277:"I made comparisons between your docks, between your ports, between the way your products are sold. I thought about how humiliating it was for us (not for you, the people of Le Havre, but for us, the French) to think that a great center, a great focus for goods from all over the world, could be reduced to not being able to compete, to not being in direct communication with the north, nor with the center, nor with the west of France, for the sake of a few bands of steel that it lacked. Gentlemen, this is an intolerable situation. I speak here only as an ordinary citizen and I place at your disposal my contribution as an individual and free speaker.But if it depends on me to push this issue, surely you will no longer remain blocked from behind while the sea solicits you from the front".
20:
306:
710:
548:
298:
290:
185:
507:
and
President of the Chamber of Commerce and Industry). They criticized the viaduct for jeopardizing the access of ocean-going vessels to their ports and for threatening the safety of navigation on the river in the event of accidental destruction or conflict. They preferred a tunnel but demanded that
723:
Sixty years of heated debates and no fewer than forty projects (not counting variants) were all in vain because the line was never built. Why wait so long, and then never come to fruition? The difficulties encountered were numerous, and their accumulation explains the failure to build the route:
778:. The company was using dubious practices to eliminate possible competition and limit its investments in new infrastructure (multiplying useless feasibility studies, changing the status of lines to be built from local interest to general interest...) to alleviate a difficult financial situation.
360:, the engineer Jean Berliet proposed crossing the Seine at an undetermined point near Port-JĂ©rĂ´me through a 4,500-metre tunnel divided into two sections: The first one, with a length of 2,000 meters and dug into stable ground, would have been bricked up, while the second one, established in
732:, meant not only the adoption of innovative solutions that were difficult to implement but also a very high cost (and likely to be revised upwards considerably) for the project. A risk of failure could not even be ruled out, and capital would already have been invested.
438:
to cross the great
Normandy River. This 560-meter structure, consisting of an upper deck set at a great height (60 meters) and placed between two pylons, leaving a 400-meter-long sea passage between them, would have offered a fine example of metal architecture near the
524:" As both solutions seem to be equally expensive, the Chamber unanimously believes that the only acceptable solution is the one that will guarantee the free flow of the river now and in the future, namely, the underground crossing chosen by the legislator in 1883".
451:
were desperately awaiting the completion of the
Southwest Line. But the authorities, and in particular the Ministry of Public Works, seemed to do everything in their power to delay the construction of this line, which would be so useful for the great port of the
803:, a site repeatedly recommended in the studies of the late 19th and early 20th centuries, was chosen as the site for a river crossing, confirmed the validity of the studies carried out as part of the Southwest Line project. Since then, the inauguration of the
774:, a commune in which he owned a large property (which would have greatly increased in value due to its proximity to the new route). At the national level, the criticism was directed at the support of important figures for the unscrupulous actions of the
743:: Based both on a more or less well-founded fear on the part of the authorities of the first-mentioned city that free movement on the river would be hindered, and on less noble motives of competition between the two port complexes (if not simply
640:
on the other) inveighed against the merits of the project. Articles in one city's daily newspaper always countered those of the rival city. Identical arguments were used repeatedly, each time countered by similar demonstrations. The people of
676:
Although the project was not officially buried when the announcement of public use was postponed, it looked very much like an abandonment. Studies resumed well after the war but were just as fruitless as before. There was renewed talk of a
364:
deposits, would have consisted of a 2,500-meter metal tube. The latter, made for one line, would have had a diameter of 5.50 meters, leaving a circle of 5.20 meters available, and would have been formed by joining
337:, advocated an underground crossing of the Seine through a single-track masonry tunnel. However, the difficulty of cutting through the unstable alluvial soil led to the rejection of this solution in
396:
span, with an opening of 350 meters, would have had an air draught of 45 to 50 meters, in line with the requirements of the shipping industry that frequented the port of Rouen.
188:
The
Southwest Line gave rise to numerous projects; here, two line layouts with tunnel crossings of the Seine (downstream), and a third with viaduct crossings further upstream.
532:, once again delayed the announcement of the public use of the Southwest Railroad. This postponement prompted private initiatives (Jean Berliet's new metal tunnel project in
460:, that Mr. Baudin, Minister of Public Works, authorized the construction of the railroad across the Seine, seventeen years after the adoption of Table A by his predecessor.
122:
in their port city was insufficient and that it was full of architectural works that were rare in non-mountainous areas (in addition to the
Barentin viaduct, there was the
754:
Political difficulties at two different levels. At the local level, several local notables were accused of maneuvering for personal gain. Mr. Berge, General
Councilor of
661:
town councilors (speaking on condition of anonymity), after inveighing against Rouen's leaders and showering them with insults, proposed a new division of the
333:
in Table A of the
Freycinet project, approved by the law of November 19, 1883, paved the way for in-depth studies. An initial proposal, drawn up by Cordier in
657:
collapsed. The latter accused the former of acting selfishly to limit competition with the Porte Océane by reducing its outlets. At the peak of the quarrel,
23:
Map of two variants of the
Southwest Line from the Compagnie des chemins de fer de l'Ouest, one with a ferry crossing of the Seine, the other by a viaduct.
1194:(in French). Extract from: Actes du 104e Congrès National des Sociétés Savantes, Bordeaux, vol. 1, 1979, p. 271-284. Paris: Bibliothèque Nationale. Paris.
344:
This was only a temporary setback, however, as the last decade of the 19th century saw the emergence of several preliminary projects, spurred on by the
1223:
815:
even further downstream. In addition to its regional significance, the new structure would be one of the links in the transverse connection between
544:, etc.), which were just as fruitless as the previous ones. Years passed, exasperating the people of Le Havre, but reassuring the people of Rouen.
443:. A cart would have rolled on the deck, to which a gondola capable of carrying a small rail convoy would have been attached employing steel cables.
879:
423:
281:
During the next few years, new studies were carried out, with increasing emphasis on a permanent viaduct or tunnel link for crossing the Seine.
155:
411:
would have been laid on top of this structure to serve as a crane track for a ferry car whose upper deck was designed to accommodate trains.
70:
to the construction of an engineering work downstream from their city (a potential obstacle to the navigation of ocean-going vessels up the
1328:
Les chemins de fer d'intérêt local à la fin du xixe siècle et au début du xxe siècle : l'exemple d'un département, la Seine-Inférieure
1191:
Les chemins de fer d'intérêt local à la fin du xixe siècle et au début du xxe siècle : l'exemple d'un département, la Seine-Inférieure
673:, based on a north–south rather than an east–west boundary, thus avoiding the enemy sisters ending up in the same administrative district.
1331:(in French). Extract from: 104e Congrès national des sociétés savantes, Bordeaux, vol. 1, 1979, p. 271-284. Bibliothèque Nationale. Paris.
829:, designed to serve the west of the country and relieve the Paris traffic hub, but once again the railroad was excluded from the project.
799:
for the first time, it was intended only for cars, and not for railroads. However, the railroad had shown the way, and the very fact that
689:
had waned over time, and even the most ardent defenders of the new railroad were growing weary. The 1920s were lost in procrastination;
1350:
595:, who finally won their case when the Minister of Public Works, Mr. Pichery, postponed the announcement of public use on March 18,
1315:
1133:
966:
747:). A new line to the southwest would certainly have opened up new outlets for the Porte Océane, but would not have taken any of
196:
by a proposal from
Delahante and Girard to build two lines, again for local interest. One would connect the two major cities of
1260:
1304:
1167:
1051:
1023:
991:
949:
475:
246:), which, while recognizing the usefulness of these sections, could not bear to see its supremacy in the region threatened.
529:
500:
1345:
775:
649:
of wanting to stifle their port by limiting the ability of a certain number of ships to navigate upstream by building a
468:
377:
243:
771:
133:), but vulnerable. An additional line was therefore needed to ensure the safety of communications at the Porte Océane.
86:
The idea of building what would later be known as the
Southwest Line undoubtedly dates back to the inauguration of the
851:, a new project for a rail (or road) crossing of the Seine estuary is being studied (at the instigation of the city's
385:
330:
213:
87:
917:
528:
This opposition, which resulted in furious verbal fights between representatives of the two Normandy cities in the
220:
on a ferry allowing convoys to pass from one bank to the other without breaking the load. A railroad built in the
399:
The most original and spectacular of these was the preliminary project by Danisy-Martin, submitted in 1895. The
713:
The Southwest Line often made the front page of local newspapers, as shown here in a newspaper supplement of
808:
796:
698:
596:
588:
584:
580:
560:
556:
541:
533:
517:
457:
415:
373:
357:
338:
334:
314:
250:
233:
193:
151:
115:
118:
just a few months before being put into service. The inhabitants of Le Havre then realized that the only
1240:
The connection was completed in January 2003. This website also presents the technical specifications.
228:
station and the banks of the Great River would have ensured the continuity of traffic to the center or
217:
852:
317:
marked a turning point in the history of the Southwest link: the inclusion of a railroad line from
19:
869:
611:
513:
496:
435:
388:), a 2,800-meter viaduct was envisaged, including 2,300 meters for the access structure over the
1122:
in Rouen's harbor at the time, such as the Quevilly, had an under-mast height of over 65 meters.
232:
regions. This was the first mention of the Southwest Line. This project, too, was abandoned in
1300:
1163:
1101:
1075:
1047:
1019:
987:
945:
874:
864:
804:
419:
305:
50:
For some sixty years, this railway project mobilized the energies of the region, particularly
1242:
567:
with an overhead structure, while the Southwest Line gradually became a second railroad from
844:
690:
266:
167:
136:
However, it wasn't until the early 1870s, with the completion of dyking construction on the
127:
74:
to their port), largely caused the failure of the line and threatened the very unity of the
701:, but the time was no longer ripe for major railway projects, so it was quickly abandoned.
453:
1205:
759:
666:
471:) involved the construction of a 2,300-meter viaduct with a 57-meter draught at Aizier.
262:
229:
75:
55:
1326:
1189:
1339:
119:
1119:
744:
709:
547:
431:
408:
318:
297:
289:
254:
225:
178:
175:
95:
94:
to the sea. The route linking the two major cities of Normandy (established on the
1067:
407:
foundation at the bottom, resting on screw piles firmly embedded in solid ground.
200:
along a route almost identical to Fresson's. In contrast, the other would connect
1093:
681:
or a rail ferry, and of building the line as part of the war reparations owed by
800:
603:
537:
504:
479:
273:
that remained famous in the memory of the supporters of the Southwest railroad:
253:
revived the proposals. The first was the registration (under number 43) of the "
144:
693:
and the growing role of the automobile put an end to Le Havre's hopes. A final
755:
516:
said at a meeting of the Chamber of Commerce and Industry of Rouen on July 7,
326:
1105:
1079:
366:
40:
1118:
However, it's worth remembering that some of the mixed (sailing and motor)
184:
447:
While all these projects were technically very interesting, the people of
249:
This twist of fate put the issue on hold for some time, but two events in
848:
767:
740:
686:
662:
658:
646:
619:
607:
568:
448:
427:
422:, one of the great engineers of his time, proposed the construction of a
404:
389:
361:
349:
322:
270:
201:
197:
159:
123:
111:
102:) had required the construction of numerous engineering structures, five
63:
51:
32:
840:
820:
694:
682:
654:
650:
576:
440:
171:
140:
107:
44:
833:
816:
678:
463:
Two new projects saw the light of day and prompted a public inquiry:
381:
130:
103:
697:
project, both technically and financially precise, was submitted in
491:
As soon as the results of the studies were published, the people of
579:. Engineers increased the clearance from 57 meters to 59 meters in
478:
engineers) suggested the construction of a 6,800-meter tunnel near
309:
The cantilever viaduct project by Chemins de fer de l'Ouest (1900).
837:
812:
792:
788:
763:
748:
736:
729:
708:
642:
615:
592:
572:
564:
546:
492:
400:
393:
345:
304:
296:
288:
258:
209:
183:
163:
147:
137:
99:
91:
71:
67:
59:
54:, but it was also a bone of contention between the main cities of
36:
27:
At the end of the 19th and the beginning of the 20th century, the
18:
670:
610:
came to an end. Each city, through the intermediary of one man (
509:
221:
205:
39:, and then to the west and southwest of France, by crossing the
369:
rings 0.50 meters long, assembled from twelve identical plates.
906:
The first stage from Paris to Rouen was commissioned in 1843.
575:
using the left bank. Discussions focused on the height of the
495:, who had been silent until then, went on the rampage, led by
403:
would have been crossed utilizing a submerged bridge, with a
192:
Although this project was soon abandoned, it was replaced in
301:
The transporter bridge project by Ferdinand Arnodin (1897).
293:
The submerged bridge crane roject by Danisy-Martin (1895).
329:
and the crossing of the Great Normandy river upstream of
265:, designed to complete the railroad network. It was also
174:), but much closer to the river than the railroad on the
154:, a Parisian entrepreneur, Fresson, suggested building a
90:
in 1847, the second stage of the radial line connecting
606:
that the confrontation between the two great cities of
762:, was accused of delaying the project of crossing the
897:
Seine-Inférieure was renamed Seine-Maritime in 1955.
855:), but would only be realized in the very long term.
261:" in the classification law of July 17, known as the
380:'s turn to propose a solution. The plan was that at
1317:
La ligne du Sud-Ouest du Hâvre à la Basse-Normandie
1135:
La ligne du Sud-Ouest du Hâvre à la Basse-Normandie
968:
La ligne du Sud-Ouest du Hâvre à la Basse-Normandie
512:to enter Rouen's docks in the future. This is what
66:). The systematic opposition of the inhabitants of
540:company's proposal to cross the river by ferry in
728:Technical problems: In the case of crossing the
685:. The enthusiasm and pugnacity of the people of
522:
508:it be buried deep enough to allow deep-draught
275:
269:speech on October 26 to the leading figures in
150:, that the initial projects were launched. In
8:
1224:"LE PONT DE NORMANDIE, UN COLOSSE SUR SEINE"
843:surfaces regularly. With the development of
824:
714:
635:
629:
623:
257:to Port-JĂ©rĂ´me Line with steam ferry on the
237:
98:some twenty kilometers north of the winding
563:, the debates centered on how to cross the
143:in connection with the construction of the
1277:"La CCI du Havre se pare d'habits neufs".
591:. "Insufficient!" declared the people of
602:It was during this period preceding the
1297:Petits trains et tramways Haut-Normands
1160:Petits trains et tramways Haut-Normands
1044:Petits trains et tramways Haut-Normands
1016:Petits trains et tramways Haut-Normands
984:Petits trains et tramways Haut-Normands
942:Petits trains et tramways Haut-Normands
890:
776:Compagnie des chemins de fer de l'Ouest
239:Compagnie des Chemins de Fer de l'Ouest
1183:
1181:
1179:
1153:
1151:
1149:
1147:
1145:
392:plain on the right bank. The central
7:
1037:
1035:
1009:
1007:
1005:
1003:
935:
933:
931:
929:
927:
653:, and of threatening traffic if the
236:due to the growing hostility of the
114:viaduct, which collapsed in January
31:was designed to connect the port of
1162:(in French). CĂ©nomane. p. 76.
1046:(in French). CĂ©nomane. p. 75.
1018:(in French). CĂ©nomane. p. 74.
986:(in French). CĂ©nomane. p. 73.
944:(in French). CĂ©nomane. p. 72.
758:and son-in-law of French President
14:
811:enabled a second crossing of the
551:Fives-Lille ferry Project (1904).
474:The second (submitted the French
691:the economic crisis of the 1930s
487:The failure of line construction
384:(fifteen kilometers upstream of
1094:"Le chemin de fer du Sud-Ouest"
1068:"Le chemin de fer du Sud-Ouest"
921:(in French), n° 1989, p. 18-21.
456:. It was not until February 6,
622:) and one or more newspapers (
1:
1325:Manneville, Philippe (1980).
1188:Manneville, Philippe (1980).
1100:(in French). June 12, 1900.
770:in favor of the variant via
751:'s traditional port traffic.
1281:(in French). July 30, 2005.
1261:"CONTRIBUTION TUNNEL DE L."
1074:(in French). June 9, 1900.
880:Voie ferrée d'intérêt local
1367:
1243:"Autoroute des Estuaires"
787:When the bridge over the
469:Chemins de fer de l'Ouest
424:railway of local interest
378:Chemins de fer de l'Ouest
244:Chemins de fer de l'Ouest
156:railway of local interest
88:Rouen - Le Havre railroad
82:A long preparation period
1351:Rail transport in France
1314:Brindeau, Louis (1905).
1138:(in French). p. 32.
1132:Brindeau, Louis (1905).
971:(in French). p. 12.
965:Brindeau, Louis (1905).
467:The first (submitted by
35:to the left bank of the
1299:(in French). CĂ©nomane.
826:Autoroute des Estuaires
285:Time for great projects
1295:Bertin, Hervé (1994).
1158:Bertin, Hervé (1994).
1042:Bertin, Hervé (1994).
1014:Bertin, Hervé (1994).
982:Bertin, Hervé (1994).
940:Bertin, Hervé (1994).
825:
772:Saint-Maurice-d'Etelan
720:
716:Le Travailleur Normand
715:
645:accused the people of
636:
630:
624:
552:
526:
310:
302:
294:
279:
238:
189:
24:
16:Railway line in France
1206:"Pont de Tancarville"
712:
634:on one side, and the
618:, Louis Brindeau for
550:
308:
300:
292:
187:
22:
1108:– via Gallica.
1082:– via Gallica.
166:via the right bank (
1346:Transport in France
705:Reasons for failure
587:, and 65 meters in
206:département of Eure
1228:Normandie Tourisme
870:Transporter bridge
721:
612:Richard Waddington
553:
501:General Councillor
497:Richard Waddington
436:transporter bridge
352:, Louis Brindeau:
311:
303:
295:
190:
25:
875:Cantilever bridge
865:Ferdinand Arnodin
805:Pont de Normandie
1358:
1332:
1321:
1310:
1283:
1282:
1274:
1268:
1267:
1265:
1257:
1251:
1250:
1238:
1232:
1231:
1220:
1214:
1213:
1202:
1196:
1195:
1185:
1174:
1173:
1155:
1140:
1139:
1129:
1123:
1116:
1110:
1109:
1090:
1084:
1083:
1064:
1058:
1057:
1039:
1030:
1029:
1011:
998:
997:
979:
973:
972:
962:
956:
955:
937:
922:
913:
907:
904:
898:
895:
828:
791:downstream from
735:Rivalry between
718:
667:Seine-Inférieure
639:
637:Journal du Havre
633:
631:DĂ©pĂŞche de Rouen
627:
625:Journal de Rouen
241:
208:by crossing the
126:viaduct and the
110:, including the
96:Cauchois plateau
76:Seine-Inférieure
1366:
1365:
1361:
1360:
1359:
1357:
1356:
1355:
1336:
1335:
1324:
1313:
1307:
1294:
1291:
1286:
1276:
1275:
1271:
1263:
1259:
1258:
1254:
1241:
1239:
1235:
1222:
1221:
1217:
1204:
1203:
1199:
1187:
1186:
1177:
1170:
1157:
1156:
1143:
1131:
1130:
1126:
1117:
1113:
1092:
1091:
1087:
1066:
1065:
1061:
1054:
1041:
1040:
1033:
1026:
1013:
1012:
1001:
994:
981:
980:
976:
964:
963:
959:
952:
939:
938:
925:
914:
910:
905:
901:
896:
892:
888:
861:
823:, known as the
785:
719:, May 27, 1900.
707:
604:First World War
583:, 63 meters in
530:General Council
489:
287:
84:
17:
12:
11:
5:
1364:
1362:
1354:
1353:
1348:
1338:
1337:
1334:
1333:
1322:
1311:
1305:
1290:
1287:
1285:
1284:
1269:
1252:
1233:
1215:
1197:
1175:
1168:
1141:
1124:
1111:
1098:Le Petit Havre
1085:
1072:Le Petit Havre
1059:
1052:
1031:
1024:
999:
992:
974:
957:
950:
923:
918:La Vie du Rail
908:
899:
889:
887:
884:
883:
882:
877:
872:
867:
860:
857:
832:The idea of a
784:
781:
780:
779:
752:
733:
706:
703:
488:
485:
484:
483:
472:
445:
444:
412:
397:
370:
286:
283:
83:
80:
56:Upper Normandy
29:Southwest Line
15:
13:
10:
9:
6:
4:
3:
2:
1363:
1352:
1349:
1347:
1344:
1343:
1341:
1330:
1329:
1323:
1319:
1318:
1312:
1308:
1302:
1298:
1293:
1292:
1288:
1280:
1273:
1270:
1262:
1256:
1253:
1248:
1244:
1237:
1234:
1229:
1225:
1219:
1216:
1211:
1207:
1201:
1198:
1193:
1192:
1184:
1182:
1180:
1176:
1171:
1165:
1161:
1154:
1152:
1150:
1148:
1146:
1142:
1137:
1136:
1128:
1125:
1121:
1115:
1112:
1107:
1103:
1099:
1095:
1089:
1086:
1081:
1077:
1073:
1069:
1063:
1060:
1055:
1049:
1045:
1038:
1036:
1032:
1027:
1021:
1017:
1010:
1008:
1006:
1004:
1000:
995:
989:
985:
978:
975:
970:
969:
961:
958:
953:
947:
943:
936:
934:
932:
930:
928:
924:
920:
919:
912:
909:
903:
900:
894:
891:
885:
881:
878:
876:
873:
871:
868:
866:
863:
862:
858:
856:
854:
850:
846:
842:
839:
835:
830:
827:
822:
818:
814:
810:
806:
802:
798:
795:was built in
794:
790:
782:
777:
773:
769:
765:
761:
757:
753:
750:
746:
742:
738:
734:
731:
727:
726:
725:
717:
711:
704:
702:
700:
696:
692:
688:
684:
680:
674:
672:
668:
665:departments,
664:
660:
656:
652:
648:
644:
638:
632:
626:
621:
617:
613:
609:
605:
600:
598:
594:
590:
586:
582:
578:
574:
570:
566:
562:
558:
549:
545:
543:
539:
535:
531:
525:
521:
519:
515:
511:
506:
502:
498:
494:
486:
481:
477:
473:
470:
466:
465:
464:
461:
459:
455:
450:
442:
437:
433:
429:
425:
421:
417:
413:
410:
406:
402:
398:
395:
391:
387:
383:
379:
375:
371:
368:
363:
359:
355:
354:
353:
351:
347:
342:
340:
336:
332:
328:
324:
320:
316:
307:
299:
291:
284:
282:
278:
274:
272:
268:
264:
263:Freycinet law
260:
256:
252:
247:
245:
240:
235:
231:
227:
223:
219:
215:
211:
207:
203:
199:
195:
186:
182:
180:
177:
173:
169:
165:
161:
157:
153:
149:
146:
142:
139:
134:
132:
129:
128:Pissy-PĂ´ville
125:
121:
120:railroad line
117:
113:
109:
105:
101:
97:
93:
89:
81:
79:
77:
73:
69:
65:
61:
57:
53:
48:
46:
42:
38:
34:
30:
21:
1327:
1320:(in French).
1316:
1296:
1289:Bibliography
1279:Ouest-France
1278:
1272:
1266:(in French).
1255:
1249:(in French).
1246:
1236:
1230:(in French).
1227:
1218:
1212:(in French).
1209:
1200:
1190:
1159:
1134:
1127:
1114:
1097:
1088:
1071:
1062:
1043:
1015:
983:
977:
967:
960:
941:
916:
911:
902:
893:
831:
786:
745:parochialism
722:
675:
601:
554:
527:
523:
490:
476:government's
462:
446:
432:Pont-Audemer
343:
319:Pont-Audemer
312:
280:
276:
255:Pont-Audemer
248:
226:Pont-Audemer
191:
135:
106:, and three
85:
78:department.
49:
28:
26:
915:Article in
807:in January
801:Tancarville
760:FĂ©lix Faure
538:Fives-Lille
480:Tancarville
386:Port-JĂ©rĂ´me
331:Port-JĂ©rĂ´me
214:Port-JĂ©rĂ´me
145:Tancarville
1340:Categories
1306:2902808526
1247:Structurae
1210:Structurae
1169:2902808526
1053:2902808526
1025:2902808526
993:2902808526
951:2902808526
886:References
836:under the
756:Lillebonne
514:Waddington
434:, using a
327:Lillebonne
267:Gambetta's
218:Quillebeuf
1106:2610-2684
1080:2610-2684
845:Port 2000
376:, it was
367:cast-iron
313:The year
43:near the
859:See also
849:Le Havre
768:Le Havre
741:Le Havre
687:Le Havre
663:Normandy
659:Le Havre
647:Le Havre
628:and the
620:Le Havre
608:Normandy
569:Le Havre
505:Darnétal
449:Le Havre
428:Le Havre
426:between
405:concrete
390:alluvial
362:alluvial
350:Le Havre
323:Le Havre
271:Le Havre
230:Atlantic
224:between
212:between
204:and the
202:Le Havre
198:Normandy
176:Cauchois
168:Caudebec
160:Le Havre
158:between
124:Mirville
112:Barentin
108:viaducts
64:Le Havre
52:Le Havre
33:Le Havre
841:estuary
821:Bayonne
783:The end
695:viaduct
683:Germany
655:viaduct
651:viaduct
577:viaduct
441:estuary
420:Arnodin
179:plateau
172:Duclair
141:estuary
104:tunnels
45:estuary
1303:
1166:
1104:
1078:
1050:
1022:
990:
948:
834:tunnel
817:Calais
679:tunnel
536:, the
454:Manche
382:Aizier
131:tunnel
1264:(PDF)
1120:ships
838:Seine
813:Seine
793:Rouen
789:Seine
766:near
764:Seine
749:Rouen
737:Rouen
730:Seine
643:Rouen
616:Rouen
593:Rouen
573:Paris
565:Seine
555:From
510:ships
493:Rouen
409:Rails
401:Seine
394:steel
346:mayor
259:Seine
210:Seine
164:Rouen
148:Canal
138:Seine
100:Seine
92:Paris
72:Seine
68:Rouen
60:Rouen
41:river
37:Seine
1301:ISBN
1164:ISBN
1102:ISSN
1076:ISSN
1048:ISBN
1020:ISBN
988:ISBN
946:ISBN
819:and
809:1995
797:1959
739:and
699:1931
671:Eure
669:and
614:for
597:1914
589:1913
585:1912
581:1911
561:1914
557:1910
542:1904
534:1902
518:1900
458:1900
430:and
416:1897
374:1892
358:1891
339:1888
335:1886
325:via
315:1883
251:1879
234:1873
222:Eure
216:and
194:1871
162:and
152:1870
116:1846
62:and
853:CCI
847:in
571:to
559:to
503:of
414:In
372:In
356:In
348:of
321:to
1342::
1245:.
1226:.
1208:.
1178:^
1144:^
1096:.
1070:.
1034:^
1002:^
926:^
599:.
520::
418:,
341:.
181:.
170:,
47:.
1309:.
1172:.
1056:.
1028:.
996:.
954:.
499:(
482:.
242:(
58:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
