Gothenburg Tramway

Gothenburg Tramway
M32 tram 426 at Brunnsparken
M32 tram 426 at Brunnsparken
Overview
OwnerGothenburg Municipality
Transit typeTram transport
Number of lines12 regular
Number of stops132 (list)
Annual ridershipc. 120 million
Chief executiveLinda Rudenwall
Operation
Began operation1879 (1879)
Operator(s)Göteborgs Spårvägar AB
CharacterAt-grade urban rail
Rolling stock293 tramcars (list)
Technical
System length176 km (109 mi)
Track gauge1,435 mm (4 ft 8+1⁄2 in)
Electrification750 V DC overhead line
Top speed60 km/h (37 mph)
Interior of the Gothenburg tram museum.
An M29 tram on line 2.
An M21 tram at Brunnsparken.
An M31 tram on line 1.
An M32 tram on Kungsportsavenyn.
An M33 tram on line 11.
An M34 tram near the Gothenburg Central Station.

The Gothenburg Tramway (Swedish: Göteborgs spårväg) is the public transport system of trams in the city of Gothenburg, Sweden. Forming the backbone of transport in Gothenburg, the tramway serves larger parts of the city and surrounding urban areas. The traffic is operated by Göteborgs Spårvägar AB and the infrastructure is managed by the Gothenburg Traffic Administration Office, while Västtrafik AB serves as the transit authority. The current contract to drive the tramway traffic is valid until the year 2034.[1]

Currently, the tramway system consists of 132 stops on 12 regular lines in service. Most lines pass through Brunnsparken, which is effectively the central hub of public transport, with departures approximately every 10 minutes during rush hour. The network consists of 176 km (109 mi) of single track, making it the largest tramway network in the Nordic countries by length.[2] In 2024, the ridership was an estimated 125 million people.

Trams have operated in Gothenburg since 1879. The Liseberg Line is an independent heritage line co-operated by the Ringlinien Tramway Society. The trams of Gothenburg are an iconic feature of the cityscape.

History

Prehistory

A horse-drawn tram near Slottsskogen, c. 1900. The Skansen Kronan can be seen in the background.

In spring 1836 there were plans to develop traffic between the centre of Gothenburg and Klippan. The newspaper Göteborgs Handels- och Sjöfartstidning campaigned for this, and an advantage for omnibuses was that people could have "tickets, small parcels and requests" delivered to Masthugget, Varvet, Majorna, Klippan and all the way towards the mouth of the river. The required starting capital was five thousand riksdaler, which could be achieved through sales of shares of fifty riksdaler each. In late April 1836 there were annoncements for "Gleerupska bokhandlen" on "Stora Hamngatan", and in July 1836 it was announced that a company had been founded. The company was led by Carl Fredrik Kjellberg, Johan Norström, J.R. Melin, Heinrich Röhss and Elias Ahrenberg.

The wagons were planned to be drawn by two horses and carry eight passengers. In December 1836 "Resetourene för Omnibus" were announced in newspapers. At the time of inauguration, the traffic only ran on weekdays. The first wagons started at nine in the morning from Stigbergsliden to the city centre, where the stop was located in front of the Frimurarlogen house on Södra Hamngatan. The wagons turned back towards Stigbergsliden at half past nine in the morning, where they continued to Klippan and turned back at eleven in the morning. The ticket cost was eight skillings, which was paid on entry to the wagon to get a ticket, which was then put in a box by the door at the stop of the journey.

The omnibus traffic lasted regularly for the whole of the year 1837, and in the following year, the timetable was extended with Sunday journeys to Lärje with a stop at Gamlestaden. The omnibus traffic had a practical monopoly on Gothenburg's public transport until the inauguration of the horse-drawn tramway.[3]

Horse-drawn tramway

Stockholm got a horse-drawn tramway in 1877, and outside Sweden, New York City got one already in 1852 and Copenhagen in 1862.[4] In 1873 there was a first proposal to construct a tramway in Gothenburg. Lieutenant Carl Wettergren thought it would be possible to have tram traffic in Gothenburg in 60 years. The proposal was rejected in 1874 both by the city council and by the King in Council. The city council's reason for the rejection was "that a private person should have rights to the construction and the city should be given the right to freely oversee the streets and open squares the tracks would be built on". The next proposal came in September 1875 when Aron Philippson made a proposal to the city council to build a tramway in Gothenburg. The city council appointed a committee of five people, including Philipsson. The other committee members were Josef Richert, Carl Gustaf Prytz, James Keiller and August Kobb. In June 1877 the committee made a proposal to the city council to build a horse-drawn tramway in Gothenburg.

After studies in Copenhagen as well as Christiania, there was a proposal to build three tram lines: Redberget - Klippan, Brunnsparken - Getebersgäng and Haga - Slottsskogsparken. The city council approved this proposal, with the exception that the line to Klippan should only go to Stigbergsliden.[5] The committee got an offer for the construction of the tramway and the operation of the tram traffic. A short time afterwards the committee made a new proposal for the concession of the Gothenburg tramway from the captain Carl Christian Juell in Copenhagen. Juell had decided on a tram line from the St. John's Church to Klippan, because he thought the hills in Majorna would make traffic lethally dangerous to both people and horses. His technical explanation was as follows: "Everything depends on the brakes on the outgoing trip, and despite all care taken in the construction of the trams it would be impossible to account for the case where the brakes broke." According to Juell, it would be both cheaper and easier to build a steamship line to Majorna.[6]

On 18 October 1877, the Gothenburg city council approved captain Juell's proposal with 29 votes for and 18 votes against and gave him a concession of 40 years, during which time the concession owner had the right to tramway traffic in Gothenburg. The conditions included:

  • that the city council would at one point decide on the tram routes and costs
  • that the passenger fare should be set at 10 öre for each traffic district within four thousand feet
  • that the lines should travel at least every twenty minutes
  • that the traffic system should be ready to use two years after the concession was approved, at the latest.[7]

Captain Juell proved to have problems with financing his project, and in 1879 the city council approved to transfer the concession to William Barfoot from Leicester, to him personally instead of to a company. The concession for the tramway was later taken over by Henry Alexander Milne and after his death in 1881 to his son-in-law Richard Gard'ner.[8]

The first tram line in Gothenburg was started in 1879 by the Gothenburg Tramways Company Ltd, based in England. This was a horse-drawn tramway, which stretched from Brunnsparken to Stigbergsliden. The city bought the tramway by the end of 1899, and introduced electrically powered trams only three years later when Sigfrid Edström led the electrification of the trams. During the next 40 years, the tram system was heavily expanded, reaching outside the city borders by 1907, and Hisingen in 1940.

The first tram line in Gothenburg was a line between Brunnsparken and the start of Stigbergsgliden - a distance of 2.7 kilometres - which was opened on 24 September 1879. The trip with four horsecars started at 16:00 in the afternoon and took about 15 minutes and "passengers were thereafter invited for refreshments at the local Henriksberg restaurant". The tram line opened for public traffic on the following day, with a tram starting at Stigbergsgliden at 07:30 in the morning and from Brunnsparken at 08:00 in the morning. Trams left thereafter every 15 minutes, until 21:00 and 21:30 respectively. The tram fare was 20 öre per person, from one terminus to the other. However, there was a tax of ten öre in the middle, at the swimming pool in Haga.[6][9] There were no stops for passengers to embark or disembark, instead the trams stopped anywhere they could along the way by the request of the passengers, except at uphill climbs.[10] The trams navigated their way among the pedestrians so that the coachmen used a ringing bell. Some coachmen had personal ring signals so that passengers could hear from the signal who was the coachman at the time.[11]

The first ceremonial shovel load for the tramway was dug at the intersection of the streets Södra Allégatan and Sprängkullsgatan on 16 July 1879.[5][12] The construction was directed by the engineers Richard Gard'ner and H.R. McKeone.The trams were brown and drove on single tracks on a metre-gauge railway, and by 1882 four lines had been constructed. In 1896 there were 36 trams, 4 buses and 126 horses in service in the Gothenburg public transport with a total passenger count of 2.7 million in trams and 38,831 in buses.[13] The lines were as follows:

  • 24 September 1879: Brunnsparken - Stigbergsgliden (2.82 km or 9,500 feet)[14]
  • 9 December 1881: Brunnsparken - Redbergslid (2.3 km)
  • 1881: Brunnsparken - Getebergsgäng (2.34 km)
  • 3 October 1882: Brunnsparken - Slottsskogen (2.98 km)[15]

(In 1898 the terminus stop at Brunnsparken was moved to Drottningstorget so the linbe could go over the recently completed Victoriabron bridge. This shortened the line to 2.62 km.)[16]

The first company for the tram staff was founded on 27 November 1885, on the initiative from the tram conductor at the Gothenburg tramway, J. Melanoz. An influential staff member in Gothenburg was J.A. Larsson (with the staff member number 26). The daily pay (for 14 hours) for a tram conductor was 1 krona and 90 öre and that for a tram driver was 2 krona and 10 öre.[17]

The horse-drawn tramway was operated by a British company called The Gothenburg Tramways Company Ltd, and by the time the tramway was to be electrified the company asked for a sum of 70 thousand pounds to give up their right for the existing tramway system. After much discussion and trade, the Gothenburg city council decided on 4 April 1899 with votes 32 to 19 to buy the shares and concession from the British company and let the city of Gothenburg take responsibility of the tramway instead. The property was valued at 344 thousand krona[6] and the concession at 900 thousand krona. An extraneous company meeting in London on 24 November 1899 accepted the trade, which also included the transfer of all tramway staff, about 180 people, with the exception of the tramway company director.[18] The number of passengers was 3.5 million per year, which increased to 10 million in 1903, 20 million in 1908 and 30 million in 1915. The total net income for the same period was 8.7 million krona. The fares for the tramway and the buses were a constant question for the Gothenburg city council under the period from 1900 to 1962. The basic fare was originally set at 10 öre with a free-of-charge transfer of trams and this price lasted until 1919, at which time it was increased to 15 öre (10 öre for children). On 1 January 1941 the fare was increased again, to 20 öre (15 öre för children, 10 öre from 1945). Under the entire 1950s, increases in prices and salaries raised the basic fare from 25 öre to 45 öre. On 1 July 1956 a part-specific fare was introduced, and the coupon price was first increased in 1961. In addition to the basic fare, there were various kinds of discounts under the whole period. The reason for the stability of the fares until the 1950s was that the Gothenburg tramway had operated with a profit for a long time. The exception was from 1918 to 1919 and in 1948 when the tramway operated with a loss.[19]

At the end of the year 1899 the Gothenburg city council appointed an interim board for the Gothenburg tramway, consisting of Gustaf Boman, Wilhelm Henriques and August Koch, later completed with August Wijkander and the lieutenant J. Nyström, with the chief building engineer Figge Blidberg as the chairman of the board.

On midnight on 1 January 1900 the tram traffic was taken over by the city of Gothenburg, represented by the engineer Carl Axel Reuterswärd. The new tramway chief engineer J. Sigfrid Edström arrived from Zurich to Gothenburg on 12 October 1900. Edström stayed at this post until 29 June 1903 when he was appointed as the CEO of ASEA in Västerås.[12] On 1 July 1903 Edström was succeeded by the engineer Erland Zell.

The track width was 1 metre, and the tracks were nailed on wooden planks of three inches in length each, at a distance of four feet from each other. The tramway had one track and there were meeting tracks for five-minute and ten-minute traffic. Inside each tram were 16 seats and 6 standing places on the rear platform. The tram park was gradually improved and in 1900 there were 32 covered and 17 open trams along with a total of 160 horses. The trams were painted brown. There were advertisements for Adolf Bratt & Co. and the Lyckholm brewery. A smaller advertisement cost 80 krona per year. Each tram was driven by only one horse, but there were auxiliary horses in use on the uphill climbs on Kungsportsavenyen and Viktoriagatan. These were taken care of by horse boys that attached their horses to the tram while it was moving, and then later detached them just as fast.[20]

In 1900 the tramway the tramway had lasted 10,310 days of trams, 54,246 days of horses, 994,524 km of total travel by trams and 1,056,654 km of total travel by horses. At the turn of the year from 1900 to 1901 the total length of the tram track was 10,330 metres.[21] All 160 tram horses had fully served their purpose by New Year 1902.

By the time the city overtook the tramway, the tramway office was located on the ground floor of a building at Södra Hamngatan 63. This was succeeded by an office on the second floor at the time when the tramway was electrified. In 1903 the head office of the tramway moved to Pustervik and new premises were founded for the gas company and the tramway. The premises soon became too small and in autumn 1920 the office was moved to Drottninggatan 33.[22]

An advantage of the horse-drawn tramway was that passengers could embark on the tram at any place they wanted, except for uphill climbs. This meant there were no actual stops on the tramway. This caused huge demands on the conductor and the driver, and one of the orders for the drivers was: "The driver must have a keen eye for passengers, especially when the conductor is taking the fares." Another order was about the driving speed: "The driver is especially required to drive at a constant speed, so that the time taken between stations remains the same. All turns must be driven at a walking speed. Disobedience of these rules is punished with immediate dismissal." In other words, the driver had to step off the tram and walk along the horses when going through turns.[23]

Electric tramway

A postcard from 1902 showing the first electric trams in Gothenburg.

In 1895 there came the question of replacing the horse-drawn tramway with an electrified tramway as had already been done outside Sweden, which caused further renovations.[24] At the start of the year 1901 Edström presented his idea of a complete renovation of the horse-drawn tramway and the introduction of electric drive to the tramway, with the power station located on the site of the old gasworks in Rosenlund. This was in conjunction with the idea to make the track wider from the original 1 metre to 1.435 metres as it is today. The city council approved Edström's idea, and it was taken into use on 16 July 1902 at Surbrunnsgatan as designed by the architect Hans Hedlund. The building was torn down in 1968.[25]

At the turn of the year from 1902 to 1903 practically the entire tramway was fully electrified: the power station located at Rosenlund, the tram depots at Stampen and Majorna and the tram lines:

  • Blue line: Majorna - Västra Hamngatan - Redbergslid
  • Green line: Majorna - Västra Hamngatan - Getebergsäng
  • Red line: Redbergslid - Brunnsparken - Getebergsäng
  • White ring line: Drottningstorget - Lilla Bommen - Västra Hamngatan Annedal - Slottsskogen - Järntorget - Valand - Drottningtorget.[24]

A total of 46 trams were delivered by ASEA, as well as 6 trams from Göteborgs Mekaniska Verkstad. The 160 horses on the old tramway were sold off in autumn 1902. The cost for the renovation was 4.2 million krona at the end of the year 1902, even accounting for the city's costs for accounting the city's cost for the concession of the horse-drawn tramway.

On 28 July 1902 at 03:30 in the night two newly delivered electric trams were taken on a test drive from Järntorget (Gothenburg Central Station Square) to Slottsskogsgatan.[26][27] The introduction of the electrified tramway in Gothenburg did not entirely go without resistance, because many citizens of Gothenburg were afraid that the electricity lines would fall down or that the electricity would flow in the tram tracks. The tramway personnel was fully aware of this unease and therefore decided to conduct the test drive in the middle of the night in fully secrecy, with a start of the new tramway at Järntorget. The elegant new trams were painted blue with light brown window frames. The interior was painted light and dark brown with shades of ash and walnut. The test drive was conducted by the administration of the tramway personnel. The chairman of the tramway board Kock sat on the front platform of one of the trams right beside the driver, along with the director Sigfrid Edström and his assistant C.A. Reuterswärd. Inside the tram were also present the staff members Henriques, Boman, Nyström, Lamm and Bidberg. The other tram was to be driven by the inspector of the power station.[28] The noise from the trams woke up sleeping people on Karl Johansgatan. The trip from Järntorget to Slottsskogsgatan took about 10 minutes.

On 29 July 1902 at 11:30 in the morning the electrified tramway was taken for an official test drive along with the chairman and board members of the city council, members of the press and employees from companies that had worked on the project. At the tramway board meeting on 29 July 1902, director Edström announed that "the test drive of the electrified tramway has taken place today on the line from Järntorget to Slottsskogsgatan, where the tramway board members and some other especially invited guests have personally travelled on the trams and the result has been seen as completely satisfactory."[29]

In the 1960s, plans for converting the tram system to an underground rapid transit system were created, and the new tram sections to the suburbs of Tynnered, Angered, Bergsjön, and Länsmansgården were built free from level crossings and partly in tunnels to make a future conversion to underground standards easier. However, after further investigation, it was concluded that it would be too expensive to dig the necessary tunnels under the city centre, as the foundation of the city is partially made up of clay.

An M25 driving down the Avenyn, 1963. This was prior to the driving side switch.

When Sweden's switch to right-hand traffic in 1967 made existing unidirectional trams obsolete, Gothenburg was one of only two cities in Sweden to maintain its city-centre tramway, the other such network to survive being the Norrköping Tramway.

The expansion of the net through the Kringen Project is gradually creating a tramway ring around the city centre. In 1999, the first step was started, which most notably included Chalmers Tunnel which was opened for traffic in 2002, connecting the Chalmers tram stop with the Korsvägen tram stop. The second and third steps are currently in the planning stage.

An M32 at Redbergsplatsen, November 2009. The traditional landshövdingehus can be seen in the background.

Since 2010, the previously used magnetic stripe cards have been replaced with RFID cards. Ticket machines taking coins and credit cards have also been installed on the trams, along with a text message system where tickets may be purchased with mobile phones.[30] From about 2019, a phone app has become the leading mode of ticket purchase.

In December 2025, a new tramway route to Lindholmen, Hisingen, opened. This extension was the latest of the tram network since 2002. Several tram stops was also taken down so that the new, longer tram carts could operate.

Network overview

Most tram lines pass through Brunnsparken, which is effectively the central hub of public transport in Gothenburg. The exceptions are Lines 8 and 12. The Central Station is also a major stop, especially because it is the nearest stop not only for train passengers but also passengers coming from the neighbouring Nils Ericson Terminal, where coaches, airport buses to Landvetter Airport and regional buses stop. Korsvägen is another major stop, where Line 6 and Line 8 meet lines going into the city centre and out to Mölndal. Most tram lines are on the south side of the river, but Line 2, Line 5, Line 6, Line 10 and Line 12 cross Hisingsbron to the north side.

Line Route Length Stops
Tynnered – Östra Sjukhuset 15.6 km (9.7 mi) 28
Högsbotorp – Biskopsgården (via Nordstan) 13.3 km (8.3 mi) 27
Marklandsgatan – Kålltorp 12.7 km (7.9 mi) 29
Mölndal – Angered 19.3 km (12.0 mi) 21
Östra Sjukhuset – Länsmansgården 13.8 km (8.6 mi) 33
Kortedala – Länsmansgården (via Sahlgrenska) 24.6 km (15.3 mi) 46
Tynnered – Bergsjön 21.1 km (13.1 mi) 35
Frölunda – Angered 21.3 km (13.2 mi) 25
Kungssten – Angered 20.6 km (12.8 mi) 21
Guldheden – Lindholmen 7.2 km (4.5 mi) 13
Saltholmen – Bergsjön 21.8 km (13.5 mi) 35
Lindholmen – Mölndal 10.3 km (6.4 mi) 18

Rolling stock

The types of tramcars currently running in Gothenburg are:

Image Name Notes
M29 It was manufactured by Hägglund & Söner in Örnsköldsvik and delivered between 1969 and 1972. Numbered 801–860. Each tramcar weighs circa 17 tonnes, is 14.16 metres long, and has the capacity of 38 seated and 88 standing. It has a Bo'Bo' wheel arrangement, and normally operates in duo-unit. Currently, 51 vehicles are in use. It will be decommissioned on 1 June 2026.
M31 Being the reconstructed version of the M21, it was rebuilt by Mittenwalder Gerätebau GmbH in Germany. It was delivered between 1998 and 2002. The new model was articulated with low floor intermediate. Numbered 301–380. The tram weighs 34.5 tonnes, is 30.66 metres long, and has the capacity of 77 seating and 111 standing. It has a Bo'+1'1'+Bo' wheel arrangement. Currently, 80 vehicles are in use. It will be decommissioned 15 years after its revision (estimated circa 2038–2042).
M32 It was manufactured by AnsaldoBreda in Italy and delivered between 2004 and 2013. Numbered 401–465. The tram weighs 39.8 tonnes, is 29.55 metres long, and has the capacity of 82 seating and 104 standing. It has a Bo'+0+2'+0+Bo' wheel arrangement. Currently, 62 vehicles are in use. It will be decommissioned 20 years after its delivery (estimated circa 2025–2033).
M33 It was manufactured by Alstom in Germany and delivered between 2020 and 2023. The unidirectional (M33A) and bidirectional (M33B) version is numbered 490–499 and 500–530 respectively. The tram weighs circa 40 tonnes, is circa 33 metres long, and has the capacity of 75 seating and 155 standing. It has a Bo'+2'2'+Bo' wheel arrangement. Currently, 30 unidirectional and 10 bidirectional vehicles are in use. It will be decommissioned 30 years after its delivery (estimated circa 2050s).
M34 Being the longer version of the M33 (M33C), it is manufactured by Alstom in Germany and will be delivered between 2025 and 2027. Numbered 601–660. The tram weighs circa 67 tonnes, is circa 45 metres long, and has the capacity of 303 people. It has a Bo'Bo'+0+2'2'+0+Bo'Bo' wheel arrangement. Currently, 60 vehicles are ordered and 14 are in use.

In 2013 work with deciding new tram stocks began. By April 2016, it was announced that a minimum 40 trams of the new model M33 had been ordered from Bombardier Transportation Sweden AB/Vossloh Kiepe GmbH for delivery by year 2019.[31] In 2022, Västtrafik ordered 40 more trams of the same model, an order that was later expanded to 60, to be designated M34. They were first put in service on 19 January 2025.[32] When all M33 and M34 trams are delivered in 2026, the old M29 trams still in service will be decommissioned.[33][34]

There is a fleet of heritage trams used in the network. One of the oldest trams, M1 15, which was built in 1902, is preserved in operational condition.

Depots

The depots in Gothenburg are:

  • Ringön Depot (RÖX) in the Tingstadsvassen district, opened at the beginning of June 2020, space for approx. 100 trams in full build-out.[35]
  • Majorna Depot (MX) is the oldest depot, opened in 1921, space for approx. 70 trams, all M28 vehicles are stationed here in 2025.[36]
  • Rantorget Depot (RTX), former name Gårda Depot, opened in 1985, there is a car park on the roof of the depot.[37]
  • Slottsskogen Depot (SLX), belonged to Säröbanan, which was shut down in 1965, used as a tram depot from 2012; the open spaces were cleared in 2025, space for 48 15-metre trams or 24 30-metre-long trams.
  • Gårda Depot (GX), built in 1930, eight tracks, length approx. 90 metres, home to the Gothenburg Tram Museum since 2011.

Accidents

  • On the morning of 12 March 1992, a major tram accident occurred at Vasaplatsen, killing 13 people and injuring 46 others.
  • In the evening of 19 June 2025, a tram crashed into a restaurant, injuring several people, including the driver.[38]

See also

References

  1. ↑ Göteborgs Stads Kollektivtrafik AB. Accessed on 10 October 2024.
  2. ↑ Årsrapport Trafiksäkerhet 2022, City of Gothenburg 22 January 2025.
  3. ↑ Krantz, Claes: I krinolinens tidevarv - en kulturkrönika i Göteborgs-perspektiv, N J Gumpetrs Bokhandel, Göteborg 1937, p. 151.
  4. ↑ Göteborgs Handels- och Sjöfartstidning 17 October 1942.
  5. 1 2 Göteborgs Spårvägar 1879-1979: en historik, Göteborgs Spårvägar 1979, p. 1.
  6. 1 2 3 Göteborgs Handels- och Sjöfartstidning 17 October 1942: "Ingen spårvagnsbroms håller i Majornas backar!"
  7. ↑ Kommunalarbetareförebundet, avdelning: 53 Historik över Göteborgs spårvägars trafikpertsonals fackliga organisationers arbete 1885-1945, Anders Johansson. Publications of the Swedish municipal worker union, chapter 53, Gothenburg 1945, p. 9.
  8. ↑ Eulogy to Henry Alexander Milne, Göteborgs-Posten 8 July 1881, p. 1.
  9. ↑ Göteborgs-Posten, 25 September 1879.
  10. ↑ Göteborgs Spårvägar 1879, 24 September 1929, p. 12.
  11. ↑ Wedel, Kristian: Historiska nyheter: Göteborg i nyheternas centrum, Bokförlaget Max Ström, Stockholm 2010. ISBN 978-91-7126-202-8, p. 8.
  12. 1 2 Lignell, Harald (ed.): Göteborgsbilder 1850-1950, Bokförlaget Nordisk Litteratur, Ludw. Simongson Boktryckeri, Gothenburg 1952.
  13. ↑ C G Prytz (1898), p. 213.
  14. ↑ Tidning för Wenersborgs Stad och Län, 29 September 1879, p. 3.
  15. ↑ Forsberg & Polheimer (2002), p. 5.
  16. ↑ Göteborgs Spårvägar (1929), p. 12.
  17. ↑ Sv. kommunalarbetareförbundets avd. 53: Minneskrift 1915-1925, C.R. Carlsson, Gothenburg 1925, p. 5.
  18. ↑ Forsberg, Anders: Hästspårvagnen, Trafik-Nostalgiska Förlaget, Stockholm 2004. ISBN 91-85305-03-0.
  19. ↑ Göteborgs stadsfullmäktige 1863-1962, del III: Stadfsfullmäktige: Stadens Styrelser och Förvaltningar, professor Artur Attman, docent Stig Boberg, docent Arne Wåhlstrand, statistics chief Alvar Westman, Elanders Boktryckeri, Gothenburg 1971, p. 344.
  20. ↑ På spår i 80 år, Industrihistoriska Samlingarna i Göteborg, 24 September to 11 October 1959.
  21. ↑ Statistiks Årsbok för Göteborg, first volume in 1900, Committee for the public transport in Gothenburg 1902, pp. 206, 208.
  22. ↑ Göteborgs Spårvägar 1879 24 September 1929, p. 14.
  23. ↑ Göteborgs Handels- och Sjöfartstidning 23 September 1949: "Turns must be driven at a walking speed - tramway order 1879."
  24. 1 2 Göteborgs Spårvägar 1879-1979: en historik, Göteborgs Spårvägar 1979, p. 2.
  25. ↑ Från Börsen till Park Avenue: Intressanta göteborgsbyggnader uppförda mellan 1850 och 1950, uppställda i kronologisk ordning och avbildade på vykort, Ove Nylén, Haspen Förlag 1988. ISBN 91-970916-3-4, p. 53.
  26. ↑ Ny Tid 29 July 1902, p. 2.
  27. ↑ Göteborgs Handels- och Sjörfartstidning 28 July 1902, p. 3.
  28. ↑ Göteborgs Morgonpost 29 July 1902, p. 2.
  29. ↑ Öhnander, Bengt A.: Göteborg berättar mer, Tre Böcker Förlag, Gothenburg 1990. ISBN 91-7029-059-8, p. 65.
  30. ↑ "Färdbevis och priser". Västtrafik (in Swedish). Archived from the original on 23 March 2012.
  31. ↑ "Avtalet klart för nya spårvagnsleveranser till Göteborg". Göteborgs Spårvägar (in Swedish). 11 October 2016. Retrieved 10 November 2016.
  32. ↑ Råde, Olle (19 January 2025). "Så var premiärturerna för Västtrafiks nya jättespårvagn – och så tycker resenärerna". Göteborgs-Posten (in Swedish).
  33. ↑ "Alstom will deliver 40 new trams to Gothenburg in Sweden". Alstom. Retrieved 23 March 2023.
  34. ↑ "Pressmeddelande". vasttrafik.se (in Swedish). Retrieved 23 March 2023.
  35. ↑ "New Tram Depot at Ringön | Swedish Hydro Solutions". swehydro.com.
  36. ↑ https://www.sparvagssallskapet.se/vagnhallen/hall.php?hall_id=28
  37. ↑ https://www.sparvagssallskapet.se/vagnhallen/hall.php?ling=en&hall_id=27
  38. ↑ Muzaffar, Maroosha. "At least seven injured as tram derails and crashes into pizzeria in Sweden". The Independent. Retrieved 20 June 2025.
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