Amsterdam’s last classic artics

Amsterdam’s ‘classic’ articulated cars were constructed in several batches and to several designs between 1957 and 1980 and the fleet of first generation (high floor) artics eventually numbered 252 examples. Most of these have been replaced in the years since 1990 by the delivery of low floor trams including 45 partially low floor cars from BN (the forerunner to Bombardier) in 1989-91, and 155 Combinos from Siemens in 2002-4. This left only the final batch of ‘classic’ artics in service in Amsterdam, the 37 Linke-Hofmann-Busche cars, 780-816, which were delivered in 1979/80. Whilst there has been no out and out policy to rid the fleet of these final high floor cars, the class has been on the decline in recent years owing to a number of factors, particularly the completion of an upgrade program to improve the reliability of the new Combinos. This has resulted in less trams being required in the fleet, and has allowed inroads to be made into rank numbers. The first of the type to go was 814 which was damaged by fire in August 2006 and eventually went for scrap in March 2008. Four more of the type were also withdrawn in early 2008, 796, 797, 806 and 811, the first two of these having suffered accident damage. All four were scrapped in September and October of 2008.

On July 11 2009 LHB car 810 departs Centraal Station with a route 4 working to Station Rai

In September 2008 it was announced that 16 of the type had been sold for further service to Sarajevo, a system which was still trying to improve its fortunes following the damage it sustained during the conflict of the mid 1990s. 783, 788-793, 795, 798-800, 802, 803, 807, 808 and 812 were withdrawn from service in October 2008 in preparation for transport to Bosnia, 800 being the first to leave, transported by railway on a flat wagon, on February 9 2009. The other 15 followed during February and March. In Sarajevo the 16 cars have been renumbered 801-16, in numerical order (783 becoming 801, 788 becoming 802, etc).

16 examples remain in Amsterdam as of Autumn 2009, split between the two operating depots. 809 and 816 are based at Havenstraat as driver training cars, although they are still available for service if required. 780-782, 784-787, 794, 801, 804-805, 810, 813, 815 remain at Lekstraat where they see regular use on routes 3, 4, 7, 9, 12 and 14. All but one are in the standard blue and white livery of operator GVB, the exception being 813, which has recently carried various themed liveries.

784 heads out of the city through Rembrandtplein on July 14 2009 on service 9 to Diemen

During summer 2009 813 carried this in-house livery for OV-Chipkaart, the new ticket for use on the Metro network. Rembrandtplein, July 14

Written and Illustrated by James Millington

An Underground Running Day

On 12 May 2008 the Tram Museum in Brussels held a commemorative running day to mark 30 years of the North to South subway. Several vintage cars associated either with the subway or the former street tracks it replaced were used. The subway is entered from the north at Thomas where a triangular junction allowed the museum cars to reverse. The first stop is Gare du Nord where a four track layout exists, then follows Rogier with through trams on level 3, terminating trams on level 2 (then under refurbishment) and the Metro on level 1 nearest street level. Rogier, De Brouckere, Bourse and Annessens have platforms on both sides for passenger flow, reflecting the intial intention to replace the trams with high floor metro. The tunnel emerges into the 1957 subterranean station of Lemmonnier from where there is a ramp down into the more recent tunnel to Albert. The museum cars carried on below the railway lines into the street level Gard du Midi tram station (there are two more tram and Metro levels below) before turning onto the street under the railway to turn on the triangular junction at Place Bara.

4032 and 7500 ready for departure from the museum.

The trams line up at the museum depot and left via Montgomery and route 81 through Flagey to Midi then through the subway to Thomas. From 900 to 1200 they shuttled through the tunnels at frequent intervals, observing all stops before retracing their steps back to the Museum depot.

4032 poses for photos at Jason on its way into the city.

Tram 1064 and Trailer 102. These represented the traditional motor and trailer sets used on the street lines before the subway. 1064 dates from 1938 and 102 from 1928. 1064 carries a pantograph to allow it to access the full city network.

1064 sets off from Place Bara as 9079 arrives.

4032 is the sole survivor of a batch of articulated cars built on the chassis of two four wheel cars with a small centre section fitted. New bodies were designed to match the PCC cars, though traditional equipment was used. 4032 dates from 1965.

4032 arrives at Thomas on its first run

The interior of 4032 showing the turntables.

5008 of 1935 is one of a batch of bogie cars built for the trade fair at Heysel. No less than six survive in the museum collection including 5016 which spent several years in the UK. 5001/8/16 regular provide the tourist tram round the city whilst 5018 was rebodied with a PCC style body.

The turning triangle at Bara included the truncated section of route 83 (closed 2007) from Gare L'Ouest via Rue Birmingham. 5008 was reversed as far as the surviving overhead would allow for this photo.

5008 in the murky environment of Gare du Midi tram station

PCC 7016 of 1952 was in operation in as withdrawn condition. This had received an interior refurbishment as per sisters 7156-7171 and the articulated cars. Here it reverses at Bara using the shunt controller.

7093, restored to 1970s condition was used for the Royal Opening of the tram subways and is seen below at Gare du Midi

7500 is a unique car a prototype articulated version of the PCC built in 1962. It was not immediately a success as it was underpowered, however it eventually lead to a production batch of 98 single ended and 30 double ended cars in the early 1970s. All but one of the single ended cars were rebuilt to double ended - the exception 7529 was destroyed by fire but donated its equipment to 7500. This remains in use as the only single ended articulated car and shares duties with the PCCs on routes 39/44. This event made a welcome return to the city centre for the car.

7500 arrives at Lemonnier station

Ready to reverse round the triangular junction at Thomas

9079 is one of several four wheelers to be rebodied with PCC style bodywork. It dates from 1960 and is seen below at Bara.

Works car 2 is one of a surprising number of preserved works cars in the museum collection. It was once a sister car to 5008 (as 5021) it was converted to a breakdown truck (Depannage) in 1977. An unusual addition to any running day.

A ride on the blue tram

Situated on the Mediterranean coast, Barcelona is the second largest city in Spain and is the capital of Catalonia. It has three tramway systems of which two, the Trambaix and the Trambesos, are modern light rail lines which opened in 2004. Of interest to us here, however, is a unique survivor of Barcelona’s original tramway system, the Tramvia Blau (Blue Tram).

Electric trams have run in Barcelona since 1899 but the original system closed in 1971, except for one route. This short double track line, just 1,276 meters in length, has operated in isolation ever since, albeit now only daily during the core summer season and otherwise just at weekends and during public holidays. It provides a link between the city’s metro system and a funicular railway which leads to mount Tibidabo, a local attraction. At 512 meters above sea level Tibidabo is the highest peak in the area and affords spectacular views of the city and the surrounding coastline. An amusement park at the summit makes this one of the most popular attractions in the area. The Tramvia Blau runs from Avinguda Tibidabo to the base of the funicular railway at Placa del Doctor Andreu, and features a fleet of seven four wheeled survivors of which most are enclosed four wheel single deck cars painted in the distinctive blue livery that gives the line its name. Car 2 was built in 1901 and survives in largely original condition whilst 5, 6, 7, 8 and 10 date from 1904 but have all been extensively, but sympathetically, rebuilt during the years since 2000. Finally, car 129 of 1906 is an open sided tram that originally operated on the main city system and this retains the red livery of Tranvias de Barcelona. It is mounted on the truck from Tramvia Blau car 9.

Tramvia Blau car 7 of 1904 was extensively rebuilt in 2004. On 4th January 2009 it loads at Avinguda Tibidabo for another trip up the line.

The curious thing about the Tramvia Blau is that despite exuding a museum type atmosphere it is a working line which has managed to retain its period feel. The refurbished cars 5-8 and 10 appear to maintain the basic service and have all received a thorough rebuild in recent years which has involved much reconstruction of the bodies. The electrical equipment has been thoroughly modernised and now incorporates computerised control, although this is operated via authentic style controllers. These look the part but the method of driving, from ‘off’ to ‘top notch’ in one movement before the car even sets off gives the game away to the eagle-eyed enthusiast that these are far from original controllers! These refurbished cars all feature modern head and tail lights, trafficators and windscreen wipers, but none of these features really spoils the traditional look of the old cars.

Traditional looking controllers belies the fact that state of the art controls are employed on the refurbished trams

To take a ride on the Blue Tram, your journey will normally start in the centre of Barcelona at Placa de Catalunya. From here you need to take Metro Line 7 to its terminus at Av. Tibidabo and on exiting the Metro station the Tramvia Blau terminus is in front of you. Tickets for the tram can be purchased on boarding but you need to be aware that the service is not very frequent and the trams are very small meaning you can be subjected to a considerable wait at busy times. The trams are packed well by the driver and conductor and the amount of standing passengers can often equal those seated. From the lower terminus the line climbs steadily up the Tibidabo Hill, passing the depot on the left at the end of what has so far been a straight section of route. From here the line climbs through the Sarria-Sant Gervasi district, circling around the plateau at the base of the funicular railway where it terminates in front of the funicular station and adjacent bar and restaurant.

Cars 6 and 7 meet at the upper terminus at Placa del Doctor Andreu

From here most people continue their journey to the summit on the funicular, which also opened in 1901.

Photo: Funicular car 2 at the lower station

The Tramvia Blau is a unique attraction that demonstrates just how easy it can be to modernise a system without compromising the heritage value, perhaps other systems with vintage rolling stock should take note! It is an important part of the package that forms a day out at the Tibidabo amusement park, and its future seems assured.

Tramvia Blau fleet.2. (1901).5-8, 10. (1904). 129. (1906)

Current fares.Single ticket €2.70. Return ticket €4.10. (Tickets on sale on board the tram).


Metro and Tramvia Blau timetables are available to view on the Barcelona Metropolitan Transport website at http://www.tmb.net/
Further photographs of the Tramvia Blau fleet can be viewed online at http://www.tramvia.org/

Written and illustrated by James Millington

A fairly modern relic

Latvia has three tramway systems of which the largest, and indeed the oldest, is in the capital, Riga. The others are at the coastal resort of Liepaja, and the country’s second largest city, Daugavpils. During a holiday to see the tramway in Riga in October 2008 I decided to take a day trip to Daugavpils, mainly because I had a desire to see the old RVZ6 cars of Soviet design, a type which normally requires a trip behind the former Iron Curtain to see the remaining examples. Whilst I will review Riga in a future installment, I had to forgo the trip to Liepaja this time as the local train services required you to spend a night there to get a decent amount of time. However this was seen to be no major loss as the system is relatively small consisting of just one route and one tramcar type, the Tatra T4, and only seven cars are required out daily. Daugavpils seemed to offer much more interest in terms of routes and rolling stock, although I will admit I knew very little about what awaited me in this far flung outpost of Eastern Europe which sits just some 25/30km from the borders with Lithuania and Belarus. The 27km tramway is actually rather modern for a first generation system having opened in 1946, it being one of the better things to have happened to the area during the Stalin era which saw massive industrialisation in the years immediately after the second world war. Despite this relative modernity the system displays an air of dilapidation and neglect, not helped by the poor condition of much of the tram fleet and the areas of work worn pre and post war housing through which the various routes pass.

Daugavpils is situated on the river Daugava and is noted for some fine architecture in the historic centre of the city. It is also surrounded by many lakes and much parkland, and is an important railway centre. The city is directly connected to Riga by rail, although the journey by train is a bit of a bind as it takes almost four hours in each direction for the 230km journey. Four trains run per day in each direction and to maximize my day I opted for the first one out and the last one back. Having purchased my return ticket at Riga’s main station the day before, and for the very reasonable price of 9.17LVL (roughly £11.80), I boarded the 0710 Riga Pasazieru – Daugavpils, and took my seat within the very spartan accommodation which the ex-Soviet diesel multiple unit provided. No catering was provided on the train, so I was grateful that I’d had a coffee and a bite to eat before I departed from Riga – and little did I know just how hard I would find it to get something to eat in Daugavpils! My train arrived at the second city right on time at 1053, and shortly before it came to a halt I caught a glimpse of one of the RVZ6 trams that I had specifically gone to see. As my return train was not until 1800 this gave me a good seven hours to explore the system, and I followed the crowds of fellow passengers off the train assuming that they were heading in a direction that may lead me to the tramway. I expected that the railway station would include an interchange with other forms of transport and that I would walk straight onto a waiting tram, but this was not the case. Instead a series of derelict looking buildings and a petrol station were all that greeted me. However, I followed the other train passengers who had turned right out of the station and I arrived at a tram stop within a couple of minutes. Standing here, without a route map and with no knowledge of the frequency of service or even of how to purchase a ticket (and unable to speak either of the two local languages of Latvian and Russian!) was a fairly surreal experience. However before I had chance to ponder this predicament for too long a coupled set of RVZ6 cars appeared from a grassed reservation across the road and pulled up at the stop.

Coupled RVZ6 cars 028+027 approach the terminus by the main railway station

I boarded the leading car (028) and found a seat which was fortunately next to a system map that was stuck on a hardboard board which was positioned in the window at just the right height to block my view. I photographed the map so as I could refer to it during the day (thank goodness for digital cameras!) and then moved to a seat at which the window wasn’t obscured. The tram was very shabby inside, with peeling paint and much evidence of water ingress into the saloons which had rotted the lining panels and caused them to bow inwards. Deep seat cushions in brown vinyl and green pained interior panels all seemed to add to the down at heel appearance. As it was raining outside the tram had steamed up and the view outside was not very good, despite me having changed seats. With a traditional hiss of air brakes being released we set off. Fare collection turned out to be by roving conductor who all appeared to be either students or fairly elderly women. Despite having a designated conductor’s seat they were all happy to roam and didn’t expect the passenger to go to them. The fare was a flat 0.25LVL (about 33p), which was fortunately printed clearly on the tickets for me to see, as I don’t think either I or the conductor could ever have made ourselves understood. Tickets were torn off a roll and then ripped to validate them. I was glad that I had a pocket full of change to keep paying this small flat fare on boarding subsequent trams. The fare has increased since my visit and is now 0.30LVL (39p).

The spartan and damp interior of one of the RVZ6 cars

Daugavpils system map

Studying the route map I realised I was on route 1 which went through the city from the station (Stacija) to Butlerova. This route is basically the ‘main line’ of the three route tramway and is double track throughout, other termini being at the end of single track branches that connect with the main line at locations along its length. I decided that for this first ride I would get off at Saules Veikals as this appeared to be a location where all three routes converged and it seemed like a good place to observe the trams and maybe get some photographs, although by this time the heavens had opened and when I did alight I quickly ended up soaking wet! As can be seen from the map, the three routes are 1. Stacija – Butlerova, 2. Maizes Kombinats – Butlerova, and 3. Cietoksnis – Stropi, and I was now at the junction of routes 1/2 and 3. As well as the RVZ cars, which originated from Riga, of which there are 38*, Daugavpils also operates 13 Ust-Katav KTM-5 trams built in the early 1990s but looking much older, as well as a solitary KTM8 car built in 1994 (no.114). The system also has 12 Tatra T3 cars which previously ran in Schwerin, Germany, and accelerated the disposal of the worst of the RVZ cars some years earlier (*all fleet figures based on a 2005 stock count). Like Riga, all cars are fitted with trolley poles.

The ex-Schwerin Tatra cars are in excellent condition compared to the remainder of the fleet

Route 1 appeared to be operated by all types of cars which included both coupled and single RVZ and Tatra cars, whilst route 2 had single RVZ and KTM cars and route 3 seemed to be operated exclusively by KTM cars, this class always operating solo. After half an hour or so of observing the comings and goings of the tramway I boarded a KTM-5 car (105) on route 3 to Stropi, and found this to be a single track branch with passing loops which terminated at a large single track turning circle in a wooded area.

Ust-Katav car 105 at the wooded terminus at Stropi

This route was almost all on roadside reservations and passed by a number of cemeteries, with ladies in black boarding periodically carrying baskets of flowers for placing at the grave. The KTM-5 cars are of very basic construction and look much older than their c.16 years both in terms of design and condition. Externally they feature corrugated side paneling and three outside slung single piece doors which are operated by a bicycle chain on the inside of the door which looks like it could trap loose clothing if you were standing too close! I rode route 3 to the terminus at Stropi where I alighted and waited for the next car to arrive, which unfortunately was 20 minutes behind, and it was still raining! After this soggy delay I boarded the next car, another KTM-5, and rode back to the city centre area close to the junction where route 3 diverges to Cietoksnis, but alighted here for more photographs before catching an RVZ6 car on route 1 to Butlerova. This route passes through postwar housing developments before terminating at the main depot, opened in 1990, the trams disappearing into the confines of the depot complex where the turning circle is located. Not understanding the language and with the premises not looking as though it would welcome an interloper with a camera I stayed outside the enclosure on the public road until a further coupled set of RVZ cars emerged into service on route 1, which I caught back to a location near the university.

Photo: RVZ6 cars emerge from the main depot at Butlerova

After a fraught period of time unsuccessfully attempting to make myself understood in various food establishments in the city centre I was then fortunate enough to find a bakery close to the junction with route 2 at Ventspils and I was finally able to get something to eat and drink by using the proven method of pointing at something that had the price clearly displayed and tendering the correct money! I then caught RVZ6 car 061 to Maizes Kombinats, passing through an area of much earlier housing than that along routes 1 and 2 to Butlerova. Much of this single track route was set in badly maintained roads surrounded by typical Latvian wooden buildings, whilst the terminus was by a busy railway line along which three lengthy freight trains passed slowly by during the 20 minutes I was there. Riding again from here to the junction at Ventspils I then headed out to Cietoksnis on route 3, which diverges from the ‘main line’ by the Galerija shopping centre in the city centre. This branch is again single track but seems to a higher standard and again terminates in a single track loop at which I did not alight as time had started to press.

KTM-5 cars at the junction of route 3 to Cietoksnis

Once back at the Galerija there was just time for some more photographs before catching a tram on route 1 for the short journey back up to the railway station where I had left myself ample time to catch the 1800 back to Riga. Indeed, I was back at the station at 1715 where I found the train waiting at the station’s only platform. As I was aware that this was the last train of the day back to Riga and civilization as I knew it I wasn’t prepared to miss it! However, with ample time until departure I was able to nip back to the nearby tram stop to record in fading light some final views of the trams on which I had started my day, coupled RVZ6 cars 028+027. Unfortunately I had not managed a ride on one of the ex-Schwerin Tatra cars, which have been refurbished for use in Daugavpils and appeared to be of a much higher standard than everything else, whilst the solitary KTM-8 eluded me, and was not seen on my visit. However, I had become acquainted with the old RVZ6 cars, and the utilitarian KTM-5 cars - both types of trams I had never seen before, and had therefore achieved my goal for the day.

Departure from Daugavpils was prompt at 1800, and three hours and fifty two minutes later we rolled back into Riga’s main station, bang on time. A trip to Daugavpils can be a long day, with almost eight hours’ train travel on trains which are not particularly comfortable, but as I’ve yet to cross the borders beyond Latvia this has so far been my only opportunity to sample Soviet designed trams, and it was an experience I won’t forget in a hurry!

Daugavpils tram fleet
009 – 065 RVZ6 cars (1977-87). C.38 remain
070 – 081 Tatra T3 (1973-83). Ex-Schwerin
101 – 112 KTM-5 (1990-92)
114 KTM-8 (1994)

Current fares
LVL 0.30 (flat fare, payable to conductor on each journey)

For journeys between Riga and Daugavpils with Latvian Railways visit http://www.sirius.ldz.lv/

Written and illustrated by James Millington

Permanent Way, Temporary Trams?

Tramways are a generally a permanent fixture - their fixed infrastructure means they are not easily altered (even if the Lousia episode may prove otherwise). Occasionally they are abandoned but while the trams can be taken away the infrastructure is harder to eradicate. Brussels route 103 operated through Anderlecht from Erasmus Hospital to the City via CERIA (college), Bizet, Meir and Place Bara. In 1993 it was replaced by route 56 to SchaerbeekStation. It mainly used articulated cars though the single ended PCCs ran a peak hour shuttle to CERIA.

The outer ends of the line were to be replaced by a Metro. Firstly the Erasmus to St Nicholas section closed in 1999 having only operated since 1982. This was already segregated and eventually formed Metro line 1B (now 5). The Metro finally opened in September 2003 and the 56 was cut back to Debussy - now just a short stub terminus. In 2006 this was abandoned and the line diverted to continue to Marius Renard. It is now route 81. Much of the old route remains, however as the photos below show.

New Metro car 6221 on the former 1B route at Erasmus Hospital

Ceria Metro station is by the former temporary terminus at St Nicholas and Google Maps shows the route on a dedicated alignment for a short distance before emerging on Rue de Fraises.
"Campus Ceria" is quite a walk from CERIA Metro station. The trams terminated here prior to 1982 and a turning circle was built around the roads. A loop can still - just - be made out at the terminus (Avenue Emile Gryson). Back onto Rue de Fraises the route runs under the railway line. It then enters Place Ministre Wauters running either side of a tree lined square before splitting with a one way system round narrow streets.

The lines rejoined at Place de la Roue and here the lines seem well preserved in their cobbled streets.

The shot below shoes the lines approaching Bizet Metro station (the former terminus of the 1B) before heading up the street in the background to Debussy.

Van Haelen

Not everything runs smoothly in Europe. On my first visit to Brussels, I travelled on route 55 (Bordet Station to Silence). Silence terminus was on Chausee de Alsemberg and the trams turned in an attractive 'wye' - a reversing trinagle into a side street. The picture below shows the tram having arrived from behind the photographer, before it reverses into the side street ready for a trip back to the City and beyond. Just noticeable beyond the car is a section of disconnected double tram track. This had already by then been laid for some time and it continued further down the road to Van Haelen. This was right on the border with a neighbouring authority who duly prevented STIB from building a terminus so the new tramway remained disused.

The impasse was finally solved when a suitable plot of land within the municipal boundary was acquired. A two track terminus was built and opened in 2008. By now route 55 had become route 51 to Heysel. The view below shows the terminus in the background and a short section of abandoned but unused track in the foreground pointing the way to the intended terminus - perhaps as a reminder of the folly of the neighbouring authority.


These double slip junctions seem popular in Brussels at the moment. A similar one has gone in at Louisa.

Brussels PCCs to end in February

7008 in service in October on service 44 at Woluwe

Tram 2000 has reported that Friday 12 February has been set as the date for final service operation of the single ended Brussels PCCs. 171 cars (plus a nearly new one acquired from Hamburg) were built for Brussels between 1951 and 1971. The preceded the introduction of 127 two section and 61 three section articulated cars evolved from PCC technology in the 1970s.

Today PCC operation is restricted to routes 39 and 44 along Avenue du Tervuren from Montgomery past the recently rebuilt depot and museum at Woluwe. The routes split at Madou with the 39 running to Stokkel and Ban Eik and the 44 through the forest to Tervuren Station. 20 cars are required each day officially from Elsene depot though many cars overnight at Woluwe. If you are fortunate you can catch a PCC on the positioning runs to/from Flagey on routes 81/83.

Today the active PCC fleet comprises the venerable 7008 of 1952, 7021, 7022, 7043 of 1953 and the entire 1971 batch 7156 to 7171. 7036 is also in stock but believed restricted to driver training use whilst 7019, 7042, 7052 and 7055 exist as works cars, rebuilt with full cabs at both ends, 7052 being a dedicated training car.

The farewell will no doubt involve the excellent museum collection which includes 7016 in yellow with refurbished interior (as per 7156-7171), 7047 under restoration to original condition, 7065 current under repaint into primrose livery, 7093 restored to the mixed pantograph and trolley era representing its role in the royal opening of the tramway subways and 7126 equipped as a Television car.

Restored 7093 at Woluwe Museum

Preserved 7016 operates through the North-South subway on an anniversary running day in May 2008

Preserved 7047 is midway through restoration and is seen here in October 2009 being towed to the STIB workshops for completion

Blink and you miss it at Louisa

The beauty of European tram systems is that there is little that seems to difficult. Louisa is an attractive part of Brussels not far from the royal palaces. It is served by Metro line 2, underground, which is crossed at street level by tram routes 92, 94 and 97. The tram stop is in the centre of a traffic island and there is also a road underpass. The trams cross the roof of the underpass and in 2007 it was decided to rebuilt this.

The photo above shows two trams descending from the roof of the underpass on the original alingment with the point for the turnback siding in the foreground. To rebuild the roof the trams would have to run alongside the building to the right of the photo.

By August 2007 new track was in place in the street and was ready for connecting. Here a tram crosses the new junction at the Poelaert end of the section.

At Louisa the tram stop had been relocated so that new lines could be laid, here the final connection piece rests awaiting suspension of the tram service at 2100. By 0500 the next morning trams were running on the new alignment (below)! A week later the same process allowed the other line to be opened.

Instead of the reversing stub a crossover was installed on the new section of line, but to allow lay-over an elaborate turning circle was installed in the cobbled square at Poelaert. The existing twin through lines remained, bearing right from Louisa and down the street towards the Palace but the new loop ran round the outside. All the overhead poles were fixed on the road-side with a central suspended ring holding all the span wires.

Work on the rebuilding takes place behind the car showing the severed track in the foreground.

By October 2009 the rebuilding work had been completed and the tramway reinstated. Almost as quickly as it appeared, the turning circle at Poelaert was removed without trace and the street track has been lifted - the only evidence is the section across the roundabout. The tram stop has not been finished yet, so cars are loading on the new tunnel roof.

Trams now run across the new tunnel roof:

A double slip junction provides access to the new two track reversing stub.


And short working cars are passed by 'through' cars

It seems quite amazing that a new tramway alignment can be contstructed through a roundabout and along a busy slip road to a new turning circle in the middle of a smart square and then simply be removed two years later!

Berlin Themenfahrt 9 August‏

On Sunday 9 August I had the pleasure of the monthly theme trip on part of the Berlin tramway organised by Denkmalpflege-Verin Nahverkehr Berlinhttp://www.dvn-berlin.de/index.htm

Initially part of the 50 years of the Reko, the plan was to use 5984 (a TW24) with trailer 339 (BW24) both of 1925 and 217055 (1961) with trailer 267006 (1960). However the Reko was replaced by Tatra T4 219482-1 which dates from 1986 and must be one of the youngest preserved trams around. A second trailer was added to the TW24/BW24 set. I joined the second of two tours at 1405 from near Kopenpick S-bahn station (most convenient for a morning at Schoeniche and Woltersdorf). The first tour arrived back around 1335 and the crews had their break. We boarded and headed round the large loop where the 63 and 68 turn but headed north along route 62 to Mahlsdorf Sud and along the single line and loop section to S-bahnhof Mahlsdorf for a photo stop. Due off there at 1447 we retraced our steps but carried on past Kopenpick onto route 63 to Johannisthal arriving there at 1540, a near hour long ride on this wonderful four wheeler.

After the photo stop I changed onto the KT4 which is about as big a contrast as you can get! We ran back to Kopenpick with a detour to Alt Kopenpick for a 1640 finish.After a break the Tatra was to head back to the massive museum depot at Niederschonhausen where it was due at 1825. I believe it took a combination of the 27, 12, 50 and M1 routes. I worked out that the S-bahn and U-bahn would be quicker though but nearly fell foul of bus replacement between Schonhauser Allee and Pankow. Fortunately the bus was ahead of the Tatra - just - and the truncated M1 got me to the museum depot just in time.

This allowed some timewarp photos as the car undertook an elaborate shunt to get into track 8 all observed from the public highway as the depot is only open on certain occasions (22/08 and 24/10 are the last two for 2009). It says it houses 50 trams and about 15 buses - one or two yellow liveried cars were noted through the doors, which may be preserved, or perhaps stored by BVG. The TW24 didn't come back so perhaps lives elsewhere. I understand there is also a non rail connected tram museum collection as part of the Technikmuseum but in an offsite store open on Sundays in September only.All in all an excellent afternoon - for 6 Euros a 2.5 hour trip on immaculately restored trams with commentary from the guards which I'm sure better German speakers than me would verify as informative.

We all got a souvenir leaflet which DVN have uploaded onto their website.http://www.dvn-berlin.de/dl/ag-strab/tf_2009_5.pdfIf you get the chance to participate I can well recommended it and would like to thank DVN and its crews for an excellent trip.My photos here:

http://paul-turner.fotopic.net/c1741026.html