Английская Википедия:Chemin de fer d'Anvin à Calais

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Шаблон:Infobox rail line

The Chemin de fer d'Anvin à Calais was a Шаблон:RailGauge railway from Calais to Anvin, in the Pas-de-Calais department of France. It opened in 1881 and closed in 1955.

Background

Шаблон:Main

In France, the building of railways was controlled by the Government. This avoided the duplication of routes that was seen in the United Kingdom and meant that the large cities and towns were connected. The citizens of the smaller towns and villages also wanted railways to be built to connect them to the network. The departments were given authority to oversee the construction of these minor lines, some of which were built to standard gauge and others were built to metre gauge or less.

The Loi Migneret of 12 July 1865 established that railways in France were to be classified as of Intérêt Général or Intérêt Local. The former were deemed to be of sufficient importance that they could be partly charged to the state. The latter were charged to the department.Шаблон:SfnШаблон:Sfn The railway came under the control of the Pas-de-Calais department.Шаблон:Sfn

History

Файл:Boulanger 26 - FRUGES - La Traxène pittoresque du Pont du Saint-Esprit.JPG
A train near Fruges.

In 1874, M. Émile Level proposed to build a railway from Calais to Anvin, Pas-de-Calais.Шаблон:Sfn Following the usual procedure, hearings in public would have been held before the proposed railway would have been declared to be of utilité publique (in the public interest) and permission granted to construct the line.Шаблон:Sfn The railway was the first line in Pas-de-Calais constructed under the Plan Freyciney.Шаблон:Sfn Anvin and Calais are Шаблон:Convert apart, but the railway was to be much longer due to the need to avoid heavy engineering and also to serve local communities.Шаблон:Sfn The line had a maximum gradient of 17mm/metre and curves of Шаблон:Convert minimum radius.Шаблон:Sfn In part, it ran through what is now the Parc naturel régional des Caps et Marais d'Opale, crossing many river valleys and having summits of Шаблон:Convert between Équirre and Verchin, and Шаблон:Convert at Alques-Buisson halte.Шаблон:Sfn

Файл:Lumbres - Pont à voie métrique sur le Bléquin vers Calais.JPG
Bridge over the Bléquin near Lumbres.

Construction started from Anvin and Calais at the same time. the first section, from Calais Saint-Pierre to Guînes opened on 1 October 1881. Anvin to Fruges opened on 1 January 1881, followed by Fruges to Lumbres on 1 April. Guînes to Ardres on 1 July and Lumbres to Ardres on 10 August, giving the line a length of Шаблон:Convert. A final Шаблон:Convert extension from Calais Saint-Pierre to Calais-Ville was made in 1900, which enabled the closure of Saint-Pierre station.Шаблон:Sfn

Файл:Hameau de La Coete - panoramio.jpg
The bridge over the road at Bouvelinghem. Bouvelinghem Halte was on the right.

The line cost an average of ₣77,000 per kilometre to build.Шаблон:Sfn Rails were Vignole rails, Шаблон:Convert laid on oak sleepers. Wherever possible, earthworks were kept to a minimum, although the highest embankment was Шаблон:Convert and the deepest cutting was Шаблон:Convert. Almost all road crossings were on the level. There were seven bridges and 161 level crossings. Most of the curves were greater than Шаблон:Convert radius, except for those at Lumbres and Fruges. Crossings with the CF du Nord railways were also on the level.Шаблон:Sfn

On 3 December 1882, a party of senators and deputies of the National Assembly spent the day inspecting the railway.Шаблон:Sfn In 1891, the Aire-Rimeux-Berck railway opened, connecting with the Anvin-Calais line at Gourgesson and Rimeux-Gournay.Шаблон:Sfn By 1893, both systems were being run interchangeably, with locomotives and stock from one line being used on the other.Шаблон:Sfn

In 1902, the Tramway à vapeur d'Ardres à Pont d'Ardres (TvAPA), operated by the railway, was opened between Ardres and Pont d'Ardres. Serving Messrs Sat et Compagnie's sugar refinery at Pont d'Ardres.Шаблон:Sfn

In 1906, it was recommended that a halt be provided at Berthem, where there was a sand quarry. The commune offered to finance it, but the company did not want to provide a stop. The department authorities stated that the railway could not be forced to provide a station and the matter dropped.Шаблон:Sfn

Total passenger volume in 1911 was 720,474 passengers.Шаблон:Sfn The area remained behind Allied lines during World War I.Шаблон:Sfn A major British Army base was established at Calais in 1915.Шаблон:Sfn Most of the railway line fell within a security zone known as the Reserved Zone: civilians living within this zone had free travel within the canton in which they lived, but to travel beyond their canton, or in and out of the Reserved Zone, a sauf-conduit (identity card) was required. Civilian passengers had to leave their train and go into the station building to have their papers checked when crossing Cantons. A procedure which led to complaints as some passengers missed their train when it departed whilst their papers were being checked. Military personnel had their papers checked on board the train. Services were reduced in frequency, with military and freight traffic taking priority.Шаблон:Sfn

In 1917, a major supply camp was established at Vendroux, occupying land between the Anvin-Calais line at the adjacent Chemin de fur du Nord lines between Coulogne and Écluse-Carrée, and the Canal de Guînes. In 1918, facilities were provided to allow for the transhipment of timber between both lines just north of Écluse-Carrée.Шаблон:Sfn The timber was brought in from Balinghem.Шаблон:Sfn The railway in this area was made dual gauge with standard gauge for Шаблон:Convert from the Calais end to Vendroux.Шаблон:Sfn During 1918, various minor works were carried out at a number of stations. Some loops which had been removed were reinstated and various sidings and passing loops were added.Шаблон:Sfn Between May and July 1918, a Metre gauge line was laid alongside the Standard gauge line from Anvin to Teneur, a distance of Шаблон:Convert where a transhipment depôt was constructed.Шаблон:Sfn in 1918, a line was constructed by the British Army from Tournehem-sur-la-Hem to Saint-Momelin.Шаблон:Sfn It saw little use, but was still being maintained by the British Army in March 1919.Шаблон:Sfn

At the end of the war, the railway was suffering from locomotives that were under maintained, and some of its rolling stock having been moved to other lines during the war. On the other hand, it had gained some rolling stock from other lines and there was captured German rolling stock which had been declared a prize of war available. Locomotive deficiences due to the war would affect the company until 1925. In 1919, the line was acquired by the Compagnie Générale des Voies Ferrées d'Intérêt Local (VFIL),Шаблон:Sfn along with the TvAPA, the Aire-Ribeux-Berck and the Flanders railways in the Nord department.Шаблон:Sfn It was at about this time that the line from Tournehem-sur-la-Hem to Saint-Momelin was dismantled. Reasons for it not being absorbed into the VFIL network were probably a lack of civilian infrastructure, and the fact that it linked with lines under the control of the Société Général des Chemins de Fer Economiques (SE), which showed little interest in the line either.Шаблон:Sfn In 1919, all passenger services were provided by mixed trains. At that time, it was not possible to make a return journey between Anvin and Calais or vice versa on the same day.Шаблон:Sfn

In 1921, the VFIL acquired five locomotives from the CF Guise-Hirson, which had been converted to Standard gauge during the war and a decision had been made that it would remain so. Thus its rolling stock was available. Three 2-6-0T locomotives and two 2-10-0T locomotives were bought. The 2-10-0T locomotives required that various bridges were strengthened before they could be brought into service. They were restricted to working between Lumbres and Bonningues. Twelve bogie carriages, 62 wagons, 22 vans, 40 open or flat wagons and a crane were bought from the CF Guise-Hirson. A further 29 freight wagons would be purchased at a later date.Шаблон:Sfn Responding to complaints of late running in 1922, VFIL's departmental engineer stated that this was due to locomotive maintenance issues caused by the war.Шаблон:Sfn

In 1924, three more 2-6-0T locomotives were bought.Шаблон:Sfn Als in that year, two railcars with Шаблон:Convert Renault-Scemia petrol engines entered service. RS1 was owned by VFIL, and RS2 was owned by the department. Both seated 25, with 15 standing. One of them was initially put into service on the TvAPA but by 1926 both were in use between Anvin and Fruges.Шаблон:Sfn The 1924-25 sugar beet season saw an abundant crop. The 2-10-0T locomotives were of great use in taking beet to the sucreries.Шаблон:Sfn

In 1930, the VFIL abolished third class.Шаблон:Sfn Third class carriages were reclassified as second class.Шаблон:Sfn In 1931, an 0-6-0+0-6-0T Mallet locomotive was bought. It was restricted to operating between Anvin and Guînes.Шаблон:Sfn In 1932, VFIL built a railcar at Lumbres. It was fitted with a Шаблон:Convert De Dion JMH petrol engine. Numbered ARB2, it seated 28 with twelve standing. Another railcar, numbered CGL1 was built at about this time. In 1933 railcars RS1 and RS2 were rebuilt at Lumbres. RS1 was shortened and fitted with at Шаблон:Convert Unic diesel engine. It was renumbered CGL11. RS2 was fitted with an Шаблон:Convert Berliot diesel engine. It was renumbered PdC101. In 1934-35, five more railcars were built at Lumbres. These were fitted with Шаблон:Convert Unic M24 diesel engines. Numbered ARB3-5 and CGL6-7, they seated 29 with eleven standing.Шаблон:Sfn All railcars were second class only.Шаблон:Sfn

By 1939, the line was almost breaking even, despite increased competition from road transport. World War II broke out on 3 September, with Calais falling into German hands on 25 May 1940. The Pas-de-Calais department became a zone of special control, administered by the Oberkommando der Wehrmacht in Brussels, Belgium. Along the coast was the "red zone". It was said that French law did not apply in this zone.Шаблон:Sfn Under the terms of the armistice, France was to hand over its railways to the Germans undamaged and was to work with the German authorities to restore them to serviceable condition.Шаблон:Sfn In 1942, the Marine Verpflegungsamt (MVA) took control of the workshops at Lumbres, which it used for the maintenance of requisitioned rolling stock. Work on requisitioned stock was given priority over non-requisitioned stock In the spring of 1943, the Germans constructed a branch line at Verchin. It was capable of handling 750 tonnes of traffic a day.Шаблон:Sfn In the summer of 1943, the railway applied to the department to reduce its services as some of its locomotives had been requisitioned by the MVA. Only two railcars were in use, one of which had been converted to run on gas. The other was one of the diesel engined railcars. A shortage of fuel prevented the others from being uses and a shortage of materials prevented further conversions to gas. Eight steam locomotives were out of service, with five, including the Mallet, deemed "probably not repairable".Шаблон:Sfn By August 1943, a further three steam locomotives were out of service, having been damaged by machine gun fire in Allied air attacks. Civilian passenger services had been reduced by half the previous month.Шаблон:Sfn In November, the MVA further strengthened its control over the railway. The line was used to transport materials for the construction of V-1 flying bomb launch sites.Шаблон:Sfn A storage tunnel for V1s at Bergueneuse was connected by rail, almost certainly with a branch to the Anvin-Calais system. On 25 June 1944 the V1 launch site at Rimieux was heavily bombed. Over Шаблон:Convert of track was damaged and the hamlet was destroyed.Шаблон:Sfn

The Allies liberated Calais between 27 and 30 September 1944.Шаблон:Sfn Calais-Ville station had been severely damaged in 1940, and further damaged in 1944. The remaining station building were demolished and temporary buildings erected to serve until the station was rebuilt. This would occur until 1955, by which point the Anvin-Calais railway had closed.Шаблон:Sfn

Файл:CFBS 351.jpg
Locomotive No. 351, built at Lumbres in 1948.
Файл:CFBS locotracteur 352 Nird.jpg
Locomotive № 352, built at Lumbres in 1948.

Services in 1945 were very restricted even worse than they had been in 1944. The through service from Anvin to Calais was not reinstated post-war.Шаблон:Sfn In 1947, locomotive No. 13 was transferred to the VFIL Oise network.Шаблон:Sfn It is preserved at the MTVS, Butry-sur-Oise, Oise.Шаблон:Sfn In 1948, the workshops at Lumbres built an 0-6-0 diesel locomotive using the chassis of a steam locomotive. Fitted with a Шаблон:Convert Willème engine,Шаблон:Sfn it was numbered 301. It is preserved on the Chemin de Fer de la Baie de Somme (CFBS).Шаблон:Sfn Two 6-wheeled diesel locomotives were built in 1948 for the VFIL Flandres network. They were numbered 351 and 352. They are also preserved at the CFBS.Шаблон:Sfn In 1948, several stations became unstaffed on Sundays, with the tokens being altered to take this into account.Шаблон:Sfn In 1949/50, two Billard A80D1 railcars were bought from the CF Dordogne, with a third, engineless, railcar for use as a trailer.Шаблон:Sfn

In 1951, a Billard A80D2 railcar was bought from the Chemin de fer de la Vendée. In 1951/52 two Billard A150D6 railcars and three trailers were bought from the Tramways d'Ille-et-Vilaine.Шаблон:Sfn On 31 September 1952, the Anvin-Fruges section was closed to all traffic.Шаблон:Sfn In 1945-55, railcar CGL1 was rebuilt at Lumbres. It re-entered service in February 1955.Шаблон:Sfn The last trains ran on 28 February 1955 with the remainder of the line closing on 1 March. Bus services would replace passenger trains and the SNCF provided a freight service using lorries.Шаблон:Sfn Many steam locomotives were scrapped at Lumbres in 1956. The railcars were sold. CGL1 was sold to the SE for use on the Réseau des Bains de Mer (RBM) and is now preserved on the CFBS. M41 went to the VFIL Oise, M42-43 went to the VFIL Flandres. The Billard A80D1s went to the CF de Corrèze whilst the Billard A80D2 went to the VFIL Oise. The Billard A150D6s and the R210 trailers went to the CFD du Tarn.Шаблон:Sfn Locomotive 301 was sold to the CF Ardennes. When that line closed in 1961, it was sold to the SE for use on the RBM and is now preserved on the CFBS. Locomotives 650-52 were also sold to the CF Ardennes. On closure, two were sold to a cement works at Haubourdin, Nord and the other to a steel works at Isbergues. All three were scrapped in 1975.Шаблон:Sfn

Operation

The line was operated on a token system. Unusually for France, where a paper token was the norm for minor lines, brass tokens were in use. If two or more trains were to travel in the same direction, a paper token was issued to all but the last train, which carried the brass token. Trains had a crew of three: the conducteur or chef de train (guard), who was in overall charge of the train, the chauffeur (fireman) and the mécanicien (driver). At stations, the departure of a train would be signalled by the station master blowing a whistle. The conducteur then blew a small trumpet to indicate that he agreed the train was ready to depart, and the mécanicien then started the train.Шаблон:Sfn No through ticketing arrangement existed with the CF du Nord.Шаблон:Sfn

Accidents and incidents

There were many accidents and incidents on the line. Most were of a minor nature, but a few were more serious.

  • On 6 April 1894, a child fell between two carriages of a train that was departing from Guînes and was killed. As it was the annual fair day in Guînes, the train comprised seventeen carriages. This was partly attributed to the cause of the accident because the mécanicien was unaware that a problem had occurred. The subsequent inquiry revealed that the child's father's ticket had an irregularity. The company decided not to pursue the issue, saying that he had suffered enough.Шаблон:Sfn
  • On 28 April 1886, a train collided with a carrier's horse-drawn vehicle on a level crossing at Brêmes. Two horses were killed and the train was derailed. The carrier sued the railway, which pointed out that his cart was unlit and that the train had whistled on approach to the crossing. It also pointed out that a ruling made in 1882 absolved the railway from liability for damage caused to livestock. No compensation was paid.Шаблон:Sfn
  • On 16 November 1889, a railway worker was killed at level crossing No. 97, near Lumbres. An enquiry revealed that previous safety concerns had been raised about this crossing.Шаблон:Sfn
  • On 5 March 1932, a motor car and a railcar collided on a level crossing at Verchin. A passenger in the motor car was killed. The driver of the motor car was prosecuted in the local Шаблон:Lang (Magistrate's Court) for causing her death and the railway company sued him for damages caused to their train and infrastructure. Evidence was given that he had sounded his horn and been travelling slowly as required by the regulations, and the railcar was travelling "at speed". He was acquitted and the claim for damages was dismissed. Following another accident at that level crossing, the mayor of Verchin tried to impose a speed limit of Шаблон:Convert on trains at that crossing. The railway pointed out that only the préfet of the department could impose such a restriction, that motor vehicles were not supposed to exceed Шаблон:Convert within Шаблон:Convert of a level crossing, and that trains had priority over road traffic at ungated crossings.Шаблон:Sfn
  • On 8 August 1938, a lorry collided with the rear of a railcar on a level crossing at Brêmes. Four passengers were injured, two seriously. The lorry driver was blamed as the railcar was fully on the level crossing when the accident occurred. A recommendation was made that the speed limit for railcars be reduced from Шаблон:Convert to Шаблон:Convert and that warning signs should be improved.Шаблон:Sfn

Stations

Type 1 stations were located in the chief towns of cantons which did not have a standard gauge railway. These were of a standard design with a two-storey main building and a single story wing for freight. Type 2 stations were similar to type 1 but smaller. These were located at smaller towns. Halts just had a single storey building, all of which were later extended.Шаблон:Sfn Arrêts were provided with a small shelter.Шаблон:Sfn

Other industries served by the line were a sandpit at Berthem, a quarry between Bonningues and Journy, a paper mill at Vedringhem and a sandpit at Zutkerque .Шаблон:Sfn

Rolling stock

Locomotives

The following steam locomotives operated on the railway.Шаблон:Sfn

No. and name Builder Year Wheel arrangement Notes
1 Fruges SACM 1880 0-6-2T Entered service January 1882. Scrapped at Lumbres, 1956.
2 Fauquembergues SACM 1880 0-6-2T Entered service January 1882.
3 Guînes SACM 1880 0-6-2T Entered service August 1881.
4 Calais SACM 1881 0-6-2T Entered service August 1881.
5 Ardres SACM 1881 0-6-2T Entered service August 1881. Scrapped at Lumbres, 1956.
6 Lumbres SACM 1881 0-6-2T Entered service January 1882. Scrapped at Lumbres, 1956.
7 Heuchin SACM 1882 0-6-2T Entered service July 1882. Scrapped at Lumbres, 1956.
8 Anvin Batignolles 1878 0-6-0T Used during construction of line. To CF d'Allier in 1886.
8 Saint Pierre SACM 1882 0-6-2T Entered service May 1883. Scrapped at Lumbres, 1956.
9 Tournehem Pinguely 1900 0-6-0T Scrapped at Lumbres, 1956.
10 Rimeux SACM 1924 0-6-0T To CF ARB in 1900
13 Pinguely 2-6-0T Ex Sucrerie Trézennes and Ligne Berck-Plage à Paris-Plage No. 3. To CF de MF & NGL in 1947. Preserved at MTVS, Butry-sur-Oise.
20 ANB 1906 2-6-0T
22 ANB 1909 2-6-0T Ex CF Guise-Hirson No. 1. Entered service 1910, purchased in 1912. Scrapped at Lumbres, 1956.
23 ANB 1909 2-6-0T Ex CF Guise-Hirson No. 2. Entered service early 1920s. Scrapped at Lumbres, 1956.
24 ANB 1909 2-6-0T Ex CF Guise-Hirson No. 3. Entered service early 1920s. Scrapped at Lumbres, 1956.
25 ANB 1909 2-6-0T Ex CF Guise-Hirson No. 6. Entered service early 1920s. Scrapped at Lumbres, 1956.
51 SLM 1911 2-10-0T Ex CF Guise-Hirson. Entered service early 1920s. Scrapped at Lumbres, 1956.
52 SLM 1911 2-10-0T Ex CF Guise-Hirson. Entered service early 1920s. Scrapped at Lumbres, 1956.
120 ANB 1924 2-6-0T Scrapped at Lumbres, 1956.
121 ANB 1924 2-6-0T Scrapped at Lumbres, 1956.
126 ANB 1924 2-6-0T Scrapped at Lumbres, 1956.
161 Henschel 1917 0-6-0+0-6-0T Works No. 15161. Captured during World War I. Entered service c.1931. Scrapped 1940s.

The following diesel locomotives operated on the railway.Шаблон:Sfn

No. Builder Year Wheel arrangement Notes
301 VFIL, Lumbres 1948 0-6-0 To CF Ardennes 1955. Preserved at CFBS.
650 Ateliers CF Dordogne 1946 0-6-0 To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.
651 Ateliers CF Dordogne 1947 0-6-0 To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.
652 Ateliers CF Dordogne 1947 0-6-0 To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.

Railcars

The following railcars and trailers operated on the railway.Шаблон:SfnШаблон:Sfn

No. Builder Type Year Notes
CGL 1 VFIL, Lumbres 1930s Rebuilt 1955. To CFBS 1957 as M 31. Preserved.
RS 1 Renault-Scemia 1924 Petrol engine. Rebuilt and shortened 1933/4 to become CGL11.
ARB 1 VFIL, Lumbres 1932 De Dion petrol engine. Scrapped post-1955
RS 2 Renault-Scemia 1925 rebuilt 1934/5 as PdC 101
ARB 3 VFIL, Lumbres 1932 Unic diesel engine. Scrapped post-1955.
ARB 4 VFIL, Lumbres 1933/4 Unic diesel engine. Scrapped post-1955.
ARB 5 VFIL, Lumbres 1933/4 Unic diesel engine. Scrapped post-1955.
CGL 6 VFIL, Lumbres 1933/4 Unic diesel engine. Scrapped post-1955.
CGL 7 VFIL, Lumbres 1933/4 Unic diesel engine. Scrapped post-1955.
CGL 11 VFIL, Lumbres 1933/4 Diesel engine
CGL 26 Billard A150D6 1947 From Tramways Ille-et-Vilaine. To CFD du Tarn 1955.
CGL 27 Billard A150D6 1947 From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
PdC 101 VFIL, Lumbres 1934/5 Шаблон:Convert Berliot diesel engine.
608 Billard A80D1 1938 From CF Dordogne in 1949/50. To CF Corrèze in 1955.
610 Billard A80D1 1938 From CF Dordogne in 1949/50. To CF Corrèze 1955.
704 Billard A80D2 1939 From CF de la Vendée in 1951. To VFIL Oise, 1955.
CGL Ra20 Billard R210 1938 Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
CGL Ra21 Billard R210 1938 Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
CGL Ra22 Billard R210 1938 Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
Ra 606 Billard A80D1 Trailer, former railcar with engine removed. From CF Dordogne in 1949/50. To CF Corrèze 1955.

Passenger stock

An initial purchase of 32 four-wheel carriages and one bogie carriage was made for the commencement of services in 1881. The four-wheelers cost from ₣3,650 to ₣5,725 each and the bogie carriage cost ₣8,000. The four-wheelers consisted 20 third class (24 seats) and 12 composite (5 first, second and third class, (19 seats) and 7 first and second class (22 seats)). The bogie coach seated 56. Three more bogie third carriages were purchased in 1886. By 1893, the railway had acquired at least one, and maybe three more bogie carriages. These seated 16 first class and 20 second class, plus baggage space which included a dog kennel. In 1912, four more bogie composite carriages were bought from Blanc-Misseron. Two were tri-composites, the others were second and third class only. Four flat wagons were capable of being converted to passenger carriages as required. Eight luggage vans were purchased for the opening of the line.Шаблон:Sfn Twelve bogie carriages and two luggage vans were bought from the CF Guise-Hirson in 1921.Шаблон:Sfn

Freight stock

By the time the line was completed in 1883, freight stock consisted 30 ballast wagons, 40 open wagons, 42 flat wagons (of which 4 could be converted to passenger carriages) and 60 vans. Wagons cost from ₣1,123 to ₣2,350 each.Шаблон:Sfn In 1921, 22 vans and 40 open or flat wagons and a rail-mounted crane were bought from the CF Guise-Hirson. A further 29 wagons would be purchased at a later date.Шаблон:Sfn

References

Шаблон:Reflist

Sources

Партнерские ресурсы
Криптовалюты
Магазины
Хостинг
Разное

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