Paris – Lille railway line

Paris – Lille
Route map
Route number (SNCF) :	272,000
Course book route (SNCF) :	200
Route length:	251 km
Gauge :	1435 mm ( standard gauge )
Power system :	25 kV, 50 Hz  ~
Maximum slope :	6.7  ‰
Top speed:	160 km / h
Dual track :	continuous
Legend to Châtelet-Les Halles RER B RER D 0.0 Paris north 0.6 Pont-Marcadet La Chapelle depot Petite Ceinture 2.0 Paris-La-Chapelle 2.5 Landy-Süd depot 3.1 La Plaine Tramways 3.3 to Aulnay-sous-Bois ( RER B ) to Saint-Ouen Landy-Nord depot 4.2 Stade de France - Saint-Denis 4.7 A86 6.1 Saint-Denis 6.4 Bridge over the Canal Saint-Denis (469 m) 6.5 to Ermont-Eaubonne 6.5 Bridge over the Croult (36 m) Depot of the Joncherolles 9.5 Grande Ceinture 10.1 Pierrefitte - Stains 10.2 12.1 Garges - Sarcelles 14.8 Villiers-le-Bel - Gonesse 15.8 Abzw of Gonesse LGV Nord to Lille 19.5 Goussainville 21.0 Les Noues 23.6 Louvres 29.7 Survilliers - Fosses 31, x 33.2 La Borne Blanche 35.0 Orry-la-Ville - Coye 37.1 Viaduc de Commelles (étangs) (398 m) 40.9 Chantilly-Gouvieux 41.9 Viaduc de la Canardière (457 m) 42.3 to Crépy-en-Valois 46.0 Laversine Bridge ( Oise ) (98 m) by Pierrelaye from Beauvais 50.3 Creil 50.9 to Compiègne 54.1 Laigneville 57.7 Liancourt-Rantigny 65.1 from Compiègne 65.1 Clermont-de-l'Oise 66.3 Bridge over the Brêche (7 m) 67.1 to Beauvais 72.7 Avrechy 75.4 Saint-Remy-en-l'Eau from La Rue-St-Pierre 79.5 Saint-Just-en-Chaussée after Froissy to Montdidier 87.4 Gannes 92.6 Chepoix 94.9 Breteuil embranchement 95.0 97, x Tartigny 101.7 Breteuil-Ville 104.2 La Faloise 111.1 Ailly-sur-Noye 116.5 Dommartin - Remiencourt 120.1 Bridge over the Avre (15m) from Montdidier 122.0 Boves 125.9 Longueau 128.6 to Amiens to Tergnier 130.7 Canal de la Somme (31m) 131.1 Lamotte-Brebière 135.6 Canal de la Somme (31m) 136.1 Daours 137.6 Canal de la Somme (27 m) 139.7 Corbie 144.1 Heilly 146.8 Méricourt-Ribémont 147.4 Bridge over the Ancre (7 m) 148.9 Buire-sur-l'Ancre 155.1 Albert to Péronne after Doullens 163.3 Beaucourt-Hamel 164.7 Bridge over the Ancre (16 m) 167.2 Bridge over the Ancre (4 m) 168.3 Bridge over the Ancre (7 m) 168.5 Miraumont by Bapaume 173.9 Achiet 178.1 Courcelles-le-Comte 183.1 Boisleux after Marquion 187.9 LGV Nord of Paris from Doullens from St-Pol-sur-Ternoise 192.1 Arras 192.5 to Lens 199.5 Bridge over the Scarpe (25 m) 199.6 200.3 LGV North 200.3 A1 (41 m) 200.7 Rœux 202.0 A26 204.3 Biache-Saint-Vaast 207.4 Vitry-en-Artois 209.9 Brebières - Sud 211.1 from Lens 212.0 Corbehem 212.9 Scarpe Canal (40 m) 213.8 Bridge over the Scarpe (23 m) from Cambrai 215.3 by Somain 217.4 Douai 218.9 Bridge over the Scarpe (19 m) 220.4 Pont-de-la-Deûle Bridge over the Deûle 220.4 after Orchies to Pont-à-Marcq 220.5 A21 224.2 Leforest 226.9 Ostricourt 227.5 from Lens 228.5 Junction to Plate-Form Delta-3 231.5 Libercourt 234.3 A1 235.5 Phalempin 237.9 LGV Nord of Paris 237.2 by Don-Sainghin 239.3 Seclin to Templeuve 242.9 Wattignies - Templemars 246.4 Ronchin by Hirson to Baisieux after Abbeville 247.5 Abzw of Fives-Sud 249.1 Fives 251.1 Lille-Saint-Sauveur LGV Nord of Paris 250.9 Lille-Flandres Calais and Tourcoing

The Paris – Lille railway is one of the most important railway lines in France . This 251 km long route connects Paris with Lille . It is located in the Île-de-France and Hauts-de-France regions .

The line was opened in 1846 by the Compagnie des chemins de fer du Nord and was the first line to connect the French network with other countries. Since it was put into operation, it has played an important role in international passenger and freight traffic. For a long time the trains to Belgium , the Netherlands and Germany ran on this route to Creil and from there on over the Creil – Jeumont railway line .

The commissioning of the LGV Nord in 1993 and in the wake of the Euro Star and Thalys the route lost its entire long-distance passenger traffic almost. Today Corail Intercités, RER D , TER Picardie and TER Nord-Pas-de-Calais trains still run on the route . Freight traffic continues to play an important role as it serves the important economic area of ​​"Northern France".

The distance

Routing

Route map

The Paris – Lille line leaves Gare du Nord in a northerly direction and runs 6 kilometers to Saint-Denis station. From there it leads in a north-easterly direction and traverses the Plaine de France , with a constant slope of 5 mm / m. From the hill of Marly-la-Ville , in the Val-d'Oise, it orientates itself again in a northerly direction and leads down to Creil . After crossing the Chantilly forest , the Thève valley , the Nonette and finally the Oise , she comes to Creil. There it separates from the line to Brussels ( Creil – Jeumont railway ).

The route then continues in a northerly direction via Clermont and Saint-Just-en-Chaussée . After crossing the Picard plateau, it descends towards the Somme and reaches Longueau station . The route then continues in a north-easterly direction, following the Somme Valley to the Corbie station , then the Ancre . The route leads to Arras via Achiet-le-Petit .

The route follows the Scarpe valley, then often in long straights to Douai . Then it goes first in a north-westerly direction, then north to Libercourt and Ronchin station . After crossing the Liller railway junction, she arrives at Lille-Flandres station .

Engineering structures

The bridge over the Canal Saint-Denis (469 m), the viaducts of Commelles (398 m) and of the Canardière (457 m) and the bridge of Laversine (98 m) are the main structures of the route.

Infrastructure

The line is electrified with 25  kV 50  Hz alternating voltage . It is equipped with the Automatique Lumineux block , the contrôle de vitesse par balises (KVB) and the train radio without data transmission. The alignment largely enables a speed of 160 km / h.

Permissible speeds of the route in 2011:

From	To	Allowable speed
Paris north	Passerelle 4	60
Passerelle 4	Signal bridge Joncherolles (km 6.9)	120
Signal bridge Joncherolles (km 6.9)	Junction from Laversine (km 45.7)	160 *
Junction from Laversine (km 45.7)	Creil	150
Creil	km 50.5	150
km 50.5	Junction from Bonvilliers	120
Junction from Bonvilliers	km 78.2	160
km 78.2	km 80.3	100
km 80.3	km 122.8	160
km 122.8	Longueau	120
Longueau	Junction from Agny (km 187.8)	160
Junction from Agny (km 187.8)	Arras (km 192.1)	130
Arras (km 192.1)	Junction from Saint-Éloi (km 215.4)	160
Junction from Saint-Éloi (km 215.4)	Douai (km 218.5)	110
Douai (km 218.5)	Signal bridge "Pont supérieur de Fives"	160
Signal bridge "Pont supérieur de Fives"	Lille Flandres (km 250.9)	30th

(*) TGV: 200 km / h from km 12.2 to the Gonesse junction.

history

chronology

• January 25, 1846: the Paris  – Clermont section goes into operation ;
• April 1, 1846: opening of the Arras – Lille and Arras – Valenciennes section;
• June 18, 1846: the Clermont – Arras section opened;
• May 10, 1859: opening of the new Saint-Denis – Creil line to Villiers-le-Bel;
• June 1, 1859: opening of the new line to Creil  ;
• June 15, 1905: four-track expansion of the Paris-Nord – Survilliers section;
• January 7, 1959: Start of electrical operation with 25 kV 50 Hz;
• May and September 1993: LGV Nord went into operation .

Construction and commissioning

The construction of a railway line from Paris to Belgium was given priority in 1831. On February 15, 1838, the state presented a law to parliament approving the construction of the Paris – Lille railway line. This law was rejected because the state should have paid for the construction of the railway line.

In 1843, Stephenson revived the project and planned the route, which was eventually accepted by the state. The route, 338 km long, connects Paris with Belgium via Lille , with a branch to Valenciennes . The Fives – Mouscron and Valenciennes – Quiévrain railway lines were opened by the SNCB as early as 1842 .

The construction work began in 1843 and progressed rapidly, as the route has no major engineering structures. It was avoided to build tunnels , among other things in Marly-la-Ville the route was led through the Oise valley. There are few viaducts, but there are many level crossings .

The earthworks were large: 1,850,000 m³ of earth were moved between Paris and Clermont and 2,000,000 m³ between Clermont and Amiens. One of the most important works was a 13 m deep cut in a stony subsurface in Maubuisson . There are more man-made structures between Amiens and Lille. The bridge over the Escaut, just before Valenciennes, is one of the largest engineering structures on the route.

Ailly-sur-Noye train station . The brick building is typical of the north of France

The main train stations along the route are: Saint-Denis , Enghien-les-Bains , Pontoise , Persan-Beaumont , Creil , Clermont-de-l'Oise , Amiens , Douai , Lille and Valenciennes . The Amiens and Lille stations are terminus stations, but there are bypasses for trains that do not stop so that they do not have to turn around.

The construction work, which cost 76 million francs, was led by two engineers: Onfroy de Breville for the Paris – Amiens section and Busche from Amiens to the Belgian border. A Franco-British company received the concession for the line on September 9, 1845, they had to bear all the costs. This company was created through the merger of several companies, including Rotschild frères, Hottinguer, Baring frères, Laffitte-Blount, D'Eichthal, Goüin, Malet frères and Pillet Will.

The Compagnie des chemins de fer du Nord was founded for this purpose; it began operations on the Paris – Pontoise section on January 7, 1846. The section to Clermont was put into operation a few days later. On April 1, 1846, the section between Arras, Lille and Valenciennes was opened. The official commissioning of the entire route took place from June 13th to 16th of the same year.

The line was opened to traffic on June 18, 1846. The opening of the line made it possible for international trains to run to Brussels and Ostend . The price for a journey from Paris to Lille was 28.6 francs in 1st class, 21.55 francs in 2nd class and 16 francs in 3rd class. With these attractive prices, more and more people traveled by train. At the end of 1847, 4 million travelers and 3.5 million tons of goods had been transported on the route.

Expansion of Paris – Creil

The Commelles Viaduct, near Orry-la-Ville

The Paris – Creil section reached its capacity limit very early on. Therefore it was decided to build an additional line. This begins at Saint-Denis station and continues in a north-easterly direction, from Louvres station in a northerly direction. The Thève valley is then crossed by an arch bridge that is 40 meters high and 331 meters long and has 15 arches. Shortly after Chantilly, the Nonette Valley is crossed on a 440 m long and 21 m long bridge. Because of the peat-like soil, the pillars of this bridge had to be built on wooden piles 20 meters long. Shortly before Creil, the route crosses the Oise with the help of a 330 meter long and 40 meter high bridge.

This new section, which is 43 km long, was put into operation on May 10, 1859 to Villiers-le-Bel and on June 1, 1859 to Creil. This enabled the traffic to be distributed over the old route, which is 17 km longer and led via Pontoise , and the new one. The travel time between Paris and Creil was reduced by 30 minutes, the express train took 50 minutes, the regional train 1h40.

Four-track expansion Paris – Orry-la-Ville

Within the Chantilly forest , the regional tracks are framed by the long-distance tracks

On both sides of the line the facilities of the La Chapelle depot in Paris (before 1914)

With 160 to 180 trains per day, since the end of the 19th century, there are more and more capacity problems because the express trains and regional trains use the same tracks. The four-track expansion of the line should take place from Paris to Creil, over a length of 50 km. Since savings were made, the route should only be expanded between Paris and Survilliers , which is 30 km.

The preliminary project was presented on January 7, 1901, the Déclaration d'utilité publique was given on March 28, 1902. The four-track expansion was achieved through the construction of two new long-distance tracks on the east side of the previous tracks. The expansion was put into operation on April 15, 1905. At the same time, the Compagnie des chemins de fer du Nord modernized the previous tracks, including all level crossings. Shortly after Survilliers station there is a flyover.

During the 1920s, the lines from the Saint-Lazare station were modernized, among other things, the lines were electrified, but the lines in the north of Paris were not modernized. The steam operation was still going on, the stations were too far apart for the development of residential areas. The Gare du Nord had too few tracks. A first modernization was achieved through the use of push-pull trains with steam locomotives, which were more powerfully motorized.

The line was badly damaged during the two world wars. During the First World War , a large part of the route was in the middle of the war zone, which caused a lot of destruction. During the Second World War , German troops in retreat blew up many viaducts and bridges. On the night of August 25th to 26th, 1944, the Viaduct de la Canardière and all bridges over the Oise were blown up. Traffic was severely affected, only the La Plaine – Hirson railway line was completely passable. The line was reopened on September 30, 1945.

electrification

An electric locomotive from the CC 40100 series

The first line to be electrified was the Fives – Hirson line between Valenciennes and Conflans-Jarny. The line was later electrified to Lille.

In July 1954, the government decided to electrify the Paris – Lille route, the alternative route via Verberie and many other important routes in the Nord-Pas-de-Calais . This was 547 km of electrified lines of which 12 km were single-track. As in the east of France, the lines were electrified with 25 kV, 50 Hz . In the mid-1960s, 10,000 travelers per day traveled the Paris – Lille route, and there was also heavy freight traffic.

The advantages of electric operation are the acceleration of the passenger trains thanks to more powerful locomotives and the possibility of pulling longer and heavier trains, the locomotives of the type CC could pull 2000 to 2400 t. Six substations have been built in Saint-Denis, Creil, Gannes, Lamotte (near Longueau), Achiet and Terre-Noire (near Douai), all of which are served from Douai. At the same time, the existing railway systems were renewed, among other things, the signaling was renewed and mechanical interlockings were replaced by Poste d'aiguillage tout relais à transit souple (PRS). Two overpass structures were also built, one in the south of Creil and one in Lille. In the end, the track plans of the Paris-Nord and Lille stations were greatly changed. Two new stations have opened: the Garges-Sarcelles train station and the Noues train station.

Construction work began in 1955. The Paris – Lille line was electrified in several stages: in October 1957 the Somain – Douai – Ostricourt (Lens) section, in February 1958 the Douai – Longueau section, and finally on December 9, 1958 the section Longueau – Paris-Nord. The official commissioning by Robert Buron , French Minister of Transport, took place on January 7, 1959. The opening train was pulled by the BB 16009 .

The route since the 1960s

In order to extend the Parisian suburban traffic by 4 km, the section La Chapelle-en-Serval - Orry-la-Ville was expanded to four tracks in 1962. A signal box poste d'aiguillage tout relais à transit souple (PRS) was installed in the Orry-la-Ville station building and a new station was opened in La Borne Blanche. Further south, a turning station for suburban trains was created in Goussainville with additional sidings. All these systems were put into operation on December 6, 1964.

At the beginning of the 1980s, traffic continued to grow and the capacity of the Paris – Creil section was no longer sufficient. To increase capacity, the section from Orry to Chantilly was expanded to three tracks; this involved the construction of the viaduc de Commelles. In 1982, a new prestressed concrete bridge was built next to the old one. With a length of 380 m and a span of 45 m, it was at the time the longest railway bridge with four tracks. In 1985 the old stone bridge was blown up, today only the foundations remain.

The biggest change came with the commissioning of the LGV Nord in 1993. The station and the station apron of Paris-Nord were rebuilt again and a fifth track was laid between Pierrefitte and the new branch of Gonesse. In 1995 and 1996, the Eurostar and Thalys went into operation, causing the old line to lose almost all international trains. Since then, only "Corail", which is now called " Intercités ", have operated in the direction of Picardy and part of the Nord-Pas-de-Calais. The RER D , TER Picardie and TER Nord-Pas-de-Calais trains also use the route.

business

The steam operation

The sidings of the locomotives in La Plaine around 1910

The original locomotive fleet consisted of thirty type 111 locomotives, these were built by Buddicom . At that time it took 6:15 to get from Paris to Lille via Pontoise. From 1852, the Compagnie du Nord changed the braking system of their cars which allowed a top speed of 120 km / h. In 1854, travel time was reduced to 4:50 by the use of the Crampton locomotive . The commissioning of the line via Chantilly in 1859 reduced the travel time to 4:30.

The Crampton were improved through various changes and were reliable and in service for two decades. However, more powerful locomotives were now used, which the Crampton deported to less important services. It was the Outrance that was delivered between 1871 and 1885. These locomotives pulled express trains weighing 200 tons at a speed of 90 km / h until 1895.

The 220 Compounds , which were put into operation between 1891 and 1897, replaced the outrance. Now the travel time of a 300 t train between Paris and Lille was 3h30. However, the locomotives reached their limits when bogie passenger cars were put into operation. From 1900 they were replaced by the Atlantic , which again reduced the travel time to less than 3 hours.

A Pacific Chapelon Nord locomotive from 1936, now in the cité du train in Mulhouse

It was not until 1924 that the Atlantic were replaced by forty Pacific with 2500 hp . These locomotives could pull trains with a load of 600 to 650 tons. They could climb a train with up to 400 t up the ramp at Survilliers at 110 km / h.

In the spring of 1934 the company received the first twenty Pacific Chapelons . The performance of the locomotives convinced the company to buy more locomotives of this type, which increased the number of locomotives to 48 in 1938. With a load of 500 t, a Chapelon took 1h50 to travel Paris – Arras. The small series of seven Hudsons 232 R and 232 S supplemented the inventory from 1940. The Compagnie du Nord allowed the 231 to travel at 130 km / h in the event of a delay. However, this was only allowed between Creil and Arras, since the Automatique Lumineux block was used there.

Since 1952, the Mountain 241 P , which had 3500 hp, completed the stock. But as early as the end of the 1950s, steam operation was replaced by electrical operation.

The diesel operation

Even if steam operation was the norm until the end of the 1950s, diesel trains also ran on the route. Since 1934 the trains automoteurs rapides (TAR) connected Paris with Lille, the maximum speed was 140 km / h, compared to 120 km / h for steam trains. Diesel operation ended with electrification.

The electrical operation

The route at the Joncherolles depot

An express train crosses the old bridge of the Reine-Blanche in the forêt de Chantilly.

The route between Boves and Longueau station , on the right the Ormoy-Villers-Boves railway line

In order to ensure the electrical operation of the line, the SNCF ordered 105 locomotives: 61 of the type ( SNCF BB 12000 and SNCF BB 13000 ), 28 ( SNCF CC 14000 and SNCF CC 14100 ) and 16 ( SNCF BB 16000 and SNCF BB 16500 ) . The new INOX-DEV wagons were allowed to drive at up to 150 km / h. The cars were able to travel 160 km / h from 1967 after the Y 24Z bogies were used. The "C160" bogie type later became standard for all Corail cars built in the mid-1970s.

The international character of the Paris – Lille route brought special international locomotives to use the route. It was the case of the four-system locomotive CC 40100 , and the Belgian locomotive types series 15 , 16 and 18 , later the series 12 .

Passenger traffic

The route has always been an important international axis. In 1846 the travel time between Paris and Brussels was 12 hours and 30 minutes. The travel time between Paris and Lille quickly decreased: it was still 7 hours, 50 minutes. in 1846, it was only 5 hours in 1851. The travel time was shortened again and in 1897 was 3 hours, 15 minutes, later even 3 hours in 1903. In 1896, Georges Nagelmackers created the north -Express , this train connected Paris with Saint Petersburg via Berlin . In 1937, the Express 307 connected the 251 km between Paris and Lille in 2h25, and the train stopped in Longueau, Arras and Douai. After the Second World War , the travel time for the Paris – Lille route was increased to 7.30 a.m. It was not until 1953 that the TARs that pulled the Express 307 were used again, which shortened the journey time.

The connection to Brussels, which used the Paris – Lille route to Creil, also saw many travel times shortened. With the opening of the line via Saint-Quentin, the distance was reduced from 370 to 309 km. Just before the First World War , it took the Pacific and Atlantic 3h55 to connect Paris with Brussels. The travel time was continuously reduced and reached 3h30 with the Pullman-Express 199 " Étoile du Nord ". After all, the journey from Paris to Brussels in 1936 took 3 hours with the 189 Oiseau Bleu train .

From 1957 the first Trans-Europ-Express between France, Belgium, the Netherlands and Germany ran on the route . These trains were the "Oiseau bleu", the "Île-de-France", the "Étoile du Nord", the "Parsifal" and the "Paris-Ruhr". At first diesel trains ran, but the trains were gradually pulled by multi-system locomotives. The SNCF BB 16000 reduced travel time by 10 minutes compared to the TAR. The increase in the maximum speed between Paris and Lille to 160 km / h reduced the travel time to less than 2 hours. In 1978, the SNCF used more TEE trains so that passengers who had previously used the A1 could be won back.

In the direction of Brussels, the travel time was reduced to 2 hours 35 minutes thanks to electrification. The commissioning of the SNCF CC 40100 reduced the travel time by 5 minutes. At the beginning of the 1970s, two new TEEs were introduced: the "TEE Memling" and the "TEE Rubens".

The “Paris-Scandinavie-Express” operated in the direction of Scandinavia and went as far as Stockholm. On the other hand, the "Nord-Express" disappeared in 1986 and was replaced by the "Viking Express". At the beginning of the 1970s, the new Paris – Copenhagen connection , called the “Gallia Express”, was created.

The commissioning of LGV Nord fundamentally changed the traffic. Since then, the majority of long-distance traffic has been using LGV Nord, the old line only had three long-distance trains per day. These trains finally disappeared in 1999, so that only regional trains and Corail- Intercités run between Paris and Amiens / Maubeuge.

Freight transport

The Paris – Lille railway connects Île-de-France with the fourth largest agglomeration in France, the third most important port, Dunkerque, and the Channel Tunnel. This results in a lively and varied freight traffic: goods from the steel industry, petroleum products, paper, ore, wood, industrial goods such as new cars, food such as grain, sugar and beverages as well as containers. Around 50 freight trains run between Creil and Arras and 25 between Arras and Lille every day.

The Creil – Jeumont railway takes over a large part of the traffic towards Belgium, the traffic is asymmetrical and stronger in the north-south direction. Much of the traffic does not use the Paris – Lille line on the Paris – Creil section, but the parallel La Plaine – Hirson and Ormoy-Villers – Boves lines .

Incidents

On June 25, 1921, the last four cars of an express train derailed near Beaumont-Hamel and fell from an embankment. 25 people died and 60 were also injured.

→ Main article : Beaumont-Hamel railway accident

literature

• Jean Tricoire, Jean-Paul Geai: Les lignes de Paris à Lille, Bruxelles et Liège - Histoire et description de trois lignes emblématiques du Nord . In: Le Train . tape 50 , no. 2 , 2007, ISSN  1267-5008 .
• François and Maguy Palau: Le rail en France - Les 80 premières lignes 1820–1851 . 1995, ISBN 2-9509421-0-5 .
• François and Maguy Palau: Le rail en France . In: 1858-1863 . Part 2. Paris 2001, ISBN 2-9509421-2-1 .
• Bruno Carrière: Les trains de banlieue . Part I. La Vie du Rail, 1997, ISBN 2-902808-66-6 .
• Bernard Collardey: Les trains de banlieue . Part II. La Vie du Rail, 1999, ISBN 2-902808-76-3 .

Web links

Commons : Paris – Lille railway line  - collection of images, videos and audio files

Individual evidence

1. ^ Fascicule Gares et lignes du nord published by COPEF (Cercle Ouest Parisien d'Études Ferroviaires) 1985.
2. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 8.
3. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 10.
4. ↑ RFF - Map of the electrified routes
5. ↑ RFF - map of train spacing systems
6. ↑ RFF - routes with speed control systems
7. ↑ RFF - Lines equipped with train connection systems
8. ^ Renseignements techniques (RT) SNCF / RFF
9. ^ ^{A b c d e} François and Maguy Palau: Le rail en France - Les 80 premières lignes 1820–1851. P. 119.
10. ^ ^{A b c d} François and Maguy Palau: Le rail en France - Les 80 premières lignes 1820–1851. P. 120.
11. ^ François and Maguy Palau: Le rail en France. Part II, 1858-1863. P. 67.
12. ^ ^{A b} Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 17.
13. ↑ Bruno Carrière: Les Trains de Banlieue Part I, pp. 85-88.
14. ↑ Bruno Carrière: op. Cit. Pp. 244-247.
15. ↑ Bernard Collardey: Les Trains de Banlieue. Part II, p. 34.
16. ↑ ^{a b c d} Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 39.
17. ↑ ^{a b} Bernard Collardey: Les Trains de Banlieue. Part II, p. 59.
18. ↑ The new viaduc de Commelles is designed for four tracks, but only three tracks have been laid.
19. ^ Paris – Lille railway line. In: Structurae
20. ↑ Les Étangs de Commelles (PDF; 321 kB)
21. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. Pp. 24-25.
22. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 26.
23. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 27.
24. ↑ The Atlantic and Super-Pacific were allowed to travel at a speed of 125 km / h on short sections in the event of a delay.
25. ^ ^{A b} Alain Rambaud, Jean-Marc Dupuy: Encyclopédie des voitures SNCF. 1990, p. 573.
26. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 29.
27. ^ Alain Rambaud, Jean-Marc Dupuy: Encyclopédie des voitures SNCF. 1990, p. 574.
28. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. Pp. 42-47.
29. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 74.
30. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 87.
31. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 75.
32. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 76.
33. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 80.
34. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. Pp. 84-85.
35. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 89.
36. ^ Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 77.
37. ^ ^{A b} Jean Tricoire, Jean-Paul Geai: Le Train: Les lignes de Paris à Lille, Bruxelles et Liège. P. 92.