LRT LINES IN FRENCH CITIES: ACCESSIBILITY VS. MODAL SHIFT? A PERFORMANCE-BASED ANALYSIS Pierre Zembri To cite this version: Pierre Zembri. LRT LINES IN FRENCH CITIES: ACCESSIBILITY VS. MODAL SHIFT? A PERFORMANCE-BASED ANALYSIS. WCTR 2013, Jul 2013, Rio de Janeiro, Brazil. hal-02189647 HAL Id: hal-02189647 https://hal-enpc.archives-ouvertes.fr/hal-02189647 Submitted on 19 Jul 2019 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. LRT lines in French cities: accessibility vs. modal shift? A performance-based analysis ZEMBRI, Pierre LRT LINES IN FRENCH CITIES: ACCESSIBILITY VS. MODAL SHIFT? A PERFORMANCE-BASED ANALYSIS Session A4 Pierre ZEMBRI, University of Cergy-Pontoise, EA 4113 MRTE – F-95000 CERGY- PONTOISE ABSTRACT This paper summarizes a set of surveys on ten main French public transport networks including LRT lines: Le Mans, Marseille, Montpellier, Orléans, Reims, Valenciennes, Toulouse, Nancy, Caen and Clermont-Ferrand. This set associates single-line and more complex networks, classical tramways, LRT on tyres and « hybrid » systems (partially guided). The performance of the network is based on (i) the profile of the lines (ramps, curves, etc.), (ii) the speed limits, (iii) and the degree of independence of LRT tracks vis à vis general road traffic (which can generate risk of conflicts and delays). Current travel times (and average commercial speed) are confronted to those announced in the projects. In most of the cases studied, average speeds are lower than expected (generally between 15 and 18 kph). We have tried to determine the reasons of the lower level of performance. Some of them are linked to the rolling stock chosen by the public transport authority: technical innovation can be deceiving. In most of the cases, the profile of the tracks generates a high level of constraints, with many curves and long sections of line at a reduced speed. This is especially the case of the first lines built: they have been designed in order to serve the maximal number of quarters, as if they were the first and also the last line to be built. Changes of direction are frequent and straight lines, along which the rolling stock can run at its nominal speed, are rare. The financing mode, with incitations to serve « disadvantaged » quarters, can explain some diversions. In other cases, the new lines try to correct some past planning mistakes by serving remote service centres like hospitals, universities, etc. The general impression is that urban planning issues (including facade-to-facade re-shaping works) are of higher interest than transport ones. Keywords: Light Rail Transit (LRT), lines, design, profile, speed 13th WCTR, July 15-18, 2013 – Rio, Brazil 1 LRT lines in French cities: accessibility vs. modal shift? A performance-based analysis ZEMBRI, Pierre 1. INTRODUCTION Having almost completely disappeared from circulation, tramways began being reintroduced into French cities at the beginning of the 1980s. Of the 101 networks initially developed during the 19th century, only three isolated lines (Offner & Zembri, 1994) continued to exist in Marseille, Saint-Étienne and Lille. The revitalisation of the tramway in France has been translated by an approach radically different from that of the previous generation: - complete separation from vehicle traffic, - longer routes (up to 20 km) crossing through city centres and extending outwards to occasionally very distant districts, - a desire to create an enhancing image based on the innovative design of the rolling stock, inventive street furniture and a choice of occasionally expensive floor finishes, - an urbanism-transport interface translated by an in-depth reorganisation of traffic movements, the redefinition of the districts along the routes and track layouts reaching from facade to facade, a choice much more expensive than simply laying rails. In certain cases, the chosen routes have been dictated by government funding programmes, particularly for opening up disadvantaged districts to the surrounding city (town upgrading national policy). In other cases, the creation of the network has been used to cross through areas that will be subject to future urbanisation, giving an immediate impression of pointless detours. At the end of the day, the new generation French tramway gives the impression of being a luxury product (insofar as government funding is concerned) but which provides a low performance level due to the detours resulting from opportunities to open up specific districts or the desire to serve a maximum number of traffic generators and attractors. The tramway has also been a major issue in electoral campaigns and, as in Orléans in 2001, resulted in the defeat of local mayors. It continues to be the focal point of lively debate that has allowed academics to put their points of view (Carmona, 2001). In technical terms, it must be admitted that in many cases, little additional time is gained when compared with the old bus system. There are at least two reasons for this: - routes meander and often change direction. Straight lines have not been privileged and, as a result, distances are longer when compared with bus routes, a fact that counterbalances the increased speed of the tramway, - speeds specified for the tramways are generally low and occasionally slower than those of buses on a comparable route. They can be affected by an insufficient level of priority at traffic light intersections. There is very little scientific literature on the issue of tramway performance levels which appears to represent a “blind spot” of transport research. Authors generally seem to accept that transit speeds are satisfactory and sufficient to generate a changeover from bus to tram (Stambouli, 2007). However, potential risks of these speeds being reduced have been noted by Jean-Louis Maupu (2003). We wanted to look in greater detail at those linked to routes and 13th WCTR, July 15-18, 2013 – Rio, Brazil 2 LRT lines in French cities: accessibility vs. modal shift? A performance-based analysis ZEMBRI, Pierre the setting of speed limits and, to this end, initially examined seven networks: Nancy, Caen, Clermont-Ferrand, Reims, Montpellier, Marseille and Orléans. 2. GENERALLY INNOVATIVE ROUTES Bus networks in French cities are the descendants of tramway networks created between 1855 and 1911 and which reached their maximum level of development in the early 1920s. They were subsequently dismantled over the period from the 1920s through to the 1970s (Robert, 1974). The replacement of tramways by buses took place line by line. This resulted in the same routes being maintained through to the introduction of the “modern” tramway which often provided an opportunity to completely reorganise the network. Previous transformations had generally consisted in adding and extending routes to match expanding urbanisation or the perimeter being served (urban transport boundary or UTB). The introduction of the tramway also generated a hierarchy of lines. The new “heavy” lines were protected from vehicle traffic and profited from an increased transit speed, greater regularity and a better passenger carrying capacity. Tramway sets are able to carry 170 to 300 passengers as against 90 to 140 for buses. Tram services are more frequent than those provided by buses. This has led to the temptation of creating bus connections at various points along the tram line to avoid sharing the same route. It is therefore interesting to compare the new networks with those that they replaced. We shall show that the differences essentially lie in the adoption of routes that are not so obvious or as straight as in the past, a factor that can be explained by modified service objectives, themselves occasionally dictated by urban development or redevelopment objectives. 2.1. From tramways… to tramways, via buses The first French tramway networks followed the main roads and made few detours. For example, line A of the Tours tramway (in 1930) was completely straight between its terminus on Place de la Tranchée to the north and the Barrière de Grammont terminus to the south (4 km). Lines intersected one another at one or more points in central districts, such as the Place du Martroi in Orléans or Place Jean-Jaurès and Place des Halles in Tours. Where the layout of historic city centres (particularly narrow or winding streets) made it impossible for tramways to pass through, as in the case of Clermont-Ferrand, they were organised to loop around the centre. However, they did not serve locations at any great distance from the dense central districts. In this sense, they were very different from today’s tramway layouts. When the initial tramway networks were converted into bus routes, these simply used the existing routes. This approach can be clearly seen in the recent work carried out in Le Mans by Adelaïde de Ketelaere (2010 & 2012). Subsequently, the considerable expansion of conurbations that took place as from the 1960s initially saw the existing lines being extended. This was followed by the creation of lines providing a better service to the city outskirts. The 13th WCTR, July 15-18, 2013 – Rio, Brazil 3 LRT lines in French cities: accessibility vs. modal shift? A performance-based analysis ZEMBRI, Pierre routes previously followed by the tramways became joint sections with several lines organised into groups. When “modern” tramways were introduced in the early 1980s, cities were not as compact as they had been 30 years earlier. In addition, poles of attraction had been placed on the outskirts: new university campuses, hospitals and business parks as well as shopping and leisure centres.