Monthly Archives: December 2018

Peace Babies

Jelly Babies and Peace in the World!

In August 2014, I wrote a post about the history of Jelly Babies and their first being produced at the end of the 1st World War in 1918. This is the link. …

Recently, Maynard Bassett’s have produced a special edition pack of Jelly Babies which have them renamed as “Peace Babies.”

This gives another really good excuse to buy and eat Jelly Babies which while high in sugar content are fat-free!

“In celebration of the end of the First World War in 1918, George Bassett & Co. produced Peace Babies – what would later become the confectionery classic we all know as Jelly Babies.

Now, to commemorate the centenary of the end of World War One, Maynards Bassetts has designed a special limited-edition pack of Peace Babies available at Tesco. Aiming to raise over £25,000 for Help for Heroes*, the money raised will help us support those who put their lives on the line for us to have a second chance at life for them and their families.

Archivists at Mondelez trawled through records and found a rare surviving copy of an export list mentioning the sweet treat. Thought to be from the 1920s or 30s, this shows a ‘hundred-weight’ (100lb or 45kg) of Peace Babies listed for sale in ‘4lb wood boxes’, for the grand total of 68 shillings. This would be the equivalent of £139.60 in today’s money!

It is thought that these were on sale until a shortage of raw materials put a stop to production during World War Two. In 1953, they were relaunched as Jelly Babies – the rest, as they say, is history!

(Available at selected Tesco stores and while stocks last ….. A A5p donation from the sale of each product sold in Tesco and between 05/09/2018 and 06/11/2018 will go to Help for Heroes Trading Ltd, which gifts all its taxable profits to Help for Heroes (a charity registered in England and Wales , number 1120920 , and in Scotland SCO44984).”

It seems as though the jelly baby first appeared by mistake! Legend has it that it was an Australian immigrant in 1864 that made the first Jelly Baby, although he chose to call them “unclaimed babies.” He was meant to create a mould for jelly bears, however, (for reasons which may be forever lost in time) it seems the jelly baby was born instead – pun wholly intended. [2]

And thus, jelly babies became a firm favourite in the UK.

After a short hiatus, classic sweet manufacturer Basset’s took up the style of the rather darker original name ‘unclaimed babies’ and rebranded them ‘Peace Babies’ to mark the end of World War I. These new sweets had a more realistic baby look , closer to the sweets we know today.[2]







Nice to Digne-les-Bains Part 15 – Locomotives and Rolling Stock – Steam (Chemins de Fer de Provence 79)

This post focusses on the Steam locomotives used on the line between Nice and Digne-le-Bains. It is unlikely to be comprehensive and I’d be grateful of any contributions by others which will add to my knowledge. I am hampered particularly by not having access to the seminal work on the network by Jose Banaudo, “Le Siecle du Train des Pignes.” [25] The text of this book is in french and as it is out of print a good copy will cost well over 50 euros. If anyone has access to this book and is prepared to add to the text of the blog, please feel free to do so, or email me direct and I will update the post.

I would be particularly interested in details of locomotives which ran on the Nice to Digne Line throughout its life and which are nor properly covered within the text below.

As part of studies on the two other main-lines which made up the network of the Chemins de Fer du Sud de la France – the Central Var line and Le Macaron – we covered a lot of ground investigating early traction and steam power on the lines of the whole network and provided as much information as possible about rolling stock on the system.

The relevant posts are:

These posts are as comprehensive as possible for the era of operation of those lines and cover the period up to their closure after the Second World War. However, they are focussed on the two lines which closed. It make sense, therefore to review those posts in the light of a focus on the Nice to Digne Line. This blog sets out to do just that. I need also to acknowledge the support I have received in collating this information from Etienne de Maurepas (Étienne Thilliez). [12]

Steam Locomotives on the Nice to Digne Line

Background information on the companies which built the steam locomotives which served on the Central Var line can be found by reading my post on the locomotives of the Coastal Line  – Le Macaron. [1]

At the height of its powers, between 1888 and 1908, Le Chemins de Fer du Sud de la France network had:

• 23 steam locomotives.
• 42 passenger coaches: 3 in 1st class A series; 21 mixed 1st and 2nd class series AB; 6 in 2nd class B series; 2 mixed 2nd class + van series BD and 10 open coaches called ‘jardiniers’ series AC and C. These were sourced from various manufacturers: the Foundries and Forges of Horme Company, Chantiers de la Buire in Lyon; the Desouche and David workshops in Pantin; the Hanquet factories -Aufort and Company in Vierzon; the establishments De Dietrich in Lunéville; and the ‘jardiniers’ came from a network of steam trams – the Raincy-Montfermeil in the northern suburbs of Paris.
• 12 luggage and post office vans: 10 luggage vans with DD series postal compartment and 2 DS series emergency vans. Their manufacturers were as follows: 6 Buire vans, 4 De Dietrich vans, 2 Hanquet-Aufort vans.
• 219 goods wagons: built by Horme and Buire, Hanquet-Aufort, De Dietrich, and Magnard and Decauville.

Between 1889 and 1894, 19 steam locomotives were put into circulation on the whole network; divided between 3 manufacturers: 8 SACM, 8 Pinguely and 3 Corpet-Louvet.[2] A number of these were used on the Nice to Digne line.

Between 1889 and 1894, 19 steam locomotives were put into circulation on the whole network; divided between 3 manufacturers: 8 SACM, 8 Pinguely and 3 Corpet-Louvet.[5] A number of these were used on the Central Var line.

Later, other locomotives were purchased …..These Locomotives included some from the manufacturer Franco-Belge as well as SFCM, SACM, Pinguely and Corpet-Louvet.

In the first decade of the 20th Century, Pinguely 4-6-0T locomotives were ordered. The close-up shot shown below is taken at Toulon, but these locomotives also served on the Nice to Digne Line.Very similar 4-6-0T locomotives were ordered from SACM. The image below is one used on the Macaron but it is identical in design to ones used on the Nice to Digne line.Details of these locomotives and pictures of them operating on the Nice to Digne line can be found below.

1. Pinguely, SFCM and SACM 4-6-0T Locomotives

Locomotive No. 89 is a 4-6-0T Pinguely (Works No. 192) delivered in November 1905 and remodelled in 1949 (see picture below). Sérié E of Les Chemins de Fer du Sud de la France, it is part of a series of 12 locomotives delivered between August 1905 and December 1907. The whole network including the coastal line had a total of 28 E and F Series 4-6-0T locomotives, supplied by several manufacturers. No. 89 was scrapped in January 1951. According to José Banaudo, these 4-6-0T locomotives were the best steam engines on the network.The picture of SF No. 89 was taken at La Manda Station on the Nice to Digne line. This is the best head-on picture of a Pinguely 4-6-0T engine that I have discovered.

It is difficult to distinguish between the different 4-6-0T locomotives on many of the postcard images available today. For example, there are two images of the La Manda Station near Colomars below. In the first image it appears that the locomotive is a 4-6-0T but the resolution of the image is not good enough to determine whether it was made by Pinguely or SACM. The second image appears in Jose Banaudo’s book [3] and on the CPArama website. [4] Banaudo highlights the fact that the locomotive in that image is a 4-6-0T but does not clarify which manufacturer. He does draw attention to the flat wagon at the left of the picture which he says must have come off the TAM network because of its narrower loading gauge.I have been consulting with 242T66 on “Les Passions Metrique et Etoile!!” Forum [9][12] about some of the photographs in this blog. They comment that it is likely that the locomotive in the second image is an type E 4-6-0T because the type F had an air-compressor fitted to the right-hand side of the smokebox. It is possible that the locomotive is a SACM Series 81-86 rather than a Pinguely locomotive.NICE (AM) – Locomotive No. 102 tows freight train at La Madeleine station – Photo Card. 
The locomotive No. 102, type 4-6-0T, was built in 1908 by the French Society of Mechanical Engineering (SFCM) – Cail in Denain (North). It was delivered on July 6, 1911 to the Railways of Provence – It was part of the series Nos.101 to 105 – After a career of more than 40 years, having traveled 752,362 km. this loco was stabled in 1952 and scrapped on 24th March 1954. [3][10]Another view of the 4-6-0T locomotive No. 102, at the station of La Vésubie in January 1949 – Photo card. (Bernard Roze collection). [10]This picture shows the official reception train headed by 4-6-0T Pinguely No. 94 on 30th September 1907, the trucks on the left belong to the contractor, Entreprise Orizet. The station is La Gare du Pont de Gueydan. [3][5][12]In this view, taken sometime between 1908 and 1911 .an unidentified 4-6-0T (I think) approaches Annot Station from Nice. At this time the middle section of the line between Annot and Saint-Andre-des-Alpes was still under construction. [3][7]A train for Nice headed by 4-6-0T SACM No. 83 at Annot Station. [3][12]What appears to be a 4-6-0T locomotive stands at Thorame-Haute. The picture is not clear enough to identify the locomotive. [6][12]An unidentified 4-6-0T also standing at Thorame-Haute. Although the picture is present in Jose Banuado’s book the locomotive is not identified by him. [3][6][12]

610-11 – Machine 230T (4-6-0T) No. 101 built by SFCM-Cail in 1908, in Digne on April 19, 1949.
Photograph: F. Collardeau – Publisher: BVA in Lausanne (Switzerland). [10]

2. Smaller Steam Locomotives (0-6-0T/2-4-0T)

The line was served by a series of smaller locomotives. However, the first image below was taken before the opening of the line and illustrates an early form of chartered train. The contractor for the line provided a train for access to the special festival at Thorame-Haute on 26th September 1909. The locomotive used was one of its own 0-6-0T locos.An 0-6-0T Pinguely industrial locomotive owned by Entreprise Orizet, on a pilgrims’ special, 26th September 1909, Notre Dame de la Fleur at Thorame-Haute. [3][8][12]Drawing from Corpet-Louvet. [13]A model of one of these locomotives in the livery of the Tramways de l’Aude which I have also been writing about (cf. the series of blog posts which can be found on this site under the category ‘Railways and Tramways of South-Western France’ and which start with This model is No. 54 in the Tramways de l’Aude fleet of these small locomotives. The French company Lucien Corpet built 826 of these metre-gauge 0-6-0T locos for railways across Europe, and you can still see examples in use today. This LGB model offers all the classic LGB technical features: a powerful Bühler motor, weather-resistant gearbox, voltage stabilization, reliable power pick-ups and much more. The prototype was one of many built from 1890 onwards. 0-6-0T locomotives were the mainstay of Corpet’s production with weights ranging from 7 to 22 tons. Railway companies could order these locos from a catalogue. [14]

Corpet-Louvet was a family-size railway manufacturer, which nevertheless managed to find markets and satisfy its customers with simple, well-built and robust machines. Their locomotives came out of the workshops for a hundred years, straddling two centuries, the second half of the nineteenth century and the first of the twentieth century.

The small Corpet-Louvet locomotives are regularly cited as emblematic of the secondary railways. From 1855 until 1952, the plant produced 1962 locomotives. The majority of them were built to operate on metre-gauge rails and were tank engines. [19]

Three 0-6-0T Corpet-Louvet locomotives numbered 70 to 72 were ordered by the Chemins de Fer du Sud to operate on the line between Cogolin and St. Tropez. [19] Further examples were probably used throughout the rest of the network including on the Nice to Digne Line. I have not yet been able to identify any.

I have one photograph of a 2-4-0T locomotive on the Nice to Digne line.A 2-4-0T built by SACM stands at Mezel Station. The loco was in the series No. 5 – No. 12. The picture was taken when the line was completed as far as St André-les-Alpes only. [3][12] “The Société Alsacienne de Constructions Mécaniques (SACM) [Alsatian corporation of mechanical engineering] is an engineering company with its headquarters in MulhouseAlsacewhich produced railway locomotives, textile and printing machinery, diesel enginesboilers, lifting equipment, firearms and mining equipment. SACM also produced the first atomic reactor at Marcoule. The company was founded by André Koechlin in 1826 to produce textile machinery. In 1839, he opened a factory to build railway locomotives at Mulhouse in AlsaceThe business grew rapidly but in 1871, the annexation of Alsace-Lorraine by Germany, brought about the transfer of some production to Belfort in France. In 1872 the company merged with the Graffenstadencompany of Illkirch-Graffenstaden (a suburb of Strasbourg) to form SACM.” [23]

3. Mallet 0-4-4-0T

Mallets were relatively powerful locomotives for their size, having two sets of driving wheels. Relatively limited use of this type of locomotive was made on the Chemins de Fer du Sud de la France.An example of the class. Two of this type of locomotive were stabled in Toulon at the liberation in 1944. I believe that they were moved to Saint Raphael and loaded onto SNCF wagons for transport to the factory of Corpet-Lovet in 1945 for refurbishment. They could be found in use on the Nice to Digne line in 1946 and 1947.An SACM Mallet 0-4-4-0T at Nice.Mallet 0-4-4-0T drawings. [11]

4. Other forms of Steam Traction on the Line

A. 2-8-2 Tender Locomotives

Locomotive No. 17 was one of a series of 7 locomotives built by the Corpet-Louvet establishments in La Courneuve and delivered in 1943 to the Railways of Provence. These machines were originally intended for the Dakar-Niger railway in Africa, but, because of the war, they were assigned to the Nice-Digne line. In the picture above, we see the loco at Annot (Basses-Alpes). These locomotives were not a success on the line. No. 17 ended its career on 14th May 1947 having travelled only 103,144 km. [3]

Locomotive No. 18 was another of this Class – seen here at Nice Station. [26]

B. 0-6-0 (Class A) and 2-4-0 (Class B) Tender Locomotives

In he early years after the opening of the network a number of 2-4-0 and 0-6-0 Tender locos were in use. Pictures are available of these at work on the Nice to Meyrargues line. I have not been able to find examples on the length between Nice and Colomars. However, it is pretty certain that they did run on the length between Colomars and Nice, and probable that theybran over the length of the line between Nice and Digne-les-Bains.

The Central Var had four 030 (0-6-0) tender locomotives, they were built in 1887 by SACM Belfort: No. 1 “Draguignan”; No. 2 “Flayosc”; No. 3 “Entrecasteaux”; No. 4 “Salernes.” [24]

An early photograph of one of the Class B locomotives on the turntable at Draguignan. [24]

A SACM-Belfort 0-6-0 Tender Locomotive (Class A) at Salernes Station. [24]

Modern Steam on the Nice to Digne Line

In modern times, three steam locomotives have been in use on the Nice of Digne Line. They have been renovated and maintained by the GECP (Groupe d’Etude pour les Chemins de fer de Provience):

A. The Portuguese [16][18]

This steam locomotive was built in 1923 by Henschel & Sohn in a series of sixteen units – for the Portuguese Railways.

During the early 1970s it was based in Sernada, used to haul passenger and freight trains on the lines Val de Vouga/Espinho to Sernada and Aveiro to Viseu. In 1975 it was transferred to Lousado, where it provided service on the line from Famalicao to Povoa de Varzim.

After being transferred to the central workshops in Puerto Campanhã it underwent its last revision in service in 1976. Later on it was based in Regua where it pulled mixed trains and work trains on the line from Corgo Regua to Chaves. It was taken out of service in 1981.

Three years later, the Portuguese Railways offered to sell twelve steam locomotives no longer in use. One of them was the E 211.

It was offered to and bought by GECP and in July 1986 towed from Regua to Vila-Real and then transferred onto road transport to be moved to the South of France. At the small station at Mezel-Chateauredon the locomotive was transferred back onto rails and moved to the depot at Puget-Therniers where ultimately it was to be refurbished. For a short period (1988-1992) it pulled the Train des Pignes between Puget and Annot, sometimes even between Nice and Digne-les-Bains.

The locomotive was then restored at the Lucato Termica workshops in Castelletto-Monferrato In the Piedmontaise province of Alessandria in Italy. That restoration took time, and it was not until 2009 that the locomotive was once again available in Puget-Thernier and June 2010 before it pulled its first Train des Pignes.The full specification of the loco can be found on the GECP website. [16]The Portuguese and Corpet-Louvet 0-6-0T.  [15]

B. 0-6-0T Corpet Louvet (CdN No.36)

This small 0-6-0T loco is seen in action in 2008 in the video below: [20]

LGB G-Scale Model of the CdN locomotive No. 36 which was built by Corpet Louvet an which, late in the 20th century, could be found running regularly between Puget-Theniers and Annot. [21]

No.36 (Lulu) is now housed at the Musée des tramways à vapeur et des chemins de fer secondaires français which is located alongside Valmondois railway station, in the small town of Butry-sur-Oise in the departement of Val-d’Oise, 30 kilometres north of Paris.This locomotive was one of a series numbered 30 to 42, They all worked on the CdN from 1925 to the closing of the network in 1956. They developed a power of 375 hp, towed a load of 90 tonnes with a top speed of 50 km/hr. This was the maximum speed allowed on the network.
The last line where they were employed was the St.Brieuc – Paimpol line. At the closure of the network No. 36 (Lulu) remained exposed for a long time in front of the station of St Brieuc. [22]

C. 4-6-0T No. E327 ‘Bretonne’ [19]This locomotive was one of twelve commissioned by the Chemins de fer de l’Ouest for the operation of the metre-gauge lines of the Reseau Breton. It was built by the Compagnie de Fives-Lille, in Lille (Nord). It first saw service in September 1909 as No. E327 and was based at the  Caraix depot (Finistere). It ran for 58 years on that network. It is very similar to a whole range of 4-6-0T locomotives that were used on the Chemins de fer du Sud de la France.

After closure of the Reseau Breton by the SNCF, E327 was declared supernumery in September 196. It was saved from destruction by the Federation des Amis des Chemins de fer Secondaires (FACS). It was transferred in December 1969 to the Chemin de fer du Vivarais (CFV) but was only rarely used on that network. In March 1979, it appeared at ‘Exporail’ in Cannes and was thenmade available to the GECP in Nice to launch its tourist train.After a partial overhaul, the locomotive was used from July 1980 unil the end of the 1987 season. Renovated by l’Arsenal de Toulon, E327 reentered service in 1993 and continued in circulation until 2007. The loco is now waiting full refurbishment once again. Full details of the specification of E327 can be found on the GECP website. [17]


  2. Roland Le Corff; Retrieved 13th December 2017.
  3. José Banaudo; Les Train des Pignes; Les Editions de Cabri, 1999.
  4., accessed 12th February 2018.
  5., accessed on 10th August 2018.
  6., accessed on 10th August 2018.
  7., accessed on 2nd August 2018.
  8., accessed on 14th August 2018.
  10., accessed on 23rd August 2018.
  11., accessed on 23rd February 2018.
  12. Etienne de Maurepas (Étienne Thilliez): Etienne is a friend who posts on a few French Railway interest forums as 242TE66.
  13., accessed on 31st October 2018.
  14., accessed on 31st October 2018.
  15., accessed on 17th November 2018.
  16., accessed on 17th November 2018.
  17., accessed on 17th November 2018.
  18., accessed on 7th December 2018.
  19., accessed on 7th December 2018.
  20.–trique-corpet-louvet-n–36-sur-les-chemins-de-fer-de-provence-juillet-2008/GdTmwDcLIY0, accessed on 10th December 2018.
  21., accessed on 10th December 2018.
  22., accessed on 10th December 2018.
  23.été_Alsacienne_de_Constructions_Mécaniques, accessed on 11th December 2018.
  25. José Banaudo; Le Siecle du Train des Pignes; Les Editions de Cabri, 1991.
  26., accessed on 12th December 2018.

Manchester Victoria’s Telpher

Who knows what a Telpher is?

A small travelling car, usually driven by electricity, suspended from or moving on an overhead rail or cable. [3] The Dictionary of Civil Engineering [1] has this entry:

telfer, telpher, monorail: An electric hoist hanging from a wheeled cab moving on a single overhead rail, occasionally from a steel rope. It is used in factories, hung from roof girders and over dams being built. An overhead gantry may be built to carry the rail. The difference between an aerial ropeway and a rope-borne telfer is that telfers are driven by a motor in the cab, ropeways are pulled by a rope driven by a stationary engine.

A Meccano Telpher. [4]

Telpher are still used in modern factories. The image below shows a factory crane currently on sale. The green moving element is referred to as the Telpher. [7]

Manchester Victoria Railway Station had a Telpher!

At least that is the claim of an article in BackTrack Magazine. [2] The ‘telpher’ at Manchester Victoria Station did not quite comply with the definition given in the Dictionary of  Civil Engineering because it was made up of a dual rail system. Wells says: “It was erected in 1898/9 by Mather & Platt, Salford Iron Works. Two rails were suspended from the roof, comprising steel rails 4.5in by 0.75in with a gauge of 11.5in, on which a trolley machine ran on four wheels. It was designed to lift 15cwt, although the structure itself [could] withstand twice that load.”The telpher with its basket grounded on Platform 5 at Victoria Station in 1919. The signal controls the exit across the LNWR lines. This was the platform (later No. 11) which was extended to join the LNWR’s Exchange Station Platform 3 to create, on opening in 1929, what was claimed to be Europe’s longest platform. [5]

The Telpher was introduced by Sir John A. F. Aspinwall, the Lancashire and Yorkshire Railway’s Chief Mechanical Engineer. It ran from the parcels office across the full width of the station. It was about 300 yards long. Over the course of an average week around 100 miles were covered moving something like 1000 baskets. [2] The rails for the Telpher can be seen in the featured image at the top of this post. [8]

The costs included 1s 6d per day in electricity and the pay of the various, usually young, operators.

It was used, primarily, to transfer parcels between the parcels office and the different platforms. At busy times parcels could also be transferred directly from one platform to another.

Three Telpher units were used. Two were in service or available to use at any one time. The third being kept as a spare in case of breakdown. Three young men were designated as operators in normal traffic conditions and the Telpher was kept active 24 hours a day. [2]

During the most busy periods, at Easter, Whitsun and Christmas, four young men were employed working 12 hour shifts and two Telpher units were kept operational throughout a 24 hour day.

After the grouping, the young men (teenagers) were supplied by the LMS Electrical Department and their wages were about 25 shillings a week (£1.25/week). [2]An excellent high level view. [9]

Fifty four baskets were provided, each measuring 5ft by 3ft by 2ft 9in. On the early shift (6.00am to 2.00pm) 30 loads were taken to various trains and the same number were returned to the Parcels Office on Platform 16. [2]

The later shifts saw, respectively, 25 loads out and 40 back, and 60 loads in both directions.

The Telpher units operated off a DC supply throughout the interwar years. In 1940, Manchester Corporation decided to change the electricity supply from DC to AC. The change would have resulted in conversion costs of around £4000. Discussions took place about the viability of the Telpher given the very high conversion costs. [2]

Over Christmas 1940, the matter was taken out of the hands of the LMS. The Blitz on the night of 23rd December 1940 destroyed the roof of the station and demolished the Telpher. It was not replaced. [6]


  1. Telfer/Telpher; John S Scott; Dictionary of Civil Engineering; 3rd Ed. 1980: p449.
  2. Jeffrey Wells; Manchester’s Victoria Station in Focus; BackTrack Magazine Volume 26, No. 4, April 2012; Pendragon Publishing, York: p248-252.
  3., accessed on 27th November 2018.
  4., accessed on 28th November 2018.
  5. Pendragon Collection: see [2] above.
  6. Tom Wray; Manchester Victoria Station; Lancashire and Yorkshire Railway Society 2004: p72.
  7., accessed on 2nd December 2018.
  8., accessed on 9th December 2018.
  9., accessed on 9th December 2018.

Tramways de l’Aude – Narbonne to Fleury d’Aude

Narbonne’s tramways have been explored in some depth in my previous post …..

The route to Fleury set off Northeast from the tramway station on the forecourt of the Gare du Midi in Narbonne. After a very short distance the tramway route turned to a more southeasterly direction and in turn, within a short distance, left behind the suburbs of Narbonne.Things in the early 21st century are much different. In the image above the line can be seen leaving the station and heading East. [1] In the image below that line is now a road flanked by domestic dwellings. The cemetery appears to be essentially unchanged.The route as far as Vinnasan is shown on a composite of aerial photographs from 1939 to 1958 below. [1] Most of the route followed what is now the D68 over relatively flat countryside. I have not been able to find any images of the tramway between Narbonne and Vinnasan. The Google Streetview images below show the route of the tramway through what were open fields and are now suburbs of Narbonne.The old road and tramway route are on the left.

The tramway crossed farmland and a number of irrigation canals before reaching Vinnasin.


Vinnasan is now sited very close to the A9/E80 Autoroute which runs just to the East of the area of the adjacent aerial image. The tramway route has been superimposed onto an aerial image from 1958, although it would by that date have been long-gone.

This is a close-up image of the top right of the above ‘snake’ illustrating the length of the route to Vinnasan from Narbonne. The tramway by-passed the centre of the village, taking a more easterly route than the main north-south road through the village (now the D31). The postcard images above come from the central area of Vinnasan, both taken from the main north-south road which is now the D31. They are matched to modern images which show relatively little change. [2][3] The tramway ran to the east of the main village road.

North of Vinnasan, the tramway followed the modern D31 north to a T-junction with the road between Coursan and Salled’Aude. The present day D1118 meets the D31 and the D31 turns East to Salles d’Aude.

From the junction the tramway continued eastwards to Salles d’Aude past the Winery of Chateau Pech-Celeyran-Saint-Exupery.

Salles d’Aude

This 1945 aerial image shows Salles d’Aude and the road which is now the modern D31 crossing the lower half of the old village from West to East, entering immediately below the woodland in the top left of the image and exiting off the bottom edge of the image close to the right-hand corner. The vestiges of the tramway route can be seen to the south side of the properties which flank the road [1]This picture is taken from South of the village and shows the tramway route on embankment in front of the village. It runs approximately along the line of what is now Rue du Grimal. [4]

The station was sited to the Southeast of the village in the area highlighted by the green ellipse on the aerial image above, which places it some distance to the right of the picture immediately above.Sketch plan of the Station at Salles d’Aude. [5]The Station at Salles d’Aude. [5]Corpet-Louvet 0-6-0T No. 21 at Salles d’Aude. [5]Another Corpet-Louvet 0-6-0T, this time unidentified, at the Station. [5]

It was only a short distance from Salles d’Aude to Fleury d’Aude. Tha station at Salles D’Aude was at the topleft of the satellite image below. The tramway route is shown in red and the location of the station at Fleury d’Aude is shown with a green box both on the satellite image and the aerial photo below.

Fleury d’Aude

The western entrance to the village is shown on this extract from a 1945 aerial photograph. The tramway station location is highlighted by the green rectangle. By 1945, the station site had already been subsumed into the Co-op site.

The centre of the village of Fleury d’Aude is shown below on the next 1945 aerial image. The central circular area of the old village is typical of many such villages in Southern France. The smaller aerial image above was taken at the same time as the one below and abuts directly onto it.The station was out to the West of the centre of the village. The building in the bottom right of the green rectangle appears in a number of the pictures below. It is at the right-had side of the sketch plan below, just beyond the station site boundary on the sketch. It can be seen beyond the tram in the first postcard image below. [5]The station at Fleury d’Aude. [6]Corpet-Louvet 0-6-0T No. 1 at Fleury d’Aude Station. [6]The two images above show the building referred to in the last paragraph above. The first is a closer image of the building on an early 20th century postcard the second is taken in the early 21st century.The station cafe and passenger and goods facilities. The engine shed is visible behind the locomotive which is preparing to leave for Narbonne. [6]The cafe building in the early 21st Century with the modern Co-op buildings on the site of the station.Fleury d’Aude Station. [6]

The Co-op which was built on the station site is called La Vendemiaire.[7] The Co-op was created in 1937 and the building opened its doors to the wine harvest in 1938. In 1979, 652 members still cultivated 889 hectares of vines (just a little more than one hectare per cooperator) and the cellar vinified 91,000 hectoliters of table wines.The Co-op building soon after construction in the late 1930s. The tramway station was under the forecourt and the facade of the new building. The brick building at the left of the picture is the building which housed the station cafe and appears in images above. [8]

This is the final planned post on the Tramways de l’Aude.

I hope that you have enjoyed the journey.


  1., accessed on 20th to 27th November 2018.
  2., accessed on 15th November 2018.
  3., accessed on 30th November 2018.
  4., accessed on 30th November 2018.
  5., accessed on 15th November 2018.
  6., accessed on 15th November 2018
  7., accessed on 3rd December 2018.
  8., accessed on 2nd December 2018.