January 2025

European Light Rail Congress

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.

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

CONTENTS

NEWS 4

Budget boost for UK LRT schemes; Stadler wins first Utah, US, contract.

A mbiti ONS f OR m U mb A i 8

Hans-Ulrich Riedel rounds up progress on Metro plans for India ’s financial capital, which aim to provide the city with a wide-spanning network fit for purpose.

HE i L b RONN:

SEA m LESS i N t E g RAti ON 14

Compact but vital, the Stadtbahn in this German town forms an integral part of the much wider Karlsruhe system. Andrew Thompson finds out more.

m ERSEYRA i L: LED b Y L ig H t RA i L 18

David Powell from Merseyrail talks about the lessons learned from his time in light rail that have been carried over to Merseyside’s heavy rail platform.

S i N gAPORE: ON t HE m OVE 21

Grand schemes to connect this southeast Asian city mean that eight in ten households should be in reach of a rail station by the 2030s: TAUT finds out how.

SYS t E m S fAC tfi LE : POZNA Ń 25

Neil Pulling visits Poland’s fifth-largest city, where the varied tram network forms the core part of the local public transport offering.

WORLDW i DE REV i EW 31

Brussels celebrates 100 years of Bruxellois; Škoda trams carry first passengers in Bonn; New Sevilla extension opens.

CLASS i C t RA m S: OS t RAVA 35

Mike Russell reports from this Czech industrial city, which celebrated a recent anniversary in grand style with a multimodal transport festival and parade.

Whatever happened to transport planning?

It seems nonsensical to quadruple the size of a city in 40 years to 22 million, and not properly consider a decent urban transit network until now. Making up lost time is physically near-impossible, financially crippling, and certainly unpopular with a high percentage of the population.

This is what has happened in Mumbai, India, and a feature in this issue of TAUT on construction progress isn’t an easy read. Several routes are many years behind schedule, mired in planning battles, quite unsightly as high viaducts have to be built over immoveable obstacles, and may never actually be completed.

It’s obvious, but surely decent forward planning is one of the basic necessities for quality public transport. As you can read, the experiences in Mumbai are in stark contrast to New Delhi in the same country, which we praised so highly last month. Around the globe, we continue to see an ongoing stream of ambitious projects that reflect the general desire to meet climate control targets, although we are entitled to be sceptical about what will happen across the United States. The administration under re-elected President Donald Trump has not yet declared its hand as a world influencer. Previously, Trump didn’t want anything – including renewable energy and solar power – to stand in the way of diminishing fossil fuel production if it affected business life. In short, the new leader likes coal and oil, and seems unconcerned that 92% of all homes have at least one car (a grand total of almost 300 million) and that motorists spend an average of a week of their year struck in a traffic queue. The country does however have over 50 rapid transit systems, and they are extremely popular. So we are making some serious progress.

JANUARY 2025 Vol. 88 No. 1045 www.tautonline.com

EDITORIAL

E D itor – m att Johnston matt@mainspring.co.uk

Associ At E E D itor – tony Streeter tony.streeter@mainspring.co.uk

Worl DW i DE E D itor – m ichael taplin miketap@mainspring.co.uk

sE nior c ontributor s –Howard Johnston , Neil Pulling

WO rldWI d E C ONT r I bu 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.

Pro D uction – Lanna blyth tel: +44 (0)1733 367604 production@mainspring.co.uk

DE si G n – Debbie Nolan A Dv ERTI s I ng

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

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This issue of TAUT heralds another new year, and we look forward to your company again on our continued journey.

COVER: A metro train runs along a viaduct above the city on a route from Ghatkopar to Versova in Mumbai, India. Dinodia Photos / Alamy

Stadler wins first US contract in Utah

Salt Lake City plan will build Citylink LRVs for TRAX

Swiss manufacturer Stadler has won its first light rail rolling stock contract for a US operator. The 20 Citylink LRVs it will build for the Utah Transit Authority Board will also be the first order for this type of car outside Europe.

The USD129m (EUR122m) contract has an option for up to 60 more. Delivery is due to start in 2027 and the vehicles should enter service in 2028. The Federal Transit Administration contributed a grant of USD60m (EUR57m).

Stadler has a manufacturing facility in Utah’s capital, Salt Lake City, which employs

Ireland’s Labour promises new lines

Ireland had been promised 15 new Luas rail lines by 2040 if the Labour Party won the country’s election on 29 November.

Labour’s transport spokesman Duncan Smith told Newstalk Breakfast : “They’re going [into] all our big cities. We need ambition in transport – we need high capacity, high frequency transport solutions.”

The country went to the polls on 29 November, although Fianna Fáil emerged as the winning party.

An extension to Dublin’s Luas network was approved by Ireland’s Cabinet on 22 October (TAUT 1044). Public consultation on two proposed routes for a light rail system in Cork could start in 2025.

Transport Minister Eamon Ryan (Green Party) said: “It sends a signal – yes, we are going to step up the pace now, in Cork and everywhere else.

“It will come first as a bus lane... by showing that there’s the demand for public transport, then it’s much easier to introduce the light rail after that.”

500 people. Martin Ritter, CEO of Stadler US Inc, said: “Salt Lake City is our home in the US and the opportunity to build trains for our community is a massive honour.”

The new vehicles will be used on Salt Lake City’s TRAX

light rail system, which started operations in December 1999. Its network now extends over more than 70km (43 miles), and some 11m people use its 51 stations.

UTA Executive Director Jay Fox said: “After a competitive

Alstom re-equips Paris T1

The first Alstom Citadis XO5 trams should start carrying passengers on Paris’ line T1 this December. Designated TW20 by operator RATP, 37 of the trams were ordered in 2021 and an option for a further 28 was taken up in 2024, at a cost of EUR3.1m per tram.

The first six have been delivered to T8’s Villetaneuse depot, where testing and initial driver training started in October.

Replacing the TFS2 vehicles introduced in 1992, and each with accommodation for 200 people, the new trams offer a 15% increase in the number of passengers that can be carried. The new fleet will cover the expected increase in patronage on T1 as well as any further extensions.

The new air-conditioned vehicles are 32m long and 2.4m wide. It is anticipated that all 65 will be in service by 2029.

Spanish flash floods affect Valencia’s light rail

Floods that devastated Spain in late October/early November affected the country’s light rail systems. Valencia’s FGV light rail services were unable to run when the river Turia burst its banks –services resumed on tram lines 4, 6, 8 and 10 on 9 November.

At that time, underground sections of Metrovalencia remained closed, in part due to the destruction of the control centre. FGV’s depot and workshops were damaged.

The section of Line 1 between Sant Isidre and Castelló was

almost completely destroyed and will take weeks to rebuild.

An inauguration party for Barcelona’s new tramway extension (see separate story) has been postponed out of respect for those affected by the Valencia floods.

and comprehensive procurement process, Stadler was selected for UTA’s next generation of TRAX vehicles, offering a low-floor, all accessible boarding that will comfortably carry 14% more passengers than our current fleet.”

Galway to focus on east-west corridor

The results of a feasibility study into building a 15km (ninemile) light rail system in Galway (Ireland) have been published.

“There is a strong axis of east-west travel demand with the potential to shift to public transport”, the report says.

“The assessments have shown that the focus should be on the corridor from Knocknacarra to Roscam, with potential longerterm onward connections.

“The analysis indicates that annual demand of 7.5m passengers per annum could be achieved on this corridor in 2043.”

Known as ‘Gluas’, the project could either be delivered as a traditional tramway or use Very Light Rail technology. The study suggests that ‘Gluas’ could remove ten million cars from Galway’s streets, but cost over EUR1bn to build.

Green Party senator Pauline O’Reilly told The Irish Times: “What’s really interesting about this feasibility study is that it also tells us that ‘Gluas’ would work best and would benefit an even greater number of people if we also accelerated all the other sustainable transport plans. We need to really get Galway moving.”

ABOVE: A line-up of Alstom Citadis XO5 trams at Villetaneuse depot. Alstom

ABOVE: The Stadler Citylink LRV for Salt Lake City. Stadler

World’s longest automated metro nears completion

Riyadh metro openings planned for December and January

The world’s longest automated metro system should be completed in January. The 176km (109-mile) network across the Saudi Arabian capital, Riyadh, has been under construction since 2014. It has cost SAR4.4bn (EUR11bn).

King Salman bin Abdulaziz Al Saud officially inaugurated the Riyadh Metro on 27 November; its six lines are to open between 1 December and 5 January.

The system has been built by three different international consortia. The Blue and Red lines are operated by the CAMCO consortium and use 74 Siemens Inspiro trains. The Flow consortium will operate the Orange, Yellow, Green and Purple lines. Of these, the Orange Line uses 47 Bombardier Innovia trains, while the remaining lines use 69 Alstom Metropolis metro trains.

“Today, Riyadh City is reaping

Barcelona tramway link passes milestone

A milestone in linking Barcelona’s Trambaix and Trambesòs tram systems was passed on 10 November when 1.8km (1.1 miles) of a new connecting tramway opened.

The project cost EUR100m to build; it is expected that 24 000 passengers/day will be carried between Glòries and Verdaguer, with three new stops. However, the 2.2km (1.4-mile) Verdaguer – Plaza Francesca Macia stretch, which will complete the link, is not expected to open until 2028.

Construction work on the new line included a major rebuilding of Avenida Diagonal, one of the Spanish city’s major traffic arteries. Pavements were widened, cycle lanes improved and trees planted. Traffic lights have been adjusted at 27 road junctions in order to give trams priority.

In addition, the new line T4 uses Alstom’s surface inductive charging system (APS). As a result, 18 Alstom Citadis trams have been equipped with APS.

the benefits of this project that will reshape the capital’s image and redefine mobility for its residents and visitors,” Ibrahim bin Mohammed Al Sultan, CEO of the Royal Commission for Riyadh City, said.

Contracts have been signed with CRRC for the construction of a 3.6km (2.2-mile) monorail around Riyadh’s financial district. The Chinese organisation is to supply six automated trains.

December opening for Vietnam metro?

Ho Chi Minh City’s metro is now due to open on 22 December. An opening had been mooted for July (TAUT 1039).

The Vietnamese 19.7km (12.2-mile) line has been plagued with delays. It was originally due to open in 2018, then in 2020. When a bearing pad fell off one of the viaducts, the opening was pushed back again to 2022.

The 1435mm-gauge Line 1 links Ben Thanh to Suol Tien. Construction started in 2013. Hitachi has supplied 17 threecar 1500V dc overhead-powered trains. Line 1 is mainly on the surface, but partly underground.

A 48km (30-mile) Line 2, from Ben Thanh to Tan Binh, is due to open in 2030.

Czech cities come out top for smart mobility

Consultancy firm PwC has found the Czech cities of Ostrava, Praha (Prague) and Brno the best in central and eastern Europe for smart mobility. Traffic management, environmental sustainability, public transport quality and active mobility were all evaluated.

The study found Ostrava’s public transport system, combined with effective traffic management and low prices, to be a winning combination.

The city’s extensive use of public transport, which accounts for 69% of all trips, was also a factor. Also highlighted was Praha’s ‘excellence’ in active mobility, with the city ranking among the top five in this category. According to the study, Praha is among the five cleanest cities in the evaluated region in terms of pollution by dust particles (originating mainly from traffic).

In PwC’s ranking, Estonia’s Tallinn took third place overall, while also making it on to the list were Slovakia’s Bratislava and Košice, and the Polish cities of Gda ń sk and Warsaw.

Cardiff Crossrail contract won

Graham Group has won the contract to build the UK’s Cardiff Crossrail Phase 1a. This GBP100m (EUR120m) project will enable Transport for Wales Class 398 tram-trains to run from Cardiff Central station to Cardiff Bay station via the Welsh capital’s streets. Graham Group should complete design work on the 1.7km (one-mile) line by autumn 2025. It is expected to start construction in 2026 with a view to having the line open in 2028.

Phase 1b would take the line from Cardiff Bay – the former Taff Vale Railway Butetown station – to Pierhead Street. This stage of the project is not yet funded.

ABOVE: An Alstom Citadis refitted with APS surface current collection on the new line along Barcelona’s Avenida Diagonal. N. Vidal

LEFT: A new Skoda 39T low-floor tram in Ostrava, one of 38 in the fleet (1751-88). DPMO

MBTA reveals Type 10 mock-up

Boston’s transit provider, Massachusetts Bay Transportation Authority, unveiled the first full-scale mock-up of its new Type 10 streetcar to the public at City Hall Plaza on 30 October.

The US operator ordered 102 of the 35m trams for the Green Line in 2022 at a cost of USD811m (EUR768m).

The 100% low-floor sevensection design is 54% longer than existing Boston streetcars. Trams will be fitted with positive train control equipment to be used with the future Green Line train protection system. Type 10 cars will also be equipped with CharlieCard ticket readers at every door. Drivers will no longer issue cash tickets.

Due to enter service in early 2027, the new vehicles are being built at CAF’s factory in Elmira, New York.

Light rail schemes get funding boost in UK Budget

Brierley Hill extension among UK projects to benefit from new funding

Chancellor of the Exchequer Rachel Reeves name-checked three light rail systems when she delivered the UK’s Budget on 30 October. The country’s Finance Minister said: “We will deliver GBP1.3 billion (EUR1.6bn) of funding to improve connectivity in our city regions. Funding projects like the Brierley Hill metro extension in the West Midlands, the renewal of Sheffield Supertram, and the West Yorkshire Mass Transit in Bradford and Leeds.”

The Budget increased the City Region Sustainable Transport Settlements (CRSTS) by GBP200m (EUR240m), bringing the total available in 2025-26 to GBP1.3bn (EUR1.6bn).

Work on extending the West Midlands Metro, from Flood Street in Dudley to Merry Hill Shopping Centre near Brierley Hill, is to start in January. This GBP261m (EUR314m) project will include stops at Cinder Bank, Pedmore Road and the Waterfront business park.

Dudley Council leader Patrick Harley said: “This is great news for Brierley Hill, Dudley and the West Midlands region. We’ve continued to push for the funding to deliver this project and I’m glad to see that we have Government approval for this next stage, which will bring the Metro to Merry Hill.

New light rail station opens in Los Angeles

Los Angeles’ new light rail station opened on 3 November. Aviation/Century is an elevated station with an island platform. Trains run from 04.00 until after midnight.

Opening the new facility has led to service changes on the C and K Lines. The K Line now runs from Expo/Crenshaw to Redondo Beach. Part of this route was originally the C Line. This now runs between Aviation/ Century and Norwalk. There is cross-platform interchange for through passengers.

Despite its name, the new

station does not serve LAX International Airport directly; a link is currently provided by shuttle bus. However, this arrangement will end when LAX Metro Transit Center opens, possibly in 2025. Here, a 3.6km (2.25-mile) automated peoplemover will give access to the airport’s central terminal.

The 31.1km (19.3-mile) Green Line, which became the C Line in 2020, was opened between Norwalk and Redondo Beach in August 1995. Aviation/LAX provided facilities for the bus shuttle link to the airport.

“We will continue to work with Transport for West Midlands to develop a business case to secure funding to further connect the line to Brierley Hill High Street.”

It is not yet clear what the Budget will mean for Sheffield Supertram, although South Yorkshire’s Mayor Oliver Coppard welcomed the money “committed to renew South Yorkshire’s Supertram network”.

South Yorkshire Mayoral Combined Authority Executive Director of Transport Melanie Corcoran explained in TAUT 1043 that a GPB642m (EUR773m) renewal programme was underway.

West Yorkshire Combined Authority has appointed a Jacobs/Mott MacDonald consortium to be its Design Development Partner. A statement from the consortium said: “This requires taking the existing concept design through completion, providing all professional services and technical support to deliver the network’s first phase before the end of this decade.”

Meanwhile, the Budget allocated Transport for London GBP485m (EUR583m) of funding for 2025-26. TfL will receive two equal payments of GBP242.5m (EUR291.5m): one on 10 April and another on 25 September. This will allow TfL to deliver

its current capital programme, such as buying ten new Elizabeth Line trains and pushing forward with upgrades of the Underground’s Piccadilly and Bakerloo lines.

Bakerloo extension takes step forward

The GBP485m (EUR583m) allocated to Transport for London in the UK Budget does not cover the Bakerloo Line extension. However, Alex Williams, TfL’s Chief Customer and Strategy Officer, told the ‘Biz4Bakerloo’ gathering of local business leaders on 26 November: “It feels to me… that it’s on the way up, that there’s some good planets aligning to make sure that we are going to proceed with the scheme.”

TfL has appointed AECOM and WW+P to deliver a feasibility project covering the extension’s four proposed stations – Burgess Park, Old Kent Road, New Cross Gate, and Lewisham. WW+P is to focus on station design while AECOM’s remit is the engineering aspect.

The 8.5km (5.3-mile) route could cost upwards of GBP8bn (EUR9.6m) to build. If funding is forthcoming, it could be operational by 2040.

ABOVE: A light rail train during testing at Aviation/Century. LAMTA

ABOVE: The mock-up of the future Type 10 CAF tram for Boston. MBTA

New operator for UK’s Elizabeth Line

GTS Rail Operations to take over London route

GTS Rail Operations Limited is to operate the UK’s Elizabeth Line from May. The 118km (73-mile) line has been operated by MTR Corporation (Crossrail) Limited since it opened throughout on 24 May 2022. It currently carries over 700 000 passengers per day.

GTS Rail Operations is a consortium comprising Go-Ahead Group, Tokyo Metro and Japanese financing firm Sumitomo Corporation. It has promised a “relentless focus on the safety of customers and staff”, to encourage “robust collaboration between industry partners, including Network Rail, to deliver high levels of performance and customer

satisfaction”, deliver “more than 500 apprenticeships over the contract term”, and offer “grants to local community groups”. It will also be responsible for integrating the new Old Oak Common interchange with the HS2 high-speed line into Elizabeth Line services.

Miguel Parras, Group CEO of the Go-Ahead Group, said: “We’re proud to have been chosen to be TfL’s partner, together with Sumitomo Corporation and Tokyo Metro. Our objectives are aligned with TfL – to connect communities across London through safe, reliable, and sustainable public transport services, delivered to the highest level of customer satisfaction.”

Christmas comes early to Kansas

Kansas City Streetcar has joined forces with Canadian Pacific Kansas City to create a ‘Holiday Streetcar’. CAF Urbos 3 801’s new livery was unveiled on 1 November.

CPKC emerged from Canadian Pacific Railway’s purchase of Kansas City Southern Railway in 2021. It operates a ‘Holiday Train’ over its network in Canada

and the US, which supports local food banks. KC Streetcar’s 801 is to be at Kansas City’s Union Station on 30 November to coincide with the train’s arrival.

Kansas City’s 3.5km (2.2-mile) streetcar service was inaugurated in May 2016 and carries over 5000 passengers per day. A 5.6km (3.5-mile) southern extension south should be finished in 2025.

Temporary Tunnelbana contract

Connecting Stockholm, the joint venture between Go-Ahead (55%) and ComfortDelGro (45%), has been awarded a temporary contract to operate the Stockholm metro (Tunnelbana). A two-year deal comes into force in November.

The current contract to operate the 106km (66-mile) seven-line system is held by

MTR. Connecting Stockholm was awarded the new, 11-year, contract in January 2024. This was due to start in January 2025. However, although a challenge by unsuccessful bidder Keolis has been rejected by the courts, this is subject to an appeal. The temporary contract is in force while the legal challenges are resolved.

ABOVE: Kansas City CAF tram 801 in its new livery. KCS

Mu M bai:

b ig city, big plans

Mumbai, previously named Bombay, is the capital of the state of Maharashtra, and with around 22 million inhabitants within the city boundary is the largest city in India. It has a pressing need for a wide-ranging, reliable rapid transit network, which is increasing year on year.

After endless planning and construction problems, Mumbai completed the first section of its Metro in 2014, the India’s fifth city to welcome a metro after Kolkata, Chennai, Delhi and Bengaluru. Since adding two new lines (2A and 7) in April 2022 and opening of the first section of line 3 on 7 October, the Metro now runs to 57.9km (36 miles) alongside a 20.1km (12.5-mile) monorail.

Construction of the important line 3 began in 2016, and three new lines and extensions have been announced since 2018 and they should open over the next two years, taking the total route distance to 110km (68.4 miles). However, experience shows that such dates are unreliable because of construction issues.

Mumbai has experienced rapid population growth, from 1.5 million in 1941 to 4.2 million in 1961, 5.97 million in 1961 and 9.9 million by 1991. This total has doubled since then, with around half of the population living in the city itself, while settlements have begun to encroach into green areas.

Topographically, Mumbai has the shape of an inverted bottle. Towards the south, development of the former inner city is much more highly concentrated. Here can be found the terminal stations, business centre, the triumphal Gateway of India arch, the famous Taj Mahal Palace Hotel, and several large fields for cricket, the national sport.

The contrast between rich and poor is extreme. Modern 50-storey apartment highrises are under construction beside slums of varying sizes spreading throughout the city. In terms of real estate prices, Mumbai ranks among the world’s most expensive cities, having witnessed strong growth in recent years.

The majority of the population lives in the north, including the surrounding cities

Hans-ulrich Riedel rounds up progress on Mumbai’s oftenfrustrated Metro projects, which should ultimately see one of the world’s most densely-populated cities boast a public transport service that matches its need.

of Thane, Nala Sopara, Bhilwara, Kalyan –Dombivli and Dombivli. Huge numbers of commuters travel daily to and from the city on suburban trains, and many can be seen hanging from the outsides of the carriages. Crowds travel using just three lines to the terminals of Mumbai Central, the large Chhatrapati Shivaji Maharaj Terminus (CSMT) (formerly Victoria Terminus), and Churchgate. There is an international airport in the centre of the city, which has two terminals and two runways, which have all long been surrounded by settlements.

Also to the north is the extensive Sanjay Gandhi National Park, which is V-shaped and intrudes into the city. This is roamed by tigers, which is why caution is advised in the adjacent poor residential areas, especially at night.

There are several expressways and motorways. In the west, a six-lane highway from Bandra near the coast is already partially open to traffic, and it will run through tunnels to the southern centre of Mumbai, near to Churchgate.

The construction sites are clearly visible in satellite images.

There is a new settlement east of the bay (Thane Creek), in the increasingly developed Navi (New) Mumbai, which has been a satellite city since 1971. Modelled on Shenzhen, China, as a special economic zone, the area already had around 1.2 million inhabitants by 2011. An enormous infrastructure development is underway, including not just roads, but a new airport and port as well. Investment of INR400bn (EUR4.4bn) is planned.

The city has its own metro scheme, with six lines planned over 117km (73 miles) and the first section already open.

The Metro projects

was taken to build the Metro to the 1435mm international gauge – in contrast to the main line railway, which is 1676mm broad gauge.

To relieve the enormous north-south traffic flow in Mumbai, a subway line has long been planned (the original project for which London Transport International was created back in 1970). At that time Mumbai’s population was around six million. The north-south route largely corresponds to line 3, currently under construction.

A second line has been planned since these early days, to run across the bay to Navi Mumbai (New Mumbai). The details have become more firm since the 1990s, and various consulting firms have been involved, some suggesting monorails that are cheaper and can be built faster.

Suburban rail expansion (greater track length and platform extensions where possible for longer trains), has taken place to match demand. Responsibility for planning and implementation rests with the Mumbai Metropolitan Regional Development Authority (MMRDA).

Metro lines 1 and 2 were funded and built via Public-Private Partnerships (PPPs) according to the BOT model (Construction, Operation, Transfer). The MMRDA always retained a blocking minority of 26%, but the BOT concession for Metro line 2 collapsed and the project was continued by the MMRDA itself, which announced that it would build the other lines.

In 2004, the MMRDA presented a master plan for a basic network of nine lines covering 146km (91 miles), with 32.5km (20.2 miles) underground. This INR195 billion plan (then around EUR3.52 billion) was planned for implementation in three phases across 2011, 2016 and 2021. Early on, the decision

After years of going back and forth, the implementation phase began on 21 June 2006, with the official laying of the foundation stone for Metro line 1 by the then Indian Prime Minister Dr Manmohan Singh. This was followed by the laying of the foundation stone for the monorail on 9 February 2008. The ceremonies did not necessarily mark the beginning of the actual construction work (this only began on the Metro in 2008, almost two years later). The viaduct sections cross existing and planned structures, including road bridges that are sometimes built at heights of up to the equivalent of five-storey buildings. Financing comes from Japanese loans and other sources.

A core reason for the often-enormous delays lies in the dispute over land purchases, as well as the location and size of the depot facilities, between the Indian government, state and the site owners. A route is sometimes already under construction while disputes are ongoing, and construction contracts can sometimes be rescheduled or even cancelled. Residents have taken to protesting against the viaduct routes, leading to legal proceedings, while coordination with the railway administration about crossing their routes has also added to the complexity.

Time is money, as they say, and the constant delays culminate ultimately in cost increases that have to be dealt with. This is another time waster, so information on the degree of completion should always be treated with caution, and much of what is reported may not immediately seem to make sense.

Currently, Metro construction sites can be found all over Mumbai. A total of 14 lines are

planned or are under construction at present (see table on p.12). It remains to be seen whether all of these will come to fruition, because line 2 is currently classed together with line 7.

Metro line 1

While the foundation stone was laid by the Indian Prime Minister in 2006, construction didn’t start until 8 February 2008. The 11.5km (7.1-mile) long line is completely on viaduct, running east-west and connecting Versova via Andheri to Ghatkopar. It has 12 stations, the last two offering transfer options to suburban transport. To implement this project on a BOT basis, the concessionaires founded a separate company, Mumbai Metro One PvT Ltd. (MMOPL). The 35-year concession is shared by Reliance Infrastructure (69%) with MMRDA (26%) and Veolia Transport (5%). The contract was worth INR32.6bn for five years of construction and 30 years operation.

Opening was planned for 2010, but after numerous delays, it actually took place on 8 June 2014, at a final cost of INR45bn. Chinese manufacturer CRRC (then CSR) Nanjing Puzhen delivered 16 four-car trains with a passenger capacity of 1500. The cars are 2.9m wide with four doors on each side, and take power from 25kV 50Hz overhead line. Siemens supplied signalling and Thales provided the telecoms system.

According to a 2021 report for the Asian Development Bank (ASB), the revenues of the Mumbai Metro One Private Limited (MMOPL) in 2015-19 regularly exceeded the operating costs of line 1. Cumulatively, INR11.84bn was collected, and INR8.09bn spent.

lEFt: a Mumbai Metro train heads out across the busy city via a viaduct section, a common feature across many of the Metro routes. HPT Images / Alamy

RigHt: an aerial shot of a metro train arriving at an elevated metro station.

Amlan Mathur / Alamy

Metro line 2

Line 2 is L-shaped, with the east-west relation further south than that of line 1. In Bandra and Kurla, transfer hubs are being created to suburban lines. The plans from 2006 envisaged a route of 31.8km (19.8 miles) with 27 stations between Charkop, Bandra and Mankhurd, all at a cost of INR61.9bn. Construction was scheduled to begin in 2010 with opening three years later. The BOT consortium of line 1 also won this tender.

Residents’ objections to viaducts demanded alternative investigations into an underground route, which it was found would be twice as expensive. There were further objections to the location of the depot, so shovels didn’t make it into the ground until September 2012.

Due to all the delays, the MMRDA cancelled the agreement in 2014 and even postponed the implementation, with financial support being granted from the state. All this led to the route being divided into two sections – routed along a viaduct.

Finally, on 11 October 2015, the foundation stone was laid for the northern section. Planning for this now includes additional lines, carrying the planned line 7 east of the suburban railway, and extending line 2 in the north from Charkop to Dahisar.

The 18.6km (11.6-mile) long northern section, called line 2A, opened in two sections: Dahanukarwadi – Dahisar East (9.8km/6.1 miles) on 2 April 2022, followed by Dahanukarwadi – Andheri West (8.8km/ 5.5 miles) on 19 January 2023. The total cost of all this was INR64.1bn (EUR720m).

On 2 April 2022, the first section of line 7 also opened. Both lines will, at least initially, operate continuously. In 2018, the Indian company BEML (Bharat Earth Movers Limited) received orders for lines 2 and 7, comprising 63 six-car trains (378 carriages). The order was later extended to include 21 more trains (126 cars). Built in Bangalore, the 3.2m-wide vehicles can accommodate up to 2092 passengers per train, supposedly for driverless operation. Like the trains on line 1, they run under AC 25kV 50 Hz overhead lines.

Metro line 7

Line 7 is a north-south connection with line 2 on both sides of the Western Railway suburban line. It runs 16.5km (10.3 miles) east of the railway from Dahisar East to Gundavali. Construction of the INR62.1bn project with 14 stations began in 2018, with the opening in two phases in 2022-23. The line is connected to line 2, and continuously operated.

Monorail

In 2007, the monorail scheme was put out to tender and was intended as a pilot project for India. The contract for the 20.1km (12.5mile) line was handed over to a Malaysian consortium led by Scomi, followed by the laying of the foundation stone on 9 February 2009. The route runs along a north-south axis through Mumbai, with 18 stations connecting Chember via Wadala with Sant Gagdge Maharai Chowk (Jacob Circle).

The construction period was set at 30 months with a budget of INR27bn. Opening was planned for April 2011.

The usual problems arose, such as the acquisition of land for the depot facility and conflicts with residents, which delayed the work. Due to differing progress of the works along different sections of the line, the route was divided into two sections and focus was initially placed on the northern 8.9km (5.5-mile) Wadala – Chembur leg, which included the depot. Test operation began in February 2012.

In 2010, a plan for a second monorail was halted during further investigations and then again due to poor experience with the first line. A serious accident in July 2011 that resulted in two deaths set the project back further. Plans for 185km (115 miles) of track were finally dropped in 2016.

abOVE: passengers embark on a train on Mumbai Metro line 1 (blue line). Magicbricks

lEFt: One of many Mumbai metro bridges under construction. Ansari Altamash on Unsplash

RigHt: the passenger compartment of a train on line 1 (blue line). Trinidade, CC BY-SA 4.0

abOVE: a monorail train passes through a smoggy cityscape in Mumbai in October 2023. air quality levels can often drop to ‘poor’ during the day, leading to reduced visibility, due to emissions from vehicles but also construction activities within the city. Ashish Vaishnav/SOPA Images via ZUMA Press Wire / Alamy

The first section of the monorail (Wadala –Chembur) opened on 1 February 2014. The Chembur terminus is not at the suburban railway station of the same name, but some distance away. Changing trains requires a considerable walk, which is not the case at the other end station at Wadala, which is right next to the railway station. The route runs through many industrial areas and areas with low-rise buildings.

There are four-car trains. Although there are no platform doors, there are grilles on the platform edge with openings towards the door areas, similar to those found in Japan.

Problems with operation and opening of the second section prompted the MMRDA to give notice on the concession agreement on 14 December 2018.

The second phase, Sant Gadge Maharaj Chowk – Wadala (11.2km/seven miles), began on 2 March 2019. This leads into the inner city.

Metro line 2B

This line is a 23.5km (14.6-mile) southeastern extension from DN Nagar via Bandra, Kurla to Mankhurd with 22 stations. The costs are estimated at INR11bn (EUR123.5m), including land acquisition at INR1.3bn (EUR14.6m).

Opening is planned in two phases: DN Nagar–National College in 2024, and National College – Mandale in June this year.

Metro line 3

After the previously described extended investigations, planning and replanning, the final route was determined in 2012. With the official laying of the foundation stone on 26 August 2014, the line is now marketed as the Aqua Line. The 33.5km (20.8-mile) stretch from Aarey in the north leads via SEEPZ (Santacruz Electronics Export Processing Zone), the CSIA airport and the three suburban railway stations to Cuffe Parade in the south, via 27 stations.

This is by far the most expensive metro project, undertaken by a separate company, the Mumbai Metro Rail Corporation (MMRC), as a joint venture between the Indian government and the state government of Maharashtra. Construction, divided into seven phases, began in 2017 in short sections. Sixteen of the 27 stations are in the open, with ten underground, and the northern terminus at grade parallel to the depot. They had platform screen doors from the outset, because of the expected high volume of traffic.

Construction of the station in Cuffe Parade began on 21 October 2016. The tunnel excavation of a total of 54km (34 miles) of single-track line began on 10 November 2017. It was, among other things, to cross a river in the northern section. A total of 17 tunnel boring machines (TBM) completed work on the tunnels on 30 November 2022. There was a long legal dispute to determine the location of the depot on the northern end in Aarey. At the end of February 2024, a 94.7% completion stage was reported for phase 1, with track construction complete, and tunnel and station construction almost there. The cost estimate was initially INR231.36bn, although August 2022 saw an increase approved of INR100bn to INR331bn

Line 1 (Blue Line)

Line 2A/2B (Yellow Line)

Line 3 (Aqua Line)

Line 4/4A/10/11 (Green Line)

Line 5/12 (Orange Line)

(EUR3.7bn). Japanese loans have come up with INR132.35bn (EUR1.5bn).

In 2018, Alstom won the contract to supply 31 driverless eight-car trains that cover the entire station length of 180m, in an order worth EUR415m. The first pair were tested between Marol and Aarey. The power supply is 25kV AC overhead (also Alstom), with trains using the Urbalis 400 CBTC (Communications-Based Train Control) train protection system. The line opened in two phases, the first on 5 October last year, when the northern section of line 3 was officially inaugurated by Prime Minister Narendra Modi, who rode the metro from BKC to Santacruz. Public services started two days later.

This phase runs 12.44km (7.7 miles) from Bandra-Kurla Complex (BKC) to Aarey –where the depot is also located – and includes ten stations, nine of them underground. Line 3 services will run from 06.30-22.30 on weekdays, and 08.30-22.30 at weekends. Nine driverless Alstom Metropolis train sets are required.

Line 6 (Pink Line)

Line 7/7A/9 (Red Line)

Line 8 (Gold Line)

Line 13 (Purple Line)

Line 14 (Magenta Line) Monorail

Phase 2, with the 12.35km (7.7-mile) route BKC – Cuffe Parade, has 17 stations and was supposed to open in June. There were also delays here, so it should now be in business in May.

Metro line 4

This 32.32km (20-mile) north-south route from Wadala to Kasarvadavli with 32 stations was announced in 2016 with an approved budget of INR145bn, but actual costs of INR191bn (EUR2.1bn) have already been estimated.

Construction began in 2018 with a planned opening date of 2021. Two depot facilities were planned. However, construction work has so far been delayed due to various problems, and as of the beginning of 2022, only preparatory works and foundations were completed, which suggested a delay of around two years. Under the name Line 4A, an extension was announced to the north by 2.88km (1.8 miles) with two stations from Kasarvadavli to Gaimukh, where there is a

Ghatkopar

Mandale Nmia Belapur CBD

Taloja

Badlapur

Kapurbawadi

Shivaji Chowk (Mira Road) Dahisar (E)

Towards Virar Bhayandar

Swami Samartha Ngr

Versova

Csmia MIDC

Mumbai Central

CSMT Metro

Cuffee Parade

Chembur

Vikhroli

Powai Lake Sanjay Gandhi National Park

connection to line 10. The opening is set for the end of 2025.

Alstom received an INR18.5bn order for 39 six-car trains. Due to the significant lag in construction progress, there were talks between Alstom and MMRDA in early 2022, which did not lead to a satisfactory conclusion. Alstom subsequently terminated the contract.

Metro line 5

This 23.5km (14.6-mile) stretches into the north-east. It was announced in 2016 and connects (via 16 stations) the suburb of Thane (Kapurbawadi) with Bhiwandi and Kalyan. It has a budget of INR82.4bn (EUR926.6m).

Construction of the line, which is entirely on viaduct, began in 2019 – initially from Kapurbawadi – Bhiwandi (12.8km/eight miles with seven stations). However, there were land purchase issues, and the second section from Bhiwandi – Kalyan is currently on hold due to problems in the Bhiwandi area. A 3km (1.9-mile) underground section between Dhamankar Naka and Temghar is planned, with a 2027 opening date.

Metro line 6

The line 6 project is an east-west connection north of line 1, which covers a route length of 15.3km (9.5 miles) with 13 stations. It was agreed in principle in 2017 with a budget of INR66.7bn from the state. The route average height of the pillars is 16m. The crossing of the line 1A viaduct is at a height of 20m, and the highest point is 38m.

Construction began in 2020 with completion of the elevated structures expected at the end of last year. There were protests because of the necessary tree felling work and there are ongoing problems with acquiring land for the depot, along with delays in delivery of the trains. This could push back the opening to 2026.

Metro lines 9 and 7A

Line 9 is a 9km (5.6 miles) extension of line 7 to the north with nine stations, and lies in the neighbouring city of Mira-Bhayander. The depot was originally to be built in Dahisar, but this was changed to Bhayander. Problems were also raised here, resulting in

the 4km (2.5-mile) northern extension to Uttan, where the depot will now be located.

Newer plans show a branch line to Indiralok, and Meditiya Nagar station is being built as a branch with two central platforms. In the area of the planned Shivaji Station Chowk (Mira Road), a double-deck viaduct is being built for a road overpass, and above it, the metro station.

Construction began in September 2020 with a budget of INR66bn. Opening is now planned in two phases – the first to Kashigaon (3 Station) in December 2024, and the remaining section in late 2025. The southern extension of line 7 from Gundavali – designated line 7A – measures 3.2km (two miles) with two stations. A total of 2.1km (1.3 miles) runs in the tunnel, and leads to CSIA International Airport. Construction began in September 2019, with tunnel excavation starting in September 2023. Opening is planned for December 2026.

Metro line 10

The line 10 project connects lines 9 and 4A in the north in an arch of Shivaji Chowk with Gaimukh over a length of 9.2km (5.7 miles), and the estimated cost is INR39.1bn (EUR439m).

The planning contract went to a consortium of Systra and DB Engineering and Consulting, which includes overall project management, planning, procurement support, system integration, testing and commissioning.

Prime Minister Modi laid the foundation stone on 7 September 2023, with opening planned for 2028.

More recent plans show the combination of some lines (4, 4 A, 10 and 11) into line 4, which should be completed by 2030.

Metro line 12

Line 12 will create a north-south connection in the area east of Mumbai between Kalyan and Taloje in Navi Mumbai. Entirely on viaduct, it will be 20.75km (12.9 miles) long with 17 stations, and is budgeted to cost INR41.32bn (EUR464m), although more recent figures show INR54.9bn (EUR616.6m). Basically, this line is a continuation of line 5 from Kalyan.

Progress was halted in 2019 in a disagreement over the predominantly agricultural land that was earmarked for development. MMRDS approved construction, but Delhi Metro decided that it was not worthwhile. In spring 2023, agreement was reached for the first two of seven construction lots, including the area designated for depot construction. The foundation stone was laid on 3 March 2024, and opening is set for October 2027.

DB Engineering is also involved in this project, as with line 4.

Other metro projects

The following lines are also on the agenda for opening by 2026:

• Line 8: A connection between CSIA airport and the new airport in Navi Mumbai (DB Patil International), 32km (20 miles) including a bridge across Thane Creek.

• Line 11: An extension of line 4 to the south by 11.4km (7.1 miles) with ten stations to CSMT. The INR87.4bn (EUR981.6m) project will be built partly underground and on viaduct. Construction has not begun, so completion by 2026 seems unlikely.

• Line 13: To connect Mira Road across 23km (14.3 miles) to Virar – cost est. INR69bn (EUR775m); opening planned for 2030.

• Line 14: This 45km (28-mile) line will connect Vikhroli with Kanjurmarg, and traverse further to Badlapur on the east side of Thane Creek in Navi Mumbai. At a preliminary stage, this project is estimated at INR135bn (EUR1.5bn), partly due to the cost of a bridge over the bay. An opening date of October 2026 is mentioned, but seems unlikely.

Metro Navi Mumbai

Opposite Mumbai on the east side of the bay lies Navi Mumbai (population 1.1 million in 2011), covering an area of 344sq km (214 sq miles). This city is full of high-rise buildings and highways, and an airport is scheduled to open in the first half of 2025.

Rapid transit services began in 1992 with the opening of the first suburban railway, the Mankhurd-Vashi line, extended the following year to Belapur and then to Panvel (1998). The connection from the north

followed on the Thane – Turbhe – Nerul/ Vashi corridor in 2004, and a third route is under construction between Nerul and Uran, southwest of Navi Mumbai.

The metro scheme announced in 2011 by Delhi Metro includes 117km (73 miles) of corridors, with the foundation stone being laid shortly after on 1 May. The project is funded by the City and Industrial Development Corporation (CIDCO).

Line 1 is 21.45km (13.3 miles) long and is being built in three sections. The first, Belapur – Pendhar, is 11.1km (6.9 miles) with 11 stations, and built entirely on viaduct. The first work began on it in October 2011 with a five year opening target, but after good early progress, the project came to a standstill due to problems with land acquisition.

The first test runs began in September 2019, but the COVID pandemic delayed it to 17 November 2023, 12 years after construction began. The costs rocketed from INR19.85bn to INR30.6bn (EUR343.6m).

MAHA Metro was initially commissioned for ten years to manage operations, in a project funded equally by the Indian government and the Government of Maharashtra, which represents all metro projects in the Maharashtra state excluding the Mumbai Metropolitan Region.

For the first phase, Chinese manufacturer CRRC Zhuzhou supplied eight standard gauge three-car trains for the 25kV 50Hz overhead line-route. They are 64.6m long and 3.1m wide, and can carry 1128 (150 seated), with a maximum speed of 80km/h (50mph).

Two further phases are expected to extend the line to 23.4km (14.5 miles), with 20 stations. In 2017, RITES (a consulting firm of Indian Railways) issued a detailed investigation for lines 2, 3 and 4.

Thane Metro

Thane, which borders Mumbai to the northeast, had a population of 1.8 million in 2011. It will be served by new metro lines 4 and 5, and the city has its own metro project. In 1999, a 21km (13-mile) ring line, then known as LRT (Light Rail Transit), was agreed in principle by the state of Maharashtra.

The final 2019 project envisages a 29km (18-mile) metro ring that will run on viaduct, apart from a 2.2km (1.4-mile) underground section, and have a total of 22 stations. The estimated cost is INR110 billion (EUR1.2bn).

Construction was scheduled to begin in 2020 for completion in 2024, but the project seems to be in limbo.

i ndian Metro dreams

The extensive master plan outlined at the beginning of 2004 showed a basic network of nine metro lines with 146km (91 miles), that was to be in operation by 2021.

By January 2024, only 46.5km (28.9 miles) plus the monorail route of 20km (12.4 miles) had been achieved. A newspaper article in 2022 suggested that there could be a network in the Mumbai area (including suburbs) of 350km (217.5 miles) by 2026, and 487km (303 miles) by 2041.

s uburban transport:

Mumbai s uburban r ailway

Two main railway lines run just to the south of the centre of Mumbai on up to six tracks,

which, in addition to suburban traffic with local trains, also offer express services. A third route exclusively serves suburban routes. With around 360km (224 miles) of routes, the Mumbai Suburban Railway is the busiest of its kind in the country.

It is operated by two divisions of the state organisation Indian Railways, Western Railway and Central Railway, which focus on geographically different areas. The distance between the outer endpoints of the suburban railway system and the city-side terminal stations is 114-124km (71-77 miles).

The Western Line runs along the west side of Mumbai via Bandra and Dadar to the major station at Central. Only the suburban trains continue to Churchgate station.

The Central Railway operates from Chhatrapati Shivaji Maharaj Terminus (CSMT, formerly Victoria Terminus), approximately in the centre, and then turns east via Dadar, Kurla and Thane, to Kalyan, where it branches off to Kasara and Khopoli. The large CSMT station divides into a western part for suburban traffic and an eastern section for long-distance traffic. From Thane, there is an independently-operated branch (the Trans Harbour Line) on the east side of the bay, which connects Navi Mumbai via Nerul, and Balapur to Panvel, served with a short branch to Vashi. Both local and express trains operate on it.

The third line also starts at CSMT on the station’s west side, and has separate platforms. Only local trains run on the Harbour Line route, which travels through the eastern area to Vadala partly on viaducts where it branches. The western branch leads over Bandra to Andheri (extended by three

stations to Goregaon in 2018), the eastern one over Kurla, and the railway bridge opened in 1992 over the Bay to Vashi and further through the centre of Navi Mumbai (Belapur) to Vanvel.

Recent expansion on the east side in Navi Mumbai has been via the Port Line Nerul/ Belapur – Uran. The connection to the existing line was Y-shaped to connect both Nerul and Belapur towards the south.

The first phase runs to Kharkopar. The second phase opened on 12 April 2024, extending the route to Uran and increasing the length to 27km (17 miles).

Two intermediate stations are still under construction.

Mumbai Trans Harbour Link

Another mammoth project is a second bridge crossing the bay south of the existing one, with a length of 22.5km (14 miles), of which 16.5km (10.3 miles) is a pier. Initially planned as a combined bridge for road and metro, the plan for a rail connection was rejected on cost grounds.

Construction of the six-lane bridge began in 2018 with a budget of INR178.4bn. Opening was scheduled for the end of 2023, although it took place on 12 January 2024. In 2021, the MMRDA carried out an investigation to see whether another metro line could fit on the bridge, but it was shown not to be strong enough. Two lanes will be reserved for buses, but aspirations remain to build a metro line.

For a detailed map of Mumbai’s Metro and its projects, please visit: www.mmmocl.co.in/ project-brief.html

abOVE: panvel Railway station in navi Mumbai on 27 July, a day on which Harbour Railway line trains were running behind schedule because of a technical glitch. PTI

abOVE: a Mumbai trainset passes a crossover point. HPT Images / Alamy

BELOW: Two Bombardier type ET 2010 tram-trains pass each other just outside Heilbronn Hauptbahnhof. All photos by Andrew Thompson taken on 3/4 May 2024.

BELOW: Rathaus stop serves the namesake City Hall, which can be seen to the rear.

H E i LBRO nn: C O mpaCT,

y ET in TE g R a L

andrew Thompson

uncovers the compact Stadtbahn in Heilbronn, germany, which is part of a much more expansive tram-train system.

Located in southwestern Germany between Stuttgart and Karlsruhe, Heilbronn has a small tramway that is actually a part of the wider Karlsruhe tram-train system and operated by Albtal-Verkehrs-Gesellschaft (AVG). With a population of roughly 130 000, Heilbronn is one of the smaller cities in western Germany to benefit from this kind of light rail infrastructure.

The modern system was developed entirely in this century and opened in four different stages in 2001-13. In essence, two standard-gauge street-running sections in the shape of a reverse letter ‘T’ provide a continuation and intermediate link through the city centre and between the overland lines that are part of DB’s national network. There is the 2.7km (1.7-mile) urban section from Hauptbahnhof via the junction station Harmonie to Pfühlpark, which is served by the interurban line S4. The 1km (0.6-mile) west to east alignment between Hauptbahnhof and Harmonie opened in 2001, with the 1.5km (0.9-mile) extension further east to Pfühlpark being added in 2004. A year later in 2005, the 200m gap from Pfühlpark to the main line junction near Trappensee was completed, thus creating the requisite link with the DB network and allowing S4 services to continue overland further east to Öhringen.

The 6.2km (3.9-mile) northbound spur from Harmonie to the main line station at Neckarsulm was added eight years later in 2013, with extensive street running sections serving five new calling points for lines S41 and S42 in the north of

“In essence, two standardgauge street-running sections in the shape of a reverse letter ‘T’ provide a continuation and intermediary link. ”

BELOW: Dual-mode tram-train 876 is one of 86 type GT8100D/2S-M vehicles delivered by Siemens from 1997 to 2005. Here it approaches Heilbronn Rathaus, while running eastbound with an S4 service to Öhringen.

Heilbronn Hauptbahnhof / Willy Brandt Platz

Industrieplatz

Heilbronn Sülmertor

Technisches Schulzentrum Theater

Harmonie /Kunsthalle

Harmonie Friedensplatz Finanzamt Pfühlpark Rathaus Neckarturm am Kurt Schumacher Platz

To Ühringen Schwäbisch Hall

Kaufland

Hans Rießer Straße

Würzburg

Heilbronn

Heilbronn. Just beyond Kaufland, the light rail alignment runs parallel to the DB main line via Neckarsulm Süd, before eventually merging with DB metals at Neckarsulm Mitte. While S41 runs from there north to Mosbach, S42 continues northwest along the River Neckar as far as Sinsheim, which is located southeast of Heidelberg. Within Heilbronn, lines S41 and S42 terminate at Hauptbahnhof at a purpose-built terminal on the station forecourt, while S4 runs further west on the DB network for the interurban service to Karlsruhe. Some S4 trains operate as all-station stoppers, with others running to an accelerated timetable and reduced intermediate pick-up points.

From the three lines, S4 has the busiest interval inside Heilbronn, with departures every 20 minutes during weekday peak hours, while S41 runs hourly and S42 half-hourly. Not all services have the same terminus beyond Heilbronn, with some services terminating nearer the city. At weekends, especially Sundays, the trains run less frequently.

AVG uses its fleet of double-ended Duewag/ Siemens GT8-100 tram-trains from the 1990s and early 2000s, as well as the ET 2010, which Bombardier delivered in various sub-series between 2011-21. All of these LRVs are fitted for dual-system operation under both 15kV AC on the national network and 750V dc on the urban, street-running sections in Karlsruhe or Heilbronn.

The current system is actually Heilbronn’s second tramway, as from 1897-1955 the city featured a first-generation tram, which was electrified from the outset. At its zenith in the 1930s the network included six different lines, but after sustaining significant wartime damage, only part of it was rebuilt after 1945.

“It is a showcase for how expansive tram-train systems can be cleverly used to integrate other regional cities beyond the main hub.”

In the mid 1950s the decision was made to replace the life-expired infrastructure with trolleybuses. The lone trolleybus line from Böckingen via Hauptbahnhof to Sontheim opened in 1951, but would prove to be even more short-lived, when it was abandoned in favour of diesel buses in 1960.

Though small and straightforward,

Heilbronn’s compact Stadtbahn is a real asset to its residents and reduces the need for interchange at Hauptbahnhof. It is also a showcase for how expansive tram-train systems can be cleverly used to integrate other regional cities beyond the main hub with seamless public transport and a reduced scope for infrastructure investment.

aBOVE: Tram-train 933 passing eastbound through the city centre along the busy and pedestrian-friendly shopping street of Kaiserstrasse. To the rear is the landmark Kilianskirche (church).

aBOVE: Car 930 at the forecourt of Heilbronn Hauptbahnhof, with the specialised tram-train terminal that includes raised platforms for barrier-free boarding. The vehicle has just passed over the connector that links the DB main line network with the street-running section through the city. The green livery is meant to highlight the vehicle’s environmentally-friendly features.

aBOVE: Tram-train 932 leads an S4 double header to Öhringen as it arrives at Heilbronn Harmonie. The east to north curve in the foreground is not used by regular services and is only kept for operational purposes.

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Where light rail leads...

TAUT talks to david Powell about the lessons from light rail that have been applied to liverpool’s Merseyrail system.

It’s probably fair to say that there’s a bit of an unofficial hierarchy in the UK, with heavy rail on top and light rail at the bottom. There are many reasons that have led to this but, generally speaking, light rail seemingly has to follow where heavy rail leads.

Chris Wright, Managing Director of Nottingham Trams, succinctly described this situation during his presentation at the 2023 UK Light Rail Conference (TAUT 1029): “Why is it that we have to raise our standards to meet heavy rail standards? Why do we have to feel like we’re going into their environment? I love the concept of tramtrain. But why is it not train-tram?”

It’s therefore pleasing to report that there is one UK heavy rail operation that is taking the lead from light rail.

Merseyrail officially bid farewell to its Class 507 EMUs on 3 November. These units, dating back to the late 1970s, outlived their outwardly similar cousins, the Class 508s, by nearly a year as Merseyrail officially

withdrew the latter in January 2024. The Class 507 fleet will now be withdrawn.

In their place come sleek, new EMUs from Stadler. The Swiss manufacturer has won many plaudits for the new units that it’s building for the Tyne &Wear Metro, and the transformative impact they will have on operations and passenger comfort alike.

But Merseyrail is already feeling those benefits.

Merseyrail is a heavy rail network that feels like a metro. It’s got its own distinct identity. Its route map is divided into ‘lines’ with their own colours. Stations are close to each other.

The blue Northern Line is a loose trident shape: running from Hunts Cross to the south of Liverpool, it divides, with one prong going north to Southport, the second northeast to Ormskirk and the last, east to Headbolt Lane. The green Wirral Line links Chester to West Kirby with branches to Ellesmere Port, New Brighton, and one that burrows under the river Mersey to Liverpool Lime Street.

There’s also the red City Line, but the situation here is a bit more complex. While it uses Merseyrail branding, it’s actually operated by train operator Northern.

Mersey Rail was a late 1970s British Rail creation, using various 750V dc third-rail lines in the Mersey region, some of which could trace their origins back to the Mersey Railway (opened in 1886, electrified in 1903). BR built new tunnels under Liverpool and Birkenhead and introduced Class 507s and Class 508s to create a cohesive network.

Programme Director for Liverpool City Region’s Passenger Transport Executive Merseytravel, David Powell, says: “I’d say that the only railway that is [in] the same sort of territory as us is London Overground. There are lots of parallels.”

Despite how it might feel, Merseyrail is a heavy rail operation. It became a separate franchise when BR was privatised in the 1990s. The track and infrastructure is owned by Network Rail while the trains were leased.

However, there is one key factor that makes Merseyrail different.

Powell explains: “Light rail networks have the characteristic that they are all devolved. They are all generally run by the local transport authority, not by the Department for Transport. The devolution that the light rail has is rare in heavy rail.

“The first [heavy rail] network to take that step was our network. That was back in 2003, and the management of the Merseyrail contract was taken on by Merseytravel at that point.”

aBOVe: Class 507 eMU 507027 arriving at Maghull North station with an Ormskirk to liverpool Central service on 22 april 2023. these 40-year old trains were replaced by the new Class 777 units, with the 507s officially being phased out in November. Colin Antrobus/Kernowfile, Flickr CC BY-NC-ND 2.0

leFt: One of the new Merseyrail Class 777 units (777010) sits in sandhills reverse siding in 2021, with 507016 approaching to overtake; 777010 was waiting for an evening test run up to southport and back, before heading back to Kirkdale for the night. Troy Baxter, Flickr CC BY 2.0

Three heavy rail Train Operating Companies (TOCs) have followed suit: London Overground, ScotRail and Transport for Wales.

The result, for Merseyrail, is that “generally it’s viewed in the main line rail sector as having been a success”. This is backed up by statistics from Transport Focus, which regularly place Merseyrail towards the top of customer satisfaction surveys.

“If we’re not top, we have an inquest,” Powell laughs.

Consequently, as he told delegates at this year’s UK Light Rail Conference (TAUT 1041), the ‘Misery Rail’ moniker of the 1980s is now “a name that is only ever now used by me when I give presentations!”

Having worked in both heavy rail and light rail, the opportunity to apply “what I’d learnt in light rail and bring it across to the heavy rail sector” was enough to tempt Powell away from Transport for Greater Manchester to Merseyside.

He uses the word ‘permafrost’ to describe the mindset that applies to areas of the heavy rail world. “[It] does characterise some of what we do in this country, particularly on the heavy rail network. There are big barriers that are there to be overcome, and there are ways of doing things that are difficult. And I’d seen that light rail was able to deliver a different perspective on things.

“My role, when I moved into Merseytravel 13 years ago, was to lead the next big, planned investment. That’s a programme of slightly over GBP0.5bn (EUR600m) of capital

BelOW: New Class 777 eMU 777001 approaching Maghull North station with a liverpool Central to Ormskirk service on 22 april 2023. Colin Antrobus/ Kernowfile, Flickr CC BY-NC-ND 2.0

expenditure. The centrepiece of that was the new fleet of trains.

“Everybody thinks you just put a fleet of trains on the tracks and off you go. No, the world is much more sophisticated than that. I had a lot of ‘how would I address this in the world of light rail?’.”

How many times have you read in TAUT about a tramway or light rail system showing off mock-ups of new rolling stock? It’s a common process across the globe but rare in the UK. But Powell poached the idea for the Class 777s and organised focus groups comprising real passengers. Diverse they may have been, but they were united by one thing:

“[They were] all pretty Scouse and, therefore, pretty vocal. They do not hold back and they tell you exactly what they think. We genuinely listened, asked questions in which we were interested in the answers, and reacted on it. We’ve ended up with a better piece of rolling stock as a consequence.”

It’s easy to move around inside the Class 777s compared to their predecessors thanks to the wider gangways. The seats are comfortable and there are areas that can either be used by disabled passengers or for the storage of bicycles.

It’s not just the interior that has benefited from a light rail approach. Class 777 performance was directly inspired by Bangkok’s Metro.

“When I was writing the spec for the train, I had under my elbow a variety of specs for different types of rolling stock [including] a Bangkok metro train. I thought that

acceleration rate there looks great. Why on earth can’t we do it? So I went and had a look at what the current supply was… it wasn’t great.”

Powell discovered that while Network Rail’s equipment was rated at 6.8kA, it didn’t operate above 4kA. He also discovered that NR had never been asked if it could increase the current.

“Why not? All of [the] kit is rated to operate at a higher level. Can we do it? Is there a reason why we can’t?

“The answer was that if you invest a bit of money, build some more substations, build some more feed points with the grid and [lay] a lot more cables, the third-rail can take it. And we’ve done it.”

Funding was released for the investment on the understanding that the increased acceleration rate would result in a 10% reduction in journey times. A new Merseyrail timetable is in the pipeline but could not yet be implemented until all the old Class 507s had been removed from the network.

The Class 777, Powell says, “outstrips practically every other piece of rolling stock” in the UK in terms of its power to weight ratio.

“It really is a powerful beast. You can feel it. The drivers find it quite amazing compared to what they’re used to driving.”

One piece of customer feedback had a profound impact on the Merseyrail system. The people of Merseyside did not like the gap between the train and the platform. The simple answer was to implement level

Merseyrail

boarding. This was pioneered in the UK by the Docklands Light Railway and is now being implemented on the Tyne and Wear Metro. But Merseyrail was a heavy rail pioneer in this field.

“The level boarding revolution, which light rail pioneered, [has] been widely adopted by all our tram networks around the UK. I was sitting there thinking how on earth do we do the level boarding… [on] Victorian heavy rail infrastructure with curved platforms and platform heights that are up, down and all over the place?”

Powell explains how the initial concept was to provide level boarding at specific points along the platform. But because trains don’t always stop in the same place and both eight- and four-car trains run, it was easier to make all platforms level boarding. This cost of this was in excess of GBP30m (EUR36m), and it was completed in time for the first Class 777s to enter service in January 2023.

Battery and supercapacitor technology is becoming more commonplace in light rail as an alternative to overhead catenary, particularly on historically sensitive thoroughfares. Merseyrail is also dipping its metaphorical toe in this water but for different reasons. The Office of Rail & Road has effectively ruled out expanding Britain’s 750V dc third-rail network. If Merseyrail wants to extend its reach, it needs to explore alternative forms of power.

The result is that the 1.6km (one-mile) extension to Headbolt Lane, which opened in October 2023, used battery-powered Class 777s.

“It’s the first battery powered, all-electric rolling stock here in the UK,” Powell says. Interestingly, the Class 777s were specified as dual-voltage EMUs and could be fitted with pantographs if necessary.

Headbolt Lane served as a useful guinea pig. The success of its battery trains opens the door to other possible Merseyrail expansions. In fact, it could, Powell says, lead to the doubling of the Merseyrail network.

“We know that the Merseyrail quality of service would typically get three times more patronage [than on] other lines provided by

other operators around the city region. It’s just a better, more frequent service. It’s more reliable, it runs better, it’s got staff doing the things that people want staff to do. It works, people do come and use the Merseyrail network and we know that they’re more reluctant to on some of the other routes, particularly some of the other diesel-powered routes where you’ve got 1980s diesel stock [and] one train per hour. Typically we’re providing four trains an hour”.

The business case for fitting batteries, Powell explains, offered many benefits. “First, putting batteries on a train means you can recycle energy. You can go beyond the third-rail and with charging stations beyond the third-rail, you can go a long way.”

Removing live rails at ankle height also brings a safety benefit. Plus: “We found that there is a huge carbon saving. [Battery power] consumes only 20% of the carbon the diesel train we might be displacing would.”

The reason why Merseyrail has invested GBP500m (EUR600m) in buying new trains, experimenting with battery power and modifying its platforms is very simple: growth. Merseyrail wants to increase the capacity of its network by 50%.

“We’ve seen a good recovery after COVID,” Powell says. “We were on an upwards trajectory with ridership before COVID [and] we’re slightly ahead of where we were when COVID landed. The new fleet has definitely stimulated growth.

“We’re providing for the future; we need extra capacity. We want the reduction in the journey times [because] we think that will further stimulate [growth].”

The desire to expand the network isn’t some dream aspiration. Development work is ongoing to bring other heavy rail lines under the Merseyrail umbrella. These include Ormskirk – Preston, Ormskirk – Southport, Headbolt Lane – Wigan, Hunts Cross –Birchwood, Chester – Crewe, Ellesmere Port – Runcorn East (potentially further to Warrington) and Bidston – Wrexham

“It was a really pleasing that our metro mayor [Steve Rotheram], who got re-elected [in May], announced a number of these in his manifesto. We have the funding in place and we are busy… I think there’s every chance we’ll be making them part of the network.

“We’ve now got a platform from which to grow our network. And the key to it is devolution. Devolution has enabled... these choices to be made.

“I think we’ve learnt a lot from the light rail sector, so thank you for having given me a bit of a vision that I’ve been able to take across to our aged heavy rail network.”

aBOVe: Merseyrail 508137 seen at liverpool lime street on 30 January 2016. North West Transport Photos, Flickr CC BY-SA 2.0

aBOVe: stadler-built 777008 arriving at Conway Park with a service for West Kirby on 4 March 2024. Conway Park station was opened in 1998 to serve central Birkenhead. it was created by excavating and opening out a section of the original Mersey railway tunnel of the 1880s. R~P~M, Flickr CC BY-NC-ND 2.0

Keeping Singapore on the move

With a target to bring eight in ten households in Singapore to within ten minutes of a station by the 2030s, this city-state is looking right on track. neil pulling explores further.

Asouth-east Asian economic giant, Singapore is geographically tiny. Land is scarce and has competing demands. Although prosperity and a high-quality road network encourages private vehicle use, the government invests heavily in public transport. Considering the scale of present coverage, track-based services have been implemented rapidly.

With lines of an initial heavy metro project operating since 1987, the government’s Land Transport Authority (www.lta.gov.sg) was formed in 1995. Its remit is to ‘plan, design, build and maintain Singapore’s land transport infrastructure and system’.

Under a policy of limiting the scope of government activity, service operation is contracted to private concerns. Aside from leisure and airport systems, lines are divided between the SMRT Corporation and SBS Transit, these also being two of the four contracted operators running Singapore’s public buses.

Commercial development on Singapore island began just over 200 years ago, around where a short river met the sea on the south coast. This area is now marked by high-rise buildings with the sea some distance beyond the artificial Marina Reservoir. A former British territory which became part of newly constituted Malaysia in 1963, Singapore left the federation within two years to become an independent country.

Singapore Airlines grew from foundation in 1972 into a carrier with a reach and capacity wildly exceeding domestic demand, just one example of how this small territory punches above its weight. Trade and service activities

top: alstom Movia r151 trains started to replace older stock on the first two mrt lines in June 2023: a formation on the east-West Line is near Kembangan on 16 august 2024. Howard Pulling

aBove: there are over 300 normal bus lines in Singapore, many with mrt/Lrt transfers. an Smrt man a22 is at Bedok interchange, which includes an elevated station on the east-West Line. Neil Pulling

rather than manufacturing have been foundations of wealth since the settlement’s early days. The port of Singapore remains amongst the world’s largest. Underpinned by air routes, cruise shipping and having conveniently concentrated attractions, tourism is a major activity and employer.

Mainly comprising the island of Singapore – there are many smaller islands – the city state is narrowly separated from the southern end of the Malay peninsula. Enlarged by land reclamation, the main island has a flattened diamond shape, about 49km (31 miles) east to west and 28km (17.5 miles) north to south. In June 2024, the population was about 6.04 million with a growth of around 0.5 million expected over ten years.

A maritime setting 130km (81 miles) north of the equator brings year-round daily maximum temperatures with little variation around 30 degrees C. Seasons are more marked by susceptibility to rainfall, but high humidity is a year-round feature. Such conditions make air conditioning widespread, a valued feature extending to most public transport vehicles and stations.

Two tram ventures for passenger and cargo carriage had existed in Singapore, but the mode was extinct by 1927. The replacement trolleybuses dwindled towards closure in 1962 as motor buses became dominant. As the southern end of a metre-gauge line along the west coast of Malaya/Malaysia, rail was a limited passenger carrier within Singapore.

Overlapping with the run-down and closure of that railway on the island, it was the opening of the Mass Rapid Transit (MRT)

that unlocked rail’s passenger capability. Anticipating population growth, urban spread and alternative modes being unlikely to meet future demand, in May 1982 the government approved creation of a 1435mmgauge metro network to be supported by expanded bus coverage. At inauguration in November 1987 with five stations on today’s North-South line, construction was already advanced elsewhere for the 67km (42-mile) initial system.

Although with tunnel sections, the North-South Line and the East-West Line contain the now proportionally small part of the MRT above ground, this nearly all on viaducts. With tunnel alignments becoming standard, new MRT lines were introduced in 2003, 2009, 2013 and 2020. Overall there are varying degrees of automatic operation.

MRT currently totals about 240km (150 miles) and is the principal transport service, a supplier of local trips as well as what in the Singapore context are long-distance journeys. The greatest MRT concentration is in the southern Central Area, although most of the island has current or planned coverage. The main exceptions will stay as the forested reserves in the north-west and north, with some outer fringes also staying beyond the reach of rail.

To serve closely-spaced housing estates, a different fully automated and elevated mode was adopted, with lines identified as Light Rail Transit (LRT). In operation since 1999, the oldest is Bukit Panjang LRT. It has just under 8km (five miles) of automated guideway, worked at the system’s opening

by rubber-tyred Bombardier Innovia APM 100 vehicles. Part of an active upgrade programme, this is being replaced by Alstom’s Innovia APM 300R C801B.

As well as a loop around the estate blocks, Bukit Panjang LRT connects MRT’s NorthSouth and Downtown lines. The northeastern Sengkang LRT (staged openings since 2003) and Punggol LRT (from 2005) LRT each have a pair of loops running with a central station having platforms sited above their respective underground MRT stations. Both use versions of the Mitsubishi Heavy Industries Crystal Mover C810. Leading from the Punggol MRT station, a 1.6km (one-mile) extension of the North East Line to Punggol Coast was due to open in December 2024. Outside of mainstream public transport, track-based systems are run by their respective organisations. Changi Airport is often cited as the world’s best, not least for its efficiency and range of time-killing entertainments. A seven-station automatic people-mover system covers the main terminal group (1-3; terminal 4 is not rail-linked). Although primarily an ‘airside’ service between 05.00 to 02.00, Skytrain is routed without stops through the Jewel retail and entertainment centre which has public access; passing the internal waterfall is a striking feature for passengers and Jewel visitors alike. Following upgrading in 2006, Skytrain uses Mitsubishi stock which is similar to that on the northeastern LRT loops. Now in a second monorail format which opened in 2007, the 2.1km (1.3mile) Sentosa Express connects the Sentosa resort island (www.sentosa.com) to a terminus in a shopping centre adjoining Harbourfront MRT. Fares are payable for entering Sentosa this way, but use is free within the island and for returning to Harbourfront. Sentosa internal bus lines are also free, although charges apply to the Singapore Cable Car lines which include Sentosa.

June 2024 brought the fourth ThomsonEast Coast Line extension, 10.8km (6.8 miles) from Tanjong Rhu to Bayshore. With a first opening in January 2020, this line will see a ridership leap due to a 2.2km (1.4-mile) extension to Expo, thereby connecting it to the East-West and Downtown lines. This will add alternative routes between the east and Singapore’s central district; a longer-term change will see the present Changi MRT shuttle between the airport and Tanah Merah replaced with a direct service

aBove: Bombardier Innovia APM 100 vehicles used on Bukit panjang Lrt are due for imminent replacement. Neil Pulling

right: an elaborate entrance to gardens by the Bay station on a thomson-east Coast Line section added in november 2022. it is one of many mrt stations designated as a ‘Civil Defence public Shelter’ fitted with air and chemical attack protection. Neil Pulling

aBove: Kawasaki heavy industries-CSr Qingdao Sifang C151B stock near ang mo Kio, one of the five stations on the first mrt section, which opened during november 1987. Howard Pulling

using the Thomson-East Coast Line. Other extensions are already advanced. Three new stations between Harbourfront and Marina Bay are due to open in 2026, completing the Circle Line which was designed to reduce the distance of journeys which would otherwise need transfers in the central area. Due for a 2027 debut with project completion expected in 2029, the Jurong Region Line with branches serving the west of Singapore island will have 24 stations, three with interchanges at existing MRT stations. To assist access to confined residential space, it will use a lighter vehicle format on elevated tracks, albeit more capacious than the LRT systems. Although some existing lines might justifiably be so-named, the 50km (31-mile) Cross Island Line is due for completion by 2032. To maximise land use and concentrate resources, construction of the East Coast Integrated Depot (ECID) began in 2016. It borders the present Changi MRT depot

which will close when the new facility opens, which is now due to take place in 2026. ECID is represented as becoming the world’s first four-in-one depot. There will be facilities for the Downtown Line, Thomson-East Coast Line and East-West Line on different levels, plus a bus depot.

A significant pending change relates to Singapore’s nearest neighbour. The 1.1km (0.7-mile) causeway between Johor Bahru, Malaysia, and Singapore is the primary means of cross-border commuting, even though the western Second Link road bridge opened in 1998. The multi-role causeway includes Singapore’s active fragment of the metre-gauge railway. This carries the KTM Shuttle Tebrau, a largely commuter operation with a southern terminus being part of Singapore’s Woodlands Checkpoint. This is some distance from Woodlands NorthSouth Line MRT station. The level of demand over the congested causeway contributed

to the decision to enact the Johor Bahru –Singapore Rapid Transit System Link (RTS) project. A free-standing light rail transit line about 4km (2.5-miles) long will use new tunnels and a high-level bridge over Johor Strait, with the Malaysian terminus at Bukit Chagar. The Singapore counterpart will adjoin the existing Thomson-East Coast Line Woodlands North station, a marked improvement over current mode transfers via the causeway. There is an expected transit time of five minutes; another journey time-saver will be immigration formalities covering entry and departure for both countries being completed at whichever departure station is used. The aim of the Land Transport Authority seems to be on track: “Our target is to expand the rail network to about 360km [225 miles] by the early 2030s. This means connecting eight in ten households to within ten minutes of a train station.”

THE LINES

Lines have been completed in stages rather than being complete openings. With such additions, some service re-structuring took place. Most lines have geography-based identities and official abbreviations, plus an associated colour. Approximate line lengths are as at December 2024. Operators are shown in brackets.

north-South Line – 45km/28 miles (SM rT)

East-West Line – 57km/35.5 miles (SM rT)

north East Line – 20km/12.5 miles (SBS)

Circle Line – 36km/22.5 miles (SM rT)

Downtown Line – 42km/26 miles (SBS)

Thomson-East Coast Line – 41km/ 25.5 miles (SM rT)

Bukit Panjang L rT – 8km/5 miles (SM rT)

Sengkang L rT – 11km/7 miles (SBS)

Punggol L rT – 10km/6 miles (SBS)

The MRT and LRT line abbreviations are used with a number to denote each station. Interchanges will have more than one designation, for example Bugis is EW12 and DT14. MRT lines mainly run from 05.30 to around midnight on all days, with modifications for official festivals and special events.

aBove: amongst the world’s busiest border crossings, this causeway is the primary means of commuting between Johor Bahru and Singapore. the single-track railway which handles the Ktm Shuttle tebrau service is to the right. Neil Pulling

BeLoW: the future of cross-border travel: the under-construction Johor Bahru–Singapore rapid transit System Link (rtS) as seen from Woodlands Waterfront park in october 2024. Neil Pulling

aBove: the Lrt level at punggol. the open-sided Lrt stations have overhead fans in lieu of airconditioning; there are platform edge screens but no doors are fitted. Neil Pulling

aBove: the mrt east Coast integrated Depot work site in august 2024. Changi east-West Line depot which is due for closure is to the bottom-right. Howard Pulling

aBove: the mrt and Lrt interchange at Choa Chu Kang in February 2015. this station will become part of the forthcoming Jurong region mrt Line designed to serve developing western districts. Howard Pulling

systems factfile No.207

Pozna ń, Poland

The extremely varied tram system in Poland’s fifth-biggest city is set to remain as the core public transport mode.

Poznań has a population of around 540 000 and is the capital of Wielkopolskie (Greater Poland) voivodeship/province. It is about 280km (175 miles) west of Warsaw and slightly closer to Berlin. Like many cities in western Poland, Pozna ń had periods of Prussian/ German rule. It was as the Germantitled Posen that horse-drawn tram services began in 1880, with electrification beginning in 1898. The initial route was from the central Stary Rynek (Market Square), running about 1.6km (one mile) south-west to the main railway station. Now with tram coverage from several directions, the expanded Pozna ń Główny station hosts regional, intercity and international trains. The tram system is largely uni-directional with

ABOVE: Modertrans Moderus Gamma LF02AC on 18

September 2024 nearing Wierzbięcice stop between carriageways to the east of Poznań’s main station.

single-sided stock predominating. Termini usually have multi-track return loops to hold stock and have adjacent bus connections. The service is characterised by long lines, many with routes that are far from direct between termini, some taking orbital tracks around the central area. Most tracks are used by more than one line, facilitating journeys completed with a transfer between lines from the same or nearby platforms. A prevailing ten-minute interval means that most stops have at least a fiveminute frequency.

The battle for Pozna ń in early 1945 is estimated to have destroyed 90% of the central area and over half the city as a whole, as well as drastically depleting tramway stock and infrastructure. It was

under post-war Communist control that public transport returned, including a trolleybus service which ran between 1930 and 1970. By the end of the regime in 1989, a once concentrated central tram coverage had been reduced, although extensions were added to serve outer suburbs, particularly east of the Warta river. These newly urbanised areas featured multi-storey estate blocks, the Osiedle which account for the Os. abbreviation around the transport network. Coverage of estates is exemplified by the Ż egrze stops south of Os. Lecha. A 2020 counterpart is the 700-metre section added beyond Rondo Ż egrze to the still-developing Unii Lubelskieij area. The core of today’s leisure and tourism business, the reconstructed Stary Rynek was once the tramway’s focal

Poznań

Words and pictures by Neil Pulling

POLAND

Poznań

point. There was post-World War Two reinstatement, but by 1955 such services had ceased. Road traffic is now restricted around Stare Miasto, the Old Town, which approximates to an area once enclosed by medieval walls. Multi-line stop Marcinkowskiego is about 350 metres from Stary Rynek, with Plac Wielkopolski and Wrocławska also a short walk away. West of Marcinkowskiego are single-track sections which segregate east- and west-bound services. As in other major Polish cities, large road roundabouts (rondo), which integrate tram crossroads and spur connections, feature strongly on the Pozna ń system. Most are suburban, but the complex Rondo Kaponiera is in the commercial centre: long waiting times can result from such traffic convergences.

The tram and bus transport authority (since 2008) is Zarz ąd Transportu Miejskiego w Poznaniu (ZTM) which identifies trams as the principal urban mode. With origins in early tram operations and now with

BELOW: A Solaris

Tramino S105p passing through Rondo NowakaJeziorańskiego. This roundabout contains an intersection of radial and tangent routes south-west of the city centre.

around 2500 employees, Miejskie Przedsiębiorstwo Komunikacyjne w Poznaniu (MPK) became contracted for operation and maintenance in 2008 when other aspects transferred to ZTM. In late 2024 MPK ran 18 regular tram lines (1-3, 5-19) and 55 bus lines. There are suburban stations within the city boundaries, some with nearby tram stops, although such train services are administered by the regional rail body (https://kolejewielkopolskie.com.pl ) and are outside the urban fare structure.

The biggest tram-to-train interchange by far is Pozna ń Główny, a sprawling station with a main building set between two clusters of tracks. This configuration survived a major rebuild completed in 2012, a change which continues to attract local dispute. One problem relates to long transfers between the platforms and also to the dispersed tram stops.

Most Dworcowy (Station Bridge) is appreciably west of the overbridge, with the Pozna ń Główny platforms

some distance to the east. A third pair of stops about 100 metres apart are both named Dworzec Zachodni (west station). One is on a main street, with the other being the southern terminus of Pozna ń ski Szybki Tramwaj (PST), the Pozna ń fast tram line. Emerging from a project for a longer north-south route, 6.1km (3.8 miles) of PST opened in 1997. Although the project anticipated purpose-built light rail vehicles, PST uses the normal MPK fleet.

The four regular services also integrate as lines extending beyond the fast line. Using space previously in heavy rail use and maintaining a dedicated alignment, 2km (1.3 miles) of route was added to Dworzec Zachodni in 2013. Both stops on the extension are covered, with Rondo Kaponiera beneath the roundabout installation and Dworzec Zachodni having an arched transparent roof. The PST’s southern end has a return loop, although most services use an access to the main system.

ABOVE: Leased from Modertrans, prototype Moderus Gamma 500 is on Rondo Starołęka. Demonstrated on other systems, it now sees regular use in Poznań.

ABOVE: Moderus Beta MF20 cross at Plac Wielkopolski, a central traditional marketplace ringed by a turning circuit.

ABOVE: Piaśnicka Rynek is one of two sub-surface stops on the Franowo extension added in 2012.

ABOVE: The RT6-MF 06 AC classification came with the rebuilding of an originally unreliable ČKD-Tatra type: MPK 413 is at Szwajcarska near Franowo depot on 17 September 2024.

NUMBERED STOPS

1. Rondo Kaponiera

2. Fredry

3. Uniwersytet Ekonomiczny

4. Poznań Główny

5. Zamek

6. Gwarna

7. Pl. Ratajskiego

8. 27 Grudnia

9. Ratajczaka

10. Marcinkowskiego

11. Pls. Wiosny Ludów

12. Wrocławska

13. Pl. Bernardyński

14. Most Św. Rocha

15. Most Dworcowy

Poznań Główny

(PST)

Os. Sobieskiego

Szymanowskiego

Kurpińskiego

Piątkowska

Lutycka Szpital

Os. Winiary

Św. Leonarda

Bonin

Uniwersytet Przyrodniczy

Sołacz

Nad Wierzbakiem

Ogrody Źeromskiego

Rynek Jeźycki

Bukowska

Rondo Nowaka-Jeziorańskiego

LEFT: Amongst the fleet’s oldest vehicles, 1980-built Konstal 105Na 340+341 are in use for driver training at Starołęka PKM, a southern terminus in front of Forteczna depot.

THE FLEET

Błaźeja

Jasna Rola

Os. Łokietka

Naramowice

Lechicka / Poznań Plaza

Aleje

Solidarności

Rondo Solidarności P.ołabska

Os. Pod Lipami

Słowiańska

Pasieka

Klin

Polna

Kraszewskiego

Murawa

Kmieca

Armii Poznań Źniwna

Wielkopolska

Poznańska

Most Teatrainy Stare Zoo

Bałtyk Wojskowa Matejki

Ostroroga

Grochowska

Drzewieckiego

Stadion Miejski

Arena

Węgorka Arciszewskiego

Rondo Skubiszewskiego

Budziszyńska

Grotkowska

Cmentarna

Junikowo

Krauthofera

Sielska

Górczyn PKM

Dworzec Zachodni Park

Wilsona

Rynek Łazarski

Wierzbięcice

Św. Czesława

Zajezdnia Madalińskiego

Głogowska/ Hetmańska

Kolejowa

Traugutta HCP

Wspólna

Dębiec PKM

There are various green and yellow livery formats according to tram type, with relatively few cars in promotional schemes. Circular roof-mounted line indicators are a traditional feature, even on the newest stock. Amongst the last ČKD-Tatra products, some RT6N1 were made in Pozna ń . Low reliability led to rebuilding as RT6-MF06AC (399-414). The most numerous fully low-floor trams are Tramino S105p (515559) made by Solaris, based in Środa Wielkopolska, 30km (19 miles) southeast of Poznań. Solaris’ tram division became fully owned by Stadler in 2018, with bus interests going to CAF. Entering regular service in 2011, unidirectional, 32-metre articulated S105p have five sections. MPK’s Modertrans Moderus Gamma have two forms, with uni-directional LF02AC 601-630 entering service in December 2018 and bi-directional LF03ACBD (911-940) six months later. Both are 32 metres long with five sections. Leased from Modertrans, the 2016-built Gamma LF01AC prototype/demonstrator (500) is in regular use, with a 15-metre singlesection Gamma LF05A (600) operating from September 2023.

Lechicka / Naramowicka

Włodarska

Serbska

Wilczak

Przełajowa

Małe Garbary Katedra Rondo Śródka Zawady

Pl. Wielkopolski

Mogileńska Miłostowo Politechnika Łąkowa

AWF

Półwiejska Rózana

Rynek Wildecki

Kosińskiego

Pamiątkowa

Rolna Hetmańska Wiadukt

Starołęka Mała

Bystra

Starołęka PKM

Serafitek

Termalna Krańcowa Łomźyńska

Baraniacka

Kórnika

Rondo Rataje

Wioślarska

Os. Piastowskie

Polanka

Łacina

Os. Tysiąclecia

Os. Lecha

Piaśnicka Rynek

Piaśnicka Kurlandzka

Os. Rzeczypospolitej

Rondo Starołęka

Os. Czecha

Źegrze III

Źegrze II

Źegrze I

Rondo Źegrze

Tadeuszak

Unii Lubelskiej

Szwedzka Szwajcarska Franowo

“

the mainly uni-directional fleet represents phases of Poland’s tramway evolution over the last three decades.”

LEFT: Moderus Gamma LF03ACBD near Os. Tysiąclecia where the tramway’s immediate surroundings contrast with the austere surrounding estate blocks.

RIGHT: Introduced in 2003, MPK’s 14-strong Siemens Combino fleet has gone through a recent modernisation programme. The destination panel indicates a route change due to track closure near Most Teatralny in September 2024.

ABOVE: Away from the city centre on an island in the Warta river, the Basilica of St. Peter and St. Paul is Poland’s oldest cathedral.

LEFT: The fast tram extension added in 2013 borders the western group of tracks at Poznań’s main station. Trams here also run on the higher Roosevelta street level.

network facts

Opened: 1880 (electrification from 1898)

l ines: 18

Depots: Three approx. weekday hours: 05.00-23.00

l ine frequency: Ten minutes

Gauge: 1435mm

Power: 600V dc, overhead supply c ity transport authority: ZTM www.ztm.poznan.pl

Operator: MPK Poznań www.mpk.poznan.pl

c ivic information: www.poznan.pl tourist information : https://visitpoznan.pl

LEFT: Bidirectional Moderus Gamma LF03ACBD 937 operating temporary line 93 at Błażeja terminus during the September 2024 service suspensions.

ABOVE: At Poznań’s eastern edge, Franowo terminus is immediately outside the system’s biggest depot which opened in 2014.

ABOVE: In Poznań since 2005, an exFrankfurt am Main Duewag GT8ZR is on Podgórna street on 17 September 2024.

ABOVE: The northern end of the PST fast tram line as seen from Szymanowskiego stop. The return loop at Os. Sobieskiego terminus is in the background.

The mainly uni-directional fleet represents phases of Poland’s tramway evolution over the last three decades.

Domestically built single-section Konstal 105N/Na high-floor trams originating in the Communist years remain, with some being rebuilds as Modertrans 105N Moderus Alfa. Modertrans originated as an MPK bus repair offshoot and supplied its first tram to the system in 2006. Drawing upon Alfa aspects but completely new, the three-section 25% low-floor Moderus Beta in combined variants total 53, the most numerous fleet type. MPK owns 84% of Modertrans, with the remainder being a city holding. Modertrans’ Biskupice factory is about 30km (19 miles) north-east of Pozna ń

With business expansion limited by current resources, speculation in spring 2024 suggested Modertrans might be bought by Korea’s Hyundai Rotem, by then significant in the Polish market as the supplier of Warsaw’s new tram generation.

Recently refurbished, the 14 Siemens Combinos from 2003 were unusual in being new products from the European mainstream. Much older but proven stock also came from systems that were re-equipping with low-floor vehicles. Other than a retained heritage example, the ex-Amsterdam Beijnes 3G have now gone, but former Frankfurt am Main Duewag GT8ZR were in regular service into 2024. Ex-Düsseldorf

A policy of extending

and improving

Duewags also work special services. Representing modern Polish production are the fully low-floor types from Solaris and Modertrans. The biggest of the active depots is Franowo, officially opened in 2014. It was connected to the system by a 2.2km (1.4-mile) extension east from Os. Lecha. Covering a mix of residential and commercial premises, it includes two stops on a sub-surface section which represents about half of the route. Sited at the end of a south-eastern 1955 extension, Forteczna depot is behind Starołȩka PKM terminus. Głogowska depot opened in 1907 and has been expanded several times: it is visible from the main road which includes the busy Górczyn PKM route.

ABOVE: Rebuilds of stock dating from 1978, Konstal 105N-Alfa HF07 204+203 head away from the city centre near Wrocławska.

The latest extensions were from Wilczak, completed between 2020-22. These created a north-eastern reach into the Naramowice residential area. Access to Wilczak – and other northern stops except for those on the PST – currently depends upon track on Roosevelta street immediately north of Most Teatralny (Theatre Bridge). This became an active issue when fear of a potential building collapse caused the Roosevelta section to be closed for about two weeks in September 2024. Bus substitutions were implemented, with tram service limited to a temporary line 93 using bi-directional stock between Wilczak and Bła źeja. An advanced proposal for a new route that is likely to become the next addition coincidentally has relevance to the area isolated by the Roosevelta closure. It would head about 3km (1.9 miles) from the crossroads near Małe Garbary to Wilczak, currently covered by intensive bus coverage. Such direct tram access to the north-east would reduce the risks of disruption and significantly reduce journey times from the central area. Extending beyond Bła źeja is one of several proposals for expansion which are a mix of outward reaches and linking extant tracks to give more route options.

ESSENTIAL FACTS

local travel: Staffed customer points are geared to local users: an enquiry suggested printed system maps are no longer available. A very good online service includes a translator, but taking service information in advance is recommended.

City travel with trams and buses are within Zone A. This includes the frequent service bus (line 159) between Poznań-Ławica Airport and Poznań Główny station. Fares time-based from validation: 15/45/90-minutes at PLN4/6/8 (EUR0.92/1.38/1.84); 24-hour at PLN15 (EUR3.46); 7 days at PLN50 (EUR11.53). Widespread ticket machines; on-board tram and bus electronic ticketing is also available (rates as at November 2024).

What is there to see? Tourist information points at the Airport and 59/60 Stary Rynek. The ‘Poznań in your pocket’ map identifies the varied mix of attractions that help to make the city ideal for short breaks. Away from the many central venues and near to Rondo Śródka stop, Maltanka lakeside park railway runs April-September. Ostrów Tumski (Cathedral Island) is a short walk away, or use Katedra stop. Seasonal heritage tram and bus services are notified on the MPK website.

ABOVE:

tram coverage to more residents

transfers is exemplified by the 2020 extension to Unii Lubelskiej.

TTiNg iT RigHT: SeVille meTRO

Sy ST em S faCT file: mel BOURN e

What does an LRT system need to do to increase ridership beyond pre-COVID levels? Listen to customers and get the basics right, says Jorge Maroto.

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Poland's smallest tramway in Grudziądz is modernising its fleet and has ambitious plans for network extensions, as Andrew Thompson reports.

+ The latest news and analysis, system and technical development

Worldwide Review

AUSTRIA

GRAZ. Tram line 5 services from Zentralfriedhof to Brauquartier and Puntigam were to resume along Triester Strasse on 30 November. The line is now double track throughout.

Work continues on the new city centre relief line via Neutorgasse. Designed to relieve pressure on city centre routes, it is expected to open in November. BS LINZ. A pilot project offering free travel on the tramway between Hbf and Rudolfstrasse on Saturdays (09.00-18.00) is underway. It is expected to end on 31 December. BS SALZBURG. The November referendum ( TAUT 1042) about the future of the S-Link project led to 53.2% of voters coming out against the plan. It is thought that the 15km (9.3-mile) light rail extension’s likely cost of EUR2bn was the deciding factor. Alternative solutions will now be considered. DS WIEN (Vienna). Koppreiter depot could be reactivated while Simmering depot and workshop is rebuilt. However, Koppreiter depot does not have track access. A decision was due to be made after this issue closed for press. The latest Flexity to arrive is 390. It was delivered in November. BS

BELGIUM

BRUXELLES (Brussels). The city is to celebrate the centenary of Tramway Bruxellois on 15 June with a preserved tram service between Montgomery, Stockel and Ban Eik. A bus anniversary will be celebrated the same weekend.

Alstom trams 3221 and 3222 were delivered in October.

T-2000, M.J. Russell GENT (Ghent). Work on the new Wissenhage depot is being delayed by legal action. Activists, anxious to protect the flora on the site that has been vacant for decades, have been preventing access. T-2000 LIÈGE. The opening of the new 11.7km (7.3-mile) tramway has been postponed again. It should now open on 15 April. letram.be

BULGARIA

SOFIA. A tender has been issued for the overhaul and modernisation of 40 Tatra T6 trams. TR

CANADA

HAMILTON. A Request for Qualification has been issued for the construction of a 14km (nine-mile) light rail line from McMaster University to Eastgate Square via the city centre. RGI. MONTREAL. Completion of the REM private metro has been

delayed again, this time until autumn 2025. CBC

TORONTO. Buses replaced the 512 St Clair tramline during the first two weeks of November, to permit the upgrading of the St Clair West station terminal. P. Webb

CHILE

SANTIAGO. Contracts worth EUR770m have been awarded as part of plans to build a commuter rail line across Chile’s capital. IRJ

CHINA

GUANGZHOU. Metro line 3 was extended by 9.6km (six miles) from Panyu Square to Haibang on 1 November. urbanrail.net

HARBIN. Metro line 3 now makes a complete loop after the missing 8.6km (five miles) from Sports Park to Beima Road opened on 26 November. urbanrail.net

JINAN. On 22 November, the 12.7km (7.9-mile) extension of metro line 3 from Tantou to International Airport South was opened. A further extension to Airport North is under construction. urbanrail.net

MACAU. Passenger service began on the first 1.6km (one-mile) of the Seac Pai Van light metro line on 1 November. skyscrapercity XUZHOU. Two extensions to Metro line 3 opened on 28 November: Gaoxinqunan – Yinshan and XiadianZhenxingdadao. urbanrail.net

CROATIA

ZAGREB. Construction on a 2.25km (1.4-mile) tramway extension along Sarajevska cesta started in October. Consultation has started for a 3.7km (2.3-mile) extension, from Saviš će to Heinzelova. TP

CZECH REPUBLIC

PRAHA (Prague). Services across the Libe ň bridge were suspended from 25 November while structural defects are made safe. Lines 1, 6, 14 and 25 have been diverted.

A planning permit has been issued for the extension from Malovanka to Velký strahovský stadion. It is due to open in 2026. The Pet ř ín cable tramway has not run since being damaged by storms in September. It is due to reopen in March. M. Baxter, TR

ESTONIA

TALLINN. The 2.5km (1.6-mile), EUR55m Harbour tramline was due to open on 29 November. Regular services were to start from 1 December. It is to operate as line 2 Kopli – Linnahall – Vanasadam – Suur-Paala. J. Carpenter

FINLAND

TAMPERE . The city council agreed on 21 October to build a tramline from Pirkkala to Linnainmaa. Construction of the 13.6km (8.5-mile) line is to take place in 2028-32.

VANTAA . State funding of EUR144m has been agreed for the LRT line planned to link the airport with the Helsinki metro at Mellunmäki. Construction contracts could be let during 2025. BS

FRANCE

BORDEAUX. A contract has been awarded to ACCM in ClermontFerrand to give a mid-life overhaul to 62 Citadis trams by 2030. BS LILLE. A new automatic train control system on VAL metro line 1 failed to pass its reliability test on 19-20 October. It is now considered unlikely to be approved until early 2026. pss-archi.eu MONTPELLIER. The first rails were laid on the line 1 extension on 17 October. This will link Odysseum to Gare TGV Sud de France. It should open in December 2025. BS

GERMANY

BAD SCHANDAU. The Kirnitzschtalbahn tramway was closed from 4 November to permit track renewal. When services resume in December, one tram will be in use until 28 March. BS BERLIN. The first plans for a 14km (nine-mile) tram line to replace the M41 bus from Potsdamer Platz to Bhf Schöneweide via Sonnenallee were presented on 7 November. The city must cut EUR3bn from its budget. Some 18.5% of that falls on transport, and so proposed tramway extensions from Alexanderplatz to Kulturforum

and from Johannisthal to Gropiusstadt have been removed from the programme.

Stadler delivered the first large profile Type J U-Bahn set to Friedrichsfelde workshops on 14 October. Series delivery is expected to start during 2025.

A planning application has been submitted for the extension of line U3 from Krumme Lanke to Mexikoplatz.

Opening of the S-Bahn link from Gesundbrunnen to Hbf has been postponed to beyond the December timetable change.

Berliner Zeitung, BS BONN. Škoda ForCity Smart trams carried passengers for the first time on 26 November.

A council meeting on 12 November decided that line 16 should operate between Köln and Bonn Hbf with line 67 becoming a through operation between Siegburg and Bad Godesberg. Line 66 will become Tannenbusch – Rheinaue – Südbrücke – Bad Honnef, while line 68 runs from Bornheim to Ramersdorf. BS BRANDENBURG. The first Škoda 48T was expected to be delivered at the end of November. BS BREMEN. Lines 2 and 10 were cut back to Weserwehr, and Sebaldsbrück depot was isolated from the network, between 19 November and early December. This was to permit work to link the new tracks through the Zeppelintunnel to take place.

Bürgermeister-Smidt-Brücke was closed to trams from 3 November for remedial work that could take up to six months to complete. Trams are diverted via Wilhelm-Kaiser-Brücke, at reduced frequency. Line 8 is operating Kulenkampfallee – Hbf only. Temporary Line 14 runs between Arsten and Huchting. OR

The last tram to be delivered to the Danish capital København in 1968 (Düwag 900) has been running in Iskandariyah (Alexandria), Egypt, since 1973, and is seen at El Shohdaa on 16 October 2024. K. Simana

Worldwide Review

DARMSTADT. The ten lowfloor trailer cars sent to Talbot in Aachen for refurbishment have not yet returned to Darmstadt. A further seven similar cars have been sold to Gera, while 9436 has been scrapped. Car 9441 is now a fire department training car. DESSAU. Werdau tram 28, built in 1925, and 30, from 1947, took part in 130th anniversary celebrations on 16-17 November. BS DORTMUND. HeiterBlick Stadtbahn B6D 381-383 were delivered over the autumn. BS DRESDEN. Line 8, diverted after the collapse of the Carolabrücke bridge over the Elbe (TAUT 1043), has had its route altered again. From 14 October, it runs via the eastern city ring. This is to relieve pressure on the now heavilycongested Augustusbrücke. BS DÜSSELDORF. The final six GT8SU trams were withdrawn on 10 November. They were built by Duewag in 1973-74 and modified in 1981-83 for Stadtbahn operation. DS FRANKFURT-AM-MAIN.

All 14 T class trams were taken out of service on 1 November. Operator VGF and Alstom are now working to resolve an unspecified technical defect. faz.net HAMBURG. U-Bahn line U1 was replaced by buses between Lattenkamp and Ohlsdorf from 4 November. The reconstruction of Sengelmannstrasse was to be completed on 10 December. BS KÖLN (Cologne). Sixtyone new technical staff were recruited in September to address shortcomings in the tram fleet. An emergency reduced timetable was introduced from 16 November, affecting lines 1, 13, 14, 17 and 19.

Refurbishment of the Mülheimer Brücke is taking longer than expected and trams will not return there until the spring. BS MAGDEBURG. The mayor has commissioned an outside agency to look for cost saving

opportunities within operator MVB because the annual subsidy requirement is forecast to increase from EUR56.5m in 2024 to EUR85.2m in 2028.

MVB is trying to source spares to return 15 stored trams to service. Alstom Flexity 1402 is undergoing commissioning tests. It is the first of 35 new vehicles. BS MAINZ. Trams started using the branch between Gonsenheim and Finthen Römerquelle again from 2 November. It closed in 2022 for EUR13.5m worth of infrastructure work. DS MANNHEIM–

LUDWIGSHAFEN (RNV). The Adenauer Brücke, across the Rhein, closed to trams from 11 July due to safety concerns about the track. It had still not reopened by the time this issue went to press. Line 4 is diverted via Schumacherbrücke, while line 7 is operated in two sections, either side of the river. Lines 8 and 9 are cancelled. BS MÜNCHEN (Munich). Line 18 trams returned to Gondrellplatz from 7 October after completion of Tram-Westtangente work. Line 19 is to terminate at U-Bhf Westendstrasse until early December to permit further work. NAUMBURG. Operation of the city’s heritage tramway in 2025 has been secured thanks to EUR119 542 of funding. DS ROSTOCK . Articulated tram 801 has received a special livery. Each of its three sections carries historic city tramway colours. BS SCHÖNEICHE. The purchase of two Stadtbahn-M trams from Mülheim/Ruhr did not happen as they were damaged in accidents. Instead, Heidelberg 3264 (Duewag low-floor tram of 1994) arrived for trials on 18 October.

The rear section of ex-Heidelberg Düwag 48 has been coupled to the rear section of withdrawn 47 to form new car 48. BS STUTTGART. A programme of celebrations to mark 140 years of

the Marienplatz – Degerloch rack tramway started on 5 October. BS WÜRZBURG. The city council has released EUR600 000 for the extension of Line 6. DR

GREECE

THESSALONIKI. The first 9.6km (six-mile) section of the EUR3bn, 1435mm-gauge automated metro was to open on 30 November. It has taken 21 years to get trains running from Neos Sididromikos Stathmos (New Railway Station) to Nea Elvetia. Hitachi Rail Italia has supplied 18 four-car trains. urbanrail.net

HUNGARY

BUDAPEST. Tenders have been issued to construct a 2.2km (1.4mile) tramway link between Deák tér and Lehel tér. A tramway between the two closed in 1980.

A full size, 11.5m tram made of Lego was unveiled at Deák Ferenc Sq on 21 November. It has taken 90 people over six months to assemble the 1.8m plastic bricks. The model has been built on a works tram underframe. BS, Hungary Today

INDIA

BENGALURU. The 3.1km (1.9-mile) metro Green Line extension from Nagasandra to Madavara opened on 7 November. urbanrail.net

ISLE OF MAN

MANX ELECTRIC RAILWAY. Electric locomotive 34 and scissor lift wagon 52 were used on 25 November for work on overhead wires at Baldromma. Open ‘Crossbench’ trailer car 41 is being repainted at Derby Castle workshops over the winter. MANX ELECTRIC RAILWAY/ SNAEFELL MOUNTAIN RAILWAY. The Department of Infrastructure is looking for brakesmen for the SMR and conductors on the MER for the next operating season, which

starts in March. Applications must be made by 5 January.

ITALY

PALERMO. An option has been exercised for a further 14 CAF trams; nine are already on order. cs-dopravak TRIESTE. The Opicina tramway was due to reopen before the end of 2024, initially with a limited service. A full service is to start in spring 2025. DS

JAPAN

KUMAMOTO. The first of nine new three-section low-floor trams (2401-9) was delivered in September. BS

KAZAKHSTAN

ÖSKEMEN (UstKamenogorsk) . In October there were just three operational trams for the network’s three lines. Reports suggest the system is running without a timetable and that drivers are selling tickets. BS PAVLODAR. It is reported that 25-40 air-conditioned Chinesebuilt bogie trams are on order, with 15 expected in 2025. They will be financed by a EUR10m European Bank for Reconstruction and Development loan, with a further EUR4m from the Clean Technology Fund. The fleet comprises 23 BKM802E trams, dating from 2017-19, plus some KTM-5 coupled sets. BS. TEMIRTAU. Although the tramway was ceremonially reopened on 1 October, a visitor on 11 October reported no trams in service. Apparently, services are disrupted while further deliveries of KazTehna trams are made. BS

LUXEMBOURG

LUXEMBOURG. Work on the 2.3km (1.4-mile) line between Pfaffenthal and LuxExpo via Boulevard Konrad Adenauer is expected to start soon. Completion is slated for September 2027.

Alstom’s latest design of tram for Frankfurt-am-Main, type T, was not carrying passengers as this issue went to press. Car 310 is seen at Hbf. A. Thompson

The most recent Skoda 40T tram to be delivered the short distance from the factory to the Plzen tramway was 387, which arrived on 8 November. Prvek

A 1.1km (0.6-mile) branch from Gare Centrale to Hollerich is due to follow in 2029.

A second depot is to be built by 2029-30 at Cloche d’Or, near the new Stadion terminus. T-2000

MEXICO

MEXICO CITY. The 5.5km (3.4-mile) Cabelbús 3 opened on 24 September. It connects the districts of Los Pinos and Vasco de Quiroga. UTM

NETHERLANDS

AMSTERDAM. No trams are due to run between De Clerqstraat and Mercatorplein until at least 15 February. Lines 5, 13 and 19 are diverted.

Coupled sets have worked line 25 to Uithoorn since 1 September. Combino 2128 was destroyed by fire during riots on 12 November. From 1 January, 121 platform ticket machines at metro and tram stops are being taken out of use as use of OV passes or tap-and-go payments increases.

CAF is to supply 13 more M7 three-car metro trains. OR, GVB DEN HAAG (The Hague). Line 1 was cut back from Delft to Kerkplein from 14 October until at least 15 December for infrastructure work. During the same period, the Scheveningen turning circle was out of service and trams turned back at Kurhaus.

Ex-Bruxelles PCC 7065 was fitted with a VETAG communications system, and ran night-time trips for Haags Openbaar Vervoer Museum members. OR

NORWAY

OSLO. Buses are replacing line 17/18 trams between John Colletts plass and Rijkhospitalet. Reopening to Gaustadalleen was planned for the end of 2024, but trams are unlikely to reach the hospital again until 2030-31, while a major rebuilding project takes place. BS

PHILLIPINES

MANILA. Light rail line 1 was extended by 6.4km (four miles) south from Baclaran to Dr. Santos on 16 November. UTM

PERU

LIMA. A commuter rail service is to be launched in 2025 using 19 diesel locomotives and 90 doubledeck coaches acquired from Caltrain, San Francisco (US). J. May

POLAND

SZCZECIN. The first trial run on the new tracks to Pomorzany was on 5 November after completion of delayed modernisation works. Four double-ended Gamma trams (with an option for eight more) are to be purchased from Modertrans for PLN51.8m (EUR12m). TP WARSZAWA (Warsaw). Tram lines 14 and 16 started using the 6.3km (3.9-mile) Wilanów extension from 29 October, offering a combined three-minute headway at peak periods. The extension’s stub terminus requires double-ended trams. Line 19 will be added to the route during 2025 when the branch to the Stegny loop is opened.

The first service tram (line 4) left the new Annopol depot at 04.06 on 29 October. Initially lines 1, 3, 4 and 25 are served by trams from the new facility.

Independence day, 11 November, was used as the occasion to launch restored LinkeHofmann two-axle tram 541 of 1925 on heritage line W. TP WROCŁAW. After a three-year break, circular heritage tram line O (Zoo – Opera – Dworzec Główny PKP – Zoo) was reinstated from 30 November. It will run on Saturdays and Sundays (12.00-21.00). TP

PORTUGAL

LISBOA (Lisbon). Metropolitano de Lisboa has awarded a EUR134m contract for 24 three-car trains

to Stadler, with an option for 12 more. Stadler is already supplying the metro with 14 trains, with the first on test. P. R. Costa SINTRA. The tramway’s winter timetable comprises two round trips to Praia das Macas, leaving Sintra at 10.20 and 14.00. BS

RUSSIA

KALININGRAD. The announcement that the rails of former tram line 1 along Park Pobedy were to be lifted resulted in a petition being submitted to the city council to retain them. The windscreen of a Corsair tram was shattered when shots were fired at it on 1 November. There were no injuries. Police have arrested a 17-year-old male.

J. Carpenter KAZAN. The nine-country BRICS summit in October resulted in 176 free daily return express EMU services operating between the city and the airport. N. Semyonov KHABAROVSK. With local travel agents already offering tours on the last RVZ-6 trams, the first six of ten Ust-Katav 71-628 trams entered service in October. N. Semyonov NIZHNY NOVGOROD. The concession agreement for the modernisation of the tramway appears to have collapsed. An order for 30 low-floor trams has been cancelled. N. Semyonov SANKT PETERBURG (Saint Petersburg). The line to Kosya Liniya, on Visil’evskiy island, reopened from 7 October. It is used by lines 1 and 40. The last trams ran here in 2015.

Tram 0601 (a 71-134 ) has been converted for use as a driver training/children’s party tram. N. Semyonov SARATOV. PKTS delivered five more 71-911EM Lionet trams in November. Also expected are 28 articulated 71-923M Bogatyr trams. N. Semyonov VOLGOGRAD. Service on the modernised express tramline ST resumed on 31 October. Three PKTS 71-932 Nevsky low-floor trams (5028-30) are in service, alongside nine PKTS 71-911 Lyonok trams. skyscrapercity YAROSLAVL. Testing on the relaid 5.7km (3.5-mile) line along Ulitsa Blyukheva started on 22 October. Line 6 will use the tramway when approved for passenger operation. N. Semyonov

SLOVAKIA

BRATISLAVA. Further difficulties have been found on the route of the 4km (2.4-mile) tramway extension to Petržalka: a wartime pillbox needed to be removed. The cost has increased from EUR89.5m to EUR101.6m.

The route is not expected to be handed over to operator DPMB until August. A tender has been launched for up to 60 49m trams. UTM

SOUTH KOREA

TAIPEI. The first automated four-car Alstom Metropolis metro train was delivered on 11 November. A total of 35 are on order for the 22.8km (14-mile) Wanda Zhonge Shulin line. UTM

SPAIN

BILBO (Bilbao). An 18-month construction contract was awarded in September to extend the line from Olabeaga by 2.4km (1.5 miles) to Zorrotzaurre. TR MADRID. Alstom has been awarded a contract for the midlife overhaul of 27 Citadis trams it supplied in 2006-07.

The outer section of metro line 7B has been out of service since 22 July 2024; just a shuttle service of two trains is running between Estadio Metropolitano and Barrio del Puerto. The 15km (nine-mile) line was opened in 2007.

CAF has been awarded a EUR498m contract for 40 metro trains for line 1. It includes ten years of maintenance. RGI, UTM SEVILLA (Seville). A 300m tramway extension from Eduardo Dato to Luis de Morales opened on 18 November. The line is now 4.2km (2.6 miles) long. A further one-stop section to Santa Justa railway station is under construction.

Five new 2.3m wide CAF Urbos 3 trams have entered service. Six more, but 2.65m wide, are on order for the 12.2km (7.6-mile) line under construction in the eastern suburbs. UTM

SWITZERLAND

BERN. Trams returned to Effingerstrasse from 14 October. Plans to close the tramway to Fischermätteli have been rejected, with a referendum instead coming out at 76.1% in favour of funding track reconstruction. BS BERN – SOLOTHURN (RBS). The last two Stadler Worbla Be4/10s (15 and 16) entered service on 7 October. EA LAUTERBRUNNEN – MÜRREN (BLM). The last day of operation of the Be4/4 railcars was 20 October. They were removed from the mountain using radio-controlled tractors; these tractors hauled the new Be4/6 units in the opposite direction. TR

UKRAINE

KYIV. Tatra-Yug has been awarded a UAH491m (EUR11m) contract to supply five K1T three-section low-floor trams, to join the 20

Newly-extended Manila line 1 with Kinki Sharyo/Nippon Sharyo LRV 1232 dating from 2007 at Carriedo station. I. Ligovsky

Worldwide Review

already in the fleet. The European Investment Bank has agreed a EUR59m loan. It will permit the remaining Russian-built metro trains to be replaced. RGI, IRJ

UNITED KINGDOM

BLACKPOOL. Passengers have been confused by signs saying services would not use the new Talbot Road extension after 19.00. It transpires that curtailment of services was a temporary measure during the festive period, easing congestion across the junction onto the new branch.

CARDIFF. Signalling to allow Taff Wells tram-train depot to be linked to the national railway network was due to be commissioned in November. It is planned that the Stadler Class 398 tram-trains will enter service in mid-2025.

EDINBURGH. Work to rectify cracks in concrete along the line to Newhaven is underway. Original contractor Sacyr Farrans Neopul is undertaking the work at night.

Public consultation on the proposed North South Line could start in spring. This would connect Granton in the north to the Bioquarter in the south, via the city centre. There are two potential routes, one via Orchard Brae and across Dean Bridge, while the other uses the Roseburn Path. A decision on the route could be made by the end of 2025.

GLASGOW. At least half of the withdrawn Metro-Cammell Subway fleet has been saved from scrap. The trains were withdrawn in June. Some cars have been earmarked for local charities and children’s nurseries, while one is displayed in the Riverside Museum.

INDUSTRY. The LRSSB has appointed Sarah Higgins to its board. Ms Higgins is currently Operations Director at Transport for Wales.

LONDON (DOCKLANDS).

Direct peak-hour services on the Docklands Light Railway have been restored between Stratford and Lewisham. Signalling problems had led to services being terminated at Canning Town.

LONDON (UNDERGROUND).

Transport for London has invited bidders to create solar farms that could deliver 64mW of electricity, some 5% of the total power used by the Underground network. TfL plans to have the Underground completely powered by renewable energy by 2030.

TfL estimates that a third of its Underground stations now have LED lighting, while bus stops will be converted to LED lighting in the coming months.

MANCHESTER. Transport for Greater Manchester has appointed Steve Warrener as Managing

Director. Mr Warrener, who joined TfGM in 2007, has held the position on an interim basis since January 2024.

Metrolink has joined Edinburgh and Blackpool in adopting the ‘Two Lines = STOP’ warning message in an attempt to improve safety around tramways. Signs have been installed at key locations, including at crossings.

SHEFFIELD. The LRSSB is working with Efficiency Ups to develop VibeSafe, an alert system capable of providing a 30-second warning of an approaching tram.

TYNE & WEAR. The Local Transport Plan has stated that Metro services could be running on part of the Leamside line to the International Advanced Manufacturing Park near Washington in 2029. The corridor runs over a former East Coast Main Line diversionary route. Complete restoration of the Leamside line would take place by 2035. The plan is out for consultation.

The Northumberland Line is due to open before Christmas. The former freight route to Ashington is being restored to passengercarrying status. There are to be interchanges with the Tyne & Wear Metro at Northumberland Park, Manors and Newcastle Central.

The Metro’s GBP5.3m (EUR6.4m) refurbishment of Whitley Bay station should be completed during 2025.

USA

BOSTON, MA. There are now no ‘slow orders’ on the subway, for the first time in 20 years. Work to complete track repairs on the Red Line finished on 24 November, ending a programme to improve the condition of the permanent way. Mass Transit BUFFALO, NY. The surface portion of the NFTA light rail line was closed 27 October – 24 November for infrastructure work. A new crossover was installed to permit reversible working on either track. Mass Transit DALLAS, TX. Work has started at Shiloh Road station in Plano to build a new depot for DART’s eight Silver Line Stadler FLIRT diesel trains. They will serve the 42km (26-mile) line from Plano to DFW International Airport from mid-2026.

Trinity Metro has ordered four more Stadler FLIRT DMUs for the TEX Rail line from Fort Worth to DFW International Airport.

Mass Transit DENVER, CO. Alstom has signed a EUR218m contract renewal with Denver International Airport to operate its Innovia APM system. The seven-year deal comes into force from 1 January. Alstom

HUDSON–BERGEN (NJ). A new light rail operating contract has been awarded to the ACI/Herzog joint venture. It is to start on 15 September. Mass Transit LARKSPUR – SANTA ROSA, CA. Sonoma-Marin Area Rail Transit (SMART) has been awarded USD81m (EUR76.7m) from the state of California to extend its diesel light rail line. The 4.8km (three-mile) extension from Sonoma County Airport in Santa Rosa will terminate at Healdsburg. J. May LOS ANGELES, CA. The LA Metro Board has approved a USD798m (EUR765m) amendment to the funding agreement to enable the Foothill Gold Line Construction Authority to complete the final 5.1km (3.2-mile) section of the extension from Pomona to Montclair. A construction contract should be awarded in the spring.

California State Transportation Agency has awarded a USD231m (EUR219m) grant to LAMATA for the 23.2km (14.5-mile) Southeast Gateway light rail line from Slauson to Artesia. Mass Transit NEW YORK, NY. The MTA has released a Request for Proposals for the 22.4km (14-mile) Interborough Express LRT project. It is expected to cost USD5.5bn (EUR5.2bn).

The postponed congestion pricing scheme was to be introduced from 5 January. The toll to drive into Manhattan was to be USD9 (EUR8.52). J. May NEW YORK, NY (PATH). The Port Authority Trans-Hudson system recorded 5.12m passengers in September, its busiest month since February 2020.

Nine-car trains were introduced on the Newark – World Trade Center line from 14 October. J. May NEW YORK – NEW JERSEY.

NJ Transit unveiled the first of 174 Alstom new double-deck commuter rail cars from an order originally placed with Bombardier. A joint venture of Tutor Perini/ O&G has been selected to build a new elevated rail structure to replace Airtrain Newark.

RGI, R. Barrows PHILADELPHIA, PA. SEPTA plans a fare increase from 1 January to help meet a USD 240m (EUR227m) deficit. The base fare using a Travel Wallet was to be USD2.50 (EUR2.36). J. May PROVIDENCE, RI. The Rhode Island Public Transit Authority has reopened the historic East Side Tunnel after USD25m (EUR24m) in renovation work. The tunnel was last used by interurban streetcars in 1934, but now hosts six bus lines. Mass Transit SAN FRANCISCO, CA. A USD212m (EUR201m) contract

has been signed with Hitachi to update the Muni Metro control system. Installed in 1998, it still uses floppy disks that must be uploaded daily. The new system should be ready by the end of 2027. J. May SAN FRANCISCO, CA (Caltrain). Following its electrification, Caltrain recorded over 753 000 passengers in October, a 54% increase from October 2023. J. May SEATTLE, WA. The Sound Transit board has approved the 6.6km (4.1-mile) West Seattle extension from SODO to Alaska Junction, due for completion in 2032. Mass Transit

MUSEUM NEWS

CRICH (UK). New traction poles were installed in November.

LINCOLNSHIRE (UK). Ex-Lisboa tram 711 has returned to service at the Crowle Peatland Railway, to the west of Scunthorpe. Built in 1936 with an underframe from Maley & Taunton of Wolverhampton, the tram is hauled by the line’s Schöma diesel locomotives. It has been out of action since 2023.

SEATON (UK). The tramway’s ‘Polar Express Festive Tram Ride’ was ranked 13th in a poll of the UK’s top festive railway experiences compiled by The Times. Car 15 has returned to service after undergoing maintenance for most of 2024. It was built in 1988 as a replica Manx Electric Railway ‘Toast Rack’ open car, but was rebuilt with a roof in 2016. SOFIA (BG). Cosmeticallyrestored two-axle tram 83, built by Siemens in 1935, has been put on display outside the Centralni Hali/Banya Bashi Mosque for use as a tourist information point.

A. Bazhevanskiy

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 Berliner Zeitung, Blickpunkt Straßenbahn (BS), CBC, csdopravak, DR, Drehscheibe (DS), Eisenbahn Amateur (EA), faz.net, GVB, Hungary Today, International Railway Journal (IRJ), letram.be, Mass Transit, Op de Rails (OR), pss-archi.eu, Railway Gazette International (RGI), skyscrapercity, Tram-2000 (T-2000), Today’s Railways (TR), Transport Publiczny (TP), urbanrail.net, and Urban Transport Magazine (UTM)

OSTRAVA’S GRAND PARADE

Visitors to the Czech metropolis of Ostrava were treated to a great multi-modal transport festival in early September, with tramways playing centre stage. Mike Russell reports on a spectacular event.

This feature chronicles a special anniversary in the Czech industrial city of Ostrava.

Both the city and its transport company exhibit commendable acknowledgment of their heritage.

Not only has a wonderful collection of vintage tramcars, trolleybuses and motor buses been assembled under municipal auspices, but the undertaking has published a series of authoritative books chronicling the story of the standard-gauge tramway, the sadly closed narrow-gauge light railway, the trolleybus system, and the motor buses. This series even includes a special volume about the important network of freight services operated over the tramway from the outset until as late as 1972.

Coupled with retention of major parts of its industrial heritage, this is a city that proudly celebrates its past, and in September it was the turn of the tramway component. This was only just in time, as less than a week later Ostrava suffered inundation from flooding of nearby watercourses; fortunately local personnel were able to move the collection of museum tramcars to higher ground before serious damage occurred.

First, we need to say something about the city itself – Czechia’s third-largest, with the city centre lying 15km (nine miles) south of the Polish border, but the district of Antošovice just 200m from the boundary.

What is now a big city sits on the southern part of the Silesian coalfield, which covers parts of both eastern Czechia and southern Poland. It developed from a small settlement in the late 18th Century to become today’s metropolis, and although the mines of this field drew coal for the last time in 1994, there remain plenty of mementoes of the city’s glorious industrial days. The seam itself retains abundant reserves of unexploited coal and a few mines in the Upper Silesian area of Poland are still active.

What we now term Ostrava was earlier divided between Moravia and Silesia, the boundary being the river Ostravice, with Mährisch Ostrau occupying lands on the west bank and Slezská Ostrava (the older

part) those to the east. The terrain varies between gently undulating and steeply hilly – the latter particularly in the area formerly served by the narrow-gauge light railway. To some extent the development of urban transport facilities in each part of the coalfield (Czech, formerly Austria, to the south and German, later Polish, to the north) initially moved in fairly contemporaneous step.

In 1828 an ironworks was established on land south-west of central Ostrava in the area of Witkowitz (Vítkovice); it soon grew to be the biggest such plant anywhere in the Habsburg empire. Much of it survives today, with some elements still at work and others retained as industrial monuments.

The name Ostrava was not in use at this stage, indeed formally not until 28 June 1946, following its previous nomenclature of Mährisch Ostrau and some five years of unofficial usage as Ostrau during German occupation. Prior to that and at the time of introduction of the first tram line, the area was merely a string of disparate settlements, with no single controlling authority. In 1924, four cities (Moravská Ostrava, P ř ívoz, Vítkovice and Mariánské Hory) and three villages (Záb ř eh, Nová Ves and Hrabůvka) combined to form the amalgamated town of Moravská Ostrava (Moravian Ostrava). Later other cities and villages were absorbed. For example, ‘Svinov’ (where the railway station is located) became an independent city in 1936 and only joined Ostrava in 1957.

Steam beginnings

On 18 August 1894, the first tramway was opened in the area we now call Ostrava. It used steam traction on a single standardgauge cross-city line between Oderfurt (P ř ívoz), the location of the main local station on the Kaiser Ferdinand Northern railway (today Ostrava main station), and Witkowitz (Vítkovice). This line ran via the town centre of Mährisch Ostrau (Moravská Ostrava) and the steelworks district.

Laid entirely as street-running track and, following Vitkovická and Pohraniční trida (the latter now partly extinguished), this

line was quite distinct in orientation from present-day lines serving the steelworks district. A concession for the operation was granted to the Brno-based company, Brünner Local-Eisenbahn-Gesellschaft (BLEG), which already held a concession for tramway operation in Brünn (Brno). Provision was made for commercial freight haulage over the line from the outset.

A short local line to the Reichsbrücke (today Most M. Sýkory) opened in 1896 and a more substantial line, the last extension with steam traction, in May 1899 westwards via Marienberg (Mariánské Hory) to Hulwaken (Hulváky). Steam traction was replaced on all lines by electricity on 1 May 1901, but recent research has revealed that conversion of the 1894 line took place first, electric operation starting on 5 April 1901.

In the first decade of the 20th Century a complementary network of lines laid to 760mm-gauge was created based on Bohumín, Karviná and Slezská Ostrava (Silesian Ostrava). The first of these was a purely local line operated by horse traction in Stary Bohumín under direct municipal auspices, which survived (after steam operation, electrification and compulsory acquisition) until 1973.

The narrow-gauge system developed to one of around 78 route km (48 miles) at its maximum, serving Karviná and Orlová, as well as the hilltop settlement of Michálkovice to the east of Ostrava. Originally operated as separate lines with different companies, though under the overall supervision and ownership of the local state, the network was first consolidated during World War Two and in 1949 completely absorbed by the new Dopravní podnik města Ostravy (DPMO).

After the war’s end it was decided that the narrow-gauge lines should be replaced by trolleybuses and standard-gauge trams, although most such projects went unrealised. Progressive amputation of sections of line started in 1952 and, after a rush of abandonments in the late 1960s, the narrow-gauge network finally closed on 30 September 1973. Several of the ancient

1. Teak-bodied motor car 50 and trailers 218 and 219, all early post-war products of Královopolská strojírna of Brno, pass through industrial surroundings on 1 máje street. This track is the only surviving section of the original 1894 line in Vítkovice still served by trams.

2. A rear view of Tatra T1 528 on display at Vítkovice station loop.

Classic Trams

rolling stock members survive in the Brno Technical Museum collection (though one, car 414, was sadly broken up after being dropped during transportation).

Meanwhile the standard-gauge network expanded as the city spread outwards. Amongst its achievements was the acquisition of three steam-operated suburban railway lines, which were re-equipped for electric tramway traction. Two of these, to the towns of Hlučín and Klimkovice, are no longer served by trams, but the rural line 5 to Zátiší (formerly Kyjovice-Budišovice) has been retained and upgraded to cater for local residents and tourist traffic. This line has customarily been the venue for some of the summer heritage operations of recent years.

The first tram route actually through the steelworks (the 1894 line) was owned and operated by the BLEG company on a concessionary basis; in 1907 the company opened a new route which skirted the steelworks estate and linked Witkowitz with Marienberg.

In 1913 the steelworks company itself diversified into steam tram operation, with an initial line primarily intended for company employees. This started outside its headquarters on Albertstrasse (Ruská) and proceeded generally westwards (i.e. away from Ostrava centre) to a terminus in Záb ř eh by the company’s sandpits. This operation retained its separate identity as the Kleinbahn Vitkovice – Záb ř eh – Pískové doly (VZ) from inauguration (1913) until its owners came under post-World War Two pressure to amalgamate with the newly-created DPMO.

Initially the steelworks held out against this pressure, but eventually it gave in, and in 1953 its tramway was taken over by the DPMO. As a result tracks on Ruská were linked up to give a new through connection in the steelworks district.

The original 1894 BLEG company line in Pohraniční trida had in 1925 been extended south from its original Vítkovice terminal, then merely crossing the VZ steelworks line at present-day Mírové náměstí without any connecting curves. It survived until 1965 and then for another four years as an emergency line, until eventually its trackbed was subsumed into the steelworks estate. Since 1953 all tramway operation in and around Ostrava has been conducted by DPMO.

Heritage fleet

Only one of the original BLEG steam tram engines has survived, in the collection of the Brno Technical Museum. Sadly, its restoration

remains unfinished; there is a plan, however, to complete the work.

All the initial 15 Sanok-built electric cars of 1901 were re-bodied in the company’s own workshops in 1922 to a design very similar to that then being constructed commercially for its next batch of cars. In a remarkable situation reminiscent of the practices of Hurst, Nelson in Motherwell for the London County Council, the design of woodenbodied stock built for Ostrava from 1921 to 1953 remained almost unchanged!

The two oldest motor cars in the heritage fleet include 21, one of four built in the company’s own workshops in 1922 and which took fleet numbers vacated by four commercially-built cars withdrawn on their arrival. This explains the disjointed numerical chronology of car 25, one of four built in 1919 by Vagonka Kop ř ivnice. These cars have enjoyed long lives, 22, 23 and 24 being transferred to works car duties in 1964-5 with 24 becoming a tower wagon that has subsequently entered the museum fleet. Car 25 was designated as a museum vehicle in 1979 and has been beautifully restored to operate coupled to replica trailer 69.

Teak-bodied car 50 of 1949 from the last series of such vehicles survives in the heritage fleet. Also included is car 94 from 1949, originally number 12 of the independent Vítkovice steelworks fleet, in whose workshops it and its compatriots were built.

Later inclusions are inevitably from the Tatra family. Oldest is T1 car 528 of 1957, followed by T2 681 of 1961. Ostrava was the last operator of T1 cars in regular passenger service (1986) and also received the biggest complement of T2 cars in Czechoslovakia, many of which found second homes. The inevitable T3SUCS (987) is included – one of the examples fitted with a diamond pantograph. T3 752 is currently undergoing restoration and should appear in 2025 to represent the 1970s. T6 1111 represents that ill-starred series – many of Ostrava’s were passed over to Konotop (Ukraine) in recent years, in favour of retaining a small residue of modernised T3 cars.

Older designs of two-axle rolling stock traditionally hauled one or two trailers. Much the oldest example (at least nominally) in the museum fleet is replica two-axle trailer 69; the original was built in 1899 for the BLEG by Grazer Waggonfabrik but only the underframe was retained during reconstruction, whilst the bodywork is newer. It is customarily hauled by motor car 25, whose attractive green and gold livery it

shares. Behind car 50 are two more modern trailers, 218 and 219, two of a batch of 15 built in 1951 by Královopolská strojírna of Brno and exhibiting quite different design characteristics from those of the wooden-bodied motor cars which customarily haul them.

For the anniversary parade the cavalcade followed as nearly as practicable the original tram route of 1894. Shortly after 08.00 on Saturday 7 September the cars progressively set off from the central depot to be marshalled on the northern section of Nádražní street, leading to the main railway station. With double-track in the centre of the street this well-chosen venue gave an excellent opportunity for public inspection of the cars. The whole street was closed to general traffic for the morning; as the parade was intended as a multi-modal event a selection of motor buses dating back to 1948 was brought up to complement the trams, flanking them at the kerb edges.

Multi-modal celebration

The trolleybus fleet, which had been in operation in the city since May 1952, was included in the celebrations and seven examples were lined up on the north side of the road. No fewer than six of these were preserved by DPO itself and are kept at the main trolleybus depot, whilst the seventh was a token member of the latest fleet additions. Because the cavalcade route generally followed the line of the 1894 tramway, the trolleybuses could not follow owing to the absence of suitable overhead wiring and when the parade moved off at 12.00 they returned to their depot.

As with all the best heritage fleets, works cars are not ignored in Ostrava’s collection. Numbers 24 (general purpose works car but used especially for overhead wiring repairs) and 2 (snow plough) put in a spirited appearance; both have been converted from passenger cars. The former fleet of freight trams was represented by home-built 106 of 1951. This was in use right up to the last day of freight operation, 31 January 1972; together with the two works cars, it also followed the parade route. A second former freight car is in the Brno museum collection.

The event was an outstanding example of its kind, reflecting great credit upon the voluntary staff members who gave up their time to prepare and crew the vehicles, as well as the city council and management of DPO who enthusiastically supported the occasion and afforded it good one-day publicity.

In Czechia, the Ostrava operation is widely acknowledged as one of the country’s best transport undertakings. In addition to paying proper attention to the proud heritage of its network it continues to operate a superb public transport service, with modern equipment and smartly turned-out vehicles giving a cutting edge to the modern reincarnation of this old industrial city.

The author gratefully acknowledges the assistance of Libor Hinčica in the preparation of this article. Historical references are from DPO’s own series of books together with Strassenbahnen in der Tschechischen und Slowakischen Republik (Dresden, 1995).

3. Barborka, car 21 of 1922, heads a line-up of the most historic tramcars in the course of formation in Nádražní street before arrival of the motor buses and trolleybuses. This car was one of four built by the tramway company in its own works.

4. Motor car 94 started life as 12 in the independent fleet of the Vítkovice steelworks (VZ), in whose engineering shops it was built in 1949 along with trailer 269. The VZ cars did not serve this section of line on Vítkovice's 1 máje street until after their acquisition by DPMO in 1953.

5. Tatra T3 car 8201, now in the special livery applied to it for operation as a driver training car, seen in 1 máje street, Vítkovice.

6. Two generations of Tatra bogie cars pose alongside each other on Nádražní street during formation activity. T2 681 of 1961 has just arrived from its overnight storage in the depot whilst T1 528 of 1957 has been in position for several minutes.

7. Ostrava’s large fleet of T3 s has gradually been eroded, with withdrawals and sales spanning many years, but several of the modernised and upgraded versions remain in traffic and a number are earmarked for the museum fleet. Car 987 is one such vehicle, a model T3SUCS unit, shown in Nádražní street passing the set of motor car 25 and replica trailer 69, demonstrating the extent of tramcar development over several decades.

8. Works cars are not neglected in Ostrava, and here are two examples in Nádražní street. Nearest is snow-plough 2, converted from a car of the 1919-built series 22-25 of which 25 has been restored to passenger-carrying form. Car 24 is of the same series that has survived as a tower wagon for overhead line work since its conversion in 1965.

9. The set comprising motor car 25 and replica trailer 69 presents an imposing sight in the attractive livery of green and gold paint with varnished wood lowerworks, seen on display on the terminal track at Vítkovice station during the post-parade public rolling stock exhibition. The motor car was restored from a car originally built in 1919 by Vagonka Kopřivnice.

10. Barborka (car 21) and ex-Vítkovice set 94+269 are reversed into the separate tramway heritage depot on the undertaking’s Martinov works complex.

NEWS FROM THE LIGHT RAIL TRANSIT ASSOCIATION

Yes, Minister... (we’d like to see Dijon-type trams)

By Paul Rowan

The Sunday Times recently carried a report (24 November) that the UK’s Secretary of State for Transport (Louise Haigh) was interested in seeing many smaller towns and cities in the UK adopt light rail systems similar to those in Dijon, France.

Dijon has a population of 159 000 – much smaller than the five metropolitan areas in the UK that have a light rail system. Dijon’s system covers 20km (12.4 miles) with 37 stops, and mirrors the situation of many similar towns and cities in France that have second-generation systems.

The Shadow Transport Secretary has sent a senior civil servant to Dijon to see what lessons can be learned.

Speaking at Leeds City Hall to unveil her vision for integrated transport, Louise Haigh said: “ I am launching a new national vision of transport that seamlessly joins all modes of transport together and puts people at the heart of the transport system.”

As part of the changes, the DfT is reforming its appraisal system which discriminates against light rail and instead favours cars and buses. The LRTA welcomes this announcement, and will be participating in the consultation, pointing out the following:

• The UK has a scheme for a ULR system in Coventry awaiting financial support from the government. Approval of the Coventry model will open up opportunities for other areas like Stoke to follow the small town Dijon model. The demand and interest is there, but it needs government support.

• Costs in the UK are higher because of the insistence on operators paying for the upgrade and removal of utility services. This needs urgent reform.

With Leeds hopefully about to get the go ahead for its initial two-line system, let’s hope this announcement heralds the start of a new “ green light for light rail.”

MEETINGS & EVENTS

JANUARY

Tuesday 7. Southampton 19.30. Mike Russell: The LRTL tour to Czechoslovakia and Hungary in 1972. Junction Church, Eastleigh. GBP3. (LRTA/SEG)

Wednesday 8. Sussex 19.40. Nick

Kelly: Railway-owned tramroads and tramways. Southwick Community Centre, BN42 4TE. Contact: sussex@ tlrs.info GBP2 visitors. (TLRS) Saturday 18. Taunton 14.00. AGM and members’ show and tell. West Monkton Village Hall, TA2 8NE. Contact westofengland@tlrs.info.

For more information on

Strasbourg celebrates 30 years of tramways

Another French city recently celebrated 30 years of its second-generation tramway. Strasbourg – with its trams manufactured in Derby, England – has a system of six lines and is now the largest network in France.

Wishing all our readers and members a Merry Christmas and best wishes for 2025

GBP2 inc. light refreshments. (TLRS) Monday 20. Merseyside 19.30 for 19.45. Bill Barlow: The Station Hotel and related transport topics. Sefton Park Community Association, L17 3AG Contact: merseyside@tlrs.info GBP4. (MTPS)

Tuesday 21. London 14.30. Bob

Hodges: Video presentation – Mainly Belgium. The Model Railway Club, Calshot Street, London, N1 9DA. GBP2. (LRTA)

Saturday 25. Nottingham 14.00. Area AGM followed by modelling session. Beeston Scout Hut, NG9 1GA. Contact: chairman@tlrs.info (TLRS)

RIGHT: Although it has a much smaller population than cities in the UK with light rail systems, Dijon in France has its own tramway – which has been held up as an example for many towns and cities in the UK. Pictured is one of the French city’s trams, at Place Darcy. Elliott Brown, Flickr CC BY-SA 2.0

ABOVE: Strasbourg recently celebrated 30 years of its second-generation system. Pictured is CTS tram 2028 at Place de l’Homme de Fer in 2023. Rob Dammers, Flickr CC BY 2.0

Simon Berger

/ Unsplash

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Might Have Been Trams and Tramways

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Bluebird Reborn

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Tramways in Bolton

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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.

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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

For further details of all these books go to our website.

Il Filobus Alfa Mille Aerfer

An unusual book dealing exclusively with the two batches of distinctive Alfa Romeo trolleybuses delivered to the city (ATAN, later ANM) and interurban (CTP) undertakings in Naples in the early 1960s. The two fleets are comprehensively illustrated, including in scale model form. Italian text.

> B5 softback, landscape format; 100 pages, four black & white and 78 colour pictures, mainly full-page. £19.00 – www.nationaltrolleybus.org

The Wantage Tramway

The story of a bucolic roadside steam tramway

Roadside tramways were quite rare in the UK, and this book does a great job of detailing the complex history of this iconic line which created a link to the Great Western Railway’s principal London to Bristol route. For just 65 years Wantage had a connection to important markets outside the town.

> B5 hardback; 252 pages, 150+ black & white pictures, plus several maps. £29.99 – www.pen-and-sword.co.uk

Tramways in Bury

Eric Hall and Tony Young

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