Chemin de Fer d'Anvin à Calais


The Chemin de Fer d'Anvin à Calais was a railway from Calais to Anvin, in the Pas-de-Calais department of France. It opened in 1881 and closed in 1955.

Background

In France, the building of railways was controlled by the Government. This avoided the duplication of routes that was seen in the United Kingdom and meant that the large cities and towns were connected. The citizens of the smaller towns and villages also wanted railways to be built to connect them to the network. The departments were given authority to oversee the construction of these minor lines, some of which were built to standard gauge and others were built to metre gauge or less.
The Loi Migneret of 12 July 1865 established that railways in France were to be classified as of Intérêt Général or Intérêt Local. The former were deemed to be of sufficient importance that they could be partly charged to the state. The latter were charged to the department. The CF AC came under the control of the Pas-de-Calais department.

History

In 1874, M. Émile Level proposed to build a railway from Calais to Anvin, Pas-de-Calais. Following the usual procedure, hearings in public would have been held before the proposed railway would have been declared to be of utilité publique and permission granted to construct the line. The CF AC was the first line in Pas-de-Calais constructed under the Plan Freyciney. Anvin and Calais are apart, but the railway was to be much longer due to the need to avoid heavy engineering and also to serve local communities. The line had a maximum gradient of 17mm/metre and curves of minimum radius. In part, it ran through what is now the Parc naturel régional des Caps et Marais d'Opale, crossing many river valleys and having summits of between Équirre and Verchin, and at Alques-Buisson halte.
Construction started from Anvin and Calais at the same time. the first section, from Calais Saint-Pierre to Guînes opened on 1 October 1881. Anvin to Fruges opened on 1 January 1881, followed by Fruges to Lumbres on 1 April. Guînes to Ardres on 1 July and Lumbres to Ardres on 10 August, giving the line a length of. A final extension from Calais Saint-Pierre to Calais-Ville was made in 1900, which enabled the closure of Saint-Pierre station.
The line cost an average of ₣77,000 per kilometre to build. Rails were Vignole rails, laid on oak sleepers. Wherever possible, earthworks were kept to a minimum, although the highest embankment was and the deepest cutting was. Almost all road crossings were on the level. There were seven bridges and 161 level crossings. Most of the curves were greater than radius, except for those at Lumbres and Fruges. Crossings with the CF du Nord railways were also on the level.
On 3 December 1882, a party of senators and deputies of the National Assembly spent the day inspecting the railway. In 1891, the CF du ARB opened, connecting with the CF AC at Gourgesson and Rimeux-Gournay. By 1893, both systems were being run interchangeably, with locomotives and stock from one line being used on the other.
In 1902, the TvAPA was opened between Ardres and Pont d'Ardres. Serving Messrs Sat et Compagnie's sugar refinery at Pont d'Ardres, it was operated by the CF AC.
In 1906, it was recommended that an arrêt be provided at Berthem, where there was a sand quarry. The commune offered to finance it, but the CF AC did not want to provide a stop. The department authorities stated that the CF AC could not be forced to provide a station and the matter dropped. The CF AC carried 720,474 passengers in 1911.
The CF AC remained behind Allied lines during World War I. A major British Army base was established at Calais in 1915. Most of the CF AC fell within a security zone known as the Reserved Zone. Civilians living within this zone had free travel within the Canton in which they lived. To travel beyond their or Canton, or in and out of the Reserved Zone, a sauf-conduit was required. Civilian passengers had to leave their train and go into the station building to have their papers checked when crossing Cantons. A procedure which led to complaints as some passengers missed their train when it departed whilst their papers were being checked. Military personnel had their papers checked on board the train. Services were reduced in frequency, with military and freight traffic taking priority.
In 1917, a major supply camp was established at Vendroux, occupying land between the CF AC and adjacent CF du Nord lines between Coulogne and Écluse-Carrée, and the Canal de Guînes. In 1918, facilities were provided to allow for the transhipment of timber between the CF AC and CF du Nord just north of Écluse-Carrée. The timber was brought in from Balinghem. The railway in this area was made dual gauge with Standard gauge for from the Calais end to Vendroux. During 1918, various minor works were carried out at a number of stations. Some loops which had been removed were reinstated and various sidings and passing loops were added. Between May and July 1918, a Metre gauge line was laid alongside the Standard gauge line from Anvin to Teneur, a distance of where a transhipment depôt was constructed. in 1918, a line was constructed by the British Army from Tournehem-sur-la-Hem to Saint-Momelin. It saw little use, but was still being maintained by the British Army in March 1919.
At the end of the war, the railway was suffering from locomotives that were under maintained, and some of its rolling stock having been moved to other lines during the war. On the other hand, it had gained some rolling stock from other lines and there was captured German rolling stock which had been declared a prize of war available. Locomotive deficiences due to the war would affect the CF AC until 1925. In 1919, the CF AC was acquired by the Compagnie Générale des Voies Ferrées d'Intérêt Local, along with the TvAPA, CF du ARB and CF des Flandres in the Nord department. It was at about this time that the line from Tournehem-sur-la-Hem to Saint-Momelin was dismantled. Reasons for it not being absorbed into the VFIL network were probably a lack of civilian infrastructure, and the fact that it linked with lines under the control of the Société Général des Chemins de Fer Economiques, which showed little interest in the line either. In 1919, all passenger services were provided by mixed trains. At that time, it was not possible to make a return journey between Anvin and Calais or vice versa on the same day.
In 1921, the VFIL acquired five locomotives from the CF Guise-Hirson, which had been converted to Standard gauge during the war and a decision had been made that it would remain so. Thus its rolling stock was available. Three 2-6-0T locomotives and two 2-10-0T locomotives were bought. The 2-10-0T locomotives required that various bridges were strengthened before they could be brought into service. They were restricted to working between Lumbres and Bonningues. Twelve bogie carriages, 62 wagons, 22 vans, 40 open or flat wagons and a crane were bought from the CF Guise-Hirson. A further 29 freight wagons would be purchased at a later date. Responding to complaints of late running in 1922, VFIL's departmental engineer stated that this was due to locomotive maintenance issues caused by the war.
In 1924, three more 2-6-0T locomotives were bought. Als in that year, two railcars with Renault-Scemia petrol engines entered service. RS1 was owned by VFIL, and RS2 was owned by the department. Both seated 25, with 15 standing. One of them was initially put into service on the Tv A-PA but by 1926 both were in use between Anvin and Fruges. The 1924-25 sugar beet season saw an abundant crop. The 2-10-0T locomotives were of great use in taking beet to the sucreries.
In 1930, the VFIL abolished third class. Third class carriages were reclassified as second class. In 1931, an 0-6-0+0-6-0T Mallet locomotive was bought. It was restricted to operating between Anvin and Guînes. In 1932, VFIL built a railcar at Lumbres. It was fitted with a De Dion JMH petrol engine. Numbered ARB2, it seated 28 with twelve standing. Another railcar, numbered CGL1 was built at about this time. In 1933 railcars RS1 and RS2 were rebuilt at Lumbres. RS1 was shortened and fitted with at Unic diesel engine. It was renumbered CGL11. RS2 was fitted with an Berliot diesel engine. It was renumbered PdC101. In 1934-35, five more railcars were built at Lumbres. These were fitted with Unic M24 diesel engines. Numbered ARB3-5 and CGL6-7, they seated 29 with eleven standing. All railcars were second class only.
By 1939, the CF AC was almost breaking even, despite increased competition from road transport. World War II broke out on 3 September, with Calais falling into German hands on 25 May 1940. The Pas-de-Calais department became a zone of special control, administered by the Oberkommando der Wehrmacht in Brussels, Belgium. Along the coast was the "red zone". It was said that French law did not apply in this zone. Under the terms of the armistice, France was to hand over its railways to the Germans undamaged and was to work with the German authorities to restore them to serviceable condition. In 1942, the Marine Verpflegungsamt took control of the workshops at Lumbres, which it used for the maintenance of requisitioned rolling stock. Work on requisitioned stock was given priority over non-requisitioned stock In the spring of 1943, the Germans constructed a branch line at Verchin. It was capable of handling 750 tonnes of traffic a day. In the summer of 1943, the CF AC applied to the department to reduce its services as some of its locomotives had been requisitioned by the MVA. Only two railcars were in use, one of which had been converted to run on gas. The other was one of the diesel engined railcars. A shortage of fuel prevented the others from being uses and a shortage of materials prevented further conversions to gas. Eight steam locomotives were out of service, with five, including the Mallet, deemed "probably not repairable". By August 1943, a further three steam locomotives were out of service, having been damaged by machine gun fire in Allied air attacks. Civilian passenger services had been reduced by half the previous month. In November, the MVA further strengthened its control over the CF AC. The line was used to transport materials for the construction of V-1 flying bomb launch sites. A storage tunnel for V1s at Bergueneuse was connected by rail, almost certainly with a branch to the CF AC system. On 25 June 1944 the V1 launch site at Rimieux was heavily bombed. Over of track was damaged and the hamlet was destroyed.
The Allies liberated Calais between 27 and 30 September 1944. Calais-Ville station had been severely damaged in 1940, and further damaged in 1944. The remaining station building were demolished and temporary buildings erected to serve until the station was rebuilt. This would occur after the CF AC closed in 1955.
Services in 1945 were very restricted even worse than they had been in 1944. The through service from Anvin to Calais was not reinstated post-war. In 1947, locomotive No. 13 was transferred to the VFIL Oise network. It is preserved at the MTVS, Butry-sur-Oise, Oise. In 1948, the workshops at Lumbres built an 0-6-0 diesel locomotive using the chassis of a steam locomotive. Fitted with a Willème engine, it was numbered 301. It is preserved on the Chemin de Fer de la Baie de Somme. Two 6-wheeled diesel locomotives were built in 1948 for the VFIL Flandres network. They were numbered 351 and 352. They are also preserved at the CFBS. In 1948, several stations became unstaffed on Sundays, with the tokens being altered to take this into account. In 1949/50, two Billard A80D1 railcars were bought from the CF Dordogne, with a third, engineless, railcar for use as a trailer.
In 1951, a Billard A80D2 railcar was bought from the CF Vendée. In 1951/52 two Billard A150D6 railcars and three trailers were bought from the Tramways d'Ille-et-Vilaine. On 31 September 1952, the Anvin-Fruges section was closed to all traffic. In 1945-55, railcar CGL1 was rebuilt at Lumbres. It re-entered service in February 1955. The last trains ran on 28 February 1855 with the remainder of the CF AC closing on 1 March. Bus services would replace passenger trains and the SNCF provided a freight service using lorries. Many steam locomotives were scrapped at Lumbres in 1956. The railcars were sold. CGL1 was sold to the SE for use on the Réseau des Bains de Mer and is now preserved on the CFBS. M41 went to the VFIL Oise, M42-43 went to the VFIL Flandres. The Billard A80D1s went to the CF de Corrèze whilst the Billard A80D2 went to the VFIL Oise. The Billard A150D6s and the R210 trailers went to the CFD du Tarn. Locomotive 301 was sold to the CF Ardennes. When that line closed in 1961, it was sold to the SE for use on the RBM and is now preserved on the CFBS. Locomotives 650-52 were also sold to the CF Ardennes. On closure, two were sold to a cement works at Haubourdin, Nord and the other to a steel works at Isbergues. All three were scrapped in 1975.

Operation

The line was operated on a token system. Unusually for France, where a paper token was the norm for minor lines, brass tokens were in use. If two or more trains were to travel in the same direction, a paper token was issued to all but the last train, which carried the brass token. Trains had a crew of three: the conducteur or chef de train, who was in overall charge of the train, the chauffeur and the mécanicien. At stations, the departure of a train would be signalled by the station master blowing a whistle. The conducteur then blew a small trumpet to indicate that he agreed the train was ready to depart, and the mécanicien then started the train. No through ticketing arrangement existed with the CF du Nord.

Accidents and incidents

There were many accidents and incidents on the CF AC. Most were of a minor nature, but a few were more serious.
Type 1 stations were located in the chief towns of cantons which did not have a standard gauge railway. These were of a standard design with a two-storey main building and a single story wing for freight. Type 2 stations were similar to type 1 but smaller. These were located at smaller towns. Halts just had a single storey building, all of which were later extended. Arrêts were provided with a small shelter.
Other industries served by the line were a sandpit at Berthem, a quarry between Bonningues and Journy, a paper mill at Vedringhem and a sandpit at Zutkerque.

Rolling stock

Locomotives

The following steam locomotives operated on the CF AC.
No. and nameBuilderYearWheel arrangementNotes
1 FrugesSACM18800-6-2TEntered service January 1882. Scrapped at Lumbres, 1956.
2 FauquemberguesSACM18800-6-2TEntered service January 1882.
3 GuînesSACM18800-6-2TEntered service August 1881.
4 CalaisSACM18810-6-2TEntered service August 1881.
5 ArdresSACM18810-6-2TEntered service August 1881. Scrapped at Lumbres, 1956.
6 LumbresSACM18810-6-2TEntered service January 1882. Scrapped at Lumbres, 1956.
7 HeuchinSACM18820-6-2TEntered service July 1882. Scrapped at Lumbres, 1956.
8 AnvinBatignolles18780-6-0TUsed during construction of line. To CF d'Allier in 1886.
8 Saint PierreSACM18820-6-2TEntered service May 1883. Scrapped at Lumbres, 1956.
9 TournehemPinguely19000-6-0TScrapped at Lumbres, 1956.
10 RimeuxSACM19240-6-0TTo CF ARB in 1900
13Pinguely2-6-0TEx Sucrerie'' Trézennes and Ligne Berck-Plage à Paris-Plage No. 3. To CF de MF & NGL in 1947. Preserved at MTVS, Butry-sur-Oise.
20ANB19062-6-0T
22ANB19092-6-0TEx CF Guise-Hirson No. 1. Entered service 1910, purchased in 1912. Scrapped at Lumbres, 1956.
23ANB19092-6-0TEx CF Guise-Hirson No. 2. Entered service early 1920s. Scrapped at Lumbres, 1956.
24ANB19092-6-0TEx CF Guise-Hirson No. 3. Entered service early 1920s. Scrapped at Lumbres, 1956.
25ANB19092-6-0TEx CF Guise-Hirson No. 6. Entered service early 1920s. Scrapped at Lumbres, 1956.
51SLM19112-10-0TEx CF Guise-Hirson. Entered service early 1920s. Scrapped at Lumbres, 1956.
52SLM19112-10-0TEx CF Guise-Hirson. Entered service early 1920s. Scrapped at Lumbres, 1956.
120ANB19242-6-0TScrapped at Lumbres, 1956.
121ANB19242-6-0TScrapped at Lumbres, 1956.
126ANB19242-6-0TScrapped at Lumbres, 1956.
161Henschel19170-6-0+0-6-0TWorks No. 15161. Captured during World War I. Entered service c.1931. Scrapped 1940s.

The following diesel locomotives operated on the CF AC.
No.BuilderYearWheel arrangementNotes
301VFIL, Lumbres19480-6-0To CF Ardennes 1955. Preserved at CFBS.
650Ateliers CF Dordogne19460-6-0To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.
651Ateliers CF Dordogne19470-6-0To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.
652Ateliers CF Dordogne19470-6-0To CF Ardennes 1955 then Cimenterie d'Haubourdin 1961. Scrapped 1975.

Railcars

The following railcars and trailers operated on the CF AC.
No.BuilderTypeYearNotes
CGL 1VFIL, Lumbres1930sRebuilt 1955. To CFBS 1957 as M 31. Preserved.
RS 1Renault-Scemia1924Petrol engine. Rebuilt and shortened 1933/4 to become CGL11.
ARB 1VFIL, Lumbres1932De Dion petrol engine. Scrapped post-1955
RS 2Renault-Scemia1925rebuilt 1934/5 as PdC 101
ARB 3VFIL, Lumbres1932Unic diesel engine. Scrapped post-1955.
ARB 4VFIL, Lumbres1933/4Unic diesel engine. Scrapped post-1955.
ARB 5VFIL, Lumbres1933/4Unic diesel engine. Scrapped post-1955.
CGL 6VFIL, Lumbres1933/4Unic diesel engine. Scrapped post-1955.
CGL 7VFIL, Lumbres1933/4Unic diesel engine. Scrapped post-1955.
CGL 11VFIL, Lumbres1933/4Diesel engine
CGL 26BillardA150D61947From Tramways Ille-et-Vilaine. To CFD du Tarn 1955.
CGL 27BillardA150D61947From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
PdC 101VFIL, Lumbres1934/5 Berliot diesel engine.
608BillardA80D11938From CF Dordogne in 1949/50. To CF Corrèze in 1955.
610BillardA80D11938From CF Dordogne in 1949/50. To CF Corrèze 1955.
704BillardA80D21939From CF de la Vendée in 1951. To VFIL Oise, 1955.
CGL Ra20BillardR2101938Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
CGL Ra21BillardR2101938Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
CGL Ra22BillardR2101938Trailer. From Tramways Ille-et-Vilaine. to CFD du Tarn 1955.
Ra 606BillardA80D1Trailer, former railcar with engine removed. From CF Dordogne in 1949/50. To CF Corrèze 1955.

Passenger stock

The CF AC purchased 32 four-wheel carriages and one bogie carriage for the commencement of services in 1881. The four-wheelers cost from ₣3,650 to ₣5,725 each and the bogie carriage cost ₣8,000. The four-wheelers consisted 20 third class and 12 composite and 7 first and second class ). The bogie coach seated 56. Three more bogie third carriages were purchased in 1886. By 1893, the CF AC had acquired at least one, and maybe three more bogie carriages. These seated 16 first class and 20 second class, plus baggage space which included a dog kennel. In 1912, four more bogie composite carriages were bought from Blanc-Misseron. Two were tri-composites, the others were secon and third class only. Four flat wagons were capable of being converted to passenger carriages as required. Eight luggage vans were purchased for the opening of the line. Twelve bogie carriages and two luggage vans were bought from the CF Guise-Hirson in 1921.

Freight stock

By the time the line was completed in 1883, freight stock consisted 30 ballast wagons, 40 open wagons, 42 flat wagons and 60 vans. Wagons cost from ₣1,123 to ₣2,350 each. In 1921, 22 vans and 40 open or flat wagons and a rail-mounted crane were bought from the CF Guise-Hirson. A further 29 wagons would be purchased at a later date.