Category Archives: Railways and Tramways Around Nice

Various posts about the railways and tramways in Provence and Les Alpes Maritime.

Nice to Digne-les-Bains Part 10 – Thorame-Haute Viaduct (Chemins de Fer de Provence 74)

Its been highlighted to me that in my last post in this series I did not provide details of Thorame-Haute Viaduct. In that post, I provided rail-level images and then rushed on to the site of Thorame-Haute Station. This short blog is an attempt to rectify that mistake!  I guess you could also see it as a bonus for patiently bearing with me as I meander along the line between Nice and Digne-les-Bains!GECP locomotive, ‘The Portuguese’, breaks out into the Verdon valley as it leaves the western portal of the Tunnel de la Colle Saint Michel (c) Christopher James.The same locomotive crossing the Viaduct at Thorame-Haute, (c) Christopher James.An Autorail on the Viaduct. [1]Another Autorail on the Viaduct seen through the tree canopy. [2] This close up image shows the masonry of the Viaduct to good effect. [3]

These two images are taken from the Structurae website. [4] They have been selected to show the structure and it location rather than for any aesthetic consideration. Even so the structure appears graceful and dramatic. Not something that is noticeable at rail level or from a train. The arched voids in the spandrels relieve a significant amount of load from the arches of the viaduct.The viaduct and station at Thorame-Haute soon after construction of the viaduct was completed. [5]As a taster for my next post, the chapel immediately adjacent to the station at Thorame-Haute is the focus each year of a significant local festival. More of this in the next post, (c) Christopher James. [6]A final view back from Thorame-Haute Station towards the road-crossing and the Viaduct beyond, (c) La bête de Calvi. [7]


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  6. I have been corresponding with Christopher James over a number of my posts about the Nice to Digne line. Christopher James lives locally and travels on the line frequently. This picture was sent to me by email.
  7., accessed on 31st July 2018.

Nice to Digne-les-Bains Part 8 – Meailles to Thorame-Haute (Chemins de Fer de Provence 73)

Meailles is the starting point for the next stage in our journey. The featured image is an excellent black and white panorama of the village, station, viaducts and railway line. This next image shows the station and the Viaduc de Moana sitting below the village. [1]We return to the station at Meailles ready to catch the next train. A final look round the station is followed by checking the timetable and then joining the next train as it leaves the station! The pictures below are all to be found on the relevant page of, [4] except for one which is an image from Wikipedia. [5]Driver’s eye view leaving Meailles Station. [9]Looking back towards the station from the level-crossing on the road up the valley side to Meailles village.

The next few images show the Viaduc de Moana which our train crosses almost immediately after leaving the station at Meailles.First from the level-crossing in the image above.Then a driver’s eye view of the viaduct.A railcar heading onto the Viaduc du Moana, (c) Mouliric. [2]Freight train on the viaduct. [6]The two images immediately above are sourced from the CPArama website. [3]

This image is taken from above the viaduct on the hillside close to the village of Meailles.




The image below is taken from the far side of the valley of La Vaire.The Viaduc du Moana crosses the Ravin du Maouna which can be seen heading away to the northeast behind the viaduct.Modern train on the Viaduc du Moana, (c) La bête de Calvi [8]The view ahead up the valley of La Vaire (above) taken from the road up the valley side to Meailles.The railway heads north-northwest up the valley of La  Vaire. The next major structure is a tunnel – the Tunnel de Méailles. The tunnel is 104 metres in length and is shown by the red, blue and green dots on the map below. At this point the railway line ius now 995 metres above sea-level. [7]The south portal of the Tunnel de Méailles. [7]The two images above show the north portal of the tunnel which includes a short ‘gallery’ beyond what would have been the tunnel entrance and then a significant retaining wall and bridge. [7]For a couple of kilometres the railway continues along the east bank of La Vaire. [9]Peyresq Halt is preceded by the bridge over La Vaire and followed by the tunnel portal. A Renault Autorail heads away from the Halt towards Nice. [24]It crosses La Vaire on a short girder bridge, passes through Peyresq Halt and then enters the Tunnel de la Colle Saint Michel [9]Modern transport at Peyresq Halt. [10]Looking back down the line, we see slightly older transport approaching Peyresq from Meailles. [11]The Tunnel de la Colle Saint Michel is at an altitude of more than 1000 metres above sea-level. It is 3.46km in length – the longest tunnel on the line. The tunnel is completely straight except close to its eastern portal where it has a slight curve which matches the line to the east of the tunnel. There are two interesting and original features in the tunnel which are both in the north wall. [12]

Inside a tunnel, a few metres from the eastern portal it can be seen that the eastern portal needed to be widened. The old alignment of the tunnel wall is still visible as a pedestal. The widening facilitated alignment sights for drivers. About 1100 m from the western portal, a side chamber 8 m deep and 4 m wide exists, which was a stable for horses during the construction of the work and was also used for turning the carts used to transport rubble from the tunnel construction.

In addition, this tunnel was subject to strong draughts which, in winter, froze water infiltrating into the tunnel. This caused the formation of ice stalactites which risked significant damage to trains. To prevent this the west portal was given an overhead door in 1969. The eastern portal is visible in images above the western portal is shown below. [12]As trains leave the western portal of the Tunnel de la Colle Saint Michel they cross a short viaduct over the River Verdon and crosses a track on the west side of the river. There is an old crossing keeper’s cottage adjacent to the line. [12]A view towards Digne taken from above the western portal of the Tunnel de la Colle Saint Michel.The crossing keeper’s cottage. [9]

Leaving the Tunnel de la Colle Saint Michel, the line turns sharply to the southwest and follows the western bank of the River Verdon to a point not far north of the Station at Thorame-Haute where it spans the river once again and enters the railway station on the eastern bank of the river. [9] [9][9][13][14]Steam at Thorame Haute Station. [15] A festival at Thorame-Haute.Another view of the station on an old postcard, the following photos all come from the same source, one of CPArama’s webpages. [16] La Place de la Gare, Thorame-Haute. [17]La Place de la Gare. [18]The station in bright sunlight. [20]A recent photograph of the main station building. [21]

It is interesting that the village which gives its name to this station is almost 8km away. The line enters the valley of the Verdon well south of the village and heads away south.

The station is about 95 kilometres from Nice at an altitude of over 1000 metres above sea-level. The station was opened in 1911 and a separate buffet building was included on the site next to the main building. [19] The railway line between Meailles and Thorame-Haute was on the last stretch of the line from Nice to Digne to be built. The length involved was that between Saint-André-de-Méouilles and Puget-Théniers.

Work began in January 1900 on the final 27km of the line. The tunnel boring took a number of years to complete. Steady progress was made on the tunnel. The project had a significant setback when, in April 1909 part of the land mass above the proposed location of the station at Thorame-Haute collapsed onto the site of the station engulfing the part built buildings and platforms. Stabilisation of the mountain required the construction of a 114 metre long, 3.3 metre high retaining wall. The wall was 1.5 metres thick and reinforced by 7 buttresses. [22]

The station was opened to travellers on 3rd July 1911 [23] with the inauguration of the full line taking place on 6th August 1911. The station at Thorame-Haute quickly became a significant tourist destination providing access to some high quality hotels in the upper reaches of the Verdon valley. A wealthy clientele travelled from the Côte d’Azur to access such hotels as the Alp’hôtel de Beauvezer, and the Fontgaillarde in Thorame-Haute.

It is at Thorame-Haute that this leg of our journey is completed.


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Nice to Digne-les-Bains Part 9 – Floods and Landslides (Chemins de Fer de Provence 72)

Christopher James contacted me having read a number of my posts because he remembered images of a major landslide at Annot Station. He undertook some research and found a newspaper article and some photographs of the landslide at Annot. The images he sent me and the newspaper article are immediately below. We corresponded a little about the date of the landslip and I think we now believe that it happened as part of a major incident which occurred in November 1994.

On 5th November 1994 an extreme flood event caused the lowest and the second-lowest dams on the Var to collapse. The flood wave inundated parts of Nice, including Nice’s international airport which is situated near the river mouth. It was out of service for several days. The airport lost the business of 50,000 passengers, with damages running up to an estimated 4.5 to 6 million euro. Elsewhere roads like the RN202 were cut, power and telephone lines were interrupted, and three people died and four disappeared. [1] This estimate of lives lost is low compared with some, for instance HydroEurope say that 70 people were estimated to be killed, with large scale infrastructure damage and economical losses from the closure of the airport. The economic damage is estimated at 550 – 800 million Euros. Of the three most recent flood events the flows of 1994 were an order of magnitude higher than the others – 1994 (3680 m3/s), 2011 (1330 m3/s), 2016 (1280 m3/s). [2]

My blog:, provides a number of pictures of the damage done to the watercourse, it revetments and its structures. Part of the problem has been the gradual encroachment into the valley of the Var by various land reclamation schemes over the years. [3]

But these events are not a recent penomenon. The Observatoire Regional des Risques Majeurs (ORRM) En Provence-Alpes-Cote d’Azur has reported on a series of similar events over the past 150 years. [4] These events have occurred across the whole of the southern alps – Sisteron in 1886; Valette (Ubaye Valley) in 1982; Annot in 1994 and 1996; Rochaille in 2001; Villard-des-Dourbes in 2002; Barles in 2008, are all events mentioned by the ORRM. Their website includes the following photograph taken at Annot in 1994. [4]

As we have already noted, the events of November 1994 were of an order of magnitude greater than had been experienced in the catchment of the River Var in the century or so before 1994 and in the years after. Significant structures were destroyed, such as the Pont de Gueydan, immediately below.

The main A8 was cut by the river. The railway was cut at various points and it was 18 months before it re-opened. At the time there was a significant risk of complete closure of the line. The image below shows one of the ‘elephants’ along the line which was destroyed and had, along with the road and river embankment, to be rebuilt.

More damage to the A8 and the railway line.

The bridge at the mouth of the River Vesubie was destroyed.

The floods of 1994 were devastating for the railway and for the communities it served. They left a number of communities inaccessible except by mountain tracks. Rebuilding of railway and roads was no easy task and the subject of some wrangling about what was best for the communities alongside the river.

In 1994 a new highway was planned, situated in part on the right bank of the Var. This would result in a further reduction of the river bed in the order of 10%. The plans met with strong opposition from the riparians, who fought the proposed highway in the Administrative Court.

A decision was taken in 2001 to further investigate the road alignment. The highway was eventually built along a modified itinerary and under a different name. [1]

If anyone knows more about flooding and landslides that have affected the Nice to Digne line it would be good to hear from you.


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Nice to Digne-les-Bains Part 7 – Annot to Meailles (Chemins de Fer de Provence 71)

Our journey along the Nice to Digne line recommences at Annot. We are halfway between Nice and Digne. My memory of travelling on the line is that Annot was touted as being an excellent destination when travelling from Nice, to allow access to mountain walking. A little research shows that to be the case. The map below is a copy of the hiking route map which includes an extensive range of walks. The “.pdf” from which it is taken can be accessed by following the link in the references at the bottom of this post. [1] The train we travelled on through Annot to Digne in 2001 was full of hikers who left the train at Annot.It will also be evident from the above map that the line has left behind the department of Les Alpes Martimes and is now in the Alpes de Haute-Provence. The Tramway from Pont de Gueydan northwards (…r-de-provence-69) followed the approximate boundary between the two departments.

Annot is in the valley of La Vaire. Its station is on the valley side to the southeast of the town centre. [2]

Annot is located on the edge of Mercantour National Park, it was founded on a small hill and surrounded by wooded mountains, the village which dates from the 11th century, has little by little spread along the banks of La Vaïre. The old village is built in sandstone. Immense boulders of this rock (sometimes more than 100 metres high) can be seen at close quarters by following the “Chambre du Roi” waymarked circuit. Some of these rocks can be seen in the background of the image below.The viaduct seen from beyond the village. [3]A view of Annot from further to the southwest. [4]Annot from above. the railway can be seen crossing the viaduct behind the town. Annot railway station is just off picture to the right. [5]

OpenStreetMap provides an excellent cartographic image of the town, station and viaduct. The railway can be picked out easily as a black line to the east and north of the town. [6]

So, we return to the railway station and prepare to leave travelling North, initially, towards Digne-les-Bains.

The pictures immediately below are taken at the station. The first shows the most modern trains on the line and the carriages of the Steam service. [7]An older railcar (autorail) and the steam service waiting at Annot Station. [8]A modern train approaches the throat of Annot station from Digne while the “Portuguese” Steam Locomotive waits in the station. [9]The three images above show Annot station in its very early days. [16]

Our train sets off from Annot. The next few images give a driver’s eye views along the line as we leave the station. [10] About 700 metres beyond the Station the line crossed the Viaduc de la Beite, across the valley of La Beite. We have already seen the viaduct in the photographs of the town of Annot above. But it is an elegant structure, so more photographs seem appropriate.This is Le Train des Châtaignes. It is the last day of the 2013 season (Saturday 2nd November) for the “Train des Pignes” It circulated between Puget-Théniers and Le Fugeret for the Fête de la Châtaigne at Le Fugeret, (c) Jose Banuado. [11]

Post card images follow: A freight train has just crossed the viaduct heading for Annot, circa 1956. [16]

As trains travel over the Viaduc de la Beite, they turn back to towards the D908 and for a short distance travel east-west before turning to the northwest once again. As the road and railway continue in a northwesterly direction their paths drift closer together so that around 4 kilometres northwest of Annot they are running side by they approach l’Arret des Lunieres. [10]l’Arret des Lunieres.

North of the Halt the road drifts down toward the valley floor while the railway follows the contours. As the disparity in levels increased the old road swung underneath the railway at Ravin de Fouent Bouisse and back again under the viaduct having crossed the stream. The clearances between road and rail were not adequate fro modern vehicles and the road had to be diverted to stay on the southwest side of the railway.The viaduct before any consideration of diversion of the road. [14]

In no more than a couple of hundred metres, the road had dropped sufficiently to pass under the railway at a second viaduct and then follow it on its northeast side. before switching back to the southwest side again. The viaduct was named, “Viaduc de Fontbouisse.”Looking back towards Annot.From the same position, looking forward towards Le Fugeret.An early picture of the Viaduct. [14]With the road back on the southwest side of the railway, the lines are supported a significant height above the road by a substantial retaining wall.

As the road and railway approach the village of Le Fugeret, they separate and Google Streetview becomes less effective in showing the route of the railway! Before entering the station at Le Fugeret it is worth looking at the satellite image below to get a feel for the railway in the immediate vicinity of the village. As can be seen in the image, the railway station is some distance from the old village. The station is just visible at the bottom of the picture, with the old village to the middle left. The railway line uses this location to loop back on itself to gain height before continuing once again in a northwesterly direction. It’s track can be picked out on the satellite image, and can more easily be seen on the openstreetmap extract below it.Le Fugeret Station was set on an approximately north-south alignment to the southeast of the village to permit the line to gain sufficient height to continue on its journey up the valley of La Vaïre. The station buildings from the south. [10]The station buildings looking south towards Annot. [12]The northern end of the platforms at Le Fugeret Railway Station. [10]The northern station throat with the old village of Le Fugeret visible to the left of the track ahead. [10]A rural idyll near Le Fugeret. [13]A train leaves Le Fugeret station for Digne and passes the old village. The small bridge under the train in the image is shown below in a telephoto view from the main road in the village. [15]The line leaves the station and heads towards the loop. The station is off the picture to the right, the village is in the foreground, the accommodation bridge is visible to the left of the churchThe railway can be seen again right at the top of the photograph having turned through 180° close to the village, as seen below. [17]The railway turns round to the northeast with the old village behind. [18]The village is off the photo to the left. The railway continues to turn through 180° in the foreground, and can be picked out again, after turning through another loop, at the top of the picture. To the bottom right of this picture and hidden behind the trees, the line passes through a short tunnel. [17]

A 194 metre tunnel allows the 180° turn to negotiate the topography of the village. This tunnel is called “Tunnel Notre Dame.” It is shown below marked with red, blue and green dots. [19]The southwest portal of the Tunnel Notre Dame. [10]The southeast portal of the Tunnel Notre Dame and the small bridge over the grandly named Ravin du Gros Vallon. [19]An accommodation bridge provides access between fields either side of the line. There are a number of driver’s eye views in this post which have been taken from the website of Reinhard Douté ( [10]

The line completes its first 180° turn after passing under the accommodation bridge above. It then crosses the Ravin du Coin, on an embankment, before entering a lengthy curved tunnel which accommodates the next 180° turn – The Tunnel du Fugeret. The tunnel is marked by red, blue and green dots below and is over 500 metres long. [20]The southern portal of the Tunnel du Fugeret. [20]The northern portal of the Tunnel du Fugeret. [20]

The line then curves gently across the north of the village to the Tunnel de la Barre which can be picked out on the left of the satellite image immediately below. On the way, it crosses the Ravin du Gros Vallon again. The second image below shows the viaduct which spans the ravine.The third image below shows Le Fugeret with the line running high on the hillside behind it and the viaduct over the Ravin du Gros Vallon can bee seen on the right of the picture.Le Fugeret from the southwest. [21]

The Tunnel de la Barre is marked on the map below by red, blue and green dots and is just 75 metres long its portals are shown below. [22]The east portal of the Tunnel de la Barre. [22]The west portal of the Tunnel de la Barre. [22]

After leaving the tunnel the line continues to curve round to the north and then crosses a viaduct and passes through another short tunnel.The Viaduc de l’Hubac. [10]The viaduct and tunnel of l’Hubac. The Ravine is known as the “Ravin de l’Ubac.” [14]

The viaduct is a substantial structure, the tunnel is short, only 35 metres in length. The south east portal is shown in the first image below and the northwest portal can be seen in the second image below. [23] A short distance beyond the Tunnel de l’Hubac, the line crosses the D210 on what is now (2018) a very new, short-span structure. The road then climbs steeply, first to run, for a very short distance, at the same elevation as the track, and then to rise high above it.In the two images immediately above, the line continues alongside La Vaire, but high above it to the East, towards the next station at Méailles. Along the way it crosses a series of viaducts and requires a number of retaining walls. [10]High retaining walls can be seen from the D908 on the West side of the valley of La Vaire. Some, as above, hold the hillside above the railway. Some, like immediately below, support the railway. And in places the railway leaves the hillside to run on its own retained embankments and crosses ravines by means of bridges, as in the second image below.Looking forward up the line towards the station at Meailles from the D908 across the valley.A similar view from a few hundred metes further north along the D908. [24]Two images (above) of the Meailles Viaduc Sud, both taken from Google Streetview.

The Village of Meailles sits high above the valley floor to the East of La Vaire. The railway station sits midway between the village and the river, as shown on the map below (OpenStreetMap). [25]The station is overlooked by a massive retaining wall. [28] In the image below from 2016 we can see the wall under repair. [10] It is obvious in this image that now-a-days the station is little more than a Halt. But this is where we are going to stop and take time out. Meailles is that end of this stage of our journey and we finish this post with some pictures of the station.The station sits on a platform built into the valley side. [26]There was once a single siding which branched off the mainline to the south of the station and clung to the retaining wall behind the station buildings. [27]The civil engineering works associated with this small station are very significant. [29]The station is just visible to the bottom left in this postcard view of the village of Meailles. [30]


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Nice to Digne-les-Bains Part 6 – Saint-Benoît Pont de Gueydan to Annot (Chemins de Fer de Provence 70)

After a detour up another branch tramway (Saint-Benoît Pont de Gueydan to Guillaumes) operated by the TAM:, we continue our journey along the Nice to Digne line from Saint-Benoît Pont de Gueydan.Two images of the station building at St. Benoit Pont de Gueydan. It has been abandoned but once acted as the junction station for the TAM line to Guillaumes. The first looks back towards Entrevaux, the second looks forward towards Digne. [1]A Nice to Digne service at St. Benoit Pont de Gueydan Station. [2]Ballast train at St. Benoit Pont de Gueydan Station. [3]The station is shown close to the centre of the map above, which also shows the start of the line to Guillaumes, the Pont de Gueydan and the railway bridge across the River Coulomp. We are travelling West along the line. [4]  Two pictures (above) of the line west of Saint Benoit Pont de Gueydan. [5]

The first two significant structures on this section of the line are a bridge which carries the N202 over the railway and then the Tunnel de Saint Benoit which is also known as the Tunnel du Pont de la Reine Jeanne and is curved in plan and 110 metres long. This tunnel’s north-east portal is a matter of metres from the road bridge. The bridge is located under the red dot on the map below and the tunnel is marked by the blue and green dots. [8] The steel or wrought iron road bridge shown above [8] has now been supplemented by a more modern structure (below). [5]The western portal of the tunnel is shown is the various images below.  [5] The monochrome image is an old postcard which shows the railway and road tunnels alongside the bridge which provides the alternative name for the tunnel – Tunnel du Pont de la Reine Jeanne. [9] The following two images are of the same bridge. The first comes from the era before the construction of the railway and is taken from upstream of the bridge. [10] The second comes from the modern era and shows much the same view as the older image above this text. It is also taken from upstream of the bridge.  [11]Beyond the tunnel, the railway runs parallel to the N202 on its North side until reaching the halt at St. Benoit. [5] The two pictures above are the remainder of a sequence of photographs from this source which have taken us along the first length of the line to the west of Saint Benoit Pont de Gueydan to the next stop on the line – Saint Benoit Halte [5]Saint Benoit Halte before refurbishment. [6]Saint Benoit Halte after refurbishment. [7] The two pictures above are taken about 1 kilometre beyond Saint Benoit Halt. The track to the right of the crossing on the first image is the access road to Saint Benoit Halt. The line continues west alongside the small retaining wall shown on the second image. It then follows the N202 until reaching the next ravine – Ravin de Gross Vallon. On the road it is hard to even notice the ravine. On the railway the bridge is easy to identify. [5]From the N202, the viaduct can only be glimpsed through the vegetation.Google Earth provides the best view of the viaduct that I have been able to find.

The railway continues about 100 metres north of the N202 for a further kilometre before encountering another tunnel – Tunnel du Plan de Coulomp. [12] The Tunnel du Plan de Coulomp is shown on the map below by the red, blue and green dots. It is 75 metres long and is followed immediately by another viaduct and another two tunnels which are shown by a series of back dots on the map. These tunnels are known as Scaffarels Nos. 1 and 2.The eastern portal of the tunnel du Plan de Coulomp. [5]The western portal of the Tunnel du Plan de Coulomp. The picture also shows the retaining wall which supports the formation of the railway on the approach to the next viaduct.  [12]The view of the viaduct over Le Coulomp. The picture is taken from the N202 which itself is relatively high above the river.The Portuguese steam locomotive owned by GECP pulls a train over the viaduct heading for Annot. [13]The same viaduct but this time showing its full height. [14] And below, another view of a steam train, this time travelling away from Annot. [15]A short distance to the west of the viaduct, trains plunged into another tunnel – Galerie des Scaffarels. This was a protective structure avoiding the worst effects of rock and snowfalls. [16] It was 151 metres long. The first two images below are taken from the East looking at the tunnel portal. The third image is taken inside the gallery and shows the small arched openings in the south wall of the gallery. [16] The fourth image below shows the western portal of the gallery. The gallery is immediately followed by a 207 metre long tunnel – Tunnel des Scaffarels. [17] The first two images below are taken from inside the gallery and show just how close the two structures are to each other. They depict the eastern portal of the tunnel. The third photo below shows the western portal in cutting. The 100 metre cutting gives way yo open land and the line immediately encounters another halt – Les Scafferals. [5]400m metres after the halt at Les Scafferals, the line begins to swing round to the northwest and in a further kilometre or so the Station of Annot is encountered. [5] Annot functions as the usual terminus of the GECP steam services from Puget-Therniers. The station is shown in plan on the adjacent satellite image.

Annot is located some 80 km north-west of Nice, 15 km east of Saint-Andre-les-Alpes, and 13 km west of Puget-Theniers. Access to the commune is by National Road N202 from Saint-Andre-les-Alpes to Puget-Theniers which passes through the south of the commune. Access to the village is by road D908 running north off the N202 and continuing north to Le Fugeret. There are two railway stations in the commune: Scaffarels station, an optional stop built on a masonry embankment; and Annot Railway Station near the village. [18]

We finish this section of our journey from Nice to Digne at Annot station and with a few different vies of the station taken at different times in its history. [19] [20][21][22][23][18][23][24]The next photograph below shows a Renault ABH railcar and Billard trailer in the snow at Annot station in 1987 (Pierre Boyer Collection).


  1.,6.75664,17z/data=!4m13!1m7!3m6!1s0x12cc41f9dc0aa187:0xf10a773ab9badd02!2sPont+de+Gueydan,+04240+Saint-Beno%C3%AEt,+France!3b1!8m2!3d43.969065!4d6.7597711!3m4!1s0x12cc41fbe0e4fe7d:0x425b3824df9b5b03!8m2!3d43.9678859!4d6.7570404, accessed on 26th July 2018.
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  11. This image has been saved on my computer for a while and I cannot find details to attribute it. I’d be very happy to do so should someone contact me with details.
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TAM Tramway from Le Pont de Gueydan to Guillaumes (Chemins de Fer de Provence 69)

The line from Le Pont de Gueydan north to Guillaumes followed the valley of the River Var and ran through the Gorges de Daluis.

Marc Andre Dubout, writing in French, says that the line was probably the moist daring of secondary line construction work with very steep gradients, numerous tunnels, two remarkable bridges. He comments that it is the most impressive tramway from a tourist perspective with ‘unique viewpoints and singular landscapes’.

The proposed line was declared as being of public utility on the 10th February 1906. It did not open until 29th July 1923 and closed only 6 years later on 16th May 1929. The line was just under 19km long and had 17 tunnels, numerous culverts and retaining walls. This was all provided for just two daily services in each direction. [1]

As with a number of these lines, the expenditure was profligate and the value limited. by the time the line was completed road transport was already becoming reliable and more comfortable. The line stood no chance of being profitable.

The Gorges de Daluis is a 6km long canyon reaching south from Guillaumes to Daluis. The canyon was formed by the River Var. The gorge [2] is cut in the red rock (sandstone colored by iron oxide, 260 million years old). [3]  Notable views along the gorge (a touristic high point[3] and one of a number of “long, lonely canyons” in the area)[4] include the final waterfall of the Clue d’Amen. [5][6]The Gorges de Daluis are to the West of the dominant Dome de Barrot. [1]The Gorges de Daluis are narrow and drammatic! [1]

The station at St. Benoit Pont de Gueydan was the junction station for the line north through the Gorges de Daluis. The tramway followed the road round the bluff which faced  west across the River Var and entered its first tunnel as it rounded the curve. The main road (N202) continues West and the D902 travels north up the valley of the Var using the old tramway tunnel.The south portal.The postcard view (above) of the north portal shows the old bridge on the main road – Le Pont de Gueydan. The image below shows the old bridges more clearly.The same bridges from the south side.This image clearly shows the tramway in place.

After the old bridges were removed there was a temporary structure in place for a time. This is shown in the adjacent monochrome image. A new structure was planned for the main road and was built in 1949. That new structure is shown in the picture immediately below. The image shows the south side of the bridge. [7] The image below that shows the 1949 structure from the north side. The old bridge abutments are still visible to the north of the 1949 bridge. The road tunnel is now disused. The third image below provides a final image of the tunnel and its north portal.The tramway and road travelled north through the relatively wide valley of the Var heading for Castellet-lès-Saussesm and crossing streams on the way. The original bridge over Ravin du Riou was also the location of a stop serving Enriez.The road/tramway followed the river bank and at times that closeness meant that the track-bed or in later days the road were disturbed by flood flows in the river.

The road ran below the villages of Castellet-lès-Sausses and Sausses with the next station being at the bottom of the road from Sausses, adjacent to another Ravin du Riou.

The tramway continued up the valley, tightly following the river. The departmental boundary sees the road number change from D902 to D2202 and we soon encounter a bridge over the Var, not for the tramway but for the D316. It is an elegant concrete arch with a cpacity of only 3 tonnes.

At Daluis, the tramway crossed the Vallons de la Salette on a viaduct which has now been replaced by a modern structure. The viaduct is visible on the right of the picture on the left below and is cicrled in blue on the map. The red circle highlights the position of the station building. [8]Daluis Station Building. [1]Pont de Berthéou (Berthet). [9]

After Daluis, the tramway climbed steadily above the river and at the Vallon de Berthéon turned away from the Var to negotiate the tributary, seeking to avoid  a much longer viaduct that was required higher up the valley. The Pont de Berthéou was the compromise position. The detour is shown on the satellite image below. The Pont de Berthéou is in the top left of the image, the River Var, at the bottom right. The picture immediately below the satellite image shows the road/tramway formation just before entering the Gorges de Daluis, clearly a significant height above the valley floor.The rock formations alongside the tramway/road have changed significantly in appearance. The Gorge de Daluis is , as we have already noted, in an area of red sandstone. The satellite image below sows that this is a very discrete area. Both Daluis and Guillaumes are shwn on the image and it is just possible to pick out the Vallon de Berthéon on the western edge of the red sanstone to the Northeast of Daluis.The commune of Guillaumes has produced information about this distinctive area. Tourist brochures [10], are supplemented by detailed geological information. [11].

At the end of the Paleozoic Era, about 250 million years ago, following the erosion of a Hercynian crystalline massif, now extinct, clay sediments, quartz, mica flakes, minerals rich in iron and volcanic ash settled on the site of the dome of Barrot which was then a floodplain. As they accumulated, these sediments were sunk into a collapsing basin (a graben in distension, named the Argentera-Barrot basin) where pressure and heat turned them into rocks called pelites.

The hot and humid climate of the time caused the oxidation of the iron, which coloured the sediments red.

In the Mesozoic Era, the sea settled on this pelitic base rock and new sediments were deposited from a massif located in the current Mediterranean. Over tme, these new sediments produced limestones, gray marl and sandstone.

In the Cenozoic Era, the formation of the Alps resulted in this area being forced up to create Dome de Barrot whose pelites cut by the erosive action of Var and Cians are today visible for several hundreds of metres in the Gorges de Cians and de Daluis. [11]We have reached the entrance to the Gorges and continue the journey from the point marked with a blue flag on the satellite image above. The road/tramway cut a deep cleft in the rock, and as can be seen there is a warning of tunnels ahead!The tramway is visible in this postcard image which is taken facing towards Daluis. [1]

The scenery is dramatic! At certain points along its length the tramway/ road clung to the rockface.

The first tunnel built for the road and used by the tramway is shown in the two images  below which are taken from Googles Streetview. The south portal of the first tunnel.The north portal of the first tunnel.The first and second tunnels are marked on the map above. The first, has a combiination of green, blue and red dots. It is 117 metres long. The second tunnel is marked north of the first by two black dots. It was built for the tramway as the road bend on the valley side was too tight for trams to negotiate. It was only 31 metres long. [12][13]

The very narrow and deep gorges of the Var, north of Daluis, were always a serious blockhampering communications between the high and low valleys. A road was built in the late 19th Century to replace mule tracks and required the drilling of 10 tunnels. [8]

Subsequently, when secondary railways were being built, the town of Guillaumes lobbied for a railway. But the nature of the terrain would only permit the construction of a tramway between Pont de Gueydan and Guillaumes. 

The ten tunnels already built became combined road/tramway tunnels, but it was also necessary to by-pass some very tight curves in the road using a dozen new
tunnels specific to the tramway. These also became road tunnels after the tramway was abandonned,

It was only north of the Gorges de Daluis, before arriving at Guillaumes, where the valley became wider, that the tramline was free to choose its own route. That section contains the last four tunnels on the line.

Because of their number, proximity and lack of specific place names, these
Tunnels do not have specific names and are often referred to as numbers in registers of structures. The numbering starts close to Daluis and heads towards Guillaumes.Tunnel 2, South Portal.The two images immediately above show the north portal of tunnel No. 2.Tunnel No. 3, south portal.Tunnel No. 3 is marked on the above map by the green, blue and ed dots. It is 233 metres long and was originally constructed for the road in the late 1800s before becoming a shared tunnel when the tramway was built. [14]

The north portal of Tunnel No. 3 is immediately followed by an arch bridge carrying the road [14] and a couple of significant retaining walls before Tunnel No. 4 is reached.Tunnel No. 4 was built for the tramway, and again avoided a sharp bend on the road. It was a straight tunnel of 241 metres in length. The picture above shows the south portal and the road curving away to the right. As can be seen on the map below the road entered a tunnel just off shot on the picture above.Tunnel No. 4 is marked with green, blue and red dots on the plan above. Immediately to the north of the tunnel, the road/tramway crossed another arch bridge. [15]Looking back at the north portal of Tunnel No. 4 from the arch bridge above.In a very short distance we encounter Tunnel No. 5 (above), this was built for the tramway as was 69 metres long. It is marked on the plan below  with a green, blue and red dot. The yellow dots represent Tunnel No. 6. [16]Tunnel No. 5, north portal.

Tunnel No. 6 is encountered immediately, it was originally built for the road, although at the time of its construction the road was much narrower than at present. The shot immediately below shows the old arch bridge over the stream which was directly before the tunnel entrance and clearly shows the modern widening of the bridge.The south portal of Tunnel No. 6The north portal of Tunnel No. 6 demonstrates the asymmetrical shape of the tunnels after conversion for the trams. The higher side allowed for the catenary and poles which supplied electrical power to the trams.The south portal of Tunnel No. 7, which only about 15m in length. The road curves sharply to the left beyond the tunnel and the picture below looks back at the rock wall from round the corner.Tunnel No. 8 is another very short tunnel, encountered within 10s of metres of Tunnel No. 7. It also is very short, no more than 10 metres in length. The first image below shows the south elevation in the 21st Century, and the second shows the same elevation while the tram tracks and catenary were still in place. [17]The north elevation of Tunnel No. 8 in the 21st Century.

Tunnel No. 9 is a longer tunnel (43m). It was built for the tramway, as the road heads out round another rocky promontory. Tunnel No. 9 South elevation. Tunnel No. 9 North elevation.The bridge over the Ravine immediately after Tunnel No. 9.

This next map shows the locations of Tunnels Nos. 9, 10 and 11. Tunnel No. 9 is marked with yellow dots at the bottom of the map; Tunnel No. 10 is marked with a read and a green dot; Tunnel No. 11 runs is a more southwest to north east direction close to the top of the map. Tunnel No. 10 was just 22m in length but was, like Nos. 9 and 11, built for the tramway. The tunnel roof has been removed and the road diverted along the line of the tunnel.Tunnels and bridges alternate along this route with frightening regularity! This structure is between Tunnels Nos 10 and 11.This ‘interesting’ three-way junction heralds Tunnel No. 11. It appears very narrow but was built wide enough to accommodate the 1.9 metre loading gauge of the trams on this route.The north-east portal of Tunnel No. 11. Immediately after leaving the 57 metre-long tunnel the road/tramway needed the support of a substantial retaining wall.

Tunnel No. 12 is just 16 metres long.South portal of Tunnel No. 12.North portal of Tunnel No. 12.Turning 180 degrees from the location of the last photo … the south portal of Tunnel No. 13 and the bridge over a gully immediately before the tunnel.A panoramic view from above Tunnel No. 12 of the road approaching the dramatic bridge, Le Pont de la Mariée. The 2CV is on the road adjacent to Tunnel No. 13. [18]The north portal of Tunnel No. 13.The south portals of Tunnels Nos. 14 and 15.The south portal of Tunnel No. 15.The north portal of Tunnel No. 14.The north portal of Tunnel No. 15.The southwest portal of Tunnel No. 16, which reveals further tunnels beyond!The northeast portal of Tunnel No. 16.

The southwest portal of Tunnel No. 17, with another bridge over a ravine.The northeast portal of Tunnel No. 17.The road and the tramway diverge. Le Pont de la Mariée was built for and carried the tramway.Looking back at the tramway/road from the east bank! [26]A drammatic photo (above) that shows the upstream part of Les Gorges de Daluis. In the foreground we can see Tunnel No. 16, then the entrance to Tunnel No. 17 and then Le Pont de la Mariée which is one of the fist reinforced concrete arched bridges in France. The route of the road is shown by a blue arrow and the route of the tramway is marked with red arrows. [19]

Le Pont de la Mariée was built in the clearly part of the 20th Century. It has a 62 metre span and sits 80 metres above the valley floor. It is salutary to think that this bridge only saw active use for a period of  6 years in the 1920s. So much work for so little gain! The image below was taken during its construction. [20]The next tunnel, Tunnel No. 18, is the first of these tunnels on the east side of the River Var. [21] Tunnel No. 18 is marked on the plan above by the green and red dots. It is 42 metres long and was built specifically for the tramway. Access in the 21st Century is restricted to pedestrians.  Its west postal is shown immediately below and its east portal on the second image below. Tunnel No. 19 is shown by the two black dots on the above map. It is just 28 metres long and also only accessible on foot.The West portal of Tunnel No. 18.The East portal of Tunnel No. 18. [22]Tunnel No. 19: south portal (left above) and north portal (right above).The satellite image above shows the bridge and the tramway route passing through the rock in Tunnels Now 18 and 19 before heading north until quite close to the River Var. The image immediately below picks up the line of the tramway travelling further north through a heavily wooded area, and the one below that shows the tramway formation leaving the wodds and passing a campsite. The old tramway has now become an access road for the campsite.The tramway formation crosses the Vallon de Tireboeuf and continues north as shown on the map below. Two tunnels were encountered on this part of the journey – Tunnels Nos. 20 and 21. Tunnel No. 20 is marked by the green and red dots on the plan. Tunnel No. 21 is marked by the black dots.Tunnel No. 20 is also known as Tunnel de Ruine. It is no more than 20 metres long. The picture below shows it north portal. [23]Tunnel No. 21 is in fact a 4i metre-long protective gallery over the line which the images below show clearly. [24]The tramway ran north from the gallery towards Guillaumes on the east side of the River Var. In the adjacent satllite image the gallery can be seen close to the bottom of the picture. The point at which the road crosses the river to rejoin the tramway alignment can be seen close to the top of the picture. The modern road bridge seems to dominate the location , but the old road bridge can be picked out immediately to the north of the modern bridge.

The location is shown in the images below.

The first picture shows the modern road bridge and alongside it the original road bridge built in the mid-1800s. The picture is taken looking towards Daluis, downstream of the location.

The second image below shows the the modern bridge and, on the east bank of the river the tramway formation under high cliffs. This picture is taken looking upstream towards Guillaumes.

The third picture is taken from the south looking up the valley of the Var towards the same bridge – Pont des Roberts. [25]

The road/tramway followed a straight course northward to just south of Guillaumes. After a minor deviation to the left and then the right the tramway crossed the Pont de Tuébi. [1]

The station buildings can be easily picked out on the images above. The ones below are annotated in French. [1]

The station buildings were sited on the south side of the town and the tram tracks ran beyond them (as can be seen in the sketch plan above). A loop was provided which extended into the village. [1] The postcard below shows the loop extending into the village and the second image below shows the same location in the 21st Century.The only remaining building is the passenger station building which is now occupied by a pharmacist. [1]


  1., accessed on 22nd July 2018.
  2. Rainer Eisenschmid; Provence, Côte d’Azur. Baedeker, 2011. p. 266.
  3. Reinhard Scholl; Französische Seealpen: Alpes-Maritimes: Mercantour – Merveilles; 50 ausgewählte Berg- und Talwanderungen (in German). Bergverlag Rother, 2002. pp. 48–55.
  4. Dana Facaros, Michael Pauls; Provence. New Holland, 2004. p. 254.
  5. M. Victor de Cessole; “En Hiver: Ascensions dans les Alpes Maritimes”. Annuaire (in French). 24. Club Alpin Français, 1898. pp. 157–72.
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Nice to Digne-les-Bains Part 5 – La Mescla to Le Pont de Gueydan (Chemins de Fer de Provence 68)

We return once again to the Nice to Digne metre-gauge line and continue our journey from La Mescla.We start at the La Mescla Station which was completed in 1904 to replace an earlier building which had been located about 500 metres further north.The next image shows the station which was abandonned in 1904, and the colour image shows the same site later in the life of the line. The road and the tunnel in the distance have been widened.Beyond La Mescla the railway continues to hug the river bank on the South West side of the River Var. The satellite image below shows the extent of quarry workings on the north bank of the river associated with Lafarge Bétons Centrale Malaussène (Construction Material Wholesaler)! Two bridges are visible in the satellite image. The first in the bottom right crosses both railway and river, the second appears to be an internal industrial bridge across the river.The route continues in a generally northwesterly direction for a distance of little more than a kilometre alongside the river, before turning to a more westerly alignment. The line continues to remain close to the River until crossed by the road as shown on the second image below.The 50 metre span suspension bridge is Pont Auguste Dubois at Massoins has a maximum load capacity of 3 tonnes and it provides access for the D126 across the river to Massoins high above the river on the north bank. Malaussène holds a similar position on the south bank! Their shared station is in the valley floor on the south side of the river after the short tunnel known as Tunnel de Malaussène which is marked on the plan immediately above by the red and green dots. Early in the life of the line there was a crossing keepers cottage alongside the railway crossing at the eastern tunnel portal, as the Gilletta postcard below shows.The eastern portal of the Tunnel de Malaussène. [1]The western portal of the Tunnel de Malaussène is hidden beyond a road over-bridge and a myriad of road signs!A road underpass immediately before Malaussène Station.La gare Malaussène, trackside. [2]La gare Malaussène, forecourt – hidden from the road by trees and a hedge. [2]

After La gare Malaussène, the railway drifts away from the road as it travels west across the flood plain. The road remains close to the River Var. The road (D6202) then swings away from the river to allow it to access a new bridge across the watercourse. As it does so, it alignment comes close once again to the railway, and road and railway cross the river in close proximity.The old road travelled along the south bank and under the railway bridge before crossing the river on a bridge which is now long-gone. The two shots immediately below show the old road bridge upstream of the railway bridge. The third picture below shows a goods train pulled by a diesel locomotive heading towards Nice. [6] Now on the north side of the valley, modern road and railway run closely in parallel until reaching Villars-sur-Var. The entrance to the station area is shown below.CP-X-304 arrives at Villars-sur-Var travelling towards Nice in 2016, (c) Kjell Strandberg. [3]Villars-sur-Var Station building in 2016, (c) Kjell Strandberg. [3]An aerial view of the station. [4]An overall view of the station site featuring the watertower. [5]A Renault Railcar at Villars-sur-Var Station. [6] And in the two images immediately below the station is shown with other railcars present. [7]

The final image of the station at Villars-sur-Var is taken from the road side in winter.

Travelling on from Villar-sur-Var the line closely follows the northern bank of the river as far as the station at Plan Souteyran. In that length of the line the river meanders back and forth and only very occasionally is the line more than 100 metres from the River Var.

The halt at Plan Souteyran is not evident on the ground and appears to have been destroyed. It sat between the railway and the old road as can be seen on the map and satellite image below and served a very small community on the river bank.The next halt was at Touet-sur-Var – Le Tournel, and came after another length of line hugging the north bank of the Var. There appears to be no evidence of this halt which may have been removed to allow for the modern road formation.Just beyond the location of the halt is a small lattice truss bridge, typical of those crossing small streams along the line.Another kilometre or two along the line the railway entered the village of Touet-sur-Var. Its alignment can easily be picked out in the satellite image below. The village station can be seen to the left of the image.The old village of Touet-sur-Var sits high above the more modern village which has formed around the railway station. [10]

After Touet-sur-Var the line closely follows the river once again in a westerly direction, smaller lattice girder bridges carry the railway over tributaries of the Var, such as the one below which crosses Le Cians immediately before the halt of the same name.The Halt Shelter can just be picked out on the right side of the image above. Beyond l’Arret Cians the road, railway and river continue in close proximity, typically as below, until approaching Puget-Théniers.En-route to Puget-Théniers, the line once passed through a further three halts, of which there is no evidence of two in the early 21st Century. The third appears to to be no more than a sign and a length of railing alongside the main road into Puget-Théniers.The Station Approach, Puget-Théniers.A satellite plan of the whole station site including the GECP workshops.The station can be seen on the left of this elevated image of the village, adjacent to the river. [13]In another elevated image, the railway can be seen alongside the river. A train is entering the shot from the bottom (the East). [14]The railway is even more visible in this image. [15]Landslide on the approach to the village in 1960. [12]The railway is in the immediate foreground of this picture of Puget-Théniers. [16]Renault ZZ-06 and XR-1336 at the bridge shown in the postcard above at Puget-Théniers on 08/07/1987, (c) Photo Martijn Haman. [18]Old postcard of the station. [11]The station building early in the 21st Century. [17]SY 03 in Puget-Théniers on 07/07/1987, (c) Martijn Haman. [18] A later image is shown below. [19]Puget-Théniers is the headquarters of the GECP (Groupe d’Étude pour les Chemins de fer de Provence). The GECP was formed to: renovate and restore rolling stock and locomotives on the line; promote of the line of the Railways of Provence; operate the Train des Pignes à vapeur; and undertake Heritage Activities and Historical Research. [20]GECP’s workshops are in an old station building (above and below). [20][21]The loco shed. [19]The new and the old together. [22]

The “Train des Pignes” operates out of Puget-Théniers on parts of the 151 km metre-gauge Chemins de fer de Provence (CP). The steam trains run by the GECP which was founded in 1975 when the line was seriously threatened with closure. Most trains operate to Annot (a distance of around 20 km), with an intermediate stop at Entrevaux, on select days from early May to early November and are hauled by ex-CP (Portugal) 2-4-0+0-6-0T Mallet E 211 (Henschel 19874/1923). In Portugal, the loco was in use out of Sernada on the Val de Vouga lines until 1975, out of Lousado from 1975 to 1976 and out of Regua on the Corgo line from 1976 to 1981. The loco was sold to the GECP in 1986, she first saw use on the CP between 1988 and 1992, after which she went through a major overhaul at the Lucato Termica workshops in Castelletto-Montferrato (Alessandria, Italy) only to return to service in 2010.

Prior to the arrival of the Portuguese Mallet, the GECP used ex-SNCF ‘Réseau Breton’ 4-6-0T E 327 (Fives-Lille 3582/1909) between 1980 and 1987, and again between 1993 and 2007. Before it came to the CP, it had been saved by FACS in 1967 and saw limited use on the Vivarais line between 1969 and 1979. Since 2007 it has been out-of-use and stored inside the shed at Puget-Théniers. It would need some major repair to work once again, but is not really adapted to the steep gradients. Also at Puget, GECP uses ex-SNCF ‘Blanc-Argent’ 0-6-0DM No. 11 (CFD Neuillé-Pont-Pierre 1940-41) as a shunter. Built on the frames of CFD Indre & Loire Nord 0-6-0T No. 8 (Couillet 1885), the little diesel first saw use on the CFD Indre & Loire Nord and Yonne lines, before being sold to the Blanc-Argent (BA) railway in 1952 and ending up with GECP in 1988. [23]

After leaving Puget-Théniers, heading west towards Digne-les-Bains, trains continues tofollow the river course. The railway, for about one kilometre, remains on the northside of the river.Trinité bridge on the Var between Puget-Théniers and Entrevaux. [11]Trinité bridge, taken from the south side of the River Var.

Once on the south side of the river, the railway and the road stay clos together. One year while staying in Nice, my wife and I took the train to Entrevaux and walked back along the line to Puget-Théniers. I remember the trees shading the road and the line really well. The picture below is typical of that length of the line.En-route to Entrevaux the line passes through an abandonned station (above), and as it gets closer to Entrevaux is crossed by the road at grade (below). The old cottage for the crossing-keeper still remains.A view of Entrevaux Station from the East.Entrevaux taken from a drone. The railway station can be seen on the right of the river and in the top half of the image. [24] Four historic images of Entrevaux Station and bridges above. [25]

In 2011, my wife and I spent an hour or so sitting on the platform at Entrevaux Station, the following six pictures were among a number taken then.Immediately after the railway station at Entrevaux the railway crossed a tributary of the River Var and plunged into a 164m long curved tunnel. The two pictures immediately above show the tunnel portal in the 21st Century and in the time of steam. The map below shows the tunnel highlighted in red, blue and green. A few tens of metres beyond the west portal of this tunnel, trains entered another tunnel, shown as black dots on the map which was 128m long. [26][27]The western portal of the first tunnel is quickly followed by the Eastern portal of the second tunnel.After the western portal of the second tunnel, the railway crossed the road once again at a level crossing and resumed a path close to, and on the south side of, the River Var.In the 21st Century, the crossing is automated, but the crossing keeper’s cottage remains a few tens of metres beyond the level crossing. While the road meanders away from the river, the railway line hugs the river bank as we travel on. After a few kilometres, road, rail and river converge once again after the railway has passed through a mall halt at Plan d’Entrevaux.Along the next length of track two interesting structures are encountered, both are visible in the picture above. These are false tunnels/aqueducts and have been given the nickname ‘Elephants’ because they bear some resemblance to an elephant. They provide for some relatively high water flows on two temporary streams. [28][29] Both are shown on the map below.The first encountered is marked with red and green dots, the second with black dots. These provide an interesting location for photographs, as can be seen below. After the ‘elephants’ the line swings more to the north following the course of the river and passes through another halt – Entrevaux-Agnerc. The halt immediately precedes another level crossing. The location of the halt, the crossing and the crossing keeper’s cottage can be seen below.The railway then dives into another tunnel – Tunnel des Cornillons. The tunnel is just 62m long and is marked with black dots towards the top-middle of the map above.The East Portal.The West Portal. [30]A steam train leaves the west portal of the tunnel on is way west. [30]

The road crosses the River Var at this point (just north of the East Portal of the tunnel). The location is known as ‘Le Pont Noir’. The railway remains on the south side of the valley for another kilometre or so before reaching Le Pont Gueydan. The adjacent photograph shws the railway bridge as it was before 1994. The image immediately below shows the structure after the floods.The four images above show the new railway brdige istalled after the floods of 1994. The Bridge spans the Le Coulomp. Just to the east of the bridge, the River Var turns sharply to the north and the railway follows the course of a tributary – Le Coulomp. The first station after the bridge is Saint Benoit Pont de Gueydan. This station was a junction station. The TAM ran a tramway north up the valley of the Var from Le Pont de Gueydan. It was the starting point of the tramway, which was often referred to as the Haut-Var tramway, which ran as far as Guillaumes.

This is the end of this stage of the journey.


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