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Old July 11th, 2008, 06:20 AM   #261
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Originally Posted by edubejar View Post
That makes sense. At least one other Metro line should be extended to La Défense.

Meanwhile, it sounds like RER A's primary traffic is from the suburbs if Line 14. At the very least, suburban ridership on line A must be very significant. Everytime I return to Paris, Metro line 14 is never busy. That's weird because it passes through very busy stations, several of which are transfer points. Then of course, Metro line 1 is largely parallel to the RER A and that metro line is perhaps the busiest one along with Metro line 13.
You're exactly right, Ligne 1 is definitely the most busy line on the Parisian metro system with 166 million journeys each year approximately. Ligne 14 in comparison only carries approximately 62.4 million passengers each year.
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Old July 11th, 2008, 08:37 AM   #262
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That's wrong this is the number of direct entrance by line. (it don't inlude change, so not very usefull for a line that is used primary for change).
So there is 62 million passengers that enter in the metro system by the line 14 entrances.
The real transit of the line 14 is over 100 million journeys.
With 460,000 passengers per day, the line 14 is sucessfull.
Secondly 70% of the line 14 users are suburbanite.

Edubejar just use the line 14 in rush hour or even the workdays and we will see the difference. Like the RER A, in off peak hours the RER A is empty.
Quite funny these pictures were took in off peak hours.






Anyway that's right the line 1 is the most used of metro system. The line 13 carrying only 560,000 passengers, it problem are the branchs in the northern section. The southern section is not busy at all (execpted in rush hours)
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Old July 11th, 2008, 10:45 AM   #263
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The fact that the ridership figures for Ligne 14 are so far off target makes you wonder how innacurate the "worlds busiest metro" figures are and how many more people may in fact be using the systems.
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Old July 11th, 2008, 11:39 AM   #264
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Quote:
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I thought Metro line 14 was supposed to take quite a lot of the pressure off the most saturated parts of RER A?
The ligne 14 has been opened in 1998 and the RER A was already saturated...

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I guess I've always been a bit surprised that Line 1 is the only metro line that goes to La Defense. Perhaps if lines 2,3 or 6 were extended out to La Defense this would offer people more alternatives to Line 1 and also to RER A?
From Paris, you can take the Transilien (suburban train) at Paris St Lazare. There is a lot of trains during the rush hours, the frequency is not so high like the RER A or the L1 but it can be a good alternative because they are not often delayed... You will spend 8mn (instead of 7mn with the RER A a perfect day)

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Everytime I return to Paris, Metro line 14 is never busy.
You are a lucky guy !

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Originally Posted by Svartmetall View Post
You're exactly right, Ligne 1 is definitely the most busy line on the Parisian metro system with 166 million journeys each year approximately.
The most used doesn't mean the busiest...
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Old July 25th, 2008, 06:25 AM   #265
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Haussmann Saint Lazare














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Old July 25th, 2008, 06:30 AM   #266
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Same line in Val de Fontenay station

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Old July 25th, 2008, 09:30 PM   #267
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Why does Haussmann Saint Lazare have 4 platforms when it is a through station? Even if it is a terminus most metro termini in Paris have 2 platforms with sidings for reversal...
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Old July 25th, 2008, 09:39 PM   #268
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Old July 26th, 2008, 01:28 AM   #269
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Haussman St Lazare is the end of the line, its not a through station, although Magenta has 4 platforms too, guess it adds to the capacity
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Old July 26th, 2008, 03:09 AM   #270
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I don't see how it can add to the capacity, unless the tunnels themselves are four-tracked. Enlighten me, someone...
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Old July 26th, 2008, 08:07 AM   #271
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Quote:
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I don't see how it can add to the capacity, unless the tunnels themselves are four-tracked. Enlighten me, someone...
A train can get in the station while the previous one is still taking passengers. So it definitly adds capacity. Otherwise the train would wait for its turn in the tunnel. Same on line C at Invalides station. And also on line B at Gare du Nord southbound, sometimes 2 B trains get into the station at the same time, one of them using the platform usually used by the D trains.
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Old July 26th, 2008, 10:51 AM   #272
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Thanks for the explanation. So it effectively reduces dwell times, couldn't they just do it the cheaper way? Close the doors earlier and the passengers will soon hurry up
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Old July 27th, 2008, 09:20 AM   #273
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yeah thanks for the pictures i imagined that the RER E station looks like an airport or something it even has those electronic boards in them and such thanks.
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Old July 27th, 2008, 03:00 PM   #274
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Quote:
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Thanks for the explanation. So it effectively reduces dwell times, couldn't they just do it the cheaper way? Close the doors earlier and the passengers will soon hurry up
They tried to do that but it is impossible, in many case when the song before the closure of door begin, the passengers have not finished to exit the train, and passengers in the platform don't begin to go inside it.
This is the case in the RER A, B and D.

The RER E was build to have a capacity of 80,000 passengers per hour but it only carry 200,000 passengers per day.
The RER C is a bit crowded in the eastern part I agree that Bibliotheque Francois Mitterand, Gare Auzterliz and Saint Michel Notre Dame are not empty.
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Old July 27th, 2008, 09:16 PM   #275
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Wow, great thread, congratulations !!!!
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Old July 27th, 2008, 10:04 PM   #276
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Quote:
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They tried to do that but it is impossible, in many case when the song before the closure of door begin, the passengers have not finished to exist the train, and passengers in the platform don't begin to go inside it.
This is the case in the RER A, B and D.

The RER E was build to have a capacity of 80,000 passengers per hour but it only carry 200,000 passengers per day.
The RER C is a bit crowded in the eastern part I agree that Bibliotheque Francois Mitterand, Gare Auzterliz and Saint Michel Notre Dame are not empty.
How long are the dwell times? lower than at least 30 secs is usually needed for a system running at 2 minute intervals (30tph). The Moscow Metro manages to run 38tph, most of the videos i've seen of it in the rush hours the dwell times are usually about 25 secs. However, I don't know how the service is, i.e. whether or not the trains stop or slow down in between the tunnels often.

If RATP can't lower the frequencies enough than they should consider re-organising the train interior (double deck and transverse seating means passengers take longer to get off...) or try and train the passengers better!
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Old July 27th, 2008, 10:14 PM   #277
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Quote:
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If RATP can't lower the frequencies enough than they should consider re-organising the train interior (double deck and transverse seating means passengers take longer to get off...) or try and train the passengers better!
Something that works quite well is to automate the trains: the line 14 (driverless) is the only one where passengers respect the door closing signal because they know that they deal with a computer rather than a human. When you've got stuck between the doors once you don't try again..
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Old July 27th, 2008, 10:19 PM   #278
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Something that works quite well is to automate the trains: the line 14 (driverless) is the only one where passengers respect the door closing signal because they know that they deal with a computer rather than a human. When you've got stuck between the doors once you don't try again..
I'd imagine they respect the older rolling stocks too, I wouldn't want to get stuck in there doors!
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Old July 28th, 2008, 01:01 AM   #279
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Definitely the fact that some RER trains are double-decker means it takes longer to get off them. If you're smart you would start heading towards the doors a station or two before the one you're getting off at, but on heavily touristed lines people may not realise how close their station is. If you're upstairs and the train is packed, it may be pretty damn difficult to make it all the way down to the doors too.
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Old August 1st, 2008, 09:16 PM   #280
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