add more passing loops, the line was operated in "bursts" (), with several vehicles closely following each other very closely. But this operation was particularly dangerous for pedestrians and road traffic. So it was decided to operate two cars together as a train, and their end platforms were extended over the couplings, increasing each car's capacity to 57 passengers. 1902 became the record year for the line, with million passengers. On 31 May 1910, the concession ended and the Ville de Paris took over operation as a ("French public service authority"). During the First World War the line was underfunded, and at its close needed heavy repairs to continue service. But operations finally ceased on 18 July 1924, and the tramway was replaced by a bus line called the "BF", operated by Schneider H buses with their front seats removed to increase capacity. This route was subsequently incorporated into the network of the Société des transports en commun de la région parisienne (STCRP). The infrastructure of the funicular tramway was demolished, the cars were sold for scrap, and for many months were held somewhere in Issy-les-Moulineaux. In 1935, Paris Métro Line 11 opened on the same route, extended at each end. Technical characteristics The tracks of the funicular tramway were built at with a central access channel which gave exclusive access to apparatus in a groove from street level. The U-shaped rails, of the Broca system, were set into the road surface, with blocks housing the traction cable, which was of diameter and weighed . The cable was of hemp rope reinforced by six steel strands. The breaking strain of the cable was . Each terminus on the line was equipped with a pulley of diameter, mounted horizontally under the pavement, which drove the endless traction cable. The cable passed over another tension wheel, which compensated for cable stretch. The system was driven by two Corliss steam engines, installed in the depot at 97 Rue de Belleville. The 21 cars were each long and only wide, accommodating 22 passengers on four longitudinal bench seats. The rolling stock was never upgraded; the cars remained gaslit (with acetylene) and were unheated because of the short journey time. The vehicles were equipped with a "grip" system, detachable pincers which took hold of the cable in the underground channel. To put the vehicle in motion, the driver progressively tightened the grip. This action, repeated