QUEND & FORT MAHON TRAMWAY

LES TRAMWAYS DE QUEND À QUEND-PLAGE ET À FORT-MAHON

Chemins de Fer Regionaux et Urbains (Volume: 151, 1979)

Jacques Chapuis et Pascal Pontremoli

(a selective translation)

Between the mouths of the Somme and Authie rivers, the coastline of the Channel is made up of a continuous sandy beach bounded by a line of dunes and the plain of Marquenterre.
At the end of the last century, inspired by similar projects and relying on the relatively short distance from Paris (less than 200 kilometers) a group of businessmen undertook to develop a seaside resort to be called Quend-Plage, although it was initially part of the neighboring commune of Saint Quentin-en-Tourmont.
Land preparation, transportation of building materials in this sandy area and the access of future owners and summer visitors made the creation of a railway line an imperative.

BIRTH OF THE TRAMWAY

The initial company was created in Paris on 18th May 1895 under the name of Société Civil Immobilière de Saint-Quentin-Plage, however it was dissolved on 16th May 1896 and reconstituted on 11th August as a limited company called Société Immobilière de Saint-Quentin-Plage with a starting capital of 700,000 francs (F).
A rivalry was born between the two bordering communes of Saint-Quentin and Quend, both hoping that the service to the beach was established on their territory, that is to say by St-Quentin and the station of Rue or by Quend where the Compagnie des Chemins de Fer du Nord (Compagnie du Nord) opened a halt in 1893.
The commune of Quend having come to an agreement with the Compagnie du Nord to transform the halt into a station, the Society (not without pressure), opted for the connection of the line to Quend-Nord, a shorter distance and thus more economic.
Not being able to realise the line as a private industrial railway because it was on public roads, the Society sought a concession with the department to extend the route over several communes.
A favorable decision by the General Council on 29th April 1897, leads to the opening of an investigation to be decided by prefectural decree of 5th June 1897, and which will take place between 14th June to 14th July.
All opinions are favorable: Civil Engineers, Chamber of Commerce, Chief Road Surveyor, Mayors of Quend and St-Quentin and the inhabitants.
A few minor observations concern the possible inconvenience due to the installation on the roadway and as the project does not affect any national roads the Ministry indicates that the question is not applicable to him and grants "a pure and simple accord". Everything seems to be going well.
A first meeting convenes on 31st December 1897 between the Prefect and the Société regarding the tramway.
On 15th November 1897 the company was transformed into Société de Quend-Plage, but by a judgement on 7th November 1898 it is declared bankrupt. However on 14th April 1899 an agreement is reached that allows the continuation of the operation.
Still waiting for the judgment, on 12th June 1899 the Prefect of the Somme authorises the Société "as a simple matter and at its own risk, to put into circulation as of the 15th of this month, the cars of the steam tramway on the tracks it has established to connect the beach of Saint-Quentin to Quend-Fort-Mahon", the station would come to be named Quend-Nord.

DECLARATION OF PUBLIC UTILITY

The difficulties experienced by the Société de Quend-Plage are not ignored by the authorities and the declaration of public utility of the tramway is still pending.
On 18th June 1901, the Minister of Public Works, writes to the Prefect that additional information must be provided to assess the viability of the company and the situation of the company applicant.
In July, the Société gives the engineer of bridges and roads in Abbeville a detailed note on its situation and activity.
After recalling the difficulties, especially between the lobbying of Rue and Quend, it reads: "in the future, branches of our tram will extend enough to satisfy all aspirations", this sentence seems to be a reflection of an advertising document of the Company which shows a diagram including, besides the line from the beach to Quend Nord station, a branch to Fort-Mahon-Plage, another from the center of Quend to Rue and a line (indicated as projected) from Quend-Plage to Rue bypassing St-Quentin to the south.
Speaking to the Minister in November, the Société states that it has created a road of 4 kilometers in full dunes, a hotel of 60 rooms with function room and incidentally, premises for 100 workers, leveled a twentieth of the area, established a seawall for 300 meters and built the railway line ending at the Société Hotel by the sea. Also that during the 1901 season, the tramway carried 15200 passengers and that the activity of the station of Quend Nord showed a regular increase in traffic, three-quarters of which uses the tramway.
Meanwhile, the Prefect of the Somme sends the Prefect of Police in Paris, a report on the Société de Quend-Plage. This report tells us that after the concordat of 1899, Maître Vasseur (a notary in Douai), who settled  the debts of the Société (about 350,000F) in July 1900 is now reimbursed three-quarters of the amount of sales, the Société retaining a quarter for its expenses.
Everything should be able to proceed, but on 25th February 1902, the Minister informs the Prefect, that although he is ready to sign the declaratory decree of public utility, a decree of the 1st September 1899 that modified the boundary of the communes 0f Saint-Quentin and Quend, means the tramway is now entirely on the latter's territory and for this reason the concession must be granted by the Mayor of Quend.
All the documents are rewritten and the Mayor of Quend duly signs these new papers on 4th August 1901.
After a few final remarks by the Minister concerning, in particular, the modification of the authorized gauge, reduced from 2.10 m to 2.00 m and the fact that, in the absence of a tariff indication for goods traffic, the decree should be limited to the transportation of the materials of the company, it is signed on 1st April 1902.
He approved the Convention and the Terms of Reference dated 4th August 1901 between the Mayor of Quend and the Société, represented by M. Delétoille. All expenses are borne by the Société, which will operate at its own risk 0.60m from Quend beach to Quend-Nord station, in steam traction. Traffic, limited to passengers, baggage and courier services, may be extended to the transport of the development of the beach and buildings.
It is only charged from 15th June to 30th September, with a minimum of three round trips per day and a single fare of 0.75F in first class and 0.40F in second. The concession was until 31st December 1947.

THE QUEND-PLAGE LINE  (VIDEO)

The starting point of the line was at the Boulevard Maritime on the beach front when the tramway was used for the transport of building materials.
The passenger terminus was a few hundred meters away opposite the Grand Hôtel Bellevue (owned by the Société), it consisted of a simple stone building with terrace, ticket office, waiting room and shop. At this time the area consisted of dunes with little vegetation, the hotel and of a small number of newly built chalets. 
The track continued along Avenue de la Plage on the southern edge passing a depot, consisting of a maintenance workshop, carriage sheds and housing for rail personnel.
At Chalet de Diane the line left the road to avoid a curve and passed over a small viaduct before rejoining the rural road of Monchaux la Garenne, the line then passed through the crossroads, later called Junction Fourrier, where it met the line that would eventually come from Fort Mahon.
The line then passed by the Chapel/Calvaire of Monchaux before entering Quend.
At the crossroads (Rue du Littoral/Rue de la Mairie) to the west of the church the line moved to the north side of the road (Rue de la Mairie) before passing through the staggered crossroad into Rue des Écoles where it followed the southern side of the road. It then followed Rue des Foraines on the southern side before crossing to the northern side of Rue Pont Gerville and continuing on via Avenue de la Gare to the mainline station.
In 1902 the route was adjusted to run from Rue Pont Gerville in a straight line to the station through the Marais de Quend avoiding Avenue de la Gare.

Quend-Nord Station

At the request of the town of Quend, which provided the land and assumed responsibility for the earthworks and part of the cost, the Compagnie des chemins de fer du Nord (Northern Railway Company) created a stop in 1893 between the stations of Rue and Conchil-le-Temple on the line of Paris-Amiens-Boulogne-sur-Mer. It installed a signal house with a waiting room and an office adjoining the platform arriving from Paris.
On 30th June 1894 the town council request the conversion of the halt into a full station with a freight service in connection with the farming sector, but also the new resorts of Quend-Plage and Fort-Mahon-Plage. The cost of this transformation was estimated at 53,000F, with the municipality paying 30,000F.
The installation would have a single line, connected to the rail network on which would be a 30-ton weighbridge, a 86m2 goods hall and at the end a livestock dock, at this time passenger facilities are not modified, this is approved by the Minister on 26th July 1895. There then follows a long period of disagreement and change on the development of the station. The most profound modification (requested by the Society) was the addition of a tramway track along the platform on which passengers arrived from Paris. In 1902-1903, the NRC built a new passenger building to replace the old one which had become inadequate.
On 6th July 1902 the Société informs the Mayor, that it intends to adjust the route of the tramway near the station on the land it has acquired and on which it plans to build a one-storey brick building, as well as a refreshment bar, hotel and reception office. As it seems in everyones best interest to remove the tramway from Avenue de la Gare an agreement is quickly reached to lay the track in a straight line through the marsh from the "barrier of Quandolle" this entrance and exit being closed by gates operated by the concessionaire and locked outside operating times.
The land made available to the tramway carried an annual fee of 600F with effect from 1st March 1903.
Rumour has it that the mechanic would put the engine in a low gear, the driver would then open and close the barrier and run to catch up with the engine.

THE FORT-MAHON TRAMWAY

North of Quend-Plage, Fort-Mahon-Plage offered similar possibilities, and a Société de Fort-Mahon, much more prudent than that of Quend, undertakes the development of this beach situated on the territory of the same municipality, it was only on 30th December 1922 that Fort-Mahon became a separate municipality
From the early years of the century, the idea of serving the beach of Fort-Mahon was in existance, and it seems that three projects were in competition:

1. A line starting from the depot and following the dunes along the coast, an extension of approximately 2 kilometers from the beach of Quend and costing 40,000F. 
2. A similar line, but starting further back from the beaches, around the Chalet de Diane, to avoid the dunes with a length of 2,800 meters and therefore a higher price (50,000F).
3. A line starting from Monchaux, much more expensive to build but supported by the Quend councilors who see the possibility of serving the hamlets of Routhiauville, Royon and Vieux Fort-Mahon.

It is also possible that the Société de Fort-Mahon supported this route, which made it less dependent on its competitor. The Société finances the acquisition of equipment necessary for this new route which will be transferred to the Société de Quend-Plage under a private deeding act received by Maître Colas on 25th June 1903.
The Quend municipality proposing to grant the new line to the Société de Quend-Plage, the Council General issued a favorable opinion on 23rd April 1903. An inquiry runs from 16th April to 16th May 1903 with no objections, however the situation of the Société must have been precarious because on 20th November that year, the City Council renounced the concession and gives it to the Société de Fort-Mahon. 
The Société de Quend-Plage gives up, but the City Council, for reasons not explained, chose on 28th April 1904 as the concessionaire, Mr. Edouard Delétoille, one of the directors of the Société.
The convention and specifications for this new line (considered a branch of the first) take the broad outline of precedents, however the carriages were a single class, first class having quickly disappeared on the Quend-Plage line.
The declaratory decree of public utility approving convention and specifications is published 10th March 1905 and requires the concessionaire to substitute a public limited company.
A report of recognition and reception of the works is drawn up on 29th June and allows the Prefect to authorise by order of 4th July 1905, the official commissioning of the two lines from 5th July. Apart from the provisional authorization of 12th June 1899, the Quend line had never received this confirmation.
The final recognition of the two lines was announced simultaneously on 29th July 1905 and followed 2 days later by a prefectural decree.

THE FORT-MAHON LINE  (VIDEO)

The line had its starting point at the Boulevard Maritime, with the station located approximately 875 meters from the sea, opposite the Hôtel de Paris (Hôtel Delalain) then a simple wooden construction on Avenue de la Plage.
Fort Mahon station was larger than Quend-Plage. It stood at the front of a gated plot of 1690m2 and was a building similar to that of Quend but with a glass canopy to the side, further back there was a small goods hall opposite which was a double shed (9x20m) for the rolling stock. In front of the station was a short passing spot.
A double track was between between the hall and the shed. The canopy probably indicates that the departure of the trains was planned on the internal track, but this section of line being short and used for the parking of the wagons, this possibility was quickly abandoned in favour of the external passing spot. The station was located between Rue Pascal and Rue des Bosquets.
Between the station and the sea there was a brickworks which was connected to the tramway. Running along the entire length of Avenue de la Plage on the south side the line arrived at the crossroads of les Sapins (the Pines). After Royon the line crossed the roadway to follow the northern side of the road, then reverted to the south before entering Routhiauville. As with the Quend-Plage line, this change from one side of the road to the other was to increase the radius of a curve which otherwise would have been too tight for the train to navigate safely.
After leaving Routhiauville the line ran along the east side of Chemin Vert and Chemin des Bas Champs to reach Junction Fourrier where it joined the Quend-Plage line.

EXPLOITATION AND DIFFICULTIES

Until the opening of the second line, the operation of the Quend-Plage line remained quite low key and no timetable could be found. In advance of the definitive authorizations, the trains run on the Fort Mahon line, according to M. Delétoille, as from 1st July 1903.

Early Days

In 1904 the operation of the line began according to the schedules of the day on 22nd July, (the probable date of the provisional authorization), finishing on 30th September. 
Before the advent of the working week and the weekend it was a considerable undertaking to spend a day at the beach. Trains left Paris-Nord at 21.30 on Saturday evening and arrived at Quend-Nord at 9.30, it was then possible to be at Quend-Plage by 10.00 (Fort-Mahon 10.10). The return trip would start at Quend-Plage at 20.10 (Fort-Mahon 20.00) to catch the return train at Quend-Nord at 20.40, arriving in Paris at 8.40 0n Monday. The following year, the first timetables appear.
Departure and arrival at Quend-Nord took place at the same time for the two lines. On busy days the two trains followed one another on the common line, but during the off-peak period only that of Fort Mahon (the busiest line) was circulating and travelers for Quend-Plage had to change at Junction Fourrier for a shuttle bus. It would have been conceivable to have a direct pick up at Monchaux by the Quend-Plage locomotive, but it does not seem that this idea was ever adopted.

New difficulties

With the tramway now officially authorized at the highest authority and operatings at maximum efficiency 1905 should have been an historic year, this was unfortunately not the case, because on 3rd November the Société de Quend-Plage was once again declared bankrupt, this time irremediably, by judgment of the Court of Abbeville.
The Minister reminds the Prefect on 14th May that the tramway is only required to run from 15th June to 30th September, and that there would have no objection to the trustees temporarily exploitation, bankruptcy does not in itself entail the forfeiture of the concession. 
For their part, the trustees confirm that the purchasers of the lot comprising the lands of the Quend domain used by the tram will not have effective ownership until the expiry of the concession, and only if the municipality of Quend has no rights. They also state that on 25th June 1903 the Société de Fort-Mahon sold the equipment of its tramway to that of Quend. The trustees pass an agreement for the operation of the line with Mr. Philogène Lelièvre and Mr. Lansiaux, at their own risk.

Decline of Mr. Delétoille

Mr. Delétoille, in accordance with the decree of 10th March 1905, strives to establish the public limited company which will take his place. On 20th February 1906, he writes a statement of what the Société de Quend-Plage has done, the financial efforts it has made and the difficulties it has encountered:

• Excessive expenditure incurred by the existence of two lines requiring two trains and three teams, the serving of the hamlets, required by the municipality, bringing virtually no traffic.
• Refusal of the construction of a direct route (essential to the service) between the two beaches, avoiding long trips by foot and to facilitate the exploitation of out of season periods.
• Commitments not kept by the Société de Fort-Mahon to pay for transport of materials (only 1,400F of receipts have been registered for 60 cottages built over three years).
• Absence of the capital that was necessary for the renewal and maintenance of the equipment, as well as the purchase of wagons for the transport of beets and sand and two self-propelled machines that would make the exploitation less expensive in the following seasons.

He went on to assess what he thought could be a well-managed operation, including the continuation of the Fort-Mahon line to the beach, the junction of the terminus, the increase in equipment, the consolidation of routes and the institution of tickets. He also provided a projection of the company, as well as a forcasted balance sheet.
Despite his efforts, probably due to the problems that reigned around the former Société de Quend-Plage, Mr. Delétoille does not get his desired result and the operation of the line he started on 15th June 1906, must stop on 23rd February, the operation of the Fort-Mahon branch will, however, be assured from 14th July, by M. Lelièvre (Mr. Lansiaux is deceased) under the sequestration of the Engineer of Control.
On 15th February 1907, Quend's Council decided not to renew the Delétoille concession as it could have had serious financial consequences. A few days later, on the 26th, the Minister wrote to the Prefect proposing the forfeiture of Mr Delétoille. "who has the greatest difficulty in constituting the public limited company as required". He insists, at the same time, that the operation of Fort-Mahon line be continued in 1907.

New operators

On 26th June, the Mayor of Quend and the two main owners, Messrs Lelièvre and Vasseur, meet to find a way to ensure the service of the trams in 1907.
The operation of the Fort-Mahon line, the concessionaire of which Mr. Delétoille was deprived by ministerial decree of 15th May, will be assured, pending an adjudication by the Mayor of Quend, designated as temporary administrator, but, as the line possesses neither material nor staff, Messrs Lelievre and Vasseur will furnish it under the conditions of a treaty passed the same day, they also undertake to cover any potential deficit. This treaty provides an operating cost of 1.30F per kilometer on the section Monchaux - Fort-Mahon for 5 km, and 1.00F on the section of Monchaux to Quend-North, also for 5 km.
In recompense for their acceptance, the Municipal Council will not collect the 600F fee for the crossing of the marsh. Messrs Lelièvre and Vasseur who paid the defecit will have to recover it from M. Delétoille.
Messrs Philogène Lelièvre, Marcel Vasseur and Mrs Odile Caron (widow Lansiaux) are declared successful tenderers (20,020F) for the tramway Fort-Mahon to Monchaux, confirmed by the decree of 11th March 1908.
While a decree of 17th April approves the transfer to Mr. Lelièvre (by the trustee of the bankruptcy) of the Quend-Nord to Quend-Plage concession.
A few years later, a decree of 22nd May 1913 approved the following changes. Mr Lelièvre replaces Mr Vasseur as a concessionaire with Mrs Caron of the Quend-plage tramway. Mr. Lelièvre remains sole concessionaire of the Fort-Mahon tramway. They must set up a public limited company, which will be the Compagnie des Tramways de Marquenterre with M. Lartigue as President, Messrs Lelievre, Caze, Brault, Delhorbe and Roy as Administrators.
A treaty is concluded between Mr. Vasseur and Mr. Lelièvre according to which, that in addition to its own Fort-Mahon concession, it will also operate the Quend-Plage line as a tenant for the duration of the concession.
It seems that this period preceding the First World War is conducted with a steady income under the management of the new operator.
The population of Fort-Mahon was growing steadily and a shuttle was introduced along the length of Avenue de la Plage. A small car pulled by a horse provided the service, "Sapins - Casino - Plage" (the casino then occupied the building with turrets almost facing the station) at a cost of 10 cents.
In 1911, a self-propelled vehicle entered service at Fort-Mahon; without being able to say with certainty, it seems that this self-propelled vehicle was acquired to replace the horse-drawn shuttle.
There are some derailments, but none serious. Only one, which occurred on 15th September 1907, is worth noting: the locomotive of the Fort-Mahon train, which was stored every night at the Quend-Plage depot, left at 7.30 heading for Fort-Mahon, it derails in Routhiauville and overturns. The driver and the mechanic, Mr. Granger, are injured, as well as a woman going to Fort Mahon, that the team let on board. No fault is held against the crew, the accident having been caused by a stone or foreign body, but they are reprimanded for having accepted a passenger.
The services stop at the declaration of war, but resume on the Fort-Mahon line when the hotels are transformed into hospitals and where the area receives many refugees, until the front approaches.

ROLLING STOCK PRE 1914

Locomotives

The initial engines of the Company consisted of the following 3 machines:

• "Bienvenue", a 021 T Decauville, type 6, aquired new on 15th September 1899, under number 279.
• "Jeannette", a 020 T Decauville, type 3 built until around 1900. It was acquired used and carried the No. 4. 
• "Minus" a 020 T Decauville, type 3, also acquired used and carried the No. 2, this small machine (hence the name) seems to have been mainly used on the Fort-Mahon line.

On certain documents of the beginning of the century, there is at Quend-Plage a very light 020 T, with very small wheels and is probably a machine intended for transport of materials on local sites.
On the Fort-Mahon line, there was the locomotive "Marie-Antoinette", most likely a 020 T of German origin. 
On 19th July 1911, Decauville delivered a 031 T, no document shows it in service and it was perhaps only used in extremely busy periods.
We also see appearing on postcards pre the first war, various unknown machines, put into service to gradually replace the original machines. Despite their low annual use, the early engines showed signs of advanced wear, probably due to poor water quality, sand abrasion, deformations caused by unstable tracks and lack of maintenance due to financial restraints and limited tooling. According to records, the total number of machines remains three until 1910, increasing to four in 1911, probably with the delivery of the 031. It is also possible that because of limited finances, machines were rented for the season from other companies.

Carriages

This equipment did not exceed the minimum number required to provide the service (six cars) according to the records of 29th June 1905 and consisted of:

• 2 closed cars, type I Decauville: these cars had 12 seats inside and 2 open platforms of 3 places each. One had its benches trimmed in red cloth and was "1st class" the other "2nd class" had benches of slated pine. They were both equipped with oil lighting, a crank brake on each of the platforms and one of them was equipped with a vacuum brake.
• 2 open cars, called "3rd class". These were classic open cars with protective side curtains, one of the two had at one end a van compartment with sliding doors reducing the number of seats from 48 to 36.
• 2 cars also open, of similar dimensions and layout to the previous ones, but with only 40 seats, both ends forming platforms for standing passengers.

From 1911, the number of cars increased from 6 to 10. lt seems that before these were put into service, on busy days travelers were transported by freight wagons equipped with benches. After an initial period, the open cars received glazing on their left side from Quend-Nord, so as to protect travelers from prevailing winds and inclement weather.

Horse-drawn tram

The tram consisted of 2 double benches and could carry 16 people, after the service was cancelled it was incorporated in the trains.

Automotrice

In 1911 a gasoline self-propelled open car appeared, it looked very similar to a model built by Decauville for the tramway serving the 1906 Liege World Fair and was possibly ceded to Fort-Mahon after the event.
To travel in both directions a second driving position was installed at the rear. It gave poor results, was transformed into a trailer and like the small horse-drawn car incorporated into train formations.

Goods equipment

Apart from 10 small Decauville wagons used specifically for the works at Quend-Plage, the fleet consisted of a number of flat wagons with fixed or folding sides. Four, six and then eight were used for the transport of luggage and building materials. Illustrations showed different compositions of trains according to the periods or the season.

RENAISSANCE OF THE TRAMWAYS

During the war, the route was entirely removed between the station of Fort-Mahon and the sea, as well as on the end of the Quend-Plage branch, as a result of a requisition by the army. These lines were restored between 1920 and 1921, work being carried out by tender under the authority of the Bridges and Roads. In Fort-Mahon the section closest to the sea could not be restored immediately due to the thick layer of sand that covered the avenue.

Resumption of service and operation

The inauguration was scheduled for 13th July 1921 in the presence of the Sub-Prefect of Abbeville. It occured with very little fanfair in the press and the service, as assured by Mr. Lelièvre, did not resume immediately as some adjustments still neded to be completed.
The two classes having been restored, the rates are, in 1927-28, 4.75F in first for the total simple trip and 3.50F in second. In principle, the service is only provided during the compulsory period (July-September), but trains also run on the occasions of Easter and Pentecost.
Apart from the passenger service and the transport of luggage and courier services, the transport of sugar beet for the sugar factory at Rue has been undertaken and provides an extra income from October to December, after the cessation of regular services. Farmers delivered their produce to a shed on the right side of the road, a little beyond the Monchaux junction, on the Quend-Plage line, which was then loaded and transported to Quend Nord.
For the short distance of about 10 km this transhipment was not really logical, but at the time the roads were still cobbled or simply paved and the farmers had only horse-drawn means. However, the tramway already had a competitor who was transporting beets, delivering them directly to Rue by truck from a shed located opposite Quend Cemetery.
The Fort-Mahon brickyard (started in 1922) while connected to the tramway was fairly unimportant. It operated using the sand from the neighboring dunes as raw material, transported by wagons towed by a gasoline tractor. These bricks were extremely brittle, unappreciated and only sold locally, the brickworks worked sporadically and was abandoned by June 1938.
The shuttle service along the avenue between the station and the beach has stopped runing and is replaced by a collective taxi, it was used to drive the wagons containing the goods and provisions needed by the local merchants.
In 1929 the Municipal Council of Fort-Mahon has three wishes:

• The installation of rails against about 130 meters of tracks, at the crossings of the streets.
• An adjustment of the road at Royon.
• The elimination of the danger posed by passengers descending the carriages in the roadway.

As for the rails, Mr. Lelièvre is ready to proceed if he is provided with the 264 m of 12 kg rails required.
At the beginning of 1931, we learn that the problem of Royon is settled, it was in fact to move the track to widen the crossroad at les Sapins. The commune provided the ballast, but the track crew, although doubled in 1930 was completely overloaded by a general overhaul and as the ground was not yet packed, the work was delayed.
A study showed that due to the narrowness of the station entrance and Rue Pascal any change would mean the expropriation of property and even then it would not cope with busy days and would be just as dangerous.
One last point, heavily emphasised was the problem clearing sand which, every winter, covered the bottom of the Avenue de la Plage.
In February 1931, there was a municipal demand for trams, Mr. Lelièvre is willing to lend his cars and his track, but thinks that the only locomotive then in use (the other two being repaired) is too heavy for the weak track.
There are also some acts of malicious intent: jammed points, theft of the effects of a mechanic at the Monchaux depot, young people travelling without paying and stealing from the mail box.

Rolling stock

After the war it was impossible to accurately take stock of the locomotives, it remained at three, but the old machines have disappeared and all are now German models with 2 axles, with the exception of one or two 030 T's, perhaps the one mentioned above as too heavy. The tradition of the baptismal name has been maintained, besides a certainty for "Marguerite" the names of Denise, Renee and Marie were also attributed.
The number of carriages increases to 12, then to 16. Several are built on military chassis, they are completely enclosed, accessible by double sliding doors. Poorly lit by small windows and with no suspension they were probably very uncomfortable.
There is also a small 2-axle baggage car, and the number of wagons reaches 14, then 15, probably because of the transport of the beets.
Derailments are rare because of track repair and repeated warnings published by the Railway Police: “it is strictly forbidden for drivers of cars, wagons and trucks to drive their vehicles along the tracks. This could cause serious damage, distorting the rails, breaking the crosspieces and fishplates that, deformed, would cause accident during the passage of trains". While the 1930 season had passed without problems, a train leaving Fort-Mahon derails between the les Sapins and Royon.The locomotive turned over and the driver Mr. Dollet is thrown to the ground but the mechanic Mr. A. Granger (victim of a similar accident in 1907) has his leg trapped under the machine. The carriages derail without overturning and some girls from a summer camp are slightly injured.
The travelers are driven to Quend-Nord by bus, this being the first intrusion of the road into the tramways domain.

THE END OF THE NETWORK

On 5th March 1932, Mr. Lelièvre wrote to the Mayor of Fort-Mahon to inform him that the tram would not run at Easter, "Our sacrifices and devotion, which have never been denied since the beginning, are paid for with disappointments. The hope of seeing them recognized and rewarded as the beach expands are in vain. The revenues go down every year, the burdens and the wages increase”. He bitterly adds "This measure will hardly be noticed, since it was declared in an official meeting ... that the tramway did not matter and that we could do without it".
On 30th April, with neither support nor encouragment, Mr. Lelièvre asked the Prefect to declassify the line because of its deficit and on 18th May, Mr. Vasseur does the same for that of Quend-Plage.
The Municipal Council refuses to cover the deficit and leaves it to the Prefect to take any decision he deems sensible. On 29th September 1932, the General Council declares that it is impossibility for it to come to the aid of the concessionaires. The tramway, whose trains had not run since the end of the sugar beet season of 1931, will no longer operate, at least for travelers. During the 1932 season, a regular service of automobiles and trucks is organised under the direction of the Communicipal Council of Fort-Mahon, the Tourist Office and the Union of Traders who have formed an association commited to transporting travelers and luggage not only at the old price but faster. According to the opinions expressed, everyone seemed satisfied, as we read in the minutes of the Municipal Council of Fort-Mahon meeting of 15th October 1932: "... That the tramway was not put into circulation during the season 1932, nevertheless, the transport of passengers and goods between Quend-Nord and Fort-Mahon performed normally, to the general satisfaction, despite the exceptional influx of tourists. One could even say that the disappearance of the tram went unnoticed”.
In 1933 the Société des Transports Autos de la Somme (STAS) opened a bus service from Fort-Mahon and Quend-Plage to Quend-Nord station from 15th June to 1st October, the journey for each of these lines taking approximately 20 minutes, with 4 regular services and a few more on Saturdays and Mondays, matching those of the tramway.

Decommissioning

After investigation and favorable opinion of the corresponding Commission on 29th December 1932, an accord is signed on 25th September 1933, between the Mayor of Quend in agreement with that of Fort-Mahon and Mr. Lelièvre confirming the termination and liquidation of the concession.
The tracks will have to be removed within three months and the road restored to its previous condition. Buildings, fixtures and rolling stock will remain the property of the concessionaire who will dispose of them as they see fit.
An identical agreement is signed the same day between the Mayor of Quend, Mr. Marcel Vasseur and Mrs. Lansiaux, now wife of Mr. Léopold-Adéodat Vasseur.
On 26th February 1934, a decree decommisions the two lines.
At Quend-Nord station, the tramway's platform is used by STAS buses.
At a request to dismantle the lines at Quend-Nord from the Compagnie du Nord, M. Vasseur replied, on 22nd August 1933, that he was in the process of leasing them to M. Garry of the Sucrerie du Marquenterre in Rue.
The sugar refinery agrees to to a one-year lease at a fee of 250F per annum and a renewable one-year lease was passed on 6 December 1935, with effect from the end of April. The rental for this section of line from Monchaux to the station will not be canceled until 30 June 1945, but no date on which the transport of beets actually ceased is available.

And now: 1979

It has been 47 years since the beaches of Quend and Fort-Mahon were served by the tramway, built along narrow roads and at considerable expense, it was almost doomed to fail, except, perhaps as a tourist attraction.
At Quend-Plage the coastline is scattered with villas and the dunes that existed during the era of the tramway have given way to large totally wooded areas on which extend huge campsites.
In Monchaux, the villa "La Garenne" built in the last century, still stands opposite the location where the bifurcation was, but there is no longer any trace of line, station, depot or beet shed.
The station of Fort-Mahon is still visible, the area has changed considerably, but there remains, shortened in length, the engine shed and some elements of the perimeter bordering Avenue de la Plage.
Quend station is closed to goods and is a simple halt without staff, the lines have gone and the goods hall serves as a warehouse for a local trader. The bar of the Société de Quend-Plage is surrounded by brambles.
Courries Automobiles Picards runs a bus service in summer, but only during the period from the 19th of July to mid-September (5 trips on weekdays and 8 on Sundays and holidays) between Fort-Mahon and the station of Rue, via Quend-Plage.
Since the time of the tramway the use of the beaches has increased considerably but the buses run with a well-reduced average occupancy, probably due to the rise of the private car.

And now: Present Day

No trains stop at Quend-Nord and after a period as a private dwelling the station building is now derelict.
The villa "La Garenne" is now a Gîte "Au ChAtô".
At Fort-Mahon there appears to be a structure built on the footprint of the old engine shed.