Then and Now Hong Kong - Hong Kong Tramways est. 1904
The iconic Street Trams on the Streets of HK for 121 years!
Me Jamie, your host, I am English and I have lived in Hong Kong for 53 years - I know the place.
I have personally completed 2,340+ Private Tours and Experiences (over 6,500+ guests) since April 2011 and I am considered one of the finest Private Tour Guides in Asia.
A blog post with a difference
Please do visit Hong Kong in 2025 | Travel, Tourism, Tours, Tips, Daily Life and my personal thoughts on Hong Kong.
Hong Kong | Pearl of the Orient
Customised Private Tours & Experiences in Amazing Hong Kong
Pearl of the Orient
Private Tours Cultural Tours Walking Tours Sightseeing Tours City Tours Night Tours Transit Tours Shore Excursions
Carefully Crafted Personalised and Customised Itineraries by Jamie | Hong Kong’s Most Experienced Private Tour Guide For :
Solo Travellers Friends Families Seniors Couples Business People
J3 Group Hong Kong | J3 Consultants Hong Kong | J3 Private Tours Hong Kong
Creating Memories That Will Last A Lifetime
Book Now
Then and Now Hong Kong - Hong Kong Tramways est. 1904
The iconic Street Trams on the Streets of HK for 121 years!
click on the image to enlarge
Yes, it would be fair to say that I know a bit about the Street Trams in Hong Kong, I have been on them many thousands of times since 1972, I am often amazed at how this archaic mode of transport has survived for so long here, whatever the reason I am glad that it has
I have lived in Hong Kong for 53 years and on January 3rd 1972 I got to ride on a street tram which is only on Hong Kong Island, we walked from the Merlin Hotel in TST Kowloon to the Star Ferry, crossed Victoria Harbour and we walked to Statue Square where I fell in love with these very large metal beasts trundling along Des Vouex Road in Central, packed to the rafters and nothing has changed, I still love the darn things and yes, they are still incredibly cheap.
click on the image to enlarge
The design of the Hong Kong Street Tram has not changed much over the decades but I love to see the advertising on the Trams, one of the best decisions they ever made, the revenue from advertising helps fund the operation, this is one of my favourite schemes
History of Hong Kong Tramways (1904 – 2025)
Early Beginnings and Proposal (1881 – 1904)
The idea of a tramway system in Hong Kong was first proposed in 1881 by Hon. F. Bulkeley Johnson, with support from Ng Choy, through the Tramways Bill 1881. The bill aimed to construct a tramway along the northern shore of Hong Kong Island and to the Peak, using animal, steam, or mechanical power for passenger and light cargo transport. Although the bill outlined six proposed lines, only one (the Peak Tram) was initially built as a funicular railway in 1888. The rationale was to provide an efficient, modern transport system to support Hong Kong’s growing population, which reached 173,475 by 1883, and to facilitate urban development.
However, lack of investment delayed the tramway project until the early 20th century. In August 1901, the Second Tramway Bill was passed as the 1902 Tramway Ordinance, authorizing the Hong Kong Tramway Electric Company Limited to construct and operate an electric tram system. Construction of a single-track system began in 1903, stretching from Kennedy Town to Causeway Bay, with plans for further extensions.
Inauguration and Early Operations (1904 – 1920s)
Hong Kong Tramways (HKT) commenced operations on July 30, 1904, with the first tram, painted yellow and chocolate, driven by Mrs. Jones, wife of the Director of Public Works, from the Russell Street depot in Causeway Bay to Admiralty. The initial fleet consisted of 26 single-deck tramcars, assembled in Hong Kong after being shipped from the UK, with 10 designated for first-class passengers (32 seats) and 16 for third-class (48 seats).
The main route ran along the northern waterfront from Kennedy Town to Causeway Bay, later extended to Shau Kei Wan, with a branch to Happy Valley. The tram system was electric from the start, a pioneering feature, avoiding horse or steam power. By 1912, due to increasing demand, HKT introduced open-top double-decker trams, followed by canvas-roofed versions in 1913 and fully enclosed double-deckers by 1925. These upgrades increased capacity and passenger comfort, solidifying the tram’s role as a key public transport mode.
click on the image to enlarge
Back in the 1940s, HK Tramways began painting trams with surplus dark green paint, later recognized as “HK Tram Green” by the Pantone Color Institute in 2021. - this is a modern day street tram with a 1940’s era paint job - pretty industrial bu very iconic!
Interesting Fact about the Street Trams
The exact weight of Hong Kong Tramways street trams isn't explicitly stated in the provided sources or readily available data. However, based on information about the tram system's characteristics, we can infer some details. Hong Kong Tramways operates a fleet of 165 double-decker trams, which are narrow-gauge (1,067 mm) and electrically powered. Modern trams, particularly the fourth-generation trams refurbished between 1986 and 1992, use lightweight materials like aluminum for their body structure to improve durability and passenger space.
A typical double-decker tram, similar to those used in Hong Kong, weighs approximately 20 to 30 metric tons when empty, depending on the design and materials. The Hong Kong trams, with their aluminum bodies and compact design, likely fall toward the lower end of this range, around 20–25 metric tons unloaded. Fully loaded with passengers (nominal capacity of 115 passengers for most trams), the weight could increase by 8–10 metric tons, assuming an average passenger weight of about 70–80 kg.
Tram Safety Issues and Traffic Accidents
This data means you have to be very careful crossing the road the entire length of the track - the Trams move very slowly most of the time and people crossing the road in front of the tram is a real issue and people getting hit by trams happens, for as long as I can remember the driver constantly rings a very loud bell (loud enough to be heard on busy streets) and naturally it goes “ding ding” which in true Hong Kong fashion has become a legend and it is why they are called Ding Ding Trams, a term I refuse to use simply because in Hong Kong we are not living in a cute cartoon reality, these trams are very real and very heavy and people do not treat them seriously but if you get hit by one you are going to get squished, a 20 - 30 tonne tram travelling at 25mph is going to cause a lot of damage and I have had a few close encounters over the years because I was not paying attention and was taking on the lights and jaywalking.
Data on Hong Kong Tramways accidents involving pedestrians is limited, as specific statistics on tram-pedestrian collisions, particularly those involving warning bells, are not comprehensively detailed in public records. However, I can provide insights based on available information and general trends.
Frequency of Tram-Pedestrian Accidents
Hong Kong Tramways, known for its double-decker "Ding Ding" trams, operates on busy urban streets, sharing space with pedestrians, vehicles, and other obstacles. Despite the use of warning bells to alert pedestrians, accidents do occur, though they are relatively rare compared to other forms of transport. According to the Hong Kong Census and Statistics Department, as of 2002, fewer than 10 traffic accidents involving trams occurred annually on average. More recent data from the Hong Kong Police Force and Transport Department does not provide specific breakdowns for tram-related pedestrian incidents, but general traffic accident statistics suggest trams are among the least likely vehicles to be involved in accidents compared to cars, taxis, and buses.
The slow speed of trams (maximum 40 km/h or 25 mph) and the use of warning bells contribute to their relative safety. However, accidents can still happen, often due to pedestrians crossing tracks unsafely, especially at red signals or undesignated spots. A 2013 study in Poland noted that trams approaching stops can encourage risky pedestrian crossings, which may apply to Hong Kong’s busy streets.
Notable Incidents and Fatalities
A significant case occurred in August 2024 in Kennedy Town, where a three-year-old girl was fatally struck by a tram and trapped underneath it. Her grandfather, sister, and a domestic helper were also injured. The family was reportedly crossing against a red signal. The tram driver, aged 48, was arrested for dangerous driving causing death. Experts noted that trams, weighing up to 28 tonnes, require longer stopping distances than cars, posing risks if pedestrians underestimate their momentum. This incident highlights that while warning bells are used, they may not always prevent accidents if pedestrians disregard traffic rules.
Historical data from the Transport Department and Hong Kong Police Force does not single out tram-related pedestrian fatalities consistently, but broader statistics indicate that pedestrian fatalities are often linked to non-compliance with traffic signals. In 2020, a police study found that 34 of 113 road fatalities involved elderly pedestrians, with nearly 80% occurring due to crossing against lights or at undesignated spots. While not all these cases involve trams, the pattern suggests pedestrian behavior is a key factor in tram-related incidents.
Are These Incidents Regular?
Tram-pedestrian collisions are not a frequent occurrence, given the low annual accident rate for trams compared to other vehicles. The dense urban environment and high pedestrian traffic increase the potential for incidents, but the tram system’s slow speed, frequent stops (every 250 meters), and warning bells mitigate risks. Most accidents appear to involve pedestrian error, such as jaywalking or ignoring signals, rather than a failure of the warning system itself.
Data Gaps and Limitations
Specific numbers on tram-pedestrian accidents post-2002 are not readily available in the provided sources or public records. The Transport Department’s 2023 accident statistics report 17,196 traffic accidents with 96 fatalities, but tram-specific data is not isolated. Similarly, while pedestrian casualties ranged from 2,300 to 2,800 annually between 2020 and 2023, tram involvement is not detailed. For precise statistics, one would need to consult Hong Kong Tramways or the Transport Department directly, as they may have internal records not publicly released.
Conclusion
Tram-pedestrian accidents in Hong Kong are relatively uncommon, with fewer than 10 incidents per year on average as of earlier records, and fatalities are rare but tragic when they occur, as seen in the 2024 Kennedy Town case. Warning bells help, but pedestrian non-compliance with traffic rules remains a significant factor. For the most current and detailed statistics, I recommend checking with the Hong Kong Transport Department (www.td.gov.hk) or Hong Kong Police Force (www.police.gov.hk)
Growth and Modernization (1920s–1960s)
In 1922, the Hong Kong Tramway Company Limited (HKT) was restructured to take over operations, securing a 50-year mandate until 1952. By 1932, the original depot was overcrowded, leading to the acquisition of the North Point Depot at King’s Road for parking (30 cars). During World War II, the Japanese occupation saw trams used to transport soldiers and goods. Post-war, in the 1940s, HKT began painting trams with surplus dark green paint, later recognized as “HK Tram Green” by the Pantone Color Institute in 2021. The 1950s saw the replacement of single-deck trams with double-deckers to accommodate population growth. In 1964, HKT tested a trailer prototype built by Taikoo Dockyard, adding 10 trailers from the UK in 1965 and another 10 in 1967, totaling 22. These trailers, serving as first-class compartments, were withdrawn in 1982 due to excessive noise. The North Point Depot closed in 1951, replaced by a comprehensive depot at Russell Street, Causeway Bay.
click on the image to enlarge
This is the interior of the Tram in modern day Hong Kong and because it is so cheap it can get very crowded, you get on at the back and off at the front and when crowded it can be very challenging getting off I can tell you! it is all part of the Hong Kong experience
Ownership Changes and Infrastructure Upgrades (1970s–2000s)
In 1974, HKT became part of the Hong Kong and Kowloon Wharf and Godown Company Limited (later Wharf Transport Investments Ltd.). By the 1980s, the tram fleet numbered around 163, all double-deckers, making it the world’s largest operational double-decker tram fleet. Trailers were phased out in 1982, and route maps were introduced at tram stops in 1983. Tram refurbishments began in 1986, with the first tour tram (No. 28) launched, followed by No. 128 in 1987. The Sharp Street Depot closed in 1989, with operations relocated to Whitty Street and Sai Wan Ho depots.
In 1990, HKT trialed overnight services, and in 1991, a new tram (No. 120) replaced a 1949 prototype. Points automation replaced manual cabins in 1992, and pantograph testing began in 1994. Double platforms were introduced at Happy Valley in 1995. In 1998, a proposed fleet replacement with modern light rail vehicles was considered but rejected to preserve the tram’s heritage. Daily ridership during this period peaked at around 240,000 passengers, with the system covering 13 km of double-track from Kennedy Town to Shau Kei Wan and a 3 km single-track loop around Happy Valley.
click on the image to enlarge
Insider tip - The Tour Tram or Party Tram, it is not for me, the best thing you can do is take a regular tram which come along very frequently and you do the longest route from West to East on Hong Kong Island - see below for details, you have to experience the Tram like how Hong Kong Residents use it (public transport), much more authentic and enjoyable
Experiencing the Hong Kong Trams
The best way to experience the Tram is not on the sterile Tour Tram | Party Tram but actually getting on a normal tram packed with Hong Kong Residents
The longest Hong Kong Tramways route from west to east on Hong Kong Island is from Kennedy Town to Shau Kei Wan.
Length: The route spans approximately 13 kilometers, which is about 8 miles.
Cost: The fare is HK$3.3 for adults, HK$1.6 for children aged 3 to 11, and HK$1.5 for seniors aged 65 and above, as of May 12, 2025. Payment is made when exiting, using an Octopus card, mobile payment apps, or exact change in cash (no change provided).
Duration: The journey takes about 1.5 to 2 hours, depending on traffic conditions.
This route covers the northern coastline of Hong Kong Island, passing through key districts like Sheung Wan, Central, Admiralty, Wan Chai, and Causeway Bay, with around 120 stops. Trams run every 1.5 to 4 minutes, depending on the time of day and traffic. For a scenic experience, sitting on the upper deck is recommended for better views of the city
I have done this quite a few times and I always sit on the top deck at the front, it is spectacular
Hong Kong Tramways Payment Options in 2025
Payment Options
Hong Kong Tramways offers several payment options for tram fares as of July 20, 2025:
Octopus Card: A reusable contactless smart card widely used for public transport and retail transactions in Hong Kong. It's the most seamless option for tram payments and offers interchange discounts with designated cross-harbour bus routes.
Contactless Credit/Debit Cards: Passengers can use contactless Visa, Mastercard, and UnionPay cards (credit or debit, except UnionPay debit cards). A promotional fare discount applies when using a Visa card, reducing the fare from HK$3.3 to HK$2. Note that each person must use a separate card, as one card cannot cover multiple passengers.
Mobile Payment Options: Supported methods include AlipayHK "EasyGo," Alipay "Transit QR Code," Apple Pay, Google Pay, Samsung Pay, Huawei Pay, BOC Pay, and UnionPay mobile payments. WeChat Pay is planned for future implementation.
A successful transaction is indicated by a beep and a "Welcome Aboard" display.Cash: Cash payments are accepted, but exact change is required as no change is provided. Passengers deposit cash directly into the coin box when disembarking from the front exit.
These options ensure flexibility for both locals and tourists, with electronic payments being the most convenient for cashless travel.
As usual I have digressed, back to business so to speak
Modern Era and RATP Dev Ownership (2000s–2025)
In April 2009, RATP Dev Transdev Asia (RDTA), a joint venture between French transport operators RATP Dev and Transdev, acquired 50% of HKT, gaining full ownership by April 2010. Since October 2020, RATP Dev, a subsidiary of RATP (Paris’s public transport operator), has wholly owned HKT. This ownership shift enabled modernization while preserving heritage. In 2014, HKT celebrated 110 years, but ridership dropped 10% to 180,000 daily passengers in 2015 due to competition from the MTR’s West Island Line. In 2016, HKT introduced real-time arrival data to Citymapper, launched a sightseeing tram, and debuted an air-conditioned tram.
A 2017 rebranding introduced a new logo, livery, and the “Catch a ride, Catch a smile” campaign. In 2019, HKT marked experimenting with innovative technologies like AR, VR, and AI to enhance tram operations. By 2025, the fleet comprised 165 tramcars, including two antique trams, one sightseeing tram, and one air-conditioned tram, carrying around 200,000 passengers daily. Fares as of May 12, 2025, are HK$3.3 for adults, HK$1.6 for children, and HK$1.5 for seniors, with monthly tickets at HK$260. The tram system remains the cheapest and greenest public transport mode, with zero roadside emissions, using energy-efficient LED lights and aluminum bodies.
Key Data (2025)
Ownership: Wholly owned by RATP Dev since October 2020.
Number of Trams: 165, including 2 antique trams, 1 sightseeing tram, 1 air-conditioned tram, and 1 maintenance tram.
Daily Ridership: Approximately 200,000 passengers (down from 240,000 pre-2015 due to MTR competition).
Track Length: 13 km of double-track (Kennedy Town to Shau Kei Wan) and 3 km of single-track (Happy Valley loop), totaling 16 km.
Routes: Seven routes along Hong Kong Island’s northern shore and Happy Valley.
Fares: HK$3.3 (adults), HK$1.6 (children), HK$1.5 (seniors), HK$1.5 (JoyYou cardholders); monthly tickets at HK$260.
Maximum Speed: 40 km/h (25 mph), with some trams capable of 50–60 km/h.
Capacity: 115 passengers per tram, with 1,700–1,900 daily services.
Significant Accidents
Tram accidents are rare, with fewer than 10 per year on average as of 2002, per the Hong Kong Census and Statistics Department. A notable incident occurred on April 6, 2017, when a tram tipped over in Central, injuring 14 people. The cause was attributed to excessive speed during a turn, leading to the driver’s arrest for allegedly causing grievous bodily harm due to dangerous driving. HKT subsequently suspended a speed monitoring program meant to prevent slow driving, highlighting safety concerns. Another incident in 1996 involved a tram fire, prompting the installation of “dead man’s handles” to engage brakes if a driver leaves the controls.
Importance to Hong Kong
Hong Kong Tramways, affectionately called “Ding Ding” for the double-bell sound, is a cultural icon and a vital public transport mode. Its importance stems from:
Affordability: With flat fares (HK$3.3 for adults in 2025), trams are the cheapest transport option, accessible to all, especially low-income residents.
Environmental Impact: As the greenest public transport mode, trams emit zero roadside emissions, using energy-efficient technologies like LED lights and aluminum bodies, reducing noise and carbon footprint.
Heritage: Operating since 1904, trams are a historical symbol, recognized by National Geographic as a legendary tramway. The iconic “HK Tram Green” and double-decker design are synonymous with Hong Kong’s identity.
Tourist Appeal: The TramOramic Tour and open-top antique trams attract tourists, offering a nostalgic journey through vibrant neighborhoods.
Community Role: Trams foster a sense of community, with campaigns like “Catch a ride, Catch a smile” and events like the 2019 115th-anniversary celebrations.
Competition and Future Prospects
HKT faces competition from buses, the MTR, and other public transport modes like ferries and taxis. The MTR, with its 245.3 km network and 5.5 million daily trips, is Hong Kong’s dominant transport mode, offering speed and coverage. Buses provide flexibility but contribute to road congestion. Trams, while slower (40 km/h), remain competitive due to their low cost, eco-friendliness, and cultural significance. The 2015 MTR West Island Line opening reduced tram ridership by 10%, but innovations like air-conditioned trams, real-time data, and the 2023 Building Our Future Grand Challenge (encouraging STEAM solutions like AI and VR) show HKT’s adaptability.
Proposals for driverless trams, like Andrea Ponti’s 2020 prototype, suggest automation potential, though preserving heritage remains a priority. Future expansions, such as low-floor trams or extended routes, could enhance accessibility, but rejected proposals (e.g., Tuen Mun in the 1980s) indicate challenges in expanding beyond Hong Kong Island. HKT’s focus on sustainability and heritage will likely ensure its relevance, balancing modernization with tradition.
Other Double-Decker Tram Systems around the world
Hong Kong Tramways is the only system globally operating exclusively with double-decker trams. Two other systems use double-deckers but not exclusively:
Blackpool Tramway (UK): Operates a mix of single- and double-decker trams along a 17 km route, primarily for tourists and locals in Blackpool, England.
Alexandria Tramway (Egypt): Uses double-decker trams on some routes within its 32 km network, one of the oldest tram systems in Africa.
Historical proposal to build a tramway system along Nathan Road in Kowloon, Hong Kong, known as the Kowloon Tramways Project
there was a historical proposal to build a tramway system along Nathan Road in Kowloon, Hong Kong, known as the Kowloon Tramways Project. However, the project never came to fruition.
Historical Context and Proposal
Early Proposal (1900s): In the early 20th century, specifically during the 1910s, the Hong Kong Tramways (HKT) proposed the Kowloon Tramways Project, which included plans to extend tram services to Kowloon, with Nathan Road as a potential route due to its status as the main thoroughfare in Kowloon. The idea was to establish a tram system similar to the one operating on Hong Kong Island since 1904, which featured double-decker trams running along the northern coast.
Rationale: Nathan Road, stretching approximately 3.6 km from Tsim Sha Tsui to Sham Shui Po, was Kowloon’s primary commercial and transport corridor, making it a logical choice for a tramway to serve the growing population and commercial activity. The proposal aimed to enhance public transportation in Kowloon, connecting key districts like Tsim Sha Tsui, Jordan, Yau Ma Tei, and Mong Kok.
Connection to China: Some early proposals even envisioned extending tram lines beyond Kowloon to connect with mainland China, indicating ambitious plans for regional integration.
Alternative Transport Development:
By the 1920s, bus services began operating in Kowloon, further diminishing the need for a tram system. For example, in 1928, HKT itself commenced bus operations in Kowloon, which likely served as a more flexible and less infrastructure-intensive alternative to trams.
Later Proposals and Developments
1970s Tuen Mun Proposal:
While not directly related to Nathan Road, it’s worth noting that in the 1970s, during the development of Tuen Mun New Town, the Hong Kong government reserved space for a rail-based transport system. HKT was invited to construct and operate a tram system in this area, with plans to use double-decker trams similar to those on Hong Kong Island. However, HKT withdrew from the project, and the government instead tasked the Kowloon-Canton Railway Corporation with building a light rail system, which opened in 1988 as the Light Rail Transit (LRT). This indicates that tramway proposals for Kowloon persisted in some form but shifted to other areas and formats.
2010s Kai Tak Proposal: In 2010, HKT revisited the idea of a modern tramway system in Kowloon, proposing a 12 km tram network in the Kai Tak Development area (the site of the former Kai Tak Airport) as a cheaper alternative to a government-proposed monorail. While this project did not focus on Nathan Road, it suggested possible extensions to nearby areas like To Kwa Wan, Kowloon City, and Kwun Tong. The trams could have been designed to resemble Hong Kong Island’s trams or have a new design, but this proposal also did not proceed, as the government favored other transport solutions.
Reasons for Non-Implementation
Competition from Kowloon-Canton Railway (KCR):
The completion of the Kowloon-Canton Railway in 1910 was a significant factor in the government’s decision to veto the Kowloon Tramways Project. The KCR provided a faster and more extensive rail connection between Kowloon and the New Territories, reducing the perceived need for a tram system in Kowloon. The railway’s efficiency and capacity likely overshadowed the tram proposal, as it offered a more robust solution for regional transport.
Government Veto:
The Hong Kong government, prioritizing the KCR, declined to approve the tramway project for Kowloon. This decision effectively halted plans to lay tracks along Nathan Road or other parts of Kowloon during this period
Interesting Stories
HK Tram Green: In the 1940s, HKT used surplus wartime green paint, creating an iconic color officially named by Pantone in 2021.
Ding Ding Cat: In 2020, HKT introduced Ding Ding Cat as a tram ambassador, enhancing its public image.
TramOramic Tour: Launched in 2016, this 1920s-style open-top tram offers tourists a historical journey with audio guides, boosting cultural tourism.
Guinness World Record: In 2021, HKT earned the record for the “largest double-decker tram fleet in service” with 165 trams.
Export to UK: In 1992, HKT exported two double-decker trams to the Wirral Tramway in Birkenhead, England, showcasing its engineering prowess.
Conclusion
Hong Kong Tramways, from its 1881 proposal to its 2025 operations, remains a cornerstone of Hong Kong’s identity. Its evolution from single-deck to the world’s largest double-decker fleet, coupled with its affordability and eco-friendliness, ensures its enduring appeal. Despite competition, HKT’s blend of heritage preservation and modern innovation positions it for a sustainable future, maintaining its status as a beloved “Ding Ding” for locals and tourists alike
My insider tip
Please note that in general if you book a tour on Viator or Tripadvisor you generally have NO control over what guide will lead your Private Tour of Hong Kong and this is the most important component of the tour. I urge you to check the actual company website and book via their website and do not forget to read Tripadvisor reviews as well.
© Jamie Lloyd | J3 Consultants Hong Kong | J3 Private Tours Hong Kong |
| 2010 - 2025 All rights reserved. |
Click on any image to enlarge to full screen
Current images from my Instagram feed
