The featured image above is a postcard view of la Trinite-Victor Railway Station in the very early years after the line opened. [20]
In the first seven articles about the line from Cuneo to the sea we covered the length of the line from Cuneo to Breil-sur-Roya and then to Ventimiglia, before beginning to look at the line between Breil-sur-Roya and Nice. These articles can be found here, [9] here [10] here, [11] here, [12] here, [13] here, [14] and here. [15]
Woven into the text below are a series of stills from a video of the train journey from Breil-sur-Roya to Nice. The video can be seen here. [4]
This article begins the journey from Drap-Cantaron Railway Station.
The length of the line from Darp-Cantaron Railway Station to Nice-Ville Railway Station. [5]Drap-Cantaron Railway Station, (c) Eugenio Merzagora and licenced for reuse under a Structurae (non commercial use) Licence. [6]
Drap-Canteron Railway Station. [Google Maps, September 2025]
The view South from the cab of a Nice-bound service waiting to depart from Drap-Cantaron Railway Station. [4]The view from the same train heading South from Drap-Canteron Station. [4]The bridge over the railway to the South of Drap-Cantaron Station. [4]
Looking North into the site of Drap-Cantaron Railway Station from the road bridge over the line. [Google Streetview, March 2025]The bridge over the line, seen from the Northwest. [Google Streetview, March 2025]Looking South from the same road bridge. [Google Streetview, March 2025]
Tunnel de Serradone (33 metres long), seen from the cab of the Nice-bound train. [4]
Tunnel de Serradone. [23]
The same short tunnel seen from Terre d’Eze. [Google Streetview, March 2025]
The view from the cab of the Nice-bound train leaving Tunnel de Serradone. [4]
Looking back along the line towards Drap-Cantaron Station, this is the South portal of Tunnel de Serradone. [23]
A level-crossing and railway house just beyond Tunnel de Serradone. The crossing takes Terre d’Eze across the line. [4]
Looking back Northeast towards Tunnel de Serradone from the level-crossing. [Google Streetview, March 2025]Looking Southwest at the level-crossing. [Google Streetview, March 2025]
Continuing South along the line, this is the North portal of Tunnel du Moulin (83 metres long), seen from the cab of the Nice-bound train. [4]
Tunnel du Moulin. [22]
Immediately beyond Tunnel du Moulin, and with the sun in our eyes, the Nice-bound train passes under Penetrante de Paillon (D2204B). [4]
Looking back towards Tunnel de Moulin from the Penetrante de Paillon. [Google Streetview, March 2025]
The line continuing towards Nice after passing under the Penetrante de Paillon. [Google Streetview, March 2025]
Looking back under the bridge carry the Pentrante de Paillon towards Tunnel du Moulin. [22]
With the sun in our eyes again, the Nice-bound train crosses the Pont de Paillon, a 95 meter long bridge across the River Paillon. [4]
Pont de Paillon (or Pont de Trinite Victor) seen from the bridge carrying Boulevard Georges Bueno over the river. [Google Streetview, February 2025]An early photograph of the same bridge which was built in 1928. The bridge has three spans, one 28.7 metres, one 31.6 metres and one 28.7 metres (c) Unknown but probably Public Domain. [7]
Just a short distance further along the line and with the sun once more in our eyes, this cab view shows the bridge carrying Boulevard George Bueno over the railway. [4]
Looking back towards Pont de Paillon from the bridge carrying Boulevard Georges Bueno over the line. [Google Streetview, March 2025]A strategically place signpost blocks our view Southwest from Boulevard Georges Bueno towards La Trinite Victor railway Station. [Google Streetview, March 2025]
La Trinite-Victor Railway Station as seen from the cab of a Nice-bound service. [4]
The La Trinite-Victor Railway Station. [Google Maps, September 2025]
Old postcard image showing the original buildings at La Trinite-Victor Railway Station, (c) Public Domain. [8]La Trinite-Victor Railway Station seen from what was the Boulevard National, (c) Editions Gilletta, now Public Domain. [19]A train heading for Nice arrives at La Trinite-Victor Railway Station, (c) Unknown but probably Public Domain. [20]La Trinite-Victor Railway Station as seen looking East from Boulevard Anatole France. [Google Streetview, March 2025]
A level-crossing to the South of La Trinite-Victor Station. [4]
The view back towards Lat Tinite-Victor Station from the level-crossing (Road: M2204C). [Google Streetview, March 2025]The view South towards Nice from the level-crossing. [Google Streetview, March 2025]
Continuing Southwest alongside the Paillon the railway runs to the East of the modern road which sits below the flood defences on the East side of the River Paillon. The road is a later addition to the river bank and is protected from the river by a high retaining wall. To its East, the railway sits on a stone embankment. …
A typical example of the stone retaining wall that holds the railway above the immediately surrounding land and the modern road. The retaining wall is pierced by a stone-arched underpass. A number of such underpasses provided for access under the railway when it was first built. [Google Streetview, February 2025]
The next halt, alongside the River Paillon, is L’Ariane La Trinité. …
The Halt at L’Ariane La Trinité, seen from the cab of the Nice-bound train. [4]
The level-crossing just to the West of the halt at L’Ariane La Trinité. [4]
Another view of La Gare de l’Ariane La Trinité can be seen here. [21]
Looking Northeast from the junction of Pont de la Liberté with Boulevard Riba Roussa, the crossing barriers are closed as a train is just about to set off for Nice from the halt at l’Ariane La Trinité. [Google Streetview, March 2025]
Looking towards Nice from the level-crossing on Pont de la Liberté. [Google Streetview, March 2025]
The line soon passes under the A8 flyover. The sun is still in our eyes as we look out from the cab of the Nice-bound service. The road to the right of the line and at a lower level is the Boulevard Anatole France. [4]
A short distance further along the line towards Nice it bridges the Route de Turin. This view looks West under the railway bridge. [Google Streetview, March 2025]The same bridge seen from the West on the Route de Turin. [Google Streetview, March 2025]
The North portal of Tunnel du Bon Voyage (369 metres in length), seen from the cab of the Nice-bound train crossing the bridge over the Route de Turin with the sun low in the sky. [4]
The North portal of Tunnel du Bon Voyage and the adjacent bridge over the Route de Turin. [24]
Tunnel du Bon Voyage. [24]
The view from the cab of the same train as it leaves the South portal of Tunnel du Bon Voyage. [4]
The South portal of Tunnel du Bon Voyage. [Google Earth, September 2025]
A short distance further along the line the railway is crossed on the level by a minor road before it reached Tunnel de Roche. [4]
The Northwest portal of Tunnel de Roche, seen looking East from a minor road. [Google Streetview, December 2010]
A better view of the Northwest portal of Tunnel de Roche, from the level crossing mentioned above. [25]
Tunnel de Roche, 96 metres in length. [25]
The view Southeast from the Southeast portal of Tunnel de Roche. [4]
The Southeast portal of Tunnel de Roche. [Google Earth, September 2025]
Pont Michel seen from the cab of the Nice-bound service. [4]
A glimpse of the line to the North, from the carriageway over Pont Michel in Nice. [Google Streetview, March 2025]
Looking North along the line towards Pont Michel. [Google Earth, September 2025]
Looking South across Pont Michel. The running lines from Breil-sur-Roya are on the left of this image. The other lines are part of Nice Depot. Pont Michael Railway Station is at the bottom of the image. See the notes below about the history of this location. [Google Earth, September 2025]
Pont Michel Railway Station. [4]
The platform on the left was part of the Saint-Roch Railway Station, now closed. [4]
The Saint Roch Railway Station is highlighted in the top-right of this map extract. The line continues towards Nice-Ville bridging a number of roads before crossing the River Paillon again. [26]
The area to the West of Nice-Depot and Saint Roche Station. The line crosses three roads on its way to the riverbank. [Google maps, September 2025]The first of these structures, seen looking North from Avenue Denis Semeria provides access under the line to Nice-Depot. [Google Streetview, February 2025]The same bridge, seen from the North (from the access road to Nice-Depot. [Google Streetview, October 2022]
Looking towards Nice-Ville from the cab of the Nice-bound service as it crosses the access road to the Nice-Depot. [4]
A more modern structure now spans the M2204B, Route de Turin. [Google Streetview, March 2025]A similar aged steel bridge spans Boulevard Jean Baptiste Verany adjacent to the River Paillon. A series of graceful arches make up the railway viaduct across the Paillon. [Google Streetview, March 2025]The Stone-arch viaduct across the River Paillon seen from the Southeast – 3 spans, 127 metres in length. [Google Streetview, March 2025]The same structure seen from the Southwest on Avenue du Maréchal Lyautey. The three arches over the river are clearly visible and the two steel spans at either end of the structure are also visible. [Google Streetview, March 2025]
After crossing the Paillon the line curves to the South and crosses another modern bridge. …
The bridge which carries the railway over Rue de la Gendarmerie, Nice. This photograph is taken facing West on Rue de la Gendarmerie. [Google Streetview, March 2025]
A short distance further along the line it enters Tunnel de Carabacel.
The line of the Tunnel de Carabacel is shown by the red, blue and green dots. It is 663 metres in length. [27]
The Northeast portal of Tunnel de Carabacel. [27]
The Southwest portal of Tunnel de Carabacel, seen through mesh fencing. The two tracks marked with the green arrows are those from Breil-sur-Roya. The yellow arrow marks the track which runs through Tunnel de Cimiez Nord and the orange arrow marks the track which runs through Tunnel de Cimiez Sud. [27]
The view West from the cab of the Nice-bound train after it has left Tunnel de Carabacel. [4]
Looking North along Avenue Desambrois, Nice the old railway bridge is dwarfed by the concrete structures of the motorway! [Google Streetview, July 2025]
Also looking North, this time on Rue de Lépante, Nice, the motorway structures loom over the old railway bridge. [Google Streetview, July 2025]
Looking North along Rue Miron, the motorway bridge seems to be even higher! [Google Streetview, April 2025]
The final structure before the line runs into Nice-Ville Station. This bridge spans Avenue Jean Médecin. [Google Streetview, May 2018]
The sun is in our eyes as we approach Nice-Ville Railway Station. [4]
Nice-Ville Railway Station seen from the cab of the train from Breil-sur-Roya which terminates in Nice. [4]
Banaudo et al tell us that The first 5 kilometres of the line in the suburbs of Nice were constructed by the Nice-based company Orizet Frères, work began in August 1909. Their work included three tunnels with a total length of 1,127 metres, a bridge over the Paillon, nine metal-decked road underpasses, an overpass, and three level-crossings. Between Nice-Ville and Cimiez Hill, the track-bed of the existing line to Menton had to be be extensively reworked to accommodate the new tracks. [1: p101]
Work on the site of the Saint Roch station commenced in January 1910 and on the Tunnel de Carabacel in May 1910. Work on the tunnel was only undertaken from the Northeast end so as to avoid the need t remove spoil from close to the railway station in Nice. This also meant that the excavated material could be used in constructing the embankment from the tunnel towards the bridge over the Paillon. The river bad of the Paillon was found to be unstable. “Foundations up to 17 m deep had to be dug using compressed air to firmly establish the piers of the three shallow arches made of La Turbie stone. Despite these precautions, ground movements recurred, which an attempt was made to remedy in the fall of 1912 by overloading the Nice-side arch with a mass of gravel bags representing a pressure of 2,500 kg per square metre, while recording devices measured the gradual settlement of the ground.” [1: p103]
The extensive depot at Nice, Saint-Roch. The large engine shed can be seen at the top-left of this image. The Breil-sur-Roya to Nice line runs around the left-hand side of the site (the Southeast), passing very close to the engine shed. [28]On 12th May 1960, a 141R locomotive (2-8-2 using UK notation) heads towards the steam depot exit, passing the signal cabin. At that time, Nice-Saint-Roch had 47 No. 141Rs, a number that increased to 56 in 1963, then gradually reduced following the progress of electrification. On 1st March 1968, the depot closed its doors to steam traction; the roundhouse was partially demolished in 1967, and completely demolished in 1969. [29]
Nice Saint-Roch locomotive depot soon after opening. [30]
The Nice Depot was built on the site of orange groves. “The Société des Travaux en Ciment Thorrand et Compagnie, … originally from Grenoble and based in Nice, used reinforced concrete to build a 110 m diameter rotunda for forty-eight locomotives, a maintenance workshop for six locomotives, a water tower supplied by the Paillon water table, a fuel park with an 80 m quay served by 4.40 m turntables, several buildings housing apprentices, administrative offices, … refectory, oil mill, lamp room, etc.” [1: p103]
And Finally ……
Nice-Premium reported on 2nd September 2024 that major works were to be undertaken on the railway between Nice and Breil-sur-Roya. [32]
The ambitious regeneration program for the Nice to Breil-sur-Roya railway line began in September 2024 and is due to be completed by 14th December 2025.
The work will cost about 78.1 million euros. It will strengthen the infrastructure, improve the transport service, and guarantee better comfort for travellers.
The work aims to reinforce the many engineering structures and improve the stability of the tracks. This will not only secure the transportation of users but also protect this vital infrastructure against climate hazards. It promises concrete improvements for users. By the end of the work, it’s planned that one TER per hour, per direction, will run between Drap and Breil. As well as two TERs per hour between Nice and Drap. This increase of 46% in transport service will be accompanied by a notable improvement in traveler comfort thanks to the renewal of equipment and modernization of infrastructure. These changes aim to make the service more reliable and regular!
The closure of the line between September 2024 and December 2025 is necessary, particularly to permit a large number of tunnels to be renovated The closure will ensure the efficiency and speed of the work, as opposed to a partial closure which could prolong the timeline.
The total cost of the work amounts to 78.1 million euros, with an additional approximately 8 million euros for the transport substitution system. The Region is contributing 56.5 million euros, with participation from the State, SNCF Réseau, the Nice Côte d’Azur Metropolis, as well as the Communauté d’Agglomération de la Riviera Française and the Communauté de Communes du Pays des Paillons. [32]
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 1: 1858-1928; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 2: 1929-1974; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 3: 1975-1986; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Franco Collida, Max Gallo & Aldo A. Mola; CUNEO-NIZZA History of a Railway; Cassa di Risparmio di Cuneo, Cuneo (CN), July 1982.
Franco Collidà; 1845-1979: the Cuneo-Nice line year by year; in Rassegna – Quarterly magazine of the Cassa di Risparmio di Cuneo; No. 7, September 1979, pp. 12-18.
Stefano Garzaro & Nico Molino; THE TENDA RAILWAY From Cuneo to Nice, the last great Alpine crossing; Editrice di Storia dei Trasporti, Colleferro (RM), EST, July 1982.
The featured image above is a rather grainy image of steam at Drap-Cantaron Railway Station.
In the first six articles about the line from Cuneo to the sea we covered the length of the line from Cuneo to Breil-sur-Roya and then to Ventimiglia. These articles can be found here, [9] here [10] here, [11] here, [12] here, [13] and here [14]
Woven into the text below are a series of stills from a video of the train journey from Breil-sur-Roya to Nice. The video can be seen here. [4]
This article begins the journey from L’Escarene.
Initially, the line heads Southeast but then gradually turns to the the Southwest through Peille, Peillon and Drap before running into Nice.
The map below shows the two routes which headed from Nice and Ventimiglia North to Cuneo, as they existed prior to the alteration of the border between France and Italy after the Second World War.
The lines Nice to Tende and Ventimiglia to Tende in the period from 1928 to the Second World War, before the annexation, in 1947, of St-Dalmas de Tende and Piene to France. [15]
From l’Escarene to Drap-Cantaron
The line from L’Escarene to Drap/Cantaron. [25]
L’Escarene sits at the head of a long climb from Nice, it was one of the historic staging posts on the old royal road from Nice to Turin. Like Sospel Station, that of l’Escarene has substantial facilities which would allow the reception of military convoys in the event of conflict with neighbouring Italy. [1: p92]
It is only a very short distance to the abutment of the viaduct that carries the line through l’Escarene.
The D2566 passes West-East under the railway and then curves round to join the D2204 and pass North-South under the West end of the railway viaduct. The Anc. Rte de L’Escarène passes through the first arch of the viaduct. The D2204 passes through the second arch of the viaduct. [Google Maps, September 2025]
Setting off from l’Escarene Railway station, this is the first view of the l’Escarene Viaduct from the cab of a Nice-bound train. The viaduct over the Redebraus has eleven 15 metre arches. [4]
Part way across the viaduct the camera in the cab of the Nice-bound service picks up the metal parapet rails of the viaduct and the short tunnel ahead. [4]
The tunnel at the Southeast end of l’Escarene Viaduct is the Tunnel de Brec (382 metres in length. [19]
The Northwest portal of Brec Tunnel seen from alongside the line. [19]
The same crossing on Google’s satellite imagery. [Google Maps, August 2025]
The view Southeast from the mouth of Brec Tunnel. [4]
Turning through 180, provides us this view of the Southeast portal of Brec Tunnel. [19]
A gated crossing over the line a little further to the Southeast. [4]
The view from Rte de Tres, looking back towards l’Escarene Railway Station. [Google Streetview, November 2022] From the same location looking Southeast. Notice the bridge over the line. [Google Streetview, November 2022]
The view of the same bridge from the cab of the Nice-bound train. [4]
The bridge carry Rte de Tres over the line. [Google Maps, August 2025]
Looking Northwest along the line from the bridge carrying Rte de Tres over the line. [Google Streetview, November 2022]
The view Southeast from the same bridge. [Google Streetview, November 2022]
The next overbridge carries Rte de l’Eira over the line. [4]
Looking North from the bridge carrying Rte de l’Eira over the line. [Google Streetview, April 2013]
Looking South from the same bridge. [Google Streetview, April 2013]
Southeast, the line enters Tunnel de Ecluse (136 metres in length). Just before this, there is a footpath access under the embankment. [34]
The underbridge mentioned above, seen from the D21. [Google Streetview, March 2023]
The Northwest portal of Tunnel de Ecluse, seen from the cab of a Nice-bound train. [4]
The same tunnel mouth, seen from the lineside. [34]
The view from the cab of the Nice-bound train at the Southeast portal of Tunnel de Ecluse. [4]
Turning to face Westnorthwest, this is the Southeast portal of the Tunnel de Ecluse. [34]
The next feature on the line is a short tunnel – Tunnel d’Euira (63 metres in length). [32]
Tunnel d’Euira is on the right side of this satellite image. [Google Maps, September 2025]
The North portal of Tunnel d’Euira. [32]
The South portal of Tunnel d’Euira and the galleried retaining structure which carries the line from a point very close to the tunnel portal. [32]
From many an angle, you would be forgiven for thinking that the railway crosses a viaduct. It appears, however, that the structure is a galleried retaining structure which creates a platform for the railway to run on while limiting the wight of the structure on the rock face beneath. [Google Maps, September 2025]
This view of the location from a little further ‘South, shows that the trackbed abuts the rockface on the East side of the line. [32]
Looking East from a short length of the D21, the galleried retaining structure, which is almost a viaduct, can be seen. [Google Streetview, March 2023]
The railway continues on a ‘berm’ built out from the East face of the Paillon valley and high above the D21, until it reaches the Ruisseau d’Euira.
This small extract from Google’s satellite imagery shows Le Paillon, the D21 and the railway in parallel. The railway bridge over the Ruisseau d’Euira is on the right of this image. [Google Maps, September 2025]
The Viaduc d’Euira crosses the valley of the Ruisseau d’Euira. The viaduct has one 30 m arch and two 5 m arches. [31]
The Tunnel de Santa Augusta (754 metres in length) runs under the Ste-Augusta Chapelle. [30]
The South portal of the Tunnel de Santa Augusta. As can be seen the tunnel runs straight between the two portals, allowing the light from the North portal to be seen from outside the South portal. This photograph was taken alongside the track crossing the Viaduc d’Erbossièra. [30]
The Viaduc d’Erbossièra (205 metres in length). [29]
Viaduct de Faquin seen from the West on Chemin de Sainte Lucie in the valley floor. [Google Streetview, January 2011]
The northern mouth of Tunnel de Coletta, seen from a Nice-bound train. [4]
Viaduct de Faquin, seen from the D53 which crossed the line above the tunnel mouth to the South of the viaduct (Tunnel de Coletta). [Google Streetview, April 2023]
Tunnel de Coletta. [23]
Immediately to the South of Tunnel de Coletta the railway enters Peille Railway Station in Grave de Peille.
The approach to Grave Railway Station, seen from the cab of a Southbound service at the mouth of Tunnel de Coletta. [4]
Le Gare de Peille is situated on the East bank of the River Paillon on a pan artificial plateau which was created as part of the construction of the line from Nice to breil-sur-Roya. [26]
Peille Railway Station is located 6 km from the village of the same name, and serves the La Grave district, where the Vicat company operated a quarry and cement factory from 1924. A branch of the TNL tramway network reached this point from Pont-de-Peille. [1: p92]
At the South end of the Station site the line becomes single track once again adjacent to a house built originally for railway staff. [4]
South of Peille Railway Station the line passes this railway-built home, usually these houses were built for railway employees, either at a nearby station or working on track maintenance. [Google Streetview, April 2013]The line continues South towards Tunnel de Nogairet. [Google Streetview, April 2013]
Further South the line passes through Tunnel de Nogairet (32 metres in length). [Google Maps, September 2025]
The North portal of Nogairet Tunnel, seen from the cab of a Nice-bound service. [4]
The view South from the cab of the Nice-bound train at the South portal of Nogairet Tunnel.
Turning through 180°, this is the South portal of the Tunnel de Nogairet as seen from the cab a Breil-sur-Roya-bound train in 1995. [37]
And then a short distance further South trains pass through Tunnel de Bouisses.
Tunnel de Bouisses as it appears on Google’s satellite imagery, (107 metres in length). [Google Maps, September 2025]
The North portal of Tunnel de Bouisses, seen from the cab of a Nice-bound train. [4]
Low sun shines on the cab of the same Nice-bound service as it leaves Tunnel de Bouisses and is about to cross the first of two viaducts with the name ‘Bouisses’ (Viaduc de Bouisses No. 2). [4]
Turning through 180°, this low definition view shows the South portal of Tunnel de Bouisses as seen from the cab of a Breil-sur-Roya-bound train in 1995 which is just about to cross Viaduc de Bouisses No. 2. [37]
Viaduc de Bouisses No. 2 (three 6-metre arches), as it appears on Google’s satellite imagery. [Google Maps, September 2025]
A very short distance South-southwest the line crosses Viaduc de Bouisses No. 1. …
Viaduc de Bouisses No. 1 (six 6-metre arches).[Google Maps, September 2025]
In the light of the low sun this is the view South-southwest across Viaduc de Bouisses No. 1 from the cab of the Nice-bound service. [4]
The two Bouisses viaducts seen from across the valley to the West. No. 1 is on the right, No. 2 is on the left, with the portal of Tunnel de Bouisses visible top-left. [Google Streetview, March 2023]
A little further to the South, after running along a trackbed supported by retaining walls trains travelling towards Nice cross the Viaduct de Adrecia, seen here from the cab of the Nice-bound service. [4]
Viaduc de Adrecia (three 6-metre arches). [Google Maps, September 2025]
Viaduc de Adrecia, seen from the D21. [Google Streetview, April 2023]
The line has curved round to the Southeast before it enters Tunnel de Launa, shown here by the red, blue and green dots. Viaduc de Launa sits immediately to the Southeast of the tunnel. [38]
The Northwest portal of Tunnel de Launa (309 metres in length). [4]
This slightly overexposed image shows the view from the cab of the Nice-bound service as it leaves the Tunnel de Launa. The Viaduc de Launa is just beyond the railway house on the left of the image. [4]
The Southeast portal of Tunnel de Launa with a railway house on the right of the image. The viaduct is immediately behind the camera. Note also the level crossing close to the tunnel mouth. [38]
The view East across the railway on Rte du Vieux Village (D121). [Google Streetview, March 2023]This photograph, taken at the apex of a hairpin bend on Rte du Vieux Village (D121) has the tunnel mouth top-left, the railway house just to the right of centre at the top of the image with the railway in front of it spanning a bridge which carries the road under the railway. [Google Streetview, March 2023]
The bridge carrying the railway over Rte du Vieux Village (D121). [Google Streetview, March 2023]
Viaduc de Launa (100 metres in length – six 12-metre arches over the Galimbert stream) seen from the cab of the Nice-bound train running through the level-crossing. The viaduct was rebuilt during 1992 and 1993 as the first viaduct suffered settlement due to ground movement. [4]
Both this and the next image of the pedestrian crossing at Chemin de Laghet – a couple of hundred metres further along the line toward Nice – are of poor quality because of bright and low sunlight. [4]
Immediately to the West of Peillon-Sainte-Thècle Railway Station, the line crosses Pont de Brauschet (five 9 metre arches), seen here from the South on Avenue de la Gare. [Google Streetview, March 2023]
Pont du Brauschet sits just to the West of Peillon-Sainte-Thècle Railway Station and is marked on this map with a red arrow. It is 70 metres long and is a 5-arch viaduct.
Pont de Brauschet, seen from the cab of a train heading for Nice. [4]
The next structure along the line is Tunnel de Châteauvieux (219 metres in length). This in the East portal of the tunnel. [4]
Tunnel de Châteauvieux is the first of three tunnels which Nice-bound trains now pass through. It is marked by the red, blue and green dots on this image. Immediately to the West of this tunnel are the two side-by-side Viaducs des Mortes. [40]
This is the West portal of Tunnel de Châteauvieux, seen from alongside the line between the tunnel and Viaduc des Mortes. [40]
Just to the West of the Tunnel de Châteauvieux there are 2 viaducts next to each other (Viaducs des Mortes) of which only one is in service; the southern one which gives access to the Tuhet tunnel. The viaduct to the north (which has seven arches) leads to an unfinished tunnel. An accident occurred during the drilling of the original tunnel in 1925. The accident, which caused the death of 3 workers, resulted in the need to drill a new tunnel and, as a result, the construction of another viaduct in 1927 (with five 11 metre arches). The viaducts are named, Viaducs des Mortes, not because of the accident but because the viaducts bridge a footpath which was used to take deceased inhabitants of Borghéas to the cemetery of the neighbouring village of Drap.
The two viaducts mentioned above. [Google Maps, September 2025]
The two viaducts, seen from the North. The green arrow indicates the operational viaduct, the red arrow, the redundant viaduct. [48]
A view of both of the two viaducts and the Tunnel de Tuhet beyond. [46]
The East portal of Tunnel de Tuhet, seen from the cab of a Nice-bound service on the Viaduc des Mortes. [4]
The Tunnel de Tuhet (346 metres long). [46]
The West portal of the Tunnel de Tuhet. [46]
The East portal of Tunnel de la Ribosse. [47]
Tunnel de la Ribosse. [47]
The West portal of Tunnel de la Ribosse. [47]
A short distance further West, the line passes through Fontanil-Drap High School Halt.
Fontanil-Drap High School Halt seen from the Southeast on Route des Croves. [Google Streetview, March 2025]
At the West end of the station/halt, the Route des Croves passes under the line. The low arch bridge seen from the South. [Google Streetview, March 2025]
The same structure seen from the North side of the line. [Google Streetview, March 2025]
The next bridge carries the line over Chemin de de l’Ubac. [Google Streetview, March 2025]
The South side of the same structure. [Google Streetview, March 2025]
A short distance further West the line crosses the D2204, the River Paillon and the D2204B. …
The railway station at Drap also served the village of Cantaron which was on the opposite bank of the River Paillon. This old postcard image was shared by Roland Coccoli on the Comte de Nice et son Histoire Facebook Group on 22nd January 2016. [5]A closer view of the Station at Drap. This postcard image was shared on the Comte de Nice et son Histoire Facebook Group by Charles Louis Fevrier on 5th January 2021. [6]
This length of our journey finishes here at Drap-Cantaron Railway Station.
References
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 1: 1858-1928; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 2: 1929-1974; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 3: 1975-1986; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Franco Collida, Max Gallo & Aldo A. Mola; CUNEO-NIZZA History of a Railway; Cassa di Risparmio di Cuneo, Cuneo (CN), July 1982.
Franco Collidà; 1845-1979: the Cuneo-Nice line year by year; in Rassegna – Quarterly magazine of the Cassa di Risparmio di Cuneo; No. 7, September 1979, pp. 12-18.
Stefano Garzaro & Nico Molino; THE TENDA RAILWAY From Cuneo to Nice, the last great Alpine crossing; Editrice di Storia dei Trasporti, Colleferro (RM), EST, July 1982.
SNCF Region de Marseille; Line: Coni – Breil sur Roya – Vintimille. Reconstruction et équipement de la section de ligne située en territoireFrançais; Imprimerie St-Victor, Marseille (F), 1980.
The featured image above shows an unidentified steam locomotive crossing the highly unusual Viaduc de Bevera. The train is heading toward Sospel.
In the first five articles about the line from Cuneo to the sea we covered the length of the line from Cuneo to Breil-sur-Roya and then to Ventimiglia. These articles can be found here, [9] here [10] here, [11] here, [12] and here [13]
I want to acknowledge that a series of stills from a video of the train journey from Breil-sur-Roya to Nice have been used in this article. The video can be seen here. [4]
This article begins the journey from Breil-sur-Roya to Nice.
South of Breil-sur-Roya a junction allows direct access to Ventimiglia and to Nice. The map below shows the two routes as they existed prior to the alteration of the border between France and Italy after the Second World War.
The lines Nice to Tende and Ventimiglia to Tende in the period from 1928 to the Second World War, before the annexation, in 1947, of St-Dalmas de Tende and Piene to France. [40]
The project was finally agreed by the PLM on 7th January 1907 but various portions of the work would be delayed by disputes relating to the transfer of land. “Acquisitions began in the suburbs of Nice in May 1907, at Saint-Roch … and Roccabiliera, where the PLM had decided to build a vast facility with a goods station, marshalling yard and engine depot to relieve congestion at Nice central station, whose rights of way, enclosed in the urban fabric, could no longer expand. This program for the redesign of Nice’s railway facilities also provided for a 3,610 m connection between the new Saint-Roch station, Riquier station and the port. In the hinterland, events also began to take shape and in December 1908, a section of engineers set up in Fontan and undertook the first work along the Roya the following January.” [1: p90]
Banaudo et al continue: “In 1909, Chief Engineer Paul Séjourné (1851-1939), then fifty-eight years old and already renowned for his original designs for civil engineering structures, took over the direction of the construction department. The line from Nice to the Italian border would give him the opportunity to exercise his talent in the design of structures that were as daring as they were harmoniously integrated into the landscape.” [1: p90]
In this series of articles, we have already seen Séjourné‘s Scarassoui Viaduct spanning La Roya to the North of Breil-sur-Roya.
The line from Breil-sur-Roya to l’Escarene. [
This article follows the line South from Breil-sur-Roya to l’Escarene in two parts. The first from Breil to Sospel and the second from Sospel to l’Escarene.
1. The Line South from Breil-sur Royato Sospel
Banaudo et al tell us that, “In December 1912, tranches 8 and 9 were awarded in turn for a length of 10,500 m from Sospel to Breil to the François Mercier company, of Moulins-sur-Allier. The work included three tunnels with a combined length of 5,307 m, including the Mont Grazian and Caranca structures established at double-track gauge and equipped with defensive devices, as well as seven bridges and viaducts representing twenty-five masonry arches and two metal spans. Among them, the exceptional structure of the Bévéra viaduct. There were also three culverts and three level crossings in this section.” [1: p102-103]
Banaudo et al take up a significant part of Volume 1 of the story of the line with an album of photographs of the construction work on the French side of the border. [2: p152-331] A superb record of the work undertaken.
On the Sospel-Breil section of the line the contract works were gradually completed. By the end of 1921, the Bancao and Caranca tunnels were completed. The Mont Grazian tunnel was finished in 1923. The Bévéra viaduct’s abutments and masonry arch were ready by then and only awaited the delivery of the metalwork of the decking. [1: p141]
The length of the lien from Breil-sur-Roya (top-right) to l’Escarene (bottom-left). [8]
This drawing/map shows the two routes heading South from Breil-sur-Roya. [40]
As with the line immediately to the North of Breil-sur-Roya, the works to the South and Southwest were constructed by the French. Both of the lines heading South from Breil-sur-Roya entered tunnels just a short distance South of Breil.
The first length of the line South of Breil-sur-Roya is common with the line to Ventimiglia. The two lines separate at the Lavina bridge.
A colourised postcard view of Breil-Sur Roya Railway Station looking North through the station site in advance of the official opening in 1928. This colourised image was shared on the Stura-Cuneo Facebook Page on 20th February 2020, (c) Public Domain. [29]Breil-sur-Roya station during its very early operation (1928-35), before electrification, with numerous passenger carriages standing idle. The passenger building is in the background; in the foreground are the buildings on the second platform, the only ones today significantly reduced in height and length, publisher Frédéric Laugier, (c) Public Domain. [30]Breil-sur-Roya Railway Station at the height of its development, with electrification completed (1935), with the passenger building, the large freight yard filled with wagons, and the concrete sheds with arched vaults. Those in the background still exist but are used for non-railway purposes. The Breil Ecomuseum is now located on the north side, half-hidden by the foliage of the tree in the foreground. The photograph was taken from the hillside to the Northwest of the station site and faces Southeast, (c) Public Domain. [30]After the war, the line to Nice was reopened in 1947, but the station, reduced to the simple terminus of a secondary section, was greatly simplified, removing almost all the sidings (the long straight lines of which can still be made out). In the background, the line to Fontan still features the electrification poles (removed from the rest of the station), but it was naturally abandoned and remained there until its reconstruction in the 1970s. In the 21st century, platform 2, which had been removed at the time, has been restored, the buildings on the second platform have been scaled down, and the third platform has been eliminated. The turntable, which still exists, is part of the Ecomusée, publisher Lapie à Saint-Maur, 1955, (c) Public Domain.[31]Breil-sur-Roya Railway Station in 2013, (c) Gilles Tagadaand licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [32]The southern end of the railway station site in Breil-sur-Roya. Two lines leave the station heading South-southwest. [Google Maps, August 2025]
The view from the cab of a Nice-bound service waiting to set off from Breil-sur-Roya. [4]
South of the station adjacent parallel bridges cross the Voie de la Première Dfl and Vallon de la Lavina (the Lavina Bridge).
Lavina Bridge seen at rail-level from the cab of the Nice-bound train. [4]
Looking East under the railway bridges (the Lavina Bridge) along Voie de la Première Dfl. [Google Streetview, October 2008]Looking West under the railway bridges (the Lavina Bridge)along Voie de la Première Dfl. [Google Streetview, October 2008]A short distance to the South the two lines can be seen to be separating both geographically and in level. This view looks Northeast with the station off to the left. [Google Streetview, October 2008]The view South from the cab of a Ventimiglia-bound train. Again, the separation in level is quite marked. [55]At the same location, this view looks Southeast. Both lines enter a tunnel just to the South. One tunnel mouth is visible on the left of the image at a lower level. The other tunnel mouth is behind the vegetation on the right of this image. [Google Streetview, October 2008]
The two tunnel mouths seen from the cab of a Nice-bound service. [4]
The two tunnel mouths. On the left, that of Gigne Tunnel, on the right, that of Caranca Tunnel. Left for Ventimiglia, right for Nice! The whole structure is provided with a series of small openings to facilitate the holding of the tunnels in the event of war. [17]
Caranca Tunnel North Portal prior to vegetation growth. The tunnel was built to accommodate double-track to allow for possible future growth in traffic. [20]
The North portal of Caranca Tunnel in the 21st century (915 metres long). [4]
This extract from the OpenStreetMap mapping shows the close correlation of the two different routes over the first fe kilometres. The short red lines are the locations of tunnel mouths. [14]
The route of Caranca Tunnel crosses twice over the Gigne Tunnel which is on the Ventimiglia line. The lines to both Nice and Ventimiglia are shown as dotted lines when in tunnel. [1: p126]
Nice-bound trains exit Caranca Tunnel heading Southeast. This is the view from the cab of a Nice-bound train. [4]
Turning round to face the Tunnel portal, this is the Southeast portal of Caranca Tunnel. [20]
The next tunnel is Tunnel de Bancao (508 metres long). This is the North portal of the tunnel. [4]
The North Portal of Bancao Tunnel is at the higher level. the lower tunnel mouth is that o Sanfurian Tunnel. [19]
The South portal of Bancao Tunnel gives way onto Viaduc Bancao. [19]
The line leaves Bancao Tunnel and immediately crosses Bancao Viaduct. [4]
Bancao Viaduct on the line from Breil-sur-Roya to Ventimiglia is a single span arch close to the D6204 on this extract from OpenStreetMap. The line to the West is the line we are now following from Breil-sur-Roya to Nice which is at a much higher level and its viaduct is a multi-span structure. [15]
Both the Nice line and the Ventimiglia line can be seen in this image. That to Nice is at the higher level. The longer viaduct at the lower level is Viaduc Eboulis. Viaduc Bancao is at the higher level. [18]
An earlier monochrome view of Viaduc Bancao. The viaduct has eight 9 metre arches. [18]
Looking West from the D6204/E74, a small culvert close to the road is dwarfed by the bridge carrying the line to Ventimiglia which in turn is dwarfed by the viaduct carrying the line to Nice. [Google Streetview, April 2008]
Viaduc de Bancao on the Nice to Breil-sur-Roya line appears, in part, at the top of this image.
The two rail lines are still running in parallel, only beginning to separate significantly at the bottom of this extract from Open StreetMap.
The line we are following enters the Mont Grazian Tunnel, bottom right of this OpenStreetMap extract. [16]
Before the Tunnel three structures are crossed – two 10 metre-span arched bridges and then Viaduc d’Arbousset none of the three are marked on this map extract. The Viaduct sits at the point where the line which has been curving round to the South begins to turn to the Southwest, just before entering Mont Grazian Tunnel. [16]
Viaduc d’Arbousset (63 metres long with three 7 metre arches). Ahead the line curves to the right and enters Mont Grazian Tunnel. [4]
The Northeast portal of the Tunnel de Mont Grazian, seen from the cab of a Nice-boud train. [4]
The Mont Grazian Tunnel was built wide enough to accommodate double-track to allow for possible future traffic growth. “It was lined with defensive measures at both ends, a precaution imposed by the major strategic importance of this structure, which connects the Roya and Bévéra valleys.” [1: p94] Details of the defensive measures can be found here. [27]
The Northeast portal of Tunnel de Mont Grazian. This view from above shows the Viaduc d’Arbousset and the high retaining wall on the right of the mouth of the tunnel. [27]
Tunnel de Mont Grazian is 3891 metres in length. [27]
The view Southeast from the cab of the Nice-bound service as it leaves the tunnel mouth. A very short distance beyond the tunnel mouth the line crosses Viaduc de Bassera. [4]
Turning through 180, the Southwest portal of the Tunnel de Mont Grazian. [27]
The Southeast portal of the Mont Grazian Tunnel before the opening of the line in 1928. Viaduc de Bassera is in the foreground. There are detailed differences between the appearance of the tunnel entrance in this view and the photograph of the entrance above. As part of the Maginot strategic defence plan for the SFAM (Alpes Maritimes Fortified Sector) the Southeast portal of Mount Grazian Tunnel had fortified side chambers with loopholes overlooking the tunnel to guard against enemy incursion. More details can be found here. [27]A different postcard view of the Bassera Viaduct and the tunnel mouth of the Mont Grazian Tunnel. [46]
The Bassera Viaduct is curved with seven 12-metre arches and crosses the Basséra River.
A broader view of the Viaduc de Bassera at the time of its construction, (c) Public Domain. [23]
In this image, Viaduc de Bassera is on the right and Viaduc Cai (over the River Bevera) is on the left. [23]
The two bridges as seen on Google Earth. [Google Earth, August 2025]
The original bridge over the Bevera (Pont de Cai) which was built in time for the opening of the line in 1928. More details can be found here. [24]
A very short distance beyond the end of Viaduc de Bassera, the line crosses the River Bevera on another viaduct – Viaduc Cai. [4]
This extract from OpenStreetMap illustrates the proximity of the two viaducts and Mont Grazian Tunnel. [22]
Due to its proximity to the Italian border, this unused tunnel (marked with a red arrow) was built for strategic reasons as part of the Maginot Plan for the defense of the SFAM (Fortified Sector of the Alpes Maritimes). [28]
It was intended to provide an emergency route in the event that the large neighboring Caï viaduct needed to be destroyed, and to store the metal spans of a replacement viaduct. [28]
Halfway along its length, on the left wall, it has an annex gallery (tunnel window – marked by the yellow arrow) which opens onto the western abutment of the Caï viaduct. More information can be found here. [28]
The Bevera River flows West to East (its confluence with La Roya (Roia) is adjacent to the village of Bevera which sits on the North bank of the Bevera River). Once across the Bevera River on the Cai Viaduct, the line heads up a gradient of 17 mm/m to Sospel Railway Station.
The route of the line between Breil-sur-Roya and Sospel was determined by the military. The military authorities dictated that the line should be routed to ensure that it could “be easily intercepted by the artillery of The Barbonnet fort, above Sospel, in the event of an infiltration attempt from the Roya valley.” [1: p92 & 94]
The Cai or Bevera Viaduct “crosses the river at a very acute angle. [This] inspired an original arrangement by Paul Séjourné: the deck, formed of two metal spans of 45.30 m, framed by four masonry arches of 8 m, rests 30 m above the river on a perpendicular arch of 25 m opening and egg-like in shape, resting transversely on the walls of the gorge.” [1: p94]
The line follows the valley side to the South of the Bevera rising, as we have already noted at a gradient of 17 mm/m. It crosses a minor road by means of a level crossing (Route de Suez).
The level crossing at Route de Suez, seen from above. [Google Maps, August 2025]
The level crossing at Route de Suez seen from the cab of a West-bound train. [4]
The next level crossing on the line is immediately at the East end of Sospel Railway Station site. [Google Maps, August 2025
The same crossing seen from the cab of the Westbound train approaching Sospel Railway Station. [4]
The road crossing of the line (seen from the South) is on the left of this image. The track to the right heads back towards the Viaduc de Cai. A small culvert can be seen alongside the road at this location. [Google Streetview, October 2008]The road crossing of the line (also seen from the South) is on the right of the image. The track to the left heads into Sospel Railway Station. [Google Streetview, October 2008]
Further West and fully within what was the station site but which in the 21st century is an open plateau of unused land. [4]
The station passing loop seen at its eastern end from the cab of the Westbound train. [4]
The final approach to Sospel railway Station from the East. [4]
Sospel Railway Station was to be a station “with substantial facilities which would allow the reception of military convoys in the event of conflict with neighboring Italy.” [1: p92] Arriving on Sospel, trains from Breil-sur-Roya pass through a large flat open area which was designed to accommodate the needs of the military.
The town was, in the middle of the 19th century, the second city of the County of Nice. “The location of Sospel … in … a basin where the Bévéra Valley widens, is very unique. From wherever one arrives from France, one must cross a pass: the Braus pass coming from Nice, the Castillon pass towards Menton, the Brouis pass towards Breil and La Roya, and the Turini pass towards La Bollène and La Vésubie. Towards Italy, the Vescavo Pass road connects Piena and Olivetta, while downstream, the Bévéra flows in impassable gorges where one could only venture on foot.” [1: p101-102]
The year 1912 was quite momentous in the history of Sospel not only was construction work getting underway but on 15th April 1912 the Compagnie des Tramways de Nice et du Littoral (TNL) opened its Menton-Sospel tramway. More about the tramway can be found here, [36] here [37] and here. [38]
Closer to the centre of Sospel, this is the terminus of the Menton-Sospel Tramway. [46]
Banaudo et al comment that “The Gianotti company immediately took advantage of this opportunity to transport the tools and equipment from Nice that would be used for the construction of the Braus tunnel. … In the initial stages of the construction, the Gianotti brothers used a network of portable 0.60 m gauge railways, on which Decauville dump trucks pulled by horses ran. Later, one-metre gauge tracks were laid, on which steam locomotives pulled larger capacity trains, consisting of Koppel wagons with a load of 6 m³ or wooden-bodied wagons with a capacity of 3 m³. Several locomotives from the contractor were brought to site via the tramway, coupled to a ‘mortrice electrique’ (an electric tram engine) as a safety measure on the steeply graded tramway.” [1: p102]
“In the early months of 1913, the Mercier company got to work and obtained permission from the TNL company to open a special branch line at each end of the Menton-Sospel tramway line. The construction site’s supplies then provided the tramway with more than half of its freight traffic. In July 1913, two to three round trips ran daily, and in October, Mercier received 745 tons of materials in Sospel. In May 1914, the Gianotti brothers opened their own branch line in the Careï Valley in Menton, but soon, the saturation of the small freight yard and insufficient equipment forced the TNL to limit shipments to five wagons per day.” [1: p103]
2. Sospel to l’Escarene
The journey from Sospel to l’Escarene takes the line through and under the mountains of the Col de Braus.
The line climbs through a series of embankments and cuttings on a gradient of 9.5 mm/m and enters the Tunnel de Braus.It continues to climb within the tunnel to a high point of 420 metres above sea level. Within the tunnel the gradient then changes to a 2 mm/m downward grade towards l’Escarene. The tunnel was double-track both to aid ventilation and to allow for possible expansion of services if demand required it. At the insistence of the military defensive fortifications surrounded the two tunnel mouths. [1: p92]
Of the 12 tranches of contract work on the French side of the international border, two tranches covered the 9.7 km length between Sospel and l’Escarene – lots 6 and 7. The work was awarded in December 1911 and April 1912 to Jean and Antonin Gianotti. Banaudo et al tell us that the work included over 6.4 km of tunnel. “As well as a few secondary structures: three culverts, four level crossings, two underpasses and six overpasses, most of which were built using the new reinforced concrete technique.” [1: p101]
After waiting for a Breil-sur-Roya-bound service to clear the line ahead, we set off in a Westerly direction from the station at Sospel.
A Nice to Breil-sur-Roya service arriving at Sospel. [4]
As the Nice-bound train sets off from Sospel Station it crosses Rte d’Erc at a level-crossing. [4]
Rte d’Erc crosses the railway at the West end of the Sospel Station site. [Google Maps, August 2025]Looking back East towards Sospel Railway Station. [Google streetview, August 2022]A departure for Nice in 1947. The steam locomotive has just crossed the level-crossing over Rte d’Erc. [47]A similar view looking back East towards Sospel Railway Station from close to the level crossing featured above. [44]A view from the railway house which sits beside the level-crossing which shows Sospel Railway Station in very early days! [45]Looking ahead along the railway towards l’Escarene (on the left of this post and image), the town of Sospel is laid out in front of the camera. In the text of this article we mention the use of concrete on the line. Two bridges of reinforced concrete construction can be seen on the left of this image. [46]Looking West towards the bridge carrying Mnt des Capuchins over the railway. The station passing loop ends just to the West of the Rte d’Erc level crossing. [Google Streetview, August 2022]
A closer view of the bridge carrying Mnt des Capuchins. [4]
Rte de la Penetrante passes under the railway. [Google Maps, August 2025]Rte de la Penetrante (D2566A) is crossed by means of a stone arch bridge. This is the North elevation of the structure. [Google Streetview, October 2022]The South elevation of the same structure. [Google Streetview, October 2022]Chemin de la Saint-Roch bridges the line a short distance further West. [Google Maps, August 2025]
The bridge carrying Chemin de la Saint-Roch over the line as seen from the cab of a Nice-bound train. [4]
The overbridge carrying Chemin de la Saint-Roch, seen from the North. [Google Streetview, April 2013]Looking back along the line towards Sospel Railway Station. [39]
The next overbridge carries the D2204 (boulevard de l’Egalite over the line. [4]
Boulevard de l’Egalite (D2204) bridges the line a short distance further West. [Google Maps, August 2025]Looking Souttheast from Boulevard de l’Egalite towards Sospel Railway Station. [Google Streetview, October 2022]Looking Northwest from Boulevard de l’Egalite. [Google Streetview, October 2022]
The next structure visible form the cab of the Nice-bound train is an accommodation bridge which carries a driveway to a larger property running Northeast from La Condamine. [4]
An accommodation bridge carries a driveway from La Condamine over the line. [Google Maps, August 2025]Rte du Moulinet (D2566) passes under the railway. [Google Maps, August 2025]Just a short distance to the Northwest from the bridge above. The bridge over Rte du Moulinet is seen here from the Northeast. [Google Streetview, August 2021]The same structure, seen from the Southwest on the D2566. [Google Streetview, August 2021]
A short distance further West the line crosses Rte Sant-Antoine by means of a level-crossing. [4]
Rte Saint-Antoine crosses the line at level a little further to the West. [Google Maps, August 2025]Looking East from Rte Saint-Antoine towards Sospel. [Google Streetview, October 2008]Looking West from Rte Saint-Antoine. [Google Streetview, October 2008]
The D2566 crosses the line (heading North-northwest) with the line travelling in a southwesterly direction. [4]
Rte de Moulinet (D2566) crosses the line again. [Google Maps, August 2025]Looking Northeast from Rte du Moulinet towards Sospel. [Google Streetview, August 2016]Looking Southeast towards l’Escarene from the same bridge over the line. [Google Streetview, August 2016]
In deep shade, this is the mouth of Tunnel de Braus, seen from the cab of an approaching Nice-bound train.[4]
The same tunnel mouth in better light. [31]
The full length of Tunnel de Braus (5.94 km long), as it appears on OpenStreetMap. [30]The full length of Tunnel de Braus as it is recorded in the French Inventory of Tunnels. The yellow dot marks the approximate location of a significant water flow intersected by the construction work which required significant remedial works before the construction of the tunnel could proceed. More information and drawings can be found here. [31]
As we have already noted, both the tunnel portals were fortified at the insistence of the military. … Completing the tunnels also required significant additional work to deal with a very high level of water ingress during construction.
The Southwest portal of Tunnel de Braus is flanked to the Southeast by a very high retaining wall and to the Northwest by a water channel created for the Ruisseau de Redebraus. [31]
The Tunnel de Braus was built to accommodate a double-track line to allow for possible future growth in traffic.
This extract from Google’s satellite imagery shows the various structures from above – the river bridge is towards the bottom-left of the image with the tunnel mouth in the top-right. [Google Maps, August 2025]
The view from the cab of the Nice-bound train as it leaves the tunnel behind. [4] The first couple of hundred metres beyond the tunnel portal are within a narrow, damp and dark defile.
The bridge over the Ruisseau de Redebraus. [4]
The Nice-bound train approaches the halt at Touët-de-l’Escarène. [4]
Touët-de-l’Escarène Railway Station (Halt). The village is to the North of the Station. [Google Maps, August 2025]
Touët-de-l’Escarène Railway Station. [4]
Three older images of Touët-de-l’Escarène follow. Two while the station was under construction. …
Touët-de-l’Escarène Railway Station, seen from the South and under construction, seen from the Southwest. [49]Touët-de-l’Escarène also under construction, seen from the West. [49]Touët-de-l’Escarène, the completed line, seen heading away towards the Tunnel de Mont Grazian. [49]
The line beyond Touët-de-l’Escarène continues West along the North side of the Ruisseau de Redebraus towards the next tunnel. …
The next tunnel is Tunnel de l’Escarène or Tunnel de Coalongia (527 metres in length). [34]
The East portal of the Tunnel de l’Escarène. [4]
The view from the cab of a Nice-bound train as it leaves l’Escarene Tunnel. The points which provide the passing loop at l’Escarene Railway Station sit just outside the tunnel mouth. [4]
The West portal of the Tunnel de l’Escarène. [34]
Within the tunnel the line has begun to turn towards the South and the relatively tight curve continues until between the platforms at Sospel Station the line is on a North-South axis.
The final approach to l’Escarene Railway Station. [4]
L’Escarene Railway Station. [4]
These two images show the Station site from above. The red ring highlights the location of the station turntable which, in the 21st century, is the location of the town’s fire station. [35]]
L’Escarene sits at the top of a long climb from Nice. We will follow the line through to Nice in the next two articles in this series. (The next article can be found here. [5]) Like Sospel, l’Escarene Railway Station had substantial facilities on a wide open plateau designed to allow the reception of military convoys in the event of conflict with neighboring Italy. [1: p92]
References
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 1: 1858-1928; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 2: 1929-1974; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 3: 1975-1986; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
Franco Collidà, Max Gallo & Aldo A. Mola; CUNEO-NIZZA History of a Railway; Cassa di Risparmio di Cuneo, Cuneo (CN), July 1982.
Franco Collidà; 1845-1979: the Cuneo-Nice line year by year; in Rassegna – Quarterly magazine of the Cassa di Risparmio di Cuneo; No. 7, September 1979, pp. 12-18.
Stefano Garzaro & Nico Molino; THE TENDA RAILWAY From Cuneo to Nice, the last great Alpine crossing; Editrice di Storia dei Trasporti, Colleferro (RM), EST, July 1982.
SNCF Region de Marseille; Line: Coni – Breil sur Roya – Vintimille. Reconstruction et équipement de la section de ligne située en territoireFrançais; Imprimerie St-Victor, Marseille (F), 1980.
Roger Farnworth 
