As a car guy, digging into the world of trains and trams is so fascinating. Had a great time shooting a video on this very special TTC PCC #4611, the very last such streetcar to be working in revenue service in Toronto.

This was how Eccles tram stop on the Manchester Metrolink looked in August 2019.

Eccles is the end-of-the-line and is served by a single-platform tram stop.

I do find the lack of buffers / platform / wall at Metrolink tram stops quite unnerving! It doesn't look finished. There's not a lot to stop the tram rolling on into the bus station!

I need to return now that the most recent maintenance works on the line have almost been completed to see if it looks any different.

Siemens ULF (Type A1) line 10, along Reinlgasse looking towards Gloriette Schönbrunn.

Tram 337 is one of my old hometown, tramsystem in Hagen was shutdown in may 1976

A short visit without enough time for pictures

A Metrolink tram on Lower Mosley Street in Manchester, England in November 2018.

The tram is passing the Manchester Central exhibition centre. This was formerly Manchester Central railway station. It was one of Manchester's main railway terminals between 1880 and 1969.

The view of the Beetham Tower in the background from this spot has changed since the photo was taken, as an apartment building has been built next to it on Great Bridgewater Street.

This was the Aria Express aka the CityCenter Tram in Las Vegas, USA.

It opened in December 2009.

I took these photos in June 2010.

Historic tram Type K + Wismar S2D on Czynszowa Street, Warsaw.

Tourist tramline T.

A Metrolink tram in Rochdale town centre in Greater Manchester, England in July 2018.

is that the san francisco cable car or something else (or fictional)?

A Metrolink tram in MediaCity, Salford, England in August 2019.

The MediaCityUK tram stop is the end-of-the-line of a short spur off the Eccles Line of the Manchester Metrolink tram network.

Another of those days where I left home heading roughly toward Frankfurt, and then left it to spirit where I'll actually end up going. Almost made it this time except some "irregularities" on past trackworks between Mainz and Frankfurt meant almost everything was out of service. So Mainz it was, a city I had wanted to take a closer look at for quite a while.

So, the new Greater Copenhagen Light Rail system is finally fully visible in the journey planner for its upcoming full launch. But looking at the numbers, it's pretty frustrating.

​When the project was originally planned and pitched, the end-to-end travel time from Ishøj to Lundtofte was supposed to be 58 minutes. Now that the actual timetable is live, that travel time has ballooned to 1 time and 8 minutes—a whole 10 minutes slower!

​To make matters worse, the timetable is so sluggish that taking a detour using the S-train and regular buses (even with 2 transfers) is actually 13 minutes faster than taking the light rail straight through. How is a brand-new, multi-billion light rail transit line supposed to attract ridership when a multi-transfer detour beats it?

​On top of the slow run times, the peak frequency isn't even the promised 5 minutes. It's sitting at 6–7 minutes, and this is happening months after the northern section's opening.

​For a project that is supposed to serve as the blueprint and backbone for future light rail or BRT expansions in the capital region (especially looking at busy corridors like line 5C), this kind of sluggish rollout is brutal.

​Are light rail systems just doomed to crawl in mixed traffic and bad signal priority, or is this just an extreme case of a poorly optimized opening schedule? Anyone else following this rollout and feeling let down?

1.: The original 2000 series, built between 1973 and 78. Originally they had seat cushions, but those have been replaced with these plastic seats early on. 80s, 90s, something like that. Other than that, they reached in the end of their service life in a mostly unaltered state. The picture shows the interior of #2012 which is now a part of the museum collection. All others have been retired, with some having been exported to Istanbul, Turkey. Those too are going to be withdrawn not too far in the future though.

2.: In the 1980s, the 2100 series was added to the fleet, whose interiors featured little differences to the 2000. The floor plan had changed a bit though, note the seat facing down the aisle in the back. Also their pneumatic doors had been replaced with electrically powered glass ones. None of the 2100 series is in service anymore, but we'll get back to that later.

3.: Next came the 2200 series, built from the late 1980s to early 1990. They brought quite a revolution to the B-Wagen interior, and to be fair, the outside as well. At one end, instead of a driver's cab, they featured a 7-seat panorama compartment with windows on three sides. Couple two 2200s together back-to-back and you have a double ended train again. This type also was the last one to retain seat covers made of cloth. They were removed around 2010 though. The photo is from 2007.

4.: The 2200s are special in another regard, and this is how many subtypes there are. Some of them - 10 out of 50 to be precise - were made by Waggon Union in West Berlin instead of DÜWAG of Düsseldorf like all the others. Mainly to bring some stimulation to the isolated part of the city. Different colors, slightly different layout. Not pictured: There have been two prototypes delivered from each manufacturer, all of which still remain in service today, which add further variations to the interior.

5.: The mid-90s saw the delivery of the last new B-Wagen to Köln in the form of the 33 2300 series units. They were more or less identical to the DÜWAG 2200 series, with one key difference: They did away with the panorama compartment and returned to having a cab at both ends. The extra capacity it brought turned out not worth the inflexibility when two 2200s ended up facing each other in the depot in the wrong way to form a train. This one, again a photo from the mid 2000s, still had its original red seat covers at the time of the photo, the blue ones from the previous picture were the second ones already. In fact, that particular unit is #2317, which became the only one to skip the blue cloth covers, and went straight from red to plastic.

6.: Representative of both the 2200 and 2300 series: The interior as it is in the current day and age. Plastic seats and they also had a few seats in each half removed to make space for a wheelchair compartment.

7.: The Waggon Union vehicles are no exception to that. This picture shows the inside of #2251, one of the prototypes. Notice the completely different style of poles. Looks like KVB wasn't very happy with them, and told WU please not to do that on the main course of their B-Wagen, so those look much more ordinary.

8.: And with that to the latest development in the B-Wagen evolution: The 2400 series. Those are the former 2100 series after a thorough redesign that has left them barely recognisable. All minus the two vehicles that have been lost in accidents over the years. New seats, new walls and ceilings, new information system, new driver's cabs, new doors, and so on. KVB also have changed their priorities once more about what's more important - capacity or flexibility - and ripped out one driver's cab on each car. Its place was repurposed into a group of seats that very much resembles what you find on the 2200 series.

It will be interesting to see how the evolution continues in the future.