In line with the latest government guidance, we've put in place further measures in England to help customers practice social distancing. This includes limiting the available seats on buses.
Face coverings are compulsory when using public transport in England and Scotland. In Wales, please wear a face covering, if you can.
The safety of our customers and employees is our priority, so please avoid busy times, use contactless payment and take your litter with you. For up to date information see our Coronavirus page
Supertram's 29 km route includes some 60km of track bed, 120km of rail and similar length of contact wire to carry power supplies.
Each track in the highway sits on a concrete bed 2.20 metres wide, with two channels measuring 170 x 165mm for the rails.
The rails have concrete blocks positioned against the webs to increase lateral strength and are secured in their channels by a special, solvent-free polyurethane adhesive which incorporates cork called an "elastomer".
The overall effect is an inherently "springy" system which reduces noise and vibration, and electrically insulates the trams from surrounding carriageway.
The surface treatment of the track bed varies to match the specific surrounding environment.
Large sections of segregated route are ballasted track filled with gravel, others are finished in plain concrete or coloured imprinted concrete in environmentally sensitive areas.
The majority of the rail where Supertram runs on streets was 35G-section grooved tram rail; as part of the rail replacement project this has been replaced with 55G2.
55G2 has a wider and deeper groove and is made from premium grade steels, metallurgically designed to give a longer life than the original rail.
For heavy duty crossings, special cast manganese steel is employed for durability and for the remainder of the route 39E1 flat-bottom rail is used.
Power from the network's 12 substations is carried to trams using a double-insulated twin overhead 107mm contact wire system. The wire is supported at a height of between 5 and 6 metres by some 2300 supports.
For maximum environmental and aesthetic benefits, extensive use has been made of lightweight nylon span ropes, rather than the insulated steel wire which is traditionally used on railway networks.
Similarly, use of masts as supports have been kept to a minimum, using building anchorages wherever possible.
In many cases, working in close consultation with property owners and Sheffield city council, buildings have been used to provide discrete anchorage points, particularly in the city centre.
Two large viaducts, one underpass and numerous other major structures, including retaining walls, bridges and culverts, have been built as part of the Supertram network.
Around 1750 tonnes of structural steelwork, 4,000 tonnes of reinforced steelwork and 23,000 cubic metres of concrete have been used.
There is a six-span viaduct taking the tramway onto the centre of the Park Square roundabout in Sheffield.
Another concrete bridge takes it onto the south, and a third bowstring steel arch bridge carries the alignment into Commercial Street and the city centre.
The viaduct is of particular interest, being built from 115 pre-cast concrete sections fitted onto 120 tonne units on each of the viaduct's five piers.
The bridge follows a double curve and rises and falls throughout its 295 metre length. Each concrete section is therefore different in size and shape and had to be precisely positioned.
The whole structure is tensioned by stressing wires using a specially designed jack and the joins between sections are welded together using a high performance epoxy mortar glue.