Trams in Rouen - Knowledge

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satisfaction plus complète au public, son matériel sera employé judicieusement, au lieu de rouler à vide pendant une partie de la journée au détriment de son entretien. Étant donné le peu de fréquentation de cette ligne les jours de semaine, sauf le jeudi (courses), on peut parfaitement admettre la réduction à 10 des voyages pour la partie allant du champ de courses àla forêt, mais, en ce qui concerne la partie du trajet de Trianon au champ de courses, il parait indispensable à l’ingénieur en chef (Lechalas) de maintenir le minimum de voyages à 30, sinon ce serait une sorte d’abandon de la ligne, car sur cette petite distance, il ne pourra s’établir un trafic appréciable qu’à condition de présenter des départs fréquents.

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satisfaction, its infrastructure will be wisely used, instead of it travelling empty for part of the day to the detriment of its business. Being given the lower frequency of service on weekdays and Saturdays, except Thursdays (racing), we can perfectly accept the reduction to ten trips to those going from the racecourse to the forest, but, concerning the part of the journey from Trianon to the racecourse, it is imperative that the Chief Engineer (Lechelas) keeps the minimum to 30, otherwise there will be a kind of abandonment of the line, because for this small distance, it will not be possible to get reasonable traffic with more frequent departures.

1232: 1093: 1346:. On 8 June 1892 it was formally declared open to the public and first ran eleven days later on 19 June. This mountain railway, 400 m (20 chains) long and rising 132 m (433 ft), ran from the banks of the River Seine to the esplanade of the basilica. Each car could hold 90 people (50 seated), and its water tank could be filled in five minutes. There were twelve journeys each way daily, more on busier days. But the ferry service from its terminus at Eauplet to Rouen was irregular, and by the end of the century it had a dangerous rival: the tramway. 884: 700:), but they were also expensive. The frequent stops let the boilers cool down, so coal consumption was high. Moreover, steam power angered both residents — who accused them of being dirty and rough-riding — and coachmen — whose animals were scared by the driver's horn and the "infernal" noise of the trains. Operation thus was totally horse-drawn from 1884. The CTR thus found itself in charge of a "cavalry" of around 350 horses, stabled at Trianon and Maromme, the depot at Mont-Riboudet having been disposed of. 1403:. Operations continued, and the CTR took over both tracks on 25 December 1909. Although the tramway was always well used (900,000 tickets sold in 1913), the clientele of the funicular continued to fall (30,000 tickets collected the same year), and some daily receipts were less than 1 franc. Lacking passengers, the funicular closed on 25 May 1915, and the tramway became the monopoly service for Bonsecours. This date should not be confused with that for the Rouen service, which continued until February 1953. 1146: 1412: 1288: 709: 1176: 659:(Line 1), entering service on 29 December 1877. Merryweather & Sons, whose depot was on the Avenue du Mont-Riboudet, provided the tram units. Small and light — 4.7 tonnes (4.6 long tons; 5.2 short tons) — these reversible locomotives had two coupled axles, fully covered by a wooden body. They looked the same as a normal carriage so as not to frighten the horses. These steam carriages had enclosed lower decks; the upper decks were roofed but had open sides. 1479:) and for tendering the construction of the line to a contractor other than the CTR. This time for reflection led to abandoning horse-drawn trams in favour of mechanical traction, and moving the terminus from the racecourse entrance to the vast cemetery that the authorities intended to build, close to a shooting range. The CTR did not oppose the line, which would not compete with their own, so it was made a Public Local Railway on 10 March 1905. 1488: 51: 1559: 1625: 675: 279: 896:

passengers. The tram sheds, holding 50 vehicles, were expanded to accommodate 25 more during the first year of service. These were classic tramcars with two axles, powered by two 25 hp (19 kW) motors (one on each axle), and had room for 40 passengers. With its popular success, the network could be completed: the Line 10 extension to

692:(Line 2; started 23 June 1879). On the other hand, the lines that went through narrow local streets remained horse-drawn when first opened: Line 4 (opened 3 October 1878), Line 5, (opening 12 December 1878), Line 6 (opened 6 February 1879), and Line 3 (opened 27 September 1879). Line 9 was not constructed because of technical difficulties. 1436:, but these towns did not have good enough public transport. Although the CTR had constructed some lines, they did not well serve residents wishing for rapid transit between the suburbs and the city centre. Line 4 of the CTR, with its central terminus at Place Beauvoisine, ran only as far as the Trianon roundabout at the edge of the 655:. This decision knitted the close railway links between the city and Great Britain that remained for nearly half a century. Naturally, Mr Harding wanted to promote his company's machines, so he long made his views known to the municipal authorities. Finally convinced, they authorised him to use steam power from 908:(opened 17 December 1899), and a 12th from the Church of Saint-Sever to the Saint-Maur sea wall (6 February 1908). The Rouen tramways had 37 km (23 mi) of lines, the largest electric network in France. Trams were up to three cars long and ran at 20 km/h (12 mph) at 20-minute intervals. 1609:

The service modifications lowered operating expenses, but the coefficient of use went down dramatically: 0.33 for the first ten months of 1908. The decision to axe the line was made on 1 November 1908. Two strategic errors had been made: wanting a service independent of the CTR's network, and putting

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The first months' service did not meet Hulin's expectations; passenger numbers were much lower than expected, the coefficient of use was catastrophic: 0.39. In 1906 a law was passed instituting a weekly day of rest, so it was decided, from 12 January 1907, to extend the line 800 m (40 chains) to

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In March 1950 the municipality decided definitely to close the tramway, but its actual closure came somewhat later. It was not until Saturday, 28 February 1953 that the last tram ran on the Champ de Courses line, 76 years after the network's first service. But the Rouennaise did not forget the tram's

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made of two granite rails embedded in concrete with a continuous guide rail between them. The 2,200 m (110-chain) line, with a terminus at the Quai de la Bourse, would be served by steam carriages with a capacity of only 30 places, but capable of running on public streets as well as its special

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Seventy-two daily journeys each way brought the tramway success, and it transported nearly 700,000 passengers in 1901, compared to 140,000 for the funicular, which was clearly in a dire state financially (210,000 passengers in 1898). The figures were so catastrophic that on 25 November 1905 the CTB

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The second network was far less efficient than the first; In 1901 the trams transported only 1.46 million passengers over 16 km (9.9 mi) of route, being 91,000 per route kilometre (56,500 per route mile). (In 1908, over 20 million people used public transport in Rouen, 19 million with the

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that in January 1908 it replaced Hulin, always the driving force, and asked the Conseil Général to authorise a reduction in service frequency. But it also proposed to use four-car trams instead of two-car trams on busy days. Although the departmental authorities accepted the extra cars, they would

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was destroyed, which split the tram network in two until 1946. With the German occupation, the lines were progressively reopened. But service was reduced. Difficulties became such during this period that the directors of the CTR had to improvise mobile workshops. The heavy bombing raids of Spring

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The line was never profitable: the coefficient of use fell to 0.32 in 1907 and passenger numbers fell to 34,000 from the 60,000 previously. Except on Thursdays, horse racing day, and Sundays where the tramway took amorous walkers to the forest paths, the trams went with few passengers, often with

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During World War I the track and rolling stock received little maintenance, and by the end of the war they were in a piteous state, while expenses had increased dramatically. The problem became a crisis after the serious fire at the Trianon depot on 30 November 1921, which destroyed 70 of the 155

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The Rouen workshops presently devised two prototypes, of classical design, but with double folding doors at the front and safety devices (compressed air on one of the prototypes, electrical on the other) which became the basis for a series of 25 vehicles named "Nogentaises". 25 new trailing cars

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entered service on 2 January 1896, the electrified network going live fifteen days ahead of schedule; the last horse-drawn tram saw service on 19 July on the Sotteville line. After teething troubles, the new mode of transport had considerable success: in 1896 it transported over fifteen million

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It may be surprising that the Trianon tramway chose steam whereas the Rouen trams were electric, but the Trianon services were more rural with lower population density than the more urban Rouen ones. If this were not the guiding factor, the Trianon tramway could have all been part of the Rouen

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Il est bien entendu que, du moment qu’il ne s’agit que d’un minimum, la Société restera toujours libre de mettre en marche le nombre de trains nécessaires pour transporter les voyageurs qui se présenteront, qu’elle satisfera à cette condition, son propre intérêt est garant, et, tout en donnant

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It is well understood that, at the moment it is only a minimum, the Society is always free to put in place the number of trains necessary to transport passengers who present themselves, that if it will satisfy this requirement, its proper interest is guaranteed, and, in giving greater public

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Urban services — always horse-drawn, either carriages or omnibuses on the most profitable routes — were not enough to satisfy the needs of a town that already numbered, with its suburbs, more than 170,000 people. From 1873 to 1875 the city fathers commissioned a study into building railways

1526:, built by the Turgan workshops, each with room for 16 people, and the fuel depot was sited near to the racecourse. The service was particularly frequent: thirty journeys each way per day. The entire line took 10 minutes to traverse at a maximum speed of 25 km/h (16 mph). 1183:

Against these setbacks, the CTR still had a record year in 1928, with over 30 million journeys. But from 1929, the buses took to the narrow streets in the city centre, as well as routes with low tram traffic such as Chartreux, Maromme and the circular. The tramways continued as

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none. What is more, the high number of return journeys reduced the possibility of making connections in Rouen: passengers on the small line may have had to wait a long time at the Trianon roundabout for a connection to the city centre. The situation so preoccupied the

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roads), with timetabling of up to 7 trams. The trams had greater power than their Rouen counterparts, with 38 hp (28 kW) motors. They could climb steep gradients (up to 9:100) and could accommodate 48 passengers, with 42 more in a trailing car.

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The line was put into service on 1 April 1906, well before the official opening date of 28 April. This short 2,200 m (110-chain) route, opened solely for passenger traffic, traced a rectangle between the Trianon roundabout and the racecourse, the

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of the network. Councillors were sent on study trips both in France and abroad. One councillor even spent a year in the United States. At last, after much debate, the town accepted the CTR's proposals. Electrification was contracted to the company of

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For more than six years, twenty-three locomotives coexisted with horse-drawn trams on the Rouen network. The speed and regularity of steam trams pleased passengers (the speed limit was 16 km/h (9.9 mph) between Mont-Riboudet and

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track. Because of its technical complexity the line would have been hugely expensive, the 1:1 gradient to Bonsecours requiring no fewer than 30 viaducts spanning overall 250 m (270 yd). The project was soon abandoned.

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hit Rouen hard, including its transport network. In 1939, before the war started, mobilisation and requisition had reduced the service frequency; the German advance, in 1940, blew up the city's bridges; on 9 June 1940 the Rouen

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The coefficient of use of a railway is usually calculated by dividing expenses by receipts. In many railway articles, it is given as the inverse; so that a positive result appears better than 1, which may not be clear to the

1440:. A southern extension was planned to the Bruyères roundabout, a meeting-point of several roads to the new districts, and to the racecourse where major horse racing events took place each Thursday. But it was always delayed. 915:

who, through the intermediary of his colleague Cauderay, proposed the creation of a second complementary network. He met numerous difficulties to which the CTR was no stranger, but on 17 July 1899, a new company to be called

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to the southwest of Rouen. Until 1890 only an infrequent bus service linked it to Rouen. However, it attracted many hikers, with its splendid panoramas over the meandering Seine, and pilgrims visiting the shrine to the

1110:, the CTR maintained normal service during the four years of war. It overcame its reduced staffing levels with overtime, abolition of leave, and redeployment of depot personnel; nearly all conductors were promoted to 1538:

extension was inaugurated on 27 August 1907. The same year, diesel-electric locomotives (whose "terrible noise" frightened the horses, to the chagrin of their owners) were replaced by electromotive traction. Two

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had started at the end of the 18th century and progressively improved, but were no longer enough to provide urban services in an age of industrial and demographic growth. Local officials therefore adopted the

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on 25 September 1909). It reorganised its service to be more integrated. It also expanded the service with later-running trams, and extended Line 12 first to Champ de Courses (opened 1 January 1910) then to

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services rendered, organising a first-class funeral: Just before the last scheduled run, a parade of honour made up of three trams ran from the Hôtel de ville to the Trianon depot, cheered by the crowds.

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Motor N 6 in the "Cavée" ("cutting"). The rails and sleepers can be easily seen, with another track at a lower level on the right of the picture, as well as the funicular and its terminus, further back.

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trams of the CTR. Successive fare rises provided a stopgap, but with the new convention of 29 December 1923 the company announced a reorganisation of the network. A competitor had also arrived: the

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because of administrative problems, a serious accident at Monumental on 6 November 1908 and a considerable deficit. This became an opportunity for the rival CRT, who in 1910 took over the CGT's

1325:, was presented in 1876 by Cordier; it was one of the far-flung ideas that the railway companies often had in the 19th century. Because classical rail has poor adherence, Cordier designed a 1380: 245:

Although the 1920s saw a slight growth in traffic, the network's expansion slowed to a halt. Private motoring had arrived to put an end to its monopoly. The rising power of buses and

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its terminus out of town. The railway was officially disbanded by a decree of 14 September 1911, the rails were lifted, the public highway restored; no trace of the tramway remains.

1640:— decided that increasing traffic jams and the desire to diversify public transport needed a new mode of public transport. Discussions started in 1982 under the guidance of SIVOM ( 1033: 688:("Rouen Tramways Company") (CTR) and started building new sections from the Town Hall to Mont-Riboudet (Line 8; opened 3 September 1878). He also started steam traction from 379:, and the ever-growing population, obliged the Rouen city authorities to rethink the travel facilities both within the city centre and between it and the expanding suburbs. 1762:, p. 30. The relevant information in the departmental archives relating to M. Lechalas, chief engineer, and more so those contained in the Soulier Report given to the 1655:, "Technical and construction study centre") put forward a report supporting construction of a modern tramway. A pre-project was launched in September 1987 and led to the 1259:

had been mutilated; the Trianon depot had been bombed several times Still, service was slowly restored, thanks to the staff's hard work and above all passengers' help in

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that ravaged Rouen and Normandy, condemned the tramway to death. The last trams stopped running in 1953, after seventy-six years of service. However, in 1994, a new

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slowly healed the town's wounds. It had been a catastrophe for the network: of the 76 trams in circulation in 1939, 24 had been destroyed and 25 damaged; track and

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between the trees lining the road and the fences separating adjacent land (much of which was owned by Hulin). Service was provided by two 24 hp (18 kW)

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A runaway tram derailed at the foot of a steep slope, at the bottom of the avenue leading to Rouen's main cemetery. One person was killed and three injured. See

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road, being 2,000 m (99 chains) long. Two years passed in discussing the project's profitability (profit for both Hulin and M. Dagan, the engineer from the

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The first services started on Line 1 on 18 January 1900, the other services starting on 10 May that year, but, facing competition from the CTR, the tramway from

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The town was authorised to tender construction and operation to one or more contractors. It quickly chose the only serious candidate, Gustav Palmer Harding, a

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In 1903 a Sotteville man, M. Hulin, the owner and proprietor of the Château des Bruyères, grew tired of these delays and asked for the concession for a

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The Trianon tramway at its terminus on the Route d’Elbeuf, near the Jardin des Plantes; to the right, an urban electric tramcar returning to Rouen

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At first, in 1899, the tramway was designed to be steam powered, but by 1895 this had changed to electromotive power. The line was built by the

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headed two open carriages each taking 16 passengers. Their chimneys were fitted with spark arresters to prevent forest fires around Rouvray.

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To satisfy military requirements, the network extended the Champ de Courses track to the Château du Madrillet, headquarters of an important

1646:, "Intercommune syndicate of several trades"), grouping together the communes of Greater Rouen (representing nearly 400,000 inhabitants). 1476: 1267:

on 20 April 1946, the war had struck a fatal blow. Rouen was full of out-of-date equipment and so trams were progressively replaced by

192:, that started service in 1877, and finally closed in 1953. There were no trams at all in Rouen between 1953 and 1994, when the modern 1424:

At the start of the 20th century the suburbs of the left bank were the quickest growing areas of Rouen, in particular the communes of

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This article is about the first-generation tram system that operated in Rouen from 1877-1953. For Rouen's modern tram network, see

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did not affect tram service in Rouen as much as it did elsewhere. After a short period of disruption during the great August 1914

1080:(opened 1 August 1915). The network had grown to its largest, with 70 km (43 mi) of routes (including the tramway of 1231: 1766:

of Seine-Inférieure on 6 May 1908, imply that diesel-electric locomotives were definitely used before steam locomotives, see

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trailing cars. In 1945, 38 locomotives and 14 trailing cars were operational, but, despite restoration of service across the

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In 1953 one of the largest electric tramways in France disappeared. But in the 1980s Rouen — and other large cities such as

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only allow the reduction of service with much red tape, as can be seen from this extract from the report of Soulier, the

1211:, having the twin advantages of electrical traction and pneumatic tyres; these newcomers supplanted the old trams on the 682:

The successful first line was soon extended to the Place Saint-Hilaire, opening on 1 June 1878. Harding then founded the

2992: 2673: 1818:: the water tank was built onto the chassis of the locomotive itself, so that a separate tender wagon was not required. 2987: 2858:

Chapuis, Jacques; Hulot, René. "Le tramway du Trianon à la forêt du Rouvray" [The Forest of Rouvray Tramway].

1437: 1223:. In 1938, the tram sheds were enlarged for the arrival of the "Parisiennes", ten reversible trams bought from Paris. 794: 535: 372: 2212: 1338:

In 1892 Bonsecours was finally connected to the "world below" when two Swiss engineers, Ludwig and Schopfer, built a

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The CTR was now master of all of the public transport in Rouen and its suburbs (having also absorbed the tramway and

897: 666:'s design soon appeared on the Maromme line and coexisted with the horse-drawn tramways that served the city centre. 1911:

The Rue Jeanne-d’Arc that now leads directly to the station was not extended until the station was rebuilt in 1928.

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which used the same kind of infrastructure; it is even possible that they were made into carriages as happened in

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in the west, crossing the river and serving, in the south, the suburbs and industrial districts of the left bank.

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to the main hospitals of Rouen. These installations, constructed in record time, disappeared when the war ended.

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completed the new rolling stock. In 1931, a "revolutionary" pedal-controlled locomotive was built equipped with

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Infrastructure works and construction of the power station on the Rue Lemire were swiftly completed. The first

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connecting the most populous areas of Rouen. A decree was signed on 5 May 1876, committing to a publicly owned

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In the end, the cemetery was never built on this site, and so did not add any passenger traffic to the line.

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at that time being the norm, the "wattwomen" (female motormen) were only allowed on the "easy" lines of

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At its largest it covered 70 kilometres (43 mi) of route, the longest network in France during the

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1944, in particular the destruction of the central part of the Rue Lemire, stopped the trams running.

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as a new mode of transport. At first they were horse-drawn, and later steam-powered; the tramway was

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The History of France, from the final partition of the Empire of Charlemagne to the Peace of Cambray

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There is no record of the fate of the old locomotives, perhaps they were bought for the network in

892: 717: 368: 294: 239: 1968: 1175: 2691: 1364: 1326: 1299: 1244: 729:, who built the "first network", ten lines of standard gauge, either over new or re-laid tracks: 663: 458: 334: 1188:, and started large programmes of renovation and modernisation in the dozen or so years before 1072:(opened 15 March 1913). This last section, running over the local authority's rails, connected 2901: 2867: 2833: 2812: 2791: 2770: 2743: 2720: 2665: 2655: 1339: 1212: 1193: 1119: 1069: 1056: 515: 318: 310: 1547: 1487: 302: 254: 2340:

The Managing Director of the CTR, M. Triozon, was killed in the bombing of 17 August 1942.

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This photograph was taken at the Valence depot, but the same type ran on the Trianon line.

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horse-drawn tramway, which would connect the Trianon roundabout to the racecourse via the

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The network spread quickly through various city-centre districts on the right bank of the

50: 235: 2887:] (in French), vol. in the Summary of the four articles cited immediately above 1847: 1677: 1531: 1433: 1256: 1123: 1077: 1073: 1065: 1049: 1022: 980: 818: 644: 418: 384: 228: 145: 1042:

CTR, 1.6 million with the CGT.) In 1908 the CGT disposed of the second network to the

720:(due to open in Rouen on 1 April 1896) made the town officials think of extension and 2981: 1672: 1619: 1343: 1185: 258: 193: 105: 31: 1726:

These new locomotives reused some elements of state cars on the "Nogentais Railway".

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and on 17 December 1994 the first line of the modern Rouen tramway was inaugurated.

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base. It also built a connection to transport the injured arriving by train at the

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The Bon-Secours tramway climbing the incline. In the background, the monument to

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in 1204, and it continued as one of the largest cities in the kingdom under the

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Left bank of the Seine, between the Gare de Saint-Sever and the Gare d'Orléans

1081: 1060: 726: 356: 314: 246: 238:, and contributed to the success of events in the town's history, such as the 224: 2871: 2837: 2816: 2795: 2774: 2669: 2824:

Chapuis, Jacques. "Les transports urbains dans l'agglomération rouennaise".

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Chapuis, Jacques. "Les transports urbains dans l'agglomération rouennaise".

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Chapuis, Jacques. "Les transports urbains dans l'agglomération rouennaise".

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Chemin Funiculaire d’intérêt local de Rouen-Eauplet au plateau de Bonsecours

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In 1895 the mediocrity of horse-drawn service and the prospect of the great

674: 409:)) network, and to horse-drawn carriages. Nine lines stretching 27,500 278: 1291:

The Bonsecours funicular railway climbing from Eauplet towards its terminus

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Chapuis, Jacques. "Les transports urbains dans l'agglomération rouennaise

2220: 1802: 1637: 1192:. Between 1928 and 1932, 75 first-generation trams were rebuilt to allow 967: 341: 329:, emptying at Rouen, had been Parisians' route to the sea ever since the 298: 262: 200: 185: 83: 2853:] (in French). Rouen: Centre national de documentation pédagogique. 1368: 1303: 999: 901: 754: 697: 656: 450: 360: 306: 305:. It prospered during the 19th century, with the traditional trades of 2851:

Short Illustrated History of 19th Century Transport in Seine-Infériere

2929:] (in French). Vol. 12. Valignat: Éditions de l'Ormet. 1994. 2847:

Petite histoire illustrée des transports en Seine-Inférieure au s-XIX

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Circular via the boulevards and quays of the right bank of the Seine

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A first railway project for the mountain, later known by the name

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The dynamism of public transport in Rouen was an inspiration to

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was opened on 16 April 1899, an 11th line was constructed from

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This statement is contradicted in some published articles, by

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in the east, skirting around the textile valley of the River

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Turgan diesel-electric locomotive at the time of deployment

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and Monumental, and were not allowed on steep gradients.

1958:, pp. 36–38. Detailed description of rolling stock. 1518:) narrow gauge rails being established beside the Rue d’ 1025:

was curtailed, its terminus becoming Rue Léon-Malétra.

2900:] (in French). Breil-sur-Roya: Éditions du Cabri. 2881:

Les transports urbains dans l'agglomération rouennaise

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on 22 April 1991. Construction work was undertaken by

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Tram decorated for the Norman Millennium fêtes in 1911

928:— CGT —) was granted the concession over five routes: 2923:

Encyclopédie générale des transports – Chemins de fer

2719:] (in French). Le Mans: Cénomane/La Vie du Rail. 2026: 2024: 2022: 344:

forment une même ville dont la Seine est la grand-rue

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Les Petits Trains de jadis : Ouest de la France

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Transports en commun dans l'agglomération rouennaise

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of 1896 and the Norman Millennium Festival of 1911.

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Compagnie centrale de chemins de fer et de tramways

162: 152: 116: 111: 101: 93: 75: 65: 60: 2966:Fédération des Amis des Chemins de fer Secondaires 1902:, pp. 7–12. Details of the lines' alignments. 647:citizen. He was the continental representative of 1596:Soulier (Conseiller Génerál of Rouen), 6 May 1908 887:The "new" tramway at Sotteville, Place Voltaire 2307:, pp. 24–29. Description of rolling stock. 1584: 359:were the first large cities to be connected by 2742:] (in French). Menton: Éditions du Cabri. 2120:, pp. 52–54 Description of rolling stock. 1204:, but lack of funds meant no more came of it. 678:Steam tram near the theatre in the early 1880s 2759:("Urban transport in the Greater Rouen area") 2195: 2193: 2191: 2189: 2187: 2053: 2051: 351:form a single town of which the Seine is the 8: 2964: 2942: 2860: 2826: 2805: 2784: 2763: 2596: 2594: 2431: 2429: 2427: 2425: 2352: 2350: 2276: 2274: 1650: 1643:Syndicat intercommunal à vocations multiples 1641: 1586: 1568: 1530:the Madrillet roundabout at the edge of the 1398: 1358: 1320: 1251:Nazi occupation ended on 30 August 1944 and 1043: 923: 917: 683: 338: 172:There have been two separate generations of 38: 37: 2717:Small trains and tramways of Upper Normandy 2581: 2579: 2577: 2552: 2550: 2477: 2475: 2473: 2471: 2458: 2456: 1652:Centre d’étude technique et de l’équipement 2927:General Transport Encyclopaedia – Railways 2648:Public transport in the Greater Rouen area 2292: 2265: 2213:"Les Chemins de Fer Secondaires de France" 1393:sacked the management of the railway, and 1235:Two trams at the Place de l’Hôtel de ville 930: 731: 423: 282:A horse-drawn tram on the Rue Jeanne-d'Arc 2885:Urban transport in the Greater Rouen area 1745:network, but this idea did not last long. 1099:and conductress during World War I (1916) 2600: 2541: 2505: 2493: 2215:[Secondary railways in France]. 1755: 1283:Bonsecours funicular railway and tramway 1052:and so were finally rid of competition. 371:of 1870 – 1871, the economy of the 2947:, photos of the last trams in operation 2713:Petits trains et tramways haut-normands 2072:, pp. 186–187. Map of the network. 2000:, p. 186. This became part of the 1871: 1869: 1867: 1856:. London: Baldwin and Cradock. p. 1839: 1689: 27:Tram network in Rouen, Normandy, France 2699: 2689: 1207:The 1930s also saw the arrival of the 922:(a sister company of the better-known 36: 2941:The Rouen tramway on the site of the 2654:(in French). Agglomération de Rouen. 2447: 2416: 2404: 2341: 2316: 2304: 2253: 2166: 2144:, pp. 22–23. Lines' description. 2141: 2117: 2084: 2057: 2042: 1955: 1924: 1899: 1570:Compagnie du Tramway de Rouen-Trianon 176:. The first generation tramway was a 7: 3028:Defunct town tramway systems by city 2898:Small trains of yore: Western France 2529: 1759: 1141:Operational difficulties and closure 2862:Chemins de fer régionaux et urbains 2517: 2368: 2178: 2153: 2129: 2030: 1887: 1771: 2624: 2612: 2585: 2568: 2556: 2481: 2462: 2435: 2392: 2380: 2356: 2328: 2280: 2241: 2199: 2105: 2069: 2013: 1997: 1943: 1912: 1875: 1767: 1717:Nowadays the Boulevard des Belges. 1360:Compagnie du Tramway de Bonsecours 874:Longest electric tramway in France 25: 3018:1953 disestablishments in France 1984:("The first tramways in Paris") 712:Rouen tram on the Rue Grand-Pont 49: 3023:600 mm gauge railways in France 2879:Chapuis, Jacques; Naillon, E., 1969:"Les premiers tramways á Paris" 1708:Nowadays the Rue Jean Lecanuet. 919:Traction Électrique E. Cauderay 685:Compagnie des Tramways de Rouen 40:Compagnie des Tramways de Rouen 166:76 km (47 mi) (1915) 1: 3013:1877 establishments in France 2845:Marquis, Jean-Claude (1983). 2016:, p. 186. Opening dates. 1657:Declaration of Public Utility 925:Companie Générale de Traction 2944:Musée des transports urbains 1973:Musée des Transports Urbains 1171:Fightback through innovation 2219:(in French). Archived from 1814:The "T" suffix signifies a 1524:diesel-electric locomotives 373:First Industrial Revolution 367:, on 3 May 1843. After the 55:Network map (drawn in 1994) 3044: 1617: 1477:Corps of Bridges and Roads 545:2,900 m (140 chains) 524:3,300 m (160 chains) 504:4,800 m (240 chains) 482:3,500 m (170 chains) 463:6,600 m (330 chains) 325:industries. The navigable 251:Great Depression in France 44:("Rouen Tramways Company") 29: 2640:Bayeux, Jean-Luc (2003). 1376:New ownership and closure 1151:Gare de Rouen-Rive-Droite 1068:(opened 4 June 1911) and 852: 662:The first steam trams of 637:1,600 m (80 chains) 608:1,600 m (80 chains) 587:1,500 m (75 chains) 584:Boulevard de Martainville 568:1,700 m (85 chains) 48: 3003:Tram transport in France 1221:Saint-Étienne-du-Rouvray 1158:Recovery and competition 906:Notre-Dame-de-Bondeville 898:Saint-Étienne-du-Rouvray 289:was integrated into the 764:Avenue du Mont-Riboudet 649:Merryweather & Sons 601:Rue de l’Hôtel-de-Ville 2965: 2943: 2861: 2827: 2806: 2785: 2764: 2734:Courant, René (1982). 2711:Bertin, Hervé (1994). 1651: 1642: 1629: 1599: 1587: 1569: 1563: 1541:Orenstein & Koppel 1492: 1416: 1415:Map of Trianon tramway 1399: 1389: 1359: 1354: 1321: 1292: 1236: 1227:World War II and after 1180: 1154: 1100: 1044: 1038: 924: 918: 888: 713: 684: 679: 339: 317:) alongside the newer 283: 39: 2892:Domengie, H. (1989). 2736:Le Temps des tramways 2293:Chapuis & Naillon 2266:Chapuis & Naillon 1770:, pp. 51–52 and 1698:Pont Pierre-Corneille 1628:The new Rouen tramway 1627: 1561: 1490: 1414: 1383: 1352: 1290: 1234: 1178: 1148: 1095: 1036: 955:Amfreville-la-Mi-Voie 886: 711: 677: 616:Quai du Mont-Riboudet 598:Quai du Mont-Riboudet 582:Boulevard de Nitrière 542:Church of Saint-Sever 521:Church of Saint-Sever 281: 1758:, p. 30 and by 807:Place des Chartreux 651:, builders of steam 494:Sotteville-lès-Rouen 253:, and above all the 2993:Rapid transit lines 2955:History of the TCAR 2601:Chapuis & Hulot 2542:Chapuis & Hulot 2506:Chapuis & Hulot 2494:Chapuis & Hulot 2132:, pp. 106–107. 1878:, pp. 14, 184. 1756:Chapuis & Hulot 1483:Small train in town 1009:Place du Boulingrin 893:electric locomotive 718:Colonial Exposition 624:Boulevard Cauchoise 605:Boulevard Cauchoise 579:Place Saint-Hilaire 501:Soteville town hall 479:Place Saint-Hilaire 369:Franco-Prussian War 295:Philip II of France 240:Colonial Exhibition 158:From 2 January 1896 45: 2988:Transport in Rouen 2866:(in French) (51). 2832:(in French) (74). 2811:(in French) (73). 2790:(in French) (72). 2769:(in French) (71). 1630: 1576:Conseiller général 1564: 1493: 1438:Jardin des Plantes 1417: 1390: 1355: 1342:with water-filled 1322:tramways de granit 1293: 1245:Transporter Bridge 1237: 1181: 1155: 1153:("Gare Rue Verte") 1101: 1039: 889: 795:Jardin des Plantes 714: 680: 670:Success and doubts 536:Jardin des Plantes 459:Route nationale 14 335:Napoleon Bonaparte 284: 269:The first tramways 94:Dates of operation 2998:Defunct railroads 2907:978-2-903310-87-5 2749:978-2-903310-22-6 2726:978-2-905596-48-2 2661:978-2-913914-66-7 2571:, pp. 52–53. 2450:, pp. 40–41. 2419:, pp. 39–40. 2256:, pp. 46–49. 1548:steam locomotives 1340:funicular railway 1213:Mont-Saint-Aignan 1194:one man operation 1120:Mont-Saint-Aignan 1070:Mont-Saint-Aignan 1057:funicular railway 1019: 1018: 1012:Northern cemetery 996:Quai de la Bourse 964:Quai de la Bourse 871: 870: 804:Place Beauvoisine 791:Place Beauvoisine 641: 640: 516:Le Petit-Quevilly 456:Le Havre sea wall 311:Rouen manufactory 180:network built in 170: 169: 18:Old Rouen tramway 16:(Redirected from 3035: 3008:History of Rouen 2972: 2968: 2963:Webstite of the 2959: 2951: 2946: 2930: 2911: 2888: 2875: 2864: 2854: 2841: 2830: 2820: 2809: 2799: 2788: 2778: 2767: 2753: 2730: 2707: 2701: 2697: 2695: 2687: 2685: 2684: 2678: 2672:. Archived from 2653: 2628: 2622: 2616: 2610: 2604: 2598: 2589: 2583: 2572: 2566: 2560: 2554: 2545: 2539: 2533: 2527: 2521: 2515: 2509: 2503: 2497: 2491: 2485: 2479: 2466: 2460: 2451: 2448:Chapuis & 71 2445: 2439: 2433: 2420: 2417:Chapuis & 71 2414: 2408: 2405:Chapuis & 71 2402: 2396: 2390: 2384: 2378: 2372: 2366: 2360: 2354: 2345: 2342:Chapuis & 72 2338: 2332: 2326: 2320: 2317:Chapuis & 74 2314: 2308: 2305:Chapuis & 74 2302: 2296: 2290: 2284: 2278: 2269: 2263: 2257: 2254:Chapuis & 72 2251: 2245: 2239: 2233: 2232: 2230: 2228: 2223:on 22 April 2010 2209: 2203: 2197: 2182: 2176: 2170: 2167:Chapuis & 71 2163: 2157: 2151: 2145: 2142:Chapuis & 71 2139: 2133: 2127: 2121: 2118:Chapuis & 71 2115: 2109: 2103: 2088: 2085:Chapuis & 71 2082: 2073: 2067: 2061: 2058:Chapuis & 71 2055: 2046: 2043:Chapuis & 71 2040: 2034: 2028: 2017: 2011: 2005: 1995: 1989: 1987: 1983: 1981: 1979: 1965: 1959: 1956:Chapuis & 71 1953: 1947: 1941: 1928: 1925:Chapuis & 71 1922: 1916: 1909: 1903: 1900:Chapuis & 71 1897: 1891: 1885: 1879: 1873: 1862: 1861: 1844: 1828: 1825: 1819: 1812: 1806: 1791: 1785: 1781: 1775: 1752: 1746: 1742: 1736: 1733: 1727: 1724: 1718: 1715: 1709: 1706: 1700: 1694: 1654: 1645: 1597: 1591: 1572: 1517: 1515: 1514: 1510: 1507: 1499: 1466: 1464: 1463: 1459: 1456: 1447: 1402: 1362: 1324: 1135:Gare Saint-Sever 1047: 1029:Towards monopoly 931: 927: 921: 783:railway station 732: 687: 634:Rue Ernest-Leroy 632:Rue Jeanne-d’Arc 565:Rue Ernest-Leroy 563:Rue Jeanne-d’Arc 424: 408: 406: 405: 401: 398: 390: 346: 255:Second World War 148: 142: 140: 139: 135: 132: 124: 53: 46: 42: 21: 3043: 3042: 3038: 3037: 3036: 3034: 3033: 3032: 2978: 2977: 2970: 2957: 2949: 2937: 2921: 2918: 2916:Further reading 2908: 2891: 2878: 2857: 2844: 2823: 2802: 2781: 2756: 2750: 2733: 2727: 2710: 2698: 2688: 2682: 2680: 2676: 2662: 2651: 2639: 2636: 2631: 2623: 2619: 2611: 2607: 2599: 2592: 2584: 2575: 2567: 2563: 2555: 2548: 2540: 2536: 2528: 2524: 2516: 2512: 2504: 2500: 2492: 2488: 2480: 2469: 2461: 2454: 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881: 876: 864:railway station 727:Thomson Houston 722:electrification 706: 704:Electrification 672: 633: 631: 629: 627: 625: 604: 603:Place Cauchoise 602: 583: 564: 562: 541: 500: 457: 403: 399: 396: 394: 393:4 ft 392: 388: 276: 274:Horse and steam 271: 154:Electrification 144: 137: 133: 130: 128: 127:4 ft 126: 122: 97:1877–1953 56: 43: 35: 28: 23: 22: 15: 12: 11: 5: 3041: 3039: 3031: 3030: 3025: 3020: 3015: 3010: 3005: 3000: 2995: 2990: 2980: 2979: 2974: 2973: 2960: 2952: 2936: 2935:External links 2933: 2932: 2931: 2917: 2914: 2913: 2912: 2906: 2889: 2876: 2855: 2842: 2828:La Vie du Rail 2821: 2807:La Vie du Rail 2800: 2786:La Vie du Rail 2779: 2765:La Vie du Rail 2754: 2748: 2731: 2725: 2708: 2700:|journal= 2660: 2635: 2632: 2630: 2629: 2627:, p. 197. 2617: 2615:, p. 196. 2605: 2590: 2573: 2561: 2546: 2534: 2532:, p. 103. 2522: 2520:, p. 109. 2510: 2498: 2486: 2467: 2452: 2440: 2438:, p. 195. 2421: 2409: 2397: 2395:, p. 195. 2385: 2383:, p. 192. 2373: 2371:, p. 123. 2361: 2359:, p. 191. 2346: 2333: 2331:, p. 193. 2321: 2309: 2297: 2285: 2283:, p. 189. 2270: 2258: 2246: 2234: 2204: 2183: 2181:, p. 108. 2171: 2158: 2156:, p. 106. 2146: 2134: 2122: 2110: 2108:, p. 187. 2089: 2074: 2062: 2047: 2035: 2033:, p. 105. 2018: 2006: 1990: 1960: 1948: 1946:, p. 186. 1929: 1917: 1915:, p. 184. 1904: 1892: 1890:, p. 100. 1880: 1863: 1838: 1836: 1833: 1830: 1829: 1820: 1807: 1786: 1776: 1774:, p. 109. 1747: 1737: 1728: 1719: 1710: 1701: 1688: 1687: 1685: 1682: 1681: 1680: 1678:Elbeuf tramway 1675: 1668: 1665: 1618:Main article: 1615: 1614:Modern tramway 1612: 1607: 1606: 1593: 1555: 1552: 1532:Rouvray Forest 1484: 1481: 1434:Grand-Quevilly 1421: 1418: 1408: 1405: 1377: 1374: 1344:counterweights 1335: 1332: 1316: 1315:Early projects 1313: 1284: 1281: 1257:overhead lines 1228: 1225: 1186:going concerns 1172: 1169: 1159: 1156: 1142: 1139: 1124:Bois-Guillaume 1089: 1086: 1078:Petit-Quevilly 1074:Grand-Quevilly 1066:Bois-Guillaume 1050:running rights 1030: 1027: 1023:Petit-Quevilly 1017: 1016: 1013: 1010: 1007: 1003: 1002: 997: 994: 990: 989: 987:Pont Boieldieu 984: 981:Petit-Quevilly 978: 975: 971: 970: 965: 962: 958: 957: 952: 951:Gare d’Orléans 949: 945: 944: 941: 938: 935: 880: 879:Second network 877: 875: 872: 869: 868: 865: 859: 855: 854: 851: 847: 846: 843: 842:Hôtel de ville 840: 836: 835: 833:Gare Rue Verte 830: 829:Pont Corneille 827: 823: 822: 819:Petit-Quevilly 816: 815:Hôtel de ville 813: 809: 808: 805: 802: 798: 797: 792: 789: 785: 784: 778: 777:Hôtel de ville 775: 771: 770: 765: 762: 758: 757: 752: 750:Pont Corneille 747: 743: 742: 739: 736: 705: 702: 671: 668: 639: 638: 635: 622: 620:Gare Rue Verte 617: 614: 610: 609: 606: 599: 596: 595:Hôtel de Ville 593: 589: 588: 585: 580: 577: 576:Pont de Pierre 574: 570: 569: 566: 559: 557:Gare Rue Verte 554: 553:Pont de Pierre 551: 547: 546: 543: 540:Pont de Pierre 538: 533: 532:Hôtel de ville 530: 526: 525: 522: 519: 513: 512:Pont de Pierre 510: 506: 505: 502: 499:Pont de Pierre 497: 496:(Quatre-Mares) 491: 490:Hôtel de ville 488: 484: 483: 480: 477: 472: 471:Hôtel de ville 469: 465: 464: 461: 454: 448: 447:Pont de Pierre 445: 441: 440: 437: 434: 431: 428: 421:were decreed: 385:standard gauge 355:"). Rouen and 347:" ("Rouen and 291:French Kingdom 275: 272: 270: 267: 174:trams in Rouen 168: 167: 164: 160: 159: 156: 150: 149: 146:standard gauge 120: 114: 113: 109: 108: 103: 99: 98: 95: 91: 90: 77: 73: 72: 67: 63: 62: 58: 57: 54: 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 3040: 3029: 3026: 3024: 3021: 3019: 3016: 3014: 3011: 3009: 3006: 3004: 3001: 2999: 2996: 2994: 2991: 2989: 2986: 2985: 2983: 2976: 2969: 2967: 2961: 2956: 2953: 2948: 2945: 2939: 2938: 2934: 2928: 2924: 2920: 2919: 2915: 2909: 2903: 2899: 2895: 2890: 2886: 2882: 2877: 2873: 2869: 2865: 2863: 2856: 2852: 2848: 2843: 2839: 2835: 2831: 2829: 2822: 2818: 2814: 2810: 2808: 2801: 2797: 2793: 2789: 2787: 2780: 2776: 2772: 2768: 2766: 2760: 2755: 2751: 2745: 2741: 2737: 2732: 2728: 2722: 2718: 2714: 2709: 2705: 2693: 2679:on 2008-11-27 2675: 2671: 2667: 2663: 2657: 2649: 2645: 2644: 2638: 2637: 2633: 2626: 2621: 2618: 2614: 2609: 2606: 2603:, p. 28. 2602: 2597: 2595: 2591: 2587: 2582: 2580: 2578: 2574: 2570: 2565: 2562: 2558: 2553: 2551: 2547: 2544:, p. 30. 2543: 2538: 2535: 2531: 2526: 2523: 2519: 2514: 2511: 2508:, p. 27. 2507: 2502: 2499: 2496:, p. 26. 2495: 2490: 2487: 2483: 2478: 2476: 2474: 2472: 2468: 2465:, p. 50. 2464: 2459: 2457: 2453: 2449: 2444: 2441: 2437: 2432: 2430: 2428: 2426: 2422: 2418: 2413: 2410: 2407:, p. 14. 2406: 2401: 2398: 2394: 2389: 2386: 2382: 2377: 2374: 2370: 2365: 2362: 2358: 2353: 2351: 2347: 2344:, p. 56. 2343: 2337: 2334: 2330: 2325: 2322: 2319:, p. 30. 2318: 2313: 2310: 2306: 2301: 2298: 2294: 2289: 2286: 2282: 2277: 2275: 2271: 2268:, p. 22. 2267: 2262: 2259: 2255: 2250: 2247: 2244:, p. 12. 2243: 2238: 2235: 2222: 2218: 2214: 2208: 2205: 2202:, p. 188 2201: 2196: 2194: 2192: 2190: 2188: 2184: 2180: 2175: 2172: 2168: 2162: 2159: 2155: 2150: 2147: 2143: 2138: 2135: 2131: 2126: 2123: 2119: 2114: 2111: 2107: 2102: 2100: 2098: 2096: 2094: 2090: 2087:, p. 19. 2086: 2081: 2079: 2075: 2071: 2066: 2063: 2060:, p. 17. 2059: 2054: 2052: 2048: 2045:, p. 35. 2044: 2039: 2036: 2032: 2027: 2025: 2023: 2019: 2015: 2010: 2007: 2003: 1999: 1994: 1991: 1974: 1970: 1964: 1961: 1957: 1952: 1949: 1945: 1940: 1938: 1936: 1934: 1930: 1927:, p. 16. 1926: 1921: 1918: 1914: 1908: 1905: 1901: 1896: 1893: 1889: 1884: 1881: 1877: 1872: 1870: 1868: 1864: 1859: 1855: 1854: 1849: 1843: 1840: 1834: 1824: 1821: 1817: 1811: 1808: 1804: 1800: 1796: 1790: 1787: 1780: 1777: 1773: 1769: 1765: 1761: 1757: 1751: 1748: 1741: 1738: 1732: 1729: 1723: 1720: 1714: 1711: 1705: 1702: 1699: 1696:Nowadays the 1693: 1690: 1683: 1679: 1676: 1674: 1673:Rouen tramway 1671: 1670: 1666: 1664: 1662: 1658: 1653: 1647: 1644: 1639: 1635: 1626: 1621: 1620:Rouen tramway 1613: 1611: 1605: 1601: 1600: 1592: 1590: 1583: 1581: 1577: 1571: 1560: 1553: 1551: 1549: 1545: 1542: 1537: 1533: 1527: 1525: 1521: 1489: 1482: 1480: 1478: 1474: 1470: 1448: 1441: 1439: 1435: 1431: 1427: 1419: 1413: 1406: 1404: 1401: 1396: 1387: 1382: 1375: 1373: 1370: 1366: 1361: 1351: 1347: 1345: 1341: 1333: 1331: 1328: 1323: 1314: 1312: 1310: 1305: 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Index