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Paris-Saint-Lazare to Saint-Germain-en-Laye Line

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Paris-Saint-Lazare to Saint-Germain-en-Laye line
Overview
OwnerSNCF up to Nanterre-Université,
RATP beyond.
Line number975,000
Locale France
Termini
  • 1837
  • 1847
Service
ServicesTransilien L and Fret up to Nanterre,
RER A beyond
Operator(s)SNCF up to Nanterre-Université,
RATP beyond.
History
Concessionaires
Technical
Line length20.4 km
Number of tracksDouble track
Track gaugeStandard (1.435 m)
Electrification(1924 – 1972)
25 kV – 50 Hz
From Paris-Saint-Lazare to Nanterre
1500 V DC
From Nanterre to Saint-Germain-en-Laye
SignallingABS
Maximum incline35‰

The Paris-Saint-Lazare to Saint-Germain-en-Laye line is a French suburban double-track railway line, 20.4 kilometers long, connecting the Paris-Saint-Lazare station (in the 8th arrondissement of Paris) to the Saint-Germain-en-Laye station, in the Yvelines department. It is designated as line No. 975 000 of the national railway network.

Inaugurated in 1837 between Paris and Le Pecq, it was the first railway line built departing from Paris and also the first in France designed solely for passenger transport and operated with steam locomotives. This came five years after the opening, between 1830 and 1832, of the Saint-Étienne to Lyon line, granted to brothers Paul and Marc Seguin. That line was intended for freight and passenger transport, with traction provided by Seguin locomotives equipped with tubular boilers. On the Saint-Étienne to Andrézieux line, the first railway line built on the continent and opened in 1827, horse-drawn traction was initially used.

The Paris to Le Pecq line was modernized during the 1920s with third-rail electrification and the introduction of Standard [fr] trainsets. Since 1972, its western half has been incorporated into line A of the RER and operated by the Régie Autonome des Transports Parisiens (RATP). The remainder of the line is operated by the Société Nationale des Chemins de fer Français (SNCF) and forms a branch of Transilien line L [fr].

History

[edit]

The birth of railways in France

[edit]

In 1825, the Stockton and Darlington Railway was put into service in Great Britain. It was the first in the world to transport passengers using steam locomotives. In 1827, the Saint-Étienne to Andrézieux line was launched in France. As the first railway in continental Europe, it was designed for freight traffic with horse traction before transitioning to steam locomotives. This line was extended to Roanne, 80 km north, in 1833. To cross the mountainous pass of Neulise, between Balbigny and L'Hôpital-sur-Rhins, it used four inclined planes inspired by those used for riverboats in England. That same year, the horse-drawn Budweis–Linz–Gmunden railway was opened in Austria.[1]

From 1830 to 1832, the Saint-Étienne to Lyon railway line was opened. It was the first in France to experiment with steam locomotive traction and, starting in 1831, passenger transport. In 1835, lines from Brussels to Mechelen in Belgium and from Nuremberg to Fürth in Bavaria were inaugurated elsewhere in Europe. In this context, a railway line linking Paris to Saint-Germain-en-Laye was envisioned by the Pereire brothers, who requested the concession in 1832.[1]

The first railway line in Île-de-France

[edit]
The Pereire brothers.

The success of the Saint-Étienne to Lyon railway line[2] quickly made the state aware of the importance of developing this new mode of transport. The speed and cost-efficiency of rail transport brought immediate economic growth to the Saint-Étienne region in the early 1830s. Therefore, it seemed essential to build a line departing from the capital, to introduce the public to this new means of transport and thus generate interest among politicians and financiers.[3]

Eugène Flachat, engineer and director of the company.

The Pereire brothers[4] were the first to propose constructing a line from Paris and requested the concession as early as 1832. They were granted it by a law passed on September 9,[5] 1835, and subsequently established the Compagnie du chemin de fer de Paris à Saint-Germain [fr] on November 2 to manage the line’s construction and operation. The company was authorized by a royal ordinance on November 4, 1835.[6] The line was intended to link the capital to Saint-Germain-en-Laye, a popular Sunday destination for Parisians, whose proximity to Paris meant limited investment would be required. Moreover, its location west of Paris made this segment the first link in the planned major line to Rouen, which was considered a priority.[7] The studies were conducted by civil engineers Eugène Flachat and his brother Stephane Mony (Flachat), along with mining engineers Émile Clapeyron and Gabriel Lamé.[8] Later, Stephane Mony (Flachat), Clapeyron, and Lamé became engineers for the company,[9] and Eugène Flachat became its director.[8]

The route to Le Pecq, 19 kilometers long, lies on flat terrain and, apart from two river crossings, faces few construction challenges. With neither significant gradients nor tight curves, it required only a few engineering structures: two bridges over the Seine—the Asnières railway bridge [fr] and the Chatou railway bridge [fr]—as well as the Batignolles tunnel [fr], 321 meters long, to cross the Monceau hill (demolished between 1922 and 1926). Initially, simple wooden bridges sufficed. The works progressed quickly under the supervision of Eugène Flachat.[8] The construction of the tunnel provoked mockery. François Arago declared: “I affirm without hesitation that, in this sudden passage, people prone to perspiration will be discomforted, that they will catch chest colds and pleurisy.”[10] Another author warned travelers about the “fleeting succession of images sure to inflame the retina.”[11]

Beyond Clichy, in an area still sparsely developed, expropriation posed fewer problems than in the more urbanized surroundings of Paris;[12] the route crossed mostly fields and forests in its final stretch. At the time, the line's terminus was located at the port of Le Pecq,[4] on the right bank of the Seine. The locomotives could not climb the slope up to the Saint-Germain hillside, which towers several dozen meters above the river. The line had only a single track, without even an intermediate passing loop for trains to cross,[7] even though the 1835 specifications required at least two parallel tracks (see the specifications following the Concession Law of the Paris to Saint-Germain Railway, no. 348, dated July 9, 1835, signed by Louis-Philippe, King of the French, Adolphe Thiers, Minister and Secretary of State for the Interior, and Jean-Charles Persil, Keeper of the Seals of France and Minister and Secretary of State for Justice).[12]

The works advanced quickly, as reported by Le Moniteur Universel on August 3, 1836:[13]

The construction of the railway from Paris to Saint-Germain is in full swing along the entire line, despite the harvest season making laborers rather scarce. If one could judge, based on current developments, the impact this railway will have on the areas it crosses, the outcome would be extremely favorable. It is especially a source of prosperity for the commune of Batignolles-Monceaux; all the inns at the Monceaux gate are crowded at mealtimes by the five hundred workers engaged in tunneling in Paris and earthworks on the Batignolles plain. The stream of curious onlookers coming to the plain to watch the maneuvers of the wagons on the provisional tracks—already laid for a great distance—sustains extraordinary activity in the commune.

While the construction of the line itself posed few issues, the placement of the station (called “embarcadère” at the time) in Paris sparked heated debates. The Pereire brothers wanted the station to be located at Place de la Madeleine (see Gare de la Madeleine [fr]), with a viaduct along Rue Tronchet heading toward Batignolles. However, after protests from residents, the station was ultimately placed below Place de l’Europe [fr]. The facilities were rudimentary, and access was via ramps and staircases.[7][14] Since the slope of Saint-Germain was too steep for a steam train to climb, the terminus was established at Le Pecq, and a stagecoach provided passenger transport to Saint-Germain.[15]

The line inauguration took place on August 24, 1837, in the presence of the royal family, notably Queen Marie-Amélie, though King Louis-Philippe was absent. At the time, he preferred to travel by horse-drawn carriage, and the government had discouraged him from risking such a journey.[14] The inaugural trip took 25 minutes. The event received considerable attention and was widely reported in the press. Two days later, on August 26, the line opened to the public, and Parisians flocked to discover the new railway at the station on Place de l’Europe: 18,000 passengers were transported on the first day of operation.[7]

In the Journal des débats politiques et littéraires, Jules Janin raved: “Only yesterday, going to Saint-Germain was a journey; today it’s nothing more than stepping out of your house.” L’Écho français praised the technical achievement (“We were struck to the highest degree by the magic of this communication, so rapid and almost instantaneous”), while also qualifying its remarks: “But the eccentricity of the departure and arrival points makes it more an object of curiosity and display than of usefulness and practical operation.” The line’s lasting success would go on to disprove this reservation.[16] Parisians appreciated the speed of the journey, which took less than half an hour. This represented a major improvement over the coucous—small horse-drawn carriages—which took 5 to 6 hours to travel from the Tuileries to Saint-Germain.[17]

At the start of operations, ten round-trip trains per day were operated using a single trainset. Departures were scheduled every 90 minutes from 6:00 a.m. to 12:00 p.m. and again from 2:30 p.m. to 8:30 p.m. Departures from Le Pecq took place 45 minutes later. However, this limited operation improved just a few months later with the addition of a second track in 1838. That same year, the first stations in Nanterre and Chatou were opened, followed by two more in Rueil and Colombes in 1844.[17][14] Listed on the stock exchange, the company shares operating the Paris to Saint-Germain line quickly doubled in value, reaching 1,072 francs in 1838.[18][19]

The atmospheric railway

[edit]
See also: Atmospheric railway
December 1844 map of the atmospheric railway between Le Pecq and Saint-Germain, crossing the Bois du Vésinet, the terrace and the forest of Saint-Germain and arriving at the Place du Château.

The development of the atmospheric railway technique in England made it possible to consider an extension with a steep gradient from Le Pecq to Saint-Germain. This system separated the traction effort from wheel adhesion.[20]

On August 5, 1844, a law approved a credit of 1.8 million francs for testing an atmospheric railway.[21] On September 10 and October 20, 1844, agreements were signed between the Minister of Public Works and the Paris to Saint-Germain Railway Company for the test to be carried out between Nanterre and the plateau of Saint-Germain, including an extension of the line from the Le Pecq terminus to the said plateau. These agreements were ratified by royal decree on November 2.[22]

Construction of the extension began in 1845;[23] it included building a wooden bridge over the Seine, followed by a masonry viaduct with twenty arches. The route reached the center of Saint-Germain-en-Laye by passing under the château terrace [fr] via two successive tunnels. The terminal station was installed in a trench within the château park, breaking the symmetry of Le Nôtre’s gardens in the process—but without drawing protest. The line was thus extended by 1.5 kilometers on April 15, 1847, with a 35 mm/m gradient, which was considered steep for a railway.[17][24]

On the uphill journey, the rising track contained a cast-iron tube 63 cm in diameter, split at the top, with its seal ensured by two leather flaps. Inside, a piston connected to a leading car pushed the flaps open as it moved forward and allowed them to close again afterward. This setup allowed suction to be applied to pull the train up the incline. Pumps created a vacuum in the tube, drawing in the piston and thereby propelling the leading car,[25] which pulled the rest of the train like a conventional locomotive. These pumps were powered by two steam engines with a combined output of 200 horsepower, placed between the two tunnels of Saint-Germain. They produced an airflow of four cubic meters per second—enough to move a train uphill at a speed of 35 km/h.[17]

For the return trip, the train descended by simple gravity to Le Pecq, where the steam engine used for the outbound trip was waiting to pull it back to Paris. The system worked with mixed results, but the rapid technological advances that soon brought more powerful locomotives led to its abandonment as early as 1860 in favor of standard steam traction relying solely on wheel adhesion. Starting on July 3, 1860, a 0-6-0 (type 030) locomotive[26] was stationed at Le Pecq at the rear of the train to provide pushing support to the leading engine. This operation continued for over sixty years until the line's electrification.[17][27]

The engine carriage of the atmospheric railway, withdrawn in 1859.
Cross-section of the locomotive used for the Saint-Germain incline, after 1860.
Saint-Germain-en-Laye station, circa 1900.

Steam traction

[edit]
Western Railway - 1859.

The population growth of the towns along the line led to the creation of new stops. The Vésinet station was opened in 1859, coinciding with the development of this new town through the subdivision of the forest. That year, the line offered sixteen round trips per day, with one train per hour, carrying 2,300,000 passengers.[28] Twenty years later, that number had grown to 4,200,000, with twenty-two round trips per day. The total journey time from end to end reached 47 minutes, but it was reduced to 33 minutes with the introduction of semi-direct trains from Paris to Rueil-Malmaison.[29]

Contrary to what Pereire had planned, the line was not extended beyond Saint-Germain-en-Laye. However, several other lines branched off from it at various points along its route. The first was the Paris–Saint-Lazare to Versailles–Rive-Droite line [fr], created in 1839, which diverged at Asnières to follow the left bank of the Seine to Saint-Cloud.[30] Then came the Paris–Saint-Lazare to Le Havre line, established in 1843, which split off at Colombes and headed toward Poissy, Mantes-la-Jolie, and Rouen. With the increasing number of trains, the modest Europe terminal quickly became too cramped. In 1843, the tracks were extended 300 meters south along Rue d’Amsterdam [fr], and a new station was built on Rue Saint-Lazare, from which it took its name.[29]

Other lines were soon added to this shared trunk: the Argenteuil line [fr] in 1851, branching from Asnières, and the Auteuil line in 1854, branching off in the Batignolles district of Paris.[30] All these were created by separate companies that had to run their trains on the same tracks, despite successive additions, and share the same terminus station—an arrangement that created increasing operational difficulties.[31] To resolve these issues, on January 30, 1855, the companies operating the Paris–Saint-Germain, Paris–Rouen, Rouen–Le Havre, the Ouest, and Paris–Caen–Cherbourg lines signed a merger agreement. This was ratified by conventions signed on February 2 and April 6 between the Minister of Public Works and the companies. Finally, the merger was approved by an imperial decree on April 7, 1855.[32] This merger gave birth to the Compagnie des chemins de fer de l’Ouest. Thanks to its numerous lines serving the western suburbs of Paris in great detail, the Gare Saint-Lazare became the capital’s busiest station, with traffic doubling every twenty to twenty-five years for over a century.[29][28]

The overlapping of long-distance and suburban services led the Compagnie de l’Ouest to create a new route to better separate traffic flows. In 1892, the Saint-Germain line was rerouted through Bécon-les-Bruyères and La Garenne, and no longer served Colombes-Embranchement (Bois-Colombes).[30] The following year, a zone-based service was introduced, establishing intermediate termini where local suburban trains would stop, while trains serving the outer suburbs ran non-stop from Paris to these partial termini.[33][31]

Electrification of the Western network

[edit]

As early as the late 19th century, the Compagnie de l’Ouest was considering electrifying its suburban lines. The poor acceleration of steam locomotives and the inevitable shunting in terminus stations, despite improvements in operations, limited line capacity.[33] Additionally, operating dense suburban traffic with steam increasingly led to financial losses. In 1908, the company’s critical financial situation led to its takeover by the state, which assumed operation of the lines on January 1, 1909.[31]

The line electrification was carried out progressively from 1924 to 1927, with power supplied via a 750 V direct current third rail. Electrification reached Bécon-les-Bruyères on April 27, 1924,[34] Rueil-Malmaison on June 27, 1926,[34] and finally Saint-Germain-en-Laye on March 20, 1927.[34] In October 1972, the power system on the section from Nanterre-Université (formerly known as La Folie halt) to Saint-Germain was converted to overhead catenary power, eliminating the third rail. The new supply used a 1,500 V direct current in preparation for integration into the RER Line A operated by the RATP. The section from Paris–Saint-Lazare to Nanterre-Université was re-electrified with a 25 kV 50 Hz AC catenary on September 15, 1978,[34] and also lost its 750 V DC third rail. The Nanterre-Université station does not provide an electrical interface between the two types of current, although a non-electrified exchange track does exist between the two halves of the line.[31]

Integration into RER Line A

[edit]
An MS 61 train from line A of the RER on the railway bridge at Chatou [fr].

During the 1960s, the terminal section of the Saint-Germain line was designated for integration into the new East–West line of the regional metro system. This change helped reduce the number of services operating from Gare Saint-Lazare, which was nearing saturation.[31]

Integrating the segment from Nanterre-Université to Saint-Germain-en-Laye required significant adaptation work, especially the re-electrification with 1,500 V direct current catenary to accommodate MS 61 trainsets. All stations along the section were also rebuilt in the process.[35]

On October 1, 1972, this section was transferred by the SNCF to the RATP to be incorporated into RER Line A. The original route was then split in two: the first section, from Gare Saint-Lazare to Nanterre-Université, became part of the Saint-Lazare suburban network, which would later become part of Transilien Line L, while the second section, from Nanterre-Université station (then called La Folie–University Complex) to Saint-Germain-en-Laye station, became part of RER Line A.[36]

In 2017, during preventive archaeological excavations as part of an urban development project, researchers from INRAP [fr] uncovered the remains of the substructure of the original Le Pecq station, the former terminus of the line in 1837. Over eleven weeks of meticulous research covering approximately 1,600 m², archaeologists unearthed building structures and the locomotive turntable, uniform buttons belonging to station staff, and gilded ceramic tableware used in the station restaurant.[37][38]

The line

[edit]

Route

[edit]

The line originates at Paris-Saint-Lazare Station. It heads northwest, serving the stations of Pont-Cardinet (Paris 17th arrondissement) and Clichy–Levallois, before reaching Asnières. The route then veers southwest, serving the stations of La Garenne-Colombes and Nanterre–Université, which has been the line terminus since 1972. The historical line, whose terminal section was incorporated into RER A in 1972, continued toward Nanterre–Ville, Rueil-Malmaison, and then Le Pecq. This route was extended in 1847 to reach Saint-Germain-en-Laye.[39][30]

East entrance to the Saint-Germain-en-Laye tunnel.

The line cuts through the meanders of the Seine and crosses the river three times: at Asnières, Chatou, and Le Pecq. Its profile is relatively flat, except in the final section between Le Pecq and Saint-Germain-en-Laye, which features a steep two-kilometer incline. This final segment includes a tunnel that allows the line to pass beneath the terrace of the château.[40]

Engineering structures

[edit]

The four main engineering structures along the line are the Asnières railway bridge [fr], the Chatou railway bridge [fr], the Le Pecq railway viaduct [fr], and the Saint-Germain-en-Laye tunnel. In addition, the line is crossed by many road bridges, such as the Pont des Couronnes.[41]

Equipment

[edit]

From Paris to Nanterre–Université, the line is electrified like the rest of the Saint-Lazare network, with 25 kV – 50 Hz single-phase alternating current.[42] It is equipped with BAL (automatic light block signaling),[43] KVB (speed control by beacons),[44] and a ground-to-train radio link without data transmission but with identification.[45]

From Nanterre–Université to Saint-Germain-en-Laye, the line is electrified like the rest of the RATP RER network, with 1,500 V direct current, RATP BAL signaling, and KCVB (a variant of KVB used by RATP).[46]

Speed limits

[edit]

The speed limits for the line in 2014 in the SNCF zone, for electric multiple units and V140 trains in the odd-number direction, are shown in the table below, though some train categories—such as freight trains—are subject to lower limits.[47]

From To Limit
Paris-Saint-Lazare Portique A3 (km 0.430) 30
Portique A3 (km 0.430) Pont-Cardinet 60
Pont-Cardinet Les Vallées 70
Les Vallées Nanterre-Université 90

See also

[edit]

References

[edit]
  1. ^ a b Association pour l'histoire des chemins de fer (AHICF). La ligne de Paris à Saint-Germain, 1837-2012 [The line from Paris to Saint-Germain, 1837-2012] (in French). Les Rails de l’histoire hors série. p. 3.
  2. ^ "La Vie du Rail - La naissance des chemins de fer en France" [La Vie du Rail - The birth of the railways in France] (in French). Archived from the original on February 23, 2006.
  3. ^ Robert 1983, p. 389
  4. ^ a b Figuier 1867, pp. 297–298
  5. ^ "N° 348 - Loi qui autorise l'établissement d'un Chemin de fer de Paris à Saint-Germain : 9 septembre 1835" [No. 348 - Law authorizing the establishment of a railroad from Paris to Saint-Germain: September 9, 1835]. Bulletin des lois du royaume de France (in French). 7 (150). Paris: Imprimerie royale: 177–190. 1835.
  6. ^ "N° 9017 - Ordonnance du Roi portant autorisation de la société anonyme formée pour l'établissement et l'exploitation du Chemin de fer de Paris à Saint-Germain : 4 novembre 1835" [No. 9017 - Royal Decree authorizing the public limited company formed for the establishment and operation of the railway from Paris to Saint-Germain: November 4, 1835]. Bulletin des lois du royaume de France (in French). 7 (170). Paris: Imprimerie royale: 845–854. 1835.
  7. ^ a b c d Robert 1983, p. 390
  8. ^ a b c Figuier 1867, p. 300
  9. ^ Compagnie du Chemin de Fer de Paris à Saint-Germain 1835, p. 3
  10. ^ Lemoine, Alain (1986). Des Ternes aux Batignolles: promenade historique dans le XVIIe arrondissement [From Ternes to Batignolles: a historical walk in the 17th arrondissement] (in French). Paris: Mairie du XVIIe et Musée Carnavalet. p. 72. ISBN 9782905118042.
  11. ^ Lesbros, Dominique (2013). Promenades dans les villages de Paris-Batignolles [Walks in the villages of Paris-Batignolles] (in French). Paris: Parigramme. p. 14. ISBN 9782840968368.
  12. ^ a b Dubout, Marc. "La ligne Rueil-Gare—Port-Marly devenue Paris—St Germain-en-Laye puis ligne 58" [The Rueil-Gare—Port-Marly line became Paris—St Germain-en-Laye and then line 58] (in French).
  13. ^ "Le Moniteur universel du 3 août 1836, p. 1696" [Le Moniteur universel of August 3, 1836, p. 1696] (in French). Archived from the original on September 16, 2018.
  14. ^ a b c "Ligne Paris - Saint-Germain-en-Laye - Définition" [Paris - Saint-Germain-en-Laye line - Definition]. Techno-Science (in French).
  15. ^ "Chemin de fer de Paris à Saint-Germain" [Railway from Paris to Saint-Germai]. The Atmospheric Road (in French). 2018.
  16. ^ Guédon, Claire (September 3, 2017). "Paris/Saint-Germain : la première ligne voyageurs de France a 180 ans" [Paris/Saint-Germain: France's first passenger line is 180 years old]. Le Parisien (in French).
  17. ^ a b c d e Robert 1983, p. 391
  18. ^ Colling 1949, p. 225
  19. ^ "Petite histoire de la ligne de Paris à Saint Germain-en-Laye - 2/3" [A brief history of the line from Paris to Saint Germain-en-Laye - 2/3]. Le carnet du CFC (in French).
  20. ^ Smith 2009
  21. ^ "N° 11408 - Loi qui ouvre un crédit pour un essai du système de chemin de fer atmosphérique : 5 août 1844" [No. 11408 - Law granting credit for a trial of the atmospheric railway system: August 5, 1844]. Bulletin des lois du royaume de France (in French). 29 (1124). Paris: Imprimerie royale: 253–254. 1844.
  22. ^ "N° 11620 - Ordonnance du Roi relative à l'établissement d'un chemin de fer atmosphérique entre Nanterre et le plateau de Saint-Germain : 2 novembre 1844" [No. 11620 - Royal Order relating to the establishment of an atmospheric railway between Nanterre and the Saint-Germain plateau: November 2, 1844]. Bulletin des lois du royaume de France (in French). 29 (1149). Paris: Imprimerie royale: 714–719. 1844.
  23. ^ Figuier 1867, p. 384
  24. ^ "New York Times, November 10, 1852" (PDF).
  25. ^ Figuier 1867, p. 385
  26. ^ Figuier 1867, p. 389
  27. ^ Smith 2009
  28. ^ a b Caron, François (1997). Histoire des chemins de fer en France [History of the railways in France] (in French). Paris: Fayard.
  29. ^ a b c Robert 1983, p. 392
  30. ^ a b c d "Deux siècles d'histoire ferroviaire" [Two centuries of railway history]. SNCF (in French). February 26, 2024.
  31. ^ a b c d e Stoskopf, Nicolas; Pierre Lamard, Pierre (2011). Transports, territoires et société [Transport, territories and society] (in French). Picard.
  32. ^ "N° 2877 - Décret impérial qui approuve la convention passée, les 2 février et 6 avril 1855, entre le ministre de l'Agriculture, du Commerce et des Travaux publics et les Compagnies des chemins de fer de Paris à Saint-Germain, de Paris à Rouen, etc. : 7 avril 1855" [No. 2877 - Imperial decree approving the agreement concluded on February 2 and April 6, 1855, between the Minister of Agriculture, Trade and Public Works and the railway companies from Paris to Saint-Germain, from Paris to Rouen, etc.: April 7, 1855]. Bulletin des lois de l'Empire français (in French). 6. Paris: Imprimerie Impériale: 57–58. 1855.
  33. ^ a b Robert 1983, p. 393
  34. ^ a b c d Revue : Chemins de fer, éditée par l'AFAC [Magazine: Chemins de fer, published by AFAC] (in French). AFAC. 1988. p. 261.
  35. ^ Robert 1983, p. 435
  36. ^ Robert 1983, p. 437
  37. ^ Delcros, Marine. "Le Pecq : Des vestiges de la gare de 1837 découverts" [Le Pecq: Remains of the 1837 station discovered]. 78actu (in French). Archived from the original on October 26, 2022.
  38. ^ "VIDEO. Yvelines : des archéologues découvrent la première gare de voyageurs de France" [VIDEO. Yvelines: archaeologists discover France's first passenger station]. Le Parisien (in French). June 5, 2017. Archived from the original on June 5, 2017.
  39. ^ Galoin, Alain (2006). "Le Chemin de fer à Paris" [The railroad in Paris]. Nouvel Éclairage sut l'Histoire (in French).
  40. ^ Beyer, Antoine (2025). "Quelles perspectives pour le fret ferroviaire francilien ?" [What are the prospects for rail freight in the Paris region?]. L'institut Paris Region (in French).
  41. ^ Collardey, Bernard (2022). "Viaducs ferroviaires en France" [Railway viaducts in France]. Rail Passion (in French).
  42. ^ "RFF - Carte des lignes électrifiées" [RFF - Map of electrified lines] (PDF) (in French). Archived from the original (PDF) on December 26, 2013.
  43. ^ "RFF - Carte des modes d'espacement des trains" [RFF - Map of train spacing] (PDF) (in French). Archived from the original (PDF) on October 20, 2014.
  44. ^ "RFF - Carte des lignes équipées de contrôle de vitesses" [RFF - Map of lines equipped with speed checks] (PDF) (in French). Archived from the original (PDF) on December 21, 2014.
  45. ^ "RFF - Cartes des lignes équipées de liaisons avec les trains" [RFF - Maps of lines equipped with train connections] (PDF) (in French). Archived from the original (PDF) on December 21, 2014.
  46. ^ Rétiveau, Roger (1987). La signalisaion ferroviaire [Railway signaling] (PDF) (in French). Presses de l'ecole nationale des Ponts et chaussées.
  47. ^ SNCF/RFF technical information - RT 3007 Paris-Saint-Lazare - Nanterre-Préfecture - Cergy le Haut - Poissy - Nanterre-Université - Rueil-Malmaison.

Bibliography

[edit]
  • Compagnie du Chemin de Fer de Paris à Saint-Germain (1835). Chemin de fer de Paris à Saint-Germain [Railway from Paris to Saint-Germain] (in French). Gregory.
  • Ruelle, Charles-Claude (1837). La science populaire de Claudius : simples discours sur toutes choses : Chemins de fer et voitures à vapeur [Claudius' popular science: simple discourses on all things: Railways and steam engines] (in French). Paris: Jules Renouard et Cie, Libraires.
  • Figuier, Louis (1867). Les Merveilles de la Science : Description populaire des inventions modernes : Machine à vapeur : Bateaux à vapeur locomotive et chemins de fer locomobiles machine électrique paratonnerres pile de volta électro-magnétisme [The Wonders of Science: Popular Description of Modern Inventions: Steam Engine: Locomotive steamboats and locomotive railways electric machine lightning conductors voltaic pile electro-magnetism] (in French). Paris: Furne, Jouvet et Cie, Éditeurs.
  • Colling, Alfred (1949). La Prodigieuse Histoire de la Bourse [The Amazing Story of the Stock Exchange] (in French). Éd. Société d'Éditions Économiques et Financières.
  • Robert, Jean (1983). Notre métro [Our metro] (in French) (2nd ed.). Neuilly-sur-Seine: J. Robert.
  • "Naissance du chemin de fer aux Batignolles" [Birth of the railway at Batignolles]. Des Ternes aux Batignolles : Promenade historique dans le XVIIe arrondissement [exposition, Paris , Mairie du XVIIe arrondissement, [2 octobre-11 ...] et Musée Carnavalet, [5 février-8 mars 1987] [From Ternes to Batignolles: A historical walk in the 17th arrondissement [exhibition, Paris, Town Hall of the 17th arrondissement, [October 2-November 11...] and Carnavalet Museum, [February 5-March 8, 1987]] (in French). Paris: Action Artistique De Paris. 1986. pp. 72–73. ISBN 978-2905118042.
  • Bordas, Claude; Gayda, Marc (1989). De Saint-Germain-en-Laye à Marne-la-Vallée [From Saint-Germain-en-Laye to Marne-la-Vallée] (in French). Éd. de l'Ormet. ISBN 2906575100.
  • Palau, François; Palau, Maguy (1995). Le rail en France : Les 80 premières lignes 1820 - 1851 [Rail in France: The first 80 lines 1820 - 1851] (in French). Palau. ISBN 9782950942104.
  • Carrière, Bruno (1997). Les trains de banlieue [Suburban trains] (in French). Vol. I. Éd. La Vie du Rail. ISBN 2902808666.
  • Collardey, Bernard (1999). Les trains de banlieue [Suburban trains] (in French). Vol. II. Éd. La Vie du Rail. ISBN 2902808763.
  • Douté, Reinhard (2011). Les 400 profils de lignes voyageurs du réseau ferré français [The 400 passenger line profiles of the French rail network] (in French). Vol. 2: Lignes 601 à 990. Paris: Éd. La Vie du Rail. p. 130. ISBN 978-2-918758-34-1.
  • Leroy, Patrice (2012). "La ligne de Paris à Saint-germain, 1837- 2012. Les chemins de fer français ont 175 ans" [The line from Paris to Saint-Germain, 1837-2012. The French railways are 175 years old]. Rails et histoire (in French). ISSN 2116-0031.
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