Tag Archives: metre-gauge

Narrow-Gauge Industrial Lines in Tanganyika/Tanzania

The featured image for this article shows a train on the Kihuhui Bridge on the Sigi Railway in Tanganyika. [3]

Tanganyika (now part of Tanzania) possessed a dense network of industrial narrow-gauge railways, primarily developed during the German colonial era (German East Africa) in the late 19th and early 20th centuries to support plantation agriculture and forestry. While the main lines (Central Line and Usambara Railway) were built to 1,000 mm (metre) gauge, industrial, plantation, and forestry lines often used 600 mm (1 ft 11 5⁄8 in) or 750 mm (2 ft 5 1⁄2 in) gauge. [1]

Following World War I, the British administration deemed many of the 600 mm “light railways” to be economically inefficient compared to the, at the time, more efficient 1,000 mm metre-gauge lines, leading to a shift away from developing these smaller lines. [1]

Early Industrial Narrow Gauge lines included:

1. The Sigi Railway

The Sigi Railway (Sigi-Bahn) was a 23.5 km long, 750 mm gauge line opened in 1911 to transport timber from forests in the Usambara Mountains to the Tanga or Usambara Railway. It featured significant engineering challenges, including four switchbacks to handle steep terrain. [2]

Tanga and the Usambara Hills showing the metre-gauge line. [7: p2]

A closer view with a North point just to the West of North. The metre-gauge line runs diagonally across the map extract. The Sigi-bahn is represented by the dashed line leading to the centre of the hatched area. [7: p3]

A sketch map of the full length of the Sigi-bahn with Tengeni to the left and Sigi to the right. Beneath the German text in this extract, the gradient profile of the line is shown. [7: p15]

These three images divide the length of the Sigi-bahn shown above into three. [7: p15]

A train on the Kihuhui Bridge on the Sigi Railway in Tanganyika. [3]

The line ran from Tengeni station (185.9 m above sea level) near Muhesa (now Muheza), located on the Usambara railway, to Sigi (438 m above sea level) in the heavily forested eastern Usambara Mountains, which, until the railway’s construction, were rugged and difficult terrain. The area could only be reached by caravans via forest and mountain trails. This severely limited the transport of goods and merchandise. [3]

A travel group at Tengeni railway station in the Usambara Mountains, with trains of the Sigi Railway and the Usambara Railway in the background. [3]

The Sigi Railway Management Concession of 29th April 1910, was a necessary precondition to the exploitation of the forestry concession held by the Deutsche-Holz-Gesellschaft fuer Ostafrika. The 23.5 km. railway’s operation was bound to the sawmills that provided the bulk of the traffic. [2]

Work began in 1904. The Sigi Export Company, during its ownership, constructed 17.6 km of track. Due to financial difficulties, work had to be interrupted repeatedly. After the German Timber Company for East Africa took over the logging rights to 12,000 hectares, the sawmill, and the railway, it completed the latter. The railway went into full operation on 1st September 1910. [3][4: p96]

The line had gradients of up to 40%, minimum radii of 40 m, and, as already noted, four switchbacks. It climbed 252 metres to the Sigi terminus. [4: p96] The switchbacks enabled a relatively uniform gradient to be achieved. The section of track near Sigi was particularly interesting. Here, the railway described almost complete circles to wind its way up the mountain slopes and featured three of its four switchbacks in a length of less than one kilometre. Where possible, engineering structures were avoided. Nevertheless, numerous smaller bridges had to be built over mountain streams, blasting operations carried out, and dams constructed, particularly along the upper section. The construction of a large steel girder bridge over the Kihuhui River gorge was unavoidable; this bridge had two masonry piers between its abutments. [3]

Between Tengeni and Fanussi, rails weighing only 10 kg/m and measuring 7 metres in length were used. The lower section of the line was ballasted only where absolutely necessary for structural or operational reasons, such as on the curves. In contrast, the upper section was fully ballasted and fitted with rails weighing 15 kg/m. Ballasting the entire line was planned but was not completed before the First World War. The rails rested on iron sleepers with shims. The sleeper design on the lower section was chosen to allow for the replacement of the existing rails with the new, heavier rail profile. The flat fishplates used in the first construction phase were reinforced by the addition of angle fishplates. [3]

The line originated at Tengeni station, 44km from Tanga on the Usambara Railway. The Tengeni station grounds belonged to the state and were leased to the German Colonial Railway Construction and Operating Company. With government approval, this company subleased the land for 30 years, first to the Sigi Export Company Ltd. and later to the German Timber Company for East Africa. The site included several buildings constructed by the Sigi Export Company, the railway’s administration building, a warehouse and goods shed, the engine shed, a carriage shed, and a water tower for supplying locomotives. There were also three houses for European employees, one of whom was a locomotive driver. The sawmill was located directly next to the station. The station building had a tiled roof. It contained a waiting room, an office for the local freight clerk, and a room rented by the Usambara Railway as a ticket office . A larger residential building with a corrugated iron roof served as overnight accommodation for travelers.

Apart from the two termini, there were no train stations or stops. Trains would stop on the open track if necessary. The entire route was equipped with a telephone line for train safety. [3]

In the German era, the operation of the Sigi-bahn was the responsibility of the German Colonial Railway Construction and Operating Company (DKEBBG), which had also been operating the Usambara Railway since 1905. The DKEBBG was a subsidiary of Lenz & Co. in Berlin, which built and operated numerous narrow-gauge railways of various track gauges throughout the German Empire. [5]

The choice of a narrower gauge compared to the Usambara Railway meant that all goods had to be transshipped at the connecting station of Tengeni for onward transport. [4: p96] In addition to freight traffic, there was also public passenger traffic, as roads were scarce in the area around Sigi and Amani. Thus, from the beginning, the terminus at Sigi also served the Imperial Biological-Agricultural Institute in Amani. [4: p96]

Given the route, the average travel speed was only about 10 km/h, so a train needed 2 hours and 20 minutes for the entire journey. Trains were usually mixed passenger/goods services , with connections in Tengeni to and from trains on the Usambara Railway. Pure freight trains were also used when needed. The scheduled trains also carried mail and parcels to and from Sigi. Due to their more pleasant climate compared to the lowlands and coastal region, the Usambara Mountains were a popular destination for Europeans living in the colony. Their abundance of game also made them a popular destination for hunters. Therefore, the DKEBBG even offered special trains for tour groups from Tanga to Tengeni with a connection to Sigi. The DKEBBG advertised the journeys on the Sigi Railway:

“A special trip to Tengeni for the purpose of touring the Sigi Railway and visiting the Agricultural Institute in Amani would cost 100 Rp. On the Sigi Railway, scheduled trains should be used at the regular fares. (One way 3.50 Rp.). … A trip on the Sigi Railway, with its magnificent views of wild gorges, lush valleys, and dense primeval forests, is one of the most beautiful excursions in German East Africa.” [6]

In passenger transport there was a so-called “European class” (1st class, fare 15 Heller per tariff kilometre = 3.50 Rupees/total distance) and a so-called “native class” (3rd class, fare 2.5 Heller per tariff kilometer = 0.60 Rupees/total distance). With the full commissioning of the line, great expectations were placed on its role in opening up the entire East Usambara region. [7]

The up and downs of the Sigi railway after World War I were due to differing opinions with regard to the economics of the line. Operational experience in the 1920s ultimately served to convince the Government of Tanganyika that there could be no place in the Territory’s pattern of communications for the operations of light railways. [2]

Locomotives in Older Literature

According to the few available sources, the Sigi Railway had two wood-fired tank locomotives of different power levels at its disposal for operating the line . The existence of at least one six-coupled locomotive is confirmed by the photograph of a train on the Kihuhui Bridge which is included in this article. [3]

Details regarding the locomotives vary depending on the source.

The locomotives were reportedly built by Orenstein & Koppel in 1904. [5: p6][8: p26] According to another source, the locomotives were built in 1910. [9] The more powerful of the two locomotives had an output of 50 hp, weighed 10.7 ton, had a driving wheel diameter of 580 mm, and a wheelbase of only 1,400 mm. The less powerful locomotive was said to have produced only 40 hp, with otherwise similar dimensions. The 40 hp locomotive could only haul a load of 13–14 t on the inclines. This meant that it was not even capable of pulling the regular, relatively light trains on the line alone, without the assistance of the second locomotive. [3]

According to a third source, the locomotive fleet consisted of one 45 hp and one 60 hp triple-coupled tender locomotive. [3][7: p15]

Locomotives in More Recent Evidence

The more powerful of the two locomotives, however, was clearly a Mallet locomotive of the B’Bn4vt type. A photograph in the collection of the colonial image archive of the University of Frankfurt/Main confirms the error in older literature. The locomotive pictured, with its Kobel chimney and the tender box for timber “attached” to the cab, is unequivocally a Mallet locomotive and not a six-coupled locomotive with a rigid chassis. The photograph is captioned ‘Train of the Sigibahn’. [3]

Between 1902 and 1912, the Orenstein & Koppel company built a large number of Mallets for plantation and narrow-gauge railways worldwide. At least visually, the Sigibahn locomotive is very similar to locomotive number 13 of the Frankfurt Feldbahn Museum (Orenstein & Koppel , B’Bn4vt, 1909/3902, 30 hp, 600 mm gauge, ex. locomotive 4 of the Gending/Java sugar factory, 600 mm gauge) and to the locomotive of the Statfold Barn Railway /England (Orenstein & Koppel, B’Bn4vt, 1905/1473, 60 hp, 762 mm gauge, ex. locomotive 5 of the Pakis Baru/Java sugar factory, 750 mm gauge). [3]

A Mallet locomotive was better suited to the railway’s needs than a six-coupled engine, as it could be fitted with a significantly larger boiler and four cylinders instead of two for increased power. The articulated design of the running gear resulted in good running characteristics, even on the tight curves of the track. [3]

Questions regarding the Sigibahn locomotives remain unanswered. However, it is established that the locomotives bore the operating numbers No. 1 and No. 2. The original bronze number plate of locomotive No. 2, bearing the inscription “Deutsche Holzgesellschaft für Ostafrika No. 2” (German Timber Company for East Africa No. 2) , has been preserved, is part of the collection of the German Historical Museum in Berlin, and is displayed there in the permanent exhibition. [3]

The locomotive plaque for Sigi-Bahn No. 2! © Kleinbahnen, and licenced for reuse under a Creative Commons licence (CC BY-SA,4.0). [3]

Passenger Coaches and Goods Wagons

The rolling stock was modest. It consisted of only two-axle, semi-open passenger cars [5: p6-7] , two covered and two open two-axle goods wagons, six four-axle stake wagons for timber transport, two firewood wagons, and three track maintenance cars. When there was a large influx of passengers, they were occasionally transported in the two-axle open and covered freight cars. [3]

Despite the steep gradients, all the Sigi-bahn carriages were equipped only with hand brakes. This necessitated the presence of brakemen on the trains . The manufacturers of the carriages and wagons are not known. [3]

And Finally ….

In searching for more information about the Sigi-bahn I have discovered a forum link to a walk along the length of the Sigi-bahn which can be found here. [11]

2. Sisal Plantation Railways

Numerous privately owned, 600 mm gauge light railways operated throughout the coastal and Tanga regions, linking sisal estates to factories and main-line stations.

Sisal plantation railways were a crucial component of the German colonial agricultural economy in the late 19th and early 20th centuries. These networks, often referred to as ‘light railways’, were used to transport harvested sisal leaves from the fields to processing factories and eventually to the Tanga port for export.

Sisal cultivation and associated small-gauge rail systems were introduced in the 1890s, with a significant boost in the very early 20th century. The plantation lines typically branched off from the main Usambara Railway.

The Tanga sisal plantations contributed to over 60% of the country’s GDP at their peak. The history of these railways is deeply linked to the development of the Tanga port and the early industrialization of the region.

A sisal plantation in German East Africa in 1906, © Walther Dobbertin (CC BY-SA 3.0 de). [14]

An illustration of one of these lines in use in the 1960s can be seen here. [12]

“Sisal production in the country peaked in 1964 with around 250,000 tonnes in production from regions from all over the country such as Tanga, Morogoro, Arusha, Mwanza and Shinyanga. In 1967 following the Arusha Declaration most of the sisal estates were nationalized by the government. This began the downfall of the sisal industry as bureaucracy, over-centralization and lack of experience caused the production to fall rapidly. Furthermore, with the increasing popularity of Synthetic Nylon fibers, drove the world price for sisal down resulting in the foreclosure of many sisal factories. By the end of Ujamaa and President Nyerere’s rule, sisal production had fallen from 235,000 tonnes in 1964 to 32,000 in 1985, less than 15% of the country’s peak.” [14]

Remnants of the 600mm-gauge lines appear in different places in the sisal fields of Tanzania. Two examples can be found on these links – here [13] and here. [15]

3. Later Industrial Lines

Later Industrial Narrow Gauge Lines included:

A. The Southern Province Railway

The Southern Province Railway was a short-lived, metre-gauge railway constructed by the Overseas Food Corporation to support the “Groundnut Scheme.” It ran for 212 km from the port of Mtwara to Nachingwea, and including various branch lines was a network of about 275 km of railway, all told. It was abandoned in 1963.

An extract from a photograph of a map of Tanzania’s railways taken by Kiplimo Koech. This photograph was shared by Kiplimo Koech on Facebook on 12th February 2026. [23]

When the British Government “decided to press on with the Groundnuts Scheme in the Southern Province, the railways were faced with the problem of transport to and from the areas of cultivation which were then only vaguely defined. As soon as more was known about the approximate location of the areas to be cultivated around Nachingwea, and the estimated tonnages to be moved between there and the coast, the railways undertook a study of the best way of meeting the requirements at the lowest transport cost. There were three possible sites for port works – Lindi creek, Mikindani and the Mtwara creek which forms part of the port of Mikindani. Reasonably reliable information was available about the route along the Lukuledi valley between the areas to be cultivated and Lindi creek, but very little was known of the topography and soil conditions over about so miles at the coastal end of the most likely route to Mikindani and Mtwara. No sort of survey was practicable at the time, as all routes were impassable due to the rains. Such information as was available indicated that this section would not be easy to build. The limitations of Lindi as a port were fully recognised, but the Administration of the Railways recommended the use of Lindi in the early years of the scheme, leaving the route to Mikindani and Mtwara and the possible sites for port works to be surveyed later when more precise information would be available regarding costs and tonnages to be carried. However, the Ministry of Food decided to send out im-mediately its own mission to consider the site of the port works. The mission, which arrived in the February of 1947, consisted solely of specialists in port operation and construction. They recommended that the port works be in Mtwara creek on the grounds that it offered the best harbour facilities. Little or no account was taken of the extra cost of railway construction, the possible difficulties of the route and the extra time which would be needed for construction. The Ministry of Food, which was solely responsible for financing the new port and railways, accepted the advice of the mission.” [22: p268-269]

“The Railways’ Administration had meantime accepted responsibility for the survey and construction of the railway on behalf of the Managing Agents. In view of the importance attached to the Groundnuts Scheme, the Administration decided that the quickest way of providing a route of adequate capacity from the sea was to proceed from Mkwaya at the head of Lindi creek through Ruo – 20 kilometres from Mkwaya – to Nachingwea. The survey began in May, and the first contracts for earthworks were placed before the end of the year. The survey of the line from Mtwara to Ruo was entrusted to Messrs. Paulings, who were later awarded the contract for the construction. The Mkwaya-Ruo-Nachingwea route was opened to traffic on 25th October 1949. Due to physical difficulties, work on the Mtwara-Ruo section proceeded slowly, and due to financial difficulties Messrs. Paulings were released from the contract in the September of 1950. The Mtwara-Ruo section was finally opened on 17th January 1954.” [22: p269]

“In addition to the needs of the Groundnuts Scheme, the railways were also concerned with the provision of transport for minerals. In 1947, a siding, about nine miles long, was built from the Mwanza branch to serve the Mwadui mine of Williamson’s Diamonds Limited. The Company met the cost of bridging and earthworks. … In the Mpanda district of the Western Province, a large lead-silver-copper-gold ore body was found, and Uruwira Minerals Ltd. undertook the development of a lead mine. It was decided, in 1946, to investigate the possibility of a branch line from Kaliua on the Central line to Mpanda. After a preliminary survey it was decided to build the line, about 131 miles long. By the end of 1947, 70 miles of the location survey had been completed, and contracts for the earthworks of the first 40 miles had been placed with three local contractors. This line was opened to traffic in the August of 1950.” [22: p269]

“In 1947, the goods stock on the Central and Tanga lines was in a normal state of repair and overhauls were up to schedule. Like all other railways, the Tanganyika Railways suffered at the time from a shortage of tyres, springs, couplers and brake spares, but the percentage of wagons withdrawn from service due to this shortage was not abnormal. As soon as a preliminary estimate of the tonnage to be moved in connection with the Groundnuts Scheme was available, it was clear that the factor restricting the Railways’ capacity would be the supply of wagons. Orders were placed immediately in the United Kingdom but, in spite of the priorities obtained, deliveries could not be expected for two to three years. A world-wide search was made for metre-gauge stock to meet the demand during the intervening period – and to some extent as part of the permanent equipment. As a result wagons belonging to the War Office were found at Shaiba, near Basra, and at El Shatt, near Suez. A technical officer was sent to select suitable wagons, and those chosen were shipped as soon as possible. Because of exposure to the weather and pilfering they needed a fair amount of rehabilitation. By concentrating the resources of the Dar es Salaam workshops on the shipments as they arrived, the wagons were quickly put into service. In all, 430 four-wheeled wagons were obtained from Shaiba and El Shatt towards the end of 1947 and early in 1948. Later the purchase of these wagons was criticised as an unnecessarily expensive and unsatisfactory way of meeting a very urgent need. An effective answer is that 414 of the wagons were still giving good service in 1957.” [22: p269-270]

“Moreover, these wagons arrived in Dar es Salaam at a most opportune moment. They enabled the ordinary traffic offered, the extraordinary traffic of the Groundnuts Scheme and construction materials to be carried during the very difficult time until the new wagons on order arrived in 1949 and 1950. The strain imposed on the capacity of the port and the Central line was exacerbated by the fact that the import of materials and equipment for the Groundnuts Scheme far exceeded the original estimates.” [22: p270]

As it turned out, the Southern Province Railway was an overambitious scheme. Construction took place between 1948 and 1954 to facilitate the export of groundnuts under the British Overseas Food Corporation’s ambitious post-World War II agricultural initiative. The scheme was intended to produce up to 600,000 tons of peanuts annually on cleared bushland to address food shortages and generate revenue, the project exemplified colonial-era top-down development but collapsed amid unsuitable clay-heavy soils, erratic rainfall, mechanical breakdowns, and overestimation of yields, resulting in total losses of £36 million by 1951. Despite the scheme’s abandonment, the single-track railway—built with 60-lb rails on untreated wooden sleepers—was completed and opened for limited traffic in January 1954, initially subsidized through joint guarantees by the Overseas Food Corporation and the Tanganyika government against predictable operating deficits. Its brief operation underscored the perils of ignoring local ecological realities in favour of imported heavy machinery and rapid mechanized clearing, leaving behind underutilized infrastructure that highlighted systemic flaws in mid-20th century imperial planning rather than delivering sustained economic benefits. [16]

The failure of the Groundnut Scheme should probably have resulted in a decision to abandon the construction of the railway, but the thinking at the time was that the line would promote significant growth in southern Tanganyika. After completion of the line and its branches it was placed under the same management as all the other metre-gauge lines in East Africa, with the East African Railways (EAR). [16]

Rather than being designed with longevity in mind. The network, focused on freight haulage with minimal passenger elements. It spanned key agricultural zones but was engineered for temporary use (for instance, using untreated timber for sleepers rather than steel), reflecting the scheme’s optimistic projections for short-term financial gain, rather than long-term viability! [16]

Initially the railway was steam-powered (series RV/21and NZ/22) but under EAR diesel-power was introduced (series 80 and 81).

East African Railways publicity photograph of No. 2217, circa. 1953. In the late 1940s, two of this 4-8-0 Class (TR NZ Class/EAR Class 22) were transferred to the Southern Province Railway, © Public Domain. [20]

East African Railways publicity photograph of TR No. 252, circa. 1953. These were a 4-8-2 development of the 2-8-2 TR MK class. The eight members of the RV class were built by Vulcan Foundry, in Newton-le-Willows, Lancashire. [21]

Two American outline diesel locomotives at work on the Southern Province Railway in the mid-20th century. [19]

The Route of the Southern Province Railway

This schematic route plan is provided by Wikipedia. It shows the main line from Mtwara Harbour to Nachingwea and notes two link lines to the Sisal Plantations at Muta-Narunyu and Karimjee. Two branch lines, one to Masasi, the other to Lindi Creek are also shown. The second of which also provided a link to Lindi Sisal Plantation. [17]

Two bridges over the River Lukuledi are also shown.

Mtwara Port was deepened by the British in 1948-1954. It was functional but underutilized for many years due to poor transport infrastructure. However, in 2010-2011 the increased activity in oil and natural gas exploration caused a surge in activity. It has recently seen major upgrades. The port has a special economic zone attached to it and In December 2015 Alistair Freeports Limited injected $700,000 to upgrade the Export processing zone around the port area. [18]

Mtwara City, Port and Gas Plant. [Google Maps, February 2026]

As we noted earlier, the Port at Mtwara was built towards the end of the construction period as an extension to the original length of line which ran to a port at Lindi. The extension to Mtwara came off the line to Lindi about 27 km from Lindi and ran for about 106 km serving Mikindani and Mtwara.

There is little that I have been able to find online which can be used to confirm the route of the railway. Some assumptions on the alignment of the railway can be made, whether they are warranted or not I cannot tell.

Should further information come to light the remaining paragraphs and images about this line will need to be revised. I can see two possibilities for the route of the old line:

1. The first possibility depends on an assumption that the railway will have been built with an access road alongside it. That access road is likely to have survived and become part of the lasting road network of the Southern Province of Tanzania.

Determining, conclusively, the route of the line would have been helped by the availability of Google Streetview images in the Southern Province of Tanzania. However Google Streetview imagery in Tanzania is primarily focused on key tourist locations and specific, curated, or partnered locations rather than comprehensive nationwide road mapping. Major coverage areas include Gombe National Park, parts of Zanzibar, and the Ngorongoro Crater rim.

The next three images show a possible route of the line between Mtwara and Nachingwea the grey lines are roads T6 running West from Mtwara, the T7 in the East serving Lindi, the T6 from Mingoyo to Nangana and the Nachingwea Road, West of Nangana.

In the West there was a branch line serving Lukuledi and Masasi, the route of which is much less clear.

These three map extracts come from Kartaview. They show the full length of the presumed route of the line from Mtwara to Nachingwea. The branch line to Lindi is also shown. The branch line to Masasi ran through Lukuledi, but its likely route is less easy to establish. [24]

My presumptions about the possible route of the line are called into question by the schematic route plan above which places the junction between the line serving Lindi at a place called Ruo. We will come back to this below.

In the East, close to Mtwara Port the alignment of the railway is very difficult to determine as it has probably been built over.

It is probable that the line from Mtwara Port followed the line of the T6 Northwest along the coast before turning inland adjacent to or on the line of the T6 which runs in a straight line South-southwest as far as its junction with Tanu Avenue. Here the road runs through reverse curves before continuing South-southwest. [24]

As we have already noted, a most likely alignment for the old railway follows the T6 as it travels West, through Mikindani and on towards a junction at Mingoyo. [24]

Assuming that my assumptions are correct, at Mingoyo the line from Mtwara appears to have met the line to/from Lindi. It appears that trains to Lindi would have progressed without reversing. Trains to Nachingwea would have required the locomotive to run-round its train.

Assuming that the alignment of the T6 and T7 roads roughly follow the line of the old railway, it can be surmised that each train heading West would have required the locomotive to run-round the train. [24]

The coastal town and port of Lindi was the original eastern terminus of the Southern Province Railway which approached the town from the South along the route of the present T7 road shown grey on the map extract. [24]

A similar area as it appears on Google Maps satellite imagery. The line would have approached Lindi from the South on or alongside the T7 road which Google Maps annotates B2, then probably crossing Lindi Town Small Bridge and entering the Port from the South. [Google Maps, March 2026]

Lindi Town Small Bridge seen from above. [Google Maps, March 2026]

Lindi Town Small Bridge in the 21st century, © Khalid Sakewa and licenced for reuse under a Creative Commons licence (CC BY-SA 4.0). [25]

The remainder of the route West to Nachingwea would follow the line suggested, along the T6 and the Nachingwea Road.

2. Given the complications associated with a junction at Mingoyo and the fact that the Wikipedia schematic route diagram indicates that the junction between the Lindi line and the Mtwara line was 14 km further South at Ruo, it is possible that the line from Lindi followed the T7 to Mingoyo and the the T6 to Mkwaya. However, following this route takes the line in the wrong direction to access a junction at Ruo which is some distance away to the Southwest. No bridge is shown over the Lukuledi river on the Lindi branch on the schematic route plan above. However, neither is a bridge shown on the line to/from Mtwara.

If, Ruo was the location of the junction at least one bridge over the Lukuledi would have been necessary, most probably on the line from Lindi.

As is painfully obvious from the paragraphs above, without significantly more information we can only speculate on the actual route of the old line.

B. Port of Bujumbura Railway: While operating within the neighbouring territory of Burundi, a 600 mm gauge industrial railway ran from 1947 to 1982 within the port area, servicing Lake Tanganyika traffic. Its operator was Office Congolais des Chemins des fer des Grands Lacs (CFL). [26] At the time of its construction, Bujumbura was known as Usumbura. [27]

References

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https://upload.wikimedia.org/wikipedia/commons/thumb/1/11/Little_Lindi_Town_Bridge.jpg/500px-Little_Lindi_Town_Bridge.jpg, accessed on 4th March 2026.
https://en.wikipedia.org/wiki/History_of_rail_transport_in_Burundi, accessed on 4th March 2026.
https://www.sinfin.net/railways/world/burundi.html, accessed on 4th March 2026.

February 2026 – Kenya and Uganda Railways – Latest News

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I spent 3 weeks in Uganda in February 2026. This short article picks up on local news reports about developments relating to railways in East Africa early in 2026. …. This article follows on from one published early in December 2025 which can be found here. [3]

The featured image above shows one of the Standard Gauge Railway (SGR) locomotives and its passenger train on the existing network in Kenya. [13]

Uganda

EOI – Uganda – Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC – Railway Rehabilitation Support Project

On 16th February 2026, the African Development Bank Group reported [1] that, the Government of Uganda had received financing from the African Development Fund (ADF) towards the cost of the EAC-Railway Rehabilitation Support Project (Refurbishment of Kampala-Malaba MGR), and intends to apply part of the agreed amount for this Grant to payments under the contract for Consultancy Services for the Development/Preparation of the Railway Transport Master Plan for the Uganda Railwaiys Corporation.

The overall objective of the assignment is for the Consultant to formulate a comprehensive railway transport master plan for the railway subsector in Uganda, including an international/multimodal transport strategy for Uganda 2026-2040.

Government Pushes to Secure 13 trillion UgX loan for Eastern SGR Line

NilePost reported on 19th February 2026 [2] that Uganda is fast-tracking final financing for the Malaba–Kampala Standard Gauge Railway, with talks underway with the Islamic Development Bank to unlock 13 trillion UgX. The project promises faster, cheaper cargo transport and stronger regional trade links!

High-level discussions with the Islamic Development Bank (IsDB) are seen as a critical step toward ‘financial closure’, which would trigger full-scale construction of the 273-kilometre Eastern Route.

The Minister of State for Works and Transport, Musa Ecweru, hosted an IsDB Appraisal Mission led by Dr. Issahaq Umar Iddrisu, Regional Hub Manager.

Discussions focused on integrating the SGR into a broader 3.9 trillion UgX ($800 million) Country Engagement Framework being finalised by IsDB with Uganda for 2025–2027.

‘This railway is transformative for Uganda and the wider region… time is of the essence; we should close financing early and proceed without delay’, Ecweru told the delegation.

The SGR is a strategic effort to replace Uganda’s century-old Metre Gauge Railway (MGR). Between 2015 and 2023, Uganda partnered with China Harbour Engineering Company (CHEC), but Chinese lenders withdrew due to concerns over connectivity with Kenya’s SGR.

In October 2024, Uganda signed an Engineering, Procurement, and Construction (EPC) contract with Turkish firm Yapı Merkezi, drawing on the company’s experience with Tanzania’s SGR.

Subsequently, Uganda sought diversified financing from European export credit agencies and Islamic finance institutions, including IsDB, to fill the multibillion-euro funding gap.

The railway is designed for electric traction, supporting speeds of up to 120 km/h for passengers and 100 km/h for freight. It will carry up to 25 million tonnes of cargo annually, with 40% of the contract value reserved for Ugandan firms.

Currently, transporting a 40-foot container from Mombasa to Kampala costs about 14.6 million UgX ($3,500) by road. Once operational, the SGR is expected to reduce this to 6.3 million UgX ($1,500) while cutting transit times from several days to under 24 hours. Each train will be able to carry 216 containers—the equivalent of 200 trucks—significantly lowering road maintenance costs and carbon emissions.

Over 60 percent of the railway’s right-of-way has been acquired, with nearly 150 kilometres of land secured across Tororo, Butaleja, Namutumba, Luuka, Iganga, Mayuge, Jinja, and Buikwe districts.

Current efforts focus on the densely populated corridors of Mukono, Wakiso, and Kampala. The government has already invested more than 328 billion UgX in compensation and early works to mitigate risks associated with the project for international lenders.

The Malaba–Kampala line is a cornerstone of the Northern Corridor Integration Projects, linking Uganda to Kenya’s SGR and connecting the Great Lakes region—including Rwanda, South Sudan, and the DRC—to the Indian Ocean.

Bilateral talks with Kenya aim to ensure interoperability between Uganda’s European-standard line and Kenya’s Chinese-built tracks, supporting seamless “port-to-door” rail service. Although a change of traction will be required between diesel and electric systems at the international border

Under a ‘Limited Notice to Proceed’, Yapı Merkezi is already setting up sleeper factories and construction camps along the route, preparing for full-scale construction once financing is finalised.

On 20th February 2026, NTV Uganda reported that the Islamic Development Bank had agreed to inject 410 million euros into the Standard Gauge Railway project for the line from Malaba at the Uganda–Kenya border to Kampala. According to the Ministry of Works and Transport, the funding will cover 272 kilometres of the main Standard Gauge Railway corridor, as well as an additional 232 kilometres of lines linking key industrial hubs across the country. [10]

Uganda Railways Corporation Strategic Plan 2025/26 to 2029/30

Uganda Railways produced their strategic plan for the period to 2029/30 in September 2025. [4]

This somewhat out-of-focus plan shows the current metre-gauge network in Uganda. Only the black-dotted length is at present functional. The red-dotted lengths are in various states of disrepair. [4: p11]

Table 1 – Tabulated details of lengths of the railway lines in Uganda. [4: p11]

The Strategic Plan says: “Even with the ongoing efforts to rehabilitate the MGR, much of the railway network remains un-operational, with the few operational sections in poor condition characterised by low handling capacity, limited speeds amid occasional temporary speed restrictions, and low reliability and safety. This has resulted in an over-reliance on road transport in transporting cargo even when rail would be most suited. The impact is the increased costs of transportation that
continues to impact productivity, competitiveness and economic growth of Uganda.” [4]

An example of the current condition of the rail infrastructure is the state (in February 2026) of the line close to Pakwach in the North of Uganda.

Pakwach is on the West bank of the Albert (White) Nile. At its immediate location, a loop in the river means that it flows almost West to East with Pakwach on its North side. At Pakwach, there is a significant bridge over the Albert Nile. The two pictures below show the bridge and can be found on Google Maps (February 2026).

The Nile River Bridge at Pakwach was built primarily for the railway, but it was built wider than necessary for the railway to accommodate road vehicles. The railway track remains along the centre-line of the bridge, © Gankuba Andrew, 2025. [5]

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An aerial view, looking West, of the Nile River Bridge at Pakwach, © Godfrey Natale, 2025. [5]

The bridge seen from the Kampala/Gulu Road. [My photograph, February 2026]

The Pakwach Bridge, built in 1965 and commissioned in 1969, is a crucial, aging structure crossing the Albert Nile to connect Uganda’s West Nile region, South Sudan, and Congo. Currently experiencing structural cracks and flooding issues, it is being redesigned by China Communications Construction Company to support modern, heavy, multi-modal transport. The replacement structure will be designed to accommodate both road and rail (metre-gauge and standard-gauge), pedestrian walkways and will also be able to accommodate the largest shipping that might use the Albert Nile. The project aims to facilitate the revival of the Pakwach Riverport (which became ineffective due to the poor headroom of the current bridge), and support regional trade. The bridge condition is very poor and at risk of collapse. Temporary measures are currently being considered to sustain vehicular and pedestrian traffic in the period before the new bridge is designed, built and opened. [6][7]

In early February 2026, as part of a visit to the Murchison Falls National Park we travelled alongside remnants of the old railway to the East of Pakwach on the East bank of the Albert Nile.

Pakwach is at the extreme left of this extract from Google Maps satellite imagery. The old railway crossed the Albert Nile on the bridge at the left of the image and curved around to the East. For the first few hundred yards it ran on the North side of the Arua/Gulu Road. [Google Maps, February 2026]

The railway heading for Gulu runs alongside the Gulu/Arua Road on the East bank of the Albert Nile. The pictures immediately below show remnants of the line which once sat on a low embankment between the road and the river. ….

Like elsewhere in Uganda, the metre-gauge line sat on steel sleepers to avoid the risk of termite damage to wooden sleepers. This and other images show that sections of the embankment have been washed away. [My photograph, February 2026]

Another length of the line where the river has washed away a section of the railway embankment when in spare. [My photograph, February 2026]

After running alongside the Arua/Gulu Road for a short distance, the old railway drifted away from the road to the North. Its line can just be made out on this satellite image. [Google Maps, February 2026]

The line turned further towards North-northeast. Its route can again be picked out starting in the bottom left of this satellite image and running diagonally up the West side of the oil company site on the right of the image. The route of the old railway leaves the image centre-top. An access road to some safari lodges runs immediately to the West of the industrial site and can be seen crossing the line of the old railway, then running alongside it for a short distance before heading away to the North. [Google Maps, February 2026]

The murram road mentioned above turns once again to run parallel to the old railway which itself runs Northeast along the boundary of the petrochemical site. [Google Maps, February 2026]

We drove along the Bwana Tembo Road after leaving the Gulu/Arua Road and crossed the line a few times at the ‘m’ in ‘Tembo’ on the satellite image. The remains of the old railway continue alongside the road (to its Southeast). [Google Maps, February 2026]

We crossed the line at this point (the ‘m’ in ‘Tembo’) three times, the only photograph I have is from before dawn facing South en-route to an early morning safari. [My photograph, February 2026]

In amongst the undergrowth, the metre-gauge track can be made out. This location is perhaps one hundred metres to the Northeast of the road junction, taken looking South-southwest from our safari vehicle on our last day near Murchison Falls. [My photograph, February 2026]

Further Northeast the old line can be seen swinging away to the East before turning to the North. [Google Maps, February 2026]

The flat formation of the old railway can be seen here as it gradually begins to converge with the road. This photograph was taken facing East from the window of the safari vehicle. [My photograph, February 2026]

The road and old railway gradually converge as we travel North across this next satellite image. At the flag marking Tangi Safari Lodge, the two are once again immediately adjacent to each other. [Google Maps, February 2026]

Closer still to the road, this view looks East again. [My photograph, February 2026]

And closer still! [My photograph, February 2026]

This next slide shows the route of the old line turning through 180° to run away to the South. Its curved can be seen to the South of the flag of the MCC Student Centre. [Google Maps, February 2026]

A final photograph of the line, once again very close to the murram road. [My photograph, February 2026]

Hopefully, these few photographs, together with the images from Google Maps have given some impression of the condition of the metre-gauge line close to Pakwach in the 21st century.

Everything that I have seen of the metre-gauge (with the exception of the line between Torroro and Kampala) is reflected in these most recent pictures.

The Strategic Plan itemises the rolling stock that it owns – a total of 1,420 wagons of different types including flatbeds, tanks, covered wagons among others, and spread across the entire network (including Kenya and Tanzania). However, it says, the URC still faces
a big challenge of availability of rolling stock throughout the year with wagon and locomotives availability standing at 40% (505 fit wagons) and 46.5% respectively in the 2023/24 year. “Of the fit wagons, only 35% were flat beds yet they have a higher demand. Table 2 below shows the state of the Corporation’s wagons, plant & machinery as
at the end of December 2024.” [4: p12]

Table 2 – Status of URC Wagons, Plant & Machinery as at December 2024 – The table shows that the URC is operating below average
in terms of operating stock. Therefore, there is a need to improve rolling stock availability through timely maintenance as well and improvement of facilities at the different maintenance
workshops. [4: p12]

The reality is that URC has missed its freight targets by a significant margin over recent years as Table 3 shows.

URC’s performance against targets since 2020. [4: p14]

Table 3 shows that during the period July 2020 – December 2024, the URC network carried a total of 1,150,844 MT against a target of 2,175,170 MT, that is 53%. Of this, 77% were imports while 23% were exports.

Passenger Services

Passenger services were reintroduced under a pilot project in December 2015 as a response
to the increasing traffic congestion in Kampala City due to absence of organized public transport. Currently, the passenger train plies four trips daily between Kampala and Namanve. There was a hiatus of around 12 months in the provision of this service while the metre-gauge line between Kampala and Mukono was refurbished, with services restarting in May 2024. “The 30-minute journey has various halts in Nakawa, at Spedag, Kireka, and Namboole, finally terminating at Namanve with an average ridership of 4000 commuters per day.” [4: p15]

Logistics, Warehousing & Terminals

The URC operates three fully licensed, one-stop centres for warehousing, customs clearance, and UNBS checks: Mukono Inland Container Depot, PortBell and Jinja Piers (with the capacity to handle consolidation and
deconsolidation of cargo). Warehousing includes Gulu Logistics Hub, Mukono ICD,
Kampala Good shed, Mbale Good Shed, and Tororo Good Shed. [4: p16]

Challenges

The URC honestly reports a number of challenges which must be addressed in coming years [4: p34-36]

An outdated and inadequate policy, legal and regulatory framework, especially with standards in railway and inland water transport. Particularly, harmonisation of railway policies across the East African region.
Dilapidation of railway transport infrastructure and other assets. The larger portion of the existing MGR network remains in a poor state due to ageing of equipment, dilapidation of the network and out of date technology. In addition, the URC’s regional assets including upcountry stations, staff quarters,
offices are in a poor state, poorly managed and left to the oversight of unknown occupants.
An increasing potential demand for passenger services in the Greater Kampala Metropolitan Area. The need for additional passenger stock in good serviceable condition. The need for new feasible passenger routes.
Limited integration with other modes of transport (road, water, air). The need for railway stations to become intermodal hubs is expressed in the strategic plan, but this would require new or replacement stations to be built and there to be a much more structured approach to other transport (boda-boda, matatu and long-distance buses) and a significant improvement in the rail network.
Very limited funding being made available for the URC Strategic Plan priorities. The previous plan set funding targets but only 9% of planned expenditure actually occurred! A serous increase in stakeholder funding is a paramount need for the URC’s future.
The human resource capacity is limited – at the end of March 2025 the URC had only been able to fill about 56% of its agreed staff structure.
Weak data management and reporting frameworks. A lack of a robust monitoring and evaluation system. It is, however, difficult to perceive what could usefully be measured that would produce a meaningful positive impact.
Massive encroachment onto URC land and vandalism of railway materials and property. In some regions of the country, encroachers have secured illegal land titles to URC land and illegal developments have taken place. The URC needs to complete a full survey of its property and must implement a land management strategy.
Public attitude to the railway is poor, many are unaware of its value, advertising of plans and services is poor, and big battles remain to be fought with those who have encroached on its assets

The situation is dire, the future of the metre-gauge seems to be uncertain and bleak!

The strategic plan sets, what must seem to all involved to be, and unobtainable goal: “A developed, adequate, safe, reliable and efficient multi–modal transport system in Uganda.” [4: p38] The fact that the overall goal is unrealistic means it is difficult to give a great deal of credence to any of the intentions which develop from it.

A more effective goal which did not aim at an unobtainable outcome might produce definite steps forward for the existing rail transport network.

Major societal change would be needed to create any form of intermodal transport system. Road transport is in the hands of a myriad of private business concerns all with their own interests and this appears to be very unlikely to change, especially not within the 5 year time frame of the plan.

Perhaps a more focussed and implementable plan is needed. Perhaps limited to improvements in the maintenance of the rail network itself. Perhaps focussing on passenger capacity on the one route currently available with a demonstrable improvement in commuting time on both road and rail as a result of an improved rail service. Perhaps setting realistic goals for the recovery of illegally occupied land over lengths of the metre-gauge line with a significant possibility of being brought back into effective use.

Recent and Upcoming Railway Tenders

UgandaTenders.com lists tendering opportunities for Railway activity in Uganda. These included:

Supply & Commissioning of Ten (10) New Diesel Electric Locomotives and Training of Maintenance & Operation Personnel – the East Africa Community Railway Rehabilitation Support Project (19th December 2025);
Rehabilitation of Malaba-jinja and Port Bell-kampala-kyengera Railway Line Sections Including Support Infrastructure (19th January 2026);
Drainage Improvement works on Kampala – Mukono Railway Line Section (5th March 2026);
Permanent way (Railway line works)(12th March 2026);
Consultancy Services to Develop the National Railway Transport Policy in Uganda – EAC-Railway Rehabilitation Support Project (12th March 2026); and
Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC-Railway Rehabilitation Support Project (12th March 2026).

Kenya

Kenya Railways Blog

In January 2026, the Kenya Railways Blog carried two articles:

A. Statement on Upcoming Railway Developments under the Nairobi Commuter Rail Service to Support AFCON 2027

Following a successful bid to co-host the Africa Cup of Nations (AFCON) in 2027 alongside Uganda and Tanzania, the Government of Kenya is making preparations to host a successful tournament.

In Kenya, the games will be hosted at Nyayo National Stadium, Talanta Sports City Stadium and Moi International Sports Centre, Kasarani. Nyayo National Stadium is designated as a training centre during the tournament because of its central position.

One of the key initiatives being undertaken includes provision of an effective transport solution that will ensure easy access to and from the venues of the soccer event.

With this in mind, the Government intends to construct a railway station adjacent to Nyayo National Stadium and a railway spur line from the Nairobi Central station through Nyayo National Stadium area, Kibera to Talanta Sports City Stadium Stadium.

Kenya Railways is in the process of evicting any illegal occupiers of its land as it prepares for the construction of the line. All illegal structures and property found on the land within the corridor will be removed without further notice, at the cost of the individual or concern that built a structure or placed property on the land.

B. Successful Testride Signals Readiness of Uplands–Longonot–Kijabe MGR corridor

On 23rd January 2026 it reported that on 19th January 2026 that a successful test ride on the Uplands–Longonot–Kijabe Metre Gauge Railway (MGR) line had taken place, signalling renewed readiness to restore services along the critical corridor.

The exercise confirmed the safety, integrity and operational soundness of the restored infrastructure after months of intensive rehabilitation necessitated by severe washaways caused by unprecedented rains in 2024. Works carried out included embankment stabilisation, bridge strengthening, drainage reconstruction and track realignment to improve the corridor’s resilience to extreme weather conditions.

The Uplands–Longonot–Kijabe MGR line forms a key link within the MGR network, supporting passenger movement from Nairobi to Kisumu and freight movement from the Port of Mombasa to Kenya’s hinterland and regional markets across East and Central Africa. Its restoration reinforces Kenya Railways broader strategy of maintaining an integrated, resilient, and efficient rail system.

As the Corporation prepares for the progressive resumption of services along the corridor, the test ride marks not only a technical achievement, but a renewed commitment to reliability, safety and national development.

Kenya Railways Begins Preparations for Naivasha-Kisumu-Malaba SGR Phases 2b and 2c

In an article dated 20th February 2026, Capital FM (Nairobi) reported that Kenya Railways has commenced preparations for the construction of the Naivasha-Kisumu-Malaba Standard Gauge Railway (SGR) Phases 2B and 2C.

The railway operator, in partnership with the National Land Commission (NLC), has deployed survey teams to the proposed Kisumu Terminus site, marking the boundaries for Phase 2B.

In a statement, Kenya Railways said the exercise involves identifying project boundaries, confirming affected land parcels, and measuring land sizes to facilitate the gazettement process.

The survey teams are using Global Navigation Satellite System (GNSS) technology, a modern satellite-based system, to ensure precise and reliable measurements.

The preparatory work marks a key milestone in the expansion of Kenya’s SGR network, which aims to enhance regional connectivity and boost trade along the Nairobi-Kisumu-Malaba corridor. [11]

An SGR locomotive and passenger train on the existing network. [12]

View of Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) in Kenya

In a short publicity article dated 21st February 2026, the Chinese newsagency Xinhua uses pictures to describe travel on the SGR in Kenya on 17th February 2026. It can be found here … [13]

“Stretching 472 km from the port city of Mombasa to the capital Nairobi in Kenya, the Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) was launched on 31st May 2017. It is the first new railway built in Kenya since independence and a flagship project of China-Kenya cooperation under the Belt and Road Initiative.” [13]

This photo taken on 17th February 2026 shows the Nairobi Terminus of the SGR © Xinhua/Xie Jianfei. [13]

Recent and Upcoming Railway Tenders

A snapshot of current and planned tenders for railway work.

Consultancy Services For Design Review And Construction Supervision For The Proposed Construction Of Nairobi Railway City Central Station, Public Realm And Other Associated Infrastructure Works (15th January 2026);
Consultancy Services For Design Review And Construction Supervision For The Proposed Standard Gauge Railway From Naivasha \U2013 Kisumu (Phase 2B) (15th January 2026);
Proposed Construction Of Limuru Railway
Station And Associated Facilities (23rd January 2026); and
Supply And Delivery Of Rail Fittings And Fasteners For Standard Gauge Railway (SGR) (20th February 2026).

Kenya 2026 Budget Policy Prioritises Rail And Logistics Modernisation

Phillippa Dean of Railways Africa reports [15]that:

Kenya’s 2026 Budget Policy Statement sets out a programme of infrastructure and policy interventions aimed at accelerating economic transformation, lowering the cost of doing business and improving the movement of people and goods. Transport and logistics feature prominently, with rail identified as a key enabler of national competitiveness and regional connectivity.

The Government confirms that it has completed construction of the Miritini MGR Station at the Mombasa Terminus, including a new metre gauge railway link and a railway bridge across the Makupa Causeway. The works are intended to provide seamless first- and last-mile connectivity for Standard Gauge Railway passengers.

As part of efforts to strengthen the transport policy framework, the Government has developed the National E-Mobility Policy to guide the transition to clean and sustainable transport technologies, the National Road Safety Action Plan 2024 to 2025, and the National Logistics and Freight Strategy for horticulture exports.

A comprehensive ten-year infrastructure programme is planned to address existing gaps. This includes dualling 2,500 kilometres of priority highways, surfacing an additional 28,000 kilometres of roads and expanding strategic transport corridors through Public Private Partnerships. Rail development forms part of this wider transport and logistics modernisation agenda.

The extension of the Standard Gauge Railway from Naivasha to Kisumu and onward to Malaba has begun, marking a step towards enhanced regional connectivity. The statement also identifies modernisation of the railway system as a priority within the broader transport and logistics investment framework.

Performance data included in the statement show that the services sector recorded growth of 4.8 percent in the first quarter, 5.5 percent in the second quarter and 5.4 percent in the third quarter of 2025. Within this, the transportation and storage sub-sector expanded by 3.7 percent, 5.4 percent and 5.2 percent respectively, across the same quarters. Growth in the sub-sector was supported by increased activity in road, water and air transport, as well as railway operations.

Transport and logistics investments also extend to the modernisation of Jomo Kenyatta International Airport, the building of a new international airport, development at the Ports of Mombasa and Lamu and reforms aimed at restoring the operational and financial stability of Kenya Airways. Additional priorities include completing port berths, establishing logistics hubs and enhancing maritime safety through programmes such as Vijana Baharia.

The statement highlights the scale of public sector exposure within the rail sector. The cumulative on-lent loan portfolio stands at KSh 1,051.1 billion, of which Kenya Railways Corporation accounts for KSh 547.4 billion, representing 52 percent of the total. This concentration reflects a significant exposure within a single entity.

Overall, the Budget Policy Statement frames the modernisation and expansion of transport and logistics infrastructure, including rail, as essential to connecting markets, reducing the cost of doing business and reinforcing Kenya’s position as an aviation and commercial hub for East and Central Africa. [15]

Freight Trains Poised for Return as Kenya Railways Clears Key Rift Valley Corridor

An article carried by Dawan Africa on 19th January 2026 reported that: [16]

After months of silence on the tracks, freight trains are edging closer to a comeback along the vital Uplands–Kijabe–Longonot railway corridor, offering fresh hope to traders and businesses that rely on rail transport across the region.

Kenya Railways has announced that after heavy rain disruption in April 2024 halted services, the vital Uplands–Kijabe–Longonot railway is ready for freight trains, promising lower costs and stronger regional trade links once slope protection works are finalised. [16]

Kenya Railways Corporation has confirmed that rehabilitation works on the route, which was severely damaged by heavy rains in April 2024, have been fully completed. The disruption forced a suspension of freight services, cutting off a key link in the transport chain between the coast, western Kenya and neighbouring countries.

In a statement issued on Monday, the corporation said the line has undergone successful test runs, clearing it for safe operations.

Engineers are now finalising slope protection works, a precautionary measure aimed at reinforcing the corridor and preventing future damage, especially during periods of heavy rainfall.

“Rehabilitation works on the Uplands–Kijabe–Longonot railway corridor are now 100% complete, with successful test rides conducted to confirm the safety and operational readiness of the line,” Kenya Railways said. “The only remaining activity is slope protection works, which are being finalised to enhance long-term stability and safety.”

While no specific date has been given for the resumption of freight services, the corporation said preparations are already underway. Once operational, the corridor is expected to play a critical role in easing the movement of goods from the Port of Mombasa to Nyanza and Western Kenya, while also strengthening regional trade links with Uganda, Rwanda, the Democratic Republic of Congo and South Sudan.

The announcement signals renewed momentum in Kenya Railways’ broader recovery efforts following weather-related disruptions. It also comes just weeks after the corporation reinstated the Kisumu Safari Train, which had been grounded for nearly a year.

That service was revived in December to meet increased festive season travel demand to the lakeside city, offering passengers a safer and more affordable alternative during one of the busiest periods of the year. Kenya Railways said the move helped ease pressure caused by last-minute bookings and limited transport options.

With freight trains now set to follow suit, the reopening of the Kijabe corridor is expected to reduce pressure on roads, cut transport costs and restore confidence in rail as a dependable backbone for trade and travel across the region. [16]

A Formal Start to Construction of the SGR Extension

Baringo News reports that on 19th March 2026, President William Ruto is scheduled to launch the extension of the Standard Gauge Railway (SGR) from Suswa to Western Kenya, culminating at the Kenya–Uganda border. [17]

References

https://www.afdb.org/en/documents/eoi-uganda-consultancy-services-development/preparation-railway-transport-master-plan-eac-railway-rehabilitation-support-project, accessed on 19th February 2026.
Muhamadi Matovu; Government Pushes to Secure 13 trillion UgX loan for Eastern SGR Line; Nile Post, 19th February 2026; via https://nilepost.co.ug/news/321483/government-pushes-to-secure-shs13tn-for-eastern-sgr-line, accessed on 19th February 2026.
https://rogerfarnworth.com/2025/12/08/east-africa-railway-news-november-december-2025
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https://www.ugandatenders.com/products-services/railway-tenders, accessed on 21st February 2026.
https://ntv.co.ug/business/islamic-development-bank-injects-e410-million-into-standard-gauge-railway-project, accessed on 21st February 2026.
https://allafrica.com/stories/202602200111.html, accessed on 21st February 2026.
https://www.capitalfm.co.ke/news/2026/02/kenya-railways-begins-preparations-for-naivasha-kisumu-malaba-sgr-phases-2b-and-2c, accessed on 21st February 2026.
https://english.news.cn/africa/20260221/bc972d7830534c8d8f7007b18e2a39b5/c.html, accessed on 21st February 2026.
https://www.tendersontime.com/kenya-tenders/railway-tenders, accessed on 21st February 2026.
https://www.railwaysafrica.com/news/kenya-2026-budget-policy-prioritises-rail-and-logistics-modernisation, accessed 21st February 2026.
https://www.dawan.africa/news/freight-trains-poised-for-return-as-kenya-railways-clears-key-rift-valley-corridor, accessed on 21st February 2026.
https://www.facebook.com/share/p/1CWEsPiTbk, accessed on 21st February 2026.

The Nice to Digne-les Bains Line in Provence-Cote d’Azur again. …

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The featured image above shows one of the present modern diesel units at the Chemins de Fer du Sud/Chemin de Fer de Provence station in Nice. [4]

I discovered this Video on YouTube recently (October 2025) – it looks at the line in 1973. The commentary is in French. The changes to the line in the 52 years since 1973 have been significant!

2025 News!

A. Stadler to Deliver Hybrid Trains in Southern France

Among other news providers, on 16th April 2025, Railway-News reported that Stadler had signed a contract with Région Sud to supply eight customised hybrid multiple units for Chemins de fer de Provence (CP). The full article can be found here. [2]

The new units will replace older diesel units currently in use on the 150-kilometre route.

“Designed for both urban and rural operation, the trains combine battery and biodiesel-powered drive systems. This hybrid configuration is expected to reduce carbon dioxide emissions by up to 77% compared with conventional diesel vehicles. … A battery charging facility is being constructed in Nice as part of the supporting infrastructure for the new fleet.” [2]

The trains are being manufactured at Stadler’s facility in Bussnang, Switzerland. The vehicles will be delivered and commissioned by 2028. [2]

This image of the new hybrid units comes from l’Editions du Cabri website. [5]

Stadler will deliver eight customised hybrid metre-gauge multiple units, © Stadler. [2]

B. Chemins De Fer de Provence (CP ZOU) and Ligne d’Azur

On 11th August 2025, the Chemins de Fer de Provence confirmed that its urban stops between Nice and Le Chaudan are available with a Lignes d’Azur ticket. In parallel the railway company announced that it was increasing the frequency of its services
between Nice and Colomars, with 4 additional evening round trips on Fridays and Saturdays. Further details can be found here. [3]

C. Nice-Matin: More travelers and more challenges on the Chemins de Fer de Provence

Nice-Matin’s latest article about the Chemins de Fer de Provence published on 5th October 2025. Highlights a significant rise in passenger numbers since July 2023. Since July 2023 and the agreement with Lignes d’Azur making it possible to take the train with the same ticket as for the bus or tram, attendance has increased considerably.

Jean-Paul David, regional councilor and president of the Regional Transport Authority says: “We have counted 450,000 trips in 2022, 500,000 trips in 2024 and we will probably be at 630,000 by the end of the year. … “Train frequency has increased to 20 minutes during peak hours!” The full article can be seen here. [6]

D. Work to re-open the line to Digne-les-Bains.

Infrastructure work on the line between Nice and Digne-les-Bains is ongoing. It includes reconstruction of a section of the 2 km Moriez tunnel where a 25 m section about 400 m from the western portal collapsed in February 2019. The job is due to be completed at the end of 2025, paving the way for through rail services from Nice to Digne-les-Bains to be reinstated from early 2026. [7]

The 151 km route has 25 tunnels with a combined length of 11 km and two covered cuttings. The line also features 102 masonry or metal bridges and numerous other structures. Services carry around 500 000 passengers a year. [7]

References

https://youtu.be/ipq6KaLONyo, accessed on 14th October 2025.
https://railway-news.com/stadler-to-deliver-hybrid-trains-in-southern-france, accessed on 15th October 2025.
https://www.cpzou.fr/en/news/cp-zou-with-lignes-dazur, accessed on 15th October 2025.
https://www.seeprovence.com/reviews/train-des-pignes-nice-689015, accessed on 15th October 2025.
https://laboutiqueducabri.fr/les-nouvelles-rames-des-chemins-de-fer-de-provence, accessed on 15th October 2025.
https://www.nicematin.com/societe/transports/plus-de-voyageurs-et-plus-d-enjeux-sur-les-chemins-de-fer-de-provence-10650930, accessed on 15th October 2025.
https://www.railwaygazette.com/passenger/funding-deal-secures-future-of-nice-digne-line/67147.article, accessed on 15th October 2025.

A Tramway in the Valley of the River Roya? (Early 20th Century)

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A proposed tramway that did not get built. … The featured image is a map showing the full length of the proposed line which followed National Route No. 204 in France.

Late in the 19th century before a link from Vievola to the Mediterranean was really on the agenda. Alongside the experimental ‘Train Scotte’, [1: p40][2][3] a “local engineer, M. Chatelanat, proposed building a tramway line between Vievola station … and Ventimiglia. He knew the region well, having just overseen the construction of the rack railway from Monte Carlo to La Turbie. [4] Here is the project he presented in an application filed on 7th February 1899.” … [1: p47]

The submission made by M. Chatelanat began, “The electric tramway for which we are requesting a concession is intended to facilitate the movement of passengers and goods in the Roya Valley through a rapid, convenient, and economical means of communication. Currently, to reach Nice and the other communes of the department, the population of the French part of this valley must either travel more than 60 kilometers along the old Nice-Cuneo road, crossing the foothills of Brouis and Braus, in unsafe conditions due to the steep slopes, the height of the passes, and, in winter, the seasonal inclement weather. Or, since the opening of the national road from Breil to Ventimiglia, travel approximately 30 kilometers and cross two customs lines to join the coastal railway line in Ventimiglia. … Between the coast and Upper Piedmont, especially the province of Cuneo, there is a very intense movement of population every year, but if you want to go by train, you have to make a long detour via Savona, which is long and expensive. The province of Cuneo sends to Nice and the coast some of its products that our region cannot obtain elsewhere. On the other hand, our particular products from the South are in demand and consumed in the upper Po Valley. Facilitating the movement of travelers and this exchange of products between Piedmont and the coast will at the same time allow the French populations of the Roya Valley to come easily and quickly to Nice to stock up and connect with the entire French coast without having to cross the Braus and Brouis passes, such is the goal we are pursuing.” [1: p47]

There were a number of projects of this nature being explored at the time. The tramway between Menton and Sospel is an excellent example. [5][6] Others in the valley of the River Var and in the valley of the River Paillon were also built.

M. Chatelanat continues to explain how up to that time it had not been possible to devise a railway scheme that enable a link between Nice and Cuneo. His proposed tramway was not claimed to be a replacement for the planned railway, but while awaiting the development of the railway scheme, the tramway would “provide great services by greatly reducing the communication difficulties between the two regions. The project [would] not provide the speed of the railway, it [would] require two transshipments at Ventimiglia and Tende. Nevertheless, the transport of goods [would] be significantly more economical and passengers [would] find facilities and comfort there which [would] undoubtedly give the population satisfaction, if not complete, at least acceptable. The electric tramway, executed at a width of 1 metre with gradients of up to 70 mm/m and curves down to 20 metres in radius [could not] be used for the passage of standard-gauge locomotives and wagons, and therefore [could not] be used in the event of war.” [1: p48]

Concern about possible conflict was paramount in the minds of many and projects were vetted and often vetoed by the military. M. Castelanat went on to explain that power for the section of the line would be supplied from a hydraulic plant close to Breil-sur-Roya which could easily be put out of action, and if the overhead cables were also removed no use would be possible. He was sure that no advantage would be gained by a future enemy and that “The tramway must therefore be considered a commercial means of communication with no possibility of use in the event of war.” [1: p49]

Castelanat confirmed that electrical operation would mean no problem would be encountered with gradients up to 7% without the need for any regrading of the highway. He planned stations at Breil, Giandola, Saorge, Fontan, and Berghe. The tramway would use National Road No. 204 without any deviations and would cost around 1,400,000 francs. This tramway would, strictly speaking, be only a section of an international line which would have its origin in Ventimiglia and which would go up the valley of the Roya.

A conference including all the statutory interested parties was arranged for 23rd November 1899. Differing views were expressed about whether the tramway could provide a military advantage to the enemy in the case of war. A few months after the conference, on 2nd May 1900, “Chief Engineer Aubé of the Ponts et Chaussées (Roads and Bridges Department) reached the following conclusions: ‘The establishment of the planned electric tramway has lost much of its appeal since the military authorities ceased, with certain reservations, to oppose the construction of the railway from Nice to Sospel and to the Italian border, near Fontan. This line would, in fact, provide the French population of the Roya Valley with the access to Nice they were willing to seek in an economical manner by means of the tramway connecting them to the international station at Ventimiglia‘.” [1: p50]

The effect of the military’s withdrawal of their opposition to the Nice-Sospel-Fontan line was to render the tramway proposals obsolete. It was 1904 before “an international conference finally approved the construction of the Vievola – Breil – Ventimiglia and Breil – Sospel – Nice railway sections. … [Nevertheless] two tram lines were created [in the area]: one from Menton to Sospel, which operated from 1912 to 1931, [5][6] and a line from Ventimiglia to Bordighera, which operated from 1901 to 1936.” [1: p50]

Instead of the ‘Train Scotte’ and a tramway, from perhaps as early as 1900, but definitely by 1st September 1906, a service connecting with trains was introduced between Vievola station and Ventimiglia. The two images below show the mixture of different vehicles in use. Both focus on the road on the West side of the station building at Vievola.

The public road to the West of Vievola Railway Station building with an interesting range of vehicles preparing to travel to Ventimiglia – stagecoaches, other horse drawn carriages, modern internal combustion engined vehicles. This image was shared on the Ferrovia Internazionale Cuneo-Ventimiglia-Nizza Facebook Group by Mario Zauli on 24th November 2014, © Public Domain. [8]

A postcard view of the same location. The image looks North along the face of the station building. [9]

Banaudo et al provide details of a bus service which started on 1st September 1906. The bus service between Vievola and Ventimiglia provided two buses a day from Vievola to Ventimiglia, the first leaving Vievola at 12:15 and arriving in Ventimiglia at 17:00, the second leaving Vievola at 20:40 and arriving in Ventimiglia at 0:40. The cost of the full journey was 5 lire/person. [1: p52]

The advert in the local paper commented that, “Without making the tedious Bastia-Savona detour, travelers can reach the Nice or western Ligurian coast from Cuneo and nearby towns in just a few hours, take care of their business, and return to their hometowns the same day, if they wish, even finding enough time in Vievola to refuel. Every modern comfort will be available in the station buffet, since, with appropriate consideration, the owner, Mr. Giuseppe Borgogno, has asked the Italian State Railways Administration to expand and repurpose the space for this purpose.” [1: p52]

Banaudo et al share details of services which developed over the next few years with pictures of the various buses in use. [1: p52-56]

Other photographs of these bus services include:

This photograph shows two of these autobuses at San Dalmazzo di Tende. It was shared on the Ferrovia Internazionale Cuneo-Ventimiglia-Nizza Facebook Group by Mario Zauli on 28th April 2022, © Public Domain. [10]

References

Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 1: 1858-1928; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
https://rogerfarnworth.com/2025/07/26/the-railway-from-nice-to-tende-and-cuneo-part-2
https://rogerfarnworth.com/2025/07/26/miscellaneous-steam-powered-road-vehicles-scotte-steam-road-vehicles
https://rogerfarnworth.com/2017/11/23/monaco-to-la-turbie-rack-railway-chemins-de-fer-de-provence-15
https://rogerfarnworth.com/2018/02/23/the-sospel-to-menton-tramway-revisited-chemins-de-fer-de-provence-51
https://rogerfarnworth.com/2018/06/08/the-menton-to-sospel-tramway-revisited-again-chemins-de-fer-de-provence-61
https://www.openstreetmap.org/#map=11/43.9593/7.5662&layers=P, accessed on 27th July 2025.
https://www.facebook.com/share/p/19YSXYvX1Y, accessed on 27th July 2023.
https://www.cparama.com/forum/viewtopic.php?p=105633, accessed on 26th July 2025.
https://www.facebook.com/share/p/19KFiXiVc2, accessed on 27th July 2025.

Three Beyer-Garratts in East Africa in the 1950s

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The December 1958 issue of The Railway Magazine featured three photographs of Beyer Garrett locomotives at work in East Africa. These were giants of the metre-gauge that grappled with long loads on steep inclines and at times sharply curved track radii. [1]

1. EAR Class ’55’ Garratt No. 5504 at Diva River

Class ’55’ Garratt No. 5504 on the up mixed train at Dura River. [1: p849]

The KUR EC5 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built during the latter stages of World War II by Beyer, Peacock & Co. in Gorton, Manchester for the War Department of the United Kingdom. The two members of the class entered service on the Kenya-Uganda Railway (KUR) in 1945. They were part of a batch of 20 locomotives, the rest of which were sent to either India or Burma. [2: p64]

The following year, 1946, four locomotives from that batch were acquired by the Tanganyika Railway (TR) from Burma. They entered service on the TR as the TR GB class. [2: p64]

In 1949, upon the merger of the KUR and the TR to form the East African Railways (EAR), the EC5 and GB classes were combined as the EAR 55 class. In 1952, the EAR acquired five more of the War Department batch of 20 from Burma, where they had been Burma Railways class GD; these five locomotives were then added to the EAR 55 class, bringing the total number of that class to 11 units. [2: p64]

This locomotive was Works No. 7151, War Department No. 74235, War Department India No. 423. It was one of the two that went to Burma Railways (their No. 852) from where it was purchased by Tanganyika Railways in 1946 and became their No. 751. It came to the EAR in 1949 and received the No. 5504. [3]

Sister locomotives in Class 55 can be seen here [7] and here. [8]

Dura River was the last station on the Western Extension before the end of the line at Kasese, Uganda. The River flowed North to South towards Lake George and was crossed by the railway at the Eastern edge of the Queen Elizabeth National Park. Mapping and satellite imagery in the area are not highly detailed – the following images are the best I can provide. …

The mapping which appears on the Google search engine when searching for the National Park. This enlarged extract focuses on the railway bridges which cross the Mubuku and Dura rivers. The line of the railway is shown in grey. [4]

The OpenStreetMap view of the same location, highlighting the bridge over the river. [5]

Google Maps satellite imagery focussed on the same location. The line of trees which sit above the swampy ground mark the line of the railway embankment. [Google Maps, July 2025]

Crossing the Dura River/Swamp. The sign is a Momentum Board, which refers to the opposing gradient being steeper than the ruling gradient. The figures mean that the driver should achieve a speed of 18 mph at a distance of 4 furlongs (8 half furlongs) from the sign. The train’s maximum speed was 25 mph, © Geoffrey Parsons. [6]

2. EAR Class ’58’ Garratt No. 5804 near Kikuyu

Nairobi-Kisumu train near Kikuyu with a ’58’ class Garratt No. 5804, © C. W. Stuart. [1: p849]

The EAR 58 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge, 4-8-4+4-8-4 Garratt-type articulated steam locomotives built by Beyer, Peacock & Co. in Manchester, England, in 1949. [9]

Another view of No. 5804, apparently it was the only one of the class to bear the lettering ‘EAR&H’, all others in the class bore ‘EAR’, © gruntie916 and licenced for reuse under a Creative Commons licence (CC BY 2.0). [10]

The eighteen members of the class were ordered by the Kenya-Uganda Railway (KUR) immediately after World War II, and were a slightly modified, oil-burning version of the KUR’s existing coal-fired EC3 class. By the time the new locomotives were built and entered service, the KUR had been succeeded by the East African Railways (EAR), which designated the coal-fired EC3s as its 57 class, and the new, oil-burning EC3s as its 58 class. [2: p66][9]

No. 5804 was built in 1949 (Works No. 7293) and originally given the KUR No. 92. Its sister locomotive No. 5808 (Works No. 7297, given KUR No. 96 but never carried that number) was the first to enter service with the EAR. [9]

EAR ‘Class 58’ Locomotive No. 5803 (a sister to 5804) is seen here at Changamwe, Kenya, with the Mombasa–Kampala mail train, circa 1950-51. [9]

Other locomotives in the class can be seen here, [11] here, [12] and here. [13]

Kikuyu Station is 20 kilometres or so from Nairobi, during construction of the railway, railway officers established a temporary base in Kikuyu while they supervised work on the laying of the track down at the rift valley escarpment.

Kikuyu Railway Station while construction in the Rift Valley was ongoing, © Public Domain. [14]

Kikuyu Railway Station in modern times, © Shiku Njathi, used with their kind permission. For the intermediate and original sources please see reference [15]

3. EAR Class ’60’ Garratt No. 6021 at Kasese

Daily mixed train, headed by class ’60’ Beyer-Garratt locomotive No. 6021, Sir William Gowers,” about to leave Kasese, terminus of the East African Railways & Harbours Western Extension in Uganda. [1: p849]

The EAR 60 class, also known as the Governor class, was a 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built for the East African Railways as a development of the EAR’s existing 56 class. [2: p77]

The 29 members of the 60 class were ordered by the EAR from Beyer, Peacock & Co. The first 12 of them were built by sub-contractors Société Franco-Belge in Raismes (Valenciennes), France, and the rest were built by Beyer, Peacock in Gorton. The class entered service in 1953-54. [2: p77]

Initially, all members of the class carried the name of a Governor (or equivalent) of Kenya, Tanganyika or Uganda, but later all of the Governor nameplates were removed. [2: p77]

No. 6021 was built by Beyer Peacock (Works No. 7663). It was not one of the class built by sub-contractors Société Franco-Belge. It was given the name ‘Sir William Gowers’ when first put into service, losing the name along with other members of the class in the 1960s after independence. …

Sister locomotive, EAR Class 60 locomotive No. 6019 at Tabora Depot in Tanzania, © Basil Roberts and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [16]

Other members of the class can be seen here, [17] here, [18] and here. [19]

Kasese Station only became part of the rail network in Uganda in 1956. The construction costs of the whole line from Kampala were very greatly affected by the difficult nature of the country in the final forty miles before Kasese. Severe problems were presented by the descent of the escarpment, which involves a spiral at one point, while from the foot there is an 18-mile crossing of papyrus swamp through which a causeway had to be built, entailing a vast amount of labour. The extension to Kasese was built primarily to serve the Kilembe copper mines. Construction of the line from Kampala to Kasese took approximately five years. [21]

The station building at Kasese in the 21st century, © Michael Branz and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [20]

An extract from OpenStreetMap’s mapping showing Kasese Railway Station and turning triangle. The station was not the end of the line as it continued a short distance to the Kilembe Mines that it was built to serve. [21]

References

Garratts in East Africa; in The Railway Magazine Volume 104 No. 692, December 1958, p849.
Roel Ramaer; Steam Locomotives of the East African Railways. David & Charles Locomotive Studies; David & Charles, Newton Abbot, 1974.
https://en.m.wikipedia.org/wiki/KUR_EC5_class, accessed on 7th July 2025.
https://www.google.com/search?q=queen+elizabth+yganda&oq=queen+elizabth+yganda&gs_lcrp=EgZjaHJvbWUyBggAEEUYOTIJCAEQABgNGIAEMgkIAhAAGA0YgAQyCAgDEAAYFhgeMggIBBAAGBYYHjIICAUQABgWGB4yCggGEAAYCBgNGB4yCggHEAAYCBgNGB4yCggIEAAYCBgNGB4yCggJEAAYCBgNGB4yCggKEAAYCBgNGB4yCggLEAAYCBgNGB4yCggMEAAYCBgNGB4yCggNEAAYCBgNGB4yCggOEAAYCBgNGB7SAQkxMzQ4NmowajmoAg6wAgHxBe8kU7h2wyh58QXvJFO4dsMoeQ&client=ms-android-motorola-rvo3&sourceid=chrome-mobile&ie=UTF-8#ebo=0, accessed on 8th July 2025.
https://www.openstreetmap.org/relation/192796#map=19/0.228157/30.289528&layers=P, accessed on 8th July 2025.
http://mccrow.org.uk/EastAfrica/EastAfricanRailways/UgandaBranches.htm, accessed on 1st June 2018.
https://www.flickr.com/photos/124446949@N06/32890286408, accessed on 8th July 2025.
https://www.flickr.com/photos/124446949@N06/48996173961, accessed on 8th July 2025.
https://en.wikipedia.org/wiki/EAR_58_class, accessed on 8th July 2025.
https://commons.wikimedia.org/wiki/File:Engine_unit_of_East_African_Railways_and_Harbours_Corporation_(EAR%26HC)_58_class_Garratt_locomotive_no_5804.png, accessed on 8th July 2025.
https://www.world-railways.co.uk/general-photo-408, accessed on 8th July 2025.
https://www.flickr.com/photos/124446949@N06/29100559308, accessed on 8th July 2025.
https://www.flickr.com/photos/124446949@N06/47072893354, accessed on 8th July 2025.
https://rogerfarnworth.com/wp-content/uploads/2018/05/kikuyu-station.jpg
https://rogerfarnworth.com/wp-content/uploads/2018/05/kikuyu-railway-station.jpg included by kind permission of Shiku Njathi. ….. https://inkikuyu.com/a-walk-around-kikuyu/kikuyu-railway-station
https://commons.m.wikimedia.org/wiki/File:Basil_Roberts_(680730_EAR).jpg, accessed on 8th July 2025.
https://www.flickr.com/photos/124446949@N06/51744782399, accessed on 8th July 2025.
https://www.world-railways.co.uk/general-photo-667, accessed on 8th July 2025.
https://www.flickr.com/photos/124446949@N06/31824271347, accessed on 8th July 2025.
https://commons.m.wikimedia.org/wiki/File:Old_Kasese_Train_Station.jpg, accessed on 8th July 2025.
https://rogerfarnworth.com/2018/06/11/uganda-railways-part-21-kampala-to-kasese.

San Sebastian’s Urban Tramway, Funicular and Aerocar, and the ‘Spanish Aerocar’ at Niagara Falls.

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Trams

The first tramway in San Sebastian (Donostia in Basque), owned by La Compañía del Tranvía de San Sebastián (TSS), opened on 18th July 1887 as a metre-gauge horse-powered line. “It provided a service from the eastern suburb of Ategorrieta to and from the town centre and beach. The tramway was then extended beyond Ategorrieta to the town of Herrera, including 2.1 km of reserved track and a 100-metre tunnel, avoiding the severe gradients of the Miracruz hill. The single-track-and-loop line eventually reached Rentería in 1890.” [1: p185]

The Compañía del Tranvía de San Sebastián (CTSS) was founded on 28th August 1886 and is one of the oldest businesses in Gipuzkoa. At first, it provided Horse-powered services in the city. [2]

“The horse trams, known as ‘motor de sangre’ (literally blood engines), soon showed their limitations and for this reason the heads of the Company studied ways to modernise the transport system.” [2] It hoped to upgrade services by using steam trams but environmental concerns resulted in the local authority refusing the Company’s application. Instead, the Genèva-based Compagnie de l’Industrie Electrique et Mécanique was awarded the contract to build a line across the city. “A partial electric service was inaugurated on 22nd August 1887, and through running between San Sebastián and Rentería became a reality on 30th October. The rolling stock was built in Zaragoza using Thury (later Sécheron) electrical equipment, and consisted originally of motor trams 1-10 capable of hauling two trailers at 24 km/h. Several extensions were added to the tramway system until there were nine numbered services (1-9) all of which started from Alameda in the centre of San Sebastian.” [1: p185]

San Sebastian’s tramways were built to metre-gauge.

On 22nd August 1897, the first electric trams began to circulate between Rentería and Ategorrieta and the electrification of the city was completed on 22nd October of that same year. Donostia became the second city in Spain to have electrical trams (after Bilbao whose first line was up and running in 1896) and the first to electrify all its services (the Basque capital still had horse trams on some lines until 1909). [2]

A tram at the Monte Ulia tramway terminus. [3]

San Sebastian, Gros district and Mount Ulia, circa 1919. [3]

Barry Cross says: “Given the success of the urban tramways, it came as no surprise when the local entrepreneur, Vicente Machimbarena y Gorgoza, applied for the concession to build a 3.09-km ‘railway’ up the side of Monte Ulía, in 1893. The relevant legislation came into effect in 1895 and specified electric traction with overhead supply and the use of a rack to surmount a maximum gradient of 6%. However, when the engineer, Narciso Puig de la Bellacasa, was asked to undertake the initial surveys in 1896, they were for an adhesion line only. It was not until 1900 that sufficient money (ESP 530 000) had been raised to form the company, ‘Ferrocarril de Ulía’. Work on its construction began the same year, and the line opened on 9th July 1902. Although conceived as a railway, the completed metre-gauge line was merely an extension of the town tramways, with which it connected at Ategorrieta. As built, the continuous gradient varied between 4.5 and 5.5%, the only flat section being the mid-point passing loop.” [1: p185]

Cross continues: “The composition of the initial tramcar fleet accurately reflected the line’s tourist nature, since both the three two-axle motor trams and six trailers were of an open crossbench design known as ‘jardineras’. All cars were built in Zaragoza by Carde y Escoriaza, which equipped the motor cars with 2 x 52-kW motors and both rheostatic braking and electromagnetic track brakes. The early success of the line prompted the company to buy a further three motors and six trailers of the same design in 1907.” [1: p185]

The original tram service ran every 30 minutes. This was improved to 15 minutes from 1907. There were no intermediate stops on the climb up Monte Ulia. The tourist tram’s main purpose was to reach the summit.

Aerocar

The ‘Ferrocarril de Ulía’ Company, while paying a 2% dividend in 1904 also increased its capital to ESP 1 million with a view to building “something variously described as a ‘Tranvía Aereo’ and as a ‘Transbordador Funicular’. It opened on 30th September 1907 and proved to be one of the world’s first passenger suspension cableways, similar in concept although not in design to the aerial cableway across the Devil’s Dyke near Brighton, which had been built 13 years earlier. It began near the Monte Ulía tram terminus and rose gently just above the tree-tops to the Peña de las Aguilas, from where visitors could obtain impressive views along the Cantabrican coast.” [1: p186]

A close view of the fragile-looking passenger car of the Tranvia Aereo’. [4]

The next four images are postcard views of the Monte Ulia Aerocar. ….

“The world’s first aerial tram was probably the one built in 1644 by Adam Wiebe. It was used to move soil to build defences. Other mining systems were developed in the 1860s by Hodgson, and Andrew Smith Hallidie. Hallidie went on to perfect a line of mining and people tramways after 1867 in California and Nevada. Leonardo Torres Quevedo built his first aerial cableway in 1887. His first for passengers was this one at San Sebastian Donostia in 1907.” [3] Wikipedia’s Spanish site suggests that the cableway closed in 1912. [4] certainly, “Monte Ulia’s tramway and cableway were to be seriously threatened from 1912 onwards by the creation of rival attractions on Monte Igueldo, the mountain across the bay. Earlier but unrealised schemes had envisaged running a tramway around the base of this impressive mountain on a sort of Marine Drive, and taking it out to sea on a jetty to the island of Santa Clara, where a casino was to be built. However, so ambitious a project never materialised, and it was later decided to build a funicular instead. This would run from Ondarreta to the top of Monte Igueldo and be provided with a connecting tram service via a short branch line from the Venta-Berri Alameda tramway operated by the TSS.” [1: p186]

After 1912, the Monte Ulia line became progressively more unprofitable and closed down in 1916. However the ‘Aerocar’ story does not end in 1916 in San Sebastian. For a little more, please head through this article beyond the next section about a funicular railway. …

The Funicular de Igueldo

Cross tells us that “The main promoter of this new scheme was Emilio Huici, and the engineer in charge of the funicular project was Severiano Goni, who later built the Artxanda funicular in Bilbao. The Swiss firm of Von Roll supplied the electrical and mechanical equipment, leaving it to a local workshop to manufacture the funicular car bodies. Each car had five compartments with 30 seats and room for 20 standing. The line was 312 metres long and climbed 151 metres at gradients between 32 and 58%, making it the steepest of its kind in Spain.” [1: p186]

“The funicular opened for business on 25th August 1912, offering visitors to the summit the chance to dine at its restaurant until midnight, or to take “five o’clock tea” on a terrace overlooking San Sebastián. A return trip to the summit cost ESP 0.50, while from 5th September 1912 onwards the mountain enjoyed a through tram service from Alameda to the lower station of the funicular.” [1: p186]

The travelling distance of 320 metres connected Ondarreta Beach at the bottom, with the popular Monte Igueldo Amusement Park at the top, offering spectacular coastal views of La Concha Bay along the way. [3]

The next four images are postcard views of the funicular railway. …

The Spanish Aerocar in North America!

Cross points us to a similar but larger ‘Aerocar’ which was opened in 1915 in North America. It crossed the Whirlpool Rapids on the Canadian side of Niagara Falls. “It was built by the Spanish engineer, Leonardo Torres Quevedo, who, undaunted by the financial failure of his first cableway on Monte Ulía, had been persuaded to build a second. Its success can be measured by the fact that it survives to this very day.” [1: p186]The Canadian has been upgraded several times since 1916 (in 1961, 1967 and 1984).[1] The system uses one car that carries 35 standing passengers over a one-kilometre trip.[2]

The Canadian has been upgraded several times since 1916 (in 1961, 1967 and 1984). The system uses one car that carries 35 standing passengers over a one-kilometre trip. [5]

Three images of the Canadian ‘Spanish Aerocar’ follow below. …

The ride on the ‘Aerocar’ is featured on the Niagara Parks website. [7]

References

Barry Cross; The Spanish Aerocar; in Light Railway and Modern Tramway, July 1992, p185-186.
https://dbus.eus/en/the-company/background, accessed on 22nd March 2025.
https://www.simplonpc.co.uk/SanSebastian.html#trams, accessed on 22nd March 2025.
https://es.m.wikipedia.org/wiki/Tranv%C3%ADa_a%C3%A9reo_del_Monte_Ul%C3%ADa, accessed on 22nd March 2025.
https://en.m.wikipedia.org/wiki/Whirlpool_Aero_Car, accessed on 22nd March 2025.
http://www.ebpm.com/niag/regpix/glry_niag_aero.html, accessed on 22nd March 2025.
https://www.niagaraparks.com/visit/attractions/whirlpool-aero-car, accessed on 22nd March 2025.

Genoa’s Early Tram Network – Part 5 – World War 2 to its decline and closure in the 1960s and the Rolling Stock used on the Network.

1 Reply

The first three articles in this series covered the network as it was established by the beginning of the First World War. These articles can be found here, [1] here [2] and here. [3]

The fourth article looked at the period between WW1 and WW2. It can be found here. [4] This fifth article covers the period after WW2 to the eventual closure of the network.

The Network during World War 2

During the war period, new work was suspended and maintenance was reduced to a minimum; tunnels were used as air raid shelters, and the service schedules were redistributed to avoid the tunnels. Suburban lines acquired considerable importance for the transport of evacuees, especially in the morning and evening. The transport of goods also became important and some older trams were adapted to accommodate the service. Fruit and vegetables were transported to the central market and to the local markets. Building materials for urgent works were carried, as we’re a variety of other goods. Examples of these adapted vehicles can be found close to the end of this article. [36]

After WW2 and the Decline of the Network

The modernization of the tram network, covered in the fourth article in this series, was abruptly interrupted by the Second World War which saw significant damage to the network and rolling stock. After the War the Littorio depot-workshop was renamed for ‘Romeo Guglielmetti’, a tram driver and martyr of the partisan resistance. [19][20: p238-239] .

The poor condition of much of the network resulted in trams being restricted to main arteries and the introduction of trolleybuses on the rest of the network. Trolleybuses were trailed in 1938 but it was 1949 before planned introduction occurred. obsolescence and degradation of large parts of the network were the reasons that led to the choice of maintaining the tram only on the ‘main lines’, introducing tolleybuses as replacements for the tram on the secondary lines. In reality the project had already begun before the conflict (the first trolleybuses had been activated in 1938), [20: p227] but only in 1949 was the decision planned in detail. [21: p88]

Trams were removed from the central area of the city where trolleybuses were perceived, not being tied to tracks, to be more flexible and better able to negotiate heavy traffic. The lines in the hills were also converted to a trolleybus service (the rubber-wheeled vehicles, having greater grip, guaranteed quicker restarts and with less energy expenditure. [19][20: p255-256]

The result of these changes was effectively to create two different networks (East and West), linked only by a line along the coast as shown on the map below which shows the tram network as it existed in 1956. [19][21: p93]

Genoa’s tramway network in 1956, © Arbalete and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

By 1956 trams served the following routes: [21: p126]

1 Banco San Giorgio – Voltri
2 Banco San Giorgio – Pegli
3 Banco San Giorgio – Sestri
4 Banco San Giorgio – Pra’ Palmaro
5 Banco San Giorgio – Sampierdarena – Rivarolo
6 Banco San Giorgio – Sampierdarena – Bolzaneto
7 Banco San Giorgio – Sampierdarena – Pontedecimo
9 Banco San Giorgio – Galleria Certosa – Rivarolo
10 Banco San Giorgio – Galleria Certosa – Bolzaneto
11 Banco San Giorgio – Galleria Certosa – Pontedecimo
12 Banco San Giorgio – Prato
13 Banco San Giorgio – Giro del Fullo
14 Banco San Giorgio – Staglieno
15 De Ferrari – Galleria Mameli – Nervi
17 De Ferrari – Prato
18 De Ferrari – Staglieno
19 De Ferrari – Borgoratti
20 Bolzaneto – Pegli
21 De Ferrari – San Fruttuoso
22 Bolzaneto – Pra’ Palmaro
23 De Ferrari – Quezzi
24 San Fruttuoso – Sestri
26 Quezzi – Rivarolo
42 De Ferrari – Galleria Mameli – Sturla
43 De Ferrari – via Giordano Bruno
44 Banco San Giorgio – Borgoratti
45 De Ferrari – San Martino – Sturla
50 San Martino – Sampierdarena
51 De Ferrari – San Francesco d’Albaro – Nervi
52 Brignole – San Francesco d’Albaro – Nervi
53 Brignole – San Francesco d’Albaro – Priaruggia

The tram terminus on Via Gordiano Bruno. This line does not appear on the map above but is included in the list of services above as Line No. 43. The road in the foreground is Corse Italia, (c) Public Domain. [5]

In the period after WW2, there was a dramatic increase in private car ownership and as a result increased congestion in the city centre and on main arterial routes. Conflicts between trams and private vehicles became regular occurrences and there was increasing wear of the rails.

Despite efforts to adapt the network to the needs of car traffic, the 1949 plan was soon overtaken by events: the economic ‘boom’ then underway was leading to an enormous increase in private motorisation, which had not originally been envisaged on such a scale.

After a few years, even the so-called ‘power lines’, which had been planned to be maintained, revealed all their inefficiency: almost the entire network ran in a mixed manner with road traffic, leading not only to continuous conflicts between trams and private vehicles, but also to an ever-increasing wear on the rails. [20: p265]

Thus in 1956 the decision was taken, despite significant opposition, to manage the decline of the network and to introduce a replacement bus network. Buses had become preferable to both trams and trolleybuses because of their unconstrained movement, not hampered by rails or overhead lines. [19][20: p265]

Bolzaneto in the 1950s: in this postcard view, UITE No. 954 travels along via Pastorino, the main street of Bolzaneto, in service on Line No. 10 to Piazza Banco San Giorgio. Note the traffic policeman in the middle of the roadway. [7]

The removal of the tram lines began in 1964 with the closure of the Ponente and Val Polcevera lines. [21: p105] This also led to the closure of the Galleria Certosa. After a long period of disuse, Galleria Certosa was reopened in the 1990s and used by the Metro. [19]

“In 1965, the city acquired the remaining holding and the UITE’s activities were transferred to the Azienda Municipalizzata Trasporti (AMT).” [16][17]

However, “the municipalisation of the Company, … did not bring the expected results. The last UITE balance sheets showed a substantial positive balance, the subsequent AMT financial statements showed increasingly significant deficits. This was not, however, unique to Genoa, it was a phenomenon common to many public transport companies which, subordinated to the electoral needs of the parties in government in a local area, saw fare policies being dictated by political imperatives, often only partially covering operational expenses. Additionally: the speed of the general traffic, through which trams had to travel, decreased due to congestion; inflation became a significant factor; lines were established serving new residential areas; personnel costs increased significantly; and AMT were expected to acquire and run services beyond the immediate Genoa conurbation.” [17]

On 18th July 1965, lines along the coast road, which included the terminus in Piazza Caricamento, were closed and, on 10th November 1965, the last line on the East side of the city centre was closed. [21: p106]

Only two lines in the Bisagno valley remained in operation – Line 12 (Via Brigata Bisagno – Prato) and Line 13 (Via Brigata Bisagno – Giro del Fullo) which were left until last because they served as a connection to the Guglielmetti workshop, where the trams were progressively concentrated and decommissioned. Both Line 12 and Line 13 ran along the right bank of the River Bisagno. [19][21: p106]

One of the last trams in service on the Genovese tram network is at the Giro del Fullo tram terminus in December 1966. This image faces North and was shared by Renato Michelina Dore on the Foto Genova Antica Facebook Group on 9th July 2022. [6]

The same location in the 21st century. [Google Streetview, August 2024]

A tram heading for the Prato terminus of Line No. 12. This image was shared in monochrome on the
Foto Genova Antica Facebook Group by Domenico Fornara on 24th March 2021, (c) Unknown. [9]

A similar view looking Northwest on Via Struppa in the 21st century. [Google Streetview, July 2023]

The tram depot at Prato – truly the end of the line in the Bisagno valley, (c) Public Domain. [8]

The site of the depot is now the rear area behind Palazzetto Dello Sport Lino Maragliano This view looks East from Via Prato Verde. The terracotta building on the right is that sports centre. the building in the centre is the tram shed and the tall building beyond remains intact in the 21st century as well. [Google Streetview, April 2019]

Tram services in Genoa ceased definitively on the night between 26th and 27th December 1966, with the last runs of Line 12. [19][21: p110]

Genoa’s tram network was in operation from 1878 to 1966, during this time it was the main public transport service in the Ligurian capital.

Rolling Stock

AMT claims to record details of all the trams used on the network throughout its history. [20: p653-660] This list, however, does not appear to be exhaustive as photographs exist of trams with numbers not included in this list! These are noted below. ……

Trams No. 1-45 (AEG/SATO) were two-axle cars built by Grondona, Comi & Co. in 1899/1900. They were later rebuilt by the UITE between 1922 and 1927. [19]

Tram No. 7 after its rebuild by UITE, (c) Public Domain. [33]

Trams No. 46-55 (AEG/SATO) were two-axle cars built by Miani, Silvestri & Co. in 1900. These were rebuilt by Piaggio in 1926. [19]

Trams No. 56-75 (AEG/SATO) were two-axle cars built by Officine Meccaniche in 1901. These were rebuilt by Piaggio in 1926. [19]

Trams No. 76-100 (AEG/SATO) were two-axle cars built by Reggiane Boker in 1907.

Trams No. 79 was built by Reggiane Boker in 1907. [31]

Trams No. 100-110 (SFEF) were two-axle bidirectional cars built by Miani, Silvestri & Co. in 1895. The image immediately below shows one of these trams bearing the number 111. This suggests that the range of numbers taken by these trams was wider. [19]

Tram No. 111 was a two-axle bidirectional car built by Miani, Silvestri & Co. in 1895. It was operated by SFEF. Note that there is no window panel to protect the driver. These were installed after a drivers strike in 1906. This image was therefore taken before 1906. Even later weather protection for the drivers was added in the form of a canopy. Via San Lorenzo is ahead on the left. The tram is on Piazza Umberto 1 (later Piazza Matteotti), © Public Domain. [30]

Trams No. 101-110 were replacement two-axle bidirectional cars built by Bagnara in 1925. [19]

Two trams passing on Corso Torino – trams No. 25 and 197. According to AMT (as reported by Wikipedia.it), tram No. 25 was built by Grondona, Cornish & Co. in 1899 (see above) and tram No. 197 was built in 1897 (see below). [24]

Trams No. 171-200 were two-axle bidirectional cars built by Grondona, Comi & Co. in 1897. [19] Might this class be more numerous? Perhaps 111-200? Given the numbering of these trams, in the year of build quoted a little too early? [19]

Tram No. 157 appears in this relatively early photograph. It appears to be arriving at Piazza Manin having run along Via Asserotti. Its number leaves a question over the reported AMT listing of Tramcar numbering, © Public Domain. [23]

Tram No. 183 close to Piazza Sturla on Via Caprera. Again, its number does not fit with the numbering from the Wikipedia.it (AMT) article, © Public Domain. [26]

Trams No. 210 heading for Nervi is travelling along Via Albaro close to the church of San Francesco. Once again, this tram’s number does not tie in with the Wikipedia.it (AMT) article. [27]

Trams No. 221-250 (UITE) were two-axle bidirectional cars built by Clemente Nobili & Fratelli Böker in 1906. [19]

Tram No. 227 in Piazza Principe with the Miramare Hotel behind, in 1917. Note the horse-drawn omnibus to the right of the tram, © Public Domain. [29]

Tram No. 225 was another of this series of trams, (c) Public Domain. [35]

Trams No. 251-280 (UITE) were two-axle bidirectional cars built by Reggiane Boker in 1907. [19]

Trams No. 281-305 (UITE) were two-axle bidirectional cars built by Reggiane Boker in 1907. [19]

Trams No. 101-120 and 347-386 (UITE) were two-axle bidirectional cars built by Bagnara San Giorgio/Ansaldo built in 1925 and 1927. [19]

Two trams in Piazza Raffeale de Ferrari, probably in the 1910s, perhaps 1920s The tram furthest from the camera is numbered 159. This does not seem to fit in with the numbering reported as being stated by AMT in the Wikipedia.it article. This image was shared on the Foto Genova Antica Facebook Group by Sylvia Brisigotti on 23rd October 2024. [25]

Tram No. 362 in Piazza Raffeale de Ferrari. This tram was a two-axle bidirectional car, one of a number built by Bagnara San Giorgio/Ansaldo in the mid-1920s. This image was shared on the Foto Genova Antica Facebook Group by Sylvia Brisigotti on 10th September 2024, © Public Domain. [28]

Trams No. 363, 364 (SFEF) were two-axle bidirectional cars built by Savigliano in 1893. These vehicles were converted into trailer-cars in 1900. [19]

Trams No. 387 and 388 were prototypes received in 1929/1930 along with Trailer No. 389. ………

UITE 400 Series Trailers

I have not been able to find information about this series of trailer cars.

UITE 600 Series Trams and Trailers

I have not been able to find information about tram cars in this series. However, numbers 621-650 were trailers which were used with the 700 series trams below.

UITE 700 Series Trams

Given the success of the prototypes No. 387 and No. 388 and the trailer No. 389 of 1929 and 1930, UITE purchased 50 bogie-trams, 25 constructed by Ansaldo (Nos. 751-775) and 25 constructed by Piaggio (Nos. 776-800) and 30 trailers supplied
by Carminati & Toselli (Nos. 621-650). [36]

Trams No. 751-800 were bidirectional bogie-cars built in 1931. These were known as ‘long Casteggini’ type trams. [19]

UITE 800 Series Trams

Trams No. 801-820 (UITE) were bidirectional bogie-cars built by Piaggio in 1932. These were known as ‘short Casteggini’ type trams. [19]

Trams No. 821-850 (UITE) were unidirectional bogie-cars built by Piaggio in 1934. These were known as ‘long Casteggini’ type trams (originally built as trailer-cars). [19]

Tram No. 821 at the tram terminus at Bratte in Bolzaneto. This image was shared on the Foto Genova Antica Facebook Group by Enrico Pinna on 14th October 2023. [22]

UITE 900 Series Trams

The 900 series electric tramcars were designed by the Unione Italiana Tramways Elettrici (UITE) and built by the UITE and other companies, also known as ‘Littorine’ or ‘Genova’ type, were a series of bidirectional, metre-gauge tramcars in service on the Genoa tram network .

The vehicles were designed in 1939 and 94 vehicles entered service on the Genovese network in 1939 and 1940. They were in service until 1966. Six (or possibly seven) other vehicles were built to the same specification and sold to Breda and used elsewhere. Five (or perhaps six) were put to use in Belgrade and one in Innsbruck.

One of the 900 series, Tram No. 928, in the centre of Genova, on Via Brigata Bisagno, © Unknown – seen, unattributed, on the http://www.amicidipontecarrega.it website. [11]

Builders were: UITE, Piaggio, Bagnara, Ansaldo, Breda; bogies were from TIBB and CGE workshops. These vehicles were 13.56 metres long, 2.15 metres wide and 3.12 metres high. They had 25 seats and could accommodate a further 85 people standing. They weighed 18.6 tonnes empty. They had 4 No. 45hp Ansaldo LC 229 electric motors.

In exchange for the units sold to Breda in 1940, UITE received four two-bodied articulated units which went on to form the 1100 series. They were the first articulated trams used in Genova. [15]

UITE 1100 Series Trams

There were four of these articulated units (1101-1104) which were supplied to the UITE by Breda in 1942. These units operated in Genova until 1965/1966 when they were sold to Neuchâtel and continued in service there until 1988. Built by Breda with electrical parts supplied by TIBB, the units were 20.65 metres long and accommodated 33 people seated and up to 142 standing. They weighed 27 tonnes empty. [14]

1100 series Tram No. 1101 standing outside Brignole Railway Station, © AMT (Azienda Municipalizzata Trasporti Genova) from ‘Fotostoria del tramway a Genova’ by Paolo Gassani; Nuova Editrice Genovese. [10]

UITE 1200 Series Trams

These were numbered 1221-1250. They were reconstructions by UITE in 1948-1949 (in an unidirectional, articulated form) of the 221 to 250 series. They were known as ‘Lambrette’ trams. [19]

UITE 1600 Series Trams

These were numbered 1601-1678. They were reconstructions by UITE in 1949-1950 (in an unidirectional, articulated form) of 600 and 400 series cars. The old two-axle cars of the 600 series were joined to trailers of the two-axle 400 series. The transformations were decided in order to have large-capacity vehicles with significant management savings compared to a complex consisting of a tractor and trailer, which required the presence of two ticket collectors. [13][19]

Tram No. 1653 on its way back to the depot at Sampierdarena. It was an articulated vehicle made from a 600 series tram and a 400 series trailer. This image was shared on the Foto Genova Antica Facebook Group by Renato Michelina Dote on 18th June 2019, © Unknown. [32]

These units were 16.80 metres long with a capacity of 24 seated and 104 standing passengers. They weighed 18.2 tonnes unladen and were powered by 2 No. 70hp motors. They served on routes in Ponente and the Bisagno and Polcevera valleys. They received several improvements to electrical equipment, resulting in enhanced power and speed, in 1958 and 1960. [13]

UITE 1700 Series Trams

These were numbered 1700-1715 They were reconstructions of pairs of two-axle cars in 1954 and 1955 They were bidirectional units. [19]

These units were obtained by joining two old two-axle carriages with a small suspended central body in between. The resulting configuration, quite common for the time, was nicknamed ‘two rooms and kitchen’ (‘due camere e cucina:) and allowed for large-capacity cars to be had at little expense. The transformation, designed by the engineer Remigio Casteggini of UITE, was carried out on some cars by the UITE workshops, on others by Piaggio of Sestri Ponente. The first six entered service in 1954 , followed by another nine the following year. [12]

Tram No. 1703 was one of 15 in the 1700 series. This image was shared by Giovanni Valente on the Foto Genova Antica Facebook Group on 6th April 2022, (c) Unknown. [34]

These units were 20.88 metres long and had capacity for 26 seated passengers and 127 standing. They were 26.5 tonnes unladen and were powered by 4 No. 45hp motors. [12]

The 1700 series units were employed primarily on Line No. 1 (Piazza Banco di San Georgio to Voltri. [12]

Luggage, Freight and Workmen’s Trams and Trailers

These two images are examples of adaptations made to older passenger trams to allow the carriage of goods, © Public Domain. [36]

References

https://rogerfarnworth.com/2024/12/03/genoas-early-tram-network-part-1-general-introduction-tunnels-the-years-before-world-war-one-and-the-early-western-network
https://rogerfarnworth.com/2024/12/08/genoas-early-tram-network-part-2-the-western-half-of-the-eastern-network
https://rogerfarnworth.com/2024/12/14/genoas-early-tram-network-part-3-the-remainder-of-the-eastern-network-before-the-first-world-war
https://rogerfarnworth.com/2024/12/18/genoas-early-tram-network-part-4-world-war-1-to-world-war-2
https://www.facebook.com/share/p/xf71AuPv18UThcLN, accessed on 12th December 2024.
https://www.facebook.com/photo/?fbid=1680392355366178&set=gm.1397702246995601, accessed on 19th December 2024.
https://www.treniebinari.it/treniebinari/tram/linee-tranviarie-dismesse-liguria.html, accessed on 19th December 2024.
https://www.facebook.com/photo/?fbid=10225435757056579&set=gm.7057767330989036&idorvanity=574539035978597, accessed on 19th December 2024.
https://www.facebook.com/photo/?fbid=10222892964385274&set=gm.3698637050235431, accessed on 19th December 2024.
https://www.marklinfan.com/f/topic.asp?TOPIC_ID=4530, accessed on 20th December 2024.
https://www.amicidipontecarrega.it/2019/05/22/le-grandi-strade-piccole-di-genova-il-falso-mito-di-una-citta-troppo-stretta, accessed on 20th December 2024..
https://it.m.wikipedia.org/wiki/Tram_UITE_serie_1700, accessed on 20th December 2024.
https://it.m.wikipedia.org/wiki/Tram_UITE_serie_1600, accessed on 20th December 2024.
https://it.m.wikipedia.org/wiki/Tram_UITE_serie_1100, accessed on 19th December 2024.
https://it.m.wikipedia.org/wiki/Tram_UITE_serie_900, accessed on 19th December 2024.
https://en.m.wikipedia.org/wiki/AMT_Genova, accessed on 15th November 2024.
Storia [History] (in Italian). AMT Genova; https://www.amt.genova.it/amt/amt-istituzionale/storia, accessed on 15th November 2024.
http://www.uwrbancenter.comune.genova.it/sites/default/files/quaderno_arch_2011_03_21.pdf, accessed on 16th November 2024.
Rete tranviaria di Genova; https://it.wikipedia.org/wiki/Rete_tranviaria_di_Genova, accessed on 26th November 2024.
AMT (ed.); History of public transport in Genoa; Genoa, SAGEP Editrice, 1980.
Paolo Gassani; Photo history of the tramway in Genoa, Genoa, Nuova Editrice Genovese, 1982.
https://www.facebook.com/share/p/4KDeRr6gMdLiv86E, accessed on 20th December 2024.
https://www.facebook.com/share/p/56U5RHNiYy2iTrR6 ht, accessed on 20th December 2024
https://www.facebook.com/groups/fotogenovaantica/permalink/6392740554158387/?app=fbl, accessed on 12th December 2024.
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Genoa’s Early Tram Network – Part 4 – World War 1 to World War 2

1 Reply

The first three articles in this series covered the network as it was established by the beginning of the First World War. These articles can be found here, [1] here [2] and here. [3]

This map shows the three companies’ networks, that managed the Genovese tram network immediately prior to the date of unification under UITE – December 1901. The Green lines were UITE (the former French Company). The Red lines were SFEF. The Blue lines were SATO, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

We have already noted that there were changes to the network above which occurred before WW1, particularly the second line to Piazza Sturla in the East, the additional line to Sampierdarena in the West and the Municipal line to Quezzi in the Northeast.

In this article we look at the network from World War 1 to the beginning of World War 2.

After WW1 and into early WW2

In 1923, driving on the right was imposed on roads throughout the country (until then, individual cities had discretion over the matter). Genoa complied on 31st August 1924. The change did not cause major upheavals in the tram service as it had always been undertaken by bidirectional carriages with doors on both sides. [19][21: p56]

In the mid 20s the autonomous municipalities between Nervi and Voltri along the coast, up to Pontedecimo in Val Polcevera and up to Prato in Val Bisagno, were annexed to the capital and a ‘Greater Genoa’ was formed. The entire tram network fell within the new municipal area. [19]

During this time UITE remained as a private company but the City acquired a majority of shares. [19][20: p223] and began to direct the development of the company and the network. [19][21: p62]

In 1934, major reform of the network took place. Trams ceased to use Via Roma, Via XX Settembre, and Piazza de Ferrari. The piazza saw major change – the lifting of the ‘tramway ring’ allowed, first, the planting of a large flower bed, and later (in 1936) the construction of a large fountain designed by Giuseppe Crosa di Vergagni. The trams were diverted through Piazza Dante and Galleria Colombo which was newly opened. [20: p224] At the same time new lines crossing the city were activated, with the aim of better distributing passengers in the central areas. [19][21: p62] The following year the trams also abandoned Corso Italia, in favour of a new route further inland which also included the new Galleria Mameli. [19][21: p125]

The modernization of the network included renewal of the fleet of trams. That renewal commenced in 1927 with the introduction of ‘Casteggini’ (trolley/bogie trams – named after the UITE engineer who designed them). These were followed in 1939 by modern ‘Genoa type’ trams, [20: p657] built first as single units and then, from 1942, in an articulated version. [19][20: p660]

In 1935, the large Littorio depot near Ponte Carrega (Val Bisagno) came into operation. In 1940, workshop facilities were opened at the depot. [20: p237-238]

Italian Wikipedia tells us that after the changes made in 1934, the following list covers the tram routes on the network: [19][21: p125]

1 Banco San Giorgio – Voltri
2 Banco San Giorgio – Pegli
3 Banco San Giorgio – Sestri
4 Banco San Giorgio – Sampierdarena
5 Banco San Giorgio – Sampierdarena – Rivarolo
6 Banco San Giorgio – Sampierdarena – Bolzaneto
7 Banco San Giorgio – Sampierdarena – Pontedecimo
8 Banco San Giorgio – Sampierdarena – Campasso
9 Banco San Giorgio – Galleria Certosa – Rivarolo
10 Banco San Giorgio – Galleria Certosa – Bolzaneto
11 Banco San Giorgio – Galleria Certosa – Pontedecimo
12 Banco San Giorgio – Galleria Certosa – Certosa – Sampierdarena – Banco San Giorgio
13 The reverse of Line 12
14 Banco San Giorgio – Cornigliano
15 Banco San Giorgio – Pra
16 Brignole – Corvetto – Pegli
18 Marassi – Bolzaneto
21 Dinegro – Manin – Staglieno
22 Manin – Corvetto – Piazza Santa Sabina
23 De Ferrari – Marassi – Quezzi
24 Corso Dogali – Manin – Corvetto – Principe – Corso Dogali (circulating clockwise through the hills)
25 The reverse of Line 24 (circulating anti-clockwise through the hills)
26 Dinegro – Principe – via Napoli
27 Corso Dogali – Manin – Corvetto – Tommaseo
28 Principe – Corvetto – Via Atto Vannucci – Banco San Giorgio
30 De Ferrari – Foce
31 Banco San Giorgio – Staglieno – Prato
32 Banco San Giorgio – Molassana – Giro del Fullo

33 De Ferrari – Piazza Verdi – Staglieno
34 Piazza della Vittoria – Staglieno – San Gottardo – Doria
35 Piazza della Vittoria – Staglieno
36 Piazza della Vittoria – Ponte Carrega
37 De Ferrari – Piazza Verdi – San Fruttuoso
38 De Ferrari – Via Barabino – Boccadasse
39 De Ferrari – Sturla – Nervi
40 Banco San Giorgio – De Ferrari – Albaro – Quinto
41 Piazza Cavour – Via Barabino – Corso Italia – Priaruggia
42 De Ferrari – San Francesco d’Albaro – Sturla
43 De Ferrari – San Francesco d’Albaro – Lido
44 Banco San Giorgio – De Ferrari – Borgoratti
45 De Ferrari – San Martino – Sturla
46 De Ferrari – Tommaseo – San Martino
47 De Ferrari – San Francesco d’Albaro – Villa Raggio
48 Piazza Cavour – Piazza della Vittoria – San Fruttuoso
49 De Ferrari – Tommaseo – ‘Ospedale San Martino
50 San Martino – Brignole – Corvetto – Sampierdarena – Campasso
51 Quezzi – Brignole – Principe – Galleria Certosa – Rivarolo
52 San Giuliano – Brignole – Principe – Dinegro
53 Tommaseo – Brignole – Principe – Sampierdarena – Campasso
54 Sturla – Albaro – De Ferrari – Banco San Giorgio – Dinegro
55 Foce – Brignole – Principe – Dinegro
56 Marassi – Brignole – Principe – Dinegro

The lines marked with a red ‘X’ are those which closed in the city centre with the reorganisation of 1934, (c) Paolo Gassani. [8]

After 1934, Piazza Banco di San Georgio became the centre of the altered network (it was referred to originally as Piazza Caricamento). This was facilitated by earlier alterations to the network which included:

Piazza Railbetta, Piazza di San Georgio, Via San Lorenzo and Piazza Umberto 1

These earlier alterations included a very short line, shown on the Baedecker 1916 map of Genova, connecting Piazza Banco di San Georgio and Piazza Raibetta. In addition, a line along Via San Lorenzo and Piazza Umberto 1 made a connection from that short line to Piazza Raffaele de Ferrari which at the time was at the heart of Genova’s tram network. This three-way length of connecting tramways opened up the possibility of the significant revisions to the network which occurred in 1934. The 1916 Baedeker map is the first I have found which shows these links, early Baedeker maps available online do not show these lines. There is photographic evidence of these lines being in use by 1906.

This extract from the Baedeker map of Genoa of 1916 shows the short additions to the network which directly connected Piazza Caricamento, Piazza Raibetta (along Via ) and Piazza de Ferrari, (c) Public Domain and provided by the stagniweb.it website under a Creative Commons Licence (CC BY-SA 3.0). [4]

Via Frate Oliviero seen looking South from Piazza Banco de San Georgio (previously Piazza Caricamento) was the link between the two piazzas, Banco de San Georgio and Raibetta. This image comes from the 1950s and was shared on the Foto Genova Antica Facebook Group by Pietro Spanedda on 4th December 2022. [23]

Via San Lorenzo, looking East from close to its Western end, © Public Domain. [12]

A similar view looking East along the pedestrianised Via San Lorenzo in the 21st century. [Google Streetview, April 2019]

Via San Lorenzo looking East towards Piazza Raffeale de Ferrari, © Public Domain. [11]

A similar view, looking East on Via San Lorenzo in the 21st century. [Google Streetview, April 2019]

Ospidal Sant Andrea

An additional short line was provided from Piazza Galeazzo Alessi at the top of Via Corsica along Mura Sant Chiara, Mura del Prato, Viale Milazzzo and Via Alessandra Volta, as shown below.

A short length of additional tramway served the are immediately adjacent to Ospedal Sant Andrea above the old city walls, © Public Domain and provided by the stagniweb.it website under a Creative Commons Licence (CC BY-SA 3.0). [4]

Corso Italia

Corso Italia was built between 1909 and 1915 [6] and the tram line to Foce was extended along Corso Italia sometime in the early 1920s. The tram line can be seen (dotted) on the map extract below.

Via Corso Italia looking East, © Public Domain. [7]

A similar view from ground-level looking East along Corso Italia in the 21st century. [Google Streetview, August 2024]

A postcard image showing a tram running along Corso Italia while the service was in operation. The photograph looks West along the shore, (c) Public Domain. [5]

A similar view in the 21st century. [Google Streetview, August 2024]

A tram is just visible on the left of this image. To the right of the tram, closer to the centre of the image is Villa Chiossone, © Public Domain. [10]

Villa Chiossone from a similar angle in the 21st century. [My photograph, November 2024]

Further East on Corsa Italia, © Public Domain. [9]

Other links were added such as a line between Piazza Brignole and Piazza Giuseppi Verdi (outside Brignole Station). With the culverting of the Bisagno River in 1930/31, a link along Via Tolemaide from Piazza Verdi to meet the existing tramway which ran Northeast/Southwest on Via Montevideo and continued East towards San Martino, became possible.

Piazza Raffeale de Ferrari, Piazza Dante and routes East

We have already noted that Piazza Raffaele de Ferrari ceased to be the main focus of the network in 1934 and that trams were removed from Via XX Settembre and Via Roma at the time. What remained in the vicinity of Piazza de Ferrari was a single loop line were 11 lines from the East and Valbisagno terminated. The terminus was on Via Petrarca with a return loop through Via Porta Soprana and Via Antonio Meucci to
Piazza Dante and then on to their destinations. The first image below shows the revised arrangements on the South corner of Piazza Raffaele de Ferrari.

Trams which originally entered Piazza Raffaele de Ferrari from the north along Via Roma were diverted from Piazza Corvetto along Via Serra toward Piazza Brignole. More about this further down this article.

After tram lines were removed from Piazza De Ferrari in 1934, the terminus for trams from the East was in Via Fransecso Petrarca. Trams arrived through Piazza Dante( bottom-right on this image) and along Via Dante, turning left into Via Petrarca before returning by Via Porta Soprana, Via Antonio Meucci and Via Dante to Piazza Dante. [Google Maps, December 2024]

This view Northwest across Piazza Dante shows Via Dante heading towards Piazza de Ferrari on the right. Porte Soprana (city gates) are on the left, © Public Domain. [13]

A 600 series tram in Via Meucci on the return loop. The tram is approaching Via Dante where it will turn right to head East out of the centre of Genova, (c) Public Domain. [13]

Trams travelled up and down Via Dante and through Galleria Cristoforo Colombo to serve the East of the city and the coast.

This satellite image shows the tramway running along Via Dante to Galleria Cristoforo Colombo and beyond. [Google Maps, December 2024]

Tram tracks being installed in Via Dante in 1934. This image face Northwest, © Public Domain. [14]

A very similar view in the 21st century. [Google Streetview, August 2024]

This monochrome image from the 1950s/1960s shows a similar view of Piazza Dante. It comes from the collection of Frederico Ferraboschi and was shared on the http://www.stagniweb.it website. It is authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [15]

Galleria Cristiforo Colombo during construction in the 1930s, (c) Public Domain. [22]

The Southeast Portal of Galleria Chrisoforo Colombo opened out onto Piazza del Cavalletto and Via Giuseppe Macaggi, © Public Domain. [24]

The tram route we are following runs Southeast on Via Giuseppe Macaggi. Some trams turned North on Via Brigata Liguria and then Via Fiume to run through Piazza Giuseppe Verdi, and others continued East on Via Armardo Diaz. [Google Maps, December 2024]

Looking North along Via Brigata Liguria, © Public Domain. [25]

Looking South across Brignole Station in the 1930s.. Via Fiume and, beyond it, Via Brigata Liguria are on the right. Piazza Giuseppe Verdi is in front of the station. Trams from Via Fiume turned right to run across the face of the station building joining trams running from Piazza Brignole along a newly built link between Piazza Brignole and Piazza Verdi, © Public Domain. [26]

Via Edmondo de Amicis

When trams were diverted away from Piazza De Ferrari, those which used to travel down Via Roma were diverted along Via Serra and Piazza Brignole. A new length of tramway was built along Via Edmondo de Amicis to link Piazza Brignole with Piazza Verdi and Brignole Railway Station.

Piazza Giuseppe Verdi looking West. Hotel Verdi is in the centre of the image, with Via Edmondo de Amicis heading away from the camera on the right, © Public Domain. [27]

Avery similar view in the 21stcentury. Hotel Verdi dominates the photograph with Via Edmondo Amicis on the right and running away from the camera. [Google Streetview, July 2015]

A Genovese policeman directing traffic at the West end of Piazza Verdi as a tram approaches down Via Edmondo de Amicis, © Public Domain. [28]

A similar view (without the policeman) in the 21st century with a bus in place of a tram! [Google Streetview, August 2024]

Piazza Giuseppe Verdi

The station forecourt of Brignole Railway Station and the North side of Piazza Giuseppe Verdi became a significant hub within the new network inaugurated in 1934.

Looking East across the face of Brignole Railway Station in the 1960s with the tram station in the centre of the view. This image was shared by Gianfranco Curatolo on the C’era Una Volta Genova Facebook group on 20th August 2016. [29]

Piazza Giuseppe Verdi and Brignole Railway Station in the 21st century. [Google Maps, December 2024]

East from Piazza Verdi (Via Tolemaide)

Major work was undertaken in the 1930s along the length of the River Bisagno from the railway to the sea shore. That full length of the river was converted and a broad boulevard was created.

The area around the station and the River Bisagno as shown on the Baedeker map of 1916, © Public Domain and provided by the stagniweb.it website under a Creative Commons Licence (CC BY-SA 3.0). [4]

The area East of Brignole Railway Station in 1943, the green lines on this map extract are tramways. Via Tolemaide now makes a direct connection to Piazza Verde but this map indicates that during WW2 the link along Via Tolemaide had not been installed, © Public Domain (US War Office, 1943) and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [30]

Looking East along Via Tolemaide in the 1950s, a tram heading East has just passed the camera. The tunnel under the railway at this location (Via Archimede) is still in use in the 21st century. The dramatic Signal Box has gone! This image was shared on the Foto Genova Antica Facebook Group on 3rd January 2024 by Silvia Brisigotti. [31]

Via Tolemaide looking East in the 21st century. The road is now classed as highway SS1. [Google Streetview, August 2024]

This view looks West along Via Tolemaide in 1957, the rails on Via Tolemaide are being lifted after services along the route were curtailed. This image was shared on the C’era Una Volta Genova Facebook Group on 8th February 2020 by Alessandro Megna. [32]

A similar location looking West on Via Tolemaide (SS1) in the 21st century. [Google Streetview, August 2024]

Piazza Verdi (Brignole Railway Station), Viale Brigata Partigiane/Viale Brigata Bisagno, Via Barabino, Galleria Mameli, Via Carlo e Nello Rosselli and further East

The construction of Galleria Principe di Piemonte (later Galleria Mameli) allowed a further route East from the city centre to be exploited.

This is a drawing carried by Genova Rivista Municipale No. 10, October 1936. It shows the South Portal of Galleria Mameli (then known as Galleria Principe di Piemonte). The tunnel was constructed in the 1930s. The image was shared on the C’era Una Volta Genova Facebook Group by Mario Forni on 5th October 2020. [33]

Construction of Galleria Mameli took place in the early 1930s, © Public Domain. [34]

The interior of Galleria Principe di Piemonte (later Galleria Mameli) in 1936, © Public Domain. [35]

East of Galleria Mameli trams followed Via Carloe Nello Rosselli, Via Piero Gobetti, Via Renso Righetti and Via Oreste de Gaspari. [Google Maps, December 2024]

Via Carlo e Nelle Rosselli, looking South in the 21st century. [Google Streetview, August 2024]

Via Piero Gobetti looking East in the 21st century. [Google Streetview, August 2024]

Via Renzo Righetti, looking East in the 21st century. [Google Streetview, August 2021]

Via Oreste de Gaspari, looking Southeast in the 21st century. [Google Streetview, August 2024]

After Via Oreste de Gaspari, the line turner North along Via Felice Cavallotti and then made a junction with the tramlines running West-East on Via Caprera and on the Piazza Sturla. [Google Maps, December 2024]

The junction between Via Oreste deGaspari and Via Felice Cavallotti, seen from Via Oreste de Gaspari in the 21st century. [Google Streetview, August 2024]

The Junction between Via Felice Cavallotti and Via Caprere, looking North from Via Felice Cavallotti in the 21st century. [Google Streetviw, August 2024]

This map shows the route we have just followed. In later years the route was used by Line No. 16, (c) Paolo Gassani. [8]

References

https://rogerfarnworth.com/2024/12/03/genoas-early-tram-network-part-1-general-introduction-tunnels-the-years-before-world-war-one-and-the-early-western-network.
https://rogerfarnworth.com/2024/12/08/genoas-early-tram-network-part-2-the-western-half-of-the-eastern-network
https://rogerfarnworth.com/2024/12/14/genoas-early-tram-network-part-3-the-remainder-of-the-eastern-network-before-the-first-world-war
https://www.stagniweb.it/mappe/GE1916.jpg, accessed on 16th December 2024.
https://www.facebook.com/photo/?fbid=2049286151810128&set=gm.1668899133209243, accessed on 16th December 2024.
https://it.wikipedia.org/wiki/Corso_Italia_(Genova), accessed on 16th December 2024.
https://www.facebook.com/share/p/71MjBp5D22S7ibme, accessed on 16th December 2024.
Paolo Gassani; Fotostoria del tramway a Genova; Nuova Editrice Genoves; accessed via https://www.marklinfan.com/f/topic.asp?TOPIC_ID=4530&whichpage=2, on 16th December 2024.
https://www.facebook.com/share/p/53eQsSsDqVQihPtB, accessed on 16th December 2024.
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https://www.facebook.com/share/p/WEFm8bEAFcWph8Dk, accessed on 17th December 2024.
https://www.stagniweb.it/foto6.asp?File=tram_ge&InizioI=1&RigheI=50&Col=5, accessed on 17th December 2024.
https://en.m.wikipedia.org/wiki/AMT_Genova, accessed on 15th November 2024.
Storia [History] (in Italian). AMT Genova; https://www.amt.genova.it/amt/amt-istituzionale/storia, accessed on 15th November 2024.
http://www.uwrbancenter.comune.genova.it/sites/default/files/quaderno_arch_2011_03_21.pdf, accessed on 16th November 2024.
Rete tranviaria di Genova; https://it.wikipedia.org/wiki/Rete_tranviaria_di_Genova, accessed on 26th November 2024.
AMT (ed.); History of public transport in Genoa; Genoa, SAGEP Editrice, 1980.
Paolo Gassani; Photo history of the tramway in Genoa , Genoa, Nuova Editrice Genovese, 1982.
https://www.facebook.com/photo?fbid=10232797184498995&set=pcb.7130967057002396, accessed on 17th December 2024.
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https://www.facebook.com/share/p/AayVX3X524jLgmi7, accessed on 17th December 2024.
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https://www.facebook.com/share/p/4GTuSwY8RrCxGQJh, accessed on 18th December 2024.
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Genoa’s Early Tram Network – Part 3 – The Remainder of the Eastern Network before the First World War.

2 Replies

A summary of what was covered in the first two articles

In the previous articles in this short series we looked at the history of trams in Genoa (Genova) – both horse trams and electric trams. In the first article, we covered the story as far as the beginning of the First World War. That article can be found here. [1]

In that article we looked at the tunnels which the city created in order to facilitate access to different parts of the tram network.

That article also covered the Western Network (which is marked in green on the map below).

In the second article we looked at a large part of the Eastern Tram Network. That article can be found here. [2]

We still have to look at the remainder of the network and the history of the network through to its final closure in the mid-1960s.

This map shows the three companies’ lines immediately prior to the date of unification under UITE. The Green lines were UITE (the former French Company). The Red lines were SFEF. The Blue lines were SATO, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

In this article we look at the services provided on the route from Piazza Corvetto to Prato (via Piazza Manin and Staglieno) which appears in red on the map above and the blue lines which ran out of Piazza Raffeale di Ferrari along Via XX Settembre to Staglieno, Foce, Thommaseo and Nervi. Firstly, looking as those provided before the First World War.

The Years Before World War One – The Eastern Network

Before the start of World War 1, the Eastern network provided these services: [19]

I. Eastern Network:

21 De Ferrari – Manin – Staglieno
22 De Ferrari – Manin
23 De Ferrari – Manin – Castelletto
24 De Ferrari – Manin – Castelletto – San Nicholo
25 Circuit in the hilly suburbs
26 Piazza Principe – Corso Ugo Bassi
27 De Ferrari – Zecca – Principe
28 Caricamento – De Ferrari – Galliera ‘Ospital
29 De Ferrari – Carignano
30 Circular Raibetta – Brignole – Corvetto – Raibetta
31 De Ferrari – Staglieno – Molassana – Prato
32 De Ferrari – Staglieno – Molassana
33 De Ferrari – Pila – Staglieno
34 Staglieno – Iassa
35 Pila – Staglieno
36 Pila – Staglieno – Molassana
37 De Ferrari – San Fruttuoso
38 De Ferrari – Foce
39 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto – Nervi
40 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto
41 De Ferrari – San Francesco – Sturla – Priaruggia
42 De Ferrari – San Francesco – Sturla
43 De Ferrari – Villa Raggio – Lido
44 De Ferrari – Tommaseo – San Martino – Borgoratti
45 De Ferrari – Tommaseo – San Martino – Sturla
46 De Ferrari – Tommaseo – San Martino
47 De Ferrari – Tommaseo
48 Raibetta – Pila

II. Municipal line:
De Ferrari – Quezzi

The Eastern network focussed on Piazza Raffeale de Ferrari. We looked at images from that piazza in the first article [1] about the trams of Genoa (Genova). At one time, Piazza de Ferrari was full of ‘circular tramlines’ and it was congested through much of the day.

Piazza Raffeale de Ferrari was the busy hub for the Eastern network, © Public Domain. [7]

Tram lines left Piazza Raffeale de Ferrari along Via Roma, to the Northeast and along Via XX Settembre. We covered most of those which radiated from the Northeast end of Via Roma (Piazza Corvetto) in the second article. [2]

This Article: The Rest of the Eastern Network

The line running from Piazza Corvetto to Prato will be covered in this article, along with those which ran out of Piazza Raffeale de Ferrari along Via XX Settembre.

Piazza Corvetto to Prato

Looking Northeast across Piazza Corvetto from close to Via Roma, circa 1900-1910. Via Asserotti leave the piazza at the mid point of the image. A tram can be seen leaving Via Asserotti in this image,, © Public Domain. [15]

A similar view from ground level in the 20th century, again Via Asserotti leaves the piazza at the centre of this image, [Google Streetview, August 2024]

As we have already noted in the second article in this short series, at Piazza Corvetto lines diverged to Piazza Carignano, Brignole, Manin and Acquaverde and Principe. The line to Prato ran Northeast from Piazza Corvetto through Piazza Manin.

Trams ran between Piazza Corvetto and Piazza Manin along Via Assarotti. [Google Maps, December 2024]

Looking Northeast along Via Asserotti in the 1940s. Traffic is now driving on the right. Genova had vehicles driving on the left until 1923 when the national government imposed a common practice across the country, (c) Public Domain. [5]

Later roadworks at the mouth of Via Asserotti on Piazza Corvetto. Behind the tram is Via Asserotti and to the right, Via S.S Giacomo e Filippo, (c) Public Domain. [3]

A postcard view from the 1970s along Via Asserotti from Piazza Corvetto. This is an extract from an image shared on the C’era una volta Genova Facebook Group by Paolo Nuzzo on 12th July 2019. [4]

Looking Southwest along Via Asserotti towards Piazza Corvetto, (c) Public Domain. [6]

A similar view Southwest along Via Asserotti in the 21st century. [Google Streetview, August 2024]

Piazza Manin, looking East towards the city walls. Via Asserotti is behind the camera to the right, (c) J. Neer, Public Domain. [8]

A similar view in the 2st century. [Google Streetview, August 2024]

Trams ran through the city walls under Ponte di Via alla Stazione per Casella. [Google Streetview, August 2024]

Looking West toward Piazza Manin from outside the city walls. (c) Public Domain. [10]

An earlier view looking West with a tram heading towards the camera, (c) Public Domain. [11]

Just East of Piazza Manin, trams passed through the old city walls & turned North following the contours of the side of the Bisagno Valley. This extract from the Baedeker 1906 map of Genova shows the route of the tramway as it heads North. The openstreetmap.org extract shows that the route is along Via Leonardo Montaldo. [13][14]

Trams ran North along Via Leonardo Montaldo. The road was built, initially through undeveloped land, to accommodate the tram service.

Piazza Manin is about 100 metres off to the left of this satellite image. Trams ran out from Piazza Manin to hed North up Via Leonardo Montaldo. [Google Maps, December 2024]

A tram heads away from Piazza Manin up Via Leonardo Montaldo from its southern end. It has just turned left at Largo Gaetano Giardino after passing under the city walls, © Public Domain. [26]

Via Leonardo Montaldo heading away to the North from Largo Gaetano Giardino. [Google Maps, December 2024]

Via Leonardo Montaldo follows the contours as it heads North, roughly parallel to Via Bobbio (SS45). [Google Maps, December 2024]

An early South facing view of a newly built Via Leonardo Montaldo, (c) Public Domian. [22]

Major changes have occurred in the area around Via Leonardo Montaldo. A relatively rural area in the early part of the 20th century is now well-developed. [Google Streetview, August 2024]

Looking North along Via Leonardo Montaldo, © Public Domain. [24]

The view North from a similar location in the 21st century. [Google Streetview, August 2024]

Looking North up the valley of the Bisagno with Via Leonardo Montaldo (not Via Canevari) on the left, © Public Domain. [9]

Via Leonardo Montaldo joins Via Bobbio in Staglieno. [Google Maps, December 2024]

This panorama of the Bisagno Valley sows Via Leonardo Montaldo curving round towards the river in the middle distance. [28]

This closer view shows Via Leonardo Montaldo (on the left) curving round towards the river in the middle distance. [29]

Via Montaldo in the mid-20th century. This image was shared on the C’era una volta Genova Facebook Group by Christiano Burzi on 18th October 2016. [25]

The 21st century view looking North from a similar location. [Google Streetview, August 2024]

The final run down the hill to the valley floor in Staglieno. The building on the right is da Passano School, (c) Public Domain. [27]

A very early view of the UITE depot at the junction of Via Leonardo Montaldo and Via Bobbio in Staglieno, © Public Domain. [23]

The junction of Via Leonardo Montaldo with Via Bobbio in Staglieno. The buildings in the centre of the photograph belong to UITE, (c) Public Domain. [12]

The same view in the 21st century. Via Bobbio is on the left, Via Leonardo Montaldo is on the right. [Google Streetview, August 2024]

Trams from the centre of Genoa arrived at the junction shown above, both along Via Bobbio and Via Montaldo and then continued North and East up the valley of the Bisagno River, passing the Cemetery on the way.

Looking North along the right bank of the Bisagno River along Via Bobbio. Not too far ahead Via Bobbio becomes Via Piacenza. [Google Streetview, August 2024]

Staglieno Cemetery sits to the Northeast. Via Piacenza is on the right of this photo, the river just off the picture to the right. To the left of the prominent cemetery walls is Piazzale Giovanni Battista Resasco. The cemetery gates can be seen at the far end of the piazzale. [Google Streetview, August 2024]

1895: A tram at the end of Piazzale Resasco at the gates of Staglieno Cemetery, (c) Public Domain. [35]

The length of Via Piacenza approaching the gasworks at Gavette, (c) Public Domain. [34]

A tram passing the entrance to the gasworks. The line which runs from the camera into the works has been covered in another article on this website, © Public Domain. [43]

The line which served the Gavette works ran up the East side of the River Bisagno, crossing the river on its approach to the works. It was primarily used for bringing coal to the works in the days when it produced town gas. The article about that railway can be found here. [44]

A panorama of the Gavette gasworks . Trams ran along the road (Via Piacenza) between the works and the river. [c] Public Domain. [39]

The gasworks site is in the bottom-left of this extract from Google Maps satellite imagery. The tram line continued North along Via Piacenza on the West side of the River Bisagno. The main road (SS45) can be seen on the East side of the river. [Google Maps, December 2024]

Looking upstream along the right bank of the Bisagno river in San Bartolomeo. I have not been able to locate this view on Google Maps/Streetview, (c) Public Domain. [38]

Looking Southwest along Via Piacenza . The River Bisagno is off the left of the image, (c) Public Domain. [37]

The 21st century view, Southwest along Via Piacenza, from approximately the same location. [Google Streetview, August 2024]

Via Piacenza in San Goffardo looking back towards Stagieno, (c) Public Domain. [36]

It is difficult to be sure, but this is approximately the same location on Via Piacenza in San Goffardo. The church is behind the camera to the left. There has been a lot of development since the monochrome photograph above was taken. What seems like gardens to the left of the road in the image above have disappeared under more recent developments/buildings. Via Emilio is now between Via Piacenza and the river. [Google Streetview, August 2024]

This next extract from the satellite imagery shows Via Piacenza on the North side of the river as it heads away from San Goffredo and through Molassana. Trams continued to follow the right bank of the river through Molassana and on towards Struppa. [Google Maps, December 2024]

This final length of the tramway runs West to East through Doria to Prato. [Google Maps, December 2024]

A panoramic view from the Southwest of the hospital buildings in Doria (in the left and middle foreground) and the highway running through Prato (to the right side of the image) in Struppa, © Public Domain. [31]

The same buildings in the 21st century – Palazzo Della Salute, ASL3 Genovese – seen from across the River Bisagno from approximately the same direction as the postcard image above[Google Streetview, August 2024]

The same buildings with a tram stopped outside in 1966. The notes with this photo say that the tram is sitting outside the Casa di Riposo. Line No. 12 was the last tramline to close, running until 27th December 1966, © Luciano Rosselli (La Valbisagno). [30]

Taken from the middle of the road in the 21st century. The tram stop outside of the hospital is now a bus stop! [Google Streetview, August 2024]

The terminus of the tramway is a little further East from the hospital/health buildings. These next few images take us to the end of the line in Prato.

Struppa – Prato – looking West on Via Nazionale (in the 21st century, Via Struppa), © Public Domain. [32]

Looking West again, at the same location on Via Struppa. [Google Streetview, July 2024]

In 1909 a tram sits at the terminus in Prato next to the recently completed tram company building, © Public Domain. [33]

A similar post card view, © Public Domain. [41]

Looking West along Via Struppa in Prato. The large tramway building that stood at the tramway terminus is still in use in the 21st century. [Google Streetview, July 2023]

Having arrived in Prato we have now covered all the ‘green lines’ and the ‘red lines’ on the network plan provided close to the start of this article. We still have to look at most of the ‘blue lines’. …..

We have previously looked at the blue line around the coast from Raibetta and that from Piazza Raffeale de Ferrari to Pila. The next line to look at is that from Pila North to Staglieno. We then complete looking at the routes by looking at the lines on the East side of the Bisagno valley, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0. [19]

Pila to Staglieno

Trams following the route North alongside the River Bisagno started and ended their journeys at Piazza Raffeale de Ferrari and travelled along Via XX Settembre and Via Luigi Cadorna to the location of Ponte Pila. What was once a bridge over the Bisagno River is now part of the culverted length of the river.

Ponte Pila bridging the River Bisagno, © Public Domain. [45]

Looking East across Ponte Pila, © Public Domain. [42]

Looking West across what was Ponte Pila, from Corso Buenos Aires towards Via Luigi Cadorna. [Google Streetview, August 2024]

Looking East from the location of Ponte Pila along Corso Buenos Aires which was the route followed by all tram services to the East of the River Bisagno. [Google Streetview, August 2024]

Looking North in the 21st century from the location of Ponte Pila. [Google Streetview, August 2024]

In the 21st century, the road North from this location is Viale Emanuele Filiberto Duca d’ Aosta (SS1). Facing North from Ponte Pila the large Piazza Giuseppe Verdi was to the left of the road. This remains as a large garden area. Further ahead on the left is Brignole Railway Station.

Ponte Pila looking Northwest. Via Luigi Cadorna is ahead across the bridge on the left. Via Canevari runs North on the far side of the river, between the river and the public gardens which can be seen in front of the large building on the right half of the image, © Public Domain. [46]

Looking North up Via Canevari with the River Bisagno on the right. This image was shared on the Foto Genova Antica Facebook Group by Asinus Natator on 7th February 2022, (c) Public Domain. [47]

The next two images are difficult to location on the modern landscape as so much has change in the are around the River Bisagno. Most probably the building shown are on the line of the dual carriageway which sits over the culverted river.

Via Canevari in the 1920s. The prominent buildings behind the tram appear in the image above, © Public Domain. [54]

Via Canevari runs North and Via Giovanni Tommaso Invrea runs East across the River Bisagno in the 1930s, © Public Domain. [49]

A view from the North of construction work on the underpass which takes Via Canevari under the railway tracks at Brignole Railway Station in 1940, © Public Domain. [53]

The same underpass seen from the North in the 21st century, now with the Metro Station above the road. [Google Streetview, June 2022]

The junction of Via Canevari and Corso Monte Grappa to the North of the Brignole Railway Station, © Public Domain. [52]

A similar 21st century view. [Google Streetview, March 2023]

Looking downstream on the River Bisagno with Via Canevari in the centre of the picture. The Bakery is behind the camera. The main tramway route to Stagieno leaves the image bottom-right. The tramline crossing the river on Ponte Castelfidardo is not shown on the tram map of the network in 1901 above. [57]

The junction shown in the image above appears left as a satellite image [Google Maps, December 2024] and below as a Streetview image [Google Streetview, April 2023]

Via Canevari in the 1920s, © Collezione Vito Elio Petrucci, Public Domain. [51]

A similar 21st century view. [Google Streetview, August 2024]

This is the municipal bakery in 1921. e year 1921. Via Canevari runs North to the left of the bakery. The building is now a Police Stationand Via Moresco. . Now is the Local Police station.
The smoking chimney is the one of the Genoa Electric Offices (OEG), which produced electricity for the city of Genoa and its trams. It used coal as fuel. The image was included in the Municipal bulletin in 1921, (c) Public Domain. [55]

The old bakery is, in the 21st century, a police station. [Google Streetview, August 2024]

The large electricity generation station for the tramway network sat alongside Via Canevari, between Via Canevari and the river. [48]

This extract from Google’s satellite imagery shows Via Canevari running one street back from the waterfront. The blue line highlights the tramway route to Staglieno. The bakery building (now a police station) is bottom-left. The electricity buildings stretch diagonally Northeast across the image from the bakery. [Google Maps, December 2024]

Further North and looking North on Via Canevari, (c) Public Domain. [56]

The satellite image shows the remaining length of the route (in blue) as far as Staglieno where it joins the route from Via Lombardo Montaldo (in red). Two views typical of this length in the 21st century are shown below.

Ponte Castelfidardo to Piazza Terralba

We saw a picture of a tram on Ponte Castelfidardo above, on a section of tramway not recorded on the map of pre-1902 tramways of Genova, but Line No. 37 is recorded as running to the area of San Fruttuosa which is the area to the East of the River Bisagno through which this tram ran so was inaugurated between the turn of the century and the start of WW1. We will also see further below that a municipally owned line crossed the bridge and ran out to Quezzi. This line was also put in service before WW1.

This North-facing view of 1910 shows a tram on Ponte Castelfidardo with substantial municipal buildings on the East bank of the River Bisagno behind, © Public Domain. [62]

A later view of Ponte Castelfidardo seen from the Southeast, © Public Domain. [63]

To the East of Ponte Castelfidardo trams entered Piazza Manzoni.. Piazza Manzoni led East into Piazza Giusti. The industrial railway from Terralba to Gavette crossed Piazza Giusti. Information about that line can be found here. [64] The photograph below shows a train of covered wagons, probably from the fruit and vegetable market on Corso Sardegna, heading into the goods yard at Terralba. In the picture is the tramway crossing the line of the railway.

A train of covered wagons, probably from the fruit and vegetable market on Corso Sardegna, heads into the goods yard at Terralba. In the picture is a tramway crossing the line of the railway. By the time of this photo, the tramway appears disused as cars are parked across it. [65]

The route of this line beyond Piazza Giusti which circulated through Piazza Terralba. This is an extract from the 1956 tram map provided by Italian Wkipedia, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

The route can easily be made out on the modern satellite imagery from Google Maps. [Google Maps, December 2024]

An early 20th century photograph (facing East) of Via Paolo Giacometti.. The building in the distance was removed when the road was extended, © Public Domain. [66]

Via Paolo Giacometti facing East in the 21st century. The buildings at the far end of the street face out onto Piazza Giovanni Martinez. [Google Streetview, August 2024]

An early photograph of Piazza Martinez with railway sidings in place, © Public Domain. [79]

Piazza Martinez seen from the Southeast. Rail tracks can still be seen crossing the piazza on the diagonal from the bottom-left of this image, remnants of the standard-gauge sidings in the image above. © Public Domain. [67]

By 1937, the year of this photograph, the tram tracks had been removed from Piazza Giovanni Martinez. This view looks South towards the FS standard-gauge railway lines. Trams running out from the city centre passed across the far side o, © Public Domain. [68]

Looking West across Piazza Terralba in 1940, © Public Domain. [78]

Lines East of the River Bisagno – Corso Buenos Aires

Corso Buenos Aires looking West, © Public Domain. [59]

Corso Buenos Aires looking West. [Google Streetview, August 2024]

Looking East along Corso Buenos Aires, © Public Domain. [61]

Corso Buenos Aires looking East. [Google Streetview, August 2024]

The view from Corso Buenos Aires into Piazza Thommaseo in 1922, © Public Domain. [58]

A similar view from Corso Buenos Aires into Piazza Thommaseo in the 21st century. [Google Streetview, August 2024]

This photograph shows how the city of Genoa went about regrading streets to meet their aspirations as a modern, cosmopolitan city. This is Corso Buenos Aires in 1896. It was being lowered to connect it with the road axis that ran through to Via XX Settembre. As a result, the basements became shops and the shops above apartments. On the right you can still see a door, now located on the first floor. Also of interest is the use of steam power and rails to remove excavated m© Public Domain. [60]

An early view West from Piazza Thommaseo along Corso Buenos Aires, © Public Domain. [69]

A view West across Piazza Thommaseo towards Corso Buenos Aires. [Google Streetview, August 2024]

Corso Buenos Aires to Foce and beyond

Partway along Corso Buenos Aires a branch tramway ran South down Corso Torino. This was pre-1902 Line No. 38.

The line South to Foce along Corso Torino, which terminated in Piazza del Popolo. This extract comes for the pre-1902 plan of the tramways of Genova provided by Italian Wikipedia. It does no shows developments which occurred after 1902 and before WW1, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

Facing North on Corso Torino, two trams pass, © Public Domain. [71]

Looking North on Corso Torino in the 21st century. [Google Streetview, August 2024]

It seems as though this photo was taken after 1923 when the national government enforced driving on the right. A tram heading South on Corso Torino close to the route terminus which involved a loop in streets close to Piazza del Popolo (now Via Antonio Cecchi), which also host a local market, which was off to the right of the photograph, © Public Domain. [70]

A very similar view looking North on Corso Torino in the 21st century. [Google Streetview, August 2024]

Piazza del Popolo hosted a local market and was the effective terminus of the tram line to Foce. The red line marks the tram route which looped round the streets on the South side of the piazza. This is an extract from the Baedeker map of 1927, © Public Domain. [72]

Piazza del Popolo seen from the Southeast. [73]

Via Antonio Cecchi (previously Piazza del Popolo) in the 21st century. [Google Streetview, March 2023]

After 1901 and before WW1 a significant extension was made to the route to Foce which took trams South of Piazza del Popolo to the coast and along Corso Italia. That line is illustrated (dotted) on the map extract from the Markilnfan.com Forum below.

This map extract comes form a slightly larger one on the Marklin.com Forum. That new line connected in the East with a later line which ran along Via Barabino and through Galleria Marneli. Phots of the construction work on Corso Italia show it being built immediately after WW1, so it is not strictly relevant to the period we are looking at. [111]

Piazza Thommaseo to Nervi

There were two possible routes to Nervi. That shown blue on the image below was one of these.

The line to Nervi frpm Piazza Thommaseo, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

A second route can be seen on the map of tramlines in 1956 below. It is not clear when the alternative route began offering a service. We will look at this route later when we have followed the more northerly route as far as Piazza Sturla.

A later tramway map showing more of the route to Nervi. Note that on this later map an alternative route to that via San Martino marked as the terminus of Line 50 in 1956, was the route of Lines 51,52,53 in 1956, The two routes met at Piazza Sturla which is marked as the terminus of Lines 42 and 45 in 1956, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

The more northerly route left Piazza Thommaseo along Via Montevideo.

Looking Northeast across Piazza Thommaseo and along Via Montevideo in the 1920s, © Public Domain. [74]

A similar view in the 21st century. [Google Streetview, August 2023]

At the Northeast end of Via Montevideo (off to the left of the picture), this mid-20th century view looks East on Via Tolemaide, © Public Domain. [75]

Looking West along Corso Giulio Cesare (now Via Aldo Gastaldi) early in the 20th century, © Public Domain. [76]

Again looking West along Corso Giulio Cesare (now Via Aldo Gastaldi) in the mid-20th century, © Public Domain. [77]

Via Aldo Gastaldi (SS1) is highlighted in yellow on this satellite image. Trams left Via Aldo Gastaldi at the left of this image, travelling along Via San Marino which can be seen on the South side of the SS1. At the bottom-right of this image the road carrying the tramway becomes Via Sturla. [Google Maps, December 2024]

Looking East along what is now Via Aldo Gastaldi. Via San Martino bears off to the right. An earlier picture at this location can be seen below, © Public Domain. [94]

The tram in this East facing image from 1929 is travelling on Via San Martino. Construction work on the SS1 is underway. That road will open in 1933. Via Aldo Gastaldi was first known as Via Nuova San Martino, then as Corso Giulio Cesare and, after WW2, it was named after the partisan Aldo Gastald, © Public Domain. [82]

Looking East at the same location in the 21st century. On the left is the SS1 . Via San Martino runs up the centre of this image. [Google Streetview, August 2024]

Looking West along Via San Marino, © Public Domain. [95]

The samw vie, looking West, as in the monochrome image above, in the 21st century. [Google Streetview, August 2024]

The tram route along Via Sturla (c) unknown but most probably Public Domain. This image was shared on the Foto Genova Antic Facebook Group by Luciano Lully Lulli on 31st March 2020. [92]

Via Sturla, San Martino, (c) Public Domain. [93]

Via Sturla, San Martino, 1956. This image was shared on the C’era Una Volta Genova Facebook Group by Maurizio Maggiali on 22nd November 2020. It it taken at the same location as the monochrome imgae immediately above. [81]

Via Sturla winds its way Southeast through th Genoa’s suburbs. [Google Maps, December 2024]

Much closer to the coast now trams leave Via Sturla to run along Via Dei Mille. [Google Maps, December 2024]

In this photo, the line from San Martino is close to Piazza Sturla where it merged
with the shorter variant coming from Via Albaro (see below). The tram is heading for Quarto, Priaruggia, Quinto and Nervi. The image is later than 1915 as the new Sturla railway station is present, (c) Public Doamin. [102]

A similar location looking North on Via Sturla in the 21st century. [Google Streetview, August 2024]

This extract from a map of the East of Genova copnurbation shows the length of the tramway running along Via Sturla, Via dei Mille and Via V. Maggio, (c) unknown but most probably Public Domain. This image was shared on the Fotto Genova Antic Facebook Group by Luciano Lully Lulli on 2nd May 2023. [18]

Piazza Sturla with Via dei Mille running away from the camera. Vis Sturla enters the image on the left, (c) Public Domain. [96]

Via Sturla looking Northwest from adjacent to Via dei Mille, (c) Public Domain. [97]

Lookin Northwest, Piazza Sturla in the 21st century. [Google Streetview, August 2024]

Before heading on towards Nervi along Via dei Mille we need to look back at the alternative route to Piazza Sturla. Trams using this route left Piazza Thommaseo. It is not entirely clear when trams began serving this route. An early, probably pre-WW1 image, shows a tram on Via Albaro near the church of San Francesco.

This satellite image shows Piazza Thommaseo on the left. The blue line shows the tram route as far as the Church of San Francesco. The image below shows a tram using the route between Genova (Genoa) and Nervi. [Google Maps, December 2024]

A tram heading for Nervi is travelling along Via Albaro close to the church of San Francesco, (c) Public Domain. [85]

The same location in the 21st century, also looking East. [Google Streetview, August 2024]

Trams continued Southeast along Via Frederico Ricci and Via Paolo Boselli. [Google Maps, December 2024]

Continuing, East-southeast trams ran along Via Pisa and Via Caprera to Piazza Sturla. [Google Maps, December 2024]

Before the first world war, a tram heads for the city centre along Via Caprera over the old viaduct, (c) Public Domain. [84]

The same view towards the city centre in the 21st century. [Google Streetview, August 2024]

Two different routes to the West of Piazza Sturla have been covered. We now go on from Piazza Sturla to Nervi, setting off along Via dei Mille.

Via dei Mille becomes Via V. Maggio. [Google Maps, December 2024]

A view West on Via dei Mille towards Piazza Sturla, (c) Public Domain. [91]

The same view in the 21st century. [Google Streetview, August 2024]

Looking Northwest from Via V. Maggio along Via dei Mille, (c) Public Domain. [98]

A more modern postcard image looking Northwest from Via V. Maggio along Via dei Mille, (c) Unknown. This image was shared by Diego Ardenghi on the Foto Genova Antica Facebook Group on 20th January 2024. [99]

Via V. Maggio wanders along beside the Mediterranean. [Google Maps, December 2024]

Looking East on Via V. Maggio, (c) Public Domain. [90]

A similar location looking East on Via V. Maggio in the 21st century. [Google Streetview, August 2024]

Via V. Maggio looking West, (c) Public Domain. [100]

Via V. Maggio looking West, (c) Public Domain. [101]

A similar location on Via V. Maggio to the two monochrome images above. [Google Streetview, August 2024]

Via V. Maggio continues East along the coast. [Google Maps, December 2024]

Quarto dei Mille looking East from Via V. Maggio to Via Quarto, (c) Public Domain. [50]

The same location in the 21st century. Via V. Maggio is about to lead into Via Quarto

Via V. Maggio gives way to Via Quarto and then Via Quinto as trams run East. [Google Maps, December 2024]

Via Qunito gives way to Via Angelo Gianelli. [Google Maps, December 2024]

Via Proveinciale, Quinto, (now Via Angelo Gianelli, (c) Public Domain. [105]

The same location, looking East on Via Angelo Gianelli in the 21st century. [Google Streetview, August 2024]

Trams ran along Via Angelo Gianelli across the full width of this satellite image. [Google Maps, December 2024]

The final length of the tramway took it along Via Guglielmo Oberdan to Piazza Antonio Pittaluga (once Piazza Virrorio Emanuele). [Google Maps, December 2024]

Tram tracks on Via Guglielmo Oberdan in the 1950s, (c) Public Domain. With the SSi running through this part of Nervi, it is very difficult to find this location on Google Streetview. The arch bridge in the distance should be a helpful indicator but, as you will see below, the built environment is very different. I have also found it impossible to match the arch bridge and the steep hill side visible in this photograph. [86]

Possibly the same arch bridge as on that image above. If so, the immediate built environment has changed dramatically. [Google Streetview, August 2024]

Looking West on Via Guglielmo Oberdan, (c) Public Domain. [107]

The same location, looking West on Via Guglielmo Oberdan in the 21st century. [Google Streetview, June 2021]

Trams in Nervi – those on the left are heading towards the camera on Via Guglielmo Oberdan. The tram seen side-on is just turning out of Viale Goffredo Franchini after running round the loop from the terminus, © Public Domain. [83]

Looking West along Via Guglielmo Oberdan from the same location in the 21st century. [Google Streetview, June 2021]

The terminus loop to allow trams to be turned. This replaced a simple terminus in Piazza Vittorio Emanuele (now Piazza Antonio Pittaluga). [Google Maps, December 2024]

The tram terminus in Nervi was in Piazza Antonio Pittaluga (once Piazza Vittorio Emanuele) Early in the life of the network the terminus was in the piazza, later it was in Viale Goffredo Franchini on the North side of the piazza.

Piazza Vittorio Emanuele (later Piazza Antonio Pitta luga), Nervi, (c) Public Domain. [104]

The tram terminus in what is now Piazza Antonio Pittaluga, Nervi, (c) Public Domain. [106]

Piazza Antonio Pittaluga, Nervi, The terminus has, by the time of this photograph, been moved into Viale Goffredo Franchini on the North side of the piazza. (c) Public Domain. [88]

Piazza Antonio Pittaluga, Nerve. Although busses have replaced trams by the time of this 1960s photograph, the tram tracks remain in place. This image was shared on the Foto Genova Antica Facebook Group by Gianfranco Dell’Oro Bussetti on 14th November 2019, (c) Unknown Photographer. [103]

The tram terminus at Nervi in the mid-20th century. This image was shared on the Foto Genova Antica Facebook Group by Giovanna Levaggi on 13th May 2022, (c) Unknown Photographer. [87]

The same location in the 21st century. [Google Streetview, May 2022]

The Line to Quezzi

Partially in anticipation of taking control of the whole tram network before WW1, the municipality constructed its own line to Quezzi which used existing tram tracks as far as Ponte Castelfidardo. The transfer of the network to the municipality did not happen and this line, while remaining in the ownership of the city authorities was operated on their behalf by the tram company.

The municipally owned route to Quezzi – Ponte Castelfidardo is in the bottom left of this extract from the network map of 1956, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

The line to Quezzi followed the left (East) bank of the River Bisagno North from Ponte Castelfidardo along Corso Galliera before heading Northeast along Via Monticelli. [Google Maps, December 2024]

Via Monticelli facing Southwest, (c) Public Domain. [89]

The same location on Via Monticelli in the 21st century. [Google Streetview, August 2024]

The route continued to the Northeast along Via Ferreggiano. [Google Maps, December 2024]

The remaining length of the tramway. [Google Maps, December 2024]

A panorama of Quezzi in circa. 1935, with a tram close to the end of the line, (c) Public Domain. [108]

Piazza Foreggiano, Quezzi – the end of the line, (c) Public Domain. [109]

Another postcard view of Piazza Foreggiano. [110]

Quezzi – the end of the line as seen in the 21st century. [Google Streetview, September 2008]

Summary

The first three articles about the trams of Genoa cover the network up until the First World War. Future articles will go on to look at the later history of the network and the rolling stock used.

References

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Genoa’s Early Tram Network – Part 2 – The Western half of the Eastern Network

3 Replies

A Summary of what was covered in the First Article

In the previous article in this short series we looked at the history of trams in Genoa (Genova) – both horse trams and electric trams. We covered the story as far as the beginning of the First World War. That article can be found here. [1]

In that article we looked at the tunnels which the city created in order to facilitate access to different parts of the tram network.

That article also covered the Western Network (which is marked in green on the map below). We still have to look at the remainder of the network and the history of the network through to its final closure in the mid-1960s.

As well as looking in detail at the Western network, we noted the services provided on the whole network before the First World War. Details of the lines which formed the Western network can be found in the earlier article – here. [1]

In this article we look at the service provided on another large portion of the remainder of the network in the period up to the First World War.

The Years Before World War One – The Eastern Network

Before the start of World War 1, the Eastern network provided these services: [19]

I. Eastern Network:

21 De Ferrari – Manin – Staglieno
22 De Ferrari – Manin
23 De Ferrari – Manin – Castelletto
24 De Ferrari – Manin – Castelletto – San Nicholo
25 Circuit in the hilly suburbs
26 Piazza Principe – Corso Ugo Bassi
27 De Ferrari – Zecca – Principe
28 Caricamento – De Ferrari – Galliera ‘Ospital
29 De Ferrari – Carignano
30 Circular Raibetta – Brignole – Corvetto – Raibetta
31 De Ferrari – Staglieno – Molassana – Prato
32 De Ferrari – Staglieno – Molassana
33 De Ferrari – Pila – Staglieno
34 Staglieno – Iassa
35 Pila – Staglieno
36 Pila – Staglieno – Molassana
37 De Ferrari – San Fruttuoso
38 De Ferrari – Foce
39 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto – Nervi
40 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto
41 De Ferrari – San Francesco – Sturla – Priaruggia
42 De Ferrari – San Francesco – Sturla
43 De Ferrari – Villa Raggio – Lido
44 De Ferrari – Tommaseo – San Martino – Borgoratti
45 De Ferrari – Tommaseo – San Martino – Sturla
46 De Ferrari – Tommaseo – San Martino
47 De Ferrari – Tommaseo
48 Raibetta – Pila

III. Municipal line:
A. De Ferrari – Quezzi

Initially the East and West networks touched only at a location close to Principe Railway Station. Later, after a link was made between Piazza Caricamento and Piazza Raibetta (only a short length of rails) there was a coastal line which linked Piazza Caricamento to the Eastern lines through Raibetta.

The Eastern network focussed on Piazza Raffeale de Ferrari. We looked at images from that piazza in the first article about the trams of Genoa (Genova). At one time, Piazza de Ferrari was full of ‘circular tramlines’ and it was congested through much of the day.

Tram lines left Piazza Raffeale de Ferrari along Via Roma, to the Northeast and along Via XX Settembre.

The lines along Via Roma led to Piazza Corvetto where lines diverged to Carignano, Brignole, Manin and Acquaverde and Principe. A further line looped through the hills North of the city centre from Acquaverde to Manon, and a line ran North from Manin up the Val Bisagno to Staglieno and Prato. We will lookat these line in this article, those which ran out of Piazza de Raffeale Ferrari along Via XX Settembre will be for a further article.

Via Roma and Via Carlo Felice left the North side of Piazza Raffeale de Ferrari, © Public Domain. [8]

The same location in the 21st century. [Google Streetview, July 2015]

Looking Northeast from the Southwest end of Via Roma (only a few metres North of the last monochrome photograph, early in the 20th century, © Public Domain. [6]

The same location as the two monochrome images above in the 21st century. [Google Streetview, November 2010]

Just a few metres further Northeast, Shop Canopies and Trams in Via Roma, © Public Domain. [5]

A ground level view in the 21st century from approximately the same location. [Google Streetview, November 2010]

Via Roma in the early 20th century. This image is much more difficult to locate than others because of its closer focus on the people rather than the built environment. It seems to be taken facing Northeast and was shared on the Foto Genova Antica Facebook Group on 2nd December 2024 by Luisa Torre, (c) Public Domain. [13]

Looking South West along Via Roma from outside Palazzo Doria Spinola – just Southwest of Piazza Corvetto, © Public Domain. [4]

The same length of Via Roma in the 21st century. [Google Streetview, August 2024]

Looking Northeast across Piazza Corvetto from close to Via Roma, circa 1900-1910, © Public Domain. [15]

A similar view from ground level in the 20th century. [Google Streetview, August 2024]

Piazza Corvetto, 1940, © Public Domain. [14]

Another ground level view which approximates to the monochrome image immediately above.

As we have already noted, at Piazza Corvetto lines diverged to Piazza Carignano, Brignole, Manin and Acquaverde and Principe.

Line No. 29 – Piazza Corvetto to Carignano

The line to Carignano left the piazza in a South-southwest direction. The roads used are currently named Via XII Ottobre and Viale IV Novembre, Corso Andrea Podesta (which bridges Via XX Settembre), Via Corsica, Via Galeazzo Alessi.

This extract from the Baedeker Map of Genova from 1906 shows the route of Tram No. 29 – from Piazza de Ferrari to Piazza Corvetto, then South on the East side of Ospidale di Pammatone, along Corso Andrea Podesta (which bridges Via XX Settembre), then in a loop including Via Corsica, Via Nino Bixio, Piazza Carignano and Via Galeazzo Alessi, (c) Public Domain. [40]

The route of Line No. 29 is shown dotted on this extract from Google’s satellite imagery. [Google Maps, December 2024]

This image shows a tram heading out of Piazza Corvetto in the Carignano direction down the present Via XII Ottobre. The image was shared on the C’era una volta Genova Facebook Group by Alessandro Pellerano on 23rd March 2021, (c) Public Domain. [22]

A similar view looking towards Piazza Corvetto along Via XII Ottobre in the 21st century. [Googl;e Streetview, August 2024]

If this image is prior to 1923, traffic in Genova would have been on the left. This tram would then be travelling away from the camera leaving Viale IV Novembre to run along a short length on Via XII Ottobre to Piazza Corvetto. This image was shared on the Foto Genova Antica Facebook Group by Silvia Brisigotti on 31st May 2024, (c) Public Domain. [26]

A similar view towards Piazza Corvetto from Via IV Novembre. [Google Streetview, August 2024]

Looking South along Corso Andrea Podesta with Abbazio di Santo Stefano peeping out behind the first building on the right. This image was shared on the Foto Genova Antica Facebook Group on 15th February 2020 by Enrico Pinna, (c) Public Domain. [33]

Looking North along Corso Andrea Podesta. This image was shared on the Foto Genova Antica Facebook Group on 14th March 2019 by Enrico Pinna, (c) Public Domain. [31]

A similar view facing North on Corso Andrea Podesta across the bridge over Via XX Settembre.on the left of the photograph is Abbazio di Santo Stefano. [Google Streetview, August 2024]

Looking East along Via XX Settembre with Abbazio di Santo Stefano on the left and the bridge carrying Corso Andrea Podesta ahead. [Google Streetview, August 2024]

Corso Andrea Podesta, 1906. This image was shared on the Foto Genova Antica Facebook Group on 26th July 2022 by Renata Fergola, (c) Public Domain. [30]

A similar view in the 21st century. The three buildings on the right of the monochrome image above dominate this photo. [Google Streetview, August 2024]

Looking North along Corso Andrea Podesta from a point a few hundred metres to the South of the bridge over Via XX Settembre. This image was shared on the Foto Genova Antica Facebook Group on 7th July 2024 by Zenzero Secondo from the Collection of Stefano Finauri, (c) Public Domain. [29]

At the South end of Corso Andrea Podesta, looking North. This image was shared on the Foto Genova Antica Facebook Group on 26th July 2024 by Pietro Spanedda, (c) Public Domain. [27]

This view seems to be as close as it is possible to get on Google Streetview to the colourised postcard image above. The steps which are prominent in the image above can be seen through the balustrade to the right of this image. [Google Streetview, 2019]

Via Corsica, 1916. This image was shared on the C’era una volta Genova Facebook Group on 23rd November 2019 by Pietro Cassani, (c) Public Domain. [34]

Via Corsica in the 21st century – the trees evident in the monochrome image above have matured significantly since the early 20th century. As a result it is difficult to determine the modern equivalent of the older view. [Google Streetview, August 2024]

A loop ran round Via Galeazzo, Piazza Carignano and Via Corsica as shown below

Piazza Carignano in the early years of the 20th century looking along Via Galeazzo Alesi. The tram in the picture appears to have travelled to Piazza Carignano along Via Galeazzo Alesi. It will turn to its left along the side of Piazza Carignano before leaving the piazza along Via Nino Bixio. The loop may also have been travelled in the reverse direction, if so, this tram is leaving Piazza Carignanao down Via Galeazzo Alesi. This image was shared on the C’era una volta Genova Facebook Group by Franco Bonadonna on 18th October 2022, (c) Public Domain. [25]

Tha same view in the 21st century. [Googl;e Streetview, August 2024]

This picture shows the tram tracks running along the side of Piazza Carignano from Via Galeazzo Alesi and turning down Via Nino Bixio. This image was shared on the Foto Genove Antica Facebook Group on 30th April 2024 by Pietro Spanedda, (c) Public Domain. [23]

This view of Via Nino Bixio seen from Via Corsica shows a tram running away from the camera along Via Nino Bixio having turned right from Via Corsica. Prior to 1923 Genova traffic travelled on the left. This image was shared on the C’era una volta Genova Facebook Group by Roberto Cito on 9th September 2023, (c) Public Domain. [24]

A similar view in the 21st century of Via Nino Bixio from Via Corsica. [Google Streetview, September 2020]

Line 30 – Piazza della Raibetta to Piazza Brignole via Piazza Corevetto

Italian Wikipedia describes this route as a ‘circular’ (Circolare) – we will need to consider how this route differs from an ‘out-and-back’ service (such as Line 29 between Piazza de Ferrari and Piazza Carignano).

Piazza della Raibetta was the terminus of a coastal tram route. Initially, it was only served by Line No. 30.

Piazza della Raibetta. [Google Maps, December 2024]

Tram lines visible in the road surface of Piazza della Raibetta. This image was shared on the C’era Una Volta Genova by Alessandro Lombardo on 2nd April 2018, © Public Domain. [35]

Piazza della Raibetta in the 21st century. [Google Streetview, 2019]

Assuming that this network map is correct, the most likely route of Line 30 – the blue line round the coast and up the first length of Val Bisagno, left along Via XX Settembre to Piazza de Ferrari, along Via Roma to Piazza Corvetto and then along Via Serra to Piazza Brignole. Trams would, under these assumptions, return to Piazza Raibetta by the same route, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [19]

These three extracts from the Baedeker 1906 map of Genoa show the route of Line No. 30.

Again, assuming the map by Arbalete is correct, the line ran South from Piazza Raibetta along (probably) Via Filippo Turati and then through Piazza Cavour onto Sottopasso di Carcimento. The line continued around the South side of the city along Corso Maurizio Quadro and Corso Aurelio Saffi (previously Corso Principe Oddone) to the mouth of the River Bisagno where it turned inland, following the Val Bisagno as far as Via Luigi Cardorna where trams turned left following that road to the West which continued into Via XX Settembre. Then into Piazza de Ferrari, Via Roma, Piazza Corvetto, Via Serra and finally Piazza Brignole, (c) Public Domain. [40]

Line No. 30 from Piazza Raibetta along (probably) Via Filippo Turati and then through Piazza Cavour onto Sottopasso di Carcimento. The line then continued around the South side of the city along Corso Maurizio Quadro and, at the bottom of this satellite image, Corso Aurelio Saffi. [Google Maps, December 2024]

Trams followed Corso Aurelio Saffi (previously Corso Principe Oddone) to the mouth of the River Bisagno where they turned inland, following the Val Bisagno as far as Via Luigi Cardorna where trams turned left following that road to the West which continued into Via XX Settembre. [Google Maps, December 2024]

From Via XX Settembre trams entered Piazza de Ferrari ran along Via Roma, through Piazza Corvetto onto Via Serra and into Piazza Brignole. [Google Maps, December 2024]

There is an alternative to this route. This would have trams returning from Brignole to Ponte Pila by a more direct route and so completing a ‘circular’ as suggested by the route listings above. The 1906 Baedeker below shows a tram route which would permit this option.

A possible alternative route of Line 30, running South from Piazza Brignole along Via Galata, then East along Via Colombo, North along Via Ederra (now Via Fiume), Southeast across the front of Brignole Railway Station (across the North side of Piazza Guiseppe Verdi and Southwest alongside the River Bisagno on Via Canevari, before returning to Piazza Raibetta along Corso Aurelio Saffi. If this is the correct route it was probably travelled by trams in both directions, © Public Domain. [40]

The alternative route superimposed as a blue line on Google Maps satellite imagery. [Google Maps, December 2024]

Looking Southeast, trams on Via Mauritzio Quadro/Aurelio Saffi, (c) Public Domain. [39]

Via Corso Principe Oddone, later Via Aurelio Saffi, (c) Public Domain. [46]

A similar location in the 21st century. [Google Streetview, August 2024]

The coastal road running Southeast. The building which is being constructed with scaffolding around it is, I believe, the Genova Fire Station, (c) Public Domain. [46]

A very similar view in the 21st century. Note the two arches on the left of each image. [Google Streetview, August 2024]

Corso Principe Oddone looking Northwest, early in 20th century. Road names were changed with the removal of the monarchy. This length of Corso Principe Oddone became Corso Maurizio Quadro, © Public Domain. [38]

A very similar view in the 21st century, the ornate building is long-gone! [Google Streetview, August 2024]

The fire station on Corso Principe Oddone, again looking Northwest, this length became Corso Maurizio Quadro or possibly Corso Aurelio Saffi. The point at which the name change occurred is not clear. The building which features in the monochrome image above can be seen just beyond the fire station in this image. The fire station sat on this site from 1906 until it was demolished in the 1990s. [39]

A very short distance Southeast along Corso Aurelio Saffi, this view looks North across what was once the site of Genova’s Fire Station. [Google Streetview, August 2024]

By 1916, the names of roads dedicated to royalty had been changed. This view looks East-southeast along the coast road, from Corso Maurizio Quadro towards Corso Aurelio Saffi, © Public Domain. [41]

Looking East at approximately the same location as the monochrome image above. [Google Streetview, August 2024]

These next few photographs of the coast road (Circonvallazione a Mare) focus on a dramatic Villa which overhung the road – Villa Figari (also known as Villa Mylius).

Villa Figari, Corso Principe Oddone (later Via Aurelio Saffi, (c) Public Domain. [41]

Villa Figari on Via Corso Aurelio Saffi, (c) Public Domain. [42]

Villa Figari on Via Corso Principe Oddone, later Via Aurelio Saffi, (c) Public Domain. [43]

Another similar 21st century view. [Google Streetview, August 2024]

A tram on the curve on Corso Aurelio Saffi with the port buildings behind, (c) Public Domain. [38]

Corso Aurelio Saffi ran/runs Southeast alongside the Mediterranean (previously Corso Principe Oddone). This image was shared on the C’era una volta Genova Facebook Group by Antonio Di Lorenzi on 2nd March 2018, (c) Public Domain. [28]

Via Corso Aurelio Saffi (Previously Corso Principe Oddone) in circa. 1930. Villa Figari can be seen on the left side of the image. This image was shared on the C’era una volta Genova Facebook Group by Elio Berneri on 20th April 2020, (c) Public Domain. [36]

Via Corso Aurelio Saffi. This image was shared on the C’era una volta Genova Facebook Group by Fulvia Enzina Benotti on 12th February 2018, (c) Public Domain. [44]

Corso Aurelio Saffi begins to head inland alongside the River Bisagno, (c) Public Domain. [47]

The curve on Corso Aurelio Saffi in the 21st century. [Google Streetview, Au8gust 2024]

Corso Aurelio Saffi and Ponte Bezzecca. Trams continued to travel North as far as Ponte Pila, (c) Public Domain. It is nigh impossible to replicateb this view in the 21st century. Not only has the river been culverted but the majotiy of buildings have been replaced. [37]

Looking East across the approximate position of Ponte Bezzecca in the 21st century. [Google Streetview, August 2024]

A postcard from the late 1940s or early 1950s. Via Ferruccio once ran from the Pila Bridge to the sea. In the 21st century, the avenue is now called Brigata Bisagno, © Collection of A. Pellerano, Public Domain. This image was shared on the C’era Una Volta Genova Facebook Group by Alessandro Pellerano on 29th May 2021. [89]

A 1913 view West from Pont Pila along Via Luigi Cadorna, (c) Public Domain. [48]

Looking West across the line of Ponte Pila in the 21st century. Via Luigi Cardona is directly ahead. In the far distance is Via XX Settembre. [Google Streetview, August 2024]

Looking East along Via XX Settembre under the bridge carrying Corso Andrea Podesta, (c) Public Domain. [51]

A similar view in the 21st century. [Google Streetview, April 2023]

Via XX Settembre looking West relatively close to Piazza de Ferrari, (c) Public Domain. [49]

Approximately the same location in the 21st century. [Google Streetview, April 2023]

Via Settembre feeds into Piazza de Ferrari and trams passed through Ferrari onto Via Roma and then on to Piazza Corvetto. Pictures of this length of the route can be found in the part of this article (above) covering Line No. 29.

From Piazza Corvetto the trams ran along Via Serra to Plaza Brignole.

The view East from Piazza Corvetto along Via Serra towards Piazza Brignole. [Google Streetview, August 2024]

A view across the railway tracks at Brignole station, looking West through Piazza Brignole and along Via Serra, (c) Public Domain. [50]

Looking West from Piazza Brignole along Via Serra. This image was shared by Gino Ratto on the C’era una volta Genova Facebook Group on 14th July 2020, (c) Public Domain. [55]

The view along Via Serra from Piazza Brignole in the 21st century. [Google Streetview, August 2024]

Piazza Brignole to the Northwest of the Railway Station. This image was shared by Corallo Giorgio on the C’era una volta Genova Facebook Group on 9th November 2016, (c) Public Domain. [61]

Piazza Brignole in the 21st century. [Google Streetview, August 2024]

Just to the West of Piazza Brignole, a tram line ran along Via Galata, South from Via Serra to Via Colombo, along Via Colombo to Via Ederra (now Via Fiume), then North on Via Ederra before turning Southeast across the front of Brignole Railway Station (across the North side of Piazza Guiseppe Verdi and then Southwest alongside the River Bisagno on Via Canevari.

Trams ran South on Via Galata. [Google Streetview, August 24]

Trams ran East on Via Colombo. [Google Streetview, April 2023]

Looking North on Via Fiume (once Via Edeera) which trams followed towards Brignole Station which sits beyond the trees to the right of this image. [Google Streetview, August 2020]

The curve round to the front of Brignle Railway Station, (c) Public Domain. [60]

Looking South down the line of the right bank of the River Bisagno (now culverted). The street is Via Canevari. Trams ran South alongside the river on Via Canevari.

Looking North from a similar position in the 21st century. [Google Streetview, August 2024]

From the location of Ponte Pila trams followed the route alongside the River Bisagno and then along Corso Aurelio Saffi back to Piazza Raibetta.

Piazza Corvetto to Piazza del Principe

Two tunnels made it possible for trams to run between Piazza Corvetto and Piazza Principe. The route ran via, what are now Galleria Nino Bixio and Galleria Giuseppe Garibaldi, through Largo della Zecca, along Via Paolo Emilio Bensa, through Piazza della Nunziata, along Via Balbi, through Piazza Acquaverde and then along the South side of Principe Railway Station along Via Andrea Doria to Piazza del Principe.

The tram route we are looking at now runs West-northwest out of Piazza Corvetto through two tunnels and through Piazza Acquaverde before reaching Piazza del Principe. A relatively straight route except for the dog-leg close to Piazza Acquaverde. [19]

The majority of the route appears on this extract from the Baedeker 1906 map of Genova, (c)m Public Domain. [40]

This extract from Baedeker’s 1906 map covers the remainder of the tram route, (c) Public Domain. [40]

An early postcard (1895-1897) view showing the first tunnel that linked between Piazza Corvetto and Piazza del Portello. This is the portal closest to Piazza Corvetto. It was referred to as either Galleria Corvetto or Galleria Portello. Later it was known as.Galleria Regina Elena and even later, Nino Bixio. Circulation was alternate along a single line, © Public Domain. [53]

Piazza Portello, an early view of what once widened would become Galleria Giuseppe Garibaldi, © Public Domain. [59]

Piazza del Portello, looking West from the West Portal of Galleria Nino Bixio towards Galleria Giuseppe Garibaldi. [Google Streetview, August 2024]

Piazza del Portello, looking East from the East Portal of Galleria Giuseppe Garibaldi towards Galleria Nino Bixio. [Google Streetview, August 2024]

The two Galleria (Nino Bixio and Giuseppe Garibaldi) are covered in the first of this short series which can be found here. [1]

At the far end of the second tunnel the trams ran through Largo della Zecca onto Via Paolo Emilio Bensa.

The view East from Piazza della Nunziata towards Largo della Zecca along Via Paolo Emilio Bensa, © Public Domain. [58]

A similar view in the 21st century. [Google Streetview, 2009]

An early tram on Piazza della Nunziata, © Public Domain. [57]

Via Paolo Emilio is behind the camera. The photograph looks across Piazza della Nunziata and along Via Balbi, © Public Domain. [3]

A similar view to the one above with a tram closer to the camera, © Public Domain. [56]

A 21st century view from Piazza della Nunziata along Via Balbi. [Google Streetview, August 2024]

Looking Northwest along Via Balbi in 1917, with tram tracks in the road surface. The building at the centre of the next image appears in the distance. © Public Domain. [2]

A similar view in the 1950s, © Public Domain. [65]

Via Balbi again, looking towards Piazza Acquaverde. The building was demolished in 1929. The Hotel di Londres sat at the mouth of Via Balbi on Piazza Acquaverde, © Public Domain. [62]

The location of Hotel di Londres in the 21st century. [Google Streetview, August 2024]

Hotel di Londres seen from Piazza Acquaverde, © Public. [63]

Looking back East along Via Balbi from l’Hotel di Londres, © Public Domain. [64]

Piazza Acquaverde seen from the roof of the Principe Railway Station, © Public Domain. [66]

With Via Balbi ahead on the left this photograph shows Hotel Colombia, seen from Piazza Acquaverde, © Public Domain. [67]

The sequence of photographs below shows the driver’s eye view from a tram heading from Via Balbi towards Via Andrea Doria.

Principe Railway Station seen from Piazza Acquaverde close to Via Balbi, © Public Domain. [68]

Another view across Piazza Acquaverde towards the buildings of Principe Railway Station. The arch behind the tram leads onto Via Andrea Doria, © Public Domain. [69]

A similar view of Principe Railway Station in 21//the 21st century. [Google Streetview, August 2024]

Looking South into Via Andrea Doria from Piazza Acquaverde at around the turn of the 20th century. The arched entrance to Via Andrea Doria was removed in 1931 to enhance traffic flows, © Public Domain. [70]

A 21st century view at the same location. [Google Streetview, August 2924]

Looking North out of Via Andrea Doria onto Piazza Acquaverde around the turn of the 20th century, © Public Domain. [71]

This extract from a photograph which looked South from higher ground to the North shows Principe Railway Station and Via Andrea Doria after the removal of the arch, © Public Domain. [72]

The view from Via Andrea Doria across Piazza Principe towards Hotel Miramar at the centre-top of the image. [Google Streetview, 2019]

An extract from a photograph of Piazza Principe. This photograph looks East along Via Andrea Doria towards its bend into Piazza Acquaverde, © Public Domain. [73]

Looking East across Piazza Principe, © Public Domain. [74]

Looking East across Piazza Principe in the 21st century. [Google Streetview, 2019]

Piazza Acquaverde to Piazza Manin through the Hills

At Piazza Acquaverde a line diverged from that heading to Piazza Principe. It immediately began to climb into the suburbs close to the city centre.

Line No. 25 was the line through the hills, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [19]

The full length of Line No. 25 appears diagrammatically above. It is shown on the two extracts from the Baedeker map of Genova of 1906 below.

These two extracts from Baedeker’s map of 1906 show Line No. 25 through the hills, © Public Domain. [40]

Trams on Line No. 25 turned to the Northwest at the East end of Piazza Acquaverde. A short climb led to the lower entrance to Galleria Sant’Ugo. That tunnel is covered in the earlier post in this short series, here. [1]

Galleria Sant’Ugo was a horseshoe shaped tunnel which lifted trams to pavement level in Piazza Pedro Ferriera. Leaving the tunnel trams ran Northeast along Via Sant’Ugo.

Piazza Pedro Ferriera in the 21st century. The upper entrance to Galleria Sant’Ugo can be seen on the left. Via Sant’Ugo heads away from the camera on the right. [Google Streetview, August 2024]

Looking Northeast on Via Sant’Ugo. [ Google Streetview August 2025]

Looking Northwest on Via Sant’Ugo in the 1930s, © Public Domain. [75]

The same hairpin bend in the 21st century. The semi-circular stone facade is just off the left of this photo. Beyond the bend the road name changes to Via Almeria. [Google Streetview, August 2024]

The hairpin bend Corso (Via) Ugo Bassi is ahead of the camera [77]

Via Almeria ran West to another hairpin bend and another change in road name – Corso Ugo Bassi.

A tram approaching the hairpin bend into Corso Ugo Bassi, © Public Domain. [77]

Via Almeria is on the right, Corso Bassi is on the left of this 21st century image. [Google Streetview, August 2024]

Looking back to the hairpin bend on Corso Ugo Bassi, (c) Public Domain. [78]

The same view in the 21st century. [Google Streetview, April 2023]

Corso Firenze, looking East from the top of the switchback climb which culminated in the run up Corso Ugo Bassi, © Public Domain. [76]

The same view in the 2st century. [Goopgl;e Streetview, April 2023]

Looking North along Corso Firenze, © Public Domain. [77]

Another view North along the same lenght of Corso Firenxe. [Google Streetview, April 2023]

These two photographs show Corso Firenze turning right then left before it reaches a hairpin bend around wooded park land. [Both, Google Streetview, April 2023]

These two view show Corso Firenze facing South after turning through the hairpin bend. [Google Streetview, April 2023]

Corso Firenze turns sharply to the left to run in an easterly direction. [Google Streetview, July 2022]

Corso Firenze continues East then Northeast. It then turns sharply to the right, heading Southwest. The next monochrome image looks North from the end of that southwesterly length of the road.

Corso Firenze looking North, © Public Domain. [79]

A similar view of Corso Firenze, (c) Public Domain. [88]

Corso Firenze, looking North in the 21st century. A very similar view to the monochrome image above.

Corso Firenze gives out onto Piazza Goffredo Villa where the tram route ran Northwest-Southeast for a short distance before heading Northeast on Corso Niccolo Paganini.

Looking North on Corso Firenze close to Spianata Castellatto, © Public Domain. []

A similar view looking North on Corso Firenze in the 21st century. [Google Streetview, 2019]

The entrance to Piazza Goffredo Villa from Corso Firenze. [Google Streetview, April 2023]

Looking Southeast through Spianata Castellatto which became Piazza Goffredo Villa, © Public Domain. []

Looking Southeast through the centre of Piazza Goffredo Villa in the 21st century. [Google Streetview, April 2023]

Looking North-northeast along Corso Niccolo Paganini from close to Piazza Goffredo Villa in the 21st century. [Google Streetview, April 2023]

Looking North-northeast along the first length of Corso Niccolo Paganini, © Public Domain. [80]

Corso Niccolo Paganini, (c) Public Domain. [85]

A hairpin bend takes Corso Niccolo Paganini over Ponte Caffaro and after returning South the old tram route turned East on Corso Magenta.

Ponte Caffaro carries Corso Niccolo Paganini across Via Caffaro. [Google Streetview, April 2023]

Looking South down the eastern arm of Corso Niccolo Paganini, Via Caffaro runs below and to the right of the photograph. [Google Streetview, April 2023]

Looking North up the eastern arm of Corso Niccolo Paganini, © Public Domain. [81]

Trams turned left from Corso Niccolo Paganini into Corso Magenta. [Google Streetview, April 2023]

I believe that this is the first length of Corso Magenta looking East toward another hairpin bend. [83]

The smae length of Corsa Magenta, looking East. [Google Streetview, April 2023]

After the hairpin bend, trams on Corso Magenta ran generally in a southerly direction. [Google Streetview, April 2023]

They then turned left to travel East across the Northside of the Giardini Combattenti Alleati. [Google Streetview, April 2023]

Trams then turned Northeast into Corso Solferino which drifted down while running generally in an Easterly direction. {Google Streetview, April 2023]

Corso Solferino again. [Google Streetview, April 2023]

And Corso Solferino again. [Google Streetview, April 2023]

Trams left Corso Solferino, bearing left ontoCorso Carlo Armellini. [Google Streetview, April 2023]

Trams ran the full length of Corso Magenta and onto Corso Solferino which in turn led to Corso Carlo Armellini. Passing the Manin/Contardo Lift on their left, trams entered Piazza Manin.

Looking East into Piazza Manin from Corso Carlo Armellini. [Google Streetview, April 2023]

Piazza Manin seen from the East looking off The Ponte di Via della Crocetta, (c) Public Domain. [82]

A simila view in the 21st century. [Google Streetview, April 2023]

Piazza Manin, looking East, (c) Public Domain. [87]

A view looking East from Piazza Manin in the 21st century. [Google Streetview, August 2024]

Piazza Corvetto to Piazza Manin, Staglieno and Prato in Val Biasagno.

This article has covered the Western half of the Eastern tram network. We will cover the length of line from Piazza Corvetto to Plato (via Paizza Manin and Staglieno) along with the lines which ran East along Via XX Settembre to Val Bisagno and then diverged to serve Staglieno, Raibetta (which we have already looked at), Foce, Thommaseo and Nervi in another article.

We will also cover the history of the Genoa Network from the end of the first World War in that next article and, either in that article of a further article, the rolling stock used on the network.

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