This page describes the Blanc-Argent ("BA") narrow gauge railway line in the centre of France, south of Orleans (Sologne / Berry )
The line was opened in 1902 and connected Le Blanc, a village 55km to the east of Poitiers, with Argent-sur-Sauldre, near Orléans, a respectable distance of 191 km. The northern end of the line from Salbris to Argent was closed in 1973. The southern end from Le Blanc to Buzançais was closed in 1953.
Luçay-le-Mâle to Buzançais was closed in 1980.
The middle section which remains open connects Salbris on the Paris to Vierzon main line with Romorantin, Valençay and Luçay-le-Male. ( 67 km ).
The train services are now provided as part of the TER Centre Region network.
A heritage association, SABA, now operates a tourist train ( Le Train du Bas Berry) on Sundays in the summer on 27 km of track south of Luçay-le-Mâle to Argy (formerly part of the "BA"). Follow the link for more details.
Virtually all minor secondary railways in France had been closed by the mid-1960's. The few exceptions included the Blanc-Argent line. Of course, the line is no longer complete. The section from Argent to Salbris had been closed to passenger traffic since 1939, and freight traffic was withdrawn in 1973 and the track lifted in 1976/77. At the other end of this line, the section from Le Blanc to Buzançais was closed in 1953.
However, the B.A. benefited largely from the introduction of diesel railcars and diesel tractors which replaced steam traction from 1951 onwards.
These qualities of speed and comfort on the B.A. explain the steady progression of passenger traffic between Salbris and Lucay-le-Male. Between Lucay and Buzancais, however, passengers were almost non-existent during the 1970's and finally, in 1980, passenger services were withdrawn on this section. This resulted in subventions, corresponding to the savings made, being paid by the central government in Paris to the local authorities. These funds were used to finance the modernization of four Verney diesel railcars originally built in 1951, and the purchase of two new railcars from CFD-Socofer ( X241, X242 ).
The modernization of the diesel railcar fleet in the mid 1980's was a key factor in the survival of the B.A. Another important development was regionalization. A law of March 1982 created 22 regional governments in France with wide powers of authority in various domaines, including local transport. The Centre Region includes the departments of Cher, Eure-et-Loir, Indre, Indre-et-Loire, Loir-et-Cher, Loiret. It is the fourth largest region in area. The B.A. line is contained within the Centre Region.
The Centre Region has always been a strong supporter of rail transport and was a leader in experiments of co-operation with SNCF. Since January 1st 2002, all the regional governments are now responsible for organizing regional transport. With regard to train services, they approve timetables, fix standards of service and finance the acquisition of new rolling stock.
Centre Region financed the acquisition of five new diesel railcars for the Blanc-Argent line for a total cost of 11.5 million euros. They were delivered between May and November 2002. They have 75 seats, low level access, air conditioning, wide panoramic windows and handicapped person access. They have transformed passenger comfort. They were put into service in May 2003. They are numbered X 74501 - 5.
Unfortunately, a ride on X 74503 from Salbris to Luçay-le-Mâle in August 2006 revealed that the condition of the track is still very poor, particularly south of Romorantin, and at 70 kph the autorail rocked and rolled continuously giving a very uncomfortable ride. This probably does not bother the school children who provide the majority of traffic in term time.
X213 leaving Romorantin for Salbris with the 08.05 service on Feb 25th 2003.
All rights reserved |J.G.Skinner | 2004 - 2006
Salbris 2005. The SNCF main line station is on the left. Panoramic railcar X 74501 waits at the simple terminus of the BA metre gauge line with a service to Romorantin.
All the "BA" stations, except for Romorantin, Gièvres and Valençay, are very similar, like Selles-St-Denis which is 12 km from Salbris. Observe the canopy on the village side of the station, which is uncommon. None of the stations and halts has a canopy over the platform. All have been kept in good condition and many are staffed.
X 241 at Salbris terminus in February 2003. The two CFD railcars are still in service in 2006.
Romorantin February 2003. The station was originally built by the Compagnie des Chemins de Fer Paris-Orléans, and was connected to the standard gauge network. This standard gauge connection is no longer used. The metre gauge depot is to be found here and the remains of extensive goods yards.
The new shed at Romorantin built for the new Panoramic railcars, pictured here in February 2003.
All types of railcar in use can be seen in this early morning view at Romorantin in February 2003, at 08.45.
The older railcars are still kept in service, as reserve and for the peak trains filled with schools traffic.
Gièvres, August 2006. The photo was taken from the front passenger seat of a Blanc-Argent railcar as it arrived from Romorantin. On the right, the young lady station agent has taken the underline passage to greet the driver and, after some friendly chat, will give her the traditional wave as authority to proceed.
Gièvres is located on the Tours - Vierzon line along the valley of the Cher river. The line carries cross-country traffic between Britanny and the South-East of France. It is scheduled to electrify this line soon.
The addition of catenary posts to the platforms already crowded with blue lamp standards will no doubt create a veritable forest for the photographer here.
Not that this is of any real importance.
The station has been attractively renovated, and has all the latest electronic timetable displays. But the village is tiny and, no doubt, most passengers connect between the BA and the main line.
Given that there are four directions here, not all the connections are available with reasonable waits.
Above: the attractive halt at Pruniers, just before Gièvres, and 36km from Salbris
Below: the equally attractive station at Chabris, after Gièvres, 44 km from Salbris
Valençay, 56 km from Salbris, built in the style of the nearby castle as requested by the owner. A well-known engraved map of the line can be seen on the right side of the door.
Extract from CHAIX timetable, Summer 1975
Luçay-le-Mâle, terminus of the TER service. But the original line continues around the bend and on to Ecueillé, and Argy (95 km from Salbris ). Thanks to SABA, the dynamic heritage association, it is possible to change here on Sunday mornings in the summer and travel on almost as far as Buzançais, thus recreating the situation of the line until 1980.
On Sundays in 2006, the 11.10 from Salbris(connection from Paris-Austerlitz) reached Luçay at 12.30. A short 100m walk brought the travellor to the autorail of the Train du Bas Berry.
See this page for further details of the journey on to the end of the line.
This extract from the timetable of 1975, provides nostalgic details of the Le Blanc-Argent line which was still open, then, from Salbris to Le Blanc. Of course, from Buzançais to Le Blanc it was an autocar.
As has always been the case, the line was operated in sections with trains running from Romorantin north to Salbris for connections with the main line, and similarly south to Gièvres.
One train a day made a return journey from Buzançais(06.52) to Salbris(09.20). It returned from Salbris at 16.13 to Buzançais(18.37).
In the other direction, the morning train from Salbris to Ecueillé returned at 14.00 from Ecueillé to Salbris(16.10)
An evening train went from Buzançais(18.31) to Romorantin(20.22)
[ CHEMINS DE FER RURAUX DE FRANCE ]
