The Translozerienne at La Bastide-Puylaurent
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The Translozerienne at La Bastide-Puylaurent |
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The route of this line has undergone numerous modifications due to the extremely rugged terrain it crosses. Originally, a much more direct and less winding route was planned between Mende and La Bastide, a project launched in the 1880s. However, the difficulties encountered in tunneling, the very high construction costs, and the low potential of the line led to a complete reassessment of the project. Work that had already begun or was simply planned, particularly near Mende (Badaroux tunnel) and Belvezet (Altaret Goulet tunnel), was abandoned. Ultimately, the current route, which favors picturesque charm over efficiency, was studied and implemented late.
Fernand, not inclined to agricultural work and somewhat desperate, had decided to desert this difficult region. He had left silently one January morning of this year, at the moment when dawn unties insomnia. Poorly shod, on unsafe and difficult-to-navigate paths, he had made his way to La Bastide-Puylaurent where the construction of the future railway line, the “Translozerienne,” required a significant number of laborers. Great works of this 19th century, the first project of this line connecting Le Puy-en-Velay to Nîmes, serving Grandrieu, Rieutort-de-Randon, Mende, and Florac, encountered various fates.
Presented in its first reading as early as 1855 by the prefect of Lozere, it was simply refused by the study commission under the personal pressure of President Napoleon III. Fortunately, somewhat revised, the second program became the definitive project, despite impulsive opposition mainly from the neighboring Ardeche department. These many hesitations were overcome, and with the full influence of Mr. Talabot, future general director of “PLM,” as well as Mr. Theophile Roussel, then deputy of Lozere, the project seemed to be accepted, and on June 19, 1857, the government declared the line of public utility.
Since then, the work on the ground has proven to be titanic, particularly arduous and dangerous. The goal had already been mourned several times, but against all odds, the construction was progressing, slowly, of course, it being understood that abandonment was not part of the signed text. The construction was indeed launched. However, difficulties piled up, with obstacles as considerable as unexpected, well hidden by nature, presenting themselves to the engineers, risking at any moment to discourage the workforce.
The layout and profile of this railway line necessarily required the drilling of a large number of tunnels and the construction of gigantic works of art, such as viaducts, some of which seemed to touch the sky from their eighty-meter heights. Jean-Baptiste had been particularly informed by a traveling merchant from Langogne who offered clothing accessories. Although this merchant was tough in business, he was not stingy with information. Taking advantage of the hospitality he received throughout an entire afternoon and after some insignificant trifles, he intelligibly detailed the incredible undertaking and the scale of the construction sites throughout Lozere. He presented the chosen sites as harsh and wild, diabolical to access, choosing to illustrate his remarks a deep valley, very steep, winding at the foot of the “Grattassac” formed of shattered schist resulting from millennia of erosion.
Jean-Baptiste long tested the veracity of the merchant's comments and then, and only then, did he really take an interest in the unfolding of this news. But if these places remain so steep, how do they plan to cross this mountain? he asked. I’m getting to that! This peak will finally be crossed by a tunnel seven hundred meters long, and thus, future trains will pass from the valley of the Allier to that of the Altier while avoiding the high peaks. The merchant elaborated further on the passage through the Chassezac valley. A true marvel for the eyes, a place where certainly God created beauty! he added before continuing his technical exposition on the drilling of the Albespeyres tunnel (Prevencheres).
Do you realize, sir? he emphasized. The future railway will pass through one thousand five hundred and twenty meters of tunnel under this extremely tough mountain to conquer. A pharaonic operation, he declared, in granite of unimaginable strength. When you think about it! he specified, like an eminent technician. That the advance by attack is only twenty centimeters per day. Moreover! he continued, seeming inexhaustible on the subject. Due to the obvious risk of asphyxiation for the drivers and mechanics present at the construction site, it is currently being considered to build a ventilation plant at the entrance of the tunnel, an innovation in this field.
Jean-Baptiste got lost in this narrative, surprised by such extensive knowledge developed in the exposition. He desperately tried to assimilate these barbaric terms, previously unknown to his vocabulary. However, out of a certain pride, he tried to hide his scientific shortcomings. He searched and found an appropriate question. But how many such infrastructures will this line require? About ten tunnels of varying importance between La Bastide-Puylaurent and Concoules, complemented by four or five viaducts, employing more than two thousand five hundred workers for the Villefort sector alone. It’s grand, extraordinary! exclaimed Jean-Baptiste, feigning enthusiasm.
But how much will this work cost? A fortune, certainly? Indeed! The cost of this enormous construction will certainly seem disproportionate to us. In any case, the sums invested in this realization exceed our understanding. For example, approximately eight hundred thousand gold francs for the construction of the viaduct over the Altier, half the cost of the one built in Chamborigaud, and yet these amounts may seem modest compared to the two million gold francs allocated for the completion of the Albespeyres tunnel. Well! Jean-Baptiste reacted, stunned by the mention of such sums. (He took a moment to reflect on this to realign the clock of values in his mind :) These are truly colossal fortunes! he admitted. It no longer surprises me that our dear deputy, Theophile Roussel, extends such warm thanks to President Louis Napoleon.
He took the casually placed newspaper from the table. Here! Read it yourself! There! On the front page! insisted Jean-Baptiste as he handed the brochure to his interlocutor. I have carefully kept the copy, for I must tell you that here intercepting a local publication is the same feat as sowing barley on Mont Lozere. The merchant put on thick glasses over his prominent pink-violet nose and read the article aloud without hesitation. “Letter addressed by Theophile Roussel, deputy of Lozere, to President Louis Napoleon Bonaparte. Excerpt from the "Monitor of Lozere." Sire, by ordering the execution of the law of June 19, 1857, you have deigned to cast your eyes on this interesting but often forgotten region. By connecting it to the railway network, you have given it new life. Chronicle of an era. By Serge Durie. Writers' Society.
The story I am going to tell you takes place at the beginning of the 20th century, a time when trains were essential to connect remote regions. The Translozerienne had a section that reached the hamlet of Larzalier, perched at an altitude of 1,215 meters. It was the highest point of the line, but also the most problematic in winter. Snowstorms were frequent in this region. In February 1903, only four months after the opening of the line, train traffic was interrupted towards Larzalier due to heavy snowfall. Even the installation of 4 kilometers of snow barriers was not enough to ensure the movement of winter convoys. Faced with this challenge, engineers took extraordinary measures. They built six artificial tunnels that were dug into the mountain, with a total length of 1,460 meters. But even that was not enough. Between January and February 1907, only one train attempted to operate, but it never reached its destination. The snowstorms were merciless.
During the summer of the same year, three more tunnels were built, bringing the total to eight tunnels with a cumulative length of 1,563 meters. This infrastructure was unique in France. Imagine these dark tunnels, dug into the rock, where the trains plunged in to face the snow and the cold. Thus, the Translozerienne survived thanks to these tunnels, allowing for nearly normal traffic despite the harsh winter conditions. This story reflects the courage of the railway workers and human ingenuity in the face of natural elements. And every time you travel by train today, remember those silent tunnels that preserved the railway in the snow-covered mountains of Lozere.
Former holiday hotel with a garden along the Allier, L'Etoile Guest House is located in La Bastide-Puylaurent between Lozere, Ardeche, and the Cevennes in the mountains of Southern France. At the crossroads of GR®7, GR®70 Stevenson Path, GR®72, GR®700 Regordane Way, GR®470 Allier River springs and gorges, GRP® Cevenol, Ardechoise Mountains, Margeride. Numerous loop trails for hiking and one-day biking excursions. Ideal for a relaxing and hiking getaway.
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