Tram

A tram (also known as a streetcar or trolley in Canada and the

United States) is an urban rail transit in which vehicles, whether
individual railcars or multiple-unit trains, run on tramway tracks
on urban public streets; some include segments on segregated
right-of-way.[2][3][4] The tramlines or tram networks operated as
public transport are called tramways or simply trams/streetcars.
Because of their close similarities, trams are commonly included
in the wider term light rail,[5] which also includes systems
separated from other traffic. With over 14,000 units, Tatra T3 is
the most widely produced type in
Tram vehicles are usually lighter and shorter than main line and
history.[1]
rapid transit trains. Most trams use electrical power, usually fed by
a pantograph sliding on an overhead line; older systems may use a
trolley pole or a bow collector. In some cases, a contact shoe on a third rail is used. If necessary, they may
have dual power systems—electricity in city streets and diesel in more rural environments. Occasionally,
trams also carry freight. Some trams, known as tram-trains, may have segments that run on mainline
railway tracks, similar to interurban systems. The differences between these modes of rail transport are
often indistinct, and systems may combine multiple features.

One of the advantages over earlier forms of transit was the low rolling resistance of metal wheels on steel
rails, allowing the trams to haul a greater load for a given effort. Another factor which contributed to the
rise of trams was the high total cost of ownership of horses. Electric trams largely replaced animal power
in the late 19th and early 20th centuries. Improvements in other vehicles such as buses led to decline of
trams in early to mid 20th century. However, trams have seen resurgence since the 1980s.

History

Creation
The history of passenger trams, streetcars and trolley systems, began in the early nineteenth century. It
can be divided into several distinct periods defined by the principal means of power used. Precursors to
the tramway included the wooden or stone wagonways that were used in central Europe to transport mine
carts with unflanged wheels since the 1500s, and the paved limestone trackways designed by the Romans
for heavy horse and ox-drawn transportation. By the 1700s, paved plateways with cast iron rails were
introduced in England for transporting coal, stone or iron ore from the mines to the urban factories and
docks.

Horse-drawn
The world's first passenger train or tram was the Swansea and
Mumbles Railway, in Wales, UK. The British Parliament passed
the Mumbles Railway Act in 1804, and horse-drawn service
started in 1807.[6] The service closed in 1827, but was restarted in
1860, again using horses.[7] It was worked by steam from 1877,
and then, from 1929, by very large (106-seat) electric tramcars,
until closure in 1960.[8] The Swansea and Mumbles Railway was
something of a one-off however, and no street tramway appeared
in Britain until 1860 when one was built in Birkenhead by the A horse-drawn tram operated by
Swansea and Mumbles Railway,
American George Francis Train.[9]
1870. Established in 1804, the
railway service was the world's first.
Street railways developed in America before Europe, due to the
poor paving of the streets in American cities which made them
unsuitable for horsebuses, which were then common on the well-paved streets of European cities.
Running the horsecars on rails allowed for a much smoother ride. There are records of a street railway
running in Baltimore as early as 1828, however the first authenticated streetcar in America, was the New
York and Harlem Railroad developed by the Irish coach builder John Stephenson, in New York City
which began service in the year 1832.[10][11] The New York and Harlem Railroad's Fourth Avenue Line
ran along the Bowery and Fourth Avenue in New York City. It was followed in 1835 by the New Orleans
and Carrollton Railroad in New Orleans, Louisiana,[12] which still operates as the St. Charles Streetcar
Line. Other American cities did not follow until the 1850s, after which the "animal railway" became an
increasingly common feature in the larger towns.[12]

The first permanent tram line in continental Europe was opened in Paris in 1855 by Alphonse Loubat who
had previously worked on American streetcar lines.[13] The tram was developed in numerous cities of
Europe (some of the most extensive systems were found in Berlin, Budapest, Birmingham, Saint
Petersburg, Lisbon, London, Manchester, Paris, Kyiv). The first tram in South America opened in 1858 in
Santiago, Chile. The first trams in Australia opened in 1860 in Sydney. Africa's first tram service started
in Alexandria on 8 January 1863. The first trams in Asia opened in 1869 in Batavia (Jakarta), Netherlands
East Indies (Indonesia).

Limitations of horsecars included the fact that any given animal could only work so many hours on a
given day, had to be housed, groomed, fed and cared for day in and day out, and produced prodigious
amounts of manure, which the streetcar company was charged with storing and then disposing. Since a
typical horse pulled a streetcar for about a dozen miles a day and worked for four or five hours, many
systems needed ten or more horses in stable for each horsecar. In 1905 the British newspaper Newcastle
Daily Chronicle reported that, "A large number of London's discarded horse tramcars have been sent to
Lincolnshire where they are used as sleeping rooms for potato pickers".[14]

Horses continued to be used for light shunting well into the 20th century, and many large metropolitan
lines lasted into the early 20th century. New York City had a regular horsecar service on the Bleecker
Street Line until its closure in 1917.[15] Pittsburgh, Pennsylvania, had its Sarah Street line drawn by
horses until 1923. The last regular mule-drawn cars in the US ran in Sulphur Rock, Arkansas, until 1926
and were commemorated by a U.S. postage stamp issued in 1983.[16] The last mule tram service in
Mexico City ended in 1932, and a mule tram in Celaya, Mexico, survived until 1954.[17] The last horse-
drawn tram to be withdrawn from public service in the UK took passengers from Fintona railway station
to Fintona Junction one mile away on the main Omagh to
Enniskillen railway in Northern Ireland. The tram made its last
journey on 30 September 1957 when the Omagh to Enniskillen
line closed. The "van" is preserved at the Ulster Transport
Museum.

Horse-drawn trams still operate on the 1876-built Douglas Bay

Horse Tramway on the Isle of Man, and at the 1894-built horse
tram at Victor Harbor in South Australia. New horse-drawn Horse-drawn trams continued to be
systems have been established at the Hokkaidō Museum in Japan used in New York City until 1917.
and also in Disneyland. A horse-tram route in Polish gmina Mrozy,
first built in 1902, was reopened in 2012.

Steam
The first mechanical trams were powered by steam.[18] Generally,
there were two types of steam tram. The first and most common
had a small steam locomotive (called a tram engine in the UK) at
the head of a line of one or more carriages, similar to a small train.
Systems with such steam trams included Christchurch, New
Zealand; Sydney, Australia; other city systems in New South
Wales; Munich, Germany (from August 1883 on),[19] British India
(from 1885) and the Dublin & Blessington Steam Tramway (from
A steam tram engine from the
Cologne-Bonn Railway, pulling a
1888) in Ireland. Steam tramways also were used on the suburban
train through Brühl marketplace, c. tramway lines around Milan and Padua; the last Gamba de Legn
1900 ("Peg-Leg") tramway ran on the Milan-Magenta-Castano Primo
route in late 1957.[20]

The other style of steam tram had the steam engine in the body of the tram, referred to as a tram engine
(UK) or steam dummy (US). The most notable system to adopt such trams was in Paris. French-designed
steam trams also operated in Rockhampton, in the Australian state of Queensland between 1909 and
1939. Stockholm, Sweden, had a steam tram line at the island of Södermalm between 1887 and 1901.

Tram engines usually had modifications to make them suitable for street running in residential areas. The
wheels, and other moving parts of the machinery, were usually enclosed for safety reasons and to make
the engines quieter. Measures were often taken to prevent the engines from emitting visible smoke or
steam. Usually the engines used coke rather than coal as fuel to avoid emitting smoke; condensers or
superheating were used to avoid emitting visible steam. A major drawback of this style of tram was the
limited space for the engine, so that these trams were usually underpowered. Steam trams faded out
around the 1890s to 1900s, being replaced by electric trams.

Cable-hauled
Another motive system for trams was the cable car, which was pulled along a fixed track by a moving
steel cable, the cable usually running in a slot below the street level. The power to move the cable was
normally provided at a "powerhouse" site a distance away from the actual vehicle. The London and
Blackwall Railway, which opened for passengers in east London,
England, in 1840 used such a system.[21]

The first practical cable car line was tested in San Francisco, in
1873. Part of its success is attributed to the development of an
effective and reliable cable grip mechanism, to grab and release
the moving cable without damage. The second city to operate
cable trams was Dunedin, from 1881 to 1957.[22] Winding drums of the London and
Blackwall cable-operated railway
The most extensive cable system in the US was built in Chicago in
stages between 1859 and 1892. New York City developed multiple
cable car lines, that operated from 1883 to 1909.[23] Los Angeles also had several cable car lines,
including the Second Street Cable Railroad, which operated from 1885 to 1889,[24] and the Temple Street
Cable Railway, which operated from 1886 to 1898.[25]

From 1885 to 1940, the city of Melbourne, Victoria, Australia

operated one of the largest cable systems in the world, at its peak
running 592 trams on 75 kilometres (47 mi) of track. There were
also two isolated cable lines in Sydney, New South Wales,
Australia; the North Sydney line from 1886 to 1900, and the King
Street line from 1892 to 1905.

In Dresden, Germany, in 1901 an elevated suspended cable car

following the Eugen Langen one-railed floating tram system The first cable car service in
started operating. Cable cars operated on Highgate Hill in North Melbourne, 1885. Melbourne
London and Kennington to Brixton Hill in South London. They operated one of the largest cable
also worked around "Upper Douglas" in the Isle of Man from car networks in the world.
1897 to 1929 (cable car 72/73 is the sole survivor of the fleet).

In Italy, in Trieste, the Trieste–Opicina tramway was opened in 1902, with the steepest section of the
route being negotiated with the help of a funicular and its cables.

Cable cars suffered from high infrastructure costs, since an expensive system of cables, pulleys,
stationary engines and lengthy underground vault structures beneath the rails had to be provided. They
also required physical strength and skill to operate, and alert operators to avoid obstructions and other
cable cars. The cable had to be disconnected ("dropped") at designated locations to allow the cars to coast
by inertia, for example when crossing another cable line. The cable then had to be "picked up" to resume
progress, the whole operation requiring precise timing to avoid damage to the cable and the grip
mechanism. Breaks and frays in the cable, which occurred frequently, required the complete cessation of
services over a cable route while the cable was repaired. Due to overall wear, the entire length of cable
(typically several kilometres) had to be replaced on a regular schedule. After the development of reliable
electrically powered trams, the costly high-maintenance cable car systems were rapidly replaced in most
locations.

Cable cars remained especially effective in hilly cities, since their nondriven wheels did not lose traction
as they climbed or descended a steep hill. The moving cable pulled the car up the hill at a steady pace,
unlike a low-powered steam or horse-drawn car. Cable cars do have wheel brakes and track brakes, but
the cable also helps restrain the car to going downhill at a constant
speed. Performance in steep terrain partially explains the survival
of cable cars in San Francisco.

The San Francisco cable cars, though significantly reduced in

number, continue to provide regular transportation service, in
addition to being a well-known tourist attraction. A single cable
line also survives in Wellington (rebuilt in 1979 as a funicular but
still called the "Wellington Cable Car"). Another system, with two The San Francisco cable car's
separate cable lines and a shared power station in the middle, effectiveness on hills partially
explains its continued use.
operates from the Welsh town of Llandudno up to the top of the
Great Orme hill in North Wales, UK.

Fossil fuels
Hastings and some other tramways, for example Stockholms
Spårvägar in Sweden and some lines in Karachi, used petrol trams.
Galveston Island Trolley in Texas operated diesel trams due to the
city's hurricane-prone location, which would have resulted in
frequent damage to an electrical supply system. Although
Portland, Victoria promotes its tourist tram[26] as being a cable car
it actually operates using a diesel motor. The tram, which runs on
a circular route around the town of Portland, uses dummies and The only petrol-driven tram of
salons formerly used on the Melbourne cable tramway system and Stockholms Spårvägar, on line 19,
since restored. in the 1920s

In the late 19th and early 20th centuries a number of systems in

various parts of the world employed trams powered by gas, naphtha gas or coal gas in particular. Gas
trams are known to have operated between Alphington and Clifton Hill in the northern suburbs of
Melbourne, Australia (1886–1888); in Berlin and Dresden, Germany; in Estonia (1921–1951); between
Jelenia Góra, Cieplice, and Sobieszów in Poland (from 1897); and in the UK at Lytham St Annes,
Trafford Park, Manchester (1897–1908) and Neath, Wales (1896–1920).

Comparatively little has been published about gas trams. However, research on the subject was carried
out for an article in the October 2011 edition of "The Times", the historical journal of the Australian
Association of Timetable Collectors, later renamed the Australian Timetable Association.[27][28]

Electric
The world's first electric tram line operated in Sestroretsk near Saint Petersburg invented and tested by
inventor Fyodor Pirotsky in 1875.[29][30] Later, using a similar technology, Pirotsky put into service the
first public electric tramway in St. Petersburg, which operated only during September 1880.[31] The
second demonstration tramway was presented by Siemens & Halske at the 1879 Berlin Industrial
Exposition. The first public electric tramway used for permanent service was the Gross-Lichterfelde
tramway in Lichterfelde near Berlin in Germany, which opened in 1881. It was built by Werner von
Siemens who contacted Pirotsky. This was the world's first commercially successful electric tram. It drew
current from the rails at first, with overhead wire being installed in 1883.[32]
In Britain, Volk's Electric Railway was opened in 1883 in
Brighton. This two kilometer line along the seafront, re-gauged to
2 ft 81⁄2 in (825 mm) in 1884, remains in service as the oldest
operating electric tramway in the world. Also in 1883, Mödling
and Hinterbrühl Tram was opened near Vienna in Austria. It was
the first tram in the world in regular service that was run with
electricity served by an overhead line with pantograph current
collectors. The Blackpool Tramway was opened in Blackpool, UK Gross-Lichterfelde Tram in Berlin in
1882. At first trams line lacked
on 29 September 1885 using conduit collection along Blackpool
overhead wires, drawing current
Promenade. This system is still in operation in modernised
from the rails.
form.[33]

The earliest tram system in Canada was built by John Joseph

Wright, brother of the famous mining entrepreneur Whitaker
Wright, in Toronto in 1883, introducing electric trams in 1892. In
the US, multiple experimental electric trams were exhibited at the
1884 World Cotton Centennial World's Fair in New Orleans,
Louisiana, but they were not deemed good enough to replace the
Lamm fireless engines then propelling the St. Charles Avenue
Streetcar in that city. The first commercial installation of an Between 1962 and 1992 Blackpool
electric streetcar in the United States was built in 1884 in had the only urban tramway in the
Cleveland, Ohio, and operated for a period of one year by the East UK.
Cleveland Street Railway Company. [34] The first city-wide electric
streetcar system was implemented in 1886 in Montgomery,
Alabama, by the Capital City Street Railway Company, and ran for 50 years.<[34]

In 1888, the Richmond Union Passenger Railway began to operate

trams in Richmond, Virginia, that Frank J. Sprague had built.
Sprague later developed multiple unit control, first demonstrated
in Chicago in 1897, allowing multiple cars to be coupled together
and operated by a single motorman. This gave rise to the modern
subway train. Following the improvement of an overhead "trolley"
system on streetcars for collecting electricity from overhead wires
by Sprague, electric tram systems were rapidly adopted across the
Zürich tram multiple-unit train
world.[35]

Earlier electric trains proved difficult or unreliable and

experienced limited success until the second half of the 1880s, when new types of current collectors were
developed.[31] Siemens' line, for example, provided power through a live rail and a return rail, like a
model train, limiting the voltage that could be used, and delivering electric shocks to people and animals
crossing the tracks.[36] Siemens later designed his own version of overhead current collection, called the
bow collector. One of the first systems to use it was in Thorold, Ontario, opened in 1887, and it was
considered quite successful. While this line proved quite versatile as one of the earliest fully functional
electric streetcar installations, it required horse-drawn support while climbing the Niagara Escarpment
and for two months of the winter when hydroelectricity was not available. It continued in service in its
original form into the 1950s.
Sidney Howe Short designed and produced the first electric motor that operated a streetcar without gears.
The motor had its armature direct-connected to the streetcar's axle for the driving force.[37][38][39][40][41]
Short pioneered "use of a conduit system of concealed feed" thereby eliminating the necessity of
overhead wire and a trolley pole for street cars and railways.[42][37][38] While at the University of Denver
he conducted experiments which established that multiple unit powered cars were a better way to operate
trains and trolleys.[37][38]

Electric tramways spread to many European cities in the 1890s,

such as:

Prague, Bohemia (then in the Austro-Hungarian Empire),

in 1891;
Kyiv, Ukraine, in 1892;
Dresden, Germany; Lyon, France; and Milan and
Genoa, Italy, Douglas, Isle of Man in 1893;
Rome, Italy: Plauen, Germany; Bucharest, Romania;[43] A tram in Budapest in 1908. The city
Lviv, Ukraine; Belgrade, Serbia in 1894; established a network of electric
trams in 1894.
Bristol, United Kingdom; and Munich, Germany in 1895;
Bilbao, Spain, in 1896;
Copenhagen, Denmark; and Vienna, Austria, in 1897;
Florence and Turin, Italy, in 1898;
Helsinki, Finland; and Madrid and Barcelona, Spain, in 1899.[31]
Sarajevo built a citywide system of electric trams in 1895.[44] Budapest established its tramway system in
1887, and its ring line has grown to be the busiest tram line in Europe, with a tram running once per
minute at rush hour. Bucharest and Belgrade[45] ran a regular service from 1894.[46][47] Ljubljana
introduced its tram system in 1901 – it closed in 1958.[48] Oslo had the first tramway in Scandinavia,
starting operation on 2 March 1894.[49]

The first electric tramway in Australia was a Sprague system demonstrated at the 1888 Melbourne
Centennial Exhibition in Melbourne; afterwards, this was installed as a commercial venture operating
between the outer Melbourne suburb of Box Hill and the then tourist-oriented country town Doncaster
from 1889 to 1896.[50] Electric systems were also built in Adelaide, Ballarat, Bendigo, Brisbane,
Fremantle, Geelong, Hobart, Kalgoorlie, Launceston, Leonora, Newcastle, Perth, and Sydney.

By the 1970s, the only full tramway system remaining in Australia

was the Melbourne tram system. However, there were also a few
single lines remaining elsewhere: the Glenelg tram line,
connecting Adelaide to the beachside suburb of Glenelg, and
tourist trams in the Victorian Goldfields cities of Bendigo and
Ballarat. In recent years the Melbourne system, generally
recognised as the largest urban tram network in the world, has Streetcar in Toledo, Ohio, 1895
been considerably modernised and expanded.[51] The Adelaide
line has been extended to the Entertainment Centre, and work is
progressing on further extensions.[52] Sydney re-introduced trams (or light rail) on 31 August 1997. A
completely new system, known as G:link, was introduced on the Gold Coast, Queensland, on 20 July
2014. The Newcastle Light Rail opened in February 2019, while the Canberra light rail opened on 20
April 2019.[53] This is the first time that there have been trams in Canberra, even though Walter Burley
Griffin's 1914–1920 plans for the capital then in the planning stage did propose a Canberra tram
system.[54]

In Japan, the Kyoto Electric railroad was the first tram system,
starting operation in 1895.[55] By 1932, the network had grown to
82 railway companies in 65 cities, with a total network length of
1,479 km (919 mi).[56] By the 1960s the tram had generally died
out in Japan.[57][58]

Two rare but significant alternatives were conduit current

collection, which was widely used in London, Washington, D.C.,
The Southern California Railway and New York City, and the surface contact collection method,
Museum in Perris, California has a
used in Wolverhampton (the Lorain system), Torquay and
very large collection of streetcars
(as well as steam and diesel
Hastings in the UK (the Dolter stud system), and in Bordeaux,
locomotives and other rolling stock) France (the ground-level power supply system).
from various railroads. The museum
has the largest collection of Pacific The convenience and economy of electricity resulted in its rapid
Electric Railway streetcars (known adoption once the technical problems of production and
as the Red Cars). transmission of electricity were solved. Electric trams largely
replaced animal power and other forms of motive power including
cable and steam, in the late 19th and early 20th centuries.

There was one particular hazard associated with trams powered from a trolley pole off an overhead line
on the early electrified systems. Since the tram relies on contact with the rails for the current return path,
a problem arises if the tram is derailed or (more usually) if it halts on a section of track that has been
heavily sanded by a previous tram, and the tram loses electrical contact with the rails. In this event, the
underframe of the tram, by virtue of a circuit path through ancillary loads (such as interior lighting), is
live at the full supply voltage, typically 600 volts DC. In British terminology, such a tram was said to be
'grounded'—not to be confused with the US English use of the term, which means the exact opposite. Any
person stepping off the tram and completing the earth return circuit with their body could receive a
serious electric shock. If "grounded", the driver was required to jump off the tram (avoiding simultaneous
contact with the tram and the ground) and pull down the trolley pole, before allowing passengers off the
tram. Unless derailed, the tram could usually be recovered by running water down the running rails from
a point higher than the tram, the water providing a conducting bridge between the tram and the rails. With
improved technology, this ceased to be a problem.

In the 2000s, several companies introduced catenary-free designs: Alstom's Citadis line uses a third rail,
Bombardier's PRIMOVE LRV is charged by contactless induction plates embedded in the trackway and
CAF URBOS tram uses ultracaps technology[59][60]

Battery
As early as 1834, Thomas Davenport, a Vermont blacksmith, had invented a battery-powered electric
motor which he later patented. The following year he used it to operate a small model electric car on a
short section of track four feet in diameter.[61][62]
Attempts to use batteries as a source of electricity were made from
the 1880s and 1890s, with unsuccessful trials conducted in among
other places Bendigo and Adelaide in Australia, and for about 14
years as The Hague accutram of HTM in the Netherlands. The
first trams in Bendigo, Australia, in 1892, were battery-powered,
but within as little as three months they were replaced with horse-
drawn trams. In New York City some minor lines also used
storage batteries. Then, more recently during the 1950s, a longer
battery-operated tramway line ran from Milan to Bergamo. In Recharging battery-powered trams
of Paris and Seine Tramway
China there is a Nanjing battery Tram line and has been running
Company, Pont de Puteaux, Paris,
since 2014.[63] In 2019, the West Midlands Metro in Birmingham, late 1890s
England adopted battery-powered trams on sections through the
city centre close to Grade I listed Birmingham Town Hall.

Compressed air
Paris and Berne (Switzerland) operated trams that were powered by compressed air using the Mekarski
system.[64][65] Trials on street tramways in Britain, including by the North Metropolitan Tramway
Company between Kings Cross and Holloway, London (1883), achieved acceptable results but were
found not to be economic because of the combined coal consumption of the stationary compressor and
the onboard steam boiler.[66][67]

Hybrid system
The Trieste–Opicina tramway in Trieste operates a hybrid funicular tramway system. Conventional
electric trams are operated in street running and on reserved track for most of their route. However, on
one steep segment of track, they are assisted by cable tractors, which push the trams uphill and act as
brakes for the downhill run. For safety, the cable tractors are always deployed on the downhill side of the
tram vehicle.

Similar systems were used elsewhere in the past, notably on the Queen Anne Counterbalance in Seattle
and the Darling Street wharf line in Sydney.

Modern development
In the mid-20th century many tram systems were disbanded, replaced by buses, trolleybuses, automobiles
or rapid transit. The General Motors streetcar conspiracy was a case study of the decline of trams in the
United States. In the 21st century, trams have been re-introduced in cities where they had been closed
down for decades (such as Tramlink in London), or kept in heritage use (such as Spårväg City in
Stockholm). Most trams made since the 1990s (such as the Bombardier Flexity series and Alstom Citadis)
are articulated low-floor trams with features such as regenerative braking.
In March 2015, China South Rail Corporation (CSR) demonstrated the world's first hydrogen fuel cell
vehicle tramcar at an assembly facility in Qingdao. The chief engineer of the CSR subsidiary CSR Sifang
Co Ltd., Liang Jianying, said that the company is studying how to reduce the running costs of the
tram.[68][69]

Design
Trams have been used for two main purposes: for carrying
passengers and for carrying cargo. There are several types of
passenger tram:

Articulated
Cargo trams
Double-Decker
Drop-centre (or drop-center)
Double ended and Single ended Peter Witt trams in Milan, under the
Porta Nuova medieval gate. This
Low-floor
type is also used in San
Rubber-tired
Francisco.[70]
Tram-train

Operation
There are two main types of tramways, the classic tramway built
in the early 20th century with the tram system operating in mixed
traffic, and the later type which is most often associated with the
tram system having its own right of way. Tram systems that have
their own right of way are often called light rail but this does not
always hold true. Though these two systems differ in their
operation, their equipment is much the same.

Controls A dedicated right of way lane in

Toronto. The tram on the left is
Trams were traditionally operated with separate levers for about to enter a track operating in
applying power and brakes. More modern vehicles use a mixed traffic.
locomotive-style controller which incorporate a dead man's
switch. The success of the PCC streetcar had also seen trams use
automobile-style foot controls allowing hands-free operation, particularly when the driver was
responsible for fare collection.

Power supply
Electric trams use various devices to collect power from overhead lines. The most common device is the
pantograph, while some older systems use trolley poles or bow collectors. Ground-level power supply has
become a more recent innovation. Another technology uses supercapacitors; when an insulator at a track
switch cuts off power from the tram for a short distance along the line, the tram can use energy stored in a
large capacitor to drive the tram past the gap in the power feed.[71] The old tram systems in London,
Manhattan (New York City), and Washington, D.C., used live
rails, like those on third-rail electrified railways, but in a conduit
underneath the road, from which they drew power through a
plough. It was called conduit current collection. Washington's was
the last of these to close, in 1962. No commercial tramway uses
this system anymore. More recently, an equivalent to these
systems has been developed which allows for the safe installation
of a third rail on city streets, known as surface current collection
Overhead lines are used to provide
or ground-level power supply; the main example of this is the new power for most electric tram and
tramway in Bordeaux. light rail systems.

Ground-level power supply

A ground-level power supply system, also called surface current
collection or alimentation par le sol (APS), is an updated version
of the original stud type system. APS uses a third rail placed
between the running rails, divided electrically into eight-metre
powered segments with three-metre neutral sections between.
Each tram has two power collection skates, next to which are
antennas that send radio signals to energize the power rail
segments as the tram passes over them.
A section of APS track in Bordeaux
Older systems required mechanical switching systems which were with powered and neutral sections
susceptible to environmental problems. At any one time no more
than two consecutive segments under the tram should be live.
Wireless and solid state switching eliminate mechanical problems.

Alstom developed the system primarily to avoid intrusive power supply cables in the sensitive area of the
old city of old Bordeaux.[72]

Routes
Route patterns vary greatly among the world's tram systems, leading to different network topologies.

Most systems start by building up a strongly nucleated radial pattern of routes linking the
city centre with residential suburbs and traffic hubs such as railway stations and hospitals,
usually following main roads. Some of these, such as those in Hong Kong, Blackpool and
Bergen, still essentially comprise a single route. Some suburbs may be served by loop lines
connecting two adjacent radial roads. Some modern systems have started by reusing
existing radial railway tracks, as in Nottingham and Birmingham, sometimes joining them
together by a section of street track through the city centre, as in Manchester. Later
developments often include tangential routes linking adjacent suburbs directly, or multiple
routes through the town centre to avoid congestion (as in Manchester's Second City
Crossing).
Other new systems, particularly those in large cities which already have well-developed
metro and suburban railway systems, such as London and Paris, have started by building
isolated suburban lines feeding into railway or metro stations. In Paris these have then been
linked by ring lines.
A third, weakly nucleated, route pattern may grow up where a number of nearby small
settlements are linked, such as in the coal-mining areas served by BOGESTRA or the
 Silesian Interurbans.
A fourth starting point may be a loop in the city centre,
sometimes called a downtown circulator, as in Portland
or El Paso.
Occasionally a modern tramway system may grow from
a preserved heritage line, as in Stockholm.
The resulting route patterns are very different. Some have a
rational structure, covering their catchment area as efficiently as
possible, with new suburbs being planned with tramlines integral
to their layout – such is the case in Amsterdam. Bordeaux and
Montpellier have built comprehensive networks, based on radial
routes with numerous interconnections, within the last two
decades. Some systems serve only parts of their cities, with Berlin
being the prime example, as trams survived the city's political
division only in the Eastern part. Other systems have ended up
with a rather random route map, for instance when some previous A map of the tram routes of Paris.
operating companies have ceased operation (as with the tramways
vicinaux/buurtspoorwegen in Brussels) or where isolated outlying
lines have been preserved (as on the eastern fringe of Berlin). In Rome, the remnant of the system
comprises three isolated radial routes, not connecting in the ancient city centre, but linked by a ring route.
Some apparently anomalous lines continue in operation where a new line would not on rational grounds
be built, because it is much more costly to build a new line than to continue operating an existing one.

In some places, the opportunity is taken when roads are being repaved to lay tramlines (though without
erecting overhead cables) even though no service is immediately planned: such is the case in
Leipzigerstraße in Berlin, the Haarlemmer Houttuinen in Amsterdam, and Botermarkt in Ghent.

Cross-border routes
Tram systems operate across national borders in Basel (from Switzerland into France and Germany),
Geneva (from Switzerland into France) and Strasbourg (from France into Germany). A planned line
linking Hasselt (Belgium) with Maastricht (Netherlands) was cancelled in June 2022.

Track
Tramway track can have different rail profiles to accommodate the various operating environments of the
vehicle. They may be embedded into concrete for street-running operation, or use standard ballasted track
with railroad ties on high-speed sections. A more ecological solution is to embed tracks into grass turf, an
approach known as green track.

Tramway tracks use a grooved rail with a groove designed for tramway or railway track in pavement or
grassed surfaces, also called grassed track or track in a lawn. The rail has the railhead on one side and the
guard on the other. The guard provides accommodation for the flange. The guard carries no weight, but
may act as a checkrail. Grooved rail was invented in 1852 by Alphonse Loubat, a French inventor who
developed improvements in tram and rail equipment, and helped develop tram lines in New York City and
Paris. The invention of grooved rail enabled tramways to be laid without causing a nuisance to other road
users, except unsuspecting cyclists, who could get their wheels caught in the groove. The grooves may
 become filled with gravel and dirt (particularly if infrequently used or after a
period of idleness) and need clearing from time to time, this being done by a
"scrubber" tram. Failure to clear the grooves can lead to a bumpy ride for the
passengers, damage to either wheel or rail and possibly derailing.

In narrow situations double-track tram lines sometimes reduce to single track, or,
to avoid switches, have the tracks interlaced.

Switches
Cross section of a
grooved tram rail
On many tram systems where tracks
diverge, the driver chooses the route,
usually either by flicking a switch on
the dashboard or by use of the power pedal – generally if
power is applied the tram goes straight on, whereas if no power
is applied the tram turns. Some systems use automatic point-
setting systems, where the route for each journey is
downloaded from a central computer, and an onboard computer
A 3-way point-setting system in
actuates each point as it comes to it via an induction loop. Such
Amsterdam. The indicator on the right
is the case at Manchester Metrolink.[73] If the powered system displays "Lijn 24, Spoor 4". The points
breaks down, most points may be operated manually, by are set to automatically send the next
inserting a metal lever ('point iron') into the point machine. tram (route 24 to De Boelelaan/VU) to
platform 4 on the left.

Track gauge
Historically, the track gauge has had considerable variations, with narrow gauge common in many early
systems. However, most light rail systems are now standard gauge. An important advantage of standard
gauge is that standard railway maintenance equipment can be used on it, rather than custom-built
machinery. Using standard gauge also allows light rail vehicles to be delivered and relocated
conveniently using freight railways and locomotives.

Another factor favoring standard gauge is that low-floor vehicles are becoming popular, and there is
generally insufficient space for wheelchairs to move between the wheels in a narrow gauge layout.
Standard gauge also enables – at least in theory – a larger choice of manufacturers and thus lower
procurement costs for new vehicles. However, other factors such as electrification or loading gauge for
which there is more variation may require costly custom built units regardless.

Tram stops can range from purpose-built, tram-exclusive facilities (left), to simple stops within a public road
(right).
Tram stop
Tram stops may be similar to bus stops in design and use, particularly in street-running sections, where in
some cases other vehicles are legally required to stop clear of the tram doors. Some stops may have
railway platforms, particularly in private right-of-way sections and where trams are boarded at standard
railway platform height, as opposed to using steps at the doorway or low-floor trams.

Manufacturing
Many independent companies started making trams in the 19th
and early 20th century. In the last several decades most of them
have merged with or into larger ones. The biggest changes in the
period after 2010 were the mergers of AnsaldoBreda into Hitachi
Rail in 2015 and Bombardier into Alstom in 2020. Approximately
5,000 new trams are manufactured each year.

As of February 2017, 4,478 new trams were on order from their

makers, with a further 1,092 options being open:[74] A BLT TINA tram in 2024.

Trams on order as February 2017

Manufacturer Firm orders Options

Bombardier 962 296

Alstom 650 202

Siemens 557 205

CAF 411 112

CRRC 370 30

PKTS/Metrovagonmash 316 – Siemens Avenio tram in Almada

near Lisbon.
Kinkisharyo 155 97
Stadler-Vossloh 189 25

Stadler 182 28

Škoda Transtech 104 47

Škoda 110 –

Durmazlar 90 –

Debate

Advantages
Trams (and road public transport in general) can be much more efficient in terms of road
usage than cars – one vehicle replaces about 40 cars (which take up a far larger area of
road space).[75][76]
Vehicles run more efficiently compared to similar
vehicles that use rubber tyres, since the rolling
resistance of steel on steel is lower than rubber on
asphalt.[77]
Trams and light rail transit use sustainable technologies
like electric propulsion and support limiting urban sprawl
which in return lowers the carbon footprint.[78]
There is a well studied effect that the installation of a
tram service – even if service frequency, speed and
price all remain constant – leads to higher ridership and
mode shift away from cars compared to buses.[79]
Conversely, the abandonment of tram service leads to
measurable declines in ridership.
Being guided by rails means that even very long tram
units can navigate tight, winding city streets that are
inaccessible to long buses.
Tram vehicles are very durable, with some being in Produced in 1923–24, 900 Series
continuous revenue service for more than fifty years. trams are still use in New Orleans.
This is especially true compared to internal combustion Trams typically have longer service
buses, which tend to require high amounts of life than internal combustion buses.
maintenance and break down after less than 20 years,
mostly due to the vibrations of the engine.
In many cases tram networks have a higher capacity
than similar buses. This has been cited as a reason for
the replacement of one of Europe's busiest bus lines
(with three-minute headways in peak times) with a tram
by Dresdner Verkehrsbetriebe.
Due to the above-mentioned capacity advantage, labor
costs (which form the biggest share of operating costs of
many public transit systems) per passenger can be
significantly lower compared to buses.
Trams and light rail systems can be cheaper to install A tram running down tracks
than subways or other forms of heavy rail. In Berlin the embedded in grass in Nantes.
commonly cited figure is that one kilometer of subway
costs as much as ten kilometers of tramway.
ULR (Ultra Light Rail) developments with prefabricated track and onboard power (no OHL
Over Head Line) in the UK are aiming for £10 m per km[80] as opposed to convention tram
rail and OHL at £20–£30 m per km.[81]
Tramways can take advantage of old heavy rail alignments. Some examples include the
Manchester Metrolink of which the Bury Line was part of the East Lancashire Railway, the
Altrincham Line was part of the Manchester South Junction and Altrincham Railway, and the
Oldham and Rochdale Line was the Oldham Loop Line. Other examples can be found in
Paris, London, Boston, Melbourne and Sydney. They hence sometimes take advantage of
high speed track while on train tracks.
As tram lines are permanent this allows local authorities to redevelop and revitalise their
towns and cities provided suitable planning changes are made.[82] Melbourne will allow
higher buildings (5 to 6 story) along tram routes leaving the existing suburbs behind
unchanged whilst doubling the cities density.[83]
Trams produce less air pollution than rubber tyred transport which produce tyre, asphalt and
brake based pollutants. The use of regenerative electric motor braking in trams lowers
mechanical brake use. Steel wheel and rail particulates are produced but regular wheel
alignment and flexible track mounting can reduce emissions.
 Tram networks can link to other operational heavy rail and rapid transit systems, allowing
vehicles to move directly from one to the other without passengers needing to alight. Trams
that are compatible with heavy rail systems are called tram-trains, while those that can use
subway tunnels are called semi-metro, pre-metro or U-Stadtbahn.
Trams can integrate more effectively with pedestrian heavy environments than other forms
of transport due to compactness and predictable movement. Passengers can reach surface
stations quicker than underground stations. Subjective safety at surface stations is often
seen to be higher.
Trams can be tourist attractions in ways buses usually are not.
Many modern tram systems plant low growing vegetation – mostly grasses – between the
tracks which has a psychological effect on perceived noise levels and the benefits of
greenspace. This is not possible for buses as they deviate too much from an "ideal" track in
daily operations.

Disadvantages
Installing rails for tram tracks and overhead lines for
power means a higher up-front cost than using buses
which require no modifications to streets to begin
operations.
Tram tracks can be hazardous for cyclists, as bikes,
particularly those with narrow tyres, may get their wheels
caught in the track grooves.[84] It is possible to close the
grooves of the tracks on critical sections by rubber Tram tracks pose a hazard for
profiles that are pressed down by the wheelflanges of cyclists, as their wheels may get
the passing tram but that cannot be lowered by the caught in the track.
weight of a cyclist.[85] If not well-maintained, however,
these lose their effectiveness over time.
When wet, tram tracks tend to become slippery and thus dangerous for bicycles and
motorcycles, especially in traffic.[84][86] In some cases, even cars can be affected.[87]
The opening of new tram and light rail systems has sometimes been accompanied by a
marked increase in car accidents, as a result of drivers' unfamiliarity with the physics and
geometry of trams.[88] Though such increases may be temporary, long-term conflicts
between motorists and light rail operations can be alleviated by segregating their respective
rights-of-way and installing appropriate signage and warning systems.[89]
Rail transport can expose neighbouring populations to moderate levels of low-frequency
noise. However, transportation planners use noise mitigation strategies to minimise these
effects.[90] Most of all, the potential for decreased private motor vehicle operations along the
tram's service line because of the service provision could result in lower ambient noise
levels than without.
The overhead power lines and supporting poles utilized by trams (except for those using a
third rail) can be unsightly and contribute to visual pollution.[91]

By region
Trams are in a period of growth, with about 400 tram systems operating around the world, several new
systems being opened each year, and many being gradually extended.[93] Some of these systems date
from the late 19th or early 20th centuries. In the past 20 years their numbers have been augmented by
modern tramway or light rail systems in cities that had abandoned this form of transport. There have also
been some new tram systems in cities that never previously had them.
Tramways with trams (British English) or street railways with
streetcars (North American English) were common throughout the
industrialised world in the late 19th and early 20th centuries but
they had disappeared from most British, Canadian, French and US
cities by the mid-20th century.[94] After World War II most
Australian cities also began to replace their trams with buses, but
Melbourne defied the trend, opening new tram lines even in the
mid-1950s. By the 1970s Melbourne was the only Australian city
The driver's seat in the tram of the
with a major tram network.[95] Russian model «Lvionok»
(«Lionet»)
By contrast, trams in parts of continental Europe continued to be
used by many cities, although there were declines
in some countries, including the Netherlands.[96]

Since 1980 trams have returned to favour in many

places, partly because their tendency to dominate
the roadway, formerly seen as a disadvantage, is
considered to be a merit since it raises the visibility
of public transport (encouraging car users to
change their mode of travel), and enables streets to
be reconfigured to give more space to pedestrians, Tram networks around the world:[92]
making cites more pleasant places to live. New Countries with tram networks
systems have been built in the United States, Countries without tram networks
United Kingdom, Ireland, Italy, France, Australia
and many other countries.

In Milan, Italy, the old "Ventotto" trams are considered a "symbol" of the city. The same can be said of
trams in Melbourne in general, but particularly the iconic W class. The Toronto streetcar system had
similarly become an iconic symbol of the city, operating the largest network in the Americas as well as
the only large-scale tram system in Canada (not including light rail systems, or heritage lines).[97][98]

Major tram and light rail systems

Existing systems
The largest tram (classic tram, streetcar, straßenbahn) and fast tram (light rail, stadtbahn) networks in the
world by route length as of 2016[99] are:

Melbourne (256 km; 159 mi)[100]

Saint Petersburg (205.5 km; 127.7 mi)[101]
Cologne (194.8 km; 121.0 mi)[102][103]
Berlin (191.6 km; 119.1 mi)[104]
Moscow (183 km; 114 mi)[105]
Milan (181.8 km; 113.0 mi)[106]
Budapest (172 km; 107 mi)[107]
Katowice agglomeration (171 km; 106 mi)[108]
 Vienna (170 km; 110 mi).[109]
Other large transit networks that operate streetcar and light rail
systems include:

DART light rail,[110] modern streetcar[111] and heritage

streetcar[112] (155 km; 96 mi)
Sofia (153.6 km; 95.4 mi)[99]
Warsaw (150 km; 93 mi)
Leipzig (148.3 km; 92.1 mi)[113]
Brussels (147.1 km; 91.4 mi)[114]
Łódź (145 km; 90 mi)[115] Map of Melbourne tram system in
Bucharest (143 km; 89 mi)[116] 2011. The system is the largest in
the world.
Prague (142.4 km; 88.5 mi)[117]
Dresden (134 km; 83 mi)
Los Angeles (133.1 km; 82.7 mi)[118]

Statistics
Tram and light rail systems operate in 403 cities across
the world, 210 of which are in Europe;[119]
The longest single tram line and route in the world is the
68 km (42 mi) interurban Belgian Coast Tram (Kusttram),
which runs almost the entire length of the Belgian coast.
Another fairly long interurban line is the Valley Metro Rail
agglomeration of Phoenix, Arizona, with its 42 km
(26 mi).[120][121] The world's longest urban intracity tram
line is 33 km (21 mi) counter-ring routes 5/5a in Kazan
(Tatarstan, Russia).
Map of Saint Petersburg's tram
Since 1985, 108 light rail systems have opened;[122] system in 2024. The system was the
Since 2000, 78 systems have opened while 13 have world's largest, before it was
closed. The countries that have opened the most surpassed by Melbourne's system.
systems since 2000 are the US (23), France (20), Spain
(16), and Turkey (8);
15,812 km (9,825 mi) of track is in operation,[119] with
850 km (530 mi) in construction and a further 2,350 km
(1,460 mi) planned;
All networks together have 28,593 stops;[119]
They carry 13.5 billion passengers a year, 3% of all
public transport passengers. The highest-volume
systems are Budapest (396 million passengers a year),
Prague (372 m),[123] Bucharest (322 m), Saint City Star tram at longest urban
Petersburg (312 m), and Vienna (305 m);
intracity tram route in Kazan
The most busy networks (passengers per km, per year)
are: Istanbul, Hong Kong, Tokyo and Sarajevo.
Some 36,864 trams and light rail vehicles are in operation.[119] The largest fleets are in
Prague (788), Vienna (782), Warsaw (756), Saint-Petersburg (750), Moscow (632)
Between 1997 and 2014, 400–450 vehicles were built each year.
 As of October 2015, Hong Kong has the world's only exclusively double-decker tramway
system.[124]
The busiest junction in any tram network is the Lazarská x Spálená junction in Prague with
appx. 150 vehicles passing through per hour.[125]
World's longest 9-sectioned 56 metres (184 ft)-meter articulated tram vehicle CAF Urbos 3/9
started operation in Budapest in 2016. Škoda ForCity vehicles family allows expansion of
length up to 72 metres (236 ft) with 539 passengers.

Historical
Historically, the Paris Tram System was, at its peak, the world's
largest system, with 1,111 km (690 mi) of track in 1925 (according
to other sources, ca. 640 km (400 mi) of route length in 1930).
However it was completely closed in 1938.[126] The next largest
system appears to have been 857 km (533 mi), in Buenos Aires
before 19 February 1963. The third largest was Chicago, with over
850 km (530 mi) of track,[127] but it was all converted to
trolleybus and bus services by 21 June 1958. Before its decline, At its peak, the Paris tram system
the BVG in Berlin operated a very large network with 634 km was the world's largest, with over
(394 mi) of route. Before its system was converted to trolleybus 1,111 kilometres (690 mi) of track in
1925.
(and later bus) services in the 1930s (last tramway closed 6 July
1952), the first-generation London network had 555 km (345 mi)
of route in 1931.[128] In 1958 trams in Rio de Jainero were employed on (433 km; 269 mi) of track. The
final line, the Santa Teresa route was closed in 1968.[129] During a period in the 1980s, the world's largest
tram system was in Leningrad (St. Petersburg) with 350 km (220 mi), USSR, and was included as such in
the Guinness World Records; however Saint Petersburg's tram system has declined in size since the fall of
the Soviet Union. Vienna in 1960 had 340 km (211 mi), before the expansion of bus services and the
opening of a subway (1976). Substituting subway services for tram routes continues. 320 km (199 mi)
was in Minneapolis–Saint Paul in 1947: There streetcars ended 31 October 1953 in Minneapolis and 19
June 1954 in St. Paul.[130] The Sydney tram network, before it was closed on 25 February 1961, had
291 km (181 mi) of route, and was thus the largest in Australia. Since 1961, the Melbourne system
(recognised as the world's largest) has assumed Sydney's title as the largest network in Australia.

Tram modelling
Model trams are popular in HO scale (1:87) and O scale (1:48 in
the US and generally 1:43,5 and 1:45 in Europe and Asia). They
are typically powered and will accept plastic figures inside.
Common manufacturers are Roco and Lima, with many custom
models being made as well. The German firm Hödl[131] and the
Austrian Halling[132] specialise in 1:87 scale.[133]

In the US, Bachmann Industries is a mass supplier of HO

streetcars and kits. Bowser Manufacturing has produced white
A model of a town with a tram model
metal models for over 50 years.[134] There are many boutique
built into it
vendors offering limited run epoxy and wood models. At the high
end are highly detailed brass models which are usually imported from Japan or Korea and can cost in
excess of $500. Many of these run on 16.5 mm (0.65 in) gauge track, which is correct for the
representation of 4 ft 81⁄2 in (1,435 mm) (standard gauge) in HO scale as in US and Japan, but incorrect
in 4 mm (1:76.2) scale, as it represents 4 ft 81⁄2 in (1,435 mm). This scale/gauge hybrid is called OO
scale. O scale trams are also very popular among tram modellers because the increased size allows for
more detail and easier crafting of overhead wiring. In the US these models are usually purchased in epoxy
or wood kits and some as brass models. The Saint Petersburg Tram Company[135] produces highly
detailed polyurethane non-powered O Scale models from around the world which can easily be powered
by trucks from vendors like Q-Car.[136]

Etymology and terminology

The English terms tram and tramway are derived from the Scots
word tram,[137] referring respectively to a type of truck (goods
wagon or freight railroad car) used in coal mines and the tracks on
which they ran. The word tram probably derived from Middle
Flemish trame ("beam, handle of a barrow, bar, rung"). The
identical word trame with the meaning "crossbeam" is also used in
the French language. Etymologists believe that the word tram
refers to the wooden beams the railway tracks were initially made
of before the railroad pioneers switched to the much more wear- A sign in Portland that reads "go by
streetcar". Trams are often called
resistant tracks made of iron and, later, steel.[138] The word tram-
streetcars in North America.
car is attested from 1873.[139]

Alternatives
Although the terms tram and tramway have been adopted by many
languages, they are not used universally in English; North
Americans prefer streetcar, trolley, or trolleycar. The term
streetcar is first recorded in 1840, and originally referred to
horsecars.

The terms streetcar and trolley are often used interchangeably in

the United States, with trolley being the preferred term in the
eastern US and streetcar in the western US. Streetcar is preferred
A trackless train is also called tram
in English Canada, while tramway is preferred in Quebec. In parts
in U.S. English.
of the United States, internally powered buses made to resemble a
streetcar are often referred to as "trolleys". To avoid further
confusion with trolley buses, the American Public Transportation Association (APTA) refers to them as
"trolley-replica buses". In the United States, the term tram has sometimes been used for rubber-tired
trackless trains, which are unrelated to other kinds of trams.

A widely held belief holds the word trolley to derive from the troller (said to derive from the words
traveler and roller), a four-wheeled device that was dragged along dual overhead wires by a cable that
connected the troller to the top of the car and collected electrical power from the overhead wires;[140] this
portmanteau derivation is, however, most likely folk etymology. "Trolley" and variants refer to the verb
troll, meaning "roll" and probably derived from Old French,[141] and cognate uses of the word were well
established for handcarts and horse drayage, as well as for nautical uses.[142]

The alternative North American term 'trolley' may strictly speaking be considered incorrect, as the term
can also be applied to cable cars, or conduit cars that instead draw power from an underground supply.
Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US
(tourist trolley). Furthering confusion, the term tram has instead been applied to open-sided, low-speed
segmented vehicles on rubber tires generally used to ferry tourists short distances, for example on the
Universal Studios backlot tour and, in many countries, as tourist transport to major destinations. The term
may also apply to an aerial ropeway, e.g. the Roosevelt Island Tramway.

Trolleybus
Although the use of the term trolley for tram was not adopted in Europe, the term was later associated
with the trolleybus, a rubber-tired vehicle running on hard pavement, which draws its power from pairs of
overhead wires. These electric buses, which use twin trolley poles, are also called trackless trolleys
(particularly in the northeastern US), or sometimes simply trolleys (in the UK, as well as the Pacific
Northwest, including Seattle, and Vancouver).

In popular culture
A Streetcar Named Desire was written by Tennessee Williams in 1947.
The Rev W. Awdry wrote about GER Class C53 called Toby the Tram Engine, which starred
in his The Railway Series with his faithful coach, Henrietta.
"The Trolley Song" in the film Meet Me in St. Louis received an Academy Award nomination.
Trams feature in the opening titles of the world's longest running TV soap opera Coronation
Street, set in a fictional suburb of Greater Manchester, and produced by Granada Television.
A Blackpool tram killed one of the main characters in 1989 and the most recent faked
accident involved a tram (modelled on the Manchester Metrolink) careering off a viaduct into
the set in 2009.
The 1986 Australian film Malcolm is centred on an autistic tram enthusiast who builds his
own tram and becomes involved with a pair of bank robbers.
Toonerville Folks comic strip (1908–55) by Fontaine Fox featured the "Toonerville Trolley
that met all the trains".
The predominance of trams (trolleys) in the borough of Brooklyn in New York City gave rise
to the disparaging term trolley dodger for residents of the borough. That term, shortened to
"Dodger" became the nickname for the Brooklyn Dodgers (now the Los Angeles Dodgers).
The Red Car Trolley is a transportation attraction at Disney California Adventure at the
Disneyland Resort in Anaheim, California.

See also

Transport portal
 Trains portal

Tram models
See Category:Tram vehicles

Trams by region
Trams in Africa Trams in New Zealand
Trams in Asia Streetcars in North America
Trams in Australia Trams in South America
Trams in Europe

Tram lists
Battery electric multiple unit List of tram builders
Heritage streetcar List of transport museums
History of tram and light rail transit systems List of town tramway systems
by country List of tram and light rail transit systems
List of largest currently operating tram and List of tram systems by gauge and
light rail transit systems electrification
List of largest tram and light rail transit List of railway electrification systems
systems ever Rapid transit track gauge
List of tram accidents

Other topics
Armoured train#Armoured tram Rubber-tyred tram
Comparison of train and tram tracks Streetcar suburb
Convict tramway Tramway (industrial)
Dual-mode vehicle Traction current pylon
Minecart, also known as a tram

Notes

References

Citations
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November 2022. Retrieved 8 January 2025.
2. "tram" (https://www.thefreedictionary.com/tram). The Free Dictionary. Retrieved 19 February
2018.
 3. "tram" (http://www.merriam-webster.com/dictionary/tram). Merriam Webster. Archived (http
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5. Collins English Dictionary – Complete and Unabridged, 12th Edition 2014 © HarperCollins
Publishers 1991, 1994, 1998, 2000, 2003, 2006, 2007, 2009, 2011, 2014
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7. Dunbar 1967, p. 15.
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ww.walesonline.co.uk/news/wales-news/could-mumbles-train-make-come-8929957).
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9. Dunbar 1967, p. 23.
10. Dunbar 1967, pp. 16–17.
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12. Dunbar 1967, p. 18.
13. Dunbar 1967, p. 21.
14. "Near and far" (https://www.britishnewspaperarchive.co.uk/viewer/bl/0001634/19050823/11
2/0006). Newcastle Daily Chronicle. British Newspaper Archive. 23 August 1905. p. 6 col.5.
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General and cited references

Duden (2001). das Herkunftswörterbuch: Etymologie der deutschen Sprache. Mannheim.
Dunbar, Chas. S. (1967). Buses, Trolleys & Trams (https://archive.org/details/busestrolleystr
a00dunb). London: Paul Hamlyn. ISBN 9780753709702. OCLC 487529500 (https://search.
worldcat.org/oclc/487529500).
Freedman, Alisa (2011). Tokyo in Transit: Japanese Culture on the Rails and Road (https://b
ooks.google.com/books?id=n7XKYLNupxUC&pg=PA6). Stanford University Press. p. 6.
ISBN 978-0-8047-7145-0.
 Green, Robert (1989). The first electric road : a history of the Box Hill and Doncaster
tramway. East Brighton, Victoria: John Mason Press. ISBN 0731667158.
Hammond, John Winthrop (2011) [1941]. Men and volts; the story of General Electric (http
s://archive.org/details/menandvoltsstory00hammrich). Philadelphia, Pennsylvania, U.S.A.;
London, U.K.: General Electric Company; J. B. Lippincott & Co.; Literary Licensing, LLC.
ISBN 978-1-258-03284-5 – via Internet Archive. "He was to produce the first motor that
operated without gears of any sort, having its armature direct-connected to the car axle."
Hughes, Robert (1987). The Fatal Shore (https://books.google.com/books?id=nKVlKHn29xc
C&q=%22Convict+railway%22&pg=PA408). Random House. pp. 407–408.
ISBN 9781407054070. Retrieved 5 July 2015.
Malone, Dumas (1928). Sidney Howe Short (https://books.google.com/books?id=fxFQAQAA
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McCaleb, Charles S. (1994). Rails, Roads & Runways: The 20-Year Saga of Santa Clara
County's Transportation Agency. San Jose: Santa Clara County Transportation Agency.
p. 67. ISBN 978-0964446601.
Martin, T. Commerford (1924). Kaempffert, Waldemar Bernhard (ed.). A Popular History of
American Invention (https://archive.org/details/popularhistoryof01kaem). Vol. 1. London;
New York: Charles Scribner's Sons. Retrieved 11 March 2017 – via Internet Archive.
Middleton, William D. (1967). The Time of the Trolley. Milwaukee: Kalmbach Publishing.
ISBN 0-89024-013-2.
Nye, David E. (1992). Electrifying America: Social Meanings of a New Technology, 1880–
1940 (https://books.google.com/books?id=dAElGDvk2yUC&pg=PA86). MIT Press.
ISBN 978-0-262-64030-5.
Petrova, Mark (2003). St. Petersburg in Focus: Photographers of the Turn of the Century; in
Celebration of the Tercentenary of St. Petersburg (Palac ed.).
Post, Robert C. (2007). Urban Mass Transit: The Life Story of a Technology (https://books.g
oogle.com/books?id=lZ6Kke0MZWwC&pg=PA43). Greenwood Publishing Group.
ISBN 978-0-313-33916-5.
Pyrgidis, C. N. (2016). Railway Transportation Systems: Design, Construction and
Operation. CRC Press. ISBN 978-1482262155.
Young, Greg; Meyers, Tom (18 April 2016). The Bowery boys : adventures in Old New York :
an unconventional exploration of Manhattan's historic neighborhoods, secret spots and
colorful characters. Ulysses Press. ISBN 978-1612435763.

Further reading
Arrivetz, Jean. 1956. Les Tramways Français (No ISBN). Lyon: Editions Omni-Presse.
Bett, W. C., and J. C. Gillam. 1962. Great British Tramway Networks (4th Edition), ISBN 0-
900433-03-5. London: Light Railway Transport League.
Bigon, Liora. 2007, "Tracking Ethno-Cultural Differences: The Lagos Steam Tramway
(1902–1933)" Journal of Historical Geography, 33, 3
Brimson, Samuel. 1983. The Tramways of Australia (ISBN 0-949825-01-8). Sydney:
Dreamweaver Books.
Buckley, R. J. 1984. Tramways and Light Railways of Switzerland and Austria (ISBN 0-
900433-96-5). Milton Keynes, UK: Light Rail Transit Association.
Chandler, Allison. 1963. Trolley Through the Countryside (No ISBN). Denver: Sage Books.
Cheape, Charles W. Moving the masses: urban public transit in New York, Boston, and
Philadelphia, 1880–1912 (Harvard University Press, 1980)
Davies, W. K. J. 1986. 100 years of the Belgian vicinal: SNCV/NMVB, 1885–1985: a century
of secondary rail transport in Belgium (ISBN 0-900433-97-3). Broxbourne, UK: Light Rail
Transit Association.
Dyer, Peter, and Peter Hodge. 1988. Cane Train: The Sugar-Cane Railways of Fiji (ISBN 0-
908573-50-2). Wellington: New Zealand Railway and Locomotive Society Inc.
Gragt, Frits van der. 1968. Europe's Greatest Tramway Network (No ISBN). Leiden,
Netherlands: E.J. Brill.
Hilton, George W. 1997. The Cable Car in America: A New Treatise upon Cable or Rope
Traction As Applied to the Working of Street and Other Railways, Revised Edition (ISBN 0-
8047-3051-2). Stanford (CA), US: Stanford University Press.
Howarth, W. Des. 1971. Tramway Systems of Southern Africa (No ISBN). Johannesburg:
published by the author.
King, B. R., and J. H. Price. 1995. The Tramways of Portugal (4th Edition) (ISBN 0-948106-
19-0). London: Light Rail Transit Association.
McKay, John P. Tramways and Trolleys: The Rise of Urban Mass Transport in Europe (1976)
Middleton, William D. 1967. The Time of the Trolley (ISBN 0-89024-013-2). Milwaukee (WI),
US: Kalmbach Publishing.
Morrison, Allen. 1989. "The Tramways of Brazil: A 130-Year Survey" (http://www.tramz.com/
br/tto/01.html) (ISBN 0-9622348-1-8). New York: Bonde Press.
Morrison, Allen. 1992. The Tramways of Chile: 1858–1978 (http://www.tramz.com/cl/tto/a.ht
ml) (ISBN 0-9622348-2-6). New York: Bonde Press.
Morrison, Allen. 1996. Latin America by Streetcar: A Pictorial Survey of Urban Rail Transport
South of the U.S.A. (ISBN 0-9622348-3-4). New York: Bonde Press.
Pabst, Martin. 1989. Tram & Trolley in Africa (ISBN 3-88490-152-4). Krefeld: Röhr Verlag
GMBH.
Peschkes, Robert. World Gazetteer of Tram, Trolleybus, and Rapid Transit Systems.

Part One, Latin America (ISBN 1-898319-02-2). 1980. Exeter, UK: Quail Map Company.
Part Two, Asia+USSR / Africa / Australia (ISBN 0-948619-00-7). 1987. London: Rapid
Transit Publications.
Part Three, Europe (ISBN 0-948619-01-5). 1993. London: Rapid Transit Publications.
Part Four, North America (ISBN 0-948619-06-6). 1998. London: Rapid Transit
Publications.

City of Portland; TriMet; Portland Streetcar, Inc. (January 2015). "History of Streetcar
Manufacturing in the U.S.". TriMet Streetcar Prototype (https://www.transit.dot.gov/sites/fta.d
ot.gov/files/docs/FTA_Report_No._0085_1.pdf) (PDF). Federal Transit Administration.
pp. 30–45.
Röhr, Gustav. 1986. Schmalspurparadies Schweiz, Band 1: Berner Oberland, Jura,
Westschweiz, Genfer See, Wallis (ISBN 3-921679-38-9). Aachen: Schweers + Wall.
Rowsome, Frank; Stephan McGuire, tech. ed. (1956). A Trolley Car Treasury: A Century of
American Streetcars—Horsecars, Cable Cars, Interurbans, and Trolleys. New York:
McGraw-Hill.
Schweers, Hans. 1988. Schmalspurparadies Schweiz, Band 2: Nordostschweiz, Mittelland,
Zentralschweiz, Graubünden, Tessin (ISBN 3-921679-46-X). Aachen: Schweers + Wall.
Stewart, Graham. 1985. When Trams Were Trumps in New Zealand (OCLC 12723934 (http
s://www.worldcat.org/oclc/12723934)). Wellington: Grantham House Publishing.
Stewart, Graham. 1993 The End of the Penny Section (revised and enlarged edition)
(ISBN 1-86934-037-X). Wellington: Grantham House Publishing.
 Straßenbahnatlas ehem. Sowjetunion / Tramway Atlas of the former USSR (ISBN 3-926524-
15-4). 1996. Berlin: Arbeitsgemeinschaft Blickpunkt Straßenbahn, in conjunction with Light
Rail Transit Association, London.
Straßenbahnatlas Rumänien (compiled by Andreas Günter, Sergei Tarknov and Christian
Blank; ISBN 3-926524-23-5). 2004. Berlin: Arbeitsgemeinschaft Blickpunkt Straßenbahn.
Tramway & Light Railway Atlas: Germany 1996 (ISBN 0-948106-18-2). 1995. Berlin:
Arbeitsgemeinschaft Blickpunkt Straßenbahn, in conjunction with Light Rail Transit
Association, London.
Turner, Kevin. 1996. The Directory of British Tramways: Every Passenger-Carrying
Tramway, Past and Present (ISBN 1-85260-549-9). Somerset, UK: Haynes.
Waller, Michael H., and Peter Walker. 1992. British & Irish Tramway Systems since 1945
(ISBN 0-7110-1989-4). Shepperton (Surrey), UK: Ian Allan Ltd.

External links
Garcke, Emile (1911). "Tramway" (https://en.wikisource.org/wiki/1911_Encyclop%C3%A6di
a_Britannica/Tramway). In Chisholm, Hugh (ed.). Encyclopædia Britannica. Vol. 27
(11th ed.). Cambridge University Press. pp. 159–167.
"Street Railway" (https://en.wikisource.org/wiki/The_New_International_Encyclop%C3%A6
dia/Street_Railway). New International Encyclopedia. 1905.
The Elephant Will Never Forget (https://www.youtube.com/watch?v=9EFfD-5VHIk) (British
Transport Films, 1953) showing changeover from conduit to overhead power

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