San Francisco Municipal Railway fleet

With five different modes of transport from many different vendors, the San Francisco Municipal Railway or Muni as it is commonly known, runs one of the most diverse fleets of vehicles in the United States. Roughly 800 buses (500 diesel buses and 300 trolleybuses), 200 streetcars and 40 cable cars see active duty. Muni's cable cars constitute the oldest and largest such system remaining in service in the world and is the only one still running with manually operated cars in street traffic. Its fleet of electric trolleybuses is the largest in the United States. The 30- and 40-ft diesel/hybrid buses are numbered in the 8000 series, the 60-ft articulated diesel/hybrid buses in the 6000 series, the 40-ft trolleybuses in the 5000 series, the 60-ft articulated trolleybuses in the 7000 series, and the streetcars in the 1000 and 2000 series. Muni is in the process of replacing its motor coach fleet - the first of which was procured in 1915[1] - with diesel-electric hybrid buses. A summary of the current and historic vehicles follows.

A Siemens LRV4 train on Muni Metro

Summary

Current fleet

All buses are accessible at all stops. All streetcars are accessible; however, some surface stops on the E and F lines, and many Muni Metro surface stops, are not accessible. Cable cars are not accessible.

ModelFleet Series (Year Built)
Quantity[2]		DivisionImageNotes
Neoplan AN440 (40 ft. High Floor Diesel Bus)8101 (1999)
8102-8235 (2000)
8301-8371 (2002)
206 buses		Islais Creek (training, reserve fleet)34 buses were rebuilt in 2010-2011, and 80 more rebuilt in 2013.[3][4]
Being retired, although some units used as reserve / training buses.
8350 preserved by MUNI.
Orion VII (30 ft. Low Floor Diesel-electric Hybrid Bus)8501-8530 (2007)
30 buses		WoodsTo be replaced.[5]
New Flyer Industries XDE40 (40 ft. Low Floor Diesel-electric Hybrid Bus)[6]8601-8662, 8701-8750 (2013)
8751-8780 (2017)
8800-8901 (2016-2017)
8902-8969 (2018-2019)
312 buses		Woods, Kirkland
New Flyer Industries XDE60 (60 ft. Articulated Low Floor Diesel-electric Hybrid Bus)6500-6554 (2015)
6560-6697 (2015-2018)
6700-6730 (2015-2016)
224 buses		Flynn, Islais Creek
New Flyer Industries XT40 (40 ft. Low Floor Trolleybus)5701-5885 (2017-2019)
185 buses[7]		Presidio, Potrero
New Flyer Industries XT60 (60 ft. Articulated Low Floor Trolleybus)7201-7293 (2015-2018)
93 buses		 PotreroOption for the final 33 units exercised in July 2016[8]
Breda LRV2 (1400-1476),
Breda LRV3 (1477-1550)[9] (High floor Light-Rail Vehicle)		1400-1535 (1996-2001),
1536-1550 (2003)
151 streetcars[10]		Green, Muni Metro EastThree units retired.
Siemens S200 LRV4 (High floor Light-Rail Vehicle)2001-2219 (2016-2028)
219 streetcars (plus up to 45 option)		Green, Muni Metro East, Cameron Beach Yard
PCC (High floor historic streetcar)1006-1011, 1015, 1040,
1050-1053, 1054, 1055-1063,
1070-1080 (1946-1952)
32 streetcars [11]		Cameron Beach Yard33 units were acquired by Muni, but 1 were retired.
1055-1063 were purchased from SEPTA.
1070-1080 were purchased from NJ Transit.
Additional units were in storage.
Peter Witt (High floor historic streetcar)1807, 1811, 1814-1815, 1818, 1834, 1856, 1859, 1888, 1893, 1895 (1928)
11 streetcars[11]		Cameron Beach Yard
Various (High floor historic streetcar)(1912-)
7 streetcars[11]		Cameron Beach Yard
Various (High floor historic streetcar)(Unknown)
N/A[11]		Various
Various (High floor cable car)Powell: 1-28
California: 49-60
(1873-)
40 cable cars		Cable Car

Historical bus fleet

The following shows the buses previously operated by the SFMTA. Some of these coaches have been preserved in the historic fleet, donated to trolley museums, or auctioned.

Model Fleet Nos. (Year Built) Preserved Unit(s) Qty Last retired Image Notes
Orion VII (40' HEV) 8401 (2006)
8402-8456 (2007)		 8426 56 2020
ETI 14TrSF 5401-5402 (1999)
5403-5640 (2001-2004)		 5538[12] 240 2019[12][13]
Neoplan AN460 6200-6225 (2000),
6226-6299 (2001),
6401-6424 (2002)		 6255 124 2018 Some units were rebuilt in 2010-2011.
NABI 416.12 8001-8045 (1999) None 45 2016
ETI 15TrSF 7101 (2000),
7102-7133 (2003)		 None 33 2016[14] 2002 models
New Flyer Industries E60 7000-7059 (1992-1994) 7031[15] 60 2015 First 60-foot articulated trolleybus fleet.
7031 was planned to be auctioned in 2019, but the auction was withdrawn.[16]
New Flyer Industries D60 9101-9124 (1990-1991) 9120[15] 24 2014 Second articulated bus fleet.
9120 was planned to be auctioned in 2019, but the auction was withdrawn.[17]
Gillig Corporation Phantom 40' 2801–2845 (1993) 2840 (training only) 45 2013[18] Bought from AC Transit in 2005 for reserve fleet.
2840 was planned to be auctioned in 2019, but the auction was withdrawn. It has been used as a training bus since April 2018.
Orion Bus Industries I Citycruiser 9001-9045 (1990) 9010 45 2008 9030 was converted to Mobile Commander Center CC1.
New Flyer Industries D40 8801-8850 (1988),
8901-8956 (1989)		 8926 106 2007
Flyer Industries E800 5003-5345 (1976-1977) 5300, 5345 343 2007 5148 is at Seashore Trolley Museum.
Flyer Industries D902 4500-4679 (1984) 4574 180 2003 4574 was damaged while being delivered. A second 4574 was built as a Flyer D901 and delivered in its place.
MAN AG SG-310-18-3A 6000-6099 (1984) 6099 100 2002 First 60-ft articulated bus.
6020 and 6090 are under private ownership and are commonly seen at Burning Man.[19]
Flyer D900 3XXR, 6XXR (1980) None 110 2000 Bought from SamTrans in 1994; reserve fleet only.
Flyer E700A 5001 (1972),
5002 (1973)		 None 2 1999 Pilot buses for later E800 fleet (5003-5345)
GM New Look 3000-3389 (1969-1970) 3287 390 1994 3000, 3210, 3226, and others are under private ownership. 3270 is preserved at the Pacific Bus Museum.
Flxible New Look 4000-4009 (1969) 4009 10 1991
AM General Metropolitan 9635-6 4100-4199 (1975) 4154 100 1990
Grumman 870 4030-4054 (1980) None 25 1985 Most were scrapped around 1986, though some remained as reserve buses until 1989.
Twin Coach 44TTW 570-659 (1949-1950) None 90 1977[1]
St. Louis Car Company Job 1704/Job 1731 501-509 (1939),
510-525 (1947)		 506 25 1977[1]
Marmon-Herrington TC40 526-549 (1948) None 25 1977[1]
Marmon-Herrington TC44 550–569, 660–710 (1948-1949) None 70 1977[1] 559 was originally used on the Dayton, Ohio, trolleybus system.
Marmon-Herrington TC48 711–849 (1950-1951) 776 139 1977[1]
White 784 042-062 (1938) 042 20 1975[1] 060 was bought by a private owner.
Mack C-49-DT 2100-2199 (1955),
2200-2269 (1956),
2300-2369 (1957),
2400-2469 (1958),
2500-2569 (1959),
2600-2669 (1960)		 2230 450 1974[1] 2617 was bought by a private owner.
White 798 075-0155,
0166-0454 (1944-1948)		 0392, 0419 368 1969
Twin Coach 44-D 0156-0165 (1947) 0163 10 1953[1]
ACF 26-S 063–072 (1940) None 10

Divisions
Division Opened Number of Vehicles Vehicle Type Location Image Notes
Presidio Division 1912 132 40-foot trolleybuses Bush and Presidio The first yard built for Muni, originally used for the Geary streetcar lines
Potrero Division 1914 146 40-foot and 60-foot trolleybuses 17th & Bryant
Woods Division 1975 251 30-foot and 40-foot hybrid buses 22nd & Indiana
Flynn Division 1989 119 60-foot hybrid buses 15th & Harrison
Kirkland Division 1950 91 40-foot hybrid buses Powell & Beach
Balboa Park complex 1901 (rebuilt 1970s) ~200 LRVs and historic streetcars San Jose & Geneva Includes Green Division, Geneva Division, and the closed Geneva Upper Yard. Geneva Division was renamed Cameron Beach Yard in 2011.[20]
Muni Metro East 2008 80-100 LRVs and historic streetcars Cesar Chavez & Illinois
Cable Car 1890s 50 Cable cars Washington & Mason Includes the San Francisco Cable Car Museum
David Pharr Restoration Facility 1982 Duboce and Buchanan Small outdoor yard used for restoration work and to temporarily store Muni Metro trains. Pharr was a self-taught volunteer with Market Street Railway.[21][22]
Marin 1982 Marin & Indiana Used for long-term storage of disused streetcars, cable cars, and buses
Islais Creek 2013 105 60-foot hybrid buses Marin & Indiana Originally an open storage yard, it was replaced with an enclosed building in 2017. The $127 million facility, intended to replace the aging Kirkland Yard, has attracted local criticism. It was promised to include a public meeting room, a publicly-accessible lobby with historical exhibits, and a shoreline park with signage; however, the lobby was dropped for the plans and funding was not allocated for the signage.[23]
Muni Yards and Divisions
1
Presidio (1912)
2
Potrero (1914)
3
Woods (1975)
4
Flynn (1980s)
5
Kirkland (1950)
6
Balboa Park (Cameron Beach/Green Yard) (1901)
7
Muni Metro East (2008)
8
Cable Car (1890s)
9
David Pharr (1982)
10
Marin & Islais Creek (1982, 2017)

Buses

Diesel buses

Muni's active diesel fleet contains coaches ranging from thirty to sixty feet in length. For the last complete fleet replacement cycle Muni bought from three manufacturers, NABI, Neoplan and Orion, all of whom no longer sell buses in the U.S. (NABI has merged into New Flyer, Neoplan has left the North American market, and Daimler has shut down Orion). Muni has since purchased 40 ft. and 60 ft. buses from New Flyer with options to replace the remainder of the fleet in those sizes.

All of Muni's current active diesel buses have met ADA standards since 1980. In 1984, Muni received its first 60-foot (18 m) articulated buses, which are used on high-ridership routes. In December 2007, Muni acquired a double-decker diesel bus for testing purposes, but did not purchase a revenue fleet.[24] Muni fueled its diesels with a B20 (20% bio, 80% diesel) bio-diesel blend until late 2015, when that was replaced with renewable "green" diesel fuel.[25]

Hybrid-electric diesel buses

Since 2007 Muni's new diesel bus purchases have been for diesel-electric hybrids. Because of their electric motor propulsion these buses can climb hills just as well as trolleybuses without being limited to the overhead grid. Hybrids are also known for averaging more miles between road calls - which is where a mechanic services a transit vehicle on the street[26] - than standard diesels.[27] One of the vehicles was briefly outfitted with wireless internet as a demonstration project.[28] However, these buses were not operated on the 44-O'Shaughnessy and 54-Felton lines for several months as vandals consistently flipped a battery switch towards the back of the vehicle in San Francisco's Hunters Point area, disabling the bus.[29] By 2035, Muni plans to replace its entire motor coach fleet with all-electric buses.[30]

Battery-electric buses

In 2018, the SFMTA Board voted to only purchase all-electric buses beginning in 2025, with the last non-electric buses retired by 2035. Muni had not previously bought battery-electric buses (BEBs) because they were not proven on steep hills and on high-ridership routes. A small number of electric buses will be tested in 2019.[31] In November 2019, Muni executed contracts with NFI Group (for $4.5 million), BYD Auto ($3.5 million), and Proterra, Inc. ($5.3 million) to procure three BEBs from each vendor as a pilot program to evaluate their performance and test future bus features. Each contract has an option for up to three more BEBs.[32]

Electric trolleybuses
Main article: Trolleybuses in San Francisco
Potrero Garage scene showing a range of Muni trolley buses spanning from 1976 to 2003. On the left is an ETI (Skoda/AAI) 14TrSF trolleybus, which type replaced the non-accessible Flyer E800 trolleybuses in the center. On the right is an articulated New Flyer E60 trolleybus, one of 60 articulated ETBs built by New Flyer for Muni in 1993-94.

Muni's fleet of electric trolleybuses (ETBs) is the largest in the nation[33] and serves many parts of the city. ETBs were very popular in the United States in the middle of the 20th century. Today, San Francisco is one of only five cities in the United States with an operational ETB fleet,[33][34] but they play a major role in the Muni system, in part because of the city's many steep hills. Although their overhead wires are sometimes considered unsightly, ETBs are able to climb grades much steeper than conventional, non-cable streetcars and are quieter (particularly when climbing hills) and cleaner than diesel- or hybrid buses. The steepest grade on the Muni trolleybus system, 22.8% in the block of Noe Street between Cesar Chavez Street and 26th Street on route 24-Divisadero,[35] is the steepest grade on any existing trolleybus line in the world,[36]:127 [37][38] and several other sections of Muni ETB routes are among the world's steepest.[39] Muni has operated trolleybuses since 1941 and the mode has been present in San Francisco since 1935—initially a line built and operated by the Market Street Railway and later taken over by Muni.[33] Conversion of some existing diesel bus lines has been proposed.

In 1992, Muni tested its first 60-ft articulated trolleybus, the New Flyer E60, which was the first in the trolleybus fleet to have a wheelchair lift. The E60s were used on high-ridership trolleybus routes and started service in 1993.

Muni's active ETB fleet consists of articulated coaches from New Flyer (XT60), as well as standard 40 ft coaches from New Flyer (XT40). Historically, Muni ran ETBs from Brill, the St. Louis Car Company, Twin Coach, Marmon-Herrington, Flyer (E800 and E60) and Electric Transit, Inc. (ETI) (Skoda/AAI 14TrSF and 15TrSF).[40]

Cable cars
Main article: San Francisco cable car system

Around the turn of the twentieth century, there were numerous cable car lines providing service to many sections of the city. Some of those cable cars are built by Muni themselves.[41] Currently only three lines and forty cars remain.

Streetcars

Contemporary light rail vehicles
Main article: Muni Metro

The Muni Metro has run multiple types of light rail vehicles. Originally, 131 Boeing-Vertol cars, which Muni designated LRV1, were used. However, these proved to be extremely troublesome and were phased out of service beginning in 1997. The Boeing cars were replaced by 151 Italian-built Breda LRV2 and LRV3 models. Initially, the Breda vehicles were hailed as more reliable and easier to service than their predecessors. However, deferred maintenance and design defects have taken their toll on them.

Muni has expanded its fleet with new Siemens light rail vehicles; the 151 Bredas will be replaced one-for-one starting in 2021. The first phase of 68 Siemens S200 LRV4s (for fleet expansion: 24 Central Subway + 40 Option 1 + 4 Phase W) were delivered between 2017 and 2019, ahead of the scheduled opening of the Central Subway.[42] SFMTA's initial contract with Siemens called for a total of 260 cars to be delivered: 175 in the base order (151 of which are to replace the Bredas, and 24 for fleet expansion to accommodate anticipated ridership via the Central Subway), 40 as Option 1, and 45 as Option 2.[43] Four more Siemens LRV4s were ordered in June 2017 for Phase W, which anticipates expanded service to Chase Center, using the Mission Bay Transportation Improvement Fund.[44] As of November 2019, Option 1 has been exercised,[45] so 219 LRV4s are on order or have been delivered (175 + 40 + 4);[42] up to 45 more LRV4s may be ordered if Option 2 is exercised.[46]

The first LRV4 went into revenue service on November 17, 2017.[47]

Inactive/retired LRVs
Main article: US Standard Light Rail Vehicle
Ex-Muni 1271 in scrapyard (2018)

The US Standard Light Rail Vehicle was an attempt at a standardized light rail vehicle (LRV) promoted by the United States Urban Mass Transit Administration (UMTA) and built by Boeing Vertol in the 1970s. Part of a series of defense conversion projects in the waning days of the Vietnam War, the LRV was seen as both a replacement for older PCC streetcars in many cities and as a catalyst for new cities to construct light rail systems. The USSLRV was marketed as the Boeing LRV and is usually referred to as such. The USSLRV was purchased by both Muni and the MBTA (Boston), but no other public transportation system in the United States purchased USSLRVs. Under the settlement terms of a lawsuit between Boeing Vertol and MBTA, MBTA was granted the right to reject the last 40 cars. The completed MBTA cars sat in storage until Muni purchased 31 of them.

After the last LRV1 was retired in 2001, Muni stored two cars (1264 and 1320) at the Cameron Beach Yard (formerly the Geneva Streetcar Yard) for potential restoration and preservation by the Market Street Railway, but they declined to do so and both were scrapped in April 2016.[48][49] Two LRV1s are preserved in museums:

In addition, No. 1271 is used as an office trailer in a Bay Area scrapyard.[50]

The succeeding Breda LRV2/LRV3 fleet of 151 cars is scheduled to phase into retirement between 2021, when the oldest cars are 25 years old, and completely retire by 2027. 25 years is considered the useful lifespan of light rail vehicles, per the FTA and Muni.[51]:3 Since delivery of the Siemens LRV4 fleet has been ahead of schedule, Muni is considering an earlier retirement for some of the oldest Breda cars.[52]

ModelYear BuiltFleet SeriesQuantityYear of retirementNotesImage
Boeing USSLRV (LRV1)19781200–12991311996–20011222 and 1252 were damaged during subway testing on Nov 12, 1979; these cars were scrapped for parts used to finish ex-MBTA 3565, subsequently renumbered to Muni 1252 (II) and delivered on Jan 27, 1982.[36]:125 1212 wrecked into 1255 at the Van Ness junction in the Muni Metro subway in 1987. The good halves were converted into a new 1255 and the bad halves were scrapped in February 1994.
19771300–132931 cars in total. The first car from the rejected MBTA lot (ex-3565) was procured to replace two wrecked cars from the original order of 100 and re-assigned number 1252.[36]:125 The other 30 ex-MBTA cars were numbered 1300–1329 and entered service in 1981–1984.
Breda LRV21996–19991400–14761512021–2027[51]Two LRV2s (#1407 & #1433) collided at West Portal in 2009;[53] the undamaged halves were mated with spares from #1429 & 1435.[54] The rebuilt 1407 (1429A/1407B) & 1433 (1435A/1433B) were returned to service; 1429 (1407A/1429B) & 1435 (1435B/1433A) were beyond repair and retired early.
Breda LRV31999–20031477–15501494 was hit by a truck on July 20, 2017 [55] and has been cannibalized for parts at Muni Metro East.
Siemens S200 SF (LRV4)2016+2001+219 (264)—Entered revenue service in 2017. 219 firm orders; unexercised option for 45 additional.

Historic streetcars

Historic streetcars are run on the F Market & Wharves line. Introduced as a regular, year-round service in 1995, the F-line heritage streetcar service started out 12 years earlier as a temporary, replacement tourist attraction for the cable cars – known as the San Francisco Historic Trolley Festival – during an almost two-year suspension (1982–84) of all cable-car service to permit major infrastructure rebuilding to take place. The F-line fleet is composed mostly of PCC cars bought secondhand from Philadelphia and New Jersey. The cars are painted in liveries from cities around the world, as well as 1920s-vintage Peter Witt cars from Milan. In addition, Muni operates streetcars from around the world which were bought or donated to the transit agency. The vintage fleet is looked over by Market Street Railway but owned and operated by Muni.

First batch (overhauled by Morrison-Knudsen)

This shows the active PCCs entering service 1995 or before. Most are single-ended; cars 1007, 1010, and 1015 are double-ended "Torpedo" cars. All of these cars were rehabilitated by Morrison-Knudsen before entering revenue service. Car 1054 (original 2121) was damaged beyond repair following an accident on November 16, 2003 and it is stored awaiting scrapping.[56][57][58]

In 2014, Muni sent 1056, the first from the original batch of sixteen to be overhauled at Brookville Equipment Corporation.[59] The entire first batch of sixteen is scheduled to be rebuilt at Brookville; the next cars to be sent were 1051, 1060, and 1059 in that order;[60][61] followed (in indeterminate order) by 1055, 1062, and 1063.[62] The first streetcar to re-enter service, 1051, was re-dedicated to Harvey Milk in March 2017, and was followed back into service by 1056.[63]

First batch of rehabilitated PCC streetcars[11][64]
PCC # City/System Represented Current Status Notes Image
1007 Philadelphia Suburban Transportation Company Out of service Built in 1948 for Muni. Retired in 1982 and stored until 1994. Restored in 1995. Previously painted in Muni's Breda LRV livery; repainted into the present livery in 1997.
1010 San Francisco Municipal Railway
(1939 livery)		 Out of service Built in 1948 for Muni. Retired in 1982 and stored until 1994. Restored in 1996. Undergoing restoration at Brookville.
1015 Illinois Terminal Railroad Out of service Built in 1948 for Muni. Retired in 1982 and stored until 1994. Restored in 1995. Undergoing restoration at Brookville.
1050 St. Louis Public Service Company
(1950 livery)		 In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2119. Acquired by Muni in 1992 and re-entered service in 1995 bearing legacy San Francisco "Wings" livery (1951). Went for rebuild in late 2016. 1050 was repainted into a tribute livery for Saint Louis.
1051 San Francisco Municipal Railway
(1963 livery)		 In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2123. Acquired by Muni in 1992 and re-entered service in 1995. Dedicated for Supervisor Harvey Milk in 2008, later appearing in the film Milk.[65][66][67] Sent to Brookville for rebuild; returned in 2016[62] and re-entered service in 2017.[63]
1052 Los Angeles Railway
(1937 livery)		 In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2110. Acquired by Muni in 1992 and re-entered service in 1995.
1053 NYC Board of Transportation
(Brooklyn, NY)		 In service Built in 1947 for Philadelphia Transportation Company (later SEPTA) as 2721. Originally configured with a separate conductor's booth until 1955. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt Brookville (2018).[68]
1055 Philadelphia Transportation Company
(1947 livery)		 In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2122. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt Brookville (2017),[62] repainted to as-delivered Philadelphia livery.[69][70]
1056 Kansas City Public Service Company In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2113. Acquired by Muni in 1992 and re-entered service in 1995. Out of service after a cracked bolster was discovered in 2011;[59][71] rebuilt by Brookville and returned to Muni in 2016,[72] re-entered service in 2017.[63]
1057 Cincinnati Street Railway In Service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2138. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt by Brookville in 2018-2019.
1058 Chicago Transit Authority In Service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2124. Acquired by Muni in 1992 and re-entered service in 1995. Previously painted in CTA's 1950s green and cream livery; repainted into the 1940s "Green Hornet" livery in 2010 after accident repairs. Rebuilt by Brookville in 2018-2019.
1059 Boston Elevated Railway In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2099. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt Brookville (2017);[62] returned with accurate colors.[70][73]
1060 Philadelphia Transportation Company
(1938 livery)		 In service Built in 1947 for Philadelphia Transportation Company (later SEPTA) as 2715. Originally configured with a separate conductor's booth until 1955. Acquired by Muni in 1992 and re-entered service in 1995. Previously painted in Newark, NJ's Public Service Coordinated Transport livery; repainted into the present livery (previously worn by retired 1054) in 2005 after accident repairs. Rebuilt Brookville (2017).[62][74]
1061 Pacific Electric In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2116. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt Brookville (2018).[70][74] Returned with revised livery.
1062 Pittsburgh Railways In service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2101. Acquired by Muni in 1992 and re-entered service in 1995 with Louisville Railway livery. Rebuilt Brookville (2017);[62] returned with Pittsburgh livery.[75][73]
1063 Baltimore Transit Company Out of service Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2096. Acquired by Muni in 1992 and re-entered service in 1995. Rebuilt by Brookville in 2017 and returned with alternate and more accurate Baltimore livery. It was damaged in a collision with a truck in January 2018, shortly after returning to revenue service.[76]
Second batch (overhauled by Brookville Equipment Corp.)

All of these cars were purchased by Twin Cities Rapid Transit in 1946. They were sold to Newark in 1953 and ran on the Newark City Subway until replacement by modern light rail vehicles in 2001. The San Francisco Municipal Railway acquired these cars in 2004[77] and had the cars overhauled at Brookville Equipment Corporation. Some of the cars were put in service in early 2007, but were taken out of service for wiring problems. These problems were eventually repaired. All these cars are single-end cars.

Second batch of rehabilitated PCC streetcars
PCC # City/System Represented Current Status Notes Image
1070 Newark City Subway In service First sent to San Francisco in 2002 as a trial to evaluate condition. Nicknamed "Ruby Slippers" for its red wheels.[77]
1071 Twin City Rapid Transit In service
1072 Mexico City (STE) In service
1073 El Paso-Juarez In service
1074 Toronto Transit Commission In service
1075 Cleveland Transit System In service
1076 Washington, DC Out of service
1077 Birmingham, Alabama In service
1078 San Diego In service
1079 Detroit, Michigan In service
1080 Los Angeles (National City Lines) In service
Third batch of rehabilitated San Francisco PCC cars

The following shows cars acquired by Muni in 1948 and 1952 that were restored or are in restoration and are either in service or will enter service within the next year. Car 1040 was restored in this batch and is the last PCC car ever built in North America.

Third batch of rehabilitated PCC streetcars
PCC # City/System Represented Status Notes Image
1006 San Francisco (wings) In service This car was purchased in 1948 and ran in San Francisco until retirement in 1987. Underwent restoration at Brookville Equipment. Returned to service on October 6, 2012.
1008 San Francisco (wings) In service This car was purchased in 1948 and ran in San Francisco. It was outfitted with a pantograph and used for testing in the Market Street Subway in November 1977 - the only PCC car to enter the subway.[78] It was eventually converted into a work car, then restored by Brookville Equipment and returned to service on August 25, 2012.
1009 Dallas Terminal & Railway In service This car was purchased in 1948 and ran in San Francisco until retirement in 1982. This car was stored in Pier 72 where it was damaged by arsonists. It was eventually restored by Brookville Equipment and returned to service on January 17, 2013. However, the computerized door motors proved problematic and 1009 returned to Brookville for a refit, returning to San Francisco in 2014.[79]
1011 San Francisco (Market Street Railway zip stripe) In service This car was purchased in 1948 and ran in San Francisco until retirement in 1982. This car was stored in Pier 72 where it was damaged by arsonists. 1011 was the last of the four double-enders restored at Brookville, and eschewed the computerized door motors after operating experience proved they were unreliable.[80] It returned to San Francisco after an extensive testing period at Brookville and underwent burn-in testing[81] before re-entering service in 2014.
1040 San Francisco (wings) In service Purchased 1952 as the last PCC streetcar ever built in the United States. Ran in San Francisco wearing this paint scheme until repainted to Landor livery in 1980. Remained in service until the retirement – originally expected to be permanent – of all remaining PCC cars in September 1982, then was repainted back to wings livery and returned to service for the summer 1983 Historic Trolley Festival. Stored out of service in 1987, then operated in tripper service in 1995 for a short time, then finally retired in 1997. 1040 left San Francisco on December 4, 2009, to undergo a full restoration at Brookville Equipment Corporation in Pennsylvania and returned to service on March 13, 2012.
10xx class

The following shows the inactive 10s, PCC streetcars assigned numbers 10xx that were largely acquired by Muni in the 1940s to 1952 which have yet to be restored.[82][83] This also includes two streetcars that were acquired from other systems in the early 1990s: 1054 (ex-SEPTA 2121), which was damaged beyond repair in 2003 after rehabilitation, and 1064 (ex-SEPTA 2133), which was never rehabilitated after acquisition.

Inactive 10s
PCC # City/System Represented Status Notes Image
1014 San Francisco Loan Double-ended torpedo, retired in 1982; on long-term loan to Sydney Tramway Museum.[84][85]
1026 San Francisco Stored
1027 San Francisco Stored
1028 San Francisco Stored
1033 San Francisco Stored Purchased 1952 as the seventh-to-last PCC streetcar ever built in the United States. Ran in San Francisco until retirement in 1982. After retirement, it was sold to Orange Empire Railway Museum. The car was reacquired in 2003 and is currently stored in Marin Division.
1034 San Francisco Stored Purchased 1952 as the sixth-to-last PCC streetcar ever built in the United States. Ran in San Francisco until retirement in 1982. After retirement, it was sold to Gunnar Henrioulle in Lake Tahoe. The car was reacquired in 2001 and is currently stored in Marin Division.
1039 San Francisco (Simplified) Stored Purchased 1952 as the second-to-last PCC streetcar ever built in the United States. Ran in San Francisco until retirement in 1982. After retirement, it was sold to Orange Empire Railway Museum. The car was reacquired in 2003 and is currently stored in Marin Division.
1054 Philadelphia Transit Commission (PCC-1938 Livery) Permanently out of service Purchased in 1948 by Philadelphia Transportation Company (PTC) as 2121 and ran until retirement in 1988. Sold to San Francisco Municipal Railway in 1992 and returned to service in 1995 until damaged beyond repair following a collision with a MUNI Metro Breda LRV (#1541) on Nov 16, 2003.[56] Stored in Marin Division. Listed for potential disposal in May 2018, with plans to save the undamaged front half.[86]
1064 Philadelphia Transportation Company Stored This was SEPTA's demonstration streetcar before the F-line's inception.[84] Purchased by PTC in 1946 as 2133; acquired by Muni in 1990 and renumbered to 1064 but never re-entered service. Stored in Marin Division; listed for disposal in May 2018 with significant structural rust.[86]
11xx class

The 1100s series of cars were purchased in 1957 by Muni from St. Louis Public Service. These cars were retired in 1982, with most being sold off to Tahoe Valley Lines and then went to St. Charles, Missouri in 2007 for the planned St. Charles City Streetcar.[11]

Inactive 11s
PCC # City/System Represented Status Notes Image
1103 San Francisco Stored
1106 San Francisco Listed for potential disposal in May 2018 with significant structural rust.[86]
1108 San Francisco Listed for potential disposal in May 2018 with significant structural rust.[86]
1115 San Francisco
1125 San Francisco Listed for potential disposal in May 2018 with significant structural rust.[86]
1128 St. Louis Public Service Renumbered and repainted 1982/83 as St. Louis 1704, its original identity, for use in the Historic Trolley Festival
1130 San Francisco
1139 San Francisco Listed for potential disposal in May 2018 with significant structural rust.[86]
1140 San Francisco Listed for potential disposal in May 2018 with significant structural rust.[86]
1158 San Francisco
1160 San Francisco
1168 San Francisco

Milan "Peter Witt" trams

These Peter Witt streetcars were originally in service in Milan, Italy.[11] This origin can still be seen in the cars, as all the original Italian signs and notices are still in place. In the meantime, additional signs in English were added.

Car # Livery Status Image
1807 Milan, Italy (Yellow/White) Out of service
1811 Milan, Italy (Yellow/White) Out of service
1814 Milan, Italy (Two-tone green) In service
1815 Milan, Italy (Orange) In service
1818 Milan, Italy (Two-tone green) In service
1834 Milan, Italy (Orange) Undergoing restoration
1856 Milan, Italy (Orange) In service
1859 Milan, Italy (Orange) Out of service
1888 Milan, Italy (Two-tone green) Undergoing repair
1893 Milan, Italy (Orange) Out of service
1895 Milan, Italy (Orange) Out of service
San Francisco

The following shows trams that operated in San Francisco before the 1950s under either San Francisco Muni or Market Street Railway.

Car # City of Origin (Car's Paint Scheme Colors) Status Notes Image
1 San Francisco (Battleship Gray) In service This car was purchased in 1912 as one of the original streetcars publicly owned by Muni. The car originally was retired in 1951 and was set aside for a museum. This car was restored in 1962 as part of Muni's 50th anniversary and ran occasionally on special excursions until the late 1980s. This car was restored again in 1995 for the opening of the F-line. In 2009 it was shipped to Brookville Equipment Corporation for a complete restoration at a cost of $1.8 million. This streetcar returned to service on October 6, 2012.[87]
130 San Francisco (Blue/Gold) Out of service This car was purchased in 1914 as part of a 100-car order from Jewett Car Company. This car ran in San Francisco until retirement in 1958. It was converted into a wrecker and was restored to blue and gold colors in 1983. In 2002, No. 130 was dedicated to longtime San Francisco Chronicle columnist Herb Caen.[88]
162 San Francisco (Wings) Out of service This car was purchased in 1914 as part of a 125-car order from Jewett Car Company. This car ran in San Francisco until retirement in 1958 and was then sold with another car to Orange Empire Railway Museum. It was reacquired in 2003 by the San Francisco Municipal Railway and restored by Market Street Railway in 2004. The car then underwent further restoration by Muni starting in 2005 and returned to service in August 2008, the 50-year anniversary of its earlier retirement.[89] On January 4, 2014, this car was involved in a collision with a container truck, seriously damaging one of its ends.[90] Rebuilt in Long Beach and returned to Muni in April 2018.[91]
578-S Market Street Railway Charter service only Built in 1896 by Hammond Car Company in San Francisco; converted to a work car after the 1906 San Francisco earthquake and renumbered to 0601.[92] Restored to original appearance in 1956 and permanently loaned to the Western Railway Museum, but recalled by Muni in 1984 to serve in Trolley Festivals.[92][93]
798 Market Street Railway (Whiplash Green/White) Undergoing restoration at Curtis E. Green complex Built in 1924 by the Market Street Railway at Elkton Shops (now Green Division at Ocean & San Jose). Sold for scrap in 1946 and eventually became a jewelry store in Columbia before being repurchased in 1984 using money donated by Embarcadero Center[94] and returned to Muni. Only surviving streetcar of the class operated by Maya Angelou.[95] Moved to Cameron Beach Yard in 2011.[96]
United States

The following shows trams (including PCCs) which have operated elsewhere in the United States. Some of these are not in service, and even require extensive restoration.

Car # City of Origin (Car's Paint Scheme Colors) Status Notes Image
18 Philadelphia, Pennsylvania Under restoration Both of these double-ended PCCs were built in 1949 by St. Louis Car Co. for Philadelphia Suburban Transportation (later SEPTA), retired in 1982,[97][98] and acquired from Shore Line Trolley Museum in 2017 for $196,000; in return, Cable Car No. 28 was donated to Shore Line in 2018. The PCCs were sent from Shore Line to Brookville for rehabilitation in June 2017.[99]
21
351 Johnstown,Pennsylvania (Orange/Cream) Awaiting overhaul Intended restoration as a teaching trolley. Originally built in 1926 with rattan seats and wood trim.[100]
913 New Orleans, Louisiana (Green) Awaiting overhaul Originally built in 1923 as one of 73 in its class by Perley Thomas; sold as surplus in 1964 to the Orange Empire Railway Museum; purchased by Muni in 2005.[101]
952 New Orleans, Louisiana (Green) Out of service Originally built in 1923 as one of 73 in its class by Perley Thomas; sold as surplus in 1964 and repurchased from Chattanooga by New Orleans in 1984. Retired again in 1997 when replaced by replica; leased to San Francisco in 1998.[101]
2147 Philadelphia, Pennsylvania Stored This was acquired as a parts car for the 1050-class PCC fleet, and has a different propulsion from the current fleet.[84] This car is notable for being the only PCC car to ever operate in New Orleans.
4008 Pittsburgh, Pennsylvania Stored Port Authority 4000 Series PCC, originally built for the Pittsburgh Railways Company, later the Port Authority of Allegheny County. When portions of Port Authority's streetcar system were being rebuilt and modernized in the 1980s, 45 of the Authority's PCC's were to be completely rebuilt as well. However, due to budget problems, only a dozen were actually rebuilt, including 4008 and 4009. After the Overbrook Line's closure in 1993, these cars were relegated to a shuttle service between the Drake Loop and Castle Shannon until retirement in 1999. Purchased at auction in 2001, Nos. 4008 and 4009 are stored and require re-gauging[84] as well as modifications to make them ADA-compliant. Listed for potential disposal in May 2018 with significant structural rust; Muni intends to donate them whole as they are complete.[86]
4009
The rest of the world

Trams acquired from outside the United States:

Car # City of Origin (Car's Paint Scheme Colors) Status Notes Image
106 Moscow/Orel, Russia (Red) Stored awaiting restoration "Streetcar Named Desire for Peace",[102] gifted to Mayor Dianne Feinstein by the Soviet Union[103] through the efforts of Maury Klebolt.[104] Last ran in 1992 for the parade celebrating the 100th anniversary of streetcar service in San Francisco.[105]
151 Osaka, Japan Stored awaiting restoration Built by Kawasaki in 1927; arrived in San Francisco in 1988.[106] Restoration prioritized over 578j because 151 is from sister city (Osaka) and has four motors, making it more suitable for service.[107]
189 Porto, Portugal Undergoing restoration Copy of a J. G. Brill Company streetcar design, built in 1929. Purchased in 1984 from Paul Class after running in the first (1983) San Francisco Historic Trolley Festival. Last run in 1987.[108]
228 Blackpool, England (Green/White) Operational Distinctive open-air "boat" car, one of twelve built for Blackpool Transport in 1934. Brought to San Francisco in 1984.[109][110]
233 Blackpool, England (Green/White) Operational Open-air boat car, one of twelve built for Blackpool Transport in 1934. Declared surplus in 2010[110] and purchased from Lancastrian Transport Trust in 2013.[109]
496 Melbourne, Australia (Green/Beige) Operational W2-class, first operated in Feb 1928. Purchased by Muni in 1984 with No. 586.[111] As of 2018, regularly operates weekends on E Line, which requires double-ended cars, because there is no turnaround at the southern terminus.[112]
578-J Kobe/Hiroshima, Japan Undergoing restoration Originally built in 1927 as No. 574, one of the 570 streetcar class for the Kobe City Railways. Acquired by Hiroshima Electric Railway in 1971 when Kobe City Railways closed; later brought to San Francisco in 1986 for the Trolley Festival that year.[113]
586 Melbourne, Australia (Green/Beige) Out of service W2-class. Is a parts car for 496.[111] Donated its trucks for car 916; trucks underwent refurbishment and were fitted to car 916 in February 2018.
737 (7037) Brussels, Belgium Operational This car's original service career was spent on the Brussels, Belgium streetcar system as No. 7037, starting in 1952. Arrived in San Francisco in June 2004 and repainted in the blue-and-white paint scheme of the Verkehrsbetriebe Zürich, as Zurich, Switzerland, is a sister city of San Francisco, entering Muni service in 2005.[114] Has seen only limited service because it has specialized parts and is a narrow streetcar, limiting capacity.
916 Melbourne, Australia (Green/Beige) Operational SW6-class. Entered service in 1946; donated by State of Victoria to San Francisco in 2009.[115] Awaited modifications necessary to operate on E and F line from 2009 to 2018. In early February 2018, No. 916 received its permanent trucks and final modifications. It awaits CPUC inspection.
3557 Hamburg, Germany (Red/White) Stored awaiting potential restoration Built in 1954; V6E class. Retired in 1978 when the Hamburg streetcar system was abandoned; arrived in San Francisco in 1979. Delivered to City Hall as a surprise, leading to the headline "A Streetcar Named Undesirable".[116] Last ran in 1992. Major structural revisions necessary for ADA requirements.[117]

See also

References
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