Saratov in the early 20th century was not much different from European cities with a similar population and level of industry. In 1902, it ranked third in population in Russia, considering modern borders. Therefore, the city authorities began to consider full electrification and the organization of tram traffic.

Trams appeared in Moscow in 1899 and in Kyiv in 1892. Horse-drawn carriages were replaced by trams, as horses became tired and required care. On January 29, 1902, the Saratov city administration announced an invitation to entrepreneurs to create a central electric station for lighting, trams, and industrial needs.

Electricity was already used in Saratov, but on a limited scale. The construction of a power station would allow for street lighting and the electrification of homes and shops. After a competitive selection in 1905, a contract was signed with the Belgian joint-stock company 'Mutual Tram Company.' The Belgians owned tram systems in many cities around the world. In Saratov, cars of Belgian and German production were used.

The transition from horse-drawn carriages to trams was logical but did not always mean a direct replacement. In Saratov, competition between them was avoided. In 1907, the horse-drawn carriage was handed over to the Belgian company, and tram lines were laid along the existing routes of the horse-drawn carriages. Nine tram lines were planned.

In 1907, the construction of a complex of tram park buildings and a power station began, completed in 1912. The architect was Yuri Nikolaevich Terlikov. The complex is still a cultural heritage site and serves as the base for MUPP 'Sargoreltrans.'

The power station, with a capacity of 3200 horsepower, provided electricity for trams and lighting. By 1930, it remained the main source of electricity for the city. On October 5, 1908, a test run of the tram on the new route 'Station, Wharf' took place. During the test run, a breakdown occurred, but no one was injured.

On October 10, 1908, tram traffic was officially opened. By the end of 1909, there were 9 routes operating in Saratov, with a total length of 35 km. The speed of trams in the city was 13-16 km/h, and outside the city, 21 km/h. The fare was 5 kopecks in the 1st class and 3 kopecks in the 2nd class.

The tram became popular among all layers of society. New buildings were constructed near tram lines. On pre-revolutionary postcards of Saratov, trams symbolized the city's high status.

The Saratov tram was used not only for business trips but also for country outings. In 1910, the Dacha line opened, leading to summer cottages and a sanatorium. The fare was 20 kopecks. The toponyms associated with the Dacha line have survived to this day.

By 1917, the length of tram lines was 71.6 km. However, even before the October Revolution, problems began. By 1914, the power station had reached its capacity. World War I halted development, and there were disruptions in repairs and supplies.

After the February Revolution of 1917, only a third of the trams were operational. In 1918, electricity production decreased, and only 10 motor and 7 trailer cars remained in operation.

On January 19, 1918, it was decided to confiscate the power station and tram facilities from the Belgians. Nationalization did not improve the situation due to the Civil War. By mid-1919, passenger transport ceased, and trams were used for freight transport.

Passenger traffic resumed on August 1, 1921. Old and homemade parts were used for restoration. Significant improvements occurred only in the late 1920s.