Trams in France go back to 1837 when a 15 km steam tram line connected Montrond-les-Bains and Montbrison in the Loire.[1] With the development of electric trams at the end of the 19th century, networks proliferated in French cities over the next 15 years. Although nearly all of the country's tram systems were replaced by bus services in the 1930s or shortly after the Second World War, France is now in the forefront of the revival of tramways and light rail systems around the globe. There are already a fair number new urban tram networks, with more planned. France is also home to Alstom, a tram manufacturer.[2]
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One of the key inventions in the world history of trams was that of the girder rail developed in 1852 by Frenchman Alphonse Loubat.[3] It brought the tram track down to road level, avoiding accidents to pedestrians and other vehicles caused by the standard protruding rail used until then. Inspired by John Stephenson of New York, it was in Paris that Loubat built the first line of this type, for horse trams, which was inaugurated on 21 November 1853 in connection with the 1855 World Fair. On a trial basis, it ran along the banks of the Seine from the Place de la Concorde to the Pont de Sèvres in the village of Boulogne.[4]
Several French cities were equipped with horse-tram networks towards the end of the 19th century. In Paris, Tramways Sud operated horse trams from 1875 to 1901.[5] In Marseille, horse trams operated by Compagnie Générale Française de Tramways entered service in 1876 on a number of routes including the Canebière.[6] In Strasbourg, horse tram services began in 1877.[7]
As horse trams presented a number of disadvantages (need for several teams of horses per vehicle per day, relatively slow speed, droppings on the roadway), it was not long before various mechanical traction systems came into use. These included:
Although Werner von Siemens demonstrated the electric tram in 1881 at the International Electical Exhibition in Paris, it was not until 1890 that the first électric tram was opened in Clermont-Ferrand, and in 1895 the Tramway de Versailles was converted from steam power to electric power. While electricity offered considerable benefits including ease of operation, many municipalities were reluctant to bring overhead cabling into their city centres. Nevertheless, over the next 15 years, well over 100 standard and small gauge electric tram networks came into operation.[9]
Most of France's tram systems closed during the 1930s or in the post-war years. The only systems which have remained in continuous use are those in Lille, Marseille and Saint-Étienne but even these were extensively reduced in size before the recent revival.
Over the past 25 years, a rapidly growing number of France's cities have developed modern tramways or light rail networks. At present, there are 16 modern tram systems spread right across the country (excluding the three trams-on-tyres services). Many of these are being extended while at least seven other municipalities are in the process of planning or acquiring new tram networks.
There has also been a strong emphasis on tramway innovations such as ground level power supply in Bordeaux and trams on tyres in Nancy.[13]
The following French towns and cities now have light rail or tram systems:[9]
The revival of tram networks in France has brought about a number of technical developments both in the traction systems and in the styling of the vehicles.
A recent development of tramway technology has been the guided bus (or tram on tyres), a rubber-tyred vehicle guided by a fixed rail in the ground, which draws current from overhead electric wires like a conventional tram.
Two incompatible systems exist:
In both cases the weight of the vehicle is borne by rubber tyres on bogies to which the guide wheels are attached. Power is supplied by overhead lines, or by rechargeable batteries in areas where there are no overhead wires.
The Translohr system is intended for guidance-only operation, whereas the Bombardier system can be driven as a normal bus as requirements dictate, such as journeys to the depot. Unlike rail trams, the vehicles have a steering wheel, though it is not used when following the guidance rail. Because the Translohr tram cannot move without guidance, it is not classified as a bus. Hence the Translohr vehicles in Clermont-Ferrand are not equipped with licence plates.
The ground-level power supply system known as APS or Alimentation par le sol uses a third rail placed between the running rails, divided electrically into eight-metre segments with three-metre neutral sections in between. Each tram has two power collection skates, next to which are antennas that send radio signals to energise the power rail segments as the tram passes over them. At any one time, no more than two consecutive segments under the tram should actually be live. Alstrom developed the system primarily to avoid intrusive power supply cables in the sensitive area of the old city of Bordeaux.[15]
The Eurotram used in Strasbourg, Milan and Porto was developed by Socimi of Italy, and has become part of the Flexity Outlook product range offered by Bombardier Transportation. The Eurotram has a modern design that makes it look almost as much like a train as a tram, and has large windows along its entire length.[16]
The Citadis tram, flagship of the French manufacturer Alstom, enjoys an innovative design combining lighter bogies with a modular concept for carriages offering more choices in the types of windows and the number of cars and doors.[17] The recent Citadis-Dualis, intended to run at up to 100 km/h, is suitable for stop spacings ranging from 500 m to 5 km. Dualis is a strictly modular partial low-floor car, with all doors in the low-floor sections.[18]
Systems are planned in Brest, Le Havre, Reims, Tours and Fort-de-France[19] [20]
In addition to recent developments in France's urban areas, two older tramways are still functioning in France:
Media related to [//commons.wikimedia.org/wiki/Category:Trams_in_France Trams in France] at Wikimedia Commons
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