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Variobahn tram

The Stadler Variobahn (formerly sold as the ABB Variotram, Adtranz Variotram and Bombardier Variotram) is a model of articulated low-floor tram and light rail vehicle. Since its introduction in 1993, the Variobahn has been manufactured variously by ABB, Adtranz, Bombardier Transportation, and since 2001 by Stadler Pankow.[1] As of 2009, 254 trams have been ordered, with an additional 110 on option. A unit costs about €2.5 million.[2][3]

Operators include the Graz Holding, the Bergen Light Rail, the Chemnitz Tramway, Verkehrsverbund Rhein-Ruhr, the Rhine Neckar Area Tramway and London Tramlink.

History

[edit]
Variotram in Nuremberg, Germany

Prototypes and early deliveries

[edit]

The Variotram was first developed by ABB (ASEA Brown Boveri) at Henschel and a prototype was launched in 1993 for the Chemnitz tramway in Germany, operated by Chemnitzer Verkehrs-Aktiengesellschaft (CVAG). The serial delivery, with minor modifications, was made between 1998 and 2001—bringing the total number of units for Chemnitz to thirty. Of these, twenty-four were operated by CVAG and six by City-Bahn Chemnitz. In 1995, ABB's train division merged to become Adtranz. One prototype the following year sold to the Duisburg Stadtbahn, but serial production was never initiated for Duisburg.[2][4] The Duisburg prototype is now privately owned and stored in Norway.

In 1996, six trams were delivered to serve on the light rail between Mannheim, Heidelberg and Weinheim, Germany, operated by Oberrheinischen Eisenbahn-Gesellschaft. From 2001 to 2007, it ordered additional 20 trams. These were supplemented in 2002 by eight trams for the Heidelberg Tramway, and in 2001–07 by 16 trams for the Mannheim Tramway.[2] In 1996, the Sydney light rail system, in Australia, took delivery of seven trams, which were built in Adtranz's factory in Dandenong, Melbourne, Australia. All were withdrawn by mid-2015 and the remaining six put up for sale.[5] Five were scrapped in early 2018, and the last built, number 2107 was transferred to the Sydney Tramway Museum in October 2018 for preservation.[6]

Helsinki

[edit]
Variotram in Helsinki, Finland

Forty Variotrams were delivered to Helsinki City Transport (HKL), Finland, between 1998 and 2003 for use on the Helsinki tramway, at a cost of €76 million.[7] These trams were built by Transtech (who later produced the newer Artic models) in Otanmäki under a technology transfer agreement with Adtranz. During this time the company was acquired by Bombardier, who inherited the design in 2000, making the Helsinki trams the only Variotrams to be produced under the Bombardier name.

In service, the Variotrams were found to be ill-suited for Helsinki's tram network, having suffered from numerous technical problems, including cracks in the bogies and vehicle body shells. Before 2009 often less than half of the trams have been in working condition.[8][9] HKL considered returning the trams to Bombardier as unsatisfactory, but after a long series of negotiations a compromise was reached in May 2007, when the responsibility for maintaining the trams was transferred to Bombardier.[9] The contract agreed in May 2007 states that, from May 2008 onwards, if more than four Variotrams in Helsinki are not in operational condition, Bombardier must pay a daily fine to the HKL for every non-operational tram. If more than eight trams are in non-operational condition, HKL has the right to cancel the contract and return the trams to Bombardier, who are obliged to return the €76 million that HKL paid for the trams.[9] In order to cope with the requirements of the agreement, Bombardier established its own maintenance workshop in Helsinki in mid-2008, located in the premises of the former VR Group electric locomotive workshop in Pasilan Konepaja.[10]

In August 2017 a contract was agreed after long negotiations between HKL and Bombardier to cancel the purchase of the Variotrams. Bombardier will pay HKL 33 million euros in compensation for the shorter than originally contractually agreed 40 year lifetime of the trams. HKL will return the trams to Bombardier from 2018 on.[11]

Stadler

[edit]
Stadler built Variobahn for the Bergen Light Rail, Norway

To concentrate on its own Flexity family of vehicles, Bombardier reached an agreement with the European Commission where Bombardier would divest the Variotram division to Stadler Rail of Switzerland.[12]

Stadler subsequently renamed the tram as Variobahn and has since secured several contracts,[2] delivering:

As of 2009, a total of 254 Variobahn trams have been ordered, with an additional 110 on option. A unit costs about €2.5 million.[2] Stadler builds its trams at their Pankow plant in the northern suburbs of Berlin and the Stadler facility at Velten north of Berlin.

Problems in Munich

[edit]
Further information: Munich Class S tram

In December 2014, MVG took seven of its Variobahns out of service due to cracks in vehicle bodies. By January 2015, all Variobahns had to be withdrawn for repairs. MVG chose not to exercise options to buy any more Variobahns, and turned to Siemens to supply its next generation of trams.

[edit]
Variobahn in London, United Kingdom

Six units were ordered for Tramlink by Transport for London in August 2011 at a cost of £16.3 million[18] with an option for up to eight more.[14]

Three of the Croydon trams were diverted from a batch of five which were ordered for the Bybanen line in Bergen, Norway.[18] Stadler built these earlier than the contractual delivery date to make use of free capacity at its factory. Three more trams were built directly for Croydon, plus three trams for Bergen to replace the ones which went to Croydon.[18]

Initial testing was carried out in Chemnitz, Saxony.[19] The first tram, 2554, was delivered to Croydon on 24 January 2012[20] and carried its first passengers on 30 March 2012.

Specifications

[edit]
Variobahn in Mannheim, Germany

The Variotram is a low-floor light rail tram designed for city center operation. Since customers consist of both existing and new systems, and their specifications vary, the Variotram has flexibility in specifications. It can be built as uni- or bi-directional, with 70 or 100% low floor. Rail gauge can be 1,435 mm (4 ft 8+1⁄2 in) standard gauge or 1,000 mm (3 ft 3+3⁄8 in) metre gauge. Width options include 2.3 metres (7 ft 6+1⁄2 in), 2.4 metres (7 ft 10+1⁄2 in), 2.5 metres (8 ft 2+3⁄8 in) and 2.65 metres (8 ft 8+3⁄8 in). The length varies with either three, four, five or seven articulated modules. The floor height is 350 millimetres (14 in) over the rail. The seating and standing arrangements are flexible, and the trams feature 1,350 millimetres (53 in) wide doors. The tram has hub motors on all wheels, thus eliminating the need for axles and bogies. These compact motors are the key to the low-floor concept, since they can be placed under the seating. This allows the full length of the tram to be step-free accessible from the platforms.[21]

Several of the configurations of the trams are customizable to fit each tramway. In addition to the four possible widths and choice of gauge, the trams can be custom-built for the necessary length.[2] Trams are built modally, so that they can later be rebuilt or extended.[22] All trams built so far have five modules and twelve wheels. The trams are available with four motor settings: four or six wheels powered with 95-kilowatt (127 hp) motors, or eight or twelve wheels with 45-kilowatt (60 hp) motors. Of the models built so far, the length has varied from 24.4 to 42.8 metres (80 to 140 ft) (Helsinki and Mannheim, respectively). Similarly, tare weight varies from 35 to 50 tonnes (34 to 49 long tons; 39 to 55 short tons). Seating capacity varies between 38 (Graz) and 100 (Heidelberg), while standing capacity peaks at 193 for the Duisburg version.[2]

Production

[edit]
System Owner Quantity Delivery Length Width Gauge Operation Seats Standing Maximum power
kW		 Ref
Chemnitz Tramway Chemnitzer Verkehrs-Aktiengesellschaft 14 1993-2000 31.4 m (103 ft 1⁄4 in) 2.65 m (8 ft 8+3⁄8 in) 1,435 mm (4 ft 8+1⁄2 in) standard gauge Uni 89 123 8 x 45 kW [23][24]
10 2000 Bi 74 124
City-Bahn Chemnitz City-Bahn Chemnitz 6 2001
Mannheim Tramway MVV Verkehr 6 1996 32.2 m (105 ft 7+3⁄4 in) 2.5 m (8 ft 2+3⁄8 in) 1,000 mm (3 ft 3+3⁄8 in) metre gauge 90 100 4 x 95 kW [2]
16 2002–07 42.7 m (140 ft 1+1⁄8 in) 2.4 m (7 ft 10+1⁄2 in) Uni 129 130 6 x 95 kW
20 30.5 m (100 ft 3⁄4 in) Bi 80 90 4 x 95 kW
Duisburg Stadtbahn Duisburger Verkehrsgesellschaft 1 1996 33.8 m (110 ft 10+3⁄4 in) 2.3 m (7 ft 6+1⁄2 in) 1,435 mm (4 ft 8+1⁄2 in) 38 193 8 x 45 KW [25]
Inner West Light Rail (Sydney) Metro Transport Sydney 7 1997-98 28.0 m (91 ft 10+3⁄8 in) 2.65 m (8 ft 8+3⁄8 in) 74 143 [26][5]
Helsinki Tramway Helsinki City Transport 40 1998-2004 24.4 m (80 ft 5⁄8 in) 2.3 m (7 ft 6+1⁄2 in) 1,000 mm (3 ft 3+3⁄8 in) Uni 55 80 12 x 45 kW [7]
Heidelberg Tramway Heidelberger Straßen- und Bergbahn 8 2002 39.4 m (129 ft 3+1⁄8 in) 2.4 m (7 ft 10+1⁄2 in) Bi 100 130 6 x 95 kW [26][25]
Ludwigshafen Tramway Verkehrsbetriebe Ludwigshafen am Rhein 8 2003 30.5 m (100 ft 3⁄4 in) Uni 88 90 4 x 95 kW [2]
Bochum–Gelsenkirchen Tramway Bochum-Gelsenkirchener Straßenbahnen 30 2007-11 29.6 m (97 ft 1+3⁄8 in) 2.3 m (7 ft 6+1⁄2 in) Bi 68 120 8 x 45 kW [27]
Nuremberg Tramway Verkehrs-Aktiengesellschaft Nürnberg 8 2007 33.8 m (110 ft 10+3⁄4 in) 1,435 mm (4 ft 8+1⁄2 in) Uni 87 147 [2]
Munich tramway Münchner Verkehrsgesellschaft 14 2008-11 [13][28]
Bergen Light Rail Hordaland County Municipality 28 2009-17 42.2 m (138 ft 5+3⁄8 in) 2.65 m (8 ft 8+3⁄8 in) Bi 98 182 [22][29]
Vestland County Municipality 6 2022 [22][30]
Graz Tramway Graz AG Verkehrsbetriebe 45 2009– 27.0 m (88 ft 7 in) 2.3 m (7 ft 6+1⁄2 in) Uni 38 113 [31]
Potsdam Tramway Verkehrsbetrieb Potsdam 18 2010– 32.2 m (105 ft 8 in) 57 118 [3][32][33]
London Trams Transport for London 6 2011–12 32 m (104 ft 11+7⁄8 in) 2.65 m (8 ft 8+3⁄8 in) Bi 72 134 [34]
6 2014–16
Aarhus Letbane Aarhus Letbane 14 2016–17 32.56 m (106 ft 9+7⁄8 in) 84 132 8 x 45 kW [35][36][37]
Odense Letbane Odense Letbane 16 2020–21 32 m (104 ft 11+7⁄8 in) 70 130 [38][39]

References

[edit]
[edit]
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Stadler Variobahn

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The Stadler Variobahn is a modular, articulated low-floor and vehicle manufactured by , designed for urban and networks with 100% low-floor access to enhance passenger accessibility. Introduced in 1993 through initial testing by ABB Henschel in , the model evolved under in 1996, , and since 2001 under GmbH, accumulating over 90 million kilometers of service worldwide by 2013 across diverse operators. Its adaptable construction supports variations in length (typically 29.6 to 42 meters), width (2.3 to 2.65 meters), gauge (including 1,435 mm standard), voltage, and floor height (350 to 385 mm), enabling deployment in systems like Bergen's Bybanen, where 12 units were ordered in for bi-directional operation at up to 80 km/h. Key features include an air-conditioned body for durability and comfort, full for smooth and quiet rides, ergonomic driver cabs, and compliance with fire safety standards such as DIN 5510, with capacities ranging from 57 seats and 118 standees in shorter variants to 72 seats and 134 standees in configurations, plus dedicated spaces for wheelchairs and pushchairs. The Variobahn's low-maintenance design and high reliability have earned it recognition, including the iF design award in 2006, making it suitable for high-frequency urban services. Notable deployments include 12 units for London Tramlink since 2011, 40 for Bergen's light rail since 2010, 107 for BOGESTRA in Germany's area as of 2019, 45 in , , and others in and (). These installations highlight its role in modernizing fleets, often replacing older models amid network expansions, with ongoing operations as of 2025 underscoring its enduring appeal in sustainable urban mobility.

History

Development and Prototypes

The development of the Stadler Variobahn originated in 1993 when ABB Henschel initiated the project for a low-floor articulated tram, with the first prototype constructed specifically for testing on the Chemnitz tramway in Germany. This prototype marked the initial effort to create a versatile urban rail vehicle, focusing on improved accessibility through low-floor designs. Key milestones in the prototyping phase included the delivery of the first unit to in 1993 for operational trials, followed by additional prototypes built between 1995 and 1996 after ABB's rail division merged into . These early vehicles underwent extensive testing on 's network, which featured a mix of street-level and reserved tracks, to validate the design under real-world conditions. Early design goals emphasized achieving 70-100% low-floor configurations to enhance for passengers with disabilities, alongside modular that allowed for customization in vehicle length and layout. The platform was also engineered for compatibility with multiple track gauges, including 1,000 mm and 1,435 mm, to suit diverse urban and regional systems across . Manufacturer transitions shaped the project's evolution: ABB led development until 1996, when its rail activities were integrated into following a merger with Daimler's rail division. continued prototyping until its acquisition by in 2001, after which antitrust regulations prompted the divestiture of the Berlin-Pankow production facility to , granting Stadler full control over the Variobahn's design and manufacturing. Initial testing in Chemnitz demonstrated the prototype's capabilities, reaching maximum speeds of up to 70 km/h during trials and performing efficiently in energy consumption relative to its power output of 4 × 95 kW. Passenger capacity evaluations confirmed the vehicle's suitability for high-density urban routes, accommodating around 200 passengers while maintaining smooth articulation and stability on varied terrain. These results validated the low-floor and modular concepts, paving the way for production refinements.

Early Deployments

The first commercial order for the Variobahn occurred in 1996, when the tramway signed a contract with for initial production units, with serial deliveries beginning in 1998 and continuing through 2001 for a total of 30 units (24 for CVAG and 6 for City-Bahn ). These trams, built to standard gauge, formed the backbone of 's low-floor fleet and demonstrated initial operational reliability in urban and regional services, with the vehicles accumulating millions of kilometers without major systemic failures in their early years. In 1998, Helsinki's operator placed a contract for 40 Variobahn trams, produced by (later ) and delivered between 2000 and 2003; these units were customized for Finland's 1,524 mm broad gauge to fit the network. The Helsinki deployment highlighted early customization challenges, including adaptations for the wider gauge and cold-weather operations, though the trams faced reliability issues with pivot bearings and door mechanisms that required subsequent overhauls; the entire fleet was returned to in 2018 with €33 million compensation due to ongoing technical problems like cracks. Munich's transport operator, MVG, placed an order for 14 Stadler-built Variobahn trams (Class S variant) in 2008, with deliveries from 2008 to 2011 on the 1,435 mm standard gauge network. These trams were tailored for the MVG system, incorporating local loading requirements, but were withdrawn by 2015 due to cracks in the articulation joints. These early introductions in and established the Variobahn's reputation for dependable performance in diverse environments, while highlighting the need for operator-specific modifications and addressing reliability concerns in subsequent overhauls.

Later Orders and Expansions

Following the initial deployments in the early , the Stadler Variobahn saw a series of significant orders from 2007 onward, reflecting growing demand for modular low-floor trams in European urban networks. In October 2007, Linien (GVB) placed a contract for 45 five-section Variobahn trams, customized for the city's standard-gauge network, with deliveries commencing in 2009 and completing by 2015. That same year, the Bybanen light rail project in , , selected Stadler for 12 low-floor Variobahn units in July 2007, with the contract formalized in 2008 at €35 million and vehicles delivered starting in 2010 to support the 10 km line's opening. By 2009, additional contracts further expanded the model's footprint. Mainz Verkehrsgesellschaft (MVG) ordered nine metre-gauge Variobahn trams in 2009, with deliveries from 2011 to 2012 to modernize its fleet, followed by 10 more in 2015-2016. Similarly, Potsdam Verkehrsbetriebe (ViP) awarded a deal for 10 low-floor units in January 2009, including an option for eight more (exercised for total 18), with the first arriving in 2011. These orders built on the Variobahn's reputation for adaptability, incorporating operator-specific features like varying track gauges and passenger capacities. The 2010s brought fleet expansions through options and new contracts, particularly in established networks. placed an initial order in August 2011 for six Variobahn trams for the Croydon system, delivered in 2011-2012 and adapted to the UK's and 750 V DC overhead ; this was followed by options exercised in 2013 for six more (delivered 2015) and two additional in 2016, for a total of 12 units as of 2025. Bogestra, operating in and as part of the Verkehrsverbund Rhein-Ruhr (VRR), placed its first order in 2004 for 30 low-floor Variobahn trams, followed by 25 more in 2008 (with options exercised by 2011), 20 in 2015, and eight additional in 2019, reaching a fleet of 95 Variobahn units by 2020 (part of 107 total Stadler vehicles). expanded its operations with six additional units under an existing option, delivered in 2022 and increasing the total to 34 trams amid network growth. Post-2020 developments have focused on and incremental updates rather than large-scale new builds, with no major firm orders for additional Variobahn units reported by November 2025. The cumulative effect of these expansions has grown the global Variobahn fleet beyond the 254 units ordered by , surpassing 400 vehicles in operation across Europe as of 2023, driven by the model's flexibility for urban expansions, though some early fleets (e.g., and ) have been retired due to reliability issues. Market trends have emphasized low-emission integrations, with later Variobahn adaptations incorporating energy-efficient systems and compatibility with emerging standards like ETCS signaling in select European fleets to meet regulatory demands for .

Design and Features

Key Design Elements

The Stadler Variobahn employs a modular construction approach, utilizing standardized modules for the body, bogies, and interiors to enable flexible configurations tailored to different urban rail needs. This design allows for vehicle lengths ranging from 24.4 meters with three modules to 42.8 meters with seven modules, facilitating adaptability to varying passenger volumes and route requirements. A defining feature is its low-floor design, achieving 100% low-floor area to promote , with floor heights typically at 350 mm above the rail for step-free boarding. This is accomplished through independent rotating wheels (IRW) and Jacobs bogies, which eliminate the need for traditional high-profile axles and ensure smooth operation on tight urban tracks. The articulation system incorporates flexible joints between modules, enabling the vehicle to negotiate curves with a minimum radius of 25 meters while minimizing wheel-rail wear and enhancing ride comfort through reduced vibrations. Passenger-focused elements prioritize comfort and inclusivity, including wide doors measuring 1.2-1.5 meters for efficient boarding, ergonomic seating accommodating 50-150 passengers depending on configuration, dedicated spaces, and integrated audio announcement systems. Sustainability is integrated via lightweight stainless steel construction in the body shell and exterior, which reduces energy consumption, alongside options for regenerative braking to recover kinetic energy and LED lighting in later models for efficient illumination.

Technical Specifications

The Stadler Variobahn is designed with modular configurations that allow flexibility in dimensions to suit different urban rail networks. Lengths typically range from 24.4 m to 42.8 m, depending on the number of articulated sections (three to seven modules). Widths vary between 2.3 m and 2.65 m, while heights are generally 3.4 m to 3.5 m above the rail. Empty weights range from 38.4 t to 41.5 t or higher, scaling with vehicle length and equipment.
SpecificationValue (Standard Configuration Examples)
Length24.4–42.8 m
Width2.3–2.65 m
Height3.4–3.5 m
Weight (empty)38.4–41.5+ t
Performance characteristics include a top speed of 70–80 km/h, tailored to operational requirements. Power supply options encompass 600–750 V DC via overhead , with configurations adaptable for where specified. Acceleration rates are typically 1.0–1.3 m/s², enabling efficient urban stops. Passenger capacity accommodates 150–250 individuals, combining seated and standing areas at densities of 4 persons/m². For instance, a 32.4 m unit provides 72 seats and 134 standing places. Vehicles feature 4–8 per side (1.35 m wide), facilitating rapid boarding and alighting in low-floor designs at 350–385 mm height. Propulsion relies on asynchronous electric motors, with 4–8 units per vehicle delivering 45–95 kW each for a total output up to 360–760 kW. Starting per motor reaches approximately 2.4–3.5 kNm, supporting strong low-speed performance. Energy efficiency is enhanced through IGBT-based traction converters, which optimize power delivery and . Safety systems include compliance with EN 15227 standards for energy absorption in collisions, anti-wheel slide protection to maintain traction in adverse conditions, and optional (ATC) for speed supervision and collision avoidance. Fire protection adheres to DIN 5510, with structured deformation zones in the underframe and cab.

Production

Manufacturing Process

The manufacturing of the Stadler Variobahn has been conducted primarily at the Stadler Pankow facility in , , since 2001, following the acquisition of production rights from previous manufacturers. Earlier units were built by at its Hennigsdorf plant near , where initial development and assembly occurred under ABB and ownership before the transition to Stadler. Assembly processes are supported at the nearby Velten facility north of , which handles final integration and preparation for delivery. The production workflow begins with module , involving the of sections to form the car body structure, followed by integration of bogies and electrical systems. Electrical and component installation occur in a controlled environment, leveraging Stadler's modular approach for efficiency. Final testing takes place on a dedicated track at the Velten site, where vehicles undergo dynamic performance evaluations, including load simulations and operational checks before shipment. This process ensures compliance with European rail standards. Recent developments include production at Stadler's facility in for new variants, such as the series developed for orders like Potsdam's expansion, as of 2025. Quality assurance is integral to the manufacturing, with Stadler holding IRIS certification under ISO/TS 22163 for design, production, and across its facilities. Welds on structures undergo non-destructive testing to detect defects without compromising integrity, while fatigue simulations model structural endurance for an expected operational lifespan of up to 30 years under typical urban rail loads. These measures align with industry requirements for reliability and safety in applications. The unit cost for a Variobahn tram was approximately €2.2 million in , based on a €20 million contract for nine units. The relies on European partners, including ABB for traction systems and inverters, ensuring high-efficiency and control systems.

Variants and Customizations

The Stadler Variobahn platform is highly modular, enabling adaptations in width, length, gauge, and to suit diverse urban rail infrastructures. Widths typically range from 2.3 m for constrained networks to 2.65 m for broader standard gauge systems, allowing integration into existing with minimal modifications. Gauge options include standard 1,435 mm for most deployments and metre gauge (1,000 mm) for networks like those operated by BOGESTRA in Bochum-Gelsenkirchen-Herne and . Length configurations vary by capacity requirements, with common setups including a 5-module version measuring around 32 m, accommodating up to 206 passengers as seen in Croydon Tramlink and Letbanen fleets, and a 7-module variant at 42 m for higher demand routes, such as 's Bybanen extension. Power variants are tailored to local electrification, including 600 V DC for Graz's network and 750 V DC for and operations. Interior customizations, such as air-conditioning, passenger information systems, and adjustable floor heights for mixed-level networks, further enhance adaptability. Special models include the variant, optimized for Nordic conditions with robust designs and bi-directional operation on a 750 V system, and the S-Class (derived from the Variobahn), featuring full 100% low-floor access across its 34 m length for seamless urban integration. Post-2015 orders have incorporated modern enhancements, such as LED lighting, USB charging ports in later and Bogestra units, and exploratory battery-hybrid propulsion in select European tenders for reduced emissions.

Operators

Current Operators

The Stadler Variobahn trams remain in active service with several major operators across and as of November 2025, primarily in , , , the , and . These fleets serve urban and regional networks, with configurations adapted to local gauges and terrain requirements. The total active fleet is approximately 300 units, distributed among eight primary operators, following limited phase-out of problematic units such as in due to structural issues. Chemnitz Tramway in operates the oldest Variobahn fleet, consisting of 30 units delivered between 1998 and 2001 on a 1,000 mm gauge network; all remain in service for city and routes. Holding in runs 45 units delivered from 2009 to 2015 on standard 1,435 mm gauge urban lines, supporting high-frequency services across the city's core network. Bergen Light Rail in utilizes 28 units, initially 12 delivered from 2010 and expanded through 2015, configured in 7-module formations to navigate hilly terrain on its 1,435 mm gauge system; the fleet is fully active for the Bybanen lines. The VRR/Bogestra network in and , , employs 95 units delivered between 2009 and 2020, including an 8-unit addition in 2019, integrated into the regional Verkehrsverbund Rhein-Ruhr system on 1,435 mm gauge tracks. Rhein-Neckar Verkehrsverbund in and , , maintains 60 bi-directional units ordered from 2012 to 2022, all active on the 1,000 mm and 1,435 mm gauge network serving the metropolitan area. in , , continues to operate its fleet of 12 units delivered between 2012 and 2015, compliant with UK crashworthiness standards on the 1,435 mm gauge system. Odense Letbane in operates 16 units delivered from 2020, on 1,435 mm gauge, serving the city's network since 2022. ViP Verkehrsbetrieb in runs 8 units on 1,435 mm gauge urban lines, active as of 2025 amid fleet expansion with new models.

Operational History and Issues

The Stadler Variobahn trams in Helsinki, delivered as 40 units between 1998 and 2003 by (later Bombardier), encountered significant structural challenges shortly after introduction. These vehicles suffered from weak bogies and body shell integrity, leading to frequent defects that reduced operational availability to often less than half the fleet before 2009. In response, Bombardier assumed responsibilities in 2007 under a that imposed fines for excessive , but persistent issues prompted termination in 2017. The trams were fully withdrawn starting in , well short of their projected 40-year lifespan, with Bombardier providing €33 million in compensation to City Transport for the diminished service life. In , the 14 Variobahn units of the S1 series, introduced between 2009 and 2012, faced welding defects that compromised vehicle integrity. In December 2014, seven trams were sidelined after cracks appeared in underbody welds, attributed to flaws, representing over half the operational fleet at the time. By 2015, all 13 licensed units were temporarily removed from service pending repairs by Stadler contractors, with gradual returns over subsequent weeks amid bus substitutions. Repairs were completed by 2017, though ongoing structural monitoring remains in place to prevent recurrence. Contrasting these challenges, the Variobahn has demonstrated strong long-term reliability in other deployments. In , , the original units introduced in 1993 have operated for over 30 years with minimal major disruptions, forming the backbone of the city's network and contributing to consistent service delivery. Recent developments highlight ongoing adaptations and phase-outs. In , the eight Variobahn trams acquired between 2007 and 2009 are subject to limited use and progressive phase-out as of 2025 due to recurrent structural failures and high maintenance costs, rather than age-related , with many units stored in depots after limited . In , , the 28-unit fleet continues operations on the Bybanen , supported by mid-life refits including enhanced winter resilience features to handle harsh Nordic conditions, ensuring continued availability. Across operators, mid-life refurbishments have extended fleet longevity, often incorporating upgrades for improved energy efficiency and component . Overall, the Variobahn maintains a solid profile, with no recorded major accidents attributable to flaws across . Many fleets have undergone modifications to meet EU PRM-TSI standards by 2020, enhancing features like low-floor access and onboard announcements for passengers with reduced mobility.

References

  1. https://railway-news.com/london-tramlink-orders-additional-variobahn-trams-from-stadler-pankow/
  2. https://www.stadlerrail.com/media/media-releases/stadler-wins-signalling-contract-for-further-expansion-of-the-bergen-light-rail
  3. https://www.railwaygazette.com/first-stadler-variobahn-arrives-in-potsdam/35978.article
  4. https://ifdesign.com/en/winner-ranking/project/variobahn-tango/26037
  5. https://madeby.tfl.gov.uk/2025/05/12/celebrating-25-years-of-london-trams/
  6. https://www.globalrailwayreview.com/news/84233/stadler-to-supply-further-variobahn-trams-for-bogestra/
  7. https://www.railwaygazette.com/grazs-customised-tram-handed-over/34662.article
  8. https://masstransit.network/mass-transit-industry/stadler-rail-ag
  9. https://www.railmagazine.com/news/network/stadler-delivering-with-swiss-precision
  10. https://cdn.skfmediahub.skf.com/api/public/0901d1968020b9ca/pdf_preview_medium/0901d1968020b9ca_pdf_preview_medium.pdf
  11. https://www.railwaygazette.com/urban-rail/helsinkis-variotrams-sold-to-a-new-home/58430.article
  12. https://www.yumpu.com/no/document/view/34621461/hanning-kahl-referenzliste-reference-list-
  13. https://www.railwaygazette.com/variotrams-chosen-for-bergen/32141.article
  14. https://www.railwaygazette.com/mainz-places-variobahn-order/34198.article
  15. https://www.railwaygazette.com/stadler-wins-london-tramlink-tram-order/36197.article
  16. https://www.railwaygazette.com/stadler-wins-further-bochum-light-rail-vehicle-order/48301.article
  17. https://www.railwaypro.com/wp/bogestra-orders-8-additional-lrvs-from-stadler/
  18. https://www.railway-technology.com/news/stadler-six-variobahn-bybanen-bergen/
  19. https://foi.tfl.gov.uk/FOI-4043-2324/Stadler%20Website%20Croydon%20Variobahn%20Spec%20Sheet.pdf
  20. https://encyclopedia.pub/entry/33693
  21. https://www.urban-transport-magazine.com/en/first-tramlink-tram-presented-in-potsdam/
  22. https://link.springer.com/article/10.1007/s40864-021-00159-2
  23. https://www.scribd.com/document/761463570/978-3-658-36969-9
  24. https://www.yumpu.com/en/document/view/235082/low-floor-light-rail-vehicle-type-variobahn-stadler
  25. https://spotlog.org/locolist/class/ATTR/Stadler%2BVariobahn
  26. https://spotlog.org/locolist/class/NOTR/Stadler%2BVariobahn%2B%28I%29
  27. http://stoyforeningen.no/content/download/172/1294/version/1/file/bybane-variobahn.pdf
  28. https://tsa.at/tsa_referenzen/stadler-rail-variobahn-tram-for-various-operatorsa/
  29. https://es.dcsmodule.com/js/htmledit/kindeditor/attached/20210824/20210824150114_29214.pdf
  30. https://www.schienenfahrzeugtagung.at/download/PDF2016/DiV02_Rivas.pdf
  31. https://flore.unifi.it/retrieve/e398c381-9666-179a-e053-3705fe0a4cff/Megna_et_al-2021-Urban_Rail_Transit.pdf
  32. https://www.stadlerrail.com/solutions/signalling/train-control-systems
  33. https://www.railwaygazette.com/news/dedicated-to-the-traction-motor/34140.article
  34. https://www.railjournal.com/passenger/light-rail/first-odense-tram-ready-for-testing/
  35. https://www.stadlerrail.com/media/media-releases/erste_tramlink-potsdam-medienmitteilung
  36. https://www.stadlerrail.com/en/media/media-releases/sparks-are-flying-stadler-opens-welding-facility-in-salt-lake-city
  37. https://www.stadlerrail.com/api/docs/x/086e169137/srsch_iris-certificate_25339_en.pdf
  38. https://www.stadlerrail.com/api/docs/x/34a841f241/qmr_en_092022.pdf
  39. https://de.scribd.com/document/279665091/StadlerRail-Starlinger-Fatigue-Design-of-Railway-Vehicle-Structures
  40. https://new.abb.com/news/detail/95503/abb-wins-170-million-in-orders-to-enhance-europes-railway-network
  41. https://www.railjournal.com/passenger/light-rail/more-stadler-variobahn-lrvs-for-croydon/
  42. https://www.railjournal.com/passenger/light-rail/aarhus-receives-first-stadler-lrv/
  43. https://www.railjournal.com/passenger/light-rail/bergen-orders-more-stadler-variobahn-lrvs/
  44. https://www.scribd.com/document/364081957/Variobahn-Norway
  45. https://www.railwaygazette.com/croydon-tram-on-test-in-chemnitz/36563.article
  46. https://www.railwaygazette.com/urban-rail/bergens-second-bybanen-line-opens/62998.article
  47. https://transphoto.org/city/374/?&lang=en
  48. https://www.rnv-online.de/english/
  49. https://lessavine.co.uk/tramlink/
  50. https://railway-news.com/stadler-secures-second-tram-contract-denmark/
  51. https://www.urban-transport-magazine.com/en/our-2025-overview-trams-light-rail-vehicles-metros-the-market-in-germany/
  52. https://www.kaupunkiliikenne.net/variobahn.html
  53. https://www.tramreport.de/2014/12/12/variobahn-sieben-s-wagen-ausser-betrieb/
  54. https://www.nahverkehrspraxis.de/muenchen-variobahn-schweissnaehte-werden-seit-heute-erneuert/
  55. https://www.tramreport.de/2014/12/16/holpriger-start-in-das-neue-fahrplanjahr/
  56. https://rsb.jetzt/articles/2025-04-27_nach-nur-wenigen-jahren-vag-nutzt-variobahn-kaum-noch
  57. https://www.railwaygazette.com/urban-rail/bergen-tramway-orders-customised-rail-grinding-and-winter-service-vehicle/69091.article
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