After 1894, when an electric-powered tram system was introduced, a widespread network of tramways was built, including several longer-distance lines on both sides of the Rhine.

After 1894, when an electric-powered tram system was introduced, a widespread network of tramways was built in the largest city of Alsace, including also several longer-distance lines on both sides of the Rhine.

As part of the redevelopment of the city, a track of a total 33 km distance was built, on which 5 tram line services have been developed.

When Alsace became part of France in November 1918, the name of the company was translated into French, "Compagnie des tramways strasbourgeois" (CTS).

By 1885 further lines to the suburbs of Königshofen, Robertsau, Neuhof and Wolfisheim were opened, and in 1886 the meter gauge was first used in extending the track to Grafenstaden.

In the 1950s, the tram, already weakened by World War II, faced competition from other modes of transport such as the bus, the bicycle and the private automobile.

Owing to increasing traffic and pollution, the Urban Community of Strasbourg considered building a Véhicule Automatique Léger network with two lines.

[7][8] Shopkeepers in the city centre were also in favour of the VAL, on the grounds that the construction of the tramway and subsequent loss of parking spaces would deter customers.

In particular, the Oulipo was responsible for writing short texts on the columns in the stations, but with the following four constraints: The construction of the network was accompanied by town-planning operations, with the intention of promoting city-centre access by tram.

[13] Indeed, the rationale behind the reintroduction of the tramway was the perceived negative effect of the automobile's omnipresence in the city (pollution, congestion, disorderly parking).

Just under two months later, on 31 August 1998, line D (Rotonde – Étoile – Polygone) entered service thanks to a short branch near the Place de l'Étoile.

This extension travels the distance from the former terminus through the rest of Strasbourg, to the bridge over the Rhine terminating at Kehl station.

[29][30][31][needs update] According to early reports, within the first month of operation, the new extension to Kehl's main railway station saw around 10,000 daily users.

[citation needed] The system's hub is Homme de Fer, a station in the city centre where 5 of the 6 lines intersect.

Service ends at the same time every day; the last departures from termini take place between 0002 and 0015 (except for line C, where the last tram leaves Gare Centrale at 0035).

On the other hand, the two sections served by three lines (Homme de Fer – République and République-Observatoire) are travelled by 26 trams every hour in each direction, Monday to Friday.

To facilitate this, a discounted tram ticket applicable to all occupants of a vehicle is offered at park and ride stations.

Stringent standards were set on ergonomics and aesthetics: the city insisted on a fully low-floor design, with wide doors and electric wheelchair ramps in order to facilitate access and cater for the elderly and the disabled.

Similarly, large windows were included on the sides of the tram, with the aim of giving passengers the impression of travelling on a 'moving pavement'.

[10] New rolling stock was required to operate on the 2005 extensions, so the city launched a call for bids in 2003 for new tram units.

One of the Citadis' advantages over the Eurotram is the inclusion of double doors which allow faster opening and closure, minimising time spent in stations.

However Jacques Bigot, president of the Urban Community of Strasbourg, has been quoted as saying that the proposed tram-train passing under the station "will never happen", because of the high level of expenditure needed to build the connecting tunnels.

This will involve a new branch at the level of Faubourg National, reaching Allée des Comtes via three new stations, via line B or F. Costs for this project have been estimated at 38 million euros with a planned entry into service in 2019/2020.

There is no division of the network into pricing zones; instead, a single fare is offered, costing €2,10, allowing the holder to travel from any station to another, including transfers, regardless of distance.

A ticket is sold for €3.90 (or €30.90 for the pack of ten) which works like regular system, but also allows travel on the TER train to Strasbourg Airport.

These last two tickets are also valid on TER trains travelling in the Urban Community of Strasbourg and include the nearby town of Kehl.

[51][52] Since 2010 the CTS has offered so-called Tarification Solidaire, i.e. reduced-price monthly and yearly passes to those in low income brackets.

[54] The Badgéo smart card, costing €4, allows the user to purchase any ticket or subscription from tram stations, Crédit Mutuel branches and some other approved vendors.

The difference is due to the significant urban renewal projects undertaken in Strasbourg as part of the tramway's construction.

[37] In the nine French urban areas with more than 450 000 inhabitants (excluding Paris), income from ticket sales covers on average 24% of costs, while the VT contributes 44%.