Tram Rome
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|---|---|
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| Basic information | |
| Country | Italy |
| city | Rome |
| opening | 1877 |
| operator | ATAC |
| Infrastructure | |
| Route length | 40 km |
| Gauge | 1445 mm |
| Smallest radius | 40 m |
| Power system | 600 volts = overhead line |
| business | |
| Lines | 6th |
| statistics | |
| Passengers | 93 million annually |
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The Rome Tram is the tram system of the Italian capital. Rome's tram runs on a track width of 1445 millimeters, the usual measure in Italy. The network is electrified with 600 volts DC and comprises six lines . It was once considered the largest tram network in Italy. After numerous shutdowns and only modest expansions in recent years, the tram now only partially plays a major role in Rome's public transport .
history
Beginnings
The first horse-drawn tram (Tram a cavalli) ran on Via Flaminia between Piazzale Flaminio and the Milvian Bridge around 1877 . Other lines soon followed. After all, that first line was electrified in 1890 using the serial system already in use in the USA and Great Britain, which, however, did not prove itself and was soon dismantled.
From 1895, the direct current system that is still common today was used in parallel operation. In 1903 13 lines were electrified, and by 1904 the entire network was in electrical operation.
In 1908 the numbering system was introduced for all lines. Until then it was common in many European cities to mark the lines with symbols. At that time, 18 lines were in operation.
In the following decades, the network expansion progressed relatively disorderly and adapted to the rapidly expanding city. This resulted in parallel and sometimes competing lines of different companies. In 1925, traffic on the left was switched to traffic on the right. The network reached its greatest expansion in 1929 with 59 lines and around 400 kilometers of routes, on which 800 railcars and 280 sidecars operated.
Overland routes
From the end of the 19th century, numerous hinterland communities around Rome were opened up by trams and local railways. The aim was, on the one hand, to transport agricultural products and building materials to the capital, and on the other hand, the lines served the townspeople's excursion and thermal baths. Tasks that these routes fulfilled satisfactorily until the first half of the 20th century and in some cases until after the Second World War , which significantly promoted settlement development and urbanization in the surrounding communities. This was soon joined by the provision of workers from these places, who found employment primarily in the construction industry of the rapidly growing capital.
For cost reasons, the routes were led along existing state and provincial roads, which made it possible to achieve savings, especially in the expropriation of land, but also in building construction. This rather cheap route often only allowed low speeds and led to conflicts with the increase in private traffic, which ultimately resulted in the routes being closed.
While the tram operations to Tivoli and the Alban Hills were made in standard gauge, the 1000 mm gauge was used on the route to Civita Castellana , which was then prescribed for narrow-gauge trams. The connecting line to Viterbo was also designed with the same gauge , although it was licensed as a railway . The line to Fiuggi was run as a secondary line from the start and was therefore implemented in the prescribed gauge of 950 millimeters.
Steam tramway Rome - Tivoli
city traffic
Termini –Verano on the line to Tivoli : Opened as a horse-drawn tramway in 1879, electric from 1904, incorporated into the urban tram network in 1927.
Castelli Romani interurban trams
The Roma – Marino steam tramway , which was opened between Ciampino and Marino in 1880 and was extended to Portonaccio (now Roma Tiburtina) after it was taken over by the TFE, is considered the forerunner of the Castelli Romani regional trams . It was discontinued in 1889 and the route was partly used by the Ciampino – Albano – Marino railway line . The company was soon taken over by TFE, the same company that owned the steam tramway to Tivoli and with which there was also an operational connection at Portonaccio.
The Società delle Tramvie e Ferrovie Elettriche di Roma (STFER) was founded in Rome in 1901 at the instigation of the French company Thomson-Houston, which received the order to electrify the Milan - Varese - Porto Ceresio railway in 1898 . The aim was to build an electric tram network that would connect the Castelli Romani to the capital. In 1903 the city line between San Giovanni / Lateran and Via delle Cave was opened with a gauge of 1445 mm and 600/750 volt direct current, which from 1906 reached Frascati , Grottaferrata , Genzano and Valle Oscura, the valley station of the funicular to Rocca di Papa . This is followed by extensions to Velletri and Lanuvio as well as a direct line along the Via Appia , which also better connected Albano Laziale and Marino.
In Rome, the departure point from San Giovanni was relocated to Via Amendola at the “Termini” train station. By 1953, the city lines were expanded to two tracks. The network reached its greatest expansion in 1914 with 75 kilometers of overland and 15 kilometers of urban routes. Between 1954 and 1963 all overland lines were discontinued, while the city lines existed until 1978 and 1980 respectively and were finally replaced by the opening of the underground line A. The Castelli Romani lines were always well frequented. In the first few decades it was mainly the excursion traffic to the numerous wine bars (Fraschetta) in the Alban Hills , which are known for wine growing , later, increasingly, the commuter traffic from the places that have grown to suburbs due to the tram-like development. There was no freight traffic here.
After the tram was discontinued, traffic is now open to private transport, mainly by regional trains (line FR4) and the numerous bus lines that are connected to the Anagnina subway terminus.
Noteworthy among the vehicles were the "Imperiale", four-axle double-decker railcars that were in operation from the opening of operations until 1950 and originally also ran 1st class . 1938 saw the use of the world's first modern articulated vehicle based on the Urbinati principle, of which a total of twelve vehicles went into operation. In addition to the numerous vehicles in urban traffic (MRS and TAS) that are identical to the ATAC, four used railcars of the Bologna tram and six of the Trieste tram were put into service from 1960 .
city traffic
Termini - Capannelle and Cinecittà on the lines of the Castelli Romani (from 1903 to 1980)
Regional tram Roma - Civita Castellana - Viterbo
The railway line Roma Flaminio - Viterbo was as Regional tramway along the Via Flaminia initially built with tracks in meter gauge and 6,500 volts, 25 hertz - single phase electrified. In 1913 the train reached Viterbo . In 1932 the line was switched to standard gauge . City traffic from 1913 ran over the route: Piazza della Libertà - Lungotevere Michelangelo - Viale delle Milizie - Viale Angelico - Milvian Bridge . The narrow-gauge city line of the tram was discontinued in 1928.
Local train Roma - Fiuggi - Frosinone
The local railway Roma – Fiuggi – Alatri – Frosinone was built in 1916/1917 by the Società Ferrovie Vicinali (SFV) with a gauge of 950 millimeters and electrical operation. At first it ran on 1650 volts direct current, today it ran on 1500 volts. It has a track bed separate from the tramway, but operates similarly to a tram. It follows Via Casilina within Rome.
The following routes were built:
- Roma (Termini / Piazza dei Cinquecento) - Fiuggi - Alatri - Frosinone (137.4 km)
- Freight line Porta Maggiore - Scalo San Lorenzo (freight yard State Railways)
- Centocelle - Piazza dei Mirti
- Branch line San Cesareo - Frascati (15 km)
- Fiuggi city traffic (4.5 km)
- Branch line Vico nel Lazio - Guarcino (3.4 km)
Since 1941, the company has been run by STFER, and from 1980 by Acotral .
From 1927 city traffic was operated with specially purchased four-axle railcars on the following routes:
- Termini - Piazza dei Mirti (Rome)
- Fiuggi Fonte - Fiuggi città (Fiuggi)
- Frosinone Madonna della Neve - Frosinone State Railway Station (Frosinone)
City traffic in Rome was conducted at the following intervals:
- Termini / Laziali - Piazza dei Mirti: 15 minutes
- to Torrenova: 30 minutes
- to Grotte Celoni: 45 minutes
In 1982 the short branch from Centocelle to Piazza dei Mirti was discontinued. Until 1984 the traffic on the long-distance routes was stopped and only the city traffic in Rome between the end point Roma Laziali and Pantano Borghese, now set back by 800 meters, was maintained.
In the former Colonna train station on Via Casilina there is a museum that exhibits numerous vehicles from the overland route and memorabilia.
Network reform 1930
The network underwent a decisive reform in 1930. On January 1, 1930, numerous overlapping lines were merged and replaced by omnibuses due to the limited space available in the narrow streets of the old town . The tram also disappeared from important streets such as Via Nazionale , Corso Vittorio Emanuele II and Via Arenula. From 1937 the trolleybus served the city center. Since the network was divided into an eastern and western part due to this gutting, two pairs of ring lines were set up, which connected both sub-networks with each other. The ring lines were marked with letters compared to the other lines:
- CD: C ircolare Interna D estra (dt .: Right inner ring [clockwise])
- CS: C ircolare Interna S inistra (dt .: Left inner ring [counterclockwise])
- ED: Circolare E xterna D estra (German: Right outer ring [clockwise])
- ES: Circolare E xterna S inistra (German: left outer ring [counterclockwise])
All 24 remaining radial lines started at the inner ring lines.
Decline
The increasing competition from buses and later the trolley buses carries some routes in 1935 for closure, but in World War II due to fuel shortages and lack of spare tires were partially reversed.
From 1960, in line with the trend with most European tram networks, there were massive line closures; partly because the tram was seen as a hindrance for individual traffic , partly because the routes were not adapted to the new street underpasses and one-way systems. Of the former four ring lines, the ED line was the only one that remained. From 1975 it ran line number 30. There were also no investments in new vehicles or in the infrastructure. The number of lines on the ATAC tram decreased from 23 in 1959 to seven in 1967, until in 1973 only four lines remained. The system threatened to disappear entirely. With the massive network reduction, the red line numbers (1972) also disappeared , later also the deleted line signals (2000).
present
After about 30 years of agony , a new line was set up on the occasion of the 1990 World Cup , including existing tracks and short new lines on Via Flaminia between Piazzale Flaminio and the Milvian Bridge (Piazza Mancini; near the Olympic Stadium and Foro Italico sports facilities ). The line was given the number 225 and later 2. The traffic concept is particularly new: the numerous bus routes that had been running on Via Flaminia until then were given a new terminus in Piazza Mancini, where they have to change to the tram. This is the only means of transport that leads to the city center on a largely separate track.
In 1998, line 8 from Largo Argentina via Viale Trastevere and Circonvallazione Gianicolense to Casaletto was set up based on the same model . Existing routes were also included here, only the central section around Via Arenula and a short section to the new terminal were newly built. On the entire route, however, the tracks were separated from the vehicle lane and partially delimited from this by green spaces and plantings. The new line made it possible to withdraw numerous bus routes from Viale Trastevere and the center. Despite initial resistance, the new line was well received by passengers and has significantly improved comfort and travel time on this connection. In June 2012, construction began on an approximately 400-meter-long extension of line 8 via Via delle Botteghe Oscure to Piazza Venezia, which opened on June 6, 2013.
The Rome tram transports around 93 million passengers per year on six lines with a route network of 39 km. This roughly corresponds to the annual transport performance of the Munich tram . Nevertheless, the tram in Rome currently only accounts for 15 percent of the passenger kilometers of all public surface transport (tram, trolleybus Rome , bus). The solution that has been hesitantly adopted over the past twenty years, using trams instead of buses as the main carrier of surface traffic in the city center and thus bundling the traffic flows on certain streets, has proven to be the right one.
Perspectives
Possible extensions concern new lines:
- Largo Argentina - Corso Vittorio Emanuele II - Porta Cavalleggeri - Stazione San Pietro - Via Gregorio VII - Cornelia - Via Pineta Sacchetti
- Tangential line on Viale Palmiro Togliatti
- Piramide - Garbatella - Via del Caravaggio
- Trastevere train station - Viale Marconi
- Archeotram: a tourist line on the existing network from the Colosseum to Porta San Paolo and further on a new line to Via Appia Antica
The realization of these plans has so far failed due to the lack of political will of the past and current city administration as well as insufficient funding, which means that a completion date is open.
On February 8, 2018, it was announced that the Roman city administration had initially provided funds of 5 million euros for a new tram route in the city center from Piazza Vittorio Emanuele to Via dello Statuto, Via Lanza and Via Cavour to Largo Corrado. For urban planning reasons, this new line was to be operated without a catenary.
Route network
| line | Route | length | Transfer node |
|---|---|---|---|
| 2 | Piazza Mancini ↔ Piazzale Flaminio | 2.7 km |
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| 3 | Piazza Thorvaldsen ↔ Porta Maggiore ↔ Piramide ↔ Trastevere train station
(The line was operated by buses from 2004 to 2012 due to a lack of vehicles. On August 27, 2012, trams resumed to the Piazzale Ostiense stop and on August 8, 2016 to the final stop in Trastevere station.) |
13.3 km |
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| 5 | Termini ↔ Porta Maggiore ↔ Piazza dei Gerani | 7.2 km |
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| 8th | Piazza Venezia ↔ Trastevere ↔ Via del Casaletto | 5.8 km |
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| 14th |
Termini ↔ Porta Maggiore ↔ Viale Palmiro Togliatti
largely the same route as line 5 |
7.5 km |
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| 19th | Piazza Risorgimento ↔ Porta Maggiore ↔ Piazza dei Gerani
longest line in the network that shares common sections of the route with almost all lines (except line 8) |
14.3 km |
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City route of the former local railway Roma - Fiuggi (Tram Casilina)
On the remaining urban route of the narrow-gauge local railway to Fiuggi , the Met.Ro runs a tram-like operation. Since 1940 the line to Grotte Celoni has been double-tracked. In 2006 the newly built section Grotte Celoni - Pantano went into operation on two tracks. This has already been prepared for the renovation as part of the underground line C, but still equipped with 950 mm track. Just two years later, the entire Giardinetti – Pantano section was then closed again in order to be able to convert to underground operation. In 2014 this section was then reopened as a subway.
As early as 1941 after the takeover by STFER, plans were made to re-route the route in the urban area, to merge it with the overland trams of the Castelli Romani and to lead it on a tunnel to a new terminal at San Giovanni in Laterano . For this purpose, the construction of the tunnel under the former Centocelle military airfield began in 1946 , but was completed in 1949 not far from the Roma Casilina state train station. The tunnel still exists today, but has never been used. It is used to grow mushrooms.
At the moment there are considerations to completely discontinue narrow-gauge operation and to build a standard-gauge tram from Centocelle to Porta Maggiore in its place, which is to flow into the tram network there. The eleven six- and eight-axle articulated wagons put into service between 1989 and 1999 would then be superfluous.
Operating companies
TFE
The Società Anonima dei Tramways e delle Ferrovie Economiche di Roma, Milano, Bologna, etc. , TFE or Impresa Tramways for short, founded with Belgian capital, received the concession in 1877 to build a horse-drawn tram on Via Flaminia . Soon steam trams to Tivoli and Marino were also being built by the FTE. Other horse-drawn trams in Rome followed. The Milano – Saronno local railway was also built by the same company.
Nevertheless, the horse trams , which were operationally advantageous compared to the horse-drawn bus , developed only very slowly at first, although they were well received by the public. The reason for this was a rather restrictive policy of the municipality in the award of new concessions, probably under pressure from the lobby of the numerous existing bus companies, but also concerns that the rails could impair the street scene. The TFE was finally taken over by the SRO in 1880.
SRTO
From the Società Romana Omnibus (SRO) founded in 1880, the Società Romana Tramways Omnibus emerged in 1885 , which took over various bus companies and was now also active in the tramway sector. She tried to acquire an exclusive concession for the construction and operation of horse-drawn railways for 30 years, but this was only awarded by the municipality for five years. At the same time, however, the company was guaranteed that no competing concession would be awarded for 30 years.
Soon new lines were set up to the first train station in Trastevere , to St. Peter and to San Giovanni in Laterano. From 1894 the lines of the SRTO were set up for electrical overhead line operation. In the center, some sections of the route were also served by battery cars , but their operation was short-lived. The lines were marked by signal boards with various symbols. In 1902 the SRTO opened a tram line through the newly built tunnel under the Quirinal. In 1905 the company operated 17 tram lines with 144 electric railcars.
From 1911, some lines were given to the newly founded urban tramway company AATM. In 1918 the last line of the SRTO was opened. By 1929, the company with the entire fleet of cars was taken over by the city tram, now ATAG.
Other companies
STFER
After the Second World War , the STFER was handed over to the city of Rome. In 1954 she was given the right to operate the Rome Metro . In 1970 she bought the Rome Flaminio / Piazza del Popolo - Viterbo railway from the Società Romana Ferrovie del Nord (SRFN). 1976 STFER sold their bus to the Azienda Tranvie ed Autobus del Comune di Roma (ATAC) and named in A zienda Co nsortile Tra nsporti L aziali to (Acotral).
Vehicles and depots
Some of the tram vehicles in Rome brought global innovations to vehicle construction. While the first attempts at electrical operation according to the serial system were unsuccessful, the usual two-axle railcars with platforms and wooden box construction and parallel direct current drive, which had proven themselves in Europe at the time, were soon used. Two-axle sidecars were also purchased.
In order to improve the capacity and at the same time to save personnel, the introduction of four-axle one-way single railcars (MRS series) began in the late 1920s, which were already successful in America. Several series of this then modern car type were procured from Carminati & Toselli and OM Milano with electrical equipment from General Electric . These railcars had a wide, pneumatically operated, four-part folding door on the right-hand side, front and rear. Inside, the cars , which were operated with passenger flow from back to front, had a simply designed conductor's seat and longitudinally attached wooden benches in the rear , while individual seats were set across on both sides in the front.
In the 1930s, 50 two-axle railcars and sidecars were converted into three-part articulated cars with the help of a “floating” middle section and put into service as the MATER type. They were known as Due stanze cucina (room kitchen cabinet).
The decisive breakthrough came in 1938 with the first modern articulated railcar type Urbinati, which was used on the STEFER routes. From 1948 a modified type as TAS (Series 7000), built by OMS Stanga with electrical equipment from BBC, was put into service on the ATAC network. In 1947 they experimented with low-floor wagons with independent suspension - manufacturer Caproni , called Bassotte , which means both dachshunds and "little guys ". However, there were only two prototypes that were soon sold to Milan.
From 1957, 20 four-axle railcars of the 8000 series came into operation as "all electric", that is, without pneumatic brakes or door control, the design of which was based on the American PCC car . The manufacturer was OM Milano / FIAT. The wooden superstructures of some MRS wagons were modernized with metal parts and new interior fittings, whereby the simple conductor's place next to the entry at the rear was retained.
From 1990 onwards, the fleet of vehicles was renewed or supplemented with low-floor articulated vehicles of various types, but these vehicles are not sufficient to serve all lines. From 2004 to 2012/16, for example, part of Line 3 was operated by ATAC city buses.
Current vehicle fleet
| Type | Numbers | number | Manufacturer | design type | description | low-floor | axes | Years of construction | Remarks | image |
|---|---|---|---|---|---|---|---|---|---|---|
| TAS | 7001–7115 (only odd) |
56 | OMS Stanga | Fitter | Articulated trolley , two-part | No | 6th | 1948/1949 | do not run on bi-directional lines 2 and 8, eight cars taken over from STEFER in 1989 |
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| Socimi | 9001-9041 | 41 | Socimi | Two judges | Articulated trolley, three-part | partially | 6th | 1990-1992; 2003 | five cars were delivered in 2003 |
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| Cityway I | 9101-9128 | 28 | FIAT Ferroviaria / Alstom | Two judges | Articulated trolley, five-part | partially | 8th | 1998-1999 |
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| Cityway II | 9201-9252 | 50 | FIAT Ferroviaria / Alstom | Two judges | Articulated trolley, seven-part | continuous | 8th | 1999-2004 |
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In addition, there are two nine-section, 44-meter-long, ten-axle Cityway II with the numbers 9551 and 9552, but they never went into operation.
Museum vehicles
- Two-axle railcar 907
This vehicle is owned by the GRAF (Association of Railway Friends), has been extensively restored in recent years and can be rented for special trips.
- Four-axle one-way railcars type MRS 2035, 2047 and 2137
- Articulated trolley TAS 7115
- Articulated trolley 404 Urbinati (STEFER)
Depots
A depot ( Porta Maggiore ) and a main workshop ( Via Prenestina ) are available for the entire network . Both are close to each other in the east of the city.
Tram in the movie
The Cinecittà film studios have made Rome the capital of Italian filmmaking. Scenes with trams can be seen in numerous films:
- I soliti ignoti 1956 (eight-window two-axle vehicle, TAS, all electric)
- Rome, open city 1945 (local train Roma – Fiuggi)
- Bicycle thieves 1948 (eight-window, two-axle vehicle)
- Umberto D. 1949 (MRS)
- Totò e Marcellino 1958 (double-decker railcars of the Castelli Romani regional trams)
- Io, Chiara e lo scuro 1982 (MRS)
- Tre uomini e una gamba 1997 (MRS)
- Il ferroviere 1956 (two-axle railcar and sidecar)
- Fellinis Roma 1972 (MRS and tram locomotive )
- Intervista 1987 (MRS of STEFER)
literature
- G. Angelieri et al. a .: Binari sulle strade intorno a Roma . Banca Nazionale delle Comunicazioni, Rome 1983
- V. Formigari et al. a .: Tram e filobus a Roma. Storia dalle origini . Calosci, Cortona 2008, ISBN 978-88-7785-229-8
- V. Formigari: Rotaie perdute: un itinerario sui binari del passato . Calosci, Cortona 1985
- V. Formigari et al. a .: Le tramvie del Lazio. Storia dalle origini . Calosci, Cortona 2004
- P. Muscolino: Appunti immagini curiosità sui tram di Roma e del Lazio . Filopress, Rome 2004, ISBN 88-89286-00-8
- F. Ogliari et al .: Partiamo insieme. Storia dei trasporti del Lazio . Cavallotti, Milan 1974
Web links
- Atac Roma. Official website of the Rome Transport Authority
- Tram Roma. Extensive pages on the past and present of public transport in Rome
- COUNT - Gruppo Romano Amici della Ferrovia - Railway friends Rome.
- Pictures of the tram in Rome on photorail.com
Individual evidence
- ^ Tram a cavalli: la rete SRTO. In: www.tramroma.com. Retrieved January 9, 2010 (Italian).
- ↑ Trazione elettrica con alimentazione in series. In: www.tramroma.com. Retrieved January 3, 2011 (Italian).
- ↑ a b c d Ulrich Theurer: The situation of the tram companies in Italy (part 1) . In: Tram magazine . Issue 5, May 1972, p. 42-52 .
- ↑ La rete SRTO a trazione elettrica fino al 1911. In: www.tramroma.com. Retrieved January 9, 2010 (Italian).
- ↑ Linee tramviarie, 1908. In: www.tramroma.com. Retrieved August 6, 2016 (Italian).
- ↑ Dal 1925 alla riforma tramviaria. In: www.tramroma.com. Retrieved January 9, 2010 (Italian).
- ↑ Linee tramviarie, 1929. In: www.tramroma.com. Retrieved August 6, 2016 (Italian).
- ^ Giovanni Ascarelli: Ferrovie e Tranvie nello sviluppo dei trasporti urbani ed interurbani . Catalog exhibition Rome 1984. In: Roma Capitale 1870–1911. Architettura e urbanistica . Marsilio Editore, Venezia 1984.
- ↑ La rete tramviaria dei Castelli romani. In: www.tramroma.com. Retrieved January 10, 2010 (Italian).
- ↑ Tracciato, armamento, linea di contatto; sistema di segnalazione e blocco; depositi e officine. In: www.tramroma.com. Retrieved January 10, 2010 (Italian).
- ↑ Le funicolari di Rocca di Papa. In: www.tramroma.com. Retrieved January 10, 2010 .
- ↑ Rotabili ceduti alla STEFER da altre aziende di trasporto. In: www.tramroma.com. Retrieved January 10, 2010 (Italian).
- ↑ La Ferrovia-Museo della Stazione di Colonna. In: www.feroviamuseo-colonna.it. Retrieved January 2, 2010 (Italian).
- ^ Matthias Hintzen: The tram in the city center. How inner city networks emerged and disappeared . In: Monument Preservation Association for Local Transport (ed.): Tram history (s). Around the "Alex" . Verlag GVE, Berlin 1998, ISBN 3-89218-065-2 , p. 71-79 .
- ↑ a b Matthias Hintzen: Ringlinien international. All around - an essay on the subject of ring lines . In: Monument Preservation Association for Local Transport (ed.): Tram history (s). From 3 to 23 . Verlag GVE, Berlin 1995, ISBN 3-89218-033-4 , p. 32-40 .
- ↑ Ulrich Theurer: Big effort - small effect. Roman transport impressions . In: City traffic . Issue 5/6. Werner Stock, Bielefeld 1970, p. 179-180 .
- ↑ Rapporto sulla Mobilità 2007. ATAC , February 2009, accessed on January 6, 2010 (Italian).
- ↑ Roma tram extension receives funding. February 8, 2018, accessed February 8, 2018 .
- ↑ Torna la linea 3 dopo sette anni. Sui binari jumbo tram da 295 posti. In: La Repubblica . August 17, 2012, accessed August 17, 2012 (Italian).
- ^ Roma, il tram 3 torna a Trastevere. Meleo: "Primo passo verso città sostenibile". In: La Repubblica . August 8, 2016, accessed August 10, 2016 (Italian).
- ↑ Law No. 272 of 1954
- ↑ Le motrici articolate MATER, 1936-1965. In: www.tramroma.com. Retrieved January 2, 2010 (Italian).
