French Metallic Train Sheds of 1850 to 1930: Structural Specificities and the Evolution of the Restoration Practices

Abstract

ABSTRACTSurviving historic train sheds constitute a broad and representative sample of metal construction of the period 1850 to 1930 in France. This article gives a historical overview of the life of iron or steel train shed structures and questions what makes them authentic, discussing the validity of some of the restoration choices made since the 20th century regarding heritage preservation. First, the specificities of this architectural heritage are highlighted and compared with other countries and other types of construction. Then, based on extensive archive material held by the French national railway company SNCF, the modifications the metallic structures underwent as restoration projects were carried out are analysed. It appears that the restoration practices significantly evolved between the 1970s-1980s and the beginning of the 21st century, becoming more sensitive to heritage preservation. However, choices regarding roofing materials have an impact on the loading of the structure, while structural interventions change the appearance and the load distribution. This enhances the need to include considerations regarding the preservation of the structure in the early stages of restoration projects.KEYWORDS: 19th centuryFrancemild steelrestorationroof loadsroofing materialsstrengthening measurestrain shedwrought iron AcknowledgmentsThis research project was part of a PhD funded by AREP, subsidiary of SNCF, and the French Association for Research and Technology (ANRT). It was also supported by a scholarship of the society Rails & Histoire. Finally, this research project was associated to the German research program SPP 2255 funded by the DFG. Its 2022 annual workshop in Dessau, focusing on “Authenticity”, was a great source of inspiration.Disclosure statementNo potential conflict of interest was reported by the author(s).Notes1 “Authenticity” was the annual theme 2022 of the German research program SPP 2255 “Cultural Heritage Construction” funded by the German Research Foundation DFG. https://kulturerbe-konstruktion.de/jahresthema/jahresthema-2022-tbd/?lang=en2 This number differs from the 75 surviving train sheds mentioned by (Emile and Veston Citation2020). This is due to the fact that Emile and Veston count a train shed with multiple spans as just one shed, while the present article counts the spans individually. Furthermore, Emile and Veston include train sheds of all materials, while the present article considers only metallic train sheds.3 https://gallica.bnf.fr/4 By order of creation: Compagnie du Paris-Orléans, Compagnie des Chemins de fer du Nord, Compagnie du Midi, Compagnie des chemins de fer de l’Est, Compagnie des chemins de fer de l’Ouest, Compagnie du PLM (Paris-Lyon-Méditerranée). The railway companies were commonly referred to with their short name, as “le Paris-Orléans”, “le Nord”, etc.5 The station of Strasbourg is the only exception, as it was built in 1883 when the Alsace-Lorraine region belonged to the German Empire.6 This dataset was gathered from different sources and comprises railway stations both surviving and demolished: 83 French stations (SNCF data and (Kanai Citation2005, 205-207)), 37 German stations (Krings Citation1985; Weller and Tasche Citation2006; Werner and Seidel Citation1992), 23 English stations and 29 American stations (Meeks Citation1956).7 Amongst the 34 railway stations of the dataset, 28 were renovated between 1970 and 1990. The restoration dates of the whole dataset range from 1957 to 1995.8 Société industrielle SMI. 1983. Gare de Tours — Réfection verrière — Adjonction d’une panne. [Calculation note for a new purlin]. Box B00203966D00860383. Centre national des archives de la SNCF, Le Mans, France.9 1981. Note d’argumentation pour le financement de la rénovation des grands halls métalliques. [Note about the funding of train shed restorations]. Box 0823LM1024. Centre national des archives de la SNCF, Le Mans, France.Additional informationFundingThis work was supported by the Association Nationale de la Recherche et de la Technologie; AREP Group; Association Rails & Histoire.