Streetcars was the main form of public transportation in Cincinnati, Ohio, in the late 19th and early 20th centuries. The first electric cart began operating in 1889, and the maximum, the tram system has a 222 mile (357 km) long line and carrying over 100 million passengers per year. A very unusual feature of this system are the cars on several routes through which trains tend to serve areas in the hills near the city center. With the advent of cheap cars and road repairs, public transport declined in the 20th century and the tram system closed in 1951.
The construction of a new tram system, now known as the Cincinnati Bell Connector, began in 2012. Originally consisting of a single route, the new system opened on September 9, 2016.
Video Streetcars in Cincinnati
Sistem asli
The first Cincinnati settlers made their home in the large flat basin which now includes the city center, Over-the-Rhine, and West End. In the 1850s, the townspeople were too big for the basin, and people began to move to the surrounding hills. Horsecars was the first form of public transport, with operations commencing on September 14, 1859. Although horsecars have been operating in New Orleans since 1835, very few other cities have introduced transit trains - in shapes or horses or marquee-driven cars - until the 1850s, and in 1859 Cincinnati was still one of the first few US cities with such transit services. However, horse-drawn vehicles are inadequate because the animals will be tired and the hills are impossible to ride in bad weather. Cities with hilly terrain like Cincinnati and San Francisco began to adopt cable cars, because they were faster and more reliable than horses.
The first cable car route in Cincinnati is on Gilbert Avenue, Mount Auburn, and Vine Street. The cable car requires the car to be pulled by a cable that keeps running hidden under the road. Electricity proves to be cheaper and more reliable than a cable car, which requires the cable to be replaced periodically. As a result, starting on 17 August 1889, the first tram was introduced, and existing cable cars converted into electric or abandoned trams. The lines grew until there was a 222 mile (357 km) tram line in Cincinnati and Northern Kentucky. The track meter is 5Ã, ftÃ, 2 1 / 2 in ( 1,588 mm ) (Pennsylvania trolley gauge). Some intercity lanes serving Cincinnati also use this gauge, while others use standard gauge tracks.
For decades, the Cincinnati tram system consistently carries more than 100 million passengers per year. Relatively, in 2000 about 25 million people boarded the Cincinnati Metro bus system.
Cincinnati is one of only three North American cities whose tram uses double overlap trolley wire and two twin trolley poles on each tram, the only other is Havana, Cuba, and small Merrill, Wisconsin systems. All routes use double trolley wire, the only exception available on route 78, some of which are outside the city limits have only one wire per line. In all other North American tram systems, the rail serves as a return path for the electrical current collected through the trolley masts, but this requires proper rail bonding to prevent wild currents out and disrupt nearby utility lines, such as telephone lines. In Cincinnati, the first major road operations company, Cincinnati Street Railway, opted to install double cables from scratch, to save money.
The city is also home to one of the city's larger street car manufacturers, the Cincinnati Car Company, which produces street, inter-city, and fast public transport cars from 1902 to about 1931.
Climb use
The carriages were used in conjunction with four Cincinnati railroads, Inch Mountain Adams, Incline Mount Auburn, Bellevue Incline, and Fairview Incline. Except Fairline Incline, this initially carries horsecars, but is later equipped to carry an electric tram. The cars will be pushed onto a sloping platform, which is level and equipped with rails and (in most cases) above the trolley wire. The platform, riding on its own rail, will then be pulled up the hill by cable, carrying the tram. Once it reaches the summit, the tram can be easily removed from the platform, to a fixed track along the city streets. Mount Adams Incline in 1872 began carrying a horsecar in 1877, and was later reinforced for use by electric trams, which were much heavier.
Reject and close
Streetcars remain the main form of public transportation for the city until the popularity of cars causes passengers to diminish. With the increase of local highways beginning before World War II, residents can have more land and can still easily drive to the city to enjoy the benefits. Aided by the anti-rail attitude by the City of Cincinnati and the suburbs like Norwood, the tram was quickly wiped out after the war by bus and trolley bus, and on April 29, 1951, the final tram was retired. The Mount Adams Incline was closed in 1948, when a routine inspection in preparation for repair revealed that the rotting sawing wood was dangerous. This is the death slopes of the climb, after complaints that it's "unpleasant to look at," too expensive, causing roadblocks, and useless by car. On closing, Mount Adams Incline is Cincinnati's main tourist attraction.
The last two tram lines, left on April 29, 1951, are the 21-Westwood-Cheviot and 55-Vine-Clifton routes. They were converted into a trolley bus - commonly known as a "trolley trainer" at the time - as happened before with some other tram lines. The city's trolley bus system lasted 14 more years, until June 18, 1965.
Cincinnati has been criticized for shutting down wagons and tilts without realizing their potential for tourism dollars. In 1947, the San Francisco cable car system was threatened with closure for the same reason. There is a plan that replaces the city cable car with a new "super bus" system, but the public sound saves the cable car. Today, the San Francisco cable car is vital to the city's tourism industry, carrying 7.5 million passengers a year, and generating more than $ 20 million in tariff revenue. PCC tram popular in San Francisco's F Market & amp; The Wharves line is painted a bright yellow with green stripes, in honor of Cincinnati Railway.
Maps Streetcars in Cincinnati
21st century system
The proposal to build a new tramway began to be discussed around 2001, as a way of energizing housing and development in Over-the-Rhine, Downtown Cincinnati, and the "downtown" environment surrounding the University of Cincinnati, after Portland, Oregon, modern in 2001 which is credited with generating significant new property development in areas that have rotted adjacent to the city center. The Cincinnati proposal generated support and criticism and was studied and revised several times after 2002. After a 2007 study on the potential benefits of building a modern tram system, the Cincinnati City Council approved in 2008 for plans to build a new tram. line. In 2009 and 2011, the city voted for a referendum designed to stop the tram project, but in both cases the majority of voters liked the project. The land was damaged for the Downtown - Over-the-Rhine Line on 17 February 2012, and the relocation of utilities began at that time. In July 2013, the City of Cincinnati signed a contract for railway construction, power systems, and maintenance facilities. During planning and construction, the new system was named Cincinnati Streetcar, but was renamed the Cincinnati Bell Connector under a naming rights agreement with Cincinnati Bell shortly before the opening of the channel. System opened for passengers on September 9, 2016.
See also
- Cincinnati Subway
- Streetcars in North America
- List of tram systems in the United States (all-time list)
- List of tram and light rail transport systems (worldwide)
Note
References
- Singer, Allen J. (2003), American Image: The Cincinnati Subway, History of Rapid Transit , Charleston: Arcadia Publishing, ISBN 0-7385-2314-3
Source of the article : Wikipedia
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