[2] Studies for the delivery of a modern-day tram system in Croydon began in the 1960s and detailed planning was performed in the 1980s.

The network's lines coincide in central Croydon, with eastern termini at Beckenham Junction, Elmers End and New Addington, and a western terminus at Wimbledon, where there is an interchange for London Underground.

However, in the Spring of 1950, the Highways Committee were presented by the Mayor with the concept of running trams between East Croydon station and the new estate being constructed at New Addington.

[citation needed] These two concepts became joined in joint LRTL/TLRS concept of New Addington to Wimbledon every 15 minutes via East and West Croydon and Mitcham plus New Addington to Tattenham Corner every 15 minutes via East and West Croydon, Sutton and Epsom Downs.

Chris Green, upon becoming managing director, Network South East, published his plans in 1987 expanding the concept to take in the Tattenham Corner and Caterham branches and provide a service from Croydon to Lewisham via Addiscombe and Hayes.

Furthermore, road traffic in Croydon expanded considerably during the 1980s and planners were keen to apply public transit to fulfil the recorded growth in demand in the area.

[4] The project was developed by a small team in LT, headed by Scott McIntosh and in Croydon by Jill Lucas.

[citation needed] The scheme was accepted in principle in February 1990 by Croydon Council who worked with what was then London Regional Transport (LRT) to propose Tramlink to Parliament.

The equity partners in TC were Amey (50%), Royal Bank of Scotland (20%), 3i (20%) and Sir Robert McAlpine with Bombardier Transportation contracted to build and maintain the trams and FirstGroup operate the service.

The first tram was delivered in October 1998 to the new depot at Therapia Lane and testing on the sections of the Wimbledon line began shortly afterwards.

[16] The background to this purchase relates to the requirement that TfL (who took over from London Regional Transport in 2000) compensates TC for the consequences of any changes to the fares and ticketing policy introduced since 1996.

Partly for this reason, but also to take into account the planned restructuring of services, (subsequently introduced in July 2006), TfL issued tenders for a new tram.

[21][22][23] On 18 August 2011, TfL announced that Stadler Rail had won a £16.3 million contract to supply six Variobahn trams similar to those used by Bybanen in Bergen, Norway.

This level access from platform to tram allows wheelchairs, prams, pushchairs and the elderly to board easily with no steps.

[citation needed] Stops are unstaffed and had automated ticket machines that are no longer in use due to TfL making trams cashless.

As part of this change, trams would no longer display route numbers on their dot matrix destination screens.

Beyond Wandle Park, a Victorian footbridge beside Waddon New Road was dismantled to make way for the flyover[34] over the West Croydon to Sutton railway line.

In the 2020s, TfL began work to replace the CR4000 tram fleet, which are approaching their end of its life and becoming increasingly unreliable.

[48] In January 2024, Tramtrack Croydon invited tenders for a base order of 24 new trams with an option for 16 more and a 30-year technical support contract, costed at £385 million.

[54] Following a competitive tender, a consortium company Tramtrack Croydon Limited (incorporated in 1995) was awarded a 99-year concession to build and run the system.

TOL provides the drivers and management to operate the service; the infrastructure and trams are owned and maintained by a TfL subsidiary.

Detailed passenger journeys since Tramlink commenced operations in May 2000 were: Numerous extensions to the network have been discussed or proposed over the years, involving varying degrees of support and investigative effort.

During 2002, as part of The Mayor's Transport Strategy for London, a number of proposed extensions were identified, including to Sutton from Wimbledon or Mitcham; to Crystal Palace; to Colliers Wood/Tooting; and along the A23.

The £737 million investment was to be funded by the Croydon Growth Zone, TfL Business Plan, housing levies, and the respective boroughs, and by the affected developers.

During February 2020, following the consultation, TfL announced their preference for a north–south tramway between Colliers Wood and Sutton town centre, with a projected cost of £425M, on the condition of securing additional funding.

[78] In February 2020, TfL announced the preferred route of the extension,[79] expressing their support for "Route Option 2 (Colliers Wood – Sutton) operated as a tram service ... assuming we are successful in securing funding to deliver the project".,[80] On 24 July 2020, the project was temporarily put on hold due to the COVID-19 pandemic.

TfL said they were pausing development work on the scheme "as the transport case is poor and there remains a significant funding gap".

[81] During 2023, Sutton's council leader Ruth Dombey advocated for the project and urged TfL and the mayor's office to provide fair and adequate funding, especially in light of the ULEZ charge.

[82][83] London Mayor Sadiq Khan faced criticism from Sutton MP Paul Scully on 21 April 2023, for the delayed Sutton tram extension project and implementing the Ultra Low Emission Zone charge without sufficient public transport alternatives, while defending the delay citing a £440M funding gap.

[84] In December 2023, TfL stated that further progress will depend on funding agreements with other stakeholders such as local councils, the Department for Transport, as well as Government, and that the Sutton Link is currently the only extension being considered.