With the closure of the long-established Ramleh tramway, Alexandria is currently undergoing one of the most radical system transformations in urban rail transport in North Africa. The project exemplifies a global trend: replacing historically evolved tramway systems with higher-capacity light rail infrastructure — and the associated trade-offs.
A historic system with structural deficiencies
Alexandria’s tramway network is among the oldest in the world: opened as early as 1863 and electrified from 1902, the Ramleh line in particular developed into one of the city’s most important east–west corridors. With around 80,000 passengers per day and a route length of approximately 32 km, it was a central component of the urban transport system and linked to Alexandria’s tram.
At the same time, the system suffered from decades of underinvestment. Low average speeds of around 11 km/h, ageing infrastructure and limited reliability significantly constrained its performance. Against the backdrop of increasing congestion and ongoing urbanisation, comprehensive modernisation gradually moved to the forefront of transport policy.
Until its closure, operations on the Ramleh tramway were characterised by a remarkably heterogeneous and ageing fleet. The core of the services was provided by modernised vehicles from Kinki Sharyo, complemented by locally Tatra Yug units. In addition, a number of second-hand high-floor trams originally built by Düwag in the 1960s and acquired from Copenhagen remained in service. This mix of vehicles from different generations and technical standards reflected both the long operational history of the line and the prolonged lack of fleet renewal, resulting in increasing maintenance complexity and declining reliability in the final years of operation.
Complete suspension of operations in 2026
The transition to the new system began in early 2026 with a phased shutdown. Following initial restrictions in February, operations were completely suspended on 1 April 2026. Since then, the existing infrastructure — including tracks, power supply and stops — has been undergoing comprehensive dismantling. The complete interruption of services represents a deliberate break with historical continuity, in contrast to many European modernisation projects, where upgrades are often carried out while operations continue.
Reconstruction as an upgraded light rail system
In place of the conventional tramway, a modern light rail system with significantly altered parameters is being developed. Approximately 13 km of the route will be fundamentally upgraded and partially realigned.
Key elements include:
- Increase in average speed from 11 to around 21 km/h
- Reduced stop density (approximately 500 m spacing)
- Modern signalling and control systems
- Introduction of 30 high-capacity vehicles (Hyundai Rotem)
The project is thus clearly aimed at increasing capacity and efficiency, and conceptually aligns more closely with light rail or metro systems than with traditional tramways.
Infrastructure transformation: from reserved track to viaduct
Particularly significant is the infrastructural paradigm shift: whereas the historic Ramleh tram largely operated on segregated at-grade right-of-way, a substantial proportion of the line will in future be elevated. Estimates suggest that more than half of the route will run on viaducts.
This approach follows international examples of capacity-oriented systems, particularly in parts of Asia, but stands in marked contrast to European strategies, which tend to prioritise integration into the urban fabric.
Decommissioning and dismantling from 2026
Since early 2026, operations on the Ramleh tramway have been gradually wound down: following initial test closures in February, partial suspension began on 11 February, before services were fully discontinued on 1 April 2026.
In the weeks leading up to this, the network saw something of a series of “farewell runs”, before the final trams ceased operation in early April. In parallel with the closure, comprehensive dismantling of the infrastructure began, including tracks, overhead lines and, in some cases, adjacent urban spaces.
Contested assessments
The transformation has met with considerable criticism in Alexandria and is the subject of intense public debate. While the government presents the project as a necessary step towards modernisation to increase capacity and speed, many residents view it as a profound intervention in the city’s historic urban fabric.
A central point of criticism is the planned elevation of the route. More than half of the future line, which will be around 13 km long, is to run on viaducts. Critics fear that the existing tree-lined right-of-way will be replaced by “concrete stilts”, leading to a loss of the city’s characteristic urban landscape.
Furthermore, it is argued that the shift towards a faster system, more strongly segregated from general traffic, may bring operational advantages but could come at the expense of urban integration. Urban planners warn that the new infrastructure is geared more towards throughput and speed, and less towards public realm quality and local accessibility.
Transport impacts have also been viewed critically: even during the construction phase, the suspension of services has exacerbated traffic problems, as replacement services have only been able to compensate for demand to a limited extent. Some observers see this as an indication that, in the short term, the transformation could even lead to increased reliance on private motorised transport.
Finally, the loss of cultural heritage plays a central role in the public debate. For many residents, the tramway is not merely a mode of transport, but an integral part of the city’s identity. Critics therefore speak of a tension between modernisation and “cultural dislocation”.
In the context of developments in Alexandria, it is also worth taking a look at Cairo: there, the historic Heliopolis tramway was completely abandoned and replaced by a metro system. Unlike in Alexandria, where at least parts of the existing alignment are to be reused and converted into an elevated light rail system, the transition in Cairo represented a complete system shift.
In addition, wide urban expressways and elevated road viaducts for car traffic have been constructed along sections of the former tram corridor, further underlining the shift in transport policy priorities. Both examples illustrate a clear trend: historic tramway systems are increasingly being replaced by higher-capacity, segregated modes of transport — often at the expense of their cultural heritage and contribution to the urban landscape.
International context
The transformation in Alexandria is emblematic of a development that can also be observed in other regions: while cities in Europe are modernising and expanding their tramway systems, many cities in emerging economies are shifting towards more strongly segregated, metro-like solutions.
Compared with projects in Casablanca or Rabat, which deliberately prioritise modern tramway systems with a high degree of urban integration, Alexandria is pursuing a different path — towards higher speeds and greater capacity, but with reduced integration into the public realm.
Outlook
Reopening is scheduled for the end of 2027. Whether the new system will meet expectations in terms of performance and attractiveness will depend largely on how successfully operational efficiency can be balanced with urban integration.
A more detailed report about Alexandria’s urban transport and metro projects is available here:
