Danke! Ich bin gespannt, wie die Station im Endausbau aussehen wird, es kommen ja in den nächsten Jahren noch die Linien 15, 16 und 17 dazu. Ich nehme an, hinter der Trennwand bei 6:47 befinden sich zusätzliche Bahnsteige.

​@@MetroCheck That's right, the fake wall on M14's departure platform hides part of the M15 Eastbound platform. Though the temporary wall wasn't placed in the middle but rather two thirds towards M15 platform. If there weren't full height platform screen doors, it would be a bit like Châtelet Les Halles RER platform "hall". Here's a very schematic top down representation of the platform level (North is up, South is down) : M16-M17 Western terminus platform 《===== =====》 M16-M17 Eastbound departure platform. Common island platform M15 Westbound anticlockwise platform 《===== =====》 M15 Eastbound clockwise platform --------- temporary wall ------- Common island platform M14 Southbound departure platform 《===== =====》 M14 Northern terminus platform. The terminus platform of M14 is the Southernmost one. All three line stops are parallel and run East-West on the same level. They each have different lengths and they are "centered" like you would center align a paragraph in text software.

@KyrilPG Thank you! It will be interesting to watch those banks of escalators during peak times when all the lines are opened. Also worth mentioning is the exit on the top level, which leads to the long walkway towards the RER D station Stade de France Saint-Denis.

​@@MetroCheck Seems like the comment of mine that you replied to was blocked? It's not displayed. Yeah, the large Y shaped "passerelle" that was recently opened is very nice! It's supposed to receive a cafe or snack under the kind of arches in the near future. Though, many passengers are not happy about that. This new bridge between the new SDP hub station and the RER D (soon also Transilien H) station, is quite long and exposed to the elements, particularly the wind that can be quite strong at this location, especially in winter. So, many users and transit user advocacy groups complained about the lack of an underground tunnel alternative. Everyone connecting between the metro and the RER will have to walk several hundred meters outside in a strong wind corridor with no shelter. The massives rail corridor that runs there tends to amplifify and canalize winds That's the bad point of an otherwise fantastic new station.

@@KyrilPG 😏Hm, that's another interesting detail. I also passed these arches on my walk - perhaps it would be possible to put glass windows between them to protect against the wind... KZfaq sometimes doesn't show some comments correctly, now I also can't see your comment anymore in the default view. But it's still there if I change the sort order of the comments from "Top comments" to "Newest first".

Danke! Ja, es wird immer etwas für mich zu tun geben...😅

Thank you! I mainly went there to complete my collection of Paris metro stations, the new extensions were a nice addition. So right now the only station I still haven't filmed is Concorde - it's currently closed... 🙄 Yes, some of the stations on the extension to Orly look a little bit dreary at platform level, but not as bad as line M4 in Milan or line C in Rome.

@@TheMexxodus And now a clarification about line 14's new type of stations 😉: As much as I love the arches and open ceiling design of the PSD's in the original and 2020 stations, the new ones do follow current fire safety best practices, it's not simply a design choice. Historical and fairly recent stations of line 14 sort of are mid-way between the old unprotected stations of line 8 or 12, for example, and the new ones like Orly or Saint-Denis Pleyel, which are following best practices. In the new stations, the platform screen doors are full size and entirely separate the track, and its atmosphere, from the platforms. As if the tunnel continued through the station. This is done to help seclude fumes in case of fire, and to maintain breathable atmosphere on the platforms for as long as possible. Massive air and fumes extractors are connected to the tunnel and its "continuation" through the stations. This is built the same way in London's Elizabeth line (Crossrail), Milano's M4, Copenhagen Cityringen metro, or Singapore MRT. Separating air volumes is extremely helpful in case of fire, but it goes beyond just these hopefully very rare cases. It's also an excellent way to reduce fine particles. The air in stations is conditioned, while it is generally not in the tunnels. But in tunnels there are extractors and filters that remove and-or catch particles. So in every day use, separating tunnel and platforms help reduce air conditioning / heating energy consumption, and prevent particles emitted by the train and tracks from reaching the platforms. While, on the other hand, it also helps preventing street particles from entering the station by drastically reducing air movements in the station, and aspiration created by train movements. Some now call these new station designs "horizontal elevator" because it's more difficult to see the train and there's barely any view and no access to the tunnel. It's different, but it's for a good reason, even if that feels very utilitarian. But compared to certain lines and networks, like Milano M4 or some Singapore MRT lines, the new Paris metro lines have maintained a real differentiation and visual identity in stations down to the platforms. The platform screen doors are transparent, but the track side being much darker due to the full height PSD's, it may feel like they're not very transparent. All the new lines of the Grand Paris Express, 15, 16, 17, and 18, will feature these full height platform screen doors as it now is an international standard. The only stations that will be a bit different will be the elevated ones, like near Saclay on line 18, where the track will supposedly be open air in stations to make use of the open end as a natural air extractor. Though in stations where a complete separation is impossible, like line 4, the use of full size platform screen doors isn't really nice. That's probably where they really stand out the most in a wrong way. Like in Cité, it quite ruins the vaulted architecture of the station. For line 4's stations, mid-height PSD's like on line 1 would have been much better visually speaking.

@@KyrilPG Nice. Thanks again for your contribution. But it still is a shame cities like Milan, Paris or Singapore don't make more efforts to visually give stations more of a unique identity. The safety standards are of course important and I do appreciate the significance, but it leads to standardisation in design. Particularly on the M4 in Milan and Copenhagen metro it results in too bland and non-differentiating designs. In Paris and Singapore it's less pronounced. Of course there are always options like the recent Helsinki stations show with standard island platforms but 'arty' lighting 'sculpture' designs. Or murals and sculptures. I feel some cities are neglecting the aspect of an enjoyable and recognisable transport space with its own identity. Paris does this in the latest stations but maybe a bit too subtle (?). 👍

@@TheMexxodus Standardization is also a matter of budget. Building identical designs allows for economies of scale, which is important for publicly funded projects. Though, Paris has really maintained differentiation and uniqueness in all new stations. As for art and architecture, there are major artworks in many stations : the azulejos blue artworks at platform level between station name and seating, the huge azulejos mural in the station atrium (whose half is still behind a drywall). The artworks at platform level in Saint-Denis Pleyel on the "pods" grouping station name panel and seating, and the station itself is an architectural masterpiece. I was quite stunned by the look of it when I discovered it, especially the giant pit atrium with crisscrossing escalators, wood paneling, etc. There's also the openwork roof, like metallic lace, and symbols at the surface level of Thiais-Orly station, then the escalator entanglement in the "pit" to descend. The giant ground fresco on the central mezzanine concourse / tunnel roof and the golden brown polished walls at Chevilly-Larue M.I.N. Rungis station in the ticket atrium, plus the small box building at surface level that contrasts massively with the very large exterior building of the previous station. The optical illusions and light play, the truss design outside, and inside along the tunnel roof concourse, the brushed or patina metallic walls with a metallic mesh above it, plus the bright aluminum atrium with factory-like slanted or sawtooth natural light windows in L'Haÿ-les-Roses. The terracotta, sandstone, and anthracite panels in the escalator pit, the openwork and mesh sublayer under the exterior roof and interior ceiling, and the fossilized-tree-like concrete artwork in Hôpital Bicêtre station. The blue wind swaying artwork outside, and the "bubbles" in the concrete work in Maison Blanche... And, this December, there will be the opening of Villejuif Gustave Roussy station, with a huge cylinder void and metallic escalators crisscrossing, quite an iconic architecture. All stations of the GPE lines will have major art pieces and-or will blend in large artworks. Only a few stations will be similar, the elevated ones on M18, that will share similar architecture but each with different pastel colors. They'll apparently each also have different art pieces. The GPE will probably have the most differentiated and unique stations of any current or recent metro expansions. The art budget is massive... They really made an effort on this front, unique architecture or artistic interpretation haven't been reserved for major stations only, they'll all have very distinctive elements. As for Milano's M4, it's typical ; the Milano Metro always had a tradition of sobriety and utilitarianism, with the unique goal of getting the most value out of standardization and minimalism. So, it's a complete opposite. M4 continues on this and has very similar stations along the line.

Maybe at a later date. For now I have only filmed two RER stations near Stade de France, and also Luxembourg station.

I read in a forum that it's a provision for the future, in case they want to apply different prices for different lines. For the time being you don't need to validate your ticket if you go through the ticket gates at the platform.

I will upload L'Haÿ-les-Roses in August or September!

​@@MetroCheckit's during the 2024 Paris Olympic Games

​@@MetroCheckokay!

​@@MetroCheckput video maison blanche station with line 7

Yes, I will also upload videos from the line 11 extension soon!

@@MetroCheck yeahhhhhhh

The station will also serve lines 15, 16 and 17 in a few years, so the number of escalators is probably quite appropriate. According to Wikipedia the station will be able to accommodate 250,000 passengers a day!

@@MetroCheck I figured as much. That many escalators and the size of the main hall screams major transit node.