Breton network

With 426 kilometers of line with the metric spacing, the Breton Réseau (RB) was one of the most important secondary railway networks of France. It was built at the end of the 19th century and at the beginning of the 20th century to serve the center of the Brittany. It was composed of five lines (towards Paimpol, Morlaix, Camaret-on-Sea, Rosporden and Brohinière) having like central point Carhaix. Its exploitation called upon powerful engines Mallet.

In 1967, the lines are closed except for the line towards Paimpol which is converted with the standard spacing. Today, there does not remain any more but the Ligne Carhaix-Paimpol and some vestiges.

The network

History of the network

In complement of the lines of the “wide-area network” of the Company of the railroads of the West which irrigated Brittany as of the end of the year 1850, the need appeared quickly to more finely net the center of the area.

Several laws of 1881 declared public utility the construction of the lines Carhaix-Morlaix, Guingamp-Paimpol, Saint-Méen-the-Large-Loudéac and Loudéac-Carhaix, whose Compagnie of the railroads of the West obtained the concession by convention of July 17th, 1883.

The Company of the West proposed that this network either built in metric gauge Track and leased its exploitation with the General society of the economic railroads, which exploited already many networks of local interest. August 1st

Lines with metric gauge track

The Breton Network was consisted the following lines: The line between Pont-l'Abbé and Saint-Guénolé, initially exploited by the departmental Railroads of the Finistere, which was to be closed little before the Second world war, was finally réouverte and its exploitation was entrusted to the Breton Network. In 1947, it was put at the standard spacing for the traffic of freight. It was closed in 1963.

Epilog

A third rail for the normal Voie was put on the Guingamp-Paimpol line in 1924. Circulation with metric spacing was abandoned in 1953. The metric rail was then removed.

Between February and June 1967, the Carhaix-Guingamp line is put at the standard spacing. The whole of the other lines closes gradually. In September 1967, it has there no more commercial circulation on the lines with metric gauge track.

The material quickly was sold or reinforced and the ways deposited. Few associations were created to preserve the material. The only association preserving of the metric material in Brittany is the Association of the railroads of Coast-of-North. It preserved coaches, rail-cars, a Draisine and cranes of the Breton Network. August 1st

Sees normal

Today, it remains in activity only the lines Guingamp-Carhaix and Guingamp-Paimpol which were put at normal way. Their exploitation is ensured by the company Railroads and automobile transport (CFTA) (subsidiary of Connex, group Veolia) within the framework of a contract of leasing with the SNCF.

In summer, a train vapor is brought into service between the stations of Pontrieux and Paimpol: the line Vapor of Trieux. August 1st

See also: Line Carhaix-Paimpol

Life of the network

Exploitation

The lines of the network are very with single track what means that the trains could pass each other only in station. At the beginning of the exploitation, the teams of control used “bâtons-pilote”. Each section (between each station) had its bâton-pilote. When the mechanic had bâton-pilote, that meant that the way was free and that it could go there. At the following station, it left its bâton-pilote and was to recover the following. In the event of extra train, the stick was replaced by a piece of paper

The exploitation of the network was made by telephone Cantonnement: before giving the departure to a train, the station master invites the following station to know if the way is free. This operating process is always in service on the Carhaix-Guingamp-Paimpol line.

The Breton Network knew an important goods traffic. The importance of agriculture in the area made that it was frequent to see trains of potatoes, straw or animals leaving to the fairs. The hardware requirement with agriculture (reapers, threshing-machines, tractors) also arrived by train. The line of Camaret also knew an important goods traffic with the forwarding of the products of the tide. There were covers refrigerating intended for the transport of these products. In Châteaulin, the seafood was transhipped in the coaches of Paris-Orleans to arrive at Paris the morning.

Another source of goods traffic was the transport of slates. Indeed, the salte quarries of Maël-Carhaix were very with dimensions. These slates left via the Breton Network for the big cities. Lastly, at the time of organized races with Callac, of the standards stud farms of Lamballe were brought. Because of their value, the standards were charged one by coach.

Trains special travellers were installed for the particular occasions like the fairs at the animals, the horse-races, the cycle race “the circuit of the Alder” with Châteaulin and the Pardon S. Of other trains were set up the summer to bring the inhabitants of Carhaix to the sea. These trains were called “sea bathing”. It happened that the cars are parked on a siding to be begun again the evening

Wars

August 1st

Accidents

The network knew only few serious accidents. The majority of the accident had with the imprudence of the vehicles to the crossings level. Curiously, there were more accidents with the passages kept than with the not kept passages. This is explained by the prudence of the drivers to the not kept passages and confidence in the system for the kept passages. However there were sometimes engineering problems. The barriers automatic but were not descended or were not pushed by the guards barriers.

There were however some collisions between trains sometimes involving the death of the team of control. These accidents remained however rare.

Social life

August 1st
  • stewardship

It is within the working community thus formed that was born in 1946 the first Bagad (Breton orchestra of Biniou S, bombard and drums) under the Breton name of Paotred hent-houarn (the guy of the railroad).

Characteristics

Stations

The buildings of the network are in the style of the Compagnie of the railroads of the West. The market with goods was coupled with the building traveller. The stage was intended to the station master. If the station were important, the market with goods could be doubled. The halts included/understood only the central part. Red bricks were used for the facings. The roof was covered with tile. The bases were generally out of granite.

Opened tardily, the buildings of the Châteaulin line in Camaret (except for the station of Perros-Saint-Hackney carriage which had the style of the other stations of the network) have a particular style. With their construction, an effort was made so that they are more in agreement with the local style. The roof was thus made out of slate, the stones of angle were out of granite just as the chimneys. However, the important slope of the roof and the high chimneys made that these buildings did not pass unperceived. Even if the style were different, the design were similar to the other stations (even many parts and even surface).

The plan of way of a typical station was the following: a way passing in front of the station for the goods, the main road and a Track side. Between these two last, a quay was arranged for the travellers with a shelter of quay. In certain parks, a way crossed the court of the station.

There existed however particular cases:

  • the station of Port-of-Carhaix with its 5 ways with quay including 2 of avoidance (for the Châteaulin line and the other for the line of Rosporden);
  • the station of Châteaulin - City which because of the narrowness of the zone could not have a third way for the goods. The market was not of this fact not coupled to the building travellers.

The stations of correspondences had a more advanced plan of way allowing the exchange of goods between the networks. The terminals had a handing-over for an engine with vapor. To note the presence of Relay traction as with the Branching crossroads with Guingamp.

Park of Carhaix

In the middle of the network, the station of Carhaix was undoubtedly the station with the metric gauge track most important of France. It had of a deposit workshop and a sorting. On the whole, the complex presents more than 6 km of ways and 70 shuntings. The summer, approximately 40 trains left each day there.

The principal workshop counted 15 covered ways. It was broken up into several sectors: an assembly workshop of the engines, a boiler forge, a fitter's shop and machine tools, a forging mill, a small foundry of bronze, a workshop of small mechanics and electricity, an assembly workshop of the cars and coaches and a joinery.

A handing-over of 3 covered ways was laid out opposite the workshop, near the building traveller. It was used initially for storage as cars travellers. On arrival of the rail-cars, it is used for their storage.

Space goods with an important market and 6 dedicated ways is located opposite the building traveller.

Works of art

Contrary to the escarpés reliefs of the coasts, the lines of the network do not borrow a layout obliging from the construction of large Viaduc S and Tunnel S. There exist some important works of art nevertheless:

  • Bridge of Spézet: metallic bridge in skew.

The way was built with Rail double mushroom of 25 kg to the meter except for the line between Châteaulin and Camaret which used flat-bottom rail of 30 kg to the meter. Granit broken was useful for the ballast. This provision allowed a load up to 10 tons per axle.

Other engines were transfer on the Breton Network following closings from their network from origin:

  • 120T n°2504 St-Priest: built by the Alsatian Company in Belfort in 1891 for the Railroads of Expensive. It arrived in 1944 on the Breton Network;
  • 030T n°107 : Corpet-Louvet built in 1910 for the Armorican Railroads. It arrived in 1945 on the Breton Network;
  • 030+030T n°41 : Locomotive Mallet built by Corpet-Louvet in 1913 for the Railroads of the Center. In 1931, it was transferred on the Trams from Ain then in 1938 on the Railroad from the White-Money and in 1947 on PO Corrèze. It arrives in 1953 at Carhaix. It was mainly used for the freight of the line of Brohinière.

Rail-cars

In May 1936, a first Autorail is used on the network. It is about a prototype Of Dion-Button. The tests carried out with this rail-car give satisfaction and an order for six rail-cars of the type OC2 is made in 1939. However, the Second world war slows down construction and the delivery intervenes only in 1946.

These rail-cars are the only ones which were ordered by the Breton Network. The other rail-cars used for the majority are repurchased with other networks. There exists however the particular case of the rail-cars Decauville DXW which had been designed for the Yunnan in China. However the Guerre of Indo-China prevented their delivery. They were repurchased in 1951 by the the SNCF which assigns them to the Breton Network

Towed park

The park traveller was composed of cars built by DE DIETRICH between 1891 and 1911. They are mainly cars of first and second classes or third class. Some were 1st-2-3rd classes with compartment Van luggage. In 1899, the network buys a car living room with DE DIETRICH. It was however not used much. It was transformed into stewardship then provided with seats in moleskine. To also note the arrival in 1911 of 4 cars known as “Sea bathings” (n°ABFy 89-91). These cars were equipped with a comfort higher than the other cars with the network (Pennsylvania bogies with two stages of suspension, individual heating by thermosiphon and compartment toilets). The park goods was for its part only made up of coaches with 2 axles (except for the flat wagons with bogies HMy 2001 to 20165):
  • vans luggage Df 201 to 235;
  • Covered non-braked K 301 to 596;
  • Covered braked Kf1451 at 1598;
  • Tipcarts non-braked UL 501 to 668;
  • braked Tipcarts ULf 1651 to 1736;
  • Flat with cross slide QMo 901 to 952;
  • Flat on folding board non-braked HM 701 to 805;
  • Flat on braked folding board HMf 1851 to 1893;
  • Cistern with gas oil SC 10;
  • Flat with bogies HMy 2001 to 2016.
Certain coaches and cars changed registration during the exploitation during a modification such as the addition of the brake.

Material of service

The network had an oar of help. This oar included/understood:
  • a coach crane (n°S3000);
  • a protective coach of crane (n°S3001 obtained starting from dish HM713);
  • a car for the personnel (n°S3002, ex-ABDf8);
  • a covered truck (n°S3003, ex-Kfx1460);
  • a flat wagon (n°S3004, ex-HMf 1856);
  • a coach workshop (n°S3005, ex-n°K464).

In addition to this oar, it extait other cars and coaches used for the service. One thus finds a coach-weight for the calibration of the rockers (n°S3007, ex-Kf1588), two cisterns of weeding (n°S3008, ex-QMo949 and S3012, ex-ABCDf13), a cover being used with the provisioning of oil and carburizing deposit as Camaret (n°S3009, ex-K530). A rail tanker with gas oil for the rail-cars was laid out in Carhaix. This coach numbered SC10 had been built starting from a van luggage (Df 220). Team VB (Way and Ballast?) had at its disposal a coach workshop (n°S3006, ex-Kf1456) and a car arranged in dormitory (n°S3011, ex-ABf86). Two bogie flat wagons (n°HMfy2021 and 2022) were equipped for transport with the rails. Lastly, two cars (n°S3013, ex-ABf87 and S3014, ex-Cf115) were rented with the company Travaux of South-west. ;

  • in 1936, a rail-car Of Dion-Button standard NR. This prototype convinced the decision makers and gave place to an order for six rail-cars (see paragraph on the rail-cars). It finished its career on the Railroad of bay of Somme;
  • in 1948, a rail-car Renault diesel-mechanics of 600 cv. Built for Indo-China, it spent 6 months of tests on the Breton Network before being finally sent to Cameroun;
  • in 1951, two railcars Floirat diesel. It were intended for the colonies

Rail-cars with normal way

In 1954, two rail-cars Renault TE were brought into service on the network. They were small rail-cars with two axles coming from the Gironde. They are reinforced in 1959 by the arrival of two rail-cars Renault AEK. These rail-cars with two bogies have an elevated driver's cab central. Will follow a rail-car Renault VH in 1967, two Renault U150 in 1970, Renault U300 (Picasso) in 1972, Decauville U600 in 1982 and ANF 2100 in 1987.

Since 1990, the majority of circulations are made by rail-cars A2E (for Autorail with 2 Axles). These rail-cars built by Soulé have a power of 280 cv and offer 50 places.

Preserved material (metric gauge Track)

With the closing of the network, part of the material was repurchased by the first tourist networks (Vivarais and Blonay-Chamby). Another part of the material was transferred on other networks (White-Money, Baie of Somme). Today, about fifty material of the Breton Network was preserved.

Engines

Four engines of the Breton Network were preserved. They are two of the 230T type and two Mallet 030+030T.

The first 230T, E327, built by Fives-Lille in 1909, currently circulates on the railroad of Provence. Property of the FACS, it was restored by the Group of Study of the Railroad of Provence (GECP) which has in load its maintenance and exploitation. It had been used between 1969 and 1979 on the railroad of vivarais. The second 230T, E332, also built by Fives-Lille in 1909, was initially preserved by Blonay-Chamby (Swiss network). It was unsuited to the network and was quickly parked in their museum then was bought in 2003 by the Railroad of bay of Somme. It is currently in the course of restoration. It could roll again in 2008.

Both Mallet are as for them on standby of a possible restoration. E415, built by Piguet in 1913, is placed in monument on a coupon of way in front of the station of Carhaix. It is maintained by the regular application painting but was not restored. The second, E417 (actually E413 following an exchange of plate), also built by Piguet in 1913, is stored without maintenance in the hangar of a private individual with Portes-lès-Valence (Drome).

Rail-cars

The two rail-cars Of Dion-Button OC1 (ex- Railroads of Coast-of-North) were preserved. The first (X157) was it by the Railroad of bay of Somme and the second (X158) by the Association of the Railroads of Coast-of-North. This last had been with the closing of the network transferred on the network from the Sum then on the Railroads from Corsica.

After their transfer on the network of the White-Money, there exist always three of the rail-cars Of Dion-Button OC2: X202 is preserved by the Association of the Railroads of Coast-of-North and X205 and X206 by the tourist train of Bas-Berry.

Two rail-cars Billard 150D (X152 and X153) are preserved just as the trailers R5 and R6.

A rail-car Decauville, X232, was preserved by a private individual then left with the abandonment with Tence (Haute-Loire). Strongly degraded and misfit for several networks because of his generous gauge, it remained thus several years. The Museum of the trams with vapor and the secondary railroads French projects to recover it.

However, on these rail-cars, none was entirely restored for the moment. OC2 X205 is in good state because it was used until recently on the White-Money. However, it is not, for the moment, not approved to transport tourists.

Cars and coaches

Twenty cars travellers were preserved. The majority (12 specimens of which the car living room Abfy 1000) are on the network of the Vivarais. Four are preserved by SIVU of Velay.

A score of coach goods are preserved. One finds some on the line of the White-Money, on the Railroad of Bay of Somme, with MTVS and the Association of the Railroads of Coast-of-North.

Four line inspection cars Billard were preserved.

Other images of the Breton Network

Random links:Aedui | Hindi | Presles-and-Thierny | Antonio Boselli | Sid Kuller | Amoin | Gunnerales