The introduction of trams in all the major cities of the late 19th century forced users and non-users alike to adjust to this intrusive, but clean and efficient form of transportation. Many early trams were horse-drawn, but electric trams followed. By the mid-1910s, the urban population were fully accustomed to trams as a fashionable mode of transport for work and leisure, and as a very positive and visual sign of the prosperity and prestige of the city. Visitors from the farms, villages and small towns sometimes made a trip on the tram a high priority when they came to the big city.[2] A number of cities have retained - but also expanded - their original 19th century tram network, notably Warsaw (1866), Lisbon (1872), Gothenburg (1879), Budapest (1887), Prague (1891), Kyiv (1892), Milan and Genoa (1893), Rome, Bucharest and Belgrade (1894), Porto (1895), Vienna (1897), Helsinki (1899), and Gdańsk and Sarajevo (1895).
After World War 2, trams were seen as advantageous in many countries because, unlike buses, they did not use scarce petrol resources. However many tramways closed in the mid 20th century, as they were seen as less effective in terms of costs and use of the roadway than other forms of street transport. However, in recent decades tram networks in many countries in Europe have grown considerably. The Netherlands, which already makes extensive use of trams, has plans to expand tram services to two additional cities.[3]
In Germany, many cities retain their original tram networks. In some places, tram networks have been added or expanded through the introduction of hybrid tram-train or stadtbahn systems which may combine standard railway, on-street and underground operations. Notable examples are the systems in Cologne and Karlsruhe. In Frankfurt-am-Main, many tram lines were transferred to U-Bahn operation.
In the United Kingdom, investment in public transport in the late 1980s turned to light rail as an alternative to more costly underground railway solutions, with the opening of the Tyne & Wear Metro in Newcastle (1980) and the Docklands Light Railway in London (1987) systems. However, the first British city to reintroduce on-street trams was Manchester, with the opening of its Metrolink network in 1992.[4] Several other UK cities followed with their own modern tram systems, including Sheffield (Supertram, opened 1994), Birmingham and Wolverhampton (West Midlands Metro, opened 1999), London (Tramlink, opened 2000, albeit in a small part of Greater London), Nottingham (Nottingham Express Transit, opened 2004) and Edinburgh (Edinburgh Trams, opened 2014). Cardiff is currently building a system of 4 Light Rail Lines due to open in 2024. Many of these cities are planning or building network extensions.
The Czech capital Prague had planned one new line and the extension of eight others between 2007 and 2016, with an official of the Prague Public Transport Company stating that "In Europe in the past 10 years, tram transportation is the preferred way of transit; we can say that tram transportation is going through its renaissance period".[6][needs update]
In Luxembourg City, Luxembourg, trams were reintroduced in December 2017, after being replaced by buses in 1964.[7]
All the former communist countries of Central and Eastern Europe, excluding Lithuania, North Macedonia, Montenegro, Moldova and Slovenia, have extensive tram infrastructure. Industrial freight use of city tram lines was a widespread practice until the 1960s but has since mostly disappeared. Another factor is an increasing replacement of trams with trolleybuses as cities face a rapid increase in traffic, and such replacement often allows more of the roadway to be used by cars. One of the exceptions is Warsaw, Poland, where the last trolleybus line was closed in the year 1995 due to high maintenance costs, and replaced with buses. Czech ČKD Tatra and the Hungarian Ganz factories were notable manufacturers of trams.
In Austria, Gmunden, Graz, Innsbruck, Linz and Vienna all have tramway systems. With 173.4km of track, Vienna's network is one of the largest in the world. The cars have been constantly modernised over the years and many are now ultra low-floored.[8] Many of the Austrian tramlines have been in constant operation since they were first opened. Vienna started with horse trams in 1865 and electrification followed in 1897. Graz had horse trams in 1878 and electric cars in 1898 while Linz goes back to 1880 with electrification in 1897.[9] The Gmunden Tramway, only 2.3km long, is currently one of the shortest in the world,[citation needed] and with gradients of up to 9.6%,[10] it is also one of the steepest and has become a popular tourist attraction.[11]Innsbruck, which traditionally used second-hand trams from other cities, replaced its whole fleet with 32 Bombardier low-floor cars in Summer 2009.[12] The Pöstlingbergbahn, in Linz, an unusual "mountain tramway", has a gradient of 10.6%, which makes it one of the world's steepest gradients on a surviving adhesion-only railway.[13] The tramway now reaches the city centre via the tracks of the urban tram system.
In Belgium an extensive prewar system of tram-like local railways called Vicinal or Buurtspoorweg lines used to exist, which had a greater total route kilometre length than the main-line railway system. The only survivors of the Vicinal system are the Kusttram, the longest tram line in the world, which almost reaches France at one end of the line and the Netherlands at the other, and two sections that form part of the Métro Léger de Charleroi.
Urban tram networks exist in Antwerp, Ghent and Brussels, and are gradually being extended. In Liège a new tram line is currently under construction.
The electric tram started in Sarajevo in 1895.[14]
Several trams were badly damaged during the Bosnian war.[citation needed] Several European countries donated out of use trams to Sarajevo in the years after the war.[citation needed]
Recently, more modern vehicles have arrived to upgrade and expand the fleet.[citation needed]
The T6M-700m trams are 30% low-floor and they used to have an automatic wheelchair ramp.
Sofia is the only city that currently has a tram system. It had its first horse-drawn tram in operation in 1898. On 1 January 1901 the electric tram system was inaugurated and had 25 cars and 10 carriages and the total length of the lines was 25km. Currently Sofia's extensive tram network consists of 15 routes, 3 of which are operated on the standard gauge of 1435mm, while the others use a narrow gauge of 1009mm. Due to the construction of the Sofia Metro there were some closures and retracing, but the system continues to be one of the largest in Europe. According to the official website, as of 2006 there are 308km of track, with 190 trams in service on any given weekday.[15]
Zagreb has had a tram service since 5 September 1891; it is now an extensive tram network with 15 day lines and 4 night lines covering over 116km (72mi) of tracks through 255 stations. ZET, the major transit authority in Zagreb, ordered 210 new, 100% low-floor trams from Croatian consortium Crotram. As of 2010, all of these locally produced, low-floor Crotram trams have been delivered, with a mixture of vehicle types in operation, including Czech Tatra Cars and various locally produced trams. Zagreb is one of the few tram networks in the world where most of the operations run at the kerb.
The only other Croatian city with trams still in operation is Osijek. The first tram route commenced in 1884 (connecting the railway station and city square) and trams have been running since. Between 2006 and 2007, the trams were refurbished and modernised. Two lines presently exist, with another two extensions planned, doubling the network length.[citation needed][needs update]
Ostrava tram VarioLF3 in its traditional blue-and-white colour combination
The Czech Republic is well known for its extensive tram infrastructure, with trams often being present even in small cities. The largest network is in Prague, with 150,3 kilometres of track and 26 day lines, 9 night lines and 2 historical lines. Other cities with tram systems are Brno, Ostrava, Plzeň, Olomouc, Most and Litvínov (common network), Liberec (including intercity line to Jablonec). Tram networks in nine other cities were closed down mainly during the 1960s and replaced with trolleybuses or buses.
Before changes in 1989, ČKD Tatra in Prague was the largest tram producer in the world, mainly exporting its trams to Soviet Bloc countries. Production was definitely stopped in 2001, after ČKD was sold to Siemens AG. The tradition of tram production is continuing with Škoda Transportation, Inekon and PRAGOIMEX.
In Estonia, trams are used only in the capital, Tallinn. There has been a growing tram network in Tallinn since 1888, when traffic was started by horse-powered trams. The first line was electrified on 28 October 1925. Estonian-built electric trams were also used, with some gas-powered trams having been used in the 1920s and 1930s. The last part of the system to be electrified was the spur to Kopli in 1951, which was also converted to double track at the time, and was connected to the rest of the network in 1953.
From 1955 to 1988, German-built trams were used. The first Czechoslovakian-built tram arrived in 1973. In 2007, 56 Tatra KT4SUs, 12 KTNF6s (rebuilt KT4SUs) and 23 second-hand KT4Ds trams were in use.[needs update] There are four lines, with total length of tramlines 39km. Plans have been in the works since the late 1970s to open a light rail line from one of the suburbs, Lasnamäe, to the city centre.
In 2017, an extension was opened to Tallinn Airport. This is the first extension to the network since 1955, when the stretch to Ülemiste district was lengthened.
The track and electrical systems have also undergone major work to enable the system to accommodate 20 new vehicles delivered by CAF in 2016.
In Finland, there have been four cities with trams: Helsinki, Turku, Viipuri and Tampere. Of the three older systems only Helsinki has retained its tram network. The system has operated continuously since 1891 and it was fully electrified by 1901. Currently there are 10 tram lines on 89.5 kilometres of track. Around 200,000 passengers use the tram network each weekday and within the inner city of Helsinki trams have established a position as the main form of public transport. The network is being actively developed, with a new line opened in 2008 and more lines planned to connect new residential areas to be built in 2009–2015.[needs update] In 2009, the city invited bids for manufacturers to produce 40 new low-floor trams, with an option for further 50 available.[needs update]
The City of Tampere begun construction of a tram network in early 2017, with phase 1 from the city centre to Hervanta, and the University Hospital. The first phase of the tram system was opened in 2021. Construction of phase 2, from the city centre to Lentävänniemi in the west, begun in 2021 and is expected to be completed in 2024.[19]
The cities of Oulu and Turku have started the planning of tram networks. Turku has accepted The Light Rail Network of Turku's principal plan as obeyed normatively.[20] Even though Oulu's vice mayor rejected the idea,[21] the city included it in The Zoning Scheme of New Oulu as "normative" and "necessary".[22]
Tramways in Germany served as the primary means of urban transport until the early 1960s when they were systematically replaced by buses. Tramways begun to reappear in the 1980s, before once again becoming a modern means of public transport in the 1990s. Popular notions of fashion have been used by scholars to explain this cycle of acceptance, rejection and restoration.
Germany (where tramways are called Straßenbahn, meaning street railway) is notable for its large numbers of extensive tram systems, although even in this country many systems were closed after the Second World War, such as the tramway in Hamburg which last ran in 1978. Following the renaissance of trams in France and positive experience with tram-train and similar concepts (e.g. the Karlsruhe model), most German tramways are expanding, including new systems in cities that had previously abandoned them or entirely new systems in cities without any tram history.
Stadtbahn, literally city railway in the German language, is the term for light rail in Germany and is the predecessor of the North American light rail. Most German light rail systems were started in the 1960s and 1970s with the intention of establishing full-scale underground, or U-Bahn (short for Untergrundbahn) systems. By the 1980s virtually all cities had abandoned these plans due to the high costs of converting tramways, and the most common systems are a mixture of tramway-like operations in suburban areas, with U-Bahn style operation, featuring underground stations, in the city centre areas.
The first trams in Athens began operating in 1882. They were light vehicles drawn by three horses running on an extensive network throughout the city centre and a line reaching the suburb of Faliro. After the German occupation, the tramways began to decline, with lines gradually abandoned and replaced by trolleybuses, considered more appropriate and agile for the urban environment at that time. It is frequently mentioned somehow poetically that "The last bell of the Athens Tram rang on the midnight of October 16, 1960".[citation needed] The tram had been a trademark of Athens until that date, and it is still viewed nostalgically. One tram line was left in Perama, which remained in operation until April 1977. A modern tram line was installed for the 2004 Summer Olympics, with vehicles designed by the famous Ferrari designer Sergio Pininfarina. There are three routes and 24km of tramlines, running from Syntagma Square to Eden Station, and from Peace & Friendship Stadium in Piraeus to Glyfada along the coast. Routes were extended by 0.7km from Glyfada to Voula in 2007, and was expanded 2.5km further from Peace & Friendship Stadium to Piraeus centre in 2021.
Replacing a once-extensive network of Dublin tramways which closed in 1949, in 2004 the Irish capital Dublin opened the first two lines of a new light-rail system known as Luas, Irish for "speed". It features on-street running in the city centre, but is considered a light-rail system as it runs along a dedicated right-of-way for much of its suburban route. Two light-metro lines fully segregated from traffic were planned to be built by 2014, but were cancelled due to the economic downturn.
Plans also exist for light-rail systems in the cities of Cork, which had a modest system until the early 20th century, and Galway. In January 2007, the Green Party promised that, if it formed part of the next government in 2007, it would have light rail systems built in those two cities.[27] A smaller campaign was also ongoing for the construction of a light rail system in Limerick.[28]
#8 Tram in Rome, Italy.Older tram in central Turin
Trams in Italy have been in constant operation since the mid-19th century. The first horse-drawn line opened in Turin in 1871, whilst the first electric line was opened in 1893 in Milan.
Current tramways in Italy are:
Bergamo – since 2009 with 1 suburban light rail line running over 12.5km of track, operated by TEB Bergamo; a second 11.5km suburban line in costruction, as of 2024, and is scheduled to open in 2026.[29]
Cagliari – since 2008 with 2 suburban light rail lines running over 12km of track, operated by ARST.
Florence – since 2010 with 2 urban lines running over16.8km of track, operated by a joint venture GEST between municipal transport company ATAF Firenze and RATP Paris.
Messina – since 2003 with 1 urban line running over 7.7km of track, operated by ATM Messina.
Mestre/Venice – since 2010 with 1 urban line running over 7.7km of track, operated by ACTV.
Milan – since 1881 with 17 urban lines, running over 181km of track, operated by ATM; two interurban lines were closed since 2010. Although in 2023, renovation and reconstruction works started on one of them.[30]
Naples – since 1875 with 3 urban lines running over 11.8km of track, operated by ANM Napoli.
Padua – since 2007 with 1 Translohr urban line running over 10.3km of track, operated by APS Padova.
Trams began serving Luxembourg City in 1875, and in Esch-sur-Alzette in 1927.[31] First generation trams in the country ended with the closure of the Esch-sur-Alzette network in 1956, and the Luxembourg City network in 1964.[31] A second generation of trams began service in December 2017, along a new route that will, by 2021, run from Luxembourg Airport to the Cloche d'Or business district.[32]
In the Netherlands many local light railways were referred to as trams, even where the steam locomotives did not have enclosed motion. Today, extensive tram networks exist in:
The Lisbon tramway network has been managed by the Companhia Carris de Ferro de Lisboa, or Carris for short, for over a century. Since 1995, the fleet includes authentic vintage cars, units made from vintage bodies powered by modern engines, and fully modern articulated trams.
In Porto, a tram network has been in operation since 12 September 1895, making it the first electric tramway in the Iberian Peninsula.[36] Many routes closed in the 1970s and 1980s, but one survived and some closed sections have reopened in the 2000s, and four routes are currently in operation.
A heritage tram line operates seasonally in Sintra. Reductions in the network's original service started in 1954, until closure in 1975. It was re-opened in 1980 using a section of the former line and surviving trams.[37]
Belgrade has a large tram network with 12 lines on 127.3km of track. The system is operated with around 250 units and with ČKD Tatra KT4 and Duewag Be 4/6 trams. The first horse-drawn tram line was introduced in October 1892 and the first electric one in 1894. There are long-term plans to build a new track to the Mirijevo neighbourhood, in the east of the city.
Previously the cities of Niš, Novi Sad, and Subotica also had tram networks, but these closed in Novi Sad and Niš in the 1950s, and in Subotica in 1974.
The first trams in Bratislava started operation in 1895, and there are currently 5 lines in service with a track length of 41.5km. A newest tram line was built across the river Danube to the Petrzalka suburb on the right bank. There are multiple plans for expanding the network, but funding is currently unclear.[38][39]
Košice started operating trams in 1914, after wagons pulled by horses and a steam tramway.[40] Trams currently run over 34km of tracks and run on 7 lines within the city and 8 fast tram lines to U. S. Steel Košice.[41]
The most extensive network in Sweden is in Gothenburg with a total track length of 90km double track. Gothenburg started with the Horse Tramway in 1879 and over the years the tramway has expanded into the Nordic region's largest tramway system.
Stockholm had horse-drawn trams from 1877; however, the large tram system began to be abandoned and removed in 1957, with the last tram running in September 1967. Presently Stockholm has four lines on three non-connected systems owned by Storstockholms Lokaltrafik: Spårväg City; Lidingöbanan; Nockebybanan and Tvärbanan. There are plans for future extensions and two projects are in active development.
Norrköping has an 18.7km tram network consisting of two radial lines, which was extended by 5 kilometres in 2006–2011.
Lund inaugurated its first ever tram line on the 12th of December 2020. At a length of 5.5 kilometers, it connects Lund Central Station with the new urban development at Brunnshög and the research facilities MAX IV and ESS.[42]
A single-track heritage line has operated in Malmö since 1987, after the last "real"[clarification needed] tram line closed in 1973. City officials decided in October 2008 that the city should have at least one light rail line operating before 2020, and up to six lines after that.[citation needed][needs update]
A combined tramway museum and heritage tramway is located at Malmköping, Södermanland County, maintained by Svenska Spårvägssällskapet, the Swedish Tramway Society.
The first tram in Switzerland began operations in 1862 in Geneva. The tram, which was initially horse-drawn, got converted to steam in 1877. In 1888 the second electric tram system in the world was inaugurated in Vevey, linking the city to Montreux and Château de Chillon. By 1923, a total of 29 towns and cities in the country operated tram networks, and at 170km in extension and operating beyond the country's borders into France, Geneva's tram network became Europe's largest system [43]
However, Switzerland is remarkable in that a few major cities kept their networks mostly intact until today. For example, although some of the tram lines extending beyond the city of Zurich closed down, the vast majority of lines within the city did not suffer any closures. Similarly, Bern and Basel kept most of their tram lines intact.
Because, with the exception of Geneva and Lausanne, the country's major cities have not lost their tram systems, Switzerland has not witnessed a major re-construction of trams as happened in the rest of Europe in the decades following the 1990s. The major exception is Geneva, where the system has been growing back again from the one line and 8km that was left out of its original network, to 5 lines and 36km. By the end of 2019, with the opening of line 17, the network had once again extended over the border to the French city of Annemasse, with planned future extensions to over 50km by 2026.[44]
The first tram line in Istanbul was constructed by Konstantin Karapano Efendi, and started operating on 31 July 1871 between the districts of Azapkapi and Ortaköy. In 1869, the tram company "Dersaadet Tramvay Şirketi" was established. 430 horses were used to draw the 45 carriages, including 15 summer-type and some double-deckers, on meter gauge track. In 1912, the horse-drawn tram had to cease to operate for one year because the Ministry of Defence sent all the horses to the front during the Balkan War. The tram network was electrified by overhead contact wire on 2 February 1914. The tram began to run on the Anatolian part of Istanbul on 8 June 1928 between Üsküdar and Kisikli. By the 1950s, the length of the tram lines reached 130km. Trams were in service on the European part until 12 August 1961 and on the Anatolian part until 14 November 1966.[45]
Heritage trams returned to Istiklal Caddesi in 1990 and in Moda in 2003. Modern trams began service on the European side in 1992 and have since been expanded. The latest addition to the system, as of 2021 was the T5 line running along the Golden Horn.
Until 1935 there was a large and comprehensive network of tram systems. For example, one could travel by tram across northwest England, from Liverpool to Ashton-under-Lyne (approx. 43 miles) using connecting systems. Most UK systems were municipally owned. These had often been inherited from private sector operators, who had been granted limited-term leases and did not maintain their networks beyond bare necessities as the time for a forced handover approached. When councils acquired these dilapidated systems, it was almost always cheaper to replace them with buses. The 1931 Royal Commission on traffic argued that trams held up cars.[46]
There was some public reaction against tramway abandonment, but seemingly less than the similarly unsuccessful reaction against Beeching cuts in the 1960s. Some people, particularly motorists, welcomed the removal of trams, which were perceived as obstructing the highway.[47] Not all passengers transferred to replacement buses, and car ownership continued to increase.
Since the 1990s, a second generation of tram networks have been built and have started operating in Manchester in 1992, Sheffield in 1994, the West Midlands in 1999, South London in 2000, Nottingham in 2004 and Edinburgh in 2014, whilst the original trams in Blackpool were upgraded to second generation vehicles in 2012.
There have been numerous other proposals for tramways in other cities and extensions to existing systems the UK, whilst the system in the West Midlands is currently having extensions built.
On the Isle of Man, electric tram cars have run almost continuously since the late 19th century (albeit mainly as summer tourist attractions) on the Manx Electric Railway (Douglas to Ramsey) and the Snaefell Mountain Railway (Laxey to Snaefell summit), as well as horse trams along Douglas Promenade.
The tramway network in Saint Petersburg is the largest in Europe, and was once the second-largest in the world,[citation needed] surpassed only by Pacific Electric's 160km network in Los Angeles. The network in Melbourne, Australia, is now larger.
A tram is a type of urban rail transit consisting of either individual railcars or self-propelled multiple unit trains that run on tramway tracks on urban public streets; some include segments on segregated right-of-way. The tramlines or tram networks operated as public transport are called tramways or simply trams/streetcars. Because of their close similarities, trams are commonly included in the wider term light rail, which also includes systems separated from other traffic.
Heritage streetcars or heritage trams are a part of the efforts to preserve rail transit heritage. In addition to preserving street-running rail vehicles, heritage streetcar operations can include upkeep of historic rail infrastructure. Working heritage streetcars are closely related to the growing global heritage railway movement and form a part of the living history of rail transport.
The Wellington tramway system (1878–1964) operated in Wellington, the capital of New Zealand. The tramways were originally owned by a private company, but were purchased by the city and formed a major part of the city's transport system.
Trams in Saint Petersburg are a major mode of public transit in the city of Saint Petersburg, Russia. Saint Petersburg once had the second-largest tram network in the world, consisting of about 340 kilometres (210 mi) of unduplicated track in the late 1980s. However, since 1995 the tramway network has declined sharply in size as major portions of track were removed, particularly in the city centre. Saint Petersburg lost its record to Melbourne, Australia. While it still had 285 kilometres (177 mi) of length in 2002, by early 2007 the tram network's had declined to just over 220 kilometres (140 mi), and by the 2010s operated on just 205.5 kilometres (127.7 mi) of network.
The Lviv tramway network is an electric tram in Lviv, Ukraine. It is one of two tram system in Western Ukraine, and the largest among narrow-gauge tram systems in Ukraine.
Trams make an important contribution to public transport in the city of Zurich in Switzerland. The tram network serves most city neighbourhoods, and is the backbone of public transport within the city, albeit supplemented by the inner sections of the Zurich S-Bahn, along with urban trolleybus and bus lines, as well as two funicular railways, one rack railway and passenger boat lines on the river and on the lake. The trams and other city transport modes operate within a fare regime provided by the cantonal public transport authority Zürcher Verkehrsverbund (ZVV), which also covers regional rail and bus services.
Trams in Asia were well established at the start of the 20th century, but started to decline in use in the 1930s. By the 1960s, the majority of systems had been closed down. Extensive legacy tramways still exist in Japan. Recently, more modern systems have been built in China.
The earliest trams in Australia operated in the latter decades of the 19th century, hauled by horses or "steam tram motors". At the turn of the 20th century, propulsion almost universally turned to electrification, although cable trams lingered in Melbourne. In cities and towns that had trams, they were a major part of public transport assets.
Although tram and Heritage streetcar systems date to the late 19th and early 20th centuries, many old systems were closed during the mid-20th century because of the advent of automobile travel. This was especially the case in North America, but postwar reductions and shutdowns also occurred on British, French and other Western European urban rail networks. However, traditional tramway systems survived, and eventually even began to thrive from the late 20th century onward, some eventually operating as much as when they were first built over a century ago. Their numbers have been augmented by modern tramway or light rail systems in cities which had discarded this form of transport.
The Turku tramway network was the first tram system to be operated in Finland, and was the second-to-last first generation tram system in Finland. It was operated as horse tramway from 1890 until 1892, and as an electrified tramway from 1908 until 1972. Prior to 1919 the tram system was owned by private interests, and from that year onwards by the City of Turku until closure of the system.
The Frankfurt am Main tramway network is a network of tramways forming a major part of the public transport system in Frankfurt am Main, a city in the federal state of Hesse, Germany.
Trams in France date from 1837 when a 15 km steam tram line connected Montrond-les-Bains and Montbrison in the Loire. With the development of electric trams at the end of the 19th century, networks proliferated in French cities over a period of 15 years. Although nearly all of the country's tram systems were replaced by bus services in the 1930s or shortly after the Second World War, France is now in the forefront of the revival of tramways and light rail systems around the globe. Only tram lines in Lille and Saint-Étienne have operated continuously since the 19th century; the Marseille tramway system ran continuously until 2004 and only closed then for 3 years for extensive refurbishment into a modern tram network. Since the opening of the Nantes tramway in 1985, more than twenty towns and cities across France have built new tram lines. As of 2024, there are 28 operational tram networks in France, with 3 more planned. France is also home to Alstom, a leading tram manufacturer.
Between 1901 and 1949 Manchester Corporation Tramways was the municipal operator of electric tram services in Manchester, England. At its peak in 1928, the organisation carried 328 million passengers on 953 trams, via 46 routes, along 292 miles (470 km) of track.
Trams in Finland date from a horse-drawn Turku tramway network, which opened in 1890. Electric tramway traction started in Finland in 1900 with the introduction of electric trams in Helsinki, and the last horse-drawn trams were withdrawn from operation in 1917. Although there were three Finnish tramway networks between 1912 and World War II, by 1972 the number of networks had dwindled to just one, that of Helsinki, which remained Finland's only tramway network for almost 50 years. However, in August 2021, a light rail line was opened to the public in Tampere. There have also been proposals to set up tram or light rail networks in some other cities. As of 2021, the most concrete such plans are in Turku.
The Zurich trolleybus system is part of the public transport network of Zurich, Switzerland. Opened in 1939, it combines the Zurich S-Bahn, the Zurich tramway network and Zurich's urban motorbus network to form an integrated all-four style scheme.
Trams in England encompass various tram networks integrated into the public transport system of England. Until 1935, there had been a large and comprehensive network of tram systems in towns and cities.
Trams in Linz is a network of tramways forming the backbone of the urban public transport system in Linz, which is the capital city of the federal state of Upper Austria in Austria.
The Ostrava tramway network is the third largest tram network in the Czech Republic. The network is operated by Dopravní podnik Ostrava, a company wholly owned by the city of Ostrava that also runs the city's bus and trolleybus network. As of 2022, DPO runs 17 lines with a total route length of 231.5 kilometres (143.8 mi) on 62.7 kilometres (39.0 mi) of track. The network is a part of ODIS, the integrated public transport system of the Moravian-Silesian Region.
The Plzeň tram network is a tram network serving Plzeň, the fourth most populous city in the Czech Republic.
Bratislava tram network serves Bratislava. It is operated by Dopravný podnik Bratislava, a. s and the system is known as Mestská hromadná doprava.
↑ Barbara Schmucki, "The machine in the city: public appropriation of the tramway in Britain and Germany, 1870–1915." Journal of Urban History 38.6 (2012): 1060-1093.
↑ Wolfgang Kaiser: Straßenbahnen in Österreich. GeraMond Verlag, 2004 ISBN3-7654-7198-4
↑ Taplin, Michael; and Russell, Michael (2002). Trams in Western Europe, p. 8. Harrow Weald, Middlesex (UK): Capital Transport Publishing. ISBN1-85414-265-8.
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