The Translozerienne in La Bastide-Puylaurent
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The Translozerienne in La Bastide-Puylaurent |
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The route of this line has undergone numerous modifications due to the extremely rugged terrain it traverses. Originally, a much more direct and less winding route was planned between Mende and La Bastide, a project initiated in the 1880s. However, the difficulties encountered in tunneling, the very high construction costs, and the line's low potential led to a complete reevaluation of the project. The works already undertaken or merely planned, notably near Mende (Badaroux Tunnel) and Belvezet (Altaret Goulet Tunnel), were abandoned. Ultimately, the current route, favoring picturesque charm over efficiency, was studied and implemented belatedly.
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Fernand, not particularly inclined toward agricultural work and somewhat desperate, had decided in turn to desert this difficult region. He had left quietly one January morning of that year, at the moment when dawn dispels insomnia. Poorly dressed, taking paths that were unsafe and hard to traverse, he had made his way to La Bastide-Puylaurent where the construction of the future railway line, the "Translozerienne," required a significant amount of labor. These major 19th-century works, the first project of this line connecting Le Puy-en-Velay to Nîmes, serving Grandrieu, Rieutort-de-Randon, Mende, and Florac, met with mixed fortunes.
Presented for the first time in 1855 by the prefect of Lozere, it was simply rejected 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 Ardeche, the neighboring department. These numerous hesitations were overcome, and with all the influence of Mr. Talabot, future general director of "PLM," as well as Mr. Theophile Roussel, then deputy of Lozere, the plan was finally accepted, and on June 19, 1857, the government declared the line to be of public utility.
Since then, on the ground, the work proved to be titanic, particularly arduous and dangerous. Already, the goal had been mourned several times, but against all odds, the construction progressed slowly, certainly with the understanding that abandonment was not an option. The construction was indeed underway. However, difficulties accumulated, and considerable and unforeseen obstacles, well-hidden by nature, presented themselves to the engineers, constantly risking the discouragement of the workforce.
The route and profile of this railway line necessarily required the tunneling of a large number of tunnels and the construction of gigantic engineering works, such as viaducts, some of which seemed to touch the sky from their eighty-meter heights. Jean-Baptiste was particularly informed about this by a peddler from Langogne who came to offer him clothing accessories. While this merchant was sharp in business, he was not stingy with information. Taking advantage of the hospitality acquired throughout an entire late afternoon and after some trivialities, he clearly explained the incredible undertaking and the scale of the construction projects across Lozere. He described the chosen sites as rugged and wild, with devilish access, choosing to illustrate his points with a deep, very steep valley running at the foot of the "Grattassac," formed of jagged schist resulting from millennia of erosion.
Jean-Baptiste longingly tested the veracity of the peddler's account and only then did he genuinely become interested in the unfolding of this news. But if these places remain so rugged, how do they plan to cross this mountain? he wondered. "I’m on my way!" He would ultimately cross this peak through a seven hundred-meter-long tunnel, and thus, future trains would pass from the Allier Valley to the Altier Valley, avoiding the high summits. The merchant elaborated further on the passage through the Chassezac Valley. A true marvel for the eyes, a place where surely 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 run through fifteen hundred and twenty meters of tunnel, under this extremely tough mountain to conquer. An operation," he declared, "Pharaonic, in a granite of unimaginable resistance. Can you imagine!" he specified, in the manner of an eminent technician. "That the advance by tunneling only amounts to twenty centimeters per day. Furthermore!" he continued, seemingly inexhaustible on the subject. "Due to the blatant risks of asphyxiation for the drivers and mechanics present on the site, it is currently planned to build a ventilation plant at the entrance of the underground, an innovation in this field."
Jean-Baptiste was getting lost in this account, surprised by so much developed knowledge in the exposition. He desperately tried to assimilate these barbaric terms, previously unknown in his own vocabulary. However, due to a certain pride, he tried to conceal his scientific shortcomings. He searched and found an appropriate question. "But how many such infrastructures will this line require?" Approximately ten tunnels of varying importance between La Bastide-Puylaurent and Concoules, complemented by four or five viaducts, employing over two thousand five hundred workers just for the Villefort sector. "It's grandiose, extraordinary!" exclaimed Jean-Baptiste, feigning enthusiasm.
"But how much will this work cost? A fortune, certainly?" "Indeed!" "The cost of this enormous project will surely seem exorbitant to us. For example, eight hundred thousand gold francs approximately for the construction of the viaduct on the Altier, twice as expensive as 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!" reacted Jean-Baptiste, stunned by the mention of such sums. (He took a moment to reflect, in order to reset the value clock in his mind :) "These are truly colossal fortunes!" he admitted. "I am no longer surprised that our dear deputy, Theophile Roussel, sends such warm thanks to President Louis Napoleon."
He grabbed the newspaper casually placed on the table. "Here! Read it yourself! There! On the front page!" insisted Jean-Baptiste, handing the brochure to his interlocutor. "I have meticulously kept the copy, because you must know that intercepting a local publication here is akin to sowing barley on Mont Lozere." The peddler put on thick glasses over his prominent nose, colored pinkish-purple, and read the article aloud without hesitation. "Letter addressed by Theophile Roussel, deputy of Lozere, to President Louis Napoleon Bonaparte. Excerpt from the 'Moniteur de la Lozere': 'Sire, in ordering the execution of the law of June 19, 1857, you have deigned to cast your eyes upon this region, interesting but too often forgotten. By connecting it to the railway network, you have given it a new life.' Chronicle of an Era. By Serge Durie. Society of Writers."
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The story I am going to tell you takes place at the beginning of the 20th century, a time when trains were essential for connecting 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 line's opening, 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 operation of winter convoys. Facing this challenge, engineers took extraordinary measures. They built six artificial galleries, dug into the mountain, totaling 1,460 meters in length. But even that was not enough. Between January and February 1907, only one train attempted to run, but it never reached its destination. The snowstorms were relentless.
During the summer of the same year, three more galleries were constructed, bringing the total to eight galleries with a combined length of 1,563 meters. This infrastructure was unique in France. Imagine these dark tunnels, carved into the rock, where trains delved to face the snow and cold. Thus, the Translozerienne survived thanks to these galleries, allowing almost normal traffic despite the harsh winter conditions. This story is a testament to the courage of the railway workers and human ingenuity in the face of natural elements. And every time you travel by train today, remember these silent tunnels that preserved the railway line in the snow-covered mountains of Lozere.
Former resort hotel with a garden on the banks of the Allier, L'Étoile Guesthouse is located in La Bastide-Puylaurent, nestled between Lozère, Ardèche, and the Cevennes in the mountains of Southern France. Positioned at the crossroads of GR®7, GR®70 Chemin Stevenson, GR®72, GR®700 Voie Regordane (Saint Gilles), GR®470 Sources and Gorges of the Allier, GRP® Cevenol, Montagne Ardechoise, and Margeride. It offers numerous loop routes for hiking and day-long cycling excursions. Ideal for a relaxing stay.
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