Les Transports Ferrés Franciliens, prêts pour les JO ?

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Is the Ile de France rail network ready for the Olympic Games? To find out, we are going to look back at the promises that were made at the time of Paris’s candidacy and we are going to go there to compare with what was achieved. New lines or extension of some pre-existing ones, commissioning of new rolling stock, opening of new stations, service to the capital’s two airports, what’s new on the rails in the Paris region at the start of summer 2024, we see that in this new report, hello and welcome to Aiguillages! The first competition took place a long time ago. To be designated host city, its application must in fact be selected among all those submitted and in this little game Paris did not win the first time, its candidacy was even rejected three times with a view to the Olympic Games. from 1992, 2008 and 2012. So, he had to review his copy and undoubtedly strengthen it a little. And in 2017, the file was passed, Paris was designated host city for the 2024 summer Olympics. Among the criteria that count the most in the evaluation of a candidacy file, there is the question of transport. The event must contribute to their modernization and encourage their use in the city where most of the competitions take place and the Olympic Committee specifies that it must be able to count on safe, efficient, reliable and punctual transport services which must take into account all the needs of athletes, organizers, spectators, but also residents. The Paris 2024 application file highlighted the fact that no new infrastructure would be necessary to meet these requirements. But there, it must be admitted that there was a little subtlety. The implication was that a certain number of works already initiated or planned would be completed before summer 2024: the extension of line E of the RER and lines 12 and 14 of the metro, the creation of four new metro lines, on 15, 16, 17 and 18, the extension of the T1 tram line, and the launch of a new airport rail service: the Charles de Gaulle Express to connect the Gare de l’Est to Roissy airport . For the rest, what was planned was the increase in frequencies, the deployment of additional personnel and an extended timetable. And also a small detail which would not fail to make people cringe a few years later: In addition to the free transport of athletes, organizers and more broadly of all people accredited by the Olympic Committee as part of their functions, which is part obligations imposed on all organizing cities and concerns around 200,000 people, the Paris 2024 file promised access to free public transport for all ticket holders throughout the Ile de France on the day of the competitions concerned. But that was before the health crisis. At the end of this, several alarm signals are starting to be sounded: the Ile-de-France rail network presents points of weakness and it is becoming obvious less than two years from the event that several major infrastructures will not be ready in time. The Court of Auditors is therefore concerned in a report published in January 2023 about the progress of the RER E extension project which should contribute to improving service to the Paris la Défense Arena and that of line 14 of the metro , crucial for serving the Stade de France, the Olympic Aquatics Center and the Athletes’ Village to the north via Saint-Denis-Pleyel station and to the south for Orly airport. Another report issued by Parliament raises alarm in July 2023, a year before the fateful date, because transport in the Ile-de-France region has never functioned so poorly. Ouch! We will therefore have to scale back our ambitions and refocus on a few major infrastructures even if it means letting others fall further behind. Forgotten, the Charles de Gaulle Express, the surplus of travelers to the northern suburbs will pass through the station of the same name and not by that of the East. Also down the drain are metro lines 15, 16, 17 and 18. In these conditions, it is on the shoulders of the 14 that a large part of the hopes will rest. The RATP will therefore redouble its efforts so that its extension at both ends is effective before the summer of 2024. This objective has been achieved since this line has been connecting Saint-Denis-Pleyel in the north to the airport since June 24. from Orly to the south. 8 new stations were created , one in the north, the other 7 in the south. Line 14 thus becomes the longest in the Paris metro, now at 28 kilometers. The distance covered by automatic trains has doubled. It should soon also become the busiest. During this extension, the automatic train control system was changed. The old one did not make it possible to manage the number of trains required for operation over such a length. 72 trains, running during rush hour at an interval of 80 seconds, i.e. less than a minute and a half wait in the best case. However, this performance will not be achieved during the Olympic Games, as not all the oars were delivered on time. Because with the extension of the line and the change of automatic piloting system coincides with the entry into service of new rolling stock. The MP14s. MP for Métro Pneumatique, 14 for 2014, the year in which RATP launched its call for tenders. This was won by Alstom for the supply of trainsets with 8 cars compared to 6 for those which had been running there until then. The length of these new trains is 120 meters. Their capacity is nearly 1000 travelers. The unpleasant surprise comes from the price charged to get to Orly airport. If it remains unchanged for holders of a Navigo pass, occasional users of Parisian transport will have to pay for a ticket at 11 euros 50. Another inauguration, recent, but partial this one, the extension of line E of the RER. Originally, starting from Haussmann-Saint-Lazare, this new section was to reach Mantes-la-Jolie before the opening ceremony of the Olympic Games. The inauguration took place on May 6, but for the moment we have to content ourselves with an 8 km journey in a new tunnel under Paris allowing you to reach the Nanterre-La-Folie station via those of Porte -Maillot and La Défense, and again, trains only run there from 10 a.m. to 4 p.m. on weekdays, 10 a.m. to 8 p.m. on weekends, and you have to change at Magenta or Haussmann station to continue your journey . journey on line E. It is advisable to do it at Magenta where the change is simpler . During the duration of the games, however, additional shuttles will be put into service, but only between Nanterre-la-Folie and Porte-Maillot. The cause of these inconveniences? A delay in delivery of new trains intended to serve this line. 255 RER NG for New Generation have been ordered, but to date only 35 have been delivered. And if the SNCF is dependent on these deliveries for the launch of this new section of the RER E, it is because this, as for line 14 of the metro, is accompanied by the commissioning of a new system traffic management. And only these new generation RERs are compatible with it. It is called NexTeo and is largely inspired by the driving automation systems implemented by the RATP for the metro. Its purpose? Allow the circulation of a greater number of trains, at higher frequencies, by reducing the distance between each train and increasing the speeds in the tunnels. On the extension of line E, the RER NG will be able to peak at 120 km/h. These trains are built by Alstom. They are initially intended for lines D and E of the RER. On this line, these are trains made up of 6 boxes, 4 on two levels framed by 2 on one level located at each end. These are so-called “boa” trains. It is therefore possible to travel from one end to the other, which facilitates the distribution of travelers. On the other hand, their architecture remains that of a classic train and not that of an articulated train, namely that each body rests on two bogies. The service provided by these new trains will therefore only be partial for the duration of the Olympic Games, they should nevertheless contribute to relieving congestion a little on the RER A by also providing service to the Défense Arena. Another hub for the Olympics will be the Gare du Nord. And that wasn’t necessarily what was originally planned. Indeed, one of the strong points of the transport component of the Paris 2024 application file, and which undoubtedly tipped the scales in its favor, was the airport service plan. To the south, Orly is not doing too badly with two rail services out of the 3 planned. OrlyVal and line 14 will therefore be 100% operational, even if in the long term the future of the first seems to be compromised since the inauguration of the second. On the other hand, line 18 which was to complete the system will not be put into service in time. In the north, it’s more complicated. It was necessary to abandon the Charles-de-Gaulle Express which was to connect the Gare de l’Est to Roissy-Charles-de-Gaulle airport, as well as lines 15, 16 and 17 which were to irrigate a number of Olympic sites and the airport for line 17. Most of the rail traffic in this sector will therefore rely on the Gare du Nord and the RER B, the only one of the three heavy transport modes to remain in relation to the initial projects. And the history of the Gare du Nord, in recent years, has not gone by like a long, quiet river. The need to profoundly restructure this station escaped no one, but a first major project which aimed to triple its surface area in the run-up to the Olympic Games and which in the process would have given it the appearance of a gigantic shopping center ended up being carried out. bog down. The costs of the work continued to soar and the delays accumulated to the point that, even if it was successful, there was a great risk of welcoming visitors arriving by train into a vast construction site, rather than in a renovated station. The ambitions have therefore been significantly reduced and the project renamed “Horizon 2024”, just to still keep the deadline for the Olympic Games in sight. The work consisted of Brexit requiring the redevelopment of the cross-Channel terminal to install a border zone, a lot of work was done on the signage which incorporates backlit panels, new screens were installed, as well as new security gantries. ticket validation. Outside, a new square for pedestrians and cyclists occupies the space that the shopping center envisaged in the previous project was to take, and a bicycle parking lot with nearly 2,000 spaces has been created. But if there is one station that was intended to be the station for the 2024 Olympic Games, it is that of Saint-Denis-Pleyel. It was inaugurated just a month before the opening ceremony and is close to three major Olympic venues. The athletes’ village, the Olympic Aquatic Center and the Stade de France. Here, it is line 14 which saves the day, since the three other lines which must join it, 15, 16 and 17, will not do so until much later. The station, which is designed on 9 levels, 4 of which are underground, will also allow connections with metro line 13 and the RER D, which is on the other side of the largest railway line in Europe, that of Paris-Nord. A 300 meter long footbridge, currently only pedestrian, allows you to reach the stations. So with all of this, is the Île-de-France rail network ready for the Olympic Games? I want to tell you that the near future will tell us, because the human factor also counts and is quite unpredictable. When it comes to infrastructure, the assessment is easier to draw up. At the time of validation of the Paris 2024 file in 2017, Île-de-France had 16 metro lines, 5 RER lines, and 10 tram lines. 7 years later on the eve of the opening ceremony, the number of metro lines has not increased, but the 14 has given its doubled length, the 4 was automated and extended from Mairie de Montrouge to Bagneux, the 11 from Mairie-des-Lilas to Rosny-Bois-Perrier, and the 12 from Front Populaire to Mairie d’Aubervilliers. The metro network is now 245 km long, it will reach 400 when lines 15 to 18 in turn enter service. The number of RER lines has not changed, it is still 5, as for the tram lines they have gone from 10 to 14. I don’t know about you, but I can’t wait to see how it all goes happen and see you at the start of the September school year for the 17th season of Aiguillages. In the meantime, if you want to know more about the Grand Paris Express project, I will refer you to this other report and I wish you a great summer.