The streetcar South Salt Lake
The streetcar with four of its seven stops in this city
The S-Line streetcar, four of its seven stops sit in South Salt Lake
Utah's first modern streetcar opened in December 2013, and it is almost always written about from the Sugar House end. Read from South Salt Lake it is a local line: four of its seven platforms sit inside the city, it runs every fifteen minutes on a weekday for the ordinary transit fare, and its western end is the one place in Utah where three light rail lines meet a tram. Here are the stops, the times, the park beside the track, and what the extension at the far end means for this side.
By Scott Buehler, Moving Utah
Updated October 2026
The short answer
The S-Line is a two mile electric streetcar that runs across the top of South Salt Lake, and four of its seven stops sit inside the city: Central Pointe, South Salt Lake City, 300 East and 500 East. It runs every fifteen minutes on weekdays and Saturdays, every thirty on Sundays, for the ordinary UTA fare, and it covers the whole line in about ten minutes. The value is at the west end, where all three TRAX lines meet the tram at Central Pointe, so a walk to a platform here turns into a car free ride to downtown, the University of Utah or the airport.
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The stops
Seven platforms, and what each one is actually for
Two miles is short enough that the stops sit close together, so what tells them apart is what is beside each one, not the distance between them. The line runs two miles of route on 2.74 miles of track, and the split that matters is simple: four stops are inside South Salt Lake and three are in Salt Lake City. Here are all seven in order, from this city outward.
| Station | Which city | What it is for |
|---|---|---|
| Central Pointe | South Salt Lake | The western end and the interchange with all three TRAX lines. The mural district, the taproom blocks and a 650 capacity music hall are all a short walk away |
| South Salt Lake City | South Salt Lake | The second stop, on the redevelopment corridor along the city's north edge |
| 300 East | South Salt Lake | The middle of the line and the west end of the double track section built in 2019 |
| 500 East | South Salt Lake | The last stop inside this city, on the residential spine that also carries the park and a county library branch further south |
| 700 East | Salt Lake City | The first stop in Salt Lake City, and the west end of the new double track added with the extension |
| Sugarmont | Salt Lake City | A neighborhood stop in Salt Lake City's Sugar House shopping district |
| Fairmont | Salt Lake City | The eastern terminus of the original route, and where the Highland Drive extension continues east |
Four of the seven stops are inside South Salt Lake; the three in Sugar House belong to Salt Lake City.
The 2019 double track is why the fifteen minute service exists. The line was built with a single track for much of its length, which caps how often a tram can run. A section between 300 East and 500 East was doubled in early 2019 at a reported cost of about 5.9 million dollars, and that piece of engineering is what allows today's fifteen minute service. It is also why the extension adds new double track between 500 East and 700 East: frequency on a streetcar is a track problem before it is a timetable problem.
The park it runs through
A linear park with a tram inside it
Beside the tracks for about a mile runs the S-Line Greenway, and it is the part of this line that a visitor is most likely to remember. It was built as a linear park rather than as a landscaping afterthought: plazas, public art, paved paths, a bocce court and a section of Parley's Trail, put together jointly by two cities, by UTA, which owns the corridor, and by the trails coalition that pushed for the route. The result is a strip of park with a working tram running down the middle of it, which is an arrangement you can count the examples of on one hand.
Parley's Trail itself runs eight miles from the mouth of Parley's Canyon to the Jordan River, and South Salt Lake counts 2.6 of those miles inside its own boundary. That means the greenway is not a decorative loop; it is a built segment of a genuine cross valley route, and walking or riding east or west from any of the four city platforms puts you on it.
The practical value of this is a February one. A paved, lit, level path that is also a transit corridor works in weather that closes softer routes, and it works at hours when a canyon trail does not. For a household in the northern half of this city it is the single most usable piece of outdoor space in reach, precisely because it asks nothing of the season.
The greenway is the rare piece of transit landscaping that people use on days they are not catching anything.
What is changing
The extension is at the far end, and it barely touches this city
As of 2026 the eastern end of the line is being extended, well past South Salt Lake. Here is what that adds, and why an address on this side feels almost none of it.
The work continues the line about a quarter mile east of Fairmont, the eastern terminus of the original route, to a new stop at Highland Drive and Simpson Avenue in Salt Lake City's Sugar House. The same project lays new double track between 500 East and 700 East, which is what protects the fifteen minute service as the line gets longer. UTA has said the streetcar keeps running while the work goes on.
None of that reaches the four South Salt Lake platforms. They are not moved, closed or rebuilt, and the construction sits at the opposite end of the line, over the city boundary in Salt Lake City. The one piece that touches this city's edge is the double track between 500 East and 700 East, and even that is track work rather than anything a rider notices at the platform.
Rail timelines move, and this one already has, so I am not going to print an opening month. If you are planning a trip that uses the far end of the line, check UTA for the current schedule rather than trusting a mapping app or a page like this one.
The extension, in short
This work is at the far end of the line, not at this end. The extension is entirely past the eastern terminus, over in Salt Lake City. The four platforms inside South Salt Lake are not being moved, closed or rebuilt as part of it. If you read about S-Line construction and you are weighing an address on this side, the honest answer is that the disruption is at the far end and the extra stop is a small gain on a two mile line.
Using it
What a two mile tram is actually good for
Be honest about the scale first. Two miles end to end in about ten minutes is not a commuter railway and it does not pretend to be. What it is good for is the last mile: getting from a residential street in the eastern half of this city to the interchange at Central Pointe, where the actual network starts. Used that way it turns four platforms into access to downtown, the university and the airport without a car, and that is a genuinely different daily arithmetic from most valley addresses.
The second thing it is good for is an evening. A music hall stands opposite the western terminus, and the mural district and the taproom blocks are on the same few streets, so a night out can begin and end on a platform, which takes the drinking and driving question off the table. The Mural Fest and creative zone page covers what is within that walk.
What it is not good for is a Sunday errand in a hurry, because the headway drops to thirty minutes on a Sunday, and it is no use beyond its own two miles without a change at Central Pointe. Read it as a feeder into three light rail lines rather than as a route in its own right and it will not disappoint you.
One honest tradeoff comes with the corridor itself. A streetcar is quiet next to a freight line or FrontRunner, since it is electric, tops out at 25 miles an hour and sounds a bell rather than a horn, but a home right on the alignment still hears a tram pass every fifteen minutes and the crossing bells that go with it. The greenway side of the track is the amenity; the trackside is the thing to stand on the sidewalk and listen for before you commit to an address.
Fares are ordinary UTA fares, and that surprises people. There is no separate streetcar ticket. The S-Line sits on the same fare structure as TRAX, and the same passes and cards work on it, so a trip that starts on the streetcar and continues on a train is priced as one journey, not two. Fares change over time, so confirm the current fare and pass options with UTA.
Keep reading
More of South Salt Lake on The Local
Things to do
The top 8, ranked
Murals on working walls, a 650 capacity hall, a streetcar, and a creek nobody notices.
Read the guideThe murals
Mural Fest and the creative zone
Ten new murals a year since 2018, on the warehouse blocks west of State Street.
Read the guideThe park
Fitts Park and Mill Creek
Ten acres, three creeks, the oldest trees in the city, and a garden you apply for.
Read the guideThe river
The Jordan River edge
A 75 acre natural area, a free bird center, and the quietest edge of a loud city.
Read the guideMoving here
An inner ring address
Named avenues instead of numbers, and a town that incorporated over a sewer bill.
Read the guideThe companion
South Salt Lake, the whole picture
The murals, the creek park, the streetcar, the river edge and the address, in one place.
Read the pageQuick answers
The S-Line, answered
Four of the seven. Central Pointe, South Salt Lake City, 300 East and 500 East all sit inside the city boundary. The other three, 700 East, Sugarmont and Fairmont, are in Salt Lake City. That is a lot of rail platforms for a city of 6.94 square miles, and it is why the eastern half of South Salt Lake reads as transit connected on a map even though no TRAX line runs through it.
Every fifteen minutes on weekdays and Saturdays, and every thirty minutes on Sundays. The whole line takes about ten minutes end to end at a top speed of 25 miles an hour. The fifteen minute service exists because a section of single track between 300 East and 500 East was doubled in early 2019, at a reported cost of about 5.9 million dollars, since frequency on a streetcar is a track capacity question before it is a timetable one.
The ordinary UTA fare, the same as TRAX, with the same passes and cards. There is no separate streetcar ticket and no premium for it, so a trip that starts on the tram and continues on a train is priced as one journey, not two. Fares change from time to time, so confirm the current fare with UTA rather than trusting a figure from a page like this one.
Two miles east from Central Pointe in South Salt Lake to Fairmont, in Salt Lake City's Sugar House area, running on an old freight alignment just south of 2100 South. Central Pointe is the interchange: all three TRAX lines meet the streetcar there, which puts downtown, the University of Utah, the airport, West Valley, Draper and Daybreak within a one seat ride of the tram's western end.
A linear park about a mile long that runs beside the streetcar tracks, built jointly by Salt Lake City, South Salt Lake, UTA, which owns the corridor, and the coalition that pushed for the trail. It carries paved paths, plazas, public art, a bocce court and a built section of Parley's Trail. It is a public path with no gate and no season, which makes it one of the more usable pieces of outdoor space in this city in February.
They overlap rather than being the same thing. Parley's Trail runs eight miles from the mouth of Parley's Canyon to the Jordan River, and one built segment of it runs inside the greenway beside the streetcar. South Salt Lake counts 2.6 of the trail's eight miles inside its own boundary. So the greenway is a mile of landscaped corridor, and the trail is the longer cross valley route that a piece of the greenway forms part of.
Yes, at the eastern end. As of 2026 UTA is extending the line about a quarter mile past Fairmont to a new stop at Highland Drive and Simpson Avenue, in Salt Lake City's Sugar House, and adding new double track between 500 East and 700 East. The streetcar keeps running while the work goes on. Rail timelines move, so check UTA for the current schedule before you plan a trip around the far end.
Barely. The extension is entirely past the eastern terminus, over in Salt Lake City, and none of the four South Salt Lake platforms is being moved, closed or rebuilt. The one piece that reaches this city's edge is the new double track between 500 East and 700 East. If you are weighing an address on this side and reading about S-Line construction, the disruption is at the far end and the gain is one more stop on a two mile line.
As a feeder, yes, and that is the honest framing. Two miles in ten minutes is not a commute on its own. What it does is link residential streets in the eastern half of the city to Central Pointe, where three TRAX lines start, which turns a short walk to a platform into a car free trip to downtown, the university or the airport. Read it as the last mile of a bigger network rather than a route on its own and it does its job well.
A platform within walking distance changes what a household spends on cars
Four streetcar platforms and three TRAX stations inside 6.94 square miles is the strongest single practical argument for an address in this city, and it is also the reason rail noise lands unevenly across it. The two facts are the same fact. Tell me what you are weighing and I will put you with a Salt Lake County partner agent who knows which streets get the benefit without the track, and stay on the file for the homework and the financing side.
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