The current Nantes tramway network consists of three lines, is 43-kilometre (27 mi) long and serves 83 stations.

Service was provided using standard gauge tramcars propelled by compressed air, using the Mekarski system.

[2][3] The first line constructed was just over 6 km (3.7 mi) long and was a mostly level route operating east–west along the quays of the River Loire.

[3] Further extensions, together with a third line along the banks of the River Erdre, brought the length of the system to 39 km (24 mi) by 1910.

By then the fleet had grown to 94 trams, 3 locomotives and 10 open top trailers, and was carrying 12 million passengers per year.

[3][4] In 1911 the intention to electrify the network was announced by the mayor, Paul Bellamy, but work did not start until just before the outbreak of World War I.

During World War II, the network was heavily damaged by continued bombing, and several lines were immediately converted to bus operation due to the prohibitive cost of repairs.

[5][6] Against this background, Nantes's municipal council gathered a team of engineers to discuss the possibility of building a new tramway system.

The tramway was finally re-opened in January 1985, with a single line connecting Place du Commerce with Haluchère in the north-east of the city.

A month later the section from Place du Commerce to Bellevue in the west opened, resulting in a 10.4 km (6.5 mi) line that had 22 stations.

Line 2 opened from a southern terminus at Trocadière to 50 Otages, just north of the city center, in September 1992.

[6][7] In January 2009, line 3 was extended some 600 metres (2,000 ft) from Sillon de Bretagne to the pre-existing bus depot of Marcel Paul, which was converted to also accommodate trams.

The line is normally operated with two overlapping alternate services, with one running between Beaujoire and François Mitterrand, and the other between Ranzay and Jamet.

It also serves as line 2 Hôtel Dieu, Nantes's main and largest hospital, Tour Bretagne and the Route de Vannes, a large superstore driving area spreading along several kilometers, coupled with a shopping mall and a hypermarket.

However, in the end the design was significantly revised for the Grenoble tramway, the second system to open, introducing the low-floor TFS-2 variant.

[5] As built, the TFS-1 were double-ended, single-articulated 6-axle tramcars with a high floor and steep stepped access from low level boarding platforms.

The tramcars built in this form were rebuilt, from 1992 onwards, with an added low-floor center section, thus becoming 8-axle double-articulated cars with a length of 38 m (125 ft).

[5][7][14] Characteristics: Unlike most other French tramways, Nantes decided not to use Alstom's successor to the TFS tramcar, the Citadis.

Instead, in 1997, Nantes became the first city to order a fleet of trams from German manufacturer Adtranz to the Incentro design.

Characteristics: In 2010, Nantes Métropole selected the Urbos 3 design from Spanish manufacturer CAF to relieve overcrowded trams and assure commercial operation of the extension interconnecting the lines 1 and 2.

[5][7] All stations have realtime passenger information LED displays showing realtime estimated passage of the next tram, large round clocks, speakers only used for special announcements, automatic ticket machines which sell a wide range, seating and shelters.

Delays occur occasionally, mainly due to demonstrators or minor incidents, and maintenance work on the network is done mostly during summers.

The TAN network in Nantes uses paper tickets and passes, though in the near future contactless smartcards will replace them.

Semitan issues a wide range of monthly and annual passes for different categories of travellers depending on their age and working conditions.

Semitan also sells monthly, termly and annual Lila, Métrocéane and Pratik+ passes, for several categories of persons depending on their age and working conditions.

[10] In providing this service, the cumulative distance travelled by the tram fleet in 2007 was approximately 4.5 million kilometres.