|METRE Metro Train arriving at station|
|Owner||City of Trevers|
|Locale||Trevers Metropolitan Area|
|Transit type||Rapid transit|
|Number of lines||8|
|Number of stations||TBD|
|Daily ridership||3.37 million (2016)|
|Annual ridership||988.53 million (2016)|
|Began operation||10 August 1908|
|Character||Elevated, at-grade and underground|
|Number of vehicles||670 trains|
|Train length||3-5 cars|
|Headway||Peak hours: 2–4 min.|
Off-peak: 5–10 min.
|First departure||Weekdays: 5:00 am|
Weekends: 6:00 am
|Last arrival||Weekdays: 1:30 am|
Fri/Sat: 2:30 am
Sunday: 1:00 am
|System length||840.5 km (522.3 mi)|
1384.3 km (860.2 mi)
(track length, total)
|Track gauge||1,435 mm (4 ft 8 1⁄2 in)|
|Electrification||750 V (DC) third rail|
|Average speed||42 km/h (26 mph)|
|Top speed||95 km/u (59 mph)|
The Trevers Metro (Franquese: Metro de Trevrès) is a public rapid transit system serving the Trevers Metropolitan Area. The network is owned by the City of Trevers and operated by METRE, which also operates the trams, commuter rail, ferries, cable car and local buses. The network today counts 8 operating lines, with a ninth line expecting to start operation in April 2018. The metro system is of large importance for transport in the dense city and is one of the larger metro systems in Tarephia.
- 1 History
- 2 Network
- 3 Future improvements and expansions
- 4 Network
The first plans to build a subway originated in the 1890’s when commuter traffic started to grow massively. The first line was built in 1902 and started operation in 1908 between Waverly Cross and Unity Station. The line was operated by the West Verona Railway Company, that owned and executed all railways in the west of Verona and in the Trevers-Ansley area. In August 1908, only the fourth day after starting service a train caught fire at Unity Station, killing dozens of people and leaving the railway heavily damaged. The planned construction for the line was delayed and parts of the railway station had to be rebuild for trains to arrive and depart. Reconstruction was finished 15 months after the disaster and the trains continued regular service in January 1910.
Despite the unfortunate start, the line was proven very successful and later in 1910 there were new plans for the line to be extended in two branches. The first branch would serve the west side of Monument Hills connecting to TBD station, while the other line would run through the east of Monument Hills to Rockwood Central Square. For the overpass to be built in East Monument Hills, parts of the suburb had to be demolished. This caused for many demonstrations involving police and an attack on former mayor Alexander Champe on April 8th, 1911. The mayor and four councilors were killed and the city council decided to stop the construction, causing the rubble of demolished homes also to be remained in this area. This events gave the area a bad name and would be excluded from many projects to develop the city. Later that year government was dismissed in many parts of the country except for a few cities, including Trevers, but there was not enough money to expand the city railways.
Instead of building towards Rockwood’s Central Square, a railway line as build between Waverly Cross and Concordia’s East Railway Station, which opened in May 1917 with a festive ceremony. During this ceremony, the branches were assigned the names West and East City Railway Line, giving it a dominant place in the public transport in Trevers to compete with the tramway companies.
1920 - 1940
In 1919, the Burton and Outlook District started to grow massively. There were many new companies and since the building of the new seaport to replace the old smaller one, many of the docklands lost their function. Large companies started to move from the busy inner city to the new docklands, creating an opportunity to extend the metro even further in 1921, when new plans were unveiled to link the West and East City Railway lines to the south, generating a new terminal and a railway yard at the Ganniff Docks. Instead, the city council decided to extend the line into the area itself, creating a large underground station. The railway yard was cancelled and alternately the assigned space was included in a new plan to build a medical clinic and luxurious residences. The underground station was built in 7 years and was at the opening in October 1929 – together with the area – called Crystal City, after the mined crystal that was found in the ground and exported for years from these particular docklands.
In the late 1910’s, the West Verona Railway Company wanted to start a railway connection to the City of Melwick to extend their commuter network. The western half of the Trevers Railway Ring was built and expanded service from Unity Station to Melwick Railway Station in 1922. Only two years later, the WVRC came with new plans to build a railway through the neighborhoods of Trevers, destroying even more parts of neighborhoods. The City Council rejected the plans mercilessly fearing new protests. This created huge disagreement between the two parties, which again led to strikes at the railway company. Due to the different interests of the two the city council decided to launch its own transport company within the city’s boundaries, named the Cross City Railways (CCR). The company was owned by the city government, while service was operated by the State of Verona’s Department of Commerce.
In 1927, mayor Williard G. Tait decided to proceed with the plans for the extension to Rockwood. Under much protest the area was cleaned and the railway was build. Due to many riots, three railway workers and one police officer died. Tait named four stations after them, only to be labeled as inappropriate and renamed by succeeding mayor Gordon S. Stull in 1933.
Headed by Stull, the West City Railway line was extended to Mallorjhe Square and the network was expended with a new line, the Central City Railway Line, connecting the railway hub Crystal City to the Seneca Stadium as part of the bid for the 1936 Summer Geolympiad. The line was upgraded with new MFT-4 trains and was the first line that was fully electrified. The stations were larger in size and the platforms were longer. Line 2 got extended to Fletcher International Airport to transport tourists and sports enthusiasts to their favorite locations and accommodations in the city.
1940 – 1960
In 1938, plans for new lines began to increase massively in number, with proposes of a line from the Prestonsburgh Railway Station to the University, wherein two railway bridges were to be constructed and thus the first connection over the water became reality. But the plans were revised at last minute, due to the lack of financial resources, leading to the choice of Crystal City as the terminus for the fifth line and only building an extra part to the bridge that already connected the University outland with the city island. In 1942, when the line was halfway finished, another anarchic revolution threw a spanner in the works on the railways, leaving the project 4 years delayed.
When the lines finally opened in the summer of 1947, there were more changes to come. The names were replaced by numbers and the term metro was used instead of city railway. The CCR was dissolved and certain departments were transferred to the Trevers Department of Mobility, which also acquired many of the city tramway companies in between 1949 and 1953. In 1953 a Third Paroyan Civil War broke out. Many of the government’s departments were still functioning, but in 1956, also the city government of Trevers fell for the anarchy attacks, causing the metro to stop operating for three months. After this period, the operation was resumed by the Western Railway Company, a fusion of i.a. the West Verona Railway Company.
1960 - 1978
Late 1959, when the anarchists lost control of Verona, the government was reinstalled and slowly all activities were resumed. Again the city government clashed with the railway company, causing the city council to indict the company for unlawful appropriation of government property. The city council won and proceeded metro service starting April 1961.
Two years later there were new plans that were presented in which yet was decided to build the connection across the mouth of the Ansy river, but in the new concept the bridge had been replaced by a tunnel. The construction of the extension started in 1965 and was finished in 1972. Due to the new connection the 2 ferry connections between the city island and the City of Prestonsburgh were scrapped, leaving 3 remaining in service until today.
In 1967, a few extensions were planned, but these plans have not been concretized due to lack of funding.
Under the direction of mayor Carl Cameron, a vehicle ban was imposed in parts of the inner city, which caused for public transit to expand its potential. With most of the tramlines being updated in 1972 and the increase in the number of buses in the inner suburbs, transit became close to be as important for commuters as car traffic. New plans provided an extension for line 5 to North Rockwood and the construction of line 6 as a loop around the inner city to generate more traffic by interchanging with other lines and to establish a connection between neighborhoods without passing downtown. The line was built as light metro line and was the first line that supported driverless trains in Paroy and as one of the first in Tarephia. The loop was finished in 1977 and is until today one of the busiest lines of the network.
1978 – 2000
In 1978, the Department of Transport and Mobility had to cutback in spending by a political crisis in the country. Because of this the department did not feel they could give the city what it needed, as the city grew rapidly. Therefore it was decided to leave the implementation of the metro to a private company. On September 26, 1978, METRE was founded the new company to operate public transit in the City of Trevers.
In 1982, the City of Trevers conducted research into extending a few lines and the construction of a new north-south line. The line was numbered 7 and connected Dalson with South Irvington starting 1988. Shortly thereafter, line 4 also got extended to the latter station.
A lot of routes were planned to change in 1993:
- Line 1 was planned for an extension north to Yonkers Station. Ready for operation September 2000.
- Line 3 was planned for extension to Greeley Station. Ready for operation September 2000.
- Line 4, previously driving to Irvington Railway Station, was now driving around Madelon and terminating at Concordia Railway Station. Ready for operation September 2000.
- Line 5, formerly driving from Madelon via Concordia Railway Station, Rockwood to North Rockwood, now formed an automated outer ring to South Irvington and was extended to Yonkers Station, to provide access to the new harbour district. Ready for operation July 2001.
- Line 7 got a new branch extension to Nathal Springs because of the new residential areas. Ready for operation March 2001.
2000 – present
When the new lines were ready for service in 2001, ...
|Line name||Line opened||Length||Terminus||Stations||Last extension|| Trips|
|Line 1||1908*||-|| Matlock
| Arcott Princeton Park
|Line 2||1917*||-||Connsburgh Station|| Fletcher International
|Line 3||1947||-||TBD|| University
|Line 4||1947||-||Crystal City/GTC|| Concordia
|Line 5||1936*||-||Matlock||Triangle Plaza||-||2007||-|
|Line 6||1974||-||Crystal City/GTC|| Westmont Docks
Crystal City/GTC (loop)
|Line 7||1988||-||Irvington Violet Lane|| Dalson Station
|Line 8||1995||-||Crystal City/GTC|| Fletcher International
For locations in italic there is currently no detailed terminal.
* Numbered metro lines only existed from 1947. Years displayed are the opening dates of corresponding lines of the Cross City Railway.
Line 1 is the oldest line of the network. Originally opened as a regular railway in 1908, the line connects the city center with the coastal districts Arcott and Yonkers via 1950s neighbourhoods Waverly and Monument.
The line features some of the original monumental railway arches, carrying the line over several roads and suburbs.
The line is currently being modernised to allow rubber-tyred vehicles and to allow for driverless trains.
Line 2 is the busiest line of the network. Connecting Prestonsburgh and the island with Fletcher International Airport, via Concordia, it accounts for around 110 million trips a year, and becomes more crowded every year. A branch of the line to Hudlow was opened in 1992.
Together with line 1, it features some of the original monumental railway arches, carrying the line over several roads and suburbs.
Line 3 is a line opened short after the Second Paroyan Civil War, connecting the town of Irvington with Rockwood to the city and the Seneca Stadium. Today, the line reaches to the University of Trevers campus and the outer neighbourhoods Greeley and Oakbrook.
Line 4 opened together with line 3 in 1947. They were the first lines to open as original metro lines, while the rest of the network used the lines of the Cross City Railway. When the line opened, it connected the Crystal City CBD with the Concordia station, meanwhile serving the Florence district.
When the lines were swapped in 2000, the line connected Crystal City with the stadium, the university and Concordia railway station. In 2005, a branch to Leroy was opened.
Line 5 is the outer ring line of the metro network. Built as a short heavy metro line to connect the University with Concordia and later Rockwood, Crystal City and Port Melwick. In July 2001 the line reopened as a light metro line starting at Port Melwick, serving Crystal City, the Franqaise district, the university, Starford, Irvington and Yonkers. The line allows riders to travel to other outer districts without travelling to the city center first. The ring line is not closed, but there are proposals to close the west side of the ring.
Line 6 is the inner ring of the network, and a driverless light metro line, just like line 5. The line was built as a closed ring from Concordia to Crystal City in both directions, but was soon extended to Falcony Bank and Albertville. Later, another branch to Westmont Docks was opened. There are plans to seperate the ring into multiple light metro lines, but there is much opposition.
Line 7 linked South Irvington and Dalson, crossing the east city center and Concordia. The line was later extended to North Irvington and got a new southern branch to Nathal Springs. As of today, it is the least crowded line.
Line 8 is the youngest metro line of the network, opened in 1995 to link Rockwood and Caufford. In 2001 the line got extended to Crystal City and only three years later, the line was extended to Fletcher International Airport. The line is the only one serving Unity Market underground, what until that moment was possible only by tram.
The line will change significantly in 2017 with the opening of the new Line 9.
- Central Crystal Plaza. Planned in 1938 and constructed starting 1942, the station was ready in 1946 but never opened. The station was planned to be the terminus of Line 4 to serve businessman coming from Crystal City/GTC station deep into the district. But with a planned extension of Line 5 to Crystal City/GTC, the station had to be expanded one floor down, and with the possible expansion of the metro network off the island to the growing Prestonsburgh, there was no place left for the line to take the curve to Central Crystal Plaza. Nevertheless, the station may be opened when Line 4 gets an southbound extension, but this is very unlikely in the near future. The platforms and ticket hall are still in place and are located under Hamilton Street. The station building is now an office for a insurance company, but the iconic architecture by Louis Chêvet betrays this once was a metro station.
The rolling stock running on the Trevers Metro today can be devided in two types;
- MS: Metro stock with steel wheels
- MT: Metro stock with rubber-tyred wheels
Future improvements and expansions
Line 9 is under construction and expected to open on April 2, 2018, providing a new route across central Trevers, connecting several neighbourhoods in Prestonsburgh with Crystal City, Seneca Stadium, Concordia railway station, and Caufford station to the Fletcher International Airport. This line was proposed in 2006 as an alternative to Line 2, which until today is very crowded. Besides that, the line connects parts of the city center that were not connected by metro before. Construction started in 2011, but was delayed due to the sinking of houses along the construction sites in Prestonsburgh. The new line will use new MS 3 trains. In September 2017, the opening date was pushed forward to April 2018, due to late unplanned construction works. At the moment, the line is in a service trial.
CityLink is a new commuter rail network, that is integrated with, but not part of the Trevers Metro. CityLink will reach further into the suburbs of Trevers. The network will be ready for service in 2020.
There are a lot of projects that are going to be built between 2019 and 2035. There have been proposals for
- An extension of Line 1 to Gracey.
- An extension on both ends of Line 2.
- A new station on Line 5.
- A new station on Line 8.
- An airport loop when the airport will expand, but this could be realised with all lines terminating at the airport (Line 2 and 9).
- An extension of Line 9 to east Prestonsburgh and eventually to Dalson
There are also serveral proposals for the creation of Line 10 and Line 11
- An extension of Line 3 to the north to San Mateo via the port
- New line from a Line 2 branch reaching to the city center
- Splitting of Line 6 in two lines.
- Splitting of Line 7 in two lines without branches.
- A new line from the University to Dalson and Prestonsburgh, which could be connected with Line 9.
Finally, there is also a distant possibility for a complete network redesign, like in 1993. This could also involve redirections for some lines, leaving some sections of the current network disused. In many of these plans, also tram and bus routes would change.
Fares and ticketing
Fares are sold at automated ticket machines in the station hall or foyer, while at the larger stations there are also Ticket & Information kiosks. Entrance to the platforms is controlled by automatic turnstiles, opened by Travel Passes and simple One Way Tickets. The turnstiles return the tickets for the passengers to keep for the duration of the journey, as tickets can be inspected at any point. The exit from all stations is clearly marked as to the point beyond which possession of a ticket is no longer required. Simple tickets are valid no longer after exiting the station. Travel Passes can be tapped on the top of a pink circle on the turnstile at the entrance to check in and at the exit to check out. The balance is automatically updated and displayed on the screen after check-in or check-out.
The standard ticket is the One Way Ticket, indicating the ticket is for a single journey only. These tickets can be used on the metro and in trams and buses, but are not valid on any trains, and are by default $1.50 PSD (July 2017). The tickets are valid for 90 minutes after check-in at the start of the journey. In this 90 minutes, transferring between lines and even different modes of transportation (metro, tram and bus) are allowed. FerryLink ferries are free and do not require a ticket. The tickets can not be used for transfer to any regular trains. When leaving a station by check-out, the ticket can not be used to travel anymore. This means that for a retour journey, the purchase of a second ticket is required. Children under age 1 travel for free without a ticket. Children above age 1, pets and people with lots of luggage require an special ticket, with the only purposes to open the gate and to keep track of transport statistics. Tickets for children above age 1 can only be purchased with a One Way Ticket or when scanning a Travel Pass and cost $0.25. Tickets for pets and extra luggage are $0.75.
Other fares use a METRE Travel Pass, a pre-payment smartcard with an embedded contactless RFID chip. The cards can be revalued at the automated ticket machines or at special METRE Travel Kiosk machines, which can be found at various distributors in and near Trevers. There is also a loyalty program included with the card. Every kilometer and trip gives you points. With enough of these points, you get special discounts for limited times. Various kinds of these cards are available, these include
- Regular Travel Pass, for everyone that uses the Trevers Metro on a regular basis. The card is valid for 3 years and can be loaded with several subscriptions. These paid subscriptions are loaded onto the card for special discounts on trips, for instance Off Peak Travelling.
- Plus Travel Pass, for people with special needs. This card is purposed for students above 16 (free travel on weekdays and 50% reduction on weekends), seniors above age 70 (50% reduction at all times), people with disabilities (50% reduction at all times) and blind people with or without guide dog (free at all times). Special subscriptions do not apply to this card. Valid for 3 years. For students, this pass is valid as long as registered at an educational institution.
- Young Adventurer Travel Pass, special pass for children from age 1 to 15 (50% reduction on weekdays, 75% reduction at weekends and vacation). Special subscriptions do not apply to this card. On holidays, Young Adventurers travel for free. Valid for 3 years or until child turns 16.
- Business Travel Pass, special pass for employees travelling at the expense of the company. These passes are not available at ticket offices and should be requested at your company.
- Smart Visitor Travel Pass, special pass for visitors to Trevers. Besides the possibility to buy the Smart Visitor Travel Pass at automated ticket machines and at Ticket & Information kiosks at larger stations, this Travel Pass can also be ordered at your doorstep anywhere in the world, or in combination with a Paroyan Airways flight to Trevers Fletcher International Airport. The validity is very important when buying these, because after the amount of days, the ticket is not valid anymore.
Hours of operation
The metro closes during night time. At weekdays first metro departs from each terminus around 05:00 (Saturdays and Sundays around 06:00), while on some lines additional trains start from intermediate stations. The last train arrives at the terminus around 01:30 at night, except for at Fridays, Saturdays and nights before and on holidays, when service ends at 02:30. At Sundays the metro closes at 01:00.
On some holidays, some parts and stations on lines 1, 2, 5, 6, 7 and 8 remain open all night.
On 29 June 2017, METRE announced Night Metro services on the autonomous lines 5 and 6. These lines would together with night buses coming from the city center and going into the suburbs, provide a 24-hour service with a train every 15 minutes. Night Metro will drive on both Friday and Saturday nights and on holidays and special occasions. Most stations on the lines will be open all night. Night Metro will start December 22, 2017, in time for the holidays.
Line 2 is the busiest line of the network, with the most crowded section between Prestonsburgh Central and Concordia Station, serving the Crystal City district. In peak hours, extra long trains run every 2 minutes in both directions, decreasing in off peak to trains every 5-7 minutes.
Line 1 is the second busiest line between West Cross and Arcott, with trains in peak hours running every 2 minutes in both directions.
The rest of the network runs trains every 3 minutes during peak hours and every 8-10 minutes outside hours in both or a single direction. Demand is constantly monitored by transport control. Because a lot of lines intersect on the island, frequency on these stations may be as high as a train every minute. This also makes the system very vulnerable in peak hours. Every train runs on the full line from terminus to terminus, except for relief trains, which may terminate at intermediate stations. Nevertheless, all stations inbetween are served, with the only exception being closed stations due to construction or another reason.
Line 5 and 6, the automatic ring lines, are able to actively forecast and determine their own frequency. With a minimum of a train every 20 minutes, stations share check-in's to these lines in real time with the central computers, which will send out a train. Even when demand exceeds at an intermediate station, a train can be send out from an intermediate depot. The driverless nature of the lines makes it possible to run a train every minute in both directions at peak hours, although this has never happened. When the automatic system is malfunctioning, trains will be send out manually. After closing, the system makes sure all trains are evenly distributed in the depots for the morning by driving them around.