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Old January 3rd, 2010, 12:25 AM   #121
פובליק פיינט
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Quote:
Originally Posted by Eurotram View Post
This sounds very interesting
Don't you have any pics?
medical trams operated during WW1 between main railway station and military hospitals, it is said they carried 750 ths soldiers in total.


funeral tram was manufactured in 1917 for military funerals (could carry up to 8 coffins)...
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Old January 3rd, 2010, 10:30 PM   #122
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Quote:
Originally Posted by פובליק פיינט View Post
medical trams operated during WW1 between main railway station and military hospitals, it is said they carried 750 ths soldiers in total.

funeral tram was manufactured in 1917 for military funerals (could carry up to 8 coffins)...
Saying with gallows humour: It doesn't matter what is passenger's destination;it's still mass public transport
Thanks for photos
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Old January 5th, 2010, 09:57 PM   #123
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Brussels/Belgian interurban system: 5000km (1945)
Los Angeles, USA: 1775km+ (1920s)
Moscow, Russia: 1000km+ ()
Paris, France: 1000km (1920)
Buenos Aires, Argentina: 845km (1950)
Minneapolis/St. Paul, USA: 720km (1919)
Berlin, Germany: 650km (1929)
London, England: 555km (192x?)
Sao Paulo, Brazil: 500km
Rio de Janeiro, Brazil: 430km (1945)
Rome, Italy: 400km (1929)
Sydney, Australia: (nearly) 300km (1930)'s
Vienna, Austria: 292km (inter-war)
Manchester, England. 262km (1930)
Melbourne, Australia: 245km (Present)
Tokyo, Japan: 213km (1913)
Glasgow, Scotland: 200km (inter-war)
Grenoble, France: 175km (1923)
Brisbane, Australia: 109km (1952)
Porto, Portugal: 150km (1950)
Birmingham, England: 130km (1920s)
Zagreb; 58km (1924)
Auckland, NZ: 72km
San Miguel de Tucumán, AR; 25 km (1920s) Steam tram not accounted.
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Old January 6th, 2010, 01:49 AM   #124
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Good list but you should review previous posts as I think you've left some out (Prague for example).
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Old January 6th, 2010, 01:58 AM   #125
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Good list but you should review previous posts as I think you've left some out (Prague for example).
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Old January 6th, 2010, 02:24 AM   #126
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Tranway in valencia - venezuela in 1920-30s






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Old February 25th, 2010, 01:56 PM   #127
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Istanbul 1956


The last ride of Kadikoy-Kisikli tram in 1965.

Atikali-Bahcekapi Second class car in green colour and wooden seats inside.
-first class cars were red colour and they had nice leather cowered seats-

A streetcar scene with ticketless passengers on board from 1956.
The former tram system in European side was abandoned in 1960 and these cars removed to Asian side and used untill 1965.

Last edited by hokomoko; December 11th, 2010 at 04:47 PM.
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Old February 26th, 2010, 01:50 AM   #128
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Manchester had a historic tramway system which peaked in 1928 with 163 route miles. The map below shows the densest segment of the network in central and south Manchester, but the system actually reached many of Manchester's nearby towns. Most of the area on this map is served by buses alone to this day.



The system was fully closed in 1949 and no trams ran in Manchester until the street running Metrolink Light Rail system opened in 1992.
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Old February 26th, 2010, 11:36 PM   #129
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Australia had a number of tramway systems; mostly now deceased:

The state capitals:
  • Sydney (now has a Light Rail running along a former heavy goods line)
  • Melbourne (whose system has survived)
  • Hobart
  • Adelaide (the one surviving line has since been extended)
  • Brisbane
  • Perth

Regional Cities:
  • Launceston, Tasmania
  • Geelong, Victoria
  • Ballarat, Victoria (travelled on these many times: a short section remains as a tourist track)
  • Bendigo Victoria (a rather longer section remains: and they are trying to get commuters back on the line again)
  • Newcastle, NSW
  • Maitland, NSW
  • Rockhampton, Queensland
  • Fremantle, Western Australia

There were- and are- other lines or networks. Someone will remind me that the Gold Coast is building a new light rail; someone else that Victor Harbour South Australia has probably the oldest or longest horse-drawn tramway on Earth. Some other "tramways" were, if you ask me, just very lightly-built railways.
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Old December 6th, 2010, 03:55 AM   #130
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To pick this up again:

Mannheim/Ludwigshafen/Heidelberg, Germany: ~260 km (1938)

Note: Nearly 100 km of above run with steam engines at the time - including them as these were road-bound steam trams in an interurban network travelling through towns like trams. 200 km still in the network today - several interurban lines to suburbs truncated, some already in the late 30s. More density added in the core area. Plans for interurban connections forming a network of about 325 km (by linking up to the existing 40 km length network in Darmstadt further north) also existed in the interwar era.
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Old December 6th, 2010, 01:08 PM   #131
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if ya want to know my city - Adelaide, Australia at its heyday in the 1950s

about 128km long comprising 99kms of double track and 29.9kms of single track.

There was also a independent system through the Port Adelaide area which was about 10-12km long that lasted up until 1940s I think
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Old December 7th, 2010, 09:54 AM   #132
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Budapest as of 2008

Number of routes: 27
Network length: 153,8 km
Vehicles: 607

World's longest single space articulated lowfloor tram
Siemens Combino Supra NF12B

Image

Busiest tram-line of Europe

Tramline 4 and 6 (running same route along Grand Boulevard except of last 2 stops): daily performace > 200 000 passangers

Trams follow in peaktime each 60 seconds

Last edited by Windblower; December 7th, 2010 at 10:23 AM.
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Old December 9th, 2010, 01:17 AM   #133
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In Australia, the following cities all had (or still have) tram networks:

Sydney - 1861 - 1961. At it's peak it had 291km of track, and 405 million passengers a year. One modern light rail line opened in 1997.

Melbourne - 1885 - present. Has 245km of track (largest in the world) and 180 million passengers a year.

Adelaide - 1909 - present. Has 15km of track and 2 million passengers a year. Was once much larger.

Bendigo - 1885 - 1972. Still operates a heritage service, trials are underway for public transport service.

Perth - 1899 - 1958. Still operates a heritage service.

Yass - 1892 - 1958.

Hobart - 1893 - 1968. Proposal for new light rail system.

Brisbane - 1885 - 1969.

Cairns - 1897 - 1912.

Maitland - 1909 - 1926

Newcastle - 1887 - 1950

Rockhampton - 1909 - 1939. Still runs as heritage service.

Launceston - 1911 - 1952

Ballarat - 1887 - 1972

Fremantle - 1905 - 1952

Canberra - 1912 - 1923

Broken Hill - 1887 - 1961

Kalgoorlie - 1906 - 1952

Leonora - 1902 - 1922
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Old December 15th, 2011, 06:59 PM   #134
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Quote:
Originally Posted by Animo View Post
Arrival of the tranvia


This is a document about a planned project of a construction of railway and ship in Manila and Malabon (1758)


Puente de España, Manila, Filipinas

In 1878, Leon Monssour, an official of the Department of Public Works, submitted a proposal to Madrid for a streetcar system. Apparently inspired by the systems in New York and Paris, Monssour envisioned a five-line network with a central station outside the walls of Intramuros, the fortress-like seat of Spanish power in the Philippines. From Plaza San Gabriel in Binondo, the lines were to run to Intramuros via the Puente de España (today's Jones Bridge), to Malate Church, Malacañang (where the Philippine President now lives and works), and Sampaloc and Tondo, large districts north of the Pasig River today. The proposal found favor with the government, but it had to wait for an entrepreneur's initiative.


Compaña de los Tranvias de Filipinas

That entrepreneur was Jocobo Zobel de Zangroniz. Together with Spanish engineer Luciano M. Bremon and Madrid banker Adolfo Bayo, in 1882, the three formed La Compañia de tranvias de Filipinas to operate the concession awarded by the government. The Malacañang Line was not built and was replaced by the Malabon Line. These five routes became popular with commuters. The Manila-Malabon Line was the first to be finished, opening for business on 20 October 1888. All five were constructed between 1885 and 1889. The first tranvias were horse-drawn omnibuses for 12 seated and 8 standing passengers. The system was 16.3-km long—slightly longer than today's only operating LRT line.



Escolta, Main Buisness Center of Manila: horse-drawn

While four lines were horse-drawn, the Malabon ran on steam. Some 4 years later, the Manila Railroad Company, the country's first long-distance rail line north to Dagupan, 196 km away, started operation. So strictly speaking, the first steam railroad in the islands was a modest streetcar! Malabon's transfer points were Tondo, Maypajo, a working-class neighborhood in the suburb of Caloocan and Dulu, at the north end of that community.


Calle Escolta (1911)

The long communication line between Madrid and Manila, plus much delayed economic reforms, conspired to slow development of the Philippines, particularly Luzon, the archipelago's largest island. While other countries were in the throes of the Industrial Revolution and the wave of mercantilism, Spain lagged behind. As early as 1842, a study mission headed by Don Sinibaldo de Mas came to the Philippines to find the best way to carry out reforms—reforms later promoted by Filipinos like Dr Jose Rizal and his contemporaries, known collectively as the Propagandists.

The 1890s were turbulent years for the Spanish colony. The clamored-for reforms prompted Rizal to pen two novels, Noli Me Tangere and El Filibusterismo, required reading in schools today. Though fiction, the stories were too close to the truth for the Spanish to tolerate. Eventually, Rizal was charged with sedition and executed in 1896—four years after the Manila-Dagupan railroad was completed. Less than 18 months later, Filipinos declared their independence from Spain. The revolution to assert that claim soon followed.

New Colonizers


Paseo de Bagumbayan

Meanwhile, the Americans were also at war with Spain. After winning the conflict and claiming the Philippines under the Treaty of Paris, US forces soon arrived. Early in 1899, war (some called it an insurrection) between the Filipinos and the Americans broke out. The Spanish imprint was already etched indelibly on the Philippine landscape, and by the turn of the century, an air of uncertainty characterized everyday conversation as Filipinos wondered what life would be like under the new colonizers.

Transition for tranvia


Manila streetcar, early 1900s

By 1902, La Compañia had long since stopped expanding or improving its system. An average of only 10 streetcars plied the five lines daily. This was a far cry from the hourly service that provided 14 runs in each direction on the Malabon Line alone.

One year later, Manila city officials blamed slow economic growth and population congestion to ‘the antiquated horse-car system and the poorly constructed, unsatisfactory, and generally undesirable system of public vehicles,’ to quote from their official report. These leaders reasoned that with improved transport, the railroad was specifically named, ‘many of those now paying high rents for small and unhealthy quarters will take advantage of this quick transportation and secure comfortable dwellings in better localities.’

Birth of Electric Streetcar




Calle Escolta de Manila

The Philippine Commission on 20 October 1902 passed a law that set into motion franchises to be awarded to bidders for the construction and operation of electric power and transportation networks. Although publicized in newspapers in America and the Philippines as well as in a leading US railway journal, only one bid was submitted. On 24 March 1903, the Municipal Board of Manila passed Ordinance 44, accepting the bid of Charles M. Swift of Detroit. Three days later, a New Jersey company was established which eventually became the Manila Electric Railroad and Light Company—better known as Meralco. Today, Meralco is still in the electric power business in Metro Manila and neighboring provinces. Later, the Philippine Commission allowed Meralco to take over the properties of La Compañia de tranvias. Meralco paid a small fee for its streetcars to La Compañia's lines.

Swift was now under a deadline. He had 6 months to start building his systems and 20 months to get the job done. Ordinance 44 specified 12 lines. Today's LRT Line 1 closely follows the Meralco route to Pasay south of Manila and the Santa Cruz route . LRT Line 2, now under construction, also adheres fairly well to the original lines Meralco laid down. With the exception of the Binondo and Intramuros areas, the network was double-tracked and powered by an overhead catenary of 500 V maximum. The track was standard gauge.

By 1913, Meralco had completed nine of the 12 lines, still called the tranvia by commuters. Swift under another franchise granted in 1906, was also operating a 9.8-km extension line from Paco to Fort McKinley and Pasig. The operator, the Manila Suburban Railway, later merged in 1919 to form the Manila Electric Company. The extension line was one of the most profitable in the Meralco system.

Meralco's lines crossed the Manila Railroad Company's lines (now the Philippine National Railways (PNR)) at three points. Sometimes, I go to Blumentritt Station on the LRT just to see a PNR commuter train crawl directly under the elevated track as I wait for an LRT train to approach its station of the same name, 5 or so meters above. LRT Line 2 will cross the PNR at Santa Mesa in another repeat of history. The Santa Ana tranvia crossed not far from today's PNR Paco Station, currently under renovation.

Dr Leonardo Q. Liongson, Engineering Professor at the University of the Philippines, and railroad enthusiast, made an astute observation in a paper he presented last January: ‘It is also interesting to note from the 1913 (route) map that the three principal tranvia lines (Santa Cruz, Santa Mesa and Santa Ana) led directly to outlying cockpits in suburban La Loma, San Juan and San Pedro de Macati respectively.’ Cockfighting was and still is a popular form of gambling. He concluded, ‘From the point of view of city-wide commuter service, commerce and cockfighting, the Manila electric tranvia was indeed a complete system serving the city by the end of the first decade of the 20th century.’

As the road network improved, Meralco introduced electric- and gasoline-powered bus services in the 1930s. The company also promoted the use of electric appliances such as radios and refrigerators. The tranvia continued running but stopped expanding.

Photos here: http://www.jrtr.net/jrtr16/pdf/f33_satre.pdf
More in the Philippine archives.

---



In 1905, Manila's first tranvia, or tram, opened in Manila and soon grew to five lines servicing many parts of the city of Manila and its outskirts. At that time, the trams were hailed as an efficient system for the city's 220,000 inhabitants of that time. The trams were operated by the Manila Electric Railroad and Light Company (Meralco), which now provides power to the city.


Pre-war Corregidor

The Philippines once had a tram network in Manila, but it was destroyed during World War II. The system has been replaced with the LRT and MRT.

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Old December 16th, 2011, 07:55 PM   #135
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How many tram lines did London have?
Bump

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Old December 16th, 2011, 08:55 PM   #136
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London

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Old January 11th, 2012, 02:47 AM   #137
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now Halifax's A69


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Old February 2nd, 2012, 03:01 PM   #138
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Trams in Madras. Shut in late 50s...

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Originally Posted by Kewl Batty View Post
Not sure if these have been posted here before


Mount Road


Trams in Chennai




Tram to Custom House
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Old February 4th, 2012, 11:22 PM   #139
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I think some people gets confusion.

What is the subject of this thread?

1) Cities which once had tram, but now completely closed? or
2) Cities which once closed their tram, but now returned/plan of return tram?
3) Cities which has closed some tram routes, but some/most routes remained.

Please clear the confusion.
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Old February 7th, 2012, 06:15 PM   #140
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I interpret the title of this thread signifying tram networks in the past, be they abolished, expanded, or shrunken. To some, five years might suffice as past; others, at least 50 years ago
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