In operation since 1881, the network is currently 157km (98mi) long,[3] making it one of the biggest in the world. It has the unusual track gauge of 1,445mm (4ft8+7⁄8in) (Italian gauge),[4] and comprises 17 urban lines.
While the Milan metro is characterized by a low level of centrality, with no more than two lines ever crossing each other at any of the interchange stations, the tram network is substantially centralized, with nearly half of the lines passing or terminating around Piazza del Duomo, the city central square.[5]
History
Horses and steam (1876–93)
Inauguration of the Milan–Monza tramway, 1876.
Following the establishment of omnibus services in 1841, Milan acquired its first trams on 8 July 1876, upon the inauguration of the Milan–Monza tramway, which was operated by animal traction.[6] The terminus of this line was at Porta Venezia, outside the city limits.
On 24 June 1877, a second tramway was opened between Milan and Saronno, with a terminus at Arco della Pace.
After only a few months, the city government agreed to the laying of rails in the city. The line from Monza was therefore extended up to Piazza San Babila, and the line from Saronno through Piazza d'Armi to Via Cusani, inside the city limits.
A year later, on 6 June 1878, Milan's first steam tramway, to Vaprio, started operations. The success of this line made steam power popular. The existing line to Saronno was therefore extended (1878), and new lines were constructed to Sedriano (1879), Vimercate, Pavia and Lodi (1880), Giussano (1881), and elsewhere. These lines did not form a single network, but were awarded to different companies, and were operated from different termini.
Milan's first urban tramway network, with animal traction, was opened in 1881, at the National Exhibition. This network was laid out radially, with a central terminus in Piazza del Duomo, and lines heading out towards the city gates. It was managed by the Società Anonima degli Omnibus (English: Omnibus Public Limited Company) (SAO).
In 1892, the Edison company presented a project for the electrification of the urban tramway network.[7] The first stage of this project was an experimental line from Piazza del Duomo to Corso Sempione through new residential areas, to demonstrate the advantages of the new system. A year later works started on the rest of the project. By 1895, Edison had replaced the SAO in managing the network. Electrification was completed in 1901.
In 1910, following an expansion of the network, line numbering was introduced, using numbers from 1 to 30.
The early ATM years (1917–45)
In 1917, the comune of Milan assumed direct control of the city's tramway network, through the Ufficio Tramviario Municipale. A new corporation, the Azienda Tranviaria Municipale (ATM), was established to manage the network's operations.
In 1926, the network was substantially reformed. The so-called "carousel" terminus in Piazza del Duomo, which had become a source of traffic problems for Milan's emerging automobile traffic, was closed. The radial lines previously focused on that terminus were transformed into V-shaped lines, which called instead at one of two terminals located relatively close together. Additionally, in an effort to discourage passengers from taking unnecessarily long journeys, ATM started selling tickets for single trips, with no set period of validity.
From the following year, until 1930, the 502 members of the now famous series 1500 trams[8][9] entered Milan's tramcar fleet.[10] These trams, many of which are still in service, were modelled on the then most modern American Peter Witt streetcars.
In 1931, a few tram lines were modified to serve the new Milano Centrale railway station, located several hundred metres north of its predecessor.
The first trolleybus routes in Milan commenced operations in 1933. However, in contrast with many Italian cities, Milan did not replace its trams with this new form of public transport. Trolleybuses were used instead to complement the trams on peripheral routes, and in particular, on Milan's outer ring road. The tramway network, which had been further extended, was still efficient (thanks to Milan's wide streets and many private homes), and was all double track, with spacious and modern tramcars. In the same year, many of the city's bus routes were extended, particularly to outside locations that had been annexed to the comune of Milan in 1923.
In 1939, the extensive long-distance tramway network, electrified in the previous decade by the Società Trazione Elettrica Lombarda (English: Electric Traction Company of Lombardy) (STEL), came under the management of ATM. The urban tramway network reached its peak in the same year. World War II caused serious damage to that network,[10] but the damage was soon repaired.
Contraction and revival (1945–present)
The network in 1948.The network in 1964.The network in 1975.
After the war, trams came to be seen as an outdated and inflexible form of transportation for Milan. The Piano Regolatore Generale Comunale (English: General Municipal Plan) (PRGC) of 1953 called for the complete elimination of trams from the city centre, and their replacement with an underground Metro network (a proposal that had already been made before the war).
A tram in Piazza Ascoli, 1964.
Implementation of this plan began rapidly. In 1957, work started on the excavation of the first Metro line, leading to the removal of tramway lines from some critical transport axes (Corso Buenos Aires, Corso Vittorio Emanuele, Via Dante, etc.). Closed sections of tramway were not later reinstated, but replaced by new bus routes (Viale Liguria, Via Canonica). On the other hand, two tramway extensions were opened, to serve the new suburbs of Taliedo (1964) and Gratosoglio (1969).
The 1950s and 1960s also saw the closure of almost all of Milan's interurban tramways, and their replacement by bus routes.
A further sharp contraction of the tram network took place on 9 March 1970. In conjunction with the introduction of time based ticketing (in place of tickets for single trips), the network was generally reorganised, with duplicated lines being eliminated. Two years later, trams also disappeared from Corso Garibaldi, to make way for the construction site of Metro line 2.
Nevertheless, the Milan tram network, although reduced, was still modernized. In 1971, new high capacity series 4800 Jumbotrams entered service.[11] Their construction had involved the joining together of body shells of older trams.
Until 1972, all trams carried conductors, but these were phased out between 1972 and 1979, except on the interurban lines, as ATM gradually converted its trams to one-man operation.[12] Running parallel to that programme was ATM's conversion of its urban tram fleet from trolley pole current collection to pantographs, requiring modification of the overhead trolley wiring, which was spread out over several years for reasons of cost and practicality. The conversion to one-man operation and use of pantographs began in August 1972, with a single route (then route 2), and was completed in early 1979 with route 23.[12] The two interurban tram lines to Desio (with branch to Milanino) and Limbiate continued to use trolley-pole-equipped cars until autumn 1983 and October 1986, respectively.
In 1976, the series 4900 trams were ordered, in anticipation of the (never realized) transformation of the trolleybus circular route 90/91 into a light rail service. In 1981, the Via Larga tramway was opened, to reduce transit times in the city centre.
In the early 1990s, despite the opening of the Gratosoglio – Rozzano extension (1992), the tramway network suffered further cuts, triggered by the activation of the third Metro line.
Only in 1994 did a process of revival of the tramways begin, with the establishment of new lines, the restoration of abandoned sections, and the drafting of new guidelines to be implemented to modern standards (fast tram). New tramway lines could therefore be constructed to Bicocca (2002), Niguarda (2003), Porta Lodovica-Piazza Abbiategrasso (2003), Precotto (2007) and Cinisello (2009).
Additionally, the tram fleet has been renewed since the early 1990s, with the entry into service of new series 7000 trams (ADtranz Eurotrams), and the even newer series 7100/7500/7600 trams (AnsaldobredaSirio and "Sirietto" models), to replace many old trams, of series 1500 and 4800.
In September 2018, after numerous delays,[13] the tram network added a new extension in the municipality of Rozzano, bringing the line closer to its town centre (Rozzano Vecchio).[14]
178 Niguarda ↔ Desio (Metrotranvia Milano-Desio) (discontinued from late 2011, with the project of a new line running on the same track bed and extended to Seregno railway station, whose construction started in 2024)
179Comasina ↔ Limbiate (Metrotranvia Milano-Limbiate) (discontinued from 2022)
Rolling stock
Retired series
Series 700 tram in Via OreficiSeries 4800 JumboTram, November 2010
In the past, the Milan urban network has been served by the following tramcar series, now retired:
"Edison" (the last one decommissioned in the early 1960s);
Series 600 (decommissioned in the 1960s);
Series 700 (in service until the 1960s, and then rebuilt for internal use as sand spreaders, snowplows, etc.);
Series 3000 (decommissioned in the 1960s);
Series 4000 (the last one decommissioned in the 1970s);
Series 4500 (decommissioned in the mid 1960s);
Series 4800 (ATM/Mauri JumboTram - 28.2m (92ft 6in), three sections) (decommissioned at the end of 2010);
Series 5000 (the last decommissioned at the end of the 1970s);
Series 5100 (decommissioned in 1986);
Series 5200 and 5300 (used in the 1970s to build the Series 4800 trams);
Series 5400 (one used to build the prototype 4801; two sold to ATAC[15] in Rome and then scrapped).
Current fleet
Still in service on the Milan urban network are tramcars of the following series:
Towards the end of summer in 2023 the new bidirectional Tramlink, or "series 7200" (later renumbered to the "series 7700"),[18] will begin service on the line 31. It is expected to replaced the more "dated" trams, with the exception of the series 1500.[19] As of January 2024, none of these trams have entered regular service.
Depots
Trams at Messina Depot
Milan and its hinterland have several depots for the maintenance and refurbishing of trams.
The ATM operates seven depots (five urban and two interurban), at the following addresses:
Via Ruggero Leoncavallo, 32 - Milano
Via Messina, 41 - Milano
Via Forze Armate, 80 - Milano (known as Baggio depot)
Via Pietro Custodi, 7 - Milano (known as Porta Ticinese depot)
Corso Italia, 150 - Desio (interurban depot, currently abandoned)
Projects
The southernmost section of Via Ripamonti, running from the Vigentino neighbourhood to the municipal border with Opera is being prepared for an eventual extension of line 24, but no procurement for actual track-laying and tram operation has been approved as of March 2016. In December 2022, the municipality approved the project for an extension of the line of 1.3 km to the IEO (literally: "European Institute of oncology"), which will take the tram closer to Opera.[20]
Milan has an extensive internal transport network and is also an important transportation node in Italy, being one of the country's biggest hubs for air, rail and road networks. Internal public transport network includes the Metro, the Suburban Railway, the tram and bus network, as well as taxi, car and bike sharing services.
The Milan Metro is the rapid transit system serving Milan, Italy, operated by Azienda Trasporti Milanesi. The network consists of 5 lines with a total network length of 111.8 kilometres (69.5 mi), and a total of 125 stations, mostly underground. It has a daily ridership of about 1.4 million on weekdays. The Milan Metro is the largest rapid transit system in Italy in terms of length, number of stations and ridership; and the fifth longest in the European Union and the eighth in the Europe.
The Socimi Eurotram (later sold as the Bombardier Flexity Outlook (E)) was an electric tramcar designed for the tram system of Compagnie de Transports Strasbourgeois (CTS). Initially produced by Socimi, after the company became bankrupt Eurotrams were manufactured first by ABB Group's transportation division, then by Adtranz and finally by Bombardier Transportation, who marketed the tram as part of their Flexity Outlook range.
Line 1 is the first underground rapid transit line built in Milan, Italy. It is part of the Milan Metro and it is operated by ATM. Works on the line began in 1957, and the first part was opened on 1 November 1964, running from Sesto Marelli to Lotto station. The line is also called Red Line, as it is visually identified by red signs. Due to its premiership, the line gave its red color to the Milan Metro logo.
The Hitachi Sirio is a low-floor tram built by Hitachi Rail Italy, a Japanese-Italian manufacturer of trains, trams and light-rail vehicles. It can be ordered as either one-directional or bi-directional and with a variety of track gauges.
Azienda Trasporti Milanesi S.p.A. is the municipal public transport company of Milan and 46 surrounding metropolitan municipalities. It operates 5 metro lines, 17 tram lines, 122 bus lines and 4 trolleybus lines, carrying about 776 million passengers in 2018.
The Rome tramway network composed of 6 tram lines operating in the city of Rome, Italy, part of the Rome’s public transport network. The current tram system in Rome, is a leftover from what once was the largest tram system in Italy. The system is owned and operated by Azienda Tranvie e Autobus del Comune di Roma.
Duomo is an interchange station serving Lines 1 and 3 of the Milan Metro.
Turati is a station on Line 3 of the Milan Metro which opened on 1 May 1990, as part of the inaugural section of the line between Duomo and Centrale. Initially, Duomo was connected with Centrale by shuttle service, and on 16 December 1990, with the extension of the line to Porta Romana, full-scale service started.
Missori is a Milan Metro station on Line 3. The station was opened on 16 December 1990 as part of the extension of the line from Duomo to Porta Romana.
Porta Romana is a station on Line 3 of the Milan Metro which opened on 16 December 1990 as part of the extension of the line from Duomo to Porta Romana. The line terminated here until 12 May 1991, when it was extended south to San Donato.
Garibaldi FS is a station on Lines 2 and 5 of the Milan Metro, and the Milan Passante railway. The Line 2 station was opened on 21 July 1971 as part of the extension from Centrale. It served as the western terminus until 3 March 1978, when the first trains could travel the new route to Cadorna. The Passante station was opened in 1997, and the Line 5 station in 2005.
The Naples tramway network is located within the city and comune of Naples, in the region of Campania, southern Italy. In operation since 1875, the network has waxed and waned in size and vitality over the years, and is now growing once again. It is now 11.8 km (7.3 mi) long, and comprises three routes, known as lines 1, 2 and 4.
The Milan trolleybus system is part of the public transport network of Milan, Italy. In operation since 1933, the system presently comprises four routes.
Molino Dorino is a station on Line 1 of the Milan Metro in Milan, Italy. The station was opened on 28 September 1986 as a one-station extension of the line from San Leonardo. On 14 September 2005, the line was extended to Rho Fiera; Pero station was only added on 19 December 2005. It is an underground station, located near the city limit. The station is located between Via Molino Dorino and Via Francesco Cilea.
The S5 is a commuter railway route forming part of the Milan suburban railway service, which converges on the city of Milan, Italy.
The ATM Class 4900, Nicknamed the "Jumbotram" is a series of articulated trams used by the ATM on the Milan urban tramway network.
Cernusco sul Naviglio is a suburban station on Line 2 of the Milan Metro in the municipality of the same name.
Gorgonzola is a suburban station on Line 2 of the Milan Metro in the town of the same name.
Ca’ Granda-Pratocentenaro is a station on Line 5 of the Milan Metro.
↑ The first units were 25.15m (82.5ft) and they didn't have the last door, but then they have been rebuilt with the last door and updated to 26.5m (87ft), and later units have been built directly of 26.5m.
Brignole, Claudio; Schwandl, Robert (2010). Metros in Italien / Metros in Italy. Berlin: Robert Schwandl Verlag. ISBN978-3-936573-22-0.(in German and English)
Cornolò, Giovanni; Severi, Giuseppe (1987). Tram e tramvie a Milano 1840-1987 (in Italian). Milano: Azienda Trasporti Municipali.
Ogliari, Francesco (1991). El gamba de legn. Milano dal cavallo al vapore (in Italian). Milano: Libreria Milanese. ISBN88-7955-034-9.
Ogliari, Francesco (1993). El tranvai. Milano dal vapore al metrò (in Italian). Milano: Libreria Milanese. ISBN88-7955-051-9.
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