Trams in Budapest
The tram network of Budapest is part of the mass transit system of Budapest, the capital city of Hungary. The tram lines serve as the second most important backbone of the transit system, carrying almost 100 million more passengers annually than the Budapest Metro.
In operation since 1866, the Budapest tram network is one of world's largest tram networks, operating on of total route., it was composed of 36 lines, and the Budapest Cog-wheel Railway. The system is operated by Budapesti Közlekedési Zrt. under the supervision of the municipal Budapesti Közlekedési Központ.
History
The early days
The first horse-tram line in Budapest was inaugurated on 30 July 1866 between Újpest-Városkapu and Kálvin tér, through Váci út. Over a year before, on 22 May 1865, the Count Sándor Károlyi founded the PKVT. Horse tramlines in Buda proper soon followed, built by the competing Buda Public Road Rail Tracks Company.By 1885, Budapest had as many as 15 horsecar lines but since it was obvious that the technology was obsolete. A steam-driven suburban railway line from Közvágóhíd to Soroksár, run by HÉV, was separately introduced in 1887; two more lines soon followed.
Around this same time, Mór Balázs suggested that a new, electric tram system should be introduced to Budapest. It was Gábor Baross, then secretary of state at the Ministry of Community Service and Transportation who authorised the construction of the first test tram line between Nyugati railway station and Király utca. Balázs teamed up with Siemens & Halske and Lindheim és Társa and formed a new corporation: BVV. The construction works started on October 1, 1887 and the line was opened on November 28, 1887. The track gauge of this first line was and electricity was supplied to the cars from below to avoid cables hanging across the street.
The second step in the expansion of the system were two lines: on July 20, 1889 the second line, which spanned from Egyetem tér to Fiumei út via Kálvin tér, was opened. It was designed so that in case of a power failure steam engines could tow the carriages. The third line, also standard gauge, was opened on September 10, 1889 and ran from the Hungarian Academy of Sciences to Andrássy út.
Even though not a tram line per se, the first underground line in Continental Europe, the Millennium Underground Railway must also be noted. It was built using a cut-and-cover method between 1894 and 1896 and was first named FJFVV after emperor Franz Joseph. It used electric cars from the very beginning.
In the first years, tram had no numbers but coloured circular signals instead, for example, a simple red, green, blue or black disk; a red disk with a vertical white stripe or a cross; a white disk with a green 8-pointed green star, etc. This, of course, quickly became very cumbersome so around 1900, when there were already 30 lines, each line got a number – BVV, which was renamed to BVVV got the even numbers; odd numbers were assigned to a rival transport company, BKVT.
The dynamically growing network brought new companies: two of them served Újpest, the northern part of Pest, one Pestszentlőrinc, which then was a separate town, and one the southern part of Buda and the then-separate village Budafok. These companies were joined together in 1923 by the name BSZKRT. It was during 1939-1944 that the most tram lines existed in the city.
After World War II
The siege of Budapest left the city with a crippled infrastructure: many houses were destroyed, as well as the bridges bombed, electric cables torn. It was of course of utmost importance to restore the transport network, however, many trams were destroyed either in the siege or in a depot fire that occurred in 1947. This might have been the cause that decisionmakers suggested that trolleybus lines should replace trams in the city centre. Along with cost considerations it is important to note that trolleybuses might be better suited for the downtown area than trams: they turn more easily and produce significantly less noise.While some tram lines were abolished in favour of trolleybuses, the expansion of the system did not stop. Near Nyugati railway station a new junction of tram lines were built to transport people back and forth to the factories in Angyalföld and Újpest and line 33 through the newly built Árpád Bridge. Line 4 on the Buda side and the tracks on Nagy Lajos király útja were also extended around 1960. The reconstruction of Erzsébet Bridge in 1964 played a significant role in the revival of the tram network: five lines started using it after its opening.
In 1968 there were 83 tram lines in Budapest thus reaching the largest extent of the network since World War II, decline was imminent. This happened partly because of the replacement of tram lines with single track and old vehicles with autobuses but also due to the construction of underground lines M2 and M3 which – were then thought to – replace tram lines that used to run above them. In 1972 tram lines on Erzsébet Bridge and Rákóczi út were abolished, then until 1982 tram lines were removed along M3 as well thereby effectively erasing 40 km of rail tracks, around 20% of the Budapest tram network. Along with lines in the city centre, most of the lines in Újpest and some in the southern parts of Pest were demolished.
While many lines were closed down, a significant one was rising: tram 33 was shut down for the renovation of Árpád Bridge in 1981 but when the bridge was reopened, a new line was born on the eastern end of the outer ring road, Hungária körgyűrű, line 1. It has been under construction ever since with segments opened in 1984, 1987, 1990, 1993, 1995, 2000, 2015 and 2019. In 2015 the line crossed to the Buda side of Rákóczi Bridge which was inaugurated in 1995 and was designed for the tram to cross it.
Present and future
As of 2012, it seems that the local governments have shifted towards a more tram-friendly view: line 1 and 3 were renovated and line 1 extended ; line 47 and 49 are planned to reach Nyugati tér once again as it used to be their final stop before M3 was opened. A major project was carried out to connect, extend, and develop the tram lines on the Buda side.Lines and developments
, it was composed of 36 lines, and the Budapest Cog-wheel Railway. Among these lines, only Line 6 offers non-stop service, most of the trams run between 5 am and 11 pm.| Line | Route | Length | Number of stations | Ride time | Rolling stock | Notes |
| 1 | Bécsi út / Vörösvári út ↔ Kelenföld vasútállomás | 18.3 | 32 | 52 minutes | CAF Urbos 3, Siemens Combino, Tatra T5C5, Tatra T5C5K | |
| 2 | Jászai Mari tér ↔ Közvágóhíd | 6.0 | 13 | 20 minutes | Ganz KCSV–7 | |
| 3 | Mexikói út ↔ Gubacsi út / Határ út | 13.3 | 32 | 51 minutes | CAF Urbos 3, TW 6000 | |
| 4 | Széll Kálmán tér ↔ Újbuda-központ | 8.5 | 19 | 30 minutes | Siemens Combino | |
| 6 | Széll Kálmán tér ↔ Móricz Zsigmond körtér | 8.3 | 19 | 29 minutes | Siemens Combino | 24 hour service |
| 12 | Angyalföld kocsiszín ↔ Rákospalota, Kossuth utca | 4.7 | 11 | 17 minutes | Tatra T5C5K | |
| 14 | Lehel tér ↔ Káposztásmegyer, Megyeri út | 11.1 | 24 | 33 minutes | Tatra T5C5K | |
| 17 | Bécsi út / Vörösvári út ↔ Savoya Park | 14.7 | 37 | 51 minutes | CAF Urbos 3, Tatra T5C5, Tatra T5C5K | |
| 19 | Bécsi út / Vörösvári út ↔ Kelenföld vasútállomás | 11.2 | 24 | 38 minutes | CAF Urbos 3, Ganz CSMG | |
| 24 | Keleti pályaudvar ↔ Közvágóhíd | 5.2 | 12 | 19 minutes | Ganz KCSV–7, TW 6000 | |
| 24G | Keleti pályaudvar → Mester utca / Ferenc körút Mester utca / Ferenc körút → Orczy tér | ? | 10 8 | 15 minutes 13 minutes | Siemens Combino, TW 6000 | From Mester utca / Ferenc körút runs only Orczy tér, or Hidegkuti Nándor Stadion from line 4/6 |
| 28 | Blaha Lujza tér ↔ Izraelita temető | 10.8 | 26 | 39 minutes | Tatra T5C5, TW 6000 | Daytime only, does not run on Saturdays |
| 28A | Blaha Lujza tér ↔ Új köztemető | 10.1 | 25 | 37 minutes | Tatra T5C5, TW 6000 | |
| 37 | Blaha Lujza tér ↔ Új köztemető | 9.7 | 23 | 30 minutes | Tatra T5C5, TW 6000 | Weekday peak hours only |
| 37A | Blaha Lujza tér ↔ Sörgyár | 5.8 | 14 | 19 minutes | TW 6000 | |
| 41 | Bécsi út / Vörösvári út ↔ Kamaraerdei Ifjúsági Park | 18.4 | 39 | 62 minutes | Tatra T5C5K | |
| 42 | Határ út ↔ Kispest, Tulipán utca | 3.0 | 7 | 8–9 minutes | TW 6000 | |
| 47 | Deák Ferenc tér ↔ Városház tér | 8.8 | 21 | 31 minutes | Ganz CSMG | |
| 47B | Kamaraerdei Ifjúsági Park → Deák Ferenc tér | 12.6 | 27 | 42 minutes | Ganz CSMG | Towards Deák Ferenc tér only, 2 departures on weekday mornings |
| 48 | Deák Ferenc tér ↔ Savoya Park | 8.0 | 18 | 27 minutes | Ganz CSMG | Runs only on Saturday. |
| 49 | Deák Ferenc tér ↔ Kelenföld vasútállomás | 5.4 | 12 | 20–21 minutes | Ganz CSMG | |
| 50 | Határ út ↔ Pestszentlőrinc, Béke tér | 8.0 | 20 | 24–26 minutes | TW 6000 | |
| 51 | Mester utca / Ferenc körút ↔ Nagysándor József utca | TW 6000 | ||||
| 51A | Mester utca / Ferenc körút ↔ Ferencváros vasútállomás | TW 6000 | Mornings and evenings only | |||
| 52 | Határ út ↔ Pesterzsébet, Pacsirtatelep | TW 6000 | ||||
| 56 | Hűvösvölgy ↔ Városház tér | Tatra T5C5K | Weekday peak hours only | |||
| 56A | Hűvösvölgy ↔ Móricz Zsigmond körtér | Tatra T5C5K | ||||
| 59 | Szent János kórház ↔ Márton Áron tér | Tatra T5C5K | ||||
| 59A | Széll Kálmán tér ↔ Márton Áron tér | Tatra T5C5K | ||||
| 59B | Hűvösvölgy ↔ Márton Áron tér | Tatra T5C5K | Weekday mornings only | |||
| 60 | Városmajor ↔ Széchenyi-hegy, Gyermekvasút | SGP | ||||
| 61 | Hűvösvölgy ↔ Móricz Zsigmond körtér | Tatra T5C5K | ||||
| 62 | Rákospalota, MÁV telep ↔ Blaha Lujza tér | TW 6000 | Weekday peak hours only | |||
| 62A | Rákospalota, MÁV telep ↔ Kőbánya alsó vasútállomás | TW 6000 | Weekdays only | |||
| 69 | Mexikói út ↔ Újpalota, Erdőkerülő utca | TW 6000 |
Discontinued lines
It is not always straightforward to decide whether a tram line still exists in Budapest since throughout the decades some numbers may have been carried by several lines, so some numbers might have appeared and disappeared throughout time. Some lines were assigned new numbers so even though there is no line with that specific number, there is a line on exactly the same route. Of course, existing lines might have been lengthened or shortened, so this also makes hard to exactly define a tram line. Still, the following table tries to summarize these data – termini and dates refer to the last time the number was used.| Number of the line | Termini | Inauguration and disappearance |
| 2A | Jászai Mari tér — Boráros tér H | 1973–2013 |
| 5 | Flórián tér – Hévízi úti lakótelep | 1950–1974 |
| 7 | Óbudai kocsiszín – Margit híd, budai hídfő | 1946–1961 |
| 7i | Fóti út – Rákospalota, Kossuth utca | 1967-1974 |
| 8 | Újpesti piac – Megyeri út | 1955–1980 |
| 9 | Batthyány tér – Budafok, Városház tér | 1920–1986 |
| 9A | Móricz Zsigmond körtér – Albertfalva kitérő | 1961–1972 |
| 10 | Rákospalota, Kossuth utca – Megyeri csárda | 1954–1985 |
| 11 | Margit híd, budai hídfő – Bécsi út | 1950–1981 |
| 13 | Örs vezér tere – Gubacsi út | 1955–2001 |
| 15 | Jászai Mari tér – Újpesti vasúti híd | 1940–1977 |
| 15A | Jászai Mari tér – Váci út | 1963–1977 |
| 18 | Széll Kálmán tér - Savoya Park | 1949-2016 |
| 20 | Ganz gyár – Ferenc körút | until 1977 |
| 22 | Nagyvásártelep – Boráros tér | 1932–1970 |
| 23 | Baross tér – Ferenc körút | 1928–2000 |
| 23A | Népliget – Közvágóhíd | 1953-1964, 1976-1980 |
| 25 | Állatkert – Thököly út | 1920–1973 |
| 26 | Rókus kórház – Eskü tér | 1910–1956 |
| 26A | Kőrösi Csoma út – Orczy tér | 1942–1956 |
| 27 | Nagyvárad tér – Keleti Pályaudvar | 1957–1959 |
| 29 | József körút – BNV főberjárat | 1925–1995 |
| 29Y | Baross tér – BNV főberjárat | 1974–1995 |
| 31 | Közvágóhíd – Pacsirtatelep | 1973–1995 |
| 32i | Pesterzsébet, Nagy Sándor utca - Ganz-MÁVAG | 1967–1975 |
| 33 | Nyugati pályaudvar – Óbudai kocsiszín | 1950–1981 |
| 34 | Közvágóhíd – Kálvin tér | 1949–1951 |
| 35 | Pacsirtatelep – Határ út – Pacsirtatelep | 1951-1953 |
| 36 | Keleti pályaudvar – Kápolna tér | 1945–1994 |
| 38 | Rókus kórház – Ferenc József laktanya | 1920–1970 |
| 39 | Keleti pályaudvar – Új köztemető | 1927–1932 |
| 40 | Pestszentimre – Pestszentlőrinc | 1947–1975 |
| 43 | Nagytétény – Móricz Zsigmond körtér | 1963–1972 |
| 44 | Zugló, Rákospatak – Keleti pályaudvar | 1972–1995 |
| 45 | Március 15. tér – Keleti Pályaudvar | 1952–1963 |
| 46 | Petőfi híd, budai hídfő – Déli pályaudvar | 1958–1963 |
| 48 | Nyugati pályaudvar – Albertfalva kitérő | 1957–1960 |
| 53 | Nyugati pályaudvar – Kispest, határ út | 1950–1963 |
| 56 | Moszkva tér - Hűvösvölgy | 1930-2008 |
| 67 | Keleti pályaudvar - Rákospalota, MÁV telep | 1902-1997 |