Tag Archives: trams

The Swansea & Mumbles Railway

The featured image for this article was taken in the days prior to electrification of the railway. A steam-powered service sits at Oystermouth Station before heading on towards Mumbles Pier, © Public Domain. [37]

In mid-September 2026, I picked up a copy of the Souvenir Brochure for the closure of the Swansea and Mumbles Railway which occurred on 5th January 1960. Photographs of the pages of the brochure appear in the Appendix to this article.

Throughout the country, the internal combustion engine was beginning its ascendancy and many in national and local government together with those providing transport had been won over by the arguments which supported the rise of petrol and diesel-powered vehicles. Looking back from the 21st century, we can see that, while there was some value in the arguments put forward, the net effect has been significantly disadvantageous to the built environment and to our ability to get around. We also know now that Internal combustion engines have been heavily polluting and have contributed to the warming of our planet.

The closure of the Swansea & Mumbles Railway is just one example among so many, of decision-makers turning away from trams to buses amid the significant rise in car ownership. The reducing patronage of the line was partly caused by these transitions but it was also essentially a self-fulfilling prophecy. Expenditure on maintenance and renewals was perceived as unnecessary because of the lower demand for the service, this in turn resulted in a further lowering in patronage!

The brochure for the closure of the line talks of the way in which “More and more car owners meant fewer and fewer train passengers and naturally, a subsequent loss of earnings.” [1] It says that, “Not only did the traffic fall but costs increased alarmingly. The railway began to lose money. It had to be subsidised by the rest of the South Wales Transport undertaking; in effect, the bus passenger. Just as steam had ousted the horse, just as electricity had ousted steam, the internal combustion engine was ousting electricity. The 1950’s saw marked developments in the motor bus. It got bigger and better.” [1]

Perhaps inevitably the future horizon began to contract and all decisions were focussed on the here-and-now or the next few years. The result was lower investment and then a very significant cost for upgrading – £350,000. At the end of the 1950s that must have felt like a fortune. The decision was inevitable. The brochure tells us that “With great reluctance, the Directors [of the South Wales Transport Company] decided to close the undertaking and supplant it with services of modern, well-equipped motor buses.” [1]

So ends the story! The brochure finishes with a eulogy and with paragraphs which extol the motor bus as ‘the future’ of public transport:

“Whilst we have recorded briefly in cold facts the important stages in the development of the Mumbles Railway, coupled with that history has been a warm and human relationship between the Railway and the residents of Swansea and Mumbles. Maybe because it was to many a symbol of happiness by the seaside.

“It is little wonder then, when its ultimate fate was announced, that there was a distinct feeling of personal loss.

“In its passing it lays down the mantle of the ‘Oldest Surviving Passenger Railway in the World’ but no one can take from it the proud title of being the ‘First Passenger Railway in the World. We emphasise this as it passes from our everyday scene into the realms of history.
What of the future? The closure of the railway does not mean the end of 155 years of public service. Far from it. That service will still continue with greater ability and efficiency to meet the demands of the traveller, in this modern day and age of 1960. The motor bus knows no boundary.” [1]

In the 21st century, First Cymru operates frequent regular bus services (such as routes 2A and 2B) connecting Swansea city centre directly to Oystermouth and Mumbles. The former railway route along the seafront now forms part of a popular walking and cycling track. Recent council updates to the Mumbles seafront have even embedded smart aluminium strips into the paving as a visual nod to the old Mumbles Railway tracks. Transport planners and local groups occasionally discuss light rail, tram-train, or wider Swansea Bay Metro concepts, but a dedicated rail link returning to Mumbles remains a long-term proposal rather than an active project.

As we look back from the 21st century, aware of the way things are now perceived, it is reasonable to speculate about ‘what might have been’ had significant investment been made on improvement of the tram network rather than it being set aside in favour of the ‘modern bus’!

A consultancy report – Greengauge21: Shaping Tomorrow’s Railways [2] – concluded that a “Swansea Bay Metro could use the same technology that is being developed for tram-style operation into Cardiff Bay to provide access to Swansea city centre from key valley towns such as Pontypridd and Aberdare. … Given where passenger railways started 214 years ago, someone is bound to ask whether the light rail into Swansea city centre could be extended to Mumbles. That is a challenge we leave for others to ponder.” [2]

The History of the Line

The Swansea and Mumbles Railway stakes a claim to be the world’s first passenger railway. [3] It was originally built under an Act of Parliament, the Oystermouth Railway or Tramroad Act 1804, to move limestone from the quarries of Mumbles to Swansea and to the markets beyond, it carried the world’s first fare-paying railway passengers under an agreement effective from 25th March 1807. It later moved from horse power to steam locomotion, and was finally converted to electric power, using the largest tram cars ever built for service in Britain. [3]

At the time of the railway’s closure, it was claimed to have been the world’s longest serving railway, although this distinction has to be qualified because other railways which were used solely for goods traffic (e.g. the Middleton Railway in Leeds, Yorkshire, dating from 1758) had been operating for longer. [4]

Wikipedia tells us that, “There was no road link between Swansea and Oystermouth at the beginning of the 19th century and the original purpose of the railway was to transport coal, iron ore and limestone. Construction seems to have been completed in 1806 and operations began without formal ceremony, using horse-drawn vehicles. As constructed, the line ran from the Brewery Bank adjacent to the Swansea Canal in Swansea, around the wide sweep of Swansea Bay to a terminus at Castle Hill (near the present-day Clements Quarry) in the tiny isolated fishing village of Oystermouth (known as Mumbles). There was also a branch from Blackpill which ran up the Clyne valley for nearly 1 mile (1.6 km) to Ynys Gate which was intended to promote the development of the valley’s coal reserves.” [4]

“In February 1807, approval was given to carry passengers along the line, when one of the original proprietors, Benjamin French, offered to pay the company the sum of twenty pounds in lieu of tolls for the right to do so for twelve months from the following quarter day, 25th March 1807. This is usually cited as the date when the first regular service carrying passengers between Swansea and Oystermouth began, thus giving the railway the claim of being the first passenger railway in the world. Passenger services operated from The Mount, the world’s first recorded railway station. [5: p333] The venture was … a success … The following year, French joined with two others in offering the increased sum of twenty five pounds to continue the arrangement for a further year, but the construction of a turnpike road parallel to the railway in the mid-1820s robbed it of much of its traffic and the passenger service (by that time in the hands of one Simon Llewelyn) ceased in 1826 or 1827, ironically just as events elsewhere in the United Kingdom (particularly in the north east of England) were paving the way for the development of railways as a truly national and international transport system for both goods and passengers.” [4]

“In its early days the line operated in the same manner as the contemporary canals and turnpike roads. Tolls and charges were laid down in the enabling act of Parliament and any trader could use the line on provision of a suitable waggon and after paying the appropriate toll to the owning Company. The railway was laid in the form of a plateway, with the rails being approximately 4 ft (1,219 mm) apart.” [6: p48]

Wikipedia continues: “After cessation of the passenger service the line became derelict and the original company of proprietors virtually moribund. The Clyne valley branch was re-laid in 1841/2 and extended for a further 1 mile (1.6 km) (as a private line) to the Rhydydefaid colliery where George Byng Morris, the son of one of the original proprietors, had started to exploit the coal and iron reserves of the valley. From about 1855, George Byng Morris took the line in hand, re-laid it with edge rails, as a conventional railway, to the standard gauge of 4 ft 8 1⁄2 in (1,435 mm) and reintroduced a horse-drawn passenger service between Swansea and a terminus at The Dunns in Oystermouth.” [4]

Trials were undertaken in 1877 using “one of Henry Hughes’ patent tramway locomotives, … ‘Pioneer’. These were successful and two further locomotives of the same type were obtained, although a dispute between the Swansea Improvements and Tramway Company (SI&T) (which owned the locomotives) and the line’s then owner, John Dickson (who had come into possession following the death of George Byng Morris) meant that horses continued to operate certain services until 1896.” [4]

More about Hughes’ locomotives can be found here, [7] here, [8] here [9] and here. [10]

At the end of the 19th century, “there was a junction between the Mumbles Railway and the Swansea town tramway system at the Slip, allowing SI&T cars to run through from Swansea town centre to Oystermouth. The nature of the dispute was such that the Swansea & Mumbles company demanded that the SI&T horse cars should follow their own steam-hauled services on the line. In 1889, a new company, the Mumbles Railway and Pier Company, was incorporated to extend the railway beyond Oystermouth to a new pier close to Mumbles Head. The first section, to Southend, was opened in 1893 and the remainder, including the pier, in 1898.” [4]

“The Clyne valley branch continued to be used for coal traffic from Rhydydefaid pit until its closure in 1885 after which the entire branch fell into disuse. In 1896 the promoters of the Gower Light Railway proposed incorporating it into their scheme but nothing came of it. The original branch to Ynys Gate (as authorised in 1804) was relaid in connection with the Clyne Valley slant (opened 1903) and used for coal traffic until the colliery closed in 1915. The extension of 1841/2 remained abandoned until 1920 when a narrow-gauge tramway was laid on its formation to carry coal from Ynys slant to Ynys Gate. This was used only until 1921 when the slant closed. There was then no further traffic on the branch, although the track remained in situ and was still usable as late as 1936 when it is recorded that a diesel locomotive made a trip up the branch as far as Ynys Gate.” [4]

“A somewhat motley collection of steam locomotives was used to maintain services between 1877 and 1929, beginning with the Hughes tramway locomotives mentioned above (which were actually owned by the SI&T and therefore not able to be used on the railway after 1878). Dickson had purchased two saddle tank locomotives of more conventional outline from the Falcon Engine & Car Works (successor to Hughes’s Locomotive and Tramway Engine Works), and two more from Manning Wardle & Co of Leeds in the early 1880s. A further locomotive (originally numbered 5, later 3) came from the Hunslet Engine Company of Leeds in 1885.” [4]

The Swansea and Mumbles Railway Royal Train decked out for a Royal visit to the line on 19th July 1920, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [41]

“When the new Swansea and Mumbles Railway Company took over operations in 1890 it ordered two 0-4-0 saddle tank locomotives from Black, Hawthorn & Co of Gateshead. These were delivered in 1891 and numbered 1 and 2; they worked on the line until after the First World War. Two larger 0-6-0 side tank locomotives were obtained from the Hunslet Engine Company in 1898; numbered 4 and 5, they bore the brunt of the passenger service until well into the 1920s. The nominally independent Mumbles Railway and Pier Company ordered a 0-4-0 saddle tank from the Brush Electrical Engineering Co of Loughborough (successor to the Falcon Engine & Car Works) in 1906 and this carried plates reading “MR & P No. 3” to denote its ownership. Finally, a second-hand Avonside 0-6-0ST was obtained and named Swansea. All were tank locomotives of 0-4-0 or 0-6-0 wheel arrangement. Ownership was vested variously in the Swansea and Mumbles Railway Company or the Mumbles Railway and Pier Company (and sometimes transferred between the two for accounting purposes)[4] and as early as the 1890s there is evidence that the railway was having to hire in locomotives to supplement its own fleet. By the 1920s, locomotives were regularly being hired from a local dealer, Charles Williams of Morriston, and frequently appear in photographs of the railway.” [4]

“The line celebrated its centenary in 1904, producing a special commemorative brochure for the occasion. Two years previously, a notable experiment had been carried out, namely the introduction of battery-powered ‘accumulator’ cars. These were not a success, but one of the cars was retained after the electrical equipment had been stripped out and used to convey parties of visiting dignitaries, including King Edward VII when he and his consort, Queen Alexandra, visited Swansea for the ceremonial cutting of the first sod of the King’s Dock in July 1904. The car was used again for the visit of King Edward’s successor, King George V, in 1920, when he officiated at the opening of the Queen’s Dock.” [4]

Electrification – “The line was electrified in 1928 at 650 V DC using overhead transmission – giving it the distinction of having used three forms of regular locomotive power over the years (i.e. horse, steam and electricity). Trials began on 6 July 1928 [5] and full electric services were introduced on 2 March 1929, using a fleet of eleven double-deck cars built by the Brush Electrical Engineering Co of Loughborough, in Leicestershire. These were the largest ever built for service in Britain and each could seat 106 passengers. [6] Furthermore, they were frequently operated in pairs, giving a total seating capacity of 212 per train.” [4]

A two car tram train at Oystermouth Station, © Rev. R. W. A. Jones and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [40]

“Two further cars were added later, bringing the fleet strength up to thirteen. A four-wheeled petrol-mechanical locomotive was acquired from Hardy Railmotors of Slough, then in Buckinghamshire, to handle the residual goods traffic on the railway, but this proved to be underpowered and was replaced after a few years by a diesel-mechanical locomotive from John Fowler & Co, of Leeds. The Hardy locomotive was retained for a few years and used for shunting the cars in the depot, which was on the site of the former carriage sheds, adjacent to the Rutland Street terminus, and for inspection of the overhead line equipment, but it had been dismantled by 1954, when parts were used in the construction of a replica horse-drawn car to celebrate the line’s 150th anniversary.” [4]

“In 1958, the South Wales Transport Company (the principal operator of motor bus services in the Swansea town area and predecessor of the modern-day First Cymru company) purchased the railway from the old owning companies (the Swansea and Mumbles Railway Limited, and the Mumbles Railway and Pier Company), having previously been the lessee in succession to the Swansea Improvements and Tramways Company since the 1930s, and the following year went to Parliament with an abandonment bill. Despite vociferous local opposition, the bill became law as the South Wales Transport Act 1959.” [4]

The South Wales Transport Company wasted no time in closing down the line! Their closure brochure/pamphlet is reproduce as Appendix 1 to this article.

There remains a debate about whether the line was a railway or a tramway. This is discussed in Appendix 2 to this article.

The Route

Wikipedia provides this linear route diagram, © Public Domain. [4]

“The railway had a multitude of stopping places over the years, but at the time of electrification in 1929 the officially recognised stations from Swansea to Mumbles (as published in Bradshaw)” [4] were:

Rutland Street
St Helen’s (frequently known as “The Slip”)
Brynmill
Ashleigh Road
Between Ashleigh Road and Blackpill stations the railway was crossed by the LM&SR Central Wales line from Swansea Victoria to Shrewsbury, at a point close to the LM&SR Mumbles Road station. There was a Mumbles Road name board under the bridge on the Mumbles Railway line, but if this was an official stopping place for Mumbles Railway cars it was not recognised as such by Bradshaw.
Blackpill
West Cross
Norton Road
Oystermouth
Southend
Mumbles Pier

The full length of the tramway from Swansea Harbour Trust to Mumbles Pier. [4]

Trams started their journey along the Swansea & Mumbles Railway in Victoria Road, just outside the frontage of Victoria Railway Station. Trams then headed Southwest alongside the Gas Works along, what is now Oystermouth Road. [11]

Approximately the same length of the tramway is shown here as a turquoise/light blue line running along Victoria Road. [17]

Looking North in the 1920s across the station approach at Victoria Railway Station. Victoria Road runs from behind the building at the top-right of this image towards the bottom-left corner of the image, © Heritage England. [15]

Swansea Victoria Railway Station, seen from Victoria Road, close to the eastern terminus of the Swansea & Mumbles Railway. This image was shared by Matthew Rowley on the Disused Stations Facebook Group on 4th June 2022. [13]

Swansea Victoria was “opened to passenger and goods traffic on 14th December 1867. Owned successively by the Llanelly Railway and Dock Company (1867 to 1871), the Swansea and Carmarthen Railways Company (1871 to 1873), the London and North Western Railway Company (L.N.W.R., 1873 to 1922), the London, Midland and Scottish Railway Company (L.M.S., 1923 to 1947) and British Railways (1948 to 1964), it was served by trains to and from Shrewsbury, Crewe, Liverpool, Manchester and York and formed the southern terminus of the Central Wales line, most of which is still operational as the Heart of Wales Line. Victoria closed in June 1964. … The site was subsequently cleared and used for Swansea Leisure Centre.” [12]

Production of gas at Swansea Gas Works dates back to 1841 when Swansea Gas Light Company began making gas by burning coal. The site ceased producing gas in 1922 and the facility was used for gas distribution until 1949 and then as a gas operations centre.

Langdon Road (later Oystermouth Road) on the Southeast side of Swansea Gas Works was the route followed by trams heading for Mumbles on the Swansea & Mumbles Railway, © Historic England. [15]

A few more pictures of the Gas Works site can be found here. [14]

The tramway can be seen here running along Langdon Place (now Oystermouth Road) and to the South of the County Gaol. [13]

A similar length of the route against a 21st century backdrop. HMP Swansea is on the left of this image (the former Swansea Gaol). [17]

Swansea Gaol late in the 19th Century, seen from what was Langdon Place, © Public Domain. [16]

HMP Swansea in the 21st century. [Google Streetview, October 2025]

The next length of the line as it appears on the 6″ Ordnance Survey of 1913/1914, published in 1921. [18]

The same length of the route plotted on 21st century satellite imagery from railmaponline.com. [17]

Looking West along Oystermouth Road in the 21st century. The tramway appears to have run along the line of the Westbound side of the road. Google Streetview, October 2025]

On this next length of the line, the old tramway passed through St. Helen’s Road Station. It had to swing away from the LNWR line which hugged the sea wall to allow room for that line’s Swansea Bay Station. At the same location the line passed the Cricket Ground to its right. This extract is taken from the 6″ Ordnance Survey of 1896/1897, published in 1900. [19]

A similar area showing the route of the line overlaid on modern satellite imagery. [17]

Looking West along Oystermouth Road as it approaches its junction with Guildhall Road South, the point where the A4067 becomes Mumbles Road. On the left, beyond the barriers, is the present promenade which sits on the line of the old LNWR line. [Google Streetview, October 2025]

Looking East along Oystermouth Road from Mumbles Road with the Bay View Hotel in between Oystermouth Road and Guildhall Road South (the St. Helens Junction) the lines on the far right of the picture are the old LNWR line. The single track line alongside the road is the Swansea & Mumbles Railway, © Public Domain. [24]

Looking East from approximately the same location in the 21st century. [Google Streetview, October 2026]

Looking West along Mumbles Road from approximately the same location as the Streetview image immediately above, close to the old LNWR Swansea Bay Railway Station. The modern promenade widens at this point to accommodate the Railway Station and its yard. [Google Streetview, October 2026]

Another view of St. Helens Junction from the East. The Bay View Hotel is on the left of the image, © Public Domain. [25]

Looking Southwest along the Westbound platform at the LNWR Swansea Bay Railway Station, © Not known but authorised for reuse under a Creative Commons licence (CC BY-SA 2.0). [20]

Swansea Bay is a former railway station in Swansea next to Swansea Bay, in South Wales, opened to passenger and goods traffic on 14 December 1867. [21] Owned successively by the Llanelly Railway and Dock Company (1867 to 1871), the Swansea and Carmarthen Railways Company (1871 to 1873), the London and North Western Railway Company (LNWR, 1873 to 1922), the London, Midland and Scottish Railway Company (LMS, 1923 to 1947) and British Railways (1948 to 1964), it was served by trains to and from Shrewsbury, Crewe, Liverpool, Manchester and York and formed the southern terminus of the Central Wales line, most of which is still operational as the Heart of Wales Line. Swansea Bay closed in June 1964, having been listed in the Report on the Reshaping of British Railways (better known as the Beeching Report) the previous year. [22] The former station is near ‘The Slip’ opposite the Bay View Public House. It was adjacent to the Swansea and Mumbles Railway which was closed in 1960, and opposite the Western end of St Helen’s Road, which until the 1930s was the terminus of one of the Town tram lines. [20]

To the West of Swansea Bay Railway Station, the tramway followed the road between Singleton Park and the LNWR line which followed the sea wall. [19]

Again, a similar area showing the route of the line overlaid on modern satellite imagery. [17]

Singleton Park covers approximately 250 acres. An ornamental garden is located in the south, near the entrance to Swansea University, while a walled botanical garden is located in the park centre. On the south-western corner, past the hospital and the university, is a boating lake, as well as a miniature golf course. [23]

Wikipedia tells us that, “The park was originally part of the Vivian family estate. It was purchased by Swansea County Borough Council in 1919 for use as a public park. Park superintendent Daniel Bliss, who was trained at Kew Gardens, conceived of the Singleton Farm botanical gardens and Ornamental Gardens. He was the main driver behind the purchase of the estate. [23]

During the Second World War, the park hosted the Armaments Research Department a detachment of the Woolwich Arsenal under Sir Robert Robertson (1869-1949). While in 1944 over 1500 American soldiers were billeted for training on the beaches prior to landing on Omaha Beach, Normandy. … A Gorsedd stone circle was erected in 1925 for the Eisteddfod held in Singleton Park, Swansea, and was enlarged in 1964. [23]

The Swansea and Mumbles Railway continued Southwest running on the Southeast side of Mumbles Road, with the LNWR line running close to the sea wall. The line’s Sketty Road Station appears on this map extract. [19]

A similar length of the line as it appears on the railmaponline.com satellite imagery. [17]

This next length of the Swansea & Mumbles Railway takes it as far as Mumbles Road Railway Station. [19]

The LNWR line crossed over the Swansea & Mumbles Railway by means of Blackpill Railway Bridge. The station and bridge are at the bottom left of this image and the map extract above. [17]

A coloured Postcard entitled ‘Swansea & Mumbles 1 & 9 Tramcar 1 seen at Asheligh Road in July 1959’, © J. B. Photocards Courtesy of George Waters Collection and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [36]

A hundred metres or so short of the railway bridge a branch line left the main line of the Swansea & Mumbles Railway. This branch line was opened in the first decade of the 19th century and remained in use until as late as the Second World War. … The Clyne Valley Tramway is covered in a separate article which can be found here. [27]

Looking West from Mumbles Road between Glyn Crescent (off to the right of the image) and Derwen Fawr Road (beyond and to the left of the car). The straight blue line is the main line of the Swansea & Mumbles Railway, the curved line approximates to the line of the Clyne Valley Tramway. [Google Streetview, July 2025]

At Mumbles Road Station, the LNWR line crossed over the Swansea & Mumbles Railway and the main coastal road via the Blackpill railway bridge. A Swansea & Mumbles Railway name board was also positioned just under the bridge. The LNWR station featured a goods yard, sidings, and a signal box.

The Blackpill Railway Bridge seen from the South. The LNWR line crossed both the Swansea & Mumbles Railway and the Mumbles Road. Mumbles Road Station on the LNWR line is at high level off to the left of this image. [26]

looking Southwest along Mumbles Road: Blackpill Bridge was approximately at the location of the pelican crossing. [Google Streetview, July 2025]

Looking Northeast along Mumbles Road to the location of Blackpill Bridge. [Google Streetview, July 2025]

South of the junction with the Clyne Valley branch the main line of the Swansea & Mumbles Railway passed under Blackpill Bridge and in the hamlet of BlackPill there was a tramstop/station which can be seen on this map extract. Initially, South of the station/tramstop the line continued in the East-side shoulder of Mumbles Road. This arrangement changed in the early years of the 20th century. [19]

At the turn of the 20th century, the tramway had been diverted away from Mumbles Road to follow the coast wall. It appears on that alignment in this extract from the 6″ Ordnance Survey of 1913/1914, published in 1921. [28]

Railmaponline.com shows both alignments superimposed on modern satellite imagery. [17]

In around 1910, a steam locomotive is in charge of a Mumbles-bound train at Blackpill Station. The track is on the new alignment but the later station building has not been built © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [34]

Blackpill Bridge seen from the South with a Mumbles-bound tram heading towards Black Pill Station, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [31]

Looking North through Blackpill Station with a tram approaching the station. Blackpill Bridge can be seen in the background, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [32]

Blackpill Station and Car No. 11, heading for Mumbles Pier, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND). [33]

Looking South towards what was the location of Blackpill Station. The blue line right of centre in this image is an approximation to the original line of the railway. Over to the left of the image, the blue line which runs behind the low hedge shows the revised alignment noted above. The electricity substation building which sat at the later Blakpill Station remains and can be seen to the left of the main road. [Google Streetview, July 2025]

The view from immediately South of Blackpill Station. The blue line shows the newer alignment of the railway. [Google Streetview, August 2016]

Further South, Railmaponline.com continues to show both alignments superimposed on modern satellite imagery. [17]

looking South just to the South of the junction with Mayals Road: the original alignment of the railway is marked by the blue line. [Google Streetview, July 2025]

The newer alignment of the railway was very close to the sea shore. This view looks South and was provided by the City and County Survey Team. [Google Streetview, April 2026]

The original alignment again. This extract takes us to the bottom edge of the 6″ OS Sheet. [19]

On the way to Mumbles Head from Swansea’. Postcard, looking North, of early Mumbles Railway steam passenger train on track alongside Mumbles Road with horse drawn carriage. It was taken between Blackpill and West Cross, close to Liliput, before the realignment occurred at the turn of the 29th century, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND).

The later alignment with significant storage lines at Liliput. This length also takes us to the bottom edge of the OS Sheet. [28]

This extract from railmaponline.com shows the two routes continuing through Liliput. [17]

Looking South close to the location of Liliput Station. The original railway alignment was at the kerb line of Mumbles Road, the newer line was beside the sea. Both are marked by blue lines. [Google Streetview, July 2025]

Another South-facing view along the line of the newer route, this image is again provided by the City and County Survey Team. [Google Streetview, April 2026]

The original alignment as far as Norton Road Station. This is an extract from the 6″ Ordnance Survey of 1896/1897, published in 1900. [29]

The two alignments meet again at the location of Norton Road Station. By the time of this survey, Norton Road Station appears not to be in use and a station has been provided to the North at West Cross. This extract comes from the 6″ Ordnance Survey of 1913, published in 1921.[30]

After the realignment of the tramway/railway and before electrification, a steam-powered service heads South towards Norton Road, © Blackpill LHS and licensed for reuse under a Creative Commons Attribution-NonCommercial-NoDerivs (CC-BY-NC-ND).

The railmaponline.com extract takes the two lines South as far as Norton Road, where they converge. [17]

Another South-facing view at the Fairwood Road Roundabout with the approximate alignment of the original railway marked in blue. [Google Streetview, August 2025]

The newer alignment continues close to the sea shore. This image is again courtesy of the City and County Survey Team. [Google Streetview, April 2026]

At the location of what was Norton Road Station the two alignments, represented by the two blue lines, are much closer together. [Google Streetview, July 2025]

The original alignment from Norton Road Station, through Oystermouth Station and on towards Southend Station. [29]

This next extract from railmaponline.com covers the same length of the line as shown in the map extract above. [17]

Taken in the days prior to electrification of the railway, this photograph shows a steam-powered service sitting at Oystermouth Station before heading on towards Mumbles Pier, © Public Domain. [37]

Looking Southeast towards Mumbles Pier at the location of Oystermouth Station. [Google Streetview, June 2022]

The final length of the line to Pier Station. [29]

The last length of the tramway/railway took trains/electric trams to Mumbles Pier. Railmaponline.com shows us that there were two further short lengths of tramway, one of which served the Pier and the other, the Lighthouse. [17]

Looking towards the end of the line, this photograph shows the last service on the line in January 1960, © Illustrated London News Group. [39]

Looking back towards Swansea. The footbridge in this view was the photographer’s chosen location for the view immediately above. [39]

A busy train at the terminus of the line close to Mumbles Pier. [38]

Courtesy of the City and County Survey Tam, this is the view along the promenade at Mumbles Beach. The railway ran where the promenade now sits. [Google Streetview, April 2026]

In the area of Knab Rock, the railway drifted inland over a short section. This image is courtesy of the City and County Survey Team. [Google Streetview, April 2026]

For a short distance the railway alignment follows the kerb line of Mumbles Road. [Google Streetview, July 2025]

The alignment then bears left leaving Mumbles Road following what is now the access road to Mumbles Pier. [Google Streetview, July 2025]

Mumbles Road has now climbed above the cliffs and the access road to the Pier runs close to sea level along what was the line of the old railway. [Google Streetview, July 2025]

The line continued as far as the landward end of Mumbles Pier. [Google Streetview, July 2025]

Mumbles pier and former railway station in 2009, (c) Dr. D. Pepper and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [42]

The end of the line: Mumbles Pier is on the left of this image and the lighthouse is beyond the Ferris wheel. Both the pier and the lighthouse at one time had their own short tramways, (c) Kelvin Hill. [Google Streetview, September 2026]

References

The Swansea & Mumbles Railway: Over 155 Years of Service: Souvenir Brochure; The South Wales Transport Company Ltd, 5th January 1960. See the Appendix below.
https://www.greengauge21.net/the-first-passenger-railway-in-the-world-and-whats-needed-next, accessed on 17th September 2026.
https://www.bbc.co.uk/wales/southwest/sites/swansea/pages/mumbles_trainanniv.shtml, accessed on 17th September 2026.
https://en.wikipedia.org/wiki/Swansea_and_Mumbles_Railway, accessed on 17th September 2026.
Stephen Hughes; The Archaeology of an Early Railway System: The Brecon Forest Tramroads; Royal Commission on Ancient and Historical Monuments in Wales, 1990;; via https://books.google.com/books?id=C-pzUWrCU5sC&pg=PA333, accessed on 17th September 2026.
Charles E. Lee; The Swansea & Mumbles Railway; Oakwood Press, Oxford, 1988.
http://www.historywebsite.co.uk/articles/publictransport/steamtrams.htm, accessed on 5th October 2026.
https://www.gracesguide.co.uk/Hughes%27s_Locomotive_and_Tramway_Engine_Works, accessed on 5th October 2026.
https://www.gracesguide.co.uk/Henry_Hughes_and_Co, accessed on 5th October 2026.
https://chasewaterstuff.wordpress.com/2010/04/06/industrial-steam-locomotive-manufacturers-2, accessed on 5th October 2026.
https://maps.nls.uk/view/102183123, accessed on 11th October 2026.
https://en.wikipedia.org/wiki/Swansea_Victoria_railway_station, accessed on 11th October 2026.
https://www.facebook.com/share/p/1JPzG7TisX, accessed on 11th October 2026.
https://ididitthisway.wordpress.com/gas-works-municipal-swansea-oystermouth, accessed on 11th October 2026.
https://www.britainfromabove.org.uk/en/image/wpw006114, accessed on 11th October 2026.
https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcSbBFvcmGbilYmudWxHABpEKI-TwROoo7eioF8XksC0Dw&s=10, accessed on 11th October 2026.
https://railmaponline.com/uk-and-irish-railways, accessed on 11th October 2026.
https://maps.nls.uk/view/102342505, accessed on 11th October 2026.
https://maps.nls.uk/view/102183111, accessed on 11th October 2026.
https://en.wikipedia.org/wiki/Swansea_Bay_railway_station, accessed on 18th October 2026.
Contemporary report in The Cambrian newspaper.
More traffic jams, but we’ve never been better connected; on This is South Wales. 11 December 2009; via https://www.walesonline.co.uk/all-about/swansea, accessed on 18th October 2026.
https://en.wikipedia.org/wiki/Singleton_Park, accessed on 18th October 2026.
https://wp.me/pPWIG-Tk, accessed on 18th October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-railway-st-helens-junction-known-as-the-slip-swansea, accessed on 18th October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/swansea-to-pontarddulais-railway-the-railway-bridge-at-blackpill, accessed on 18th October 2026.
https://rogerfarnworth.com/2026/10/20/the-clyne-valley-tramway-swansea
https://maps.nls.uk/view-full/102342499, accessed on 21st October 2026.
https://maps.nls.uk/view/102183393, accessed on 21st October 2026.
https://maps.nls.uk/view/102342556, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-train, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-train-blackpill, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-train-at-blackpill-station, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-railway-steam-engine-and-carriages-at-blackpill-c1910, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/on-the-way-to-mumbles-head-2, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/swansea-and-mumbles-railway, accessed on 21st October 2026.
https://en.wikipedia.org/wiki/Oystermouth_railway_station, accessed on 21st October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/image-of-swansea-bay-taken-from-the-mumbles-pier-featuring-the-mumbles-train, accessed on 22nd October 2026.
https://www.swanseascoop.com/p/the-mumbles-railway-last-day, accessed on 22nd October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/two-car-mumbles-train-leaving-oystermouth, accessed on 22nd October 2026.
https://www.storyofmumbles.org.uk/catalogue_item/mumbles-railway-used-by-their-majesties-the-king-and-queen-19th-july-1920, accessed on 22nd October 2026.
https://www.geograph.org.uk/photo/1518332, accessed on 22nd October 2026.

Appendix 1

The Swansea & Mumbles Railway: Over 155 Years of Service: Souvenir Brochure

Appendix 2 Railway or Tramway?

“The railway is frequently referred to as a tramway, but the original name of the company of proprietors was the Oystermouth Railway or Tramroad Company, the word tramroad being used in its pre-railway context. The original right of way was unique and it was only after the construction of the turnpike road in the 1820s that the line assumed its roadside character. The introduction of steam locomotion in the 1870s was facilitated by a clause in the original act which authorised the “haling or drawing” of waggons by “men, horses, or otherwise” and owed nothing to the Tramways Act 1870 (33 & 34 Vict. c. 78).” [4]

“The passenger rolling stock used in steam days bore little resemblance to conventional railway carriages, employing open-top, “toast-rack” and “knifeboard” seating, and being built by companies more commonly associated with the construction of urban tramcars, such as G.F. Milnes & Co., Starbuck & Falcon, etc. After electrification the resemblance to an urban tramway became more marked with the introduction of the huge Brush-built electric cars and because of the style of operation (the signalling was used only to regulate entry to the passing loops and not to control the actual running of cars). The track was always laid with conventional railway-type rail and not grooved tram-rail and the railway also handled conventional goods wagons (exchanged with the London and North Western Railway (the London, Midland and Scottish Railway after January 1923) at Mumbles Road station and with the Great Western Railway at the Swansea terminus). In the early nineteenth century a tramway was a line for mineral wagons (trams), the term railway being used when edge rails replaced plates. The term tramway did not become almost exclusively associated with urban transport systems until after the passing of the Tramways Act 1870 (33 & 34 Vict. c. 78).” [4]

The Guardian Lifestyle Travel – Saturday 23rd May 2026 – Part 3 – Readers’ Favourite Railway Journeys – Part A

1 Reply

The travel section of the Saturday Guardian Magazine on 23rd May 2023 included a few pages about train journeys in Europe (pages 72 to 77). This is the third part of a look at those pages and focuses on some reader’s recommendations of journeys by train. It includes a few more uploaded by the Guardian online.

The featured image for this article is a Flexity Outlook Eurotram at Trindade station in Porto, Portugal, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

3. Readers’ Favourite Railway Journeys

A. A Dramatic Metro Line in Porto

“I love the surprise of urban rail. Porto’s metro D line heading south emerges from mundane darkness underground to suddenly skim rooftops and then rattle across the fantastic Eiffel-inspired Dom Luís I bridge. Choosing to walk back across the metal deck is a completely different experience.” [1: p75][12][Reader: Amy]

A map of the Metro in Porto. The yellow line is line D. It runs from Hospital Sãn João to Santo Ovidio. It is the one Metro line that crosses the Rio Douro. [2]

The Porto Metro (Portuguese: Metro do Porto) is the light rail network in Porto. It runs underground in central Porto and above ground into the city’s suburbs. The first parts of the system have been in operation since 2002. The network uses low-floor tram vehicles. [3]

A Flexity Outlook Eurotram at Trindade station, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

“The Socimi Eurotram (later sold as the Bombardier Flexity Outlook (E)) is an electric tramcar originally designed for the tram system of Compagnie de Transports Strasbourgeois (CTS). Initially produced by Socimi, after the company became bankrupt Eurotrams were manufactured first by ABB Group’s transportation division, then by Adtranz and finally by Bombardier Transportation, who marketed the tram as part of their Flexity Outlook range.” [4]

One of the Flexibilty Outlook Eurotrams crossing the Dom Luis I bridge over the Rio Duoro, © Sergei Gussev and licensed for reuse under a Creative Commons licence (CC BY 2.0). [5]

An aerial view of the Dom. Luis 1 Bridge over the Rio Douro in Porto. The bridge carries a road on a lower deck and the Metro Line D on the upper deck, © Deensel and licensed for reuse under a Creative Commons licence (CC BY 2.0). [6]

The Dom. Luis I Bridge seen from the West, © Milton Li, June 2019. [Google Maps, May 2026]

The bridge was designed by Theophile Seyrig and opened at the end of October 1886. In the 21st century, “the bridge’s upper level is used by pedestrians and by line D of the Porto Metro, whilst the lower level is used by buses, taxis, cyclists and pedestrians. The lower level links to the Porto waterfront, including the Praça da Ribeira and the lower station of the Guindais Funicular, at its northern end, and to Gaia waterfront, with its Port wine lodges, at its southern end. The upper level connects to Porto city centre and São Bento station at its northern end, and adjoins the Serra do Pilar Monastery and the upper station of the Gaia Cable Car at its southern end.” [6]

“In 1879, Gustave Eiffel presented a project to construct a new bridge over the Douro, with a high single deck in order to facilitate ship navigation. This project was rejected due to dramatic growth of the urban population, which required a re-thinking of the limits of a single-deck platform. … A competition was initiated in November 1880, in order to construct a double-deck metal bridge, which included projects by Compagnie de Fives-Lille, Cail & C., Schneider & Co., Gustave Eiffel, Lecoq & Co., Société de Braine-le-Comte, Société des Batignolles (which submitted two ideas), Andrew Handyside & Co., Société de Construction de Willebroek (also two projects) and John Dixon. It was in January of the following year that deliberations by the committee supported the project of Société de Willebroek, a design that cost 369,000 réis and provided better carrying capacity. On 21st November 1881, the public work was awarded to the Belgian Société de Willebroek, from Brussels, for 402 contos. It was to be administered by Théophile Seyrig, the former partner of Gustave Eiffel and author of the project. Seyrig had also designed the Maria Pia bridge that was constructed by Eiffel & cie, hence the resemblance of his new bridge to the Maria Pia bridge. Construction began on the Luis I bridge alongside the towers of an earlier suspension bridge, the Ponte Pênsil, which was disassembled.” [6]

“By 26th May 1886, the first weight experiments began, with the transport of a 2,000 kilograms (4,400 lb) per metre. On 30th October construction of the main arch and upper deck were concluded, resulting in its inauguration the very next day. On 1st November, a toll system began to operate under the administration of the winning company, that was equal to 4 reís per person. The following year the lower deck was inaugurated, completing the project. During its ceremonies, the bridge was blessed by Bishop D. Américo.” [6]

Line D (yellow line) opened on 17th September 2005 between Câmara de Gaia in Vila Nova de Gaia and Pólo Universitário in the North. At the northern end, the São João Hospital and IPO stations, were not brought into service until March 2006 due to safety concerns. At the southern end, the line was expanded until D. João II in May 2008 and then to Santo Ovídio in October 2011. In June 2024, the line was extended southwards by 3.15 km with three new stations added, Manuel Leão, Hospital Santos Silva and Vila d’Este. [3]

The Guardian reader (Amy) speaks of the tram emerging from the darkness of the tunnel before crossing the bridge. The tunnel mouth can be seen in the satellite image immediately below.

This satellite image shows the location mentioned above. Trams emerge from underground on the North side of the Rio Douro and are soon high above city streets such as Escardas do Codecal and Av. Gustavo Eiffel and then crossing the river. [Google Maps, May 2026]

On the South side of the river trams fly over R. da Cabo Simeo and Calcada da Serra before meeting and crossing R. Rocha Leao at level.

Metro line D runs North to South, crossing R. Rocha Leao at level. [Google Maps, May 2026]

Looking North towards the Rio Douro from R. Rocha Leao. [Google Streetview, June 2025]

Turning through 180°, this is the view South along Metro Line D from R. Rocha Leao. [Google Streetview, June 2025]

The Guardian reader talked of crossing the bridge on the Metro and then walking back over it afterwards!

B. Fjords and Waterfalls in Norway

“I travelled across Norway by rail on the spectacular Bergensbanen, running between Oslo and Bergen, and the unforgettable Flåmsbana branch line. The Bergensbanen crosses the high mountain plateau of Hardangervidda, passing lakes, forests and snow‑covered peaks before descending toward the fjords of western Norway. At Myrdal, I transferred on to the steep Flåmsbana, which drops dramatically to Flåm on the Aurlandsfjord, with waterfalls and sheer-sided valleys at every turn.” [1: p75][12][Reader: Daniel]

The Bergensbanen is a spectacular 496-kilometre railway connecting Oslo and Bergen in Norway. Taking approximately 7 hours, it is Northern Europe’s highest mainline railway, reaching 1,237 metres above sea level. The line runs 4 to 6 times daily, offering stunning views of Hardangervidda mountain plateau and deep fjords.

Trains on the Bergensbanen are operated by Vy. [7] Highlights along the way include Finse (the highest station), Myrdal (transfer to the Flåm Railway), and Voss (a major skiing hub).

The Bergensbanen is actually a 371-kilometre (231 mile) long scenic standard-gauge railway line between Bergen and Hønefoss, Norway. However, the name is often applied to the entire route from Bergen to Oslo, including the Randsfjord and Drammen lines between Hønefoss and Oslo, covering a total distance of 496 kilometres (308 miles). [8]

The Bergen Railway (Bergensbanen)
Between Oslo and Bergen by train, © Vy/Øivind Haug. [9]

Connecting Norway’s stylish capital with its most picturesque city, the 496km, 39-station Oslo-Bergen railway is one of the world’s most beautiful train journeys, © MariusLtu/Getty Images. [10]

The route crosses the inhospitable Hardangervidda plateau, which soars more than 1km above sea level, © Stockstudiox/Getty Images. [10]

The Flåmsbana is one of the most beautiful train rides in the world and it takes you past mountains and waterfalls you will not forget.

An article about the Flam railway can be found here. [11]

C. An Electric Gem in Germany

“I took the RB26 train from Berlin-Lichtenberg to Müncheberg and changed for the Buckower Kleinbahn historic narrow gauge railway. Opened in 1930 as an early electric railway, it closed its regular service in the late 1990s. It is now volunteers who run the line that takes you through the rolling hills of Märkische Schweiz in Brandenburg to the pretty spa town of Buckow. Here, I visited the residence of Bertolt Brecht and Helene Weigel on the peaceful reedy shores of Lake Schermützel, before returning refreshed to the Berlin bustle.” [1: p75][12][Reader: Rachael]

The Buckower Kleinbahn railway runs from Buckow to/from Müncheberg a round journey of close to 10km.

The blue line approxi.ates to the route of the preservation railway line. [14]

“The little railway museum in Buckow’s train station building illustrates the history of Buckow’s narrow-gauge railway, as well as of other private and secondary railways, such as the Müncheberg narrow-gauge railway, the Oderbruch train and the ‘Royal Prussian Eastern Line’ (now the RB 26). There are also many exhibits of all sizes and ages, relating to general railroading in Germany.” [13]

“A range of diesel and electricity-powered vehicles from the time between 1920 and 1986 are presented in the outdoor area of the Buckow train station. In addition to this, the old rectifier facility of Buckow’s narrow-gauge railway is home to an exhibition about railway power technology, as well as railway signalling and safety.” [13]

“Buckow’s narrow-gauge railway (Buckower Kleinbhan) with historic vehicles operates on weekends from April to October, and it is inseparably linked to the railway museum. Visitors coming from Berlin can board the museum train at Müncheberg station and are taken to Buckow via Waldsieversdorf with very friendly assistance. Children of all ages get to look over the train driver’s shoulder and interested adults can take part in a training course and obtain a certificate as an honorary train driver of the Buckow narrow-gauge railway.” [13]

This historic electric railcar is one of a number of such vehicles, Class 279 or ET188 types, with some refurbished in the early 1980s, which run on the Buckower Kleinbahn railway, © Museumsbahn Buckower Kleinbahn e.V. [13]

D. The Swiss Watchmakers’ Line

“When time is not important, a little-known French railway line allows you to enter Switzerland through the valley of the watchmakers. The line from Besançon in France drifts through the beautiful Jura foothills to Le Locle, a Swiss watchmaking town. No one got on or off at L’Hôpital-du-Grosbois, a byway station en route named after a leprosy hospital. A line that Dr Beeching would probably have closed still delivers you into Switzerland on time. [1: p75][12][Reader: Martin]

The “Watchmakers’ Line” (La Ligne des Horlogers) is a historic cross-border railway connecting Besançon, France, to La Chaux-de-Fonds/Le Locle, Switzerland. Named in honour of the region’s rich horological heritage, it spans the Jura mountains

Winding through the rugged terrain of the French Pays Horloger (Watchmaking Country) and the Swiss canton of Neuchâtel, the line is a marvel of 19th-century railway engineering. It features numerous tunnels and viaducts built to conquer the steep alpine inclines. The route is actively served by TER (Transport Express Régional) trains on the French side and connects seamlessly with the Swiss rail network.

The TER (regional) train takes approximately 1 hour and 15 minutes to cover the 48-kilometre distance. There are around 9 direct trains per day in both directions.

A standard train on the route between Besançon, France and La Chaux-de-Fonds/Le Locle, Switzerland. [16]

From 1st March to 31st October 2021, SNCF Réseau carried out major modernization work on the Horlogers line, a century-old mountain line, which connects Besançon (25) to La Chaux-de-Fonds in Switzerland for a budget of €55.5 million. These works reinforced structures (bridges, tunnels, walls, and trenches), renewed 35 km of track for €49 million (€19.4 million from the French State, €19.4 million from the Bourgogne-Franche-Comté Region, €6 million from INTERREG, and €4.2 million from SNCF Réseau), made the Morteau and Valdahon stations accessible to all for €1.5 million (€0.75 million from the French State and €0.75 million from the Bourgogne-Franche-Comté Region), and modernized the signaling system to allow TER regional trains in the Bourgogne-Franche-Comté Region to continue operating in Switzerland for €5 million (€2.5 million from the French State and €2.5 million from the Bourgogne-Franche-Comté Region). After a complete eight-month service interruption on the line, traffic between Besançon and Morteau resumed on 31st October, and between Morteau and La Chaux-de-Fonds on 23rd December 2021. [15]

The site of La Chaux-de-Fonds/Le Locle consists of two towns situated close to one another in a remote environment in the Swiss Jura mountains, on land not particularly suited to farming. Planned in the early 19th century, after extensive fires, the towns owed their existence to the watchmaking industry. Their layout along an open-ended scheme of parallel strips on which residential housing and workshops are intermingled reflects the needs of the local watchmaking culture that dates to the 17th century and is still alive today.

E. Charmed by the Vienna to Zagreb train

“The journey from Vienna to Zagreb saw mountainous central Europe relax into Balkan charm. Stunning Alpine scenery melted into forest, settling down into rolling hills as we passed through Graz and reached the Slovene border, stopping for an hour’s changeover at the tiny Zidani Most station, where we enjoyed afternoon beers gazing over lush Slovenian countryside. The connection to Zagreb boasted dramatic lake scenery that gave way to farm land, golden in evening light, as we passed into Croatia, soon rattling into its underrated capital. We booked this through Omio, which came in relatively cheaply at £41.” [12][Reader: Matt]

It is possible to get a direct train. According to thetrainline.com, the journey takes about 6 to 6.5 hours, covering roughly 370 km. Tickets can start around €25 to €35. There are normally 11 trains per day travelling from Vienna to Zagreb and tickets for this journey start from £25.89 when you book in advance. [17] The raileurope.com website quotes a lowest fare at under £22.00. [18]

The train journey from Vienna to Zagreb transitions from spectacular Alpine peaks to lush river valleys and rolling Balkan countryside. The journey takes you through southeastern Austria and northern Slovenia before arriving in Croatia. To catch the best views, sit on the left side of the train when departing Vienna to look down into the Semmering valleys. When traveling through Slovenia, sit on the right side to enjoy the best riverside views.

Shortly after leaving Vienna (Wiener Neustadt), the train climbs the Semmering Pass. This is a UNESCO World Heritage site, famous for winding viaducts, tunnels, and panoramic views of steep mountain valleys and dark pine forests.

The Semmering Pass railway and surrounding scenery, © C.Stadler/Bwag and licensed for reuse under a Creative Commons licence (CC BY-SA 4.0). [19]

An international express on the Semmeringbahn, pulled by 1044 274-7 in 2004, © Herbert Ortner and licensed for reuse under a Creative Commons licence (CC BY 3.0). [19]

As you descend from the mountains, you’ll pass through the rolling, green agricultural landscapes and vineyards surrounding the city of Graz.

Crossing the border, the scenery becomes dramatic. The train tracks hug the winding Savinja and Sava rivers, passing through deep gorges and canyons flanked by dense forests and rural villages.

The rugged terrain flattens out into the golden farmlands and charming countryside of northern Croatia before pulling into Zagreb’s main station, Zagreb Glavni Kolodvor.

Further suggestions for rail journeys from Guardian readers can be found in the fourth of this series of articles based around the Guardian Saturday Magazine of 23rd May 2026.

References

Readers’Travel Tips: Favourite Train Trips; in Saturday (the Guardian Magazine), 23rd May 2026, p75.
https://www.reddit.com/r/TransitDiagrams/comments/gidbxm/ocdiagram_metro_do_porto_portugal, accessed on 25th May 2026.
https://en.wikipedia.org/wiki/Porto_Metro, accessed on 25th May 2026.
https://en.wikipedia.org/wiki/Socimi_Eurotram, accessed on 25th May 2026.
https://commons.wikimedia.org/wiki/File:Vila_Nova_de_Gaia_(52734250241).jpg, accessed on 25th May 2026.
https://en.wikipedia.org/wiki/Dom_Lu%C3%ADs_I_Bridge#/media/File%3ADom_Lu%C3%ADs_I_Bridge_(36961760686).jpg, accessed on 25th May 2026.
https://www.vy.no/en/train/routes/the-bergen-line, accessed on 25th May 2026.
https://en.wikipedia.org/wiki/Bergen_Line, accessed on 25th May 2026.
https://en.visitbergen.com/visitor-information/travel-information/getting-here/bergensbanen-oslo-to-bergen-by-train, accessed on 25th May 2026.
https://www.bbc.co.uk/travel/article/20230130-the-highest-rail-route-in-northern-europe, accessed on 25th May 2026.
https://rogerfarnworth.com/2019/01/01/the-flam-railway-in-1950
https://www.theguardian.com/travel/2026/may/22/readers-favourite-scenic-european-railway-journeys-trains, accessed on 25th May 2026.
https://www.brandenburg-tourism.com/poi/seenland-oder-spree/industrial-culture/eisenbahnmuseum-and-buckower-kleinbahn-train-museum, accessed on 25th May 2026.
https://www.komoot.com/smarttour/3623001, accessed on 25th May 2026.
https://www.sncf-reseau.com/fr/cp/bourgogne-franche-comte/ligne-horlogers-modernisee-entre-besancon-et-morteau, accessed on 25th May 2026.
https://www.railwaypro.com/wp/colas-consortium-to-modernise-ligne-des-horlogers, accessed on 25th May 2026.
https://www.thetrainline.com/en/train-times/vienna-to-zagreb, accessed on 25th May 2026.
https://www.raileurope.com/en-gb/destinations/vienna-zagreb-train, accessed on 25th May 2026.
https://en.wikipedia.org/wiki/Semmering_railway, accessed on 25th May 2026.

The Modern Tramway – June 1951 – Reinstatement of a Street Tramway Route in Helsinki

Leave a reply

The featured image for this article is the pikkuruotsalainen (“Little Swede”) tram, built by ASEA in Sweden. Together with its open summer trailer, they became a beloved pair on city tracks. The breezy trailers were especially popular on hot days, so much so that passengers sometimes clung to the running boards or jumped off before the tram had fully stopped. Though open trailers were meant only for summer use, wartime shortages forced them into winter service under tarpaulins. Their final flourish came during the Helsinki Olympics in 1952, when crowds crammed aboard one last time before the trailers disappeared from daily traffic, © Helsinki City Museum, Public Domain. [19]

A short letter from Kaj Arnold Larsen, Engineer of Helsinki Tramways was published in The Modern Tramway in June 1951. [1]

It seems that the editors of The Modern Tramway were delighted when examples that bucked the seemingly overwhelming trend of closures could be cited.

K. A. Larsen wrote:

“Service 5 of the Helsinki (Finland) tramway system passes through the centre of the city, traversing the narrow Alexander Street for part of its distance. The passenger frequency in 1948 was 12.5 passengers per car kilometre. In June, 1949, tramway operation of this route ceased and diesel buses were substituted as it was thought that bus operation would be more economical and would speed up the traffic flow. Staff economy was to be effected by using eight buses (i.e., eight drivers and eight conductors) instead of six trams, each with its own trailer (six drivers and twelve conductors). It was soon found that 15 buses, with a total crew of 30. and a 2-minute headway instead of the trams 5-minute headway, were necessary. Street parking had to be forbidden in Alexander Street as the congestion in rush hours was making impossible the working of the 60-seater diesel buses through the street. Even without street parking, the situation was not noticeably relieved.

Faced with this object lesson, the authorities wisely decided to restore the tram service along the route as soon as sufficient cars were available. Trams are now running again, and the traffic is moving without difficulty.

Next year the Helsinki tramways will take delivery of a number of new bogie tramcars of a design which combines the best features of P.C.C. and modern Swiss practice. These cars will have a passenger capacity of 100 and a maximum speed of 38 m.p.h. They will be used with one or two trailers and will replace 30-year-old cars. Extensions to the tramway system are planned and headways are to be decreased.” [1]

Larsen concludes:

“We shall then be able to show the public that higher speed and better acceleration and deceleration can be obtained with trams than with buses and that without bad odour and poisonous gases. We are not unaware of the advantages of oil and trolley-buses and we use them on suitable routes.” [1]

In the 21st century, the Helsinki Tram network are part of the public transport system organised by Helsinki Regional Transport Authority and operated by Metropolitan Area Transport Ltd (Finnish: Pääkaupunkiseudun Kaupunkiliikenne Oy) in Helsinki. The trams are the main means of transport in the city centre. 56.8 million trips were made on the system in 2019. In addition to the older tram network, there is a single light rail line that was opened in October 2023. Although technically compatible with the tram network, the light rail line is separate from the city centre tram network. [2]

The modern tram network in Helsinki. [3]

Public transport in Helsinki was initiated in 1888 by Helsingin omnibussiosakeyhtiö, using horse-drawn omnibuses. “In 1889, Helsingin Omnibussiosakeyhtiö acquired the right to construct tram lines. The next year, the company changed its name in Helsingin raitiotie- ja omnibussiosakeyhtiö (abbreviated HRO). Electric traction was considered as a power source for the new system, but due to lack of funds, and the city council’s negative attitude towards electric trams, the decision was made to use horse-drawn trams instead. The new system was built to a track gauge of 1,000 mm. Test traffic started in December 1890, but the network wasn’t officially opened until June 1891. The capacity of the horse tram system soon proved insufficient, but the conversion to electrified trams was postponed until the price of electrification of the network reached lower levels.” [16] At this time, the network was 8.5 kilometres in length.

A 1988 Finnish postage stamp depicting a horse-drawn tram in Helsinki 1890-1900, © Posti-ja telelaitos and made available as Public Domain. [5]

“In the latter half of the 1890s, Julius Tallberg acquired the right to construct an orbital tram system around the city that would have linked the existing HRO lines and parts of the city not covered by the HRO lines. After negotiations, Tallberg and his associates transferred the construction permit of the orbital line to the HRO in return for a large number of HRO stock shares.” [16]

Kummer trams in Helsinki in the early 20th century, © Public Domain. [16]

“In 1897, HRO received the right to construct an electrified tramway into Helsinki. A call for bids was sent out the following year, and the contract was awarded to the Germany-based O.L. Kummer.” [16] Under the contract, Kummer were required to build and electrify the new network and provide the trams to be used on it. In addition, Kummer had to run the system for up to 3 years to prove the quality of its work. Running the system, resulted in significant profits for Kummer and, as a result, by 1901, HRO had assumed responsibility for operating the tram network. The four lines of the developing network after electrification were all single-track.

Although the single-track lines proved to be inadequate it was some time before the HRO was willing to fund the conversion. In 1906, “the company applied for and received permission to convert their track network into double-track. The contract also specified certain lines that HRO had to operate, as well as certain extensions that had to be built.” [16]

“The contract for converting the tram network into double track was awarded to the Swedish ASEA. Conversion work began in 1908 and was completed in 1910. From 1908 until 1919, ASEA also supplied the HRO with a total of 78 trams and 70 trailers.” [16]

ASEA delivered 67 trams of this type, nicknamed “Pikkuruotsalainen” (English: Little Swede), to HRO between 1908 and 1918. HKL 32 (originally HRO 77) is photographed on line 15 in 1954, © B. Okkola, Public domain. [16]

“ASEA (Allmänna Svenska Elektriska Aktiebolaget) was a Swedish industrial company founded in 1883 in Västerås. Renowned for electrical engineering and infrastructure, it produced early industrial robots, transformers, [trams,] and locomotives.” [4]

In 1909, the network expanded to include the island of Kulosaari – a private line owned by Brändö Spårvägsaktiebolag

In 1913, a tram line reached Alppila. In 1914, the network was also expanded into Taka-Töölö and Hermanni.

Another private line (built by Aktiebolaget M.G. Stenius) linked the existing HRO tracks in Töölö to Munkkiniemi and Haaga.

“In 1926, HRO acquired Aktiebolaget M.G. Stenius and, two years later, Brändö Spårvägsaktiebolag also passed into HRO ownership. As a result, HRO again became the sole owner and operator of trams in Helsinki.” [16]

“The tram network reached its apex in 1930, when the network covered a larger area than ever before, … there were 14 lines in operation.” [16]

The first trams built in Finland for Helsinki came from Suomen autoteollisuus in 1940–1941. HKL 169 photographed on line 5 in 1957, © Public Domain. [7]

“At the end of 1944 the City of Helsinki acquired the entirety of HRO, which now became a municipal transport authority under the name Helsingin Kaupungin Liikennelaitos (HKL)” [16]

“During the 1950s a total of 105 Finnish-built double-bogie trams (Karia types HM IV and HM V, Valmet types RM 1 and RM 3) were delivered to the HKL.” [16]

The Karia HM IV was a Finnish-built tram delivered in the mid-1950s, © Kari Paavola (2004), permission to use here has been requested. [8]

Two other images of the Karia HM IV can be found on these links:

https://transphoto.org/photo/527278

https://transphoto.org/photo/527279

The Karia HM IV was a classic Finnish-built tram that operated in Helsinki during the 1950s and 1960s. Delivered in the mid-1950s, these double-bogie “Mustang” derivatives were foundational in modernizing Helsinki’s local public transport network before the introduction of the modern tram fleets.

Tram No. 11, type HM V, on Line 2 in September 1999, © Peter Van den Bossche and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [6]

Tram No. 339 is a restored Valmet RM1 type tram owned by Stadin Ratikat Oy, on charter drive on the new tracks on Fredrikinkatu in Kamppi in April 2009. It was built in 1955 and withdrawn from active service in 1987 and subsequently used as an advertisement tram before being acquired by Stadin Ratikat and then taken to Tallinn for restoration in 2002. The restoration was completed in Helsinki in 2004, © Kalle Id, and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [9]

A Valmet RM3 tram photographed by Leino Osmo in 1965 held by Helsinki City Museum, © Public Domain. [11]

Despite the experience of the ‘experiment’ reported by The Modern Tramway in 1951. Helsinki planned on the gradual removal of its trams. … “During the 1960s all plans for expanding the tram network were put on hold while resources were concentrated on the planning of the metro and additional bus connections. At the same time plans were drawn for the termination of the tram network by the year 2000. In 1969 Helsinki city council made the decision that in the future tramlines would be confined to the inner city, while the metro would serve the suburban areas; the tram system would be terminated, at earliest in the year 2000. This decision required the acquisition of new trams to replace the last two-axle trams, the oldest of which dated from the 1920s. Originally the plan was to acquire fairly new second-hand articulated Duewag GT6 trams from Copenhagen, but the deal fell through and in the end new articulated trams were acquired from Valmet (type Nr I) in 1973–1975. These trams were planned to be the last trams to be acquired for traffic in Helsinki.” [16]

Valmet Nr 1 Tram No. 34 in Hakaniemi on line 7A. This tram was built in 1973, © Kalle Id and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [12]

The ‘Valmet Nr I’ trams are articulated six-axle vehicles built at the Valmet aircraft factory between 1973 and 1975, they are based on the German Düwag GT6 design. About 50 of these iconic high-floor vehicles remain in regular service across the city’s network. [13]

“During the early 1970s the decision to terminate the tram system was reconsidered and eventually reversed. In 1976, the tram network was expanded for the first time since 1955, when the new connection into Itä-Pasila was opened (then line 2, present line 7). Another expansion was opened in 1980, when tracks in Katajanokka were expanded eastward to a new residential area (then line 5, present line 4). In 1981 another group of articulated trams, based on the Nr I type, were ordered from Valmet. Classified as Nr II, these trams were delivered between 1983 and 1987, allowing the withdrawal of the majority of the 1950s-built trams (types HM IV and RM 1 in their entirety), as well as withdrawal of all trailers.” [16]

A Valmet Nr II Tram, vehicle No. 99, Valmet Nr II trams were delivered to Helsinki between 1983 and 1987. [My photograph, September 2016]

A Valmet Nr II Tram, vehicle No. 92. The NrII trams were modernized between 2006 and 2011 to include a low-floor section, becoming known as MLNRV class. The added sections were built by Verkehrs Industrie Systeme in Germany and installed in Finland by HKL. [My photograph, September 2016][10]

The NrII trams were originally painted in an orange and grey livery, but it proved unpopular and both classes were later repainted in the traditional yellow and green colours. This is NrII number 73 in Market Square on line 1, 1987, © Felix O, and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [15]

“In 1985 the tram network was extended to West Pasila (line 7). In the mid-1980s the tram lines were radically reorganised: line 5 was closed down and the routes of lines 2, 3B, 3T, 4, 7A, 7B, 8 and 10 altered to a smaller or larger degree.” [16]

“The next expansion of the network occurred in 1991, when the connection from Ruskeasuo to Pikku Huopalahti was opened (line 10). In the 1990s wide-ranging plans were made for expansion and improvement of the tram system. These included the Jokeri orbital light rail line connecting Itäkeskus to Leppävaara, extensions of the system to Munkkivuori, Koskela, Viikki, Malmi, Arabianranta and to the harbour areas Jätkäsaari, Munkkisaari and Kalasatama, which were to be freed from shipping activities and to become brownfield sites for residential and office development. In addition to the extensions, the plans included a partially tunneled light rail line linking Erottaja to Pasila via Töölö.” [16]

In 1999, Helsinki purchased a fleet of low-floor Variotram trams from Adtranz (which became Bombardier in 2001). The new generation trams suffered from persistent technical difficulties and the whole batch has to be returned to Germany. To cover their absence the city purchased ten second-hand trams from Mannheim, Germany.

Wikipedia informs us that, “The purchase of the Bombardier trams was never completed due to the reliability problems. Instead, a deal was reached that required Bombardier to keep a certain minimum number of trams in operation. Bombardier opened its own depot in Helsinki for this purpose in mid-2008.” [16]

An articulated, low-floor tram on Kaivokatu, outside Helsinki Railway Station. This tram is a Bombardier Variotram MLRV2, This specific tram, identified by number 225, is shown traveling on line 6T toward Arabia. [My photograph, September 2016]

The purchase of a new series of 40 low-floor trams was initiated in 2007, and the trams were eventually ordered from the Finnish manufacturer Transtech in December 2010. Two photographs of these trams appear below. …

Another articulated, low-floor tram at the tram stop on Kaivokatu. This is a Škoda Artic tram. This series of trams was designed specifically for Helsinki’s challenging conditions by the Finnish manufacturer Transtech Ltd, which is part of Škoda Transportation. [My photograph, September 2016]

Another view of a Škoda Artic articulated tram also on Kaivokatu, © Bahnfrend and licenced for reuse under a Creative Commons licence (CC BY-SA 4.0). [14]

“The extension of the network from Arabia into the new residential development area in Arabianranta (lines 6 and 8) was … opened in 2004. Line 6 was extended from Arabia to Arabianranta in 2004 and line 8 from St. Paul’s church in 2007. The new number 9 line opened on 10th August 2008, connecting Kolmikulma in central Helsinki to East-Pasila and replacing bus line number 17, albeit having been truncated from both ends compared to the initially planned version. This marked the opening of the first new tram line in Helsinki since the (re-)opening of line 2 in 1976.” [16]

“The first phase of the extension of line 8 to Jätkäsaari was opened on 1st January 2012, and the extension of line 9 to the ferry terminal in Jätkäsaari via Kamppi on 13th August 2012.” [16]

Some interesting trams need to be noted:

From the autumn of 2010 to December 2012, a Culture Tram was operated for limited hours on three days of the week (Wed, Thu, Fri) on the additional line no. 5, whose route ran from Ooppera to Linjat via Rautatientori. The Culture Tram had various art exhibitions and performances on board. Highlights included performances by the singers of the Finnish National Opera and concerts as a part of the Flow Festival. The tram is an eight-axle Duewag tram, originally purchased from Mannheim, Germany, and refurbished specifically for this purpose. It is retained as part the fleet and available on charter basis for events that could use the equipment installed in it. [16]

The Culture Tram once ran regularly on Line 5. It is now available on a charter basis, © JIP and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [17]

The Pub Tram – Spårakoff is currently under renovation and temporarily unavailable. It is a tram converted into a pub, touring the central sights of Helsinki city centre. The ride features beer, wine, cider, refreshments, fun and great views. There is even a toilet on board. It is an historic HM V type tram converted to be used as a bar! Two photographs appear below. …

A HM V tram which has been kitted out as a pub. [My photograph, September 2016]

Another view of the ‘pib tram’ taken late in the evening and a little out of focus. [My photograph, September 2016]

“As of 2 September 2024, the network consists of 11 individually numbered city centre tram lines and one numbered light rail line. Lines 1 and 8 operate on a slightly different route during weekends when they go to the West Harbour terminal, indicated with a “T” suffix on the line number. Lines 3N and 9N are operated on a slightly modified line 3 and 9 route respectively during night time. The light rail line 15 is currently the only tram line in Helsinki to also reach the neighbouring city of Espoo, all other lines travel inside Helsinki only.” [2]

References

K. A. Larsen; Reinstatement of a Street Tramway Route in Helsinki; in The Modern Tramway, Volume 14. No. 162, June 1951, p 138.
https://en.wikipedia.org/wiki/Trams_in_Helsinki, accessed on 17th May 2026.
https://www.reddit.com/r/TransitDiagrams/comments/14ft4sz/map_of_the_tram_system_of_my_hometown_helsuinki_in, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/ASEA, accessed on 17th May 2026.
https://commons.wikimedia.org/wiki/File:Horse-Tram-1988.jpg, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/History_of_trams_in_Helsinki#/media/File%3ATram_2_in_Helsinki.jpg, accessed on 17th May 2026.
https://commons.wikimedia.org/wiki/File:HM_I_tram_Helsinki.jpg, accessed on 17th May 2026.
https://phototrans.eu/14,55273,0.html, accessed on 17th May 2026.
https://commons.wikimedia.org/wiki/File:RM1_Kamppi_2009-04-03.jpg, accessed on 17th May 2026.
https://commons.wikimedia.org/wiki/File:MLNRV_Hakaniemi_2010-05-03.JPG, accessed on 17th May 2026
https://www.finna.fi/Record/hkm.674CAE85-12DF-4246-B249-596DF1703379, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/Valmet_Nr_I#/media/File%3ANr_I_34_in_Hakaniemi.jpg, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/Valmet_Nr_I, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/Trams_in_Helsinki#/media/File%3AHKL_HST_Artic_435%2C_Kaivokatu%2C_2019_(04).jpg, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/History_of_trams_in_Helsinki#/media/File%3ANrII_tram_in_Helsinki_in_1987.jpg, accessed on 17th May 2026.
https://en.wikipedia.org/wiki/History_of_trams_in_Helsinki, accessed on 27th May 2026.
https://en.wikipedia.org/wiki/History_of_trams_in_Helsinki#/media/File%3AHelsinki_Culture_Tram_from_the_outside.jpg, accessed on 17th May 2026.
https://www.raflaamo.fi/en/restaurant/helsinki/sparakoff, accessed on 17th May 2026.
https://finland.fi/life-society/trams-carry-the-future-in-helsinki-and-elsewhere-in-finland, accessed on 21st May 2026.

The Modern Tramway May 1952 – Metrovick Electrical Equipment

2 Replies

This short article follows on from an earlier article about the adverts placed in the 1951 issues of The Modern Tramway.

The featured image for this article shows Allan Tram No. 107 at work on the streets of Rotterdam, © Voogd075 and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [6]

Metropolitan-Vickers, – Metrovick – was a British heavy electrical engineering company of the early-to-mid 20th century formerly known as British Westinghouse. Highly diversified, it was particularly well known for its industrial electrical equipment such as generators, steam turbines, switchgear, transformers, electronics and railway traction equipment. Metrovick holds a place in history as the builders of the first commercial transistor computer, the Metrovick 950, and the first British axial-flow jet engine, the Metropolitan-Vickers F.2. Its factory in Trafford Park, Manchester, was for most of the 20th century one of the biggest and most important heavy engineering facilities in Britain and the world. [1]

Stuart Yearsley tells me that “The Metrovick (English Electric/AEI/GEC) trams were not actually produced at the Trafford Park works, on Westinghouse Road, but at the Dick Kerr works, on Strand Road in Preston. This factory continues production of rail vehicles, under the Alstom brand, since the collapse of GEC” – see the comments below.

Metrovick took out a full page advert in The Modern Tramway Volume 15 No. 173, May 1952 [2] and no doubt in other journals as well. Its advert celebrated two significant contracts with which it had been involved:

100 new tramcars for Glasgow; and
35 new tramcars for Rotterdam.

The Metrovick advertisement in *The Modern Tramway*. [2]

100 New Tramcars for Glasgow

Glasgow Corporation Transport placed an order for 100 new streamlined “Coronation Mk II” (or “Cunarder”) tramcars in May 1946. These iconic double-deck trams, built at the Coplawhill works, began entering service in December 1948. The last of these trams entered service in 1952. They were the last double-decker trams built in Britain and we’re still in service when the Glasgow tram network was finally closed in 1962.

A Glasgow Coronation Mk II (or Cunarder) tram at work in Glasgow in 1952. [2]

Developed from the pre-war Coronation Mark I class, they were slightly longer to allow extra seating. Each car seated 70 passengers (40 upper, 30 lower). They were dubbed “Cunarders” because their sleek, rounded, aerodynamic styling and luxurious interiors resembled the famous Cunard ocean liners. They featured Maley & Taunton bogies, Metropolitan Vickers (Metrovick) electrical equipment, and Fischer bow collectors.

In their advert, Metrovick says that the whole of the electro-pneumatic control equipment and the 400 resiliently-mounted axle-hung motors and resilient gears were supplied by Metrovick.

“Electro-pneumatic control equipment combines the precision of electrical controls with the power of pneumatics. When paired with resiliently-mounted axle-hung motors and resilient gears in railway or heavy transit applications, this system effectively isolates track vibrations and minimizes shock damage, significantly extending the lifespan of the drivetrain.” [5]

Two Mark II Coronation cars survive in preservation:

No. 1297: Preserved and frequently operational at the National Tramway Museum at Crich, Derbyshire.

Glasgow No. 1297 was built by Glasgow Corporation Tramways at their Coplawhill workshop in 1948. It is now on display as a static exhibit at Crich. Returning it to an operable condition would be highly expensive as specialist contractors would need to remove asbestos covered wiring, © G Laird and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0]. [3]

No. 1392: The final tram of the batch and the last new double-decker built in Britain is preserved as part of the collection at the Riverside Museum in Glasgow.

Glasgow Corporation Tramways ‘Cunader’ tram No. 1392 at the Glasgow Museum of Transport. Behind it is Glasgow Coronation Mark I tram No. 1173. The Cunader trams were a post-war development of the pre-war Coronation design © SimonQ and licenced for reuse under a Creative Commons licence (CC BY 2.0). [4]

35 New Tramcars for Rotterdam

Between 1950 and 1952, the Rotterdam Electric Tram (RET) modernized its fleet by taking delivery of 35 new single-directional tramcars (numbered 102–135) and 36 matching trailers. Built by the Rotterdam-based manufacturer Allan of Rotterdam, these iconic post-war vehicles were affectionately nicknamed ‘Allans’ by locals.

Unlike older hand-operated cars, they were fitted with modern electrical controls. They were the first series of trams in Rotterdam to provide a designated seat for the driver. They retained the classic design with open central platforms to help with passenger flow. The units’ electrical systems were supplied by the British firm Metropolitan-Vickers (Metrovick). [6]

Most of the 1950-1952 Allan cars were retired around 1970. However, a few preserved units survive today as functioning museum trams, which are occasionally showcased by transit enthusiasts. Four of this series are in the collection of the Rotterdam Public Transport Museum – Nos. 109, 115, 123 and 130. [7]

Four-axle Allan motor car No. 123 from 1951 in the Tram Museum Rotterdam, © Voogd075 and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [8]

References

https://en.wikipedia.org/wiki/Metropolitan-Vickers, accessed on 21st May 2026.
Metrovick Advertisment; in The Modern Tramway Volume 15, No.173, May 1952, p120.
https://www.geograph.org.uk/photo/6126710, accessed on 21st May 2026.
https://commons.wikimedia.org/wiki/File:TRAM_no.1392_Glasgow_Transport_Museum.jpg, accessed on 21st May 2026.
https://www.smc.eu/en-gb/products/electro-pneumatic-control-equipment~134571~nav, accessed on 21st May 2026.
https://en.wikipedia.org/wiki/Allan_of_Rotterdam, accessed on 21st May 2026.
https://nl.wikipedia.org/wiki/Rotterdamse_Allanstellen, accessed on 21st May 2026.
https://nl.wikipedia.org/wiki/Rotterdamse_Allanstellen#/media/File%3ARET123.a.Kootsekade.jpg, accessed on 21st May 2026.

The Modern Tramway – May 1951 – A Tram-Bus Experiment in Switzerland

Leave a reply

The featured image for this article is a Forchbahn Bt: 104 + Be 4/4 in service in 1982. These tramcars were built in the 1950s after the experiment described below, © Spoorjan and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [5]

One of the points regularly made by the editors of The Modern Tramway is that given a proper chance to shine modern electric trams are better than internal combustion engined buses. So it must have come as something of a relief to hear, in 1951, that testing had taken place in Switzerland which seems to have supported the argument that the closure of tramway networks would ultimately prove to be a false economy. … [1]

The Modern Tramway reported in May 1951 that:

“The March issue of ‘Der Nahverkehr’ [3] contains an interesting and significant story about the 10-mile interurban tramway from Zürich Stadelhofen via Forch to Esslingen, in Switzerland. This line, known as the Forchbahn, was opened to traffic in 1912, and is operated with 10 motor tramcars, 5 trailers and some goods vehicles. Two of the motor trams are modern bogie vehicles constructed in 1948 by Schlieren & Co. with Oerliken equipment, the other cars are of the 4-wheel type.

“For much of its length the single metre-gauge track is laid in the public highway, an arrangement which the Company have long planned to eliminate by the construction of a private right-of-way. This plan was taken up in earnest in 1950, but the expected high cost of the new construction caused some hesitation among the directors, some of whom wondered whether replacement by buses might not be a cheaper alternative.

It was finally arranged with the Zürich town tramways that the latter should take over the service for an experimental period of 14 days, using buses from the municipal fleet to replace the Forchbahn trams. The period chosen was from 6th to 19th November, 1950. As was to be expected, the buses showed a certain advantage in journey time, as the tramway is single-track with widely-spaced passing loops. In summer, the Forchbahn carries a heavy weekend traffic from Zürich to the country, and in order to test the capacity of the buses in dealing with such traffic, exceptionally low excursion fares were introduced on one Sunday during the test period. Despite rainy weather large crowds were attracted to the service, and the fundamental disadvantage of the bus soon showed itself. Many extra buses were needed, and by comparison with the usual tram-and-trailer units, double the usual staff were required. The overloaded buses fell behind schedule, and even the most modern were overtaken in the Zürich suburbs by elderly city trams hauling trailers. The uneven motion of the buses soon invited unflattering comparison with that of the trams from the many passengers who had to travel standing, for the Swiss are now accustomed to comfortable travel.

“The results of the test showed that the use of buses would involve a disproportionately heavy outlay; additional personnel would be needed, the vehicles would have less than half the effective life of the tram, the goods traffic would no longer be an economical sideline, and the buses would probably have to charge fares 50% higher than those charged on the present trams. These conclusions were not published until after the test had taken place, but the population of the communities served by the Forchbahn had needed only a few days of buses to convince them that the trams gave them the better service. When, fourteen days later, the first trams ran again between Zürich and Esslingen, the citizens hung out flags and decorated the cars with branches and flowers, and in the space usually occupied by the destination board appeared a large placard: “Es lebe die Forchbahn!” The Forchbahn lives again!” [1]

“The conclusion of the experiment was that retaining the line was the best solution provided that the line could be separated from the street and modernized. In the following decade, separation of rail and road traffic was increased. New bogie rolling stock was acquired, similar to two cars built for the line in the late 1940s.” [5]

The Forchbahn is still operating in the mid-21st century. It is a local mixed tramway/railway line in the Swiss canton of Zürich. It is owned and operated by the Forchbahn AG, and is branded as line S18 of the Zürich S-Bahn. The standard Zürcher Verkehrsverbund (ZVV) zonal fare tariffs apply to the line. [5]

In 2004, new low floor cars were acquired from Stadler to replace the 1950s stock, © S5A-0043 and made available for reuse under a Creative Commons licence (CC-BY 2.0). [5]

References

Instructive Tram-Bus Experiment in Switzerland; in The Modern Tramway, Volume 14, No. 161, May 1951, p112.
‘Der Nahverkehr’ translates into English as ‘Local Transport’, a Journal with that name is published in the mid-21st century. It dates back to 1983. It is not the journal referred to by The Modern Tramway. For the record, it is a technical and operational monthly journal for all public passenger transport in the city and region. Its target audience includes managers and decision-makers in transport companies, government agencies, associations and corporations, transport science, consulting firms and the transport industry. It is the official organ of the Association of German Transport Companies (VDV) and part of the media offering of Alba Fachmedien ÖPNV in the DVV Media Group. (https://www.dvvmedia-shop.de/DER-NAHVERKEHR/DNV-NA-12-DIGI)
The ‘Der Nahverkehr‘ referred to in the article published by The Modern Tramway was, in 1951, a relatively new journal. The first issue came out in April 1950.
https://ebay.us/m/bKn6Ic, accessed on 16th May 2026.
https://en.wikipedia.org/wiki/Forch_railway, accessed on 16th May 2026.

The first issue of ‘Der Nahverkehr’ which was published in April 1950. [4]

The Modern Tramway – April 1951 – The Tramways of Auckland

Leave a reply

The April 1951 issue of The Modern Tramway featured an article about the Tramways of Auckland, New Zealand. [1]

The featured image for this article (which also appears below) shows a series of older trams on Lower Queen Street, Auckland. [1: p85]

“The Auckland Transport Board operates 44 miles of tramways with 216 cars in New Zealand’s largest city. The system has several interesting features, one of which is that although all its lines are laid on sleepers, there is no reserved track or private right-of-way. The sleepers rest on a base of scoria (lava slag). Another unusual aspect of the Auckland tramways is the free tram service provided since 1936 by the Farmer’s Trading Company for its shop customers. This is operated by the Board with 3 cars on a shuttle service in the main shopping area. The store also provides a free trolleybus service for its customers and the 4 trolleybuses which have worked the service since 1938 were the first in Auckland. Also of interest is the Onehunga tram route which has a 6-minute headway, is seven miles long and is the only ocean-to-ocean tramway in the world, it runs from the port of Auckland on the Pacific Ocean to the port of Onehunga on the Tasman Ocean. it is also probably the only tramway in the world that crosses a country from one side to the other as it traverses New Zealand at the narrowest part. With the exception of two two short stretches on the Westmere and Victoria Avenue routes all the track is double and mostly in wide roads with an adequate number of safety zones (loading islands).” [1: p85]

The Modern Tramway article continues:

“Tramway operation began on 11th August. 1854, …, horse trams were superseded by electric cars from November 1902, onwards, the conversion being effected by the Auckland Electric Tramways Company (registered 22nd March 1889), a subsidiary of the British Electric Traction Company. Six reversed-staircase open-top Brush/English Electric double-deck cars were included in the original fleet, but one of them was involved in a serious accident in 1903. … These cars, which were never very popular because they lurched badly at speed and came dangerously near the centre poles, were gradually converted to single-deckers, and were all scrapped in 1948, except No. 38 which has been in use as a rail-grinder since 1936. On 1st July 1919, the tramways were purchased by the City Council for £1,227,201. The Auckland Transport Board, an elective body comprising representatives from all parts of the metropolitan area, came into being in 1928 and took over operation of the tramways from the Council on 16th January 1929.” [1: p85-86]

From 1902 onwards, Auckland’s electric tramways formed the backbone of its public transport network. They were preceded by Horse-drawn trams and later by steam-powered trams.

Lake Takapuna steam tram in 1911, © Albert Percy Godber and now in the Public Domain. [8]

Wikipedia indicates that the first steam-powered trams in Auckland operated in 1871. [6] The electric trams which replaced the horse-drawn and Steam-powered ones, “were fast, smooth and capable of running an incredibly frequent schedule. Aucklanders loved them, and patronage boomed. In 1903, the first full year of electric tram service, Aucklanders boarded their trams 13 million times. Yet 15 years later, in 1918 that figure had exploded to 44 million passengers per annum, and tram routes had expanded to cover … most of today’s inner-city.” [4]

“In 1926, Aucklanders made 63 million trips by tram despite the total population of Auckland City only numbering about 90,000 people. (Compare that to 2018-19’s 100.8 million public transport boardings – Auckland’s highest since 1951 – from a population of almost 1.7 million!) Similar figures were recorded at the end of the 1930s, even when the effects of the Great Depression were still being felt.” [4]

This diagrammatic map shows the extent of the historic tramway network in Auckland. It served the city from 1902 to 1956. [5]

The April 1951 article continues:

“Three routes in the north-west corner of the city have been selected for experimental trolleybus conversion; they are Herne Bay, Richmond Road and Ponsonby, the last-named being the original electric line. The Herne Bay trolleybus service began on 24th September, 1949, but the other routes have not yet been converted.

“All cars now in service are bogie single deck saloons fitted with air-brakes and two trolley-booms. They move the crowds very effectively as they are capable of carrying a total load of 100 passengers. The normal standing load is 7 on each platform and 24 more inside. The average speed including stops is claimed as 11 m.p.h., and running speeds of 25 m.p.h. and above are not unusual. The livery is bright red, unlined, with buff window frames. Most Auckland cars have a profusion of windows; some cars have as many as 36 and even the latest car, built in 1940, has 26. Another characteristic feature of the Auckland trams are the indicator boxes; there are no service numbers, but each car carries four indicator boxes arranged in pairs at each end of the car, in the form of a V. The movement of the blinds in each pair of boxes is synchronised and controlled by a single wheel. The cars can be entered from front or rear.

“The fleet numbers 66-69 were allocated to 4 cars sent out from Britain in 1907; these cars would have been old friends to any North Londoners, as they were none other than four representatives of the famous Metropolitan Electric Tramways class E single-deckers. They were shipped to New Zealand complete, and on arrival London tram tickets were still on the floors! They retained their Metropolitan livery of red and cream and were always painted red until they were scrapped in 1921; because of this they were known as ‘the Lobsters’. As will be seen by the photograph, certain alterations were carried out in Auckland: at a later date they were mounted on double bogies. Two were sold to Napier, but owing to an earthquake which destroyed that city and it’s tramway system, they never saw service in their third home.” [1: p86-87]

Auckland Electric Tramways Company No. 66 (Ex-Metropolitan Electric Tramways) which was scrapped in 1922. [1: p86]

The Hawke’s Bay earthquake, also known as the Napier earthquake, occurred at 10:47 am on 3rd February 1931, “killing 256, injuring thousands and devastating the Hawke’s Bay region. It remains New Zealand’s deadliest natural disaster. Centred 15 km north of Napier, it lasted for two and a half minutes and had a magnitude of 7.8 Ms (7.7 Mw). There were 525 aftershocks recorded in the following two weeks, with 597 being recorded by the end of February. The main shock could be felt in much of New Zealand, with reliable reports coming in from as far south as Timaru, on the east coast of the South Island.” [2]

“Nearly all buildings in the central areas of Napier and Hastings were levelled. … The material damage of the earthquake was estimated at $960 million. [3: p140] … The local landscape changed dramatically, with the coastal areas around Napier being lifted by around two metres. The most noticeable land change was the uplifting of some 40 km2 of sea-bed to become dry land. This included Ahuriri Lagoon, which was lifted more than 2.7 metres and resulted in draining 3,600 hectares (9,000 acres) of the lagoon.” [2]

Returning to The Modern Tramway piece, the image below was included in that article it shows a number of the bogie trams used on the Auckland network through to its closure.

Older tramcars of the Auckland Transport Board in Lower Queens Street, Auckland. Of the two trams most prominent in the image, Tram No. 180 is a four-axle ‘combination’ bogie tram. These were a standard design for Auckland, featuring a central enclosed section and open ‘smoking’ sections at either end. Tram No. 173 is also a four-axle bogie tram, often associated with routes like Ponsonby or Westmere. [1: p85]

The two trams prominent in the image above survived through to the closure of the network at the end of 1956. No. 180 appears in the next two photographs which were taken on the same day in 1957, a few months after closure.

This photograph was taken outside the Tramway Depot in Epsom on the 25th March 1957, after the tramway closed 29th December 1956. Over the next five months into 1957, many of the remaining trams were driven from the Epsom Depot here, the 1.5kms down Manukau Road to the Royal Oak Workshops, where they were stripped of running gear and seats and the bodies trucked off to Thames where they would be later sold to become holiday homes or baches. Tram No.180 is about to make this one-way trip to the Workshops.

Taken later the same day, this image shows No. 180 at the Manukau Road Workshops in Royal Oak, rolling onto the traverser to go into the truck shop for stripping down, © Graham Stewart, 1957 and also held in Auckland Libraries Heritage Collection. [7]

The Modern Tramway article continues

“The most modern Auckland trams are the ‘1937’ class, actually built between 1938 and 1940. These have E.M.B. lightweight or Brush trucks, four 35 h.p. Metropolitan Vickers motors and A.T.B. bodies. One of these cars, No. 253, built 1940, is fitted with regenerative braking and an M-V master controller (the others have General Electric K 35 HH controllers) and, known as ‘Queen Mary’, is the fastest and most modern tramcar in New Zealand. The graceful lines of these cars are unhappily disfigured by the ugly indicator boxes, the excessive number of small windows and the advertising boards carried on each side of the roof and dash.” [1: p87]

Auckland Transport Board Tram No. 247, built in 1938. [1: p87]

Auckland Transport Board Tram No. 253, built in 1940 and equipped with regenerative braking. [1: p87]

The two images above show two members of Auckland’s “1937 Class” Streamliner trams. All six of this Class were all built between 1938 and 1940 at the Royal Oak Workshops. They were the final, most modern tram design for the city, featuring distinctive bulbous sides, rounded ends, 27″ wheels and 4-motor bogie trucks. Six were built, including the renowned ‘Queen Mary’ (No. 253), which was a testbed for modern regenerative braking and high-speed performance. [9] Nos. 248 and 253 have survived into preservation and are held by MOTAT (Museum of Transport and Technology).

This image comes from the MOTAT website. No. 253 is the tram closest to the centre of the image. Alongside it is Tram No. 204, one of the earlier trams . [9]

“In June, 1950, the following tram services were in operation (the headways given [in brackets] are for off-peak periods):

– Three Kings Point Chevalier via Queen Street and Hobson Street (8 minutes).

– Owairaka Great South Road via Queen Street and Anzac Avenue (10 minutes).

– Avondale Remuera and Meadowbank via Town Hall and Parnell (8 minutes).

– Ponsonby Railway Station via Queen Street and Beach Road (8 minutes).

– Mount Roskill G.P.O. via Queen Street (5 minutes).

– Onehunga G.P.O. via Town Hall (6 minutes).

– Westmere G.P.O. via Town Hall (8 minutes).

– Richmond Road Richmond Road (circular via Town Hall and Hobson Street) (15 minutes).

– Victoria Avenue Victoria Avenue (circular via Town Hall and Anzac Avenue) (30 minutes).

– Farmer’s Free Service (to and from Karangahape Road) (service as required).” [1: p88]

Epsom Tram Depot, Auckland, in 1922. This image appeared in the Municipal and Official Handbook of the City of Auckland, New Zealand in 1922, © Public Domain. [11]

“The depots are situated at Eden Park, Epsom, Gaunt Street and Herne Bay (now [in 1951] no longer a tram depot).

“These notes were compiled by the Overseas Editor from material sent by two members of the Australian Electric Traction Association, Messrs. G. C. Stewart and G. Cobham, both of Auckland, to whom grateful acknowledgement is made. The photographs are from Mr. G. C. Stewart’s collection.” [1: p88]

The tramway network in Auckland had about 5 years left before full closure at the end of 1956.

Trams in Auckland since 1956

MOTAT

MOTAT preserved what it could. We have already noted that No. 253 was preserved by the Museum.

MOTAT is located in Western Springs, Auckland and features large collections of civilian and military aircraft, trams, and technology, with live working exhibits. It operates two sites linked by a heritage tramway. Its collection includes a number of Auckland’s historic trams:

No. 11, 1902 Brush Electrical Engineering Co. Bogie saloon combination. In service.
No. 17, 1902 Brush Electrical Engineering Co. Bogie double-decker. Stored
No. 44, 1906 Auckland Electric Tramways Co. Open fronted, Single truck, Saloon. Operational
No. 89, 1909 DSC & Cousins & Cousins. 52-seat bogie saloon. Stored
No. 147, 1913 DSC & Cousins & Cousins. 52-seat bogie saloon. Stored
No. 203, 1926 DSC & Cousins & Cousins. 52-seat Art Deco car steel-sided car. Stored
No. 248, 1938 Auckland Transport Board’s Royal Oak Workshops. Electro Magnetic Braking Co. (EMB), L5 bogied Streamliner. Operational.
No. 253, 1940 Auckland Transport Board’s Royal Oak Workshops. Regenerative braking, L5 bogied Streamliner. Stored.

New Tramways and Trams

As of 2026, the only remaining light rail lines (tram lines) in Auckland are heritage tramways. Recently, Auckland has considered reintroducing light rail lines to replace some of its most heavily used bus routes. Many line proposals have involved reusing the routes of Auckland’s former tram system. [12]

In 2015 the city’s transport agency, Auckland Transport, proposed a new light rail network – with a focus on a line between the Auckland CBD and Auckland Airport. In subsequent years, various technology types and modes were proposed by local and central government – including traditional street tramways and light metro. The most recent plans, proposed by the Sixth Labour Government, would have seen the construction of a hybrid underground/surface route. However, that particular project was cancelled by the Sixth National Government in January 2024. [12]

“The City Centre-Māngere line was planned to run from Wynyard Quarter to Auckland Airport; via the Auckland CBD, University of Auckland, Kingsland railway station, Wesley, Mount Roskill, Onehunga and Māngere. There would have been be a total of 18 stops with trains running every five minutes. While the line between Wynyard Quarter and Mount Roskill would have been tunnelled, the rest of the network would have been a surface line running alongside State Highway 20.[32][33] As of 2025, Auckland Transport continues to include the corridor in its rapid transit plans, but lists City Centre-Māngere as ‘mode to be confirmed’.” [12]

References

The Tramways of Auckland; in The Modern Tramway Volume 14, No. 160, April 1951, p85-88.
https://en.wikipedia.org/wiki/1931_Hawke%27s_Bay_earthquake, accessed on 14th May 2026.
David Dowrick; Damage and intensities in the magnitude 7.8 1931 Hawke’s Bay, New Zealand, earthquake (PDF); New Zealand Society for Earthquake Engineering, September 1998, via: https://www.nzsee.org.nz/db/Bulletin/Archive/31(3)0139.pdf, accessed on 14th May 2026.
https://ahi.auckland.ac.nz/2023/05/25/the-good-old-trams, accessed on 14th May 2026.
https://www.reddit.com/r/newzealand/comments/7b09mm/extent_of_aucklands_historic_electric_tram, accessed on 14th May 2026.
https://en.wikipedia.org/wiki/Trams_in_New_Zealand, accessed on 14th May 2026.
https://www.facebook.com/share/p/1DTLpm8pWC, accessed on 15th May 2026.
https://commons.wikimedia.org/wiki/File:Lake_Takapuna_Tramway,_1911_ATLIB_286547.png, accessed on 15th May 2026.
https://www.motatsociety.org.nz/post/motat-s-queen-of-the-rails, accessed on 15th May 2026.
https://en.wikipedia.org/wiki/MOTAT_collections, accessed on 15th May 2026.
https://commons.wikimedia.org/wiki/File:Municipal_and_official_handbook_of_the_City_of_Auckland,_New_Zealand_%281922%29_%2814783938132%29.jpg, accessed on 15th May 2026.
https://en.wikipedia.org/wiki/Light_rail_in_Auckland, accessed on 15th May 2026.

The Modern Tramway – March 1951 – Tramways in Valencia

Leave a reply

Among other items of international news in the March 1951 issue of The Modern Tramway, was a short series of notes culled from the Spanish magazine, ‘Ferrocarriles y Tranvias’

The featured image for this article shows two different trams operating on the modern Tramway network in Valencia: a Series 3800 on the right and a Series 4200 on the left. [15]

The Modern Tramway reported:

“A recent issue of the Spanish monthly ‘Ferrocarriles y Tranvias’ contains interesting news from the town of Valencia. The Compañia de Tranvias y Ferrocarriles de Valencia [CTFV], which operates about 50 route miles of metre gauge tramways and some electric railways, has recently acquired certain Italian patents relating to articulated tramcars, and a start has been made in rebuilding the medium-age 4-wheel tramcars to articulated units with a suspended central unit, as in Rome and Milan. The two 4-wheel cars and the central section form a unit capable of transporting 120 who enter by the rear platform and leave by the centre or front: all entrances/exits are provided with power-operated folding doors, worked by the driver and conductor from their respective seats. These unidirectional articulated sets are numbered from 501 upwards, and are intended for service on certain town routes such as the recently extended Ruzafa-Mislata line, where the curves and restricted clearances in the city centre prevent the use of the modern 400-class bogie cars. These also deserve mention: they have been constructed locally, some of them since 1946, and are single-ended, with doors on one side only: some, however, have the doors on the left, ie. off-side, and others on the right, as usual on the Continent. The explanation is that the former batch of cars are used on Valencia’s circular route No. 5, which is provided throughout with central loading islands placed between the tracks. We believe this is the only case of its kind; Brussels has some centre islands, as did Manchester at one point, but in these cases the cars are (or were) running on the ‘wrong’ side of the road, against the traffic whereas the Valencia cars are on their correct side of the road.” [1: p66-67]

Valencia Tramways No. 402 which was constructed by the S.A. Industrial de Construcciones Moviles de Valencia, and placed in service in 1949. These cars have forward exits, © Finezas, Valencia, Public Domain. [1: p45]

“The following remarks by the Secretary of the Company about the Valencia tramways in general are quoted in translation from the source of the above information, an article in the November [1950] issue of ‘Ferrocarriles y Tranvias (Madrid):

“‘The tramway service in Valencia is well appreciated, but the enormous extension of the city obliges us to maintain an intense and at the same time not too costly service. Thus we have lines worked with motor cars hauling two trailers. A service of buses or trolleybuses in Valencia would be a very costly innovation if we provided all the units necessary to transport the enormous mass of passengers who travel by our routes, and we should be confronted with the problem of the impossible amortisation of capital or by an extraordinary elevation of fares which the public could not support’.” [1: p67]

The notes refer to the articulated tram sets being numbered from 501 upwards. The CTFV Type 500 refers to vintage articulated ‘two rooms and a bath’ trams, which were formerly used in Valencia’s historic tram network. These articulated vehicles, created by joining two older trams with a floating section, represented a significant phase in the city’s transport history before the modern Metrovalencia system was established. These modified teams were in service by 1950. One of them is illustrated below. [2]

A colourised version of an image from 1950 of a CTFV Type 500 articulated tram running through Valencia’s old tramway network in 1950. Original photograph, © Public Domain. [2]

Valencia’s Tramways since 1950

Valencia’s traditional tram network operated until 20th June 1970, when it was gradually displaced by car and bus traffic. [3]

In 1994, the metro and tram network operating today started as a development of the local suburban railway that remained after the liquidation of the tram network. That suburban railway was metre-gauge and as a result the new system was also metre-gauge. The metro and the tram network in Valencia are essentially one system and they are operated by one company, with tram lines serving as extensions of the metro. The metro draws power from overhead lines. [3]

In Valencia, lines numbered 1, 3, 5, 7, and 9 are the metro. Those numbered 4, 6, 8, and 10 are tramways. The trams are uniform, red, and clean, without advertisements. They are generally comfortable but relatively nondescript. [3]

Before the foundation of the Ferrocarrils de la Generalitat Valenciana (FGV), the narrow-gauge rail network in Valencia was a classic suburban network, which had a great deal of importance in the metropolitan area but very little influence in strictly urban traffic movements. [4]

“The Metrovalencia network traces its origins to the Trenet de València (ca; es) system of narrow-gauge interurban railways, of which its first section, built by the Valencian Tramway Society (Spanish: Sociedad Valenciana de Tranvías) was opened in 1888 between Valencia (near the Pont de Fusta, or Fusta Bridge) and Llíria. Several further extensions of the Trenet were later built between 1891 and 1912. In 1917, both the Valencian Tramway Corporation and the Compagnie Génerale des Tramways de Valence (Espagne) Société Lyonnaise (es) were merged into a single company called the Valencia Tram and Rail Company (Spanish: Compañía de Tranvías y Ferrocarriles de Valencia). After years of losses, the rail operations of CTFV were finally acquired by FEVE in 1964.” [5]

In October 1988, the first underground section of the network, which was 7 kilometres long, was opened and connected the suburban lines of Llíria, Bétera and Rafelbunyol to the north of the city and with the Villanueva de Castellón line to the south. [4][5]

The network of tramways and the Metro in Valencia. A more interactive version of the map which can be significantly enlarged can be found here. [5]

In May 1994, the first ‘tranvia’ in the system, Line 4, opened. Valencia was the first city in Spain to use this mode of transport in the modern era … Initially, the line was 9.7 kilometres (6.0 miles) long and had 21 stations. The line connected the suburban lines with high demand zones such as the Polytechnic University, the new university campus, and the Malvarrosa Beach, replacing the former line from Empalme to El Grau. [4][5]

“In May 1995, Line 3 was created via a new tunnel from El Palmaret in Alboraria to Alameda. The extension reused an existing railway line from Pont de Fusta to Rafelbunyol, of which part was scrapped (between Pont de Fusta – Sant Llorenç – El Palmaret). The remainder was switched from 750 V to 1500 V.” [5]

“Further alterations followed five years later. On 16th September 1998, Line 2 was merged with Line 1, and Line 3 was extended from Alameda to Avinguda del Cid in the west with a branch to Torrent in the south (with some trains only going as far as Jesús). Then, in May 1999, Line 3 was extended again from Avinguda del Cid to Mislata-Almassil.” [5]

“In April 2003, Line 5 was opened, taking over the Torrent branch of Line 3 together with a newly constructed 2.3-kilometre (1.4 miles) branch from Alameda to Ayora. … One year later, Lines 1 and 5 were extended from Torrent to Torrent Avinguda, a distance of 2.3 kilometres (1.4 miles). … On 3rd October 2005, an infill station between Colón and Jesús was opened on Line 5 with a connection to València-Nord. Additionally, Line 4 was extended to Mas del Rosari, and on 20th December to Lloma Llarga-Terramelar.” [5]

“Later, on 2nd April 2007, Line 5 was extended eastward to Marítim … This station allows transfers to a tram operating to the port at Neptú station … which was originally listed only as an extension of Line 5. Simultaneously, Line 5 was extended west with Line 3 to a new station at the Valencia Airport.” [5]

“In [September/]October [of the same year] the first phase of the Orbital Tram (Line 6) starts offering service. It is 9.2 kilometres long and covers the route between the Tossal del Rei Plaza and the Marítim-Serrería station. … This first phase of [Line 6] travels through the Torrefiel and Orriols neighbourhoods along a new 2.45 kilometres long tramway stretch until it connects with Line 4 on Almazora Street. From here on it [follows] Line 4 until the loop at Dr. Lluch, where it continues onto the Line 5 tramway stretch and comes to an end at the Maritím-Serrería station.” [4]

“On 12th December 2010, two overground stations on Line 3, Alboraya and Palmaret, were replaced by new subterranean stations: Alboraia Peris Aragó and Alboraia – Palmaret, respectively. Additionally, on Line 1, Jesús was renamed Joaquin Sorolla, while the Hospital station was renamed Safranar.” [4][5]

“On 6th March 2015, a 4-station spur from Rosas to Riba-roja de Túria was opened as Line 9. This followed the path of a regional train line, which had been closed in 2005. [5][6]

“In April 2015, the metro map was redrawn with several of the branches split into separate lines, increasing the number of lines to 9.” [5][7]

“On 1st February 2022, the number of fare zones was reduced from four to two, as part of a reduction in ticket prices, with a supplemental fare applying to Aeroport station.” [5][8]

The names of 21 stations were changed to make the names more readily identifiable, to adapt them to the urban changes in their areas, and to promote ‘linguistic normalisation’ (favouring Valencian language names rather than Spanish language ones.). [9][10] The changes took effect alongside other changes made in preparation for the opening of the new tram Line 10, [11] which opened for service on 17th May 2022. [5][12]

After 2022, modernization plans included reduced fare zones and continuing 50% discounts until 30th June 2026. Plans included construction of two new lines – lines 11 and 12, to connect the city centre with the seafront, Malilla, and La Fe Hospital. These were included in an €839 million investment plan was announced for 2026-2030, covering modernization, new trains, and infrastructure improvements. [13]

The Modern Metro and Tram Fleet

3900 Series Metro Units: generally no longer in use, gradually being decommissioned.

Metro trains series 3900 in store out of service at Valencia Sud in 2016. The trains were built in 1995, with elements added in 2001, © Urban Transport Magazine. [15]

4300 Series Metro Units: Active on metro lines (1, 2, 3, 5, 7, 9).

A 4300 series unit No. 4336 in operation on the Metro at an underground station. [16]

3800 Series Trams (Siemens-Düwag UT-3800) are high-floor vehicles that introduced modern tram service to Valencia in 1994, operating on Metrovalencia’s Line 4. Built between 1993 and 1998, the 25-unit fleet underwent a major, €8 million ‘half-life’ overhaul starting in 2014 to extend their service life with modern safety and comfort updates. [17]

A Siemens 3800 series tram – No. 3808 – in the maintenance workshop. These trams were the pioneers of the modern tram network in Valencia, with a single-cab design and a ‘viewing platform’ at the other end. [18]

Another Siemens 3800 series tram – No. 3809 – in service in Valencia. [19]

4200 Series Trams (Bombardier): Modern low-floor trams operating on the tram network (Lines 4, 6, 8, 10).

A 4200 Series Tram – No. 4224 – on the streets of Valencia. © Marcos Vives Del Sol and licenced for reuse under a Creative Commons licence (CC BY-NC-SA 2.0). [20]

Future Rolling Stock

In 2026, Metrovalencia is undergoing a major modernization, integrating 22 new Stadler Rail Tramlink LRVs (16 for Valencia, 6 for Alicante) into its network, with deliveries occurring through 2028. These 45-metre-long, low-floor trams offer increased capacity and enhanced accessibility. The network is also upgrading infrastructure and renewing its passenger information systems. [14]

Stadler and FGV have signed a contract for the supply of 16 modern TRAMLINK low floor trams with the possibility of extending the order by a further 12 vehicles, in two batches of six units. The contract value amounts to €84.3 million. The lead time for the production of the 16 units has been set at 32 months. … The new 4 500 series trams for FGV will be designed and manufactured by the Stadler plant in Albuixech. The units will be incorporated into the fleet of Metrovalencia and TRAM d’Alacant, to cover the needs arising from the expansion projects planned in the coming years. [14]

Devastation caused by Storm Dana in October 2024

Finally, we should note that the Valencia Metro and Tram networks were, in May 2025, still recovering from the devastation caused by Storm Dana in October 2024. [15]

As of April 2026, the operational base and command centre at València Sud — which was entirely wiped out by the initial floods — was undergoing permanent €50 million rehabilitation works covering tracks, offices, workshops, and intermodal systems. Work was close to completion. [21]

References

Tramway Progress in Valencia; in The Modern Tramway, Volume 14, No. 159, p66-67.
https://www.reddit.com/r/Trams/comments/zghbbf/ctfv_type_500_articulated_tram_running_through, accessed on 13th May 2026.
https://www.facebook.com/share/p/1LF45QzeTi, accessed on 13th May 2026.
https://www.fgv.es/conoce-fgv/fgv-en-cifras/metrovalencia-en-cifras/metrovalencia-historical-evolution/?lang=en, accessed on 13th May 2026.
https://en.wikipedia.org/wiki/Metrovalencia, accessed on 13th May 2026.
La línea de metro a Ribarroja entrará en servicio el 6 de marzo (in Spanish); in Las Provincias, 2nd March 2015; via: https://www.lasprovincias.es/comunitat/201503/01/linea-metro-riba-roja-20150301120158.html, accessed on 14th May 2026.
Así serán las nuevas líneas de Metrovalencia (in Spanish); in ABC, 27 November 2014; via: https://www.abc.es/local-comunidad-valenciana/20141126/abci-nuevas-lineas-metro-201411261611.html, accessed on 14th May 2026.
El Metro de Valencia tendrá solo dos zonas tarifarias a partir de enero de 2022 [Metrovalencia will only have 2 fare zones after January 2022]; in ABC, 30th November 2021; via: https://www.abc.es/espana/comunidad-valenciana/abci-metro-valencia-tendra-solo-zonas-tarifarias-partir-enero-2022-202111301839_noticia.html, accessed on 14th May 2026.
La Generalitat suprime el castellano en todas las paradas del Metro de Valencia y elimina la del Rey Juan Carlos [The Generalitat abolishes Spanish at all stops on Valencia Metro and eliminates the King Juan Carlos name]; in ABC, 2nd December 2021; via: https://www.lasprovincias.es/comunitat/generalitat-retira-castellano-20211202001545-ntvo.html, accessed on 14th May 2026.
La Generalitat retira el castellano y el nombre de Juan Carlos I en el metro [The Generalitat removes Spanish and the name of Juan Carlos I from the metro]; in Las Provincias, 2nd December 2021; via: https://www.lasprovincias.es/comunitat/generalitat-retira-castellano-20211202001545-ntvo.html, accessed on 14th May 2026.
Las 21 estaciones y paradas de Metrovalencia que cambian de nombre [The 21 Metrovalencia stations that will change their name]; in Las Provincias, 1st December 2021; via: https://www.lasprovincias.es/valencia-ciudad/estaciones-paradas-metrovalencia-20211201192627-nt.html, accessed on 14th May 2026.
Valencia celebrates with new line 10; in Tramways & Urban Transit. No. 1015, Mainspring Enterprises Ltd, UK, July 2022. p. 244.
https://www.seetaoe.com/details/252082.html, accessed on 14th May 2026.
https://www.rail-suppliers.com/stadler-to-supply-the-new-trams-in-alicante-and-valencia, accessed on 14th May 2026.
https://www.urban-transport-magazine.com/en/valencia-the-current-situation-of-the-public-transport-network-after-the-devastating-floods, dated 2nd May 2025, accessed on 14th May 2026.
https://www.valencia-cityguide.com/tourism/transport/metro.html, accessed on 14th May 2026.
https://railuk.com/rail-news/trams-in-valencia-undergo-half-life-overhaul, accessed on 14th May 2026.
https://www.reddit.com/r/Trams/comments/1px9xw1/tram_maintenance_workshop_valencia_spain, accessed on 14th May 2026.
https://experiencesvalencia.com/las-esfinges-del-pont-de-fusta-en-valencia, accessed on 14th May 2026
https://lepetitjournal.com/valence/metros-trams-communaute-valencienne-gratuits-dimanche-3-mois-336542, accessed on 14th May 2026.
https://diarivalencia.cat/en/l-horta-de-valencia/general/metrovalencia-finalizes-reconstruction-of-its-valencia-sud-headquarters-after-dana, accessed on 14th May 2026.

The Modern Tramway – March 1951 – Glasgow Tramways Fare System

Leave a reply

The March 1951 issue of The Modern Tramway included an article about Glasgow Tramways Fare System, written by F. James Mayhew. [1]

The featured image for this article shows a hold up on tram movements on Sauchiehall Street and Renfield Street in 1951. In front of a queue of trams, a service car is at work tending to the overhead cable(s), © Public Domain. [3]

The article is interesting even if just for an insight into the relative value of money in 1951 compared to 2026.

In 2026, an adult single bus fare for a 5-mile journey in Glasgow is typically between £2.90 to £3.25. Using First Bus Tap On Tap Off (contactless), a 4–5 mile journey is listed at £2.90, while a standard on-bus ticket can be higher. Prices vary between operators, with First Bus and McGill’s being the primary carriers.

Back in 1951, a 5 mile journey on Glasgow’s trams would set you back 3d, about 1.25p.

£1 in 1951 is equivalent in purchasing power to approximately £40.77 in early 2026, according to the UK Inflation Calculator, [2] 1.25p on the general inflation index would, in 2026, be worth about 51p. This means that when general inflation is taken into account, today’s traveller on public transport is paying the equivalent of around 6 times as much as a traveller on Glasgow’s trams at the start of the 1950s!

F. J. Mayhew wrote:

“In 1872, the first tramway route was opened between St. George’s Cross and Eglinton Toll on which the through fare was 2d. with a 1d. stage from either end to the top of Union Street. On the steam tramway between Paisley Road Toll and Govan the fare inside was 2d. but it was only 1d. on the top, with the doubtful pleasure of cinders and smoke.

“When Glasgow Corporation took over the tramways from the Glasgow Tramways & Omnibus Company and commenced operating in 1894, the fares were soon reduced and were extremely reasonable. The following examples are taken from the 1914 list: for [a half-penny] one could travel 1.15 miles or 2 stages, a penny fare doubled the distance, 1.5d. fare carried you 3.75 miles, and the fares increased by [a half-penny] for every 2 stages right up to a fare of 7d. for 14.48 miles.

“After the first world war the fares were revised with a minimum of Id. for 2 stages and rising by [a half-penny] every two stages. The Corporation issued a 1d. token which cost 9d. [per] dozen and entitled one to travel 2 stages, and it was a very useful concession.

“In 1926, owing to severe competition by private buses the Corporation took the drastic action of introducing a maximum fare of 2d. on 1st July, 1926, for any distance, so that there were only three fares in operation, 1d. for 2 stages, 1.5d. for 4 stages, 2d. over 4 stages, and these fares applied all day without restriction. It was an immediate success and the trams were packed to capacity. This is the nearest to a simple system of fare collection ever tried out in Glasgow. The maximum of 2d. was not a mere experiment as it lasted for 5 years and on 31st January, 1932, the maximum was increased to 2.5d. with a new fare of 2d. covering 8 stages. This new maximum lasted till the commencement of the second world war when the new maximum was 3d.

“The rising costs of war years and after have made various alterations necessary. and the maximum was fixed at 4d. for over 10 stages and decreasing by [a half-penny] for every two stages down to the minimum fare of Id. for two stages. A popular fare of 1.5d. for 4 stages was an early casualty as it was first reduced to 3 stages and then abolished altogether.

“On 31st December, 1950, Glasgow Corporation abolished the 1d. ticket which has been the backbone of the fare system with the exception of two periods when a [half-penny] fare was in operation. The scale today is 2 stages 1.5d., 3 stages 2d., 6 stages 2.5d., 9 stages 3d., and over 9 stages 4d.

“In Glasgow, the fare system did not allow of concessions to workers at special rates as the whole scale of fares was very low. The same scale of fares applied to all routes, without the annoying exceptions some cities have for various routes and this has contributed in no small measure to the esteem in which the tramways are held by the travelling public. …

“All stages are clearly marked by the sign ‘Fare Stage’ painted red and by a red band on the pole; a small plate is fastened to the sign indicating the number of the stage. The stages are so numbered that where services converge together in the city the same number applies to the fare stage for all services. In the case of circular services or services not proceeding through the city centre, the stage numbers are apt to vary from the through routes. It is interesting to know that No. 1 stage is at Renfrew Ferry, as trams could run through from there to Milngavie, via Paisley, Barrhead, Shawlands, Glasgow, Hillfoot, and the stage number at Milngavie terminus is No. 41, a distance of 22.73 miles. Unfortunately, this through route has been severed between Paisley and Barrhead at Glenfield a short time ago. The stages in the city centre run between numbers 25 and 30 and either decrease in the east and south routes or increase in the west and north routes. The stage numbers are shown against the appropriate names of streets which are shown on the fare lists inside the trams on both decks and the fare between any two points can be very easily ascertained.

“Prior to the second world war 6d. evening tourist tram tickets were available on all tram services from 5 p.m. to midnight on any weekday, and on Sundays a 1s. ticket all day took in the bus services and underground as well. In 1950, an experimental 1.5d. voucher was issued for use between 10 a.m. and noon and 2.30 p.m. and 4.30 p.m. for any distance, valid from Monday to Friday, to encourage travel at off-peak periods. This was withdrawn after a six months trial, but a new 2d. voucher is to be introduced shortly for any distance, from Monday to Friday, between 10 a.m. and noon and 2.30 p.m. and 4 p.m. Thus the 2d. maximum fare returns after twenty years although restricted to set times.

The Transport Committee are investigating the collection of fares so as to minimise the considerable loss caused through uncollected fares every day. The red box is fitted to all trams on the platforms to allow passengers to pay their uncollected fares when leaving the tram, but unfortunately many citizens fail to realise that by not placing their uncollected fares in the boxes they are injuring their own transport system.” [1: p60-61]

In 1951, Glasgow’s extensive tram network was still a dominant, well-loved, and bustling part of city life, despite a report in October of that year signaling its eventual decline. There were sleek, new-looking trams on routes like the Service 14 to Speirsbridge and busy, often crowded, scenes in central areas such as Renfield Street and Paisley Road. [3]

Glasgow Corporation Tramways were heavily used and, in 1951, remained an essential, iconic part of the city’s transport infrastructure, even as city officials began planning for their replacement. [3]

Although the system was in the early stages of a phased transition towards buses, it still operated a vast network, including high-traffic routes like the ‘Goldmine’ service.

Photographer Peter Mitchell captured over a thousand images of the city’s trams during this period (1951-1962), showcasing Standards, Coronations, and Cunarders in operation. [4]

Glasgow Standard Tramcar in the Riverside Museum, Glasgow in 2912, © Kim Traynor and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [5]

Tramcars in service also included in operation also included the ‘Kilmarnock bogies’ (built 1927/28). These trams were a batch of 50 maximum-traction, eight-wheeled trams (Nos. 1091–1140) featuring bogies supplied by the Ayrshire-based Kilmarnock Engineering Company. Though technologically advanced with wider interiors, they were prone to derailing on tight curves and were restricted to flatter, straighter east-west routes. [6]

References

F. J. Mayhew; Glasgow Tramways Fare System; in The Modern Tramway, Volume 14, No. 159, March 1951, p60-61.
https://www.in2013dollars.com/uk/inflation, accessed on 13th May 2026.
https://www.heraldscotland.com/opinion/18248444.days—glasgow-trams-1951-1962, accessed on 13th May 2026.
Hugh McAulay & Charlie Loarridge; Around the Glasgow Tramway System with Peter Mitchell; Adam Gordon Publishing, Brora, Sutherland, 2022.
https://commons.wikimedia.org/wiki/File:Glasgow_tramcar.JPG, accessed on 13th May 2026.
https://tramway.co.uk/collections/trams/glasgow-corporation-no-1115, accessed on 13th May 2926.

The Modern Tramway – February 1951 – Traction Motor Trends in 1951 – and beyond

Leave a reply

The featured image for this article is a line drawing of a drive system from a Hamburg Metro Car, an SKF DT4. [5] … AC traction motors (commonly induction motors) are the standard for modern trams, replacing older DC motors to provide higher efficiency, better reliability, and reduced maintenance. These motors, often running at 60–200 kW, power the bogies and enable regenerative braking to feed energy back into the overhead line. They are controlled by variable-frequency inverters for smooth acceleration.

The Modern Tramway of February 1951 carried an article by ‘Eltee’ entitled ‘Traction Motor Trends’ about the recent changes in electric motors in trams. [1: p33-34]

“The present trend towards the use of lightweight high-speed electric motors for traction purposes, a trend exemplified at its best by the motors used in in the P.C.C. cars in America, and those of similar design now being introduced at Blackpool and and Glasgow and on the Continent, justifiably prompts the query as to why motors were not, in the past, built as they are today. There are actually several reasons for this, some highly technical, but one of the more important is that the need for efficient ventilation of motors was not sufficiently appreciated in the early days.

“When a motor is running and current is passing through its conductors these conductors are heated by the passage of current, just as are the conductors of an electric stove though much less so. The power represented by this heat is lost to the motor, and called the ‘copper loss’. Another source of loss is the rotation of the armature in the motor magnetic field; the alternating magnetism through the armature caused by its rotation brings about power losses in armature iron, which also appear as heat. In running, then, the motor gets heated, and if there were no means of dissipating this heat the motor would get hotter and hotter until something melted.

“In practice this does not happen, as the motor casing is in contact with the air around it, and when the casing is hot it loses heat to this air, doing so all the more readily when the car it is driving is moving and there is a certain amount of draught. Many years ago this was the only way of cooling the tramway motor, hence a large motor had to be used simply to ensure that there was enough casing area to dissipate the heat generated. Some additional armature cooling was given by the provision of axial ducts in the armature, aided by a few radial ducts. In this way some slight fanning action was given by the moving armature, swirling the air in the motor casing and conveying the heat from the armature more readily to the outside casing for dissipation into the atmosphere.

“A later development introduced what is now known as ‘series ventilation’, the self-ventilated motor being introduced about 1910. In such a motor a fan is mounted on the non-commutator end of the armature, and two sets of openings are made in the same end of the motor casing. The fan draws air through the armature axial ducts when the motor is running and expels it through one of the casing openings; this assists to keep the armature cool. This air, in the first place, is drawn in through the other set of openings and over the field coils before turning round and entering the armature ducts; in this way the field also is kept cool, but the ventilation of the armature suffers because the air is already somewhat warmed by its passage over the field coils.

“A further development, common from about 1920 onwards, is known as ‘parallel ventilation’, in which there are two parallel air streams through the motor. A twin fan is fitted to the non-commutator end of the armature, and openings made in both ends of the motor casing. The fan draws a stream of cool air over the commutator, round the armature surface and over the field coils before expelling it. The other half of the fan draws an air stream under the commutator and through the armature axial ducts, thus keeping the interior of the armature cool and dissipating most of the iron losses effectively.

“With a motor as efficiently ventilated as this it is possible to ‘force’ the motor more without its getting too hot; that is, in more technical language, a motor can have a higher rated power. Consideration of the above method of ventilation readily shows that if the motor armature rotates more quickly the attached fan will draw more air through it, ventilate it even more thoroughly, and permit even more ‘forcing’ by the passage of greater currents. This, in essence, explains the present trend towards motors of high rotational speed; the efficient ventilation possible on such motors permits more power to be passed through them than through motors of similar size with less effective ventilation.

“The above being understood, two further points are worthy of emphasis. One is that the greatest losses occur in a motor when it is starting and running slowly; the best ventilation occurs when it is running quickly. Cars on a town route will thus need bigger motors than similar cars on an interurban route on which there is a lot of free running, providing their maximum speeds are equal. The second point is that, if motors have been used on a service on which their capabilities are being fully employed the gear ratio must not be altered, because, although the speed of the cars can thereby be improved, such a measure will not only increase the currents passed through the motor (for more power will be required from the motor) but will also decrease the average speed of rotation of the motor. resulting increased “losses” and impaired ventilation will both tend to raise the operating temperature of the motor. and so reduce its life, unless it was known that hitherto it had been used well below its capacity and was operating at relatively low temperatures.” [1: p33-34]

Since ‘Eltee’ was writing at the beginning of the 1950s, much has changed!

Improvements in the ventilation of tramcar electric motors since 1950 have centred on a move away from traditional forced-air cooling in direct current (DC) motors to advanced, sealed, and integrated systems used with modern AC traction, enhancing reliability and reducing maintenance. [2][3]

Modern three-phase AC motors allow for lighter, more compact, and more powerful motors. These motors are often less sensitive to heat and easier to cool than older designs. [2][3]

Modern tram design integrates motors directly into the bogies, with ventilation systems designed as part of the overall low-floor, compact carriage architecture, ensuring better cooling airflow in restricted spaces. [3]

Many modern motors are now completely enclosed, utilizing improved heat sinking and specialized cooling fan designs rather than drawing in outside air, reducing the impact of dust and water on electrical components. [2][3]

The use of GTO-inverters and modern power electronics reduces motor heat generation compared to older resistor-controlled DC motors, reducing the load on ventilation systems. [2][3]

Improved insulation materials allow motors to operate safely at higher temperatures, reducing the strain on the cooling systems and improving longevity. [2][3]

Modern electric trams utilize motors to generate electricity during braking, returning power to the grid or charging on-board batteries/supercapacitors. The use of battery-power and on-board storage can allow trams to pass through city centres or other sensitive areas without overhead wires. [3][4]

Electric motors are ideal for rapid urban transport because their higher torque at low speeds allows speedy departures from stops on a network. It also allows tramcars to handle hilly terrain better than internal combustion engines.

Electric motors are roughly 90% efficient at converting energy into motion. In contrast, diesel engines lose about 60-70% of fuel energy as heat. [4]

Additionally, unlike internal combustion engined vehicles that consume fuel while stopped, electric trams use virtually no power when stationary. [4]

AC motors have been shown to improve reliability and decrease downtime compared to traditional DC motors. But they have significantly lower maintenance needs than internal combustion engines, having far fewer moving parts and not needing oil changes, spark plugs, filters, and complex exhaust systems. The high torque of electric motors at low speeds eliminates the need for heavy, expensive multi-stage gearboxes common in internal combustion engined vehicles. [4]

Trams typically have a service life of about 30 years, roughly double that of diesel-powered buses. They typically produce no local pollutants like nitrogen oxides or particulates, which is critical for city air quality and meeting climate targets. Electric propulsion is significantly quieter than internal combustion engines, reducing noise pollution in densely populated areas. In addition, electricity can be generated from various sources, including renewable energy (wind, solar, hydro), making the system future-proof as the power grid decarbonizes. [4]

Increasingly in an urban environment public transport is heading underground. Because they emit no exhaust fumes, electric trams can safely operate in tunnels and underground stations where diesel engines cannot.

Internal flexibility is increased as the need for bulky and heavy engines and fuel tanks is eliminated. The net gain is a more friendly user experience, faster loading and unloading at stops and increased passenger capacity. [4]

It is not surprising that many cities around the UK, and across the world, are seeking to reintroduce trams and to increase the size of their networks.

References

‘Eltee’; Traction Motor Trends; in The Modern Tramway Volume 14 No. 158; The Tramway and Light Railway League, February 1951, p33-34.
https://en.wikipedia.org/wiki/Electric_locomotive, accessed on 12th May 2026.
https://en.wikipedia.org/wiki/History_of_trams, accessed on 12th May 2026.
https://medium.com/@blaisekelly/why-trams-are-cheaper-than-buses-6d929192624a, accessed on 12th May 2026.
https://evolution.skf.com/new-drive-systems-for-mass-transit, accessed on 12th May 2026.

Modern Tramway February 1951 – New Tramcars for the Brno Tramways in 1950/51

Leave a reply

The featured image for this article is Brno Tramways No. 131 with Trailer No. 310, which early in 1951 was newly delivered to Brno. [1: p21]

Gerald Deuce reported in February 1951 on a series of new tramcars being delivered to Brno in what is now the Czech Republic. [1: p25-26]

He writes that these tramcars:

“are uni-directional single truck motor-cars with trailers of similar design and are intended for PAYE [Pay As You Enter] operation with the entrance at the rear. All the doors except the leading set of the motor-car, are under the control of the respective conductor.

“The cars are heated by electric radiators fitted under the transverse seats, and lighted by a fluorescent tube strip along the ceiling.

“Brno is the capital of Moravia and has a population of just over 273,000. It is situated about 130 miles south-east of Prague, and is the centre of the Czechoslovak textile industry and an important tourist centre.” [1: p25]

Their ‘vital statistics’ were: ….

In this table, the first column of figures relates to the motorcar the second column of figures relates to the trailer. [1: p25]

As far as I can tell the trams introduced in 1950/51 in Brno were KPS Brno 4MT trams and the trailer is a vv4 trailer car. Deuce does not give full details. [1: p25]

In 1950, the Královopolská strojírna plant in Brno manufactured new tram cars, including the KPS Brno 4MT2 motor tram and a vv4 trailer, which served the city. This period focused on modernizing existing infrastructure, with four-axle T-series trams and K-series cars introduced during the 1950s/60s. The KPS Brno 4MT2 tram, manufactured in 1950, was later used in the 1970s by the Technical Museum. [9]

Deuce continues:

“The tramway system is of standard gauge, the lines all rising from the railway station, near the centre of the town, with a total route mileage of about 23. The main depot and workshops are at Pisarky, approached by a long sleeper-track section. This line also serves the exhibition grounds, where there is a special four-track layout. There is an interurban line to Lisen, 5.2 miles long and nearly all on private right-of-way; most of this line is single-track with passing loops, with automatic colour-light signals.

“Services operated are as follows:

1 & 6 Pisarky – Reckovice.
2 & 8 Horno Herspice – Zidenice.
3 & 7 Obrany – Bystrc.
4 Komarov – Masarykova ctvrt.
5 Julianov – Stefanikova ctvrt.
9 Julianov – Cerna pole..
10 Nove Sady – Lisen (interurban).

“The higher number indicated against the first three services refers to a short working over the central portion of the route. Services 5 and 9 run together for most of the distance. Frequent services with trailers are operated on all routes. The through trains on the Lisen line usually consist of a motor-car and two trailers, and run at intervals varying between 15 and 40 minutes; there are additional short workings.

“There is a flat fare of 2kcs. 50h.” [1: p26]

This photo depicts a passing place on the tram line between Brno and Lisen in the Czech Republic. The image shows pre-war rolling stock in operation, © Gerald Deuce, Public Domain. [1: p26]

“The Brno tramway network (Czech: Tramvajová doprava v Brně, simply Tramvaje v Brně) was the first network of its kind to be put into operation in what is now known as the Czech Republic with its horse tram lines dating back to 1869. [In the 21st century], Brno is the second largest city in the Czech Republic, after Prague, and its tram network is also the second largest in the country.” [5]

At different times, three different modes of propulsion were used on the network: from 1869, horse-power was in use; from 1884, steam-power was in use; and from 1900 electric trams were introduced. [5]

Brno hosts a tram parade in June each year. The three images below come from that parade: ….

Traditional Horse Tram in Brno Tram Parade, 2006, © Aktron/Wikipedia Commons and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [6]

Traditional Steam Tram, in Brno Tram Parade, 2006, © Aktron/Wikipedia Commons and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [7]

Early Electric Tram in Brno Tram Parade, 2009, © Harold and licenced for reuse under a Creative Commons licence, (CC BY-SA 2.5). [8]

These next paragraphs come from a webpage written in 1998/99 by Richard Bilek from the Czech Republic, who died in 2001 (R.I.P.). Translated from Czech, that have in places been paraphrased to read more easily. They are a ‘snapshot’ of the tramway network in Brno in 1998/1999 and a potted history of developments from the 1950s to the late 1990s. [2]

“In 1951, Brno had 62 km of network. In 1948, the last two-axle tramcars from Zbrojovka Zidenice were delivered. In the 50s, the city renewed their tramcars with new progressive tramcars of class T2. 94 tramcars of this type were delivered till 1961. No T1 type tramcars were purchased by the city.

“In 1963 new tramcars of T3 arrived. The city wanted tramcars with bigger capacity. Tatra Works developed articulated tramways of type K2 in the mid of 60s. First prototypes were tested here in 1965, and between 1966 and 1977, the City purchased 132 tramcars of this type, so they operated the largest fleet of K2 tramcars in the Czech Republic. These tramcars were still most typical for Brno at the end of the 20th century.

“All Czech cities except Brno at the end of 60s shortened their network at the end of the 1960s. Brno was the only city with uninterruptable expansion of track after WW2 through until the turn of the 21st century. New housing estates in Brno also were connected with the tramway and later, with trolleybuses. The last major expansion, a new line, was opened in 1989, a further short connection line was opened in 1994. An additional 2.2 km was under construction in 1998/1999. The city purchased new KT8D5 tramcars at the turn of the 21st century, 28 cars entered service. Further renewals were also planned – T6B5 type. and low-floor tramways of RT6N1 type.

“The city was operating the following tramcars just prior to the turn of the 21st century:

1470+1462 Last units of T2 tramcars of T2 type. These two vehicles were due to be scrapped in 1998.
1495..1668 Tramcars of T3 or T3SUCS. Mostly in service
1001..1132 Articulated tramways of K2. 126 still in service
1701..1728 KT8D5 Tramcars. One withdrawn after an accident
1201..1220 New T6B5 tramcars, delivered 1995 and 1996
1729..1735 KT8 tramcars with low-floor mid section
1801-1804 RT6 low floor tramcars

“The city also sought to renew these old tramcars:

“Tramcar T3 no.1615 was rebuilt in 1993-1994 to new type T3MB with new body, renewed electricity, etc. There was a hope to rebuild approx. 70 tramcars to this state, but only 11 had been renewed by the end of 1997.

“Also, K2 tramcars were intended for renewal in this way. First prototype was rebuilt in Pars DMN Sumperk works (small city approx. 120 km norhtern from Brno) and was placed in service in Brno. An additional batch of 6 similar tramcars was renewed later.

“There were plans to order new KT8 tramcars (for a new line to Lisen). They were due to be delivered with a low-floor middle section in 1998/1999.” [2]

The Modern Tram Network

As we have already noted, Brno is the second largest city in the Czech Republic, after Prague, and its tram network is also the second largest in the country.

Scribble Map of Brno’s 21st century tram network on OpenStreetMap.com base map. Follow this link to the interactive map. [3]

The urbanrail.net webpage has a more detailed map and plenty of images of trams in service on the network. [4]

The Brno tram system comprises 12 lines, with a total operational track length of 139 kilometres (86 miles) and a total route length of 70.4 kilometres (43.7 miles). The lines not only serve the urban area, but also lead to the neighboring town of Modřice located south of Brno. Before construction began on the final leg of the extension in 2008, the entire network was made up of 69.7 km of track. [5][9]

Further details of the modern network and the trams in service in the mid-21st century can be found here. [5]

References

Gerald Deuce; New Cars for the Brno Tramways; in The Modern Tramway, Volume 14, No. 158; The Light Railway Transport League, February 1951, p25-26.
https://tram.rusign.com/cz/br-tr-e.htm, accessed on 12th May 2026.
https://www.scribblemaps.com/maps/view/Brno_Tram/BrnoTram, accessed on 12th May 2026.
https://www.urbanrail.net/eu/cz/brno/brno.htm, accessed on 12th May 2026.
https://en.wikipedia.org/wiki/Trams_in_Brno, accessed on 12th May 2026.
https://commons.wikimedia.org/wiki/File:Brno,_Brno_M%C4%9Bsto,_historick%C3%A1_ko%C5%88sk%C3%A1_tramvaj.jpg, accessed on 12th May 2026.
https://commons.wikimedia.org/wiki/File:Brno,_Moravsk%C3%A9_n%C3%A1m%C4%9Bst%C3%AD,_parn%C3%AD_tramvaj_II.jpg, accessed on 12th May 2026.
https://commons.wikimedia.org/wiki/File:Brno,_140_let_MHD_(64),_N%C3%A1dra%C5%BEn%C3%AD,_10.jpg, accessed on 12th May 2026.
https://www.dpmb.cz/en/about-us, accessed on 12th May 2026. See also other pages on the same website.

	North Kent’s Cement… on North Kent’s Cement and…
	August on Locomotives and Rolling Stock…
	Tom Burnham on Swanscombe Cement Works, …
	North Kent’s Cement… on The Lodge Hill & Upnor Rai…
	North Kent’s Cement… on North Kent’s Cement and…

Roger Farnworth

A great WordPress.com site

Tag Archives: trams

The Swansea & Mumbles Railway

The History of the Line

The Route

References

Appendix 1

The Swansea & Mumbles Railway: Over 155 Years of Service: Souvenir Brochure

Appendix 2

Railway or Tramway?

The Guardian Lifestyle Travel – Saturday 23rd May 2026 – Part 3 – Readers’ Favourite Railway Journeys – Part A

3. Readers’ Favourite Railway Journeys

References

The Modern Tramway – June 1951 – Reinstatement of a Street Tramway Route in Helsinki

References

The Modern Tramway May 1952 – Metrovick Electrical Equipment

100 New Tramcars for Glasgow

35 New Tramcars for Rotterdam

References

The Modern Tramway – May 1951 – A Tram-Bus Experiment in Switzerland

References

The Modern Tramway – April 1951 – The Tramways of Auckland

Trams in Auckland since 1956

References

The Modern Tramway – March 1951 – Tramways in Valencia

Valencia’s Tramways since 1950

The Modern Metro and Tram Fleet

Future Rolling Stock

Devastation caused by Storm Dana in October 2024

References

The Modern Tramway – March 1951 – Glasgow Tramways Fare System

References

The Modern Tramway – February 1951 – Traction Motor Trends in 1951 – and beyond

References

Modern Tramway February 1951 – New Tramcars for the Brno Tramways in 1950/51

References