Nantes – Châteaubriant railway line

Nantes – Châteaubriant
Railcar between Saffré-Joué and Nort-sur-Erdre
Route number (SNCF) :	519,000
Course book route (SNCF) :	370
Route length:	63 km
Gauge :	1435 mm ( standard gauge )
Power system :	Doulon – La Chapelle-sE: 750  =
Power system :	Nantes – Doulon train station and from La Chapelle-sE: 25 kV 50 Hz  ~
Dual track :	Babinière – La Chapelle Center
Legend of Saint Nazaire Tram Nantes , line 1 Nantes train station, formerly Nantes-Orléans 8 intermediate stops on the tram, Tram continuously right next to the railway line to Nantes-État , Saint-Gilles-Croix-de-Vie , Saintes , Tours from Nantes-État and La Roche-sur-Yon 430.4 Doulon at Nantes 431.1 according to Segré 433.1 Haluchère-Batignolles at Nantes 433.4 Saint-Joseph at Nantes Ranzay to Nantes planned Linking train / tram 434.5 Viaduc de la Jonelière ( Erdre ) 434.7 Route national 844 planned link with tram line 2 435.1 Babinière at La Chapelle-sur-Erdre 436.9 Autoroute A11 437.9 Erdre-Active to La Chapelle-sur-Erdre 439.3 La Chapelle-sur-Erdre according to Blain 439.6 La Chapelle Center 440.9 La Chapelle-Aulnay 441.6 Hocmard 445.0 Sucé-sur-Erdre 450.9 Casson 451.0 Canal de Nantes à Brest 456.5 Nort-sur-Erdre 464.0 Saffré - Joué 469.5 Abbaretz 477.6 Don (Vilaine) 479.5 Issé 483.3 La Claie to Issé 487.3 La Cantraie to Erbray from Montoir-de-Bretagne and Ploërmel 491.8 Châteaubriant after Sablé Châteaubriant – Rennes railway line

The Nantes – Châteaubriant railway is a 63 km long French railway operated by SNCF Réseau . It connects the regional capital Nantes with Châteaubriant to the north . It is located entirely in the department of Loire-Atlantique in the Region Pays de la Loire .

It was put into operation in 1877 by the Compagnie du chemin de fer de Paris à Orléans (PO). In 1980, the SNCF stopped passenger traffic and most of its freight traffic before closing the line completely in 2008. In 2014 it was reopened for passenger transport as part of a tram-train project.

history

overview

• 1866 State decision to have the line built and to award the concession to the PO
• December 23, 1877 Opening trip
• 1939 First cessation of passenger traffic
• 1944 Destruction of the pont de la Jonelière by the Germans, thereby cessation of all traffic
• 1948 After the bridge has been rebuilt, it is reopened for passenger and freight traffic
• June 1, 1980 Passenger traffic was stopped again
• 1986 Freight traffic only from Nantes to La Chapelle
• Discussions about reintroduction of passenger transport since 1990s
• 2008 Closure from Doulon
• 9/10 June 2008 Public hearing on the reopening
• November 2008 Establishment of public interest in reopening as a Tram-Train
• February 28, 2014 Reopening of the entire route

prehistory

The cities of Le Mans , Rennes , Nantes and Angers were connected by rail lines between 1851 and 1863. Châteaubriant found itself in the west of a "square of emptiness".

A rail link was seen as an economic salvation that would enable industry and agriculture to flourish; especially the metal industry, which suffered from stiff competition from England. The government primarily wanted to connect Laval (between le Mans and Rennes on the Paris – Brest railway line ) with the Loire ; in addition to a variant to Angers, one to Nantes via Châteaubriant was also under discussion.

In the end it was decided to use two connections. The first led from Sablé to Chateaubriant, which later received a branch to Laval and from which the Sablé – Montoir-de-Bretagne railway developed; it was awarded to the Compagnie des chemins de fer de l'Ouest (Ouest, operator of Paris-Brest) , including the station in Chateaubriant . The connection from Chateaubriant to Nantes was the second concession to the Compagnie du chemin de fer de Paris à Orléans (PO, operator of (Paris–) Tours – Nantes ) and was officially confirmed on July 26, 1866.

Construction, opening and first years of operation

Planning began in 1872 and the final route was approved in December 1873, not without pressure from the municipalities to get a stop in their place. Six intermediate stations were initially planned: Saint-Joseph-de-Porterie, La Chapelle-sur-Erdre , Sucé-sur-Erdre , Nort-sur-Erdre , Abbaretz and Issé . The construction work lasted until the opening voyage on September 23, 1877, on the same day Châteaubriant-Segré (-Sablé) was put into operation. In the following three decades five more train stations opened due to local pressure: Doulon, Casson , Le Pavillon (soon to be renamed Saffré - Joué ), La Claie and La Cantraie.

Steam train in La-Chapelle-sur-Erdre around 1900

Châteaubriant developed into a railway junction in the last quarter of the 19th century. In 1881 the line to Rennes opened , and from 1881 to 1885 the extension of the line from Sablé to Montoir-de-Bretagne was put into operation in stages . In 1896 the line to Messac followed (on the Rennes – Redon railway line ), which was extended to Ploërmel in 1906 . In Doulon there was a connection to the Segré – Nantes railway line from 1885 to 1939 (passenger traffic) or 1989 . A Blain – La Chapelle-sur-Erdre railway branched off from 1901 to 1952 (passenger traffic only until 1939) in La Chapelle .

Passenger traffic until 1980

Nort-sur-Erdre station around 1900 with two steam trains

The route was rarely used by travelers. Until 1980 there were no more than three scheduled round trips a day. The journey time was between two and three and a half hours. In some cases, passenger cars were hung on the freight trains. In 1934 the turnover with passengers was 10,892  francs , less than a quarter of the railway line Saint-Nazaire – Le Croisic also operated by the PO .

In 1938 the trains took 1 hour and 13 minutes. In 1939 the railway was closed to passenger traffic, along with many other branch lines in France. But the buses were partially overcrowded, so that the young SNCF again hung passenger cars on freight trains. In 1944 the Germans blew up the Jonelière bridge, making the route completely unusable.

In 1948 the bridge was rebuilt and both passenger and freight traffic resumed. In passenger traffic, it was mainly used for school and commuter traffic.

End of passenger traffic in 1980

After a corresponding law had been rejected in 1977, the SNCF was allowed on September 24, 1979 to stop unprofitable passenger traffic on branch lines or to shift it to the road. Passenger traffic ended on June 1, 1980, and the withdrawal in the early 1980s affected a total of around 10,000 km of French railway lines.

At that time the deficit of the line was 4.47 million francs. Each train was occupied by an average of 34 passengers, making this railway line the most popular of the connections that were closed at the time.

The last railcar drove there and back on May 31, 1980.

Freight transport

In the 1880s, iron was mainly transported from Segré to the forges and smelters in Nantes, Chantenay, Saint-Nazaire and Trignac. The railway made it possible to develop iron, the metal industry, mechanical engineering and agriculture, the products of which were mainly shipped in Châteaubriant, Nort-sur-Erdre, Abbaretz and Issé. Until 1931, field railways of the Decauville type brought iron ore from the mines near Abbaretz to the stations in Abbaretz and Issé. For some blast furnaces near Abbaretz and in neighboring Moisdon-la-Rivière , the railway was no longer useful, they were too outdated. Representatives of Nort-sur-Erdre also demanded the reopening of a coal mine, the closure of which had been justified in 1864 due to poor transport connections, which the owners refused; In 1927 it was finally filled in.

In 1909, the freight volume in Châteaubriant reached that of the regional competitor in Couëron . At this time until the 1920s, a number of industrial companies were built in the Saint-Joseph area and connected to the Saint-Joseph train station with sidings. Here, in the north of Nantes, the locomotive builders Batignolles-Châtillon , the heating builders Saunier Duval , an agricultural machinery factory and a large mill developed. Something similar happened in Châteaubriant, where the Huard company moved to a new factory at the station in 1907; In 1930 the Leroy foundry was established; the last thing that followed in 1972 was a freight wagon factory with a connection to the line to Montoir-de-Bretagne. All of these companies received or shipped freight by rail; also a dairy in Issé, which produced butter for Paris and London, and agricultural products.

During the period from 1950 to 1970, freight transport was reduced and concentrated on fertilizers from the factories near Issé and Nort-sur-Erdre.

Closure in 2008

After passenger traffic was discontinued in 1980, the route to Issé remained open for the local fertilizer factory. One or two trains a month went to La Rochelle, Alsace and the Pyrenees. After the factory was sold in 1986, this traffic ceased. There was still the beverage manufacturer France Boissons in La Chapelle-sur-Erdre, which held out until 2008, the year in which the fundamental decision was made on the tram train. thus the freight traffic ended on the route.

Reopening projects

Renovation in Issé

Towards the end of the 1970s, a “métro léger” (light rail, the term tram was avoided at the time) was built in Nantes, and part of the railway area was sold for a symbolic franc. > In the 1980s, tram line 1 was extended to Beaujoire station and crosses the railway line at the same height.

Railcars in Sucé-sur-Erdre station in 2014. In some planning variants, electric suburban traffic should have ended here.

When the plans for reopening began in the 1990s, three options were up for discussion. The first provided for the entire route to be restarted with diesel railcars. In the other two, the use of electric light railcars (Tram-Train) from Nantes to Sucé-sur-Erdre was planned; which in one variant should switch to tram line 2 near Babinière; From Sucé, diesel multiple units were to drive to Châteaubriant in both variants. In the end, a further variant was chosen to use the tram-trains for the entire line initially without sharing the tram network.

After public hearings on June 9th and July 10th, 2008, the public interest in a reopening was determined. According to the studies at the time, up to 11,000 passengers per day were expected, which would have been the most heavily used axis in the region.

Planning 2008

The plans from 2008 envisaged nine return journeys from Nantes to Sucé, nine more to Nort and five to Châteaubriant on weekdays, so that a total of 23 pairs of journeys would have been en route between Nantes and Sucé-sur-Erdre. The line to Châteaubriant should run evenly throughout the day, the line to Nort only every 30 minutes during rush hour, and the line to Sucé every hour during the weaker times. A thinner timetable was planned for Saturdays and Sundays. At that time it was planned to open Nantes-Nort-sur-Erdre as early as 2011, the line to Châteaubriant would also have turned there.

The line was finally opened in one step; the work should be completed by the end of 2012 in order to be able to drive in early 2013. Due to problems with the administration, the opening was postponed again until the end of 2013, before the date was finally announced for February 28, 2014.

Planning 2012

Due to the delays in the first phase, the route was opened in one piece. In 2012 the timetable had changed so much that two more pairs of journeys from Sucé-sur-Erdre to Châteaubriant were to be extended every day.

Reopening in 2014

The first test drives began on August 5, 2013 at the intersection with the tram route. From September 5th, the entire route was driven on as a test.

The line was inaugurated on February 28, 2014. During the week there were seven trains from Nantes to Châteaubriant, five on Saturdays and four on Sundays. From May 5th, six amplifiers were added to Suce, and from July 6th, shuttle trains went to Nort-sur-Erdre. From August 25th, five more journeys in each direction were introduced to complete the offer.

In the opening year, the operating costs were around € 6.5 million.

The three intercity bus routes ( Lila 40, 41, 42) between Nantes and Châteaubriant were discontinued on September 1, 2014 in order to avoid parallel traffic. They have been replaced by shuttle buses to the train stops. The section of line 40, which continued from the railway line, went into a new line 48 from Joué-sur-Erdre via Petit-Mars to Nantes.

In 2015, the line received the award for exemplary accessibility from the magazine La Vie du Rail . Both the stations and the completely low-floor vehicles are particularly suitable for people with limited mobility.

In July 2015, an eighth pair of trains was introduced on the entire route.

Route description

course

A railcar in the direction of Nantes shortly after Nort-sur-Erdre

The 63 km long railway line begins at Nantes station , which was named as the PO station at the time when the Nantes-Orléans line was built. She leaves the station to the east and then soon moves away from the main route to Tours and Paris and turns north. It meets the tracks of Nantes-État station (the former state railway company ), which is now only used for freight traffic. Since both lines belonged to different companies, they were not linked to each other, today (2017) there are options in the Doulon freight yard to change the line. After Doulon, the Nantes – Segré line turns right and ours to the left (north-west), thus bypassing the city.

Shortly before the Erdre , she reaches the site of the former Saint-Joseph train station , which has been thoroughly redesigned to accommodate the tram-train. Since then, the Haluchère-Batignolles transfer hub has been located just south of the former train station . The former sidings have been dismantled.

After the Pont de la Jonelière over the Erdre, on which it also leaves the urban area of ​​Nantes, it turns north and runs along the Erdre. It crosses la Chapelle-sur-Erdre , Sucé-sur-Erdre and Nort-sur-Erdre , which are now part of the Nantes metropolitan area. The route, which has been winding up to this point, becomes more straightforward in rural areas. At Abbaretz it assumes a north-easterly direction and leads via Issé to Châteaubriant .

Train stations

Doulon around 1910

Old St-Joseph station around 1900

Former reception building of Issé 2007, bricked up; was demolished a few years later

In front of the tram train

In the period before 1980, the line connected thirteen stations and stops, all of which (with the exception of Nantes) had opened between 1877 and 1908:

• Nantes train station (since 1851);
• Doulon: opened as a stop on May 18, 1885, later a train station;
• Saint-Joseph
• La Chapelle-sur-Erdre ;
• Sucé-sur-Erdre ;
• Casson : Halt, opened in 1908;
• Nort-sur-Erdre ;
• Saffré - Joué : breakpoint, set up towards the end of the 19th century as hold du pavilion , renamed in 1907;
• Abbaretz ;
• Issé ;
• La Claie: stop in the municipality of Issé, opened in August 1893;
• La Cantraie: Stop in the municipality of Erbray , opened in 1903;
• Châteaubriant .

When it first reopened in 1948, La Cantraie remained closed. Two municipalities never had their own rail access, although the line touched their areas: Louisfert and Moisdon-la-Rivière , both of which could be reached from La Cantraie.

The station buildings of the intermediate stations were built according to the standard plans of the PO, they were classified as fourth-class stations, only Nort-sur-Erdre was classified as third class. In Saffré-Joué, an extension and a shelter were built to the older gatekeeper house, La Cantraie received a simple platform with two lanterns. In Doulon, a third building was added to the barrier post. The Châteaubriant station belonged to the Compagnie des chemins de fer de l'Ouest and was classified as a second-rate station there.

After 1980 the station buildings of Abbaretz and Sucé-sur-Erdre were sold; those of the other intermediate stations were walled up or demolished.

Tram train

Haluchère-Batignolles transfer station. The front tracks belong to the line to Châteaubriant, behind them a train of line 1 of the Nantes tram

New stop in La Chapelle-Aulnay

Nort-sur-Erdre station

Abbaretz train station

The plan laid down in 2008 provided for eleven stations:

• Two stops in Nantes :
  • Nantes train station,
  • Haluchère-Batignolles: transfer point for trams, city and regional buses;
• Four new stations in La Chapelle-sur-Erdre:
  • Babinière: transfer hub,
  • Erdre-Active,
  • La Chapelle Center,
  • La Chapelle-Aulnay;
• Sucé-sur-Erdre: establishment of a new station near the old, now Maison des associations (House of Associations);
• Nort-sur-Erdre: reopening at the old location;
• Abbaretz: New near the old train station;
• Issé: new building on old site;
• Châteaubriant: upgrade to a transfer hub.

Saffré-Joué, La Claie and Casson did not reopen. With the latter in particular, there were strong demands for a hold; However, these were rejected with reference to the unfavorable location to the place and the proximity to the train station Sucé-sur-Erdre.

Of the old station buildings of the intermediate stations, Sucé-sur-Erdre, Nort-sur-Erdre and Abbaretz still exist, only the one in Nort still serves its original purpose.

The construction plans for setting up the tram-train took into account a possible link with the Nantes tram, so that the suburban trains could also serve the eight intermediate stations from Haluchère-Batignolles to Nantes. However, this is not planned for 2017.

Engineering structures

Pont de la Jonnelière over the Erdre on a postcard from 1900

Old bridge over the Canal de Nantes à Brest

The same place in 2014 with a new bridge

During the construction of the line, 63 railway and road bridges were erected, steel and stone bridges based on the PO models. After the Second World War, seven more were built in connection with new roads, including the ring road around Nantes and the A11 autoroute .

The most important structure is the 190 m long Pont de la Jonelière , which crosses the Erdre on the border of Nantes and La Chapelle-sur-Erdre . Originally it was a steel arch bridge, after its destruction by the German army in 1944 it was rebuilt as a concrete bridge in 1948, it rests on the rebuilt stone arches on both banks. In 1907 a footbridge was added. It was expanded until 2014, today the bridge supports two pedestrian walkways (one on each side), a cycle path, the track and space for another track for a planned connection of tram lines 1 and 2.

Another structure worth mentioning is the 30 m long stone viaduct over the Hocmard . It too had to be rebuilt after the Second World War.

The third larger bridge is the 19.84 m long over the Canal de Nantes à Brest , a metal girder bridge that, like all steel bridges during the original route construction, was supplied by the Roussel company. For the reopening it had to be replaced by a new, 52 t heavy girder, which was lifted in on July 12, 2011. It was placed a little higher to provide additional space for shipping.

For the reopening in 2014, a total of three road bridges had to be raised and the girders of seven railway bridges replaced.

equipment

Tracks

Between a Chapelle-sur-Erdre and Châteaubriant, the line was always single-track. There were alternative points in Sucé-sur-Erdre, Nort-sur-Erdre, Abbaretz and Issé. Between Nantes and La Chapelle it was sometimes multi-track, also because of the branching traffic to Blain and Segré. The line was not electrified until 2008 and had double-headed and Vignol rails on wooden sleepers, and steel sleepers between Issé and Abbaretz. For the reopening in 2014, the entire previous superstructure (rails, sleepers and ballast) was removed.

140,600 t of ballast, 115,000 concrete sleepers and 140 km of welded long rails were laid for the new track system. The line is still predominantly single-track, there are switches in Doulon, Haluchère-Batignolles, Sucé-sur-Erdre, Nort-sur-Erdre and Issé as well as a double-track section from Babinière to La Chapelle-Center. Two platform tracks are available in Nantes and Châteaubriant, as well as a siding for two coupled Citadis Dualis in Suce and Nort. The siding in Haluchère-Batignolles was originally only intended as an option for later, but was then implemented at the same time. 11 of the 41 level crossings to date have been closed.

The route and vehicles are approved for 100 km / h, in "tram" mode for 70 km / h.

electrification

Until the reopening, only steam and later diesel vehicles could run. Until 2014, the line was electrified throughout, with two power systems:

• With 25 kV 50 Hz alternating current (the usual system on newly electrified railway lines in France) in Nantes station and between Babinière and Châteaubriant;
• with 750 V direct current in the urban area of ​​Nantes up to 400 m before Babinière; this is the same power system as the Nantes tram .

There are four substations along the line that feed electricity into the overhead lines. In Doulon, Haluchère-Batignolles and Babinière for direct current, in Nort-sur-Erdre for alternating current. Nantes station is supplied by the Blottereau substation (in the east of Nantes, former marshalling yard). The voltage was first applied on June 24, 2013, when the first test drives were imminent.

Signals and security technology

Exit signal in Sucé-sur-Erdre

In Nantes station there is a classic railway signaling system (" block automatique lumineux "), from there to Babinière the traffic lights and rules for trams are used, from Babinière a simplified railway signaling system ("block tram") is used.

Before 2014, the railway was secured without fixed signals in the voie unique à signalisation simplifiée (VUSS) operating mode , a type of train control system .

Operation since 2014

vehicles

The route is only used by Citadis Dualis (U 53500) railcars, of which 24 are available. Twelve of these would be sufficient for this route; the railcars are also used on the Nantes-Saintes railway line for traffic to Clisson .

Depot

There is a depot at Doulon. All 24 vehicles can be parked here and regular maintenance work can be carried out. It already existed for the trains to Clisson and was enlarged significantly by July 2014.

Operational management

The route is technically controlled by a specially built extension to the signal box in Nantes. The supervision and planning of the operation takes place in Nort-sur-Erdre.

Ride offer

The railcars run in 2017 as regional trains of the TER Pays de la Loire , they do not go beyond the two route endpoints. On Mondays to Fridays, eight trains run the entire route there and back, five on Saturdays and four on Sundays. Ten more drive to Nort-sur-Erdre during the week, six only to Sucé-sur-Erdre; On Sundays, however, only four travel to and from Nort and Sucé-sur-Erdre.

Freight traffic exists in Doulon, north of it only the railcars drive.

connections

In Châteaubriant, the trains from Rennes (in the back) and Nantes stand behind one another on the same platform

In nantes train station there is a connection to several regional and national rail connections, in Châteaubriant you can switch to the diesel multiple units of the railway line Châteaubriant – Rennes . In Nantes and Haluchère-Batignolles there are connections to the city buses and trams of Nantes as well as to regional buses. In Sucé-sur-Erdre, Nort-sur-Erdre, Abbaretz and Châteaubriant there are local shuttles to the train stations.

Connection to the Aéroport du Grand Ouest airport

The airport Nantes to by a new building Aéroport du Grand Ouest at Notre-Dame-des-Landes are replaced. It is close to the former Blain-La Chapelle-sur-Erdre railway line . A rail link via La Chapelle is therefore being considered, which could connect Nantes train station with the new airport in around 30 minutes.

It is criticized (in addition to the very controversial airport project itself) that this connection is aimed solely at Nantes; a connection from the west, ideally from Savenay , would also open up Saint-Nazaire , Vannes and Rennes . This means it can reach significantly more passengers. The airport company would like to have its own Nantes – airport – Rennes express route in the long term. The representatives of the region have nevertheless spoken out in favor of the Tram-Train.

literature

• Pierre-Henri Émangard, Bernard Collardey, Pierre Zembri: Des omnibus aux TER , La Vie du Rail (ed.) 2002, ISBN 2-902808-83-6
• Jean-Pierre Nennig: Le chemin de fer de Nantes à Chateaubriant - Depuis 1877, JPN Editions 2011 ISBN 978-2-9519898-8-7
• Gaëlle Caudal, Denis Pillet: Nantes-Châteaubriant - Une ligne à redécouvrir - A series to be rediscovered, Revue 303 , issue 284 from February 2014, Nantes, ISBN 978-2-917895-13-9

Web links

Commons : Ligne de Nantes-Orléans à Châteaubriant  - Collection of images, videos and audio files

• Website of the region about Nantes-Châteaubriant (fr)
• Blog about Nantes-Châteaubriant (fr)

Individual evidence

1. ↑ ^{a b c d e f g h i j k l} Présentation de l'étude: Ligne de chemin de fer Nantes-Châteaubriant ( Memento of the original of April 13, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , on the region's website, accessed April 6, 2017. 
2. ↑ ^{a b c} TramTrain Nantes-Châteaubriant: l'histoire de la ligne avec cartes postales et vidéo , article from France 3 of February 26, 2014, accessed on April 8, 2017
3. ↑ ^{a b c} Des omnibus aux TER (1949-2002) , s. Literature, p. 195
4. ↑ ^{a b c d e f g h i j} "Les industries embranchées sur la ligne ferroviaire Nantes-Châteaubriant" ( Memento of the original from March 24, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - The industry connected to the Nantes-Châteaubriant route, Patrimoine des Pays de la Loire website , accessed on March 16, 2014. 
5. ↑ ^{a b c d e f} “Bientôt un tram-train au nord de Nantes”, article in n ° 182 of the Revue Rail Passion from December 2012, pages 19-23
6. ↑ ^{a b} “Enquêtes publiques” ( Memento of the original of May 8, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Article on the project website tram-train de Nantes - Châteaubriant , accessed on May 8, 2014. 
7. ↑ ^{a b} “Recueil des actes administratifs de la préfecture de la Loire-Atlantique” , publication of the department with the statement of public interest on pages 3 to 8, accessed on April 9, 2017
8. ↑ ^{a b} “TramTrain Nantes-Châteaubriant: les moments forts de la journée” , article from France 3 of February 28, 2014, accessed on the same day.
9. ^ Book Le rail en France, les 80 premières lignes , François et Maguy Palau, self-published, June 1995, page206, ISBN 978-2-9509421-0-4
10. ↑ Louis de Kerjean, Revue de Bretagne et de Vendée - Inauguration du Chemin de fer de Rennes à Paris , éditions Mazeau et Forest aîné, lib Nantes, 1857, p. 470ff
11. ↑ Jean-Pierre Nennig, 4: Rennes - Redon , in Le chemin de fer de Bretagne sud, JPN éditions, 2008 ISBN 2-9519898-5-7 , p. 59
12. ^ François et Maguy Palau, 6.4 Le Mans-Sablé: 23 mars 1863, 6.27 Sablé-Angers: 7 December 1863, in Le rail en France: le second Empire, Volume 2 (1858-1863), édition Palau, Paris, May 2001 ISBN 2-9509421-2-1 , p. 218
13. ↑ N ° 16230 - Décret impérial qui approuve la convention passée, le 26 juillet 1868, entre le ministre de l'Agriculture, du Commerce et des Travaux publics, et la Compagnie du chemin de fer d'Orléans, 26 juillet 1868 , Bulletin des lois de l'Empire Français XI, 69, 1622, Paris, Imprimerie Impériale, pp. 244-251.
14. ↑ ^{a b c d} Gares et haltes ( Memento of the original from July 5, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , on the Patrimoine des Pays de la Loire of the region, accessed April 6, 2017. 
15. ↑ Des omnibus aux TER (1949-2002) , s. Literature, p. 458
16. ↑ Des omnibus aux TER (1949-2002) , s. Literature, pp. 188f
17. ↑ ^{a b c d} Bernard Ciry, Réouverture de la ligne Nantes-Châteaubriand en tram-train , Revue générale des chemins de fer , July / August 2014, pp. 54–61
18. ↑ Film of the last trip on YouTube, set by Robert Riffier, train attendant for the trip
19. ↑ "Mines à ciel ouvert (disparues)" ( Memento of the original from March 9, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - (Disappeared) opencast mines near Abbaretz, on the Patrimoine des Pays de la Loire website , accessed on March 23, 2014. 
20. ↑ "Mines de charbon de Languin" ( Memento of the original from March 23, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - Coal mines near Languin, on the Patrimoine des Pays de la Loire website , accessed 23 March 2014. 
21. ↑ Usine de matériel ferroviaire dit Atelier Breton de Réalisation Ferroviaire Industrie ( Memento of the original of March 23, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , on the Patrimoine des Pays de la Loire website , accessed on 23 March 2014. 
22. ↑ Le groupe AORF ( Memento of the original from March 23, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , SDH ferroviaire company website, accessed March 23, 2014. 
23. ↑ "Usine d'engrais" ( Memento of the original from March 8, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - Issé fertilizer plant, Patrimoine des Pays de la Loire website , accessed on March 16, 2014. 
24. ↑ ^{a b c d} Dossier d'enquête publique (hearing documents), Volume 1 (avril 2008), p. 18.
25. ^ «Chantier de la ligne Nantes-Châteaubriant. C'est parti! » , Article on the region's website from July 16, 2009.
26. ↑ ^{a b} Dossier d'enquête publique, Volume 1 (avril 2008), hearing documents, Volume 1, p. 21.
27. ↑ "Fin des travaux en décembre 2012 au plus tard" ( Memento of the original from June 3, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Article on the project page from November 10, 2010. 
28. ↑ "Le tram-train Nantes - Châteaubriant circulera" avant la fin de l'année 2013 "" , - "The tram-train will run before the end of 2013", article by Ouest-France of 25 September 2012
29. ^ "Tram Train Châteaubriant - Nantes" , article on www.pays-chateaubriant.fr , archived on wikiwix
30. ↑ Calendrier du site officiel du Tram-train de Nantes-Châteaubriant , archived on wikiwix.
31. ^ "Tram-train Nantes-Châteaubriant: en piste le 28 février 2014" , article de Ouest-France du 15 mars 2013, consulté le 17 mars 2013.
32. ^ «Tram-train Nantes-Châteaubriant. Ouverture en février 2014 » , article on the site officiel de la region www.paysdelaloire.fr du 15 mars 2013, consulté le 17 mars 2013.
33. ↑ “Pays-de-la-loire: le tramtrain Nantes Châteaubriant sera inauguré le 28 février 2014” , article de France 3 du 14 mars 2013, consulté le 17 mars 2013.
34. ^ «Tram-train Nantes-Châteaubriant. Ouverture en février 2014 » ( Memento of the original from June 18, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , article on the site officiel de réouverture de la ligne du 15 mars 2013. 
35. ↑ "Jusqu'à 23 allers-retours par jour sur la future ligne" ( Memento of the original from February 15, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “Now 23 round trips a day,” article from September 7, 2012 on the project website, accessed on September 22, 2012. 
36. ↑ Projet de grille horaire du lundi au vendredi , - Timetable Monday to Friday, on the project website, accessed on September 22, 2012
37. ↑ Projet de grille horaire du samedi , Saturday timetable , on the project website, accessed on September 22, 2012
38. ↑ Projet de grille horaire du dimanche , Sunday timetable on the project website, accessed on September 22, 2012
39. ↑ ^{a b c} "Nantes-Châteaubriant: le tram-train à l'essai" ( Memento of the original of November 10, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “The Tram-Train in the test”, article on the website of the region from October 25, 2013, accessed on November 10, 2013 
40. ↑ ^{a b} Fiche horaire n ° T1 - TER Pays de la Loire timetable from March 1 to July 5, 2014, accessed on March 2 and May 12, 2014.
41. ↑ ^{a b} Fiche horaire n ° T1 Summer timetable of the TER Pays de la Loire, July 6th to December 13th 2014, accessed on July 19, 2014.
42. ↑ "Pays de la Loire: house de 10% de la contribution de la région pour l'exploitation des TER" ( Memento of the original of October 6, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , "Pays de la Loire: The region's share of regional rail traffic increased by 10%", Article MobiliCités of October 3, 2014, accessed on October 4, 2014. 
43. ↑ "Le réseau Lila s'adapte au tram train à partir de septembre 2014" - "The Lila bus network will be adapted to the tram train", article on the department's website (accessed on January 24, 2015)
44. ↑ "La nouvelle offre Lila entre Nantes et Châteaubriant" ( Memento of the original from June 2, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “The new offer from Lila between Nantes and Châteaubriant”, article on the Lila's website (accessed on January 24, 2015) 
45. ↑ “Le tram-train reçoit le prix accessibilité” - “The tram-train receives accessibility award ”, article from L'Éclaireur.fr on 25 mars 2015 (consulté le 26 mars 2015).
46. ↑ [Tram-train: un aller-retour supplémentaire en soirée à partir du 5 juillet] - “An additional round trip from July 5th” - website of the city of Châteaubriant, June 17th, 2015
47. ↑ ^{a b} «Passage à niveau; maison de garde-barrière puis gare Nantes-Doulon » ( Memento of the original from March 9, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “Level crossing, barrier post and later Nantes-Doulon station” on the Patrimoine des Pays de la Loire website “Monuments in the Pays de Loire”, accessed on 23 March 2014. 
48. ↑ ^{a b} “Passage à level, Maison de garde-barrière puis Halte” ( Memento of the original from April 7, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , from the Patrimoine des Pays de la Loire website , accessed on March 23, 2014 
49. ↑ "Keep La Claie (détruit)" ( Memento of the original from January 18, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “La Claie stop (lost)”, Patrimoine des Pays de la Loire website , accessed 23 March 2014 
50. ↑ ^{a b c} “Arrêt La Cantraie” ( Memento of the original from April 14, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Patrimoine des Pays de la Loire website , accessed on March 23, 2014. 
51. ↑ «Gare» de Châteaubriant ( Memento of the original from March 24, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Patrimoine des Pays de la Loire website , accessed March 30, 2014. 
52. ^ "Bilan de la concertation préalable à la réouverture de la ligne ferroviaire Nantes-Châteaubriant" , "Summary of the hearing on the reopening of the Nantes-Châteaubriant railway line", pages 6 and 7.
53. ↑ ^{a b c} "Ponts" ( Memento of the original from April 13, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Bridges on the Patrimoine des Pays de la Loire side , accessed March 19, 2014. 
54. ↑ "Pont de la Jonelière" ( Memento of the original from January 18, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , from the Patrimoine des Pays de la Loire page , accessed on March 29, 2014. 
55. ↑ "Pont-rail sur l'Hocmard" ( Memento of the original of April 13, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “Railway bridge over the Hocmard”, website Patrimoine des Pays de la Loire , accessed on March 29, 2014. 
56. ↑ ^{a b} "Pont-rail sur le canal de Nantes à Brest" ( Memento of the original from April 13, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Patrimoine des Pays de la Loire website , accessed on March 29, 2014. 
57. ^ «Tram-train Nantes-Châteaubriant. Un pont plus loin. " - “One bridge further”, video (French) on behalf of the region, accessed March 29, 2014.
58. ↑ ^{a b} “Rails et traverses” ( Memento of the original from April 13, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - Rails and sleepers, on the Patrimoine des Pays de la Loire page , accessed March 30, 2014. 
59. ↑ ^{a b c d e f} "Nantes - Châteaubriant: le tram-train le plus long" - "The longest tram-train route", Article in issue 198 of the Rail Passion magazine , April 2014, p. 32f
60. ↑ ^{a b} Dossier d'enquête publique (hearing documents), Volume 1 (avril 2008), p. 17.
61. ↑ “Citadis Dualis” ( memento of the original dated February 12, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Technical data, Alstom, p. 4. 
62. ↑ "Ligne SNCF Nantes-Châteaubriant: le jus passe" - The juice flows, article of Ouest-France of June 24, 2013, accessed March 30, 2014.
63. ↑ "Signalisation sur la voie" ( Memento of the original from April 13, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , sur le site Patrimoine des Pays de la Loire , consulté le 30 mars 2014. 
64. ↑ "Tram-train: the region obtient une rame gratuite (d'une valeur de 4 M €) en dédommagement des reports successifs" , - "The region receives another railcar", press release of the Regional Council of the Pays de la Loire 29. March 2011.
65. ^ «Tram - train Nantes - Châteaubriant: le projet avance! » ( Memento of the original from April 7, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. - “The project is progressing!”, Press kit of the region from July 2011, p. 8, accessed March 29, 2014 
66. ^ "Tram-train L'atelier de Doulon va s'étendre" , article du Journal des entreprises du 7 December 2012.
67. ↑ "Le tram-train devient réalité"  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , article de 20 minutes du 7 janvier 2009, consulté le 15 mars 2014.  
68. ^ "Nantes Doulon: extension de l'atelier de maintenance du tram-train" , article de Construction Cayola du 29 janvier 2014, consulté le 15 mars 2014.
69. ↑ «Gare» de Nort-sur-Erdre ( Memento of the original from March 8, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , sur le site Patrimoine des Pays de la Loire , consulté le 30 mars 2014. 
70. ↑ Timetable spring 2017 ( Memento of the original from April 13, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
71. ↑ Overview map regional traffic 2017  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (accessed April 12, 2017)  
72. ↑ Le journal du tram-train Nantes - Châteaubriant - N ° 16 - Juillet-août 2013 , p. 6.
73. ↑ "Projets d'aéroport: l'heure du choix" , article in Ouest-France of March 25, 2010, accessed May 30, 2014.
74. ↑ Les projets de dessertes en transport collectif du nouvel aéroport ( Memento of the original from November 10, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , sur le site de l'aéroport du Grand Ouest. 
75. ^ "Aéroport du grand ouest: les élus choisissent le tram-train" , article de France 3 Pays de la Loire du 16 avril 2013.