Trams in Zurich
Bahnhofstrasse, Zurich's premier shopping street
Operation
Locale	Zurich
Open	1882 (143 years ago) (1882)
Status	Operational
Lines	18
Owner	City of Zurich
Operator	Verkehrsbetriebe Zürich
Infrastructure
Track gauge	1,000 mm (3 ft 3+3⁄8 in)metre gauge
Propulsion system	Electric
Electrification	600VDCoverhead
Stock	258
Statistics
Track length (double)	72.9 km (45.3 mi)[1]
Track length (total)	171.9 km (106.8 mi)[1]
Route length	118.7 km (73.8 mi)[1]
Passengers in 2024	188.6 million[a][2]
Overview
Website	www.stadt-zuerich.ch/vbz

Trams make an important contribution to public transport in the city ofZurich inSwitzerland. Thetram network serves most city neighbourhoods, and is the backbone of public transport within the city, albeit supplemented by the inner sections of theZurich S-Bahn, along with urbantrolleybus andbus lines, as well as twofunicular railways, onerack railway and passenger boat lines on theriver and on thelake. The trams and other city transport modes operate within a fare regime provided by the cantonal public transport authorityZürcher Verkehrsverbund (ZVV), which also covers regional rail and bus services.^[3][4][5]

The city's trams are operated by theVerkehrsbetriebe Zürich (VBZ), which also manages the tramway infrastructure within the city, but the city's tram tracks are also used by three other operations. TheGlattalbahn tram services to theGlattal area to the north of the city interwork with the city tram services and are also operated by the VBZ, although in this case it does so as a sub-contractor to theVerkehrsbetriebe Glattal (VBG). Trains of the independentForchbahn (FB) light railway also use the city's tram lines to reach their city centre terminus.^[6] In 2022, theLimmattalbahn began using part of line 20.

Trams have been a consistent part of Zurich's streetscape since the 1880s, when the first horse tram ran. Electrified from the 1890s, they have seen off challenges including proposals to replace them bytrolleybuses and by ametro orU-Bahn. With a relatively static city network from the 1930s to the late 1970s, the city's trams have been expanding again since then. Recent expansions have taken the network into the suburbs beyond the city boundary, covering areas it retreated from in the first part of the 20th century. Further extensions have been approved, both to the city tram network itself, and by the introduction of a new light rail system in theLimmat Valley that will interwork with the city trams.

Various projects to introduce trams to Zurich were proposed from the 1860s onwards. It was not until 1882, however, that the first tram operated in the city. These initial trams were operated by theZürcher Strassenbahn Gesellschaft [de] (ZStG), a private company, and were ofstandard gauge (1,435 mm or4 ft 8+1⁄2 in gauge) and horse-drawn.^[7]

By 1888 the first electric tramway in Switzerland (theVevey–Montreux–Chillon tramway) had opened, and, in 1894, another private company, theElektrische Strassenbahn Zürich [de] (EStZ), started operatingmetre gauge (3 ft 3+3⁄8 in gauge) electric trams in Zurich. The EStZ only survived for two years before it was taken over by the City of Zurich, who renamed it theStädtische Strassenbahn Zürich (StStZ). The following year, the horse trams of the ZStG were acquired.^[7]

Further tramway companies were founded, some operating entirely within the city, some connecting the city with its nearer suburbs, and some running in rural areas entirely beyond the city, but still linked by connections with other lines to the city. Like the EStZ, all these lines were electrified and were built to the metre gauge. The StStZ gradually took over those companies that had significant city operations, usually closing any cross-boundary lines, whilst leaving those lines entirely beyond the city to their own devices.^[7]

By the mid-1930s, the StStZ had acquired all the companies that had operated tramways within the city boundaries, with the single exception of theDolderbahn, which had closed its short tramway in 1930. The standard gauge horse tram lines had all been converted to metre gauge and electrified. The StStZ had also built many tram extensions, resulting in a dense network of tramlines serving most city neighbourhoods.^[7]

However, in 1927, the StStZ had introduced its firstmotor bus line, and this was to be followed in 1939 by the first of thecity's trolleybus lines. Initially these modes complemented the trams, but at various times they have threatened to replace parts of the tram system, and sometimes succeeded in doing so.^[7]

In 1940, the StStZ started a modernisation of its trams, introducing the first prototypes of theSwiss Standard Tram [de;fr]. Despite Switzerland's neutrality, the economic effects of theSecond World War slowed down the program, but by 1953 the VBZ, as the StStZ had become in 1950, had taken delivery of 177 such trams.^[5][7]

While the tram network within the city of Zurich has seen relatively few line closures, the same cannot be said for the lines beyond the city limits. The StStZ routinely closed any out-of-city lines belonging to the companies it took over.^[5] In other cases, private sector operated lines succumbed without StStZ involvement. Out of town closures included:

• The Schlieren to Dietikon and Schlieren to Weinigen lines of the LSB company, closed in 1928 and 1931 respectively.^[8]
• The Oerlikon to Schwamendingen and Seebach to Glattbrugg lines of the ZOS company, closed in 1931.^[9]
• The Uster to Langholz line of the UOeB company, closed in 1949.^[10]
• The Wetzikon to Meilen line of the WMB company, closed in 1950.^[11]

In the city, the initial threat to the tram came from its perceived inflexibility and susceptibility to the growing traffic congestion in the city streets. One proposed solution was the conversion of the less busy tram lines to trolleybus lines, and the first step in this direction was the conversion of tram line 1, from Burgwies to Hardplatz (1954–56). This was followed by the Farbhof to Schlieren section of line 2 (1956–58) which became a westward extension of the same trolleybus line. In practice, the trolleybus service struggled to cope with peak loadings and punctuality did not improve. No further conversions of tram lines to trolleybuses have taken place.^[5]

In the 1950s, as well as proposing the conversion of less busy lines to trolleybus, plans were also made to place the busier lines in tunnels, in a form called theTiefbahn. The recently delivered Swiss Standard trams were not seen as suitable for this, because they had doors on their tapered car ends that would not have aligned with the proposed underground station platforms. In order to overcome this limitation, several new designs of tram were introduced. The first design, known as the P16 orKarpfen, could not run on some existing routes, and only one batch of 15 motor tram and trailer pairs was built. A later design, which used articulation to avoid the problems of the P16, was eventually more successful and 126 vehicles were delivered by 1969. Instead of aJacobs bogie it was designed with afour-wheeled centre section. This car became popularly known as theMirage.^[5]

Despite the planning and new rolling stock, areferendum in 1962 rejected theTiefbahn. Instead, the proponents of going underground instead proposed a full scalemetro, theZurich U-Bahn system. This would have been standard gauge and electrified using a third rail, and hence incompatible with the tram network. The lines would have extended further into the suburbs and provided faster transit times than the tramways, which would have been curtailed so as not to compete with the U-Bahn. However this would have been at the expense of a coarser grained network, with much longer distances between U-Bahn stations than between the tram stops they replaced.^[5][7]

In 1973, the U-Bahn proposal too was rejected in a referendum, but not before several stretches of U-Bahn tunnel had been built. One section of the putative U-Bahn has since been adapted, as described below, for use by trams, whilst another now forms the terminus of theUetliberg andSihltal railway lines under theHauptbahnhof.^[5][7]

In 1976, the first tram extension since 1954 took place, with the extension of line 4 from Hardturm toWerdhölzli. Unlike the older lines, this extension was built mostly onreserved track, a precedent to be followed by most subsequent extensions.^[5]

The Werdhölzli extension was followed in 1986 by the extension of lines 7 and 9 into new residential areas to the north-east of Zurich. This used one of the stretches of tunnel that had been built for the rejected U-Bahn, between Milchbuck and Schwamendingen. The tram route was extended through the tunnel before splitting at Schwamendingen to serve the area beyond, using new surface track. Because the tunnels and stations had been built withisland platforms, whilst Zurich trams only have doors on theirnearside, the section through the tunnel uses left-hand running.^[5]

From 1976 onwards, the VBZ tram fleet was further updated, with the introduction of Zurich's variant of theTram 2000 design used by several Swiss tram networks. Several sub-classes of the Tram 2000 were purchased, including articulated and non-articulated variants, and some without drivers cabs that could only operate in multiple with other cars. Eventually 171 of these vehicles were delivered, with the last of the class delivered in 1992.^[5][7]

From the 1980s onwards, the system was increasingly acclaimed for its success in maintaining a high share of themodal split, and theZurich model of transport provision was named after it. Beyond the tramway, theZurich S-Bahn rail network was introduced to serve the region beyond the city boundaries, taking on some of the role that was originally planned for the U-Bahn. In 1990, the city's urban and regional transport were integrated by the introduction of theZVV and its zone-based common fare structure.^[5]

In 2001, the VBZ took delivery of the first prototypes of a brand-new low-floor design of tram, known as theBombardier Cobra.^[7] Despite many teething problems with the prototypes, which were eventually extensively rebuilt, there are now 88 of these trams in service, with the last delivered in 2010. In order to increase the number of low-floor trams in service, 23 trams from the otherwise high-floor Tram 2000 fleet were rebuilt between 2001 and 2005 with the addition of a low-floor centre section.

From the 1950s onwards, theGlattal region to the north of Zurich experienced a rapid boom as population and industry spilled over from nearby Zurich, partly driven by the presence ofZurich Airport. Whilst the airport is served by thecity's S-Bahn rail network, the economic growth and resulting congestion led to a need for a finer-grained form of public transport. The responsible transport authority (theVerkehrsbetriebe Glattal or VBG) responded by constructing a new light rail system, theGlattalbahn. This was built to be compatible with Zurich's tram network, with which it connects at several points on the city boundary. The system opened in stages between 2006 and 2010. The VBG contracted the VBZ to operate the network, and several tram lines now operate across both networks.^[12][6][13]

The arrival of new trams between 2001 and 2010 led to the retirement of older vehicles. TheKarpfen last ran in regular service in 2006, and theMirage in 2010. Many members of both classes have been transferred toVinnytsia inUkraine.^[14][15][16]

Tram Zürich West, an extension fromEscher-Wyss-Platz toBahnhof Altstetten Nord, in the city of Zurich, opened in December 2011. The resulting reorganisation of lines included a new line 17 fromHauptbahnhof toWerdhölzli viaEscher-Wyss-Platz, and the diversion of line 4, which had previously servedWerdhölzli, to Altstetten.^[12][6][17]

In 2017, line 8 was extended fromHardplatz toHardturm, via a new track over Hardbrücke, the first tram line to cross the main railway line through Zurich (projectTram Hardbrücke).^[18][19] An extension of the tracks fromHardbrücke toBucheggplatz andMilchbuck (projectRosengartentram und Rosengartentunnel), along with the opening of two new tram lines, was rejected by a referendum in 2020, however.^[20] This project would have also included a loop tunnel for the cars betweenHardbrücke andBucheggplatz.

In September 2019, city line 2 was extended from Farbhof to Geissweid (Schlieren), a distance of 2.9 kilometres (1.8 mi) with seven stops. The new line operates over the first section of the so-called Limmatalbahn, not to be confused with the defunctLimmattal tramway, and replacestrolleybus line 31 over that section (line 31 now terminates atHermetschloo station). The second section of the Limmattalbahn opened in December 2022. TheLimmattalbahn is alight rail service (line 20) fromAltstetten railway station toKillwangen-Spreitenbach railway station. It is operated byAargau Verkehr AG (AVA).^[21]

The extension of line 2, together with a delay to the delivery of theBombardier Flexity trams on order (seeFuture developments), required a reorganisation of other lines in order to free up trams for line 2. In addition twoMirage trams, withdrawn from service nearly ten years earlier but held in reserve, were reinstated to cover some peak workings. The first of the new Flexity trams arrived in Zurich on 13 November 2019, but it is not expected to enter passenger service until the summer of 2020.^[22][23]

The next extension of the urban route network, fromRadiostudio toHolzerhurd (calledTram Affoltern), is currently planned and expected to open in 2029.^[24] Tram line 11 will operate on this section toZurich Affoltern and replace thetrolleybus line 32 on that section (line 32 will terminate atBucheggplatz). At the same time, tram line 15 will be extended fromBucheggplatz toAuzelg on the tracks currently used by line 11. Also under discussion is the so-calledTram Nordtangente, a tram line from Zurich Affoltern toSchwamendingen viaOerlikon.^[25]

Other extensions (after 2035) are under discussion, including the reenactment of tram line 1 fromHauptbahnhof to Altstetten (served by trolleybus line 31 since the original line 1 was terminated and its tracks removed in the 1950s).^[26]

In the Limmat Valley, betweenBahnhof Altstetten andBahnhof Killwangen-Spreitenbach, theLimmattal light rail line opened in December 2022, after being approved by a referendum held in November 2015. The first section of the line opened in September 2019, and this section connects to the VBZ tram system at Farbhof, the former terminus of line 2. That line has been extended over the light rail line as far asSchlieren, as a partial replacement fortrolleybus line 31. The Limmattalbahn, designated route 20, is a regionallight rail service between Bahnhof Altstetten and Killwangen-Spreitenbach railway station. It was announced in May 2016 that this service would be operated byBDWM (nowAargau Verkehr AG, AVA).^{[21][27][28][29]}

TheZurich Tram Museum, located at the former tram depot at Burgwies (on tram line 11), preserves many examples of Zurich's former tramcar fleet, along with other related exhibits.

Current and historic operators of trams in and around Zurich are summarised in the table below. Names of companies whose lines were entirely outside the current city boundaries are shown initalic type. Those which still operate tram or other light rail services are shown inbold type.

v t e Trams in Zurich
Legend
Limmattalbahn 2 Geissweid Schlieren Zentrum,Bahnhof Wagonfabrik Gasometer Brücke Mülligen Micafil Farbhof Bachmattstrasse Lindenplatz Grimselstrasse Kappeli Freihofstrasse Seidelhof Letzigrund 20Bhf Altstetten 4Bhf Altstetten Nord Flughafen Fracht 1012 Würzgraben Aargauerstrasse Flughafen Sportweg Glatt Neugut Toni-Areal Bhf Balsberg Technopark Bhf Wallisellen Am Ring 3Albisrieden Unterried Fellenbergstrasse Belair Ringwiesen Siemens Bäuler Bhf Stettbach712 Hubertus Herti Mattenhof Altes Krematorium Bhf Glattbrugg Probstei Albisriederplatz 11 Auzelg Glattwiesen 13 Frankental Lindbergh- platz Roswiesen Wartau Fernsehstudio Hirzenbach9 Zwielplatz Altried Meierhofplatz Luchswiesen Schwert Seebach14 Glattpark Luegisland Alte Trotte Seebacher- platz Oerlikerhus Heerenwiesen Eschergutweg Felsenrain- strasse Leutschen- bach Schwamendingerplatz Waidfussweg Messe/Hallenstadion Wipkingerplatz Bhf Oerlikon Ost Überlandpark 17Werdhölzli Sternen Oerlikon Waldgarten Bändliweg Tierspital Grünaustrasse Bahnhof Oerlikon Salersteig Tüffenwies Regensberg- brücke Bernina- platz Hardhof Hirschwiesen- strasse 8Hardturm Bad Allenmoos Milchbuck Bernoulli-Häuser Brunnenhof Fischerweg Buchegg- platz 15 Förrlibuckstrasse Laubiweg Guggach- strasse Escher-Wyss Platz Universität Irchel Schiffbau Langmauerstrasse Löwenbräu Schaffhau- serplatz Letzistrasse Quellenstrasse Kinkelstrasse Limmatplatz Seilbahn Rigiblick Museum für Gestaltung Kronen- strasse Winkelriedstrasse Sihlquai/HB Beckenhof Rösli- strasse Haldenbach Bhf Hardbrücke Stampfen- bachplatz Ottiker- strasse ETH/ Universitätsspital Hardplatz Sonneggstrasse Güterbahnhof Bahnhof- quai/HB Haldenegg Zoo6 Bäckeranlage Susenberg- strasse Zürichberg- strasse Toblerplatz 10Bahnhofplatz/HB KircheFluntern5 Voltastrasse Löwenplatz Central (Polybahn) Platte Helvetiaplatz Bahnhofstrasse/HB Kantonsschule Sihlpost/HB Neumarkt Zypressenstrasse Rudolf-Brun- Brücke Lochergut Kunsthaus Kalkbreite Bhf Wiedikon Rennweg Bezirksgebäude Hottingerplatz Stauffacher Römerhof (Dolderbahn) Sihlstrasse Rathaus Hölderlinstrasse Werd Bhf Selnau Klusplatz38 Bhf Wiedikon Paradeplatz SchmiedeWiedikon Goldbrunnenplatz Stockerstrasse Talwiesenstrasse Englischviertelstrasse Heuried Helmhaus Schauffelbergstrasse Tunnelstrasse 914Triemli Kantonalbank Bürkliplatz Bellevue Bhf Stadelhofen15 Bhf Enge/ Bederstrasse 6Bhf Enge Kreuzplatz Rentenanstalt Signaustrasse Waffenplatzstrasse Hegibachplatz Sihlcity Nord Hedwigsteig Saalsporthalle Museum Rietberg Wetlistrasse 5 Laubegg Brunaustrasse Opernhaus Burgwies Uetlihof Billoweg Kreuzstrasse Balgrist Strassenverkehrsamt Bhf Wollishofen/Staubstrasse Feldeggstrasse Friedhof Enzenbühl 1317 Albisgütli Renggerstrasse Höschgasse Rehalp11 Morgental Fröhlichstrasse Forchbahn Butzenstrasse Wildbachstrasse Wollishoferplatz7 24Bhf Tiefenbrunnen
Key
2 Geissweid – Bhf Tiefenbrunnen Bahnhofplatz/HB – Flughafen 10 3 Albisrieden – Klusplatz Auzelg – Rehalp 11 4 Bhf Altstetten Nord – Bhf Tiefenbrunnen Flughafen – Bhf Stettbach 12 5 Laubegg – Kirche Fluntern Frankental – Albisgütli 13 6 Bhf Enge – Zoo Triemli – Seebach 14 7 Wollishoferplatz – Bhf Stettbach Bucheggplatz – Bhf Stadelhofen 15 8 Hardturm – Klusplatz Werdhölzli – Albisgütli 17 9 Triemli – Hirzenbach Bhf Altstetten – Bhf Killwangen-Spreitenbach 20