.mw-parser-output .hidden-begin{box-sizing:border-box;width:100%;padding:5px;border:none;font-size:95%}.mw-parser-output .hidden-title{font-weight:bold;line-height:1.6;text-align:left}.mw-parser-output .hidden-content{text-align:left}You can help expand this article with text translated from the corresponding article in French. (April 2015) Click [show] for important translation instructions.
View a machine-translated version of the French article.
Machine translation, like DeepL or Google Translate, is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Wikipedia.
Do not translate text that appears unreliable or low-quality. If possible, verify the text with references provided in the foreign-language article.
You must provide copyright attribution in the edit summary accompanying your translation by providing an interlanguage link to the source of your translation. A model attribution edit summary is Content in this edit is translated from the existing French Wikipedia article at [[:fr:Ligne D du RER d'Île-de-France]]; see its history for attribution.
You should also add the template ((Translated|fr|Ligne D du RER d'Île-de-France)) to the talk page.
For more guidance, see Wikipedia:Translation.
RER D is one of the five lines in the Réseau Express Régional (English: Regional Express Network), a hybrid commuter rail and rapid transit system serving Paris and its suburbs. The 190-kilometre (120 mi) line crosses the region from north to south, with all trains serving a group of stations in central Paris, before branching out towards the ends of the line.
Opened in stages from 1987 to 1996, it is the longest RER line by distance, and the busiest SNCF line in France, carrying up to 615,000 passengers and operating 466 trains each working day.[2]
Almost all of the line is located in the Île-de-France region, that is, within the jurisdiction of the Île-de-France Mobilités, but some of the branch lines at the north and south of the line are outside the region.
Chronology
27 September 1987: Inauguration of Line D. Operated Villiers-le-Bel – Gare du Nord – Châtelet-Les Halles, 19 km (12 mi), using the Line B Tunnel to Châtelet–Les Halles
September 1990: Extension north towards Orry-la-Ville.
September 1995: Inauguration of "Interconnexion Sud-Est". The line is extended from Châtelet to Melun and La Ferté-Alais then Malesherbes (the following year, 1996) in the south of Paris.
Initially, the "métro régional", the ancestor to the RER, was conceived of three lines, one going from east to west (the future RER A), a new line built from existing lines (the future RER C), the extension of the Ligne de Sceaux and with its interconnection with an SNCF line, along with a supplementary interconnected north–south (the future RER D). The operation of renovating "les Halles" gave the occasion to build Châtelet-Les Halles with a cut-and-cover method, in order to reduce costs.[3]
Initially the new RER D was meant to share tracks with the RER A between Paris-Gare de Lyon and Châtelet-Les Halles. But RATP, the company who runs the RER A, objected to such an operation as the number of passengers using the RER A was growing and required running extra trains on the RER A. It was decided instead that each line should have its own platforms, with RER A at the Gare de Lyon having its tracks at a lower level of the underground station and the future RER D on the upper level. The RER D at the Gare de Lyon has four tracks and, being above the RER A tracks, this allows "platform to platform" transfers vertically, a Japanese invention.[3]
Inauguration
On 27 September 1987, the RER D was officially created, by extending existing suburban trains from Villiers-le-Bel to Gare du Nord, towards Châtelet-Les Halles. Initially 19 km (12 mi) long, it was equipped with bi-current Z 8800 stock trains, while newer Z 20500 stock trains were still being built. At Châtelet-Les Halles, the RER D terminated on the three central tracks, already built from the conception of Châtelet-Les Halles station.[4]
In 1988, existing suburban trains terminating at Goussainville now integrate with the RER D.[5] On the same year, the first bi-mode Z 20500 trains are in service. They were initially composed of 4 cars until the north–south interconnection was inaugurated in 1995, when they became 5-car trains (where they're coupled to make 10-car trains).[citation needed]
On 11 September 1995, the north–south interconnection of the RER D was put into service by building a dedicated 2.5 km (1.6 mi) long tunnel between Châtelet-Les Halles and the Gare de Lyon.[7]
A high number of incidents, from a social and service point of view, have brought the term "RER poubelle" ("RER trash" in French), often used by its users, and even its staff.[8] Assaults are frequent[9] and unpunctuality is the highest in the Transilien network, with the number of late trains going from 9.9% to 14.1% between 1994 and 1995.[10]
Enhancements
A Z 20500 train at Corbeil-Essonnes station, in April 2007.
On 22 November 2006 the STIF approved a master plan for the RER D in order to establish short, mid and long-term goals for its reliability.[11]
On 29 January 2007, the first renovated Z 20500 train was presented, the first of 137 trains. Renovated trains feature a new blue livery, uniform 2+3 seats, new lighting and new floor covering. The renovation programme cost over €100 million.[12]
The RER D is often seen in Paris as the most unpunctual railway line in the RER network.[13] This unpunctuality is partially due to the tunnel the RER B and RER D lines share between Châtelet–Les Halles and Gare du Nord, where even a small delay of a few seconds on either lines can cause catastrophic delays and trains to be cancelled. The effects of this mean regular commuters of the RER D are used to trains being cancelled or late daily.
Service nomenclature
Like all other lines of the RER system, every train is assigned a four letter code, called a name of service or a mission code. Train timetables, passenger information display systems and the front of the trains all display names of services.[14][15]
New system
The first letter corresponds to the final destination, which is essentially the train's terminus.
The third letter indicates the branch the train takes.
C: Branch from Gare de Lyon to Combs-la-Ville – Quincy
P: Branch from Gare de Lyon to Corbeil-Essonnes via Évry – Courcouronnes Centre (plateau)
S: Branch from Corbeil-Essonnes to Melun (littoral)
V: Branch from Juvisy to Corbeil-Essonnes, or even Malesherbes or Melun, via Ris-Orangis (valley)
The fourth letter indicates whether the train would serve Viry-Châtillon or not, and it also indicates the direction the train is running.
A: This train runs from the south part to the north part and stops at Viry-Châtillon.
E: This train does not stop at Viry-Châtillon (irrespective of direction).
O: This train runs from the north part to the south part and stops at Viry-Châtillon.
Table of names of services as of 2022
Destination
Names of services
Malesherbes
BOVO
Gare de Lyon (underground)
DACA, DICA, DOCA, DOPA, DOPE, DUPA
Goussainville
FACA
Juvisy
JAVA, JOVA, JUVA
Orry-la-Ville - Coye
LOPA, LOPE
Gare de Lyon (surface)
PACA, PICA
Corbeil-Essonnes
ROPE, ROPO, ROSA, ROVO, RUPO
Creil
SOPA, SOPE
Stade de France – Saint-Denis
UACA, UOPA, UOPE, UUPA
Villiers-le-Bel - Gonesse - Arnouville
VOPA, VOPE, VUPA
Melun
ZACO, ZICO, ZOSO, ZOVO
Old system
The old system used until 2008 was very different that the last letter did not indicate whether the train would serve Viry-Châtillon or not, and the first letters for Creil, Orry-la-Ville-Coye and Villeneuve-Saint-Georges were different.[16]
On 20 September 2003, an unusual incident occurred near Villeneuve-Triage station. A southbound train stopped at 18:50 on the central track near the station due to an incident. Passengers aboard were invited to step off the train by the left, as track 2M has been neutralised by the regulators. However, due to a misuse of the alarm signal by nervous passengers, some doors opened on the right. Ignoring the driver's orders, numerous passengers stepped off on the right, and were confronted with a northbound train, travelling at around 110 km/h (70 mph).
The driver of the train had the time to activate his emergency brakes and slowed the train to around 70 km/h (45 mph), which permitted to passengers to brace against the stopped train or jump into the ditch. Thankfully, no one was injured.[17] This near miss, filmed by a passenger with a mobile phone, was broadcast the night of the incident, and created a large controversy.[18][19]
On 9 July 2004, an alleged anti-semitic assault provoked a public and political reaction, with immediate declarations from the Ministry of the InteriorDominique de Villepin and the President of France Jacques Chirac.[20] However, the allegations were proven false after the investigation, as the person behind the assault suffered from pathological lying. The event provoked a controversy on the treatment of information by the media.[21][22]
^"Map for journeys by wheelchair users"(PDF). Île-de-France Mobilités (in French and British English). Paris: Région Île-de-France. 11 May 2023. Archived from the original(PDF) on 13 July 2023. Retrieved 13 July 2023.
