Helsinki tram

The Helsinki tram network forms part of the Helsinki public transport system organised by Helsinki Regional Transport Authority and operated by Helsinki City Transport in the Finnish capital city of Helsinki. The trams are the main means of transport in the city centre. 56.6 million trips were made in 2004, more than those taken by Helsinki Metro. The Helsinki system is one of the oldest electrified tram networks in the world.

Since 1999, new low-floor trams have been gradually brought into operation, but technical difficulties have slowed this progress. In 2004, Helsinki City Transport bought old eight-axle trams from Germany for relief during this transitional phase.

Lines

There are 12 tram lines in operation as of 30 March 2009 (2009 -03-30)^[update]. Also included in the table below are two special lines operated during the summer months: The museum line operated by Helsinki City Transport in collaboration with Oy Stadin Ratikat Ab^[4] and the Spårakoff pub tram. The details for these lines are valid as of 2011; please note these lines do not appear in the route map included with this article.

In June 2012, line 9 will be extended to Jätkäsaari. The current southern terminus of the line at Kolmikulma will be abandoned in favour of routing the line to the Länsiterminaali ferry terminal via Kamppi. Helsinki Regional Transport Authority is reportedly planning to rebrand lines 3B and 3T from June 2012 onwards, with line 3B becoming line 3 and line 3T becoming line 2.^[5]

Helsinki Tram Lines as of 28 June 2010 (2010 -06-28)^[update]
Line number	From	Via	To	Service hours^[A]	Depot
1	Market Square	Kallio	Käpylä	10:00–15:00	Koskela
1A	Eira	Market Square, Kallio	Käpylä	06:00–09:30 15:00–18:30	Koskela
3B^[B]	Kaivopuisto	Eira, Kallio	Eläintarha	06:00–01:30	Koskela
3T^[B]	Kaivopuisto	Kamppi, Töölö	Eläintarha	06:00–01:30	Koskela
4	Katajanokka	Mannerheimintie	Munkkiniemi	06:00–01:30	Töölö
4T^[C]	Katajanokka ferry terminal	Mannerheimintie	Munkkiniemi	10:00–11:30 16:00–17:00	Töölö
6	Hietalahti	Hakaniemi	Arabia	06:00–23:30	Koskela
7A^[D]	Senate Square	Töölö, Pasila	Senate Square	06:00–23:30	Koskela / Töölö
7B^[E]	Senate Square	Pasila, Töölö	Senate Square	06:00–23:30	Koskela / Töölö
8	Jätkäsaari	Sörnäinen	Arabia	06:00–23:30	Koskela
9	Kolmikulma	Kallio	Itä-Pasila	06:00–23:30	Koskela
10	Kirurgi	Mannerheimintie	Pikku Huopalahti	06:00–23:30	Töölö
-^[F]	Market Square	Kruunuhaka, Rautatientori	Market Square	10:00–17:00^[G]	Koskela
PUB^[E]	Rautatientori	Kallio, Töölö, Market Square	Rautatientori	14:00–21:00^[H]	Koskela

^A Approximate week day figures in 24-hour clock. Accurate times at HKL site.

^B Together lines 3B and 3T form a figure-of-eight circular running in opposite directions.

^C Ferry arrival and departure times only.

^D Clockwise circular.

^E Counter-clockwise circular.

^F Non-numbered museum line.

^G Summer weekends only.

^H Summers only.

Technology and infrastructure

The tram network is built almost exclusively on the streets of Helsinki, making it a traditional tram system rather than a light rail one. The track gauge is one metre. The network consists almost entirely of double track. In some parts the tracks are separated from other road traffic; elsewhere they share road space with cars and buses.

The trams are powered with electricity conveyed by overhead wires. Trams have their own traffic lights, distinguished from normal lights in that they are based on symbols of single colour: an upward-pointing arrow signifies "go", a horizontal line "prepare to stop" and the letter S "stop". The traffic lights are synchronised to allow tram and bus traffic to flow relatively smoothly. This system is called HeLMi (Helsinki Public Transport Signal Priority and Passenger Information). ^[6]

Depots

As of 2010, there are four tram depots/workshops in Helsinki; HKL-maintained depots in Töölö, Vallila and Koskela, and a Bombardier Transportation-maintained workshop at Pasilan konepaja.

The Töölö depot houses trams running on lines 4 and 10, as well as some of those on lines 7A and 7B, approximately one third of the whole rolling stock. The Helsinki tram museum is located next to the Töölö depot. Between 1948 and 1974 the Töölö depot also housed the trolleybuses used on Helsinki's sole trolleybus line.^[7]
The Vallila depot houses repair-, paint- and rebuilding facilities, and administrative functions.^[8]
The Koskela depot is the largest tram depot in Helsinki. It houses approximately two thirds of trams in the city, and contains training facilities.^[9] The Koskela depot is linked to the main Helsinki tram network by a long section of double track that is not used by passenger-serving trams.^[10]
The Pasilan konepaja tram workshop was established in mid-2008 by Bombardier transportation as a repair shop for the Helsinki Variotrams,^[11] the maintenance of which became Bombardier's responsibility in May 2008.^[12] The workshop takes up a part of the former VR Group electric locomotive workshop at Pasilan konepaja. As of August 2008, the workshop does not have a permanent link to the tram network (although tracks run just outside the depot doors); instead, portable tracks are used to run the trams to and from the workshop.^[11]

Planning process is under way (as of October 2008) for excavating a new underground tram depot in the base rock below the existing Vallila depot and adjacent city blocks. The underground depot is planned to have facilities for housing 180 trams plus repair facilities and staff parking spaces.^[13]^[14] The underground depot would partially or completely replace the Koskela depot, which is inconveniently located far from normally operated tram lines and would require major reconstruction if kept in use.^[15] An alternative is rebuilding and expanding the Koskela depot, but this is projected to be more expensive than the planned underground depot.^[16]

Rolling stock

Helsinki City Transport operates the tram network with a total of 132 trams in scheduled passenger service. In addition there are six trams in reserve and eight in charter use. The Valmet Nr I+, Valmet Nr II+ and Variotram series comprise the backbone of the fleet. Both Finnish- and German-made vehicles are in use. All of the 42 Nr II+ series trams are undergoing a major modification process in which a 6.5 m (21 ft 4 in) low-floor midsection is fitted to the tram and the type designation is changed from Nr II+ to MLNRV. HKL has also decided to fit ten of the older NrI trams with a low-floor mid-section, bringing the total number of MLNRV trams up to 52 by 2012, when the modifications are expected to be complete. HKL purchased ten DUEWAG series second-hand trams from the German town of Mannheim to cover for the shortage of rolling stock caused by the problems with the Variotrams.

The following table lists the current rolling stock. Corresponding articles have further details about the cars in use.

**Rolling stock as of September 2011^[update]**
Tram Type	Car #	Built	Acquired	Modified	Seats	Standees	L^[F]	W^[G]	H^[H]	S^[I]	C^[J]	R^[K]
a Valmet Nr I+	d 31—70	1973—1975	1973—1975	1993—2003, 2005…	39	106	20.1	2.3	3.7	×
b Valmet Nr II+	e 71—112^[L]	1983—1987	1983—1987	1996—2005	39	100	20	2.3	3.7	×
c MLNRV	f71—86, 88—94 96—112	1983—1987	1983—1987	2006, 2008—…	49	120	26.5	2.3	3.7	×
d Variotram	l 201—240	1998—2003	1998—2003		55	80	24.4	2.3	3.7	×
e DUEWAG GT6	i 151—154	1970	2005		52	93	19.1	2.2	3.8	×
g DUEWAG GT8N	k 161—166	1962, 1964	2007—2008	1991—1992	55	120	25.7	2.2	3.8	×
j HRO A7	g 135	1928	1928	1988	21	26	10.2	2.1	3.7		×
i HRO A4	j 157	1930	1930	1987	21	26	10.2	2.1	3.7		×
l Karia HM IV	m 320	1955	1955	1985	29	69	13.5	2.3	3.6		×
h Valmet RM 1	n 332, 339^[M]	1955	1955	1987, 2003—2004	29	69	13.5	2.3	3.6		×
m Karia HM V	c 9—14, 175^[N]	1959	1959	2004—2007	31	57	13.5	2.3	3.6			×
f DUEWAG GT8	h 150	1967	2004	1970, 2004	64	140	25.7	2.2	3.8		×
k HRO A9	b BS 1^[O]	1917	2007	2007	28	0	11.5	2.2			×
Totals	146				6,757^[P]	14,259^[Q]				132	8	6

^F Car length in meters
^G Car width in meters
^H Car height in meters with pantograph
^I Scheduled service
^J Charter service
^K Reserve units

^L Excluding the cars fitted with a low-floor mid-section.
^M Number 339 is owned by Oy Stadin Ratikat Ab.
^N Number 175 is a restaurant tram and is counted as charter.
^O A replica of Brändö Spårvägs Ab tram number 1 from 1917.
^P 6,326 seats in scheduled service; 245 seats in charter service; 186 seats in reserve.
^Q 13,512 standees in scheduled service; 405 standees in charter service; 342 standees in reserve.
Reference for the tabular data: Finnish Tramway Society

Future acquisitions

The board of HKL decided on 2 December 2010 to order 40 new articulated trams from the Finnish manufacturer Transtech Oy .^[17] Transtech is the direct descendant of the state-owned Valmet, which built Helsinki's NrI and NrII trams. Two new trams are to start test runs in 2013 and the production series deliveries are expected to start in 2015. The order is worth €113 million and it includes an option for a further 90 trams.

The new Transtech tram has a double-articulated, eight-axle design. It is planned to be 27.3 m (89 ft 7 in) long and to have 73 fixed seats, 14 foldable seats and space for 75 standee passengers.^[17] The design has a 100 % low floor and conventional, turning bogies designed to run without problems on Helsinki's challenging old-fashioned track network.^[18]

In preparation for the acquisition of new trams, in 2007–2008 one CROTRAM TMK 2200 type tram built in Croatia was used for test running in Helsinki.^[19] Due to the hilly nature of Helsinki's tram network compared to that of Zagreb (for which the TMK 2200 type was designed), the TMK 2200 could be operated only on the relatively flat-terrain lines 6 and 8.^[20] The tram performed technically without problems. Passenger feedback was largely negative, but mostly concerned issues — such as the seating arrangements — that would be changed if the type were mass-produced for HKL.^[21]^[22] During the initial phase of the call for bids opened in late 2008,^[23] Alstom, Bombardier Transportation, CAF, Končar (Crotram), ON's Industry, Siemens, Škoda, Transtech and Vossloh (reportedly in collaboration with Heiter Blick)^[24] submitted tenders.^[25] Of these, Bombardier, CAF, Škoda, Transtech and Vossloh were selected for the second phase of the call for bids. In the end, Bombardier, CAF and Transtech submitted tenders and Transtech's tender was chosen.^[17]

To ease the construction of new tram tracks into Jätkäsaari during 2009–2015 (see below), the acquisition of double-ended trams is also under consideration. No new trams are available to be delivered by the time these are needed, so the only option is to acquire them second-hand.^[26]

History

Today, Helsinki is the only city in Finland to still have tram traffic. Two other Finnish cities—Turku (see Turku tram) and Vyborg (Finnish: Viipuri, Swedish: Viborg, Russian: Вы́борг; now part of Russia)—have had tram systems. Vyborg abandoned its trams in 1957, after the city had been ceded to the Soviet Union following the result of World War II. Turku withdrew its trams in 1972.

1890–1900: Horse-drawn single-track lines

The first proposals for the construction of a tram system into Helsinki were made in 1870s, but they were at the time unsuccessful.^[27] Public transport in Helsinki was initiated in 1888 by Helsingin omnibussiosakeyhtiö, using horse-drawn omnibuses.^[28]^[29] In 1889 Helsingin Omnibussiosakeyhtiö acquired the right to construct tram lines in Helsinki. The following year the company changed its name in Helsingin raitiotie- ja omnibussiosakeyhtiö (abbreviated HRO). Electric traction was considered as a power source for the new system, but due to lack of funds and the city council's negative attitude towards electric trams, the decision was made to use horse-drawn trams instead.^[28]^[30] The new system was built to a rail gauge of one metre. Test traffic started in December 1890, but the network wasn't officially opened for traffic until June 1891. The capacity of the horse tram system soon proved insufficient, but the changeover into electrified trams was postproned while waiting for the price of electrification of the network to drop.^[27]^[30]

The slowness of the electrification process was the source of conflict within the HRO, and during the latter half of the 1890s Julius Tallberg acquired the right to construct an orbital tram system around the city, that would have linked together the existing HRO lines and parts of the city not covered by the HRO lines. Following negotiations Tallberg and his associates transferred the construction permit of the orbital line to the HRO in return for a large number of HRO stocks.^[30]

1900–1908: Electric single-track lines

In 1897 HRO received the right to construct an electrified tramway into Helsinki. A call for bids was sent out the following year, and the contract was awarded to the Germany-based O.L. Kummer. By terms on the agreement Kummer had to construct and electrify the new tram system as well as construct the trams used on it, and the company would be responsible for trafficking the new system for up to three years in order to ensure good quality of construction. Electrification of the network was mostly completed in 1900,^[31] with one short horse-drawn line lingering until 1901.^[32] Kummer had made notable profits from operating the new electrified system, and already in 1901 HRO assumed responsibility for operating the tram network.^[31] Following the electrification the number of lines grew into four, but all lines remained single-track. At the same time colours were taken into use as line identifiers.^[33]

Within a few years the single-track lines proved insufficient to meet the passenger demand, but the majority of stock owners were unwilling to fund the conversion into double track, while Julius Tallberg and his associates were strongly for the conversion. In 1906 Tallberg and his supporters acquired a stock majority in the HRO, and during the same year the company applied for and received a permission to convert their track network into double track. The contract also specified certain lines that HRO had to operate, as well as certain extensions that had to be built.^[34]

1908–1945

The contract for converting the tram network into double track was awarded to the Swedish ASEA. Conversion work begun in 1908 and was completed in 1910. From 1908 until 1919 ASEA also supplied the HRO with a total of 78 trams and 70 trailers.^[34] In 1909 Brändö Villastad Ab, a company constructing a garden city in the island of Kulosaari (then a part of Helsingin maalaiskunta), and HRO reached an agreement for linking Kulosaari into the Helsinki tram network. The track onwards from the existing HRO line in Sörnäinen was built by Brändö Villastad Ab, who was also responsible for the upkeep of the track, as well as the tram ferry required to cross the Kuorekarinsalmi sea area between Sörnäinen and Kulosaari. Traffic on the new connection was operated by HRO, and service begun in 1910 using existing HRO trams.^[35] In 1916 Brändö Spårvägsaktiebolag, which had been created as a separate company to take care of the Kulosaari tram tracks, ordered two new trams of its own. Due to World War I these were not delivered until 1919, and even after they had been delivered HRO remained in charge of trafficking the line. In 1919 a bridge between Kulosaari and the mainland was also completed.^[36]

In 1913 the HRO begun expanding its tram network for the first time since 1901, when the tracks were expanded from Hakaniemi to Alppila.^[34] During the same year the City of Helsinki acquired the stock majority of HRO, but HRO remained an independent company.^[37] The following year the network was also expanded into Taka-Töölö and Hermanni. After this the World War I made it impossible to acquire electric wires and points required for construction.^[34]

The construction of non-HRO owned tram lines continued when in 1914 new tram tracks owned by Aktiebolaget M.G. Stenius were opened to traffic, linking the existing HRO tracks in Töölö to Munkkiniemi and Haaga. As with the Kulosaari tramline, HRO was responsible for trafficking on these lines.^[10]^[38] In 1926 HRO acquired Aktiebolaget M.G. Stenius and two years later Brändö Spårvägsaktiebolag also passed under HRO ownership. As a result HRO again became the sole owner and operator of trams in Helsinki.^[10] During the same year line numbers and letters were taken into use as line identifiers alongside colours.^[39] Lines serving the city were identified with numbers, while suburban lines were identified with letters.

The tram network reached its apex in 1930, when the network covered a larger area than ever before or after (as of 2008), and there were 14 lines in operation.^[28]

1945–1975

In the end of 1944 the City of Helsinki had acquired the entirety of HRO, which now became a municipal transport authority under the name Helsingin Kaupungin Liikennelaitos (HKL).^[37]^[40] This had little to no effect in tram operations. In 1950 secondary line identifier letters were taken into use to distinguish rush hour services from the standard routes (for example 1A, KA. The second letter was a capital letter but in a smaller size from the first).^[39] In 1953 the usage of letters as the primary line identifier ended, and the following year line colours were also abandoned.^[39]

Trams remained the main public transport system until the 1950s and 1960s, when the city rapidly sprawled and private cars became increasingly common; the new suburbs came to be served mainly by buses and commuter trains. During the 1940s and 1950s plans were drawn for a large light rail network incorporating into the tram system, which would have served major suburban centers; in preparation for this the new Kulosaari bridge (built 1956) featured a reserved space for tram tracks, while the new tram depot was built in Koskela next to a planned northeast light rail line—new tracks had to be built linking the depot to the existing network. As of August 2008, this track along Kustaa Vaasan tie has never been used in normal passenger traffic.^[10] During the 1950s a total of 105 Finnish-built double-bogie trams (Karia types HM IV and HM V, Valmet types RM 1 and RM 3) were delivered to the HKL.^[40]

During the 1960s all plans for expanding the tram network were put on hold while resources were concentrated on the planning of the metro and additional bus connections. At the same time plans were drawn for the termination of the tram network by the year 2000. In 1969 Helsinki city council made the decision that in the future tramlines would be confined to the inner city, while the metro would serve the suburban areas; the tram system would be terminated, at earliest in the year 2000. This decision required the acquisition of new trams to replace the last two-axle trams, the oldest of which dated from the 1920s. Originally the plan was to acquire fairly new second-hand articulated Düwag GT6 trams from Copenhagen, but the deal fell through and in the end new articulated trams were acquired from Valmet (type Nr I) in 1973–1975. These trams were planned to be the last trams to be acquired for traffic in Helsinki.^[10] In a break from tradition the Nr I trams were originally painted in an orange/grey colours scheme instead of the traditional green/yellow, integrating their visual appearance with the Dm 8 and Dm 9 express DMUs of the Finnish State Railways,^[41] as well as the Helsinki metro, which was in testing phase at the time.^[42]^[43]

1976 onwards

During the early 1970s the decision to terminate the tram system was reconsidered and eventually reversed. In 1976, the tram network was expanded for the first time since 1955, when the new connection into Itä-Pasila was opened (then line 2, present line 7). Another expansion was opened in 1980, when tracks in Katajanokka were expanded eastward to a new residential area (then line 5, present line 4). In 1981 another group of articulated trams, based on the Nr I type, were ordered from Valmet. Classified as Nr II, these trams were delivered between 1983 and 1987, allowing the withdrawal of the majority of the 1950s-built trams (types HM IV and RM 1 in their entirety), as well as withdrawal of all trailers. In 1985 the tram network was extended to West Pasila^[10] (line 7). In the mid-1980s the tram lines were radically reorganised: line 5 was closed down and the routes of lines 2, 3B, 3T, 4, 7A, 7B, 8 and 10 altered to a smaller or larger degree.

The next expansion of the track lineage occurred in 1991, when the connection from Ruskeasuo to Pikku Huopalahti was opened (line 10). In the 1990s wide-randing plans were made for expansion and improvement of the tram system. These included the Jokeri orbital light rail line connecting Itäkeskus to Leppävaara, extensions of the system to Munkkivuori, Koskela, Viikki, Malmi, Jätkäsaari, Kalasatama and Arabianranta. Out of these the Arabianranta extension was eventually realised, Jätkäsaari is under construction as of 2010 (see below) and the Kalasatama connection in under planning stages (see below). In addition to the extensions, the plans included a new line, number 9 (opened 2008) and a partially tunneled light rail line linking Erottaja to Pasila via Töölö. Various changes to improve the average speeds of the system were also proposed and it was found the benefits of these improvements would outweigh the costs by a large margin. Despite this, the improvements were left unrealised.^[10]

From 1999 onwards, HKL purchased a new fleet of low-floor Variotram trams from ADtranz (Bombardier Transportation since 2001). The new generation trams suffered from persistent technical difficulties and frequent break-downs, the entire batch having been refitted by the manufacturer in Germany.^[44] To cover for the missing trams, the city bought ten second-hand trams from Mannheim, Germany. To help pay for the second-hand trams, HKL was allowed to cover six of the extra trams completely in advertising, a sight rarely seen before on the streets of Helsinki.^[45] In 2004 the network was expanded again, this time by lengthening the tracks from Arabia into the new residential development area in Arabianranta^[46] (lines 6 and 8). On 10 August 2008, the new line number 9 was opened, connecting Kolmikulma in central Helsinki to East-Pasila and replacing bus line number 17. This marked the opening of the first new tram line in Helsinki since the (re-)opening of line 2 in 1976.

Route history

During the history of tram traffic in Helsinki, the routes of various lines have been altered, sometimes radically, and line designations have been changed or swapped between different routes. For instance, the still-existing line 1 (also known as the green line 1900–1926) has run on 22 different routes/route variants since the line was first opened in 1890.^[32]^[33]^[47] The following is a simplified list designed to give a basic impression of what the tram network was like during different eras. Various short-lived route changes and rush hour services are ignored to ease reading.

1890–1901: horse-drawn trams

Töölö—Kaivopuisto. Shortened, then closed down in 1900. Replaced by the Yellow Line in the new electrified tramway.
Sörnäinen—Lapinlahdenkatu. Shortened in 1900, closed down in 1901. Replaced by the Green and Red Lines in the new electrified tramway.^[32]

1900–1909

Green: Eira—Sörnäinen (1900–1901), Katajanokka—Eira—Sörnäinen (1901–1907, combination of green and blue lines), Kauppatori—Sörnäinen (1907–1910).
Yellow: Töölö—Kaivopuisto (1900–1908).
Blue: Töölö/Mariankatu (present-day Presidential Palace)—Hietalahti (1900–1901). Combined into the Green Line 1901–1907. Katajanokka—Hietalahti (1907–1909).
Red: Ylioppilastalo/Lapinlahti—Kruununhaka (1900–1907), Lapinlahti—Kallio (1907–1909).^[33]

1909–1926

In addition to the lines owned by Helsingin Raitiotie- ja Omnibussiosakeyhtiö, one line was owned by Brändö Spårvägsaktiebolag, two lines by Aktiebolaget M.G. Stenius as well as one line owned by Julius Tallberg in Lauttasaari.

Green: Eira—Hermanni (1910–1931).^[47]
Yellow: Töölö—Kaivopuisto—Rautatientori/Hakaniemi (1908–1922), Eira—Kallio—Töölö—Kauppatori—Eira (figure-of-eight circular, 1922–2009)^[48]
Yellow-White: Katajanokka—Hietalahti (1909–1926), Etu-Töölö—Kirurgi (1924–1926). Two lines operated under the same colours 1924–1926.^[49]
Red: Lapinlahti—Hakaniemi/Alppila (1909–1925).^[46]
White: Sörnäinen/Kauppatori—Kulosaari (1910–1951). Brändö Spårvägsaktiebolag owned the line from Sörnäinen onwards as well as the rolling stock. HRO operated the service. Between 1910 and 1919 the trams were carried across Kuorekarinsalmi sea area by a ferry.^[50]
Blue-Yellow: Ylioppilastalo/Kauppatori—Haaga (1914–1926). Aktiebolaget M.G. Stenius owned the line from Laakso onwards. HRO operated the service using their own trams.^[38]^[51]
Red-Yellow: Ylioppilastalo/Kauppatori—Munkkiniemi (1914–1926). Aktiebolaget M.G. Stenius owned the line from Laakso onwards. HRO operated the service using their own trams.^[38]^[52]
Lauttalaituri—Katajaharjunniemi (1913–1917). A Julius Tallberg -owned horse tram line operated on the island of Lauttasaari, using former HRO trams.^[32]^[38]^[53]

1926–1953

In 1926 HRO acquired both Aktiebolaget M.G. Stenius and two years later Brändö Spårvägsaktiebolag, becoming the sole tram operator in Helsinki. During 1926 year numbers and/or letters were taken into use as identifiers of different lines alongside colours. Numbers were used for inner city lines, letters for suburb lines.

1 (green): Eira—Hermanni/Arabia (1910–1949), Eira—Vallila—Salmisaari (1949–1953, combination of lines 1 and 8).^[47]
2 (green-white): Kauppatori—Hermanni (1926—1928). Not operated 1928–1939. Etu-Töölö—Hakaniemi/Harjutori (1939–1951). Not operated 1951–1976.^[54]
3 (yellow): Eira—Kallio—Töölö—Kauppatori—Eira (1922–2009), figure-of-eight circular.^[48]
4 (blue): Hietalahti—Töölö/Meilahti (1926–1951), Hietalahti-Munkkiniemi (1951-1959).^[55]
5 / 5A (yellow-white): Etu-Töölö—Katajanokka (1926–1955; 1929–1939 as 5A).^[49]
- 5B: Etu-Töölö—Kauppatori (1929–1939).^[49]
6 (red): Lapinlahti—Hakaniemi (1926-1928), Lapinlahti-Hakaniemi-Hermanni (1928-1945), Lapinlahti-Hakaniemi-Arabia (1945-1959).^[46]
7 (red-white): Kirurgi—Linjat (1926—1949). Not operated 1949–1951. Töölö—Sörnäinen—Rautatientori (circular, 1951–1980).^[56]
8 (blue-white): Ruoholahti/Salmisaari—Töölö/Vallila (1929–1949). Not operated 1949–1953 (combined into line 1).^[57]
9 (blue-yellow): Erottaja—Ruskeasuo (1939–1946).^[58]
10 (white): Eläintarha—Länsi-Pasila (1928–1952).^[59]
11 (white): Kauppatori—Hermanni (1944).^[60]
12 (white, later red-yellow): Erottaja-Taka-Töölö (1944-1945), Erottaja-Kuusitie (1945-1949), Kirurgi-Kuusitie (1949-1957).^[61]
- 12S: Arabia—Ruskeasuo (1950–1955), rush hour and night-time service.^[61]
B/KB (white, later green-yellow): Kauppatori—Kulosaari (1913–1951). Tram traffic to Kulosaari terminated in 1951, in part due to the poor condition of the wooden bridge connecting the island to the mainland.^[35]^[50]
H (blue-yellow): Erottaja-Haaga (1926-1939), Ruskeasuo-Haaga (1939-1946), again Erottaja-Haaga (1946-1949), Diakonissalaitos-Haaga (1949–1953).^[51]
K (green-red): Vallila/Kauppatori—Käpylä (1925–1953). Combined into line 1 1953^[62]
M (red-yellow): Erottaja—Munkkiniemi (1926–1951).^[52] Combined into line 4 1951.
W (green-white): Kauppatori—Arabia (1926–1931).^[63]

1953–1985

The usage of letters as the main line identifier ended in 1953. Line colours were abandoned in 1954.

1: Eira-Kauppatori-Käpylä (1953-1954), Kauppatori—Käpylä (1954 onwards).^[47]
- 1A: Eira—Käpylä (1954–1976), rush hour service.^[47]
2: Kauppatori—Itä-Pasila (1976–1985).^[54]
- 2A: Eira—Itä-Pasila (1976–1985), rush hour service.^[54]
3B, 3T: Eira—Kallio—Töölö—Kauppatori—Eira (1922–2009), figure-of-eight circular.^[48]
4: Hietalahti-Munkkiniemi (1951-1959), Kirurgi—Munkkiniemi (1959–1985).^[55]
- 4S: Kauppatori—Munkkiniemi (1951–1981), rush-hour service.^[55]
- 4A: Erottaja—Munkkiniemi (1956–1966), rush-hour and night-time service.^[55]
- 4N: Katajanokka—Munkkiniemi (1973–1985), night-time service.^[55]
5: Katajanokka—Töölö (1955–1985).^[49]
6: Lapinlahti-Arabia (1945-1959), Hietalahti—Arabia (1959 onwards).^[46]
7: Töölö—Sörnäinen—Rautatientori (circular, 1951–1980), Hakaniemi—Töölö—Harjutori (1980–1984).^[56]
8: Salmisaari—Vallila (1953–1984).^[57]
- 8K: Salmisaari—Käpylä (1953–1962), rush-hour service.^[57]
9: Kauppatori—Vallila (1953–1976).^[58]
10: Erottaja-Ruskeasuo (1955-1957), Kirurgi-Ruskeasuo (1957-1959), Linjat—Ruskeasuo (1959–1985).^[59]
- 10A: Käpylä—Ruskeasuo (1955–1958), rush-hour service; Arabia—Ruskeasuo (1959–1964), night-time service.^[59]
- 10S: Kauppatori—Ruskeasuo (1955–1977), rush-hour service.^[59]
- 10N: Erottaja—Ruskeasuo (1957–1959), Arabia—Ruskeasuo (1965–1977), night-time services.^[59]
12: Kirurgi-Kuusitie (1949-1957), Linjat-Kuusitie (1957-1959), Hietalahti—Kuusitie (1959–1962).^[61]
- 12S: Arabia—Ruskeasuo (1950–1955), rush hour and night-time service.^[61]
15: Linjat—Töölön tulli (1954–1957).^[64]

1985 onwards

1: Kauppatori—Käpylä (1954 onwards).^[47]
- 1A: Eira—Käpylä (1985 onwards), rush hour service.^[47]
2: Kauppatori—Linjat (1985–1992), Katajanokka ferry terminal—Linjat (1992–2005).^[54]
3B, 3T: Eira—Kallio—Töölö—Kauppatori—Eira (1922–2009), figure-of-eight circular.^[48]
- 3B: Kaivopuisto—Eira—Kallio—Eläintarha (2009 onwards), forms a figure-of-eight circular together with line 3T.^[48]
- 3T: Kaivopuisto—Kamppi—Töölö—Elaintarha (2009 onwards), forms a figure-of-eight circular together with line 3B.^[48]
4: Katajanokka—Munkkiniemi (1985 onwards).^[55]
- 4T: Katajanokka ferry terminal—Munkkiniemi (2004 onwards).^[55]
6: Hietalahti—Arabia (1959 onwards).^[46]
7A, 7B: Pasila—Töölö—Rautatientori/Senaatintori—Sörnäinen—Pasila (1985 onwards), circular.^[56]
8: Salmisaari—Sörnäinen—Vallila(1984-2007), Salmisaari-Sörnäinen-Vallila-Arabia (2007 onwards).^[57]
9: Kolmikulma—Kallio—Itä-Pasila (2008 onwards).^[58]
10: Kirurgi—Ruskeasuo (1985-1990), Kirurgi-Pikku-Huopalahti (1991 onwards).^[59]
Museum line (unnumbered): Kauppatori—Kruunuhaka—Rautatientori—Kauppatori (2009 onwards), circular.^[65]
PUB: Rautatientori—Kallio—Töölö—Kauppatori—Rautatientori (1995 onwards), circular, restaurant line.^[66]
Sightseeing: Rautatientori—Eira—Töölö—Kallio—Rautatientori (2010 onwards), circular, sightseeing line.^[67]

Planned extension of the network

Helsinki Transport Council have made plans for a radical expansion of the tram network within the next 20–30 years. Below is a list of confirmed and proposed future expansions of the network. In April 2009 Helsinki City Transport published a report on the viability of establishing a trolleybus system in Helsinki. According to the report some of the expansions listed below could be realised as trolleybus lines instead of tram lines. According to the report troylleybus traffic would cost only half of what tram traffic currectly costs in Helsinki,^[68]^[69] although the factuality of this claim has been contested.^[70]

Jätkäsaari and Munkkisaari

The freight harbour area in Jätkäsaari was freed for residential construction in late 2008 when the new Vuosaari Harbour opened for freight traffic. A tram connection tying the new area into the city center was under construction during 2010. In the most recent proposal, approved by the public transport council on 11 December 2008, line 8 will be expanded into the new area from the north and another line (possibly line 9) from the east via Kamppi. By 2025 line 6 will be rerouted from its current terminus at Hietalahti south to Munkkisaari.^[71]^[72] An earlier proposal featured the extension of lines 6, 8 and 9 into Jätkäsaari, but this was subsequently altered.^[73]^[74] Tracks are planned to be built as housing construction of the area advances, with the first sections to be laid in 2009.^[75] Phase one of the extension is to be completed in 2010, phase two in 2011 and the final third phase after 2015.^[71]^[76] To eliminate the need of building temporary return loops as the construction progresses, the acquisition of second-hand double-ended trams to be used on lines extending into Jätkäsaari is under consideration.^[26]

Laajasalo

New residential areas are to be constructed to the island of Laajasalo, to the east of Helsinki city center, between 2010 and 2025. Following a recommendation by the public transport council,^[77]^[78] the Helsinki city council decided on 12 November 2008 that the new residential areas would be linked to the Helsinki city center by a tram connection built on bridges from Kruununhaka via Tervasaari, Sompasaari and Korkeasaari across the Kruunuvuorenselkä sea area and into Kruunuvuorenranta.^[79] Three tram lines are projected to be constructed into Laajasalo; one will terminate in the residential development area of Kruunuvuorenranta, a second will extend into Yliskylä and a third line run into the southern central part of Laajasalo.^[77]

The main competing alternative, an extension of Helsinki Metro, was found to be notably more expensive to construct and was projected to attract smaller passenger numbers than the tram.^[80]^[81]

In addition to the approved three lines into Laajasalo, the city council approved a motion that in the further planning of the Laajasalo area tram, expanding the tram network to the Herttoniemi metro station should be investigated.^[79] Additionally, in case that the military base in Santahamina will be freed for residential construction in the future, provisions will be made for converting the tram lines into a light rail system that would extend into Santahamina in the south and travel in a tunnel from Korkeasaari to Katajanokka, linking with the planned North-South line of the Helsinki Metro.^[77]

Extensions to line 9

Line number 9, opened in August 2008, was originally planned as early as 1990 to link Ilmala with Merikatu in southern Ullanlinna. However, in the first phase of construction the northern part of the route was truncated into Itä-Pasila in order to cut costs, while the southern terminus was placed in Kolmikulma due to opposition to tram tracks by people living along the planned new line, particularly due to the fact that the amount of parking space would have decreased along the streets where new tracks would have been laid.^[26] The connection to Ilmala is to be completed constructed 2010-2012, and to be opened for traffic in 2013.^[76]

Although shortly before the opening of line 9 HKL stated the continuation to Merikatu had been abandoned permanently,^[2] within weeks of the opening of the line extending the route to Merikatu was again proposed, due to complaints from inhabitants of Ullanlinna following the termination of bus line 17. Subsequently the HKL stated they would be "actively acting to expand the tramline to Merikatu".^[82] Interlacing the tracks on some sections on Korkeavuorenkatu is under consideration as a space-saving measure, allowing a larger amount of parking space to be maintained along the street.^[83] In addition to extending line 9 to Merikatu, plans have been made for extending line 9 into Jätkäsaari instead. Should Jätkäsaari be chosen as the southern terminus for line 9, a different line would be routed to Merikatu in its place.^[84]

In addition to lengthening the line, moving the line from Kaarlenkatu and Helsinginkatu to Fleminginkatu in Kallio was proposed on 10 October 2008.^[76]

Kalasatama

Like the harbour area in Jätkäsaari, the freight harbour in Kalasatama will be freed for residential construction in late 2008 when the new freight harbour in Vuosaari is opened. Tram connection is considered as the means of connecting the new residential area with the city center (although there is also an existing metro station in the northern part of the area). Two tram lines are planned to be extended into the Kalasatama area, one from the west via Merihaka and another from the south, utilizing the Tervasaari-Sompasaari bridge that will be built for the Laajasalo tram connection.^[77]^[80]^[81]

Munkkiniemi–Arabia/Kalasatama line

A private group consisting of members of the Finnish Tramway Society and students of Helsinki University of Technology drew up plans for a new tram line linking Arabia to Pasila railway station in order to improve the public transport connections of Kumpula.^[85] Many consider the existing public transport connections sparse and unreliable. The proposed line, provisionally numbered line 5,^[86] could either utilise the disused freight railway line in Southern Kumpula^[85] or only existing tram tracks, including a stretch on Sturenkatu between Mäkelänkatu and Hämeentie that is only used for depot movements presently.^[86] The proposal gained public interest,^[87] and on 4 April 2009 the City Planning Board of Helsinki mandated that an official study would be made on a tram line linking Munkkiniemi to Arabia or Kalasatama via Pasila and Kumpula, with proviosions made for further lengthening the line to Otaniemi (in Espoo) in the west and to Viikki in the east.^[88]

Tram 2015 study

A 2006 study named Ratikka 2015 ("Tram 2015") proposed a tram connection to Jätkäsaari, Munkkisaari, Ilmala and Kalasatama as well as expansion of the network to Munkkivuori. Variants proposed in the study also included several possibilities for additional tracks within the main parts of the city already served by trams, as well as the creation of new lines, or even the closure of existing lines.^[80]^[89] Although HKL plans to build a tram connection to Jätkäsaari, the route alternatives under consideration are not the same as proposed in the Ratikka 2015 study.^[74]^[89]

Jokeri line

Jokeri line planned route map^[90]

Legend

To Otaniemi (planned)

Tapiola

Opintie

To Niittymaa (planned)

Pohjantori

Louhentori

Turvesuo

Laajalahti

Impilahdentie

Säteri

Rummunlyöjänkatu

To Kilo

Perkkaa

Takomotie

Valimotie

Vihdintie

To Ilmala

Ilkantie

Pirjontie

Tuusulanväylä

Mestarintie

Mäkitorpantie

To Käpylä

To Pukinmäki

To Siilitie

Myllärintie

Kauppamyllyntie

Itäkeskus

To Myllypuro

To Puotila

In 1990 a plan was made for a circular light rail route connecting Itäkeskus in eastern Helsinki to Leppävaara in western Espoo via various suburbs in eastern and northern Helsinki. The planned line was named Jokeri ("The Joker", after the playing card). Due to small projected passenger numbers, the line was eventually realised in 2003 as a bus connection, with an upgrade to rail service planned to be constructed after 2030. After the line was opened, passenger numbers exceeded expectations and available capacity, and the planning process for converting the route to a light rail service was started in 2008.^[91] The Jokeri line connection is planned to be built either with a rail gauge of 1,000 mm (3 ft 3 ³⁄₈ in), making it compatible with the existing Helsinki tram network, or a gauge of 1,524 mm (5 ft) , making it compatible with the Helsinki Metro and the Finnish railway network.^[92] A 2003 study about the integration of a possible light rail system into the existing heavy rail Helsinki Metro concluded that such an integration would be difficult without implementing large-scale changes to the Metro network, or would alternatively require the utilization of impractical and expensive solutions for the light rail system.^[93]

According to a decision made in 2007, the construction of the Jokeri line is to begin in 2016 at the earliest.^[94] In February 2009, it was reported that the cities of Helsinki and Espoo are now hoping to have the construction of the Jokeri line completed by 2016.^[90] The preliminary project plan was completed in May 2009.^[95]^[96] The city planning board of Helsinki subsequently recommended that detailed project planning be started, but the board of the city's tram network operator, HKL, decided in June 2009 upon the proposal of its planners to study the further development of Jokeri as a bus service, including the use of electric trolley buses, before deciding on the conversion to rail.^[97] In October 2010, the newly formed joint transit agency of the Helsinki region municipalities, HSL, was preparing its periodic comprehensive transit plan for the coming years named 'HLJ 2011'. In the draft, the rail conversion of the Jokeri line is listed last in the order of priorities, behind a number of bus corridor, heavy-rail metro and commuter train projects.^[98]

Other possibilities

The possibility of extending line 1 (and 1A) to the Käpylä railway station (or further to Oulunkylä) in the north and rerouting the same line through the unused tracks on Linjat in Kallio have been brought up as possible future projects to improve passenger numbers on the unpopular line.^[99]

In addition to the above, expansion of the tram network from Arabia to Viikki, Käpylä to Koskela and Pikku-Huopalahti to Haaga have been mentioned as potential long-term projects.^[80]

A construction of a light rail or tram system has also been proposed as a possible solution of arranging public transport in the Östersundom area annexed by Helsinki from Vantaa and Sipoo on 1 January 2009. An extension of the Helsinki Metro was originally planned as the main form of public transport for this area, but on 20 February 2009 a newspaper reported that a light rail system is being studied as an alternative to supplement or replace the Metro connection to this area due to the lower costs of a light rail link.^[100]^[101] If built, the light rail link could be extended as far as the nearby city of Porvoo.^[101] Östersundom is located in eastern Helsinki, and as such the proposed new system would be completely unconnected with the currently existing tram system. It could, however, connect with the Jokeri line in Itäkeskus.

References

^ Helsingin kaupungin liikennelaitos
^ ^a ^b ^c Helsingin kaupungin liikennelaitos
^ "HKL Tram Traffic". SRS. http://www.raitio.org/ratikat/helsinki/hkl/liikenne/liikenne.htm. Retrieved 11 October 2010.
^ Stadin Ratikat
^ Raitio 4/2011
^ Helsinki Urban Traffic Control Centre
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ ^a ^b ^c ^d ^e ^f ^g www.kaupunkiliikenne.net
^ ^a ^b Finnish Tramway Society
^ Helsingin Sanomat
^ Helsingin Kaupunki: Kaupunkisuunnitteluvirasto
^ Helsingin Kaupunki: Kaupunkisuunnitteluvirasto
^ Vartti.fi
^ Mirva Haltia-Holmberg
^ ^a ^b ^c Helsingin kaupungin liikennelaitos
^ Transtech Oy
^ Helsingin kaupungin liikennelaitos
^ Helsingin Sanomat
^ Helsingin Sanomat
^ Finnish Tramway Society
^ Hankintailmoitus, erityisalat: Helsingin kaupunki: Raitiovaunujen hankinta
^ Mirva Haltia-Holmberg
^ Helsingin kaupungin liikennelaitos
^ ^a ^b ^c Antero Alku
^ ^a ^b Hanna Sirkiä
^ ^a ^b ^c Antero Alku, pp. 20-21
^ Timo Herranen, pp. 29-31
^ ^a ^b ^c Timo Herranen, pp. 37-45
^ ^a ^b Timo Herranen, pp. 46-49
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b ^c Finnish Tramway Society
^ ^a ^b ^c ^d Timo Herranen, pp. 50-54
^ ^a ^b Finnish Tramway Society, p. 1
^ Finnish Tramway Society, p. 3
^ ^a ^b Finnish Tramway Society
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b ^c Finnish Tramway Society
^ ^a ^b Finnish Tramway Society
^ Markku Nummelin, pp. 64–74
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Helsingin Sanomat
^ Helsingin Sanomat
^ ^a ^b ^c ^d ^e Finnish Tramway Society
^ ^a ^b ^c ^d ^e ^f ^g Finnish Tramway Society
^ ^a ^b ^c ^d ^e ^f Finnish Tramway Society
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b Finnish Tramway Society
^ ^a ^b Finnish Tramway Society
^ ^a ^b Finnish Tramway Society
^ Finnish Tramway Society
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b ^c ^d ^e ^f ^g Finnish Tramway Society
^ ^a ^b ^c Finnish Tramway Society
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b ^c Finnish Tramway Society
^ ^a ^b ^c ^d ^e ^f Finnish Tramway Society
^ Finnish Tramway Society
^ ^a ^b ^c ^d Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Finnish Tramway Society
^ Helsingin Sanomat
^ Helsingin Kaupungin Liikennelaitos
^ Mirva Haltia-Holmberg
^ ^a ^b Joukkoliikennelautakunta
^ Mirva Haltia-Holmberg
^ Helsingin kaupungin liikennelaitos
^ ^a ^b Helsingin kaupungin liikennelaitos
^ Kaupunkisuunnittelulautakunta
^ ^a ^b ^c Mirva Haltia-Holmberg
^ ^a ^b ^c ^d Helsingin kaupunki: Kaupunkisuunnitteluvirasto
^ Joukkoliikennelautakunta
^ ^a ^b Helsingin kaupunginvaltuusto
^ ^a ^b ^c ^d Finnish Tramway Society
^ ^a ^b Antero Alku
^ Joukkoliikennelautakunta
^ Helsingin Sanomat
^ Ylen aikainen
^ ^a ^b Antero Alku
^ ^a ^b Antero Alku, Janne Peltola & Jonas Wahlbeck
^ Helsingin Uutiset
^ Kaupunkisuunnittelulautakunta
^ ^a ^b Kaupunkisuunnittelulautakunta
^ ^a ^b Helsingin Sanomat
^ www.kaupunkiliikenne.net
^ Kaupunkisuunnittelulautakunta
^ Antero Alku
^ Mirva Haltia-Holmberg
^ Helsingin kaupungin liikennelaitos
^ www.raidejokeri.info
^ Mirva Haltia-Holmberg
^ Helsingin kaupungin liikennelaitos
^ Mirva Haltia-Holmberg
^ Marketta Karjalainen
^ ^a ^b YLE

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Seuri, Ville (2007-12-19). "Kroaattivaunun ensikyyti Helsingin raiteilla sujui tiukasti katua hipoen" (in Finnish). http://www.hs.fi/artikkeli/HS20071219SI1KA018bx. Retrieved 2008-06-11.
"Croatian-made tram criticised as "cramped and noisy"". 2008-03-28. http://www.hs.fi/english/article/1135235125931. Retrieved 2008-06-11.
Hannula, Tommi (2007-07-19). "HKL hahmottelee Helsinkiin sopivaa raitiovaunumallia" (in Finnish). http://www.hs.fi/artikkeli/1135228593017. Retrieved 2008-06-27.
Westerback, Christian (2008-05-08). "1960-luvun mannheimilaiset paikkaavat raitiovaunutarvetta" (in Finnish). http://www.hs.fi/artikkeli/1135236187727. Retrieved 2008-06-11.
Oksanen, Kimmo (2008-08-19). "Raitiolinja 9:ää aiotaan yhä jatkaa Etelä-Helsinkiin" (in Finnish). http://www.hs.fi/artikkeli/1135238746607. Retrieved 2008-08-19.
Salonen, Juha; Karumo, Markku (2009-04-22). "Trollikka voi tulevaisuudessa kuljettaa matkustajia Helsingissä" (in Finnish). http://www.hs.fi/artikkeli/1135245350405. Retrieved 2009-05-04.

Miscellaneous

Alku, Antero; Peltola, Janne; Wahlbeck, Jonas (2008-12-19). "Esisuunnitelma raitiolinjasta Itä-Pasila – Arabia" (in Finnish) (PDF). http://raitio.org/news/uutis09/liite09/Rv5_esisuunnitelma.pdf. Retrieved 2009-03-08.
Alku, Antero (2008-08-13). "Helsingin kantakaupungin raitioteiden laajennukset" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Helsinki/kanlaaj.html. Retrieved 2008-09-25.
Alku, Antero (2008-07-31). "Helsingin raideliikenteen historiaa" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Helsinki/hehistoria.html. Retrieved 2008-08-07.
Alku, Antero (2008-06-21). "Helsingin raitiovaunukalusto" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Helsinki/helrv.html. Retrieved 2008-07-16.
Alku, Antero (2008-06-27). "Helsinki: Laajasalon raitiotie" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Helsinki/laajasalo.html. Retrieved 2008-06-30.
Alku, Antero (2008-06-21). "Jokerilinja" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Helsinki/jokeri.html. Retrieved 2008-07-16.
Alku, Antero (2006-01-12). "Joukkoliikenteen yhteydet Kumpulan kampukselle" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Kumpula.html. Retrieved 2009-03-08.
Alku, Antero (2004-04-12). "Metron ja pikaraitiotien yhteensovittaminen" (in Finnish). www.kaupunkiliikenne.net. http://www.kaupunkiliikenne.net/Integra.htm. Retrieved 2008-07-16.
Alku, Antero (2002) (in Finnish). Raitiovaunu tulee taas. Jyväskylä: Kustantaja Laaksonen. pp. 20–21. ISBN 951-98475-3-7.
Federley, Daniel; Hellman, Arto, Federley, Daniel, ed., "Kuulumisia Jätkästä / Liikenneuutiset" (in Finnish), Raitio (4/2011): 26-27
Haltia-Holmberg, Mirva (2007-11-15). "Kokouskuulumiset 15.11.2007" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2007/11/kokouskuulumiset-15112007.html. Retrieved 2008-07-16.
Haltia-Holmberg, Mirva (2008-08-21). "Enimmäkseen upeita lautakunnan kokouskuulumisia 21.8.2008" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2008/08/enimmkseen-upeita-lautakunnan.html. Retrieved 2008-08-21.
Haltia-Holmberg, Mirva (2008-09-15). "Ykkönen, riesasta ongelmanratkaisijaksi" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2008/09/ykknen-riesasta-ongelmanratkaisijaksi.html. Retrieved 2008-09-25.
Haltia-Holmberg, Mirva (2008-09-28). "Messuraportti: Innotrans 2008" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2008/09/messuraportti-innotrans-2008.html. Retrieved 2008-09-29.
Haltia-Holmberg, Mirva (2008-10-14). "Kokouskuulumiset: joukkoliikennelautakunta 14.10.2008" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2008/10/kokouskuulumiset-joukkoliikennelautakun_14.html. Retrieved 2008-10-14.
Haltia-Holmberg, Mirva (11 December 2008). "Kokouskuulumiset: joukkoliikennelautakunta 11.12.2208" (in Finnish). Haltian vaaliyö. http://haltia.blogspot.com/2008/12/kokouskuulumiset-joukkoliikennelautakun.html. Retrieved 14 December 2008.
Haltia-Holmberg, Mirva (2009-04-30). "HKL:n johtokunnan kokouskuulumiset 30.4.2009" (in Finnish). Haltian kiskotyö. http://haltia.blogspot.com/2009/04/hkln-johtokunnan-kokouskuulumiset.html. Retrieved 2009-05-04.
Haltia-Holmberg, Mirva (2009-06-19). "Kokouskuulumiset: HKL:n johtokunta 18.6.2009" (in Finnish). Haltian kiskotyö. http://haltia.blogspot.com/2009_06_01_archive.html. Retrieved 2010-11-06.
"Hankintailmoitus, erityisalat: Helsingin kaupunki: Raitiovaunujen hankinta". Hilma: Julkiset hankkinat. Helsingih kaupunki. 23 December 2008. http://www.hankintailmoitukset.fi/fi/notice/view/2008-035096/. Retrieved 6 January 2009.
"Helsinki Public Transport Signal Priority and Passenger Information (HeLMi)". Public Transport Telematics. Helsinki Urban Traffic Control Centre. http://www.hel2.fi/liikenteenohjaus/eng/pt_telematics.asp. Retrieved 2008-08-15.
Jompero, Sanna (2008-10-09). "Maanalaista varikkoa suunnitellaan Vallilaan" (in Finnish). Vartti.fi. http://www.vartti.fi/artikkeli/abbd62a2-c76b-492b-9f94-58f63c2aaa5d. Retrieved 2008-10-09.
"Jätkäsaaren joukkoliikenteen järjestäminen" (in Finnish). Kaupunkisuunnittelulautakunta. 2007-06-08. http://www.hel.fi/static/public/hela/Kaupunkisuunnittelulautakunta/Suomi/Esitys/2007/Ksv_2007-06-07_Kslk_20_El/071550252/Jatkasaaren_joukkoliikenteen_jarjestaminen.html. Retrieved 2008-08-20.
"Jätkäsaaren joukkoliikenne 2015/2025" (in Finnish) (PDF). Joukkoliikennelautakunta. 11 December 2008. http://www.hel.fi/static/public/hela/Joukkoliikennelautakunta/Suomi/Esitys/2008/HKL_2008-12-11_Jlk_30_El/79DDF823-50AB-41B7-ABC3-24881954F83F/30suy2Liite1Uudet_linjastokuvat.pdf. Retrieved 14 December 2008.
Karjalainen, Marketta (2009-02-20). "Helsingin liitosalue saattaa jäädä kokonaan ilman metroa" (in Finnish). Vantaan Sanomat. http://www.vantaansanomat.fi/Uutiset/Arkisto/2009/02/20/Helsingin-liitosalue-saattaa-jaada-kokonaan-ilman-metroa. Retrieved 2009-02-26.
"Laajasalon raidevaihtoehtojen järjestelmätarkastelu 2008" (in Finnish) (PDF). Helsingin kaupunkisuunnitteluvirasto. 2008-10-02. http://www.hel2.fi/ksv/julkaisut/julk_2008-10.pdf. Retrieved 2008-10-04.
"Lausunto valtuustoaloitteesta (Wallden-Paulig) koskien eteläisen Helsingin joukkoliikenneyhteyden palauttamista" (in Finnish). Joukkoliikennelautakunta. 2008-08-08. http://www.hel.fi/static/public/hela/Joukkoliikennelautakunta/Suomi/Esitys/2008/HKL_2008-08-21_Jlk_19_El/AF950094-7BCF-43AC-8E43-835E7497204F/LAUSUNTO_VALTUUSTOALOITTEESTA_(WALLDEN-PAULIG)_KOS.html. Retrieved 2008-08-18.
Marttinen, Vesa (2009-03-07). "Joukkoliikennekadun tilalle tarjotaan kampusratikkaa" (in Finnish). Helsingin Uutiset. p. 4. http://www.epaper.fi/reader/?issue=5828;eb73b7942ee89488b3684b9d5bd9a136. Retrieved 2009-03-08.
"Museoliikennettä ratikoilla!" (in Finnish). Oy Stadin Ratikat Ab. http://www.stadinratikat.fi/museoliikenne.html. Retrieved 2009-03-15.
Nummelin, Markku; Laaksonen, Eero (2001) (in Finnish & English). Raitiotiet / Tramways. Jyväskylä: Kustantaja Laaksonen. ISBN 951-98475-2-9.
"Pikaraitiotietä kaavaillaan Porvooseen asti" (in Finnish). YLE. 2009-06-25. http://yle.fi/alueet/helsinki/uusimaa/2009/06/pikaraitiotieta_kaavaillaan_porvooseen_asti_824513.html. Retrieved 2009-07-02.
"Päätöstiedote" (in Finnish) (DOC). Joukkoliikennelautakunta. 2008-06-17. http://www.hel.fi/wps/wcm/connect/63d70f804a173602b61afe3d8d1d4668/JOUKKOLIIKENNELAUTAKUNTA+17.6.2008.doc?MOD=AJPERES. Retrieved 2008-06-30.
"Päätöstiedote 2.4.2009" (in Finnish). Kaupunkisuunnittelulautakunta. 2009-04-02. http://www.hel.fi/static/public/hela/Kaupunkisuunnittelulautakunta/Suomi/Pikayhteenveto/2009/Ksv_2009-04-02_Kslk_11_Pi_I/688FB119-E61E-409B-A984-E4A914B7B60F/11-02042009.html?CACHEPARAM=Ksv%202009-04-02%20Kslk%2011%20Pi%20I?. Retrieved 2009-04-03.
"Päätöstiedote nr 20" (in Finnish). Helsingin kaupunginvaltuusto. 12 November 2008. http://www.hel2.fi/paatoksenteko/kvsto-tiedote/index.html. Retrieved 13 November 2008.
"Raide-Jokerin alustava yleissuunnitelma, suunnittelun ja mitoituksen lähtökohdat" (in Finnish). Kaupunkisuunnittelulautakunta. 2005-12-15. http://www.hel2.fi/ksv/hela/Kaupunkisuunnittelulautakunta/Esityslistat/053460225.htm#P4168_260134. Retrieved 2008-07-16.
"RATIKKA 2015 – vaihtoehdot" (in Finnish) (PDF). Kaupunkisuunnittelulautakunta. http://www.hel2.fi/ksv/hela/Kaupunkisuunnittelulautakunta/Esityslistat/liitteet/061310695.pdf. Retrieved 2008-06-24.
Sirkiä, Hanna (October 2003) (in Finnish) (PDF). Hyvästi ny sitt – Raitsikat: Turun raitiovaunuliikenteen lakkautus 1961-1972. Turku: University of Turku. pp. 10–12. http://www.kaupunkiliikenne.net/HannaSirkiaProgradu.pdf. Retrieved 2008-08-07.
"Vallilan maanalaisen raitiovaunuvarikon asemakaavan muutos: osallistumis- ja arviointisuunnitelma" (in Finnish) (PDF). Kaupunkisuunnitteluvirasto. 2008-09-26. http://www.hel2.fi/ksv/liitteet/oas/838.pdf. Retrieved 2008-10-02.
"Valtuutetut penäävät ysilinjalle muutoksia" (in Finnish). Ylen aikaisen uutiset. YLE. 2008-10-10. http://lotta.yle.fi/rsweb2.nsf/sivut/uutisaihe?opendocument&pageid=Content075003A6872. Retrieved 2008-10-10.
"Sijaintikartta: Vallilan maanalainen raitiovaunuvarikko" (in Finnish) (PDF). Kaupunkisuunnitteluvirasto. 2008-09-29. http://www.hel2.fi/ksv/liitteet/2008_kaavakuvat/vallila_maanal_raitiovaunuvarikko_rajaus.pdf. Retrieved 2008-10-02.
"Raide-Jokeri Alustava yleissuunnitelma 2009" (in Finnish) (PDF). The City of Helsinki, The City of Espoo, Helsinki Metropolitan Area Council, Ministry of Transport and Communications. 2009-05. http://raidejokeri.info/Raportti/Raide-Jokeri_raportti.pdf. Retrieved 2010-11-06.
"Matalalattiainen raitiovaunu" (in Finnish). Transtech Oy. http://www.transtech.fi/index.php?221. Retrieved 2010-12-02.

External links

Helsinki City Transport official website
Tram line route map (Official map as of 2010^[update])
Tram line route map with stops (Official map as of 2010^[update])
A gallery of Helsinki tram pictures
Raide-Jokeri (Official website)

Public transport in Helsinki

Helsinki Regional Transport Authority · Helsinki City Transport · Helsinki Metro · Helsinki tram · Helsinki commuter rail · Helsinki Airport · Baltic Sea cruiseferries

Metro stations

Western extension	Matinkylä · Niittykumpu · Urheilupuisto · Tapiola · Otaniemi · Keilaniemi · Koivusaari · Lauttasaari

Metro line	Ruoholahti (Gräsviken) · Kamppi (Kampen) · Rautatientori (Järnvägstorget) · Kaisaniemi (Kajsaniemi) · Hakaniemi (Hagnäs) · Sörnäinen (Sörnäs) · Kalasatama (Fiskhamnen) · Kulosaari (Brändö) · Herttoniemi (Hertonäs) · Siilitie (Igelkottsvägen) · Itäkeskus (Östra centrum) to N/S branches

Northern branch	Myllypuro (Kvarnbäcken) · Kontula (Gårdsbacka) · Mellunmäki (Mellungsbacka)

Southern branch	Puotila (Botby gård) · Rastila (Rastböle) · Vuosaari (Nordsjö)

Railway stations

Helsinki–Karis	Helsinki (Helsingfors) · Pasila (Böle) · Ilmala · Huopalahti (Hoplax) · Valimo (Gjuteriet) · Pitäjänmäki (Sockenbacka)

Helsinki–Vantaankoski	Helsinki (Helsingfors) · Pasila (Böle) · Pohjois-Haaga (Norra Haga) · Kannelmäki (Gamlas) · Malminkartano (Malmgård)

Helsinki–Riihimäki	Helsinki (Helsingfors) · Pasila (Böle) · Käpylä (Kottby) · Oulunkylä (Åggelby) · Pukinmäki (Bocksbacka) · Malmi (Malm) · Tapanila (Mosabacka) · Puistola (Parkstad)

Tram and light rail systems in Finland

Existing	Helsinki tram

Defunct	Turku tram · Vyborg tram

Planned	Espoo light rail · Tampere light rail · Turku light rail · Vantaa light rail

Unrealised	Lahti tram · Riihimäki tram