Chemins de fer du Calvados
The Chemins de Fer du Calvados was a narrow gauge railway in the département of Calvados. History. The railway was originally planned as a line. The département had actually accepted a tender for the construction of such a line but with interest in narrow gauge lines rising the département had a rethink and the line was built to gauge. Paul Decauville was approached following his success at the Paris Exhibition. In October 1890 he was asked to build a line on a similar basis to that already under construction at Royan. Initially, two separate lines  were envisaged. A line between Dives and Luc-sur-Mer and a line between Isigny and Grandcamp-le-Château. Ouistreham – Luc-sur-Mer opened to traffic on 15 August 1891, with an official opening date of 15 October. Dives – Sallenelles opened to traffic on 15 July 1892 and Sallenelles – Ouistreham opened on 24 August, following completion of swing bridges at Ranville and Bénouville. The former was designed by Gustave Eiffel. The latter was to become famous as Pegasus Bridge. Bénouville – Caen opened to traffic on 4 July 1893, having been held up by the financial situation of the "Société Decauville . The construction of the Isigny – Grandcamp line was delayed for this reason too. With the demise of Decauville, the Société Anonyme des Chemins de Fer Du Calvados (CFC) took over the lines on 1 August 1895. The CFC used rails laid on wooden sleepers, and Westinghouse continuous braking, quite an advanced piece of technology on such a small gauge. Decauville referred to the line as the Tramway du Calvados" but the new company were quite sure that they were running a "railway", offering 1st, 2nd and 3rd class accommodation on its trains. Isigny – Grandcamp-les-Bains opened to traffic on  27 July 1896. On 15 June 1897, authorisation was given for more lines to be constructed in the Calvados département:- a line between Grandcamp and Le-Morlay-Littry; a line between Corseulles and Bayeux, with a branch to Arromanches-les-Bains; a line between Caen and Falaise; and an line between Bayeux and Port-en-Bessin. These lines opened between 1899 and 1902. On 18 January 1904, a short extension opened between Falaise-Château and Falaise Gare, connecting with the standard gauge main line. Between 1904 and 1906 further extensions were added, a line between Molay de Littry and Balleroy , and a line between Bayeux and St. Martin-les-Besaces. This left two isolated systems, which were joined by laying a dual gauge track on the standard gauge Chemin de fer de Caen à la mer for between Luc-sur-Mer and Courseulles, with a passing loop at St. Aubin-sur-Mer. This link opened to traffic on 1 July 1900. Because of the terms provided in the agreement allowing the construction of the link, it was mainly used for the transfer of stock between each part of the system, which was in effect run as two separate systems. The  CFC had a total extent of . There were plans to add a further of lines, but these plans were abandoned due to improvements in the road system in the département and the extensive network of standard gauge lines. The CFC hoped to benefit from transporting coal. Mines at Littry had been in operation from 1743 to 1880, when they were closed due to flooding. There were frequent proposals to reopen the mine, but it was not until 1941 that an exploratory pit was opened by the "Société Métallurgique de Normandie". Full production started in 1945, by which time the CFC  had closed and finished in 1950. Another source of traffic for the CFC was iron ore deposits between Caen and Falaise. Long sidings were laid to enable the transport of iron ore to the blast furnaces at Caen, which was developed c1910 by the "Société des Hauts-Fourneaux de Caen", which later became the "Société Métallurgique de Normandie" (SMN). Three thousand tonnes of ore were required per day, which the CFC handled, would have meant thirty trains per day. The Chemin de Fer du Nord proposed a standard gauge line to carry the traffic. The CFC argued that they could  carry all the traffic and proposed to double the line south of Caen, but later decided against this. The CFC agreed to handle 25% of the traffic and accept compensation of 35 centimes per tonne carried by the SMN for "lost" revenue. This compensation continued to be paid after the line south of Caen closed. The coastal routes provided the CFC with good returns but the inland routes did not. Despite the introduction of railcars in the 1920s, the line from Isigny to Balleroy closed on 2 December 1929. The rails were lifted c.1933. and the stations sold to be  converted to dwellings. Vierville station was burned down on 7 June 1944 during the D-Day landings. The lines from Bayeux closed between 1930 and 1933, and the section south of Caen closed in 1930. The line between Bénouville and Dives closed in 1932 as the swing bridge needed replacement and it wasn't thought viable to lay tracks on the new bridge. This left just the Caen – Luc-sur-Mer line open after 1932, operating a summer only service. There was a proposal to convert the line to metre gauge and electrify it at 1500 V. With the introduction  of paid holidays for French workers in 1936, the line saw a large increase in passenger numbers. The line was transferred to the "Société des Courriers Normands", which was primarily a bus company, in 1937. Following the outbreak of World War II in 1939, an all year round service was reinstated. The line closed on 6 June 1944, after the track was destroyed during the D-Day landings. The first train of the day, hauled by No. 10, was abandoned at Luc-sur-Mer, never to complete its journey. Construction. The first lines built, linking Caen with the coast used  15 kg/m rails. The loading gauge allowed a width of and height of . Gradients were to be no steeper than 30mm/m (1 in 33). Trains were to be restricted to with a maximum length of . Later lines were built with rails of 18 or 20 kg/m and the earlier lines were upgraded in the 1930s. Many of the lines were laid alongside roads or canals. Accidents. On one occasion, the driver of a train failed to see that Pegasus Bridge was open, and the locomotive went over the edge into the Orne, fortunately without serious damage or  injury. Rolling stock. The CFC operated the following rolling stock. Passenger stock. The CFC had the following passenger stock. Freight stock. The CFC operated the following freight stock. Four wheeled open wagons and closed vans, with a capacity of 10 tonnes, but restricted to 7 tonnes on the lines laid with the lighter rails. also ten bogie lowside wagons by Decauville. There were some unsprung, dumb buffered ballast wagons and some bogie flat wagons. There were two "couverts surbaissés", which were low floor bogie wagons for conveying cattle or horses. For mineral traffic four wheeled steel sided dropside open wagons  were used. Some had brake-huts. There were also ten bogie opens. Another fifty bogie wagons were ordered by the Mines de Barbery in 1914, but it is not known if these were delivered. Architecture. A sense of identity. As many railway companies, Calvados adopted its own architecture. Due to relative small size of the company, despite its large network, the company never built large stations. Instead, Calvados built small but efficient and practical buildings in a mock Norman style. Calvados built stations in a range of sizes, some being nothing more than a bus shelter, others fully functional railway  stations, similar to Ouest BV5 stations. The line today. Station buildings survive at Luc-sur-Mer, which is used by the local "Gendarmerie". St. Aubin, which is used as a bus station. Bernières-sur-Mer, which is used as the local tourist office. St. Côme and Sommervieu are private dwellings. Arromanches is used as a bus terminus. Bayeux station building also survives and is used as offices by a bus company. St. Laurence Englesqueville station survives, converted to a dwelling.