page_title: History of rail transport
section_title: France
hierarchical_section_title: History of rail transport / History by country / Europe / France
caption_attribution_description: English: Festival of Calais (1848) - Priests bless the railway engine
context_page_description: The history of rail transport began in the 6th century BC in Ancient Greece. It can be divided into several discrete periods defined by the principal means of track material and motive power used.
context_section_description: In France, railways were first operated by private coal companies the first legal agreement to build a railway was given in 1823 and the line (from Saint-Étienne to Andrézieux) was operated in 1827. Much of the equipment was imported from Britain but this stimulated machinery makers, which soon created a national heavy industry. Trains became a national medium for the modernization of backward regions and a leading advocate of this approach was the poet-politician Alphonse de Lamartine. One writer hoped that railways might improve the lot of "populations two or three centuries behind their fellows" and eliminate "the savage instincts born of isolation and misery." Consequently, France built a centralized system that radiated from Paris (plus lines that cut east to west in the south). This design was intended to achieve political and cultural goals rather than maximize efficiency.
  After some consolidation, six companies controlled monopolies of their regions, subject to close control by the government in terms of fares, finances and even minute technical details. The central government department of Ponts et Chaussées [bridges and roads] brought in British engineers and workers, handled much of the construction work, provided engineering expertise and planning, land acquisition and construction of permanent infrastructure such as the track bed, bridges and tunnels. It also subsidized militarily necessary lines along the German border, which was considered necessary for the national defense. Private operating companies provided management, hired labor, laid the tracks and built and operated stations. They purchased and maintained the rolling stock—6,000 locomotives were in operation in 1880, which averaged 51,600 passengers a year or 21,200 tons of freight.
  Although starting the whole system at once was politically expedient, it delayed completion and forced even more reliance on temporary experts brought in from Britain. Financing was also a problem. The solution was a narrow base of funding through the Rothschilds and the closed circles of the Bourse in Paris, so France did not develop the same kind of national stock exchange that flourished in London and New York. The system did help modernize the parts of rural France it reached and help to develop many local industrial centers, mostly in the North (coal and iron mines) and in the East (textiles and heavy industry). Critics such as Émile Zola complained that it never overcame the corruption of the political system, but rather contributed to it.
  The railways probably helped the industrial revolution in France by facilitating a national market for raw materials, wines, cheeses and imported and exported manufactured products. In The Rise of Rail-Power in War and Conquest, 1833–1914, published in 1915, Edwin A. Pratt wrote, "the French railways … attained a remarkable degree of success. … It was estimated that the 75,966 men and 4,469 horses transported by rail from Paris to the Mediterranean or to the frontiers of the Kingdom of Sardinia between 20 and 30 April April [during the 1859 Second Italian War of Independence] would have taken sixty days to make the journey by road. … This… was about twice as fast as the best achievement recorded up to that time on the German railways. " Yet the goals set by the French for their railway system were moralistic, political and military rather than economic. As a result, the freight trains were shorter and less heavily loaded than those in such rapidly industrializing nations such as Britain, Belgium or Germany. Other infrastructure needs in rural France, such as better roads and canals, were neglected because of the expense of the railways, so it seems likely that there were net negative effects in areas not served by the trains.
caption: Catholic priests bless a railway engine in Calais, 1848
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