Public transport in Istanbul - metro, tram, taxi, funicular and even cable car. Tram T1 Istanbul route map. Istanbul tram Underground metro - lines M2, M3, M4, M5 and M6
We took a break from Istanbul with the presidential elections and election hysterics, I hope? :-)
It's time to continue the series - six or seven posts I plan have not yet been shown. Two transport, one submarine, two from a technical museum and a display of the largest imperial mosque Ottoman Empire. Now - the first part of the review of urban transport, everything did not fit into one, I had to divide it.
The tram in the city center is sometimes separated from cafe visitors only by glass and three meters of distance
First, a little lyrics about transport in general.
Istanbul is a fast-growing and huge city: both in terms of population (approx. 11 million with suburbs) and in terms of territory. However transport system it is divided into several heterogeneous parts and consists of different projects started mainly in 1989-2000 in different areas of the city. There is no main support system - like a single metro in Moscow or St. Petersburg, covering most of the metropolis, or the S/U-bahn system in Berlin - and this is quite inconvenient. And until the early 1990s, as I understand it, Istanbul was generally archaic and Asianized in terms of transport.
Now Istanbul transport is developing quickly and dynamically, different types have connecting points and are included in a single tariff, including ferries, but a unified system of one supporting transport as a basis is not yet visible. When crossing the city, you need to constantly calculate what and how to go, and when you’re not used to it, it seems quite difficult. But if you have the desire and some travel experience, after 2-3 days you will adapt and perceive the issues of transfers more calmly.
So, in Istanbul there is:
1) “Full” metro in the north of the European part of the city, line 1
2) "Light metro" (half metro) - from Ataturk Airport to the center, but before reaching the center itself, line 1
3) Mainline trams on dedicated routes, which play a very important role in passenger traffic, 3 lines
4) “Nostalgic” trams - one in the European and one in the Asian part of the city
5) Metrobuses - fast mainline buses of large capacity, traveling in pairs one after another in a chord around the center
6) Developed bus network - many lines
7) “Dolmushi” - private minibuses, mainly from the main areas of population concentration to the outskirts
8) Many ferry lines across the Bosphorus and the Golden Horn, which are also included in the single tariff
9) Two suburban railway lines - in Europe and Asia, and they are also at a single city tariff
10) Tunnel - a historical funicular of the 19th century, but still working at full capacity
11) New cable car at Kabatas
12) Two cable cars
...and, of course, taxis.
In general, you can’t figure it out without a bottle, and your head is spinning the first time. But after drinking a couple or three, it’s quite possible :-)
2. Here is the general message outline. In the south there is the Sea of Marmara, the two parts of the city - European and Asian - are separated by the Bosphorus.
In this part I will be able to show point 2 - light metro from the airport, trams - mainline and nostalgic, in Europe. The rest is in the second part, except for ferries and railways, which I have already shown.
Light metro
3. So, you arrive at Ataturk Airport and you have a choice: either go to the city by light metro for a couple of liras, or take a taxi 15-20 times more expensive. Let's try the subway for now. Although they sometimes say, “Oh, wow, you’ll find a metro there!”, in fact, this is not so. For blind people there are signs not only at eye level, but also on the floor. And they are bright enough - you just need to follow them.
4. You don’t quite understand the payment scheme yet, but there are several options; you can just buy tokens. The price of the trip is 2 liras (x16). Access to the metro area is through turnstiles.
5. Light metro schedule. It opened in 1989, and reached the airport in 2002.
6. Airport metro station. Here it is underground.
7. Ornaments are mainly used as decorations.
8. And here is our metro train.
9. Metro train at another terminal station, in the city - Aksaray. The line itself here is mainly above ground, with very few underground sections - even less than in Volgograd.
10. Inside the metro train. The carriages are passable.
11. The country is patriarchal, and here it is customary to give up seats to pregnant women and especially the elderly, the elderly, and the disabled. As far as I have observed, young people almost always do this.
12. We go to the very center, almost to the Sirkeci station, so we get off at the most convenient transfer station - Zeitinburnu. It is convenient because the tram station is located right below, two steps away. But if you go to the final one, it’s noticeably longer and more inconvenient - the transfer there is far away, and you need to walk to the tram for about 7 minutes.
Mainline tram
It appeared only in 1992 (T1), and between 1966-1992 there were no trams in the city, after being destroyed in the mid-1960s. In 2005, the tram “stepped over” the Galata Bridge to the north, to the station. Kabatash.
13. We go to the main tram station T1 Zeitinburnu. You need to buy tokens again for 2 lira, but if you have the so-called. Akbil or Istanbul Card, then there is a significant discount when transferring, and then you travel for 85 kurus (0.85 lira). According to Akbil, the trip itself is a little cheaper - 1.85.
14. The T1 tram, unlike the light metro, passes through the very center and all its tourist and office areas. On the streets allocated for the main tram, nothing else runs except official taxis and regular buses. All races here are either physically fenced or surrounded by prohibitory signs.
15. Inside the tram. It’s Sunday evening, so it’s free, but on weekdays at the height of the day, and especially in the morning, there’s just a crush, there’s nowhere to squeeze through! The central line T1 carries a huge passenger traffic, so trams along the line run at intervals of 2-3 minutes, no more.
16. Token machines. There are several more samples, more complex, where you can top up your Akbil or magnetic card, but I didn’t take them off. What is "akbil"? This is a magnetic tablet with a handle, similar to those we use to open combination locks of entrances, priced at 7 liras, and you need to make a deposit there, as much as you want. For example, you deposited 20 liras, and spend them by applying Akbil at the turnstiles to special places where money is withdrawn as you pass. As I already said, when using Akbil with transfers you get big discounts, more than double the fare. In addition, it is very convenient that the Akbil is valid for water ferries, suburban railways, buses, and metrobuses. With Akbil in Istanbul, getting around is much easier, cheaper and faster than without it, and even more so if you use a taxi. And upon departure, the Akbil can be returned for 6 liras, but this must be done not at the airport, but in the city.
17. Tram line T1 on the Galata Bridge. As you can see, it's a very long sausage. And he goes very often.
18. Galata Bridge, northern end.
Tram stops in the city are symbolically fenced off and separated from the roadway by fencing and turnstiles. In principle, it is quite easy to get on the tram for free, just by walking along the rail line itself, but at each stop there are a couple of special guards on duty, and I have never seen Turks get impudent and get on the tram for free. But they don’t have to exit through the turnstiles - however, this is not forbidden here.
19. Here is a Turk leaving the stop not through the turnstile, but along the rails.
20. The tram approaches the Galata Bridge from the north, to the left of the frame (not visible) is the entrance to the Tunnel.
21. Tram to Eminönü, where a large number of ferry terminals to different parts of Istanbul.
22. T1 near St. Sophia, goes down.
23. T1 turns from Sirkeci Station (in the background) and heads towards the Galata Bridge.
24. Line T1 runs for 3 km approximately along the line of the main street of Byzantine Constantinople - Mesa. The photo shows the Column of Constantine built in 330 (only part has survived).
Cemberlitas Square is located on the site of the ancient forum of Emperor Constantine, of all the structures of which only the Column of Constantine, built around 330, has partially survived. The column was originally 35 meters high and served as a pedestal for the statue of the emperor, but during the hurricane of 1106 the statue was destroyed.
25. Tram contact wire.
26. The end of the T1 line at Kabatas. Here is the main pier, from where ferries leave for the Princes' Islands, as well as the connection with the New Funicular, which leads up to the square. Taksim.
27. There is a regular bus on line T1.
28. Let's look at another main tram line - T4. It is also long and leads to the northwestern regions. It opened quite recently - in 2007 and is now under construction.
29. The trams here are different, not the same as on T1.
30. Combination of the T4 line and the light metro leading to the airport - see at the beginning of the post. On the right are the Theodosian Walls, delimiting the territories of Byzantine Constantinople from the newer areas of Istanbul.
31. Line T4 is completely separate from the rest of the traffic.
32. The T4 tram runs along the line.
Nostalgic tram.
33. There are two “nostalgic” trams in Istanbul - one in Asia, the second in Europe. I only managed to try the European one - it goes from Tunel to Sq. Taksim is on Istiklal Embassy Street, and has no transport significance. Rather, this is just a “trick” to attract numerous tourists. However, this tram is also included in the unified city tariff and here you can pay with Akbil. This line was opened in 1990.
34. Inside the interior of the “old” tram (in fact, it’s a remake, but a copy of the old one).
35. This line is single-track, and there are only 2 trams on it, which diverge at the middle 2-track stop on the street. Istiklal.
36. When a tram travels down the street, there are often free dudes hanging on it, clinging to it after departure.
37. View from the window of a nostalgic tram: for some reason, on this Saturday, Istiklal was great amount people and two demonstrations (including one communist). On the same day, I also voted in the parliamentary elections at the Russian Consulate General nearby.
38. Car driver (wearing a tie).
Other transport entities will be shown in the second post of this series.
To be continued.
« Tram build... is not something to buy"
I. Ilf, E. Petrov. "The twelve Chairs"
Among the many historical places, extraordinary architectural structures and the amazingly beautiful views that open before the eyes of a person who finds himself in the city for the first time, somehow such a seemingly ordinary phenomenon as tram. And, by the way, in order to get from point “A” to point “B” as quickly and cheaply as possible, it is best to use the services of the metro, ferry or tram. These means are convenient, comfortable, and most importantly, they run exactly on schedule, since they do not depend on ( tram almost the same) from the numerous traffic jams that constantly arise on the streets of the metropolis. But if the ferry does not dock at the section of the coast that you like, and from the windows of the subway car you can’t see anything interesting except the walls of the tunnel, then it’s a completely different matter tram. And you can see everything perfectly, and if you wish, you can get off at the stop closest to the place you are interested in, the name of which is not only loudly announced, but also displayed on a light display in the cabin of the car. Simply ideal conditions for your first acquaintance with the city. Of course, we must not forget that tram still not tourist bus, which provides a guide and individual seats, but simply one of the types of inexpensive.
Istanbul tram
Fındıklı (Findykli)
Stop on Meclis-i Mebusan street, which runs along the coastal Fyndykly Park. The southern end of the park, decorated with abstract sculptures, is closed by buildings, and in the center of the park there is a work by Sinan himself - (Molla Çelebi Camii) often called (Fındıklı Camii). On the other side of Meclis-i Mebusan street opposite on the hillside is visible.
Tophane
Before the stop, on the left in the direction of travel, on the street Meclis-i Mebusan - , and, opposite which on the other side of the street the buildings of the former (Tophane-i Amire) rise. Behind on the very shore, it is located. Tram stops almost opposite the one built by Sinan, past which Tophane İskele Cad. leads to the passenger terminal for cruise ships. Further tram the line runs along Kemeraltı street.
Karakoy
This last stop tram in the area is located directly across the bay. To the left of the stop, along the shore, is Rıhtım Street with many fish restaurants. There is also a ferry pier and a unique underground one. On the other side of Kemeraltı street there is an entrance to Tunnel(tünel - tunnel) is the first underground funicular in, in a retro car you can climb to (Tünel Meydanı) at the southwestern end). From the embankment of Rıhtım Street and from. There are beautiful views of the mouth and Cape Sarayburnu from.
Eminönü (Eminönü)
Gülhane (Gulhane)
Climbing up the narrow Muradiye Cad. and Hüdavendigar Cad. tram stops near the fortress wall Sur-s Sultani(Sur-ı Sultani - Sultan's Wall), stretching from the Sea of Marmara in the south to the bay in the north and enclosing Cape Sarayburnu from the city. Behind the high wall - . The entrance is ahead along the way tram behind, from which the fortress wall turns to the southeast. Opposite is the so-called. From the park along Osman Hamdi Bey Yokuşu you can go up to Istanbul and pass by the buildings into the first courtyard (to the palace ticket office and).
Sultanahmet (Sultanahmet)
Turning onto Alemdar street tram the line passes by and, and after crossing with Yerebatan street it exits onto Divan Yolu Cad. to the Sultanahmet stop. This is the tourist center. , is just a short list of attractions located in the immediate vicinity. And right next to the stop - .
Çemberlitaş (Chamberlitash)
Before the stop, on the right in the direction of travel tram, stands majestic, and next to it is a three-story mansion in which the only one in Turkey has been opened. Right behind the museum building there are popular Turkish ones. Right next to the bus stop tram rises, and a little in front is the old one. From the stop, past a large parking lot, Vezirhan Street goes to the entrance through the Nur-u Osmaniye kapısı gate.
Beyazıt-Kapalıçarşı (Bayazid-Kapalıcharshi)
To the Beyazıt-Kapalıçarşı stop tram the line is laid along Yeniçeriler street, which continues Divan Yolu Cad. Right along the way tram A fine example of Ottoman classical architecture is the charitable church with a mausoleum and an elegant sebil fountain, built at the end of the 16th century by order of the Grand Vizier Koca Sinan Pasha. Next is, and almost opposite it, on the other side of Yeniçeriler Street, built in the 17th century by order of another great vizier, Kara Mustafa Pasha Merzifonlu. To the right of the stop and the entrance through the Beyazıt kapısı gate. Çadırcılar street leads to it, which then turns into Fuat Pasha street.
Laleli-Üniversite (Laleli-University)
After the Beyazıt-Kapalıçarşı stop, Yeniçeriler Street, which runs along the edge, changes its name to Ordu Cad. The other end of the square is decorated with monumental gates leading to the territory and building of the madrasah, now given over to. Rising in the background. To the left, right along the pedestrian sidewalk, lie fragments preserved from what was here in Byzantine times. Forum Feodosia. Tram stops opposite a monumental building also belonging to the (library and faculty of humanities and sciences). To and further to on Şehzadebaşi Cad. Büyük Reşit Paşa street leads past it. On the other hand, Ordu Cad. lies an area of narrow, crooked streets descending to the coast of the Marmara Sea, which is called Laleli(Laleli). It is very popular among small traders who come here from various CIS countries (Russia, Ukraine, Belarus) and Eastern Europe to buy wholesale quantities of inexpensive goods (textiles, shoes, clothing, leather goods), many of which are produced here.
Aksaray (Aksaray)
Ordu Street between Laleli–Üniversite and Aksaray stops on the right side in the direction of travel tram decorates . Aksaray - last stop tram in the historical district, is located in front of a large three-level traffic intersection between Ordu Street and Atatürk Boulevard, which previously served as the administrative boundary between the district and the district. On the opposite side of the intersection stands a neo-Gothic building. Under Aksaray area(Aksaray Meydanı) since 1973 a large underground shopping mall Aksaray Yeraltı Çarşısı (daily except Sun from 09.00 to 18.30, www.aksarayyeralticarsisi.com) with more than a hundred stores selling clothes, shoes and leather goods. TO Fatiha Park, (Valens Aqueduct), and leads along Atatürk Boulevard (up, north) to its intersection with Şehzadebaşi Street. In the other direction (to the south), Atatürk Boulevard, turning into Gazi Mustafa Kemal Pasha Street, leads to platform railway Yenikapı, Kennedy Street, laid along the coast of the Marmara Sea and Yenikapi piers(Yenikapı Feribot Terminalı), serving sea buses and high-speed car ferries (Bandırma, Yalova, Bursa).
Yusufpaşa (Yusufpasha)
After Aksaray Square tram the line goes along Turgut Özal street. At the Yusufpaşa stop you can change to light metro trains (Hafif Metro) running on the route from Aksaray to (M1). The only other option to change trains on this metro line is at the Zeytinburnu stop. Aksaray metro station is located on Adnan Menderes Blvd., on the right side as you go tram, just 10-15 minutes walk from the Yusufpaşa stop. Halfway between stops tram and the metro station is an old one.
Haseki
Opposite the stop, on the left side along the way tram, on Turgut Özal Cad. located Haseki State Hospital and Medical Training and Research Center(Haseki Eğitim Araştirma Hastanesi, www.hasekihastanesi.gov.tr). Dr. street leads from the Haseki stop. Adnan Adıvar, starting immediately behind Haseki Hospital (a little back along the tram).
Fındıkzade (Findykzade)
Stop on Turgut Özal street.
Çapa Şehremini
On the right side of the stop is the town of the Faculty of Medicine (İstanbul Üniversitesi Çapa Tıp Fakültesi).
Pazartekke
This is the last stop tram in the district, located near the city, which for many centuries served as reliable protection. TO Topkapi Square(Topkapı Meydanı) and former city gate of St. Roman(restored in 1950), which after the conquest received the name Topkapi(Topkapı - Cannon Gate) is led by Topkapı street, starting on the right side (along the tram) from Turgut Özal Cad. At the eastern end of Topkapi Square there is a building designed by Sinan, and at the western end, not far from the city walls, Armenian Apostolic (Gregorian) Church of St. Nikogaios(Surp Nigoğayos, Posta Yolu Cad., No:159) and Greek Orthodox Church St. Nicholas(Aya Nikola Rum Ortodoks Kilisesi, Karatay Sok., No:1) with the sacred spring of St. George. Just outside the Topkapi gates is the territory of the new urban Topkapi Park(Topkapı Şehir Parkı) at the western end of which, next to the E-5 highway, .
And on Kürkçü Bostanı Sok. (at the very beginning of Topkapı street, right behind the old Kurkchubashi mosque Ahmed Shemseddin turn right) is the grave of a righteous Muslim who died several centuries ago and was known as Oruch-baba(Oruç - fasting during the month of Ramadan; Baba - father). Completely devoted to Allah, he lived a spiritual life, not caring at all about anything worldly, and his food was only a piece of bread moistened with a few drops of vinegar. Nowadays, hundreds of devout Muslims (especially women) gather on the days of the holy month near the holy grave (Oruç Baba Türbesi), and when it is time for the evening breaking of the fast - “iftar”, they eat only bread with vinegar, hoping in the future for the intercession and protection of the righteous Oruch-baba
Topkapı (Topkapi)
Before the Topkapı stop tram the line passes through a wide gap in the ancient (the result of road work in the 1950s) and through a large traffic intersection and overpass Cevizlibağ köprüsü enters the district on the southwestern edge of the new Topkapi City Park(Topkapı Şehir Parkı). Not far from here, in the valley of the long-dried Lykos stream, in the early morning of May 29, 1453, having destroyed, after a 54-day siege, a section of the city wall with artillery fire, the assault troops of the Sultan's army broke through the defenses of the defenders, led by Emperor Constantine XI himself. The exposition of the Historical Museum is dedicated to this historical event. The Panorama Museum building is located next to the Topkapı stop. located further southeast, on the edge of the old Turkish cemetery Topkapi(Topkapı Mezarlıĝı).
Cevizlibağ Atatürk Öğrenci Yurdu (Cevizlibağ Atatürk Oyrenci Yurdu)
Near the stop is the large student town of Cevizlibağ, which bears the name (Cevizlibağ A.Ö.Yurdu). Mevlevihane Street leads past the Adile Mermerci Uygulama Hotel and the Professional Textile Lyceum (Zeytinburnu Tekstil Meslek Lisesi).
Merkezefendi (Merkezefendi)
Stop on Gümüşsuyu Davutpaşa street in the Merkez Efendi quarter.
Seyitnizam (Seyitnizam)
Mithatpaşa (Mithatpasha)
Stop on Seyyid Nizam Street, in the dull residential area of Çırpıcı.
Zeytinburnu (Zeytinburnu)
Large transfer hub on the western edge of the district. Near the bus stop tram route T1 there is a light metro station (Hafif Metro) on line M1, connecting Aksaray and.
Map of attractions. Istanbul from the window tram
View on a larger map
Tram T-2 N307, should be on 1 th route,
on the Warsaw highway near the Danilovskaya manufactory.
(photo Alexandra Kirsanova)
Tram T-2 N448, 47
-th route,
on the line to Nagatino
(photo Alexandra Kirsanova)
IN agony T-2 opened the "Czechoslovak era" of tram history Moscow. Having first appeared on the streets of Moscow in 1959, they conquered the capital with their smoothest and quietest running, modern design, cozy and warm interior (perhaps T-2 were the warmest Moscow carriages in the entire history). Swift T-2, having pantographs instead of an arc, rubberized wheels and an indirect control system (it was then that the tram first began to be controlled by a pedal). To be fair, it is worth noting that both the pantograph and rubberized wheels have already been used on domestic cars M-38 1938, which was a real revolution for its time. But by 1959, pantographs M-38 replaced with an outdated arch, rubberized wheels - solid ones. Wartime forced the abandonment of more modern, but more fragile structures. And now the best, most modern tram technologies, implemented by a professional, experienced team of neat Czechs at the factory CHKD in Prague, back to the Moscow streets!
N on the eve of the arrival of the first T-2, in 1955-58, the structure of the rolling stock changed little: two-axle motor cars predominated BF, four-axle KM, four-axle MTV-82, as well as two-axle trailed type WITH. Old two-axle motor cars of the type F were gradually written off and transferred to other cities: their number decreased from 80 at the beginning of 1956 to 33 at the beginning of 1959. Last 33 cars F were written off from inventory during 1959. This entire rumbling armada, especially the old pre-war carriages, could not possibly correspond to the exemplary “face of the capital of the socialist world.” The tram was destined for an unenviable fate - this “outdated” transport was dying out with might and main on Moscow streets, and, probably, in our days Moscow would have completely lost my tram if not for T-2.
T-2 were the first imported type of rolling stock to arrive in Moscow after the war. Of course, in terms of their quality, these cars were at a completely different level than the experimental ones that arrived shortly before them. RVZ-57, and even more so, they left far behind all the types of buses and trolleybuses available at that time. Moscow I was shocked: a tram could be THIS! The language did not dare to call it “outdated”.
IN agony T-2 continued the line of cars T, starting with T-1. Despite the fact that in Moscow T-1 never appeared and were operated in our country only in Rostov-on-Don (20 cars), we still paid a lot of attention to them as the founders of the famous series of Czechoslovak cars produced at the plant ČKD Tatra-Smichov in Prague.
WITH ama series T was based on a well-known brand of excellent American carriages PCC(“Presidents Conference Committee Car”, but some Russian tram enthusiasts pronounce it [ereses]). These cars first appeared in 1934, and by 1952 (the year production ended) more than 5,000 of them had been produced. The history of their origin can be found on the New York Subway website, links to sites dedicated to PCC, You will find .
P first prototype T-1, motor car N 5001 drove through the streets of Prague on November 22, 1951. The car and its electrical structure were mainly reminiscent of the design of American cars PCC. The car body was 14.5 meters long and 2.4 meters wide. At that time, the structure of railway tracks in Czechoslovakia did not allow the use of cars of the maximum possible length and width. Most type cars T-1 had longitudinal (as in the Moscow metro) passenger sofas. The transverse arrangement of seats appeared only in the latest series of cars.
Motor car prototype T-1 N 5001 April 14, 1952 in Prague
T ok how T-1 were not intended for operation with trailed cars; in the first years only tests of this possibility were carried out. It turned out that motorized cars were not suitable for driving with a non-motorized trailer. The possibility of constructing two-car trains on the basis of two motor cars (using a system of many units) was initially demonstrated in Prague, but was only used commercially in Ostrava.
IN agony T-1 arrived in almost all cities of the Czechoslovak Socialist Republic that had a normal gauge (Stephenson gauge 1435 millimeters). The only exception was Brno, where the car park was at that time replaced by new two-axle cars with an all-metal body. The car was supplied not only to the domestic Czechoslovak market. Since the type T-1 turned out to be better than tram models in other countries, foreign customers also showed interest. Twenty cars were delivered to Rostov-on-Don and two cars to Warsaw.
AND Due to the small number of exported cars, they were in circulation for a short time. In Czechoslovakia, almost all carriages T-1 were in operation until the mid-60s. Then many cars operated in Kosice, Most and Prague were converted into the type T-3. During this restructuring, the hulls and electrical equipment of the cars were completely replaced. In fact, only the bogies remained from the original cars, but for the most part, new traction engines were installed on them. Former carriages T-1 served until the 80s, until they were completely replaced by trams like T-3. Solemn farewell to the type T-1 took place on April 4, 1987 in Pilsen. Cars in motion T-1 showed themselves very well. The successful ratio of the lightness of the hulls to the power of the engines gave the car a good production load and made T-1 the most nimble carriage in the series T.
| THE APPEARANCE OF T-2 |
IN test run two experimental carriages T-2 with numbers 6001 and 6002 first moved in Prague in 1955. The 2.50 m wide carriage bodies used the maximum permissible standards of the new Czechoslovak rules for the construction of tram lines. The first motor carriage still had longitudinal seating and was sent to Olomouc in 1965. The second motor car, already made with transverse seats, was tested in Liberec in 1956-1957 on a 1000 mm gauge. From Liberec, car 6002 went to Bratislava, where it was put into operation with the same number on the 1000 mm gauge that existed there. Subsequently, the carriage was used as a training car. In 1977, the carriage returned to Prague to the museum of the transport enterprise.
WITH 1958 type serial cars T-2 were supplied to almost all tram enterprises of Czechoslovakia. The only exceptions were Jablonec nad Nisou and Prague. In Jablonec, by this time the liquidation of the tram service was in full swing, and in Prague the network of lines was not adapted for cars with a width of 2.50 m.
T SP T-2 even more than T-1, was similar to PCC carriages. Due to their solid construction, these cars were not as nimble as their predecessors, but their lifespan was much longer. In Ostrava, Brno and Liberec, these cars are partially still in use. During the period of operation, the cars underwent changes, mainly to the front part of the body. The boxes for the route tables were changed, the single headlight in the center was replaced with two for reasons of traffic safety. In Brno, Bratislava and Kosice for some carriages T-2 frontal parts of the type were installed T-3. In Liberec, one carriage underwent such changes after a traffic accident.
| T-2 SU (T-2 Soviet Union) - OPTION FOR THE USSR |
P after a significant delivery of trams to Rostov-on-Don in 1957 T-1 an order has been received for the supply of wagons T-2 to the Soviet Union. At that moment, a large number of trams were sold. The first cars of the series T-2 SU were equipped with three doors, but later the middle door was removed at the request of customers (according to some information, only the only two cars that arrived in St. Petersburg were three-door). The domestic system of control and collection of fares provided for passengers to board exclusively at the back door for mandatory ticketing, and the middle door, according to officials, opened up wide scope for ticketless travel. That is why for a long time we had to experience the inconvenience of boarding and disembarking in two-door trams and trolleybuses while three-door modifications were produced in the West.
E electrical equipment of the carriage T-2 SU it was similar to a carriage T-2. Some cars, sent, as the manufacturers said, “to cities with heavy climatic conditions", were equipped with a particularly strong heating system. Naturally, the "city with severe climatic conditions" was also recognized Moscow(Let me remind you that, for example, in Canada the northernmost civilized settlement is located at the latitude of Tula).
T only in T-2 SU, first in the series T The cabins of train cars are completely separated from the passenger compartment. Cars T-2 SU were in operation until the early 80s. Since the carriages T-2 SU almost indistinguishable from their counterparts T-2, we will not further specify the subtype, especially since only modified cars were delivered to the USSR T-2 SU.
| T-2 IN MOSCOW |
13 March 1959 at the depot named after. Apakova The first Czechoslovak four-axle motor car arrived T-2, to which N 301 was assigned. Here is what Moskovskaya Pravda wrote about this:
IN Yesterday the first tram car built in Czechoslovakia arrived in Moscow from Prague. The carriage wheels have rubber lining. Automation ensures fast, smooth acceleration and braking of the car. The carriage carries 150 passengers. A total of 50 new cars will be delivered from Czechoslovakia to Moscow.
IN first T-2 We took route 14, which has not changed at all since then: Oktyabrskaya (Kaluzhskaya) Square - Vavilova Street - University metro station. Muscovites were amazed by the new product: they stood for a long time at stops waiting for a wonderful carriage, and took special rides. The interior lighting was provided by incandescent lamps hidden behind characteristic lampshades - “saucers”. The doors had much wider glass than subsequent ones T-3. The windows folded back like those found in old E-type metro cars, and sometimes an unlucky passenger would get hit in the head with the window. But apart from this small drawback, the carriage as a whole made an extremely favorable impression. A total of 50 carriages arrived in 1959 T-2.AND interiors of the first Moscow T-2 in the early 1970s (photo Alexandra Kirsanova):
Forward view
Back view
D o 1962 carriages T-2 arrived exclusively at the Apakovskoe depot, and by the beginning of 1962 there were already 117 of them - more than were purchased by any city in the world. Incoming cars were assigned numbers three and four hundred (starting from 301: the 200s were occupied by various modifications of the RVZ, and at the 100s the last cars disappeared F). At this time, the Apakovsky depot was getting rid of not so old cars MTV-82 And he kept it for himself KM s as more reliable. Starting from approximately number 380, the interior of the cars was changed: the conductor's seat, which was previously surrounded by a partition up to the waist, was simplified, and the driver's cabin was changed.
AND interior T-2 second modification in the early 1970s (photo Alexandra Kirsanova):
Forward view
N The new cars were sent primarily to routes 14,26,22 (their routes completely coincided with modern ones, except that the current 26 route is a combination of the 22nd and 26th of those years) and route 24 (Serpukhovskaya Zastava - Zatsepskaya Square - Vorontsovo Pole St. - Kursky Station - further along the modern route). In more modest quantities (1-4 cars each) they arrived on the 3rd and 47th routes that have survived since then, as well as on the 38th (Nagatino - Semenovskaya Square), 16th, 12th (Entuziastov Passage - Peasant Outpost - Leninskaya Sloboda - Vavilova Street - University), and then to the newly formed route 39, which has survived to this day. All south Moscow to one degree or another served by carriages T-2, and the only "outlier" T-2 Route 24 appeared to the east.
IN In 1962, the Apakovsky depot got rid of the last MTVs and accepted the next batch T-2, numbers 418 - 452, and subsequent cars that arrived in September are the last ones to arrive Moscow- went to the Bauman depot and received numbers from 453 to 480. Thus, Moscow purchased a total of 180 wagons T-2, 153 of which were concentrated in the Apakovsky depot, which was considered the best depot at that time Moscow, and the remaining 27 cars are at the Bauman depot. The new "Bauman" cars first ran along the 10th route (Sokolniki - Rostokinsky Proezd - VDNH - Ostankino), and then along the 25th (Rostokino - Mira Avenue - Tsvetnoy Boulevard - Pushkinskaya Square), and were gradually transferred to the 5th route (Rostokino - Lesnaya street).
T now T-2 served the entire south Moscow, made a small “throw” to the east along the Entuziastov Highway (route 24), and also ran in the northeast of the capital - from Rostokino south along Mira Avenue to the Belorussky railway station and to Pushkin Square, route 10 went from Ostankino to Sokolniki.
N Some cars have undergone minor modernization. First of all, the appearance T-2 caused a problem with the number plate lights. Since time immemorial in Moscow There was a wonderful tradition: on the “face” of each carriage there were two lanterns with colored glass in each. The combination of glass colors uniquely determined the route number. For example, red denoted one, green denoted two, blue denoted three, zero denoted transparent colorless glass, and violet, olive, and pale lunar (nine) were also found. For example, the combination “colorless-blue” meant the third route, and “red-green” meant the 12th.
ABOUT however on T-2 There were no lanterns to indicate the number. Initially, they tried to solve the problem by welding the lights to the car body, but this work was never completed, and the light signaling T-2 never used.
Tram T-2 with welded signal lights, N412, route 3,
descends from the Commissariat Bridge
(photo Alexandra Kirsanova)
TO The contact network of the tram at that time was not yet sufficiently perfect, and therefore fragile pantographs often failed - they were torn off the cars by elements of the network suspension, and other breakdowns occurred. A factory semi-pantograph was installed to replace pantographs SVARZ.
Tram T-2 with factory semi-pantograph SVARZ, N343, route 3,
on the roundabout at Balaklava Avenue
(photo Alexandra Kirsanova)
IN in other cities - for example, in Kyiv - some more modifications of the cars were made T-2, in particular, they replaced one headlight with two, and so on. IN Moscow no other modifications were made to the cars.
WITH 1965 for the first time in Moscow trams began to operate on a system of many units. Previous models did not allow this: in the 30s, the concept of motor and trailer cars was used, according to which one motor car (for example, F, BF or KM) pulls trailed non-motorized carriages of special trailed types (KP, M and S). The system of many units provides for the possibility of coupling identical motor cars, each of which is capable of operating independently, into a train, and the control of the train’s operation is synchronized between the cars and is carried out from one of the control panels. Exactly T-2 opened for Moscow ability to work on a system of many units.
Coupling of wagons T-2 N452+? on route 39,
descends from the Ustinsky Bridge to the Obvodny Canal.
(photo Alexandra Kirsanova)
Coupling of wagons T-2 N?+427 on route 3,
follows the center along Simferopol Boulevard
(photo Alexandra Kirsanova)
1 January 1965, 10 "Bauman" cars from 453 to 463 were transferred from Baumansky V Apakovskoe depot, and the remaining 16 cars concentrated on 10 -m and a little - on 5 -th route.
IN In 1971, the first carriages were written off T-2. Latest T-2 were written off on May 25, 1981 (about 10-15 pieces) from the inventory of the Apakovsky depot. Since in those days the carriages went on routes almost randomly, to establish the last route they took T-2, does not seem possible.
TO number of cars T-2 V Moscow on years:
| Year | Number of cars |
| 1960 | 50 |
| 1961 | 100 |
| 1962 | 117 |
| 1963-1971 | 178 |
| 1972 | 173 |
| 1973 | 163 |
| 1974 | 150 |
| 1975 | 116 |
| 1976 | 98 |
| 1977 | 55 |
| 1978 | 55 |
| 1979 | 52 |
| 1980 | 36 |
| 1981 | 15 |
D about 1998 it was believed that Moscow sawed all my T-2 and did not save a single copy. However, fate decreed otherwise. There is a beautiful legend about the preservation of the only Moscow carriage T-2. On August 11, 1975, car No. 378 was written off. This was the same carriage on which the deputy director passed his career Baumansky depot for repairs. Therefore, he ordered not to saw the car, but to convert it into a warehouse. The carriage was placed indoors away from prying eyes. In 1993, there was a fire in the carriage and it burned out almost completely, but it was again saved. In 1997, the carriage was discovered (almost no one suspected its existence anymore), and by force Tram-Repair Plant started to restore it. The question arose about spare parts for the unique carriage. As it turned out, those only two three-door cars T-2, which arrived in Leningrad, were very soon transferred to the city of Volzhsky near Volgograd and placed in a depot there, without ever starting to work. The carriages stood for 40 years in the open air and now look very deplorable; they have also been turned into a warehouse. A group of specialists from Moscow visited Volzhsky and removed all the necessary spare parts from one of the cars, keeping the second intact for the possibility of restoring it in the future and adding the unique three-door car to the Moscow collection. Our N378 was successfully restored and acquired a reliable original appearance, which was greatly facilitated by valuable memories and unique color photographs of the interior T-2 Alexandra Kirsanova.
WITH Between 1955 and 1962, a total of 771 motor cars of the type were built T2/T2 SU.
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| T-2 SU STATISTICS |
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| SOURCES |
1. Memories and photographic materials Alexandra Kirsanova
2. S. Tarkhov. Urban passenger transport Moscow. Brief historical sketch for the 125th anniversary of its origin - Moscow, 1997.
3. S. Tarkhov. History of the Moscow tram - Moscow, 1999.
Over the past century and a half, the tram in Istanbul has experienced both ups and downs. There was a time when the tram disappeared from the streets of Istanbul for a long 35 years, but only to return again and become one of the most convenient types. Currently, there are four unconnected lines: two tiny historical (retro) tram lines, one running along, the other in Kadikoy, and two modern high-speed tram lines T1 Kabatash-Baacilar, T4 Topkapi-Mescidi Selam. Line T1 Kabatash-Baacilar can rightfully be called the most tourist view transport in Istanbul, which no doubt every tourist who visited the city on the banks used at least once. In addition to the fact that the T1 tram line stops are located in the most significant historical places and paired with and connect the two most important tourist areas - and Taksim, using Light Rail and the light metro can be the fastest way from the tourist area in, and by changing at Sirkidzhi station you can go to Asia. Therefore, it is this line, the main stops of which every tourist needs to know, that will be discussed in this article. 
The first tram in Istanbul appeared back in 1871, it was a horse-drawn line that rapidly expanded, and later the tram in Istanbul was electrified, gradually trams were replaced by another mode of transport and completely disappeared from Istanbul in 1966. In 1990, in order to develop tourism, the line was opened, and in 1992 the first section of the T1 high-speed tram line was opened - Sirkeci-Aksaray. Then the line was gradually extended, and in 2005 the tram began to cross again, in 2006 the line was extended several more times and now its length is 13.2 km, has 32 stops and carries 265 thousand passengers daily.
A tram crosses the Galata Bridge
Modern trams in Istanbul are comfortable trains equipped with air conditioning, an electronic display on which you can read the next stop and see the time, and a loudspeaker announcing stops in Turkish and English languages, as well as informing about possible transplants. The tram in Istanbul is conveniently equipped for people with disabilities. disabilities and for parents with strollers. The main advantages of the tram in Istanbul are the ability to travel quickly, the tram is practically independent of traffic jams, comfortable trains, the main disadvantage is overcrowding during rush hours and weekends. The tram in Istanbul runs from 6.00 am to 12.00 pm and runs every five minutes. The cost of travel on the Istanbul tram is 5 lira for a token and 2.60 for a token; tokens can be bought at any of the tram stops in a special machine. Well, now briefly about the main stops of the T1 tram in Istanbul.
Inside the tram
Inside the tram
Stop Kabatas– the final stop of the T1 high-speed tram. Within walking distance from the stop there is the Sultan's Tower and the Dolmabahce Mosque, a little closer to the stop there is a pier, from where small boats take tourists to, the next large pier for city ships, from which you can go to and from the Asian side of Istanbul. In addition, at Kabatash you can transfer to the funicular and get to or transfer from the Funicular to the branch, and the final stop of many buses is also located at Kabatash.
From the Kabatas stop you can see the Dolmabahce Palace (left) and the bridge over the Bosphorus
Stop Fyndikly: behind the tram stop across the road towards the Bosphorus there is the Findykli mula Celebi Mosque, built by the great Mimar Sinan, the Fendikli Park will ask for a stop, next to it is one of the buildings of the Mimar Sinan University.
Stop Tophane: opposite the stop on one side are the Tophane Fountain, on the other Tophane Amir (former cannon yard), behind the stop is the Istanbul Museum of Contemporary Art, and the Tophane Pavilion. In addition, opposite the stop are the best hookah bars in Istanbul, the most famous of which is.
Tophane stop, behind the tram is the Kilych Ali Pasha Mosque
Karakoy stop: The tram stops right in front of the Galata Bridge, so when you get off here you can go to one of the cafes under the Galata Bridge or cross the bridge on foot, admiring the views. It has many attractions, including ferries to Asia and a Tunnel stop connecting Karakoy with Istiklal Street. Of the many attractions, it is worth at least seeing the Arab Mosque, and. Also in Karakoy you can taste and buy the best in Istanbul as a gift.
Karakoy tram stop
Eminonu stop: the main attractions located next to the tram stop are and, not far from the stop is the Rustem Pasha Mosque, you can also walk to it. Eminönü is large transport hub, besides final stop numerous buses and ferries departing for the Asian part, from here the Golden Horn begins.
Eminonu Tram Stop
Sirkeci stop: next to the tram stop there is the famous one where the Orient Express arrived, you can find it in the station building, and the Khobyar Mosque is located near the stop. Next to the stop is the entrance to the Marmaray station of the same name; you should change to Marmaray right here.
Sirkeci stop, Sirkeci station in the background
Gulhane stop: the tram stops near the High Porta, the Alai pavilion and the entrance to the park, along the territory of which you can go to the archaeological museum, the Church of St. Irene and, on the very territory of the park it is worth visiting. Within walking distance from the tram stop are the Köshk and Çaallu baths, the Haji Beşiraga and Zeynep Sultan mosques.
The High Port Gate next to the Gulhane stop
Sultanahmet stop: the very heart of the historical part of Istanbul is where the main attractions of the city, Topkapi Palace, Haseki Hurrem Sultan Baths (Roksolana Baths) and many others are located.
Near the Sultanahmet stop (view of the Blue Mosque)
Cemberlitas stop: Next to the tram stop stands the Cemberlitas Column, behind which are the Atik Ali Pasha Mosque, the Cemberlitas Baths and the Nurosmaniye Mosque. In addition, in the vicinity of this tram stop you can find many mausoleums of pashas.
Tram stop Cemberlmtash, right from the stop you can see the column of the same name
Stop Beyazit (Kapali Chapshy, Grand Bazaar): next to the stop there is a square of the same name, on which there is, next to one side of the mosque the entrance to, on the other one of the gates of Istanbul University. From the Beyazit stop you can walk to. This is also the final stop for many buses.
Beyazit tram stop, with the mosque of the same name in the background
Laleli stop: around this tram stop is the Russian district of Laleli, behind is the Museum of Calligraphy, next to the stop is the entrance to one of the buildings of Istanbul University, and a little ahead is the Laleli Mosque. From the Laleli tram stop you can walk to, and Burmala and.
Entrance to Istanbul University located next to Laleli stop
Stop Aksaray: next to the tram stop there is the beautiful Pertevniyal Valide Sultan Mosque. From the stop you can walk to Yenikapa, where you can take a Marmaray or a steamboat.
Yusufpasha stop: next to the stop there is the Mustafa Pasha Mosque and. Despite the fact that the loudspeaker in the tram suggests that you change at this stop to the light metro, if you are going to the airport, continue the journey to Zeytenburnu, since from the Yusufpasa stop you will have to walk quite a distance.
Haseki Stop.
Stop Fyndykzade.
Tram stop Fyndikzade
Stop Chapa Shekhrimine.
Stop Pazartekke: Within walking distance from the stop are the city walls of Feodosius, the Gazi Ahmed Pasha Mosque, the Fatma Sultan Mosque, the Armenian Gregorian Apostolic Church of St. Nikogaios and the Greek Orthodox Church.
Topkapi stop: next to the stop there is a park of the same name, a little further there is a mosque, a mausoleum and a cemetery named after Merkez Efendi.
Stop Dzhevizlib.
Merkezefendi stop.
Stop Seyitnizam: Within walking distance from this tram stop is the Balykly Armenian Cemetery and the Greek Orthodox Monastery of Our Lady of Balykly.
Stop Akshemsettin: in the opposite direction of the tram, the Seyit Nizam Mosque is within walking distance.
Mithatpasa stop.
Stop Zeytinburnu: passengers traveling to Ataturk Airport should transfer to the light metro, the stop and the platform of the light metro are separated only by a turnstile; to go to the opposite side of the platform you can use the elevator. Here you can change to the metrobus.
Tram stop Zeytinburnu, light metro platform on the left under the canopy, light rail on the right
Stop Mehmet Akif.
Keresteciler stop.
Güngöre stop.
Stop Akincilar.
Soanly stop.
Stop Yavuz Selim.
Stop Guneshtepe.
Stop Baacilar. 
Istanbul is known for its traffic jams, so tourists visiting it, including us, prefer public transport, which will be discussed in this article. We will try to reflect all the nuances associated with travel in public transport in Istanbul, we will tell you about paying for travel using Istanbulkart, about the cost of tickets and tokens, about all the pros and cons that you can encounter in the metro, tram, taxi and other public transport in Istanbul.
Public transport in Istanbul
Istanbul has a very developed public transport network, it includes 4 metro lines, more than 5oo bus routes, 2 high-speed tram lines and 2 regular ones, the Marmaray tunnel under the Bosphorus, a whole network water transport, funicular and 2 cable cars.
Car rental prices in Istanbul
The photo below shows the updated public transport map of Istanbul.
Payment methods
There are several options for paying for public transport in Istanbul, we will look at each in detail, compare which one is more profitable and what is better to use when paying for travel on the metro, tram, ferry, and taxi.
The most common type of payment for travel on public transport is using Istanbulkart, but you can also pay with tokens, electronic tickets, and sometimes in cash.
Istanbulkart
Istanbulkart is a card, in the form of a credit card, which is used only in the city of Istanbul to pay for travel on the following types of public transport: metro, tram, buses, funicular, Marmaray tunnel, metrobus, all water transport. It can be purchased and used by anyone without presenting an identity document. For example, we bought one for two and used it in turn, the main thing was to make sure that it always had a positive balance.
The main issues that tourists visiting Istanbul face related to Istanbulkart:
- Where to buy Istanbulkart?
- How much does it cost to travel on Istanbulkart?
- How and where to top up Istanbulkart?
- How to use Istanbulkart?
- Is it profitable to use Istanbulkart?
Buy Istanbulkart You can use special machines that are located throughout the city, as well as at train stations and airports in Istanbul. At Ataturk Airport, these ATMs are located next to others, which are indicated by traffic signs. This card can also be purchased at special kiosks that will say Istanbulkart; they are mainly located in public transport areas. We bought at the Kadikoy pier, since from Sabiha Gokcen airport we took the Havatas minibus, and it only accepts cash. The cost of the card itself is 10 liras, but this cost is a deposit and can be returned to the same place where you bought Istanbulkart or any other.
Travel on Istanbulkart costs 2.15 liras, but since in Istanbul you have to pay again for each transfer, it is profitable to do this using a card, since each subsequent trip costs not 2.15 liras, but less:
– 1 trip – 2.15 lira
— 1 transfer — 1.45 lira
— 2 transfers — 1.15 lira
— 3 transfers — 0.85 lira
— 4 transfers — 0.85 lira and so on.
You can find out more about the prices (though only in Turkish) on the official Istanbulkart website - http://www.iett.gov.tr
Top up Istanbulkart you can do it in several ways, using special machines or at any kiosk or store where there is a sign or it says Istanbulkart. We replenished different ways and always successfully. To put money on a card using an ATM, you need to touch it to the device, insert bills (5 liras, 10 liras or 20 liras) into the receiver and wait until the ATM tells you that the procedure is completed and the balance of your card will be visible on the screen.
Use Istanbulkart It’s very simple, to do this, you just need to bring it to the turnstile in the metro, tram, funicular, or to a special reading device on buses, and then the fare amount will appear on the screen and the balance on the card and the red color on the screen will change to green.
The benefits of using Istanbulkart to pay for public transport in Istanbul are obvious, but for greater clarity let’s compare it with paying with tokens. For example, with one transfer, travel on the metro, when paying with tokens, will cost 8 liras (4 liras + 4 liras), and when paying with Istanbulkart - 3.6 liras (2.15 liras + 1.45 liras).
Tokens, etc.
You can also use tokens, electronic tickets and cash to pay for public transport in Istanbul. Tokens are sold in special machines and the cost of one token is 4 liras. Tokens can be used to pay for travel on any rail and water transport in Istanbul.
You can also purchase e-ticket , the cost of which depends on the number of trips. For example, a single trip costs the standard - 4 liras, for 2 trips - 7 liras, 3 - 10 liras, 10 - 30 liras.
In cash You can only pay in taxis and minibuses. Therefore, if you plan to get from the airport by taxi or Havatas minibus, it is better to already have some cash in Turkish lira, or change money at the airport.
Until recently, the Istanbul metro was not the most convenient public transport in the city, but after the construction of the Marmaray tunnel and the extension of several lines, the Istanbul metro was connected into a single high-speed rail transport system.
The photo below shows the updated Istanbul metro map.
There are 4 metro lines in Istanbul, which, for the convenience of passengers, each have their own specific color and easy-to-remember name, in the form of a serial number: red line (M1), green (M2), blue (M3) and pink (M4).
M1, M2 and M3, located on the European part of Istanbul, are connected to each other, and they are connected to M4, which is located on the Asian part of Istanbul, by the Marmaray tunnel. Let's look at each metro line in more detail.
Red metro line (M1)
This is the most popular metro line among tourists and visitors to Istanbul, as it can be used to get from Ataturk Airport to almost anywhere in the city. And by transferring at the Zeytinburnu metro station to the T1 high-speed tram (about which later), you will find yourself in historical Center Istanbul, Sultanahmet district.
Green (M2) and blue (M3) metro lines
Not tourist destinations, metro M2 and M3, is mainly used by local residents to get to the center from the residential areas of Istanbul.
Pink metro line (M4)
M4 is located on the Asian peninsula of Istanbul and connects the popular area of the city - Kadikoy with the residential areas of the Asian part.
The metro operating hours in Istanbul are from 6:00 to 24:00.
There are 4 tram lines in Istanbul. All lines differ in color on the map (blue, orange, light green and brown) and, like the metro, have simple numbering T1, T3, T4 and T2 (the historical red tram that moves along Istiklal Street).
All tram stops in Istanbul on Google map:
One of the most popular types of travel around Istanbul among tourists is the high-speed tram route T1, which passes through the Sultanahmet district, with the main attractions of the city. The length of the T1 tram line is 19 km; it takes more than an hour to travel from the starting to the final stop.
Using this line you can get to Ataturk Airport by changing to the metro (Aksaray or Zeytinburnu stop). The tram also goes to a popular area in Istanbul -.
Travel time T1 from 6:00 to 24:00.
The famous red tram in Istanbul (route T2)
Tram route T2 runs along the main street of Istanbul - . Red trams moving from Taksim Square to the Tunel stop have long become a symbol of the city. It's definitely worth a ride on it.
The historical tram (Nostaljik Tramvay) is a whole lot of fun on Istiklal Street. They stop in the middle of the street for drivers to talk to each other, children hang out outside for a ride.
You can ride the historical tram from 7:00 to 21:00.
Tram in Kadikoy - route T3
A small ring tram line of route T3 is located in. This tram is a great way to explore this area of Istanbul. In appearance, the trams in Kadikoy are somewhat reminiscent of those plying along Istiklal, only they are yellow.
Tram operating hours in Kadikoy are from 7:00 to 21:00.
The fourth tram line (T4), not the most popular among tourists, but it helps a lot local residents residential areas of Istanbul reach the center and metro.
Operating hours are similar to route T1: 7:00 - 24:00.
We believe that taxis are also full-fledged public transport and Istanbul is no exception. However, due to huge traffic jams, taking a taxi can result in a long wait. But, if you still choose a taxi to get around Istanbul, you need to remember the following:
- Official taxi drivers have yellow cars (as in most countries) and the inscription on the car is Taksi.
- In Istanbul, you are allowed to stop or catch a taxi in any place you need.
- Payment in a taxi is made strictly according to the meter and only in cash.
- There are no night tariffs in Istanbul taxis; the tariff is the same at any time of the day.
- In Istanbul taxis, just like in any other city, there is a human factor, so be careful and try not to fall for the bait of unscrupulous taxi drivers.
Taxi cost in Istanbul next: 3.25 liras per landing and 2 Turkish liras for each additional kilometer.
Buses in Istanbul
Buses in Istanbul are the most common form of public transport in the city. There are a lot of routes plying around Istanbul. There is no point in listing everything here, but there is an excellent Turkish Internet resource harita.iett.gov.tr, where you can navigate online route bus traffic in Istanbul.
But when choosing to travel around Istanbul by bus, keep in mind that sometimes it can take a long time, since traffic jams in the city are very common and buses stand in them for hours.
Metrobus or rapid bus
Also in Istanbul, the high-speed bus (metrobus) is very popular, all because this type of public transport is not afraid of traffic jams, since special lanes are allocated for metrobus traffic. To increase the speed of movement around the city, the metrobus also has an advantage when crossing city intersections. So, traveling by this type of transport is fast and very convenient.
There are also buses running around the city that provide excursions around Istanbul; on such a bus you can get to know this wonderful city in a few hours.
Water transport of Istanbul
Water transport in Istanbul is not only exciting Boat trip along the Bosphorus, but also a full-fledged form of public transport in the city, which transports thousands of people by water every day.
In the photo below you can see Istanbul's water transport links between the piers.
Or a ferry service between the Asian and European parts of Istanbul.
You can also get to the popular tourist area of the Asian part of Istanbul - Kadikoy.
Or get to the Princes' Islands, where you can relax on the beach and swim in the sea.
All piers from which public ferries operate can be seen on the Google map below:
We will also tell you a little about the water transport itself that exists in Istanbul.
Water transport is very popular in Istanbul; a ferry ride on the Bosphorus for city residents is not entertainment, but a daily action that citizens perform when moving to work in the morning and home in the evening. Another huge advantage of water transport is the absence of traffic jams.
There are the following types of water transport in Istanbul: ferries, vapours and sea buses.
Ferries
What is interesting about this type of transport is that it can transport not only people, but also cars, buses, etc. Ferries run both between city piers and go to cities neighboring Istanbul.
Vapurs
Vapurs are urban water transport that transports exclusively people between the city piers of Istanbul.
Istanbul Water Transport - Vapur
Traveling by public transport - a fascinating walk along the Bosphorus
Sea bus
The third type of water transport in Istanbul is the sea bus, which, unlike the Vapur, transports people not only between city piers, but also to neighboring cities.
Funicular and cable car in Istanbul
By using these types of public transport in Istanbul, you can not only get from point A to point B, but also have a wonderful time exploring the nearby nature and attractions.
The map below shows the funicular and cable car stops in Istanbul.
It runs from the Taksim stop to the Kabatas stop, and it is very convenient to use this type of urban public transport if, for example, you need to transfer from the red metro line (M1) to the light rail (T1) and vice versa.
Cable cars there are two in Istanbul. One of them is the most popular among tourists, as it can be used to get to the historical cafe “Pierre Lotti”, from the terrace of which a stunning view of the city opens. The stop is called Pierre Loti, and the other stop is Eyup pier.
Another branch of the cable car is less popular, but also deserves attention. This is Maska - Taskisla, which is located near the Besiktas district in Istanbul and passes over the Maska park of the same name.
It turned out to be a voluminous post, but we wanted to collect and tell you, in one article, all detailed information about public transport in Istanbul. Well, in conclusion, remember, whether you travel by metro, tram, taxi, bus, funicular, sail on a ferry or even in the sky on a cable car, the main thing is that your journey is enjoyable.