![]() during hostilities, no maintenance work was undertaken, and by 1919, the permanent way was in a deplorable states. Until the Great War, the permanent way was well-maintained. However the war of 1914-1918 brought significant disturbance to the network, as it did to many French networks then in service. This, says Lacombe, is worthy of note as there were many unfinished networks of this type in France. Ultimately, 12 years after work commenced in 1898, the last line was completedcompleted in 1910. A decree made on 6th September 1904 regularised these changes and a second decree on 2nd February 1905 confirmed the final table of lines. These lengths included sections between: Saint-Pierre-des-Champs and Pierredroite St~Martin~le~Viel and Alzonne Ferrals, Corbieres and Villerouge Bizanet and Villedaigne. Particular lengths were clearly unlikely to be profitable and were abandoned. Some lines were extended, some shortened. Various changes were made to the planned works during construction. As a result of the popularity of this line, the Compagnie des Tramways de l’Aude was authorized, by decree of 1st July 1901, to raise its capital to 12,850,000 francs, which provided sufficient funds for the completion of the network. Routinely, three daily round trips took place on this line. The first line to open to the public was that between Carcassonne, Caunes and Conques, on Sunday, 10th March 1901. Completion/opening dates were provided in the first post in this series. The line located in the Hérault, and the connection to Caunes were separately added to the concession in June 1900 and declared to be of public utility in October 1900.Ĭonstruction work started on 1st May 1898. A decree dated 8th March 1899 replaced a company owned by Mr. Mr Hely d’Oissel was the Chairman of the Board of Directors. It was named as the “Compagnie des Tramways a Vapeur du Department de l’Aude” (TVA or TA). A limited company was very quickly constituted in Paris (56, Rue de Provence) with a capital of 4 ,500,000 francs. The proposed network was declared as being of public utility in a decree dated 25th March 1898. ![]() This is particularly true for the line to Olonzac in Hérault. It also extended outside the Department de l’Aude to allow important connection to the Bordeaux to Sets railway line. The network linked the chief towns of the canton which were not served by the Compagnie du Midi. We outlined the lines involved in the first post in this series: The result was the adoption of a planned departmental network of over 300km in total. This work culminated in a public utility inquiry sanctioned on 8th January 1898. A series of different tramway/railway projects were considered and by 1895 the Department set up a study group to look at the creation of a network of line ‘of local interest’. Transport by road was at a premium, capacity was low and tariffs were high. The Department provided an overabundance of agricultural produce and its vineyards were prolific but transport difficulties were almost insurmountable. It was crossed at its widest point by the Bordeaux-Sete line. History: The Department de l’Aude was not well-served by standard gauge lines (and the network of general interest). In his first artic! e, published in October 1961, he covers the history of the network and some basic network details. By 1961, it had disappeared from the public consciousness. Lacombe said, in 1961, that network of the Tramways de l’Aude was not remembered well. Another post will look at the remaining articles by C. In addition a short set of notes are provided about the Compagnie du Midi which also served the department de l’Aude. It is not a direct translation, and it seeks not to repeat information already provided in the first post in this series. This second part of the overview of Les Tramways de l’Aude is based on the first of a series of three articles provided by Loco-Revue in its magazine in late 1961, written in French by C. ![]()
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