Jump to content

Trams in Budapest

From Wikipedia, the free encyclopedia

This is an old revision of this page, as edited by Mrgann (talk | contribs) at 04:54, 18 May 2012 (→‎System: - renamed to "current network"). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Budapest tramway network
File:Combinobp.jpg
Combino Supra and Ganz UV trams.
Operation
LocaleBudapest, Hungary
Horsecar era: 1866 (1866)–1928 (1928)
Track gauge 1,435 mm (4 ft 8+1⁄2 in)
Propulsion system(s) Horses
Electric tram era: since 1887 (1887)
Status Open
Operator(s) BKV
Track gauge 1,435 mm (4 ft 8+1⁄2 in)
Propulsion system(s) Electricity
Route length 196 km (122 mi) (present)
Website Budapesti Közlekedési Vállalat (BKV) Template:Hu icon

The Budapest tramway network (Hungarian: Budapest villamoshálózata) is a vital part of the public transport system in Budapest, the capital city of Hungary.

In operation since 1866, the network is presently one of world's largest tram networks, at about 196 km (122 mi) in total length. As of 2012, it was composed of 31 normal lines and the Budapest Cog-wheel Railway, operated by the BKV (Budapesti Közlekedési Válalat, Budapest Transport Limited).

History

The early days

The first horse-tram line in Budapest was inaugurated on 30 July 1866 between Újpest-Városkapu and Kálvin tér, through Váci út. Thereafter, the Count Sándor Károlyi founded the PKVT (Pesti Közúti Vaspálya Társaság [Pest Road Rail Company]).

The first tram lines in Budapest

By 1885, Budapest had 15 horsecar lines but since it was obvious that the technology was obsolete, Mór Balázs suggested that a new, electric tram system should be introduced. It was Gábor Baross, then secretary of state at the Ministry of Communitiy Service and Transportation who authorised the construction of the first test tram line between Nyugati railway station and Király utca. Balázs teamed up with Siemens & Halske and Lindheim és Társa and formed a new corporation: BVV (Budapesti Városi Vasút [Budapest City Trains]). The construction works (carried out by Siemens & Halske) started on October 1, 1887 and the line was opened on November 28, 1887. The track gauge of this first line was 1000 millimeters and electricity was supplied to the cars from below to avoid cables hanging across the street.[1]

The second step in the expansion of the system were two standard gauge lines: on July 20, 1889 the second line, which spanned from Egyetem tér to Fiumei út via Kálvin tér, was opened[2]. It was designed so that in case of a power failure steam engines could tow the carriages. The third line, also standard gauge, was opened on September 10, 1889 and ran from the Hungarian Academy of Sciences to Andrássy út[3].

Even though not a tram line per se, the first underground line in Continental Europe, the Millenium Underground Railway must also be noted. It was built using a cut-and-cover method between 1894 and 1896 and was first named FJFVV (Ferenc József Földalatti Villamos Vasút [Franz Joseph Underground Electric Railway]) after emperor Franz Joseph. It used electric cars from the very beginning.[1]

In the first years, tram had no numbers but coloured circular signals instead, for example, a simple red, green, blue or black disk; a red disk with a vertical white stripe or a cross; a white disk with a green 8-pointed green star, etc. This, of course, quickly became very cumbersome so around 1900, when there were already 30 lines, each line got a number – BVV, which was renamed to BVVV (Budapesti Villamos Városi Vasút [Budapest Electric City Trains]) got the even numbers; odd numbers were assigned to a rival transport company, BKVT (Budapesti Közúti Vaspálya Társaság [Budapest Road Rail Company]).[1]

The dynamically growing network brought new companies: two of them served Újpest, the northern part of Pest, one Pestszentlőrinc, which then was a separate town, and one the southern part of Buda and the then-separate village Budafok. These companies were joined together in 1923 by the name BSZKRT (Budapest Székesfővárosi Közlekedési Rt., [Budapest Capital Transport Co.]). It was during 1939-1944 that the most tram lines (66) existed in the city.[1]

After World War II

Animated gif of tram line changes in Budapest between 1968 and 2005

The siege of Budapest left the city with a crippled infrastructure: many houses were destroyed, as well as the bridges bombed, electric cables torn. It was of course of utmost importance to restore the transport network, however, many trams were destroyed either in the siege or in a depot fire that occurred in 1947. This might have been the cause that decisionmakers suggested that trolleybus lines should replace trams in the city centre.[4] Along with cost considerations it is important to note that trolleybuses might be better suited for the downtown area than trams: they turn more easily and produce significantly less noise.

While some tram lines were abolished in favor of trolleybuses, the expansion of the system did not stop. Near Nyugati railway station a new junction of tram lines were built to transport people back and forth to the factories in Angyalföld and Újpest and line 33 through the newly built Árpád Bridge.[5] Line 4 on the Buda side and the tracks on Nagy Lajos király útja were also extended around 1960. The reconstruction of Erzsébet Bridge in 1964 played a significant role in the revival of the tram network: five lines started using it after its opening.[6]

In 1968 there were 83 tram lines in Budapest (10 of which night services) thus reaching the largest extent of the network since World War II[7], decline was imminent. This happened partly because of the replacement of tram lines with single track and old vehicles with autobuses but also due to the construction of underground lines M2 and M3 which – were then thought to – replace tram lines that used to run above them. In 1972 tram lines on Erzsébet Bridge and Rákóczi way were abolished, then until 1982 tram lines were removed along M3 as well thereby effectively erasing 40 km of rail tracks, around 20% of the Budapest tram network. Alog with lines in the city centre, most of the lines in Újpest and some in the southern parts of Pest were demolished.[8]

While many lines were closed down, a significant one was rising: tram 33 was shut down for the renovation of Árpád Bridge in 1981 but when the bridge was reopened, a new line was born on the eastern end of the outer ring road, Hungária körgyűrű, line 1. It has been under construction ever since with segments opened in 1984, 1987, 1990, 1993, 1995 and 2000 – the last one on the pest side of Rákóczi Bridge which was inaugurated in 1995 and was designed for the tram to cross it.[9]

Present and future

As of 2012, it seems that the local governments have shifted towards a more tram-friendly view: line 1 and 3 will be renovated and line 1 extended (mostly from EU funding)[10]; line 47 and 49 are planned to reach Nyugati tér once again as it used to be their final stop before M3 was opened.[11] There is also a major project (currently under planning) to connect, extend and develop the tram lines on the Buda side (providing longer lines and less transfers), which is currently held up by debate between the districts and the city.[12]

Current network

As of 2012, the tram system of Budapest has 31 lines and the Budapest Cog-wheel Railway. Among these lines, only Line 6 offers non-stop service, most of the trams run between 5 AM and 11 PM.

Number of the line Termini
1 Bécsi út — Lágymányosi híd, pesti hídfő H
1A Bécsi út — Népliget M
2 Jászai Mari tér — Vágóhíd H
2A Jászai Mari tér — Boráros tér H
3 Mexikói út M — Gubacsi út
4 Széll Kálmán tér M — Újbuda-Központ
6 Széll Kálmán tér M — Móricz Zsigmond körtér
12 Angyalföld, kocsiszín — Rákospalota, Kossuth utca
14 Lehel tér M — Káposztásmegyer, Megyeri út
17 Margit híd, budai hídfő H — Bécsi út (Vörösvári út)
18 Széll Kálmán tér M — Savoya park
19 Batthyány tér M+H — Kelenföldi pályaudvar
24 Keleti pályauvdar M (Festetics György utca) — Közvágóhíd H
28 Blaha Lujza tér M (Népszínház utca) — Izraelita temető
28A Blaha Lujza tér M (Népszínház utca) — Újköztemető (Kozma utca)
37 Blaha Lujza tér M (Népszínház utca) — Újköztemető (Kozma utca)
37A Blaha Lujza tér M (Népszínház utca) — Sörgyár
41 Batthyány tér M+H — Kamaraerdei Ifjúsági Park
42 Határ út M — Kispest, Tulipán utca
47 Deák Ferenc tér M — Budafok, Városház tér
49 Deák Ferenc tér M — Kelenföldi pályaudvar
50 Határ út M — Pestszentlőrinc, Béke tér
51 Mester utca (Ferenc körút) — Nagysándor József utca
51A Mester utca (Ferenc körút) — Ferencváros vasútállomás
52 Határ út M — Pesterzsébet, Pacsirtatelep
59 Szent János kórház — Farkasrét, Márton Áron tér
59A Széll Kálmán tér M — Farkasrét, Márton Áron tér
60 Városmajor — Széchényihegy, Gyermekvasút
61 Móricz Zsigmond körtér — Hűvösvölgy
62 Blaha Lujza tér M (Népszínház utca) — Rákospalota, MÁV-telep
62A Kőbánya alsó vasútállomás (Mázsa tér) — Rákospalota, MÁV-telep
69 Mexikó út M — Újpalota, Erdőkerülő utca

Abolished lines

It is not always straightforward to decide whether a tram line still exists in Budapest since throughout the decades some numbers may have been carried by several actual lines (not at the same time though), so some numbers might have appeared and disappeared throughout time. Of course, existing lines might have been lengthened or shortened, so this also makes hard to exactly define a tram line. Still, the following table tries to summarize these data.

Number of the line Termini Inauguration and disappearance
5 Flórián tér–Hévízi úti lakótelep 1950–1974
7 Óbudai kocsiszín–Margit híd, budai hídfő 1946–1961
7i Fóti út–Rákospalota, Kossuth utca ca. 1970
8 Újpesti piac–Megyeri út 1955–1980
9 Batthyány tér–Budafok, Városház tér 1920–1986
9A Móricz Zsigmond körtér–Albertfalva kitérő 1961–1972
10 Rákospalota, Kossuth utca–Megyeri csárda 1954–1985
11 Margit híd, budai hídfő–Bécsi út 1950–1981
13 Örs vezér tere–Gubacsi út 1955–2001
15 Jászai Mari tér–Újpesti vasúti híd 1940–1977
15A Jászai Mari tér–Váci út 1963–1977
20 Ganz gyár–Ferenc körút until 1977
22 Nagyvásártelep–Boráros tér 1932–1970
23 Baross tér (Festetics György utca)–Ferenc körút 1952–2000
25 Állatkert–Thököly út 1920–1972
26 Rókus kórház–Eskü tér 1910–1944
26A Kőrösi Csoma út–Orczy tér 1942–1956
27 Nagyvárad tér–Keleti Pályaudvar 1957–1959
29 József körút–BNV főberjárat 1925–1995
31 Közvágóhíd–Pacsirtatelep 1973–1995
33 Nyugati pályaudvar–Óbudai kocsiszín 1950–1981
34 Közvágóhíd–Kálvin tér 1949–1951
35 Móricz Zsigmond Körtér–Budafok, forgalmi telep 1947–1951
36 Keleti pályaudvar–Kápolna tér 1945–1994
38 Rókus kórház–Ferenc József laktanya 1920–1970
39 Rókus kórház–Ferenc József laktanya 1927–1932
40 Pestszentimre–Pestszentlőrinc 1947–1975
43 Pestszentimre–Pestszentlőrinc 1963–1972
44 Zugló, Rákospatak–Keleti pályaudvar 1972–1995
45 Március 15. tér–Keleti Pályaudvar 1952–1963
46 Petőfi híd, budai hídfő–Déli pályaudvar 1958–1963
48 Nyugati pályaudvar–Albertfalva kitérő 1957–1960
51 Pestszentimre–Használtcikk piac 1980–1983


See also

{{{inline}}}

External links

Media related to Trams in Budapest at Wikimedia Commons

References

  1. ^ a b c d Legát, Tibor (2010). "Bevezető [Introduction]". Számos villamos [Numbered tram] (in Hungarian). Budapest: Jószöveg. pp. 6–12. ISBN 978-615-5009-15-0. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  2. ^ Legát, Tibor (2010). "8". Számos villamos [Numbered tram] (in Hungarian). Budapest: Jószöveg. pp. 57–59. ISBN 978-615-5009-15-0. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  3. ^ Legát, Tibor (2010). "24". Számos villamos [Numbered tram] (in Hungarian). Budapest: Jószöveg. pp. 132–137. ISBN 978-615-5009-15-0. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  4. ^ Jakab, László (2011). "Villamospótló". In Legát, Tibor (ed.). Szerbusz trolibusz [Hi there, trolley] (in Hungarian). Budapest: Jószöveg. pp. 46–49. ISBN 978-615-5009-30-3. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
  5. ^ Legát, Tibor (2008). "Harminchárom [Thirty three]". Közlekedik a főváros [The capital in motion] (in Hungarian). Budapest: Jószöveg. p. 38. ISBN 978-963-7052-77-4.
  6. ^ Legát, Tibor (2008). "Szimbolizmus [Symbolism]". Közlekedik a főváros [The capital in motion] (in Hungarian). Budapest: Jószöveg. p. 52. ISBN 978-963-7052-77-4.
  7. ^ Gábor Sandi. "Trams of Budapest in 1968" (in Hungarian). Retrieved 2012-05-18.
  8. ^ Legát, Tibor (2008). "Halványuló sárga [Fading yellow]". Közlekedik a főváros [The capital in motion] (in Hungarian). Budapest: Jószöveg. pp. 60–62. ISBN 978-963-7052-77-4.
  9. ^ Legát, Tibor (2008). "A külvárosi gyors [Express in the suburbs]". Közlekedik a főváros [The capital in motion] (in Hungarian). Budapest: Jószöveg. p. 74. ISBN 978-963-7052-77-4.
  10. ^ Index (2012-05-07). "Bevetik fűvel az 1-es villamos vágányait [Tram line 1 to be seeded with grass]" (in Hungarian). Retrieved 2012-05-18.
  11. ^ Index (2011-11-17). "Budapest: támadnak a villamosok [Budapest: attack of the trams]" (in Hungarian). Retrieved 2012-05-18.
  12. ^ Index (2011-01-24). "Csak a vita fonódik, a budai villamos nem [It is only the debate that goes on, not the tram]" (in Hungarian). Retrieved 2012-05-18.

Retrieved from "https://en.wikipedia.org/w/index.php?title=Trams_in_Budapest&oldid=493139862"