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 - with diesel-electric hybrid buses. A summary of the current and historic vehicles follows.
- 1 Summary
- 2 Buses
- 3 Cable cars
- 4 Streetcars
- 4.1 Contemporary light rail vehicles
- 4.2 Historic streetcars
- 4.2.1 Active PCC fleet
- 4.2.2 Inactive/retired streetcar fleet
- 4.2.3 Milan "Peter Witt" trams
- 4.2.4 Historic trams
- 5 See also
- 6 References
- 7 External links
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.
|Model||Fleet Series (Year Built)
|Neoplan AN440 (40 ft. High Floor Diesel Bus)||8101 (1999)
|Kirkland, Woods (reserve fleet), Islais Creek (reserve fleet)||34 buses were rebuilt in 2010-2011, and 80 more rebuilt in 2013.|
Being retired, although some units used as reserve / training buses.
|Orion Bus VII (40 ft. Low Floor Diesel-electric Hybrid Bus)||8401 (2006)
|Orion Bus VII (30 ft. Low Floor Diesel-electric Hybrid Bus)||8501-8530 (2007)
|New Flyer Industries XDE60 (60 ft. Articulated Low Floor Diesel-electric Hybrid Bus)||6500-6554 (2015)
|Flynn, Islais Creek|
|New Flyer Industries XDE40 (40 ft. Low Floor Diesel-electric Hybrid Bus)||8601-8662, 8701-8750 (2013)
|ETI 14TrSF (40 ft. High Floor Trolleybus)||5401-5402 (1999)
|Presidio, Potrero||To be replaced by XT40 fleet.|
|New Flyer Industries XT40 (40 ft. Low Floor Trolleybus)||5701-5885 (2018-2019)
|Presidio, Potrero||The first coach, 5701, arrived in February 2018. 5702 arrived in April 2018. Will replace the ETI 14TrSF fleet by 2019.|
|New Flyer Industries XT60 (60 ft. Articulated Low Floor Trolleybus)||7201-7293 (2015-2018)
|Potrero||Option for the final 33 units exercised in July 2016|
|Breda LRV2 (1400-1476),
Breda LRV3 (1477-1550) (High floor Light-Rail Vehicle)
|Green, Muni Metro East||Two units retired.|
|Siemens S200 LRV4 (High floor Light-Rail Vehicle)||2001-2215 (2016-2028)
24 streetcars (plus up to 236 option)
|Green, Muni Metro East, Cameron Beach Yard|
|PCC (High floor historic streetcar)||1006-1011, 1015, 1040,
32 streetcars 
|Cameron Beach Yard||33 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)
|Cameron Beach Yard|
|Various (High floor historic streetcar)||(1912-)
|Cameron Beach Yard|
|Various (High floor historic streetcar)||(Unknown)
|Various (High floor cable car)||Powell: 1-28
40 cable cars
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 Numbers (Year Built)||Preserved Unit(s)||Quantity||Last retired||Image||Notes|
|Neoplan AN460||6200-6225 (2000),
|None||124||2018||Some units were rebuilt in 2010-2011.|
|NABI 416.12||8001-8045 (1999)||None||45||2016|
|ETI 15TrSF||7101 (2000),
|New Flyer Industries E60||7000-7059 (1992-1994)||7031||60||2015||First 60-foot articulated trolleybus fleet.|
|New Flyer Industries D60||9101-9124 (1990-1991)||9120||24||2014|
|Gillig Corporation Phantom 40'||2801–2845 (1993)||2840 (training only)||45||2013||Bought from AC Transit in 2005 for reserve fleet.
2840 was preserved by Muni, but it was later used as training fleet starting in 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),
|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.
|Flyer D900||3XXR, 6XXR (1980)||None||110||2000||Bought from SamTrans in 1994; reserve fleet only.|
|Flyer E700A||5001 (1972),
|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 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|
|St. Louis Car Company Job 1704/Job 1731||501-509 (1939),
|Marmon-Herrington TC40||526-549 (1948)||None||25||1977|
|Marmon-Herrington TC44||550–569, 660–710 (1948-1949)||None||70||1977||559 was originally sued on the Dayton, Ohio, trolleybus system.|
|Marmon-Herrington TC48||711–849 (1950-1951)||776||139||1977|
|White 784||042-062 (1938)||042, 060||20||1975||060 was bought by a private owner.|
|Mack C-49-DT||2100-2199 (1955),
|2230||450||1974||2617 was bought by a private owner.|
|Twin Coach 44-D||0156-0165 (1947)||0163||10||1953|
|ACF 26-S||063–072 (1940)||None||10|
|Division||Opened||Number of Vehicles||Vehicle Type||Location||Image||Notes|
|Presidio Division||1912||~165||40-foot trolleybuses||Bush and Presidio||The first yard built for Muni, originally used for the Geary streetcar lines|
|Potrero Division||1914||~170||40-foot and 60-foot trolleybuses||17th & Bryant|
|Woods Division||1975||~200||30-foot and 40-foot hybrid buses||22nd & Indiana|
|Flynn Division||1980s||124||60-foot hybrid buses||15th & Harrison|
|Kirkland Division||1950||~135||40-foot diesel and 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.|
|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.|
|Marin||1982||Marin & Indiana||Used for long-term storage of disused streetcars, cable cars, and buses|
|Islais Creek||2013||165-185||40-foot and 60-foot diesel 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.|
|Muni Yards and Divisions|
Balboa Park (Cameron Beach/Green Yard) (1901)
Muni Metro East (2008)
Cable Car (1890s)
David Pharr (1982)
Marin & Islais Creek (1982, 2017)
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. Muni fuels its diesels with a B20 (20% bio, 80% diesel) bio-diesel blend.
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 - than standard diesels. One of the vehicles was briefly outfitted with wireless internet as a demonstration project. In addition, these vehicles were not operated on the 44-O'Shaughnessy and the 54-Felton routes for several months as vandals consistently flipped a battery switch towards the back of the vehicle, disabling the bus. From 2015 to 2020, the agency plans to replace its entire motor coach fleet with hybrid 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 no previously bought battery-electric buses because they had not been proven on steep hills and on high-ridership routes. A small number of electric buses will be tested in 2019.
Muni's fleet of electric trolleybuses (ETBs) is the largest in the nation 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, 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, is the steepest grade on any existing trolleybus line in the world, and several other sections of Muni ETB routes are among the world's steepest. 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. Conversion of some existing diesel bus lines has been proposed.
In 1992, Muni tested its first 60-ft articulated trolleybus, the first in the trolleybus fleet to have a wheelchair lift, which were used on high-ridership trolleybus routes. The buses started service in 1993.
Muni's active ETB fleet consists of articulated coaches from New Flyer and Electric Transit, Inc. (ETI) (Skoda/AAI), as well as standard 40 ft coaches from ETI. Historically, Muni ran ETBs from Brill, the St. Louis Car Company, Twin Coach, Marmon-Herrington and Flyer.
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. Currently only three lines and forty cars remain.
Contemporary light rail vehicles
The Muni Metro has run two types of light rail vehicles. Originally, 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 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 is now looking to replace the Bredas and expand its fleet with new Siemens light rail vehicles. The first batch of 24 Siemens S200 LRV4s will be delivered by 2018, ahead of the scheduled opening of the Central Subway in 2019. SFMTA's contract with Siemens calls for a total of 260 cars to be delivered. The first LRV4 went into revenue service on November 17, 2017.
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, during an almost two-year suspension (1982–84) of all cable-car service to permit major infrastructure maintenance to take place. The F line fleet is composed mostly of PCC cars bought second hand 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 Muni. The vintage fleet is looked over by Market Street Railway but owned and operated by Muni.
Active PCC fleet
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.
In 2014, Muni sent 1056, the first from the original batch of sixteen to be overhauled at Brookville Equipment Company. 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; followed (in indeterminate order) by 1055, 1062, and 1063. 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.
|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
|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
|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
|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. Sent to Brookville for rebuild; returned in 2016 and re-entered service in 2017.|
|1052||Los Angeles Railway
|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
|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).|
|1055||Philadelphia Transportation Company
|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), repainted to as-delivered Philadelphia livery.|
|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; rebuilt by Brookville and returned to Muni in 2016, re-entered service in 2017.|
|1057||Cincinnati Street Railway||Out of service||Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2138. Acquired by Muni in 1992 and re-entered service in 1995. Undergoing restoration at Brookville.|
|1058||Chicago Transit Authority||Out of 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. Undergoing restoration at Brookville.|
|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); returned with accurate colors.|
|1060||Philadelphia Transportation Company
|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).|
|1061||Pacific Electric||Out of service||Built in 1948 for Philadelphia Transportation Company (later SEPTA) as 2116. Acquired by Muni in 1992 and re-entered service in 1995. At Brookville for rebuild.|
|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); returned with Pittsburgh livery.|
|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.|
Second batch (overhauled by Brookville Equipment Company)
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 and had the cars overhauled at Brookville Equipment Company. 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.
|PCC #||City/System Represented||Current Status||Notes||Image|
|1070||Newark City Subway||In service|
|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.
|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. 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.|
|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. It returned to San Francisco after an extensive testing period at Brookville and underwent burn-in testing 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 Company in Pennsylvania and returned to service on March 13, 2012.|
Inactive/retired streetcar fleet
|PCC #||City/System Represented||Status||Notes||Image|
|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.|
|1038||San Francisco||Stored||Purchased 1952 as the third-to-last PCC streetcar ever built in the United States. Ran in San Francisco until retirement in 1982. After retirement, the car was stored in Pier 72 for a short while until moved to 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.|
The following shows F-line PCC cars which have been accident-damaged beyond repair. Only one car, 1054 (ex-SEPTA 2121), was wrecked in 2003 and is stored at Marin Division.
|PCC #||City/System Represented||Status||Notes||Image|
|1054||Philadelphia Transit Commission (PCC-1938 Livery)||Permanently out of service||Purchased in 1948 by Philadelphia Transportation Company as 2121 and ran until retirement in 1988. Sold to San Francisco Municipal Railway in 1992 and returned to service in 1995 until collision with a MUNI Metro Breda LRV 1541 on 11/16/03. Stored beyond repair in Marin Division.|
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.
Boeing LRVs in storage
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 and is popularly known as the Boeing LRV and is usually referred to as such. Both Muni and the MBTA (Boston) purchased the cars, but after a lawsuit with Boeing Vertol and MBTA, they had the ability to reject the last 40 cars. The cars sat in the storage yard, until Muni purchased 31 of them. 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.
Boeing 1213 is preserved (since 2000) at the Oregon Electric Railway Museum, while 1258 is preserved at the Western Railway Museum. No. 1271 is used as an office trailer in the yard of Certified Towing in Richmond, California. One of the Boston cars is preserved at the Seashore Trolley Museum, six Boston cars are at the US Government training facility in Pueblo, Colorado, and three Boston cars continue to operate as work cars.
|Model||Year Built||Fleet Series||Quantity||Year of retirement||Notes||Image|
|Boeing USSLRV||1978||1200–1299||130||1996–2001||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.|
|1977||1300–1329||1300–1329 entered service in 1981–1984.|
Milan "Peter Witt" trams
These Peter Witt streetcars were originally in service in Milan, Italy. 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.
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 Company for a complete restoration at a cost of $1.8 million. This streetcar returned to service on October 6, 2012.|
|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.|
|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. On January 4, 2014, this car was involved in a collision with a container truck, seriously damaging one of its ends. Rebuilt in Long Beach and returned to Muni in April 2018.|
|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. 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.|
|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 and returned to Muni. Only surviving streetcar of the class operated by Maya Angelou. Moved to Cameron Beach Yard in 2011.|
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|
|351||Johnstown,Pennsylvania (Orange/Cream)||Awaiting overhaul||Intended restoration as a teaching trolley. Originally built in 1926 with rattan seats and wood trim.|
|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.|
|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.|
|2133||Philadelphia, Pennsylvania||Stored||This was SEPTA's demonstration streetcar before the F-line's inception.|
|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. 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 as well as modifications to make them ADA-compliant.|
|4009||Pittsburgh, Pennsylvania||Awaiting overhaul|
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", gifted to Mayor Dianne Feinstein by the Soviet Union through the efforts of Maury Klebolt. Last ran in 1992 for the parade celebrating the 100th anniversary of streetcar service in San Francisco.|
|151||Osaka, Japan||Stored awaiting restoration||Built by Kawasaki in 1927; arrived in San Francisco in 1988. Restoration prioritized over 578j because 151 is from sister city (Osaka) and has four motors, making it more suitable for service.|
|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) Historic Trolley Festival. Last run in 1987.|
|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.|
|233||Blackpool, England (Green/White)||Operational||Open-air boat car, one of twelve built for Blackpool Transport in 1934. Declared surplus in 2010 and purchased from Lancastrian Transport Trust in 2013.|
|496||Melbourne, Australia (Green/Beige)||Operational||W2-class, first operated in Feb 1928. Purchased by Muni in 1984 with No. 586. As of 2018[update], regularly operates weekends on E Line, which requires double-ended cars, because there is no turnaround at the southern terminus.|
|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.|
|586||Melbourne, Australia (Green/Beige)||Out of service||W2-class. Is a parts car for 496. Donated its trucks for 916, trucks went under refurbishment and were installed 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. 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. Awaited modifications necessary to operate on E and F line from 2009 to 2018. In early February, 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 Hamburg Tramway was discontinued; arrived in San Francisco, 1979. Delivered to City Hall as a surprise, leading to the headline "A Streetcar Named Undesirable". Last ran in 1992. Major structural revisions necessary for ADA requirements.|
- Peter Witt streetcar
- US Standard Light Rail Vehicle
- Muni Metro
- Perley A. Thomas
- Jewett Car Company
- W.L. Holman Car Company
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- CPTDB wiki about San Francisco Municipal Railway fleet not 100% accurate enough