Unlock your light rail potential with this unique eco-system which provides all the information insight intelligence that you need to facilitate your global light rail decisions.
Access the intelligence that you need to forecast, position yourself and gauge the size of the market
Constantly updated and fully verified news and information on each system
Easy to use, navigate and explore
Over 750 systems, over 7500 lines and 40 000 stations
System overviews, infrastructure, tenders and fleet information
Every line and station of every global system accurately plotted
Light rail intelligence at your fingertips...
324
Manchester outlines plans for 15 new transit routes; Alstom wins major Hamburg order; Shelved Baltimore light rail project makes a comeback.
UK CONFERENCE HIGHLIGHTS
328
Promising times could lie ahead for the UK’s LRT systems – TAUT looks at the positives to take from this year’s UK Light Rail Conference, as well as some lessons.
STEPCH a NGE FOR S a LZBURG 335
Limited public transport options have restricted this Austrian city, but new plans will seek to provide an urban rail system fit for its growing population.
M a RSEILLE: STILL GROWING
338
The French city has one of the newest light rail systems in the country, but that’s not stopped it from expanding even further.
VISION VS RE a LIT y
SEPTEMBER 2024 Vol. 87 No. 1041 www.tautonline.com
EDITORIAL
Edi T or – Matt Johnston matt@mainspring.co.uk
Associ ATE Edi T or – Tony Streeter tony.streeter@mainspring.co.uk
WorldW id E Edi T or – Michael Taplin miketap@mainspring.co.uk
sE nior c on T ribu T or s –Howard Johnston , Neil Pulling
WO rldW id E C ONT ribu TO r S r ichard Foster, Andrew Grahl, Andrew Moglestue, Herbert Pence, Mike russell, nikolai s emyonov, Alain s enut, Andrew Thompson, Witold urbanowicz, bill Vigrass, Thomas Wagner, Philip Webb.
Produc T ion – Lanna Blyth Tel: +44 (0)1733 367604 production@mainspring.co.uk
340
There ’s a world of promise in the announcement of a new light rail scheme... but how do the results actually match up? Richard Foster finds out.
S y STEMS FaCTFILE : TORUN
Recent investments have made a huge difference to this small, yet forwardlooking, Polish city. Andrew Thompson finds out what else is in store.
WORLDWIDE REVIEW
345
d E si G n – Debbie Nolan A Dv ERTI s I ng
co MME rci A l M A n AGE r – Geoff Butler Tel: +44 (0)1733 367610 geoff@mainspring.co.uk
Tramways & Urban Transit
13 o rton Enterprise centre, b akewell road, Peterborough PE2 6X u u K
Tramways & Urban Transit is published by Mainspring on behalf of the lrTA on the third Friday of each month preceding the cover date.
351
Final trial run takes place on Parramatta line; Hamburg agrees funding for new S-Bahn; Metro line 6 reopens in Napoli afer 11-year closure.
CL a SSIC TR a MS: GENT 150 Pa RT 2 356
Mike Russell completes his review of the two-day celebrations held in Gent to mark 150 years of its tramway.
The UK’s newly-elected Chancellor of the Exchequer Rachel Reeves dropped her first bombshell on 29 July when she announced major cutbacks to fill what was described as a GBP22bn (EUR26bn) black hole in the country’s finances. Surprise surprise, transport took an early hit.
The GBP500m (EUR600m) saved by halting the Restoring Your Railways scheme is not a large sum, but has been used over the last four years to research and develop a host of fill-in heavy and light rail schemes. While many might never have taken off because of their cost, we wait with bated breath to find out whether the government is still keenly interested in progressing more worthwhile projects.
Our elected mayors would passionately spend more money tomorrow if they had it, and will be pushing hard for greater strategic and financial control at local level that they have been publicly promised by new Prime Minister, Sir Keith Starmer. This was relayed to delegates at the 18th UK Light Rail Conference in Leeds on 17-18 July, and we wish them success.
Meanwhile in the US, the war of words between the US Presidential candidates Democrat Kamala Harris and Republican Donald Trump makes world headlines almost every day. However, these political differences are also deep seated at local level, and that includes mass transit.
This issue of TAUT explains what’s going in Baltimore, where in Maryland (population three million), former Republican Governor Larry Hogan pulled the plug on a major east-west light rail corridor. His Democrat successor Wes Moore thankfully has a different view, and it’s now going ahead again because it’s far more customer- and environment-friendly, and cheaper to construct. Light rail is what most people want, so why do politicians have to meddle so much?
COVER: The T1 tracks in Nice, France, pass by the ornate Fontaine du Soleil at Place Masséna – an example of how art and architecture interplay with the urban landscape to create pleasant spaces. Tom Harper NEWS
LRTa MEMBERSHIP (with TaUT subscription) Tramways & Urban Transit is sent free to all paid-up members of the l ight r ail Transit Association.
lrTA WE bsi TE A nd di A rY Tim Kendell webmaster@lrta.org meetings@lrta.org
sU bsc RI p TIO ns, MEM b ER s HI p A n D b Ack I ss UE s lrTA Membership s ecretary ( d ept T06), 38 Wolseley road, s ale M33 7Au, u K. Tel: +44 (0)117 951 7785 membership@lrta.org Website: www.lrta.org f OR c OR p ORATE sU bsc RI p TIO ns v I s IT www.mainspring.co.uk
LRTa REGISTERED OFFICE
13 o rton Enterprise centre, b akewell road, Peterborough PE2 6X u, u K Private company limited by guarantee, no. 5072319 in England and Wales.
lrTA cHA ir MA n – Paul Rowen chair@lrta.org
© lrTA 2024
Articles are submitted on the understanding they may also be used on our websites or in other media. A contribution is accepted on the basis that its author is responsible for the opinions expressed in it, and such opinions are not those of the LRTA or Mainspring. All rights reserved. No part of this magazine may be reproduced or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owner. Multiple copying of the contents of the magazine without prior written approval is not permitted.
Matt Johnston, Editor
The UK’s National Infrastructure Commission says the country’s government should commit to long-term funding of GBP22bn (EUR26bn) for major transport projects in cities.
It says the initial focus should be on locations likely to have the greatest need for increased capacity, such as Birmingham, Bristol, Leeds and Manchester.
CAF wins Omaha order
The Omaha Streetcar Authority in Nebraska, USA, has placed a USD48m (EUR44m) order with CAF for six three-section 100% low-floor Urbos trams with an option for 29 more. They will feature onboard energy storage for operation on sections of line without overhead. The USD389m (EUR358m) project will create a 4.8km (3.1-mile) eastwest line across the city centre.
Driverless in Oslo
New CAF low-floor trams 455/6 for Oslo, Norway, are equipped with technical features that could permit driverless operation as part of the Europe Rail R2DATO EU project. Testing started on 7 June. There are no immediate plans to remove drivers from trams.
No hope for München
The planned 2.2km (1.4-mile) tramway through the Englischer Garten in München (Munich) is definitively cancelled. It follows a last-hope meeting between the city council and the Bavarian government on 8 July.
Greater Manchester’s Mayor Andy Burnham has declared that he wants a total of 15 new rapid transit routes for the major UK city by 2040. This dwarfs the previously announced proposals of a simple Metrolink extension to Stockport (TAUT 1040).
Burnham announced in July his ambition to launch the region’s first tram-train operation, fast frequent buses, and to bring heavy rail suburban services into the new Bee Network with integrated fares.
The detailed draft Greater Manchester Transit Strategy takes plans up to 2040, with some of the proposals being re-workings of others previously announced. The priorities are those that make best use of existing infrastructure, serve major centres (regardless of whether they are currently rail-connected) link jobs in key growth areas, can provide fast and frequent services on mainly segregated alignments, and
integrate well with existing and new inter-city railway lines.
Transport for Greater Manchester will also look to step up Metrolink renewals, buy next-generation vehicles with tram-train capacity, and open new stops and stations plus improve existing ones.
Proposals include:
• Bury – Heywood – Rochdale –Oldham (tram-train)
• North Manchester towards Middleton and Northern Gateway (tram and bus)
• Bury (Metrolink) to Rochdale (fill-in)
• East Manchester towards Glossop, Hadfield and Marple (tram-train)
• Tameside to Stockport via Denton and Reddish (tram-train)
• South Manchester to Stockport and Hazel Grove (tram or tramtrain)
• Stockport to Manchester Airport (tram-train)
• Airport line ‘Western Leg’ completion (tram)
• Possibly Metrolink to serve
Wythenshawe Hospital and Medipark, new housing at Newall Green and Davenport Green, and expanded Terminal 2 and Airport City (some powers remain from the 1990s)
• Tram-train services to the north-west, west and south-west of the airport
• Possible links to Metrolink’s Altrincham line to the Airport via the Mid Cheshire railway and proposed Western Leg
• Metrolink Trafford Park line extension, with spurs to developments at Trafford Waters, Salford Stadium and Port Salford
• Tram-trains to Warrington Central
• Trams from Salford Quays to Salford Crescent. A 1.5km (one-mile) extension could connect The Quays and MediaCityUK with Salford Crescent railway station
• Further tram connections between the city centre and Salford Crescent
• Tram-trains on the Wigan via Atherton railway.
Work is underway across the French city of Lyon to facilitate the extension of the tramway system by more than 22km (14 miles). Completion is planned for December 2026 (T6 Nord, T9 and T10).
Line T6 will be extended by 5.4km (3.4 miles) from Hôpitaux Est to La Doua Gaston Berger. The 11.3km (seven-mile) T9 will link Charpennes and Vaulx-enVelin (La Soie). T10 (8km/five miles of new tramway) will run from Halle Tony Garnier to Gare de Vénissieux.
The connection of these different lines to the existing network requires the partial interruption of lines T1 and T4 this summer to install new points, so T1 operates La PartDieu to Halle Tony Garnier (at the southern end of Raymond Barre bridge) only.
The Vénissieux tram T4 is limited to the Thiers/Lafayette route at Gare Part Dieu. In Vénissieux-La Borelle socalled California climbing
pointwork has been installed to permit trams to turn back. Existing tracks in front of Gare de Vénissieux have been temporarily removed to allow connection to T10 in the southern direction and, to the north, a reversing siding
for its trams.
The same has happened on Avenue Debourg in front of the Halle Tony Garnier to permit the installation of a triangular junction with the tracks of line T1. To the north-east of Part-Dieu, at the crossroads
for Charpennes (Place Charles Hernu) the T1/T4 tracks have also been removed to install a new siding that will serve as a terminus for trams on T9. It is expected that work will be completed in time for the September rentrée back to school.
Up to 374 trains
needed – to include driverless vehicles
Alstom has been awarded a EUR2.8bn framework contract for up to 374 new stainless steel U-Bahn trains. This includes a firm order for 48, for the new 5.8km/3.6-mile line U5 between Bramfeld and City-Nord, a line that will be automated.
Operator Hamburger Hochbahn wants 120 DT6-A driverless trains, and 256 DT6-F driver-operated trains to replace the existing DT4s Deliveries from Alstom’s Salzgitter factory are to start in early 2028 for services to start on U5 the following year.
The new stock will be 40m long and 2.73m wide, and accommodate up to 850 passengers when three sets are coupled.
Alstom will also equip the ultimately 25km (16-mile) and 23-station U5 with Urbalis CBTC,
Official presentation of the first nine-section 100% low-floor tram from Alstom to Berliner Verkehrsbetriebe (BVG) took place at Lichtenberg depot on 3 July, with 5001 welcomed by city senators and BVG directors.
The first of 20 trams for the German capital was christened Urbanliner (designation GT1024ZR) and there is an option for up to 117; assembly takes place at the former Bombardier factory in Bautzen (previous Flexity Berlin cars were built at Hennigsdorf) and if various options are exercised Berlin could see 41 60m trams as well. The new generation of trams are 50.89m long and 2.4m wide with capacity for 312 passengers (92 seated).
They will be used from 2025 on line M4 (Hackescher Markt –Hohenschönhausen), replacing coupled sets of GT6 cars. For the first time, a BVG tram will be devoid of external mirrors, replaced by cameras that will give drivers better visibility, and there is also an obstacle assistance system and variable internal lighting. On-board batteries allow travel of up to 400m.
The BVG tram fleet includes 150 GT6 cars (the earliest dating back to 1994) and 231 Flexity Berlin delivered since 2008.
In the same week, Škoda unveiled the first of 12 six-section 58.7m metre-gauge 38T to Mannheim (RNV) with accommodation for 366 passengers (144 seated). There is an option for a further 34.
permitting 90-second headways. The standard-gauge Hamburg metro was founded to build an elevated ring line in 1911 and has grown into a 105.8km (65.7-mile) network worked by 290 trains carrying around 400m passengers/year.
Reports on social media have suggested that Russia’s capital Moskva (Moscow) plans to introduce a double-deck tram in 2026, produced by the UKVZ factory and sponsored by the state corporation Roscosmos.
The first line to receive it (12) would serve the Vostochny cosmodrome, with UKVZ building a new assembly shop that will allow 220 trams a year to be produced, including double deckers.
The news was released to coincide with Moskva Transport day on 13 July, which featured the usual parade and exhibition.
Łód ź in Poland has re-opened line 43 to Konstantynów after a break of over five years.
Regular service on the 7km (4.3-mile) mostly roadside reserved single-track tramline resumed on 1 July thanks to investment of PLN81m (EUR18.9m), much of it from the EU. The metre-gauge line has been rebuilt between the intersection of Ulica Legionów and Wlókniarzy on the western edge of the city to Plac Wolnosci in Konstantynów, where there is a reversing triangle. The terminus in Łód ź is at present without a connection to the rest of the city system (the track link is not to a standard for passenger use), so the
15/20-minute service running 03.15-23.03 on line 43 is provided by double-ended trams, either ex-Bielefeld Stadtbahn M8C or ex-Jena GT6M-ZR. This is the first time trams with low-floor sections have run on the route.
The renovated line passes the Brus museum tram depot.
The tramway between Łód ź and Konstantynów was built in 1910, but concerns about the state of the infrastructure led to closure in March 2019. The line ran a further 8km (five miles) to Lutomiersk, but this will not re-open due to a lack of funding. Łód ź has a network of interurban tramways that have all suffered temporary closure.
Zürich Cobra Be5/6 3020 is being used as a test bed for innovations aimed at improving passenger comfort and saving energy, among other aspects.
The 20-year-old aluminiumbodied vehicle is one of 88 built by Bombardier in 2001-09 as 100% low-floor five-section airconditioned 36m single-ended trams. The Cobra came from a consortium of ABB, Pininfarina, Schindler and SIG, and is now the oldest all low-floor design in the 300-strong Verkehrsbetriebe Zürich (VBZ) fleet.
Innovations being tried on 3020 include touchless dooropening buttons that use a radar sensor, and sun protection film to limit the rise in interior temperature and reduce the energy required by the airconditioning system.
Wheels are also monitored by vibration detection sensors that show when the profile needs regrinding.
Funding has been released to prepare the business case for the UK’s Tyne & Wear Metro southern extension to Washington.
It forms part of a grander scheme to relay the entire mothballed but protected 34km (21-mile) Leamside Line to Ferryhill that is of strategic value as a diversion from the main East Coast inter-city route.
The allocation of GBP8.6m (EUR10.3m) was made in July.
Maryland’s Democrat governor Wes Moore announced on June 28 that the east-west line planned to link Bayview in Baltimore and Woodlawn (John Hopkins Medical Center) will be light rail.
Earlier plans for the US state’s 23.3km (14.5-mile) line envisaged light rail being built in 2016-22 at a cost of USD1.6bn (EUR1.5bn), with USD900m (EUR830m) coming from the federal government. Heavy rail was ruled out due to its much higher estimated cost of USD2.6bn (EUR 2.4bn).
However, when Republican Governor Larry Hogan was elected in 2014, he cancelled funding for the scheme,
describing it as a waste of money. The Federal Transit Administration was to investigate a complaint that this decision discriminated against the African-American population who stood most to benefit, but when the Obama administration was replaced by Trump’s team in January 2017, the investigation was closed.
In June 2023, Moore announced that he would restart efforts to build the line and after studies into limited-stop bus services the announcement was made that it will be light rail, as strongly preferred by threequarters of respondents to the consultation.
The next step will be to define the precise route, in a USD100m
(EUR90m) study. The total cost could be in the range USD3.2USD7.2bn (EUR3-EUR6.6bn), and ground-breaking could take place in late 2026 or early 2027. Baltimore has had a 48.3km (30.2-mile) north-south light rail line since 1992 and recently secured USD200m (EUR185m) to replace its 55 LRVs. The Red Line decision means this order could now increase to 90. There is also a 24.8km (15.4-mile) subway that opened in 1983.
Governor Moore said:
“Bringing back the Red Line is not just an opportunity, but an obligation. You cannot have economic mobility without physical mobility. We know that we have the resources for the phase we are in right now”.
West Yorkshire Combined Authority mayor Tracey Brabin has declared that she wants construction of the proposed new light rail network linking the UK cities of Leeds and Bradford to start no later than 2028, when she will
be bidding for another term in office.
Brabin’s principal challenge now is to confirm the finance. Chancellor of the Exchequer Rachel Reeves is the Member of Parliament for Leeds West, so will have no local involvement.
Public consultation for the scheme has been launched, remaining open until 30 September. The next step will be to prepare outline route designs, and major infrastructure features.
The WYCA has two proposals.
The Leeds to Bradford route could run via Stanningley and Armley, Laisterdyke and Wortley, or Laisterdyke and Armley.
The route of the second line from St James’s University Hospital to White Rose Centre via Leeds centre is less defined.
Melbourne’s 250km (155-mile) tramway network, the largest in the world, will have a new operator from 1 December when Yarra Journey Makers (YJM) takes over from Keolis-owned Yarra Trams.
YJM is a joint venture between Transdev and infrastructure group John Holland. The nineyear contract awarded by the State government of Victoria is valued at AUD6.8bn, and YJM will manage 500 trams on 24 routes serving 1600 stops. Yarra Trams has run the Australian system for 14 years.
The new performance-based contract will have benchmarks and monitoring points to ensure reliable services. Technology will ensure consistent realtime passenger information, including advice during disruptions. Frontline staff will be given more training to better
support passengers, and there will be gender parity. YJM will be responsible for introducing a new fleet of trams and state-of-the-art depot infrastructure.
“The opportunities are immense,” said Transdev
Australia and New Zealand CEO Brian Brennan. “Our partnership will support the state’s vision of more integrated, sustainable transport for Victoria and the delivery of Melbourne’s Tram Plan.”
The first of 51 CAF high-floor Stadtbahn cars for Essen (5303) arrived at Schweriner Strasse depot on 5 July, while 5301/2 were at CAF’s Spanish test facility. Delivery of the 51 vehicles should be completed by the end of 2026 under a contract worth EUR150m. These are the first high-floor LRVs for Germany from the company that has hitherto has been better known for its Urbos low-floor tram design. Built in Zaragoza, the new cars are 28m long and 2.65m wide with a floor height of 970mm, and air-conditioned. They will replace not only Essen’s 48-yearold Stadtbahn-B, but also the ex-London Docklands Light Railway stock. Series delivery of
the new LRVs is to take place in 2025-26.
The replacement of standard double-ended high-floor Stadtbahn-B LRVs in various cities in Germany’s NordrheinWestfalen (Bonn, Bochum-
ABOVE: The first CAF-built Stadtbahn car in the Essen workshops at Schwerinerstrasse. F. Lehmann
Gelsenkirchen, Dortmund, Düsseldorf, Essen/Mülheim, Köln) has been in progress for some time.
However, unlike in 1973-93 when Duewag/Siemens produced a standardised vehicle, the approach being taken is now different. Bochum is modernising its existing fleet. Bonn, Dortmund and Köln tried heavy rebuilds of first-generation cars, but then switched to ordering new high-floor LRVs from CAF, HeiterBlick and Alstom respectively. Düsseldorf and Duisburg went for a version of the Alstom Avenio, and the Ruhrbahn joint operation of Essen and Mülheim an der Ruhr chose CAF.
Continuing cost increases on the proposed extension of the UK’s West Midlands Metro from Dudley through to Brierley Hill are increasing concerns that it may never be built.
The total cost of the project is estimated at GBP654.9m
(EUR779m), which covers three phases: Wednesbury – Dudley (GBP393.5m/EUR468m), Dudley – Waterfront Business Park (GBP227.8m/EUR271m), and Waterfront Business Park – Merry Hill (GBP33.6m/EUR40m); the total expected price in
The new UK governmental team features ministers from areas associated with high-quality urban transit, following Labour’s defeat of the Conservatives on 4 July.
New Secretary of State is Louise Haigh (MP for Sheffield Heeley since 2015), while the Minister of State for Rail is Lord (Peter) Hendy, who was previously Commissioner for Transport in London, and Chairman of Network Rail. The Local Transport Minister is Simon Lightwood (Wakefield, 2022), whose portfolio specifically includes light rail. Lilian Greenwood (Nottingham, 2010), has responsibility for roads.
Haigh has not made specific mention of light rail amongst her five priorities, which are centred on rail reform and improving performance, and better bus services.
Helskinki trams scapped
Some 38 of the 40 Bombardier Variobahn low-floor trams delivered to Helsinki, Finland, in 1998-2004, and sold back to Bombardier on the basis of unsatisfactory performance, have been scrapped. It is understood that two (202/5) remain at the Alstom Bautzen factory; these were tested in Łódź in 2021.
Dublin Luas is 20 Dublin’s Luas light rail system celebrated its 20th anniversary on 20 June. Today’s network runs for 43km (27 miles) and has 67 stops, and plans are advanced for an extension to Finglas. Total ridership since the Irish capital’s network opened in 2004 is estimated at 650 million.
Škoda tests depot auto-tram
Škoda group, working with PPF Group and Finnish operator Tampereen Ratikka (Tampere) has demonstrated the first features of its Smart Depot concept of driverless trams.
The Tampere tramway opened in August 2021 and its 16km (tenmile) line is being extended early in 2025. There are 26 X34 ForCity Smart Artic 37.3m trams with options for another 39.
March 2019 was GBP449.5m (EUR535m). The proposed Brierley Hill line no longer features in estimates.
Services from Wednesbury to Dudley may also not commence until 2025, three years later than expected.
Topics of conversation at this year’s UK Light Rail Conference included new systems for northern England, and what the promise of further investment could mean for the future of the UK’s systems. TAUT rounds up just some of the highlights.
tTracey Brabin
Although Leeds currently doesn’t have its own light rail system, keynote speaker mayor brabin spoke passionately in favour of changing that situation.
he 18th UK Light Rail Conference took place on 17-18 July but this year’s event was unlike the previous 17 – it was held in a city that doesn’t have a light rail system. However, as opening speaker West Yorkshire Mayor Tracy Brabin made clear, that situation looks set to change…
Yes, the 18th UK Light Rail Conference was held in Leeds, with over 250 delegates descending on Leeds University to listen to presentations from light rail industry leaders and commentators, split across two auditoriums. Previous events have included a site visit to explore new infrastructure or rolling stock – 2023’s, for example, included a trip to inspect Tyne & Wear Metro’s new Class 555 EMUs. However, because Leeds currently lacks a light rail system, the event opened the hall on the afternoon of the 17th to live demonstrations and presentations from a number of innovative exhibitors.
Mayor Brabin and her successor to the podium, West Yorkshire Combined Authority’s Executive Director of Transport Simon Warburton, explained that public consultation on the proposed route of West Yorkshire Mass Transit had started earlier that week.
LEfT: people from across the tram industry collected together in Leeds in July to share wisdom and experience.
Mayor Brabin recognised that delivering a new multi-billion-pound project will not be an overnight task but said that her team was “laser focused” on delivery and that she fully expects spades in the ground by 2028.
Warburton delved into the detail.
The Mass Transit system is to initially comprise two lines. The Bradford Line would not just connect Leeds and Bradford but could also link Bradford’s two railway stations (Forster Square and Interchange) as well.
The Leeds Line would connect the northern and southern halves of the city. It is expected that this line would then be extended to Dewsbury and Kirklees in due course, both councils being involved in the scheme’s initial development. The public is being invited to have their say on the exact route these lines will take.
Simon Warburton simon Warburton from WYCA went into the detail on how West Yorkshire’s potential new system could link Leeds and bradford –and spoke of why this scheme will succeed where others have failed.
Warburton continued by explaining why WYCA believes that this proposal will succeed where all previous attempts to give Leeds a tram system have failed. Firstly, he emphasised that this is a West Yorkshire system and not a Leeds system. Also, the proposed routes are designed to connect communities and areas that are not currently served by existing heavy rail services.
The GBP200m (EUR238m) allocated to the project by the controversial cancellation of HS2 Phase 2 will, Warburton said, give the project the resources to get through the Transport & Works Act Order process. However, the whole scheme is likely to cost in the region of GBP2-2.5bn (EUR2.4-3bn) for which funding will need to be secured.
“A tram system is going to grow our economy and improve productivity,” said Mayor Brabin. “It’s going to create jobs, it’s going to create opportunities, putting more money into people’s pockets and helping us, of course, advance our net zero ambitions.”
This set the tone for the whole event as South Yorkshire Combined Authority, Transport for Greater Manchester and Nexus
The UK Light Rail Conference is not just the place to hear from the industry’s senior leaders. Manufacturers and suppliers use it as a showcase for their latest ideas and innovations. Track component supplier Pandrol is a UK company but it has a Belgian arm whose speciality is “dealing with customers’ challenges rather than selling products”, according to Business Development Manager Hamzeh Adinehvand. He explained how Pandrol developed a track solution for Florence’s Lines 2 and 3 which had some challenging requirements. He also explained how the grass track system developed for Zaragoza has given the city “the most sustainable track across Spain”.
David Crosbee and Paul Molyneux-Berry from the Institute of Railway Research described what work the institute has been doing on all manner of track-based issues. These range from trying to
find a solution for the fact that the height of Network Rail’s checkrails mean that wheelskates can’t be used to recover failed tram-trains to developing a system that can warn a driver if the rear of the tram has derailed. The IRR has also been trying to find the ideal solution for preventing ‘terminal over runs’ (where a tram doesn’t stop at the end of the line) and identifying the margins for overspeed warning devices in a way that doesn’t involve placing a blanket speed reduction across the whole system to the detriment of the timetable.
Nottingham Express Transit’s Sarah Turner and Jo Bentley explained how fare evasion had skyrocketed in the wake of the COVID-19 pandemic, before going on to describe the measures that have brought those figures back down to prepandemic levels. These range from eye-catching notices to reaching out to local schools, and having greater police
ABovE: pandrol’s Business Development manager hamzeh Adinehvand explained how the company helped to solve problems, rather than just sell track products.
presence at selected times. Michael Moffatt, Engineering Manager of Ross Pneumatrol, gave a detailed description of how his company’s new Railbrush 2.0 system worked. This device fits to the underside of the vehicle and removes debris from the railhead. Much improved over the previous version, its innovative design pushed debris away from the rails while ensuring that the brush itself doesn’t get clogged.
ABovE: Leeds hosted this year’s Conference. While it can currently be deemed a ‘bus city’, could this be about to change?
Jones Nuttall is a leading provider of precision engineering solutions, renowned for our expertise in manufacturing and refurbishing key components for tramway and urban transit sectors. With over five decades of history, our commitment to quality and innovation has made us a trusted industry partner.
Our state-of-the-art facilities and skilled workforce deliver solutions that enhance the safety, reliability, and efficiency of tramway operations. Whether producing critical urban transit components or solving complex engineering problems in other industries, we are committed to excellence and innovation. We were delighted to attend the UK Light Rail Conference for our fourth year. Being able to showcase our latest advancements in engineering technology and engage with industry professionals is an exciting opportunity.
CONTACT: www.jonesnuttall.com
rss Infrastructure has extensive experience delivering light rail projects across the UK, offering specialised services in welding, civils, and managed Environments. Our welding team performs over 9000 welds annually, achieving a 99% first-time approval rate. We specialise in aluminothermic welding (RT 1-4, TW 1-5A) and provide comprehensive services, including MMA 1-5, Oxy/Acetylene burning, and RCF TR80 grinding.
How to improve the safety of passengers and staff was another strong theme from the 2024 UK Light Rail Conference.
In the civils sector, RSSI offers services ranging from access point creation to drainage enhancements, fencing and building reinforced concrete bases and retaining walls. RSSI’s Managed Environments division provides high-quality vegetation management, leveraging innovation and technology to manage urban tree environments effectively. We also support clients with our ecology services and industrial rope access (IRATA) support.
CONTACT: www.rssinfrastructure.com
W e C Group is one of Europe’s leading manufacturers of steel poles for light rail overhead line.
Comprising a range of poles, accessories and cross arms, WEC Group’s light rail products are in service with many high-profile light rail networks across the globe. You can find WEC Group products from Manchester to Istanbul, Croydon to Hong Kong.
Whatever the nature of the requirement, our investment in manufacturing and design facilities means we are consistently able to deliver on time, to the right specification, at the right place. Our specialist team provide an efficient and cost-effective design, development and construction management service for rail electrification.
We are also a leading fabricator of signal structures, gantries, electrification and OLE structures, single and two track cantilevers, electrical enclosures, CCTV poles and towers, as well as rolling stock metalwork.
CONTACT: www.wec-group.com
The Light Rail Safety & Standards Board has relaunched its Tramway Accident & Incident Reporting System and Chief Executive Carl Williams explained that the 66 000 incidents on its database are helping UK tram systems become safer. It has generated 44 pieces of guidance and Williams described it as a “seminal document”. The LRSSB is now not only providing data to manufacturers but has even attracted countries from around the world who do not have a database for tram safety.
“We’re moving the sector [forward] as one,” Williams said, before explaining how LRSSB’s work had saved the industry some GBP20m (EUR24m).
An explanation of GUARDIAN formed the key part of Tram Operations Limited’s Service
Delivery Director Ben Groome’s presentation at the 2023 UK Light Rail Conference. For 2024, Groome told delegates how the system, which monitors a TfL Tramlink driver’s face for signs of either drowsiness or of them having a microsleep, is having a positive impact. He said that drowsiness events were down to 93 in 2023-2024 (compared to 401 in 2018-19), while there were two microsleep events in 2023-24.
Groome also described the new Colleague Support Service, which launched in February. This was the brainchild of Leonard Ofori-Atta, who developed the scheme so that staff suffering from mental health issues can go to specially trained colleagues who can either provide support or suggest the right places to seek further help.
Finally, Susan Gray from CIRAS explained how its confidential reporting system provides a backstop
unveiled their own expansion plans. What united these varied and different schemes was the desire to improve the economic outlook in their respective regions.
Sheffield Supertram passed into SYMCA’s hands this March and the local authority is embarking on a GBP642m (EUR763m) scheme to bring the system back up to scratch, including refurbishing the existing tram fleet (and eventually replacing it), a new signalling system and new depot, not to mention relaying track. This programme of works aims to undo the years of declining patronage that aging
Luke Bramwell
ABovE: A strong theme emerged from the conference as a number of speakers discussed how to improve the safety of passengers and staff – sue gray from CIRAs spoke about the value of confidential reporting.
for employees who wish to speak out about potentially dangerous practices or situations but who do not feel they can go to their managers.
“When that manager says
‘My door is always open’,” Gray explained, “it takes a lot of courage to walk through that door. For every one person who speaks out, one person doesn’t.”
stock and infrastructure has been one of the lead causes of.
Luke bramwell from transport for Greater manchester talked about how the operator is planning a series of improvements to ‘catch up’ with contemporary cities in europe – an issue that proved to be a common concern with a number of UK systems.
Melanie Corcoran, SYMCA’s Executive Director for Transport, said that Supertram is the city’s backbone and is vital for growing its economy.
New houses are to be built around the region, with 20 000 in the city centre. All will need connecting to the tram. Therefore, several potential expansion plans are being considered: these include growing the tram-train operations on the mothballed line to Stocksbridge, operating a similar system to Chesterfield via Barrow Hill, creating a city centre loop and putting in a new spur to Royal Hallamshire Hospital.
May 2024 was Metrolink’s best month ever but Transport for Greater Manchester’s Head of Rapid Transit Development Luke Bramwell explained how the city’s economic growth was, like many of the UK’s major cities, lagging behind its contemporaries in Europe.
TfGM, like SYMCA, is also to embark on a series of improvements, from refurbishing stops that were “inherited from BR and not a lot has been done to them since” to changing junction signal timings and refurbishing track to remove temporary speed restrictions.
The M5000 trams are to be replaced while the GBP81m (EUR96m) Bury Interchange project not only illustrates the improved integration
LEfT: A
ABovE: CIRAs was just one of the exhibitors at this year’s Conference, and not only spoke on the value of confidential reporting but also took the time to discuss this further with a number of delegates in the exhibition hall.
between bus and tram timetables that the Bee Network brings but it is set to become Greater Manchester’s first carbon neutral interchange.
Capacity is now the burning issue for Metrolink. Bramwell explained that the days of coupling M5000s together to increase capacity were over and that the way to increase it further is to expand the network.
The tram-train Pathfinder project is to promote the development of a tram-train network between Bury, Heywood, Rochdale
and Oldham, utilising both Network Rail metals and those of the East Lancashire Railway. Bramwell admitted that how the project will work depends on discussions with major parties involved, particularly the ELR heritage line.
Other expansion options include tripling and quadrupling existing lines while taking over the heavy rail line to Warrington. New construction could involve building a link between Salford Quays and Salford Crescent as well as a short extension to Trafford Park.
Waterman Aspen
provides specialist expertise on flexible secondments for your infrastructure projects across the built and natural environment. Our team offers a wealth of skills and experience from many years of working on rail projects across the UK. Our core team comprises civil engineers, designers, project managers and technicians. We’re experienced in station redevelopments, depot and new line construction. We’ve worked on everything from HS2 to Coventry VLR, and our management team are always fully engaged with clients, consultants, and contractors to provide skilled people for the right job at the right time, for as long as they are needed.
CONTACT: www.watermanaspen.co.uk
voestalpine is the world market leader for tramway tracks because we offer more than the competition: from our unique heat treated grooved rails to grooved rail system turnouts, to special solutions such as elastic track support systems or expansion joints.
We also offer diagnostics and monitoring of track, fixed assets and even rolling stock. We work hand in hand with our customers on all continents to develop LCC- and RAMSoptimised concepts that best respond to their individual needs and circumstances. This is what we call ‘performance on track’. .
CONTACT: www.voestalpine.com/railway-systems
K rUCH railway
RIghT: one Big Circle was one of the innovative exhibitors at the 2024 Conference, highlighting its AIvR (AI-powered remote rail monitoring technology).
Innovations demonstrated its Energy Flow Simulation at the UK Light Rail Conference 2024. It’s a simulation tool that allows the users to create their own studies and simulate future developments for their networks. We used Berlin as an example: the EFS tool ran some 150 simulations for a proposed new depot in order to find the optimum design for the overhead line, feeding cables and traction groups.
It’s designed for railway infrastructure managers and operators, and its main feature is that the users can create simulations for their own, keeping the knowledge in-house, testing their own solutions and supporting the decision makers.
Reducing decision times, EFS allows the analysis of a multitude of scenarios, and it prepares the organisation to respond to current challenges.
CONTACT: https://kruch.com/en/efs/
mott macDonald has been a steadfast supporter of light rail schemes, both in the UK and across the globe, for over 50 years. We understand the potential of urban transit to transform lives, connect communities and generate and promote skills, services and jobs.
We’ve been at the forefront of UK light rail development, from pioneering the Tyne and Wear Metro in the 1970s to Manchester Metrolink in the 1980s… and West Yorkshire Mass Transit in the 2020s. Consequently, we’re proud sponsors of the UK Light Rail Conference.
CONTACT: www.mottmac.com
When you have a safety concern, you want the right people to listen.
It’s important to be heard… and you could even save a life. It takes a lot of courage to speak out, which is what the CI r A s confidential safety hotline is for.
We hear you. We protect your identity. We send a report to the right people who can act. They won’t know who you are, but they will know about your concern. Our member companies commit to listen, investigate, take appropriate action, and respond to you through us so that you know what has been done. By listening, we learn – and can encourage people to make the right call.
CONTACT: www.ciras.org.uk
All these plans are being considered because, Bramwell says, the network will “run out of capacity around 2040”.
“We’ve had ten years of making do,” says Nexus’ Head of System Development, Tom Hardwick. Having muddled through with an ageing train fleet and an ageing signalling system, the Tyne and Wear Metro’s operator plumped for replacing the trains first. Hardwick confirmed that the Class 555s are to enter service this calendar year. But the signalling system, which Hardwick said was cutting edge in the 1970s-80s, is now “fraying at the edges”, and finding the parts and skills to maintain it is becoming ever harder. However, a Strategic Outline Business Case was to have been submitted in July as the first step to replacing the Metro’s signalling.
needed – as to the impact that new tramways can bring.
Sarah Singh sarah singh from edinburgh trams reflected on the past year since the opening of the city’s extension, and the positive impact the line had made.
Significantly, GBP8m (EUR9.5m) has been earmarked for the Outline Business Case for Phase 1 of the Leamside Reinstatement. This 13km (eight-mile) project will involve reinstating a section of the mothballed East Coast Main Line diversionary route, while building a new alignment between Penshaw and Washington South in order to connect Washington to the Metro network.
However, building what is known as the ‘Washington Loop’ is considered the first step to re-opening the whole southern stretch from Washington, via Durham, to a junction with the ECML at Ferryhill. Hardwick hopes that construction on the Washington Loop could start in 2028.
West Midlands Metro celebrated its 25th birthday this year, and Managing Director Sophie Allison and Head of Operations & Safety Anthony Stanley brought delegates up to date with the latest on the Birmingham East Side extension. This 1.7km (1.05-mile) extension to the network is to connect the main line with the under-construction HS2 station at Curzon Street via north Solihull.
Sarah Singh, Edinburgh Trams’ Head of Operations, provided proof – if any were
Reflecting on a year since its Newhaven extension opened, Singh described the “records [that had] tumbled” in the previous 12 months. Trip numbers have doubled since the Newhaven extension opened, culminating in a record 1.2m journeys in August 2023.
As its name naturally suggests, the content for the UK Light Rail Conference is British biased but it still attracts speakers from Europe whose presentations can provide some insight into what’s happening on the Continent.
Jorge Maroto, Director General of Metro de Sevilla, provided useful insight into how Sevilla’s (Seville’s) subway – essentially an underground tram using subway infrastructure – is attracting more passengers now than before COVID and customer satisfaction is at an all-time high.
Maroto was asked what the Spanish metro was doing to achieve that?
His reply was simple but one that all UK light rail operators should aspire to: “Doing the basics well.”
Jorge Maroto metro de sevilla’s Jorge maroto said that “doing the basics well” was the reason behind sevilla’s metro system attracting more passengers now than pre-COVID, with customer satisfaction at a high.
What will light rail in the UK look like by, say, 2040?
That was the question put to six industry experts – Stephen Luke from Mott MacDonald, Dave Carter from SYSTRA, Dan Phillips from Hitachi Rail, James Hammett from UKTram, and Tim Burleigh from Eversholt Rail – for the conference ’s final session on 17 July. With everything that delegates had seen and experienced during the event – coupled with what was still to come – the answer could have been an almost utopian vision with myriad light rail schemes and extensions either operational or nearing completion.
However, there was a stark warning that the UK’s light rail map by 2040 would pretty much resemble that of 2024… because of challenges in articulating the benefits that light rail brings. One of the stumbling blocks, the commentators agreed, is that while the government’s model for analysing a project’s success –Transport Analysis Guidance –has evolved, it still does not take into account those benefits.
Dave Carter from SYSTRA said, “How do you make [light rail] affordable? Because it’s that affordability that seems to be one of the challenges. And as a business case practitioner, every time the costs go up, you have to find some more benefits. And in some ways we don’t have to find more benefits, we have to articulate them. And that’s against the backdrop of declining demand.”
Carter expanded on this during his presentation the following morning. He cited the new Papworth Hospital near Cambridge as costing GBP200m (EUR238m).
“You don’t get too many kilometres of light rail for GBP200m,” he said. “It doesn’t buy you much… but it might buy you a hospital.”
Martin Fleetwood, consultant for law firm Addleshaw Goddard, expanded on ideas that he shared in TAUT 1039. He explained how it’s difficult to gain support in the UK for light rail projects because they
are expensive to build and public transport is not a high enough priority on the public’s agenda.
Why is it, asked Colin Knight from Coventry VLR, that private companies such as near-neighbour Jaguar Land Rover can spend tens of millions of pounds on R&D, but a public transport body trying to develop a revolutionary new transport system can’t?
That was one of the thoughtprovoking ideas that his presentation about progress on Coventry VLR posed. He also questioned why legislation cannot be updated to maintain a pace with technological developments and why UK utility companies can’t be incentivised to help deliver public transport solutions.
Knight said that while a test section of VLR’s innovative shallow-slab track design has been proven to withstand a heavy pounding from road vehicles and that a proposed route through Coventry city centre has been identified, the key barrier to bringing it to fruition is funding.
He added that while Coventry has been successful in finding funding to develop the VLR scheme, “it has been a battle”.
Carl Waring from consultancy firm Frazer-Nash posed some even more thought-provoking questions around the concept of a circular economy. This looks to continue the renewal of products by promoting manufacturers not to make products that eventually become obsolete, as well as promoting interchangeability, standardisation and interoperability.
If you make something last longer by continuing to manufacture parts, Waring proposes, you halve its carbon footprint. But how often, he asks, is this considered? Does a tram manufacturer, for example, design its vehicles so that they can be upgraded over and over again?
Another factor to safeguard the future of light rail is to increase its visibility and accessibility amongst young people entering the job market. This was one of
BELoW: The panel on 17 July discussed what the future of UK light rail could look like.
“There are still barriers that need breaking down, particularly stigmas around apprenticeships and making the industry more visible to school leavers.”
the conclusions from the panel discussion held on the second day which featured rising stars from UKTram, SYSTRA, Mott McDonald, Colas Rail and Tram Operations Limited (Daniel Hill, Lucy Davidson, Anna Tyler, Edward Rymer and Phil Page respectively). All were highly enthusiastic about the light rail industry, Page in particular speaking passionately about being in a privileged position to give something back to the community in which he grew up.
All agreed that there were still barriers that needed breaking down, particularly stigmas around apprenticeships and making the industry more visible to school leavers. But there was consensus on the panel that the industry offered job satisfaction and that as newcomers, they were safe-guarding knowledge for future generations while joining a “large family” that is “passionate about light rail”.
The Austrian city of Salzburg has long been frustrated by its limited public transport options. Andrew Thompson looks at how new plans will give this centre an urban rail system fit for its growing population.
With a population of roughly 158 000, the western Austrian city of Salzburg is both an important European railway junction as well as a popular tourist destination of international renown. Strategically located right on the border with Germany and at the foot of the Alps, the city serves as a gateway to numerous mountain destinations, while also having a diversified light industrial base. Since 1940, Salzburg has relied on its extensive trolleybus network for urban mobility, and while other Austrian municipalities, such as Wien, Innsbruck, Klagenfurt or Gmünd closed their trolleybus systems decades ago, Salzburg has expanded its network. Most recently in 2016, 2.2km (1.4 miles) of new overhead catenary was installed for use by line 9.
The network currently features 12 lines that together have a combined length of 128km (79.5 miles). In 2023, more than 35 million passengers were transported using 133 vehicles.
An increasing number of Salzburg’s ‘trolleys’ are also fitted with powerful traction batteries to allow for flexible off-wire range extension or route diversions in case of road works.
As much as Salzburg is known as Austria’s trolleybus capital, the network’s scale also makes it one of the largest such systems in the western world. While trolleys remain the backbone of local public transport, the greater conurbation also benefits from the S-Bahn commuter trains operated by ÖBB (Austrian Federal Railways). Additionally,
AboVe: Salzburger lokalbahn (Slb) has preserved much of its history and several historic eMus representing different periods of the 20th century are in running order. In previous years, however, these were in greater use for public specials and private charters than they currently are, under a new management team. on 29 January 2016, the green and cream eT 7 of 1907 vintage is at the northern ostermiething terminus. The train is tailed by the red and cream eT 6 from 1908. on the adjacent platform is the more modern eT 54 dating from 1992.
AboVe: The current generation of Slb rolling stock is of a 1980s design and started roll-out in 1983. These eMus are consecutively numbered as eT 41-eT58. cars 41-45 were built in 1983, 46–50 in 1988, 51–54 in 1992 and finally 55–58 in 2001–2002. produced by the consortium of Siemens and Sgp, they are loosely based on the U3 type underground cars from frankfurt, germany. from 2012-14 the lrVs 50-58 were retrofitted with low-floor centre modules in order to improve accessibility. This entire fleet is slated for gradual replacement by the end of this decade, by the next generation of Slb eMus. on 19 february 2024, eT 52 enters the tunnel portal to the underground platforms at the Salzburg hauptbahnhof terminus. from there the first phase of the new S-link scheme will see the line continue underground to the city centre and Mirabell.
Ostermìething
Ostermìething Diepoltsdorf
St. Pantaleon Trimmelkam
St. Pantaleon Riedersbach
St. Pantaleon Eiferding
Wildshut Gut Wildshut
Wildshut Kirchberg
St. Pantaleon-Reith
St. Georgen bei Salzburg
St. Georgen Eching
Bürmoos Zehmemoos
Lamprechtshausen
Bürmoos
Oberndorf Bahnhof
Oberndorf-Laufen
Lamprechtshausen Arnsdorf
Oberndorf Ziegelhaiden
Oberndorf Oichtensiedlung
Weitwörth-Nußdorf
Nußdorf Pabing
Acharting
Anthering
Bergheim Siggerwiesen
Bergheim Muntigl
Bergheim Schlachthof
Bergheim
Salzburg Maria Plain-Plainbrücke
Bergheim Hagenau
Salzburg Itzling
Hbf
there are convenient links to the nearby German border station of Freilassing and regional connections further into Bavaria and towards Munich.
In terms of light rail, Salzburg once had a short 3km (1.9-mile) tramway that was in service from 1887 to 1940 (electrified in 1909), but service was discontinued during World War Two in favour of trolleybuses. Since then, the Salzburger Lokalbahn (SLB) with its Y-shaped network of two lines into the countryside north of the city has been the only other form of light rail rapid transit. Opened in 1896 and initially operated as an overland steam tramway, the 25.6km (15.9-mile) line from Salzburg Lokalbahnhof via Bürmoos to Lamprechtshausen was later electrified in stages, with different route sections being fitted with 1000V dc overhead catenary between 1909-48, and finally the whole line being wired by 1950. In 1949-51 the northern, 8.8km (5.5-mile) spur from Bürmoos station to Trimmelkam was added.
While SLB proved suitable for linking the city with the northern hinterland, by the early 1970s and 80s the line was considered outdated, as it terminated shy of Salzburg Hauptbahnhof and therefore provided inefficient interchange with other modes of local or long-distance transport.
Instead of abandoning the entire local railway, it was decided to remedy the situation by extending SLB to Salzburg Hauptbahnhof and giving it a modern underground terminus at the main station. This game-changing infrastructure enhancement opened in 1996. Since then, ridership on the Lokalbahn has significantly increased and as a show of political commitment to SLB, the northern Trimmelkam branch was extended by 2.5km (1.6 miles) to Ostermiething in 2014.
Ostermiething is located in the neighbouring state of Oberösterreich (Upper Austria) and its railway station also serves the nearby village of Fugging, which until renaming itself in 2021 was formally known as Fucking.
As Salzburg continues to grow, the general limitation of SLB remains the fact that it does not run into the city centre and the railway station is somewhat peripheral to other points of interest. The ambitious S-Link scheme intends to remedy this situation and extend SLB in four stages to the Old Town and then further afield to Salzburg Süd, plus eventually the neighbouring communes of Anif and Hallein.
The first phase will see the construction of a roughly 1km (0.6-mile) underground extension from Hauptbahnhof to the central bus interchange at Mirabell by 2028, giving a fast journey time of only two minutes between the two stops. The next stage would then see a continuation of the underground alignment into the Old Town, which is a UNESCO World Heritage site, and beyond to Akademiestrasse. An implementation
lefT: operated by Öbb, Salzburg’s extensive S-Bahn commuter railway system benefits from the use of comfortable Siemensbuilt CityJet eMus. on 3 July, 4746 535 is seen at Salzburg h bf, with the historic and splendidly renovated station building visible behind.
“Procurement of a new SLB fleet is scheduled to coincide with these service improvements and the launch of the next generation of LRVs.”
timeline for this projected second phase of S-Link has not yet been set and detailed planning continues.
Phase III from Akademiestrasse to Salzburg Süd and then Phase IV from Salzburg Süd to Hallein are at this point even more distant, as final route determinations still need to be made and the choice for either an overground or underground alignment has not yet been finalised either.
Depending on the options agreed for phases III and IV, the entire 15km (9.3-mile) S-Link project is currently budgeted to cost in the range of EUR2-2.8bn. Realistically, phases III and IV of S-Link will not be implemented until the mid- to late-2030s. Nevertheless, the entire project will help Salzburg overcome its previous lack of advanced, high-capacity rapid transit in the urban core, which for decades has paled in comparison to the other Austrian cities such as Linz, Graz or Innsbruck. For instance, with just a marginally larger population of around 212 000, Linz boasts a 31km (19-mile) tramway network with five lines.
In the interim, improvement works on the existing overland section of SLB are planned to continue. In 2023 station modernisation works were completed at Oberndorf and Bürmoos. Track upgrades are in progress throughout 2024 on the southern section between Bergheim Schlachthof and Anthering. In order to introduce a 15-minute peak-time headway between Salzburg and the junction at Bürmoos by 2028, the 2.2km (1.4-mile) section between Haidenöster and Bürmoos will be double-tracked in 2026, followed by the Eching – Irlach section in 2027.
Procurement of a new SLB fleet is scheduled to coincide with these service improvements and the launch of the next generation of LRVs is intended for late 2027, together with the roll-out of digital signalling and continuous train control.
With these different projects in the pipeline, commuters and visitors alike will experience significant stepchange enhancements in Salzburg by the end of this decade, and transformation of the mass transit system by 2040.
AboVe: As of 2010, over two million tonnes of cargo were transported by Salzburger lokalbahn and to this end the company maintained a diverse fleet of both electric and diesel locomotives, which could also be used for enthusiast charters. Seen here on 10 november 2012 are e 61 with its sister e 62 behind. These steeple-cab electrics were built by the Siemens and elin consortium in 1952. Due to the recent decline in freight on the Slb network and adjacent sidings, they have been relegated to marginal duties.
beloW: The trolleybus fleet in Salzburg is diverse and currently includes models from the manufacturers Vanhool/Kiepe, Solaris/cegelec and hess/Abb (with the former always being the bus builder and the latter the supplier of the electric traction equipment). Seen here on 18 february is the latest type of articulated trolleybus supplied by the Swiss producer hess, as 439 passes the forecourt of Salzburg hauptbahnhof with an inbound line 1 service.
Despite having one of the newer French tramways, the city of Marseille hasn’t stopped and is now looking to increase the reach of its network to both north and south.
The Mediterranean port city of Marseille features one of the newer tramways in France, with the system having opened in stages between 2007-15. Currently the network includes three lines and has an extent of 12.7km (7.9 miles). It is designed to complement the rubber-tyred Metro, which was launched in 1977 and remains the rapid transit backbone.
The original 6.3km (3.9-mile) La Rose – Saint-Charles alignment of Metro line M1 was extended in 1978, 1992 and 2010, turning into a 12.9km (eight-mile) C-shaped east-west route with 18 stations.
Line M2 was first inaugurated with the 3.3km (two-mile) north-south section Castellane – Joliette in 1984, with later additions following in 1986, 1987 and 2019, giving it 13 stations and a total length of 9.8km (6.1 miles).
As this public transport infrastructure is not sufficient to cope with the mobility needs of the growing metropolis and its roughly 873 000 inhabitants within city limits (1.8 million in the conurbation), further extensions to the tramway network are already under construction. These are being designed to add another 14km (8.7 miles) by the end of this decade.
Two new routes are scheduled to open as early as 2025. In the south, line T3 will run from the current terminus Castellane for 4.4km (2.7 miles) to La Gaye-Hôpitaux Sud, serving nine new stops and linking up with an important health care complex.
At the northern end of line T3, there will be a 1.8km (1.1-mile) extension from the previous Arenc terminus with three new stops to the Metro junction Gèze, which is the current northern terminus of Metro M2. Due to the construction work and the consequences of a fire on Rue de la République in February 2024, regular tram service on lines T2 and T3 in the city centre on the section between the Canebière Capucins/Cours Saint-Louis junction and Arenc were suspended. Both lines had to be provisionally re-routed and terminated at Castellane.
Another important project is the westward extension of line T2 to the Vieux Port
aBoVe: Castellane is currently the southernmost tram terminus in Marseille and also provides interchange with Metro M2. From here the tram system will be extended further southward, to reach new parts of the conurbation.
leFt: Framed by the soaring spires of Église saintVincent-de-paul, car 021 arrives at Canebière with an eastbound t2 service to la Blancarde.
Below (Centre): Marseille has a unison fleet of 26 Bombardier Flexity Outlook C, which feature a distinctive exterior design that is purposefully unique to the city. here the seven-section car 006 is seen running esatbound along line t2 near Canebière.
All images courtesy of Andrew Thompson.
“The new tramway extensions should prove to be a gamechanger for many Marseille residents and help to improve modal shift.”
harbour district. The 2.1km (1.3-mile) branch will divert from the existing network at Place de Rome and end at Place du 4 Septembre. The main part of this construction work is planned for 2026-27, with commissioning currently intended by 2028. The western extension of line T2 will primarily open up areas of the city that currently have neither a tram nor Metro connection.
For the north-south line T3, two further extensions are to take place, both in the north as well as the south, by 2029. This will include the northern extension from Gèze via Lycée Saint-Exupéry to La Castellane, and in the south from La Gaye to La Rouvière. CAF is supplying the vehicles for the new routes; an initial order for 15 trams was placed in 2022 with the Spanish manufacturer.
The new tramway extensions should prove to be a gamechanger for many Marseille residents and help to improve modal shift, in a city that still suffers from congestion in its often tight and cavernous streets throughout the historic centre.
Arenc/Euroméditerranée
Euroméditerranée/Gantès
Joliette
République/Dames Sadi Carnot
Belsunce/Alcazar
Canebière/Capucins
Canebière/ Garibaldi
National Longchamp
Réformés/ Canebière
Cinq Avenues
Foch/Sakakini E. Pierre
Noailles
Rome/Dragon
Below: at longchamp the tram tracks pass the Musée des Beaux-arts; the ornate palais was completed in 1869. seven years later, Marseille's first horse tramway opened. the city's firstgeneration tram system lasted until the closure of all but one line in 1960. Using Belgian-built pCC cars from the late 1960s and articulated pCCs supplied in the 1980s, the original tram line 68 ran on a short shuttle section until 2004. this segment was integrated into line t1 of the second generation tramway.
the announcement of a new stretch of tramway is always exciting. But what is it about the announcement that excites? Is it being able to travel on rails down streets where there were no rails previously?
Or is it that there is more to building a tramway than simply laying those rails?
A new light rail scheme is more than a way of getting people from ‘A’ to ‘B’. It’s a vision of a new way of life for those who live and work in its vicinity. It’s the promise of a future with sustainable, environmentally friendly public transport and urban spaces where people want to spend time.
At least, that’s what the artists’ impressions of the proposed schemes tell us. As the saying goes, a picture is worth a thousand words and what better way is there to convince people
There’s a long road between the vision of a proposed new light rail scheme, and the reality. richard Foster considers how those early proposals match up to the schemes that emerge.
to adopt a new tram scheme than by using evocative imagery to help sell its benefits?
It’s due to that ability to transform urban environments that it seems every issue of TAUT includes at least one announcement of a new tramway – sometimes more than one.
In TAUT 1031, Paolo Marchetti, Technical Director for SYSTRA’s Italian arm, described what Bologna’s new tramway will bring to the city. He cites Via Riva di Reno as a place where the tramway will have a big impact. It’s an elongated square, full of cars flanked by post-war multi-storey dwellings. The tram lines will run either side of a restored canal. According to mock-up images, the water, the greenery and the pedestrian areas are to combine to form something quite beautiful. Helsinki plans to take this urban regeneration a stage further. It’s embarking
aBove: artists and designers often have an influence in the appeal and beauty of the tramway and its surroundings. here, the T1 tracks in nice, France, pass by the ornate Fontaine du soleil at Place Masséna. Neil Pulling
leFT: Bologna’s tramway project is one of italy’s most significant – set to transform the city with greater accessibility, lower levels of traffic, and greener landscapes. intermodal hubs and interchange stations, such as that pictured, have been integrated into the main light rail project. SYSTRA
on a process of ‘boulevardisation’, where inner city motorways and road arteries are turned into mixed developments, complete with green spaces and public transport.
One of the highlights is the Western Boulevard City, a 4km (2.5-mile) stretch of dual carriageway that could, by the 2030s, boast eco-housing, office and retail space. The Western Helsinki Light Rail is to be at its heart. The image that shows the most dramatic change is one depicting new eco-housing built around the inside of what was once clearly a roundabout.
The issue is that these are projects that are either under construction (Bologna) or quite far off in the future (Helsinki). Are there urban places where you can now stand and be left speechless if someone showed you an image of what was there before?
A pool of inspiration
The proposals for Bologna drew inspiration from several European cities, including
Amsterdam, Manchester and Florence, Marchetti describing the latter as a “great example of placemaking and urban renovation”, describing how changing the roadway, kerbs, pavements and other urban furniture is “a must in such an architectural sensitive city”.
Martin Fleetwood, consultant for law firm Addleshaw Goddard, points to West Midlands Metro as a good example of how placemaking has transformed an urban environment.
“When you put in a tram system… there are all these streetscape enhancements,” he said. “So, in Birmingham, for example, around Snow Hill, you’ve got the grass track [area]. [It’s] carbon absorbing, it looks nice and you’ve developed the streetscape as well.
“A number of parts of cities where there have been trams, you look at the pictures of what the cityscape looked like before the tram system went in and compare with what it looked like after the tram – and it is a total transformation.”
How does that transformation actually take place? And at what point in the development process does the placemaking start?
“What is specific with tramways is that it’s an agreed project and, from the very beginning, it requires that the place of each transport mode and activity within the city be rethought,” says SYSTRA’s Aurelie Jehanno. “So you’re thinking about and dealing with placemaking from the very beginning of a project.”
It’s well documented that having a
tramway or light rail on the doorstep drives an increase in house prices. And that’s before you start to consider the environmental or connectivity benefits.
The real strength of tramways, says Jehanno, is that they help to re-think the shape of the city and to reallocate urban space.
But where is the driving force behind that change? Does it come from consulting and engineering firms such as SYSTRA? Or much higher up?
Placemaking, says Jehanno, starts with the local authorities.
“SYSTRA is providing expertise,” she explains, “[but] the vision is a political one.”
Jehanno points to Bordeaux as a good example of how a tramway can transform urban spaces. La Belle Endormie or ‘The Sleeping Beauty’, is what the French call Bordeaux because its beautiful and historic architecture was described, on one travel website, as “derelict, dark and lacking in dynamism”. Cars choked the banks of the river Garonne.
It was Mayor Alain Juppé who kick-started plans for a tramway, which could help free-up its transport network.
“It was a political vision to re-think the shape of the city, to provide a better quality of life there,” Jehanno explains.
The tramway was not an easy sell to Bordeaux’s inhabitants but construction started in 2000. The first section of Line A opened in 2003, followed by Lines B and C in 2004. Since then, the system has grown into a 77km (48-mile) network.
But what of the transformations the tramway brought? A 1990s photograph of the space that separates the Place de la Bourse from the river shows a sea of cars.
Cars driving, cars parked. Pedestrian spaces were minimal.
Compare that with a view from 2024.
“Car lanes are reduced,” Jehanno
says. “You have broad space for leisure activities. People can walk, run or have a beer with friends. It’s a total change, a real transformation.
Bordeaux’s city centre has been, since 2007, a UNESCO World Heritage Site. It was, Jehanno explains, the first city to use Alstom’s catenary-free APS system through the most historical and sensitive areas. This was a political choice to “enhance urban landscape and architecture”.
Beyond the politics
Once there is a political desire to transform an area, the actual placemaking is an involved process. Jehanno lists the different disciplines that have to be brought together to act as a team: “Architects, urban planners, programme managers, landscape architects, sociologists and engineers with specialties such as pedestrian modelling, also experts in public consultation”.
Sometimes, placemaking requires a little extra something. And here SYSTRA is proud to partner with artists and designers.
“Local authorities… like renowned architects who can be a bit original,” Jehanno smiles.
Tours is one of the most extreme examples where you can really see the influence of French conceptual artist Daniel Buren. Its 21 Alstom Citadis 402 vehicles were especially designed for the city, their mirrorlike finish “reflect[s] the [city’s] heritage”.
“They say it symbolises architecture on the move,” says Jehanno.
Another example is Nice where local authorities wanted something a bit extra in front of the town hall. Artist Jaume Plensa designed a piece called ‘Conversation between Continents’. Seven illuminated figures atop poles represent the seven continents. “It’s something [that enhances] the beauty of the tramway and also of the place.”
Given that urban placemaking involves multi-disciplinary teams working together, have there been cases where plans to transform an urban environment have not come together? Happily, Jehanno says, no.
However, she does add that there are times when the urban environment needs changing after work is complete. She points
to Porte de Versailles in Paris as a good example.
This is already the site of a major exhibition centre but work is underway to build a 180m (590ft) pyramid-shaped Tour Triangle skyscraper here. Not only is the site connected to Metro Line 12, but it’s on tramway Lines T2 and T3a. There are also connecting buses too. SYSTRA is working with metro operator RATP to improve facilities at the station, which can no longer cater for traffic demands. This is hampering future developments and can, if things go wrong, cause major delays on Line 12.
Jehanno explains that French tramways have followed a philosophy called Un
Tramway À La Française, which loosely translates as the ‘tram made by France’.
“We are a country where tramways, like those in Italy or Denmark or Sweden, disappeared during the 1940s, ‘50s and ‘60s,” he explains. “But it was agreed to renew all cities since 1978. SYSTRA was at the forefront.”
The year 1978 was when the contract for a new tramway in Nantes was signed. This was the first of France’s second generation tramways to be built and it opened in 1985.
“It meant not just new tram lines,”Jehanno says. “It was also the architectural renewal of the cities. The concept of Un Tramway À La Française has been a conclusion of this mode of work.”
Examples can be found throughout France, Jehanno citing Le Havre, Le Mans and Brest. The most recent example of this concept can be found on the T3 tramway extension in Paris. “T3 west to Porte Dauphine was built in a place where there were road lanes and not really [any space for] walking and cycling. Now it has become a place to live.”
Un Tramway À La Française is how tramways used to be built. But times are changing, particularly when it comes to meeting the challenges of climate change. SYSTRA, in particular, has developed its Sustainable Design & Construction Framework. As the company’s Mike Muldoon explained in TAUT 1031, this document explains “how we are going to bring sustainability into consideration around carbon efficiency, operational efficiency the use of materials on the network [and] how we can put those into every step of the design process to drive down the overall carbon content of this system.”
SYSTRA now analyses the environmental impact of every project, from how much carbon is emitted during construction to how excess rain water is managed.
This is likely to have an impact on urban placemaking. For example, grassed track is good for carbon capture; trees provide shade and regulate temperatures.
“This implies a real change in culture and a way you are thinking your project [through],” Jehanno says. “This is the main challenge for the years to come so we’ve started [to implement] it on several projects - Line T10 [in Lyon] but also in Nantes, on a bridge project for a new tramway line.”
A quick online search of various learned sources reveals one consistent theme: good placemaking drives economic growth… and driving economic growth was one of the themes that emerged from the UK Light Rail Conference (see p.328). Placemaking will, therefore, continue to be an important part of the many new tramway and light rail projects. Such announcements are likely to continue to fill the pages of TAUT
Hopefully, some future issue will be able to look at places such as Bologna or Helsinki to see how what was built matches those inspirational mock-up images.
BeloW: in nice, artist Jaume Plensa designed a piece called ‘Conversation between Continents’, with seven illuminated figures atop poles representing the seven continents that span the lines of the tramway at Plaza Masséna de niza. Albolm911/Flickr CC BY-NC-ND 2.0
leFT: Birmingham’s Midlands Metro system, which has helped to develop the streetscapes around it. Damien Walmsley/ Flickr CC BY-NC 2.0
leFT: Bordeaux is a good example of a how a political vision can transform an urban space – areas that once were choked with cars are now broad and open, so visitors can enjoy the beautiful and historic architecture. The tramway, originally ‘not an easy sell’, runs seamlessly through the centre and has since grown into a 77km network.
Getty Images
leFT: in Tours, France, alstom Citadis 402 vehicles were especially designed for the city, their mirror-like finish “reflect[ing] the [city’s] heritage”. here a Citadis 402 on line a is at the Pont Wilson entering Place Coiseul. Boris Arbogast/ Flickr CC BY-NC 2.0
Mainspring gives you the data, knowledge and insight that you need to enter, understand and position yourself within the light, urban and passenger rail markets.
Whatever your business objectives, we can help you meet them.
Andrew Thompson uncovers how the small yet forwardlooking system in this Polish city has benefited from recent investments.
Located 183km (114 miles) northwest of the capital Warsaw (Warszawa), the Polish city of Toru ń features one of the country’s smaller tram networks, which during the past decade has benefited from significant infrastructure investment and rolling stock modernisation. A roughly 2.2km (1.4-mile) branch line to the university campus was added to the metre-gauge system in June 2014, and in September 2023 a new northern branch to the developing residential district Jar was inaugurated. This added 5.5km (3.4 miles) of track, giving the compact network its current extent of 28km (17.4 miles).
Famous as the birthplace of the influential 15th and 16th Century astronomer Mikołaj Kopernik (Copernicus), Toru ń also boasts a well preserved historic Old Town replete with Teutonic castle, and therefore is
ABOVE: On 2 November 2023, threesection Swing 311 is seen running inbound on the university branch with a line 4 service to Elana B. To the rear is the Fałata calling point.
a popular tourist attraction. The compact city is lined with brickbuilt landmarks and charming cobblestoned streets. Because most of the major attractions are near to each other and easily reached on foot in an expansive pedestrian zone, the tramway serves more as a connector between the city centre and various peripheral districts to the west, north and east. Therefore, locals are more reliant on the system than visitors.
The tramway provides interchange with two of the city’s three major railway stations, including the central calling point Toru ń Miasto and the eastern station Toru ń Wschodni, but not the main station Toru ń Główny. This shortcoming is owed to the fact that the Toru ń tram network is located entirely on the north bank of the River Vistula (Wisła), while
the main station is on the south side. Spanning the wide waterway is the 1004m-long Piłsudski Bridge, which was originally built from 1930-34, and then rebuilt from 1946-49 after it was blown up twice during World War Two. However, the reconstructed bridge has not carried light rail traffic since 1984. Regular main line trains correspondingly cross the Vistula 1390m further east on the unnamed railway viaduct.
To make up for the decadeslong lack of light rail connectivity between the main station and the city centre, all intercity trains call at all three main line stations, and all regional trains do the same. Toru ń Miasto station is also well-sited for walking distance proximity to the principal attractions in the Old Town. Otherwise, the main tram and bus interchange is at the centrally-located track triangle at Plac Teatralny,
The modern face of the Toruń tramway is the lowfloor Pesa Swing , of which the operator MZK has 11 of the 30m long, five-section type 122N in the singleended variant and five in the double-ended version. There are also six type 121N
shorter three-section Swing , which were procured in 2015. Eighteen modernised as well as 21 non-modernised high-floor Konstals remain indispensable and will stay in service until they are replaced by further low-floor stock.
where the two separate calling points Aleja Solidarności and Wały gen. Sikorskiego serve most of the seven different tram lines.
The Toru ń tramway traces its origins back to 1891, when the city was still a part of Germany and known as Thorn. The first horse-drawn carriages started operating that year, and by 1893 550 000 passengers were being transported annually. A period of sustained technological development and growth followed, as electrification was implemented in 1898. A second line was introduced in 1899 and a third followed in 1907.
After World War One and the re-establishment of Poland as an independent nation state in November 1918, the formerly Prussian Toru ń became a part of Polish territory. During the 1920s new carriages were purchased from Siemens and Sanok, while lines 4 and 5 were added in the mid 1930s, with line 4 crossing the Piłsudski Bridge to reach the main railway station.
Following the conclusion of World War Two, the tramway had to make do with its ageing rolling stock until 1958, when newer Konstal
ABOVE: Running inbound, doubleended Pesa Swing 317 of MZK Toruń calls at the Toruń Miasto interchange, with the landmark turrets of the main line railway viaduct visible just behind the pedestrian overpass that gives access to the two tram platforms.
RIGHT: Konstal 252 running outbound and east from the Toruń Miasto interchange; as the high-floor car is about to pass under the double-track railway viaduct.
cars became available. At this time, the network had a total length of roughly 17km (10.6 miles). In 1970, the original tracks through the old town were removed in favour of creating pedestrian zones, with a northern bypass being built as a replacement. Thanks to the support from local authorities and political decision-makers, Toru ń was able to buck the prevalent trend from the 1960s and 70s, when numerous small to medium-sized tram networks in Poland were closed due to a lack of resources for infrastructure renewal. Quite to the contrary, Toru ń benefited from additional network extensions in the mid and late 1980s, when new housing estates were connected.
On the rolling stock front, from 1980 to 2014 the backbone of the Toru ń system were the ubiquitous Konstal type 805N high-floor cars, which due to their large glass windows and angular design are known as ‘Aquariums’ in Poland. A total of 18 were modernised in cooperation with MPK Łód ź from 2006-14, thereby streamlining the front-end and replacing electrical components, windows and interior fittings, yet
1. Reja
2. Sztuki Piękne
3. Kraszewskiego
4. Osiedle Młodych
5. Aleja
6. Dworzec
7. Plac św. Katarzyny
“
thanks to the support from local authorities and political decision-makers, toruń was able to buck the prevalent trend from the 1960s and 70s when numerous tram networks in Poland closed.”
BELOW: After calling at Toruń Miasto station on 23 April 2018, this Stadler Flirt EMU of PKP Intercity rolls onto the railway viaduct across the River Vistula, bound for Toruń Główny on the south bank. First opened in 1873, the 972m viaduct is a towered and turreted landmark that is also heavily utilised by local stopping trains, to make up for the lack of any light rail crossing in the city.
BELOW: Representing the typical industrial design of the 1970s and showcasing the classic maroon livery, this high-floor Konstal car 243 has left Toruń Miasto and is running inbound on the Old Town bypass. Even with the modernised Konstals and the low-floor Pesa Swing, these vintage veterans are still required to cover weekday and peak-hour services.
“a
number of ideas for new extensions or additional enhancements exist, including a renewed link to the main line railway station.”
ABOVE: At dusk on 1 November 2023, the long Pesa Twist 317 idles with a line 1 service at the Uniwersytet terminus, which opened in June 2014 and also features charging points for electric buses.
RIGHT: The new northern tram branch to Heweliusza, which opened in September 2023, features a light rail – heavy rail diamond crossing with an industrial siding. It is located along Legionów Street between the new tram stops Koniuchy and Elektryczna.
On 1 November 2023, five-section singleended Swing 305 slows as it passes through this distinctive location.
Opened: 1891 (electrified 1898-99)
length: 28km (17.4 miles)
l ines: 7
Depots: 1 (plus one fenced outdoor stabling area at the Olimpijska terminus) approx. weekday hours: 04.00-23.00
l ine frequency: 20 mins (peak), 30 mins (off-peak and weekends) Gauge: 1000mm
Power: 600V dc, overhead supply c ity network/operator: Miejski Zakład Komunikacji w Toruniu (MZK) https://mzk-torun.pl/ c ivic information: https://www.torun.pl tourist information: https://www.visittorun.com
keeping the high-floor design. In order to meet accessibility requirements and introduce low-floor stock, 17 different Pesa Swing were ordered in 2014, which were supplied in three different versions until 2015. In 2022 another five 122N Swing were purchased, thus increasing the modern fleet to 22.
Even though the Toru ń network is laid out for single-ended trams throughout and all termini have turning loops, five bidirectional Swing Duo were acquired in 2015 in order to enhance operational flexibility and provide options in case of road works or diversions.
Like some of the other small Polish tram systems, the service frequency in Toru ń is quite sporadic, with a 30-minute headway being the default during off peak hours and most lines only offering a 20-minute interval pattern during peak hours. Early in the morning or late at night, this can even drop to a service only running roughly every 45 minutes.
With its current scope and scale,
the Toru ń tramway is fit for the coming years. While a number of ideas for new extensions or additional enhancements exist, including a renewed light rail link to the main line railway station Toru ń Główny, the most interesting vision is the idea of building an interurban line to link up the city with the regional capital Bydgoszcz, some 30km (18.6 miles) further west.
Currently this scheme is little more than a vision and unlikely to see implementation until midcentury at best, yet it illustrates the forward-thinking mindset of local planners. For the overland route to be built, further population growth and suburban sprawl from both cities would be required to cement the business case.
Nevertheless, the current Toru ń tramway demonstrates how a city with roughly 200 000 residents can enjoy high-quality, multi-modal public transport thanks to political will and government subsidies.
local travel: For visitors, public transport day-tickets valid on all trams and local buses are by far the best value, costing only PLN13 (roughly EUR3.04) or PLN6.50 (EUR1.52) for a concession price.
What is there to see? Toruń is one of the most attractive small cities in Poland, steeped in history and mediaeval charm. Its red brick architecture is iconic and gives the Old Town a harmonious ambience and cohesive aura. Luckily, the city does not suffer from over-tourism and is relaxing to discover. Most of the landmarks are centred around the main market square, including the Gothic City Hall, which originally dates from the 13th Century but was rebuilt in the 18th Century. Toruń can be comfortably reached by intercity train from the capital Warsaw or Poznań in roughly the same amount of time (2hrs 20 mins). For tram enthusiasts, the network can be comfortably covered in just one day, though one should also factor in that it is well worth seeing the nearby and easily reached other systems in Bydgoszcz and Grudziądz, the latter being the smallest in Poland.
ABOVE: In what is already an historic picture, Siemens multisystem locomotive EU44-007 sporting a special 2018 livery to commemorate 100 years of Polish independence in 1918 calls at Toruń Główny on 11 April 2019 with an eastbound rake of Russian sleeper coaches. Such long-distance trains were discontinued in February 2022 as a consequence of the Russian invasion of Ukraine and the implementation of collective European sanctions.
BELOW: On 1 September 2023 the new 6km (four-mile) line to Heweliusza was opened in the north of Toruń. The new branch with 13 purpose-built stops provides access to the growing Jar district and is served by lines 3 and 6. Various new housing estates have been built along the new route and there is further space for urban development. On 1 November 2023, Pesa Swing 306 departs from Strobanda with a southbound line 3 service.
Neil Pulling assesses the circular light rail line which was completed in January, adding to the public transport network in Taiwan's southern port city.
Adelaide, Brisbane, Melbourne, Sydney, and Gold Coast... Richard Foster rounds up the latest happenings for LRT, and looks at plans for other Australian cities.
After a prolonged closure for complete network modernisation, this western Polish city is now reaping the benefits of its tramway investments.
+ A preview of Innotrans 2024
+ Classic Trams: Dortmund heritage collection
+ The latest news and analysis, system and technical development
ADELAIDE. The Glenelg tramway will be closed for six months during the second half of 2025 for the AUD200m (EUR120.9m) replacement of Morphett Road level crossing with an overpass. indaily.com PERTH. The 14.5km (ninemile) extension of the Joondalup commuter rail line to Yanchep opened on 15 July. urbanrail.net SYDNEY. Opening of the 15.5km (9.6-mile) metro extension from Chatswood to Sydenham via Martin Place was to take place on 4 August. Siemens has delivered 12 three-car automated trains, bringing the total to 45.
The final phase of trial running on Parramatta tramway line L4 started on 8 July, with trams running between Westmead and Carlingford 05.00-01.00. Passenger service could start in August or September.
skyscrapercity
WIEN (Vienna). An official ground-breaking ceremony for the 2.2km (1.4-mile) extension to Hillerstrasse for line 12 took place on 4 July. Completion is planned for autumn 2025, and 27 more D-class Alstom Flexity trams have been ordered, bringing the total firm order to 146. Some 84 of these trams are already operating on lines 6, 11, 18,46, 49, 60 and 71. DS
BELGIUM
BRUXELLES/BRUSSEL. A route re-organisation in the northern suburbs from 6 July saw the following lines affected with new termini: 9 (Roi Baudouin – Groot Bijgaarden); 19 (De Wand – Simonis); 62 (Heysel –Eurocontrol).
Opening of line 10, serving a new branch from Heembeek to Hôpital Militaire, has been fixed for 23 September. Line 10 will run across the city via the pre-metro subway to Churchill, continuing over the route of line 3. Line 25 is replaced by a new line 35, running Esplanade – Bienfaiteurs. A second phase (within a year) will see a line 11 introduced between Rogier and Bourget while line 25 will reappear between Esplanade and Boondael Gare.
Delivery of the new Alstom low-floor cars had reached 3216 by the end of May. T-2000 LIÈGE. Track laying was completed on 28 May. The new tramway is expected to open for passenger service on 31 January 2025. T-2000
BRAZIL
BELO HORIZONTE. A total of 24 four-car automated metro trains have been ordered from CRRC. They will be used on line 1. RGI SÃO PAULO. The first of 14 BYD 60.8m five-car monorail trains for line 17 (Gold) was delivered from China on 12 July. Each train can carry 616 passengers (114 seated).
The line is due to open in 2026. railwaypro.com
GENERAL. A new funding stream to support public transit operators in Canada has been launched. The Canada Public Transit Fund will invest CAD30bn (USD21.9bn/EUR20.5bn) during the next ten years to expand public transit and make it more accessible.
There are three streams for municipalities to access. Metro-Region agreements will support house building and extensions in areas which already have a transit system. Baseline funding will help communities to upgrade and modernise their existing fleets and infrastructure. Finally, Targeted Funding will support evolving needs of communities in the future.
P. Webb
SYDNEY – LINGAN. Nova Scotia’s Prime Minister has announced CAD610 000 (EUR407 000) for a feasibility study into light rail operation over the tracks of the Cape
Breton railway to support a likely doubling of the area’s population by 2060. Rail freight traffic has not run since 2015. CBC
CHANGSHA. On 28 June, metro line 1 was extended north by 9.9km (6.2 miles) from Keifu District Government to Jinpenqia. urbanrail.net
HONG KONG. The Hong Kong government has signed a HKD262.5m (EUR30.1m) contract with the Arup-AISChina Design Group joint venture to design and plan the Smart and Green Transit System in East Kowloon. IRJ NINGBO. The 9.4km (5.8mile) extension of metro line 5 from Xingzhuang Rd to Meiyan opened on 28 June, with five new stations. skyscrapercity TIANJIN. Metro line 1 was extended from Donggulu to Shuangqiaohe on 1 July. urbanrail.net
OLOMOUC. Infrastructure renewal means that the tramway to Nova Ulice is closed from 1 July to the end of the year. BS PRAHA (Prague). The latest T3R.PLF trams (incorporating a new body from Krnov with low floor at the centre door) are 8754 (ex-8310), 8755 (ex-8422) and 8757 (ex-8318).
ZAGREB. Trams 1001-4 are exAugsburg GT6M 607/19/02/0,
operating from Tresnjevka depot on line 9. BS.
AARHUS. A tender has been issued for eight 100km/h (62mph) trams, 50-60m in length. The service to Odder will then be increased to 15-minute headways. DS
BESANÇON. A new terminus is to be built at Grette, and in 2025 line 1 will become Grette – Chalezeule and line 2 Hautsdu-Chazal – Viotte. This will permit an improved frequency on both lines. lineoz.net
BREST. Tramway operation was to be replaced by buses from 18 July to 30 August for infrastructure work. lineoz.net
CAEN. RATP DEV will replace Keolis as operator of the Twisto public transport network from 1 January 2025. lineoz.net
LILLE. To make up for the delayed delivery of 27 VAL metro trains, Alstom will provide new trains free of charge. lineoz.net
PARIS. A further 28 Alstom Citadis XO5 (TW20) have been ordered for the extension of line 1 to Montreuil and Val-de-Fontenay in 2027. lineoz.net
TAMPERE. With 65 000 daily passengers reached in May 2024 compared with a forecast of 55 000 for next May, 11 of the 37m Skoda trams are to be lengthened to 47m. BS
BERLIN. BVG has awarded Siemens a EUR200m contract to install CBTC for semi-automated operation on lines U5 and U8. This will offer a 30% increase in capacity. Re-opening of line U6 to Alt-Tegel has been delayed until 2026.
The third version of plans for the new tramway at Ostkreuz was the subject of consultation from 17 June to 16 July.
This summer’s European Football Championship saw matches in Berlin from 15 June to 14 July, with line U1 extended over the tracks of U2 to Olympia Stadion. The branch to Uhlandstrasse was not served at these times.
The centenary of the S-Bahn was to be marked on 8-11 August with special trains of preserved stock. BS BOCHUM-GELSENKIRCHEN. Modernised B80-Neo 6103 began test runs between Bochum and Herne from 11 June. BS BONN. Only two Skoda 41T have so far been delivered, and neither has carried passengers while teething problems are resolved. Delivery of the other 24 is unlikely to start until 2025. BS
new 8km (five-mile) S-Bahn line S6 to Osdorfer Born, but construction is unlikely to start until 2033.
BS HANNOVER. Prototype Stadtbahn car 2001, damaged in an accident at Leinhausen depot in February 2018, has been repaired. It re-entered service on line 9 on 20 June.
Tram 3126 has received a Pride livery. BS JENA. After ten months of closure, lines 1 and 4 resumed operation to Zwätzen from 1 August. DS KIEL. Detailed planning for the new 36km (22-mile) tramway system has been in progress this summer and it is hoped to seek planning approval before the end of the year. Clearances will not permit a later tram-train regional Stadtbahn, as this was found to be too costly. Passenger service is expected in 2033-34. BS
BOLOGNA. Construction of the Red line is progressing. Between the end of May and the start of June, a section of track was laid in Viale Europa, near the exhibition centre. In the first week of July, some sections of track were laid, in correspondence with future road crossings at the Ospedale Maggiore in the city.
BREMEN. Plans exist for a tramway extension from Sebaldsbrück to Osterholz.
The last few GT8N trams are used for peak service on line 4, or driver training.
DORTMUND. With 14 new Stadtbahn cars (365-78) in service, the last of the ex-Bonn Stadtbahn-B have been withdrawn.
The first rebuilt Stadtbahn-B , 348, arrived at the workshops on 18 July and 63 more will be dealt with there. BS DÜSSELDORF. On match days during the European Football Championship from 17 June to 6 July, 18 three-car sets ran on line U78 to Stadion. The total run-out was 128 Stadtbahn cars. BS ERFURT. The city council has agreed EUR2.7m to start planning for future tram line 9. BS HALLE. Local authorities have agreed the subsidy for the 31km (19-mile) line beyond Ammendorf to Bad Dürrenberg (line 5) until 2039.
Trams on lines 2, 9 and 10 used the old Elisabethbrücke for the last time on 21 June and were extended over the new bridge from 4 August. BS HAMBURG. The senate has agreed EUR120m for a
KREFELD. Following trials with Essen NF4 1051 in June/July, a tender for seven new trams for delivery by 2029 has been prepared.
BS
MAGDEBURG . The first of 35 air-conditioned four-section 38.2m Alstom Flexity NGT10D on order was unveiled to the media at the Bautzen factory on 18 July. The 2.4m wide tram is 70% low-floor and can carry 241 passengers (92 seated). There is an option for 28 more. The first two trams were to reach Magdeburg in September. MVB PLAUEN. There was a fare change from 1 July with the introduction of a EUR1 City-Ticket, which is valid for a single ride between Hans-LöwelPlatz and Albertplatz.
CAF was the sole bidder for the supply of up to 60 double-ended trams for the 16.5km (10.3-mile) Red line and the 6.9km (4.3-mile) Green line; the contract is worth EUR260m. G. Bondi CATANIA. Work to build the 11.5km (7.1-mile) Misterbianco –Paternò section of metro started on 8 July. Half will be in tunnel. cataniatoday.it FIRENZE (Florence) . The tramway concessionaire will go ahead with the EUR405m construction of the 7km (4.3-mile) extension from Bagno to Ripoli, for completion in 2027. RGI NAPOLI. After an 11-year closure, metro line 6 reopened for service on 17 July, following a ceremony the day before. The line is now also extended by 3.1km (1.9 miles) from Mostra to Municipio. Service initially runs only from 07.00 to 15.30 daily with a 13.5-minute headway, using three of the five available 1990-built Firema T67 LRVs. A ‘full service’ is expected from 15 September. The 5.5km (3.4-mile) eight-station line is entirely underground.
BS
ROSTOCK. Production of the first Stadler TINA low-floor trams started in February at the company’s Sroda Wielkopolska factory (the former Solaris site) in Poland. Delivery should start in January.
The first six of the 22 new trainsets on order from Hitachi Rail are expected to begin arriving in early 2025 but may not enter service before the summer.
BS
RHEIN-RUHR. From 1 September, the only tickets available on trams and buses are singles. All other tickets are available via the VRR App or platform machines. BS
RUHRBAHN. NF4 tram 1067 entered service in mid-June. DS WOLTERSDORF. A total of three Modertrams Moderus Gamma (41-3) had been delivered by the end of May. BS
WUPPERTAL . The planned 15-month closure of the Schwebebahn to permit the replacement of Vohwinkel depot and workshops will not take place until after the 100-year city jubilee in 2029, and the Bundesgartenschau in 2031. BS
S.J. Morgan ROMA. It is reported that all tram services will be replaced by buses from 16 September until November as the final phase of a summer infrastructure programme is completed. DS
HIROSHIMA. Work is in progress at Hiroshima Station South Exit Plaza to create 1.1km (0.7 miles) of new tramway that will use an elevated track to enter the railway station on the second floor, improving interchange between trams and trains. Then, 400m of the existing line on Enkobashicho will be abandoned. Y. Hanafusa UTSUNOMIYA. A new record of 421 613 passengers was set in April, after just a year of service. BS
LUXEMBOURG
LUXEMBOURG. On 7 July, the tramline was extended at its
south end by 3.7km (2.3 miles) from Lycée Bouneweg to Stade de Luxembourg. After trams 111 and 116 arrived in tandem, there was a ceremony with local politicians and representatives of the construction companies, followed by public service from 12.00. R. Birgen
MOROCCO
CASABLANCA. The opening of lines T3 and T4 has been delayed, and by late July no new date had been published. casatramway
NETHERLANDS
AMSTERDAM. After running a dummy timetable from 16 June, line 25 was extended by 5km (three miles) from Westwijk to Uithoorn from 21 July using CAF trams in R-Net livery. A ten-minute service was to be provided from 1 September, probably using coupled sets. It is expected that the December timetable change will see it extended at the city end from Station Zuid to Amstelstation. OR ROTTERDAM. Line 25 returned to its normal route from 13 July, two months earlier than expected. OR
PAKISTAN
LAHORE. The Punjab state government has approved the construction of an 11km (seven-mile) tramway line linking the city centre and Gulberg along MM Alam Rd, and costing PKR27bn (EUR89.5m). IRJ
GORZÓW . The mayor has announced that, from September 2025, students who hold a Gorzów resident’s card will be entitled to free use of public transport. It is estimated that up to 10 000 could benefit. TP KRAKOW. On 18 July, the tendering process for up to 90
new trams was cancelled, and a new one is being prepared. When tenders were opened, the lowest offer came from the Turkish manufacturer Bozankaya. Stadler also submitted a bid for the shorter (33m) trams in the tender, but not for the 44m versions. TP OLSZTYN. Tenders were issued in May for up to 14 low-floor trams (minimum order six) for delivery by the end of 2026. The undertaking had options with Durmazlar for new trams, but the Turkish company requested a price increase from that originally offered, and the option lapsed. Bids closed on 30 July. TP POZNAN. The option for 20 more Modertrans Moderus Gamma trams has been exercised thanks to new EU funding. A contract for the mid-life overhaul of Moderus Beta MF02AC 415-24 has been awarded to Modertrans. TP SZCZECIN. On 28 June, lines 5 and 7 started using the 800m link from Krzekowo to Osiedle Zawadzkiego (interchange with lines 1 and 3). A tender has been issued for up to 12 double-ended 100% low-floor 30m-33m trams with all bogies powered, plus a works car, with delivery required by 31 May 2026. urbanrail.net
WARSZAWA. The opening of the 6.5km (four-mile) tram line to Wilannów, planned for early September, has been postponed until early 2025 to correct track faults.
ALMADA. A signing ceremony was held on 15 July for an agreement to build an extension of the Suj do Tejo tramway to Costa da Caparica and Trafaria. P. R. Costa
PORTO. The extension of light rail line D from Santo Ovidio to Villa d’Este (3.1km/1.9 miles) opened on 28 June. urbanrail.net
BARNAUL. On 12 June, the first locally-rebodied Tatra T3SU with a low-floor centre entrance was presented to the media and named Granit. N. Semyonov
BIYSK. The tram fleet has been reduced from 90 cars in the mid-1980s to 25 today, leading the local chemical combine to demand more capacity at shift change times.
The undertaking is investigating the purchase of 44 second-hand cars. N. Semyonov
KRASNODAR. The first of 20 71-629 trams from UKVZ (600) was delivered on 17 July. transphoto.org MOSKVA. Testing on metro line 16 started from 22 June, the same day that the line 11A branch to Khoroshyovskaya closed for integration into the under-construction line 17 from 2026. skyscrapercity NOVOSIBIRSK. New mayor Maxim Kudryavtsev favours modernising trams by fitting existing cars with new bodyshells from BKM that incorporate a low-floor centre entrance. He has also promised extensions to the 16km (ten-mile) metro. N. Semyonov SAMARA. Three PKTS singleended 71-931 Vityaz articulated trams are being leased from Sberbank Leasing for RUR710m (EUR7.6m), with delivery scheduled for January. RGI
BRATISLAVA. Tenders have been issued to purchase 40 new 32.5m trams, at an estimated cost of EUR15m; 20 are to be single-ended and 20 double-ended.
SEOUL. On 10 August metro line 8 was extended from Amsa to Byeollae. urbanrail.net
BARCELONA. The first trial run of a tram on the 3.9km (2.4 miles) of new APSequipped tracks in Diagonal was on the night of 15-16 July. It is hoped to carry passengers before the end of the year. skyscrapercity MADRID. Work to automate the 23.5km (14.6-mile) circle line 6 will start in 2025, at a cost of EUR129m (excluding rolling stock). RGI
GÖTEBORG (Gothenburg). The final phase of the new Depot Ringön came into use on 16 June. It is situated on Hisingen island north of the Hisingsbron bridge and connected to the network by a triangular junction at Frihamnen. This second phase includes indoor storage, daily maintenance facilities and a workshop.
The first phase opened on 1 June 2020 with partly roof-covered storage sidings and a basic service facility for 30 trams/coupled sets of 30m length. The complete depot caters for 70-100 trams and is fully adapted for the 60 M34 45m Alstom trams, the first of which are to be delivered later this year.
From 24 June-21 July, Hisingsbron bridge was closed to trams and Hisingen served by an isolated service. During the closure, the junction for the new tramline to Lindholmen was installed just north of the bridge. The new roughly 2.5km (1.5-mile) line includes three stops and is partly situated on a former segregated busway already prepared for trams when it opened 20 years ago. Tram services to Lindholmen are planned to start at the end of 2025. G. Zettermark STOCKHOLM. Blue Line metro service had to be replaced by buses
for two weeks from 10 June after faulty points caused damage to every train. TR
BASEL. Schindler be4/6 202 has been sold to Gotha, where it will be used to provide spare parts for the trams of this type already operating in the German city. EA
BERN. Technicians from Lviv have been training at the SVB workshops in readiness for the transfer of 731-4/6-42 to the Ukrainian city.
The first use of a Stadler Tramlink on line 6 to Worb was on 3 June. BS
CHUR – ST MORITZ (RhB). Deliveries of Abe4/16 Capricorn were completed on 6 June, with the arrival of 3166. However, six more are on order for delivery from late 2025. EA
ZÜRICH (SZU). Stadler has won an order for 17 three-car trains for CHF234.7m (EUR245m), with delivery from 2028; there is an option for ten more. They will be used on the Sihltalbahn and mean the end of loco-hauled operation. tagbaltt.ch
KAOHSIUNG. On 30 June, a 1.5km (one-mile) one-station extension of the metro Red Line from Kaohsiung Medical University Gangshan Hospital to Gangshan Railway Station was opened for passengers. urbanrail.net
THAILAND
BANGKOK. The official signing of the contract for the 13.4km (8.3-mile) western section of the MRT Orange line metro took place on 18 July. skyscrapercity
UKRAINE
DNIPRO. The 26 ex-Leipzig Tatra
T4Ds are 3073-98. Another three have still to be numbered. BS
UNITED KINGDOM
BLACKPOOL. Customer feedback is sought into the possibility of running all endto-end services into the new tram stop at Blackpool North station, which opened on 12 June, extending overall journey times by 12 minutes.
Other options include a 30-minute direct service between Starr Gate and Bispham, and keeping the existing timetable.
EDINBURGH. Public transport is a key factor in the city council’s approval for a new 16 000-space concert venue close to Edinburgh Park stop, which could open in 2027 and eventually stage 150 events a year. The aim is for 28% of visitors to reach the venue by tramway, 25% by bus, 11% by train and only 15% by private car (the balance will come by foot from other city park-andride sites).
LONDON (DOCKLANDS). The first of the 54 new CAF trains will not now be in service until the end of the year, Transport for London has reported. Although 30 units have been completed, only three have reached the UK. The declining condition of existing B90, B92 and B2K stock is an operational challenge.
MANCHESTER. No Metrolink services were to run between Market Street and Shudehill in the city centre between 24 July and 19 August, while track repairs were carried out. All services were diverted via the second city crossing.
NOTTINGHAM. Tramlink Nottingham is planning an earlier start to morning services, and additional trams in late evening, to reflect changing demand. Service reliability for the period
from February to April was 96%, up 1.3%.
Pressure on budgets caused by the UK government’s capped GBP2 (EUR2.37) bus fare has forced Nottingham Express Transit to increase ticket prices by an average of 5% from 1 July. An adult single is now GBP3.30 (EUR3.9), up from GBP3.20 (EUR3.8).
SOUTH YORKSHIRE. Widespread service alterations were to be in effect between 20 July and 1 September to allow work on track to take place. Areas affected are White Lane, Crystal Peaks, Waterthorpe, Hollinsend, Herdings Park, and Middlewood Road.
TYNE AND WEAR. The Metro’s control room at South Gosforth is to be modernised over the next two years at a cost of GBP8.8m (EUR10.5m). The 30-year-old Supervisory Control and Data Acquisition System (SCADA) will be replaced by digital equipment. All signalling was upgraded in 2018 at a cost of GBP12m (EUR14.3m).
Daylight testing of the new Stadler Class 555 s is being stepped up, with eight units having arrived (555002/21 came on 18 June). The fleet now comprises 555001-5/13/5/20/1, with another 15 in Switzerland awaiting transfer, 555024-8 under construction at St Margarethen, and the final eight yet to be started.
Only 62 of the original 90 Metrocar units are now in traffic. Now scrapped are 4002/22/52/5/62/70/7/83/8, with 4007/10/40/60/76 stripped for spares and 11 others in store. WEST MIDLANDS. There were substantial price increases in combined metro and bus tickets from 30 June, but this is due to the road component. The weekly
adult fare is GBP33.40 (EUR39.70), up from GBP30.60 (EUR6.40), while the daily child ticket has been withdrawn.
CARROLLTON, MD. Purple Line CAF LRV 101 – the first of 28 five-section cars for the 26.1km (16.2-mile) line – took its place in a formal handover ceremony on 11 July. The vehicles are built in Spain and assembled and fitted out at the CAF plant in Elmira, NY. Each 43.2m airconditioned LRV can carry 430 passengers (80 seated).
The line should now open in late 2027. MDoT BUFFALO, NY. The surface section of the light rail line in downtown Buffalo was closed 8-11 July and 20-29 July for infrastructure refurbishment. J. May DALLAS, TX. The eight Stadler FLIRT diesel LRVs began trials on the 46.5km (26-mile) Silver Line between DFW Airport and Shiloh Road in Plano from 22 July. Mass Transit DENVER, AZ. The first six of 26 Alstom APM300R aluminiumbodied people-mover cars entered service at Denver International Airport on 3 July. They replace the original cars of 1995 and expand the fleet from 31 to 41. Alstom DETROIT, MI. Funding has been approved by the city to acquire the stored ALRT cars from Toronto (Scarborough) to replace Detroit’s fleet of 12 similar cars that date from 1987. These are automated cars without cabs; the Toronto cars have them. The cost of purchase and commissioning is estimated to be USD6m (EUR5.5m). IRJ HOUSTON, TX. Arrival of Hurricane Beryl on 7 July
caused complete suspension of METRORail light rail and other transit services. Services did not resume until 15 July.
Houston Chronicle INGLEWOOD, CA. This city in suburban Los Angeles has selected a Woojin Industrial System-led consortium as preferred bidder to build and equip a 2.6km (1.6-mile) people-mover linking MTA light rail line K with the Inuit Dome. Opening is scheduled for 2030. RGI LOS ANGELES, CA . Completion of the construction of the USD4.9bn (EUR 4.5bn) 3.6km (2.25-mile) LAX automated people-mover has been set for December 2025, with passengers likely to start riding it in January 2026. It will provide free travel for 30 million passengers/ year. The line will connect the airport with the light rail Metro Transit Center station.
J. May MINNEAPOLIS-ST PAUL, MN. The Federal Transit Administration has approved the 9km (5.6-mile) north-south MetroLink Green Line expansion project linking Grand Blvd/ Fairground Park and Chippewa St. The estimated cost is USD1.1bn (EUR10.1bn). W. Heger NEW YORK, NY. A federal grant of USD15m (EUR 13.8bn) is being provided to kickstart the Interborough Express light rail project. The full cost is expected to be USD6bn (EUR5.5bn). MTA has commissioned a 44-month project to upgrade Broadway Junction station (five subway lines and six bus routes) and make it fully accessible. railbusinessdaily.com NEW YORK – NEW JERSEY. The Gateway Development Commission has now secured full funding for its Hudson Tunnel Project, including
USD6.9bn (EUR6.4bn) in federal funding towards the USD16bn (EUR 14.7bn) total cost. Contracts are to be awarded by the end of 2024 and the whole project should be complete in 2038. Mass Transit OCEANSIDE – ESCONDIDO, CA. A USD10.2m (EUR9.4bn) federal grant has been made to help finance 15km (9.5 miles) of double track between San Marcos and Escondido. This will permit a 15-minute service on the diesel light rail line. RGI SAN DIEGO, CA. The MTS board has approved plans for the Copper Line Trolley linking El Cajon and Santee to run every 15 minutes and to replace the Green and Orange lines north of El Cajon. This is expected to save USD1m (EUR9.2bn) per year in operational costs and improve on-time performance. Only 8% of Orange and Green line passengers travel north of El Cajon. Mass Transit SAN FRANCISCO, CA (Muni). The weekend of 21-22 September will see preserved trams operating along Market St and the Embarcadero. J. May SAN FRANCISCO – SAN JOSE, CA (Caltrain). It is confirmed that electric train operation will start on 21 September. J. May SEATTLE, WA. A new USD2bn (EUR1.8bn) LRV storage and workshop facility is to be built in Federal Way, Tacoma, on the site of the Christian Faith church. It is to be ready when light rail reaches Tacoma in 2035 (but completed in 2029). There will be space for 144 LRVs, and 600 people will be employed from there. OMF South will require 1.4 miles (2.25km) of elevated connecting tracks. J. May TEMPE. USD15.9m (EUR14.7m) in federal funding has been
allocated for the 7km (4.4mile) Rio East – Dobson Tempe Streetcar Extension Project to Mesa. J. May
CARLTON COLVILLE (UK).
The East Anglia Transport Museum staged a bus event on 13-14 July, when vehicles made special outings to complement the usual tram services. A set of new points donated by New Zealand’s Wellington Tramway Museum and manufactured by Hadfields of Sheffield is being installed at the entrance to the depot.
CRICH (UK). A new arrival at the National Tramway Museum is Supertram Man, a costume used for safety promotions in Sheffield until Stagecoach relinquished its Supertram contract at the end of March. It has been donated along with uniforms, ticket machines and other redundant items.
LISBOA (PT). The annual parade of museum trams is scheduled for 21 September, probably starting from Santo Amaro, once in the morning and once in the afternoon. Tickets will be available via the Carris website. M. J. Russell MEUSELWITZ (DE). The Verein Kohlebahnen eV has acquired three bogie motor cars that were used on the Mürren mountaintop tramway in Switzerland (BDe4/4 21-23 of 1967). The group hopes to use them for passenger service using battery power on the line to Regis-Breitingen. KM SEATON (UK). There is new business for the Seaton Tramway with the opening of the adjacent Jurassic Discovery theme park on 27 July, and joint tickets are available. The new attraction is in the former Seaton Jurassic building, and has
exhibits acquired from the Natural History Museum in London.
WHITEHORSE (CA). After a five-year break in service, the Roundhouse – Rotary Park Whitehorse Waterfront Trolley resumed operation on 14 June, running Tuesday-Saturday 11.00-15.00 (Tuesday-Friday in July and August). ckrw.com
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 Blickpunkt Straßenbahn (BS), casatramway, cataniatoday.it, CBC, ckrw.com, Drehscheibe (DS), Eisenbahn Amateur (EA), Houston Chronicle, indaily.com, International Railway Journal (IRJ), KM, lineoz. net, Mass Transit, MDoT, MVB, Op de Rail (OR), railbusinessdaily.com, Railway Gazette International (RGI), railwaypro.com, skyscrapercity, tagbaltt.ch, Today’s Railway (TR), Tram-2000 (T-2000), transphoto. org, Transport Publiczny (TP), and urbanrail.net
Keep up to date with the latest news right at your fingertips. Visit: www.mainspring.co.uk/ industry-news/
Mike Russell completes his review of the two-day celebrations in Gent to mark the 150th anniversary of tramway operation in the Belgian city. 1
Every precaution had been taken by Gent’s 150th anniversary organisers to ensure that no instance arose of unchecked clearances by visiting cars, especially the overthrow on curves, given different frontal designs and wheelbase dimensions. To this end, first-time visiting cars, but also the three-axle and PCC vehicles, ran overnight checks, including on the Korenmarkt tracks. Pleasingly, no adverse instances were revealed.
Saturday’s operation featured nine tramcars, from both the former ETG/MIVG and NMVB fleets. Starting at around 12.00, four cars were allocated to a ten-minute clockwise circular service via Bijloke, Koophandelsplein and Kortrijkse Steenweg; three to a 30-minute service to Moscou via the city centre; and two to an outer 30-minute shuttle to Zwijnaarde.
These operations were primarily intended for local residents but of course were also eagerly supported by enthusiast visitors. Everything operated to perfection, memorably the intermingling of former city and Vicinal cars at Sint-Pietersstation. All vehicles returned to Gentbrugge depot overnight, some first deviating via Lange Steenstraat to be turned on the crossover ready for Sunday.
Long before any spectators arrived to witness the Sunday anniversary parade, a small group of dedicated volunteers, mainly from the ASVi, were present at Gentbrugge depot from around 04.00 to fire up steam tram HL.303. This had passed the night in the depot on a trailer. The low-loader brought the locomotive to Cataloniëstraat.
Unloading of HL.303, still ‘cold’, was performed by AR.86+9888 pushing wagon A.15858. Once on the Gent tracks, HL.303 was pushed by this convoy to the curve leading into Veldstraat, where HL.303 was fired-up. The early start to the day was required as it takes about four hours to have the steam engine ready for operation.
The next significant event was the gradual procession of parade cars from Gentbrugge depot to their muster point on Lange Steenstraat. These arrived generally in reverse chronological order, with the newest cars first, enabling them to adopt their specified positions. Locations had been meticulously devised to ensure that all cars could be accommodated on the available track north of Gravensteen, with some of the oldest cars in Geldmunt. This was arranged
with sufficient intermediate space to permit comfortable photography by the many enthusiasts present to record the form-up of a parade totalling 23 vehicles.
Sunday’s cavalcade began precisely on schedule at 10.30, and again movements were carefully choreographed to minimise disruption to normal public services.
A tribune (tiered staging) had been erected at Korenmarkt for invitees and spectators, and each car or train halted here for no more than two minutes for the official description of its history and importance in the local tramway scene to be explained.
Several vehicles had not been seen on Saturday. Leading the parade was De Lijn’s breakdown car, PCC 6208, followed by the horse-drawn baladeuse (Vicinal 8853 of 1912 supplied by the TTO), steam tram HL.303 (1887) pulling Gent trailer 50 (1899), NMVB passenger trailer A.11501 (1908) and open wagon A.15858 (1914). This rake of Vicinal freight wagons and a passenger trailer reminded spectators of the importance of the carriage of goods, including mixed traffic, in the Vicinal ’s glory days.
Next came the ETG summer tram (216) with the Pipe tower wagon (1928) behind. Braine-le-Comte two-axle car 9888 of 1932, as used on the former NMVB Lochristi line, came next, followed by ETG three-axle car 378 of 1930. There followed two further NMVB tramcars: Autorail AR86 of 1934 and narrow-bodied Standard bogie car 9985 of 1931.
The former line to Melle was recalled by ETG three-axle car 328 of 1929 in 1955 condition hauling trailers 55 and 70 of 1912 and 1913 respectively. The later generation of NMVB rolling stock, operated only briefly on the Gent routes, was formed of type S 9093 (1957) and Destelbergen-built bogie trailer 19537 of 1952.
Car 339 of 1930, as restored in 1971, came next; the three-axle vehicle preceded PCC cars 01 and 25 of 1971 and 6215 as refurbished in 1999. Gent’s current fleet was represented by Hermelijn Siemens car 6334 of 1999, bearing posters advertising the event, and Bombardier Flexity Albatros 6362 of 2018.
The full parade route was relatively short, following the tracks of line T2 from Gravensteen passing along Groentenmarkt and Kortemunt to Korenmarkt, then via Cataloniëstraat, Emile Braunplein and Sint-Baafsplein to Duivelsteen – a distance of around 1km (0.6 miles). Glorious weather
had brought out thousands of onlookers, thronging the main part of the route through the ancient city centre. Cars were well spaced and nicely integrated, minimising discrimination between former ETG and Vicinal fleets.
At Duivelsteen the tramcars went their separate ways. All trailers as well as the most modern cars continued to Gentbrugge depot, whilst the others returned to Korenmarkt to be marshalled into their allotted positions for static exhibition (216, 378 and tower wagon) or for rides.
For the special afternoon electric service, nine cars were required, drawn from the ranks of both former ETG/MIVG cars and the Vicinal fleet, programmed to operate in tandem pairs every 15 minutes between Sint-Niklaasstraat and Sint-Pietersstation via the ‘main line’ along Kortrijkse Steenweg. The entire route had been made free of normal service trams since 6 January in readiness for major track renewals but, except in Veldstraat, all tracks had been kept open by De Lijn especially for the 150th anniversary two-day event.
Sunday’s service between Sint-Niklaasstraat and Sint-Pietersstation involved wrong-line running over tracks in Korte Meer normally used only for northbound journeys. ‘Bang road’ running over Ketelbrug, and use of the emergency crossover at Savaanstraat, was carefully regulated by volunteer pointsmen and supervisors. Meanwhile the horse-drawn car offered a popular regular service between St Niklaasstraat and Lange Steenstraat, while steam tram HL.303 provided passenger-free demonstration journeys on a shuttle between Korenmarkt and Duivelsteen.
Finally, 216 and 378 made a last return trip between Duivelsteen and Lange Steenstraat. From 18.00, all vehicles returned to Gentbrugge depot, except the steam tram, which was put onto a low-loader in Cataloniëstraat. For this final operation, 9888 went to the depot to bring back A.15858, a necessary wagon to push HL.303 onto the trailer.
Few attending the weekend’s events can have comprehended the huge amount of detailed planning that went into their preparation; in a constricted area where there was scope for so much to go wrong, it is a tremendous tribute to all concerned that everything passed off entirely satisfactorily.
Afterwards, representatives of the police, local authority and De Lijn all expressed complete satisfaction with the way in which
2
all the arrangements had gone. Preciselydrafted instructions were meticulously observed, with arrangements specified not just to the minute but spacing to the millimetre. Everything was organised with great logistical precision that would do credit to a well-planned military exercise! Credit for this must go to the volunteers and staff members who gave up their time to ensure its success.
So, what memories can we retain from this event? The fact that after 65 years the
much-loved Vicinal returned to Gent (its only previous appearances being for 11 days during the 1988 Gent Festival and for the September 2004 electric tramway centenary event). The sound of the distinctive klaxons resonating off buildings lining the narrow streets was a delight, with impromptu symphonic renderings when two Vicinal cars passed at junctions. Integrated operation of the surviving fleet of De Lijn and its predecessors with representatives of the much-missed Vicinal,
1. Gent city centre abounds with historic buildings. Vicinal Standard bogie car 9985 crosses the track junction at Gravensteen against the magisterial background of the Counts’ Castle, dating from 1180. Mike Russell.
2. Evoking great respect amongst onlookers and proudly processing slowly through the throngs of admirers lining Cataloniëstraat is PCC car 01, numerically the first of the fleet of cars for the MIVG delivered in 1971 – the first new city rolling stock for many decades – and destined to be the saviours of the tramway. One of the intricacies of the present-day track layout, the double-slip crossing, is clearly visible. Mike Russell.
3. An early morning scene in Cataloniëstraat, with steam being raised on HL.303 on the curve leading into Veldstraat, whilst Vicinal four-wheel Braine-le-Comte car 9888 arrives on the Korenmarkt curve. Luc Koenot
4. Lined up in Geldmunt are two real old stagers of the city (ETG) fleet. Nearest is 378, one of the early electric cars mounted on a three-axle truck during the 1930s rebuilding programme, whilst behind is Sommerwagen 216 of 1908 –an open-sided design quickly found to be incompatible with the vagaries of a northern European climate. Mike Russell.
5. A moment at Belfort when new and old cars of the two constituent fleets pass. De Lijn Hermelijn 6334 represents the company’s first intake of low-floor cars towards the end of the outward parade, whilst approaching on the return from Duivelsteen is NMVB two-axle car 9888. Mike Russell.
6. Sunday afternoon’s special services involved ‘bang-road’ running between the city centre and the emergency cross-over at Savaanstraat. Two Vicinal cars relive times past – Autorail AR.86 waits at the crossover for S-class 9093 to arrive and clear the crossover. Mike Russell.
its rolling stock provided with appropriate local destination displays, some of the wooden headboards having been specially produced. Above all, the kindness and understanding of De Lijn management in keeping open the tracks between Sint-Pietersstation and the city centre for the special services.
Gent’s event was a remarkable exercise in co-operation between all concerned, greatly appreciated by those who came from afar to witness a truly outstanding spectacle.
It was a hot and bright day when 18 members assembled on the UK’s Brighton Promenade for a visit to the Volk’s Electric Railway.
The day before, the hot weather had resulted in part of the rails buckling and a derailment that meant that only half of the line was passable. Undeterred, members gathered at the start for a fascinating introduction to the line’s history by Ian Gledhill, past Chairman of the line and well known to many members for his online talks. Ian started with a brief history of the man behind the railway, Magnus Volk, who when he married wrote on his marriage certificate ‘electrician’ two years before the city of
Brighton had its own electricity. This pioneer had developed what is the oldest working electric railway in the world. The talk included rare footage of the ‘Daddy Longlegs’ – the train on stilts that Volk built and which ran for six years.
Following the talk, members walked the roughly 1km to Halfway Station to ride on the line, passing the spot where trackwork was ongoing to restore the line to full running.
Following this, members had a tour of the depot and were able to see the vehicles – some over 100 years old – and the work carried out to keep them in good order.
All in all, it was an excellent visit and much enjoyed by members.
OCTOBER
Thursday 3. Brentford 14.30. Alan Pearce: Video programme TBA. London Museum of Water and Steam, TW8 0EN. Contact: thamesvalley@tlrs. info. GBP5 inc. refreshments. (TLRS)
Monday 14. Leeds 19.30. Mel Reuben: Melbourne by Tram. Engine House Middleton Railway, LS10 2JG. GBP1 (inc. light refreshments). Contact: enquiries@lths.co.uk. (LRTA/LTHS)
Saturday 19. Taunton 14.00: John Prentice: Hong Kong tramways. West Monkton Village Hall, TA2 8NE. Contact: westofengland@tlrs.info
GBP2 inc. light refreshments. (TLRS) Saturday 26. Nottingham 14.00. Modelling session: Bring along what is on your bench. Beeston Scout Hut, NG9 1GA. Contact: alo@tlrs.info. (TLRS) Saturday 26. Garstang 14.00. Members: Australian antics. St. Thomas’ Church Hall, PR3 1PA. Contact via: alo@tlrs.info GBP2 inc. light refreshments. (TLRS) Thursday 31. Manchester 19.00. Tim Kendell: Tram-train initiatives: The Sheffield Rotherham pilot. Friends’ Meeting House, M2 5NS (near St Peter’s Square Metrolink station). Contact: manchester@lrta.org
One benefit that members may not be aware of is free admittance to Crich on production of their membership card.
The card can be downloaded from the memmojo area of the website and printed out or stored on a mobile phone.
This is a valuable addition to member benefits – the usual admission price is GBP23 for adults or GBP20 for seniors.
Throughout the summer there are a number of events taking place. Head over to www.tramway.co.uk/whatson/ for more information.
Well known member and author Tony Young has just published his autobiography. Entitled The Tramcar will Return, Tony’s book is dedicated to ‘to all those members of the LRTA and TLRS who have kept alive the spirit of tramways and light rail systems in British towns and cities, and to those professionals and politicians who have made it happen.’
A full review of the book will appear in our sister publication Tramway Review
Members can purchase a copy of the book priced GBP15.99 paperback and GBP21.99 hardback from Austin Maculey Publishers Ltd (full details and a form can be found on our website).
Well worth a read, from a member often rightly referred to as the Father of Metrolink.
GBP4 donation to cover the cost of the room hire. (LRTA)
Tuesday 5. Southampton, 19.30, AGM + members’ digital images. Junction Church (Former Railway Institute), Eastleigh. GBP3. (LRTA/SEG) Saturday 9. Coatbridge, 13.00. Scottish trams show and tell & talk. Summerlee Museum, ML5 1QD. Contact: scotland@tlrs.info. (TLRS) Monday 11. Leeds 19.30. Leeds trams remembered from LTHS archives. Engine House, Middleton Railway,
LS10 2JG. GBP1 inc. light refreshments. Contact: enquiries@lths.co.uk (LRTA/LTHS)
Saturday 16. Taunton 14.00. Brian Boddy: New Zealand in 2024. West Monkton Village Hall, TA2 8NE. Contact: westofengland@tlrs.info GBP2 inc. light refreshments. (TLRS) Saturday 23. Nottingham 14.00. TBA Ken Follett. Beeston Scout Hut, NG9 1GA. Contact: alo@tlrs.info. (TLRS) Saturday 30. Garstang 14.00. Tony Young: World tramway developments. St. Thomas’ Church Hall, PR3 1PA. Contact: alo@tlrs.info. GBP2 inc. light refreshments. (TLRS)
For more information on the Association and its activities visit
Order online from www.lrta.info/shop – or by post from:
LRTA Publications, 38 Wolseley Road, SALE, M33 7AU (Please provide telephone contact details and quote LRTA membership number if applicable)
Outside UK = Airmail to Europe (includes all of Russia) / Surface mail to rest of world; Airmail Zone 1 = outside Europe excluding Australia, New Zealand & USA; Airmail Zones 2/3 = Australia, New Zealand & USA
Tells the story of a truly remarkable network in a region of Poland rich in mineral resources, which has survived the risk of closure and become an important player in the regional transport infrastructure.
> A4 softback, 240 pages, 300+ black & white and colour pictures plus large-scale folding track plan.
£38.50 (UK); £45.00 (outside UK); £49.50 (Airmail Z1);
£55.00 (Airmail Z2/3); LRTA Members: £3.50 discount
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 Milan in Colour (1954-1978)
I tram di Milano – Immagini a colori (1954-1978)
Third in the series of colour albums exploring the fascinating combination of urban and interurban tramways in and around Milan. The variety of rolling stock is amazing and is richly illustrated. English and Italian text.
> A4 hardback, 144 pages, 176 colour pictures plus two maps.
£33.50 (UK); £40.00 (outside UK); £47.50 (Airmail Z1);
£52.50 (Airmail Z2/3); LRTA Members: £3.00 discount
A very readable account of Tony Young’s key part in ensuring the renaissance of the tram in the UK. His influence extended to other systems and to the standardisation of many aspects of both vehicles and infrastructure across Europe.
> B5 hardback, 178 pages, fully-illustrated in colour and black & white.
£25.00 (UK); £30.00 (outside UK); £35.00 (Airmail Z1);
£40.00 (Airmail Z2/3); LRTA Members: £2.20 discount
For further details of all these books go to our website.
Order direct from the website shown (not from the LRTA)
Tells the story of Belgium’s second city’s tram network from its inception 150 years ago with horse cars to the impressive pre-Metro and modern low-floor cars of today.
> B5 softback; 68 pages, 54 colour and 27 black & white pictures, three maps.
£13.50 –www.mainline-maritime.myshopify.com
This interesting book takes us on a tour of this huge tram country 50 years ago, recording the 14 networks then in operation, all happily still with us today. English, Polish and German text.
> A4 hardback; 212 pages; 300+ colour pictures plus fleet lists and summary of tram types.
£25.00 – www.nationaltrolleybus.org
These books feature the trams of the two Scottish cities in their last year of operation. The atmospheric street scenes underline the more austere 1950s and reflect the fashions of the day and the look of other vehicles.
> B5 softback, landscape format; 64/120 pages; full-page images mainly in black & white. £11.99 each – www.mortonsbooks.co.uk
