The first metro leaves the terminus at 5.30am. The last metro arrives at the terminal station at 1.15am, except on Fridays, Saturdays and on nights before a holiday, when the service ends at 2.15am. Time between trains range from 2 minutes during rush hour up to 13 minutes during late night hours, holidays, and Sundays, depending on the line and station.
Metro tickets are sold mostly at automated machines at metro stations. They are gradually being phased out and replaced by Navigo travel cards. The new Navigo Easy is practical for occasional travelers and tourists and a good alternative to the metro tickets.
Paris Metro Map Pdf Printable Free
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The card can be bought at metro stations. It should then be loaded with transport tickets. The card is not nominative. It can be loaned or transferred. During a trip, however, each traveler must carry and have validated their own card.
T+ tickets cost 1.90 euro. Valid for a multi transfer journey within 1h30 from first use, they can be used on the metro, buses, trams, RER in zones 1 and 2 with transfers on the same mode of transport and between metro and RER. Special tickets have to be bought for zone 3 to 6.
Grand Paris Express will be a massive extension of the metro to the metropolitan area. Its 4 metro lines (15, 16, 17, 18), 220 km total span and 72 stations will dramatically improve transportation in the metropolitan area Paris starting in 2024 with the inauguration of circular line 15.
The metro is remarkable for its density within the city and its Art Nouveau architecture. The 214 kilometers long network runs mostly underground and has 303 stations. The 16 lines are numbered 1 to 14 and 3bis and 7bis. Lines are identified by number and colour. Direction of travel is indicated by the terminus. The metro is the second busiest subway system in Europe, after the Moscow metro, and the tenth-busiest in the world. It carried 1.615 billion passengers in 2018. It is one of the densest metro systems in the world, with 245 stations within the 86.9 km2 of the city. Chatelet Les Halles is the world's largest metro station. The first line opened on 19 July 1900, during the World's Fair. The system expanded quickly and the core netork was finished by the 1920s. The network grew saturated during the 1950s. The solution in the 1960s was to revive a project abandoned at the end of the 19th century: joining suburban lines to new underground portions in the city centre as the regional express network (RER). The RER plan initially included one east-west line and two north-south lines. These new lines were inaugurated in 1977 and their wild success outperformed all the most optimistic forecasts to the extent that line A is the most used urban rail line in the world with nearly 300 million journeys a year. In 1998, Line 14 was inaugurated. It was the first fully new metro line in 63 years and one of the two fully automatic lines within the network along with Line 1. In 1999, the RER line E was inaugurated.
During the Coronavirus pandemic shut-down period of 2020-2021, and as the City of Paris prepares itself to host the 2024 Summer Olympics, many improvements took place and are still ongoing in 2023 within the Paris metro system.
RATP is the parent company of the Paris metro system. The RATP website offers interactive maps for the Paris Metro, RER trains, trams, and bus lines in the Paris transport network. Download a PDF version as well as an offline version.
WAY too much information for a Blog post, so I have The Complete Guide to Riding the Paris Metro in my shop. I encourage you to purchase the downloadable PDF, which is this exact post, in a printable PDF format, plus the tips and tricks I mentioned above. Print that sucker out and take it with you on your trip to Paris as an easy reference the first few times you ride the Paris Metro.
To transition mobilities within a few years, we inevitably have to deploy credible, functional and sustainable solutions to ensure sustainable mobilities in all territories without distinction, and to do this, we must rely primarily on existing infrastructures and modify their use. Although the current land planning we have inherited is the result of our past policies, it cannot continue to justify unequal access to alternative mobilities to private cars. Yet, today in France, the few places where people can actually manage without a car are Paris, part of the Paris region and a few urban centres - which therefore concerns only a small fraction of the 67 million people living in France. In the rest of the country, it is practically impossible to make do without a car, despite massive investments made over the past 30 years in rebuilding heavy public transport networks on dedicated lanes (metros, trams and buses with a high level of service). These have done little to change the situation.
In the administrative divisions of France, the department is one of the three levels of government under the national level, between the administrative regions and the communes. Organising daily travel at the departmental level would allow us to truly embrace living zones, to mix rural areas with urban hubs, and to set up mobility services of a sufficient standard to meet most needs without requiring a personal car. In reshaping how mobility is organised at the departmental level, the aim would be to deploy an affordable and efficient metropolitan rail service around the central city and between secondary cities, a network of buses and express coaches on all major routes, and to strongly encourage the use of active modes. Central to this transformation would be adapting existing roads to prioritise collective and active modes instead of cars.
Finally, the heavy investments made to develop guided urban transport (metro and trams) in the centre of the largest cities have only rarely formed the basis for real networks and ultimately only serve the core of city centres without managing to solve or even significantly influence mobility dynamics at the scale of urban areas.
The solution would be to establish metropolitan rail networks at the level of each department. These networks would be based on the extension of existing urban networks (metros and trams) and would use, outside of cities, the old unused rights-of-way, or dedicated tracks created alongside main railway lines and highways so as to produce a reliable service at a lower cost. This concept would allow us to build, with little additional investment, a hundred metropolitan rail networks consisting of five lines of about fifty kilometres, running trains every 15/30 minutes with operating hours from 5 am to midnight.
In terms of urban planning, the 10 corridors falling within a maximum distance of 25 km from the urban heart of the city-centre could become the eligibility criterion for sites to be given the green light for densification: with such distances, this new urbanisation would be intrinsically resilient since it can be accessed by public transport and by active modes. Such a metropolitan rail service would thus become the backbone of the alternative transport service to the car within each department. In addition, this strategy would relieve rail nodes of suburban flows and services, which would thus increase their capacity for more regional, national, international and freight trains.
The establishment of light rail networks such as express trams or metros, structured at the departmental level to connect the central city (prefecture) to its suburbs and secondary cities (sub-prefectures, etc.), would require a network of about 200 km of express trams, or 10 corridors of 20 km each. If this was developed in each department, it would represent, on a national scale, a total length of 20,000 km of tracks, which is precisely the order of magnitude of the secondary railway lines that France had at the turn of the twentieth century 5. Reasonably, we could only consider implementing such networks in departments with a large amount of urban space, such as the thirty or so that already have a rapid transit rail network (metro or tramway) that would serve as the perfect basis for extension on a departmental level.
In terms of expenditure, the challenge will be to make the mass transit service more durable and reliable by defining the main lines and stops that will benefit from regular and frequent services, with longer operating hours, like the Parisian "metro" where the service runs frequently, continuously and reliably, in all circumstances, and will continue to do so tomorrow and in 50 years.
Getting here:From Champs de Mars, walk to the Ecole-Militaire metro station. Take Line 8, direction Creteil, transferring at Concorde to line 1, direction Chateau de Vincennes, to Palais Royal Musee du Louvre.
From Place de la Concorde to the Arc de Triomphe, it is a 2.3 km (1.4 mile) walk. You can walk the entire length of the Champs-lyses or shorten the walk by taking line 1 on the metro from Concorde to Franklin D. Roosevelt or George V.
For a scenic walk to le de la Cit, I recommend taking the metro to Louvre-Rivoli or Pont Neuf, walking towards the Seine, and then walking along the river to Pont Neuf. Pont Neuf is the stone bridge that crosses the Seine on the western edge of the island. From Pont Neuf, enjoy the view along the Seine, to the next bridge, Pont des Arts, and to the Eiffel Tower off in the distance.
I recommend getting off at the Lamarck metro station and walking towards the Sacre-Coeur Basilica. This is a very nice walk that takes you past photogenic spots such as La Maison Rose and Le Consulat Restaurant.
Getting here: Take RER C from Paris to Versailles. This journey takes approximately 45 minutes. Since Versailles is outside of the city your travel card (if you have one) will not be valid for this trip. In the metro station you will have to purchase a separate round trip ticket to get to and from Versailles. This detailed post explains how to get from Paris to Versailles. be457b7860
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