[{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/monterolier-line-buchy-in-motteville-wikipedia\/#BlogPosting","mainEntityOfPage":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/monterolier-line-buchy-in-motteville-wikipedia\/","headline":"Monterolier line – Buchy in Motteville – Wikipedia","name":"Monterolier line – Buchy in Motteville – Wikipedia","description":"Line of Montterolier – Buchy in Motteville Railroad Crossing n O 30, view in the direction of Montterolier Buchy Pays","datePublished":"2017-07-03","dateModified":"2017-07-03","author":{"@type":"Person","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/author\/lordneo\/#Person","name":"lordneo","url":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/author\/lordneo\/","image":{"@type":"ImageObject","@id":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","url":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","height":96,"width":96}},"publisher":{"@type":"Organization","name":"Enzyklop\u00e4die","logo":{"@type":"ImageObject","@id":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","url":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","width":600,"height":60}},"image":{"@type":"ImageObject","@id":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/2\/2b\/Ligne_Mont%C3%A9rolier_Buchy_-_Motteville1.jpg\/280px-Ligne_Mont%C3%A9rolier_Buchy_-_Motteville1.jpg","url":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/2\/2b\/Ligne_Mont%C3%A9rolier_Buchy_-_Motteville1.jpg\/280px-Ligne_Mont%C3%A9rolier_Buchy_-_Motteville1.jpg","height":"210","width":"280"},"url":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/monterolier-line-buchy-in-motteville-wikipedia\/","wordCount":10005,"articleBody":"Line of Montterolier – Buchy in Motteville  Railroad Crossing n O 30, view in the direction of Montterolier Buchy Pays  France  Historical Commissioning 1867 – 1876 Electrification 2006 Dealership North & West (1862 – 1908) West (1875 – 1908) North & State (Not conceded) (1909 – 1937) SNCF (1938 – 1997) RFF (1997 – 2014) SNCF (since 2015) Technical characteristics Official number 354 000 Length 35,601 km  Spacing standard (1,435 m )  Electrification 25 kV – 50 Hz  Maximum slope ten \u2030  Number of tracks Single Lane (Formerly double -track)  Signaling Bapr Traffic Owner SNCF Operator SNCF Veolia Transport Euro Cargo Rail Traffic Fret  Line diagram   Ligne de Saint-Roch \u00e0 Darn\u00e9tal-Bifurcation verse st-roch   Ligne de Mont\u00e9rolier – Buchy \u00e0 St-Sa\u00ebns (VFIL) Towards St-Sa\u00ebns    Montterolier – Buchy  (193m)   Ligne de Saint-Roch \u00e0 Darn\u00e9tal-Bifurcation Verse red-r.d. 2.962 Rocquemont (Seine-Maritime) (186m) 5,322 Passage sous l’A 28 6,485 Critot (172m) 12,005 BOSC-LHARD (159m) 13,291 Passage sur l’A 29 15,1xx Bif du Pi\u00e8re vers raccordement d’\u00c9taimpuis     15,5xx Ligne de Malaunay – Le Houlme \u00e0 Dieppe to Dieppe   Bif d’\u00c9taimpuis vers raccordement d’\u00c9taimpuis  19,320 Autoroute A 29     160,610 Closes (113m)  21,859 (1) Bif de Beautot vers raccordement de Cl\u00e8res   Ligne de Malaunay – Le Houlme \u00e0 Dieppe vers Malaunay 21,965 Passage sous l’A 151 24,568 Saint-Ouen-du-Breuil (167m) 31,760 Saussay-St-Martin (172m)   Ligne de Paris-Saint-Lazare au Havre Towards Paris-S.L.  Fin de la ligne 169,708 Motteville  (145m)  170.025 Ligne de Motteville \u00e0 St-Val\u00e9ry-en-Caux Towards St-Val\u00e9ry-en-C.  Ligne de Paris-Saint-Lazare au Havre to Le Havre modifier  The Monterolier line – Buchy in Motteville is a French railway line which connects the Montterolier-Buchy station on the Saint-Roch line in Darn\u00e9tal-Bifurcation (Relation Amiens-Rouen) to that of Motteville on the Paris-Saint-Lazare line in Le Havre. It is fully established in the Seine-Maritime department in the Normandy region. It is the line 354,000 [ first ] of the national rail network. East-West General Orientation, it constitutes an element of the rail bypass of the Parisian agglomeration. It is traveled daily by freight trains only. Exceptionally, it can also serve as a traveler trafficking route since and towards Le Havre, as was the case from 11 to November 13, 2011 On the occasion of the replacement of a bridge-rail in D\u00e9ville-l\u00e8s-Rouen.   Origin to the nationalization of the network [ modifier | Modifier and code ] The construction of the Monterolier-Buchy line in Motteville is closely linked to that of the Amiens line in Rouen.Its origin dates back to the end of the 1850s when the State, by successive conventions of June 21, 1857 And July 29, 1858 , approved by imperial decree the June 11, 1859 [ 2 ] , allocated to the companies of the North and the West, respectively sharing two thirds and thirds of expenses and products, the concession of a railway between Amiens and Rouen, to be built and exploit by the company North.The establishment of the route of Amiens to the place called Le Grand Parc (located about 4 km from Buchy, head of canton of the Rouen district) did not arouse large discussions and was definitively approved by a decree of the August 16, 1862 . He did not the same from the terminal course to Rouen, whose determination experienced more adventures given both the strong rivalry between the two companies, and the aspirations of the cities of Amiens, Rouen and Le Havre to the most convenient services. Finally, a first Imperial decree of August 11, 1862 [ 3 ] Authorized the construction of access to Rouen by east by declaring “public utility the establishment of a railway from the Grand Park in Rouen by the Darn\u00e9tal Valley”. Shortly after, a second imperial decree, of December 27, 1862 [ 4 ] , entertate the establishment from the large park, where the Monterolier-Buchy station will be established, two branches heading towards Rouen, one by Darn\u00e9tal, relating exclusively to the north, the other partly borrowing the network of the ‘West by embarking on its Rouen-Dieppe line “at one point to be determined by the administration between the stations of Cl\u00e8res and Saint-Victor”,. This transactional solution was supplemented by a Treaty of the same day Prohibiting north from competing with the west from Rouen to Le Havre and Paris. The junction with the Dieppe line having been carried out about three kilometers before closes, in St\u00e9mpuis, the company of West Railways quickly designed the project to establish from this place a direct link with its line ranging from Rouen to the harbor. To this end, it obtained the concession, by an agreement signed with the Minister of Public Works January 9, 1873 , from “a railroad rail from the Rouen line to Dieppe, near Staff, at the Rouen line in Le Havre, near Motteville”, having to be built within three years. This agreement is approved the same day by a decree [ 5 ] . Finally, it is the Cl\u00e8res station which will be retained as the origin of the branch, and the concession will be ratified by an agreement December 31, 1875 , itself approved the same day by law [ 6 ] .  Cl\u00e8res, 1970. Embrance to Motteville. The line towards Dieppe is on the left. The link between Montterolier and Motteville experienced three successive phases: The April 18, 1867 , the opening of the Monterolier section in Cl\u00e8res by the Company of the Northern Railway. THE October 3, 1870 , in the midst of a military debacle, a train carrying a company from the 20th battalion of hunters withdraw to the Loire is referred on a garage track at Critot station, and crashes against a slope. In the shock, fourteen men are killed, and a hundred are injured. Censorship will obscure the accident, but a commemorative monument will be erected on the scene twenty years later [ 7 ] . The first is July 1876 , the opening of the Cl\u00e8res section in Motteville by the West Railway Company [ 8 ] , allowing the commissioning of direct trains between Le Havre and Amiens, with turnover in Cl\u00e8res. THE July 6, 1899 At eight o’clock twenty, after leaving Cl\u00e8res, an express Le Havre-Amiens derails in Biennais, near Bosc-le-Hard. The mechanic is killed, the driver and the train manager are injured, but the ten travelers are unharmed [ 9 ] . The disadvantages of the tedious transit by closes will quickly appear, aroused from the Chamber of Commerce of Le Havre, in 1877, procedures requiring a direct connection removing the rebrussings [ ten ] . However, these will come up against the reluctance of the West Company and will remain unanswered until its recovery by the State in 1909. Then, under the pressure of the elected officials of the Seine-Inf\u00e9rieur, [ 11 ] , a connection project of approximately 7 kilometers will finally obtain the favorable opinion of a commission of inquiry [ twelfth ] , and will be declared of public utility by a decree of January 20, 1914 authorizing the work “For the establishment of a double-track connection, in Etaimuis, between the lines of Amiens in Cl\u00e8res (by Montterolier-Buchy) and Motteville in Cl\u00e8res.” [ 13 ] . The operation, delayed by war, will be carried out in 1916 by strategic necessity, in order to accelerate communications with the front. The 5th genius regiment will built between the villages of Beautot to the west and from stable to the East, with the assistance of 1400 Croatian prisoners, a connection bar Six kilometers short-circuiting Cl\u00e8res by crossing the Dieppe line by a higher passage, the entire line and its connections being double-lained [ 14 ] .  The connection bar Near the Houssaye-B\u00e9ranger in January 1978 (armaments in metal sleepers). Between the two wars, the line is operated using the telephone cantonment and dessert: Travelers traffic is made up of three round trips per day in just over an hour, all serving all closes by re-dirty via the connections of Beautot and Staff [ 15 ] . With the nationalization of the rail network, as well as the coordination of transport of 1938, all of the passenger traffic are abolished the October 2, 1938 with a road postponement [ 16 ] . The establishment’s connection with the Malaunay line – the Houlme in Dieppe is deposited and the rest of the line sees exclusively circulating goods. During the Second World War [ modifier | Modifier and code ] During the conflict, the German army uses this route, relative to the shelter of air attacks which fell on Rouen, to send its trains between northern France and Le Havre. During the release, the line is crucial in the logistical support of the Allied Armed Forces in eastern France. It is also used as a hijacking route for traveler traffic between Paris and Le Havre due to the bombing that caused the breakdown of the Barentin and Malaunay viaducts. From 1950 to the present day [ modifier | Modifier and code ]  Former Critot station, now converted into a private home.  Bifurcation of Beautot. The way to the closes is under the brambles. With the end of the conflict and the reconstruction of the country started, the line falls in an essentially local use and sees reduced traffic by cereal, fertilizer and potatoes. In the 1950s, the stress connection was deleted, and the Monterolier-Buchy section at the BIFTOTOT bifurcation was one-way. However, the route keeps its interest since it is likely to overcome the interception of the Paris-Saint-Lazare line in Le Havre. This option will be used from the July 29, 1955 and up to May 1956 , during the collapse of the vault of the Sainte-Catherine tunnel upstream from Rouen station, a binding incident to divert all traffic between Paris and Le Havre by Gisors, Serqueux, Montterolier and Motteville. Subsequently, punctual diversions by the Beautot-Cl\u00e8res connection (6.5km) will take place on various occasions, especially during the electrification of the Paris-Saint-Lazare line in Le Havre from 1966 to 1967 and consolidation works of the pissy-p\u00f4ville tunnel of April 1975 To mars 1976 . D’ October 1978 To December 1979 , to cope with the circulation restrictions brought about by new heavy interventions in the Sainte-Catherine tunnel, work of modernization of the line is carried out, with automation of level passages, single layout of the section ranging from the bifurcation of Beauotot In Motteville, still remained so far on duplicate, and strengthening armament. Many trains (39 per week) are then diverted between Le Havre, the North and the Paris region by Motteville, Montterolier-Buchy and Serqueux [ 17 ] From 1984, the local goods service was suspended between Bosc-le-Hard and Saint-Ouen-du-Breuil and this line of line is neutralized. If necessary, the SNCF, however, reopens it, in its entirety or partially, in particular to serve Rouen by the bifurcation of Beautot to Cl\u00e8res and the line from Malaunay-le Houlme to Dieppe [ 18 ] . In the 2000s, due to the little work on the radial, the line was only little used for diverted trains. Nevertheless, on January 19, 2022, following a derailment of a site train on the Paris-Saint-Lazare radial in Le Havre, the line is again used to divert a train, the n O 3102 of the day, in order to bypass the Barentin station where the incident took place [ 19 ]  Upper passage on the Malaunay-Dieppe line in St\u00e9imuis The context [ modifier | Modifier and code ] Long unused but kept as it stands, the line has resumed its interest with the rise of the Port 2000 project in Le Havre. The increase in container transport flows at the start or to the Norman port will inevitably lead to strengthening the saturation of the Rouen rail node and downstream of the Paris region, saturated by transilian, ter, intercit\u00e9s and freight traffic. The possibilities to sell additional freight traffic caused by Port 2000 being extremely reduced, it was envisaged to use an alternative route. This is made up of the single-way bypass of the Monterolier line in Motteville. Thanks to this route, flows from Le Havre can avoid the saturated sectors of Rouen and the Large Belt line, heading towards Amiens and beyond Lille, Metz and Strasbourg [ 20 ] . A contested reopening [ modifier | Modifier and code ] Launched in 2004, work on the line had to lead to a commissioning during the first is Semester 2007, at the same time as the opening of Port 2000 but on the appeal of the municipality of Critot, local resident, the administrative court of Rouen canceled the September 15, 2006 the decision of the Ferr\u00e9 de France network to initiate the work [ 21 ] , accusing the infrastructure manager for the lack of prior public inquiry. During the procedure, the site was stopped by decision of the court, then could resume after the administrative court of appeal of Douai had canceled its judgment in a Judgment of May 30, 2007 , on the grounds that the Monterolier line in Motteville had not been downgraded from the National Ferr\u00e9 network and therefore should not be the subject of a public inquiry. The delay in the site has postponed the commissioning to mars 2008 . Seized of a new appeal by the municipality of Critot, the Council of State, in a Judgment of July 4, 2008 , definitively validated the procedure followed for the completion of the work and sentenced the applicant to compensate Network Ferr\u00e9 de France of her legal costs. The site [ modifier | Modifier and code ] The reopening site focused on: Former Saussay-St Martin station. Arrival of the line at Monterolier-Buchy station. Right, the Rouen-Amiens line. Exit from Motteville station: left towards Montterolier-Buchy, right to Rouen. Another view of the bifurcation of Motteville. Left towards Montterolier-Buchy, right to Rouen Passage to Rocquemont the November 13, 2011 of an intercity the Havre-Rouen-Paris diverted. \u2191 Book: Reinhard doubted, The 400 profiles of passenger lines from the French rail network , edited by the life of the rail in August 2011, (ISBN\u00a0 978-2-918758-34-1 ) , volume 1, page 134.  \u2191 ‘ n O 6709 – Imperial decree which approved the convention made on July 29, 1858 and June 11, 1859, between the Minister of Agriculture, Trade and Public Works, and the Company of West Railways: June 11, 1859 \u00bb, Bulletin of laws of the French Empire , Paris, impterif\u00e9riale imperriale, xi, vol. 14, n O 709, 1859 , p. 94 – 126 .  \u2191 ‘ n O 10579 – Imperial decree which declares of public utility the establishment of a railway from the Grand Park in Rouen by the Darn\u00e9tal Valley: August 11, 1862 \u00bb, Bulletin of laws of the French Empire , Paris, impterif\u00e9riale imperriale, xi, vol. 20, n O 1051, 1862 , p. 593 – 594 .  \u2191 ‘ n O 10580 – Imperial decree which determines the route of the Rouen railway in Amiens, in the section between the Grand Parc and Amiens: August 16, 1862 \u00bb, Bulletin of laws of the French Empire , Paris, impterif\u00e9riale imperriale, xi, vol. 20, n O 1051, 1862 , p. 594 – 595 .  \u2191 ‘ n O 1725 – Decree which approved the convention made on January 9, 1873, between the Minister of Public Works and the Compagnie des Railways of the West for the concession of a railway starting from the Rouen line in Dieppe, in or near stable, and leading to that of Rouen in Le Havre, to or near Motteville: January 9, 1873 \u00bb, Law Bulletin of the French Republic , Parais, Imprisame national, xii, vol. 6, n O 118, 1873 , p. 34 – 35 ( read online ) .  \u2191 ‘ n O 4907 – Act which declares of public utility the establishment of several railways and approves the agreement made with the Compagnie de l’Ouest for the concession of said railways: December 31, 1875 \u00bb, Law Bulletin of the French Republic , Parais, Imprisame national, xii, vol. 11, n O 286, 1875 , p. 1310 – 1315 ( read online ) .  \u2191 Le Petit Parisien August 12, 1890, p. 2 .  \u2191 Annals of bridges and roads: Memoirs and documents relating to the art of constructions and the service of the engineer , vol. \u00a01, A. Dumas, 1878 ( read online ) , part 1, p. 98 .  \u2191 Le Journal de Rouen of July 7, 1899, p. 2 .  \u2191 See for example reports of his work, 1877, p. 655 ).  \u2191 See for example the intervention of the Louis Quesnel deputy in the House on February 7, 1911 ( OJ, Debates, pp. 533-534 ).  \u2191 See The Transport Journal of June 14, 1913, p. 285 .  \u2191 JOLD of February 13, 1914, p. 1363 .  \u2191 See Jorf, Lois et decrees, of February 29, 1916, p. 1630 and Colonel le H\u00e9naff and Captain Bornecque: French railways and war, ed. Chapelot, Paris, 1922, p. 235 .  \u2191 The life of the rail, n O 1998 of June 13, 1985, p. 49.  \u2191 Jorf (Laws and Decrees) of October 19, 1938, p. 12111 , And This evening from October 19, 1938, p. 3 .  \u2191 Rail life , aforementioned number.  \u2191 See the photo (author F. Polbos) of a Yvetot-Rouen car borrowing the connection in 1993 in: Jos\u00e9 Banaudo, On the Normandy rails , ed. du Cabri, 2009, p. 11.  \u2191 Victor Massias, ” Derail of a wagon: interrupted traffic between Rouen and Le Havre: derailment of a wagon: interrupted traffic between Rouen and Le Havre \u00bb, 76 actu , January 19, 2022 ( read online , consulted the January 20, 2022 ) .  \u2191 See Zoom on the railway projects of the 2000-2006, pp. 31-45: Fresh railway bypass from the Paris region: modernization of the Motteville\/Montterolier-Buchy line section .  \u2191 Rail passion, n O 123 – January 2008  Bibliography [ modifier | Modifier and code ] Jos\u00e9 Banaudo, Forgotten trains , vol. 4: The State – the North – The belts , Menton, Cabri editions, December 1982 , 222 p.  (ISBN\u00a0 2-903310-24-6 ) , The administration of the State railways, “Haute Normandie: Motteville – Cl\u00e8res – (Montterolier -Buchy)”, p. 13-14 . Jos\u00e9 Banaudo: On the Normandy rails , Cabri \u00c9ditions, 2009 ( The transversal Amiens-Rouen and its antennas , pp. 9-14). Related articles [ modifier | Modifier and code ] external links [ modifier | Modifier and code ]  "},{"@context":"http:\/\/schema.org\/","@type":"BreadcrumbList","itemListElement":[{"@type":"ListItem","position":1,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/#breadcrumbitem","name":"Enzyklop\u00e4die"}},{"@type":"ListItem","position":2,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki32\/monterolier-line-buchy-in-motteville-wikipedia\/#breadcrumbitem","name":"Monterolier line – Buchy in Motteville – Wikipedia"}}]}]