Train of Vauld — Wikipedia

Train de Vaugneray
Lyon Saint-Just line in Vaugneray
Rame at the Vaugneray-Bourg terminus
Pays	France
Cities served	Lyon, Tassin-la-Demi-Lune, Francheville, Vaugneray
Historical
Commissioning	1886 – 1906
Electrification	1899
Closing	1954
Dealership	Fourvière Ouest-Lyonnais company (1883-1911) Omnibus and Tramways of Lyon (from 1911)
Technical characteristics
Length	14,874 km
Spacing	metric (1,000 m )
Electrification	550 IN cc
Maximum slope	32 ‰
Number of tracks	Single Lane
Line diagram Funicular to Saint-Jean 0.0 Saint-Just 0.4 8 m bridge on rue Pierre Audry 1.0 35 m bridge on the RN7 1.8 The Massues 2.1 Tunnel des Massues (36m) 2.6 Gran barn 3.0 Half-moon square 2.7 Half-moon (stop) 2.9 16m half-moon viaduct Lyon-Saint-Paul-Montbrison line Towards Lyon-Saint-Paul 5.3 Ecully-la-Demi-Lune station 3.3 The half moon Lyon-Saint-Paul-Montbrison line Towards Tassin and the treesle 4.5 Alaï (hold) 4.9 Alaï Star 5.0 Alaï viaduct (207m) 6.1 Bell 6.7 The Patelier 7.6 La Tourette 8.1 ROUTE OF GROUNDS (7M) 8.7 Craponne Center 9.8 The Tupinier Vers Mornant 11.3 Grézieu-la-Varenne 12.6 Canche 13.5 Vaugneray-Maison White 18.9 Vaugneray-Bourg
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The train de Vaugneray is a tram, which connected Lyon Saint-Just to Vaugneray. The line is open the April 19, 1886 to close the November 2, 1954 , It was operated by the Fourvière Ouest-Lyonnais company, then in 1911, by the company Omnibus and tramways of Lyon (OTL).

This line was part of a network serving the west-Lyonnais plateau towards Vaugneray and Mornant.

In 1872, a preliminary project was established by Claude Bourget ^{[ first ]} , Civil engineer, already author of Lyonnais inclined plans (Funiculaire de la Croix-Rousse, Saint-Just and Fourvière), for the creation of a normal track line connecting Lyon near Rive-de-Gier (district of Madeleine , at the departmental limit Rhône/Loire), via Sainte-Foy-lès-Lyon, Francheville, Chaponost, Brindas. This project was not approved by the authorities, due to an improper funding.

In 1879, a Lyon engineer, Mr. Devos, asked for the concession of a line whose route is close to the 1872 project. The company’s dealer company in Crémaillère Saint-Jean-Saint-Just, opposed it By offering a single and metric secondary railway line between Saint-Just and Mornant station with a branch to Vaugneray. The General Council of the Rhône gave in 1880 a favorable opinion to this project.

The line was declared of public utility in 1882. The Company of the Fourvière and western Lyonnais railway company (Fol) obtains the concession. The work begins in April 1884 and will continue until the spring of 1886 for the Branch of Vaugneray, and 1887 for that of Mornant.

The tram was rolling on a railway track on its own site and a single track, very well traced, built with the major means of the end of XIX ^{It is} century.

The line, with a single track and entirely on its own site, had strong ramps, varying from 2 ‰ to 25 ‰, and even 32 ‰ for the terminal section of Vaugneray-Bourg, allowing to go from altitude 213.50 m to The Alai star at 411 m in Vaugneray-Bourg. The curves had a minimum radius of 200 m, and the line included 26 level crossings.

The main work of art was the Alai viaduct, with a metal beam placed on 4 masonry batteries, 207 m long and 28 m high, crossing at PK 5 the coal stream in Francheville. The batteries of this viaduct are anchored 17 meters deep, and are still visible today.

The layout [ modifier | Modifier and code ]

The line started from the Saint Just district where the company Fol had built a rack line connecting Saint Jean. Saint Just station was next to that of the rack line, now transformed into “string”. Then, the line after having along the Loyasse hill crossed the Champvert hillsides to reach the halt of the Massues. The layout was constantly sloping to reach the half moon, the lowest point on the line. On this route, the train had crossed a tunnel and three viaducts. A short branch, exploited between 1900 and 1901, separated from the line between Grange-Blanche and the half-moon halt, to serve the half-moon square and give correspondence with the tram lines that served it. A second branch, 2 km and electrified in 1916 by the OTL, separated from the line at the Fol de la Demi-Lune station, called Apple , to serve by a large curve the Ecully-la-Demi-Lune PLM station ^{[ 2 ]} , including shipping or receiving freight to the large network . It was operated from 1895 to June 1935 .

The line then headed for the valley of the coal stream which it crossed on the Alai viaduct, at PK 5. The track then took the “Bel Air” trench which allowed it to reach the Yzeron valley. She went up this valley to a stop called “La Pillardière”. This site is still visible today. Then the line always dated on the left bank of the Yzeron and reached Craponne on the Lyon plateau. From this station, the line crossed the Lyon plateau by serving the Tupinier and Grézieu-la-Varenne.

The Tupinier station was the point of the bifurcation towards Mornant. After Grézieu, the line crossed a valley by means of a stone viaduct and reached Vaugneray station located at a place called the “White House”, which was the terminus of the line from 1886 to 1906.

It is extended to Vaugneray-Bourg, taking the shoulder of the road, and in the end of the route on the road to the final terminus in the center of the town of Vaugneray. As this section had a difficult profile (ramp of 32 ‰), only the motor borrowed it. Travelers were silent, for this final journey.

The deposit, contiguous to that of the rack line, was located in the rights-of-way of the Gare de Lyon Saint-Just.

Stations and stops [ modifier | Modifier and code ]

• Saint-Just (PK 0,0)
• Les Massues (Halte) (PK 1,77)
  • Place de la Demi-moon (connection exploited from 1900 to 1901) (PK 3.00)
• The half-moon (stop) (PK 2,733)
• The half-moon (station) (PK 3.32)
• Francheville – Halte d’Alaï – (PK 4.47)
• Francheville – Alai Star Star (PK 4.91)
• La Patelière (Stop, PK 6.72)
• Craponne (Stop, PK 7.60)
• Craponne – Center (station, PK 8.66)
• The Tupinier (Bifurcation towards Mortante – PK 9.84)
• Grézieu-la-Varenne (PK 11,26)
• La Chanconche (hold – PK 12.55)
• Vaugneray – White House Gare Terminus from 1886 to 1906 – PK 13.50)
• Vaugneray Bourg (PK 14,9)

Electrification [ modifier | Modifier and code ]

The line was electrified in 1899 under the 550V DC current provided by an electric factory installed near the Saint-Just depot and supplemented by a substation at the Tupinier ^{[ 2 ]} .

Rolling stock [ modifier | Modifier and code ]

Original material [ modifier | Modifier and code ]

For the opening of the line, in 1886 the following equipment was delivered:

• 4 Tender Locomotives of type “031T” built by Fives-Lille
• 4 passenger cars of first ^re class
• 16 cars 2 ^{It is} class.
• About 80 freight wagons of three different types, covered wagons, flat cars, and falling cars.

An order of two other machines has placed at the FIVES Lille firm, delivered in 1895:

• 2 Tender Fives Lille locomotives, type “031T”, built by Fives Lille

To ensure a traction supplement two machines were bought second -hand from the company of the Dauphiné railways. These locomotives are continuous roof bicabins. They have two pipes, one at the front and the other at the rear. The roof covers the entire locomotive.

Electrical equipment [ modifier | Modifier and code ]

Fol material

When applying the electrical traction, the following equipment was delivered

• 4 Buire motors built from passenger cars by the Buire in Lyon
• 5 bogies so -called “vierzon” built by the Hanquet & Hautfort firm

Contribution of the OTL company

After the merger, between the company Fol and OTL, the latter put into service on the line,

• 10 NLT motors called “railways”, these are urban bogies engines transformed to the standards of fol lines
• In 1914, the OTL company commissioned 26 motors in Belgium at the “Construction” factory in Manage in Hainaut. These motors will bear the name of “manage” and will drive almost 40 years, until the stop of traffic in November 1954 .

End of operation [ modifier | Modifier and code ]

The rail line was deleted the November 2, 1954 And replaced by OTL Bus N ° 37, provided by Renault Type R 4211 bus.

The bus line was then operated, from the February 28, 1957 , by Lafond company, with slippers. TCLs take up the route by the “V” bus by the journey Quai de la fisherie – Tassin – Craponne – Vaugneray in 1974. This line took in 1976 n ° 73 ^{[ 3 ]}

A certain number of vestiges of the line are still present, witnesses of the considerable work requested by the realization of the railway. The platform still exists, in the form of a pedestrian path between Saint-Just and the half-moon, with the possibility of crossing the Massues tunnel. The batteries of the Alai viaduct are still visible as is the route in the Yzeron valley downstream of Craponne as well as between Craponne and Vaugneray.

The old Vaugneray station is today a house. The old half-moon station was demolished in 2011 to give way to an associative room ^{[ 4 ]} .

Several projects to reuse parts of the infrastructure on its own road site for the buses have been studied, in particular on the section between Craponne and Vaugneray ^{[ 5 ] , [ 6 ]} .

In 2010, the Sytral envisaged the express service of the West Lyonnais by the development of two strong lines of wolf – Vaugneray and wolf gorge – Brindas, which would have reused from 2013 part of the old lumps of the Vaugneray train ^{[ 7 ]} .

Put into service November 4, 2013 , Leol is a 4.5 km bus route borrowed by the C24, C24E, 73 and 73rd lines serving the municipalities of Francheville and Craponne ^{[ 8 ]} .

Related articles [ modifier | Modifier and code ]

external links [ modifier | Modifier and code ]

Bibliography [ modifier | Modifier and code ]

• René Clavaud , Jacques Fathernon and Robert Chappelet , The Lyon railway: Vaugneray , Breil sur Roya, edition of Cabri, 2007 , 311 p. (ISBN  978-2-914603-36-2 )