Trams of Eure-et-Loir

The Tramways of Eure-et-Loir (SUCH) are a whole of railway lines to metric gauge Track exploited between 1899 and 1937. This network of local interest was to allow the opening-up of certain localities the variation of the lines with normal Voie of the companies of the Western and the STATE. It also ambitionnait to provide an urban service in the Chartres-native agglomeration. Conceded with the Verney group initially, the network will be entrusted in 1929 to the General society of the Departmental Trams (SGTD) before disappearing in 1937.

Situation of the network

From its geography, the Eure-et-Loir is a department of passage crossed by many axes of communications. Right before 1900, six lines with ways normal (including three radial) cross it and the trunk roads are numerous. The network of the Trams of Eure-et-Loir will come to be added to the existing axes of communications in order to provide relations which seem to miss, but without true study on the appropriateness of the achievements, which will explain the premature end of the network partly.

The network with specificity not to comprise, its beginnings, of common point to the lines the component but to be burst in the department. Not wanting to make of competition to the wide-area networks, one thus envisages to concentrate the traffic on their stations. The second stage of construction will increase the network by centering the lines on Chartres, Brezolles and Châteauneuf-in-Thymerais.

Various stages of construction

The lines were built in three stages, increasingly spread out in the time, whose last will never end completely. Each network will have its characteristics suitable for the architectural level, material employee, track equipment…

First network

These three lines were studied as of 1894. This network at summer brought into service starting from 1899, following a declaration of public utility of February 27th, 1897. The concession with the Verney group followed a convention of May 11th, 1896. It is composed of the lines of:

It was envisaged a service adapted to each line, up to 3 return ticket on Dreux - Brezolles, the 6 every day on Saint-Saver - Châteauneuf-in-Thymerais, strongly depending on the receipts. Unfortunately, the lack of material, the Derailment S, made that the public hesitated a long time to use the tram. One realized problems of management: the section of Saint-Saver with Châteauneuf-in-Thymerais and its 4 km were to have a workshop almost as well equipped as the two others…

The urban section, of Lèves to Shining was malchanceuse. Having its own material, carrying out 7 return ticket daily newspapers, this line was a certain success.

At the end of 1899, the line Dreux - Brezolles brought back 1630 FF, that of Saint-Saver - Châteauneuf-in-Thymerais 3950 FF and that of Raise - Bonneval 3300 FF.

The buildings intended for the travellers were small shelters of polychrome brick decorated of terra cotta planks. There was no building intended for the safe goods with the termini, which also have specific buildings travellers. Separately the line of Châteauneuf-in-Thymerais, built on the platform initially intended for a line with normal Way, the ways SUCH is established in verge of road. The minimal ray is of 80 Mr. the maximum declivity is of 30 mm/m, with share with the crossings of Chartres (40 mm/m on the hillock of the Coalmen) and of Dreux.

Second network

Hardly the first network brought into service, the general advisers voted the construction of an enlarging, brought into service starting from 1907, more coherent, centered on Chartres. They order also more material in order to avoid the preoccupations with an exploitation met by the first network.

The following lines will be built:

It was envisaged at the last time to add two lines to it, with the objective to connect the various sections of network and to add a certain coherence to it:

Unfortunately, for lack of appropriations, these two lines will not be completed. Only the sections of Châteauneuf-in-Thymerais with Digny (8,8 km) and Digny with the Magnifying glass (12,5 km finally) will be built, well after the others: 1928 and 1931.

This second network brings a correspondence to Angerville with the Tramway of Pithiviers to Toury (TPT) Just like for the first, the way is built in verge of road, with share for Brou - Nogent-le-Rotrou, of which the major part was in exclusive right of way.

The stations now integrate a market part into the goods, in addition to the counter and waiting room. These buildings are built with the economy, not having to exceed the costs of construction of a building of the first network.

A central station of the Trams is built in Chartres.

The unit made up will appear rather effective until August 16th, 1914, date from which a certain number of materials are requisitioned. The maintenance of the way will be suspended on the whole of the network.

In after war, the owner with much of evil to give the network in operation: the material is worn and the way with suffered much from the lack of maintenance.

Third network

During the meeting of October 3rd, 1912, the general advice asked that studies be made to still supplement the existing network and to answer at the requests of certain communes. Stopped by the First World War, these studies did not lead to a concrete realization, but it was planned to establish (at least) three new lines:

The network would then have comprised 593 km of ways, development out of the commun run for the economy of the department. These lines were finally conceded with the SGDT and were exploited by coach.

The material

Bought with the wire of the startups of lines, the material as of SUCH is, at its beginnings, rather simple. Thereafter, because of proximity of Paris and of the weak use of the lines, one made of it a ground of experimentation for the first Autorail S. All the material comprised a attachment with central plug and mesh. Tests of coupler Boirault were carried out.

All the driving machines were equipped with the vacuum brake Soulerin system. All the cars and vans were equipped with braking cylinders as well as screw brake. A third approximately of the park goods was also slowed down, the remainder having a white control.

Engines with vapor

The Locomotives with vapor result from the catalog Corpet-Louvet. For the first network, 6 machines of 13 T to three axles and two machines of 7 T to vertical boiler are ordered. The two vertical boiler machines will not appear not adapted and material on the branch of Bonneval will cause in December 1900 lacks it an ordering of three additional machines: 030T of 17 T, always at Corpet-Louvet.

For the second network, the company chooses once again machines Corpet-Louvet with three axles, of 17 T. Twelve engines will be ordered and delivered between 190 6 and 1908, with the wire of the startups.

For the exploitation of the line Châteauneuf-in-Thymerais with the Magnifying glass, three new machines will be ordered, of the same type as those of the second network.

Lastly, after the change of owner, two machines of the Tramways of the Aude (ex-n°6 and 23) of a type very similar to those of the second network were sent on the TEL.

Rail-cars

The exploitation as of SUCH always appeared overdrawn, also the company tried as of 1920 to use Autorail S, requiring less personnel and of a not very expensive maintenance.

The first vehicle, the car-on-rail , Luc Court was only one van assembled on railway frame. This machine in 12 places was in service all the summer 1922 on the service urban but stopped as of the winter: a simple cover protected the travellers from the bad weather. It was provided beginning 1924 of a case out of wooden covered with sheet metal and sent almost at once on the Railroad with local interest of the territory of Belfort.

End 1922, the administrators of the network tested a rail-car of their design, resulting from cases of GMC. Two specimens were built and ensured the urban service to replace the prototype Luc Court. They were bought in the exchange of the sale of two engines of the first network.

Following these various tests, the department decided to take again the things in hand and to consult the suppliers of the time. Berliet, Crochat, Of Dion-Button and Renault proposed their solution and, after demonstrations, Crochat accepted the ordering of a specimen similar to at1, recently brought into service on the Tramway of Pithiviers at Toury. This machine was remotorisé by the network and will ensure various services. It will finish its career on the line Chartres - Angerville.

After the change of owner, two rail-cars Renault - Scémia LY arrived of the network of the Railroads of the Suburbs of Rheims, also exploited by the SGDT. Those Ci giving satisfaction, a third Renault rail-car of type NX was ordered and accepted in 1931. This rail-car was sold with the Railroads of Coast-of-North at the end of the exploitation, all the others were reinforced.

Towed material

Ordered at the same time as the engines at the companies White-Misseron and Verney, the quantities of materials were also limited, which generated many preoccupations with an exploitation. The parcelling out of the network will involve regular transfers of material from one line to another.

After the opening of the first network, one will count thus 23 cars and 5 vans. The coaches were not more numerous: 45 in all. These coaches charge with 5 to 10 T, according to manufacturing.

For the second network, one a little more largely dimensions the requirements in material. A car living room, 8 mixed first/second, 34 of second class and ten vans are ordered. 108 coaches of various types were added there.

In 1930, material repurchased with the Trams of the Aude and the railroad Pau Oloron Mauléon came to reinforce the park goods.

Many more curious, three pairs of carrying trucks were built in 1930 and were used on the line Saint-Saver - Châteauneuf-in-Thymerais for transport coaches " large réseaux" with normal Way.

Operating companies

The Verney group saw itself entrusting the concession of the network on May 11th, 1896. But in spite of the experiment of this group, the operating deficit became such starting from 1925 that the department planned to repurchase the concession to stop an exponential rise of the tariffs. July 22nd, 1929, the general advice decides in exceptional assembly to withdraw the concession and seeks a new owner.

The General society of departmental transport (SGTD), which had just left the network the Railroads the Suburbs Rheims (CBR) a critical situation and had gained, in 1925, the bearing market on the exploitation by coaches of the lines of the third network, was selected. A plan of shock is proposed at the department and starts to be set up. Unfortunately, fault of follow-up on behalf of the public authorities, this program will be respected only partly.

End

As of 1931 the general advice notes the disaffection of certain lines. The removed first will be Châteauneuf-in-Thymerais - the Magnifying glass, closed on July 1st, 1932: one year, only, after its opening. A coach service and trucks replace the train.

In 1932, it quasi entirety of the passenger trains is transferred in service by coach, except notable for Saint-Saver - Châteauneuf-in-Thymerais, exploited with a Automotrice. The steam trains do not circulate any more but for the goods and at a peak (market days, season of corns and beets).

In 1933, the goods rates as of SUCH strongly increased and transported volume decreases by 30% compared to 1932 what pushes the owner to require that measures be taken: more no passenger train, railway exploitation limited to Chartres - Angerville and Châteauneuf-in-Thymerais - Saint-Saver. From 212 km the network passes to 54.

The year 1935 sees the removal of the last lines. After the beet season, the line of Angerville is deposited. The line of Saint-Saver is officially closed, but continuous with being exploited until end 1936. The whole of the lines are removed iron in 1937.

In 2007

After more than 70 years, the vestiges of the Trams of Eure-et-Loir grow blurred. More ignored, but most visible, remains the departmental networks of coach which continues to follow the majority of the lines of the tram. Certain buildings are also always places from there, it quasi totality on the lines Chartres - Bonneval and Chartres - Angerville.

With Châteauneuf-in-Thymerais, the handing-over as of SUCH was converted into ground of game of bowls sheltered and was renovated.

The station of Brou is used by DDE, a handing-over for the normal Voie having replaced that with metric gauge Track.

The double handing-over of Brezolles is a restaurant.

With Chartres the central workshops as of SUCH were replaced by the administrative city.

See too

Related articles

  • List of the railroads to metric gauge track of France

Internet sites

  • Trams of the Eure and Loir on the site of the FACS
  • Chart of the railroads of the Eure and Loir
  • the Tram with Prunay-le-Guillon

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