Tram systems in Mulhouse
Mulhouse is a city in southern Alsace, in France’s Grand Est region, close to the Swiss and German borders. Its development was shaped by the textile industry, which left a lasting mark on its architecture and neighbourhoods. This industrial heritage is reflected in attractions including the Musée de l’Impression sur Étoffes, the Musée National de l’Automobile and the Cité du Train.
Public transport in Mulhouse combines urban trams, buses and a tram-train service linking the city with Thann. Bus routes extend coverage across the surrounding agglomeration, with transport on demand supplementing regular services. Mulhouse’s main railway station, Gare Centrale, provides interchange between local transport, regional TER trains and long-distance TGV services.
Regional rail connections include Colmar, Strasbourg and Basel. EuroAirport Basel–Mulhouse–Freiburg serves the area, with public transport access from Mulhouse involving a train to Saint-Louis and a connecting airport bus.
Mulhouse’s modern tramway opened in May 2006. The urban network comprises three lines: line 1 connects Gare Centrale with Châtaignier, line 2 runs between Nouveau Bassin and Coteaux, and line 3 links Gare Centrale with Lutterbach Gare.
The tram-train service opened in December 2010 and connects Gare Centrale with Thann Saint-Jacques. It combines operation on the city’s tram infrastructure with running on the railway towards Thann, providing a direct connection between central Mulhouse and communities along the Thur valley. Porte Jeune is the central interchange shared by all three urban tram lines and the tram-train.
Soléa operates the urban tram and bus network on behalf of Mulhouse Alsace Agglomération (m2A), the local transport authority. The tram-train service is jointly operated by Soléa and SNCF.
Mulhouse’s tramway began with an industrial role. Steam-hauled freight services started in 1881, carrying goods and raw materials to the city’s factories. Passenger services followed in 1882, with a route linking the railway station and Dornach via Porte Jeune. The passenger network was electrified in 1894 and expanded to serve further neighbourhoods and surrounding communities.
Following the Second World War, the need to repair infrastructure and replace ageing vehicles encouraged a move towards buses and trolleybuses. Tram routes were progressively withdrawn, with the last passenger tram services ending in 1957. Mulhouse then spent almost half a century without passenger trams.
The modern tramway opened to passengers on 13 May 2006, followed by its official inauguration on 20 May. The initial network comprised line 1 between Gare Centrale and Rattachement, and line 2 between Nouveau Bassin and Coteaux, crossing at Porte Jeune in the city centre. The bus network was reorganised to complement the new tram services.
On 4 July 2009, line 1 was extended north from Rattachement to Châtaignier, adding three stops and improving coverage of the Bourtzwiller district.
December 2010 brought a further expansion with the introduction of line 3 to Lutterbach and the Mulhouse–Vallée de la Thur tram-train service. The tram-train opened on 12 December, linking Gare Centrale with Thann Saint-Jacques by combining urban tram tracks with the existing railway beyond Lutterbach.
This created a direct connection between central Mulhouse and the Thur valley. Line 3 shares the tram-train’s route within the urban network as far as Lutterbach, while the tram-train continues towards Cernay and Thann.
Mulhouse’s modern tramway uses conventional steel wheels on rails. In the urban area, tracks are incorporated into paved streets and grassed reservations. The connection towards Lutterbach includes a dedicated section with ballasted track alongside the main railway, used by both line 3 and the tram-train.
Beyond Lutterbach, the tram-train joins the existing railway towards Thann. This means the system combines urban tram infrastructure with operation on France’s national railway network.
The urban tramway and the dedicated tracks to Lutterbach are electrified at 750 V DC, with power collected from overhead wires. Beyond Lutterbach, the railway used by the tram-train is electrified at 25 kV AC. The tram-train vehicles can operate under both supplies, while the urban trams remain on the 750 V network.
The urban network uses Alstom Citadis 302 trams, with Soléa listing a fleet of 22 vehicles. These have a fully low floor to support accessible boarding and are 2.65 metres wide.
The tram-train uses Siemens Avanto vehicles, with 12 units listed by Soléa. Each is approximately 37 metres long and capable of a maximum speed of 100 km/h on railway infrastructure, subject to the permitted speed of the route. Retractable boarding steps accommodate the different platform arrangements encountered across the two networks.
Moving between tramway and railway infrastructure involves more than changing the power supply. The Avanto vehicles also switch between the communication and safety systems required by each network. In the urban area, drivers principally operate by sight; on the railway, they follow railway signalling and operating rules. Drivers therefore require training for both environments.
The urban trams and tram-train vehicles share workshop facilities, with Soléa undertaking tram-train maintenance at the mixed tram depot.