in the form of a circle. The use of circular line pattern is the main principle of the map's design. They simplify the perception of the map by setting the visual accents and dividing the map into round segments. In addition, these lines, which form a circle, are unique when they cross with all the main lines of the system. By the year 2030, another circular line will run around . Paris RER is a network consisting of 5 express train lines connecting central Paris to surrounding suburbs. In the center of Paris, the RER acts as an express subway or subway and becomes a commuter train at ground level outside the city centre. We recommend getting a Visite pass in Paris to travel around Paris. 1, 2, 3 or 5 consecutive days for zones 1-3 (inside Paris) or 1-5 (includes Versailles, Disneyland and CDG, airports). Unlimited travel on the subway, bus and RER. The map shows the Regional Express Network (RER) stations – courtesy of RATP. You will notice that the RER map has a grid: J to Q horizontally and 9 to 16 vertically. Under the RER map, you'll find the 231 RER drives listed with their grid coordinates. This will help you plan your trip and learn how the Reseau Express Regional train system works. Each RER line is specified by: A letter (A) presented in a circle with the color of the line (Sometimes followed by the letter of a number indicating a branch of the main line) A color (for line A color is red) The direction you should take when you arrive at the RER is specified by: The line letter The terminal target of the line ... which is not necessarily the destination of the train. Read on... Some trains have their terminus before the end of the line. RER lines have information boards on the platform that clearly show THE STOP a train will do. Just get on a train for which YOUR STOP is set. An example: If you get on at Gare du Nord (M11 on the grid map below) and want to travel to Charles de Gaulle Etoile (C3): You would take line B (blue) (or the green line D) direction Robinson or St Rémy-lès-Chevreuse (heading south) You would change to line A at Chatelet-les-Halles and take direction St Germain-a-Laye, or (3 branch lines of A) and get off at Charles de Gaulle (second stop). Just to make things interesting to you... you can also make the same trip on subway line 2 without changes. Up to you to decide ... RER frequency: The frequency of the RER varies. More frequent in PARIS, about every 3 to 5 minutes to 15 to 30 minutes as you arrive on the outskirts of Ile de . The frequency is highest during (7h00 to 9h00) and evening (17h00 to 20h00) rush hour. A little less during the day and at least at night and on Sundays. General driving times are from 5h00 to 1h00 (it's 1 a.m.). Ticket prices: THE RER prices in PARIS are identical to Metro. In other words, you can go directly from Etoile to Gare de Lyon in a few minutes with a metro ticket on the RER (you can even precede and/or extend this trip on the subway or even a RER line as long as you don't leave the subway system). If you go beyond PARIS intra-muros then there are special prices on RER. This obviously depends on how far you intend to travel. Automatic ticket machines or a ticket counter can give you the exact price and sell you a ticket. 1 Metro / RER (within Paris) ticket costs 1.90€ (as of December 2017). The price of a package of 10 Metro/RER tickets is 14.50 € (saves over 25%). Children under 4 years old travel free of charge. Children 4-10 years old will be charged a full price for a single ticket. But you can buy a package of 10 Metro/RER tickets at half price. P.S. Remember that you can get a special Paris RER and Metro Pass called . It is perfect for visiting Paris and its regions and gives you access to the Metro and RER buses in Paris plus a variety of reduced fare and free entertaining bonuses. Now you're ready to explore Paris and the suburbs. Frankl, y rer combined with Metro is the fastest way to get around. For more information and a list of French train stations, please click here. Ablon Achères-Grand Cormier Achères-Ville Aéroport-Ch.de Gaulle 1 Aéroport Ch, de Gaulle 2-TGV Antony - Arpajon Athis-Mons Auber Aulnay-sous-Bois Avenue Foch Avenue Henri Martin Bagneux Ballancourt Bièvres Boigneville Boissy-St-Léger Boulainvilliers Boulevard Masséna Boulevard Victor Bouray Bourg-la-Reine Boussy-St-Antoine Boutigny Brétigny-sur-Orge Breuillet-Bruyères-le-Châtel Breuillet-Village Bry-sur- Buno-Gironville Bures-sur-Yvette Bussy-St-Georges Cergy-Le Haut Cergy-Préfecture Cergy-St-Christophe Cernay Cesson Champ de Mars-Tour Eiffel Champigny Charles de Gaulle-Etoile Châtelet-Les Halles -Croissy -Vélizy Chelles-Gournay Chemin d'Antony Chilly-Mazarin Choisy-le-Roi Cité Universitaire Combs-la-Ville-Quincy Conflans-Fin d' Corbeil- Essonnes Courcelle-sur-Yvette Denfert-Rochereau Dourdan Dourdan-la-Forêt Egly Epinay-sur-Orge Epinay-sur-Seine – Etampes Etréchy Evry Evry-Courcouronnes Fontaine-Michalon Fontenay-aux-Roses Fontenay-sous-Bois Franconville – Le Plessis-Bouchard Gare d'Austerlitz Gare de Lyon Gare du Nord Garges- Gentilly Gif-sur-Yvette Goussainville Grand-Bourg Graigny-Balizy Grigny-Centre Haussmann-St-Lazare -Carrières-sur-Seine Igny Invalides Issy Issy-Val de Seine Javel Joinville-le-Pont Jouy-en-Josas Juviiy-sur-Orge Kennedy-Radio-France La Borne Blanche -Aubervillier La Croix de Berny La Défense La Ferté-Alais La Hacquinière La Norville - St-Germain-Iès-Arpajon La Plaine-Stade de France La Varenne-Chennevières Laplace Lardy Le Blanc-Mesnil Le Bras-de-Fer Le Chénay-Gagny Le Guichet Le Mée-sur-Seine Le Parc de St-Maur - Le Vert de Maisons Le Vesinet-Centre Le Vesinet-lePecq Les Ardoines Les Baconnets Les Boullereaux-Champigny Les Grésillons Les Noues Les Saules Lieusaint-Moissy Louvres Lozère Luxembourg Magenta Maisons.Alfort- Maisons-laffitte Maisse Malesherbes Marne-Ia-Vallée-Chessy Marolles-en-Hurepoix Massy- Massy-Verrières Mennecy -Val-Fleury Mitry-CIaye -Crosne Montigny-Beauchamp Moulin-Galant Museum d.d. -Prefecture Nanterre-University Nanterre-City Nation Neuilly-Plaisance Neuville-Universlté Nogent-sur-Marne Nogent-le Perreux -le-Grand-Mont d'Est Noisy-le-Sec Champs Orangis-Bois-de l'Epine Or Orly-West Orly-5ud Orly-Ville Orry-Ia-Ville-Coy Orsay-Ville Palaiseau -Villebon Parc de Sceaux Parc Parc Parc Utstillinger Pereire-Levallois Petit Jouy-LesLoges Petit-Vaux Pierrefitte-Stain Peas Alma Bridge Bridge - Orly Porchefontaine Airport Port-Royal Porte de Clichy Porte Maillot Ris-Orangis Robinson Rosny-sous-Bois Rosny- Bois-Perrier Rueil-Malmaison Rungis-La Fraternelle Saint-Chéron Saint-Cyr Saint-Denis Saint-Germain-en-Laye Saint-Gratien Saint-Martin d'Etampes Saint-Maur-Créteil Saint-Michel-sur-Orge Saint-Michel-Notre-Dame Saint-Ouen Saint-Quentin-en-Yvelines Saint-Rémy-Iès-Chevreuse Sainte-Geneviève-des-Bois Savigny-Ie-Temple-Nandy Savigny-sur-0rge Sermaise -Beaudottes Sevran-Livry Stade de France-St-0enis Sucy Bonneuil Survilliers-Fosses Torcy Val de Fontenay Vauboyen Versailles-Chantiers Versailles-Rive Gauche Vert-Galant Vigneux-sur-Seine Villeneuve-le-Roi Villeneuve-Prairie Villeneuve-st-Georges Villeneuve-Triage -Mitry-le-le-Nine Villepinte Villiers-le-Bel -Arnouville Villiers-sur-Marne Le Plessis-Trévise Virot1ay-Rive Gauche Viry-Châtillon Vitry-sur-Seine Rapid transittsystem i Paris, Frankrike Metro of ParisA MF 01 tog p-StalingradOverviewNative NavnMetropolitain de ParisOwnerRATP (infrastruktur) Isle-de-France Mobilities (rullende materiell)LocaleParis storbyomr-deTransit typeRapid transitantall linjer16 (nummerert 1-14, 3bis og 7bis)Antall stasjoner302[1]Daglig ridership4.16 millioner (2015)-rlig ridership1.520 billioner (2015)[2]OperasjonBegan drift19 juli 1900; 120 -r siden (1900-07-19)[3]Operating (er)RATPAntall kjoret-y700 togTechnicalSystem length214 km (133 mi)[3]Spor (4 ft 8 1/2 in) standard gaugeElecktrification750 V DC third railway Métro network Paris Métro (French: Métro de Paris [met'o də paɪi]; short for Métropolitain [metŵrptlitlĩt]) is a rapid transit system in the Paris of France. A symbol of the city, it is known for its density within the city limits, uniform architecture and unique entrances influenced by Art Nouveau. It is mostly underground and 214 km long. [3] It has 302 stations, of which 62 have transmissions between lines. [1] [4] There are 16 lines (with another four under construction), numbered 1 to 14 with two lines, 3bis and 7bis, which are named because they started as branches of line 3 and line 7; Later, they officially became separate lines. Lines are identified on maps by number and color, with the direction of travel indicated by the end station. It is the second busiest metro system in , after the Metro, as well as the tenth busiest in the world. [5] It carried 1,520 billion passengers in 2015, 4.16 million passengers a day, making up 20% of total traffic in Paris. [2] It is one of the densest metro systems in the world, with 245 stations within 86.9 km² in Paris. Châtelet–Les Halles, with five Métro lines, three RER commuter trains and platforms up to 800 metres apart, is one of the world's largest metro stations. [7] However, the system generally has poor availability, because most stations were built well before this became an assessment. The first line opened without ceremony on 19 September 1945. The system rapidly expanded until World War I, and the core was completed in the 1920s. Extensions to suburbs and line 11 were built in the 1930s. The network reached saturation after World War II with new trains to allow higher traffic, but further improvements have been limited by the design of the network and especially the short distances between the stations. Besides the Métro, central Paris and its are serviced by RER, developed from the early 1960s, several tram lines, suburban trains and two VAL lines, serving Charles de Gaulle airport and . In the late 1990s, the automated line 14 was built to relieve the RER A. A major expansion of the network is currently under construction - the Express - new orbital subway lines around the Île-de- France region, outside the Paris city limits. Naming métro signs Métro is the abbreviated name of the company that originally operated most of the network: La Compagnie du chemin de fer métropolitain de Paris (The Paris Metropolitan Railway Company), abbreviated to Le Métropolitain. It was quickly shortened to métro, which became a common word to designate all rapid transit systems in France and in many cities elsewhere (a trademark). The Métro is operated by Régie Autonomous Des Transporter parisiens (RATP), a public transport authority that also operates part of the RER network, bus routes, light rail lines and many bus routes. The name métro was adopted in many languages, making it the most commonly used word for a (generally underground) urban transit system. It is possible that Compagnie du chemin de fer métropolitain was copied from the name of London's pioneering underground railway company,[edit] the Metropolitan Railway, which had been in operation for almost 40 years before the inauguration of the Paris first line. History During the first construction of the Métro, the tunnels were excavated in open areas and then covered. Station in the early 20th century By 1845, Paris and the railway companies were already thinking of an urban railway system to connect inner districts of the city. The railway companies and the French government wanted to expand the main line railways into a new underground network, while parisians favored a new and independent network and feared a national takeover of any system it built. [8] The disagreement lasted from 1856 to 1890. Meanwhile, the population grew heavier and traffic chaos grew massively. The deadlocked situation put pressure on the authorities and gave the city the opportunity to enforce its vision. Before 1845, the urban transport network consisted mainly of a large number of omnibus lines, consolidated by the French government into a regulated system with fixed and unconvincing routes and schedules. [9] The first concrete proposal for an urban railway system in Paris was put forward by civil engineer Florence de Kérizouet. This plan required a surface cable system. [10] In 1855, civil engineers Edouard Brame and Eugène Flachat proposed an underground freight urban railway, due to the high frequency of accidents on surface railway lines. On November 11, 1871, the General Council of the Seine Commission commissioned a team of 40 engineers to plan a light rail network. [11] This team suggested a network with a pattern of routes that resemble a cross enclosed in a circle with axial squares after large boulevards. On May 11, 1872, the council approved the plan, but the French government rejected the plan. [11] After this point, there was a serious debate about whether the new system should consist of elevated lines or mostly underground lines; This debate involved a number of parties in France, including Victor Hugo, Guy de Maupassant, and the Eiffel Community Gustave Eiffel, and continued until 1892. [13] The last remaining obstacle was the city's concern interference in its urban railway system. The city commissioned renowned engineer Jean- Baptiste Berlier, who designed paris's postal network of pneumatic pipes, to design and plan the railway system in the early 1890s. [13] Berlier recommended a special 1300 mm (4 ft 3/16 in) gauge (against the standard gauge of 1435 mm or 4 feet 8 1/2 in) to protect the system from national takeover, which significantly inflamed the problem. [14] The case was finally settled when the Minister of Public Works begrudgingly recognized the city's right to build a local system on 22 November 1895, and of the city's secret design of trains and tunnels to be too narrow for main line trains, while adopting standard meters as a compromise with the state. [14] Fulgence Bienvenüe Project Construction of Chevaleret Station, 1903 Line 2 near Jaurès Station 20. Many Parisians worried that extending lines to industrial suburbs would reduce the security of the city. Paris banned lines to the inner suburbs, and as a guarantee, Métro trains would run to the right, unlike existing suburban lines, which ran to the left. Unlike many other subway systems (such as London), this system was designed from the beginning as a system of (basically) nine lines. [15] Such a large project required a private-public scheme from the very beginning - the city would build most of the permanent way, while a private concession company would supply trains and power plants, and lease the system (each line separately, for basically 39-year leases). [further explanation required] In July 1897, six bidders competed, and Compagnie Generale de Traction, owned by the Belgian baron Édouard Empain, won the contract. This company was then immediately reorganized as Compagnie du Chemin de Fer Métropolitain. [15] Construction began in November 1898. [15] The first line, Porte Maillot–Porte de Vincennes, was inaugurated on 19 November 1898. Entrances to stations were designed in Art Nouveau by Hector Guimard. 86 of his entrances still exist. Bienvenüe's project consisted of 10 lines, which corresponds to current lines 1 to 9. Construction was so intense that by 1920, despite a few changes from the schedule, most lines had been completed. The shield method of construction was rejected in favor of the cut-and-cover method to speed up the work. [16] Bienvenüe, a highly regarded engineer, designed a special procedure to build the tunnels to allow rapid repaving of roads, and is credited with a largely fast and relatively uneventful construction through the difficult and heterogeneous soils and rocks. [17] Line 1 and Line 4 were perceived as central east-west and north-south lines. Two Ligne 2 North (Line 2 North) and resemble 2 Sud (Line 2 South), was also planned, but Line 2 South was merged with line 5 in 1906. Line 3 was an additional east-west line north of line 1 and line 5 an extra north to south line east of line 4. Line 6 ran from Nation to Place d'Italie. Lines 7, 8 and 9 would connect commercial and office districts around Opéra to residential areas in the north-east and south-west. Bienvenüe also planned a circular line, similar to circulaire intérieure, to connect the six main line stations. A section opened in 1923 between invalides and Boulevard Saint- Germain before the plan was abandoned. Nord-Sud competing networks Main article: Nord-Sud Company A Nord-Sud station sign on 31 January 1904 a new concession was granted to the société du chemin de fer électrique souterrain Nord-Sud de Paris (Paris North-South underground electric railway company), abbreviated to the North Sud (North-South) company. It was responsible for building three proposed lines: Line A would join Montmartre to Montparnasse as an additional north-south line west of line 4. Line B served northwest of Paris by connecting Saint-Lazare station to Porte de Clichy and Porte de Saint-Ouen. Line C would serve the south-west by connecting Montparnasse station to Porte de . The goal was to link line B to line C, but CMP renamed line B as line 13 and line C as line 14. Both were linked by RATP as the current line 13. In November 1910, Line A was inaugurated, having been postponed due to flooding in January of that year. Line B was inaugurated on 26 September 1945. Due to the high construction costs, the construction of line C was postponed. Nord-Sud and CMP used compatible trains that could be used on both networks, but CMP trains used 600 volt , and NS -600 volt overhead wire and +600 volt third rail. This was necessary due to steep gradations on NS lines. NS differed from the competitor with high quality decoration of its stations, the train's extreme comfort and neat lighting. The North Sud was not profitable and the bankruptcy became inevitable. By the end of 1930, CMP bought nord-sud. Line A was line 12 and line B line 13. Line C was built and renamed line 14; this line was reorganized in 1937 with lines 8 and 10. This partial line is now the southern part of line 13. The last North Sud train set was discontinued on 15 September 1930– 1950: The first inner suburbs reached the Paris Métro network in 1939, Bienvenüe's project was almost completed in the 1920s. Paris planned three new lines and extensions of most lines to the inner suburbs, despite the reluctance of Parisians. Bienvenüe's inner circular line has been abandoned, the already built section between Duroc and Odéon for the creation of a new line that became line 10, extended west to Porte de Saint-Cloud and the inner suburbs of Boulogne. Line C planned by the North Sud between Montparnasse station and Porte de Vanves was built as line 14 (different from current line 14). It stretched north in encompassing the already built section between the Invalides and Duroc, originally planned as part of the inner circular. The over-busy Belleville cable car tram would be replaced by a new line, Line 11, extended to Châtelet. Lines 10, 11 and 14 were thus the three new lines that were envisaged under this plan. Most lines would be extended to the inner suburbs. The first to leave the city properly was Line 9, extended in 1934 to Boulogne-Billancourt; more followed in the 1930s. World War II forced the authorities to abandon projects such as the expansion of line 4 and line 12 to the northern suburbs. By 1949, eight lines had been extended: Line 1 to Neuilly-sur-Seine and Vincennes, line 3 to Levallois-Perret, line 5 to pantin, line 7 to Ivry-sur-Seine, line 8 to Charenton, line 9 to Boulogne-Billancourt, line 11 to and line 12 to Issy-les-Moulineaux. World War II had a massive impact on the Métro. Services were limited and many stations closed. The risk of bombing meant that the service between Place d'Italie and Étoile was transferred from line 5 to line 6, so that most of the elevated parts of the Métro would be on line 6. As a result, lines 2 and 6 now form a circle. Most of the stations were too shallow to be used as bomb shelters. The French Resistance used the tunnels to carry out rapid attacks across Paris. [19] It took a long time to recover from its liberation in 1944. Many stations had not reopened in the 1960s and some closed for good. On March 31, 1948, CMP (underground) and STCRP (bus and trams) merged to form RATP, which still operates the Métro. 1960–1990: The development of the RER Viaduc d'Austerlitz, which crosses the Seine, is used by line 5 The network was saturated in the 1950s. Outdated technology limited the number of trains, which led to RATP stopping to expand lines and concentrate on modernization. The MP 51 prototype was built, testing both rubber-deck metro and basic automatic driving on voie navette. The first replacements of the older Sprague trains began with experimental joint trains and then with mainstream rubber-covered metro MP 55 and MP 59, some of the latter still in operation (Line 11). Thanks to newer trains and better signalling, trains went more often. The population went up from 1950 to 1980. Car ownership became more common and the suburbs grew further from the center of Paris. The main railway stations, the termini of suburban railway lines, were overcrowded during rush hour. The short distance between the metro stations slowed the network and made it unprofitable to build extensions. The solution to was to revive a project project At the end of the 19th century: joining suburban lines to new underground parts in the city centre such as the Réseau Express Régional (regional express network; rer). The Saint-Lazare station RER plan initially included an east-west line and two north-south lines. RATP bought two unprofitable SNCF lines – Ligne de Saint-Germain (westbound) and Ligne de Vincennes (eastbound) with the intention of joining them and serving several districts in the centre of Paris with new metro stations. The new line created by this merger was line A. Ligne de Sceaux, which served the southern suburbs and was bought by CMP in the 1930s, would be expanded north to merge with a line of SNCF and now the new Charles de Gaulle airport in Roissy. This became line B. These new lines were inaugurated in 1977 and their wild success surpassed all the most optimistic forecasts to the extent that line A is the most widely used light rail in the world with nearly 300 million journeys a year. Due to the enormous cost of these two lines, the third planned line was abandoned, and the authorities decided that later development of the RER network would be cheaper developed by SNCF, along with its continued management of other suburban lines. However, RER developed by SNCF would never match the success of RATP's two RER lines. In 1979, SNCF developed line C by joining the suburban lines of Gare d'Austerlitz and Gare d'Orsay, the latter being converted into a museum dedicated to Impressionist paintings. During the 1980s, it developed line D, which was the second line planned by the first RER plan, but serves châtelet instead of République to reduce costs. A large Métro-RER hub was established at Châtelet–Les Halles, becoming one of the world's largest metro stations. [20] The same project in the 1960s also decided to merge line 13 and line 14 to create a fast connection between Saint-Lazare and Montparnasse as a new north-south line. Distances between stations on the extended line 13 differ from that on other lines to make it more express and thus to expand it further in the suburbs. The new line 13 was inaugurated 9 1990–2010: Eole and Météor Franklin D. Roosevelt station on line 1 In October 1998, line 14 was inaugurated. It was the first all-new Métro line in 63 years. Known by its conception as Météor (Métro Est-Ouest Rapide), it is one of the two fully automatic lines in the network along with line 1. It was the first with platform screens to prevent suicides and accidents. It was conceived with extensions to the suburbs in mind, similar to the extensions of the line 13 built during the 1970s. As a result, most stations are at least a kilometer apart. Like the RER lines designed by RATP, almost all stations offer connections with Métro lines. The line runs between Saint-Lazare and Olympiades. Lines 13 and 7 are the only two on the network to be divided into branches. RATP wants to get rid of the saturated branches to improve the network's efficiency. A project existed to attribute line 14 to a branch of each line, and to extend them further into the suburbs. This project was abandoned. In 1999, RER Line E was inaugurated. Known by its conception as Eole (Est-Ouest Liaison Express), it is the fifth RER line. It ends at Haussmann - Saint-Lazare, but a new project, funded by EPAD, the public authority that manages the La Défense business district, should extend it west to La Défense - grande arche and the suburbs outside. 2010 onwards: automation Pointe du Lac station, opened in 2011 In the work started in 2007 and completed in November 2011, line 1 was converted into driverless operation. The line was operated with a combination of driver-driven trains and driverless trains until the delivery of the last of its driverless MP 05 trains in February 2013. The same conversion is in progress for line 4, with an expected completion date in 2022. Several extensions to the suburbs opened in recent years. Line 8 was extended to Pointe du Lac in 2011, line 12 was extended to in 2012 and line 4 was extended to Mairie de in 2013. Accidents and incidents August 10, 1903: Couronnes Disaster (fire), 84 killed. July – October 1995: Paris Métro bombings (terrorist attacks), committed by Algerian extremists – 8 killed and more than 100 injured. August 30, 2000: An MF 67 train derailed due to excessive speed and unavailable automatic cruising at Notre-Dame-de- Lorette, 24 lightly injured. August 6, 2005: The fire broke out on a train in Simplon, injuring at least 19 people. Early reports blamed an electrical short circuit as a cause. July 29, 2007: A fire started on a train between Varenne and Invalides. Fifteen people were injured. Network Paris Métro map Since the Métro was built to serve the city within the walls, the stations are very close: 548 meters apart on average, from 424 m on line 4[21] to one kilometer on the newer line 14, meaning that Paris is densely built with stations. [22] The surrounding suburbs are served by later line extensions, so traffic from one suburb to another must pass through the city. The slow average speed effectively prohibits service to the greater Paris area. The Métro is mostly the subway (197 km or 214 km or 133 mi). Above-ground sections consist of elevated railway viaducts in Paris (on lines 1, 2, 5 and 6) and suburban ends of lines 1, 5, 8 and 13. The tunnels are relatively close to the surface due to the variable nature of the terrain, which complicates deep digging; exceptions include parts of line 12 under the montmartre hill and line 2 below the The tunnels follow the twisting line in the streets above. During construction in 1900, a minimum radius of curvature of only 75 meters was introduced, but even this low standard was not followed by Bastille and Notre-Dame-de-Lorette. Like the Subway and unlike the London Underground Paris Métro uses mostly two-way tunnels. As in most French métro and tram systems, trains run to the right (SNCF trains running on the left track). The slots are standard gauge (1,435 meters). Electric power is supplied by a third rail carrying 750 volts DC. The width of the carriages, 2.4 metres, is narrower than that of newer French systems (such as 2.9m carriages in Lyon, one of the widest in Europe)[23][24] and trains on lines 1, 4 and 14 have capacities of 600-700 passengers; This is compared to 2600 on the Altéo MI 2N trains to RER A. The city of Paris deliberately chose the narrow size of Metro tunnels to prevent the running of main line trains; The city of Paris and the French state had historically poor relations. [15] Unlike many other historic subway systems (such as New York, , London and Boston), all lines have tunnels and operate trains of the same dimensions. Five Paris Métro Lines (1, 4, 6, 11 and 14) run on a rubber tyre system developed by RATP in the 1950s, exported to the Montreal, Santiago, and Lausanne metros. The number of cars in each train varies line by line from three to six; most have five, and eight is possible on line 14. Two lines, 7 and 13, have branches at the end, and trains serve each station on each line except when they are closed for renovation. Map Opening hours The first train departs each end station at 10:00. On some lines, several trains start from an intermediate station. The last train, often called balai (broom) because it sweeps up remaining passengers, arriving at the end station at 1:15 am, except on Fridays (since December 7, 2007),[25] Saturdays and on nights before a holiday, when the service ends at 2:15 AM On New Year's Eve, Fête de la Musique, Nuit Blanche and other events remain, some stations on lines 1, 4, 6, 9 and 14 remain open all night. Tickets See also: Paris ticket t+ and Public transport prices in Île-de-France Ticket t+ Prices are sold at kiosks and on automated machines in the station foyer. Entrance to platforms is by automated street, opened by smart cards and easy tickets. Gates return tickets for passengers to keep for the duration of the journey. There is normally no system for collecting or checking tickets at the end of the journey, and tickets can be inspected at any time. The exit from all stations is clearly marked with the point beyond which possession of a ticket is no longer required. The standard ticket is ticket t+. It is valid for a multi-transfer journey within an hour and a half of Validation. It can be used on Métro, buses and trams, and in Zone 1 of the RER. It allows unlimited transport between the same mode of transport (that is, Métro to Métro, bus to bus and tram to tram), between bus and tram, and between metro and RER zone 1. When transferring between Metro and RER, it is necessary to keep the ticket. RER requires a valid ticket for entry and exit, even for a transfer. It costs €1.90 or ten (a map network) for €16.90 as of March 2020. [26] Other rates use the (the name is a portmanteau from the French terms navigation and Parigot, a nickname for Parisians), an RFID-based contactless smart card. Prices include: daily (Mobilis; Ticket-Jeunes, for young people under the age of 26 on weekends and national holidays, is half the cost of a Mobilis pass); [27] weekly or monthly (the former , sold as the weekly Navigo (hebdo) and the monthly Navigo); annually (Navigo intégrale, or Imagine R for students); The Travel Card (Paris Visite) is available for one, two, three or five days, for zones 1-3 covering the center of Paris, or zones 1-5 covering the entire network, including RER to the airports, Versailles and Disneyland Paris. It was conceived mainly for visitors and is available through RATP's distributors in the UK, Switzerland and Belgium. It may be a better deal to buy a weekly card (up to €10 savings), but a weekly card runs from Monday to Monday (and resets every Monday), while the Paris Visite card is valid for the number of days purchased. On June 26, 2012, it was announced that métro would get Wi-Fi at most stations. Access granted would be free, with a premium paid option offer suggested for a faster Internet connection. [28] Technical specifications Métro has 214 kilometers of tracks[3] and 302 stations,[1] 62 that connect between the lines. [4] These numbers do not include the RER network. The average distance between the stations is 562 m. Trains stop at all stations. [29] Lines do not share tracks, even at exchange stations (transmission). [24] Trains averaged 20 km/h (12.4 mph) at a maximum of 70 km/h (43 mph) on all but automated driverless trains of line 14, which averages 40 km/h (25 mph) and reaching 80 km/h (50 mph). An average interstation ride takes 58 seconds. [quote required] The trains travel to the right. The track is the default gauge, but the load meter is smaller than the main line SNCF network. The current is from a side-third rail, 750 V DC, except on rubber-deck lines where the power is from the handlebars. The load meter is small compared to those of newer subway systems (but comparable to the early European subways), with capacities of between 560 and 720 passengers per train on lines 1-14. Many other subway systems (such as those in New York and London) adopted expanded tunnel dimensions for newer lines (or used tunnels of several sizes almost from the beginning, in the case of Boston), at the expense of operating incompatible fleets of rolling stock. Paris built all lines to the same dimensions as its original lines. Before the introduction of rubber- lines in the 1950s, this common split size theoretically allowed some Métro rolling stock to operate on any line, but in practice each line was assigned a regular list of trains. [quote required] One feature is the use of rubber-weary trains on five lines: this technique was developed by RATP and came into service in 1951. [30] The technology was exported to many networks around the world (including Montreal, Mexico City and Santiago). Lines 1, 4, 6, 11 and 14 have special adjustments to accommodate rubber tyres. Trains consist of 3 to 6 cars depending on the line, the most common is 5 cars (Line 14 may have 8 cars in the future), but all trains on the same line have the same number of cars. Metro is designed to provide local, point-to-point service in Paris properly and service into the city from some close suburbs. Stations in Paris are very close together to form a grid structure, so each point in the city is close to a metro station (less than 500 meters or 1600 feet), but this makes the service slowly 20 km/h (12 mph), except on line 14 where the stations are further apart and the trains travel faster. The low speed almost excludes service to longer suburbs, which are operated by rer. Paris Métro mostly goes underground; surface sections include sections on the viaduct in Paris (lines 1, 2, 5 and 6) and on the surface of the suburbs (lines 1, 5, 8 and 13). In most cases, both tracks are laid in a single tunnel. Almost all lines follow roads, having been built by the cut-and-cover method near the surface (the earliest by hand). Line 1 follows the right course to the Champs-Elysées and on other lines some stations (Liège, Commerce) platforms do not align: the street above is too narrow to fit both platforms opposite each other. Many lines have very sharp curves. The specifications established in 1900 required a very low minimum curve radius by rail standards, but even this was often not fully respected, for example, near Bastille and Notre Dame de Lorette. Parts of the network are built on depth, especially part of line 12 under Montmartre, the sections under the Seine, and the entire line 14. Lines 7 and 13 have two terminal branches. Rolling stock The roller bearing has steel wheels (MF for matériel fer) and rubber-covered trains (MP for matériel pneu). The different versions of each type are specified by design year. (C for cab driver) and (CA for Cab Automatique) Steel wheel rolling MF 67 MF 77 MF 88 MF 01 Rubber coated rolling stock MP 59 MP 73 MP 89 CA MP 89 MP 05 MP 14 No longer in service M1: i from 1900 to 1931. Sprague-Thomson: in service from 1908 to 1983. MA 51: in service on lines 10 and 13 to 1994. MP 55: in service on line 11 from 1956 to 1999, replaced by MP 59. Zébulon is a prototype MF 67, which is used for training operators between 1968 and 2010. It never saw passenger service. Not yet in service MF 19: intended to replace MF 67, MF 77 and MF 88 shares on lines 3, 3 bis, 7, 7 bis, 8, 10, 12 and 13. Lines Paris Métro lines Line Opened Lastextension Stationsserved Length Averageinterstation Journeys made(2017) Termini Line 1 1900 1992 25 16.6 km / 10.3 miles 692 m 181.2 million La DéfenseChâteau de Vincennes Line 2 1900 1903 25 12.3 km / 7.7 miles 513 m 105.2 million Porte DauphineNation Line 3 1904 1971 25 11.7 km / 7.3 miles 488 m 101.4 million Pont de Levallois – BéconGallieni Line 3bis 1971 N/A 4 1.3 km / 0.8 miles 433 m Porte des LilasGambetta Line 4 1908 2013 27 12.1 km / 6.6 miles 438 m 155.9 million Porte de ClignancourtMairie de Montrouge Line 5 1906 1985 22 14.6 km / 9.1 miles 697 m 110.9 million – Pablo PicassoPlace d'Italie Line 6 1909 1942 28 13.6 km / 8.5 miles 504 m 114.3 million Charles de Gaulle–ÉtoileNation Line 7 1910 1987 38 22.4 km / 13.9 miles 605 m 135.1 million La Courneuve – 8 mai 1945Villejuif – Louis AragonMairie d'Ivry Line 7bis 1967 N/A 8 3.1 km / 1.9 miles 443 m Louis BlancPré-Saint-Gervais Line 8 1913 2011 38 23.4 km / 13.8 miles 614 m 105.5 million BalardPointe du Lac Line 9 1922 1937 37 19.6 km / 12.2 miles 544 m 1937 37 19.6 km / 12.2 miles 544 m 1937 37 19.6 km / 12.2 miles 544 m 1937 37 19.6 km / 12.2 miles 544 m 1937 37 19.6 km / 12.2 miles 544 m 137.6 km 9 million Pont de SèvresMairie de Montreuil Line 10 1923 1981 23 11.7 km / 7.3 miles 532 m 45.3 million Boulogne – Pont de Saint-CloudGare d'Austerlitz Line 11 1935 1937 13 6.3 km / 3.9 miles 525 m 47.1 million ChâteletMairie des Lilas Line 12 1910[31] 2012 29 13.9 km / 8.6 miles 515 m 84.3 million Front PopulaireMairie d'Issy Line 13 1911[31] 1 2008 32 24.3 km / 15.0 miles 776 m 131.4 million Châtillon – MontrougeSaint-Denis – UniversitéLes Courtilles Line 14 1998 2007 9 9 km / 5.6 miles 1075 m 83.3 million Saint-LazareOlympiades Stations Main article : Architecture in Paris Métro See also: List of stations of Paris Métro and Ghost stations of Paris Métro Hector Guimard original Art Nouveau entrance to Paris Métro at Porte Dauphine station The typical station consists of two central tracks flanked by two four-meter wide platforms. About 50 stations, generally current or previous termini, are exceptions; most have three slots and two platforms (Porte d'Orléans), or two slots and a central platform (Porte Dauphine). Some stations are single-track, either due to difficult terrain (Saint-Georges), a narrow street above (Liège) or track loops (Église d'Auteuil). The station length was originally 75 m. This was extended to 90 m on high traffic lines (line 1 and line 4), with some of 105 m (the difference yet unused). In general, stations were built near the surface of the cut-and-cover method, and are vaulted. Stations in the former North Sud network (line 12 and line 13) have higher ceilings, due to the earlier presence of a thank you. There are exceptions to the rule of vaulting near the surface: Stations especially near the surface, usually on line 1 (Champs-Elysées–Clémenceau), have flat metal roofs. Elevated (overstreet) stations, especially on line 2 and line 6, are built in brick and covered with platform awnings (line 2) or glass canopies (line 6). Stations on the latest parts (Line 14), built on depth, consist of 120 m platforms, high ceilings and double-width platforms. Since the trains on this line are driverless, the stations have platform screens. Platform screen doors have been introduced on line 1 too since trains have worked. Several ghost stations are no longer operated by trains. One of the three platforms at Porte des Lilas station is currently unused part of the track, often used as a backdrop in movies. In 2018, the busiest stations were Saint-Lazare (46.7 million passengers), Gare du Nord (45.8), Gare de Lyon (36.9), Montparnasse – Bienvenüe (30.6), Gare de l'Est (36.9). 21.4), Bibliothèque François Mitterrand (18.8), République (18.3), Les Halles (17.5), La Défense (16.0) and Bastille (13.2). [32] Interior Entrance to a Metra commuter train station in , designed in Art Nouveau style as a replica of a Paris Métro station Departure Halls is decorated in Art Nouveau style defined at the Métro opening in 1900. The spirit of this aesthetic has generally been respected in renovations. Standard vaulted stations are fed by small white earthen tiles, chosen due to the poor efficiency of early twentieth century electric lighting. From the beginning of the walls have been used for advertising; posters in early stations are framed by colored tiles with the name of the original operator (CMP or Nord Sud). Stations of the former North Sud (most of line 12 and parts of line 13) generally have more meticulous decoration. Station names are usually inscribed on metallic plaques in white letters on a blue background or in white tiles on the background of blue tiles. The first renovations took place after World War II, when the installation of fluorescent lighting revealed the poor state of the original tiling. Three main styles of renovation followed one another. Between 1948 and 1967, RATP installed standardized colored metal wall houses at 73 stations. From the late 1960s, a new style was rolled out at around 20 stations, known as Mouton-Duvernet after the first station. The white tiles were replaced to a height of 2 m with non-oblique tiles in various shades of orange. Intended to be warm and dynamic, proved unpopular. The decoration has been removed as part of the Renouveau du métro program. From 1975, some stations were refurbished in motte style, which emphasized the original white tiling, but brought touches of color to light fixtures, seating and the walls of connecting tunnels. The ensuing Ouï Dire style features boldly shaped seats and bright houses with complementary multi-coloured lighting. A number of stations have original decorations to reflect the cultural significance of their locations. The first to receive this treatment was the Louvre – Rivoli on line 1, which contains copies of the masterpieces on display at the museum. Other notable examples include Bastille (line 1), Saint-Germain-des-Prés (line 4), Cluny – La Sorbonne (line 10) and Arts et Métiers (line 11). Exterior decoration Overview of Passy station Line 6 trains running at the Pont de Bir-Hakeim near the Eiffel Tower The original Art Nouveau entrances are iconic symbols of Paris. There are currently 83 of them. Designed by Hector Guimard in a style that caused some surprise and controversy in 1900, there are two main variants: the most elaborate feature glass canopies. Two original canopies still exist, at Porte Dauphine and Abbesses (originally located at Hôtel de Ville to moved in the 1970s). A copy of the canopy at Abbesses was installed at Châtelet station at the intersection of Rue des Halles and Rue Sainte-Opportune. A cast iron railing decorated in plant-like motifs, accompanied by a Métropolitain sign supported by two orange globes on top ornate cast iron supports in the form of plant stems. Several of the iconic Guimard entrances have been given to other cities. The only original one at a metro station outside Paris is at the Square-Victoria-OACI station in Montreal, as a monument to the collaboration of RATP engineers. Copies thrown from the original forms have been given to the (Picoas station); (Metro Bellas Artes, with a Metro sign), is offered as a gift in return for a Huichol mural displayed at the Palais Royal - Musée du Louvre; and Chicago Metra (Van Buren Street, on South Michigan Avenue and East Van Buren Street, with a Metra sign), given in 2001. Moscow Metro has a Guimard entrance at Kievskaya station, donated by RATP in 2006. There is an entrance on display at the Sculpture Garden in Downtown Washington, D.C. This does not lead to a subway station, it is just for pleasure. Similarly, the Museum of Modern Art has an original, restored Guimard entrance outdoors in the Abby Aldrich Rockefeller Sculpture Garden. [33] Later stations and renovations have brought increasingly simple styles to entrances. Classical stone railings were chosen for some early stations at prestigious sites (Franklin D. Roosevelt, République). Simpler metal railings follow a Métro sign of a spherical lamp in other early stations (Saint-Placide). Minimalist stainless steel railings (Havre-Caumartin) appeared from the 1970s and signs with only one M have been the norm since the war (Olympiades, opened in 2007). A handful of entrances have original architecture (Saint-Lazare), and a number are integrated into residential or standalone buildings (Pelleport). Future Under construction A 1.9 km extension of line 4 in the south from Mairie de Montrouge to Bagneux with two new stations. [34] Opening this section is currently scheduled for 2021. [34] An extension of line 11 eastwards from Mairie des Lilas to Rosny-Bois-Perrier RER with six new stations. [35] Opening of this section is currently planned for 2023. [35] An extension on line 12 in the north from Front Populaire to Mairie d'Aubervilliers with two new stations. [36] Opening this section is currently planned for 2021. [36] As part of the project:[37] A 5.8 km extension of line 14 in the north from Saint-Lazare to Mairie de Saint-Ouen with four new stations. [38] The opening of this section is currently planned for the summer of 2020. [38] An extension of line 14 in the south from Olympiades to Orly Airport with seven new stations. [39] Opening of this section is currently planned for 2024. [40] An extension of line 14 in the north from Mairie de Saint-Ouen to Saint-Denis Pleyel with a new station. Opening of this section is currently planned for 2024. [37] The first (southern) part of future line 15 between Pont de Sèvres and Noisy-Champs RER. This section is 33 km long and will have sixteen stations. [41] The opening is currently planned for 2025. [42] The first (northern) part of future line 16 between Saint-Denis Pleyel and Clichy - Montfermeil with seven new stations. [37] The opening is currently planned for 2024. [43] The first (southern) part of future line 17 between Le Bourget RER and Le Bourget - Aéroport with a new station. [37] The opening is currently planned for 2024. [44] Planned Grand Paris Express, a project that includes a 75-kilometre round line around Paris with 4 new lines in the Paris Métro : Lines 15, 16, 17 and 18. Line 15, the longest of the new lines, will be a circular line around Paris. Line 17 goes to Charles de Gaulle Airport. The other two lines will serve the suburban area of Paris. Grand Paris Express will have a total span of 200 kilometers and count 68 stations. Grand Paris Express will dramatically improve transport in the Paris metropolitan area for one million passengers daily starting in 2024 with the inauguration of the southern part of circular line 15. [44] An extension of line 1 from château de Vincennes to Val de Fontenay station (no official timeline). [46] An extension of line 10 from Gare to Ivry - Place Gambetta or les Ardoines station (not until 2030). [47] Proposed In addition to the projects that are already under construction or are currently being actively studied, there have also been proposals for: An extension of line 5 to Place de Rungis (south) and Drancy (north), as well as a new infill station (Bobigny – La Folie). An extension of line 7 to Le Bourget RER. An extension of line 9 to Montreuil – Hôpital. An extension of line 11 from its future terminus station at Rosny-Bois-Perrier RER to Noisy-Champs RER. An extension of line 12 to Issy-les-Moulineaux RER. A merger of Line 3bis and Line 7bis to form a new line. Cultural significance Métro has a cultural significance that goes far beyond the city of Paris. The name Métropolitan (or Métro) has become a generic name for subways and urban underground railways. The station's entrance kiosks, designed by Hector Guimard, fostered Art Nouveau building style (once known as le style Métro),[48] though, some French commentators criticized Guimard station kiosks, including their green color and signposts, as hard to read. [44] The success of rubber-weary lines led to their export to subway systems around the world, starting with the . [50] The success of Montreal did much to accelerate the international subway boom of the 1960s/1970s and assure the French's primacy in the process. [50] Rubber-tired systems were adopted in Mexico City, Santiago, Lausanne, Turin, Singapore and other cities. The Japanese adopted rubber-weary subways (with their own technology and manufacturing companies) to systems in , Sapporo and parts of Tokyo. The rabbit on the subway is an anthropomorphic rabbit visible on stickers on the doors of the trains since 1977 to advise passengers (especially children) about the risk of getting their hands caught when the doors are opened, as well as the risk of damage to escalators or getting caught in the closing doors. This rabbit is now a cultural icon in Paris similar to the mind the gap expression in London. See also Architecture of Paris Métro List of stations of Paris Métro Paris in Belle Époque Transport in France Rubber-covered metro List of metro systems Railway transport in France References Notes ^ a b c The Metro: a Parisian institution. Ratp. Archived from the original on 18 February 2010. Retrieved 29 January 2014. The Montmartre cable car is considered to be part of the metro system, where is represented by a 303rd fictional station Funiculaire. ^ a b RAPPORT D'ACTIVITÉ 2015 (PDF). STIF. In 1999, there were 18,000,000 Visited 17.03.2017. ^ a b c d e Short History of the Paris Metro. france.fr – The official website of France. Archived from the original on 26 February 2010. Retrieved September 21, 2013. ^ a b Statistiques Syndicat des transporter d'Île-de-France 2005 (in French) says 297 stations + Olympiades + Les Agnettes + Les Courtilles Filed June 17, 2012 on Wayback Machine ^ Archived copy. Archived from the original on 18 February 2010. Retrieved 17 September 2016.CS1 maint: archived copy as title (link) ^ Demade 2015, p. 13. ^ [1] Archived 15 February 2015 at the Way of Home . Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were released. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, there were 100,000 people who were booked in 1999 Mazes of Iron: A History of the World's Subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, there were 100,000 people booked on ^ Bobrick, Benson. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1990 it became 151. ^ Bobrick, Benson. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1968–1983, a new modernization of the Parisian network was published. Musée des Transports – Histoire du Métropolitain de Paris (French). Retrieved 6 March 2010. ^ Bobrick, Benson. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999 there were 100,000 people booked on ^ Aplin, Richard; In 2014, 100,000 people were booked in 1999. Dictionary of Contemporary France. Routledge. In 1999, he became the 130,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,00,000,000,000,000,000,000,000,0000,0000,000,0000,000,000,0000,000,000,000,000,0000,000,000, Un siècle de métro en 14 lignes, p. 188 ^ Jean Tricoire, op. cit., p. 330 ^ Jean Tricoire. Un siècle de métro en 14 lignes. De Bienvenüe à Météor. ^ a b c Clive Lamming, Métro insolite ^ Press release from RATP 2. Ratp.info. Retrieved 3 October 2010. ^ Accueil –Ticket jeune (in Norwegian). Ratp. Retrieved 2044-04-2011. ^ Le Wi-Fi arriving at dans le métro parisien Archived October 30, 2012 at Wayback Machine ^ 1. ^ Bobrick, Benson. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. p312 ^ a b Lines 12 and 13 were originally built as part of the North Sud network (such as line A and line B respectively). ^ Trafic annuel participant par station du réseau ferré 2018. data.ratp.fr (in French). 1999– 2009 2009 2020. ^ [2]. ^ a b Île-de-France Mobilités. Métro 4, extension of automation Montrouge > Bagneux (PDF) (in French). Retrieved 30 May 2018. ^ a b Île-de-France Mobilités. Métro 11, extension Mairie des Lilas > Rosny- Bois-Perrier (PDF) (in French). Retrieved 30 May 2018. ^ a b Île-de-France Mobilités. Métro 12, extension Front Populaire > Mairie d'Aubervilliers (PDF) (pdf) (in French). Retrieved 30 May 2018. ^ a b c d e Grand Paris Express, the largest transport project in Europe. Société du Grand Paris (French). 16, 2017, in New York City. Retrieved 26 May 2020. ^ a b Prolongement de la ligne 14 à Mairie de Saint-Ouen. Retrieved 30 May 2018. ^ Prolongement de la ligne 14 à Mairie de Saint-Ouen. Archived from the original on 19 February 2010. Retrieved 30 May 2018. ^ Ligne 14 Sud (in Norwegian). Société du Grand Paris (French). 30, 2017, in New York City. Retrieved 26 May 2020. ^ Grand Paris Express Ligne 15 Sud (in Norwegian). 12 April 2018 at 30.05.2018. ^ Ligne 15 Sud (in Norwegian). Société du Grand Paris (French). May 2, 2017. Retrieved 26 May 2020. ^ Ligne 16. Société du Grand Paris (French). May 2, 2017. Retrieved 26 May 2020. ^ Ligne 17. Société du Grand Paris (French). May 2, 2017. Retrieved 26 May 2020. ^ Facts from Grand Paris. In 1999, 100 000 visited 5. Cite has empty unknown parameter: |1= (help) ^ Prolongement du Métro ligne 1 à Val de Fontenay, le projet en bref (in French). Retrieved 30 May 2018. ^ Prolongement de la ligne 10 à Ivry Gambetta. Retrieved 30 May 2018. ^ Bobrick, Benson. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1999, 100,000 people were booked in 1999. Mazes of iron: A story about the world's subways. In 1981, he became known for becoming one of the best in upstate New York. In 1990, 100,000 people were released. Le Métro de Paris : Histoire d'hier à demain, Rennes : Ouest-France. In 1999, 100,000 people were evicted in 2018. (French) Demade, Julien (2015). Les embarras de Paris, ou l'illusion techniciste de la politique parisienne des déplacements. L'Harmattan. In 1999, he became 100,000,000 people. Descouturelle, Frédéric, et al. (2003). Le métropolitain d'Hector Guimard. Somogy. In 1999, there were 100,000 people who were discharged in 1990. (French) In 1991 he was released 100 billion Du Madeleine-Bastille à Météor : Histoire des transports Parisiens, Amiens : Martelle. In 1999 he became 1,300,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000,000, (French) Hovey, Tamara. Paris Underground, New York: Orchard Books, 1991. In 1993 he became 1000 000 000 people in 1993. Lamming, C. (2001) Métro insolite, Paris : Parigramme, ISBN 2-84096-190-3. Oven. Paris Metro Style in map and station design, London: Capital Transport, 2008. In 1978, he became the first to be elected to the European Media. Paris Metro. Wikimedia Commons has media related to Ratp. Includes routes, schedules, travel times, etc. Comprehensive map of the Paris Metro network Real-distance network map on the CityRailTransit website UrbanRail.Net - descriptions of all metro systems in the world, each with a schematic map showing all stations. Métro Paris – descriptions of all metro stations in Paris : maps, lines and schedules Retrieved from «

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