TRAM IN TALLINN
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Last edited 9 days ago by Yobot
Public transport in Tallinn
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City buses in Tallinn.
Public transport in Tallinn consists of bus, tram, trolleybus, train and ferry services. Bus, tram and trolleybus routes are mainly operated by Tallinna Linnatranspordi AS, but since 1995 MRP Linna Liinid is also operating several lines. Electric train services are offered by Elron and the ferry service to Aegna island is operated by Kihnu Veeteed.
Tram, trolleybus and bus services used to be divided between Tallinna Autobussikoondis (bus services) and TTTK (tram and trolleybus lines), but these companies were merged in 2012 into Tallinna Liinitranspordi AS (TLT).[1]
In a public opinion poll on 25 March 2012, over 75% of the participants answered "yes" for fare-free transit on Tallinn's public transport system. Public transport has been fare-free for Tallinn residents since 1 January 2013,[2] making Tallinn the first European capital abolishing fares for city residents.
Only buses, trams and trolleys belong to the unified ticket system, trains and ferries have their own ticket rates. "Tallinn-Aegna" ferry line, however, is free for city residents.
Today, Tallinn is the only city in Estonia ever to have trams or trolleybuses. The first tram route was opened in 1888, and in 2008 the tram celebrated its 120th anniversary. Trolleybuses were planned in Tallinn already in 1946, but the first route was opened 1965. Since then, 9 trolleybus routes have been opened, yet one was closed in 2000 and another in 2012, leaving only 7 lines.
A light rail service in Tallinn has been planned since the 1970s. The project was stopped when Estonia became independent from the Soviet Union, but in the 2000s the planning has continued. The light rail would start in the city center, usually at Vabaduse väljak (Freedom Square) or Viru keskus (Viru shopping center) and finish in East Lasnamäe, having 10–12 stations.[3]
All trains depart from the Balti jaam just at the northern end of Tallinn's Old City. Elron offers local EMU services to Keila, Paldiski and Riisipere in the west and Aegviidu in the east, as well as DMU services to Pärnu, Viljandi, Tartu and Narva, replacing Edelaraudtee on these lines since January 2014. Currently Elron operates Stadler FLIRT EMU and DMU trains.
SystemsEdit
Bus
Internal
A Tallinna Autobussikoondis bus on line 19 at Kadriorg
Some lines in Tallinn are serviced by "MRP linna liinid" company
Bus routes can be found almost everywhere in Tallinn. Nearly everywhere, especially in Pirita, Lasnamäe and Nõmme they provide the backbone of the public transportation system, as these districts don't have trams or trolleybuses (except Nõmme, through which the Elron western direction trains go).[4]
The routes and timetables are set by Tallinna Transpordiamet (Tallinn Department of Transportation), but are given to either TLT or MRP to service. The contracts are renewed every 5 years. The route numbers in Tallinn consist of one or two numbers, occasionally accompanied by a letter A or B. There has also been a special Park & Ride bus route 1PR, which was opened in September 2007 and offered service between the Pirita Park & Ride parking lot and the city center. The route was closed from January 2009.
Nearly all routes have two terminus stops, one of which serves to drivers also as a resting stop.
Tallinn doesn't have much "feeder lines", which take passengers to another means of transport. Currently, only bus route no. 57 has been shortened to a tram terminus.
Routes are mostly operated between 5:30 and 0:00 throughout the day. Some bus routes, mainly the express routes operate only during peak hours and have a break between 10–11 in the morning and 2–3 in the afternoon. From 1 September 2012, express routes will have the same ticket price as regular bus routes.
From 7 November until the end of 2008 the Department of Transport carried out a pilot project, during which popular bus and trolleybus routes' operating times were prolonged until 1 am.
Since 1 January 2013 all public transport has been free of charge for people registered as living in Tallinn.
Regional
Suburban bus on line 104 from Tallinn to Kostivere
Regional bus routes are managed by the Harjumaa Ühistranspordikeskus (HÜTK) (Harju County Public Transportation Center). The Center was established in early 2005. The establishers were the 25 local governments of Harjumaa and the Government of the Harju County as the representative of the Republic of Estonia. The goal of the center is to arrange public transportation in Harju County to raise quality of the service provided. The routes are drawn by HÜTK and then given to different operators. There are also about 50 commercial lines in Harju County.
As of 1 November 2008, a zone system was introduced for public suburban routes. Harju County is divided to 4 zones, with the first one being Tallinn, second the surroundings of Tallinn and the rest are determined by the distance from Tallinn. Travelling within a zone will cost 12 EEK, and driving to another zone will cost an extra 10 EEK. The zone system replaces the current ticketing system, where the cost was determined by the distance driven – for example, if a route passes through a lot of villages instead taking a shortcut using the highway, the ticket would cost more.
Tram
A Tatra KT6-type tram with a lowered middle-section in Tallinn
The tram network is fairly short and serves the city centre with its surrounding areas. There are 4 tram lines and two types of trams – Tatra KT4 and KT6, which basically is a KT4 with a lowered middle-section. In 2015–2016 new CAF Urbos AXL trams are expected to enter service on the lines 3 and 4.[5]
The tram system is operated by TLT.
See also: List of tram and trolleybus routes in Tallinn
Trolleybus
Trolleybus 9 on Sõle street
Trolleybuses serve the western part of Tallinn, Mustamäe and Haabersti districts especially. Trolleybus service began in 1965 with a route from the Estonian National Opera "Estonia" to Hipodroom (Hippodrome). Currently there are 7 routes: 1,3,4 and 5 from city center to Mustamäe, 6 and 7 to Õismäe and 9 from Mustamäe to Kopli. On 1 December 2012 trolleybus line nr 2 was replaced by diesel buses.
Commuter train
The last days of the DR1 diesel train in Tallinn
The Elron commuter trains are especially meant for the Harju County residents for a connection to Tallinn. Routes are also used by city residents, especially of Nõmme district. Railway lines pass through Kristiine, Nõmme and Lasnamäe districts of the city, with terminus stop Balti jaam being located in the Central district close to Põhja-Tallinn. Railway transport is free for registered city residents inside the city borders (1st zone): till Vesse stop on Eastern line, Laagri stop on Western line and Männiku stop on South-Western line.[6]
Ferry
Tallinn has a ferry connection to Aegna island, operated by OÜ Kihnu Veteed. Since Aegna doesn't have many residents, the ferry is mostly for tourists and is operated only summertime. City residents can use the ferry for free.[7]
TicketsEdit
The Public Transport Card (Ühiskaart)
All Tallinn bus, tram and trolleybus routes belong to a unified ticket system. Harju County routes and commuter trains (Elron) have a different fare system, which depends on the distance traveled.
Ticket types
Registered residents of Tallinn who have their ID cards and the Public Transport Card (Ühiskaart) can travel free of charge on buses, trams and trolley buses in Tallinn from 1 January 2013. Single tickets (talong) can be bought from vehicle drivers.
Non-residents can use the travel card for loading cash for single tickets, different period tickets and other special tickets. Single tickets can only be purchased from driver, all other tickets can be purchased by either validating a pre-loaded smart-card on a validator in every vehicle or online purchase. Discount tickets are eligible to use for students, pensioners and disabled people. Besides residents, anyone under the age of 7 or over 65 may ride for free. Also passengers with children under 3 years of age can ride for free.
In a public opinion poll on 25 March 2012, over 75% of the participants answered "yes" for fare-free transit on Tallinn's public transport system. Public transport has been fare-free for Tallinn residents since 1 January 2013,[2] making Tallinn the first European capital abolishing fares for city residents. Later, Elron and Tallinn City council reached an agreement, which makes urban routes (1st zone) free for city residents.
Fare collection
The Public Transport Card validator
In Tallinn, most public transport vehicles can be entered from any door. As of July 2008, Tallinn Municipal Police ticket controllers check tickets occasionally, stopping the vehicle between two stops so no-one can leave the vehicle unnoticed. A penalty fee (maximum of 40 €) is charged to any passenger without a valid ticket. If a passenger has forgotten his/her ID-card, then he/she can tell the ticket controller his/her social security number, which, in case the person has a valid ticket, proves the right of travelling. Since 1 January 2013, fare-free travellers (except those who could travel for before) have to validate their Public Transport Card and can be fined 40 euros in case you have not either validated their card and/or fail to prove their ID.
See also
References
External links
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TRAM IN KARACHI
TRAM IN KARACHI
Last edited 2 days ago by Your Next Kid
Karachi to Melbourne Tram
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The Karachi Tram by night
Inside the tram
The Melbourne to Karachi tram or the W-11 tram was a Z class tram decorated by a team of professional Pakistani vehicle decorators, commissioned by the City of Melbourne for the 2006 Commonwealth Games.
Origin of the nameEdit
The name is based on the W-11 buses originally found in Karachi, Pakistan, which are a model of minibus famous for their entertainment value: decorated with lush designs and playing popular Pakistani or Indian music. Competition between buses has made these buses famous for their extravagant designs and entertainment.
The tramEdit
As a showcase of Pakistani culture, the tram was commissioned for the Commonwealth Games, and a team of W-11 decorators were invited to decorate the tram, which toured around the city for the duration of the games, playing Bhangra and Pakistani music.
It is currently stored in Preston Workshops and it's future is unknown.
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Last edited 2 days ago by Your Next Kid
Karachi to Melbourne Tram
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The Karachi Tram by night
Inside the tram
The Melbourne to Karachi tram or the W-11 tram was a Z class tram decorated by a team of professional Pakistani vehicle decorators, commissioned by the City of Melbourne for the 2006 Commonwealth Games.
Origin of the nameEdit
The name is based on the W-11 buses originally found in Karachi, Pakistan, which are a model of minibus famous for their entertainment value: decorated with lush designs and playing popular Pakistani or Indian music. Competition between buses has made these buses famous for their extravagant designs and entertainment.
The tramEdit
As a showcase of Pakistani culture, the tram was commissioned for the Commonwealth Games, and a team of W-11 decorators were invited to decorate the tram, which toured around the city for the duration of the games, playing Bhangra and Pakistani music.
It is currently stored in Preston Workshops and it's future is unknown.
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Read in another language
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Content is available under CC BY-SA 3.0 unless otherwise noted.
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1 Şubat 2015 Pazar
British Columbia Electric Railway
Last edited 22 days ago by Skookum1
British Columbia Electric Railway
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British Columbia Electric Railway
BCER sightseeing trolley car on Granville Street in Vancouver (1910)
Locale southwestern British Columbia and Vancouver Island
Dates of operation 1897–1989
Predecessor National Electric Tramway and Lighting Company Limited (1890);
Vancouver Electric Railway and Light Company Limited (1890);
Westminster and Vancouver Tramway Company (1891)
Track gauge 4 ft 8 1⁄2 in (1,435 mm) standard gauge
British Columbia
Electric Railway
Legend
city lines
interurban lines
North Vancouver
Burrard Inlet
Vancouver
Burnaby
New Westminster
Fraser River
Surrey
Langley
Abbotsford
Chilliwack
Richmond
Georgia Strait
Deep Cove
North Saanich
Saanich
Esquimalt
Victoria
The British Columbia Electric Railway (BCER) was an historic Canadian railway which operated in southwestern British Columbia. Originally the parent company, and later a division, of BC Electric, the BCER assumed control of existing streetcar and interurban lines in southwestern British Columbia in 1897, and operated the electric railway systems in the region until the last interurban service was discontinued in 1958. During and after the streetcar era, BC Electric also ran bus and trolleybus systems in Greater Vancouver and bus service in Greater Victoria; these systems subsequently became part of BC Transit, and the routes in Greater Vancouver eventually came under the control of TransLink. Trolley buses still run in the City of Vancouver and one line extends into Burnaby.
HistoryEdit
Separate origins
Streetcar and interurban services were inaugurated in southwestern British Columbia between 1890 and 1891, operated by the following companies:[1]
National Electric Tramway and Lighting Company Limited, which launched the streetcar service in Victoria on February 22, 1890;
Vancouver Electric Railway and Light Company Limited, which launched Vancouver's streetcar system on June 27, 1890; and
Westminster and Vancouver Tramway Company, which launched New Westminster's streetcar system on October 8, 1891, as well as the Vancouver-New Westminster interurban line (via Central Park in Burnaby) in the same year.
With the global depression in the 1890s, all three companies went into receivership, and were amalgamated in 1895 into the Consolidated Railway and Light Company.[2] The newly founded company was forced into receivership again after a streetcar accident in Victoria (the Point Ellice Bridge Disaster) resulted in 55 deaths, and was reorganized as the British Columbia Electric Railway Company Limited in April 1897.[2]
Expansion
BCER began the Vancouver-Steveston interurban and freight service in 1905 after leasing the line from Canadian Pacific Railway (CPR) and electrifying it, launched streetcar service in North Vancouver in 1906, and started interurban service between Marpole and New Westminster along the North Arm of the Fraser River in 1909.[2] Subsequent interurban service launches are as follows:
New Westminster to Chilliwack: October 4, 1910 (also used by freight)[2]
Vancouver to New Westminster (via Burnaby Lake): 1911[3]
New Westminster to Queensborough and New Westminster to Fraser Mills: 1912[3]
Victoria to Deep Bay (now called Deep Cove)
The Victoria to Deep Cove line, one of three passenger railways to serve the Saanich Peninsula, was closed on November 1, 1924 due to low ridership.[4] Construction of ramps leading to and from the new Pattullo Bridge resulted in the closure of the Queensborough and Fraser Mills lines in 1937, as well as the truncation of the Burnaby Lake line to Sapperton.[4]
"Rails-to-Rubber"
BCER ended streetcar service in New Westminster on December 5, 1938.[4] The company then announced its "Rails-to-Rubber" conversion programme on September 30, 1944, with North Vancouver's last streetcar service and two of Vancouver's streetcar lines ending in April 1947, and Victoria's streetcar service ending on July 4, 1948.[5] The Chilliwack line ceased service in 1950, followed by the Vancouver-Marpole line in 1952 and the Burnaby Lake line in 1953.[6] The stretch of the Central Park line in Burnaby and New Westminster was closed on October 23, 1953, followed by the rest of the line through Vancouver on July 16, 1954.[6] The last streetcar line in Vancouver, the 14 Hastings, ran on April 22, 1955.[6] The Marpole-New Westminster interurban line was closed in 1956, followed by the Marpole-Steveston line on February 28, 1958,[6] marking the complete closure of the interurban system.
In 1961, the provincial government took over BC Electric, with the railway becoming a division of Crown corporation BC Hydro. In 1989, BC Hydro sold the railway to a new shortline operator and the railway is now known as the Southern Railway of British Columbia and is exclusively a freight railway.
Power supplyEdit
Power was supplied by then-innovative diversion projects at Buntzen Lake and on the Stave River system farther east, all of which were built primarily to supply power for the interurbans and street railway. A 6-mile (9.7 km) branch line, the Stave Falls Branch, (constructed during the building of the original Stave Falls hydroelectric plant) was isolated from the main interurban network, and linked the power plant and community at Stave Falls to the Canadian Pacific Railway station at Ruskin.[4]
Current conditions of rights-of-way
Remaining BCER CarsEdit
After the decommission of the BCER streetcar and interurban system, most of the cars were burned and scrapped, some were sold for various other uses such as becoming bunkhouses, storage sheds and in some cases decor. A handful of cars were also donated to various museums mostly in the U.S. Since then however, many preservation societies have brought back the cars and began restoring them. The following is a list of the known BCER cars in existence and their current locations (as of July 2013).
Streetcars
#30 Built in 1905, operated in Victoria, now in storage at the Fraser Valley Heritage Railway Society,[11] Cloverdale, BC.
#53 Built in 1904, operated in Vancouver, on permanent static display inside The Old Spaghetti Factory in Gastown, Vancouver, BC.
#153 Built in 1908, operated in North Vancouver, currently in storage under Fen Burdett Stadium, North Vancouver, BC.
#400 Built in 1922, operated in Victoria, now located at the Nelson Electric Tramway Society in Nelson, BC.
Interurban Cars
#1207 Built in 1905, operated on the Marpole-Steveston Line, now located at the Downtown Historic Railway in Vancouver, BC.
#1220 Built in 1913, operated on the Marpole-Steveston Line, currently being restored at the Steveston Tram Museum,[12][13] Richmond, BC.
#1223 Built in 1913, operated on the Burnaby Lake Line, on static display at the Burnaby Village Museum, Burnaby, BC.
#1225 Built in 1913, operated on the Marpole-Steveston and Burnaby Lake Lines, currently in operation at the Fraser Valley Heritage Railway Society, Cloverdale, BC.
#1231 Built in 1913, operated on the Marpole-Steveston and Burnaby Lake Lines, now located at the Downtown Historic Railway, Vancouver, BC.
#1235 Built in 1913, operated on the Marpole-Steveston Line, located at the Canada Science and Technology Museum, Ottawa, ON
#1304 Built in 1911, operated on the Fraser Valley-Chilliwack Line, currently under restoration at the Fraser Valley Heritage Railway Society, Cloverdale, BC.
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Notes
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TRAM İN BİRMİNGHAM
TRAM IN BiRMiNGHAM
Last edited 8 days ago by Ellrbrown
Birmingham Corporation Tramways
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For the football club, see Birmingham Corporation Tramways F.C..
Birmingham Corporation Tramways
Birmingham Corporation Tram in 1953, shortly before the service was scrapped.
Operation
Locale Birmingham
Open 4 January 1904
Close 4 July 1953
Status Closed
Infrastructure
Track gauge 3 ft 6 in (1,067 mm)
Propulsion system(s) Electric
Statistics
Route length 80.5 miles (129.6 km)
Map of the tram routes in 1930
Remains of tram track in Edmund Street, Birmingham
Birmingham Corporation Tramways operated a network of tramways in Birmingham from 1904 until 1953. It was the largest narrow-gauge tramway network in the UK, built to a gauge of 3 ft 6 inches. It was the largest tramway network in the UK after London, Glasgow and Manchester.
There were a total of 843 trams (with a maximum of 825 in service at any one time), 20 depots, 45 main routes and a total route length of 80 1⁄2 miles (129.6 km).[1]
Birmingham Corporation built all the tramways and leased the track to various companies.
Birmingham was a pioneer in the development of reserved trackways which served the suburban areas as the city grew in the 1920s and 1930s.
Model of a BCT tram, at the National Tramway Museum
HistoryEdit
4 January 1904 – commence tramway at Aston Road North
1 January 1907 – took over some City of Birmingham Tramways Company Ltd routes, (CBTC was a British Electric Traction controlled company) - majority of the company's routes having been owned by Birmingham Corporation from their inception.
1 July 1911 – took over the former cable tramway to Handsworth[2]
1 January 1912 – took over lines owned by Erdington Urban District Council, but operated by Birmingham Corporation Tramways, which subsequently passed into the hands of Birmingham Corporation following expansion of the city's boundaries in 1911.
1 January 1912 – took over City of Birmingham Tramways Company Ltd - remainder of the company's routes, ownership of which had passed to Birmingham Corporation from the local councils of Aston Manor, Handsworth, and King's Norton & Northfield, following expansion of the city boundaries in 1911.
1 April 1924 – took over operation of West Bromwich Corporation-owned lines previously leased to the Birmingham and Midland Tramways Joint Committee South Staffordshire Tramways Company, a British Electric Traction subsidiary
1 April 1928 – took over Birmingham and Midland Tramways Joint Committee Birmingham and District Power and Traction Co Ltd - main line to Dudley.
18 October 18 October 1927 – name changed to Birmingham Corporation Tramway and Omnibus Department.
9 November 1937 – name changed to Birmingham City Transport.
RoutesEdit
Tram no 395 seen preserved at Thinktank, Birmingham
Route Description Abandoned Short workings
2 Steelhouse Lane to Erdington 4 June 1953 59 Steelhouse Lane to Gravelly Hill, 60 Steelhouse Lane to Aston Cross, 64 Steelhouse Lane to High Street, Erdington
3 Martineau Street to Witton via Six Ways 11 September 1939
3x Martineau Street to Witton via Aston Cross 31 December 1949
4 Station Street to Stoney Lane 5 January 1937
5 Lozells to Gravelly Hill 30 September 1950
6 Martineau Street to Perry Barr 21 December 1949
7 Martineau Street to Nechells
8 Martineau Street to Alum Rock 30 September 1950 61 Martineau Street via the Gate Inn, Saltley to Pelham Arms (Sladefield Road)
10 Martineau Street to Washwood Heath 30 September 1950 9 Martineau Street to Ward End Fox & Goose Pub, 62 inward working of route 10
15 High Street to South Yardley 2 October 1948 13 High Street to Small Heath Park, 56 High Street to Hay Mills
16 Station Street to South Yardley 6 January 1934 14 Station Street to Small Heath Park, 57 Station Street to Hay Mills
17 High Street to Stratford Road (College Road) 5 January 1937 19 High Street to Stratford Road (St. John's Street), 58 High Street to Stoney Lane/Stratford Road, 82 High Street to Stratford Road (Fox Hollies Road/Highfields Road)
18 Station Street to Stratford Road 5 January 1937 21 Station Street to Stratford Road (College Road)
20 Station Street to Stratford Road (St. John's Road)
22 Station Street to Bolton Road 4 February 1930
23 Colmore Row to Handsworth 1 April 1939 28 Colmore Row to New Inns, Crocketts Lane, Handsworth
24 Colmore Row to Lozells via Wheeler Street (clockwise 25) 1 April 1939
25 Colmore Row to Lozells via Wheeler Street (anticlockwise 24) 7 August 1933
26 Colmore Row to Oxhill Road 1 April 1939 27 Colmore Row to Stafford Road, Soho Road, Handsworth
29 City to Bearwood via Dudley Road 30 September 1939 30 Edmund Street to Windmill Lane, Cape Hill, Smethwick, 55 Edmund Street to Dudley Road/Grove Lane
31 Edmund Street to Soho 30 September 1939
32 Edmund Street to Lodge Road 29 March 1947
33 Navigation Street to Ladywood 30 August 1947
34 Navigation Street to Bearwood via Hagley Road 9 August 1930
36 City to Cotteridge 5 May 1952 46 Navigation Street to Stirchley
37 City to Cannon Hill Park 1 October 1949
39 City to Alcester Lanes End 1 October 1949 38 Hill Street to High Street/Vicarage Road, Kings Heath via Balsall Heath, 49 Navigation Street to Mary Street/Park Road, Balsall Heath, 52 Hill Street to Station Road, Kings Heath via Balsall Heath, 66 Hill Street to Moseley via Balsall Heath
42 City to Alcester Lanes End 1 October 1949 43 High Street to Station Road, Kings Heath via Moseley Road, 48 High Street to High Street/Vicarage Road, Kings Heath, 67 Dale End to Moseley via Bradford Street
44 Dale End/Albert Street to Acocks Green 5 January 1937 91 High Street to Warwick Road, Tyseley
45 Dale End/Albert Street to Sparkbrook 5 January 1937
50 High Street to Moseley Road depot 1 October 1949 41 Navigation Street to Moseley Road Depot
51 Hill Street to Alcester Lane End 1 October 1949 40 Hill Street to High Street/Vicarage Road, Kings Heath via Leopold Street, 65 Hill Street to Moseley via Leopold Street
53 Navigation Street to Dogpool Lane
63 Steelhouse Lane to Fort Dunlop 4 July 1953
68 Villa Road to Soho Road, Lozells, Gravelly Hill and Erdington (Sundays only) 1923
70 Navigation Street to Rednal 5 July 1952 35 Navigation Street to Selly Oak, 54 Navigation Street to Pebble Mill Road, 69 Navigation Street to Northfield, 72 Navigation Street to Longbridge
71 Navigation Street to Rubery 5 July 1952
74 City to Dudley 1 April 1939 74 Livery Street to Carters Green, West Bromwich, 76 Colmore Road to Great Bridge, 77 Colmore Row to Spon Lane/High Street, West Bromwich
75 City to Wednesbury 1 April 1939
78 Steelhouse Lane to Short Heath 4 July 1953 1 Steelhouse Lane to Stockland Green
79 Steelhouse Lane to Pype Hayes Park 4 July 1953 63 Steelhouse Lane to Holly Lane/Tyburn Road
81 Villa Road to Soho Road, Lozells to Pype Hayes (Sundays only) 1930
84 City to Stechford 2 October 1948 12 High Street to Bordesley Green (Blake Street) via Deritend and Coventry Road
87 City to Dudley 30 September 1939 85 Edmund Street to Spon Lane, West Bromwich via Smethwick, 86 Edmund Street to Oldbury via Smethwick, 88 Windmill Lane to Spon Lane, West Bromwich via Smethwick
90 City to Stechford 2 October 1948 11 High Street to Bordesley Green (Blake Lane) via Fazeley Street
Depots and Works
Tramcar fleet
Statistics
Surviving artifacts and infrastructureEdit
Tramcars
Vehicle 107 (1906) under restoration at Aston Manor Road Transport Museum
Vehicle 395 (1911) rescued by City of Birmingham Museums and Galleries. Restored in 1953 and presented to Birmingham Science Museum. Now preserved in Thinktank, Birmingham
Shelters
Tramway shelter from Birmingham preserved at the Crich Tramway Museum
One preserved at Crich Tramway Museum (53.089842°N 1.485869°W)
Depots
Moseley Road Depot - Grade II listed.[5] (52.4543°N 1.8857°W)
Selly Oak Depot, Harborne Lane - now Storage Units. (52.44189°N 1.94268°W)
Witton Depot (52.511651°N 1.885399°W)
Silver Street, Kings Heath - now International Stock (52.43345°N 1.89402°W)
Miller Street - First Corporation built depot (52.49274°N 1.89348°W)
Highgate Road. Closed to trams 1937. Used for buses until the 1950s. (52.45872°N 1.87418°W)
Steam Tram coke yard, 1899 - Stratford Road/ College Road junction.
Track
Remains of tram track, Rednal Terminus
Edmund Street, Birmingham City Centre (52.48054°N 1.90348°W)
Rednal Terminus (52.384012°N 2.002013°W)
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References
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Last edited 8 days ago by Ellrbrown
Birmingham Corporation Tramways
Watch this page
For the football club, see Birmingham Corporation Tramways F.C..
Birmingham Corporation Tramways
Birmingham Corporation Tram in 1953, shortly before the service was scrapped.
Operation
Locale Birmingham
Open 4 January 1904
Close 4 July 1953
Status Closed
Infrastructure
Track gauge 3 ft 6 in (1,067 mm)
Propulsion system(s) Electric
Statistics
Route length 80.5 miles (129.6 km)
Map of the tram routes in 1930
Remains of tram track in Edmund Street, Birmingham
Birmingham Corporation Tramways operated a network of tramways in Birmingham from 1904 until 1953. It was the largest narrow-gauge tramway network in the UK, built to a gauge of 3 ft 6 inches. It was the largest tramway network in the UK after London, Glasgow and Manchester.
There were a total of 843 trams (with a maximum of 825 in service at any one time), 20 depots, 45 main routes and a total route length of 80 1⁄2 miles (129.6 km).[1]
Birmingham Corporation built all the tramways and leased the track to various companies.
Birmingham was a pioneer in the development of reserved trackways which served the suburban areas as the city grew in the 1920s and 1930s.
Model of a BCT tram, at the National Tramway Museum
HistoryEdit
4 January 1904 – commence tramway at Aston Road North
1 January 1907 – took over some City of Birmingham Tramways Company Ltd routes, (CBTC was a British Electric Traction controlled company) - majority of the company's routes having been owned by Birmingham Corporation from their inception.
1 July 1911 – took over the former cable tramway to Handsworth[2]
1 January 1912 – took over lines owned by Erdington Urban District Council, but operated by Birmingham Corporation Tramways, which subsequently passed into the hands of Birmingham Corporation following expansion of the city's boundaries in 1911.
1 January 1912 – took over City of Birmingham Tramways Company Ltd - remainder of the company's routes, ownership of which had passed to Birmingham Corporation from the local councils of Aston Manor, Handsworth, and King's Norton & Northfield, following expansion of the city boundaries in 1911.
1 April 1924 – took over operation of West Bromwich Corporation-owned lines previously leased to the Birmingham and Midland Tramways Joint Committee South Staffordshire Tramways Company, a British Electric Traction subsidiary
1 April 1928 – took over Birmingham and Midland Tramways Joint Committee Birmingham and District Power and Traction Co Ltd - main line to Dudley.
18 October 18 October 1927 – name changed to Birmingham Corporation Tramway and Omnibus Department.
9 November 1937 – name changed to Birmingham City Transport.
RoutesEdit
Tram no 395 seen preserved at Thinktank, Birmingham
Route Description Abandoned Short workings
2 Steelhouse Lane to Erdington 4 June 1953 59 Steelhouse Lane to Gravelly Hill, 60 Steelhouse Lane to Aston Cross, 64 Steelhouse Lane to High Street, Erdington
3 Martineau Street to Witton via Six Ways 11 September 1939
3x Martineau Street to Witton via Aston Cross 31 December 1949
4 Station Street to Stoney Lane 5 January 1937
5 Lozells to Gravelly Hill 30 September 1950
6 Martineau Street to Perry Barr 21 December 1949
7 Martineau Street to Nechells
8 Martineau Street to Alum Rock 30 September 1950 61 Martineau Street via the Gate Inn, Saltley to Pelham Arms (Sladefield Road)
10 Martineau Street to Washwood Heath 30 September 1950 9 Martineau Street to Ward End Fox & Goose Pub, 62 inward working of route 10
15 High Street to South Yardley 2 October 1948 13 High Street to Small Heath Park, 56 High Street to Hay Mills
16 Station Street to South Yardley 6 January 1934 14 Station Street to Small Heath Park, 57 Station Street to Hay Mills
17 High Street to Stratford Road (College Road) 5 January 1937 19 High Street to Stratford Road (St. John's Street), 58 High Street to Stoney Lane/Stratford Road, 82 High Street to Stratford Road (Fox Hollies Road/Highfields Road)
18 Station Street to Stratford Road 5 January 1937 21 Station Street to Stratford Road (College Road)
20 Station Street to Stratford Road (St. John's Road)
22 Station Street to Bolton Road 4 February 1930
23 Colmore Row to Handsworth 1 April 1939 28 Colmore Row to New Inns, Crocketts Lane, Handsworth
24 Colmore Row to Lozells via Wheeler Street (clockwise 25) 1 April 1939
25 Colmore Row to Lozells via Wheeler Street (anticlockwise 24) 7 August 1933
26 Colmore Row to Oxhill Road 1 April 1939 27 Colmore Row to Stafford Road, Soho Road, Handsworth
29 City to Bearwood via Dudley Road 30 September 1939 30 Edmund Street to Windmill Lane, Cape Hill, Smethwick, 55 Edmund Street to Dudley Road/Grove Lane
31 Edmund Street to Soho 30 September 1939
32 Edmund Street to Lodge Road 29 March 1947
33 Navigation Street to Ladywood 30 August 1947
34 Navigation Street to Bearwood via Hagley Road 9 August 1930
36 City to Cotteridge 5 May 1952 46 Navigation Street to Stirchley
37 City to Cannon Hill Park 1 October 1949
39 City to Alcester Lanes End 1 October 1949 38 Hill Street to High Street/Vicarage Road, Kings Heath via Balsall Heath, 49 Navigation Street to Mary Street/Park Road, Balsall Heath, 52 Hill Street to Station Road, Kings Heath via Balsall Heath, 66 Hill Street to Moseley via Balsall Heath
42 City to Alcester Lanes End 1 October 1949 43 High Street to Station Road, Kings Heath via Moseley Road, 48 High Street to High Street/Vicarage Road, Kings Heath, 67 Dale End to Moseley via Bradford Street
44 Dale End/Albert Street to Acocks Green 5 January 1937 91 High Street to Warwick Road, Tyseley
45 Dale End/Albert Street to Sparkbrook 5 January 1937
50 High Street to Moseley Road depot 1 October 1949 41 Navigation Street to Moseley Road Depot
51 Hill Street to Alcester Lane End 1 October 1949 40 Hill Street to High Street/Vicarage Road, Kings Heath via Leopold Street, 65 Hill Street to Moseley via Leopold Street
53 Navigation Street to Dogpool Lane
63 Steelhouse Lane to Fort Dunlop 4 July 1953
68 Villa Road to Soho Road, Lozells, Gravelly Hill and Erdington (Sundays only) 1923
70 Navigation Street to Rednal 5 July 1952 35 Navigation Street to Selly Oak, 54 Navigation Street to Pebble Mill Road, 69 Navigation Street to Northfield, 72 Navigation Street to Longbridge
71 Navigation Street to Rubery 5 July 1952
74 City to Dudley 1 April 1939 74 Livery Street to Carters Green, West Bromwich, 76 Colmore Road to Great Bridge, 77 Colmore Row to Spon Lane/High Street, West Bromwich
75 City to Wednesbury 1 April 1939
78 Steelhouse Lane to Short Heath 4 July 1953 1 Steelhouse Lane to Stockland Green
79 Steelhouse Lane to Pype Hayes Park 4 July 1953 63 Steelhouse Lane to Holly Lane/Tyburn Road
81 Villa Road to Soho Road, Lozells to Pype Hayes (Sundays only) 1930
84 City to Stechford 2 October 1948 12 High Street to Bordesley Green (Blake Street) via Deritend and Coventry Road
87 City to Dudley 30 September 1939 85 Edmund Street to Spon Lane, West Bromwich via Smethwick, 86 Edmund Street to Oldbury via Smethwick, 88 Windmill Lane to Spon Lane, West Bromwich via Smethwick
90 City to Stechford 2 October 1948 11 High Street to Bordesley Green (Blake Lane) via Fazeley Street
Depots and Works
Tramcar fleet
Statistics
Surviving artifacts and infrastructureEdit
Tramcars
Vehicle 107 (1906) under restoration at Aston Manor Road Transport Museum
Vehicle 395 (1911) rescued by City of Birmingham Museums and Galleries. Restored in 1953 and presented to Birmingham Science Museum. Now preserved in Thinktank, Birmingham
Shelters
Tramway shelter from Birmingham preserved at the Crich Tramway Museum
One preserved at Crich Tramway Museum (53.089842°N 1.485869°W)
Depots
Moseley Road Depot - Grade II listed.[5] (52.4543°N 1.8857°W)
Selly Oak Depot, Harborne Lane - now Storage Units. (52.44189°N 1.94268°W)
Witton Depot (52.511651°N 1.885399°W)
Silver Street, Kings Heath - now International Stock (52.43345°N 1.89402°W)
Miller Street - First Corporation built depot (52.49274°N 1.89348°W)
Highgate Road. Closed to trams 1937. Used for buses until the 1950s. (52.45872°N 1.87418°W)
Steam Tram coke yard, 1899 - Stratford Road/ College Road junction.
Track
Remains of tram track, Rednal Terminus
Edmund Street, Birmingham City Centre (52.48054°N 1.90348°W)
Rednal Terminus (52.384012°N 2.002013°W)
See also
References
Read in another language
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30 Ocak 2015 Cuma
TRAM IN BRUSSELS
TRAM IN BRUSSELS
Last edited 2 months ago by Sladen
Trams in Brussels
Watch this page
Brussels tramway network
A Bombardier T3000 in Brussels, 2010.
Operation
Locale Brussels, Belgium
Routes 19 (2013)[1]
Owner(s) Brussels-Capital Region
Operator(s) STIB/MIVB
Infrastructure
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Electricity
Electrification 600 V DC
Statistics
Route length 138.9 km (86.3 mi)[2]
Passengers (2012) 123.5 million[3]
Horsecar era: 1869–ca. 1900
Status Converted to electricity
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Horses
Steam tram era: 1876–1877, 1879
Status Experiments abandoned
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Steam
Accumulator tram era: 1883, 1886–1889
Status Experiments abandoned
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Rechargable batteries
Electric tram era: since 1894
Status Still Running
Owner(s) Brussels-Capital Region
Operator(s) STIB/MIVB
(since 1954)
Minimum curve radius {{{era4_minimum_radius_of_curvature}}}
Overview
Brussels tramway network, 2009.
Website STIB/MIVB (English)
The Brussels tram (or streetcar) system is a transport system in Brussels, Belgium. It is one of the ten largest tram systems in the world, carrying some 123.5 million passengers in 2012.[3] In 2013, the Brussels tram system consists of 19 tram lines[1] (three of which – lines T3, T4 and T7 – qualify as premetro lines).[4] As of 2011, the tram system's total route length was 138.9 km (86.3 mi),[2] making it one of the larger tram networks in Europe. Its development has demonstrated many of the quandaries that face local public transport planners. The Brussels tram system also has a number of interesting peculiarities.
HistoryEdit
Old route 103 near Rogier.
The first horse-drawn trams were introduced in Brussels in 1869, running from the Porte de Namur to the Bois de la Cambre.[5] The first electric tramway came to Brussels in 1894.[5]
Intermodal integrationEdit
The system exists in a somewhat unusual local government context, because Brussels is a self-governing region, as an enclave within Flanders, although only some 3.3 kilometres from Wallonia at the closest point. This means that three-way deals are necessary between Brussels’ own STIB/MIVB, Flanders’ De Lijn and Wallonia’s TEC.
STIB sees itself as a provider of mobility rather than just public transport, and has a 49% share in the Cambio carsharing franchise. The Brussels conurbation — 19 municipalities plus adjoining commuter belt — is also served by a fairly dense network of main-line trains. The MOBIB contactless smart card can be used on buses, trams and the metro, and is gradually being extended to other modes, although it is not yet accepted by De Lijn or TEC. A simple tariff system permits unlimited changes with a one-hour period for €2.50 when bought from the driver, €2.00 from a ticket machine.
Ridership has been rising, and user-friendly features that have grown up through custom and practice help this. For instance, passengers open the doors by pressing a green strip on the central pole (in PCC trams) or an illuminated button (on Flexity trams), and drivers usually make a point of waiting for latecomers. However, overcrowding at rush hours and at weekend is common. Fare-dodging is reputedly quite high, despite periodic enforcement campaigns, and this is being addressed by the installation of ticket barriers in all metro stations. From 2013, the obligation to check out of as well as into the system is being progressively introduced.
RoutesEdit
A tram at Porte de Hal premetro station
Platforms of Boileau premetro station, clearly showing the dual platform heights
As of 2013, there are 19 tram routes,[1] totaling 138.9 kilometres (86.3 mi),[2] and serving most parts of the city, including the two partial ring routes (T7 and T92). The tram routes have a very varied feel, including street running through narrow streets in working-class districts (lines T81 and T83), cobbled central reservation, reserved track through parkland and woods (T44), signal-controlled running in tunnels (the premetro lines T3, T4 and T7), and short stretches in cutting (the old route T18, closed in 2007). Almost all trams are double-ended and all are double-sided, and while some stub termini remain (T4, T51, T97), most have loops. The route pattern shows some notable gaps, particularly along major radial routes, because these were originally served by the national network of buurtspoorwegen/tramways vicinaux. These had a gauge of one metre, rather than the Brussels standard gauge, and so the tracks could not easily be taken over when the lines were progressively closed from the 1960s onwards.
The complementary routing of vicinal and urban tracks and the replacement of key lines by metro has led to some peculiar track layouts, for instance at the Barrière de St-Gilles/Bareel St-Gillis. Though all seven roads at this circular junction originally had tram lines, only three of the original seven remain.[6] To negotiate a sharp turn, the old route T18 (closed 1 July 2007) had to make a 270-degree turn on its journey away from the city centre, looping round and crossing its own path.
Under the South station, the premetro and metro tracks swap from running on the right to running on the left where they run parallel to provide cross-platform interchange between the two lines. This serves no apparent purpose, but may be because main line trains in Belgium run on the left. Trams cross back to the right under Place Bara but the metro stays on the left as far as the Roi Baudouin terminus.
There is no tram priority at traffic lights, but the track layout is used to avoid hold-ups on route T92 at the Ma Campagne and Place Janson crossroads, which lie 300 metres from each other on the Chaussée de Charleroi/Charleroisesteenweg. There is lateral space for only one track in a raised central reservation, and the rails swerve to the left approximately 100 metres in front of the junction so that cars can queue in the right-hand lane.
Between 2006 and 2009, a phased transformation of the network took place, with the aim of improving regularity and relieving overcrowding. The premetro service between North station and Albert was restructured with fewer lines passing through it, but at more regular intervals. These routes use the new longer Bombardier trams. The major part of the North-South Axis (from Lemonnier to Rogier) is now used only by lines T3 and T4 during the day, branded Chrono. Tram line T55 from Schaerbeek (north of Brussels) that used to use the North-South Axis now terminates at Rogier. The old line T52 was replaced by line T3 in the north (from Brussels-South railway station to Thomas and from Van Praet to Esplanade), T82 (from Drogenbos to Lemonnier) and T32 in the south. The old tram line T56 was also eliminated.
A previously implemented part of the plan was the creation of line T25 in April 2007. Line T25 goes from Rogier to the Boondael/Boondaal railway station following the route of the ex-line T90 from Rogier to Buyl, then leaves the outer ring towards the Université Libre de Bruxelles campus of Solbosch.
On March 14, 2011, old lines T23 and T24 were merged to create the new eastern semicircular premetro line T7 which runs almost entirely in its own right of way from Heizel/Heysel in the north to Vanderkindere in the south.
High-floor and low-floor trams
Rolling StockEdit
A PCC leaving Place Rogier/Rogierplein for South/Midi station, before the opening of the North-South premetro. The tram stop in the background was also used by the Vicinal, which had its terminal loop here.
As of July 2010, STIB operates the following trams, stabled at five depots:
Tramcar Type Depot Allocations Count
PCC 7700/7800 All 128
PCC 7900 ? 61
Bombardier T2000 Ixelles, Schaerbeek 51
Bombardier T3000 ? 151
Bombardier T4000 ? 35
Total 326
Livery
2010 Vancouver Olympics
Heritage trams
Route list
Statistics
See also
References
Footnotes
External links
Read in another language
MobileDesktop
Content is available under CC BY-SA 3.0 unless otherwise noted.
Terms of UsePrivacy
Last edited 2 months ago by Sladen
Trams in Brussels
Watch this page
Brussels tramway network
A Bombardier T3000 in Brussels, 2010.
Operation
Locale Brussels, Belgium
Routes 19 (2013)[1]
Owner(s) Brussels-Capital Region
Operator(s) STIB/MIVB
Infrastructure
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Electricity
Electrification 600 V DC
Statistics
Route length 138.9 km (86.3 mi)[2]
Passengers (2012) 123.5 million[3]
Horsecar era: 1869–ca. 1900
Status Converted to electricity
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Horses
Steam tram era: 1876–1877, 1879
Status Experiments abandoned
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Steam
Accumulator tram era: 1883, 1886–1889
Status Experiments abandoned
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Propulsion system(s) Rechargable batteries
Electric tram era: since 1894
Status Still Running
Owner(s) Brussels-Capital Region
Operator(s) STIB/MIVB
(since 1954)
Minimum curve radius {{{era4_minimum_radius_of_curvature}}}
Overview
Brussels tramway network, 2009.
Website STIB/MIVB (English)
The Brussels tram (or streetcar) system is a transport system in Brussels, Belgium. It is one of the ten largest tram systems in the world, carrying some 123.5 million passengers in 2012.[3] In 2013, the Brussels tram system consists of 19 tram lines[1] (three of which – lines T3, T4 and T7 – qualify as premetro lines).[4] As of 2011, the tram system's total route length was 138.9 km (86.3 mi),[2] making it one of the larger tram networks in Europe. Its development has demonstrated many of the quandaries that face local public transport planners. The Brussels tram system also has a number of interesting peculiarities.
HistoryEdit
Old route 103 near Rogier.
The first horse-drawn trams were introduced in Brussels in 1869, running from the Porte de Namur to the Bois de la Cambre.[5] The first electric tramway came to Brussels in 1894.[5]
Intermodal integrationEdit
The system exists in a somewhat unusual local government context, because Brussels is a self-governing region, as an enclave within Flanders, although only some 3.3 kilometres from Wallonia at the closest point. This means that three-way deals are necessary between Brussels’ own STIB/MIVB, Flanders’ De Lijn and Wallonia’s TEC.
STIB sees itself as a provider of mobility rather than just public transport, and has a 49% share in the Cambio carsharing franchise. The Brussels conurbation — 19 municipalities plus adjoining commuter belt — is also served by a fairly dense network of main-line trains. The MOBIB contactless smart card can be used on buses, trams and the metro, and is gradually being extended to other modes, although it is not yet accepted by De Lijn or TEC. A simple tariff system permits unlimited changes with a one-hour period for €2.50 when bought from the driver, €2.00 from a ticket machine.
Ridership has been rising, and user-friendly features that have grown up through custom and practice help this. For instance, passengers open the doors by pressing a green strip on the central pole (in PCC trams) or an illuminated button (on Flexity trams), and drivers usually make a point of waiting for latecomers. However, overcrowding at rush hours and at weekend is common. Fare-dodging is reputedly quite high, despite periodic enforcement campaigns, and this is being addressed by the installation of ticket barriers in all metro stations. From 2013, the obligation to check out of as well as into the system is being progressively introduced.
RoutesEdit
A tram at Porte de Hal premetro station
Platforms of Boileau premetro station, clearly showing the dual platform heights
As of 2013, there are 19 tram routes,[1] totaling 138.9 kilometres (86.3 mi),[2] and serving most parts of the city, including the two partial ring routes (T7 and T92). The tram routes have a very varied feel, including street running through narrow streets in working-class districts (lines T81 and T83), cobbled central reservation, reserved track through parkland and woods (T44), signal-controlled running in tunnels (the premetro lines T3, T4 and T7), and short stretches in cutting (the old route T18, closed in 2007). Almost all trams are double-ended and all are double-sided, and while some stub termini remain (T4, T51, T97), most have loops. The route pattern shows some notable gaps, particularly along major radial routes, because these were originally served by the national network of buurtspoorwegen/tramways vicinaux. These had a gauge of one metre, rather than the Brussels standard gauge, and so the tracks could not easily be taken over when the lines were progressively closed from the 1960s onwards.
The complementary routing of vicinal and urban tracks and the replacement of key lines by metro has led to some peculiar track layouts, for instance at the Barrière de St-Gilles/Bareel St-Gillis. Though all seven roads at this circular junction originally had tram lines, only three of the original seven remain.[6] To negotiate a sharp turn, the old route T18 (closed 1 July 2007) had to make a 270-degree turn on its journey away from the city centre, looping round and crossing its own path.
Under the South station, the premetro and metro tracks swap from running on the right to running on the left where they run parallel to provide cross-platform interchange between the two lines. This serves no apparent purpose, but may be because main line trains in Belgium run on the left. Trams cross back to the right under Place Bara but the metro stays on the left as far as the Roi Baudouin terminus.
There is no tram priority at traffic lights, but the track layout is used to avoid hold-ups on route T92 at the Ma Campagne and Place Janson crossroads, which lie 300 metres from each other on the Chaussée de Charleroi/Charleroisesteenweg. There is lateral space for only one track in a raised central reservation, and the rails swerve to the left approximately 100 metres in front of the junction so that cars can queue in the right-hand lane.
Between 2006 and 2009, a phased transformation of the network took place, with the aim of improving regularity and relieving overcrowding. The premetro service between North station and Albert was restructured with fewer lines passing through it, but at more regular intervals. These routes use the new longer Bombardier trams. The major part of the North-South Axis (from Lemonnier to Rogier) is now used only by lines T3 and T4 during the day, branded Chrono. Tram line T55 from Schaerbeek (north of Brussels) that used to use the North-South Axis now terminates at Rogier. The old line T52 was replaced by line T3 in the north (from Brussels-South railway station to Thomas and from Van Praet to Esplanade), T82 (from Drogenbos to Lemonnier) and T32 in the south. The old tram line T56 was also eliminated.
A previously implemented part of the plan was the creation of line T25 in April 2007. Line T25 goes from Rogier to the Boondael/Boondaal railway station following the route of the ex-line T90 from Rogier to Buyl, then leaves the outer ring towards the Université Libre de Bruxelles campus of Solbosch.
On March 14, 2011, old lines T23 and T24 were merged to create the new eastern semicircular premetro line T7 which runs almost entirely in its own right of way from Heizel/Heysel in the north to Vanderkindere in the south.
High-floor and low-floor trams
Rolling StockEdit
A PCC leaving Place Rogier/Rogierplein for South/Midi station, before the opening of the North-South premetro. The tram stop in the background was also used by the Vicinal, which had its terminal loop here.
As of July 2010, STIB operates the following trams, stabled at five depots:
Tramcar Type Depot Allocations Count
PCC 7700/7800 All 128
PCC 7900 ? 61
Bombardier T2000 Ixelles, Schaerbeek 51
Bombardier T3000 ? 151
Bombardier T4000 ? 35
Total 326
Livery
2010 Vancouver Olympics
Heritage trams
Route list
Statistics
See also
References
Footnotes
External links
Read in another language
MobileDesktop
Content is available under CC BY-SA 3.0 unless otherwise noted.
Terms of UsePrivacy
29 Ocak 2015 Perşembe
NiCE TRAMVAY
NICE TRAMVAY
Last edited 1 month ago by IJBall
Nice tramway
Watch this page
This article is about the modern tram network that has operated in Nice since 2007. For Nice's first-generation tram system that operated from 1879-1953, see Trams in Nice.
Nice tramway
Tram crossing Place Garibaldi, where it lowers its pantograph and is powered by batteries.
Overview
Native name Tramway de Nice
Locale Nice, Provence-Alpes-Côte d'Azur, France
Transit type Tram
Number of lines 1
Number of stations 21
Daily ridership 70,000 (2010)
Operation
Began operation 2007
Operator(s) Veolia Transdev
Technical
System length 8.7 km (5.4 mi)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
System map
Tramway de Nice Line 1
Legend
Las Planas
Comte de Falicon
Le Ray
Gorbella
Valrose Université
Borriglione
Libération (For Nice CP station )
Marseille-Ventimille Railway line
Gare Thiers (For Nice Ville station)
Jean Médecin
Points allowing half-line operation if place Masséna is closed
Masséna
Unelectrified section (crossing of place Masséna)
Opéra-Vieille Ville
Points allowing half-line operation if place Masséna is closed
Cathédrale-Vieille Ville
Unelectrified section (crossing of place Garibaldi)
Garibaldi
Acropolis
Palais des Expositions
Marseille-Ventimille Railway line
Vauban
St-Jean d'Angely Université
St-Roch
Virgile Barel
St-Charles
Pont Michel
The Nice tramway (French: Tramway de Nice) is a 8.7-kilometre (5.4 mi), single-line tramway in the city of Nice in Provence-Alpes-Côte d'Azur, France. It is operated by the Société nouvelle des transports de l'agglomération niçoise division of Veolia Transdev[1] under the name Lignes d'azur.
Opened on 24 November 2007, it replaced bus lines 1, 2, 5 and 18. From the start, the system had 20 Alstom Citadis trains in service, providing a frequency of seven minutes. Since its inception, the number of passengers has increased from 70,000 per day in 2008 to 90,000 per day in 2011. The frequency of trams is to gradually increase from seven to five minutes, even four minutes by 2011.
Given the success of the T1 line, mayor of Nice Christian Estrosi decided to create two other lines, which are planned to go into service beginning in 2015. Line 2 is to serve the Nice airport to the west through the construction of a multimodal center and the Port of Nice to the east. Line 3 will cross the valley of the Var. In addition, the Nice Côte d'azur urban region decided to extend line 1 to the Pasteur neighbourhood.
HistoryEdit
1900-1953
Main article: Trams in Nice
The first tramway in Nice opened in 1879, was electrified in 1900, and was followed by a departmental network in 1906. The entire network was electrified in 1910. In the 1920s, the network had 11 lines, some of which were partially used for goods transport. However, the tram was criticised and was replaced by buses on some lines beginning in 1927. The last tramway in Nice ceased service on 10 January 1953.
Current tramline
A Nice tramway car at Place Massena.
Part of the Nice tramway track is lined by grass.
Like many other French cities, Nice has major traffic problems, including the fact that most economic activities are concentrated in the centre. To overcome these problems, studies on the implementation of transit in dedicated lanes were conducted in 1987. The city of Nice began to implement dedicated bus lanes in 1997, and launched a study on the implementation of a tram line in 1998.
Trams were chosen because they appeared to be more reliable than buses, since they are not subject to the vagaries of traffic, but they are less expensive than a subway line. The tram was declared a public utility in 2003 and work began the same year; the line was placed in service on 24 November 2007 after several weeks of technical trials, even though construction was not fully completed.
In the months following the launch of the tram, there were between 65,000 and 70,000 passengers daily;[2] the number rose to 90,000 by January 2011.[3]
NetworkEdit
The Nice tramway was designed to serve most of the population of Nice. As the city is situated on hilly ground by the sea, the line was drawn as a U shape, passing through the city centre.
There is currently only one line, served by two termini: Henri Sappia and Pont Michel. A second line, connecting the city centre with the airport and the Central Business District (CADAM, Arénas), is under construction.
Henri Sappia terminus
A Nice tramway car pulling into the depot.
Formerly called "Las Planas",[4] the north-western terminus of the tramway was renamed "Henri Sappia" in July, 2013. The Henri Sappia depot is situated at the northwestern terminus of the line in the neighbourhood of Le Rouret, where the Count of Falicon and the Marquis of Rouret once owned large villas and many farms dotted the land.
Above the tram terminus sport and cultural centres have been built. The plaza in front of the station has been raised and planted, with a fountain of water jets installed.
Fontaine du Temple
The Fontaine du Temple neighbourhood where the Comte de Falicon tram stop is built has been remodelled for the arrival of the tramway. The plaza has been repaved and will host an outdoor market.
Planned extensions
Tram and art
Rolling stockEdit
The cars of the Nice tramway are unique and have been designed to blend in with the Niçois architecture. They are based on the Alstom Citadis family of tramcars and were built near La Rochelle, Poitou-Charentes. A standard 5-car tram measures 35 m but extra carriages may be added, bringing the length to 45 m. The tram is 2.65 m wide and can carry 200 passengers at 18 km/h compared to 11 km/h for the bus. It uses the 1,435 mm (4 ft 8 1⁄2 in) standard gauge.
Power supply
See also
References
External links
Read in another language
MobileDesktop
Content is available under CC BY-SA 3.0 unless otherwise noted.
Terms of UsePrivacy
Last edited 1 month ago by IJBall
Nice tramway
Watch this page
This article is about the modern tram network that has operated in Nice since 2007. For Nice's first-generation tram system that operated from 1879-1953, see Trams in Nice.
Nice tramway
Tram crossing Place Garibaldi, where it lowers its pantograph and is powered by batteries.
Overview
Native name Tramway de Nice
Locale Nice, Provence-Alpes-Côte d'Azur, France
Transit type Tram
Number of lines 1
Number of stations 21
Daily ridership 70,000 (2010)
Operation
Began operation 2007
Operator(s) Veolia Transdev
Technical
System length 8.7 km (5.4 mi)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
System map
Tramway de Nice Line 1
Legend
Las Planas
Comte de Falicon
Le Ray
Gorbella
Valrose Université
Borriglione
Libération (For Nice CP station )
Marseille-Ventimille Railway line
Gare Thiers (For Nice Ville station)
Jean Médecin
Points allowing half-line operation if place Masséna is closed
Masséna
Unelectrified section (crossing of place Masséna)
Opéra-Vieille Ville
Points allowing half-line operation if place Masséna is closed
Cathédrale-Vieille Ville
Unelectrified section (crossing of place Garibaldi)
Garibaldi
Acropolis
Palais des Expositions
Marseille-Ventimille Railway line
Vauban
St-Jean d'Angely Université
St-Roch
Virgile Barel
St-Charles
Pont Michel
The Nice tramway (French: Tramway de Nice) is a 8.7-kilometre (5.4 mi), single-line tramway in the city of Nice in Provence-Alpes-Côte d'Azur, France. It is operated by the Société nouvelle des transports de l'agglomération niçoise division of Veolia Transdev[1] under the name Lignes d'azur.
Opened on 24 November 2007, it replaced bus lines 1, 2, 5 and 18. From the start, the system had 20 Alstom Citadis trains in service, providing a frequency of seven minutes. Since its inception, the number of passengers has increased from 70,000 per day in 2008 to 90,000 per day in 2011. The frequency of trams is to gradually increase from seven to five minutes, even four minutes by 2011.
Given the success of the T1 line, mayor of Nice Christian Estrosi decided to create two other lines, which are planned to go into service beginning in 2015. Line 2 is to serve the Nice airport to the west through the construction of a multimodal center and the Port of Nice to the east. Line 3 will cross the valley of the Var. In addition, the Nice Côte d'azur urban region decided to extend line 1 to the Pasteur neighbourhood.
HistoryEdit
1900-1953
Main article: Trams in Nice
The first tramway in Nice opened in 1879, was electrified in 1900, and was followed by a departmental network in 1906. The entire network was electrified in 1910. In the 1920s, the network had 11 lines, some of which were partially used for goods transport. However, the tram was criticised and was replaced by buses on some lines beginning in 1927. The last tramway in Nice ceased service on 10 January 1953.
Current tramline
A Nice tramway car at Place Massena.
Part of the Nice tramway track is lined by grass.
Like many other French cities, Nice has major traffic problems, including the fact that most economic activities are concentrated in the centre. To overcome these problems, studies on the implementation of transit in dedicated lanes were conducted in 1987. The city of Nice began to implement dedicated bus lanes in 1997, and launched a study on the implementation of a tram line in 1998.
Trams were chosen because they appeared to be more reliable than buses, since they are not subject to the vagaries of traffic, but they are less expensive than a subway line. The tram was declared a public utility in 2003 and work began the same year; the line was placed in service on 24 November 2007 after several weeks of technical trials, even though construction was not fully completed.
In the months following the launch of the tram, there were between 65,000 and 70,000 passengers daily;[2] the number rose to 90,000 by January 2011.[3]
NetworkEdit
The Nice tramway was designed to serve most of the population of Nice. As the city is situated on hilly ground by the sea, the line was drawn as a U shape, passing through the city centre.
There is currently only one line, served by two termini: Henri Sappia and Pont Michel. A second line, connecting the city centre with the airport and the Central Business District (CADAM, Arénas), is under construction.
Henri Sappia terminus
A Nice tramway car pulling into the depot.
Formerly called "Las Planas",[4] the north-western terminus of the tramway was renamed "Henri Sappia" in July, 2013. The Henri Sappia depot is situated at the northwestern terminus of the line in the neighbourhood of Le Rouret, where the Count of Falicon and the Marquis of Rouret once owned large villas and many farms dotted the land.
Above the tram terminus sport and cultural centres have been built. The plaza in front of the station has been raised and planted, with a fountain of water jets installed.
Fontaine du Temple
The Fontaine du Temple neighbourhood where the Comte de Falicon tram stop is built has been remodelled for the arrival of the tramway. The plaza has been repaved and will host an outdoor market.
Planned extensions
Tram and art
Rolling stockEdit
The cars of the Nice tramway are unique and have been designed to blend in with the Niçois architecture. They are based on the Alstom Citadis family of tramcars and were built near La Rochelle, Poitou-Charentes. A standard 5-car tram measures 35 m but extra carriages may be added, bringing the length to 45 m. The tram is 2.65 m wide and can carry 200 passengers at 18 km/h compared to 11 km/h for the bus. It uses the 1,435 mm (4 ft 8 1⁄2 in) standard gauge.
Power supply
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27 Ocak 2015 Salı
Oldham Mumps Metrolink station
Oldham Mumps Metrolink station
3Last edited 4 days ago by P.hogg
Oldham Mumps Metrolink station
Watch this page
Oldham Mumps
Metrolink
A tram at Oldham Mumps Metrolink station
Oldham Mumps
Location of Oldham Mumps in Greater Manchester
Location
Place Oldham
Local authority Metropolitan Borough of Oldham
Coordinates 53.5410°N 2.1022°W
Grid reference SD933049
Platforms 2
Fare zone information
Present status In operation
History
Opened 1 November 1847
Closed as rail station 3 October 2009
Conversion to Metrolink operation 13 June 2012 (temporary station)
27 January 2014 (opening date of permanent station)
Oldham and Rochdale Line
Rochdale Town Centre
Rochdale Railway Station
Newbold
Kingsway
Milnrow
Newhey
Shaw and Crompton
Derker
Oldham Mumps
Oldham Central
Oldham King Street
Westwood
Freehold
South Chadderton
Hollinwood
Failsworth
Newton Heath and Moston
Central Park
Monsall
to Queens Road Depot
Manchester Victoria
to East Didsbury
UK Trams portal
Oldham Mumps Metrolink station is a station on the Oldham and Rochdale Line (ORL) of Greater Manchester's light-rail Metrolink system in the Mumps area of Oldham which opened in 2014.
A temporary station of the same name opened to passengers on 13 June 2012 as part of Phase 3a of the system's expansion. Phase 3b resulted in the station's decommissioning in 2014, and its replacement with the permanent station at the opposite end of Mumps on a realigned track. The temporary station was on the site of the original Oldham Mumps railway station, a heavy rail station which opened (initially for haulage) on 1 November 1847[1] and closed on 3 October 2009 for conversion to Metrolink. It was along the Oldham Loop Line, which operated from Manchester to Rochdale via Oldham and thus was almost identical to the current Metrolink route.
History
Tram services
Connecting bus routesEdit
Route Destination 1 Destination 2 Operator Service
58 Rochdalevia Derker, Shaw and Crompton , Newhey, Milnrow, Firgrove, Newbold Middleton via Oldham Central, Oldham Bus Station, Westwood, Chadderton, Mills Hill FirstGroup Mon-Sat Daytime
59 Rushcroft via Shaw and Crompton Manchester via Oldham Central, Oldham Bus Station, Westwood, Chadderton, Mills Hill, Middleton, Bowker Vale, Cheetham Hill FirstGroup Daytime & Evening
81 Derker Manchester via Oldham Central, Oldham Bus Station, Werneth, South Chadderton Coalshaw Green, Moston, Collyhurst FirstGroup Daytime & Evening
81A Holts via Waterhead, Lees Manchester via Oldham Central , Oldham Bus Station, Werneth, South Chadderton Coalshaw Green, Moston, Collyhurst FirstGroup Daytime & Evening
82 Lees via Waterhead Manchester via Oldham Central, Oldham Bus Station, Werneth, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall, Miles Platting Stagecoach Manchester Fri/Sat Night
83 Sholver via Moorside Manchester via Oldham Central, Oldham Bus Station, Werneth, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall , Miles Platting FirstGroup Daytime & Evening
180 Greenfield via Lees, Grotton, Greenfield Manchester via Oldham Central, Oldham Bus Station, Oldham King Street, Hollins, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall, Miles Platting FirstGroup Daytime & Evening
184 Huddersfield via Lees, Grotton, Grasscroft, Greenfield, Uppermill, Diggle, Standedge, Marsden , Slaithwaite , Linthwaite, Cowlersley, Rashcliffe Manchester via Oldham Central, Oldham Bus Station, Oldham King Street, Hollins, Hollnwood, Failsworth , Newton Heath and Moston, Central Park , Monsall , Miles Platting FirstGroup Daytime & Evening
343 Hyde, via Lees, Grotton, Mossley, Roaches (daytime only), Micklehurst, Carrbrook, Millbrook, Brushes Estate, Copley, Stalybridge, Dukinfield, Flowery Field Oldham Bus Station, via Oldham Central Stotts Tours
JPT
FirstGroup Daytime & Evening
344 Hyde, via Greenacres, Waterhead, Grotton, Mossley, Roaches, Micklehurst, Carrbrook, Millbrook, Brushes Estate, Copley, Stalybridge, Dukinfield, Flowery Field N/A Stotts Tours Mon-Fri Morning
350 Ashton under Lyne via Greenacres, Scouthead, Delph, Dobcross, Uppermill, Greenfield, Dacres, Hey Farm, Micklehurst, Mossley, Hazelhurst, Tameside General Hospital Oldham Bus Station, via Oldham Central FirstGroup
Stotts Tours Daytime & Evening
400 N/A Oldham Town Centre MCT Daytime
407 Denshaw via Watersheddings, Moorside, Pennine Meadows, Sholver, Grains Bar, Slackcote Oldham Bus Station, via Oldham Central Stotts Tours Daytime
418 Waterhead via Lees, Springhead, Austerlands Heyside via Oldham Central, Oldham Bus Station, Royal Oldham Hospital, Royton, Dr Kershaw's Hospice S&S Travel Services Mon-Sat Daytime
425 Holts via Glodwick, Alt, Abbeyhills Fitton Hill via Oldham Central, Oldham Bus Station, Oldham King Street, Hathershaw FirstGroup Daytime & Evening
X84 Carrcote via Lees, Grotton, Grasscroft, Greenfield, Uppermill, Dobcross, Delph Manchester via Hollins, Hollnwood, Failsworth , Newton Heath and Moston, Central Park , Monsall , Miles Platting FirstGroup Mon-Fri Peak Times
[9]
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3Last edited 4 days ago by P.hogg
Oldham Mumps Metrolink station
Watch this page
Oldham Mumps
Metrolink
A tram at Oldham Mumps Metrolink station
Oldham Mumps
Location of Oldham Mumps in Greater Manchester
Location
Place Oldham
Local authority Metropolitan Borough of Oldham
Coordinates 53.5410°N 2.1022°W
Grid reference SD933049
Platforms 2
Fare zone information
Present status In operation
History
Opened 1 November 1847
Closed as rail station 3 October 2009
Conversion to Metrolink operation 13 June 2012 (temporary station)
27 January 2014 (opening date of permanent station)
Oldham and Rochdale Line
Rochdale Town Centre
Rochdale Railway Station
Newbold
Kingsway
Milnrow
Newhey
Shaw and Crompton
Derker
Oldham Mumps
Oldham Central
Oldham King Street
Westwood
Freehold
South Chadderton
Hollinwood
Failsworth
Newton Heath and Moston
Central Park
Monsall
to Queens Road Depot
Manchester Victoria
to East Didsbury
UK Trams portal
Oldham Mumps Metrolink station is a station on the Oldham and Rochdale Line (ORL) of Greater Manchester's light-rail Metrolink system in the Mumps area of Oldham which opened in 2014.
A temporary station of the same name opened to passengers on 13 June 2012 as part of Phase 3a of the system's expansion. Phase 3b resulted in the station's decommissioning in 2014, and its replacement with the permanent station at the opposite end of Mumps on a realigned track. The temporary station was on the site of the original Oldham Mumps railway station, a heavy rail station which opened (initially for haulage) on 1 November 1847[1] and closed on 3 October 2009 for conversion to Metrolink. It was along the Oldham Loop Line, which operated from Manchester to Rochdale via Oldham and thus was almost identical to the current Metrolink route.
History
Tram services
Connecting bus routesEdit
Route Destination 1 Destination 2 Operator Service
58 Rochdalevia Derker, Shaw and Crompton , Newhey, Milnrow, Firgrove, Newbold Middleton via Oldham Central, Oldham Bus Station, Westwood, Chadderton, Mills Hill FirstGroup Mon-Sat Daytime
59 Rushcroft via Shaw and Crompton Manchester via Oldham Central, Oldham Bus Station, Westwood, Chadderton, Mills Hill, Middleton, Bowker Vale, Cheetham Hill FirstGroup Daytime & Evening
81 Derker Manchester via Oldham Central, Oldham Bus Station, Werneth, South Chadderton Coalshaw Green, Moston, Collyhurst FirstGroup Daytime & Evening
81A Holts via Waterhead, Lees Manchester via Oldham Central , Oldham Bus Station, Werneth, South Chadderton Coalshaw Green, Moston, Collyhurst FirstGroup Daytime & Evening
82 Lees via Waterhead Manchester via Oldham Central, Oldham Bus Station, Werneth, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall, Miles Platting Stagecoach Manchester Fri/Sat Night
83 Sholver via Moorside Manchester via Oldham Central, Oldham Bus Station, Werneth, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall , Miles Platting FirstGroup Daytime & Evening
180 Greenfield via Lees, Grotton, Greenfield Manchester via Oldham Central, Oldham Bus Station, Oldham King Street, Hollins, Hollnwood, Failsworth, Newton Heath and Moston, Central Park, Monsall, Miles Platting FirstGroup Daytime & Evening
184 Huddersfield via Lees, Grotton, Grasscroft, Greenfield, Uppermill, Diggle, Standedge, Marsden , Slaithwaite , Linthwaite, Cowlersley, Rashcliffe Manchester via Oldham Central, Oldham Bus Station, Oldham King Street, Hollins, Hollnwood, Failsworth , Newton Heath and Moston, Central Park , Monsall , Miles Platting FirstGroup Daytime & Evening
343 Hyde, via Lees, Grotton, Mossley, Roaches (daytime only), Micklehurst, Carrbrook, Millbrook, Brushes Estate, Copley, Stalybridge, Dukinfield, Flowery Field Oldham Bus Station, via Oldham Central Stotts Tours
JPT
FirstGroup Daytime & Evening
344 Hyde, via Greenacres, Waterhead, Grotton, Mossley, Roaches, Micklehurst, Carrbrook, Millbrook, Brushes Estate, Copley, Stalybridge, Dukinfield, Flowery Field N/A Stotts Tours Mon-Fri Morning
350 Ashton under Lyne via Greenacres, Scouthead, Delph, Dobcross, Uppermill, Greenfield, Dacres, Hey Farm, Micklehurst, Mossley, Hazelhurst, Tameside General Hospital Oldham Bus Station, via Oldham Central FirstGroup
Stotts Tours Daytime & Evening
400 N/A Oldham Town Centre MCT Daytime
407 Denshaw via Watersheddings, Moorside, Pennine Meadows, Sholver, Grains Bar, Slackcote Oldham Bus Station, via Oldham Central Stotts Tours Daytime
418 Waterhead via Lees, Springhead, Austerlands Heyside via Oldham Central, Oldham Bus Station, Royal Oldham Hospital, Royton, Dr Kershaw's Hospice S&S Travel Services Mon-Sat Daytime
425 Holts via Glodwick, Alt, Abbeyhills Fitton Hill via Oldham Central, Oldham Bus Station, Oldham King Street, Hathershaw FirstGroup Daytime & Evening
X84 Carrcote via Lees, Grotton, Grasscroft, Greenfield, Uppermill, Dobcross, Delph Manchester via Hollins, Hollnwood, Failsworth , Newton Heath and Moston, Central Park , Monsall , Miles Platting FirstGroup Mon-Fri Peak Times
[9]
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TRAMS iN OSLO
Last edited 2 months ago by Marcus Cyron
Trams in Oslo
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Oslo tramway network
Overview
Native name Trikken i Oslo
Owner Sporveien
Locale Oslo, Norway
Transit type Tram
Number of lines 6
Number of stations 99
Daily ridership 132,000 (2012)
Operation
Began operation 1875
Operator(s) Oslo Sporvognsdrift
Number of vehicles 40 SL79
32 SL95
Technical
System length 131.4 km (81.6 mi)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
The Oslo tram network (Norwegian: Trikken i Oslo) is the 131.4-kilometre (81.6 mi) tram system in Oslo, Norway. It consists of six lines with 99 stops and has a daily ridership of 132,000. It is operated by Sporveien Trikken AS, a subsidiary of the municipal owned Sporveien who maintain the track and 72 tram vehicles on contracts with the public transport authority Ruter. The system operates on standard gauge and uses 750 overhead V DC. Depot, workshops and headquarters are at Grefsen (at the terminus of lines 13 and 17). There is also a depot at Holtet (along lines 18 and 19) that is home to the technical company InfraPartner, which maintains the track for the tram and metro systems in Oslo, and a small Office building for Oslo Sporveier.
HistoryEdit
The first tram in Oslo was opened in 1875 with a short line between Homansbyen west of the city centre, Oslo West Railway Station and a sideline to Grønland, east of the city centre. The first "trams" were in fact horse drawn vehicles on flanged steel wheels. The first expansion of the line came in 1878 with a line to the Grünerløkka neighborhood to the north.
Electric tram service was initiated in 1894 with a line over Briskeby to Majorstuen, a route south of the original Homansbyen line. Horsedrawn service was entirely replaced with electric service in 1900. For a long time, there were two tram companies operating in Oslo, "Grønntrikken" ("The Green Trams" with a green and yellow livery) and "Blåtrikken" ("The Blue Trams" with a blue livery). These companies were merged in 1924. The Norwegian word trikk (tram) derives from the English word electric. During the 1910s, 1920s and 1930s, the network continued to expand, with the most notable addition being the construction of Ekebergbanen, a line up along the hill along the east side of the Oslo Fjord, south of the city. It was operated by a separate company. It was originally built to Sæter in 1917, the line was completed to Ljabru in 1941. The tram network reached its greatest extent in 1939 with the opening of the northeastern line to Sinsen.
Historic electrical tram in Oslo
After World War II, the tram network started being gradually being replaced with diesel buses, closures started in 1947, and in 1960, the city council decided to aim for a complete dismantlement of the entire tram system. A number of lines had been replaced with the T-bane subway system, and the versatility of buses was attractive to the local politicians. However in 1977, the city council rescinded its decision to close the tram system. An order was made for a set of new articulated trams to supplement the aging fleet. The first of these trams, the SL79 was delivered in 1982.
The tram network was expanded slightly in the 1990s. A line over Aker Brygge was added in 1995, and in 1999 an extension of the northwestern Ullevål line was extended past the University of Oslo campus, to the new Rikshospitalet national hospital. A further renewal of the tram fleet by the addition of Italian double-articulated SL95 cars was also started. In 2002 the tram appeared to fall on hard times again. Oslo Sporveier was strapped for cash, and the board passed a decision to close down much of the tram system and replace it with buses. However, such a drastic change of operations forced a general assembly to meet, and most of the closures were cancelled. Finally, only the northernmost line to Kjelsås was closed in November 2002. In 2003, the tram system which had been part of Oslo Sporveier, was fissioned out to a separate company, Oslotrikken. However, Oslotrikken was instructed to drop the "Oslo" prefix in their name shortly after, making Trikken their official name. The line to Kjelsås was reopened in 2004, exactly two years after it was first closed.
The tram network has had a considerable expansion in passenger figures since 2003, but the number of tram departures has only increased by 22.7%. Lack of vehicles is a hindrance for further expansion of the tram service, and although orders for more vehicles are being planned, Ruter have said it will take years before the tram service can be expanded.[1]
Line networkEdit
Map of the Oslo Tramway
Tram lines in Oslo go either through downtown, or, more rarely, terminate there. As of 2005 there are six lines, all of which operate daily, usually on a schedule with a 10-minute headway, or 20-minute schedule during late evenings and weekends. The entire network is 131.4 km long. Many stretches are operated by two or more lines. In central areas, served by more than one line, there is a maximum of 5-minute headway between trams, a concept named "Rullende fortau" (rolling sidewalk) by the tram company.
Among the more notable stretches are:
The Ekeberg Line (Ekebergbanen) is the southernmost route, which runs up the hillside along the east coast of the Oslo Fjord, finally ending at Ljabru. It was one of the lines proposed axed in 2002, but spared at the general assembly. The line is more a light rail than a tram, as it runs on a separate track, and not in the street. It is served fully by line 19 and partially by line 18.
The Lilleaker Line, also more like a light rail, is the most western route, and the only tram line which does not stay within the city limits of Oslo. The last station on the line, Bekkestua, lies in Bærum. The tram line actually joins with Kolsås Line of the subway system for the last stretch. The line is served by line 13.
Lines
The lines are color-coded, and the colors appear on the line map as well as destination signs (but not any more on the SL-79 trams since they have digital destination displays). Line 11 and 13 share colors, as do lines 18 and 19. Some tram maps distinguish between them by giving line 11 a lighter green than line 13, and by making the yellow of line 19 more orange.[2] Up until the 2005 restructuring of the tram system there was also a line 10 (Jar-Skøyen-Aker Brygge-Jernbanetorget-Ullevål-Rikshospitalet), color-coded blue and a line 15 (Grefsen-Trondheimsveien-Nationaltheateret-Majorstuen), color-coded red.
No. Service
11 Majorstuen–Homansbyen–Torshov–Storo–Disen–Kjelsås
12 Majorstuen–Frogner–Aker Brygge–Jernbanetorget–Torshov–Storo–Disen–(Kjelsås)
13 Bekkestua-Lilleaker–Skøyen–Nationaltheateret–Jernbanetorget–Torshov–Storo–Grefsen
17 Rikshospitalet–Ullevål–Stortorvet–Carl Berners Plass–Sinsen–Grefsen
18 Rikshospitalet–Ullevål–Stortorvet–Jernbanetorget–Holtet–(Ljabru)
19 Majorstuen–Briskeby–Nationaltheateret–Jernbanetorget–Holtet–Ljabru
Destinations in brackets are only served during off-peak hours except for Bekkestua which is served every 20 minutes as opposed to every 10 minutes. Lines 11 and 12 are run jointly. A line 11 tram arriving at Majorstuen continues as a line 12 and vice versa. The same applies to the lines 13 and 17 at their terminus Grefsen.
Since lines 11, 12 and 19 run over Majorstuen, where several turns are too sharp for the newer SL-95 trams, they are operated with the lighter SL-79 trams. Lines 17 and 18 run to Rikshospitalet, which need to be operated by the bidirectional SL-95 trams. Both tram types are operating on line 13 but SL79 turns at Lilleaker instead of Jar, where there is no loop.
Rolling stockEdit
SL79.
SL95. These have operated on line 12 when the line between Frogner plass and Majorstuen is closed for maintenance. Usually line 12 is operated by SL79 trams.
Current rolling stock
The Oslo tram system has 72 trams.
40 six-axle trams of type SL79, numbered 101-140. These are single-articulated, and operate in one direction only. They were delivered in two batches, the first batch, with 25 trams, started arriving in 1982, the second batch of 15 trams arrived in 1989. The two batches are fairly similar, but with different interiors, and the rear door of the second batch is double. The first ten trams were produced by Duewag of Germany, the rest were produced by ABB at Strømmen, east of Oslo. The trams are 22.18 metres long, 2.50 metres wide, 3,41 metres tall and weigh 32.8 tons. The tram can take 163 passengers, 71 of which are seated.
32 eight-axle trams of type SL95, numbered 141-172 and delivered in 1998-2006. These double-articulated, partly low-floor trams can go backwards as well as forward due to the presence of driver cabs at either end and doors on both sides. They can therefore operate on the Ullevål line to Rikshospitalet which does not have a turning circle at the end of the line. However, the large turning radius and heavy weight of the tram makes it unsuitable for some of the lines to Majorstuen, which have poor tracks and sharp turns. The SL95s were delivered by the Italian company Ansaldo/Firema, now Ansaldobreda. The SL95 is 33.12 metres long, 2.6 metres wide, 3.62 metres tall and weighs 64.98 tons. The tram has a capacity for 212 passengers, 88 of which are seated.
There are also some old trams which are brought out on special occasions. During the summer, tram no. 70 together with trailer no. 647 operates scheduled trips on Sundays. It was built by Falkenried in Hamburg, Germany in 1913 for Grønntrikken. It remained in regular passenger service until 1968 and continued to serve as a maintenance vehicle. For the tram's 100 year jubilee, the no. 70 tram was restored in 1994. Trailer no. 647, complete with the classical open platforms, is a replica of an old trailer, built from parts from tram no. 71.
Former rolling stock
The fifty 4-axle Høka motor cars (designated SM53 and numbered 204-253) entered service in 1952-58. These were not articulated trams, but usually pulled a matching trailer (designated ST55 and numbered 551-580) in order to increase capacity. In the mid-1980s eleven of these motor cars were rebuilt and modernised. These trams were given the designation SM83 and numbered 261-271. All these trams were retired in 2000 when Oslo Sporveier increased the voltage of the network from 600 V to 750 V.
In 1954, with 30 Høka cars in service, one started manufacturing a type of hybrid cars, with a body similar to the Høka, though a bit smaller, built upon the undercarriage of existing, 2-axle, older cars. This type of car was called "kylling" ("chicken") because it was smaller than the new 4-axle cars built at HØNEfoss ("høne" = "hen"). The kylling cars were in service from 1954 until 1982. Matching trailers were also manufactured on the same principle, but these were mainly pulled by the Høka cars, as they proved too heavy to pull for the kylling cars.
In the early 1990s, the line over Storo was cut off from its turning circle terminus due to construction work. To get around this problem, a number of old trams were purchased from Gothenburg at the price of 1 krone each. These trams, which had been built between 1958 and 1962, and designated M25 in Gothenburg, were coupled back-to-back so that a driver's cabin was available at either end of the train. They were designated SM91 in Oslo. The condition of the SM91 was somewhat better than the aging Høka cars, so they replaced them. The SM91 was never popular with passengers, they were as noisy as the Høka, and the rear doors, which would only allow people out of the tram, had to be pushed open manually by passengers from the inside. After a fatal accident involving the doors of this tram type in January 2001, the trams were no longer run coupled together. They were finally retired in November 2002.
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Trams in Naples
Trams in Naples
Last edited 2 months ago by DerBorg
Trams in Naples
Watch this page
Naples tramway network
A Sirio tram in Naples.
Operation
Locale Naples, Campania, Italy
Open 1875
Routes 3
Operator(s) ANM (Naples)
Infrastructure
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Electrification 600 V DC
Statistics
Route length 11.8 km (7.3 mi)
Overview
Website ANM (Italian)
The Naples tramway network (Italian: Rete tranviaria di Napoli) is located within the city and comune of Naples, in the region of Campania, southern Italy. In operation since 1875, the network has waxed and waned in size and vitality over the years, and is now growing once again. It is now 11.8 km (7.3 mi) long, and comprises three routes, known as lines 1, 2 and 4.
HistoryEdit
The first tramways in Naples were horsecar lines, opened in 1875.
Trams in the 1920s
In 1929, the city of Naples rescued various lines, rolling stock and infrastructure from several concessionaires, before merging them all into the Azienda Tranviaria Comunale Napoli (English: Naples Municipal Tramway) (ACTN), which had been established in 1918.
In December 1930, the management of the network was entrusted to the Ente Autonomo Volturno (EAV), a local public sector producer of electricity. In 1937, the EAV became the concessionaire of the service, but due to various difficulties the city council resumed direct management from 1 January 1941, at the request of the concessionaire.
In 1947, the Azienda Tranvie Autofilovie Napoli (English: Tramway Trolleybus Company of Naples) (ATAN) was established to take over the management of tram services. As in other Italian cities, the tramway network underwent a drastic reduction between 1952 and 1954 in favour of trolleybus lines, and motor vehicles.
Attempts in the late twentieth century to revive what was left of the network, such as the Linea Tranviaria Rapida designed for the 1990 FIFA World Cup, did not lead to any results. Instead, the network suffered further cuts (1998: Piazzale Tecchio–Bagnoli; 2000: Piazza Vittoria–Piazzale Tecchio).
A rebuilding program has been launched. The program includes the reconstruction of some infrastructure, and renewal of the tram fleet.
ServicesEdit
The Naples tramway network is 11.8 km (7 mi) long, and comprises the following routes:
1 Via Stadera - Port (Via Cristoforo Colombo)
2 Emiciclo di Poggioreale - San Giovanni a Teduccio (ANM depot)
4 San Giovanni a Teduccio (ANM depot) - Port (Via Cristoforo Colombo)
Due to further work on the construction of Municipio metro station, the movement of trams into Piazza Vittoria is temporarily suspended.
To work around this problem, the city considered building a temporary terminus, which would have been located in Via Cristoforo Colombo. If that terminus had been built, it would have given access to some abandoned tram lines.
Projects
Rolling stock
Depots
See also
References
External links
Read in another language
MobileDesktop
Content is available under CC BY-SA 3.0 unless otherwise noted.
Terms of UsePrivacy
Last edited 2 months ago by DerBorg
Trams in Naples
Watch this page
Naples tramway network
A Sirio tram in Naples.
Operation
Locale Naples, Campania, Italy
Open 1875
Routes 3
Operator(s) ANM (Naples)
Infrastructure
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Electrification 600 V DC
Statistics
Route length 11.8 km (7.3 mi)
Overview
Website ANM (Italian)
The Naples tramway network (Italian: Rete tranviaria di Napoli) is located within the city and comune of Naples, in the region of Campania, southern Italy. In operation since 1875, the network has waxed and waned in size and vitality over the years, and is now growing once again. It is now 11.8 km (7.3 mi) long, and comprises three routes, known as lines 1, 2 and 4.
HistoryEdit
The first tramways in Naples were horsecar lines, opened in 1875.
Trams in the 1920s
In 1929, the city of Naples rescued various lines, rolling stock and infrastructure from several concessionaires, before merging them all into the Azienda Tranviaria Comunale Napoli (English: Naples Municipal Tramway) (ACTN), which had been established in 1918.
In December 1930, the management of the network was entrusted to the Ente Autonomo Volturno (EAV), a local public sector producer of electricity. In 1937, the EAV became the concessionaire of the service, but due to various difficulties the city council resumed direct management from 1 January 1941, at the request of the concessionaire.
In 1947, the Azienda Tranvie Autofilovie Napoli (English: Tramway Trolleybus Company of Naples) (ATAN) was established to take over the management of tram services. As in other Italian cities, the tramway network underwent a drastic reduction between 1952 and 1954 in favour of trolleybus lines, and motor vehicles.
Attempts in the late twentieth century to revive what was left of the network, such as the Linea Tranviaria Rapida designed for the 1990 FIFA World Cup, did not lead to any results. Instead, the network suffered further cuts (1998: Piazzale Tecchio–Bagnoli; 2000: Piazza Vittoria–Piazzale Tecchio).
A rebuilding program has been launched. The program includes the reconstruction of some infrastructure, and renewal of the tram fleet.
ServicesEdit
The Naples tramway network is 11.8 km (7 mi) long, and comprises the following routes:
1 Via Stadera - Port (Via Cristoforo Colombo)
2 Emiciclo di Poggioreale - San Giovanni a Teduccio (ANM depot)
4 San Giovanni a Teduccio (ANM depot) - Port (Via Cristoforo Colombo)
Due to further work on the construction of Municipio metro station, the movement of trams into Piazza Vittoria is temporarily suspended.
To work around this problem, the city considered building a temporary terminus, which would have been located in Via Cristoforo Colombo. If that terminus had been built, it would have given access to some abandoned tram lines.
Projects
Rolling stock
Depots
See also
References
External links
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Tram transport in India
Last edited 5 months ago by an anonymous user
Tram transport in India
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Trams rolling out of a Calcutta Tramways Company depot in Kolkata
Tram transport in India was established by the British in the 19th century. Discontinued in most Indian cities between 1930 and 1960, as of 2014, the Kolkata tram in Kolkata (formerly Calcutta) is the only public tram system in the country.
Horse-drawn trams were introduced in India in the early 19th century. The first electric tram service was started in Madras (now Chennai) in 1895. Electric trams were subsequently introduced in Kolkata (1900), Mumbai (1907), Kanpur (1907) and Delhi (1908).
KolkataEdit
Main article: Kolkata tram
Horse-drawn tram (life-size model at City Centre arcade, Kolkata)
The Calcutta Tramways Company, Limited is the company which manages tramways in Kolkata. Horse-drawn tram service was begun on 24 February 1873 between Sealdah and Armenian Ghat Street; due to inadequate ridership, the service ended on November 20 of that year. The British registered the Calcutta Tramways Company, Limited as a joint stock company in London in 1880. Before 1900, the trams were horse-drawn; that year, the process of electrification began.
In 1951 the government of West Bengal entered into an agreement with the CTC, and the Calcutta Tramways Act was enacted. The government took over all rights regarding the tramways; it reserved the right to purchase the system on 1 January 1972 or any time thereafter, with two years' notice. In 1967 the government of West Bengal passed the Calcutta Tramways Company (Taking Over of Management) Act, and assumed its management on 19 July 1967. On 8 November 1976 the Calcutta Tramways (Acquisition of Undertaking) Ordinance was enacted, under which the company vested all its assets with the government; it is now a public-sector undertaking.[1]
MumbaiEdit
See also: Brihanmumbai Electric Supply and Transport
The British proposed the introduction of trams in Mumbai (then known as Bombay) in 1864, and the contract was awarded to Stearns and Kitteredge in 1873. The first tram, begun between Parel and Colaba on 9 May 1874, were drawn by six to eight horses. (Stearns and Kitteredge reportedly had a stable of 900 horses when tram service began). Electrified tram service began on 7 May 1907. Double-deck tram service began in September 1920; at the peak of service in 1935, 433 trams ran on 47 kilometres (29 mi) of track. The trams met travelers' needs until the betterment of the train network in the city; the service closed on 31 March 1964.[2]
DelhiEdit
Delhi's tram system opened on 6 March 1908. At its zenith in 1921 there were 24 open cars utilising 15 km of track. The system was in operation until about 1963.[2]
PatnaEdit
Patna was among the few cities in India having horse-drawn trams as urban transport[3] The horse-drawn tram in Patna ran in the populated stretch of Ashok Rajpath, from Patna City to Bankipore, with its western terminus at Sabzibagh (opposite Pirbahore Police Station) under the direction of the Patna City Municipality. The tram was discontinued in 1903 due to lack of ridership; plans to extend it further west never materialised.
Kanpur (Cawnpore)Edit
Trams were introduced in Kanpur (Cawnpore) in June 1907. The tram system opened in June 1907 and closed on May 16, 1933. There were 4 miles of track and 20 single-deck open trams. The single line connected the railway station with Sirsaya Ghat on the banks of the Ganges. Photographs of Cawnpore trams are very rare.The introductory stock was electric traction-type single-coach; single-coach trams were also used in Delhi, Mumbai and Chennai. There was one line – a four-mile stretch between the train station and Sirsaya Ghat, on the Ganges – and 20 open cars. Service was discontinued on 16 May 1933.[2]
Nasik TramwayEdit
This tramway was constructed in 1889 to a 2 ft 6 in (762 mm) narrow gauge. The consulting engineer was Everard Calthrop, who later achieved renown with the Barsi Light Railway. Originally, the tramway used two carriages pulled by four horses; It originated from what is now the Old Municipal Corporation building located on Main Road, and terminated at the Nasik Road railway station (a distance of around 8–10 km). The stretch between Nasik and Nasik Road was covered with dense jungle; the only mode of transport from the station to the city was by horse-drawn carriage or one of two taxis. The tramway closed down between 1931 and 1933.
ChennaiEdit
Trams in Chennai were operated between the docks and the inland areas, carrying goods and passengers. When the system began on 7 May 1895, it was the first electric tram system in India. The trams could carry heavy loads and were popular, with thousands of riders daily. The route encompassed Mount Road, Parrys Corner, Poonamallee Road and the Ripon Building. At its height in 1921, there were 97 cars running on 24 km of track. However, the tram company went bankrupt about 1950 and the system closed on 12 April 1953.[2] The contract to remove the tracks and overhead cables was given to Narainsingh Ghanshamsingh.
Power supplyEdit
The trams were run on a direct current power supply from overhead power lines, which replaced the original conduit after a series of monsoons. The power supply was obtained by a current collector called a trolley pole, mounted on top of the tram. The track rails served as the return path for the DC current.
The DC power was supplied by mercury arc rectifier (converter) stations located in various sections of Chennai. Power for them was supplied by the Madras Electricity System, from a thermal power station at Basins Bridge which generated AC power.
Tramways in India
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TRAMS IN PORTO
TRAMS IN PORTO
Last edited 24 days ago by IJBall
Trams in Porto
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Porto tramway network
A tram on route 22 in Porto
Operation
Locale Porto, Portugal
Horsecar era: 1872–1904
Propulsion system(s) Horses
Experimental steam
Electric tram era: since 1895
Status Open
Routes 30 (maximum)
3 (present)
Operator(s) Until 1946: CCFP
From 1946–present: STCP
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Electrification 600 V DC
Depot(s) Boavista (1873–1999)
Massarelos (1900–present)
Website STCP (Portuguese) (English)
The tram system of Porto, Portugal is operated by the Sociedade de Transportes Colectivos do Porto (STCP) and currently has three regular tram routes with 30 minute headways. All are heritage tram routes, as they use vintage tramcars exclusively.
HistoryEdit
In 1872 the Companhia Carril Americano do Porto à Foz e Mattosinhos opened the first mule tram line in Porto, connecting Rua dos Inglezes (nowadays Infante) with Foz (Castelo) and Matosinhos.[1][2][3] In the next year, a branch line from Massarelos to Cordoaria was opened. A second company, the Companhia Carris de Ferro do Porto (CCFP) (the Porto Tramways Company), was established in 1873, and it opened a line from Praça Carlos Alberto via Boavista to Foz (Cadouços) in 1874. More lines were added through the 1870s until the 1890s. In 1878 the CCFP line from Foz to Boavista was converted to steam traction.[1][2] At Boavista was the change of traction between mules and steam engines. Four years later, the interurban line of the CCFP was extended from Foz (Cadouços) to Matosinhos.[1][2] CCAPFM and CCFP merged on 13 January 1893, using the latter's name for the resulting company.[1][2][3] Electric traction was introduced in 1895. The last mule-drawn car was retired in 1904, and electrification was complete with the elimination of urban steam engines in 1914.
In 1946, the city purchased the tram system from CCFP and took over its operation, with a new municipal company, Serviço de Transportes Colectivos do Porto (STCP). By 1949, it reached its maximum length of 81 kilometers with 150 kilometers track length. The 1960s and the 1970s were marked by a continuous dismantling of tram tracks and a preference for cheaper bus transport.[1] The system shrank from 81 kilometers with 192 cars in 1958, to 38 kilometers with 127 cars in 1968, to 21 kilometers with 84 cars in 1978, to just 14 kilometers with 16 cars in 1996. The last remaining line (18) was the start of the current heritage tram system.
For many years, the system had more than 20 lines, but most were closed during the 1960s and 1970s.[3]:45–47 By July 1978, only four routes remained: 1, 3, 18 and 19. Route 3 (Boavista – Pereiró) closed on 30 April 1984. For almost 10 more years, the three remaining routes continued in operation without any closures, as routes 1 (Infante – Matosinhos), 18 (Carmo – Castelo do Queijo – Boavista) and 19 (Boavista – Matosinhos).[3]:46 The section from Castelo to Matosinhos was closed on 12 January 1994 with the withdrawal of route 19 and of that section of route 1. The remainder of route 1, between Castelo and Infante, was withdrawn on 10 September 1994.[3]:46 On 11 June 1996, the final route, 18, was downgraded from a full-service tram line to a heritage service with reduced frequency, but operating seven days a week. Buses took over most of the service on the route at that time, but with trams continuing to operate some trips, as a heritage service. The service used only three trams, operating on a 35-minute headway.[4] Route 18's 4-km section along Avenida Boavista was later closed, but tram service was gradually re-introduced in the 2000s on other sections, in the form of additional heritage-tram services, lines 1 and 22, as well as the former Line T (the Porto Tram City Tour, which has since been discontinued).
Heritage systemEdit
Lines
Tram fares are paid with a customized ticket that can be bought on board of the vehicle, on the Museum and in some hotels. The fare for a single trip is 2.5 Euro.
Line 1: Passeio Alegre-Infante follows the northern bank of the Douro River from Infante, via Alfândega and Massarelos, to Passeio Alegre in Foz do Douro. This line is heavily used by tourists.
Line 18: Massarelos-Carmo: connects Massarelos (site of the Tram Museum) via Rua da Restauração with Carmo (Praça Parada Leitão) next to the Rectory of the University of Porto.
Line 22: Circular Carmo-Batalha: connects Carmo and Praça da Batalha with the Funicular dos Guindais operated by Porto Metro. Has a convenient connection to three stations the Porto Metro.
Legend
Line 1 - Passeio Alegre–Infante
A tram on line 1
Infante Cruzeiros no Douro
Alfândega
LINHA 18
Massarelos Douro Azul
Bicalho
Ponte da Arrábida
Sécil
Gás Ligação Marítima à Afurada
Fluvial
D.Leonor
Cantareira
Passeio Alegre
Legend
Line 18 - Massarelos–Carmo
Carmo
LINHA 22
Hospital de Santo António
Viriato
Restauração
Entre Quintas
LINHA 1
Massarelos Douro Azul
Legend
Line 22 - Carmo–Batalha
Batalha (Guindais)
Praça da Batalha
Rua de Santa Catarina Bolhão (Metro do Porto)
Praça D.João I
Avenida dos Aliados Aliados (Metro do Porto)
Rua Fernandes Tomás
Praça de Gomes Teixeira
Carmo
LINHA 18
Clérigos
Praça da Liberdade São Bento (Metro do Porto)
Praça da Batalha
Batalha (Guindais)
Legend
Metro do Porto
Bus
Train
Connect with boats
Connect with helicopter
Proposed expansions
Line 1 - line could in the future be extended from Foz to Castelo do Queijo or even Matosinhos and from Infante to the São Bento railway station via Rua Mouzinho da Silveira.
Tram museum
See also
References
External links
Read in another language
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Content is available under CC BY-SA 3.0 unless otherwise noted.
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Last edited 24 days ago by IJBall
Trams in Porto
Watch this page
Porto tramway network
A tram on route 22 in Porto
Operation
Locale Porto, Portugal
Horsecar era: 1872–1904
Propulsion system(s) Horses
Experimental steam
Electric tram era: since 1895
Status Open
Routes 30 (maximum)
3 (present)
Operator(s) Until 1946: CCFP
From 1946–present: STCP
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Electrification 600 V DC
Depot(s) Boavista (1873–1999)
Massarelos (1900–present)
Website STCP (Portuguese) (English)
The tram system of Porto, Portugal is operated by the Sociedade de Transportes Colectivos do Porto (STCP) and currently has three regular tram routes with 30 minute headways. All are heritage tram routes, as they use vintage tramcars exclusively.
HistoryEdit
In 1872 the Companhia Carril Americano do Porto à Foz e Mattosinhos opened the first mule tram line in Porto, connecting Rua dos Inglezes (nowadays Infante) with Foz (Castelo) and Matosinhos.[1][2][3] In the next year, a branch line from Massarelos to Cordoaria was opened. A second company, the Companhia Carris de Ferro do Porto (CCFP) (the Porto Tramways Company), was established in 1873, and it opened a line from Praça Carlos Alberto via Boavista to Foz (Cadouços) in 1874. More lines were added through the 1870s until the 1890s. In 1878 the CCFP line from Foz to Boavista was converted to steam traction.[1][2] At Boavista was the change of traction between mules and steam engines. Four years later, the interurban line of the CCFP was extended from Foz (Cadouços) to Matosinhos.[1][2] CCAPFM and CCFP merged on 13 January 1893, using the latter's name for the resulting company.[1][2][3] Electric traction was introduced in 1895. The last mule-drawn car was retired in 1904, and electrification was complete with the elimination of urban steam engines in 1914.
In 1946, the city purchased the tram system from CCFP and took over its operation, with a new municipal company, Serviço de Transportes Colectivos do Porto (STCP). By 1949, it reached its maximum length of 81 kilometers with 150 kilometers track length. The 1960s and the 1970s were marked by a continuous dismantling of tram tracks and a preference for cheaper bus transport.[1] The system shrank from 81 kilometers with 192 cars in 1958, to 38 kilometers with 127 cars in 1968, to 21 kilometers with 84 cars in 1978, to just 14 kilometers with 16 cars in 1996. The last remaining line (18) was the start of the current heritage tram system.
For many years, the system had more than 20 lines, but most were closed during the 1960s and 1970s.[3]:45–47 By July 1978, only four routes remained: 1, 3, 18 and 19. Route 3 (Boavista – Pereiró) closed on 30 April 1984. For almost 10 more years, the three remaining routes continued in operation without any closures, as routes 1 (Infante – Matosinhos), 18 (Carmo – Castelo do Queijo – Boavista) and 19 (Boavista – Matosinhos).[3]:46 The section from Castelo to Matosinhos was closed on 12 January 1994 with the withdrawal of route 19 and of that section of route 1. The remainder of route 1, between Castelo and Infante, was withdrawn on 10 September 1994.[3]:46 On 11 June 1996, the final route, 18, was downgraded from a full-service tram line to a heritage service with reduced frequency, but operating seven days a week. Buses took over most of the service on the route at that time, but with trams continuing to operate some trips, as a heritage service. The service used only three trams, operating on a 35-minute headway.[4] Route 18's 4-km section along Avenida Boavista was later closed, but tram service was gradually re-introduced in the 2000s on other sections, in the form of additional heritage-tram services, lines 1 and 22, as well as the former Line T (the Porto Tram City Tour, which has since been discontinued).
Heritage systemEdit
Lines
Tram fares are paid with a customized ticket that can be bought on board of the vehicle, on the Museum and in some hotels. The fare for a single trip is 2.5 Euro.
Line 1: Passeio Alegre-Infante follows the northern bank of the Douro River from Infante, via Alfândega and Massarelos, to Passeio Alegre in Foz do Douro. This line is heavily used by tourists.
Line 18: Massarelos-Carmo: connects Massarelos (site of the Tram Museum) via Rua da Restauração with Carmo (Praça Parada Leitão) next to the Rectory of the University of Porto.
Line 22: Circular Carmo-Batalha: connects Carmo and Praça da Batalha with the Funicular dos Guindais operated by Porto Metro. Has a convenient connection to three stations the Porto Metro.
Legend
Line 1 - Passeio Alegre–Infante
A tram on line 1
Infante Cruzeiros no Douro
Alfândega
LINHA 18
Massarelos Douro Azul
Bicalho
Ponte da Arrábida
Sécil
Gás Ligação Marítima à Afurada
Fluvial
D.Leonor
Cantareira
Passeio Alegre
Legend
Line 18 - Massarelos–Carmo
Carmo
LINHA 22
Hospital de Santo António
Viriato
Restauração
Entre Quintas
LINHA 1
Massarelos Douro Azul
Legend
Line 22 - Carmo–Batalha
Batalha (Guindais)
Praça da Batalha
Rua de Santa Catarina Bolhão (Metro do Porto)
Praça D.João I
Avenida dos Aliados Aliados (Metro do Porto)
Rua Fernandes Tomás
Praça de Gomes Teixeira
Carmo
LINHA 18
Clérigos
Praça da Liberdade São Bento (Metro do Porto)
Praça da Batalha
Batalha (Guindais)
Legend
Metro do Porto
Bus
Train
Connect with boats
Connect with helicopter
Proposed expansions
Line 1 - line could in the future be extended from Foz to Castelo do Queijo or even Matosinhos and from Infante to the São Bento railway station via Rua Mouzinho da Silveira.
Tram museum
See also
References
External links
Read in another language
MobileDesktop
Content is available under CC BY-SA 3.0 unless otherwise noted.
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