Browsing Tag: Tatra

    Trams in Prague
    Articles, Blog

    Trams in Prague

    February 1, 2020

    Tatra T3R.P double-set in Újezd A Ringhoffer motorcar from 1930 and a trailer from 1920 (also a Ringhoffer), on the museum line 41, near Národní divadlo. One of the most interesting “tram spots” in the city is this interwoven section near Malostranské náměstí, where trams traverse between and under houses. The train consists of a low-floor mid-section T3R.PLF and a normal (high-floor) T3R.P. And that’s a Škoda 15T from 2015. 15T meeting at Národní divadlo (National Theater). These sport the new livery, with white instead of silver under the window … … but the yellow nose is a more distinctive feature of them 🙂 Another “yellow-nose”, this time in Vodičkova. Once again a T3R.PLF + T3R.P train, at Újezd. And this is a 1915 Ringhoffer motor car. Here’s another T3R.PLF + T3R.P assembly. And now a pure T3R.P + T3R.P assembly! The End 🙂

    Trip with TEŽ Tatra Electric Railway, Slovakia (Poprad – Tatranská Lomnica – Štrbské Pleso)
    Articles, Blog

    Trip with TEŽ Tatra Electric Railway, Slovakia (Poprad – Tatranská Lomnica – Štrbské Pleso)

    January 21, 2020

    High Tatra Mountains,
    recorded from a hotel in Poprad-Tatry, Slovakia At Poprad-Tatry Railway Station:
    EuroNight EN 443 Bohemia Praha-Humenne Entering the upper metre-gauge departure hall,
    where the train towards Starý Smokovec are going Inside a TEŽ metre-gauge train to Tatranská Lomnica
    via Starý Smokovec Passing through Starý Smokovec railway station The 14km long track section between Poprad-Tatry
    and Starý Smokovec was opened in 1908 Filming the modern TEŽ train from another angle Inside part of the train is very comfortable A good look on the High Tatra Mountain Range,
    while stopping at Horný Smokovec We are now travelling on the 5,9 km long section between Starý Smokovec and Tatranská Lomnica This section was opened in 1911 Arriving at the ski resort town of Tatranská Lomnica Our Swiss-made Stadler GTW railcar
    is taking a rest here Going up to the 2,634 m high Lomnický štít Taking the cable car to get down
    to Tatranská Lomnica railway station again The Stadler GTW 425 964-4 railcar
    will take us now to Štrbské Pleso Not many people want to travel at this hour The track is marked by many steep curves The train is stopping 10 minutes
    at Starý Smokovec railway station to pick up connecting passengers from another train from Poprad We are now riding on the final 22km long section between Starý Smokovec and Štrbské Pleso This section was opened in 1912
    just before the outbreak of World War I Tatra Electric Railway is called Tatranská elektrická železnica or TEŽ in Slovakian language In 2004 a massive winter storm has destroyed most of trees on the South-side of the Tatra Mountains Only some trees have survived the storm 11 years ago Due to this storm damage the Tatra Electric Railway
    had to closed for almost one year The storm has almost transformed this region
    into a steppe grasland Yet, another very steep curve Looking to the Low Tatra Mountains in the South Arriving at the ski resort town of Štrbské Pleso Štrbské Pleso is the final station
    of the Tatra Electric Railway Walking on the frozen Štrbské Pleso
    glacial mountain lake Riding back to Poprad with a ZSSK express train train
    on the standard gauge Košice–Bohumín railway line Enjoying the Tatra Mountain scene during dusk

    World’s Longest Trams / Najdłuższe tramwaje świata w Budapeszcie
    Articles, Blog

    World’s Longest Trams / Najdłuższe tramwaje świata w Budapeszcie

    November 7, 2019

    Welcome to Budapest, and in this episode we will see a tram network in this huge city. Let’s watch! Trams in Budapest So far we have not said much about the city itself. It is known that Budapest is capital city of Hungary, in it lives every sixth inhabitant of country and in total it is about 1,760,000 people. It is very comparable level with number of inhabitants of Warsaw. Both cities in recent years have been racing in this number. Formally Budapest was established in 19th century as a result of merging three cities: Buda and Óbuda on the right bank of the Danube and Pest on the left. One side of city is situated on plain and other on the hills, which further diversifies its structure. Connection, which merged Budapest was also tramway transport in Buda and Pest, which was launched several years before merger. Trams were launched here more than 150 years ago. It happened exactly in 1866, the same year, but a few months earlier than in Warsaw. Network is about 150-kilometers long, it is a few kilometers longer than in Prague but much shorter than in Berlin. Trams operate in giant part of city, totally in 19 out of 23 districts. A part of network is also considered a cogwheel railway with line number 60, which I will show you in a separate episode. In layout of network you can see characteristic half-rings of tram routes going around the city. In Budapest bi-directional trams rule! Entire city bases on operation of vehicles with two motor cabs and doors on both sides of vehicle – other sets are not used here. The use of one-way vehicles would be here unlikely, because most tram terminals end with blind tracks and cross-sections allowing to change track. Transitions are located densely over tram network, to minimize any obstacles in movement of trams. Interestingly, in case of overcrowding at route end, additional platforms are used before entering the actual ending platforms. View on fleet and lines we will start from tramway line number 2. Route of this line is considered one of the most picturesque in Europe, thanks to the Danube Quay and going right next to Hungarian Parliament building. From deck of classic Ganz tram we admire the views of Budapest bridges, buildings and hills on Buda side. Most of the day, line 2 run every 5 minutes and in rush-hours it is even easier to hit on tram, because departures are held every 2-3 minutes. Ganz trams were built in 1960s and 1970s, though some of them were rebuilt in the 1990s. This tram has three segments and is high floor. These vehicles are showpiece of Hungarian capital and most often they will be seen flowing along banks of Danube and on Freedom Bridge. These trams are 26-meters-long. Distant from city center, district with blocks of flats we will see for example from window of tram number 69. Line like this is a typical “feeder” providing easy access to first metro line. It is also only line of rail transport reaching Ujpalota housing estate, although going to other parts of city people rather use buses. To support aging fleet, operator bought used trams withdrawn from traffic in Hanover. German Düwag and LHB trams are designed to service both high and low platforms. In Budapest there are only low platforms, so to handle stops are used automatically folding stairs – installed in all doors of tram. These trams are 28-meters-long. One of busiest in passenger number routes is half-ring formed by lines no. 4 and 6. They run on section called Grand Boulevard, which forms downtown ring of Budapest. Along tram route there are small separators that impede the possible of entering by car on tracks. An interesting place on route is Margaret Bridge with a stop at its center. Lines 4 and 6 run every 2 minutes in rush-hours. “Sixth” is also the only tram line operating 24 hours a day. Said lines no. 4 and 6 are fully serviced by Siemens Combino trams. These are very long trams, which are 54-meters-long. Units are composition of 6 segments and each side has 8 pairs of doors. They were the first 100% low-floor trams in Budapest. In total, the city has 40 trams of this type and each of them aboard is able to take up to 350 passengers. Second half-ring of Budapest contains route of line number 1. Separated track is here located in middle of two roadways, which on most of route has three-lane cross-section of each roadway. Route crosses Danube river twice and trams ride over 16 kilometers in 47 minutes. Tramway of line number 1 on any section is not shared with other routes, so it is easier to maintain regular departures. In rush-hours, departures take place at a frequency of 3 minutes. The line is operated by 3-vagons sets or 9-segment CAFs. Czechoslovak Tatra T5C5 tram is almost 15-meters-long, specially built for Budapest. Wagons have doors on both sides, but due to fact that they have only one motor cabin, in traffic they are combined into at least two-carriageways. There are even triple-wagons-sets in traffic, on lines 1 and 14. Each of such wagon will take up to 100 passengers on board. In Budapest run also the longest trams in the world! Single-space, low-floor and 9-segments CAF Urbos tram is 56-meters-long, 2 meters longer than Combino. It is also almost twice the length of a standard PESA or Solaris tram in Poland. Such tram on board will take about 400 passengers. Spanish trams were delivered in three parts with help of trucks in the same number and after unloading, trams were joined together. City uses 12 trams of this type. In Hungarian trams have original “villamos” name, which simply means electric. In Budapest only two-way trams are used and route ends generally front-to-side with crossings allowing to change track. Rolling stock is varied – we will find both wagons and articulated trams here. The shortest used wagon is almost 15-meters-long and longest tram is almost 4-times longer. Challenge of running such long trams is to keep regular departures so that trains arrive at stops one by one. In Budapest, problem was solved by creating routes separated from roadways, used only by one or maximum two tram lines. These routes are an important complement to metro network, providing capacity to carry up to 10,000 passengers in one direction at peak-hours. Meanwhile, great thanks for your attention and see you next time!

    Straßenbahn Leipzig 2016 (Tram in Leipzig)
    Articles, Blog

    Straßenbahn Leipzig 2016 (Tram in Leipzig)

    November 4, 2019

    A NGT12-Lei reached the Hauptbahnhof stop on its journey to the Messegelände Tram 1209 is on its way to Schkeuditz a NGT8 is traveling to Stötteritz a railway line 16 is in the direction of the move Lössing Two Tatra T4D + NB4 are on the Georg-Schwarz-Straße road A tram line 11 leaves the central station Two trams meet at the bus stop Angerbrücke Railcars in 1215 leaves the Waldplatz a Leoliner leaves Paunsdorf /Nord towards Grünau /Nord a Tatra set reached for Wilhelm-Leuschner-Platz Tramcar 1215 leaves the station Augustusplatz Line 3 is on the way to Knautkleeberg

    Najszybszy Tramwaj w Polsce 2 / The Fastest Tram in Poland 2
    Articles, Blog

    Najszybszy Tramwaj w Polsce 2 / The Fastest Tram in Poland 2

    October 12, 2019

    One of the topics I pay particular attention to are fast tram routes. In Poland, routes of this type are still not very fashionable and are created rather individually. Szczecin’s Fast Tram is unique and the road to the first stage of this investment was quite long. Although, most important are the effects and achieved by trams transport speed. How does it work in case of Szczecin? We’ll talk about this in this episode. Let’s watch! The Fastest Tram in Poland 2 „Prawobrzeże” (eng: Right Bank) is one of the four districts of Szczecin, the only one located on the eastern bank of Regalica River. Area is inhabited by over 80,000 people, every fifth inhabitant of the city. The most densely populated are settlements: Słoneczne, Majowe and Bukowe are quite far from the City Center – about 10 kilometers away. The genesis of construction of these great blocks of flats dates back to the 70s and 80s of XX century. Inhabitants of local villages were expropriated and in the fields were planned residential buildings – even twelve-storey high. Their inhabitants employed among others in the shipbuilding industry, required efficient public transport. Buses have become the main means of transportation to downtown from new blocks. Half of the route covered the area of Międzyodrze, dominated by port areas, forests and wetlands. In its center was running a transport line with railway route to Szczecin Main Station and national road no. 10. The wide two-roadway wide route had 3 lanes in both directions and between the roadways there was a place for a tram line. At this point it is worth mentioning that reached Right Bank of Regalica already in 1927, but after the war, tram traffic returned only to the height of Mining Basin. Next to the east, road drove to the old narrower route, which had two lanes in both directions – going through Duty Bridge. This bridge was part of the only transport corridor between Right Bank and the city center, without the place for a tram track. Hope for building a tram on the Right Bank has brought plans to build a new bridge, which should relieve Duty Bridge. Within the framework of the investment, a new crossing was built on Regalica – Pionier Bridge. Its construction, located about 450 meters south of the Duty Bridge, began in 1999. This was also the first step in the construction of fast tram route to Right Bank. Between two carriages crossing the road, a third bridge with a reserve for the tram track was built. Tracks and traction poles on the bridge appeared only a dozen or so years after opening of a half kilometer-long road bridge. Officially, construction of first stage of fast tram began in 2013. Then a 4-kilometer stretch of the route was built between the Mining Pool and Turquoise loop. Construction did not last long because the route was ready after two years. In the meantime, nearly 4 kilometers of the existing route from Long Bridge to the Mining Basin have been repaired. It was also an essential element of the entire puzzle. It would be silly if the trams drove down the Center from a fast route to an old track with speed limits. During the renovation, the Mining Pool loop was rebuilt. First of all, the track system was moved further towards Right Bank and a tramway back-up loop was left. Interesting is here in general layout of bus standings with direct exit to Gdańska street from each of them. Building after the reconstruction has gained a roof and even a small waiting room. The loop is a transfer point between trams and fast bus lines that connect Center with Right Bank and regular bus lines that run only on Right Bank. From here we continue on the Szczecin fast tram route. First stop of the new route will be seen on the southern side of the Szczecin Airport Aeroclub. To stop the tram here, you have to sign it to the driver – it is a stop on demand. There are not too many objects that generate passenger traffic in its vicinity. The space available here allowed to create a free Park & Ride car park, which allows you to change from a car to a tram. From here we have to overcome almost 6 kilometers to the City Center. The car park will accommodate 425 cars. We were there on a Wednesday, weekday during holidays but it was rainy day and parking was not used too much. Before 14 o’clock there were 19 cars parked there. Szczecin, however, strives to revitalize the center, which may result into increased tourist traffic and parking restrictions, so in time the interest in such a car park in vicinity of city center may grow. It is now also useful during mass events such as the finale of the Tall Ships Races. Part of Szczecin Fast Tram Route was taken in excavation, however, in another construction than in similar route in Poznan. Poznan dugout is unpaved in shape of a trapezium, which makes it very wide. It occupies a strip of land at least 35-meters-wide. The excavation in Szczecin also remained open, however, its sides are vertically cut and encased by retaining walls, forming the so-called bathtub. As a result, it occupies a much smaller strip of land about 10-meters-wide. Due to the screens above the ground level, route was acoustically isolated from nearby buildings as well. The controversial element of the route is the arc that originally was designed to drive at 55 km/h. Overtime, however, there was a buckling of the track at this point, after which the speed was reduced to 30. At present, a proceeding was announced which would lead to the introduction of geometric and structural corrections on this arc and restore as much speed as possible at that point, which is now accepted as 40 km/h. Importance of this place for the whole route is quite small, the change of limitation on originally design will slow down the ride by about 12 seconds. However, the psychological effect of such a limitation is important. Passengers on a collision-free route expect constant speed outside the stops and quite a significant reduction of speed on arc is bad for overall route ratings. Second stop is already in area of Zdroje housing estate. This is the only stop on route section in bathtub. Currently, most passengers of fast tram use it also by using it for bus transfer. They ride the street crossing the tram route via the viaduct, providing access to other settlements of Right Bank. All stops on the tram route have an platform edge length of 60 meters. As far as the word of honor it is enough for two 30-meters-long Swing trams, but for dual articulated Tatra trams it does not give such a possibility and second tram will have to wait for departure of first. At the edge of the Słoneczne estate a 3-track loop was created, which at the moment ends route of fast tram. At the same time, a two-track section was also built to allow for further extension of the route. There is still bus loop in bulding, which will provide a change from bus lines entering Right Bank settlements to trams right here, instead of duplicating tram routes on a 4-kilometers-long section to the Mining Basin. The Metropolitan Railway will be also integrated with the city’s public transport system – the Szczecin Zdroje stop will be moved closer to the loop. Fast tram is also integrated with city bike network. Stations on Right Bank are densely packed, totally there are 29 stations, although they cover only the central part of this area. Interchange on tram will be provided by stations located at Turkusowa loop and Jaśminowa ZUS stop. The bike can therefore supplement our journey with a fast tram and provide access to selected housing estate. Tram route currently is operated by 3 tram lines, crossing the city center in diameter. They provide direct access from Right Bank to western and northern parts of the city. Each of the line is departing on most of weekdays every 12 minutes, which is quite unusual because there is no morning or afternoon rush hours in schedule. It is not easy to find a 4-minute ahead between these lines, although their routes overlap on 8-kilometer stretch to Port Gate. Instead of same ahead time, they depart at irregular intervals every 6 or 3 minutes. Trams within an hour are now able to carry about 3,400 passengers in one direction. Fast Tram, as the name implies, should reach high speed. As in Poznan, trams ride on route in Szczecin with a maximum speed of 70 km/h. As a result, almost a 4 km long section of the route from Turkusowa loop to Mining Basin is overcome with very high transport speed of almost 47 km/h. In this respect, Szczecin is an undisputed leader in Polish tram routes and main reason for the good result is small number of stops. However, it is impossible to judge this route solely through the prism of a new section, because there will still be yet another section to city center. However, if we take into account the whole stretch to the Wyszyńskiego stop, we still remain in place of the leader with a transport speed of over 35 km/h. Cost of building a fast tram route amounted to 165 million zlotys. A kilometer of such a route cost 41 million zlotys, about one fifth more than a kilometer of a fast tram to Fordon. The differences in terms of both investments, however, are significant. In Szczecin, a semi-kilometer-long Pionierów bridge was built as part of an earlier investment, in Bydgoszcz, a half-kilometer flyover over the East Train Station and technical facilities at the end of the route were built. Part of the tram route in Szczecin is placed in the bathtub, the route also intersects car viaducts, footbridges or walking tunnels. In Bydgoszcz along the route new crossings and kilometers of roadways were created. It is difficult to compare the cost of constructing a fast collision-free tram with a collision route, due to the very divergent scope of works in both cases, which are far beyond tramway construction. Most often in route service we will see PESA Swing trams. These low-floor trams were ordered in two orders and as a result, two variants of about 30-meters-long tram ran around the city. Second tram type to meet on Fast Tram is Tatra KT4. These 18-meters-long articulated trams Szczecin brought from Berlin. The biggest disadvantages of these cars are, however, high floor and age over 30 years. Most of these wagons service lines in double sets, providing up to a quarter more capacity than Swing tram – about 250 passengers. Arc problem mentioned earlier was not the only one on fast tram route. During first months of operation trams on route broke off the pantographs and on Pionierów bridge 3 months after opening, a few inches-long rail section broke at site of weld. The reason for this was the errors in welding rails and it was commissioned to carry out expertise for all 950 weldings on new route. It showed irregularities in 3% of welds in this section. Larger defects, however, were detected on the renovated section preceding Fast Tramway – there were 108 mistakes in over 800 welds. The contractors under the guarantee had to correct the mistakes made in the art. In the Right Bank transport scheme there are rapid bus lines. They also provide as fast transport as a tram in terms of transport speed. However, buses are vulnerable to congestion on roadways joint with car traffic. Right now there are 6 rapid bus connections, 3 of them run only at rush hours. What is equally important – fast buses have a separate fare – single pass for a journey is twice as expensive as a regular bus or tram ticket. Despite of this, fast buses do not complain about lack of passengers and the voices of the restrictions on these connections instead of buses feeding fast tram route, have met with great protest. Greatest advantage of these connections is simply their availability and directness – fast buses enter into area of largest settlements of Prawobrzeże and provide access to center of Szczecin. Construction of route section was first stage of Fast Tram construction and tram network of Right Bank. As a basis for its development, many years ago, almost a 3-kilometer route to Kijewo loop was indicated. In meantime many variants of routes have been considered, but city has chosen two further development possibilities – through the Bukowe housing estate and between Słoneczne and Majowe settlements to Kijewo estate. Public consultations are still ongoing, considering which routes should be built and in what order. There will be also built new tram depot on Right Bank. Undoubtedly, on issue of route development – tram should go alongside the most inhabited areas, allowing as much as possible to handle current and future inhabitants of Right Bank. Szczecin’s Fast Tram is one of several such investments in light rail transport that we have observed in recent years in Poland. We’ve got here a collision-free solution, which can directly compete only with Poznań Fast Tram route. The city must cope with all the problems with the quality of execution of previous episodes and the ability to accelerate the journey and increase its attractiveness to fast buses lies in old section to Mining Basin. There is still potential for better priority in traffic lights and tramway separation from cars on Long Bridge. If this is to be the backbone of Right Bank transport network, it must not be as resistant as possible to external interference. There is also a fundamental issue of increasing accessibility to the route by extending it to largest settlements of Prawobrzeże. In second stage, Fast Tram will no longer be built as a collision-free route – so special efforts are needed to ensure the highest priority in installed traffic lights. This should not be difficult – similar effects have already been achieved on the routes in Bydgoszcz to Fordon or in Warsaw to Tarchomin and Nowodwory. Meanwhile, thank you very much for your attention and see you next time!

    Universal Transport – Piggyback to restauration
    Articles, Blog

    Universal Transport – Piggyback to restauration

    September 15, 2019

    der m 290 besser bekannt als der
    slowakische pfeil ist das einzige noch existierende exemplar von insgesamt 2
    gebauten zügen von 1936 bis 1960 im dienst und mit einer
    höchstgeschwindigkeit von 130 km/h war er das aushängeschild der strecke prag
    bratislava seit 1990 stand er im außenbereich des
    technischen museums in computer und sollte nun zur komplett restauration in
    das 40 kilometer entfernte ranicki gebracht werden zum einsatz kam ein 68 schienen
    auflieger auf dem mit hilfe einer seilwinde der komplette zug
    hinaufgezogen werden konnten um den 25 meter langen zug
    transportieren zu können musste vor ort da noch der auflieger verlängert werden danach wurde die rampe abgesenkt und die
    schienen ausgeklappt und auf das gleiche niveau wie die vorhandenen schienen
    gebracht die nach dem einhängen der seilwinde und
    einer kurzen absprache mit dem bahntechniker setzte sich dann zum
    ersten mal nach über 20 jahren der zug wieder in bewegung trotz der langen standzeit ließ er sich
    problemlos auf den aufleger ziehen und nach wenigen minuten war die endposition
    erreicht mit bremsbacken wurde er dann gegen
    verrutschen gesichert außerdem wurden kleine gummimatten unter die räder
    gelegen die eigentliche ladungssicherung wurde
    damit stark hätten durchgeführt und nach dem einklappen der auffahrrampe er
    folgte noch ein symbolischer letzte handschlag durch den geschäftsführer der
    tatra werk dann musste der lkw von der verlader
    position auf die straße manövriert werden
    kein ganz leichtes unterfangen denn vor und hinter dem lkw waren nur wenige
    meter platz um den untergrund vor beschädigungen zu schützen wurden
    kunststoffplatten ausgelegt im bereich der grünflächen sogar metallplatten die
    ein einsinken des lkws verhindern sollen unter dem wachsamen blicken vieler
    schaulustiger der lange auch dieses manöver und der transport war fertig zur
    abfahrt etwas außerhalb des ortes musste der
    transport dann erst mal wenn um die fahrtrichtung zu ändern dann ging es zurück am verladeplatz
    vorbei und in den ersten kreisverkehr von dort aus über kleine dörfer ging es
    auf die autobahn bis nach ostrava der einfahrt zum firmengelände wo das
    dann noch mal eng aber auch diese herausforderung wurde gemeistert und
    kurze zeit später die halle erreicht die rampe wurde wieder ausgeklappt und
    der zug runtergelassen damit war die bahn am ziel und die zwei jahre dauernde
    restaurierung konnte beginnt denn

    Le trajet en tramway et la banlieue sud du Dnipro |11| conhecimento com Ucrânia
    Articles, Blog

    Le trajet en tramway et la banlieue sud du Dnipro |11| conhecimento com Ucrânia

    September 11, 2019

    Дамы и господа! Цель сего видео – показать трамваи и пересечь половину города, чтобы достичь района, относящегося к центру города. Я нахожусь на районе, который называется “12й квартал”. (это проспект Богдана Хмельницкого, до переименования – улица Героев Сталинграда) По проспекту ходит 12й трамвай. Этот маршрут соединяет юг Днепра с вокзалом. Трамвай №12 идёт почти до вокзала. Маршрут начинается на юге города возле посёлка “Мирный”. Последняя остановка – площадь Старомостовая. Весь маршрут занимает примерно час – час и двадцать минут. Подвижной состав 12го трамвая – трамвай Tatra T3SU чехословацкого и чешского производства. Данный трамвай выпускался с 1962 по 1999 год. Это трамвайный билет. Проезд стоит 1 гривна 50 копеек. Случилась поломка, поэтому несколько трамваев стоят на месте. Спасибо за просмотр. До свидания.


    Straßenbahn Berlin Teil 1 (Tramway Berlin Part 1)

    September 9, 2019

    GT-08 ZR reached in a few minutes the station Warschauer Str. Two lanes of the M2 line meet in the Prenzlauer Allee A tram line 60 leaves the stop Marktplatz Friedrichshagen Tramcar 2011 on the way to the last stop Wendenschloss A GT-08 ZR is traveling to Central Station Tramcars in 1519 is on the line 61 on the road and reach the station S-Bahnhof Friedrichshagen Two Tatras are traveling towards Zingster Str. Tramcar 9004 leaves the station Stendaler Str./ Quedlinburger Str.


    [Doku] Straßenbahn Budapest (2018)

    September 8, 2019

    You are serching for a tram network where many diffrent trams are on there way and also one of the longest in the World Than you have to come to Budapest The network is 155 km long And they use 5 diffrent types of Tramcars The network is operated by the BKV Budapest Also interresting is that Budapest has the longest Tramcars in the whole World If you want to know more about the Tram n Budapest, you should watch this Video

    [Doku] Straßenbahn Prag (2018)
    Articles, Blog

    [Doku] Straßenbahn Prag (2018)

    September 5, 2019

    The Tram Network in Prag is 142 km long At Daytime there are 24 Tramlines on there way There are also many Nigtliners in Prague In Prague you can also finde the old Tatra Tram modells The Network is very interresting in cause of the many routes through the old town of Prag In this Documenrtary i will tell you many things about the tram Network an the used Tramcars Prag is situated in the Czech Republic round about 100 km from the German border in the North west of the country Ist also the capital of Czech Republic and here live round about 1.3 Million inhabitants Prague was namnd thefirst time in 10th century and until now many interesting places and Buildings have been constructed On of the sights is the Castel of Prag which is the seat of today’s government Her hapend also in 1618 the
    Prague lintel The 124 meters long and 99 meters high St.Veits Cathedral, can also be fondet on the prag castel Part of the City is also the river Moldau wich is used by touristic ships Some bridges are also sights of the city An Exampel for that is the only for pedestrian opend Charles Bridge The Charles Bridge is in total 516 meters long and is intresting becaus of the old archways The Bridge was build in 1357 The number of inhabitants growed rapidly and also the City area a tram Network should be bulid to connect the whole city In 1886 162.000 People lived in the City in the Metropolitan area 314.000