Tram systems in Budapest
Budapest is Hungary’s capital and largest city, situated on the River Danube in the north-central part of the country. The river separates the hills of Buda on the western bank from the flatter districts of Pest to the east. The modern city was formed in 1873 through the unification of Buda, Óbuda and Pest.
The city is Hungary’s principal administrative, commercial and cultural centre. Its landmarks include the Hungarian Parliament Building, Buda Castle, the Chain Bridge and the thermal baths. Beyond the historic centre, extensive residential districts, university campuses and former industrial areas generate substantial everyday demand for public transport.
Budapest has an extensive public transport network combining four metro lines, trams, trolleybuses and buses. The HÉV suburban railways connect the city with outer districts and surrounding settlements, while national railway services provide further suburban, regional and long-distance connections. Major interchange points bring these networks together at locations including Széll Kálmán tér, Örs vezér tere and Kelenföld railway station.
Trams form an important part of the city’s transport system, carrying passengers along central boulevards, beside the Danube and between outer residential districts. They complement the metro by providing frequent surface connections and serving corridors beyond its reach. Budapest also has several distinctive transport systems, including the Buda Castle Funicular and the cogwheel railway, which carries the public transport route number 60.
Electric tram services began in Budapest in 1887. Today, the yellow trams operate across both Buda and Pest, with routes ranging from busy central corridors to longer suburban services. The network combines street-running sections with reserved tracks, and several routes share infrastructure before separating towards different outer termini. Letter suffixes distinguish some shorter workings and route variants.
Lines 4 and 6 follow the Grand Boulevard, crossing the Danube at Margaret Bridge and Petőfi Bridge to connect Buda with the densely developed inner districts of Pest. Line 1 forms a wider orbital connection, linking northern Buda with eastern and southern Pest before crossing Rákóczi Bridge towards Kelenföld. Other routes serve the Pest riverfront, the Buda waterfront and hillside districts, and residential areas including Újpest, Rákospalota, Kőbánya and Pesterzsébet.
The fleet includes modern low-floor articulated trams alongside older high-floor vehicles. This gives the system a varied character, from the long trams used on its busiest corridors to more traditional vehicles elsewhere. The Lines tab provides an overview of the individual routes.
BKV Zrt. (Budapesti Közlekedési Zrt.) operates Budapest’s tram services. The municipally owned company also operates the metro, trolleybuses and part of the bus network, together with the cogwheel railway and Buda Castle Funicular.
BKK (Budapesti Közlekedési Központ – Centre for Budapest Transport) is the city’s transport organiser, responsible for coordinating services, planning the network and timetables, and providing passenger information and ticketing. BKK is the principal source of official route maps, timetables and service updates.
Useful official links:
Budapest’s tramway origins predate the formation of the modern city. The first horse-drawn tram service opened in Pest on 1 August 1866, linking the present-day Kálvin tér area with Újpest. Further routes followed in Pest and Buda, helping connect the expanding urban districts.
Electric tram operation began on 28 November 1887 with an experimental metre-gauge line between Nyugati railway station and Király utca along the Grand Boulevard. Developed through the initiative of Mór Balázs with Siemens & Halske and their partners, the successful demonstration established electric traction as a practical option for the city. Standard-gauge electric routes followed in 1889, and the original experimental line was subsequently rebuilt.
During the late nineteenth and early twentieth centuries, electric routes expanded rapidly and existing horse tramways were electrified. Several competing companies developed lines across Budapest and its outskirts, establishing much of the network that shaped subsequent tram operation.
The fragmented system was progressively brought under unified management after the First World War. The municipal transport company BSZKRT took responsibility for the principal networks in the early 1920s, coordinating operations and investing in vehicles, depots and infrastructure. Trams remained central to everyday travel as Budapest continued to grow.
The Second World War caused severe damage to Budapest’s tramways, particularly during the siege of 1944–1945. Tracks, overhead wiring, depots and vehicles were damaged, while the destruction of the Danube bridges severed connections between Buda and Pest.
Restoration began while fighting was still taking place elsewhere in the city, with a first service resuming in Pest on 7 February 1945. Tram operation across the Danube returned over the rebuilt Liberty Bridge on 20 August 1946. Further damage during the Hungarian Revolution of 1956 required another substantial reconstruction effort.
Post-war investment brought new Hungarian-built vehicles, including the UV trams and later articulated designs. Budapest’s transport services were reunited under BKV in 1968, creating a single operator for the city’s principal public transport modes.
The expansion of the metro changed the role of the tram network. Some central routes were removed as underground services developed, including the tram corridor along Rákóczi út and across Elisabeth Bridge following completion of metro line M2 in 1972. Nevertheless, trams retained a major role on the Grand Boulevard and numerous other corridors.
Investment also created new connections. The present line 1 opened its first section in 1984 between Bécsi út and Lehel utca, forming the beginning of an outer orbital route that was extended in stages over subsequent decades.
A major accessibility improvement came in 2006, when Siemens Combino low-floor trams entered passenger service on the Grand Boulevard. CAF Urbos trams followed in 2015, extending modern low-floor operation to other parts of the network.
Infrastructure investment also strengthened cross-city connections. Line 1 was extended across Rákóczi Bridge to Fehérvári út in 2015 and onwards to Kelenföld railway station in 2019. In Buda, the interconnected tram network introduced in 2016 joined previously separate corridors, enabling longer direct services between northern and southern districts through the riverfront and Széll Kálmán tér.
Budapest’s tram routes are listed below.
| Line | Description |
|---|---|
| 1 | Line 1 runs between Bécsi út / Vörösvári út and Kelenföld vasútállomás via Árpád Bridge, Puskás Ferenc Stadion and Rákóczi Bridge. |
| 1A | Line 1A runs between Bécsi út / Vörösvári út and Népliget via Árpád Bridge, Zugló vasútállomás and Puskás Ferenc Stadion. |
| 2 | Line 2 runs between Jászai Mari tér and Közvágóhíd via the Pest Danube waterfront, Fővám tér and Boráros tér. |
| 2B | Line 2B runs between Jászai Mari tér and Pesterzsébet, Pacsirtatelep via the Pest Danube waterfront and Gubacsi út, with a one-way loop through Pesterzsébet |
| 3 | Line 3 runs between Mexikói út and Gubacsi út / Határ út via Bosnyák tér, Örs vezér tere and Ecseri út. |
| 4 | Line 4 runs between Széll Kálmán tér and Újbuda-központ via Margaret Bridge, the Grand Boulevard and Petőfi Bridge. |
| 6 | Line 6 runs between Széll Kálmán tér and Móricz Zsigmond körtér via Margaret Bridge, the Grand Boulevard and Petőfi Bridge. |
| 12 | Line 12 runs between Rákospalota, Kossuth utca and Lehel tér via Újpest-központ and Angyalföld kocsiszín. |
| 12A | Line 12A runs between Rákospalota, Kossuth utca and Angyalföld kocsiszín via Újpest-központ. |
| 14 | Line 14 runs between Lehel tér and Káposztásmegyer, Megyeri út via Angyalföld, Újpest-központ and Káposztásmegyer. |
| 17 | Line 17 runs between Bécsi út / Vörösvári út and Savoya Park via Széll Kálmán tér, Móricz Zsigmond körtér and Fehérvári út. |
| 19 | Line 19 runs between Bécsi út / Vörösvári út and Kelenföld vasútállomás via Batthyány tér, the Buda Danube waterfront and Móricz Zsigmond körtér. |
| 23 | Line 23 runs between Jászai Mari tér and Keleti pályaudvar via the Pest Danube waterfront, Boráros tér and Orczy tér. |
| 24 | Line 24 runs between Keleti pályaudvar and Közvágóhíd via Orczy tér, Nagyvárad tér and Haller utca. |
| 28 | Line 28 runs between Blaha Lujza tér and Izraelita temető via Orczy tér, Kőbánya alsó vasútállomás and Új köztemető. |
| 28A | Line 28A runs between Blaha Lujza tér and Új köztemető (Kozma utca) via Orczy tér, Kőbánya alsó vasútállomás and Élessarok. |
| 37 | Line 37 runs between Blaha Lujza tér and Új köztemető (Kozma utca) via Salgótarjáni utca, Hidegkuti Nándor Stadion and Élessarok. |
| 37A | Line 37A runs between Blaha Lujza tér and Sörgyár via Salgótarjáni utca, Hidegkuti Nándor Stadion and Élessarok. |
| 41 | Line 41 runs between Bécsi út / Vörösvári út and Kamaraerdei Ifjúsági Park via Batthyány tér, Móricz Zsigmond körtér and Albertfalva. |
| 42 | Line 42 runs between Határ út and Kispest, Tulipán utca via Ady Endre út. |
| 47 | Line 47 runs between Deák Ferenc tér and Városház tér via Astoria, Liberty Bridge and Móricz Zsigmond körtér. |
| 48 | Line 48 runs between Deák Ferenc tér and Savoya Park via Astoria, Liberty Bridge and Móricz Zsigmond körtér. |
| 49 | Line 49 runs between Deák Ferenc tér and Kelenföld vasútállomás via Astoria, Liberty Bridge and Móricz Zsigmond körtér. |
| 50 | Line 50 runs between Határ út and Pestszentlőrinc, Béke tér via Üllői út and Kispest. |
| 51 | Line 51 runs between Mester utca / Ferenc körút circular service via Gubacsi út, Határ út and Erzsébetfalva. |
| 51A | Line 51A runs between Mester utca / Ferenc körút and Koppány utca via Mester utca. |
| 52 | Line 52 runs between Mester utca / Ferenc körút and Nagysándor József utca via Gubacsi út and János tér, returning through a one-way loop |
| 56 | Line 56 runs between Hűvösvölgy and Városház tér via Széll Kálmán tér, Móricz Zsigmond körtér and Fehérvári út. |
| 56A | Line 56A runs between Hűvösvölgy and Móricz Zsigmond körtér via Széll Kálmán tér, Déli pályaudvar and Alkotás utca. |
| 59 | Line 59 runs between Márton Áron tér and Szent János Kórház via Farkasréti temető, Déli pályaudvar and Széll Kálmán tér. |
| 59A | Line 59A runs between Márton Áron tér and Széll Kálmán tér via Farkasréti temető and Déli pályaudvar. |
| 59B | Line 59B runs between Márton Áron tér and Hűvösvölgy via Farkasréti temető, Széll Kálmán tér and Budagyöngye. |
| 61 | Line 61 runs between Hűvösvölgy and Móricz Zsigmond körtér via Széll Kálmán tér, Déli pályaudvar and Alkotás utca. |
| 62 | Line 62 runs between Rákospalota, MÁV-telep and Blaha Lujza tér via Bosnyák tér, Örs vezér tere and Kőbánya alsó vasútállomás. |
| 62A | Line 62A runs between Rákospalota, MÁV-telep and Kőbánya alsó vasútállomás via Bosnyák tér and Örs vezér tere. |
| 69 | Line 69 runs between Mexikói út and Újpalota, Erdőkerülő utca via Erzsébet királyné útja and Rákospalota. |
Budapest’s conventional tram network uses standard-gauge 1,435 mm track and 600 V DC overhead electrification, with power collected by pantographs. The network combines tracks embedded in streets with reserved central reservations and separate alignments. Much of the system is double-track, although junctions, terminal loops and other local arrangements reflect its development over several generations.
The Danube bridges provide important connections between Buda and Pest. Margaret Bridge and Petőfi Bridge carry the Grand Boulevard routes, while Liberty Bridge carries trams between southern Buda and central Pest. Line 1 crosses the river on Árpád Bridge and Rákóczi Bridge. On the Buda waterfront, a short tram tunnel beneath the Chain Bridge approach forms part of the north–south connection used by lines 19 and 41.
Vehicle deployment depends on local infrastructure, including platform length, clearances, power supply and terminal capacity. Introducing low-floor trams therefore involves more than replacing vehicles: some corridors require platform reconstruction, electrical upgrades or alterations to track layouts before the newer trams can operate. Accessibility varies between routes and stops as these improvements are progressively implemented.
Stabling and maintenance are distributed across several depots on both sides of the city, including Hungária, Budafok, Szépilona and Ferencváros. Hungária depot was extensively rebuilt for the Combino fleet, with equipment capable of lifting a complete tram and providing access to roof-mounted components. Budafok depot was also redeveloped as part of the introduction of CAF low-floor vehicles.
Budapest operates a mixed fleet of modern low-floor articulated trams and older high-floor vehicles. The principal families include Siemens Combino Supra, CAF Urbos, Tatra T5C5-derived vehicles, former Hannover TW 6000 cars and Hungarian-built Ganz articulated trams.
The 40 Siemens Combino Supra trams were introduced for lines 4 and 6 on the Grand Boulevard. These six-section vehicles are approximately 54 metres long and 2.4 metres wide, with a continuous low-floor interior and spaces for wheelchair users. Their length provides substantial capacity on one of the network’s busiest corridors.
The CAF Urbos fleet comprises five-section trams approximately 34 metres long and nine-section trams approximately 56 metres long. Both versions have low-floor interiors and air conditioning. The shorter vehicles operate across several parts of the network, while the longer version serves line 1. Modern traction equipment allows braking energy to be returned to the overhead supply.
Fleet renewal continues through an order for 51 additional CAF trams, comprising 46 shorter and five longer vehicles. Their introduction increases the availability of accessible, air-conditioned services, alongside the infrastructure alterations needed to accommodate them on further routes.
The older fleet includes modernised Tatra T5C5 variants, articulated TW 6000 vehicles acquired from Hannover, and Ganz articulated trams, including the rebuilt KCSV7 type. These vehicles retain stepped access and high-floor passenger accommodation, so the availability of an accessible tram depends on the route and scheduled vehicle allocation.
The second phase of the Budai fonódó interconnected tram network will create a new connection from Szent Gellért tér along the university waterfront to the Budafoki út–Dombóvári út area. The approximately 2.8 km double-track extension will have seven pairs of accessible stops, improving tram access to the university campuses, Infopark and the developing BudaPart and Kopaszi-gát area.
The project has secured European Union and Hungarian state funding, and a construction contract is in place. BKK’s published programme schedules construction to begin in the second half of 2026, with completion planned for the end of 2029. The extension will connect with line 1 and is designed to provide an interchange with the planned Nádorkert railway station.
Further expansion is being prepared along Budafoki út, building on the new southern Buda connection. The proposed corridor would extend tram coverage towards Savoya Park and, in later stages, Budafok railway station. The scheme would improve connections within southern Buda and include substantial renewal of the surrounding streets and public spaces. It remains in preparation, with no confirmed passenger-service opening date.
On the Pest side, the Pesti fonódó project would restore tram tracks along Bajcsy-Zsilinszky út and the southern section of Váci út, linking the existing networks at Deák Ferenc tér and Lehel tér. This would create opportunities for direct north–south tram services through the city centre. Design work is underway, with detailed construction plans expected in the second half of 2028; construction and opening dates have yet to be confirmed.