Portugal

The famous Lisbon route 28

The two main tramway cities of Portugal are Lisbon and Porto. Sadly both systems are shadows of their former selves, indeed Porto's is just a token tourist service though a modern light rail system is also in operation.

Two of the 1995 vintage Artics on route 15

Lisbon has five routes and has mooted the reopening of a sixth for many years - all on an unusual 90cm gauge. They have 10 low floor articulated cars for route 15 and 39 'Remodelados" which are reequipped versions of the traditional Brill inspired four wheel cars for the 12, 15, 18, 25 and 28. Eleven unmodified "700 series" traditional cars remain in stock and see intermittent use when Remodelados are not available - though two are dedicated as Christmas Trams.

Remodelados 541 at Commercio

Car 717 leaves Lisbon Santa Amaro Depot

A tourist tram route operates and six more Remodelados are dedicated to this. Two earlier cars renumbered from the 700 series remain in stock as do the two original tourist cars which are now museum fleet cars.

Tourist Tram 8 leaves Commercio

Porto has three routes - which connect with each other and need four cars at any one time. Most are four wheelers, the odd bogie car is active and there are three dedicated tour cars and several private hire cars.

Porto Tourist Tram 203 and Main fleet 216

Metro Do Porto Eurotram

Further posts will explore the different routes and trams of Lisbon and Portugal. In the meantime photogalleries can be found here: 

The last day in the life of...

The previous posting reported on the end of the Brussels PCC and noted that the oldest car provided the last working. Car 7008 was one of the first batch of PCCs and arrived in January 1952. It has had a lengthy working life, celebrating its 58th birthday a few weeks ago. Retirement then beckoned, but it was not the traditional quiet last day for the time served veteran but an arduous duty of about 214 miles and over 20 hours. Route 39 and 44 beckoned - as they had done since PCC operation on the city network ceased in 2007.

The day started at Ixelles depot and the car used the depot access only track along Avenue de l'Hippodrome to take up service on route 81 at Flagey at 0522. This journey took the car to Montgomery to take up the 0537 departure on route 44 to Tervuren. Service 81 terminates on the street, unloading at Boulevard Brand Whitlock and while the 39/44 normally use the subway terminus, cars coming from Ixelles start at the 81 terminus.

 

Two further round trips on the 44 followed at 0630 and 0722 from Montgomery Subway. In the morning peak a six minute frequency is provided on both the 39 and 44 and cars swap routes at Montgomery - 7008 working the 0820 39 to Ban Eik and back and the 0926 44 departure. The off peak service varies between 7 and 10 minutes and 7008 settled down to operate on service 39 with six round trips to Ban Eik starting with the 1040 from Montgomery and finishing with the 1712 from Ban Eik.

The evening peak was now in full flow and the full allocation of 21 trams was in place. 7008 was due into Montgomery at 1735 to operate the 1740 service 44 trip. Two early evening trips on the 39 followed before the later evening 20 minute frequencies started.

As retirement beckoned, 7008 worked the 2058 44 to Tervuren with a generous 27 minutes layover before leaving at 2144 back to Montgomery. The 2008 39 to Ban Eik followed, photographers enjoying the 24 minutes lay-over it had there to capture its last hours.

Its final trip to Tervuren started at 2318 from Montgomery with a 0004 from Tervuren becoming the last PCC in the subway terminus for the 0031 39 to Ban Eik. Arriving there at 0052 it turned on the triangle and formed the 0106 back to Montgomery - eschewing the subway for Avenue Brand Whitlock. It duplicated by car 7036 which posed alongside it at the layover point in Montgomery Square - both showing 81 Flagey as the PCCs cannot display the correct 83 service number for the evening workings -7008 was due off at 0126. The ten minute run to Flagey was the end of 7008's scheduled working career but it was not the end of its long day. It carried along the 81 route to Janson, joining the 92 route via Louise, the Royal Palaces, Santa Maria, Shaarbeek Depot to Verboekhoven and then as service 55 to Bordet to turn into the new Haren depot and join its sisters in store.

A video of this last journey is at the end of the following film:
http://www.wat.tv/video/adieu7000-27q1p_1vm2n_.html

My photographic tribute to the PCCs can be found at
http://paul-turner.fotopic.net/c1814918.html

PCC Farewell

The oldest (7008 of Jan 1952) and the youngest (7171 of July 1971) at a cold Tervuren on 12 Feb

Friday 12 February was the last day in service for the single car PCCs of STIB in Brussels. Investment in new rolling stock had seen the fleet dwindle to just 21 from a peak of 171, however a number had fallen by the wayside in the final months such that only eight were available for the 21 workings on the final day - the remainder used two section articulated PCC derivatives including the prototype car 7500 - due to continue in use until the summer and the double ended 77xx and 78xx series cars. A ninth car - 7036 - appeared as a duplicate to the last journey. The service cars were:

7008 - duty 405 from Ixelles depot 0521 Flagey-0136 Flagey
7156 - duty 727 from Woluwe 0652 -0954 and duty 736 1406 -1832
7158 - duty 728 from Woluwe 0653 - 1847
7161 - duty 409 from Ixelles depot 1107 Flagey-0117 Flagey (this may have worked duty 407 in the morning peak)
7166 - duty 733 from Woluwe 1118-1823 (this may have worked another morning peak duty)
7168 - duty 722 from Woluwe 0607-0113 Flagey
7169 - duty 725 from Woluwe 0642-0944 and duty 738 1536 - 1835
7171 - duty 726 from Woluwe 0647-1835

This was a well thought out allocation is it meant:
7008 - the oldest car was the first into service (0521 service 81 from Flagey) and the operated the last journey (Service 39 0106 Ban Eik to Montgomery then 0126 81 to Flagey) and was the last to serve the underground terminus at Montgomery departing at 0031.

7008's penultimate round trip - the 44 2318 Montgomery to Tervuren packed with enthusiasts

7161 - the only car of the 1971 batch to retain its original frontal appearance with large headlamp provided the last departure from Tervuren

7169 and 7171 - both returned to depot at 1835 where they were handed over to the tram museum for preservation in a ceremony - with the museum's 7065, sister cars 7156, 7166 and (at the end) 7158 also in the depot yard for photos.

7169 stands in front of its new home at the Musee du Tram with sister car 7171 behind in the depot during the hand over ceremony.

7169 was the last to leave the depot on a scheduled service route - the 1536 service 44 to Tervuren 7158 was the last to return to Woluwe at 1847 - the depot routinely closes after the last evening run in car arrives c2015.

7169 leaves Woluwe Depot to as the last PCC to enter service for the afternoon peak - 1536 44 to Tervuren.

7158 was the last service car to return to Woluwe (three more remained in use after the depot closed for the night)

The withdrawn PCCs are moving to storage at Haren depot. 7008 - its duplicate 7036, 7161 and 7168 went straight to Haren from Flagey - the normal terminus for depot workings from Montgomery. Photographs on line show 7021, 7022, 7156, 7160, 7164, 7165, 7166 and 7170 at least also there. What the future holds for these cars is unknown.

Preserved 7065 has recently been repainted in its late 1980s/early 1990s version of the fleet livery and was displayed outside the museum before and during the hand-over ceremony for 7169 and 7171. The museum also has 7016 which was inside the depot, 7047 under major overhaul and 7093 currently under repaint.

7156 and 7166 stand outside the museum awaiting transfer to Haren depot for storage

7171's last working was the 1819 39 from Ban Eik to Woluwe and it was reversed into the museum running shed for handover to MTUB

Tervuren terminus has for many years been associated with the PCC - future appearances will be by the museum's preserved fleet. Here 7166 leaves for Montgomery.

The Kirnitzschtalbahn - August 2009

The Kirnitzschtalbahn is a charming tourist tramway in Bad Schandau near Dresden on the way towards the Czech border. During the summer a half hourly service is operated on this single track line with two passing loops taking tourists to Lichtenhainer Waterfall. In 1992 the fleet was upgraded to late 1950s Gotha cars. These are in good condition, refurbished with high backed seats. The ride is gentile rather than the usual high pace of German tramways with quite a bit of slack to ensure reliable passing times at the crossings. The line is on street in the gutter causing some interesting occurrences on the way down as the tram drives into oncoming traffic. Locals at least seemed disciplined as to what to do.

In service on the day of my visit were three sets. Car 3 operated solo on the first round trip 0815 and 0930 (out of depot c0803, earlier in school terms as there is an 0725 school run into town). It then collected trailer 22 which was at the terminus for the 1100 departure. Car 3 would end up on the last working 2040 to Forsthaus only.

Car 1 hauled trailers 23 and 26 on the 1000 departure

Car 2 hauled trailers 21 and 25 on the 1030 departure (21 came from depot with 25 having been parked with 22 at the terminus)

Cars 1, 2 and 3 were ex Plauen 61, 63 and 65 from 1957/8 though 3 ran in Klingenthal initially. Trailers 21-24 are from Leipzig (in 1984) on trucks from Halle while 25/26 came from Zwickau (in 1995)

Also owned and in depot were:
4 ex Zwickau Gotha 956 of 1960 acquired in 1995

6 ex Jena 103 new 1959 acquired in 2007 and under major overhaul

Preserved cars:

5 a 1928 MAN built car

8 a 1939 Gotha built car used on the Dresden narrow guage Lockwitztalbahn until 1977

9 Bautzen 1925 restored in Lockwitztalbahn livery
12 a trailer to partner 5.


More photos at: http://paul-turner.fotopic.net/c1739255.html
Website: http://www.ovps.com/1024/1024.html

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

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:

http://www.l-nv.net/pages/gallery/27.08.2009-leutzscher-tatras-verschwinden537.php

The last four reportedly left on 27 October.

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

See also http://www.srs-tram.de and

http://paul-turner.fotopic.net/c1782701.html