Line B of the RER of Ile-de-France

The line of the RER B serves the Paris and its suburbs according to a North-South axis. The line B is made up in the South of the Ligne of Seals which finished at the station Luxembourg. Work completed made it possible to connect the terminus to the ways of the Gare of North via Châtelet - the Markets. This line gives access the two terminals of the airport Roissy - Charles de Gaulle under good conditions (minimum of guaranteed trains).

As the line has, the line B is divided between the SNCF and the RATP. It follows a change of driver of train in station in Gare of North.

History

See also: Line of Seals

In the south, the line of the RER B takes again the infrastructures of the Ligne of Seals, built of 1845 to 1846 then prolonged of two sections. In north, the line takes again two suburban lines exploited by the SNCF: the line “Paris - Mitry” and the new line “Aulnay - only open Roissy CDG” in 1976.

Since the Years 1930, it was already planned to connect the line of Seals to a line of the the northern suburbs SNCF. However, the SDAURP of 1965, plan which envisaged the creation of new lines of suburbs and their interconnection through Paris, had given up the project with the profit of a new line connecting Châtelet to Melun-Sénart via Orly, Juvisy and Evry. This project was finally deferred (and given up) at the beginning of the Années 1970 to prefer the current location.

Thus, after four years of work, the December 9th 1977, the terminus of the line of Seals (exploited by the RATP) was carried to Châtelet - the Markets (old B1 branch). With the inauguration of the interconnection of the RER has between Auber and Nation, the line of Seals became the first section of the RER B.

In 1981, the line was prolonged to the underground station of Paris Gare North (B1) and the sections “Paris - Roissy-Charles-of-Gaulle” and “Paris - Mitry-Mory” were integrated into line B, without being however inter-connected with the southern part of the line because of a difference in tension between the Line of Seals (electrified in 1.500 V continuous) and northern suburbs (which uses alternative course with 25.000 V). There was however a correspondence quay with quay between the parts north and south at station of North.

It was necessary to await 1983 to see certain trains connecting the two sections and it is only with the complete delivery of oars bi-courant MI79, in 1987, that the whole of the trains were inter-connected. Finally in 1988, the station Saint-Michel - Notre-Dame was inaugurated, allowing the correspondence with the RER C.

The line was the theater of two bomb attacks, in July 1995 at the station Saint-Michel - Notre-Dame, then in December 1996 with Port-Royal.

The RATP gradually removes the last remaining level crossings: after the replacement of the level crossing of Saint-Rémy-the-Chevreuse by a bridge in November 2005, it remains nothing any more but one level crossing on the southern segment of the RER B (with Gif-sur-Yvette).

Layout

List stations and correspondences

Exploitation

Branches

The northern branch (Roissy - Charles de Gaulle/Mitry - Claye - Station of North) is exploited by the SNCF. The southern branch (Station of North - Saint-Rémy-the-Chevreuse) is exploited by the RATP.

The opening of the Orlyval in 1991, made it possible, consequently, the line to connect the two Parisian airports in 1:15, with only one change (of quay quay with Antony).

Names of the missions

Like the other RER and suburban trains of the Ile-de-France, the missions of the RER B are identified by a code in four letters. It is posted on the pediment of the oars. The codes of mission conform to the following rules:

  • the first letter indicates the terminus;
  • before, the second letter indicated which were the served stations, but exceptions more and more are noted;
  • the two last letters are selected to make the whole pronounceable and memorable.

The termini of the missions follow the following code:

It is noted that it letter-code never corresponds to initial of the station terminus. The deciphering of the names of the missions can be found here.

The trains which do not conform to these rules are:

  • the trains which do not take up travellers . In this case, the first and third letter are W , the second marks the destination and the fourth marks the initial station. For example the name WKWU indicates a train not taking travellers on the way of Laplace with Massy-Palaiseau;
  • trains special, bus, put under operation for example because of the breakdowns . In this case, the first letter marks the direction, the second the initial station and the two last are ZZ . For example the train APZZ is a special slow train which goes from Saint-Rémy-the-Chevreuse to Station of North.

Service road

Monday to Friday

the morning. There is in 15 minutes…
  • a return ticket between Mitry-Claye and Saint-Rémy-the-Chevreuse: the train serves all the stations between Mitry-Claye and Aulnay-sous-Bois, then it is direct between Aulnay-sous-Bois and Le Bourget, then it is bus to the University residence, then stops at the stations of Borough-the-Queen, Antony and all the stations between Massy-Palaiseau and Saint-Rémy-the-Chevreuse who bears the name IKUO towards north and GRANDPA towards the south;
  • a return ticket between Airport CDG 2 TGV and Massy-Palaiseau ( direct between Aulnay-sous-Bois and Station of North ) which is called EMIR towards north and KNUT towards the south
  • a return ticket between Aulnay-sous-Bois and Robinson ( direct between Le Bourget and Gare North ) whose mission is GAEL in northern direction and SVIC in southern direction.

During morning rush hour the RATP. In the southern part of the line, there is in 12 minutes…

  • a return ticket towards Robinson ( bus ),
  • a return ticket towards Massy-Palaiseau ( direct between Borough-the-Queen and Laplace ),
  • a return ticket towards Orsay-City ( semi-direct between Massy-Palaiseau and University residence : it stops at the stations of Antony, Borough-the-Queen, Croix-de-Berny, Bagneux and Arcueil-Cachan )
  • a return ticket towards Saint-Rémy-the-Chevreuse ( semi-direct between Orsay-City and Laplace : it stops at the stations of Massy Palaiseau, Baconnets, Antony, Croix-de-Berny and Borough-the-Queen ).

During morning rush hour the SNCF. In the northern part, the service road is more complicated: … towards Paris, there is in fifteen minutes…

  • a semi-direct train of Airport CDG ( not service road of the stations located between Aulnay-sous-Bois and Station of North except Courneuve - Aubervilliers ),
  • a non-stop train of Airport CDG ( direct of Aulnay-sous-Bois in Le Bourget ),
  • a non-stop train of Mitry-Claye ( direct between Aulnay-sous-Bois and Station of North )
  • a semi-direct train of Mitry-Claye ( direct between Aulnay-sous-Bois and Station of North except the Plain - Stade de France )
  • a train of Aulnay-sous-Bois ( direct between Le Bourget and Gare North ).

… towards north, there is in about fifteen minutes…

  • One in direction of direct Airport CDG between Gare of North and Aulnay-sous-Bois
  • One in direction of direct Airport CDG between Le Bourget and Aulnay this time,
  • One in direction of Aulnay-sous-Bois ( direct between Gare of North and Le Bourget ),
  • One in direction of Mitry-Claye ( direct between Gare of North and Aulnay-sous-Bois )
  • One in direction of the Plain - Stade de France.

the various trains alternate the various destinations (example: since Mitry leave the trains for Robinson, for Massy, Orsay and St-Rémy, alternatively). From 7:33 the service road in southern direction changes: all the trains coming from Mitry-Claye have as a terminus Laplace (missions UBAN and ULLE), the trains of Aulnay-sous-Bois are in direction of Robinson (mssion SVIC), and the trains of Airport CDG move towards Massy-Palaiseau and Saint-Rémy-the-Chevreuse (missions KJAR and PLAN).

During the off-peak hours. the service road is following: there is every 15 minutes…

  • a return ticket between Massy-Palaiseau and Airport CDG (direct between Gare of North and the Airport; missions KROL/KRIN towards the south and EKLI/EKIL towards north)
  • a return ticket between Saint-Rémy-the-Chevreuse and Airport CDG (semi direct between Massy Palaiseau and University residence - this train stops in stations of Antony, Croix-de-Berny and Borough-the-Queen. Missions PEPE/PERA towards the south and EFLA/EFOC towards north)
  • a return ticket between Robinson and Mitry-Claye (semi-direct between the Plain - Stade de France and Aulnay-sous-Bois, this train stops in station of Le Bourget. Missions SPAC/SPOT towards the south and ICAR/ICRE towards north).

During the rush hour of the evening. the traffic (in particular in part the SNCF) is opposite compared to the morning (for example there are trains which leaves of the Plain, but there is no train which finishes there). From 18:00 the service road is modified: towards the south each fifteen minutes there are four trains (PSIT of the Airport with Saint-Remy cheese, QUADRANT of the Airport with Orsay, KMAR of Mitry with Massy and SVIC/SVAN of Aulnay with Robinson). Towards north each fifteen minutes there are also four trains (Saint-Remy cheese EWIL to the Airport, ELAS of Massy to the Airport, IQOI of Orsay with Mitry and IGNY of Robinson with Mitry).

the evening. (starting from 21:30), the service road is once again modified (cf schedules)

Saturdays, Sundays and festivals

  • the service all the day is such of the off-peak hours of the not feriées days. The evening the service road is exactly the same one as the other days.

Projects

The Northern RER B +

In order to improve the regularity and the reliability of the line, and to reinforce the frequency of the northern part of the line, the SNCF, RF the Area of Ile de France and STIF launch the Northern project RER B +, which could be carried out at the end of 2011 at a cost of 240 million euros. A phase of dialog is launched in October and November 2006 to present this project which is one of the consequences of the project CDG Express. Indeed, the debate preliminary to this new railway project had made emerge the deep dissatisfaction of the users of the RER B Northern and the general refusal to let be carried out CDG Express, considered as a " project; privé" , without also an significant improvement of the public transport ensured by the RER B not being committed.

This project envisages to dedicate two ways to the RER in its northern section, with a reinforced service road. That in particular implies to modify the installations of indication, to raise quays, to create a fourth way with Mitry-Claye and the refitting of the terminus, as well as the creation of an auxiliary traffic lane at the station of Exhibition site.

In the long run

  • the section Parks North - Châtelet shares its ways with the RER D. It holds the world records of density of circulation with 33 trains per hour by direction at the rush hours. Least the désheurement on one of the two lines involves delays by cascades on the two lines and makes the exploitation very delicate. A second tunnel is thus being studied, but in the long run.

  • an extension of the line B of the RER of Mitry-Claye until the Station of Dammartin - Juilly - Saint-Mard is being studied (see the information system strategic plan of the Ile-de-France area).

Materials used

See also: Z 8100 , MID 84

The material used is mainly made up of oars known as MID 79 (in denomination the RATP) or Z 8100 (in denomination the SNCF), ordered in 1979. The SNCF has 50 oars Z 8100, and the RATP received two quotas of material: initially 31 oars known as MID 79 has, then 38 oars known as MID 79 B. These oars are bi-courants, because the northern part (the SNCF) is electrified in 25kV alternate, while the southern part (the RATP) is electrified in 1500V continuous. 1998 saw the arrival of 8 oars known as MID 84, evolution of the MID 79, coming from the line has.

These oars as 6 MID 84 of the line, reallocated with the line B, will be renovated from here 2014.

Gallery Photographs

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