The featured image shows Presthope Station with the 18.00 hrs Craven Arms – Much Wenlock – Wellington train is leaving on 21st April 1951, heading for Much Wenlock. [30]
This article follows on from four other articles which covered the Wellington to Severn Junction Railway and this line from Buildwas to Much Wenlock. The first three articles can be found on these links:
From the commencement of the building of the line between Buildwas and Much Wenlock, the directors hoped that the line could be extended to Craven Arms via Presthope on Wenlock Edge (linking with the limestone quarries/works at that location).
The directors of the Wellington & Severn Junction Railway were, however, fully occupied with the line from Wellington to Buildwas. Another company was set up to build the ‘Wenlock & Craven Arms and Coalbrookdale Extension Railway‘. The bill went through the parliamentary process unopposed and authorised the ‘Wenlock Railway Company‘ to construct the line. Work started on 23rd October 1861.
By 5th December 1864, the line was open from Much Wenlock to Presthope. At this time, because it was a freight-only line, the Board of Trade saw no need for an inspection of the line. It had already been agreed at a meeting held on 4th December 1863 not to proceed with the line from Presthope to Craven Arms for the time being. It was to be three years after the line reached Presthope before the connection to the Shrewsbury & Hereford Railway close to Craven Arms was completed. It was finally opened on 16th December 1867.
Much Wenlock to Presthope
This article focusses on the length of the line which was completed in December 1864 – Much Wenlock to Presthope. Another article will follow the line to the West of Presthope.
Much Wenlock Railway Station had a single platform adjacent to the main running line. A passing loop was provided opposing the platform, and beyond it there was a rockery garden, “large limestone boulders [were] interspersed with shrubs and alpine plants flanked by a row of rhododendron bushes. In the centre of the rockery was a fountain.” [1: p97]
Trains leaving for Craven Arms crossed Sheinton Road/Street Bridge and passed the goods shed and yard on the left and then the engine shed. When the line terminated at Much Wenlock, the goods facilities used until the final closure of the line were the temporary railway station.
Trains began the climb towards Wenlock Edge. The pictures above show the climb had already begun alongside the goods yard. Neither the goods shed nor the engine shed remain in the 21st century.
That length is in private hands with a significant length in use as a paddock for horses and a small holding.
Westwood Halt in around 1960 – seen from the East. The single platform sat on the North side of the line immediately to the East of Westwood Crossing. It was not until 7th December 1935 that the Halt opened. It closed to passenger traffic on 31st December 1951. This picture was shared on the Much Wenlock Memories Facebook Group by Judith Goodman on 8th December 2020. The photographer is not known and the image is used under a Creative Commons Licence (CC BY-SA 4.0). [19]Google Maps image of the site of Westwood Halt. [Google Maps, 12th January 2024]Westwood Crossing seen from the North. The red line marks the approximate centre-line of the old railway. The Halt would have been off to the left of this image. [Google Streetview, 2009]Looking Northwest from Westwood Crossing towards the B4371. [My photograph, 12th January 2024]Looking Southeast from the location of Westwood Crossing. It is not possible to follow the route of the old railway to the West of this location as it is in private hands. To continue following the route requires a diversion along the footpath ahead, across one field to join another track and then heading back Northwest towards the olod line. [My photograph, 12th January 2024]The line leaving Westwood Crossing and heading towards Presthope. [My photograph, 12th January 2024]Westwood Crossing to the next overbridge, as shown on the 25″ Ordnance Survey of 1901. [22]Within a couple of hundred yards, trains passed Westwood Sidings. The sidings served Westwood Quarry. There were ground frames controlling access at each end of the siding. [23]
When the Wenlock Branch opened “limestone was being extracted [at Westwood Quarry] for use in the Madeley Wood Company’s furnaces. Horse-drawn tramways ran from the quarry on to a loading ramp above the sidings.” [1: p97]
The photographs of the pre-contract drawings for the line were taken by myself and show extracts from the construction plans held in the Shropshire Archive. There is a standard charge of £10 per visit for taking photographs of their records.
The dotted lines on this sketch map are private railways. The Lilleshall Company’s main line runs from Granville and Grange Collieries in the top-right of the sketch map via Old Lodge Ironworks and Priorslee Furnaces down to Hollinswood. This sketch map was included on the Miner’s Walk website which provides information about the local area. [4]
The monochrome photographs included in this article were taken by a number of different photographers. Where possible permission has been sought to include those photographs in this article. Particularly, there are a significant number of photographs taken by A.J.B. Dodd which appear here which were first found on various Facebook Groups. A number were supplied direct by Mike Dodd, A.J.B. Dodd’s son, who curates the photographs taken by his father. Particular thanks are expressed to Mike Dodd for entering into email correspondence about all of these photographs and for his generous permission to use them in this article. [72]
The remaining maps in this article follow the Lilleshall Company’s mainline as far as Hollinswood Sidings. Those sidings sat alongside the GWR mainline from Shrewsbury to Wolverhampton and Birmingham.
Another extract from the 1901 25″ Ordnance Survey. South of the A5 the Snedshill Ironworks sidings merge with the Coalport Branch although they do so after a line leaves heading away to the Southeast, passing to the East of the tunnel portal at the bottom of the map extract.. The Coalport Branch runs to the West of the tunnel portal of the GWR/BR mainline between Shrewsbury and Wolverhampton. The Lilleshall Company mainline curves round to run parallel to the spur closest to the tunnel portal. [21]The main line of the Lilleshall System continued in a South-southeast direction, curving gradually round towards the Southeast. [25]
Photographs taken while looking at the older tramway which predated the standard gauge network can be found in the later part of my article about the old tramway from Sutton Wharf to Oakengates. Those pictures illustrate the approximate route of the standard gauge line as well as the older tramway. To access that article, please click here (https://wordpress.com/post/rogerfarnworth.com/32520). That article also shows modern photographs of the area Southeast of this location on the Lilleshall Company’s network, including the area of Priorslee Furnaces and Hollingswood Sidings as it appears in the 21st century.
This extract is a little further to the Southeast. The Coalport Branch is on the left. The GWR mainline is in cutting running from the top-left of the image to the bottom-centre. The spur from the Snedshill Sidings meets the Lilleshall Company’s mainline just right of the centre point of the image. The line curving back towards the GWR mainline but terminating just above the bottom edge of the image, was originally a tramroad through Hollinswood to Malinslee. Links to articles about the tramroads in this area can be found below.[22]A similar area as covered by the 1901 25″ Ordnance Survey extract above. This extract from the Railmaponline.com satellite imagery shows the modern A442 following the route of the LNWR Coalport Branch with the GWR mainline to the East of it. The complex arrangement of the Lilleshall Company’s railways shows that we are close to what was Priorslee Furnaces. As noted above, the line which curves away to the South from the Company’s railways is a former tramroad which fed into a network of tramroads in the Hollinswood and Malinslee area of what is now Telford. Those tramroads are covered in the linked articles immediately below. [25]Priorslee Furnaces as shown on the 1882 25″ Ordnance Survey. [51]A very similar area to that shown in the extract above, this map extract comes from the 1901 25″ Ordnance Survey. There have been some significant changes to the buildings on the site in the period from 1882 to 1901. Alterations to the railway sidings on the site either accommodate the new structures or are relatively minor in nature. [52]This railmaponline satellite image covers much the same area as the two OS Map extracts above. The sidings shown on this image are indicative rather than definitive but do give a good idea of the area covered by Priorslee Furnaces. The road which runs down through the image is a diverted version of Hollinswood Road which then becomes a footpath. It crosses the GWR Mainline using a bridge which was built at the time the railway was constructed, and then a modern footbridge over the A442. [25]
Much of the area to the Southeast of Oakengates, including Priorslee is also covered in this article:
The tramroads in the Hollinswood/Malinslee area are covered in earlier articles about the Malinslee area (below) and are illustrated in the hand-drawn map from Savage and Smith’s research which appears below:
The Lilleshall Company operated a number of steam engines which it picked up from various sources and some of which it built itself. The remainder of this article is no more than a glimpse of these locomotives on the Lilleshall Company’s network. The authoritative treatment of the motive power on the Lilleshall Company network is the book by Bob Yate, “The Railways and Locos of the Lilleshall Company.” [59]
Yate tells us that, because the Lilleshall Company’s network was extensive, it needed a considerable number of locomotives to operate it. He continues: “Much of the traffic was heavy, so it comes as no surprise to find that the company turned to acquiring former main line company locomotives for some of their more arduous duties. The total number of locomotives rose from four during the mid-1850s to eight by 1870, down to five by 1875, then six by 1886, increasing to nine in 1900 until 1920 when there were eleven. By the 1930s the number was back down to nine.” [59: p67] After WW2, numbers were reduced to five, and once closure was approaching all five were scrapped and two other locomotives were purchased.
R.F. Savage & L.D.W. Smith; The Waggon-ways and Plateways of East Shropshire; Birmingham School of Architecture, 1965. Original document is held by the Archive Office of the Ironbridge Gorge Museum Trust.
Many of the photographs taken by A.J.B. Dodd which appear in this article were first found on various Facebook Groups. A number were supplied direct by Mike Dodd, A.J.B. Dodd’s son who curates the photographs taken by his father. Particular thanks are expressed to Mike Dodd for entering into email correspondence about all of these photographs and for his generous permission to use them in this article.
This article looks at two tramway routes which were built. The first ran from Nice to Bendejun via Pont de Peille and Contes. The second branched of the first at Pont de Peille and ran to along the valley of the Paillon de Peille to La Grave de Peille. It also covers a proposed tramway to l’Escarene which was not constructed.
Nice to Contes and Bendejun
This line was approximately 18.6 km long. The first part of the route (from Nice Place Garibaldi as far as La Trinite Victor) ran along the same rails as the urban service – a length of around 6.5km.Just over 9 km of line (which was deemed to be part of the coastal (littoral) network) brought trams to Contes. The final length of the line was regarded as part of the TNLs ‘departemental’ network and took trams to the terminus at Bendejun.
Only approximately 0.5 km of the line and (as far as Contes) was on the level. The remainder of the line was set at varying gradients with the steepest being 55mm/m. The line rose from 12 metres above sea-level at Place Garibaldi to 189 metres above sea-level at Contes, and 260 metres above sea-level at Bendejun.
The following notes on the significant dates associated with the line are gleaned from Jose Banaudo’s book. [1: p70] …
The line from Garibaldi to Abbatoirs opened to the public on 21st February 1900. On 2nd June of the same year, the line opened from Abbatoirs to Contes. Goods were carried on this section of the line from 1st October 1900.
It was not until 1st February 1909 that passengers could travel between Contes and Bendejun and no goods were carried along that length of the line until 1st January 1911.
After just over a year, in February 1912, subsidence closed the length of the line between Contes and Bendejun. The line opened again in March. During the winter of 1916-1917, the line was closed by snow and landslides.
On 1st January 1923 tram services were given new numbers: Nice to La Trinite or Drap became No. 26; Nice to Contes or Bendejun, No. 27.
Sadly, after further problems with landslides, the line between Contes and Bendejun was permanently closed from 18th November 1926.
On 8th October 1934 renumbering led to the line to La Trinite being numbered 36 and the Nice to Contes service, 37.
A landslide affected the line between the cement works and Contes. It was closed from November 1934 to March 1935.
Late in 1935, the Nice terminus of these services was moved from Place Garibaldi to Rue Geoffredo.
After damage to the electricity substation adjacent to Pont-de-Peille on 12th February 1938, the passenger service from Drap to Contes was curtailed and the No. 37 service was replaced by buses.
There was opposition to the bus service being provided by a single company. This saw a reopening of the tram service on Ligne 37 on 15th March 1938. There followed a period between 3rd August 1938 and December 1944 when tramway services were interrupted relatively frequently for a variety of reasons which included damage during WW2.
On 23rd December 1944 the tram service resumed from Nice to Pont-de-Peille with a bus service covering the remainder of the route to the North.
On 17th January 1945, goods transport between Contes and Nice resumed and, on 20th January 1945, passenger trams returned to Contes.
In the winter of 1948-1949 bad weather saw the interruption of services North of La Pointe de Contes.
January 1950 saw the closure of the line to passenger services with buses used to replace that service on a permanent basis. In May 1950, the goods service was also closed permanently.
The line to Bendejun followed the left bank of the River Paillon between the centre of Nice and its terminus in Bendejun. Its terminus in Nice was at the Northwest corner of Place Garibaldi, where a wooden kiosk served as its station building. It used the same tracks as the urban services through Abattoirs to La Trinité-Victor.
For a short distance trams ran on the verge of Route Nationale No. 204. Stops at Roma and Random (which had a passing loop) were followed by the stop in the village of Drap which was adjacent to the bridge to Cantaron.
The Route Nationale in Drap. Tram tracks can be seen in the centre of the road. This old postcard view was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 18th May 2022. [4]Drap again, this image shows La Place des Ecoles and the Route Nationale. A tram can be seen on the road at the extreme right of the picture. This old postcard view was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 18th May 2022. [4]La Place des Ecoles viewed from almost the same location as in the monochrome postcard image above. In the 21st century the Plane trees have gone and cars have taken over from the park that made up much of the square. [Google Streetview, November 2022]Turning just a little to the right and wandering a little further along the Route Nationale, this image shows the passing loop at the tram stop in Drap. It was shared on the Comte de Nice et son Histoire Facebook Group by Jean-Paul Bascoul on 22nd February 2019, and comes from his private collection. [5] The same photograph appears in José Banaudo’s book. [1: p68]Approximately the same location as seen in the 21st century. The school on the left has seen its roof raised by the addition of another floor. [Google Streetview, November 2022]
It appears that as late as 1955, the tram track was visible in the road surface in the centre of Drap. The two parallel images from the IGN website show it present on Avenue de General de Gaulle when the map on the left was surveyed in 1955.
The Place des Ecoles in the centre of Drap. The ‘cross’ on the older map on the left is superimposed over the line of the tramway which was in the centre of the road. [11]A little further North the tramway can be seen leaving the centre of the road in the 1955 map extract. Presumably it ran along the verge between the road and the River Paillon. It might already have been lifted by 1955. The map is of little help with establishing its presence immediately North of this location. [12]
Leaving the centre of Drap, trams then passed under the PLM line between Nice and Cuneo for the third time at Pont des Vernes which also spanned the River Paillon. Trams ran between the river and the road.
Pont des Vernes in the 21st century. What was the old Route Nationale still passes under the most Easterly span of the truss girder viaduct which also spans the River Paillon. [Google Streetview, 2011]
The confluence of two arms of the River Paillon lay shortly beyond the railway bridge (Paillon de Contes and Paillon de L’Escarène). The Paillon de L’Escarène flowed in from the Southeast from the heights of Peillon, L’Escarène and Lucéram. It was spanned by a five-arched viaduct, some 140 metres in length which carried both the Route Nationale and the tramway. The construction of the bridge was started in the last years of the 18th century. While the bridge may well have been completed within a few years, the construction of the road of which it was a part, between Turin and Nice, was interrupted by conflict and was not completed until 1838. [1: p67]
A postcard view from the Southwest looking towards Pont de Peillon. The old road bridge (and its five arches) sits at the centre of the view. [7]A modern view looking Northeast along the D2204 where it crosses the Paillon de L’Escarene. [Google Streetview, April 2023]The same bridge, viewed from Chemin du Fontanil de Croves to the Southeast of the bridge. [Google Streetview, May 2019]This next extract from the parallel imagery provided by the IGN shows the tramway returning to the centre of the Route National as it crossed the bridge in 1955. It might be inferred from this that from Drap to this point it was still present on the West side of the highway. Again, however, the map extracts cannot be seen as conclusive proof of this. At the centre-top of the 1955 map extract the tramway appears to leave the road carriageway for a short distance for a tram stop and passing loop, which is mentioned in the text below. However Jose Banaudo has a photograph of the location in his book which seems to show the tramway remaining in the carriageway with an electricity substation just beyond it. [1: p69] There is now a roundabout at the junction between the road to Contes/Bendejun and the road East to La-Grave-de-Peille. [13]
Trams faced gradients on either side of the central arch of the bridge – 41mm/m and 34mm/m. Very soon after crossing the bridge in a northbound direction, trams encountered the stop at Pont-de-Peille, “where an electrical substation was located and from which the La-Grave-de-Peille line branched off to the east.” [1: p67]
A 21st century view North from the bridge. [Google Streetview, April 2023]The hamlet of La Pointe-de-Contes was beyond the North end of the bridge over the Paillon de L’Escarene. [3]
Beyond the hamlet of La Pointe-de-Contes, the line crossed the Ruisseau de la Garde (a tributary to Le Paillon de Contes) on a single-span bridge.
This next extract from the parallel mapping of the IGN shows the highway bridge over the Ruisseau de la Garde. The bridge sits in the bottom half of the two map extracts. The 1955 mapping appears to show tram tracks over the bridge at the centre line of the road. To the South of the bridge, it seems that the tramway was on the West verge of the road. North of the bridge it appears to switch to the East side verge of the carriageway. Only a short distance further North the tramway appears to cross back to the West side of the road. Road realignments in this area have resulted in a roundabout at the location of the old bridge. [14]The bridge over the Ruisseau de la Garde at La Pointe de Contes in 1953. The image was shared by Pierre Richert in the Comte de Nice et son Histoire Facebook Group on 31st October 2017 [15]A similar view in the 21st century. [Google Streetview, April 2023.
Banaudo says that the road junction adjacent to the bridge was the point at which the L’Escarene tram line would have branched off the line to Contes. Work on that line wasn’t completed. [1: p67]
From this bridge, the line to Contes and Bendejun followed RN15 (now D15) North past the Lafarge lime and cement factory. “This, which was the main reason for the line’s existence, was served by two branches allowing the reception of fuel and the shipment of its products to Nice and its port.” [1: p67]
The location of the Lafarge factory. The 1955 map seems to show the tramway on the West side of the road. There also appear to be at least two sidings on the East side of the road. [15]An aerial image of the Lafarge Cement Works at Contes. The River Paillon de Contes is in the background. [10]
About a kilometre further North, the Contes station was located in the La Grave district adjacent to the footbridge leading to Châteauneuf.
Another extract from the parallel imagery provided by the IGN. The tramway can be seen, in the 1955 map extract on the left, following the verge of the road and immediately adjacent to the river channel. The bridge shown crossing The river at this point provided access to Chateauneuf which sat above the valley to the West. The tram stop was close to the bridge and a little to the Northwest of it. [17]
At Contes, the tramway had a small building and a siding by the river beneath the perched village.
Contes Gendarmerie and tram stop. This image was shared by Pierre Richert on the Comte de Nice et son Histoire Facebook Group on 30th October 2017 as part of an extensive album of postcard views of Contes. [3]A view from a similar position in the 21st century. The construction site is on the land once occupied by the Gendarmerie. [Google Streetview, April 2023]This image from the Jean-Henri Manara collection was colourised and shared by Demian West on the Comte de Nice et son Histoire Facebook Group on 13th December 2022. This original image was included in the comments attached to the colourised image on the Facebook group by Demian West. [16]A similar view in the 21st century. [Google Streetview, April 2023]The tram terminus at Contes. This postcard view was shared by Jean-Paul Bascoul on the Comte de Nice et son Histoire Facebook Group on 21st January 2017. It comes from the private collection of Jean-Paul Bascoul. [9]
From there, the line continued up the left bank of the Paillon. Banaudo tells us that there was only one further passing-loop which was in the district of Roccaya, near the Rémaurian footbridge. “The Bendéjun terminus was in the Moulins district, in a steep site where the road crosses the Paillon and definitively leaves the bottom of the valley to rise in bends towards this village and that of Coaraze.” [1: p67]
The Bendejun terminus of the tramway was in the valley floor close to the mills and alongside the river. There was a bridge just beyond the tram terminus which took the road over the Paillon de Contes and a series of hairpin bends lifted the road quickly up the valley side. This is another extract from the IGN parallel mapping. The map on the left was published in 1955. [18]The tram terminus at Bendejun, beyond this point the road turns sharply to the left to cross the river and then climbs through a series of hairpin bends to Bendejun and on to Coaraze. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 30th May 2023. [19]A view from a little further South in the 21st century. The properties on either side of the road both remain. That on the East of the road now appears to be rendered. Of interest in this view are what appear to be tram rails in the right foreground. [Google Streetview, April 2023]
We have already noted that the tramway service North of Pont-de-Peille was frequently interrupted by landslides, subsidence and weather events. Banaudo also writes of significant problems with the trailers used for goods services which were often in poor condition or overloaded and as a result caused damage to the relatively light-weight rails of the tramway. [1: p71]
Pont de Peille to La Grave de Peille
Two branch-lines from the tramway to Contes were planned, the first was a line to La Grave de Peille. When built it had a total length of just short of 6.6 km. Its maximum gradient was 39 mm/m and only 360m of the route was on the level. The line ran from 112 m above sea-level to 195 m above sea-level at La Grave de Peille.
The concession for the operation of the line to La Grave de Peille was given to the TNL in June 1904. The line opened to passengers and freight on 12th June 1911. The route was numbered 28 on 1st January 1923 and saw construction traffic for the Nice-Cuneo Railway between 1923 and 1928. The cement works at La Grave was established in 1924.
At the end of 1926 the service was interrupted by a landslide. Work was undertaken between 1926 and 1927 to improve the electrical supply and September 1928 saw the official inauguration of the freight service associated with the cement works.
The Bridges and Roads Authority undertook paving work along the line in the winter of 1928-29. In August 1929, a landslide disrupted the service once again and a deviation was put in place.
On 8th October 1934, the line was renumbered, Ligne 38. The service was interrupted, once again, in November 1934. This time it was by a landslide at Châteauvieux.
The terminus in Nice was moved, along with that of the line to Contes and Bendejun, from Place Garibaldi to Rue Geoffredo in November 1935 and another landslide interrupted the service at Ste. Thecla between December 1935 and December 1936.
This tale of woe continued throughout the next decade with closures due to landslides, floods, the failure of bridges, or deterioration of trackwork. Banaudo provides a full list of these events. [1: p75]Such an unreliable service maintained at significant cost was of little use to users (passengers and goods). Closure became inevitable and it occurred on 1st April 1947.
The route started immediately to the North of the Pont de Peille stop on the line to Contes. Banaudo describes this connection as “une aiguille en rebroussement” (literally, ‘a turning needle’). [1: p72] In context, this appears to be a point which allowed access to the branch-line from the North. Trams from Nice would stop at Pont de Peille and then execute a reversal just to the North of the stop to gain access to the branch. This presumably involved a powered car running round its trailer at the tram stop and then reversing towards Contes. Banaudo provides one photograph of the manoeuvre taking place. [1: p72]
Such an unreliable service maintained at significant cost was of little use to users (passengers and goods). Closure became inevitable and it occurred on 1st April 1947.
The route between Pont de Peille and La Grave de Peille started immediately to the North of the Pont de Peille stop on the line to Contes. Banaudo describes this connection as “une aiguille en rebroussement” (literally, ‘a turning needle’). [1: p72] In context, this appears to be a point which allowed access to the branch-line from the North. Trams from Nice would stop at Pont de Peille and then execute a reversal just to the North of the stop to gain access to the branch. This presumably involved a powered car running round its trailer at the tram stop and then reversing towards Contes. Banaudo provides one photograph of the manoeuvre taking place. [1: p72]
The junction of the D21 and the D15 is shown on the right of these two parallel IGN images. The reverse curve, mentioned in the text about the tramway above, appears to be shown on the image on the left. The cross marks its location. The tramway appears to have run on the South side of the road.[20]The road to La-Grave-de-Peille and L’Escarene. Tge tramway ran along the verge of the old road or within the width of the carriageway over much of the journey to La-Grave-de-Peille. [Google Streetview, April 2023]
The branch-line followed the valley of the River Paillon de L’Escarène valley, a route also used by the PLM Nice-Cuneo line. Banaudo tells us that “the tram first took the right bank, sometimes on the shoulder and sometimes on the roadway of Route Nationale No. 21 (now departemental road No. 21). It passed through the hamlet of Borghéas, then entered the Châteauvieux gorge where a three-arch bridge brought the road and the track over to the left bank. After passing the pumping station of a spring which supplied part of the city of Nice with drinking water, trams reached the hamlet of Ste. Thecla.” [1: p72]
The location of the three-arched bridge which is mentioned by Banaudo in the quoted text above. [21]The same location as seen on Google Earth in 21st century. [Google Earth, 18th October 2022]A 21st century view, looking Northeast across the bridge carrying the D21 over the Paillon de L’Escarene. [Google Streetview, March 2023]The village of Ste. Thecle sits in the valley floor adjacent to the Paillon de l’Escarene. It hosts a railway station which is named Peillon-Ste. Thecle which serves the two villages. Paillon is high above, and to the East of the village of Thecle. [22]A view of Sainte Thecle, the mills and Peillon which shows the tramway alongside the road. The view looks Eastnortheast towards Paeillon. Note the kerb marking the limits of the highway. Peillon can be seen high above Ste. Thecle in this photograph. The River Paillon de l’Escarene is below the road and tramway to the left. This old postcard image was shared by Jean-Paul Bascoul on the Comte de Nice et son Histoire Facebook Group on 5th October 2023 and comes from the private collection of Jean-Paul Bascoul. The location of this photograph is difficult to confirm in 21st century. The relative positions of Peillon and the rock outcrops behind make it clear that the location is in Ste. Thecle but changes in the buildings in Ste.Thecle make ascertaining the location difficult. No doubt someone with local knowledge might be able to firm up the position of the camera! [6]The tram stop at Les Moulins de Peillon seems to be marked on the 1955 map extract on the left. However, it is worth noting Banaudo’s comments below which seem to suggest that the tramway was on the East side of the road. The tramway is perhaps marked by the single line on the East side of the road. The location is named on the modern map extract to the right. The valley has, by this time, turned to the North. Access to the village of Peillon is via the steep road with hairpin bends in the top right of each map extract. [23]The village of Peillon sits high above the valley floor. It is a car free mediaeval perched village. [24]
The next stop was in the valley closer to Peillon and set among the mills. This stop provided a passing loop, the only one on the line. Banaudo continues: “On the right, the picturesque village of Peillon stands at 376 m at the top of a rocky spur in a site worthy of a postcard. Immediately afterwards, the valley narrows once again and forms the narrow Bausset gorge where the tramway line was established over 567 m on its own site overlooking the road, finding it again to cross the Paillon on a single-arch bridge.” [1: p72]
These comments from Banaudo suggest that the line was on the East side of the road, perhaps indicated by the single black line on the 1955 map extract above which crosses the side road to Peillon only a few meters to the East of the main road. It seems that North of this point the tramway was very close to the road but held above it by a retaining wall. Road and tramway came together again at the next bridge over the Paillon de l’Escarene. That bridge is marked on both of the map extracts (1955 and 2023) above. The bridge used by the old road and tramway is marked in grey on the modern map.
Looking East off the modern road bridge, the single masonry arch of the old bridge can be seen in a collapsed state. A modern road realignment at this location removed some dangerous bends and improved traffic flow. [Google Streetview, April 2023]
Beyond this point, with the tramway and the D21 now on the West bank of the river, the valley opens out and the route of the old tramway passes through Novaines before reaching the location of its terminus at La Grave-de-Peille.
The tramway ran along the old Route Nationale No. 21 to La Grave de Peille. As the road turned to re-cross the River Paillon de L’Escarene, the tramway continued for only a short distance to serve a cement works on the West bank of the river. [25]The terminus of the passenger service at La Grave de Peille. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 2nd December 2018. [8]
The terminus of the route was sited at the meeting point of the boundaries of three communes, Peillon, Peille and Blausasc, adjacent to a cement works which was operating from the mid-1920s and had its own branch-line from the tramway. The cement works became particularly significant in the life of the branch-line once the PLM opened its line between Nice and Cuneo in the late-1920s. Passengers deserted the trams as a much quicker journey to and from Nice was offered by the PLM from its two stations, Peillon-Ste. Thecle and Peille.
The railway station at Peille with the cement works visible in the distance on the right side of the image. This colourised monochrome postcard image was taken with the camera facing towards the Southwest. Trams ran along the valley from/to the lefthand edge of this image as far as the cement works. [26]
Banaudo highlights a particular problem with the line to La Grave de Peille. [1: p74] The tramway was built with minimal investment – just enough to reach its terminus. Rails were the lightest possible; the TNL used existing bridges not designed for the loads imposed by trams and trailers; road carriageway widths were decreased to provide space for the trams, (ather than setting the rails in the roads).
Local protests began as early as 1908, but issues becameore acute after the Great War because of the increased traffic on both the road and the tramway resulting from the construction of the Nice-Cuneo railway and the opening of the cement plant at La Grave. “Neither the road nor the railway were able to withstand this additional load. On 21st November 1928, the municipal council of Peillon reported that the Bausset bridge was in a lamentable state and, for lack of urgent measures, serious misfortunes occurred during the winter of 1928-29. Despite the protests of the TNL company which rightly feared for the sustainability of its rails, the Bridges and Roads Authority covered the rails with macadam to widen the roadway accessible to cars. What was predictable happened: insufficiently drained under this coating and tired by high tonnages, the rails were too weak and the already tired sleepers soon began to disintegrate.” [1: p74]
In 1937 proper maintenance was undertaken between Borghéas and Châteauvieux, “but the alarming state of the track, the insufficient electricity supply and the shortage of wagons led the TNL to provide its passenger service by bus” [1: p74] The cement factory also began to use road vehicles.
WW2 resulted in traffic (both goods and passengers) returning to the rails in the summer of 1940, but by the beginning of 1941 the track had deteriorated to such an extent that all tramway traffic had to be suspended.
Sufficient maintenance was undertaken to allow goods services to resume within a few weeks but the condition of the bridge at Bausset meant that the line North of the bridge could not be used by trams. Lime and cement, “went down by truck to the Peillon stop (Les Moulins), where it was transhipped on a train of two wagons limited to 6 km/h to Pont-de-Peille… The end-to-end service resumed on 7th July 1941, but it was again interrupted in September 1943 by the destruction of the Pont de Peille then at the end of August 1944 by that of the Pont de Bausset bridge.” [1: p74]
A temporary structure of steel beams and a wooden deck was quickly provided but “the track formed such tight curves on either side of the structure that derailments were not rare.” [1: p74]
Early 1945 saw the reintroduction of passenger and freight services but the following winter saw heavy flooding which destabilised the temporary bridge at Bausset and the line was again closed, this time for two and a half months. Ultimately the increasingly erratic service on the line resulted in its final closure in the spring of 1947.
La Pointe de Contes to l’Escarene
Sadly, this line was never used in earnest. Much was done to create the line but circumstances combined to mean the work done did not come to fruition. Initially, l’Escarene was chosen as the final destination for the tramway from Pont de Peille via La Grave de Peille in 1904. The concession for the line between La Grave and L’Escarene was awarded on 26th June 1904, but it was rescinded early in 1906.
Banaudo tells us that, “after several decades of procrastination, the construction of a Nice-Cuneo railway line had been approved by an international convention, granted to the PLM and made public. As the route of this line was established by the Paillon de L’Escarène valley which the tramway should have taken.” [1: p76]
The result of that decision was the truncation of the route from Pont de Peille to La Grave de Peille and L’Escarène at La Grave.
Banaudo goes on to explain that “the idea of connecting L’Escarène to the tram network was not abandoned, especially since some were still considering extending a line as far as Luceram and even Peirs Cava, at an altitude of 1400 m.” [1: p76]
In 1910 the Bridges and Roads Authority commenced discussions with the TNL. The steep Gradients likely to be required saw the TNL propose an option of a rack system.
It was not until 1913 that the route from La Pointe de Contes was confirmed. Work began in January 1914. The Great War saw work come to a standstill.
It was 1919, before rearranged contracts saw work recommence on the line. Ok about was in short supply and priority was given to the construction of the PLM line between Nice and Cuneo. In the end, the Departement suspended work on the line in 1926 because costs of materials had risen dramatically.
In 1928, Banaudo tells us, “at the request of the municipality of Blausan, the general council took the decision to develop the length of the tramway formation which was remote from the existing road, from Fuont-de-Jarrier to the Col de Nice which became the departmental road 321.” [1: p76] The planned tramway to L’Escarène was finally abandoned/decommissioned on 29th June 1933.
Had it been built, the total length of the tramway would have been just under 7.6 km with a maximum gradient of 55mm/m. It would have risen from a height of 131m above sea-level at La Pointe de Contes to around 410 m above sea-level at the Col de Nice.
The route was to have been served entirely by a single-track tramway leaving the line to Contes at La Pointe de Contes.
The red line shown on these map extracts provided by the IGN shows the route of the planned tramway as it left the route to Contes and Bendejun. A road now follows that line and appears on the modern mapping on the right. The road is named ‘Chemin du Tram’. The main road towards L’ Escarène leaves both extracts at the top right. [27]Looking North along the main road towards Contes. Behind the camera the road to L’Escarène heads away to the East. The tram stop for La Pointe de Contes was along this length of road. Just to the North of the tram stop was the point where the tramway to L’Escarène would have set off to the East. [Google Streetview, March 2023]The tramway to Contes and Bendejun ran ahead along what is now the D15. The route to L’Escarène would have run off to the right at what is now a road junction. [Google Streetview, March 2023]The route of the planned tramway followed what is now called ‘Chemin du Tram’ which runs directly ahead of the camera. It is the road to the left of the trees at the centre of this image. [Google Streetview, March 2023]A little further East along what would have been the route of the tramway. [Google Streetview, March 2023]The planned route ran to the right of the retaining wall before joining the D2204. [Google Streetview, March 2023]Looking back towards the D15 from the D2204. The tram route followed the retaining wall running away from the camera on the right side of the photograph, and then curved round between the two buildings seen beyond the parked vehicles. [Google Streetview, April 2023]
Initially, it would have followed the Route Nationale No. 204 (now the D2204) up the valley of the Ruisseau de la Garde.
Parallel map extracts, once again, provided by the IGN. The main features, which can be seen on both the 1955 extract and the 21st century extract, are the bridges which carried the road over the Ruisseau de la Garde. [28]The location of the first of the two bridges. There is little at road level to indicate that it is crossing the stream which passes some metres below the road. [Google Streetview, April 2023]The location of the second bridge is easier to make out. The modern road has been straightened and a new bridge constructed. The old road which would have been followed by the tramway bears away to the left with the new bridge directly ahead. [Google Streetview, April 2023]The view from the new bridge across the Ruisseau de la Garde of the old road. [Google Streetview, April 2023]The view Southwest along the D2204 in the 21st century. The old road can be seen on the right of the picture. [Google Streetview, April 2023]Further Northeast on the D2204 the verge of which would have carried the proposed tramway. [Google Streetview, April 2023]Again, further Northeast on the D2204 the verge of which would have carried the proposed tramway. [Google Streetview, April 2023]
At the hamlet of La Fuont-de-Jarrier, the tramway left the road and the valley to embark on a dedicated length of almost 4 km. Banaudo tells us that the route ran through “a landscape of arid hills where only pines managed to grow on ridges of gray marl. The only locality encountered was the village of Blausasc, below which a stopping point was to be established. The line continued northwards, passing through a small tunnel at a place called La Blancarde, to join the road approaching the Col de Nice.” [1: p76]
La Fuont-de-Jarrier was the point at which the proposed tramway diverted from the highway. The formation intended for the tramway became the base for the new CD 321. The new road is that shown leaving the established road to the right on the 1955 IGN map extract. [29]The junction between the D2204 and the CD321 in the 21st century. The CD321 follows the formation of the intended tramway to L’Escarène. [Google Streetview, April 2023]The next length of the CD321. [30]Over the first few kilometres, the carriageway was wide enough for two full lanes of traffic. [Google Streetview, March 2023]A further length of the CD321 with Blausasc above the road to the East. [31]The CD321 continues to follow the planned route of the tramway. This rock cutting was cut for the tramway. The location is at the bottom of the twin maps above. [Google Streetview, March 2023]The tramway route (CD321) runs ahead and bears to the right. The road which crosses the route at this location is the D221. [Google Streetview, March 2023]The red line marks the route of the CD321 which is built on the formation of the proposed tramway. The road crossing it at the staggered junction seen here is the D221 which linked Blausasc to the Route de la Col de Nice. [Google Earth, December 2023]Looking North-northwest along the CD321 towards the top of the twin map extracts above. [Google Streetview, March 2023]This next set of two parallel map extracts from the IGN show the Route de la Col de Nice marked by two heavy bold lines and the CD321 above it to the East. [32]
This next sequence of photographs show the road (CD321) running from the bottom of the twin extracts above towards the tunnel which can just about be picked out on the modern map extract above.
This sequence of four images shows the CD321 in the 21st century. Over this length, no attempt to widen the formation built for the intended tramway has been made. Retaining walls, where they exist, will most probably be those constructed by the contractors developing the tramway route. [Google Streetview, March 2023]An enlarged dual map extract of the area at the top-left of the last twin map extracts from the IGN. Both this, and the last pair of extracts show, on the right-hand, modern extract, the tunnel bored for, but never used by, the planned tramway which is, however, now used by the CD 321 in the 21st century. [34]
This next sequence of three photographs show the CD321 in the vicinity of the tunnel built for the planned tramway.
These three photographs show the Route de Blausasc (the CD321) passing through the old tramway tunnel. [Google Streetview, March 2023]Another set of twin map extracts from 1955 and the 21st century provided by the IGN. This pair of images provides the reason for the separation of the planned tramway route from the older Route de la Col de Nice. The hairpin-bends shown centre left on each of the images meant that the road would have been completely unsuitable for use by trams. Track curvature and gradient would have been insurmountable obstacles. To the North of the hairpin-bends, both routes converge. [33]The Col de Nice was the high point in the proposed tramway. The Route de la Col de Nice and the planned tramway met just to the South of the Col de Nice. [35]
North of the tramway tunnel, the last kilometre or so of the CD321 and hence the last length of the independent tramway formation required the construction of a series of retaining walls. These next few photographs illustrate the size of the task undertaken by the contractors in the early 20th century. The four photos follow the Route de Blausasc North towards its junction with the Route de la Col de Nice.
These four photos follow the CD321 North, each shows the size of the retaining structures built for the tramway. [Google Streetview, April 2023]
A few hundred metres before its junction with the D2204, the CD321 runs parallel to it with the two roads gradually reaching the same height above sea level.
The D2204 and the CD321 run parallel with no more than a few metres height difference. [Google Streetview, April 2023]The planned tramway, now the Route de Blausasc (CD321) meets the D2204 just short of the Col de Nice. [Google Streetview, April 2023]The Col de Nice in the 21st century. [Google Streetview, April 2023]
Banaudo talks of the tramway running in a cutting below and to the right of the road and then reaching L’Escarène at the end of a steep descent. [1: p76]
This final example of the parallel imagery provided by the IGN shows the D2204 (Rue de Chateau) running down into L’Escarène.
In the first instance, the tramway would have been within the width of the modern highway, but as shown below it did run below and to the right of the road on its way down into L’Escarène.
The view along Rue du Chateau, L’Escarène from the Col de Nice. The tramway formation ran on the right side of the road. [Google Streetview, April 2023]Heading down into L’Escarène evidence can be seen of the prepared tramway route to the right of, and just below, the highway. [Google Streetview, March 2023]The separated tramway route, metalled, runs to the right of, and below, the Rue du Chateau much of the way down into the centre of L’Escarène. [Google Streetview, March 2023]Closing in on the centre of L’Escarène, the proper tramway would have been within the width of the modern highway. [Google Streetview, March 2023]
I have not been able to establish the location in L’Escarène planned for the terminus of the tramway.
This article completes a series of articles about the early 20th century metre-gauge tramways and railways of Nice and its hinterland. Perhaps the next series of articles centred on Nice will look at the standard-gauge line between Nice and Cuneo? ……
References
Jose Banaudo; Nice au fil du Tram: Volume 2: Les Hommes et Les Techniques; Les Editions du Cabri, 2005.
The TNL (Tramways de Nice et du Littoral) had four lines which ran some distance inland from the coast. Three ran out from Nice, serving: Levens, Bendejun, and La-Grave-de-Peille. All followed valleys of the Paillon and its tributaries. As well as the line to La-Grave-de-Peille, the line to Contes and Bendejun was to have had another Branch to l’Escarene. Major work was undertaken on that line but it was never brought into use.
The fourth significant line operated by the TNL ran from Menton to Sospel. This line required some significant feats of engineering. The featured image above (public domain) shows one of the structures on this line.
You will find earlier articles about two of these lines on this website. They can be found by following these links:
Levens
Two earlier articles, the second of which involves some flights of fancy on my part – looking at a possible alternative routes for the tramway. As we will see below, those thoughts are not without merit given the discussions which took place around the best way for the tram network to serve Levens village.
Bendejun and La-Grave-de-Peille will be covered in a future article. This article focusses on updating earlier articles about the tramways between Nice and Levens, and between Menton and Sospel. ……
Further notes on the Nice to Levens Tramway
The full length of the line from Place Masséna to Levens was just over 23 km of which a little less than 6km were part of Nice’s urban network (between Place Masséna and St. André).
Apart from the articles mentioned above, the first 6 km are covered in another, recent article (which also covers a number of lines which were part of Nice’s urban network), and can be read by following this link:
These new notes are based around a section of José Banaudo’s French text: ‘Nice au fils de Tram, Volume 2: Les Hommes, Les Techniques‘ [1] Direct quotes are referenced.
In the main, the length of the line covered here is that from St. André to Levens (as built), and a section just over 1km in length which would have served the centre of Levens, Levens-Village but which was not completed because of the advent of WW1.
There was, however, a short length of tramway used by the Levens trams which did not follow the route of the urban trams to St. André. This detour followed the left bank of the River Paillon through Place Garibaldi, Rue de la République then Rue Barla and the Barla bridge, before rejoining the urban line of St. André on the right bank.
In addition, we need to note the significant impact of bad weather in the construction of the line in the area now known as ‘Pasteur’. Banaudo speaks of very significant storms during the winter 1907-1908. In particular, storms occurred on: 29th September; 3rd, 15th and 30th October; 3rd November; 10th and 27th December. Eventually work could recommence on 20th January and was finished on 27th March. Banaudo comments that “The additional work and necessary consolidations of the Paillon embankment ultimately increased the cost of the first construction contract for the Nice – Levens line by a third, compared to initial forecasts.” [1: p66]
Banaudo tells us that the maximum gradient on the whole line was 63mm/m and that less than 2 km of the line were level, having no gradient. At Place Masséna the line was only 9 metres above sea level, at Levens it reached 538 metres above sea level. [1: p62]
The St. André tram stop was the terminus of urban services. Banaudo tells us that “Beyond St. André, the tramway went up the valley of the Banquière or Gahre, right bank tributary of Paillon. It passed several caves and two mills nestled at the bottom of deep gorges between the heights of Falicon and L’Ahadie. Upstream of the Tinon bridge, the pass became so narrow that the tramway, hitherto on the shoulder, had to be embedded in the roadway with which it crossed the valley on several occasions. After the place called Les Clues, the valley widened a little and a tram stop served the hamlet of Moulin-de-Tourrette.” [1: p62]
Les Gorges de St. André de la Roche looking South towards Nice. The tramway can be seen on the right of the road. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 26th September 2023. [6]The tight Gorges de St. André looking towards Tourrette-Levens. The tramway is on the left of the road. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 3rd October 2022. [7]
From this point trams followed their own route a little removed from the main road for about 3 km, “punctuated by the curved Rio-Sec Viaduct and a short tunnel. The route overlooked the road, moved away from it, then finally rejoined it at the foot of the old village of Tourrette-Levens, renowned for its ancient castle. This locality, the most important encountered on the route. was served by a station established in the Quartier du Plan,” [1: p62] at the foot of the road serving the old village.
As noted above, a sequence of photographs of this separated tram route can be found here. [5]
Beyond Tourrette Levens, trams continued to climb through the Western slopes of the Mont Ferion range, “the line encountered two other passing places: at a place called Lava where a siding allowed wood to be loaded, and at the hamlet of Ste. Claire. The highest point of the line was reached on the plateau which forms the Grands Prés de Levens where festivals, sporting events and horse races are organized. The Levens terminus was located at a place called Les Traverses, where a wooden building housed a buffet enjoyed by travellers before the final climb on foot” [1: p62] to the village of Levens which is perched on a hillock at an altitude of 570 m above sea-level. “A superb site with both a Mediterranean and alpine appearance with the high peaks of the Vésubie valley in the background. In order to get closer to the center, a steep ramp extension including a curved line on its own site was undertaken to reach the current Lov Roux esplanade at the entrance to the village. Unfortunately, the war interrupted the work and this extension was never put into service.” [1: p62] Some further notes about the planned extension can be found after the review of key structures on the route.
Structures on the route included:
A. the Garibaldi and Barla bridges over the River Paillon (each made up of three cast iron arches);
This anonymous photograph (perhaps by Jean Walburg de Bray, 1839-1901), shows the Garibaldi Bridge and the right bank of the River Paillon. The view looks from southeast to northwest and is dated 1877. [2]
Three views of Pont Barla over the River Paillon in Nice, one even has a tram travelling over it! [3]
15th April 1912 – the line from Villa Caserta to Sospel was opened to passengers and the short branch to the PLM Station in Menton was closed.
B. the Tinon, Falicon and Clues bridges over the River Banquière (each a single masonry arch);
This extract from Google Maps shows the length of the M19 (Route de Levens) as it appears in November 2023. This area has experienced what might be termed some ‘remodeling’ as the quarrying works have expanded. The numbers superimposed on the satellite image are: 1: the location of an old road bridge across the River Banquière which also carried the tramway, referred to by José Banaudo as the bridge at Falicon; 2: the location of another old bridge spanning the river which, I believe, is that referred to by Banaudo as the bridge at Les Cles; 3: the present route of the M19 which appears to have once been the line of the old tramway; the line of the M19 before quarrying work expanded. The locations ‘1’ and ‘2’ are down in more detail below. The routes of the M19 denoted ‘3’ and ‘4’ are further illustrated by the map immediately below. [Google Maps, November 2023]An extract from the mapping of http://www.mapsof.net. Location ‘1’ on the satellite image is bottom-right in this image. A narrow older road is shown and the bridge over the Banquière is hidden by the symbol for the Grottoes de Saint Andre de la Roche. The old tram route then followed the north bank of the river along the route indicated by grey/white dashes. It appears that the M19 ran to the North of this as shown and rejoined the valley of the river via two hairpin bends. The second bridge is at the top-left under the ‘M19’ indicator. [4]A closer view on Google Maps of the location of the Falicon Bridge Location ‘1’ above. The new road bridge can easily be made out. The older bridge sits to the right of the Route de Levens close to the word ‘Services’. [Google Maps, November 2023]Looking Southeast from the abutment of the new bridge at the location of the old structure. [Google Streetview, November 2022]This is location ‘2’ above. One of the hairpin bends on the older M19 stands guard over the arch bridge which carried the older road over the River Banquière. The modern bridge is to its left. I think this is the bridge referred to by Banaudo as the bridge at Les Cles. [Google Maps, November 2023]Looking from the hairpin bend in the image above across the old arch bridge. [Google Streetview, October 2022]The next section of the M19 heading North. It crosses the River Banquière close to ‘A’ at the bottom of this extract from Google Maps, and again at D’. At location ‘A’ there is an older bridge across the Banquière which is probably the bridge referred to by Banaudo as the Tinon Bridge. This location is shown below.
Banaudo tells us that the tramway was remote from the main road on its own formation over this length for around 3 km “punctuated by the curved Rio-Sec Viaduct and a short tunnel.” [1: p62] That length of tramway commences at ‘C’ and continues through ‘E’ and onwards to Tourette-Levens. Some details of that length appear below but a fuller series of photographs can be found at https://rogerfarnworth.com/2018/03/20/the-nice-to-levens-tramway-part-1-chemins-de-fer-de-provence-54.Location ‘A’ showing the modern M19 and the older road bridge over the Banquière. [Google Streetview, April 2023]At location ‘C’ the tramway separated from the road and followed its own route to ‘E’. [Google Streetview, April 2023]Looking South at ‘E’ the old tramway rejoined the M19 but only for a very short distance. [Google Streetview, April 2023]
C. the Rio-Sec Viaduct (a single curved masonry arch) and the Moulins tunnel (40 m) which were on an independent formation a short distance to the East of the M19;
The Rio-Sec Viaduct curves round the East side of the area marked ‘P’ for Parking. The Tunnel des Moulins is the shaded length of road to the North of the parking area. [Google Maps, 2018]Almost as soon as trams began running alongside the road again, they separated onto their own route once more. This dedicated formation took trams over the Viaduc de Rio-Sec and through the Moulins tunnel. [Google Streetview, April 2023]The Rio-Sec Viaduct, seen from the East. [Google Streetview, 2018The Tramway formation over the Rio-Sec Viaduct. [Google Streetview]The approach to the Moulins tunnel over the Rio-Sec Viaduct. [Google Streetview, 2018]The Moulins Tunnel South portal. [Google Streetview, 2018]
D. the Levens tunnel (95 m, on the section built but not opened and now in use as a vehicular route into the centre of the village).
Some further observations ……..
Banaudo tells us that the process of agreeing the TNL tramway route serving Levens was different than for other routes (which were primarily dictated by the terrain and the orientation of the valleys). Early studies led to some elected officials recommending “linking Nice to St. Martin-Vésubie via the traditional stagecoach route via Tourrette, Levens, Duranus and St. Jean-la-Rivière.” [1: p66] When the project took shape in 1904, three routes were considered:
One extended the Cimiez line in the direction of Rimiez, L’Aire St. Michel, and Gairaut, from where it skirted the Mont Chauve massif to the west to serve the hilltop villages of Aspremont, Castagniers and St. Blaise, before arriving at Levens. This extremely picturesque cornice route would have served a well-populated area, but the travel time to Levens would have been prohibitive.
Another left the Paillon valley in St. André and climbed in switchbacks to the village of Falicon, then it joined the previous route in Gairaut. This route would have been even longer and more tortuous!
The last also left from St. André, but it went up the Gorges de la Banquière towards Tourrette, Ste. Claire and Levens. It served a smaller population than the previous ones, but had the advantage of being more direct route.
The third option was chosen and built between 1907 and 1909!
Banaudo continues to explain that the Compagnie du Sud [which ran the TAM tram network] applied for the concession of the Nice – Levens line, in the hope that, should an extension from Levens to St. Jean-la-Rivière be built it would connect with its own line in the Vésubie valley. But the chief engineer of bridges and roads decided to allocate the route to the TNL. His decision meant that the usage figures for the TNL network were reduced by this lightly populated route and as a result greater the line attracted greater subsidies from the State. [1: p66]
After the completion of construction in 1909, the commune of Levens lobbied for an extension into the village. Banaudo tells us that a route had already been considered by the Bridges and Roads Department which took the form of a long loop to keep gradients as low as possible. Initially a sizeable cutting was proposed which ultimately was superseded by a tunnel. [1: p66]
A contract was awarded and work started early in 1914. Work continued through to 1916-1917 slowed by the shortage of labour during the War. After the war, work restarted but disagreements over the financing of station facilities held up the works. Finally, the general council decided in 1926 to postpone the completion of the line and then, in 1929, proposed converting the route into a motorable road. It is in use as a road under traffic-light control in the 21st century. [1: p66]
Further notes on the Menton to Sospel line
Banaudo tells us that the total length of this line was close to 17.4 km of which the TNL saw the length from Place St. Roch along Rue Partouneaux to Villa-Caserta (2.4 km) and the short stub to Menton Railway Station (0.15 km) as part of its coastal network. The remaining length from Villa Caserta to Sospel (14.9 km) was deemed part of their departmental network. [1: p77]
This Baedeker map of Menton in the early 20th century (1902) has been annotated to show tram routes in red. The line from Monaco to Menton ran along Avenue Carno and Avenue Felix Faure. At Place St. Roch the line to Sospel left the coastal route and ran along Rue Partouneaux as far as Avenue de la Gare and then Northwest alongside the River Carei. A short branch left the line to serve the Railway Station, but was only in use for a few years. [21]
The line originated in Place Saint Roch and ran first along Rue Partouneaux.
Avenue Felix-Faure/Place St. Roch, Menton, looking Northeast. On the left we can see the waiting kiosk of the TNL tram urban lines. There is a tram waiting at the stop which will leave along Rue Partouneaux to the Careï valley which exits the photograph to the left. It will possibly stop at the Villa Caserta terminus, or it will continue towards Monti, Castllon, the valley of Bévéra and the Sospel terminus. This image was shared by Jean-Paul Bascul on the Monaco4Ever Facebook Group on 28th September 2023 (Collection privée J-Paul Bascoul). [15]Looking into Rur Partouneaux from Place St. Roch. The Hotel des Postes is visible at the first junction down Rue Partouneaux. Note that it has an extra storey in the modern image. [Google Streetview, April 2023] This view is surprisingly similar to an early 20th century view which can be found on the Maonaco4Ever Facebook page on this link: https://www.facebook.com/MentonDuPasseAuPresent/photos/a.635924896587645/904791879700944/?__cft__[0]=AZX5F8XW__jQPAyygfwvR03xmeAlwW_69beRs7RwlwE6xsjQfZ63F76O9fVpVPdM1BJs7Sko4cCH399fbkWwRbZM3L9NxeGF889CfcQ1_7n1krmUaygG3KAdo2h7ZHbuHUUryowX6X5bDwpFxz0OAGE5IBIgQ4UTuX_U-hOLi7R9JLmGRwSgl8bz-28sshkfnjk&__tn__=EH-R . [20]The view from close to Place St. Roch along Rue Partouneaux. The Hotel des Postes et Telegraphes is seen on the corner of the next junction. A tram travelling towards Les Jardins Biovès is seen immediately outside the building. [17]A similar view in April 2023. The building has the additional storey noted above. [Google Streetview, April 2023]Further Northwest along Rue Partouneaux. This old postcard view shows the road as it runs toward Les Jardins Biovès. The trees on the right of the road were Orange Trees. [18]This is the same location in the 21st century. Rue Partouneaux runs towards what were Les Jardins Biovès. [Google Streetview, October 2022]A tram leaving Rue Partnouneaux and about to turn North alongside Les Jardins Biovès. [19: p5]The same location in the 21st century. Rue Partouneaux is directly ahead of the camera. The old tramway curved round to the North. Its route approximated to the curved line of bollards. [Google Streetview, March 2023]
The maximum gradient on the line was 68mm/m, only 0.144 km of the line was on a level formation. The line started in Place St. Roch at 3 metres above sea level and reached a maximum altitude of 572 metres above sea level at the Castillon tunnel. In all, trams had to negotiate 482 curves as they travelled the line of which 143 had a radius less than 40m. [1: p77]
Over 75% of the route was independent of the road between Menton and Sospel, now the D2566/D2566A. With its tight curves, “its imposing structures and its stations with spacious buildings, the Menton – Sospel line appeared much like a real mountain railway. In this way, it was more similar to the daring branches of the TAM network than to the other TNL lines in the Nice hinterland which retained the appearance of urban tramways.” [1: p77]
Banaudo tells us that “the line was entirely single track. It met the coastal artery at a triangular connection on Place St. Roch, at the entrance to the old town of Menton. The tram left from the western branch of the triangle, along which a wooden kiosk housed travelers and company agents. Via Rue Partouneaux, trams accessed the Biovès public garden which occupies an esplanade created by covering the River Careï. At the top of Avenue de la Gare (today Verdun) there was a short branch of 147 m on a ramp of 40 mm/m which ended in a dead end at the entrance to the courtyard of Menton PLM station. [That branch] served as a terminus for urban shuttles from Place St. Roch.” [1: p77] The branch lineline was brief both in length and life since, “after only operating from 1903 to 1912, it was abandoned during the First World War.” [1: p77]
Immediately beyond the station branch, the tramway passed under the bridge of the PLM Nice – Ventimiglia line then continued up the right bank of the River Careï where there was a goods station. Banaudo says that, “the line passed at the foot of the L’Annonciade Hill, where a funicular served a hotel and a monastery.” [1: p77]
The Funiculaire de L’Annonciate served a hotel and Monetary at the summit of L’Annonciade Hill in 1919. The funicular railway opened in 1914 and closed circa. 1939. [8]
Continuing North, three passing-loops were provided at “Villa-Beau-Séjour, at the Gioan-Bosio property Ans at l’Octroi-due Careï. Soon after, “the Villa-Caserta tram stop marked the terminus of urban services. Upstream and downstream of this point, two dedicated branch lines allowed the Mercier and Gianotti companies to load materials to be sent to Sospel for the construction of the PLM Nice – Cuneo line.” [1: p77]
The route continued North along what is now the D2566 avoiding one tight bend by following its own course for approximately 450 metres. The hamlet of Monti had its own tram stop and was the location of a reinforced concrete viaduct which spanned both a ravine and the road. Pictures of this structure can be seen further down this article.
The tramstop and passing loop at Monti. [16]A similar location in 2023. Both views look South from a point just to the South of Viaduc de Monti. [Google Streetview, March 2023]
Now running on its own formation, the tramway climbed above the road for 2.3 km. Banaudo explains that the road climbed to meet the tramway “at the Ubac-Foran forest house. Arriving at a point where the valley narrows sharply and where the gradient becomes steeper, the track ran again on its own formation to span the road and the River Careï on the curved Careï viaduct, with five masonry arches.” [1:p77]
Over the River Careï the tramway continued climbing steeply in a Southeasterly direction to the location of the Caramel viaduct, “whose bold silhouette had already been visible for several minutes standing out against the mountainside. This major [structure] on the line had thirteen arches with a total length of 120 m, which were part of an omega-shaped loop below the road.” [1: p77] To the Northwest of the Viaduct, two dead-end tracks were provided, one to serve a quarry, the other to stop trams whose brakes had failed before they ran out onto the viaduct.
Continuing its ascent, the tramway again left the road and approached the bottom of the valley where the Castillon tram stop was located. “It was in a damp and isolated site below the village and the pass of the same name. A substation incorporated into the station building provided the line’s electrical supply. This was also the location of the southern portal of the 763 m tunnel under the Col de Castillon, the longest structure of this type drilled for a tramway in the Alpes-Maritimes.” [1: p77]
At its Northern portal, the tunnel opened into the green valley of Merlanson at an altitude of 572 m, the highest point on the TNL network. “From there, the line descended on its own formation for 4900 m on the right bank of the river. To the west stands Mount Barbonnet crowned with a fort while in the background, at the foot of the amphitheater formed by the mountains of the Authion massif, the Bévéra valley widens to form the basin where the town of Sospel is located.” [1: p77]
Approaching Sospel, the tramway ran under the embankment of the PLM Nice – Cuneo line then ended its journey at the entrance to the town where a station was built with a passenger and goods facilities and a motor shed. Banaudo tells us that during the years of construction of the PLM railway, “the track extended to the platform of the future PLM station, where the materials could be supplied by the Mercier and Gianotti companies.” [1:p77]
Sospel showing the tram stop/station centre-left and the PLM station top-right. This is an enlarged part of a photograph taken after the completion of the construction of the PLM railway line. It was shared on the Comte de Nice et son Histoire Facebook Group on 15th March 2017 by Pierre Richert. [12]Sospel tram station. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Ciccoli on 11th September 2017. [13]TNL Tram No. 13 is heavily laden with bags of cement and in charge of a long load affixed to two short, flat wagons. The photograph is taken close to Sospel with the works underway on the PLM Nice to Cuneo line. [19: p6]
Key Dates
Banaudo provides details of dates relating to the life of the whole line. [1: p78] The more significant of these are: 1903 (the line between Place St. Roch and the PLM Railway Station was opened to traffic); 1911 (the route between Avenue de la Gare, Menton and Villa Caserta was opened); 1912 (a courier service between Menton and Sospel was opened); 1913 (the goods service between Menton and Sospel was inaugurated); 1923 (the new numbering system was put in place: No. 45 was given to the urban service between Menton and Villa Caserta; No. 46 TP the interurban service Menton to Sospel); 1927 (the urban service (No. 45) was extended to Route-de-Monti); 1931 (trams on Ligne No. 46 were replaced by buses and the tram service (Ligne No. 45) between Villa Caserta and Route de Monti ceased); January 1932 (trams on Ligne No 45 between Avenue de la Gare and Villa Caserta were replaced by a bus service); March 1932 (the remaining length of the line between Place St. Roch and Avenue de la Gare was closed). In the summer of 1933 the full length of the line was decommissioned.
The full service between Menton and Sospel was active for less than 20 years!
The Main Structures on the Line
These were: the Peïrola Ravine Bridge; the Monti Viaduct (1 concrete arch of 36 m, total length 79 m); the Ture Ravine bridge; the Pian Ravine Bridge; the Careï Viaduct (5 arches of 8 m); the Caramel viaduct (13 arches of 8 m, length 120 m); and the Castillon Tunnel (763 m).
Structurae.net provides a number of photographs of the Viaduc de Monti which remains standing in the 21st century. These images can be found here. [9]
Viaduc de Monti in the early 20th century, probably 1910. [10] Banaudo tells us that this was chosen from five design submissions. The structure was designed by François Hennebique was selected in 1907 by the deputy chief engineer Amaud who judged it to be the most economical (38,000 francs), the most advantageous and the most satisfactory in appearance. [1: p81]The Viaduc du Monti again. One of the very few times that steam was seen on TNL lines. We see the same consist at Viaduc du Caramel a little further down this article. [19: p7]A tram crosses Viaduc de Careï having run down the gradient from the Viaduct du Caramel which can be seen in the distance. The tramway can be seen running below the road on the left of this image.Viaduc de Careï seen from the hillside to the South. In the 21st century the viaduct looks very different as the D2566 has been widened and realigned. [11]A photograph from a similar location showing the way in which the valley has been remodelled, realigning and lifting the road, so that the piers of the viaduct seem much shorter. [Google Streetview, April 2023]This is an evocative photograph which pictures a small steam engine travelling up the Menton to Sospel tramway. The location is the Viaduc du Caramel and the photo is taken from the carriageway of what will become the D2566. The 0-6-0T locomotive is in-steam but the tram (TNL No. 13, which we have seen in an image earlier in this article) also has it supply pole raised and in contact with the overhead lines. It is positioned behind the locomotive presumably to give some tractive effort and perhaps also as a fail-safe needed because of the gradient of the line. The locomotive is being moved to work on the PLM railway line between Nice and Cuneo (Nice – Sospel – Breil-sur-Roya – Cuneo). [19: p4]A view of the Viaduc du Caramel in March 2023, taken from a similar position as the monochrome image above. [Google Streetview, March 2023]The approach to the Castillon Tunnel from the South in around 1920 with a tram heading for Menton. The hamlet of Castillon sits more than 130 metres above the tram stop. This image was shared on the Comte de Nice et son Histoire Facebook Group on 6th August 2021 by Alain Nissim. [14]A modern view of the old tramway tunnel. The original bore is on the right. The new bore is on the left. The modern road is the D2566A which follows the line of the old tramway. The works underway in March 2023 were still being undertaken in November 2023 when we followed the route by car on the way from Sospel to Nice. [Google Streetview, March 2023]The southern portal of Tunnel de Castillon (public domain). [22]A closer view of the southern portal of the old tunnel in 2023. [Google Streetview, March 2023]The northern portals of the two tunnels in 2023. [Google Streetview, March 2023.
The Tunnel de Castillon was an essential element of the scheme, the additional climb to the village would have required a significant series of loops either side of the pass and severe gradients. Structurae.net provides a number of photographs of the Tunnel which remains standing in the 21st century and is in use as a road tunnel. These images can be found here. [24]
Steep Gradients on the Menton to Sospel Tramwayand the wider tram network
Banaudo’s book has a short feature relating to the exceptional gradients on the Menton to Sospel line and throughout the TNL and TAM networks. [1: p81]
99% of the Monton to Sospel tramway was on a gradient. The average gradient between Menton and the summit of the line at the North end of the Tunnel de Castillon was 46mm/m over almost 12.4 km. This was unique in the Alpes-Maritimes and “assez exceptionelles (quite exceptional) en France.” [1: p81]
Over 7.7 km was graded between 46mm/m and 60 mm/m. 60 mm/m was specified as the steepest grade permitted, but during construction it became obvious that complying with the specification would unduly lengthen the line. Ultimately, the Department of Bridges and Roads permitted over 4.1 km to be built with steeper grades (between 61 and 68 mm/m), mainly in the Careï valley.
Banaudo points out that at “the same time, in Switzerland, Italy and Austria, such lines were put into service with vehicles equipped with specifically adapted traction and braking mechanisms, the Departement des Alpes-Maritimes and concessionaires (the TNL on Menton-Sospel and the Sud-France on the entire TAM network) did not seem to appreciate the level of risk involved in such operations.” [1: p81]
The TNL had been successfully running 168 hp bogie trams equipped with compressed air brakes on the Contes and Levens lines. However, trials on the Menton-Sospel line demonstrated that their electrical equipment could not sustain the stresses imposed by such long and steep gradients. “As soon as sustained effort was required, the entire circuit was at best overheated, the circuit breaker tripped and the fuses blew, the wheels of the trolleys could melt, the controller would start to smoke, and soldered connections could melt and cables ignite. It was therefore decided to modify these trams and equip them with more powerful motors. But pressure from the Departement to put the Sospel line into service, meant that the service was opened in the spring of 1912 with two standard type T2 passenger trams and one self-propelled goods van. These two-axle vehicles only had a power limit of 70 and 84 hp which did not even allow for the lightest of wagons to be towed. The handbrake was supplemented by (un freinage rheostatique) rheostaic braking. No air-brake was provided!” [1: p81]
Banaudo goes on to explain that, “The inadequacy of this equipment was tragically brought to light on 11th September 1912, when a train carrying gravel for finishing work on the line ran down the steepest slope: The handbrake was unable to hold it and the power pole separated from the overhead supply, rendering rheostatic braking inoperative. The convoy ended up derailing and crashing at the foot of the Monti viaduct, killing the driver and the conductor.” [1: p81]
Sadly, just two weeks later the first of the modified bogie power cars Nos. 214 to 216 entered service (on 23rd September 1912). These were equipped with “hand, air and rheostatic brakes, developing a power of 240 hp, these tramcars proved to be better adapted and could tow two passenger trailers or three goods wagons on the steepest slopes. In June 1913, two self-propelled goods vehicles were modified in the same way and moved to the Sospel line, which ensured regular freight traffic from summer onwards. A third ‘tracteur’ of a similar design was put into service the following year.” [1: p81]
In the meantime a derailment of a train on the TAM line between Cagnes-sur-Mer and Grasse occurred on 17th September 1913 at the Viaduc de Cloteirol near Villeneuve-Loubet. “This disaster caused many deaths and the commission formed following this accident to improve the safety of the departmental network covered all the lines, including that of Sospel on 29th January 1914. Following its conclusions, the Department of Bridges & Roads limited tram speeds to 16 km/h uphill and 12 km/h downhill as well as when crossing viaducts. Four safety stops were established for descending convoys at points located at the top of steep slopes: above the Viaduc du Caramel viaduct, at l’Ubac-Foran, above the Pont de Monti and at km 3,350 between this hamlet and the stop at Villa Caserta. The first two stops, where the tramway could leave and pick up passengers, were equipped with a point directing an out-of-control convoy into a dead-end siding with a strong contrary slope. … In Villa-Caserta, a similar device was provided to stop any runaway of vehicles parked at the terminus of the urban service.” [1:p81]
References
José Banaudo; Nice au fil de Tram, Volume 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005.
The featured image above is a picture of the Pilling Pig. It was shared by Mandy Sharpe on the Visions of Trains and Tracks of the North West of England Facebook Group on 19th August 2017. [6]
One of six postcards produced by Dalkeith. This card shows the full length of the line. [16]
In the past, I have written two articles about the Garstang to Knott End Railway, those articles can be found on these two links:
Reading some back copies of Railway Bylines, I came across an article in the March 2002 edition of the magazine about this short rural line. The article was written by R. Supwards with photographs by Douglas Robinson.
The line had a hesitant start and always struggled financially, but it remained independent until being taken over by the LMS at the Grouping but lost its passenger service in 1930. It was closed to goods traffic beyond Pilling at the end of 1950. In the summer of 1963, the line beyond Garstang Town was closed. The remainder of the branch did not last long. It was closed by the end of August 1965.
A ‘Cauliflower’ 0-6-0 locomotive in LMS colours sits at Knott End before setting off towards Pilling and Garstang. This image was shared by Steve Scott on the Visions of Trains and Tracks of the North West of England Facebook Group on 27th August 2017. Permission to use here has been applied for. [7]One of six postcards produced by Dalkeith. The station at Knott End is shown from two different angles on the right of the card. The station layout is shown on the left. [16]
Supwards’ article highlighted the different locomotives used on the line: “until about 1950 the engine was usually a ‘Cauliflower’ 0-6-0 from Preston.” [1: p196] These were followed by “Ivatt Class 2 2-6-0s, with the line being worked on the ‘one engine in steam’ principle. On weekdays the ‘Pilling Pig left Preston (North Union Yard) a little before midday and returned from Pilling at 3.10pm, whereas on Saturdays it left Preston at 7.37am and started back from Pilling at 10.17am. The return trips went to Farington Junction in Preston.” [1: p196]
By the mid-50s, the Ivatt locos were replaced by ex-L&YR 0-6-0s, which in turn were soon replaced by ex-LNWR 0-8-0 locomotives and then, by the late 1950s, Stanier Black 5 4-6-0s.
Supwards’ also records enthusiasts visits to the line. The first he records was on 1st May 1954 (when a joint Stephenson Locomotive Society/Manchester Locomotive Society tour visited Pilling as part of a tour of several ‘goods only’ lines in the area, hauled by 2-6-4T No.42316). [1: p196]
Another railtour took place on 29th May 1958 (a Manchester Locomotive Society brake van trip, which comprised a single brake van attached to the usual branch working in the care of an LMS Black 5 Class 4-6-0 locomotive, No. 45438). [1: p196] By that time Black 5s were the standard motive power on the line and remained so until its closure. [1: p196/198]
Various sites along the length of the branch line. This is another of the six postcards produced and sold by Dalkeith. [16]The Pilling Pig crossing the canal bridge at Nateby near Garstang in the mid-20th century. This image was shared on the Visions of the Trains and Tracks of the North West of England Facebook Group by Ian Gornall on 21st September 2021. It is used by kind permission from Ian Gornall. [3]
Supwards’ short article is supported by a series of photographs taken by Douglas Robinson which are not reproduced here for copyright reasons.
An excellent book about the line was written by Dave Richardson, published by the Cumbrian Railways Association. [4]
The Pilling Pig: A History of the Garstang & Knott End Railway. [4]
There is a superb set of photographs of the branch collated by Paul Johnson on smugmug.com. [5]
Locomotives
As promised in an earlier article about this line, here are some details of the locomotives that served the line in its early years before it was absorbed by the LMS. The basic details come from the Wikipedia article about the line: [8]
1870: Black, Hawthorn 0-4-2ST Hebe
“The line opened on December 5, 1870, running with a single locomotive, Black Hawthorn 0-4-2ST Hebe, passengers boarding any point along the line by request. … In 1872, Hebe broke down, with all services suspended, and soon the company was in rent arrears. The locomotive was repossessed, and for the next three years only occasional horse-drawn trains were run.” [9]
1874: Manning Wardle 0-4-0ST Union
“Services resumed in 1875 using a new locomotive, Manning Wardle 0-4-0ST Union.” [9]
In the late 1870s, Farmer’s Friend, was given the nickname ‘Pilling Pig’ “because of the squeal made by its whistle. This name became colloquially applied to all of the line’s locomotives and even the railway itself.” [9] This locomotive was operational until 1900. [11]
Hudswell Clarke 0-6-0ST ‘Farmer’s Friend’. This is an extract from one of six postcard images printed and sold by Dalkeith. [16]
1885: Hudswell Clarke 0-6-0ST Hope
This locomotive had larger cylinders than Farmer’s Friend (13×20 in rather than 11×17 in) but operated at the same boiler pressure (120 psi). [12]
1897: Hudswell Clarke 0-6-0ST Jubilee Queen
Hudswell Clarke 0-6-0ST ‘Jubilee Queen’. This is another extract from one of six postcard images printed and sold by Dalkeith. [16]
This locomotive had larger cylinders than Hope (15×20) and operated at a higher boiler pressure (140 psi). [12]
1900: Hudswell Clarke 0-6-0ST New Century
This is an enlarged extract from one of the six Dalkeith postcard images. It shows ‘New Century‘ at Garstang Engine Shed. [16]
This loco was a sister loco to Jubilee Queen, and is recorded by Wells [14] as having been purchased at the same time.
1908: Manning Wardle 0-6-0T Knott End
Hudswell Clarke 0-6-0ST ‘Knott End’. This is a third extract from one of six postcard images printed and sold by Dalkeith. [16]
This locomotive had 14×20 in cylinders and operated at 150 psi. [12]
1909: Manning Wardle 2-6-0T Blackpool
Manning Wardle 2-6-0T ‘Blackpool’. This is a fourth extract from one of six postcard images printed and sold by Dalkeith. [16]
This loco had 16×22 in cylinders, operated at 150 psi, and had larger diameter driving wheels (48 in). It was fitted with Isaacson’s patent valve gear. [12][13][14] It was Works No. 1747. Isaacson, together with Edwin Wardle and Charles Edward Charlesworth took out payments for the valve gear in 1907 (patents No’s. 17533 and 27899 of 1907). Atkins is quoted by steamindex.com as saying that “The 2-6-0T was rare on British standard gauge railways. The only other was on the Wrexham, Mold and Connahs Quay Railway – a rebuild from an 0-6-0.” [15]
Other Rolling Stock
Railmotor
In 1920, just a couple of years before the line was absorbed by the new LMS, a railmotor was hired by the G&KE from the LNWR. It was still running on the line in March 1930 when the passenger service ceased. [22: p22] It looked after the majority of passenger services on the line. “Seating 48 third class passengers, this vehicle originally operated in LNWR colours, but was later repainted in LMS red with the number 10698.” [22: p24-25] The last passenger service actually ran on Saturday 29th March, although the formal closure took effect before traffic started on Monday 31st March 1930. [22: p25]
Ex-LNWR Railmotor, LMS No. 10698, paused at Nateby whilst working a passenger service between Knott End and the main line at Garstang & Catterall. No. 10698 was renumbered as 29988 in 1933 and became the last of its type in service running through the war until withdrawal in 1948. (c) Knott End Collection. The photograph is used here by kind permission and can be accessed on the Railscot website, here. [23]
Coaches
The six postcards published by Dalkeith [16] include one showing coaching stock on the line. It is shown below:
Another of the Dalkeith postcards. as with the other postcard images, this appears to be a reproduction is of a Garstang & Knott End Railway poster from 1908. [16]
When the full line was completed to Knott End, eight bogie coaches were supplied by Birmingham Carriage and Wagon Co. Ltd. Since the bogie coaches had no guards compartment they originally worked with the goods brake vans, but in 1909 two new passenger brake vans were introduced.
After the removal.of passenger service from the Garstang to Knott End (G&KE) Railway, it seems that one or two items of rolling stock were transferred to the Wanlockhead branch of the Caledonian Railway in the 1930s. That line was originally the ‘Leadhills and Wanlockhead Light Railway’. [17] A thread on the Caledonian Railway Association Forum [18] explores what is known by members of that Forum.
Apparently, “In the early 1930s a composite coach with end roofed platforms was transferred from the Garstang and Knott End Railway to the Wanlockhead branch. Its LMS number was 17899.” [18]
It appears that “a G&KE 4 wheeled passenger brake van transferred at the same time.” [17]
It was scrapped at the same time as the bogie coach when the Wanlockhead line closed in 1939.[20]
There was an article about the construction, in 7mm/ft (O Gauge), of the two carriages in Model Railway News in October 1959. That article is produced in full below. [19]
A three-page article by N.S. Eagles in Model Railway News, October 1959 features his models of the two coaches. [19]3D images of the two coaches produced for 3D printing. [20]
Apparently, 6 of the 8 G&KE coaches “fetched up at the LMS Carriage depot at Slateford, where they were used as offices and stores until at least 1959.” [17]
Wagons
One of the postcards in the Dalkeith series shows wagons used on the line. One of these is covered above. There were two dedicated coaching brake wagons. In the image below the goods wagons are in grey and the coaching brake in deep red. [16]
The goods wagons on the line are featured on this last image, another of the Dalkeith postcard images. [16]
Drawings of G&KE Railway wagons can be found here. [21]
References
R. Supwards and Douglas Robinson; A Pig of a Job; in Railway Bylines; The Irwell Press, March 2002, p196-200.
Frank K. Walmesley; The Garstang & Knot-End Railway; in The Railway Magazine Volume 22, December 1959, p859–864
Jeffrey Wells; The Pig and Whistle railway: a Lancashire backwater; in BackTrack Volume 7, September 1993, p257–265; a summary is provided on steamindex.com: https://steamindex.com/backtrak/bt7.htm#1993-5, accessed on 9th December 2023.
Philip Atkins; Blackpool – Britain’s most obscure locomotive; in Backtrack Volume 10, January 1996, p40-42; a summary is provided on steamindex.com: https://steamindex.com/backtrak/bt10.htm#10-40 accessed on 9th December 2023.
Nice is a picturesque city nestled in the French Riviera. It is renowned for its stunning landscapes, vibrant culture, and rich history. In recent years, one of the most remarkable transformations in the city’s infrastructure has been the development and expansion of its modern tram network.
In November 2017, I wrote two short articles about the History of Trams in and around Nice and the development of modern trams in Nice.
After those two articles about the modern trams, further articles have explored the old first generation electric tramway network in and around Nice, extending to Cannes to the West, Menton to the East and into the hinterland North of the coast. All of these can be found on this blog under the Railways and Tramways tab, and then under ‘French Railways and Tramways’ … ‘Railways and Tramways Around Nice’. Indeed at the time of writing that series of articles continues to develop. The most recent articles have focussed on the coastal tramways between Cannes and Menton.
In November 2023, it seems to be a good time to review progress on the growing tram network in and around Nice, particularly since we would be staying in the area for 10 days.
The modern tram network in Nice has undergone significant development and expansion over the past few decades. The initial line, Line 1, was inaugurated in 2007 as part of a city-wide urban revitalization project. Since then, the network has expanded to include two more lines: Line 2, which opened in 2019, and Line 3, scheduled to be operational in the near future.
I asked ChatGPT to give me a short introduction to the modern tram network, this is what that AI software came up with:
“The introduction of a modern tram network has had a profound formal impact on the cityscape of Nice. The sleek, contemporary design of the trams, characterized by clean lines and a bold colour scheme, seamlessly integrate with the city’s existing architecture. The tram tracks, which run through the heart of Nice, have been ingeniously incorporated into the urban fabric, enhancing the overall aesthetic appeal of the city. The tram stops, with their modern structures and vibrant lighting, serve as architectural landmarks, contributing to the city’s cosmopolitan image.
The modern tram network in Nice plays a vital role in ensuring efficient and accessible transportation for both residents and tourists. Trams in Nice are known for their punctuality, frequency, and reliability, allowing passengers to reach their destinations quickly and comfortably. With dedicated lanes and priority at traffic signals, trams efficiently navigate through the city, avoiding congestion and minimizing travel times. Furthermore, the accessibility of trams is commendable, with low floors, ample space for wheelchair users, and clearly marked priority seating, ensuring that everyone can travel with ease.
The modern tram network in Nice also brings substantial environmental benefits to the city. By encouraging the use of public transportation over private vehicles, the tram system helps reduce air pollution and carbon emissions. Additionally, the trams in Nice are electrically powered, relying on clean energy sources, which further contribute to a more sustainable and eco-friendly transportation system. This commitment to environmental stewardship aligns with the city’s dedication to creating a greener future.
Beyond its formal and functional impact, the modern tram network in Nice fosters social cohesion and urban integration. The trams serve as communal spaces, bringing together people from different walks of life into a shared mode of transportation. This enhances the sense of community and interaction among residents and visitors, contributing to a vibrant and inclusive urban environment. Moreover, the tram system connects various neighborhoods, enabling better access to education, employment opportunities, and cultural amenities, further promoting social and economic development.
The modern tram network in Nice has transformed the city, both in its physical appearance and its provision of efficient and sustainable transportation. With its formal integration, efficiency, accessibility, environmental advantages, and social cohesion, the tram system has become an invaluable asset for the city and its residents. As Nice continues to evolve, the tram network will undoubtedly play a crucial role in shaping the city’s future, ensuring that it remains a model of modernity and progress.”
…….. Chat GPT
A fine, and glowing, introduction to the tramway network but which says no more than any city might want to say as an introduction to the use of trams in its urban environment. Hopefully we can add considerably more specific detail relating to Nice’s tramway network.
First a reminder of the history of trams and tramways in Nice:
“The first tramway in Nice opened in 1879, was electrified in 1900, and was followed by a departmental network in 1906. The entire network was electrified in 1910. In the 1920s, the network had 11 lines, some of which were partially used for goods transport. However, the tram was criticised and was replaced by buses on some lines beginning in 1927. The last tramway in Nice ceased service on 10 January 1953. ” [1]
The Developing Network
TheTramway de Nice is a 27.5-kilometre (17.1 mile), tramway in Nice. It is operated by the Société Nouvelle des Transports de l’Agglomération Niçoise, which is a division of Transdev. [2] The network operates under the name ‘Lignes d’Azur‘. [1]
The first line opened on 24th November 2007 and replaced bus lines 1, 2, 5 and 18. From the start, the system had 20 No. Alstom Citadis trams in service, providing a tram every seven minutes. Wikipedia states that “since its inception, the number of passengers has increased from 70,000 per day in 2008 to 90,000 per day in 2011. The frequency has gradually increased to a tram every four minutes in 2011.” [1]
The success of the trams resulted in the city authorities deciding to create additional lines. “The West-East T2 Line serves the Nice Côte d’Azur Airport to the West through the construction of a multimodal centre and the Port of Nice to the East. This line runs through a tunnel in the centre of Nice. A future extension of the West–East line, North along the Var valley, is proposed. Another extension, running further West from the airport, across the River Var, is also proposed. [3] In addition, the Nice authorities decided to extend Line 1 to the Pasteur neighbourhood.” [1]
The extension along the Var valley mentioned in the Wikipedia article is now, in 2023, operational as Ligne 3.
The Modern Tramway in Nice: Ligne 1 is shown in red; Ligne 2 in dark blue; and Ligne 3 in cyan. This is the network as it existed in November 2023 at the time of our visit. [3]
A further line, Ligne 4, is now under development with public consultation having taking place in October 2021 and archaeological investigation in St. Laurent-du-Var and Cagnes-sur-Mer undertaken between April and July 2023. [6]
The public inquiry for Ligne 4 was held in June and July 2023. [7] The proposed route is shown below. [8]
The Public Inquiry decided in favour of the creation of Ligne 4, with two reservations and one recommendation:
Reservation 1:
Boulevard Marechal Jean must be reconsidered, not as the route of the proposed line but in order to mitigate present congestion. Specifically, the authorities must: create shaded spaces; separate and reduce circulatory flows as much as possible for reasons of calm and safety; increase and promote as much space as possible reserved for pedestrians; use permeable surfacing; take advantage of the arrival of the tram to make Boulevard Marechal Juin attractive in order to revitalize businesses, professions and other activities. “The Commission, without calling into question the choice of route, requests that a new development proposal for Boulevard Maréchal Juin be submitted to public consultation at the most appropriate time.” [9]
Reservation 2:
Related to access provisions to one specific location, a clinic. The Commission required that, in addition to a ramp currently proposed, a suitable mechanised/motorised means of access from the tram stop to the clinic should be provided. [9]
Recommendation:
The current proposals only allow for one parking space for a funeral hearse for the Sainte Famille church in Cagnes-sur-Mer. The commission saw no reason why 4 such spaces could not be provided to give adequate provision for religious services without blocking the tramway. The commission also asked that the authorities give consideration to greater investment in the planned local park-and-ride provision to allow “the construction of underground parking lots, thus creating a landscaped public garden with an interesting perspective.” [9]
In the light of, often, protracted planning procedures in the UK, it is worth noting that the Inquiry finished towards the end of July and that the full report and summary report were published and available to the public by 7th September 2023, around 5 weeks after the closure of the Inquiry!
Looking further forward a fifth line is being considered. Ligne 5 will run from Drap to the eastern centre of the city of Nice.
A Focus on Ligne 1 …
On 27th May 2008, Railway Technology reported on the development of the first line which had opened in November 2007.
A map of Ligne 1. [24]
“The system’s distinguishing technical feature is the use of batteries aboard the trams to avoid the necessity of erecting overhead line equipment (OHLE) on two sections of the route. This was felt necessary to protect the character of the distinctive Italianate architecture and also because of restrictions such structures would put in the way of Nice’s carnival processions, both relevant to the area’s substantial tourism industry.” [4]
Apparently, the relatively short distances involved lent substance to the belief that battery operation was was more appropriate than the alternative Alstom OHLE-free system, APS. That alternative system has been used in Bordeaux and was due to be installed on “systems in Angers, Reims, Orléans and the Al Safooh tramway in Dubai, the more elaborate Alimentation Par le Sol/APS (ground-supply) format requires specialised equipment aboard the vehicles and also in the permanent way.” [4]
There are sections of grassed tracks throughout the system and Nice took the opportunity to undertake significant reworking of space, excluding general traffic from specific areas which then became tram/pedestrian only areas. That possibility has also been embraced in the ongoing development of the different lines which make up the system in 2023.
“The European Investment Bank made a €150m loan for the project which had a total cost of approximately €560m, of which just over 70% related to creating the tramway. Areas of expenditure indicative of the demands of the setting included storm water drainage works (€25m), rebuilding of Place Massena (€13m), public lighting (€4m) and tree planting (€1m).” [4]
At the time Railway Technology produced their article, they could write that, “The 8.7km double-track 1,435mm gauge line, with two brief sections where tracks diverge through narrow streets, forms a ‘U’ configuration, the two arms largely serving demand in residential areas and institutions. The base is near the southern end of the main thoroughfare Avenue Jean Médecin and the two open spaces near the Old Town, Place Masséna and Place Garibaldi, respectively 440m and 470m sections without OHLE. These ‘gaps’ are joined by a 320m section with OHLE between Opéra-Vieille-Ville and Cathédrale-Vieille-Ville stops where trams run conventionally.” [4]
Ligne 1, has only seen minor changes since it was first opened. Its western terminus is at Las Planas, and it is there that the line has its depot. “Built on sloping ground, the complex makes use of the restricted site by a line spiralling over the entry tracks beyond the Las Planas stop to give access to the depot proper and a short test track. Located close to the A8 autoroute, Las Planas also incorporates a park-and-ride facility.”
Its Eastern terminus was for some time at Pont Michel but an extension to Pasteur was completed in 2013.
Ligne 1 was initially supposed to transport 65,000 passengers/day. But it was quickly adopted by the people of Nice. Today, Ligne 1 can transport nearly 100,000 passengers/day and supports the ongoing development and attractiveness of the neighbourhoods it passes through. “Around 126,500 residents and more than 42,000 jobs, or 37% of Nice’s population and nearly a third of the city’s jobs, are less than 400 metres from the line. With 22 stations and a frequency of one tram every 4 minutes, Ligne 1 allows residents of the city to reduce their travel time.” [5]
At its opening, Ligne 1 was operated by a fleet of 20 No. 20 Alstom Citadis type 302 trams. “The fully air-conditioned, 100% low-floor, modular five-unit double-ended trams could be extended in response to the high take-up of the service. Roof-mounted Ni-MH (nickel-metal hydride) traction batteries with an operational life of at least five years were supplied by Saft under a €2m contract, giving trams a range of up to 1km at a maximum speed of 30km/h with air-conditioning in operation, the switching of power being either from the overhead line or the batteries is activated by the driver, with the pantograph fully lowered when running without OHLE.” [4]
“Each tram’s driver console features visual and audio indications of the need to operate the power changeover sequence. The batteries recharge from the overhead supply while in conventional operation. There is no additional external infrastructure needed to operate the trams under battery power over the OHLE-free track.” [4]
The approximate Ligne 1 end-to-end journey time is 30min. “The control centre is at the depot, linked with trams and to the extensive network of video monitoring of the system. Benefiting from road traffic exclusions and priority at crossings, in this totally urban setting, trams can attain an average 18km/h, as opposed to 11km/h for buses.” [4]
The approximate Ligne 1 end-to-end journey time is 30min. “The control centre is at the depot, linked with trams and to the extensive network of video monitoring of the system. Benefiting from road traffic exclusions and priority at crossings, in this totally urban setting, trams can attain an average 18km/h, as opposed to 11km/h for buses.” [4]
A Focus on Ligne 2 …
Ligne 2 connects the Airport with Nice’s Port Lympia, traversing central Nice. It connects with Ligne 1 at Avenue Jean Medecin and at Place Garibaldi.
A plan of Ligne 2, Nice. [25]
Following the success of tram Ligne 1, the mayor of Nice, Jacques Peyrat, decided to create a new line crossing Nice from east to west. This line would make it possible to serve the entire western district of the city which represents around 200,000 people, to transport more passengers (around 105,000) than with buses (around 70,000) as well as to reduce road traffic.
Between 2007 and 2008 a dedicated bus route to the Airport was provided, but the election of Christian Estrosi as Mayor in March 2008 put an end to that project. [18]
On 25th June 2008, “Christian Estrosi announced that Ligne 2 would be built on the Promenade des Anglais, which would have made it possible to reduce costs and build the line more quickly as there would have been little or no traffic preparatory work to be done. The trams would have to be powered from the ground in order to prevent an overhead line damaging the view.” [18]
“The controversial project along the Promenade was finally abandoned when on 9th October 2009, the mayor of Nice announced that Ligne 2 of the tramway would be built through the city, abandoning the route along Promenade des Anglais. The revised project meant that Ligne 2 would be 8.6 km long, including 3.6 km in tunnel. on the surface, the line would serve Nice-Côte d’Azur airport, the planned Saint-Augustin multimodal station (connection with the SNCF, the future TGV and the future tram Ligne 3) then would pass through Avenue René-Cassin, Avenue de la Californie and Rue de France. From the intersection with Boulevard François Grosso, the route would run underground with the stations Alsace-Lorraine, Musiciens, Place Wilson (near the future new town hall of Nice), Garibaldi, Île de Beauté (Port of Nice ) and Place Arson. The route would then return to the surface as far as a terminus at Nice-Riquier SNCF station.” [18]
The intention was for the work to be completed in 2016:
2013: construction of the tunnel in the city centre.
2016: commissioning of line 2 from Saint-Augustin to the port.
The Public Inquiry took place in December 2011 and January 2012 and some changes were made to the scheme as a result. These included:
The Eastern terminus being placed on the Cassini Quay at the Port.
A new stop being included at Sainte Helene.
Compensation being made available to traders affected by construction work.
In 2013, the line was divided into two sections. The first part between CADAM, Magnan and the Airport was given a target completion date of 2017, the remainder was scheduled for completion by 2019. [18]
As the scheme developed the programme had to be amended. In June 2018, the length of the line between Magnan and CADAM was opened; in December 20th18, the length between Grand Arenas and the Airport terminal was completed; in June 2019 the length between Magnan and Avenue Jean Medecin was commissioned; and the final length to Port Lympia opened in December 2019. [18]
The cost of the work was estimated at 770.7 million euros, including 758.7 million euros for the work defined in 2009 and 12 million euros to cover modifications made by the public inquiry. This was financed by: the State (52.8 million); the general council of Alpes-Maritimes (50 million); the regional council of Provence-Alpes-Côte d’Azur (26 million); the European Regional Development Fund (3 million); and the airport company (between 10.2 and 12.6 million); the city of Nice (50 million); the General Investment Commission (4.69 million for rolling stock purchase); a loan from the European Investment Bank (250 million); and a loan from the city’s deposit and consignment fund (250 million). [18]
A New Depot
A new depot was built for Ligne 2 alongside the Ligne 1 depot at Henri Sappia.
A schematic plan of the new depot. The storage lanes are to the left of the diagram, numbered ‘2’ in the legend. [18]
The Henri Sappia depot is too small to accommodate all the trains from Ligne 1 and Ligne 2 simultaneously, a new depot has been built next to it. It is also the operational centre for the line. It is located between the A8 motorway and the Nikaia Palace with a total area of approximately 40,000 s². It is large enough to accommodate the 44 m trams of Ligne 2 as well as Ligne 3 and the future Ligne 4, around sixty. It is made up of a maintenance workshop, a storage centre of 2,860 m², a centralized control station of 130 s² and parking for two hundred and fifty vehicles. [18]
Alstom Citadis X05 trams are in use on Ligne 2. Unlike Ligne 1, the new tramway does not feature overhead contact lines on the entire surface section of the route. This option was requested by the Nice Côte d’Azur Metropole to integrate the new tramway line into the urban landscape while preserving the city’s architecture. Instead, the line has been installed with intermittent charging in stations. [20]
Alstom supplied its latest ground-based static charging technology, SRS, which allows a tram to charge safely and automatically in under 20 seconds while stopped at a tram stop. The trams are equipped with an on-board energy storage device, Citadis Ecopack. Equipped with this technology, trams can charge up at each station as passengers get on and off, without extra stopping time and without driver intervention. [20]
Citadis X05 trams incorporate new technologies designed for lower energy consumption. The vehicles incorporate a 100% low-floor design. They have balcony-style windows, multi-purpose areas, LED lighting, CCTV cameras, emergency intercoms, electrical braking, permanent magnet motors and sensor-based air-conditioning. [21]
Heating, ventilation, and air conditioning (HVAC) systems installed in the trams contain separate controls for passengers and driver zones. Each bogie offers a 750mm-wide central aisle. The entrance height of the intermediate front doors is 326mm and 342mm. The trams’ crash absorption resistance complies with the EN15227 standards. [21]
Each motorised bogie of the vehicle is fitted with two air-cooled permanent magnet traction motors. They provide a maximum acceleration of 1.3m/s² and permit deceleration of 1.2m/s², while the compression load is 400kN. [21]
The contract with Alstom was worth €91m and covered the delivery of 19 Citadis X05 trams and all necessary land-based static charging points. The contract also includes options for up to 18 further trams and associated energy charging systems and maintenance services. [21]
A Focus on Ligne 3 …
Ligne 3 connects the Airport with Saint Isidore, stopping at Allianz, Nice’s sports stadium. It connects with Ligne 2 at the airport, Grand Arenas, Paul Montel and Digue des Francais.
A route plan of Ligne 3 which runs North-South along the valley of the River Var. [26]
Ligne 3 is 7km long in total, stretching from Terminal 2 at Nice Airport to the heart of the Saint-Isidore district, North along the valley of the River Var. It has 11 stations in total including 5 stations in common with the West-East line. Trams travel at an average speed of 22km/hr. 12,000 passengers per day is the average usage. Trams run at a Frequency of 10 minutes and 6 trams are dedicated to the line. Additional trams are operated on march days or events and on these days a frequency of 3 minutes is sustained. It is predicted that by 2026 25,000 jobs, 11,400 inhabitants and 5,400 new homes will be served by the line. [27]
In 2017, the route Ligne 3 was finalised by the authorities. The work had an estimated cost of 56.3 million euros excluding taxes, partly subsidized by the State (3.5 million), the region (8 million), the department ( 4 million) and the city (15 million). Construction work began on 19th March 2018 and the line opened in full on 13th November 2019. [28]
At the end of 2019, 6 additional tram sets were put into service to allow the operation of Ligne 3. These were identical to the trams in use on Ligne 2 and are powered in the same way as the Ligne 2 trams, operating without overhead contact lines.
The Charles Ginésy maintenance centre was established as part of the construction work. It is located at the Charles Ehrmann sports park and now is common to both Ligne 2 and Ligne 3, It has been designed to accommodate and maintain the whole fleet of trams on the two lines. [27]
New park-and-ride facilities accommodate 630 vehicles.
A Focus on Ligne 4 …
The city of Nice believes that the ongoing development of the tram network brings significant benefits which are focussed in 3 main areas: [10]
Mobility: facilitating travel thanks to the tramway and cycle paths, creating new park and ride facilities, increasing intermodality, ensuring a quality, regular service to the sectors crossed,
Quality of life : a reclassified living environment, less pollution and less noise, less car traffic, a more beautiful and peaceful city, more modern and green,
Economic development: a more attractive city that encourages activity, a mobility offer superior to current trips to shops and businesses, a saving on travel costs, job creation during the construction phase.
Ligne 4 “will connect the three most important municipalities in the Metropolis in terms of population and jobs: Nice, Saint-Laurent-du-Var and Cagnes-sur-Mer. It will serve 18 stations, including 14 new ones, over a length of 7.1 km of track created, supplemented by 4 new park-and-ride facilities comprising 1,200 spaces (Saint-Laurent-du-Var station, Val Fleuri, Hippodrome, Parc des sports of Cagnes-sur-Mer). Thus, 40,000 passengers will be transported every day, calming traffic and avoiding 4,500 tonnes of greenhouse gas emissions per year from 2028.” [7]
A bird’s eye view of the proposed Ligne 4 with the Line 2 route to the Airport on the left. [12]Before and After aerial images associated with the planned construction of Ligne 4, showing the area outside the boundary of Nice Airport. [12]
This line will be accompanied by the planting of 1,160 trees and the preservation of 365 trees along the route and 30,000 m² of green tramway.
The route will run from the CADAM (administrative center) in St. Laurent-du-Var to the Cagnes-sur-Mer Sports Park.
St. Laurent-du-Var as it will probably look from the air after completion of Ligne 4. [13]
A Focus on Ligne 5 …
“As part of the creation of this new transport axis, it is planned, in addition to the creation of 7.6 km of additional tramway on predominantly grassed trackway tram platform,, to give more space to pedestrians and bicycles. Thus, a continuous cycle route will be created between Drap and the eastern centre of Nice. More generous pedestrian spaces will be created along this axis to rebalance the city for the benefit of local residents.” [10]
Like the other lines, the entire route will be accessible to all. Developments will be made on and around the stations to guarantee all people benefit from its presence. In the light of this additional and improved pedestrian crossing points over the River Paillon will be created specifically at two locations where tram stations will sit on significantly widened bridges: Pont Jumeaux and Pont Anatole France, which are not very accessible to pedestrians today. The objective is to encourage pedestrian crossing of the Paillon by giving more dedicated space.
“Pont Anatole France station is a good example of this desire to connect the two banks. This station will be located on the bridge and will therefore be easily accessible from both banks via generous spaces for pedestrians.” [10]
The proposed route of Ligne 5. It extends from the station of the future Palais des Arts et de la Culture (now the Palais des Expositions) in Nice to Drap Town Hall. 7.6 km in all The proposed route will need to be refined and confirmed, in particular by collecting public opinion. The positioning of the tram stops may change. A series of superb visuals were produced during early development work and these can be found here. [11]
Ligne 5 could have been envisaged as an extension to Ligne 1, indeed it was seen as an extension in very early considerations for a tram network in Nice. However, Ligne 1 is acting a full capacity and would require significant alteration to accommodate the additional traffic produced by an extension to Drap.
In the light of this Ligne 5 is intended to be independent of Ligne 1 with its own terminus at the Palais des Expositions. By deviating from the route of Ligne 1, Ligne 5 includes “new neighbourhoods and both banks of the Paillon.” [10] It will, however, be “interconnected with Ligne 1 at Pont-Michel, so that Ligne 5 trams can reach the maintenance centre in Nice-Nord.” [10]
An artist’s impression of Ligne 5 at Pont St. Michel. [19]A ‘possible’ Bird’s eye view of Ligne 1 and Ligne 5 at Place de l’Armee du Rhin after completion of Ligne 5. [11]An artists impression of Ligne 5 on Boulevard Vérany and the banks of the River Paillon. [11]Two trams are shown in this artist’s impression of the Pont Jumeaux crossing of the River Paillon with its adjacent tram stop. [11]Another aerial view, this time showing a tram on the proposed route along Boulevard de l’Ariane and the banks of the River Paillon looking towards the hills. [11]La Trinité – A tram crossing the River Paillon on Pont Anatole France through the proposed tram stop. [11]Another bird’s eye view of the proposed tramway at La Trinité, the River Paillon and Pont Anatole France with a tram turning to run alongside the river. [11]Les Chênes Verts tram stop in Drap and La Trinité. [11]The approach to the Drap will bring trams across the River Paillon immediately adjacent to the terminus. [11]
Public Consultation took place between January and March 2022 and as a result some refinements were made to proposals. Currently (November 2023) the project includes for:
– 7.6 km of tramway
– 16 stations
– 25 minutes between the two terminals
– 1 tram every 8 minutes
– 50,000 inhabitants and 28,000 jobs served
– 16,000 fewer cars every day in the Paillon valley
– 2000 tonnes of CO² avoided per year.
The calendar for the development and implementation of the project is:
2024: public inquiries (environmental, water law, public utility, land, etc.)
2026: Construction of the length through Pont-Michel to Pont Garigliano
2028: Construction of the remaining length to Drap. [11]
The public consultation resulted in a near unanimous approval of the project. 98% of the opinions expressed by the public were favourable. And 100% of elected representatives supported the scheme. [16]
“This project is eagerly awaited by residents and we know how to recognize when a consultation is going well,” said the leader of the environmentalists, Juliette Chesnel-Le Roux. [16]
“The Nice Côte d’Azur Metropolis has obtained European funding of 823,924 euros to finance all the studies carried out for the tram project linking the Ariane district to the city center of Nice and La Trinité. This funding comes from the European Regional Development Fund (ERDF) which aims to strengthen economic, social and territorial cohesion within the European Union as part of the Integrated Territorial Investment of the Nice Côte d’Azur Metropolis.” [17]
And further into the Future? … Towards Monaco? …
It is possible that Ligne 2 may be extended. Some consideration is being given to an extension to Ligne 2 of the tramway, beyond the current eastern terminus of the Lympia port, towards the principality of Monaco. “It would provide a second rail line between the metropolis of Nice Côte d’Azur and Monaco, and be an alternative to the TER PACA network.” [20]
This post covers the line from the Port of Monaco and Monte-Carlo to its terminus in Menton. A short article about this length of tramway was included in the French-language ‘Tram Magazine‘ of 1980 [7], and it is covered by José Banaudo in his book ‘Nice au fil du Tram, Volume 2‘ [1]
Earlier articles in this series can be found by following these links:
A project for a steam tramway linking the principality of Monaco to Menton via the Basse Corniche dates back to 1892 but seems that it may have encountered opposition from the various communes along the route. It is possible that this opposition centred on the use of steam as the power-source chosen. [7]
However, the Monaco Tribune suggests that it was clear that the capacity of steam engines to pull adequate loads on the gradients needed to serve the principality was always in doubt. The Triune comments: “At the start of the 1890s, there was a project for a Nice-Menton tramway line which would run through Monte Carlo. Following the example of French towns that were opening up tramway networks, horse-drawn at first, then with mechanical traction and finally electric-powered, the Principality eventually accepted the necessity of a line crossing Monaco, from Le Rocher to Saint-Roman, passing through Monte-Carlo and serving the Casino. The Principality’s topography was an issue: horse-drawn and steam trams were not an option. Electric trams had to be developed.” [6]
The Monaco tramways had three lines:
Place d’Armes – Saint Roman, opened on 14 May 1898.
Gare de Monaco – Place du Gouvernement, opened on 11 March 1899.
In 1897, the TNL (Tramways de Nice et du Littoral) obtained the concession for a metre-gauge coastal line between Cagnes, Nice, Monaco and Menton.
The main difficulty encountered in establishing this route was crossing the principality of Monaco, where in 1898 a local company opened an urban tramway powered by underground electric cables. [7]
While waiting for the establishment of an agreement to allow the passage of their trams through the principality, the TNL transported part of their fleet of by rail to Menton and opened a section of tramway from Garavan to Cap-Martin on 20th December 1902. One year later, this isolated section was linked to the rest of the network with the commissioning of the complete section from Monaco to Menton on 28th December 1903. [7]
In 1910, the TNL bought out the Monaco Tramways concession but continued to operate a split operation with connections in the principality between the Nice and Menton lines. During the Great War, the TNL’s tramway experienced heavy passenger and goods traffic, with the PLM line being reserved primarily for strategic transport. [7]
After the war, the Monaco to Menton line was designated Ligne No. 43 in the TNL’s new operating plan. But very quickly, road competition and the narrowness of the Basse Corniche roadway made sharing the road with lorries, vans and cars almost impossible. [7]
On 26th January 1931, the Nice to Monaco line was closed, followed a few months later by the departmental connection Menton (Villa Caserta) – Sospel. As during its first years of operation, the Menton tramway found itself isolated from the rest of the network and continued for a few months with reduced service to Monaco Garavan and Menton Villa Caserta, with the equipment based at the small Carnolès depot. This reprieve was only short-lived, because these lines were in turn closed in January 1932. [7]
This extract from the 1914 plan of Monaco shows the tramway running along the Condamine on the West side of the port before heading up the Avenue de Monte-Carlo. For a time there was a junction at the top of the gradient with trams for Menton turning North. [2]Tram outside Monte Carlo International Sporting Club. The position of the pole shows that this tram is heading down hill to the Port. [9]A similar view in 2011 looking down Avenue d’Ostende towards the Port. [Google Streetview, March 2011]A later image showing a tram just a little further up l’Avenue de Monte-Carlo (now Avenue d’Ostende), but on the other tramline heading up hill towards the Casino. [11]Tram outside Le Restaurant de Paris, Monte-Carlo. [10]The tram tracks outside Restaurant/Cafe de Paris. Apparently these tracks were only in use for a very short time around 1902/1903. This picture was shared by Jean-Paul Bascoul on the Monaco4Ever Facebook Group on 19th July 2023. (Collection privée J-Paul Bascoul). [12]Trams heading for Menton turned Northwest on Rue des Lilas (now Avenue Princesse Alice). For a short while in the very early 20th century a short branch continued up towards the Casino. Trams for Menton turned right at the top of Rue des Lilas onto Avenue de la Costa. [2]This extract from Google Maps shows the route of the tramway as the primrose yellow line snaking from the bottom to the top of the image. A little confusing because the North point of the 1914 map extract above is not the same as Google Maps. The tram route enters at the bottom of this extract along Avenue d’Ostende. It then turns through more than 90° to run along Avenue Princesse Alice, executing a reverse curve along the way and then turning onto Avenue de la Costa. [Google Maps, November 2023]These trams sit at the junction of the line to Menton (turning away to the left) and that to the Casino. They sit directly in front of the old Office de Poste et Telegraph. This image was shared on the Monaco4Ever Facebook Group by Jean-Paul Bascoul on 7th July 2017. (Collection privée J-Paul Bascoul). [21]The same location as appears in the colourised postcard view immediately above. This is the point at which the tramway turned Northwards from Avenue de Monte-Carlo onto what was Rue des Lilas (now Avenue Princesse Alice). Access to the Casino is along the road to the right which for a time carried a branch tramway serving Monte-Carlo Casino. [Google Streetview March 2011]The trams for Menton followed Rue des Lilas (now Avenue Princesse Alice). This image looks Northwest from the Southern end of the Avenue in 2021, [Google Streetview, July 2021]At the North end of Rue des Lilas (now Avenue Princesse Alice), trams turned right onto Avenue de la Costa. [Google Streetview, July 2021]Looking Northeast along Avenue de la Costa in 2021, towards Boulevard des Moulins. [Google Streetview, July 2021]Avenue de la Costa, after a short distance, led straight onto Boulevard des Moulins. It was only a short walk from this point to access the funicular railway to La Turbie. The terminus can be seen at the top of this map extract. [2]The primrose yellow line again indicates the line of the old tramway heading Northeast along Avenue de la Costa and then Boulvard des Moulins. [Google Maps, November 2023]Looking Northeast from the bottom of Boulevard des Moulins in 2021. The Office de Tourism can be seen on the right of this image. [Google Streetview, July 2021]Boulevard des Moulins continued in northeasterly direction towards Menton. Again, please don’t be fooled by the orientation of the North point on this 1914 map. [2]A tram on Boulevard des Moulins heading Northeast. This image was included in a Monaco Tribune article about Monaco’s trams (Collection privée J-Paul Bascoul). It also appears in José Banaudo’s book where he notes the change to a single track line from a double-track length which ran from Avenue des Beaux-Arts to the edge of the St. Roman dustrict of the principality. He describes the dual length of track elsewhere as running from Credit Lyonnaise to Hotel du Littoral. Banaudo tells us that the tram in this image is TNL No. 27, a Thompson-built tram providing a Monte-Carlo to Menton service. [6][1: p57]This postcard view of a tram on Boulevard des Moulins also appears in José Banaudo’s book. He notes that this tram is providing an urban service in Monaco and travelling Northeast on Boulevard des Moulins. [1:p57]So much has changed. Much of Boulevard des Moulins would be unrecognisable to those who knew it in the early 20th century. This is a similar view looking Northeast along Boulevard des Moulins. It is possible that the tree, visible in each of the monochrome images above, is that which appears in this image. The building immediately beyond the tree, where the street curves away to the left seems to be common to all three images. [Google Streetview, July 2021]
Boulevard des Moulins led directly onto Boulevard d’Italie. Banaudo tells us that “the line became single track in the Boulevard d’Italie, where two sidings allowed the cars of the coastal line to pass those providing the urban service. The latter’s terminus was established in the St. Roman district where the three-track TM depot-workshop was also located, just before the border between the principality of Monaco and the French commune of Roquebrune.” [1: p56]
This extract from a map shared in an earlier article shows the tramway heading on from Avenue des Moulins along Boulevard d’Italie into St. Roman. The article from which this image was taken was shared on the Monaco4Ever Facebook Group by Jean-Paul Bascoul on 17th May 2015. [24]A tram on Avenue d’Italie in St. Roman. [27]
After leaving the principality, Banaudo tells us that the road and the tramway ran through picturesque even grandiose scenery as they run through “Cabbé cove, bounded to the east by the tip of Cape Martin. Since leaving the principality, five passing loops and sections of double track of varying lengths followed one another on this route where the Basse, Moyenne and Grande Corniche come together below the picturesque medieval village of Roquebrune.” [1: p56]
Boulevard des Moulins finishes just at the bottom-left of this Google Maps satellite image. Avenue d’Italie runs diagonally from the bottom-left of the image to the top-right. The road is marked by the primrose yellow line. This was the route of the TNL tramway.close to the top right of the image the Avenue d’Italie gives way to the Avenue de France at the gyratory. [Google Maps, November 2023]The primrose yellow line closest to the sea in this satellite image marks the route of the old tramway (now the D6098). Avenue de France gives way to Avenue Jean-Jaures towards the top right of the image. [Google Maps, November 2023]The route of the old tramway continues along the present D6098 (Avenue Jean-Jaures) until it joins the D6007 (Avenue de la Cote d’Azur) and then curves around the valley at Cabbe. [Google Maps, November 2023]The route of the old tramway continues along the Avenue Cote d’Azur (A6007). [Google Maps, November 2023]
Shortly after the location where the Basse, Moyenne and Grand Corniches meet, the “national road 7 describes a series of tight turns on a steep slope to cut across the base of Cap-Martin. In order to follow a more favorable route, the tramway penetrated quite far into the pine forest of the cape for approximately 1600 m on an independent platform. Here it served housing estates, vast properties and villas, some of which were not yet connected to motorable roads.” [1: p57]
A tram runs along the highway, some distance above sea-level, having passed through the district of St. Roman. [23]The tramway through Roquebrune and Cap-Martin was remote from the highway for about 1.6km. On careful inspection its route can be seen on this map. The pictures below show the length of tramway described by José Banaudo, which ran on its own formation for some distance. [17]A Thomson TNL tram passes in front of the Roquebrune post office, in the Cabbé district. The tram is heading for Monaco. I have struggled to locate this image in relation to modern maps of the area. [7]
Banaudo continues to describe the route followed by the tramway. He says that the old tramway ran out onto the Cap-Martin peninsula where it “described a long hairpin loop at the bottom of which was a 108 m tunnel, in a curve with a radius of 35 m and a slope of 70 mm/m. From the Cap-Martin stop, located at the exit of the tunnel, the single track was subsequently doubled to facilitate crossings in this hilly sector. The descent on the eastern slope of the cape then offered a vast panorama of the town of Menton and the Ligurian Riviera. Since entering [Cap-Martin], the line had lost around sixty metres in altitude when it reached the seashore at the Victoria Hotel, not far from which the Cap-Martin depot was located.” [1: p57]
Close to Roquebrune, trams left the main road to follow a dedicated formation. The highway had a series of tight curves and significant gradients which were not suitable for trams. From this point, the trams travelled out onto Cap-Martin while gradually descending almost to sea-level. [16]Approximately the same location as that shown in the photograph above, as it appears in the 21st century. [Google Streetview, October 2022]Looking Southeast, the old mainroad followed the route on the left trams ran on a separate route which has been transformed to Avenue Paul Doumer, which appears on the right side of this photograph. [Google Streetview, October 2022]
Today, Avenue Paul Doumer (D52) follows the route of the old tramway fairly faithfully as it heads out onto Cap-Martin. Avenue Paul Doumer gives way to Avenue Sylvio de Monleon which follows the old tramway to and through the location of the tramway tunnel which has been supplanted by a road tunnel on the same alignment.
Avenue Paul.Doumer (D52) shown in grey follows the route of the old tramway. [Google Maps, November 2023]The tram in this photograph is heading towards Roquebrune and then Menton. The single-track line is on its own formation, separated from the road both horizontally and vertically. [15]Looking Southeast on Avenue Paul Doumer. The main road is marked by the green railings at a higher level. This is approximately the same location as that shown in the postcard view immediately above. [Google Streetview, March 2023]The D52 continues to follow the old tramway route, although it takes the new name of Avenue Sylvio de Monleon on the right third of this extract from Google Maps. [Google Maps, November 2023]The old tramway turned through a tight hairpin bend , the first part of which was in tunnel. [Google Maps, November 2023]The road tunnel that replaced the narrower tramway tunnel. [Google Streetview, March 2023]A tram leaves the tunnel on Cap-Martin and approaches the tram stop. The pedestrian access to the tram stop appears to the left of the tram in this image. [14]From a slightly different angle, the modern tunnel portal close to the old tram stop is visible in this image. The image shows that the steps which provided access to the tram stop are mirrored by similar steps in the 21st century. [Google Streetview, March 2023]The tram stop on Cap-Martin. The tram is heading for Monaco. [16]This image shows the same location today. [Google Streetview, March 2023]A tram running downhill towards the Plage de Carnoles. [26]A similar location in the 21st century, looking down Avenue Sylvio de Monleon towards the Plage de Carnoles. [Google Streetview, April 2023]Banaudo mentioned Hotel Victoria in his description of the tram route. In the 21st century it remains at the same location as in the early 20th century. It features at the bottom of this extract from Google Maps. South of the Hotel Victoria a block of flats can be seen adjacent to the tight curve on the D52. Those flats sit on the site of an old chapel – Chapelle du Cap-Martin. [Google Maps, November 2023]The ruins of the Chapelle du Cap-Martin with dual tram tracks running close to its doors. [22]A early postcard view showing a TNL tram running past the Chapel towards Menton. [34]The same location in 2023. [Google Streetview, April 2023]This extract from the map seen earlier in this article shows the tram route entering bottom-centre, close to what would have been the Chapelle du Cap-Martin, and running for just a short distance along Promenade du Midi before turning inland to pass under the PLM mainline. [17]An early postcard view of La Plage de Carnoles, looking East from Cap-Martin. Tram tracks are clearly visible on the beach and a tram appears to be heading for Menton. [45]Looking Southwest in 1910 towards Cap-Martin from La Plage de Carnoles. Banaudo notes that at the time it was built, the tramway sat on the beach. [25]A similar view in the 21st century. [Google Streetview, April 2023]This image shows a tram running along the edge of the beach in Carnoles. Just to the right of this image trams turned away from the beach. [7]
After running past the Chapelle du Cap-Martin trams ran alongside the beach for a short distance. The route they took has since become the Promenade du Midi. They turned inland at what is now Avenue Francois de Monleon and ran under the PLM mainline before turning to the right along Avenue Julia, a road which appears to no longer exist, and following the curve of that road as far as its junction with what is now the D6007. The length before that junction was along what is now Avenue du Marechal Foch.
This old post card image shows a tram on Avenue François de Monleon. It was shared on the Menton du Passé au Present Facebook Page on 3rd December 2017. [35] Avenue François de Monleon in the 21st century at a similar location to the monochrome image above. [Google Streetview, November 2023]Trams ran Northwest along Avenue François de Monleon passing under the PLM mainline through the bridge shown here. [Google Streetview, April 2023]Running Northeast the tramway met the N7 (now the D6007) and then turned right along it towards the PLM mainline and the beach along what is now Avenue Aristide Briand. [17]The primrose yellow D6007 shows the route of the old tramway. [Google Maps, November 2023]This monochrome image shows a tram on Avenue Julia (now Avenue du Marechal Foch) adjacent to St. Joseph’s Catholic Church in Carnoles. The road on the right of the image is Route National 7 (RN7). [19]This modern image shows approximately the same location in the 21st century. Google Streetview, October 2022]Turning through about 120°, this view looks down Avenue Aristide Briand towards the railway bridge which is shown below. The tram tracks are clearly visible in the road surface. This old postcard image was shared on the Menton du Passé au Present Facebook Page on 9th August 2017. [18]Trams once ran along what is now Avenue Aristide Briand (D6007) and passed through this railway bridge before running Northeast closer to the sea. [Google Streetview, October 2022]Pont de l’Union sat at the boundary between Carnoles and Menton. This image is an early 20th century postcard view of Pont de l’Union. It looks East. The overbridge carrying the PLM line is directly ahead at the extreme left of this image. It is not possible to show a modern version of this image as the photograph is taken from a point inside one of the more modern buildings on Avenue Aristide Briand. [7]The view East-northeast east along Avenue Aristide Briand which is the route being travelled by the tram in the monochrome image above. [Google Streetview, October 2022]
The TNL had a depot at Carnolès-plage from 1902 to 1932. [20] Banaudo notes that the tramway passed twice under the PLM Nice to Ventimiglia line. After “the second underbridge, the Union bridge over the Gorbio valley demarcated the territories of the communes of Roquebrune and Menton.” [1: p57]
Banaudo keeps his comments on the remainder of the old tramway route succinct. On entering the commune if Menton, he says, “the tram followed the Avenue de la Madone (today Général De Gaulle), the Borrigo Bridge, the Avenue Carnot, the Biovès garden which covers the Careï torrent then the Avenue Felix Faure. Place St. Roch, where the Sospel line branched off, marked the entry into the old town of Menton. Here, the single track made its way through the very narrow Rue St. Michel then entered the port where it followed the Quai Bonaparte. The tramway entered Garavan beach then ended its course near the Hanbury fountain, a few hundred metres from the Italian border at that time.” [1: p57]
We will try to unpack Banaudo’s description with images that show the route through Menton. Trams entered Menton on the RN7 (now D6007). Until the mid-20th century people were expected to leave the tram at the boundary between Roquebrune Cap-Martin and Menton to declare the goods they were carrying. The Octroi, shown below, was the ‘custom point’.
Everyone crossing into Menton was expected to declare taxable goods at the ‘border’ of the commune. [7]The location of le Pont de Borrigo at the point where Avenue Cernuschi met the RN7 (D6007). [Google Maps, November 2023]Le Pont de Burrigo close to the beach on the road into Menton. The road over the bridge carried the tramway. [49]A view West back across the location of Pont de Burrigo. [Google Streetview, October 2022]The tram has stopped on Avenue Carnot next to Le Kiosque de Musique (Bandstand) in the gardens alongside the Promenade de Midi. [7]Looking East along Avenue de Carnot, approaching the centre of Menton. This was the route taken by the tram. [Google Streetview, April 2023]
Trams continued along Avenue Carnot past l’Eglise Anglais and onto Avenue Felix Faure.
Avenue Carnot runs past St. John’s Church in Menton (the Anglican Church). Tram tracks can be seen on the road surface in this image which was shared on the Comte de Nice et son Histoire Facebook Group by Pierre Richert on 8th January 2018. [37]L’Avenue Carnot and St. John’s Anglican Church in 2023. [Google Streetview, March 2023]St. John’s Church is shown on this extract from Google Maps with Avenue de Carnot on its South side. The D6007 turns right and then left to run along the Promenade. The old tramway ran straight ahead onto Avenue Felix Faure. [Google Maps, November 2013]St. John’s Church can be seen in the bottom-left of this image. Avenue Felix Faure runs Northeast from St. John’s Church. It is the grey line, one block back from the Promenade. [Google Maps, November 2023]Avenue Felix Faure, Menton, in the early 20th century, looking towards the old town. Tram tracks are visible in the road surface. [38]Avenue Felix Faure in the early 20th century. This is a view from a very similar location as the image above, this time a tram can be seen heading out of the old town towards Monaco. [40]The same location that appears in the two monochrome images above, as it appears in the 21st century. [Google Streetview, April 2023]One street corner along Avenue Felix Faure, looking Northeast. The only thing in common with the present is the Hotel des Colonies building, which you can see on the left of image. [51]Approximately the same view in the 21st century. [Google Streetview March 2023]Avenue Felix Faure, looking Southwest from a point close to Place St. Roch. [50]A similar view in the 21st century, looking Southwest. [Google Streetview April 2023]This old postcard image shows Avenue Felix Faure entering Place St. Roch. It looks Southwest from Place St. Roch. Overhead tramway cables can be seen running in two directions, ahead into Avenue Felix Faure and right into Rue Partouneaux. The tram tracks leading into Avenue Felix Faure can be seen to the left of the photograph. Note the publisher shelter close to the centre of the image. [53] A similar view to the one immediately above. A statue now sits in front of the building. [52]A similar modern view looking across Place St. Roch towards the Southwest and Avenue Felix Faure. [Google Streetview, March 2023]
Rue Partouneaux on the North side of Place St. Roch was followed by trams for Sospel which set off from or terminated at the mouth of Rue St. Michel at Place St. Roch. This route is covered elsewhere in this series about trams in and around Nice:
Three articles written at different times, in chronological order are as below:
Avenue Felix-Faure in Menton, seen from Place St. Roch, looking Northeast. On the left we can see the waiting kiosk of the TNL tram urban lines. There is a tram waiting at the stop but rather than following the main route between Monaco and Menton it will leave along Rue Partouneaux to the Careï valley. It will possibly stop at the Villa Caserta terminus, or it will continue towards Monti, Castllon, the valley of Bévéra and the Sospel terminus. This image was shared by Jean-Paul Bascul on the Monaco4Ever Facebook Group on 28th September 2023 (Collection privée J-Paul Bascoul). [5]A similar view, looking Northeast in the 21st century from Place St. Roch. [Google Streetview, April 2023]Looking East from Place St. Roch along the most easterly length of Avenue Felix Faure, we see a tram heading West, although it is not clear whether it will head for Monaco or bear round in front of the camera onto Rue Partouneaux to the Carei Valley. [7]An early 20th century postcard image of Rue St. Michel/Avenue Felix Faure, looking East, Tram tracks are visible in the road surface. [29]The same location in the 21st century. [Google Streetview, April 2008]An early postcard view of Rue St. Michel, looking West. [39]Rue St. Michel in 2008 looking West at approximately the same location as in the postcard image above. [Google Streetview, December 2008]Rue St. Michel in 2008 looking East. [Google Streetview, December 2008]A powered car and trailer stopped at Place aux Herbes in the 1920s. This image was shared on the Monaco4Ever Facebook Group on 23rd March 2022 by Jean-Paul Bascoul. (Collection privée J-Paul Bascoul). [3]The same location in the 21st century. [Google Streetview, 2021]Rue St. Michel looking West in the early 20th century. The tramway track is easily seen in the cobbled road surface, the overhead cables in the sky! [46]The same location, close to the eastern end of Rue St. Michel in the 21st century. [Google Streetview, 2008]A further extract from Google Maps. The tramway ran along Rue St. Michel which enters this image just beneath the Carrefour City blue flag to the bottom-left of the image and runs in an approximately straight line East-northeast to meet the present D6007 (Quai Bonaparte). Here trams turned North along the D6007 before heading East towards Garavan. [Google Maps, November 2023]
Trams left the East end of Rue St. Michel and crossed Place du Cap before running out onto Quai Bonaparte.
An early 20th century postcard image of Place du Cap, Menton. Overhead wires for the trams cross the image and, to the right side of the image a tram can be seen turning into Place du Cap from Quai Bonaparte. [32]This image was shared by Jean Claude Volpi on the Entraide Menton Monaco Roquebrune Cap Martin et sa région Facebook Group on 17th September 2021. It shows the tramway leaving Place du Cap. It refers to the Quai as ‘Quai de Monleon’. [48]The old postcard image refers to the Quai as ‘Quai Boneparte. The camera is situated a little further to the North than the camera in the image above. [31]A short distance to the North again, this old postcard image is annotated ‘Le Boulevard de Garavan’. Literally only a couple of hundred metres along the shore from the last postcard image. This colourised image comes from the early 20th century. [30]The modern D6007 now follows the Quai Bonaparte/Quai de Monleon. A constant feature is the large building at the centre of this image which seems to have a central gable. In the 21st century this is the Menton campus of Sciences Po Paris. [Google Streetview, April 2023]This last extract from Google Maps shows the remaining length of the old tramway. The line followed the Promenade de Garavan and is shown in primrose yellow. It was on the seaward side of the RN7 (D6007). The terminus was close to the grey flag at the right side of this image. It was adjacent to La Fontaine de la Frontiere. [Google Maps November 2020]A tram heads towards Menton old town along Boulevard de Garavan. [7]The view from a very similar location in the 21st century. [Google Streetview, March 2023]A tram stopped on La Promenade de Garavan. Menton’s old town can be seen in the distance. [26]A similar view from Porte de France in 2023. [Google Streetview, April 2023]The terminus of the line is some distance ahead in this view. The tram is heading towards the terminus of the line. [26]This image was shared on the Monaco4Ever Facebook Group on 23rd March 2022 by Jean-Paul Bascoul. Looking East, it shows a tram at the extreme Eastern end of the TNL network, about to set off for Nice. [4]As can be seen close to the centre of this view looking East, the Fontaine de la Frontiere still stands in its historical location, although the Italian border has moved further East! [Google Streetview, March 2023]
The terminus of the TNL network was on La Promenade de Garavan, immediately West of the Fontaine de la Frontiere which itself was very close to the then Italian border.
The tram terminus was just to the West of the Fontaine de la Frontiere in almost exactly the same location as the earlier horse-drawn tram in this old postcard image. [47]The Fontaine de la Frontiere in 2023. At one time the border with Italy was a little to the East of the fountain. [Google Streeview, November 2022]
Images in this article credited to Jean-Paul Bascoul can be found on his blog: Monaco 4Ever.blogspot.com.
References
José Banaudo; Nice au fil du Tram, Volume 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005.
There were two branch lines worth noting between Nice and Monte Carlo: one from Pont-St. Jean to St. Jean-Cap Ferrat; one from Monaco-Gare to Monaco-Ville.
The tram route from Nice to Monte-Carlo is covered in an article which can be found by following this link:
This branch line was just under 2 km in length and ran between Pont-St. Jean at 27 m above sea-level to a terminus in St. Jean-Cap Ferrat at 3 m above sea-level.
Construction of the line started in June 1906 and it was open to traffic by 7th December 1907.
Along with the rest of the network it received a line number on 1st January 1923 – No. 22. It remained in service as a tramway until 9th March 1931, when it was replaced by a bus service. Rails were lifted by 20th June 1933.
A postcard photograph of Pont St. Jean with a tram approaching from the terminus on St. Jean Cap Ferrat, the photograph was shared on the Comte de Nice et son Histoire Facebook Group by Laurent Mannu on 20th April 2022. Travelling the opposite direction a tram would almost immediately stop at l’Octroi. [6]A very similar view in 2023. [Google Streetview, March 2023]
The line was single-track throughout with two intermediate passing places. It left the mainline between Nice and Monte-Carlo at Pont-St. Jean which sat at the point where the communes of Villefranche and Beaulieu shared a common border and at the point where the PLM line between Nice and Ventimille was bridged to provide access to the coastline. This was also close to the Octroi de St. Jean which, as we have noted elsewhere, was a building which housed municipal tax collectors and allowed them to control and tax goods transported by travellers.
After crossing the railway line trams headed down Avenue Denis Semaria (M25) out onto the peninsula. The ‘new’ road, M125, can be seen heading West alongside the railway line. [Google Maps, November 2023]
The peninsula was an attractive area to build a home and the Tramway found its way through villas and gardens set among pine trees.
The M25 had to be rebuilt in to the West of and in parallel to its original route which was too narrow to accommodate both trams and other traffic.
The Gardens of Ephrussi de Rothschild sat above the tramroad to the East and Villa Andreae Nice to the West was to the right. [Google Streetview, April 2023]
After a passing-loop close to the chapel of St. François in the middle of the peninsula, the line descended eastwards to reach its terminus located at the port of St. Jean-Cap-Ferrat.
The tram route, as shown on a map of the area around Nice in 1914. [10]The tramway continued along Avenue Denis Semaria close to Jardinerie du Cap-Ferrat Marcarelli. [Google Maps, November 2023] The route continued to follow Avenue Denis Semaria and began to head down towards [Google Streetview, October 2022]The tramway turned away from one arm of Avenue Denis Semaria to head down to the Port along another arm of the same named road and following the route number M25. [Google Streetview, October 2022]The tramway continued round the curve on Avenue Denis Semaria. [Google Streetview, April 2023]Avenue Denis Semaria runs first due East and then turns round to the South as it approaches the Port and the location of the tramway terminus. [Google Maps, November 2023]Now heading due East on Avenue Denis Semaria (M25) and approaching the East coast of the peninsula. [Google Streetview, April 2023]A tram en-route from Pont-St. Jean down to the Port curving down along Avenue Denis Semaria not far from the Port. This image was shared on the Monaco4Ever Facebook Group on 1st September 2014 by Jean-Paul Bascoul. (Collection privée J-Paul Bascoul). [11]A very similar view in 2023. [Google Streetview, April 2023]Turning through 180°, this is the view along Avenue Denis Semaria towards the Port. [Google Streetview, April 2023]The bus terminus at Port-St. Jean. The tram terminus was a few hundred metres South , behind the camera. [Google Streetview, April 2023]The tram terminus was established at the port of St. Jean-Cap-Ferrat, Place du Centenaire, near the statue of the Fisherman, the work of Claude Vignon-Rouvier, wife of the politician Maurice Rouvier. Around 1910. The tram in the picture is made up of a powered car and a trailer. [4]A later view without a tram present. The buildings on the left have seen some significant work undertaken. The first is now a three-storey building and both that and the adjacent property have been extended towards the street. This image was shared on the Comte de Nice et son Histoire Facebook Group on 28th February 2022 by Alain Nissim. [5]A similar view in 2023 looking through the location of the tramway terminus to the North. [Google Streetview, April 2023]The cafe at the terminus of the tramway. The image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 18th February 2022. [9]A postcard view of Saint-Jean-Cap-Ferrat – Place du Centenaire – Tram Stop – Publisher: Giletta N°830. The photograph was taken sometime around 1920 and shows a powered car running round its trailer ready for the journey back to Pont-St. Jean. [4]A similar view in 2023 looking through the location of the tramway terminus to the South. [Google Streetview, April 2023]The Namuoma Restaurant at St. Jean-Cap Ferrat, with the tramway tracks visible to the bottom right of the photograph. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 16th August 2023. [7]Another view of the terminus. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 5th July 2021. [8]A similar view in 2023 looking through the location of the tramway terminus to the South. [Google Streetview, April 2023]
Monaco-Gare – Monaco-Ville
This line was marginally over 1 km in length. It low point was at Place d’Armes, just 19 metres above sea-level, its high point was at 59metres above sea-level at Place de la Visitation. It was single track over its entire length with no passing places . It also did not have passing loops at its two termini as it only used powered cars with no trailers.
Banaudo tells us that, “Starting from the PLM station square, it went down Avenue de la Gare for 101 m to Place d’Armes. This node in the Monegasque network formed a connection point with the TNL line towards Nice and the TM line towards Monte Carlo and St. Roman. Crossing this, the single track climbed by a long ramp of 77 mm/m the Avenue de la Porte-Neuve to the end of the Rocher dominating Fort Antoine, then a sharp bend brought the line back into the Avenue des Pins. The terminus sat at the entrance to the old town of Monaco, on the Place de la Visitation where the government palace stands.” [1: p54]
A plan of the different tram and train lines in Monaco and Monte-Carlo in the early 20th century. The article from which this image was taken was shared on the Monaco4Ever Facebook Group by Jean-Paul Bascoul on 17th May 2015. The line between the station and the Place de la Visitation runs left to right at the bottom of the map. [15]This map shows This branch line tramway ran from Monaco-Gare at the Northwest corner of this map extract through Place d’Armes and then along Avenue de la Porte Neuve before swinging sharply round to the West along Avenue des Pins, to terminate in Place de la Visitation. [16]Monaco Railway Station in the early 20th century. [19]Looking Northwest along Avenue Prince Pierre towards the location of Monaco Railway Station. [Google Streetview, July 2021]Looking along Avenue Prince Pierre into Place d’Armes. [Google Streetview, July 2022]The junction of Avenue de la Gare with Place d’Armes looking towards the railway station. This image was shared by Jean-Paul Bascoul on the Monaco4Ever Facebook Group on 23rd June 2017. (Collection privée J-Paul Bascoul). [13]A tram on Place d’Armes in the 1920s. This image was shared by Jean-Paul Bascoul on the Monaco4Ever Facebook Group on 20th June 2020. (Collection privée J-Paul Bascoul). [14]La Place d’Armes looking towards Monaco Railway Station which sits at the far end of Avenue de la Gare (now Avenue Prince Pierre). [12]A colourised postcard view of the junction between Avenue de la Gare (now Avenue Prince Pierre) and Place d’Armes. [17]Place d’Armes sat below the Palace of Monaco. It was the point at which trams from the railway station crossed the Nice to Monte-Carlo line and then headed up onto the rock. [16]The tramway up onto the Rock followed Avenue de la Porte Neuve. The tramway to the casino (and on to Menton) followed the parallel Avenue du Port. [Google Streetview, 2011]The tramway to the Casino and then on to Menton ran up the West side of the port. The tramway up onto the Rock via the Avenue de la Porte Neuve. [16]The tramway turned from the Avenue de la Porte Neuve into the Avenue des Pins and heads to its terminus at Place de la Visitation. [16]The tight curve of Avenue Saint-Martin leads round towards Avenue des Pins. [Google Streetview, 2011]The tramway followed Avenue des Pins heading off to the right leading towards Place de la Visitation. [Google Streetview, 2011]Place de la Visitation at the top of Avenue des Pins was the terminus of the tramway. [Google Streetview, 2011]
Images in this article accredited to Jean-Paul Bascoul come from his blog – Monaco4ever.blogspot.com.
References
José Banaudo; Nice au fil du Tram, Volume 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005.
The line between Nice and Monte Carlo opened in a series of stages. First from Monaco to Place d’Armes in Monte Carlo on 14th May 1898; then from Place Massena in Nice to Villefranche, on 1st February 1900; Villefranche to Beaulieu on 3rd November 1900; TNL trams were permitted to run on Monaco’s tramways from 28th May 1903; and the remaining length, Beaulieu to Monaco Place d’Armes opened on 7th November 1903. Over the next few years some single track lengths were doubled.
Trams for Monte Carlo began their journey in Nice a Place Massena. This postcard image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Ciccoli on 10th March 2016. [34]
Trams to Villefranche, Beaulieu and Monte-Carlo left the TNL station at Place Masséna and entered Rue Gioffredo sharing the double track with the urban lines to Gendarmerie and St. Pons. At Rue Defly, the route branched off to the right to cross the River Paillon to Place Garibaldi. The right bank lines to the Boulevard du Pont-Vieux and Abattoirs were crossed there. The line then ran along Rue Cassini to Place Cassini (today Ile-de-Beauté) where several urban lines serving the port terminated.
After leaving the port, trams headed towards Papacino and Deux-Emmanuel quays. With the Riquier line heading up Rue Arson, the Monte-Carlo trams began a steep climb along Boulevard Carnot on the western slope of Mont Boron.
Trams then headed down into Villefranche, which Banaudo reminds us, was the “military port of the House of Savoy and always a popular stopover for cruise and warships. The tramway passed above the dock and the citadel, … crossed ‘l’octroi’ and reached the Villefranche station located in the upper part of the town.” [1: p41] ‘L’octroi’ was the point where visas were granted and taxes were collected. According to the “Petit Robert de la Langue Française,” an ‘octroi’ was, historically, an “indirect contribution collected by a municipality on goods for local consumption (entrance fees).” [2]
This is the first of a sequence of 5 postcard views shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 10th July 2023, which show the approach to Villefranche and it’s customs house (l’Octroi), the entrance to the old town and the first 100 metres or so, of the RN7 heading East. [13]A little closer to Villefranche. [20]The approach to l’Octroi from Nice with a tram standing in front of the building. [13]Looking towards Nice, this view shows the Place de l’Octroi. The building on the left is l’Octroi, the road to the old town leaves past the photographer on the left of the picture. The RN7 and the tram route leave bottom-right. [13]Looking towards Beaulieu and Monte Carlo, the RN7 curves away from the tram stop in Villefranche. The road to the old town drops away to the right. [13]A closer view of the junction. [13]Turning a little to the left from the last image. [13]This picture shows approximately the same location as the last three monochrome images above. [Google Streetview, March 2023]
At Villefranche station, according to Banaudo, “certain partial services had their terminus and a particular branch served a building materials warehouse, (un entrepot de materiaux de construction).” [1: p40]
Villefranche-sur-mer again. The road shown pale yellow on this image is the route of the old tramway. [Google Maps, October 2023]St. Jean-Cap-Ferrat runs south from the bottom of this image, which shows Beaulieu-sur-mer. The road shown pale yellow on this image is the route of the old tramway. Beaulieu’s port is top-right. [Google Maps, October 2023]Thomson TNL tram Nº 10 heads East from Villefranche towards Beaulieu, with the Mont Alban fort in the background. [8]Approximately the same location in the 21st century. [Google Streetview, May 2023]
To accommodate the trams, the RN7, the Basse Corniche, was widened using large retaining walls. The tramway, “skirted the bottom of Villefranche harbour and approached the base of Cap Ferrat. ” [1: p41]
The tramway junction where trams for St. Jean Cap Ferrat left the line to Monte Carlo. [12]The same locatiuon in the 21st century. [Google Streetview, October 2022]
“At the Pont-St. Jean, where the St. Jean-Cap-Ferrat branch turned away, [trams] arrived in the town of Beaulieu, where a centuries-old olive tree marked the entrance adjacent to l’octroi pavilion. Following modifications made during the First World War, the double track ended … shortly after [l’Octroi] stop. Crossing Beaulieu, the line followed Boulevard Félix-Faure (today Maréchal-Joffre), passed under the PLM Nice – Ventimiglia artery near the station then went down towards the seaside where it ran alongside the town hall, the church and the port.” [1: p41]
The old tramway continued to follow the Basse Corniche through Petite Afrique and on twards Cap Roux. [Google Maps, October 2023]Beaulieu-sur-mer, Boulevard Felix-Faure. This photo was shared on the Comte de Nice et son Histoire Facebook Group on 4th October 2019 by Laurant Mannu. [11]Beaulieu-sur-mer, la Petite Afrique in 1903. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 31st March 2017. [10]Looking East along the promenade in Beaulieu-sur-mer. East of Beaulieu the line heading to Monte Carlo faced significant obstacles. Cliffs falling directly down to the water’s edge required significant civil engineering works to widen the Basse Corniche to make room for vehicles and the tramway. [9]A similar location to the view shown in the monochrome image immediately above. [Google Streetview, April 2023]The Basse Corniche ran below the PLM railway through Petite Afrique. [26]A similar view in the 21st century to the sepia postcard image above. [Google Streetview, April 2023]Looking back West towards Beaulieu. [22]This colourised postcard view was taken at almost the same location as the image above. [25]
Leaving the town, a siding at the foot of the railway embankment constituted an intermediate terminus in the residential district of ‘Petit Afrique’, “where,” Banaudo tells us, “a micro-climate favours the blossoming of luxuriant vegetation among Moorish and exotic villas.” [1: p41]
The railway tunnel at Cap Roux with the road and tramway at the base of the cliffs. [14]A closer view of the tunnel mouth. [15]The tunnel mouth at Cap Roux in 21st century. [Google Streetview, April 2023]
As Banaudo comments: “Shortly after, the high limestone cliffs of Cap Roux fall directly into the sea and form an apparently impassable obstacle to communications on the coast. The PLM line crossed this location via a 419 m tunnel decorated with a superb fortified portal, while a short tunnel cut directly into rock provided for the road and the tramway. It had to be widened when the latter was made double track.” [1: p41]
The road/tramway continue to be shown by the pale yellow line on this next extract from Google Maps. The tunnel at Cap Roux appears at the bottom-left of this extract which shows the Baie d’Eze. [Google Maps, October 2023]A View East from inside the tunnel at Cap Roux. [16]The tunnel at Cap Roux has been widened to accommodate the modern carriageway. [Google Streetview, April 2023]A view West towards the tunnel at Cap Roux. [23]Another postcard image showing the tunnel at Cap Roux, again looking West. [17]A 100 metres or so East from the tunnel, this view looks West and includes part of St. Jean-Cap Ferrat and Beaulieu. [18]
At the point where the PLM line emerged from the Cap Roux, the tramway passed above it on the road bridge and ran along the verge through the location of Eze station. Banaudo tells us that, “In this residential area, the villas are spread out between a well-sheltered beach at the bottom of a bay and the foot of the mountain where the medieval village of Eze perches, at an altitude of 427 m.” 1: p41]
TNL Tram Car No. 3 at Baie d’Eze in around 1906. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alan Rozier on 19th September 2019. Cap Roux is prominent to the left of the tram. [8]
From this point, the terrain along the coast became increasingly steep and the Basse Corniche and the tramway track had to gain height again, passing above Point de L’Isoletta and through Pointe de Cabéel and Cape Estelle, (today, Estel).
This next extract from Google Maps shows Point de L’Isoletta towards the bottom-left. Through traffic on the modern M6098 now passes in tunnel behind Cap-Estel. [Google Maps, October 2023]Looking East along the Basse Corniche in 2023. [Google Streetview, April 2023]Looking West along the old tram route on the old Basse Corniche from Cap-Estel. [Google Streetview, April 2023]
The route rose up from the coast and looped inland below the hamlet of St. Laurent d’Eze. The line soon reached 85m above sea level (its highest point) near the passing loop in the Pissarelles district.
Trams passed through two very short tunnels close the Plage Mala. These appear on the right side of this extract from Google Maps. [Google Maps, October 2023]
Two tunnels cut into the cliff above Plage Mala preceded the start of the descent to Cap-d’Ail. Both of these tunnels remain and continue to carry the Basse Corniche. Banaudo tells us that this was in “the former coastal district of La Turbie which obtained its municipal autonomy in 1908.” [1: p42]
East of St. Laurent d’Eze the Basse Corniche and the trams ran round the Cap-d’Eze, passing through two short tunnels. This is the first viewed from the East. [24]The first of two short tunnels above Plage Mala. This view looks East into the tunnel. [Google Streetview, April 2023]The second tunnel viewed from the West. [Google Streetview, April 2023]The second tunnel viewed from the East. [Google Streetview April 2023]The second Mala tunnel sits at the extreme left of this next extract from Google Maps. [Google Maps, October 2023]The Basse Corniche and the tramway continued down through Cap-d’Ail. [Google Maps, October 2023]The descent toward Cap-d’Ai. The tram car is a trailer, part of a two car train heading for Monte Carlo. The double-track tramway takes up much of the highway on the Basse Corniche! [30]
The tramway then ran down past customs barracks and crossed the border into the principality of Monaco. The extract below shows the route of the tramway as it approached the border, which is just off the top of the map extract.
The village of Cap-d’Ail is at the bottom-left of this next extract from Google Maps. The tramway continued to follow the Basse Corniche from Cap d’ Ail in a Northeasterly direction. [Google Maps, October 2023]The descent along the Basse Corniche continued. [21]This next extract from Google Maps shows the centre of Monaco. The border between France and Monaco crossed the old tram route at the location of the roundabout in the bottom-left of this extract, West of the Stade Louis II. [Google Maps, October 2023]The descent into Monaco. This colourised postcard view looks across the TNL tram route towards the Palace. [27]Monaco in 1900. The promontary in the colourised image above is shown towards the bottom of this map with the PLM railway station at its landward (West) end. [31]Monaco 1930. The route of the tramway is shown on this image, crossing the PLM railway line in the bottom left of the map on the Wurttemberg Bridge and then running along Boulevard Charles III towards the port, turning right onto Avenue du Port and then running North alongside the port on Boulevard Albert 1er. [32]
“A warehouse of materials and fuels was located on the border itself in the St. Antoine district.” [1: p42] The tramway then passed under the PLM tracks at the Württemberg bridge, where a passing loop was created in 1913.
Le Boulevard Charles III, very early in the 20th century [40]A simialr view in the 21st century. [Google Streetview, July 2021]
The tramway then followed Boulevard Charles III to Place du Canton where a siding was established at the foot of the bastion at the western end of the rock which supported the palace. Banaudo continues: “Industrialists in the Fontvieille district (brewery, chocolate factory and pasta factory) used this siding for unloading and shipping their goods.” [1: p42]
These two postcard views show Place d’Armes. On the second the tramway to Place de la Visitation can clearly be seen on the right. [43]Approximately the same view in the 21st century. [Google Streetview, December 2010]
The TNL line joined the urban network of Monaco on the Place d’Armes, where two branch lines left the route: on the left towards the PLM station; and on the right towards Place de la Visitation, on the Rock. The tramway ran along Avenue du Port on a “brief double-track section, then arrived at the gasometer bend, it ran alongside the port by going down Boulevard de la Condamine (today Albert 1er). On Place Ste. Devote, the double track resumed to climb Avenue de Monte-Carlo, whose inclination constituted an absolute record for the entire TNL network: 80 mm/m average over 415 m, including a “peak” at 93 mm/m over 41 m! A bridge spanned the PLM line below ‘l’Hotel Ermitage’, then the tramway left the urban line at la Poste to reach le Plateau de Spélugues, where the terminus was located between ‘l’Hotel de Paris’ and l’e Casino de Monte-Carlo‘.” [1: p42]
Banaudo also highlights a number of structures along the route from Nice to Monaco: “In Nice: Garibaldi bridge over the Paillon (3 cast iron arches). Between Beaulieu and Eze: Cap-Roux tunnel (26 m) and bridge on the PLM Nice – Ventimiglia line. Between Eze and Cap-d’Ail: La Mala 1 (30 m) and La Mala 2 (50 m) tunnels. In Monte-Carlo: L’Ermitage bridge on the PLM Nice – Ventimiglia line.” [1: p43]
La Condamine, now Albert Premier. [29]A view along Boulevard Albert Premier in the 21st century. [Google Streetview, March 2011]A tram runs down La Rampe on La Condamine, now Avenue d’Ostende. [42]A similar view in the 21st century. [Google Streetview, July 2021]A 21st century view along Avenue d’Ostende at approximately the same location as the two postcard views above. [Google Streetview, July 2021]This low resolution colourised postcard view shows a tram climbing La Rampe (now Avenue de i’Ostende) towards the Casino, passing a series of Hotels. [41]A tram alongside the Casino. [28]A similar location to the monochrome image above. [Google Streetview, July 2021]This 1903 postcard shows a tram close to the Casino. [35]A similar view in the 21st century. [Google Streetview, October 2010]
Two branch lines left the main tramway between Nice and Monte Carlo. These were:
Pont-St. Jean to St. Jean-Cap-Ferrat
Monaco-Gare to Monaco-Ville (Place d’Armes to Place de la Visitation on the Rock).
These will be the subject of future article(s), as will be the length of the line from Monte Carlo to Menton.
References
José Banaudo; Nice au fil du Tram, Volume No. 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005.
This article follows on from three other articles which covered the Wellington to Severn Junction Railway and which reached as far along the line as Buildwas. Those articles can be found on these links:
In this article we follow the line from Buildwas to Much Wenlock which was initially the Much Wenlock and Severn Junction Railway, “established by the Much Wenlock and Severn Railway Company. The company itself was formed on 21 July 1859. The railway was later constructed between 1860 and 1862 forming part of the Wellington to Craven Arms Railway.” [1]
The Wellington to Craven Arms Railway was formed by a group of railway companies that eventually joined the Great Western Railway family, and connected Wellington and Shifnal with Coalbrookdale, Buildwas, Much Wenlock and a junction near Craven Arms on the route between Shrewsbury and Hereford. It’s purpose was particularly focussed on the iron, colliery and limestone industries around Coalbrookdale.
The line was built over a number of years by what started out as a number of different independent ventures:
the Wenlock Railway from Much Wenlock to Marsh Farm Junction, north of Craven Arms. [2]
“The Wenlock branch, with its four original constituent companies passed through areas as complex and diverse as its original organisation: from the slag tips and pennystone pit mounds of the East Shropshire coalfield to the wooded crest of Wenlock Edge and Ape Dale. The one central strand however on which the companies focused their attention was the ironworks nestling in the tree-lined Coalbrookdale valley, the success of their venture depending solely on the support which they would receive from the Coalbrookdale Company.” [61: p5]
The railways were opened to traffic between 1854 and 1867. The railways local to Coalbrookdale were heavily used by mineral traffic; the hoped-for trunk hauls to and from South Wales via Craven Arms were not realised. Passenger traffic was never heavy, and was sparse between Much Wenlock and Craven Arms. Passenger traffic closures took place from 1951 and ordinary goods traffic closed down in the 1960s. Ironbridge B Power Station generated significant volumes of merry-go-round coal traffic between 1967 and 2015. The line is now entirely closed to ordinary traffic, but the heritage Telford Steam Railway operates on a section between Lawley and Doseley. [2]
The immediate location of the railway station at Buildwas disappeared under the redevelopment of the power station.
These first few maps are taken from StreetMap.co.uk [17] and show the route of the railway South from Buildwas through Much Wenlock as it appears on 21st century Ordnance Survey mapping. …..
The footpath shown on the map extract above was accessible from the old station access road as far as the field boundary on the North side of railway land but not beyond that point. A public footpath runs East-West across the field shown to the West of the access road and to the South side of the old railway. In 2023, the field was in use to grow potatoes. Walking West along that path brings one to the first remaining significant structure on the line to Much Wenlock. The map extract below shows the line curving round to the South before crossing a farm access road.
A steep track alongside the underpass leads South-southwest alongside the old railway route to allow field access and it is possible, at the top of that access road, to step onto the old railway formation and follow it for a short distance to the Southwest through increasingly dense vegetation. Walking Northeast along the formation over the accommodation bridge was not feasible because vegetation obstructed the route over the bridge.
As the picture above shows, the trackbed from a point just to the West of the accommodation bridge is inaccessible. The next location where access is possible is at the next minor road on the East side of the A4169.
After clearing the bridge the old line was on embankment for a short distance with the minor road rising to the same height and continuing then on an upward grade. The next two pictures show the old railway formation at the point where the minor road and the old railway formation were at a similar height.
Farley Halt was opened in 1934 and closed in 1962. It had a short timber edged platform with a wooden shelter on the west side of the line behind the former Rock House Inn. The halt could be accessed by steps down from a road over bridge to the south. On the other side of the overbridge was an access siding to Bradley Rock Quarry. The halt has been demolished, but its nameboard can be found displayed 400 metres to the north of the site on a stone barn adjacent to the A4169 Much Wenlock Road. [28]
This next extract from the 1901/1902 Ordnance Survey takes the line as far as Farley Halt which was just on the North side of the road overbridge shown close to Rock House Inn. On the South side of the bridge were the sidings which served Bradley Rock Quarry. It is worth noting the tramways/tramroads associated with the Quarry and the incline and lime kilns to the East. Landowner Liquid Fertilisers now occupy the site of the sidings. [29]This map extract shows the full length of the sidings and most of the tramway/tramroad network on the East side of the old railway as surveyed in 1901. [30]This RailMapOnline extract covers the same length of line as the two map extracts above. [16]Farley Halt before the closure of the line to Much Wenlock. The access road bridge is visible beyond the locomotive. The shelter was made of timber, as can be seen, was the platform edge. [39]
Adrian Knowles
The building shown in this photograph used to Rock House Inn. The railway ran to the East of the Inn and Farley Halt was to the East of the Inn and to the North of the access road to Bradley Rock Quarry. Steps led down from that access road to the wooden-platformed halt. [Google Streetview, June 2022]The Northern Parapet of the bridge over the old railway at the entrance to what was Bradley Rock Quarry. Farley Halt was on the North side of the bridge. [Google Streetview, June 2022]Looking North over the Northern parapet of the bridge. Farley Halt’s platform was on the right-hand (West) side of the line. [My photograph, 19th August 2023]Looking South over the Southern parapet of the bridge towards Much Wenlock. The railway formation between here and the next minor road is overgrown. Bradley Rock Sidings were alongside the railway on this side of the bridge. [My photograph, 19th August 2023]
On the South side of the accommodation bridge were Bradley Rock Sidings. They can be seen clearly on the precontract plan below.
Bradley Rock Quarry appears to have been a relatively significant operation at the turn of 20th century. The Quarry is also known as Farley Quarry and it is under this name that more details can be found online. Much Wenlock is situated in the area of a Limestone outcrop. Kent Geologists Group comment on the Quarry: “The strata exposed in Farley Quarry consist mainly of Wenlock Reef Facies interbedded with nodular and tabular limestones of Silurian age and display clearly the particular feature known as “ball stones”. In the deeper parts of the quarry the strata gradually pass downwards into the Farley member. … The Wenlock Series was subdivided by Bassett et al (1974) into bio-zones based on graptolite fauna and the Farley Member is placed at the top of the Coalbrookdale Formation. Within the Coalbrookdale formation, the uppermost mudstones of the underlying Apedale strata grade upwards over some ten metres into an alternating sequence of grey, shaley mudstones and thin, nodular, buff to blue-grey limestones – the Farley Member.” [31]
It is worth pausing our journey along the Much Wenlock & Severn Junction Railway to wonder what might have been the way in which stone and lime from Bradley Rock Quarry was exported to the probable primary users along the River Severn and to its immediate North. There appears to be no evidence of a tramway along the line of the Much Wenlock & Severn Junction Railway. This suggests that transport from the quarry followed one of two possible routes. The first option was to use the old road from Much Wenlock to Buildwas, and that would have been the original route used. An alternative option was to gain access in some way to the Gleedon Hill Tramroad. John Wooldridge tells us about the tramways/tramroads which served this area. [34]
“In the early 18th century Abraham Darby brought Wenlock stone for iron smelting in Coalbrookdale. As the local iron industry expanded, quarries between Much Wenlock and the River Severn were acquired by ironmasters operating in the southern part of the East Shropshire coalfield. The Wenlock-Buildwas road (now A4169) led to a wharf on the River Severn downstream (East) of Buildwas bridge from where stone was carried downriver to the ironworks. In 1780 William Ferriday of Lightmoor leased stone quarries near Gleedon hill and the Coalbrookdale Company leased quarries nearby. In 1800 William Reynolds leased quarries at Tickwood and Wyke. In the early 19th century the Madeley Wood Company succeeded to the Wenlock quarries of Richard and William Reynolds (probably the quarries at Tickwood and Wyke) and also to the Coalbrookdale Company quarries (probably near Gleedon Hill). The late 19th-century decline of Shropshire’s iron industry curtailed demand for Wenlock stone and Gleedon Hill quarries closed between 1882 and 1901.
The first stone carrying railway may have been built some time after 1800 – the date when William Reynolds took a lease on quarries at Tickwood and Wyke – to transport stone north eastwards, probably to a Severnside wharf on the Buildwas-Benthall boundary (perhaps the area now occupied by Buildwas power station). This railway had gone by 1833 and I have found no other reference to it, nor indeed any trace of it on the ground. Between 1824 and 1833 the Madeley Wood Company built a railway north from Gleedon Hill to a Severnside wharf [a short distance] upstream (west) of Buildwas bridge. In 1862, mainly to improve the transport of limestone to the Severn, and of coal from there to the kilns at Much Wenlock, a steam railway was opened from Buildwas to Much Wenlock [35].” [34]
The railway built by the Madeley Wood Company between 1824 and 1833 was probably the route which was known as the Gleedon Hill Tramroad. This did not follow the valley in the way that the later railway did but ran South from wharves on the River Severn to the West of Buildwas. Bertram Baxter noted that this was about 1.75 miles in length. [34]
The route of the tramway can be followed on the 25″ Ordnance Survey of 1881/1882. Doing so, is beyond the scope of this article but one extract from the 1881/1882 Ordnance Survey will illustrate its relative proximity to the Bradley Rock Quarry.
It should be noted that, while there is clear evidence for the existence of the Gleedon Hill Tramroad and of the red line drawn onto this extract from the 25″ 1881/182 Ordnance Survey being correct, the suggested possible tramway routes are speculative. They do illustrate, however, that they were possibly used to access the Much Wenlock Road by the owners of Gleedon Hill Quarry before the construction of their tramroad. It is possible that they were also able, later, to take materiel from Bradley Rock Quarry to the Gleedon Hill Tramroad. To be able to firm up this possibility, further research would be required. [36]
Adrian Knowles, in his excellent book about the line, “The Wellington, Much Wenlock and Craven Arms Railway, that quarrying ceased at the Bradley Rock Quarry in 1927, “and this ended a quaint tradition. Each morning, just before 10.00am, the quarry timekeeper had stood at the connection to Bradley Sidings from where the crossing keeper’s cottage at Farley could just be seen down the line. The crossing keeper would stand at the door with his arm raised and at the instant he dropped his arm the quarry man would know that the Greenwich time signal had been relayed by telephone. Thus, for many years, railway time was quarry time.” [40: p105]
Apparently, “The redundant quarry buildings were later purchased by the Midland Counties Dairy for conversion to a creamery, mainly engaged in cheese production, which opened in April 1934 under the name ‘Dingle Dairy’. Bradley Sidings were left intact but were seldom used as the Midland Counties Dairy operated its own lorries to collect milk from surrounding farms and despatch the finished cheeses. Even the small tramway, which ran into the old quarry from Bradley Sidings, was left in place but was not used.” [40: p105]
The dairy was active until the mid-to late 1930s, but after its closure the newly formed Railway Executive Committee brought about an agreement for the Sidings to be taken over by the Air Ministry “which cleared most of the old buildings in 1938 and installed 16 large underground oil storage tanks. The original quarry tramway, which had been left in place while the dairy had occupied the site, was removed at this time, but the standard gauge siding and connection to the branch were retained. The establishment of the Air Ministry fuel depot was to have dramatic and exciting implications for the Much Wenlock branch and a hint of what was to come was given when strengthening work was undertaken on an occupation bridge near Farley.” [40: p115-116]
When, on 1st September 1939, the Railway Executive Committee took control of the railways, weight restriction on the Much Wenlock line were substantially lifted. “All ‘red’ engines (except ’47xx 2-8-0s and the ’60xx King’ Class) were now permitted to run from Madeley Junction and Ketley Junction to Builders and as far South as Much Wenlock, subject to a 20mph overall maximum speed limit.” [40: p116]
Local airfields were supplied by the oil stored at Bradley and regularly ’63xx’ Moguls and ’28xx’ heavy freight 2-8-0s were seen on the branch. There may even have been the occasional ‘USA’ 2-8-0 as well.
Since completing this article, I have been contacted by Eddie Challoner. His grandfather had time as the crossing-keeper at this location in the mid-1950s. This article brought back a series of memories for him and he very kindly provided two photographs from that time ….
The next few images were taken along the length of the line to the South of the cottage which is now a public footpath and part of the Jack Mytton Way.
The line runs South passed a lagoon to its right which was not present when the line was built.
Shadwell Rock Quarry was located at the South side of the modern lagoon. It grew significantly in size during the 20th century and its workings have now formed the lagoon which remains into the 21st century.
The various maps above and below show ‘Games Grounds’ or ‘Recreation Ground’. This were called Linden Field. This was the site of the very earliest revival of the World Olympic Movement. the field was immediately to the North of Much Wenlock Railway Station. The first Olympic games were held in 1850 on this field and continue to be held in the 21st century. The 130th games were held in July 2016.
Travelling Southwest from the passenger station, trains crossed Sheinton Street at high level and the either entered the goods yard or continued on towards Craven Arms rising up above the town and along the flanks of Wenlock Edge.
The station goods yard and engine shed were immediately to the Southwest of the railway bridge. We finish this part of our journey along the Wellington to Craven Arms railway in the goods yard at Much Wenlock.
Much Wenlock Engine Shed. This image was shared by Linda West on the Much Wenlock History Facebook Group on 13th March 2018. [54]The goods yard and engine shed at Much Wenlock. This image was shared on the Much Wenlock Memories Facebook Group by Shane Leavesley on 8th September 2014. The line towards Craven Arms runs behind the Engine Shed. [53]
These photographs were taken by myself and show extracts from the construction plans held in the Shropshire Archive. There is a standard charge of £10 per visit for taking photographs of their records.
A History of the County of Shropshire, Volume 10: Munslow Hundred (part), The Liberty and Borough of Wenlock, 1998, p339-477: http://www.british-history.ac.uk., accessed on 14th August 2023.
https:/https://www.geograph.org.uk/photo/3042155/maps.nls.uk/geo/explore/#zoom=17.0&lat=52.60637&lon=-2.54931&layers=168&b=1, accessed on 15th August 2023.
Roger Farnworth 
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