Routes were built in stages, and the network reached its maximum size in 1945, served by a fleet of 61 tramcars.

The uncontrolled increase in motor vehicles like buses, taxicabs, and private cars started choking the streets of Medellín.

The population growth of Medellín led to increasing number of private cars finding their way to the streets, jamming traffic in the city.

Beginning in the 1980s, these problems grew severe, and by the mid-1990s, the inhabitants of Medellín realized that the unbridled use of private cars and the closure of the old tram had been a mistake.

Many cities around the world like Tunis, Algiers, Sydney, Buenos Aires, Shanghai, Dublin, Edinburgh, Athens, etc.

Trying to fix the error of closing the former tram network, the government started to initiate measures to decrease pollution as soon as possible.

To resolve this challenge, the transport authority decided in 2015 to construct the first tramway in the Miraflores area, which lies on the eastern side of the main city.

On 13 May 2011 the city signed a contract with Lohr Industrie of France (acquired by Alstom in 2012) to build a Translohr line between the San Antonio metro junction and the east side of the town – a sort of eastward continuation of metro route B.

A Translohr vehicle resembles a tram and draws power from overhead wires, but runs on rubber tyres and is guided by a center rail.

It is one of the means of payment to use the Integrated Transport System of the Aburrá Valley (SITVA), which allows a greater speed in the entries by tourniquet and in the time of loading and reloading of the card.

Mayor Federico Gutiérrez in his campaign also proposed as a mobility proposal to build another corridor using the same tram technology connecting the Aguacatala station with Palos Verdes, crossing Avenue 34 until Palmas, and the continuing further down the avenue, crossing the Ayacucho tram before arriving at its terminal.