February 2025

TWO days of interactive debates... TWELVE hours of dedicated networking... ONE place to be

Barcelo Hotel –Malaga, Spain

Join key decision-makers, professionals and industry experts as they gather for two days of debate centred upon how new technologies are driving progress in sustainable transport.

European Light Rail Congress 2025

For 2025 we are taking the European Light Rail Congress to the historic and wonderful Spanish city of Malaga, home of the Metro de Malaga urban transport system. Celebrating its 10th anniversary of operation, the metro runs throughout the city across two lines providing modern and efficient public transport, with safety and the environment being key factors which contribute to improving the quality of life of the citizens of Malaga and the surrounding areas.

As an attendee, you will experience:

• Two days of presentations, panel debates and discussion from some of the sector’s most innovative and forward-thinking suppliers, manufacturers, and operators

• An expansive exhibition hall within the Barcelo Hotel - Malaga

• An evening networking reception for delegates to maximise their networking opportunities

• An exclusive behind the scenes depot tour hosted by Metro Malaga

• Convenient travel and accommodation to and from the venue With bespoke sponsorship and exhibition packages also available, there has never been a better time to place yourself at the very heart of European light rail.

Scan the QR code to register your details or to book for the event.

19-20

March

ORGANISED BY

CONTENTS

NEWS 44

Parramatta line opens in Sydney; Belgrade announces free transport plan; San Francisco foresees financial threat; Dubai Blue Line contract awarded.

RAIL LIVE: S h OW REPORT 48

Geoff Butler reports on this year's Rail Live event in Zaragoza, which emphasised networking and focused on digitisation and sustainability.

SERVICE IN SEVILLE 51

TAUT talks to Metro de Sevilla about gaining customers through returning to the basics, and doing these well.

g ROWT h IN g RU dz I Ądz 14

Andrew Thompson visits Poland’s smallest tramway, where despite this distinction, significant investment has seen vast growth over the past few decades.

URBAN PLANNIN g 60

With the UK government setting even higher housing targets than previously, Reg Harman and Nick Falk explore why light rail is key to meeting these targets.

SYSTEMS FACTFILE : MELBOURNE 64

Neil Pulling explores the world’s largest tramway system in Australia, where scale makes modernisation a challenge.

WORL d WI d E REVIEW 71

Further Flexity deliveries in Toronto; Metro line 3 opens in Beijing; Tampere signs new contract for ForCity trams; Nice postpones line 4 construction; Braunschwieg seeks permission for new tramway.

CLASSIC TRAMS: PCC S IN d EN h AAg 76

Three years of celebrations kick off in the Netherlands with the arrival of three PCC cars. Mike Russell tells their story.

Don’t buy a ticket – it’s legal in Serbia

It’s one way of cutting traffic congestion in cities at a stroke – make all public transport free.

While most transport operators would never contemplate the idea because of the cost, the Serbian capital city of Beograd (Belgrade) –population 1.7 million – did just that on 1 January, and for several reasons.

Beograd has done its sums, and reckons it makes sense because private car usage has spiralled over the last decade, having major negative impacts on business, pollution, and public health. At the heart of it, the city has never really got on top of fare evasion, and the shift from ticket machines to mobile phones hasn’t worked. With astute management, Beograd considers that the cost of running trams, trolleybuses and buses without fares will be balanced by benefits and the savings in enforcement and administration staff. The need to keep on top of ticketing technology will also be swept away.

A similar system has been operating across most of Estonia for a while. However, only local residents in the capital of Tallinn get a free ride, and tourists and visitors still have to validate a pass when boarding, with a hefty fine for non-compliance. Overall, it’s been a mixed success because the fall in emissions hasn’t been as great as was hoped, car usage has only dropped by 5%, and an unhappy consequence is that tram-happy local people are less healthy because they only exercise half as often.

As we can read in this issue, Artificial Intelligence and its money-generating potential is so great that the latest Rail Live! show in Zaragoza, Spain, devoted a whole section of the main hall to it. As we enter the second quarter of the 21st Century, AI is as much a headline-maker as line extensions, new rolling stock and modal transfer. We will watch it all with immense interest as 2025 progresses. Matt Johnston, Editor

COVER: The Queen Victoria Market stop on Elizabeth Street. Safety signage on the B2 tram include STOP flags which flip out as doors open and an example of the 'Beware the Rhino' safety campaign. Neil Pulling

FEBRUARY 2025 Vol. 88 No. 1046 www.tautonline.com

EDITORIAL

Editor – Matt Johnston matt@mainspring.co.uk

Associ At E Editor – Tony Streeter tony.streeter@mainspring.co.uk

WorldW id E Editor – Michael Taplin miketap@mainspring.co.uk

sEN ior c o N tributor s –howard Johnston , Neil Pulling WO rl DW i DE C ONT ribu TO r S r ichard Foster, Andrew Grahl, Andrew Moglestue, Herbert Pence, Mike russell, Nikolai s emyonov, Alain s enut, Andrew t hompson, Witold urbanowicz, bill Vigrass, t homas Wagner, Philip Webb.

Productio N – Lanna Blyth tel: +44 (0)1733 367604 production@mainspring.co.uk

d E si GN – d ebbie Nolan

A Dv ERTI s I ng

co MME rci A l M ANAGE r – g eoff Butler tel: +44 (0)1733 367610 geoff@mainspring.co.uk

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Letbane system to grow

The Letbane, the tram system in the Danish city of Odense, is set to grow after the city council approved plans for a 4.9km (threemile) branch. It is not clear when construction of the line through the eastern suburbs from Korsløkke to Seden will start or when it might open. However, the decision was published as part of Odense’s 2025 municipal budget. It is expected to cost DKK1.78bn (EUR239m).

The 14.5km (nine-mile) Letbane opened in May 2022. It now carries 662 000 passengers/month between Tårup and Hjallese.

Penang tenders issued

Tenders have been issued for a contract to design, build, operate and maintain the proposed 29km (18-mile) light rapid transit system on Penang Island in Malaysia. Known as the Mutiara Line, it will be 1435mm gauge and will link the capital George Town with Butterworth on the Malay Peninsular and Silicon Island, an island under construction to the south of Penang Island. The line is to have 21 stations in total.

The deadline for tenders is 14 April. It is hoped that construction could start during 2025.

São Paulo: New trains Alstom is to deliver the first of 22 new trains for São Paulo metro’s line 6 during 2025. The new trains have been developed by Alstom and Linha Universidade, which is building the new underground line.

Each train can carry over 2000 passengers. Trains are to be automated and are being built using stainless steel to reduce weight; they will consume less electricity than previous trains. The trains are being built at Alstom’s Brazilian factory in Taubaté, near São Paulo.

Line 6 (or the Orange line) is to be 15.9km (9.9 miles) long and link Brasilândia with São Joaquim. It is due to open in 2027. A 7km (4.3-mile) extension to São Carlos is also planned.

Australia’s Parramatta Light Rail line opens

Services start on new Sydney suburban route

Passenger services started on Parramatta Light Rail in the western suburbs of Sydney (Australia) on 20 December. The 12km (7.5-mile) 1435mmgauge line L4 links Westmead to Carlingford via Parramatta centre and has been under construction since 2019.

The opening was originally due to take place in August but was postponed (TAUT 1042).

Transdev is to operate the AUD2.87bn (EUR1.72bn) line for eight years, with a possible extension for a further ten years. It is to provide a nine-minute peak headway (12-16 minutes off-peak) using 13 CAF Urbos 100 45.5m seven-section doubleended trams. Some 4km (2.5 miles) of the line is without overhead, so the trams are equipped with supercapacitors and traction batteries.

The new line is expected

to attract 22 000 passengers/ day and 55 drivers have been recruited. More than 5000 trees have been planted to ‘green’ the project.

L4 is part of the Transport NSW Opal network. Opal Card holders can tap-in and tap-out at each stop. However, the

line is separate from Sydney’s other tramlines (L1-L3).

Trams were last seen in Parramatta 80 years ago. Phase two of the project, a 10km (6.2-mile) branch to Sydney Olympic Park, was approved in February 2024 (TAUT 1039). It could open in 2028.

Belgrade launches free public transport

‘No one will have to pay for a ticket anymore.’

So said the mayor of Beograd (Belgrade), Aleksandar Šapić, on 18 December when he announced that, from 1 January, public transport in Serbia’s capital city was to be free.

Beograd has a population of 1.7m and car usage has increased by 250 000 vehicles in the last

ten years, Mayor Šapić said. Consequently, traffic congestion has become a major issue.

Some commentators have suggested that the scheme will not cost much to implement due to widespread fare evasion under the current system of payment, by mobile phone text message. Free transport covers the tram, bus and trolleybus network.

The first construction contracts for the city’s RSD2.4bn (EUR20.4m) metro system have been signed with PowerChina. The first phase covers two lines: Železnik – Mirijevo and Mirijevo – Bežanija. These are expected to be operational by 2030.

Mayor Šapić has also vowed to renew the city’s tram, bus and trolleybus fleet by 2027.

Blackpool commits to future of heritage trams

Blackpool Transport (UK) sparked outrage on 6 December when it announced that it would suspend heritage tram operation. A statement said: “Following a thorough review, we have made the difficult decision to suspend our Heritage Tram Tours. Operating the heritage trams alongside our modern fleet has become increasingly challenging, with issues such as depot space, tram movements, general safety and maintenance conflicts making it difficult to continue running the service effectively.

“This decision was not taken lightly, but we believe it is the most practical step to support the evolving needs of our business and maintain the overall efficiency of our operations.”

However, a backlash from enthusiasts and local residents sparked Blackpool Transport Managing Director Jane Cole to say on 10 December: “I can confirm that the future of our heritage trams is safe and we aim to have them back on the Promenade next year [2025].

“However, before that can happen, there are a number of

complex operational issues that need to be addressed. While we work on these, we have made the difficult decision to suspend operations.

“We apologise for the disappointment and inconvenience this has caused to our passengers, but it is the right decision at this time.

“It is also important to clarify that the suspension of tram tours does not affect plans for the Rigby Road tram shed. In fact, it highlights the importance of bringing our vision for Tramtown to life to

preserve Blackpool’s heritage.”

Blackpool’s tramway was the first electric tramway in Britain when the initial section to Fleetwood opened in 1885. It is also Britain’s only first-generation tramway still in operation and boasts an impressive fleet of historic vehicles, ranging from the Standards of 1924 vintage through the Railcoaches and Balloons of the 1930s to the famous ‘illuminated trams’ with outlandish bodywork, many of which were built in the 1960s.

BELOW: Opening day scene at Westmead. NSW Government

Financial threat to heritage in San Francisco?

Looming end of COVID funding calls services into question

San Francisco’s public transport operator Muni faces a potential financial crisis when emergency COVID funding ends in 2026. This could leave the US operator with a potential USD300m (EUR288m) hole in its finances.

Options presented to Muni’s board include suspending lightly-used bus lines, reducing frequencies, and suspending the famous cable car services and

the F Line heritage tramway. While it could save an estimated USD33m (EUR31.8m) per year, withdrawing cable car and F Line services attracted much media attention and spurred ad hoc groups to launch petitions.

Outgoing Transportation Director Jeffrey Tumlin told news outlet KQED: “Every single one of Muni’s main sources of revenue has declined as a result of work from home.”

However, Mayor-elect Daniel Lurie posted on X: “Even amidst an unprecedented budget deficit, some things are untouchable” and that the cable car system is “here to stay”.

This view was echoed by outgoing mayor London Breed.

Tumlin stepped down on 31 December, after five years. He appointed Julie Kirschbaum, Muni’s Director of Transit, as interim Director.

Stuttgart light rail extended

A 700m line has become the fifth extension to Stuttgart’s Stadtbahn network in the last 11 years. The new line in the German city, from Leinfelden Bahnhof to Leinfelden Neuer Markt, increases the size of the system to 136km (85 miles), with 24.5km (15 miles) of that in tunnels under the city centre.

Line U5’s new southern terminus (Leinfelden Neuer Markt) serves a shopping centre, corporate campus and residential district. The new 1435mm-

gauge route runs parallel to the Deutsche Bahn main line and is primed for further extension to nearby Echterdingen by the end of this decade.

The full U5 journey time from Stuttgart Hbf to Leinfelden Neuer Markt is 27 minutes, though U5 is one of the few lines in Stuttgart that only operates on a 20-minute peak (usually ten minutes) or 30-minute off-peak interval. This is because part of the route is duplicated by other Stadtbahn lines.

Piccadilly upgrade work underway

The first weekend closures on London Underground’s Piccadilly Line took place in the final weeks of 2024. These are to be a regular feature until June to permit the line’s infrastructure to be upgraded between its eastern terminus at Cockfosters and its western extremities at Uxbridge and Heathrow.

The improvements are part of a GBP2.9bn (EUR3.5bn) plan to improve the line through the UK capital, of which the introduction of 94 new Siemens trains is part. New facilities are being built at Cockfosters and Northfields depots.

The closures permit improvements to be made to the track, reductions in the step between trains and platforms, increasing the power supply, modifying the signalling system to cater for the longer trains, and installing new platform cooling systems.

Strasbourg alternatives sought

A commission of inquiry has issued an unfavourable opinion on a proposed tramway in Strasbourg for what is believed to be the first time. According to media outlet Batinfo on 12 December, Mayor Jeanne Barseghian, and President of the Eurometropolis of Strasbourg Pia Imbs, said they would consider alternatives to the route, which would use Avenue des Vosges.

A public inquiry took place between 9 September and 18 October over the proposed extensions. Any alternative route is unlikely to be announced until after the 2026 city elections.

The 4.8km (three-mile) extension to Schiltigheim and Bischheim could include nine new stops and cost EUR268m.

ABOVE: Heritage tramway operation along San Francisco’s Embarcadero is popular with tourists. It is the only place you can ride a Blackpool Boat in public transit service. Market Street Railway

BELOW: Stuttgart LRVs at the new terminus Leinfelden Neuer Markt. A. Thompson

UK’s Stadler Class 555s enter service

Generational change in rolling stock underway on Tyne and Wear Metro

The first of the Tyne and Wear Metro’s Stadler Class 555 EMUs (UK) entered revenue service on 18 December. Unit 555021 worked the 11.04 Pelaw –Monkseaton via Newcastle city centre, with drivers Jon Doughty and Chris Mongan.

Doughty said that the “introduction of this new train signals the start of a

Keolis contracts renewed

Keolis is to have two French public transport service contracts renewed. That with Métropole Européenne de Lille is to renew on 1 April. It lasts for seven years and Keolis aims to increase public transport usage by 25% by 2031.

Keolis plans to renovate trains on Metro line 1, order 27 new trams and launch its ‘Flexity’ ondemand system. It also plans to introduce a contactless ticketing system across Lille’s networks. Meanwhile, Keolis’ operating and maintenance contract with Orléans Métropole council for the TAO network was to be renewed on 1 January. Keolis has promised “24/7 transport services, ensuring that 100% of the city region’s residents have access to a TAO service within 500 metres of their home”. It has also committed to increasing annual ridership to 44m by 2030.

transformative era, one that promises greater reliability, enhanced comfort, and cuttingedge technology.”

The first of the 46 new EMUs arrived on the system in February 2023. The testing process took longer than originally anticipated, with operator Nexus saying in January 2024 (TAUT 1035): “We’ve identified that further testing…

is required… This will impact the current delivery timescales.”

Stadler has delivered 13 new sets and these were to enter general revenue-earning service as this issue closed for press.

Stadler plans to deliver a further 25 Class 555s during 2025, with the remainder of the order to come in 2026.

Part of the Swiss manufacturer’s Metro family,

the Class 555s share similarities with new vehicles for the UK’s Glasgow Subway, as well as those for the U-Bahn in the German capital, Berlin. They are built at Stadler’s St. Margrethen plant.

The Class 555s replace the system’s Class 599 Metrocars, which were built from 1978 for the opening of the Metro in 1980, and which were most recently refurbished in 2010-15.

Québec trams on again

A CAD3bn (EUR2bn) tramway project that first landed on planners’ desks in 2018 has re-appeared under a new administration. Québec’s new Transport Minister, Genevieve Guilbaut, announced on 16 December that construction of the first phase – the 19.3km (12-mile) west-east line from

Trams return to Reși a

A public tram service in the Romanian city of Re șiț a started on 1 December, for the first time since 2011. Re-opening of the 9km (5.6-mile) line from Kaufland to Piaţ a Republicii has been discussed many times over the years, but the availability of EUR25m of European Union funding was a key factor in making it happen. Scheduled service started on 20 December.

The tram serves 18 stops, with fare payment only accepted via cards and SMS. Frequency is every seven minutes at peaks and every 15-20 minutes at other times.

The refurbished tramway uses 13 low-floor 19m articulated trams from Turkish manufacturer Durmazlar.

The 1435mm-gauge tramway was originally opened in 1988, but it suffered from poor build quality and the Romanian-built TIMIS trams became unreliable. Some renovation work was carried out in 1994-95 and Düwag trams from Dortmund in Germany were acquired, but the line closed in August 2011. Further expansion is planned to extend the line from Piaţ a Republicii further east to an interchange at St ăvila.

Cap-Rouge to Maizerets –would start in summer 2027, for completion in 2033.

The new line is to have a 1.8km (1.1-mile) subway, including two underground stations. Known as TramCité, it will require 34 47m trams; the order for Alstom Citadis Spirit vehicles – cancelled along with the original tramway

proposal in 2023 – could be revived.

Mayor Bruno Marchand said: “Finally, it feels like we’re in a modern city.”

Phase two comprises a 7km (4.3-mile) north-south line to Lévis, on the south shore. The total cost is likely to be CAD7.6bn (EUR5bn) at 2024 prices.

ABOVE: A Durmazlar tram running in Reșița. Radio Resita

BELOW: Artist’s impression of the planned Québec tramway. City of Québec

Contract awarded for Dubai Blue Line construction

Deal worth AED20.5bn won by Turkish/Chinese consortium

Dubai’s Roads & Transport Authority has awarded the AED20.5bn (EUR5.4bn) contract to build the Blue Line metro to a consortium of Turkish (MAPA/LIMAK) and Chinese (CRRC) companies. MAPA and LIMAK will be responsible for civil engineering and CRRC will oversee mechanical and electrical engineering.

Work should start in April with a completion date of 9 September 2029. This is the 20th anniversary of metro

operation in the United Arab Emirates city.

The Blue Line will comprise 15.5km (9.6 miles) of underground tracks and 14.5km (nine miles) of elevated tracks running from Al Khor (and an interchange with Green Line) via a new 1.3km (0.8-mile) bridge over Dubai creek to International City and Dubai Academic City. There is to be a 9km (5.6-mile) branch from International City to Centrepoint Interchange, where it will meet the Red Line. International City will be the largest underground

interchange station, designed to handle 350 000 passengers/ day, while Dubai Creek Harbour will be distinguished by a unique architectural design. Blue Line capacity is to be 46 000 passengers/hour/direction.

The depot will be close to the Academic City terminus. CRRC is to build 28 trains.

Completion of the Blue Line will increase the size of the Dubai metro to 120km (74.5 miles).

The 14-station line supports the urban planning initiative of a 20-minute city and transitoriented development.

Stadler US to become standalone division as market continues to grow

Stadler US was to be established as a standalone division within the Stadler Group from 1 January, with current CEO Martin Ritter joining the Stadler Group board of management.

Stadler has had a factory in Salt Lake City, Utah, since 2016. It now employs more than 500 staff and has fulfilled significant orders for GTW and FLIRT multiple units.

Now, the company has announced its largest contract

to date – a USD500m (EUR481m), eight-year agreement to supply communications-based train control to the Atlanta metro system.

Martin Ritter said: “I am delighted to have been asked to run Stadler US as a division in its own right. The decision to make the US a separate entity demonstrates the importance of this location for the entire Stadler Group.

“It is down to the tremendous commitment of all the

employees here in Salt Lake City and I would like to thank everyone for their dedication. I look forward to taking on the new challenges and continuing to grow the North American market.”

Stadler US’s factory is undergoing further expansion for increased production, including bodyshell manufacturing. These upgrades align with Stadler’s ambitions to meet growing demand in the North American rail market.

Metro affected by flyover closure

The Gateshead Highway flyover, an elevated section of the UK’s A167 road, was closed on 19 December on the advice of Gateshead Council’s structural engineers. A suspect pillar is at the root of the problem and engineers temporarily reinforced the bridge using support struts.

This effectively closed the Tyne & Wear Metro tunnels that run underneath the flyover.

Nexus Managing Director Cathy Massarella said: “This is an unprecedented situation and one of the biggest operational challenges we have faced.

“We hope to maintain services south of the Tyne for as long as possible, however, we need to be realistic about the impact of this closure. We are currently unable to maintain trains south of the River Tyne and this will impact our maintenance schedule and the performance of these trains.”

Work to strengthen the flyover started on 27 December and took four days to complete, with services to all stations resuming on 31 December.

Portland approvals

The city council of Portland, Oregon, approved major aspects of the planned Portland Streetcar non-wired extension to Montgomery Park on 11 December. These included a finalised route that will terminate on NW 26th Ave at Wilson St, making the length 1.3km (0.8 miles).

The decision clears the way for the submission of applications to the US Federal Transit Administration and regional entities for grant funding. Construction is not expected to begin until 2028 for opening in 2030.

The offer of a tender for new trams has been delayed until spring 2025. The extension will require new vehicles, as the current fleet does not include cars with an off-wire capability.

Cluj-Napoca bids for funds

An application for EU funding was to have been made by the Romanian city of Cluj-Napoca by the end of 2024 in order to help finance a 48.8km (30-mile) cross-city commuter rail line.

The go-ahead for the RON1.15bn (EUR228.5 million) project was given in October and Mayor Emil Boc confirmed that an application would be made under the European Union’s Transport Programme 2021-27.

The project is to involve upgrading and electrifying existing railway lines. Stations between Bonț ida and Gârbău would be modernised and eight new ones built.

ABOVE: Stadler is supplying new trains and a new train control system to the Atlanta metro. Stadler

New

challe N ges for urba N tra N sit

over 1000 senior professionals met in Zaragoza, spain, to find the best way forward for light rail. geoff butler reports on some of the highlights.

Light rail systems and metros worldwide are facing a host of new challenges head-on as we enter the next quarter of the 21st Century. Climate change and digitalisation are familiar, and now there is a newcomer: Artificial Intelligence (AI).

These were just some of the topics that livened up the Rail Live! 2024 conference and exhibition in Zaragoza from 26-28 November. A thousand senior professionals gathered in the thriving Spanish city that is renowned for its transport excellence, and there was greater emphasis this time on networking and facing up to the future.

The metro and light rail hall was especially busy. The first day began with welcome speeches from the Minister of Transport and Mobility Óscar Puente Mafex, the Spanish Rail Industry, Zaragoza civic leaders, and the Aragon Government. A panel session on ‘How rail can deliver for customers, society, and the environment’ discussed the impact of the global rise in temperatures and improving the passenger journey experience, including resilience and security. These drew a consensus for a serious need for continued investment over the long-term, above all.

Michal Borecky from Dopravní podnik Prahy (DPP) described the automation of lines C and D in Prague. The Czech capital city’s first metro line opened in 1974, and the system now has 61 stations on its 66km (41-mile) route, with 440 million passengers a year using the current three lines.

The new Metro line D project is a driverless greenfield project of 10.6km (6.6 miles), with ten stations and a fleet of 16 trains.

The project survey started in 2019, with construction commencing on 21 April 2022. The first section with eight stations should open in six years’ time. The rolling stock and signalling will integrate with line C and use the same (but modernised) Kačerov depot for commissioning and maintenance until the new line D depot at Písnice is completed, along with the final station in the second phase.

There is a host of economic benefits in doing it this way, including competitive pricing for 53 trains in a joint tender with line C. The core objectives are a fully driverless metro operation, Communications-based Train Control (CBTC) signalling, platform screen doors, and an upgraded operations control centre.

After this, CAF’s Ion Irazabal spoke about sustainable mobility and how the Spanish rolling stock manufacturer is implementing integrated mobility based around a global demographic increase for practicality and multimodality. The emphasis is on increasing capacity to allow for this growth.

aboVe: rail live! 2024 opened its doors to over 1000 rail professionals at the end of November, with a common goal of facing up to the future and the environmental and technological challenges it brings.

aboVe: Jorge Maroto, Director general of Metro de sevilla, talked about how the system is delivering sustainable transport through digital transformation and operational excellence.

Metrotenerife’s answer to further congestion on the roads and better link the north and south of the Canary island is a passenger train service, as well as extending and building new lines in the north. It is

looking to expand line 1 by 2.5km (1.6 miles) with four new stops, line 2 by 3.1km (1.9 miles), also with four new stops, and add two new lines. Line 3 will be 6km (3.7 miles) and have six stops, and line 4 will be 6.1km (3.8 miles) with eight stops. The operator also used the event to promote its own products: the SIMOVE on-board speed monitor, and via-Movil, a ticketing system that uses a mobile phone instead of a paper ticket, including purchase and validation. Frank Ploger from Hamburger Hochbahn talked about Hamburg’s new east-west U5 line, which uses stateof-the-art technology. It will connect the UKE hospital, university, main station, event arenas, and City Nord business district. Hochbahn is promised to set new standards of comfort and convenience, and fully automated services will run at 90-second intervals at peak times. It is estimated that 270 000 passengers will use U5 every day, starting in Bramfeld and Steilshoop, travelling via City Nord Winterhude, Uhlenhorst, St. Georg and on to the railway station, via the city centre, to Hoheluft and Siemersplatz, finally to the Volkspark in Stellingen.

The 2km (1.2-mile) U5 will be a faster and more environmentally-friendly alternative to private cars, free of emissions and powered

“How can journeys be made less daunting? There is a need to have 100% fully-accessible systems for all.”

by 100% green electricity. Efforts are being made to reduce carbon dioxide emissions by more than two-thirds during construction, making it the most climate-friendly metro scheme in Germany.

Manuel Simon from Cemit (Oslo, Norway) explained how his company supplies rail intelligence for the light rail and metro sector by collecting information digitally each day over 40 000km (25 000 miles), without interfering with existing systems or hardware. The data flows through the Cemit AI platform to detect patterns and anomalies on the track or in vehicles, which is used to prevent critical errors, and improve both ride quality and maintenance.

Delivering benefits

Day two began with a panel debate, with contributions from Ana Morena (Los Tranvía de Zaragoza, Spain), Oscar Playa (TMB Barcelona, Spain) and Jorn Schwarze (Kölner Verkehrs-Betriebe, Germany). They discussed the delivery of benefits in urban rail services to drive the economy forward.

A common theme was the need to move forward as city populations are growing, and how best to look at congestion and environmental impacts.

The tramway in Zaragoza runs from north to south, and is very important as it connects all major areas including the universities, hospitals and football ground. It is accessible to all, and ticket prices are kept low to encourage greater ridership. A remarkable seventh of the city’s total population rides on a tram every day.

Accessibility and affordability are common factors to consider, and finding better ways to encourage people to use park-and-ride areas if they travel in from outside the city, often using bikes and e-scooters that can be parked safely at stations for people to change to metros and trams.

Jorge Maroto (Managing Director of Metro de Sevilla) spoke about the ever-changing needs of passengers, looking at sustainability, digital transformation and operational excellence. Solar panels and rain collection is important, as are ‘passenger pain points’ which are described as not having to buy a ticket for each journey, using tap-andgo instead. Metro de Sevilla was the first subway system in Spain to allow the use of a bank card, while WhatsApp technology has created a ‘Telmo’ chatbot to answer all general questions from passengers. It speeds things up, and is working well.

Metro de Sevilla wants to increase capacity with improved vehicle maintenance, and engage fully with the passengers and achieve a high customer satisfaction rate (see page 51 of this issue of TAUT for more on Metro de Sevilla).

Jens-Oliver Schuenzel from the stateowned KfW Ipex-Bank (Frankfurt, Germany) spoke about ‘green finance’ for rail and infrastructure projects, both medium and long-term. Examples so far include loans for railway infrastructure projects in Norway, ÖBB’s new electric units in Austria, and the Egyptian National Authority’s new highspeed tunnels.

There was another panel debate covering the construction of new light rail and metro projects and the impact of reducing carbon to benefit the environment. On the conference platform were Nicola Small from Transport for West Midlands/Coventry Very Light Rail (UK), Pedro Farinha Pereira (Metro Lisboa, Portugal) and Frank Ploger (Hamburger Hochbahn, Germany).

They spoke about how electric vehicles are used in construction, and heavy goods vehicles are moving to renewable diesel power. More trees are being planted to absorb emissions, LED lighting is in common use, solar panels have been installed (especially

below left: a panel debate covered the need to deliver urban rail services to drive the economy forward.

on depot roofs), and there is also better connectivity with other modes of transport such as electric buses and taxis.

Climate change was also discussed, looking at the impacts of greater and heavier rainfall, more intense storms, and hotter days. There are other negative influences, such as the rise in Uber taxis, at a time when most cities would like more people to walk, cycle and use public transport.

A further panel debate at the end of the day covered the need for fully inclusive and accessible systems. Natalie Rodriguez (Hamburger Hochbahn, Germany), Catherine Langlois (VIA Rail Canada) and Hans Cruse (Spårvagnsstäderna, Stockholm, Sweden) discussed how they look after disabled passengers, including the blind and partially sighted. How can journeys be made less daunting? Everyone agreed that there is a need to have 100% fully-accessible systems for all.

Overall, this was another great conference that certainly made people think and set them talking about how they can better react to climate change. They can all act now.

“Zaragoza, in the north east of Spain, is one of the main crossroads in the Iberian peninsula, equidistant to Madrid, Barcelona, Valencia and Bilbao, and with a long rail history. Connected to the high-speed line between Madrid and Barcelona, it also has one of the most iconic light rail systems in Europe.

“Zaragoza’s 12.8km (eight-mile) tram line 1 has a daily average ridership of over 110 000 passengers per day, which is amazing for a city of 700 000 inhabitants. It is a model of excellence that must be experienced.”

Marcos Español, Head of Communications Tranvía de Zaragoza

below: raul Parra of Metrotenerife spoke about expansion plans for the canary island’s rail offering.

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service goals in seville

What does a light rail system need to do in order to increase ridership beyond pre-coviD levels? listen to customers and get the basics right, seville Metro’s Jorge Maroto tells TAUT.

All light rail systems want to increase ridership.

More people mean financial security, and a light rail system that’s financially healthy is better for the environment and better for the wellbeing of the people it serves.

But how does such a system attract more people? Is it through investing in shiny new assets? Or will an attention-grabbing extension do the trick?

For Jorge Maroto, Managing Director of Spain’s Metro de Sevilla, the answer is simple: provide a reliable service.

“It’s mandatory,” he says. “This means doing the basics well. The customer needs a reliable service. They need the train to be there when they go to the station and they need to know how long it’s going to take them to reach their destination.”

Maroto told delegates at the 2024 UK Light Rail Conference in Leeds on 17-18 July that Metro de Sevilla has undertaken a three-pronged approach –focusing on sustainability, digital innovation and operational excellence – in order to “become the best mobility solution in the city of Seville”.

This is an organisation that doesn’t rest on its laurels. Every day, Maroto and his team

work to “offer a better service”, and he argues that, “sometimes you don’t need a huge investment to improve the service”.

The proof that this works is there for all to see: in 2013-14, Sevilla’s (Seville’s) metro carried just shy of 14 million people. The figure for 2023-24 was more than 21 million, and that’s after a global pandemic, when patronage dropped to six million a year (2020-21).

Ultimately, Maroto believes, the secret to success is to be a private-public partnership, similar to Metro de Sevilla’s model, where financial incentives should spur an operator to improve the service and thus encourage ridership.

“As operator, our payments are related to demand. For me, it should be the way forward”.

So what of this three-pronged approach?

Environmental sustainability might not have a direct impact on the customer experience, but one of the big ticks in favour of light rail as a way to move people is its green credentials.

“Being a mass transit system, we naturally reduce traffic in the city, thereby helping citizens to move in a sustainable way,” Maroto says. “However, we’ve been working to become even more sustainable.”

Initiatives include using recycled water to clean the fleet of 21 CAF low-floor Urbos 2 trams, as well as introducing ways to reduce raw materials usage and minimise waste.

The most significant of these environmental initiatives focuses on energy. That’s energy reduction (from 20 282 410kWh in 2012 to 13 548 726kWh in 2022), but also the use of renewable energy. By reaching an agreement with suppliers, Metro de Sevilla is completely powered by renewable energy (mainly solar, but wind and hydro-electric power as well). These agreements have been in place since 2015, but its participation in the United Nations Carbon Compensation Program means that, since 2020, Metro de Sevilla has been officially ‘carbon neutral’.

“Our energy consumption is about 50% in trains and about 50% in stations,” Maroto explains.

“Last year,” he continues, “we decided to take a step further in sustainability. Not only do we use renewable energy but we also produce it. We installed solar panels on the roofs of our stations to generate energy for our stations and trains.”

The metro’s 21 stations combine to form a 1.3Mw solar park that can produce about 2m kilowatt hours of electricity each year.

All images courtesy of Metro de Sevilla, unless stated otherwise.

aBove: a seville metro train leaves condequinto station (Dos Hermanas city).

That’s about 15% of the metro’s annual consumption.

“Now the sun in Seville is powering our trains. And believe me, in Seville, we know about the sun!”

That’s a great feel-good story, and those 21 million people who use the metro each year are getting about the city in just about the greenest way possible.

But how has Metro de Sevilla bounced back from COVID so quickly? That’s the focus of the second prong: ‘digital transformation’.

Maroto might call it ‘digital transformation’ but, ultimately, it starts with people – the people who use the metro.

“We work to understand our customers,” he explains. “We engage with them and let them share their perceptions of the service because we need to know about their friction points.”

A ‘friction’ or ‘pain point’ is any part of the customer journey experience that is, in some way, problematic. And that journey experience often starts long before the customer has left their own home.

In 2018, the metro team found that a ‘friction point’ for many customers was having to phone or e-mail in order to find information about potential journeys.

“They preferred using WhatsApp to talk with us,” Maroto says. “So we decided to open a WhatsApp channel to let them talk with us. And it was a success.

“When you ask a question on our WhatsApp channel, passengers will first see a menu where they can look for that information. But it’s also an artificial intelligence engine that’s learning about what the customers are asking us and providing answers.

“It was such a huge success that the team in our customer service office asked for another innovation…”

That innovation is Telmo, an artificially intelligent chatbot. Most of the queries that customers have cover the expected subjects: questions about tickets and ticket prices,

routes and journeys, as well as timings. Telmo relieves the pressure on the customer service team by being able to answer these types of questions quickly and efficiently.

“If it is not able to give a solution to the customer, Telmo says ‘Wait a moment, I’m going to put you through to a colleague’. Then a human takes control. That way, the number of people taking questions that have to be solved by a human is very low.”

How does Metro de Sevilla identify what those friction points are?

Firstly, the team have plotted the customer journey map for six ‘customer archetypes’. There’s Julián, the 82-year-old retired head of an energy company, Andrés, the 30-yearold doctor and even Kate, the 19-year-old British student.

“And since we are in Spain, there is always María,” jokes Maroto.

Metro de Sevilla then complements these six fictitious passengers by speaking to real customers, through surveys, focus groups and interviews.

This knowledge helps the team identify friction points in the journey, which they then work to resolve, either with an off-the-shelf solution or adapting an existing product.

“Then we develop action plans and make service improvements.”

Sometimes those service improvements can be quite radical. Such as 2020’s decision to replace ticket vending machines with an EMV contactless payment system.

“One of the main pain points for our customers was going to the vending machines to buy tickets. We looked for new ways to improve the system… then we decided that the best way was to stop using the system.”

Metro de Sevilla became the first subway in Spain to do away with the need for a physical ticket. The launch of ‘Tap & Go’ was a natural step along the journey that actually started in 2014 when the metro launched its ‘online recharge’ system, whereby customers could make payments to ‘recharge’ a travel ticket. This was also a Spanish subway first.

That journey took another twist in 2021 with ‘Smart Post-payment’. This enables a customer to undertake unlimited travel throughout the month, with the bill coming at the end of that month. But Metro de Sevilla promises customers that they will pay “the best rate”.

In fact, as Maroto says, “The more usage, the less money you have to pay per trip.”

For a city with a population of 1.5m (that’s the metropolitan area – the province has about 2m people), Sevilla has a low crime rate. The metro experiences very little vandalism. In fact, Metro de Sevilla is a very safe system. This is largely due to its isolated, underground nature.

aBove: Telmo is an artificially intelligent chatbot that can field a range of commonly-asked questions, thus relieving pressure from the customer service team.

rigHT: solar panels are visible on the roof at san Juan Bajo station (san Juan de aznalfarache city).

aBove: The Metrocentro tram opened in 2007, a complementary form of transport for the Metro. Here, caF Urbos 3 301 arrives at the archivo de indias stop on line T1 just outside of sevilla cathedral along the av de la constitucion; 302 waits at the other platform. Elliott Brown, Flickr CC BY-SA 2.0

Metro de Sevilla is an 18km (11-mile) light rail system, which runs roughly south-west across the city that is the capital of Andalucía, one of Spain’s autonomous communities. Much of the line, built to 1435mm-gauge, is underground, including 15 of its 21 stations, but it has some elevated sections. Termini are at Cuidad Expo and Olivar de Quintos.

“We are a light rail subway,” Jorge Maroto explains. “Within our subway infrastructure, we have a Bombardier – now Alstom – signalling system. Our communications-based train control system [enables] automatic train operation. We have 21 trains with a capacity of almost 300 people each, and a maximum speed of 70km/h (43mph).

“We provide space for 2000 vehicles for our customers to park and continue their trip by train. As well as about 1300 spaces for bicycles and scooters.

“We are a public-private partnership, which means that the regional government looked for private companies to invest in the developing light rail infrastructure, including financing, building and operating the system.”

Spanish infrastructure company Globalvia has an 88.2% stake in the business, with the regional government taking the remaining 11.8% as well as acting as “the grantor”.

The city council of Sevilla decided as far back as 1968 to try to combat increasing traffic congestion within the historic city. It settled on a metro system, and a feasibility study was approved in 1969. Tenders were issued in 1972 and experimental digging started in 1974 on a system that would comprise three lines.

Work started in 1976, but was halted in 1981 when a monument sank. Further issues with the ground works officially grounded the project a couple of years later.

Talks about resurrecting the project started in 1999, and construction of Line 1 began in 2003. The metro finally opened on 2 April 2009.

“Sometimes

those service improvements can be quite radical. Such as 2020’s decision to replace ticket vending machines with an EMV contactless system.”

h ISTOrY OF T h E MET rO

ToP rigHT: a train passes between Blas infante and san Juan Bajo stations.

rigHT: Three vehicles pass over a funicular section of the metro, with a scenic city skyline behind.

Passing across the viaduct over the river guadalquivir.

“At night, in some cities in Spain, people prefer going by bus instead of the subway. Seville is the opposite. People feel the subway is a safe environment.”

aBove: some of the caF Urbos 2s built for the Metro were used on the tram system until its own units were ready. Both systems now combine for convenient transportation around the city. naval

“Line 3 is through a very populated area, it’s from north to south,” says Metro de Sevilla Managing Director Jorge Maroto. “I think the ridership is going to be very, very high.”

It was originally intended that Metro de Sevilla would comprise more than one route. A four-line system was still in everyone’s minds when resurrecting the project was being discussed in the late 1990s/early 2000s. however, opening Line 1 coincided with a global financial crash and this was the only line that was ever opened.

That will change from 2030 when Line 3 is expected to open. This 11.5km (seven-mile) route will connect Pino Montano with Bermejales and is to feature 17 stations. Construction started in February 2023.

Early studies into filling the numerical gap – building Line 2 – started in 2024. This 13.5km (eight-mile) line, with its 18 stations, would link Sevilla Este, in the eastern suburbs, to Puerta de Triana in the city centre. The construction of a 17.7km (11-mile) circular line (Line 4) is a long-term aspiration.

“Sometimes we have a person who hits against a door or something like that,” says Maroto. “But we don’t have vandalism.

“We are part of a group in Spain where we share our experiences and we are very happy because we see what’s happening in other big cities. In Seville, we don’t have those kind of problems.”

Maroto says that the open design of the Metro’s stations helps promote a feeling of safety. There are no hidden corners and there are always security guards on duty whenever trains are running.

“At night, in some cities in Spain, people prefer going by bus instead of the subway. Seville is the opposite. People feel the subway is a safe environment.”

Metro de Sevilla has found another use for its CCTV system to make the customer experience that much more enjoyable.

“Through our CCTV, we have software analysing what’s the number of people we have in every station, on every platform.”

leFT: seville's metro system sees a high number of passengers every day, but for special events Metro de sevilla can adapt the service to the city’s needs – more than one million people are shifted during the Feria week. a double loop enables the team to increase the number of trains in the most productive part of the line, thereby not wasting resources in areas where there are fewer passengers.

Should platforms start to get crowded, metro staff can be deployed to alleviate the situation and to make platforms more comfortable. Another factor that can make travelling on underground railway systems uncomfortable is the air quality. Levels of CO2 are constantly monitored around the system, metro staff receiving feedback on whether the ventilation system is working correctly. The metro then feeds this information back to passengers, to reassure them that the air quality is fine.

Both the platform crowding and air quality monitoring were, Maroto says, “very appreciated [during] the pandemic in Seville”.

That ‘digital transformation’ doesn’t just apply to passengers. Metro de Sevilla has introduced an innovation called ‘Triana’ for the benefit of staff, which has been three years in the making.

“Triana is the name of our neighbourhood in Seville, but it’s also the name of our robot that is helping our employees to be more productive,” he says.

“Triana deals with repetitive and timeconsuming tasks, allowing us to focus on higher value activities and improving our productivity and also our working day.”

Maroto gives an example of a staff member who had to pull information together from different internal systems in order to collate reports for presentation to the board. It was a job that, typically, could take two hours to complete. Now, Triana does it.

“When he goes to the office, the work is already done,” Maroto says, “and he can focus on more productive tasks.”

The last prong of Metro de Sevilla’s approach to improve its service is what Maroto calls ‘operational excellence’. Essentially, how could the metro increase

Fu T ur E PLA n S

its capacity within the confines of its existing infrastructure, without splashing out on new control systems or new rolling stock?

The metro has obtained that increase in capacity. And it wasn’t just a little increase but a whopping 30%.

The first stage was to work with manufacturer CAF to improve maintenance processes. That way, availability was increased, with more trains available to run at peak times. A survey was also undertaken to determine an increase in line speed, so that more trains could pass through the system but not at a speed that would be detrimental to passenger comfort. Plus, the simple act of removing some seats to increase capacity on the trains helped too.

“We also worked… to enhance our automatic driving software. We optimised the balance on traction and braking efforts to get a smoother ride, which was more comfortable for the passengers and, of course, energy saving too.”

Flexibility is key to maximising the metro’s efficiency, which is important in a city with key festivals and public celebrations taking place almost every month. These include Semana Santa, a religious event that takes place in the week before Easter, and Feria de Abril, a huge, week-long festival featuring food, wine, horses and (of course) flamenco that takes place two weeks after Semana Santa.

“We adapt our service to the city needs,” Maroto says. “During the Feria, we work non-stop for nine days. We move more than one million people.”

The metro boasts what Maroto calls a ‘double loop’ which enables it to “increase the number of trains in the most productive part of the line” so that it doesn’t “waste resources in the part of the line where we don’t have as many passengers”. The communications-based train control system has also eliminated the need for signals.

“We can stop the train [at] any point and that way we can increase our headway.”

The statistics do not lie, and the growth in ridership that the metro has experienced since COVID shows that the three-pronged

aBove anD rigHT: seville’s metro is powered by the sun, thanks to solar panels installed on the roofs of stations that generate energy for those stations as well as the trains themselves.

BeloW: one of the trains arrives at Pablo de olavide station.

approach is working. Passengers not enjoying the travelling experience would not use the system. And achieving 99.7% service reliability and 99.8% rolling stock availability is not to be sniffed at either.

But customer satisfaction is the figure that Maroto judges success by and, in 2023, its annual customer satisfaction survey resulted in an average rating of 8.2/10.

“That is a very high rate for a public service” Maroto says.

The rise in ridership cannot be ignored,

and Maroto expects this to further increase when Line 3 opens in 2030 (see panel).

“This is the evolution. Every year, more people trust us to get around the city. And after the COVID crisis, our ridership is high. We are very happy and very proud of this figure.

“People are so happy with the system that our challenge now is to meet the growing demand by expanding the network with more lines, stations, extended service hours, and higher train frequency.”

Managing Director Jorge Maroto’s aspiration that Metro de Sevilla becomes “the best mobility solution in the city of Seville” mis a sign that the 750V dc underground system faces some competition.

Some of that is light rail competition from the MetroCentro tramway opened in October 2007. Indeed, some of the CAF Urbos 2 vehicles built for the metro were used on the tram system until its own Urbos were completed.

The 3.2km (two-mile) line now connects Plaza nueva with Eduardo Dato, after the 1.4km (0.9-mile) extension from San Bernardo opened on 19 June 2024 (TAUT 1040). This is part of a long-term plan to open the tramway to Santa Justa and a link to the AVE high speed railway, operated by state rail operator r E n FE.

MetroCentro operator Tussam also operates an extensive bus network around the city, while there is a r E n FE-operated suburban heavy rail network too.

Grudziądz

growth and renewal in g rudziądz

a legacy system for a small city, grudziądz’s tramway has seen vast improvements over the past decades and continues to expand. andrew thompson explores this Polish system.

Located on the River Vistula (Wisła) in north-central Poland, the small city of Grudziądz has a population of roughly 90 000 and the distinction of featuring the country’s smallest tramway. With 9km (5.6 miles) of track and a simple layout consisting of a 7.6km (4.7-mile) north-south trunk line with a short, 1.4km (0.9-mile) east-west connector from the depot, this metre-gauge tram network dates back to 1896. At that time the city was still known as Graudenz and was part of Prussia in the German Empire. To this day, one of the city’s most impressive landmarks is a fortified Teutonic Castle that towers above the riverside embankment.

The original horse-drawn carriages of the tramway ran for just three years, before electric trams were introduced in spring 1899. A first southern extension was made in 1911 with additional short expansions being implemented in 1929 and 1938. Since 1920 and as a result of the Treaty of Versailles, Grudziądz has been a part of Poland.

During World War Two, a fierce six-week battle took place in early 1945 between retreating German forces and the advancing Red Army, which resulted in significant

infrastructure damage. Consequently, the tramway was out of use for ten months and well into the immediate post-war period. To help re-start public services, second-hand cars were eventually secured from Kraków, with the first new-built stock arriving in 1955. At least the system was never seriously threatened by closure during the 1960s, when several other small tramways in Poland were abandoned.

As typical housing estates were built in the periphery during the 1970s, a 1.9km (1.2-mile) single-track extension to the southern district of Mniszek opened in 1978, branching off from the existing north-south trunk route at the Chełmi ń ska/Południowa junction. Built to a tight budget due to the limited resources available in communist Poland at that time, the extended route had to be closed off a year later due to frequent derailments and overriding safety concerns. As it turned out, the soft terrain did not provide enough stability for the crudely-laid tracks; the route was never reopened and instead promptly dismantled.

The 1980 short northern extension to Tarpno proved more successful and Tarpno is where the main line 2 still terminates today. During the same era, various single-track

sections in the city centre were widened to double-track standard when the new type 805Na Konstal cars arrived.

In turn, older stock from the mid-20th Century was withdrawn by the late 1980s.

After the fall of the Iron Curtain in 1989 and the end of communism in Poland, additional resources became available, and so in the early-1990s various infrastructure modernisation projects were completed. A major set-back occurred when the tram depot suffered serious fire damage due to an electrical short-circuit in September 1993, with 11 vehicles and almost half of the fleet being destroyed. The rebuilt shed was ceremoniously opened in July 1994, and the municipal operator MZK received six type 805Nb replacement cars from Warsaw. In 1996, the southern end of the trunk line was extended by 1.8km (1.1 miles) from Chełmi ń ska/Południowa to Rz ądz, where line 2 still terminates today.

By the late 1990s, more pre-used rolling stock was acquired from Germany. Two Duewag GT6 from Mannheim arrived in 1997, and six more from Würzburg in 1998-2000. These articulated cars were in use until 2010, when some were withdrawn and others passed on to Łód ź. That

first batch

All photos by Andrew Thompson taken on 2 November 2023.

aBoVe: the Konstal high-floor tandem of cars 93 and 94 is seen running northbound on the singletrack section through the old town. in order to save on maintenance costs, this section was designed to use interlaced tracks instead of points.

Grudziądz

of shorter GT6 was replaced in 2010 with the longer, double-articulated Duewag GT8, ten of which were purchased second-hand from Krefeld. Due to accidents or life-cycle expiry, four of these GT8 were withdrawn in 2016, 2021 and in 2022. Yet due to the enduring presence of the iconic GT8 on the streets of the city, the quaint Grudziądz network has become a popular destination for international tramway enthusiasts over the past two decades. As of autumn 2024, however, the remaining GT8 are largely relegated to reserve duties and are no longer an assured daily sight.

For frontline duties, these classic trams have gradually been replaced by the brandnew Moderus Beta MF 28 AC cars, which were delivered by the domestic tram builder Modertrans from its Pozna ń factory starting in May 2022. These three-part, single-ended vehicles have a low-floor centre module, and therefore marked the long-intended and overdue introduction of barrier-free trams in the city. Grudziądz was the last Polish tram system to introduce such accessible cars, even though a low-floor Pesa Swing LRV had been on test in the city for one month in spring 2015.

The four Beta trams are currently complemented in regular service by six modernised Konstal 805Na-MM, which typically run in three coupled sets of two. Although these were comprehensively overhauled in 2010, replete with new cabs, they retain their original high-floor design and are not suitable for barrier-free boarding. In order to continue boosting the size and scale of the low-floor fleet, MZK ordered three more Beta LRVs from Modertrans in October 2024. These will cost EUR7.7m and are due for delivery by autumn 2026. As part of this project, EUR2m will also be invested in the depot and to adapt facilities there for the efficient servicing of the new Modertrans fleet.

Prior to the process of rolling stock modernisation, the city had invested its available resources and external funding into infrastructure renewal, implementing track replacement and line-side upgrades in various phased projects from 2013-15, and then again from 2020-23 along the length of the north-south trunk route. Thanks to these efforts, the Grudziądz tramway is fit for the future.

Because of the continued availability of EU funding and grants from the central government in Warsaw, city officials are now pursuing two planned extensions to denselypopulated residential districts not presently served by the tramway. At the southern end, the trunk line should be extended by 2km (1.1. miles) from the turning loop at Rz ądz to Mniszek, but taking a different route than the ill-fated 1978 alignment. Commissioned studies to determine the best route are currently being conducted. At the eastern end of the network, at the depot, the singletrack feeder route is to be upgraded into a permanent double-track branch line, and extended further east of the main railway station to connect with housing estates in the Stomil district. It is proposed to build roughly 2.5km (1.6 miles) of new track on the eastern edge of the network, including a 1km (0.6-mile) new, double-track alignment

Legionów / Poliklinika

Legionów / Szkoła

Wybickiego / Solna

Rynek Główny

Chełminska / Włodka

Chełminska / Piaskowa

Chełminska / Bydgoska

Chełminska / Tytoniowa

Chełminska / Jackowsiego

Południowa

Konstyucji 3 Maja

Pętla Rządz

To Mniszek

Below: the double-articulated 84, running through the city centre on the main trunk route, is just about to arrive at the Chełmińska/ włodka calling point while running southbound with line 2.

Pętla Tarpno

Legionów / Biblioteka

Aleja 23 Stycznia

Hallera / Dworcowa Dworzec Kolejowy

Chełminska / Zachodnia

Chełminska / Południowa

Potential new routes

Kilometres

“Because of the continued availability of EU funding and grants from central government, city officials are now pursuing two extensions to residential districts.”

along Rapackiego Avenue. This would also streamline empty stock movements in and out of the depot, as currently all singleended stock can only drive forward into the one-way depot, but must then exit in reverse before turning on a triangle located in front of the main railway station.

Until 2005, a line 1 service between the main station and the northern (Tarpno) terminus was in use, before being discontinued. During construction work and line 2 interruptions on the northern section of the main trunk line, a line 3 service was in use between the railway station and the Rz ądz (southern) terminus from 2013-15. Since then, the single-track feeder has only been in regular use in the morning, by line 2 trams leaving the depot, and in the evening by cars returning there. These transfer runs are open to the public and marked in the line 2 timetable. The new eastern extension and branch line upgrade will therefore allow the permanent reintroduction of a line 1 and/ or line 3 that uses both the upgraded eastern feeder and then a northern or southern portion of the main trunk route.

These improvements will help to grow ridership on the Grudziądz tramway and make the services even more useful to local residents. Generally, this quaint legacy system is a testament to what is possible in small cities with a population below 100 000, if political will and a serviceoriented mentality are in place.

toP right: Showcasing its simple but effective design with an accessible low-floor centre module, Modertrans Beta car 94 stands at rynek.

right: Beta type lrV 94 at the rządz southern terminus of line 2, with the typical blocks of flats visible to the rear.

aBoVe: Former Krefeld duewag GT8 84 of 1974 departs from the main market square rynek with a southbound line 2 service to rządz. this is along the sole remaining single-track section of line 2 through the old town, but here at the rynek stop a short double-track passing loop has been built.

light rail transit for urban renewal

reg harman and nick falk explore why investment in light rail transit is critical to national recovery, as well as the growth and renewal of the uK’s major cities.

The UK’s Labour government, in parallel with increasing economic growth, has committed itself to a very ambitious goal: building 1.5 million more homes during the present parliament. This figure was set out by Sir Keir Starmer at the party conference in October 2023 and was included in the 2024 election manifesto. It amounts to increasing the dwelling stock by a figure of 300 000 new homes a year, including new houses and flats and conversions of existing buildings.

The previous Conservative government had the same aim, but only managed to build 235 000 in both 2021-22 and 2022-23.

The numbers have been falling as volume housebuilders respond to a drop in housing demand and fears about mortgage costs, while local authorities are overloaded with pressures they cannot meet.

Its achievement is to be helped through planning reforms by updating the National Planning Policy Framework, the release of ‘lower quality’ green belt (protected) land, the reintroduction of mandatory housing targets for local authorities, and the development of new towns, probably as urban extensions. But worryingly, no mention is made of transport and accessibility, which are crucial

to the effective functioning of urban areas in economic and social terms. There remains a wide gulf between where we currently are, and recognising how spatial planning and transport could work far more effectively together, with light rail – tramways and light metro – at the core.

“There is little point setting targets without overcoming the persistent obstacles... from fractured local authorities to a huge infrastructure deficit...”

Density and transport

Development and infrastructure need to be joined up in urban conurbations. Congestion is a burning issue, like housing costs, but not generally understood. Public transport outside London lags decades behind our European competitors, which helps explain the UK’s poor economic performance.1 Good quality integrated transport is essential to achieving the wider aims of housing

goals – higher productivity and a better quality of life. It is also vital to cutting carbon emissions and improving public health through reduced air pollution and stress.

The revival of East London has been enabled through investments such as the Docklands Light Railway (DLR), and latterly the London Overground. This has increased rail usage in East London, dramatically accelerated house building around stations such as Dalston, and is turning development at Barking Riverside into what could become a new town.

There is little point setting targets without overcoming the persistent obstacles, ranging from fractured and demoralised local authorities, to a huge infrastructure deficit and a shortage of skilled people working in urban and strategic planning and in public transport. There is little value in building new homes if the current dominance of car use means that working residents spend too much time in traffic jams, cyclists are endangered, and the conditions for walking are highly unpleasant. Yet development in the green belt and urban fringe areas could lead to further car-dependent housing estates on the edge of towns or isolated in rural settings, as authoritative research studies by the RTPI and the campaigning group

aboVe: the uK’s Docklands light railway (Dlr) has helped to revitalise east london, resulting in increased rail usage and accelerated house building around stations. here car 152 approaches heron Quay from Canary wharf. Neil Pulling

Transport for New Homes have warned. 2 It follows that the government’s plans to provide more affordable homes and boost overall productivity should be based on growing or intensifying development around high-quality, high-capacity public transport, which is where light rail transit scores. To be attractive and effective enough to counter the car culture, these must be integrated and based round a core of tramways and local rail to provide the reliability and comfort that frequent travellers require. Some will serve newly-built housing outside existing urban areas. Local rail lines might also be converted to tramway lines or used on the the SwiftRail principles previously suggested by the authors. 3 But we must also build to higher densities and make better use of land too often occupied by sheds that generate few jobs and little tax revenue.

How light rail adds value

Persuasive reports in recent years have highlighted the benefits of tramways, such as Leading Light: What Light Rail can do for City Regions from the Urban Transport Group.4 However, potential sponsors and constructors face serious obstacles. Back on Track: How to build new trams in the UK and get Britain moving, published by campaign group Britain Remade, highlighted the excessive time and cost it has taken to build tramways and similar schemes in Britain. It noted the average cost per mile (1.6km) as GBP87m (EUR105.4m), compared with an average of GBP42m (EUR50.9m) across the European continent. 5 Tight control of spending decisions by the Treasury has not stopped costs ballooning.

Four lessons stand out from research into why European cities have outperformed their English equivalents:

• Britain is much more centralised than its European neighbours and the cities with the highest economic growth. Authorities in cities and city regions across the Continent have clear responsibility for most key decisions on spatial development, transport and related fields, plus the funding powers and levels to make things happen. They can thus better judge the relative opportunities and benefits within the overall context and implement projects to achieve them.

• There has been little strategic planning in Britain in recent years, and so every decision is taken in isolation. This contrasts with the French approach where local public transport strategies are joined up or ‘aligned’ with planning for city regions. Zones d’ Amenagement Concerte and Territorial Contacts provide investors with greater certainty. Land Assembly Zones are now being promoted in the London Mayor’s Manifesto.6

• Funding does not depend on central government. For example in France a supplement on the payrolls of those employing more than ten, the Versement Transport, provides a degree of local autonomy. The state investment bank, the Caisse des Depots, has the expertise to assess and fund schemes that secure better growth. The UK Infrastructure Bank has been renamed the National Wealth Fund, but the full lessons do not

Urban planning

aboVe: aarhus in Denmark was highlighted in a report as one of four cities that successfully introduced trams; each of them had five commonalities. News Oresund

right: typical french features of effective tramway development – modern city residential development and ‘façade a façade’ enhancement at Chavant, a key junction on the grenoble tramway system. Reg Harman

yet seem to have been learned.7

• The systems used for planning and evaluating new projects fail to take full account of the wider and longer-term benefits that come from overall urban renewal. This particularly reflects the role of the WebTAG system, controlled by the Department for Transport and the Treasury (see TAUT 986, February 2020)8 The Academy of Urbanism drew lessons in a webinar and report from introducing trams in four leading cities: Copenhagen and Aarhus in Denmark, Dublin in the Republic of Ireland, and Nottingham.9 These success stories had five factors in common: a compelling vision, practical options, collaborative organisation, packaging funding, and ongoing stewardship. Such an approach will be essential to building the new towns that Labour has promised. Yet the rate of growth of the proposed ecotowns at Northstowe, north of Cambridge, and at Bicester, near Oxford, has been disappointing. The existing business and development model simply does not work, even with heavy public investment, not least because it is assumed that car use will provide accessibility for a modern lifestyle. Transit schemes, if offered, are usually bus-based, chosen for their

supposedly lower costs and flexibility. But they do not provide the smooth travel and clear routes that passengers can rely on. For this, tramways – both on street and on private rights-of-way – are essential.

Some of the most successful European cities show what works.

• In Vienna, the new town of Aspern Seestadt has kept housing affordable while being rated highly on every account. The innovative settlement is being developed on the site of a former airport and connected through a metro extension.

• Copenhagen funded its first Metro line by building the new town of Orestad on the line to the airport.

• In Zürich, a housing cooperative built 97 stylish new apartments above one of its central tram depots in the Wiedikon district, called Kalkbreie, a combined residential-commercial zone.

These reflect the importance that light rail has always had across most central European and Scandinavian cities. But it is in France, where tramways almost disappeared by the 1950s as in the UK, where the greatest revival has occurred. Over two dozen cities have built new tram systems as the backbone of local transit serving urban regeneration and new development areas. Paris continues to

Urban planning

extend the major network it started only in 1992 into the city’s suburbs, where it complements the Metro and the RER. The system is also used to help regenerate poorer areas such as St Denis.

A tale of two cities

In the UK, the city of Oxford is losing out to its rival Cambridge, which has fast electric trains to London and a very high rate of housebuilding. The striking contrast between Oxford and its twin city Grenoble highlights the missed opportunities. Both are home to internationally-reputed universities, with complementary research centres and highquality manufacturing. But while Oxford is mired in congestion, made worse by the closure of the Botley Road next to Oxford Station, and with the least affordable housing outside London, Grenoble has transformed its environmental appeal and economic prospects. This reflects the powers devolved from Paris in the 1990s by President Mitterand.

French city conurbations have seen their economies outpacing the UK, not least through the enhancement of urban areas, largely based around giving the main streets over to public transport, especially tram lines. In Grenoble’s case this has involved strong cooperation and interworking by the city authorities, research centres and commercial undertakings. A network of five tramway lines links the city centre with the main community and commercial establishments and housing areas on the edge. As these evolve, so too does the tramway. Many other French cities have since done the same, redesigning their principal streets around trams, bicycles and walking.

Two key factors stand out. First, French cities do not build a tramway in isolation. Rather they regenerate a complete corridor. The ‘façade a façade’ principles are very evident in the high-quality of the built environment along tramways. Second, future development areas are considered in the design of current lines. For example, points are installed on new lines where a further line will eventually branch off.

The French approach was borne in mind by Nicholas Falk and David Rudlin in designing the notional Uxcester Garden City, which won the 2014 Wolfson Economics Prize.10 Tested out in Oxford, this showed how to build new garden cities that are ‘visionary, viable and popular’ without the need for government subsidy. Projections showed that the population could be doubled in 30 years by taking a substantial bite (about 5%) from the green belt, rather than nibbling away around villages. The increase in land values could have funded Oxford’s first new tram line as part of an integrated system.

Where do we go now?

So now is the time not just to fund a few isolated transport projects or further consultants’ reports, but to bring the different elements together. This is not an issue of technology: proven options for light rail and other systems can be bought off the shelf and manufacturers continue to put serious effort into research and development. Rather it is about government having the courage to devolve powers, and to create local

below: Plan for the notional uxcester garden City, from the 2014 wolfson economics Prize-winning submission by nicholas falk and David rudlin – a blueprint for oxford? Urbed Trust

aboVe: trams bring new life to older suburban centres through much improved connectivity. this is avenue andre Maginot in tours – note the well planned and executed highway engineering. Reg Harman

aboVe: a tramway system offers fast and reliable connectivity for large modern developments. Pictured is avenue berthelot in lyon, france. Reg Harman

trams in the vibrant centre of orleans, with Joan of arc dominating the well filled streets. reg harman

“No one mode can make a city work better on its own, so integration of public transport must replace pointless competition to get the best value.”

organisations with the capacity to deliver and maintain what is needed. The choice of locations is critical as so much depends on where people want to live, as well as how easy it is to get to work and services. As in France, transport projects need to be seen as part of wider growth plans, and this is where Labour’s promised reform of urban planning and devolution could help. This is not about unshackling private enterprise but rather removing unnecessary risks by assembling sites and installing the infrastructure needed to create healthy and happy neighbourhoods.

Starting with the long-established opportunities for tramways in major cities such as Oxford, Leeds, Bristol, or even the Stoke conurbation, this approach would enable light rail to become the basis for accessible and smart urban living across the country. Of course, no one mode can make a city work better on its own, so integration of public transport must replace pointless competition to get the best value from our urban heritage or common wealth.

To enable this approach there are seven steps that government needs to take:

1.Local authorities must have the powers and the funding to undertake serious projects. ‘We cannot afford it’ should no longer be the excuse for another busway when light rail offers the prospects for urban renewal.

2. Honest appraisal requires a framework that clearly indicates whether a light rail system offers real gains. Clearly our European neighbours have the tools to do this; why can’t we do it in the UK? We need to establish a broad appraisal system that assesses the benefits and impacts in a disciplined and cohesive fashion, with the WebTAG focus on forecasting traffic levels forming one of several elements.

3. Development strategies must have clearly-focused objectives of minimising car dependence, by making it easier and attractive to use public transport and to walk and cycle, as a basis for

developing better neighbourhoods and towns.

4. Joint ventures to develop local transport systems should be set up between local authorities, public agencies such as development corporations or London and Continental Rail, and commercial partners. These need not be on the same basis for every city region.

5. Professional education and training should seek to produce an increasing cohort of people who are well-versed in public transport modes and systems, and in the relationships that transport has with economic and spatial development.

6. Government should act in the short term to identify some areas for regeneration or growth that could form pilot projects, finding stakeholders keen to support the approach.

7. Government must make the necessary legislative changes, including revisions to the NPPF to require coordination of spatial and transport planning and a new local transport Act to allow genuinely integrated public transport.

1. Anthony Breach, Measuring up: Comparing public transport in the UK and Europe’s biggest cities, Centre for Cities 2021

2. Location of New Homes 4, joint research report 3. RTPI

4. Leading Light: What Light Rail can do for City Regions Urban Transport Group 2012

5. Back on Track, Britain Remade 2024

6. Capital Gains: A Better Land Assembly Model for London, GLA https://www.london.gov.uk/ programmes-strategies/housing-and-land/ housing-and-land-publications/capital-gainsbetter-land-assembly-model-london

7. Nicholas Falk, Funding Housing and Local Growth: How a British Investment Bank Could Help, Smith Institute 2014

8. Reg Harman, What’s your tramway really worth?, Tramways & Urban Transit, February 2020

9. Rapid Transit and Urban Recovery: How should towns and cities respond? Academy of Urbanism, 2021 www.aou.org 10. Uxcester Garden City, www.oxfordfutures.org

aboVe: Dublin’s luas network, here at Parnell Monument junction, is one system in a city cited as having a ‘compelling vision, practical options, collaborative organisation, packaging funding, and ongoing stewardship’ – all of which contributed to the system’s continued success. Neil Pulling

Melbourne

systems factfile No.208

Melbourne, Australia

A symbol of its host city, the world’s biggest active tramway is a legacy system where sheer size makes modernisation expensive and time-consuming.

AUSTRALIA

Melbourne is the capital of Victoria, Australia’s smallest yet second-most populous of the ‘mainland’ states. The City of Melbourne and the metropolitan area which adds many other municipalities both have long-term population growth. The former was home to about 177 400 and the latter 5.25 million in 2023, with Melbourne likely to become Australia’s biggest city, surpassing Sydney. Most of Melbourne’s public transport is an integral part of state arrangements. Identified by logo on trams, buses and trains, Public Transport Victoria (PTV) has responsibility for the cross-mode network.

Throughout the 19th Century’s second half, Melbourne grew as a gateway and transit port for Victoria’s goldfields, centred on Bendigo about

130km (81 miles) to the northwest. Bendigo is now noted for tram preservation and re-engineering (www.bendigotramways.com).

Horse trams introduced to Melbourne from 1884 were soon replaced, with a once dominant cable-hauled system remaining significant into the 1930s. Electrified lines grew from a 1904 debut, initially peripheral to the cable lines. Integration of the separate ventures and expansion of electrified lines came with the Melbourne and Metropolitan Tramways Board (MMTB) between 1919 and 1983. Reminders of MMTB survive around today’s system, including the letter classification applied to fleet types.

A comparatively short-lived successor, Metropolitan Transit Authority, brought trams, local trains and buses together, preceding

privatisations that included splitting tram operations by line into two franchises. Leading to fragmentation of orders for the introduction of lowfloor trams, this arrangement yielded the Yarra Trams brand. This was carried forward by the single franchisee following re-integration in 2004 and will remain the service’s title. On 1 December 2024, Yarra Journey Makers (YJM) took over from Keolis Downer, which had run the system since 2009. Comprising Transdev Australia (51%), plus the Chinese-owned, Melbournebased infrastructure and transport group, John Holland (49%), YJM has a 9.5-year contract for Yarra Trams. These two companies already run systems in Adelaide, Canberra, Parramatta and Sydney.

Melbourne’s core tram route follows about 6.5km (4.1 miles) of Swanston Street and St Kilda Road

ABOVE: The Shrine of Remembrance seen from near Grant Street Police Memorial stop on St Kilda Road, the core tram route which continues from Swanston Street south of the Yarra.

Melbourne

Words and pictures by Neil Pulling

THE FLEET

The dual-franchise era accounts for two comparable types of low-floor tram entering service around the same time. Received 2001-02 by Yarra Trams, Melbourne’s 36 Alstom three-section Citadis 202 are designated C1 (3001-3036). With the first dating from 2002, Siemens supplied its Combino model to M>Tram, a rebranding of the Swanston Trams franchise: 38 three-section D1 and 21 five-section D2. Five Alstom Citadis 302 C2 initially leased from France’s Mulhouse system in 2008 were re-liveried when bought four years later. Their ‘Bumblebee’ badges relate to the as-delivered Mulhouse livery. Marking a return to domestic production, the newest trams are three-section, low-floor Bombardier Flexity Swift assembled at Dandenong. The 50 E1 (6001-6050) and 50 E2 (6051-6100) respectively entered service in 2013 and 2017, with the E2 introducing internal safety improvements. At 33.45 metres, they are the longest trams in the fleet and will remain so for some time. The next type into service with 100 on order will be another product from the Dandenong plant, now run by Alstom. The three-section Flexity 2 G-class (F is not in the sequence) at 25 metres long and with capacity for 150 is designed to be usable on routes across the system. The early deliveries will replace many A and Z-class vehicles: system testing is expected in 2025, with a service debut due on lines 57, 59 and 82.

TOP lEfT: Bombardier E1 6032 on the Esplanade in St Kilda on 9 October 2024. The Accessible QR Code below the fleet number gives audio service and access information if used with the Navilens App. QR codes at stops lead to text information about service changes.

lEfT: Z3 151 about to leave Essendon Depot, which features Melbourne and Metropolitan Tramways Board lettering. The depot predates that organisation, having opened in 1906.

BElOW: Domain Interchange was removed in 2018 to allow Metro Tunnel works. By the Shrine of Remembrance and commemorating the Australian and New Zealand Army Corps, Anzac Station is due for a 2025 opening. Trams have served the site since December 2022.

Melbourne

which join at Princes Bridge over the Yarra River. Just north of the Central Business District (the CBD abbreviation is in common text and verbal use), Melbourne University stop handles eight lines, six of which are turned back from stub sidings between the revenue tracks. St Kilda Junction to the south-east is a complex intersection which has a convergence of five tram lines. The Swanston Street CBD section is identified as having the world’s most intensive tram coverage, with the intersection with Collins Street lines being the busiest tram crossroads. Short distances between stops and multiple intersections inevitably compromise journey times. There is a tension between having a conveniently close stop or having travel times compromised by multiple stops in a short distance.

With signed boundaries and onboard audio notifications, the Free Tram Zone covers a substantial area approximating to the CBD. All but two of the normal 24 lines pass through here at some point. The zone’s main rectangle, most of which has streets

in a grid layout, is about 2.5km (1.5 miles) by 1km (0.6 miles). Beyond here, the zone includes where the Collins Street route was extended west to serve waterside redevelopments. The zone bulges north to take in the bustling Queen Victoria Market area. The line 35 City Circle Tram introduced in 1994 mainly runs just within the boundaries of the Free Tram Zone. It uses a dedicated fleet of heritage trams, an MMTB legacy that came to symbolise the tramway and the city. With over 750 built between 1923 and 1956, the W-class was in mainstream use into the 1990s, by which time incoming new stock enabled mass withdrawals. From variants built 1951-56, the rebuilds meeting current operational standards have a W8 classification.

Even with around 250km (156 miles) of double track with over 1600 stops, Melbourne’s size means that trams do not remotely cover it all. The west in particular, even close to the CBD, lacks tram coverage. Here as across much of the conurbation, heavy rail is the main public transport

BElOW: Alstom Citadis C1 3016 at Beacon Cove, line 109’s southern terminus. The Port Melbourne station is to the right, a survivor of the route’s 1987 conversion to light rail. No longer rail-connected and now a cruise line terminal, Station Pier is a short walk away.

Depots: 8 (+ 1 due 2026) approx. weekday hours: 06.00-00.30

Line frequency: Wide variations Gauge: 1435mm

Power: 600V dc, overhead supply

City network/operator: Yarra Journey

Makers: https://yarratrams.com.au

Transport authority: Public Transport Victoria www.ptv.vic.gov.au

Civic and tourist information: www.melbourne.vic.gov.au

Tourist information: www.visitmelbourne.com

ABOVE: The longer variant of Melbourne’s Siemens Combino, D2 5020 at Moreland Road/Sydney Road in Brunswick suburb on 8 October 2024.

ABOVE: Once hosting heavy rail, an area near the modern developments south of the Yarra. Southbank depot is nearby, close to the junction of the Port Melbourne and St Kilda lines.

ABOVE: Assembled at Dandenong to the south-east of Melbourne, Bombardier Flexity Swift E1 trams entered passenger service in late 2013. The ornate 19th Century Princess Theatre is listed by the National Trust of Australia.

ABOVE: This alignment beside tracks east of flinders Street station replaced a route on Batman Avenue in 1999. The stop's lengthy name - Rod laver Arena-MCG Gates 1-3 - identifies line 70 coverage of the adjoining international tennis and cricket venues.

CENTRAL MELBOURNE

carrier. The service’s Metro brand arrived in 2009 with the incoming operating consortium, Metro Trains Melbourne (MTM), whose contract has been extended to May 2026. Not a metro by the usual distinctions, the 1500V dc overhead-supply Metro multiple units work 16 lines over about 400km (250 miles) of 1600mm (5ft 3in) gauge route. The principal stations are Flinders Street and Southern Cross: although railway-served, Melbourne Central’s name refers to a shopping centre. An architectural city icon, Flinders Street station is the main Metro hub. Prior to late 2005 identified as Spencer Street, Southern Cross station has through Metro services but is primarily the terminus for V/Line diesel trains across the state. Two platforms have dual-gauge track for access by 1435mm-gauge trains which includes the twice-daily XPT connection with Sydney. Sited towards the CBD’s western end, Southern Cross includes a long-distance bus terminal and,

like Flinders Street station, also has tram coverage at several stops. The railway’s City Loop completed in 1985 combines surface and tunnel tracks. This brought connections of radial lines and allowed coverage to be spread around the CBD. Another joining of existing routes will arrive in 2025 with the opening of Metro Tunnel, this being wholly separate from the City Loop. Running north-west to south-east, it has five underground stations of which State Library and Town Hall are in the CBD. Although many changes have been made, around 90% of the system was established by 1950 and it has 75% of its route in shared road space. Proportionally the metropolitan area is becoming more remote from rail-based public transport as the conurbation spreads. This is contributing to a per-head growth of car ownership and more car use for local journeys. Railways have yielded space for the tramway in several locations. In 1987 railways

ABOVE: Six lines are turned back on Swanston Street at Melbourne University by means of stub sidings between the revenue tracks, which handle two other lines.

“the remaining high proportion of stepped-access trams and varied stops means that accessibility remains challenging.”

to Port Melbourne and St Kilda were converted to light rail use, respectively used by today’s lines 109 and 96. These connect at a junction bordering the Southbank high-rise developments that have transformed the skyline since the 1990s. In 1999 tram tracks on Batman Avenue southeast of the CBD were removed in favour of a new alignment set beside the railway east of Flinders Street station. This brought extra access to the multi-use Melbourne Cricket Ground (MCG), already served on the north side by trains and trams at Jolimont. The Rod Laver Arena-MCG Gates 1-3 stop has crowd handling arrangements for the MCG and the extensive tennis complex on the south side. Grade separation of the railway from road-based traffic, which included trams at some locations, is continuing under the state-funded Level Crossing Removal Project which originally identified 110 locations for removal by 2030.

The remaining high proportion of stepped-access trams and varied stops means that accessibility remains challenging. The 2002 federal Disability Standards for Accessible Public Transport required providing ‘accessible tram infrastructure by 31 December 2022 and accessible trams by 31 December 2032’. Challenging for this enormous system, the second target seems as unlikely to be met as was the first. Although Melbourne now has many low-floor trams and over 450 stops classified as accessible,

full accessibility only follows when such trams are calling at stops without inherent obstacles.

Except for the W8, high-floor trams were all made by Comeng, with its factory at Dandenong to the southeast of Melbourne supplying the system from the 1950s. Following a period when European stock was bought, Dandenong’s role returned in 2013 under Bombardier’s ownership and continues with Alstom. With 87 examples dating from the early 1980s remaining, the 16.6-metre long single-car Z3 is the oldest type, followed by the 15-metre A1 (28 built) and similar A2 (42) which ended production in 1987. That year saw pantographs become standard on new deliveries and gradual replacement of trolley poles across the fleet.

Becoming Melbourne’s first articulated and air-conditioned trams, 130 two-section 23.6-metre long B2 were built 1988-94. Until the arrival of later low-floor types (see ‘Fleet’) they were also the most capacious with 186 spaces, 76 seated.

There are eight active depots, with the newest site being Southbank, opened in 1997. Built on former railway land alongside the Port Melbourne line, it is the closest to the CBD. New depot facilities opened in 2016 on the Preston works site, about 8km (five miles) north-east of central Melbourne. A new depot to handle an initial batch of G2 trams in the northwestern Maidstone suburb is due for commissioning in 2026.

ABOVE: At the free Tram Zone’s north-western corner, Waterfront City/Docklands Drive is the nominal starting point for the line 35 City Circle Tram which uses the W8-class.

ABOVE: Bombardier E1 and E2 types cross on the junction of Bourke Street and Spencer Street next to Southern Cross station.

ABOVE: The railway to St Kilda was converted to light rail use during 1987: closely spaced southbound line 96 trams run on ballasted track near Middle Park.

ABOVE: Comeng B2 2039 at Glen Huntly station on 9 October 2024.

‘Tram Square’ was taken out of use in May 2023 under Victoria’s level Crossing Removal project. Railway tracks and the new station were relocated in a trench beneath the road.

ABOVE RIGHT: HCMT E004 at flinders Street: the most modern Metro type, they will be used on services through the new cross-city tunnel from 2025. A modified Comeng unit dating from 1986 is to the right.

RIGHT: Some protection from road traffic is afforded at the lytton Street/ lygon Street stop which has streetlevel boarding.

ABOVE: footscray terminus is signed to indicate no low-floor trams on line 82. One of two normal lines not passing through the CBD, it is due to be an early recipient of the G-class based at the forthcoming Maidstone depot.

ESSENTIAL FACTS

local travel: PTV ‘myki’ smart cards cover trams, trains and buses in the metropolitan area. Visitors from outside Australia are ineligible for concessions; as such the card costs AUD6 (EUR3.67). Airport SkyBus Melbourne City Express (AUD40/EUR24.45 return) is outside myki, but arrival at Southern Cross gives easy access to the station’s PTV Hub for buying myki and fares: top-ups also at machines, main stations and 7-Eleven stores. Two hours for AUD5.30 (EUR3.24); daily fare AUD10.60 (EUR6.48); sevenday AUD53.00 (EUR32.39). Trams outside the Free Tram Zone require touch-on only; trains and buses touch-on and touch-off. PTV Hubs have free printed information: the Melbourne Tram Network + Victorian Train Network sheet is recommended for convenient use. Tram Route Guide in A-F editions give frequencies and all stops for lines covered, plus a summary system map. Except for prefixed stops on new or modified sections such as Docklands, each line has numbered stops,

thus a multi-line stop may have more than one number. Roads usually have stops with the intersecting road or nearby feature identified first in the name, also presented in bold text.

What is there to see? Main Visitor Hub at the Town Hall on Swanston Street. As for transport, Melbourne keeps faith with high-quality print information as well as offering comprehensive internet sources. Line 35’s popularity (09.30-17.00: 12-minute frequency taking about one hour for a circuit) can mean that standing fellow travellers limit the sight-seeing aspects, although audio descriptions are given. Contrasting scenes and activities along the Yarra riverside. Kings Domain immediately east of St Kilda Road tram route near Anzac Station includes the Shrine of Remembrance (www.shrine. org.au), a moving collection of exhibits in a striking building which includes a city lookout. Best reached by tram, St Kilda leisure area along the Port Phillip waterfront. Tram Museum information on www. hawthorntramdepot.org.au

ABOVE: Mulhouse’s 2023 became C2 5123 in Melbourne. The ‘Bumblebee’ sticker relates to the Mulhouse livery kept until the five Alstom Citadis 302 passed from lease to purchase.

ABOVE: With a Metro Alstom X’Trapolis in the background, high-floor Comeng B2 trams cross at an accessible stop near the busy corner of flinders Street and Spencer Street.

new TramwayS fOr 2025

Mike Taplin rounds up the major expansions and new tramway systems from around the world that should open for service in the coming year.

Sy ST em S faCT file: Bay Of C Á di Z

Neil Pulling explores Trambahia, the tram-train service combining broadgauge main line and dedicated tracks through towns and coastal marshlands.

+ Łódź (Poland) and Zwickau (Germany): City updates

+ Classic Trams: Chemnitz ’s narrow-gauge museum collection

As tram operators bid to be increasingly environmentally conscious, Richard Foster explores how our tramways could be powered in the future.

+ The latest news and analysis, system and technical development

Worldwide Review

AUSTRALIA

CANBERRA. During its first five years of operation, Canberra Metro carried 16.5m passengers and operated 4.5m vehicle kilometres (2.8m vehicle miles) with 99.98% reliability and 95% customer satisfaction. Motor vehicle traffic in the corridor the tramway serves has reduced by 18%-21%. act.gov.au MELBOURNE. Yarra Journey Makers, a joint venture between Transdev and John Holland, took over operation of Yarra Trams from Keolis Downer on a nine-year, AUD6.8bn (EUR4bn) contract from 1 December.

The first of 100 Flexity 2 G-class trams should be delivered during 2025. Transit 9 PERTH. Commuter rail services were extended from Bayswater to Ellenbrook, a distance of 21km (13 miles), from 9 December. urbanrail.net

AUSTRIA

WIEN (Vienna). A pair of Alstom Flexity trams entered service in December: 391 on line 60 and 392 on line 18. Trams 396 and 397 were still at the central workshops as this issue closed for press. tramwayforum.at

BELGIUM

ANTWERPEN (Antwerp) Linkeroever trams are to be cut back to Opera from 9 March to permit infrastructure renewal. T-2000 BRUXELLES (Brussels). Tracks in Place Royale are to close on 13 January for renewal. The work will last until mid-June. Line 10 is diverted and cut back to Trooz.

Articulated PCCs 7701, 7812 and 7818 have been scrapped. T-2000 LIÈGE. A dummy service is planned to operate on the new tramway from 11 February. The system is expected to open to the public on 15 April. T-2000

BRAZIL

SALVADOR. The 40 CAF trams purchased from the aborted Cuiabá project ( TAUT 1040) are being refurbished at the manufacturer’s Hortolândia factory and are to be delivered from August. RGI

CANADA

OTTAWA. The Trillium Line is set to re-open on 6 January, initially running Monday-Friday. The diesel-powered service ceased running in May 2022. The line has been extended from 8km (five miles) to 23km (14 miles). There’s also a 4km (2.5-mile) spur from South Keys to Ottawa International Airport (Line 4). cbc.ca

TORONTO. Alstom had delivered 32 of 60 new Flexity trams by 19 December.

Toronto Transit Commission’s Hillcrest workshop is being rebuilt with a new yard, capable of handling 25 trams.

A refuse lorry that failed to lower its loader brought down overhead at the junction of King St and Spadina Avenue on 17 December. Services 504, 508 and 510 were disrupted until 20 December.

TTC is to receive CAD758m (EUR509m) to help pay for 55 new metro trains on the 26km (16-mile) Bloor – Danforth line.

Metrolinx has announced that a signalling software fault had been found on the Eglinton Crosstown light rail line on 28 November and that passenger service would not start until ‘mid-2025’. The 19km (12-mile) line was originally due to open in 2020.

Consultants have reported that TTC lacks a robust preventative programme for the subway, with an above-average frequency of hydraulic leaks on trains.

D. Drum, P. Webb VANCOUVER. Capstan station in Richmond, on the Canada Line light metro, opened on 20 December.

The latest cost estimate for the 5.7km (3.5-mile) Broadway subway is CAD3bn (EUR2bn). The extension to the Millennium Line would connect VCC-Clark Station to Broadway and Arbutus. I. Fisher

CHILE

SANTIAGO. Siemens has been given an order for six more five-car metro trains for Line 6, which is being extended. IRJ

CHINA

BEIJING. The 14.7km (ninemile) metro line 3 from Dongsi Shitiao to Dongbabei was opened on 15 December. On the same date, the 26.8km (17-mile) line 12 opened between Sijiqinqiao and Dongbabei. The system now covers 879km (546 miles) and boasts 522 stations.

The Changping commuter rail line has been extended south by one station, from Xitucheng to Jimenqiao where it interchanges with line 12. transphoto.org CHENGDU. The 7.6km (4.7-mile) extensions of metro line 8 (Guilong Rd – Shilidian and Lianhu – Longgang) opened on 19 December. The 24.9km (15-mile) commuter rail line 27 started carrying passengers between Shifo and Shuxin Road the same day. urbanrail.net DAEGU. On 21 December, the Ansim – Hayang section

of metro line 1 was opened for passenger service. urbanrail.net

MACAU. The 2.2km (1.4-mile) Hengqin Line automated metro started carrying passengers between Lótus and Hengqin on 2 December. This features a tunnel under the Shizimen canal. Henqin is in mainland China and offers interchange with the Zhuhai Airport rail line. urbanrail.net

QINGDAO. The extension of metro line 2 from Taishan Road to Sichuan Road Ferry Terminal opened on 18 December. urbanrail.net

SHANGHAI. Metro line 17 was extended from Oriental Land to Xicen on 30 November. urbanrail.net

SUZHOU. On 1 December, metro line 7 was extended from Hongzhuang to Changlou. urbanrail.net

XUZHOU. Metro line 3 was extended at both ends on 3 December: 6.6km (4.1 miles) from Xiadian to Zhenxingdadao and 1.6km (one mile) from Gaoxinqunan to Yinshan. urbanrail.net

ZHENGZHOU. The 24.6km (15-mile) metro line 6 (Changzhuang – Qinhuafuzhong) was opened on 30 November. urbanrail.net

COLOMBIA

MEDELLÍN. CAF is to deliver 13 three-car metro trains in 2026. IRJ

CROATIA

OSIJEK. Trams resumed operation on line T2 on 12 December, following infrastructure renewal. There is also a limited service on T1, with a full service expected to start in February.

CZECH REPUBLIC

BRNO. The last six of the 41 Drak trams are due to be delivered

in 2025. Operator DPMB is also expecting imminent delivery of 15 Škoda 45T double-ended cars. The 1.4km (0.9-mile) extension from E č erova to the Kamechy housing estate is due to be completed in December 2027. The line, which includes a 320m subway, is to cost CZK1.9bn (EUR75m). dopravacek.eu

OSTRAVA. A memorandum of understanding has been signed with Polish rail operator PKP to build an interurban tramway from Hrane č ník to Karviná via Starý Dv ů r. Part of the route will use former railway formations. TP PLZE Ň. Škoda started delivering three-section low-floor 40T trams 397-406 in November. dopravacek.eu

PRAHA (Prague). The 250m tramway in na Pankráci to the Arkady shopping centre near Pankrác metro station reopened on 14 December. Closed for renovation since January 2024, it is used by line 19.

T3R.PLF 8763 entered service on 22 November. It is a rebuild of 8420. It was followed by rebuilt 8764 (formerly 8344) on 26 November.

The tendering process for the new rail line from Veleslavín to Václav Havel International Airport has started. This is the country’s first public-private partnership rail contract. It is hoped to open the link in 2030. dopravacek.eu, TP

FINLAND

TAMPERE . Škoda signed a EUR70m contract on 13 December to supply seven ForCity LRVs for delivery by summer 2027. The order also includes eight modules to extend some of the existing fleet from 37m to 47m. These modules are to be delivered by summer 2028.

The first Skoda 48T is unloaded in the German city of Brandenburg on 18 December. Buseven

Worldwide Review

The 4.6km (2.9-mile) line 1 extension from Santalahti to Lentävänniemi is due to open on 7 January. Škoda, urbanrail.net

FRANCE

LILLE. A EUR210m contract has been placed with Alstom for 15 more 52m automated metro trains for line 1. They will enter service in 2026-29. MEL

LYON. Metro line C was curtailed from la Cuire to Hénon for three weeks in December after a fire in a lineside building. D. Godsmark MONTPELLIER. Line 3 will be replaced by buses between Jules Guesde and Gare St-Roch 6 January-16 March while work takes place to stabilise a multistorey car park next to the line. lineoz.net

NICE. Construction of line 4 to Cagnes-sur-Mer has been postponed by two years. It is unlikely that passengers will be carried before 2030. lineoz.net

PARIS. The first of 37 Alstom TW20 trams entered service on T1 on 10 December.

The opening of the next section of the Grand Paris Express metro, the 33km (21-mile) line 15 Sud, has been postponed by six months to summer 2026.

SNCF has placed an order with Alstom for 35 six-car RER NG EMUs, which will bring the fleet to 166 trains by 2027. IRJ TOURS. The planned 12.5km (7.8-mile) line B from La Riche to Chambray-lès-Tours was recommended to be granted its Declaration of Public Utility on 11 December. Construction is to start in July for completion in late 2028/early 2029. lineoz.net

GERMANY

AACHEN. The Regiotram project that plans to link the city with Baesweiler has been allocated EUR5.5m from federal and state funds to help the planning process. BS

AUGSBURG. The 400m tram subway and turning circle at Hbf has been delayed again. Due for completion in autumn 2025, they are to open between December 2026 and July 2027. The postponement was caused by construction companies withdrawing from their contracts and delays for components. Works car 41 became the first tram in the tunnel on 9 December. augsburger-allgemeine.de

BONN. New Škoda T41 trams carried their first passengers on 7 December (a press trip), not 26 November as reported in TAUT 1045. Regular services started on 12 December. DS

BRANDENBURG. The first of nine Škoda 48T 100% low-floor trams, 110, was delivered on 18 December. DS

BRAUNSCHWEIG . Planning permission is being sought for a new tram line to Ziegelwiese, estimated to cost EUR50m. It could open in 2026. BS

CHEMNITZ. Tatra T3D 525 has been fitted with trial autonomous operation equipment. It is being tested, without passengers, on line 5, between Gablenz and Hutholz. BS

DÜSSELDORF. The latest Alstom HF6 LRV to be delivered by mid-December was 4356. The last GT8SU ran in normal service on 20 December. DS

FRANKFURT-AM-MAIN. Consultants have examined the feasibility of extending line 17 by 8.4km (5.2 miles) south from Neu-Isenburg to Langen. The conclusion is that the project makes economic sense and is technically feasible. UTM

FREIBURG-IM-BREISGAU.

Delivery of tram 325 by CAF means that all services can be worked with cars that are at least partly lowfloor. High-floor Duewag trams 212 and 214 can be withdrawn.

A tender is being prepared for up to 50 new trams, due

to be delivered between 2029 and 2040. UTM

GOTHA . A tender has been issued for four new low-floor trams, estimated to cost EUR24.4m. DS

HALLE. The first of 17 45.4m Stadler TINA trams (851-867) was delivered on 6 December. Delivery of the 39 30.4m trams (801-839) is imminent.

KARLSRUHE. Line 3 beyond Eckenstrasse to Daxlanden/ Rappenwört was shut from 7 October for infrastructure work. It is likely to remain closed until summer 2026.

Plans to extend line S2 from Stutensee to Waghäusel via Bruchsal have been dropped due to low passenger estimates.

The Turmbergbahn funicular at Durlach has been given the go-ahead to submit a planning application for its modernisation and extension. Work could start in 2025 and will require closure for several months. BS LUDWIGSHAFEN (RNV). Trams resumed operating across Berliner Platz again from 9 December, but the Stelzenbrücke across the Rhein remains closed. DS

MANNHEIM (RNV). The last day of operation of the classic Duewag high-floor trams on line 5 was 20 December. Cars 1017, 501, 3263/72, 4100 and trailers 1055 and 1057 have been scrapped. DS

MÜNCHEN (Munich). Line 12 was extended to Scheidplatz–Schwabing-Nord from 1 January. It uses tracks in Parzivalstrasse that have previously only been used for depot movements to and from line 23.

Planning for the extension of line 23 from Bauhausplatz to Kieferngarten has been approved. Construction should be completed in 2027. UTM POTSDAM . Half a century of Tatra KT4D operations were marked on 20 December. The first of the trams, 001, was unloaded on 20 December 1974 (although it did

not start work until 6 May 1975). It is now preserved. DS SCHÖNEICHE. Duewag MGT6 64 was damaged when a tree fell on it in the depot yard during a storm. DS WÜRZBURG. The first of the new 18 HeiterBlick trams, 215, was delivered to the depot during the night of 17-18 December. Würzburg erleben

INDIA

AHMEDABAD. The 1.3km (0.8-mile) Blue Line metro extension from Thaltej to Thaltej Gam opened on 8 December. urbanrail.net CHENNAI. BEML is to supply 70 three-car automated 1435mmgauge trains for the next phase of its metro expansion programme (lines 3 and 5). Similar trains are already being delivered for phase 1. RGI

ITALY

MESSINA. 24 December was the last day of operation for the Piazza della Repubblica turning circle that will not survive the 2025 reconstruction of the tram infrastructure. All service was suspended from January for a year to facilitate the work. F. Bloisi NAPOLI (Naples). New heritage tramline 422 started operating on 9 December. A 20-minute service from San Giovanni a Tediccio to Piazza Nazionale is provided Monday-Saturday. The line is operated by two cars selected from pre-war bogie trams 959, 1008/37/47/52. G. Buonocore ROMA (Rome). The first of the six-car metro trains being built by Hitachi Rail Italia was delivered in December. They will be used to replace stock on Lines A and B. RGI TRIESTE. The Opicina tramway started ten days of running a dummy service on 18 December. Operator TPL will assess when a full service can resume. Comume.Trieste.it

The first tram to reach Luxembourg’s Findel airport was CAF-built 130, on a trial run on 10 December. R. Birgen

The first HeiterBlick metre-gauge tram about to be delivered to the German city of Würzburg. Würzburg erleben

JAPAN

OSAKA. The Chuo line metro 3.2km (two-mile) extension from Cosmosquare to Yumeshima was to open on 19 January. urbanrail.net TOKYO. Saitama New Urban Transit Company has taken delivery of five six-car automated rubber-tyred trains from Mitsubishi to replace older stock. The 13km (eight-mile) line links Omiya and Uchijuku. RGI

KAZHAKSTAN

TEMIRTAU. Eight new QazTenha trams were available by the end of December, when passenger services were expected to resume. Vlast.kz

LUXEMBOURG

LUXEMBOURG . The first test run on the 3.9km (2.4-mile) Findel Airport extension took place on 10 December. Driver training was to start in February with opening set for 2 March. R. Birgen

NETHERLANDS

AMSTERDAM. Ticket machines on the metro stopped working on 1 January, due to a software problem. GVBA asked all passengers to tap in using bank cards. OR

DEN HAAG (The Hague). This year’s Sky Radio Christmas tram, 31098, was launched on 28 November.

On 7 December, the first trial runs were made on the new tracks between Kurhaus and Zwarte Pad in Scheveningen using 4031 and 5041.

ROTTERDAM. The revised tram network featuring nine lines – 1, 2, 3, 4, 5, 6, 7, 8 and 11 as described in TAUT 1038 (June 2024) –was to be introduced from 6 January. OR

NORWAY TRONDHEIM. The tramway

will be closed between Ila and St Olavs gate from 26 February to November 2026 to permit new rails to be laid on the street section. This is the first stage of a modernisation project that will include new trams. LTF

POLAND

BYDGOSZCZ. PESA is expected to deliver the last of 40 Swing trams by early spring. TP CZ Ę STOCHOWA. A tender has been issued for three lowfloor, single-ended, articulated trams, to be delivered by the end of May 2026. TP KRAKÓW. A tender for up to 90 new trams attracted bids from both PESA and Škoda. PESA’s bid was lower but its IT system was hacked in early December, which has delayed the process of placing an order. TP OLSZTYN. The plan to buy six new trams from SAATZ has been cancelled due to lack of financial resources. The contract needed to be signed by 10 December, but the government’s decision on funding the new rolling stock was postponed beyond this date. TP SZCZECIN. After more than three years of infrastructure work, trams on lines 3 and 6 returned to Krzysztofa Kolumba and Pomorzany from 20 December.

The undertaking is talking with BVG Berlin about the potential purchase of GT6 articulated low-floor trams that are due to be withdrawn in the German capital. Meanwhile, four double-ended low-floor trams have been ordered from Modertrans. TP

ROMANIA

BUCURE Ș TI (Bucharest). Lines 1 and 10 started to serve the Pia ț a Sudului – Romprim section from 14 December after completion of infrastructure work. Alstom has started delivery of

six-car metro trains (1401-13) for line 3. Production was delayed because while the tender specified a 100m minimum curve radius, the manufacturer found that there was a 50m radius S-bend at Romancierilor and had to redesign the body dimensions. TR

RUSSIA

BARNAUL. New manufacturer Soyuz Group has produced a prototype 71-501 Granit bogie tram; 3304 is being tested on the city’s system, without passengers. urbanrail.net

SAUDI ARABIA

RIYADH. Riyadh metro Line 1 (Blue), Line 4 (Yellow) and Line 6 (Purple) opened on 1 December. Line 2 (Red) and Line 5 (Green) started public services on 15 December and Line 3 (Orange) was due to start on 5 January.

A mistake made it into last issue’s story: Alstom Metropolis trains are not used on all lines except Line 3 as stated, but on Lines 4-6. Siemens Inspiro trains are used on Lines 1 and 2. UTM

SINGAPORE

MASS RAPID TRANSIT. The 1.7km (one-mile) extension of the NEL line from Punggol to Punggol Coast opened on 10 December. A nine-year (extendable to 11-year) contract to operate and maintain the new 24km (15-mile) Jurong Region Line, due to open in 2027, has been awarded to a joint venture of SBS Transit and RATP Dev.

A decision on the operator of the Cross Island line (due to open 2030) has been postponed. urbanrail.net, IRJ

SOUTH KOREA

DAEJEON. The ground-breaking ceremony for the 38.8km (24-mile) Line 2 tramway took place on 17 December. This will be worked by hydrogen-powered vehicles. SEOUL. The GTX-A express commuter rail line was extended from Seoul Station to Unjeongjungang on 28 December. urbanrail.net

SPAIN

BARCELONA. The project to extend metro line 2 by 6km (3.7 miles) has been revived after agreement between the city council and regional authorities. It is hoped to issue a tender for construction on the Sant Antoni (Poble Sec) to Parc Logístic line in 2026. elperiodico.es JAÉN. Testing along the suspended line was in progress in late November – the first time trams have been in action since service ceased shortly after

inauguration in 2011. The 4.7km (2.9-mile) line will use five Alstom Citadis 302 trams. Diario Jaén MADRID. CAF has chosen Siemens to provide traction inverters, traction motors and brake resistors for the 40 six-car, narrow-profile trains it is building for metro line 1 (TAUT 1045) as well as wide-profile trains it is building for lines 6 and 8. The wider-profile trains are being equipped for automated operation. Siemens VALENCIA. A partial metro service resumed on 3 December after repairs to extensive flood damage (TAUT 1045).

transphoto.org

SWEDEN

HELSINKI. Mannerheimintie, one of the main thoroughfares in the Finnish capital, is undergoing a major refurbishment that includes the renewal of tram rails. It is to be closed for much of 2025 for bridge reconstruction, requiring a reorganisation of the network. STOCKHOLM. Keolis’ appeal against the awarding of the metro operating contract to Connecting Stockholm has been turned down. Therefore, the joint venture between Go-Ahead (55%) and ComfortDelGro (45%) now has an 11-year operating contract, which commences on 2 November 2025. TR

SWITZERLAND

BERN

– SOLOTHURN

(RBS). A CHF190m (EUR203m) contract has been awarded to Stadler for the purchase of 20 more 60m Worbla Be4/10s in 2027-28. They are to replace Sekonda units on RE5. RGI LA-CHAUX-DE-FONDS –GLOVELIER (CJ). Five new Stadler Abe4/12 were all named in Le Noirmont on 26 October: they are 671 ‘ Baitchai ’, 672 ‘ Trotteuse ’, 673 ‘ Tatouillard ’ , 674 ‘ Rosette ’ and 675 ‘ Vouivre ’ Still to be delivered is 676. EA MEIRINGEN –INNERTKIRCHEN (ZB). Passenger traffic on the exMIB branch resumed on 25 November, after completion of infrastructure work. EA

THAILAND

BANGKOK. BEM has chosen Siemens to build 32 metro trains for the Orange Line. ST Engineering is to provide communications, SCADA and platform doors. The 22.5km (14-mile) Eastern Section (Yaek Rom Klao – Thai Cultural Centre) is to open in 2028. Construction of the 13.4km (8.3-mile) Western Section (Thai Cultural Centre – Bang Khun Non) will start later this year, with the 35.9km (22.3-mile) line opening in 2030. skyscrapercity, STE

In Volgograd, Russia, the express tramway includes subway sections with island platforms requiring left-hand running of single-ended trams. Car 5011 is a low-floor 71-911EM Lvyonok delivered by PKTS in August 2024 and is seen at Ploschad Lenina on 31 October. NeVa

TURKEY

ISTANBUL. The city’s governor has approved plans for a 21km (13-mile) tramline linking Üsküdar and Maltepe via Kadiköy. RGI

UNITED KINGDOM

GREATER MANCHESTER. The Bee Network is to expand on 5 January when it expands to cover Greater Manchester’s remaining bus services. Over 250 bus services around Stockport, Tameside, Trafford, Manchester and Salford will be absorbed into the network.

A contactless ticketing system across Bee Network buses and Metrolink trams is due to be launched this spring.

Metrolink recorded 42 million passenger journeys in 2023-24, two million shy of the record set in 2019-20.

INDUSTRY. Nicola Small and Steve Mabey have been elected as non-executive directors at UKTram. Ms Small is currently Very Light Rail (VLR) Regional Programme Director at Transport for West Midlands and Coventry VLR Programme Director at Coventry City Council, while Mr Mabey is Head of Operational Planning and Delivery at KeolisAmey Metrolink Limited in Manchester.

At UKTram’s Annual General Meeting held in early December, Martin Fleetwood and Ian Middlemiss stood down as non-executive directors after nine and six years, respectively.

LONDON (UNDERGROUND).

Kentish Town re-opened on 23 December, having been closed since June 2023 to allow what have been described as the most unreliable escalators on the Underground to be replaced. The closure also allowed new ticket barriers to be installed and the ticket hall to be refurbished. Thameslink trains were to start calling at Kentish Town again from 30 December.

Colindale station partially re-opened on 20 December. It had been closed since June to allow platform canopies and staircases to be removed and the foundations for a new entrance hall to be installed. Passengers can once again access Northern Line services but the entrance hall will not be complete until late 2025.

New uniforms are being rolled out across the whole of the Transport for London network, including the Elizabeth Line and London Overground.

MILTON KEYNES. Public consultation on a new Mass Rapid Transit system ended on 20 December. The proposal is for

a five-leg system totalling some 42km (26 miles). However, this is not to be light rail but a network using articulated buses. NOTTINGHAM. A survey conducted by behavioural science experts Mindfield Research has found that more than 90% of Nottingham residents would recommend the tram network to family and friends. The survey found that public trust in Nottingham Express Transit had increased by 4% and 82% of those who contacted NET customer services rated their experience as good.

USA

AUSTIN, TX. Austin Transit partnership has selected AECOM as its delivery partner for Phase 1 of the planned light rail system under a USD98.5m (EUR95m) four-year contract. It is hoped that construction will start in 2027. Funding challenges by the Texas State Attorney have failed to stop the project, though legal processes have not yet been exhausted.

Mass Transit BALTIMORE, MD. The design contract for the planned 22.4km (14-mile) Red Line light rail has been awarded to STV, in a joint venture with Jacobs and WRA.

Mass Transit CHICAGO – SOUTH BEND (IL/ IN). The 12.8km (eight-mile) West Lake Corridor branch of the South Shore line from Hammond to Dyer via Munster is expected to open in September 2025. Construction cost is USD945m (EUR912m).

Operator NICTD has agreed terms with South Bend airport for a new and shorter alignment into the west side of the airport. The new alignment will reduce the end-to-end running time by 15 minutes for the six daily train pairs that run to and from Chicago. J. May DALLAS, TX. TEXRail service between Fort Worth and DFW International Airport was doubled from hourly to every 30 minutes from 3 November.

Passenger numbers for 2024 show a 25% increase compared with 2023. J. May LOS ANGELES, CA. The first CRRC-built HR4000 subway train entered service on Line D on 20 December.

The operations and maintenance contract with Alstom for Metrolink commuter rail services has been renewed at a cost of USD515m (EUR497m) for five years. skyscrapercity, Alstom MESA, AZ. The city council has approved a USD16m (EUR15m) feasibility study into extending the tramway from Tempe to Main Street. Mass Transit

NEW YORK, NY. An additional order for 435 Kawasaki R211 subway cars has been approved. This will bring the total fleet to 1610. The new cars will permit the retirement of R68 vehicles on Lines B, D, N and W. Mass Transit SALT LAKE CITY, UT. The TRAX system celebrated 25 years of operations on 4 December. Since 1999, TRAX has grown to a three-line system that carried over 10.6m passengers in 2023.

The South Jordan Downtown station, which serves the new home stadium of the Salt Lake Bees baseball team, is to open on 13 April.

TRAX expects to begin operations on the new Orange Line by 2032. This will connect Salt Lake City International Airport directly with the University of Utah. J. May WASHINGTON, DC. Automatic Train Operation was restored on the metro on 15 December, for the first time in 15 years. The Red Line was the first to be restored and other lines will follow in 2025. RGI.

VIETNAM

HO CHI MINH CITY (Saigon). Metro operation started on 22 December, as suggested ( TAUT 1045). The 19.7km (12.2-mile) 1435mm-gauge line links Ben Thanh in the city centre to Suoi Tien in the north-east suburbs. Fares start from VND7000 (EUR0.26) and are based on distance travelled. urbanrail.net

MUSEUM NEWS

BEAMISH (UK). The museum’s tramway is closed until March to permit infrastructure work to be carried out. Rails and sleepers need renewing as do overhead line insulator and span wires. A contractor will restore rail profiles using specialist welding techniques.

CARLTON COLVILLE (UK). The East Anglia Transport Museum rebuilt its 1967 AEI Rectifier with more modern diodes from a former Blackpool sub-station, in time for its ‘Ride The Lights’. The museum welcomed 2 600 visitors during the six-day event.

London Transport tram 1858 carried a black ribbon on 21 December to mark the death of Peter Davis, who saved the 1930-built vehicle after withdrawal in 1952.

CRICH (UK). Crich Tramway Village has converted a 1979 Albany van into a coffee van. It was built in the style of an Edwardian van by the Albany Motor Carriage Company at its Dorset factory and arrived at Crich in September.

LOFTUS, AU. A Vintage Tramway Festival is planned to take place

at the Sydney Tramway Museum on 23 February to mark 75 years of tramway preservation. It is set to feature Australia’s oldest operating tram: C-class 290, built in 1896. G. Sutherland MANCHESTER (UK). The work to overhaul the Heaton Park Tramway’s substation is ongoing. No date has been given for when trams might start running again. However, a statement on its Facebook page said that the work will be completed in 2025.

PORTLAND, OR (US). The northern half of the 9km (5.5-mile) Willamette Shore Trolley line has re-opened. It had been closed for more than five years to permit repairs to wooden trestle bridges. A private hire tour took place on 2 October while Christmas runs ran over the line in December.

Gomaco car 514 carried its first passengers as a batterypowered tram on 16 November. The conversion to battery power has taken more than five years.

S. J. Morgan PRAHA (Prague), CZ. Centredoor Ringhoffer Mevro tram 3098 rejoined the museum fleet on 25 November. It is to be used occasionally on line 42. Restoration was carried out at Krnovské opravné a strojírny. Car 3098 boasts a nonoriginal pantograph, LED lights and anti-slip flooring, plus a static converter instead of a motor-generator set. Ordered in 1941 but delivered in 1948, 3098 was one of three two-axle trams that were withdrawn in 1966-67. M. Baxter

CONTRIBUTORS

Worldwide items for inclusion should be sent to Michael Taplin at Flat 8, Roxan Villa, 33 Landguard Manor Rd, Shanklin, Isle of Wight PO37 7HZ, UK. Please fax: +44 (0)1983 862810 or e-mail miketap@mainspring.co.uk UK and Ireland items, please e-mail uknews@lrta.org

Acknowledgements are due to act.gov.au, augsburger-allgemeine. de, Blickpunkt Straßenbahn (BS), cbc.ca, Comume.Trieste.it, Diario Jaén, dopravacek.eu, Drehscheibe (DS), Eisenbahn Amateur (EA), elperiodico.es, International Railway Journal (IRJ), lineoz.net, LTF, Mass Transit, MEL, Op de Rails (OR), Railway Gazette International (RGI), skyscrapercity, STE, Today’s Railways (TR), Tram-2000 (T-2000), tramwayforum.at, Transit 9, transphoto.org, Transport Publiczny (TP), urbanrail.net, Urban Transport Magazine (UTM), and Würzburg erleben.

75 YEARS OF EUROPEAN PCC S

In November 1947, examples of the famed American-designed Presidents’ Conference Committee car arrived in Belgium. Mike Russell introduces the story, preparing the ground for three years of anniversary celebrations. 1

In November 1947 a momentous event in European tramway history took place, when three examples of the famed American-designed Presidents’ Conference Committee (PCC) car arrived in Belgium.

The trio had been built by the St Louis Car Company as a run-on from an all-electric batch for Detroit; the first, built to American standards, was shipped complete, while the other two came as kits supplied to narrower European dimensions (notably 2.2m wide). They were later assembled in Brugge (Bruges) at the La Brugeoise works. Electrorail (a combination of the Belgian La Brugeoise and ACEC companies), had acquired production rights from America in 1946.

In due course the cars’ arrival transformed the western European tramway scene, at least on systems that were determined to renew and develop. A later derivative, built under licence, would ensure the survival of many tramways in central and eastern Europe. Their significance cannot be over-estimated.

The PCC car had been developed in the USA in response to declining revenues and passenger numbers, as increasing private car ownership made incursions into established American streetcar systems’ traffic.

After years of development the design was introduced in Brooklyn in 1935, and many thousands of these revolutionary cars were built by two manufacturers. Initial results were impressive, helping to arrest the decline in streetcar ridership by offering higher standards of comfort, speed and ride quality.

No wonder progressive European tramways were excited by their promise, and in 1937 the Praha (Prague) tramways entered into agreement with the American developers for a licence to build new tramcars based on the same principles. The outbreak of war stymied further development and not until 1947 was the concept revived, though by now the impetus had moved to Belgium.

That first complete car was presented to the press at Brugge on 19 November 1947, and ten days later was sent by rail to Uccle-Calevoet. It ran on its own to Woluwe, arriving in the early hours of 30 November. Out-of-traffic tests were performed on the Woluwe line. On 28 March, the car was sent to the Liège depot at rue Frederic Nyst. Out-of-service hours tests were undertaken on lines 12 and 17.

On 30 April 1948, the vehicle moved to the SNCV Rue Eloy (Bruxelles) works for fitment of metre-gauge bogies and then for operational trials on the SNCV/NMVB network. By now numbered 10419, it appeared first at Knokke on the showpiece

coastal tramway in 1948 and in 1949 at Oostende. It subsequently had spells based at Leuven (1950) and unsuccessfully in Liege (1953), until it was scrapped in 1959.

That first car received a favourable reception in Belgium and the country later became a staunch PCC advocate. The SNCV took delivery of a further 24 cars in 1950 (although on this system their high power consumption, single-ended concept and lack of trailer capabilities counted against their otherwise superior qualities and all were sold to Beograd in 1960); Bruxelles took delivery of its first Belgian-produced PCC (7001) in November 1951 and eventually received a fleet of 172 similar bogie cars; Antwerpen received its first car (2000 – later 7000) in October 1960 and eventually built up a fleet of 166 vehicles that displaced all older specimens by early 1976; and Gent received its first example (01) on 17 March 1971. Meanwhile France’s Saint-Etienne, staunchly pro-tram with a devotee manager in a then anti-tram country, took its first PCC in 1958.

All cars were built as single-ended, except for the Gent fleet as well as an initial fleet of 16 delivered to Marseille in 1968 in response to the needs of stub termini.

Most prominent of the western European tramways to re-equip its fleet with PCC vehicles was Den Haag (Netherlands). Its first two cars were built in 1949 using the kits sent to Europe in 1947; the first trip by car 1001 (originally 199) took place on 26 July 1949. Between 1953 and 1974 Den Haag purchased a fleet of 234 PCC cars in six batches (including a final series of 30 non-driving motor cars) and they became the backbone of the fleet until the last was taken out of service on 30 June 1993. By then the PCC design had become a standard asset for a number of European tramways, many of which would otherwise have been unlikely to survive.

There were other (at first) isolated developments. Hamburg took a sole example in January 1952, which then operated on a month’s trial in København (Copenhagen) and later passed to Bruxelles in 1958, while Beograd took delivery of a batch of five in 1952. However, what was to prove the most lasting affiliation came in Praha with the delivery of its first T 1 car in 1951, a move which was later to expand its fleet of PCCderived cars of types T II and T3 to over 1000.

Long-planned events

Celebrations to mark the PCC 75th anniversary will be spread over three years. The first events were in Den Haag throughout 2024, with displays of three PCC cars from

Belgium: firstly 7065 from the Bruxelles Transport Museum, which arrived on 18 April; then ASVi’s PCC 10409, one of the 1950 series later sold to Beograd and repatriated in 1985, which was displayed in Den Haag from 26 July to 12 August; and finally De Lijn’s 7072, still in the Antwerpen operational fleet, visiting from 22 August to 30 September.

The plan was always to arrange for the operation of visiting PCC cars (subject to gauge); the Den Haag museum installed a short section of temporary metre-gauge track in the Frans Halsstraat facility enabling 10409 and 7172 to be displayed outside the museum building. Throughout the summer season, HOVM organised a PCC-related event almost every weekend, from special rides with various cars to line-ups in the museum.

With the year’s events starting on 21 April, on 8 June there was a big line-up of PCC cars. However, the most notable event was on 2 June, when up to six preserved PCC cars were placed into regular passenger service on line 11 between Hollands Spoor Station and Scheveningen, a route with which PCC cars had been associated since their introduction to Den Haag. Special operation also took place over 14-15 September, coinciding with the annual Open Monumentendag event.

It had been intended to operate a Bruxelles PCC car over Den Haag metals to mark the anniversary, but the plan has been frustrated by what appears to have been Dutch red tape. The agreement between the Bruxelles museum (MTUB) and the museum group in Den Haag (HOVM) was sufficient to permit operation inside the confines of Frans Halsstraat museum, but the transport administration authority (MRDH) had to give its approval for operation on system-wide tracks; this involved consent from the HTM and extensive night-time operational and clearance tests over the assigned route (12: Rijswijkseplein to Duindorp). Although these tests were successfully conducted at the end of October, MRDH had still to give its official approval at the time of writing. However, it is hoped that authority will be provided to enable 7065 to operate early in 2025.

This will not be the limit of special events. In the following two years it is expected that others will be arranged on Belgian systems to mark this auspicious anniversary. Amongst those, the 100th anniversary of Bruxelles line 39 on 15 June will be a good occasion to see historical PCC cars on this route.

Thanks to Luc Koenot and acknowledgments to PCCs of Western Europe 1950-2010 by G Skelsey and Y-L Hansart (LRTA, 2011).

1. Two preserved members of the second series of PCC cars pass on the elevated reserved track on the approach to Scheveningen terminus. Car 1101 proceeds towards the terminus whilst 1193 is shown returning to Den Haag.

2. The line-up of PCC cars from three tramways outside the Den Haag museum at Frans Halsstraat. From left to right: Bruxelles (STIB) 7065, Den Haag 1210, and Antwerpen (MIVA) 7072. The metre-gauge track on which 7072 stands was installed for the duration of the exhibition. Luc Koenot

3. A typical scene in the landscape of Den Haag and its environs is this view on line 11, with car 1022, an example of the first production PCCs for Den Haag of 1952, heading towards Scheveningen.

4. Oh, I do like to be beside the seaside – and there are few tramways worldwide on which passengers can legitimately express that view. The classic view of Scheveningen terminus depicts the North Sea prominently in the background and car 1210 at the loading point.

5. Car 1304 represented the final batch of PCC driving motor cars built for Den Haag and delivered in 1971-73. It is shown crossing one of the two main track junctions on this reserved-track route, en route for Hollands Spoor Station.

6. In a determined effort to obtain official authority for a visiting PCC car to operate on Den Haag metals, overnight tests with Bruxelles 7065 were conducted on 26-27 October. Here the car passes Hollands Spoor station in the early morning hours. Luc Koenot

7. Enthusiasts form a photoline across the terminal loop at Scheveningen to record the arrival of a special trip by Pekeltram 3009 alongside PCC 1304. The Pekeltram is equipped with two large tanks enabling it to distribute salt and sand to keep tracks clear during winter conditions.

8. PCC car 1101 is numerically the first of the large second production series, delivered in 1957-58, and is here returning from Scheveningen alongside one of the canals that is so typical of the Dutch landscape.

All photography by Mike Russell on 2 June 2024 except where otherwise stated.

NEWS FROM THE LIGHT RAIL TRANSIT ASSOCIATION

Looking to the future

By Paul Rowen

It is nearly 40 years since Manchester Metrolink became the first of the United Kingdom’s second-generation light rail systems. Progress since then has been slow but steady, overseen by a small but dedicated group of light rail professionals. However, it has become increasingly apparent that if the light rail industry is to compete for talent with heavy rail, then greater efforts need to be made to attract younger people. Opportunities include the usual engineering disciplines, HR, finance and planning, and customer relations, among others.

This need has been recognised at the annual Global Light Rail Awards with the introduction of the Rising Star Award for young professionals in the industry.

However, there is a need to go further.

Since its formation, the LRTA has always offered a membership that included light rail professionals alongside campaigners and enthusiasts. The current council, for example, includes several transport engineers, a professor of planning, and people who have led some of our transport authorities.

In the last 18 months, the LRTA has established links with several universities, offering to provide light rail content alongside the more traditional heavy rail experience. One of the younger members, taking a Masters degree at Coventry, has been instrumental in helping develop this link alongside Professor Mike Gibson.

UK Tram has also recognised the need to develop the next generation, led by Colin Robey, a member of the UKTram Board.

Following last year’s UK Light Rail Conference in Leeds, where several young people spoke about their experience of working in the industry, in conjunction with

UKTram we have begun to put together a set of schemes and pathways to encourage young people to pursue a career in the light rail industry.

Initially, this has included all of last year’s shortlisted Rising Stars, who have received complimentary membership of the LRTA including a copy of online TAUT. In the next few months this will be extended to include apprenticeships at one of the UK’s light rail systems. We are also looking at developing a work placement programme for sixth form students. The ultimate aim is to extend the programme so that it operates in all of the areas served by a light rail system.

Looking to the future is not just about track and trams, or simply campaigning for them – but also looking to ensure we have the workforce for the future.

LRTA membership

In addition to receiving a monthly copy of TAUT (online or hard copy), LRTA members receive the following benefits:

• A 10% discount on all books published by the LRTA.

• Complimentary admission to the National Tramway Museum at Crich.

• Up to three in-person members’ days per year – activities planned this year include a look at battery charging of West Midlands Trams, a visit to the East Anglia Transport Museum and a weekend riding the trains and trams on the Isle of Man.

• An annual AGM weekend – last year in Charleroi, Belgium, this year in Sheffield.

• A monthly online talk featuring systems worldwide, talks by leading light rail experts and historical talks. January ’s talk will be by Rob Pritchard on the trams of Slovakia to coincide with the publication of his latest book.

• Invitations to local area meetings, including those organised by our sister organisations.

• The option to receive our historical journal TR at a reduced rate.

If you are not yet a member of the LRTA then why not consider joining by taking advantage of our three-month online offer? For further details go to our webpage at: www.lrta.org/get-involved/how-to-join-lrta/

MEETINGS & EVENTS

FEBRUARY

Tuesday 4. Southampton 19.30, Stephen Bigley: Railways of Wales. Junction Church (Former Railway Institute) Romsey Road, Eastleigh, £3. (LRTA/SEG)

Monday 10. Leeds 19.30, Malcolm Hindes: Under the wires. Engine House, Leeds LS10 2JG. £1 (includes light refreshments). enquiries@lths.

co.uk. (LTHS Archives) (LRTA/LTHS) Wednesday 12. Sussex 19.40. AGM; Chat and snap; Bring and buy. Southwick Community Centre, BN42 4TE. sussex@tlrs.info. £2. (TLRS/SEG)

Saturday 15. Taunton 14.00, David Edwards: Eastern Europe in 2024. West Monkton Village Hall, TA2 8NE. westofengland@tlrs.info. £2 inc. light refreshments. (TLRS) Monday 17. Merseyside 19.30,

Compiled by the LRTA. For a full list of the year’s

Robert Hampton from Class 507001 Preservation Society. Sefton Park Community Association, L17 3AG merseyside@tlrs.info. Cost £4. (MTPS) Tuesday 18. London 14:30. Eddie Dawes: London tramway closures 1933 – 1940. The Model Railway Club, N1 9DA. £2. (LRTA) Saturday 22. Nottingham 14.00, Tom Ingall: San Francisco cable cars. Beeston Scout Hut, NG9 1GA.

chairman@tlrs.info. (TLRS)

Saturday 22. Garstang 14.00, Peter Stephenson: Last days of Blackpool trams. St Thomas New Church Hall, PR3 1PA. archivist@tlrs.info. Small fee, light refreshments. (TLRS)

Thursday 27. Manchester 19.00, Brian Yates, Trams from the sixties. Friends’ Meeting House, M2 5NS. manchester@lrta.org. £4 donation. (LRTA)

ABOVE: The tramways of Slovakia will be the subject of a talk in January. Rob Pritchard

ABOVE: The LRTA s Tim Kendell sponsored this year’s Rising Star award, which was presented to David Randall from Arup at the Global Light Rail Awards. TAUT

Bookshop

Order online from www.lrta.info/shop – or by post from:

LRTA Publications, 38 Wolseley Road, SALE, M33 7AU (Please provide telephone contact details and quote LRTA membership number if applicable)

Outside UK = Airmail to Europe (includes all of Russia) / Surface mail to rest of world; Airmail Zone 1 = outside Europe excluding Australia, New Zealand & USA; Airmail Zones 2/3 = Australia, New Zealand & USA

Scottish Transport No. 76 - 2024 Edition Annual magazine of the STTS

Among the items featured are two unusual Edinburgh cars from 1933, the tramways of Leith Corporation, Edinburgh trams in miniature, Scottish Aviation Pioneers and cable tram artefacts in the Scottish capital.

> A5 softback; 60 pages, illustrated in colour and black & white.

£10.50 (UK); £14.00 (outside UK); £16.00 (Airmail Z1); £17.50 (Airmail Z2/3); LRTA Members: £0.85 discount

Japan Tram Atlas

A comprehensive review of the tramways and trolleybuses of Japan with superb track maps for every system. Details of the car types operated and the routes on which they run are covered. English and German text.

> A4 softback; 272 pages, 423 colour and black & white pictures, 48 track maps.

£36.50 (UK); £46.50 (outside UK); £56.50 (Airmail Z1);

£61.50 (Airmail Z2/3); LRTA Members: £3.25 discount

Tramways in Bury

A companion volume to our Bolton book, describing the different generations of tramway from the Company steam era, the Corporation electric period and through to today’s Metrolink system.

> A4 softback; 184 pages, over 220 photographs, four maps and extensive appendices.

£25.00 (UK); £27.50 (outside UK); £29.00 (Airmail beyond Europe); LRTA Members: £2.25 discount

Bluebird Reborn

This book celebrates the return to original condition of the 1931 experimental London County Council tram, telling its story from outline drawings through operation in London and Leeds, to display in the first British Transport Museum and a new life at Crich Tramway Village.

> A4 hardback; 224 pages, 330 colour and black & white pictures, four maps.

£38.50 (UK addresses); £49.50 (outside UK); £58.50 (Airmail Z1); £63.50 (Airmail Z 2/3); LRTA Members: £3.50 discount

For

Tramways in Bolton

A book from the LRTA by Tony Young and Derek Shepherd. Detailed history of the local tramway networks accompanied by several maps and many previously unpublished photographs.

> A4 softback; 160 pages.

£27.50 (UK); £32.00 (outside UK); £38.00 (Airmail Z1); £42.00 (Airmail Z2/3); LRTA Members: £2.50 discount

Tramways in Milan in Colour (1954-1978)

I tram di Milano – Immagini a colori (1954-1978)

Third in the series of colour albums exploring the fascinating combination of urban and interurban tramways in and around Milan. The variety of rolling stock is amazing and is richly illustrated. English and Italian text.

> A4 hardback, 144 pages, 176 colour pictures plus two maps.

£33.50 (UK); £40.00 (outside UK); £47.50 (Airmail Z1); £52.50 (Airmail Z2/3); LRTA Members: £3.00 discount

Might Have Been Trams and Tramways

This fascinating book details all the UK tram schemes that failed to see the light of day.

> A4 softback; 192 pages; 116 colour and 119 black & white pictures; 117 maps.

£23.00 (UK); £30.00 (outside UK);

£37.50 (Airmail Z1); £42.00 (Airmail Z2/3); LRTA Members: £2.00 discount

Tramways in Portugal in Colour (1985-2018)

The second in our new series of colour albums covering the historic Lisbon, Porto and Sintra tramways plus the new Metro do Porto and Metro Transportes do Sul light rail networks introduced in 2005/07.

> A4 hardback, 144 pages, 287 colour pictures plus 16 maps.

£33.50 (UK); £40.00 (outside UK); £47.50 (Airmail Z1); £52.50 (Airmail Z2/3); LRTA Members: £3.00 discount

Tramways in Bury

Eric Hall and Tony Young

Discover all the speaking, sponsorship and exhibiting options available to you at the 2025 UK Light Rail Conference –e-mail: conferences@mainspring.co.uk

Now in its 19th year, the UK’s ONLY dedicated light and urban rail conference, exhibition and networking event is renowned as being THE place to create long-lasting relationships within LRT. Contact us: