Category Archives: Central France

The Guardian Lifestyle Travel – Saturday 23rd May 2026 – Part 3 – Readers’ Favourite Railway Journeys – Part A

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The travel section of the Saturday Guardian Magazine on 23rd May 2023 included a few pages about train journeys in Europe (pages 72 to 77). This is the third part of a look at those pages and focuses on some reader’s recommendations of journeys by train. It includes a few more uploaded by the Guardian online.

The featured image for this article is a Flexity Outlook Eurotram at Trindade station in Porto, Portugal, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

3. Readers’ Favourite Railway Journeys

A. A Dramatic Metro Line in Porto

“I love the surprise of urban rail. Porto’s metro D line heading south emerges from mundane darkness underground to suddenly skim rooftops and then rattle across the fantastic Eiffel-inspired Dom Luís I bridge. Choosing to walk back across the metal deck is a completely different experience.” [1: p75][12][Reader: Amy]

A map of the Metro in Porto. The yellow line is line D. It runs from Hospital Sãn João to Santo Ovidio. It is the one Metro line that crosses the Rio Douro. [2]

The Porto Metro (Portuguese: Metro do Porto) is the light rail network in Porto. It runs underground in central Porto and above ground into the city’s suburbs. The first parts of the system have been in operation since 2002. The network uses low-floor tram vehicles. [3]

A Flexity Outlook Eurotram at Trindade station, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

“The Socimi Eurotram (later sold as the Bombardier Flexity Outlook (E)) is an electric tramcar originally designed for the tram system of Compagnie de Transports Strasbourgeois (CTS). Initially produced by Socimi, after the company became bankrupt Eurotrams were manufactured first by ABB Group’s transportation division, then by Adtranz and finally by Bombardier Transportation, who marketed the tram as part of their Flexity Outlook range.” [4]

One of the Flexibilty Outlook Eurotrams crossing the Dom Luis I bridge over the Rio Duoro, © Sergei Gussev and licensed for reuse under a Creative Commons licence (CC BY 2.0). [5]
An aerial view of the Dom. Luis 1 Bridge over the Rio Douro in Porto. The bridge carries a road on a lower deck and the Metro Line D on the upper deck, © Deensel and licensed for reuse under a Creative Commons licence (CC BY 2.0). [6]
The Dom. Luis I Bridge seen from the West, © Milton Li, June 2019. [Google Maps, May 2026]

The bridge was designed by Theophile Seyrig and opened at the end of October 1886. In the 21st century, “the bridge’s upper level is used by pedestrians and by line D of the Porto Metro, whilst the lower level is used by buses, taxis, cyclists and pedestrians. The lower level links to the Porto waterfront, including the Praça da Ribeira and the lower station of the Guindais Funicular, at its northern end, and to Gaia waterfront, with its Port wine lodges, at its southern end. The upper level connects to Porto city centre and São Bento station at its northern end, and adjoins the Serra do Pilar Monastery and the upper station of the Gaia Cable Car at its southern end.” [6]

“In 1879, Gustave Eiffel presented a project to construct a new bridge over the Douro, with a high single deck in order to facilitate ship navigation. This project was rejected due to dramatic growth of the urban population, which required a re-thinking of the limits of a single-deck platform. … A competition was initiated in November 1880, in order to construct a double-deck metal bridge, which included projects by Compagnie de Fives-Lille, Cail & C., Schneider & Co., Gustave Eiffel, Lecoq & Co., Société de Braine-le-Comte, Société des Batignolles (which submitted two ideas), Andrew Handyside & Co., Société de Construction de Willebroek (also two projects) and John Dixon. It was in January of the following year that deliberations by the committee supported the project of Société de Willebroek, a design that cost 369,000 réis and provided better carrying capacity. On 21st November 1881, the public work was awarded to the Belgian Société de Willebroek, from Brussels, for 402 contos. It was to be administered by Théophile Seyrig, the former partner of Gustave Eiffel and author of the project. Seyrig had also designed the Maria Pia bridge that was constructed by Eiffel & cie, hence the resemblance of his new bridge to the Maria Pia bridge. Construction began on the Luis I bridge alongside the towers of an earlier suspension bridge, the Ponte Pênsil, which was disassembled.” [6]

“By 26th May 1886, the first weight experiments began, with the transport of a 2,000 kilograms (4,400 lb) per metre. On 30th October construction of the main arch and upper deck were concluded, resulting in its inauguration the very next day. On 1st November, a toll system began to operate under the administration of the winning company, that was equal to 4 reís per person. The following year the lower deck was inaugurated, completing the project. During its ceremonies, the bridge was blessed by Bishop D. Américo.” [6]

Line D (yellow line) opened on 17th September 2005 between Câmara de Gaia in Vila Nova de Gaia and Pólo Universitário in the North. At the northern end, the São João Hospital and IPO stations, were not brought into service until March 2006 due to safety concerns. At the southern end, the line was expanded until D. João II in May 2008 and then to Santo Ovídio in October 2011. In June 2024, the line was extended southwards by 3.15 km with three new stations added, Manuel Leão, Hospital Santos Silva and Vila d’Este. [3]

The Guardian reader (Amy) speaks of the tram emerging from the darkness of the tunnel before crossing the bridge. The tunnel mouth can be seen in the satellite image immediately below.

This satellite image shows the location mentioned above. Trams emerge from underground on the North side of the Rio Douro and are soon high above city streets such as Escardas do Codecal and Av. Gustavo Eiffel and then crossing the river. [Google Maps, May 2026]

On the South side of the river trams fly over R. da Cabo Simeo and Calcada da Serra before meeting and crossing R. Rocha Leao at level.

Metro line D runs North to South, crossing R. Rocha Leao at level. [Google Maps, May 2026]
Looking North towards the Rio Douro from R. Rocha Leao. [Google Streetview, June 2025]
Turning through 180°, this is the view South along Metro Line D from R. Rocha Leao. [Google Streetview, June 2025]

The Guardian reader talked of crossing the bridge on the Metro and then walking back over it afterwards!

B. Fjords and Waterfalls in Norway

“I travelled across Norway by rail on the spectacular Bergensbanen, running between Oslo and Bergen, and the unforgettable Flåmsbana branch line. The Bergensbanen crosses the high mountain plateau of Hardangervidda, passing lakes, forests and snow‑covered peaks before descending toward the fjords of western Norway. At Myrdal, I transferred on to the steep Flåmsbana, which drops dramatically to Flåm on the Aurlandsfjord, with waterfalls and sheer-sided valleys at every turn.” [1: p75][12][Reader: Daniel]

The Bergensbanen is a spectacular 496-kilometre railway connecting Oslo and Bergen in Norway. Taking approximately 7 hours, it is Northern Europe’s highest mainline railway, reaching 1,237 metres above sea level. The line runs 4 to 6 times daily, offering stunning views of Hardangervidda mountain plateau and deep fjords.

Trains on the Bergensbanen are operated by Vy. [7] Highlights along the way include Finse (the highest station), Myrdal (transfer to the Flåm Railway), and Voss (a major skiing hub).

The Bergensbanen is actually a 371-kilometre (231 mile) long scenic standard-gauge railway line between Bergen and Hønefoss, Norway. However, the name is often applied to the entire route from Bergen to Oslo, including the Randsfjord and Drammen lines between Hønefoss and Oslo, covering a total distance of 496 kilometres (308 miles). [8]

The Bergen Railway (Bergensbanen)
Between Oslo and Bergen by train, © Vy/Øivind Haug. [9]
Connecting Norway’s stylish capital with its most picturesque city, the 496km, 39-station Oslo-Bergen railway is one of the world’s most beautiful train journeys, © MariusLtu/Getty Images. [10]
The route crosses the inhospitable Hardangervidda plateau, which soars more than 1km above sea level, © Stockstudiox/Getty Images. [10]

The Flåmsbana is one of the most beautiful train rides in the world and it takes you past mountains and waterfalls you will not forget.

The Flåm Railway. © Morten Rakke. [9]

An article about the Flam railway can be found here. [11]

C. An Electric Gem in Germany

“I took the RB26 train from Berlin-Lichtenberg to Müncheberg and changed for the Buckower Kleinbahn historic narrow gauge railway. Opened in 1930 as an early electric railway, it closed its regular service in the late 1990s. It is now volunteers who run the line that takes you through the rolling hills of Märkische Schweiz in Brandenburg to the pretty spa town of Buckow. Here, I visited the residence of Bertolt Brecht and Helene Weigel on the peaceful reedy shores of Lake Schermützel, before returning refreshed to the Berlin bustle.” [1: p75][12][Reader: Rachael]

The Buckower Kleinbahn railway runs from Buckow to/from Müncheberg a round journey of close to 10km.

The blue line approxi.ates to the route of the preservation railway line. [14]

“The little railway museum in Buckow’s train station building illustrates the history of Buckow’s narrow-gauge railway, as well as of other private and secondary railways, such as the Müncheberg narrow-gauge railway, the Oderbruch train and the ‘Royal Prussian Eastern Line’ (now the RB 26). There are also many exhibits of all sizes and ages, relating to general railroading in Germany.” [13]

“A range of diesel and electricity-powered vehicles from the time between 1920 and 1986 are presented in the outdoor area of the Buckow train station. In addition to this, the old rectifier facility of Buckow’s narrow-gauge railway is home to an exhibition about railway power technology, as well as railway signalling and safety.” [13]

“Buckow’s narrow-gauge railway (Buckower Kleinbhan) with historic vehicles operates on weekends from April to October, and it is inseparably linked to the railway museum. Visitors coming from Berlin can board the museum train at Müncheberg station and are taken to Buckow via Waldsieversdorf with very friendly assistance. Children of all ages get to look over the train driver’s shoulder and interested adults can take part in a training course and obtain a certificate as an honorary train driver of the Buckow narrow-gauge railway.” [13]

This historic electric railcar is one of a number of such vehicles, Class 279 or ET188 types, with some refurbished in the early 1980s, which run on the Buckower Kleinbahn railway, © Museumsbahn Buckower Kleinbahn e.V. [13]

D. The Swiss Watchmakers’ Line

“When time is not important, a little-known French railway line allows you to enter Switzerland through the valley of the watchmakers. The line from Besançon in France drifts through the beautiful Jura foothills to Le Locle, a Swiss watchmaking town. No one got on or off at L’Hôpital-du-Grosbois, a byway station en route named after a leprosy hospital. A line that Dr Beeching would probably have closed still delivers you into Switzerland on time. [1: p75][12][Reader: Martin]

The “Watchmakers’ Line” (La Ligne des Horlogers) is a historic cross-border railway connecting Besançon, France, to La Chaux-de-Fonds/Le Locle, Switzerland. Named in honour of the region’s rich horological heritage, it spans the Jura mountains

Winding through the rugged terrain of the French Pays Horloger (Watchmaking Country) and the Swiss canton of Neuchâtel, the line is a marvel of 19th-century railway engineering. It features numerous tunnels and viaducts built to conquer the steep alpine inclines. The route is actively served by TER (Transport Express Régional) trains on the French side and connects seamlessly with the Swiss rail network.

The TER (regional) train takes approximately 1 hour and 15 minutes to cover the 48-kilometre distance. There are around 9 direct trains per day in both directions.

A standard train on the route between Besançon, France and La Chaux-de-Fonds/Le Locle, Switzerland. [16]

From 1st March to 31st October 2021, SNCF Réseau carried out major modernization work on the Horlogers line, a century-old mountain line, which connects Besançon (25) to La Chaux-de-Fonds in Switzerland for a budget of €55.5 million. These works reinforced structures (bridges, tunnels, walls, and trenches), renewed 35 km of track for €49 million (€19.4 million from the French State, €19.4 million from the Bourgogne-Franche-Comté Region, €6 million from INTERREG, and €4.2 million from SNCF Réseau), made the Morteau and Valdahon stations accessible to all for €1.5 million (€0.75 million from the French State and €0.75 million from the Bourgogne-Franche-Comté Region), and modernized the signaling system to allow TER regional trains in the Bourgogne-Franche-Comté Region to continue operating in Switzerland for €5 million (€2.5 million from the French State and €2.5 million from the Bourgogne-Franche-Comté Region). After a complete eight-month service interruption on the line, traffic between Besançon and Morteau resumed on 31st October, and between Morteau and La Chaux-de-Fonds on 23rd December 2021. [15]

The site of La Chaux-de-Fonds/Le Locle consists of two towns situated close to one another in a remote environment in the Swiss Jura mountains, on land not particularly suited to farming. Planned in the early 19th century, after extensive fires, the towns owed their existence to the watchmaking industry. Their layout along an open-ended scheme of parallel strips on which residential housing and workshops are intermingled reflects the needs of the local watchmaking culture that dates to the 17th century and is still alive today.

E. Charmed by the Vienna to Zagreb train

“The journey from Vienna to Zagreb saw mountainous central Europe relax into Balkan charm. Stunning Alpine scenery melted into forest, settling down into rolling hills as we passed through Graz and reached the Slovene border, stopping for an hour’s changeover at the tiny Zidani Most station, where we enjoyed afternoon beers gazing over lush Slovenian countryside. The connection to Zagreb boasted dramatic lake scenery that gave way to farm land, golden in evening light, as we passed into Croatia, soon rattling into its underrated capital. We booked this through Omio, which came in relatively cheaply at £41.” [12][Reader: Matt]

It is possible to get a direct train. According to thetrainline.com, the journey takes about 6 to 6.5 hours, covering roughly 370 km. Tickets can start around €25 to €35. There are normally 11 trains per day travelling from Vienna to Zagreb and tickets for this journey start from £25.89 when you book in advance. [17] The raileurope.com website quotes a lowest fare at under £22.00. [18]

The train journey from Vienna to Zagreb transitions from spectacular Alpine peaks to lush river valleys and rolling Balkan countryside. The journey takes you through southeastern Austria and northern Slovenia before arriving in Croatia. To catch the best views, sit on the left side of the train when departing Vienna to look down into the Semmering valleys. When traveling through Slovenia, sit on the right side to enjoy the best riverside views.

Shortly after leaving Vienna (Wiener Neustadt), the train climbs the Semmering Pass. This is a UNESCO World Heritage site, famous for winding viaducts, tunnels, and panoramic views of steep mountain valleys and dark pine forests.

The Semmering Pass railway and surrounding scenery, © C.Stadler/Bwag and licensed for reuse under a Creative Commons licence (CC BY-SA 4.0). [19]
An international express on the Semmeringbahn, pulled by 1044 274-7 in 2004, © Herbert Ortner and licensed for reuse under a Creative Commons licence (CC BY 3.0). [19]

As you descend from the mountains, you’ll pass through the rolling, green agricultural landscapes and vineyards surrounding the city of Graz.

Crossing the border, the scenery becomes dramatic. The train tracks hug the winding Savinja and Sava rivers, passing through deep gorges and canyons flanked by dense forests and rural villages.

The rugged terrain flattens out into the golden farmlands and charming countryside of northern Croatia before pulling into Zagreb’s main station, Zagreb Glavni Kolodvor.

Further suggestions for rail journeys from Guardian readers can be found in the fourth of this series of articles based around the Guardian Saturday Magazine of 23rd May 2026.

References

  1. Readers’Travel Tips: Favourite Train Trips; in Saturday (the Guardian Magazine), 23rd May 2026, p75.
  2. https://www.reddit.com/r/TransitDiagrams/comments/gidbxm/ocdiagram_metro_do_porto_portugal, accessed on 25th May 2026.
  3. https://en.wikipedia.org/wiki/Porto_Metro, accessed on 25th May 2026.
  4. https://en.wikipedia.org/wiki/Socimi_Eurotram, accessed on 25th May 2026.
  5. https://commons.wikimedia.org/wiki/File:Vila_Nova_de_Gaia_(52734250241).jpg, accessed on 25th May 2026.
  6. https://en.wikipedia.org/wiki/Dom_Lu%C3%ADs_I_Bridge#/media/File%3ADom_Lu%C3%ADs_I_Bridge_(36961760686).jpg, accessed on 25th May 2026.
  7. https://www.vy.no/en/train/routes/the-bergen-line, accessed on 25th May 2026.
  8. https://en.wikipedia.org/wiki/Bergen_Line, accessed on 25th May 2026.
  9. https://en.visitbergen.com/visitor-information/travel-information/getting-here/bergensbanen-oslo-to-bergen-by-train, accessed on 25th May 2026.
  10. https://www.bbc.co.uk/travel/article/20230130-the-highest-rail-route-in-northern-europe, accessed on 25th May 2026.
  11. https://rogerfarnworth.com/2019/01/01/the-flam-railway-in-1950
  12. https://www.theguardian.com/travel/2026/may/22/readers-favourite-scenic-european-railway-journeys-trains, accessed on 25th May 2026.
  13. https://www.brandenburg-tourism.com/poi/seenland-oder-spree/industrial-culture/eisenbahnmuseum-and-buckower-kleinbahn-train-museum, accessed on 25th May 2026.
  14. https://www.komoot.com/smarttour/3623001, accessed on 25th May 2026.
  15. https://www.sncf-reseau.com/fr/cp/bourgogne-franche-comte/ligne-horlogers-modernisee-entre-besancon-et-morteau, accessed on 25th May 2026.
  16. https://www.railwaypro.com/wp/colas-consortium-to-modernise-ligne-des-horlogers, accessed on 25th May 2026.
  17. https://www.thetrainline.com/en/train-times/vienna-to-zagreb, accessed on 25th May 2026.
  18. https://www.raileurope.com/en-gb/destinations/vienna-zagreb-train, accessed on 25th May 2026.
  19. https://en.wikipedia.org/wiki/Semmering_railway, accessed on 25th May 2026.

The Modern Tramway – July 1951 – The Tramways of Clermont-Ferrand

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The Modern Tramway of July 1951 included an article by Peter J. Jacques about the tramways of Clermont-Ferrand. [1]

The featured image for this article is a photograph of one of Clermont-Ferrand’s modern trams. The initial fleet was 26 trains, but in September 2019, the fleet was expanded to 30 trains. Every STE 4 model consists of 4 cars, for a length of 32 metres (105 ft), © William Crochot and licenced for reuse under a Creative Commons licence (CC BY-SA 4.0). [2]

Jacques wrote:

“The French city of Clermont-Ferrand has a population of approximately 100,000 and is situated in the mountainous Departement of Puy de Dome. Most of the local transport is provided by the Compagne des Tramways de Clermont-Ferrand et du Puy de Dome, which operates tram services over four routes and several bus services. The tramcar fleet comprises 66 single-deck cars, including 33 trailers. The system is interesting, not merely because of its present day policy of retention and modernisation, but also on account of its importance in the history of French Tramways.” [1: p156]

A map of the Clermont-Ferrand tram network in the 1950s. [1: p156]
An early postcard image, © Public Domain. [10]

“It was at Clermont-Ferrand that the first French electric tramway was installed in 1888; the line ran from Montferrand to Royat and was built by M. Claret, the father of the present [in 1951] Director.vthere was a branch line to the station and a depot at Montferrand. Current was collected, by means of a shoe which the car towed at the end of a wire, from a rectangular tube suspended 6 metres above the track. ‘Marsillon’ type rails [3] were used, laid on wooden sleepers and held in position by cast-iron chairs. The cars were 4-wheel single-deckers fitted with ‘Thury’ type motors.” [1: p156-157]

Marsillon Type Rails: two pictures of this rail type are shown below. Antoine-Léon Marsillon (1824-1892) was responsible for the design.

This image comes from page 369 of ‘The Street Railway Journal’ of 1884. [3]

Thury Type Motors: were pioneering direct-current (DC) traction motors and high-voltage DC (HVDC) power systems developed by the Swiss-French engineer René Thury in the late 19th and early 20th centuries. Thury’s innovative designs were heavily utilized across early European tramways and electrified mountain railways. Clermont-Ferrand used Thury 25-horsepower motors. A single motor drove one axle via a gear train, and the second axle was driven by connection rods coupled to the first. [4]

An early postcard image showing trams in the Place de Jaude just after the statue of Vercingetorix was erected, © Public Domain. [11]

Jacques continued:

“Two years later, an experiment was made with surface-contact current collection on a stretch of track 219 yards long, using the Claret Vuilleumier system, although it was never adopted in Clermont-Ferrand, the success of the trial in that city led M. Claret to construct a tramway on this system in Paris, from the Place de la République to Romainville. (The latter tramway was the first electric route in the French capital and was opened in 1896).

“In 1903, another route was added to the Clermont-Ferrand tramways; it followed a winding course from the Place Delille to the Place de Jaude. In 1906, a light railway was constructed from the Place Lamartine to the summit of the Puy de Dôme mountain, to the west of the city. This line was worked by steam tank locomotives hauling three or four 4-wheeled carriages. The depot was at Durtol.

“In the course of the next few years, normal overhead wires were installed in place of the overhead “tubes,” and the cars were fitted with trolley poles; at the same time the track was entirely relaid with ‘Broca’ rails.

“New trailer cars were built in 1912 and these open-sided bogie vehicles are still [in 1951] used during the summer months. The following year saw the construction of new lines to Fontgiève and to the station via the Place des Salins. The line to Vallières and Beaumont was opened in 1914, and several new trailers with partly-open bodywork were built in that year. The route from the Place Delille to the Place de Jaude was closed in 1915.” [1: p157]

The Claret Vuilleumier System of Current Collection: The Claret-Vuilleumier system was an early, now obsolete surface-contact method for powering electric trams without overhead wires. Developed in the late 19th century, it used electromagnetic, road-level studs that only became energized as a tram passed over them, delivering power to the vehicle through an under-carriage skate. It was most notably implemented on tram lines in Paris (such as the République-Romainville line), the system was engineered to eliminate the visual “wire pollution” of overhead catenaries in city centres. It solved the shock hazard problem of exposed surface studs through an ingenious, albeit troublesome, mechanical setup. [5]

Small iron contact studs were spaced about 2.5 metres apart and protruded roughly 5 mm above the cobblestone surface. The studs were not permanently live. Instead, they were connected to a series of underground switches controlled by a master mechanism. As the tram rolled over the track, magnets on the vehicle triggered the underground switch. The stud directly beneath the tram became energized with 500–600 volts to power the tram’s motors, while the studs ahead and behind remained safely dead. [5]

Broca Rail: (often called a grooved or girder rail) is a specialized steel track invented in the late 19th century. It is primarily used for streetcars and trams, featuring a built-in groove that allows trains to sit flush with paved city streets without disrupting car traffic or pedestrian walking paths. [6]

‘Broca’ rail was designed by Georges Broca, © Public domain. [7]

Jacques continued:

“In 1918, the Company built 5 new motor trams fitted with two Westinghouse H 100 35 h.p. motors and these were followed by 6 more of the same type between 1919 and 1922. During the latter year, the Beaumont line was extended to Ceyrat, a distance of over 4 miles from the city centre.

“The Puy de Dôme railway was closed in 1926 and a road was built on the right-of-way. The line as far as Durtol was retained for a time as an electric tramway but was shortly replaced by a bus route. In 1928, the Aubière line was opened and in the following year, the short Fontgiève line was closed. The replacing bus service also served other outlying districts not yet sufficiently developed to require tramway service.” [1: p158]

Jacques provided a list of tramcars used on the Clermont-Ferrand network in the very early 1950s. [1: p158]

Jacques narrative continued:

“Between 1923 and 1930, 12 new motor trams and 23 trailers were added to the fleet. Of these, four motor cars (Nos. 111-14) were fitted with two Westinghouse J544 50 h.p. motors, while the remaining 8, Nos. 115-22, were of improved design with independent suspension, fitted with two Thomson TH 560 40 h.p. motors. In 1930, a new tramcar was built at the Company’s workshops. Of modern design with centre entrances and independent suspension, it had two Thomson TH 560 40 h.p. motors and had seats for 24 passengers in two saloons with room for 24 standing passengers on its large central platform. The success of this car led to the construction of nine others, all of which were in service by the end of 1931. This type are numbered 130-139. In 1938, work began on the reconstruction of Nos. 115-117, the only bogie motor trams in the fleet. In 1943, three more cars, Nos. 42-44 were rebuilt and given Thomson TH 560 40 h.p. motors. Two new trailers were built in 1945 (Nos. 93-4).” [2: p158]

The Westinghouse J544 50 h.p. Motor: was an early-20th-century direct current (DC) traction motor rated at 50 horsepower. Widely used on streetcars and interurban railways in North America, these motors provided the high starting torque and reliability necessary to modernize urban public transit.

The Thomson TH 560 40 h.p. Motor (or GE-560): was  an early 40-horsepower electric railway motor. It as manufactured at the turn of the 20th century by the British Thomson-Houston (BTH) company (and its American parent, General Electric).

Jacques continued:

“At the end of the Second World War, the future of the tramways was discussed and it was decided to retain trams on all routes except that serving Aubière; this route was closed in December, 1949. The overhaul and repainting of all cars was begun and a new livery of bright red and cream was chosen to replace the former maroon and cream. Many cars have now been repainted and five trailers which do not conform to the standard pattern (60, 61, 105-7) are being rebuilt with central double doors. All work is carried out in the Company’s own workshops at Montferrand.

“At present, four routes are worked, the cars carrying a coloured destination board, as follows:

– Yellow: Station – Place des Salins – Place de Jaude – Place Delille – Station.

– Red: Station – Place Delille – Place de Jaude –  Place des Salins – Station.

– Blue: Royat Chamalières – Place de Jaude –  Place Delille – Montferrand.

– White: Place de Jaude – Vallières – Beaumont – Ceyrat.

“The headway on the Station and Montferrand Royat routes is usually six minutes. The Ceyrat route has short workings to Vallières and Beaumont. Ceyrat cars maintain a headway of 40 minutes which is shortened to 20 minutes as required. Cars run to Beaumont and Vallières every 20 and 10 minutes respectively. One car is sufficient to operate the Vallières short working and it is usually one of the 118-122 type.

“An interesting feature of the system is the provision of curbside or island loading facilities at the termini and main stops. All termini have sheltered waiting rooms and there are small enquiry offices at the station and the Place de Jaude.

“As Clermont-Ferrand is an important tourist centre, heavy demands are placed on the tramways during the summer months. Royat is a celebrated spa and its population increases from 3,500 to 10,000 between June and September. Ceyrat lies in the heart of beautiful hilly countryside and is much visited. The trams have no difficulty in handling the crowds and the ordinary service to Royat is capable of carrying nearly a thousand passengers an hour (ten trains an hour with an average capacity of 98). Seats in the open-sided trailers are eagerly sought when these cars are in service.

It is encouraging to note that there is no bias in favour of any one form of transport; whilst the Company have abandoned certain lines unsuitable for tramway operation, they are retaining tramcars on the more heavily-burdened routes. In addition to the reconditioning of cars already mentioned, the Company is opening a new sub-station (with three mercury vapour rectifiers) and ultra-modern passenger shelters have been built at Montferrand, Royat and the Place de Jaude. Trolleybuses are to replace motor buses on the Durtol route and if the area develops any further, the trams may yet run again to that district.” [1: p159 & 161]

Jacques provided these statistics for the Clermont-Ferrand tramway network. [1: p161]
Four photographs taken by M.S. Hill and P.J. Jacques accompanied the article. Top-left: Motor -car No. 114 and trailer No. 84 at the Royat terminus. Top-right: Motor-car No. 139 and trailer No. 76 at the Montferrand depot. Bottom-left: Bogie-car No. 116 at Station. Bottom-right: Centre-entrance car No 139 at Station, © M.S. Hill & P. J. Jacques, Public Domain. [1: p161]

Just 5 years after Jacques article, the tram network in Clermont-Ferrand was closed in favour of buses. “The last tram in Clermont-Ferrand ran on 17th March 1956. After this, public transportation in the city was solely by bus. In many places, the rails were paved over to make way for cars.” [8]

Clermont-Ferrand’s Modern Tramway

“In the 1970s, concern over the consequences of automobile use increased. In the 1983 Elections, a tramway was proposed by Socialist mayor Roger Quilliot in his re-election campaign. … However, the tram project was only seriously considered … in 1990. The development of the system was given to SOFRETU (now Systra), which proposed the building of two tramlines: one north–south line (which would eventually become Line A), and an east–west line. In 1996, bids were solicited for the rolling stock for the tramway. Alstom proposed that Alstom Citadis trams be used for the system, and Alstom Citadis trams were bought for Line A on 14th October 1996. Thus, the first tramway followed SOFRETU’s proposal, which corresponded to the present day Line A. However, due to pressure from the Chamber of Commerce and industries in Clermont-Ferrand (mostly Michelin), this initial tramway project was halted.” [8]

A revised project was proposed in 2000 and bids were sought in 2002. The contract was won by Lohr Industrie. A first section was opened in November 2006 with the remainder of the originally proposed network opening in 2007. The line had to be closed for seven weeks in 2013 to renovate many station platforms due to their deterioration. [8]

“In 2011, an extension of Line A to Vergnes was initiated. Work began in December 2011 and took almost 2 years.” [8]

“On 14th December 2013, the 2-kilometre (1.2 mile) extension of Line A from Champratel to Vergnes opened to the public.  This extension was part of the ‘Reorganization of Les Verges Region’ program, mainly to ease access to the Stade Gabriel Montpied.” [8]

The modern Clermont-Ferrand tram network. [9]
A modern Clermont-Ferrand tram on Avenue des Etats Unis, © Fabien1309 and licenced for reuse under a Creative Commons licence (CC BY-SA 2.0). [12]

“The tramway of Clermont-Ferrand uses Translohr technology. The initial fleet was 26 trains, but in September 2019, the fleet was expanded to 30 trains. Every STE 4 model consists of 4 cars, for a length of 32 metres (105 ft). … Every train has a maximum capacity of 238 people with around 40 sitting. Six trains were priced at approximately 14 million euros.” [8]

References

  1. P. J. Jacques; The Tramways of Clermont-Ferrand; in The Modern Tramway Volume 14 No. 163, July 1951, p156-159 & p161.
  2. https://en.wikipedia.org/wiki/Clermont-Ferrand_tramway#/media/File%3ATranslohr_STE4_-_143.jpg, accessed on 18th May 2026.
  3. https://commons.wikimedia.org/wiki/Category:Marsillon_rail, accessed on 18th May 2026.
  4. https://en.wikipedia.org/wiki/History_of_electric_power_transmission, accessed on 18th May 2026.
  5. https://www.citytransport.info/Trams02.htm, accessed on 18th May 2026.
  6. https://www.glorycrane.com/grooved-rails., accessed on 18th May 2026.
  7. https://commons.wikimedia.org/wiki/Category:Broca_rail#/media/File%3AProfil_du_Rail_Broca%2C_en_forme_du_champignon._Profil_N%C2%B01_pour_alignements_(Doc._Archives_de_Paris).jpg, accessed on 18th May 2026.
  8. https://en.wikipedia.org/wiki/Clermont-Ferrand_dtramway, accessed on 18th May 2026.
  9. https://en.wikipedia.org/wiki/Clermont-Ferrand_tramway#/map/0, accessed on 18th May 2026.
  10. https://en.wikipedia.org/wiki/Clermont-Ferrand_tramway_(1890%E2%80%931956)#/media/File%3ATramway-electrique-Clermont-Ferrand-cp.jpg, accessed on 18th May 2026.
  11. https://en.wikipedia.org/wiki/Clermont-Ferrand_tramway_(1890%E2%80%931956)#/media/File%3AELD_3497_-_CLERMONT-FD_-_Place_de_Jaude_-_Vue_prise_de_l’Hotel_de_la_Poste_(D%C3%A9tail).JPG, accessed on 18th May 2026.
  12. https://en.wikipedia.org/wiki/Clermont-Ferrand_tramway#/media/File%3ATramway-clermont-ferrand-2.jpg, accessed on 18th May 2026.