Prague has a new ForCity Plus 52T tram. What changes will passengers notice at first glance?

You certainly won’t mistake this vehicle for anything else—it’s a new five-section concept designed specifically for Prague’s distinctive terrain. Also striking is the Prague integrated transport (PID) visual style, which has so far appeared on relatively few Prague trams, as well as the prominent daytime running headlights on the front. When you enter, you won't find a single step. The tram also immediately feels more spacious, with smoother transitions between the sections. Alongside its full low-floor design, the vehicle features red seats with a new upholstery material and more visible information displays in the centre.

The tram is also equipped with an anti-collision system. How exactly does it work?

It is a system developed in-house by Škoda Group to monitor traffic and anticipate potential collisions with other vehicles or pedestrians. It helps the driver react in time and avoid accidents. It consists of several devices, including cameras and lidar sensors. A colleague who presented the system once described it as “the tram’s eyes”.

Since April, the ForCity Plus 52T has been operating in Prague in a test phase. How is it performing so far?

According to colleagues, the first phase—20,000 km without passengers - went according to plan and verified all the required functions and systems. Our customer has given the 52T positive feedback, especially regarding running characteristics and low noise levels. In the second phase, the tram will complete another 20,000 km in test operation with passengers on line 12. Regular service began on 20 June and the first passenger reactions match the operator’s positive assessment.

How many 52Ts will we see in Prague and when will they enter regular service?

Under the current contract, we are to deliver the first 20 vehicles by the end of 2025 and another 20 next year. In total, the transport company has placed a firm order for 40 vehicles, with the option to purchase up to 160 more. So Prague can look forward to many new trams—and with the city’s expanding network, they are genuinely needed.

How does the design of a new tram actually begin?

Let me first explain the role of our team in the company. As industrial designers, we are involved in the design of the vehicle within a broader team of specialists. It’s a long and complex process, and I hope my colleagues will forgive me for simplifying it here and speaking from the designer’s perspective. After a tender is announced, we prepare the initial proposal, which includes not only technical solutions, costs, and other parameters, but also the visual design—that part is our responsibility. If we win, we continue designing the vehicle all the way to the final project. During the design process we verify everything in virtual reality, where we can inspect the vehicle in full-scale detail. Then comes production: it starts with cutting and welding the primary structure, followed by painting, window installation, and further assembly. Once the vehicle is complete, a series of tests follows. After successful trials, the tram is delivered to the customer for additional testing. Developing and producing the first prototype typically takes two years.

As a designer, how do you balance technical requirements with aesthetics and safety?

Fulfilling multiple requirements is simply part of a designer’s job. Safety and ergonomics come first, and we have various standards and rules in place for them. The appearance of the vehicle is based on the technical solutions chosen by the manufacturer and suppliers, and on the opportunities and limitations of technologies and materials. I must say that the room for design and aesthetics in this field is limited, but once you have a deeper understanding of the public transport environment, you can make the most of those limits.

Does designing trams differ significantly from city to city? You’ve worked on vehicles for Prague and for Bonn in Germany.

Yes, every tram is unique, even if it starts from a similar foundation as its predecessor. Vehicles are tailored to transport operators, and in addition to technical requirements, they usually specify colour schemes or a full visual identity that we then apply. This is why it is important for our internal design to be universal and compatible with a wide range of colours and customer graphics. The interiors of the vehicles you mentioned differ as well—the most visible difference is in the choice of seats, which significantly shapes the overall impression.

You are the Chief Designer at Škoda Group. How did you get into this job?

I lead a team of industrial designers who work on almost all new vehicle projects—trams, trains, and metro sets. I got the job thanks to my diploma project at UMPRUM in Prague. I originally approached Škoda to discuss the topic of an autonomous metro, which eventually evolved into an autonomous tram. At the company I met people who saw design as an important part of product development and wanted to give young designers a chance. Over time this turned into a full-time job and later into the creation of an independent design team.

Today we are a small division, but our work is highly visible. Each colleague has gradually specialised in a particular product, which they develop continuously—and this experience makes them highly effective. Recently, many students have approached us wanting to collaborate on their academic projects. For us, it’s an inspiring source of new ideas, and in return we offer practical experience. I believe we will be hearing about some of them again in the future.

What are you currently working on?

Our team is currently involved in several projects. In addition to trams, my colleagues are working on the design of electric multiple units and metro trains. Personally, I also have the honour of working with Anna Marešová on the new cable cars for Petřín and Ještěd. Both of these projects are unique in their atmosphere and history, and our aim is to build on that legacy with dignity and to revive their new form with sensitivity.

What role does sustainability play in your field?

Sustainability is, of course, a key topic, and given the long service life of public transport vehicles, it has always been an integral part of their development. Trams are designed for around 30 years of operation—and some last even longer, such as the legendary Tatra T3.

Maintenance is therefore an essential part of the project to ensure that vehicles operate in the best possible condition throughout their lifespan. For example, the new Prague tram uses a more environmentally-friendly refrigerant in its air-conditioning system, an electromechanical brake with oil-free operation, and the aforementioned anti-collision system, which helps prevent accidents that would require new parts to be manufactured, such as front sections.

What challenges will urban public transport face in the coming decades? Will trams eventually become fully autonomous?

Cities continue to grow, and as their functioning depends more and more on mobility, public transport will only increase in importance. Autonomous operation is certainly something we will see in the future, but it is difficult to predict when it might become a reality for trams. However, our colleagues are working intensively on an autonomous tram project. Even during its development, a number of sub-projects have emerged, such as the anti-collision system, or the autonomous depot, which we are successfully testing in Tampere, Finland.

Metro trains, for example, are already fully autonomous in some cities because they run on closed loops. With trams it will be more complex, as they operate on the surface alongside other vehicles, cyclists, and pedestrians. Their advantage over cars, however, remains the fact that they run along a clearly defined path—on rails.

What do you enjoy most about your work?

I like working on things that have a positive impact on people’s lives and are accessible to almost everyone. A huge number of people know your work, and you can talk about it with practically anyone. Of course, there is a downside—many people are very eager to tell you what they don’t like (laughs). But I appreciate that our work remains creative, and that there is always room to grow, whether in design techniques or through new technologies and materials.

I’m also constantly fascinated by how much people love trams and public transport in general. I follow several enthusiast pages on social media, and many people are genuinely excited about testing Prague’s new tram—they can’t wait to try it. I enjoy the community that is forming around it and the interest our work attracts.