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The new tramcars "Bonde" for Santa Teresa, Rio de Janeiro, Brasil Copyright photos and text: Association FLB, Friends of Latin American Railways, Winterthur, Switzerland When it was realised that the tram cars dating mechanically from the penultimate turn of the century needed an urgent renewal, a contract was signed between the company Central,the actual operator of the tramway and the company T'Trans in Três Rios, originally ABB Brasil, for the renewal of the tram cars. The contract was for 14 vehicles which would be sufficient for normal operation. All parts of the bodywork were measured and copied exactly. The underframe and the electrical equipment are new. The car disposes of an electro pneumatical brake as service brake and a mechanical hand brake for parking the car. An electro magnetic track brake, an absolute necessity in urban traffic, was unfortunately not installed so that in the course of a collision with a taxi which severed the air tube the car travelled backwards downhill and caused an accident with one dead passenger. It was only stopped by a bus travelling uphill. For the first time on this page you will find photographs of parts of the vehicles (driving position, air brake and underframe) as well as photos from the workshop and depot area. Some new photographs have been added recently. Since then unfortunately two more accidents with passenger deaths have occurred. The first accident concerned a Belgian visitor who travelled on the running board and fell down from the famous Lapa viaduct for reasons unknown. Although there was a metallic safety net, just in the place where the man fell down it was defective. A dispute had arisen of who was responsible for the repair, whether this was the cities administration or the tramway, and therefore the repair was not carried out. The second accident was considerably more serious. A non-rebuilt car operating downhill went out of control. The brakes failed, and the result, with a the totally destroyed car, were five deaths and many injured. Again an electromagnetic track brake which never had been installed could have avoided the accident or reduced the impact. Additional facts were the complete overloading of the car with too many passengers and missing instruction of the drivers. In earlier times in a similar situation the reversing lever would have been put into reverse and one or two notches of acceleration would have given a rapid stop which might have damaged the resistances but certainly stopped the car. This procedure was probably unknown to the driver who was amongst the dead. As a consequence operation of the line stopped, and it will well be 2013 until it is resumed. A consequent investigation has given hair raising results. As often parts had to be replaced the staff improvised with the purchase of metallic parts which the staff paid out of their own pocket. Apparently, no spare parts had been purchased, and thus repairs were improvised. It was found that due to the lack of power a maximum of three vehicles could be operated at any one time which of course overcharged the vehicles. The overhead was in very poor shape. The new track was installed very poorly and suffered from premature wear. The trucks of the overhauled cars were much heavier than the previous Peckham trucks. They really were railway trucks and damaged the track even more. The Peckham trucks, really light tram trucks, had been destroyed. Fortunately only seven cars were overhauled as in the meantime money had run out. A detailed cost account was never established. In this difficult situation, an ingenious idea arose. The tramway of Lisbon, Carris, in Portugal was contacted. They have profound experience with older vehicles and difficult operating conditions, including steep hills. In the forties of the last century they operated the Santa Teresa tramway and know it therefore well. Now the local government has signed a consulting contract with Carris, and it can only be hoped that this time it works. Carris proposed from their own experience the installation of anti slip track. Thus, the following work must be carried out. The track must be replaced. The present vignol rails with side protection will be replaced by grooved rail which gives a better support. The cars must receive lighter trucks, and it is hoped that this time electro magnetic track brakes will be installed as is usual in Europe. The substation must be reforced. The overhead must be replaced. At an earlier stage Carris had offered, together with the German accessory firm Hanning & Kahl, the rebuilding of the cars, but was not successful. T'Trans has no experience with tramways, as in the whole of Latin America there are only two tramway systems, the other being located in a suburb of Buenos Aires. It is hoped that the antiquated equipment of the tramway workshop will be renewed. The machinery dates mainly from the opening stage of the tramway and only was repainted in green. A sufficient supply of spare parts must be provided and the operating and maintenance staff must be thoroughly trained. This is the only way to avoid a repetition of the events and avoid closing the system definitively. The tramway is declared a National Monument and there is sufficient money available. No-one may ride on the running boards, and standing passengers should be avoided. We are eagerly looking forward to your comments which you can send us on the contact form provided. Sources of information: Revista Ferroviária; and personal information from the web masters stay in Rio de Janeiro 1994 to 1997
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