The Belgrade tram system is a 1000 mm gauge network that in 2021 had 12 routes running on of (at least mostly) double track in the city of Belgrade, Serbia. It is operated with 231 trams, including ÃÂKD Tatra KT4, CAF Urbos, and Duewag Be 4/6 trams. The first tram line was introduced on 14 October 1892. In the late 2000s, complete reconstruction of the system commenced.
As of February 2026, there are thirteen regular tram lines; however, due to prolonged works on multiple corridors, only four are currently operating normally, while the others are replaced by combinations of tram and bus services. Out of these, seven serve the larger part of the city on the right bank of Sava, while another three reach New Belgrade on the left bank. All trams run during the daytime: the once-existing night lines have been abolished.
Inactive lines Inactive temporary lines Temporary lines Temporary bus replacements
These lines ran on the current tram network, all these services were discontinued in the early 1990s.
Another line was discontinued in 2012 after re-routing of the line 12 in Resavska street and extension of the line 3 to Omladinski Stadion through Slavija Square:
Another 2 lines were discontinued in 2006 after moving on night buses:
Overall, Belgrade had 12 tram lines by the end of 1938, with 11 criss-crossing the city and the twelfth one reaching towards Zemun.
Barring repairs, trams run between ten GSP-designated termini: Pristanià ¡te, Vukov spomenik, Omladinski stadion, ÃÂneà ¾evac, Kalemegdan, UstaniÃÂka, Taà ¡majdan, Blok 45, Banjica and Banovo brdo. Most lines connect two outer termini via several major interchange stops: for example, Line 10 runs from Kalemegdan to Banjica via Slavija, where it links to multiple other lines. Lines 2 & 6, however, are exceptions to the rule. The former runs in a circle around the downtown, with its two termini - Pristanià ¡te and Vukov spomenik - used for convenience, while the latter only reaches the terminus in Taà ¡majdan. Additionally, Line 13 is the only one not to connect to any of the downtown stops; reaching between Banovo brdo and Blok 45, it runs on the Ada Bridge.
With the exception of Vukov spomenik, the termini extend into non-revenue turning loops serving as the end of physical track segments. Most lines share tracks extensively; that way, a single line represents a service pattern that can be introduced, diverted or canceled without changes to physical infrastructure. For example, Lines 12 & 13 serve Banovo brdo, while Lines 8, 9, 10 and 14 serve Banjica. The temporarily-discontinued Line 3 is the only one to solely serve its terminus in Kneà ¾evac.
Almost the entire system follows at-grade tracks; the only elevated sections are around the Ada Bridge interchange. Two primary traffic patterns exist: median-running and side-running. In the former case, trams run in the centre of the street; for example, such an approach is used on the Savska Street. This way, trams run on their own right-of-way and have separate stops. In contrast, the side-running trams share their stops with buses and trolleys; for example, they run this way on the Ruzveltova Street.
In addition to connections to street-running transit, trams also connect to the city's railway system, with transfers to Vukov spomenik, KaraÃÂorÃÂe's Park and New Belgrade; in the latter case, they also connect to the new Belgrade Bus Station. Prior to the reconstruction, several tram lines also used to connect to the former Belgrade Main railway station; additionally, Line 3 reached Rakovica and ÃÂneà ¾evac stations in the south, while Line 3L briefly connected to the TopÃÂider station. As of early 2026, tracks for both remain under reconstruction; as for the TopÃÂider station, it was closed down in 2021.
Belgrade administration signed a contract with Periklos Tziklos from Milan, Italy, in 1891, regarding construction of long tram grid ("city railway"). Tziklos headed the Serbian-French Society and was concurrently awarded with the concession on introduction of the electricity in Belgrade.
On 14 October 1892, the first tram line in Belgrade was opened. It went from Kalemegdan to Slavija and was horse-powered. A large festivity was organized in the city for this occasion and two cars were placed in front of the municipal building (Belgrade was organized as a municipality at the time). First passengers were municipal president (mayor) Milovan MarinkoviÃÂ and members of the municipal administration (deputies, clerks, etc.). The tram started its inaugural ride at 11:00 AM, in the direction of the central Terazije square, where several thousand of citizens gathered to greet "city train", and where the Metropolitan of Belgrade, Mihailo JovanoviÃÂ, blessed the first tram.
The line had a total of 8 cars, operated by two horses each. The interval between the cars was 10âÂÂ12 minutes and the total duration of the line was 18 minutes. Each car had 6 horses assigned to it, which changed shifts at every 2 hours. There were no designated stops except at the terminuses. The passengers were simply stopping the trams wherever they needed to get on or off. Each car had room for 16 sitting and 16 standing passengers. Second line was Slavija-Belgrade Central railway station-Sava Port, and the third was Terazije-Belgrade New Cemetery.
First chief of the tram transportation in Belgrade was Czech émigré VinÃÂenc Blaà ¾ek, while the treasurer was Jean Salot from France. The horses were stationed in the tram depot, built along the Tsarigrad Road, modern Depo in Bulevar Kralja Aleksandra. The complex was called "tram stables". Despite the introduction of the electricity powered trams two years later, the horses continued to be used until 1904.
The first electric line was introduced on 5 June 1894. The first electric line (fourth in total, with "tracks for technical power") connected Terazije, the very downtown of Belgrade, with TopÃÂider, at the time a suburban forest and an excursion area. By the second half of the 1890s, the city already had of tracks. The route to TopÃÂider went down the steep TopÃÂider Road (modern Kneza Miloà ¡a Street), which caused frequent derails of the trams and subsequent constant complains from the citizens. Then for about 10 years, from the end of 1894, there were no works on modernization and widening of the tram system. It was not until 1903, when the operations related to the construction and exploitation of tram transport and electric lighting were passed, that the electrification of tram lines sped up.
In 1894, the first strike occurred, which halted trams for several days. Employees had only 2 days off in a month and the bosses wanted to abolish that, too. In the end, the company raised wages for 10 dinars per month. Citizens often made official complaints to the city regarding trams. Main complaints were: that trams were getting late already at the start; general unreliability of the organized transportation; deliberate reducing of number of the cars by the Society, below the number of trams stipulated by the contract with the city; frequent stopping of the trams due to the voltage and ensuing fighting with the conductors which were supposed to refund the passengers in these cases but were refusing to do so; inadequacy of the "summer cars" and "winter cars". According to the archived complaints, a major problem was height of the kids. Children lower than a meter (3 feet 3.5 inches) weren't paying the ticket. The conductors had a special stick to measure the children, but the parents often claimed that their children were lower than the stick would show.
During 1904, electric trams replaced horse-drawn trams on the Kalemegdan â Slavija and Kafana à ½agubica â ElektriÃÂna centrala routes and in 1905 the last ones were replaced at Terazije - New Cemetery route. Apart from performing the function of public transport, âÂÂhorse tramsâ were also a focus of great interest in Belgrade at the time and their striking image remained with their contemporaries for a long time. The introduction of the trams in general is today considered as a major step in the modernization of Belgrade, and victory of "Europe over the Orient".
Despite the frequent friction between the city and the Society, the contract was expanded in 1911 to include two more lines: Slavija-ÃÂubura (via Makenzijeva Street) and expansion from the New Cemetery and the Grobljanska Street to Troà ¡arina on Smederevo Road. The Society was obliged to complete works in 8 months, but was late. After continued fights with the city which threatened to activate penalties, the work was finished only in 1913. As the development of the grid became a serious and expensive task, the construction of the tram infrastructure was then assigned to the privately owned company "Belgian Anonymous Society". Twenty years after the introduction of tram transport and 7 years after the electrification of the last line, in 1912 there were 8 tram lines in Belgrade on which a daily average of 24 tram motor cars and 12 trailers operated. The total grid was long. That year 7.5 million passengers were transported.
World War I and occupation of Belgrade left the electric power plant, electric network and, consequently, city tram transport in a very bad state. Soon after the liberation of the city in 1919, the Belgrade Municipality took over the system, as the "Belgian Anonymous Society" wasn't able to repair the grid. Most of what was left from the pre-war period was worn out. It was replaced in stages, by 1932. By this time the crumbling electricity poles which formed the grid were replaced, the tracks were either repaired or replaced from 1920 to 1924, modern trams were purchased and the grid was extended. In 1928, the buses were introduced into the urban transportation system, but the development of the system was slow, especially until 1936, and up to the after World War II, the bus transportation lagged behind the trams.
At the end of 1932, Belgrade had of tracks, of which 2/3 were double-track and 1/3 single-track ones. During 1931 and 1932 the following new lines were opened: Kneà ¾ev spomenik â Dedinje, Slavija â Duà ¡anovac, Terazije â Paà ¡ino Brdo and Smederevski drum â Cvetkova mehana â Prià ¡tinska Street (today Cara Nikolaja II street).
After the opening of the King Alexander Bridge on 16 December 1934, which had two tram lanes, a tram connection between Belgrade and Zemun was established on 5 November 1935. The line had number 14 and connected Hotel Moskva on Terazije to Hotel Central in Zemun.
In 1940, there were ten lines, and there were 154 trams and trailers all together. The system and city sustained heavy damage during World War II. During the course of World War II, 38 trams and 36 trailers were destroyed. A total of of tram tracks were destroyed, so as of tram electric grid and 15 power transformers. After the major destruction during the German bombing of Belgrade on 6 April 1941, the occupational forces restored parts of the grid by the mid-May 1941, and restored 6 lines in the old section of the city. The only one which was not restored was No. 2, as it route, circling around the city core, was the most damaged.
The system was steadily rebuilt after World War II. In 1955 there were eight lines with 162 trams.
After the war, as the King Alexander Bridge was demolished, several trams remained on the Zemun side. The tram line on the left Sava bank was partially re-established, connecting Zemun and Staro Sajmià ¡te, keeping the No. 14.
In 1956, the first tram produced in Serbia entered the traffic. It was made in the Goà ¡a factory in Smederevska Palanka.
The proper work on creating the Belgrade Metro subway system began with the tenure of mayor Branko Peà ¡iÃÂ. For that purpose, the Subway section within the city administration was formed in the early 1970s, headed by Branislav Jovin, BelgradeâÂÂs chief urban planner at the time. The Section produced the most comprehensive of all subway plans in 1976. In December 1981, the plan Metro Belgrade was finished and was presented to the city council in 1982.
City organized a compulsory, self-imposed tax (samodoprinos), imposed on the salaries of all employed Belgraders. Set specifically for the construction of the subway, the fund grew to $200 million. As a comparison, city of Vienna, Austria, built its first metro line in 1967 for $100 million. Suddenly, the idea was then declared "too expensive" and the chief city executive Radoje StefanoviÃÂ suspended the original subway construction plan from 1976 in favor of the expansion of the existing tram system network in 1982 ("With trams into the 21st century" project). According to architect Dragoljub BakiÃÂ, StefanoviÃÂ summoned the engineers who worked on the subway project for 12 years, told them to dig a hole and bury all the metro projects in it.
In 1972, the idea of digging the Savamala-Palilula tunnel was revived. The long tunnel was to connect the Gavrila Principa Street with the brewery Belgrade in Cetinjska. The plan also included tram tracks. It was to go underground at Gavrila Principa, elevate a bit under the 36, 38, 13 and 15 Kraljice Natalije, continue under Terazije, Hotel Moskva, school in DeÃÂanska, 17 and 26 Makedonska, 24 and 25 in Despot Stefan Boulevard, before resurfacing in the brewery's yard. It was to be one-way tunel, with his twin being built later for the opposite way. At Terazije Terrace escalators and regular stairs were planned for commuters so they could use tram lines. Tram routes would extend from the PanÃÂevo Bridge via Vià ¡njiÃÂka and Venizelosova streets, exiting in Savamala and continuing to ÃÂukarica. Due to the various reasons (departure of mayor Branko Peà ¡iÃÂ, financial crisis from the mid-1970s, enormous projected costs of the project), the idea was again abandoned.
In 1984 the tram connected old part of the city with the New Belgrade, across the Sava River, via the Old Sava Bridge. In 1985, the system was extended to 42 km.
In 1990 and 1991, the system reached its peak usage. This was to change, with the breakup of the former Yugoslavia. Sanctions on Serbia resulted in funding being slashed drastically. Investments in the purchase of new vehicles, spare parts and maintenance of infrastructure were minimal. During 1996 and 1997, tracks were reconstructed in Bulevar revolucije (from Cvetkova pijaca to Radio-industrija), as well as in Ruzveltova Street and Jurija Gagarina Street. The country was bombed in 1999, putting additional pressure on the system.
In the 2000s, funding for mass transit increased as the country slowly recovered. A number of cars arrived as a donation from Switzerland and, specifically, the city of Basel. In 2004, some 150 trams were in service. Widespread reconstruction was announced approaching the end of the decade. Between 2005 and 2010 tracks were completely reconstructed and modernised in following streets: TreÃÂi bulevar, Milentija PopoviÃÂa, Savska, Nemanjina, Bulevar kralja Aleksandra (from Vukov spomenik to Cvetkova pijaca), Poà ¾eà ¡ka, Pariska, Bulevar vojvode Mià ¡iÃÂa, Tadeuà ¡a Koà ¡ÃÂuà ¡kog. Also, tracks on Autokomanda are reconstructed as well as Old Sava Bridge (this bridge is used mostly by trams on lines connecting two parts of Belgrade). Vojvode Stepe, in the Voà ¾dovac neighboroughood, was also under reconstruction, including changing tracks and moving them to the street center. The reconstruction was completed in August 2015. During the mayoral tenure of Dragan ÃÂilas, modern Spanish CAF trams were purchased, but they weren't fit for all the tracks.
In July 2015, city administration announced an ambitious plan of the tram grid expansion. The planned phased development includes restoration of the line No. 11, establishment of the line No. 4 from Taà ¡majdan to Banjica, renumeration of all tram lines which would then be numbered in one sequence from 1 to 12, several new lines (Mirijevo-Vidikovac, Beà ¾anijska Kosa-Vidikovac, Kalemegdan-Studentski Grad, Kalemegdan-Republic Square-UstaniÃÂka), shortening of the Circle of the Deuce, revitalization of the stock and introduction of the free internet, air conditioning and commuter counters, etc. The massive changes in public transportation were announced for 1 January 2016.
The reconstruction of track in Bulevar OsloboÃÂenja has started in July 2017 and should be followed with the reconstruction of track on Slavija Square. This long awaited reconstruction shall finally allow the operation of low floor trams on the Slavija-Banjica mainline (southern portion of line 9). The troubled reconstruction was finished by November 2017, at least when it comes to the traffic (Slavija Square 2016-2018 reconstruction).
In December 2018, Ministry of construction, transportation and infrastructure instigated changes in the Law on Communal Activity, which would allow for private companies to operate trams and trolleybuses, as the present law allows them only to operate city transportation's bus lines. Also by December 2018, nothing has been done from the 2015-2016 plans, except for the restoration of the line No. 11. At that point, city administration announced further plans: restoration of the line between downtown Belgrade and Zemun and establishment of the line to Vià ¡njiÃÂko Polje.
City administration also announced major renovation of the existing fleet. In 2015 renovation of the Czech KT4s, nicknamed "kata" in Serbian, was announced. Partner in the reparation projects which included air-conditioning and internet, was to be Slovakian à ½OS Trnava. In 2018, city announced purchase of the new trams produced in Serbia, in Siemens Kragujevac. In 2019 plans on renovation were reintroduced, this time in cooperation with the Czech Tatra company, which produced KT4s. As Tatra recently purchased Serbian factory "14. Oktobar" in Kruà ¡evac, plans were announced for this company to permanently repair and maintain Czech trams. None of these announcements came true. By January 2021, average age of trams in Belgrade public transportation reached 35 years.
In February 2020, the GSP announced new plans regarding the future of the tram grid. It included vast expansion, mostly extensions of the already existing routes: from Block 45 to Blocks 70 & 71 and Ledine (Vinogradska Street), from Banovo Brdo to Vidikovac, from Bogoslovija to Karaburma and Rospi ÃÂuprija (via Marijane Gregoran Street), from Konjarnik to Mali Mokri Lug, from New Belgrade to Toà ¡in Bunar (via both Milutina MilankoviÃÂa Street and Zoran ÃÂinÃÂiàBoulevard), to Beà ¾anijska Kosa (from both Toà ¡in Bunar and Jurija Gagarina Street). It also includes dormant idea of Line No. 1 from Kalemegdan to Slavija Square, with connection from Terazije to Taà ¡majdan. New tram depots are planned in Ada Huja, Vidikovac and Galovica. However, despite the planned expansion, purchase of new trams wasn't planned. City planned to buy 158 various vehicles for public transportation, but only three tram trailer cars, while 10 trams and 4 trailers were planned for decommission. An average age of trams in 2020 was 34 years and the last serious purchase was back in 2010 when CAF trams arrived. The total planned expansion of the grid is , of which is to be built by 2033.
In July 2019 works on the complete refurbishment of the Sava Square and the plateau in front of the Belgrade Main railway station began as part of the Belgrade Waterfront project. The officials claimed the changes in the traffic during the works will be minimal. However, the public transportation grid was changed already at the start of the works, while in January 2020 it was almost completely disrupted. This caused massive traffic jams, so the traffic was partially rerouted to the newly built, partially operational streets within Belgrade Waterfront (Woodrow Wilson Boulevard, Nikolay Kravtsov Street) but the clogging just spread here, too. On 29 February 2020 the square was completely shut down for traffic which led to the unprecedented disturbance in the tram lines grid: out of 11 lines, only one functioned properly (13), one used changed route (11), one was formed as sort of the "Frankenstein" line, serving parts of several other line's routes (12L), while the remaining 8 were completely shut down. This caused widespread traffic jams over the city and crowds of commuters.
In April 2021, Belgrade city delegation visited Moscow's tram factory PC Transport Systems. President of the city assembly, Nikola NikodijeviÃÂ, announced that the tracks-based transport will become the main part of the entire city's public transportation system. He also added that 130 trams (with 154 trolleybuses) will be purchased by the city until 2033.
In April 2024, GSP put out a bid for 25 new trams, each one costing up to 6,5mil â¬. The City hopes that those bids will come in very soon and that the new trams will be running in Belgrade as early as 2025.
When a new bridge across the Sava was planned, it was planned to have both the auto carriageways and tram tracks. The bridge was built from 2008 to 2011 and was open for the car transport on 1 January 2012, but the tram tracks were not placed across it. Only in 2016, city officials announced that the first trams will cross over the bridge in 2017. But a request for tender, concerning the construction of the tram tracks over the bridge, was distributed by the city government only in December 2016, and it failed. It was repeated in December 2017. The project includes of a new, dual gauge tracks, with connections to the existing routes in New Belgrade and Banovo Brdo. If the tender is successful (deadline is January 2018), the trams may become operational in 2019.
From the New Belgrade side, the connection will be at the ÃÂorÃÂa StanojeviÃÂa Street, continuing over the embankment and the northern access road to the center of the bridge. On ÃÂukarica side, it will connect to the existing route at the border of Banovo Brdo and Rakovica. Places for the future additional tram stations, right at the ending points of the bridge, are already allocated. Among the other additional works, the already existing elevated track across the TopÃÂiderka river, will be removed but the pillars will be preserved and used for the new track bridge. Some preparatory works began in March 2018 and later that month city signed a contract with "Energoprojekt holding", which won the bidding. Construction should last for 420 days. Some citizens' associations suggested that the new tram lines from the new bridge should extend to Zemun, reestablishing the tram connection with Belgrade which was severed in 1941. That way, Zemun would be directly connected by tram to New Belgrade and the southern parts of Belgrade across the Sava.
After a month-long testing, the tram traffic across the bridge started on 4 July 2019. Initially, two lines will cross the bridge: No. 11L (Taà ¡majdan-Block 45) and No. 13 (Banovo Brdo-Block 45). In January 2021, city administration announced a study to judge feasibilty to expand the PanÃÂevo Bridge with an additional lane to carry the first tram line across the Danube.
After new city government took over in 2013, they announced the creation of a pedestrian zone in the entire central section of Belgrade. City manager Goran Vesiàannounced that one single tram line, using the original number 1, will replace all four trolleybus lines (19, 21, 22 and 29) and the bus line (31), which traverse through the cityâÂÂs main street Kralja Milana. Regarding reasons, Vesiàstated that the overhead lines look ugly in downtown and that citizen complained about the noise made by the trolleybuses. The immediate reaction of the citizens was mostly negative.
In May 2017, Prime Minister of Serbia Aleksandar VuÃÂiÃÂ, stated that he wants to abolish the trolleybus network completely and replace it with electric buses. As a reason, he said that the trolleybuses are causing problems and that when one stops due to a malfunction, it stops the entire traffic behind it.
In November 2018, VesiÃÂ, now a deputy mayor, confirmed that the tram line No. 1 will be conducted through downtown instead of electric buses. He announced that the laying of tracks will began soon and that the entire work, which would include the narrowing of the central city street, Kralja Milana, will be finished in two years. However, by 2020, the project had not yet started. In February 2020 city announced the reconstruction of the starting section of the proposed line, the Vasina Street, for 2021. The city claimed they contacted Siemens to construct the original streetcars as they were at the 1900s, which Siemens accepted.
In August 2020, city announced the bidding for the project. After further negative reactions, city's Directorate for Land Development claimed that works can't start before 2025 or 2027. President VuÃÂiÃÂ called the entire project unnecessary. Just few days after the announcement, the directorate called the bidding off. Instead, the new, EKO2 line with electric buses was announced, from Belgrade Waterfront to Kalemegdan, which should cover the entire projected route of Line 1.
Tram No. 2 has no termini, instead it circles around the majority of the city's center. As the route has remained unchanged since 1924, the tram, colloquially named Dvojka ('deuce') in Serbian, and its circle (Krug Dvojke) became one of the symbols of Belgrade and, in the local folklore, marks who the "real" (inside the circle) and who the "peripheral" (outside the circle) Belgraders are. Living inside the circle indeed grants the higher prices of the real estates and higher rent.
Following the counting of the commuters in October and November 2014, in July 2015 city government announced that, when it comes to the trams, somehow it turned out that the biggest problem is the southwest section of the route of Dvojka. It was announced that the route will be shortened for one block, the one that reaches the Vukov Spomenik. Instead, it will pass next to the Faculty of Law. Slaven Tica, professor at the Faculty of Transport Engineering, who was involved in the counting and subsequent changes in the lines of public transportation, said that "Dvojka will be improved as it showed signs of certain illnesses in its functioning...the basic problem of Dvojka is the sharp decline in the number of passengers in the zone of Vukov Spomenik". He also added that all tram lines will be changed to some degree. It was also stated that Dvojka slows down the trams No. 3, 6, 7 and 12 and obstructs the Slavija-DorÃÂol connection. City government also reported that the citizens were interviewed and that they voted for the line to be shortened.
The heated public debate, mostly online, lasted for months. As experts from the Faculty of Transport Engineering were involved in the change of the route, popular objections were that with the problems in Belgrade's transportation, which are legion, "experts" have no better things to do but the shorten the oldest line for one block and that they "probably don't have the clue". Those involved into the shortening of the line were labeled as "idle", "those who never commute" and "upstarts and philistines who decided to pose as the planners". Commentators also said that Mayor Sinià ¡a Mali and city manager Goran Vesiàshould be "discgraced and ashamed" for their, ironically labeled "revolutionary move".
After it was announced that citizens allegedly voted for the route to be shortened, debate developed between the Belgraders themselves. The "inners" mostly accused the "peripherals" of being jealous and how nice it is in Belgrade when the holiday season comes and all the "village people" travel to where they came from, while they responded how the "inners" are spoiled and that a bit of walking will do them good. Though being one of the symbols of the city and enjoying the cult status among Belgraders, such a long and heated debate wasn't expected as it extended until 2017.
Further analysis, however, by experts who didn't participate in this project, showed that shortening the line for 7âÂÂ10 minutes won't help the commuters. Those commuting to Vukov Spomenik would have to change trams or buses, while rerouting Dvojka and making it faster will create traffic congestion on the tram lines from the Faculty of Law to the Gazela Bridge. They also disputed the cost benefits, noting that lesser electricity consumption for only several stops would yield minimal cost savings, and calling the entire idea illogical both in terms of traffic and economy. Tica, however, maintains that Dvojka is degraded by the bus lines, that it obstructs the traffic, affects the flow on the crossroads and that making it shorter will save money for GSP.
In the summer of 2017 a reconstruction of the Ruzveltova street began. As it is the street where Dvojka reaches Vukov Spomenik and turns, it is expected that when the reconstruction of that section starts, Dvojka will be temporarily shortened to the proposed route from 2015. Suspicions already appeared that the change will actually be final. Amidst the public debate, the historic route remained intact, and the tram resumed its circle in October 2017, though with some delay because of the prolonged works. However, due to the works in the KaraÃÂorÃÂeva Street in the western section of the route, the line was shortened in November 2018 and temporarily renamed 2L. When the simultaneous reconstruction of the streets in the eastern section began in June 2019, the line, with few others, was shut completely. The works in the east were to be finished in December 2019 and in the west by January 2020, but both have been extended so the line will be closed at least until August 2020. The deadline was then extended to January and 22 February 2021, but the lines were not restored. The line was restored on 8 March 2021, after 633 days, instead of 180 days as originally planned.
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