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64-563: Trolley Station or Trolley station may refer to: a tram stop , a designated stopping point for a tram, streetcar, or light rail vehicle so that passengers can board or alight Audubon Trolley Station , a historic trolley shelter listed on the National Register of Historic Places, in Wilmington, North Carolina Oakton Trolley Station , a historic interurban station listed on

128-566: A 'tram-bus'. The Ringtrambus (route 820) from Brussels Airport to Jette opened on 28 June 2020, operated by 14 24-metre double-articulated buses. The initial half-hourly frequency was doubled to quarter-hourly on 1 September 2020. Other proposals have been aborted. During 2014 and 2015, STIB/MIVB promoted a project to 'tramify' the Porte de Namur/Naamsepoort – Delta section of the overloaded 71 bus route, which carries over 12,000 passengers per day in each direction. The Brussels Region supported

192-569: A Christian church. There were also a few Sunday stops near subway stations that were usable only before 9 am, the Sunday opening time of the subway system. However, the Toronto Transit Commission decided to close all Sunday stops on June 7, 2015. The TTC found that Sunday stops slow down streetcars making it more difficult to maintain schedules. Also, Sunday stops were also unfair to non-Christian places of worship which never had

256-646: A concrete raft underneath the whole junction. On the overground parts of the network, trams drive at sight, while the underground premetro sections have block signalling. However, drivers do not need to check in and out of the signalled section as on the Muni system in San Francisco . An exception is in the earliest tunnel to be built, at the Lemonnier stop, where passengers cross the tracks using an underground level crossing . This station will be bypassed when

320-521: A fully high-platform configuration when necessary. The Muni Metro system in San Francisco utilizes high-floor light rail vehicles (LRVs). To ensure accessibility for wheelchair users, many street-level stations feature ramps for level boarding. Non-wheelchair users, however, access the LRV by climbing the interior steps from the street-level platform. Triangular tram stops, where three tracks form

384-653: A more rapid transit -like commuting experience (such as the Metro Rail system in Los Angeles , California). Such trams also stop at dedicated platform stops on Stadtbahn systems in Germany, especially in underground stations in city centres. Several tram stops have mixed platform heights for various reasons. In The Hague, Netherlands , on tram lines 3, 4, and 34 , between Laan van NOI and Leidschenveen stops, platforms feature mixed heights to accommodate both

448-428: A new "Tram Plan" to build 13 new lines totalling 40 km in length by 2035. STIB/MIVB published more detail on 5 May 2023. The 13 major projects are: Tracks are renewed periodically, both when they wear out, and also to increase the lateral clearance between them, to enable the safe passage of wider trams. Minor imperfections are smoothed by in-situ welding. When a temporary diversion is required, STIB/MIVB often installs

512-525: A safety zone or designated platform, traffic cannot legally pass a tram or streetcar whose doors are open. Several light rail systems have high-platform stops or stations with dedicated platforms at railway platform height . Reasons for this include systems being created from former heavy rail routes (as in the case of the Metrolink system in Greater Manchester , England), or to provide

576-457: A set of temporary or 'Californian' points which sits on top of the permanent rails. Tracks have historically been embedded in stone setts, with STIB/MIVB taking responsibility for the road up to 30 cm (12 in) on either side of the rails. However, recently, tarmac has been used, which improves conditions for cyclists. In recent years, when major junctions have been relaid, the opportunuity has been taken to increase stability by installing

640-637: A single triangular platform in the middle, are possible due to the shorter length of trams compared to heavy rail trains which does not require an excessively large area. Notable examples of triangular tram stops include platforms 1, 4, and 5 at Siu Hong stop on the Hong Kong Light Rail , and tracks A1, B1, and C1 at Königsplatz on the Augsburg Tram system. Such configuration allows cross-platform interchange across three lines as opposed to two on traditional island platforms, increasing

704-535: A stub. In around 2011, the reversing triangle for route 39 at Ban Eik was converted into a stub. The 19 terminus at Groot-Bijgaarden lost its 650-metre-long (2,130 ft) triangular loop on 18 October 2021. Lines 3 and 7 both link the Heysel/Heizel Plateau in the north-west of the city with Churchill in Uccle in the south, the 3 traversing the western side of the city centre and the 7 following

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768-719: A very limited range. Trolley power, used in Liège , was also tried in Brussels and in 1894 Brussels' first electric tram lines were laid from the Place Stéphanie/Stefanieplein to Uccle . Several companies built their own tram lines until the turn of the century, the most important being Les Tramways Bruxellois (TB): founded on 23 December 1874 on the merger of the Belgian Street Railways and Omnibus Company Limited led by Albert Vaucamp and

832-486: A very varied feel, including street running through narrow streets in working-class districts (line 81), cobbled central reservation, reserved track through parkland and woods (line 44), signal-controlled running in tunnels (the premetro lines 3 and 4 in the North–South Axis , and 7), and short stretches in cutting (the old route 18, closed in 2007). Almost all trams are double-ended and all are double-sided, and there

896-542: A year. Between Trône/Troon and Etterbeek Station, it is saturated at 1,000 passengers per hour in each direction. The best option would be to connect it to the planned tram from the Central Station to Tour & Taxis, but this poses the question of how to route it through the city centre. As for the southern terminus, it might be truncated to the ULB or Delta. On 28 March 2023 the Brussels regional government announced

960-430: Is 4.15%, despite periodic enforcement campaigns, and this is being addressed by the installation of ticket barriers in all metro stations. From 2013, the obligation to check out of as well as into the system is being progressively introduced. As of 2017, there are 17 tram routes, totalling 141.1 km (87.7 mi), and serving most parts of the city, including three partial ring routes (7, 8, and 81). The routes have

1024-588: Is a tram system serving a large part of the Brussels-Capital Region of Belgium . It is the 16th largest tram system in the world by route length, in 2017 providing 149.1 million journeys (up 9.5% on 2016) over routes 140.6 km (87.4 mi) in length. In 2018, it consisted of 18 tram lines (eight of which—lines 3, 4, 7, 25, 32, 51, 55 and 82—qualified as premetro lines, and five of which—lines 3, 4, 7, 8 and 9—qualified as "Chrono" or "Fast" lines). Brussels trams are operated by STIB/MIVB ,

1088-442: Is a fairly even mixture of stub and loop termini. The route pattern shows some notable gaps, particularly along major radial routes, because these were originally served by the national network of buurtspoorwegen/tramways vicinaux . These used 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge , rather than the Brussels 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge , and so

1152-554: Is different from Wikidata All article disambiguation pages All disambiguation pages Tram stop Many tram or streetcar stops, especially on older tram lines street-running on narrower streets, have no dedicated platforms. Instead, stops are located in the middle of the roadway. Passengers need to cross lanes for motor vehicles to board or alight from trams. Examples of systems with this type of stops include: North America Europe Oceania Asia In most jurisdictions, to protect passengers' safety, at stops without

1216-416: Is extended to Albert) and conversion of route 49 to form a western ring line, as well as extension of route 8 northwards to Evere and eastwards to Jezus-Eik . On 8 November 2022, it was reported to the regional Mobility Committee that STIB/MIVB has launched a feasibility study on the 'tramification' of bus 95, to report in 2023. The 95 is Brussels' busiest bus route, on a par with the 71 at 7.25m passengers

1280-603: The Brussels Stock Exchange as their central hub. In addition, there were smaller companies: Tramways de Bruxelles à Evere et Extensions : founded in 1883, and Chemin de Fer à Voie Etroite de Bruxelles à Ixelles-Boondael (BIB): founded in 1884, and taken over by the TB on 28 April 1899. These last two companies used 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge track and started with steam traction instead of with horse trams. In 1899,

1344-673: The Namur Gate to the Bois de la Cambre/Ter Kamerenbos . In 1877, a steam tram was introduced but it was not powerful enough for the hilly terrain and the tests were stopped. Simultaneously the Tramways Bruxellois experimented with a locomotive built in Tubize , but it did not work either. The components proved too fragile and this experiment was also discontinued. In 1887, experiments were made with accumulator trams, but these had

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1408-601: The Société des Voies ferrées Belges led by William Morris (Morris & Sheldon Company). The TB started with five horse tramlines: Schaerbeek–Room Forest (Morris), Uccle–Place Stephanie (Morris), Place Liedts–Saint-Gilles (Vaucamp), Laeken–South (Vaucamp), and Laeken–Anderlecht (Vaucamp). Another was Société générale des Chemins de Fer Économiques (CFE), popularly known as the chocolate trams because of their colour: known before 1880 as Compagnie Générale de Tramways . The CFE electrified its lines from 1904 onwards. These lines had

1472-620: The 1950s and 60s—have been followed by the specially designed " T2000 " low-floor model and, at the end of 2005, by a variant of the off-the-shelf " Flexity Outlook " from Bombardier (3000 series), and, at the end of 2006, by an even longer version of the same family (4000 series). On some of the busiest routes, the convenience of the low floor is lost because of the anomalies caused by the hesitant upgrade of tram to metro. The city has four heavy metro lines and three stretches of premetro or underground tram. The premetro tunnels have been built to allow for eventual upgrade to heavy metro, so most of

1536-545: The 1990s, with many routes being replaced by metro lines or converted to bus routes. Only with investment in new equipment (the T2000 tram) and the upgrading and improvement of the tram network did the balance turn positive. The system exists in a somewhat unusual local government context, because Brussels is a self-governing region, as an enclave within Flanders , although only some 3.3 km (2.1 mi) from Wallonia at

1600-461: The 20th century, those operated by the Tramways Bruxellois were dark green, and those by the Chemins de Fer Economiques were chocolate. The two companies merged in the 1920s, whereupon a standard livery of primrose yellow was adopted which lasted (with some minor changes in the trimmings) until the mid-1990s when a brighter shade of yellow was adopted. A profound change in livery came in 2006 with

1664-454: The 21st-century political climate, investment in light rail has again taken off, and a number of extensions to the system are at various stages of fruition. Lines 3, 7 and 9 are to be connected at Heysel/Heizel, and on 20 December 2018, Brussels Mobility Minister Pascal Smet announced that the next two lines to be built, estimated to open in 2024, will run from Rogier to Belgica via Brussels-North and Tour et Taxis/Thurn en Taxis (seat of

1728-699: The 62 to Brussels Airport (with the infrastructure being paid for by the Flemish Region), divert the 92 from the Rue Royale/Koningsstraat to serve Brussels Central Station , as well as to rebuild the east–west link through the city centre from Bourse/Beurs to the Place Royale/Koningsplein . On 18 July 2019, the Brussels Government, in its programme for the period 2019–2024, committed itself to set

1792-608: The Flemish Regional Government), as well as from Rogier to Hôpital Militaire/Militaire Ziekenhuis in Neder-Over-Heembeek via Van Praet (line 10). The Flemish Region, under its Brabantnet plan, intends to build a new line to the north of the city, from Heysel/Heizel to Willebroek alongside the A12 road. Its success will require integration with the existing Brussels regional system; for instance

1856-527: The Ma Campagne and Janson crossroads, which lie 300 metres (980 ft) from each other on the Chaussée de Charleroi/Charleroisesteenweg . There is lateral space for only one track in a raised central reservation, and the rails swerve to the left approximately 100 metres (330 ft) in front of the junction so that cars can queue in the right-hand lane. Between 2006 and 2009, a phased transformation of

1920-696: The National Register of Historic Places, in Fairfax County, Virginia Trolley station (UTA) , a light rail station in the Central City neighborhood of Salt Lake City, Utah, at 625 East 400 South Williamsburg Bridge Trolley Terminal , an underground streetcar terminal in the Lower East Side of Manhattan, New York City, also called the Essex Street Trolley Terminal or Delancey Street Trolley Terminal any of

1984-598: The San Diego Trolley light rail stations: List of San Diego Trolley stations Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Trolley Station . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Trolley_Station&oldid=871348810 " Category : Disambiguation pages Hidden categories: Short description

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2048-595: The TB system. In 1935, the Brussels tram network was 240 km (150 mi) long, making it one of the largest tram networks in Europe. There were almost 100 tram lines, including many direct connections between the various boroughs. For the Brussels International Exposition of 1935 , the famous '5000-series' trams, the first in Brussels with two bogies, were put into service. Because the TB concession expired on 31 December 1945, an agreement

2112-532: The TB was granted a 45-year concession on condition that the whole network was electrified, a condition that was met in the following years. Until the First World War, many investments were made in the network, such as heavier rails and more powerful trams. The vicinal/buurtspoor networks set up city services. Tram services were not restored to normality until 1925. During the war, there was poor maintenance, many horses were requisitioned and tram equipment

2176-493: The adoption of the so-called Art Nouveau livery of silver and light brown on the new 3000 and 4000 vehicles. The rest of the active fleet has been repainted. The system exists in happy symbiosis with an active heritage operation based at the Woluwe depot, and privately hired trams have free access to the tracks. Trams that still collect their current through trolley poles rather than pantographs are normally restricted to

2240-540: The closest point. This means that three-way deals are necessary between Brussels' own STIB/MIVB , Flanders' De Lijn and Wallonia's TEC . STIB/MIVB sees itself as a provider of mobility rather than just public transport, and has a 49% share in the Cambio carsharing franchise. The Brussels conurbation —19 municipalities plus adjoining commuter belt—is also served by a fairly dense network of main-line trains. The MOBIB contactless smart card can be used on buses, trams,

2304-460: The day, branded Chrono . Tram line 55 from Schaerbeek (north of Brussels) that used to use the North–South Axis now terminates at Rogier. The old line 52 was replaced by line 3 in the north (from Brussels-South to Thomas and from Van Praet to Esplanade), 82 (from Drogenbos to Lemonnier) and 32 in the south. The old tram line 56 was also withdrawn. A previously implemented part of the plan

2368-485: The eastern ring road. At the Churchill terminus, a strictly-timed manoeuvre takes place to allow trams to lay over and then depart in the reverse direction. The terminus is situated in the middle of a traffic roundabout where eight streets meet, and consists of a circle of track bisected by a through line, connected by four sets of points. The manoeuvre consists of the following steps: While transferring passengers use

2432-479: The equivalent of a Sunday stop. By 2015, most Sunday stops were along current and former streetcar routes. The Dubai Tram , which opened on 12 November 2014, became the world's first tram system to feature platform screen doors at its tram stops. Lussail LRT and Tel Aviv Light Rail both have platform screen doors at underground stops. Trams in Brussels The Brussels tramway network

2496-466: The following additional developments in train: conversion of bus route 95 from the Central Station to the university area (partially making up for the failed conversion of route 71), extension of route 25 eastwards to serve the Mediapark, extension of route 7 westwards to Forest (this may include a tunnel under Forest/Vorst Park from Albert, where lines 4, 7 and 51 will terminate when the heavy metro

2560-477: The high-floor Rotterdam Metro line E and the low-floor standard tram vehicles. Some stops in the pre-metro network in Brussels feature high platforms with cutouts along the edge. This allows passengers to board low-floor trams while maintaining the potential for future upgrade to full-scale metro operations. The cutouts act as access points for low-floor vehicles, ensuring the station can easily transition to

2624-406: The junction before it can cross. In addition, to reach the platforms, trams must make sharp turns, typically by about 30 degrees, which poses issues such as slow speeds and noise. Not all tram stops are served full-time. In the 1920s, Toronto created Sunday stops in addition to regular stops along its streetcar routes. Sunday stops were only used on a Sunday and, with few exceptions, were always near

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2688-401: The likelihood of convenient cross-platform transfers. However, triangular tram stop layout necessitates three flat junctions immediately at each end of the platform, introducing additional operational complexities and the potential for delays, particularly during periods of heavy tram traffic, as a tram heading in one direction may have to wait for trains heading in another direction to clear

2752-494: The line is converted to heavy metro and the new Toots Thielemans station built slightly to its east. As of 18 September 2017, the fleet consists of 396 trams, of the following types: As of 18 June 2019, 90 new sets of Flexities are on order. The development of the system is being pulled in two contradictory directions – towards low-floor street-running trams and high-floor underground railway. This has led to some conflicting decisions. The standard trams—still " PCC 's from

2816-401: The line will have to be built at standard rather than metre gauge (as the other Flemish trams are). Three other suburban/interurban lines had been proposed: from Brussels westwards to Ninove , from Brussels north-eastwards to Heist-op-den-Berg , and from Heysel/Heizel via Vilvoorde to Brussels Airport . The first two proposals were withdrawn, while the last has been implemented in 2020 as

2880-493: The local public transport company. The network's development has demonstrated many of the quandaries that face local public transport planners. It also has several interesting peculiarities: the inconsistent route pattern resulting from the closure of the interurban trams, the conflict between low-floor surface trams and high-floor underground trams, and whether the trams run on the right or the left. Belgium's first horse-drawn trams were introduced in Brussels in 1869, running from

2944-453: The major refurbishment of the standard cars, STIB/MIVB had a great need for modern equipment to serve the 1958 Brussels World's Fair ( Expo '58 ), to which its organisers wished to provide public transport access from the whole city. To this end, large turning loops for hundreds of trams were laid out in the exhibition grounds. Between 1951 and 1953, the PCC car entered Brussels with motor car 7001,

3008-460: The metro and for mainline railway season tickets, and is gradually being extended to other modes, although it is not yet accepted for single journeys by De Lijn. A simple tariff system permits unlimited changes with a one-hour period for €2.50 when bought from the driver, €2.10 from a ticket machine. Real-time arrival indicators have been installed at many tram stops. On 1 July 2020, contactless payment by debit card, credit card, smartphone or smartwatch

3072-417: The network took place, with the aim of improving regularity and relieving overcrowding. The premetro service between Brussels-North railway station and Albert was restructured with fewer lines passing through it, but at more regular intervals. These routes use the new longer Bombardier trams. The major part of the North–South Axis (from Lemonnier to Rogier ) is now used only by lines 3 and 4 during

3136-452: The north to Vanderkindere in the south. Valid as of 11 December 2021. Stricken-out ( barré/doorgestrepen ) route numbers represent partial services (they do not go up to the end of the line). Only regular services are shown in this list. The system contains 14 stub termini and 10 loop termini, while 4 routes (4 at Brussels-North, 7 at Vanderkindere, 25 at Boondael and 55 at Bordet ) terminate on central tracks between continuing lines. Over

3200-473: The original seven remain. To negotiate a sharp turn, the old route T18 (closed 1 July 2007) had to make a 270-degree turn on its journey away from the city centre, looping round and crossing its own path. Under the Brussels-South railway station , the premetro and metro tracks swap from running on the right to running on the left where they run parallel to provide cross-platform interchange between

3264-477: The platform is high, and is connected to the street (at least in the upward direction) by escalator. At some stations lifts have been installed, but there is a cutout section taking the level down to one foot above ground to board the trams. The three steps this entails make life difficult for passengers with baby buggies or suitcases, even though the new low-floor trams are accessible to wheel-chair users. To get around this last barrier to mobility, an experimental ramp

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3328-492: The platforms within the roundabout, those boarding or alighting use four separate stops on the Avenue Winston Churchill / Winston Churchilllaan in pairs on either side of the junction, thus avoiding having to cross into the middle of the roundabout. This situation will end when the city's central tram subway is converted in heavy metro line 3, whenceforth lines 3, 4 and 7 will all terminate at Albert. In

3392-411: The production cost of the tram network. The costs chiefly comprised drivers' wages (60%) and additional vehicles (25%), and excluded overheads and the cost of time lost by passengers. In an attempt to remedy this, by 2016, Brussels Mobility had installed traffic light priority for trams or buses at 150 junctions. In some other places, the track layout is used to avoid hold-ups; for instance on route 92 at

3456-479: The proposal, but the municipality of Ixelles was against, supported by traders on the Chaussée d'Ixelles / Elsensesteenweg who feared the disruption the tracklaying would cause. The proposal was dropped and instead the section from the Chaussée de Wavre/Waversesteenweg to the Place Fernand Coq / Fernand Coqplein has been made largely car-free . Other outline proposals have been made to extend

3520-463: The start of a series of 172 cars. Over the years, many series of single-ended versions (7500 and 7700 series, 128 car) and double-ended versions (7900 series, 61 cars) followed. Eventually, the PCC car entirely replaced motor car and trailer combinations. The development of the premetro , a tram-unfriendly policy and a constant shortage of funds led to a deterioration of the Brussels tram system well into

3584-462: The tracks could not easily be taken over when the lines were progressively closed from the 1960s onwards. The complementary routing of vicinal and urban tracks and the replacement of key lines by metro has led to some peculiar track layouts, for instance at the Barrière de Saint-Gilles / Bareel Sint-Gillis . Though all seven roads at this circular junction originally had tram lines, only three of

3648-605: The two lines. This serves no apparent purpose, but may be because main line trains in Belgium run on the left. Trams cross back to the right under the Place Bara / Baraplein , but the metro stays on the left as far as the Roi Baudouin/Koning Boudewijn terminus. A 2007 paper calculated that delays caused by traffic congestion were responsible for direct costs of €17.34 million per year - over 18% of

3712-482: The years, loops have gradually been replaced by stub termini when opportunities have presented themselves. In 2007, a loop was built on the Place Poelaert / Poelaertplein , to accommodate short-running 94 trams, which had the peculiarity that the through line bifurcated it. It was lifted after only a few months. The 51 terminus at Van Haelen was originally planned as a loop, but was eventually built, in 2008, as

3776-637: Was concluded between the State and the Province of Brabant to continue the operation of the Brussels trams. A provisional management committee was set up, which functioned until the foundation, on 1 January 1954, of the Brussels Intercommunal Transport Company (STIB/MIVB). Great efforts were made to catch up on overdue maintenance and 787 motor trams were modernised to the Brussels standard type. The electro-pneumatic brake

3840-399: Was installed in 2009 at Parvis de Saint-Gilles / Sint-Gillis Voorplein . Coupled sets are not currently used, although since around 2015, tests have been made of pairs of PCCs connected by a towbar. All vehicles still carry a towbar, which is only used nowadays when a broken-down tram needs to be towed or pushed to the depot. Brussels trams have known several liveries. In the beginning of

3904-536: Was introduced in these cars and the conductor and driver (called Wattman in Belgium) had permanent seats. Growing traffic congestion led to plans to build reserved tracks for trams, and in the city centre to put them in tunnel. In 1957, the first tunnel was opened near the congested Place de la Constitution / Grondwetplein , between Brussels-South railway station and Lemonnier . From 1969, trams were adapted to run in tunnel, using block signalling. In addition to

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3968-432: Was introduced. Ridership has been rising, and user-friendly features that have grown up through custom and practice help this. For instance, passengers open the doors by pressing a green strip on the central pole (in PCC trams) or an illuminated button (on Flexity trams), and drivers usually make a point of waiting for latecomers. However, overcrowding in peak hours and at weekends is common. The rate of detected fare-dodging

4032-634: Was the creation of line 25 in April 2007. Line 25 goes from Rogier to the Boondael/Boondaal railway station following the route of the former line 90 from Rogier to Buyl, then leaves the outer ring towards the Université libre de Bruxelles (ULB)'s campus of Solbosch . On 14 March 2011, old lines 23 and 24 were merged to create the new eastern semicircular premetro line 7, which runs almost entirely in its own right of way from Heysel/Heizel in

4096-521: Was used for military purposes. On 1 January 1928, the TB and CFE networks merged, leaving only the TB and the vicinal/buurtspoor network in operation. The CFE was known for its 'chocolate bars' so named because of their dark brown livery (several examples can still be admired in the Brussels Tram Museum ). The CFE personnel also wore brown uniforms. In 1928, the CFE lines were renumbered within

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