The Communauté Urbaine de Strasbourg (Strasbourg Urban Community (CUS)) has sought to improve urban mobility while protecting the natural and living environment by means of a transport policy geared to controlling traffic flows and promoting public transport and non-polluting means of transport (cycling, walking, electric vehicles).
The idea of a priority route public transport network was first mooted when the development and planning programme for the Strasbourg conurbation (SDAU) was drawn up under the framework law on land use of 30 September 1997.
Implementation of the SDAU was decided on in 1971 and endorsed at central government level by the Conseil d'Etat (council of State) in 1973.
| 1974: | CUS council approves the principle of developing a priority route transport network | |
| 1976: | CUS council approves the draft plans for the first tram line | |
| 1983: | design group GETAS submits plans for the tram system | |
| 1985: | > | designs for a new public transport network collated (comparison tram/light rail) |
| > | light rail option chosen | |
| 1986/1987/1988: | surveys conducted leading to detailed draft plans | |
| June 1989: | > | light rail option dropped |
| > | update of tram plans commissioned | |
| November1989: | council approves plans for the first tram line, linking the Hautepierre district of Strasbourg with the municipality of Illkirch-Graffenstaden | |
| June 1991: | > | status of public service project obtained |
| > | work starts | |
| November 1994: | tram system commissioned |
Like most cities, Strasbourg was experiencing steadily worsening traffic problems, with all the public health hazards that implies: pollution, deterioration of the living environment, architectural damage, etc.
In 1989, the CUS decided to build the first tram line.
Line A, some 10 km long, was commissioned in November 1994.
It now carries 68,000 passengers a day.
At the same time, the CUS decided to upgrade the bus network.
New vehicles were purchased, new lines were brought into operation, and existing lines were expanded and services increased.
The construction of tram line A was accompanied by an extension of the pedestrian precinct in the inner city centre and the introduction of a new "no through traffic" system in the centre.
Under rules brought in on 24 February 1992, through traffic can no longer cross central Strasbourg. Four circular access roads lead into the city centre.
To improve access to the city centre by combining complementary modes of transport, three park-and-ride car parks were built to serve tram line A.
For FFr 15 (around ECU 2), drivers can leave their cars in the car parks for an unlimited period and they and their passengers each receive a return tram ticket to the city centre.
The CUS is also seeking to promote cycling.
The cost of the first tram line - FFr 1,940 million excl. tax (at January 1990 prices) - was financed as follows:
| State subsidy | FFr 330 million |
| Transport tax | FFr 518 million |
| Direct CUS budget contribution | FFr 176 million |
| Forecast local government contribution (conseil général at département level, regional council) | FFr 155 million |
| Network operators' contribution | FFr 63 million |
| CTS loans | FFr 698 million |
An extension of line A to Illkirch-Graffenstaden is currently under construction. This will provide an additional 2.8 km of tram line from summer 1998.
The CUS has decided to continue developing its public transport service with the construction of tram line B, due for completion in 2000.
This will be 12.3 km long and will serve the municipalities of Strasbourg, Schiltigheim, Bischheim and Hoenheim.
The investment cost of tram line B is estimated at FFr 1,615 million excl. tax (at November 1995 prices).
The project finance stems from three sources:
F outside sources: State subsidy, département and regional government contributions, network operators' contributions
F own funds/self-financing: CUS revenue from general taxation and the transport tax (levied on all businesses with more than nine employees by the CUS to finance transport measures)
F loans granted by the Compagnie des transports strasbourgeois (CTS) for the remainder
Outside sources |
FFr 1,615 million excl. tax | CUS's own funds |
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| Forecast minimum State subsidy: | FFr 280 million |
Share of general tax revenue | FFr 60 million |
|
| Forecast subsidies from the département and the region: | FFr 121 million |
Share of transport tax revenue: | FFr 230 million |
|
| Contribution by outside network operators: | FFr 62 million |
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The shortfall will be covered by a loan from the CTS licensee (in the above hypothesis of FFr 862 million).
It should be noted that, as regards outside sources of finance, the subsidies shown are minimum levels and less than applied for by the CUS.
This provisional finance plan will be adjusted on the basis of the actual sums granted.
The plans for tram line A and the implementation of a new road traffic system met with concern and opposition from sections of the public, and particularly Strasbourg's retailers.
A number of public meeting were held, when the politicians responsible for the scheme sought to explain the benefits of the tramway system and listen to citizens concerns.
Residents' fears began to be allayed in November 1993, when a full-scale model of the tram went on public view. As work progressed and the new urban landscape began to take shape, reactions became more positive. Resistance from shopkeepers was overcome once the work was finished and the inconvenience over and the tram came into service.
In 1995, transport services (tram + bus) were on target: 30% higher than in 1992 (10% through the introduction of the tram, 20% through the extension of the bus service).
In 1995, passenger levels on the public transport system were 32% up on 1992.
Some 50% of tram passengers use the park-and-ride system on weekdays, and 15% on Saturdays. These figures give a clear indication of the scheme's popularity.
In 1995, car traffic entering the wider city centre was down 17%.
A working group composed of representatives of the CUS, the regional government, the French national railways and the local transport service CTS was set up in early 1997.
The group studies how public transport could be given greater appeal in urban and suburban areas by means of better coordination of rail and tram services.
The plans have attracted strong interest as a policy model from among many towns and conurbations in France, Europe and worldwide.
Since 1994, the CUS has received three or four delegations a week.
More specific exchanges of experience are under way with other cities which have plans for priority route transport networks:
e.g. Montpellier, Bordeaux, Caen, Lyon, Dublin
Transfers of experience are under way with Tel Aviv and Gaza within the European Union's MEDURBS network.
Odile COSTA AUSINA
Relations Exterieures
Direction du Transport
Communauté Urbaine de Strasbourg
1 Place de l'Etoile BP 1049/1050 F
F - 67070 Strasbourg Cedex
Tel: + 33 388 60 92 52
Fax: + 33 388 43 60 44
e-mail: oausina@cus.sdv.fr