Tram systems in Stockholm

Stockholm’s first horse-drawn trams began operating in 1877. Separate companies developed networks north and south of the historic centre, while steam-powered trams were introduced on Södermalm in 1887 to cope with its steep gradients.

Electric tram operation began in 1901, and the last horse trams were withdrawn in 1905. Electrification supported expansion beyond the inner city, helping new residential districts develop along the tram routes. The northern and southern tram companies were brought together in 1917, and their networks were physically connected at Slussen in 1922.

Tramways became an important part of Stockholm’s suburban development. The route that became Nockebybanan was extended westwards in stages, reaching Nockeby in 1929. On Lidingö, the present line originated as Södra Lidingöbanan, which opened in 1914. The completion of the Lidingö bridge in 1925 allowed its trams to run directly into Stockholm.

During the middle of the twentieth century, metro development, bus services and increasing car traffic progressively reduced the role of the original tram network. The remaining inner-city routes closed in September 1967, in connection with Sweden’s change from left-hand to right-hand road traffic. Nockebybanan and the southern Lidingö line survived, preserving tram operation in the Stockholm region.

Trams returned to central Stockholm in June 1991, when Djurgårdslinjen opened between Norrmalmstorg and Waldemarsudde. Preserved vehicles recreated part of the former Line 7, providing both a heritage attraction and transport to Djurgården’s museums and other destinations.

The heritage route subsequently became the foundation for Spårväg City, which introduced regular modern tram services in 2010. Heritage Line 7N continued alongside the modern trams. In 2018, Spårväg City was extended to T-Centralen, improving connections with the metro, commuter trains and main-line railway services.

A separate phase of tram development began with the opening of Tvärbanan in 2000. This modern light rail system provided journeys across the suburbs, connecting radial metro and railway routes without requiring passengers to travel through the city centre. Initially linking Gullmarsplan, Liljeholmen and Alvik, it was extended to Sickla udde in 2002, Solna centrum in 2013 and Solna station in 2014.

The extension from Sickla udde to Sickla opened in 2017, while upgraded signalling enabled through journeys between the southern and northern sections. A new branch to Bromma flygplats opened in 2021, forming the first operating section of the planned extension towards Kista and Helenelund.

The surviving older tramways have also been modernised. Lidingöbanan reopened in October 2015 following extensive reconstruction, with new accessible trams, upgraded stops and additional double-track sections. Together, the retained suburban lines, revived central tramway and expanding Tvärbanan form today’s Stockholm tram system.

Stockholm currently has 6 tram lines, which are listed below.

Stockholm’s tramways use 1,435 mm standard-gauge track and 750 V DC overhead electrification. Despite these shared standards, the four named systems have different infrastructure characteristics, ranging from central street running to segregated suburban routes.

Spårväg City runs through the central streets and onto Djurgården, with embedded track and road junctions forming important features of the route. The heritage Djurgårdslinjen service shares much of this infrastructure, using the branch to Norrmalmstorg at its city end.

Tvärbanan combines segregated track, bridges and tunnels with sections integrated into suburban streets. Its orbital alignment connects several metro and railway corridors. Lines 30 and 31 share tracks between Alviks strand and Norra Ulvsunda, where the Bromma flygplats branch diverges from the route towards Solna.

Nockebybanan is a suburban tramway through Bromma, with a direct interchange with the metro at Alvik. An unusual feature is its use of left-hand running between Alvik and Alléparken, allowing convenient transfers across the platforms at Alvik. A track crossing near Alléparken changes the trams to right-hand running for the remainder of the route.

Lidingöbanan runs entirely on its own alignment and is predominantly single track, with passing sections allowing trams travelling in opposite directions to meet. It crosses the water between Ropsten and Lidingö before continuing across the southern part of the island.

The regular tramways use articulated vehicles with low-floor access. The principal types are the A32, built by Adtranz and Bombardier, and the A35/A36 family built by CAF.

The A32 fleet was introduced for the development of modern light rail in Stockholm. A35 vehicles subsequently expanded the fleet, while the longer A36 variant entered passenger service when the rebuilt Lidingöbanan reopened in 2015. A32 vehicles have also been introduced on Spårväg City to supplement its CAF trams.

Djurgårdslinjen’s Line 7N uses preserved historic trams, offering a different experience from the modern fleet. These include older motor cars and trailers maintained for heritage operation; vehicle availability and the combination used vary between operating days.

Tvärbanan is being extended from Bromma flygplats to Helenelund via Rissne, Ursvik and Kista. The approximately 7 km extension will add eight stops, providing new connections with the metro at Rissne and Kista centrum and commuter trains at Helenelund.

Following a pause in construction and a revised delivery programme, Region Stockholm currently forecasts passenger services beginning between Bromma flygplats and Ursviks torg in 2028, followed by Ursviks torg to Helenelund in 2029. These dates remain provisional and depend on construction, testing and commissioning.

Spårväg Syd is a planned new tramway in southern Stockholm. Its first stage would connect Flemingsberg and Skärholmen, running via Masmo and Kungens kurva. The approximately 10 km route is planned with double track, eight stops and a tram depot.

The line would connect residential districts, employment areas and shopping destinations, with interchanges to metro, commuter and regional rail services. The project is being developed jointly by Region Stockholm, the Swedish state, Huddinge Municipality and the City of Stockholm.

The first-stage corridor has been selected, and work is continuing on the railway plan and associated approvals. The tramway remains in the planning stage, with no confirmed opening date.