Friday 27 November 2009

The Soller Tramway

A picture that typifies the tramway, ex-Lisbon tram 24 runs along the sea wall at Puerto de Soller framed on both sides by palm trees

Majorca’s only surviving tramway links the terminus of the the Palma – Soller railway at Soller with Puerto de Soller (Port of Soller) on the island’s northern coast, 4.8 kilometres away. The line opened in October 1913 and still uses its original stock, albeit supplemented over the years by some second hand trams, and remains an important link between the town and the port. Bizarrely it is believed that the line was only constructed in the first place in order to extend the 27km long Palma – Soller railway over the 30km mark, thus making the whole line from Palma eligible for financial assistance from the government. However, and despite this tenuous reason for construction, the tramway has thrived.
1929 electric loco 2 is pictured at Palma awaiting departure to Soller.

The railway line from Palma, Majorca’s capital, to Soller was opened in 1912. Originally steam powered, the route was converted to electric traction in 1929 as its route passes through several long tunnels which made steam rapidly become very unpopular. The 1929 built passenger carrying electric locos still power the stock along the scenic route as it climbs out of Palma, which involves some street running for the first part, and towards the Sierra de Alfabia mountains before falling towards the coast. The railway was for many years the principal means of getting to Soller as the mountain range was bisected only by the railway and one tortuously winding mountain road. However, from 1996 a new road tunnel has opened up the area considerably. Despite this, it is by rail that most tourists will arrive in Soller.

No.2 is one of the original 1913 cars built by Carde & Escoriaza
Operated, as is the railway, by
Ferrocarril de Sóller
, the tramway was originally equipped with three motor cars, nos. 1-3, and two matching trailers originally numbered 7 and 8 but later 5 and 6. Built by Carde & Escoriaza in Zaragoza, and on Brill 21E trucks, these 1913 veterans remain on the line today. In the summer they often run with coupled pairs of open ‘jardinera’ trailers, four of which were acquired from Palma when their system closed in 1954. Numbered 8-11 at Soller they were former horse cars which are believed to date from around 1890. A fourth motor car and matching trailer were obtained second hand from Bilbao in 1959, which became numbers 4 and 7 respectively, although these have since returned to Bilboa for preservation. The most recent second hand acquisitions have been five of the ‘700 series’ motor cars from Lisbon in Portugal, now numbered 20-24, with four of these known to be 716, 718, 725 and 729. These have been re-gauged to 3ft, which was the former Majorca standard and is retained throughout the railway and tramway between Palma and Puerto de Soller, although other lines on the island have been converted to metre gauge in recent years. Other Lisbon cars acquired, but not converted for use, have been similar two axle cars 704 and 734, and four axle cars 334 and 807. The former Lisbon trams were at first operated in basically original condition but have recently almost all been modified to resemble the home fleet which has involved replacing the side panelling with varnished ‘matchboard’ planks and painting the remainder in the familiar Soller orange and brown. More recently, and to cope with the problems frequently encountered when a packed train attempts to disgorge its passengers onto the tiny trams, some larger bogie trailers have been built to a traditional style, but much larger proportions making them appear slightly ungainly.

One of the new trailers is seen outside the tram depot whilst cars 2 and 20 look on. Notice the line to the left of the shed which is actually the railway line towards Palma
The single line Soller tramway provides an attractive ride between the town and the port. Beginning close to the tram depot at an interchange with the railway, to which the line is physically connected at this point, the first section of the tramway is in the street, running through Soller’s main square. After this it moves to a roadside reservation and through a passing loop which is not needed unless more than a half hourly service is running. The line passes through orange and lemon groves and then crosses the main Soller – Port road reaching the half way passing loop which is regularly in use. After this the line continues alongside the road, passing a disused loop, before approaching the impressive bay at Puerto de Soller from the west side. The tramway then runs around almost the full length of the bay, which is framed by palm trees, before terminating at the east side on a double track run-round loop. A headshunt extends beyond this which is ofter used for stabling a car between the peaks. The tramway runs all year round with a basic hourly frequency in operation during the winter, requiring just one tram and trailer set, whilst the frequency is doubled in the summer with two sets normally in use. The layout of the line does not allow for much improvements in frequency. Running time is about 20 minutes each way. Tickets are available from conductors on board the trams with one way journeys priced at 4 euros.


For more information and train and tram times/fares visit http://www.trendesoller.com

Written and Illustrated by James Millington

Saturday 21 November 2009

A Galaxy of Fallen Stars

My recent visit to Germany took in Leipzig and Halle, both of these neighbouring systems made extensive use of Czechoslovakian built Tatra cars. Both also, currently, have many in store. I had located most of the depots in Leipzig during my visit but was aware of Leutzsch depot which had closed in 2001, but reopened temporarily between 2003 and 2005 to release space at another depot for reconstruction work. The depot is located alongside Leutzsch railway station and is accessed by a branch from route 7 - passenger services were removed from here at the last major network review in 2001. Currently a shuttle minibus serves the residential area around the depot. A warm summer's evening seemed a sensible time to visit, without any inclination of what I may (or may not) get to see.

As I approached the depot I was confronted by a row of around 20 heavily graffiti covered Tatras (motors and trailers), all unrefurbished unlike those still in use.

Leutzsch Depot Yard Line up

The are Tatras under all that Grafitti
It also soon became apparent that this was something of a 'ghost depot'. Unlike most other depots it was not fenced off. Whilst the yard was tightly packed with withdrawn cars but the depot appeared empty save for a withdrawn refurbished Tatra (apparently the depot shunter) in side closest to the railway. However a view from another angle (below) showed an serviceable Tatra and indeed a more modern articulated car. I left as darkness began to fall and caught a service car back into the city - just in time to witness a pair of home built Leoliner cars turning down the depot approach track to Leutzsch.

In the depot hall on the left two cars were receiving attention from a solitary fitter.


Close up views of vandalised cars.

Meanwhile there is a second fleet of stored cars in Leipzig. In 1988-1990 its last Tatras arrived T6As 1001-1028 and B6A trailers 801-814. Reportedly these were not CKD's finest work and quickly required new truck frames and an interior refurbishment. In 2006/7 they were retired at a very young age for trams, but remain in stock - perhaps because they retain a book value or their lease has not been paid. They are stored at Paunsdorf and Wittenberger Strasse depots generally i

Line up of T6As at Wittenberger St depot.
My visit to Halle included a short trip to Naumberg and on the way back I alighted from the train at Merseburg and travelled along the Bad Dürrenberg interurban route (5) as far as Leuna where route 15 branched off to Merseburg Sud. This once used the two rare double ended Tatra including 900 in the Halle Museum and 902 with the TMS at Crich. A depot is adjacent to Kötzschener Weg tram stop but this is now solely used to store withdrawn or reserve cars.
Several Tatras are lined up in front of the main building with many more parked in the yard to the right of the photo below.

What the future holds for these fallen stars is unknown. Since my visit a the stored cars at Leutzsch have been towed away, probably to the main works as shown here:
The last four reportedly left on 27 October.

Wednesday 18 November 2009

Schöneicher-Rüdersdorfer Strassenbahn

SRS car 47 new in 1973 to Heidelberg at Rahnsdorf Strasse.

The Greater Berlin area has three feeder tramways to its S-Bahn network - service 87 (Woltersdorf), service 89 (Strausberg) and the "Schöneicher-Rüdersdorfer Strassenbahn" (SRS)- service 88. All are independent, but integrated into the Berlin network and ticketing structure. The SRS started in 1910 and runs from Rüdersdorf through Schöneiche to Berlin Friedrichshagen S-bahn system - with nearby interchange with the Berlin tram network.

Car 78 is a 1957 Gotha car used on the line into the 1990s

During the Communist era, the tramway struggled financially and relied on cascaded stock from other systems. In 2001 70% of the shares were privatised - with international firm Veolia holding the majority take and the two local authorities 15% each.

On weekdays a 20 minute service is operated using four trams with the first car leaving depot as early as 03:34 and the last back in at 00:32. At weekends 3 cars provide a 30 minute frequency.

The mainstay of the fleet is a batch of ex Heidelberg Duewag articulated cars acquired between 2001 and 2008. In total 12 have been purchased, though not all are in use. The fleet is:

41 of 1966 acquired 1999 ex HB 225, named "Grätzwalde" - stored.
42 of 1966 acquired 2000 ex HB 219, named "Kalkberge" - in service (above)
43 of 1966 acquired 2003 ex HB 218, named "Rüdersdorf" - in service (above)
44 of 1966 acquired 2003 ex HB 226, named "Schöneiche" - in service.
45 of 1966 acquired 2003 ex HB 229, - stored (one half).
46 of 1966 acquired 2004 ex HB 220, named "Friedrichshagen" - in service
47 of 1973 acquired 2006 ex HB 237, named "Brandenburg" - in service.

Interior of 46

48 of 1973 acquired 2006 ex HB 238, - in service (below)

Additionally Heidelberg car 227 of 1968 is stored as acquired (back in 2004), while three others have been scrapped. Car 228 did run as car 43 until 2004, whilst 222 and 240 were used for spares. Entry into service of the Heidelberg cars was slow with refurbishment undertaken in house. 48 entered service in 2009, for example, three years after purchase.

Ex Cottbus Tatra 18 is stored in the depot yard - this part having been disconnected from the system.

These double ended cars replaced several much younger single Tatra cars. Between 1992 and 1994, eight Tatra T5s were acquired from Cottbus and overhauled, to replace the traditional four wheel cars with trailers. Today just two remain at the depot - one apparently active, the other long term stored. The depot is also host to a number of stored cars.

The line is undergoing upgrading and for much of the summer was truncated on the outskirts of Rüdersdorf. The route is a mixture of single track with loops and double track sections.

Works car A73 of 1975 is one of the vintage cars kept at the depot

This is believed to be car 113 in long term store