Supply Chain Intelligence – Utilizing the Services Hub


It is a given that to manage our supply chain, we have to have as much visibility as possible. Our SCM Control Tower is hooked up with logistics providers, parts suppliers, customers, manufacturing, procurement…did I forget anybody? Yup. The electronic commerce people who move this data all around for us: the Services Hub.

Yes, we are getting good info from these other sources, but our Services Hub could add value too.

Leveraging the Services Hub for Supply Chain Visibility is just one example of what services vendors are capable of. The approach to better visibility is combining existing IT technology with some more unique tools.They have explained the language of supply chain visibility, measuring the value of visibility, and building a solution with a step-by-step strategy.

Now we could look at all the current definitions of “Supply Chain Visibility” and write a book (gee, what a great idea for my spare time)! Let’s use the following definition for now: Visibility gives you the information you need, when you need it and in the right context to make business decisions. It finds root causes, which now makes it “actionable intelligence”.

2014 US Open Day 4

ImageWell, Martin Kaymer did it: He beat Pinehurst and won the US Open Wall-to-Wall. Kaymer set the 36-hole scoring record by opening with a pair of 65s. He never let anyone closer than four shots over the final 48 holes. Equipped with a five-shot lead, he was the only player from the last eight groups to break par.

”You want to win majors in your career, but if you can win one more, it means so much more,” Kaymer said after closing with a 1-under 69 for an eight-shot victory over Rickie Fowler and two-time heart transplant recipient Erik Compton.

Only twice in the last 20 years of the U.S. Open has the 54-hole leader managed to break par in the final round. Then again, both were runaway winners. Rory McIlroy had an eight-shot lead at rain-softened Congressional in 2011 and closed with a 69. Tiger Woods had a 10-shot lead at Pebble Beach in 2000 and closed with a 67.

Kaymer returned to the elite in golf by turning the toughest test in golf into a runaway at Pinehurst No. 2, becoming only the seventh player to go wire-to-wire in the 114 years of the U.S. Open. Only three players finished the championship under par.

Martin’s 271 was good for $1,620,000;

Compton and Fowler got $789,330 each

Now for our picks:

Matt Kuchar Tied for 12th and got $156,679

Rory McIlroy Tied for 23rd and won $79,968

Graeme McDowell Tied for 28th but still won $59,588

Bubba Watson Didn’t even get a bus ticket home


US Open Day 3


Martin Kaymer did not break par on a tough Day 3 at Pinehurst, but he did enough to retain a healthy lead.

After Saturday’s tough round at Pinehurst, Martin Kaymer admitted he didn’t have his best stuff. After matching 65s to open this U.S. Open, the first time in major history someone had shot those numbers in Rounds 1 and 2, Kaymer was struggling, both with the tougher conditions and his own golf swing.

After bogeys on the 13th and 15th, it looked like Kaymer’s lead could shrink to three or even two, but the German made great pars on 16 and 17 before sticking his approach shot on the 18th to 10 feet and knocking in the putt for the closing birdie.

Now for our picks:

Matt Kuchar Tied for 7th after shooting a 71

Rory McIlroy Tied for 16th after shooting 74

Graeme McDowell Tied for 42nd after shooting a 75 yesterday

Bubba Watson Probably went home

With a five-shot lead over Rickie Fowler and Erik Compton, it will be Kaymer’s to lose on Sunday. But if he plays another round like he did on Saturday, it will be Kaymer’s name on the trophy on Sunday evening.

As for the people chasing him going into Saturday’s third round, Rory McIlroy shot 74, Adam Scott and Jordan Spieth both shot disappointing 72s and Brendon Todd, who was paired with Kaymer in the third round, struggled all day on his way to a 9-over 79.

Rickie Fowler and Erik Compton both fired 3-under 67s, incredibly impressive considering the 73.8 scoring average on Saturday at the U.S. Open.

Fowler’s round was solid, making five birdies and two bogeys to get himself in the final group on Sunday with Kaymer.

Compton, playing in only his second major championship ever, got off to a hot start with two birdies and an eagle over his first eight holes, and while a bogey on the 16th dropped him back to 3-under, it was the birdie putt on the 18th he had to get in the final group at 4-under.

US Open Day 2


A very different Day 2 than anybody expected.

The King of the Mountain is Martin Kaymer. Another 65 so now 10 under par. 6 shots ahead of Brendon Todd.

Already seeing stories comparing him with Tiger.

Kaymer, the 2010 PGA Championship victor, has never finished better than a tie for eighth in the U.S. Open. So naturally, he’s come into Pinehurst and posted a score of 10-under that puts him in the company of elite performances like those of Tiger Woods and Rory McIlroy. His back-to-back 65s are records for individual rounds at a Pinehurst U.S. Open. The combined score is the lowest for 36 holes ever posted in the U.S. Open, and matches the lowest score ever in a major.

This is ridiculous. This is scoring 200 points against the 1996 Bulls, homering five times off Mariano Rivera, intercepting Tom Brady a half-dozen times. But here’s the point where we step back and point out that a U.S. Open isn’t over until the final putt drops; just ask Phil Mickelson.

Plus, even a double-digit score below par is no guarantee of victory. A fella named Gil Morgan could tell you that. Morgan was 9-under halfway through the 1992 U.S. Open and would eventually get to 12-under before effectively falling off the edge of the world. He played his final 29 holes at 17-over and surrendered the victory to Tom Kite, eventually finishing in 13th place. Kite erased a deficit of eight strokes, one of three players to do that at the U.S. Open. Lou Graham holds the record for making up a deficit, coming from 11 strokes back to win the 1975 U.S. Open.

OK, so where are our picks???

Rory McIlroy Tied for 10th at 1 under par

Matt Kuchar Tied for 10th at 1 under par

Graeme McDowell Tied for 27th after shooting a 74 yesterday

Bubba Watson Missed the cut

The US Open: Day 1


Day 1 is history. Players did very well considering the new format at Pinehurst #2 makes it probably an all-time toughie for the US Open

Let’s take a look at our picks and see how they did

Graeme McDowell shot a 68 and is tied for second

SHOT OF THE DAY: McDowell, a former U.S. Open champion, knocked his 3-wood to 12 feet at the par-5 fifth and made the putt for eagle.

Matt Kuchar shot a 69 and is tied for 6th

Rory McIlroy in at 71 was hitting the ball very well, but could not putt.

Masters champion Bubba Watson floundered to a 76.

The big picture:

LEADING: Martin Kaymer birdied six holes, including three of the last five, en route to a 65.

PURSUING: Kevin Na, Graeme McDowell, Brendon de Jonge and Fran Quinn were all three shots back.

Every golf tournament claims that pairings and tee times are mostly picked at random. The one pairing that didn’t go over so well with one of the players was the one that included Shane Lowry, Brendon de Jonge and Kevin Stadler. All three of these men weigh in around the 230-pound mark, meaning they aren’t the slimmest group on the course, and Lowry took notice and called the USGA out.Could you imagine if they pulled this same move next week with the LPGA? Players would be livid.

All Aboard Florida: The Good, The Bad and the Ugly


A collection of stories and comments

A privately financed high-speed train connection linking Orlando and Miami is facing mounting opposition in Florida from communities the train will pass without stopping. Lots of reaction to this project.

 Almost a dozen small towns and counties on Florida’s east coast, mainly in the route’s middle section, have passed or are considering resolutions or letters of concern about the All Aboard Florida rail link, citing traffic, environmental and financial concerns.

 “It’s kind of hard to envision there is an upside to this train,” said Paula Lewis, a commissioner in St. Lucie County, one of four counties along the 240-mile non-stop route.

The trains are to use 195 miles of existing track along the state’s east coast and then travel northwest on newly built tracks to Orlando’s international airport, according to All Aboard Florida’s website.

All Aboard President Michael Reininger said in an interview on Tuesday that the company turned down numerous requests for stops in the corridor, where the train is expected to reach speeds in excess of 100 miles per hour to keep the Orlando-Miami trip to under three hours.

Reininger predicted a federal environmental impact assessment of the project expected by early July will alleviate most concerns.

At the end of the day we’re building a business which is a consumer product … We think we will wind up with a very positive reception,” Reininger said.

The protests prompted Florida Governor Rick Scott, a strong supporter of All Aboard, to publicly release a letter this week asking Reininger to listen to local concerns.

Election year politics could be playing a part in the opposition. A group called Florida Not All Aboard, which claims almost 16,000 signatures on its petition against the project, posts candidates’ positions on the train.


One of the main complaints about the train include traffic delays at grade crossings caused by All Aboard’s 32 trains per day.

Reininger said a federal environmental assessment of the highest-density leg of the train from Miami to West Palm Beach found no significant impact on surrounding traffic. 

Noise concerns could be alleviated by $10 million approved by the state legislature for communities requesting help to pay for quiet zones, where certain safety measures are used to replace loud horn soundings.

Florida Not All Aboard raised concerns that taxpayers could get stuck paying off a $1.5 billion federal train infrastructure loan that All Aboard is requesting. Reininger said the loan will be fully collateralized by the company’s land, stations and track improvements.

On June 11, Florida”s Governor asked for a longer public comment period for All Aboard Florida proposal.

Florida Gov. Rick Scott asked All Aboard Florida President and Chief Development Officer Michael Reininger to request the Federal Railroad Administration (FRA) extend a public comment period on the railroad’s environmental impact statement from the current 75 days to 90 days to better accommodate community concerns about the project.

In a letter to Reininger, Scott wrote he has heard “questions and concerns” about the private railroad’s proposed passenger-rail service between Miami and Orlando.

“We must ensure that there is a detailed conversation about this new rail service. Many families are worried about how these additional trains will affect their neighborhoods and their concerns should be heard,” the governor wrote. 

Scott also said he has assigned Florida Department of Transportation (FDOT) Secretary Ananth Prasad to meet with community leaders and area legislators to listen to their concerns about the project and “ensure their concerns are heard” by the FRA.

All Aboard Florida has applied for a Railroad Rehabilitation and Improvement Financing (RRIF) loan through the FRA, and federal processes required for loan approval include ensuring the project complies with 26 individual federal regulations, Scott wrote. To better enable federal officials to do what’s best for Florida families, the state will supply input from communities to those who are overseeing this project, he stated.

The additional comment period will enable communities to have their specific concerns about the project addressed, the governor wrote.

“Specifically, the communities surrounding the railroad drawbridges over the New River, St. Lucie River and Loxahatchee River have raised concerns about the impacts from this proposed project,” Scott’s letter stated. “I understand that All Aboard Florida has taken specific steps for the New River Crossing including the reduction of the bridge cycle to limit the delays faced by boaters. During the public comment period, please also review the situation at the St. Lucie and Loxahatchee river crossings to address local concerns.”

In a response to Scott, All Aboard Florida’s Reininger noted the company’s ongoing outreach and education efforts on the proposed project in a posting on All Aboard Florida’s website.

He also noted that the railroad is aware of project misinformation circulating in some communities that have caused some of the concerns. All Aboard Florida is continuing to try to clarify facts and details associated with the project, Reininger wrote.

“We share your desire for a full and transparent examination of our project,” he wrote, adding that the railroad — in response to a previous request from Scott – expressed to the FRA that it is willing to increase the public forums and time frame associated with reviews once the draft environmental statement is made public by the FRA.

“Ultimately, the FRA must define the appropriate timing and schedule of the required reviews under the EIS process,” Reininger wrote. “We respectfully defer to their decision on this matter.”

Next we have another story from Ayn Marie Samuelson, Guest columnist    “Barreling through Brevard:

There are too many unknowns and hidden agendas to support All Aboard Florida’s push for high-speed passenger rail by the newly incorporated Florida East Coast Industries, LLC (FECI).

FECI has applied for a $1.5 billion loan from the federal government under the Federal Railroad Rehabilitation and Improvement Financing Program. Pretty clever to go for the big dollars at taxpayer expense and risk, with no track record of success and insufficient assets on its own to secure this big-ticket loan.

You’ve got to admire the global investment group behind FECI, searching for a real deal without taking responsibility to become a guarantor of the loan. In addition, passenger rail has repeatedly proven it is not financially viable without government subsidy, while defaulting on this type of loan may become an incentive for the FECI limited liability company, whose global investors stand to benefit greatly.

This is a project looking for failure on the backs of taxpayers nationwide.

With the sheer size and high risk of the unprecedented $1.5 billion loan, it’s difficult to come up with any taxpayer benefits to this mega deal. On the other hand, the looming costs associated with All Aboard are easy to enumerate.

First, the expense of maintaining the railroad crossings will escalate for Brevard taxpayers.

Second, there would be increased risks to the health and safety of citizens — think school buses and pedestrians crossing a track where trains speed past at 100 mph.

Third, there is the imminent loss of property values for parcels and buildings close to the tracks. And what about people living near enough to the tracks to hear and feel the rumble 32 times every 24 hours?

Fourth, there is the exceedingly dim short-term and long-term economic value for our residents, as these trains won’t be stopping in Brevard.

Fifth, short-term and long-term employment are dreams. Doesn’t track construction often begin at one or both ends of the tracks and continue along the rails until construction is completed? It would be unlikely that new crews would routinely be hired all along the route. It’s more probable that workers would live and travel in railroad cars as track construction progresses.

Sixth, once the loan is in default and the FECI crumbles, the Florida East Coast Railway (FEC), which in reality owns the tracks, will benefit from our deep pockets. FEC and the global investors who own it will be well-positioned to run additional freight trains on the brand- new tracks between Orlando and Miami to pick up and deliver cargo coming through the Panama Canal.

If anyone can identify benefits for the taxpayers and residents of Brevard, please enlighten us. However, it’s dubious that any benefits discovered will be sufficient to justify the costs.

We should be ready to voice a resounding “no” to All Aboard Florida. Barreling through Brevard doesn’t benefit us.


Historical Jean Moulin Home For Sale In Nice France


We have talked about Jean Moulin, the hero of the French WW2 Resistance, before. We even have a full article on Jean Moulin. No WebSite or email on the sign, just phone number: 04 93 82 97 96 (outside France: +33 4 93 82 97 96)

Well now his old “apartment” at 22 rue de France is for sale! Saw a sign yesterday from Pietonne Immobiliere in Nice (just down the street at 15 rue de France). Yes, they have a WebSite

Pinehurst No. 2: The Way Golf Is Supposed To Be


Pinehurst No. 2 is anything but perfect for the U.S. Open, at least in the traditional sense of major championships in America.

USGA executive director Mike Davis could not be any more thrilled. “It’s awesome,” Davis said Monday as he gazed out at a golf course that looks like a yard that hasn’t been watered in a month.

The US Open will NOT be played this year at one of those perfectly maintained “stadium courses” where the entire leaderboard is under par. This is a real TEST of golf. Sort of an inland version of those “links” courses that dot both sides of the Atlantic plus Peeble Beach on the West Coast.

Shortly after Pinehurst No. 2 was awarded its third U.S. Open in 15 years — the most for any golf course in more than a century — the USGA signed off on a project to restore the course to its natural look, with sandy areas of wiregrass bushes and natural vegetation where there once was gnarly rough. A U.S. Open without rough? That sounds as strange as a British Open without pot bunkers.

The USGA calls it “undergrowth”, Pinehurst Resort officials refer to it as “natural vegetation,” others call it weeds. The project required more than 35 acres of turf being removed, and only 450 of the 1,150 sprinkler heads remain.

Golf is getting used to not having Tiger Woods around. He hasn’t played in three months and already missed the Masters for the first time in his career. The notion of Phil Mickelson winning a U.S. Open at Pinehurst — any U.S. Open, for that matter — is more than enough to fill the void. However, seeing him at The Memorial last week, I think he is going after a tie with Sam Snead as a great “also ran” in US Open history.

Justin Rose is the defending champion, the latest player to have a chance to join Curtis Strange as the only back-to-back U.S. Open champions in the last 60 years. Bubba Watson, the Masters champion and No. 3 player in the world, is the only player capable of the calendar Grand Slam. The story lines haven’t changed much this year. Pinehurst, however, is still the main attraction for this U.S. Open.

The edges of the bunkers are ragged. The turf is uneven just off some of the greens, with patches of no grass. Instead of verdant fairways from tee-to-green, the fairways are a blend of green, yellow and brown.

The past two U.S. Open champons finished over par — Webb Simpson at Olympic Club, Justin Rose at Merion, both at 1-over. A third straight U.S. Open champion over par would be the longest streak in nearly 60 years.


Montreal’s Transit System Aims For World-class Status



Yes, it has a rich history. pictures are the inauguration of current system, and historic picture from the deep past.

“World class.” By 2020, that’s how Carl Desrosiers wants Société de transport de Montréal (STM) to be viewed by people who visit or live in Montreal.

And STM’s chief executive officer believes the agency has the right strategy in place to make it one of the world’s top-tier public transportation systems, as measured by the quality of customer experience, service reliability and cost management acumen.

“We still have work to do to, but we really believe we can get there,” says Desrosiers, who was named CEO in 2012 after climbing the ranks at STM over a 30-year career. “We really want everyone around the world telling people that Montreal is different, that it is an incredible city, based on transit. Because in order to have a world-class city, you have to have a world-class transit system.”

STM already has plenty going in its favor. The fourth-largest public transit organization in North America, it serves about 1.2 million passengers daily and records about 413 million trips annually. The system comprises an integrated bus network consisting of 250 lines, as well the underground rail system (known as “metro”) serving 68 stations. STM handles about 80 percent of all public transportation in the Montreal area and accounts for about 70 percent of all public transit use in Quebec.

With a workforce of 9,500, STM is the 14th largest employer in Quebec; in 2013, the agency’s budget totaled $1.3 billion (in Canadian dollars). The agency estimates the replacement value of its assets is worth more than $14.5 billion.

A Subway Filled With Art

The metro also is home to a significant collection of art that began with the subway’s construction in the early 1960s. The collection features dozens of murals, stained glass panels and sculptures installed throughout the 68 stations, making the metro “an essential component of Montreal’s civic heritage,” according to the STM website. And last year, the lifestyle magazine Complex identified Montreal’s Champ-de-Mars Station, which features the stained-glass artwork of

Marcelle Ferron, as the ninth “most beautiful” metro station in the world.

The agency has been acknowledged for more than aesthetics, however. In 2010, the American Public Transportation Association (APTA) named STM the best large transit agency in North America. And in 2013, APTA recognized STM for excellence in bus safety and security efforts.

While agency leaders welcome such recognition, they’d like STM to get better reviews, especially from the people who ride STM’s trains and buses. The agency’s customer satisfaction currently is “quite high” — at 85 percent, Desrosiers says — but it has been even higher, clocking in at 89 percent in 2011 and 88 percent in 2012.

The slide in satisfaction occurred around the same time the agency experienced eight major breakdowns (four in 2012 and four in 2013) that affected the entire metro network and paralyzed four subway lines, an STM spokeswoman explained in an email. Most of the disruptions were related to implementation of metro’s new control center, and could explain the decline in customer satisfaction, she added.

Whatever the cause, STM leaders know the decline in customer satisfaction is something they must address. One key component of their plan to make riders happier: new, larger trains.

“My subway system is at capacity; I need more cars,” says Desrosiers.

New Fleet On Its Way

STM will get them later this year. A new fleet of metro cars, dubbed “Azur,” is being manufactured for STM by a consortium comprising Bombardier Transportation and Alstom Transport. Under a $1.2 billion contract STM awarded the consortium in 2010, the agency is purchasing 468 cars.

Over time, the fleet will replace the agency’s MR-63 cars, which have been in operation since metro opened in 1966.

The first Azur car rolled off the assembly line at Bombardier’s plant in La Pocatiere, Quebec, in November 2013. The consortium has been testing a prototype train at the plant, and in April shipped the first car to Montreal for qualification testing with STM.

The first Azur cars are scheduled to enter service in fall. All 468 metro cars are anticipated to be in service by fall 2018.

STM officials believe the nine-car train’s sleek design, layout and technology will offer passengers a smoother, more comfortable and secure ride. Among the cars’ features are wider doors, improved ergonomics, panoramic windows, innovative lighting, a pneumatic suspension system, and a ventilation system that adjusts temperature based on the number of people onboard. Each new train will be able to accommodate up to 8 percent more riders.

The cars also represent an example of “ecodesign,” with assembly techniques and materials selected to meet sustainable development practices, STM officials say.

The new Azur fleet represents a major investment in STM’s future: $2.5 billion over several years once all costs are factored in. The cars are a major component of STM’s Strategic Plan 2020, which also calls for expanding service, improving the customer experience, and growing STM’s ridership by 40 percent to 540 million passenger trips. In 2012, the agency set an all-time record of 412.6 million passenger trips, up 1.9 percent over 2011.

So far, the strategic plan appears to be on track, says Desrosiers.

“We measure the success of the plan based on ridership, and we now have 20 million more trips than we expected to have at this point in the plan,” he says. “What you have to do is attract customers. And now, every day, they are coming. So, our basic plan is to get more cars and also more reserve lanes on the bus side — because that also is an issue in Montreal.”

Additionally, the agency is acquiring new, more energy-efficient buses. In 2012, STM’s board approved the purchase of 203 diesel-electric hybrids, some of which will be used to replace older models and the remainder to expand service. As part of its commitment to environmental sustainability, STM has a goal to purchase solely all-electric buses starting in 2025.

Younger Demographic

Desrosiers believes an all-electric bus system is a must in order to attract millennial-generation riders.

“How can I tell my young customers, ‘You better get out of your car and take the bus or subway if you want to save the planet,’ when in 15 years they will tell me, ‘Hey, I can’t do that because my car is electric and your bus is diesel,’ ” he says.

Ridership is increasing in part because Montreal’s population is rising: According to the Institut de la statistique du Québec, the Montreal region’s population is projected to grow 20 percent to 4.3 million by 2031. But population growth alone won’t automatically translate into more STM riders. Also key to STM’s future growth equation is making sure those riders have a pleasant experience whenever they use the system.

To that end, STM is taking several steps, including expanding its customer communication through social media, mobile technology and real-time tracking. In 2012, the agency launched “iBus,” which provides real-time bus arrival information via the Internet and mobile applications. And last year, the agency launched a customer loyalty program through an iPhone app called “STM Merci.” Developed by STM and its technology partner SAP, the app provides transit riders access to personalized special offers and discounts for transportation, local events and businesses.

Moreover, the agency has relied on customer opinion and satisfaction surveys to develop a customer relations training program for STM ticket-booth agents and vehicle operators. STM uses customer focus groups to define and gauge their expectations for good service, facility and vehicle cleanliness, and the courtesy of STM employees who interact with riders. As part of a continuous quality improvement effort, every day STM sends “mystery shoppers” to use the system and report back on their perceptions of service quality on buses and trains. The results — positive and negative — are shared with employees.

Offering world-class service also requires a strong commitment to safety. At STM, safety is the responsibility of managers in every department, just as they are responsible for cost control, and service reliability and quality.

“We don’t have a safety department or quality department because we think it’s too important to delegate that responsibility to one staff department,” says Desrosiers.

Since 1997, STM has participated in APTA’s Rail Safety Audit Program, as well as one for bus safety. While the audit examines whether STM is meeting system safety standards, the agency uses the auditors’ recommendations as part of its broader continuous improvement plan.

“We take it really seriously,” Desrosiers says. “But we don’t just do these things to improve safety, we do it to improve reliability. … And basically, if you handle safety correctly, it means you are doing your job well. And if you do your job well, you will be safer, more reliable and have better customer service.”

Desrosiers’ biggest challenges are similar to those of other transit executives: how to manage an aging system, maintain a state of good repair, expand infrastructure, improve and add service, keep existing riders happy and attract new ones — all on an austerity budget that relies on passenger fares and financial support from government.

Making The Case For Transit

In the case of the new Azur car investment, 75 percent of the funding is coming from Quebec’s Minster of Transport and the remaining 25 percent from the Urban Agglomeration of Montreal. STM was fortunate to obtain support from the provincial government for the new cars, Desrosiers says.

“We didn’t have much choice; we were replacing [rolling] stock that is around 48 years old,” he adds. “We had to do it.”

As for securing financial support for future STM initiatives — such as plans for a new tramway system — Desrosiers knows he has to make the case to government and political leaders that transit is good for the economy and Montreal’s overall effort to become a sustainable, world-class city.

One study cited in STM’s strategic plan noted that the region’s public transit authorities injected $1.8 billion into the Montreal area and generated an added value of $1.1 billion. The project to build the new Azur fleet alone involves more than 150 Canadian suppliers, according to STM.

Also, a recent survey of Quebec citizens found that 88 percent of them supported government investment in transit, Desrosiers says.

“If you put a million dollars into the area’s transit industry, that [investment] stays in Canada and especially in Quebec,” he says. “So we’ve tried to tell [political leaders] that it’s wise to invest in transit. If they invest in transit, they will save some money for Quebec and the city will become more productive. And that’s good for the economy.”

See more on Montreal transit, Montreal train stations   and the city of  Montreal

It’s Summer: Time to Visit Saint-Tropez


International tourist mecca, St. Tropez’s mythical tame has played a large part in the renown of the whole Côte d’ Azur.

The world’s most rich and famous have found escape in St. Tropez for centuries. Icons Brigitte Bardot and artist Henri Matisse helped spread word of the unbridled, isolated luxury of France’s southern peninsula.

Thoughts on Your Trip to St Tropez

Coming from Nice generally, the lure of a trip to St Tropez is hard to resist. If the timing of the daily boat from Nice Quai Lunel (or less frequent out of season) doesn’t suit, independent travel is still a viable option. The most flexible way is the fairly frequent train from Nice Gare Ville to St Raphael, which breaks the back of the journey, and then change to a few options for the final approach. At St Raphael Port there is the Bateaux St Raphael who run 5 – 6 round trips a day in high season. There is also a local bus service connecting St Raphael with the main towns of the gulf to St Tropez, which is a viable option outside the car-madness of peak season. Likewise taxi is not impossible, but pricy.

Step 1: Try the ferry to St Tropez

Get to the port from the airport on Bus 98

Alternate 1: Rail/Ferry or Rail/Bus

There’s no rail line to St Tropez. The nearest station is at St Raphael, 38km away. Trains from Nice to St Raphael are fairly frequent, with the fastest journeys taking just under an hour. Get to the SNCF station from the airport on Bus 99 A boat shuttle between Saint-Tropez and Fréjus Saint-Raphael harbor operates every day from Easter to October.
Phone 04 94 95 17 46; Fax 04 94 83 88 55
Address : Port – 83990 Saint-Tropez
Fare is 21€ for adults, 11€ for children and it is a 50 min journey
The bus
(Route 104) from St Raphael station to St Tropez takes 1 hour 20 minutes but they’re fairly infrequent, with roughly 1½ or 2 hours between services.

Alternate 2: Bus from Nice Airport

Alternate 3: Helicopter

Alternate 4: Taxi or limo: right out the front door of the airport.

Hotels in St Tropez and the surrounding areas

Tourist information about the Côte d’Azur

Tourist Information about the towns to the East of Nice

Tourist information about the towns to the West of Nice

Saint Tropez (Population : 5.542 h, Surface : 1.118 ha )

International tourist mecca, St. Tropez’s mythical tame has played a large part in the renown of the whole Côte d’ Azur.

In St. Tropez everything is famous :
– Beaches : Bouillabaisse Beach, Caneliers Beach, Salins Beach; there are at least 40 on the peninsula.
– There is the Place des Lices where movie stars and local stars get together to play a game of boules or sip Pastis under the plane trees.

Everybody, of course, wears their leather Tropéziennes sandals !

St. Tropez became “St. Trop” when the show business people, artists and writers all fell under the spell of this charming little port in the 1950’s. In the summer one could bump into Picasso, Francoise Sagan, Jacques Prévert and many others, With the arrival of Brigitte Bardot in the 6O’s the myth was installed for good. Since then St. Tropez has become the in vacation spot for chic Parisians and the international Jet Set.

People watching is a favorite sport here in the summer, Visitors like to sit at the outdoor cafés hoping either to be seen or to see some one else. Competition is rife. Huge yachts line up in the port rivaling to see which is the biggest, the prettiest, the best kept, or has the snappiest crew .

Only beautiful people hop on board. It is quite a spectacle for the casual visitor !…

St. Tropez’s true nature can really only be appreciated in the off months.

If you have the choice come here in May, June or September, without the crowds one can take the time to admire the charming little streets and alleys.

Early in the morning at the Place aux Herbes one can find fruit vegetables and flowers and watch the local fishermen selling their new catch.

This is also the neighborhood of the famous brasseries Le Gorille and Sénéquier.

A typical Provengal market is held every Tuesday and Saturday morning in the Place des Lices. Religious and festive processions called “Bravades” are lively celebrations which begin in May and continue until the 15th of June.

The Musts of St-Tropez :
The old port.
Place des Lices,
Rue Gambetta.
Place des Ormeau.
The 18th c. church and bell tower.

Museums :
Musée de l’Annonciade (Paul Signac, Braque,
Matisse, Utrillo, Van Dongen, Bonnard, Dufy) and its butterfly house.
Musee Galerie – Victoire de la Messardiere

Activities :
Water sports.
Tennis. Squash. Golf,
Horseback riding,
Hiking along the coast.

Night clubs.

Lodging :
Holiday houses – Furnished apartments and rooms.
No campsites in St Tropez, but lots in neighbouring villages (some even “4-STAR”)

The hottest Riviera beaches are at St-Tropez.

The best for families are closest to the center, including the Plage de la Bouillabaisse and Plage des Graniers. More daring are the 9.5km (6-mile) crescents at Plage des Salins and Plage de Pampelonne, some 3km (2 miles) from the town center. At Pampelonne about 35 businesses occupy a 4.8km (3-mile) stretch, located about 10km (6 miles) from St-Tropez. You’ll need a car, bike, or scooter to get from town to the beach. Parking is about 3.80€ ($4.95) for the day. Famous hedonistic spots along Pampelonne include the cash-only club La Voile Rouge, which features bawdy spring-break-style entertainment. This is the most outrageous, the sexiest, and the most exhibitionist (not for children) of the beaches of St-Tropez. Also thriving are Le Club, 55 bd. Patch, Plage de Pampelonne, and Nikki Beach, Plage de Pampelonne. Maintained by an American from Miami, Nikki Beach is wild, frenetic, uninhibited, and about as Floridian a venue as you’re likely to find in the south of France. Plage des Jumeaux is another active beach; it draws many families with young kids because it has playground equipment.

Notoriously decadent Plage de Tahiti occupies the north end of the 5.5km-long (3 1/2-mile) Pampelonne, lined with concessions, cafes, and restaurants. It’s a strip of golden sand long favored by exhibitionists wearing next to nothing (or nothing) and cruising shamelessly. If you ever wanted to go topless, this is the place to do it.

All about Public Transportation in the Côte d’Azur

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