Tag Archives: Tramway

Stockport Corporation Tramways – Modern Tramway Vol. 12 No. 138, June 1949 – Part 1

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P.W. Gentry wrote about Stockport’s trams in the July 1949 issue of Modern Tramway.

He says: “Besides possessing several interesting features of its own, the Stockport system today commands added attention as the last last surviving member of that once network of standard gauge undertakings encircling Manchester. It is an unusually pleasing system by virtue of its compact and simple arrangement, its focal point being Mersey Square.” [1: p123]

This article in Modern Tramway caught my attention because for about 9 years I worked in Stockport as a highway engineer.

We know that tramways arrived in Stockport in the 1880’s from the Manchester direction when “the Manchester Tramways and Carriage Co, Ltd., [opened] a horse-car service into Mersey Square via Levenshulme.” [1: p123]

In 1889, the Stockport and Hazel Grove Carriage and Tramway Co. Ltd. was formed and “instituted horse car services southwards to Hazel Grove and Edgeley at Easter 1890.” [1: p123]

Stockport tramcar No. 5, dating from 1901, is preserved at the Heaton Park Tramway. The lower saloon of tramcar No. 5 was recovered from a field, where it had been used as a hen house, in 1971. It was restored by the ‘Stockport 5 Tramway Trust’. It now runs on the Heaton Park Tramway, a tramway museum in Heaton Park, Manchester. [2]

Stockport Corporation began tramway operations when, in 1890, “an Order under the Tramways Act was obtained for the construction and operation of electric tramways. Work commenced in Sandy Lane on 12th February 1901 and the three routes projected were opened in stages.” [1: p123]

Woodley Route: to Woodley Station by 26th August 1901; and Pole Bank by 30th May 1902.

Reddish Route: to Sandy Lane by 3rd September 1901; to Holdsworth Square by 30th May 1902; and to the Bull’s Head in Reddish by 25th November 1903.

Cheadle Route: to the Robin Hood on Brinksway by 23rd January 1902; to Cheadle Heath Bridge by 25th July 1903; to Cheadle Green by 5th May 1904; and to the Horse & Farrier, Gatley Green by 24th May 1904.

In parallel, negotiations secured the purchase of the horse tramways. First, the Levenshulme line (which was electrified by Manchester Corporation by 1903 and maintained by them). The Stockport & Hazel Grove undertaking was purchased in 1994 for £14,000 and electrified by 5th July 1905.

Tram service No. 35 was by then running from Manchester to Hazel Grove.

Mersey Square was the main hub of Stockport’s tramway network. …

Mersey Square was the hub of the Stockport Corporation tramways. Mersey Square Depot and Heaton Lane Depot are shown clearly on this sketch plan drawn in 1949. The modern A6 runs left-right across the lower half of the plan. © P.W. Gentry, Public Domain. [1: p123]

The National Library of Scotland retains three digital versions of the OS 25″ mapping:

An extract from Map: Cheshire X.15; Ordnance Survey, 25 inch to 1 mile; revised: 1907; published: 1932 which shows Mersey Square as it was in 1907. It seems as though publication of this map was delayed for 25 years! [6]
An extract from Map: Lancashire CXII.9; Ordnance Survey, 25 inch to 1 mile; revised: 1917; published: 1922, which shows Mersey Square as it was in 1917. [7]
An extract from Map: Lancashire CXII.9; Ordnance Survey, 25 inch to 1 mile; revised: 1934; published: 1936, showing Mersey Square as it was in 1934. The tram depot has been enlarged and the additional depot on Heaton Lane constructed. Heaton lane Depot is accessed via the branch West off Wellington Road. [8]

The sequence of extracts from the Ordnance Survey’s 25″ series of maps shows the development from 1907 to 1934. The most significant changes in that period were: the dualling of the trackwork on the A6 South of the Square; and the development of the Tram Depot. As can be seen from the map extracts, the main depot building was widened to reach the river bank and then extended Southwest towards Mersey Square. A surprising change appears in the latest extract – the conversion of the dual track work on Chestergate where it passes under the A6, Wellington Road to a stretch of single track.

Mersey Square in 1932, seen from the West. This image was shared on the Memories of Stockport Facebook Group on 19th January 2021 by Chris Paul. [13]

The 1930s to the 1970s saw major changes to the centre of Stockport. The River Mersey was culverted from Mersey Square, Northeast to Bridge Street and a dual carriageway road was created along the line of the River Mersey. This new road was not used by trams but it altered traffic arrangements at Mersey Square while it was in use.

The construction of Merseyway in the 1930s is nearing completion in this photograph which was shared on the Memories of Stockport Facebook Group on 18th October 2020 by Dave Moran. [12]
The view Southwest from Bridge Street, showing the dual carriageway over the River Mersey in the mid-20th century. This image was shared on the Memories of Stockport Facebook Group on 26th June 2020 by Julian Ryan. [9]
Merseyway was built on a series of reinforced concrete portal frames spanning the river. Given the positioning of the vehicles on the structure, this image probably comes from while the road was closed. The image was shared on the Memories of Stockport Facebook Group on 26th September 2018 by Marilyn Ann Cronshaw. [11]
Merseyway is seen from the Southwest, looking Northeast in the mid-20th century. The tram depot is on the left. This image was shared on the Memories of Stockport Facebook Group on 10th August 2020 by Keith Povey. [10]
A final view of Merseyway as a road across the roundabout at its Southwest end in Mersey Square. The photograph was taken from Wellington Road and it was shared on the Memories of Stockport Facebook Group on 6th October 2020 by Mark Lloyd. [14]
Mersey Square seen from the Southeast in 1948. The oddly shaped roundabout at the end of Merseyway is on the right with the old fire station above it. This image was shared on the Memories of Stockport Facebook Group on 28th August 2023 by Michael  Sidebottom. [15]
Traffic emerging from Mersey Square onto Wellington Road (A6). Manchester is away to the right, Hazel Grove to the left. Heaton Lane Tram Depot is beyond Wellington Road on the right of the image. This photograph was shared by Marilyn Ann Cronshaw on 24th June 2015. [16]
Mersey Square, Stockport in the 21st century. [Google Maps, January 2025]

By July 1905, the network was “in its final shape, with a total route mileage of 19.46. Of this, however 2.51 route miles (Vernon Park Pole Bank) was the property of Bradbury and Romiley Urban District Council, 1.64 miles (Cheadle Heath Bridge Gatley Green) belonged to Cheadle and Gatley U.D.C. and 0.88 miles to Hazel Grove and Bramhall U.D.C., all these sections being leased to Stockport Corporation for operating purposes. The total length of track over the system as a whole was 34.03 miles, and the cost of track construction averaged the modest figure of £7,227 per route mile.” [1: p124]

In addition to joint working with Manchester Corporation, a similar arrangement was made with “The Stalybridge, Hyde, Mossley and Dukinfield Transport and Electricity Board, Pole Bank being the point of connection between the two systems. Stockport cars were operated through to Hyde Town Hall from 1st January, 1903, when the Pole Bank Hyde line was the property of the Oldham, Ashton and Hyde Electric Tramways, Ltd., a B.E.T. subsidiary, but it was not until 1923, when this undertaking sold out to local authorities and the Hyde – Pole Bank section was taken over by the Joint Board, that mutual through running could be started. A joint S.H.M.D.-S.C.T. service was introduced in March 1925, between Hyde and Edgeley via Mersey Square and continued until the Joint Board ceased to operate trams on 26th May, 1945. Thereafter, Stockport maintained the service unaided until 2nd March, 1947, when buses took over and the trams were cut back to Vernon Park.” [1: p124]

The withdrawal of the through services into Manchester occurred in the late 1940s but, Gently says, “luckily, only one section of the purely local system [had] suffered likewise, that being the Cheadle-Gatley section, on which buses were substituted on 21st September 1931. An early trolleybus route to Offerton was given up as impracticable many years [earlier].” [1: p124]

Wikipedia tells us that the fleet of tramcars steadily increased, with the Corporation owning a total of 87 double-deck electric tramcars through the life of the system, [3] although the highest number at any one time was 85 [4] and numbers  settled down at 82, “all of which [were] of the single-truck top-covered vestibuled type with an average seating capacity of 60. Only 26 cars [had] open balconies, and these [were] used only at peak periods; ten of them [had] reversed staircases. The 56 totally enclosed cars [included] 30 which [were] fully upholstered on both decks, the seats being particularly deep and comfortable. The car [equipment comprised] Westinghouse, DK.30 or DK.35 motors and Dick, Kerr DB.1 (form K3) controllers, and hand-operated track brakes [were] fitted on account of the steep gradients. In 1944, the fleet numbering was re-arranged with the primary object of grouping together between 1 and 29 all those cars which, on account of a low bridge near Bredbury, had low-built top-covers, these being identified by a large H (denoting “Hyde,” the route concerned) on either side of the headlamp.” [1: p124] This was needed until abandonment of the lines beyond Vernon Park rendered this unnecessary. [5]

Three photographs of Stockport Corporation Trams. The first photograph shows Tram No. 35 at Cheadle Heath. The second, Tram No. 54 at Hazel Grove. The third shows Trams Nos. 59 and 60 at Cheadle Heath, © V. E. Burrows but very probably in the Public Domain. [1: p125]

Most of the network survived the Second World War but was progressively closed in 1950 and 1951, only surviving for a short while after the Modern Tramway article of 1949. … “The Crossley Road to Hazel Grove route was the first to go, on 14th January 1950, followed by the Edgeley to Vernon Park route on 3rd March 1951, the Cheadle route on 10th April 1951 and finally the Reddish line on 25th August 1951.” [3]

Wikipedia also explains that: “The Corporation also ran a small trolleybus line, using three vehicles which collected current from the overhead lines using the German Lloyd-Kohler system, the only use of this system in Britain. The route opened in 1913, but the onset of the First World War made obtaining spare parts from Germany impossible, and it ran intermittently, due to maintenance problems. It was replaced by motor buses in 1920.” [3]

It is interesting to note that the deals made with adjacent networks “allowed long journeys to be made by tram, with the route from Hazel Grove to Seaforth Sands near Liverpool being 51.5 miles (82.9 km). One lady is known to have travelled between Liverpool and Stockport for pleasure on several occasions, although it took almost a whole day to reach her destination.” [3]

Gentry noted that Stockport’s track was “double throughout on the Levenshulme, Cheadle Heath, Edgeley and Hazel Grove routes and mostly so on Reddish except between the top of Lancashire Hill and Clare Road; this latter section, together with Princes Street and most of the Vernon Park route [was] single-and-loop. The rail used [weighed] 101 lbs. per yard. The chief depot [was] located in Mersey Square, with a subsidiary depot nearby in Heaton Lane.” [1: p124]

Stockport’s Tram Routes

The Stockport Corporation Tramway Network (1901-1951), © Rcsprinter123 and licenced for reuse under a Creative Commons Licence (CC BY 3.0) [3]

Edgeley to Mersey Square and Mersey Square to Reddish and Gorton

The first axis that we will look at is tram movements from Edgeley through Mersey Square and then North from Mersey Square to Reddish and beyond.

The tram terminus in Edgeley was on Castle Street just East of Dale Street and opposite a small Mission Church and Institute. It is shown here on an extract from the 25″ Ordnance Survey of 1916 (published 1922). This length of Castle Street is part of the B5465. [19]
A tram at the terminus on Castle Street, Edgeley, Stockport. This image faces West and was shared on the Memories of Stockport Facebook Group on 26th March 2020 by Jim Rooney, © Public Domain. [18]
The same location on Castle Street in Edgeley (B5465). Looking West, as above, Dale Street is on the left, on the near side of the half-timbered building. [Google Streetview, August 2023]
Looking East from Castle Street’s junction with Caroline Street. The Wesleyan Chapel, seen on the left, has been demolished and the road pedestrianised. This image was shared by Marilyn Ann Cronshaw on the Memories of Stockport Facebook Group on 14th April 2018, © Public Domain. [22]
A similar view East along Castle Street in the 21st century. [Google Streetview, January 2021]
Castle Street, Greek Street and Shaw Heath junction with dual tram tracks running along Castle Street and Greek Street. This is an extract from the 25″ Ordnance Survey of 1934 (published in 1936). [20]
A tram running towards Edgeley leaves Greek Street and crosses Shaw Heath before running along Castle Street, Edgeley. This image was shared on the Memories of Stockport Facebook Group by Marilyn Ann Cronshaw on 25th May 2016, © Public Domain. [23]
The Castle Street, Greek Street and Shaw Heath junction is now a roundabout. The armoury building still stands. This view shows the location in the monochrome image above as it appears in the 21st century. [Google Streetview, January 2021]
The line from Edgeley met that from Hazel Grove at the junction between the A6 and Greek Street1907 (published 1932). [21]
Looking North from the junction of Greek Street and Wellington Road South. This image was shared by Barry Tasker on the Memories of Stockport Facebook Group on 11th January 2019, © Public Domain. [26]
The same view in the 21st century. [Google Streetview, September 2023]
Now further North, looking South along Wellington Road South from its junction with St. Petersgate. This image was shared on the Memories of Stockport Facebook Group by Barry Tasker on 14th May 2021. It is held in Stockport Image Archive, © Public Domain. [24]
Looking South on Wellington Road South from a similar location in the 21st century. [Google Streetview, September 2023]
Trams ran North up Wellington Road South, turned right into St. Petersgate, then right into St. Peter’s Square and down the ramp into Mersey Square. [21]
Wellington Road South (A6), St. Petersgate, St. Peter’s Square and Mersey Square in the centre of Stockport in the 21st century. The large disturbed area either side of the A6 is the construction site for the new transport interchange. [Google Earth, January 2025]
The view North down Wellington Road South from a point South of St. Petersgate. A then brand new Brush-built tramcar No. 38 purchased in 1905 for the new Edgeley and Hazel Grove routes is standing in Wellington Road South and facing towards Mersey Square. In the left hand middle distance the shape of the gasometer which would be demolished to make way for the Heaton Lane complex can just be discerned.  This car would be top covered two years later. [38: p21]
Looking Northeast along St. Petersgate with the Public Baths on the left. This image was shared on the Memories of Stockport Facebook Group by Marilyn Ann Cronshaw on 20th February 2019. [28]
A similar view Northeast on St. Petersgate in the 21st century. [Google Streetview, January 2021]
St. Peter’s Square looking Southwest along St. Petersgate towards Wellington Road South. Trams from Hazel Grove and Edgeley turned of Wellington Road South at St. Petersgate. Those travelling towards Hazel Grove and Edgeley turned left into Duke Street/Lord Street and then right into Wellington Street to find their way to Wellington Road South. This image was shared on the Memories of Stockport Facebook Group by Marilyn Ann Cronshaw on 31st May 2016, © Public Domain. [30]
A similar, ground-level view in the 21st century. [Google Streetview, July 2021]
Two trams pass at the junction of St. Petersgate and St. Peter’s Square. This image was shared on the Memories of Stockport Facebook Group by Keith Povey on 8th July 2020, © Public Domain. [29]
A very similar camera position shows an earlier view with a new Manchester electric tram passes a Hazel Grove-bound horse tram in St Peter’s Square. This photograph was taken in 1902 soon after Manchester’s electric cars reached the town, but it would be another 20 or so years before Stockport’s cars could reach Manchester due to the complicated boundaries and various leasing agreements pertaining at the time. [38: p13]
A similar view in the 21st century. [Google Streetview, July 2018]
The Theatre Royal on St. Petersgate with a tram about to turn North into St. Peter’s Square. The image was shared in the Memories of Stockport Facebook Group by David Henthorne on 25th June 2024, © Public Domain. [27]
One of the buildings at the centre of the monochrome image above, that on the left, has been replaced.  That on the right survives. [Google Streetview, July 2024]

Trams ran through St. Peter’s Square and down the ramp into Mersey Square. The tram stop was in the centre of the paved area with both the Tram Depot and the Fire Station close by.

Tram No. 63 on the service from Edgeley to Reddish is about to leave Mersey Square. The tram depot is behind on the right, the fire station behind on the left. The tram will leave the tram stop, turn right onto Wellington Road and immediately right again into Princes Street. This image was shared on the Memories of Stockport Facebook Group on 26th July 2023 by Dave Moran.  [17]
The location is vastly different today. The Tram Depot and fire station now replaced by Merseyway Shopping Centre. [Google Streetview, 2018]
The main entrance to the Tram Depot. This image was shared on the Memories of Stockport Facebook Group by Marilyn Ann Cronshaw on 22nd May 2016. [32]
The interior of Stockport Tram Depot, © Public Domain. [31]
An extract from an image earlier in this article. It shows the tram route out of Mersey Square onto Wellington Road and the route then taken by trams from Reddish and East of the town centre up Princes Street. We noted earlier that the image shows Mersey Square in 1932. The fire station and the main Tram Depot are at the top of the extract. The building which just transgresses on the image in the bottom left is Heaton Lane Tram Depot, © Public Domain. [13]
An early view South from Wellington Road North showing trams leaving/entering Mersey Square. The tram at the centre of the image is turning left into Princes Street. Mersey Square was enlarged by removing the buildings on the left of this image. [38: p18]
Also looking South along Wellington Road South from Wellington Road North. The entrance to Mersey Square is on the left. The town hall is in the far distance, © Public Domain. [25]
The same view in the 21st century. The Town Hall is just visible in the distance. [Google Streetview, September 2023]
Princes Street in the early 20th century, seen from Mersey Square/Wellington Road. This image was shared on the Memories of Stockport Facebook Group by Barry Tasker on 9th October 2024. [33]

The Northeast end of Princes Street. The 25″ Ordnance Survey of 1934 (published in 1936). [34]
The Northeast end of Princes Street. Bridge Street is to the right, Tiviot Dale to the left. Trams for Brinksway and the East side of Stockport turned right at the junction, those for Reddish and beyond turned up Tiviot Dale. This image was shared on the Memories of Stockport Facebook Group by Dave Moran on 14th April 2024, © Public Domain. [35]
The same view in the 21st century. [Google Streetview, January 2021]
Beyond Tiviot Dale trams ran up Lancashire Hill and then along Sandy Lane. This is the junction of Lancashire Hill and Sandy Lane as shown on the 25″Ordnance Survey of 1934. [34]
After running along Sandy Lane, trams headed Northeast on Reddish Road. The 25″ Ordnance Survey of 1934. [34]

Reddish Road then turns to the North and later to the Northwest.

Another extract from the 25″ Ordnance Survey of 1934 (this sheet published in 1935). The tram tracks turned with Reddish Road as the road ahead led to Reddish Station forecourt. [36]
As this next extract from the 25″ Ordnance Survey of 1934 shows, trams followed Reddish Road over the railway via Reddish Bridge and on to Holdsworth Square. [36]
North of Holdsworth Square trams ran North along Gorton Road crossing the LMS & LNER Joint Railway between Manchester and Hayfield adjacent to that line’s Reddish Station. The location is shown on this extract from the 1934 25″ Ordnance Survey. [37]

The next map extract and photograph show the terminus of the route we have been following from Mersey Square to Gorton. …

The tramway from Stockport enters this map extract from the South along Reddish Lane. The terminus was in Reddish Lane close to the junction with Hyde Road. [39]
The tram terminus on Reddish Lane, Gorton, © Public Domain. [40]

This first article has looked at the history of Stockport Corporation’s Tramways and has highlighted two of the tramway routes operated by Stockport Corporation. The line from Edgeley to Mersey Square and the line from Mersey Square to Gorton. Subsequent articles will look at other routes operated by the Corporation.

References

  1. P.W. Gentry; Stockport Corporation Tramway; Modern Tramway, Vol. 12 No. 138, June 1949, p123-126.
  2. https://en.m.wikipedia.org/wiki/Stockport_Corporation_Tramways#/media/File%3AStockport_Number_5%2C_Heaton_Park_Tramway_Museum_(Geograph-4167219-by-David-Dixon).jpg, accessed on 3rd January 2025.
  3. https://en.m.wikipedia.org/wiki/Stockport_Corporation_Tramways, accessed on 3rd January 2025.
  4. Modern Tramway, June 1943.
  5. Modern Tramway, June 1944.
  6. https://maps.nls.uk/view/114581263, accessed on 5th January 2025.
  7. https://maps.nls.uk/view/126523904, accessed on 5th January 2025.
  8. https://maps.nls.uk/view/126523907, accessed on 5th January 2025.
  9. https://www.facebook.com/share/p/15pVSz4uTy, accessed on 5th January 2025.
  10. https://www.facebook.com/share/p/18ZGQQZQZZ, accessed on 5th January 2025.
  11. https://www.facebook.com/share/p/1AfqEejxmr, accessed on 5th January 2025.
  12. https://www.facebook.com/share/p/1AfB1qbnNG, accessed on 5th January 2025.
  13. https://www.facebook.com/share/p/1B5P32GLvD, accessed on 5th January 2025.
  14. https://www.facebook.com/share/p/1H1x6AYNkX, accessed on 5th January 2025.
  15. https://www.facebook.com/share/p/1DUQnYgBCr, accessed on 5th January 2025.
  16. https://www.facebook.com/share/p/15jXGS5iBm, accessed on 5th January 2025.
  17. https://www.facebook.com/share/p/1UnsoASBSk, accessed on 5th January 2025.
  18. https://www.facebook.com/share/p/15BPGZntyH, accessed on 5th January 2025.
  19. https://maps.nls.uk/geo/explore/#zoom=17.7&lat=53.40069&lon=-2.17069&layers=168&b=ESRIWorld&o=100, accessed on 5th January 2025.
  20. https://maps.nls.uk/view/126523934, accessed on 6th January 2025.
  21. https://maps.nls.uk/view/114581263, accessed on 6th January 2025.
  22. https://www.facebook.com/share/p/1HC6JcC1R1, accessed on 6th January 2025.
  23. https://www.facebook.com/share/p/1Qt37wW3hZ, accessed on 7th January 2025.
  24. https://www.facebook.com/share/p/1ApajVt82q, accessed on 7th January 2025.
  25. https://www.prints-online.com/framed-prints/new-images-july-2023/stockport-wellington-road-probably-1930s-32362390.html, acceessed on 7th January 2025.
  26. https://www.facebook.com/share/p/12DgqRHQ9dt, accessed on 7th January 2025.
  27. https://www.facebook.com/share/p/1G5sDeVFFy, accessed on 8th January 2025.
  28. https://www.facebook.com/share/p/19e1r8C26L, accessed on 8th January 2025.
  29. https://www.facebook.com/share/p/18W4BiYa6P, accessed on 8th January 2025.
  30. https://www.facebook.com/share/p/1TwNeXjxWq, accessed on 9th January 2025.
  31. https://www.facebook.com/share/p/165N1bS3t4, accessed on 9th January 2025.
  32. https://www.facebook.com/share/p/1CqDfJmzea, accessed on 9th January 2025.
  33. https://www.facebook.com/share/p/15koactRA9, accessed on 9th January 2025.
  34. https://maps.nls.uk/view/126523907, accessed on 9th January 2025.
  35. https://www.facebook.com/share/p/15qvo1w4d6, accessed on 9th January 2025
  36. https://maps.nls.uk/view/126523880, accessed on 9th January 2025.
  37. https://maps.nls.uk/view/126523853, accessed on 9th January 2025.
  38. Harry Postlethwaite, John Senior & Bob Rowe; Super Prestige No. 14, Stockport Corporation; Venture Publications, Glossop, Derbyshire, 2008. This document is made freely available by MDS Books as a .pdf: https://www.mdsbooks.co.uk/media/wysiwyg/Stockport_Download_1.pdf, accessed on 14th January 2025.
  39. https://maps.nls.uk/view/126522992, accessed on 14th January 2025.
  40. https://www.ebay.co.uk/itm/186869629144?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=FqgD3SOfROO&sssrc=4429486&ssuid=&var=&widget_ver=artemis&media=COPY, accessed on 14th January 2025.

The Tramways of Marseilles – The Modern Tramway, Vol. 13, No. 150, June 1950

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The June 1950 issue of The Modern Tramway carried a report by A. A. Jackson on the tramways in the French port of Marseilles.

Marseilles sits in a natural basin facing West into the Mediterranean and surrounded by hills on three sides. Jackson’s article was based on personal observations in 1945 and later information provided by D. L. Sawyer and N.N. Forbes. He writes:

“The suburbs extend to the lower slopes of these surrounding hills and they are connected to the centre of the city by a tramway system that is now the largest in France. The original operator was the Compagnie Genérale Française des Tramways (Réseaux de Marseille) but the tramways have been under sequester since 1946. The route mileage at the present time is kilometres and the gauge is standard (i.e. 1.44 metres).

The important dates in the history of the system are:

1873: First horse tramway. (This date is questioned by other sources with 1876 being quoted for the first use of horse-drawn trams. The French Wikipedia entry talks of planned routes dating from 1873 but the concession only being awarded in 1876.) [2][3][16]

1876: C.G.F.T. acquired the tramways (excluding the Aix interurban).

1890: Electrification begun.

1904: C.G.F.T. acquired and electrified the steam railway, L’Est-Marseille.

1907: Allauch (12 km.) and La Bourdonnière (12 km.) routes opened.

1910: Electrification completed. Le Merlan route opened.

1922: First rolling stock modernisation began.” [1: p134]

An engraving of an example of Marseilles’ early horse-drawn tramway, © Public Domain. [25]
The horse-tram depot at Chartreux in 1878, © Vieux Marseille. [25]
Trams on La Cannebière in Marseilles, © Public Domain. [15]
Tramcar No. 734 on Rue de Noailles.
Scanned by Claude_villetaneuse, © Public Domain. [14]

These dates are not comprehensive. Jackson was writing at the end of the 1940s and could not be expected to cover later events. It is worth noting Wikipedia’s comment that, “Unlike most other French cities, trams continued to operate in Marseilles, even as through the 1950s and beyond trams disappeared from most cities around the world. The original tram system continued to operate until 2004, when the last line, Line 68, was closed. Trams remained out of operation for three years between 2004 and 2007, in advance of the effort to renovate the tram network to modern standards.” [2]

The Tramways of Marseilles in 1949. [1: p134]

Wikipedia says that “the network was modernised by the constant introduction of newer tramcars, to replace the older ones. In 1938, thirty-three trailers were recovered from Paris. These meant that reversible convoys could be operated. In 1939, the tramway company owned and operated 430 tramcars, 350 trailers and 71 lines.” [2]

A 1943 proposal would, if it had been realised, seen tunnels provided in the centre of Marseilles, the busiest lines would have been brought together in two tunnels. This project did not come to fruition.

Wikipedia continues: “In 1949 a further modernisation occurred. The first articulated tramcars was designed and built (Algiers tramway possessed articulated SATRAMO tramcars). These were created by joining two older tramcars. These tramcars remained unique [in France] until 1985 when Nantes tramway opened.” [2]

The city council did not want to keep its network of trams. The haphazard modernisation of tramcars was evidence of the council’s  intentions. “The process of replacing tramways with trolleybuses and buses began after World War II in 1945 and accelerated from 1950. The first closures meant that Canebière was tramway-free from 1955. The last closure occurred on 21st January 1960.” [2] But not all lines closed. …

Line No. 68 opened in December 1893 and is the only tramway line to remain in service during the later part of the twentieth century. It “stretched from Noailles to Alhambra, serving La Plaine, the Boulevard Chave, the La Blancarde railway station and Saint-Pierre cemetery. The central terminus [was] situated in a tunnel. This tunnel, built in 1893, [was] unique in France and was built to give access to the city centre, avoiding the narrow streets of some of Marseille’s suburbs. Because of the problems involved in converting the line to bus use it was decided to keep the line operational.” [2]

Line 68 [was] 3 km (1.9 mi) long and was out of use for a few years. The decision to modernise it was taken in 1965 and the line had reopened by 1969 when twenty-one PCC tramcars were purchased and the whole track relaid. “The first of the PCC cars arrived on 26th December 1968 and the first tram went into service on 20th February 1969. The last of the old tramcars was withdrawn that spring. Modernisation resulted in an increase in passengers. Numbers increased from 4,917,000 passengers in 1968 to 5,239,000 in 1973.” [2]

A schematic representation of Line No. 68., © Gregory Deryckère, and authorised for use here under a Creative Commons Licence (CC BY 2.5).
Typical PCC tram cars in the USA. The picture shows Tram No. 42 of the Shaker Heights Rapid Transit in Cleveland at Shaker Square in the 1960s. No. 42 is running in multiple unit (MU) mode with another Shaker Heights Rapid Transit P.C.C., © Robert Farkas. [20]

PCC trams in Marseilles had a different loading gauge and had a different look, as the images below show. …

Marseille RTM SL 68 (B&N-PCC 2002) at Saint-Pierre on 27th July 1979, © Kurt Rasmussen, Free use permitted. [19]
Marseille RTM SL 68 (B&N-PCC 2003) Boulevard Chave on July 27, 1979. – In 1979, there was only one tram line in Marseille, the SL 68, Saint-Pierre – Noailles. This three-kilometre-long line was the only one of the more than 70 lines that survived because it had the highest passenger numbers and was able to use a 700-meter-long tunnel (dating from 1893!) between Boulevard Chave and Noailles in the city centre. Since there was no turning loop in the underground terminus at Noailles, line 68 had to be served by bidirectional railcars. In connection with the modernization of the tram, La Régie des Transports de Marseille (RTM) ordered 21 new bidirectional PCC railcars from the company La Brugeoise & Nivelles in Belgium, which were delivered in 1969, © Kurt Rasmussen, Free use permitted. [21]

The PCC cars were later modernised in 1984. Three new cars were delivered and all cars made into double cars. The line operated successfully until 2004 when it closed for reconstruction. After refurbishment, “the short section between La Blancarde and Saint Pierre was reopened as part of a new network on 30th June 2007. The section along Boulevard Chave to Eugène Pierre [reopened later the same year] … the tunnel to Noailles was … [reopened in] …summer 2008.” [2]

Returning to Jackson’s article of 1949/50, he continues:

“The longest route is that to the industrial town of Aubagne, 17 km. inland (service 40) and this is further extended 14 km. eastwards by an original trolley-bus route (to Gémenos and Cuges). The Aubagne tram line, which also carries the associated service 12 to Camoins les Bains (12 km.) and a short working to St. Pierre (service 68), begins at the Gare Noailles, a sub-surface tramway station in the centre of the city and the trams leave this station in tunnel, proceeding thus for 1 km. with no intermediate stop, to emerge on a quiet, broad boulevard before branching, (service 12 to Camoins, 40 to Aubagne). After the junction, each of these two lines continues outwards on roadside reserved track for most of its length. The origin of these important suburban arteries was the steam railway L’Est Marseille which was constructed in 1892 from the Gare Noailles to St. Pierre, and converted to an electric tramway by the C.G.F.T. in 1904. Bogie cars and trailers provide a fast service on these routes and the local services to St. Pierre are worked by single-truck cars, One so often hears aesthetic criticism of tramways that it is interesting to note that a well-known League member once explored the Marseilles system and left the city, blissfully unaware of the existence of this interesting sub-surface terminus.” [1: p134-135]

The entrance to Gare Noailles. [23]
The tunnel from Gare Noailles’ outlet on Chave Boulevard, modernized and still in service, © IngolfBLN and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [22]
This second map concentrates on the central area of Marseilles. [1: p135]

Jackson continues:

“The other City termini are in side streets off the main thoroughfare La Canebiere (Boulevard Garibaldi, Alliées Leon Gambetta, Cours Belsunce, Cours Joseph Thierry) also opposite the Préfecture, and on the two main streets leading north out of the city (Place Jules Guesde and Place Sadi-Carnot). To cross the city involves a change of cars in all but one instance, the sole remaining cross-city service being No. 41, Chartreux St Giniez. Coastal lines extended to L’Estaque in the north-west and to La Madrague in the south, the latter serving the popular beach and pleasure resort La Plage du Prado (rather similar to Sunderland’s Sear burn route). Other lengthy routes (mostly with rural termini) are: Chateau Gom bert (5), La Bourdonnière (1) Allauch (11), Les trois lucs (7), Le Redon (24) and Mazargues (22 and 23). The circular service, No. 82, serves the residential and coastal areas to the south of the city and enjoys wide roads and unrestricted run ning over most of its length; it traverses the scenic Corniche for part of its run. This is one of the few routes on which cars may be seen running without the almost inevitable trailer. In the older parts of the city many of the streets are narrow, but the greater part of Marseilles is planned on the usual French pattern and therefore possesses wide streets and boulevards well suited to tramway operation. As in Italy, the track in the boulevards is often placed against either curb, well away from the main traffic stream, and in such places the parking of cars is strictly controlled to ensure that tramway operation is unrestricted. At boulevard intersections such as the Rond Point du Prado there are well planned circular layouts joining all tracks. Four-wheeled trolleybuses of standard design and small oil buses have replaced the trams on a number of strictly urban routes unsuitable for tramway operation (the oil bus substitutions are presumably an intermediate stage with the eventual intention that they be replaced by trolleybuses). These trolleybus and oil bus substitutions retain the old tramway services numbers although in certain cases the original tramway route has been extended or slightly modified. Mr. D. L. Sawyer, who was in Marseilles recently, reports that the trolleybuses are not unaffected by the daily shaking up they receive from the rough, uneven street surfaces which gives one cause to reflect that an effective trolleybus installation in many European cities would prove to be a very expensive business as the traditional street surfaces would need to be completely replaced with a surface rather more kind to the not-so-sturdy trolleybus. The tram tracks, which suffered badly from war time neglect, were very noisy in 1945, but they have now been put in excellent condition.” [1: p135-136]

Line No. 68 was the only remaining tram service in Marseilles in the later part of the 20th century. Trams 1261 and 1269 are seen just outside the underground length of that line in 1964. The tunnel mouth can be seen more easily in the colour photograph above, © Unknown. [29]

Jackson continues:

The “Régie Départmentale des Chemins de Fer et Tramways des Bouches du Fer et Tramways des Bouches du Rhône formerly operated a reserved-track roadside electric tramway from Marseilles to the university and cathedral city of Aix en Provence, 29 km to the north. This line was physically connected, by end-on junction, with the Marseilles system, and its Marseilles terminus was at the Place du Change, by the Vieux Port. The dark blue and silver bogie cars, towing one or more heavy bogie trailers, operated an hourly service with a journey time of just under 90 minutes. The Aix terminus was at the extreme end of the main street, the Cours Mirabeau, at the Place Forbin, and the depot and works were situated at the Pont de l’Arc, Aix. This line was converted to trolleybus operation during the winter of 1948-49 and the main trunk road has thus been burdened with additional vehicles. Mr. Sawyer states that the trolleybuses have reduced the journey time considerably; this is hardly surprising as the trams they have replaced were not modern and the number of stops on the tram route was unnecessarily large. New tramcars and a certain amount of track re-alignment would probably have produced an even greater improvement than the trolleybuses it is certain that they would have been a better investment.” [1: p136]

Marseilles Tramcar No. 806, a 4-wheel car, on the circular 82A route, © N.N. Forbes, Public Domain. [1: p137]
Marseilles Bogie-car No. 1208, with a bogie-trailer on the Noailles-Camoins les Bains route, © E. Percy, Public Domain. [1: p137]

Rolling-stock

Jackson reports on the rolling-stock in use on the network:

“The rolling stock of the Marseilles system is an interesting mixture of semi-modern and modernised cars, painted blue and cream and mostly of single-truck design. The trailers approximately equal the motor cars in number and are of even greater variety; one type, a covered toastrack, is known locally as ‘Buffalo’ and is very popular during the hot Mediterranean summer. Extensive use is made of twin-units in Marseilles thus obviating the necessity of shunting at termini. The cars are fitted with deep throated hooters and the sound of these, together with the clanging of the bells that announces the changing of the traffic lights is a characteristic of the city. The rolling stock is housed in five depots, all marked on the map, viz., Arenc, Les Catalans, Les Chartreux, La Capelette and St. Pierre. The repair and construction workshops are at Les Chartreux. The high price of materials and the financial situation forbid the purchase of new trams under present conditions and the current programme is therefore concerned with the rehabilitation of existing equipment. A fine and bold beginning has been made in car No. 1301, placed in service in the summer of 1949. This is an articulated car, built from two of the more modern motor cars and the result is a vehicle of pleasing and efficient appearance, 21 metres in length with a passenger capacity of 175 (35 seats) and a maximum speed of 50 km. per hour. One driver and one conductor only are needed (a saving of 35 per cent on personnel against the motor car and trailer type of unit); loading is through the front entrance, unloading through centre and rear exits. The car is double-ended and the doors are pneumatically controlled, one by the driver and the other two by the conductor. The tram cannot start until the central door is closed.

The tickets are issued on the usual carnet system and the books of tickets can be purchased at a reduced price at kiosks and tobacco shops, a book of twenty 5-franc tickets costing 85 francs. Two tickets are taken by the conductor for one section, three for two sections, and four for three sections or over. After 9 p.m. and on Sundays the rate is increased by one ticket and on special journeys to the Sports Stadium and Race Course, a minimum of five tickets is taken. The length of the sections is short and it is only on the longer suburban routes that the all-over fare becomes cheaper. Many cars are equipped for “pay as you enter” (although to use the word “pay” is not entirely accurate as the carnet system means that the conductor rarely handles money). On the Aubagne route (No. 40) a special fare tariff is in force; the complete journey requires five tickets costing eight francs each. Transfer tickets are not used as they have been declared unsuitable for Marseilles.” [1: p136-137]

The new articulated car No. 1301 near the Les Chartreuse Depot in August 1949, © E. Benois, Public Domain. [1: p137]

The French Wikipedia entry for the trams of Marseilles gives some significant detail relating to the trams used on the network. The original, early, rolling-stock delivered between 1891 and 1925 was “cream-coloured, the colour adopted by the CGFT on all the company’s networks. All the motor cars had open platforms and could be transformed in summer, with the glass frames on the side walls being replaced by curtains. The numbers were painted in large figures on the four sides of the vehicles.” [16]

Two axle trams: [17]

  • No. 501 to 524, “Saint Louis” motor car, 1891-95, power: 2 × 12 hp , empty weight 6.7 tonnes, ex No. 201 to 224 before 1900; (Drawings can be found here. [18])
  • No. 525, prototype “K” engine, 1891-95, power: 2 × 27 hp, ex No. 301 before 1900;
  • No. 526-530, “P”, 1898, power: 2 × 27 hp, ex No. 1 to 5 Marseille Tramways Company
  • No. 531-541, “L”, 1898, power: 2 × 27 hp;
  • No. 542-567, “Series A”, 1899, power: 2 × 27 hp;
  • No. 568-642, “Series D”, 1899, power: 2 × 27 hp, empty weight 9.1 tonnes;
  • No. 643-676, “Series D”, 1899, power: 2 × 36 hp, empty weight 9.1 tonnes;
  • No. 677-751, “Series B”, 1900, power: 2 × 36 hp, empty weight 10.6 tonnes;
  • No. 752, “U”, 1900, power: 2 × 27 hp, luxury, reserved for special occasions;
  • No. 753-878, “Series B”, 1901, 1904-6, power: 2 × 36 hp;
  • No. 879-933, “Series B”, (BGE-57), 1923-25, power: 2 × 57 hp;
  • No. 934-944, reconstruction of old 1925 engines, power: 2 × 57 hp.
Tram No. 646 (D Series) on Quai des Belges. [26]

Bogie Trams: [17]

  • No. 1000, “R”, 1899, “Maximum traction” bogies, power: 2 × 35 hp, empty weight 9.1 tonnes;
  • No. 1002-1033, “C” 1905, “Maximum traction” bogies, power: 2 × 54 hp, empty weight 13.7 tonnes;
  • No. 1034, bogies, prototype developed from a trailer, power: 4 × 27 hp, empty weight 12.5 tonnes.
The tramway along the Corniche at the beginning of the 20th century, © Public Domain. [27]

2-axle trams: [17]

  • No. 1035-1044, 1923, power: 2 × 50 hp, empty weight 11.5 tonnes;
  • No. 1045, 1923, power: 2 × 50 hp, empty weight 11.5 tonnes,

Later rolling-stock (1923 to 1960)

From 1925, the engine bodies were modernized. They were rebuilt with closed platforms and their capacity was increased. The trucks (chassis) remained original, but the electrical equipment was reinforced to gain power. This fleet was completed by two series of new engines. All modifications were made according to the criteria of the “Standard” type, a standard defined for vehicles to use the future tunnel network. [17][24]

Bogie trams: [17]

  • 1200, prototype of a closed platform tram;
  • 1201-1231, 1924, transformation of the “C” trams, 1002-1033, power: 4 × 32 hp, empty weight 16.4 tons;
  • 1232-1243, 1925, delivered new, power: 4 × 32 hp, empty weight 16 tonnes;
  • 1251-1271, 1944, “Standard”, reconstruction of 1232-1243, power: 4 × 42 hp, empty weight 17.2 tons;
  • 1291-1294, 1954, “Standard”, reconstruction of 1232-1243, power: 4 × 42 hp, empty weight 17 tons;
  • 1301, 1949, “Standard”, prototype articulated train, power: 4 × 42 hp, empty weight 23 tons.

2-axle trams: [17]

  • 1501-1526, 1928, ABD tram conversion, power: 2 × 50 hp, empty weight 11.6 tons;
  • 1531-1560, 1930, ABD tram conversion, power: 2 × 50 hp, empty weight 11.7 tons;
  • 1701-1781, 1933, LADB tram conversion, power: 2 × 50 hp, empty weight 11.6 tonnes;
  • 1800, prototype “Standard”, conversion of “A” trams, power: 2 × 45 hp, empty weight 10.8 tonnes;
  • 1801-1819, 1939, LAB tram conversion, power: 2 × 50 hp, empty weight 10.8 tons;
  • 1831-1847, 1940, “Standard”, LAB tram conversion, power: 2 × 45 hp, empty weight 10.8 tons;
  • 1850-1860, 1940, “Standard”, tram conversion, power: 2 × 45 hp, empty weight 10.8 tons;
  • 1861-1886, 1941, “Standard”, AB tram conversion, power: 2 × 45 hp, empty weight 10.8 tonnes;
  • 1888-1898, 1943, “Standard”, tram conversion, power: 2 × 36 hp, empty weight 10.8 tons.

Bogie Trams: [17]

  • 2001-2004, 1929, known as “Pullmann”, delivered new, power: 4 × 42 hp, empty weight: 21.5 tonnes.

Trailers

The number of trailers varied between 400 and 500 depending on the period. The majority of trailers had 2 axles and were numbered in the series 1 to 500. These included: open trailers called “Badeuse” with side access to the rows of transverse benches; and closed trailers with access via end platforms. [17]

In addition there were a number of bogie trailers:

  • 138-153, 1899, transformed into tram cars;
  • 2051-2054, 1928, accompanying the “Pullmann” engines 2001-2004;
  • 2201-2233, 1937, purchased from the STCRP (Parisian network) and coupled to the 1200 locomotives;
  • 2551-2572, 1944, of the “Standard” type, coupled to the 1200 motor cars. [17]

Jackson continues:

“In 1945, overcrowding of trams had reached a peak as there then existed no other means of public transport and the number of cars in service had been reduced by the shortage of electricity and lubricants and the ravages of war-time lack of maintenance. Passengers were then to be seen riding on the steps, on the bumpers, on the roofs and even standing tightly jammed between the trailer and the motor car, precariously balanced on the couplings; indeed it was often difficult to see the cars for the passengers. This is only mentioned as a tribute to the sturdiness and reliability of electric tramways which here, as in many other cities all over the world, continued to operate and bear the brunt of all the city’s passenger traffic long after war conditions had forced other means of transport out of service.” [1: p137]

The tramway on the Fausse-Monnaie viaduct, built in 1863, © Public Domain. [28]

Looking forward, Jackson comments:

“With regard to the future, it is encouraging to know that the main tramway routes will be retained and modernised and that modern tramway equipment and reserved track routes of the electric light railway type will be a feature of the Marseilles of the future-a fine tribute to the planners of the original tramway system. It is officially recognised that trolleybuses would be unable alone to cope with the heavy traffic of this great French port, and only a small number of tram routes remain to be converted to trolleybus operation. Further tramway subways, including one under the Canebière, were proposed some years ago and it may be that these will, after all, be built as they would be considerably less expensive than the tiny network of underground railways that is part of the current plans.” [1: p138]

It is worth a quick look at the development of Marseille Metro further below.

Jackson also provides details of the different services in place in 1949 (his list was correct as at May 1949, but omitted some all-night services and short workings):

“1. Cours Joseph Thierry – la Bourdonnière.

4. Cours Joseph Thierry – les Olives.

5. Cours Joseph Thierry – Chateau Gombert.

6. Alliées Léon Gambetta – Montolivet.

7. Alliées Léon Gambetta – les Trois Lucs.

7. Alliées Léon Gambetta – St. Julien.

9. Alliées Léon Gambetta – St. Barnabé.

10. Alliées Léon Gambetta – les Caillols.

11. Cours Joseph Thierry – Allauch.

12. Noailles – les Camoms.

15. Boulevard Garibaldi – la Barasse.

18. Boulevard Garibaldi – St. Loup

19. Préfecture – Madrague.

20. Préfecture – Pointe Rouge.

22. Préfecture – Mazargues (via Bd. Michelet).

23. Préfecture – Mazargues (via St. Anne).

24. Préfecture – le Redon.

25. Place Jules Guesde – St. André P.N.

28. Cours Belsunce – St. Louis.

29. Cours Belsunce – le Canet.

30. Place Jules Guesden – les Aygalades.

31. Cours Joseph Thierry – St. Joseph.

33 Cours Joseph Thierry – St. Barthélemy.

34. Cours Joseph Thierry – le Merlan.

35. Place Sadi Carnot – l’Estaque (Plage).

36. Place Sadi Carnot – 1’Estaque (Gare).

40. Noailles – Aubagne.

41. Chartreux – St. Giniez.

68 Noailles – St. Pierre.

70. Cours Belsunce – la Calade.

82a. Circular: Préfecture, Prado, Corniche, Préfecture.

82b. Circular: Préfecture, Corniche, Prado, Préfecture.

Line 23, Tram No. …34 (first digit not visible) in Place Castellane. This image is made available under a Creative Commons Licence (CC BY-NC-SA 2.0). [30]

The 21st Century

Marseilles modern tram network was inaugurated on 30th June 2007. The first phase of the new Marseille tram network opened on that date. It consists of one line linking Euroméditerranée in the northwest with Les Caillols in the east. Between Blancarde Chave and Saint-Pierre stations, it runs on part of the former Line 68.

“In November 2007, the portion of the old Line 68 between Blancarde Chave. and E-Pierre (near the entrance to the tunnel) reopened, and two lines were created. Line 1 links E-Pierre and Les Caillols, and Line 2 runs from Euroméditerranée to La Blancarde, where a transfer between the two lines was created. La Blancarde train station is a transit hub: a station on Line 1 of the Marseille Metro opened in 2010, and it has long been served by TER regional trains to and from Toulon.” [2]

“In September 2008, Line 1 was extended to Noailles via the tunnel formerly used by line 68. This tunnel now carries a single track since the new trams are wider than the [PCC trams]. In March 2010, Line 2 was extended 700 metres North from Euroméditerranée-Gantes to Arenc.” [2]

“In May 2015, the 3.8 km (2.4 mi) Line 3 was inaugurated. It shares Line 2 tracks between Arenc and la Canebière where Line 2 turns west. Line 3 continues South on new track through Rue de Rome to Place Castellane. Line 3 extensions south, 4.2 km (2.6 mi) to Dromel and la Gaye, and 2 km north to Gèze are planned. Tram Line 3 will therefore continue to run parallel to the Dromel-Castellane-Gèze Metro Line 2, which may limit its ridership.” [2]

The three lines appear on this © OpenStreetMap extract. [5]

Rolling-stock: “Customized Bombardier Flexity Outlook trams are used on the new tram line[s]. Composed of five articulated sections, they were 32.5 m (106 ft 8 in) long and 2.4 m (7 ft 10 in) wide. Twenty-six were delivered in 2007.[2][3] They were extended by 10 m (32 ft 10 in) by adding two additional articulated sections in 2012. [6] In 2013, six new Flexity were ordered for the T3 line.” [2]

A Bombardier Flexity Outlook tram on depot in Marseilles, © Sandy1503, Public Domain. [8]

“Their exterior and interior appearance was designed by MBD Design. [6] The exterior resembles the hull of a ship, and the driver’s cabin resembles the bow. A lighted circle displays the colour of the line the tram is on. Inside the tram, the floor, walls, and ceiling are coloured blue, and seats and shutters are made of wood.” [2]

“The tram network is run by Le Tram, a consortium of Régie des transports de Marseille and Veolia Transport. The proposal to privatize the operation of public transit was unpopular, and resulted in a 46-day transit strike.” [7]

Marseilles Metro

The Marseilles Metro is independent of the tram network. It consists of two different lines, partly underground, serving 31 stations, with an overall route length of 22.7 kilometers (14.1 mi). [10] Line 1 opened in 1977, followed by Line 2 in 1984. Two stations, Saint-Charles and Castellane , each provide interchange between lines. [11]

The Marseilles Metro, © Superbenjamin and licenced for reuse under a Creative Commons Licence, (CC BY-SA 3.0). [9]
MPM 76 train on Line No. 2, © Florian Fèvre and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [12][13]

References

  1. A. A. Jackson; The Tramways of Marseilles; in The Modern Tramway, Vol. 13, No. 150, London, June 1950, p134-138.
  2. https://en.m.wikipedia.org/wiki/Marseille_tramway, accessed on 11th January 2025.
  3. https://jedsetter.com/the-urban-form-and-transport-of-marseille, accessed on 11th January 2025.
  4. https://en.m.wikipedia.org/wiki/Marseille_tramway#/media/File%3ATramway_de_Marseille_-_plan_ligne_68.png, accessed on 11th January 2025.
  5. https://en.m.wikipedia.org/wiki/Marseille_tramway#/map/0, accessed on 11th January 2025.
  6. François Enver; Un navire sur rail; in Ville & Transports, No. 427, p34.
  7. L’alliance avec Veolia, un partage des risques et des bénéfices; in Ville & transports, No.427, p35.
  8. https://en.m.wikipedia.org/wiki/Marseille_tramway#/media/File%3AMarseille1.jpg, accessed on 11th January 2025.
  9. https://commons.m.wikimedia.org/wiki/File:M%C3%A9tro_de_Marseille.svg, accessed on 11th January 2025.
  10. https://www.rtm.fr/nous-connaitre/qui-sommes-nous, accessed on 11th January 2025.
  11. https://en.m.wikipedia.org/wiki/Marseille_Metro, accessed on 11th January 2025.
  12. https://en.m.wikipedia.org/wiki/Marseille_Metro#/media/File%3AMPM76_n%C2%B033_RTM_Bougainville.jpg, accessed on 11th January 2025.
  13. https://en.m.wikipedia.org/wiki/MPM_76, accessed on 11th January 2025.
  14. https://fr.m.wikipedia.org/wiki/Ancien_tramway_de_Marseille#/media/Fichier%3AZZ_59_-_MARSEILLE_-_Rue_Noailles.jpg, accessed on 11th January 2025.
  15. https://fr.m.wikipedia.org/wiki/Ancien_tramway_de_Marseille#/media/Fichier%3AINCONNU_-_Marseille_-_La_Cannebi%C3%A8re.JPG, accessed on 11th January 2025.
  16. https://fr.m.wikipedia.org/wiki/Ancien_tramway_de_Marseille, accessed on 11th January 2025.
  17. Jacques Laupiès & Roland Martin; Marseille’s tramways are one hundred years old ;Tacussel, 1990, 2nd ed. (1st ed. 1975)
  18. https://gallica.bnf.fr/ark:/12148/bpt6k55290313.pleinepage.f40.pagination.langFR, accessed on 11th January 2025.
  19. http://www.bahnbilder.de/bild/Frankreich~Stadtverkehr~Marseille+Strasenbahn/716065/marseille-rtm-sl-68-bn-pcc-2002.html, accessed on 11th January 2025.
  20. https://akronrrclub.wordpress.com/tag/shaker-heights-rapid-transit-lines, accessed on 2nd January 2025.
  21. https://commons.m.wikimedia.org/wiki/File:Marseille-rtm-sl-68-bn-pcc-719236.jpg, accessed on 11th January 2025.
  22. https://fr.m.wikipedia.org/wiki/Gare_de_Noailles#/media/Fichier%3AMarseille_-_Tramway_-_Boulevard_Chave_(7668208458).jpg, accessed on 12th January 2025.
  23. https://www.hotels-in-marseille.com/en/property/noailles-experience-centre-marseille-vieux-port.html, accessed on 12th January 2025.
  24. Jean Robert; Histoire des transports dans les villes de France; Chez l’Auteur, 1974.
  25. https://madeinmarseille.net/28499-histoire-tramway-aix-aubagne, accessed on 12th January 2025.
  26. https://www.wikiwand.com/fr/articles/Ancien_tramway_de_Marseille#/media/Fichier:LR_-_MARSEILLE_-_Un_coin_du_Quai_des_Belges.jpg, accessed on 12th January 2025.
  27. https://commons.m.wikimedia.org/wiki/File:INCONNU_-MARSEILLE-_La_Corniche.JPG, accessed on 12th January 2025.
  28. https://commons.m.wikimedia.org/wiki/File:MARSEILLE_-_Quartier_de_la_Fausse_Monnaie.JPG, accessed on 12th January 2025.
  29. https://www.ebay.co.uk/itm/375224018302?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=CZ702YEYSaO&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY, accessed on 12th January 2025.
  30. https://www.geneanet.org/cartes-postales/view/7672471#0, accessed on 13th January 2025.

A Lickey Light Railway – Modern Tramway Vol. 13 No. 146

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The mention of ‘Lickey’ in the railway press usually conjures up thoughts of the Lickey Incline and the bankers needed to enable steam-powered trains to make the climb.

In an article written in 1949 (Modern Tramway’s Prize Article of 1949) and published in February 1950, B.J. Pridmore prophetically proposed a Light Rail solution to anticipated traffic issues on the transport corridor centred on the Bristol Road.

Would cities in the UK which already had some reserved tram tracks have benefitted from forward thinking that sustained the use of trams through the latter years of the 20th century on tracks and routes which would be suitable for the current wave of Light Rapid Transit/Modern Tramway provision?

A schematic representation of the tramways in the centre of Birmingham in 1930, © Voogd075 and licenced for use here under a Creative Commons Licence (CC BY-SA 3.0).  [4]
The line from Birmingham to Rednal and Rubery, © Voogd075 and licenced for use here under a Creative Commons Licence (CC BY-SA 3.0). [4]

Here is Pridmore’s article in full (illustrations are from a variety of referenced sources):

“Summary

There are few cities with a passenger transport route so convenient for conversion to a rapid-transit light railway as is the Birmingham route to the Lickey Hills. In this article is submitted a scheme for such a conversion, describing the route, the alterations required to the track and vehicles, the attractive services which could be operated, and the possibility, in the future, of the possession by Birmingham of a true rapid-transit installation giving a public passenger transport system freed from the delays due to street congestion.

Introduction

The Lickey route of the Birmingham tramways extends about eight miles Southwest of the city, connecting it to the suburb of Edgbaston (2 miles) and the almost separate entities of Selly Oak (4 miles), Northfields (6 miles) and Longbridge (7 miles and location of the Austin Works), bifurcation at this point giving two termini at the dormitory villages of Rednal and Rubery on the edge of the Lickey Hills.

The traffic on this route is partly of a business character, with a morning peak to the city, two small mid-day peaks, outward and inward, from the city to Selly Oak, and the evening peak of outward-bound traffic. Superimposed upon this are the industrial peaks, of a general nature to and from the city, and of a concentrated nature in the opposite directions to and from the Austin Works at Longbridge. Further traffic is of an interurban nature: between each of the shopping centres of Northfields and Selly Oak as well as from each of these to Birmingham there is appreciable miscellaneous traffic. There is also considerable holiday traffic to the Lickey Hills on non-working days.

Services are operated from the city to Rubery and Rednal, with many short workings to Selly Oak, and extra mid-day journeys from Longbridge to Northfields and Selly Oak, whilst services on the inner (and suburban) section of the route are amplified by the superposition of those to and from Pershore Road (Cotteridge). which share the Bristol Road with the Lickey routes for the first two miles or so to the junction at Pebble Mill Road.

This trunk route with large and varied traffic and high load factor has already about three-quarters of its length constructed as reserved track. Much of this has recently been relaid “solid” on a concrete foundation, instead of on the ballasted sleepers as originally.

It has only two short gradients of any magnitude, and would thus seem ideal for gradual conversion towards an interurban light railway giving ample capacity on the route and removing public transport from the road proper, hence also reducing congestion in the bigger Birmingham of tomorrow for it is along this route that Birmingham seems ripe for the next phase of expansion.

In the remainder of this article it is suggested how, ultimately, this route should be converted to a light railway as a contribution towards ideal transport in the greater Birmingham of the future.

The Track and the Route

The present Navigation Street terminus loop should be improved to give loading islands outside two parallel tracks at the terminal loading point; the track layout should include crossovers to enable Pershore Road cars to be separated from Lickey cars, and Selly Oak and other short working cars to be separated from through cars (as will be needed for peak-hour services, q.v.). The one-way streets forming the loop are amply wide enough to permit the tram tracks to be relocated at the sides and be totally reserved; public transport would thus be segregated from the rest in this most congested section of the route.

Tram No. 842 sits at the Navigation Street terminus of the route from Birmingham to Rednal and Rubery. [3]
The Navigation Street terminus of the tram service to and from the Lickey Hills. Tram services No. 70 and No. 71 circulated round the loop shown on this extract from the 25″ Ordnance Survey of 1913 (published in 1918). [6]

The Bristol Road as far as Pebble Mill Road will ultimately have to be widened if traffic increases much more; but taking in part of the footways and front gardens would in general give room for the central eighteen feet of reservation which would suffice for the tramway. Alternatively, the reservation could be at the side and a three-lane road be left for the remainder of the traffic. As an interim measure local road-widening and the provision of loading islands with queue barriers, the former combined with pedestrian crossings, at the few important stops, should be undertaken.

The narrow road through Selly Oak and under the railway bridge presents the greatest obstacle; track reservation should be made when this is widened, while the provision of loading islands would seem the only present practicable measure.

The roads through Northfields and Longbridge are amply wide enough for a narrow track reservation (lacking the wide grass borders of the present reservations) and conversion of these sections to dual carriageway with central reservation for the tramway should be done as soon as the conversion scheme is commenced.

The tracks at present reserved can remain as now except that it would be wise to convert the remainder of the sleeper track to ‘solid’ track before high-speed running is commenced.

The Cars

Pending the acquisition of new cars (possibly like those at Llandudno, which show what can be done on 3ft. 6in. gauge if the spirit is willing), conversion of about 20 cars of the ‘800’ class for the base service and its reserves, and rehabilitation of another forty air-braked cars, would enable the Department to put the scheme into operation with the minimum of delay.

The cars to be converted should have their roofs and ends removed and the body sides made straight (instead of waisted). The roofs and ends should be renewed and the cars at the same time lengthened about two feet each end. The new ends and roofs should be on the lines of those of the post war Glasgow cars: platform doors should be added and the stairhead doors and bulkheads omitted. Large destination and route number blinds should be fitted below the top-deck windows. Interior decoration should be as modern and attractive as in any other vehicle of early 1950s – brown ceilings are out of place to-day.

To reduce noise the short coil springs on the bogies might be replaced by rubber pads. The long coil springs should be shortened and stiffened (to reduce noise) and have rubber pads above them, again to reduce noise. The motor gear ratio should be decreased by about 10 per cent and helical gears fitted. Automatic but optional field shunting, giving 66 per cent of normal field, should be added. This should give free-running speed of up to 35 m.p.h., yet, by reason of the large amount of free-running possible on such a route, should not unduly stress the motors thermally. The present controllers would suffice for the more arduous duty if a lineswitch contactor were added to perform circuit breaking; the cost and complexity of contactor control would not, in such a conversion, be justified. The present brake installation could be retained if rubber bushed joints were used in the rigging to reduce noise.

The cars to be rehabilitated should be given straight sides, new roofs, rubber rods in the springing, automatic optional weak field, and lineswitch circuit breakers. These alterations would render them comparable in appearance and performance with No. 843, which in good condition, is still an advertisement for 3ft. 6in. gauge possibilities.” [1: p37-38]

Close to Longbridge Railway Station and Longbridge Works the two tram services down Bristol Road (No. 70 & No. 71) separated. One turning to the West along the A38 (to Rubery), the other continuing along the B4120 to Rednal. [8]
The tram is turning left to follow the A38 into Birmingham having travelled from Rubery along the A38. The road ahead on the left side of this photograph is Lickey Road which heads towards Rednal, © D.J. Norton and used with the kind permission of his son (donation made to Asthma UK). [5]
The Rubery tram terminus was closed to the Rubery Mental Hospital which sat just to the North of the A38. The central reservation of the Bristol Road widened to give space for the terminus. [8]
Tram No. 759 at the Rubery terminus in 1952, © D.J. Norton and used with the  kind permission of his son (donation made to Asthma UK). [5]
The Rednal tramway terminus is a loop which straddles the join between two 25″ Ordnance Survey map sheets, that which cover the Longbridge Works and the sheet to the South. This is the element of the terminus which sits at the top of the more southerly OS map sheet. [9]
Tram No. 777 at the Rednal terminus in 1952, © D.J. Norton and used with the  kind permission of his son (donation made to Asthma UK). [5]
Tram No. 843 sitting at the Rednal terminus, © Public Domain. [2]

Pridmore continues:

“The Stops

These should be spaced as widely as possible, on the theory of ‘greatest good for greatest number’, even if the short-distance passenger suffers during peak hours. It is more important that the many living in Selly Oak and beyond should have a fast journey home than that an Edgbaston passenger should be set down at the end of his turning. There should be three stops only between Navigation Street and Pebble Mill Road, located where they will be of most use to peak-hour passengers. These stops should have loading islands and queue barriers as described earlier. Other stops, convenient for short distance passengers, clearly labelled ‘not used in peak hours’,  should be provided to attract the extra revenue, so useful to any undertaking, which accrues from the casual off peak travel which is a consequence of an attractive service being available.

Beyond Pebble Mill Road, peak-hour stops at each outskirts and the centre of Selly Oak, Northfields, and Longbridge, should be the main points for loading and unloading; there should be some additional stops between these centres at places where the need is obviously great. None of these additional stops should be separated by less than a quarter of a mile, however, but additional stops ‘not used in peak hours’ should also be provided where considered appropriate.” [1: p38-39]

The junction of Pebble Mill Road and Bristol Road, Birmingham as shown on the 25″ Ordnance Survey  of 1939 which was published in 1945. [7]
Looking Southwest along Bristol Road through its junction with Pebble Mill Road. The trams for The Lickey Hills stopped just beyond the junction. Pebble Mill Road central reservation was at times used to store trams and particularly after the closure of the network before there was room for them at the Depot. [Google Streetview, June 2024]

Pridmore continues:

“Services

A base frequency of 12 cars per hour from Navigation Street, half of which would run to Selly Oak only, would probably suffice. Pershore Road should be symmetrically superimposed. The equal service to

During peak hours, however, a different technique would facilitate traffic flow and give quick travel to long-distance passengers; it is suggested that 12 packets of departures per hour be arranged. The first of each packet would be a fast to Rednal or Rubery, running non-stop to Pebble Mill Road. The second would be a duplicate of the first, but routed to the alternative terminus, stopping only at the peak hour stops to Pebble Mill Road to pick up only. Thence both these cars, would continue, using peak hour stops only (as is presumed in all peak hour services), to their respective termini. The third car would be the triplicate, running as the duplicate but probably to Selly Oak, Northfields or Longbridge only, as the traffic for the extremities of route dictates. Fourth would be the Pershore Road car, stopping also to set down at intermediate points to Pebble Mill Road, and fifth would be its duplicate performing similar duties as necessary.

If a less or more frequent service should prove necessary its pattern should be similar to that indicated above, as the suggested total frequency of 60 cars per hour is well within the capacity of a single line of tramway, whilst the use of packet departures will facilitate the through-running of the long-distance cars.

Inwards peak hour working, when with the load, would be arranged so that cars from Bristol Road would stop only to set down between Pebble Mill Road and Navigation Street, and that such cars should be given priority at the Pebble Mill Road junction.”

The necessity for large destination blinds on the cars, a point mentioned earlier, is now appreciated; the indication of “limited stop” must be given, as well as the destination, and regular users will wish clearly to be aware of both whilst a car approaches their stop.” [1: p39-40]

A P.C.C. tram at work in Cleveland, Ohio. Pridmore suggests trams of this type as being suitable in the longer term for his proposed Lickey (Bristol Road) Light Railway. The picture shows Tram No. 42 of the Shaker Heights Rapid Transit in Cleveland at Shaker Square in the 1960s. No. 42 is running in multiple unit (MU) mode with another Shaker Heights Rapid Transit P.C.C., © Robert Farkas. [10]

Again, Pridmore continues:

“Future Development

The success of a scheme such as that described above would commend its application to the similar but not quite so heavily trafficked routes to Pype Hayes and Erdington on the east of Birmingham.

When the full conversion to reserved track had been completed in the less near future, consideration should be given to the provision of a third track to Pebble Mill Road to permit the regular operation of peak hour expresses both ways, and for the ultimate operation of two or three-car trains of single deck high-speed vehicles much as the P.C.C. cars on metre gauge lines in the U.S.A. and elsewhere.

The use of such trains would then render possible the economic construction of cross-town subways in further effort to remove passenger transport from the sorely congested central streets of Birmingham.

The transport problem of Birmingham, as of many large cities, is becoming increasingly severe. The author is of the opinion that such problems can only be solved by the provision of an urban transport installation, and not by the use of supposedly flexible vehicles on the existing network of roads; it is the attempt to solve the problem by this latter means that is responsible for the congestion in the centre of Birmingham at the present time. An embryo specialised installation exists in Birmingham to-day; it is recommended that it be developed as far as possible for its specialist purpose while there is still time and before the traffic of the future swamps the Bristol Road completely, as it will do if numberless small vehicles are expected to cope with it in competition with the many others who regard themselves as having equal claim to the surface of a public road.” [1: p40]

References

  1. B. I. Pridmore; A Lickey Light Railway; in Modern Tramway Vol. 13 No. 146, London, p37-40.
  2. https://www.birminghamforum.co.uk/index.php?topic=710.9, accessed on 10th January 2025.
  3. https://www.birminghamforum.co.uk/index.php?topic=710.99, accessed on 10th January 2025.
  4. https://en.m.wikipedia.org/wiki/Birmingham_Corporation_Tramways#/media/File%3ABirmingham-1930.png, accessed on 10th January 2025.
  5. http://www.photobydjnorton.com/TramsBristolRoad.html, accessed on 10th January 2025.
  6. https://maps.nls.uk/view/115633314, accessed on 10th January 2025.
  7. https://maps.nls.uk/view/115633266, accessed on 10th January 2025.
  8. https://maps.nls.uk/view/120223278, accessed on 10th January 2025.
  9. https://maps.nls.uk/view/120899500, accessed on 10th January 2025.
  10. https://akronrrclub.wordpress.com/tag/shaker-heights-rapid-transit-lines, accessed on 2nd January 2025.

Shaker Heights Rapid Transit Lines – Modern Tramway Vol. 12 No. 137, May 1949

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Modern Tramway talks, in 1949, of the Shaker Heights Rapid Transit (SHRT) Lines as “A high speed electric light railway entirely on reserved track, connecting a beautiful high class residential district with the centre of a large city. affording such speedy and efficient service that the car-owning suburban residents prefer to use it and park their cars on land provided by the line; a system which makes a handsome profit and has recently taken delivery of 25 of the most modern type of electric rail units in the world [which] are only some of the outstanding facts about Shaker Heights Rapid Transit.” [1: p101]

Two images from Modern Tramway which show: first , a station in Shaker Heights which shows the central reservation and a car of standard type; second, a PCC car equipped for multiple-unit operation, one of a fleet of 25 delivered in 1948. [1: p112]

The network was created by the Van Sweringen brothers and purchased after their bankruptcy, and a period of 9 years in receivership, by Cleveland City Council in 1944. [2]

The official ownership details down the years are:

“1913–1920: Cleveland & Youngstown Railroad
1920–1930: Cleveland Interurban Railroad
1930–1935: Metropolitan Utilities
1935–1944: Union Properties (47%), Guardian Savings and Trust (33%) and Cleveland Trust (20%)
1944–1975: City of Shaker Heights
1975–present: Greater Cleveland Regional Transit Authority.” [4]

The SHRT connected the city of Cleveland, Ohio, with the largest residential area known as Shaker Heights, six miles East.

The Van Sweringen brothers planned the line “in the early 1900’s as part of a land development scheme, … to serve the district that would grow up on the Heights and beyond, and the charter was obtained in 1907. The land development was planned around the line, and the engineers allowed for a railway area 90 feet wide through the property with 50 feet of open space each side of the tracks (room for four tracks and a grass verge on each side). Building was delayed by the First World War and the line was not opened until 11th April, 1920.” [1: p101]

In this 1919 map of Shaker Heights prepared for the Van Sweringens by the F. A. Pease Engineering Co., the relationship between the construction of the two lines of the new Shaker Rapid Transit and the proposed expansion of residential development in the Shaker Lakes Park area is clearly observable. Shaker Square is at the left of this map, © Shaker Historical Society, Public Domain. [11]
Construction work on the Shaker Heights Tramway with steam-powered construction trains, circa. 1919/1920. Steam construction trains on the east side of Cleveland, just west of Shaker Square, © Public Domain. [7]
Another view of steam locomotives at work on the construction of the line, circa. 1919/1920. [7]
The newly built tramway West of Shaker Square (Moreland Circle), at time of construction, circ. 1920. [7]
Original rolling-stock on the Shaker Heights Rapid Transit Line. [7]
Later general view of the mainline, east of Shaker Square. [7]

Tower City Station to Shaker Square

On 20th July 1930, Shaker Rapid Transit cars began using the Cleveland Union Terminal (CUT), after the Terminal Tower opened. [12]

Before this, on 17th December 1913, trams began operating on the first 1.6-mile segment in the median of what would become Shaker Boulevard, from Coventry Road east to Fontenay Road. [12] The line was grandly named ‘The Cleveland & Youngstown Railway’.

In 1915, the tram service was extended to Courtland Boulevard. In 1920 it became apparent that the plan to link Cleveland to Youngstown would not succeed and the line was renamed as ‘The Cleveland Interurban Railway’ (CIRR). In April of that year, the Van Sweringen brothers opened a segregated (trams separate from other rail and road traffic) line from East 34th Street to Shaker Heights with their trams using the urban tram (streetcar) network to reach the city centre. [12]

“In 1923, the Standard Oil Company built the Coventry Road Station for $17,500. … In 1924, the Shaker trains were referred to as ‘the private right-of-way rapid transit line’, but calling it ‘the rapid’ probably dates back further than that.” [12]

The historic station at Tower City (1927 onwards) was the early terminus of the Shaker Heights Rapid Transit Lines which were extended along the Cleveland Waterfront.

The modern Tower City Station is the central station of the Cleveland, Ohio RTA Rapid Transit system, served by all lines: Blue, Green, Red and Waterfront. The station is located directly beneath Prospect Avenue in the middle of the Avenue shopping mall. The station is only accessible through the Tower City Center shopping complex. [13]

Shaker Rapid Transit Tracks on Cleveland city streets, East Side, prior to opening of sub-grade tracks into Terminal Tower project, 1927, © Public Domain. [7]
View showing tracks & reinforced concrete tunnel north of Shaker Rapid Transit car yards, Kingsbury Run, Cleveland, © Public Domain. [7]
The depot for the tramway network – the RTA Central Depot. [Google Earth, January 2025]
Looking North on East 75th Street through the bridge carrying the tramway. [Google Streetview, October 2022]
On the way East out of Cleveland the tramway was elevated passing over this truss bridge and reinforced concrete viaduct at East 80th Street in Cleveland, © Public Domain. [7]
The same bridge from above. [Google Earth, January 2025]
And a 3-D image of the same bridge. [Google Earth, January 2025]
Woodhill Station in the 21st century. [Google Maps, January 2025]
The line East towards Shaker Square from the junction of Buckeye Road and Woodhill Road. Woodhill Station is behind the camera. [Google Streetview, September 2022]
A little further to the East is East 116th Street Station. East 116th Street crosses the line at the right of this picture. [Google Maps, January 2025]
The view East towards Shaker Square from East 116th Street. [Google Streetview, September 2022]
An aerial view of Shaker Square in 1951, © Unknown. [14]

A few photographs between Shaker Square and Green Road. ….

Tram No. 91 at Shaker Square in 1965. This view looks West towards the city centre, © Unknown. [10]
Tram No. 42 at Shaker Square in the late 1960s. No. 42 is running in multiple unit (MU) mode with another Shaker Heights Rapid Transit PCC, © Robert Farkas. [9]
Shaker Square in the 21st century. The tram station is on the left of the image. The junction to the right of Shaker Square is the junction between the lines to Green Road and Moreland. [Google Maps, January 2025]
Two views of Shaker Square Station from the East in the 21st century. [Google Streetview, July 2022]
Green Road Station seen from the flyover on South Green Road. [Google Streetview, April 2023]
The end of the line at Green Road. The turnabout at Shaker Blvd. In the distance can be seen graded right-of-way, with poles, for 1937 expansion that was never constructed, © Public Domain. [7]
The same loop seen looking East from South Green Road in 2023. [Google Streetview, April 2023]
South Green Road is in the centre of this extract from Google Maps. The Station is to the left, the return loop to the right. [Google Maps, January 2025]

A few photographs taken along the Moreland Line. …..

Van Aken Boulevard Line/Moreland Line at Drexmore Road, Shaker Rapid Transit, 1956, © Public Domain. [7]
A ground-level view of Drexmore East Station and the junction between Drexmore Road and Van Aken Boulevard in the 21st century. [Google Streetview, September 2022]
General view of Lynnfield Station, Van Oken Line/Moreland Line, Shaker Heights Rapid Transit; now an antique store, © Public Domain. [7]
An artist’s sketch of the same station. [8]
The same building in the 21st century, now an antiques store. [Google Streetview, October 2021]
Warrensville Center Road Loop, Shaker Boulevard Line of Rapid Transit, 1936, © Public Domain. [7]
An overview of Warrensville Station. [Google Maps, January 2025]
The Warrensville terminus of the More look and Line. [Google Streetview, April 2023]
The end of the line as seen from Tuttle Road in the 21st century. The loop seen in the monochrome image above has been removed. [Google Streetview, April 2023]

The first cars were ordinary tramcars from the Cleveland City system, specially refitted for fast service. “In July, 1930, the SHRT (which had formerly entered the city over street tracks) was brought into the main line railway terminus over existing railway tracks. By this time the line extended for 9.5 miles from the Union Terminal Building in Cleveland to Green Road, at the far end of Shaker Heights; in addition, there was a branch line to Moreland.” [1: p101]

The two lines in the suburbs were extended. The Moreland line in 1929, eastward from Lynnfield (its original terminus) to Warrensville Center Rd. The Shaker line, in 1937, was extended from Warrensville Center Rd. to a new loop at Green Rd. [2]

“Under the main floor of the Union Terminal Building, the SHRT tracks are adjacent to the main line railway platforms. The six miles out to Shaker Square are on an ascending grade along the valley of the Cuyahoga river, and are entirely on private right-of-way; from Shaker Square onwards, the line runs through a grass reservation in the centre of Shaker Boulevard as far as Green Road Terminal.” [1: p101]

“The branch to Moreland, a suburb of smaller type property, diverges about 500 feet east of Shaker Square station, running in a south-easterly direction; at this terminus are storage yards with car parking facilities inside a U track formation.” [1: p101]

“The overhead is compound catenary out to East 55th Street, Cleveland, and normal trolley-wire elsewhere; the line is signalled throughout and road crossings are well spaced.” [1: p101]

The journey from Green Road outer terminus to the Union Terminal Building in downtown Cleveland “is covered in 22 minutes including 16 stops en route. The six miles from Shaker Square down into Cleveland (which include four curves with speed restriction) are covered in 8-9 minutes by non-stop cars. The up-grade increases the express timing on the outward journey to Shaker Square to 12 minutes.” [1:p101]

“When the City Council bought the line in 1944, the Director of Transportation, Mr. Paul K. Jones, began to modernise the existing fleet and to look around for new cars. He chose PCC cars with multiple unit equipment, and after trial runs in 1946 with a PCC-MU car ordered for Boston’s tramways, he ordered 25, to be modified to suit the SHRT’s demands and these were delivered towards the end of [1948]. They have Sprague Multiple Unit Control and are equipped for MU operation in trains of up to six cars. Other details are: Seating capacity. 62; overall length, 52ft. 7in.; overall height, 10ft. 4in.; width, 9ft.; truck wheel base, 6ft. 10in.; livery, canary yellow.” [1: p101]

A new $60,000 sub-station was built by 1949 in Shaker Heights which ensured adequate power for the PCC cars. Other improvements undertaken were “the doubling of car parking space at stations and an increase in service frequency.” [1: p101]

Extensions of the SHRT were, in 1949, considered likely; at that time, the line had been graded beyond Green Road as far as Gates Mills and steel poles had been erected part of the way. (This extension never occurred even though the preparatory work had been undertaken.) [7]

The Moreland Branch had been graded south to the Thistledown Race Track beyond Warrensville and there was little doubt, at that time that this extension would be completed. It turns out that this extension also never came to fruition.

“In Cleveland itself, the City Council … asked for 31 million dollars for the purpose of financing extensions of its city lines east and west of the city. The East Side line was laid out and partly graded by the original builders of the SHRT; it left the Heights line at East 60th Street and needed, at the time of writing of the article in Modern Tramway, only a few months’ work to complete.” [1: p101]

“Snow [had] no effect on the operation of the SHRT and the line [carried] on when local bus and trolley bus lines [had] ceased … in the severe winter of 1947-8; and all the year round, as mentioned before, the owners of the $75,000 homes of Shaker Heights [left] their cars behind and [travelled] into town by the faster and more reliable means so amply provided.” [1: p102]

“In 1955 the Cleveland Transit System (which was formed in 1942 when the City of Cleveland took over the Cleveland Railway Company) opened the first section of the city’s new rapid transit line, now known as the Red Line. It used much of the right-of-way and some of the catenary poles from the Van Sweringen’s planned east-west interurban line adjacent to the NYC&StL tracks. The first section of the CTS rapid transit east from Cleveland Union Terminal included 2.6 miles (4.2 km) and two stations shared with the Shaker Heights Rapid Transit line, necessitating split platforms with low-level sections (for Shaker Heights rapid transit cars) and high-level sections (for CTS rapid transit cars).” [4]

In the 21st century, the Red Line (formerly and internally known as Route 66, also known as the Airport–Windermere Line) is now “a rapid transit line of the RTA Rapid Transit system in Cleveland, Ohio, running from Cleveland Hopkins International Airport northeast to Tower City in downtown Cleveland, then east and northeast to Windermere. 2.6 miles (4.2 km) of track, including two stations (Tri-C–Campus District and East 55th), are shared with the light rail Blue and Green Lines; the stations have high platforms for the Red Line and low platforms for the Blue and Green Lines. The whole Red Line is built next to former freight railroads. It follows former intercity passenger rail as well, using the pre-1930 right-of-way of the New York Central from Brookpark to West 117th, the Nickel Plate from West 98th to West 65th, and the post-1930 NYC right-of-way from West 25th to Windermere.” [5]

The Red Line is shown on the four extracts from OpenStreetMap below. [5]

These four map extracts show the full length of the Red Line from the airport in the West to East Cleveland. [5]

In the 21st century the two original Shaker Heights routes form the Blue Line and the Green Line as part of Cleveland, Ohio’s Rapid Transit System.

“The Blue Line (formerly known as the Moreland Line and the Van Aken Line, and internally as Route 67) is a light rail line of the RTA Rapid Transit system in Cleveland and Shaker Heights, Ohio, running from Tower City Center downtown, then east and southeast to Warrensville Center Blvd near Chagrin Blvd. 2.6 miles (4.2 km) of track, including two stations (Tri-C–Campus District and East 55th), are shared with the rapid transit Red Line, the stations have low platforms for the Blue Line and high platforms for the Red Line. The Blue Line shares the right-of-way with the Green Line in Cleveland, and splits off after passing through Shaker Square.” [3]

The Blue Line from Cleveland to Shaker Heights shown on OpenStreetMap. [3]

“The Green Line (formerly known as the Shaker Line) is a light rail line of the RTA Rapid Transit system in Cleveland and Shaker Heights, Ohio, running from Tower City Center downtown, then east to Green Road near Beachwood. 2.6 miles (4.2 km) of track, including two stations (Tri-C–Campus District and East 55th), are shared with the rapid transit Red Line; the stations have low platforms for the Green Line and high platforms for the Red Line. The Green Line shares the right-of-way with the Blue Line in Cleveland, and splits off after passing through Shaker Square.” [4]

This map shows the extent of the three lines – red, blue and green, © Public Domain. [6]

Tram Cars

Tram cars used on the Shaker Heights lines since 1920 include: the 1100-series and 1200-series centre-entrance fleet; the colourful PCC cars; and the current fleet of Breda LRVs which have operated the line since 1982. [15]

Cleveland’s 1100-series and 1200-series center-door cars were built in the mid-1910s.  “Not only were these cars distinctive and immediately identifiable as Cleveland cars, but many of them outlasted the Cleveland street railway itself.  This was because the suburban streetcar route to Shaker Heights, barely on the drawing board when the center-door cars were built, bought a handful of 1200-series cars to hold down service when it was new.  For years these cars were the backbone of service to Shaker Heights until the last of them were finally retired in favor of PCC cars in 1960.” [16]

A three-car train of 1200-series centre-door cars waits at what was then the Lynnfield Road terminus of the South Moreland Boulevard line around 1923 during the early years of the Shaker Heights operation.  The line was extended to Warrensville Center Road in 1930 and in 1950 South Moreland Boulevard was renamed Van Aken Boulevard. This photograph  is held in  Shaker Historical Museum photograph collection. © Public Domain. [16]

Cleveland’s PCC Trams began arriving in the late 1940s, as we have already noted. PCC (Presidents’ Conference Committee) trams were streetcars of a design that was first “built in the United States in the 1930s. The design proved successful domestically, and after World War II it was licensed for use elsewhere in the world where PCC based cars were made. The PCC car has proved to be a long-lasting icon of streetcar design, and many remain in service around the world.” [17]

The Shaker Heights Rapid Transit network purchased 25 new PCC cars and 43 second-hand cars. A total of 68: the original 25 Pullman cars were extra-wide and had left-side doors. The second-hand cars were: 20 cars purchased from Twin Cities Rapid Transit in 1953; 10 cars purchased from St. Louis in 1959; 2 former Illinois Terminal cars leased from museums in 1975; 2 cars purchased from NJ Transit in 1977; 9 ex-Cleveland cars purchased from Toronto in 1978. PCCs were used until 1981. [17]

The Cleveland Transit System had 50 PCCs purchased new and 25 second-hand. The second-hand cars purchased from Louisville in 1946. All  Cleveland’s cars were sold to Toronto in 1952. Of these, nine cars were (noted above) sent to Shaker Heights in 1978. [17]

Pullman Standard PCCs “were initially built in the United States by the St Louis Car Company (SLCCo) and Pullman Standard. … The last PCC streetcars built for any North American system were a batch of 25 for the San Francisco Municipal Railway, manufactured by St. Louis and delivered in 1951–2. … A total of 4,586 PCC cars were purchased by United States transit companies: 1,057 by Pullman Standard and 3,534 by St. Louis. Most transit companies purchased one type, but Chicago, Baltimore, Cleveland, and Shaker Heights ordered from both. The Baltimore Transit Co. (BTC) considered the Pullman cars of superior construction and easier to work on. The St. Louis cars had a more aesthetically pleasing design with a more rounded front and rear, compound-curved skirt cut-outs, and other design frills.” [17]

“Both the Cities of Cleveland & Shaker Heights purchased PCC trolleys after WWII.  Cleveland operated theirs from 1946 to 1953 before they sold them to the City of Toronto.  Shaker Heights operated their PCCs for a much longer period – i.e. from 1947 up until the early 1980s.” [18]

A PCC Streetcar approaching Shaker Square Station, © David Wilson and licensed for reuse under a Creative Commons Licence (CC BY 2.0). [4]

Cleveland’s Breda LRVs are a fleet of 34 vehicles operating on the Blue, Green and Waterfront lines. One is shown below on the Blue Line and one on the Green Line. [19]

Two Breda LRVs on duty on the Blue Line and the Green Line towards the end of the 20th century, © Michael Barera and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [19]

The LRVs were purchased from the Italian firm, Breda Costruzioni Ferroviarie, to replace the aging PCC cars. They were dedicated on 30th October 1981. [3]

The cars consist of two half bodies joined by an articulation section with three bogies. The two end bogies are powered, and the central bogie under the articulation section is unpowered. “The car is slightly more than 24 m (79 ft 10 in) long, is rated AW2 (84 seated passengers and 40 standing), and can travel at a maximum speed of 90 km/hr (55 mph). This speed can be reached in less than 35 sec from a standing start.” [20]

Overall length: 79ft 11in.

Width: 9ft 3in

Tare weight: 84,000lb

Acceleration: 3mph/sec.

Service braking: 4mph/sec.

Emergency braking: 6mph/sec.

Each LRV “is bidirectional with an operator’s cab at either end and three doors per side. The passenger door near the operator’s cab is arranged to allow the operator to control fare collection. The 84 seats are arranged in compliance with the specification requirements. Half the seats face one direction and half the other. Each end of the car is equipped with … an automatic coupler with mechanical, electrical, and pneumatic functions so that the cars can operate in trains of up to four vehicles.” [20]

In 2024, the Greater Cleveland Regional Transit Authority board approved “the selection of Siemens Mobility for a contract to replace the Breda light rail vehicle fleet. … The planned framework contract with Siemens Mobility would cover up to 60 Type S200 LRVs, with a firm order for an initial 24. … The high-floor LRVs will be similar to cars currently used by Calgary Transit, with doors at two heights for high and low level platforms, an infotainment system, ice cutter pantographs, 52 seats, four wheelchair areas and two bicycle racks. … The fleet replacement programme currently has a budget of $393m, including rolling stock, infrastructure modifications, testing, training, field support, spare parts and tools. This is being funded by the Federal Transportation Administration, Ohio Department of Transportation, Northeast Ohio Areawide Co-ordinating Agency and Greater Cleveland RTA.” [21]

References

  1. Shaker Heights Rapid Transit Lines; in Modern Tramway Vol. 12, No 137, May, 1949, p101,102,112.
  2. https://case.edu/ech/articles/s/shaker-heights-rapid-transit, accessed on 1st January 2025.
  3. https://en.m.wikipedia.org/wiki/Blue_Line_(RTA_Rapid_Transit), accessed on 1st January 2025.
  4. https://en.m.wikipedia.org/wiki/Green_Line_(RTA_Rapid_Transit), accessed on 1st January 2025.
  5. https://en.m.wikipedia.org/wiki/Red_Line_(RTA_Rapid_Transit), accessed on 1st January 2025.
  6. https://commons.m.wikimedia.org/wiki/File:Cleveland_Rapid_map.svg, accessed on 1st January 2025.
  7. https://www.loc.gov/resource/hhh.oh0092.photos/?st=brief, accessed on 1st January 2025.
  8. https://www.etsy.com/uk/listing/1213398530/shaker-rapid-shaker-heights-oh-cleveland, accessed on 2nd January 2025.
  9. https://akronrrclub.wordpress.com/tag/shaker-heights-rapid-transit-lines, accessed on 2nd January 2025.
  10. https://www.ebay.co.uk/itm/276745885984?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=bTaNd6pwTTu&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY, accessed on 2nd January 2025.
  11. https://clevelandhistorical.org/items/show/418, accessed on 2nd January 2025.
  12. https://www.riderta.com/dec-17-1913-first-light-rail-service-operates-shaker-heights, accessed on 2nd January 2025.
  13. https://en.m.wikipedia.org/wiki/Tower_City_station, accessed on 2nd January 2025.
  14. https://www.shakersquare.net/history, accessed on 2nd January 2025.
  15. https://clevelandlandmarkspress.com/book_details.php?bid=5#&panel1-5, accessed on 2nd January 2025.
  16. https://hickscarworks.blogspot.com/2013/10/h1218.html?m=1, accessed on 2nd January 2025.
  17. https://en.m.wikipedia.org/wiki/PCC_streetcar, accessed on 3rd January 2025.
  18. https://cs.trains.com/mrr/f/13/t/290183.aspx, accessed on 3rd January 2025.
  19. https://commons.m.wikimedia.org/wiki/Category:Breda_trams/LRVs_in_Cleveland, accessed on 3rd January 2025.
  20. https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://onlinepubs.trb.org/Onlinepubs/state-of-the-art/2/2-031.pdf&ved=2ahUKEwinxYDwr9qKAxX0U0EAHWvkKooQFnoECBEQAQ&usg=AOvVaw2t9tHFDwPvUHB1juJqbqWe, accessed on 3rd January 2025.
  21. https://www.railwaygazette.com/light-rail-and-tram/cleveland-light-rail-vehicle-fleet-renewal-approved/64031.article, accessed on 3rd January 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]

Tram No. 766, © Unknown. [36]
Trams No. 762, © Unknown. [36]

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

  1. 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
  2. https://rogerfarnworth.com/2024/12/08/genoas-early-tram-network-part-2-the-western-half-of-the-eastern-network
  3. https://rogerfarnworth.com/2024/12/14/genoas-early-tram-network-part-3-the-remainder-of-the-eastern-network-before-the-first-world-war
  4. https://rogerfarnworth.com/2024/12/18/genoas-early-tram-network-part-4-world-war-1-to-world-war-2
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  15. https://it.m.wikipedia.org/wiki/Tram_UITE_serie_900, accessed on 19th December 2024.
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  17. Storia [History] (in Italian). AMT Genova; https://www.amt.genova.it/amt/amt-istituzionale/storia, accessed on 15th November 2024.
  18. http://www.uwrbancenter.comune.genova.it/sites/default/files/quaderno_arch_2011_03_21.pdf, accessed on 16th November 2024.
  19. Rete tranviaria di Genova; https://it.wikipedia.org/wiki/Rete_tranviaria_di_Genova, accessed on 26th November 2024.
  20. AMT (ed.); History of public transport in Genoa; Genoa, SAGEP Editrice, 1980.
  21. Paolo Gassani; Photo history of the tramway in Genoa, Genoa, Nuova Editrice Genovese, 1982.
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  28. https://www.facebook.com/share/p/gBZTNL8Ex9VsvaKv, accessed on 20th December 2024.
  29. https://www.facebook.com/share/p/N2Cw4M7R4igWZmjy, accessed on 21st December 2024.
  30. https://www.facebook.com/share/p/UmobQGmrwfxs8tZp, accessed on 21st December 2024
  31. https://www.facebook.com/groups/fotogenovaantica/permalink/7150000391765729/?app=fbl, accessed on 21st December 2024.
  32. https://www.facebook.com/groups/fotogenovaantica/permalink/2174302596002225/?app=fbl, accessed on 21st December 2024.
  33. https://genova.repubblica.it/cronaca/2016/01/13/foto/dai_tram_al_metro_120_anni_di_trasporti_pubblici_a_genova-131126729/1/., accessed on 21st December 2024.
  34. https://www.facebook.com/photo/?fbid=2810624945900888&set=a.1385960088367388, accessed on 21st December 2024.
  35. https://www.facebook.com/photo/?fbid=250986243601911&set=gm.4601090983268483, accessed on 21st December 2024.
  36. https://www.marklinfan.com/f/topic.asp?TOPIC_ID=4530&whichpage=2, accessed on 21st December 2024

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

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.

The revised route from Piazza Corvette to Piaza Verdi – a new length of tramway was built along Via Edmondo de Amicis to link Piazza Brignole with Piazza Verdi and Brignole Railway Station. [Google Maps, December 2024]
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

  1. 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.
  2. https://rogerfarnworth.com/2024/12/08/genoas-early-tram-network-part-2-the-western-half-of-the-eastern-network
  3. https://rogerfarnworth.com/2024/12/14/genoas-early-tram-network-part-3-the-remainder-of-the-eastern-network-before-the-first-world-war
  4. https://www.stagniweb.it/mappe/GE1916.jpg, accessed on 16th December 2024.
  5. https://www.facebook.com/photo/?fbid=2049286151810128&set=gm.1668899133209243, accessed on 16th December 2024.
  6. https://it.wikipedia.org/wiki/Corso_Italia_(Genova), accessed on 16th December 2024.
  7. https://www.facebook.com/share/p/71MjBp5D22S7ibme, accessed on 16th December 2024.
  8. 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.
  9. https://www.facebook.com/share/p/53eQsSsDqVQihPtB, accessed on 16th December 2024.
  10. https://www.facebook.com/share/p/5HCMHKXdKRJQy5JG, accessed on 16th December 2024.
  11. https://www.facebook.com/share/p/aDJ5a49FpFsVZrT5, accessed on 16th December 2024.
  12. https://www.facebook.com/share/p/5b2Si6VYvDKM3CWT, accessed on 16th December 2024.
  13. https://www.marklinfan.com/f/topic.asp?TOPIC_ID=4530&whichpage=1, accessed on 17th December 2024.
  14. https://www.facebook.com/share/p/WEFm8bEAFcWph8Dk, accessed on 17th December 2024.
  15. https://www.stagniweb.it/foto6.asp?File=tram_ge&InizioI=1&RigheI=50&Col=5, accessed on 17th December 2024.
  16. https://en.m.wikipedia.org/wiki/AMT_Genova, accessed on 15th November 2024.
  17. Storia [History] (in Italian). AMT Genova; https://www.amt.genova.it/amt/amt-istituzionale/storia, accessed on 15th November 2024.
  18. http://www.uwrbancenter.comune.genova.it/sites/default/files/quaderno_arch_2011_03_21.pdf, accessed on 16th November 2024.
  19. Rete tranviaria di Genova; https://it.wikipedia.org/wiki/Rete_tranviaria_di_Genova, accessed on 26th November 2024.
  20. AMT (ed.); History of public transport in Genoa; Genoa, SAGEP Editrice, 1980.
  21. Paolo Gassani; Photo history of the tramway in Genoa , Genoa, Nuova Editrice Genovese, 1982.
  22. https://www.facebook.com/photo?fbid=10232797184498995&set=pcb.7130967057002396, accessed on 17th December 2024.
  23. https://www.facebook.com/share/p/JybARrWm7GmtDD9W, accessed on 17th December 2024.
  24. https://www.facebook.com/share/p/AayVX3X524jLgmi7, accessed on 17th December 2024.
  25. https://www.facebook.com/share/p/pJjBuUeF81f3LL3i, accessed on 17th December 2024.
  26. https://www.facebook.com/share/p/BsjLWDmoNQw4QjWb, accessed on 17th December 2024.
  27. https://www.facebook.com/share/p/fVjRbNsa8RPk2SE1, accessed on 17th December 2024.
  28. https://www.facebook.com/share/p/Crw7Lje3ZcHMr4KX accessed on 17th December 2024.
  29. https://www.facebook.com/share/p/4GTuSwY8RrCxGQJh, accessed on 18th December 2024.
  30. https://www.stagniweb.it/foto6.asp?File=mappe_ge&righe=1&inizio=5&InizioI=1&RigheI=50&Col=4, accessed on 18th December 2024.
  31. https://www.facebook.com/share/p/JmLna6oRqU8HmRbg, accessed on 18th December 2024.
  32. https://www.facebook.com/share/p/s3G2sL6e8hFGfeCX, accessed on 18th December 2024.
  33. https://www.facebook.com/share/p/dkNJ4yB1F1nkHLjD, accessed on 18th December 2024.
  34. https://www.facebook.com/share/p/GwXxfKHcemQQxj9T, accessed on 18th December 2024.
  35. https://www.facebook.com/share/p/Q34Q5GXXoamj1XhX, accessed on 18th December 2024.

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

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]
A similar view in the 21st century. [Google Streetview, August 2024]
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]
Piazza Terralba, © Public Domain. [80]

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

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 authorisedd for reuse under a Creative Commons Licence (CC BY-SA 2.0. [19]

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.

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.

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]
Via Roma, © 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]
The same view in the 21st century. [Google Streetview, August 2024]
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]
A similar view in the 21st century. [Google Streetview, August 2024]
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]
A similar view in the 21st century. [Google Streetview, August 2024]
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]
A similar view in the 21st century. [Google Streetview, August 2024]
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]
A similar view in the 21st century. [Google Streetview, August 2024]
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 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. [52]
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]
A similar view in the 21st century. [Google Streetview, August 2024]
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]
A similar view in the 21st century. [Google Streetview, April 2023]
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]
The same view in the 21st century. [Google Streetview, August 2024]

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]
The same view in the 21st century. [Google Streetview, April 2023]
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]

Piazza Manin, (c) Public Domain. [84]
A simila view in the 21st century. [Google Streetview, April 2023]
Piazza Manin, (c) Public Domain. [86]
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.

References

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Genoa’s Early Tram Network – Part 1 – General Introduction, Tunnels, The Years before World War One, and the Early Western Network.

4 Replies

Introduction and Early History

We begin this article with a look at maps of the Piazza Raffeale de Ferrari and its immediate environs over the years around the turn of the 20th century. The Piazza became one of two focal points for tramways in the city (the other was Caricamento).

I found the series of maps interesting and they provoked a desire to find out more about the network of horse-drawn and later electric trams and tramways of Genoa. ….

This map of 1886 shows the Piazza Raffeale de Ferrari a little to the left of the centre. Via Carlo Felice runs away from the Piazza to the North-northeast, Via Roma to the Northeast. The map extract is taken from the Italy Handbook for Travellers of 1886 produced by Karl Baedeker, © Public Domain. [10]
This map of 1906 is taken from Karl Baedeker’s Italy Handbook for Travellers. It shows an enlarged Piazza Raffeale de Ferrari, © Public Domain. [11]
This version of the map was produced for the 1913 Baedeker guide. This has tramways shown and the Piazza is beginning to take a shape that is more recognisable in the 21st century, © Public Domain. [12]

Italian Wikipedia informs us that: “The first public transport in Genoa was provided by a horse bus service linking the city centre and Sampierdarena, that started in 1873. In 1878, the French company Compagnia Generale Francese de Tramways (CGFT, French General Company of Tramways) began to build a horse tram system.” [16][17]

A map of the horse-drawn tramways operated by the French company Compagnia Generale Francese de Tramways, © Arbalete and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

Towards the end of the century, the new urban plan led to the construction of new roads with wider carriageways, principal among these were:

  • Via Assarotti connecting Piazza Corvetto to Piazza Manin;
  • Via XX Settembre, built between 1892 and 1899, widening Strada Giulia and connecting the Palazzo Ducale (Piazza de Ferrari) with Porta Pila and the banks of the River Bisagno (once the eastern boundary of the city);
  • Corso Buenos Aires, once outside the city walls, was lowered to the level of Ponte Pila and the new Via XX Settembre, to form a single artery that would connect the centre with the Albaro district;
  • Corso Torino, perpendicular to Corso Buenos Aires.

After this work was done, the city began to look more modern and the widened streets made room for tramways in the centre and East of the city. The municipal administration began to plan new lines, both towards the eastern suburbs and in the central districts of the city. [19]

The city welcomed competition and set up a series of concessions which were given to different groups: the French Company kept the Western concession; Val Bisagno and the hilly areas to two Swiss businessman (Bucher & Durrer); and the east of the city was granted to a group of local businessmen. [19][20: p66]

The two parties, other than the French, formed companies:  Bucher created the Società di Ferrovie Elettriche e Funicolari (SFEF) in 1891. [20: p85] The Genoese entrepreneurs founded the Società Anonima Tramways Orientali (SATO) in 1894. [20: p120] The two companies took on the two concessions which envisaged electric traction on metre-gauge lines to accommodate running on the narrow winding streets of the city centre. [19]

“By 1894, SFEF had achieved no more than a single short electric tram line between Piazza Manin and Piazza Corvetto, whilst SATO had not progressed beyond the planning stage. The CGFT system had extended through the city and the Val Polcevera, but was still horse operated.” [16][17]

“In 1894, the German company Allgemeine Elektrizitäts Gesellschaft (AEG) … bought both the SFEF and SATO companies. The following year AEG created the company Officine Electrical Genovesi (OEG), … which took over the city’s existing electricity supply company, and the Società Unione Italiana Tramways Elettrici (UITE), … which purchased the CGFT’s concession. By the end of 1895, AEG had a monopoly of both electricity supply and public transport provision in the city.” [16][17] Under AEG’s “ownership, SFEF and SATO developed a tram network of more than 53 km (33 mi) reaching Nervi and Prato, whilst UITE electrified their lines to Voltri and Pontedecimo.” [16][17]

As we have already noted, the first electric traction line connected Piazza Corvetto to Piazza Manin, running along Via Assarotti. [20: p92] It was activated by SFEF on 14th May 1893 [20: p96] The single-track line was 800 metres long and ran on a constant gradient of 7% [20: p95]; the tickets cost 10 cents. The electrification (600 V DC) was via an overhead cable and was carried out by AEG of Berlin, which, as we have already seen, later acquired a significant shareholding in the company. [19][20: p86-87]

In subsequent years the SFEF network expanded rapidly; in 1895-96 the Monte line to the North of the city centre entered into service, including the Sant’Ugo spiral tunnel; in 1896 the line from Piazza Principe to Piazza Brignole was born. It included two tunnels in the Castelletto area. [21: p20] , In 1897, the Val Bisagno line up to Prato began operation. [19][21: p26]

The first SATO line entered into service on 26th July 1897, connecting Piazza Raibetta to Staglieno through the Circonvallazione a Mare, [20: p122] followed two years later by the long coastal line to Nervi. [20: p127] In 1900 the eastern trams reached the central Piazza de Ferrari, travelling along the new Via XX Settembre which was formed through widening of the old Via Giulia. [19][21: p53]

The two networks, SFEF and SATO, were technically compatible and the two companies, both controlled by AEG, soon unified the two networks. [20: p142]

“Finally in December 1901, AEG merged SFEF and SATO into an enlarged UITE.” [16][17]

An early postcard image showing a tram at work on Corsa Andrea Podesta, © Public Domain. [19]
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 authorisedd for reuse under a Creative Commons Licence (CC BY-SA 2.0. [19]

The enlarged UITE found itself managing 70 km of network, divided between the 30 km of the ‘Western network’: (formerly the French Company) and the 40 km of the ‘Eastern network’ (formerly SFEF and SATO). [20: p170-171] The unification of the network led to an increase in overall traffic, symbolised by the creation of the vast ring terminus in Piazza de Ferrari in 1906. [20: p129]

This seems the right time to look again at the ‘ring terminus’ in Piazza de Raffeale Ferrari. ….

Trams on Piazza Raffeale de Ferrari Genoa (Genova), © Public Domain. [1]
A similar view in the 21st century. [Google Streetview, 2015]
Trams on Piazza Raffeale de Ferrari, Palazzo Ducale is on the left of the photograph, © Public Domain. [7]
A ground-level view from a similar location.  [Google Streetview, 2009]
Another view of Piazza Raffeale de Ferrari and of Palazzo Ducale, © Public Domain. [8]
A similar view of Palazzo Scale from ground-level across the Piazza Raffeale de Ferrari. [Google Streetview, 2015]
Also on Piazza Raffeale de Ferrari, trams gather again! But when is this? The building to the right in the image below is not present in this image, yet is present in the image of the Piazza earlier in this sequence of images, © Public Domain.
From a similar direction as the image above. The building on the left is very much the same as the building on the left in the monochrome image above. Was that monochrome photo taken prior to the building on the right being built, or was the building destroyed during the First World War and then rebuilt at a later date? [Google Streetview, 2016]
The Piazza Raffeale de Ferrari in the 21st century. North of the piazza, at the top-right of this image two streets run out of the piazza. Via Roma curves away to the Northeast and what was Via Carlo Felice (now Via XXV Aprile) heads North-northeast. [Google Maps, November 2024]
Piazza Raffeale de Ferrari, Via Roma (to the right of the building on the right side of this image), and Via Carlo Felice (now Via XXV Aprile), © Public Domain. [7]
The same location in the 21st century. Via Roma is on the right side of the building at the centre of this image. Via XXV Aprile (once Via Carlo Felice) is on its left. [Google Streetview, July 2015]

In 1908, after three years of construction work, Galleria Certosa (Certosa Tunnel) was put into use. It facilitated tram journeys to and from the Polcevera valley, avoiding the crossing of San Pier d’Arena. [19][21: p38] The tunnel connected Piazza Dinegro, in the port area, to the Rivarolo district in Val Polcevera. It was 1.76 km long. [22]

In 1934, Galleria Certosa was used every day by five lines: Tram No. 9 (San Giorgio-Rivarolo), tram No. 10 (San Giorgio-Bolzaneto), tram No. 11 (San Giorgio-Pontedecimo) and the two circular lines between San Giorgio and Sampierdarena. [22]

Tram No 78 at the southern entrance to Galleria Certosa, © Public Domain. [22]
In the mid-20th century, Tram No 836 providing the No.10 service exits the South Portal of the tunnel. This image was shared by Paolo Siri on the Sei di Certosa Se … Facebook Group on 2nd February 2014. [23]
The South Portal (seen in the monochrome image above) is no longer in use, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0) [22]
Galleria Certosa was a lengthy tunnel. It is shown here superimposed on a modern map of Genoa, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0) [22]
A view looking towards Galleria Certosa from some distance to the Northwest through the site of what became Brin Metro Station. This image was shared on the Foto Genova Antica Facebook Group on 28th September 2020 by Pietro Spanedda, © Public Domain. [37]
Tram service No. 9 (Tram No. 831(?)) is about to enter the North portal of the tunnel. This image comes from the mid-20th century. [24]
The North Portal of Galleria Certosa. Much of the tunnel is now used by the Metro. Brin Metro Station is immediately behind the camera, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0) [22]

Tram Tunnels (Galleria)

Having noted the construction of Galleria Certosa in the early years of the 20th century (above), it is worth looking at some other tunnels which were built to facilitate the movement of trams.

Galleria Vittorio Emanuele III (renamed Galleria Giuseppe Garibaldi on 27th November 1943)

There seems to be quite a story to the life of this tunnel! The first two photographs show the first tunnel. They focus on the portal in Piazza Della Zeccan.

Piazza della Zecca with trams approaching and leaving a single track tunnel on the line of what will be Galleria Giuseppe Garibaldi. Piazza della Zecca has still not reached its fullest extent and the tunnel portal still has to be constructed, © Public Domain. [70]
Piazza della Zecca in a more complete form but still with a single track tunnel. [71]

These next two photographs show the tunnel as it was first widened in the form which preceded the Galleria Vittorio Emanuele III which had a much smaller bore.

Two views of Piazza Portello with trams exiting and entering the Galleries which preceded Galleria Vittorio Emanuele III, © Public Domain. [38][39]
An engraving of the proposed Galleria Vittorio Emanuele III, © Public Domain. [26]
The Southeast end of Galleria Vittorio Emanuele III during construction with trams using the narrow older tunnel which preceded the larger bore seen on other photographs below, © Public Domain. [26]
Galleria Vittorio Emanuele III later during construction work the full size bore is now complete but the decorative portal still has to be built, © Public Domain. [26]
A postcard view of the Southeast Portal of Galleria Vittorio Emanuele III (later Giuseppe Garibaldi), © Public Domain. [26]
The Southeast Portal of Galleria Giuseppe Garibaldi in the 21st century. [Google Streetview, August 2024]
The Northwest Portal of Galleria Vittorio Emanuele III (later Giuseppe Garibaldi) soon after construction, © Public Domain. [25]
A 21st century view of the Northwest portal of Galleria Giuseppe Garibaldi. [Google Streetview, August 2024]

Galleria Sant’Ugo

A tram at the lower Portal of Galleria Sant’Ugo, © Public Domain. [27]
The route of Galleria Sant’Ugo appears on city centre maps North of Principe Railway Station. Its lower entrance was on Salita Della Provvidenza. Its upper entrance only a very short distance away to the Northeast but at a higher level in Piazza Ferreira. [27]
Galleria Sant’Ugo left the surface at the North end of Salita Della Provvidenza. [Google Maps, November 2024]
The lower entrance to Galleria Sant’Ugo in the 21st century. [Google Streetview, December 2020]
The Upper Portal of Galleria Sant’Ugo in Piazza Ferreira, © Public Domain. [28]
The upper (marked by the purple flag) and lower entrances of Galleria Sant’Ugo were geographically very close together! [Google Maps, November 2024]
The upper entrance to Galleria Sant’Ugo in Piazza Ferreira. [Google Streetview, August 2024]

Galleria Chrisoforo Colombo

Named after Christopher Columbus, whose house was nearby, the gallery was opened to the public in the 1930s and was hailed as the city’s gateway to the sea. It connected Piazza de Ferrari and Piazza della Vittoria.

The Northwest Portal of Galleria Chrisoforo Colombo in its early years, © Public Domain. [28]
The Northwest Portal of Galleria Chrisoforo Colombo in the 21st century. [Google Streetview, August 2024]
The Southeast Portal of Galleria Chrisoforo Colombo in its early years, © Public Domain. [29]
The Southeast Portal of Galleria Chrisoforo Colombo in the 21st century. [Google Streetview, August 2024]
The blue flag points to the line of the Galleria Chrisoforo Colombo.
A closer view of the location.

Galleria Regina Elena (today Nino Bixio)

The West Portal of Galleria Regina Elena (now Nino Bixio), © Public Domain. [30]
The West Portal of Galleria Nino Bixio in the 21st century. [Google Streetview, August 2024]
The East Portal of Galleria Regina Elena (now Nino Bixio), © Public Domain. [30]
The East Portal of Galleria Nino Bixio in the 21st century. [Google Streetview, August 2024]
The location of Galleria Nino Bixio. [Google Maps, November 2024]

Galleria Dei Tram Via Milano

Now long gone, there was a tram tunnel on Via Milano to the Southwest of the city centre. It took the tramway (and roadway) under San Benigno Hill. It was.built in 1878 by the Compagnia Generale Francese dei Tramways for its horse-drawn trams. Its Southwest portal was in Largo Laterna. Its Northeast portal is shown in the first image below.

The Northeast portal of the Galleria on Via Milano before its demolition when the San Benigno Hill was raised to the ground. The three images below show the Southwest end of the tunnel. This image was shared by Silvia Brisigotti on the Foto Genova Antica Facebook Group on 3rd February 2024, © Public Domain. [34]
A similar location on Via Milano in the 21st century. There are no features to tie the two images together! [Google Streetview, August 2024]
Three different images showing the Southwest portal of the Galleria Via Milano and its immediate environment. The third of the images illustrates its proximity to Genoa’s (Genova’s) Lighthouse on Largo Laterna. These images were shared by Silvia Brisigotti on the Foto Genova Antica Facebook Group on 16th January 2024, © Public Domain. [35]
A similar location on Via Milano in the 21st century. The lighthouse can be seen on the right of this photograph. [Google Streetview, August 2024]

Until Galleria Certosa was constructed all tram services for the Western suburbs of the city had to pass through this tunnel.

Galleria Goffredo Mameli

This tunnel curved through the Eastern parts of the city from Via Piave to Via Carlo Barabino at the bottom of Piazza Palermo.

Galleria Goffredo Mameli. [Google Maps, November 2024]
In Piazza Palermo, UITE No. 937 exits Galleria Goffredo Mameli in service on the Line 15, De Ferrari – Galleria Mameli – Nervi Service in the later years of the network’s life, © Public Domain. [36]
Looking East at the bottom of Piazza Palermo towards the West Portal of Galleria Goffredo Mameli. [Google Streetview, August 2024]
The South Portal of Galleria Goffredo Mameli, © Public Domain. [40]
The South Portal of Galleria Goffredo Mameli. [Google Streetview, August 2024]

The Years Before World War One

In the early years of the 20th century, the municipal administration began to consider the idea of taking control of the tram service. In anticipation of this, in 1913, it built its own line from Marassi to Quezzi, known as Municipal Line A, it was operated by UITE on behalf of the Municipality. [19][21: p44]

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

I. Western Network:

1 Caricamento – San Pier d’Arena (Sampierdarena in other sources) – Sestri – Pegli – Voltri
2 Caricamento – San Pier d’Arena – Sestri – Pegli
3 Caricamento – San Pier d’Arena – Sestri
4 Caricamento – San Pier d’Arena
5 Caricamento – San Pier d’Arena – Rivarolo
6 Caricamento – San Pier d’Arena – Rivarolo – Bolzaneto
7 Caricamento – San Pier d’Arena – Rivarolo – Bolzaneto – Pontedecimo
8 Caricamento – Galleria Certosa – Certosa
9 Caricamento – Galleria Certosa – Certosa – Rivarolo
10 Caricamento – Galleria Certosa – Certosa – Rivarolo – Bolzaneto
11 Caricamento – Galleria Certosa – Certosa – Rivarolo – Bolzaneto – Pontedecimo

II. 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

The Western Network, particularly before World War One

Lines 1 to 11 constituted the Western Network. All of these lines had their city centre terminus at Piazza Caricamento. The Piazza is shown on the adjacent 1916 map.

The map shows part of the Port area of Genoa (Genova) in 1916 with a significant series of standard-gauge railway sidings in evidence (black lines) and some red lines which indicate the metre-gauge tram routes. Piazza Caricamento is close to the water halfway down the map extract. [31]

A typical photograph of a freight movement on the standard-gauge railway serving the port. The building behind the locomotive front onto Piazza Caricamento., © Public Domain and shared by Enrico Pinna on the Foto Genova Antica Facebook Group on 22nd January 2023. [33]

The postcard images below show trams operating in Piazza Caricamento at different times over the life of the tram network in the 20th century.

Piazza Caricamento, (postcard dated 1908), © Public Domain. [31]
Piazza Caricamento (postcard dated 1910), © Public Domain. [31]
Piazza Caricamento, (postcard dated 1936), © Public Domain. [31]
Piazza Caricamento, later than the previous view, © Public Domain. [31]
Piazza Caricamento in October 1942 sowing war damage to properties on the East side of the Piazza, © Public Domain. [32]

There were three main routes out of Piazza Caricamento, one of which followed the coast round to meet the lines on the East of the city. The other two shared the bulk of the services leaving the piazza. One of these two routes ran West through San Pier d’Arena (Sampierdarena), the other ran through Galleria Certosa.

The only tramway route serving the western suburbs before the construction of Galleria Certosa is shown here in black between Pizza Caricamento, Principe and San Pier d’Arena (Sampierdarena), © Arbalete and authorisedd for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]
The distribution of tramway routes in the West of the city after Galleria Certosa was put into use, © Arbalete and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]

The route to San Pier d’Arena (Sampierdarena) closely follows the coast and ran through the Galleria on Via Milano before the San Benigno Hill was raised to the ground.

The 1916 map shows the first length of the tramway Northwest of Piazza Caricamento (red line) which served both the two routes mentioned above. It ran on the south side of Principe Railway Station across the top of the Port. [31]
A crowded Pizza Acquaverde, located in front of the Principe Station, dominated by the statue of Christopher Columbus. Among buses and trolleybuses there is a tram waiting at the station. Another tram (a 900) is on the route from Piazza Caricamento towards Sampierdarena. This image probably comes from the late 1950s or early 1960s, © Public Domain. [36]
The redline marking the tramway runs down the West side of the Port on this next extract from the 1916 – Via Milano, later Via Bruno Buozzi. [31]
An early postcard image showing the curve from Via San Benedetto into Via Milano.[42]
The same location, also prior to the widening of Via Milano and the renaming of the fist length ahead as Via Bruno Buozzi. [41]
The same location in the 21st century. [Google Streetview, 2010]
Via Milano (eventually Via Bruno Buozzi) with tram tracks on the seaward side. A promenade separates the FS sidings from the carriageway and trams, © Public Domain. [47]
A view Northeast along Via Milano before the widening of the highway and its renaming as Via Bruno Buozzi. [49]
A later view of Via Milano/Via Bruno Buozzi with tramway tracks in the centre of the widened carriageway, © Public Domain. [46]
Somewhat later in the 20th century and taken a little further to the West, this postcard image shows the same centre-of-carriageway tracks the section of Via Milano seen here was renamed Via Bruno Buozzi. [45]
Via Bruno Buozzi in the 21st century. [Google Streetview, August 2024]
This extract from the same 1916 map shows the line of the Galleria which carried the tramway West towards San Pier d’Arena (Sampierdarena). [31]
The view back towards the centre of Genoa from the point where the tramway turned to run through the Galleria under San Benigno Hill, © Public Domain. [48]
It is difficult, given the modern layout of this area of Genoa, to be definitive about the location of the monochrome image immediately above. This image is taken from a very similar position. The skyline at the rear of this image is a very good match for that in the image above.  [Google Streetview, May 2014]
The tramway turned to the right to enter the tunnel under San Benigno Hill. The tunnel portal was beyond the end of the masonry wall behind the steeply inclined accessed road onto the hill. There is no practical modern equivalent to this view, © Public Domain.  [44]

Pictures of the Galleria can be seen earlier in this article.

West of the Galleria, the original tramway ran along what is now Via Giacomo Buranello (what was Via Vittorio Emanuele) to Sampierdarena. This route appears to the North of the SS1 on the satellite image below.

In this extract from Google’s satellite imagery Sampierdarena is marked top left. The modern SS1 runs along the line of what was Via Milano. Careful inspection of this image shows the railway sidings which remain on the South side of the SS1.
Via Vittorio Emanuele (later Via Giacomo Buranello) looking West, (c) Public Domain. [93]
The same view in the 21st century. [Google Streetview, August 2024]
Looking West, Sampierdarena, Piazza Vittorio Veneto. A tram is arriving in the Piazza from the West. It has travelled along Via Cornigliano, © Public Domain. [50]
A view of Piazza Vittorio Veneto from a similar bearing, but this time at ground level in 21st century
  Via Cornigliano leaves the Piazza to the left rear. [Google Streetview, August 2024]

Before looking at line further West from Sampierdarena we need to note a line which was added to the network before WW1.

A second tramway was built which ran alongside the railway sidings on what is now the SS1, it was then Via Milano, towards Sampierdarena. The route is illustrated by the mid-20th century view below.

Trams on Via Milano/Via Sampierdarena – in this image, the tracks of the Genoese port can be seen, populated by a range of FS goods wagons. Two 900 UITE units are passing each other on tram tracks which occupy the centre of Via Milano, © Public Domain. [36]
Looking East along the SS1 during some major roadworks. The railway sidings are just off to the right side of the photograph. [Google Streetview, August 2024]

That route along Via Sampierdarena (Via Milano and Via Colombo) and then Via Pacinotti is illustrated at the bottom of the map below. After running along the centre of Via Sampierdarena, trams turned inland, heading Northwest to join the earlier route, West of Piazza Vittorio Veneto on Via Pacinotti.

A map provided by the Marklinfan.com Forum which shows the new coastal tram route mentioned above. [92]

The Western Network’s Coastal Line(s)

At Sampierdarena the original lines of the Western network separated. Some lines continuing along the coast and others turning inland. The lines diverged at the West end of Piazza Vittorio Veneto. The coastal line ran along what is today Via Frederico Avio, then turned onto what is now Via Antonio Pacinotti, before turning West on what is now Via Raffaele Pieragostini, crossing the River Polcevera at Ponte di Cornigliano, running along Via Giovanni Ansaldo before joining Via Cornigliano at Piazza Andrea Massena.

This image shows the tramway at what is now the junction between Via Frederico Avio (entering bottom right) and Via Antonio Pacinotti (which heads away from the camera). At the time this was Via Garibaldi. (c) Public Domain. [61]
The same location in the 21st century. The vacant lot is the location of the building on the right of the monochrome image above. [Google Streetview, August 2024]
This mid-20th century postcard view shows trams following Via Cornigliano West of Piazza Massena, © Public Domain. [50]
Piazza Massena at the East end of Via Cornigliano as it appears in the 21st century. The tramway followed Via Cornigliano round to the left ahead. [Google Streetview, August 2024]
Another view of Piazza Massena in Cornigliano. This image was shared on the C’era una volta Genova Facebook Group by Gianfranco Dell’Oro Bussetti on 8th March 2017, (c) Public Domain. [2]
A similar view of Piazza Massena in 2024. [Google Streetview, August 2024]
Looking West along Via Cornigliano to the West of San Pier d’Arena (Sampierdarena), © Public Domain. [36]
The same location in the 21st century. [Google Streetview, August 2024]
The route West followed the yellow road on this extract from Google Maps satellite imagery. A modern flyover takes the present SS1 over the railway. The original route of the tramway follo
Two images which show the metre-gauge tramway crossing the standard-gauge railway, © Public Domain. [4]
The tramway/road underpass built in the 1930s. A significant amount of excavation was required to take trams under the railway, © Public Domain.[5]
Looking West along the line of the Tramway towards the underpass in the 21st century
Looking back Northeast towards the underpass in the 21st century.[Google Streetview, Aug 2024]
Tram No. 999, the last of the UITE series, is in transit on the Pegli seafront, in service on Line No. 1, Caricamento to Voltri. Miramare Castle is on the sea front. The Castle is in use as a hotel in the 21st century, © Public Domain. [50]
Lungomare di Pegli (SS1) and Miramare Castle in the 21st century. [Google Streetview, August 2024]
This photograph was taken from Miramare Castle. A 900 series tram is heading West and a tram is approaching from the West.  [50]
A similar view, taken from a point a little further to the West, in 21st century
Looking East at Pegli 1925. [58]
At ground level in the 21st century. Looking East from a similar location on the SS1( Via Pegli). [Google Streetview, August 2024]
The terminus of some tram routes at Pegli!, (c) Public Domain. [91]
The same location in the 21st century. [Google Streetview, August 2024]

Beyond Pegli, only Line No. 1 travelled on to Voltri. These next few photographs were taken in Voltri.

An early view West towards Voltri along Via Voltri. [52]
The same location in the 21st century. [Google Streetview, August 2024]
The tramway outside Voltri Railway Station, © Public Domain. [60]
The same location in the 21st century. [Google Streetview, August 2024]
Looking East along Via Dom Giovanni Verita towards Genova, © Public Domain. [51]
The same location in 21st century. The station building can be seen on the right of the image. [Google Streetview, August 2024
Back in the day, Via Dom Giovanni Verita was Corsa Garibaldi. This view looks East along the road towards the railway station. The buildings in the distance match those in the two images above., © Public Domain. [43]
Looking West on Via Dom Giovanni Verita, the station building is just beyond the red lorry cab. The three roofs of the furthest buildings are the same as those in the three images above. [Google Streetview, August 2024]
Looking West across the bridge on Don Giovanni Verita, Voltri, early in the 20th century, © Public Domain. [54]
The same location, looking West. [Google Streetview, August 2024]
Looking West along Via Carlo Camozzini, Voltri in the mid-20th century, © Public Domain. [57]
Looking West from a very similar location on Via Carlo Camozzini. [Google Streetview, August 2024]

The tram depot was in Voltri close to the mouth of the River Cerusa (below).

The bridge in this image spans the mouth of the Cerusa River. The photograph looks East towards Genoa. The building just beyond the river on a platform above the beach is the Tram Depot. There are clearly tram tracks running towards the camera which suggests that the line’s terminus was to the West of the Cerusa River. [56]
The same view in the 21st century. [Google Streetview, August 2024]
The tram depot in Voltri seen from the Northeast. The bridge over the River Cerusa is off to the right o, © Public Domain. [55]

We have followed the Western Network as far as we can along the coast. We now need to look at the line(s) of the Western network which ran up the valley of the River Polcevera from Sampierdarena.

To do this we need to return to Piazza Vittorio Veneto in Sampierdarena.

The Western Network and Val Polcevera (the Valley of the River Polcevera)

The lines to the North left Piazza Vittorio Veneto at its Western end, passing immediately through an underpass under the FS Standard Gauge railway.

In the 19th century the route was known as ‘Via Vittorio Emanuele’. In the early years of the 20th century the road was renamed ‘Via Umberto 1’. In 1935, the city gave the road the name ‘Via Milite Ignoto’ (the Unknown Soldier). This decision appears to have been short-live as very soon the road was divided into two lengths, the more southerly length becoming ‘Via Martiri Fascisti’, the remaining length, ‘Via delle Corporazioni’. After the end of Word War Two renaming again occurred. In 1945 the names which continue to be used in the 21st century were chosen – ‘Via Paolo Reti’ and ‘Via Walter Fillak ‘. Fillak and Reti were partisans in WW2. [59][66]

A view from above … This is Piazza (Via) Vittorio Emanuele seen from the West. The tram tracks can be seen heading away through the underpass in the foreground. [75]

The route of this part of the old tramway network begins at this rail underpass (where the street is now named, ‘Piazza Nicolo Montano’, having once been Via Nino Bixio), [65] before running along Via Paolo Reti and then Via Walter Fillak. Just beyond the underpass the railway station access left the road on the left. The first old postcard views below show this location.

Two pixelated, low definition images showing the bottom end of what was Via Umberto 1. One the left in both images is the incline leading to the Sampierdarena Railway Station forecourt. [59]
A tram sits at a stop at Piazza Montano. This image was shared on the Foto Genova Antica Facebook Group by Annamaria Patti on 22nd May 2022. [3]
Three further postcard views, of better quality, of the bottom end of Via Umberto 1, (c) Public Domain. [59][62][63]
The view to the Northeast from the rail underpass in 2024. The station approach is on the left. The old tramway curved round to the left below the station approach’s retaining wall. [Google Streetview, August 2024]
Just a little further along the old tram route. The retaining wall on the left supports the station approach road. The tramway ran on along what is now Via Paolo Reti. For some distance the road was flanked by a retaining wall supporting the FS standard-gauge railway. [Google Streetview, August 2024]

The adjacent Google satellite image shows roads over which the old tramway ran. In the bottom right is Piazza Nicolo Montano. It is also possible to make out the station approach ramp which has a number of cars parked on it. In the immediate vicinity of the passenger railway station, railway buildings can be seen separating Via Paolo Reti from the railway but very soon the road and the railway run side-by-side with the railway perhaps 2 to 3 metres above the road. Via Eustachio Degola passes under the railway just to the North of the station buildings. Towards the top of the satellite image, Via Paolo Reti can be seen turning away from the railway wall. [Google Maps, December 2024]

Via Paolo Reti (the former Via Umberto 1) turns away from the railway wall which is now much lower than it was near the station buildings. [Google Streetview, August 2024]
Via Umberto 1, looking North from the bend visible in the photograph above where the road leaves the side of the railway, (c) Public Domain. [68]
Via Paolo Reti (once Via Umberto 1) at the same location as the monochrome image above. [Google Streetview, August 2024]

The monochrome image below purports to show Piazza San Marino. As far as I can work out the piazza was historically, ‘Piazza Vittorio Emanuele III’ and later renamed for another partisan from World War 2 – ‘Piazza Ricardo Masnata’.

A relatively low quality image of Piazza San Marino and Via Umberto 1. The piazza later became Piazza Ricardo Masnata. This view looks North with a tram visible on the left, (c) Public Domain. [64]
Piazza Ricardo Masnata, looking North. There is little to link this image from 2024 with the monochrome image above, other than the alignment of the roads and the shape of the piazza. However, at the centre of this image is a lower building which also appears in the monochrome image. [Google Streetview, August 2024]
Via Umberto 1 looking North from what became Piazza Ricardo Masnata, (c) Public Domain. [67]
The same location in the 21st century. [G
Via Umberto 1, now Via Walter Fillak with a tram heading towards Genoa. [69]
The same location on Via Walter Fillak in the 21st century. [Google Streetview, August 2024]

The line from Sampierdarena ran towards Certosa where, once Galleria Certosa was completed, it met the line through the tunnel.

A satellite view of Certosa. Trams approached the centre of Certosa from the South-southwest on Via Walter Fillak, from the Southeast on Via Beedetto Brin and from the Northnorthwest on Via Germano Jori. [Google Maps, December 2024]
Galleria Certosa can be seen in the right background of this image. The tram is turning towards the underpass beneath the FS standard-gauge railway, © Public Domain. [72]
A similar view in the 21st century. The Metro station at Brin is at the high level. [Google Streetview, October 2020]
A tram has just passed under the railway (on Via Benedetto Brin) and is approaching the junction with Via Germano Jori (then Umberto 1) and Via Teresio Mario Canepari, © Collection of Stefano Finauri, Public Domain. [73]
A very similar view in the 21st century. [Google Streetview, August 2024]
A mid-20th century postcard view, looking North from junction between Via Germano Jori and Via Teresio Mario Canepari. A tram is heading South along Via Germano Jori, © Public Domain. []
The same view in the 21st century, at the junction of Via Germano Jori, Via Teresio Mario Canepari and Via Benedetto Brin. [Google Streetview, August 2024]
Piazza Errico Petrella looking South, Via Germaon Jori is on the left, Via Certosa on the right. A tram can be seen in the distance at the junction of Via Germano Jori with Via Benedetto Brin and Via Walter Fillak. [74]
Looking South from Piazza Errico Petrella with Via Germano Jori ahead and Via Certosa behind the white canopies to the right. [Google Streetview, August 2024]
A tram on Via Umberto 1 in Certosa. It is difficult to locate this photograph in the 21st century as much of the built environment has changed but it is most likely a view North from Piazza Errico Petrella, © Public Domain. [53]
This is a possible location for the monochrome image above. This view looks North from Piazza Errico Petrella, the street geometry is similar, but the buildings do not match. In Certosa, northbound and southbound traffic is separated. This is Via Germano Jori. [Google Streetview, August 2024]
Looking South from the bridge over the River Torbella. The building on the right is the
Biblioteca Civica – Cervetto Rivarolo. Trams ran over this bridge and along Via Germano Jori which is the right fork in the road ahead. [Google Streetview, August 2024]
Looking North from the bridge over the Torbella river which separated Certosa from Rivarolo (Superior). This image was shared on the C’era una volta Genova Facebook Group by Luca Dasso on 17th December 2020, (c) Public Domain. [76]
A tram at the same location in the early 20th century. This image was shared on the C’era una volta Genova Facebook Group by Robert Cito on 19th October 2023, (c) Public Domain. [78]
A similar view North from the bridge over the River Torbella in the 21st century. [Google Streetview, August 2024]
This is a 1905 photograph looking North on Via Gioachino Rossini close to its junction with Via alla Stazione di Rivarolo (on the left). This image was shared on the C’era una volta Genova Facebook Group by Luca Dasso on 24th July 2018, (c) Public Domain. [81]
Continuing North through Rivarolo on what was still in the early years of the 20th century, Via Umberto 1. Tram No. 6 is heading for Bolzaneto. This image was shared on the C’era una volta Genova Facebook Group by Robert Cito on 18th October 2023. It is again difficult to accurately locate this image. A bridge similar to that shown on this photo remains but the landscape around it seems much altered, (c) Public Domain. [77]
This extract from a file based on openstreetmap.org shows the remaining length of the tramway, from Rivarolo through Bolzaneto and San Quirico to Pontedecimo, (c) Arbalete, and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [19]

The tramway followed Via Celesia through Rivarolo (Superior). Rivarolo and Via Celesia can be seen at the bottom of this extract from openstreetmap.org. [79]

This image from the early 20th century looks North along Via Celesia. Space on the street was clearly at a premium! [80]
Via Celesia in the 21st century. [Google Streetview, August 2024]

North of Via Celesia, the tramway ran along Via Rivarolo.

This postcard shows the junction at the North end of Via Celesia, circa. 1920s. Via Rivarolo is ahead. This image was shared on the C’era una volta Genova Facebook Group by Mario Vanni on 18th August 2019, (c) Public Domain. [82]
The smae location in the 21st century. [Google Streeetview, August 2024]
This next extract from openstreetmap.org shows Via Rivarolo entering bottom-left. Trams ran on into Teglia on Via Teglia and continued on to Bolzaneto (in the top-right of this extract) along Via Constantino Reta. [79]
This postcard view looks South along what is now Via Teglia (then Via Regina Margherita. This image was shared on the C’era una volta Genova Facebook Group by Elio Berneri on 19th October 2020, (c) Public Domain. [83]
A very similar view at the same location in the 21st century. [Google Streetview, August 2024]
Car 906 in service on line 7 Caricamento – Pontedecimo, one of the longest of the UITE, is seen here running in Bolzaneto. The photograph was taken facing North. In the background you can see another Tramcar, as well as a third on the track in the opposite direction, (c) Public Domain. [84]
A similar North facing view in Bolzaneto in the 21st century. [Google Streetview, August 2024]
A tram waits at Piazza del Municipio in Bolzaneto. This image was shared by Mario Vanni on the C’era una volta Genova Facebook Group on 8th July 2021, (c) Public Domain. [85]
A very similat view of the same location in the 21st century. The road on which the bus is standing is now known as Via Pasquale Pastorino. [Google Streetview, August 2024]
A few hundred metres to the Northeast is the area known as ‘Bratte’. A tram waits in the mid-20th century to set off for Caricamento. This image was shared on the C’era una volta Genova Facebook Group by Roberto Della Rocca on 12th December 2020. [86]
A similar view at the same location in the 21st century. [Google Streetview, August 2024]

North of Bratte, Trams crossed the River Secca, a tributary of the Polcevera, following Via Ferriere Bruzzo and then continued North alongside the River Polcevera on Via San Quirico.

Tram No 79 leads a trailer car South on Via San Quirico in the first decades of the 20th century. It seems as though Ponte Tullio Barbieri can be seen behind the tram. This image was shared by Sergio De Nicolai on the C’era una volta Genova Facebook Group on 21st October 2018. [88]
A similar location on Via San Quirico in the 21st century. [Google Streetview, July 2022]

Trams passed under the FS Standard-gauge lines close to Ponte Tullio Barbieri. [Google Streetview, June 2022]
Trams ran on through the centre on San Quirico on Via San Quirico.
Before returning to the side of the river, passing under the railway again. [Google Streetview, July 2022]

The next length of the journey is the last. Trams terminated at Pontedecimo. [79]

A tram and trailercar on Lungo Polcevera in Pontedecimo close to Pontedecimo Railway Station, This image was taken looking South along the river bank and was shared by Giorgio Gioli on the C’era una volta Genova Facebook Group on 4th November 2020. [89]
This view looks South along the bank of the River Polcevera at a location similar to that in the image above. [Googler Streetview, January 2021]
The central piazza in Pontedecimo. The terminus of the tram service. This image was shared on the C’era una volta Genova Facebook Group by Roberto Cito on 29th October 2023. [87]
Trams terminated in Pontedecimo. [Google Streetview, July 2022]
The tram depot at Pontedecimo. This image was shared on the C’era una volta Genova Facebook Group by Alessandro Lombardo on 30th October 2019. [90]

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Genova’s (Genoa’s) Metro

1 Reply

The Metropolitana di Genova is, in 2024, a single-line, double-track light rapid transit system that connects the centre of Genova, Italy with the suburb of Rivarolo Ligure, to the north-west of the city centre. It runs through to Brignole Railway Station in the East of the city. In 2024, the service is managed by Azienda Mobilità e Trasporti (AMT), which provides public transport for the city of Genoa. [1]

Genoa’s single Metro line, © Arbalete and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [1]

The Metro is a 7.1 kilometres (4.4 mi) long 1,435 mm (4 ft 8 1⁄2 in) (standard gauge) double-track line and is electrified with overhead lines at 750 volts DC. It has a direct connection with Trenitalia’s mainline railway station, Principe. [1]

The origins of a subway in Genoa date back to the beginning of the twentieth century; in 1907 Carlo Pfalz, who had already designed the Zecca-Righi Funicular, [2] was the first to explore the construction of an underground railway with electric traction. Several projects, including that of the engineer Angelo Massardo and those of Renzo Picasso (1911 and 1930), were proposed without being realized. Instead, a tram system at surface level was built which ultimately was abandoned in 1966. An attempt to introduce an alternative means of transport was made on the occasion of the International Exhibition of Marine and Maritime Hygiene of 1914: it was a ‘Telfer’, an elevated monorail that connected the Port (Giano Pier area) to the exhibition area in Piazza di Francia, in front of the Brignole station. The infrastructure was then abandoned and finally demolished in 1918. [1]

An article about the Telfer can be found here. [3]

The underground ‘Metro’ was built in a series of phases. “The first section, opened on 13th June 1990 in time for the 1990 FIFA World Cup, was 2.5 kilometres (1.6 miles) [6] between the stations of Brin and Dinegro. [7] The line was extended to Principe in 1992, [6] to San Giorgio-Caricamento in 2003, [6] to De Ferrari (the underground station at Piazza De Ferrari) in 2005, [6] and to Brignole in 2012.” [8]

Since 2024, citizens of Genoa have been able to use the subway free of charge without any time restrictions.[9]

Stations

Brin Station – is currently (2024) the Northwest terminus of the line. It is situated along Via Benedetto Brin in the neighbourhood of Certosa in Rivarolo Ligure, a suburban area in the north-western outskirts of Genoa, Italy. The station, currently the terminus of the line, is located just west of the tunnel mouth on the line from Dinegro station. [10] It is built on a viaduct, which allows for the line to be extended to the north.

Brin Station sits just below the A7 Autostrada in the Northwest suburbs of Genova. [Google Maps, November 2024]
Brin Station seen from the Northwest. The tunnel is beyond the station in this view. The extension, when built, will run towards and beneath the camera. [Google Earth 3D, November 2024]
Brin Station sits above ground adjacent to the end of the tunnel, © Ewkaa and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [10]

The station was designed by architect Renzo Piano, the station’s official opening took place on 13th June 1990. [10]

Dinegro Station is located under Via Milano, adjoining the Piazza Dinegro from which it derives its name, in the Fassolo area of Genova. It is just East of the business district of San Benigno and close to the ferry terminal.

The exterior of Dinegro Station, © Alessio Sbarbaro and licenced for reuse under a Creative Commons Licence (CC BY 3.0). [11]
Dinegro Station, © Falk2 and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [12]

Principe Metro Station – its main entrance sits just outside the main railway station in Genova – Principe.

Principe Metro Station, © Yoggysot and authorised for reuse under a GNU Free Documentation License (CC BY 3.0). [13]
The interior of Principe Metro Station in 1994. [14]

Darsena Metro Station is located on Via Antonio Gramsci close to Piazza della Darsena. ‘Darsena’ translates to ‘dock’ in English. The station serves the old port area of the city. [15]

The entrance to Darsena Station, © Ripetto and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [16]
The interior of Darsena Station, © Tiia Monto and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [15]

San Georgio Station is located under Piazza della Raibetta beside the Palazzo San Giorgio, after which it is named. It is in the Old Harbour area near the Aquarium of Genoa. It was opened together with Darsena Station on 25th July 2003 and saw its first trains on 7th August 2003. [17]

The tracks of the San Giorgio station run beneath the Piazza Caricamento underpass and its underground architecture is similar to the model adopted for the Principe and Darsena stops, that is, with the tracks on the sides of the single central platform. During 2006, some electronic display boards were installed to inform users of the arrival times of trains. [17]

The view from the stairs leading to the street-level entrance to San Giorgio Metro Station, © Alessio Sbarbaro and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [18]
The view along the platform at San Giorgio Metro Station, © Umberto and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [18]

Sarzano/Sant’Agostino Station is located in the historical centre of Genoa. The main entrance is in the Piazza di Sarzano near the Church of St. Augustine, now deconsecrated and turned into a museum, with a second entrance on the Mura della Marina, the old seawall. It opened on 3rd April 2006. [19]

Sarzano/Sant’Agostino metro Station is immediately adjacent to the Museo di Sant’Agostino. [Google Maps, November 2024]
The Station entrance adjacent to the Museum. [Google Streetview, July 2022]
The access stairs to Sarzano Metro Station adjacent to the Museum, © Alessio Sbarbaro and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [19]
Platform level at Sarzano Metro Station, [20]

De Ferrari Station is close to Teatro Carlo Felice, Galleria Mazzini, the Doge’s Palace, and Via XX Settembre. It opened on 4th February 2005. It was originally designed, like others, by Renzo Piano with finishing touches by Renzo Truffelli. This used to be the last station on the line until the easterly extension towards Genova Brignole Railway Station opened in 2012. [21][22]

The entrance to de Ferrari Station. [23]
Platform level at de Ferrari Station. [€23]

Corvetto Station – In March 2024 3Ti Projeto announced that the design of Corvetto Station had been approved by the municipality. Work is expected to cost around 38.3 million Euros and be completed late in 2024 or early in 2025. [24][25][26]

These two images show the 3Ti Projeto design for Corvetto Station. [24]

Brignole Station – sits close to the main line Brignole Station to the West of the city centre. It opened in 2012. [27]

Brignole Metro Station, © Eugenio Merzagora and shared by him on the Structurae Website on 30th March 2016, used with kind permission of the copyright holder. [28]
Brignole Metro Station, looking Southeast towards the extension, © Eugenio Merzagora and shared by him on the Structurae Website on 30th March 2016, used with kind permission of the copyright holder. [28]
Brignole Metro Station, looking Northwest into the tunnel mouth, © Eugenio Merzagora and shared by him on the Structurae Website on 30th March 2016, used with kind permission of the copyright holder. [28]
Brignole Metro Station seen from the Southeast. [Google Earth 3D, November 2024]
Brignole Metro Station seen from the West. [Google Earth 3D, November 2024]

Rolling Stock

Wikipedia tells us that Genova is just (in 2024) bringing a fourth generation of trams into service. The three previous generations each served the city well.

First Generation Rolling Stock – consisted of 6 sets of articulated cars, built by Ansaldo, and introduced in 1990. They were derived from the Zurich Tram 2000 tram used in Switzerland, but altered for standard gauge running. Each vehicle had two sections with one central articulation. They were supported on three bogies The two outer bogies were motorised. The vehicles were bidirectional and had four sets of doors on each side. They had blue seats in a transverse arrangement. The train were numbered 01 to 06. [1][29]

First Generation tram/train at Brignole Metro Station in 2013, © Arbalete and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [1]

Second Generation Rolling Stock – was made up of a group of 12 trains. Numbered 12 to 24. Like the first generation, each train was made up of two sections resting on three bogies, with the outer two motorised. The trains were bidirectional with six doors on each side, and the seats were arranged longitudinally. The trains were built by Ansaldo and introduced in 1992. [1][30]

Second Generation tram/train at Brignole Metro Station in 2013, © Arbalete and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [1]

Third Generation Rolling Stock – these trams/trains significantly differ to the previous two. They were delivered by Hitachi Rail Italy in 2016. There are 7 trains numbered 31 to 37. The trains are longer than previous generations at 39 metres and four articulated sections with five bogies. Of the five bogies, the central three are motorised. There are a total of four doors per side of the bidirectional sets. [1][31]

Third Generation tram/train at Brignole Metro Station in 2019, © Bmazerolles and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [1]

Fourth Generation Rolling Stock – In anticipation of the planned extensions (see below) and considering the now thirty-year service of the first generation trains, in 2020 the Municipality obtained a loan of 70 million Euros to purchase 14 new generation trains. [32] In 2021, Hitachi Rail signed the contract to supply the new trains on a rolling programme, monthly by month, to coincide with the inauguration of the Brin-Canepari and Brignole-Martinez routes. [33]

In June 2024, Sustainable Bus E-magazine reported that the first of these new units had arrived in Genoa. [26]

New tram/train No. 42. [26]

The new units will be numbered 41 to 54. “Each of the 14 new vehicles is made up of four half-cars, resting on five bogies, for a total length of 39 metres, will be able to accommodate up to 290 passengers, will be bidirectional, and will also run in double formation for a total length of 78 metres and a capacity of 580 passengers.” [26]

“In order to ensure greater operating flexibility, these trains will also be able to operate in double traction with the 7 third-generation vehicles, the 31-37 series delivered in 2016, currently in service.” [26]

The new units entry into service will “allow the scrapping of the 6 first-generation trains, series 01-06, … the average age of the fleet will thus be lowered from 18.5 years to 9.8 years. The 10-series trains (11-22 series) built between 1991 and 1995 will be kept in operation.” [26] The fleet will therefore consist of the 21 trains of the 30, 40 and 10 series trains.

Extensions to the Network

In 2022, the Railway Gazette reported that Genova municipality had approved plans for a 3 km western branch of the metro with four stations, linking Fiumara with the city centre. [4]

The western extension of Genoa’s Metro is shown in blue. [4]

In September 2024, the city secured 74.5 million Euros to significantly expand the Metro network as shown on the map below. [5]

The planned Metro network for Genoa (Genova) as reported in September 2024. [5]

As can be seen in the map above these significant additions to the network include a length up the Val Bisagno of elevated railway (SkyMetro).

The planned SkyMetro, running up the valley of the River Bisagno. [34]

The planned investment is over 400 million Euros at 2022 prices. Genoa will receive 418.9 million Euros to finance the SkyMetro of Val Bisagno, the extension of the metro from Brin to Via Canepari and work associated with the Rio Maltempo. The majority of the new money (398.8 million Euros) is intended for the construction of the SkyMetro.

During rush hour, the new line will be able to transport eighty percent of the valley’s users, resulting in a significant reduction in the production of exhaust fumes from private cars. It will be seven kilometers long and will have a neutral energy balance thanks to the photovoltaic system mounted on the roof, which will make the SkyMetro partially sustainable. The project will reach as far as Molassana but the city has every intention to take the scheme further, as far as Prato. [34]

References

  1. https://en.m.wikipedia.org/wiki/Genoa_Metro, accessed on 9th November 2024.
  2. https://rogerfarnworth.com/2024/11/13/genoa-funicular-railways
  3. https://rogerfarnworth.com/2024/11/14/genoa-a-telfer
  4. https://www.railwaygazette.com/metros/genova-metro-expansion/62437.article, accessed on 25th November 2024.
  5. https://italy.cleancitiescampaign.org/pums-updates/genova-27-9-2024-ok-del-governo-al-a-745-milioni-di-euro-per-prolungamento-metro, accessed on 25th November 2024.
  6. HOME – Rete e orari – Metropolitana; http://www.amt.genova.it/orari/metropolitana.asp;  Azienda Mobilità e Trasporti S.p.A. (AMT),  2013, accessed on 25th November 2024.
  7. Modern Tramway and Light Rail Transit, October 1990, p354. Ian Allan Ltd./Light Rail Transit Association.
  8. Tramways & Urban Transit, April 2005, p149. Ian Allan Ltd./Light Rail Transit Association.
  9. Metropolitana; Azienda Mobilita’e Trasporti; https://www.amt.genova.it/amt/trasporto-multimodale/metropolitana, accessed on 25th November 2024.
  10. https://en.m.wikipedia.org/wiki/Brin_(Genoa_Metro), accessed on 25th November 2024.
  11. https://en.m.wikipedia.org/wiki/Dinegro_(Genoa_Metro), accessed on 25th November 2024.
  12. https://commons.m.wikimedia.org/wiki/Category:Dinegro_station_(Genoa_metro)#/media/File%3AL04_163_Hp_Dinegro%2C_ET_37.jpg, accessed on 25th November 2024.
  13. https://en.m.wikipedia.org/wiki/Principe_(Genoa_Metro), accessed on 25th November 2024.
  14. https://www.cfcsl.com/en/portfolio/principe-pio-madrid-transport-station-spain-1994, accessed on 25th November 2024.
  15. https://en.m.wikipedia.org/wiki/Darsena_(Genoa_Metro), accessed on 25th November 2024.
  16. https://fr.m.wikipedia.org/wiki/Darsena_(m%C3%A9tro_de_G%C3%AAnes), accessed on 25th November 2024.
  17. https://web.archive.org/web/20120120225605/http://www.metrogenova.com/sangiorgio.html, accessed on 26th November 2024.
  18. https://en.wikipedia.org/wiki/San_Giorgio_(Genoa_Metro), accessed on 26th November 2024.
  19. https://en.m.wikipedia.org/wiki/Sarzano/Sant’Agostino_(Genoa_Metro), accessed on 26th November 2024.
  20. http://www.metrogenova.com/sarzano.asp, accessed on 26th November 2024.
  21. https://en.m.wikipedia.org/wiki/De_Ferrari_(Genoa_Metro), accessed on 26th November 2024.
  22. https://web.archive.org/web/20120120003444/http://www.metrogenova.com/deferrari.html, accessed on 26th November 2024.
  23. https://www.tripadvisor.co.uk/LocationPhotoDirectLink-g187823-d8854114-i375721192-Genoa_Metro-Genoa_Italian_Riviera_Liguria.html, accessed on 26th November 2024.
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  26. https://www.sustainable-bus.com/trolleybus-tramway/discovering-genoas-new-subway-trains, accessed on 26th November 2024.
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  28. https://structurae.net/en/media/254830-brignole-metro-station, accessed on 26th November 2024.
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  33. Editorial; 14 nuovi treni per la metro di Genova a partire dal 2024. Li fornirà Hitachi Rail; in Liguria Business Journal (in Italian); https://liguria.bizjournal.it/2022/02/08/amt-dal-2024-hitachi-rail-fornira-14-nuovi-treni-per-la-metropolitana-di-genova, accessed on 26 November 2024.
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