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70-454: In 2018, the network was used by 110.3 million passengers. The Toulouse Metro consists of two primarily-underground metro lines, Line A and Line B, which together serve 37 stations and comprise 28.2 kilometres (17.5 mi) of route. It is supplemented by the Toulouse railway network (including suburban Line C, Line D and Line F), the Toulouse tramway (Line T1 and T2, formerly Line E, which serve

140-528: A live rail , electric rail or conductor rail , is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track . It is used typically in a mass transit or rapid transit system, which has alignments in its own corridors, fully or almost fully segregated from the outside environment. Third-rail systems are usually supplied from direct current electricity. Modern tram systems with street-running avoid

210-511: A "conductor rail") for the purpose. On most systems, the conductor rail is placed on the sleeper ends outside the running rails, but in some systems a central conductor rail is used. The conductor rail is supported on ceramic insulators (known as "pots"), at top contact or insulated brackets , at bottom contact, typically at intervals of around 10 feet (3.0 m). The trains have metal contact blocks called collector shoes (also known as contact shoes or pickup shoes) which make contact with

280-446: A 4.5 km (2.8 mi) viaduct. It would include five new overhead stations and would terminate at Labège - La Cadène . It would cost €365 million and be opened in 2020. In 2015, this project was shelved in favor of a third metro line. It has reappered in a shortened version in 2016. A plan for a 5 km (3.1 mi) line A northern extension to L'Union was mentioned. The terminus station would be at Plaine des Monges . The plan

350-522: A 750 V DC third-rail system. The section from Vuosaari to Vuosaari harbour is not electrified, as its only purpose is to connect to the Finnish rail network, whose gauge differs only by a couple of millimetres from that of the metro. The route has been previously used by diesel shunting locomotives moving new metro trains to the electrified section of the line. The new tramway in Bordeaux (France) uses

420-452: A British Class 442 EMU . In the event of a collision with a foreign object, the beveled end ramps of bottom running systems can facilitate the hazard of having the third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015. Modern systems, such as ground-level power supply (first used in

490-600: A branch of line T1. Both lines have a common section from southern terminus Palais de Justice to Ancely. Then, line T2 goes toward Toulouse Blagnac airport . Line T2 was closed in 2023 in order to construct the Aeroport Express line. Lines A and B are automatic metro lines, which use VAL technology built by Matra , now part of Siemens Transportation Systems . Since the upgrade, all of the 18 stations on line A are 52 metres (170 ft 7 in) long and can therefore handle four-car trains. Platform screen doors separate

560-423: A cap and linear welded along the centre line of the rail. Because aluminium has a higher coefficient of thermal expansion than steel, the aluminium and steel must be positively locked to provide a good current collection interface. A third method rivets aluminium bus strips to the web of the steel rail. As with overhead wires, the return current usually flows through one or both running rails, and leakage to ground

630-492: A changeover to third rail made at Drayton Park railway station . A third rail is still used in the tunnel section of the route, because the size of the tunnels leading to Moorgate station was too small to allow for overhead electrification. The North Downs Line is not electrified on those parts of the line where the North Downs service has exclusive use. The electrified portions of the line are: The Helsinki Metro uses

700-603: A fast decision on a southern extension of Line B. This extension would include 2.5 km (1.6 mi) of line on viaduct, with a crossing of the Canal du Midi and the A61 autoroute , four stations and would terminate at Labège - Innopole . It would cost €330 million and be opened in 2019. This project has been shortened in favor of a third metro line. The shortened version for the extension will open in 2027. The Tramway Line T1 runs between MEETT and Toulouse-Arènes passing through Blagnac. It

770-476: A high traffic density. Because of mechanical limitations on the contact to the third rail, trains that use this method of power supply achieve lower speeds than those using overhead electric wires and a pantograph . Nevertheless, they may be preferred inside cities as there is no need for very high speed and they cause less visual pollution . The third rail is an alternative to overhead lines that transmit power to trains by means of pantographs attached to

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840-592: A less stable train vehicle. Nevertheless, it was sometimes used at the beginning of the development of electric trains. The oldest electric railway in the world, Volk's Railway in Brighton, England, was originally electrified at 50 volts DC using this system (it is now a three-rail system). Other railway systems that used it were the Gross-Lichterfelde Tramway and the Ungerer Tramway . The third rail

910-492: A level crossing at the Kedzie station in an apparent attempt to urinate. The end ramps of conductor rails (where they are interrupted, or change sides) present a practical limitation on speed due to the mechanical impact of the shoe, and 161 km/h (100 mph) is considered the upper limit of practical third-rail operation. The world speed record for a third rail train is 175 km/h (109 mph) attained on 11 April 1988 by

980-410: A novel system with a third rail in the centre of the track. The third rail is separated into 10 m (32 ft 9 + 3 ⁄ 4  in) long conducting and 3 m (9 ft 10 + 1 ⁄ 8  in) long isolation segments. Each conducting segment is attached to an electronic circuit which will make the segment live once it lies fully beneath the tram (activated by a coded signal sent by

1050-569: A shuttle service from future Blagnac line C metro station to the station of the Toulouse-Blagnac airport . Toulouse railway network The Toulouse railway network is a railway network in Toulouse metropolitan area in France . Created in 1856, with the opening of the Matabiau station (now Toulouse main station), it has six lines, or eight branches, arranged more or less in a star shape. It

1120-438: A smooth engagement of the train's contact shoes. The position of contact between the train and the rail varies: some of the earliest systems used top contact, but later developments use side or bottom contact, which enabled the conductor rail to be covered, protecting track workers from accidental contact and protecting the conductor rail from frost, ice, snow and leaf-fall. Because third-rail systems, which are located close to

1190-484: A specific letter. The north RER is a project of line to Castelnau-d'Estretéfonds station . This project is part of Bordeaux – Toulouse LGV and Toulouse Aerospace Express metro line . It is planned to fully double track line C between kilometer markers 10.9 and 12.8. This would also involve a redevelopment of Lardenne station, and a removal of the level crossings around Lardenne and Saint-Martin-du-Touch stations Third rail A third rail , also known as

1260-633: A third rail (current feed, outside the running rails) and fourth rail (current return, midway between the running rails), is used by a few steel-wheel systems; see fourth rail . The London Underground is the largest of these (see railway electrification in Great Britain ). The main reason for using the fourth rail to carry the return current is to avoid this current flowing through the original metal tunnel linings which were never intended to carry current, and which would suffer electrolytic corrosion should such currents flow in them. Another four-rail system

1330-508: A train from an external source was by using both rails on which a train runs, whereby each rail is a conductor for each polarity, and is insulated by the sleepers . This method is used by most scale model trains ; however, it does not work as well for large trains as the sleepers are not good insulators. Furthermore, the electric connection requires insulated wheels or insulated axles, but most insulation materials have poor mechanical properties compared with metals used for this purpose, leading to

1400-404: Is a power surge or a break in the wires. Depending on train and track geometry, gaps in the conductor rail (e.g., at level crossings and junctions) could allow a train to stop in a position where all of its power pickup shoes are in gaps, so that no traction power is available. The train is then said to be "gapped". Another train must then be brought up behind the stranded train to push it on to

1470-399: Is also in construction. The project is named Connexion Ligne B and is expected to cost around €250mn. It is a shortened version of the former extension project. It is expected to be achieved in 2027. 15 new trains were ordered in 2020 and are expected to enter service in 2025. Tramway line T2 will reopen in 2026 as the Aeroport Express line. It will use the existing infrastructure to provide

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1540-517: Is line M1 of the Milan Metro , where current is drawn by a lateral, flat bar with side contact, with return via a central rail with top contact. Along some sections on the northern part of the line an overhead line is also in place, to allow line M2's trains (that use pantographs and higher voltage, and have no contact shoes) to access a depot located on line M1. In depots, line M1 trains use pantographs because of safety reasons, with transition made near

1610-640: Is not considered serious. Where trains run on rubber tyres, as on parts of the Lyon Metro , Paris Métro , Mexico City Metro , Santiago Metro , Sapporo Municipal Subway , and on all of the Montreal Metro and some automated guideway transit systems (e.g. the Astram Line ), a live rail must be provided to feed the current. The return is effected through the rails of the conventional track between these guide bars ( see rubber-tyred metro ). Another design, with

1680-538: Is operated and managed by SNCF and serves 27 stations, including 12 inside the city of Toulouse. The Toulouse railway network is roughly star-shaped. The structuring axis is the Bordeaux–Sète line , which crosses the agglomeration in a north-west - south-east orientation, following on a part of the route the Canal du Midi. Near the city center is the most important station of the city, Toulouse-Matabiau . Starting from

1750-471: Is the old fast route that took the TEE Capitole and allows to reach the capital without passing through Bordeaux. South of Toulouse-Matabiau, the various railway tracks of the city form an arc. First of all, for a few kilometers, all the tracks go down to the south, parallel to the Canal du Midi. Then, they separate shortly after the twin tunnels of Guilhemery, half continuing south-east and, after crossing

1820-459: Is usually located outside the two running rails, but on some systems it is mounted between them. The electricity is transmitted to the train by means of a sliding shoe , which is held in contact with the rail. On many systems, an insulating cover is provided above the third rail to protect employees working near the track; sometimes the shoe is designed to contact the side (called "side running") or bottom (called "bottom running" or "under-running") of

1890-619: The New York metropolitan area ; the SEPTA Market–Frankford Line in Philadelphia ; and London's Docklands Light Railway . Electric traction trains (using electric power generated at a remote power station and transmitted to the trains) are considerably more cost-effective than diesel or steam units, where separate power units must be carried on each train. This advantage is especially marked in urban and rapid transit systems with

1960-790: The Pyrenees also features a third rail. Many suburban lines that ran out of the Paris Saint Lazare station used third-rail (bottom contact) feed. To mitigate investment costs, the Rotterdam Metro , basically a third-rail-powered system, has been given some outlying branches built on surface tracks as light rail (called sneltram  [ nl ] in Dutch), with numerous level crossings protected with barriers and traffic lights. These branches have overhead wires. The RandstadRail project also requires Rotterdam Metro trains to run under wires along

2030-528: The loading gauge . There is also a risk of pedestrians walking onto the tracks at level crossings and accidentally touching the third rail, unless grade separation is fully implemented. In the United States, a 1992 Supreme Court of Illinois decision affirmed a $ 1.5 million verdict against the Chicago Transit Authority for failing to stop an intoxicated person from walking onto the tracks at

2100-452: The tramway of Bordeaux in 2003), avoid the safety problem by segmenting the powered rail, with each segment being powered only when fully covered by the vehicle which utilizes its power. Third-rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations. Some systems operate dedicated de-icing trains to deposit an oily fluid or antifreeze (such as propylene glycol ) on

2170-435: The 18 stations had short platforms. That meant that only two-carriage trains could be used for the entire line. As a result, 13 years after its opening the line was saturated - peak hour lasted longer and longer, and the opening of Line B (2007), Line E (2009) and various exclusive bus lanes brought in additional traffic flows on to Line A. The short platforms were lengthened from 2015 to 2019 and longer four carraige trains serve

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2240-664: The Belgian high-speed section and Brussels Midi station or 1.5 kV DC on the railway lines in the south of France for seasonal services. As originally delivered, the Class 373 units were additionally fitted with 750 V DC collection shoes , designed for the journey in London via the suburban commuter lines to Waterloo . A switch between third-rail and overhead collection was performed while running at speed, initially at Continental Junction near Folkestone, and later on at Fawkham Junction after

2310-572: The Southern Region third rail network from Farringdon southwards and on overhead line northwards to Bedford , Cambridge and Peterborough . The changeover is made whilst stationary at Farringdon when heading southbound, and at City Thameslink when heading northbound. On the Moorgate to Hertford and Welwyn suburban service routes, the East Coast Main Line sections are 25 kV AC, with

2380-570: The Toulouse-Blagnac Airport on the west through city centre before ending at Labège in the southeastern suburb of Toulouse . Further studies and a public inquiry took place to select the final route. The line is expected to cost €3.151bn and to finish construction in 2028. The line has been renamed line C in 2022. Construction has started in December 2022. Cost have risen to €3.1bn. An extension of Line B to Labège Madron to connect to line C

2450-461: The actual spacing depends on the carrying capacity, maximum speed, and service frequency of the line. One method for reducing current losses (and thus increase the spacing of feeder/substations, a major cost in third rail electrification) is to use a composite conductor rail of a hybrid aluminium/steel design. The aluminium is a better conductor of electricity, and a running face of stainless steel gives better wear. There are several ways of attaching

2520-456: The city in favor of the new metro line. Extensions to Saint-Orens and Plaisance-du-Touch were also envisioned but they were canceled in 2010 and replaced by bus lines. In January 2006, the Mayor of Toulouse, Jean-Luc Moudenc called for a fast decision on a southern extension of Line B. This 5.2 km (3.2 mi) extension would include an underground crossing of the Canal du Midi followed by

2590-420: The conductor rail to prevent the frozen build-up. The third rail can also be heated to alleviate the problem of ice. Unlike overhead line equipment, third-rail systems are not susceptible to strong winds or freezing rain , which can bring down overhead wires and hence disable all trains. Thunderstorms can also disable the power with lightning strikes on systems with overhead wires , disabling trains if there

2660-465: The conductor rail, or a jumper cable may be used to supply enough power to the train to get one of its contact shoes back on the live rail. Avoiding this problem requires a minimum length of trains that can be run on a line. Locomotives have either had the backup of an on-board diesel engine system (e.g., British Rail Class 73 ), or have been connected to shoes on the rolling stock (e.g. Metropolitan Railway ). The first idea for feeding electricity to

2730-556: The conductor rail. The traction current is returned to the generating station through the running rails. In North America, the conductor rail is usually made of high conductivity steel or steel bolted to aluminium to increase the conductivity. Elsewhere in the world, extruded aluminium conductors with stainless steel contact surface or cap, is the preferred technology due to its lower electrical resistance, longer life, and lighter weight. The running rails are electrically connected using wire bonds or other devices, to minimise resistance in

2800-463: The departure from the preceding station. In VAL 208 trains, the name of the next station and its connections are shown in each car on a panel of LEDs . Until 2014, an extension of the tram line to Grand Rond was planned. Another tram line would have also been built in time for the arrival of the LGV Bordeaux–Toulouse . The project has been canceled in 2014 due to the change of leadership of

2870-743: The depots away from revenue tracks. Third rail electrification is less visually obtrusive than overhead electrification . Several systems use a third rail for part of the route, and other motive power such as overhead catenary or diesel power for the remainder. These may exist because of the connection of separately owned railways using the different motive systems, local ordinances, or other historical reasons. Several types of British trains have been able to operate on both overhead and third-rail systems, including British Rail Class 313 , 319 , 325 , 350 , 365 , 375/6 , 377/2 , 377/5 , 377/7 , 378/2 , 387 , 373 , 395 , 700 and 717 EMUs, as well as Class 92 locomotives. Network Rail claims to run

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2940-401: The electric circuit. Contact shoes can be positioned below, above, or beside the third rail, depending on the type of third rail used: these third rails are referred to as bottom-contact, top-contact, or side-contact, respectively. The conductor rails have to be interrupted at level crossings , crossovers , and substation gaps. Tapered rails are provided at the ends of each section to allow

3010-604: The fact that there are already overhead electric wires on part of the route for freight and Regional Eurostar services, led to the change. Also in London, the West London Line changes power supply between Shepherd's Bush and Willesden Junction , where it meets the North London Line. South of the changeover point, the WLL is third rail electrified, north of there, it is overhead . The cross-city Thameslink service runs on

3080-460: The ground, present electric shock hazards, high voltages (above 1500 V) are not considered safe. A very high current must therefore be used to transfer adequate power to the train, resulting in high resistive losses , and requiring relatively closely spaced feed points ( electrical substations ). The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors , or

3150-643: The latter and going back to Bordeaux, we first reach the station of Toulouse-Raynal, vast former marshalling yard and current SNCF technicentre located not far from the passenger station. Then, a triangular junction allows to join the Brive-la-Gaillarde – Toulouse (via Capdenac) line , major axis of communication of the north-east of Midi-Pyrenees since it is from this that all tertiary lines stand out (Montauban–La Crémade, Tessonnières–Albi, Lexos–Montauban) sector, and which serves major cities such as Albi , Rodez , Castres or Mazamet . Continuing always following

3220-406: The line at a maximum frequency of 65 seconds. A central control centre regulates the network and ensures its safety and can take control of trains remotely in the event of an incident or a breakdown. Currently, two types of rolling stock are in circulation: VAL 206 and VAL 208 . In total, 116 trains serve the network. The name of the next station is announced just before each stop and just after

3290-487: The main lines to serve north and mid Kent. As a consequence, these trains are dual-voltage enabled, as the majority of the routes along which they travel are third-rail electrified. In London, the North London Line changes from third rail to overhead electrification between Richmond and Stratford at Acton Central . The entire route originally used third rail, but several technical electrical earthing problems, plus

3360-461: The northwestern suburbs and Toulouse–Blagnac Airport ) and Téléo, an urban Tricable gondola line in the south of the city. The Toulouse Metro is currently composed of two lines: [REDACTED] Line A currently comprises 18 stations on a 12.5-kilometre (7.8 mi) route. The original section of Line A opened in June 1993; an extension from Jolimont to Balma-Gramont opened in 2002. It extends from

3430-536: The opening of the first section of the Channel Tunnel Rail Link . Between Kensington Olympia railway station and North Pole depot , further switchovers were necessary. The dual-voltage system did cause some problems. Failure to retract the shoes when entering France caused severe damage to the trackside equipment, causing SNCF to install a pair of concrete blocks at the Calais end of both tunnels to break off

3500-517: The origin to serve factories of the SNPE and those of AZF today destroyed following the disaster of the same name. Then a second bifurcation takes place: This line is a kind of RER that joins the city of Colomiers to the west of Toulouse. It was opened just after the line A. This line is just a section of the TER train line between Toulouse and Auch , going from the station Arènes to Colomiers. The TER line

3570-404: The platforms from the tracks and are synchronised with the doors of the trains. Therefore, each platform must be absolutely straight. Each two-car set can accommodate from 150 to 220 people. The trains have rubber tyres and use a third rail 750 V direct current electric supply . They can climb slopes of up to 7%, reach a top speed of approximately 60 km/h (37 mph), and can operate on

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3640-401: The risk can be reduced by placing the conductor rail on the side of the track away from the platform, when allowed by the station layout. The risk can also be reduced by having a coverboard , supported by brackets , to protect the third rail from contact, although many systems do not use one. Where coverboards are used, they reduce the structure gauge near the top of rail. This in turn reduces

3710-424: The risk of electrocution by the exposed electric rail by implementing a segmented ground-level power supply , where each segment is electrified only while covered by a vehicle which is using its power. The third-rail system of electrification is not related to the third rail used in dual-gauge railways. Third-rail systems are a means of providing electric traction power to trains using an additional rail (called

3780-617: The shopping centre of Balma through Toulouse with stations at Marengo (connecting with the main SNCF railway station ), Capitole , Place Esquirol and University of Mirail . After its final station, Basso-Cambo , is a carriage shed-workshop, which provides storage, maintenance and tests of the rolling stock for the whole of network. The Central Control Centre is also located at the garage-workshop. Its operating hours are 05:15 AM to midnight (Sunday to Thursday), and until 03:00 AM (Friday and Saturday). Initially, in order to reduce costs, five of

3850-610: The small Montaudran station and several stations of the agglomeration (Labège-Innopole, Labège-Village, Escalquens, Montlaur, Baziège), continue towards Sète , Marseille or Spain via Perpignan ; the other half goes southwest. After crossing the Saint-Agne station , and its transfer with the line B of the metro , the line Toulouse - Bayonne crosses the Garonne and the Ramier Island, from which separate decommissioned tracks which allowed

3920-415: The stainless steel to the aluminium. The oldest is a co-extruded method, where the stainless steel is extruded with the aluminium. This method has suffered, in isolated cases, from de-lamination (where the stainless steel separates from the aluminium); this is said to have been eliminated in the latest co-extruded rails. A second method is an aluminium core, upon which two stainless steel sections are fitted as

3990-495: The third rail shoes if they had not been retracted. An accident occurred in the UK when a Eurostar driver failed to retract the pantograph before entering the third-rail system, damaging a signal gantry and the pantograph. On 14 November 2007, Eurostar's passenger operations were transferred to St Pancras railway station and maintenance operations to Temple Mills depot, making the 750 V DC third rail collection equipment redundant and

4060-554: The third rail shoes were removed. The trains themselves are no longer fitted with a speedometer capable of measuring the speed in miles per hour (the indication used to automatically change when the collector shoes were deployed). In 2009, Southeastern began operating domestic services over High Speed 1 trackage from St Pancras using its new Class 395 EMUs. These services operate on the High Speed line as far as Ebbsfleet International or Ashford International , before transferring to

4130-444: The third rail, allowing the protective cover to be mounted directly to its top surface. When the shoe slides along the top surface, it is referred to as "top running". When the shoe slides along the bottom surface, it is less affected by the build-up of snow, ice, or leaves, and reduces the chances of a person being electrocuted by coming in contact with the rail. Examples of systems using under-running third rail include Metro-North in

4200-404: The town of Muret , south of Toulouse with adapted frequencies. It is part of Toulouse–Bayonne railway . Line F is a railway operated by SNCF running to the town of Escalquens , south-east of Toulouse . It is the only line with no dedicated trains. It is part of Bordeaux–Sète railway . Line 1 of TER Occitanie network runs to Saint-Sulpice station . It is the only line without

4270-570: The train) and switch it off before it becomes exposed again. This system (called Alimentation par Sol (APS), meaning 'current supply via ground') is used in various locations around the city but especially in the historic centre: elsewhere the trams use the conventional overhead lines (see also ground-level power supply ). In summer 2006 it was announced that two new French tram systems would be using APS over part of their networks. These will be Angers and Reims , with both systems expected to open around 2009–2010. The French Culoz–Modane railway

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4340-480: The trains. Whereas overhead-wire systems can operate at 25 kV or more, using alternating current (AC), the smaller clearance around a live rail imposes a maximum of about 1200 V, with some systems using 1500 V ( Line 4, Guangzhou Metro , Line 5, Guangzhou Metro , Line 3, Shenzhen Metro ), and direct current (DC) is used. Trains on some lines or networks use both power supply modes (see § Mixed systems below). All third-rail systems throughout

4410-592: The valley of the Garonne, it is possible to reach several stations of the north of the city and the nearby agglomeration, as well as to the large railway station of Saint-Jory, where will be the connection from the LGV Bordeaux–Toulouse . Then, further north is the Montauban-Ville-Bourbon station from where the Orléans–Montauban line (or POLT, acronym for " Paris - Orléans - Limoges - Toulouse "), which

4480-420: The whole line since early 2020, essentially doubling the capacity. This line has initially 20 stations on a 15.7 kilometres (9.8 mi) route. It opened on 30 June 2007. Car parks have been built at Borderouge , and Ramonville stations. New bus stations have been built Borderouge , Université Paul Sabatier and Ramonville stations. In January 2006, the Mayor of Toulouse, Jean-Luc Moudenc called for

4550-437: The world are energised with DC supplies. Some of the reasons for this are historical. Early traction engines were DC motors, and the then-available rectifying equipment was large, expensive and impractical to install onboard trains. Also, transmission of the relatively high currents required results in higher losses with AC than DC. Substations for a DC system will have to be (typically) about 2 kilometres (1.2 miles) apart, though

4620-539: The world's largest third-rail network. On the southern region of British Rail, freight yards had overhead wires to avoid the electrocution hazards of a third rail. The locomotives were fitted with a pantograph as well as pick-up shoes. The Class 373 used for international high-speed rail services operated by Eurostar through the Channel Tunnel runs on overhead wires at 25 kV AC for most of its journey, with sections of 3 kV DC on Belgian lines between

4690-466: Was adapted between these two stations, to follow the Metro ratebase. Frequencies were increased to 15 min in 2005 after doubling of the railway infrastructure. It is the only railway of the network partially operated by Tisséo , so it also figures in their plans and is accessible with their trip tickets. Like line C, the line D (or line 23 of TER Occitanie ) is a railway operated by SNCF running to

4760-620: Was electrified with 1500 V DC third rail, later converted to overhead wires at the same voltage. Stations had overhead wires from the beginning. The French branch line which serves Chamonix and the Mont Blanc region ( Saint-Gervais-le-Fayet to Vallorcine ) is third rail (top contact) and metre gauge. It continues in Switzerland, partly with the same third-rail system, partly with an overhead line. The 63 km (39 mi) long Train Jaune line in

4830-542: Was never studied. Plans for extension of the subway network to Saint-Simon were also vaguely mentioned by local representatives but never studied. In December 2015, the transport authority SMTC unveiled the outline route for what was then called the Toulouse Aerospace Express, which will be the third metro line in the city. The 27 km (17 mi) 20 station line will connect the Colomiers railway station near

4900-730: Was to open in November 2010, but this was delayed by industrial action; instead it opened in December 2010. The extension to Palais de Justice was opened in 2013 and the one to MEETT was opened in 2020. The line has 25 stops: -Palais de Justice ( Connection to Metro lines B) -Ile du Ramier - Fer à Cheval- Avenue de Muret - Croix de Pierre - Déodat de Séverac - Arènes ( Connection to Metro line A and train line Arènes-Colomiers ) - Hippodrome- Zénith - Cartoucherie - Purpan - Arênes Romaines - Ancely - Servanty - Guyenne - Pasteur - Relais - Marronniers - Patinoire - Grand Noble - Georges Brassens - Lycée - Beauzelle -Aéroconstellation -MEETT Line T2 opened in 2015 as

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