The tramway network of Barcelona: Trambaix and Trambesòs

Barcelona had a tramway system for almost a century; from 1872 until 1971. The first tramway line connected the city with the municipality of Gràcia, and was pulled by horses. Fifty years later, using electricity, Barcelona’s tramway system had one of the biggest networks in Europe. However, this method of transport ceased to be used in Barcelona in 1971 when the last tramway line was closed. Only the Tramvia Blau (or Blue Tram) continued, and has become one of the city’s icons.

Years later in several cities, the idea of re-introducing updated tramway systems in order to reduce traffic problems became popular again, and Barcelona carried out its first feasibility study in 1987.

Under consideration at that time was the Diagonal Baix Llobregat connection; for two reasons. As mobility studies have shown, a tramway is the best means of transport for making short trips (between three and five kilometres), and are the most frequent trips within the metropolitan region, totalling around about 80 per cent. As a consequence of the studies, a provisional section was set up along the Diagonal in 1977.

A year later, the Autoritat del Transport Metropolità put out to international tender for the project development, construction and operation of a tramway system between the Diagonal in Barcelona and Baix Llobregat (an adjoining zone to the city of Barcelona).

In April 2000, the tender was awarded to Tramvia Metropolità, and in 2004, the operation of our two tramway systems began; the Trambaix system in April, and the Trambesòs system in May.

Tramway consolidation

Mobility experts and politicians were in agreement that the withdrawal of tramways had been a mistake and so, 33 years later, tramways were re-introduced in Barcelona and its Metropolitan Region with an updated appearance and presentation. Of course, these are modern, safe and comfortable trams, capable of carrying the same amount of passengers as three buses and almost two hundred cars. This is why this sort of tramway is likened to light metro or surface metro, since they have little resemblance to ancient tramways.

The reinstatement of this method of transport, now updated and adapted to urban zoning and the environment, has enlarged the public transport network of the Metropolitan Region, and has substantially improved the mobility of our citizens. Additionally, this project is in step with other European transport policies, as the main European cities have re-introduced tramway systems as a solution to mobility problems. Today, there are more than 10,000km of tramway tracks all over Europe.

Currently, there is a high level of acceptance of Barcelona tramway systems among the population, but at first, its re-introduction caused some rejection and suspicion. Even before the construction of the first sections around 2001, several anti-tramway groups appeared. The media questioned the feasibility of tramway re-introduction and its compatibility with cars and pedestrians. Over several months, both the infrastructure (tracks, rolling stock) and operational systems (traffic lights, stations) were tested in order to ensure performance standards were reached and, simultaneously, public opinion debated the re-introduction. Eventually there was wide acceptance of the tramway system as an efficient means of transport. With more than 50 million passengers, there is no doubt about its significant advantages.

The rolling stock

Barcelona’s tramway is equipped with cutting-edge technology and security systems developed by the railway industry, and was designed and constructed by Alstom at its Catalonian factory. The Citadis model is a modular vehicle which has been specifically designed to achieve full integration with its urban environment. The production process involves three different stages. The first stage is the production of the equipment to be installed in each unit; chassis, roof, cabin, doors and inter-connection rings. Throughout the second stage, these five elements are put together by setting up a unit, and further equipment is added as necessary for the operation. At the final stage, the five module configuration is finished; two modules with powered bogies, two hangings modules with no rolling devices, and one pantograph module equipped with non-powered bogie. Once the unit is completed, each one is tested (including both static and dynamic tests), in order to ensure ultimate performance.

Each unit has a capacity for 218 passengers (64 seated), and can reach a speed of 70km/h, although its top speed while operating reaches only 50 km/h. The experience has shown that the tramway is compatible with the environment, due to its quietness, lack of contaminant emissions and its capability for re-utilising accumulated energy. This modern tramway is designed to serve handicapped people, having eight double doors adapted to optimise their accessibility.

The operation

All tramway units are equipped with an AVL device (Automatic Vehicle Locations system) and a RTPI device (Real Time Passenger Information system), which keeps drivers permanently updated of modifications in the scheduled timetable, ensuring the highest performance in punctuality and regularity. Thanks to AVL and RTPI systems, passengers can check their progress by viewing the screen panels installed in the units. Also, voice messages provide information on scheduled stops and destinations. Meanwhile, system signals, energy substations, stops and other line equipment are constantly surveyed from a Centralised Control Point (CCP), using a SCADA system.

All this allows an ongoing communication, both with the drivers and stops, allowing any information on signalling or tramways’ positioning to be conveyed immediately.

The tramways run along a separate platform, having priority in the intersections over cars, bikes, and buses. This priority is ensured by means of a Beecom-based location system, which detects the tramways and sends a signal to the traffic lights of the nearest intersection causing it to adapt its cycle in order to ensure tramway priority in safety conditions.

Our two networks: Trambaix and Trambesòs

Barcelona has two tramway networks, both starting in Diagonal Avenue. The Trambaix system has three lines, and the Trambesòs system has two. The first connects Barcelona with several municipalities of Baix Llobregat (an adjoining region towards the south), and the second network connects Barcelona with two municipalities northwards (Badalona and Sant Adrià de Besòs).

Over the last months, both systems have expanded. On 8 September 2007, three new stops on Trambesòs systems came into operation after the extension of the T5 line from Sant Adrià de Besòs to Badalona. This enabled the third section of the T5 line to come into operation, from the stop of Sant Joan Baptista (in Sant Adrià de Besòs) to Gorg (in Badalona). The whole investment of this section totalled e33 million in civil works, and seven million Euros in railway systems. The funds were provided by Catalonian Government (Generalitat de Catalunya), through the administrative body with competence to develop the system (Autoritat del Transport Metropolità).

Due to the expansion, and from April 2004 to date, 30km of tramway track have come into operation, giving service to nine municipalities of Barcelona’s Metropolitan Region; Barcelona, L’Hospitalet, Esplugues, Cornellà, Sant Joan Despí, Sant Just Desvern and Sant Feliu de Llobregat by the Trambaix system, and Sant Adrià de Besòs and Badalona (apart from Barcelona) by the Trambesòs system.

From Sant Joan Baptista, the track carries on along the Avinguda de la Platja until the Avenue of Gran Via de les Corts Catalanes in Sant Adrià de Besòs, where the system turns towards the direction of the C-31 viaduct. Directly underneath this viaduct is the first of the three new stops; Encants de Sant Adrià. After the viaduct, the track reaches the Avenue of Marques de Montroig in the municipality of Badalona, where the two last stops of the T5 line are situated; Sant Roc and Gorg. Both have connections with line 2 of the underground network and in addition, the Gorg stop will have a connection with the future line 9 of the underground.

With this new section, the T5 line of the Trambesòs system has reached seven kilometres in length and 13 stops, with a frequency of every eight minutes in peak times. The construction works of Trambesòs system have created improvements in town planning, with the re-urbanisation of the avenues of Platja de Sant Adrià de Besòs and Marquès de Montroig in Badalona, where the works have included the complete re-urbanisation of the avenue.

With these three new stops, the Trambesòs system has reached 13.5km in length and 26 stops. Eight of the stops have connections with the underground system (two with Line 2, four with Line 4, and two more with Line 2), and one connection with the regional railway network (RENFE Rodalies).

The Trambesòs system is one of the two tramway networks of Barcelona’s Metropolitan Region, and comprises two lines; the T4 and T5. Line T4 has 14 stops and around six and a half kilometres of track, while line T5 includes 13 stops (one of them shared with line T4) and is seven kilometres long. Also, the Trambaix system has recently been expanded. Last May, a new stop on the T3 line came into operation, linking Francesc Macià square in Barcelona with the municipality of Sant Feliu de Llobregat.

With this new stop, Sant Feliu Consell Comarcal, the Tramway reaches the capital city of Baix Llobregat, Sant Feliu de Llobregat, with a population of 43,000 inhabitants. This new section connects the stop of Consell Comarcal in Sant Just Desvern, to the new one at the confluence of the municipalities of Sant Just Desvern, Sant Joan Despí and Sant Feliu de Llobregat. The name has changed to Sant Feliu Consell Comarcal, while the former last stop of line T3 is Torreblanca.

The civil works on this expansion began in early 2006 and since then, all railway systems have been installed and the adjoining zones to the system have been completely re-urbanised. This new stop (Sant Feliu Consell Comarcal) is the last of the T3 line, and is equipped with a double track section allowing tram units to stop in both directions, with a 15 minute frequency at peak times. Additionally, this stop significantly increases the communication possibilities of Sant Feliu de Llobregat, being close to a large bus stop area.

A new parking area with a 65-vehicle capacity is in place, allowing the inter-connection between public and private transport, and avoiding traffic jams in the city centre and Barcelona. Also, with the installation of the Trambaix system, works undertaken due to the re-urbanisation of N-340 highway have enhanced citizens’ living conditions.

In addition to other work, the Riera Payssa (a stream that goes through Sant Feliu), has been channelled by means of the construction of a concrete structure that is 160 metres long. The whole investment poured in this section comes to approximately e12 million (plus VAT). These funds have been provided by the Regional Government of Catalonia (Generalitat de Catalunya), through the Autoritat del Transport Metropolità; the authoritative and administrative body that developed the system. With this new enlargement, Trambaix system has reached a total length of 15km and 29 stops. Three of these stops have a connection with the underground system and one of them with the regional railway network (RENFE Rodalies).