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Streetcars in North America

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Streetcars in North America

Two CLRV streetcars in Toronto. The Toronto Transit Commission maintains the most extensive system in the Americas (in terms of total track length, number of cars, and ridership).
Classic PCC car on San Francisco's F-Line (2010)
Streetcars in Mexico City on the Zócalo (main square), 1940

Electric streetcars were once the chief mode of public transit in scores of North American cities. The term streetcar (or sometimes trolley) is the name used by the residents of North America to describe such systems, rather than the European term tram or tramway. Most of the original municipal streetcar systems were dismantled in the mid-20th century. Today, only Toronto and New Orleans still operate streetcar networks that are essentially unchanged in their layout and mode of operation.

Boston, Cleveland, Mexico City, Newark, Philadelphia, Pittsburgh, and San Francisco have rebuilt their streetcar systems as light rail systems. A number of other North American cities, starting with Edmonton, Calgary and San Diego, have installed new light rail systems (the successor transit mode to streetcars), some of which run along historic streetcar corridors and in a few cases feature mixed-traffic street-running operation like a streetcar. Portland, Oregon, Seattle, and Salt Lake City have built both modern light rail and modern streetcar systems, while Tucson has built a new modern streetcar line. A few other cities and towns have restored a small number of lines to run heritage streetcars either for public transit or for tourists.


An 1877 horsecar on display in Manchester, New Hampshire, as it appeared on a 1908 postcard

Omnibuses and horsecars

From the 1820s to the 1880s urban transit in North America began when horse-drawn omnibus lines started to operate along city streets. Examples included Gilbert Vanderwerken's 1826 omnibus service in Newark, New Jersey. Before long Omnibus companies sought to boost profitability of their wagons by increasing ridership along their lines. Horsecar lines simply ran wagons along rails set in a city street instead of on the unpaved street surface as the omnibus lines used. When a wagon was drawn upon rails the rolling resistance of the vehicle was lowered and the average speed was increased.

U.S. Treasury building

A horse or team that rode along rails could carry more fare paying passengers per day of operation than those that did not have rails. North America's first streetcar lines opened in 1832 from downtown New York City to Harlem by the New York and Harlem Railroad, in 1834 in New Orleans, and in 1849 in Toronto along the Williams Omnibus Bus Line.

A 1917 view of a New York horsecar on the left and an electric streetcar on the right on Broadway near 17th Street

These streetcars used horses and sometimes mules. Mules were thought to give more hours per day of useful transit service than horses and were especially popular in the south in cities such as New Orleans, Louisiana and Celaya, Guanajuato, Mexico.[1] In many cities, streetcars drawn by a single animal were known as "bobtail streetcars" whether mule-drawn or horse-drawn.[2][3] By the mid-1880s, there were 415 street railway companies in the USA operating over 6,000 miles (9,700 km) of track and carrying 188 million passengers per year using animal-drawn cars. In the nineteenth century Mexico had streetcars in around 1,000 towns and many were animal-powered. The 1907 Anuario Estadístico lists 35 animal-powered streetcar lines in Veracruz state, 80 in Guanajuato, and 300 lines in Yucatán.[4]

Horse-drawn Decauville "trucks" visit the tres cenotes in Cuzamá Yucatán; November 10, 2010

Although most animal-drawn lines were shut down in the 19th century, a few lines lasted into the 20th century and later. Toronto's horse-drawn streetcar operations ended in 1891. New York City saw regular horsecar service last until 1917 (see photo at left). Pittsburgh, Pennsylvania's Sarah Street line lasted until 1923. The last regular mule-drawn cars in the United States ran in Sulphur Rock, Arkansas until 1926 and were commemorated by a U.S. Postage Stamp issued in 1983.[5] The last mule tram service in Mexico City ended in 1932, and a mule-powered line in Celaya, survived until May 1954.[6]

In the 21st century horsecars are still used to take visitors along the 9-kilometre (5.6 mi) tour of the 3 cenotes from Chunkanán near Cuzamá Municipality in the state of Yucatán.[7][8]

Early power

Three electric streetcars and one horsecar in front of the car barn at 23rd and Savier streets in Portland, Oregon; June 20, 1892

During the nineteenth century, particularly from the 1860s to the 1890s, many streetcar operators switched from animals to other types of motive power. Before the use of electricity the use of steam dummies, tram engines, or cable cars was tried in several North American cities. A notable transition took place in Washington, D.C. in the U.S. where horsecars were used on street railways from 1862 to the early 1890s. From about 1890 to 1893 cable drives provided motive power to Washington streetcars, and after 1893 electricity powered the cars.[9] The advantages of eliminating animal drive power included dispensing with the need to feed the animals and clean up their waste. A North American city that did not eliminate its cable car lines was San Francisco and much of its San Francisco cable car system continues to operate to this day.

In this transition period some early streetcar lines in large cities opted to rebuild their railways above or below grade to help further speed transit. Such system would become known as rapid transit or later as heavy rail lines.


Leo Daft's Ampère in Newark, New Jersey in the early 1880s

The first electric street car in America was put into service on Michigan Street in South Bend, Indiana in 1882.[10]

In 1883 Leo Daft built Ampère, an experimental 2 ton electric locomotive in Newark, New Jersey that was intended to pull passengers through the city's streets. Daft's locomotive used one rail to supply and the other rail to return current to the generator. One of the wheels on each axle was insulated from the axle with "vulcanized fiber".[11]

An editorial cartoon from New Orleans, advocating the switch from horsecars to electric streetcars, October 21, 1893

The World Cotton Centennial was held in New Orleans, Louisiana from December 16, 1884 to June 2, 1885. It featured displays with a great deal of electric light illumination, an observation tower with electric elevators, and several prototype designs of electric streetcars.[12] On April 15, 1886 Montgomery, Alabama established its electric streetcar system nicknamed the Lightning Route.[13] Another early electrified streetcar system in the United States was established in Scranton, Pennsylvania by November 30, 1886; it was the first system to be run exclusively on electric power, giving Scranton the nickname "The Electric City".[14][15] In 1887 an electric streetcar line opened between Omaha and South Omaha, Nebraska.[16] The Omaha Motor Railway Company began operation in 1888.[16]

Along the east coast a large-scale electric street railway system known as the Richmond Union Passenger Railway was built by Frank J. Sprague in Richmond, Virginia, and was operating by February 2, 1888. The Richmond system had a large impact upon the burgeoning electric trolley industry. Sprague's use of a trolley pole for D.C. current pick up from a single line (with ground return via the street rails) set the pattern that was to be adopted in many other cities. The North American English use of the term "trolley" instead of "tram" for a street railway vehicle derives from the work that Sprague did in Richmond and quickly spread elsewhere.


Several streetcars, including an open-air tourist car, in Vancouver in 1910

By 1889 110 electric railways incorporating Sprague's equipment had been started or were planned on several continents. By 1895 almost 900 electric street railways and nearly 11,000 miles (18,000 km) of track had been built in the United States.

The rapid growth of streetcar systems led to the widespread ability of people to live outside of a city and commute into it for work on a daily basis. Several of the communities that grew as a result of this new mobility were known as streetcar suburbs.[17][18] Another outgrowth of the popularity of urban streetcar systems was the rise of interurban lines, which were basically streetcars that operated between cities and served remote, even rural, areas. In some areas interurban lines competed with regular passenger service on mainline railroads and in others they simply complemented the mainline roads by serving towns not on the mainlines.

Braddock Heights, MD with an H&F trolley (date unknown, pre-1923)

The Hagerstown and Frederick Railway that started in 1896 in northern Maryland was built to provide transit service to resorts and the streetcar company built and operated two amusement parks to entice more people to ride their streetcars. The Lake Shore Electric Railway interurban in northern Ohio carried passengers to Cedar Point and several other Ohio amusement parks. The Lake Compounce amusement park, which started in 1846, had by 1895 established trolley service to its rural Connecticut location. Although outside trolley service to Lake Compounce stopped in the 1930s, the park resurrected its trolley past with the opening of the "Lakeside Trolley" ride in 1997 which is still operating today as a short heritage line. In the days before widespread radio listening was popular and in towns or neighborhoods too small to support a viable amusement park streetcar lines might help to fund an appearance of a touring musical act at the local bandstand to boost weekend afternoon ridership.

Many of Mexico's streetcars were fitted with gasoline motors in the 1920s and some were pulled by steam locomotives. Only 15 Mexican streetcar systems were electrified in the 1920s.[4]


Between 1895 and 1929, almost every major city in the United States suffered at least one streetcar strike. Sometimes lasting only a few days, more often these strikes were "marked by almost continuous and often spectacular violent conflict,"[19] at times amounting to prolonged riots and civil insurrection.

Streetcar strikes rank among the deadliest armed conflicts in American labor union history. [20] up to that point, with a total casualty count of 14 dead and about 200 wounded. The San Francisco Streetcar Strike of 1907 saw 30 killed and about 1000 injured.[19] Many of the casualties were passengers and innocent bystanders.

The 1929 New Orleans streetcar strike was one of the last of its kind. The rise of private automobile ownership took the edge off its impact, as an article in the Chicago Tribune observed as early as 1915.[21]


PCC streetcar 1504 operated by National City Lines’ El Paso City Lines subsidiary leaves the U.S.-Mexico border in the 1960s, headed to Ciudad Juárez.

The Great Depression of the 1930s led to the closure of many streetcar lines in North America. The onset of World War II held off the closure of some streetcar lines as civilians used them to commute to war related factory jobs during a time when rubber tires and gasoline were rationed. After the war automobile use continued to rise and was assisted in the 1940s and 1950s by the passage of the Trans-Canada Highway Act of 1948 and growth of provincial highways in Canada as well as the Federal Aid Highway Act of 1956 in the United States. Declining ridership and traffic jam crowding of city streets by streetcars were often cited as reasons to shut down remaining lines. By the 1960s most North American streetcar lines were closed, with only the exceptions noted above and discussed below remaining in service. The survival of the lines that made it past the 1960s was aided by the introduction of the successful PCC streetcar (Presidents' Conference Committee car) in the 1940s and 1950s in all these cities except New Orleans.

City buses were seen as more economical and flexible: a bus could carry a number of people similar to that in a streetcar without tracks and associated infrastructure. The transit operators in Greater Boston, Massachusetts (specifically in the Cambridge area) and San Francisco, California removed some streetcar tracks but kept the electric infrastructure so as to run electrified trackless trolley buses (see also Trolleybuses in Greater Boston, Trolleybuses in Dayton, Trolleybuses in Philadelphia, Trolleybuses in San Francisco, Trolleybuses in Seattle and Trolleybuses in Vancouver).

Purported conspiracies

Pacific Electric Railway streetcars stacked at a junkyard on Terminal Island, March 1956

The abandonment of city streetcar systems in the mid-twentieth century, led to accusations of conspiracy which held that a union of automobile, oil, and tire manufacturers shut down the streetcar systems in order to further the use of buses and automobiles.[22] The struggling depression-era streetcar companies were bought up by this union of companies who, over the following decades, dismantled many of the North American streetcar systems.

While it is true that General Motors, Firestone Tire, Standard Oil of California, Phillips Petroleum, and some other companies formed holding companies that purchased several dozen of the hundreds of transit systems across North America, their real goal was to sell their products — buses, tires, and fuel — to those transit systems as they converted from streetcars to buses. During the time the holding companies owned an interest in American transit systems, more than 300 cities converted to buses. The holding companies only owned an interest in the transit systems of less than fifty of those cities, albeit the largest of them.[23][24][25][26] GM and other companies were subsequently convicted in 1949 of conspiring to monopolize the sale of buses and related products via a complex network of linked holding companies including National City Lines and Pacific City Lines. They were also indicted, but acquitted of conspiring to monopolize the ownership of these companies. The latter verdict was upheld on appeal in 1951.[27]


Light rail

The systems described in the paragraphs above and below are genuine streetcars or tramways, with smaller vehicles and mixed-traffic street running (i.e. no separation from other vehicles), such as those in New Orleans and San Francisco. However, a greater number of North American cities have built light rail systems in recent decades, some of which operate partially in the right-of-way of city streets, but which mostly operate in exclusive rights-of-way. A few North American 'light rail' systems date to the "first" streetcar era, such as Boston's Green Line, Cleveland's Blue and Green Lines, Mexico City's Xochimilco line, and the light rail system in Newark, New Jersey, and so can be considered "holdovers" or "legacies" from that era.

The term light rail was devised in 1972 by the Urban Mass Transportation Administration (UMTA; the precursor to the U.S. Federal Transit Administration) to describe new streetcar transformations which were taking place in Europe and being planned in North America.[11] Some notable distinctions between light rail systems and their streetcar predecessors were that: 1) light rail lines may run at least partially along exclusive rights of way instead of only along or in streets (i.e. without street running), 2) a light rail line is more likely to run multiple unit trains instead of single cars, and, 3) a light rail line may use high level platforms instead of in street level stops. These design differences mean that light rail systems tend to have higher passenger capacities and higher speeds than their streetcar predecessors.

A light rail train in San Diego (2009)

The pioneering "modern" North American light rail system, Edmonton Light Rail Transit, was started in Edmonton in 1974 and became operational on April 22, 1978[28] – it used mostly European technology, did not use street running, and operated in tunnels in the downtown area (which accounted for much of the high expense of building that system). It was soon followed by light rail systems in San Diego and Calgary in 1981 that used similar vehicles but which avoided the expense of tunnels by using surface alignments and, on a few sections, even partial street running, in reserved lanes (restricted to transit vehicles only). The development of light rail systems in North America then proliferated widely after 1985, mostly in the United States, but also in Canada and Mexico. Including streetcars, light rail systems are operating successfully in over 30 U.S. cities, and are in planning or construction stages in several more.

Heritage and modern streetcars

New public transit streetcar services also returned, at least in the United States, around the same time as the emergence of the new light rail transit.

Prior to 2001, the new streetcar systems that opened in North America for public transit were so-called heritage streetcar systems, alternatively known as "vintage trolley" or "historic trolley" lines. While Detroit and Seattle were the first cities to open heritage lines in 1976 and 1982, their heritage lines ultimately closed in 2003 and 2005, respectively. The first heritage system to be successful was Dallas' M-line which opened in 1989. Memphis opened what ultimately became a larger heritage streetcar system in 1993, while San Francisco restored one of its defunct streetcar lines (F Market & Wharves) using heritage streetcar operations in 1995. These heritage systems were followed in the 2000s by new heritage streetcar lines in Kenosha, Tampa, and Little Rock, and the restoration of a defunct streetcar line using heritage streetcars in Philadelphia (SEPTA Route 15) in 2005. Other cities in both the United States and Canada opened new heritage streetcar lines that operated only on weekends or seasonally, primarily as tourist services, and so didn't provide true "public transit" service.

Truly modern streetcar systems arose in the United States, starting in 2001, in Portland, Oregon. This was followed by new streetcar lines in Seattle, Salt Lake City, and Tucson, Arizona. These systems were completely new in every way, operating on new track built specifically for them, and operating with "modern" streetcar vehicles rather than the "heritage" vehicles used in places like Dallas, Memphis and San Francisco.

Surviving first-generation streetcar systems

A Green Line "E" Branch streetcar entering the Huntington Avenue subway tunnel in Boston (2007)
San Francisco cable car number 7 on the Powell and Market Streets' turntable, August 5, 2003

Not all streetcars systems were removed after World War II. The San Francisco cable car system and New Orleans' streetcars are the most famous examples of the survival of a "legacy" streetcar system in the United States to the present day. In addition to New Orleans streetcars, Toronto's conventional electric streetcar system also avoided abandonment, as did portions of the streetcar systems in San Francisco, Boston, Newark, Philadelphia, Pittsburgh, and Cleveland,[29] as well as Mexico City. The Newark, Philadelphia, and Boston systems ran into subways downtown, while the Pittsburgh and San Francisco systems had tunnels under large hills that had no acceptable road alternatives for bus replacements. The St. Charles Avenue line in New Orleans runs down the park-like "neutral ground" in the centre of St. Charles Avenue, while the surviving Xochimilco line in Mexico City and the interurban lines in Cleveland had similar rights-of-way and so are treated as "light rail" lines in modern contexts rather than as "streetcar" lines. The only system without these alternatives to street-running to survive was Toronto's.

The table below lists the surviving first-generation "legacy" streetcars in those nine North American cities:

City/Area served Country State
System Year
Stops Lines Type of
Boston  USA  MA MBTA Green Line[note 1][note 2] 1897[30] 1959 22.6 mi (36.4 km)[31] 66[31] 4[31] Kinki Sharyo Type 7, AnsaldoBreda Type 8 Light rail / Streetcar
(with subway)
 USA  MA Ashmont–Mattapan
High Speed Line
[note 1]
1929[30] n/a 2.6 mi (4.2 km)[31] 8[31] 1[31] PCC streetcars (1943–46) Light rail[note 3]
Cleveland  USA  OH Blue and Green Lines[note 4] 1913[32] 1996 15.3 mi (24.6 km)[33] 34[33] 2[33] Breda LRVs Light rail (Interurban)
Mexico City  MEX  DF Xochimilco Light Rail[note 1] 1910
/ 1986
1988 8.0 mi (12.9 km) 18[34] 1[34] Concarril & Bombardier LRVs Converted to Light rail
Newark  USA  NJ Newark Light Rail
(NJ Transit)[35][36][note 1]
1935 2006 7.0 mi (11.3 km)[35] 17[37] 2[37] Kinki Sharyo Converted to Light rail
New Orleans  USA  LA New Orleans Streetcars[38][39] 1835 2013[38] 22.3 mi (35.9 km)[38][39] many stops 4[38] Perley Thomas cars
and replicas
Streetcar[note 3]
Philadelphia  USA  PA SEPTA Routes 101 and 102[note 1] 1906 ???? 11.9 mi (19.2 km)[40] 52[41] 2[41] Kawasaki K cars Light rail
 USA  PA SEPTA Subway–Surface
Trolley Lines
[note 1]
1906 ???? 19.8 mi (31.9 km)[40] 16[41] 5[41] Kawasaki K cars Streetcar
(with subway)
Pittsburgh  USA  PA The T:
Pittsburgh Light Rail
/ 1984
2012[42] 26.2 mi (42.2 km)[42] 53[42] 2[42] Siemens SD-400,
CAF Class 4300
Converted to Light rail
San Francisco  USA  CA Muni Metro[note 1] 1917
/ 1980[43]
2007 35.7 mi (57.5 km)[43] 120[43][note 5] 6 (+1)[43] Breda LRVs
(high floor)
(with subway)
 USA  CA San Francisco
cable car
[44][45][note 6]
1878[45] 1952 5.2 mi (8.4 km) many stops 3[44][45] Historic Cable cars Cable car[note 3]
Toronto  CAN  ONT Toronto streetcar system[note 1] 1861[46] 2000[note 7] 51 mi (82 km)[47] 708[47] 11[47] CLRVs, ALRVs and Bombardier Flexity Outlooks. Streetcar
  1. ^ a b c d e f g h This system also has a heavy rail rapid transit/metro portion (see List of metro systems), and connections to a commuter rail system; the figures and statistics presented here represent the streetcar/light rail portion of the system only.
  2. ^ While the MBTA Green Line is light rail, the MBTA Blue, Orange, and Red lines of the MTBA system are rapid transit/subways and are not included here.
  3. ^ a b c This system is run with historic (i.e. "heritage") rolling stock, but is considered to be a regular light rail or streetcar system rather than a "heritage streetcar" system.
  4. ^ While the Blue and Green Lines are light rail, Cleveland's other transit line, the Red Line, is rapid transit.
  5. ^ Muni Metro: 33 stations (9 underground; 24 surface), with an additional 87 streetcar-like surface stops.
  6. ^ It is debatable whether this system truly qualifies as "light rail" (or as a true "transit" system either), but it is included in the table anyway for completeness.
  7. ^ Further expansions are under construction including the Cherry Street streetcar line and the connecting track to the Leslie Barns.

The surviving legacy systems using PCC streetcars have since replaced their PCC cars with modern light rail vehicles, although restored vintage PCC cars are still in regular operation on Boston's Ashmont-Mattapan High Speed Line, and as well as on San Francisco's restored F Market heritage line. New Orleans' streetcar system also continues to operate a few surviving Perley Thomas cars (along with replica cars). All of the other legacy systems have received new equipment and have upgraded to modern light rail vehicles.

Some of these cities have also rehabilitated lines, and Newark, New Orleans, and San Francisco have added trackage and new lines in recent years; San Francisco also restored a streetcar line with heritage service in 1995 (see Heritage streetcar systems section, below). In Philadelphia, a former trolley line (SEPTA Route 15, aka. the Girard Avenue Line), that was "bustituted" in 1992, resumed trolley service in 2005 using rebuilt historic cars (see below); two other former Philadelphia trolley lines have been proposed for a resumption in trolley service in the 2010s though such plans have stalled.

In Canada, most cities once had a streetcar system, but today the Toronto Transit Commission (TTC) is the only traditional operator of streetcars, and maintains the Western Hemisphere's most extensive system in terms of track length, number of cars, and ridership. The city has added two new streetcar lines in recent years (510 Spadina in 1990, and 509 Harbourfront in 2000), and is upgrading its other lines. Expansion is planned in combination with the city's plans for the rejuvenation of its waterfront.

New second-generation streetcar systems

Newly built systems using modern streetcars have so far only opened in cities in the United States: in Portland, Oregon in 2001, in Seattle in 2007, in Salt Lake City in 2013, and most recently in Tucson, Arizona in 2014. These modern streetcar systems are summarized in the table below:

City/Area served Country State
Streetcar system Year
Stops Lines Type of vehicle
Portland  USA  OR Portland Streetcar 2001[48] 2012[48] 7.35 mi (11.83 km)[48] 76[48] 2[48] Škoda 10 T,
Inekon Trams 12-Trio,
United Streetcar 100
Seattle  USA  WA Seattle Streetcar:
South Lake Union (SLU) Line
2007[49] n/a 1.3 mi (2.1 km)[50] 11[50] 1[50] Inekon Trams 12-Trio
Salt Lake City  USA  UT S Line 2013[51] n/a 2.0 mi (3.2 km)[51] 7[51] 1[51] Siemens S70
Tucson  USA  AZ Sun Link 2014[52] n/a 3.9 mi (6.3 km)[52] 22 1 United Streetcar 200

As of 2014, several other such systems are under construction: in [53] and in Dallas, Texas. More information is given below.

Portland, Oregon

A modern streetcar on the 2001-opened Portland Streetcar line

In 2001, Portland, Oregon, which already boasted a successful light rail system (MAX), became the first city in North America in more than 50 years to open a new streetcar system served by modern vehicles,[54][55] with the opening of the Portland Streetcar. It uses low-floor cars built in the Czech Republic, but the system's first US-built streetcar was delivered in 2009.[56] The line serves as a downtown circulator between the central city core, the Pearl District and Northwest Portland, Portland State University, and in 2005 was extended to the South Waterfront district, a new mixed-use development along the Willamette River shoreline. Running almost entirely on streets and without any separation from other traffic on most sections, it complements the MAX light rail system, which covers much longer distances and serves as a regional, higher-capacity rail system for the metropolitan area. The MAX system also runs along streets in central Portland, but is separated from traffic (other than buses) even in those areas, via reserved light-rail-only lanes. Construction of a second streetcar line, to the city's east side, began in 2009,[57] and the new line opened in September 2012.[58]

The new Portland system and several of the new heritage streetcar systems have been intended, in part, as a way of influencing property development in the corridors served, in such a way as to increase density while attracting residents interested in relatively car-free living.[59] The Portland Streetcar is considered to have been very successful in this regard.[60]

Seattle and Tacoma, Washington

North America's second modern streetcar system opened in 2007 in Seattle,[61] where the city's transportation department led the project to construct the South Lake Union Streetcar, but contracted with local transit authority King County Metro to operate the service. Connecting the neighborhood south of Lake Union with the transit core of downtown Seattle, it operates every 15 minutes and is served by three low-floor streetcars of the same type as some of those in Portland. Residents of the area began referring to the system as the "South Lake Union Trolley" giving it the amusing but unfortunate acronym of "SLUT".[62] Subsequently (in 2009), Seattle has also opened a light rail system (Central Link). Expansion of the streetcar system is under way, with a line serving First Hill under construction.[63]

A new rail line which opened in Tacoma, Washington in 2003, Tacoma Link, is sometimes referred to as a streetcar line because of its short length and use of single vehicles (rather than trains) of the same type as the low-floor streetcars used in Portland. However, the line is separated from other traffic over nearly its entire length, making it less a streetcar than light rail, which is what its operator (Sound Transit) considers it to be.[64]

In development

Some 70 US cities have studied the idea of bringing back streetcars as transit,[59] although to date the number that have come to fruition has been small. In the 2000s, one factor in this was lack of funding support for streetcar development from the Bush Administration.[65][66] However, under the Obama Administration, the FTA has indicated it will provide funding for streetcar projects in cities interested in building new systems.[66][67][68][69]

Under construction

The following table lists the seven new modern streetcar systems that are currently under construction, all in the United States:

Country State
System Planned
System length Type of vehicle
Atlanta  USA GA Atlanta Streetcar[70] 2014 2.7 mi (4.3 km)[71] Siemens S70
Washington, D.C.  USA  DC DC Streetcar
(H Street NE/Benning Road Line)[72]
2014 2.4 mi (3.9 km)[72] Inekon 12-Trio;
United Streetcar model 100
Charlotte  USA  NC CityLYNX Gold Line[73] 2015 1.5 mi (2.4 km)[73] Gomaco Birney replica[74]
Dallas  USA  TX Dallas Oak Cliff Streetcar[75] 2015 1.6 mi (2.6 km)[75] Brookville Liberty
Cincinnati  USA  OH Cincinnati Streetcar[76] 2016 3.6 mi (5.8 km)[77] CAF Urbos 3
Detroit  USA  MI Detroit M-1 Rail Line[78] 2016 3.3 mi (5.3 km)[79] Inekon[80]
Kansas City  USA  MO Kansas City Downtown Streetcar[81] 2015 2 mi (3.2 km)[82] CAF Urbos 3

Planned or proposed

In addition to the streetcar systems currently under construction, a number of additional streetcar systems are in the planning stages in the United States.[83]

Examples of cities with streetcar systems in the active planning stages include St. Louis (the heritage Delmar Loop Trolley[84]), Fort Lauderdale,[85] Oklahoma City,[86] Sacramento (the Downtown/Riverfront Streetcar),[87] Los Angeles,[88] Minneapolis,[89] and Milwaukee.[90]

Heritage streetcar systems

A 1913 streetcar on Dallas' 1989-opened McKinney Avenue line

Heritage streetcar systems are sometimes used in public transit service, combining light rail efficiency with tourist's nostalgia interests. Proponents claim that using a simple, reliable form of transit from 50 or 100 years ago can bring history to life for 21st century visitors.

Prior to 2001, the new streetcar systems that opened in North America had been heritage lines, alternatively known as vintage trolley or ‘historic’ trolley lines. Several cities built new heritage streetcar lines, starting from the 1980s onward. Some heritage systems operate only with limited hours, and/or only on weekends, or seasonally, and thus are simply tourist- or history-oriented excursion services. Other heritage systems operate daily, running throughout the entire day, year-round, thus providing true public transit service.

New heritage streetcar systems providing daily, year-round service included ones opened in Seattle (the Waterfront Streetcar – opened in 1982, but closed in 2005), Galveston (1988, but service suspended in 2008 after Hurricane Ike), Dallas (McKinney Avenue Transit Authority) (1989), Memphis (1993) and Kenosha, Wisconsin (2000). Other new heritage streetcar line have opened in Tampa in 2002 and Little Rock and 2004. All of these were newly constructed systems, but all have been served by historic streetcars or replicas of historic streetcars.

Systems offering regular public transit

The following two tables list all of the currently operating heritage streetcar systems offering regular public transit service (though it should be noted that Memphis' MATA Trolley system is currently suspended for maintenance through fall or winter 2014):

New heritage streetcar systems
City/Area served Country State
Heritage streetcar system Year
Stops Lines Type of vehicle
Dallas  USA  TX McKinney Avenue Transit Authority 1989 2002 4.2 mi (6.8 km) 12 1 [various]
Kenosha  USA  WI Kenosha Streetcar service[91] 2000[91] n/a 2.0 mi (3.2 km)[91] 17[91] 1[91] PCC A15-class (1951)
Little Rock  USA  AR River Rail Streetcar[92] 2004[92] 2007 3.4 mi (5.5 km)[92] 15[93] 1[94] Birney-type streetcars
Memphis  USA  TN MATA Trolley[95] 1993[95] 2004[95] 6.3 mi (10.1 km) 25[96] 3[96] [various], plus replicas from Gomaco Trolley Company
Tampa  USA  FL TECO Line Streetcar System[97] 2002 2010 2.7 mi (4.3 km)[97] 11[98] 1[98] Birney-type streetcars
Heritage service restored to formerly defunct streetcar lines
City/Area served Country State
Heritage streetcar system Year
Stops Lines Type of vehicle
Philadelphia  USA  PA SEPTA Route 15
(Girard Avenue Trolley)
2005 n/a 8.4 mi (13.5 km)[41] ???? 1 SEPTA PCC II
San Francisco  USA  CA F Market & Wharves line[44][99] 1995[99][100] 2000 6.2 mi (10.0 km)[44] 32[44] 1[44] PCC streetcars and ex-Milan Peter Witt streetcars

In addition, the San Diego Trolley's Silver Line is a heritage streetcar line that has offered regular transit service four days a week since 2011 – however, the Silver Line operates on a "downtown loop" route which the San Diego Trolley's other three (light rail) lines also operate on, so the Silver Line is not a heritage service operating on its own unique route.

Recently closed systems

A historic tram from 1905 which operated again in Vancouver, British Columbia between 1998 and 2012.

A heritage trolley in Detroit, Michigan, operated from 1976 until 2003. The Detroit trolley faced a steep decline in ridership after the Detroit People Mover system was installed in 1987. The carbarn for the former narrow gauge trolley was demolished in 2004, and the tracks have subsequently been removed.

The Waterfront Streetcar in Seattle, Washington, was a heritage line that operated from 1982 until 2005, when the line's carbarn was demolished to make room for the Olympic Sculpture Park.

Also, operations on the Galveston Island Trolley heritage system have been suspended since September 2008, due to extensive damage caused by Hurricane Ike. Its operations have still not been restored as of July 2014, and it is unclear when efforts to secure the funding to repair the damage and restore the heritage trolley to service will be seriously pursued.

Additionally, Vancouver, British Columbia had the Vancouver Downtown Historic Railway which was a tourist-based heritage system that opened in 1998 and which used to operate on weekends and holidays from May to mid-October; however, the system closed in 2012, most likely permanently. Other tourist-oriented heritage trolley systems that have closed recently are the Charlotte Trolley (1996-2010), the Portland Vintage Trolley (1991-2014), and the Old Pueblo Trolley (1993-2011) in Tucson, Arizona.

List of primarily tourist heritage systems in North America

The following table lists primarily tourist-oriented heritage streetcar systems (i.e. systems not designed primarily for public transit – and thus heritage systems that often operate only seasonally):

City/Area served Country State
Heritage streetcar system Year
Astoria  USA  OR Astoria Riverfront Trolley[101] 1999 3 mi (4.8 km) Seasonal: Operates noon to 7 p.m. daily, from Memorial Day to Labor Day.
Minneapolis  USA  MN Como-Harriet Streetcar Line[102] 1971 1 mi (1.6 km) Seasonal: Operates daily, from May to September, and on weekends through November.[103]
Fort Collins  USA  CO Fort Collins Municipal Railway[104] 1984 1.5 mi (2.4 km) Seasonal: Operates noon to 5 p.m. weekends only, from May to September.
El Reno  USA  OK Heritage Express Trolley[105][106] 2001 0.9 mi (1.4 km) Operates 10:00 a.m. to 5:00 p.m., Wednesday–Saturday, and 1:00 p.m. to 5:00 p.m, Sunday. Propane gas-powered, not electric.
Edmonton  CAN  ALB High Level Bridge Streetcar[107] 1979 1.9 mi (3.1 km) Seasonal: Operates usually 11:00 a.m. to 3:40 p.m. daily, from Victoria Day in May to Labour Day in September, and on Friday–Sunday from Labour Day to Canadian Thanksgiving in October.
Nelson  CAN  BC Nelson Electric Tramway[108] 1992 0.75 mi (1.21 km) Seasonal: Operates 11:10 a.m. to 4:40 p.m. daily, between Easter weekend and Canadian Thanksgiving in October.
Lowell  USA  MA Lowell National Historical Park streetcar[109][110] 1984 1.2 mi (1.9 km) Seasonal: Operates daily, between March and November.
Savannah  USA GA River Street Streetcar[111] 2009 1 mi (1.6 km) Operates noon to 9:00 p.m., Thursday–Sunday. (Bio)diesel/battery-powered, not (overhead) electric.
Denver  USA  CO Platte Valley Trolley[112] 1989 1.2 mi (1.9 km) Seasonal: Operates noon to 3:30 p.m. Friday–Sunday only, from May to October.
Portland  USA  OR Willamette Shore Trolley[113] 1990 6 mi (9.7 km)[note 1] Seasonal: Operates 1 p.m. to 4 p.m. weekends only, from May to September(?).
San Pedro, Los Angeles  USA  CA Port of Los Angeles Waterfront Red Car Line[114] 2003 1.5 mi (2.4 km) Operates noon to 9:00 p.m., Friday–Sunday.
Surrey  CAN  BC Fraser Valley Heritage Railway[115] 2013 4.6 mi (7.4 km) Operates 10:00 a.m. to 3:00 p.m., weekends only.
Whitehorse  CAN  YUK Whitehorse Waterfront Trolley[116] 2000 1.2 mi (1.9 km) Seasonal: Operates 10:00 a.m. to 5:35 p.m. daily, May to September. Narrow gauge railway. Diesel/battery-powered, not (overhead) electric.
  1. ^ Due to construction, the Willamette Shore Trolley is currently only operating on 2 miles (3.2 km) of route between Lake Oswego and Riverwood.


Unlike a heritage system a streetcar museum may offer little or no transport service. If there are working streetcars in a museum's collection any service provided may be seasonal, not follow a schedule, offer limited stops, service only remote areas, or otherwise differ from a regularly scheduled heritage line. Some North American streetcar museums include:

See also

General articles

System lists

Specific systems


Not operating

Car builders and types



Not standing


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