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Trams in Moscow
Trams in Moscow
Trams in Moscow
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The Moscow tramway network, which is divided into two sub-networks, is a key element of the public transport system in Moscow, the capital city of Russia. Opened in 1872, it has been operated since 1958 until 2021 by Mosgortrans, a state-owned company.[1]

Key Information

Overview

[edit]

The two sub-networks had a combined total route length of 181 km (112 mi), making the whole network the fourth largest in the world, after the networks in Melbourne, St. Petersburg and Berlin.

The tram is historically the second type of urban passenger transport in Moscow, the successor of the Konka (horse-driven tram). However, the presence in Moscow by the beginning of the 20th century horse-railways hindered the development of tram lines. For the laying of tram lines, it was necessary first to free the roads from horse tracks. In 1901, the council purchased the first competition of the Belgian joint-stock company. When, in 1903, came a period of redemption horse-drawn railway the second Belgian joint stock company, the Duma is not solved, as, according to N. I. Astrov: "In Russia we have not experienced builders and engineers". In November 1905, immediately after the events of October elected a new mayor Nikolai Guchkov. Its launching coincided with the revolutionary actions of workers of Moscow in November–December 1905. As soon as the life in the town had returned to normal, Nikolai Ivanovich ordered to proceed with the laying of tram tracks. In February 1907, construction finally began on Myasnitskaya Street, Sretenka Street and Lubyanka Street, from the Passion of the monastery Dmitrovka and further on down, to the Sretenka and Myasnitskaya. The first electric tram routes linked the outskirts of the Garden ring with the center of Moscow, and mainly repeated the routes of the konechnye.

18 May 1910 the city council on the proposal of N. I. Guchkov made a decision about carrying out in 1912 in Moscow, the congress of tram companies.

To the 1910 years the dense network of lines was observed in the western part of the centre with the formation of arcs on the Garden and Boulevard rings. In 1918 the total length of tram lines in the city amounted to 323 km (201 mi) In 1926 the length of track grew to 395 km (245 mi) in 1918, there were 475 cars, and in 1926 – 764. Average speed of trams increased from 7 km/h (4 mph) in 1918 to 12 km/h (7 mph) in 1926.

History of the network

[edit]
Evolution of trams in Moscow

The apogee of Moscow's tram network was in the early 1930s, when it served both rings (the Boulevard and the Garden) and all connecting streets, gas lines[clarify] were laid and on the outskirts. In 1934, when the tram was the dominant mode of transport, 2.6 million of the city's population of 4 million used the tram every day. More radical changes took place in the 1940s, when trams were replaced by trolleybuses in the western part of the Boulevard Ring and removed from the Kremlin. With the development of the metro in the 1950s some of the lines leading to the suburbs were closed, and the carriage of freight ceased.

In 1958, the tram and trolleybus administration was merged with the passenger transport department to form the Department of Passenger Transport of Moscow (UPTM), which operated all three types of surface public transport: bus, trolleybus and tram.

In the 1960s and 1970s, tram lines were finally eliminated in the western part of the city and from the Garden Ring. However, new lines were laid in areas that were not served by the metro: Medvedkovo, Chertanovo, Perovo and Novogireevo. After the closure of the lines between Nizhnyaya Maslovka and Tikhvinovskaya streets in 1965 and on Bolshaya Gruzinskaya street in 1973, the lines operating from the Krasnaya Presnya tram depot in the north-west of the city was severed from the rest of the network. In the mid-1990s a new wave of line closures started, mainly on major highways near the city centre. In 1995, the company closed the line on Mira Avenue, then at the Nizhnyaya Maslovka due to the construction of the 3rd ring road. For the same reason in the early 2000s, the rails on Begovaya street, near the Ulitsa 1905 Goda metro station and on Dvintsev street were removed. In 2004, in connection with forthcoming reconstruction, the Leningradskiy avenue line was closed. In 2008 the lines on Lesnaya street and Volokolamskoe highway closed. Between 1989 and 2004 the length of the lines fell from 460 to 420 km (261 mi) (the high point in the 1940s was 560 km). In 1990 daily ridership was over 800,000, but by the late 1990s this had fallen to about 150,000 passengers. From 30 to 31 August 2013 in the framework of the experimental introduction of night routes of public transport route No. 3 is translated to round-the-clock work, however, as of May 2020, the route now is back to operating from 5:00 to 1:00.

The tram network has been expanded and modernized in recent years: 3 new lines are being built.

Tram network today

[edit]

As of 2021, Moscow has introduced open gangway trams beginning with service in the north-west of the city. These trains accommodate 110 passengers and have 18% more seats than those of the previous generation, as well as USB ports and media screens.[2]

In August 2021, Moscow ended operations of the Czech-designed high-floor Tatra T3 trams, which had operated in the city since 1963.[3]

List of routes

[edit]
External image
image icon Official Moscow tram map
Moscow tram map (2025-12)

А. Novokonnaya ploschad' (Square) – Chistyye prudy subway station

1. Moskvoretsky Market – Ulitsa Akademika Yangelya (Academic Yangel St.)

2. Kursky Railway Station – 3rd Vladimirskaya St.

3. Chistye prudy subway station – Chertanovskaya subway station

4. Bulvar Rokossovskovo subway station – Kursky Railway Station

6. Sokol subway station – Bratsevo

7. Bulvar Rokossovskovo subway station – Belorussky Rail Terminal

9. Belorussky Rail Terminal – MIIT (only in weekdays)

10. Shchukinskaya subway station – Ulitsa Kulakova (Kulakov St.)

11. Ostankino – Vostochnoye Izmaylovo

12. Vostochnoye Izmaylovo – Dubrovka MCC

13. Kalanchovskaya St. – Metrogorodok

14. Oktyabrskaya subway station – Universitet subway station

15. Sokol subway station – Tallinskaya Str.

16. Novodanilovsky Proezd (Drive) – Ulitsa Akademika Yangelya (Academic Yangel St.)

17. Ostankino – Medvedkovo

21. Tallinskaya St. – Schukinskaya subway station

23. Sokol subway station – Mikhalkovo

25. Ostankino – Sokolniki subway station

26. Oktyabrskaya subway station – Universitet subway station (through Cheryomushki)

27. Voikovskaya subway station – Dmitrovskaya subway station

28. Prospekt Marshala Zhukova (Avenue of marshal Zhukov) – Sokol subway station

29. Dmitrovskaya subway station – Mikhalkovo

30. Ulitsa Kulakova (Kulakov St.) – Mikhalkovo

31. Prospekt Marshala Zhukova (Avenue of marshal Zhukov) – Voikovskaya subway station

32. Kursky Railway Station – Partizanskaya subway station

36. Metrogorodok – Novogireyevo

37. Kalanchyovskaya St. – Novogireyevo

38. Cheryomushki – Proezd Entuziastov (Enthusiasts' drive)

39. Chistye prudy subway station – Universitet subway station

43. Ugreshskaya MCC – Sokolniki subway station

46. Bulvar Rokossovskovo subway station – Oktyabrskoe tram depot

47. Nagatino – Oktyabrskaya subway station

49. Nagatino – Novodanilovsky Proezd (Drive)

50. Proezd Entuziastov (Enthusiasts' drive) – Novoslobodskaya subway station

90. Sokolniki subway station – Paveletsky Railway Station (temporary route)

Rolling stock

[edit]

This table does not include vehicles on short term trials and does not include vehicles that are purely in museum service.

Tram[4] Modification In service since Out of service since Number in service Remarks
PC TS 71-931 'Vityaz' 71-931 'Vityaz-M' 2016 464
Pesa Twist 71-414 Fokstrot 2014 2023 70 Built by Uraltransmash[5]
UKVZ 71-623 -02 2012 48[6]
PC TS 71-911EM 'Lyvonok' 71-911EM 2021 40[7]
Tatra T3 Tatra T3SU 1963[8] 0 None in passenger service, only runs as work cars.

17 three door trams, 3 two door trams

Tatra T3T 1993 2008 0 Upgraded version, all later further upgraded into MTT*
Tatra T3RF 1999 2002 0 Upgraded version, transferred to Brno[9]
Tatra-Reis[10] 1992 1999 0 Upgraded version, some transferred to other cities, others further upgraded.
Tatra KT3R 2007 0 Three section tram built from two ends of a T3 with a new middle section, currently out of service
MTTCh 2004 2021 0 Upgraded by Moscow Tram Repair Plant[11]
MTTE 2008 2021 0 Upgraded by Moscow Tram Repair Plant[12]
MTTM 2003 2021 0 Upgraded by Moscow Tram Repair Plant,[13] mostly modernised into MTTA
MTTA 2003 2021 0 Upgraded by Moscow Tram Repair Plant,[14] mostly transferred to other cities.
UKVZ 71-619 71-619K 2000 0[15] None currently actually in service including 1 each of museum and service vehicle
KTMA 2008 0 Upgraded by Moscow Tram Repair Plant,[16] none in service
71-619AC 2007 2021 0 Mostly transferred to other cities.[17]
71-619KS 2002 2019 0[18]
71-621 1999[19] Shortened 71-619
71-619KT 2005 2017 0[20] Transferred to other cities.
71-616 1996[21] 71-619 with foreign technology
71-619A-01 2009 2020 0 Different motors when compared to 71-619A, transferred to other cities
71-619A 2007 0[22]
PTMZ 71-134 71-134A 2006 0 1 museum car.[23]
Luhanskteplovoz LT-5 2003 0 1 museum car[24]
UKVZ 71-608 71-608K 1990[25] 0 1 museum car
71-608KM[26] 1994 0
71-617 1996 0[27] training car
71-608 1998 2007[28] 0
UTM 71-405 71-405-08 2007[29] 0
UKVZ 71-630 2006[30]
Alstom Citadis 71-801 2013 0 Not in service.[31]
Pragoimex Vario LF 2009 0[32]
GS-4 1963 11 built by Kuibyshevskiy Tram and Trolleybus Repair Plant,[33] 8 built by VARZ[34]
BF 1927[35] 0
F* 1946[36] 0
Luhanskteplovoz LT-10 1997[37] 0
2-axle motor car 1920[38] 0 built by SVARZ

See also

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References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Trams in Moscow

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from Grokipedia
The Moscow tram system is a vital component of the city's public transportation infrastructure, operating 35 routes across approximately 420 kilometers of single track and serving around 750,000 passengers daily with a fleet of roughly 550 modern low-floor vehicles. Established in 1899 with the introduction of electric trams manufactured in and the , it marked a significant advancement over the horse-drawn trams that had operated since , quickly becoming Moscow's primary mode of urban transit by the early . During the Soviet era, the network expanded extensively, reaching a peak of around 560 kilometers in the late before declining to about 460 kilometers by the late , though it faced further decline in the post-Soviet period due to aging , automotive , and route closures, reducing its role relative to the expanding . Since 2017, however, the system has undergone a comprehensive revival under Moscow's transport authorities, with over 500 new Russian-produced Vityaz trams introduced, achieving a 95% fleet renewal rate and earning international recognition, including the 2020 Global Awards for its eco-friendly and passenger-focused designs. Key improvements include extensive reconstruction of lines with a goal of completing all major works by 2024, integration with the for unified management since 2021, and the introduction of elevated platforms at key stops to separate trams from road traffic, enhancing reliability and speed. Looking ahead, the network continues to innovate with the launch of Russia's first fully unmanned tram in 2025, initially operating in the northwest district, along with the opening of the first Tram Diameter line in November 2025, as part of a strategy to automate two-thirds of the fleet by 2030 and add 200 more low-floor vehicles to further boost capacity and sustainability. These developments position 's trams as a model for modern urban rail, emphasizing accessibility, with features like open gangways accommodating up to 110 passengers per vehicle and annual ridership exceeding 200 million.

Introduction

Overview

The Moscow tram network is the fourth-largest in the world by route length, spanning approximately 182 kilometers and divided into two main sub-networks that serve as a vital component of the city's public transportation infrastructure. Originating with horse-drawn trams in 1872, the system transitioned to electric operation starting in 1899, marking a significant evolution in urban mobility for the Russian . Operated by the Moscow Metro under the oversight of the Moscow Department of Transport since 2021—previously managed by Mosgortrans—the network comprises 37 routes, including new diameter routes launched in 2025, and supports daily ridership of approximately 800,000 passengers as of November 2025. This scale underscores its role in facilitating efficient transit across Moscow's expansive urban landscape, where it complements the metro and bus systems to provide integrated connectivity for millions of residents and visitors.

Role in Public Transport

The Moscow tram system plays a vital role in the city's integrated public transport network, serving as a key feeder to the extensive metro system and connecting districts that lack direct underground access. Managed by Moskovsky Metropoliten since 2021, the trams facilitate seamless transfers at numerous metro stations and rail terminals, complementing the metro's over 15 lines by providing surface-level connectivity across peripheral and central areas. This integration enhances overall mobility, allowing passengers to combine tram rides with metro journeys for efficient travel to key employment, residential, and commercial hubs. Usage patterns on Moscow's trams align closely with the city's daily rhythms, peaking during morning (7–9 AM) and evening (5–7 PM) rush hours when commuters travel to and from work or . Fares are unified across surface transport and the metro at approximately 65 RUB per single ride, payable via the contactless Troika card, which supports unlimited transfers within 90 minutes for added convenience. With continued growth, trams carried over 200 million passengers annually in recent years, underscoring their steady contribution to daily mobility. Economically and socially, trams support in outer districts where metro coverage is sparse, transporting approximately 800,000 passengers daily and aiding equitable for residents in a of approximately 12.7 million. By linking underserved neighborhoods to broader networks, they bolster social inclusion and reduce isolation for lower-income groups reliant on affordable public options. Trams account for a notable portion of surface usage, which comprises over 43% of total public passenger volume, helping sustain urban vitality amid Moscow's dense population. In addressing urban challenges, the tram network helps mitigate in a with about 2.8 million private vehicles on roads daily, promoting multimodal travel that eases congestion on key arteries. Environmentally, trams offer lower emissions than traditional buses, as electric models reduce energy use and output per , contributing to cleaner air in high-traffic zones and supporting Moscow's efforts.

Historical Development

Origins and Early Years

The origins of the tram system in Moscow trace back to the horse-drawn era in the mid-19th century, as the city sought efficient urban transport amid rapid population growth. In April 1872, the Moscow City Duma approved a project for the construction of several horse-drawn tram lines, granting a 36-year concession to the Moscow Horse-Railway Society (Moskovskoe Obshchestvo Konno-Zheleznykh Dorog). The society's initial efforts focused on laying rails in the city center, with the first permanent line—the Petrovskaya Line—opening on July 7, 1872 (June 25 in the Julian calendar), spanning approximately 10 km from Petrovsky Park to the city center via Tverskaya Street. These early routes, known as "konki," connected key areas like the Kremlin and merchant districts, providing affordable transport at fares of 7-10 kopecks per ride and serving as a vital link for workers and shoppers. By the 1880s and 1890s, the horse-drawn network had expanded significantly, with over 100 km of tracks and a fleet of around 400 cars pulled by more than 2,000 horses, handling up to 200 million passengers annually in peak years. The system was operated by private concessions, including the Moscow Horse-Railway Society, which managed maintenance and scheduling despite challenges like unpaved roads and harsh winters that strained horse health. Horse trams remained the dominant mode until the early 1900s, symbolizing Moscow's transition from carriages to mechanized public transport, though limitations in speed (averaging 6-8 km/h) and capacity prompted calls for electrification. The shift to electric trams began experimentally in the in 1892, with testing concepts amid broader urban efforts, though full implementation lagged due to regulatory hurdles and costs. The decisive transition occurred in 1899, when the city installed overhead wire systems and imported the first electric cars from , including Falkenried models equipped with 25-horsepower motors capable of speeds up to 20 km/h. On April 7, 1899 (March 26 Julian), the inaugural electric route launched from Butyrskaya Zastava to Petrovsky Park, marking the end of reliance on horse power for that line and initiating a phased conversion of the network. This innovation reduced travel times and eliminated issues, with early electric cars featuring wooden benches for up to 30 passengers. Foreign companies played a pivotal role in the electric era's early years, providing capital, engineering, and . Belgian firms, through joint-stock entities like the Compagnie Belge pour l'Éclairage Électrique, dominated with approximately 73% of the 94 million investment in Russian electric trams by 1914, funding line extensions and power stations. German companies, including and Falkenried, contributed 13% of investments and supplied key technology, such as pantographs and generators, enabling the electrification of over 20 km of tracks by 1900. These partnerships operated under concessions until municipal buyouts began in 1903, with the Moscow acquiring Belgian holdings by 1911 to consolidate control. By then, electric trams had supplanted most horse lines, carrying millions of riders and integrating with emerging bus services. The political upheavals of the 1917 Revolution severely disrupted tram operations, as strikes, fuel shortages, and armed conflicts halted services across for weeks, exacerbating transport breakdowns amid bread riots and Bolshevik takeovers. Post-revolution, the Soviet government nationalized the tram system in 1918 as part of decrees seizing private industries and utilities, placing it under the for Transport to ensure worker control and wartime mobilization. This shift ended foreign concessions and integrated trams into state planning, though operations remained precarious through the Civil War, with many lines idle until 1921 due to .

Expansion and Peak

During the 1920s and 1930s, the Moscow tram network underwent significant expansion under Soviet planning to accommodate rapid and industrialization. By 1918, the total track length had reached 323 km, growing to 395 km by 1926 through the construction of new lines extending to suburbs and emerging industrial zones, which facilitated worker commutes to factories and supported the city's . This period marked a shift from pre-revolutionary to a state-managed system prioritizing mass transit for the . The network achieved its peak ridership in the early , carrying over two million passengers daily amid a city population of four million, serving as the primary mode of before the Moscow Metro's opening in 1935. Trams handled the bulk of urban mobility, with extensive routes connecting residential areas to workplaces and markets, underscoring their role in sustaining daily life during the First Five-Year Plan. Infrastructure advancements included the completion of full electrification by the 1920s, following the initial transition from horse-drawn konka trams in the early , and the introduction of the first domestically produced tram models in 1927 to reduce reliance on imports. These developments enhanced reliability and capacity, with the network reaching its maximum extent of over 550 km by 1943. Moscow's tram system experienced minimal disruption during , as the city faced only air raids without ground invasion, allowing operations to continue largely intact. Post-war reconstruction efforts in the late 1940s extended lines to newly developed housing districts, integrating trams into the Soviet push for suburban growth and accommodating population influxes from rural areas.

Decline and Modernization

The expansion of the system during the 1950s prompted the closure of numerous suburban tram lines, as the underground network offered greater capacity and speed for commuters. Concurrently, rising rates, supported by that prioritized road infrastructure, eroded tram ridership by favoring personal vehicles over surface rail. These factors contributed to the gradual contraction of the network; from a peak of 560 km in the late 1940s, over 100 km of lines were dismantled between the 1950s and 1980s, reducing the total length to approximately 460 km by the end of the decade. The economic turmoil following the Soviet Union's collapse in the early exacerbated the challenges, with severe underfunding leading to deferred maintenance and outdated infrastructure across modes. Tram passenger volumes declined markedly during this period, falling from around 754 million annually in 1995 to 580 million by 2004, reflecting a sharp drop in daily usage amid competition from buses and private cars. Revival efforts gained momentum in the early through targeted investments by Mosgortrans, the municipal transport operator, which procured 127 new trams in 2004 to modernize the aging fleet. By the late , track renewals addressed long-neglected , while the introduction of low-floor trams around 2010 enhanced accessibility for passengers with disabilities, marking a shift toward more inclusive operations. Pre-2020 modernization projects focused on revitalizing core infrastructure, including the reconstruction of central lines such as the Leningradskiy Avenue route, which was closed in 2004 for upgrades to improve reliability and integration with other transport modes. Complementing these efforts, trams were fully integrated into the Troika contactless smart card system in 2013, allowing seamless fare payments across Moscow's buses, trolleybuses, and metro for over 2.5 million daily users.

Current Network

Infrastructure

The Moscow tram network consists of two disconnected sub-networks: a central one serving the historic core and surrounding areas, and a southern one primarily in the Nagatino-Sadovniki and Danilovskaya districts. As of November 2025, the total route length is approximately 190-200 km (estimates vary; single track length ~420 km), comprising 37 active routes including recent additions like T1. The network features a mix of dedicated rights-of-way, street-running sections, and separated tracks, with about 80% of the isolated from vehicular traffic to improve and efficiency. Recent additions include the 27 km T1 diameter route launched in November 2025, linking southwest to east , and route 90 with a 2.1 km catenary-free section opened in September 2025. The system is supported by five main depots responsible for vehicle storage, maintenance, and dispatching, including the Oktyabrskoye Depot in the southern sub-network and the Apakov Depot in the central area. Power supply is primarily provided through a standard overhead system at 600 V DC, which spans the majority of the tracks to ensure reliable operation across urban environments. However, emerging catenary-free segments, utilizing battery-powered trams, have been introduced on select routes to reduce visual clutter in historic districts and improve aesthetic integration, with a notable 2.1 km extension operational since September 2025. There are approximately 855 stops throughout the network, designed as simple platforms with shelters and signage for passenger convenience. These stops facilitate seamless integration with the Moscow Metro at over 20 locations, allowing transfers that bolster the overall public transport framework by linking tram services to underground and surface rail lines. Recent infrastructure upgrades have focused on accessibility, including the installation of ramps at key stops and tactile paving for visually impaired users, as part of broader renewal efforts since 2017 that have reconstructed over 250 km of tracks. Maintenance protocols involve regular inspections to sustain track integrity, with annual reviews ensuring compliance with safety standards amid the network's high daily usage.

Operations

The Moscow tram system operates daily from 5:00 a.m. to around 1:00 a.m., providing extensive coverage during peak hours, with dedicated night routes—such as one primary line—extending service until 5:30 a.m. to support 24-hour connectivity in select areas. Headways typically range from 5 to 15 minutes depending on the route and time of day, though improvements have reduced intervals to under 4 minutes on 75% of routes during peak periods, enhancing capacity and reducing wait times for passengers. Tram services are predominantly driver-operated by trained personnel from Mosgortrans, the state-owned operator responsible for surface transport, ensuring safe navigation along dedicated tracks and mixed traffic environments. Pilot trials for higher-grade are underway, including the 2025 launch of Russia's first AI-controlled autonomous passenger on route 10, which operates under supervised conditions with plans for fleet-wide expansion by 2030. Real-time monitoring and dispatch coordination occur from the Mosgortrans Traffic Control Centre, which uses advanced systems to manage speeds, rerouting, and incident response across the network. Ticketing integrates seamlessly with Moscow's unified public transport system, supporting contactless payments via bank cards, smartphones (including and ), or the reloadable Troika card, with fares deducted upon entry and transfers allowed within 90 minutes across modes. Accessibility is prioritized through modern low-floor trams comprising over 95% of the fleet as of 2025, with full renewal expected by 2026, featuring ramps, priority spaces for wheelchairs, and audio-visual announcements for disabled passengers. The network achieves strong metrics, carrying over 270 million passengers annually based on daily ridership of about 750,000 trips (as of mid-2025), with continued growth following a 20% increase in early 2024. Reliability remains high, supported by infrastructure upgrades that minimize disruptions, though surface transport on-time rates hover around 90% amid variable traffic conditions.

Routes

Active Routes

As of November 2025, the Moscow tram network comprises 37 active routes, forming a vital link in the city's system with a total track length of approximately 430 kilometers of single tracks. These routes primarily connect central districts, such as those around the Garden Ring, to peripheral residential and industrial outskirts, supporting daily commutes for over 750,000 passengers. High-ridership lines, like Route 17 from Medvedkovo to Ostankino and Route 6 from Bratsevo to Metro Sokol, exemplify this coverage, with Route 17 handling approximately 54,000 trips on weekdays and serving northern suburbs including residential areas near the Ostankino Television Tower. Several routes emphasize accessibility to key urban zones. For instance, Route 39 operates from Chistye Prudy to Universitet , passing through central boulevards and providing scenic views of landmarks like the Boulevard Ring, making it a favored option for tourists exploring historic sites. This line, along with others like Routes 3 and 39, maintains elevated service frequencies during peak hours and tourist seasons to accommodate higher demand in central areas. Route 20 runs from Kursky railway station to Ugreshskaya Street, facilitating transfers to major rail hubs and serving eastern industrial districts with consistent operations from early morning to late evening. Recent additions include Route 90 from Sokolniki to Paveletskiy Rail Terminal (approximately 12 km, with a 2.1 km catenary-free section) and the T1 from Universitet to Metrogorodok (27 km). Passengers can access route information, schedules, and live tracking through the official application, which integrates real-time data for all tram lines, including arrival predictions and stop details. This digital tool enhances usability across the network's five depots and 855 stops, ensuring efficient navigation for both locals and visitors. Frequencies vary by route and time, with core urban lines operating every 5–10 minutes during rush hours to meet commuter needs.

Recent Developments

Between 2021 and 2023, the Moscow tram network underwent significant modernization, including the complete phasing out of the aging Tatra T3 high-floor trams, which had been in service since the 1960s and were retired by August 2021 to improve accessibility and efficiency. This transition coincided with the introduction of low-floor, open-gangway Vityaz-M trams on northwest lines, starting in May 2021, which replaced the Tatra models and enhanced passenger capacity to up to 260 passengers per vehicle (with 60 seats) while providing better integration with pedestrian flows. By the end of 2023, these updates had contributed to a full shift to low-floor trams across the network, aligning with global standards for barrier-free public transport. In 2024, the network saw minor track additions in the southern sub-network, focusing on upgrades to existing infrastructure rather than major expansions, which helped maintain reliability amid rising ridership of over 20% in the first quarter. These improvements also enhanced connectivity to newly opened metro stations in southern districts, such as those on the extended Line 1, facilitating smoother intermodal transfers for commuters. Key additions in 2025 included the opening of Route 90 on September 10, connecting Sokolniki Metro station to Paveletskiy Rail Terminal over approximately 12 km, incorporating a 2.1 km catenary-free section to reduce visual clutter in central areas and linking 20 stations across four railway terminals and 16 metro stops. The city's first tram (T1), a 27 km dedicated express line from Universitet metro station to Metrogorodok, was launched on November 13, 2025. These developments added new track sections to the overall network and strengthened integration with rail hubs, improving transit options for residents in 19 and boosting to major interchanges.

Rolling Stock

Current Fleet

The current fleet of Moscow's trams primarily consists of modern low-floor vehicles, with approximately 550 trams in operation as of 2025, reflecting a comprehensive renewal program that has reduced the average age to under 10 years. The mainstay model is the 71-931 "Vityaz," a three-section, 100% low-floor articulated tram introduced in 2016 by PK Transportnye Sistemy (PK TS), with over 500 units delivered to as of 2025. These trams accommodate 110–170 passengers depending on configuration, feature asynchronous electric drives for smooth operation, and include amenities such as air-conditioning, free , and LED information displays for enhanced passenger comfort. In May 2025, ordered 100 additional low-floor trams, primarily Vityaz-M variants, to complete full fleet renewal by 2026. Complementing the Vityaz are variants of the 71-628 "Moskva," single-section low-floor trams produced by Ust-Katav Wagon-Building Plant, with ongoing deliveries supporting fleet expansion and replacement efforts into 2025. In 2025, the fleet incorporates new autonomous trams under the "Lvyonok-Moskva" (Lion Cub-Moscow) designation, based on the 71-911EM platform, with the first unit entering service in September 2025 and 3 units planned by the end of 2025, featuring AI-driven navigation for unmanned operation. These additions, equipped with similar modern features including LED displays and , represent a step toward automating a significant portion of the network.

Retired Models

The retirement of tram models in Moscow has been a gradual process driven by the need to modernize the fleet for improved efficiency, accessibility, and energy savings. Older Soviet-era designs, such as the Kh-class tramcars produced in the 1930s, were withdrawn from service by the mid-1960s due to operational obsolescence and the limitations of their high-floor configurations, which hindered passenger accessibility. These early models, built by the Kirov Factory, represented an initial phase of electrification but were superseded by more advanced designs as the network expanded. Subsequent retirements focused on the RVZ series, particularly the RVZ-6, a mass-produced Soviet tram manufactured from 1960 to 1990 at the Car Repair Plant. These vehicles, which accounted for a significant portion of Moscow's fleet during the late Soviet period, were phased out primarily in the and 2000s as they became outdated, with high energy consumption and maintenance demands rendering them inefficient for contemporary urban operations. The shift away from such designs emphasized the replacement of trams to enhance for passengers with disabilities, aligning with broader modernization efforts. Overall, approximately 2,000 trams have been retired since the , reflecting the extensive renewal of the system amid declining network usage and infrastructure upgrades. A major milestone in retirements occurred with the , a Czech-designed high-floor tram introduced to in 1963 and comprising over 1,000 units at its peak, making it the backbone of the fleet for decades. These trams were fully phased out in August 2021 due to their advanced age—many exceeding 50 years—and inherent inefficiencies, including higher energy use compared to modern low-floor alternatives. The withdrawal marked the end of an era for this iconic model, which had been progressively replaced through a citywide renewal program initiated in the late . More recently, the 70 Pesa Twist trams, known locally as the 71-414 "Fokstrot" series and acquired in 2014, were retired in 2023 owing to persistent maintenance challenges that proved difficult for Moscow's operators to address effectively. Despite their relatively modern articulated design, issues with reliability and spare parts availability led to their complete removal from service. In terms of preservation, several units have been retained for historical purposes, with examples displayed in Moscow's transport museums, such as the Tatra T3SU at dedicated exhibits. The final operational runs of the in 2021 were commemorated through special events, highlighting their cultural significance to the city's transport heritage.

Innovations and Future

Technological Advances

Moscow's tram system has seen significant technological advancements in recent years, particularly in the realm of and energy-efficient operations. In September 2025, the city launched Russia's first AI-powered autonomous passenger tram, known as the "Little Lion," marking a milestone in driverless . This single-section PK TS tram employs , LiDAR sensors, and algorithms developed by the Centre for Autonomous Transport Research to enable fully driverless operation while adhering to traffic rules and timetables. The system has undergone extensive testing, covering over 8,000 km without incidents, and began regular passenger service on Route 10 in the northwest district of Strogino. Complementing these automation efforts, Moscow introduced catenary-free technology to enhance flexibility in urban infrastructure. On September 10, 2025, an extension of Route 90 from Sokolniki to Paveletsky station opened, featuring a 2.1 km catenary-free section across the Bolshoy Ustinsky Bridge. This segment is served by 20 PK TS Lionet trams equipped with onboard lithium-ion batteries, allowing off-wire operation for the full length of the wire-free zone after charging under the overhead lines. The battery system supports seamless integration into the existing network, reducing visual clutter in historic areas and enabling expansion into challenging terrains. Additional innovations focus on improving efficiency and passenger experience. Since 2021, newer tram models like the Vityaz series have incorporated open-gangway designs, increasing overall capacity to approximately 110 passengers per vehicle compared to earlier models. These designs facilitate better flow and , contributing to about an 18% uplift in seating and standing room. Furthermore, integrated smart diagnostics systems, leveraging IoT sensors and AI-driven , enable real-time monitoring of vehicle health, reducing downtime through proactive maintenance. These pilots, primarily in the northwest, pave the way for broader rollout on new tram diameters, with plans for up to three autonomous units by late 2025 and further fleet integration.

Expansion Plans

Moscow's tram expansion plans are outlined in the city's Transport Development Strategy to 2030, approved by Mayor Sergei Sobyanin in 2025, which emphasizes modernization, , and environmental integration to enhance urban mobility. This strategy prioritizes the introduction of autonomous operations, network extension, and sustainable practices to reconnect fragmented lines and reduce reliance on fossil fuels in . A key focus is achieving unmanned tram operations, with three autonomous scheduled for deployment by the end of 2025, increasing to 15 by 2026. By 2030, the plan targets equipping approximately 300 trams—representing two-thirds of the fleet—with autonomous systems, aiming for 90% automation across the network by 2035. These goals build on recent launches of AI-controlled vehicles, such as the Lvyonok 71-911EM model, to improve and safety. Network growth initiatives include the completion and opening of the first tram (T1) in November 2025, featuring a new 2.1-kilometer line along Prospekt Akademika Sakharova and Ulitsa Mashi Poryvaevoy, enabling a 27 km route connecting 19 districts from Universitet to Metrogorodok. Plans continue for a second tram and further extensions. Overall, the strategy aims to add approximately 10 km of tracks by 2030, facilitating the reconnection of sub-networks and extending service to additional districts for better accessibility. Sustainability efforts target complete renewal of the tram fleet to modern low-floor models by 2026, aligning with broader goals to cut emissions by 30% citywide by 2030. This includes leveraging renewable power for operations and autonomous technologies to optimize energy use, contributing to reduced outputs from urban rail systems.

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