San Diego Trolley
| Company type | Division |
|---|---|
| Industry | Public transportation |
| Founded | July 26, 1981 |
| Founder | San Diego Metropolitan Transit System |
| Headquarters | San Diego , United States |
Area served | San Diego County, California |
| Products | Light rail transit services |
| Parent | San Diego Metropolitan Transit System (MTS) |
The San Diego Trolley operates as a light rail network within San Diego County, California. Managed by San Diego Trolley, Inc. (SDTI), a division of the San Diego Metropolitan Transit System (MTS), it serves as an integral part of MTS, offering unified ticketing and seamless transfers to local bus routes.
Spanning around of track, the system encompasses 62 stations and consists of four primary lines (Blue, Orange, Green, and Copper) that operate daily. Additionally, a heritage streetcar route called the "downtown loop" (Silver) runs on holidays. The main interchange is the 12th & Imperial Transit Center, where all major lines converge, supported by thirteen other transfer stations, including two connections to commuter rail services.
Inaugurated on July 26, 1981, it holds the distinction of being the earliest among the second-generation light rail systems in America. Its establishment played a crucial role in revitalizing light rail transit across the country. In , it was ranked second nationwide for light rail usage, with an annual ridership totaling 38,047,300 and an average weekday patronage of approximately as of .
History
The year 2023 commemorated the 42nd anniversary of the San Diego Trolley. MTS released a concise historical overview emphasizing the development of San Diego’s trolley services, particularly focusing on the San Diego Trolley, accompanied by a comprehensive timeline and slideshow presentation. Although streetcar operations ceased on April 23, 1949, electric rail transit returned on July 19, 1981, marking the launch of America’s first modern light rail system integrated with its bus network.
Early history
Electric rail transit in San Diego was initiated in 1891 by John D. Spreckels, who established the San Diego Electric Railway. The original streetcar network was phased out in favor of buses by 1949. By 1966, financial difficulties plagued San Diego Transit, culminating in a public agency takeover.
Mass transit planning efforts began in 1966 under the Comprehensive Planning Organization (CPO), now known as the San Diego Association of Governments (SANDAG), which represents thirteen cities plus San Diego County. Over more than ten years, CPO evaluated numerous transit options including enhanced bus services, express buses, heavy rail systems, and light rail alternatives, drawing insights from systems such as San Francisco’s Bay Area Rapid Transit (BART). However, early proposals were hindered by disagreements among stakeholders and limited funding.
In 1975, CPO issued its Regional Transportation Plan proposing an intermediate capacity fixed guideway system utilizing Bombardier Innovia Metro technology at an estimated cost of $1.5 billion.
Metropolitan Transit Development Board
During the early 1970s, three significant pieces of state legislation established a framework for mass transit advancement in San Diego.
The 1971 Transportation Development Act, enacted by Governor Ronald Reagan, dedicated 25% of state sales tax revenue to transportation initiatives including mass transit projects. A 1974 amendment to Article 19 of the Constitution of California permitted gas tax funds—previously restricted to highway use—to be allocated toward rail construction. In 1975, the San Diego Metropolitan Transit Development Board (MTDB) was created with explicit authority to plan, build, and operate a guideway transit system. This legislation was driven by State Senator James R. Mills and ensured that MTDB held full responsibility for project delivery.
MTDB commenced its activities on January 1, 1976. The enabling laws emphasized adopting proven technologies, allowing phased implementation approaches and utilizing publicly owned rights-of-way to minimize expenses.
In December 1976, MTDB initiated an eighteen-month Guideway Planning Project conducted in two stages. Phase One reviewed over 100 miles of potential corridors derived from the 1975 Regional Transportation Plan—prioritizing long-distance routes capable of high-speed operation primarily along exclusive at-grade rights-of-way with low capital requirements and reduced operating deficits. Phase Two narrowed this to a selected 45-mile segment. Simultaneously, four guideway technologies were evaluated: light rail, two types of heavy rail systems, and Automated Small Vehicle Transit.
By August 1977, MTDB focused detailed analysis on the South Bay area, considering corridors along various freeways (I-5, I-8, I-805), State Routes 94 and 16, existing railroad rights-of-way, and arterial streets.
In October 1977, light rail was chosen as the exclusive guideway technology for further investigation—also compared against all-bus alternatives. The board preferred light rail due to its capacity for high-speed travel combined with flexible right-of-way utilization and relatively lower construction costs through at-grade sections. Although novel in the United States at that time, this technology was well-established in Germany.
Hurricane Kathleen
On September 10, 1976, Hurricane Kathleen inflicted significant damage on the San Diego and Arizona Eastern Railway (SD&AE) Desert Line located east of San Diego, which was under Southern Pacific’s (SP) ownership. The SD&AE freight route linked downtown San Diego, San Ysidro, northern Baja California, and Imperial County before connecting with the SP network at Plaster City. The storm resulted in approximately $1.3 million (inflation-adjusted) in damages, predominantly within Imperial County, causing freight operations to be halted. Subsequently, SP filed a petition with the Interstate Commerce Commission (ICC) on August 9, 1977, seeking to abandon the SD&AE.
By June 1978, the Metropolitan Transit Development Board (MTDB) had completed a feasibility study for utilizing the SD&AE corridor for combined electric light rail and freight service. To protect critical freight service essential to San Diego’s economy and port activities, San Diego County initiated an investigation into the possibility of shared track usage for both passenger and freight trains, considering options such as commuter rail or self-propelled diesel railcars.
Initial implementation
After the ICC rejected SP’s abandonment request in 1978, SP proposed selling the SD&AE to any party willing to maintain freight service. MTDB agreed to purchase the line for $18.1 million, contingent upon SP repairing the hurricane damage. The transaction was finalized on August 20, 1979, with ownership officially transferring on November 1, 1979. Freight operations were contracted out to the San Diego and Imperial Valley Railroad.
This acquisition secured two vital transit corridors: the SD&AE Main Line running from downtown San Diego to San Ysidro and the La Mesa Branch extending from downtown to El Cajon. Construction of the 15.9-mile "South Line" transit corridor—now incorporated into the Blue Line—commenced in December 1979 in two stages.
The initial phase involved an $86 million investment covering the SD&AE acquisition, procurement of 14 light rail vehicles, installation of a single-track electrified line spanning 14.2 miles along the Main Line, plus 1.7 miles of newly constructed street-running tracks in downtown San Diego. To manage expenses, rehabilitation efforts were limited: roughly 40% of railroad ties were replaced; rails were welded; electric catenary systems installed; and an absolute block signaling system implemented.
Funding sources consisted solely of state Transportation Development Act sales tax revenue and local gasoline taxes; federal funding was not sought due to anticipated ineligibility based on population density and traffic volume criteria.
In August 1980, MTDB established San Diego Trolley, Inc. as the system operator, with service commencing on July 26, 1981. Initial operations featured trains running every 20 minutes between 5 a.m. and 9 p.m., serving about 10,000 passengers daily.
The strong ridership numbers led to immediate initiation of a second phase that included double-tracking the corridor and acquiring ten additional vehicles. Completed by February 1983, this phase brought total expenditures to $116.6 million.
The success of San Diego Trolley played a pivotal role in sparking a resurgence of light rail systems across mid-sized American cities such as Buffalo, Denver, Portland, Sacramento, and San Jose.
Early expansions
On March 23, 1986, San Diego Trolley introduced a second route known as the Euclid Line (currently part of the Orange Line), which shared downtown tracks and extended eastward along the La Mesa Branch of the SD&AE to Euclid Avenue. By June 23, 1989, this line reached El Cajon and was renamed the East Line. Service expanded beyond the original SD&AE right-of-way with a northern extension reaching Santee on August 26, 1995.
The East Line’s Bayside Connection serving the San Diego Convention Center and Gaslamp Quarter opened on June 30, 1990. Meanwhile, the South Line extended northward to Little Italy by July 2, 1992, and further reached Old Town on June 16, 1996.
Further eastward growth from Old Town resulted in launching the Mission Valley Line on November 23, 1997; this line connected key destinations including Fashion Valley Mall, Mission Valley Mall, and San Diego Stadium. At that time, the South Line and East Line were rebranded as the Blue Line and Orange Line respectively.
The Mission Valley East extension began operations on July 10, 2005. This expansion featured the system’s sole underground station at San Diego State University along with its highest elevated station at Grantville. The new line was renamed as the Green Line. In recognition of his efforts securing its central placement within campus grounds, politician Leon Williams was honored through dedication of the SDSU station in 2011. The extension introduced low-floor trolley cars that facilitated easier boarding and wheelchair access via bridge plates instead of lifts. Initially restricted to Green Line service only, this operational limitation has since been lifted.
Trolley Modernization Initiative
By the end of the 2000s, with much of the San Diego Trolley fleet approaching three decades of service, a comprehensive modernization became essential. Building on the successful introduction of low-floor trolley cars on the Green Line, MTS planned to implement similar vehicles throughout the entire network.
A funding package totaling $660 million was secured following the 2008 election, derived from the TransNet local sales tax, two statewide transportation bonds, and supplemented by federal sources including the American Recovery and Reinvestment Act and formula funds.
This initiative encompassed enhancements to stations such as expanded shelters, new seating, and electronic "next arrival" displays. Necessary replacements were made to infrastructure elements including rails, ties, overhead catenary wires, power lines, and substations. Additionally, an upgraded signaling system allowed for two freight trains to operate overnight instead of just one.
To support low-floor light rail vehicles (LRVs), platform heights at 35 stations were elevated from approximately 4 inches to 6 inches and equipped with updated safety edge tiles that facilitate wheelchair ramp deployment. Since the standard Siemens S70 LRVs were too lengthy for downtown blocks, MTS partnered with Utah Transit Authority to adopt the shorter Siemens S70 US ("Ultra Short") model, matching the dimensions of older vehicles.
MTS and SANDAG placed orders for 65 vehicles delivered between September 2011 and January 2015. Due to budget constraints, it was not feasible to replace all 123 high-floor cars at once; consequently, the original Siemens-Duewag U2 LRVs were phased out, and three-car trains operated with low-floor LRVs at both ends and a high-floor Siemens SD-100 unit in the center.
Station renovations commenced in late 2010 at Old Town Transit Center and progressed southward. By September 2012, upgrades on the Old Town and Bayshore lines were finalized, allowing for service adjustments: the Green Line was extended downtown to the Bayside Terminal at 12th & Imperial Transit Center; the Orange Line was shortened to Santa Fe Depot; and the Blue Line terminated at America Plaza. This restructuring established 12th & Imperial as a central transfer hub.
By January 2013, all Orange Line stations had been modified for low-floor LRV compatibility. Blue Line station improvements were completed by January 2015. The overall renewal effort, including remaining station and track work, was finished by late 2015.
Mid-Coast Trolley Extension Project
In 2011, SANDAG obtained approval for an extension of the Blue Line northward from Old Town Transit Center into University City. This extension connects major employment centers and activity zones such as Mission Bay Park, the University of California, San Diego campus, three prominent nearby hospitals, and the Westfield UTC shopping center. Construction kicked off in October 2016 with train testing commencing in June 2021. The extension officially began operations on November 21, 2021.
The Blue Line’s northern reach was extended beyond its original endpoint at America Plaza, passing through five existing stations up to Old Town Transit Center before continuing through nine newly constructed stations: Tecolote Road, Clairemont Drive, Balboa Avenue, Nobel Drive, VA Medical Center, UCSD West/Pepper Canyon, UCSD East/Voigt Drive, Executive Drive, and UTC. The northern terminus at UTC connects directly with the UTC Transit Center located within Westfield UTC in University City near UC San Diego.
Copper Line
In early 2024, MTS introduced a plan to shorten the eastern endpoints of both the Green and Orange lines to terminate at El Cajon Transit Center. The sections beyond this point were replaced by a newly established Copper Line, which links El Cajon with Santee station. The Copper Line officially commenced service on September 29, 2024.
Lines
As of now, trolley operations include four daily routes: Blue, Green, Orange, and Copper. Together, they cover 65 miles of predominantly double-tracked rail and serve 62 stations.[1] A fifth route, the heritage streetcar Silver Line, runs limited weekday and weekend trips in a clockwise circuit around downtown San Diego, overlapping portions of other lines. Additionally, a Special Event Line is active during late July to accommodate attendees of San Diego Comic-Con.
| Line | Opening | Length | Stations | Southern/Western Termini | Northern/Eastern Termini | Operation |
|---|---|---|---|---|---|---|
| Template:Ric | 1981 | 26.3 mi (42.3 km) | 32 | San Ysidro Transit Center | UTC Transit Center | Daily |
| Template:Ric | 1986 | 17.1 mi (27.5 km) | 19 | Courthouse station | El Cajon Transit Center | Daily |
| Template:Ric | 2005 | 19.8 mi (31.9 km) | 27 | 12th & Imperial Transit Center | El Cajon Transit Center | Daily |
| Template:Ric | 2011 | 2.7 mi (4.3 km) | 9 | 12th & Imperial Transit Center (clockwise loop around Downtown San Diego) |
Holidays | |
| Template:Ric | 2022 | 8.3 mi (13.4 km) | 12 | 12th & Imperial Transit Center | Balboa Avenue Transit Center | Comic-Con |
| Template:Ric | 2024 | 3.8 mi (6.1 km) | 4 | El Cajon Transit Center | Santee station | Daily |
Stations
The San Diego Trolley network comprises 62 stations distributed among its three primary lines (Blue, Green, and Orange), along with the Copper Line shuttle and the limited-service Silver Line.
Transfer opportunities exist at thirteen stations, with the 12th & Imperial Transit Center serving as a major interchange point connecting the Blue, Green, and Orange lines, functioning as the system's central hub. Other key transfer locations include Santa Fe Depot, America Plaza, and Courthouse stations, which also enable transfers among these lines. Following the introduction of the Copper Line, passengers heading toward Arnele Avenue, Gillespie Field, or Santee must change trains at El Cajon Transit Center. Six stations act as termini for various routes: 12th & Imperial Transit Center, Courthouse, El Cajon Transit Center, Santee, San Ysidro Transit Center, and UTC Transit Center. Of the total stations, thirty-seven are situated within San Diego city limits serving multiple neighborhoods; the remainder are located in Chula Vista, El Cajon, La Mesa, Lemon Grove, National City, and Santee.
The majority of stations are at ground level; however, ten are elevated stations mainly found on the Blue Line (including Nobel Drive, VA Medical Center, UC San Diego Central Campus, UC San Diego Health La Jolla, Executive Drive, UTC Transit Center) and Green Line (Fashion Valley Transit Center, Stadium, Mission San Diego, Grantville). The only subterranean station is SDSU Transit Center on the Green Line.
Around half of all stations offer complimentary park-and-ride options. Most also provide connections to the San Diego MTS bus system.
Operating Hours
The San Diego Trolley's four principal lines provide scheduled service daily from 5:00 a.m. until 11:30 p.m., with limited operations occurring outside these hours. No rail service is available between 2:00 a.m. and 4:00 a.m., during which time the San Diego and Imperial Valley Railroad operates freight trains along the trolley’s tracks.
Typically, trains run at 15-minute intervals throughout the week, though frequency decreases during early mornings and late evenings. On weekdays, the Blue Line segment between America Plaza and San Ysidro features enhanced service intervals of approximately every 7.5 minutes.
Overnight Express Bus
Starting January 26, 2025, MTS introduced bus route 910, an Overnight Express service operating along the southern portion of the Blue Line corridor from midnight to 5:00 a.m., covering hours when the Blue Line rail service is inactive. Route 910 links key transit hubs including San Ysidro Transit Center and stops at major centers such as , , among others.
Fare Structure and Payment System
The San Diego Trolley employs a proof-of-payment policy requiring riders to carry a valid ticket or pass prior to boarding. Ticket vending machines located at stations offer one-way fares and passes through the Pronto Card, which replaced the former Compass Card system.
Fare inspectors perform random checks to ensure compliance, achieving an approximate 98% fare payment rate among the roughly 37 million annual riders. One-way tickets are valid for transfers within a two-hour window from purchase.
Both daily and monthly passes are stored on the $2 Pronto Card, which facilitates fare payment across various San Diego County transit services, including MTS buses, NCTD Breeze buses, Sprinter light rail, as well as premium options encompassing commuter rail (Coaster) and express routes.
Pronto utilizes a "best fare" mechanism that charges per individual tap for one-way trips but limits daily expenses to $6 (equivalent to a Day Pass) and monthly expenses to $72 (equivalent to a Month Pass). Riders must validate fares by tapping their Pronto Card on station validators or scanning QR codes through the Pronto mobile app when entering stations and transferring.
Ridership Statistics
| Average Weekday Ridership | |||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Quarter | Ridership | %± | ||||||||||||||||
| Q1 | 47,000 | — | |||||||||||||||||||
| 2000 | Q1 | 85,600 | +5.3% | ||||||||||||||||
| 2000 | Q2 | 88,000 | +2.8% | ||||||||||||||||
| 2000 | Q3 | 94,300 | +7.2% | ||||||||||||||||
| 2000 | Q4 | 82,600 | –12.4% | ||||||||||||||||
| 2001 | Q1 | 79,600 | −3.6% | ||||||||||||||||
| 2001 | Q2 | 82,600 | +3.8% | ||||||||||||||||
| 2001 | Q3 | 78,800 | −4.6% | ||||||||||||||||
| 2001 | Q4 | 71,600 | −9.1% | ||||||||||||||||
| 2002 | Q1 | 71,100 | −0.7% | ||||||||||||||||
| 2002 | Q2 | 77,200 | +8.6% | ||||||||||||||||
| 2002 | Q3 | 74,400 | −3.6% | ||||||||||||||||
| 2002 | Q4 | 71,300 | −4.2% | ||||||||||||||||
| 2003 | Q1 | 73,100 | +2.5% | ||||||||||||||||
| 2003 | Q2 | 74,700 | +2.2% | ||||||||||||||||
| 2003 | Q3 | 76,700 | +2.7% | ||||||||||||||||
| 2003 | Q4 | 70,100 | −8.6% | ||||||||||||||||
| 2004 | Q1 | 74,700 | +6.6% | ||||||||||||||||
| 2004 | Q2 | 88,400 | +18.3% | ||||||||||||||||
| 2004 | Q3 | 94,500 | +6.9% | ||||||||||||||||
| 2004 | Q4 | 81,700 | −13.5% | ||||||||||||||||
| 2005 | Q1 | 80,000 | −2.1% | ||||||||||||||||
| 2005 | Q2 | 94,200 | +17.8% | ||||||||||||||||
|
2005 |
Q3{{ref|C|} |
104,900 |
+11.4% |
||||||||||||||||
|
Q4 |
n/a |
n/a | |||||||||||||||||
|
2006 |
Q1 |
95,800Template:,Template:100900Template:,Template:107300Template:,Template:105100 |
—Template:,+5.3%Template:,+6.3%Template:,−2.1% |
Q2 |
Q3 |
Q4 |
|||||||||||||
|
2007 |
Q1 |
96,700Template:,Template:107000Template:,Template:124300Template:,Template:118400 |
−8.0%Template:,+10.7%Template:,+16.2%Template:,−4.7% |
Q2 |
Q3 |
Q4 |
|||||||||||||
By the end of the fourth quarter in 2013, average weekday ridership on the San Diego Trolley reached approximately 119,800, establishing it as the fourth highest ridership light rail system in the United States and ranking twelfth in ridership density per route mile with over 2,239 daily passengers per route mile as of late 2014. The system has sustained relatively stable weekday patronage since mid-2013.
During fiscal year (FY) 2014, nearly 39.7 million unlinked passenger boardings were recorded—a 34% growth compared to FY2013 based on data from San Diego Metropolitan Transit System (MTS) and APTA statistics.[2] The Blue Line led with more than 15 million trips that year, followed by the Green Line with close to 13.7 million, and the Orange Line with around 10.9 million. The Silver Line offered limited midday service four days weekly with occasional disruptions and carried just over 29,000 riders during FY2014.
| Year | Annual Unlinked Passenger Trips (millions) | -
style=text-align:center; 2020 ||21.73[3] |
-
style=text-align:center; 2019 ||38.05[4] |
-
style=text-align:center; 2018 ||37.22[5] |
-
style=text-align:center; 2017 ||37.64[6] |
-
style=text-align:center; 2016 ||39.61[7] |
-
style=text-align:center; 2015 ||40.03[8] |
-
style=text-align:center; 2014 ||39.73[9] |
-
style=text-align:center; 2013 ||34.45[10] |
-
style=text-align:center; 2012 ||31.21[11] |
-
style=text-align:center; 2011 ||32.75[12] |
-
style=text-align:center; 2010 ||30.51[13] |
-
style=text-align:center; 2009 ||31.34[14] |
-
style=text-align:center; 2008 ||36.05[15] |
-
style=text-align:center; 2007 ||36.39[16] |
-
style=text-align:center; 2006 ||34.38[17] |
-
style=text-align:center; 2005 ||32.13[17] |
-
style=text-align:center; 2004 ||28.77[17] </wikitexttable> Before experiencing significant growth in the mid-2010s, ridership peaked in 2007 with annual passenger boardings exceeding 36 million, accompanied by a peak average weekday ridership of 124,300 during the third quarter—equivalent to approximately 2,323 passengers per route mile daily. Notes:
These ridership trends highlight the San Diego Trolley’s significance as a vital transportation asset within its service area, demonstrating steady growth linked to strategic route expansions and operational enhancements—key considerations for transit planning and investment decisions in public transport markets.
Balboa Park streetcar line proposalIn March 2011, MTS launched a feasibility analysis to reestablish an electrified streetcar route linking Balboa Park, the San Diego Zoo, and downtown San Diego. The conclusive report was released in October 2012. This proposed alignment would connect City College Trolley Station with Balboa Park near the Zoo, tracing a corridor previously served by streetcars until 1949 on routes 7 and 11. The study examined potential streetcar vehicle options, including the contemporary 2011 S70 models and refurbished PCC streetcars from the Silver Line fleet. Significant construction obstacles included crossing Interstate 5 without rebuilding the existing bridge and ensuring track infrastructure could bear the weight of heavier light rail vehicles for possible future network extensions. No affordable construction alternatives were identified. Projected costs for construction totaled $68.2 million, with vehicle expenses ranging from $850,000 for restored PCC cars to $3.6 million for modern streetcars. The plan envisioned operating four vehicles on the line. To date, no funding has been secured, and no subsequent developments have occurred since the study’s publication in 2012. Airport extension proposalA notable deficiency in the San Diego Trolley network is the absence of a direct connection to San Diego International Airport. Although MTS recognizes the engineering complexities and substantial expenses involved, there is considerable public support for such an extension. Various concepts have been proposed, especially under the "Elevate SD 2020" transit tax initiative, which sought to link the airport with both 12th & Imperial and Old Town Transit Centers via a wye connection between Middletown and Little Italy stations. However, this transit tax proposal was withdrawn by MTS in April 2020. At present, an airport trolley extension remains a potential component of SANDAG’s Central Mobility Hub project, which is currently undergoing review in its Draft Environmental Impact Report stage. Currently, bus Route 992 provides a shuttle between the trolley system and the airport through Santa Fe Depot/America Plaza. Additionally, two airport-operated shuttles serve all terminals: the San Diego Flyer connecting to Old Town station and a rental car shuttle near Middletown station. Future transit initiatives emphasize development of an automated Airport Transit Connection people mover system designed to reduce surface traffic by approximately 20%, improve airport access, and support broader regional transportation objectives.
Purple Line proposalThe proposed Purple Line would operate as a new trolley route extending from San Ysidro Transit Center at the United States–Mexico border northward to Kearny Mesa, with a potential further extension reaching Carmel Valley. The alignment would generally follow or run adjacent to I-805 and I-15 corridors. In April 2011, SANDAG unveiled its 2050 Regional Transportation Plan—approved later that year in October—which included this inland trolley corridor from San Ysidro to Kearny Mesa, later designated as the Purple Line. A 2016 ballot measure intended to finance Purple Line development did not pass. Subsequently, in April 2019, MTS incorporated the Purple Line into a proposed November ballot measure seeking to raise countywide sales tax by half a cent for transit projects. Nevertheless, MTS abandoned this tax proposal in April 2020. Cross-Border Trolley and Related Initiatives at San YsidroThe Blue Line currently terminates at the San Ysidro Transit Center, located just north of the Mexico–United States border. There are proposals to extend this line into Tijuana, pending necessary approvals. This extension would span approximately 1 to 1.5 miles on elevated tracks, culminating in a new station within Tijuana. Known as the "Cross-Border Trolley," this project has backing from both the SANDAG and Baja California authorities, with an anticipated completion timeline of up to eight years. Additional Planned ProjectsThe 2021 regional strategy by SANDAG outlines further rail network expansions projected for completion by 2050. These include a tram route dubbed "Tram 555" connecting downtown San Diego to Hillcrest via Logan Heights; Commuter Rail lines 581 and 581B linking El Cajon with downtown and the envisioned Central Mobility Hub at San Diego International Airport; as well as Commuter Rail 583, which would connect the Central Mobility Hub to San Ysidro.
Rolling StockAll primary lines of the San Diego Trolley system utilize an exclusive fleet of Siemens-manufactured light-rail vehicles (LRVs), complemented by two "heritage" PCC streetcars operating solely on the Silver Line—a downtown-focused route with limited scheduling. At its inception in 1981, the system acquired 71 high-floor Siemens–Duewag U2 LRVs, originally engineered for the Frankfurt U-Bahn. These vehicles underwent modifications for North American standards and were delivered in four separate consignments between 1980 and 1989. Constructed in West Germany with later production support from Siemens’ Florin, California facility, these cars were phased out between 2010 and 2015. Eleven units were sold to Metrotranvía Mendoza in Argentina in 2010; the remainder were retired following upgrades to the Orange and Blue Lines by 2015. Six U2 cars have been preserved or donated to railway museums, including car number 1035, which was sold in 2020 to the Memphis Area Transit Authority for modern vehicle trials on its Madison Avenue Line. In 1995, San Diego expanded its fleet with 52 high-floor Siemens SD-100 LRVs—an advancement over the U2 model—produced at the Florin plant. These vehicles were fully retired by 2023. Beginning in 2005, the agency transitioned to low-floor Siemens S70 LRVs that require raised platforms and are limited to operation on the Green Line due to their extended length. In 2009, a purchase was made for 65 Siemens S70 US ("Ultra Short") LRVs designed to match the SD-100’s length while maintaining a low-floor configuration. In 2016, an order was placed for 45 Siemens S700 US LRVs featuring redesigned center sections with longitudinal seating aimed at enhancing passenger circulation and comfort. A subsequent order for an additional 25 S700 US units was fulfilled by late 2021.
SpecificationsOutlined below are the key technical details for the system's three main light rail vehicle models:
See also
Notes
Sources
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