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Author: 
 
 Arnold, Bion Joseph 
 
 Title: 
 
 Report on the 
 improvement and 
 
 Place: 
 
 San Francisco 
 
 Date: 
 
 1913 
 
RESTRICTIONS ON USE: 
 
 FILM SIZE: 
 
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 ^^>g3i7»i^-ca 
 
 COLUMBIA UNIVERSITY LIBRARIES 
 PRESERVATION DIVISION 
 
 BIBLIOGRAPHIC MICROFORM TARGET 
 
 MASTER NEGATIVE * 
 
 ORIGINAL MATERIAL AS FILMED - EXISTING BIBLIOGRAPHIC RECORD 
 
 Ar63 
 
 Arnold, Bion Joseph, 1861- 
 
 Report on the improtrement and development of the trans- 
 porta ion facilities of San Francisco. Submitted to the mayor 
 T A i!?'"'*'''^ ""^ supervisors, city of San Francisco, by Bion 
 jiicM X ioTs!'^^ ^'"^ ^"^"^'** ^'" Francisco ^The Hicks- 
 
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 Attached to frontispiece is double relief map. 
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 KKOXTISIMKCK I!. UKMKI' MAP OF SAN l-UAXCISO) WITH DISTRT lUTI" 'N <>l' I'OITI.ATK ).\ I\ 1910 AM) UAILWAV LINKS PKKSEXT AND PROPOSED. 
 
 This map affords a f?raphJc picture of the intUicncc of existing topography i the settlement ot the city, and the absolute dependence of the people upon transit 
 
 lines. One dot represents 2(X) people, based on sleeping population only, as deti nined by the 1910 census for each enumeration district. The unsettled areas of 
 
 San Francisco arc clearly distinguishable, also the extensions thereto planned fo'' >oth present and future construction. Contours are shaded in at 20-foot levels, 
 and tunnel projects are indicated by white lines. 
 
I 
 
 REPORT 
 
 ON THE 
 
 ^ 
 
 IMPROVEMENT AND DEVELOPMENT 
 
 OF THE 
 
 TRANSPORTATION FACILITIES 
 
 OF 
 
 t 
 
 SAN FRANCISCO 
 
 SUBMITTED TC THE 
 
 « 
 
 » • t » • » ' 
 
 #1./ t a » 
 
 MAYOR 
 
 • / 
 
 '. .■ . : . , AND THE 
 
 BOAI^D OF SUPERVISORS 
 
 City of San Francisco 
 
 » » » » » • 
 
 BY 
 
 BION J. ARNOLD 
 
 Consulting Engineer 
 
 Saa Francisco, March, 1913 
 
 Price $1.00 
 
IS lA^ 
 
 CONTENTS 
 
 Letter of transmittal. 
 
 Condensed summary of recommendations and important exhibits. 
 
 Brief review of entire report, by chapters. 
 
 Part I— General Program ^^^^ 
 
 Chapter >> 
 
 1. Present Transportation Conditions.* ^ 
 
 2. Growth of Earnings and Transit Investment* 15 
 
 Estimates of future growth in population. 
 Prediction of future earnings and extensions. 
 Purchasing power and railway investment. 
 Record of business and railway growth. 
 
 3. Development of Transit System 39 
 
 Unified and municipal lines.* 
 
 Rapid transit development. 
 
 Facilities for Panama-Pacific Exposition.* 
 
 4. Plan of Procedure for the City 77 
 
 Franchises, financing and control. 
 Interpretation of Resettlement Franchise Phn. 
 
 Part II— Service and Routing 
 
 5. Traffic and Service in thVLoadijI]^. District.*. • • ' 95 
 
 Results of traffic coufits:' .•*'-'' ^ •• • 
 Analysis of rush hour service. 
 
 6. Relief of Lower Market Street* 117 
 
 Methods of operation. 
 
 Development of four-track operating plan. 
 
 7. Rerouting and Service Distribution 14-1 
 
 Rerouting terminal district. 
 Rerouting outlying district. 
 Service redistribution. 
 Routing municipal system. 
 General service improvements. 
 
 Part III — Improvements in Rolling Stock 
 
 8. Design of New RoUing Stock.* .^ 177 
 
 Municipal railway car. 
 United Railroads 1912 car. 
 
 ♦Previously presented as preliminary reports. 
 
 f , 
 
 CONTENTS 
 Chapter Pag* 
 
 9. Improvements in Existing Rolling Stock.* 197 
 
 Methods of increasing speed of prepay operation. 
 Report on brake equipment. 
 
 Part IV — Improvements in City Plan 
 
 10. Tunnels into Harbor View.* 217 
 
 {^ > 11. Market Street Extension Tunnel under Twin Peaks.* .... 225 
 , \\ Location and alignment. 
 
 10 Type and general design. 
 
 ^ 12. Street and District Improvements 271 
 
 ^ :r Extensions, widenings, cuts, fills, etc. 
 
 ^ % Supplemental tunnel projects. 
 
 J^ 13. Ferry Terminal Improvements at Harbor Front 295 
 
 ^\^ Plans for permanent relief of congestion. 
 
 Minimum improvements to be considered. 
 
 I* 
 
 ^ Part V — Railway Operation and Records 
 
 ^ 14. Analysis of Financial and Operating Records 315 
 
 ^ Capital investment and betterments. 
 
 ** Trr.ffic, earnings and expenses. 
 
 15. Condition of Physical Property 339 
 
 Results of property inspection. 
 Analysis of maintenance of rolling stock. 
 
 Part VI — Franchise and Legal Matters 
 
 16. Charter Amendment No. 34.* 359 
 
 Discussion of underlying principles. 
 
 17. General Franchise Ordinance ^7^ 
 
 Essential requirements, new and resettlement franchises. 
 
 18. Present Franchise Status 393 
 
 Legal questions involved. 
 
 19. Report on Taxable Mileage.* -401 
 
 Prescribing methods of determining basis of taxation. 
 
 Appendix 
 
 Review of Transit Developments in San Francisco 411 
 
 Text of Charter Amendment 34.*; 430 
 
 General Index of Report and Exhibits 451 
 
 Statistical exhibits and plates accompanying report. 
 
 •Previously presented as preliminary reports. 
 
OFFICIALS, CITY OF SAN FRANCISCO 
 
 JAMES ROLPH. JR.. MAYOR 
 
 BOARD OF SUPERVISORS 
 
 Paul Bancroft. 
 GuiDO E. Caglieri. 
 Andrew J. Gallagher 
 George E. Gallagher. 
 
 A. H. GlANNINI. 
 
 J. Emmet Hayden. 
 Fred L. Hilmer. 
 Oscar Hocks. 
 Thomas Jennings. 
 
 John 
 
 MEMBERS 
 
 Adolf Koshland. 
 
 Byron Mauzy. 
 William H. McCarthy. 
 Ralph McLeran. 
 Charles A. Murdock. 
 Daniel C. Murphy. 
 Edward L. Nolan. 
 Henry Payot. 
 Alexander T. Vogelsang. 
 S. Dun NIG AN, Clerk. 
 
 ^ 
 
 I 
 
 
 LETTER OF TRANSMITTAL 
 
 To the Honorable Mayor 
 
 and Board of Supervisors, 
 
 City and County of San Francisco. 
 Sirs : 
 
 In compliance with the engineering commission entrusted to 
 me through Resolution No. 8725 (New Series), and subsequent 
 resolutions, to "advise the Board of Supervisors as to what action 
 it should take in order to improve the transportation facilities of 
 this city," I have the honor to present in this final report my con- 
 clusions and recommendations in full upon the transportation 
 problem of San Francisco. 
 
 Owing to the necessarily comprehensive character of this investi- 
 gation, and the special subjects submitted to me for study, I have 
 deemed it expedient to submit to you from time to time preliminary 
 reports on subjects of greatest urgency, all of which, revised to suit 
 the conditions as they now exist, are included herein. 
 
 Some of these special studies, such as tunnels and subways, 
 while urgent, were somewhat foreign to the immediate subject 
 of transit improvements ; but the necessities of the moment, largely 
 due to the pressure of work entailed upon your City engineering 
 department by the Hetch Hetchy investigation, relating to water 
 supply, necessitated undertaking much routine work which con- 
 siderably delayed the major work in hand. 
 
 The expenses of this investigation have been approximately 
 detailed as follows in order that you may have a proper understand- 
 ing of its scope and the advisability of its having been continued 
 to finality: 
 
 Rapid Transit Tunnels and Subways 19% 
 
 Franchise Plan and Charter Amendments 14% 
 
 Traffic and Service Survey 13% 
 
 United Railroads, Investigation of System 21% 
 
 Municipal Cars and System, Exposition Transporta- 
 tion, Improvements in City Plan, Future Growth 
 of District, Steam and Water Terminals, and 
 Research and General Office Work 33% 
 
 100% 
 
 Many valuable suggestions and criticisms have been tendered 
 by the various civic bodies and individual citizens, and to them I 
 
1 
 
 VI 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 LETTER OF TRANSMITTAL 
 
 VII 
 
 hereby extend my appreciation, as well as to my local organization 
 for faithful performance of the arduous duties of this investigation. 
 As far as permissible, considering the special training required, 
 I have endeavored to organize this local force from San Francisco 
 men having direct knowledge of your city. 
 
 The report is presented in sections to permit of convenient sub- 
 division of such a comprehensive subject, and according to my 
 understanding of your needs, supplemental discussions of the more 
 important phases have been included with a view of presentmg 
 cogent reasons for my conclusions and recommendations. Other- 
 wise, many of these conclusions might not be evident, or might 
 be entirely misunderstood. For the benefit of those desiring only 
 a broad view of the subject there follows in the ''General Review" a 
 resume of the salient points discussed later in detail. 
 
 In the course of this major investigation, both the present 
 and future needs of your city have been exhaustively studied with 
 due regard for the lessons of the past. Definite recommendations 
 are made, in all cases bringing to bear upon local problems experi- 
 ence gained in the investigation of similar ones in other cities. And 
 I have especially endeavored to develop a transit plan upon these 
 broader lines, although necessarily giving due consideration to the 
 minor needs of the present. 
 
 The only limitations experienced have been due to the incom- 
 pleteness of essential records, both of City and Company, partly 
 through the results of their destruction in the great fire. These 
 limitations debar conclusions as to the corporate financial status 
 of the United Railroads, which however is a matter entirely in the 
 hands of the State Railroad Commission, according to my inter- 
 pretation of the Public Utilities Act, and is not directly involved 
 in or within the scope of the determination of service under the 
 regulative powers of the municipality. 
 
 After much study of the existing transit system, I am convinced 
 that the franchise situation is by far the major factor in the solu- 
 tion of present and future traction difficulties, upon which, in my 
 judgment, immediate efforts should be centered. The "Chicago 
 plan,^' when perfected in the light of direct experience with its opera- 
 tion' holds in my opinion the fullest possible measure of hope for a 
 greater San Francisco, unified under such a plan of logical, har- 
 monious development. After exhaustive study of alternatives, I 
 firmly believe that under its present financial organization, your city 
 will be able, by this means, to realize sooner than by any other the 
 manifest desire of its citizens, as definitely expressed in your 
 Charter and the platform of your last municipal campaign— namely, 
 ultimate municipal ownership. 
 
 Throughout this work, I have endeavored to maintain an ab- 
 solutely impartial frame of mind as between municipal and cor- 
 porate interests, with a view of conserving to the greatest possible 
 extent the best interests of your citizens, which in the end constitute 
 the sole object of municipal government; and no prejudicial criticism 
 has had the slightest weight in the determination of conclusions 
 reached. 
 
 I desire to express my appreciation of the co-operation of your 
 Honorable Body, the officials of the United Railroads in traction 
 matters, and of the Southern Pacific, Key Route, and Northwestern 
 Pacific systems relative to commuter travel ; for in the absence of the 
 voluminous data submitted relative to property and operations, this 
 investigation would have been seriously handicapped. This com- 
 pliance in an impartial investigation and criticism confirms my belief 
 that, in spite of past misfortunes, the company first mentioned, as well 
 as those in many other cities, would welcome and participate in a rea- 
 sonable, sane, and just solution of the present difficulties, in order 
 that the interests of both the Public and the Investor may be con- 
 served and developed to the fullest possible extent. 
 
 • 
 
 Respectfully submitted. 
 
 Consulting Engineer. 
 
 San Francisco, March 31st, 1913. 
 
GENERAL PROGRAM OF TRANSIT DEVELOPMENT 
 
 I— FOR THE CO-OPERATION OF CITY AND COMPANY 
 
 Negotiate some form of resettlement franchise with indeterminate, 
 amortizing, profit-sharing and regulative features. 
 
 Agree upon a reasonable apportionment of extensions, between 
 private and municipal lines, or else a basis of rental. 
 
 Establish a combined operating plan for lower Market Street, with 
 improvements in location and type of safety stations. 
 
 Establish an improved plan for routing and distribution of service 
 in accordance with traffic requirements. 
 
 Follow plan of most direct radial trunk lines and distinct cross- 
 town laterals, as far as permitted by street layout. 
 
 Establish alternate stops in short-block districts, and fast limited 
 service to suburbs. 
 
 Perfect City ordinances so as to remove unnecessary restriction-* 
 and facilitate passenger transit. 
 
 Provide for through route plan of operation with suitable rentals 
 for 'use of municipal tracks. 
 
 Standardize rolling stock, preferably to the Chicago standard of 
 car width and track centers, so as to preserve maximum road- 
 way. 
 
 Develop special type of car for hill service. 
 
 Work out plans for universal transfers and track rentals, to provide 
 direct transportation to the Exposition for a single fare. 
 
 Expand and perfect present surface lines so as to provide feeders 
 to an ultimate rapid transit system. 
 
 Develop jointly with Ocean Shore and Southern Pacific Companies 
 electrification of existing steam lines for suburban transporta- 
 tion. 
 
 Develop new union railroad terminal station suitable for such, 
 electrification. 
 
 Develop cross-town service lines with transfer facilities. 
 
 II— FOR THE COMPANY 
 
 Defer secondary dividends until property is built up to a proper 
 
 standard. 
 Increase appropriation for general repairs and maintenance. 
 Provide an adequate depreciation reserve fund in cash or quick 
 
 assets. 
 Increase rehabilitation schedule, especially on track work, until 
 
 the system is fully standardized. 
 Plan for the building of 70 miles of extensions now necessary as 
 
 soon as franchise conditions permit. 
 
 GENERAL PROGRAM 
 
 IX 
 
 Extend thereafter at least in proportion to the growth in population 
 
 until development of surface system approaches sufficiency. 
 Provide immediately for 85 additional modern cars now necessary, 
 
 i. e., 20 more than now ordered. 
 Increase equipment at least 35 cars per year (cumulative), or more 
 
 if service standards require. 
 Rebuild non-prepay cars, improve prepay platforms, or retire obsolete 
 
 equipment from regular operation. 
 Enlarge inadequate cable equipment for double-end operation. 
 Institute recommended improvements in service and of>eration. 
 Enforce revised trainmen's rules for the operation of cars. 
 Designate and adhere closely to fixed stopping points. 
 Continue traffic observations in order to maintain definite service 
 
 standards developed herein. 
 
 Ill— FOR THE CITY 
 
 Enact transit regulative ordinance based on findings of this report, 
 
 for improvement of service, equipment and operation. 
 Establish advisory transit bureau for investigation, record and 
 
 maintenance of service standards. 
 Formulate a general franchise ordinance operative under Charter 
 
 Amendment 34. 
 Re-submit Charter Amendment 34 at earliest possible date. 
 Re-submit amendment creating an impartial technical commission 
 
 for the regulation and administration of utilities. 
 Re-submit amendment exempting revenue-producing bonds from 
 
 municipal debt limit. 
 Construct Harbor View, Twin Peaks, and possibly Church Street 
 
 tunnels as soon as possible. 
 Organize City Planning Commission to carry out needed improve- 
 ments for facilitating rapid car operation. 
 Enforce contour plan of subdivision of hillside property. 
 Extend traffic regulation to cover size and type of vehicles and 
 
 plan of special traffic routes. 
 Develop definite transit policy that will invite private investment 
 
 until purchase of utilities becomes possible. 
 Consider Metropolitan District Control for Bay cities and commuter 
 
 district. 
 
 IV— FOR THE PUBLIC 
 
 Avoid accidents by not boarding or alighting from cars when in 
 
 niotion. 
 At heavy loading points where extra conductors are stationed, use 
 
 forward as well as rear entrance. 
 Facilitate t^pid loading by having the exact fare ready. 
 
i> 
 ll 
 
 
 
 X SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Avoid delay by signaling for a stop before the street desired is 
 
 reached. 
 Form the habit of moving forward in the car promptly, thus 
 
 encouraging others to do likewise. 
 Smokers use only forward open sections, to reduce congestion at 
 
 the rear. 
 Use the forward exit gate under ordinary circumstances. 
 Avoid abuse of transfer privilege by stop-overs or round-trip riding 
 
 on a single fare. 
 Do not expect all routes in the city to be run on Market Street. 
 Consider one block's walk to a car line as reasonably convenient 
 
 service, and no hardship. 
 Do not insist on the imposition of special stops upon an already 
 
 slow schedule. 
 Report promptly to the Company serious infractions of discipline. 
 
 LIST OF IMPORTANT EXHIBITS 
 
 Figure . Page 
 Front- Relief map with distribution of population and rail- 
 ispiece. way extensions, unified system. 
 
 1. Future population, S. F. and commuter district 19 
 
 5. Analysis of growth, earnings and purchasing power. . 30 
 
 10. Relief map, competitive municipal system extensions. 47 
 
 16. Harbor View service lines — unified plan with tunnels . 63 
 
 20. Distribution of income — City, Company, and Labor.. 84 
 
 22. Financial results of Charter Amendment 34 89-90 
 
 26. Variations in service standards during rush hours... 114 
 
 29. Comparative study of loading speed of cars 126 
 
 34. CartraflFiconMarketSt.,4-track operation, Plan A.. 134 
 
 37. Terminal routing plan for loading district 146 
 
 41. Typical record of traffic and earnings by routes 167 
 
 69. Traffic and transit tunnel, Mission-Sunset project. . . 269 
 
 70. Relief map showing slopes over 10% and 25% 273 
 
 76-77. Cross-sections of business streets, showing arcade... 282 
 
 87. Boat arrivals and car service at the Ferry 306 
 
 88. Corporate relationships. Street railway "family tree." 320 
 
 89. Record of income account and expenditures since 1900 324 
 
 90. Comparative distribution of expenditures by years. . . 327 
 98. Record of car maintenance expenditures — U. R. R. . . 354 
 
 Plate 
 
 9. Passenger distribution by streets during rush hour. 
 
 10. Recommended 4-track operating plan for Market St. 
 
 11. General arrangement and design of Municipal Ry. car. 
 
 GENERAL PROGRAM 
 Plate 
 
 12. Improvements in platform and seating plan, U. R. R. 
 
 cars. 
 
 13. General plan and profile of Twin Peaks tunnel. 
 
 17. Effect of Twin Peaks tunnel on local running time. 
 
 19. Plans for increasing Ferry terminal capacity. 
 
 21. Present status of all railway franchise grants. 
 
 22. Franchise expirations, from official franchise records. 
 Table 
 
 8. Record of growth in track mileage. 
 
 9. Approximate cost of extensions program. 
 
 10. Description of streets traversed by extensions. 
 
 14. Improvements in City Plan for transit extensions. 
 17. Suggested routes with tunnels. 
 
 20. Recommended operating capacity of car equipment. 
 22. Present standards of service during rush hours. 
 
 24. Complete operating car schedules, by routes. 
 
 26. Rerouting and service redistribution, United Railroads. 
 
 28. Average passenger ride, by routes. 
 
 33. Comparative balance sheet, United Railroads. 
 
 35. Statement of bonded and other debt, United Railroads. 
 
 41. Analysis of income account from 1900, United R. R. 
 
 42. Distribution of operating expenses by years, U. R. R. 
 50a. Comparative records of car and passenger traffic. 
 50b. Miles of single track. 
 
 52. Derived results from analysis of operating records. 
 55. Franchise expirations. 
 
 XI 
 
, 
 
 i 
 
 GENERAL REVIEW OF REPORT 
 
 In the following topical review, space forbids more than the briefest 
 mention of what may be termed the **mile posts" in the development of an 
 adequate transit plan for San Francisco. To facilitate convenient reference, 
 the same order of treatment has been followed as in the main report, each 
 chapter of which itself comprises a summary^ of conclusions and recommenda- 
 tions. It is expected that only a general impression of the magnitude and 
 scope of the problems confronting the City will be obtained from this re- 
 view, which has been prepared for those who have not the time to study 
 the report in detail. 
 
 PART I.— GENERAL PROGRAM 
 
 Present Transportation Conditions. San Francisco differs 
 entirely from most cities of the East in having achieved its rapid 
 development within the short space of sixty years. It unquestion- 
 ably faces a still greater growth as a direct result of the Panama 
 Canal. And the city has been greatly handicapped in its proper 
 development by the lack of appreciation of the problems of the fu- 
 ture, as well as lax municipal control, and failure of the utilities to 
 keep pace with the city's rapid growth in the past. This especially 
 concerns transportation, which must precede settlement. While the 
 climatic conditions are ideal, the rugged topography has resulted 
 in isolation of local districts, which absolutely requires the construc- 
 tion of tunnels and the execution of a City Plan that will correct 
 present obvious errors by means of wider streets and contour sub 
 division of property. Only by thus welding together these districts 
 will it be possible to conserve the unusual liberality of its citizens, 
 as exhibited in the high street railway earnings per capita, for the 
 prime objects of civic expansion, with one city, one fare, universal 
 transfers, centralized operation, minimum investment, and finally 
 municipal ownership if the city's present policy continues to 
 prevail. Eventually a Metropolitan District plan of control 
 of utilities and industries may then be developed. The inability 
 of this city to secure utility extensions simply brings into the lime- 
 light the fundamental defects of the present situation — complicated 
 franchises, impossible charter provisions, unexercised regulative 
 powers, uncertain stability of investment, deferred rehabilitation of 
 property, curtailment of service, and lack of confidence in present 
 and future. In the meantime, surrounding communities are capitaliz- 
 ing this uncertainty, assisted by concessions in fare and time of 
 transit denied to San Francisco's logical outlet — ^the Peninsula — 
 
XIV 
 
 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 through lack of adequate transit facilities. The obvious and only cer- 
 tain remedy lies now within the power of the City by grasping its 
 opportunities before it is too late and effecting a solution not piece- 
 mealj but based upon the broader lines of effort indicated in this re- 
 port. 
 
 Growth of City and District. San Francisco's present 
 problem deals with a metropolitan city of a half-million, and a trib- 
 utary commuter district of one-third million inhabitants. But 
 the future is of even greater importance, and any transit plan would 
 be hopelessly short-sighted that did not furnish an adequate con- 
 ception of the financial burdens to be imposed upon a city embark- 
 ing into municipal enterprises. Manifestly, any policy based upon 
 expediency alone must of necessity be subject to the same if not 
 greater danger of ultimate failure than has been the result of short- 
 sighted private enterprise in the past. A careful analysis of growth 
 shows that the loss in population due to the fire has been more than 
 made up; that the exodus to trans-bay communities has practically 
 ceased; that the growth of San Francisco is now more rapid than 
 ever, and that a city of one million inhabitants will have to be pro- 
 vided for within from 25 to 40 years or less, with every reasonable 
 expectation of corresponding rapid growth of the entire Metropol- 
 itan District. Compared with other cities, San Francisco shows the 
 maximum patronage of transit facilities, and according to the general 
 law, its railway traffic and earnings should quadruple when the. 
 population doubles. To fulfill this great increase, it is known that 
 the necessary investment in surface street railways alone will be at 
 least 3 :1 — i. e., $3 expended for extensions and improvement of the 
 property for each additional $1 earned. But the purchasing power of 
 the City, based upon its property valuation, is increasing at a much 
 slower rate than the earnings and investment, which means that if 
 complete municipal ownership is not now possible, it will become 
 more and more irmpossible in the future unless valuation increases 
 at a faster rate or revenue producing utilities be removed from 
 the bond limit. If San Francisco were entirely free from debt, about 
 one-third of its total bonding capacity would have to be reserved 
 for investment in surface street railways alone upon the present 
 bond basis. The City now faces a situation in which the track mile- 
 age extensions are at least six years behind the advance in settle- 
 ment; the car service capacity is inadequate, and probably less than 
 before the fire; and to fulfill the demands of the present and fu- 
 ture, probably 15 miles of track per year will be needed up to 1920, 
 with a corresponding average increase in equipment of 40 to 50 
 cars per year, to say nothing of a large amount of rehabilitation work 
 necessary on the present Unes. This program calls for large expen- 
 
 GENERAL REVIEW 
 
 XV 
 
 ditures, which cannot in any sense be fulfilled by building a few 
 blocks of track here and there throughout the city. The major de- 
 fect lies deeper, and requires more comprehensive treatment. 
 
 Development of Transit System. Two plans of transit ex- 
 tensions have been worked out covering the entire city: (a) com- 
 plete municipal system, partially competitive; (b) unified system, 
 non-competitive, designed for maximum development of the terri- 
 tory covered with minimum investment. These extensions, classified 
 as "immediate," "five years," and "ultimate," were only arrived at 
 after a study of topography with reference to actual location of pop- 
 ulation. Cross-town lines have been regarded as essential parts of 
 a radial transit system. Any comprehensive municipal system neces- 
 sitates joint operation over sections of existing tracks under the 
 State five-block law, in lieu of which such a system would be practi- 
 cally impossible except by purchase. Considering the minimum needs 
 of the immediate future, 72 miles of single track are involved, cost- 
 ing nearly $6,000,000, exclusive of tunnels. After about, five years, 
 50 miles more will be needed. The question of investment is there- 
 fore the immediate crux of the problem. 
 
 Of the needs of the various districts, those of the Panama-Paci- 
 fic Exposition site are certainly the most pressing. The present 
 service capacity is barely one-third of that necessary, with orily one 
 line — Polk Street — in any sense adequate for maximum service, 
 and this terminating over one mile from the main court of the Ex- 
 position. However estimates may vary as to the record attendance, a 
 weekly maximum travel of 50,000 people per hour probably repre- 
 sents the greatest demand for which street railway investment seems 
 warranted. This represents more passengers than travel to their 
 homes during the rush hour of a normal business day in San Fran- 
 cisco. Unless tunnels are constructed, parallel lines will be neces- 
 sary, with duplication of investment. Under limitations of street 
 congestion and grades, 30 seconds headway, 100 passengers average 
 per car, or a total capacity of 12,000 persons per hour, represents the 
 ability of service through each available entrance throat, which is the 
 controlling factor. This exceeds the total travel on Market Street 
 during the evening rush hour. 
 
 Rapid Transit Development. While extensive studies of rapid 
 transit by means of subways appear to be hardly warranted under 
 present conditions in San Francisco, certain lines of development are 
 clearly logical— 1st, the Twin Peaks tunnel; 2d, joint development 
 and usage by the City and Southern Pacific Company of the latter's 
 old right-of-way through the Mission and Bernal Cut as a new 
 southern outlet; also joint use of Ocean Shore right-of-way; 3d, 
 four-track subway the full length of Market Street connecting with 
 
XVI SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the Twin Peaks tunnel ; 4th, Mission subway branch connecting at 
 Bernal Cut with the old S. P. right-of-way ; another branch prefer- 
 ably out McAllister Street into the Western Addition and Rich- 
 mond ; upper Sunset to be served from the Market Street subway 
 by the Mission-Sunset double-decked tunnel. Additional branches 
 later may reach Harbor View through the Fillmore Street tunnel. 
 Terminal facilities at the Ferry form a grave structural problem. 
 The much superior convenience of subways and the peculiar neces- 
 sity for such on Market Street render the consideration of an ele- 
 vated line south of Mission Street of extremely doubtful utiHty, 
 particularly in view of the modern tendency toward avoiding the 
 obstruction and noise of elevateds in downtown streets. Until sub- 
 ways are required, the surface transit system should be developed 
 to its fullest capacity. 
 
 Transit Policy and Procedure. Part I, dealing with growth 
 and transit development, appropriately concludes with a plan of 
 procedure by which an effective transit policy may be formu ated 
 and the results of such a plan carried to maturity as contemplated 
 therein. The demands for a new water supply and the refusal of 
 the voters to justify further bonding for revenue producing utilities 
 place the City in no position to undertake the heavy investment in 
 transit facilities now necessary. Thus, after having established the 
 nucleus of a municipal system, it becomes powerless to effect the 
 necessary expansion. At the same time, the Company is distinctly 
 embarrassed in the raising of new capital for extensions by the 
 limitation of its earning power to a very short franchise term 
 through the restrictions imposed under the present Charter and 
 the City's declared policy of municipal ownership. Approximately 
 $8 000 000 authorized new capital is now impounded which might be 
 released for extensions under more reasonable conditions of invest- 
 ment. Considering, in addition, that an unfunded debt of probably 
 $27000000 will remain at maturities and with complete liquida- 
 tion out of earnings practically impossible, there are no reasonable 
 alternatives available to the Company except a radical reduction in 
 capitalization, a resettlement franchise on the indeterminate profit- 
 sharing basis, or both. Refinancing of the 4% U. R. R. bonds to a 
 5% basis would be of great assistance. The "Chicago plan, when 
 perfected as outlined in Chapter 4, seems by far the most practical, 
 providing for the purchase of the property by the City at any 
 time upon an agreed basis, a safe return on underlying bonds 
 practically guaranteed to the Company and a substantial share in 
 the residual profits to the City. In effect, this plan when so per- 
 fected rapidly purges the investment of all intangible value during 
 the first franchise period, and delivers the complete property with all 
 
 J 
 
 
 GENERAL REVIEW 
 
 X\TI 
 
 extensions into the hands of the City at the end of the second period 
 at practically half price. Or, the City's share, if allowed to com- 
 pound, will automatically recapture the entire property unaided 
 within perhaps thirty years. Incidentally, the interests of Labor are 
 conserved by the provision of a benefit reserve fund insuring em- 
 ployees against disability and also a bonus for meritorious service. 
 Thus, through such a resettlement plan may be secured to San Fran- 
 cisco the three great essentials: (1) extensions as required; (2) 
 continuous adequate service and equipment; (3) ultimate municipal 
 ownership. But to accomplish these results, Charter revision along 
 the lines of Amendment 34 is imperative. In the meantime, such 
 improvements and regulations as regards equipment, routing, re- 
 habilitation, and accounting as fall within the powers of the Board 
 of Suj>ervisors and possibility of acceptance by the Company under 
 the present Charter require immediate execution. And pending the 
 establishment of a Public Service Commission clothed with the City's 
 executive and regulative powers over utilities, an advisory transit 
 bureau should be temporarily established, with adequate powers for 
 investigation and the perpetuation of essential records such as 
 embodied herein. 
 
 PART II— SERVICE AND REROUTING 
 
 Rush Hour Traffic and Service. In the determination of 
 service requirements, a complete cordon count was made intercepting 
 all passengers outbound from the downtown district by way of the 
 various throats of travel during the worst rush hour conditions, in 
 order to obtain an actual measure of traffic so that service recom- 
 mendations could be based strictly upon fact. The composite re- 
 sults for July, 1912, show a total outbound travel of 49,000 passen- 
 gers between 5 and 6 p. m. Of the total city-bound travel, 42% 
 was carried on Market and Mission Streets, and 11,700 passengers 
 per hour on Market Street, the principal thoroughfare, with an 
 average car headway of 27 seconds. Due to the delay and conges- 
 tion at the Ferry loop and along Market Street, over half of the 
 15,000 trans-bay commuters walked to the Ferry. Comparing traffic 
 with seating capacity affords a direct measure of service, and while 
 some lines showed light loading, all of the Market and Mission lines 
 showed very excessive loading, averaging 235 passengers aboard 
 for every 100 seats furnished during the heaviest 15-minute period. 
 For the usual "California" type prepay car, from 80 to 90 passen- 
 gers can be accommodated comfortably, and 125 are only justifiable 
 for single car loading in extreme emergencies. Therefore, the 65 
 new cars now on order will not suffice even for the present needs, if 
 adequate standards of loading are imposed, as is only reasonable 
 
XVIII SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 with the high riding habit in San Francisco. But for a steady in- 
 crease in schedule speed of cars— over 12% since 1905— conditions 
 would now be worse. Although averaging about 8>^ miles per hour 
 throughout the city, congestion in the business district reduces the 
 speed to as low as 2>4 to 3 miles per hour, which indicates that local 
 relief is imperative. 
 
 Relief of Lower Market Street. The absence of a north side 
 thoroughfare parallel to Market Street unavoidably concentrates 
 all this traffic into one thoroughfare ; and with the capacity of Mar- 
 ket Street and the Ferry terminal already reached, the only alterna- 
 tives are minimizing the present causes of congestion and encourag- 
 ing the greater use of streets south of Market Street. The elimination 
 of unnecessary routes crossing Market Street and of many extra far- 
 side stops, with more uniform spacing of stops, will materially m- 
 crease the operating speed. The practice of loading at both ends 
 of the car during the rush hour has served to increase track capacity 
 as well as loading speed. And with still better loading facilities, a 
 further increase of about 2% in operating speed for every second 
 saved per stop can be made. With traffic regulation making pos- 
 sible multiple car crossings, the existing safety stations, now quite 
 unsuited to present needs, may be lengthened to provide for two- 
 car or tandem berths. By so doing, delays due to crossing interfer- 
 ence will be reduced nearly one-half, and operating speed thus in- 
 creased. Radical improvements at the Ferry terminal are impera- 
 tive to obtain necessary reservoir or car storage capacity and 
 remove the throat congestion by the recession of the Sacramento 
 Street corner. The use of four tracks in lower Market Street rep- 
 resents a most serious operating problem, requiring rigid inspection 
 and traffic regulation. While the track capacity would probably 
 accommodate 200 cars per hour, the present loop terminals are 
 already practically up to their capacity; so that the majority of both 
 Sutter and Geary Street cars must be turned back at Market Street 
 until improved terminal facilities are provided. 
 
 Rerouting and Service Redistribution. As a result of traf- 
 fic counts, by which the riding characteristics on each individual line 
 in the city have been ascertained, certain improvements in routing 
 have been developed both for the downtown or terminal loading 
 district and for the outlying districts. From these counts it is ap- 
 parent that service should be tapered off according to the demand 
 (as in a system of water mains) by short-running or looping extra 
 rush hour cars so as to distribute car mileage where most needed. 
 Some of the present short-haul lines could be advantageously ex- 
 tended, circuitous routes for long-haul lines could be avoided, and 
 
 GENERAL REVIEW 
 
 XIX 
 
 additional cross-town lines installed to relieve radial routes of this 
 class of service. Local traffic is found to seriously inconvenience 
 long-haul traffic, through delays due to extra stops and additional 
 crowding. Therefore limited stop expresses, running on the least 
 congested streets are desirable for outlying centers, and should 
 encounter no objection when ample local service is provided by 
 short-run routes. Because of the certain increase in traffic on 
 Market Street, a diversion to Mission Street is inevitable ; and while 
 established routes are difficult to change, there can be no valid 
 objection to diverting new routes or additional service, leaving the 
 present Market Street service intact. f 
 
 At the date of the counts (July, 1912) about 65 additional trips 
 were needed during the rush hour only. With the present equip- 
 ment and routing, this number has increased to probably 84, requir- 
 ing nearly the same number of cars, which may only be reduced by 
 increased speed or by short-running. If the improved routing is 
 carried out as recommended, the additional car mileage necessary 
 may be reduced from 14.4 to 7.5% of the total for the rush hour. 
 Midday service is largely a question of reasonable headway, and 
 loading in excess of seating capacity becomes as unnecessary then 
 as it is unavoidable during the rush hour. In a short-haul city, 
 where walking is possible, a headway of not longer than 5 to 10 
 minutes (depending upon the locality) is necessary to develop traffic. 
 It is equally important that cars from the various tributary branches 
 be distributed along the trunk line with maximum regularity to 
 avoid "bunching." The transfer system is liberal, and in fact too 
 liberal for efficient operation, especially to prevent "loop riding." 
 For the municipal system a complete plan of routes and extensions 
 is presented, both with and without tunnels, and probably 300 cars 
 would be necessary. For such a comprehensive system, many routes 
 would be necessarily competitive, and even if transfer privileges 
 could be obtained to and from United Railroads lines, the fare would 
 have to be divided. 
 
 Location of Geary Street Terminus. In determining a 
 proper location for the extension of the Geary Street Municipal line, 
 a study of the topography indicated only two means of descent: 
 First, by a long and dangerous .8% grade around Sutro Heights; 
 and Second, by diversion south through Richmond. In view of the 
 possibility of obtaining joint operating rights as far as Sutro 
 Heights, the latter diversion was recommended in order to secure a 
 better grade and the much needed development of valuable residence 
 territory. This location also facilitates connection across the Park 
 
 HislorTa* rIv/cwI ''°"*** '*'" *PP''°''''"^^^ ^^'^ """"^^^ ^^ ^^'^ ^'^ omnibus days— (See 
 
f^ 
 
 i 
 
 XX 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 and Sunset, and along the Great Highway, and paves the way for a 
 future east-west trunk line direct from the business district via Turk 
 and Balboa Streets. 
 
 PART III— IMPROVEMENTS IN ROLLING STOCK 
 
 Municipal Railway Cars. In preparing specifications for 
 the new municipal railway equipment, it was deemed essential to 
 combine the features of comfortable riding, reasonable capacity, 
 quick loading, increased power and safety, all in a "California" type 
 prepayment car. While the closed "box car" with continuous longi- 
 tudinal seats provides maximum capacity for "strap-hangers," cross 
 seats undoubtedly encourage traffic, and an effective combination of 
 both has therefore been employed. In particular, the platform ar- 
 rangement is such as to encourage rapid passenger movement, with 
 the result that the average seconds per passenger is one-third less 
 than for United Railroads platforms of equal length, and one-half 
 less than on shorter platforms. Lift steps were provided, as essen- 
 tial for safe operation. By the use of remote control with all 
 bulky electrical parts underneath, the car can be readily adapted for 
 future operation in two-car units, tandem fashion. In the interest 
 of conserving width of roadways already too narrow in San Fran- 
 cisco, a reduction in over-all car width from the present 9' 2" to 
 the Chicago standard of 8' 6" has been effected through the more 
 efficient use of materials, with a reduction of only one inch in net 
 width of aisle. This standard permits track centers of 10' 2", with 
 a "devil strip" of 20 inches between cars, thus gaining 18 inches for 
 the roadway. By reducing the sidewalks from 15 ft. to 11 or 12 ft. 
 width, the standard already adopted, it is possible to preserve the 
 extremely necessary free way hettveen cars and vehicles standing 
 along the curb. While this change in existing track centers can only 
 be made gradually during rehabilitation, it may be made on all ex- 
 tension work where the new car standards are applicable. 
 
 1912 United Railroads Car. In its new equipment the 
 United Railroads has also adopted the "California" type prepay- 
 ment car. However, the original design contemplated is at variance 
 with the advanced principles embodied in the municipal car design, 
 principally in the seating arrangement and width of car. While 
 about half cross seats were provided for, the recommended seating 
 plan was reversed by using them in the open instead of the closed 
 section, upon the assumption that maximum capacity in the closed 
 section was necessary during stormy weather. But with the simple 
 provision of storm curtains the municipal car plan becomes prefer- 
 able, providing maximum standing or storage space in the open ends, 
 
 'T 
 
 '4 
 
 
 GENERAL REVIEW 
 
 XXI 
 
 where it is most useful for short-haul traffic. Tapered platforms 
 were advised to provide for clearance of cars around curves when a 
 suitable fender should have been perfected to make possible this 
 very necessary factor in rapid operation. Other modifications of the 
 original design were found desirable for a standard car, especially if 
 designed for operation through the business district. 
 
 Improvements in Existing Rolling St€>ck. Expensive modi- 
 fications in old rolling stock are hardly justifiable unless the saving 
 for the remaining life reasonably exceeds the additional cost of new 
 car bodies. Here, the principal objections have arisen from the ap- 
 plication of the prepayment principle to platforms entirely unsuited 
 for this method of fare collection, especially where a fare box is 
 used. A large increase in platform capacity and loading speed is 
 most necessary ; in fact the largest of the San Francisco cars require 
 more time per passenger to load even at both ends of the car than 
 the standard Chicago car when loading at one end only — about one 
 second per passenger. While lengthening the plaforms would be 
 desirable in certain types, an increase of possibly 25% in loading 
 speed may be obtained by rearrangement of the platform fixtures 
 and the removal of the bulkhead to the interior of the car, thus 
 forming a "California" type body. An improvement in seating 
 plan similar to that of the municipal car could be advantageously 
 made. Power brakes are necessary on all double-truck equipment, 
 and replacing projecting steps by the folding type will minimize 
 accidents. Certain non-prepay types such as the 1300 center entrance 
 type may well be rebuilt for prepayment operation ; for traffic counts 
 show that the loss in these non-prepay types is excessive, over 90 
 passengers being missed on some lines of heavy travel, during one 
 single outbound trip. Of the cable lines, Powell Street requires 
 most urgent improvement, with double-ended cars as used on Cali- 
 fornia or Clay Street. Obviously, the turn-table at Market Street 
 exists as an unwarranted traffic obstruction in a street already too 
 narrow. The extremely severe grades of the Union Street line 
 suggests the need of a special type of car for hill service lines in 
 San Francisco, of light construction, moderate size, and ample 
 motor capacity. 
 
 PART IV— SUPPLEMENTAL IMPROVEMENTS IN 
 
 CITY PLAN 
 
 Harbor View Tunnels. A comparison of available ap- 
 proach grades and the advantages to be gained by regrading streets 
 affected, developed the fact that comparatively few routes are 
 practicable. As Harbor View exists without a single low-level en- 
 trance from any direction, at least one tunnel is essential for 
 
 I 
 
XXII 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 both railway and vehicle traffic, for which the approach grades 
 should not exceed 4 per cent. Fillmore Street possesses the maxi- 
 mum advantages in this respect, although street widening at the 
 portals will be necessary, and probably arcading of the building 
 fronts in order to enlarge the present narrow roadway. In view of 
 this grade limitation, the short tunnel underneath Fort Mason 
 forms an indispensable link in the Belt line system for both freight 
 and passenger travel, thus virtually extending The Embarcadero 
 into Harbor View; and unless a low-level roadway is provided 
 around Black Point, this tunnel should accommodate vehicle traffic 
 also. Supplemental to the Stockton Street tunnel already under way, 
 a tunnel under Broadway becomes particularly advantageous for 
 car and light vehicle traffic, thus reaching both the business center 
 and The Embarcadero. Being comparatively short, a single-bore 
 arch with combined roadway is possible, whereas a double bore 
 is essential for the Fillmore Street alignment. These tunnels are 
 all needed for the proper development of the city as well as for 
 the Exposition. 
 
 Rapid Transit Tunnel Under Twin Peaks. San Francisco 
 is today bottled up as is no other large city, with only one direct 
 outlet throat — through the Mission — other than those provided at 
 great expense by private capital. And at least one-third of the city 
 is practically unsettled as a result of the excessive time required for 
 reaching the outlying districts. The Twin Peaks tunnel accom- 
 plishes not only the development of this unsettled acreage, but 
 also a rapid transit route down the Peninsula. With this in mind, 
 a miximum of 3% for long grades was established, which together 
 with the necessity of reaching San Miguel Valley near Laguna 
 Honda finally determined, out of six tunnel projects and twenty 
 different combinations, the exact alignment recommended. As ve- 
 hicle traffic is out of the question through so long a tunnel, this 
 project resolved itself into a double-track bore suited for suburban 
 trolley equipment and also high-speed multiple-unit trains for in- 
 terurban service of the maximum size contemplated for future sub- 
 way connection into Market Street. Although an ideal interurban 
 terminal might be established near Valencia and Mission Streets, into 
 which interurban trains could run directly from the Market Street 
 bore, it is most essential, if the Market Street section is abandoned 
 for the present, that the main hill section conform to the recom- 
 mended contour extension of Market Street and emerge from sub- 
 grade at Eureka or Castro Streets, so that a future direct connection 
 with this Market Street subway could be made. The straight exten- 
 sion of Market Street is impracticable, but the contour extension pro- 
 vides not only the necessary tunnel alignment, but also an independ- 
 
 GENERAL REVIEW 
 
 XXII! 
 
 - 
 
 ent vehicle route around Twin Peaks. Eventually, a cross-town 
 transfer connection at Laguna Honda station will be desirable, and a 
 "reservoir station" in Eureka Valley designed for connection with a 
 supplemental Mission-Sunset tunnel under Buena Vista Heights 
 By building this latter double-decked, surface vehicle traffic can be 
 accommodated on the surface and cars beneath, connecting either at 
 subgrade with the Market Street subway, or by inclines to the sur- 
 face tracks. By these projects the entire ocean beach will be brought 
 within 30 minutes local time from the business center, and San 
 Mateo possibly within 30 minutes from the city by high-speed inter- 
 urban trains. 
 
 Improvements in City Plan. Supplemental to the execu- 
 tion of the plans proposed herein for extensions and rerouting, a 
 number of minor improvements in city plan will become distinctly 
 useful, and some almost essential. Only such minor projects as 
 street extensions and regrades, cuts and fills, widening of roadways, 
 etc., are here dealt with, rather than the major products such as 
 recommended in the Burnham plan. It is essential that with exist- 
 ing streets a wider roadway be provided for permitting at least one 
 line of moving vehicles between cars and other vehicles stmiding 
 along the curb. In this regard automobile stands at Union Square 
 are obviously necessary. The extension of Van Ness Avenue to 
 Mission Street, and the connection and improvement of streets in 
 the "Hub" district of the Mission are favored ; also a very short tun- 
 nel connection to permit a low-grade line into Noe Valley. A Kearny 
 Street tunnel under Telegraph Hill is considered a practicable loca- 
 tion if the money can be raised. A most important subject is the 
 Bernal Cut, by the improvement of which, a new rapid transit route 
 to the County line is rendered available through the co-operation of 
 the City and the Southern Pacific railroad in the joint improvement 
 of the latter 's old right-of-way. The contour plan of street exten- 
 sion is urgently recommended not only for Market Street west, but 
 also for all new streets in territory unsubdivided where heavy grades 
 are encountered. 
 
 Terminal Improvements on the Harbor Front. A study of 
 the congestion on lower Market Street indicates the great need of 
 increased terminal facilities at the Ferry, not only for present but for 
 future travel. Although the special nature of ferry service requires 
 reservoir capacity to serve ferry-boat traffic to any reasonable de- 
 gree, none is now available. The loops, while able to accommodate 
 present Market Street traffic, have practically no reserve for addi- 
 tional traffic from the Geary and Sutter Street lines to be delivered 
 from the outer tracks. This necessitates the diversion of car traffic 
 to the few stub terminals available north and south of Market Street. 
 
") 
 
 XXIV SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Not only are additional loops necessary now for north and south side 
 cars but also an additional loop or stubs for Market Street traffic. 
 But the latter can only be temporary, and the final solution appears to 
 be found in an elongated loop reaching the upper Hoor of the Ferry 
 terminal, leaving the ground floor for vehicles and north-south side 
 traffic. Eventual enlargement of the ferry buildings, extending the 
 loading frontage in both directions, will make this imperative. Such 
 a comprehensive plan absolutely requires the recession of the irregu- 
 lar building line of The Embarcadero, so that the inclines may be 
 made off of Market Street. And by co-operation of City and State 
 an equalization of areas east and west of the proposed frontage line 
 may be effected without loss of property. In any event, the reces- 
 sion of the protruding Sacramento Street corner is urgent. An al- 
 ternative plan somewhat less ambitious might suffice for some years 
 bv elevating two tracks in Market Street east of Spear Street, re- 
 taining the present surface loops for traffic on the outer tracks only 
 thus avoiding the widening of Market Street. For Ferry terminal 
 service lay-over cars are essential, with fixed car berths, electric 
 indicating and dispatching signal system, segregation of inbound 
 and outbound passenger flow, ticket booth collection, and loadmg at 
 both ends of the car as equally necessary requirements. Much of 
 the present congestion is due to indecision of passengers regardmg 
 stops and routes, and police traffic regulation would be of immediate 
 assistance. 
 
 PART V-ANALYSIS OF RAILWAY OPERATION AND 
 
 RECORDS 
 
 Financial and Operating Records, United Railroads. A^^ri 
 
 from questions of intercorporate financing and integrity of sink- 
 ing funds and surplus (which latter clearly fall within the scope 
 of State rather than City supervision) an exhaustive analysis of 
 records for the past decade formed an important phase of this inves- 
 tigation. 
 
 The property is found to be inherently stable from an operating 
 standpoint, to have exceptionally high earning capacity even under 
 the high cost of operation in San Francisco, to be efficiently main- 
 tained as regards equipment, but low in maintenance of way and 
 structures, and to enjoy a high average fare with only moderate 
 dilution from transfers. Wages are higher than in other large cities, 
 but the tax burden is comparatively light, and the City's share incon- 
 siderable. Since the consolidation, the drain upon net earnings due 
 to increased fixed charges has made dividends upon preferred or 
 comnwn stock practically impossible, at the same time assigning 
 
 GENERAL REVIEW 
 
 XXV 
 
 proper cash reserves to depreciation, renewals and sinking fund 
 for the amortization of outstanding liabilities and to all appear- 
 ances, approximately $27,000,000 unfunded debt will remain un- 
 satisfied at maturities. To the former liberal dividend policy and lack 
 of reserves may be ascribed much of the financial embarrassment 
 following the fire , although the fire was found to have occasioned 
 only about one-fourth the loss in earnings caused by the strike, and 
 comparatively little uninsured loss in property. With reasonable re- 
 serves, the property is now able to earn around 7% on the present 
 bonded debt of $40,000,000. Owing to Charter restrictions, limita- 
 tion of franchise term, and market price of present securities, about 
 $8,000,000 authorized securities are now unavailable for exten- 
 sions and betterments, so that a radical change in plan is necessary 
 to enable the Company to raise new capital at reasonable rates for 
 extensions. 
 
 Owing to the high density and rapid increase in traffic, unusually 
 high earnings per unit of operating equipment are shown. And 
 although the comparatively small seasonal variation in traffic makes 
 possible minimum investment and high relative usage of equip- 
 ment for the same service as compared with eastern cities, a short- 
 age of equipment is indicated by these records which is reflected 
 in the excessive loading found by actual traffic counts. From the 
 analysis of income, it appears unquestionable that a considerable 
 increase in service as prescribed herein may be readily met without 
 unreasonable diminution of net income. 
 
 Condition of Property. By means of a personal inspec- 
 tion, the condition and adequacy of track, equipment and structures 
 were determined. According to a reasonable standard, it appears 
 that about 70 miles of single track and 23 miles of paving (along 
 good track) represents the magnitude of rehabilitation work that 
 must be undertaken in the near future, of which over half is urgent. 
 Of the equipment, 40% is either inadequate for downtown ser- 
 vice or requires rebuilding into modern prepayment cars. The 
 platform capacity of most of the prepayment equipment is inade- 
 quate for the traffic encountered. A good record of improved 
 maintenance of equipment appears during the last three or four 
 years, but track maintenance has been seriously neglected. While 
 car shop facilities are excellent, the fire risk in practically all car 
 houses is serious. As a result of the transfer of power genera- 
 tion to an affiliated company (the Sierra & San Francisco Power 
 Company) the conditions of power supply have greatly improved 
 within the last three years, and this with a moderate power rate. 
 The equipment of the Presidio & Ferries line is totally inadequate 
 
XXVI SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 as regards motor capacity, but the track having been recently re- 
 built is in good condition, which can also be said of the California 
 Street Cable Railway. 
 
 PART VI— FRANCHISES AND LEGAL MATTERS 
 
 Charter Amendment No. 34. Recognizing the inhibition 
 against private capital under present Charter provisions and the in- 
 ability of the City to either purchase its street railways or provide 
 funds for a comprehensive municipal system, the formulation of a 
 broad enabling act was made necessary under which the City could 
 grant new and resettlement franchises, subject always to the will 
 of the people. With certain safeguards against former defects, 
 new capital could then be raised under proper conditions to meet 
 the growth of the city. The indeterminate form of franchise was 
 adopted, subject to the maximum term under State law — 25 years — 
 but with conditions properly protecting the integrity of the under- 
 lying investment up to the time of recapture by the City through 
 purchase or automatic amortization of debt. While incorporating all 
 of the desirable features of the Chicago profit-sharing franchise, 
 this plan distinctly improved thereon by enforcing decapitalization — 
 1st, of all intangible values ; and 2nd, of half of the tangible property. 
 The present Charter wage scale, impossible under American rail- 
 way conditions of flat 5-cent fare, was necessarily modified, but 
 a substantial profit-share was practically guaranteed to the City, by 
 which the City could automatically recapture the property. And 
 the impossible condition that private capital should retire its entire 
 investment within the short period of 25 years was rectified by the 
 recognition of a continuing investment, thus protecting new capital. 
 By thus strengthening the basic financial conditions, private invest- 
 ment would be encouraged, municipal ownership would become a 
 practical possibility instead of a theory, and continuous develop- 
 ment and adequate service would be insured without loss of essen- 
 tial rights now held by the electors. 
 
 General Franchise Ordinance. The fundamental 
 
 principles contemplated in this modification of the City's franchise 
 policy consist largely in codifying its regulative powers in the 
 form of a general franchise ordinance, detailed in sufficient partic- 
 ulars to govern future grants, and thus give definite expression to 
 municipal regulation and supervision of utilities. Adequate con- 
 tinuous up-keep of property is safe-guarded by the reservation of a 
 proper proportion of gross income for maintenance and deprecia- 
 tion; construction of extensions is insured by the guaranteeing of 
 underlying investment ; unreasonable demands for expansion or ser- 
 
 GENERAL REVIEW 
 
 XXVII 
 
 vice are curbed by the resulting dilution of net earnings and diminu- 
 tion of the profit-share ; sinking funds are established for the amorti- 
 zation of capital investment; unscrupulous financial raids on the 
 property are prevented by a bonus in addition to the purchase price ; 
 practical regulation and supervision is exercised through a com- 
 petent and non-political commission clothed with administrative 
 powers now held by the Board of Supervisors; private capital is 
 accorded a reasonable return and an opportunity to reclaim its 
 investment without ultimate loss ; and unified operation of the entire 
 traction system is made possible, irrespective of ownership, with a 
 single fare and universal transfers. 
 
 Present Franchise Status. An eflFort to establish the 
 validity and ultimate earning power of existing franchises developed 
 the fact that grave uncertainties exist, determinable only by legal 
 process of court decision. As a result of successive consolidations, 
 the original intent and conditions of many franchises, some of which 
 are very important, have been departed from without official consent 
 of the City, whether through lax supervision or otherwise, thus intro- 
 ducing questionable legal status. In the case of Market Street Rail- 
 ways, uncertain definition of term in the amending order results 
 in a difference of $15,000,000 in earning power. Owing to differing 
 franchise periods, the present traction system, two-thirds of which 
 expires in 1929, will be left in a fragmentary condition, entirely un- 
 suited to effective operation. A number of important lines are 
 operating either without franchise or under very questionable 
 grants. As a result of the radical migration of population since the 
 fire, some franchises heretofore most valuable have been seriously 
 reduced in importance, so as to necessitate ineffective routing for 
 holding these franchises. The conditions of the present Charter 
 render new franchises for extensions practically prohibitive. All 
 these conditions conspire to make it extremely desirable to establish 
 the status of these franchises, to equalize their terms, and to clear 
 the city's streets of all unused and ineffective franchises. 
 
 Computation of Taxable Receipts. In carrying out 
 the tax provisions of existing franchises, the "duplicate or multiple 
 service" resulting from the routing of more than one line over the 
 same track has introduced serious complications and expense of 
 audit in determining this tax on gross receipts. While the City 
 claims full percentage upon all receipts from duplicate service routes 
 the Company considers one line as fulfilling the conditions of this fran- 
 chise tax, and year by year the matter has been compromised arbi- 
 trarily. But an analysis of this question, based upon the conception 
 of a usage tax, leads to the conclusion that the proportional tax 
 upon multiple service" should be based upon such proportional 
 
XXVIII SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 usage. While passenger mileage would theoretically prove a more 
 accurate basis, it is recommended that the distribution should be 
 made upon a car mileage basis as the most tangible evidence of 
 service or usage, i. e., that the taxable receipts of a given section of 
 track bear the same relation to the total receipts of all routes operat- 
 ing thereon as the actual car mileage over that section bears to 
 the total car mileage. But it is also recommended that this trouble- 
 some matter be simplified by an equalisation of this percentage tax 
 over the entire system. This usage tax now averages little more than 
 one-half per cent of the passenger earnings, owing to the large 
 amount of exempt mileage, and even this has decreased since the 
 last determination. 
 
 End of General Review. 
 
 PART I 
 GENERAL PROGRAM 
 
 Chapter I. 
 Chapter 2. 
 
 Chapter 3. 
 Chapter 4. 
 
 Present Transportation Conditions. 
 
 Growth of Earnings and Investment 
 IN Transit Facilities. 
 
 Development of Transit System. 
 Plan of Procedure for the City. 
 

 ;, 
 
 CHAPTER 1 
 
 PRESENT TRANSPORTATION 
 CONDITIONS* 
 
 In this introductoryf chapter to the report proper, no attempt is made to 
 present or discuss detailed facts and figures to a finality, but simpl\f to de- 
 fine in general terms the scope of the transportation problem non> confronting 
 the City, each phase of lifhich is analyzed in detail in succeeding chapters. 
 In spite of some unavoidable repetition it is necessary that the subject should 
 be thus broadly surveyed at the outset in order to forestall the formation of 
 incorrect opinions which might give undue Tveight to certain less important 
 phases of the subject. 
 
 Growth of the District. Within the short space of sixty years 
 San Francisco has not only developed its utilities as have other 
 American cities within the same period, but most important, it has 
 developed its City, extended its water front, reclaimed its sand 
 dunes, settled its hillsides, and is now face to face with the serious 
 problem of forcing its utilities to keep pace with this rapid municipal 
 development. And with the utmost certainty of tremendous ex- 
 pansion under the impetus of the Panama Canal, the City is just 
 beginning to realize the difficulty of coping with this expansion in 
 the face of competition of neighboring and other coast cities, which 
 have been extremely active within the past few years in perfecting 
 their facilities for handling the expected commerce. 
 
 During the past decade a much higher annual rate of growth 
 has taken place in the City than in any other period of its pre- 
 vious history. Commerce has increased proportionately, and the 
 banking year of 1906 actually showed an increase in clearings, even 
 with the enormous drop following the catastrophe of that year. 
 
 The utilities have advanced rapidly in earning capacity, more 
 especially railways. But for the past decade, unfortunately, there 
 has been practically no expansion. On the contrary, a tendency to 
 concentrate and to increase earnings has manifested itself. At 
 least one-third of the City is practically unpopulated through lack 
 of necessary utility service — railway and water, while it is a fact 
 that the southerly districts of this City embrace residential devel- 
 opment sites, exceeding in natural advantages anything in the 
 District, especially in convenience of transit when proper facilities 
 
 •Formerly Preliminary Report No. 9, submitted Sept. 18, 1912. 
 
4 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 are provided. That these sites remain undeveloped furnishes the 
 n-.ost direct proof of the lack of proper service. 
 
 As small as it is, the City has not only not utilized its own terri- 
 tory but contemplates expansion down the Peninsula and across 
 the Bay. Unquestionably, the City should not only develop its 
 own territory as rapidly as possible, but also attempt to evolve^in 
 conjunction with adjacent cities, some form of Metropolitan Dis- 
 trict Control by means of which the normal and adequate develop- 
 ment of utilities and other enterprises vital to its life, may be 
 effected If the prevailing rate of growth continues, San Fran- 
 cisco in 1930 will probably be the center of a District community of 
 1 366,000 persons, with 722,000 persons within the City proper, 
 from which nearly $20,000,000 per year will be paid into the coffers 
 of the railway company alone. 
 
 With the recently added financial burdens of water system 
 acquisitions, it is hardly to be expected that the City is in a posi- 
 tion to immediately acquire the entire railway system, especially 
 in view of the fact that franchise equities exist, which will enhance 
 the purchase price until such franchises have expired. 
 
 A practicable means must therefore be found to insure certain 
 immediate extensions and an adequate program for the future, if 
 San Francisco intends to keep pace with the high rate of growth 
 which is characteristic of the Coast cities. It has reached a point 
 in develon-vent where increased concentration will work to its 
 iniury.f not because of too great density of population, but be- 
 cause of the competition from the attractive districts surrounding it. 
 
 Metropolitan District. H the existing municipal bound- 
 aries are obliterated from the map of most large cities, it will be 
 found that the broad movements of population are usually quite 
 independent of them, and that radiating lines of development ex- 
 tend in all directions as far as the topography of the country will 
 permit, until the limitation of time or cost of transportation is 
 
 rc3.cnc(j. 
 
 This limitation finds its best expression in the _^o-minute tifne- 
 zone (Plate 3) which generally represents the limit of thickly 
 settled sections for the reason that the averagre busmess man can- 
 not afford to spend more time in transit. If settlement is found 
 beyond this 30-minnte time zone, it occurs that peculiar attractions 
 in climate and location, or low cost of land and fares thereto, com- 
 pensate for the extra time required. 
 
 The time-zone map of San Francisco reveals the peculiar situa- 
 tion that although the greater portion of its area could be reached 
 
 Tnis is manifested bv the notable tendency toward apartment buildings rather 
 than homes in the close-in districts of the city. 
 
 PRESENT CONDITIONS ^ 
 
 within 30 minutes by improved methods of transportation, yet at 
 the present time only about half of its area has been developed. On 
 the other hand, the daily migration of business population across the 
 Bay presents no parallel in this country, with the exception of 
 New York City. This is all the more astonishing when it is con- 
 considered that none of the trans-bay commuters are able to reach 
 land zvithin 50 minutes from the business center* of San Francisco, 
 20 or 30 minutes additional being required for these commuters to 
 reach their homes in Oakland, Alameda, Berkeley, and the Marin 
 County suburban towns. 
 
 The one really logical development — by steam road down the 
 Peninsula — shows a volume of traffic which is relatively inconsider- 
 able, and, moreover, has remained practically stationary in spite 
 of the fact that millions have been spent in the construction of an 
 improved rail entrance into the city by tunneling through the various 
 ridges interposed. 
 
 That this extremely unbalanced development has occurred in 
 spite of more rapid Peninsula service, shows that it is largely due to 
 the high cost of transportation. This is apparent from a compara- 
 tive study of the time-zone and rate-zone (Plate 4) maps appended. 
 While a five-cent commuter fare reaches the north of Berkeley, for 
 the same time-distamce down the Peninsula, a fare of 13V3ct is 
 charged. This disparity of commuter rates is directly responsible, 
 in my judgment, for the peculiarly erratic development of San 
 Francisco, automatically reserving the attractive foothills of the 
 Peninsula Coast Range for the rich land owner. 
 
 However, one fortunate result has occurred. Oakland has 
 reached a state in its development where it is rapidly becoming 
 practically a self-supported and self-centered city. That the rapid 
 trans-bay suburban expansion of the past few years cannot con- 
 tinue in the future is shown by the fact that the probable limit of 
 quick transit has been reached under the present system of electric 
 train service through city streets ; and as the fare could not con- 
 ceivably be any lower, the filling up of the suburbs now laid out will 
 tend to determine the future limits of trans-bay settlement. 
 
 San Francisco, on the other hand, will always continue to be 
 the business and social center ; and instead of attempting to curtail 
 trans-bay development, it should turn to the development of the 
 immense acreage within its own borders and down the Peninsula. 
 This will undoubtedly come through improved transportation and 
 as a reflex of the Panama Canal, if the opportunities are taken 
 advantage of. 
 
 •Third and Market Streets. 
 
 tThis time-distance is an average corresponding to Redwood Station, midway be- 
 tween the limits of local time to Beresford (fare 11.68 cents) and express to Palo Alto 
 (fare 15.83 cents). 
 
1^ 
 
 6 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 A most essential factor is that transportation must precede set- 
 tlement of any territory. Any policy which attempts to reverse 
 this process will certainly lead to utter failure to develop the re- 
 sources of the city to the fullest extent. 
 
 Riding Habit. That the people of San Francisco are respon- 
 sive to improved transportation is shown by the fact that the riding 
 habit, as expressed in earnings per capita from transportation, is 
 here the highest of any city in the country, and almost twice as high 
 as the average city, even exceeding Los Angeles in this respect. 
 This is due very largely to the prevailing liberality of its people, 
 but also to the fact that the earnings from transportation are partly 
 made up from daily business population, while the census is based 
 upon sleeping population. And inasmuch as the daily trans-bay 
 commuter traffic is fully 23 per cent of the population of San 
 Francisco, this results in earnings per capita as high as $18 to $20, 
 as against $10 and $12 for the average American city of moderate 
 size. This fact constitutes the one prime source of optimism re- 
 garding the City's future development. The earning capacity is 
 available. It only remains to develop a transit policy commensu- 
 rate to the opportunity, and to execute this poHcy with courage 
 and dispatch. 
 
 Topography. By a peculiar combination of topography, San 
 Francisco is virtually shut in on all four sides, with the excep- 
 tion of a narrow pass down the Mission valley around the base 
 of the San Bruno Range. But the possession of perhaps the finest 
 harbor in the world is more than compensation, and the City 
 should consider itself fortunate in not having more impassable bar- 
 riers. Within the city limits numerous ridges and hills interpose 
 obstacles which not only render transportation expensive, but which 
 inevitably result in the comparative isolation of various districts, 
 such as Hayes Valley, Noe Valley, Eureka Valley, Pope Valley, 
 Happy Valley, Harbor View, Visitacion Valley, San Miguel Valley, 
 etc. Up to the present time, this isolation has had one unfortunate 
 tendency, viz.: to disorganize the City into numerous small, self- 
 centered communities, whose interests have become so diverse (al- 
 though, in reality, identical) as to constitute an almost insuperable 
 barrier to wholesome municipal progress. The remedy for this is 
 quick and cofivenient intercommunication, which can hardly be 
 achieved until these barriers are removed by means of tunnels 
 through the intervening hills. 
 
 At the present time the site of the Panama-Pacific Exposition 
 in Harbor View is comparatively isolated in this manner, and will 
 remain so until steps are taken for adequate transit facilities. This 
 can best be done by tunnels, as the approach grades are too steep 
 
 M 
 
 PRESENT CONDITIONS 
 
 for any method of traction except the cable system, the capacity 
 of which is extremely limited as compared with electric traction. 
 
 City Plan. Several factors contributing very greatly to the 
 difficulties in providing proper transportation are directly trace- 
 able to the city plan of San Francisco : 
 
 1. The unfortunate rectangular street layout, completely ignor- 
 ing the contours or hillside plan, as recommended by D. H. Burn- 
 ham and others. 
 
 2. The angular position of the streets north of Market Street 
 permitting no supplemental thoroughfares parallel to Market 
 Street to which some of the traffic thereon may be conveniently 
 diverted. 
 
 3. Roadways north of Market Street are just too narrow to 
 permit efficient vehicle traffic in addition to street cars; i. e., two 
 lines of vehicles in each direction. 
 
 Finally, the use of 25-foot lots, which encourages concentra- 
 tion and ultimate congestion by the use of very narrow build- 
 ings. 
 
 It is most unfortunate, though readily understood, that the 
 financial condition of the community immediately after the disas- 
 ter of 1906 did not permit of some improvements in the City Plan 
 being carried out which would serve to rectify some of these 
 blunders in the original plan, and particularly in the way of 
 diagonal supplemental thoroughfares by which the hills could be 
 avoided and short-cuts found for more convenient transit; but it is 
 still not too late to consider some of these enterprises, and this 
 should be done before the property values have risen to prohibi- 
 tive figures. 
 
 And it is recommended that the City do these things in the 
 interest of rapid transit, irrespective of the identity of private or 
 municipal traction interests. 
 
 Climatic Conditions. The prevalence of winds and fog in 
 the Richmond and Sunset districts is often cited as the reason 
 for the delayed development of these sections. I believe this to be 
 largely a fallacy, and that the real reason is the absence of ade- 
 quate service from utilities, particularly railway and water. A 
 recent report on water service in the outlying districts by your 
 City Engineer confirms this conclusion. Such utilities must pre- 
 cede settlement. 
 
 There are numerous sections of the southwest district* that 
 are admirably sheltered from the prevailing winds and fog from 
 
 *As a matter of fact, even the anticipated buijding of the Market Street extension 
 tunnel has caused considerable activity in the development of some of these desirable 
 areas south of the Twin Peaks ridge. 
 
8 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 PRESENT CONDITIONS 
 
 the ocean, so that no good reason exists for their lack of devel- 
 opment. Practically all of the down-Peninsula acreage is thus 
 sheltered and needs only cheap and rapid transportation to bring 
 about a development similar to that across the Bay. 
 
 United States Weather Bureau reports for the past 41 years 
 indicate the following normal conditions prevailing in San Fran- 
 cisco : 
 
 Seasonal temperature range 50° to 61° Fahrenheit ; 
 
 Mean annual temperature 55.2° " 
 
 Relative humidity. 75% ; 
 
 Fair 158 days ; 
 
 Fair and cloudy 295 '* 
 
 Actual precipitation 70 " 
 
 Average prevaiHng sea breeze 9.7 miles per hoar. 
 
 During the working day (7 a. m. to 7 p. m.) it is found that 
 the temperature rises to a mean of 56° Fahrenheit, accompanied 
 by a rise in wind velocity and decrease in humidity, these factors 
 combining to produce ideal working conditions. In the interior, 
 the reverse is usually true with regard to wind velocity. These 
 facts need only comparison with conditions of Eastern cities to 
 show that from a climatic standpoint, some San Franciscans find 
 fault with their chief civic asset. 
 
 Service and Rehabilitation. Unlike all other utilities, there 
 exists in the street railway business an exceedingly intimate point 
 of contact between the corporation and the patron — the street 
 car — the successful operation of which involves an additional 
 human element, and a very important one — the trainmen. In 
 the light and power business, no human element enters between 
 producer and consumer. In the telephone, only a distant exchange 
 enters. In the railway, the consumer is daily brought into most 
 intimate contact with the Corporation, its physical property, and 
 its personality, through its representatives, the carmen. Service 
 is the reflex of these points of contact, and good or poor, accord- 
 ing as the integrity of the physical property is maintained, and 
 as the discipline of the trainmen is rigidly enforced. 
 
 The former is indicated principally in the condition of the cars 
 and roadbed, which in turn reflects either the financial condition 
 of the property, or the desire of its operators for dividends. This 
 condition of the operating property has been determined by a de- 
 tailed examination of plant, rolling stock and roadbed, which re- 
 veals the fact that a large amount of rehabilitation work still re- 
 mains to be done in various parts of the city, although the extensive 
 reconstruction following the disaster of 1906 is responsible for the 
 
 % 
 
 electric track in many parts of the city being in very good condi- 
 tion at the present time. And although much of the rolling stock 
 is in good condition, a considerable portion will have to be retired 
 at an early date, either entirely or confined to the outlying dis- 
 tricts, only the largest and most modern equipment being per- 
 mitted on the down-town streets. The introduction of the prepay- 
 ment principal has brought about the necessity of certain changes 
 in the more modern equipment now in operation, especially in 
 platform capacity, so that even with the addition of the new equip- 
 ment contemplated, much rehabilitation and improvement work will 
 have to be carried out. 
 
 To determine what service standards exist in San Francisco, a 
 complete traffic count of the entire transit system has been made 
 for a composite normal working day, together with supplemental 
 observations upon street and pedestrian traffic, and not only does 
 this count cover the main traffic arteries of the entire city, but also 
 involves the riding habits of each individual line or route, the loca- 
 tion of zones of maximum travel, and the average passenger ride of 
 the various lines. 
 
 The results of these traffic counts indicate a wide variation 
 in the general character of service on the individual routes, some 
 of which appear to be favored, others neglected, both with respect 
 to frequency of headway and type of equipment, resulting in ex- 
 cessive car loading on certain routes, all of which can only be 
 remedied by additional equipment and re-routing of cars, with 
 such service redistribution as the individual route counts show to 
 be necessary, thus saving considerable useless car mileage for opera- 
 tion when and where most needed, as determined by the riding 
 habit of passengers. Car congestion in lower Market Street and 
 the delays in running schedule resulting therefrom can be im- 
 proved very materially, so as to conserve the full capacity of this 
 important thoroughfare, and similar methods of relief may be 
 applied to other parts of the system with immediate results. Re- 
 commendations in detail are made in Chapter 7. 
 
 Although the Company is operating practically up to its pub- 
 lished schedule, even the addition of the 65 new cars ordered and 
 the few being reconstructed at the Company's shops would barely 
 have sufficed to realize a proper standard of rush hour service, at the 
 time of observation, July, 1912, irrespective of the future demands 
 of the Panama-Pacific Exposition traffic. 
 
 An exceedingly liberal transfer system is in effect, in fact so 
 liberal as to permit of extensive "loop riding" for a single fare, 
 and the City should co-operative in any feasible plan to reduce loop 
 riding without considering this as curtailment of the franchise 
 
to 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 privilege, for every return fare thus stolen by a dishonest patron 
 has to be paid for by the honest patron. 
 
 One important fact brought out by the examination is that 
 the present traffic of electric lines is far beyond the maximum 
 possible capacity of any cable system. 
 
 The above service conditions, when viewed in the light of events 
 of 1906 and 1907, need not appear so unfortunate as they might 
 do otherwise if a certainty of immediate relief were assured. Re- 
 routing will involve some readjustment of the labor schedule, as 
 any increased rush hour service as compared with day service will 
 mean an increase in short-time trainmen or "trippers." Increased 
 investment will be necessitated to provide this rush hour service 
 desired ; and all these factors focus in the corporate income account 
 and the operating ratio. It is thoroughly impracticable for a 
 regulative body to proceed blindly with the ordering of service 
 or equipment, without determining whether the income will war- 
 rant such an increase, for it must be remembered that the street 
 railway is the only utility operating with a fixed maximum income 
 unit — 5 cents — which provides no flexibility whatever in the ad- 
 justment of operations to returns as in other utilities ; and necessi- 
 tates the cutting of the operating cloth to fit the Unancial pattern. 
 It is therefore extremely necessary that any settlement or regula- 
 tion be based upon the fundamental fact as determined by the 
 income account which the Company should cheerfully furnish. 
 
 Transit Developments. To carry out the necessary develop- 
 ment of railway extensions, several distinct plans have been 
 evolved for the present and future, and from the several standpoints 
 of a private, a municipal, and an ultimately unified system. On 
 the theory of competition, many extensions to the present nucleus 
 of a municipal system could be devised, but which would require 
 duplication of capital investment. However, from an economic 
 standpoint, duplication of investment is improper and unjustifiable ; 
 so that the municipal system may find its most logical expansion 
 along lines of development rather than competition. This is the 
 fundamental idea of the development of properties inter-related 
 from a capital standpoint, which ultimately must gravitate to the 
 ideal situation — unification — one city, one fare, universal transfers, 
 unified operation, minimum investment. 
 
 At the present time, San Francisco absolutely requires a large 
 increase in mileage, but the fact exists that under the conditions 
 that have been imposed (in the hope of immediate results, no 
 doubt), not one foot of extensions may be expected from private 
 capital. Yet some of these extensions are most pressing, such as 
 additional facilities to the Exposition site in Harbor View. 
 
 PRESENT CONDITIONS 
 
 II 
 
 Legal Matters. The legal status of the railway utility in San 
 Francisco is clear. With a franchise life of about 15 to 20 years, 
 and the corporation in possession of main thoroughfares and the 
 lines of maximum traffic density, it will be possible to continue 
 operation to the end of the franchise term with every assurance of 
 reaping maximum profit, — that is, the "cream," leaving the 
 "skimmed milk" for municipal enterprise. 
 
 The present franchise situation is extremely complicated by 
 overlapping grants, by non-conformity of franchise conditions, bv 
 the lack of official cancellation of portions of unused franchises, 
 etc. Naturally, having acquired numerous competing franchises, 
 the Corporation has abandoned many parts in the interests of a more 
 coherent and efficient operating system. And it appears to be a fact 
 that these lapses were recognized by the municipal government 
 without invalidating the remaining rights, for its officials have 
 apparently g^ven a left-handed consent by taking no action, and 
 until late years, not even seeing to it that the Corporation lived up 
 to the terms of its various franchises. In such cases of lax municipal 
 control, it is often a difficult and tedious process for municipalities 
 to reclaim their rights and deferred revenues thereunder. There- 
 fore, it seems more desirable for the City to straighten out its 
 present affairs and to provide for the future than to endeavor to 
 extract questionable compensation from the uncertainty of the 
 past. And an attempt might very well be made at this time to* 
 clarify the franchise situation and relieve the city streets of present 
 questionable franchise encumbrances by a new blanket agreement 
 in the form of a co-operative contract franchise. 
 
 Under the present charter, no purchase clause is in eflFect giving 
 the City the right to buy the existing property at any time, and so 
 long as the Corporation conducts its financial affairs in a reasonable 
 manner — that is, without forcing its rate of return to the utmost 
 limit — it stands intrenched, except in the regulation of service. As 
 the City cannot logically impose a higher standard of service upon 
 the Corporation than upon its own lines, the Corporation need have 
 little fear from the City's competition, because of the higher operat- 
 ing expenses imposed by the City Charter and the higher investment 
 that has prevailed. 
 
 In the new City Charter conditions are imp>osed which practically 
 debar private capital from investment in San Francisco, whether the 
 point of view of the capitalist is reasonable or not. Two facts stand 
 out prominently : 
 
 First — Private capital must be given an opportunity to secure 
 its investment by reclaiming it during a reasonable term ; and 
 
ill* 
 
 : 
 
 
 12 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Second — A rate of return must be ^aranteed that will be suffi- 
 ciently attractive under average conditions of the financial market, 
 commensurate with the risk involved. That risk is involved even in 
 so apparently insured an investment as street railways is evidenced 
 by the uncertain future of traction properties throughout the entire 
 country. 
 
 These Charter provisions and the underlying theory with respect 
 to private capital will have to be modified, or else it is incumbent 
 upon the City to buy its utilities at once at a considerable premium. 
 It cannot force private capital to invest under conditions considered 
 unprofitable. At the same time, there are extensions which cannot 
 be made by the City, but ought to be made by the Corporation, and 
 vice versa. And it is believed that the Corporation would then 
 cheerfully extend into non-competitive territory, even in the face 
 of the City's avowed intention of forcing out private capital. Certain 
 steps could therefore well be taken at the present time to remedy 
 these conditions: 
 
 First — The Charter may be amended so as to make private in- 
 vestment possible. 
 
 Second — Present corporate franchises may be merged on some 
 equitable basis of equalization with extension franchises desired. 
 
 Third — Duplication of investment may be avoided by non-com- 
 petitive extensions, with the object of ultimate unification of the 
 entire property at the lowest possible investment cost. 
 
 Without a real solution of this maior problem, all of the minor 
 activities proposed in this report and by other organized bodies 
 having the interests of the City at heart will be largely frustrated 
 The question of a sane, reasonable, and workable franchise agree- 
 ment between the City and the United Railroads is the first great 
 matter to be settled, to which all others are subordinate, and no 
 time should be lost in formulating such a plan. 
 
 It is necessary to say here that the evolution of this mluch- 
 desired plan will not be furthered by the use of old arguments 
 and the useless discussion of former abuses and unfortunate occur- 
 rences in the history of civic and traction development, by both 
 sides of the controversy, to force concessions. Progress is not 
 retroactive. Conditions exist today as they are, without reference 
 to the past, and a solution must be found for today and tomorrow, 
 rather than yesterday. Consequently, the application of radical 
 restraints to the present situation will utterly defeat the purpose 
 of the sober and determined citizens of this City to record a fresh 
 page in the history of their civic development. 
 
 Regulation and Supervision. The most hopeful fact in rela- 
 tion to this proposed agreement is that the California municipalities 
 
 PRESENT CONDITIONS 
 
 13 
 
 have unquestioned jurisdiction over their public utilities in a regula- 
 tive or supervisory capacity — that is, over rates, service and equip- 
 ment, and to some degree over extensions. When it is considered 
 that some of the older Eastern cities have virtually lost control of 
 their streets and through gross mis judgment have awarded fran- 
 chises running as high as 999 years without compensation, with 
 standards of service on the lowest plane, with the corporations on 
 the verge of bankruptcy by reason of the excessive burden of securi- 
 ties issued upon these perpetual franchises, with the riding habit 
 curtailed by this poor service, and with little hope of new capital 
 for rehabilitation and extensions under the prevailing financial plan, 
 the position of San Francisco is enviable, indeed. The power lies 
 within its hands to evolve a magnificent transportation system under 
 the impetus of high earning capacity. With sane regulation and 
 the recognition of the rights of private capital, it will be possible 
 for the City to develop along logical lines, both its municipal and 
 its private systems with a certainty of ultimate unification. It goes 
 without saying that such regulation must be practical and not puni- 
 tive, and one of the first requisites is for the municipal legislative 
 body to create and maintain a commission of technically trained 
 men to carry out this highly technical business and relieve the legis- 
 lative body from the consideration of the innumerable details of 
 such a business. The time and training of a legislator does not 
 permit him to engage in the operation of a public utility. 
 
 Such a commission must have complete and unquestioned author- 
 ity over all operating, construction and financial matters, except 
 the purely legislative function of granting franchises. There is no 
 middle ground of divided responsibility. And if conditions with 
 regard to term of office, compensation and technical training cannot 
 be made so as to create a commission of adequate ability and of 
 absolutely independent political connection, then a simple bureau or 
 branch of the City government would be preferable, having advisory 
 and investigative powers only. But the former would be more 
 desirable, and is directly in line with the establishment of the First 
 and Second District Commissions of New York, having respective 
 jurisdictions over the City and State of New York. 
 
 Conclusions. Summarizing, the foregoing may best be epito- 
 mized in the form of a development program stated very briefly in 
 the introduction to the report, to be followed out by both City and 
 Company in eflFecting a solution of the present difficulties. The 
 City has unquestionably been greatly handicapped in its development 
 by the failure of the transit companies to keep pace with its rapid 
 rise in civic standards, as well as in magnitude. But the problems 
 of the future have not been fully appreciated in the past, and as a 
 

 i I 
 
 14 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 result of lax municipal control, abuses have crept in, which should 
 now be remedied. 
 
 On the other hand, the present corporation is in a measure 
 struggling with an inheritance of financial evils whose oppressive 
 nature was only brought to light by the disastrous fire and strike. 
 As a result of this loss, which could hardly have been anticipated, 
 it finds itself in straightened finances, unable to meet the higher 
 standards of service, and with credit contracted by reason of the 
 City's expressed determination to effect complete municipal owner- 
 ship of its utilities. Additional investment must have security of 
 return, and with impossible conditions imposed, such investment is 
 therefore automatically nullified. 
 
 It must be apparent that until the City is able to purchase its 
 utilities at a fair price, it must depend upon them for service. 
 Consequently the interests of City and Corporation are most inti- 
 mately identified in the matter of transportation, and it is upon this 
 premise that the improvement program of Chapter 4 is suggested. 
 
 CHAPTER 2 
 
 GROWTH OF EARNINGS AND INVEST- 
 MENT IN TRANSIT FACILITIES* 
 
 Estimate of Future Growth in Population 
 
 Prediction of Future Earnings and Extensions 
 
 Record of Business and Railway Growth 
 
 Railway Investment and Relative Purchasing Power of City 
 
 To inlelligenily) plan for the development of a comprehensive transit 
 s}fstem, and especially^ for the ultimate unification of utilities under munic- 
 ipal control, it is essential: (a) to review transit operations up to the 
 present time, in order to ascertain whether growth has k^pt pace with neces- 
 sities; and (b) to estimate future conditions at least to 1930, which year 
 will mark ^n epoch in the Cityi's career, due to the expiration of about two- 
 thirds of the present franchises. From this ma}) then be determined what 
 is to be expected from the Company in the case of continued private owner- 
 ship, or what the financial burden upon the City will be in the event 
 of municipal ownership; for only by this intensive examination may the 
 operating and financial blunders of the past be avoided, both now and in 
 the future. In this chapter is presented a prediction based upon careful 
 scientific analysis of the future growth of traffic requirements, transit earn- 
 ings and investment, in comparison with the estimated bonding power of 
 the City under present charter provisions, 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. An analysis of growth shows that San Francisco is now 
 growing faster than during the five years before the fire, and at 
 a rate of increase about 145,000 per decade. The real growth of 
 the city, excluding the effect of the fire, has been at the rate of 
 54% for the last decade as against 22% shown by the census. At 
 the present time the city contains about 450,000 people. This 
 population, on the conservative basis .assumed, should double in 26 
 years, and should reach 1,000,000 people in 1945 although it may 
 far exceed this. 
 
 2. San Francisco and the commuter district now has a popu- 
 lation of 730,000 people, and has increased 48% in the last decade. 
 This population should double in 23 years, reach 1,000,000 in 1919, 
 and 2,00 0,000 in 1945. 
 
 •Formerly Preliminary Report No. 19, Submitted Jan. 2. 1913. 
 
16 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 3. In spite of this rapid growth, other large cities of the 
 Pacific Coast are growing on the average at a rate probably 50% 
 faster than San Francisco. 
 
 4. As a result of the fire, San Francisco lost 100,000 people 
 permanently. The trans-bay cities gained in population by an 
 amount practically equal to San Francisco's loss. But traffic 
 statistics show that Oakland and its surrounding communities 
 are becoming self-supporting to such an extent that the exodus 
 from San F'rancisco has practically ceased, and that Oakland will 
 go forward at a normal rate as a suf)plementary community. 
 
 5. One beneficial result of the fire was a general exodus of 
 residents from the congested "inner city" to the suburbs, amount- 
 ing to 66,000 people in the last census period. This has neces- 
 sarily increased railway earnings and should therefore have made 
 possible correspondingly improved service. The present dis- 
 tribution of population within the 30-minute time zone is unusually 
 uniform, except Chinatown and Japtown. The outlying distribu- 
 tion indicates that people will live where proper streets and car 
 service facilities are provided. 
 
 6. The growth and interchange of population within the 
 district shows that the broader movements of population abso- 
 lutely disregard municipal boundaries. The idea of a Metropoli- 
 tan District Control for the development and regulation of utili- 
 ties and industries is therefore of unusual necessity for San 
 Francisco and the Bay cities. 
 
 7. A review of industrial growth shows that the period of 
 great activity occurring just before the fire was practically 
 recovered by 1910, and that commercial operations now generally 
 exceed those of 1905. The fact that bank clearings suffered no 
 perceptible depression during the disastrous year of the fire 
 indicates the sustaining power of the financial credit of the com- 
 munity. 
 
 8. Manufacturing within the Industrial District has alone 
 failed to keep pace with the population within the last decade. 
 In this respect the Bay cities have gained directly from San 
 Francisco's heavy loss. The evident need for a more united 
 Industrial District points unmistakably to the practical value of 
 the Metropolitan District Control idea alread}^ suggested. 
 
 9. An analysis of railway earnings shows that they are in- 
 creasing in proportion to the square of the population — that is, 
 when the population doubles, earnings quadruple. United Rail- 
 roads earnings alone should double in the next 13^^ years — i. c, 
 should reach $16,000,000 by 1924-5 — and should quadruple by 
 1942. Earnings per capita are now the highest in the country — - 
 $20 per capita for all companies. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 17 
 
 10. In extension of track mileage, San Francisco is at least 
 six years behind the necessities of the growth in population. 
 Trackage should extend at least as fast as the population, if not 
 faster. The total track mileage is now about the same as before 
 the fire, due to abandonments, and the last 15 years shows a 
 slower growth than at any period of the city's history. This 
 delayed construction must now be made up. 
 
 11. The present necessities for track extension require about 
 15 miles per year up to 1920. This will be just sufficient to com- 
 plete the extension schedule called for in Chapter 3, and is also 
 required to catch up with the normal growth in population. 
 From 1868 to the time of the Market Street Railway Co. consolida- 
 tion in 1893, track mileage was extended at the rate of 8.1 iTkiles 
 per year ; during the maximum period, 16 miles per year. Since the 
 consolidation, the rate of growth has only averaged 3.6 miles \)cr 
 year. 
 
 12. The total operating equipment of all companies in 1911 
 was 676 cars. Prior to the fire, there were many more cars 
 reported, but of smaller capacity, averaging about 30 seats, as 
 against about 42 seats at the present time. Several hundred obso- 
 lete and worn out cars were retired in 1907. 
 
 13. The total seating capacity at the present time appears 
 to be about the same as before the fire, but it is a question 
 whether the service capacity, in proportion to traffic, is as great 
 even in view of the increased schedule speed, owing to the exodus 
 of population from the inner city to the outlying districts within 
 the last census period. 
 
 14. Assuming the new equipment now on order by the United 
 Railroads had been available to rectify the service requirements 
 of 1911, the future growth of the city until 1920 will require an 
 average addition of from 40 to 50 cars per year. This is a mini- 
 mum schedule that can be carried out without materially diluting 
 the net earning capacity, as San Francisco has already the highest 
 earning rate from its equipment of any large city in the country. 
 From 1889 to 1896, an average of 67 cars per year was added to 
 the system with maximum rates of increase within the period of 
 from 140 to 200 per year. 
 
 15. The only way the above increase in equipment called for 
 may be reduced is through the more efficient use of available car 
 miles by improved routing and by further increase in schedule 
 speed. The size of the car units has about reached a maximum 
 for the streets of this city. 
 
 16. That the extension schedule of track and cars called for 
 here is not unreasonable is further indicated by the fact that out 
 of the annual budget of investment predicted, about 25% will 
 
18 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 remain up to 1920 for betterments of existing property over and 
 above the investment in new extensions and equipment. 
 
 17. An analysis of the purchasing power of the City with 
 respect to its utilities shows that the underlying property valua- 
 tion is increasing at a slower rate than the necessary railway 
 investment— viz. : as the 1.7 power of the increase in population, 
 instead of the square as in the case of earnings. At the very 
 lowest estimate, $3.00 of capital must be invested for every $1.00 
 earned. Under the present bond limit, therefore, the City's ability 
 to purchase or build is becoming more and more inadequate, thus 
 requiring a progressive refunding basis. 
 
 18. The present available purchasing power of the City is 
 approximately $51,000,000 for all purposes, including water 
 supply. By 1930 the total railway investment required will be 
 $62,000,000; by 1950, $123,000,000. This means that over one- 
 third of the total bonding capacity of the City on its present 15% 
 basis would be continually pre-empted for railway investment 
 alone, assuming the City entirely free from debt. 
 
 19. If the City of San Francisco declines to accept the assist- 
 ance of private capital in financing its utilities both for the present 
 antl the future, the conclusion cannot be evaded that a revision of 
 the bond limit must be secured immediately in order to provide 
 the capital necessary for preserving the normal rate of growth 
 of the city as herein predicted. 
 
 GENERAL DISCUSSION 
 
 Of the various factors involved in the growth of a large city, 
 two stand out predominantly as absolute indices of the city's 
 growth : 
 
 1. Growth and density of population. 
 
 2. Increase in property values. 
 
 The first is a measure of the source of income to all utilities. 
 The second is a measure of the wealth and purchasing power of 
 the city with respect to municipal undertakings. Supplementing 
 these, a fair index of commercial growth is afforded by banking 
 transactions in cities that are large enough to maintain an inde- 
 pendent clearing house. 
 
 Growth in Population 
 
 Reviewing the history of San Francisco, the growth has been 
 so rapid and erratic that unusual caution in predicting for the 
 future is necessary. Referring to the graphical record, Fig. 1, it 
 will be seen that the city grew with extraordinary rapidity from 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 19 
 
 II 
 l! 
 
 FIGURE 1— ARNOLD PREDICTION OF FUTURE POPULATION, SAN FRAN- 
 CISCO AND COMMUTER DISTRICT. 
 
 Upon a prediction of population growth fundamentally rests the possible 
 future of transportation, traffic, earnings, service and investment. The con- 
 servative nature of this estimate for San Francisco, shown by the heavy black 
 line, is apparent from comparison with the other curves of possible future 
 growth which are presented for this purpose. The Commuter District includes 
 all communities commercially tributary to San Francisco. Note the rate of in- 
 crease for the next decade, thus — San Francisco 34% or including the Com- 
 muter District 407t. 
 
20 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 1860 to 1880. Then ensued a period of retarded rate of growth 
 until 1902, when a new period of unprecedented activity began, 
 extending up to the time of the fire, with an average rate of 
 growth of about 30,000 per year. Had the average rate from 1900 
 to 1905 continued, San Francisco today would have had a popula- 
 tion of approximately 550,000 people. At the present time, 1912, 
 the population is approximately 450,000. 
 
 Effect of the Firelof 1906. As a result of the fire, the 
 population in 1907 stood practically the same as in 1902. But it 
 is an encouraging fact that since this time the city has grown 
 faster than the average before the Hre, viz. : 20,000 persons per year, 
 so that the real rate of growth of San Francisco within the last 
 decade has been at the rate of 54% as against 21.6% shown by the 
 census figures. This higher rate is only exceeded by two decades 
 in its past history. Just prior to the disaster, the population of this 
 city has been estimated as 450,000 (on a basis of average school 
 attendance). Following the fire, an immediate exodus of 275,000 
 people took place (based upon General Greeley's estimate). If this 
 estimate is correct, about 100,000 people have never resettled in 
 San Francisco. 
 
 This is confirmed by considering the expansion of transbay resi- 
 dence territory outside of the industrial district,* such as Marin 
 County and the Peninsula. But it is also true that the metropolis 
 is regaining lost ground at a rapid rate, and will continue to do 
 so. In fact, transbay traffic statistics indicate that Oakland, Ber- 
 keley and Alameda are rapidly becoming commercially self-cen- 
 tered and self-supporting, and San Francisco and Oakland will 
 continue to grow in the future as supplemental communities with- 
 out any further marked transference of population such as occurred 
 after the fire. This is as it should be, and it remains only for San 
 Francisco to develop the attractive residence districts within its own 
 borders to maintain its present rapid growth. 
 
 The influence of the great fire in accelerating the growth of the 
 suburban Bay communities has been marked. Oakland, by census 
 estimate, had gained but 5,700 people between 1900 and 1905, but 
 increased 78,000 between 1905 and 1910. Similarly Berkeley 
 gained 5,400 population during the first five years and 22,000 during 
 the last. The entire bay industrial district, exclusive of San 
 Francisco, increased only 15,000 between 1900 and 1905, and 114,- 
 000 thereafter, within the decade. 
 
 Future Growth. The analysis upon which the future growth 
 is based has included the following considerations : 
 
 •Including San Francisco. Oakland, Alameda, Berkeley, and Township No. 1 of San 
 Mateo County. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 21 
 
 8 
 
 P 
 
 10 
 
 o 
 
 a 
 
 S 
 
 
 o 
 o 
 
 8 
 
 CO 
 
 I 
 
 8 
 
 V0 
 
 O 
 
 o 
 
 I 
 
 s 
 
 FIGURE 2-ANALYSIS OF LIMITING RATES OF POPULATION GROWTH. 
 
 A survey of this nature is necessary to reach reasonable conclusions for 
 the future in a city subject to such erratic growth as San Francisco. These 
 curves demonstrate the indisputable fact that cities grow with a decreasing 
 rate of increase. For example, it was found that normal Eastern cities of 
 500,000 inhabitants grew at a rate of 185,000 in 10 years, or 36 per cent (see 
 curves, dotted code), while at a population of 1,000,000 the rate had decreased 
 to 27 per cent, although the actual increase was 290,000 per decade. Any fixed 
 rate or percentage compounded through a long period would usually lead to 
 impossible results. This study forms the basis of the prediction curves, Fig. 1. 
 
22 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 1. San Francisco, the commercial metropolis of the West. 
 
 2. Effect of the opening of the Panama Canal. 
 
 3. Temporary effect of the Panama-Pacific Exposition. 
 
 4. Climatic and scenic advantages of San Francisco. 
 
 5. Effect of unusual isolation of San Francisco. 
 
 6. Growth of other Pacific Coast cities. 
 
 7. Normal and slow growth of Eastern cities. 
 
 8. Maximum and minimum past growth in San Francisco. 
 
 The basis of analysis is best indicated by the growth charac- 
 teristic curve, Fig. 2, in which the actual increase per decade is 
 recorded at various stages of growth in the development of cities. 
 Thus, for a city of 450,000 inhabitants, such as San Francisco at 
 the present time, an actual increase per decsde is recorded as fol- 
 lows : 
 
 Eastern cities, slow growth 105.000 per decade 
 
 San Francisco, slow growth 125,000 per decade 
 
 Eastern cities, max. normal 170,000 per decade 
 
 Other Pacific Coast cities 210,000 per decade 
 
 Arnold estimate, San Francisco 145,000 per decade 
 
 These composite curves recognize an unquestioned fact in the 
 growth of cities that normal growth takes place with a decreasing 
 rate of increase. The conservative nature of the rate finally se- 
 lected for San Francisco will be apparent from a study of this 
 curve. It is neither optimistic nor pessimistic. And although 
 the predictions may very likely fall short of the next census, it 
 would be entirely improper to recognize erratic growth, although 
 such may have been recorded in the past. From the "Arnold 
 Normal Growth Curve" the following prediction for the future 
 City of San Francisco is obtained : 
 
 San Francisco — 
 
 Decade Decade Increase 
 
 Ending ^ percent /A?nfK^^ 
 
 (1912) estimated (450,000) 
 
 1910 21.6 416,912 
 
 1920 34 558,000 
 
 1930 29.3 722,000 
 
 1940 25 909,000 
 
 1950 23.3 1,121,000 
 
 In establishing the initial percentage for the present decade, 
 the probable fact has been given weight that a considerable part 
 of the permanent loss due to the fire will be made up by the per- 
 manent gain due to the Exposition. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 23 
 
 Commuter District. It is desirable to predict in the same man- 
 ner the growth of the commuter district that may be properly 
 termed tributary to San Francisco (as defined in Table 2). Prac- 
 tically the same basis of analysis has been used, and although an 
 extraordinarily rapid growth of the Bay cities has occurred with- 
 in the past decade, the rates used have been tempered with due 
 conservatism : 
 
 San Francisco 
 
 and Commuter District — 
 
 
 Decade 
 
 
 
 Decade Increase 
 
 
 Ending 
 
 
 
 per cent 
 
 Population 
 
 (1912) 
 
 estimated 
 
 
 (788,000) 
 
 1910 
 
 
 
 47.5 
 
 730,000 
 
 1920 
 
 
 
 40 
 
 1,019,000 
 
 1930 
 
 
 
 34 
 
 1,366,000 
 
 1940 
 
 
 
 29 
 
 1,760,000 
 
 1950 
 
 
 
 25 
 
 2,202,000 
 
 A clear idea of the extent of this commuter district may be 
 best obtained from the General Transportation Map, Plate 2, show- 
 ing both electric and steam lines entering the city, and those con- 
 verging from the surrounding districts to the bay ferries. More- 
 over, the relative growth within the last two decades is indicated 
 in order to give a graphical picture of the correct position of San 
 Francisco in respect to its neighboring communities. For example, 
 the Alameda County cities have more than doubled their popula- 
 tion in the last decade, while San Francisco improved upon its pre- 
 vious 10-year growth. Or considering all of the commuter towns 
 only, it is found that the population has more than doubled, while 
 with San Francisco included, the total rate of increase has been 
 nearly 48%, the highest of the last three decades. This commuter 
 district including San Francisco differs from the "Industrial Dis- 
 trict" of the census by including many residential suburbs not de- 
 voted to manufacturing. 
 
 Distribution and Density of Population. It will be well 
 for those interested in the growth of the city to study carefully 
 distribution map, Frontispiece, which represents accurately 
 the distribution of population of the 1910 census by the actual enu- 
 merating districts. Two so-called "congested districts" of the city 
 are clearly evident as "Chinatown" and "Japtown." The for- 
 mer has the greater density, although by the splitting of assembly 
 districts in 1910, the actual figures of density do not appear as 
 high as in Japtown at the present time. (See Table 3.) Out- 
 side of these two districts, those parts of the city that may be now 
 reached by transit lines are found to be settled quite uniformly. 
 
24 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FIGURE 3— TERRITORIAL GROWTH OF SAN FRANCISCO. 
 
 Municipal boundaries have very little relation to the broad movements of 
 population as compared with transit service. In studying growth of trans- 
 portation it is therefore necessary to know whether the census records actually 
 cover the settled districts tributary to the various transit lines of the city. 
 In San Francisco the city boundaries have generally preceded settlement. 
 Starting with the village Verba Buena, indicated in black, now entirely 
 within the business district, the city boundaries quickly expanded within four 
 years of its incorporation to the intersection of Divisadcro and Twenty-sec- 
 ond streets ; and only five years later, upon the consolidation of the City and 
 County of San Francisco, to the San Mateo County line. San Francisco's 
 tributary population will probably not expand to any great extent down the 
 Peninsula until more convenient rapid transit facilities are provided. 
 
 The 30-minute time zone practically marks the limits of heavily 
 settled districts and will continue to do so even after more rapid 
 means of transportation are provided. 
 
 From this map, Frontispiece, it needs no arc^iiment to reach 
 the reasonable conclusion that with adequate transportation and 
 other utilities, Richmond, Sunset, Merced and Visitacion need not 
 long remain practically unpopulated as at the present time. 
 
 If the city be divided into three zones, thus : 
 
 (1) Within the one-mile circle ; 
 
 (2) Between one and three-mile circles; 
 
 (3) Outside the three-mile circle. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 25 
 
 Population, 
 Inner City. 
 
 Area, in Acres, 
 Inner City. 
 
 Density. 
 Persons pel 
 Inner City. 
 
 • Acre.^ 
 Outlying 
 
 157,400 
 
 1765 
 
 89 
 
 6.6 
 
 152,000 
 
 1789 
 
 85 
 
 6.9 
 
 86,200 
 
 1725 
 
 50 
 
 15.0 
 
 it is found that today only 75,000 people live within the one-mile 
 circle, 98,000 outside of the three-mile circle, with 244,000 in the in- 
 termediate zone; and that while the densities of the inner and in- 
 termediate zones are nearly the same, that of the outer zone is 
 only six persons per acre, approximately one-sixth of that within 
 the three-mile circle, which to a certain degree corresponds to the 
 30-minute time zone previously mentioned. 
 
 Taking the U. S. census for the last three decades, a further 
 comparison may be made on the basis of assembly districts (Plate 5), 
 although the continually changing boundaries of these districts 
 make a direct comparison of local centers dilftcult as between census 
 periods. However, the census records are illuminating as applied 
 to the so-called "inner city," shown within the heavy boundary 
 lines of Plate 5 and covering approximately the district bounded 
 by Van Ness Avenue on the west and Bryant Street on the South. 
 
 Year 
 
 1890 
 1900 
 1910 
 
 From these data, it is clear that as a result of the fire, the inner 
 city has very greatly changed in its character of settlement and 
 has lost about 71,000 population, while the outlying district has 
 increased 189,000. This means that owing to extensions of transit 
 lines, the inner city has been transformed into a business district, 
 and the former population has scattered to the residential and 
 suburban areas. This is as it should be, and although the exten- 
 sive building of apartments and hotels within the inner city will 
 draw the great majority of transients, it is not believed that this 
 movement will materially affect the migration of the homeseeker 
 to the many attractive suburbs available, provided transit exten- 
 sions keep pace with this expansion. 
 
 Finally, considering the smallest civil division, it appears that 
 the maximum density of any district of San Francisco occurred 
 in 1890—224 persons per acre in the district including Chinatown, 
 with six other districts of the inner city above 100 per acre. In 
 1900, the maximum density was 141 per acre, with only three dis- 
 tricts above 100 per acre. In 1910 the maximum density had 
 fallen to 70 persons per acre in Japtown, entirely outside of the 
 
 * These figures of density deduct all the unpopulated areas such as parks, reservations 
 and waterlot areas. 
 
p '«" 
 
 26 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 so-called "inner city.*" This unquestionably indicates the exodus 
 of residence population out of the business district, which is de- 
 sirable and necessary to the healthy growth of a municipality. 
 This cannot fail to greatly enhance the necessity for and earnings 
 of street railway properties in the future by an increased riding 
 habit. 
 
 Commercial Growth 
 
 Incidental to this study, the graphic record of commercial 
 growth, Fig. 4, has an important bearing, as follows : 
 
 Population by census years, bank clearings, assessed valuation 
 oi property, real estate assessed, real estate sales, building opera- 
 tions, telephone calls, post office receipts. 
 
 Property valuation reflects the fundamental underlying wealth 
 of the community, bank clearings measure its major financial 
 operations, and post office receipts oflfer a fair indication of the 
 general prosperity of the average citizen. 
 
 A general review of these records shows a period of great 
 activity in San Francisco from 1900 up to the depression of 1906. 
 But by 1910, the city had practically recovered, and is now pro- 
 gressing at an encouraging rate. 
 
 Bmk Clearings have maintained a normal increase since 1896, 
 and are now 47% above 1905. It is a significant fact 
 that although bank clearings suffered a temporary check during a 
 few months after the fire, the total clearings for the year 1906 
 actually increased at a normal rate and were only checked by the 
 wide-spread financial depression of 1907-8, since when the pre- 
 vious rapid increase has taken place. 
 
 Property Valuation remained fairly constant up to about 
 1888 (with the exception of a temporary increase in 1880) and 
 has since increased at a normal rate up to 1905. Since the fire 
 *hc valuation has increased at about the same rate as before the 
 fire. Fig. 4 indicates the relative amount of operative property 
 exempt from city taxation. 
 
 Real Estate Value, as assessed exclusive of improvements, 
 shows that the fundamental basis of land is barely as high as be- 
 fore the fire, and that the assessment is hardly keeping pace with 
 the total property assessment upon which the purchasing power 
 of the City is based. 
 
 Real Estate Sales show a sudden increase from 1900 to 1905 
 with the exception of two intervening years. Since the fire, prog- 
 ress has been slow, but the last year indicates a renewed growth. 
 
 •Even these maximum densities in San Francisco are small compared with other 
 citiei. such as the lower East Side. New York, which exceeds 1.200 per acre. 
 
 I 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 27 
 
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 FINANCIAL AND COMMERCIAL GPONATTH 
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 FIGURE 4— EVIDENCES OF COMMERCIAL GROWTH OF SAN FRANCISCO. 
 
 To plan consistently for the future, a knowledge of the past is essential 
 in order that erratic growth may not lead to false conclusions. This study 
 presents the most important indices of the underlying commercial strength of 
 the community, which alone determines the future of the city, both in popu- 
 lation and resulting transit development. In spite of the depressions of 1906 
 and 1908, San Francisco is again moving forward at a satisfactory rate, espe- 
 cially during the last year, and its commercial operations now generally ex- 
 ceed those of the previous high point — 1905. 
 
; t 
 
 28 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Building Operations followed a normal growth from 1898 to 
 1905. Naturally the tremendous building activity resulting from 
 the fire could not be maintained. Since 1910. however, building 
 operations have again gone forward at a normal rate. 
 
 Telephone Calls are increasing at a consistent rate, having 
 practically doubled since the fire. 
 
 Postoffice Receipts show the most uniform and healthy growth, 
 with only comparatively small depression as a result of the fire, 
 and have more than doubled in the last decade. 
 
 Manufactures. Finally, an examination of the Census reports 
 of the operation of the industrial district of San Francisco before 
 and after the fire indicates some startling facts, detailed in 
 Table 4. Comparing the three years 1900, 1905, and 1910, it 
 is found that both the number of factories and persons employed 
 were less in 1910 than the year before the fire, although the value 
 of products had slightly increased. On the other hand, a very 
 rapid increase in manufactures had taken place during the five 
 years preceding the fire. Furthermore, it appears that what San 
 Francisco has lost as a result of the fire has been a direct gain 
 to the Bay cities of the industrial district. If these records are 
 analyzed on a per capita basis, it appears that while the percentage 
 of population employed in San Francisco in manufactures has 
 decreased by nearly one-fifth, that of the Bay cities has increased 
 by about the same amount, but also that the per cent employed 
 for the entire industrial district was lower in 1910 than in 1905 
 or 1900. The total value of products per capita has also decreased. 
 This record clearly indicates the serious fact that up to 1910 
 manufacturing has not kept pace with the growth in popula- 
 tion, and that the industrial district must become more united 
 in developing the manufacturing facilities which the Bay shores 
 aflFord. This furnishes an additional argument for the establish- 
 ment of a Metropolitan District Control in such matters of com- 
 mon interest as utilities and industries. 
 
 Prediction of Traffic and Service 
 
 The final object of this analysis of growth is a prediction of 
 future transit earnings, the necessary equipment and the cor- 
 responding investment required to produce those earnings, thus 
 making it possible to determine beforehand the ability of the City 
 to assume the burden of this investment. 
 
 An analysis of the relative growth in earnings of street rail- 
 ways, and population, in many cities of this country, has devel- 
 oped a clearly defined mathematical law. And although there are 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 29 
 
 some cities varying considerably from this general law, the great 
 majority closely adhere to it, as stated below : 
 
 That the total annual railway earnings increase ap- 
 proximately as the square of the increase in population ; 
 that is, by the time the population doubles, transit earn- 
 ings will have increased four-fold. Or in other words, 
 the earnings per capita will increase approximately in 
 direct proportion to the increase in population. 
 
 This relation may best be shown graphically as in Fig. 5, 
 wherein are shown the results of four decades of development in 
 San Francisco, together with a prediction for four decades into 
 the future. Barring the erratic development in the last decade, 
 especially 1905-1908, the averages for the period are instructive. 
 While the rate of growth in earnings from 1900-1903 considerably 
 exceeded the average, due to delayed increase in population, and 
 on the other hand the reverse condition appears from 1908 to 1911, 
 it is safe to say that San Francisco at least approximates if not 
 exceeds the law above stated, and will continue to preserve that 
 relation for at least the remainder of the present decade — /'. r., to 
 1920. 
 
 By way of illustration, the following figures would result if the 
 law of the squares were applied to the present San Francisco for 
 several consecutive decades before and after the present time : 
 
 
 L.\W 
 
 OF THE SQUARES. 
 
 
 Population. 
 
 
 Per Capita. 
 
 Earnings. 
 
 200,000 
 
 
 $ 8.75 
 
 $ 1,750.000 
 
 400,000 
 
 
 17.50 
 
 7,000.000 
 
 800,000 
 
 
 35.00 
 
 28,000.000 
 
 However, it must be recognized that in San Francisco, owing 
 to its limited ability to grow within its present boundaries, there 
 will come a time when a "saturation point" will be reached in the 
 possibilities of adequate service from surface line extensions within 
 the city limits and a decline in growth of total traffic and earnings 
 must then set in, unless rapid transit facilities are undertaken so 
 as to properly serve the outlying districts undergoing development 
 Therefore, in this prediction. Fig. 5, the index of growth has 
 been progressively decreased by decades from 2.0 at the present 
 time to 1.5 in 1950. This is done with the full knowledge that rapid 
 transit facilities must come sooner or later, which alone will revive 
 the total earning power of the system, as has been the case of other 
 cities. This estimate may then be regarded more as an index of 
 surface railway operations, although possibly including some rapid 
 transit development. 
 
I 
 
 30 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 F'LTURE G^CWT 
 
 FOF ui.-^Tiorj 
 
 AT* OfW 
 
 PlAl .WAY 
 
 iLUAfioR 
 
 cduWtK' 
 
 P 10 »iim 
 
 ii--^-rMjn 
 
 ^ 
 
 p 
 
 la 
 
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 o 
 
 
 
 100 
 
 so 
 
 AO 
 70 
 60 
 
 50 
 40 
 
 30 
 20 
 
 10 
 
 oopoo 
 
 6 7 S 9 lOOCJOOO 
 
 FIGURE 5— ANALYSIS OF MATHEMATICAL LAW OF GROWTH. 
 Upon this law rests the future of the city in respect to transit earnings and 
 investment in the necessary railway properties. It answers the question, How 
 fast will earnings and investment grow with reference to the population? San 
 Francisco has exceeded many other cities in the past with earnings growing 
 faster than the square of the population ; and valuation of property somewhat 
 below this rate. This means that when the population doubles, property valua- 
 tion more than triples, and earnings quadruple. The broken guide line in- 
 dicates this square relation. A line parallel thereto conforms to this law. 
 For the distant future the rate of earnings has been conservatively decreased, 
 as this study refers largely to surface transportation, not including expensive 
 rapid transit projects. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 31 
 
 On this modified basis the predicted earnings then stand as fol- 
 lows, with the approximate traffic resulting therefrom, which may 
 be taken for this purpose on a basis of a flat 5-cent fare (Table 5) : 
 
 PREDICTION— MODIFIED LAW OF THE SQUARES. 
 
 Population. 
 
 Earnings 
 per Capita. 
 
 Earnings 
 per Year. 
 
 Revenue 
 Passengers 
 per Year. 
 
 Total 
 Passengers 
 per Year.* 
 
 Approx 
 imate 
 Year. 
 
 200,000 
 400,000 
 800.000 
 
 $ 8.75 
 17.50 
 31.25 
 
 $ 1,750,000 
 
 7,000,000 
 
 25,000,000 
 
 35,000,000 
 140,000,000 
 500,000,000 
 
 52,500,000 
 210,000,000 
 750,000,000 
 
 1876 
 1909 
 1934 
 
 Increase in Equipment 
 
 It has been impossible to obtain complete official records of 
 equipment prior to the fire, as accurate utility records were not 
 then compulsory. While the records here presented do not en- 
 tirely agree with recent official data, they will suffice to illustrate in a 
 general way the development in this city. 
 
 Track Mileage. The record of total track construction, Fig. 
 6, indicates a uniform growth from 1868 to 1889 of about six miles 
 per year, then an extremely rapid increase from 1889 to 1896 of 16 
 miles per year, during which period the Market Street consolida- 
 tion took place. No further increase is recorded up to 1902, when 
 rapid building again ensued until stopped by the great fire of 1906. 
 Since the fire, extensions have about offset abandonments, so that 
 the total track has remained practically constant. Summarizing, 
 an average of 8.1 miles per year was maintained from 1868 up to 
 the time of the Market Street consolidation in 1893, and since then 
 only about 3.6 miles per year. Thus, the last 15 years of growth has 
 been slower than any previous considerable period of time in the 
 history of the city, even during the original horse-car days. What- 
 ever the cause, this can only be interpreted as a retrenchment of 
 that natural growth essential to the welfare of the city which finds 
 its logical result in the present necessity for a very large increase in 
 mileage to compensate for the delayed expansion. 
 
 •Assuming 50% transfers. 
 
 Footnote: Explanation of Graphical Analysis. This studv. Fig. 5, differs from the ordi- 
 nary method in that the relation between the two variables — earnings and population — is 
 plotted on logarithmic cross-section paper instead of the usual rectilinear section paper. 
 There is this difference: Assuming that earnings increase as the square of the in- 
 crease in population, this relation on linear section paper would show a rapidly ascending 
 curve of earnings: but on logarithmic section paper the curve becomes a straight line, 
 with a slope of two to one. And any other relation between two variables that plots 
 out with a slope of two to one mav be recognized at once as conforming to this law 
 of the squares. Similarly, a relation with a slope of three to one conforms to the cube. 
 Hence, on logarithmic paper it is only necessary to focus attention on the slope of the 
 line to determine accurately the mathematical law; and any line parallel to the guide 
 line shown on Fig. 5 — i. e., having the same silope — follows the law that doubling the 
 population quadruples the earnings. Although it is to some extent unsafe to apply a law 
 rigidly so far into the future that a complete revolution in transit methods might occur, 
 it is at least safe to follow this law for a decade hence. The fact that th« law of the 
 squares has been approximated in the past with four different methods of motive power 
 indicates the reasonableness of this conclusion. 
 
32 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 BION J. ARNOLD 
 
 1910 
 
 FIGURE 6— GROWTH OF TRACK MILEAGE IN SAN FRANCISCO. 
 This record shows three decades of normal and continuous growth, fol- 
 lowed by a period of extremely rapid growth coincident with the introduction 
 of electric traction. But since the consolidation of the Market Street system 
 the growth has been erratic and on the average comparatively slow. The 
 almost complete revolution in the method of railway propulsion for the last 
 two decades is clearly shown. Data prior to the fire may be subject to slight 
 error, but are sufficiently accurate for indicating general tendencies. From 
 1889 to 1896 the system grew at an average rate of over 16 miles of track per 
 year. Since the Market Street consolidation in 1893 the growth has averaged 
 only 3.2 miles per year. (See Table 8.) 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 33 
 
 Analyzing this growth with reference to population, it appears 
 that the track mileage increased faster than the population from 
 1860 up to 1896, since when it has fallen behind. It is not an un- 
 reasonable conclusion that if transportation companies found it 
 possible, up to the time of consolidation of the properties, to extend 
 their lines at a much faster rate than the population, that a rate 
 at least proportional to the increase in population can now be main- 
 tained until such time as surface extensions have reached their limit. 
 According to this basis of normal increase, a total of 100 miles would 
 be required for the next decade. 
 
 But this assumes that the present trackage is adequate, which 
 it not the case. As a matter of fact, the extension schedule is from 
 6 to 9 years behind. And moreover, to carry out the program 
 of extensions that are definitely needed as detailed in Chapter 3, 120 
 rrtiles of new track will be required, probably by 1920, the con- 
 struction of which would call for an average rate of about 15 miles 
 per year, which is less than has previously occurred in San Fran- 
 cisco. Of this, the major part falls to the United Railroads. 
 
 Car Equipment. The graphical record of car equipment. Fig. 
 7, shows a gradual replacement of horse and cable cars by elec- 
 tric equipment since 1895. It also indicates that the total number 
 of single cars used in San Francisco today is practically the same 
 as in 1889, prior to the establishment of electric service, and only 
 about half the total number reported in 1896. This record, how- 
 ever, is probably based on total cars onmcd, as reported by thfe 
 companies in the available statistical records. Furthermore, the 
 present cars are much larger, and a uniform definition of car 
 unit was not in all cases used. The records prior to the fire must 
 therefore be interpreted with caution, and probably include much 
 equipment either obsolete or retained for emergency service only. 
 The present equipment as now reported does not any longer include 
 the large number of obsolete cable and horse cars that are still in 
 evidence at some of the old car houses in various parts of the city. 
 
 From the curve it is apparent that several hundred of these cars 
 were retired at the time of the fire, and from actual observations 
 the entire system is now being reported practically upon a basis of 
 operative cars. 
 
 An eflFort was made to determine this gain or loss in equipment 
 from the official records of operating car units upon which license 
 taxes were paid to the City. Prior to 1898 the records appear en- 
 tirely undependable. The disparity between total equipment re- 
 ported and operating cars is great. Thus, out of a total of 1146 
 
34 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ■ION J. ARNOUD 
 
 1200 
 
 IIOO 
 
 lOOO 
 
 iaa9 1891 
 
 I8»6 
 
 I90I 
 
 I906 
 
 1911 
 
 FIGURE 7-GROWTH AND CHANGE IN CAR EQUIPMENT. 
 
 This record probably does not represent cars ^^'""fy^^l'^'l^J^^^^^ 
 the fire, as it is based upon equipment reported as owned. , T^,^^^^"°^X"',,7, 
 crease n equipment is due to the retirement of several t^undred cable cars 
 cither worn out or obsolete, by reason of the change in motive power. Sukc 
 the fire the record covers, in general, only cars available ^^r servu:e^ 1^^ 
 average seating capacity per car probably increased during this change trom 
 30 seats to 42 seats, or 40 per cent. (See 1 able /.; 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 35 
 
 cars in 1898, taxes were paid on only 600 equipments. After the 
 fire, however, taxes have been paid on a greater proportion of the 
 total equipment — at the present time, on 88% of the total. 
 
 The principal point of interest in this exhibit is a net change in 
 seating capacity from 1905 to the present time. The official public 
 statements (for taxable purposes) of all car equipment, Table 7, 
 showed 921 United Railroads cars in 1905 and 669 in 1912. Counts 
 in 1912 indicated 661 for the United Railroads system. These old 
 cars probably contained 28 to 34 seats each ; an average of 30 seats 
 may be assumed. Traffic counts during 1912 showed 607 United 
 Railroads cars in operation ; these average about 42 seats each. In 
 other words, with about the same estimated population, the seating 
 capacity is now practically the same as before the fire. 
 
 But in this period 66,000 residents, nearly one-half of the popu- 
 lation of the ''inner city" or walking district, moved to other parts 
 of the city, thus becoming dependent upon car service. This addi- 
 tional traffic represents 15% of the population of the entire city. 
 On the other hand, the United Railroads system has increased in 
 schedule speed within the same period 12%, with a corresponding 
 increase in service capacity for the same equipment. Whether the 
 service has fully recovered since the fire is therefore a question. 
 In any event, it is clear that the present equipment is far short of 
 the requirements of service brought about by the general growth 
 of the city, as determined by actual counts (Chapter 7). 
 
 It now remains to estimate, for the entire traction system, the 
 proper rate of increase in car equipment and car mileage for the 
 future. This may be approximated by several methods, as follows : 
 
 *1. 
 2. 
 3. 
 
 Assuming a uniform density in cars per mile of track, 
 and increasing in proportion to track mileage. 
 
 Assuming a fixed income per car year, and thus increas- 
 ing in proportion to the gross earnings. 
 
 Assuming a fixed operating ratio, expenses per car mile, 
 and car mileage per car year, and increasing in propor- 
 tion to the gross earnings. (See Table 6.) 
 
 •First — The c?<r Hen?'*v resiiUine from a totol of 741 car«! avfraces for 1911 2.5? 
 cars per mil" of track. For a total trackage in 1920 of 414 miles there will be required 
 1.04.'^ operating cars: or addine S'Yc for reserve and renair. a total of 1.095 cars, equivalent 
 to 39 cars added per year. This represents a minimum, as the car density in San Fran- 
 cisco is low. 
 
 Second — The averap^e income in 1911 for 741 cirs ws $11,600. which is much 
 hifrher th^n in other cities. For eross earnings in 1920 of $13,100,000. a total of 1.176 
 cars would he reauired, or 48 per vear. 
 
 Third — Tflkine the present oneratintj ratio, including taxe«. of 6i%, an oocating 
 exoense of 20 cents per car mile, and the present yearly mileage per car of 36.700 
 miles, the estimated earninss for 1920 of $13,100,000 will require a total of 1.218 cars, 
 or S3 per year. 
 
36 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 The total operated equipment for all companies for 1912 was 
 676t cars; or adding thereto the 65 new cars now on order, 741 
 cars, upon which predictions may be based. 
 
 Thus it appears that on the present operating basis. 39 to 53 
 cars per year should be added to the entire system. (See Page 157.) 
 That this latter rate is entirely practicable is shown by the fact that 
 it would permit earnings of about 10 per cent on the investment, as- 
 suming $3.50 invested for each $1.00 of earnings. 
 
 The only way in which this car purchase schedule can be re- 
 duced for the same service is that proportionate economies in 
 operating car mileage be introduced by means of increased speed 
 and effective re-routing of present lines. (See Chapter 7.) 
 
 Purchaiing Power of the City 
 
 The tax assessment roll may be taken as a measure of the pur- 
 chasing power of the City in the construction or acquisition of 
 great public works. At the present time, the bond limit is fixed at 
 15% of the assessment, with only about $51,000,000 available for 
 all utility purposes, by reason of the failure of the electors to per- 
 mit the City to bond itself outside of the present debt limit for 
 revenue-producing utilities, such as water and street railways. 
 There will thus be available for future acquisition of such prop- 
 erties an annual amount proportionate only to the increase in total 
 property valuation. 
 
 Analyzing the past growth graphically (Fig. 5), it is found 
 that in San Francisco the value of real estate and improvements 
 has increased since 1873 at a rate proportional to the 1.7 power 
 of the increase in population— that is, nearly as the 2.0 power or 
 square as above referred to in discussing growth of earnings. 
 This rate exceeds that of most of the older cities of the East. 
 However, it appears thrat the personal property valuation has 
 increased less rapidly than the realty, with the result that an 
 average index of growth of only 1.5 power has been maintained 
 in the past, upon which the bond limit is computed. For the 
 future, it is believed that the realty values will control, and con- 
 sequently the total assessment roll has been predicted upon the 
 index basis of 1.7 power. From these totals must be deducted 
 operative property that is now exempt from City taxation through 
 recent changes in the State tax laws. 
 
 Investment Necessary. The final deductions from the fore- 
 going analysis are fraught with the greatest importance, not only 
 
 tFrom record nf car Ucenset paid. Table 7. This it 13 greater than the actual 
 number found on the itreeta but i> used inasmuch as it is a public record. 
 
 GROWTH OF EARNINGS AND INVESTMENT 
 
 37 
 
 to San Francisco, but to every municipality Contemplating exclu- 
 sive municipal ownership. In the proper expansion of a utility 
 s)^stem, a definite ratio between investment and earnings must 
 exist ; for example, in street railways from three to four dollars 
 of capital must be invested under modern conditions of opera- 
 tion and with a flat five-cent fare, to produce a standard property 
 and equipment. The future earning capacity has already been 
 determined. By applying this ratio, the total investment neces- 
 sary results, with which may then be compared the purchasing 
 power of the City under the present basis of assessment and 
 taxation. The actual figures are given below: 
 
 FINANCIAL SUMMARY OF FUTURE GROWTH 
 
 Year 1912 1920 1930 1940 1950 
 
 Population (thousands) 443 558 722 909 1,121 
 
 Street railway earnings (millions) 8.4 13 21 30 ' 41 
 
 Total assessed valuation for city 
 
 and county (millions) 511 750 1,160 1,710 2,420 
 
 Investment in street railway prop- 
 erty of $3 to $1 earned (min- 
 imum) (millions) 25 39 62 90 123 
 
 Bond limit (15% of valuation) 
 
 (millions) 77 113 174 257 363 
 
 Per cent of present bond limit 
 necessary for railway invest- 
 ment Z2> 34.8 35.9 35.1 33.9 
 
 This table shows that an average investment of at least 
 $1,750,000 per year will be required to 1920. Comparing there- 
 with the required investment rate called for in this report, it 
 is found that 15 miles of track and 50 new cars per year will 
 leave a substantial proportion of the annual budget available 
 for betterments of existing property— probably 25%, or $450,000 
 per year. This shows the reasonable nature of the extension 
 schedule called for. 
 
 The assumption of an investment ratio as low as $3.00 per 
 $1.(X) earned must be clearly stated as applying only to a system 
 which is properly expanded year by year in proportion to the 
 growth in population, and the above table shows probably the 
 minimum investment necessary to develop such a system. If 
 rapid transit undertakings in any form should be carried out 
 during the intervening period, a considerably higher investment 
 ratio would result, somewhat according to the following plan : 
 
 Rapid transit subways $6.00 to $8.00 
 
 Electrified steam lines 4.(X) to 6.00 
 
 Street railways 3.00 to 4.00 
 
38 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Nor is it correcf to even assume that the United Railroads 
 investment will continue along this curve so long as a practical 
 monopoly in San Francisco is maintained ; for unless an agree- 
 ment can be reached between the City and the Company pro- 
 viding for normal development and extensions, it is entirely 
 possible that the United Railroads will be content with earn- 
 ing out of the present system all that is possible up to the termi- 
 nation of its franchises. As the City has no power to compel 
 extensions, the traffic density will continually increase and the 
 proportionate net earnings likewise. 
 
 From the above it must be evident that unless some revision 
 is made in the basis of the bond limit for the purposes of investment 
 in municipal utilities, the City can never hope to either acquire nor 
 much less construct a complete transit property of the character 
 necessary to meet its great future. The above table shows that over 
 one-third of the total bonding capacity on the present basis would 
 be continually pre-empted for railway investment alone, assum- 
 ing the City entirely free from debt. 
 
 It is necessary to state plainly that these conclusions can- 
 not be evaded. The investment must be made if the transit facil- 
 ities of San Francisco are to advance in proportion to its needs, 
 and it was for this reason that the provisions of Charter Amend- 
 ment No. 34 were so drawn as to permit private capital to assist 
 municipal development until such time as the City could take 
 over its utilities upon an adequate bonding basis as in the case 
 of New York City in its latest subway acquisitions. 
 
 1 
 
 V 
 
 CHAPTER 3 
 
 DEVELOPMENT OF TRANSIT SYSTEM* 
 
 Unified and Municipal Lines 
 
 Facilities for Serving Panama-Pacific Exposition 
 
 Rapid Transit Development 
 
 San Francisco, unlike manp other cities, is not over-expanded, n>h:ch, 
 coupled rvith the rapid growth confronting the cit^ due to the opening 
 of the Panama Canal and the Exposition, as Well as the verp inadequate 
 transportation facilities now available, makes street railway extensions of 
 most immediate and far-reaching consequence. Further, the comparative 
 isolation of Harbor View and the service requirements of the Exposition 
 render the determination of a satisfactory plan for this service imperative. 
 In this chapter, extensions essential to a complete operating transit system 
 are recommended to satisfy both present and future needs. This considera- 
 tion of future extensions is necessary to provide a definite plan of improve- 
 ment and to avoid haphazard development. For the purpose of consider- 
 ing independently the extension of the municipal system, the general pro- 
 gram is subdivided into both private and municipal competitive lines. 
 Special attention has been given to developing adequate transportation and 
 terminal facilities for the Exposition, both with and without tunnels, 
 designed to form part of a complete and efficient transit system after the 
 close of the Exposition. Such consideration is given to rapid transit .pro- 
 jects as appears warranted by the present state of traffic development. 
 
 l. EXTENSIONS, IMMEDIATE AND FUTURE 
 
 Basis of Plan. The extensions herein recommended are 
 designed mostly for a unified operating system, irrespective of otvn- 
 crship—i. e., with a system developed only with reference to the 
 best needs of the respective districts, and with duplication of 
 capital investment eliminated. But this unified plan does not in 
 any manner prevent the future control by the City of all of its 
 traction lines, and mav be regarded at the present time as simply 
 the best means to a much-desired end— adequate service. From 
 the standpoint of the patron, the ideal condition of service neces- 
 sitates one city, one fare, universal transfers. 
 
 However, plans are also presented for the subdivision of this 
 unified program of development into its component parts, one of 
 
 ♦Formerly Preliminary Report No. 10, submitted Dec. 2, 1912. and Dec. 7, 1912. 
 
40 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 41 
 
 FIGURE 8— PRINCIPAL SUGGESTIONS FOR RAILWAY EXTENSIONS. 
 
 Incorporating all the principal ideas of improvement clubs, commercial 
 organizations and individuals for extensions within the city; also such addi- 
 tional or modified extensions as are recommended in this report. Some of 
 the evident duplication of parallel lines results from a desire for a com- 
 petitive Municipal system. No attempt to distinguish between urgent and 
 future extensions is made here. Various tunnel projects are indicated m 
 white. 
 
 which contemplates a privately operated system, and the other a 
 municipally operated system, both covering the entire city as far as 
 possible, and operating in direct competition. But such a plan 
 necessarily results in extensive duplication of investment along 
 parallel streets and consequently duplication of service.* (Fig, 10.) 
 
 In planning this program of extensions, a thorough study has 
 been made of the topography, available thoroughfares, and physi- 
 cal obstructions throughout the entire city, with a view to secur- 
 ing the most practical results ; and the necessary street improve- 
 ments involved are treated later, Chapter 12. It suffices here to 
 note that the city may derive great advantage from a compara- 
 tively small amount of improvement work. The major improve- 
 ments in the City Plan have been so thoroughly covered in the 
 Burnham report that only such minor and relatively inexpensive 
 projects are here contemplated as are essential to the proper 
 development of the city and its transit system in the near future. 
 
 Similarly, definite consideration is later given, in the location 
 of these exionsions, to improved car routing and distribution of 
 service. Particularly may be mentioned the necessities of so- 
 called cross-town lines, making possible inter-communication 
 between various local centers, of Which there are many in San 
 Francisco. (See Chapter 7.) 
 
 In fixing upon needed extensions all of the suggestions of im- 
 provement clubs and commercial organizations have been ana- 
 lyzed, and while many of them have been found impracticable 
 owmg to existing physical obstructions, mostly excessive grades, 
 some of them are entirely warranted, and are induded herein! 
 Fig. 8 shows most of the more feasible extensions suggested. Of 
 particular value may be mentioned the Merchants' Association 
 report, submitted in 1907. 
 
 It is of interest to note, in this connection, that of all the ex- 
 tensions shown therein (some, I understand, were practicalh 
 agreed to by the United Railroads), there have only been con 
 structed short lines on Gough Street, Ninth Avenue, Fulton 
 Street, Cortland Avenue, and through Visitacion Valley, and that 
 most of the extensions of recent years have been financed through 
 the assistance, either directly or indirectly, of the property 
 owners benefited thereby; also, that there have been no railway 
 extensions whatever built under franchises granted since the last 
 charter amendments took effect. 
 
 *A11 of these extensions are indicated on relief man* FiV in ^r,A e^^ *• ^- j 
 
 listed in detail in Tables 10 and 12 (Appendix) dSfiS^as to lfX.7 "^*''''-^-^",'* "5 
 
INTENTIONAL SECOND EXPOSURE 
 
 40 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 41 
 
 I'KilRK s l»kl.\( ll'AI. SrcCKS TioNS TOU UAILWAV KXTKNSK )NS. 
 
 hicorpnratin.t;" ;ill ilu- principal ideas of iniprovcnunt clnlt-. coninurcial 
 or«;aiii/aii<> 1". and individiial> for e\icn>ions uitliin tin.' city; al-o »ucli addi- 
 ti(»nal or niodilk-d extensions a> are rec<)nunended in t]ii> report. Some of 
 the evi<lenl dnplieation of ])arallel lines re>nlts from a de>ire for a com- 
 jietitive .Mnnicii)al system. Xo altenii)t to di>tinsiui>li between nr^ent and 
 future exlenions i* made here. Various tunnel jjrojects are indicated in 
 white. 
 
 which contemplates a frivatcly operated system, and the other a 
 municipally operated system, both covering the entire city as far as 
 possible, and operating in direct competition. But such a plan 
 necessarily results in extensive duplication of investment along 
 parallel streets and consequently duplication of service.* ( Fig. 10. ) 
 In planning this program of extensions, a thorough study has 
 been made of the topography, available thoroughfares, and physi- 
 cal obstructions throughout the entire city, with a view to secur- 
 ing the most practical results; and the necessary street improve- 
 ments involved are treated later. Chapter 12. It suffices here to 
 note that the city may derive great advantage from a compara- 
 tively small amount of improvement work. The major improve- 
 ments 11, the City Plan have been so thoroughly covered in the 
 Burnham report that only such minor and relatively inexpensive 
 projects are here contemplated as are essential to the prooer 
 development of the city and its transit system in the near future. 
 Similarly, definite consideration is later given, in the location 
 of these extensions, to improved car routing and distribution of 
 service. Particularly may be mentioned the necessities of so- 
 called cross-town lines, making possible inter-communication 
 between various local centers, of Which there are many in San 
 Irancisco. (See Chapter 7.) ^ 
 
 In fixing upon needed extensions all of the suggestions of im- 
 provement clubs and commercial organizations have been ana- 
 lyzed, and while many of them have been found impracticable 
 owing to existing physical obstructions, mostly excessive grades 
 
 fT'sc/ ^'^ Tr^y warranted, and are induded herein.' 
 
 1-ig. 8 shows most of the more feasible extensions suggested Of 
 particular vahie may be mentioned the Merchants' Association 
 report, submitted in 1907. otiauon 
 
 It is of interest to note, in this connection, that of all the ex- 
 tensions shown therein (some, I understand, were practical 
 agreed to by the United Railroads), there ha;e only 'been con 
 
 ZZll r .?"'a ' T" °" ^""^"^ S'--^^'- ^''"'h Avenue, Fulton 
 Street, Cortland Avenue, and through Visitacion Valley, and that 
 
 rl« , "''*^".^;°"^ °[.^^«"t years have been financed through 
 the assistance, either directly or indirectly, of the properfv 
 owners benefited thereby; also, that there have been »«'TaS 
 extensions whatever built under franchises granted sinee the last 
 charter amendments took effect. 
 
 'All of these extensions are indicated on relief mans Pi. 10 . j c 
 hs cd in detail in Tables 10 and 12 (AnoenHilJ S=?!-c i*' " ""^ Franlisptece and are 
 private systems accr.lins to the coiKM^on ,1^.^ u"^, ¥ '° ""''^'=''' municipal and 
 Tables 16 and 17 (AppeSdix) list Z operat.nB Jm.ti recommended. Similarly 
 
 the Exposition, both iith at^d without tunje^? Th. ""=«*«='•>' '•>■■ Proper service to 
 summarized in Table 9 (Appendix) "'"'"'='*• The approximate costs involved are 
 
 I 
 
42 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Transportation facilities to the Panama-Pacific Exposition are 
 dealt with in the succeeding section, and therein are recommended 
 for immediate construction such transit lines as will best co- 
 ordinate with this greater system. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. A study of the relative growth of population, operated 
 trackage and riding habit indicates that the principal traction 
 system in its extension program is at least six years behind the 
 average rate established by the Company from 1900 to 1905, which 
 was 6 1 miles of single track per year. During the preceding 
 decade an even higher rate was maintained — 8^ miles per year. 
 Furthermore, extensions are by no means keeping pace with the 
 growth in population, and only about 8 miles more track is now 
 being operated than in 1905. 
 
 2. The apparent needs of the immediate future, determined 
 independently of the above facts, require the construction of about 
 72 miles of single track, 94% of which is under municipal juris- 
 diction ; and by far the greater proportion of this mileage is to be 
 regarded as simply completing a delayed program. 
 
 3. Upon the completion of the above construction, five years 
 hence at the most, a second construction program should be 
 entered upon involving about 50 miles of single track, which may 
 possibly be warranted within the present decade. 
 
 4. After this period further extension work should be steadily 
 carried out as indicated, both in the outlying districts and 
 within the city proper, solidifying and perfecting the present 
 system. Inasmuch as San Francsco is hardly ha'If developed, 
 there remains much to be accomplished before a so-called satura- 
 tion point shall have been reached, to justify retrenchment in 
 extensions. This schedule of extensions does not include the 
 necessary rehabilitation of the California Street line from Sixth 
 Avenue to Cliff Avenue, which is now operating without a fran- 
 chise. 
 
 5. This work will call for an approximate expenditure of about 
 $6,000,000 in track and equipment within the next five years, 
 and $11,000,000 for all the extension work indicated herein, exclu- 
 sive of all special street improvement work, such as regrades, 
 tunnels, etc., and exclusive of all rapid transit undertakings, ex- 
 cept the Twin Peaks tunnel project already recommended. 
 
 6. At a very conservative estimate the investment in physi- 
 cal property should increase at the rate of $3.00 per $1.00 earned 
 per year, and possibly at a higher rate. As the earnings for the 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 43 
 
 , 
 
 , 
 
 UNtnED SYSTEM 
 
 ( NOf« coMPtTirrvt ) 
 
 PROPOStO DCTCNSIONS 
 
 FIGURE 9 —RECOMMENDED EXTENSIONS FOR UNIFIED SYSTEM. 
 
 Supplementing the detailed relief map (Frontispiece) on which all pres- 
 ent lines are indicated, together with the distribution of population. This dia- 
 gram shows in skeleton form the general location of extensions essential to a 
 complete transit system unified with respect to operation — that is, providing 
 patrons with the most direct transit and most convenient transfer facilities, 
 irrespective of ownership. The program of extensions indicated represents the 
 minimum mileage and investment. With competing systems extending 
 throughout the entire city, the mileage of extensions necessary to accomplish 
 the same degree of service would be considerably greater than here indicated. 
 The legend subdivides this extension program into (1) Immediate; (2) Five 
 years; (3) Ultimate. Should contour streets be later developed, modifications 
 of this program would naturally result. Such tunnels as have already been 
 recommended are here included as a fundamental part of the improved tran- 
 sit plan. 
 
 future are conservatively estimated as doubling in from fourteen to 
 eighteen years, this means that within the next decade probably 
 $18,000,000 will have to be invested in extensions, additions and 
 betterments to the transportation facilities of San Francisco. 
 
 7. A large proportion of these extensions must be operated 
 as part of the private system having no possible connection with 
 the municipal lines, present or contemplated. But if these various 
 outlying fragments were built by the city, some form of contract 
 should be entered into to guarantee through service during the 
 life of the trunk line franchise. 
 
It 
 
 It . 
 p . 
 
 »! 
 
 »l 
 
 44 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 8. As the maximum benefit from service will be derived 
 from extensions nearest the business center or into comparatively 
 thickly settled suburbs, these should receive first consideration, 
 prior to lines into thinly settled districts. 
 
 9. Certain development lines, however, are so clearly de- 
 sirable and have such a certain future, that these might well take 
 precedence over those development lines which are more or less 
 speculative in final results. 
 
 10 For track in the outlying districts, a lighter and less 
 expensive type of construction may be used which will serve 
 amply for some years to come until the upbuilding of those dis- 
 tricts requires rehabilitation with heavier track construction. 
 
 11. Single track construction, with turn-outs, will be justi- 
 fiable in the case of some extensions into very thinly settled 
 districts. This, together with the lighter construction employed, 
 will so reduce the relative investment as to make it possible to 
 serve a much greater territory than if standard construction were 
 used throughout. But such single-track lines, if of reasonably per- 
 manent construction, especially as regards the substructure, should 
 be laid at the side of the street, so as to be in position when the line 
 is double-tracked and rerailed. 
 
 12. Extension lines should in general be so located as to 
 best serve as feeders to future rapid transit trunk lines, and have 
 been so considered here. This particularly applies to districts 
 now requiring the longer rides in transit from the business center. 
 
 13. In outlying territory, where the streets and topography 
 permit, a spacing between adjacent lines should be adopted which 
 will divide the undeveloped territory with reasonable equality 
 of service, as herein indicated. In other words, parallel lines 
 should not be located nearer than three or four blocks apart, un- 
 less through exceptionally dense settlements. Otherwise consid- 
 erable duplication will occur, as in the case of the upper Richmond 
 district. 
 
 14. Several districts in San Francisco can never be ade- 
 quately served except by the contour plan of street subdivision, 
 as for example, University Mound and Larsen Heights, or the 
 Sunset, Twin Peaks, and San Miguel slopes. If a method could 
 be devised, a re-subdivision in many of these cases would un- 
 doubtedly be warranted, in order to secure the development de- 
 sired. 
 
 15. A number of the extensions herein named lie partly or 
 wholly outside of the jurisdiction of the city, as, for example, the 
 Belt line around the waterfront, and the Presidio line. Special 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 45 
 
 means must therefore be found for the financing of these extensions, 
 particularly the Belt line. But until the project is financed, 
 arrangements should be made whereby The Embarcadero will be 
 kept open for the building of such a service line next to the dock 
 wall line. 
 
 16. The Van Ness Avenue line is largely a matter of munic- 
 ipal policy. Without tunnels it will unquestionably be needed, as 
 it will become of great strategic importance in the event of failure 
 to reach a resettlement of existing difficulties, when the organiza- 
 tion of a complete competitive municipal system will be the prin- 
 cipal means of relief. 
 
 17. It is probable that a number of the extensions recom- 
 mended, especially those not in a direct line of through traffic, 
 may be better handled for the present by means of a shuttle sennce 
 rather than to attempt through service to the downtown dis- 
 trict. On such lines, smaller car equipment would be permissible, 
 such as would not be of sufficient capacity to warrant operating 
 through the business district. And as shuttle cars can be readily 
 operated on a definite schedule through the outlying districts, much 
 better service results from transfer to a trunk line of frequent 
 headway than to attempt a through service that w?ll very likely 
 be irregular at times, due to delays on the trunk line. Passengers 
 then always have the opportunity of transferring to and from the 
 first trunk line car passing. 
 
 18. Only one cable line extension is recommended, on Diamond 
 Street, and this is unavoidable as it is now the most feasible way 
 to reach the southern slopes of Noe Valley, unless a resubdivision 
 of all the surrounding slopes with contour streets is put into eflFect. 
 
 19. In view of the completion of the Mission Viaduct an 
 additional viaduct from Holly Street across the Islais Creek basin 
 into University Mound district is not considered as of such pressing 
 necessity for some years to come as the other extension projects 
 herein outlined. 
 
 20. The opening of Berry Street and the improvement of 
 Division Street as a continuation of Fourteenth for cross-town 
 connection will become advisable in the very near future; also the 
 utilization of Potrero and San Bruno Avenues as a low-level outlet 
 from the district south of Market down the Peninsula. 
 
 21. The early improvement of Bernal Cut for handling 
 through traffic from the converging thoroughfares is extremely 
 important, and special plans have been made therefor. 
 
 22. A comparatively easy grade along Church Street has 
 been devised by means of a short diversion at Mission Park and a 
 
 ' / 
 
46 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 tunnel one block in leng^th, which line reaches the heavily-settled 
 Noe Valley district, now requiring additional service perhaps 
 more than any other district in the city. This project is developed 
 in detail in Chapter 12. 
 
 In conclusion, it is necessary to draw attention to the serious 
 fact, with which the City is confronted, that capital must he found 
 to build these extensions. The municipality, of course, has a free 
 hand in this contemplated use of its streets; but many of the 
 extensions are of such a fragmentary character that it is a grave 
 question whether it should undertake, under present conditions, 
 a capital burden of this nature. In approximate figures the fol- 
 lowing program of extension is to be undertaken : 
 
 Miles Costt 
 
 Immediate 72 $5,730,000 
 
 After 5 years 48 3,820,000 
 
 Ultimate 21 1,710,000 
 
 Total 141 $11,260,000 
 
 The detailed routes to be established over these various exten- 
 sions and the necessity therefor are developed in full in Chap- 
 ter 7— Rerouting and Service Re-distribution. Similarly, street im- 
 provement work necessary for the construction of these exten- 
 sions will be analyzed in Chapter 12, Street Improvements. 
 
 This extension program does not contain possible future lines 
 and extensions along contour streets that may be developed from 
 resubdivision of hillside tracts now inaccessible because of pro- 
 hibitive grades resulting from the rectilinear plan of subdivision. 
 Unquestionably, such resubdivision will develop desirable addi- 
 tions to this program, and possibly some changes. 
 
 Inasmuch as the electors have expressed themselves (even 
 though by a very small majority) against the execution of a plan 
 of action such as contemplated in Charter Amendment No. 34, 
 it is now incumbent upon the city: 
 
 1st. To finance, by local assessment or bond issue, all or a 
 large part of the extensions herein called for, and secure the right 
 of exchange of its own cars with the connecting United Rail- 
 roads lines (involving an adjustment of wage scales) ; or 
 
 2nd. To build the roadbed only, and grant private operating 
 rights there-over on a rental basis; or 
 
 3rd. To secure private capital to finance these extensions, 
 under present charter conditions with the right of through serv- 
 ice. 
 
 ilncluding only roadbed, overhead cars and power converting equipment; power pur- 
 chased. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 47 
 
 <* 
 
 Ml 
 
 FIGURE 10— EXTENSIONS FOR COMPETITIVE MUNICIPAL SYSTEM. 
 
 Incorporating such extensions as will enable the City to develop territory 
 at present largely unserved, and eventually a complete system operating in 
 direct competition with the present private system. Herein the City is given 
 the preference of unoccupied streets, and a few lines are included which 
 parallel those of the present system in order to reach competitive territory. 
 Much is dependent upon the validity of the five-block law, permitting the shar- 
 ing of city streets by independent companies. The possible extensions avail- 
 able to private companies under this competitive plan are comparatively 
 negligible. All these lines are detailed as to location, grades and routes in 
 the report. 
 
INTENTIONAL SECOND EXPOSURE 
 
 46 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 DEXELOPMENT OF TRANSIT SYSTEM 
 
 47 
 
 iniincl one block in len.i;lli. wliicli line readies llic heavily-settled 
 \(ie \ alley district, now reciuirin.n additional service perhaps 
 more than any other district in the city. This jiroject is developed 
 in detail in Chapter 12. 
 
 In conclnsion, it is necessary to draw attention to the serious 
 fact, with which the City is confronted, that capital must lye found 
 to build these extensions. The nuinici])ality, of course, has a free 
 hand in this contemplated use of its streets; but many of the 
 extensi<ins are of such a fra.5:::mentary character that it is a ^rave 
 (|uestion whether it should undertake, under i)resent conditions, 
 a ca])ital burden of this nature. In aj^proximate fii^ures the fol- 
 lowing^ program of extension is to be undertaken: 
 
 Miles Costv 
 
 1 mmediate 72 J?.=i.;30.000 
 
 After 5 vears 48 3.820.000 
 
 Ultimate 21 1.710.000 
 
 Total 141 
 
 $ll,2r>0.000 
 
 The detailed routes lo be established over these various exten 
 sions and the necessity therefor are develoi>ed in full in ( hap- 
 ter 7— Rerouting;- and .Service Re-distribution. Similarly, street im- 
 provement work necessary for the construction of these exten- 
 sions will be analyzed in Chapter 12. Street Improvements. 
 
 This extension program does not contain possible futmv lines 
 and extensions alon.^- contour streets that may be developed from 
 resubdivision of hillside tracts now inaccessible because of pro- 
 hibitive ji^rades rcsultino- from the rectilinear plan of subdivision 
 Cncpiestionably, such resubdivision will develop desirable addi- 
 tions to this pro.ijram, and possibly some chanjjes. 
 
 Tnasnuich as the electors have expressed themselves feven 
 thou.q-h by a very small majority) ap^ainst the execution of a plan 
 of action such as contemplated in Charter Amendment Xo. 34. 
 it is now incumbent upon the city: 
 
 1st. To finance, by local assessment nr bond issue, all or a 
 larg-e i^art of the extensions herein called for. and sectn-e the rijL;ht 
 of exchan.cre of its own cars with the connect inj^ Cnited Rail- 
 roads lines ( involvino- an adjustment of wai;e scales) ; or 
 
 2n(l. To build the roadbed only, and liiant private operating 
 rijrhts there-over on a rental basis: or 
 
 3rd. To secure private capital to finance these extensions, 
 under i)resent charter conditions with the ris^ht of throup^h serv- 
 ice. 
 
 vlnrlnHiiin nnlv iu;i(ll)r.l. ..xcrlir.Ki c;n- an.l power ronverlinK e(iuipnioiH ; |io\ver pur 
 . Ii;isr»l. 
 
 f 
 
 c» 
 
 FKIlkK 10— KXTKXSIOXS TOU C OMPKTITIN K MUXTCIPAL SYS I KM. 
 
 hicorporatiiij^ ^ncli (.'xtcnsions a> will enabk^ the City to develop territory 
 at present largely unserved, and cirntually a comt^lctc system of^cratini^ in 
 direct competition with the present private system. Herein the City is given 
 the preference of unoccupied streets, and a few lines are included which 
 parallel those of the present system in order to reach competitive territory. 
 Much is dependent upon the validity of the five-hlock law. permitting the shar- 
 11154 of city streets by indei)endent conii)anies. The possible extensions avail- 
 .'d)le to private companies under tins competitive plan are comparatively 
 ne<;li«;ibk'. All the>e lines are detailed as to location. «j;r«i<le< and routes in 
 ihf report. 
 
 > 
 
48 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 In Tables 10, 12, and 13 and Figs. 10 and 11 the unified plan 
 originally proposed is segregated into its component parts for the 
 purpose of indicating the real magnitude and legal perplexities 
 of the problem, which the city is facing in establishing a 
 compctit'iTC municipal system. In such a plan it is evident that 
 duplication of investment and service will be inevitable, and the 
 validity of the five-block law must be established. 
 
 The time has uozc arrived for the City of San Francisco to 
 establish a definite transit policy: either to undertake a prolonged 
 zvarfare of competition zcith established lines, or else to accept 
 a reasonable compromise and subdivision of territory served between 
 the municipal and private systems until such time as it is able to 
 assume the financial burden of the entire transit system. 
 
 CABLC L.>^<C5 
 
 ttlCTH.C i.'t>l» 
 
 OOC lOK iOK •30C i:3C '' 
 
 FIGURE ll-FIVE-RLOCK JOINT TRACKAGE STUDY. 
 Diagrammatic map indicating the extent of possible utilization of existing 
 five-block sections of streets where the municipality is enabled to share with 
 the present private lines in the obtaining of routing and termmal privileges 
 under the "five-block" law. Some of these sections are used in the Municipal 
 System Plan, Figure 10. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 49 
 
 II. TRANSPORTATION FACILITIES FOR PANAMA- 
 PACIFIC EXPOSITION AT HARBOR VIEW 
 
 In Chapter 10 recommendations are made for tunnels into 
 Harbor View, and the discussion herein of transit plans is there- 
 fore presented from two standpoints : 
 
 (a) With tunnels ; 
 
 (b) Without tunnels, 
 
 in order to make it perfectly clear that the tunnel propositions as 
 recommended are not impracticable and unnecessary, but on the 
 other hand are the only means of providing convenient access to 
 Harbor View, and therefore essential to the financial success of the 
 Exposition. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. With the present available transit facilities to Harbor View, 
 only one important line — Polk Street— approaches reasonably 
 near the Exposition; this terminal only reaching the concessions, 
 being 5,300 feet from the main court and 10,500 feet from the drill 
 grounds. The remaining lines are now so restricted in capacity 
 that they may be almost neglected as an important factor in 
 Exposition transportation, as the overload capacity is too lim- 
 ited or the walking distances too great.* 
 
 2. It is estimated that there will be 20 days of heavy travel 
 in which the attendance will exceed 100,000 persons, and where- 
 in the traction lines will be called upon to handle from 25,000 
 
 to 50,000 persons per hour— 3 hours being allowed for transpor- 
 tation in one direction. 
 
 3. The proportionate distribution of traffic to the Exposition 
 site is estimated to be as follows : 
 
 Main Exposition entrance 40% 
 
 Concessions entrance 20% 
 
 Water front 30% 
 
 Presidio Reservation 10% 
 
 However, on days of special field events in the drill grounds, the 
 last named portion delivered to the Presidio would probably be 
 increased to 20% at least. It is assumed that ample storage and 
 
 •However, it is understood that an adequate intramural system of transportation 
 by motor-busses will be provided within the grounds to supplement outside transporta- 
 tion for those willing to pay the extra fare; also, that a motor-bus line will be operated 
 to the Exposition gates from various parts of the city. 
 
 !l 
 
50 
 
 i 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FIGURE 12— EXISTING LINES TO HARBOR VIEW. 
 
 Indicating their limited capacity as at present operated and the serious 
 difficulty of reaching the Exposition grounds >yithout excessive walking. 
 These lines are also shown in the contour map, Fig. 13. 
 
 f» 
 
 < ) 
 
 f 
 
 r> 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 51 
 
 reservoir loading capacity will be provided at each of these ter- 
 minals proportioned to the volume of traffic handled. 
 
 4. The maximum safe carrying capacity of present lines reach- 
 ing the Exposition is only about 37% of that necessary for the 
 days of heaviest traffic, or 60% for days of medium traffic, and 
 although sufficient as a total for the 268 days of normal traffic, 
 a large proportion of the passengers cannot be delivered where 
 desired — that is, to the Exposition proper. 
 
 5. The Polk Street line may be regarded as especially use- 
 ful in serving the concessions, particularly during the evenings, 
 but is not in any sense available for serving the main entrances, 
 owing to the excessive walking distances. 
 
 6. Whatever additional lines are constructed should be so 
 laid out as to be of maximum usefulness as a part of the traction 
 system after the close of the Exposition, otherwise the duplica- 
 tion of investment will be unwarranted. 
 
 7. With no tunnels available there will be required double 
 track electric lines of standard construction on Columbus and 
 Bay Streets, The Embarcadero, Van Ness Avenue, Franklin- 
 Broadway-Gough Streets, and Chestnut Street, with a low-level 
 diversion of the Union Street line via Steiner and Greenwich 
 Streets, in addition to the hill-top service. This results in a 
 duplication of investment in trackage on Franklin Street, Van 
 Ness Avenue and Polk Street respectively, which would other- 
 wise be unwarranted for the needs of the near future. More- 
 over, a complete interchange of traffic between private and mu- 
 nicipal lines will be necessary to secure sufficient flexibility in 
 routing. 
 
 8. The Franklin-Broadway-Gough line cannot be regarded 
 as desirable because of an unavoidable grade of 12.4%, but the 
 line could be operated if necessary. 
 
 With the Franklin Street line eliminated and no provision 
 for a loop terminal within the Exposition at the water front, the 
 Exposition traffic cannot be handled adequately without one or 
 more tunnels, as the congestion of cars and vehicles at the two 
 principal entrances remaining would practically nullify the rapid 
 operation necessary to realize the full capacity of the tributary 
 lines. 
 
 9. The Fort Mason tunnel will not only be useful for freight 
 handling prior to and after the Exposition, but is also excep- 
 tionally well located for passenger delivery to a loop terminal 
 on the water front of the Exposition site, and after the Expo- 
 sition will provide an important level thoroughfare to Har- 
 
\ 
 
 52 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 bor View for cars and vehicles during the day, and freight dur- 
 ing the night. However, before the tunnel is built the present 
 legal encumbrances to Beach Street should be entirely removed. 
 
 10. The Fillmore Street tunnel, of the three proposed tunnel 
 entrances to Harbor View, will undoubtedly facilitate bulk pas- 
 senger movement to the maximum extent by delivering promptly 
 at the main Exposition entrance, with minimum interference 
 with other lines. And this tunnel will be equally well located 
 after the close of the Exposition, as the only available low-level 
 route to Harbor View from the Mission, having a controlling grade 
 of but 2.5%. 
 
 11. The Broadzvay tunnel will afford an effective entrance 
 to Harbor View from the down town district. Supplementing 
 as it does the Stockton Street tunnel by avoiding the detour 
 otherwise necessary, the Broadway tunnel provides a much 
 greater flexibility in routing of cars, consequently decreasing 
 congestion due to their distribution over various available streets 
 west of the Larkin Street portal. 
 
 12. The entire capacity of the Harbor View lines, present 
 and proposed, has been considered as available for Exposition 
 traffic, but it must not be forgotten that the normal business 
 traffic of these lines must be handled in addition thereto. How- 
 ever, as the Exposition traffic will presumably occur during 
 non-rush hours of city traffic and in an opposite direction, the 
 interference of these two classes of service will not be so severe; 
 but some increase in equipment will undoubtedly have to be 
 reckoned with. 
 
 13. Owing to an unavoidable obstruction in Chestnut Street 
 east of Fillmore, which prevents the widening of this main 
 entrance thoroughfare to the Exposition at this point, ample 
 provision for the storage of automobiles and the regulation of 
 their movements must be made. With auto storage along Chest- 
 nut Street from Van Ness Avenue to Webster Street, much 
 interference with passenger travel at the westerly terminus will 
 be avoided; but this might well be supplemented by a pay stor- 
 age close to the main entrance to the Exposition and on some 
 lateral street not occupied by street cars, such as Scott or Pierce 
 Streets. 
 
 14. In view of the demand for parking Van Ness Avenue, a 
 design has been prepared for accommodating therewith a double 
 track electric line with ornamental center pole electroliers which 
 would combine utility and attractiveness, at the same time leav- 
 ing an ample roadway width of 30 feet on either side without 
 
 V 
 
 # 
 
 u 
 
 /fl 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 53 
 
 reducing the present sidewalk widths. (Plate 18.) However, 
 Van Ness Avenue need not be considered as necessary for street 
 railway use if the tunnel program is carried through. 
 
 15. It is to be regretted that so much valuable time has 
 elapsed in the execution of the tunnel program. And it must be 
 apparent that should continued obstructions arise to prevent or 
 delay the commencement of actual construction, the comple- 
 tion of the work within the short period intervening before the 
 opening of the Exposition will become a physical impossibility. 
 From the large tunnel traffic now contemplated, the adjacent 
 property will receive the maximum benefit for many years to 
 come. It is therefore a matter of most urgent necessity to adopt 
 measures securing immediate action ; otherwise surface lines will 
 have to be depended upon entirely for Exposition service. 
 
 Finally, it- must be apparent that under present franchise con- 
 ditions stipulated by the Charter, no private capital may be 
 expected to participate largely in any of the extensions outlined 
 herein, however necessary. It is, therefore, essential that the 
 municipality prepare itself to shoulder the entire financial bur- 
 den of the railway extensions proposed herein, or similar ones. 
 
 GENERAL DISCUSSION 
 
 Available Transit Facilities, Harbor View exists today as 
 a bottom land ten or twelve blocks in width and fourteen blocks 
 in length, excluding the Presidio Reservation, or perhaps double 
 this area including the Presidio, the bottom lands extending from 
 Van Ness Avenue nearly to Fort Point, or practically in a line 
 with Tenth Avenue (Fig. 13). It is completely shut in upon 
 the south and west by Pacific Heights and the succeeding ranges 
 of hills and the Presidio Hills, with the single exception of one 
 important boulevard — Van Ness Avenue — which, however, has 
 a maximum grade of from 9 to 10 per cent on the slopes approach- 
 ing the saddle between Nob Hill and Lafayette Square. The 
 ascending grades of this entire enclosing range are entirely too 
 steep for normal surface traction, running as high as 25 to 30 
 per cent, except for a winding entrance through the Presidio 
 Reservation with a maximum grade of 10 per cent. To the east 
 the Harbor View bottom lands adjoin the level tract known as 
 North Beach, with a fairly easy approach grade over the saddle 
 between Fort Mason and Russian Hill. It is therefore clear that 
 the only avenues of entrance to Harbor View for surface trac- 
 tion lines are as follows : 
 
54 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 tf ! 
 
 oo 
 
 V90 
 
 
 FIGURE 13— CONTOUR MAP OF HARIIOR VIEW DISTRICT. 
 
 Outlining Panama- Pacific Exposition grounds, and the natural avenues 
 of approach as determined by the surrounding contours, with all practicable 
 service lines and terminals, irrespective of ownership. The locations of pro- 
 posed tunnels as recommended, emphasize the additional entrance facilities to 
 Harbor View resulting therefrom. Distances from center of main court in- 
 dicated by mile circles. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 55 
 
 1st — Northerly, across the Van Ness Avenue saddle, or adjacent 
 streets. 
 
 2d — Westerly, across the Bay Street saddle. 
 
 3d — By contour route through the Presidio, entering in the 
 vicinity of Presidio Heights. 
 
 4th — By ferry. 
 
 Unlimited access is, of course, possible to Harbor View by 
 Ferry, but the maximum utility for such an entrance would be 
 available for transbay passengers only, and not for San Fran- 
 ciscans, who would then be obliged to go to the present Ferry 
 and transfer by boat to Harbor View. While this would be attrac- 
 tive in some respects, it is inconceivable that it would become 
 an avenue of transportation which would be used extensively 
 and considered as convenient as surface car lines reaching Har- 
 bor View directly from various parts of the City, even if the 
 extra fare that would be charged were neglected. In the latest 
 Exposition plan, ferry slips are provided for at the foot of Web- 
 ster Street. 
 
 Existing surface car transportation to Harbor View is lim- 
 ited at present to four lines, listed in the order of their importance 
 and carrying capacity, as follows : 
 
 /. Polk Street Line, now terminating at Lombard Street, 
 but capable of being extended as far as Bay Street under the 
 same franchise conditions as the main line, when the regrading 
 of Polk Street, now under way, has been carried out. This Bay 
 Street terminus will not reach directly any portion of the Fair 
 grounds. On the other hand, it is 5,300 feet from the center 
 of the Exposition tract, and 10,500 feet from the center of the 
 drill grounds. Moreover, there is no entrance provided opposite 
 Bay Street, the nearest being the concessions entrance at Fran- 
 cisco Street, which would require a walk of approximately 3,200 
 feet through the concessions to reach the nearest entrance to 
 the main Exposition tract. Such a line ending in a main thor- 
 oughfare would provide for the development of no terminal 
 storage capacity other than a double cross-over, which would 
 permit only about half the capacity of the tracks to be utilized. 
 
 2. Union Street Line, which reverts to the control of the 
 City in 1913 by virtue of the expiration of the franchise. This 
 line reaches the Exposition proper via Baker Street, and also 
 via the extension into the Presidio. However, as now operated, 
 it serves no useful purpose for direct transportation from other 
 parts of the City except the Ferry. Although transfers between 
 Union Street and the United Railroads lines are now in force, 
 
tmmmmmmmmmm 
 
 56 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 BION J. ARNOLD 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 57 
 
 FIGURE 14-PROFILE OF PRESIDIO AND FERRIES (UNION STREET) LINE. 
 
 Showing the severe grades encountered (nearly H7c), and the consequent 
 impossibiHty of using it as an important feeder. Comparison with prohle 
 of East Madison Street line, Seattle, Washmgton. A special type of car is 
 recommended for this and similar lines. 
 
 these transfer facilities will presumably expire when the line is 
 taken over by the City in 1913. The Union Street line is further- 
 more operated under the handicap of excessive grades, as shown 
 by the accompanying profile (Fig. 14), in which the grades are 
 indicated. There are three blocks on the Hne 13.6%, 13.6% and 
 13.8% respectively, which represents the worst operating 
 condition in the city from the standpoint of heavy electric transit 
 with normal equipment. Moreover, a diversion of four blocks from 
 the original route was necessary at the time the line was electrified, 
 in order to avoid the excessive grade of 18.9% in Union Street. 
 
 On the western section of the Union Street line the heavy 
 grades may be avoided by locating a new low-level route via 
 Steiner and Greenwich Streets, connecting at Baker Street with 
 the existing Presidio line. This need not result in any dimi- 
 nution of the present hill top service, but if this divergence were 
 constructed the capacity of the Union Street line in Harbor 
 View, in connection with any of the Van Ness valley or Broad- 
 way tunnel lines, would be greatly increased, and would offer 
 the only means of reaching the western portion of the Exposition 
 site; for standard double track equipment could then be oper- 
 ated thereon within two blocks of the main Exposition entrance, 
 and directly into the Presidio. 
 
 Possible extensions from the Presidio terminal of the Union 
 Street Hne are shown in Fig. 13. The westerly extension as far 
 as the new location of the barracks may be considered as an imme- 
 diate necessity, and a further extension to the Fort Point terminus 
 would provide an attractive scenic line, for which there seems to 
 be much demand. The southerly connections to Presidio Avenue 
 and Cherry Street are not so necessary, except that a convenient 
 entrance to Harbor View from the Presidio Heights and Rich- 
 mond would thus be afforded. 
 
 J. Hyde Street Cable Line. This line reaches the center of 
 the city effectively, but is of limited capacity and terminates at 
 North Point Street, three blocks from the concessions district, 
 being 6,250 feet from the center of the Exposition and 11,450 feet 
 from the center of the drill grounds. 
 
 4, Fillmore Street Balanced Cable Way. Except for the 
 excessive grade, this would constitute a most direct entrance from 
 the city to the Exposition proper. However, two blocks of 
 approximately 25% grade operate to reduce its capacity to an 
 inconsiderable point, due to the delay and inconvenience necessi- 
 tated by the use of a balanced cable way on the northern slopes. 
 
hli\ 
 
 58 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Estimated Traffic* The Panama-Pacific Exposition will open 
 February 20th and close December 4th. 1915. a period of 288 days, 
 including Sundays. It is estimated that the average attendance, 
 including heavy and light days, will approximate 30.000 persons 
 per day, this average being based upon the ratio between attend- 
 ance and district population which has developed from experience 
 with previous expositions held in this country. 
 
 Within this period there will be two special days in which the 
 maximum traffic will presumably be encountered, and every 
 means of transportation impressed into service to its utmost 
 capacity, viz., ''San Francisco Day" and "Admission Day." On 
 these days it is anticipated that at least 250,000 people will be in 
 attendance, of which it is estimated that two-thirds, or 167,000, will 
 be handled by the street railways and other vehicles; one-third, or 
 83,000 people, being delivered by water. (This is approximately 
 the same amount of traffic as is at present handled per day by 
 the transbay ferry service to and from San Francisco by the two 
 l)rincipal suburban systems.) 
 
 In addition, it is estimated that there will be seven days with 
 attendance of 150,000 or over, and eleven days of 100,000 or over. 
 The average attendance for the remaining 268 days will be about 
 21,000 per day. 
 
 The daily and hourly fluctuation of Exposition attendance dur- 
 ing a normal week, based upon previous experience, is consider- 
 able, and as near as can be estimated from available data. 
 excluding nHitcr-hornc trafHc, the surface transportation facilities 
 of San Francisco will be called upon to handle a maximum traffic 
 during these heavy week day periods of ^0,000 passengers'^ per 
 hour, excluding the two special days of maximum attendance above 
 noted. In this connection it is reported that maximum exposition 
 attendance per day has been recorded as follows: 
 
 Philadelphia, 1876 275,000 
 
 Chicago, 1893 760,000 
 
 St. Louis, 1904 405,000 
 
 Seattle, 1909 200,000 
 
 Assuming arbitrarily one-third of the traffic to be water-borne, 
 the income from an average daily attendance of 30,000 would be 
 $2,000 a day, or $576,000 for the entire period. The water-borne 
 traffic, on a basis of a 10-cent fare, would then derive practically 
 
 • Based upon information obtained from the Exposition officials. . . . ». . j 
 
 t Should later developments indicate that this maximum is somewhat high the head- 
 way of tributary lines may be reduced proportionately. But practically the same track- 
 age will be required unless the maximum demand falls below 38.000 per hour or there- 
 abouts. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 59 
 
 the same total daily income from the Exposition traffic that the 
 street railways would derive from the remaining two-thirds on a 
 5-cent fare basis (assuming adequate transfer privileges). f 
 
 These figures do not consider traffic carried by automobiles 
 and motor busses, for the reason that the volume of traffic car- 
 ried by private machines would be inconsiderable, and that of 
 public conveyances would probably also be limited because of the 
 higher fare charged. However, if adequate street railway facili- 
 ties are not available, motor busses will have to be relied upon 
 for a considerable share of land traffic. 
 
 Development of Additional Facilities 
 
 Thoroughfares, In the planning of new car lines and esti- 
 mating their capacity, it is useless to figure upon the absolute maxi- 
 mum capacity of a street railway line along a level thoroughfare 
 and unencumbered by vehicle traffic. The City of San Francisco 
 must face a two-fold problem of its grades and its narrow streets, 
 for all of the streets in the 50-vara district and Western Addi- 
 tion which lead to the Exposition grounds are too narrow, with 
 the present width of sidewalks, to provide for tn'o lines of vehicles 
 between the curb and the street car — with one exception. Van 
 Ness Avenue — although some progress has been made toward 
 reducing the width of the sidewalks on important streets such 
 as Polk Street and Sutter Street. And inasmuch as any attempt 
 to select low-grade routes for street railway lines will also result 
 in the selection of these same routes for Exposition vehicle traffic, 
 it is evident that the existing thoroughfares available will be 
 crowded to their utmost, and maximum schedule speed will be 
 impossible to maintain. 
 
 Safety Factor. The safety of passengers, especially under 
 heavy traffic conditions, dictates that some limit be placed upon 
 car operation on heavy grades, and in this respect a fixed 
 assumption has been made, viz., that on grades of more than 8%, 
 more than one car will not be allowed between successive street 
 plateaus. This limitation will evidently reduce the capacity of 
 the line, but it is considered essential under the abnormal con- 
 ditions attending Exposition service, and it is, in fact, the stand- 
 ard which the United Railroads at present endeavors to work to 
 in its hill lines. And it is further assumed that on grades up to 
 8% or 10%, power will be applied with full parallel position on 
 the controller, and possibly full parallel may have to be resorted 
 
 tif adequate service by water is not to be available, as later developments indicate, 
 then every facility for distribution from the Ferry must be provided, especially the Broad- 
 way and Ft. Mason tunnels and The Embarcadero. 
 
 ' l9 
 
■■; i.-tKmmim'mmmm 
 
 60 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 to on still steeper grades, in order to increase the capacity of 
 the line, which would necessitate equipment having ample motive 
 power. 
 
 The effect of grades upon average schedule speed under speci- 
 fied conditions of running will be apparent from the fact that 
 a decrease in grade of from 10% to 4% will result in an mcrease 
 of schedule speed of over 25% with the same equipment. Withm 
 these reasonable grade limitations, it is found that, neglecting 
 the increased power consumption, which cannot be avoided, the 
 above safety factor of one car per block will not introduce an 
 excessive element of delay in the schedule by reason of the fact 
 that the spacing of cars under this arrangement results prac- 
 tically in the same headway as corresponds to maximum capacity 
 operating on the level. Thus, with a schedule speed of 8 miles 
 per hour, the elapsed time in running one block is from 29 to 41 
 seconds, according to the length of the block. Therefore, this 
 represents the minimum headway permissible along the entire 
 
 route. 
 
 Headway. A study of minimum headway, i. c, maximum line 
 capacity, shows that only under relatively low schedule speed 
 can the maximum number of cars be passed by a given point. 
 This minimum headway exclusive of vehicle traffic obstruction, 
 is about 22 seconds, or approximately 163 cars per hour (as com- 
 pared to 127 cars per hour now on Market Street), but the result- 
 ing schedule speed would be so low as to be impracticable. This 
 means that it is not possible to utilize a surface railway track 
 to its full capacity if rapid transit is desired. 
 
 On the level it is probable that a 30-second headway will be the 
 lowest limit that can be maintained with the high average speed 
 desired, especially in view of the probable traffic obstruction. This 
 figure has been used in capacity estimates. 
 
 Carrying Capacity. The permissible carrying capacity of 
 a standard 44-seat car is purely a matter of judgment and liber- 
 ality. It is a fact, however, that expensive equipment would not 
 be warranted for handling occasional maximum loads, and for 
 such traffic as the Exposition offers, a somewhat higher loading 
 might be permissible than for regular urban traffic. This capac- 
 ity, which provides for 127% excess or standing load, has been 
 taken as 100 persons for basic estimates, representing a compro- 
 mise between normal and emergency maximum for the various 
 types of double-truck cars.t On the Fillmore and Union Street 
 
 ' -This assignment of 100 persons per car refers to the averaRC load during th? hour. 
 Individual ca?sTould unquesVionablv carry higher loads, especially at transfer poinrts. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 61 
 
 3MJLCS 
 
 ei MILES 
 
 e MILLS 
 
 FIGURE IS —UNIFIED TRACKAGE PLAN (WITHOUT TUNNELS.) 
 
 Showing individual lines recommended using various avenues of entrance, 
 with available transfer lines. This map indicates all possible transit devel- 
 opments without the use of tunnels. Both private and municipal lines are 
 represented, with the net capacity of each throat and terminal, all based upon 
 the estimated traffic demand of 50,000 people per hour. 
 
62 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 li 
 
 it ' 
 
 Hi 
 
 hill lines, lighter equipment would be used, so that a carrying 
 capacity on these lines of 60 persons is assumed. 
 
 On the cable lines, the capacity is further limited by the per- 
 missible loading of the cable, and a headway much closer than 
 2 minutes, or 30 cars per hour, probably could not be safely 
 figured on. 
 
 Line Capacity Without Tunnels. For the present system, 
 and assuming the above unit capacities, the total possibilities of 
 transportation by surface car lines reaching Harbor View directly 
 under present conditions are 18,300 passengers per hour.* This 
 might be exceeded under the heaviest traffic conditions, but not 
 without serious inconvenience and increased danger on the hill 
 lines. This capacity is but 37% of the estimated requirements. 
 
 The estimated capacity of the proposed system zvithout tun- 
 nels, shown on Fig. 15, is 54,300 per hour. But this includes lines 
 on both Franklin Street and Van Ness Avenue, also on The 
 Embarcadero and Columbus Avenue via North Point Street, Van 
 Ness Avenue, Beach Street and thence through the Fort Mason 
 Reservation, communicating with the Exposition waterfront ter- 
 minal. 
 
 For Van Ness Avenue, the central parking plan shown in 
 Plate 18 would permit the use of either permanent or temporary 
 track construction. 
 
 Line Capacity With Tunnels. For the system with tun- 
 nels, as shown in Fig. 16, the estimated capacity is also 54,300 per 
 hour.** But with the tunnels constructed, no new line on Frank- 
 lin Street will be required except four blocks from Union Street 
 to the Concessions terminal on Chestnut Street. This line may be 
 removed after the close of the Exposition. Likewise, no line on 
 Van Ness Avenue will be required except three blocks from 
 Broadway to Union Street. 
 
 Trailers. On the comparatively level tunnel routes, trailers 
 might be considered to increase their capacity. In this case the 
 headway per ear could be considerably decreased. However, the 
 use of trailers would be at variance with the operating standard 
 established in San Francisco, and consequently their use has not 
 been considered in the capacity estimates herein. For hill opera- 
 tion no trailer should be permitted without motors operated from 
 the master control of the motor car. 
 
 Distributing Trunk Thoroughfares. The final plan of the 
 Exposition grounds shows that Chestnut Street and Van Ness 
 
 • Hyde Street must be omitted from this computation owing to the excessive walking 
 distances ^;^olv^«^d. ^^^ ^^^^ ^^ ^^^ ^^^^ ^^^^^^ ^.^^ ^^.^ ^^^^j ^^^^^.^^ ^„„,d be in- 
 
 created 8%. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 63 
 
 FIGURE 16— UNIFIED TRACKAGE PLAN (WITH TUNNELS.) 
 
 Showing individual lines using various avenues of entrance, with available 
 transfer facilities. This map indicates recommended transit assuming the use 
 of tunnels. Note improved distribution of traffic. Franklin and Van Ness 
 lines are here eliminated, as they are unnecessary with tunnels also. 
 
I 
 I 
 
 64 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Avenue will handle the great majority of Exposition traffic, 
 owing to the location of all entrances thereon, with the exception 
 of trans-bay traffic and that entering through the Presidio 
 grounds. Van Ness Avenue, having a width of 125 feet, is 
 fortunately ample for the accommodation of both railways and 
 pleasure vehicles ; four lines of automobiles on either side of the 
 centrally located railway tracks can be accommodated. And from 
 Van Ness Avenue several east-west distributing streets are 
 available by way of which various parts of the Exposition grounds 
 can be reached. 
 
 Chestnut Street, however, is only 68 feet 9 inches in width, 
 which with 15-foot sidewalks gives a roadway width of only 38 
 feet 9 inches, and with 12-foot sidewalks, a roadway of 44 feet 
 9 inches. Inasmuch as the present standard track and car con- 
 struction requires a total over-all width of 20 feet 2>4 inches 
 with the wider cars, or 18 feet 8 inches for the narrower Chicago 
 standard, it follows that there will not be sufficient room for the 
 accommodation of tivo lines of vehicle traffic on either side of the 
 car line, unless sidewalks are reduced to about 11 feet. While 
 Chestnut Street will be widened for auto stands from Van Ness 
 Avenue to Fillmore Street, a large gas holder just east of Fillmore 
 Street prevents the widening of the roadway at this point. On 
 account of this constriction at one of the important Exposition 
 entrances, it will probably be necessary to establish fixed stopping 
 points on Chestnut Street so as to prevent the massing of cars 
 and passengers at this throat. Such stops are indicated on the 
 block plan. Fig 17, herein. 
 
 Terminals. The question of terminal facilities for surface 
 lines is one of the greatest importance, for without proper facili- 
 ties the available capacity of the tributary lines cannot be realized. 
 Moreover, if passengers cannot be delivered directly and conven- 
 iently into the Exposition grounds, the adoption of other means 
 of transportation at probably higher rates of fare will be forced. 
 
 The final layout of the Exposition plans shows entrances as 
 follows : 
 
 (1) Scott Street at Chestnut — main entrance to central court. 
 
 (2) Fillmore Street at Chestnut — first lateral distributing 
 thoroughfare entering the main group of buildings. 
 
 (3) Francisco Street at Van Ness Avenue— easterly entrance 
 to concessions, and an important night entrance. 
 
 (4) Presidio entrance — terminus of the present Union Street 
 electric line. 
 
 . 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 65 
 
 I a K I V/kNHESS AVE 
 
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 iPDan 
 
 eouoH 
 
 OCTAVt A J 
 
 < LA Z«U UlNA^ «• M 
 
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 O Zl- 
 
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 ill 
 
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 PBESIOIO. 
 
 FIGURE 17— DETAIL OF EXPOSITION TERMINALS PLAN. 
 
 Showing entrances and terminal studies. Full lines represent routes best 
 suited for effective use after the Exposition ; dotted lines represent those de- 
 signed for handling Exposition traffic only. Recommended stops also indi- 
 cated. Note the obstruction in Chestnut Street caused by the present gas- 
 holder at Fillmore Street. All these terminals are very necessary, especially 
 that on the water front. 
 
66 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 67 
 
 (5) Ferry slips at the foot of Webster Street, and reaching 
 directly the main longitudinal water front thoroughfare leading 
 west to the drill grounds. 
 
 At the present time it appears that Chestnut Street will be 
 forced to carry the great majority of street car traffic destined 
 for the central building group, for the Van Ness Avenue entrance 
 will not be desirable except for those wishing to use the tortuous 
 entrance way through the concessions. And without suitable res- 
 ervoir terminals. Chestnut Street would be unable to handle the 
 V lume of traffic anticipated. A surface car terminal on the 
 Exposition water front is, therefore, desirable and necessary. 
 
 Available Sites, An excellent site for such a terminal loop 
 may be found near the main ferry slips at the foot of Webster 
 Street, as indicated in Fig 17. This, however, will require an 
 entrance from Bay Street and Van Ness Avenue, across Fort 
 !^Iason and one block of private property which is now largely 
 a water lot.* This leads to a position north of a tract which 
 has been reserved for railroad yards, and the south wing of the 
 Ferry Plaza structure at this point could then be effectively util- 
 ized for street railway terminal gates. It is also possible that 
 some of this railroad yard trackage could be utilized as reservoir 
 capacity for surface cars at times of unusual demand. 
 
 This terminal location would then deliver passengers from 
 the most important lines (other than those using the Fillmore 
 tunnel) directly into the North Esplanade, which parallels the 
 water front for the entire length of the Exposition grounds. Inci- 
 dentally, such a route would provide much-needed service to the 
 Fort Mason Reservation and to the United States transport 
 docks, located at the foot of Laguna Street, which will be needed 
 before and during the Exposition. This terminal should be jointly 
 available for all surface lines approaching the Exposition at the 
 northeast corner, including Van Ness Avenue, Polk Street, North 
 Point Street, and all lines running through Fort Mason tunnel. 
 
 In addition to the above-mentioned inside loop terminal, there 
 are three locations along Chestnut Street available for outside 
 loops : 
 
 (1) Between Franklin and Gough Streets. 
 
 (2) Between Steiner and Pierce Streets. 
 
 (3) Between Divisadero and Scott Streets. 
 
 The first may be effectively utilized as the entrance to the 
 concessions for which a supplemental entrance is contemplated 
 in addition to the Van Ness Avenue entrance. 
 
 • Or Beach Street, from Laguna to Buchanan, might be used for this purpose without 
 entering private property. 
 
 The third terminal site at Divisadero is an excellent location 
 for serving the main bulk of the traffic at the principal Exposi- 
 tion entrance. With this terminal, one at Steiner Street would 
 probably be unnecessary. Although a separate loop would be 
 exceedingly useful as a terminal for the Fillmore tunnel lines, 
 the fact that Lombard Street is reserved as a military highway 
 makes the Steiner Street site unavailable. 
 
 With three terminals, traffic will probably be distributed as 
 follows : 
 
 « 
 
 (1) Exposition loop, Fort Mason, 15,000 per hour, maximum. 
 
 (2) Franklin Street loop, 10,000 per hour, maximum. 
 
 (3) Divisadero Street loop, 20,000 per hour, maximum. 
 
 (4) Presidio terminal, normal, 5,000 per hour, maximum. 
 Presidio terminal, on field days, 10,000 per hour, maxi- 
 mum. 
 
 Distribution of Capacity. With the above distribution of 
 terminal traffic, the probable traffic of each of the tributary lines 
 is presented in the appended Table 15, together with the maxi- 
 mum capacity of these "feeder lines" that could be realized if an 
 unobstructed entrance could be found. These capacities are com- 
 puted with a view to the limitations of safety and power pre- 
 viously discussed. 
 
 The detailed routes which ivill be necessary to provide effective 
 terminal facilities as above outlined are listed in the Tables i6 and 
 
 Platform Arrangement, All of these loop terminals may be 
 designed with surface tracks and platforms, but to properly expe- 
 dite unloading and loading, separate car berths should be pro- 
 vided with passenger concourse between — otherwise on days of 
 heavy travel serious interference in passenger flow will result. 
 In the case of the Divisadero terminal, where five loop tracks 
 may be necessary, a sub-concourse from Chestnut Street should 
 be built leading to the three rear tracks directly, without neces- 
 sitating the crossing of the two front tracks. 
 
 It will also be desirable to install prepayment entrances at 
 these platforms, to avoid the delay of loading cars in the usual 
 manner. Thus, the Divisadero terminal is divided into separate 
 platforms for the use of United Railroads lines and for the Munici- 
 pal lines, respectively. Separate loops may similarly be used at 
 the inside Exposition loop. Or if a proper basis of accounting 
 could be devised by means of registered entries to the respective 
 lines, a common prepayment entrance would be most convenient 
 and efficient. 
 
68 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 i 
 
 Track Centers. In order to realize the maximum capacity 
 from the Exposition surface lines, it will be necessary to so design 
 track and special work that cars may pass on curves without 
 mutual obstruction due to the overhang of platform or fenders, 
 otherwise the delays due to traffic obstruction at street intersec- 
 tions will become serious. On the present long-platform cars, the 
 overhang of the fenders as now used is so great as to require 
 wide curve separation, but clearance on curves is so important 
 that if necessary, curbs should be cut back to avoid the overhang 
 of car bodies when rounding the inside curve. And on these 
 narrow streets of the Western Addition traffic regulations must 
 be rigidly enforced preventing street vehicles from standing or 
 passing so near a street corner as to come within the range of the 
 sweep of a fender or platform. 
 
 It is also important that a "devil strip" of at least 20 inches 
 should be provided between cars, owing to the unavoidable possi- 
 bility of pedestrians being caught between cars. Where the 
 standard Municipal Railway cars only are to be operated, which 
 cars are 8 feet 6 inches in width over all, straight double track 
 may be laid with centers 10 feet 2 inches apart; but where the 
 present wider rolling stock of the United Railroads is to be oper- 
 ated the tracks must be laid with a center line distance of 11 feet 
 Yz inch, in order to provide the necessary "devil strip." How- 
 ever, if, on such lines of common usage, all cars will be of the 
 narrower standard width of 8 feet 6 inches, the narrower track 
 centers should be laid, thus conserving to the greatest possible 
 extent the remaining roadway and sidewalk widths. 
 
 Franchise Requirements, In order to carry out any of the 
 
 improvements herein specified, it will be necessary for franchises 
 to be granted either on a permanent or a revocable basis. It is 
 probable that the Chestnut Street lines could be well utilized in 
 the future, after the expiration of the Exposition. The route 
 across Fort Mason, however, is only granted by the Government 
 on a revocable permit, excepting via the Fort Mason tunnel, 
 which would be of permanent utility. Any extensions through 
 the Presidio should also be located so as to be of permanent 
 value, as otherwise the investment would hardly be justified. It 
 is, therefore, clear that two methods are open to the City for 
 obtaining these service extensions : 
 
 (1) To build municipal lines, and grant operating rights over 
 them to the United Railroads on a rental basis : 
 
 (2) To issue permits or grant some form of indeterminate 
 franchise to the Corporation for those lines which the Municipality 
 does not care to build. 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 69 
 
 The latter plan involves for the Corporation radical changes 
 in its operating and financial organization, owing to the stringent 
 Charter provisions now regulating extensions, which condition 
 must be met by the City by special legislation. 
 
 Ill— RAPID TRANSIT PLANS 
 
 While no study of transit facilities would be complete without 
 some estimate of the needs and possibilities of rapid transit by 
 subway or elevated, it is believed that it is still too early to con- 
 template the building of a comprehensive subway system for 
 San Francisco, owing to the comparative absence of very long 
 hauls, and especially if the tunnel and other transit improve- 
 ment projects herein discussed are carried out. These projects 
 will very likely develop in the following chronological order: 
 
 1. Car and traffic tunnels for the Western Addition as already 
 recommended. 
 
 2. Market Street extension rapid transit tunnel under Twin 
 Peaks for suburban and interurban service as recommended. 
 
 3. Mission-Sunset tunnel from Market Street extension to 
 Pope Valley and upper Sunset, to be built two-level so as to con- 
 nect with future Market Street subways as recommended. 
 
 4. Electrification of present railroad outlet through the Mis- 
 sion for both city and suburban rapid transit systems (via South- 
 ern Pacific, Ocean Shore, or both). 
 
 5. Market Street subway connecting with the Twin Peaks 
 tunnel: (a) Southern branch through the Mission connecting into 
 Bemal Cut with the suburban electrification; (b) East Richmond 
 branch, preferably following McAllister Street or Golden Gate 
 Avenue and touching the Park. 
 
 Additional branches will then follow in due course — into West 
 Richmond and the Western Addition by Point Lobos Avenue to 
 the west, and by Divisadero Street to the north, with possibly 
 a downtown cross-town line via Third, Kearny, and Columbus, 
 through Fort Mason tunnel into Harbor View. This Richmond 
 branch can reach Point Lobos Avenue from Golden Gate Avenue 
 by a diagonal, deep-level cut across what is now Laurel Hill 
 Cemetery, and similar use may possibly be made of Jefferson 
 Square and Alamo Square. For the latter, the combined traffic- 
 transit tunnel as designed for the Mission-Sunset tunnel is appro- 
 priate. (See Figs. 66, 67 and 68.) 
 
 Of these subways, the Market Street trunk and Mission 
 branch will probably become the first necessity ; and if the City de- 
 
70 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 71 
 
 cides to build the Twin Peaks tunnel now as far as Valen- 
 cia Street, the remaining subway construction will undoubtedly 
 be hastened. 
 
 • 
 
 Elevated Railways. The construction of an elevated 
 trunk line through the heart of the business district at this stage 
 of transit development would appear to be exceedingly question- 
 able for three reasons : (a) The imperative necessity of rapid tran- 
 sit in Market street, due to the peculiar street layout ; (b) the 
 inadvisability of obstructing traffic in so important a street as 
 Mission by elevated posts; and (c) the decided tendency in mod- 
 ern rapid transit development to depart from elevated construc- 
 tion within the business district in favor of subways, owing to 
 the avoidance of noise, extra climb, and inconvenience to abuttmg 
 
 property. 
 
 It is hardly probable for some years to come that Market 
 Street traffic could be induced much further south than Mission 
 Street. But even if possible, only one route exists — Minna Street, 
 just stouth of Mission— that might reasonably be developed as an 
 elevated entrance. Minna Street, hardly more than an alley, stops 
 at First Street, requiring six blocks more right-of-way to reach 
 the Ferry, in addition to further acquisition of property near the 
 "Hub." This route would be of maximum usefulness if the Twin 
 Peaks tunnel is built no further than Eureka or Castro Streets, 
 in which case tunnel cars after reaching the Market Street hump 
 could then divert into McCoppin Street (which descends rapidly 
 at this point) crossing overhead at Valencia Street and extend- 
 ing as a practically level connection with the elevated line in 
 Minna Street. As this street is only 35 to 40 feet in width, the 
 elevated structure would have to span the street from curb to 
 curb ; and if constructed with cushioned roadbed, the objection- 
 able noise could be minimized, although the light in all abutting 
 buildings would be practically cut off. 
 
 This elevated line cannot, therefore, be considered as in any 
 sense a solution of the present rapid transit problem of San Fran- 
 cisco, and merely provides a double-deck street entrance to the 
 business district for tunnel lines. Only two tracks can possibly 
 be accommodated, and the line will become practically of sec- 
 ondary use only for passenger transportation as soon as the 
 Market Street subway is constructed. However, it might be used 
 advantageously for light freight and express delivery into the 
 upper floors of the abutting buildings provided with proper trans- 
 fer facilities. As this phase of the railway business is now 
 developing rapidly from necessity (as in Los Angeles, for exam- 
 ple), this lends perhaps a more important aspect to an elevated 
 
 
 railroad in Minna Street than its ultimate value for passenger 
 transit. Until a comprehensive subway system is warranted, which 
 will be sooner in San Francisco than in most cities, the surface 
 traction system should be improved and perfected to the maxi- 
 mum possible extent. » 
 
 Existing Rights-of-way. The utilization of the Southern 
 Pacific and Ocean Shore Railroad rights-of-way for suburban 
 electric service is directly in line with the economic policy of 
 maximum use of idle investment. While the exact basis of inter- 
 change of operating rights between City and Company is, of course, 
 a matter for negotiation, both these low-level rights-of-way are cap- 
 able of development as rapid transit trunk lines, from which out- 
 lying sections may be in turn developed by a system of local street 
 railway feeders. Fortunately, the franchise of the Ocean Shore 
 Railroad specifically encourages this development (Ordinance No. 
 40, New Series), and those of the Southern Pacific appear to 
 be' so fragmentary as to debar it from using the old Mission en- 
 trance through" Bernal Cut and Harrison Street without the City's 
 consent. This, of course, is no cause for abandonment or confisca- 
 tion ; for a low-grade entrance developed at such heavy cost becomes 
 a valuable asset to the City by joint utilization for rapid transit 
 purposes. 
 
 Both the Southern Pacific and Ocean Shore rights-of-way 
 reach conveniently a territory which is difficult, if not impossible, 
 to serve directly by surface traction lines ; and both can be of im- 
 mediate use in connection with present traction developments. If 
 the Southern Pacific line is given over entirely to electric service, 
 as it should be, this will be much superior to attempting to use city 
 streets for trunk line service— a plan which is already meeting 
 with objection in trans-bay cities. 
 
 The Ocean Shore line conforms well to the plans proposed 
 herein for reaching the large University Mound district. But for 
 maximum convenience of connection with a line on Van Ness 
 Avenue, this thoroughfare should be extended to Mission and 
 Twelfth Streets— shown in Fig. 19— as recommended. 
 
 For long-distance train service down the Peninsula, the eventual 
 electrification of the Bay Shore tunnel route would appear to be 
 far superior than by attempting to develop exclusively for this 
 particular traffic the old Mission right-of-way, with its physical 
 obstructions, higher grades, and circuitous routes. This Mission 
 route therefore becomes of maximum present usefulness in develop- 
 ing the immediate suburbs, as in the case of the Southern Pacific 
 and Key Route lines across the Bay. _ _ 
 
 f 
 
' 
 
 72 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 On the other hand, the Twin Peaks tunnel forms the logical 
 route for rapid electric train service to the near-lying territory 
 south of the County line. And as this tunnel will presumably be 
 open to private transportation lines on a rental basis, it is possible 
 that it will become a factor in further developing those western 
 slopes of the Peninsula now reached only by the Ocean Shore, but 
 still comparatively inaccessible for resident commuters by reason 
 of time consumed in transit and difficult terminal entrance. It 
 thus appears that by general readjustment of transportation facili- 
 ties, present and proposed, a much more logical system of trunks and 
 feeders may be worked out, which will at least double the present 
 habitable areas lying within the 30-minute time zone for local sub- 
 urban service, and extend it perhaps four or five times beyond the 
 present limits for interurban train service, as exemplified in the 
 trans-bay electric development. 
 
 Bernal Cut. In the joint development of Bernal Cut and 
 Circular Avenue, the elevation or depression of the present tracks 
 
 I to •• 
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 aTATION NUMKIW (ONC STATION a tOOrtCT^ 
 
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 FIGURE 18— BERNAL CUT, MAP AND PROFILE. 
 
 This detc.il shows three alternative methods of utilizing Bernal Cut for 
 rapid transit purposes— (a) by the old Southern Pacific right-of-way; (b) 
 by an elevated connection across the valley in San Jose Avenue, and (c) 
 by future all-subway alignment connecting with a future Mission Street 
 subway branch. The use of the exaggerated vertical scale emphasizes the 
 problem of securing the proper alignment. The dotted line indicates a prac- 
 ticable grade separation at Randall Street. 
 
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 74 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 of the Southern Pacific Company across existing transit Hnes of the 
 Mission is essential. Either is practicable, as indicated by the 
 profile studies, Fig. 18 (a), (b). But much depends upon the future 
 of the right-of-way along the Harrison Street and the rc-locatwn 
 of the present railroad passenger terminal as briefly discussed herein. 
 A depressed open cut across the Mission would be desirable to 
 provide direct connection at sub-grade, mth a future subway branch 
 down Mission Street. But unless the Harrison Street right-of-way 
 were then extended northward by open cut to this new terminal, 
 this advantage somewhat disappears. On the other hand, if this 
 suburban entrance were eventually elevated in Harrison and con- 
 necting streets as far as the terminal, elevation across the Mission 
 would probably be most advantageous, especially in view of the 
 fact that a sub-grade connection with the Mission Street subway 
 at Twenty-fourth Street is not absolutely essential, for a more 
 direct route into the Bernal Cut is available parallel to A ission 
 Street, indicated in Fig. 18. Either a short tunnel or regrading at 
 Army Street will be necessary if a depressed track across the 
 Mission is adopted ; but if elevated, no street improvements will be 
 
 necessary. 
 
 Studies of both elevated and subway connection along San 
 Jose Avenue indicate that by the former a more direct connection 
 from Bernal Cut to the future Mission sub-am' branch can be 
 accomplished by some regrading in the vicinity of Randall Street, 
 which however will be necessary in any case. A rather high 
 structure in San Jose Avenue would result. And as the use of 
 Mission Street from Twenty-sixth to Randall Streets for either a 
 surface or elevated connection is practically impossible with 
 complex entrance structures, probably the best plan for the 
 present would be to use the Southern Pacific elevated tracks until 
 such time as the more direct all-subway alignment becomes war- 
 ranted. In this case the Mission Street bore diverts by easy 
 curve to Coleridge Street, crossing Mission Street and reaching 
 Bernal Cut on a tangent at its crest. In spite of this detour, 
 station entrances at Army-Twenty-sixth, at IMission Street crossing, 
 and possibly opposite Twenty-ninth and Valencia Streets, would 
 then suffice for this stretch of Mission Street. 
 
 Passenger Terminal. This development naturally leads to 
 a consideration of the proper terminal location for all of this 
 electric train service, and possibly for steam service from the 
 Peninsula. The westerly trend of movement of the retail busi- 
 ness center indicates that the Third and Townsend station will 
 become, in the future, less strategic as a passenger terminal than 
 now. An entirely new center has been suggested in the Burnham 
 
 DEVELOPMENT OF TRANSIT SYSTEM 
 
 75 
 
 , 
 
 FIGURE 19— POSSIBLE RELOCATION OF UNION STATION 
 
 This tentative location for the site of a Union terminal for steam lines, 
 both through and suburban, results from recognition of the fact that the 
 business center is rapidly moving westward. This site is not only nearer 
 the present business center than the Third and Townsend Streets station, 
 but is obviously better located with reference to transit hnes and a pos- 
 sible elevated connection with the Twin Peaks tunnel. The advantages 
 of extending Van Ness Avenue to Mission and Twelfth Streets, there con- 
 necting with the Ocean Shore Railroad, are obvious. 
 
 plan located at the "Hub" of the radial streets in the Mission. W^ith 
 the construction of the Twin Peaks tunnel, an interurban ter- 
 minal in this vicinity would undoubtedly possess advantages, but 
 for railroad commuter traffic, this site would hardly be available 
 because of (a) the distance from the present business center, and 
 (b) the necessity of an extra fare. 
 
 Although it is not a direct function of this report to determine 
 the proper location for a steam railroad terminal, a study of 
 transit needs has pointed unmistakably to certain desirable de- 
 velopments in this regard. These studies indicate that the 
 location of a union passenger terminal, Fig. 19, in Seventh Street 
 between Howard and Mission Streets presents many attractive 
 features as follows: (a) available for immediate developments 
 in commuter travel via Southern Pacific m^in line, Southern Pacific 
 Mission branch. Ocean Shore, and possibly a Twin Peaks tunnel 
 elevated entrance; (b) nearer the present business center than the 
 Third and Townsend depot, and within easy walking distance; (c) 
 
76 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 t: 
 
 ■ I , 
 
 will be close to the center of the business district in the not distant 
 future; (d) reasonably convenient to Market Street without causing 
 undue congestion thereon as would be the case if located at the 
 Ferry; (e) accessible by car lines from all directions; (f) well 
 adapted to elevation of tracks leading to the terminal, as a direct 
 extension of the present Seventh Street tracks. 
 
 The diagrammatic plan, Fig. 19, points out the relation of these 
 several factors. While the building has been indicated as facing 
 on Howard and Minna Streets, the train shed and interlocking 
 floor may extend further to the south. This location has obvious 
 advantages in the event an elevated road in Minna Street should 
 become unavoidable. 
 
 Between Howard and Mission Streets, a 14-ft. rise now exists 
 in Seventh Street. The upper level or passenger floor could then 
 be connected with Mission Street by easy grade ramps and road- 
 ways. With Seventh Street extended northerly to McAllister 
 Street, ample thoroughfares would be available for vehicles to 
 the north and west without unduly congesting Market Street 
 traffic. Finally, if such a terminal location were adopted the 
 City's needs would be amply served until later developments 
 necessitated a separate interurban terminal at Valencia and 
 Market Streets in connection with the subways reaching this 
 strategic transit center. 
 
 CHAPTER 4 
 
 DEVELOPMENT OF PLAN OF 
 PROCEDURE 
 
 Franchises, Financing:, and Control ' 
 Interpretation of Resettlement Franchise 
 
 From the foregoing chapters, which have developed the major transit 
 necessities, present and future, of this community, the vital need of some 
 definite plan of immediate action is no doubt apparent. This concluding 
 chapter of the general program. Part I, is therefore devoted to suggesting 
 wa^s and means of accomplishing the results desired. In addition to mat- 
 ters norv l})ing entirely within the powers of the Cit^, there is outlined a 
 definite common ground upon which Cit^ and Company can negotiate a 
 reasonable resettlement. The practical operation of Charter Amendment 
 34 has also been worked out for the future, and the results are here in- 
 terpreted in actual values based upon conservative predictions. Should 
 faster growth develop, the results desired will come proportionately^ sooner. 
 The present financial status of both Cit^ and Company are found, b^ an- 
 alyses, to practically necessitate some form of indeterminate resettlement. Un- 
 der the plan recommended, the property is automatically recaptured free of 
 cost to the Cit^ within a reasonable term of ^ears. Thus, effective munic- 
 ipal control will be realized without diminution of service or growth. 
 
 RECOMMENDED PLAN OF PROCEDURE. 
 
 1. The immediate resubmission of Charter Amendment 34 or 
 an equivalent constructed along similar lines. It should be simply 
 an enabling act, including only vital and necessary safeguards for 
 the future, rather than being detailed in matters which should find 
 place only in specific franchises, viz. : wage scale and operating con- 
 ditions. 
 
 2. Resubmission of Public Service Commission Amendment 
 6, or an equivalent, with provision for automatic expansion of 
 the Commission's activities to ultimately cover all utilities. It 
 should be absolutely free from political dictation and subject to 
 review first by the State Railroad Commission so long as this com- 
 mission retains its present broad powers, and lastly by the Courts. 
 
 - 
 
It :j 
 
 !i' 
 
 I! 
 
 78 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 3. Resubmission of a charter amendment permitting the City 
 to undertake the acquisition and construction of revenue produc- 
 ing utilities outside of the present debt limit, so that the policy 
 of the City expressed in the present Charter may be fulfilled by 
 gradually bringing street railways under municipal control. 
 
 4. A general franchise ordinance should be formulated ex- 
 pressing the policy of the City with respect to both new and 
 resettlement franchises, and embodying the essential elements 
 herein prescribed. While the Commission may properly act in 
 an advisory capacity, determining the necessity for and conditions of 
 franchises, the Board of Supervisors should retain its legislative 
 functions in franchise granting, subject to the will of the people. 
 
 5. Preparations for and negotiations with the United Rail- 
 roads for a possible resettlement franchise, in order that a clearer 
 understanding of Charter Amendment 34 may be had by all 
 parties concerned, and that it may be put into effect immediately 
 after resubmission and ratification. 
 
 6. It may become necessary to appraise the property of the 
 United Railroads for the determination of a basis of a fair return 
 on investment, in the event that the Company finds it inexpedient 
 to reach reasonable conclusions with respect to investment that 
 may be recognized with propriety by the City in a possible re- 
 settlement. 
 
 7. Formulate by resolution or order a plan for the guidance 
 of the United Railroads in the execution of beneficial improve- 
 ments recommended herein with respect to routing, service and 
 equipment; and determine in connection therewith a definite 
 program of rehabilitation and the accounting methods by which 
 expenditures should be segregated between income and capital 
 accounts. 
 
 8. Pending the creation of a Public Service Commission, 
 appoint a small technical staff to continue traffic counts, inspect 
 equipment, analyze operating results, and submit recommenda- 
 tions and reports to the Public Utilities Committee or other 
 designated municipal body regarding the maintenance of proper 
 service and the requirements therefor. The data on traffic and 
 income recorded herein may be used as a basis for reference as 
 to past performance and future needs. 
 
 9. Clarify the franchise situation preliminary to a possible 
 resettlement and equalization of terms and conditions by deter- 
 mining upon a policy of clearing the streets of all unused fran- 
 chises with possible exchanges in minor sections of present fran- 
 chises or additions thereto which may be necessary to carry out 
 evident improvements in routing indicated herein. 
 
 ^ 
 
 
 PLAN OF PROCEDURE 
 
 79 
 
 10. Determine the City's policy as to railway extensions an4 
 service into Harbor View and to the municipal system in general. 
 At the present time a plan of development of unserved areas 
 rather than of direct competition is recommended. And only in 
 the event of the Company's failure to co-operate in any reasonable 
 plan of improvement would competition be justifiable. 
 
 11. It is essential to the welfare of the city as a whole that 
 the advantages of tunnels be more generally appreciated than 
 now, and their construction facilitated with as little delay as 
 possible (particularly before the Exposition in 1915). 
 
 12. The City should co-operate with the State Harbor Com- 
 mission in formulating ways and means for the immediate im- 
 provement of the Ferry terminal facilities in order to realize the 
 benefits contemplated from the four-track operating plan on 
 lower Market Street. For the success of the latter close co-opera- 
 tion will also be required between the inspectors of the municipal 
 and private lines operating on Market Street. 
 
 13. The City Plan Commission recently provided for by 
 charter amendment should devise ways and means for securing 
 promptly the more important improvements in city plan herein 
 suggested, and at least providing for their eventual fulfillment, 
 even if not now possible. 
 
 14. Develop Bernal Cut and Circular Avenue jointly with 
 the Southern Pacific railroad, as a new artery of travel from the 
 Mission for rapid transit, surface railway, and vehicle transporta- 
 tion ; this to form an essential requirement of a regrant of fran- 
 chise for the Valencia branch. 
 
 INTERPRETATION OF RESETTLEMENT FRANCHISE 
 PLAN PROVIDED FOR IN AMENDMENT 34 
 
 Conditions Confronting City 
 
 1. By reason of the pressing water question, the purchasing 
 power of the City is entirely inadequate under the present basis 
 of bonding to cover a possible purchase of the physical property 
 of existing street railways. 
 
 2. The City has established the nucleus of a municipal rail- 
 way system, but has not the bonding power to extend or develop 
 an adequate system throughout the entire city, if such should be 
 deemed desirable or necessary. 
 
 3. The City is not receiving a sufficient share in income from 
 railway operations at present to enable it to carry out the exten- 
 
80 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 'it 
 
 sions which the Company has not carried out. This income now 
 amounts to nearly 5% of which the City gets less than 1% while 
 4% goes to the State. 
 
 Conditions Confronting Company 
 
 1. Short-term franchises. In 17 years approximately two- 
 thirds of the mileage will expire, leaving only outlying fragments 
 of lines, with little or no trunk line connection to the business 
 district. 
 
 2. Net residual income (above bond interest and sinking 
 fund payments), is only sufficient for dividends on the first 
 preferred, and possibly a small future return on the preferred, but 
 none on the common stock. 
 
 3. The future earning capacity of the property zvith its re- 
 quired extensions will probably fall far short of retiring the present 
 unfunded debts at maturities, even assuming no dividends paid 
 on preferred or common stock and no curtailment of the earning 
 power by the action of the City or from other cause. 
 
 4. The increasing density of traffic and earnings from the 
 present system should be offset somewhat by the continual demand 
 for improved service, and with the extensions (if made) necessary 
 to realize these estimated earnings, there will probably result little 
 or no future decrease in operating ratio. 
 
 5. Less than one-third of the present bonded debt (of 
 U. R. R. 4's) will be amortized by sinking funds, and only about 
 one-sixth of the underlying Market Street Railway 5's at ma- 
 turity. 
 
 6. Although nearly $10,000,000 U. R. R. 4% bonds are re- 
 served in the treasury for refunding underlying securities, these 
 are unavailable for this purpose owing to prevailing low market 
 values. For the same reason, additional stock cannot be sold 
 except at a high interest return, as the deed of trust (U. R, R. 4's) 
 under which the original financing was executed prohibited further 
 stock issues below par. 
 
 7. Further refunding by $10,000,000 unissued Market Street 
 Ry. 5*s is also impracticable on account of increasing discounts 
 incurred through dilution of present issues, upon which the sink- 
 ing fund is very limited. 
 
 8. The San Francisco Electric Railway's plan of financing 
 extensions through the assistance of benefited property owners 
 is now unavailable on account of Charter provisions. In theory 
 these citizens simply carried the risk of a first mortgage loan 
 
 PLAN OF PROCEDURE 
 
 81 
 
 to the Company at par ; in practice, they were forced to subscribe 
 the amount of a heavy bond discount. 
 
 9. The present Charter practically prohibits extensions from 
 an operating standpoint alone, and does not take into consideration 
 any methods of financing them. 
 
 10. Short-term junior mortgage securities might be issued 
 for immediate needs, or further preference stock imposed if ap- 
 proved by the State Railroad Commission. However, both methods 
 would result in high-rate loans and delay still further the earning 
 power of present securities. 
 
 Summarizing, it appears that the property can hardly "earn 
 out" by 1929; its sinking fund leaves two-thirds of the present 
 debt unfunded, and until the Charter is amended, money cannot 
 be raised at reasonable rates for extensions to increase its earning 
 power. But at least one partial remedy exists: 
 
 The bondholders may refinance U. R. R. 4's by 5% bonds, 
 maintaining the same sinking fund, thus scaling down the 
 U. R. R. mortgage debt by 20% or about $5,000,000, and so 
 retiring at maturity a greater proportion of the total debt. This 
 plan would probably increase the market value to at least 85 under 
 present conditions and possibly to par under a fair resettlement 
 ordinance, and provide for refunding underlying maturities 
 on a 5 to 6% basis, while the interest charges and distribution 
 of income would remain unchanged. About $20,000,000 unfunded 
 debt, however, would still remain at the last maturity in 1927. 
 
 As an alternative, the stockholders may defer or curtail divi- 
 dends for a period in order to increase the sinking fund annuities, 
 and thereby raise the market value of U. R. R. 4's to a more 
 reasonable figure for refunding purposes. The stockholders will 
 then eventually derive their return from surplus in the form of 
 residual equities, resulting from debt amortized at maturity. 
 
 Results— No Resettlement. The accompanying diagram. 
 Fig. 20 shows graphically the conditions that will probably obtain 
 in 1929 if no resettlement is brought about, if betterments are 
 added only at the minimum possible rate, and with practically 
 no extensions to the property. On the assumption that the Railroad 
 Company would be compelled by the City to cease operation under 
 all franchises which then expire, the earnings would drop abruptly 
 in 1929 to practically their present level; and investment in 
 operating property by a corresponding amount due to the expira- 
 tion of the Market Street Ry. franchise (line not shown on dia- 
 gram). The present sinking fund requirements will probably retire- 
 $13,000,000 out of $40,000,000 now outstanding, leaving $27,000,- 
 000 unfunded debt. 
 
82 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 However, by refinancing of U. R. R. 4's to 5's, the present 
 (1913) bonded debt would be reduced to about $33,650,000; and 
 with present sinking fund figured upon a 6% basis and carried 
 to maturity this would possibly retire as much as $13,650,000 
 out of a total of $33,650,000 debt, leaving only $20,000,000 un- 
 funded in 1927 as against $27,000,000 with 4% bonds.* Evidently, 
 in view of the possibilities of condemnation by the City of the 
 fixed property in the streets, neither plan affords the necessary 
 security on the unfunded investment, although the proposed 
 refinancing increases this security by one-third. 
 
 Resettlement Plans. In order to interpret the provisions 
 of Charter Amendment 34 in concrete terms, a number of profit- 
 sharing plans have been worked out in approximate figures show- 
 ing the possibilities of the future. These are all based upon an 
 indeterminate franchise of 20 years, with a possible extension to 
 40 years if the City does not then elect to purchase. All elements 
 of initial intangible value in the agreed purchase price are to be 
 decapitalized by a sinking fund within the first franchise period 
 out of the Company's share in earnings, leaving only tangible 
 property to be purchased by the City at its then depreciated value. 
 (These decapitalized values to include depreciation at date of settle- 
 ment as well as all depreciation which accrues subsequent to the end 
 of the rehabilitation period represented by the difference between the 
 cost of producing the property new and the best condition in which it 
 is practicable to maintain it.) If still operating the property during 
 the next 20 years, the Company is to decapitalize tangible values rep- 
 resenting fixed structures in the streets and real estate actually used 
 and useful in operating the road, and in addition, all depreciation 
 which takes place in all new property added after the expiration of 
 the first 20-year period as well as that which takes place after that 
 date on the old property up to the date of purchase by the City. This 
 total depreciation will be the difference between the cost of the prop- 
 erty new and the best condition in which it is practicable to maintain 
 it, all of which will amount to practically half of the investment. Or- 
 dinary operating upkeep of the property consisting of minor repairs 
 is to be treated as maintenance and all shrinkage in values through 
 depreciation or inadequacy is to be provided for by a renewal fund, 
 both maintenance and renewals to be met out of earnings, so that the 
 property may thus be maintained permanently in good operating 
 condition (75% of cost new or thereabouts). 
 
 The accompanying Table 56 shows possible methods of dis- 
 tribution of net income by various profit-sharing plans, ranging 
 
 ♦ Assuming the continued purchase and holding of U. «• «• 4's at ma'-'^et P'JF«' y>«'i 
 ing 6% e^uFvalent return. Out of this $13,650,000. about $1,550,000 must be discharged 
 out of earnings. 
 
 1902 
 
 I910 
 
 1920 
 
 1950 
 
 1940 
 
 1950 
 
 I ') 
 
 FIGURE 20— FUTURE DEBT AND EARNING CAPACITY. 
 Curves indicating the probable effect of franchise expirations after 1929, 
 when about 60% of the earning capacity expires; also the total amount of 
 funded debt at various periods and the immediate effect of refinancing U. R. 
 R. 4's to S% bonds, by which the total debt may be reduced by $5,000,000. 
 About $20,000,000 debt will still remain unfunded in 1929. The curve of mini- 
 mum investment assumes just sufficient betterments to maintain the oper- 
 ating integrity of the property while the maximum investment curve is based 
 upon a normal investment ratio of $3.00 for each $1 increase in annual earn- 
 ings. 
 
 ii 
 
84 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 from the practical "Chicago plan" to those approaching more or 
 less the ideal. In Plan 1 the residual net income is prorated in 
 strict accordance with the present actual distribution of income 
 between Service, Labor, Company and City, shown in Fig. 2L 
 All plans presuppose an agreed capital valuation of the property 
 with a 5% return thereon practically guaranteed to the Company 
 as a prior claim on net income ; the residual net income in excess 
 of this return to be distributed between the various participants 
 in the profit-sharing plan proposed. For the purposes of this 
 analysis, the operating expenses including maintenance, renewals 
 and sinking fund for decapitalizing depreciation, are fixed at 62% of 
 the gross receipts excluding, or 67% including taxes and licenses, 
 with 3% of the gross receipts reserved for amortization during the 
 first 20 years (based upon the smaller initial intangible value or 4% 
 upon the larger) and 3% during the succeeding 20 years. This 
 
 PROPORn0^4AL OISTUIBUTION OF INCOMt 
 
 « T O « 3 
 
 UNITED RAILROADS OF SAN FRANCISCO 
 FISCAL YEAR ENDING 0EC.3IJ9M 
 
 DISTRIBUTION OF 
 
 OPERATING LABORfe SHARE. 
 
 OF INCOMt 
 
 FIGURE 21 —PROPORTIONATE DISTRIBUTION OF INCOME. 
 What proportion of the total street railway income is received by Com- 
 pany, Public, Labor and Service respectively, is illustrated m this diagram by 
 the relative areas of the "slices." "Operating labor" here includes all em- 
 ployees receiving a wage of $1,500 per annum or under. This labor .then com- 
 prises just one-half of the direct operating expense and is distributed be- 
 tween the various operating departments in detail, trainmen receiving iV /o ol 
 the total wages. For every $100 of income, $35 is applied by the Company 
 to the payment of fixed charges, sinking fund, and dividends ; $30 is required 
 for service; and $30 pays operating labor, of which platform men receive 
 $18, approximately. Only $5 goes to the Public in the form of taxes; and ot 
 this only $1 reaches the City directly. 
 
 b 
 
 :!' 
 
 * 
 
 PLAN OF PROCEDURE 
 
 85 
 
 leaves 30% and 29% respectively available from the annual income 
 for fixed charges, contingency fund, and profit during the first 
 period and 30% for the second period from which after deducting 
 5% interest on the agreed capital invested in the property, there re- 
 mains what is herein termed residual net income. 
 
 Plan 1 assumes the 1911 distribution of the Company's income, 
 
 Fig. 21, as a basis of participation in the residual net income, 
 
 which results in profit-sharing between Labor, Company, City and 
 
 Service. Operating Labor, including the wages of every employee 
 
 receiving $1,500 per annum or under, gets 30%; the Company 
 
 35% ; the City 5% and Service 30%. In the share for Service all 
 
 elements of the operating expenses, except operating labor as above 
 
 defined, may be regarded as service rendered to the Public As the 
 
 business becomes more profitable, a bonus share would thus be 
 
 available for increased service. This, however, might lead to excess 
 
 service which would not be warranted under existing powers of 
 
 regulation in view of the more pressing demands for extensions and 
 
 decapitalization. Or it might encourage the Company to curtail 
 
 operating expenses in order to force expenditures from this share 
 
 for this purpose. 
 
 Plan 2, however, "pools" the shares accruing to the City and 
 to Service respectively, in order to give the City the option of either 
 increased service, decapitalization, extensions, or other purposes. 
 The shares to Labor and the Company remain the same as in Plan L 
 
 Plans 3 and 4 gradually modify the respective shares to Labor, 
 City and Company in a direction affording the City greater purchas- 
 ing power. However, Plans 1, 2, 3 and 4 provide a bonus for Labor 
 out of residual net income, instead of this bonus being charged to 
 operation where labor expenses properly belong. Under present con- 
 ditions these plans would result in an unwarrantable diversion of 
 revenue from extensions and decapitalization more urgently needed. 
 
 Plan 5, which I recommend, includes only the City and Com- 
 pany as direct participants in residual profits, the former receiving 
 55% and the latter 45%. But provision is also made for Labor 
 sharing indirectly and probably more remuneratively than in Plans 
 3 and 4 by fixing the per cent of income accruing to all operating 
 Labor — in this case 30% — the difference between this fixed per 
 cent and actual wages paid, to be distributed in the form of a 
 benefit fund insuring employees against disabilities, and also in the 
 form of a bonus and merit system, as discussed in Chapter 17. The 
 advantage to be derived results from increasing car speeds, 
 more efficient routing, and earnings increasing faster than 
 expenses of car operation. This incorporates in the present 
 
86 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 "Chicago plan" the bonus principle, which has been put into effect 
 with success in Philadelphia, and, it is believed, secures for Labor 
 a valuable form of insurance which, taken in connection with the 
 relatively high wages paid in San Francisco, should be regarded as 
 an ample share under present conditions.* 
 
 Plan 6 does not involve profit-sharing, but rather a distri- 
 bution of income arbitrarily fixed for the remaining franchise pe- 
 riod, (presumably subject to mutually agreed adjustment from time 
 to time). Under the distribution assumed the City receives 8% of 
 the total income. Labor 30%, Service (as defined in Plan 1) 32%, 
 and the Company 30% out of which it must provide fixed charges, 
 the amortization and contingency reserve funds and profits. 
 While possibly practicable, it is much less flexible than the pre- 
 vious ones, and does not guarantee the Company any return upon its 
 investment, however small. 
 
 Ultimate Financial Results. In the accompanying exhibits, 
 Figs. 22a, b and c, the operations of these various plans are worked 
 out graphically so as to show : 
 
 L Capital investment in property. 
 
 2. Purchase price to City. 
 
 3. Date of recapture of property. 
 
 Values. The initial capital values considered herein were ar- 
 rived at by judgment for purposes of illustration only, and should 
 not be interpreted as an attempt to place a value up^on the property. 
 On the assumption that the depreciated or present value of the physi- 
 cal property is about $21,000,000 and that about $7,000,000 should be 
 expended, within the next few years, to bring it up to its assumed 
 "cost to reproduce new value" of $28,000,000, the diagram shown 
 in Fig. 22a has been prepared. After refinancing U. R. R. 4's to 5's 
 the resulting present bonded debt would be $33,650,000. Under 
 Charter Amendment No. 34 all sinking fund accruals must be 
 deducted from the purchase price, thus arriving at a total of $28,000,- 
 000 as an assumed value, not including any intangible value except 
 depreciation. 
 
 That portion of the "intangible value"! of the property repre- 
 sented by franchise value is the earning power of unexpired fran- 
 
 *In Philadelphia the fixing of trainmen's share alone at 22% of the gross receipts or 
 the same as the trainmen received for the year immediately preceding the date of its 
 adoption, has resulted not only in benefit reserve but also increased wages. 
 
 fSuch intangible values other than franchise values, are known as development ex- 
 penses, and usually consist of preliminary technical expense, legal expenses during forma- 
 tion of the company not connected with construction expense, cost of consolidation and 
 reorganizations, sometimes a reasonable promoter's profit, supersession of equipment due 
 to the rapid advance of the art, reconstruction due to unforeseen contingencies, brokerage, 
 discount or premiums on securities, and losses during early operation. All of these 
 and franchise value, if any, should eventually be amortized and eliminated from that 
 value of the property upon which the public should be finally expected to pay a reasonable 
 rate of return, although it is fair that the company should have time to earn and pay to 
 itself this amortization fund out of the earnings of the railway. 
 
 <•» 
 
 ^ 
 
 K 
 
 ^ 
 
 4 
 
 140 
 
 130 
 
 BION J. ARNOLD 
 
 I9IO I«e0 1930 1940 1950 
 
 FIGURE 22a— PROFIT-SHARING RESETTLEMENT PLAN 2. 
 Based upon a definite apportionment of net income — 35% to City, 30% to 
 Labor, and to Company 35% in addition to S% prior return on "agreed capital 
 value" (shown by full line). Assumptions: date of settlement, December 31, 
 1913; depreciated value of property, $21,000,000; initial intangible value, 
 $14,000,000 all to be amortized at the end of 20 years, including $7,000,000 
 rehabilitation work which is to be capitaHzed and completed in three years; 
 future investment to increase $3 for each additional $1 earned. The pur- 
 chase price to the City at any date is shown by the dotted line and intangible 
 values to be amortized are indicated by the distance (shaded) between "pur- 
 chase price" and investment (full black) curves, which values include depre- 
 ciation accrued both prior to the resettlement and after the completion of 
 rehabilitation. The City's share if allowed to accumulate at 5% should suf- 
 fice to equal the purchase price by 1947, and thus automatically recapture the 
 entire property to the City without cost by acquiring the underlying securities 
 covering these depreciated values, i. e., the actual value of physical property 
 producing the service. 
 
88 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 chises, and is usually understood to be the summation of all resid- 
 ual net income from the operating property accruing to the Com- 
 pany from year to year with interest compounded to expiration. 
 But from this gross value would have to be deducted eventually all 
 unfunded debt remaining at maturity not covered by salvage value, 
 thus giving an amiount, the "present value" of which would represent 
 the ''franchise value" portion of the "capital value" as of today, 
 which franchise value would be more or less affected by the right 
 of the State to regulate rates. Conservative estimates based upon 
 —1st, a minimum and 2d, a maximum rate of probable. residual net 
 earnings indicate that this intangible value might lie between 
 $7,000,000 and $12,000,000. However, if unimpaired earning power 
 and normal expansion of the system are assumed, these values might 
 lie between $14,000,000 and $20,000,000. While this condition 
 particularly applies to a resettlement plan, which would be most fav- 
 orable for the City's recapture of the property, it would in all prob- 
 ability be too optimistic for the case in which no such resettlement 
 could be effected, and the Company decided to continue the operation 
 of the present system unextended, with the minimum possible expen- 
 ditures for maintenance, betterments and service. In this case, the 
 Company would strive to the utmost to "earn out" even with less 
 total annual income, leaving only a run-down property with little 
 salvage for the City to condemn at the expiration of the franchise. 
 Obviously this situation would be aggravated by the extension of the 
 Municipal system. 
 
 Financial Plan No. 2. Referring to Fig. 22a, this study 
 assumes a total initial capital value of $35,000,000, with mvestment 
 increasing in the ratio of $3 to $1 of earnings, until 1933 (20 years 
 from date of resettlement). At this time the intangible becomes au- 
 tomatically retired under the terms of Amendment 34 by sinking fund. 
 Thereafter the purchase price to the City increases much slower 
 than the total investment, and actually decreases after the maxi- 
 mum in 1944. For the entire franchise term of 40 years the 
 investment will be decapitalized from $135,000,000 total to $65,000,- 
 000, or over one-half. Through the operation of a purchase fund 
 accumulated at 5% interest from the City's share in residual net 
 earnings, the entire property reverts to the City in 1947. During the 
 later years this fund builds up very rapidly. 
 
 Financial Plan No. S — Recommended. In this modi- 
 fied "Chicago plan," which in my judgment is the most practical 
 of those here presented, the operation of the sinking fund retires 
 all initial intangible value by 1933 as required, but the cumulative 
 City's share suffices to acquire the property as early as 1941 
 that is, nearly six years prior to the date of recapture under Plan 2. 
 
 BiON J. ARNOLD 
 
 ;l 
 
 I9t0 
 
 1920 
 
 1930 
 
 1940 
 
 1950 
 
 FIGURE 22&— PROFIT-SHARING RESETTLEMENT PLAN 5. 
 
 This plan differs from that shown in Figure 22a in that profit-sharing in 
 the residual net income exists only between City and Company, the former 
 receiving 55% and the latter 45%. This increase in the City's share over 
 that of Plan 2 enables the City, if it allows its share to accumulate at o% m- 
 terest, to take over the property without cost by 1941, six years earlier than 
 in Plan 2. In both cases, an annual reserve of 3% of gross receipts (at 5% 
 interest) will suffice to amortize all initial intangible values allowed (except 
 depreciation). After the first 20 years initial intangible value is retired and 
 this fund starts anew for amortizing part of the physical value. A further 
 fund is necessary for amortizing depreciation (except expenditures for re- 
 habilitation) requiring 4% of the gross receipts for 20 years and thereafter 
 a sufficient amount to cover permanent shrinkage in value through depre- 
 ciation. 
 
p i 
 
 
 90 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ■ION J. ARNOLD 
 
 1910 
 
 1920 
 
 1930 
 
 1940 
 
 1950 
 
 FIGURE 22c— MODIFIED RESETTLEMENT PLAN 5 A. 
 
 Profit-sharing in the residual net income between City and Company the 
 same as in Plan 5, Figure 22h. The initial intangible value is increased from 
 $14,000,000 to $19,000,000, which requires an amortizing annuity of 4% of the 
 gross receipts for the first 20 years in order to decapitalize this value by 
 1933. Due to this increased intangible value, the agreed "capital value" is 
 also increased and the residual net income decreased, so that the property 
 reverts to the City two years later than in Plan 5, or in 1943, but four years 
 earlier than in Plan 2. In all these plans the property is assumed to be 
 maintained 75% good throughout the second 20-year period, — i. e., with not 
 more than 25% permanent depreciation. 
 
 PLAN OF PROCEDURE 
 
 91 
 
 Assuming in Fig. 22c the higher initial "capital value"— 
 $40,000,000— a larger amortization fund becomies necessary to 
 enable the Company to retire the greater intangible value as 
 required. Moreover, the purchase date will be deferred until 
 1943_about two years. It will be noted that in all cases, both 
 the amortization and purchase funds increase so rapidly during 
 the later years that the actual amount of initial intangible value 
 has relatively little effect on the date of recapture; whereas 
 within the next few years following the adoption of such a plan, 
 it would be of greatest importance in case the City desired to ac- 
 quire the entire property. 
 
 These studies assume no necessity for progressively retiring 
 capital represented by intangible value within the first 20-year 
 franchise period— that is, that all bonds purchased for the sinking 
 fund are held to maturity. If the serial plan of retirement is 
 adopted, this will simply result in a higher sinking fund and a 
 later date of ultimate recapture. In any such resettlement plan, 
 the City may obtain the greatest advantage by utilizing its full 
 share in a cumulative fund for recapture. On the other hand, if 
 the City applied its share to the building of extensions without 
 further bond issue, it would realize only a partial return on this 
 non-interest bearing investment in these extensions as compared 
 to a full return on these same extensions, if financed by the City 
 through the purchase of the Company's bonds. 
 
 If an investment ratio of $3.50 to $1 additional earned were es- 
 tablished for future investment in the property, this would result in 
 deferring the date of recapture shown in Fig. 22b by about four 
 years— i. e., to 1945 ; and in Fig. 22c by about five years, or 1948. 
 
 Return on Investment. The estimated returns, Table 57, 
 indicate that the extended property would be able to earn a rate 
 of return on the probable tangible value approximating 10% in 1930, 
 or 8% on the agreed "capital value"; that the Company would 
 receive a return of over 7% on tangible value, and that the City 
 would derive in cash return, exclusive of taxes, as high as 2.0% 
 on tangible value. 
 
 Conclusions. In the foregoing, I have attempted to show 
 that only through a resettlement will the City be able, in all prob- 
 ability, to extricate itself from the embarrassment of inadequate 
 purchasing power which limits its ability to expand its traction 
 system and the Company from the curtailment of its earnings due 
 to expiring franchises. By means of this indeterminate, profit- 
 sharing franchise, the three great essentials will be secured : 
 

 92 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 1. Continuous, adequate equipment and service. 
 
 2. Extensions as required. 
 
 3. Ultimate municipal ownership. 
 
 I see no danger to the City of San Francisco in such a co- 
 operative measure if carried out through a proper administrative 
 body; and I believe that such a measure would represent the 
 greatest step that has yet been taken in the solution of municipal 
 transportation problems. I therefore most urgently recommend 
 the re-submission of the necessary charter amendment and the 
 negotiation of a resettlement franchise. 
 
 And finally, I desire to state that the longer the citizens of 
 San Francisco delay meeting this situation squarely, with sound 
 business judgment, the more crucial will become the chaos into 
 which the City is drifting in its utility affairs. The ten years' 
 traction war in Chicago and its solution in the form of the resettle- 
 ment ordinances of 1 907 is a striking example for every municipality 
 confronted with these municipal problems. 
 
 PART II 
 SERVICE AND ROUTING 
 
 Chapter 5. Traffic and Service in the Loading Dis- 
 trict. 
 
 Chapter 6. Relief of Lower Market Street. 
 
 Chapter 7. Rerouting and Service Distribution. 
 

 CHAPTER 5 
 
 TRAFFIC AND SERVICE IN THE 
 LOADING DISTRICT t 
 
 Results of Traffic Counts 
 Analysis of Rush Hour Service 
 
 In order to determine with an\f degree of accuracy the conditions of 
 rush hour traffic, it n>as necessary^ to conduct a series of detailed traffic 
 counts covering a t'^pical or composite period. The results as applied to 
 the downtown or loading district only are included in this chapter, which 
 has a two-fold object: (1) to show the magnitude of the problem of 
 transporting during one hour over 20% of the total daily passenger traffic; 
 and (2) to indicate what character of service is being rendered on the 
 various railway lines, as shown by a composite **cordon count** in which 
 all outbound passengers were intercepted on their journey homeward from 
 the business district. The detailed application of these results to individual 
 routes is treated in Chapter 7 under the head of "Service Redistribution,** 
 wherein proper standards of service are developed. The limits of **down' 
 town* or loading district, may be defined, from a traffic standpoint, at 
 including the points of maximum outbound loading on the individual routes; 
 that is, the limits within which the loading of cars is completed. This sub- 
 division of the traffic problem into business district and out-lying district 
 is an entirely logical one, as the needs of the former differ materially from 
 those of the latter. Owing to the variation in travel from day to day, thii 
 traffic study cannot represent all conditions that occur, but rather is in- 
 tended to give an impression of typical operating conditions existing during 
 a normal business day, that is, excluding Saturdays and Sundays and other 
 days of unusually light or heavy travel. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. Adequate city transportation is largely a question of meet- 
 ing on the one hand the capacity demands of the four rush hours, 
 when one-half of the total day's travel must be handled, and, on 
 the other, of providing a reasonably frequent headway during the 
 remaining hours of light travel. The former requires, for four 
 hours only, about twice the number of cars and crews necessary 
 for the balance of the business day. 
 
 Footnote: These observations all apply to service conditions of July, 1912, and 
 therefore are now subiect to some modification due to increase of traffic since then. 
 tFormerly Preliminary Report No. 11, submitted Dec. 23, 1912. 
 
96 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I ! 
 
 li\} 
 
 !f! 
 
 2. Outside of the extra investment in rush hour equipment, 
 the greatest problem is to provide a reasonable day's work for 
 rush hour trainmen without running idle cars during the day to 
 fill out the working day of "tripper" men. 
 
 3. Of the two rush hour periods, the evening has by far the 
 heavier travel — easily 100% greater than the average for the 
 business day, and 20% greater than the morning peak. On prac- 
 tically all lines, maximum travel occurs within a short period 
 from 5 :15 to 5 :30 p. m., and is approximately 10% higher than 
 the hourly average. 
 
 4. A composite passenger count of all lines leaving the 
 business district during the evening rush hour indicated a total 
 homeward travel of about 49,000 passengers per hour, 84% of 
 which was city bound, and only 16% trans-bay commuters. 
 Although nearly 15,000 commuters crossed at this time each 
 day, Ferry-bound riding was found to be generally light, as over 
 half of the commuters, encouraged by street and terminal obstruc- 
 tions, walked to the Ferry. 
 
 5. Over 42% of the total traffic was carried by Market and 
 Mission Streets, while the remaining streets of the Mission were 
 comparatively little used, thus indicating the desirability of 
 rerouting. All Market Street lines carried only about 11,700 pas- 
 sengers per hour, which gives an indication of the capacity of 
 such a throat of travel. Powell Street, although using the small- 
 est cable cars of the system, was the heaviest loaded cable line, 
 and only carried about 1,500 passengers per hour. 
 
 6. The operations of the Traffic Squad have been eflFective 
 and should be encouraged, as street congestion is responsible for 
 a considerable reduction in speed and carrying capacity. The 
 average operating speed in the terminal district is exceedingly 
 low, but since 1905 the average schedule speed for the city has 
 increased from 7.6 to 8.5 miles per hour, or over 12 per cent. 
 
 7. A study of car distribution indicates an excessive number 
 of cars on lower Market Street, due to the progressive delays 
 extending to and in the Ferry loops. This can be relieved by 
 rerouting and terminal improvements. 
 
 8. The prepayment principle for collecting fares has not been 
 given a fair trial in San Francisco, especially as applied to short 
 platform cars designed for non-prepay collection, particularly 
 those fitted with fare boxes, which require about two-thirds more 
 time to load a passenger than for the long platform of the latest 
 Oakland cars. With a properly designed platform, passengers 
 can load at a speed of about one second each. 
 
 TRAFFIC AND SERVICE 
 
 97 
 
 
 I 
 
 9. A comparison of official schedules of 1909 and 1912 indi- 
 cates on the whole a small increase in equipment operated as 
 determined by trips scheduled. Checks against operating sched- 
 ules covering every car in the system showed that practically 
 all gf the available rolling stock is being operated, there being 
 only 8% idle cars out of the total, 5% being held for emergencies 
 and the remainder undergoing repair. 
 
 10. The most direct measure of service is the average load- 
 ing of equipment during a period long enough to secure typical 
 results. This may be expressed as total passenger load in per 
 cent of seats furnished, or as per cent excess loading over seats. 
 
 11. Comfortable standing should be limited to 50% above 
 seating capacity for cross seats, 100% above for longitudinal 
 seats, or 3 sq. ft. per standing passenger allowed for normal 
 maximum capacity. Thus, the "California" type prepay car, with 
 a reasonable proportion of cross seats, should not carry much over 
 90 to 100 passengers maximum at one time. 
 
 12. Analysis of service standards indicates excessive load- 
 ing on many routes. While the average car loading throughout 
 the city during the rush hour was 58% in excess of seats fur- 
 nished, that of Mission Street was 112% for the hour and for the 
 heaviest 15-minute period both Market and Mission throats showed 
 135% excess loading over seats furnished. 
 
 13. Individual car loading was frequently so excessive as to 
 make it impossible for conductors to reach passengers on non- 
 prepay cars. In one case 90 passengers were missed on a single 
 trip — 38% of the registration — which shows the necessity for 
 prepayment platforms, properly designed. 
 
 14. The most prolific cause of excessive car loading is irreg- 
 ularity of headway, due to street obstructions, careless dispatch- 
 ing, or improper schedules. At present, delays of three to four 
 times the headway are common. 
 
 15. Of all lines throughout the city, those operating on Mis- 
 sion Street are heaviest loaded, and require first attention in de- 
 creased headway and better equipment. Of the several cable 
 lines, Powell Street conveys the most passengers during the rush 
 hours, and with the most inadequate equipment. 
 
 16. The great interchange of transfer passengers clearly in- 
 dicates the effectiveness and need of cross-town lines in city 
 service. 
 
 17. The new equipment now under construction will proba- 
 bly reduce the average excess rush hour loading from 58% now 
 
98 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ■I 
 
 h 
 
 to about 38%, which would barely have sufficed for July, 1912 
 (neglecting the needs of the Exposition in 1915), unless by means 
 of a general rerouting, much car mileage now unused could have 
 been conserved where most needed, thus giving more service for 
 the same number of equipments and trainmen on duty. 
 
 18. In conclusion, permanent relief from the conditions above 
 enumerated may be obtained only by, 1st, an increase in car 
 mileage (carrying capacity) to be secured through effective 
 rerouting and additional equipment; 2nd, more uniformity In 
 headway to be secured by improved schedules, inspection and 
 dispatching, and decreased street obstruction ; and 3rd, increased 
 operating speed, both in the loading of passengers and along thor- 
 oughfares. 
 
 GENERAL DISCUSSION 
 
 The Problem of the Rush Hour. The wide fluctuation in 
 capacity demand during various hours of the day is due principally 
 to the fact that the requirements of business cause practically all the 
 business population of the city to be moved to and from their 
 homes at about the same periods of the day — that is, from 7 to 9 
 a.m. and 4 to 6 p.m. During these four rush hours, approximately 
 one-half of the total day's travel must be handled. The accom- 
 panying diagram (Fig. 23) indicates graphically the enormous 
 fluctuation in travel that must be met by a properly operated railway 
 system. 
 
 Furthermore, a considerable difference exists between morning 
 and evening travel in the suddenness and severity of the peak 
 loads. Owing to the lesser rigidity of business hours in the morning, 
 travel is spread over a longer period than in the evening, resulting 
 in a lower peak load. Thus, the outbound evening peak is 2.4 times 
 that of the morning; while the morning inbound peak is only 1.4 
 times as great as the inbound evening peak. And finally, the differ- 
 ence in this fixed riding habit is shown in a total evening peak, both 
 inbound and outbound, 1.2 times or 20% more than the morning 
 peak. It is thus clear that any condition tending to restrict business 
 hours within definite limits tends to accentuate the suddenness and 
 severity of the daily rush hour peak load, and the difficulty of giving 
 adequate service. 
 
 Analyzing the evening rush hour travel in more detail, it is 
 found that the maximum on practically all lines occurs in this city 
 between the hours of 5 and 6 p.m., outbound. This is shown in 
 Fig. 24 where the maximum crest for the entire system occurs within 
 the second 15-minute period. As these counts were taken at the 
 
 TRAFFIC AND SERVICE 
 
 99 
 
 
 ■ION J. ARNOLD 
 
 FIGURE 23— TYPICAL DAILY TRAFFIC LOAD CURVE. 
 
 Showing outbound, inbound, and total passenger travel for the United 
 Railroads system for each hour of the day. The fluctuations within the hour 
 are not indicated in this diagram. The shaded section indicates outbound 
 travel which gives the most severe daily peak. Note that the morning peak, 
 inbound (dotted lines) is considerably less severe than the evening outbound 
 peak, which simply increases the difficulty in arranging schedules convenient 
 for extra or tripper trainmen. For the evening rush hour practically double 
 the equipment is necessary as for average day service. 
 
H 
 
 Riiii 
 
 u 
 I 
 
 100 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 point of maximum loading on the individual routes, the maximum 
 period — 5:15 to 5:30 — simply reflects the result of the closing of 
 the official day at 5 :00 p.m. Market Street alone shows the peculiar- 
 ity of a peak later than 5 :30, due to the closing of the retail stores 
 generally at 5 :30. However, the total variation within the hour is 
 only 2,400 out of 12,200 passengers, or less than 20% of the total. 
 The problem of the rush hour therefore constitutes the major 
 problem of street railway transportation, on account of the burden 
 it imposes in the matter of extra equipment and accessories, and 
 particularly extra platform expense (motormen and conductors) 
 for short-time men, who are forced to accept a four-hour working 
 day or thereabouts, unless the midday schedule is deliberately in- 
 creased for the sole purpose of giving these short-time men reason- 
 able employment. This conclusion, then, is capable of two inter- 
 pretations : 
 
 First. With an adequate day service, the rush hour service must 
 be exceedingly poor. 
 
 Second. With an adequate rush hour service, the day service 
 must be unnecessarily good. 
 
 This condition, in effect, has occurred in the street car operations 
 of this city. While the maximum evening travel is 2.4 times the 
 minimum midday travel, the maximum car movement is only 1.65 
 times that of the minimum midday — that is, 65% additional trips 
 are run during the evening rush period, which is far too low for a 
 proper balance of service. In most large American cities practically 
 double service during evening rush hour is found necessary. This 
 rush hour service ratio must be interpreted with caution, however, 
 and in the last analysis, the only absolute criterion is actual average 
 loading of equipment. This has been determined by the composite 
 day counts, as later presented. Even this measure of the possibilities 
 of service may be misapplied, for it is possible by a too rigid applica- 
 tion of the unit capacity rule to prescribe a rush hour service that 
 cannot be sustained by the resultant net earnings from the business. 
 
 Seasonal Variation. In this connection, it should be recalled 
 that the seasonal variation in traflfic in the City of San Francisco 
 is relatively small,* as the riding is nearly as heavy in summer as 
 in winter, so that practically the same rolling stock may be used 
 throughout the year. In some cities, where the seasonal and climatic 
 variation is many times greater, an entirely separate equipment of 
 summer cars becomes necessary, the duplicate investment in which 
 lies idle during the winter months and vice versa. This condition 
 
 •About 10% above and below mean; Maximum, October, November; Minimum, June, 
 July. 
 
 TRAFFIC AND SERVICE 
 
 101 
 
 ■ION J. ARNOLD 
 
 5-30 
 
 5:45 
 
 6-00 P.M. 
 
 FIGURE 24— TYPICAL RUSH HOUR LOAD CURVE. 
 
 Showing the wide variation in travel during the maximum evening rush 
 hour — 5 to 6 p. m. This analysis applies both to the total system outbound 
 from the business district, and also to important throats of travel. Note that 
 the maximum period of travel occurs between 5 :15 and 5 :30 p. m. (excepting 
 on Market Street and a few other lines), with a peak 10% higher than the 
 average for the hour as designated by Fig. 23. 
 
102 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 inanifestly results greatly to the interest of any company operating 
 in San Francisco in reducing its investment and thereby increasmg 
 the possibilities of good service. 
 
 Vehicle Traffic Counts. One very serious cause of the in- 
 creased difficulties of giving adequate service is the interference of 
 vehicle traffic. A very material improvement, however, has resulted 
 from the institution of traffic regulation in this city by the Police 
 Traffic Squad, with the result that heavy and slow moving vehicles 
 are being gradually encouraged to seek and follow less congested 
 thoroughfares, which has greatly facilitated passenger movement.! 
 Table 18 shows the actual volume of traffic which now exists at the 
 various intersections listed. The more effective this regulation, the 
 more will passenger transportation be improved in this city. As 
 an illustration, the vehicle movement at Fourth and Market Streets 
 has already been reduced by traffic regulation over 100% since last 
 year. 
 
 Schedule Speed. The average operating speed on typical 
 main thoroughfares has been compiled in Table 19 for the purpose 
 of comparing the so-called "city terminal" district with typical 
 sections of lines in other parts of the city, where slow, medium, 
 and rapid running occur. While the average schedule speed for 
 the entire city is 8.5 miles per hour, the actual operating speed 
 in the terminal district is but little over half— 4.4 miles per hour; 
 in the next zone of operation, 6.7; further out in the districts 
 where vehicle interference is small, 8.9; and finally on thorough- 
 fares clear of interference, as high as 11.3 miles per hour. 
 
 This exceedingly low speed in the central terminal district, 
 averaging about the same speed as brisk walking, undoubtedly 
 accounts for the loss to the railway company of a very large 
 amount of short-haul traffic, which is by far the most lucrative of all 
 the traffic handled. Therefore, any measures tending to increase 
 running speed tvill make possible more service in the poorly paying 
 outlying districts for the same total income per year. 
 
 Since the electrification of the cable lines, the schedule speed 
 has increased about 12% and is continually improving, thus real- 
 izing one of the greatest advantages of electric service. 
 
 1905—7 599 1908—7.91 1911—8.43 
 
 . 1906-7.647 1909—8.113 1912—8.509* 
 
 1907—6.85 1910—8.284 •Eight months only. 
 
 These average figures are based upon the actual car hours or 
 running time of trainmen. 
 
 tTypical conditions of the congested downtown street intersections are illustrated in 
 Chapter 6, Fig. 27. 
 
 TRAFFIC AND SERVICE 
 
 103 
 
 Effect of too Frequent Stops. Another important ele- 
 ment in preventing high schedule speed is too frequent stops. 
 Numerous observations made on various routes indicate a relation 
 between stops and speed as follows : 
 
 10 stops per mile, 528 ft., 7.5 miles per hour. 
 8 stops per mile, 660 ft., 8.4 miles per hour. 
 6 stops per mile, 880 ft., 9.4 miles per hour. 
 4 stops per mile, 1320 ft., 11.0 miles per hour. 
 2 stops per mile, 2640 ft., 13.7 miles per hour. 
 
 Thus a stop at every city block of 400 feet permits a speed of 
 only 6.4 miles per hour, while a stop at every other block would 
 permit an increase in speed of over 40% — to 9.2 miles per hour. 
 This illustrates the necessity of eliminating every stop not 
 actually needed for serving the majority of passengers, and also 
 the desirability of alternate stops in sections of the city where 
 very short blocks occur. That 550 ft. is not an unreasonable 
 hardship is apparent from the fact that the standard block in the 
 100- Vara district is now 633 ft. wide by 908 ft. in length along 
 trunk lines (including streets). In Richmond and Sunset the 
 average block is only 310 ft. wide along trunk lines, making pos- 
 sible over 17 stops per mile — entirely too many for a through 
 or trunk line. 
 
 An effort may well be made to improve conditions on all trunk 
 lines in the city, of which the following are typical : 
 
 Stops per Mile. 
 
 < Market Street, one mile west from Ferry building. . 11 
 
 Mission Street, one mile west from Ferry building. . 9.4 
 
 Sutter Street, Market Street west 11 
 
 Third-Kearny, Mission Street north 16 
 
 Fillmore Street, McAllister Street north 16 
 
 Ninth-Polk, Post Street north 15 
 
 Cable lines, from termini 12 
 
 For one stop per mile saved {within ordinary ranges of speed) 
 an increase of speed averaging about 3.6% zvill be realised, 
 this percentage increasing in proportion as the speed of the line 
 increases. 
 
 Relative Loading Time. The results of a large number of 
 observations on the various types of cars in service indicate that 
 the prepayment principal has not been given a fair trial in San Fran- 
 cisco, because of its being applied to cars designed for non- 
 prepay service with short or constricted platforms. Thus, for a 
 group of 25 passengers boarding at one point (a condition which 
 occurs at the Ferry regularly), the short platform cars fitted 
 
104 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 
 with fare boxes require about two-thirds more time per passen- 
 ger than for the long platforms in the latest Oakland cars fitted 
 with a movable handrailing, and twice that required by the stand- 
 ard Chicago car. 
 
 In Chapter 9, detailed recommendations are made for the 
 improvement of the present platforms and entrances in order to 
 facilitate loading speed on existing equipment. 
 
 Car Distribution. An effective graphic illustration of condi- 
 tions in San Francisco resulting in the present congestion of cars 
 along Market Street is the car location map, Plate 6, showing 
 the actual distribution of all cars on the system at the time of 
 maximum evening traffic— 5 :15 p. m. While the rectangular plan 
 of streets south of Market provides outlet thoroughfares for cars 
 from the business district along parallel streets, no such thor- 
 oughfares exist north of Market, with the result that all lines of 
 the Western Addition, as well as the cross-town lines of the 
 northern district, must feed directly into Market Street, result- 
 ing in the congestion indicated, which is equivalent to an aver- 
 age headway of only 28 seconds between cars. 
 
 This condition can only be relieved by the improvement of 
 loading speed, diversion of unnecessary vehicle traffic, and rerout- 
 ing of cars in the terminal district, plans for which are presented 
 in another chapter. 
 
 Comparison of Headway, Past and Present. The actual 
 headways observed on the various routes are of interest here as 
 compared with previous records. 
 
 (1) Service count, conducted by the Chamber of Commerce 
 
 in 1909. 
 
 (2) Schedule submitted by operating company to the Board 
 
 of Supervisors in 1911. 
 
 (3) Check count made during the present year prior to the 
 
 composite traffic count, and without the knowledge of 
 the operating company. 
 
 These comparative checks show not only a general improve- 
 ment in service, although small, but also no evidence of attempt 
 by the operating company to temporarily improve the service 
 on particular lines counted while the traffic record was being 
 obtained. Further evidence against possible distortion of the rec- 
 ords by the temporary addition of cars is offered by the fact that 
 the entire available equipment had been in regular service, which 
 automatically prevented any further equipment being pressed 
 into service. 
 
 TRAFFIC AND SERVICE 
 
 105 
 
 Check on Service. Additional check counts were made on 
 July 1st and July 15th without the knowledge of the operating 
 departments for comparing the official operating schedule (Table 
 24) with the equipment actually operated on the streets during these 
 typical working days. At the same time, the equipment reserved 
 in the car houses and shops or storage yards was noted, with the 
 following results, indicating a very slight variation in commis- 
 sioned equipment : 
 
 July 1st. 
 
 Number of trips operated 7,594 
 
 Number of cars commissioned 596 
 
 Fuly 15th. 
 
 7,607 
 607 
 
 Practically all of the available rolling stock was operating un- 
 der the existing week-day schedule — that is, every car was sent 
 out on a rush hour trip, either on a "regular" or an "extra" run. 
 Out of a total of 661 cars, 32 cars were found in the various car 
 houses and 22 in the car shops undergoing repair. Thus with 
 only 8% idle cars, 5% were held ready for emergency service. The 
 operating company is therefore using its available rolling stock to 
 the best possible advantage, and it is a creditable showing that 
 so large a percentage of its equipment remains in serine e, which 
 indicates a high degree of maintenance. This, of course, has no 
 bearing upon the question whether or not this equipment is ade 
 quate for the requirements of rush hour service. 
 
 Car Capacities. In the development of a "service standard," 
 an element of pure judgment arises in what may be considered 
 as car capacities — that is, seated load plus standing load. Various 
 methods have been applied heretofore to obtain a measure of 
 "comfortable" standing capacity: 
 
 First. Standing floor area has been computed at a fixed num- 
 ber of square feet per passenger, considering standing passengers 
 as distributed indiscriminately throughout the car without refer- 
 ence to the maintenance of a proper aisle space. 
 
 Second. An arbitrary number of standing passengers is 
 allowed opposite each seat. 
 
 I am inclined to favor the second plan, as it is defitiite and 
 more applicable to the particular type of car under consideration. 
 Thus, as a general rule, for cross seats 50% additional standing 
 capacity will permit of the maintenance of the proper aisle space — 
 that is, one standing passenger opposite each two seated : and for 
 longitudinal seats 100% — that is, one standing passenger opposite 
 each seated passenger — both exclusive of platform. The longest 
 platforms of San Francisco cars will accommodate from eight to 
 
 t 
 
106 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ten standing passengers, and the short platforms, five or six. This 
 rule applied to the wide Sutter Street cars on the one hand and 
 the standard Geary Street cars on the other results in a relative 
 "comfortable" capacity of 98 and 81 respectively, both with 44 
 seats in the car body. 
 
 While the above rule may be regarded as a "comfortable 
 capacity" for the modern double-truck San Francisco car, exces- 
 sive loading under unusual traffic conditions such as baseball 
 games warrants a higher loading. On a basis of three square feet 
 per standing passenger, the wide longitudinal seat car will accom- 
 modate 108 passengers, and with two square feet per standing 
 passenger, 134 passengers per car. 
 
 It is therefore recommended that reasonable standards to be 
 applied to all types of cars are as follows: 
 
 (1) Comfortable standing, 50% in excess of cross seats, and 
 
 100% in excess of longitudinal seats, plus platforms. 
 
 (2) Normal maximum capacity, three square feet per stand- 
 
 ing passenger. 
 
 (3) Emergency maximum capacity, two square feet per 
 
 standing passenger. 
 
 The appended Capacity Table 20, is based upon these stand- 
 ards, and applied in the rerouting studies later discussed, 
 excepting that they have necessarily been reduced on all prepay 
 types of cars by a sufficient amount — 10% — to compensate for 
 non-uniform car loading. On this basis, the carrying capacity 
 of a trunk line operating under a 30-second headway (as in the 
 case of Market Street) will be as follows: 
 
 "California" Type 
 
 Prepay Car. 
 
 Per Car. Per Hour. 
 
 8760 
 
 9360 
 
 11400 
 
 Lonsritudinal Seat 
 
 Prepay Car. 
 Per Car. Per Hour, 
 
 86 
 
 98 
 
 121 
 
 10320 
 11760 
 14520 
 
 Comfortable carrying capacity ... 73 
 
 Normal maximum capacity 78 
 
 Emergency maximum capacity . . 95 
 
 Preferential Standing. Allowance must be made, especially 
 in San Francisco, for the existing fact that many passengers stand 
 by preference even when seats are vacant. The proportions to 
 which this preferential standing may extend are well brought out 
 by an investigation by the Wisconsin Railroad Commission 
 covering many thousand observations, and which showed that 
 with a full carload as high as 20% of the seating capacity rep- 
 resents standing by preference. This only emphasizes the necessity 
 
 TRAFFIC AND SERVICE 
 
 107 
 
 of a car design for San Francisco which will recognize the desire 
 of many persons to stand, especially smokers, and consequently 
 the necessity of providing ample open-air space. This relation 
 is abstracted from reports of the Wisconsin Railroad Commis- 
 sion. (Harris on the Milwaukee St. Rys.), as follows: 
 
 Total Load on 
 42-Seat Car. 
 
 1-4 
 
 5-9 
 
 10-14 
 
 15-19 
 20-24 
 25-29 
 30-34 
 35-39 
 40-42 
 
 Total Average Passengers 
 Standing by Preference. 
 
 1 
 
 1.3 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 Percentage 
 Standing by Preference 
 
 20. 
 
 17.75 
 
 17.9 
 
 18.2 
 
 18.5 
 
 18.8 
 
 19.1 
 
 19.5 
 
 Passenger Flow — Rush Hour. In the study of travel dur- 
 ing the maximum or evening rush hour, it is necessary to con- 
 sider only that outbound from the business district in defining the 
 existing service standards. Although the same number of cars 
 are actually operated inbound, the inbound travel is extremely 
 light and the cars are so operated that they may loop and return 
 to the loading district at the proper time to pick up outbound 
 travel. This simplifies the study considerably and makes it pos- 
 sible to illustrate rush hour conditions by means of such a dia- 
 gram as shown. Here the traffic is considered as originating in 
 all directions from the center of the business district, Third- 
 Kearny-Market Streets, consequently trans-bay traffic bound to 
 the Ferry on so-called "inbound" cars are here considered as 
 outbound travel, but computed separately. 
 
 The graphical record, Fig. 25, clearly indicates the prepon- 
 derance of traffic on Market and Mission Streets, the convergence 
 of Western Addition traffic into the Market Street throat, the 
 relatively large traffic already on Mission Street as compared 
 with parallel thoroughfares, the relatively small carrying capacity 
 of the cable lines ; and finally, the small amount of traffic riding 
 to the Ferry as compared with the total known trans-bay traffic, 
 due to the prevalent walking habit of these commuters. 
 
 From this diagram, it is clear that the streets of the 100- Vara 
 district, parallel to Market and Mission Streets must be used 
 more for the relief of these most important thoroughfares, for the 
 diversion of traffic to Mission Street would eventually reproduce 
 present Market Street congestion there unless some of the present 
 
108 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TRAFFIC AND SERVICE 
 
 109 
 
 «\ ! 
 
 i 
 If < 
 
 FIGURE 25— DIAGRAM OF PASSENGER FLOW OUTBOUND FROM BUSINESS 
 
 DISTRICT DURING EVENING RUSH HOUR. 
 
 This record is based upon a composite traffic count of the entire city at 
 throats of heaviest travel. The relative widths of lines indicate graphically 
 the proportionate volume of travel over the various outbound thoroughtares, 
 also the progressive decrease in load toward the outer termmi. Numbers 
 indicate actual volume of travel at various throat points. Note the compara- 
 tively small usage of thoroughfares south of Mission Street and small vol- 
 ume of travel toward the Ferry. Third and Kearny Streets are considered as 
 the dividing line of travel city-bound and Ferry-bound, respectively. 
 
 Mission Street traffic were diverted still further to the south. As 
 Howard Street is the only low-grade parallel artery that may be re- 
 served for heavy vehicle traffic, Folsom Street must ultimately be 
 pressed into further use for traffic to and from the Mission. 
 
 Total Rush-Hour Travel, A summary of observations on all 
 these various outbound routes, Table 22, shows that for a typical 
 composite business day, 48,659 passengers traveled homeward on 
 the surface cars during the maximum rush hour period — 5 to 6 
 p. m. Of this total, 42,370 or about 87% were handled by the 
 electric Hues, and less than 13% by the cable lines; and 40,821 
 or about 84% represents city-bound traffic, the balance or 16% 
 representing trans-bay commuter traffic to the Ferry terminal. 
 Of the 42,370 passengers traveling on the electric lines, the Mar- 
 ket Street lines carry 11,722 per hour, or 27.6%, Mission Street 
 lines 6,435 or 15.1%, and the Sutter Street lines, 3,586 or 8.4%.. 
 The heaviest cable line, Powell Street, carries less than 1,500 pas- 
 sengers per hour, which slightly exceeds the travel on Jones-Hyde 
 cable line. Thus the smallest cable cars of the system are called 
 upon to handle the heaviest rush hour travel, although least 
 adapted for excess loading. 
 
 In addition to this street railway travel, the ferries carry the 
 following commuter travel during the maximum evening rush hour : 
 
 r^ „. ^-v , , P^*" Hour 
 
 Commuter traffic to Oakland, Berkeley and Alameda 12,480 
 
 Marin County 1 730 
 
 Total trans-bay 14,210 
 
 Deduct city travel to Ferry 7,838 
 
 Pedestrian commuters to Ferry 6,372* 
 
 Add city-bound travel 40,821 
 
 Grand total outbound passengers, exclusive of com- 
 muters walking to railroad depot^ 55,031 
 
 Throat or Cordon Counts, Data for the throat or cordon 
 counts comprised in the totals presented above were obtained by 
 stationing observers at the various points of maximum loading on 
 each of the outlet throats of travel. (Table 21.) The resulting 
 records, shown for convenience in graphical form, indicate not 
 only the fluctuations in traffic within various periods of the hour 
 
 \x *w ^^'^^ ^^^l S.?"''*' * ^ounx of pedestrians was made by the Traffic Bureau, at 
 ItJa OA,r}\^i^^ and The Embarcadero, which showed 5,000 persons using the north side, 
 ana ^.^10 the south side of Market Street between S and 6 p.m., or 7,410 person* total 
 through the Market Street throat. 
 
 tAbout 560 persons walk to the depot during rush hour. 
 
 11 
 
no 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I 
 
 f T 
 
 111 
 
 (Fig 24) and the relative loading of cars with respect to the seat- 
 ing capacity (Fig. 26), but also the comparative regularity of cars 
 on schedule. (Plate 7.) Thus, for the Market Street throat at Mc- 
 Allister Street, cars passed at an average of 28 seconds headway, 
 with only two or three delays between cars, the maximum, r45" 
 duration. 
 
 The wide variation in passengers carried per car is in fact a 
 peculiarity of riding habit, rather than due entirely to irregularity 
 of headway. There will be noted in Plate 7 two crests of travel : 
 
 First — From five o'clock shoppers and office employees; and 
 Second — From the closing of business at 5 :30 p. m. 
 
 Individual loads occasionally appear extreme — in several cases 
 as high as 150 passengers per car of 44 seats seating capacity; 
 and this represents passengers actually on the car at one time, 
 rather than the total aggregate fare registration at the end of the 
 trip which might result from multiple riding. 
 
 In contrast to this outbound Market Street throat, the out- 
 bound traffic to the Ferry is exceedingly light — for the most part 
 below seating capacity. Only two peaks occur — shortly after 5 
 and 5 :30 p. m. As previously pointed out, this is due to the walk- 
 ing habit of trans-bay commuters. 
 
 The Mission Street throat, observed at Tenth Street, shows a 
 very excessive peak for five o'clock traffic, and great irregularity 
 in headway. This irregularity has been confirmed by other ob- 
 servations of terminal arrivals and departures at the Ferry. 
 
 These Mission lines undoubtedly show the heaviest loading of 
 cars of any of the lines of the city, and on such lines as "24th & 
 Hoffman" the equipment is least adapted to care for this excessive 
 loading. With an average headway of 51 seconds, delays were 
 recorded of 3'30" duration, which resulted in a maximum load as 
 high as 185 passengers for a 44-seat car. This is all the more 
 pronounced in view of the fact that when the Mission Street cars 
 are uniform in headway, the fluctuations in loading due to riding 
 habit are not nearly as sudden as on Market Street. 
 
 The Sutter Street throat, counted at Polk Street, showed fair 
 uniformity with maximum loads of about 100 passengers when no 
 delays occurred, or 125 with delays of 3'45", and with no pro- 
 nounced 5 o'clock and 5 :30 peak. This throat approximated more 
 nearly a proper standard of service than any other lines of the 
 
 city. 
 
 The California Street count shows a remarkable uniformity in 
 riding habit that can only be explained by its having an individual 
 patronage, and it is the best example of the suppression of violent 
 rush hour peaks as the result of uniform headway. • The rush hour 
 
 TRAFFIC AND SERVICE ^ ^ ^ 
 
 loading standard is easily within the limits of comfortable standing, 
 as defined above, although it is to be said that standing contmues 
 for the entire length of the line, whereas on the longer electric 
 lines, standing does not continue beyond one-half or two-thirds of 
 
 ^ The traffic on Geary Street, just before the replacement of the 
 cable line, indicated in some respects a similar uniformity m patron- 
 age throughout the rush hour and with somewhat lighter loading 
 than California Street. 
 
 The Powell Street cable line, on the other hand, shows a ten- 
 dency toward two peaks during the rush hour, as in the case of the 
 electric lines, and with a tendency toward irregularity in headway, 
 which results in exceeding the comfortable standing capacity. 
 
 Cross-town lines, such as Polk Street and Fillmore Street, show 
 only one crest of travel during the hour, generally following the 
 
 five o'clock load. 
 
 The general deductions from, these records are that the most 
 prolific cause of overloading is irregularity of headway. It is un- 
 questionably the fact that during the time these counts were taken 
 considerable delays were encountered on the Mission Street thor- 
 oughfare, due to the excessive heavy vehicle traffic that had to 
 be diverted from Howard Street to Mission Street during the in- 
 stallation of the sewer, making Howard Street impassable. But 
 at this time, the Police Traffic Squad started in its work, and the 
 traffic congestion would probably have been worse on both Market 
 and Mission Streets, had it not been for the police regulation, which 
 has given most beneficial results. 
 
 To emphasize this point of delays, it is only necessary to con- 
 sider the effect on waiting patrons of the following observed de- 
 partures from uniform headway on some of the lines during the 
 rush hour: 
 
 Line Departure. Headway % Off 
 
 McAllister 3'18" 2'30" 132.0 
 
 Haiffht 3'15" ZOCr 162.5 
 
 Valencia 3'15" rOOT 162.5 
 
 Market 3'15" 2W 162.5 
 
 Ingleside 6'30" 6'00" 108.3 
 
 Twenty-fourth and Mission 8'30" 2'30" 340.0 
 
 Bryant 2'S3" 4'00" 72.0 
 
 Kentucky '.' 3'30" 4'00" 87.0 
 
 Kearny and Beach 4'15" 4W 106.0 
 
 Ellis and Ocean 2'00" 2W' 100.0 
 
 Compare the above with California Street cable line and Sutter 
 Street : 
 
 Line Departure. Headway % Off 
 
 Sutter I'OO" 2'00^ 50.0 
 
 California 1'30" 2^30" 60.0 
 

 112 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TRAFFIC AND SERVICE 
 
 113 
 
 ( ; 
 
 Ul I I' 
 
 Ni I 
 
 i 
 
 li 
 
 
 It should be said here that the character of some of the equip- 
 ment on Mission Street is least suited to the handling of these ex- 
 cessive crests of travel. And the first steps toward the improve- 
 ment of service should be taken on these lines, rather than on lines 
 such as Sutter Street, where the conditions, relatively speakine 
 are not nearly as serious. ' j f &• 
 
 Load Distribution Along Route.! o illustrate the reason for 
 the selection of the points of traffic counts listed in Table 21 it 
 IS only necessary to refer to loading curves for typical rouies, 
 Mg. 3 A which show progressive loading and unloading from ter- 
 minal to terminal. Here it will be noticed that maximum travel 
 u""" °". 'he various routes at a di.stance from the origin which 
 has very little bearing upon the location or the length of the route 
 but rather reflects the peculiarities of the riding habit. On this ac- 
 count, all throat counts have been checked at points of maximum 
 loading with reference only to actual trip records 
 
 This diagram. Fig. 39, is designed to show the relative loading 
 at various pomts of the line with respect to the maximum onlv 
 and irrespective of the actual number of persons on the car It 
 may therefore be called the route chcraeteristic curz-e applicable 
 to all rush hour cars. These records have been obtained for all lines 
 and are interpreted in the "Rerouting" chapter. 
 
 Analysis of Service 
 
 The relative degree or quality of service is best expressed by 
 ratio between seats furnished and total passengers carried at the 
 maximum loading points. It has already been stated that if this 
 average car loading is analyzed by diflFerent periods shorter than 
 one hour the relative loading appears much higher than the aver- 
 age for the hour. In the accompanying analysis. Table 2i, the per- 
 centages are obtained for 15 minutes and 30 minutes, as well as 
 for 60-minute periods, since the use of as short a period as 15 min- 
 utes is impracticable on lines of very long headway, as average 
 conditions would not result; but this period is not too short for 
 lines of heavy traffic. 
 
 Rush Hour. Taking the hourly basis, it was found that the 
 average loading for all lines of city-bound passengers onl, was 
 138/c, t e., 58% excess passengers over seats; or for everv 100 
 seats outbound there were 58 passengers forced to stand. For the 
 electric lines only, the corresponding loading was 159% and for 
 the cable lines 156% of the seating capacity 
 
 These figures give due credit to the operating company for all 
 unoccupied seats-that is, they recognize the standing iy prefer- 
 
 ence, due to the fact that many people stand even with seats vacant, 
 as has been previously explained. This standing by preference is 
 rarely credited to the companies in the consideration of service 
 standards. 
 
 If the transbay traffic to the Ferry be included, the average 
 loading for the system is then reduced to 131%, due to the fact 
 that the Ferry-bound traffic is relatively light, averaging for the 
 hour only 69% of the seating capacity, i. e., one-third more seats 
 than passengers. But it is not deemed proper to include in the 
 final analysis this transbay commuter traffic to the Ferry, for the 
 reason that it is handled almost entirely on inbound cars and has 
 no bearing on the outbound city service. 
 
 It is necessary to state here that the above percentage load- 
 ings, while apparently fair considered on the rush hour basis, are, 
 in reality, entirely too high. It has already been pointed out that 
 the ratio between rush hour and base midday schedule indicated 
 too low a rush hour service standard. These throat counts fully 
 confirm this conclusion. In modern urban transportation, where 
 the rush hour load much exceeds 133% of the seating capacity 
 on an average, excessive standing results. Here the rush hour aver- 
 age of city-bound traffic is 158%, or nearly 20% higher. 
 
 Analysis by Periods. The serious nature of the existing 
 service on some of these important lines will be apparent from the 
 following comparison of loading percentages: 
 
 Maximum Maximum 
 Trunk or Routes. Full Hour. Half-hour. Quarter-hour. 
 
 Market Street 206 215 232 
 
 Mission Street 212 230 235 
 
 Sutter Street 190 194 204 
 
 Folsom Street 144 180 194 
 
 Turk and Eddy 171 180 188 
 
 Mission and Twenty-fourth 230 262 270 
 
 Cemeteries 222 241 271 
 
 These relations are more striking when shown graphically for 
 successive 15-minute periods. (Fig. 26.) The maximum crest 
 of travel clearly occurs in the second period for city travel only, 
 while travel to the Ferry decreases steadily after five o'clock. 
 
 Carrying this analysis to a finality, i. e., to single cars, it is 
 found that extremely severe loading occurs on many lines to an 
 extent of which the usual operating records available give no indi- 
 cation. For example, 23 trips on various routes showed over 200% 
 loading, three trips over 300% and one as high as 383% 
 loading. However, individual trips cannot be taken as a 
 fair basis for computing service standards unless in conformity 
 with the average record of the period. 
 

 114 
 
 SAN FEt\NCISCO TRANSPORTATION FACILITIES 
 
 ■ION J. ARNOLD 
 
 e5o 
 
 L'»(i>jiii->'j».vii:i«iaji'.:4«ii^ii- "/>nii:t*^^^ii*'i»-ii:4i««ii 
 
 \TB 
 
 w 
 
 i» 
 
 
 1'' I 
 
 in 
 
 5:55 
 
 FIGURE 26— VARIATION IN SERVICE STANDARDS DURING RUSH HOUR 
 
 ON IMPORTANT THROATS. 
 
 This diagram records the average service by fifteen-minute periods ex- 
 pressed in per cent of passenger load to seats furnished — ». e,, all above 100% 
 represents standing. This record covers every line operating out of the busi- 
 ness district, and represents the average condition on about 600 cars operat- 
 ing therein during the rush hour. It summarizes in concrete figures the ser- 
 vice standard in San Francisco for July, 1912. Since then traffic has steadily 
 increased. 
 
 TRAFFIC AND SERVICE 
 
 115 
 
 Check on Conductors' Records. The above mentioned dis- 
 parity between the records of the operating department and those 
 found by actual count may largely be accredited to the fact that 
 it is a physical impossibility for any conductor to keep an 
 accurate record of passengers or fares where continued car load- 
 ing as excessive as that enumerated above is encountered. And 
 here exists the most forcible argument for the installation of the 
 prepayment principle on all lines. 
 
 To make sure of results, as many as five observers were sta- 
 tioned on the non-prepayment cars of both double-truck and sin- 
 gle-truck type. These counts showed the following missed fares 
 or passengers missed by the conductor on a single trip : 
 
 1 line was 90 passengers short; 
 4 lines were 50 passengers short; 
 8 lines were 25 passengers short; 
 13 lines were 10 passengers short. 
 
 Thus, in one case, the Kentucky Street line, during a typical 
 rush hour period, 38% of the total registration was missed on a 
 single car trip. In comparison therewith, only two prepayment 
 lines showed 10 passengers or over missed by the conductor, the 
 average being four or five, and in these two cases, the excessive 
 crowding on the rear platform (which is against the rules of the 
 Company) prevented the conductor from reaching the passengers 
 clinging to the rear step. 
 
 It is therefore deemed unquestionable that the prepayment 
 car has served a most useful purpose in securing the proper income 
 that should be derived from the passenger traffic handled, which 
 should not be considered for the sole purpose of increasing divi- 
 dends, as often considered, but also for the purpose of securing 
 from this justly increased revenue the additional car service made 
 possible thereby. 
 
 New Equipment. For the purpose of a rough comparison, it 
 is estimated that the addition of the 65 cars now under construc- 
 tion for the United Railroads will effect a reduction in the rush 
 hour loading of outbound city traffic from 158% to about 138%. 
 Thus, this new equipment will hardly suffice to bring about a 
 proper service standard for the present, to say nothing of demands 
 of the future or of the Panama-Pacific Exposition in 1915. 
 
 The exact computations of additional service required, how- 
 ever, should be made upon a standard car-mile or seat-mile basis, 
 which automatically compensates for wide variations in length 
 and speed of various routes. Detailed recommendations upon this 
 subject will be made in Chapter 7 — "Rerouting and Service Redis- 
 tribution." 
 
1 1 6 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I I. 
 
 u a, 
 
 rl 
 
 FIGURE 27 -FLOW OF VEHICLE TRAFFIC, MARKET STREET. 
 
 Results of vehicle traffic count at Fourth and Market Streets, showing 
 graphically the volume and complexity of traffic flow at a typical congested 
 center; also the necessity of efficient traffic regulation. Market Street traffic 
 clearly should have preference over transverse traffic. While vehicle trattic 
 at this time was maximum, car traffic is 50% higher during rush hours. 
 
 Ul 
 
 il 
 
 CHAPTER 6 
 
 RELIEF OF TRAFFIC CONGESTION ON 
 LOWER MARKET STREET* 
 
 Methods of Operation 
 Development of Four-track Operating Plan 
 
 The peculiar street la'^out of San Francisco, b\f Jvhich all of the Wtsi- 
 ern Addition streets branch from Market Street, and the absence of any 
 parallel thoroughfares to the north, naturally result in extreme congestion 
 of the one important artery. Furthermore, the present methods of car 
 operation cannot provide maximum capacity jvith minimum congestion. 
 In this chapter, traffic conditions are analyzed and various methods for 
 relief are recommended in detail, covering that portion of lower Market 
 Street from McAllister Street to The Embarcadero. Chapter 13 de- 
 velops the necessities of the Ferry terminals and their reconstruction and 
 enlargement. 
 
 In perfecting plans for the relief of lower Market Street, dis- 
 tinctly shown to be so necessary in the preceding study of the 
 downtown district, consideration has been given herein to the fol- 
 lowing subjects: Traffic regulation; car and passenger distribu- 
 tion ; location and sources of transit delays ; street capacity ; loading 
 speed; physical obstructions; intersecting lines; arrangement of 
 tracks; safety stations; assignment of stops, present, proposed and 
 alternative; shelters. 
 
 From the above, it will be observed that this report relates to 
 the physical conditions and the operative problems only, and has no 
 bearing whatever upon any question of franchises or litigation in- 
 volving the outer tracks in lower Market Street. 
 
 RECOMMENDATIONS 
 
 1. Encourage and extend the work of the traffic force. 
 
 2. Reserve, for heavy vehicle traffic, one street through the Mis- 
 sion parallel to Market Street, and one or more crossing Market 
 Street through the wholesale district. 
 
 3. Right-of-way should be determined by relative amount of 
 pedestrian and car traffic at important intersections. 
 
 4. Reduce car traffic crossing Market Street throat during rush 
 hours to a minimum, e. g., at First Street. 
 
 •Formerly Preliminary Report No. 6, submitted Oct. 30, 1912. 
 
\ 
 
 1 1! 
 
 1 1 8 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 5. Average loading speed of cars must be increased. 
 
 6. Use both ends of the cars at the Ferry for loading at least 
 during periods of maximum travel. 
 
 7. Rearrange safety stations with seats elsewhere than opposite 
 entrances and exits. 
 
 8. Extend stations to accommodate two cars at designated 
 points of heavy travel. 
 
 9. At the heaviest traffic points— Third Street and Fourth 
 Street— two cars should berth and cross together, tandem fashion. 
 
 10. Establish only "near side" stops on electric lines within the 
 
 business district. 
 
 11. Distribute stops as uniformly as possible to permit rapid 
 
 running. 
 
 12. Eliminate as many unnecessary or special stops as may be 
 consistent with the varying local demands of passenger travel. 
 
 13. Out-bound stations are more necessary than in-bound; the 
 latter are only required within districts where Ferry travel originates. 
 
 14. Avoid out-bound and in-bound stations located in opposite 
 
 position. 
 
 15. Designate all stopping points definitely by fixed signs. 
 
 16. No considerable increase in the use of the inner tracks on 
 Market Street can be recommended under present conditions and 
 
 routing. 
 
 17. Use of outer tracks should be limited to preserve the proper 
 
 ratio of car traffic on inner and outer tracks. Minimum headway 
 
 45 seconds. . 
 
 18. Four-track plan A, best suited to immediate needs, is recom- 
 mended. 
 
 19. Establish definite rules for stops with regard to cars passing 
 
 on parallel tracks. 
 
 20. Commence proceedings for the recession of the protruding 
 corner of Sacramento and East Streets. 
 
 21. Water-front terminal will require modification to better ful- 
 fill the fluctuating demands of ferry traffic. 
 
 GENERAL DISCUSSION 
 
 Traffic Regulation. The plans which the Police Depart- 
 ment put into effect throughout the congested district under the 
 supervision of the traffic force, I consider to be most important, 
 and should be heartily encouraged by all your citizens as one effec- 
 tive means of reducing the traffic congestion on lower Market 
 Street. The appended diagram, Figure 27, representing graphi- 
 
 ik 
 
 ? 
 
 ^ 
 
 RELIEF OF LOWER MARKET STREET 
 
 119 
 
 cally the present conditions at a typical congested intersection — 
 Fourth and Market Streets— will give an idea of the complexity of 
 vehicle routing, with which street transportation companies have to 
 contend. This will also illustrate the necessity for the institution of 
 the traffic signal at such intersections, in order to permit the most 
 rapid interchange of vehicles by selective routing, I understand 
 that the installation of the selective signal will be extended to all 
 the more congested intersections along Market and Mission 
 Streets, and to other important intersections, such as Kearny and 
 Sutter Streets, and I believe that such a system will result in maxi- . 
 mum benefit, as has been proved in other large cities. 
 
 I am informed that before the traffic force was organized, 
 there were approximately 1,600 vehicles per hour observed crossing 
 at Fourth and Market Streets, and that fully 70 per cent of the 
 vehicles using Market Street were "empties," a great majority of 
 which were found upon this street not by reason of necessity but 
 purely by preference. As a result of the operations of the traffic 
 force, the number of vehicles intersecting at this location had been 
 reduced to less than 1,000 by actual count in the early part of 1912. 
 The appended diagram shows 984 vehicles, exclusive of street cars. 
 Fortunately this vehicle traffic is somewhat less during the evening 
 rush hours than during midday, so that the increase in car traffic 
 is a little less serious than if vehicle traffic also increased propor- 
 tionately thereto. » 
 
 On account of the unavoidable necessity of utilizing Market and 
 Mission Streets primarily for passenger travel, it will be desirable 
 for you to reserve as far as possible for vehicle traffic one street 
 parallel thereto. Howard Street is the natural choice, and I am 
 pleased to confirm the selection of this street by your traffic force 
 for this purpose. By the general use of Howard Street as the main 
 trucking thoroughfare from The Embarcadero to the business cen- 
 ter, traffic conditions will be improved, as soon as the construc- 
 tion work being carried on upon this street is completed. The 
 perfection of the work of the traffic force should be encourage^ in 
 every possible way by both pedestrians and teamsters.* 
 
 Similarly, Battery-First Streets and Front-Fremont Streets 
 should be reserved as far as possible as trucking thoroughfares, in 
 order to relieve Montgomery Street, which is extremely narrow, and 
 Kearny-Third Streets, which are indispensable for passenger and 
 
 car traffic. 
 
 The Embarcadero should be improved and maintained in the best 
 possible condition so as to encourage its use for the heavier truck- 
 ing. And in this connection, the recent action of your Board in tak- 
 
 ♦This reservation of Howard Street is only necessary as far as the business center; 
 beyond Fifth Street it is required for routing important car traffic. 
 
 i 
 
120 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I 
 
 ■ION J. AMNOLO 
 
 B H 
 
 I' 
 It * ' 
 
 FIGURE 28— CAR CONGESTION, LOWER MARKET STREET. 
 
 Graphical study of car delay showing where the congestion occurs along 
 Market Street, as indicated by the slowing of the schedule. Note the hump 
 between Sutter and McAllister Streets — minimum speed 3.2 miles per hour. 
 This represents average results from 160 cars counted during a typical evening 
 rush hour. 
 
 RELIEF OF LOWER MARKET STREET 
 
 121 
 
 ing steps to open Berry Street deserves commendation as a means 
 of facilitating this plan of diverting all unnecessary vehicle traffic 
 from the congested intersections along Market and Mission Streets. 
 
 Car Distribution. The location of centers of congestion 
 can be shown very accurately by observation under heavy traffic. 
 Typical conditions now existing during the evening rush hour along 
 Market Street are represented by the appended diagram, Figure 28, 
 and the following data obtained therefrom by averaging the running 
 time of 160 cars out-bound from the Ferry between 4:30 and 
 6:00 p. m. These conditions were perhaps slightly aggravated by 
 the construction work in progress on Howard, Second, and Market 
 Streets ; but, nevertheless, they are liable to occur at any time when 
 congestion is not promptly controlled. 
 
 Total Speed, Cars Dis- 
 Outbound Run Time Running Miles on tance 
 
 Interval Time Per Hr. Street Feet 
 
 Ferry to Sansome ( Sutter) 5'59" 5'59" 5.7 17 2660 
 
 Sansome to Kearny (Third) 4'20" 10'19" 3.2 12 2 
 
 Kearny to Stockton (Fourth) 3'11" 13'30" 4.3 5 1210 
 
 Stockton to McAllister (Sixth) 3'41" 17'10" 6.4 8 2^ 
 
 McAllister to Haight (Valencia) 4'29" 21'39" 10.7 4220 
 
 Haight to Castro and Eighteenth 7'14" 28'53" 9.4 6010 
 
 Total 17390 
 
 Average speed, Ferry to Eighteenth Street, 6.86 miles per hour. 
 
 In the most congested run, from Sansome to Kearny Streets, 
 there was an average car spacing of about 100 feet, or only about 
 twice the length of a standard car. The crux of the problem is 
 to be found at Lotta's Fountain— Third, Kearny and Geary Streets 
 —where both Market Street tracks are crossed by the Third and 
 Kearny lines. Here the delays occasioned by crossings are ag- 
 gravated to the maximum degree by reason of the concentration of 
 passengers zmthin so limited an area, especially during the evening 
 rush hour. This has the effect of slowing the entire schedule for 
 some distance back. To a somewhat less degree the Fourth-Stock- 
 ton and Market Street crossing is also responsible for considerable 
 congestion, and it appears that the capacity of Market Street is 
 practically dependent upon and determined by the condition of these 
 two congested crossings. It will be observed that the out-bound 
 tracks are comparatively clear as far as Sansome Street, which is ex- 
 tremely fortunate, in view of the proposed extension of the Sut- 
 ter Street service to the Ferry, thus relieving also the proposed 
 Geary Street extension to the Ferry. 
 
 Car Capacity. The carrying capacity of the Market Street 
 throat has been determined by numerous observations made at 
 
 i 
 
It i 
 
 it 
 
 122 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Market and Powell Streets. These counts indicate that on the aver- 
 age about 127 cars pass out of the Market Street throat per hour, 
 which corresponds to about 28 seconds average headway. From 
 computations made upon standard equipment of the same type un- 
 der efficient operating conditions, I believe this headway is very 
 close to the minimum that ought to be considered for the inner 
 Market Street tracks, for the reason that the several short-haul 
 lines that use Market Street have little or no opportunity to recover 
 by fast running outside of the business district, and the beneficial 
 results from traffic regulation and other improvements hereafter con- 
 templated ought to be reserved for the improvement of the present 
 running speed, which is extremely low. This standard equipment 
 is capable of operating most efficiently at a minimum headway of 
 only about 22 seconds or thereabouts on a level unobstructed track, 
 assuming a 10-second loading stop every 440 feet. (Equivalent 
 to an average city block, or 12 stops per mile.) This headway, 
 equivalent to 163 cars per hour, represents about the maximum clear 
 capacity of the tracks. 
 
 The additional cars from the Geary and Sutter Street lines as 
 contemplated would increase the total outflow from the Market 
 Street throat at Sutter Street to about 192 cars per hour, assum- 
 ing a two-minute headway during rush hours on the Geary Street 
 line. In the present four-track plan, 63 per cent of the equipment 
 would have to be handled on the inner tracks, i. e., from Geary 
 Street to the Ferry there would be found 28 out-bound cars* on the 
 inner tracks and 13 on the outer tracks. Were the Sutter Street 
 cars to be operated on the inner tracks there would result 163 cars 
 per hour out-bound thereon during the rush hour. As this is about 
 the theoretical capacity of the equipment, it is obviously impossible 
 of consideration. Therefore, even under improved conditions an- 
 ticipated for the near future, I cannot recommend any considerable 
 increase of the use of the inner tracks by any more cars than at 
 present operated. And if running conditions cannot be greatly im- 
 proved now, the establishment of service on the outer tracks will 
 only increase rather than decrease the difficulties of operation. As a 
 result, it is entirely within the bounds of possibility that in the 
 near future it may be found necessary under four-track operation 
 to reduce the number of cars utilizing both the inner and the outer 
 tracks by diverting parts of some tributary routes to adjacent thor- 
 oughfares; or else, this could be accomplished by turning backf a 
 certain proportion of the rush hour extra cars on all north-side lines 
 converging into Market Street, as is now done on the Turk and 
 
 •By actual count. 
 
 tDefinite recommendations for the proper handling of this rush hour short-haul traffic 
 will be found in Chapter 7 on Rerouting and Service Redistribution. 
 
 RELIEF OF LOWER MARKET STREET 
 
 123 
 
 Eddy line during rush hours, this being done to remove from Mar- 
 ket Street the additional equipment operated solely for the handling 
 of the large volume of business traffic originating in the central 
 loading district. In any event, there should be no attempt to 
 equalize the traffic on the inner and outer tracks. Owing to the 
 handicap to the inner tracks, the number of cars using the outer 
 tracks should be kept at a minimum and not exceed about 38 per 
 cent of the total cars using the Market Street throat. The necessity 
 for this balancing of traffic arises from the fact that heavier traffic 
 on the outer tracks will prevent access to the inner tracks and in 
 the end defeat the ultimate purpose of the entire four-track ar- 
 rangement. 
 
 Figures 34 and 35 referred to later, indicate the relative volume 
 of car traffic resulting from the contemplated use of the outer 
 tracks by two proposed methods. 
 
 Passenger Distribution. The above observations on car con- 
 gestion are confirmed by studies of the distribution of out-bound 
 passengers along Market Street as determined by numerous obs.er- 
 vations. These show that the heaviest rate of loading per stop be- 
 gins at Second Street, increasing to a maximum at Third Street, 
 thence decreasing progressively. As the time of loading is practi- 
 cally proportional to the volume of passenger traffic, every possible 
 means of relief should be applied to this section of the Market 
 Street throat, as herein recommended. 
 
 RELATIVE VOLUME OF TRAVEL 
 
 Market Street Stations 
 
 Out-bound Average Car, Evening Rush Hour 
 
 Boarding Total 
 Station Only On and Off 
 
 Ferry loop 12 12 
 
 Drumm (California) 6 6 
 
 Battery-First (Bush) 8 8 
 
 Sansome (Sutter) 8 10 
 
 Second Street 7 7 
 
 Montgomery ( Post) 14 16 
 
 Kearnv-Third (Geary) 25 26 
 
 Grant "(O'Farrell) 10 . 12 
 
 Stockton-Fourth (Ellis) 6 7 
 
 Emporium-Flood 6 7 
 
 Powell-Fifth (Eddy) 12 17 
 
 Mason (Turk) 4 5 
 
 Taylor-Sixth (Golden Gate) 4 5 
 
 Jones ( McAllister) 2 2 
 
 Larkin-Ninth ( Hayes) 3 5 
 
 Church-Fillmore (Fourteenth) 3 6 
 
 Note heavy loading at Kearny Street- 
 
! I 
 
 it ''< 
 
 1 24 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Sutter Street Stations 
 
 Out-bound Average Car, Evening Rush Hour 
 
 (Sutter-California, Sutter-Clement, Sutter-Jackson) 
 
 Boarding Alighting Total 
 
 30 ^ 
 
 Sansome j^ 14 
 
 Montgomery 2g 28 
 
 Kearny g 1 10 
 
 Grant ^ 4 
 
 Stockton j5 3 ig 
 
 Powell J 2 3 
 
 Mason j 1 
 
 Taylor I i 
 
 Jones 2 2 
 
 Leavenworth £ 1 3 
 
 Hyde 2 2 
 
 Larkin o iq 18 
 
 Polk ° 1 1 
 
 Van Ness ^ 2 3 
 
 Franklin j 4 5 
 
 Gough 5 5 
 
 Octavia 1 1 
 
 Laguna 4 4 
 
 Buchanan \ \ 
 
 Webster g 19 27 
 
 Fillmore • •, 1 ' * * 1 \ 
 
 (Sutter-California, Sutter-Clement, only) 2 7 9 
 
 Divisadero 
 
 North Side Traffic Distribution. Similar o^-;-^^ 
 ridinff habit on north-side lines converging into Market btreet 
 further confirm the statement that there is no necessity for all of 
 the north-side cars which run into Market Street continuing to 
 the Ferry during rush hours. The above results from traffic counts 
 on Sutter Street will illustrate this point. These results show 
 that the heaviest rush hour loading originates west of Sansome 
 Street This taken in connection with the fact that Market Street 
 lines do not' pick up their heavy outbound loads until Second 
 Street or Third Street is reached, proves that much of this north- 
 side traffic could be efficiently handled by short-haul tripper 
 extras looping back at the intersection with Market Street. This 
 applies equally to the Geary Street and Sutter Street lines, and it 
 will be found that such a plan will not only save car-miles for use 
 on that part of the line where needed, but will also automatically 
 relieve the congestion on lower Market Street. 
 
 Minimum Headway. Until further experience has been ac- 
 quired with the operation of this contemplated four-track plan, it 
 appears to me that the most feasible method of conserving the maxi- 
 mum usefulness of all the tracks on Market Street is to place a limit 
 on the number of cars that may be operated thereon. Consider- 
 ing the proper proportion of traffic between inner and outer tracks 
 as above discussed, I believe I can safely recommend that an aver- 
 
 RELIEF OF LOWER MARKET STREET 
 
 125 
 
 age headway of less than 45 seconds should not be seriously con- 
 sidered for the outer tracks — that is, 80 car-trips per hour — as com- 
 pared with the present headway of 28 seconds, or 127 car-trips 
 per hour, on the middle tracks. This applies to the present type 
 of motor car equipment and might very readily change if more 
 powerful motor cars were later put into operation. It is some- 
 what uncertain how many car-trips per hour will be required to 
 the Ferry via Geary Street especially in view of the possibility 
 of additional municipal lines desiring to use the Geary Street 
 and outer tracks. But, as the general theory upon which these 
 outer tracks are used is that of equal participation in mainte- 
 nance and receipts, I should consider it reasonable that the Munici- 
 pal and the United Railroads lines, respectively, should be permitted 
 to share equally — that is, up to a headway of 90 seconds, or 40 car- 
 trips per hour. 
 
 Obviously, as far as the Market Street traffic conditions are 
 concerned, it is immaterial what routes contribute to this total utili- 
 zation of the outer tracks, but it is important that the respective 
 operating departments of the tributary systems should co-operate 
 in harmonizing their schedules, in order to secure the maximum 
 resulting service for the patrons from the Western Addition. 
 While short-haul routes may relieve Market Street on days of ex- 
 ceptional travel or during emergencies, it is quite likely that the 
 utmost use of both outer and inner tracks would be demanded, in 
 which event, the above-mentioned minimum headway of 45 seconds 
 could be somewhat reduced under proper authorization from the 
 City, but such permission should be contingent upon close co- 
 operation of the respective operating departments with regard to 
 schedules and the overlapping of authority of their street traf- 
 fic inspectors. 
 
 Loading Speed. Preliminary observations on a large num- 
 ber of cars indicate that the average speed of loading in seconds 
 per passenger is low, unfortunately, in San Francisco. This con- 
 dition can undoubtedly be remedied by certain improvements in 
 platform arrangements,! but nevertheless the results indicate that 
 every possible facility must be afforded that will increase the load- 
 ing speed, especially when large groups of passengers — 15 to 50 or 
 60 — are to be loaded at one stop. This condition becomes most 
 serious at the Ferry loop terminal, referred to later, which will 
 require special treatment. Here, 10 passengers board the average 
 car during the morning hours, which is about twice as many as for 
 the average stop along Market Street. 
 
 tDiscussed in Chapter 9 on Improvements in Existint; Rolling Stock. 
 
If. 
 
 1 26 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 BION J. ARNOLD 
 
 II 
 
 m I 
 
 p * 
 
 11 
 
 FULL ENTRANCE- 
 
 FIGURE 29-CbMPARATIVE STUDY OF CAR LOADING SPEEDS. 
 
 Showing relative time consumed per passenger for various types of cars 
 includinjr the newer Oakland cars with movable guide-rail. The average 
 group of passengers at the Ferry and , on Market Street was determmed by 
 Ictual observations. This clearly indicates the superiority of the Chicago 
 standard car design. 
 
 RELIEF OF LOWER MARKET STREET 
 
 127 
 
 The extent of the handicap under which present equipment is 
 being operated may be judged from the fact that the largest San 
 Francisco cars, for groups of 10 passengers, require about 27.5 
 per cent more time per passenger to load than the latest type of 
 car operated in Oakland, where the radius rod is in use that per- 
 mits the full length of step to be used for entrance. Figure 29 
 indicates this relation graphically. 
 
 One immediate remedy for slow loading at all points of heavy 
 traffic is that both ends of prepayment cars be thrown open for 
 loading, with an extra conductor at the forward end vestibule to 
 receive and register fares. This method is now employed during 
 Sunday excursion traffic at the Ferry and at other heavy terminals, 
 and should be put into effect along Market Street. 
 
 Physical Obstructions. One very apparent cause of this 
 slow loading exists in the present arrangement of safety stations, 
 the majority of which are approximately the same length as the 
 car, so that the station seats are directly opposite the car en- 
 trances and exits, thus greatly impeding the passenger flow. This 
 impediment is confirmed by comparative observations of loading 
 speed taken at the safety stations and upon the level street under 
 the same conditions. In this respect, the stations are found to 
 require a loading time about 13 per cent in excess of that of the 
 street level. If seats are required at all, this can only be remedied 
 by locating the seats opposite the center of the car berth instead 
 of at the ends, as indicated in Figure 32. 
 
 Whatever plans are carried out in rearranging tracks at the 
 Ferry loop, steps should be immediately taken to set back the 
 triangular corner of Sacramento Street and the The Embarcadero, 
 which makes it necessary at present for the Sacramento Street car 
 tracks to enter upon and thus interfere with the main Market 
 Street loop. I understand that unsuccessful efforts have pre- 
 viously been made to effect this improvement. But, in spite of this, 
 I strongly endorse the improvement as one of the first steps in the 
 relief of the Market Street throat. At the same time, a recession 
 of the opposite corner could be carried out to advantage in order to 
 open the throats of the loop and distribute pedestrian travel cross- 
 ing The Embarcadero.* 
 
 Intersecting Lines. With the increasing traffic occasioned 
 by the Sutter and Geary Street cars, it will be necessary to limit, 
 interference from transverse car traffic at intersecting streets to 
 the minimum, particularly at Third Street and Fourth Street. I 
 understand that during the rush hours it is the present practice of 
 
 •Methods of improving the Ferry terminal are taken up in Chapter 13. 
 
m 
 
 I ! 
 
 128 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FIGURE 30— ALTERNATIVE ARRANGEMENTS OF OUTER TRACKS. 
 
 Possible track connections for accommodating four-line traffic, showing 
 two alternative plans for minimizing car interference: A, parallel flow plan as 
 recommended ; B, counter flow plan, avoiding all branch-off crossings ; C, par- 
 allel flow plan, avoiding one line of crossings. 
 
 the railway company with certain of the west-bound routes that 
 have heretofore utilized or crossed Market Street tracks, to ''short- 
 run," beginning the route at the Market Street branch-ofT; for 
 example, the Turk-Eddy and Hayes-Ellis lines. While this un- 
 doubtedly discommodes some passengers, I believe it is, on the 
 whole, justifiable in view of the transfer facilities available. The 
 Third Street crossing is the most serious problem, and will require 
 prompt and efficient handling to secure effective results. 
 
 The First Street crossing should be entirely abandoned, cars 
 stopping at the easterly line of First Street, at least during rush 
 hours. 
 
 Track Arrangements. There are three possible arrange- 
 ments of tracks on lower ^Market Street which could be used to ac- 
 commodate both the Market Street and Geary-Sutter Street traffic. 
 Referring to Figure 30: 
 
 Plan A, parallel flow: Using present Ferry loop and with branch- 
 oiTs from the outer tracks. Here every inbound car on Geary and 
 Sutter Streets must cross the entire throat, holding up all in-bound 
 and out-bound cars thereon. 
 
 Plan B, counter flow: Market Street lines may be separated 
 entirely from the Geary and Sutter Street lines by using the right- 
 
 RELIEF OF LOWER MARKET STREET 
 
 129 
 
 hand pair of tracks exclusively, with an individual Ferry loop. 
 This plan necessitates a rearrangement of loops at the Ferry in 
 order to avoid the same interference as it is sought to avoid 
 along Market Street. It has the marked advantage that lines con- 
 verging from the north side of Market Street do not occasion 
 any interferen<:e with the through Market Street lines as in the 
 other two plans. But it also has disadvantages: first, alternate 
 lines of traffic along Market Street with increased danger of ac- 
 cidents; second, the necessity of spreading tracks at stations; 
 third, the unbalancing of car traffic. These are discussed later, in 
 detail. 
 
 Plan C, parallel flow: branch-offs from the first and third in- 
 stead of from the .first and fourth tracks. Here, in-bound Geary 
 and Sutter Street cars reach the Ferry by the inner track, thus 
 avoiding one line intersection but with two still remaining. This 
 arrangement could be handled by the present Ferry loop with slight 
 modification, or by the rearranged loop shown. It would neces- 
 sitate Geary Street cars using one track of the United Railroads 
 lines. 
 
 Cross-Section of Street. There are four possible arrange- 
 ments of cars and safety stations with the present four-track lay- 
 out along Market Street. 
 
 Referring to Figure 31, the sketch shows: 
 
 (1) Present two-track arrangement above or south of Sutter 
 
 Street, with a 21-foot clear roadway, measured to the curb. 
 
 (2) Present four-track parallel flow arrangement below Sutter 
 
 Street, without safety stations, allowing 16>4-foot clear 
 roadway with room for two vehicles to pass while pas- 
 sengers are loading. 
 
 (3) Counter flow arrangement with internal safety platforms 
 utilized by both in-bound and out-bound lines. Obviously 
 out of the question. 
 
 (4) Counter flozu arrangement showing impracticability of two 
 
 stations on a four-track arrangement except in an enlarged 
 part of the thoroughfare. 
 
 (5) Counter flow arrangement with central platforms suited 
 
 for entrance and exit, both lines. Cars on the outside 
 tracks are to be loaded from the street. This is a pos- 
 sible arrangement. 
 
It > 
 
 130 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 RELIEF OF LOWER MARKET STREET 
 
 13! 
 
 , 
 
 Of the above arrangements, Nos. 2 and 5 only may be con- 
 sidered as practical. They correspond to Market Street Plans A 
 and B, Figure 36. In No. 2, platforms cannot be used to 
 advantage, and passengers entering or leaving cars on the inside 
 tracks must hold up the entire line of cars on the outside tracks. 
 In No. 5, it is necessary to widen the present ''devil-strip" at 
 stations. For a platform width of six feet, the tracks will have to 
 be spread two feet on each side, or four feet total. However, this 
 spreading may be done opposite the triangular plazas in Market 
 Street so as not to contract the roadway on the south side of the 
 street as shown in Plan B. But in the center of the street, the 
 platform thus becomes a real safety station, as well as a loading 
 station. 
 
 Safety Stations. The present safety stations vary in length 
 from the length of one car up to 70 feet, including seat and elec- 
 trolier at each end. Apparently they were designed for shorter 
 cars than now regularly operated over the lines of heavy traffic. 
 As previously indicated, this seat arrangement is entirely improper, 
 and I should recommend that the platforms be modified either by 
 concentrating the seating opposite the middle of the car or by extend- 
 ing the platform. In a number of instances, stations of larger capac- 
 ity than at present available are, in my judgment, badly needed, and 
 Figure 32 shows the general dimensions* of these proposed en- 
 larged stations, which will accommodate two cars at once, with a 
 space between fenders for interchange of passengers. The plat- 
 form proper is only required to be of sufficient length to serve the 
 entrance and exit steps of the car platform, although a few feet ad- 
 ditional length would serve a useful purpose in accommodating 
 passengers bunched at the entrances. A substantial electrolier at 
 each corner of the station exposed to traffic provides some protec- 
 tion to standing passengers; consequently no cement barrier is 
 shown as in the present stations. But, it may be advisable to carry 
 a six-inch step around the outside and ends of the station to serve 
 the double purpose of assisting passengers to ascend and to pro- 
 tect waiting passengers from the hubs and wheel guards of care- 
 lessly driven passing vehicles. Side seats are shown in this sketch, 
 but as standing space is so valuable, it is perhaps a question whether 
 it is advisable to continue their use. 
 
 Profiles of the various types of cars operating along upper Mar- 
 ket Street show a maximum variation of two inches between the 
 widest and narrowest car steps. This permits of a platform built 
 more nearly to the step level than at present. Figure 33 shows the 
 
 •Safety stations may be shortened 2% or 3 feet if exit doors from forward car plat- 
 forms are located next to the car body or bulkhead, as in the Geary Street cars, instead of 
 next to the bumper, as in the Market Street cars. 
 
 [*9'<y-^ h»'o--i 
 
 i^o.i . 
 
 ABOVE SUTTCR 
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 •■6'*-H hio.e 
 
 H 
 
 MARKET SiT. 
 ARRANSCMEMT OF ROADWAV 
 
 S-rUDItS OF POSGIBi-C CU-EA-R/VISICBIS 
 JlON J. ARMOCO C:0^4SUU^-|MG CtNOIIsiKCFl 
 i-«<N F-RA^MCieCO TRANSPORTATION PROBUCf^ 
 
 FIGURE 31— POSSIBLE ARRANGEMENT OF SAFETY STATIONS. 
 
 Typical cross-sections of Market Street, showing possible station ar- 
 rangements resulting from different four-track plans— A, B and C, Fig. 30. 
 Of these only Nos. 2 and 5 are practicable. The former is recommended. 
 
h ; I 
 
 132 
 
 I 
 
 
 
 '' % 
 
 ll ' • I 
 
 I. 1 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Pl^OPOSeD TWO CAR SAFETY STATION 
 
 FOR LOADIN© IN TANOCM 
 
 ScAue \»tcn m 16 mer 
 o a m JTFT 
 
 jMowiiMft exiT rowwAKO tooitioh 
 -4r 
 
 LeCT«Ol.»B«. 
 
 
 FIGURE 32— SAFETY CAR STATIONS, MARKET STREET. 
 Recommended rearrangement of safety station for accommodating two cars 
 simultaneously, first car arriving to take the forward berth. Step built 
 around outside of station for protection to waiting passengers. Seats are 
 optional, but free passage ways opposite car platform are essential. Note 
 that stations may be shortened if front exit gates are next to car bulkheads. 
 
 present clearance conditions between platform and stations. As 
 standard equipment will probably not employ a drop step lower 
 than 14 inches from the rail,t I believe the station could be built 
 to a height of 10 inches to advantage, and with a minimum of two 
 inches clearance outside of the widest step. This additional height 
 will tend to prevent persons attempting to stand on the ground level, 
 and to facilitate entrance. 
 
 Seat Flow. A graphical impression of the relation, disposi- 
 tion and volume of car traffic on Market Street and branch streets 
 by these trackage Plans A and B, is aflforded by the diagrams, 
 Figures 34 and 35 showing the number of seats passing a given 
 point during the rush hour. Figure 35 shows the entire avoidance 
 of car interference along Market Street by the Geary and Sutter 
 Street lines, Plan B. 
 
 Assignment of Stops. The plans proposed herein for locating 
 stopping points and operating four tracks in lower Market Street in- 
 volve the following essential principles : 
 
 +To the step tread. 
 
 RELIEF OF LOWER MARKET STREET 
 
 133 
 
 Car STEP CLEARANCE AT SAFETY STATIONS 
 
 Actual and Proposed 
 scale: \ inch - j poot 
 
 O I 2 FT 
 
 I- 
 
 I 
 
 GCARY ST CARl 
 
 X I550 TO 1749 TYPC 
 Ol TO ISO TYPC. 
 I500 TO 1549 TYPE. 
 
 , . x—p -f-i 
 
 mtW 
 
 Maximum-.. 
 Minimum (actual)- - *t ^ '-^ ' 
 
 TOP OP RAIL I I II "lU 
 
 Floor op station 
 
 -4'-7i' 
 
 5-cr- 
 
 r 
 
 4'-er- 
 
 4^' 
 
 A'-Z' 
 
 
 :-*-fPROP05ED STATION 779= 
 
 V-— n^FosEO station ? I : 
 
 . 
 
 FIGURE 33— COMPARATIVE STUDY OF CAR STEP CLEARANCES. 
 
 Diagram showing present variation in step clearance at safety stations 
 along Market Street, due to different types of cars and station designs, also 
 the position of station as recommended. 
 
■IB 
 
 1 34 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 RELIEF OF LOWER MARKET STREET 
 
 135 
 
 ♦fc 
 
 f ' 
 
 19 
 
 J» AUaMOSXNOM 
 
 i 
 
 ii 
 
 '*' ' 
 
 FIGURE 34— CARRYING CAPACITY OF TERMINAL LINES, PLAN A. 
 
 Diagram indicating relative distribution of seats in the vicinity of Market 
 Street during a typical rush hour. Width of band is proportional to number 
 of seats passing a given point per hour. Geary and Sutter Street traffic as 
 contemplated is shown in heavy black for comparison. This diagram repre- 
 sents trackage Plan A as recommended, and gives a measure of the inter- 
 ference resulting from four-track operation. 
 
 FIGURE 35— CARRYING CAPACITY OF TERMINAL LINES, PLAN B. 
 
 Same as Figure 34, except for alternative trackage Plan B, accommodating 
 Geary and Sutter Street lines on separate tracks. The relative interference of 
 car traffic can be best appreciated by comparing these two plans. Although 
 less than Plan A, Fig. 34, this was abandoned on account of the complexity o* 
 counter-flow traffic. 
 
 »l 
 
Li .1 
 11 
 
 4 Jj ' 
 
 is 
 
 i i 
 
 1. 
 
 ft 
 
 136 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ( 1 ) That car stops should be disfributed as regularly as possible 
 along the street in order to secure the most effective car 
 operation, i. e., acceleration, coasting and braking. 
 
 (2) That the distance between stops should be increased to a 
 maximum consistent with convenience of the majority of 
 patrons and the varying local demands of passenger travel. 
 
 (3) That provisons be made for two-car or tandem crossings at 
 intersecting streets where congestion of traffic is sufficiently 
 serious to require traffic regulation and the whistle signal. 
 
 (4) That stations at such points be designed for. tandem stops, 
 so that loading and unloading may be done simultaneously 
 without retarding the entire line of traffic by cars berthing 
 singly as at present. 
 
 (5) That "free way" for vehicle traffic across intersecting 
 streets should not be interfered with by locating the stops 
 so as to constitute a source of congestion. 
 
 (6) That, during rush hours, the right-of-way across Market 
 Street be proportioned approximately according to the rela- 
 tive volume of passenger and car travel. 
 
 (7) That definite stopping places be designated by posts or by 
 signs suspended from the trolley span wires supplemented 
 by signs in the pavement, so that patrons may know exactly 
 where cars are to stop, thus avoiding confusion. 
 
 (8) That safety loading stations are only needed where passen- 
 gers are required to wait for a particular car for any length 
 of time. 
 
 (9) That branch lines should berth off of Market Street as soon 
 as the intersection is reached. 
 
 In applying these principles, the institution of the "near side" 
 stop becomes., necessary at least within the congested zone, except 
 in special cases of "blind" street intersections. The rule may be 
 waived in the case of the blind side of a cross street. In the inter- 
 ests of safety, cars are now required to stop at all special work in- 
 tersections over which cars are regularly operated and also at all 
 leading switches. It follows, therefore, that they should not be 
 required to stop also at the other side of the crossing, but, once 
 across, should be given the right-of-wav to the next "near side" 
 intersection in order to clear the track for succeeding cars. Thi« 
 will eliminate certain of the present stopping points, unavoidably.* 
 
 ♦For each unnfressarv ston eliminated, the schedule speed can be increased 5.6 per 
 cent, under San Francisco conditions, assuming that cars now stoo at every corner 
 averaging 440 feet apart, or twelve 8top» per mile. The average distance on Market Street 
 it now even lest than thii. 
 
 RELIEF OF LOWER M.^RKET STREET 
 
 137 
 
 Plan of Stops.t The accompanying drawing, Plate 10, 
 embodies the above principles, applied to trackage Plan A as 
 recommended. This may be compared to the present plan of 
 stops, Figure 36. In the appendix hereto, these plans are discussed 
 in detail, with the reasons for such changes as are recommended. 
 Each station stop, flag stop and safety stop is designated by a car 
 in position. Ordinarily, not all of these stops would have to be 
 made. Cautionary stops are also indicated. The present safety 
 stations at Ellis and at O'Farrell Streets are removed to the east 
 side of the crossing and several of the stations lengthened. Stops 
 at Fremont and Main Streets, in-bound, are omitted to facilitate 
 quick running from the business district to the Ferry and for the 
 reason that the passenger traffic Ferry-bound during evening rush 
 hours originating east of First Street is so light as to make it unde- 
 sirable to delay the main line by stopping at each of these short 
 blocks. 
 
 Plan A, In this plan, the average running distance between 
 stops is 454 feet,t and on the average a running speed of 7.75 miles 
 per hour from the Ferry to McAllister Street can be maintained, 
 assuming no interference from vehicle traffic and an average stop 
 of 10 seconds at each of the points indicated. 
 
 Within the four-track territory, cars moving in the same direc- 
 tion on adjacent tracks are shown in a tandem position, based upon 
 a rule of the road that one line of traffic is not allowed to pass 
 another in the same direction while loading or unloading. This 
 will unquestionably be a source of some delay under trackage Plan 
 A, for the reason that outer track cars will hold up those on the 
 inner track, and vice versa. However, in the case of such a broad 
 street as Market Street, it would seem possible and necessary to 
 waive this rule to the extent that inner track cars should be allowed 
 to continue under cautionary running past a car loading or unload- 
 ing on the outer track. This will afford the inner tracks a certain 
 measure of relief, much needed by virtue of the fact that these tracks 
 are carrying the heaviest traffic. Obviously this rule is not reversi- 
 ble, and in all cases the outside car must stop while the inside car is 
 loading and unloading. In these tandem stops, the outside car berth 
 is shown in the forward positon — that is, leading by one car length 
 — in order to permit access to the rear car platforms. However, 
 the forward berth will in any case be occupied by the Urst car ar- 
 
 tPlans discussed in detail in Appendix. 
 
 tThe average distance between present stops is 368 feet; minimum distance, 137 feet; 
 maximum, 678 feet. 
 
138 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 
 Vi 
 
 
 If 1 If 
 
 i i ; 
 
 'II i ' 
 
 II 
 
 riving on either outer or inner track, in order that the next arrival 
 may berth in the tandem position shown without obstructing streets 
 and established lines of vehicle traffic. This is important, as 100- 
 foot berths are now under consideration in lower Market Street, and 
 the stop signs placed along the streets for the guidance of passen- 
 gers should be located with reference to the forward and not the 
 rear berth. 
 
 Plan B. Working out this same idea of fixed stops with track- 
 age Plan B, Figure 36 is a result.! Fortunately, most of the safety 
 stations between tracks may be located nearly or exactly opposite 
 the triangular plazas existing at Geary, Post, Sutter, Bush, Pine 
 and California Streets. In this arrangement the average distance 
 between stations from the Ferry to McAllister Street is 484 feet, and 
 more rapid running is possible along the lower end of Market 
 Street, north of Third Street, by reason of the lengthened and 
 more uniform stops, and with a clear street a schedule speed aver- 
 aging eight miles per hour could be maintained. This plan necessi- 
 tates a considerable rearrangement of loops at the Ferry, the 
 spreading of which would unquestionably increase loading facilities. 
 
 The spreading of tracks that will be necessary to accommodate 
 these safety stations can be worked out by allowing the east side 
 tracks to remain as they are and spreading the west side tracks 
 into the plaza where there is ample space to avoid any interference 
 with vehicle traffic. Although eight cars are shown at each stop, 
 it is unlikely that such a condition will occur except very infre- 
 quently. 
 
 Finally, weighing the advantages and disadvantages of these 
 two plans, in my judgment, Plan A best meets the present neces- 
 sities, and it should be put into immediate effect by the construction 
 of the necessary track and special work. Under present traffic con- 
 ditions and in the absence of a supplementary rapid transit system. 
 Plan B is objectionable from the standpoint of counter traffic flow. 
 
 Shelters. Owing to the peculiar conditions resulting from the 
 diagonal street intersections north of Market Street, it is desirable 
 that adequate shelter stations should be erected within the existing 
 triangular plazas, especially at California Street where the California 
 Street line terminates. This shelter may simply provide seats for 
 waiting transfer passengers, or may be more elaborate, as is pos- 
 sible in the large plaza at Bush Street and Battery Street. 
 
 In conclusion, I can recommend a reasonable utilization of 
 the four tracks on lower Market Street, but in accommodating 
 Geary Street and other lines, such a plan must be worked out 
 carefully by the respective operating departments, in order to 
 
 tDetail drawitiR not shown as Plan B could not be recommended. 
 
 RELIEF OF LOWER MARKET STREET 
 
 139 
 
 Plan 
 
 FIGURE 36 - 
 
 A recommended. 
 
 KEY SHEET FOR FOUR-TRACK PLANS. 
 
 Dots indicate stops, single and tandem. 
 
1-1 
 
 ■ 1 
 
 ": 
 
 > < 
 
 1i 
 
 
 140 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 preserve the proper balance between inner and outer traffic, or 
 there will result worse delay, confusion, and accidents than at 
 present. The operating problem is by no means as simple as it 
 appears, and in order to produce the most effective results there 
 must be close co-operation in putting into effect operating rules 
 for passenger, car, and vehicle traffic. 
 
 FERRY TERMINAL WITH CABLE AND HORSE CAR OPERATION, 1905. 
 
 i-|l 
 
 CHAPTER 7 
 
 REROUTING AND SERVICE RE- 
 DISTRIBUTION 
 
 Rerouting — Terminal District 
 Rerouting — Outlying District 
 Service Redistribution 
 Routing for Municipal System 
 General Service Improvements 
 
 A verp important phase of this transportation study, from the vieiP- 
 point of the public, is to obtain adequate and most direct service betiveen 
 destination points; and from the vien^point of the Compan}}, to provide this 
 service rvith the least car mileage and resulting cost. From either viewpoint, 
 it is essential to provide for the immediate relief for the congested terminal 
 district. In this chapter are presented detailed routing plans for both the 
 terminal and outlyfing districts, calculated to relieve congestion and best 
 serve the existing traffic b}f the institution of new routes as far as possible 
 rather than fcp disturbing the present routes. Redistribution of service is 
 assigned to the individual routes upon the bases of detailed traffic counts 
 covering the entire syfstem and the loading standards fixed for each type of 
 car operated. An alternative system of routing for competitive munici- 
 pal operation is suggested for use in the event that a unified system rvith the 
 municipal railway operating in development territory is found impossible. 
 In addition, general improvements in operation calculated to increase the 
 speed of transit and the comfort and safety of passengers are recommended. 
 
 The Problem. To establish an efficient rerouting plan satisfac- 
 tory to all is generally an impossibility for the reason than any 
 changes so seriously affect the relations between various parts of the 
 community ; and therefore the best that can be done is to present a 
 plan for public discussion and approval or modification. It is a mat- 
 ter for mutual concessions rather than of individual judgment, and 
 local interests should not intervene to defeat a meritorious plan de- 
 signed for general improvements. In this matter the various civic and 
 commercial organizations of San Francisco should find a useful 
 field for action. Two distinct viewpoints must be recognized: 
 
 1. Assuming the traction lines to be operated as a unified 
 system, not necessarily under the same ownership, but recognizing 
 the principle of one city, one fare, universal transfers, with the 
 municipal system operating in development rather than competitive 
 territory. 
 
INTENTIONAL SECOND EXPOSURE 
 
 140 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 procTNc ilic i>r<.i)cr l)ahmc<.' hclwccn inner and (»nlcr iraftio, mI" 
 tluML' will rc>uU worse delay, contusion, and accidents than at 
 ])resenl. Tbe t)peratini; prcfbleni is by no means as simple as it 
 appears, and in (»rder to produce the most etYective results there 
 must he close co-operation in puttinj^^ into effect oi)erating rules 
 for i)assetii;er. car, and vehicle traffic. 
 
 KRKV TF.UMIXAL WITH CW.LV. AND TIORSF. (Wi OPKRATIOX. lOO-;. 
 
 CHAPTER 7 
 
 REROUTING AND SERVICE RE- 
 DISTRIBUTION 
 
 Rerouting — Terminal District 
 Rerouting — Outlying District 
 Service Redistribution 
 Routing for Municipal System 
 General Service Improvements 
 
 A verp important phase of this transportation stud^, from the vieip- 
 point of the public, is to obtain adequate and most direct service between 
 destination points; and from the viewpoint of the Company, to provide this 
 service with the least car mileage and resulting cost. From either viewpoint, 
 it is essential to provide for the immediate relief for the congested terminal 
 district. In this chapter are presented detailed routing plans for both the 
 terminal and outlying districts, calculated to relieve congestion and best 
 serve the existing traffic b\) the institution of new routes as far as possible 
 rather than b\) disturbing the present routes. Redistribution of service is 
 assigned to the individual routes upon the bases of detailed traffic counts 
 covering the entire system and the loading standards fixed for each type of 
 car operated. An alternative system of routing for competitive munici- 
 pal operation is suggested for use in the event that a unified system with the 
 municipal railway operating in development territory is found impossible. 
 In addition, general improvements in operation calculated to increase the 
 speed of transit and the comfort and safety of passengers are recommended. 
 
 The Problem. To estahlish an efficient rennitiui^ plan satisfac- 
 tory to all is u^enerally an imiK^ssihility for the reason than any 
 chaniics so seriously affect the relations hetween various parts of the 
 comnumitv ; and therefore the hest that can he dont- is to ])resent a 
 l)lan for puhlic discussion and approval or moditication. It is a mat- 
 ter fur mutual concessions rather than of individual jndi^uient, and 
 local interests should not intervene to defeat a meritorious plan de- 
 signed for t^eneral improvements. In this matter the various civic and 
 commercial org-anizations of San Francisco should find a useful 
 field for action. Two distinct viewpoints must be recoj^nized : 
 
 1. Assuming the traction lines to be operated as a unified 
 system, not necessarily under the same ownership, but recognizing 
 the principle of one city, one fare, uniz'ersal transfers, with the 
 municipal system operating in development rather than competitive 
 territory. 
 
 "I 
 
•I: 
 
 t 
 
 ]!• 
 
 i 
 
 i 
 
 a 1 
 
 142 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 2. Assuming the unified system impracticable, and consequently 
 the development of each system independently without interchange of 
 transfers, and possibly with wholesale competition. 
 
 Heretofore have been considered only such factors as bear upon 
 the question of a definite service standard without attempting to fix 
 upon service distribution. 
 
 It now remains to determine: (a) riding characteristics of 
 patrons from actual observation; (b) new routes by which cars can 
 be run to better advantage; (c) specific improvements in headway 
 and methods of operation; (d) whether this improved service is 
 possible without unreasonably impairing net income; and finally, 
 (e) a system of routing for the municipal railway lines. 
 
 REROUTING— TERMINAL DISTRICT 
 
 Essentially the problem of routing in the downtown loading 
 district is one of most advantageously utilizing the streets available, 
 which unfortunately are not laid out to best serve traffic require- 
 ments, and to make possible the additional service now required 
 without causing still further congestion, especially on lower Market 
 Street. The general principles are briefly as follows: 
 
 L To avoid the concentration of excessive traffic on a single 
 street, when parallel streets may be made available. A walk of 
 one block should not be considered unreasonable if in the interest 
 of effective routing. 
 
 2. To distribute car traffic according to the capacity and im- 
 portance of the streets, and at the same time preserve most direct 
 routing to important traffic centers. 
 
 3. To provide loops instead of stub terminals as far as possible 
 for lines of heavy travel. 
 
 4. To facilitate collection of passengers within the loading dis- 
 trict by "pick-up" loops for short-haul lines, especially for short 
 lines terminating along a trunk line. Long-haul lines may prop- 
 erly terminate further from the center of the loading district. 
 
 5. To avoid branch-off and other intersections along very con- 
 gested streets and two-way operation on single-track streets within 
 the business district. 
 
 Capacity of Market [Street. On this most congested 
 thoroughfare, 127 cars per hour are operated on the middle tracks 
 during the rush period corresponding to a headway of about 28 
 seconds. The theoretical minimum headway providing safe car 
 spacing and reasonably efficient operation is about 22 seconds for the 
 standard equipment used here;* but it is believed that the present 
 headway represents about the practical minimum on such a street 
 
 •See discussion of this subject. Chapter 6 — Relief of Lower Market Street. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 143 
 
 necessarily congested with pedestrians and vehicle traffic especially 
 with four-track operation. (See Fig. 40, present routing.) 
 
 It is therefore necessary, in formulating rerouting plans, to divert 
 any further increase in the traffic on Market Street to parallel 
 streets, especially rush hour trippers. At present, Mission 
 Street is the only convenient substitute available for this purpose, 
 as it now carries only 56 cars per hour. 
 
 These conditions, in reality, furnish a measure of the possibilities 
 of any terminal rerouting plan in the matter of deferring the eventual 
 construction of a Market Street subway. With the existing physical 
 limitations, this subway must come when every other means of relief 
 of the Market and Mission Street traffic has been exhausted. And 
 the rerouting plan recommended herein can only be regarded there- 
 fore as a temporary means of conserving existing street capacity to 
 the maximum possible extent, rather than what may be termed a 
 final solution for any considerable future period. 
 
 Terminals. At the Ferry terminal, the inner loop is now 
 being operated up to its maximum capacity, 81 cars per hour, even 
 this often causing a line-up on the inbound Market Street tracks. 
 In order to allow comfortable access to the inner loop, the use of 
 the outer loop should not exceed this amount, giving a total capacity 
 for the terminal of 162 cars per hour. When the Geary and Sutter 
 Street lines are operated to the Ferry, the terminal is expected to 
 handle over 200 cars per hour, but it is obvious that this will neces- 
 sitate either a radical modification of the terminal, looping back 
 extras at Market Street, or diverting to Mission Street. 
 
 The south-side stub terminal at the Ferry now operates 78 cars 
 per hour, which exceeds its capacity and will continue to cause 
 congestion if operated without a loop, which, in any event, will ulti- 
 mately become necessary ; and if additional service is to be run on 
 Mission Street, extra cars must be looped back without reaching 
 the Ferry or else stub-ended at First, Second, Fifth, and Eighth 
 Streets, where double cross-overs should be installed. Loop ter- 
 minals would probably provide the greater capacity, but the latter 
 plan is for the present recommended, inasmuch as a large propor- 
 tion of the load originating on and north of Market Street is best 
 served in this way. 
 
 As an alternative, Market Street congestion may be directly re- 
 lieved by diverting all of the traffic of an entire line from Market 
 to Mission Street. But there appears to be only two lines logically 
 available for this purpose: (1) Haight Street, and (2) Market- 
 Castro, two of the heaviest lines operated. However, it is doubtful 
 if the patrons on either of these lines would at this time consent to 
 such a plan. 
 
 ill 
 
li t 
 
 
 144 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Another method of relieving both street and terminal congestion 
 is by the use of a Market-Mission one-way loop, running inbound 
 on Market to East, thence outbound to Mission, and return on 
 Fifth, Ninth, Tenth, or Twelfth Streets. But in view of the un- 
 balancing of traffic on Market Street, particularly under four-track 
 operation, this has been reserved only as an alternative for use 
 after the effect of service on the outer tracks has been determined. 
 
 Taken altogether, it appears that the stub terminal plan is 
 preferable inasmuch as it provides Market Street service for all 
 lines now using that thoroughfare, restricting traffic on the inner 
 tracks to the present amount. As the extra cars diverted to Mis- 
 sion Street are stub-ended at Market Street, they are reasonably 
 convenient to all Market Street patrons, directly or by transfer. 
 
 Capacity. The general range of capacity of various types of 
 stub terminals is given below, necess'arily subject to considerable 
 variation according to the total number of passengers per car that 
 have to be loaded at the terminal. On the usual single-track stub a 
 headway of from 2^ to 3 minutes may be easily maintained with 
 proper dispatching. If a double cross-over is installed and each of 
 the two tracks used as a stub, this total headway may be reduced to 
 about \y2 minutes. But where it is essential to maintain through 
 service over the same tracks, as may be necessary in Ellis, Sutter and 
 Geary Streets at Market Street, it is undesirable to use the double 
 stub due to the obstruction to through traffic ; and inasmuch ds all 
 through traffic at each of these points is routed either to the Depot 
 or to the Ferry, where schedule trains and boats must be met, the in- 
 bound track should be cleared by stub-ending cars on the outbound 
 track only. This necessarily limits the total capacity to that of a 
 single-track stub terminal as follows : 
 
 CAPACITY OF STUB TERMINALS* FOR HEAVY LOADING POINTS. INCLUDING 
 
 LAY-OVER 
 
 Proportion of 
 
 Number of 
 
 Total Capacity, 
 
 Cars per Hou 
 
 Cars Through 
 
 Loading 
 
 Even 
 
 Uneven 
 
 
 Berths 
 
 Trunk 
 
 Trunk 
 
 
 
 Headway 
 
 Headway 
 
 None 
 
 1 — Single stub 
 
 24 
 
 Less 
 
 None 
 
 2 — Double stub 
 
 40 
 
 Less 
 
 V2 
 
 1 — Single stub 
 
 24 
 
 32t 
 
 Vz 
 
 < i( « 
 
 24 
 
 29 
 
 % 
 
 1 « it 
 
 24 
 
 26 
 
 V2 
 
 2 — In tandem, 
 
 24 
 
 40t 
 
 
 single stub 
 
 
 
 H 
 
 2 " " 
 
 24 
 
 28 
 
 •Based upon the assumption that all cars stub-ending stop for two minutes and through 
 cars stop one minute; 15 seconds required to enter or clear berths. All capacities may 
 be materially increased by dispatching cars promptly without lay-over after loading, as is 
 now the case at Sutter Street. Obviously, delays from lay-over time reduce stub terminal 
 capacity proportionately. "Tandem berth" means two cars in line, as recommended for 
 Market Street safety stations. 
 
 fApproximates present Ellis Street conditions. 
 
 JRecommended for Ellis Street, and possibly for Geary and Sutter Street stub terminals. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 145 
 
 Headway. The question of uniform headway depends upon 
 the relative imjxDrtance of trunk and of through lines. In cases 
 where only one route is handled in the terminal, (part of the cars 
 being through run) an even headway may be maintained with 
 comparatively little sacrifice of capacity. But where the through 
 and stub cars are of different routes, uniform headway on both 
 trunk line and branch routes is impossible except when half of the 
 cars stub and half route through the terminal. Where an even 
 headway is not essential the capacity may be materially increased 
 by the provision of two-car or tandem berths on the outbound 
 track, and this is desirable in any event when the regular stub berth 
 is occupied to accommodate cars after crossing Market Street. This 
 non-uniform trunk line headway is not very objectionable with ser- 
 vice as frequent as 2 to 2^ minutes, as in the case of most of the 
 downtown trunk lines ; but with through headway as infrequent as 4 
 to 5 minutes, aiiy considerable irregularity therein is certainly ob- 
 jectionable. 
 
 Distribution. With the proposed terminal routing and service 
 distribution, car traffic would be assigned to the various terminals as 
 follows as indicated on re-routing plan. Fig. 37: 
 
 CAR ASSIGNMENTS TO TERMINALS 
 
 Cars Per Hour 
 Service as of July, 1912 Present Proposed 
 
 Market Street ferry terminal 127 127 
 
 Market Street outer tracks 40 
 
 South-side ferry terminal 78 72 
 
 First and Market stub 4 30 
 
 Second and Market stub 12 24 
 
 Fifth and Market stub 25 30 
 
 Eighth and Market stub 10 10 
 
 Eddy and Market stub 22 22 
 
 Powell and Market stub 34 32t 
 
 Ellis and Market stub 14 13 
 
 Sutter-Sansome loop 46* 191 
 
 The proposed plans for rerouting in the terminal district are 
 all based upon traffic conditions of July, 1912, and therefore the car 
 requirements are probably 3^2% low. This routing is necessarily 
 dependent upon that adopted for outlying districts, later discussed. 
 
 Haight Street service to be mcreased from 30 to 41 cars per hour 
 to accommodate Beach traffic; should be split at 12th to relieve 
 Market Street, 25 cars per hour running over the present route, and 
 16 via Mission Street to a terminal in First at Market Street. This 
 routing will leave the Haight service on Market Street practically 
 
 tAssuming larger double-end equipment. 
 ♦Stub end. 
 f'Pick-up" loop. 
 
i'l 
 
 !■ 
 
 'II 
 
 ==111 
 
 FIGURE 37— REROUTING MAP— TERMINAL DISTRICT. 
 The most practical method of relieving car congestion by more nearly 
 approximating actual travel is by improvements in routing. These are im- 
 mediately necessary in view of the considerable increase in equipment which 
 is required for adequate service and due to future growth. From this plan 
 may be traced in code the recommended re-routing of every line outbound 
 from the downtown district and the number of cars outbound on each street 
 during the rush hour resulting therefrom. The principal changes from 
 the present routing plans consist in using Mission Street for part of addi- 
 tional Haight and Hayes traffic, use of Howard Street for the San Mateo 
 line, and the installation of loop terminals for short lines, excepting the stub 
 terminals in the 100- Vara streets at Market Street which have become neces- 
 sary because of the absence of terminal capacit" at the Ferry. Market Street 
 traffic has probably reached the limit and further traffic increase must be 
 diverted. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 147 
 
 unimpaired, and at the same time relieve Market of all traffic origi- 
 nating to the south. 
 
 Hayes line to be split either at Polk or Larkin Streets, 15 cars 
 per hour running over the present route and 12 via Mission Street 
 to a stub terminal in Fifth at Market Street. The object of divert- 
 ing this traffic is the same as in the case of the Haight Street line. 
 
 Market-Castro^ w^hile satisfactory for the present, forms the most 
 logical route after Haight and Hayes, to be partly diverted to Mis- 
 sion Street and this should be done eventually as the congestion 
 on lower Market increases. 
 
 Valencia, being the only Market Street line running into the 
 Mission district, can hardly be diverted justly at the present time. 
 Ultimately it will be desirable to parallel this line, especially out 
 29th Street by a Mission line, in order to furnish direct service to 
 the Valencia travel originating south of Market Street. 
 
 McAllister through service to the Ferry may be limited to 20 
 cars per hour by short running additional service from a stub ter- 
 minal at Eddy and Powell, or by a Turk-Eddy collecting loop. Pre- 
 ferably, this service should be routed via Turk and Eddy Streets 
 as far as Divisadero Street and thence out McAllister (new route). 
 
 Ellis-Richmond to be run down Ellis Street and across Fourth 
 to the depot; every third car stub-ended at Market Street on the 
 outbound ( north j track. (See preceding discussion of capacity.) 
 
 Ellis {Fillnwre) -Jackson (new route). Entire service to be 
 stub-ended in Ellis at Market Street, outbound track, unless looped 
 via Stockton, Post, and Taylor Streets. 
 
 Eddy-Hayes to use the present stub-terminal at Eddy and Market 
 Streets. 
 
 Geary Street line to be run to the Ferry on the outer Market 
 Street tracks. Part of the service to be short-run to Kearny 
 Street, preferably by means of a Kearny-Post-Stockton Street col- 
 lecting loop rather than stub-ended in Geary Street. 
 
 Sutter Street lines to be split at Market Street, part running 
 to the Ferry over the outer Market Street tracks, and part short- 
 running to Sansome Street, preferably by the Sansome-Bush-Mont- 
 gomery Street loop, rather than stub-ended. 
 
 Post- (Polk) -Pacific (new route) to utilize Post Street to Kearny 
 with terminal loop via Kearny, Washington and inbound on Mont- 
 gomery Street. Two blocks of new track on Post Street are neces- 
 sary for which some form of franchise will be required. 
 
 San Mateo is the only interurban line on the system and inas- 
 much as it should serve long-haul traffic only, there is no necessity 
 
 
•I 
 
 .i 
 
 ■ 
 
 i 
 
 148 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 for it to terminate at Market Street, especially since all terminals in 
 that vicinity are already congested. In accordance with the plan 
 of providing loop terminals at the edge of the loading district for 
 such lines, the San Mateo interurban should be looped via Fifth, 
 Mission and Sixth and run out Howard Street as far as 26th Street. 
 Ample service direct out Mission Street is available for short-haul 
 traffic. 
 
 Mission (Daly City) to be routed from the stub terminal in Fifth 
 at Market, to Howard, to 14th, and thence out Mission Street. This 
 line is taken oflf of lower Mission Street in order to relieve conges- 
 tion resulting from the necessary diversion of new Market Street 
 service, and inasmuch as it is designed particularly for long-haul 
 traffic, this should not be a hardship. 
 
 Mission (short line) comprising all short-run tripper service 
 on Mission Street, to stub in Second at Market, and run to Onon- 
 daga Avenue, and later to the Visitacion line, as traffic develops. 
 This route is primarily intended for short-haul riders during the 
 rush period only. 
 
 Mission-24th to be routed to its present terminal during the day, 
 but during the rush hour half of the service to be short run to the 
 stub in First at Market Street, to avoid over-crowding at the Ferry 
 terminal. 
 
 Sunnvside to be short-run via First, Folsom and Second Street 
 loop. Serving the purpose of a short-run line paralleling the Guer- 
 rero Street line, it is unnecessary to run to the Ferry. 
 
 Tenth and Montgomery to utilize the Kearny-Washington-Mont- 
 gomery loop. 
 
 First-Fifth appears to be superfluous and may be discontinued, 
 as it does not run between logical terminals and serves practically 
 no traffic. If, however, present operation is continued, the eastern 
 termdnals might be extended on split headway to (1) Kearny and 
 Bush Streets; and (2) to California and Battery Streets, but should 
 preferably be stub-ended south of Market Street. 
 
 Unchanged Routes. Ingleside, Cemeteries, Guerrero, Bryant, 
 Folsom, Howard, Eighth and Eighteenth, Harrison, San Bruno, 
 Sixth and Sansome, and Kearny Street. 
 
 Depot Terminal No changes should be made in terminal ar- 
 rangements at this point until the plans of the railway company 
 for its new depot are disclosed. At that time, however, no cars 
 should be allowed to stub-end in Third Street in front of the Depot, 
 thereby obstructing the through traffic, but rather in Townsend 
 Street east and west of Third Street. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 149 
 
 California Street. Electric tracks have been laid for operation 
 over the cable tracks from Kearny to Market Streets, but it is prac- 
 tically out of the questionf to superimpose an additional route upon 
 the Market Street traffic, already totaling 167 cars per hour with the 
 four-track plan, until the elevated Ferry terminal is built. Al- 
 though it might prove advantageous to operate either the Sutter 
 short lines via Kearny and California as far as Market, or some route 
 from south of Market crossing at Third, the greatest need for this 
 California Street service is fulfilled by the Kearny-Montgomery ter- 
 minal loop for west-bound travel and by extending Sutter Street 
 service to the Ferry. As the actual headway of cable cars is now 
 about 2j4 minutes the additional capacity for through electric cars is 
 extremely limited unless turnout tracks can be built out into the 
 Plaza to entirely clear the present cable stub terminalj 
 
 REROUTING— OUTLYING DISTRICT 
 
 Several factors combine to make an ideal routing plan impos- 
 sible in San Francisco: 
 
 1. Adherence to rectangular streets, irrespective of contours. 
 
 2. Numerous grades impossible for street railway operation. 
 
 3. Interposition of extensive unsettled areas such as parks 
 
 and cemeteries. 
 
 4. Absence of diagonal thoroughfares along natural low- 
 
 level routes. 
 
 5. Absence of parallel distributing thoroughfares north of 
 
 Market Street. 
 
 6. Limited access to important outlying districts except 
 
 through single narrow throats. 
 
 7. Necessity of adherence to old routing in order to hold 
 
 existing franchises against possible competitors. 
 
 An ideal system of routing should provide direct service over 
 radial trunk lines from the business center to each outlying settled 
 district with cross-town lines at intervals, providing convenient com- 
 munication between outlying residence sections having a community 
 of interest. This ideal is, of course, impossible here, due to topo- 
 graphical and other difficulties above mentioned. But this plan can 
 be approximated to a certain degree. Particular attention should 
 be directed to the development of the direct low-grade routes now 
 available as a means of extending the 30-minute time zone, which 
 to a certain extent practically fixes the limits of dense settlement. 
 
 tAssuminR that Geary and Sutter Street service will be first extended to the Ferry. 
 If not, then the California extension could be used. 
 
 tCapacity of stub terminal with through operation superimposed is discussed on paf« 
 144 for conditions permitting no turnouts. 
 
 i ;l 
 
n 
 
 U i' 
 
 1 
 
 
 150 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Short-run Trippers. To partially clear the streets of short- 
 haul riders and avoid superimposing this class of traffic on long-haul 
 cars, the use of short-run "trippers" is both desirable and necessary. 
 Objection is often made to this form of operation, but it is the logi- 
 cal and proper way to distribute service according to the traffic, and 
 to avoid much useless car mileage as well as overcrowding of cars. 
 In order to pick up the short-haul traffic, these short-run trippers 
 should precede the regular through cars. While this unquestion- 
 ably disturbs the regularity of the headway, it is evidently not im- 
 practicable on trunk lines having frequent service. 
 
 Fast Limited Service. An effective way of separating long 
 and short-haul loads and at the same time provide rapid transit is by 
 the institution of limited-stop runs. Inasmuch as San Francisco 
 has no streets which may be exclu^sively devoted to rapid transit 
 cars, the best that can be done is to operate limited cars just 
 ahead of locals, so as to give the fast line an opportunity of making 
 time by gaining upon the next preceding local. In some cases pass- 
 ing tracks may be possible to enable the "limited" to clear local cars 
 entirely. This class of service is particularly desirable on direct 
 lines to the Ocean beach and down the Peninsula. 
 
 Topographic Obstructions, in the Western Addition district, 
 the obstruction interposed by the cemeteries has limited the number 
 of direct through routes into the Richmond district, and forced the 
 use of so-called "Z" Hues such as Sutter-Jackson, Turk-Eddy, and 
 Hayes-EUis. In some cases, as the Sutter- Jackson, the "Z" line is 
 necessary to provide through service between the northwestern sec- 
 tion and the business district ; but wherever possible, a direct route 
 should be adhered to as closely as topography permits, in the inter- 
 ests of rapid transit. The present Ellis-Ocean line, which carries 
 patrons fully 0.6 miles further than necessary between the terminal 
 district and the Park, is a typical example of the inherent defect 
 in "Z" lines, and passengers now prefer to transfer to the direct 
 Haight Street line at Stanyan Street rather than ride to the busi- 
 ness district over an indirect route. 
 
 South of the Park, Buena Vista Heights prevent direct com- 
 munication with Market Street and leaving only a single entrance 
 throat (Lincoln Way) from the north to the Sunset district, except 
 by Park crossings or the Twin Peaks tunnel. 
 
 Similarly, the Mission throat at 30th Street provides the only 
 exit to the south except the crooked San Bruno Road or the Ken- 
 tucky-Railroad Avenue line along the eastern harbor front to Visita- 
 cion. San Jose Avenue furnishes an exit through the Mission 
 throat, but requires the development of Bernal Cut and Circular 
 Avenue to make it at all effective. 
 
 » 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 151 
 
 Harbor View can be conveniently reached only over the Van 
 Ness saddle, and requires the Fillmore Street tunnel for direct com- 
 munication from the south and the Broadway tunnel from the east. 
 
 The upper slopes of Eureka and Noe Valleys are in need of ser- 
 vice, which is now difficult to provide due to impossible grades, but 
 which may be had by the contour extension of Market Street. 
 
 City Plan. To partially remedy the difficulties arising from 
 these unfortunate conditions certain improvements in the city plan 
 are recommended in Chapter 12, of which the following are the most 
 important as regards routing; these, however, have not been con- 
 sidered as part of the immediate rerouting scheme: (a) improve- 
 ment of Bernal Cut and Circular Avenue; (b) Hayes Street cut; 
 (c) Park crossings; (d) improvement of San Bruno Avenue; (e) 
 Market Street contour extension; (f) Noe Valley tunnel. 
 
 Rerouting Plan 
 
 From a study of the riding characteristics of different routes 
 as found by actual counts, and the relative volume of through riding 
 and transfer loads, the following system is recommended for im- 
 mediate adoption by the United Railroads. In working out these 
 recommendations, certain minor alterations and additions to the 
 present system have not been considered as standing in the way of 
 the rerouting plans: (a) Pacific Avenue electrification; (b) double 
 track on Post Street from Leavenworth to Larkin; (c) additional 
 special work where necessary. 
 
 The principal changes made in the present plan of routing in 
 the outlying districts are listed below, and should be studied in 
 connection with the terminal routing previously discussed. 
 
 Hayes-Sunset to serve Ninth Avenue by the present route, and 
 in addition to be extended out to 20th Avenue via Page and Oak, 
 Stanyan and Lincoln Way. Every third car to run over the Park- 
 side line, thus giving direct service into lower Sunset from the 
 downtown district. 
 
 Haight-Ocean. Part of the service to be extended to the Beach 
 by Stanyan and Lincoln Way. This method of serving the Sunset 
 and Beach districts is much more effective than that of hauling 
 passengers over the round-about Ellis-Ocean line, and will result not 
 only in better service to those sections, but also to the districts 
 directly tributary to the Hayes and Haight Street lines, where ser- 
 vice will be considerably increased. These Sunset and Beach cars 
 should all be routed on Mission Street, thus leaving a great part of 
 the short-run Haight and Hayes service on Market Street as at the 
 present. 
 
 n 
 
 i. ;l 
 
i! 
 
 1 -■ J 
 
 h I 
 
 If ' f 
 
 I' ■ r 
 
 I ' 
 
 i' 
 
 I- 
 
 :S 
 
 f 
 
 
 152 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Ellis-North Richmond. The Turk-Eddy and the ElHs-O'Farrell 
 lines should unquestionably be interchanged in the interests of more 
 direct routing and lower running time, since with proper cross-town 
 service there appears to be no good reason why these two lines 
 should intersect on Divisadero Street. This proposed line preserves 
 the present Turk-Eddy service into north Richmond and in addition 
 reaches the Southern Pacific Depot. 
 
 Eddy-Hayes. For the same reason, Turk and Eddy Streets 
 should be used to serve more directly that portion of Hayes Street 
 west of Divisadero (now served by the Hayes-Ellis line) until the 
 Hayes Street Cut is completed. 
 
 Eddy-South Richmond designed to serve as a short-run route 
 from Eddy and Market Streets to the present Richmond loop via 
 Turk and Eddy, Divisadero, McAllister and Fulton to Eighth 
 Avenue, thus paralleling McAllister Street and furnishing any ad- 
 ditional or tripper service necessary thereon. This line will provide 
 a much more direct route to the business center than now available 
 for a large part of the east Richmond district, and on Sundays 
 or holidays could be easily extended out Fulton Street to the Beach 
 and in to the Ferry as a fast limited line, making two stops only 
 between Market and Divisadero Streets, vis.: Larkin and Fillmore. 
 Streets. The use of single-tracked streets for the fast service is 
 obviously reasonable on account of decreased vehicle obstruction. 
 
 Ellis (Fillmore)-Jackson designed to replace the present Sutter- 
 Jackson line, which will be impossible to operate at the Fillmore 
 tunnel entrance. North of Sutter Street, the route will be same as 
 at present excepting that it will terminate at Jackson and Presidio 
 Avenue, instead of California and Presidio. 
 
 Slitter short line service (now furnished by the Sutter-Jackson 
 line) to be furnished by one operating the length of Sutter Street, 
 branching off at Presidio Ave. and California St., thence running 
 north to Jackson Street. This will complete the service now furn- 
 ished by Sutter-Jackson. 
 
 Post-{Polk) -Pacific (new route). This new line, although re- 
 quiring two blocks of new track on Post, from Leavenworth to Lar- 
 kin Streets, and necessitating electrification of the Pacific Avenue 
 line, is one of the most logical improvements of the entire system. 
 Its need is obvious, providing direct downtown service to the large 
 population on Pacific Heights, now served by extremely inadequate 
 means. It should preferably use the Kearny-Washington-Mont- 
 gomery collecting loop, rather than a stub terminal in Post Street. 
 Possibly a connecting route out Jackson Street through Fillmore 
 Street will become advantageous as this route develops. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 153 
 
 Mission-Richmond to be extended out Clement to 13th Avenue, 
 instead of running south to the Park as at present, so as to avoid 
 doubling back; on the southern end, the function of a cross-town 
 line is preserved by routing via 22d, Howard, and 24th to Utah 
 Street. This line will continue to furnish a direct connection be- 
 tween Richmond and the Mission business districts, and at the same 
 time provide cross-town service which will enable Richmond resi- 
 dents to reach any part of the Mission district with a sipgle trans- 
 fer, instead of two, as are now necessary. 
 
 Market-Castro to be extended out 18th to Eureka or Douglass 
 Streets in order to directly serve the traffic originating in Eureka 
 Valley. 
 
 Bryant- {Cortland) to be extended from 26th and Bryant to Cort- 
 land and Banks via Mission Street and Cortland Avenue. Traffic 
 counts indicate clearly the necessity of extending this route, and 
 it will provide direct downtown service to the Bernal Heights dis- 
 trict, now served only by a cross-town connection. 
 
 Mission Short-Run to be routed out Mission Street as far as 
 Onondaga during rush hours only to relieve all long-haul cars using 
 Mission Street. 
 
 San Mateo Interurban to run on Howard instead of Mission as 
 far as 26th Street, so as to avoid the congested districts, and operated 
 with limited stops as far as the County line, so as to avoid short- 
 haul traffic. 
 
 Mission-Sixteenth (new line) to furnish rush hour tripper ser- 
 vice only from Sixteenth and Bryant to Richland Avenue, via 
 Bryant and Mission. This line will relieve the Fillmore-Sixteenth 
 and Bryant Street lines of the excessive transfer load now encoun- 
 tered at Sixteenth and Bryant, as well as accommodate Mission 
 Street short-haul. It should be extended to Kentucky Street along 
 Sixteenth, Seventeenth, and Eighteenth, or else: 
 
 Fillmore-Sixteenth should run more cars to the same terminal. 
 
 Valencia-Gough to be extended west on Sacramento to Presidio 
 Avenue and stub-ended at Presidio and California, which is a more 
 logical and convenient terminal, owing to its importance as a trans- 
 fer point. 
 
 SERVICE REDISTRIBUTION 
 
 In the assignment of service, the essential points to be considered 
 are: 
 
 First. Does the car loading indicate the need of additional 
 service as determined by (a) results of throat counts; (b) extent 
 of standing load; (c) seasonal variation; (d) standards of car 
 loading? 
 
 Hi 
 
 f '1 
 
Il *' 
 
 i' 
 
 r ! 
 
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 '1 
 
 ;! I 
 
 154 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Second. Do the earnings justify an increase in car mileage as 
 shown by (e) earnings and passengers per car mile; and (f) aver- 
 age passenger haul ? 
 
 Third, How may the service be increased with the minimum 
 increase in operating expense — dependent upon (g) increased speed 
 vs. more cars; (h) suggested improvements in city plan; (i) ex- 
 tensions and short-haul trippers; (j) car barn location and dead 
 mileage ? 
 
 Determination of Increase in Service. In general, there are 
 two criterions of service : 
 
 1. Reasonable headway on light Hues; 
 
 2. Relative loading on heavy lines. 
 
 If a light line is to operate at all, it must maintain a reasonable 
 headway — that is, 5 to 10 minutes, depending upon the locality — 
 whether or not the traffic is sufficient to fill all seats. On the other 
 hand, the headway on heavy lines is entirely a function of the 
 traffic and the permissible car loading. It is therefore manifestly 
 improper to base the increase in service upon the average car load- 
 ing for the entire system, but must be determined for each route 
 separately. Thus, while the average capacity of individual elec- 
 tric cars is 175% of the seats, the average loading on the entire sys- 
 tem for the heaviest 15-minute period of the day was only about 
 183% indicating that but little additional service is required — ob- 
 viously an erroneous conclusion, for the routes carrying an excess 
 over the comfortable capacity show average loading of 224% and 
 on some lines as high as 271% of seating capacity. f 
 
 Therefore, of the several methods to be applied, it appears that 
 the most accurate is to determine from throat counts during each 
 15-minute period of the rush hour how many additional trips are 
 required on each route to bring the loading down to the comfortable 
 standard. Moreover, whenever any line carries so much long-haul 
 traffic that passengers are required to stand for excessive periods, ad- 
 ditional service should be provided, even though the throat loading 
 is below the comfortable standard specified herein. 
 
 The loading standards fixed in Chapter 5 are based upon the 
 total amount of standing space available in the car when loaded 
 uniformly, but owing to unavoidable variation in loading due to 
 sluggish passenger movement, the real capacity of the car is propor- 
 tionately reduced. On this account, an extra margin of 10% has 
 been allowed for prepay equipment only when applied to an average 
 rush period rather than to individual cars. 
 
 On the above basis, it then appears that under traffic conditions 
 of July, 1912, 65 additional outbound trips, distributed as shown in 
 
 tFor detailed results of traflfic counts, see Table 25. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 155 
 
 FIGURE 38— DOWNTOWN TRACKAGE AND RUSH HOUR CAR SERVICE. 
 
 Plan of present trackage showing the car service now operated in cars 
 per hour, and the direction of car movement on each street. The redis- 
 tribution of service as dcv loped from traflfic counts is shown in parentheses. 
 The changes include principally increased use of Mission Street and of the 
 stub terminals south of Market, and the more even usage of the Western 
 Addition streets. By diverting practically all of the necessary increase to 
 Mission, Market Street service is practically limated to the present 
 amount. 
 

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 i 
 
 i 
 
 1 
 
 II '^ 
 
 
 J'* 
 
 i It' 
 
 I 
 
 1 
 
 156 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Table 27, were needed from the terminal district during the rush 
 hour. Using the present routing, this added service will call for an 
 increase of about 740 car miles, or 14.4% of the total rush hour 
 mileage of the system. 
 
 If the service over present routes is more effectively distributed 
 by the operation of short-run cars to logical turn-back points, as 
 recommended herein, the total saving during the rush hour (amount- 
 ing to 267 car miles or 5.2%) reduces the net increase required 
 over the present to 9.2% of the total rush hour mileage. 
 
 Applying the same number of rush hour outbound trips, dis- 
 tributed in the most logical manner to a system rerouted as recom- 
 mended herein, detailed in Table 26, the total saving in rush 
 hour mileage (355 car miles or 6% below that necessary for ade- 
 quate serine e on the present system) reduces the net increase to 7.5% 
 over the present. That is, approximately one-half the increase in 
 service necessary is saved by th€ rerouting plans. 
 
 Present Requirements. Inasmuch as the traffic has been 
 increasing 1/2% per month, the above estimates are, for present 
 traffic, probably too low, by 3>4% or 19 trips, making a total neces- 
 sary increase of 84 trips. And it will thus be evident that in order 
 that the service may keep pace with requirements of travel, the 
 Company should continue passenger counts at the various throats, 
 to intelligently apportion the service from time to time. 
 
 Finally, it appears that under present routing, while the addi- 
 tional rolling stock now on order would have sufficed for increased 
 service in July, 1912, about 84 additional cars are now needed as 
 nearly as can be estimated without further traffic counts; and the 
 records of passenger traffic indicate that at least 3 new cars per 
 month are now required, the rate increasing as time goes on. 
 
 One opportunity of reducing this demand for additional equip- 
 ment is open to the Company — 1. e., by an increase of schedule speed 
 through the various means suggested herein. Since 1908 this 
 speed has been gradually raised to 8.5 miles per hour, or about 12% 
 increase. 
 
 Midday Service. Owing to the large extra investment neces- 
 sary for short rush periods, the standards of loading as fixed are 
 necessarily high, and are not applicable to midday operation, when 
 the travel is fairly constant. On most lines the standard of a seat 
 for every passenger should prevail except that for short noon peaks 
 some standing will be unavoidable. Midday service on light lines 
 must necessarily be fixed by a reasonable headway irrespective of 
 the traffic carried. (See reference to headway, page 154.)t 
 
 tPlate 6 shows present rush and day headway. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 157 
 
 ■ION J. ARNOLD 
 
 too 
 
 ^. 
 
 _ . 
 
 s 
 
 T 
 
 i 
 
 ■i«/.:i »j I Ik i,c» • ifiv. f..\H I ^ :< K.1 1 i«si.« I all ife f :j i«f ..1 ■■■ va.^i ■• j' ii -••ii 
 
 FIGURE 39 —LOADING CHARACTERISTICS OF TYPICAL ROUTES. 
 
 Indicating the great variety of conditions to be met in serving long and 
 short-haul lines and those having heavy transfer traffic. *'A" shows the 
 heavy loading of south-bound trunk lines at Third and Kearny Streets. At 
 "B" practically the entire Market Street load transfers to the Castro Street 
 cable. At "C" half of the load transfers to and from Market Street. "E" 
 shows the importance of cross-town transfers to the Union Street line. "D" 
 indicates the heavy transfer load to Ellis-Ocean from the Haight Street ter- 
 minus at Stanyan Street. Observe that Sutter Street cars reach their maxi- 
 mum load within one-half mile of Market Street — ;. e., east of Stockton Street. 
 
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 4 
 
 i 
 
 If 
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 I 
 
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 'tl! 
 
 f ' > 
 
 158 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 During the periods of light travel, day and night, the schedule 
 speed should be increased to the maximum to compensate for the 
 shorter and fewer stops, thus effecting a saving in operation. And 
 with long headways, prompt dispatching of cars is necessary so as 
 to minimize variations in headway. Also, schedules should he care- 
 fully arranged for the maximum accommodation of passengers at 
 transfer points. 
 
 Owl Service. This is an indispensable part of the system which, 
 although mostly unprofitable, must be maintained as a public accom- 
 modation. A maximum headway of 30 minutes on important lines 
 and 60 minutes on the less important probably represents the rea- 
 sonable limits of convenience. The service lines at present operated 
 require one extension — from Haight and Stanyan to 20th Avenue 
 via Stanyan and Lincoln Way. 
 
 ROUTING FOR MUNICIPAL SYSTEM 
 Development vs. Competition 
 
 As presented in Chapter 3, the program of track extensions 
 recommended for a unified system of operation (irrespective of 
 ownership) may be segregated into — (a) lines which may form 
 part of a municipal system ; (b) lines which most logically form part 
 of the existing private system ; and Cc) additional extensions to both 
 miunicipal and private systems which might be warranted in case 
 direct competition should prove unavoidable. These would neces- 
 sarily involve considerable duplication in service and investment. 
 
 In Table 10. "Extensions to Unified System." there are indicated 
 certain lines which should be built first, and others to follow there- 
 after, all of which may be regarded as practically non-comipetitive 
 or development lines under the assumption that the Municipal 
 Railway is to be extended largely into unserved territory, i. e., to 
 develop new territory. In a strict sense, every municipal line will 
 be competitive in that it subtracts from the possibilities of the 
 present private system. This is particularly so in the Geary Street 
 line itself. However, if the Municipal system is expanded with the 
 primary object of developing the city, rather than absorbing as much 
 of existing traffic as possible, such a policy would become more justi- 
 fiable. 
 
 Routing— Development Lines. Upon this l>asis, certain 
 routes may be defined, based upon the extensions listed in the follow- 
 ing table, which appear to be warranted at the present time, as 
 traversing territory sufficiently settled to enable the system as a 
 whole to practically pay from the start. Unless at least a part 
 of the tunnel program is carried out. Geary Street must remain the 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 159 
 
 principal trunk line or entrance thoroughfare into the business dis- 
 trict. And on account of these limited entrance facihties, cross- 
 town lines with transfers must be depended upon to an unusual de- 
 gree, in order to avoid overloading Geary Street with an excessive 
 number of routes. 
 
 MUNICIPAL RAILWAY ROUTES.* 
 Largely Development, i. e., Non-competitive 
 NO 'tunnels except STOCKTON STREET 
 
 1. Ocean— GEARY, Thirty-third, Balboa, Forty-fifth, Cabrillo to Beach. 
 
 Short-run to Thirty-third Avenue.t 
 
 2. Sunset — GEARY, Tenth, Park crossing, Judah to Twentieth. Serves 
 
 as Geary Street short-run to Tenth Avenue. 
 
 3. Qi^— GEARY, Arguello, California, Thirty-third to Cliff. Short- 
 
 run to Thirteenth Avenue. 
 
 4. Laurel Hill Loo/>— GEARY, Presidio, Washington, Arguello, Geary. 
 
 Downtown loop — Kearny, Post, Stockton or Grant Avenue. 
 
 5. Presidio — GEARY, Van Ness, Union, Steiner, Greenwich, Baker to 
 
 waterfront; short-run to Baker. (To Presidio loop during Ex- 
 position.) 
 
 6. Masonic (Cross-town)— Cole, Waller, MASONIC, Geary, Presidio to 
 
 Pacific (possibly out Washington to Arguello Boulevard.) Alter- 
 native — split via Frederick, and Hugo to Seventh. 
 
 7. Van Ness (Cross-town) — From Harbor View via VAN NESS, 
 
 Eleventh (or Twelfth if Van Ness is extended) to Potrero Avenue. 
 (Extend down Potrero to Army Street during Exposition). 
 
 8. Stockton Tunnel —SI OCKJ ON, Columbus, North Point, Van Ness, 
 
 Exposition; extend south via Fourth, Bryant, Third to Depot. 
 
 9. Potrero —From Market via Seventh, Brannan, POTRERO, to Army 
 
 Street. SpHt with Potrero Hill line. (Extend later to University 
 Mound via San Bruno Road or Ocean Shore tracks, Silver Avenue 
 and Cambridge Street). 
 
 10. Potrero //»//— From Market via SEVENTH, Brannan, Eighth, Six- 
 
 teenth, Connecticut, Twentieth, Arkansas (regrade). Split with 
 Potrero Avenue. 
 
 11. Union Street — As at present. During Exposition additional route 
 
 from Ferry via Columbus, North Point, Van Ness, Exposition. 
 
 WITH TUNNELS^STOCKTON. BROADWAY, FILLMORE, TWIN PEAKS 
 
 13. Stockton-Chestnut —¥vom Depot via Third, Bryant, Fourth, Stock- 
 
 ton tunnel, Broadway tunnel, Van Ness, CHESTNUT to Divisadero. 
 Split to Exposition loop. 
 
 14. Union Street (Low Level) — From Ferries via Washington and Jack- 
 
 son, Cblumbus, Broadway tunnel, UNION, Steiner, Greenwich to 
 Baker Street. Split to Presidio and waterfront. (Substitute for 
 Presidio line via Geary Street.) 
 
 15. Fillmore— From Ferries via Market, Geary, FILLMORE tunnel, 
 
 (Siestnut Street. During Exposition, use Main and Presidio loops. 
 
 16. Fillmore-Church (Cross-town) —From Chestnut via FILLMORE, 
 
 Geary, Laguna, Guerrero, Sixteenth, CHURCH, Chattanooga tunnel 
 to Thirtieth Street. Split on Twentieth to Potrero Avenue. 
 
 17. • Masonic-Fillmore (Cross-town)— Split MASONIC cross-town at 
 
 Geary and Presidio via Geary and FILLMORE tunnel to Chestnut 
 Street. 
 
 •Trunk lines in capitals. • . %. t 
 
 tShort-run routes are designed for short-haul traffic only and the cart switch ba<:k 
 after this short-haul load has been distributed. 
 
 i 
 
.! ' 
 
 1 60 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 18. Tivin Peaks tunnel lines entirely dependent upon entrance possibili- 
 ties into Market and Mission Streets. Transit center in Block 
 No. 12 (bounded by Market, Mission, Eleventh and Twelfth), with 
 unusual transfer facilities, appears favorable for distributing to all 
 points of the city. 
 
 Municipal Competitive System. Assuming that a com- 
 petitive system must be developed, Fig. 10 indicates the possibilities 
 of such development by various construction stages. It will be 
 noted that a large amount of existing track of the United Railroads 
 has been commissioned for Municipal use under the State five-block 
 law, which authorizes joint operation (and maintenance) between 
 two independent companies. This joint trackage amounts to as 
 much as 15 miles out of a total for the system of about 110 miles 
 (of single track), of which about 80 miles is yet to be built. A 
 total investment of at least $6,5(X),000 is involved (including a prob- 
 able equipment of over 300 cars), exclusive of reconstruction of 
 existing lines upon which franchises have already expired. 
 
 In spite of the comprehensive nature of this Municipal plan, 
 many districts of the city cannot be served by it without unwarranted 
 investment, and even then the results would in many cases be un- 
 satisfactory, due to circuitous routing. While the Geary Street trunk 
 line is well suited to the development of Richmond, it is extremely 
 difficult to obtain adequate downtown terminal facilities for Munic- 
 ipal lines projected into the Mission, and all the possible Mission 
 routes must therefore be considered as inferior to existing routes in 
 directness and desirability. However, the best stub and loop ter- 
 minals now available under these limitations and those of the five- 
 block law have been selected. 
 
 On the other hand, for service in a northerly direction to the 
 Exposition, the Municipal routes are well located for direct routing 
 from the Mission. And the Union Street line, with its recommended 
 extensions, undoubtedly gives to the City a great advantage in the 
 matter of service lines from the Ferry to the Exposition. But it 
 must not be lost sight of that although these routes and lines may be 
 desirable per se, the absence of universal transfers necessarily dis- 
 courages the freest use of such routes, especially when operated in 
 competition with existing routes whose patrons enjoy universal 
 transfer privileges. Therefore, the practicability of many of these 
 lines depends largely upon what transfer facilities can be secured. 
 
 This is particularly true in the case of Municipal lines to be op- 
 erated through the Twin Peaks tunnel. Whether the Market Street 
 subway section be built, or, in lieu thereof, two additional tracks be 
 run on Market Street from Castro Street to Van Ness Avenue (as- 
 suming this right can be obtained) Municipal lines could not even 
 then reach the downtown district except in a circuitous manner, un- 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 161 
 
 less the tunnel lines were extended over an elevated structure in 
 Minna Street, as indicated in Fig. 19. Obviously, therefore, the 
 success of the Twin Peaks project for suburban service depends 
 largely upon the securing of through routing or transfer privileges 
 with existing lines. In the latter case, the establishment of a transit 
 center in Block 12 (Market, Eleventh, Mission, Twelfth) would be- 
 come a distinct convenience. 
 
 Rental Basis. These conditions suggest the desirability of 
 working out a rental plan by which the City would retain ownership 
 and yet secure the advantages of operation as part of the larger uni- 
 fied system. Such a plan would immediately make possible many of 
 these extensions now impossible, yet needed, and especially would 
 enable the entire city to benefit by maximum service to the Exposi- 
 tion on the most direct routes, while retaining in the City's hands 
 the indisputable control of the transit lines in that locality. 
 
 Or, in lieu of rental, it is quite possible that an interchange of 
 car service or of operating rights could be developed so as to pro- 
 vide maximum convenience to patrons of both Municipal and private 
 lines. This would be in the nature of ''through route" operation be- 
 tween independent companies, as is now in force throughout Chicago, 
 and only requires mutual agreement between joint operators respect- 
 ing equipment, schedules, power, maintenance, and exchange* of 
 transfers. 
 
 Parts of this general extension plan such as Church Street and 
 Army Street, are clearly desirable, and yet are seriously handicapped 
 if not rendered impracticable by lack of unification and transfers 
 with existing lines. Others are so clearly a duplication of invest- 
 ment for the purpose of competition as to be unwarranted except 
 under extreme conditions, viz., the Capp-Shotwell loop into the 
 Mission. 
 
 In conclusion, the only logical course for the City to pursue, 
 in my judgment, unless all hope of co-operation nnth existing com- 
 panies must he abandoned, is to install such Municipal routes as are 
 clearly of immediate necessity for properly serving the districts 
 covered and to secure as far as possible through route operation by 
 rentals or exchange of operating rights. Until the Municipal system 
 establishes itself, without question, as a stable, paying investment 
 (with proper allowances for maintenance, depreciation and renewals, 
 amortization and lost taxes) it would seem unwise for the City to 
 risk its credit in an extensive campaign of competition under the 
 distinct handicap of higher operatine costs and Hmited transfer 
 facilities. For it clearly must depend upon its credit to make pos- 
 sible the large bond issues necessary for future railway construc- 
 tion. 
 
 i I 
 
lit! 
 
 1 
 
 A 
 
 i 
 
 R i n 
 
 162 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 MUNICIPAL ROUTES— COMPETITIVE 
 
 1. Mission Loop —From Army via Capp and Shotwell, Howard, Twelfth, 
 
 Van Ness, GEARY. During Exposition extend via Van Ness to 
 Exposition loop. Alternative— via Howard, Ninth, Larkin, Turk 
 and Eddy loop. 
 
 2. Church Street— From Mission via Thirtieth, Church, Chattanooga 
 
 tunnel, Market (four-tracks). Van Ness, GEARY. 
 
 3 Army (Cross-town) —From Kentucky via ARMY, Church, Twenty- 
 sixth, to Castro. (The line really non-competitive, but dependent 
 upon transfer from competitive lines.) 
 
 4. Masonic Loop — From Masonic Avenue via Hayes, Divisadero, OAK, 
 Van Ness, McAllister, Larkin, Turk-Eddy loop. 
 
 5 Scott-Twentieth (Cross-town) —From Geary Street via Pierce, Ful- 
 
 ton, SCOTT, Duboce, Noe, Sixteenth, Church, TWENTIETH to 
 Potrero Avenue. 
 
 6 Buena Vista— From Buena Vista Heights via Park Hill, Fourteenth, 
 
 Castro, Duboce, Scott to OAK Street. Split with Masonic loop Ime. 
 7. Laguna-San Jose (Cross-town)— From Geary via LAGUNA, Guer- 
 rero, Seventeenth, Valencia, SAN JOSE, to Bernal Cut. 
 
 DOWNTOWN TERMINALS (ALTERNATIVE) 
 SOUTH OF MARKET STREET LINES 
 
 (1) SEVENTH Street lines stub at Market Street, or 
 
 (2) SEVENTH Street lines loop via Folsom, Second, Mission and 
 
 Seventh Streets. 
 
 (3) FIFTH Street lines loop via Folsom, Second, Mission and Fifth 
 
 Streets. (Alternative entrance to Potrero lines.) 
 
 NORTH OF MARKET STREET LINES 
 
 (4) GEARY, Kearny, Post, Stockton (or Grant Avenue and Geary 
 
 Street). 
 
 (5) LARKIN, Turk, Mason, Eddy and Larkin Streets. 
 
 Location of Outer Terminus of Geary Street Road 
 
 Originally the intent of the Geary Street bond issue was to 
 continue the operation of Geary Street cars over the present tracks 
 on Point Lobos Avenue, thence from the present terminal at 33d 
 Avenue over the tracks of the United Railroads on the Clement 
 Street line as far as Cliff Avenue ; thence to construct new tracks 
 along Cliff Avenue to 48th Avenue, thence around Sutro Heights 
 to the Beach, returning by the same route. But before building over 
 this route the following points should be determined : 
 
 1. Can the right to run over the tracks of the United Railroads 
 for more than five blocks be acquired? (If not, this probably can 
 be done by acquiring property rights between 38th and 39th Ave- 
 nues, in order to accomplish the extension of Cliff Avenue to con- 
 form to the five-block joint operation law). 
 
 2. Can the standard rolling stock operate with safety on the 
 steep grades and curves of the road to the beach as originally 
 contemplated ? 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 163 
 
 3. Will this route secure in the best manner the development 
 of west Richmond? 
 
 4. Is it desirable from an economic standpoint to superimpose 
 two competitive routes serving practically the same outlying ter- 
 ritory ? 
 
 Available Streets. A study of the grade map of Richmond 
 shows only two available outlets to the beach—Point Lobos Avenue 
 and Cabrillo Street— and that on the former, west of 47th Avenue, 
 there is about 3,200 feet of continuous grade of 8% to 9.2%. 
 Balboa Street, west of 33d Avenue as far as 47th Avenue is suit- 
 able for a car line, but only two descents from Point Lobos to Bal- 
 boa Street are available— 34th Avenue and 38th Avenue. Be- 
 tween Balboa and Cabrillo S'reets, only three low-grade passes 
 exist west of 33d Avenue — 45th Avenue (regraded to 5.6%), 41st 
 Avenue (6.7%), and 37th Avenue (5.8%). 
 
 Thus the only method of reaching the beach and avoiding 
 the long and dangerous grade around the Qiff is the gfradual 
 descent from Geary to Cabrillo Street, laid out to follow the con- 
 tours. Although the Cliff House grade is not impossible, it is cer- 
 tainly not advisable with standard equipment, if it can be avoided. 
 
 Important Connections. The development of Lincoln Park 
 will probably make it desirable for the Geary Street road to reach 
 the main Park entrance which will be at either 33d or 34th Avenue. 
 This can readily be accomplished by joint operation over the pres- 
 ent lines of the Cement Street route in 33d Avenue, and thence to 
 
 any desired point. 
 
 Sutro Heights, Sutro Baths, and the Cliff House are at present 
 served by two existing routes leading from the business district by 
 fairly direct lines. 
 
 In Golden Gate Park, the entrance near Spreckels Lake in 
 37th Avenue offers a direct path to the Stadium, and connects by 
 a logical Park crossing with the Sunset District bv a cross-town 
 route already planned on 33d Avenue, as far as Sloat Boulevard. 
 
 The ocean front is now served by two existing routes, whose 
 carrying capacity is taxed to the utmost on Sundays and holidays. 
 
 Development. Owing to the fact that Balboa Street is in- 
 termediate between Geary and Fulton, and two blocks distant from 
 each, it is reasonable that this street requires and will be most 
 responsive to additional transportation throughout its length. But 
 as it is impossible to descend to the beach without very extensive 
 regrading, the following routing appears to best meet present 
 requirements: on Geary Street to 33d or 34th, to Balboa, to 45th, 
 to Cabrillo, to the beach; return by the same route. 
 
 H 
 
i 
 
 . ■ 
 
 EXTENT Or»TANOIN»LOAD» 
 
 LOADINO ZONES- ya OP MAXIMUM COAO 
 
 NOTE STANDING LOADS RErtRRtO TO SEATS 
 
 LOAD ZONES INDICATE RIOIM6 HABIT ONC< 
 
 FIGURE 40— LOADING ZONES AND EXTENT OF STANDING LOAD. 
 The general character of rush hour travel within the city may be best 
 indicated by zones of car loading at various points along the route (ex- 
 pressed in per cent of the maximum load on the car.) Thus the 100 A zone 
 or loading district, shown by the cross-hatched area, extends far down into 
 the Mission, and the half-load zone correspondingly further. That portion 
 of the system shown in black lines indicates the extent of the average stand- 
 ing load, which represents the portion which should be covered by short- 
 run routes. The long standing load through the Mission and South San 
 Francisco districts as compared with the Western Addition travel ,s appar- 
 ent, and it is this traffic which should be relieved m the redistribution of 
 service contemplated. 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 165 
 
 An alternative, designed to cover the- largest amount of un- 
 developed territory in west Richmond consists in separating the 
 Geary Street /extension into two single-track lines as follows, 
 these to be laid on one side of the center line, so as to be in proper 
 position for future double-tracking when desirable: Geary Street 
 to 33d or 34th, to Anza, to 39th, to Balboa, to 45th, to Cabrillo, to 
 beach; returning, Cabrillo to 37th, to Balboa, to 33rd or 34th, to 
 Geary. This separation of tracks would inclose 13 blocks, but 
 would inconvenience somewhat passengers residing on the higher 
 levels. 
 
 Recommendation. The former plan is recommended for the 
 present extension of the Geary Street road and coupled therewith 
 the ultimate intention of extending the Balboa Street line east- 
 wardly into Turk Street, which is very desirable to preserve; for 
 this is the only remaining direct thoroughfare from the business 
 district to the beach, unoccupied by car lines and which does not 
 present impossible physical disadvantages in the way of regrades. 
 The 34th Avenue section (or 33d regraded) in Sunset should be 
 extended to Golden Gate Park, via 37th and a connection made 
 with Lincoln Park as above indicated. 
 
 GENERAL DISCUSSION OF TRAFFIC 
 AND SERVICE IMPROVEMENTS 
 
 As a means of determining actual riding characteristics, typical 
 trip counts were made on each line during the rush hour, which in 
 general indicate: (1) standards of service: (2) desirable limit for 
 effective short-run routes; and (3) necessity for extension of the 
 line — generally indicated by abrupt loading or unloading at the 
 beginning or end of a route. (Observed data, Table 25.) 
 
 Passenger Flow. These results in composite form indicate 
 the actual passenger flow in various streets during the rush hour, 
 as shown in Plate 9. It is evident that for most efficient operation, 
 service should be proportioned to the traffic as near as possible so 
 long as a reasonably short headway is provided. In rerouting it has 
 been the aim to "taper off" the service by the provision of short- 
 haul runs and rush hour trippers, so as to conform to the actual 
 variations in traffic shown. In this regard the problem is analogous 
 to a system of tapered water mains. 
 
 Standing Load. Within the loading district, outbound cars 
 were usually filled beyond their seating capacity before reaching 
 Third or Kearny Streets, and this standing: load continued into the 
 Richmond, Sunset and Western Addition districts for 20 to 25 min- 
 utes, and as much as 40 minutes into some parts of the Mission, rep- 
 resenting about a 6-mile haul. This condition is clearlv showti in 
 
 If 
 
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 if ' '• 
 
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 It 
 
 |i; , 
 
 II '" 
 
 1 I 
 
 1* 
 
 i 
 
 1 1 
 
 Hi , 
 
 1 66 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the load zones (Fig. 40). The great extent of this standing load 
 indicates in a general way the necessity for relief by short-haul 
 trippers within these same limits. 
 
 Average Ride, Although the riding habit in San Francisco is 
 very high, the average length of car haul — 4.55 miles — is low as com- 
 pared, for example, with Pittsburgh 5.13 miles, and Chicago 5.78 
 miles. Further, the average passenger ride here is also shorter — 
 ! .68 miles for the entire system ; or reduced to a basis of cash passen- 
 gers only, this corresponds to an average passenger haul of 2.4 
 miles for a single fare. Short car haul may be an indication of 
 profitable operation — although not necessarily so — but the combi- 
 nation of high riding habit and short average passenger haul, with- 
 out question, justifies a high standard of service. (See Table 28.) 
 
 Variation in Traffic. To provide uniform service through- 
 out the year the conditions of travel with reference to the increase 
 in service necessary to meet seasonal variation, as well as normal 
 growth, require continuous study. That this seasonal variation in 
 San Francisco is relatively small is indicated by the typical records 
 (Fig. 43), and this fact relieves the Company from a large amount 
 of investment in extra equipment idle much of the time. 
 
 Route Earnings, An accurate impression of the relative 
 importance of the various lines from a standpoint of traffic and 
 earnings may be obtained from Fig. 41, expressed both in totals 
 and per car mile. Thus, the total earnings of the six heaviest lines 
 — Haight, Valencia, McAllister, Ellis-Ocean, Turk-Eddy and Mar- 
 ket Street— are about 2^^ times the average for the system. For uni- 
 formity, all car-mile ratios have been calculated on the basis of an 
 average car of 44 seats, irrespective of the actual type operated, on 
 the assumption that for a given number of seats per hour operated, 
 the same riding would occur regardless of the size of the car. 
 
 Against actual earnings of about 36 cents per car mile for the 
 entire system, the first three routes mentioned above earn about 50 
 cents per car mile, and the Market. Kearny and Powell lines about 
 60 cents. On the other hand, 25 routes earn less than the average and 
 ten, including the Parkside, Mail Dock and Pacific Avenue lines, 
 do not pay average operating expenses. One route — Bosworth — 
 carries passengers free. This diagram clearly emphasizes the fact 
 that a railway system necessarily consists of a number of high earn- 
 ing lines, and many that do not pay fixed charges or in some cases 
 even operating expenses. 
 
 The ratio, total passengers per car mile, is a relative index 
 either of car loading or shortness of ride. Thus, the cross-town and 
 transfer lines show extremely high traffic per car mile, due in gen- 
 
 w 
 
 
 
 -H 
 
 yi 
 
 -<■ 
 
 < 
 
 _u_ 
 
 COMPARATIVE RECORD OF TRAFFIC 
 
 BY ROUTES - TYPICAL MONTH - JULY, 1811 
 
 )ASSE46ERS AND 
 
 AVCRAC E EAR* INeS P LR CAR ^ILB Y 
 
 0PERA1|l 
 
 & - n 
 
 CAR 
 TO 
 
 ILE RATIOS 
 COrtRCSPOND 
 
 NO CXr ENSES I NCLUOII IS TAXE & AND I lEPRECI ATION 
 '»-C»i><;6HT{ 
 
 EARh 
 
 EDUC to TO a KAT 
 
 A SIANOARD 
 
 INGS 
 
 LAR Mil 
 
 PER :AR WILE 
 
 M 
 
 UE BA< 
 
 i CAT 
 
 »B.SS 
 
 feilSter 
 
 Ci^R 
 
 CENTS 
 
 Iltn]:¥ 
 
 18 
 
 !l!llll!l!!!l!li!llll!l!ll!!l!l!l!lllli....... 
 
 FIGURE 41— COMPARATIVE RECORD OF TRAFFIC BY ROUTES. 
 
 Relative importance of the various routes shown by the height of the 
 solid lines, transfer business being indicated by the open lines. The wide 
 variation in the earning capacity of the routes is apparent, indicating 
 that a system is necessarily made up of a few very profitable lines, many 
 of average earning capacity, and some that do not pay operating ex- 
 penses. 
 
 Car mile ratios have been reduced to a common basis, assuming a 
 standard 44-seat car. The earnings are generally speaking, high, as 
 compared with other cities. Eight routes earn about 50 cents per stand 
 ard car mile. 
 
i 
 
 i 
 
 r f 
 
 168 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 eral to short haul, while on the Bryant Street line it is due to limited 
 
 service. 
 
 The effectiveness of cross-town lines such as Fillmore, Kearny 
 and Polk, is shov/n by the large proportion of transfer traffic, rang- 
 from 61% to 9S% of the revenue traffic, as against an average of 
 43% for the entire system. The fact that the Kearny Street line, 
 in addition to the high transfer traffic, carries more cash passengers 
 per car mile than any other electric line, is evidence both of heavy 
 traffic and short haul. 
 
 Operating Methods 
 Transfer System. The transfer policy of the United Rail- 
 roads in some respects is entirely too liberal, although the intent 
 is to allow transfers between intersecting lines at all points where 
 round trip or loop riding unJl not result. How completely the city 
 is covered and the minimum number of transfers necessary to 
 reach any destination from an originating line are shown in the 
 transfer charts. Fig. 42. Transfers are punched to show only the 
 time limit and the direction the car is moving, the destination line 
 not being indicated, so that any transfer is good within its time limit 
 at any proper intersection. However, with the excess time almost 
 invariably allowed, the use of a transfer as a stop-over becomes an 
 easy matter. Passengers may transfer on a transfer by using cross- 
 town lines (Polk, Fillmore, Kearny) which validate all transfers 
 without lifting them, or else they are entitled to a second transfer 
 only restricted to terminal lines. On the two downtown cross lines — 
 f. e., Kearny and Polk Streets — there is no limitation as to direction 
 on the transfers. A study of this transfer system reveals the follow- 
 ing discrepancies and desirable changes: 
 
 1. The lists of transfer points printed on the slips, which is the 
 only information available to the public, are incomplete. 
 
 2. The opportunity for error on the part of the conductor is 
 increased by the similarity in appearance of all transfers. The va- 
 rious routes should preferably be identified by distinctive colors. 
 
 3. No complete record of transfers is kept, so as to cover 
 cross-town lines. All transfers collected or validated should be re- 
 corded either by exchanging transfers or by using a form of split 
 transfer having a detachable slip. 
 
 4. Routes operated on the same street do not provide uniform 
 transfer privileges. 
 
 5. Round trip riding is not eliminated and could justly be 
 reduced by limiting the sequence of issuing transfers in certain 
 cases. Some of the round trip rides now possible are: (a) from 
 Stanyan and Haight— east on Haight, south on Fillmore, stop-over, 
 west on 18th to end of line, on€ block from starting point, (b) 
 
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 FIGURE 42— GRAPHICAL RECORD OF TRANSFER STATUS. 
 This answers the question whether transfer facilities in San Francisco 
 are liberal or otherwise by indicating the transfers granted from any line 
 in the city to any other line, and the number of transfers necessary if a 
 direct transfer is impossible. Black spaces indicate unlimited transfer in 
 both directions ; black triangles, limited transfer in one direction only. 
 There are comparatively few dots indicating points where no transfers arc 
 given. Some additional transfers are now allowed as shown by the cross- 
 hatched squares, in addition to the transfers shown in black, which represent 
 those actually printed on the transfer slips, and there are comparatively few 
 points indicated by the dotted areas where further transfers should be 
 given. 
 
 ! 
 
V.'^ 
 
 t' 1 
 
 i II 
 
 170 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 from 19th and Sloat Boulevard— inbound via Ingleside, stop-over 
 in city, outbound via Ellis & Ocean, to Parkside south returning to 
 starting point. 
 
 Speed. I'nder present ordinances the City imposes the fol- 
 lowing restrictions on car speed, the limits fixed probably referring 
 to maximum rather than schedule speed: 
 
 North of Market — 
 
 10 m. p. h. east of Larkin. 
 
 12 " between Larkin and Divisadero. 
 
 15 " west of Divisadero. 
 
 South of Market — 
 
 10 m. p. h. north of Division and Ninth. 
 12 " north of Duboce, Castro and 18th. 
 15 " south of Duboce, Castro and 18th. 
 For undirected vehicles such as automobiles, the limit applied 
 is 8 m. p. h. within the fire limits and 12 m. p. h. outside. These speed 
 limits as applied to street cars should be either raised or removed 
 since they are impossible of fulfillment if the railroad is to operate 
 at all. To obtain a reasonable schedule speed and at the same time 
 keep acceleration and retardation rates within limits comfortable to 
 passengers, speeds of from 15 to 20 m. p. h. between stops must be 
 reached. The convenience of the riding public is predominant, and 
 it is illogical for the City to place burdensome restrictions upon 
 directed vehicles under power brake control upon which practically 
 the entire population of the city depends for transportation. Every 
 reasonable facility should be aflForded the railway to inaugurate 
 the fastest possible schedules consistent with safety. 
 
 Running Time. The great variation in running time to various 
 parts of the city is accurately shown in the time zone map, Plate 3. 
 Thus, in Richmond, 33rd Avenue is reached in 30 minutes while 
 on Union Street the 30-minute zone only reaches the Presidio, 
 and on Lincoln Way via Ellis & Ocean only Ninth Avenue. Like- 
 wise it is possible to go 30% further south in the Mission than via 
 San Bruno Avenue. Roughly speaking, the 30-minute zone ex- 
 tends from Baker's Beach to South Basin, embracing about one- 
 half of the city. It is safe to say that by logical and direct routing, 
 running time on some lines may be improved perhaps one-fifth, 
 particularly into Sunset, Merced and San Bruno districts. In many 
 cases, shorter and fewer stops may be taken advantage of to con- 
 siderably increase midday schedule speed. 
 
 Tandem Operation. Two-car stops and crossings have been put 
 into practice on Market Street with marked success.f The crossing 
 
 ■^his improvement was recommended in Chapter 6 — Relief of Congestion on Lower 
 Market Street. 
 
 I 
 
 !f 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
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 FIGURE 43— TYPICAL SEASONAL VARIATIONS IN CITY TRAFFIC. 
 
 Railway service in San Francisco is unusual in the slight variation from 
 season to season, as compared with other cities. These curves show typi- 
 cal traffic characteristics of various routes in the record of, (a) passengers 
 carried; (b) car miles run; and (c) ratio, passengers per car mile. Car 
 mileage should be approximately proportional to the travel; and under ordi- 
 nary conditions, if service has been properly distributed from time to time, the 
 ratio — ^passengers per car mile on any line — should remain about constant, 
 which fumis)i€s an index of how much attention is paid to variation of traf- 
 fic and proper service distribution. Within certain limits this ratio indicates 
 also the relative loading of cars. 
 
1 72 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 capacity at congested points has been practically doubled, and 
 about ten minutes delay in running time on Market Street has been 
 eliminated. But the enlarging of the loading platforms to the 
 recommended dimensions and a systematic method of car dispatch- 
 ing still remain to be perfected, especially in connection with the 
 additional traffic expected from Geary and Sutter Streets. 
 
 Limited Stops. While in the loading district frequent 
 stops are to an extent unavoidable, it is necessary to increase the 
 spacing in the outlying districts in order to attain a more satis- 
 factory speed. A minimum distance between stops of 500 ft. is 
 entirely reasonable, and even this permits a schedule speed of 
 only about 7 miles per hour if all stops are made. In the Western 
 Addition the stops are fortunately spaced as much as 481 ft. 
 apart along trunk lines ; but in the Richmond and Sunset districts 
 the blocks east and west are only 310 ft. long, which practically 
 necessitates stops at alternate streets. This should not be regarded 
 as a hardship, especially since it is just about equivalent to ^^sopa 
 every block in the north-south direction. In such localities, discrimi- 
 nation could be avoided by stopping inbound cars at even numbered 
 and outbound cars at odd numbered streets. In future subivisions. 
 care should be taken to approximate a 500 ft. block with the long 
 side in the direction of trunk lines. 
 
 In all parts of the city where the stopping point is not clearly 
 defined by street locations, white posts, suspended signs, or 
 trolley poles painted white should be used to fix the location, 
 especially where stops at alternate streets are made. 
 
 STOPS PER MILE 
 
 Street 
 
 Section 
 
 Possible 
 stops per 
 
 mile 
 Average 
 
 10.0 
 
 11. 
 
 17. 
 
 It. 
 
 13. 
 10 
 
 Polsom Ferry to Army 
 
 Sutter and ^ . . ^ , 
 
 Sacramento. . Market to 1st Avenue.. 
 
 California 1st Ave. to 33id* 
 
 3rd & Kearny Broadway to Berry 
 
 Kentucky King ro 33rd Ave 
 
 Market Ferry to Castro 
 
 McAllister Market to 1st Ave 10 . 7 
 
 Pulton 1st Ave. to 48th* 16-5 
 
 Sacramento Market to Fillmore 114 
 
 Polk and Larkin. . Market to Lombard . 
 
 Fillmore Market to Broadway. 
 
 Haight Market to Stanyan . . 
 
 Lincoln Way 1st to 48th* 
 
 Mission Ferry to 26th 
 
 15 4 
 14.6 
 10.9 
 16.5 
 8.6 
 
 Oeary Market to Presidio HI 
 
 Geary Presidio to 10th Ave.*.. . 17.8 
 
 *Alternate stops should be made. 
 
 Actual 
 stops per 
 
 mile 
 Average 
 
 10.0 
 
 9.0 
 12.5 
 11.6 
 
 7.7 
 
 6.9 
 
 9.8 
 
 6.0 
 11 4 
 14.8 
 14.2 
 10.9 
 
 5.0 
 
 7.5 
 
 9.4 
 16.1 
 
 fc Actual 
 
 stops to 
 
 possible 
 
 stops 
 
 100.0 
 
 79.0 
 72.2 
 100.0 
 .58. 4 
 65.6 
 91.5 
 37.4 
 100.0 
 96.0 
 97.4 
 100.0 
 30.2 
 87 1 
 84.7 
 90.3 
 
 Average 
 distance 
 
 Actual 
 528 ft. 
 
 587 " 
 422 " 
 45.'^ " 
 686 " 
 764 " 
 538 " 
 880 " 
 464 *• 
 356 '• 
 372 •* 
 485 " 
 1056 " 
 703 " 
 562 " 
 328 " 
 
 REROUTING AND SERVICE DISTRIBUTION 
 
 173 
 
 "Car Full" Signs. While generally distasteful to the 
 American public, this method of securing limited loading of cars 
 is justifiable to avoid extreme variations in loading and headway, 
 and increase schedule speed by making fewer and shorter stops. 
 Better service will in the end result, provided of course that a 
 sufficient number of cars are operated. 
 
 Headway. Variations in headway during the rush hour 
 are often unavoidable, resulting from the excessive congestion 
 and delays at street crossings and loading points. Numerous 
 observations, however, show that even during the midday there 
 is a wide variation in headway, which could be reduced by a more 
 careful system of dispatching and inspection, especially at ter- 
 minals. In many cases one car "creeping" on series to avoid 
 overrunning its schedule at terminal may disarrange the headway of 
 an entire t' ink line. 
 
 Electric Switches. The present use of electric switches 
 controlled by the motorman from the car platform is commenda- 
 ble, and important branch-offs should be so equipped in order 
 to reduce delays at intersections. 
 
 Observed Infractions of Operating Rules, and Suggested 
 
 Revisions 
 
 1. Trainmen not to smoke while on duty. Passengers on 
 owl cars not to smoke in closed section of car. 
 
 2. Cars to be started only after signal from conductor. In- 
 spectors or traffic police should stand at rear step and prevent pas- 
 sengers from boarding after rear platform is crowded and car is 
 ready to proceed. 
 
 3. As the topography of the route dictates the rules to be fol- 
 lowed by cable cars, special rules are necessary for each separate 
 line. A far-side stop at all street intersections, and especially at 
 railway intersections, should be used in preference to a near-side 
 stop, thus minimizing the chance of accidents if a defective cable 
 should make it impossible to control the car. 
 
 4. Over-crowding of cars until the rear platform, fenders and 
 wheel guards are used by patrons can not be remedied except by 
 the addition of more cars to the service. 
 
 5. Bulky packages permissible on cars should be loaded on 
 front platform instead of being carried through car, and only 
 when passengers are not delayed in transit. 
 
 6. Both trainmen should not leave the car at the same time 
 during a blockade or while car is delayed on its run. 
 
 m 
 
I 74 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 7 At intersections, cars on straight tracks should have right 
 of way over ''branch oflf" cars. Cable cars should have unques- 
 tioned right of way over electric cars, and should use this advantage 
 in making far-side stops. This rule is imperative, but mfractions 
 are common (as at Sutter and Powell Streets). 
 
 8. Conductors should announce all streets and transfer routes. 
 
 9 Route signs should be correctly displayed and changed to 
 indicate the destination of the next half trip at the terminal only. 
 If it is necessary to "short run" a single car, an announcement by 
 the conductor to all boarding passengers and the issuing of emer- 
 gency transfers should be required. 
 
 10. Cars should not leave transfer points so quickly as to pre- 
 vent the transfer of passengers from an intersecting car that has 
 reached the stopping point before the waiting car is ready to pro- 
 ceed. This rule should be followed on cross-town Imes especially^ 
 and on all lines during the light hours of travel. 
 
 11. Reckless running on heavy down grades to make up time 
 should be distinctly prohibited, and penalized. 
 
 12. Power should be shut off at street intersections whether 
 or not a stop is made. 
 
 13. Gong should be sounded before cars are started. 
 
 14. Gates on the front platform of a prepay car should be 
 opened at every stop, to encourage forward movement through the 
 
 car. 
 
 15. Buzzer signals operated by passengers should be recognized 
 by the motorman without additional signal from the conductor. 
 
 
 PART III 
 IMPROVEMENTS IN ROLLING STOCK 
 
 Chapter 8. Design of New Rolling Stock. 
 Chapter 9. Improvements in Existing Rolung Stock. 
 
i 
 
 'n\ 
 
 CHAPTER 8 
 
 DESIGN OF NEW ROLLING STOCK* 
 
 Municipal Railway Cars, Geary Street Line 
 United RaUroads 1912 Car, "California" Type 
 
 A verp important factor in determining the attitude of the public to- 
 ward a street railroad is the adequacy of the equipment used; and where 
 the road is municipally operated it is especially important to maintain the 
 highest standards. The essentials are: (a) comfort of passengers con- 
 sistent with reasonable capacity: (b) rapid loading and unloading; and 
 (c) minimum interference with other vehicles. This chapter embodies de- 
 tailed recommendations for the construction of the municipal railway cars^ 
 covering type, general design, and seating and platform arrangements; also 
 recommendations for modifying the proposed design of the new 1912 
 United Railroads car, calculated to make it more suitable either for (a) 
 standard equipment, or (b) operation on special lines only. 
 
 I. MUNICIPAL RAILWAY CARS 
 
 After close observation of the various types of cars in use in this 
 city, in Oakland, Berkeley, and the other bay cities, and taking into 
 consideration the weather conditions that prevail in the City of San 
 Francisco throughout the year, I am of the opinion that a car having 
 a closed section and one or more open sections will be more satis- 
 factory to the patrons of the Geary Street line than a completely 
 
 closed car. 
 
 I am also satisfied that if such a type of car can be equipped, in 
 the main, with cross seats which can always be made to face for- 
 ward, the advantages of having the combination of the open and 
 closed feature with the cross-seat feature will be instrumental in 
 encouraging traffic which would otherwise be lost if the line 
 were equipped with closed cars. 
 
 If, to the above advantages, there is added the pay-as-you-enter 
 principle properly applied, which has proven to be advantageous 
 in other cities, not only in the reduction of the number of accidents 
 to passengers, but otherwise, a car will be secured which in my judg- 
 ment will be best adapted, all things considered, to the San Francisco 
 climate and to the Geary Street line. 
 
 In determining a suitable seating arrangement of the car, various 
 combinations of seats have been considered, with the object of de- 
 
 *Formerly Preliminary Reports No. 1 and 7-1, submitted Feb. 7. and Aug. 21. 1912. 
 
 \i 
 
1 78 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I 
 
 NEW ROLLING STOCK 
 
 179 
 
 FIGURE 44— NEW MUNICIPAL RAILWAY CAR. 
 
 Embodying the most advanced standards of comfortable seating arrange- 
 ment, quick loading and unloading, rapid operation and safety m a "Cali- 
 fornia type" prepayment car. This design conforms to the Chicago standard 
 making it possible to save 18 inches from the width of roadways while still 
 preserving ample passenger carrying capacity according to standards that 
 may be properly imposed by the municipality in railway service either on 
 its own lines or those of private companies. This car can comfortably ac- 
 commodate from 80 to 90 passengers, or 105 in emergencies, without undue 
 crowding. During the first few days of operation loads as high as 14i) 
 passengers per car were carried. 
 
 termining upon an arrangement which would provide maximum 
 comfort to passengers together with adequate capacity for handling 
 loads at times of maximum travel. Fundamentally, a car adapted 
 for handling maximum loads (that is, one possessing the maximum 
 number of seats as well as the maximum carrying capacity) is a 
 car equipped throughout its length with longitudinal seats facing in- 
 ward. On the other hand, the car providing maximum comfort for 
 passengers and minimum overload capacity is one equipped with cross 
 seats throughout its length, facing forward. The problem, there- 
 fore, is to provide a car which will give maximum comfort to the 
 greatest number of seated passengers, and at the same time provide 
 sufficient reservoir or storage space for standing passengers so as 
 to rapidly absorb the inflow of passengers at times of maximum 
 travel ; and I believe the arrangement above recommended, seating 
 44 people comfortably, will best meet the conditions prevailing on 
 the Geary Street line and its probable connections. 
 
 Specifications for both steel and semi-steel cars for this line, 
 previously prepared by engineers for the City, have been submitted 
 to me and they call for thoroughly first-class construction and show 
 evidence of careful design ; and had cars built to these specifications 
 been purchased by the City, the line would have been equipped 
 with high-grade rolling stock of the closed type. But in review- 
 ing these plans and specifications it has occurred to me that 
 certain modifications, if adopted, would make a car some- 
 what lighter and I believe better adapted for service on the Geary 
 Street line, the principal changes being as follows : 
 
 1. The abandonment of the fully closed car body feature, 
 and the substitution therefor of a partly closed and partly open body 
 type with the closed part in the middle and the open parts at the 
 ends. 
 
 2. The substitution of raise sash in the closed portion 
 of the body for drop sash, thus permitting a lighter and nar- 
 rower construction, the recommended car being 8' 6" wide instead 
 of 8' 9". 
 
 3. The elimination of glass windows in the open parts 
 of the car, leaving only flexible drop curtains, thus saving some 
 weight and the cost of furnishing and maintaining windows and 
 sash. 
 
 4. The substitution of the arched roof for the monitor 
 deck type, the former making equally as good as well as a lighter 
 and stronger car for less first cost and also one which will permit ade- 
 quate ventilation in the closed part of the car by means of automatic 
 ventilators of a suitable type. 
 
 5. The introduction of automatic exhaust ventilators in 
 the closed portion of the car with provision for ingress of fresh 
 air when the doors of the closed compartment are closed. 
 
 6. The rearrangement of the operating apparatus on the 
 platforms, such as controllers, air-brakes, hand-brakes, etc., changes 
 in the design of the guide rails, and the adoption of the small 
 master controller of the remote control system, all of which will 
 greatly increase the reservoir capacity of the platform and permit 
 rapid loading by allowing a greater number of passengers prompt 
 access from the street to the platform. This will enable the car 
 to start and get away quickly instead of waiting for these passen- 
 gers to file singly by the conductor before the starting signal may be 
 given. 
 
 7. The retaining of the advantages of the cross-seat 
 feature and adding four additional cross seats (all of which are 
 located in the open section of the car) thus permitting part of the 
 outside riders to ride face forward instead of facing inward, al- 
 
 ! 
 
INTENTIONAL SECOND EXPOSURE 
 
 178 
 
 SAN n<ANCISCO TRANSPORTATION FACILITIES 
 
 NEW ROLLING STOCK 
 
 179 
 
 |.|,;( UK 44_XK\\ MINKIPAL RAILWAY CAR. 
 
 l.nilxxlvin^ llu- most atlvanctMl standards of comfortable seating arrange- 
 ment, quick loading and unloading, rapid operation and safety in a **Cali- 
 fnrnia tvpe" prepavment car. This design conforms to tlie Chicago standard, 
 making it possible to save 18 inches from the width of roadway-, wlule still 
 preserving ami)le passenger carrying capacity according to standards that 
 may he i)roperlv imposed by the municipality in railway service, either on 
 its own lines or those of private companies. This car can comfortably ac- 
 commodate from 80 to 90 passengers, or 105 in emergencio. without undue 
 crowding. During the first few days of operation loads as high as 143 
 passengers per car were carried. 
 
 tcniiiiiiniL;- iiimmi an arraiii.;cnKMit which would pn>vi(lc niaxinuini 
 comfort to passcii.^crs toorethcr with acleqiiatc capacity for handHui; 
 loads at times of maximum travel. Inmdamcntally, a car adapted 
 for handliiiir maximum loads (that is. one possessinir the maximum 
 numher of seats as well as the maximum carryinij: capacity ) is a 
 car equipped throus.jhout its len.u:th witli loni^ntudiual seats facinj^ in- 
 ward. On the other hand, the car providing;- maximum comfort for 
 passengers and minimum overload ca])acity is one ecjuipped with cross 
 seats throuL^hout its leni^th, facin|nr forward. The ])rol)lem. there- 
 fore, is to provide a car which will i^ive maximum comfort to the 
 oreate.st number of seated ])assengers. and at the same time provide 
 sufficient reservoir or storao:e sj^ace for standini^ passen.c^ers so as 
 to rapidly absorb the inflow of pas.senp:ers at times of maximum 
 travel; and I 1)elieve the arranj^ement above recomiuended, seating 
 44 people comfortably, will best meet the con<litions prevailing: on 
 the Gearv Street line and its probable connections. 
 
 Specilicalions for b(>lh steel and semi-steel cars for this line, 
 l)reviously pre])are(l by eni^ineers for the City, have been submitted 
 to me and they call for thorous^hly tirst-class construction and show 
 evidence of careful desij^^^n ; and had cars built to these specifications 
 l)een purchased by the City, the line would have been ecjuipped 
 with hioh-f^rade rollini^ st<3ck of the closed type. But in review- 
 ing these plans and specifications it has occurred to me that 
 certain modifications, if adopted, would make a car some- 
 what li5.,dUer and 1 believe better adapted for service on the (leary 
 Street line, the principal chan<^es being as follows : 
 
 1. The abandonment of the fully clo.sed car body feature, 
 and the substitution therefor of a partly closed and partly open body 
 type with the closed part in the middle and the open ])arts at the 
 ends. 
 
 2. The substitution of raise sash in the closed portion 
 of the body for drop sash, thus |)ermilting a liohter and nar- 
 rower construction, the recommended car being 8' 6" wide instead 
 of 8' 9". 
 
 3. The elimination of glass windows in the (^j^en parts 
 of the car, leaving only flexible drop curtains, thus saving some 
 weight and the cost of furnishing and maintaining windows and 
 sash. 
 
 4. The substitution of the arched roof for the monitor 
 deck type, the former making e(|ually as good as w'ell as a lighter 
 and stronger car for less first cost and also one which will permit ade- 
 cjuate ventilation in the closed part of the car by means of autoiuatic 
 ventilators of a suitable type. 
 
 3. The introduction of automatic exhaust ventilators in 
 the closed jiortion of the car with provision for ingress of fresh 
 air when the doors of the closed com])artment are closed. 
 
 6. The rcarrangcmcMit of the oi)erating ap})aratus on tlu- 
 jdatforms, such as controllers, air-brakes, hand-brakes, etc.. changes 
 in the design of the guide rails, and the ado])tion of the small 
 master controller of the remote control system, all of which will 
 greatly increase the reservoir cai)acity of the i)latf()rm and ])ermit 
 rai)i(l loading by allowing a greater number of ])assengers prompt 
 access from the street to the platform. This will enable the car 
 to start and get away (|uickly instead of waiting for these passen- 
 gers to file singly by the condtictor before the starting signal mav be 
 given. 
 
 7. The retaining of the advantages of the cross-seat 
 feature and adding four additional cross seats (all of which are 
 located in the ()])en section of the car) thus permitting ])art of the 
 outside riders to ride face forward instead of facing inward, al- 
 
 ii 
 
^ 
 
 180 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FIGURE 45— DETAIL VIEWS OF THE MUNICIPAL CAR. 
 These photos illustrate some important features of the new cars operating 
 on Geary Street— (a) unobstructed entrance way to facilitate rapid loadmg, 
 (b) open bulkhead at the ends to eliminate cramped entrances, (c) maximum 
 comfort by the use of many cross seats, (d) maximum standing space oppo- 
 site entrance, (e) protection of motorman by removable guide railing, (f) 
 easy forward exit next to car body. 
 
 though, in order to get sufficient reservoir space in each end of the 
 car to absorb passengers rapidly when entering, it is necessary to 
 have at least one longitudinal seat in each open section. 
 
 8. The elimination of the doors at each end of the car and the 
 adoption of an open bulkhead type similar to cars now in operation 
 in Oakland and Los Angeles, which arrangement allows greater 
 storage capacity at times of overload, and permits easier ingress 
 and egress of passengers. 
 
 9. The substitution of a jointed or hinged guard-rail, 
 manipulated by the conductor, or a railing cut off some distance 
 back from the step stanchion which will permit the entire width of 
 entrance of the rear platform to be used for loading at times of 
 
 NEW ROLLING STOCK 
 
 181 
 
 excessive congestion. Such a device is now in successful opera- 
 tion by the Oakland Traction Company. 
 
 10. The location of the forward exit gate next to the 
 body corner post instead of next to the vestibule bulkhead in order 
 to avoid the necessity of a passenger forcing his way through a 
 crowded platform to reach the exit gate. 
 
 In the Appendix is a brief digest of the revised specifications pre- 
 senting the essential points in the recommended design. 
 
 U. UNITED RAILROADS 1912 MOTOR CAR 
 
 From the standpoint of the public, the various items in the 
 make-up of a complete car to be subjected to analysis are as fol- 
 lows : 
 
 (1) Seating arrangement. 
 
 (2) Facilities for quick loading and unloading. 
 
 (3) Storage space — platform and car floor. 
 
 (4) Car proportions, with reference to street clearance. 
 
 (5) Height and type of steps. 
 
 (6) Ventilation and lighting. 
 
 (7) Designating signs. 
 
 The proportions of the 1912 car are practically the same as 
 the later equipment now in service on Sutter Street, and, except- 
 ing width, also approximate the proportions of the Geary Street 
 cars; that is, as regards truck centers, wheel base, length of body 
 and platform, and height. The arch roof used (sometimes called 
 the turtle-back roof), however, is new to the United Railroads 
 practice, except in the case of a few remodeled cars which have 
 been built in the Company's shops and have been placed in 
 service within the year (1912). And except in the case of these 
 few cars, and the Municipal Railway equipment, the 1912 design 
 embodies for the first time in a San Francisco prepayment car 
 the "California" type arrangement of car body with closed and 
 open sections. 
 
 Considering these two designs together from the standpoint of 
 the most suitable car for the City of San Francisco, I believe 
 the Geary Street is superior, although even it may require some 
 minor modifications as a result of experience with the initial or- 
 der. The two differ materially in the matter of seating arrange- 
 ment and width of car. 
 
 Inasmuch as this new equipment may possibly operate on the 
 Sutter Street lines in competition with Geary Street, the follow- 
 ing comparison will be of interest. Only such features as differ 
 materially from the Geary Street cars or require further modifi- 
 cation are compared herein for discussion. 
 
 
INTENTIONAL SECOND EXPOSURE 
 
 180 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 NEW ROLLING STOCK 
 
 161 
 
 FIGUUK 45 DETAIL VIEWS OF THE ML'NKTPAL CAR. 
 
 T1k-c photos ilhistr.itc x.hk- inii)ortam tValures of ilio new .-ars opcratin.Lj 
 (.n tuary Street— (a) unol)>tructe<l emraiiee way to facilitate rapid loading, 
 (1)) open bulkhead at the eiK^ t«» eliminate cramped entrance>, (c) maximum 
 cnmfort l)v the u>e of main cro>s scats, (d) maximum >tandmg space oppo- 
 site entrance, le) jirotection of motorman hy removable guide railing, (f) 
 tasy forward exit next to car body. 
 
 ihuti^li, in order to ^ct sufticicnl reservoir space in each end of the 
 ear to al)>orl) i)as>enoers ra])idly wlien enterini^, it is necessary t«» 
 have at least one lonoitudinal seat in each oi)en section. 
 
 8. The eliniinalion of the doors at each end of the car and the 
 adoption ui an «»pen Imlkhead lyi)e similar to cars n<j\v in operation 
 in Oakland and L<»s An-eles, which arrangen^ent allows orcater 
 storai;e capacity al times of overload, and permits easier ini^ress 
 and ei^ress of passcnoeis. 
 
 9. The suhstitntion of a jointed or hinoed guard-rail, 
 manipulated by the conductor, or a railing cut off some distance 
 back from the step stanchion which will permit the entire width of 
 entrance of tlte rear platform to be used for loading at times of 
 
 excessive congestion. Such a device is now in successful opera- 
 tion by the Oakland Traction Company. 
 
 10. The location of the forward exit gate next to the 
 body corner post instead of next to the vestibule bulkhead in order 
 to avoid the necessity of a passenger foixing his way through a 
 crowded platform to reach the exit gate. 
 
 In the Appendix is a brief digest of the revised speci^lcalioll^ pre 
 senting the essential points in the reconimended design. 
 
 II. UNITED RAILROADS 1912 MOTOR CAR 
 
 From tlie stand]joint of the public, the various items in the 
 niake-up of a complete car to be subjected to analysis are as fol 
 lows : 
 
 (1) Seating arrangement. 
 
 (2) Facilities for (juick loading and uiduading. 
 
 (3) Storage space — platftjrm and car floor. 
 
 (4) Car proportions, with reference to street clearance. 
 
 (5) Height and type of steps. 
 
 (6) Ventilation and lighting. 
 
 (7) Designating signs. 
 
 The proportions of the l^>i_! car are practically the >aiiie a- 
 the later equipment now in service on Sutter Street, and, except- 
 ing width, also approximate the proportions of the (ieary Street 
 cars ; that is, as regards truck centers, wheel base, length oi body 
 and platform, and height. The arch roof used (sometimes called 
 the turtle-back roof), however, is new to the I'nited Railroads 
 practice, except in the case of a few remodeled cars which have 
 been built in the Company's shops and have been placed in 
 ;-ervice within the year (1912). .\nd except in the case oi these 
 few cars, and the Municipal Railway equipment, the 1''12 design 
 embodies for the tirst time in a San Francisco prepayment car 
 the "California" type arrangement of car body with closed and 
 open sections. 
 
 Considering these two designs together from the standpoint oi 
 the most suitable car for the City of San Francisco, I believe 
 the Geary Street is superior, although even it may require some 
 minor modifications as a result of experience with the initial or- 
 der. The two differ materially in the matter of seating arrange 
 ment and width of car. 
 
 Inasmuch as this new^ equipment may possibly operate on the 
 Sutter Street lines in competition with Geary Street, the follow- 
 ing comparison will be of interest. Only such features as differ 
 materially from the Geary Street cars or require further modifi- 
 cation are compared herein for discussion. 
 
1 82 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ESSENTIAL DIFFERENCES IN DESIGN 
 
 1. Proportion of cross 
 
 seats to total 
 fixed seats 
 
 2. Longitudinal seats 
 
 3. Average spacing of 
 
 cross seats 
 
 4. Principal standing 
 
 space 
 
 5. Seat proportions 
 
 6. Width of aisle 
 
 7. Width required for 
 
 seat over-all 
 
 8. Width of car body 
 
 over-all 
 
 9. Platform 
 
 10. Minimum rear en- 
 trance width on 
 platform 
 
 11. Bulkhead width 
 
 12. Position of exit 
 
 door 
 
 13. Minimum exit width 
 
 14. Guide rail 
 
 15. Type of step 
 
 16. Platform fixtures 
 
 17. Window sash 
 
 18. Storm protection, 
 
 open section 
 
 19. Ventilators 
 
 20. Sanders 
 
 Geary Street 
 73% (exclusive of plat- 
 form seat) 
 
 Half of end compart- 
 ments on entrance 
 side 
 
 30y2 inches to 31 7-32 
 inches 
 
 End compartments, op- 
 posite entrance way 
 
 17 inches by 34 inches 
 
 27 inches at hip line 
 
 37 inches 
 
 8 feet 6 inches 
 
 Tapered to provide 
 
 clearance at curves 
 40 inches 
 
 Open between corner 
 posts 69 inches 
 
 Next to car-body bulk- 
 head 
 
 29 inches 
 
 Motorman protected by 
 movable guide rail 
 
 Foldinsf type, raised on 
 blind side of car 
 
 Master type controller 
 to reduce spac^ occu- 
 pied 
 
 Raise sash in closed 
 sections 
 
 Drop curtains 
 
 Automatic eductors in 
 roof, and floor in- 
 takes 
 
 Positive air blast sand- 
 ers delivering close to 
 wheel 
 
 United Railroads 
 45% (exclusive of plat- 
 form seat) 
 
 Entire closed compart- 
 ment 
 
 29 inches 
 
 Middle or closed com- 
 partment 
 
 16 inches by 32 inches 
 
 40 inches at shoulder 
 line 
 
 35 inches or more, de- 
 pending upon the 
 type used. 
 
 9 feet 2 inches 
 
 Straight sides 
 
 32 inches, due to con- 
 traction of hand-rail- 
 ing, location of and 
 difference in types of 
 controller 
 
 False partitions, open- 
 ing 53 inches 
 
 Next to car bumper, 
 with seat intervening 
 
 27 inches 
 
 Guide rail raised. No 
 protection for motor- 
 man 
 
 Fixed steps 
 
 Type K control oppo- 
 site narrowest en- 
 tranceway 
 
 Sash fixed 
 
 None 
 
 Intake and exhaust fun- 
 nels 
 
 Gravity sanders 
 
 The improvements which I am able to recommend depend to a 
 large degree upon the service intended, that is, whether this new 
 equipment is intended for general use in all parts of the city, i. e., in- 
 terchangeable as regards routes, or for operation on certain lines 
 only. In either ease the following improvements should be included : 
 
 P 
 
 NEW ROLLING STOCK 
 
 183 
 
 RECOMMENDATIONS 
 
 (1) Taper platforms, to provide for future clearance opera- 
 
 tion. 
 
 (2) Front exit gate next to the bulkhead. 
 
 (3) Straightened guide rail to provide greater entrance 
 
 width, or 
 (3a) Conductor's stand in center of bulkhead opening and 
 elimination of present form of guide railing. 
 
 (4) Motorman protected by movable guide rail. 
 
 (5) Geary Street or equivalent seating arrangement. 
 
 (6) Cross-seat cushions 17"x34", spacing 30 inches or more. 
 
 All cushions spring-backed. 
 
 (7) Raise sash in middle or closed section. 
 
 (8) Bulkhead open between corner posts. 
 
 (9) Folding steps instead of fixed steps. 
 
 (10) Storm curtains or equivalent protection. 
 
 (11) Ventilating intakes in floor or sides of the car. 
 
 (12) Positive air blast sanders. 
 
 (13) More liberal spacing per passenger for longitudinal seats 
 
 where vertical stanchions are used in place of straps. 
 
 For a Future Standard Car: 
 
 (14) Over-all width 8' 6", track centers not less than 10' 2" 
 
 (sidewalk width 11' to 12' on 68' 9" street), giving two- 
 line vehicle traffic on all streets. 
 
 l^ote — It is understood that the United Railroads now has 
 in contemplation the following modifications of the original 
 plans : 
 
 1. Moving front exit gate next to bulkhead. 
 
 2. Cleveland arrangement of fare box and guide rail. (See 
 
 p. 205.) 
 
 3. Cross-seat cushions 17" x 34". 
 
 4. Bulkhead posts to be flared back to increase shoulder 
 
 width at entrance. 
 
 5. Sliding or folding step. 
 
 6. Storm curtains, if satisfactory on Geary Street cars. 
 
 7. Ventilating intakes if found necessary. 
 
 8. Removal of fare box from entrance way. 
 
 9. Vertical stanchions in closed compartment set out to knee 
 
 line. 
 10. Platforms to be tapered, when improved type of fender is 
 developed. 
 
i 
 
 i 
 
 1i' 
 
 i 
 
 1 84 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 GENERAL DISCUSSION 
 
 Seating Arrangement. In the Geary Street cars I have 
 preferred to locate the principal storage space in the open sec- 
 tion, while the reverse is true in the United Railroads design. 
 My reason for so doing is in recognition of the fact, determined 
 by observation, that the average passenger rides less than two 
 miles along a given route before alighting. This means that the 
 short-haul passenger greatly predominates, and consequently 
 that extra space must be provided for persons disinclined to 
 move forward because of a short trip ahead. 
 
 On the other hand, the United Railroads provides this extra 
 storage space by using longitudinal seats in the closed section to 
 encourage people to move forward in order to clear the rear part 
 of the car for newcomers, and also for the reason that during 
 stormy weather, longitudinal seats will accommodate the maxi- 
 mum number of persons desiring to be protected.* However, the 
 United Railroads design provides no sash in the open sections, 
 nor storm-curtains, as does the Geary Street car. It is possible 
 that the storm curtains for the latter may not prove a perfect 
 appliance for this purpose, but in the absence of something bet- 
 ter I certainly should not consider it wise to spoil such a good 
 seating arrangement as in the Geary Street cars on account of a 
 short period of inclement weather. 
 
 One method of encouraging passengers to move forward is to 
 limit smoking, by ordinance, to the front open section, thereby 
 inviting forward a fair proportion of the passengers immediately 
 after entrance. The serious objection to the United Railroads 
 layout is that the passengers entering the car body are imme- 
 diately forced into the center of the aisle, counter-current to 
 those passing out through the rear exit. On the other hand, the 
 side seat plan as used in the Geary Street car provides not only 
 a relatively wide passageway, but also an offset aisle which will 
 tend to separate lines of entering from leaving passengers. 
 
 Experience in other cities tends to show that longitudinal 
 seats do not attract street car patrons — cross seats, quite the 
 reverse. Consequently, the advisability of thus using all longi- 
 tudinal seats in the center or closed section is very doubtful, 
 especially with so wide a car as proposed. The fact that riding 
 in San Francisco is extremely short-haul justifies the use of a 
 certain percentage of longitudinal seats; but they should be 
 
 ♦As a matter of fact, the contraction of the aisle at the ends instead of the center 
 tends to defeat the very purpose in view by checking free forward movement right at the 
 entrance. 
 
 NEW ROLLING STOCK 
 
 163 
 
 placed where most needed, and in this respect the Geary Street 
 car design is, in my judgment, the more desirable for the pres- 
 ent car. The best that can be said of the United Railroads seat- 
 ing arrangement is that it is a considerable improvement over 
 some of the present equipment, with the exception of the so- 
 called "Chicago" car, which may be identified by class numbers 
 1500 to 1549, and the half cross, half longitudinal seat type, rep- 
 resented by class numbers 1550 to 1749. In the latter, the longi- 
 tudinal seats run as far as the center of the car on the one side, 
 then for the remainder of its length on the other side, thus 
 approximating the Geary Street arrangement except for the cen- 
 tral closed section. 
 
 Width of Car. As a result of experience and observations 
 in Chicago during the complete rehabilitation of the transit sys- 
 tem, it would seem that the adherence to a car as wide as 9' 2"* 
 in San Francisco is a mistake, provided that a future standard is 
 under discussion. If all of the streets of the city were of the gen- 
 erous proportions of those of the business district south of Mar- 
 ket Street, the necessity for limiting the car width would not 
 arise. Unfortunately, however, the streets of the 50-Vara dis- 
 trict and Western Addition are, as a general rule, only about 
 68' 9" in width. And, still more unfortunately, the track centers 
 have been standardized at a distance of U^ 0>4" in order to 
 secure an ample width of ''devil strip" — 22^ inches between cars. 
 This width undoubtedly represents good practice, although a 
 width of 20 inches is sufficient where street widths are limited. 
 Unfortunately, again, the sidewalks in the 50-Vara district and 
 Western Addition are fixed by ordinance at 15 feet in width, 
 which is too great to permit two-line vehicle traffic on each side of 
 the street. In order to secure reasonably rapid transit, two-line 
 vehicle traffic is absolutely essential, to enable slow-moving vehi- 
 cles to keep next to the curb, rapid vehicles passing between 
 them and the car. If the usual proportion in sidewalk width were 
 in vogue, viz. : one-sixth of the width between building lines, the 
 sidewalk would be approximately 11>^ feet wide. Then with the 
 narrower car — 8>^ feet in width— and a 20-inch ''devil strip," 
 there would be ample room for two lines of vehicles on either 
 side. Under present conditions two-line traffic is impossible, as 
 a 15-foot sidewalk only permits a single line of vehicles. There- 
 fore, at the present time, the wider car will oflFer practically 
 no greater obstruction to street traffic than the narrower car, in 
 the Western Addition district. (See Figure 46.) 
 
 ! ! 
 
 •Width over belt rail, 9 feet 2 inches; over body, 9 feet. 
 
1 1? 
 
 '1 i 
 
 I 
 
 PAOSCt>4aC»« VCHICCCS 
 
 SOV/^MA. OlSTRICT 
 
 p»>^»aeiM«Kf« >>^CHiou 
 
 IOO>i/>*^KA DtS-rmCT onDINtA.MCC KUt-l 
 
 Auwrsicas •■r»»«CKT aov^n/^ Bis-rwic-r 
 
 wmm.mmi^rr 
 
 VU«II»K«« •*r*«BKT 
 
 I^^VS<kKA bU^MtcT 
 
 •*RC«ai>4-r 
 
 pi<to»oaco 
 
 iijujili wfTTT ininiiiiiHilini 
 
 -i*<-ii' • 
 
 imiiiiiiiiirifiiiiiiiir 
 
 T»«UCKir<l« ATltVKT lOOVAmA OKT«(C-r 
 
 ^»»e•c^fr 
 
 Fworo«et> 
 
 , rTrTTrrrrrrTrrrjT'nm 
 
 m «'*■- 
 
 HimilWIHMH I III I I 
 
 -<»>«1 * 
 
 F'RCSgtNl'T /°KtSD RROPOSE.D 
 
 *OM_E iM rce*r 
 
 FIGURE 46— COMPARATIVE DIAGRAM OF STREET SECTIONS. 
 
 Showing the possibility of more efficient traffic operation through redis- 
 tribution of the available street width by reducing sidewalks and using the 
 Chicago standard of car width (8'-6") and track centers (l(y-2") thus sav- 
 ing 18 inches from the roadway. Freeway between cars and vehicles stand- 
 ing along the curb is essential for rapid surface transportation. 
 
 (1) Standard street, 50- Vara district. Sidewalk reduced to 12 feet. (2) 
 Standard street 100- Vara district. Two-Hne vehicle traffic possible only with 
 narrow car. (3) Business street, 50-Vara district with single-track car line. 
 Two-Hne mixed traffic difficult without reduced sidewalk. (4) Business street, 
 lOO-Vara district. Sidewalks 15 feet wide permit two-line mixed traffic with 
 either car. (5) Trucking street, 100- Vara district. Sidewalk decreased to 
 one-sixth of the street width. 
 
 NEW ROLLING STOCK 
 
 187 
 
 It is entirely possible,t however, that future steps may be 
 taken to reduce the width of sidewalks in order to clear some of 
 these streets; And, in addition, considering the new streets which 
 will be improved and electrified from time to time, it is not too 
 carlv to establish a standard which will make these things possible. 
 Narrowing of the track centers in order to require less of the road- 
 way width than at the present time must be eflfected to carry 
 out this plan. This can only be done gradually on extension and 
 rehabilitation work, but ultimately the entire city will be brought 
 to one standard. 
 
 For an 8' 6" car 10' 2" track centers may be used, as is the 
 present standard within the city of Chicago. This combination 
 makes available for vehicles r8 inches more of roaduHiy than 
 under present conditions. The desire of the United Railroads 
 to furnish the maximum width of aisle by using the wider car 
 is indeed laudable, but when it is considered that the wider car 
 is obtained at the expense of narrowing the roadway, I cannot 
 recommend it, especially when a width of aisle, 27 inches between 
 seat backs, has proven sufficient in so congested a city as Chi- 
 cago. . 
 
 Seats. The seat proportions proposed do not appear to be 
 liberal enough, especially for so wide a car. For comfort, cushions 
 should be 17" x 34", and all seats in the car spring-backed. This 
 requires a longitudinal spacing of at least 30 inches, preferably 
 more. In the 1912 car, the dimension of the closed section has 
 resulted in cramping the spacing of cross seats in the open sec- 
 tions to 29 inches. This should be increased. The size of the 
 closed section is determined by the number of seats and the 
 spacing allowed per person. Although the design calls for 17^ 
 inches per passenger, which is fair, the effective spacing has been 
 reduced by the provision of vertical hand rods or stanchions at 
 alternate seats, extending from the floor to the roof at the seat 
 line. These hand rods reduce the actual spacing between 
 stanchions to 34 inches, which is not sufficient to allow two per- 
 sons to rise together comfortably. Moreover, these stanchions 
 in the present position will probably prevent uniform seating, in- 
 asmuch as there are no fixed divisions between the seats. They 
 require six inches additional length in the closed compartment, 
 which if applied to the open compartments, would increase the 
 seat spacing to thirty inches — some improvement over the pres- 
 ent design. 
 
 However, where longitudinal seats are used, these stanchions 
 are desirable in place of straps, for the assistance of standing pas- 
 
 tNow being done on some streets in the Western Addition. 
 
 i 
 
hi 
 
 188 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 senders, and if covered with white enamel as in modern rolling 
 stock, they are sanitary and convenient. But in the absence of a 
 more liberal spacing, they should be set out at least to the knee 
 line, in which position they would interfere less with seated pas- 
 sengers, and would be fully as convenient for standing passengers 
 as in the present plan. Without very liberal seat space per pas- 
 senger, partitions must be used between seats if stanchions are 
 to be set up against the seat line, and either condition requires so 
 much extra length of car body that the number of cross-seats 
 in the open sections is reduced from six to four. Therefore, with 
 this car body the standard cross-seat arrangement within the 
 closed section is preferable, or else the dimensions should be so 
 modified as to obtain better results in both compartments. 
 
 Length of Car. This is limited by the permissible overhang 
 of platform beyond the center line of trucks, and that of the 
 projecting fenders used. On general principles, it is desired to 
 increase the length of car body as much as possible, in order 
 that the proportional cost of platform wages may be reduced and 
 also the relative maintenance of parts. But, in any case, the plat- 
 form overhang is the serious and determining factor, especially 
 where narrow streets are encountered, owing to the resulting 
 interference with adjacent car and vehicle traffic on curves. For 
 prepayment cars, long platforms are necessary, and in order to 
 reduce the overhang of the ends, trucks must be located as far 
 apart as possible, and still keep the center overhang within rea- 
 sonable limits. 
 
 In the case of the 1912 type of car, the proportions have been 
 worked out to secure probably as good a design as could be pro- 
 duced under the conditions existing in this city. The distance 
 between truck centers and car platforms is practically the same 
 as in the Geary Street car. In either design, the end overhang 
 cannot be reduced because of interference of trucks with the 
 projecting underhanging platform side sills. In reasonably flat 
 cities, two-motor, maximum traction trucks, with pony wheels 
 extending out under the platform can be used, thus decreasing 
 to some extent the platform overhang. But in San Francisco, two- 
 motor equipments are impossible on account of the greater trac- 
 tive eflfort required on heavy grades. 
 
 The only remaining method of reducing car overhang is by 
 tapering the platform so that the corners of the bumpers describe 
 an arc of somewhat shorter radius. In this respect, I cannot rec- 
 ommend the 1912 car, because of the fact that the platform has 
 been designed of the same width as the car body on the assump- 
 tion that with the use of a fender, the platform actually presented 
 
 i I 
 
 U R R 1912 CAR WITH CCLIPSC FENDER 
 
 »>«tSENT »lOt WAl.*< WIDTH 
 
 FIGURE 47— STUDIES OF CAR CLEARANCES ON CURVES. 
 
 In any system of routing where curves are encountered a fast schedule 
 requires that cars may pass on all curves without interference or delay. But 
 owing to the present fender, clearance operation is impossible with such 
 curves as may properly be used in the existing narrow roadways, either with 
 present or new equipment. In view of the possibility of a more satisfactory 
 fender being developed, tapered platforms have been uniformly recommended. 
 These diagrams represent by shaded lines the area swept over by various 
 cars in rounding standard curves. With 11-foot sidewalks, overhang at in- 
 side curb is avoided, but tapered platforms are necessary in any case to 
 provide clearance operation. 
 
 1 1 
 
i i'l ■''• 
 
 190 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 less overhangs around curves than the corner of the fender, which 
 now prevents clearance operation. But even assuming that this 
 is true, it should not be assumed that the present type of fender 
 is to be permanent. 
 
 Clearance operation is very essential in any system of rapid 
 transit, surface or otherwise, and it is a fact that through the 
 adoption of the "Eclipse" fender, specified by the Board of Super- 
 visors, the clearance operation of cars around curves in San 
 Francisco has been entirely nullified. Nevertheless, the develop- 
 ment of a new car for either present or future should not embody 
 this purely temporal condition and render clearance operation 
 impracticable or dangerous. Consequently, tapered platforms 
 should be embodied in the design. (Figure 47). The only alter- 
 native is for the City to permit the spreading of tracks at curves 
 sufficient to clear present fenders, which would result in an over- 
 hang of 15 inches over the standard curb of the Western Addition 
 district.f 
 
 Platform Arrangement. Generally speaking, there is a cer- 
 tain relation between the area occupied by passengers in the car 
 body and that of the platform ; i. e., the larger the car, the more 
 platform space is required. Where the prepayment principle is 
 used, it is particularly necessary that ample storage space be avail- 
 able on the platform in order to avoid delaying the schedule due 
 to slow loading, as would be the case with the short platforms. 
 Moreover, every restriction placed in the way of free entrance of 
 passengers must be removed. In the 1912 car, the principal dif- 
 ficulty is this contraction of the entrance space — first, by cramping 
 the railing into the entrance passageway; and, second, by locating 
 the controller directly opposite the contraction. There are three 
 ways of improving this defect : 
 
 First: By straightening out the guide railing so as not to 
 cramp the entrance way; 
 
 Second: By use of the master control system; and 
 
 Third: By placing the fare box opposite the center of the 
 bulkhead opening with the conductor standing between.* 
 
 With the remote control system, only a very small master con- 
 troller box is necessary on the platform, while the actual contact 
 devices, connected thereto by an electric circuit, are all located 
 underneath the car. 
 
 tWith standard spiral easements at present used throughout the United Railroads 
 system, the 1912 car theoretically clears on curves with a margin of four to six inches 
 on the wider streets, and less than one inch on the narrower, exclusive of fender. But 
 even this clearance is out of the question on account of the possible list of the car on 
 curves from various causes, such as eccentric loading, depressed rail, worn side bearings, 
 failure of springs, etc. , j • t>i 
 
 •A similar plan is at present in operation in Cleveland and indicated in Plate 12, 
 
 NEW ROLLING STOCK 
 
 191 
 
 In the third method the present form of guide railing is entirely 
 dispensed with, the guard rail for the fare box serving the purpose 
 of dividing the bulkhead opening into entrance and exit passages. 
 In this manner, the entire platform is open to passengers and 
 the congestion at the entrance entirely eliminated. 
 
 For the new rolling stock, one or more of these methods should 
 be adopted ; and in any case, the front exit gate should be removed 
 from its present location next to the bumper to a position next 
 to' the bulkhead. This is desirable so that passengers may alight 
 quickly without having to force their way through standing groups 
 which at present congest the space between the bulkhead and 
 
 front exit gate. 
 
 By using the master control system as above proposed, and with 
 the handrailing straightened, fully 50 per cent more entrance width 
 
 will be available. 
 
 An advantage of the proposed location of exit gate next to the 
 bulkhead is that two or three feet of length may be saved from 
 each two-car safety station* along Market Street. At Kearny 
 Street station particularly, this is of importance, owing to the dif- 
 ficulty in securing the proper length of station without interfering 
 with street traffic. 
 
 In carrying out these improvements, the bulkhead should be 
 left open with the maximum width between corner posts, in order 
 to secure ample entrance and exit space. This is a definite advan- 
 tage of the so-called "California" type of car, and the entrance 
 and exit should not be contracted by false bulkheads such as wire 
 screens or vertical railing. 
 
 Loading. San Francisco cars, unlike those of other cities, are 
 called upon to handle two entirely different classes of service: 
 (1) normal street traffic; and (2) terminal traffic at the Ferry, and 
 it is the difficulty in handling large groups of passengers at ter- 
 minals that has occasioned most of the recent criticism. In my 
 judgment, the prepayment is by far the best system of operation 
 that has been devised thus far, but it must be perfected for these 
 special conditions of service. 
 
 More rapid loading at points of congestion can be secured by 
 the use of a radius rod in the guide railing, such as used on the 
 Oakland cars. By means of this radius rod, the entire widtb of 
 step can be made available so as to increase the storage space at en- 
 trance, and thus load large groups of passengers more promptly than 
 if half the step were used. 
 
 As an alternative, the radius bar may be omitted and the hand 
 railing cut off about 24 inches back from the step, in a measure 
 
 •Recommended in Chapter 6. Fig. 32. 
 
i 
 
 n I 
 
 ) i ' 
 
 192 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 •ION J. ARNOLD 
 
 lOO 
 
 FIGURE 48a— EFFECT OF ENTRANCE WIDTH ON LOADING SPEED. 
 
 Based upon observations of the relative time required to load a given 
 group of passengers through wide and narrow entrances. These results con- 
 form in character to similar observations made upon different sized cars in 
 Chicago, where, however, the loading is faster, due to improved platform ar- 
 rangements. The data show that the largest San Francisco platforms now in 
 use require 27 per cent more time in seconds per passenger than the Oakland 
 cars using the radius rod. 
 
 NEW ROLLING STOCK 
 
 193 
 
 accomplishing the same purpose. This plan is now in use on some 
 of the United Railroads cars. 
 
 Still another method of accomplishing the same result is by 
 changing the position of the conductor's stand from the platform 
 to the entrance of the car body as previously described (page 190), 
 and by the elimination of the present form of guide railing. By 
 this arrangement not only is the full step width made available 
 for entrance, but the entire platform area can be used as storage 
 space for passengers waiting to pay their fare. 
 
 A graphical demonstration of this relation between loading 
 speed and width of entrance is afforded by Figure 48a, based upon 
 observations on different widths of entrance at the step Hne. It will 
 be seen here, that the long platforms of San Francisco require 
 approximately 27 per cent more time in seconds per passenger 
 than the Oakland car, using the full width entrance with the radius 
 bar swung over to the bulkhead. 
 
 At the Ferry and other heavy terminal points, it is very neces- 
 sary that the platforms at both ends of the car be available for 
 prepayment entrances. This may be accomplished in two ways : 
 
 First: By turning the front exit gate into an entrance gate, 
 in which case only half of the full width between posts is avail- 
 able for entrance after the car is emptied. 
 
 Second: By opening the blind side of the front platform for 
 the full width between posts for rapid exit, using front exit gate 
 for entrance only. 
 
 Height of Steps. The height of steps involves many more 
 details of design than appear upon the surface. In fact, to eliminate 
 the last inch of height may require the redesigning of the trucks, 
 bolsters, and car underframing. Furthermore, it must be re- 
 called that any figure representing height of step is subject to con- 
 siderable fluctuation due to the following causes: 
 
 First: After usage, the truck springs show a tendency to set, 
 which may amount to from Y^ to Yi inch. 
 
 Second : Under maximum car load, the springs may compress 
 \}i io 2y2 inches. 
 
 Third: Due to wear, the wheel diameters decrease from 34 
 inches, new, to 31 J^ inches, maximum wear, dropping the entire car 
 \Ya inches. 
 
 Fourth : Due to wear of side bearings, steps may vary as much 
 as one inch in height. 
 
 Fifth: Permanent sag in platform underframing. 
 
 Due to one or all of these causes, the step of a properly designed 
 car may drop from 2 to 4 inches from its position when new. Were 
 
I' 
 
 194 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the car originally designed with this low step, wear and stress 
 would result in the platform lowering to a point where it would 
 interfere with the operation of the trucks. Consequently, to secure 
 this necessary truck clearance, the new cars must be designed with 
 proportionately high steps. 
 
 The 1912 car submitted by the United Railroads appears to 
 show careful design with respect to this step height, and the cars, 
 when new, will have the first step about 15 to 16 inches from the 
 pavement, which may eventually be reduced to 12 inches by wear 
 and settling. 
 
 In the Geary Street car, a simple device was made use of to 
 reduce the height of step between platform and car body, in which 
 the car floor was inclined from the center line of the bolster toward 
 the end sill, so that the platform step is two inches lower than it 
 would be with the level car floor. It is understood that this plan 
 will also be adopted in the 1912 car, except that the platform in- 
 stead of the floor will be sloped upward two inches in the form 
 known as a ramp. 
 
 I regard it as very necessary that folding steps be used in the 
 place of fixed steps. The object of the folding step is two-fold: 
 
 First. Lifting the steps on the blind side of the car will tend 
 to discourage persons from endeavoring to steal a ride, and thereby 
 incur the liability of accidents, as is the case when the steps are 
 down. 
 
 Second: This practically obviates the possibility of collision 
 or other interference with passing vehicles. 
 
 With the large number of overhanging steps now being oper- 
 ated in San Francisco, the danger from these two sources will be 
 appreciated. In some prepayment cars, designers have even gone 
 to the length of automatically raising the steps when the vestibule 
 door or gate is closed, so that while in motion, the car is entirely 
 stripped of steps in the lowered position. Cars of this type may 
 be found on the College avenue line, C^akland, and in Boston and 
 other cities. 
 
 Ventilation. Without having positive knowledge of the oper- 
 ation of the ventilating funnel shown on the 1912 car, I believe it 
 should operate with fair satisfaction when the car is in motion. 
 The principal objection I find is that there is no provision for the 
 ventilation of the closed section while the car is standing still. 
 
 It is unquestionable that the fixed sash will result in slightly 
 lower maintenance expense, but there will be times when it will 
 be necessary or desirable to oi>en the windows of the closed section. 
 The Geary Street cars have raise sash, which is preferable to drop 
 sash, on account of the increased cleanliness and the fact that the de- 
 
 NEW ROLLING STOCK 
 
 195 
 
 creased thickness of wall may be taken advantage of for increas- 
 ing the width of the aisle. 
 
 In conclusion, the 1912 United Railroads car may be regarded 
 as a step in the right direction, and in general a considerable im- 
 provement over any of the types at present in operation here. It 
 will prove fairly satisfactory for certain sections of the city where 
 streets are wide enough to accommodate a wide car. as in the Mis- 
 sion. 
 
 Some features are quite commendable, such as the use of the 
 turtle-back or arched roof and the position and type of illuminated 
 signs ; also the lowering of the steps by means of a platform ramp. 
 
 But if the design is intended for universal use throughout the 
 city, or a standard for future equipment is under consideration, 
 this car will require considerable modification. 
 
p 
 
 i 
 
 iH' 
 
 
 CHAPTER 9 
 
 IMPROVEMENTS IN EXISTING ROLLING 
 
 STOCK* 
 
 Improvements in Existing Types — Electric and Cable 
 Report on Brake Equipment 
 
 With the high density of traffic in San Francisco, it is essential that 
 cars using the prepayjment method of fare collection are provided rvith every 
 facility for rapid loading, in order to avoid congestion and increase both 
 speed and line capacity. Unfortunately, most of the cars now operated 
 are unsuited for the service, due to inadequate platforms, and this chapter 
 recommends methods for increasing loading speed as well as other improve- 
 ments calculated to better serve and afford maximum comfort for patrons. 
 Also are included suggestions for a special **hill type** car and improve- 
 ment of inadequate cable equipment. 
 
 This rolling stock may be best analyzed by class or type, as 
 designated by serial numbers printed upon the ends and sides of 
 the car bodies, so that they may be identified on the street. Sketches 
 of the recommended changes and alterations are appended hereto. 
 The most important classes to be considered are those having drop 
 platforms, of which nearly 330 out of a total of 557 double-truck 
 cars are now operated. The company is to be commended for its 
 adoption of the more convenient drop platform as a standard in- 
 stead of the flush platform, in spite of the greater cost and weight 
 and the widespread use of the flush platform type in neighboring 
 cities. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. The three improvements essential to the electric car equip- 
 ment are : (a) an increase in platform loading capacity; (b) 
 better unloading facilities; (c) improved seating arrangement. 
 To secure the principal result, there are only two alternatives — 
 either lengthen the platform, or else remodel the platform fixtures 
 and remove the end bulkhead; possibly both will be advisable in 
 some cases. These changes I believe will result in increasing the 
 speed of passenger movement at least 25%. 
 
 2. Observations under different conditions consistently indi- 
 cate that the time consumed in stops for loading and unloading 
 
 •Formerly Preliminary Report No. 7-1, submitted Jan. 20. 1913. 
 
I 
 
 
 hi 
 
 if; 
 
 V !i" 
 
 198 * SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 is entirely too great. Entrance passages should be enlarged par- 
 ticularly ou the short-platform cars, and at least the full width of 
 the entrance step (t. e„ from the outer grab handle to the stanchion) 
 should be preserved in the platform passageway as far as the last 
 step or entrance door into the car body. This result may be accom- 
 plished by changing the shape of the guide railing, and on the 
 shorter platform cars by moving the controller to the right, away 
 from the entrance. (In the 100 class the latter is not necessary, 
 since great improvement is possible by alteration of the guide rail- 
 ing alone.) 
 
 3. Inasmuch as the use of the prepayment fare box is estab- 
 lished end bulkheads should be removed to provide the additional 
 entrance way made necessary by this method of fare collection 
 (except in the 100 class, which already have a wide bulkhead open- 
 ing) In this manner a "CaUfornia" type car may readily be 
 developed by locating the bulkheads within the car body, forming 
 a closed central section with open end compartments. 
 
 4 If a fare box is to be used, the elimination of the end bulk- 
 head is essential, but in this case moving the controller to the 
 side although desirable, will not be absolutely necessary. On 
 the other hand, if the fare box is not used, it will be unnecessary 
 to take out the end bulkhead, since moving the controller will 
 provide considerable platform space. In any case, the clear en- 
 trance way to the car body should generally exceed 24 inches. _ 
 
 5 Lengthening of platforms is preferable if the cars are in 
 sufficiently good condition to warrant the expenditure; but the 
 change would not be worth while unless each platform could be 
 lengthened at least 12 inches. If none of these improvements 
 are carried out, the short platform cars should be retired to out- 
 lying or cross-town service, where traffic is lighter. 
 
 6 The closed section of the ''California" type cars should have 
 cross seats, but in the end compartments the maximum amount 
 of storage space should be provided to accommodate short-haul 
 riders This necessitates the use of a longitudinal seat on that side 
 of the car where passengers enter, as in the Geary Street design. 
 In the all-enclosed box car, 100 class, at least 50^ of the seating 
 capacity should be in cross seats arranged as in the 1500 or IbbU 
 types instead of the present all-longitudinal plan. 
 
 7 During stormy weather, protection by windows or cur- 
 tains' must be provided in the "California" type cars for passen- 
 gers using the open sections, otherwise more than half of the 
 seating capacity of the car is rendered unavailable at such times, 
 when maximum capacity is demanded by the excessive rush hour 
 loading. 
 
 EXISTING ROLLING STOCK 
 
 199 
 
 8. In cars from which the end bulkheads are not removed, 
 such as the 100 class, the stanchion in the middle of the door 
 opening should be set out six or eight inches from the end sill 
 to increase the entrance and exit passageways. 
 
 9. The "Cleveland" fare box frame as hereinafter described 
 will provide the maximum storage space on short platform cars 
 using this method of fare collection. If the fare box is not used, 
 the present type of guide railing altered in shape, may be re- 
 tained, but any rail of this type should be cut off at least 24 
 inches from the step or provided with the "Oakland" radius rod 
 in order to make the entire step available for emergency loading. 
 
 10. Any form of guide railing or fare box stanchion should 
 be movable, so as to be located behind the motorman on the for- 
 ward end to protect him from interference by standing passen- 
 gers during surges of the car, at the same time clearing the for- 
 ward platform of obstructions. 
 
 11. Rapid unloading at the forward end should be facilitated 
 by the following means: (a) Removal of the stanchions now divid- 
 ing the door opening (unless bulkheads are removed) so as to 
 give a less obstructed exit way; (b) moving the exit gate next 
 to the bulkhead in order that passengers alighting will not have 
 to force their way through a crowded platform. This will also 
 have the effect of decreasing the necessary length of safety sta- 
 tions on the street; (c) providing a gate at least 30 inches wide 
 and of a type such as a sliding gate, which does not interfere 
 with passengers standing on the platform. 
 
 12. All cars should be provided with automatic folding steps 
 at the forward exits, and lift steps at the rear entrances. With 
 all steps raised except that under the conductor's control, acci- 
 dents will be greatly reduced. 
 
 13. On the flush-platform "California" type cars (700 class) 
 the principal improvements that should be made include the re- 
 modeled guide railing, storm curtains in the open sections, and 
 a seating arrangement approximatihg the Municipal car plan, 
 except that in such a narrow car two rows of cross seats should not 
 be used in the closed section; also the projecting steps on these 
 cars, or any other type, should be replaced by automatic folding 
 steps to prevent accidents. 
 
 14. On the 1300 class, the platforms should be lengthened 
 and the car converted into the prepayment type if it is to be 
 operated on any important lines. The recommendations made 
 for the 700 class will all apply. 
 
 15. Power brakes should be used on all double-truck equip- 
 ment especially that operating within the congested districts. The 
 
I 
 
 'I 
 
 '■4 
 
 i 
 
 V 
 
 200 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 exoense of new brake installation on cars that have been in ser- 
 vice 10 years or more would not be warranted, but such equ.praent 
 should be immediately retired to outlying districts. 
 
 16. Cable cars of the Powell Street lines should have additional 
 caoacity and these short cars should be immediately converted mto 
 he ''California" type by the addition of another open sect.on. 
 Double-end operation should be provided ^o/. together wiU. the e- 
 ,„oval of turntables, especially at the end o P°-f' Street^ In the 
 design of new cable equipment, the adoption of the prepayment 
 centi entrance type should receive serious consideration, with the 
 object of reducing accidents and obstructions of streets. 
 
 17 For hill-top lines encountering long grades much in ex- 
 cess of 10 or 12%. a fecial type of car ^^ould be developed of 
 light construction and equipped with power track brakes such as 
 •the magnetic type ; this car to be from 35 to 40 feet m length and 
 seatinpf about 36 people. 
 
 GENERAL DISCUSSION 
 
 The United Railroads at the present time operates on its various 
 lines a total of 620 electric cars, which may be divided mto four 
 groups : 
 
 1. Modern cars either designed as or later converted into the 
 prepayment type : 
 
 Class 1500-1549 50 closed body, drop platform. 
 
 Class 1550-1749 199 closed body, drop platform. 
 
 Class 101-180 80 closed body, drop platform. 
 
 Class 700-719 20 rebuilt "California" type, flush platform 
 
 Total 
 
 349 
 
 2 Modern cars now operated non-prepay : , . 
 
 Class 1300-1425 123 "California" type, flush platform. 
 
 3. Various old types almost entirely obsolete, and nearly ready 
 to be retired from service unless rebuilt. 
 
 Classes 500, 600, 700, 1000 and 1100-63 single-truck origmal 
 "California" type cars.* _ 
 
 Classes 681-698,t 731-745. 1001-1024-55 double-truck origmal 
 "California" type, flush platform. 
 
 Total 
 
 118 
 
 f 
 
 UK.- 
 
 ♦These have been renumbered 601-663.- 
 tBodies may be rebuilt for prepay operation. 
 
 ■T-^Z9 *~3.'^ 
 
 EXISTING ROLLING STOCK 
 
 Interurban cars: 
 
 Class 1-12 12 closed 56-seat interurban cars. 
 
 Class 1225-1244 18 closed 48-seat-suburban cars. 
 
 201 
 
 Total 
 
 30 
 
 Of these four groups, only the first two, both of which are cov- 
 ered in Plate 12, will be dealt with in detail. The third group con- 
 sists of cars which have been in service so long that extensive im- 
 provements in them would hardly be warranted, unless they be re- 
 built. The cars listed under this head are operated at present on 
 lines south of Market Street for the most part, and as fast as new 
 rolling stock is added these should be retired to lines where the 
 traffic is lighter. 
 
 Loading Time. The relatively slow loading of the various 
 types of San Francisco cars has already been emphasized in the 
 discussion of lower Market Street congestion and of service, and 
 the results of several hundred observations are entirely consistent 
 in showing that the attempt to apply the prepayment principle 
 under the unusually severe loading conditions of San Francisco to 
 a car with short platform and constricted entrance has not been a 
 success. It is a fact that on cars of different platform length, the 
 relative loading speed is practically proportional to the length of 
 the available entrance step, until the platform storage space is 
 entirely taken up, providing no further obstruction is interposed in 
 the line of incoming passengers. 
 
 Under the loading conditions in Chicago, which are not more 
 severe than the terminal and Market Street loading in San Fran- 
 cisco, a platform 8" 4^" in length was provided for a car body 
 of about the same size as in this city, giving a clear entrance 
 width of 40 inches. But with the abrupt vertical grades and nec- 
 essary platform overhang in San Francisco, the present operating 
 company has established a platform length somewhat shorter— 
 7' 4/' If this length were taken advantage of to the fullest ex- 
 tent, as has been done in the Municipal Railway car, it would be 
 suflFicient. A study of Fig. 29 has developed the following facts : 
 
 1. For loading conditions in San Francisco, sufficient stor- 
 age space should be provided on the platform to accommodate 
 an average group of 10 and a maximum of 25 passengers waiting 
 to pay their fare.* 
 
 2. For average groups of 10 passengers, the loading time for 
 the best of the San Francisco cars is 27.5% slower than the lat- 
 
 *The Municipal Railway cars are now carrying from 20 to 25 passengers on the rear 
 platform. 
 

 J 
 
 It 
 
 202 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 est equipment operated in Oakland, and for the short platform 
 types 65% slower, or twice as slow as the standard cars of Chicago. 
 
 3 In spite of its undoubted advantages, the introduction of 
 fare box collection has resulted, with the same railing, m slow- 
 ing up the loading materially. Even with properly shaped rail- 
 ings this would occur, principally due to the necessary reduction 
 of storage space and entrance passageway (which are already 
 too small on these cars), as well as to the delay incident to mak- 
 ing change. , wu .. 
 
 At terminals and heavy loading points it was recommended that 
 the front exit, as well as the rear entrance gate, should be used for 
 loading, with extra conductors stationed at these points to receive 
 additional fares. This plan has been put into operation by the 
 the United Railroads with very satisfactory results, and the total 
 time of tertmnal loading has now been reduced to a point practi- 
 cally equivalent to that of the Chicago standard car loading along 
 the street bv the usual rear entrance. 
 
 ■ Observations show. Fig 48 (h), that although the front gate re- 
 quires 25% more time to load than the rear, the total loading is 
 reduced to about one second per passenger. Tn other words, by 
 this expedient the present short platform car has increased in load- 
 ing speed by one-third. ,. . . j 
 
 However, for the average street loading conditions, the speed 
 is necessarily slower, as shown by the dotted line, for the reason 
 that passengers alighting at the rear end use part of the p at form 
 step so that for equal conditions the San Francisco car loading 
 at both ends is about one-third slower than the Chicago standard 
 loading at the rear end only. 
 
 Thus far the results of the new Municipal car indicate that the 
 principles herein expressed are correct, and that by the provision 
 of ample storage space the loading speed of these cars under nor- 
 mal conditions will probably approximate that of the long platform 
 cars used in Chicago. 
 
 GROUP I— PREPAYMENT. 
 Class 1500 (1500-1549), Plate 12(B) 
 
 These so-called "Chicago"! cars, 50 in number, are a closed 
 bbdy, 44-seat, prepay car weighing 52,000 pounds, built by the 
 American Car Company and purchased from the Chicago City 
 Railway Company in 1906. The body is 32' 4" long— practically 
 
 tThis is an entirely different car from the standard developed by ^^e Board of 
 Supervising Engineers. "^Chicago Traction, which is only 8 ft. 6 m. wide and designed 
 for 10 ft. 2 in. track centers. 
 
 EXISTING ROLLING STOCK 
 
 203 
 
 BION J. ARNOLD 
 
 6 lO 15 20 25 30 35 
 
 FIGURE 48b— TERMINAL LOADING TIME, FRONT AND REAR. 
 
 Upon the loading speed of platforms depends to a large degree the ca- 
 pacity of the line in periods of heaviest traffic. These curves are representative 
 of 75% of the large cars operated here, and show the total time of loading, and 
 the time per passenger required for various groups boarding at the Ferry 
 terminal by both front and rear platforms. Curves A, B and C are from 
 actual observation, and do not necessarily sum up. The fact that the loading 
 speed of the San Francisco cars, using both platforms, is barely equal to those 
 in Chicago using the rear platform only, indicates the need of rearrangement 
 of fixtures to obtain much faster loading along the street. 
 

 !|i 
 
 I 
 
 If J 
 i 
 
 il« 
 
 i ' 
 
 'I: 
 ■f 
 
 204 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the same as the Municipal ear-but 9' 2" wide. The platforms 
 are only 6' 8>4" long from sill to bumper, and are slightly tapered. 
 
 The cars were originally designed for non-prepay operation, 
 and were consequently provided with comparatively short platforms 
 When they were converted to the prepay type, the platforms were 
 not lengthened, resulting in a constricted entrance which is he 
 cause of most of the present difficulty in their operation. In the 
 rebuilding of this same car in Chicago, platforms were lengthened 
 to over 8 feet and further tapered to enable cars to pass on curves. 
 
 Platform Arrangement. The most obvious remedy for the 
 loading difficulties in this 1500 class is to lengthen the platforms 
 and this should be done if it is found that the age and condition of 
 the cars warrant the considerable expenditure incident to such an 
 alteration; otherwise they should be kept out of the congested 
 
 district. ,- i 
 
 In any case, whether or not it is considered expedient to make 
 this change, the present platform equipment should be re-arranged 
 so as to provide the maximum storage space for entermg passen- 
 gers at the point where it is most desirable, viz. : opposite the en- 
 trance The present constricted entrance is due to two defects- 
 the shape of the guide rail, and the position and type of the con- 
 troller. • 1 . • 
 
 The clear space of 24/2" provided at the step is almost im- 
 mediately contracted upon entering the platform to 20/2" between 
 the controller and the guide rail. This space is totally inadequate 
 for loading any considerable groups of passengers, as it provides 
 practically no storage space on the platform where most needed- 
 i e for passengers waiting to pay their fare. Consequently, the 
 passengers are forced to enter in single file, and it is necessary for 
 the' car to remain at a full stop until all but the last three or four 
 passengers have paid their fare. 
 
 There are two ways of improving this situation : 
 
 (1) By flattening the guide rail and by moving the step 
 stanchion so as to divide the step width into a 26-inch entrance 
 and 23-inch exit space. 
 
 (2) By locating the controller and motorman's stand at the 
 right-hand side of the vestibule. 
 
 These improvements provide the best arrangement possible with 
 the present platforms, by eHminating entirely the narrow throat in 
 the entrance passage and giving ample storage space. 
 
 In general it appears that the logical place for the motorman s 
 stand in a short platform prepayment car is at the side if a type 
 K controller is used. The shorter the platform, the more desirable 
 
 EXISTING ROLLING STOCK 
 
 205 
 
 i 
 
 
 Kl f 
 
 does this position become. This arrangement is objected to on the 
 ground that the motorman will be unable to watch vehicle clearance 
 as well from the side as he can from his present position. While 
 unquestionably true regarding vehicles on the left-hand side of the 
 car, he will have a better view of those on the right-hand road- 
 way, where the majority are to be found in accordance with police 
 regulations. 
 
 Guide Rail. In order to accommodate exceptionally large 
 groups of passengers, such as are encountered at the Ferry ter- 
 minal, it is desirable to make use of the entire 46 inches of clear 
 step width for entrance. The United Railroads has sought to 
 accomplish this result on its later cars by cutting off the guide rail 
 about 17 inches back from the step stanchion. This is a great 
 improvement over the former design, but to realize the full benefit 
 of the step width this distance should be at least 24 inches. 
 
 Another method of accomplishing the same result is by the em- 
 ployment of a radius rod similar to the one used at present in Oak- 
 land. This provides a means of closing the rear exit if neces- 
 sary, and at the same time forms a guide rail for all passengers 
 entering. 
 
 Bulkhead Opening. The bulkhead or entrance door open- 
 ing on the 1500 class car is 40 inches wide, which provides only 
 20-inch exit and entrance spaces. The use of a fare box still 
 further reduces the rear exit space to 18 inches. Since a single 
 file of passengers past the fare box is desirable, this condition is 
 most serious due to the constricted exit space which greatly re- 
 tards unloading from the forward end. 
 
 These passageways should be increased by the removal of the 
 bulkheads from the end to the inside of the car body, thus divid- 
 ing it into a middle closed section and two open end sections as in 
 the Municipal car. With the windows dropped in the end sections, 
 this would provide practically a "California" type car, which is 
 very desirable for the San Francisco climate. The windows 
 would then be available for storm protection. 
 
 If the present bulkheads are removed and it is desirable to use 
 a fare box on the short platform cars, probably the best arrange- 
 ment of platform equipment is to place the fare box directly be- 
 hind the stanchion with the conductor standing between, as shown 
 in Plate 12. This arrangement is in use at present in Cleveland on 
 long platform cars, and makes available for storage space more 
 of the platform area than any other type of railing in use.* 
 
 *This Cleveland arrangement consists of a three-sided railing just large enough to 
 surround the fare box at a height suflFicient to afford a convenient grab handle. Prefer- 
 ably, it should be jointed so that it may be conveniently straightened and set into floor 
 sockets behind the motorman for his protection as in the other types of movable railing 
 suggested herein. 
 
206 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 >i 
 
 h 
 
 •I 
 
 i 
 
 Unloading. For obvious reasons, it is desirable that unload- 
 ing be done as speedily as possible, and that passengers be en- 
 couraged to use the forward exit. To this end all possible ob- 
 structions in the exit passageway should be removed. The com- 
 paratively long time required to unload these cars at present 
 (often as much as 1^^ seconds per passenger) is due to three con- 
 ditions : 
 
 1st. The division of the door opening by a fixed stanchion 
 usually results in the use of only one-half of the available width 
 — i. e., 20 inches in this car. 
 
 2nd. After reaching the platform, passengers usually have to 
 force their way through groups standing on the platform to reach 
 the forward exit gate. 
 
 3rd. The width of the exit gate opening — only 24 inches — is 
 insufficient for passengers alighting in groups. 
 
 The first defect may be remedied by the removal of the end 
 bulkheads as previously recommended, or by the substitution of 
 a short movable stanchion for the present fixed stanchion running 
 from floor to roof, which will entirely clear the door opening at 
 the forward end of the car. 
 
 The second defect is due to the position of the forward exit 
 gate next to the bumper. This gate should be placed next to the 
 bulkhead as in the Municipal and Oakland cars, in which position 
 the obstruction of the main exit passageway would be largely 
 removed. Objection may be made to such a position of the exit 
 gate on the ground that the motorman cannot watch the steps as 
 easily as at present, thus increasing the possibility of accidents. 
 On the contrary, the very fact that the motorman must turn to 
 watch the gate affords additional security that he will not start the 
 car until the gate is cleared. 
 
 An additional necessity for the location of the front exit gate 
 next to the bulkhead arises from the fact that the length of the 
 safety stations along Market Street may be reduced 2^^ to 3 feet, 
 with a corresponding reduction in the obstruction of the street by 
 these long platforms. This is critical at Lotta's Fountain, where a 
 two-car station is absolutely essential. Here, in order to avoid in- 
 terfering with intersecting lines of vehicle traffic, the length of the 
 station is limited by the curb lines to 96 feet, which will just suffice 
 with the proposed location of the exit gate. 
 
 The present exit gate is as wide as it is possible to make a single- 
 leaf sliding gate on a platform such as provided in the 1500 class. 
 But this exit opening should be widened at least to 30 inches by the 
 use of a folding gate, or a two-leaf sliding gate. This is partic- 
 ularly necessary at the Ferry and other terminals where it is desir- 
 
 EXISTING ROLLING STOCK 
 
 207 
 
 rlfi 
 
 able that cars be able to load and unload simultaneously at each end. 
 The method recomnrended of opening the forward left-hand pan- 
 tagraph gate full width for exit is as applicable to the present rolling 
 stock as to the proposed new car. 
 
 Seating Arrangement The seating arrangement in these 
 cars is the best to be found in any of the United Railroads rolling 
 stock and conforms closely to that of the standard car now used 
 in Chicago. If the bulkheads are removed to the inside as recom- 
 mended, either the present seating arrangement may be retained 
 or that of the Municipal car may be used, with the result shown 
 in Plate 12. 
 
 Class 1550 (1550-1749), Plate 12(C) 
 
 These 200 cars were purchased from the St. Louis Car Company 
 in 1907, and are in operation at the present time over many of the 
 most important lines in the city. They are of the same type and 
 have the same general dimensions as the 1500 class, excepting that 
 the platforms are tapered and are still shorter — only 6' 6" over all. 
 
 The platform arrangement is practically identical with the 1500 
 class, and is of course open to the same objections. All of the im- 
 provements suggested for the former type apply equally well to 
 the 1550 class. However, the narrow side window in the vestibule 
 of these cars will have to be widened if the controller is moved to 
 the side. The extra cost of the alteration makes it more desirable 
 to remove the end bulkhead, but if this latter change is not made, 
 the controller should be moved. 
 
 The general seating plan adopted in the latest of the 1550 class 
 cars is good, except that the cross seats provide only 36% of the 
 total, as compared with 73% in the Municipal car, and 64%, in the 
 1500 class. More cross seats were not put in on the ground that 
 it would constrict the aisle at the center of the car. However, 
 in view of the fact that a still narrower aisle is at present in suc- 
 cessful use in the city of Chicago, it does not appear that much 
 trouble would be encountered from this source. Therefore, at least 
 half of the total should be in cross seats. 
 
 The last of the cars converted to the prepay type have the longi- 
 tudinal seat placed opposite the entrance space, which is good de- 
 sign, and it is understood that all remaining cars will be rearranged 
 in this manner during the annual overhauling. 
 
 New Car Bodies, The above recommendations will apply 
 if the car is to be operated in its present form. All of these cars, 
 however, are about 10,000 lbs. heavier than the more modern equip- 
 
i n 
 
 t: 
 
 I 
 
 
 208 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ment now on order, and it may be that the saving in power and 
 maintenance resulting from the use of a lighter car will justify re- 
 placing the present bodies, since the trucks, motors, and control are 
 in good condition. In any event, these heavy cars should only be 
 used on the most level routes. 
 
 Weight 
 
 Weight 
 Equipped 
 
 Seat 
 
 48,000 
 
 46,000 
 52,000 
 56,000 
 38,000 
 
 1000 
 
 1045 
 
 1180 
 
 1270 
 
 884 
 
 14,000 
 38,000 
 33,000 
 32,000 
 40,000 
 
 500 
 864 
 825 
 762 
 1000 
 
 80,000 
 52,000 
 
 1430 
 1080 
 
 12.000 
 14,000 
 11,200 
 
 414 
 389 
 324 
 
 Rklativk Weights of Equipment 
 
 Seating 
 Capacity' 
 
 Prepay Electric— '^°**^ 
 
 Geary St.— "California" 4S 
 
 101-180 —Closed 44 
 
 1500-1549— Closed 44 
 
 1550-1749— Closed 44 
 
 700-1719 —"California 43 
 
 Non-f^repay Electric — 
 
 600-663 —Original "California," single truck.... 28 
 
 681-698 —Original "California" 44 
 
 731.745 —Original "California" 40 
 
 1001-1024— Original "California" 42 
 
 1300-1425— "California" 40 
 
 Interurban — 
 
 1-12 —Closed 56 
 
 1225-1244— Closed 48 
 
 Cable — 
 
 Powell Street— Half open, half closed 29 
 
 Sacramento Street— "California" 36 
 
 California Street— "California" 34 
 
 Class 100 (101-180) Plate 12(A) 
 
 These 80 cars are of the closed body, 44-seat, prepayment type 
 purchased in 1911, having approximately the same body dimensions 
 as the two types previously discussed, and weighing 46,000 pounds. 
 They have 7' 4" tapered platforms, being, with the exception of a 
 few rebuilt cars, the only ones owned by the United Railroads orig- 
 inally designed for prepayment operation. 
 
 The platform congestion in these cars may be relieved by adopt- 
 ing several of the suggestions made for the previous types. Al- 
 though moving the controller is desirable, it is not so necessary in 
 this type since an increase in the pa.ssage width of fully 35% may 
 be obtained by altering the guide rail alone, or using the "Cleve- 
 land" rail. 
 
 The seats provided on this class are entirely longitudinal, a 
 type which seems hardly justified in so wide a car (9' 2") since 
 ample aisle space can be secured with cross seats. At best, longi- 
 tudinal seats are too unpopular to encourage riding, and should be 
 
 • On basis of 17 inches per passenger for longitudinal seats. 
 
 If i 
 
 EXISTING ROLLING STOCK 
 
 209 
 
 avoided if possible — particularly in cars which operate over severe 
 grades. The seating arrangement should be altered so as to ap- 
 proximate either the Municipal, 1500 or 1550 class layout, with at 
 least 50% cross seats. 
 
 The type of exit gate used, while closing flat, unfortunately 
 takes up considerable platform space when opened, very often 
 striking passengers waiting to get off. It should be altered so as to 
 remove this defect, or, preferably, should be replaced by a sliding 
 gate, since the platforms are long enough to permit a fairly large 
 exit opening. In either case, this gate should be placed next to 
 the bulkhead. 
 
 Class 700 (700-719) 
 
 The cars of this class, 20 in number, are of the "California" pre- 
 payment type, with flush or continuous platforms. They were 
 rebuilt by the United Railroads, from former cable car under- 
 framing. These cars are only 8' 2" wide — the narrowest of all the 
 prepay equipment operated in the city. Cross seats are used, never- 
 theless. 
 
 While ample space is provided on the platforms, the entrance 
 passage is reduced from 34 inches at the step to 24 inches at the 
 controller due to the shape of the guide rail. By flattening this 
 rail, a uniform entrance width of 34 inches may be obtained, and 
 still leave sufficient room for an exit passageway and for the con- 
 ductor. 
 
 The seating arrangement is much the same as is proposed for 
 the United Railroads' new car, and is open to the same objections*, 
 which, however, are much more pronounced here on account of be- 
 ing applied to a narrower car. If any more of these cars are built, 
 the seating plan should provide half cross seats on the inside section. 
 And the open sections should be arranged similar to the Municipal 
 cars to afford greater storage space opposite the entrance. 
 
 The type of compressor used is not well adapted for suspension 
 beneath the car floor, and in the position shown. Plate 12 (F), the 
 least obstruction to much-needed floor space will result, since sand 
 boxes should be located so as not to consume valuable storage space 
 at the entrance step, as at present. 
 
 There is now no protection for passengers on the outside sections 
 during inclement weather. As in the other "California" type cars, 
 windows or storm curtains are necessary in the open sections. 
 
 The steps on the 700 class project 8>^ inches beyond the car 
 body, resulting in an over-all width of 9' 7", exceeding the largest 
 
 •Discussed in the preceding chapter. 
 
2 1 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 car body. They should be changed to the automatic folding type 
 if the cars are to be run along business streets, but in any case, 
 the projecting steps are most undesirable as they are a fruitful 
 source of accidents. 
 
 GROUP II— NON-PREPAY 
 
 Class 1300 (1300-1424), Plate 12(F) 
 
 These cars, 123 in number, are of the "California" flush plat- 
 form type with entrances located next to the closed compartment. 
 They were purchased in 1903 and 1904 from the St. Louis Car 
 Company. As at present arranged, they are not adapted to the 
 short-haul riding found in San Francisco, since very limited plat- 
 form storage space is provided. Consequently, passengers stand 
 directly in the entrance and exit passageway, necessarily resulting 
 in very slow loading and unloading. Further, the motorman 
 cannot watch the exit easily, which is more important in a non- 
 prepayment than in a prepayment car, where a closed gate pro- 
 tects the exit. 
 
 It is desirable that these cars be converted into the prepay 
 type.* This may be done without altering the body under-fram- 
 ing, but preferably by extending each platform two or three feet 
 and changing the steps to the forward position. The recom- 
 mendations for the 700 class apply equally to this 1300 class. 
 
 Union Street Cars 
 
 The present cars of the Union Street line are entirely inade- 
 quate for proper service on any important thoroughfare or trunk 
 line. They are of the same type as the single-truck cars operated on 
 the less important lines of the United Railroads, such as Sixth 
 and Sansome, Visitacion Valley, etc. The principal deficiency is 
 in motor capacity, which makes it necessary to ascend the long 
 grades on the series position of the controller, resulting in an 
 average speed of only 6.9 miles per hour. 
 
 If the recommended extensions are constructed, it will be possi- 
 ble to operate standard Municipal Railway equipment on the low- 
 level sections of this Union Street line via Steiner and Greenwich 
 Streets, in addition to hill service over the present route. 
 
 In any event, it will probably be desirable to design a special 
 double-truck car of the "California" type for hill-top service 
 throughout the city on such lines as Union Street, comprising the 
 
 •It is understood that this reconstruction is already under consideration. 
 
 > 
 
 n 
 
 EXISTING ROLLING STOCK 
 
 211 
 
 lightest possible construction and ample motor and brake capac- 
 ity. Such a departure from the standard type adopted for the 
 remainder of the city is believed to be unavoidable. 
 
 Owing to the extreme grades and the sharp vertical curves 
 encountered on the Union Street line, it is probable that a car 
 from 35 to 40 feet in length, seating about 36 passengers, would 
 be most suitable. 
 
 Cable Cars 
 
 The "California" type cars now operated on the Sacramento 
 and Castro Street lines are comparatively satisfactory in general 
 arrangement, although their weight— 14,000 pounds— is rather 
 high for cable equipment. On the other hand, the cars used on 
 the Powell Street route, carrying a heavier traffic than any other 
 cable line in the city, are the smallest on the system, and are 
 totally inadequate for the traflfic. The Powell Street cars should 
 be changed at once to the "California" type similar to that used 
 on California and Sacramento Streets, and should be equipped 
 for double end operation, thus eliminating the turn-tables, espe- 
 cially that on Powell Street, which constitutes an unwarranted 
 obstruction to traffic on a very important thoroughfare already 
 too narrow. 
 
 These changes will necessitate the addition of a second open 
 section, and possibly the shortening of the present one in order 
 to keep the length and weight of the car within reasonable limits. 
 It is essential that there be an entrance on each side of the car at 
 either end, and these passageways should be at least 24 inches 
 wide instead of the single 18-inch space now provided on the open 
 end of the present Powell Street car. Also the clear width of 
 door openings in the closed section should be increased from 20 
 inches, as at present, to at least 26 inches. 
 
 The general design of the car operated by the California 
 Street Cable Railway seems to be well suited to conditions in San 
 Francisco, especially in the matter of weight — 11,000 lbs. — which 
 probably represents the minimum for a car of this size. 
 
 It is possible by the adoption of the center entrance plan, to 
 produce a prepayment cable car. In this case the gripman will 
 have to be placed on the side and the grip operated by rods in 
 some such manner as in the present California Street cars. Pres- 
 ent indications are that cable traction will remain a necessity on 
 the heavier grades of San Francisco hill lines, and an eflFort should 
 therefore be made to perfect such a design for future cable 
 equipment. But it should be stated that as a cable car can only 
 operate at a fixed maximum speed, and thus cannot make up 
 much lost time, the delays resulting from the prepay plan may 
 
 w 
 
' 
 
 2 1 2 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 become serious unless especially large storage capacity be made 
 available at the entrances. There is no doubt that the origmal 
 "California" type car can load faster than any other now used m 
 San Francisco. 
 
 Brake Equipment 
 The subject of brake equipment is one receiving attention in 
 all large cities, and widely diverse opinions are held as to the 
 proper type of brakes for various classes of rolling stock. 
 
 In San Francisco, air brake equipment is used on all electric 
 cars with the exception of 39 double-truck and 63 smgle-truck 
 cars of the original "California" type. This does not include the 
 cable cars, all of which are equipped with hand wheel and track 
 brakes Of the equipment now controlled by hand brakes, the 
 double-truck cars weigh from 32,000 to 34,000 pounds equipped, 
 but without passenger load; and the single-truck types weigh 
 about 14,000 pounds equipped; double-truck cars operated by air 
 brakes, from 38,000 to 80,000 pounds, equipped. In analyzing the 
 accident account of street railways operating hand and air brake 
 cars in some of the large cities of the country, it appears that 
 there is a more or less clearly defined line which constitutes a 
 practical limit for the operation of these two types of brake 
 equipment, and there are involved the factors of type and weight 
 of car scheduled speed, character of territory traversed, kind of 
 street 'traffic encountered, prevalence of bad rail conditions, etc., 
 so that it is impossible to establish a definite limit for universal 
 application. The standard "Chicago" car with air brake equipment 
 is able to stop within a distance of 145 feet, under maximum brake 
 application when running at maximum speed— about 24 miles per 
 
 hour. , , ^. , 
 
 Comparative braking tests in New York City, made upon a car 
 
 weighing 38,000 pounds, and running at a speed of about 17 miles 
 an hour, showed an average braking distance of 114.2 feet for air 
 brakes and 141.6 for hand brakes. The minimum distance ob- 
 served' was 105 feet for air, and 128 feet for hand brakes. This 
 means that the air brakes stop the car within 2.8 lengths, and 
 hand brakes within 3.5 lengths. Recent discussion of this subject 
 resulted in an order issued by the Public Service Commission of 
 the First District to equip all double-truck surface passenger cars 
 weighing over 37,000 lbs. with power brakes and geared hand 
 brakes, which order was further modified with the intention that 
 in the 'future all new equipment should be furnished with both 
 power and hand brakes. This order undoubtedly contemplated 
 the exclusive installation of double-truck cars operating within 
 the city. 
 
 I 
 
 EXISTING ROLLING STOCK 
 
 213 
 
 In San Francisco, those cars which are not equipped with 
 power brakes have two types of lever hand brakes: (1) wheel 
 brake, (2) track brake. The track brake undoubtedly gives ad- 
 ditional security over the ordinary hand wheel brake. Moreover, 
 the hand brake cars are of the older styles, and will unquestion- 
 ably be retired in the near future. Consequently, it is not a 
 justifiable expense to equip all of these older cars with air brakes. 
 If any line may be drawn, I would recommend that the single- 
 truck cars be allowed to run with their present brake equipment 
 and also any double-truck cars now in service that have had more 
 than ten years' wear. 
 
 All of these cars, however, should be kept off of the principal 
 thoroughfares and should be used on the outlying lines, where 
 the density of the street traffic is a minimum. I understand the 
 practice of the operating company is to use power brakes on all 
 cars over 33,000 lbs. in weight, equipped, which is satisfactory. 
 If, however, it is determined to operate any new double-truck 
 cars of lighter weight, I should still recommend that power brakes 
 be used. 
 
 Track Brakes. For so-called hill lines, where the neces- 
 sities of routing require operation over grade much in excess 
 of 10 to 12%, I believe that it would be hazardous to attempt to 
 operate a fast schedule without the assistance of some form of 
 power track brake, especially for a large car of 40 seats or more 
 which will probably weigh in excess of 40,000 lbs. Although it is 
 true that in San Francisco, climatic conditions are such that a 
 clean rail is usually available, on which air brakes would be safe, 
 yet the occasional occurrence of slippery rail and the danger of 
 over-running stops through too rapid coasting down grade invites 
 serious accidents. 
 
 The magnetic track brake has been developed for meeting just 
 such conditions, and I should recommend that careful study be 
 given to this form of equipment with a view of applying it to 
 these hill lines, as it has been successfully applied in other cities- 
 Los Angeles, Portland, and Seattle— with grades as high as 14% 
 and standard heavy cars. Although this brake equipment now 
 includes a separate controller on the platform, it is believed that 
 this could be modified by locating the brake controller beneath 
 the platform or car body in order to clear the platform of the 
 additional obstruction which would arise from having two con- 
 trollers. 
 
 This magnetic track brake, with its latest improvements, un- 
 doubtedly offers greater security than it is possible to obtain with 
 any other kind of brake equipment at present manufactured, for 
 
w. 
 
 1 
 
 
 214 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the reason that the retarding force is applied not only to the 
 wheels but also to the motors, and especially to the rail surface, 
 so that the danger of skidding in making a quick stop is thus 
 minimized. It is possible, with this equipment, on a level track 
 to stop a heavy modern car running at full speed, 21 miles per 
 hour, practically within its own length — i. c, within less than 50 feet. 
 This is far beyond the limits of the usual air brake equipment. 
 
 ■ ■■Mb 
 
 mm ' ^^ 
 
 T^m 
 
 mi' 
 
 rj ^.*^r^'''*J*!P^?TF'>fM?** 
 
 POSSIBLE CAR RECONSTRUCTION. 
 
 (D— 1300-1425 class; (2)— lengthened and changed to prepayment type. 
 (3)_Powell Street cars; (4)— lengthened and changed to the double-end, 
 Clay Street type. 
 
 PART IV 
 
 SUPPLEMENTAL IMPROVEMENTS IN 
 
 CITY PLAN 
 
 Chapter ]0. Tunnels Into Harbor View. 
 
 Chapter 1 1 
 
 Market Street Extension Tunnel Un- 
 der Twin Peaks. 
 
 Chapter 1 2. Street and District Improvements. 
 
 I 
 
 Chapter 13. 
 
 Ferry Terminal Improvements at Har- 
 bor Front. 
 
 K 
 
INTENTIONAL SECOND EXPOSURE 
 
 214 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the rca-on thai tin.- rclardin^ I'orco i> a])|)lic(l not only to the 
 wheels 1)111 al>«> It' the niolor^, and especially to the rail surface, 
 -() thai the daiii^er ol" skuldiiii;" in niakini;- a (luick stop is thus 
 minim ved. it i^ p<)>si1)le. with this e<pnpmenl, on a level track 
 {i> stoj) a hea\ \ modern oar rnnnim;- at t'nll speed. 21 miles per 
 hour, pi.u-iicallv within its own lenj^tli — /. (•.. within less tlian 50 feet. 
 rhi> is t'.'ir hevi.nd the limits of the usual air hrake eciuipment. 
 
 ■ ■■■■HiiiPIMII 
 
 .z^^'&m 
 
 r"*-^,*: 
 
 - X 
 
 BST/tUCr/Of^ 
 
 ro SA/r/fA^ce 
 
 •■ffnir^ift ^ ' !»' ■ .F " ^ T W ' f ' w " "w 
 
 mSSir.LE CAR RKCOXSTRITTIOX. 
 
 ( 1 )__13(K)-14J5 cla»; ( i ) — Icnmluiud and chani-vd to prepayment type. 
 ,3,__lN,urll Sirrct car.s; (4)— Knythened and changed to the double-end, 
 Llav Sirtct type. 
 
 PART IV 
 
 SUPPLEMENTAL IMPROVEMENTS IN 
 
 CITY PLAN 
 
 Chapter 10. Tunnels Into Harbor View. 
 
 Chapter 1 1 . Market Street Extension Tunnel Un- 
 der Twin Peaks. 
 
 Chapter 12. Street and District Improvements. 
 
 Chapter 13. Ferry Terminal Improvements at Har- 
 bor Front. 
 

 f 
 
 i! 
 
 'I 
 
 I 
 
 CHAPTER 10 
 
 TUNNELS INTO HARBOR VIEWt 
 
 Projects Investigated* 
 
 Tunnel under Fort Ma»on. 
 Stockton Street tunnel. Steiner Street tunnel. 
 
 Broadway tunnel Pierce Street tunnel 
 
 Fillmore Street tunnel Divisadero Street tunnel 
 
 Diagonal tunnel from Union Square to Harbor Vienr. 
 
 The steep hills of San Francisco in so man^ cases render electric rail- 
 iPflp operation impracticable in the absence of contour streets, that the 
 many intervening valle}fs are often practicall}) inaccessible without tunnels, 
 resulting in large areas remaining undeveloped, although close to the center 
 of the ci/p. Of these tracts one of the largest is Harbor Vierv, and the 
 building of such tunnels is made particularly urgent in order to serve the 
 heavy traffic to the Panama-Pacific Exposition. In this chapter are dis- 
 cussed the various tunnel routes that have been suggested, also neiv ones, 
 with final recommendations thereon. However, in recommending the im- 
 mediate construction of certain of these tunnels, it has been considered 
 that the large irrvestment necessary would not be justified for the Exposi- 
 tion traffic alone, but that they should also be in a logical position for 
 facilitating the future development of the city. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. The success of the Panama-Pacific International Exposition 
 largely depends upon securing suitable entrances into Harbor View 
 for transporting both passengers and freight to the Exposition 
 
 grounds. 
 
 2. A tunnel under Fort Mason should be built so as to make 
 it practicable to extend the railroad now on Beach Street on a 
 low grade, practicable for the operation of steam railroad traffic 
 as well as heavy trucking and street railway cars. As an alternative, 
 a diagonal alignment from Jefferson Street on the east to Beach 
 Street on the west may be substituted to avoid the legal obstacles 
 to the use of Beach Street between Polk Street and Van Ness 
 Avenue now partly occupied by the Spring Valley Water Company. 
 If this tunnel is constructed immediately, it will be available for con- 
 
 vFormerly Preliminary Reports Nos. 2 and 3, submitted Feb. 9th, and March 29th, 
 
 '^'^•This list includes Harbor View projects only. Additional tunnel projects are 
 discussed in Chapters 11 and 12. 
 
il 
 
 IV, 
 
 I ^ i 
 ■ t 
 
 
 218 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 veying to the Exposition grounds much of the material to be used in 
 the construction of many of the buildings and exhibits, and will 
 also make it possible to greatly reduce the cost of hauling freight 
 by teams into these grounds. 
 
 3. The construction of the Stockton Street tunnel from Sutter to 
 Sacramento Streets should be begun at once so that it may be avail- 
 able for team and street railway traffic via Stockton Street, Colum- 
 bus Avenue, and the Fort Mason tunnel or North Point Street 
 to the Exposition grounds. 
 
 4. The Broadway tunnel from Mason to Larkm Streets should 
 also be constructed at the earliest practicable date, as a project sup- 
 plemental to the Stockton Street tunnel for routing cars more 
 directly from both the business center and from the Ferry to Har- 
 bor View. 
 
 5. Considering no changes in the elevations of present street 
 intersections, the Fillmore Street tunnel should be built immedi- 
 ately extending from Sutter Street to Filbert Street, with the neces- 
 sary street-widening at portals to preserve the roadways at either 
 side for street-cars, traffic, and sidewalks. 
 
 6. It is not advisable to undertake at the present time the con- 
 struction of more than one tunnel through the Pacific Heights ridge, 
 either for traffic necessities during the Exposition or immediately 
 thereafter. A tunnel through Divisadero Street, with portals so 
 located as to provide a high-level route, may become a future neces- 
 sity if the Harbor View valley develops into a commercial district 
 after the close of the Exposition. Regarding the development of 
 commercial interests on these parallel streets ( Fillmore and Divisa- 
 dero Streets), these two tunnel projects should not be considered 
 competitive, but rather coincidental. 
 
 7. For a low-grade traffic and railway tunnel. Pierce Street 
 is impracticable as a possible tunnel site, not only because its ap- 
 proach grades are almost prohibitive for the purpose immediately 
 in view, but also for the reason that a tunnel through Pierce Street 
 would effectually block for many years to come a consideration of the 
 two tunnels ultimately needed— Fillmore and Divisadero Streets— be- 
 cause of their proximity. It is therefore better, in my judgment, 
 to follow a logical program of development, than to compromise 
 both projects in the interests only of the very immediate future. 
 
 GENERAL DISCUSSION 
 
 'in these studies, all projects have been rejected that would not 
 provide the thing moct needed— one direct, low-level and low-grade 
 traffic route from the Mission to Harbor View— which could be 
 used for transporting the heavier materials to the Harbor View 
 
 HARBOR VIEW TUNNELS 
 
 219 
 
 site with its possible future development as a warehouse and manu- 
 facturing district. None of the high-level tunnels will permit of 
 approach grades under 5%, although entirely suitable for street rail- 
 way and lighter vehicle traffic only. Whatever the ultimate char- 
 acter of the development of the Harbor View district, at least one 
 lozv-level route is absolutely essential, and therefore the Fillmore 
 Street tunnel has been adopted in spite of its length. All of the 
 Harbor View tunnels are long if planned as low-level projects, and 
 in view of this fact, a difference in length of two blocks either way 
 does not seem to me a determining factor as between locations. 
 
 Type of Bore, The question of type of tunnel — whether single- 
 bore, double-bore, or individual bores for traffic and railway — 
 should be determined on a basis of convenience and cost. As 
 all of these tunnels paralleling Fillmore Street are intended for high- 
 speed operation, the tracks must be separated from the roadway; 
 consequently, if double-bore, considerable expense can be saved, 
 particularly over the cost of independent bores, by driving both 
 bores at once. 
 
 A route has been sought wherebv a sJwrt low-level and low- 
 grade traffic tunnel could be secured independent of the railway 
 tunnel, but the northerly approach grades prohibit; consequently I 
 favor a combined tunnel, whether single or double-bore being im- 
 material. A single-bore tunnel would be more attractive on ac- 
 count of its roomier appearance, especially in so long a bore, but 
 the roadway and trackway would be cramped by the addition of one 
 sidewalk not absolutely required. The double-bore tunnel has the 
 advantage of a larger roadway, and the disadvantage of slightly 
 higher cost. In both arrangements, teams should be separated from 
 foot passengers, which is in some respects desirable. And this 
 disposition of the double-bore involves less unbalancing of the arch 
 and consequently lower cost, than will be the case if roadway and 
 sidewalk occupy the same bore, necessitating spans of 32 and 22 feet, 
 as against spans of 25 and 29 feet, respectively. (Fig. 49.) 
 
 Walkways. Considering various arrangements of roadway, 
 trackway, and sidewalks, I have concluded that it becomes practi- 
 cally imperative to locate the sidewalk adjacent to the partition wall, 
 with arch openings spaced every 75 or 100 feet communicating be- 
 tween the two bores. This communication is necessary to provide 
 means of egress from the long bores in case of urgent necessity 
 either from vehicles or from cars. This arrangement has the slight 
 disadvantage of requiring foot passengers to cross the tracks at either 
 portal, but I do not consider this serious, on account of the fact 
 that the walkway will probably not be used to any great extent. One 
 sidewalk will suffice for the long tunnel, in my judgment, and the 
 
V ! 
 
 
 'r 
 
 I 
 
 Si 
 
 FIG. 49 
 
 FIGURES 49. 50 AND 51-SECTIONS OF TUNNELS TO HARBOR VIEW. 
 
 Figure 49. Section recommended for Fillmore Street tunnel, com^ 
 oletely segregating vehicle and railway traffic, thus permitting high speed 
 operation, with alternative plans for foot-passageways "^/"g^^^^^^^f^^^^f'^;^:.^ 
 
 Figure 50. Single-bore section for Fillmore Stree tunnel, with 
 vario^ classes of traffic separated only by railings. The limitations of a 
 20-foot road-way for three lines of vehicles are evident. 
 
 Figure 51. Single-bore arrangement for Divisadero Street and «roaa- 
 way tunnels. This section, being six feet wider Pf'^'^its more side- 
 walk space, and ample room for three lines of vehicles in the center road- 
 way. 
 
 HARBOR VIEW TUNNELS 
 
 221 
 
 20 ft. 
 
 22 
 
 ft.* 
 
 12 
 
 ft. 
 
 only reason for providing a second one in the single-bore arch is to 
 utilize the waste space near the wall to the best advantage. 
 
 Roadways. As one of the primary conditions in selecting this 
 first tunnel route to Harbor View is to provide a low-level and low- 
 grade route for heavy trucking, vertical clearance must be sufficient 
 to accommodate vehicles loading up to a height of 12 to 15 feet. 
 This manifestly precludes any arrangement but a central roadway, 
 which divides the arch as follows: 
 
 Fillmore Street, center roadway, 
 Street cars, 11 ft. along each curb, 
 Sidewalks, 6 ft. along each curb, 
 
 Total, 54 ft. 
 
 In concluding upon a minimum roadway width of 20 to 22 feet, 
 the following principle has governed, viz.: to provide for two-line 
 traffic for the wider and heavier vehicles, and three-line traffic for 
 the narrower and lighter vehicles, such as automobiles. Trucks re- 
 quire nine feet, or at least ten feet to pass. Automobiles and light 
 delivery wagons, whose wheel gauge approximates that of the street 
 railway tracks, require about 6^ or 7^ feet to pass. This road- 
 way of 22 feet therefore will enable either heavy or light vehicles 
 to pass in the tunnel, or a third line of light vehicles to pass through 
 the center, going in either direction, which latter will be the most 
 necessary requirement. 
 
 In the double-bore arrangement, however, some increased width 
 may be rendered available for the roadway by sacrificing one side- 
 walk and devoting one bore to a roadway 25 feet in width, and the 
 other to trolley cars and a 7-foot sidewalk. 
 
 Special Work, The arrangement of track special work at the 
 southern portal is unfortunately somewhat complicated, but as it is 
 probable that all cars entering the tunnel will do so directly north 
 on Fillmore (via Ellis-O'Farrell, not via Sutter), the worst pair of 
 curves is eliminated. It will be desirable to set back the portal wall 
 about 25 ft. north of the Sutter Street building-line, in order to 
 permit the best arrangement of this special work. 
 
 Regrading. By a considerable amount of regrading of en- 
 trance and lateral thoroughfares in the vicinity of these various 
 tunnel portals, it would be possible to considerably ease the grades 
 and shorten all of these tunnels, thereby making them more con- 
 
 *Footnote — ^The above is based upon a street car width of 9 ft. over-all. correspond- 
 ing to a trackway of 11 ft., but it is probable that in the future, the width of street 
 cars operating throusrh this tunnel will be limited to 8 ft. 6 in., and bv reducinR the 
 side clearance to the very minimum, a trackway of 10 ft. could be used, giving a 
 roadway of 22 ft., instead of 20 ft. This, however, is the maximum roadway that can 
 be obtained in the single-bore arch, and provides extremely small clearance margins, in 
 fact so small as to render the use of the single bore extremely questionable. 
 
222 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 venient and desirable. This, however, involves a large amount of 
 damages. The total cost of the tunnel could not be materially re- 
 duced by such regrading; rather, it might be increased in some cases, 
 and the delays incident thereto would probably make the proposition 
 infeasible at the present time at least for Exposition purposes. In 
 order to save one block in tunnel length, from five to ten blocks 
 of main and lateral streets would have to be regraded, if any rea- 
 sonable traffic grade were to result. The limit of this traffic grade 
 for tunnel approaches I have placed at 4% maximum — better, 3% — 
 and most of these regrades require prohibitive cuts, from the stand- 
 point of damage to present abutting property. 
 
 Broadway Tunnel The westerly portal of the Broadway tun- 
 nel should be located at Larkin Street rather than to attempt a 
 location at Hyde Street, which latter exit would require regrad- 
 ing of Broadway and the lateral streets in order to reduce a pro- 
 hibitive grade at this point. Furthermore, the exit at Larkin Street 
 is well suited for a connection with future tracks along Larkin, either 
 with those now occupied by the Union Street line or with future 
 tracks through the Van Ness valley, connecting with the Geary 
 Street or other lines. 
 
 The Broadway tunnel is not a low-level tunnel, by reason of the 
 grades encountered on the easterly slopes; however, it can be con- 
 sidered an important traffic thoroughfare to Harbor View both from 
 Stockton Street and The Embarcadero, supplementing the best low- 
 level route, viz.: the freight and traffic tunnel under Fort Mason. 
 The Broadway route entails a maximum grade of 6.3 per cent on 
 the east, and 5.5 per cent on the west slope via Broadway, Polk, 
 Vallejo, and Van Ness, and is therefore available for the majority 
 of the lighter vehicle traffic. Practically nothing can be accom- 
 plished to relieve these controlling grades except by prohibitive re- 
 grading. 
 
 The particular section desirable for the Broadway tunnel de- 
 pends upon the character of traffic. For a high-level tunnel, it is 
 to be assumed that the heavier and larger vehicles will not ordinarily 
 use the tunnel to any great extent; consequently, a narrower road- 
 way is permissible than in the low-level for Fillmore Street bore. 
 Owing to the greater width of Broadway, it would seem desirable 
 to use the entire width of the street for the bore ; which is one of the 
 arguments for the location of a tunnel through Russian Hill in 
 Broadway rather than some parallel street. A 60-ft. single-bore 
 arch would provide a 24-ft. center roadway, which is ample fbr 
 3-line vehicle traffic; cars and sidewalks would be located along 
 the walls. A 54-ft. single-bore arch would provide a 20-ft. center 
 roadway, which is ample for 2-line vehicle traffic. If the car tracks 
 
 f r 
 
 HARBOR VIEW TUNNELS 
 
 223 
 
 were located in the center of the tunnel, it would be impracticable 
 to enclose them by fences. The width of roadway available along 
 the sides would be 13^ ft. for the 60-ft. bore, and 11^ ft. for 
 the 54-ft. bore. Both would provide for single-line traffic only. 
 
 The Stockton Street bore, as projected, is only 50 ft. wide, which 
 allows only 8>^ ft. roadway on either side of the car line — just 
 sufficient for moderately large vehicles. 
 
 It may be reasoned that the same arrangement of tracks in the 
 Broadway tunnel should be utilized as in the Stockton Street tun- 
 nel. However, the Stockton Street tunnel, including entrance 
 grades, is 1322 ft. in length with 36-ft. roadway, while the Broadway 
 tunnel is 2338 ft. in length — not far from double. This fact makes 
 it desirable, in the interests of rapid transit, to separate the lines of 
 traffic with fences as in the Fillmore Street scheme, and provide a 
 roadway in the center. 
 
 Unit Estimates. The following estimates for the various types 
 of tunnels have been submitted by the City Engineer, as suited to 
 prices and conditions prevailing in San Francisco. In this com- 
 parison, the general design conforms to that of the Stockton Street 
 tunnel, giving 19 ft. clear from street to arch, inside. 
 
 These estimates are necessarily liberal and include percentage 
 allowances as follows: construction profit, 15% ; contingencies, 10%. 
 These are based on the following unit prices : 
 
 Excavation, heading $ 5.00 per yard 
 
 side-cut 3.00 " " 
 
 bench 2.00 ;; ;; 
 
 Concrete, in place 10.00 
 
 Re-enforcing steel, in place 70.00 " ton 
 
 Wages, 8-hour shifts $3.00 to 6.00 " day 
 
 Teams 6.50 " day 
 
 Single-bore tunnel, 54 ft. wide, excluding approaches. .428.00 per foot 
 
 Double-bore tunnel, 54 ft. net, excluding approaches. .464.00 '|^ "^ 
 
 Approaches 70.00 
 
 Two individual bores on different streets, each 
 
 32-ft. span 494.00 " " 
 
 Single-bore, 60 ft. wide, excluding approaches 464.00 
 
 Double-bore, 60 ft. net, excluding approaches 496.00 
 
 Approaches 80.00 
 
 From these estimates it appears that the double-bore tunnel will 
 cost somewhat more than the single-bore — about 9% — and that the 
 cost of the wider single bore tunnel is 7 to 8% higher than the nar- 
 rower section. 
 
 The resulting total costs on this basis are as follows (exclusive 
 of damages and enlargement of approaches). They are, in fact, 
 higher than the Stockton Street tunnel estimates, but this is largely 
 owing to the great length of the tunnels and the increased difficulty 
 of prosecuting the work. 
 
224 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ri 
 
 ii 
 
 Leng^th 
 
 4332' 
 
 3301' 
 
 4332' 
 
 4332' 
 
 Single Bore 
 
 $1,685,800 
 1,237,400 
 1,673,400 
 1,816.100 
 
 Double Bore 
 
 $1,824,900 
 1,338,600 
 1,811,100 
 1,938.600 
 
 3294' 
 
 3294' 
 2338' 
 2338' 
 
 1,306,000 1,414,200 
 
 1,417,100 
 870,000 
 944,700 
 
 1,513,200 
 
 941,100 
 
 1,007,800 
 
 Low Level ^o*"^ 
 
 Fillmore — Sutter to Filbert 54' 
 
 Steiner — Pine to Union 54' 
 
 Divisadero — Pine to Lombard 54' 
 
 Divisadero — Pine to Lombard 60' 
 
 High Level 
 
 Divisadero — Sacramento to Green- 
 wich 54' 
 
 Divisadero — Sacramento to Green- 
 wich 60' 
 
 Broadway — Mason to Larkin 54' 
 
 Broadway — Mason to Larkin 60' 
 
 Cost of Other Projects. The cost of any other proposed 
 tunnels for this district may be arrived at with approximately the 
 same unit costs as proposed for the Fillmore Street tunnel — that 
 is, exclusive of damages and enlargement of approaches. With 
 respect to these items, the Divisadero Street tunnel will carry a 
 somewhat lighter burden in damages ; but on the other hand, the 
 increase in the size of the bore that would be desirable tends to 
 offset this. 
 
 Damages. I have not attempted to make any estimate of 
 damages ; however, the Fillmore Street Improvement Association 
 has itself prepared an estimate covering the purchase of a 30-ft. strip 
 on each side of Fillmore, from Sutter to Bush, and Union to 
 Filbert. This estimate has been itemized for the various owners 
 and covers land and improvements, as follows: 
 
 Land value and damage, south end $ 99,000 
 
 Damage to improvements, south end 82,500 
 
 Damage to land and improvements, north end.... 85,000 
 
 Total $266,500 
 
 Assunmig this to be a fair estimate, the cost of the Fillmore 
 Street tunnel as above outlined, would approximate in round 
 numbers, $2,000,000 single-bore, and $2,100,000 double-bore. 
 
 Progress. It is estimated by the City Engineer that by 
 
 vigorous work with three shifts and drifting from both ends, the 
 headings could be pushed forward at the rate of 450 feet per 
 month, total. On this basis, the Fillmore Street bore would re- 
 quire less than 10 months for actual construction from both ends, 
 or 20 months if from the north end only. It thus appears that, 
 barring extraordinary delays, the Fillmore Street tunnel ought to 
 be completed at least within two (2) years from the beginning of 
 construction. This would provide little margin before the 
 opening of the Exposition and would not permit of its use for 
 conveying materials to the grounds during construction unless 
 double headings were employed. Hence it is imperative that the 
 City lose as little time as possible in perfecting its plans for 
 vigorous prosecution of the work. 
 
 CHAPTER 11 
 
 MARKET STREET EXTENSION TUNNEL 
 UNDER TWIN PEAKS* 
 
 Location and Alignment. 
 Type and General Design. 
 
 At the present time there is an area of 10,000 acres, or about one- 
 third of the cit\ft south and west of Twin Pea^s^ that is practically) un- 
 populated. Much of this area is verp desirable for residence purposes, but 
 under the present conditions the time required b^ existing transit lines around 
 Twin Peaks and Blue Mountain is practically prohibitive. These same 
 hills cut off all direct communication between the Mission and the Park- 
 In this chapter, various plans for relief by means of tunnels are analyzed, 
 and recommendations are made for the location and general design of {]) 
 a Twin Peaks rapid transit tunnel and (2) a Mission-Sunset tunnel. 
 Studies also had to be made for the general design of a subway ultimately to 
 be built under Market Street and its connections with the Twin Peaks 
 project; also for branch connections to the south and west. This Twin 
 Peaks tunnel is designed to serve the double purpose of bringing the entire 
 area southwest of the ridge within the 30-minu/e time zone and of providing 
 an additional outlet for rapid transit down the Peninsula. 
 
 Projects Investigated, Original and Supplemental. 
 
 Tunnel Ptan No. 1, 
 
 Known as the Schussler plan, running from Market and Castro Streets, 
 westward on Seventeenth Street to a point just west of Stanyan Street, thence 
 southwesterly and south approximately midway between Blue Mountain and 
 the most northerly peak of Twin Peaks and coming to the surface on City 
 property near the Dewey Boulevard. 
 
 Tunnel Plan No. 2. Subway Plan No. 1. 
 
 Submitted by the Twin Peaks Tunnel Association, following closely the 
 alignment of Market Street at low level, but entirely underground from 
 Valencia Street to San Miguel Rancho near the junction of Corbett Road and 
 Dewey Boulevard. This plan includes the construction of the southern section 
 of Market Street subway from Castro as far as Valencia Street. 
 
 Tunnel Plan No. 3. 
 
 A high-level tunnel from Market Street to the southern extremity of the 
 Alms House tract, with surface entrance at Castro Street and the vicinity of 
 Laguna Honda. 
 
 Footnote — For additional tunnel projects in other parts of the city, see Chapters 10 
 and 12. 
 
 •Formerly Preliminary Reports Nos. 5 and 8, submitted May 3d. and Oct. 7th, 1912. 
 
•I I 
 
 I 
 
 hi * 
 
 * r 
 
 I 
 
 : 
 
 226 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Tunnel Plan No. 3 A. 
 
 The same as Plan No. 3, except utilizing Market Street extension to 
 Douglass Street. 
 
 Tunnel Plan No. 4. 
 
 Surface entrance at Market and Castro Streets, emerging in the San Miguel 
 Rancho at about the intersection of Taraval Street and Dewey Boulevard, 
 with a sub-grade passenger and car transfer station in Seventh Avenue Boule- 
 vard east of Lake Honda. 
 
 Tunnel Plan No. 4 A. 
 
 The same as Plan No. 4, except utilizing Market Street extension with 
 surface entrance at Eureka Street. 
 
 Tunnel Plan No. S, 
 
 Combining Plans No. 2 and No. 4 ; Market Street subway from Valencia to 
 Castro, tunnel to the San Miguel Rancho, emerging in the vicinity of Tara- 
 val Street and Dewey Boulevard with sub-grade passenger transfer station at 
 Seventh Avenue Boulevard east of Lake Honda and surface car exits at 
 Castro Street and Seventh Avenue. 
 
 Tunnel Plan No. SA. 
 
 Same as Plan No. 5, except with straight extension of Market Street lo 
 Douglass Street. 
 
 Tunnel Plan No. SB. 
 
 Same as Plan No. 5 with curved extension of Market Street to Eureka 
 Street, following the natural contours around the northern slopes of Eureka 
 Valley. 
 
 MiMMion- Sunset Tunnel. 
 
 From Market and Noe Streets, through an open cut on Sixteenth Street, 
 thence by tunnel to the intersection of Carl Street and Cole Street, with the 
 portal located approximately midway between Cole Street and Clayton Street. 
 
 Subway Plan No. 2. 
 
 This is a plan of subway on Market Street, extending from the Ferry to 
 Gough Street, thence westerly in Haight Street to Stanyan Street, thence 
 northerly in Stanyan Street to Fulton Street, thence northwesterly to a portal 
 near North Willard Street, thence on the surface via Cabnllo Street to the 
 
 ocean. 
 
 It is also proposed that branches of this system be constructed as follows : 
 From the intersection of Market and Haight Streets, thence northerly on 
 Gough Street to Lafayette Park, thence diagonally northwesterly under 
 Lafayette Park to Laguna Street, thence northerly on Laguna Street to 
 Chestnut Street, or on some other parallel streets to be hereafter selected, 
 making a rapid transit entrance to the Exposition site; also another from the 
 intersection of Stanyan and Haight Streets, in a southwesterly direction and 
 on some streets to be selected. 
 
 Subway Plan No. 3. 
 
 Four-track subway for surface car operation, extending from the Ferry 
 under Market Street and coming to the surface near Brady Street, with 
 inclined entrances for the reception of surface cars, on Hayes Street, McAl- 
 lister Street, Turk Street, Eddy Street, Geary Street, and Sutter Street, with 
 a loop terminal at the Ferry building. 
 
 Plans chiefly considered. 
 
 No. 2 — "Twin Peaks Rapid Transit tunnel zcithout Seventh Avenue con- 
 nection." ^ , ^ 
 
 No. 5B— "Twin Peaks Rapid Transit tunnel with Seventh Avenue con- 
 nection." 
 
 
 TWIN PEAKS TUNNEL 
 
 CONCLUSIONS AND RECOMMENDATIONS. 
 
 227 
 
 L A low-level trolley bore from Market Street to the San 
 Miguel tract, with a maximum tunnel or approach grade of not 
 over 3% is recommended, the alignment to be as direct as possible 
 and practically constituting an extension of Market Street into the 
 Merced district. (Embodied in Tunnel Plan No. 2.) 
 
 2. Provision for a Market Street subway should be incor- 
 porated in any Twin Peaks tunnel project — i. e., the alignment and 
 grade of the tunnel under the hill should be such as to emerge di- 
 rectly into a suitable subway bore under Market Street, zvhether 
 the latter is built now or in the future. If the cost is too great at 
 present for a subway section, the Twin Peaks tunnel should be 
 built to sub-grade, with inclined portal at the south end of Market 
 Street, so that cars may reach the surface, and in the future the 
 tunnel sub-grade can be extended north into the subway proper. 
 (Eliminates Plans No. 1, No. 3, No. 3A, No. 4, No. 4A.) 
 
 3. If the assessment burden is not too heavy at this time, I 
 am in favor of the use of Valencia Street as the present northern 
 terminus of this tunnel-subway project as contemplated in Plan 
 No. 2. Only by this means can open competition be assured for 
 the main tunnel bore. Otherwise, four tracks in Market Street 
 would be necessary. 
 
 4. In the event of the extension of the subway to the Ferry, 
 the entire subway bore will be available for both third-rail inter- 
 urbans and subwav locals, the suburbans being routed out of the 
 bore at Castro or Valencia Street, and the subway locals returning 
 via under-ground loop at Castro Street. 
 
 5. To meet future rapid transit necessities, additional tracks 
 for throug-b express service exclusively should be provided for, in 
 the acquisition of property rigrhts for the tunnel now under consid- 
 eration. For this purpose, the most direct alignment and lowest 
 grade obtainable are desirable. This need not necessarily coincide 
 with the one chosen to meet present necessities. 
 
 6. Alternative, The extension of Seventh Avenue south of the 
 Park by Laguna Honda and the City tract are of strategic import- 
 ance and even at the expense of a somewhat greater tunnel grade 
 and a less perfect alignment, a subway transfer station for passengers 
 and cars at this point seems essential. (Plan No. 5B.) The ap- 
 pended discussion gives you a measure of these disadvantages, 
 neither of which in my opinion is at all serious. This plan would 
 subdivide a tunnel 16,000 feet in length from portal to portal into 
 three parts, with surface entrances not over 8,900 feet apart. 
 
If' 
 
 i t 
 
 i 
 
 228 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 if- ■ 
 
 7. The direct extension of the Market Street alignment from 
 Castro to Douglass Street is quite impracticable, as it seriously dis- 
 turbs the present gradients in this region and by shortening the main 
 tunnel grade between stations at Market Street and Lake Honda 
 will actually increase (rather than decrease) this grade beyond the 
 3% maximum established. (Eliminates Plans Nos. 5 and 5A.) 
 
 8. The curved extension plan No. 5B, herewith submitted, 
 could be carried out to advantage as an independent street im- 
 provement, coincidental with the tunnel construction at sub-grade, 
 although not essential thereto, as the subgrade bore is necessary in 
 any event. The only gain so far as the Twin Peaks tunnel is con- 
 cerned would be to eliminate damages and facilitate construction 
 by the open cut method. This contour approach will be of maximum 
 benefit as an outlet for the "Mission-Sunset" tunnel, proposed here- 
 in, and the cost of the extension should be considered as partly 
 borne by the saving in the length of the Mission-Sunset bore. 
 
 9. If the Twin Peaks tunnel is located according to Plan No. 
 5B — i. e., following a curved extension of Market Street at sub- 
 srrade — the Mission-Sunset tunnel should extend from the surface 
 of Market at Eureka Street to Frederick and Cole Streets in Pope 
 Valley, with a transfer station at Eureka Street to enable passen- 
 gers to reach Golden Gate Park from either direction. This tunnel 
 should be of a type providing for street car, vehicle, and pedestrian 
 traffic, as already laid out for the Fillmore Street or Broadway tun- 
 nels. It should be considered as an important feeder to the Twin 
 Peaks bore from the Panhandle district, to he constructed as soon 
 thereafter as praeticable. If Market Street is not extended as con- 
 templated in Plan No. 5B, the Mission-Sunset tunnel must then be 
 lengthened over 27%, with an easterly portal at Sixteenth and 
 Market Streets, in all probability; this, however, being dependent 
 to some extent upon future plans for surface line extensions. 
 
 10. Finally, I can recommend unqualifiedly the construction of 
 a Twin Peaks Rapid Transit tunnel at the earliest possible date. 
 In so doing, there will be brought within 30 minutes' running time 
 of the business district, approximately 10.000 acres of new territory. 
 75% of which is suitable for residence land, that has been practic- 
 ally useless heretofore by reason of lack of adequate transportation 
 thereto. 
 
 This area extends west to the ocean front and south along the 
 valley as far as the cemeteries. This estimate is based upon present 
 operating schedules. But with higher speed equipment, even this 
 is capable of great improvement and it is quite possible that the 
 valley lands could be brought within the 30-minute zone at least 
 half way to San Mateo. 
 
 I:' 
 
 TWIN PEAKS TUNNEL 
 
 229 
 
 GENERAL DISCUSSION 
 
 Objects in View. In considering these various tunnel 
 enterprises under Twin Peaks, it has been the general object to 
 provide a low-grade outlet from Market Street into the San 
 Miguel Rancho, for the purpose of — 
 
 (a) Giving direct access into the business district via Market 
 and Mission Streets for suburban surface cars from the lower 
 Sunset District, San Miguel, Ingleside, Merced, and Ocean View 
 — i. e., extending the suburban commuter area well beyond the 
 County line into the peninsular valley lands. 
 
 (b) Providing a more direct and convenient rapid transit en- 
 trance to the city from down the Peninsula than is at present 
 afforded by the Mission Street thoroughfare. 
 
 In analyzing the movements of the commuter population, it is 
 generally found that the criterion by which one suburban district 
 is judged as against another, rests entirely upon the question of 
 time consumed in transit and in the convenience and attractive- 
 ness of the route. Roughly speaking, 30 minutes represents the 
 limit set by the average suburbanite in his choice of location. 
 Frequently, geographical conditions conspire to render a longer 
 trip necessary, but often the attractiveness of the trip operates 
 largely in extenuation of the longer ride; such is the case with 
 the trans-bay commuters. 
 
 The extraordinary development across the Bay is a sufficient 
 object lesson in the possibilities of development by limited-stop 
 rapid transit trains. 
 
 Vehicle Traffic. It has been contended that a double-bore 
 tunnel, suitable for both rapid transit and vehicle traffic, should 
 be provided ; but owing to the extreme length of the tunnel, th^ 
 latter has been practically abandoned, and the various projects 
 are here analyzed on the bases above enumerated. 
 
 High-Level vs. Low-Level. In studying these various 
 propositions, certain important features command instant atten- 
 tion ; first and foremost, the grade. If it is the desire of the 
 City to extend south along the Peninsula through the agency of 
 high-speed electric train service, a rapid transit entrance into the 
 city from the south must be provided. For this reason, steep 
 grades in tunnel or approaches and obstructed and circuitous 
 routes are almost out of the question. These conditions prac- 
 tically dictate a low-level location. 
 
 Alignment. Unquestionably, the general desire of San 
 Franciscans is for a direct extension on the Market Street align- 
 
It 
 
 r 
 
 ^H ' 
 
 
 , 1 
 
 
 i 
 
 i'l'l 
 
 N^ 
 
 230 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ment toward Merced. t With grades not exceeding 3%, the loss 
 of time occasioned by some diversion from the direct alignment 
 would not be at all serious; but if both tunnels, viz: Twin Peaks 
 and Mission-Sunset— are desired, and the construction funds there- 
 for can be raised by the property benefited thereby, an approxi- 
 mate alignment with Market Street unquestionably becomes the 
 more desirable from an operating standpoint. 
 
 Market Street Extension. Collectively, the status of these 
 various projects is greatly aflfected by the attitude of the City in 
 regard to the extension of Market Street through the four inter- 
 vening blocks to Douglass Street. It has been urged that with 
 this extension, a considerable length of tunnel would be saved 
 and with it the necessity of running underground to Valencia 
 Street. It is true that, were this improvement already carried out, 
 a strong argument would be presented for a surface grade en- 
 trance at Douglass. However, as this has not been done, the 
 following conditions prevail : 
 
 1. The cost of acquiring property to extend Market Street as 
 above indicated is considerable. An estimate, which was made 
 by a reliable real estate firm of your city, shows that the cost 
 would be in the neighborhood of $525,000, exclusive of the cost 
 of land and damage at the northwest corner of Seventeenth and 
 Castro Streets. 
 
 2. The extension of Market Street in this manner will not 
 permit the extension of Plans Nos. 5 and 5A, combining a sub-way 
 entrance on the north and a sub-grade entrance at Laguna Honda, 
 within the limitations of grade established — 3%. 
 
 3. Eventually, a Market Street subway will become a neces- 
 sity, and it will then become equally necessary to route the rapid 
 transit suburban express trains from the Twin Peaks tunnel into 
 this subway, for which purpose an inclined entrance would have 
 to be provided in the streets from surface to sub-grade at some 
 point along Market Street or else by a diverging grade within the 
 tunnel which has some operating disadvantages. But a study of 
 the Market Street profile shows that an incline to sub-grade will 
 be difficult to provide south of Church Street, owing to the 
 street's general slope in the same direction as the tunnel grade, 
 
 tFootnote— It appears to be on this score that the otherwise excf l<^nt P'*'i_i^''!!°^^^ 
 by an engineer of your city. Mr. Hermann Schussler was not widely ffvo^ed-^. e on 
 account of the 'diversion, from a direct alignment, through Blue ^r""^^'";,^}^^ .n^^'^ 
 IvW feature of this plan however, was one of economy and expediency— accomplishing 
 by a%ingle bore he object of two tunnels now contemplated. Furthermore, the alignment 
 under sJvenieenth Street was chosen to confine the damages to one large property holder 
 whose acqu^sce"nce had been previously secured, thus ^^oidrng the intermmab e delay^ 
 usually encountered in adjudicating the claims of numerous small property holders in tfie 
 acquisition of sub-surface easements. 
 
 TWIN PEAKS TUNNEL 
 
 231 
 
 and to the short distance between cross streets in the proposed 
 extension strip. Thus, electric express trains would be forced 
 to run along the surface of Market Street for 14,000 feet before 
 dipping under-ground, which zvould defeat to a large degree the 
 ends of rapid transit desired. 
 
 4. A study of regrades of lateral streets necessary to carry 
 out the extension of Market Street reveals a hopeless disturbance 
 of the already steep grades in the Eureka Valley. On a compara- 
 tively level territory these regrades could be accomplished with- 
 out difficulty, but with existing grades of 5 to 8%, it is impossible 
 to cut through a diagonal thoroughfare 120 feet in width without 
 practically closing some of the streets to the right and left. This 
 results from the fact that the blocks of realty are so cut up into 
 small irregular polygons that not only do lateral grades become 
 prohibitive, but the efficient utilization of the remaining areas 
 is to a large degree destroyed. 
 
 5. Further, it is found that a straight extension would carry 
 Market Street to the foothills without any opportunity of connec- 
 tion with other thoroughfares providing an outlet from Eureka 
 Valley along reasonable grades to the higher levels. Caselli 
 Avenue, beginning at the southerly extremity of the extension, is 
 narrow and immediately encounters ascending grades prohibitive 
 for either automobiles or street cars. Douglass and Eureka 
 Streets both present impossible grades to the south, thus leaving 
 the westerly ascent in precisely the same condition as at the 
 present time. 
 
 Contour Extension, A contour plan of extension, how- 
 ever, will prove far more practicable. In developing the alignment 
 of the tunnel sub-grade, points were found around the northerly 
 slopes of Eureka valley where the sub-grade could be located 20 
 feet below the surface. This alignment was found to approximate 
 the desired route to Lagima Honda station under alternative Plan 
 No. 5B, with Seventh Avenue connection. 
 
 This immediately suggested the proper location for an easy 
 grade extension of Market wStreet into Eureka valley. Leaving the 
 present intersection of Seventeenth and Castro Streets, the Market 
 Street roadway has been gradually drawn down on the curve to the 
 width of 85 ft. — somewhat in excess of California Street, Divisa- 
 dero Street, and Broadway. The extension reaches Eureka Street 
 at 3% average grade (the same as the subway), and may be carried 
 still further up the hill to Eighteenth Street on about a 5% grade if 
 desirable, thence reaching by Falcon Avenue the present secondary 
 level to the south around Twin Peaks and to the north over Ash- 
 
r's 
 
 'I 
 
 J' 
 
 I? ;i 
 
 Pi 
 
 • t^; 
 
 I 
 
 ! 
 
 \'. 
 
 Al 
 
 ? . 
 
 232 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 '- ' > '-"-^^ 
 
 r'-'^o. 
 
 _/acJ^ 
 
 Otftti' 
 
 <^<?/9. 
 
 ^^'^ 
 
 FIGURE 52-EUREKA \.\LLKV l•K()^r THE SLOPES ABOVE CORBETT ROAD. 
 
 Showing existing physical obstructions to the straight extension of Market 
 Street with reference to the proposed locations of tunnels. Caselli Ave- 
 nue in the middle ground has no practicable outlet except Eighteenth 
 Street and thence to the existing switch-back. 
 
 bury Heights. For this extension, 60 feet width would probably 
 serve the purposes in view and least disturb existing gradients. 
 At Eureka Street, it is proposed to locate the southern portal of the 
 Mission-Sunset tunnel to Pope Valley, with a diagonal portal pass- 
 ing under Seventeenth Street and Douglass— the beginning of Cor- 
 bett Road. The plan will then present the following features : 
 
 1. A 3% grade from Castro to the portal of the Mission-Sunset 
 tunnel. 
 
 2. The present gradients of transverse streets lying to the 
 south of the extension would be undisturbed. Those on the north 
 would be somewhat increased, but the resulting depths of the lots 
 would be such as to permit convenient frontage on both Market and 
 Seventeenth Streets, even at the different levels. 
 
 TWIN PEAKS TUNNEL 
 
 233 
 
 FIGURE 53— CONTOUR STUDY OF TUNNEL ALIGNMENT 
 
 Showing possible alignments at different depths below the street sur- 
 face for Plan 5B. Based upon established grades and uniform grading 
 between streets. This virtually establishes the range of possible con- 
 struction except with extensive regrading. 
 
 3. The plots of realty would be cut up into nearly rectangular 
 areas without disturbance of present corner lots, except at the curve 
 south of Castro. 
 
 4. A subway station near the Eureka Street portal would pro- 
 vide transfer facilities in both directions between the subway lines, 
 Market Street and Sunset lines, and with Eighteenth Street by 
 a walk of 200 to 300 feet. 
 
 5. A high-level entrance to Market Street for local trolley 
 cars from the south. 
 
 6. A 3% grade extension to both the present boulevard levels 
 around Twin Peaks — Corbett Road and Falcon-Ashbury Avenues 
 — suitable for direct car line connections with Market Street. How- 
 ever, this is to be regarded as a street improvement and not an in- 
 tegral part of the tunnel project. 
 
 Tunnel Grades. In Plan No. 2, without Seventh Avenue con- 
 nection, a tunnel grade of about 2% has been secured. While the 
 lowest grade is desirable, it would not be unreasonable to estab- 
 lish a higher grade, if compensating advantages could be secured. 
 
INTENTIONAL SECOND EXPOSURE 
 
 232 
 
 SAN FRANCISCO TRANSF^ORTATION FACILITIES 
 
 TWIN PEAKS TUNNEL 
 
 233 
 
 |(,l Iv- 
 
 iri;IK\ \ M.l.l.N lix<»\! Mil, -l.dl'l- \r.o\l. ((iKI!i:il U<>.\1». 
 
 SIiowiiiL! 1 xi-Mii'^ mIu'-ii'.'iI I >i>^t nu'ti' Mi 
 
 ir.iiLili! V \i«n-i<Mi <i\ Miirkft 
 
 Stftr: will) r> i( rciuT n. tin- i>imj.iim'I I( n-.iti. .!!- ..f nuiiuU. C';i^i-11i .\\"r- 
 inic in till' iiiiddu- «ir"iin(l li.i- n<. i)r;irtical»lr .'UtKt rxocpt |-'.ij^ht*.H'iitli 
 Strcrt ;m«l tluiu-*' tn the xi-'iii-- ~\vilrli l):ul< 
 
 bury IIeiiLilil>. l-'<»r llii- extension. hO U'ct widtli wniild ])n»l)ably 
 serve the purposes in view ;in(l lea<l flistnrl) existini^ jrradicnts. 
 At fuireka Street, it is proposed to locate the southern ])ortal of the 
 Missiun-Sun-et tunnel t.> Pope X'alley, with a diai^^oual portal pass- 
 injL,'- under Seventeenth Street and I )oui;iass — the he.LiinniniL;- of Cor- 
 helt l\oad. I'he jilan will then present the followini; features: 
 
 1. A y't L;rade fn.ni Castro to the portal (tf the Mission-Sunset 
 tunnel. 
 
 2. The jiresent L;radients (»f transverse streets lyiuL^ to the 
 south of the exten>i(.n woidd !>e undisturbed. Those on the north 
 would he somewhat increase*!, hut the resultinjL^ dei)ths of the lots 
 would he such a- to pirniil convenient frontaj^e on both Market and 
 Seventeenth Street s, even at the different levels. 
 
 i-iciKK 5.? (oxioiK srrnv of iixxki, af.icxmkxt 
 
 Slio\vin.ir i)(._ssil)K> ali,u;niiu-nts at dififerent (leptli.o hfinu tlu- -tr 
 taec tor Plan 5Ii. Based upon ostablishod jrrades and uniform 
 hctweon >treets. This virtually cstahlislio tin- ranj^^ of jn^.sil 
 struction except with extensive repradin^. 
 
 eel snr- 
 irradini; 
 )le c«>n- 
 
 3. The plots of realty would be cut up into nearlv rcctaui^ular 
 areas witlKnit disturbance of present corner lots, excejn at the curve 
 south of C astro. 
 
 4. A subway station near the Eureka Street portal would pro- 
 vide transfer facilities in both directions between the subwav lines. 
 Market Street and Sunset lines, and with Eighteenth Street by 
 a walk of 200 to 300 feet. 
 
 5. A hijj^h-level entrance to Market Street for local trolley 
 cars from the south. 
 
 6. A y/, grade extension to both the present boulevard levels 
 around Twin Peaks—Corbett Road and b'alcon-Ashbury Avenues 
 —suitable for direct car line connections with Market Street. How- 
 ever, this is to be regarded as a street impnrremeut and not an in- 
 tegral part of the tunnel project. 
 
 Tunnel Grades, in Plan \o. 2, z^nthout Seventh Avenue con- 
 nection, a tunnel grade of about 2'/, has been secured. While the 
 lowest grade is desirable, it would not be unreasonable to estab- 
 lish a higher grade, if compensating advantages could be secured. 
 
234 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 htl' 
 
 TWIN PEAKS TUNNEL 
 
 235 
 
 perspective: 5ke:tcm 
 
 OF PROPOSED 
 
 MARKET STREET EXTENSION 
 
 CONTOUR PLAN 
 
 FIGURE 54.— PERSPECTIVE SKETCH OF EUREKA VALLEY. 
 
 Showing Market Street extension and relative position of Eureka Valley 
 station and Mission-Sunset tunnel. Also indicating the impossibility of ex- 
 tending Market Street straight across Eureka Valley if an outlet is desired. 
 This secures ea.sy grade for both tunnel and street. 
 
 The maximum grade permissible in a long tunnel is really deter- 
 mined by the loss of time and the heating capacity of the motors. 
 Assuming the present standard surface car equipment to be used 
 through the tunnel, the maximum motor temperature that would be 
 expected for continuous operation along the streets could safely be 
 placed at 70 or 75 degrees Centigrade. Tests on the Sutter Street 
 line, which is perhaps the heaviest line in the city, considering both 
 grades and passenger traffic, have shown that the continuous tem- 
 peratures average around 65 degrees Centigrade. The permissible 
 extra rise in temperature and extra time consumed due to climbing 
 the tunnel grade at full speed then will determine that grade. And 
 it is found that, allowing as low as 5 degrees extra rise, a standard 
 car with 30 tons total load could climb a 3% grade for over one 
 hour, or a 4% grade for nearly one-half hour. This shows that for 
 a tunnel of this length a grade of 3% or 4% is not serious. How- 
 ever, a 3% grade will consume 0.47 minutes and a 4% grade 1.07 
 minutes additional running time. From a general standpoint, there- 
 fore, a 3% grade could readily be used, but in my judgment this 
 should not be exceeded at any point in an alignment designed for 
 rapid transit purposes. 
 
 Portals. The contemplated portal of Plan No. 2, in McCoppin 
 Street (formerly Hermann Street) can be accomplished with an 
 easy grade incline without the acquisition of property and with the 
 necessary preservation of the roadway by the location of the 
 portal at the side of the street adjacent to a large block of prop- 
 erty bounded by McCoppin, Valencia, Brady, and Mission, ivhich 
 is contemplated for use as a terminal and storage ground. 
 
 A surface entrance portal in the southwestern edge of the 
 Alms House tract at the junction of Dewey Boulevard and 
 Seventh Avenue extension presents the difficulties of a long grade 
 of 8% at the southwest approach, which is practically prohibitive. 
 The best grade obtainable from the surface at Seventh Avenue 
 to the surface at Market Street extended is 3.09%, while the best 
 grade to Market Street subway level is 3.26%. This practically 
 eliminates a surface portal along Seventh Avenue extension boule- 
 vard (Plan No. 3). 
 
 A surface entrance portal some 2000 feet southwest in the 
 San Miguel Valley near the intersection of Taraval ("T") Street 
 and Dewey Boulevard appears to be the only possibility for pre- 
 serving an easy grade through the main tunnel if built for rapid 
 transit express trains. This alignment will cross a deep gully 
 before reaching the Sloat Boulevard intersection, but it is evi- 
 dently desirable and already contemplated to utilize the tunnel 
 
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 1' k t\ 
 
 i\ -If 
 
 !^i 
 
 ".ii 
 
 236 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 excavation for filling in this gully throughout its length to create 
 more desirable residential property. The choice of the exact 
 location is merely a matter of minimizing the amount of fill neces- 
 sary to provide an even grade to Sloat Boulevard. 
 
 Seventh Avenue Extension. Plan No. 2, while possessing 
 the unquestioned advantages of good alignment and grade, yet 
 eliminates for all time the possibility of a passenger or branch line 
 entrance from Seventh Avenue extension Boulevard which tra- 
 verses a large area next to the Alms House tract approximating 
 the 400-500 foot level. 
 
 It is necessary to recall here that Seventh Avenue is the 
 only southerly outlet from the northeast section of Sunset, which is 
 now the most heavily settled territory south of the Park. It is a 
 natural defile or pass, which will provide an excellent grade when 
 the roadway is regraded past Lake Honda as already contem- 
 plated by the City. It is therefore not unreasonable to expect 
 that ultimately a Seventh Avenue car line extension will be 
 carried around Twin Peaks by a regraded roadway, communicat- 
 ing with Corbett or Falcon Avenues, and thence to existing car 
 lines of Eureka Valley and the Mission. 
 
 Laguna Honda Station. By thus taking advantage of the 
 natural contours of the Honda Valley, it is possible to secure the 
 following results: 
 
 1 A passenger transfer entrance into the tunnel at "Laguna 
 Honda" station. This will bring the future residents in this 
 Honda Valley within reasonable walking distance of the tunnel. 
 
 2. An easy grade connecting car line in Seventh Avenue. 
 
 3. A grade of not over 3% in the main tunnel and its ap- 
 proaches. 
 
 • The advantages of such a car line connection may be appreci- 
 ated from the fact that with a line across the Park, Richmond, the 
 most thickly settled of the northern section would have access to 
 this rapid transit route down the Peninsula. A more direct route 
 from the Presidio down the Peninsula could hardly be found. 
 
 Market Street Bore. In planning the subway section of this 
 Twin Peaks bore, it is essential that the section adopted should 
 be such as to conform to a reasonable design of future subway ex- 
 tension down Market Street, both as regards alignment and grades. 
 It is therefore necessary to adopt a subway bore which will make it 
 possible for the station platforms to be heated at the mimmum dts- 
 
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 S 
 
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 238 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 tance from the street surface; there are three possible alternatives in 
 determining the method of junction of the tunnel and subway bore 
 at Market and Castro Streets : 
 
 1. A third-rail bore in Market Street from Eureka or Castro 
 north, of minimum height— 13 or 14 feet— just sufficient for roof 
 clearance only; to receive only third-rail mtemrhsin and subway 
 cars, all surface trolley cars being routed directly from the trolley 
 tunnel to the surface on Market Street by the inclined approach 
 already provided for in Plans No. 2 and No. 5B. 
 
 2. Increase the height of the bore slightly to 15 or 16 feet- 
 just sufficient to admit trolley cars— this bore to merge into a 
 14-foot third-rail bore at Valencia Street where all local trolley 
 cars would be routed out of the bore. 
 
 3. To extend the 19-foot trolley bore as far north as Valencia, 
 there routing out all trolley cars and merging into the 14>^-foot 
 third-rail bore at sub-grade. 
 
 From the standpoint of long-distance rapid transit, the first 
 alternative is undoubtedly the best, but would necessitate all of the 
 suburban trolley cars from Parkside, Ingleside, and Ocean View, 
 to run on the surface of Market and Mission Streets to the Ferry. 
 This would not be a serious handicap at the present time, as 
 upper Market Street is not now congested, the grades are not 
 serious for surface cars, and suburban traffic most logically 
 belongs on the surface of important business thoroughfares. 
 
 The second alternative would make it possible for the longer 
 suburban lines also to route underground as far north as Va- 
 lencia, although increasing the cost of the bore somewhat. 
 
 The third alternative can be justified only on the assumption 
 that a Market Street subway extension out Valencia is out of 
 the question for a long period of years. And the depth of the 
 station platforms is so great as to almost put it out of considera- 
 tion. With a subway bore 14>^ to 15 feet high it would be possible 
 to locate station platforms about the same distance below the street 
 surface, allowing 2>4 feet above the water-proofing for paving 
 and utility structures desiring to cross the roof arches. 
 
 Traffic Connections. Whatever the type and alignment 
 selected, it is absolutely essential not to lose sight of possible 
 traffic connections with existing or future surface lines. As I 
 understand it, this tunnel is to be open to use by any railway 
 desiring an entrance into the city upon an adequate rental basis; 
 hence it will be necessary for the City to have complete control 
 of its tributary lines through proper location of the tunnel portals. 
 
 TWIN PEAKS TUNNEL 
 
 239 
 
 Considering the northern portal; if by extending Market 
 Street, the tunnel were to reach the surface of Eureka Street at 
 grade, there would eventually he no possible chance for an inde- 
 pendent entrance except by the granting of a franchise for two 
 more tracks on Market Street, or else the diversion to and use of 
 Seventeenth Street into Mission, upon which grades are not 
 favorable. But an independent interurban line could make its 
 terminal at Valencia Street without serious inconvenience. Sur- 
 face lines emerging at Mission Street, could find easy outlet to 
 the north via Franklin, Van Ness, or Polk Street. Under charter 
 rights for joint operation, connection could be made with the 
 Geary Street road on any of these streets or to the Civic Center. 
 By the extension of Van Ness Avenue to Mission Street, which 
 is very desirable in any event (as Van Ness Avenue is now a 
 blind street) it would be possible to route directly to Harbor 
 View from the southern territory. 
 
 Further details of the relation of this project to a future Market 
 Street subway are discussed in a succeeding chapter. 
 
 Mission-Sunset Tunnel 
 
 A project secondary only in importance to the Twin Peaks 
 project herein discussed has been advocated at various times for 
 the purpose of providing a more convenient outlet to Golden Gate 
 Park and the upper Sunset from the Mission and all the territory 
 south of Market Street including Noe and Eureka valleys. It 
 is now possible to reach upper Sunset only tlirough the narrow 
 throat between Blue Mountain and the Park and by only two 
 through streets — Frederick Street and Parnassus Avenue, Carl 
 being a blind street. While the lines running east and west 
 through the Panhandle give ample opportunity for residents north 
 of Market Street to reach the Park and the Beach by Lincoln 
 Way and Fulton Avenue, the residents of the Mission can only 
 secure this entrance by extremely circuitous routes, any of which 
 consume too much time for the distance traversed, viz. : 
 
 Valencia — transfer at Haight or McAllister Streets. 
 Sixteenth and Mission — transfer at Haight or McAllister 
 Streets. 
 
 Eighteenth and Ashbury — transfer at Stanyan Street. 
 
 Locations proposed for this Mission-Sunset tunnel are as fol- 
 lows : 
 
 Sunset Plan No. 1— Sixteenth and Noe Streets to Carl and Cole 
 Streets. 
 
 H 
 
240 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Sunset Plan No. 2 — Seventeenth and Castro to Frederick and 
 Cole Streets. 
 
 Sunset Plan No. 3 (Twin Peaks Plan No. 5B)— Eureka and Mar- 
 ket Street contour extension to Frederick and Cole Streets. 
 
 Sunset Plan No. 1 is practically an extension into the Sunset 
 District of Sixteenth Street, the most important transverse 
 thoroughfare through the ^lission. At this point a subway 
 station was contemplated in Market Street and likewise a Divisa- 
 dero cross-town line via Noe Street. 
 
 In Sunset Plan No. 2, the tunnel would debouche practically 
 at the upper end of the present Market Street and more con- 
 venient to the Castro and Eighteenth Streets lines with also a 
 subway station at this point in all probability. This entrance 
 would shorten the tunnel by about 320 feet. 
 
 The advantages of Plan No. 3 with an eastern portal at Eureka 
 and Market Streets (extension) have already been dwelt upon in 
 the discussion of the Twin Peaks project No. 5B. This tunnel is 
 about 1,000 feet shorter than called for by Plan No. 1. 
 
 In my judgment, the westerly portal should be located in the 
 natural depression of Cole and Frederick Streets, and west-bound 
 cars through the tunnel into IMarket Street should be given the 
 preference in this level thoroughfare rather than to divert the tun- 
 nel to Cole Street which is a blind street, ending at First Avenue; 
 for, in all probability, if this tunnel were built, most of the daily 
 travel will be routed via this tunnel and Market Street. Eventually, 
 the widening of Frederick Street at the Park entrance by the exten- 
 sion of Lincoln Way to Stanyan may become necessary to alleviate 
 this narrow throat into the Sunset District, but such an important 
 undertaking as the Mission-Sunset tunnel, in my judgment, should 
 have the right-of-way. 
 
 Comparing these three plans it is found that the Sixteenth Street 
 entrance will require a bore 4,720 feet long to Frederick Street, or 
 27% more than the third plan, 3,720 feet ; the latter plan of course 
 is only feasible in the event of the extension of Market Street as 
 proposed in Twin Peaks Plan No. SBi With the Carl Street por- 
 tal, Plan No. 1 is 32% longer than Plan No. 3. 
 
 In this tunnel there exists an urgent necessity for vehicle traffic, 
 and in spite of its length, the possibility of an easy haul from the 
 Mission to the Beach with grades not exceeding 3 or 4% must not 
 be overlooked. 
 
 Details of type of bore and portal locations are presented in the 
 succeeding pages. 
 
 TWIN PEAKS TUNNEL 
 
 241 
 
 TYPE AND GENERAL DESIGN 
 Essential Points for Consideration 
 
 First. Location of the Market Street bore within the limits of 
 the present roadway. 
 
 Second. Number and location of stations. 
 
 Third. Type of stations. 
 
 Fourth. Relation of the present tunnel project to future rapid 
 transit projects which must necessarily connect thereto. 
 
 Fifth. The best arrangements for cross-town transfer connec- 
 tions at Laguna Honda station. 
 
 These are discussed from two entirely diflFerent viewpoints : 
 Project A. Relates to that type of structure best adapted to 
 
 present needs : 
 A-1. Main or hill section of Project A— Eureka 
 
 Street to southwest portal. 
 A-2. Subway section of Project A, from Eureka 
 Street to northeast portal at Mission Street. 
 
 Relates to subsequent rapid transit projects indi- 
 cating what provision must be made in the first 
 structures for the probable demands of the 
 future in the shape of additional main and branch 
 subway connections. 
 
 The development of studies for the latter. Project B, that may 
 appear somewhat elaborate, have been necessary in order to avoid 
 serious blunders which are easily made in planning rapid transit 
 projects due to under-estimation of future growth. The history of 
 most rapid transit projects, brief as it is, has shown that this growth 
 has generally been under-estimated rather than over-estimated. 
 And the transit developments across the Bay and around Los 
 Angeles ofifer a sufficient testimony to the possibilities of the near 
 future. 
 
 General Description of Project. The complete project as 
 recommended herein conforms in general to that described in the 
 foregoing section. In addition to the assignment of stations and the 
 general design of structures, the following modifications have been 
 incorporated (Plate 13) : 
 
 First, the supplementary inclined portal near Castro Street has 
 been removed from Market Street and located within the limits of 
 
 Project B. 
 
n ■ 
 .1 
 
 
 i 
 
 l%4 ^ 
 
 \u 
 
 242 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the triangular plaza just west of Castro Street at the commencement 
 of the Market Street contour extension, where little traffic obstruc- 
 tion will occur. 
 
 Second, the supplementary entrance portal for surface cars at 
 Laguna Honda station has been modified so as to provide a through 
 crossing for a future Seventh Avenue cross-town line, with transfer 
 connections to the tunnel station. 
 
 Third, Laguna Honda station has been located on City property, 
 so as to constitute an attractive transit center at the bend in Dewey 
 Boulevard capable of effective future development, in connection 
 with a Seventh Avenue boulevard extension to Corbett Road and 
 down the Peninsula. 
 
 Fourth, a future diversion of the right-of-way south of the San 
 Miguel portal is recommended to secure the necessary grade separa- 
 tion through the Ingleside District. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. Concerning Project A, main or hill section, later studies 
 have confirmed the previous recommendation, that if it is deter- 
 mined to build at present only the main portion of the tunnel between 
 the southwest portal and Eureka Street, the northeast end of the 
 tunnel should be built with the object of connecting at sub-grade 
 with a future Market Street subway, and not connecting directly 
 with the surface grade. An inclined entrance would then become 
 necessary at Eureka Street which could be ultimately abandoned, 
 or utilized for routing trolley cars to the surface at this point. 
 
 2. Whether the tunnel is extended down Market Street at the 
 present time or not, I am convinced that the contour extension of 
 Market Street should be carried out at once while the property is 
 relatively inexpensive. 
 
 3. This contemplates also the construction of the contour 
 Boulevard around Twin Peaks, as advocated by the various Im- 
 provement Associations. This low-grade extension of Market Street 
 will form the much needed traffic thoroughfare down the Peninsula, 
 supplementing the rapid transit tunnel. 
 
 4. Concerning the second section of Project A, this should be 
 built as a two-track subway from West Mission Street to Castro 
 Street along the north side of Market Street at high-level; that is, 
 with station platforms as close to the street surface as the structural 
 design will permit. In this manner, a future parallel bore will be 
 provided for at minimum cost, to be built at sub-level (that is, at a 
 depth sufficient for an overhead concourse). Thence it will proceed 
 
 TWIN PEAKS TUNNEL 
 
 243 
 
 directly through the hill at low-grade from Castro Street to the 
 southern portal. 
 
 5. Acquire sufficient easement width when the first project is 
 carried through to accommodate both present and future bores, as 
 well as stations. The additional cost at the present time for both 
 bores will probably be but little more than for the first. 
 
 6. Considering the limitations imposed by the necessity for 
 reasonably rapid operation through the tunnel, not more than three 
 stations between the north and south portals appear to be desirable 
 for the present : 
 
 "Church Street," located in the valley at Fourteenth and Church 
 Streets ; side platform, sidewalk entrance. 
 
 "Eureka Valley," located along Market Street contour extension, 
 between Collingwood and Eureka Streets; island platform, 
 central entrance kiosk. 
 
 "Laguna Honda," located on City property at the intersection of 
 Seventh Avenue and Dewey Boulevard; side platform, es- 
 calator or ramp entrance. 
 
 One future station, "Noe Street," has been provided for by 
 raising the tunnel grade to the proper level ; but this should be built 
 for local stops, and only when the development of cross-town traffic 
 
 wai rants. 
 
 7. Both Market Street stations, at Church Street and Eureka 
 Valley, should be built at high-level. Church Street may be de- 
 veloped later into a sub-level type express station later described, 
 with the necessary direct transfer facilities between express and 
 local platforms. 
 
 Eureka Valley station may be expanded into a reservoir station 
 as soon as traffic warrants, so as to provide "passing tracks" for 
 through service or in conjunction with the branch-off tracks of the 
 proposed Mission-Sunset tunnel connecting at Eureka Street. This 
 will be independent of the future low-grade bore of Project B, which 
 will pass beneath Eureka Valley station, either on the same align- 
 ment or a more direct one. 
 
 8. Laguna Honda station should be constructed at the highest 
 level consistent with the maximum grade established — 3 per cent — 
 but at sufficient depth to permit a future overhead crossing beneath 
 the surface of Dewey Boulevard for trolley cars of connecting 
 transfer lines, this super-grade crossing to be developed as soon 
 as traffic conditions warrant, but independent of the present tunnel 
 
 station. 
 
 Lagima Honda station has been located largely on City property, 
 and an unusual opportunity exists for effective utilization and en- 
 hancement in value of the entire City tract. The improvement of 
 

 
 r 
 
 244 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 this locality and the boulevards leading thereto should therefore be 
 undertaken by the City at its earliest opportunity. An open cut 
 crossing for trolley cars will save much of the expense of a covered 
 sub-grade station such as shown herein. 
 
 9. The upper Market Street subway section should be designed 
 so as to connect directly at subway grade with a future four-track 
 section extending down lower Market Street. All subway branch- 
 off lines should be designed mthoiit grade crossings. Present de- 
 signs must fit into a proper scheme of future development without 
 necessitating expensive reconstruction, particularly with reference 
 to station structures. 
 
 10. The lower Market Street subway section, which will become 
 necessary in the future, should be built with a standard four-track 
 section, with all four tracks built at sub-level, permitting an over- 
 head concourse from sidewalk to sidewalk beneath the street from 
 which access may be had to both express and local platforms, with 
 direct transfer between them. This section is well adapted for 
 connection with the upper Market Street section of Project A, as 
 herein recommended. It is idle to consider a two-track section, 
 because of the number of branches that will probably be required. 
 
 11. In the location of stations, provision should be made for 
 ultimately extending the platform to accommodate the longest 
 multiple-unit train contemplated. For the present, both high-speed 
 interurban and trolley suburban cars will be operated through the 
 tunnel. This dissimilarity in equipment makes it desirable for these 
 two types to berth at separate platforms; consequently, stations not 
 less than 350 feet in length should be provided for at present, accom- 
 modating three-car interurban trains and three trolley car units. 
 On account of this length of platform, and the serious loss in speed 
 due to additional stops, stations should not be built closer than 1500 
 or 2000 feet. 
 
 12. An inclined exit at Castro Street will be required, so long 
 as both local and express trains are operated through the hill tunnel, 
 to relieve the Market Street subway section of such locals as do not 
 require a through run. The incline utilizes otherwise waste space 
 west of Castro Street in order to obviate an obstruction in upper 
 Market Street. 
 
 13. Enlargement of the present two-track project to four tracks 
 must come when the safe minimum headway has been reached, 
 under conditions of minimum safety factor as determined by rigidly 
 applied rules for the style of equipment and the type of signal 
 system installed. 
 
 14. The relative volume or headway of express and local traffic 
 that can be accommodated effectively within the one bore should 
 
 I 
 
 TWIN PEAKS TUNNEL 
 
 245 
 
 be largely determined by the necessities of express service. This 
 is the principal object of the rapid transit project. 
 
 15. Before traffic necessitates a second or express bore, it is 
 likely that local suburban service can best be handled in the present 
 bore by special subway equipment running between the City and the 
 County Line, with adequate transfer facilities en route to numerous 
 trolley feeder lines. And as a lower Market Street subway will 
 probably also be required by this time, it will then become desirable 
 to exclude all but standard subway equipment from the rapid transit 
 system. 
 
 16. When the ultimate Market Street subway project is com- 
 pleted from the Ferry to Eureka Valley, a Market Street local or 
 transfer route will become desirable. For this purpose provision has 
 been made at Castro Street for subway locals to loop around in 
 Eureka Valley close enough to Eighteenth Street to warrant a loop 
 terminal station for originating or transfer traffic in addition to the 
 main Eureka Valley station herein provided for. 
 
 17. Branch subways will unquestionably become necessary in 
 the future, to feed the main Market Street artery. These branches 
 will be discussed in more detail later, but the development of the 
 city seems to indicate the following as most desirable : 
 
 (1) South, or Mission branch; 
 
 (2) West, or Park-Richmond branch; 
 
 (3) Southwest, or Park-Sunset branch. 
 
 All run beneath the surface until out of the heavily settled districts. 
 
 18. Grade separation will ultimately become necessary below the 
 southwest portal. The present right-of-way contemplated along 
 Junipero Serra Boulevard can only be regarded as a makeshift, and 
 ultimately the rapid transit line should be diverted one block east 
 by open cut or sunken roadway. It is extremely important that 
 subdivision of residential properties should be carried out with this 
 
 in mind. 
 
 19. Ventilation and automatic block signal plants will become 
 more and more necessary as traffic through the tunnel increases. 
 Provision for the former should be made in the original design, and 
 some form of block signal will be required from the start, to be 
 later perfected and amplified in order to handle effectively the 
 
 denser traffic. 
 
 20. The McCoppin Street portal may be retained after the 
 upper and lower Market Street bores have been connected, as a most 
 convenient means of access to a terminal property which will pre- 
 sumably be located in that vicinity, at least for interurban trains. 
 But the exact position of this portal will be dependent considerably 
 upon the location of this terminal property. 
 
V 
 
 I 
 
 '! 
 
 I 'I 
 
 11 
 
 I' 
 
 246 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 GENERAL DISCUSSION 
 
 Determining Factors in Location. In the substitution of 
 the contour Plan No. 5B, for the direct plan of alignment, No. 2, 
 the controlling feature is the adherence to the contours outlining 
 Eureka Valley in order to obtain as low a grade as 3 per cent from 
 Castro Street to the Laguna Honda station. As the hillside slopes 
 rapidly at this point, the alignment of the bore and also that of the 
 Market Street extension depends upon the following quantities, 
 which likewise apply to lower Market Street: 
 
 1. Depth of street railway tracks and substructures. 
 
 2. Intervening depth allowed for utilities or passageways. 
 
 3. Depth of tunnel roof structure. 
 
 4. Type of car — height of maximum clearance point on roof. 
 
 5. Minimum permissible clearance overhead. 
 
 6. Desirable depth of station platforms below surface. 
 
 In this alignment, it is desirable, first to reduce the reverse 
 curve beginning at Castro Street to the easiest possible curvature ; 
 second, to locate the center line of the bore as far south as possible, 
 so as to better reach the Eureka Valley District. However, the 
 steepness of the slopes renders impossible any material variation in 
 the alignment, so that the final determining feature is the permissi- 
 ble depth of the tunnel roof and superstructures. (See Fig. 53.) 
 
 On account of the numerous opportunities for crossing the bore 
 at streets located between stations where there is plenty of roof 
 covering, it is not deemed desirable to depress the bore at stations to 
 provide for possible utilities, which, if of moderate size, can be 
 carried across the tunnel roof between beams or can be taken care 
 of by deflecting siphons. However, if overhead concourse or pas- 
 sageway were necessary, the entire bore would have to be depressed 
 about eight feet. A total depth of four to five feet below the street 
 surface to the under side of the tunnel roof is the minimum that 
 may be considered, including surface tracks, six to eight-inch pro- 
 tecting cushion, waterproofing and roof. As later discussed, the 
 minimum inside height of the bore should not be over 14^ to 15 
 feet from the rail-head, which brings the station platforms to a depth 
 below the street surface of 14^ to 15 feet. This is representative 
 of "high-level" construction referred to herein. 
 
 Car loading must take place if possible on a tangent or straight 
 line. This practically dictates the reverse curve shown in the align- 
 ment between Castro and Douglass Streets. But approach curves of 
 very long radii have been used so that eflficient operation thereon 
 will not be interfered with. All of these considerations have re- 
 
 
 TWIN PEAKS TUNNEL 
 
 247 
 
 i 
 
 FIGURE 56 —STANDARD FOUR-TRACK SUBWAY SECTION. 
 Depressed for mezzanine concourse crossing between sidewalk entrances. 
 Double island platforms. 
 
™ 
 
 If 
 
 248 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 suited in the choice of the contour aHgninent shown in the accom- 
 panying plan, Plates 13 and 14, and in turn have also dictated the 
 exact location of the Market Street contour extension referred to 
 herein. 
 
 Types of Construction. The simplest construction plan would 
 consist in a two-track bore extending from the southwest portal to 
 Eureka Street, where an open cut incline would be built from sub- 
 grade to the surface. This plan would be followed in case it is 
 decided not to construct the upper Market Street subway section 
 at the present time ; but it practically requires the extension of 
 Market Street along the contour plan. The inclined entrance could, 
 of course, be moved northeast as far as Castro Street, without ex- 
 tending the street, but the cost of easements and damages to over- 
 lying property during the construction of a shallow flat-roofed 
 bore would be proportionately so great as to make it desirable to 
 secure the extension of Market Street at this time. 
 
 A study of the profile of Market Street shows that two entirely 
 different types of construction are warranted for upper and lower 
 Market Street, respectively, which fortunately fits well into the 
 present plan of locating the inner portal at West Mission Street. 
 Owing to the rapidly rising ground southwest of Valencia Street, 
 it is impossi-'flc to follozv the contour of the surface, as in the case 
 of lower Market Street ; consequently, no stations are permissible be- 
 tween Valencia and Church streets. 
 
 Considering, now, this construction on both upper and lower 
 Market Street, there are four types of subway section that may be 
 seriously considered: 
 
 (a) Standard Four-Track Unit. A flat-roofed, two-bore 
 section, carried at sufficient depth below the street surface to per- 
 mit of an overhead or mezzanine concourse between sidewalks, thus 
 providing an effective transverse passenger subway at all stations. 
 This type will permit platforms to be built at approximately 23 
 feet below the surface (Fig. 56). It represents standard construction 
 used in other cities, and although possessing probably the minimum 
 construction cost, it has the disadvantage that platforms of both 
 bores are depressed eight feet on account of the mezzanine gallery. 
 This passageway, however, may be necessary for lower Market 
 Street in the future. 
 
 (b) Independent High-Level 2-4 Track Section. Project 
 A covers the first high-level two-track bore. Project B has two 
 different independent single-track bores built after Project A at 
 sub-level to permit mezzanine concourses. (Fig. 57.) This type has 
 the distinct advantage that at least two platforms at all stations 
 
 TWIN PEAKS TUNNEL 
 
 249 
 
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 FIGURE 57 —INDEPENDENT SUB-LEVEL SUBWAY SECTION 
 
 Two-track Project A at high level; future Project B, in two independent 
 tracks, at low level. Sub-concourse with transfer facilities. 
 
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 250 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 tmy be brought 8 feet nearer the street thdiU in the previous type. 
 It is well suited to upper Market Street, but would entail consider- 
 able additional cost on account of driving independent bores and 
 additional material required for walls. 
 
 (c) Four-Track Sub-Level Unit. With mezzanine con- 
 course to sidewalk entrances. Same as previous type, except that 
 the entire construction is to be carried out as one project, thus 
 reducing construction cost below type (b), but costing about the 
 same as type (a). Here the saving in excavation is offset to a 
 large extent by greater expense for division walls, depending of 
 course upon the character of material encountered. This section 
 is suitable for construction on either upper or lower Market Street 
 as a four-track project. 
 
 (d) Independent Sub-Level 2-4 Track Type. With separate 
 two-track bores constructed at different times— Project A, high- 
 level, and Project B at sub-level— thus permitting a mezza- 
 nine concourse to the sidewalk. The intervening distance avoids 
 disturbance of Project A by construction work on Project B. This 
 plan is distinctly suitable for upper Market Street under the pres- 
 ent conditions, and is recommended herein. For lower Market 
 Street the standard unit section, Type (a) is recommended, the 
 advantages of the mezzanine concourse outweighing the disadvan- 
 tages of deeper station platforms. 
 
 It is probable that for lower Market Street a two-track bore 
 need not be taken into consideration, for when the time comes for 
 construction four tracks would without doubt be required, by rea- 
 son of the necessity of merging various subway branches from 
 Richmond, Mission and Sunset into the main Market Street artery. 
 This is only of interest now in case Market Street receives these 
 district subway branches. And if each branch should be operated 
 to its full capacity, a diversion of one or more to a parallel street 
 might even become a necessity. 
 
 Station Platform Arrangements. Two arrangements of 
 platforms with their modifications are here available : 
 
 (1) *Tsland" platform — located between inbound and out- 
 bound tracks. This is a simple form for a two-track bore, but is 
 limited in capacity because of the intermingling of incoming and 
 outgoing passengers. However, in the four-track arrangement it 
 is exceptionally valuable in permitting quick transfers across the 
 platform between express and local tracks. Fig. 56 shows the 
 "island" platform in its best form, and Fig. 60 in its simplest 
 form as designed for Eureka Valley. Fig. 59 shows a direct trans- 
 fer between center platforms, with one flight of stairs to sub-level. 
 
 TWIN PEAKS TUNNEL 
 
 251 
 
 y///////////////////. 
 
 aund% 
 
 
 m//////MA 
 
 y///////////M 
 
 FIGURE 58— FOUR-TRACK SUB-LEVEL UNIT SECTION. 
 Center local tracks at high level; side express tracks at sub-level, well 
 suited to Market Street. 
 
252 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 5-' 
 i 
 
 Ik 
 
 h 
 
 'J 
 
 FIGURE 59— INDEPENDENT SUB-LEVEL TWO-BORE SECTION, 
 
 Recommended for upper Market Street, Church Street station. Project A, 
 high-level; future Project B at sub-level, with transfer facilities. Both 
 projects are on off-side alignment. 
 
 TWIN PEAKS TUNNEL 
 
 253 
 
 This arrangement is ultimately suited for upper Market Street at 
 Church Street station. 
 
 (2) Side Platforms.— For a heavy two-track line, this is supe- 
 rior to the "island" platform in capacity. It has also the advan- 
 tage that in the future it can be readily expanded into a four-track 
 island reservoir station, permitting passing tracks without neces- 
 sitating complete reconstruction of the station except the excava- 
 tion and construction necessary for the outer pair of tracks. This 
 will be the case at Church Street. 
 
 But usually entrances must be made from the sidewalk, as only 
 in special cases is it permissible to use island kiosks in the center 
 of the street. Fortunately, Market Street is of suitable width for 
 securing sidewalk entrances. Fig 56 shows the sidewalk kiosks 
 leading to a mezzanine concourse and thence to the depressed island 
 platform. In the case of the sub-level type, the stairway is simply 
 extended to the lower level, as in Figs. 58 and 59. Here the sub- 
 level platform is about 30 feet below the level of the street; con- 
 sequently, in locations of extremely heavy traffic, a moving stair- 
 way or escalator will be desirable. 
 
 It is becoming the practice in Eastern cities, where sidewalks 
 are congested, to replace sidewalk kiosks by entrances through 
 stores or business houses located on abutting property. Generally 
 office buildings and department stores are more than willing to 
 devote necessary space for this purpose in order to secure the ad- 
 vantage of a sub-level entrance in the building. In such cases the 
 elevator service of the building in question becomes available for 
 the entrance to the tunnel. 
 
 Eureka Valley Station. After numerous studies a central 
 island platform for Eureka Valley station was finally decided upon. 
 It was found impossible to carry the present bore at high level 
 along the north side of the street and in this position secure suf- 
 ficient overhead clearance for sidewalk entrances to an island plat- 
 form so as to permit future expansion of the project into a four-track 
 reservoir station with island platform, without widening the street 
 or acquiring additional property beyond the 90-foot width which 
 has been determined upon for Market Street extension at this 
 point. And side platforms with off-side alignment would require 
 four entrances, which is undesirable and more expensive. Simi- 
 larly, it was impossible to provide central entrances of reasonable 
 size to serve this off-side alignment of the present bore, owing to 
 the limiting roof clearances. 
 
 With the plan shown herein, central island kiosks in the middle 
 of the street may be used. They are located directly behind the 
 inclined portal at Castro Street, and also serve as safety loading 
 
254 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 f 
 
 
 
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 h 
 
 FIGURE 60— EUREKA VALLEY STATION, HIGH LEVEL PROJECT. 
 
 Island platform, center entrances, in Market Street contour extension, ^yith 
 provision for future reservoiring to four tracks to accommodate Mission- 
 Sunset traffic. 
 
 TWIN PEAKS TUNNEL 
 
 255 
 
 stations for the surface trolley lines which will later pass on either 
 side of the kiosks into the proposed Mission-Sunset tunnel or by 
 the proposed Market Street extension further up into Eureka Val- 
 ley. These central kiosks lead directly to a central island platform 
 of the type previously described. 
 
 Either of these "off-side" subway plans would require exten- 
 sive reconstruction when the second bore was put through, but the 
 central alignment permits of expansion into a reservoir station 
 with only modification of platforms. The second express bore 
 will pass beneath at low grade. And it is deemed unnecessary to 
 provide for transfer facilities between the present bore and this 
 future express bore, for the reason that no extensive cross-town 
 transfer business may be looked for in this vicinity that could not 
 as readily be handled at the Church Street station. 
 
 After much study, I am convinced that instead of providing 
 small stations at frequent intervals, it is better to establish a sta- 
 tion of ample size extending between streets along the tangent 
 which will ultimately accommodate a train of six to eight car units. 
 For real rapid transit these stations should not be nearer than 
 1500 to 2000 feet, especially in sections of lighter traffic density. 
 
 Noe Street Station. Owing to the proximity of Eureka Val- 
 ley station, another station has not been provided in the present 
 plan for the intersection of Noe and Sixteenth Streets. However, 
 if the development of cross-town traffic warrants the establishment 
 of the contemplated Divisadero Street cross-town line, a local sub- 
 way station at this point may become desirable. And such a sta- 
 tion has been provided for in the present plan by raising the tun- 
 nel grade close enough to the street to permit of a high-level sta- 
 tion for local service similar to that of Church Street. 
 
 Laguna Honda Station has been purposely located upon City 
 property, which is fortunately situated at an intersection of impor- 
 tant thoroughfares and which may be developed into a useful 
 transit center for the upper San Miguel tract. In fact, this par- 
 ticular point lends itself so well to development that it has been 
 chosen for a" station site in spite of its elevation— considerably 
 above the levels in the vicinity of Lake Honda. And the strategic 
 advantages of this site are considered to so greatly outweigh those 
 of the lower levels further west in Seventh Avenue that final choice 
 has rested here, even though a motor-driven escalator may have to 
 be used until such time as the trolley transfer arrangements herein 
 proposed can be carried out. (Fig. 61.) Supplementing the esca- 
 lator, however, an inclined walkway or ramp has been provided 
 in lieu of stairways to permit comfortable access to this station 
 from the west. 
 
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 256 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FIGURE 61 — LAGUNA HONDA STATION, FIRST STAGE. 
 Arrangement of entrances by escalator and ramp for the first construction 
 stage. Second stage detailed in Plate 15. 
 
 TWIN PEAKS TUNNEL 
 
 257 
 
 CAR ST-ATIOM A.mCM| 
 
 lOt>4 or>4 
 
 qig. fM-rgw ui^it OF- -rt-iMiNici- «-rArr*or~* 
 
 FIGURE 62 -LAGUNA HONDA STATION, SECOND STAGE. 
 Section on center line of tunnel, showing superimposed local car station 
 of second construction stage. Direct transfer facilities. 
 
 kOCAk CAM eTATION 
 
 TUNNKU aTATIOM 
 
 m^^mm 
 
 
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 FIGURE 63 -LAGUNA HONDA STATION. SECOND STAGE. 
 Section on center line of local car station, second construction stage, show- 
 ing direct transfer facilities. 
 
li 
 
 258 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Should the City determine to alter the grades or alignment of 
 Dewey Boulevard or Seventh Avenue in this vicinity, every advan- 
 tage should be taken to ease the approach grades and to decrease 
 as much as possible the necessary depth of Lake Honda station at 
 this point. In view of the cost of hauling all future trains up a 
 grade exceeding three per cent, as compared with the slight dis- 
 advantages of an escalator, the present levels have been determined 
 upon as the best compromise possible. 
 
 Development of Seventh Avenue Extension. The design 
 for transfer connection at Laguna Honda may appear far more 
 elaborate than the present condition of settlement of this territory 
 would warrant. For this reason the construction has been sepa- 
 rated into two projects — first, the station necessary for serving 
 the tunnel only, and second, a super-imposed trolley transfer sta- 
 tion running beneath Dewey Boulevard with inclined portals reach- 
 ing the surface on both sides, this second project to be built as 
 soon as the development of this territory warrants. (Plate 15.) 
 
 It is not too early, however, for the City to consider the improve- 
 ment of roadways iri this district, which must be based upon the 
 prevailing contours. The southern end of Dewey Boulevard is 
 manifestly impracticable. It is, however, entirely feasible to ex- 
 tend Seventh Avenue over the existing saddle between adjacent hills 
 to Corbett Road, and if this is done the logical plan would be by 
 means of an open cut running beneath the present bend in Dewey 
 Boulevard in a southwesterly direction. In this event, this exten- 
 sion would take the place of the trolley station which has been de- 
 signed as the second part of the Laguna Honda station. With the 
 cross-town service through this open cut, excellent transfer facil- 
 ities will be available for the development of surrounding territory. 
 
 Rolling Stock, The mistake must not be made in the design 
 of a project of this magnitude of planning today for too small 
 rolling stock. In other words, the tunnel clearances throughout 
 must be ample to accommodate the largest rolling stoek that ivill 
 probably he used. It is true that for the first few years smaller 
 rolling stock will be operated through the tunnel, viz., trolley cars 
 nine feet wide by fifty feet long, and interurban cars possibly 
 nine feet four inches wide by fifty-five feet in length and thirteen 
 feet in height. But ultimately the time will come when standard 
 high-speed multiple-unit trains will be in demand, which equip- 
 ment may have to be standardized unth that of the Market Street 
 subways. Therefore, in the event that this high-speed equipment 
 does not enter upon the city streets but remains underground, a 
 much larger car would be possible. I therefore consider it neces- 
 sary to provide tunnel clearances throughout which will accommo- 
 
 wATcn »iiO0riM« 
 
 KcruvK 
 
 IMICMC 
 
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 UMITIN* 
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 CkCARANCe 
 
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 WE>N>-OWCgO CONC 
 
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 FIGURE 64 -TYPICAL ARCH ROOF SECTION OF RAPID TRANSIT TUNNEL. 
 To be used under the hill, showing maximum outline and clearance lines 
 for ran d "ransit rolling stock. Thickness of linmg and shape of invert de- 
 pendent upon the character of ground encountered- Oearance lines shown 
 are required on tangents and curves of 800 feet radius or over. 
 
 Rcruac 
 
 ISICHC 
 
 CVCRY itorT. 
 
 UMITINO 
 THIRD RAII_ 
 
 AtLCTIOM 
 
 wcirMF-Qwcr-P cor>«cwgTc 
 
 NOTC,- 
 
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 ON TAN<SCr«tT& ANO CURVES 
 
 or 800 FT. RAOlUft OR OVER 
 
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 FIGURE 65 -TYPICAL FLAT ROOF SECTION OF RAPID TRANSIT TUNNEL. 
 Suited to Market Street. Clearances shown are required on tangents and 
 curves of 800 feet radius or over. 
 
i 
 
 260 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 '4 
 
 iJi 
 
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 date a car nine and a half feet to ten feet in width, sixty to seventy 
 feet in length, and twelve feet in height, with a possibility of 
 eight-car multiple unit trains operated during rush hours. 
 
 These clearances demand a tunnel bore about twenty-five feet 
 in width, and the minimum height has already been defined in 
 Part I as not less than fourteen and a half feet. In the single- 
 arch section there will, of course, be ample head room; but in the 
 shallow, flat-roofed section the overhead clearances will be minimum 
 as stated, which height will be necessary to i>ermit of trolley cars 
 being operated through the tunnel for a few years until the rapid 
 transit system is fully developed. Were the small cars alone contem- 
 plated, a tunnel section twenty-two feet in width would be ample, 
 but if a tunnel were built of this size, there would be no hope of real 
 rapid transit until the additional low-grade, two-track tunnel bore 
 were built. It is therefore real economy to provide notv for the 
 larger equipment. (Figs. 64 and 65.) 
 
 Car Berths, With two types of equipment operated within 
 the same bore, different heights of i>latforms will be encountered, 
 also different body and step clearances, so that for the present, two 
 level platforms must be provided, arranged in tandem, one to serve 
 rapid transit equipment at the level of the car platform— approxi- 
 mately 3' 6" from the rail head, and the other for trolley cars at 
 the level of the first step— approximately 15 inches. Rapid transit 
 trains may then take the forward berth, and local cars, the rear 
 berth, or vice versa. This condition necessitates longer platforms 
 at the present time than would be necessary for standardized equip- 
 ment, but the additional length will be equally useful when the 
 platform is given over wholly to standard rapid transit equipment 
 and traffic has developed. 
 
 Current Collection, Although the tunnel bore has been de- 
 signed with head room sufficient at all points to permit trolley 
 collection with a reasonable height of car; it is contemplated that 
 all rapid transit rolling stock shall eventually be equipped for 
 third rail collection. This applies not only to strictly subway 
 equipment, but also to long distance interurban trains and pos- 
 sibly also to suburban expresses reaching points within the future 
 settled portions of the city requiring rapid operation. Even though 
 trolley collection may be retained for a number of years on the 
 interurban lines, it will be distinctly advantageous to equip all motor 
 cars for third rail collection within the tunnel in order to avoid 
 interruptions and delays therein due to trolley troubles. For this 
 purpose a type of collecting shoe may be used which will afford no 
 serious obstructions when running along the street or highway. 
 
 TWIN PEAKS TUNNEL 
 
 261 
 
 It may be either of the raised or lowered type, held m contact by 
 air pressure and released when the trolley is lifted. 
 
 In the sketches of tunnel sections appended, the standard clear- 
 ance line for third rail collection has been indicated as established 
 by the Committee on Electrification of the American Electric Rail- 
 way Association, in conformity with the best American practice. 
 
 Utilities, Provision should be made throughout the tunnel 
 for the accommodation of such utilities as are necessary in its 
 operation, such as power cables, lighting cables, signal wires fire 
 line with hydrants and attached hose reel located at intervals in 
 wall niches. It may be also desirable for additional conduits to 
 be built into the floor or structure wherever practicable, for the 
 purpose of renting by the City to other corporations or for its 
 own system of electrical distribution as may be developed from 
 its water properties. The space available for the extra utilities 
 is limited and if the tunnel bore were to be used for carrying bulky 
 utilities through the hill, special provision would have to be made 
 for this purpose over that shown herein. 
 
 All sections of the structure shown or recommended are for 
 reinforced concrete, for with the combination of concrete and steel 
 of various shapes are obtained the maximum strength with the 
 minimum section for the least cost. 
 
 It is also more readily moulded into the many varying and 
 complicated shapes required, and more impervious to moisture 
 than any of the other materials available for this work. 
 
 Capacity of Tunnel, In so large an investment as here rep- 
 resented, every reasonable means must be adopted to secure imme- 
 diate and continuous return. Were the tunnel of comparatively 
 short length and the investment correspondingly small, it would 
 not be advisable to consider the operation of two types of equip- 
 ment, possessing widely differing characteristics in starting and 
 running speeds, within the same bore. With this tunnel, how- 
 ever the investment is so large that a combined use of the bore 
 becomes necessary for the time being until future development, 
 local and Peninsular, shall render necessary the construction of a 
 supplemental bore to be devoted to high-speed service only. For- 
 tunately, the standard trolley equipment of San Francisco is fitted 
 with high-power motors, capable of a free-running speed of 23 
 miles per hour on the level, so that it is possible for this equip- 
 ment to keep pace fairly well with the interurban equipment. 
 
 The capacity of the tunnel may be estimated, based upon the 
 minimum safe headway which it is possible to operate with a 
 given type of equipment. Considering the Geary Street cars as 
 representative trolley equipment, it appears that local trolky cars 
 
 i 
 
 i^ 
 
1. » 
 
 i 
 
 262 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 cannot operate closer to the expresses than about 185 seconds, as- 
 suming an express run direct from Church Street to the south- 
 west portal at an average schedule speed of 25 miles per hour. 
 With express cars passing locals at Eureka Valley and Laguna 
 Honda stations, the trolley cars could follow at a minimum headway 
 of about 80 seconds without interfering with the express schedules. 
 In normal operation of this combination service, it would prob- 
 ably occur that if trolley cars were operating on less than a three- 
 minute headway, it would be necessary to "bunch" trolley cars 
 behind an express, in order to give the latter a clear track. Un- 
 der these conditions, the capacity of the tunnel in cars per hour 
 would be as follows: 
 
 Assuming an express schedule speed of 25 miles per hour, 
 running on 15 minutes headway, it will be possible to pass through 
 the tunnel 78 local carsf per hour, or 82 total, with no express 
 stops between Eureka Street and the west portal. This means that 
 the tunnel is kept entirely clear of trolleys at the time of express 
 runs. As the express cars become more frequent, the maximum 
 permissible cars per hour also decreases rapidly so that with a 
 five-minute express headway, only about 68 cars per hour total 
 may be passed through without interference. On the other hand, 
 with no express service, about 85 cars per hour may be passed 
 through the tunnel under safe operating conditions, and using 
 two-car stops as recommended for lower Market Street. 
 
 Four-tracking. The time to consider the construction of an 
 additional two-track tunnel will have arrived when the possibil- 
 ities of every device designed to reduce the safe headway has been 
 exhausted. As the importance of express traffic increases, the pro- 
 portion of express to local will be dictated by the necessities of 
 the former, not the latter. By the exclusion of trolley cars, replac- 
 ing them by high-speed tunnel cars giving shuttle line transfers, 
 the time for four-tracking may be somewhat deferred. Further, 
 by improvements in signaling from time to time the capacity of 
 the bore may be further enhanced. It is more than probable that 
 before the capacity of the bore is reached a continuation* of the sub- 
 way down Market Street to the Ferry will have become a reality, 
 with branches into the Mission and Richmond and possibly upper 
 Sunset. The necessity will then more than ever arise for the organi- 
 zation of the service upon an exclusively rapid transit basis with 
 outlying feeders developed to the maximum extent. (Plate \6.) 
 
 Fare Collection. The method of fare collection at the various 
 stations and at portals is dependent largely upon how much of 
 the complete project is built now and upon the type of equipment 
 
 f With two-car stops. 
 
 TWIN PEAKS TUNNEL 
 
 263 
 
 operated through the tunnel. If only the hill section >s con- 
 structed now, the present method of fare collection will probably 
 suffice. And even if the entire project is constructed but trolley 
 cars are run through the tunnel in considerable numbers, prepay fare 
 collection on individual cars may still be desirable because of the 
 complication ensuing in accounting between various lines using the 
 tunnel if an entrance booth collection were used. Eventually, 
 when only rapid transit lines use the bore, booth collection will have 
 to be installed ; but for the present it is believed that the prevailing 
 methods of fare collection will suffice without excessively delaying 
 
 the schedule. . , ., * 
 
 There is ample opportunity for installing collection booths at 
 all of the stations when traffic conditions warrant, without addi- 
 tional land being necessary. At Church Street, the entrance con- 
 courses may be extended east and west under Church Street within 
 the street line. At Eureka Valley a single entrance can be de- 
 veloped in Diamond Street with exits at Eureka and CoUmgwood 
 as now shown on the plans ; or if a reservoir station is constructed 
 at this location, (that is, permitting passing tracks for expresses 
 and locals), prepay entrances can be developed at both ends, as 
 well as exits. This question of fare collection, therefore, need not 
 enter seriously into the present arrangements. 
 
 Ventilation Provision has been made in the designs, (Plate 
 15-) for forced ventilation, the crown of the single-bore arch bemg 
 divided for this purpose, so as to provide separate ducts orawing 
 air from different points in the bore. Although the installation o 
 ventilating equipment may not be necessary during the early period 
 of operation, provision for later installation should not be neglected 
 now which would render an effective system difficult to obtain a 
 such time as the tunnel traffic has become so extensive that natural 
 ventilation becomes inadequate. The location of the Laguna Honda 
 station at the summit with descending grades in both direction 
 offers a convenient opportunity for ventilation, especially as the 
 station at this point, when completed, will constitute an open por- 
 tal The proportions shown herein are contemplated to provide a 
 complete change of air within the bore every 20 minutes by me- 
 chrnical ventifation alone. And the effluent is drawn approx,- 
 mately midway between portals so that fresh air is always enter- 
 W at the por^tals. This is important in case of an accident and 
 fir! within the tunnel, when passengers would always have an op- 
 portunity of escape in the direction of the portals, facing fresh air. 
 Terminals Any extensive development of Peninsular service 
 will unquestionably require corresponding terminal development in 
 the vicinity of the northern portal in West Mission Street. And 
 
'I 
 
 i; 
 
 
 4 r,j 
 
 I 
 
 264 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 with adequate transfer facilities to present surface lines, it would 
 be possible for such terminal to be made use of as a point of 
 originating traffic without the necessity of the large interurban cars 
 using Mission Street. There is much to be gained in this plan be- 
 cause of the high speed gear ratio that could be used on the ter- 
 minal trains, whereas such a ratio would be undesirable for cars 
 operated along surface streets with frequent stops. So that with 
 the rapid transit lines operating in harmony with the surface sys- 
 tem, every consideration of efficiency points to the desirability of 
 developing a terminal near the northeast portal. 
 
 Here it is pertinent to point out that one of the chief argu- 
 ments for extending the tunnel down Market Street at this time 
 is to provide terminal facilities for peninsular and suburban lines 
 operating independently of the present United Railroads lines. By 
 emerging from the tunnel at Eureka Street no independent line 
 can use the tunnel unless four tracks are installed the entire length 
 
 of Market Street. 
 
 The McCoppin Street portal will be useful in this connection 
 even after the extension of the subway down Market Street, as a 
 convenient means of routing terminal cars out of the main bore. It 
 is also well located with respect to storage of cars during non-rush 
 hours— provided the land does not become so valuable as to pre- 
 clude its use for this purpose. 
 
 Suburban Connections. The maximum usefulness of this 
 rapid transit project will be derived by a system of feeders thor- 
 oughly covering outlying suburban territory, which deliver the 
 long-haul passengers to the rapid transit line, rather than to at- 
 tempt the passage of each local trolley line through the bore. This 
 maximum usage will come when trolley cars are entirely excluded. 
 On general principles, passengers do not object to transferring from 
 local to express cars if the transfer is made convenient with cars 
 running strictly on schedule, and there is anything to be gained in 
 time. The development of these feeders is particularly important 
 in the outlying districts southwest of the Twin Peaks ridge, and 
 a number of suggested lines in addition to the present ones are 
 shown in Plate 17. 
 
 Tributary Area. It is not generally realized how much habit- 
 able land exists in the territory which is to be regarded as tribu- 
 tary to this Market Street extension line. Leaving entirely out 
 of consideration Eureka Valley and upper Market Street as tribu- 
 tary to this project, the contour map, Plate 17, shows : 
 
 First, the comparatively level land available; 
 
 Second, the areas of greater than 10% slope; 
 
 Third, the areas of greater than 25% slope, — 
 
 TWIN PEAKS TUNNEL 
 
 265 
 
 all within the region bounded by Lincoln Way and the Twm Peaks 
 ridge. The shading on this map indicates that only a compara- 
 tively small area has vertical slopes of more than 25%, and even 
 these are capable of being converted into desirable residence areas 
 by means of the contour plan of street subdivision. This map 
 shows clearly the extent of the middle valleys lying to the south- 
 west of Twin Peaks in the San Miguel Rancho, the development 
 of which has been one specific object of the Laguna Honda station. 
 
 Running Time. This map, Plate 17, also shows the possible 
 running time from the central business district— Third Street— via 
 the tunnel route, as compared with that of other existing surface 
 lines. Moreover, only the local time of transit is shown, and not 
 the express time. It will be seen that the ocean beach can be 
 reached for some distance in 30 to 35 minutes, while 30 minutes is 
 now consumed in reaching Ashbury Heights, half this distance. 
 Northeast Sunset District may be reached sooner by transfer at 
 Laguna Honda station to a proposed Seventh Avenue line than by 
 the present line along Lincoln Way. However, this would not be 
 the case were the Mission-Sunset tunnel built. The San Miguel 
 tract may be reached within 20 to 25 minutes. Furthermore, a 
 large part of Sunset is brought within the 30-minute time zone; 
 and in the strip adjacent to the rapid transit line, the 30-minute 
 time zone is extended as far south as Colma for local suburban ser- 
 vice. These results illustrate the possibilities of development of 
 desirable territory through adequate transportation. 
 
 Grade Separation. The alignment of this rapid transit line 
 south of the south portal is indicated tentatively. (Plate 13.) For 
 the present, it is contemplated that the line will reach present 
 grade at the bend in Sloat Boulevard, thence paralleling the pres- 
 ent surface tracks to Ocean Avenue (Plate 15), and thence by the 
 best grade route down the Peninsula as may be determined by de- 
 tailed surveys. All Parkside lines will route off from the main 
 line at the southwest portal, and the remaining feeders should 
 divert from the main line at Sloat Boulevard, using the present 
 tracks on Junipero Serra Boulevard. 
 
 This condition, however, cannot last many years, and eventu- 
 ally grade separation at Ingleside will become a necessity. A sug- 
 gested diversion of the main line from the southern portal to 
 accomplish this grade separation is shown dotted in Plate 13, this 
 alignment taking advantage of the higher levels to remove the re- 
 verse curve at present existing, and secure grade separations at 
 Corbett Road and Ocean Avenue, and a depressed transit line 
 through the upper Ingleside tract by open cut, about one block east 
 of the boulevard— 250 feet— thence crossing the lower Ingleside 
 
'i^l 
 
 
 f ; 
 
 
 266 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 tract to a continuous right-of-way either to the right or the left 
 of the boulevard. And it is extremely important that the plans 
 for the subdivision of this territory be so drawn as to permit of this 
 future grade separation without destroying or damaging improved 
 property. The depressed trackway can be carried through as in- 
 dicated in Plate 15 without deteriorating adjoining property. An 
 example of this may be found in the four-track open cut of the 
 Brighton Beach Rapid Transit line in Brooklyn. This design will 
 be even more attractive with grass slopes, although requiring 
 greater width. 
 
 Subdivision of Land. In anticipation of transit improve- 
 ments, a number of subdivisions are under way in San Miguel 
 Rancho and vicinity, and it cannot be too strongly urged that these 
 subdivisions be co-ordinated with reference to inter-connectmg 
 streets and transit facilities, instead of simply developing inde- 
 pendently each particular parcel of property. The City of San 
 Francisco is today suffering from the effects of subdivision regard- 
 less of contours. Here is a chance for improvement, and the City 
 should not only refuse its approval of any subdivision which docs 
 not co-ordinate with those already perfected, but it should com- 
 pel a proper subdivision to be made. The importance of this will 
 be seen when it is appreciated that, by the contour method of sub- 
 division, a considerable part of the area shown on Plate 17, above 
 25% in' grade, and all of the area above 10% slope, can be ren- 
 dered available for attractive residential territory. This matter is 
 so important that it should be put in charge of a definite and per- 
 manent civic organization with power to act. 
 
 Disposal of Material. There arc a number of good oppor- 
 tunities of utilizing to advantage the material excavated from this 
 tunnel. The construction work would naturally divide itself into 
 three parts: 
 
 First, the south section, between the portal and Laguna Honda 
 station ; 
 
 Second, the middle section, between Laguna Honda station and 
 
 Eureka Street; and 
 Third, the north section, between Eureka Street and the north 
 
 portal. 
 
 The material from the first section can be delivered by gravity 
 to a fill across the gully paralleling Corbett Road, it being desirable 
 to fill up this gully for some distance back to provide suitable resi- 
 dence land. 
 
 The material from the second and third sections can be de- 
 livered by e-ravitv in the other direction, and all conveved to the 
 Tslais Creek flats. The irregular area between Army Street and 
 
 TWIN PEAKS TUNNEL 
 
 267 
 
 Twenty-fifth Street could also be filled to grade advantageously 
 in order to facilitate the extension of Potrero Boulevard down San 
 Bruno Road. The excavated material may readily be hauled over 
 street car tracks at certain times of the day and at night, under 
 special arrangement with the railway company. 
 
 Requisition of Property and Easements. In providing suf- 
 ficient property tor carrying out this project, complete surveys 
 have been made of the right-of-way by the City Engineer, and 
 computations and descriptions of the property necessary have been 
 prepared in connection with the City Engineer's office. This de- 
 scription covers sufficient property for the construction of the sta- 
 tions contemplated for the future as well as the present project.f 
 
 Mission-Sunset Project 
 
 The present plans in Eureka Valley district provide, in addi- 
 to future reservoir passing tracks for expresses and locals, that the 
 proposed Mission-Sunset traffic tunnel may be utilized also for the 
 ultimate construction of a subway connecting the Eureka Street 
 portal with upper Sunset, and following the same alignment as the 
 traffic tunnel. And a design for this tunnel is herein shown. Fig. 
 66, which contemplates this improvement. Instead of building the 
 original traffic tunnel of sufficient width for accommodating both 
 
 WATER-PROOFING 
 
 ROCK 
 
 WATERPROOFING 
 
 r.ROSS SECTION FOR ROCK 
 
 FIGURE 66— TYPICAL CROSS-SECTION OF MISSION-SUNSET TUNNEL. 
 
 Designed for construction in rock. Total width of bore, 42 feet. This may 
 be erected in two stages if desired Traffic tunnel, tirst stage; subway, 
 second stage. 
 
 tThis detailed description, although published in Preliminary Report No. 8, is omitted 
 herein for the sake of brevity. 
 
268 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TWIN PEAKS TUNNEL 
 
 269 
 
 .waT«*^'*00»«s.. 
 
 il 
 
 '^P 
 
 I 
 
 I 
 
 
 'I' 
 
 EARTH 
 
 CROSS SECTION FOR EARTH 
 
 I IN= e FT. 
 
 FIGURE 67— TYPICAL CROSS-SECTION OF MISSION-SUNSET TUNNEL. 
 
 For construction through earth, in two stages if desired. Total width of 
 
 bore, 42 feet ; 30 feet roadway. 
 
 v^A^en ^wooriNS 
 
 mocn 
 
 ROCK 
 
 ,M»g.w O^T 
 
 FIGURE 68— TYPICAL CROSS-SECTION OF COMBINED TRAFFIC-TRANSIT 
 
 TUNNEL. 
 
 With provision for both surface and subway transit lines. Total width 
 of bore, 60 feet ; 24 ft. roadway. Corresponding to the design already sub- 
 mitted for the Broadway tunnel, except that the subway project is added. 
 
 
 FIGURE 69— MISSION-SUNSET TUNNEL PORTAL. 
 Typical arrangement of combined traffic and transit tunnel, showing 
 method of utilizing sub-grades for present surface cars and also for a future 
 subway connection directly with Market Street subway bore. 
 

 |l 
 
 270 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 traffic and car lines, the bore is narrowed to accommodate only 
 vehicle traffic and pedestrians from surface to surface. Car lines 
 are to be run at a lower level beneath the roadway. Up to the time 
 that subway cars are required, this low-level bore may be reached 
 by incline at each portal. Ultimately, this bore may be used by 
 both subway and trolley cars, the subway tracks continuing to an 
 intersection at subway grade with the Market Street line, and the 
 trolley cars routing out to the surface at Eureka Street as before, 
 or continuing through the Market Street bore as far as Valencia 
 Street, until such time as the trolley cars will be entirely excluded 
 from the bore. With this in view, the Mission-Sunset tunnel should 
 be designed to accommodate subway car clearances. 
 
 Combined Traffic Tunnel. This section has the advantage of 
 being suitable for construction in narrow streets. It will largely 
 remove the element of danger arising from the possibility of the 
 supporting thrust of the earth being removed behind the abutment 
 in the event of excavation by private parties along the street line, 
 which in the case of the wide span arch with abutments close to 
 the street line would render the arch unstable. This reduced width 
 of structure would obviate the necessity of acquiring easement rights 
 in private property for the protection of the structure. 
 
 
 CHAPTER 12 
 
 STREET AND DISTRICT IMPROVEMENTS 
 
 Extensions, Widenings, Cuts and Fills 
 Supplemental Tunnel Projects 
 
 In connection with the development of an adequate transit system for 
 San Francisco as outlined in Chapter 3. it is essential that certain improve- 
 ments he made in the present street plan if the most effective distribution of 
 service is to he prompt^ realized. The Burnham Plan is of great value 
 in focusing attention upon the major problems of the future cit}) plan, but 
 with the exception of a few which possess unusual strategic value in the 
 realization of a great future rapid transit system, the improvements here 
 recommended will be comparatively) inexpensive or of unusual importance. 
 The relative urgency of these projects is dependent somewhat upon the 
 developments of the near future, but they should all receive serious con- 
 sideration in any study of a comprehensive transit plan. Certain tunnel 
 projects additional to those already recommended in Chapters 10 and 11 
 ore discussed. 
 
 RECOMMENDATIONS 
 
 1. Bernal Cut should be developed as a new outlet from the 
 Mission for both rapid transit and vehicle traffic, and in connection 
 with the improvement of Circular Avenue. 
 
 2. Market Street should be extended on the contour plan 
 around Twin Peaks as a low-grade vehicle route, supplementing the 
 
 Twin Peaks tunnel. 
 
 3. Van Ness Avenue should be extended to Mission Street, 
 forming the intersection which will be the most important transit 
 
 center in the city. 
 
 4. Hayes Street grade should be lowered at Alamo Square 
 to re-establish direct car service to the district north of the Pan- 
 handle. 
 
 5. Noe Valley should be made more accessible by means of a 
 short diverting tunnel on the Church Street alignment. 
 
 6. Kearny Street may be effectively extended by tunnel under 
 Telegraph Hill, if the assessments do not prove excessive. 
 
 7. Recession of the projecting corner of Sacramento Street at 
 The Embarcadero is imperative at least, if not a comprehensive plan 
 of frontage equalization. 
 
"i'4 
 
 111 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 w 
 
 8. Potrero and San Bruno Avenues should be improved as a 
 direct southern outlet from the business center. 
 
 9. Sansome Street regrade, to be effective, should include 
 Broadway as far as Kearny Street and also Pacific Street. 
 
 10. Automobile stands should be provided on two or three 
 sides of Union Square to avoid present vehicle congestion. 
 
 11. City traffic ordinances should be perfected and enforced so 
 as to encourage rapid operation. 
 
 12. Park crossings have become an essential means of con- 
 necting Sunset and Richmond districts. 
 
 13. Sidewalk widths should be reduced at least along trunk 
 lines, to preserve free way between cars and vehicles standing 
 along curb. 
 
 14. Hillside property should be subdivided on the contour street 
 plan in order to permit transit service. 
 
 15. Railroad grade crossings should be eliminated, especially 
 across heavy traffic arteries, such as intersect the Southern Pacific 
 line through the Mission. 
 
 16. Future subdivisions of level tracts should provide long 
 blocks along streets occupied by transit lines, and short blocks 
 transversely. 
 
 17. Central parking on wide thoroughfares combines attractive- 
 ness with rapid transit. 
 
 18. Ferry terminal development southward as well as north- 
 ward wJll encourage the use of Mission Street and reduce Market 
 Street congestion. 
 
 19. Berry, Division and Fourteenth Streets should be improved 
 as a short route from The Embarcadero and Depot to the Mission. 
 
 20. Eventually Hayes ridge should be tunneled diagonally un- 
 der Alamo Square, from Fillmore to Divisadero Streets, on the 
 two-level plan. 
 
 DISCUSSION 
 
 Widening of Bernal Cut. Normal growth of the Mission 
 district southward is arrested by the steep grades encountered on 
 Mission Street between Cortland and St. Mary's Avenues. The 
 traffic at this important throat is already so great that it has become 
 necessary to increase the capacity at this point by opening a new 
 thoroughfare for all kinds of traffic through the Bernal Cut (now 
 owned and used by the Southern Pacific Company). The strategic 
 position of Bernal Cut and its use as a rapid transit outlet have been 
 presented (Chapter 3) ; but it is equally as important as an easy 
 grade outlet for vehicle traffic from the several converging thor- 
 oughfares. 
 
 STREET IMPROVEMENTS 
 
 273 
 
 
 FIGURE 70 -CONTOUR AND SLOPE MAP OF SAN FRANCISCO. 
 
 Prepared from a contour model of the city, with no streets shown thus 
 indicating the natural barriers to growth, the opportunity for diagonal streets, 
 the few low-level passes existing, and the obvious necessity for tunnel con- 
 struction Successive levels may be followed by 20-foot contours, while all 
 slopes over 10% and 25% are indicated by light shadmg and heavy shading 
 respectively. Obviously these extensive areas of excessive slopes can only 
 be developed by the subdivision of property so as to permit contour streets 
 of easy grade. 
 
 Both Randall Street and St. Mary's Avenue cross the Southern 
 Pacific line at grade, and the intervening cut is approximately 
 2300 ft. in length, with a right-of-way 100 ft. wide. By relocating 
 Brook Street diagonally as shown in Fig. 18 and regrading San 
 Jose Avenue between Brook and Randall Streets, a route can be 
 secured from Alission Street to the Cut with a grade of about 4%, 
 which is not excessive for trucking routes. This relocation is 
 necessary not only to secure a more direct entrance to the Cut 
 from Mission Street, but also to obviate the necessity for a 
 "plateau" at the intersection, the addition of which would seri- 
 ously affect the present Mission Street grades. 
 
 To secure ample width for vehicle traffic. Brook Street should 
 be at least 70 ft. wide. While the present established grade 
 through the Cut is suitable for track connections proposed, the 
 depth of the Cut— 46 ft.— renders it expensive to widen at grade 
 
INTENTIONAL SECOND EXPOSURE 
 
 272 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 8. Potrcro and San Bruno Avenues should be improved as a 
 direct southern outlet from the business center. 
 
 9. Sansome Street regrade, to be effective, should include 
 Broadway as far as Kearny Street and also Pacific Street. 
 
 10. Automobile stands should be provided on two or three 
 sides of Union Square to avoid present vehicle congestion. 
 
 11. City traffic ordinances should be perfected and enforced so 
 as to encourage rapid operation. 
 
 12. Park crossings have become an essential means of con- 
 necting Sunset and Richmond districts. 
 
 13. Sidewalk widths should be reduced at least along trunk 
 lines, to preserve free way between cars and vehicles standing 
 along curb. 
 
 14. Hillside property should be subdivided on the contour street 
 plan in order to permit transit service. 
 
 15. Railroad grade crossings should be eliminated, especially 
 across heavy traffic arteries, such as intersect the Southern Pacific 
 line through the Mission. 
 
 16. Future subdivisions of level tracts should provide long 
 blocks along streets occupied by transit lines, and short blocks 
 transversely. 
 
 17. Central parking on wide thoroughfares combines attractive- 
 ness with rapid transit. 
 
 18. Ferry terminal development southward as well as north- 
 ward will encourage the use of Mission Street and reduce Market 
 Street congestion. 
 
 19. Berry, Division and Fourteenth Streets should be improved 
 as a short route from The Embarcadero and Depot to the Mission. 
 
 20. Eventually Hayes ridge should be tunneled diagonally un- 
 der Alamo Square, from Fillmore to Divisadero Streets, on the 
 two-level plan. 
 
 DISCUSSION 
 
 Widening of Bernal Cut, Normal growth of the Mission 
 district southward is arrested by the steep grades encountered on 
 Mission Street between Cortland and St. Mary's Avenues. The 
 traffic at this important throat is already so great that it has become 
 necessary to increase the capacity at this point by opening a new 
 thoroughfare for all kinds of traffic through the Bernal Cut (now 
 owned and used ])y the Southern Pacific Company). The strategic 
 position of Bernal Cut and its use as a rapid transit outlet have been 
 presented (Chapter 3) ; but it is equally as important as an easy 
 grade outlet for vehicle traffic from the several converging thor- 
 oughfares. 
 
 STREET IMPROVEMENTS 
 
 273 
 
 
 I 
 
 
 SLOPE MAP 
 
 ^ BION J.ARNOLD U 4\ 
 70THl«<M»0AR0CF SUPERVISORS ' f ^^ 
 CITY OF SANTRANCISCO 
 
 nut N» A-.v'"- ■ ■' ""- ''■' -Sim'- ^'^ 
 
 
 ■^~-^\ jj 
 
 
 FIGURE 70 -CONTOUR AND SLOPE >rAP OF SAN FRANCISCO. 
 
 Prepared from a contour model of the city, with no streets shown, thus 
 indicating the natural harriers to growth, the opportunity for diagonal streets, 
 the few low-level passes existing, and the obvious necessity for tunnel con- 
 struction. Successive levels may be followed by 20-foot contours, while all 
 slopes over lO^r; and 25 ^.v arc indicated by light shading and heavy shading 
 respcctivelv. Obviouslv these extensive areas of excessive slopes can only 
 be developed by the subdivision of property so as to permit contour streets 
 of easy grade. 
 
 r.olh Randall Street and St. Mary's Avenue cross the Southern 
 Pacific line at grade, and the intervening cut is approximately 
 2300 ft. in length, with a right-of-way 100 ft. wide. By relocating 
 Brook Street 'diagonally as shown in Fig. 18 and regrading San 
 Jose Avenue between Brook and Randall Streets, a route can be 
 secured from Mission Street to the Cut iMi a p'odc of about 4%, 
 which is not excessive for trucking routes. This relocation is 
 necessary not only to secure a more direct entrance to the Cut 
 from Mission Street, but also to obviate the necessity tor a 
 "plateau" at the intersection, the addition of which would seri- 
 ouslv affect the present ^Mission Street grades. 
 
 To secure ample width for vehicle traffic. Brook Street should 
 be at least 70 ft. wide. While the present established grade 
 through the Cut is suitable for track connections proposed, the 
 depth'^of the Cut — \6 ft.— renders it expensive to widen at grade 
 
 I 
 
 I 
 
:J 
 
 274 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 for roadways; so that the terraced plan (Fig. 71) probably repre- 
 sents the most practicable method for not over 4% approach 
 grades. At the entrances to the Cut both tracks and roadway are 
 on level, but at Randall Street, the first grade separation, some 
 regrading is necessary to preserve vehicle freeway and headrooir., 
 which in any case would be desirable to preserve ari easy grade 
 approach into the Cut for vehicles. With this arrangement a mini- 
 mum expenditure for retaining walls will be required, and the grade? 
 can be adjusted in such a manner as to equalize the cut and backfill. 
 Sidewalks may follow the natural surface, but stairways to the 
 street level should be provided from cross streets. Vehicles 
 can return to Mission Street on St. Mary's Avenue, which is 
 practically level. To extend the new thoroughfare, it will be 
 advisable to use the alignment of the present right-of-way at least 
 as far as San Jose Avenue. 
 
 •TMKWAv* «r rraccT Eo 
 
 INTCH*C£TIONS. 
 
 THI« CMOS* aeCTION nCOnCSKNTSTHC 
 
 o«CPe»T ««kirr or thc cot thc p«c»cnt 
 
 BAirrH SU>PCS An E SHOWN APOqoXiMATtl.'' 
 • OMty BV TtBWACINOTMB OAMC, TWO «OA0- 
 WAV« VOR VCHICLC* ANO aUMKACC CAMC 
 
 THC tOWm LCVCl. !• ron (^API0TBA^4«IT 
 
 kiNKae*M.v. TMC uPPKK I.CVC1. CAN ac 
 MCACHco PPOM MiaaioNi jtbcct witm 
 
 A aRAOC 0» NOT OVCR •♦H, PWOVIOCO A 
 CONNCCTION IS MADC AT anOOK 8TBCET 
 
 sccTON roB 
 
 BCntMAl- CUT. 
 
 nt^omr or 
 
 aioN J AnNoio 
 TosoMwor aurCRviaons 
 crrv or can rttANCiftCO. 
 
 FIGURE 71— DEVELOPMENT OF BERNAL CUT. 
 
 The joint improvement of the old Southern Pacific right-of-way through 
 the Mission as a new low-grade outlet to the south centers in Bernal Cut and 
 its logical extensions — Circular Avenue. This cross-section illustrates a 
 plan for equalizing the cut and fill so as to provide separate levels for street 
 and car trafiic and for rapid transit lines. By the method of terracing 
 shown a material saving in the cost of retaining walls will be effected, at the 
 same time utilizing practically the full width of the present right-of-way— 100 
 feet. • 
 
 I 
 
 STREET IMPROVEMENTS 
 
 275 
 
 Improveiiient of Circular Avenue should be undertaken at 
 the same time as a joint project by City and Railroad Company. 
 The roadway should be extended along the right-of-way at least 
 to Ocean Avenue, a strip of Balboa Park being used for this 
 purpose. On account of the existing slopes, it is probable that 
 the tracks may best be retained in their present alignment, and 
 the Avenue developed entirely to the west. 
 
 Hayes Street Cut. In order to re-establish direct car 
 service to the Hayes Street district north of the Panhandle, it 
 is necessary to provide a lower grade between Pierce and Scott 
 Streets. And by a cut of 15 ft. across the plateau at Pierce 
 Street, the maximum grade may be reduced from 14.6 to 10.9% 
 (See Fig. 72), which is within reasonable limits for electric 
 e(iuipment. If a terraced arrangement is used, with half the cut 
 in the roadway and half in the walkway, the cost for retaining 
 walls will be considerably less than if the cut is extended full 
 depth between property lines. 
 
 Market Street Cat, The recommended location of the 
 subway in upper Market Street will not interfere with the plan 
 for improving the grade beyond Valencia Street. In any 
 event, as a surface approach to the proposed Mission-Sunset tunnel 
 the grade ought to be lowered to 4% between Waller and Bu- 
 chanan Streets, and between Church and Sanchez Streets. This 
 project will be the more necessary if the Twin Peaks tunnel is not 
 built east of Castro Street. 
 
 Supplemental Tunnel Projects 
 
 In addition to recommendations already made on tunnels to 
 Harbor View and under Twin Peaks, there are a number of other 
 projects to be discussed, some of which are now or will eventually 
 become necessary to the proper development of the city. 
 
 Telegraph Hill Tunnel. For some years this project has 
 l3cen discussed as desirable for both transit and traffic purposes, 
 and the recent consideration that has been given to the possibility 
 of locating the Marin County ferry terminal further north along 
 the Harbor. Front lends much weight to the possibility of this 
 tunnel project. It is apparent, however, that any tunnel through 
 Telegraph Hill, except for transit purposes alone, can directly 
 serve only a comparatively small area between the hill and The 
 Embarcadero, which will presumably be always devoted to manu- 
 facturing and warehouse purposes. Three locations have been 
 considered: (a) straight extension of Montgomery Street; (b) 
 straight extension of Kearny Street; (c) diagonal alignment from 
 Kearny and Columbus to Powell and Chestnut Streets. 
 
276 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ■ION J. ARNOLD 
 
 ^xu-Hell 
 
 o 
 
 » 
 
 in a 
 
 S 
 
 o 
 
 o 
 
 FIGURE 72 —PROFILE OF HAYES AND PIERCE STREETS. 
 
 Hayes Street Hill now imposes an impossible barrier to direct car 
 service to the Park as was provided in the days of cable operation. These 
 two profiles show the present grades and the grade changes recommended. 
 A reduction of 15 feet at the top of the hill will change the grade on Hayes 
 Street between Pierce and Scott Streets from 14.55% to 10.9% thus making 
 possible the operation of cars between Fillmore and Divisadero Streets. By 
 breaking the grade of Pierce Street, considerable regrading may be saved. 
 
 STREET IMPROVEMENTS 
 
 277 
 
 The Montgomery Street alignment I believe to be imprac- 
 ticable, because it is only one block from Sansome Street (a 
 through car line) and only two blocks from Battery Street (a 
 level trucking route), but principally for the reason that Mont- 
 gomery Street is too narrow for any conceivable use as a thor- 
 oughfare for heavy car and vehicle traffic. The long diagonal 
 alignment, while reaching a much larger level area on the north 
 side of the Columbus Avenue saddle, presents the objection of an 
 expensive structure nearly paralleling Columbus Avenue, which 
 is already suited to cars and light vehicle traffic. 
 
 The Kearny Street extension is in my judgment the most 
 practicable alignment, giving a direct thoroughfare from the 
 center of the city to the north waterfront midway between car 
 lines now established. Starting at the important intersection of 
 Kearny, Columbus and Pacific, the bore would pass under Broad- 
 way, emerging at Chestnut Street, where street widening and 
 portal improvements would have to be undertaken. The bore 
 would be about 2700 ft. long, with a grade of 0.66%. At the 
 north end there are complications with the Belt line tracks 
 which must be dealt with, and at the south end heavy traffic 
 would have to be diverted down Columbus, Pacific, and Jackson 
 to Battery, or great congestion would ensue in crossing Market 
 Street at Kearny. Pacific Street offers the most level diversion 
 for this heavy trucking. 
 
 If this tunnel were built by assessment, it is clear that owmg 
 to the small area served the assessment would be heavy, but it is 
 also clear that with the increased usage of the north waterfront, 
 its importance would be greatly enhanced. This project, there- 
 fore, seems largely a question of cost. 
 
 Noe Valley Tunnel and Cut. In connection with rout- 
 ing studies, a tunnel reaching Noe Valley from the north has 
 developed possibilities. It is now necessary to go as far south 
 as Army Street before an entrance grade below 10% is obtained. 
 This condition could be improved by a one-block tunnel for both 
 cars and vehicles in Chattanooga Street, as shown in Fig. 73, 
 contingent upon the possibility of the City's acquiring some 
 private property necessary, and reserving for car lines a depressed 
 strip along the west border of Mission Park. The tunnel will 
 make possible a through car line on Church Street, connecting 
 Fillmore Street and the Bernal Cut, and will also provide an easy 
 grade connection with the upper Mission district by way of 
 Twentieth Street. The legal obstacles pertaining to the use of Gol- 
 den Gate Park for transit purposes will probably apply to Mission 
 Park also. The slight reduction of park area is of small importance 
 compared with the necessity for a car line on Church Street. 
 
 I 
 
 II 
 
I' li 
 
 
 It' 
 
 V- 
 
 II 
 
 278 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 NOE VALLEY TUNNEL AND CUT. 
 
 F?EPORT or BION J. ARNOLD 
 SAN FRANCISCO TRANSPORTATION PROBLEM. 
 
 SCAUC 
 O aOOFT 
 
 FIGURE 73— NOE VALLEY TUNNEL AT CHATTANOOGA STREET. 
 
 The tunnel work necessary in any case to extend a car line along 
 Church Street into Noe Valley can be materially reduced by a slight 
 diversion around the hump at Twenty-first Street. Some regrading along the 
 westerly border of Mission Park and the acquisition of some private property 
 will be necessary, but a good grade will result. The possible street railway 
 connections to the main line on Church Street are indicated. 
 
 Folsotn Street Tunnel, Of the several ttinnel projects 
 proposed through Bernal Heights none at present appear feasible. 
 It is true that the upper slopes could be reached with the assist- 
 ance of a viaduct across Army Street, but a comparatively small 
 area is served in the end, and this route cannot hope to become 
 an important outlet down the Peninsula as compared with the 
 improvement of Bernal Cut as elsewhere discussed. Moreover, the 
 hill property would logically have to bear the greater part of the 
 assessment unless the route were extended by another long and ex- 
 pensive viaduct into University Mound, which would require also 
 street widening through Bernal Heights, where the streets are now 
 only 40 feet wide. The Heights is now served from the Mission 
 
 I 
 
 ^f 
 
 STREET IMPROVEMENTS 
 
 279 
 
 throat, and can be reached from the north side also by a car line. 
 The improvement of Bernal Cut, San Bruno Avenue and Islais 
 Creek Valley offer greater immediate opportunity than these tunnels. 
 
 Twentieth Street Tunnel A tunnel on Twentieth Street 
 has been proposed extending beneath Potrero Hill. While Twenty- 
 second Street from Potrero Avenue to Mississippi Street offers a 
 more favorable location, by saving about one-third of the length, both 
 seem to me unwarranted at present, although the future East Water- 
 front development may finally justify the expenditure. First atten- 
 tion should be directed to widening Army Street. 
 
 Tunnel Under Alamo Square, A diagonal alignment from 
 Fillmore to Divisadero Street under the Hayes Street ridge offers 
 an excellent low-level route direct from the business center and 
 Fillmore Street to the Panhandle district. The length including 
 approaches will be 2268 ft., and the grade 3.13%. As this bore 
 may be used as part of a future subway system, the two-level cross- 
 section designed for the Mission-Sunset project is recommended 
 (Figs. 67 and 68). 
 
 Vehicle Widths, Measurements of a large number of motor 
 and other vehicles show the following average widths, based on 
 over-all measurements at typical street intersections such as Sutter 
 and Polk, and Sutter and Montgomery Streets : 
 
 Automobiles 
 
 Wagons 
 
 Narrow 
 
 5'-3" to 5'-9" 
 Runabouts and 
 light touring cars. 
 
 5'-6" to 6'-0" 
 Buggies, hacks and 
 single deliveries. 
 
 Medium 
 
 5'-9" to r-2" 
 Large touring and 
 business cars. 
 
 6'-0" to 7'-3" 
 Double deliveries, 
 ice and coal, lum- 
 ber, produce and 
 Hght drays. 
 
 Wide 
 
 r-2" to 9'- 10" 
 Auto trucks and 
 sightseeing autos. 
 
 7'-y' to 8'- 10" 
 Heavy trucking, 
 low gears, beer 
 and garbage 
 wagons. 
 
 The resulting weighted averages* are 5' 10>4" at Sutter and 
 Montgomery Streets, and 6' 2" at Sutter and Polk Streets; these 
 widths have been used in the studies of street sections. 
 
 Street Sections, Special emphasis has been placed, in dis- 
 cussing the design of cars, upon the essential provision of freeway 
 for at least one line of moving vehicles between the car and vehicles 
 standing along the curb. Fig. 75 illustrates the extreme necessity 
 for this method of facilitating rapid passenger transit. Roadways 
 are already too narrow, and to make matters worse the majority 
 of business streets are not provided with rear delivery. 
 
 * True numerical average, giving proper weight to each type of vehicle according to 
 the number of times it appears. 
 
 
 I 
 
I* % 
 
 t 
 
 BION J. ARNOLD 
 
 r' I 
 
 WIDTHS 
 
 FIGURE 74— VEHICLE TRAFFIC OBSERVATIONS. 
 To determine the average width and character of vehicles actually found 
 on the streets, observations were made at typical street intersections, viz.: 
 on Sutter Street at Polk and Montgomery Streets, during the busiest period 
 of the day, totaling nearly 1,500 vehicles per hour. While about half were 
 motor vehicles, in each case the wider vehicles predominated in Polk street, 
 indicating its use as a heavy traffic thoroughfare. Giving due weight to the 
 number of vehicles of various classes actually observed, the width of the 
 average vehicle at Polk and Sutter Streets was found to be 6' 2", and at 
 Montgomery and Sutter Streets, yiOj/2". This lends special significance 
 to the necessity of immediate reduction of sidewalk width. 
 
 STREET IMPROVEMENTS 
 
 281 
 
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INTENTIONAL SECOND EXPOSURE 
 
 BION J. ARNOLD 
 
 WIDTHS 
 
 FTGURE 74 VETIULE TRAFFIC ODSERVATTOXS. 
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 to the necessity of immediate reduction of sidewalk width. 
 
 STREET IMPROVEMENTS 
 
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 282 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
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 STREET IMPROVEMENTS 
 
 283 
 
 FIGURE 78 —PERSPECTIVE OF ARCADE STORE FRONTS AND TUNNEL PORTAL 
 
 A roadway of only 38' 9" at so important a tunnel entrance as Fillmore 
 Street is clearly inadequate for both car and heavy vehicle traffic that must 
 use this tunnel. This drawing shows an effective method of street widen- 
 ing at tunnel entrances with minimum alteration in abutting buildings and 
 without recession of the building frontage. The arcading principle is widely 
 used abroad to overcome just such a defect in street plan as exists here. 
 
ii 
 
 p 
 
 lii 
 
 i 
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 ■I' 
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 ! 
 
 284 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 For the average business street i:he section shown in Fig. 76 
 applies, requiring a considerable reduction in sidewalk width. In the 
 50- Vara district, the sidewalks on a number of streets (Ellis, Eddy, 
 Turk, McAllister, etc.) have already been reduced; and this work, 
 now covered by ordinance, should be continued. A list of recom- 
 mended changes is appended (Table 32). 
 
 Upon streets where all traffic is heavy, such as tunnel approaches, 
 there is no recourse but widening. However, this work can be most 
 economically effected by arcading the store fronts in the manner 
 shown (Fig. 77) and the perspective (Fig 78) representing Fillmore 
 Street south of the tunnel portal. Here the effect of street widening 
 is obtainable with the same building lines. 
 
 Automobile Stand. Stockton Street is two feet and Powell 
 Street one foot narrower than the usual streets of the 50-Vara dis- 
 trict; and considerable traffic congestion is caused in this vicinity 
 by sightseeing and other autos for hire. Fig. 79 is a plan for a stand 
 for these vehicles at Union Square. By narrowing the sidewalks 
 
 I0-6" 
 
 VTsN>,V^x-.s-^V\\\\\\Y^\\\\\\N\\\\\\^^^ 
 
 
 10-6" 
 
 a 
 
 I! 
 
 c 
 
 i^^w^' ■ 
 
 PLAN FDR AUTO STAND 
 
 AT UNIOM 90UARJ& 
 HCPOfTT or BION U . A«NOUD 
 
 TOTHgaqKROorsuPCWviaoRa, ciTYor a»JM rwANcisca 
 
 10- 6" 
 
 b 
 
 a 
 
 10-6" 
 
 FIGURE 79— AUTO STAND AT UNION SQUARE. 
 
 The blackened area represents the space recommended for this purpose. 
 New walkways within the park will compensate for the proposed reduction 
 in the width of the present walks, while the width of roadway is preserved; 
 or the park frontage can be receded 6^ to 7 feet as an alternative. The devel- 
 opment of a hotel center on Union Square and the construction of the 
 Stockton Street tunnel, which is two feet narrower than the standard 50-Vara 
 street, necessitates some provision for automobile storage. 
 
 STREET IMPROVEMENTS 
 
 285 
 
 as indicated, these vehicles can be placed inside the curb lines pro- 
 posed for the adjacent blocks. New walks within the Park may be 
 provided as shown, or the present sidewalks moved inward. On 
 account of the tunnel traffic anticipated the Stockton Street side 
 of the Square should not be used for this purpose, but the sidewalks 
 should be reduced nevertheless to secure additional roadway. 
 
 Street Wideninsr 
 
 The Embarcadero. The recession of the projecting corner of 
 Sacramento and East Streets should be immediately undertaken, 
 whether or not the more ambitious plan of equalization of frontage 
 is taken up as outlined in Chapter 13. This project has been pre- 
 sented on several previous occasions, but defeated owing to cir- 
 cumstances in which its merits were not the determining factor. But 
 in view of the probable harbor development and the resulting 
 increase in the value of the property involved, serious considera- 
 tion should be given at this time to the equalization project. 
 Block D is particularly unfortunate, in that it converges east- 
 bound traffic at the most undesirable point, viz., opposite the 
 ferries and cabstands. This congestion is rapidly becoming more 
 and more acute. 
 
 Army Street should be widened to 100 ft. east of Potrero 
 Avenue, because of its importance as a cross-town thoroughfare. 
 It is the only level street south of Sixteenth Street connecting the 
 Mission district with the waterfront. 
 
 San Bruno Avenue should be straightened and widened to 100 
 ft. from Army Street at least to Crescent Avenue. Although 
 only 60 ft. wide, it is the principal thoroughfare connecting the 
 Mission district with the region lying south and east of Bernal 
 Heights. 
 
 Lcese Avenue {formerly Holly Street) will provide a most 
 direct route from the Mission district to University Mound. It 
 is now less than 45 ft. wide and should be widened to 70 ft. or 
 more when the street is extended to Silver Avenue and Cam- 
 bridge Street by viaduct over Islais Creek. 
 
 Entrance to Sunset District. In recommending the alignment 
 for the Mission-Sunset tunnel, the westerly portal was located 
 at Frederick and Cole Streets, but with the expectation that so 
 important a thoroughfare as a tunnel should be accorded the 
 right-of-way through the narrow entrance throat to the Sunset 
 district between Golden Gate Park and the northerly slopes of 
 Blue Mountain. Of the three streets available at this point — 
 Frederick Street, Carl Street, and Parnassus Avenue — only Fred- 
 
f: ; 
 
 M ! 
 
 1 
 
 286 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 erick Street provides a low-level entrance to the Sunset district 
 at this point. Therefore, in the not distant future, it will become 
 necessary to abandon the blocks intervening between Frederick 
 Street and Golden Gate Park, with the object of directly extend- 
 ing Lincoln Way to Stanyan Street, which may possibly be done 
 by an exchange of frontage, at the same time widening the throat. 
 
 Improvement of Division Street. Division Street between 
 Ninth and Eleventh Streets is but 50 ft. wide. But the City owns con- 
 siderable property in this vicinity forming the old Mission Creek bed, 
 and this may be utilized, in part at least, to widen this thorough- 
 fare, and provide connections with Twelfth and Fourteenth Streets 
 on the west and Berry Street on the east and thus to The Em- 
 barcadero. 
 
 Street Extensions 
 
 Van Ness Avenue. Two plans for street extension in the vicin- 
 ity of Twelfth and Market Streets have been proposed: (a) 
 Mission Street extended to Market Street, opposite the inter- 
 section of Page and Franklin Streets; (b) Van Ness Avenue ex- 
 tended south to the intersection of Twelfth, Mission and West 
 Mission or Otis Streets. Of these two plans, I consider the 
 latter much preferable and an urgent necessity while the value 
 of improvements on the intervening property is practically neg- 
 ligible. Owing to certain transit developments in this particular 
 district, this intersection will unquestionably become the most 
 important transit center in the City, especially by reason of the 
 radial street plans in this vicinity. Direct routing to Harbor View 
 from the Mission has even now created the demand. 
 
 Contour Extension of Market Street. As previously recom- 
 mended, the extension of Market Street around the slopes of 
 Twin Peaks and into Corbett Road is necessary to supplement the 
 rapid transit tunnel project, and should be carried out while the 
 property is relatively inexpensive. Its alignment and grade 
 should correspond to that of the tunnel as far as Eureka Street, 
 and then continue by such route as will give the most favorable 
 grade without sacrificing directness. The thoroughfare could be 
 reduced to 85 ft. beyond Eureka Street, with sidewalks not over 
 12 ft. in width. On the hillsides a two-level method shown in 
 Fig. 80 may be employed to advantage, giving a wide street with 
 minimum cut and fill. In the Punnett Plan for improving the 
 Twin Peaks District, it has been suggested that the proposed 
 extension should join Falcon Avenue just south of Romain Street. 
 In that event the widening and extension of Falcon Avenue to 
 Corbett Avenue and the widening and straightening of Corbett 
 Avenue would become part of the project. 
 
 STREET IMPROVEMENTS 
 
 287 
 
 thoroughfare: cross stCTioros 
 
 HILLSIDE STREETS. 
 
 BION J APNOiId - CONSULTlNg ENGINEER 
 SAK4 ^«*Jv(CISCO -TRANSPORTATION PI»OBi-CM 
 SCAUE 
 O 10 FT. 
 
 -ator- 
 
 ^ffsHf-j-.qiH 
 
 - is-er- 
 
 SA' 
 
 K-r — \4arA l»5«^ f-a'3-^ 
 
 SA-- 
 
 ■ we- 
 
 xz-or- 
 
 TOO' 
 
 FIGURE 80— HILLSIDE STREET. PLANS A AND B. 
 
 The development of contour streets of reasonable width frequently neces- 
 sitates terracing. These diagrams show two methods of treatment by equaliz- 
 ing cut and fill. With the usual method of grading as shown above, abutting 
 property is either considerably above or below street grade; but by the use 
 of a retaining wall in the center as in the lower diagram, all property is on 
 the street level and an opportunity is provided for separating various classes 
 of traffic. 
 
i ?! 
 
 .1 I 
 
 !i 
 
 288 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Jefferson Street Waterfront. In view of the difficulty in 
 securing an unobstructed entrance through Beach Street to a 
 tunnel under Fort Mason previously recommended, the alterna- 
 tive development of Jefferson Street from Columbus Avenue 
 under Fort Mason to the intersection of Beach and Laguna 
 Streets may be adopted. As Jefferson Street is now under water, 
 the excavation from the Fort Mason tunnel could be used ef- 
 fectively for filling and improving the waterfront. 
 
 Removal of Cemeteries. If definite steps are taken to open the 
 five cemetery tracts within the city limits for residential purposes, 
 Sutter Street should be extended to Euclid Avenue by a new con- 
 tour street presumably passing to the south of the intervening hill. 
 This would permit the remaining areas to be developed freely on 
 the contour street plan. Incidentally, St. Josephs Avenue, now 100 
 ft. in width, could be relocated to advantage possibly as an exten- 
 sion of Baker Street. It is now of little value in that it is only 100 
 ft. distant from Broderick Street, upon which all the buildings 
 front, so that the cemetery tract when improved would have to face 
 the rear of these buildings. 
 
 Eighth Street. Should be extended in the near future from the 
 intersection of Townsend and Division Streets through two inter- 
 vening blocks to Fifteenth Street. The provision for this extension 
 is quite evident from the fact that Blocks 134, 167 and 201 already 
 fall in line with the western property line of Eighth Street. At 
 the present time, the improvements upon this intervening property 
 are relatively inexpensive. This district could therefore be pro- 
 vided with a direct thoroughfare from Market Street and the Civic 
 Center to Sixteenth Street, which is the most important east and 
 west low-level thoroughfare north of Porto Hill. Moreover, the 
 importance of this route is enhanced by the construction of the 
 Southern Pacific overhead viaduct on Sixteenth and Kentucky 
 Streets. Eighth Street appears to be the only remaining street per- 
 pendicular to Market Street which can be cut through to the Po- 
 trero without excessive expenditure for the intervening property, 
 and will be of great value in facilitating direct transit service. 
 
 Berry Street. It is most important that Berry Street be en- 
 tirely relieved of its present encumbrances from Third Street to 
 The Embarcadero, thus giving a direct trucking street from the 
 warehouse and manufacturing district at the north end of Potrero 
 Hill directly to and around the waterfront. This street is also 
 needed as an exit for freight deliveries from the Southern Pacific 
 yards, and especially to the lower Mission through Division Street. 
 
 Potrero Avenue and Twenty -sixth Street. Potrero Avenue, oc- 
 cupying an important position as an outlet thoroughfare to the south, 
 
 STREET IMPROVEMENTS 
 
 289 
 
 has a width of 100 ft., a grade of not over 4^^%, and leads directly 
 into the gap between Potrero Hill and Bernal Heights. But it 
 will lose much of its importance as a thoroughfare until extended 
 south to connect with San Bruno Avenue and the important cross- 
 town route— Army Street— intersecting at this point. 
 
 Ocean Avenue from Onondaga Avenue to Mission Street is not 
 open to public use, although existing upon the official maps. It 
 should be developed as a thoroughfare for transit service via Mis- 
 sion to the Beach. 
 
 Dolores Boulevard. In connection with the improvement of 
 Bernal Cut, Dolores Boulevard should be extended to Mission 
 Street, thus diverting from the latter thoroughfare a portion of its 
 traffic. 
 
 New Streets. On account of the steep grades on Crescent 
 Avenue between Bache and Banks Streets, it is recommended that 
 a new contour street be laid out continuing westerly the lower por- 
 tion of Crescent Avenue parallel with the Ocean Shore Railway to 
 a point in the old St. Mary's College grounds, there connecting with 
 Bosworth Street, St. Mary's Avenue and Leese Avenue (formerly 
 Holly Street). This new thoroughfare, which might be appropri- 
 ately named Islais Avenue, would be available for car lines. 
 
 A new street should be developed extending from Bosworth 
 and Lyell Streets to San Jose and Diamond Streets, and parallel 
 with the Southern Pacific right-of-way. This will provide a di- 
 rect outlet to Mission Street of both the San Jose Avenue and 
 Sunnyside Avenue Imes, also connecting with the proposed new 
 contour street (Islais Avenue) mentioned above. 
 
 By following a ravine running diagonally from Woolsey Street 
 tc Wayland Street, a good grade will result, for lines serving 
 University Mound from the east. 
 
 For Car Line Extensions 
 
 Falcon Avenue from Twenty-third Street to Corbett Avenue. 
 
 Capp, Howard and Treat Streets to Army Street. 
 
 Capp Street to Fourteenth Street. 
 
 Alpine Street to Tilden Street. 
 
 Randolph Street to Junipero Serra Boulevard. 
 
 Pierce Street to Hamilton Square. 
 
 Twelfth Street to Division Street. 
 
 Fourteenth Street to Division Street. 
 
 Ninth Avenue through City property to Forest Hill. 
 
 Taraval Street to Twin Peaks tunnel portal. 
 
 Vicente Street to Twin Peaks tunnel portal. (Alternative.) 
 
 1 
 
b 
 
 290 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Wolfe Street to Montcalm Street (contour street). 
 Brewster Street to Powhattan Street (contour street). 
 
 General. A number of further street extensions, while perhaps 
 not essential for transportation, are nevertheless desirable. 
 
 Waller Street. Through Buena Vista Park to Buena Vista Ter- 
 race, at an average grade of 3.4%. 
 
 Seward Street. From Danvers Street to Eureka Street, provid- 
 ing an easy grade highway between the Eureka and Noe Valleys, 
 and connecting with the proposed Market Street extension. 
 
 Seventh Avenue Extension Boulevard, As mentioned 
 in Chapter 11, referring to transfer connections at. the Laguna 
 Honda Station of the Twin Peaks tunnel, Seventh Avenue should be 
 developed as a supplemental cross-town boulevard down the Penin- 
 sula connecting Golden Gate Park with the proposed extension of 
 Market Street and the Corbett Road. It should be widened to 
 100 ft. throughout, and extended by means of an open cut run- 
 ning beneath the present bend in Dewey Boulevard. 
 
 Resuhdivision of Hill Property, The blunder of carrying 
 a rectangular system of streets over steep grades has rendered 
 many districts practically inaccessible. For this reason every effort 
 should be made to resubdivide these tracts with streets laid out with 
 some regard to the contours so that transit service may be estab- 
 lished thereto. The subdivision of Forest Hill and St. Francis 
 Wood tracts are examples of the possibilities in this respect. 
 
 Regrades 
 
 Sansome Street. Any plan to change the levels of Sansome 
 Street should also include regrading Pacific and Broadway. Fig. 
 81 is an isometric view of the regrade which is recommended. In 
 this plan, a direct low-level route to North Beach via Sansome Street 
 rmay be provided, and the grades leading from the waterfront to 
 the proposed Broadway tunnel will be greatly improved. 
 
 Tzvcntieth Street. The 13% grade on Twentieth Street 
 between Hampshire and Potrero Avenue can be reduced to 11.4% 
 by allowing the break in grade to be made at the curb lines instead 
 of the property lines. This departure from the usual practice is 
 justified because of the importance of securing the most direct 
 street railway connections at this point. At Hampshire Street it 
 will be necessary to make changes in the sidewalk levels also to 
 eflfect proper drainage. 
 
 Arkansas Street. Between Twentieth and Twenty-second has a 
 broken grade with a maximum of 15.2%. A cut of eight feet at the 
 *'hump" will result in a grade of 12%. A maximum grade of the 
 
 STREET IMPROVEMENTS 
 
 291 
 
 line exclusive of this block is 12.5%, and it will serve the summit of 
 Southern Heights, which is now entirely without transportation. 
 
 Falcon Avenue, between View Avenue and Romain Street, 
 should be graded to not over 10% ; also Twenty-eighth Street be- 
 tween Burnett Avenue and Bellevue Street. 
 
 Balboa Street. To secure a practicable grade in Balboa 
 Street it will be necessary to raise the level of Twenty-third Street 
 12 ft., or to construct a viaduct. 
 
 l4.2«-tLCVATlON IN rCCT 
 
 «RAOe 7« 
 
 fzen^otje. 
 
 ISOMETRIC VIEW OF 
 SANSOME ST. REGRADE 
 
 (FIGURES IN P^^RENTHESIS ARE PROPOSED) 
 
 FIGURE 81 -ISOMETRIC VIEW OF SANSOME STREET REGRADE. 
 The fullest utilization of Sansome Street as the first Jow-grade street to 
 The Embarcadero east of Telegraph Hill is evidently desirabe; a so the 
 ininrovement of the entrance thoroughfare to the Broadway tunnel. The 
 fur^i^e? represent the present, and the dotted lines the proposed street 
 grades Both Broadway and Sansome Street should be included in the im- 
 provement. As an alternative, Montgomery Street may be bridged over 
 at Broadway to the heavy regrade shown. 
 
 Rapid Transit Parking, Where the width of thorough- 
 fares and vehicle traffic permit, a type of construction shown in 
 Plate 18, is recommended, the idea of which is to facilitate rapid 
 car operation without interference with passing vehicles. This 
 plan is in highly successful operation in Boston and other cities. 
 It combines the attractive scheme of the present Dolores Street 
 parking with the most effective transit, and can be applied to 
 advantage on Van Ness Avenue north of Geary Street, Geary 
 Street west of Presidio Avenue, Arguello Boulevard, Masonic 
 Avenue and Sunnyside Avenue. The parking curbs may be used 
 as a step to and from the car platforms. 
 
 
1' ^'"1 
 
 292 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Park Crossings, have become a vital necessity for the 
 interconnection of the Richmond and Sunset districts, not only 
 for car lines, but also for all classes of vehicles, for precisely the 
 same reasons that there are demands for crosstown car lines in 
 other parts of the City. Three different ways of carrying out 
 this crossing plan are shown in Fig. 82 : 
 
 1. Double track railway line along the surface, shielded by 
 an earth embankment with trees and thick shrubbery. 
 
 2. A depressed roadway for both cars and vehicles, with 
 overhead bridge crossings. 
 
 3. Depressed roadway for cars and for vehicles respectively 
 at different points. 
 
 The first plan is the most suitable for reaching points of 
 heaviest traffic demand, such as the music pavilion. The maximum 
 convenience to Park patrons will result from having it entirely on 
 the surface. At the few road crossings existing, a cautionary 
 stop could insure the necessary safety. The contours between 
 Lincoln Way and Fulton Street indicate that the best crossing 
 may be obtained from Ninth Avenue on the south to Tenth 
 Avenue on the north, with a slight detour around the music 
 pavilion. This line should be constructed first. Next, a railway 
 crossing would seem to be necessary in the vicinity of the stadium, 
 as recommended in connection with the extensions of the Geary 
 Street road, in Thirty-seventh Avenue ; and later a vehicle 
 crossing in the vicinity of Twentieth Avenue on the south and 
 Twenty-fourth Avenue on the north, as determined by surveys. 
 
 The large expense of tunnels under the Park does not appear 
 warranted ct this time, as this plan of depressed cut is satisfactory 
 in other cities, a prominent example being Central Park, New 
 York, which is entirely typical of the situation here. 
 
 Panhandle Crossing. Masonic Avenue from Waller Street 
 is 100 feet wide, and could be made part of the boulevard system 
 into Sunset, with the central area parked for the car lines as sug- 
 gested for Van Ness Avenue (Plate 18). 
 
 Suggested General Ordinances. To improve the car 
 service, the traffic ordinances could be amended with advantage 
 in the following particulars: 
 
 1. Except on slopes over 5% outside the fire limits, all stand- 
 ing vehicles should be placed with wheel tires next the curb. 
 
 2. Vehicles, especia'lly slow moving ones, should not be per- 
 mitted upon car tracks, except where passing others standing 
 along the curb or where streets are otherwise impassable. 
 
 STREET IMPROVEMENTS 
 
 293 
 
 PROPOSED THOROUGH FARE:.' =i ATROSSTHE PARK 
 
 BION J ARNOl-O CONSUU-rl^<« ^^^*'^^^^^ _„ 
 ^ SAN FRANCOCO TRAN3PORTATION PROB».tM 
 SCALE. 
 
 o torr. 
 
 I.ANOIN6 
 
 UANDINa 
 
 NO a DCPWESSCD ROAOWAV 
 POR CARS AND VCHICUCS 
 
 ' — " ' Kt-B. 
 
 FIGURE 82— PARK CT^OSSINGS. 
 Three methods are shown— (a) with roadway removed from sight 
 by shrubbery which also tends to reduce noise; (b) by equalized cut and 
 embankment; (c) with retaining wall instead of graded slopes, bridges 
 and stairways being necessary at the few intersecting drives. The ex- 
 pense of tunnels hardly seems warranted in view of these alternatives. 
 The separation of two such important sections of the city as Richmond 
 and Sunset by three miles of continuous parking requires some form of 
 crossing for both cars and vehicles. 
 

 294 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 3. Street cars should be exempt from present speed limita- 
 tions of vehicles. 
 
 4. Loading and unloading vehicles backed against the curb 
 shouild not be permitted during rush hours upon any street in 
 the downtown district with car service. 
 
 5. The contracted space between the safety stations and the 
 curb should be kept exceptionally clear of standing vehicles at 
 all times. 
 
 6. Vehicles should not stand nearer than one car length to a 
 street intersection, i. e., 50 feet from the property line. 
 
 7. Articles relating to width of vehicles, speed regulation at 
 crossings, vehicles passing cars loading and unloading, and 
 vehicles making turns, should be rigidly enforced, and ''width of 
 vehicles" should be interpreted to include the load carried. 
 
 CHAPTER 13 
 
 TRANSPORTATION ON THE HARBOR 
 
 FRONT 
 
 FERRY TERMINAL AND OTHER IMPROVEMENTS 
 
 Hans for Permanent Relief of Congestion 
 Minimum Improvements to be Considered 
 
 Traffic congestion at the Ferr}f has reached a point where the present 
 terminal facilities for street cars are taxed to their utmost, and Tvith the addi- 
 tion of two more car lines — Sutter and Ceary Streets — to the main terminal, 
 increased or at least improved facilities in the Jvay of loops and storage 
 tracks will he imperative. In this chapter, the growth and variation in com- 
 muter ferry traffic is analyzed with reference to the necessary car service, 
 and detailed recommendations are made for alternative elevated terminals 
 plans calculated to provide permanent relief by increasing the capacity, 
 supplemented by storage tracks for cars awaiting the arrival of a ferryboat 
 Service for the proposed extensions of the Ferry building is considered; 
 also temporary improvement plans, and provision for the accommodation 
 of pedestrian and vehicle traffic. The plans for the relief of Lower 
 Market Street, Chapter 6, contemplate these terminal improvements al- 
 though not discussed there in detail. 
 
 In recommending improvements in transportation facilities af- 
 fecting the State property on the Harbor front, it is understood, of 
 course, that the jurisdiction of the City of San Francisco theoretic- 
 ally ends at the west line of The Embarcadero, and that the railway 
 terminals are only permitted to occupy the Ferry frontage as an 
 accommodation to trans-bay passengers. However, the interests of 
 the City and State are in my judgment so intimately involved in the 
 matter of transportation that in reality the State is justly bound to 
 co-operate with the City and assist in carrying out any reasonable 
 plans necessary for conserving the interests of the traveling public. 
 
 After only a few years of respite from the congestion of the old 
 turn-table, the problem of the Market Street ferry terminal has 
 again become serious, due to the concentration of the entire com- 
 muter traffic at a single point of delivery, with every prospect of a 
 continual increase. 
 
 This condition will be further aggravated by additional loop 
 traffic from the Geary and Sutter Street lines operating on the outer 
 Market Street tracks. 
 
^tl: 
 
 
 H, 
 
 m 
 
 296 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Unless terminal improvements are speedily undertaken, this in 
 my judgment will create a condition of congestion so much worse 
 than at present as to simply force the withdrawal of part of this 
 additional servfce to the Ferry. In the plans recommended for hand- 
 ling lower Market Street traffic. Chapter 6, the Ferry terminal was 
 not discussed, but these plans were drawn up with such improve- 
 ments in view, and are largely dependent upon them for effective 
 results. 
 
 Reference has been freely made to a previous report of engi- 
 neers for the Federated Harbor Improvement Association on the 
 development of San Francisco Harbor. Therein is recommended a 
 plan for an elevated loop structure similar to the alternative plan 
 proposed by me, except that four tracks were to be used with Mar- 
 ket Street widened 20 feet and the corners at East Street rounded 
 off. This plan contemplated that surface car traffic should be re- 
 moved entirely from The Embarcadero, except that running gen- 
 erally in a north and south direction. 
 
 CONCLUSIONS AND RECOMMENDATIONS 
 
 1. From a careful study of existing conditions and the reason- 
 able requirements of increasing traffic, I fail to find any satisfactory 
 solution of the Ferry terminal problem that can be carried out on 
 the surface within the existing street lines. A comprehensive plan 
 for the equalization of property frontage along The Embarcadero 
 should therefore be put into effect extending from Mission Street 
 to Pacific Street by means of which a Ferry Plaza of adequate di- 
 mensions may become available for accommodating an elevated in- 
 cline structure leading to the second story of the Ferry building; 
 this to be accomplished presumably through the purchase, re-sub- 
 division, improvement and resale of property affected. 
 
 2. This elevated terminal structure should be built with incline 
 approaches located off from Market Street within this plaza with 
 an elevated two-track loop, fixed car berths, communicating ramps, 
 and reservoir spur tracks at each end of the present building ex- 
 tending back to the rear concourse. These inclines may be con- 
 cealed within an artistic peristyle structure forming the "Water 
 Gate" of San Francisco. ' 
 
 3. As an alternative plan, it will be necessary to build an ele- 
 vated approach in Market Street, commencing at Spear Street, with 
 a two-track loop communicating with the second floor of the Ferry 
 building. Market Street at present can accommodate only the ele- 
 vation of the two center tracks. Future four-tracking would neces- 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 297 
 
 sitate the recession of the southerly building line of Market Street 
 from Spear to East Streets. 
 
 4. In any event, the recession of the protruding corner of Sac- 
 ramento and East Streets is essential to this alternative or any other 
 plan not involving the equalization of frontage, owing to the serious 
 obstruction offered by the present cable loop. 
 
 5. In view of the contemplated extension of the present struc- 
 ture loading and unloading should not be concentrated at a single 
 point of entrance to the Ferry building, but should be distributed 
 along the building frontage as much as possible. 
 
 6. Separate passageways for entrance and exit should be pro- 
 vided, to avoid interference of passengers moving in opposite direc- 
 tions. A system of ticket booths and guide railings would greatly 
 facilitate rapidity of loading, especially on the upper deck, where 
 the platforms could be enclosed without difficulty. 
 
 7. On all terminals, both surface and elevated, sufficient reser- 
 voir capacity should be available for permitting cars to lay-over 
 for incoming boats, without obstructing the through trunk lines. 
 
 8. A system of fixed berths or stopping places for cars should 
 form a part of any terminal system, with an electric signal system 
 operated by the dispatcher indicating definitely just where incoming 
 cars will berth, in time to enable passengers to reach the berth de- 
 sired. 
 
 9. Foot-passenger ways should be built into the elevated struc- 
 ture in order to permit pedestrians to cross The Embarcadero with- 
 out encountering the traffic thereon. While a foot-bridge alone 
 would relieve the present surface congestion somewhat, it does not 
 form any real solution of the problem as a whole, and its supports 
 would be an additional obstruction in the traffic way. 
 
 10. In the alternative plan, while the cars using the outer track 
 could most logically continue to the Ferry on the surface (leaving 
 all the inside track cars for the elevated loop), it is practicable to 
 effect any desirable division of traffic between surface and elevated 
 loops by means of cross-overs in Market Street. 
 
 11. In the event no elevated structure is now possible. I con- 
 sider it absolutely necessary that all three surface terminals should 
 be enlarged to provide reservoir capacity and fixed loading berths, 
 with dispatching by electric signal as later discussed. It is prob- 
 able that multiple berthing (that is, two or more cars operated as a 
 unit) will produce the best results, especially in view of the estab- 
 lishment of two-car stops in Market Street. 
 
 12. The great volume of passenger and vehicle traffic at the 
 throat of the Market Street loops warrants the immediate establish- 
 

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 FERRY TERMINAL IMPROVEMENTS 
 
 299 
 
 ment of traffic regulation ; one careless driver should not be allowed 
 to cause serious delay to such an important artery of travel. With 
 effective policing and more prompt placing and dispatching of cars 
 than at present, car movement could be greatly facilitated. Practic- 
 ally no responsibility should be left to the motormen in the terminal, 
 except to avoid accidents. 
 
 13. A track connection in East Street may prove useful (if 4- 
 track operation permits) to complete a loop for the relief of Market 
 Street during rush hours ; certain cars to be routed via Market in- 
 bound to East, to Mission outbound, and return to Market Street 
 via Fifth, Ninth, Tenth, or Twelfth Streets. 
 
 14. The absence of passenger transportation along the Harbor 
 Front, becoming more and more acute as development proceeds, 
 will in my judgment necessitate electric service in addition to steam 
 switching tracks. The present Belt line track in front of the Ferry 
 building should therefore be available for through electric service, 
 with provision for future double-tracking. 
 
 15. Electric service tracks to be ultimately carried around 
 The Embarcadero from Fort Mason to the Channel should be located 
 next to the pier wall rather than on the opposite side; this posi- 
 tion will be more convenient and incur less obstruction. At the 
 Ferry future Belt line tracks may be so located as to serve their 
 purpose without interfering with the elevated terminal as in the case 
 of the present track when handling large steam road equipments. 
 Any future branches from the Belt line tracks to wharves located 
 close to the Ferry terminal should curve away from the terminal 
 instead of towards it, to avoid the obstruction of the most important 
 entrance throat. 
 
 16. Electric parcel and express delivery through the Ferry 
 from the various tributary car lines will very probably materialize 
 in the near future ; and in the layout of the two annexes provision 
 might be made to advantage for routing express cars directly 
 into the building for this purpose. 
 
 SUPPLEMENTAL DISCUSSION 
 
 Through the courtesy of the Southern Pacific, Key Route, and 
 Northwestern Pacific lines, complete traffic counts have been made 
 of commuter travel to and from San Francisco, indicating its gen- 
 eral characteristics and rate of growth. The essential results of 
 these voluminous records are presented in the accompanying exhib- 
 * its. Figs. 84 to 86. 
 
 Growth in Commuter Travel. Prior to the fire a steady 
 growth in travel from the Alameda County commuters took place, 
 
 
 
INTENTIONAL SECOND EXPOSURE 
 
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 (0 • — 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 299 
 
 mcnt of traffic re^^iilation ; one careless driver should not be allowed 
 to cause serious delay to such an important artery of travel. W ith 
 effective policing and more prompt placing and dispatching of cars 
 than at present, car movement could be greatly facilitated. Practic- 
 ally no responsibility should be left to the motormen in the terminal, 
 except to avoid accidents. 
 
 13. A track connection in East Street may prove useful (if 4- 
 track operation permits) to complete a loop for the relief of :Market 
 Street during rush hours ; certain cars to be routed via Market in- 
 bound to East, to :^[ission outbound, and return to Market Street 
 via Eifth, Ninth, Tenth, or Twelfth Streets. 
 
 14. The absence of passenger transportation along the Harbor 
 Front, becoming more and more acute as development proceeds, 
 will in my judgment necessitate electric service in addition to steam 
 switching tracks. The present Belt line track in front of the Eerry 
 building should therefore be available for through electric service, 
 with provision for future double-tracking. 
 
 15. Electric service tracks to be ultimately carried around 
 The Embarcadcro from Eort ^Mason to the Channel should be located 
 next to the pier wall rather than on the opposite side: this posi- 
 tion will be more convenient and incur less obstruction. At the 
 Eerrv future Belt line tracks may be so located as to serve their 
 puri)ose without interfering with the elevated terminal as in the case 
 of the present track when handling large steam road equipments. 
 Any future branches from the Belt line tracks to wharves located 
 close to the Eerry terminal should curve away from the terminal 
 instead of towards it, to avoid the obstruction of the most important 
 entrance throat. 
 
 16. Electric parcel and express delivery through the Eerry 
 from the various tributary car lines will very probably materiaUze 
 in the near future ; and in the layout of the two annexes provision 
 midit be made to advantage for routing express cars directly 
 into the building for this purpose. 
 
 SUPPLEMENTAL DISCUSSION 
 
 Through the courtesy of the Southern Pacific, Key Route, and 
 Northwestern I^icific lines, complete traffic counts have been made 
 of commuter travel to and from San Erancisco. indicating its gen- 
 eral characteristics and rate of growth. The essential results of 
 these voluminous records are presented in the accompanying exhib- 
 its, Eigs. 84 to 86. 
 
 Growth in Commuter Travel. Prior to the fire a steady 
 growth in travel from the Alameda County commuters took place. 
 

 
 300 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 averaging 8>4%, or 1,750,000 persons per year gain. As a direct 
 result of the fire, this traffic suddenly increased within one year — 
 1907— from 25 to 33 million passengers, a gain of 8,000,000 com- 
 muters. Since then the traffic has shown a tendency to return to 
 a more normal level as in 1909, but is again on the increase. This 
 temporary decrease in traffic from 1907-1909 is to be construed as 
 a logical resumption of normal conditions rather than an indication 
 of retarded growth. It simply reflects the gradual return to San 
 Francisco of those forced to move across the Bay, and it is probable 
 that the future will record only the normal increase due to the gen- 
 eral growth of the district. 
 
 The suburban travel to Marin County also reflects slightly this 
 recent advance movement, and especially so the down-peninsular 
 traffic, which has been included here as an integral part of the com- 
 muter study to indicate the great possibilities of development of the 
 suburbs lying south of the San Bruno range through electric tran- 
 sit* 
 
 Seasonal Variation. A radical difference exists in seasonal 
 variation in traffic of Alameda County and of Marin County. While 
 the former is nearly constant throughout the year, irrespective of 
 seasons, the Marin County travel increases 75% during the summer 
 months, due largely to pleasure seekers. This is reflected in the 
 Sunday travel from April to August, which is nearly double the 
 week-day travel, while the Sunday travel to the Alameda County 
 cities is but a fraction of that of the average business day. As a 
 whole, the comparative uniformity of traffic is fortunate in permit- 
 ting the design of a terminal of considerably more modest propor- 
 tions than otherwise. 
 
 Hourly Variation. The appended traffic load curves show 
 an evening peak nearly twice as great as the morning peak, due 
 to the latter being spread over a greater period of time. Out of a 
 total of about 95,900 commuters using the Ferry terminal 
 daily, 19,000 require service city-bound from 7 to 10 a. m., and 
 23,800 outbound from 4 to 7 p. m. And finally, 14,000 commuters 
 leave the city within one hour, 12,000 of whom are destined to Ala- 
 meda County alone. 
 
 From this analysis, it may be seen that during the morning rush 
 hour nearly five times as many passengers use the Ferry terminal in- 
 bound as during the day, and during the evening rush hour, about 
 eight times as many travel outbound. Or considering total traffic in 
 both directions, the morning peak is 2.7 times, and the evening, 
 4.7 times that of midday. As compared with surface transit in the 
 
 • This peninsular traffic now represents but little over 4% of the total commuter 
 travel. With adequate electric train service, there is no doubt in my^ mind that the 
 southerly suburbs of San Francisco could be developed vastly beyond their present state. 
 
 BION J. ARNOLD 
 
 ar=35EiDi 
 
 E^s^s|=si; 
 
 !? 
 
 itzii 
 
 iL^iS 
 
 S^lESUsi^ 
 
 Ji:]iC9E31 
 
 m 
 
 i3iaii 
 
 mm 
 
 jii^i'iuz: 
 
 fffPnff 
 
 lica 
 
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 FCt 
 
 ]3I13: 
 
 i?e3g3E 
 
 1903 OA- 
 
 05 06* 07 OS' 09 10 II 
 
 IE 
 
 FIGURE 84a— GROWTH IN SAN FRANCISCO COMMUTER TRAVEL. 
 The annual record of commuter travel by ferry and by rail possesses 
 unusual significance in the study of transit needs of this city. Traffic to 
 Alameda County increased two-thirds since 1904, with a maximum of prob- 
 ably about 33,000,000 passengers per year following the fire. Since then it ap- 
 pears that the exodus of people from San Francisco to Oakland has ceased, 
 and that the cities of Alameda County are now progressing at a more normal 
 rate. Marin County travel is again on the increase, but Peninsular com- 
 muter travel appears to remain about constant. Taken as a whole, this record 
 indicates that even with the erratic effects of the great fire, the total com- 
 muter travel between San Francisco and its suburbs will probably have 
 doubled within the decade ending this year. At the present time it totals 
 about 100,000 per day average exclusive of long distance travel. 
 
 hi 
 
tii 
 
 1 1' 
 
 •ION J. ARNOLD 
 
 :2u::ii 
 
 PffsffP 
 
 tC3t5t 
 
 z ^ 
 
 ^ ^ 
 
 % 
 
 FIGURE 846— TYPICAL SEASONAL VARIATION. TRANSBAY TRAVEL. 
 A great difference exists in the character of travel to the various trans- 
 bay communities between seasons. Thus, the maximum yearly variation in 
 Oakland and Berkeley travel is only 16.2% — indicating comparatively per- 
 manent residence in those cities; whereas the variation of 75.4% in the 
 travel to Marin County indicates the great influx of summer residents. The 
 lower curves indicate the exaggerated Sunday peak of the Marin County 
 travel as compared with a normal business day, especially during the summer 
 months. An exactly opposite condition exists for Alameda County travel. 
 AH these conditions focus in the provision of proper car service at the Ferry 
 terminals. 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 303 
 
 BION J. ARNOLD 
 
 FIGURE 85— HOURLY TRAVEL TO ALAMEDA AND MARIN COUNTIES. 
 
 As a result of extensive counts made by the various transportation 
 companies, it has been possible to obtain the hourly variation, as well as to 
 separate Oakland and Berkeley travel from that to Marin County. The dia- 
 gram thus indicates relative volume— over eight to one during the evening 
 peak load. Inbound and outbound travel is also recorded separately during 
 the period of ferry service. This emphasizes the fact that, whereas the 
 evening railway peak is approximately 2.5 times that of midday travel, for 
 ferry service the morning peak is five times and the evening peak seven times 
 that of midday. 
 

 1 
 
 1 
 
 I 
 
 I 
 
 304 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 PION J. ARNOLD 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 305 
 
 FIGURE 86— TYPICAL DAILY AND HOURLY VARIATION IN TOTAL ONE- 
 WAY TRANS-BAY TRAVEL. 
 
 Here the most notable feature is the very high midday travel on Sundays, 
 as compared with normal week-day travel, due to the in and out-bound 
 peaks being distributed over much longer periods. This means that during 
 midday more car service must be supplied to accommodate Sunday ferry 
 travel than on week-days, although the normal service requirements of the 
 city on Sundays as a whole are considerably lower. This again emphasizes 
 the fact that the Ferry presents a special problem that requires a 'distinct 
 solution. 
 
 city, in which the maxiimim evening peak is only about twice that of 
 midday, the unusual difficulties arising in passenger service at the 
 meeting of rail and water will be apparent. But this is not all. 
 
 Car and Boat Arrivals. That adequate passenger service is 
 practically impossible with the present Ferry terminal, will appear 
 from the graphical record, Fig. 87, representing typical conditions 
 of the morning rush hour. While cars passed around the loops with 
 a fairly uniform frequency t (averaging well under 30 seconds 
 headway) the average cars available during a loading period of four 
 minutes after boat arrivals varied from a maximum of 10 to only 
 3 1-3 cars per boat. Out of 18 ferry arrivals* only one was on time, 
 one was early and the others were from one to eight minutes late. 
 This situation is aggravated by the fact that during the worst part 
 of the rush hour, three boats are scheduled with the same time of 
 arrival, which would have resulted in a maximum possible car ser- 
 vice of only three cars per boat — that is, a car capacity of 350 against 
 a passenger load three to six times greater. In fact, it appears from 
 this study that reasonably uniform car service could only be ex- 
 pected when the ferries are sufficiently off time in arriving to dis- 
 tribute their passenger loads. Obviously, therefore, one good remedy 
 for this condition is storage or reservoir track capacity for stand- 
 by cars awaiting the ferry arrivals, independently of the regular 
 route service. In any event, a great improvement would result from 
 arranging the ferry schedules so that boats would not leave and ar- 
 rive at the same time. If four or five minutes intervened the maxi- 
 mum car service per boat would result and more nearly fit into the 
 scheme of loop terminals. 
 
 Loop Capacity. An unusual opportunity presented itself 
 during the recent Belt Railroad construction to observe the adequacy 
 of the present loop layout for ferry traffic. During this time the 
 inner loop only was in operation for accommodating all Market 
 Street lines. By actual count 134 cars per hour passed around this 
 one loop, but the congestion resulted in the stalHng of a complete 
 line of cars as far back as Second Street — over 3,000 ft. 
 
 The average duration of stop of these cars was 1>4 minutes, 
 which probably represents the fastest speed possible to obtain 
 through the terminal. Obviously, therefore, the maximum capacity 
 of the inner loop represents 80 cars per hour if it is desired to avoid 
 congestion along lower Market Street and to enable commuters 
 to reach their boats promptly. Although the outer loop accommo- 
 dates three car berths against two on the inner loop, its full 
 
 1 However, even a slight variation in headway affects the service seriously thus: a 
 car 30 seconds late on the loop reduces the ferryboat service by 12^4%. 
 
K 
 
 ■i 
 
 l! 
 
 l! 
 
 COMPARATIVE BOAT ARRNS^LS <& CAR SERVICE 
 FOR MARKET 31 LOOPS 
 
 APRIU eo 1912 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 307 
 
 eso •:40 »M atoe 9:» 
 
 FIGURE 87 —COMPARATIVE BOAT ARRIVALS AND CAR SERVICE ON THE 
 
 MARKET STREET LOOP. 
 
 The impossibility of serving adequately a bunched ferry traffic by a uni- 
 form flow of cars passing around the Ferry loops is here graphically illus- 
 trated from actual observations during a typical morning rush hour. The 
 great irregularity of service resulting is indicated by the upper curve of cars 
 per boat arrival. At the bottom, the scheduled and actual boat arrivals (black 
 dots and circles) show that the boats were mostly behind time, and for- 
 tunately so, otherwise the 8 :35 a. m. boat service would have been reduced to 
 only three cars per boat. Had all boats arrived on time, the available ser- 
 vice would be represented by the large dots on the upper diagram. The 
 great necessity of a more distributed boat schedule is evident from the fact 
 that the present loop capacity is unable to serve more than one boat. A 
 few minutes' interval between boats, however, would result in from two 
 to four times the present service. 
 
 ^1 
 
 capacity is unavailable as the access to the inner loop would be 
 practically cut off. For this reason the total capacity of the two 
 loops, assuming unobstructed entrance to the terminal, probably 
 does not exceed 160 cars per hour. This means that only half of 
 the Sutter and Geary Street cars can be run to the Ferry, even with 
 four tracks, and that some of the Market Street lines must be 
 diverted to Mission Street on their outbound trip. In other words, 
 the loops have become the most deficient element of the terminal. 
 
 Recent Changes, The re-arrangement of the present stub 
 terminals does not offer in my judgment the slightest improvement 
 in terminal facilities — and in some respects the reverse: 
 
 1. No additional storage track has been provided. 
 
 2. Terminals are more distant from the Ferry building. 
 
 3. The Embarcadero is more restricted at its most important 
 
 throat. 
 
 4. No passenger concourses lead to the terminals. 
 
 5. Interference between persons and vehicles is not reheved. 
 
 Terminal loops should be located as close to the Ferry as practic- 
 able, and cab-stand space reserved outside. Excepting for the 
 necessary driveways, cabs should be excluded entirely from the 
 main passenger concourse. Fortunately, in the present situation 
 considerable space is available for additional storage tracks required 
 on both north and south side terminals. The remainder may be 
 devoted to cab-stands. The reservation of cab-stand space should 
 never take precedence over passenger car terminals, between which 
 two methods of conveyance there is no comparison as regards 
 capacity and resulting importance. 
 
 Improvement Plans 
 
 Methods for alleviating the present conditions and perfecting the 
 operation of the terminal structure may be discussed as follows : 
 
 1. Permanent terminal structure sufficient for the needs of the 
 future, as well as the present. 
 
 2. Alternative terminal plan meeting the above conditions as 
 far as possible, with minimum disturbance to existing street lines. 
 
 3. Plans for immediate execution, serving as a temporary 
 reUef with minimum expenditure. 
 
 East Street Frontage. The unfortunate irregularity in the 
 alignment of building frontage north of Market Street is apparent 
 from a study of Plate 19 ; and the most effective method of preserv- 
 ing the normal width of the thoroughfare is to equalize the property 
 frontages by some method of "cut and fill." After much study, I 
 am convinced that the most practicable method sufficing for all time 
 
'^<\\ 
 
 ! 'ii 
 
 308 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 will be to establish a rotunda centering about the present Ferry 
 building with a curved frontage of about a lv350-foot radius. This 
 rotunda will provide room for the erection of a proper terminal 
 structure as later outlined, leaving The Embarcadero practically 
 unobstructed for vehicles. 
 
 This plan of equalization contemplates the co-operation of the 
 City and State authorities in the purchase, improvement, and 
 re-sale of all frontage affected. As a result, no property is lost or 
 gained, the same building area being available as before with a 
 probable increase in rental value due to uniform frontage.J The 
 closing of Steuart Street from Mission to Market Streets may be 
 regarded adversely by some, but as this is a blind street and there- 
 fore of little value as a thoroughfare, the creation of a new block 
 practically square is entirely justifiable. The necessity for this 
 change will now be apparent. 
 
 Recommended Terminal Structure. In this plan, which may 
 be regarded as suited for future requirements for some time to come, 
 the essential features are: 
 
 1. Market Street traffic delivered direct to the upper deck of 
 the Ferry building. 
 
 2. Market Street kept clear of elevated structures, thus avoid- 
 ing obstruction to both vehicle traffic and the street vista. 
 
 3. Reservoir tracks communicating directly with the rear con- 
 course of the Ferry building, for the accommodation of lay-over cars. 
 
 4. Fixed position of car berths when loading and unloading, 
 with an electric dispatching system announcing the exact berthing 
 of cars prior to their arrival. 
 
 5. Segregation of inbound and outbound passengers to avoid 
 interference. 
 
 6. A system of inclines or ramps giving convenient communica- 
 tion between the various levels without stairways. 
 
 7. Adequate surface terminal loops for north and south side 
 lines with ample storage tracks for lay-overs. 
 
 8. Automobile, bus and cab stands unimpeded by foot pas- 
 sengers. 
 
 9. Elevated sidewalks to enable pedestrians to reach the westerly 
 side of East Street. 
 
 10. Removal of Sacramento Street cable line from interference 
 with Market Street traffic. 
 
 11. Unobstructed vehicle way along The Embarcadero. 
 
 .• i*K*-M?^ °*'*'"'' *^^l through the improvement of this frontage with office or commer- 
 cial buildings, so much increased value may be realized as to warrant a still further re- 
 cession of the proposed curved building line of the plaza. For ati increased depth of the 
 plaza directly in front of the Ferry building, would be advantageous in easing the curves of 
 the elevated structure and providing wider roadways for vehicles crossing the plaza 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 309 
 
 The acompanying designs must of course be considered general 
 in their nature. In the ground floor plan, Plate 19, it will be seen 
 that the major obstruction of the street is due to the inclines 
 located in line with East Street trafHc, and not across it. The two 
 surface terminals at the side preferably have an outer loop for the 
 more important routes and reservoir stub tracks for lay-over cars 
 waiting for boats. 
 
 The disposition of the Belt line track next to the Ferry building 
 is now such that it should be utilized for electric service around The 
 Embarcadero, particularly in the direction of Fort Mason during 
 the Panama-Pacific Exposition. With a difference in elevation of 
 only 16 feet between the first and second floors of the Ferry building, 
 there must be a departure from the usual standard of clearance 
 between freight cars and overhead structures; for the standard 22- 
 foot clearance would necessitate an extra climb of probably 10 feet. 
 It would be manifestly unjust to discommode the public in this 
 manner simply to maintain a steam road standard. These designs 
 have, therefore, adhered to a platform elevation of 20>4 feet with a 
 minimum street clearance beneath girders of about 17 feet. These 
 elevations permit entrance to the Ferry building by easy grade ramps, 
 and also the segregation of passenger movement, without encroach- 
 ing too seriously upon the ground floor headroom. 
 
 Referring to the upper level plan, Plate 19, independent loading 
 platforms are provided to the right and to the left of the main 
 building, with entrances through the front and ends into the central 
 concourse on the second floor. Reservoir tracks extend back to 
 the rear concourse in the space between the main building and the 
 two annexes. There are thus three large entrances at each end of 
 the main building. 
 
 The separation of the loading platform into two parts has re- 
 sulted from the extreme length of the Ferry building, now 650 feet, 
 and eventually nearly twice this length, which makes it impossible 
 to serve such a great frontage from one point. With two stations 
 those desiring to use the south slips may alight at the south platform, 
 and similarly for the north slips. However, if this elevated structure 
 is completed long before the annexes, it would be entirely feasible 
 to extend each platform toward the central tower, providing addi- 
 tional openings through the building front as in the alternative plan, 
 Plate 19. Later, the platforms could be extended north and south 
 as here shown sufficiently to serve each annex. 
 
 In this plan, wide platforms are provided between inner and 
 outer tracks to serve as a distributing concourse. From these, short 
 stairways descend to mezzanine galleries communicating with both 
 upper and lower levels by easy grade inclined ramps. (Incidentally, 
 
310 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 FERRY TERMINAL IMPROVEMENTS 
 
 311 
 
 B 
 
 I 
 
 this space between tracks provides for an extra storage track and 
 cross-over between stations for use in case any of the berths become 
 blocked.) This arrangement is detailed in the elevation, Plate 19, 
 the object of which is to avoid the necessity of crossing loop tracks 
 as at present. Although it might be permissible to dispense with 
 these mezzanine passageways if prompt dispatching and policing is 
 practised, some such method will have to be eventually adopted if 
 the full capacity of the terminal is to be realized. 
 
 Lastly, the artistic features of this structure may be readily 
 conserved by constructing the inclines concealed as an integral part 
 of a massive peristyle and archway spanning Market Street. This 
 could be made a most attractive feature of the entrance to San 
 Francisco, in the form of a "Water Gate." 
 
 Alternative Terminal Structure. In case it is found impos- 
 sible to carry out the equalization of the East Street frontage, practi- 
 cally the only alternative is that delineated in Plate 19. Here a 6% in- 
 cline is built in Market Street reaching a height of about 16 feet over 
 Steuart Street, thence extending on a level by elevated loop to the 
 front of the Ferry building, a continuous station platform floor com- 
 municating with the main building concourse by central and side 
 entrances on either side of the present waiting room. Owing to 
 the location of the present Belt line track next to the Ferry building, 
 it becomes impossible to use mezzanine galleries as in the previous 
 plan recommended, designed to avoid the crossing of loop tracks 
 as on the present surface loops; for in order to obtain sufficient 
 platform area, the elevated loops had to be moved so far out from 
 the building that these galleries would necessarily interfere with 
 steam cars passing beneath. 
 
 Fixed car berths would be used in this plan in connection with 
 an electric dispatching system with visible berth indicators. Un- 
 doubtedly, the maximum capacity would be realized by group opera- 
 tion — *. e., loading and unloading on groups of two or more cars 
 as a train. Otherwise the operation of more than three berths 
 becomes complicated and liable to delays as now exemplified in the 
 surface loops. 
 
 Cross-overs at Spear Street permit any desired distribution of 
 cars on the upper level from inner and outer tracks on Market 
 Street. However, this plan contemplates retaining the present 
 surface logps at the Ferry, zvhich could be most conveniently used 
 by cars using the outer tracks on Market Street, as no cross-overs 
 would then be necessary. 
 
 One essential to all alternative plans is the recession of the 
 Sacramento Street corner to enable the Sacramento Street cable cars 
 to round the curve next to the building line without interfering 
 
 either with electric cars or vehicle traffic, and as a matter of fact 
 both corners should be cut oflF on some symmetrical plan to accom- 
 modate this elevated structure properly. Elevated foot bridges may 
 be conveniently arranged as a part of the elevated structure to 
 deliver passengers directly to the sidewalk from the ferry building. 
 
 The commencement of the incline at Spear Street would allow 
 cars routed down California Street to intersect Market Street and 
 reach the Ferry without serious interference, thus making possible 
 a rapid ferry service direct from Kearny Street if found desirable. 
 
 While this plan permits of no expansion into a four-track plan 
 within the present width of Market Street, the first structure if 
 located centrally may be duplicated to accommodate four tracks if 
 the southerly line of Market Street is receded 20 feet from Spear 
 Street to The Embarcadero. But as this will be hardly probable in 
 the future both on account of the expense of removing costly build- 
 ings and of rendering the thoroughfare unsymmetrical, this alterna- 
 tive plan may only be regarded as involving a two-track elevated 
 and surface loop system each with reservoir capacity about twice 
 that of the line. This plan is therefore an improvement in so far 
 as car traffic may be diverted to the upper level. However, as it 
 affords a private right-of-way through the most congested section 
 of lower Market Street and an effective terminal system as well, 
 its capacity would obviously be much greater than if the sanre 
 additional loop capacity were provided on the street surface. 
 
 Temporary Improvement Plans 
 
 With the equalization of the East Street frontage, it would be 
 readily possible to extend and perfect the present surface loops for 
 the provision of fixed stopping berths and ample reservoir track 
 capacity The north and south side loops, which presumably will 
 always remain on the surface, could also be enlarged. But even 
 if the equalization plan is at present impracticable, the recession of 
 the Sacramento Street corner should by all means be carried out. I 
 again emphasize this as imperative. 
 
 Minimum Improvements. For the present terminal system, 
 the minimum improvement work which in my judgment can be 
 considered in preparation for 1915 is as follows: 
 
 1. South side stub terminal: Increase in track capacity for at 
 
 least eight cars, with an outer loop arranged for the use 
 of the Mission Street cars, lay-overs to be accommodated 
 upon the stub tracks. 
 
 2. North side stub terminal: Increase in track capacity for 
 
 at least eight cars and an outer loop. 
 
 t 
 

 I 
 
 I 
 
 312 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 3. A connection along East Street for the routing of cars 
 
 inbound on Market Street to the outbound tracks on 
 Mission Street to complete the downtown loop mentioned 
 elsewhere in this report if 4-track operation permits. 
 
 4. The rearrangement of the present loops to provide for at 
 
 least three cars on the outer and two cars on the inner 
 loop, practically loading on the tangent, with a third inner 
 loop or straight spur installed for storage purposes; an 
 additional spur to extend north as a connection to the 
 
 north side stub terminal and a connection south with the 
 
 Mission tracks. 
 
 5. Fixed stopping berths with multiple car stops, guide railings 
 
 for the segregation of passengers and a system of in- 
 dicative dispatching as above mentioned. 
 
 6. An elevated passenger walkway extending from the upper 
 
 level of the Ferry building to the westerly sidewalks on 
 East Street, with descending stairways landing in the 
 center of the loop and at points convenient to the north 
 and south side stub terminals. 
 
 The greatest difficulty at the terminal at present is the uncer- 
 tainty of berthing, which is left entirely to the discretion of the 
 motorman without any visible sign indicating the limits of such 
 berths. Such operation is entirely too crude for a modern terminal 
 and a system of fixed berths is imperative. By this plan, persons 
 boarding cars will have from 30 to 60 seconds to reach their proper 
 berth as indicated by the signal board and much delay will thus be 
 avoided by passengers being ready for boarding. 
 
 An excellent example of the effectiveness of such a method of 
 dispatching is offered by the handling of cars at the Park Street 
 station of the Boston Subway. Here, cars are handled in groups of 
 five as a train, although operated individually, with the result that 
 at times of maximum traffic as high as 240 cars per hour are operated 
 on a single track ; this, however, with a free run between stations on 
 a private right of way. With multiple unit operation in groups of 
 two or three cars it is believed that conditions at the Ferry would 
 be much improved. 
 
 PART V 
 
 ANALYSIS OF RAILWAY OPERATION 
 
 AND RECORDS 
 
 Chapter 14. Analysis of Financial and Operating 
 
 Records. 
 
 Chapter 15. Condition of Physical Property. 
 
I 
 
 :'■ 1 
 
 CHAPTER 14 
 
 ANALYSIS OF FINANCIAL AND 
 OPERATING RECORDS 
 
 Primary Data and Findings of Fact 
 Derived Results and Ratios 
 
 To determine whether or not the transit business in San Francisco is 
 inherently^ sound and profitable; rvhether the property is operated and main- 
 tained efficiently, and whether the methods of financing and accounting are 
 such as to secure reasonable service in the future, it has been necessary to 
 analyze the financial and operating records of the entite transit system for 
 10 })ears back, especially to eliminate the effect of the disturbances of 
 1906-07. This chapter contains a brief summary of this detailed study, 
 which unfortunately was made difficult, and in some respects limited, by 
 the destruction of records during the fire. However, it was not deemed 
 a function of this report to completely audit and examine the internal 
 details of financing, stability of sinking fund, and integrity of profit and 
 loss account;"^ but rather to examine the financial machinery with reference 
 to its sufficiency for perpetuating a railway property able to render adequate 
 service and provide the necessary stability of the true irrvestment. 
 
 GENERAL SUMMARY 
 
 1. The transportation business in San Francisco as a whole 
 is unusually profitable, due to very short haul and high riding 
 habit. It should net over 6% on $40,000,000, or 10% upon a 
 more conservative investment figure of $25,000,000, even with 
 an operating ratio as high as 70%, i. e., including all proper 
 charges against income as discussed and recommended herein. 
 
 2. The net income in 191 1 totaled 6.8% on the $40,000,000 bonded 
 debt, while the average interest rate actually paid on $47,454,000 first 
 lien securities was 4.84%, including dividends on $5,000,000 first 
 preferred stock (none have been paid on preferred and common 
 since 1906). The property has averaged a net income of 3% on a 
 total capitalization of $80,000,000 since the consolidation. But 
 under present conditions, this excess capitalization cannot hope 
 to earn a return as contemplated in the reorganization plan, 
 
 *Such a detailed audit clearly falls within the jurisdiction of the State Railroad Com- 
 mission under the creative law establishing the Commission in a direct supervisory 
 capacity over the financing of all public utility corporations operating in California. 
 Decision No. 439, rendered Feb. 4, 1913, touches upon these matters in a preliminary 
 way but sufficient to confirm the accuracy of the general conclusions presented herein 
 which have been reached independently during the progress of this investigation. 
 
316 
 
 1 
 
 I ':! 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 except to result in such poor service as to defeat the purpose of 
 such a move. 
 
 3. The present corporate organization, as a means of unify- 
 ing some twenty scattered competitive properties, is justifiable 
 from an economic standpoint in the production of maximum ser- 
 vice at minimum expense. But with no preparation for graye 
 contingencies such as an ever-possible strike, the developments 
 of late years have resulted in depreciation of securities and the 
 forced issuance of high-rate loans or the equivalent superim- 
 posing of preference securities. This capital shortage resulting 
 from depreciation accruing prior to the fire is distinctly due to the 
 Company's failure to provide, out of income of profitable years, 
 adequate reserves for this purpose in the form of cash or nego- 
 tiable assets. 
 
 Losses in earnings from the fire and strike aggregated nearly 
 $5,000,000 for the period covered by these two disasters, and re- 
 sulted in an annual setback of at least $1,000,000. Of this total loss, 
 at least two-thirds is due to the strike alone, which brought about 
 the necessity for high-rate securities and floating debts. On account 
 of these contingencies, the Company has written oflf $3,281,809 out 
 of profit and loss. The property loss, with the exception of track and 
 overhead in certain parts of the city^ was practically covered by 
 insurance. 
 
 4. Since the consolidation of 1002. the Company has expended 
 about $10,000,000 for ''betterments" and some additions to property 
 (excluding bond discount), but approximately half of this has been 
 capitalized. Future betterments should be financed out of income 
 unthout increased capitalisation until the property has caught up 
 ivith itself in the matter of deferred renewals due to depreciation, 
 obsolescence, or inadequacy. Extensions and additions may justly 
 be capitalized. But the only way of increasing the value and 
 stability of the business is to build up the property out of earnings, 
 thus gradually reducing the intangible elements. 
 
 5. An average depreciation reserve of 3% has been maintained 
 since the consolidation. None was charged off between 1906 and 
 1909. The rate of 6% of the gross earnings per annum now estab- 
 lished ( 1910, 191 1 ) may be fair for the property under normal condi- 
 tions, if enough is spent upon maintenance, and should be continued 
 on a cumulative basis. But a higher reserve will be necessary for 
 some years — probably 8% — until the property is reclaimed from its 
 present run down condition. A depreciation and renewals reserve 
 should be always available as cash or quick assets, and charged 
 against income as a more or less fixed element of the operating 
 account. 
 
 OPERATING AND FINANCIAL RECORDS 
 
 317 
 
 M 
 
 6. The annual appropriation for maintenance (repairs and up- 
 keep) has remained practically constant at about 12% for ten years, 
 except for 1906-7. Due to increased efficiency resulting from con- 
 solidation of departments, the equipment is in better condition now 
 than at any time since the fire, but the poor condition of the track 
 and roadway requires additional maintenance and renewal. A total 
 appropriation of 12% represents probably the minimum for this 
 system for the next few years, in addition to 6% minimum depre- 
 ciation reserve. This total of 18% for these two items I believe is 
 ample, but the division, if any is made, should be different, i. e., 
 maintenance about 10% and renewals about 8%. 
 
 7. The sinking fund on U. R. R. 4's was established on about 
 the usual basis for a long-term franchise, but is correspondingly 
 inadequate for short terms unless franchise extensions could prac- 
 tically be guaranteed. Under existing conditions, a sinking fund 
 retiring nearly 50% of the debt is needed — sufficient at least to 
 retire the fixed property in the streets that would either revert to 
 the City at maturity or be sold on a salvage basis. The U. R. R. 4's 
 sinking fund will retire only about one-third of the entire issue at 
 maturity, assuming its investment entirely in these same bonds at 
 market value.-\ The retirement by this method is exceedingly 
 advantageous, as the present price secures about a 6% interest rate 
 to the credit of the fund. The sinking fund on the Market Street 
 Ry. 5's (1924) can only retire about one-sixth of the issue at ma- 
 turity, providing there be no further increase in outstanding bonds 
 of this series, $10,000,000 of which are yet unissued. 
 
 8. Net income over and above interest has decreased by 
 one-half since 1902, due to an increase in both operating expenses 
 and fixed charges, principally the latter ; likewise, the balance avail- 
 able over sinking fund due to increased annuities. The so-called 
 "surplus" available for dividends decreased from 15.5% to 4.5% 
 and was about sufficient in 1911 to carry the first preferred 
 stock, assuming depreciation charged against earnings in the usual 
 manner.* 
 
 9. The net operating ratio, now 54.5% (or 65.7% including 
 taxes and depreciation), is about the same as ten years ago, al- 
 
 t However, the deed of trust does not specifically state that investments be made at 
 market price when below par. And it is understood provisions in other of the underlying 
 sinlcinpr funds are also loosely drawn. 
 
 •Theoretically, it is not proper to consider this sinking fund annuity as sur- 
 plus available for dividends until the funded debt retirable by these annuities is 
 actually cancelled and the liability removed. Although every dollar of annuity eventually 
 releases a credit equity of $1 in the form of capital asset, the net result of the operation 
 of the sinking fund is simply to gradually transfer an equivalent equity in the property 
 from the bondholders to the stockholders. And until this transfer is consummated, divi- 
 dends cannot properly be declared on surplus created from sinking fund except as scrip 
 or stock dividends that may be realized at maturity. Until the original liabilities are 
 retired, the equivalent equity does not appear and never represents cash assets. The 
 borrowing of money to pay such equivalent dividends is questionable policy under present 
 conditions. 
 
: { 
 
 318 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 though it had decreased to 45.7% in 1906. It now again shows a 
 tendency towards decrease. With the increased maintenance 
 and car service necessary, an operating ratio of 70% may very 
 probably have to be considered as a future standard, if any sub- 
 stantial share in the earnings is to come to the city through a re- 
 settlement. Thus, with 18% maintenance and depreciation and 
 the balance (difference between 65.7% and 70%, or 4.3%) available 
 for the City's share and a possible bonus to employees, the business 
 for 1911 would have paid 6.3% return to the Company on its out- 
 standing bonded debt of $40,000,000. 
 
 10. The cost of power in San Francisco is high, partly on 
 account of the power consumed on steep grades, but also by reason 
 of a high-priced contract for power forced upon the Company after 
 the fire and strike. Although the bulk of the power is now supplied 
 by an affiliated company at a fair price, the cost of power as now 
 charged against operation is higher by about 3% of the gross 
 earnings than if the Company owned its own power plant and 
 paid fixed charges thereon. The operating ratio is therefore 
 high as compared with former years. However, the Company 
 is now purchasing its supply at a rate probably as reasonable as 
 it could produce it for in its own power house, and is using this 
 power efficiently under the prevailing conditions. 
 
 11. Taxes in per cent of gross have reduced materially since 
 1902 and also since 1910 by reason of the new corporation tax law, 
 which went into effect at that time. While the total proportion of 
 taxes is considerably less than Eastern companies are called upon 
 to bear, the City itself receives less than 1% directly. It thus 
 appears that a more substantial City's share in the transportation 
 business of San Francisco, whether taken in the form of revenue, 
 increased service or otherwise, is not unreasonable. 
 
 12. The relative platform expense, in per cent of gross earnings 
 is comparatively low at the present time, 17.85%, and is decreasing, 
 due to increased speed and density of travel. This has been accom- 
 plished with a cost per car-hour considerably higher than in any of 
 the Eastern cities, and only exceeded in one instance on the Coast. 
 While this indicates effective construction of time schedules for train- 
 men, it is also true that the service at the present time is probably 
 at a minimum, and with the increase in car-mileage now required, 
 the platform expense will have to be increased unless a corresponding 
 saving from re-routing can be effected. The average wage has been 
 increasing yearly since 1908, and is now the same as before the fire, 
 26.9 cents per hour. 
 
 13. The time schedule for trainmen has been worked out for 
 an average operating day of 10 hours. In spite of the short-time 
 
 i < 
 
 OPERATING AND FINANCIAL RECORDS 
 
 319 
 
 demands of the rush hours, only 5.6% of the men are paid for less 
 than nine hours, and 22.4% work over 11 hours. There is no mini- 
 mum wage. It is apparent that any material reduction of the hours 
 of labor, fixing of maximum time limit, or of a full day's pay for 
 short time service would necessarily result in a large increase in 
 platform expense. Thus the present Charter wage scale if adopted 
 by or if forced upon the Company would probably increase this ex- 
 pense by one-half, which is practically out of the question with a 
 fixed 5-cent fare. 
 
 14. The accident account expense from injuries and damages 
 is extremely low— under 3j^%, as compared with 5 to 8% in 
 Eastern cities. This undoubtedly reflects to a certain degree the 
 excellent climatic conditions from a railway operating standpoint 
 as well as good maintenance and operation. 
 
 15. A condition greatly favoring the Company is the compara- 
 tively small seasonal variation in travel as compared with Eastern 
 cities. This, in addition to the uniform climate, relieves the Com- 
 pany of the capital burden of carrying additional summer equip- 
 ment for use during only a part of th€ year. Obviously, this condi- 
 tion should make it possible for the Company to render correspond- 
 ingly better service. 
 
 16. The average revenue fare or unit of income has remained 
 practically constant at 4.97 cents. Some dilution arises from school 
 tickets, passes, and free transportation to certain municipal em- 
 ployees. The average income per total passenger is reduced by 
 transfers to 3.47 cents, but this fact has no material bearing upon 
 the earning capacity of a system holding a practical monopoly, for 
 the reason that every fare is retained in full wherever it may 
 originate in the system. Nearly half of the revenue passengers avail 
 themselves of the transfer privileges which are very liberal, m fact 
 could be very properly curtailed in some respects without discommod- 
 ing honest patrons in order to prevent "loop riding." 
 
 SUPPLEMENTAL DISCUSSION OF RECORDS 
 Financial, Operating, Traffic and Ratios 
 
 In the following analysis only such matters are discussed in 
 detail as will assist in the interpretation of exhibits appended where 
 not covered sufficiently in the general summary preceding. Author- 
 ity for these statistics is cited in each instance, and it should be 
 stated here that such exhibits as forbid analysis under the limita- 
 tions of this investigation referred to at the beginning of this 
 chapter are necessarily accepted at their face value. 
 

 320 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 UNITED RAILWAYS INVESTMENT COMPANY 
 
 OF NEW JERSEY 
 
 INCORPORATED FEB. 17 ISO* 
 
 SIERRA AMD 
 
 SAN FRANCISCO 
 
 ^OWtKCO. 
 
 orawno JUNE wio 
 
 GEARY STREET 
 
 MUNICIPAL 
 
 RAILWAY. 
 
 OPCMTEO It-atJKI 
 
 CALIFORNIA RAILWAY AND POWER 
 
 OF DELAWARE 
 INCORPCRATEO DEC l»IS. 
 
 CO. 
 
 IMS ANO AFTER 
 
 SUTRO 
 RAILNOAO CO. 
 lttC0ftP0MITU.8«»^ 
 OKflATU JAN. 1896 
 
 SUTTER STREET 
 
 RAILWAY CO. 
 MCaKPORATO) IE«%7 
 
 I8S5 - ISSS 
 
 1860 -«SS 
 
 1873 - ISSO 
 
 1870- 1873 
 
 SAN FRANCISCO 
 
 ELECTRIC 
 RAILWAYS CO. 
 INCORPOWmO.IMS 
 
 UNITED RAILROADS 
 
 INCORPORATED 
 BEGAN OPERATION 
 
 OF SAN FRANCISCO. 
 
 MAR A; I90a 
 MAR. BO, IBOe 
 
 SANFRANCOCOANO 
 SAN MATEO EUCTM 
 RAIL>«^AYCO 
 
 iNceaMiiATio.sHe-M 
 
 SANFMWCSatSANMMB 
 RAILROAD CO. 
 CONFUTED 7- 28 -tl 
 
 I 
 
 PARKSIOC 
 
 TRANSIT CO. 
 
 INCORmurEO.1807 
 
 OOL^OH ST. 
 
 RAILWAY 
 INCOKFMATCOX-'IO 
 
 MARKET STREET RAILWAY CO. (consolioktioi 
 
 INCORPORATED OCT. IB. ISBB 
 
 METROPOLITAN 
 
 RAILROAD CO 
 
 INCWWORATIOrti-'M 
 
 OCEAN BEACH 
 
 RAILWAY CO, 
 INCORFWATIOH Z 5-V5 
 CtAStOOKMTION'8C 
 
 NORTH BEACN AND 
 MISSION RAIlMMrCQ 
 
 Mcgw«MTa).«-i7%a 
 
 NAmrrsTtmRNOMT 
 
 RAILROAD CO. 
 INCOAFOIUTQ). »«rtl 
 OKRAfCO I8SS 
 
 TELEORAPH MILL 
 RAILROAD CO. 
 RUNNINa IO-l-'8'» 
 CtAXDOPCA AaOUT'W 
 
 6EARYST MRKANO 
 OCEAN RAILAOAD CO 
 AUNNIM6.a-l«-'aO 
 CIMUOF» MAV.imt 
 
 PRCSIOIOArMttlU 
 
 RAILROAD CO 
 OFCRATED lO-ZS-'BO 
 
 OCEAN aCACH 
 
 RAILROAD CO 
 INC0(I»0IIATE02«^7 
 
 FRONT ST. MISSIONS 
 OCEAN RAILROAD CO. 
 mORWRATIO S-CS^U 
 OPERATED I8«« 
 
 MORTH MMMIMSMi 
 
 RAIL ROAD CO. 
 INCORFORATIDMnz 
 OPERATED MM- 
 
 SOUTHONHEieHTSai 
 VWrnkdON VALLIY 
 RAILROAD CO. 
 
 INCORMRAIEOSIS-'M 
 
 PARK AND OCEAN 
 RAILROAD CO. 
 INCORRIRATtO b-CMI 
 0HRXrE0.l-l-'S4^ 
 
 SAN FRANCSCa CfTY 
 
 RAILROAD CO 
 mCO*WRATEO.<H>l»l 
 
 NORTH S SOUTN 
 BEACH RAILROAD a 
 IIIC0RP0RATEa44>tl 
 
 MARKET ST CASLE 
 
 RAILWAY CO. 
 
 mC0R«>ORATED»2Ate 
 
 CALIFORNIA ST. 
 CABLE RAILROAD CO 
 INCORPORATED, 1676 
 
 CITY RAILROAPOO 
 INCORFeRATIP*«te 
 
 MARKET STREET 
 RAILROAD CO. 
 INCORPORATED 1866 
 
 CENTRAL RAILROAD Ct 
 IICORPORKTEO.ISSI 
 OPERATES. I86B. 
 
 MR niANCSCe MARKET 
 IT. RAILROAD CO. 
 INCORPORArtO IMT 
 OPCRATEO 74-IS60 
 
 H 
 
 FERRIES SCUFF HOUSE 
 
 RAILROAD CO 
 IHCORPORATtO l^a'87 
 
 POWELL STREET 
 RAIL ROAD CO. 
 INCORPORKTEO »«%• 
 
 RARKS CLIFF HOUSE 
 RAILROAD CO. 
 INCNFORATED 10-11-67 
 
 OMNIBUS CARLE CO 
 INC0R>CRATE0ll-e*'R7 
 
 OMNIBUS RAILROAD 
 AND CABLE CO. 
 INCORPOAATE^lTaata 
 
 CLAY ST HILL 
 RAILROAD CO. 
 INCORPORATED »1S^ 
 OPERATED 1873 
 
 OMNIBUS RAIIRQAD CO. 
 IRCORM>RATE0.6^E7-'6l 
 OPERATED. IS6S 
 
 POTRCROtSWVlEW 
 
 RAILROAD CO. 
 iNCORP0RATED4«4l 
 OPERATED ISS6 
 
 I8S7-I870 
 
 STREETRAIIWAY 
 CORPORATEREL/mONSHIP 
 
 SAN FRANCISCO. 
 
 MXOMPtNYINR THE REPORT OF 
 
 Bl ON J. ARNOLD 
 
 ON THE 
 
 SANFMHCSCenMCranMION PROBUM 
 TDTHEHOHBOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO. 
 
 FIGURE 88— THE "FAMILY TREE." 
 
 This chart indicates, by various periods, the organization and develop- 
 ment of the street railways in San Francisco and subsequent consolida- 
 tions. The first major consolidation, in 1893, resulted in the Market 
 Street Railway Company. This corporation, together with the San 
 Mateo, Sutter Street and Sutro lines, was absorbed by the United Rail- 
 roads of San Francisco in 1902. An intermediary holding company was re- 
 cently organized — California Railway & Power Company of Delaware. 
 
 OPERATING AND FINANCIAL RECORDS 
 
 321 
 
 Incorporation and Purchase. The United Railroads of San 
 Francisco was incorporated under the laws of California i^Iarch 4, 
 1902, with the following capitalization: $20,000,000 common stock; 
 $20,000,000 4% cumulative preferred stock; $35,275,000 general 
 first mortgage 4% bonds. Of these bonds $20,000,000 were used 
 as part payment for the properties and franchises of the constituent 
 companies, $9,866,000 were reserved to retire the underlying debts 
 unprovided with sinking funds, and $5,409,000 were reserved for 
 "future additions, betterments, and acquisitions." 
 
 Under the plan of purchase the United Railways Investment 
 Company sold to the United Railroads certain shares of stock and 
 the railroad lines, properties and franchises of the Market Street 
 Railway Company, San Francisco and San Mateo Electric Railway 
 Company, Sutter Street Railway Company, and the Sutro Railroad 
 Company, with a cash bonus of $1,600,000 to be used for additions 
 and improvements, and received in payment therefor the following 
 United Railroads securities: $20,000,000 general first mortgage 
 4% bonds ; $20,000,000 4% cumulative preferred stock ; $20,000,000 
 common stock. The properties of these constituent companies 
 were already mortgaged for $13,091,000, and $1,500,000 additional 
 Market Street Railway Company bonds were subsequently issued, 
 making a total underlying debt of $14,591,000 which the United 
 Railroads assumed and provided for in the plan of capitalization. 
 
 Capital Liabilities. At the present time (June 30, 1912) the 
 total securities of the United Railroads (Table 34) are $85,402,600, 
 of which about half— $47,454,000— are bearing interest at an average 
 rate of 4.84%, resulting in a fixed annual charge against income of 
 $2,297,150. These interest-bearing securities include $5,000,000 of 
 7% first preferred cumulative stock, on which dividends have been 
 paid since July 15, 1908. 
 
 Stock. The original issue of $20,000,000 common stock was 
 reduced in 1908 by the voluntary surrender by the stockholders of 
 $1,200,000 face value of these securities to offset fire losses and 
 extraordinary expenditures which had been temporarily capitalized. 
 Later, the common stock was further reduced by $851,400, which 
 stock is now held in the treasury. The total outstanding common 
 stock is therefore $17,948,600, and is all owned or controlled by the 
 California Railway & Power Company, except directors' shares. 
 
 The original issue of $20,000,000 cumulative 4% preferred stock 
 is all outstanding, and has been acquired by the California Railway 
 and Power Company through the United Railways Investment Com- 
 pany. 
 
 In 1907 the United Railroads floated an issue of $5,000,000 first 
 preferred 7% cumulative stock, the necessity for which was caused 
 
I' i 
 
 ^22 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 by an extraordinary increase in current liabilities to nearly 
 $6,000,000, brought about through the effects of the fire and strike 
 upon the earnings of the Company, and also by the expenses inci- 
 dent to the change in motive power from cable to electricity. It 
 was, therefore, incumbent upon the Company to immediately increase 
 its working capital so as to absorb these current liabilities. This 
 was accomplished by the issue of first preferred, in the nature of a 
 debenture or first lien upon the net surplus of the Company. The 
 United Railways Investment Company owned the entire issue, but 
 it is understood that the California Railway & Power Company 
 has acquired title to this stock through an agreement with the United 
 Railways Investment Company, and that the stock will be exchanged 
 share for share for California Railway & Power Company pre- 
 ferred. 
 
 Summarizing, all outstanding stock of the United Railroads 
 except directors' shares, is owned or controlled by the holding 
 company — California Railway & Power Company. 
 
 Bonds. During the period from 1906 to 1909, inclusive, the 
 4% bonds held in reserve to the amount of $5,409,000, for "future 
 additions, betterments and acquisitions" were sold, excepting $75,000, 
 at prices approximating 73 — i. e., with an average discount of 27%. 
 An equivalent interest rate of 5.46% is therefore being paid, which 
 would be increased to 6.15% on the present market price — 65 — in- 
 dicating the impracticability of floating such securities at a reason- 
 able interest rate. The above discounts have been capitalized as a 
 charge to betterments. 
 
 During 1906 and 1907 an additional issue of $1,500,000 Market 
 Street Railway 5's was sold, on which an average premium of 6.72% 
 was realized, which has been deducted from betterments in the 
 general balance sheet. This issue was provided for in the original 
 plan of capitalization. 
 
 The refunding reserve of $9,866,000 has not been called upon, 
 due to the low market price of the 4's prevailing at the time the 
 underlying issues matured. There seems to be no future possibility 
 of being able to utilize this reserve of 4's for refunding purposes 
 because of the heavy discounts incurred. But it is believed that by 
 refinancing the 4's to a 5% basis, the market price would be so 
 greatly improved as to make refunding still practicable through this 
 reserve. 
 
 The only deferred sinking fund requirement is that of the Market 
 Street Railway, which runs from September 1, 1918, to the date of 
 maturity, September 1, 1924, with an annual contribution during 
 this period of $160,000, which at 5% would amount to only 
 $1,088,306. There is an authorized issue of $17,500,000 of these 
 
 OPERATING AND FINANCIAL RECORDS 323 
 
 underlying bonds, of which $7,341,000 are outstanding at the present 
 time, so that at least $6,000,000 or 82% must be refinanced or re- 
 tired from earnings at maturity providing the outstanding securities 
 
 are not increased. 
 
 Considering all bonded debts, a maximum of about $13,000,000 
 will be retired by sinking funds at the various maturities as near 
 as can be now estimated, leaving $27,000,000 unfunded. 
 
 In addition to the bonded indebtedness, there was on June 30, 
 1912, a floating debt of $2,529,000 in income and equipment notes, 
 mostly unsecured. 
 
 Income Account 
 
 The United Railroads began operation as a system on March 20, 
 1902, so that a comparison of the two previous years with 1903 will 
 indicate comparative operation by underlyii^ companies forming 
 the consolidation. From the following abstract, the most signifi- 
 cant change that appears is the sudden increase in interest charges 
 from 14% of the income in 1901 to 25% in 1903, with practically the 
 same direct operating expense. 
 
 Percentage Distribution of Income 
 
 1901* 1903** 1911*** 
 
 Total receipts -. ;•.• '^^ 1«>.00 100.00 
 
 Direct operating expenses, including mainte- 
 nance and insurance but excluding taxes and 
 depreciation .- • 52.30 51.90 54.02 
 
 Operating expenses, including maintenance, m- 
 surance, taxes and depreciation 59.35 oO./5 o5.uj 
 
 Gross corporate income 40-65 39.25 34.^ 
 
 Interest and other deductions from income.... 14..^;^ Z4.^Z do.^ 
 
 Net corporate income 26.43 14.73 8.^ 
 
 Sinking fund contributions lo3 l.\^ "^0/ 
 
 Net surplus for dividends 24.80 12.75 4.01 
 
 ♦Year prior to consolidation. 
 **First full year of operation under consolidation. 
 ♦♦♦Present conditions. 
 
 Referring to the graphical income record (Fig. 89), there 
 are two distinct periods of operation in this exhibit: 1st, previous 
 to 1907, when the greater part of the power consurned was 
 generated by the operating companies; and 2d, the period sub- 
 sequent to 1907, in which power has been largely purchased as 
 later explained (page 329). These two periods are not com- 
 parable unless allowance be made for the interest charge on 
 power plant, which amounted to about 3% of the income in 1911. 
 
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 8 
 
 zie I 
 
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 ONijva:ido 
 
 FIGURE 89— GRAPHIC ANALYSIS OF INCOME ACCOUNT. 
 In this diagram, the total income is built up with the major accounts 
 traceable from year to year by diagonal lines. Increases are indicated by the 
 divergence of these reference lines, and vice versa. Annual growth is indicated 
 by the total height. Distribution is shown in per cent of total income, so that 
 the various years may be compared on the same basis : this indicates also the 
 distribution of the nickel fare. Sinking fund payments are shown here as a 
 direct charge against annual surplus. The considerable increase in net in- 
 come for the year 1912 is noticeable, partly due to absence of a depreciation 
 reserve. 
 
 OPERATING AND FINANCIAL RECORDS 
 
 325 
 
 Formerly, these fixed charges were all included in ''interest on 
 investment ;" but now in operating expenses under ''cost of povi'er." 
 On the basis of this readjustment, direct operating expenses 
 in per cent of income (including maintenance and insurance but 
 excluding taxes and depreciation) have decreased since 1907 to 
 practically the same level today as in 1900 — 51%. How^ever, this 
 rate also decreased from a maximum of 51% in 1900 to 45% in 1905, 
 yielding the highest net earnings in the Company's history — about 
 $3,000,000— in the latter year. 
 
 Dividends, The Company's financial difficulties of 1907 
 and 1908 were undoubtedly increased by its heavy dividend 
 declarations, especially in the first quarter of 1906, when a 
 total of $1,020,000 was declared. In addition, 2% or $400,000 
 was paid after the fire, a total of $1,420,000 for the fiscal year, 
 or 7.1% on the preferred stock. The net surplus for 1906 was 
 $877,146, which would have enabled the Company to declare a 
 dividend of 4.38% on the preferred, so that approximately 39% of 
 the dividends must necessarily have been paid from accumulated 
 surplus. This practice has also been followed in 1908 and 1910. 
 
 By reason of this relation between surplus and dividend-^, 
 no attempt has been made in this report to indicate true profit and 
 loss for the various fiscal years. For the period 1903 to 1911, 
 inclusive, it appears that the total dividends as reported by the 
 Company aggregate over $860,000 more than the cumulative 
 surplus from operation, considering depreciation as an actual cash 
 reserve out of income. This means that unless corresponding credits 
 were properly available for the stockholders from sources other 
 than actual income, these excess dividend declarations could not 
 have been founded upon true earning capacity of the operating 
 property.* 
 
 Dividends Paid 
 
 First preferred, 7 semi-annual dividends at 35^% — July, 1908 
 
 to July, 1911 $175,000 each 
 
 Preferred, 7 semi-annual dividends — December, 1902, to 
 
 December, 1905, at 1.2 to 2.07c $240,000 to 400,000 each 
 
 March, 1906. at 3.6% 720,000 each 
 
 December, 1906, at 2.0% 400,000 each 
 
 Common — 
 
 March, 1906, at 1.5% 300.000 each 
 
 The distribution of expenditures (Fig. 90), offers a graphical 
 comparison of net earnings as against interest and sinking fund ; 
 dividends are of course to be met from the balance. In on!y 
 one year, 1907, did a deficit occur. 
 
 • See discussion of sinking fund equities, page 317. 
 
II 
 
 1 
 
 i 
 
 •^1! fl 
 
 ( ■ 
 
 , ft, 
 
 (' 'I 
 
 
 M 
 
 % ,! 
 
 326 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Renewals and Depreciation. During- the past two years 
 the Company has modified its policy regarding reserves by 
 charging depreciation directly to profit and loss. The proper 
 treatment of depreciation is of great importance, and it is a 
 radical error to consider it as other than a direct annual charge 
 against income, prior to the declaration of net earnings. Unless 
 this profit and loss account is segregated on the balance sheet 
 so as to clearly show depreciation reserve, it is impossible to 
 determine the extent or character of the funds available therefor. 
 A stated percentage of the gross earnings should be set aside 
 annually in the nature of a floating asset or reserve that could 
 be readily converted into cash available for replacements when the 
 necessity arises. 
 
 Taxes and other Obligations. Under the terms of the var- 
 ious franchises, amounts varying from two to five per cent of 
 the receipts of many of the lines accrue to the City annually 
 in the form of a usage tax. Some of the important lines, such as 
 Market Street, bear no tax under the ordinances. The State 
 now receives a fixed tax of 4% of the gross earnings, while the City 
 receives less than i%, including all obligations imposed, or less 
 than one-fifth of the total taxes. (See Chapter 19, special report 
 on settlement of franchise tax.) 
 
 The electrification of the United Railroads cable lines in 
 1906 was permitted only upon condition that ornamental poles 
 be erected on Market Street to Valencia Street, and on Sutter 
 Street to the west line of Van Ness Avenue, and that electric 
 lights be installed and maintained by the Company with under 
 ground conduit distribution. 
 
 Practically all franchises stipulate that the Company provide 
 and maintain paving within and between tracks, and for two feet 
 outside of the outer rail. 
 
 A statement of the Company's obligations for the year 1911, 
 exclusive of costs of paving and free transportation of municipal 
 and federal employees, follows: 
 
 Per Cent 
 
 State, 4% gross earnings $315,445 80.00 
 
 City and County, non-operative property tax 9.955 2.52 
 
 Percentage tax upon receipts 41.600 10.55 
 
 Car licenses, etc 8.600 2,18 
 
 Street lighting 13,000 3.30 
 
 Federal income tax 5,700 1.45 
 
 TOTAL* $394,300 100.00 
 
 * This total is in slight disagreement with the statement of total taxes in the Com- 
 pany's Income Account — ^$404,000. 
 
 FIGURE 90— DISTRIBUTION OF EXPENDITURES. 
 
 In order that the important sub-accounts may be compared, year by 
 year, these have been plotted to the same base line. Gross earnings from op- 
 eration have been employed here instead of total income, in order to give 
 an accurate comparison from an operating viewpoint. The difference is small 
 — about one per cent. Total maintenance is indicated by dotted lines. Change 
 in motive power during the decade is clearly reflected in the power account. 
 Depreciation is here treated as a cash reserve, reducing net earnings, and not 
 as a charge against Profit & Loss. 
 
1^'' 
 
 328 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Referring to Fig. 90, it will be seen that taxes have remained 
 practically stationary in amount since 1900, and therefore have 
 decreased in percentage to 5.12% of the gross earnings at the 
 present time. The percentage in Chicago is twice as great, 
 including City's share of net profits, and nearly twice in Baltimore, 
 where no City's share exists. 
 
 Injuries and Damages are comparatively low and have 
 increased only slightly in spite of the higher speed of electric 
 operation. Damage payments averaged about 2% up to 1906, 
 during which period there was mostly cable operation, as com- 
 pared with about 3J^% since the electrification when the electric 
 car mileage has been approximately 95% of the total. This in- 
 crease is doubtless due to increased speed of operation, which is 
 12% higher now than in 1907. However, this average percent- 
 age is low compared with other cities — about one-half of Chi- 
 cago's damage account for the year 1911. 
 
 Table 49, an analysis of the accident account, indicates that 
 while the proportion of accidents to persons has increased since 
 1908, the number of passengers carried per accident has also in- 
 creased from 78,000 to 91,000 — a very creditable result. 
 
 Maintenance. While this subject is discussed from another 
 standpoint in Chapter 15, the graphical record. Fig. 90, offers 
 a direct substantiation of the results shown in that chapter. Main- 
 tenance of equipment has continually decreased during the last four 
 years from the 1907 maximum which resulted from rehabilitation 
 following the fire but as stated, the present good condition of the 
 equipment, as a result of this high maintenance and the increased 
 efficiency in the shops, would appear to warrant this reduction, espe- 
 cially in view of the fact that the maintenance expenditure per car 
 mile is relatively high as compared with Eastern cities. 
 
 However, maintenance of track and roadway has remained 
 abnormally low, though increased from $630 per mile of track in 
 1903 to about $1,100 per mile in 1911 ; but even with this increase, 
 deferred maintenance and renewals have accumulated to such an 
 extent that parts of the track and roadway are now in a very poor 
 condition, as evidenced by detailed inspection (see Chapter 15). 
 For this reason, it is probable that the appropriation for 
 track and roadway will have to be increased to at least 5% of the 
 gross earnings (which for 1911 would have amounted to $1500 
 per mile, or 1.6 cents per car mile) and that way and structures 
 appropriation should total 6% of the gross earnings, or about 
 $1,800 per mile of track. This will compare more favorably 
 with the known results of established properties elsewhere. 
 
 OPERATING AND FINANCIAL RECORDS 
 
 329 
 
 The total cost of maintenance (11.47% of the gross earn- 
 ings in 1911) appears hardly sufficient for the immediate future, and 
 at least 12.5% of the gross earnings should be set aside until the 
 property is built up ; any reduction in the cost of equipment main- 
 tenance accruing to the track maintenance account. 
 
 Platform Expense. Tracing the history since 1901 of plat- 
 form wages in per cent of gross earnings, it appears from Fig. 
 90 that this important part of transportation expense was no 
 greater in 1911 than in 1903-4; and when expressed in per cent 
 of gross earnings, platform wages had continuously decreased from 
 23% in 1901 to 17.85% in 1911, although an increase in the average 
 wage per man had occurred since 1908. The average wage is now 
 the same as before the fire, 26.9 cents per hour, with a maximum 
 of 33 cents after 8 years' service. This decrease in platform per- 
 centage does not necessarily indicate a proportional reduction in 
 service, because of the effects of higher car capacities and speeds 
 and better schedules ; but in this case there is every indication of 
 curtailment in car hours — that is, the equivalent of service — at 
 least from 1903 to 1906, if not during recent years. 
 
 The relative apportionment of wages paid to all railway em- 
 ployees has been illustrated in Chapter 4, Fig. 20, and there set 
 into contrast with the proportional expenditures for service, for 
 Company return, and for taxes respectively. This exhibit is of 
 unusual interest, in that all wages of $1500 per annum or under are 
 included as well as platform expense alone, so that the true share 
 of labor in the railway business may be fully appreciated ; plat- 
 form wages evidently amount to but little over one-half of the 
 total. 
 
 For every $1(X) of income, $35 is applied by the Company 
 to the payment of fixed charges, sinking funds and dividends ; 
 $30 is required for operating expenses other than wages ; and 
 $30 pays operating labor, of which platform men alone receive 
 $18, approximately. Only $5 goes to the public in the form of 
 taxes; and finally, less than $1 reaches the City directly. 
 
 Power, The result of purchasing power is apparent by 
 comparing the last four years with the period prior to the fire. 
 Thus, the proportional expense for power, increased from about 
 5% in 1905 to 16% in 1908, thence decreasing to 13% in 1911. 
 (Fig. 90.) The high cost of power in 1908 — 5.51 cents per 
 car mile — due to conditions of supply detailed in Chapter 15, has 
 since been reduced to 4.45 cents per car mile, with 70% of the 
 total power supplied by the Sierra & San Francisco Power Com- 
 pany. Adjusting this power account for fixed charges, the cost 
 
752 
 
 i 
 
 
 ■ION J. ARNOLD 
 
 60C 
 
 500 
 
 400 
 
 200 
 
 100 
 
 300-i 
 
 294- 56789 10 II 
 
 FIGURE 91— TIME SCHEDULE CHARACTERISTICS. 
 
 The net result of a railway time schedule in giving every man a full 
 day's work and pay as far as possible is clearly indicated here. Out of 
 1,510 trainmen assigned to "regular" and to "swing" runs (i. e., "trippers" or 
 extras), 752, or practically half, work between 10 and lOj^ hours; and only 
 Sj4% of the men are paid for less than nine hours' work. The schedule is 
 thus constructed upon the basis of practically a 10-hour working day, and 
 aims to complete the day's work within 12 hours. No minimum wag€ 
 exists, the men being paid for the time they work. The shorter the average 
 day's work, the more difficult it becomes to provide swing runs for rush 
 hour service without increasing operating expense unduly. 
 
 OPERATING AND FINANCIAL RECORDS 
 
 331 
 
 of power per car mile comparable with former years would be 
 about 3.5 cents, which is considerably higher than in level cities. 
 That much of this is due to topographic conditions is shown 
 by the high power consumption, averaging 4.8 k.w.h. per car 
 mile in 1911. In level cities such as Chicago this same equip- 
 ment could be operated for possibly 3.5 k.w.h. per car mile.j: 
 And as grades are unavoidable in San Francisco, this suggests 
 the great necessity of the lightest possible equipment.* 
 
 Growth of Traffic, From the monthly traffic record. Fig. 
 92, two facts are apparent — 1st, the great loss due to the fire 
 and particularly to the strike ; and 2nd, the small seasonal varia- 
 tion characteristic of San Francisco. 
 
 When reduced to a basis of a uniform month — 30.4 days — the 
 variation between spring and fall is inconsiderable — only 10% 
 of this passenger traffic. One noticeable result of the first three 
 years of the Company's operation is that the car mileage operated 
 — a direct reflection of the service standard — did not at all keep 
 pace with the increase in traffic; although since 1908 conditions 
 have improved in this respect. 
 
 The great stability of the business of urban transportation 
 is illustrated by reference to the curve of bank clearings superim- 
 posed upon this record. Here the fact appears that railway traf- 
 fic was not appreciably disturbed by the financial depression of 
 1907-8 in its rapid recovery from the effects of the strike. Of 
 the two great catastrophes, the strike resulted far more seri- 
 ously, causing a maximum drop of 15,000,000 passengers in one 
 month as against a maximum of 8,500,000 in one month as a 
 result of the fire. Assuming that the average rate of growth 
 in earnings from January 1903 to April 1906 had continued, the 
 total loss in earnings during the fire-strike period amounted to 
 nearly $5,000,000. In other words, had the fire and strike not 
 occurred the gross earnings in 1907 would probably have been 
 $7,865,000 instead of $4,745,000, or about the same as in 1911. Four 
 years have thus been lost due to these disasters, and in addition, a 
 permanent set-hack of over $1,000,000 per year in gross earning 
 capacity of the property. 
 
 The transfer traffic in San Francisco has reduced since 1904, 
 when 48 out of every 100 revenue passengers used transfers as 
 against 43 at present. This reduction is no doubt due to the 
 validation of transfers on cross-town lines instead of issuing 
 
 J In Chicago the power consumption per car mile was 3.67 k.w.h's for the year 1911. 
 
 * It is probable that the Company could well afford to retire to the more level routes 
 much of the equipment now operating on heavy grade routes rather than to incur this 
 great expense for power. The class 1550 cars, of which there are 200, are particularly 
 unfortunate in this respect, weighing 56,000 lbs., as against weights of 46,000 to 48,000 
 lbs. on the Geary and Sutter Street lines. 
 
332 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 fj o 
 
 BION J. ARNOLD 
 
 J2 
 
 fVj 
 
 O 
 
 an 
 
 CM 
 
 in 
 
 CO 
 
 O 
 O 
 CM 
 
 FIGURE 92— GROWTH CHARACTERISTICS. 
 In this diagram, one point indicates for each year the earnings, car mile- 
 age, and also earnings per car mile (shown by the diagonal reference lines). 
 The direct rise from 1903-5 shows that the earnings increased while the car 
 mileage remained practically the same. From 1908 on, earnings and car mile- 
 age have increased proportionately — i. e., practically following the diagonal 
 of 36c per car mile. Both should increase proportionately, unless a radical 
 change in size of equipment should take place. In each of the two respec- 
 tive periods noted — 1903-5 and 1908-11 — practically the same character of 
 equipment was operated. Similarly, track mileage has shown erratic growth 
 as compared with car mileage operated. 
 
 FIGURE 93-RECORD OF MONTHLY GROWTH OF SYSTEM. 
 The monthly record of traffic reveals many facts not apparent from the an- 
 nual fiscal statement. This graph indicates the relation between traffic 
 and service (as reflected in car mileage). Variations are largely due to un- 
 equal lengths of months, except under the abnormal disturbances of 1906 and 
 1907 Seasonal variation is much less pronounced than in Eastern cities 
 From 1902 to 1905 (inclusive), service (car mileage) did not keep pace with 
 the growth in traffic, but since 1908 there has been some improvement in this 
 respect. Railway traffic was not appreciably disturbed by the financial depres- 
 sion in its rapid recovery from the effects of the fire and strike. 
 
Ill 
 
 (I, 
 
 is ^ 
 
 
 hi 
 
 334 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 transfer on transfer as formerly. The transfer facilities afforded 
 by the Company are now very liberal as compared with other 
 cities, with the single exception of Chicago, where unusual condi- 
 tions obtain to produce a transfer traffic as high as 70% of the 
 cash fares. 
 
 Average Fare. During the last decade the dilution of the 
 5-cent fare from reduced rate school tickets and free passes to 
 Municipal and Company employees has amounted to only about 
 1% under normal conditions of operation. Transfer traffic 
 now results in an average fare for all classes of about 3.5 cents. 
 This, however, has no special significance so long as a unified 
 system is maintained; but with transfer between foreign lines 
 such as Geary Street an actual dilution of income per passenger 
 takes place through splitting of the fare which must be recognized. 
 
 Analytic Ratios. Subjecting the operating records to a 
 final analysis by means of various ratios, it is possible to trace 
 the relative efficiency of operation from year to year and es- 
 pecially in comparison with known standards of other cities, if 
 in this comparison conditions peculiar to San Francisco are taken 
 into account. 
 
 The abnormally high earning capacity noted elsewhere is 
 reflected in all of the ratios — gross earnings per capita, per 
 car mile, per car hour, per car operated, and per mile of track. 
 With earnings of $30,000 per mile of single track, San Francisco 
 equals or exceeds cities many times its size. This is partly due 
 to the fact that the system has not been extended to keep pace 
 with the population, and partly to the exceptionally high riding 
 habit, which results in 1911 in earnings of over $18 per capita for 
 the United Railroads alone ; or, including all systems, about $20 
 per capita. 
 
 While the relative utilization of the present trackage — 84,000 
 car miles per mile of track — appears high for a city of this size, 
 a shortage of cars is indicated by the low average cars per mile 
 of track as compared with other cities (i. e., the average dis- 
 tance between cars in San Francisco should be a minimum, due to 
 the prevailing short haul and high density). Therefore the usage of 
 present track should be even higher than above recorded; and this 
 has been confirmed by traffic counts. This shortage in cars is 
 further reflected in the high average car loading — 10.15 pas- 
 sengers per car mile — exceeding that of any other city. Ap- 
 parently, this loading had decreased since 1909, but as this was 
 largely due to known increased speed of operation, the actual 
 conditions are better shown by the ratio "total passengers per 
 car hour," which have increased materially since 1909. This 
 
 OPERATING AND FINANCIAL RECORDS 
 
 335 
 
 BION J. ARNOLD 
 
 ^3.00 
 
 a.75 
 
 E.50 
 
 LOO 
 
 .75 
 
 .50 
 
 .as 
 
 ncilQ. 
 
 i^Sl: 
 
 til 
 
 i:51iftdi:5 
 
 ?= 
 
 ?I23!]^ClL 
 
 Si^g 
 
 h£S 
 
 I33[JLiSi: 
 
 ii 
 
 1905 
 
 »06 '07 '08 '09 1910 Ml 
 
 FIGURE 94— CAR-HOUR RATIOS, EARNINGS AND EXPENSES. 
 The car-hour offers the best basis for analysis of operation and schedules 
 with reference to platform labor employed, and automatically takes mto ac- 
 count variations in operating speed. From this record it appears that while 
 both operating expenses and earnings increased between 1905 and 1911, plat- 
 form expense per car hour has remained practically, constant since 1905, rang- 
 ing between 52 and 55 cents. This represents the average wages per car 
 crew From 1908 on, the earnings have increased while the operating ex- 
 pense has decreased slightly, indicating an increasing density of traffic and 
 possibly curtailment of service. 
 
In 
 
 !•; 
 
 I 
 
 
 ' * 5 
 ■ i\ 
 
 336 . SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 BION J. ARNOLD 
 
 OPERATING AND FINANCIAL RECORDS 
 
 337 
 
 iO 
 
 o 
 
 10 
 
 o 
 
 10 
 
 6 
 
 ♦ 
 
 ^ 
 
 10 
 
 10 
 
 M 
 
 CM 
 
 m 
 
 10 
 
 FIGURE 95— COMPARATIVE PROPORTIONAL RETURNS FROM INCOME. 
 
 Analyzing the record of income share to Company, Labor, and City for 
 the past twelve years, it appears that while interest on debt has largely in- 
 creased, the Company's total share has decreased by about 6 per cent. But 
 its depreciation has not been deducted as a cash reserve, then the Company's 
 share has remained constant while that of Labor and City has continually de- 
 creased — the latter fully one-third, even assuming State taxes as a form of 
 return to the City. There seems little doubt that the City might very prop- 
 erly receive a more equitable return. 
 
 ratio compensates automatically for variations in speed. Again, 
 to this increased loading is very largely due the abnormal earn- 
 ings per average car operated — $13,000 per car per year — the 
 highest of any urban system in the United States. 
 
 While high earning ratios are to be expected from short- 
 haul and high density travel, the excessive earnings here recorded 
 would not be warranted until the operating equipment per mile 
 of track had been increased and the trackage of the system 
 largely extended, for both have been shown to be necessary by 
 the traffic survey of the city and the study of its needs. The 
 average fare has not been materially diluted below 5 cents, nor is the 
 transfer traffic abnormal, so that the unit of income has been 
 reasonably preserved as compared with other cities. 
 
 It is true that direct expenses of operation are relatively 
 higher than in Eastern cities, which justifies to a certain degree 
 these high earning ratios ; yet an operating ratio as low as 54% 
 (including maintenance and insurance but exclusive of taxes and 
 depreciation) certainly indicates that advantage is being taken of 
 conditions in this city to produce abnormal net income from the 
 present property by deferring the extensions and improvements to 
 service recommended herein. 
 
 Proportional Income Share. This analysis may appro- 
 priately be concluded by observing the changes in proportional 
 share from income accruing during various years to the princi- 
 pals in this business of urban transportation — City, Labor, Com- 
 pany. Fig. 95 shows that immediately after the consolidation 
 of 1902 interest charges increased abruptly, and although rising 
 still further during 1906-7, eventually returned to the previous 
 level of 1903 after nearly a decade. 
 
 The Company's return is represented by net income, which was 
 insufficient during 1907 to meet fixed interest charges. If de- 
 preciation had been charged as a cash reserve against income, the 
 Company's return would have been reduced from 41 to 35% during 
 the decade.* 
 
 Trainmen's share has reduced as previously explained. 
 
 The City's share has suffered the greatest reduction, es- 
 pecially during the last year as a result of the change in basis 
 of State taxation. To compensate for this general decrease in 
 the share of the principals, a corresponding increase in other 
 items of expense has taken place, viz., power, damages and de- 
 preciation. 
 
 • This illustrates the great importance of proper treatment of the various reserve 
 accounts. If depreciation has not been handled as a cash reserve from income, then 
 the Company's share has increased rapidly while the others have suffered decrease. 
 
CHAPTER IS 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 Results of Property Inspection 
 Analysis of Maintenance of Rolling Stock 
 
 To obtain definite data on the extent and condition of the railway 
 ph}fsical property, its sufficiency for transit purposes and the standards of 
 maintenance, all of which are important elements in any equitable settle- 
 ment between City and Company, a detailed inspection of all street rad- 
 way properties operating in San Francisco was made. In this chapter are 
 included the summarized results of the inspection, covering 242 miles of 
 track, 650 special work layouts, paving, buildings, shops, power equip- 
 ment, and rolling stock, showing the magnitude of the rehabilitation work 
 which must be undertaken in the near future. While sufficient for a 
 general indication of conditions, the resulU of this inspection of course 
 cannot be too rigidly interpreted since the effort and cost of an accurate 
 determination would be warranted only in case of a detailed appraisal. 
 
 SUMMARY OF CONDITION AND REHABILITATION 
 
 1. Referring to the appended classified summaries, it appears 
 that about 37 miles, or 16% of the total trackage in San Francisco, 
 is in such depreciated condition that rehabilitation thereon should 
 be commenced immediately. In addition, 61 miles of inadequate 
 track construction exists, of which 34 miles requires early renewal 
 and 29 miles on unimportant lines is in good condition and will only 
 need renewal later. From the above it may be said that about 70 
 miles of track represents the magnitude of the rehabilitation work 
 that must be undertaken in the near future in addition to 4 miles 
 of adequate rail section needing extensive repairs. 
 
 2. Out of approximately 650 special work layouts, exclusive 
 of those in car houses and yards, 238— about one-third of the 
 total— are in good condition but require slight repairs, and 131 
 layouts, or 30%, are in such shape as to require extensive repair 
 or renewal in the near future. 
 
 3. Of the 185 miles of single track paved, there is approxi- 
 mately 40 miles, or 22% of the total, which will be renewed in the 
 
340 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 341 
 
 course of necessary track reconstruction as above specified; and in 
 addition, 23 miles along good track, requiring repairs or repaying. 
 
 4. Of the 661 cars in operative condition, about 20% are of 
 obsolete type and inadequate for service in the congested district. 
 Fully half of the cable equipment is entirely too small for downtown 
 service. There are in all 254 electric cars, or 40% of the total, 
 which are either inadequate for downtown service or should be re- 
 built into the prepayment type if run on congested streets. 
 
 5. There are no fire-proof car houses, the only protection con- 
 sisting of hose-reels and buckets, which are insufficient when 
 judged by modern standards. Car-cleaning facilities are fairly 
 adequate. The car storage capacity is insufficient for the new 1912 
 equipment, and new car house construction is necessary, especially 
 if extensions are undertaken. The locations are fairly well suited 
 to the present system of routing. 
 
 6. The Company operates a good car shop which contains 
 facihties for proper maintenance and even the construction and 
 reconstruction of car bodies. In fact, it would not be impossible 
 for all the cars needed for the immediate future to be built in these 
 shops. 
 
 7. Owing to the transfer in 1910 of the main electric gen- 
 ^y crating plant at North Beach to the Sierra and San Francisco 
 
 Power Company, the only electric plant owned by the United Rail- 
 roads is the obsolete station at Bryant Street. In case of complete 
 breakdown of the Power Company's hydro-electric supply, the 
 North Beach power station, in addition to the contract supply from 
 the City Electric Company, would be sufficient to operate the system. 
 There is sufficient reserve capacity in both power and sub-stations 
 for present but not for future needs and therefore the power system 
 must be included in any program of extension. 
 
 8. As the cable system will probably never be much enlarged, 
 the present cable power equipment may be left out of consideration. 
 
 9. It is apparent from the above that in order to develop an 
 adequate transit property for San Francisco even exclusive of exten- 
 sions, a very large amount of rehabihtation work needs to be un- 
 dertaken immediately by the United Railroads, in order to forestall 
 excessive maintenance and depreciation later. 
 
 10. It m.ay, of course, be truly stated that a large share of 
 this deferred maintenance and rehabilitation work may be attrib- 
 uted to the unexpected financial difficulties due to the direct loss of 
 about $5,000,000 gross earnings for the United Railroads system 
 alone, resulting from the fire and strike. However, this work re- 
 
 mains to be done, and must be financed if the traction properties 
 of San Francisco are to keep pace with the city's rehabilitation and 
 growth. 
 
 11. Taken as a whole, the lines of both the California Street 
 Cable Railway and the Presidio & Ferries Railway are in good con- 
 dition, and comparatively little rehabilitation work will be necessary 
 in the near future. The property of both roads (with the exception 
 of the rolling stock of the Presidio & Ferries Railway, which is in- 
 adequate, and the car barn of the California Street Company, which 
 affords insufficient fire protection) is satisfactory. Any expansion of 
 the Presidio & Ferries system will require increased facilities in 
 car house and power plant, unless the City purchases power when 
 it takes over the road in 1913 or thereafter. Recommendations for 
 an improved type of car may be found in Chapter 8. 
 
 DETAILED RESULTS OF INSPECTION 
 
 UNITED RAILROADS OF SAN FRANCISCO. 
 
 The operating property will be taken up under the following 
 heads : 
 
 Track 
 
 Special Work 
 Paving 
 Rolling Stock 
 
 Power and Distribution System 
 Car Houses 
 Car Shops 
 
 Electric and Cable Track 
 
 In order to check approximately the track mileage of record, 
 Table 54, an inspection of all the lines was made, for determining 
 location, condition, and type of constructioa The length of track 
 found in this inspection within the city Umits was 238.62 miles of 
 single track, about 2% less than the United Railroads records. In 
 view of the approximate method of measurement adopted — i. e., 
 scaling from verified trackage map— United Railroads mileage may 
 be considered accurate for the purposes of this report. 
 
 Condition of Track, Under this head is considered only the 
 actual physical condition of the rail and joints — neither depreciation 
 nor the adequacy of the rail being taken into account, except in cases 
 where the rail is worn to such an extent as to make renewal neces- 
 sary immediately or in the very near future. 
 
 All of the track is divided into the following five classes of con- 
 dition, summarized in Table 54: 
 
342 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 343 
 
 :i'- 
 
 •.i 
 
 ^ t 
 
 ;! '■ 
 
 * 
 
 110.00 miles. 
 
 52.66 
 
 37.79 
 
 Class I. First class condition. No serious main- 
 tenance work necessary in the near future. 
 
 Class II. Good condition but in need of slight 
 repairs from time to time. This includes track 
 which is slightly corrugated, with some joints a little 
 battered or with sections having poor sub-structure. 
 Such track is in good condition, but cannot be con- 
 sidered in the first class. 
 
 Class III. Fair condition but in immediate need 
 of considerable maintenance work. Track in poor 
 alignment, rail having slight surface kinks, joints 
 slightly hammered or out of line, rail elevation un- 
 even. Track listed under this head is in fair condi- 
 tion, but due to poor upkeep in the past, considerable 
 work must be done to bring it up to a reasonable 
 standard. 
 
 Class IV. Poor condition and in need of early 
 renewal. Track and joints battered and out of line, 
 making track rough and uneven; rail elevations vari- 
 able; wheel flange starting to run on groove. Track 
 in this class is so far deteriorated as not to justify 
 extensive repair. 
 
 Class V. Very bad condition and in need of im- 
 mediate renewal. Track very much battered and out 
 of alignment; joints shattered and out of line; flange 
 cuts deeply into groove or wagon tread. 
 
 Service Sufficiency. Considered from the standpoint of ade- 
 quacy for modern high-speed equipment, it seems that for the usual 
 street conditions encountered, no rail lighter than the present stand- 
 ard 9-inch 106-]h section should be used. This would retire the fol- 
 lowing kinds of rail, which are listed in the approximate order of 
 their adequacy :* 
 
 27.03 
 
 10.30 
 
 1. 96-tb 7" trilby rail '..... 1 49 m 
 
 2. 85-lb 9" girder rail 51.63 m 
 
 3. 74y2-tb 8" tee rail 2.12 
 
 4. SO-tb 8" slot rail 7.33 
 
 5. 72-]b center bearing rail 1 1 .86 
 
 6. Miscellaneous light tee rails 33.47 
 
 7. 70-lt) 4^" girder rail. 14.64 
 
 8. 51-lb 4" girder rail 2.57 
 
 9. 51-ft) sheared omnibus rail 3.41 
 
 m 
 m 
 m 
 m 
 m 
 m 
 m 
 
 Total single track 128.52 
 
 m 
 
 les 
 les 
 les 
 les 
 les 
 les 
 les 
 les 
 les 
 
 les 
 
 •There are numerous sections which are not separately indicated in this table, inas- 
 much as they approximate very closely some one of the sections included. 
 
 
 I 
 
 Of these all but the first three sections are inadequate for first 
 class track on paved streets. Sections 1, 2 and 3 are too light, but 
 so far they have stood up very well under comparatively heavy traf- 
 fic and for the most part are in good condition. However, on ac- 
 count of their light weight, track laid with these sections, which is 
 found to be in need of extensive maintenance work, could be rerailed 
 with standard sections with the least ultimate expense. 
 
 Considered from the standpoint both of condition and adequacy, 
 the situation is as follows: 
 
 GENERAL SUMMARY 
 
 OF TRACK IN SAN 
 AND ELECTRIC* 
 
 FRANCISCO— CABLE 
 
 Miles, 
 Total. 
 
 At Adequate rail in good condition 94.72 
 
 B Rail adequate for lighter lines, in good condition 41.57 
 
 C Inadequate rail on unimportant lines, in good condition. . 16.05 
 
 D Adequate rail needing repairs 3.80 
 
 E Inadequate rail in good condition on im- 
 portant lines — should be renewed n.l7 ^ 
 
 F-G Inadequate rail in need of extensive repair — j 
 
 should be renewed 33.99 )- 
 
 H Track needing early renewal on account of 
 
 poor condition 37.33 
 
 Miles, 
 Electric. 
 
 92.97 
 
 41.57 
 
 16.05 
 
 3.80 
 
 9.50 
 
 28.30 
 
 32.02 
 
 238.63 224.21 
 
 82.49 
 
 SUB-CLASSIFICATION— ELECTRIC TRACKS ONLY IN 
 
 SAN FRANCISCO.* 
 
 Class Class Class Class 
 
 I II III IV 
 
 Adequate rail 74.56 18.41 3.80 .40 
 
 Rail adequate except for lines of 
 
 very heavy traffic 27.34 14.23 7.47 4.08 
 
 Inadequate rail on lines of very ^ 
 
 light traffic 8.94 7.16 1.2083 1819 
 
 Inadequate rail which should be I 
 
 replaced 9.44 J 
 
 110.84 49.24 32.10 22.67 
 
 Class 
 V 
 
 .6^ 
 
 8.72 
 9.35 
 
 Special Work. An examination of the special work (Sep- 
 tember, 1912) on the United Railroads lines shows that there are 
 approximately 654 layouts in the City of San Francisco, exclusive 
 of those in the car houses and yards. Of these there were : 
 
 26 solid manganese type, 
 416 hard-center type, and 
 212 built-up layouts. 
 
 •For detail by streets, see Table 54, Appendix. 
 
 flutters refer to classification by streets, Table 54, Appendix. 
 
344 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 The layouts which are jointly used with other companies (in- 
 cluded in the above) were as follows: 
 
 25 solid manganese layouts, 
 68 hard-center layouts, 
 46 built-up layouts. 
 
 A tabulation showing the various types of layouts, separated 
 into five classes of condition, is included in the Appendix, Table 54. 
 
 In view of the fact that the built-up special work is inadequate 
 for heavy city traffic, the built-up layouts which are listed under 
 Class 3 (see Appendix) are considered in need of renewal in the 
 near future, rather than in need of maintenance work. 
 
 Summarizing the results of this inspection from the standpoint of 
 future rehabilitation, there were: 
 
 285 layouts in first-class shape; 
 
 238 layouts, slightly battered or broken. These can be re- 
 paired in many cases by electric welding, and in others 
 by improving the substructure. 
 47 layouts which were in a badly battered condition, and 
 in need of a great deal of maintenance work either in 
 building up the substructure or in repairing the layout, 
 or both. 
 84 layouts in poor condition which should be immediately 
 replaced. 
 
 654 total. 
 
 As a general rule, it was found that the special work was in bet- 
 ter condition than the track, particularly on lines laid with light rail. 
 
 Paving. The results of paving inspection may be summar- 
 ized by the following classification : 
 
 Class I — Either asphalt or block paving in first-class con- 
 dition. 
 
 Asphalt Block 
 
 Double track 21.6 mi. 15.88 mi. 
 
 Single track 3.0 mi. 4.94 mi. 
 
 Class II — Asphalt — fair condition, but in need of minor 
 repairs along brow.* Block paving — uneven but intact : 
 
 Asphalt Block 
 
 Double track 18.5 mi. 14.3 mi. 
 
 Single track 1.9 mi. 5.45 mi. 
 
 ^Brow paving is defined as the strip of paving next to the rail. 
 
 r 
 
 345 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 Qass III — Asphalt — poor condition, needing extensive re- 
 pairs along the brow and minor repairs in the middle 
 section. Block paving — very uneven: 
 
 Asphalt Block 
 
 Double track 7.24 mi. 1.10 mi. 
 
 Single track 1.75 mi. .... 
 
 Class IV — Very bad condition and in need of repaving: 
 
 Asphalt Block 
 
 Double track 4.4 mi. 1.13 mi. 
 
 Much of the poor pavement is found along lines which will have 
 to be relaid or extensively repaired, and the repaving would there- 
 fore not be warranted until the track is rehabilitated. This is shown 
 by the following summary classified according to joint condition of 
 rail and pavement, in miles of single track. The third column repre- 
 sents paving work to be done exclusively of track rehabilitation : 
 
 
 
 / 
 
 ■.Asphalt Pav 
 
 ing ^ 
 
 - 
 
 "Block Paving" 
 
 - 
 
 
 
 Total in 
 
 San 
 
 Francisco. 
 
 Joint 
 
 Renewal 
 
 with 
 
 Track. 
 
 Needing 
 Separate 
 Renewal. 
 
 Total in 
 
 San 
 Francisco. 
 
 J«int 
 
 Renewal 
 
 with 
 
 Track. 
 
 Needing 
 Separate 
 Renewal. 
 
 Class 
 
 I... 
 
 .. 46.20 
 
 1.62 
 
 • • • 
 
 36.70 
 
 10.55 
 
 • • • • 
 
 Class 
 
 II... 
 
 .. 38.90 
 
 7.24 
 
 • • « • 
 
 34.05 
 
 14.35 
 
 • • • • 
 
 Class 
 
 III... 
 
 .. 16.23 
 
 3.22 
 
 13.01 
 
 2.20 
 
 .... 
 
 2.20 
 
 Class 
 
 IV... 
 
 .. 8.80 
 
 3.22 
 
 5.58 
 
 2.26 
 
 .... 
 
 2.26 
 
 RoUing Stock* 
 
 Of the 620 electric cars in commission, only 100 may be classed 
 as modern, prepay equipment. Of the remainder, 249 are fairly well 
 adapted to the downtown traffic, but may be much improved by the 
 means indicated in Chapter 9. The 123 non-prepay cars of the 
 1300 class are rapidly becoming obsolete, and are unsuited for ser- 
 vice on the principal lines unless they are rebuilt into the prepay 
 type. Thirty of the cars used at present on the San Mateo and 
 Cemetery lines are suited only for long-haul or interurban traffic. 
 
 The remaining 118 cars, all of the old "California" type, are ob- 
 solete and unsuited for service within the congested district where 
 many of them are at present operated. These cars should be re- 
 tired from service, or placed on unimportant lines. Of the cable 
 cars the five "trains" now operated on Pacific Avenue are obsolete, 
 and the 26 half-open, half-closed cars of the Powell Street type are 
 too small for the traffic they are called upon to carry. The mainte- 
 nance of the rolling stock is discussed elsewhere in this report. 
 
 ♦See detailed equipment sheet. Table 29, Appendix. 
 
346 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 347 
 
 Car Barnt 
 
 The United Railroads owns 13 car houses, of which 10 are used 
 for electric and 3 for cable cars. Of the 10 structures housing elec- 
 tric rolling stock, two, known as Kentucky Street and Twenty-ninth 
 Street are, unless reconstructed, unsuited for the present standard 
 cars, and are now used only for the old equipment. 
 
 The total capacity of the 8 barns used for the large equipment 
 is 461 — 45-ft. cars, allowing 47 ft. per car average. The com- 
 bined capacity of the Kentucky and Twenty-ninth Street barns is 
 100 — 34- ft. cars, making the total capacity for the ten barns 561 
 cars. The Company owns 612 electric cars, and it appears, taking 
 their length into consideration, that the present car house facilities 
 are just about capable of taking care of the entire equipment. How- 
 ever, upon the delivery of the 65 new cars recently ordered, it will 
 probably be necessary to provide another car house. 
 
 The combined capacity of the cable car barns is 102 cars, based 
 on an allowance of 34 ft. per car. This is more than sufficient to 
 house the present operated cable equipment, which amounts to only 
 49 cars. 
 
 With the exception of the Haight Street and Twenty-ninth 
 Street car houses, all have adequate facilities for repair and inspec- 
 tion work as well as car cleaning. All barns are supplied with facil- 
 ities in the way of chain hoists and tools to do comparatively heavy 
 overhauling work in case of emergency, and two, the Twenty-fourth 
 Street and Turk Street car houses, are supplied with air hoists and 
 machine tools. Thus, with the exception of three, all of the car 
 houses are comparatively well equipped except with regard to fire 
 protection. The only protection against fire is afforded by hose lines 
 fed from two-inch pipes, and by fire buckets. None of the car houses 
 are provided with sprinkler systems. The track layout at two of 
 the barns, Geneva Avenue and Twenty-fourth Street, is such that 
 cars could probably be removed rapidly in case of fire, but at the 
 remaining car houses there are only from two to three tracks lead- 
 ing out of the barns, which would make removal of the equipment 
 rather slow. Modern standards require concrete, or at least pro- 
 tected steel or mill construction with isolated storage bays holding 
 not more than 15 or 20 cars each. The extreme hazard to the ser- 
 vice of losing perhaps one hundred cars in a single fire is thus 
 avoided. 
 
 Power and Distribution System 
 
 Power House and Power Supply, The United Railroads is 
 now mainly supplied from the Sierra and San Francisco Power 
 Company's hydro-electric transmission system, built within the last 
 
 three years. This system is controlled by the United Railways In- 
 vestment Company. Under the terms of a 44-year contract the 
 United Railroads has prior claim upon this Sierra power supply up 
 to 28,600 kw. out of a total present plant capacity of 50,000 kw. The 
 Power Company has first option to furnish any increased supply 
 needed. For temporary fluctuations an increase of 10% above the 
 maximum, and an additional increase of 10% for periods of not 
 over 5 minutes, or 21% total, may be drawn upon without notice 
 (provided this increase is within the capacity of the apparatus avail- 
 able). 
 
 In addition to this source, the United Railroads receives power 
 from the steam turbine plant of the City Electric Company. This 
 power was contracted for in 1907, and during the 10-year contract 
 term the railways must absorb a fixed load of 4,000 kw. during 20 
 hours and 2,000 kw. for the remaining 4 hours of the day at a price 
 of 1.1 cents per kw. h., which is relatively high for block operating 
 power under conditions giving practically 92% load factor. 
 
 The Sierra Company holds in reserve as an emergency plant 
 the North Beach steam turbine station, 18,000 kw. rated capacity, 
 formerly the principal power plant of the United Railroads. 
 Equipped with oil-fired water-tube boilers, this plant is capable of 
 being started on very short notice — within 20 minutes — as steam is 
 kept up continually. 
 
 The old Bryant Street station is the only steam plant now owned 
 by the United Railroads, as all the other power properties have 
 been disposed of (as far as the generating and transmission equip- 
 ment is concerned) to the Sierra Power Company. During 1909 
 and 1910 the Bryant Street station was used daily for a few hours 
 during peak load, but since that time it has been practically out 
 of service. It can hardly be considered other than a last reserve, 
 as the equipment is 15 years old and entirely obsolete. Its capa- 
 city is only 3,200 kw., with a possible maximum of 4,500 kw. 
 
 At the present time, the maximum power demand of the United 
 Railroads system is from 25,000 to 28,000 kw. In case of complete 
 breakdown of the Sierra power, the combined capacity of the City 
 Electric, North Beach and Bryant Street stations would total about 
 35,000 kw., during peak load (assuming an overload capacity of 50% 
 above rating for one to two hours at North Beach). Thus, for 
 present power demand, both the original source and reserve capacity 
 appear to be sufficient. 
 
 The necessity for the development of a new power system arose 
 through the extreme shortage of power brought about by the electri- 
 fication of the whole traction system at once. Had not the fire 
 developed this crisis, the work would have been spread over a num- 
 
348 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 . j;i 
 
 ber of years, during which time adequate power supply could have 
 been developed. It was therefore necessary for the railways to 
 turn to other available sources, viz.: the Pacific Gas & Electric 
 Company, and later the City Electric Company. And had sufficient 
 power capacity been available even then, possibly an independent 
 system would never have been needed. 
 
 But the records of power service from 1907 to the present time 
 show that the supply was at that time inadequate, and uncertain. 
 Between 1907 and 1910 the power interruptions averaged 17 per 
 month, and frequently from 5 to 10 interruptions per day; these 
 ranging from momentary to perhaps an hour's duration. A con- 
 siderable part of these interruptions occurred during the rush hours. 
 For the last two years, however, after the Sierra Company was able 
 to take over the major portion of the load, the interruptions have 
 averaged 5 per month — a reduction of about 70%. There is no 
 doubt that much unmerited censure was directed at the United 
 Railroads' service due to this unfortunate situation in regard to 
 adequate power supply arising largely as a result of the fire, 
 which made it impossible for the electric traction system to show 
 to advantage in its early days. 
 
 « 
 
 Sub-Stations 
 
 Millbrae sub-station 1.000 kw. 2 motor generator sets 
 
 Bryant Street sub-station 9.000 kw. 6 motor generator sets 
 
 Turk Street sub-station 9,000 kw. 6 motor generator sets 
 
 Geneva Avenue sub-station 3,000 kw. 2 motor generator sets 
 
 Bay Shore sub-station 400 kw. 
 
 22,400 kw. 
 
 The United Railroads operates five sub-stations of modern type 
 and in first class condition, having 88 to 90% conversion efficiency 
 from alternating to direct current. The normal daily D. C. peak 
 load is about 23,000 kw., with an occasional maximum of 26,000 kw. 
 Thus at present, the stations operate up to 15 to 20% overload, 
 which is well within their capacity. But in case extensions are un- 
 dertaken, and in any event before the Exposition in 1915, additional 
 substation capacity will have to be provided. 
 
 Cable Power Stations. The three cable power stations 
 at Washington and Mason Streets, Twenty-fourth and Castro 
 Streets, and Pacific Avenue and Polk Street, are all operated nor- 
 mally by electric motor drive and adequate for present uses. In 
 the first named station the original steam equipment is retained 
 as an auxiliary to insure continuous service. 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 349 
 
 Overhead. Most of the overhead work is of good standard 
 construction, using 5"-6"-7" iron poles set in concrete. The trol- 
 ley wire averages No. 2/0 B. & S. gauge, and is principally round 
 wire, with soldered suspension ears. The lines seem liberally sup- 
 plied with feeders, except on distant sections, as is apparent from 
 the lighting of the cars during the rush hour. 
 
 Taken as a whole, the overhead construction may be considered 
 of adequate design and in good condition. A considerable part 
 of the feeder cable shows signs of worn insulation, but aside from 
 that is in good shape. 
 
 Underground Conduit. The United Railroads owns un- 
 derground conduit lines aggregating 162,759 duct feet, most of 
 which is of the tile or fibre duct type. The streets covered are : 
 
 Market, from East to Twelfth 99,342 duct ft. 
 
 Mission, from New Montgomery to Ninth 60,360 " " 
 
 Mason, from Post to Sutter. . . .' 1,588 " " 
 
 Leavenworth, from Post to Sutter 1,469 " " 
 
 162,759 
 
 << 
 
 (( 
 
 Of this conduit only that on Mason and Leavenworth Streets, 
 totaling 3057 duct feet, is in use at the present time, the remain- 
 ing 159,702 duct feet never having been utilized. These conduit 
 lines on Market and Mission Streets should be put to use, so as 
 to eliminate unsightly overhead feeders on some of the downtown 
 streets. The copper replaced could then be used elsewhere on the 
 overhead network, with practically full salvage. 
 
 CALIFORNIA STREET CABLE RAILWAY 
 
 The California Street Company operates two cable lines, the 
 Jones and Hyde Streets and California Street, totaling 5.36 miles of 
 double track or 10.72 miles of single track. All of the track has 
 been relaid since January 1st, 1909, with 60 lb 3^" grooved girder 
 rail of special design, and at the present time is in excellent condi- 
 tion. 
 
 There are 36 special layouts in the California Street system, 
 of which 19 have already been classified under "United Railroads 
 property jointly operated." The remainder consist entirely of 
 built-up layouts, and for the most part are in fair condition. 
 
 The Company owns 44 double-end, single-grip cable cars, of the 
 *'old California" type, which have been built since 1906, all of the 
 old rolling stock having been destroyed at the time of the fire. All 
 the equipment is in good condition, and a proper schedule of main- 
 tenance is in force. 
 
350 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 The only car house owned by the Company, at California 
 and Hyde Streets, was rebuilt following the fire of 1906, and 
 is in fair condition, although hardly suitable for car storage 
 purposes on account of the fire risk. The only fire protection 
 provided consists of a few patent extinguishers and hose 
 reels, and the track layout is such that it would be practically 
 impossible to remove the cars quickly. 
 
 A repair shop is operated in connection with the car house, 
 and is adequate to take care of any work which may come 
 up in the ordinary course of operation, even to the extent of 
 building or rebuilding cars, trucks and grips. 
 
 Power is furnished from a steam plant in the basement 
 of the main building, and while old, the plant is in sufficiently 
 good condition for present purposes. 
 
 PRESIDIO AND FERRIES RAILWAY 
 
 This company operates about 8.13 miles of single track, 
 .3 miles of which is used jointly with the United Railroads. 
 The rail used is as follows : 
 
 107-109 tb 7"-9" trilby rail 70% 
 
 81 tb 4" trilby rail 13% 
 
 85 tb 9" girder rail 11% 
 
 70 tb tee rail 6%, 
 
 100% 
 
 Most of the track is in good condition. 
 
 There are 23 special layouts on the lines of this company, 
 of which half are used jointly with the United Railroads. All 
 are of the hard center type, and in good condition. 
 
 All overhead construction is of the span type, using iron 
 poles, and is uniformly in good condition. 
 
 The car equipment consists of 29 single truck cars, which 
 were purchased from the United Railroads and are of the same 
 type as its 600 class. While the rolling stock is kept in good 
 condition by a proper schedule of inspection, maintenance and 
 painting, the type and motor capacity is inadequate, especially 
 for other than hill-top service as already reported in Chap- 
 ter 9. 
 
 One car barn is owned by the company at Union and Gough 
 Streets, which is just about sufficient to house the entire equip- 
 ment, and provides ample facilities for inspection and for removal 
 of cars in case of fire. 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 351 
 
 Direct current power is purchased from the United Rail- 
 roads, the Company having no sub-station or power house 
 equipment of its own. 
 
 Car Maintenance, United Railroads 
 
 As maintenance of equipment forms one of the most impor- 
 tant elements of good service, the organization and general 
 results are here dealt with in some detail. The five principal 
 departments of car maintenance— machine shop, electrical re- 
 pair, car wiring, overhauling, and car building— are now con- 
 solidated under one head, the master mechanic, at the Geneva 
 Avenue shops. Here all general overhauling and heavy re- 
 pairing is done, while inspection and light repairs are carried 
 out at the various car barns, likewise under the direction of the 
 master mechanic. Two car houses, Turk and Fillmore, and Twenty- 
 fourth and Utah Streets, are equipped for such overhauling as neces- 
 sitates removal of trucks and motors. 
 
 Daily inspection at car houses covers trucks, brakes, and 
 brake rigging. Once a week, a complete inspection is made of 
 all equipment, mechanical and electrical, the cars being held 
 out of service in rotation for this purpose. Brake shoes are 
 changed on general inspection day if worn so as not to last 
 another week. 
 
 Each car is cleaned daily, including sweeping, dusting, and 
 cleaning windows, and is washed inside and out once a week 
 on its general inspection day. A vacuum cleaner is being used 
 at the Geneva Avenue car house with effective results. 
 
 Every thirteen months, each car is completely overhauled, 
 repaired and either repainted or revarnished as may be neces- 
 sary. 
 
 Maintenance Record. Neglecting the temporary retrench- 
 ment of maintenance in 1908 shown by the graphical record. 
 Fig. 98 it appears that since that time a general rehabili- 
 tation of the rolling stock has taken place. An inspection also 
 shows that the important equipment has been put in good con- 
 dition for service. The effectiveness of the work is shown by 
 a decrease in the actual cost of car maintenance, and at the 
 same time an increase in mileage. This decrease in maintenance 
 has amounted to 40% in two years, with an increase of 10% in 
 car mileage, which is equivalent to a saving of over 50%. 
 
 Car painting was deferred from 1907 to the summer of 1909. 
 During 1910, the cars were being repainted at a rate of 35 
 per month, and as a result of this schedule, 81% of the total 
 
 1^ 
 
352 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ■ION J. ARNOLD 
 
 60 
 
 SO 
 
 40 
 
 
 SO 
 
 20 
 
 I909 
 
 I9IO 
 
 191 1 
 
 1912 
 
 FIGURE 96— MONTHLY RECORD OF CAR OVERHAULING. 
 
 These curves are of general interest in that they show the relative con- 
 dition in which the rolling stock of the United Railroads is being maintained. 
 The monthly record of work done at the Geneva shops shows a steady in- 
 crease in car overhauling of nearly 50% within the last two years — cor- 
 responding to a change from about a 24 to a 13-month overhauling schedule. 
 The present frequency of complete overhauling is ample to maintain the 
 equipment in good condition. 
 
 P 
 
 CONDITION OF PHYSICAL PROPERTY 
 
 BION J, ARNOLD 
 
 353 
 
 60 
 
 1908 1909 
 
 leio 
 
 isn 
 
 19)2 
 
 FIGURE 97— RECORD OF CAR PAINTING AND VARNISHING. 
 
 Giving an idea of the relative amount of attention paid to the appearance 
 of rolling stock. The curves show a very rapid increase in the cars repainted 
 per month up to 1910 and since that time a rapid decrease, but within the 
 two-year period 500 cars, practically all of the old equipment, were repainted. 
 Since 1910, the number of cars revarnished per month has shown a steady 
 increase until now practically all of the cars run through the paint shop are 
 revarnished only. The 12-month schedule of cars passed through the paint 
 shop now in force will be ample if continued, and indicates very good main- 
 tenance. 
 
CONDITION OF PHYSICAL PROPERTY 
 
 355 
 
 FIGURE 98— RECORD OF CAR MAINTENANCE EXPENDITURES. 
 In fixing upon a reasonable maintenance standard in a resettlement 
 plan, it has been necessary to determine the effectiveness of past maintenance 
 work and its relation to earnings. These curves show that succeeding the 
 abnormal condition following the fire and strike, the expenditures for car 
 maintenance in all its branches with the single exception of painting have 
 been increased by 10%, resulting in a drop of over 50% in maintenance cost 
 per car mile. While this record alone might indicate a general curtailment in 
 maintenance, reference to other records of the actual amount of work done, 
 however, indicates an improved standard. In fact, since 1909, the effective- 
 ness of car maintenance work has greatly increased, resulting in a lower 
 actual cost and better conditions than formerly. 
 
 equipment was gone over. The record, Fig. 97, of cars pass- 
 ing through the paint shop indicates that the equipment is under- 
 going effective maintenance. The overhauling record, Fig. 96, 
 also indicates increasing maintenance— nearly doubled since 1910, 
 due to a reduction of the overhauling schedule from 21 months 
 in 1910 to 13 months in 1912. 
 
 Electrical equipment maintenance record shows improved 
 operating conditions by consistent decrease in armature removals 
 per car mile— 12% in two years. During this time the cost has 
 
 decreased 30%. 
 
 Probably the best index of maintenance is in the number 
 of pull-ins, or conversely, the number of cars in operation. On 
 this system, car miles per pull-in increased from about 2,000 
 for March, 1910, to 3,500 in July, 1912, an increase of 75%. By 
 actual inspection on July 15, 1912, 92% of the equipment was 
 found to be in service during the rush hour. Of the balance 
 _go;^^_one-third was in the shops for repairs. This good record 
 has, of course, no bearing on the adequacy of the equipment, 
 but rather indicates the policy of the Company in the matter of 
 car maintenance. 
 
f ' 
 
 f' 
 
 PART VI 
 FRANCHISE AND LEGAL MATTERS 
 
 Chapter 1 6. Charter Amendment (34) . 
 
 Chapter 1 7. General Franchise Ordinance. 
 
 Chapter 18. Present Franchise Status. 
 
 Chapter 1 9. Report on Taxable Mileage. 
 
I 
 
 I hi 
 
 f t 
 
 13 
 
 CHAPTER 16 
 
 CHARTER AMENDMENT No. 34 * 
 
 Discussion of Underlying Principles 
 
 In Chapter /, dealing with Present Transportation Conditions, there were 
 reviewed verp hriefl}f some of the essential matters relating to fran- 
 chises and regulations that must he given serious attention before it wdl 
 be possible to reach an^ satisfactory^ permanent settlement of the 
 various questions involved in transportation service of San Francisco. 
 This review also emphasized the uncertain status of the railway cor- 
 poration with regard to its franchises, the retarding effect of the 
 present city Charter provisions on further investment of private capital 
 and the possibiiity of a contract-franchise plan involving municipal 
 regulation and profit-sharing by which the perplexing problems of 
 the past and future might be merged into that of the present solution. 
 This chapter presents for consideration the basic principles of Charter 
 Amendment No. 34 submitted to referendum vote on December lOtK 
 1912. The full text of this Amendment will be found in the Ap- 
 pendix hereto. 
 
 There are two distinctly different situations which call for solu- 
 tion in the pffesent Charter revision. 
 
 1st. The mitlining of future conditions pertaining only to 
 nezv franchises granted subsequent to the passing of the amend- 
 ments either as 
 
 (a) Trunk line franchises, or 
 
 (b) Extension franchises. 
 
 2d. The establishment of conditions which will make possible 
 effective operation under existing franchises and at the same time 
 secure the necessary expansion of the present system by private 
 capital until such time as the City is able and desires to take over 
 the entire properties as a municipal project. 
 
 It is evident from a study of the proposed Charter revision 
 amendments that no provision has been made for this latter and 
 most important condition, for, if the proposed amendments were 
 passed, any contract-franchise plan that might be developed and 
 that did not conform to the provisions of the new amendment, 
 however just and feasible the plan might be for the present sit- 
 uation, would be illegal and impossible to carry out until further 
 enabling amendments were adopted. It therefore seems desir- 
 able, if these amendments are to be adopted now, that a section 
 be incorporated in the revised Charter, dealing specifically with a 
 
 •Formerly Preliminary Report No. 13. submitted Nov. 5. 1912. .... 
 
360 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 possible contract-fanchise settlement of existing questions, or 
 else that definite provision be made by means of some form of ex- 
 emption clause whereby such a settlement plan may be evolved at 
 any time and put into effect independent of the Charter provisions 
 dealing with new franchises. 
 
 There will follow a detailed analysis of the essential elements 
 of a practicable franchise policy for both present and future wherein 
 are involved the purchasing power of the City, the earning power 
 of present franchises, the legal questions regarding their validity, 
 the respective rights and view-points of the City, the Corporation, 
 and of Labor. 
 
 Taking into consideration the available facts discussed herein 
 and drawing upon the experience of other cities in their effort 
 to find a practicable solution of their transportation difficulties, 
 I interpret the present traction situation in San Francisco, as fol- 
 lows: 
 
 CONCLUSIONS FROM PRESENT CONDITIONS 
 
 1st. The City of San Francisco has created, through the high 
 riding habits of its citizens, an exceedingly profitable traction 
 field from which it should be possible with reasonable capital in- 
 vestment to derive, within the limitations of a 5-cent fare, a high 
 standard of service, as compared with other cities. This condition 
 of service does not take into consideration the results of such 
 catastrophes as have occurred within recent years to curtail the 
 possibilities of the system. 
 
 2d. The powers of regulation over public utilities vested in 
 the municipalities of California are exceedingly broad as com- 
 pared with those of the older cities of the East, and comprehend- 
 ing supervisory power over rates, service, equipment and capital- 
 ization, the reasonable exercise of these powers should place the 
 City in a most fortunate position with respect to utility properties 
 organized after these powers had been confirmed. But before 
 these powers were established, conditions were less fortunate from 
 the City's standpoint, as a result of rights granted. 
 
 3rd. The railway corporation is in unquestionable possession 
 of the best-paying city streets for a long term of years, during 
 which time it will be able to earn out of the property nearly 
 three times its present liberal capitalization, provided of course 
 that in the meantime it renders adequate service over its lines 
 now established. 
 
 4th. Being in possession of the short-haul and most profit- 
 able lines, it will be in a better and better position as time goes 
 on to earn large returns, for the reason that the City has no power 
 
 CHARTER AMENDMENT 34 
 
 361 
 
 to compel extensions; consequently, the poor-paying extensions will 
 either have to be borne by the municipal system, or else the de- 
 velopment of the city grossly retarded. 
 
 5th. It is a fact that, even if the franchises of a large por- 
 tion of the city expired at a given time, the pressure of public 
 necessity would absolutely require the corporation to continue 
 service over the unexpired lines until such time as the City was 
 in a position to operate them under a satisfactory system of rout- 
 ing, so that the earning power of the remaining fragments of the 
 system would continue for some time. 
 
 Since there is nothing in the present franchises requiring the 
 maintenance of the system at a higher standard than that neces- 
 sary to give actual operation, it is quite probable that a general 
 rehabilitation of the system would be necessary, requiring per- 
 haps two years, before the City, even though it had possession, 
 would be in a position to operate the new system efficiently. 
 
 6th. Owing to the fact that the City has embarked upon a 
 fixed policy of municipal ownership and possibly competition, 
 the Corporation does not feel justified in making any extensions, 
 and in fact cannot obtain funds therefor from private investors 
 at reasonable prices. The City therefore must face a situation 
 where the Corporation will continue to reap heavier and heavier 
 profits from its short-haul lines, without making the necessary 
 extensions. The effect which this policy has had upon the devel- 
 opment of the city is already only too apparent and it is perti- 
 nent to reflect what the condition would be seventeen years hence, 
 if this policy were to be continued. 
 
 7th. At the present time- the purchasing power of the City 
 approximates only $50,000,000 for all utility purposes, and if water 
 bonds are excluded from the debt limit, this purchasing power 
 could be exercised for the acquisition of street railway property. 
 These funds, while more than sufficient to acquire the actual physical 
 property, would probably fall short of what the present railway 
 companies would consider reasonable, including franchise values 
 under the contractual relations embodied in the present franchises. 
 
 Moreover, it has been shown that the purchasing power of the 
 City, now entirely pre-empted for other enterprises, will require an 
 increase of at least one-third in the bonding limit for railways alone. 
 And unless such a progressive increase is made, the purchasing 
 power will become more and more inadequate as time goes on and 
 expensive rapid transit projects develop. 
 
 8th. Financial credit is in most cases a function of stability 
 of property and efficiency of management. Therefore, the ques- 
 tion whether the City can underwrite its utilities at a lower rate 
 
362 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 of interest than private capital will accept depends upon these two 
 considerations. And the City must not lose sight of the effect that 
 a wholesale expansion of its municipal undertakings would have 
 upon its credit, and especially with reference to the securities pre- 
 viously issued. 
 
 9th. The Corporation, on the other hand, is beginning to ex- 
 perience, for the first time in its history, the pressure of regulation 
 and supervision, both from the Municipality and the State, and 
 owing to a loss in earnings of approximately $5,000,000 from the 
 fire and strike, it finds itself in a financial position not contem- 
 plated at the time of its organization. Not having elected to pro- 
 vide for such a contingency, it is difficult for it to absorb these losses 
 under the heavy burden of fixed charges and the pressure for 
 dividends. 
 
 10th. The present condition of the property, in spite of the 
 heavy renewals and betterments that have already taken place since 
 the fire, is such as to require a continued program of rehabilitation, 
 necessarily involving heavy expenditures, only a portion of which 
 may be capitalized as betterments and additions. The nature of 
 these renewals is such that to capitalize them in toto would be a 
 duplication of capital unwarranted in modern systems of accounting. 
 The Corporation, therefore, must find itself confronted with the 
 necessity of retiring this extinguished value out of earnings which 
 will necessarily cut deeply into the contemplated return. 
 
 11th. The attitude of Labor, while at present passive, may be- 
 come serious from time to time in the future as it has in the past, 
 although not now apparently imminent, as railway wages in San 
 Francisco are somewhat higher than in other parts of the coun- 
 try, being exceeded in but one instance by a Coast city. However, 
 the determination of a proper wage scale is an ever-recurring 
 problem and with the present tendency toward increasing prices, 
 it seems but a question of time when the wage question, in addition 
 to those of financing, franchises, and regulation, will combine to 
 render increasingly difficult the operation of the Corporation upon 
 its present basis of capitalization. 
 
 12th. The Charter wage scale now in force, as applicable to 
 nrivate corporations, will be shown later to be a practical impossi- 
 bility with a 5-cent fare under any normal conception of adequate ser- 
 vice or reasonable operating ratio. In street railway operation 
 more than in any other public utility, the time limit for working 
 hours and the high minimum wage imposed by the Charter, work 
 exactly opposite to the provision of adequate rush hour service. 
 The adoption of this wage scale would prevent the Corporation 
 from earning a reasonable return upon its present bonded debt, to 
 say nothing of attempting to earn a return upon its present cap- 
 
 CHARTER AMENDMENT 34 
 
 363 
 
 italization. Even if a reasonable return upon the value of the phys- 
 ical property only were under consideration, the operating ratio 
 under this Charter wage scale would be higher than justifiable 
 under a 5-cent fare, if adequate service is demanded from the Com- 
 pany. 
 
 The wage question should be settled from time to time as 
 new conditions arise, with due consideration for the financial and 
 industrial conditions of the community, and it therefore is, in my 
 judgment, an economic error to legislate wages into a Charter. 
 
 13th. An analysis of the possibilities of the retirement of in- 
 vested capital during various periods of maturity and at various 
 rates of interest shows that it is practically impossible to retire 
 out of earnings street railway investments within so short a period 
 as 25 years— the limit of franchise term under the present Charter— 
 and earn a fair return upon such investment. This arises from the 
 fact that the necessary investment in property is three or four 
 times the annual earnings, so that the annuity rate for a term of 
 25 years may be as high as 11% of the gross earnings, which rep- 
 resents a much larger proportion of the gross earnings than can 
 possibly be appropriated for the retirement of the investment under 
 a 5-cent fare. Consequently, the proposed Charter should be changed 
 so as to either materially lengthen the franchise term, provide for 
 an indeterminate franchise, or make provision for protecting the 
 investment in the property after the expiration of a determinate 
 franchise until such investment can be amortized out of the earn- 
 ings at a reasonable annual rate. This can be effectively accom- 
 plished by the issuance of long-term bonds by the Corporation with 
 the City's consent, and with definite provision for the assumption 
 of this underlying debt by the City at the end of the franchise term. 
 
 14th. In perfecting a franchise plan for the present as well as 
 the future, it is most important to appreciate the seriousness of 
 and to provide for the amortization or decapitalization of that part 
 of the original and subsequent investment, which is not now repre- 
 sented by actual tangible property, but which expenditure never- 
 theless was incurred in order to create the properties as they at 
 present exist; also the additional capital liability with which the 
 properties were burdened over and above the necessary expendi- 
 tures just mentioned. 
 
 Obviously, there are only two plans upon which a property 
 may be organized : 
 
 First, when it is operated to extinction at the end of an ex- 
 isting franchise term ; 
 
 Second, when it is operated as a continuing property in an- 
 ticipation of renewed grant, or sale to the City. 
 
 I 
 
 
364 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 I;' I, 
 
 'I Isl 
 
 ,1 • P 
 
 t 
 
 i 
 
 II. 
 
 Ill 
 
 If operated to extinction, it is evidently incumbent upon the Com- 
 pany to retire all of its capital liability, both tangible and intangi- 
 ble; but if the property is to be continued as will unquestionably 
 be the case, it is economically unnecessary to burden the com- 
 munity with the necessity of creating a property free of debt within 
 the short life of ordinary franchises. Therefore, the first duty of 
 the Corporation should be to decrease its capital account by amort- 
 izing out of its earnings all of this so-called intangible value. 
 
 Summarizing, it is my desire to convey from the above the firm 
 conviction now in my mind, reached only after detailed considera- 
 tion of these various questions, that the present problem is by no 
 means one-sided; that the three factors in the problem— City, Cor- 
 poration and Labor — are equally involved ; and that any settlement 
 of these difficulties that is destined to achieve permanent and sat- 
 isfactory results must be in the nature of an attempt to secure 
 definite, practicable, working results, rather than to strive for the 
 perpetuation of individual rights, all of which are more or less 
 questionable. The great objects are: 
 I. Adequate service ; 
 
 The protection of actual investment, whether municipal or 
 
 corporate ; and 
 The highest rate of wages consistent with the limitations of 
 
 a 5-cent fare, and the proper maintenance and renewal of 
 
 the property. 
 
 Supplementary to these are: 
 
 (a) The method of regulating the utility. 
 
 (b) The method of decapitalizing obsolete investment and 
 intangible values. 
 
 (c) The determining of the question of whether the in- 
 vestment shall be a continuing one or be decapitalized to 
 extinction; and if the latter, the fixing of the period long 
 enough to make it practicable under a 5-cent fare. 
 
 The proper vehicle for the accomplishment of these objects is 
 the modification of the present Charter by suitable enabling amend- 
 ments which will empower the Board of Supervisors to work out 
 and submit to a referendum vote suitable adjustment franchises 
 which will eliminate present contractual relationships and place the 
 City in position to substitute others therefor which will secure the 
 three objects above enumerated.* 
 
 * Upon the submission of the preceding summarization, the Board of Supervisors 
 decided, after discussion, to proceed upon the theory of submitting to the electors a 
 broad enabling act instead of a detailed franchise code, and appointed to draft such an 
 act a special committee consisting of Delos F. Wilcox. Chief of the Franchise Bureau. 
 Public Service Commission, New York City; E, A. Walcott, President of the Civil Ser- 
 vice Commission, City of San Francisco, and Bion J. Arnold. This committee reported 
 November 7th, 1912, and the amendments, after thorough discussion by the Supervisors 
 and others, were with slight modifications, unanimously adopted on the same date. 
 
 CHARTER AMENDMENT 34 
 
 365 
 
 In the complete amendments as finally adopted, were included 
 the following supplementarv amendments: 
 
 Article XII, Chapter I, "Acquisition of Public Utilities," being Sections 1 to 16, 
 
 inclusive, of Article XII of the present Charter. 
 
 Article XII, Chapter II, Sections 1 and 2, inclusive, "Construction of Public Utilities." 
 Article XII, Chapter III, Sections 1 to 5, inclusive, relating to the "Department of 
 
 Public Service" and creating a Public Service Commission for the City and County of 
 
 San Francisco. 
 
 These supplementary amendments, Chapters II and III, as finally passed by the 
 
 Board of Supervisors, contained most of the important revisions that, to me, seemed 
 
 necessary from a study of the amendments as originally drafted. 
 
 SUPPLEMENTAL DISCUSSION 
 
 Tlie Present Charter, which went into effect in 1907, in its 
 general terms was designed to empower the Board of Supervisors 
 with broad regulative powers and control over public utilities 
 operating within the City and County of San Francisco. Appar- 
 ently, none of these powers, as outlined therein, are retroactive — 
 that is, they do not apply to franchises granted prior to 1907 
 unless specific provisions in the franchises anticipated such future 
 revision as actually took place. 
 
 The Board of Supervisors has power to determine rates and 
 prescribe service, wages and hours of labor, and to examine books 
 and records, or cause to be made through arbitration proceedings 
 valuations of property which the City desires to purchase. The 
 Charter declares for municipal ownership of utilities with power 
 to take over traction properties at a fair value, indluding bonus, 
 but excluding franchise value. The franchise term is limited to 
 25 years and awarded to the highest bidder upon the basis of 
 percentage of gross receipts. Conditions surrounding construc- 
 tion and operation of utilities are specified, failure to comply with 
 them working immediate forfeiture of the franchises, which the 
 Board of Supervisors has no power to relieve. Roadbed and fix- 
 tures become the property of the City at the expiraton of the 
 franchise term. 
 
 Having declared for ultimate municipal ownership, the Board 
 of Supervisors is empowered to buy or construct utilities when 
 public necessity demands; but the City's bonded debt is limited 
 to 15% of the assessed realty value with a maximum limit of 75 
 years' life of bond issues, redemption to be commenced within 
 18 years. 
 
 A minimum wage scale of $3.00 for an eight-hour day to ba 
 completed within ten hours, with a one and one-half time rate for 
 over-time, is specified to apply to a'U new franchises granted to 
 privately owned street railway companies, but the same condi- 
 tions are not specified for those employed in municipal enterprises. 
 The Charter, instead of making this condition imperative upon 
 
 it ] 
 
366 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the City, exempts it from the time limit of ten hours in which the 
 eight-hour service must be performed, and also the compulsory 
 payment of a one and one-half time rate for over-time.* 
 
 Proposed Charter Amendments, In order to facilitate the 
 fullest understanding of the principles and purposes underlying 
 the construction of this proposed Charter Amendment No. 34, 
 the following discussions of the underlying principles are appended. 
 Briefly expressed, the purposes of the amendment are : 
 
 1st. To provide in the Charter a "blanket" enabling act, 
 outlining the general terms under which detailed municipal ordi- 
 nances may later be prepared by the Board of Supervisors, sub- 
 ject to the referendum vote. 
 
 2d. To establish the foundation for a comprehensive franchise 
 or administrative code, defining in specific terms the conditions 
 and limitations under which all new franchises may be granted by 
 the City to private operators. 
 
 3d. To empower the Board of Supervisors to carry out a com- 
 prehensive resettlement or adjustment franchise policy by means 
 of which existing grants to private operators may be merged into 
 those of new or adjusted grants containing specific conditions cal- 
 culated to remove the present obstacles to adequate service and 
 continued expansion. 
 
 It has been deemed essential in the preparation of these amend- 
 ments that detailed matters relating to the granting of franchises 
 be incorporated in such a comprehensive franchise code, rather 
 than in the City Charter; that, on the other hand, a City Charter 
 should constitute a simple declaration of principles only, by rea- 
 son of the wide variation in the conditions surrounding the grant- 
 ing of franchises to different utilities which will necessarily change 
 from time to time. The Charter amendments are designed to cover 
 all manner of utilities which, in the expressed determination of the 
 City, fall within the scope of its operations. The franchise code, 
 on the other hand, should cover separately each of the various 
 utilities to be encountered where variations from the general prin- 
 ciples therein expressed need to be specified. 
 
 •This discrimination falls particularly heavy upon a street railway company, owing 
 to the fact that its two periods of daily maximum or rush hour service feach two or 
 three hours long) come so far apart that men employed for one of these periods cannot 
 be employed for the other period without the payment of overtime; otherwise the em- 
 
 {>loyment of additional men is necessary, thus resulting in the payment of a proportionately 
 argc amount of wages for which no service has been rendered. It would seem, therefore, 
 that street railway employees, owing to these unavoidable conditions of the business in 
 which they are engaged, should be willing to extend the total period during which their 
 services are rendered, provided they are paid a suitable wage per hour with a reasonably 
 minimum wage, especially since the total time of actual service is reasonably short, and 
 since they are free to attend to their own affairs during the interval between rush hour 
 periods. As such short runs are usually and properly assigned to students or apprentices 
 in the business, and the full-time, regular runs are reserved for the more experienced 
 men, a reasonable disposition of the wage question along these lines should be accom- 
 plished, and by this means secure adequate service under a 5-cent fare. 
 
 CHARTER AMENDMENT 34 
 
 367 
 
 In order to carry out the provisions of franchises hereafter to 
 be granted under ordinances passed by the Board of Supervisors 
 in accordance with the terms of the Charter amendments there 
 is created in other Charter amendments to Article XII, Chapters 
 II and III, a Public Service Commission for the City and County 
 of San Francisco, consisting of three members appointed by the 
 Mayor each for a term of six years, except those first appointed, 
 whose terms end July 1, 1915, July 1, 1917, July 1, 1919, respec- 
 tively This Commission is to have charge of the construction, ex- 
 tension and operation of all municipally owned and operated public 
 utilities, the harbor and water-front and all works located thereon 
 for the use of commerce. This Commission will also exercise con- 
 trol over such other public utilities as the Board of Supervisors may 
 from time to time prescribe, but which are not covered by this 
 Charter. It is also authorized to enter into contracts for construc- 
 tion or for materials necessary for the construction or operation 
 of such utilities, as well as to exercise all other powers over public 
 utilities elsewhere conferred by the present Charter on the Board of 
 Public Works. 
 
 Letter of Transmittal— Amendment 34 
 
 To the Honorable, 
 
 The Board of Supervisors of the 
 
 City and County of San Francisco. 
 
 Gentlemen: 
 
 In accordance with your instructions, zi'e have prepared a draft 
 of Charter Amendment No, 34, relative to the granting of fran- 
 chises upon zvhich we have been able substantially to agree. Such 
 amendment is submitted herewith tinth our recommendation that it 
 be adopted for submission to the people at the Special Election on 
 December loth, 1912, In this amendment we have attempted to 
 cover in general terms the entire subject of the granting of fran- 
 chises leaving to a general ordinance to be enacted later by the 
 Board of Supervisors and ratified by the people the more detailed 
 procedure which may be regarded as essential to protect the City's 
 interests in the granting of franchises in the future. The amend- 
 ment presented contains, we believe, all or practically all the essen- 
 tial features of a general franchise policy, in accordance with which 
 the City should be able to work out satisfactory practical results. 
 Respectfully submitted, 
 
 (Signed) DELOS F. WILCOX, E. A. WALCOTT, 
 
 ^ ^ BION J. ARNOLD, 
 
 Submitted November 7th, 1912. 
 
II 
 
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 368 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 ' \ 
 
 li 
 
 Synopsis, by Delos F. Wilcox, of Charter Amendments Re- 
 lating to various Public Utility Franchises Drafted by 
 the Special Committee Appointed by the Board of 
 Supervisors. 
 
 The Board of Supervisors has no authority to grant franchises 
 for any public utility except in accordance with the provisions of 
 the Charter. 
 
 The outstanding street railroad franchises make no provision 
 for extensions into outlying territory. 
 
 The outstanding gas, electric and water franchises, acquired 
 under the Constitution of 1879, cover only such streets and parts 
 of streets as were actually occupied with mains prior to the adop- 
 tion of the Constitutional Amendments on October 10th, 1911. 
 
 Consequently, no extensions of street railroads, gas or water 
 pipes, or electric lines can be made under existing franchises, even 
 if the companies are willing to make them. In every case, new 
 franchises are required. 
 
 The provisions of the existing Charter relative to the grant of 
 franchises have proved to be impractical, as they tend to penalize 
 the companies for doing what the City wants them to do, namely, 
 extend their lines. For a company to accept a franchise for an 
 extension, under the present Charter, the extension would have to 
 be unusually profitable taken by itself, while in most cases where 
 the extensions would have to be carried by the profits earned on 
 the main lines or in the areas of dense service, there is nothing 
 whatever to induce the companies to build and the City has no 
 power under existing franchises to make them build. 
 
 This situation has long been critical in regard to street rail- 
 ways, and, under the recent decision of the Supreme Court in 
 the Russell case, will soon become equally critical as to water, gas 
 and electric service. 
 
 These conditions made necessary the proposed amendment to 
 the Charter relative to franchises. If this amendment is defeated 
 there will not be another opportunity to amend the present Charter 
 until two years hence. 
 
 The proposed franchise amendment is based upon the City's 
 declared policy of ultimate municipal ownership. Not only do all 
 franchises require a three-fourths vote of the Board of Supervisors, 
 but in case they are vetoed by the Mayor, they can be repassed only 
 by a five-sixths vote. Moreover, the Mayor can, if he wishes, insist 
 upon a referendum, and every grant of a new franchise to renew 
 
 m 
 
 CHARTER AMENDMENT 34 
 
 369 
 
 or replace an existing one must be submitted to the people. Entirely 
 new grants and grants for extensions are subject to the sixty-day 
 optional referendum procedure for due publicity, and time for de- 
 liberate consideration is carefully provided for. The right of the 
 City to take over the franchise and property at any time is expressly 
 stipulated, and in order that this power of purchase may be some- 
 thing more than mere power on paper, it is required that provision 
 shall be made in the franchise itself for the accumulation of a pur- 
 chase fund out of earnings, so that the property will actually be 
 paying for itself, and the City will be getting into a better position 
 in regard to it every year. 
 
 On the other hand, under the proposed franchise plan, the 
 actual investment of capital in any utility enterprise would be 
 amply protected and wou'ld be allowed to earn a fair return and 
 be sure of not losing out in the end. The requirement in the 
 present Charter that a fixed percentage of gross receipts men- 
 tioned in the Charter itself must be paid whether the utility or 
 the extension is able to pay even operating expenses or not has 
 been cut out. 
 
 The existing provision that the property in the streets shall 
 revert to the City without payment at the expiration of twenty- 
 five years and forbidding a re-grant beyond that time is also 
 eliminated, and in place of it is put a more elastic provision to the 
 effect that part or all of the capital must be retired within the 
 twenty-five year maximum period for original grants, but that if 
 the capital has not all been retired within that time and if the City 
 does not choose to buy the property, the holder of the franchise 
 shall be entitled to fifteen years more to get his money out. 
 
 The existing minimum wage provision as applied to franchises 
 is eliminated from the Charter for the reason that it seems better 
 to leave the whole matter of wages to be negotiated in connection 
 with each particular franchise or between the employees and the 
 owners of the utility. 
 
 It makes the Charter conditions less forbidding to capital, and 
 does not prevent the establishment of a minimum wage in the 
 franchise itself if it can be agreed upon at the time. The eight- 
 hour day is kept, but the provision is liberalized with reference to 
 street railways so as to make the eight-hour day actually work- 
 able under the conditions of that business, which requires the 
 employment of a great many extra men for the rush hours, morn- 
 ing and night, if the people are to have reasonable service. As 
 stipulated in the proposed amendment, the eight hours' work of 
 the operating force of a street railway must be completed within 
 thirteen hours, while in all other utilities the eight hours' work 
 
370 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 1 1' 
 
 ;{ I 
 
 must be completed within ten hours. This change removes a 
 barrier that now practically prohibits the. enlistment of capital in 
 street railway building. 
 
 The existing prohibition of all exclusive franchises for pipes, 
 wires or conduits, which was based on the constitutional provision 
 in force prior to 1911, has been liberalized so that exclusive fran- 
 chises may be granted which wou'ld tend to induce private capital 
 to enter outlying fields. But the interests of the City are safe- 
 guarded by requiring that any such franchise must be subject to 
 purchase and must provide for extensions of the plant as the 
 public needs require. 
 
 Moreover, under the amendment, the Board of Supervisors 
 does not need to wait for anybody to apply for a franchise for an 
 extension or for a new utility, but may on its own motion declare 
 the necessity for the construction of such extension or new utility, 
 and advertise for bids. The City may advertise in all the financial 
 centers of the world, if necessary, calling attention to the oppor- 
 tunity for investment. 
 
 But, after all, the most important provisions of this amend- 
 ment relate to a possible resettlement of the franchises of existing 
 utilities to the end that in return for the practical guarantee of 
 their fixed investment and the new money put in from time to time, 
 they shall surrender their outstanding franchises and come in 
 under a new deal by the terms of which the City will get the 
 right peaceably to acquire the property by paying a fixed price 
 therefor, and the companies will obligate themselves in the mean- 
 time to make extensions and begin to retire their capital out of 
 earnings. 
 
 As an extra safeguard, the City may provide for the transfer 
 of the property to a new company, if, through persistent failure 
 of the old company to co-operate in good faith in carrying out 
 the spirit of the agreement, it seems useless to expect good re- 
 sults from the management then in control, and if the City is not 
 then in a position to take the utility over for municipal operation. 
 At the same time, the Company will be protected against ca- 
 pricious or corrupt action on the part of the City authorities by 
 the requirement that any new company may be required under 
 the terms of the franchise to pay a bonus to the owner of the 
 property in addition to what the City would have to pay if the 
 property were being taken over for public ownership. 
 
 This licensee provision is not made obligatory, but may be 
 inserted in a resettlement franchise if the City desires to put it 
 
 CHARTER AMENDMENT 34 
 
 371 
 
 in. In fact, the amendment is in effect an enabling act under 
 which the City would be able to open up the whole franchise 
 question with the companies and in accordance with certain gen- 
 eral principles fixed in the amendment, negotiate for a rational 
 resettlement of the big utility problems now confronting San 
 Francisco. 
 
 As to grants of new franchises that are not resettlements of 
 existing franchises, they are to be regulated more in detail by 
 a general ordinance to be adopted by the Board of Supervisors 
 and ratified by the people subsequent to the adoption of the 
 Charter amendment and its final enactment by the Legislature. 
 
 ,31 
 
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 CHAPTER 17 
 
 GENERAL FRANCHISE ORDINANCE 
 
 Analysis of Essential Requirements 
 
 Charter Amendmeni No, 34, as an enabling act, contemplated that 
 indhidual franchises should conform to a general franchise ordinance 
 drawn under its provisions. In the following topical abstract are pre- 
 sented and later discussed some essential requirements which, in my judg- 
 ment, should be incorporated in such ordinances. These provisions were 
 all considered in detail, both as to their present and future operation, before 
 Amendment No. 34 was drafted into its final form, but could only receive 
 the briefest mention therein. The major subjects involved are: Extensions, 
 early losses, franchise term, decapitalization, sinking fund reserve, valuation, 
 purchase clause, profit sharing, wage scales and regulative control. 
 
 RECOMMENDATIONS 
 
 General Premises. Ultimate municipal ownership, but uni- 
 fied operation with a uniform fare and universal transfers. Grad- 
 ual acquisition and ultimate recapture of complete property 
 assisted by decapitalization. Underlying property considered as a 
 continuing investment. Municipal control of service, equipment, 
 operation and audit. Profit-sharing plan with compulsory exten- 
 sions proportionate to earnings. 
 
 Supplemental Charter Amendments 
 
 1. Unified Public Service Commission with representation for 
 each utility in a voting board, unrestricted by local political influence. 
 Balance of power to be vested in Chairman-Arbitrator, experienced 
 in the administration of utilities. Engineering representation essen- 
 tial. Commission to exercise executive functions of the city gov- 
 ernment in utility matters, subject in its orders and decisions to 
 review only by the State Railroad Commission and in turn by the 
 Courts ; to determine standards of service, construction, and account- 
 ing, with supervisions thereof; to determine the necessity and rea- 
 sonableness of extensions ; to certify to all questionable matters relat- 
 ing to franchises requiring legislative action by the Supervisors; 
 and to constitute a guardian of the City's rights in the administration 
 and regulation of its utilities. 
 
 2. Expansion of the City's purchasing power for the progressive 
 absorption of utilities. Art. XII, Sec. 14, of the present Charter, 
 
I « 
 
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 374 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 establishes the City's policy, which needs to be broadened by ex- 
 empting from the present debt limit revenue-producing utilities and 
 by permitting construction on the district assessment plan. Limiting 
 the discount on City utility bonds rather than fixing the minimum 
 selling price at par will facilitate prompt financing. 
 
 New or Orifi^inal Franchises 
 
 1. Indeterminate form of franchise with continuing option for 
 recapture by City by assuming underlying debts not exceeding 
 depreciated value of physical property at date of purchase; surren- 
 der of present determinate franchises obligates the City to regrant 
 on the indeterminate plan under agreed conditions specified therein. 
 
 2. City bonds to be acceptable to Company for part or entire 
 payment, secured by the general credit of the City or by the earnings 
 on the property. 
 
 3. Adherence to the present length of franchise term — 25 
 years ; extension to a maximum total period of 40 years permissible 
 in the event franchise is not recalled by the City purchasing or find- 
 ing a purchaser for the property. 
 
 4. Utility bonds covering underlying debt to be permitted to 
 mature between these two periods under guaranteed assumption of 
 underlying debt by the City at any prior purchase.! 
 
 5. Corporation to fully decapitalize out of earnings during its 
 franchise term all elements of intangible value, depreciated or other- 
 wise permanently extinguished, and a proportion (increasing with 
 the length of the term) of the tangible value. 
 
 6. Recapture proceedings to include an arbitrated valuation of 
 property, or else an agreed value; the chief arbitrator in case 6i 
 disagreement to be selected by the State Railroad Commission, or 
 finally by the Supreme Court. 
 
 7. Purchase price at any time to include "present value" of 
 property and plant (including such intangible elements as interest 
 during construction, early losses, brokerage or bond discount and a 
 graduated purchase bonus) minus values retired by sinking fund 
 or accruals thereto; indeterminate franchises disregard franchise 
 value, good will, going value, etc. 
 
 8. If City exercises its option to purchase during franchise 
 term, Company to receive a bonus decreasing from a maximum of 
 20% above the cost of producing the property new as governed by 
 the terms of the franchise by equal yearly steps to zero at expira- 
 
 I 
 
 Bonded investment might be limited to not over 71% of the reproduction value of 
 the property new, balance to be made up by issues of preferred stock, carrying a suffi- 
 ciently high return rate to bring the price near par; subsequent issues to cover possible 
 extensions to be financed on the same basis or else the difference between bonds and 
 total cost to be made up out of earnings from time to time. 
 
 f 
 
 GENERAL FRANCHISE ORDINANCE 
 
 375 
 
 tion, less the amount accumulated in the amortization fund to date 
 of purchase, at which date the City will also receive, without cost, 
 the amount then accumulated in the renewal fund, care being taken 
 by the City at the time of granting the ordinance to see that suit- 
 able maiatenance and renewal funds are established sufficient to 
 maintain and keep the property in first-class condition. The initial 
 bonus to be increased to 25% and similarly decreased if the prop- 
 erty is re-sold or leased to private ov/ners or operators. 
 
 9. Sinking funds to be in the hands of a qualified trustee and 
 invested by him in Company bonds at market price when below par 
 (when above par, subject to call at stated premiums) or in other 
 safe investments. 
 
 10. Extensions, their necessity and reasonableness, to be deter- 
 mined and certified to by the Commission when the operation of 
 such extensions would fall within the limit of a reasona1)le return 
 on the entire investment. 
 
 IL Rental value of extensions built by the City to be deter- 
 mined by the Commission, such extensions to be maintained by the 
 operator. 
 
 12. Appraised value of equipment provided by the Company 
 (cars, overhead and underground transmission) to be assumed by 
 the City as part of an extension acquired, provided that it be 
 adequate for the service and in good operating condition. 
 
 13. Short extension and connecting franchises to be granted 
 upon certification by the Commission without referendum. 
 
 14. All extension franchises to expire simultaneously with 
 connecting franchises ; conditions and obligations of extension fran- 
 chises to conform in general with those of connecting lines, except 
 where specifically exempted. 
 
 15. Validity of franchise grants to be contingent upon the 
 completion of construction work contemplated thereunder within 
 three years (or less in some cases) and with continuous operation 
 thereafter under conditions specified. 
 
 16. Modification of obsolete conditions and unreasonable ob- 
 ligations imposed in original grants, or exemptions from percentage 
 franchise taxes or other conditions in the case of non-paying exten- 
 sions, to be permitted when necessary at the discretion of the Com- 
 mission. 
 
 17. Income from extensions to be assumed as that proportion 
 of the total earnings of the route connecting therewith which the car 
 mileage over the extension bears to the total car mileage of such 
 connecting route; this mileage to be determined from official 
 schedules filed with the Commission. Operating expenses to be 
 averaged over the entire mileage of the system. 
 
376 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 18. Fixed conditions, such as income distribution, except the 
 divisions to City, Company and Labor as fixed in the ordinance, 
 reserves, type of motive power, routing, headway, and other vari- 
 ables to be readjusted from time to time with the consent of the 
 Supervisors upon proper verification of the necessity therefor by 
 the Commission. 
 
 19. Distribution of income to be appHed in the following order : 
 (1) direct operating expenses* and taxes; (2) reserve for renewals 
 to cover permanent shrinkage due to normal wear, depreciation, 
 obsolescence, inadequacy, etc.; (3) reasonable interest return on 
 investment (or in the case of resettlement franchises, a basic return 
 on "agreed capital value") ; (4) amortization fund for decapitaliz- 
 ation of intangible and tangible investment; (5) contingent reserve 
 fund for providing for lean years and other emergencies;! (6) 
 balance or residual net to be shared by Company and possibly by 
 City, with some provision for employees' bonus, pension and disabil- 
 ity fund. 
 
 20. In order to avoid delays and brokerage, and upon authoriz- 
 ation by the Commission, cash reserve funds for renewals or amort- 
 ization (but not accident fund) may be used temporarily to meet un- 
 expected, unavoidable or extraordinary demands for money neces- 
 sary to place the railway property in operating condition as it existed 
 prior to any accident caused by earthquake, fire or other acts of 
 God, and provided further that the Commission shall, at the time 
 such loans are made, see that ample security is provided for the 
 safe return to the amortization fund of all the money so borrowed 
 from said fund, and to the renewal fund the amount expended out 
 of said fund in excess of the actual accrued depreciation (to the 
 date of the accident) of the property destroyed. The difference 
 between the original cost of the property destroyed and the accrued 
 depreciation (to the date of the accident) plus salvage shall be 
 taken from the contingent reserve fund (5) defined in the next 
 preceding paragraph of this chapter, and in case said fund (5) is 
 not sufficient to meet the loss, the difference between said loss and 
 the amount in said fund (5) shall be taken from amortization fund 
 (4) described in the same paragraph. 
 
 21. No franchises or property acquired thereunder to be sold, 
 leased, or otherwise disposed of without the City's consent, and 
 recommendation by the Commission. 
 
 •Including maintenance and insurance but excluding taxes and depreciation. 
 
 tThis fund should be accumulated monthly by appropriating a comparatively small per- 
 centage of the gross receipts, and when it reaches a certain maximum amount as agreed 
 in the franchise, all additions to it thereafter above this amount can then be used at the 
 discretion of the Board of Control for any or all of the following purposes: (a) to 
 improve service, (b) to reduce capitalization, fc) to reduce fares, or (d) to be divided 
 between City and Company upon an agreed basis. 
 
 GENERAL FRANCHISE ORDINANCE 
 
 377 
 
 22. Forfeiture of franchise to be the penalty for substantial 
 failure or refusal to comply with conditions therein not due to 
 causes beyond the Company's control; this penalty to involve re- 
 capture of both franchise and property by the City without cost, sub- 
 ject to court decision. 
 
 23. On final expiration of franchise, all fixed property m the 
 streets to then revert to the City except additions made by order of 
 the Commission during the last five years and except unamortized 
 renewals and betterments during this period ; these to be purchased 
 by the City at an agreed or arbitrated value. 
 
 24. City to have power of entry and supervision of audit of all 
 Company's property and books; the Commission to conduct such 
 supervision of finances, operation, service, and equipment as it 
 deems necessary for the protection of both public and investors. 
 
 25. Profit-sharing with the City to be voluntary with Company, 
 in lieu of which a proportionate return to the City is to be secured 
 through franchise taxes on gross receipts, the franchise to be 
 awarded to the highest bidder. 
 
 26. Right-of-way to be maintained in such condition as not to 
 damage abutting pavement ; franchise obligations in this regard to 
 be construed in such a manner that the right-of-way paving may 
 be in at least as good condition as the street paving ; in default of 
 which the City may order repairs at the expense of the grantee, 
 after reasonable notification. 
 
 27. Company to be relieved of special obligations constituting 
 a drain upon income not properly a direct charge thereto, such as 
 street lighting, free transportation, etc. 
 
 28. Company to be assured protection against avoidable obstruc- 
 tion of its rights-of-way through adequate enforcement of traffic 
 regulating ordinances. 
 
 29. Impounding of reserve funds, established for and accruing 
 to the benefit of the City in the decapitalization of property, to be 
 provided against in the event of receivership proceedings. 
 
 30. Wages and conditions of labor to be adjusted from time 
 to time through the mediation of the Commission as arbitrator or 
 automatically through the disbursement of the employees' benefit 
 
 fund. . . . 
 
 31. Exemption clause to be incorporated permitting resettle- 
 ment of existing franchises under specific conditions subject to the 
 approval of the Commission and the voters. 
 
 Resettlement Franchises — Supplemental Recommendations 
 
 1 Resettlement franchises to incorporate the following pro- 
 visions: (1) minimum rate of extensions— cumulative ; (2) rehab- 
 
I 
 
 378 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 ilitation, maintenance and renewals; (3) agreed initial capital or 
 investment value; (4) methods of audit and additions and better- 
 ments; (5) amortization of intangible and tangible values; (6) 
 basic return on agreed capital value; (7) apportionment of divisible 
 net receipts; (8) profit-sharing; (9) conditions of purchase, sale, 
 or lease of property. 
 
 2. City streets to be cleared of all unused franchises now void 
 from lapse, disuse, non-construction, or abandonment. 
 
 3. Period of expiration and operating conditions of all out- 
 standing franchises to be equalized between trunk lines and exten- 
 sions. 
 
 4. Virtual (though not necessarily a contractual) monopoly to 
 be recognized only under the condition that the Company build ex- 
 tensions determined upon or approved by the City through the 
 Commission and to render adequate service thereover up to the limit 
 of a fair profit on the investment in the entire system. 
 
 5. Municipal system to follow a policy of co-operative develop- 
 ment rather than competition, with the object of ultimate incorpora- 
 tion into a unified system through purchase or lapse of existing 
 iranchises. 
 
 6. Public Service Commission or an especially organized Board 
 of Control, comprising adequate Company as well as City represen- 
 tation, to have complete and independent administration of such 
 resettlement ordinances involving the profit-sharing plan. 
 
 7. Rehabilitation of existing properties to be carried out at a 
 minimum annual rate, assisted by such proportion of the earnings 
 as permitted by a reasonable net return to the Company. 
 
 8. Cost of rehabilitation may be carried for a period and cap- 
 italized, but with provision for amortizing out of earnings during 
 franchise term all accumulated intangible value due to rehabiUta- 
 tion. 
 
 9. Recognized capital investment for resettlement purposes to 
 be the appraised depreciated value of operative property at date of 
 appraisal plus full value of betterments and additions made between 
 date of appraisal and date of settlement (if these dates are within 
 one year of each other, but if more, depreciation on said betterments 
 and extensions to be deducted; and including such initial intangible 
 values as reasonably represent the then (date of settlement) present 
 value of franchise earning power, considering the property operated 
 to expiration under reasonable conditions of up-keep, service and 
 return on investment. The purchase price to the City at any time 
 to be the value thus obtained, less reserve fund accruals, plus the 
 percentage as described in Paragraph 8 of this Chapter under 
 "New or Original Franchises." 
 
 GENERAL FRANCHISE ORDINANCE 
 
 379 
 
 10. All accumulated reserve fund remaining undistributed for 
 the purposes intended, to be applied to the reduction of the purchase 
 price at termination of franchise or upon declaration of purchase by 
 City. 
 
 11. Company to decapitalize out of earnings all initial agreed 
 intangible values, plus permanent shrinkage in value due to depre- 
 ciation, during the first franchise period of 20 years ; thereafter to 
 decapitalize depreciation and all value represented by fixed struc- 
 tures in the streets and real estate used in the operation of the road, 
 provided, however, that the Company shall have the right to pur- 
 chase said real estate, at the value fixed in the appraisal, upon 
 which the ordinance was based. 
 
 12. City to accumulate out of its share a reserve fund for the 
 following purposes: (a) The purchase of the Company's bonds 
 or stock in the manner of a trustee so as to ultimately acquire the 
 Company's equity in the property; or (b) The gradual acquirement 
 of new property additions by applying all or part of its share to the 
 construction of needed extensions, particularly during the last ten 
 years of franchise life. 
 
 13. Extensions to be built by the Company as directed or ap- 
 proved by the City (up to the limit of a reasonable net return), 
 with a fixed minimum mileage for two or three-year periods ; this 
 to be cumiulative at the discretion of the Commission. 
 
 14. Net residual income over prior agreed return to the Com- 
 pany on investment to be divided between City and Company on a 
 profit-sharing plan, with possible provision for a bonus, pension and 
 benefit fund for Labor. 
 
 15. Definite period for abandonment and delivery of property 
 by Company to be provided in the event of City purchase to in- 
 sure uninterrupted operation of the system as a whole. 
 
 16. Labor difficulties not settled by the Commission to be ar- 
 bitrated ; but no arbitration to be made within the period of time 
 covered by the last settlement. . 
 
 17. City's right to initiate extensions and compel connecting 
 service thereon subject to appeal by Company to State Railroad 
 Commission or the Courts, except in case of service over extensions 
 built by City or by assessment. 
 
 18. Certification of proper cost of construction of extensions, 
 betterments, and improvements, by the Commission necessary to 
 insure proper entries in capital account. 
 
 19. Profit-sharing plan contemplates City representation on 
 Company directorate with stockholders' qualifications, preferably 
 through Chairman of the Commission. 
 
 
380 
 
 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 GENERAL FRANCHISE ORDINANCE 
 
 381 
 
 II ' 
 
 ..i< 
 
 1 
 
 1, u 
 
 20. In order to avoid delays and brokerage, and upon authoriz- 
 ation by the Commission, cash reserve funds for renewals or amort- 
 ization (but not accident fund) may be used temporarily to meet un- 
 expected, unavoidable or extraordinary demands for money neces- 
 sary to place the railway property in operating condition as it existed 
 prior to any accident caused by earthquake, fire or other acts of 
 God, and provided further that the Commission shall, at the time 
 such loans are made, see that ample security is provided for the 
 safe return to the amortization fund of all the money so borrowed 
 from said fund, and to the renewal fund the amount expended out 
 of said fund in excess of the actual accrued depreciation (to the 
 date of the accident) of the property destroyed. The difference 
 between the original cost of the property destroyed and the accrued 
 depreciation (to the date of the accident) plus salvage shall be 
 taken from the contingent reserve fund (5) defined in the next 
 preceding paragraph of this chapter, and in case said fund (5) is 
 not sufficient to meet the loss, the difference between said loss and 
 the amount in said fund (5) shall be taken from amortization fund 
 (4) described in the same paragraph. 
 
 GENERAL DISCUSSION OF FRANCHISE PROVISIONS 
 
 Extensions. The status of a private utility having a 
 practical monopoly for at least 17 years is entirely different from 
 one seeking new franchises. Apparently the City has no power to 
 compel extensions. Therefore, if adequate service is maintained the 
 United Railroads may continue to operate to the end of its fran- 
 chise term without making extensions. 
 
 On the other hand, any new utility or extension to existent ones 
 must conform to the present Charter provisions until amended. For 
 a new franchise, this is simply a question whether the present con- 
 ditions can be met with profit. But for an extension, the service 
 must be so organized as to permit of one set of operating conditions 
 on trunk lines and another on extensions. This necessarily leads 
 to "shuttle" service over the extension where through service will 
 be demanded, and an involved wage situation. Therefore, if the ex- 
 isting Charter is impracticable for the present system, it will be 
 equally so for extensions thereto, which fact practically debars fur- 
 ther extensions in San Francisco, except to the municipal system. 
 
 Equalization of Franchise Life. Extension franchises run- 
 ning longer than the trunk line franchise will be of very question- 
 able value after the latter's termination. At best, extensions are 
 usually non-paying for some years. The retirement of investment 
 is therefore even more difficult than on a trunk line, especially in 
 such a short period as 17 years. To adequately protect such invest- 
 
 ment, it is necessary that the bonds issued therefor may have a term 
 enough longer to permit of a reasonable sinking fund rate, and that 
 the City assume the unamortized debt at the expiration of the fran- 
 chise, receiving equivalent property value. The attempt to impose 
 impractical conditions on a short-term extension franchise will pro- 
 hibit private investment, and therefore either the municipality or 
 the citizens benefited must supply the capital. Equalization of the 
 franchise life upon a just basis between long and short term fran- 
 chises therefore becomes necessary and desirable so that on ex- 
 piration, the entire system reverts to the municipality at a given 
 time, when the City is then free to extend its own system. 
 
 Early Losses. Extensions must precede rather than fol- 
 low development of traffic, so that early losses may be expected. 
 Even if a practical method could be found for accurately accounting 
 for earnings and operating expenses of extensions, which is not 
 known to me, it would obviously be impossible to retire the true 
 investment out oi such limited earnings if it is difficult to do so 
 during the limited franchise term desired on lines of heavier traffic. 
 Extensions must be carried by the trunk lines, and the City logically 
 can only require extensions up to a point where dilution of earnings 
 of the main system thereby reduces the net income to the minimum 
 necessary to support the entire true investment. Should the City 
 itself eventually participate in the net earnings under a resettlement 
 franchise plan, this would automatically operate as a curb to un- 
 reasonable demands of its citizens for extensions. 
 
 Limited Franchise Term. Although a franchise term 
 
 limited to 20 or 25 years is desirable from some points of v?ew, 
 it must be recognized that there are definite limitations to the Com- 
 pany's ability to retire its invested capital within such short periods. 
 The necessary investment will be at least $3, and possibly over $4, 
 per dollar of annual income. Therefore, with the fare fixed and 
 a minimum operating ratio, the per cent of income that may be di- 
 verted to sinking fund is limited. To retire $100 in 25 years re- 
 quires an annuity of $2.74, when earning 3%, and $2.10 when earn- 
 ing 5%, compounded. Therefore a reserve representing from 6 
 fo 1 1 % of the income would be necessary to retire the capital alone, 
 neglecting entirely the reserve of 6 or 8% necessary for deprecia- 
 tion and 10 or 12% for maintenance. For complete retirement in 16 
 years (that is, by 1929) from 13 to 20% of the income would have 
 to be reserved. These figures represent the practical limitations 
 that prevent the investment of capital in short term franchises un- 
 less some provision be made as elsewhere discussed herein for the 
 City to assume at the termination of the franchise the underlying 
 funded debt representing actual property in the streets, or in lieu 
 thereof to automatically extend the franchise term for a sufficient 
 
\ t 
 
 382 
 
 SAN FRANCISCO TRANSPORTATION FACILITICS 
 
 GENERAL FRANCHISE ORDINANCE 
 
 383 
 
 1 1 f' 
 
 ft 
 
 period to permit of the property paying for itself with a reasonable 
 sinking fund. It would then be possible, within a comparatively 
 short franchise term, for a railway company to decapitalize all that 
 portion of its investment representing intangible value or property 
 extinguished through depreciation or inadequacy. 
 
 Decapitalization. The City Charter permits municipal bond 
 issues running for 75 years with sinking fund payments deferred 
 for 18 years, thus leaving 57 years for actual decapitalization. 
 And even with a revenue producing investment such as water 
 works, it is the practice to decapitalize by long-term bonds. 
 
 A street railway should be regarded as a continuing investment, 
 as distinct from a property operated to extinction such as an invest- 
 ment based on coal mining rights. And any plan of operating to 
 extinction a permanent utility, revenue-producing, as with a 
 short-term franchise, is preposterous from an economic stand- 
 point, especially under the limitations of a 5-cent fare. For it is 
 evident that any utility, similar to the United Railroads property, 
 once established must continue operation irrespective of oumership. 
 
 This fact has been recognized in Charter Amendment 34, 
 wherein it becomes the first duty of a private utility to decap- 
 italize out of earnings within 20 years such original intangible 
 values as bond discounts, interest during construction, early 
 losses, promoters' profits, and all permanent shrinkage in values 
 due to wear and obsolescence, leaving a residual "present value" 
 representing probably 75% of the reproduction value new. After 
 the cycle of life of the longest lived part of the property has been 
 reached, this condition may then be maintained permanently by 
 proper expenditures for repairs, renewals, and extensions, and will 
 suffice for a high grade operative growing property. 
 
 Sinking Fund Reserve. Inasmuch as the primary object 
 of a sinking fund is to retire invested capital, it is only logical that 
 this reserve be used to buy up the securities issued therefor, espe- 
 cially if their market price is below par, for by this means a high 
 interest rate with the best security is obtained. Thus the fund will 
 accumulate faster than if limitations are placed by the City upon 
 the sinking fund investment which results in a return of only 2^% 
 or 3% (such as on bank balances) whereas double this rate is justi- 
 fiable and satisfactory to investors, the only result will be to 
 lengthen the period of possible retirement of the property if the 
 lower, rate is adhered to. 
 
 Furthermore, if these sinking fund investments are com- 
 puted upon a monthly or even quarterly basis, the resulting 
 annuity may be materially decreased, or conversely, the period 
 of retirement shortened. 
 
 But a reserve for renewals and depreciation bears an entirely 
 different relation to the property than one for retirement of 
 funded debt, and renewal funds must always be available in 
 cash or readily negotiable securities for carrying on reconstruction 
 work; for upon the integrity of such a fund at the proper time 
 depends that of the financial and operating plan by which per- 
 manent shrinkage in property value due to depreciation may be 
 made up out of earnings from time to time as required. The 
 mere writing off of book depreciation does not suffice unless the 
 equivalent ready money is available. 
 
 Valuation Any resettlement plan should incorporate a 
 
 definite purchase price for the property, including all eights and 
 equities therein to which may be added betterments, additions 
 and extensions of the future. It is not clear to me that a 
 detailed appraisal is immediately necessary at the present time, 
 and in view of the complex franchise status, I am inclmed to 
 believe it unnecessary. But if a resettlement is to be reached, 
 the Company and the City must agree upon some figure, pre- 
 sumablv a compromise between the present estiimted cost to repro- 
 duce new and the present total capital liability. There are two meth- 
 ods of securing the results desired : 
 
 First a price agreed upon now based upon an appraised 
 valuation in its present condition, to which future betterments and 
 additions may be added to obtain the purchase price at any 
 future time. This is the "Chicago Plan," and m most respects 
 is the more satisfactory from the City's viewpoint, as it always 
 provides a definite purchase price by eliminating questionable intan- 
 gible values arising in the future. 
 
 Second, appraisal may be made only at such time as the City 
 is prepared to take over the property. Although this deferring 
 of the appraisal might eliminate much extinguished value m the 
 case of a run-down property, yet it is also true that apprectatwn in 
 the value of operating property and real estate might actually 
 result in a higher future "present value," due to a general rise 
 in real estate and commodity prices. With a property normally 
 maintained, it would be certain to so result. 
 
 In an extensive rehabilitation there will accrue considerable 
 non-physical or intangible value resulting from the extmguish- 
 ment of obsolete property ; and any purchase price will necessarily 
 contain a certain proportion of such value. Non-physical value 
 cannot be avoided in the organization and construction of any 
 property, whether private or municipal, and it is idle to consider 
 appraisals based entirely upon the bare contract price of labor 
 and material. 
 
384 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 For the purposes of a practical resettlement, however, this 
 intangible value is not of such serious consequence, as it will be 
 decapitalized within the minimum period of franchise grant, or 
 before, if possible. This stipulation will secure to the City when 
 ready to purchase, a permanent investment free of intangibles of 
 this nature as well as those due to depreciation, which latter usually 
 represent about 25% of the "cost new value" of the property. In 
 other words under the plan proposed in Amendment 34, the City will 
 be able to buy a high-grade operating property for 75 cents on the 
 dollar, whereas it would cost the City much more than 100 cents on 
 the dollar for the same property acquired by condemnation, even 
 after waiting ly years until the expiration of the present franchises. 
 
 Whatever the true physical value of the property may now 
 be, present conditions require the Company to meet bond inter- 
 est at the average rate of 4.5% on $40,000,000 (or 5.5% including 
 sinking fund), in default of which a receivership and reorganization 
 would probably become necessary. If this debt were refinanced on a 
 5% basis, an investment of $33,000,000 would represent the mini- 
 mum value which the present operators could possibly consider. If a 
 detailed appraisal were made now, as in the case of Chicago 
 under the 1907 resettlement, a lower value would probably be 
 found for the physical property now in evidence. However, the 
 unquestioned value of the unexpired franchises would be in- 
 volved as, in the "Chicago Plan" which would in effect render the 
 value of the present physical property only one factor in an agreed 
 valuation. 
 
 The Chicago valuation, by Court order, even recognized the 
 value under an existing franchise, of a defunct cable property 
 which was immediately scrapped and electrified; and further- 
 more, franchise value was allowed one company covering 18 
 months' earnings beyond the determination of its franchise, in 
 recognition of the right to operate until such time as the City could 
 operate the property. 
 
 Purchase Clause, In order to render a purchase clause 
 effective, it is absolutely necessary that some program of de- 
 capitalization be put into effect so that the purchasing power of 
 the City may more nearly keep pace with the necessary invest- 
 ment without diluting its credit through excessive municipal 
 debt. At present the City's ability to purchase is not only in- 
 adequate, but is falling further and further behind, as discussed 
 in Chapters 2 and 16. Under an indeterminate franchise, private 
 capital must have assurance of purchase by the City at fair 
 value at the end of its franchise term or before, if the City elects ; 
 or in lieu thereof, that it will be permitted to operate during a 
 reasonably extended term until the City can purchase. With a 
 
 GENERAL FRANCHISE ORDINANCE 
 
 385 
 
 n 
 
 fixed income (5-cent fare) and the additional burdens imposed 
 herein the integrity of the investment cannot be otherwise main- 
 tained, nor additional capital found to finance necessary exten- 
 sions. . , 
 
 On the other hand, if the City guarantees the assumption of the 
 underlying debt representing real physical property free from intan- 
 gible values at the franchise expiration, a long-term sinking fund 
 could be employed that would not be an impossible drain on income, 
 that would insure the integrity of the investment, and would enable 
 the City to utilize private capital most effectively as a temporary 
 means to its avowed ultimate end— municipal ownership. 
 
 Profit Sharing. Strictly speaking, the principle of profit- 
 sharing between City and Company involves the maintenance of 
 a regulated monopoly, in which the City participates as a silent 
 partner and is relieved of the direct responsibilities of operation^ 
 This is the case in Chicago. But in San Francisco it is proposed 
 to tax the earnings of a private company for the construction 
 and extension of a municipal utility to be operated in direct 
 competition therewith. This becomes particularly onerous as 
 the City can grant itself rights and commute its financial burdens 
 while denying such special favors to any private utility. 
 
 It is true that the present municipal system is not now a 
 serious competitor, but under the City's declared PoHcy it niay 
 become so; and although this sharing of residual profits has 
 many advantages, unless the municipal system be expanded a ong 
 lines of development rather than competition, established utilities 
 cannot be expected to co-operate voluntarily in any such plan 
 It is therefore but just that the City's share in residual net 
 income be applied partly or entirely to the building of extensions 
 to the present system wherever they may be most needed, or 
 to the decapitalization of tangible property to be included in the 
 ultimate purchase price; or else to the construction of supple- 
 mental rapid transit lines. While this income might be applied 
 to increased service or the reduction of the fare for the benefit 
 of all citizens, adequate service may better be provided for 
 through exercise of the City's powers of regulation and in any 
 case it seems that the public now desires and demands a five-cent 
 standard of service rather than a "three-cent service. The small 
 margin of profit which undoubtedly exists in the street railway busi- 
 ness today and the rapidly increasing investment due to rapid civic 
 expansion demands, in my judgment, a higher standard of opera- 
 tion rather than a reduced fare, especially on the Pacific Coast. 
 In the case of other utilities having flexible rates, private 
 operators may be encouraged by a sliding scale of profits under 
 
386 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 !#li 
 
 ■ r 
 
 which exceptional skill in management may be rewarded by an 
 increase in return on the investment, provided that the quality 
 of service is increased at the same time or the rates reduced. 
 Such a plan has resulted in Boston in the reduction of the price 
 of gas from 90 to 80 cents per thousand, and with an increase 
 in dividends from 6 to 8% — and this within one year. But with 
 a fixed 5-cent car-fare, this principle can be applied only through 
 increased service standards. And as this is properly the function 
 of utility regulation now within the City's powers, a simple 
 profit-sharing plan modelled after the Chicago plan, with its 
 acknowledged imperfections removed, seems best for San Fran- 
 cisco. 
 
 Several plans operative under the conditions of Charter 
 Amendment 34 have been worked out to finality in Chapter 4; 
 and incorporated therein will be found provisions for admitting 
 Labor into the profit-sharing plan. This recognizes the fact that the 
 present unrest and enormous economic losses from strikes may 
 be mitigated or entirely removed by establishing a bonus for 
 Labor in the form of a benefit fund for sickness, accident, death, 
 old age or other disabilities ; and also for a bonus to be dis- 
 tributed among the employees for faithful and meritorious 
 service, as determined by a merit system of discipline. Such a 
 plan is now in operation in Philadelphia, by which Labor is prac- 
 tically guaranteed a minimum wage during lean years, and par- 
 ticipates in the profits of good years in addition to an insurance 
 fund against disability. This plan has been improved upon 
 herein by including not only trainmen, but all employees re- 
 ceiving a wage of $1500 per annum or under. (See Table 44.) 
 
 Wage Scale, With a flexible fare, it would of course be pos- 
 sible to pay any rate of wages within reason, but with a fixed fare, 
 the limitations of the income and necessary expenditures place an 
 absolute limitation upon wages as well as upon all other expenditures 
 necessary to produce a unit of service. With one exception, car 
 men's wages in San Francisco are now higher than in other large 
 cities, and in this one exception, no minimum wage or maximum 
 overtime limit of service is imposed. The present U. R. R. time 
 schedule is organized on practically a 10-hour working day,t with 
 only an inconsiderable number of trainmen receiving pay for less 
 than 9 hours work. This schedule results from the fact that a large 
 portion of the railway business is done during the rush hours, morn- 
 ing and evening, each not more than two hours long, with a full 
 eight hours intervening, as may be observed from the load diagram. 
 Fig. 23. Good service during rush hours usually requires 
 
 tSee Graphical Representation, Fig, 91, page 330. 
 
 GENERAL FRANCHISE ORDINANCE ^^^ 
 
 in operated seating capacity about 100% increase over day 
 schedule, which necessarily requires short runs as '^extras," "trip- 
 pers," or "swing runs" ; and the better the service, the shorter unit 
 be the average extra run. It is therefore necessary to split and lap 
 runs to secure a reasonably satisfactory day's work for carmen ; that 
 is to sub-divide the platform time so as to fit into the actual riding 
 habit of the people. Otherwise, it would be necessary to pay a full 
 day's wage for two to four hours of service. 
 
 The present Charter fixes the condition of municipal employ- 
 ment, irrespective of the conditions of service, at a minimum wage 
 of $3.00 for an eight-hour working day and overtime at an advanced 
 rate of 50%. But for private companies, the additional burden is 
 imposed by limiting the maximum day's work to 10 hours total 
 elapsed time. Under the above-named conditions of riding habit, 
 this wage scale becomes unquestionably prohibitive, and has been 
 so recognized in Amendment No. 34 on the ground that the rtdmg 
 habit of the people cannot be reorganised by any kind of legislation. 
 Assuming the present time schedule, the eight-hour provisions 
 would introduce a flat increase of 25% in the number of carmen 
 necessary to produce present service, to say nothing of improve- 
 ments therein contemplated in this report. An increase in average 
 wage to 37.5 cents per hour ($3.00 per day) would result in about 
 40% greater platform expense based upon the income of 1911, and 
 with V/2 overtime rate, a 50% increase in platform expense would 
 result. Finally, with the 10-hour maximum time limit imposed by 
 the Charter, a still greater proportion of short-time men would be 
 necessary, resulting in a further increase in platform expense, the 
 exact amount of which could only be determined by working out a 
 complete schedule covering 750 to 1,000 runs per day. A flat in- 
 crease of at least 50% over the present wage scale could be safely 
 assumed ; even this would prevent the Company from earning a rea- 
 sonable return upon its bonded debt or from delivering adequate 
 service under a 5-cent fare, even if the value of the physical prop- 
 erty only were considered. 
 
 Distribution of Return. The present situation may best be 
 appreciated from the aiagram of income distribution, Fig. 21, and 
 the accompanying graph, Fig. 99, showing the possibilities of vary- 
 ing the returji to Company, Labor, and City, respectively. During 
 the calendar year 1911 income was distributed thus: 
 
 Company received in fixed charges 35% 
 
 Labor received in wages 30% 
 
 L-ity and State received in taxes 5% 
 
 Public received in service (operation) 30% 
 
 Total 100% 
 
388 
 
 SAN FRANCISCO TRANSPORTATION FACIUTIES 
 
 " I % 
 
 a 
 
 70 7b OF GROSS INCOME 
 
 Ml 
 
 PERMISSIBLE ± 
 RANGE OF «s 
 AOJUSTMEWTT 
 
 60 OPERATING LABOR 
 
 . ^ ... ... -.v^^z-^'-Si'^-; 
 
 ! . 
 
 1^1!' 
 
 FIGURE 99— PROPORTIONAL RETURN TO CITY. COMPANY. AND LABOR. 
 
 Recognizing three principal participants in railway operation, this diagram 
 shows possible division of earnings, based upon the present ratio of return to 
 City (Public) and to Labor. Each of the three scales represents one of the 
 shares. If the height (or ordinate) of any horizontal plane marks the 
 Company's share of income, then the distance to the right and to the left 
 (as indicated by the dotted lines) marks the shares of Labor and City, 
 respectively. Any increase in the shares of City and Labor necessarily de- 
 creases the Company's share proportionately, and vice versa. Thus the top 
 plane shown represents present (1911) conditions — i. e., City 5%, Labor 
 30%, Capital 35% (of which 4.67% is used for amortization of part of the 
 Company's bonded debt) — while the lower plane represents that point where 
 further reduction in Company's share would result in a receivership — i. e., 
 Company 27j/^%, City 6%, and Labor 36^^%. Therefore, in any resettle- 
 ment plan, the range of possible adjustment in Company's share, irrespective 
 of the division between City and Labor, is shown by the interval between 
 the two planes — ^75^%. 
 
 GENERAL FRANCHISE ORDINANCE 
 
 389 
 
 Deducting 5% from the Company's share for sinking fund, equal 
 parts of the income were shared by Labor, Company and Public ; or 
 including taxes, the Public received the largest share in actual re- 
 turn from operation of the property. 
 
 From this income distribution graph, Fig. 99, the effect of 
 reducing the Company's return by increasing proportionately those 
 of Labor and Public will be clear, together with the permissible 
 range of increase before the Company is thrown into a receivership. 
 This range is comparatively small, 7>^%, which corresponds to a re- 
 duction of only about 2% in return upon actual investment. This 
 graph simply illustrates the fixed elements of a profit-sharing plan, 
 which to be effective must be based upon a fair distribution. 
 
 Viewpoints of Private Operators. From my studies on 
 this subject in San Francisco and other cities, I believe the follow- 
 ing conditions should be acceptable by enlightened railway execu- 
 tives in a resettlement plan such as proposed herein : 
 
 1. Decapitalization of intangible values (including the depre- 
 ciated value represented by the difference between the cost of the 
 property new and the best condition in which it can be maintained) 
 out of earnings during a 25-year franchise term, and within 40 
 years, at least so much of the property as is represented by fixed 
 structures in the public streets as well as the depreciated value above 
 noted ; City, if it purchases, to assume the underlying funded debt 
 (not exceeding the value of the physical property). Corporation to 
 accept City bonds in part or total payment therefor. 
 
 2. Equalization of franchise term for both extensions and trunk 
 lines ; future extensions to be initiated by the Company or City as 
 required by district development so far as permitted by the net earn- 
 ings necessary for recovering the investment during the franchise 
 term ; Company to continue operation under an indeterminate fran- 
 chise until bonds mature if City does not elect to purchase the prop- 
 erty before. 
 
 3. Ordinary minor franchises for extensions to be passed upon 
 by the Public Utilities Commission in order to save expense and de- 
 lays ; trunk line franchises only to be submitted to referendum ; pos- 
 sible dividing line to be drawn whereby all franchises involving 
 construction expenditures in excess of $75,000 or $100,000 should be 
 voted upon. 
 
 4. Higher money rates and consequent return on investment 
 become necessary if the City follows a policy of destructive com- 
 petition; a regulated monopoly is preferable, whether or not ulti- 
 mate municipal ownership is contemplated. 
 
 5. Profit-sharing plan acceptable, except one involving prop- 
 erty interests of employees which would give legal title to interest 
 
i 
 
 ; 
 
 390 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 in property without corresponding financial responsibility ; discipline 
 is imperative, and an employees' bonus fund, based upon the merit 
 system, (including an insurance fund for disabilities and contingen- 
 cies) would be more satisfactory. 
 
 6. The ideal municipal ownership plan favored; City to own 
 the property and lease to the highest bidder, who operates, main- 
 tains, and renews it out of earnings ; unearned increments in physical 
 value thus accrue to the City in the form of higher rental values. 
 
 7. In case no Commission is created, the City may very properly 
 have direct representation in the directorate of the operating com- 
 panies, to the extent of one-third of the voting power, in order to 
 protect its share in the residual income of the property under a 
 profit-sharing plan. 
 
 Regulative Control. Regulation should exist as a means of in- 
 terpreting corporate questions for the benefit of the people in order 
 to permit corporations to escape the burden of political activity, and 
 in order to secure operating conditions during their franchise terms 
 that will insure protection to invested capital with a fair profit. There- 
 fore, public service commissions which exist subject to the whim of 
 the appointive political power (without due process of impeachment), 
 or whose decisions and orders may be interfered with or counter- 
 manded by municipal political bodies, even though superior in the 
 municipal organizations, are not likely to do effective work, render 
 just and equitable decisions, or conduct themselves as an efficient 
 mediary between Corporation and Public. 
 
 It is assumed that at the present time it is not the expectation of 
 the City to relinquish its regulative powers to the State, and that 
 therefore the status of the First and Second District Commissions 
 of New York, both being State-appointed bodies, will not be repro- 
 duced here but that a modification of this plan will be adopted, based 
 upon experience with the practical operation of the Chicago Trac- 
 tion resettlement, whereby a Municipal Commission will be created 
 whose decisions will be subject to review by the State Railroad 
 Commission. While this plan would not seem wise in cities of very 
 limited powers of control over their utilities, it is probably justifiable 
 in San Francisco with its very broad regulative powers. As to the 
 organization of this Commission, the following points appear essen- 
 tial : 
 
 1. While the legislative functions of franchise granting should 
 continue to be vested in the Board of Supervisors, representing the 
 electorate, the actual determination of questions relative to rates, 
 service, extensions, equipment, accounting, etc., should be vested in 
 the Commission as already contemplated, but with the additional 
 provision that the Commission should be clothed with authority to 
 
 GENERAL FRANCHISE ORDINANCE 
 
 391 
 
 U 
 
 enforce its decisions subject to review by the State Railroad Com- 
 mission or the Courts. 
 
 2. The actual management of municipal utilities and the 
 supervision of private ones should be vested entirely in the 
 Commission, with administration by men having sufficient 
 technical experience to insure results based upon scientiHc methods. 
 
 3. A unified Public Service Commission covering all utilities 
 is in my judgment essential, with a departmental plan of or- 
 ganization; the Chairman to perform the function of arbitrator, 
 and to be relieved from changing political sentiment through a 
 reasonable tenure of office. 
 
 4. In the particular case of a body entrusted with the admin- 
 istration of a resettlement franchise involving the sharing of 
 profits between City and utility company such as the Board of 
 Supervising Engineers, Chicago Traction, the success of the plan 
 evidently depends upon efficient representation of the utilities; 
 but the aggregate voting power of the Commissioners assigned 
 to all participating utilities should not be greater than that of the 
 City representative, with the balance of power always vested in 
 the administrative head. 
 
 5. Owing to the essentially technical nature of the business 
 of utility regulation and administration, there should be ade- 
 quate engineering representation in the Commission ; for it is 
 impossible for the layman to pass intelligently upon such ques- 
 tions as operative and construction standards, depreciation, etc. 
 The Chairman particularly should be a man whose experience 
 has been such as to insure a general knowledge of the adminis- 
 tration of utilities. 
 
 6. In the selection of Chairman-Arbitrator, it is important 
 that this should be done by joint action of municipality and par- 
 ticipating corporations, and if agreement is impossible, a selection 
 by some member of the State judiciary could be made in the 
 manner of a Special Master in receivership proceedings. 
 
 The above Commission would constitute a co-operative or- 
 ganization for the practical administration of public utility business. 
 and not a Court of Justice, which latter function, I believe, is 
 outside of the scope of such a body as is needed in San Francisco 
 to work out its problems. While all company representatives 
 would sit in matters of broad policy, each with a fractional vote, 
 the City's interests are amply protected by the above apportion- 
 ment of representation, the object of which has been to create an 
 equilibrium of power so that neither City nor Companies could exer- 
 cise undue influence in enforcing demands against the judgment 
 of the Commission as a whole. 
 
m 
 
 !t I 
 
 I,- 
 
 
 CHAPTER 18 
 
 PRESENT FRANCHISE STATUS 
 
 Deductions from Existing Records 
 Legal Questions Involved 
 Franchise Map Records 
 
 In order to reach reasonable conclusions regarding the present status 
 and future earning power of the railway; franchises existent, a study had to 
 he made of those notv on record in the municipal franchise hook prepared 
 tp the Board of Supervisors, considering the history? of each individual 
 franchise from the date of its grant to the present time. From this stud}?, 
 which has been contributed to this investigation fcp the Board, it appears to 
 be hopeless to attempt anp statement upon which franchise values could be 
 positivel}f determined without adjudication of certain legal questions in- 
 volved, as herein stated. It therefore remains to accept a difficult situation 
 and evolve a new plan of action wherehyj the uncertainties of the past 
 and present may be replaced by a practicable working plan for the future 
 which will secure the one essential result — adequate service. 
 
 General Statement. The United Railroads has acquired 
 through purchase or control of securities the entire traction 
 properties of San Francisco, together with franchise rights, 
 except the California Street cable, the Presidio & Ferries electric, 
 and the Geary Street cable (now the Municipal electric line). Some 
 franchises have already expired, such as the Richmond section 
 of the California Street line. The entire Presidio line reverts to 
 the City in 1913, including roadbed, giving it a most important 
 feeder to Harbor View and the Exposition and the key to the 
 only important diagonal thoroughfare of the city other than 
 Market Street — ^Columbus Avenue. 
 
 The remaining important franchises begin to expire in 1929, 
 when 60% of the mileage and at least 66% of the earning capacity 
 revert to the city according to this study.* 
 
 Most of these franchises do not definitely provide for City 
 regulation as to operation, wages, fares, service, equipment, etc. 
 The earlier ones imposed a car license tax but the later ones 
 were generally granted subject to a percentage tax on gross 
 receipts ranging from 2% to 4% maximum. As a matter of fact. 
 
394 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 the best paying lines in the city bear no percentage tax. and 
 only about 2% of the mileage pays the 4% rate. The average 
 per cent on gross earnings for the system was 2.032% in 1908,* 
 and 1.89% in 1911. No general provisions for extensions of 
 lines or service were ever included. 
 
 Earning Power. It is not generally appreciated what 
 
 the exceptionally high riding habit in this city means in the 
 earning power of these remaining franchises. If the modified 
 law of the squares be applied, as shown in Fig. 5, Chapter 2, 
 it appears that the gross earnings for the year 1929 will be 
 practically $20,000,000, assuming normal extension of the system 
 (or possibly $15,000,000 without extension). For the entire 
 period earnings would aggregate the enormous total of $238,000,- 
 000. An independent check on this estimate has been obtained 
 by compounding the earnings on a 5% basis per annum, resulting 
 in $18,500,000 in 1929, and aggregating during this period 
 $227,000,000.1 
 
 Continuing the present operating ratio and all sinking funds 
 carried to maturity, it apears that on either basis the aggregate 
 earnings by the year 1929 will fall considerably short of dis- 
 charging unfunded debt, even with no dividends paid outside of 
 the first preferred and assuming normal extension of lines with 
 no competition. Both these estimates are based upon the con- 
 tinuance of the present rate of fare — five cents. 
 
 Franchise Maps and Expirations, Results of the above- 
 mentioned franchise study are presented graphically herein as 
 the best available method of indicating clearly the complicated 
 conditions that have arisen. They are to be regarded only as 
 interpreting the existing franchise records, and are subject to the 
 questionable legal status discussed in this connection. They 
 show graphically the proportion of total mileage which is appar- 
 ently involved in this uncertainty. 
 
 1. Franchises claimed, 1902 (Plate 20. ) 
 
 2. Franchises and permits granted since 1902 (Fig. 100.) 
 
 3. Status of United Railroads franchises in 1912.. (Plate 21.) 
 
 4. Fragments of system remaining after 1929 (Fig. 101.) 
 
 5. Expiration map, from official franchise book. ..( Plate 22.) 
 
 A study of these maps reveals the condition that many un- 
 used franchises appear to exist without abandonments having 
 
 * Based upon the report of William Dolge. consulting accountant, as of the year 1908, 
 since when the mileage has remained practically constant. 
 
 + Between 1899 and 1905 the earnings actually increased at a rate slightly over 5% per 
 annum compounded. 
 
 PRESENT FRANCHISE STATUS 
 
 395 
 
 been filed ; parts of franchises have been retained and the re- 
 mainder abandoned without official sanction; some sections now 
 operated appear to have no franchises. There have been numer- 
 ous lapses, non-conformation to franchise restrictions, depar- 
 tures from specified routings, construction deferred beyond the 
 time limit or neglected entirely, and a wholesale disuse of large 
 parts of original franchises where overlapping grants, given later, 
 rendered such disuse desirable from the standpoint of routing 
 and earnings. 
 
 It is apparent that following these questionable matters to a 
 conclusion, in order to establish the respective status of City 
 and Company, involves much litigation and delay, and that an 
 equalization of franchise life would be of unquestioned value to 
 the City after the principal problems of contention have been disposed 
 of by agreement or litigation. 
 
 Questionable Status. It may be said, on the other hand, 
 
 that former lapses have been recognized by the municipal gov- 
 ernment without exacting any official action by which the City 
 has apparently in eflfect given its ''left-handed consent" by allow- 
 ing the Corporation to proceed of its own free will without 
 requiring it to live up to the terms of its franchise. This lack 
 of effective supervision is not peculiar to San Francisco, but has 
 been the history of utility undertakings all over the country, in 
 which the City and the Corporation must evidently share the 
 blame. 
 
 As an example of questionable interpretation, it is found that 
 the backbone of the traction system — the Market Street Railway 
 franchises — are held by the City to expire in 1929, and by the Com- 
 pany, in 1932. About $15,(XX),000 difference in earning capacity is 
 involved. Further, it is practically impossible at the present time 
 to determine with strict accuracy the amount of percentage taxes on 
 gross receipts under these various franchises, which are interpreted 
 diflferently by the City and the Company, resulting in a compromise 
 as detailed in Chapter 19. 
 
 I therefore strongly recommend, as one of the elements of a 
 resettlement plan, that the City and the Company agree upon 
 some basis to waive these franchise problems of the past, and 
 clear the streets of all unused and unnecessary franchises, in- 
 cluding those which are being operated simply to hold the fran- 
 chise against d possible competitor. This, of course, would only 
 be possible on the following conditions : 
 
 First. That franchises so relinquished should not be re- 
 granted to competitors; and 
 
396 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 PRESENT FRANCHISE STATUS 
 
 397 
 
 i^! 
 
 •r 
 f 
 
 Is f 
 I 
 
 FIGURE 100— RAILWAY FRANCHISES GRANTED SINCE THE 
 CONSOLIDATION OF 1902. 
 
 This map gives an idea of the very small number of street railway ex- 
 tensions built since the consolidation in 1902. From this map and that of 
 existing trackage, Plate 1, may be obtained an accurate measure of the ex- 
 pansion of the traction system of San Francisco since the consolidation of the 
 United Railroads. And it is of special significance that no franchises hav« 
 been granted since the present Charter provisions governing street railways 
 went into effect, nor have any extensions been built excepting those based 
 on prior franchise grants. 
 
 Second. That the present Municipal lines forming the 
 nucleus of an ultimate Municipal system should be operated for 
 local development rather than for competition. To introduce 
 indiscriminate competition, either from the Municipal or other 
 private companies, would not, in my judgment, constitute a 
 panacea for traffic evils. Rather, the co-ordination of the present 
 lines as a temporary expedient until the franchises expire or the 
 City purchases the entire property should be brought about. 
 
 It may be considered by some that the difficulties in estab- 
 lishing the City's franchise status are being over-estimated, 
 especially in view of the fact that two important decisions have 
 been handed down by the Superior Court in favor of the City, 
 viz.: 
 
 1. Sutter Street Ry. outer tracks on Market Street. 
 
 2. Market Street Ry. tracks on California Street. 
 
 It is true that these decisions are fraught with the greatest 
 importance and value to the City, but it must be recalled that their 
 finality is still to be determined by the United States Supreme 
 Court, and that these represent only a very small proportion of 
 the legal questions to be adjudicated. It has been the experience 
 in Chicago, New York, and other cities, where complex franchise 
 situations have arisen from past neglect and abuses, that final 
 adjudication has resulted in delays which in the end have not 
 entirely served the purpose contemplated and in addition the 
 cities involved have suffered from lack of development and poor 
 service to an extent which proves to my mind that almost any rea- 
 sonable working plan is better than a continual legal zmrfare. 
 
 Typical Legal Questions Involved 
 
 1. If a franchise is granted, and subsequently part of the 
 route specified is abandoned in favor of a slightly different route 
 under a subsequent franchise, does this invalidate the entire 
 original franchise, when no abandonment of such part has been 
 filed with or accepted by the Board of Supervisors? 
 
 2. Can a company legally operate through service under two 
 different but contiguous franchises along the same street, where 
 the routes specified in the individual grants would not permit 
 through operation? 
 
 3. Can an original franchise grant be legally extended for a 
 further period without prescribed abandonment proceedings be- 
 ing gone through, including submission, acceptance, and regrant- 
 
I 
 
 ir 
 
 ff'S 
 
 ," I 
 
 
 I! 
 
 \m 
 
 ' ! 
 
 iL ; 
 
 398 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 MOTt ONUr eXISTINa O^CHATCO ri«AMCMI«I.S 
 
 INOICATCO. VCAR OF EXPIRATION SHOWN 
 ON SCRARATC MA^ COMPANY CLAIMS 
 MARKKT «T RY PRANCHISCS (SHOWN OOTTID) 
 IXPIRC l»SC. AY ORDER l«76 
 
 
 
 
 r 
 
 51 1 I'S'S 
 
 FIGURE 101 —FRANCHISES REMAINING AFTER 1929. 
 
 The year 1929, when many important franchises expire, will mark an im- 
 portant epoch in the history of transportation in this city; for the frag- 
 mentary nature of the railway system then remaining to the United Railroads 
 practically dictates a radical change then, if not long before. Practically 
 no uncertainty exists except in the case of the Market Street Railway fran- 
 chises (shown dotted) which the Company considers as expiring in 1932 in 
 accordance with amending Order 1676, while by the City's claims, they ex- 
 pire in 1929, as covered by Order 1514. This difference of interpretation 
 involves about $15,000,000— the estimated earnings of these particular fran- 
 chises for approximately three years. When these franchises expire, the 
 Company's yearly earnings will be reduced nearly two-thirds. 
 
 ing by the Board of Supervisors? And does a simple reference 
 in the extension order to the original, without specifying in 
 detail the terms and routes of the original franchise, constitute 
 a legal extension of franchise? Under the State laws, it appears 
 that without definite forfeiture and regranting proceedings an 
 extension cannot be granted by simple order; that is, the exten- 
 sion order must be obtained under precisely the same proceed- 
 ings as required for the granting of a new franchise. 
 
 PRESENT FRANCHISE STATUS 
 
 399 
 
 4. Can two non-related subjects be embraced in a single 
 ordinance ; c. g., consent for abandonment, and regrant over the 
 same abandoned route under new franchise conditions? 
 
 5 (a). Is a franchise existent and valid if granted subject 
 to Section 502 of the Civil Code, and construction does not start 
 on any part of the routes outlined therein until after the expira- 
 tion of the number of years exceeding that allowed in Section 
 502, and no extension of time or other grant has been made to 
 maintain its validity? 
 
 5 (b). Or, after the above mentioned period of non-construc- 
 tion has elapsed, does the subsequent construction of a part of 
 the route granted constitute a fulfillment of the conditions and the 
 reclaiming of the rights? The question involved here is the same 
 as in 1 — whether the construction of only a part of a route 
 granted, without official abandonment proceedings, invalidates 
 the entire grant. 
 
 6. Where a franchise is granted from a given date, "during 
 corporate existence," and the corporation disposes of its prop- 
 erties and franchises to another corporation which continues to 
 operate under the original franchise, does the original franchise 
 right continue so long as the original corporation maintains its 
 corporate existence, whether or not it has the ponder to resum^^ 
 operation under its original rights? In other words, has the original 
 corporation forfeited its charter, or "franchise to be," because of 
 having divested itself of its franchise and therefore become unable 
 to carry out the purposes for which it was incorporated? This 
 question hinges entirely upon the terminology "during corporate 
 existence," and the purpose of maintaining such existence. 
 
 7. It is understood that a number of the franchises granted 
 about 1890 contain the following clause : 
 
 'The rights and privileges mentioned in this order are granted to and 
 shall be possessed and enjoyed by said grantees, their successors or assigns, 
 upon such terms, conditions and restrictions as are now imposed or may 
 he hereafter imposed by orders of the Board of Supervisors or the laws 
 of the State of California," etc. 
 
 8. In the Market Street Railway franchise (and others) the 
 original grant of 50 years (Order 1514) was later amended 
 (Order 1676) for "50 years from and after the passage of this 
 Order." Whether this term may be construed as 50 years from 
 and after the date of the original or the amended grant involves 
 approximately $15,000,000 in earning capacity between the two 
 possible dates of expiration, viz., 1929-1932. 
 
400 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 SCHEDULE OF RAILWAY FRANCHISE EXPIRATIONS 
 Compiled from the Official Franchise Book of the Board of Supervisors. 
 
 s 
 
 I; 
 
 Year 
 
 of 
 
 Expiration 
 
 Operating Company 
 
 Miles Per Cent 
 Single of 
 Track Total 
 
 'A' 
 
 Prior 
 
 1913 
 1929 
 
 1930 
 1931 
 1933 
 1936 
 1940 
 1941 
 1942 
 1944 
 1947 
 
 Geary Street Municipal 14 . 29 
 
 U. R. R. lines operated without franchise or under 
 
 revocable permit 10 . 30 
 
 Presidio and Ferries Railroad. 
 
 24.590 
 15.260 
 
 United Railroads , 113.4 
 
 California Street Cahle Railway ] . . 11 is 
 
 Sutter Street Railway 1.5 
 
 Total Expirations to 1930 
 
 United Railroads Mileage Expiring 
 
 United Railroads. 
 
 Total 1930-1947 
 
 Grand Total to 1947. 
 
 166.250 
 
 11.000 
 
 10.850 
 
 .264 
 
 8.834 
 
 28.000 
 
 9.600 
 
 13.400 
 
 7.800 
 
 .419 
 
 90.167 
 
 9.0 
 6.0 
 
 126.400 50.0 
 
 65.0 
 58.3 
 
 .3 
 .2 
 .1 
 
 3.4 
 
 4. 
 4. 
 
 10 
 3, 
 
 5. 
 3. 
 
 35.0 
 
 256.417 100.0 
 
 CHAPTER 19 
 
 METHOD OF COMPUTING TAXABLE 
 
 RECEIPTS 
 
 RAILWAY LINES OF DUPLICATE SERVICE 
 
 Special Report Submitted to Finance Committee, Board of 
 
 Supervisors, December 21, 1912 
 
 In accordance with yjour expressed desire to have mp views on the 
 proper method of determining the franchise taxes that majf he levied on the 
 receipts of street railway^ lines operating under existing franchises, I sub- 
 mit herewith such conclusions as I have been able to formulate from the 
 available data and within the limited time placed at mp disposal, without 
 unduly interfering with the submission of m\f report on transportation condi- 
 tions to the Board of Supervisors. I have endeavored to make clear in the 
 discussion the definite limits of this tax problem and to suggest a means 
 of solution, at least for the present and future. I may also say thai 
 after some study, the problem developed many complications that were 
 not apparent when it was first presented to me, and that I am therefore 
 unable to give you a more definite answer upon some phases of it without 
 legal advice. 
 
 General Principles 
 
 The subject may be discussed from several different points of 
 view: 
 
 1st. An occupancy tax from which the City would derive 
 a return for the right of occupying its streets with tracks, ir- 
 respective of the uses to which these tracks are put — i. e., irrespec- 
 tive of number of cars or passengers carried. 
 
 2d. An occupancy tax which simply recognizes the City's 
 right to tax users of its streets in proportion to the number of 
 vehicles in use. 
 
 3d. A usage tax, from which the returns to the City would 
 be proportionate to the relative utilization of these tracks, and 
 therefore proportionate to the income derived therefrom irrespec- 
 tive of the mode of operation or routing as specified in the orig- 
 inal franchises. 
 
 4th. Each route to be considered as operated by an inde- 
 pendent company under the individual franchise conditions now 
 existing. 
 
f 
 
 
 
 
 I, 
 
 402 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TAXABLE MILEAGE 
 
 403 
 
 5th. All routes considered as part of a comprehensive unified 
 system as now operated. 
 
 Available Facts 
 
 1. Franchises granted in the past have not been uniform in 
 the matter of license taxes exacted from the holders of such 
 franchises. Some franchises contain no provision for the pay- 
 ment of taxes on earnings, and others stipulate that two, three, 
 or four per cent of the receipts, respectively, on all lines operated 
 under such franchises shall be paid to the City. 
 
 2. The reorganization of the unified system has been carried 
 out in such a manner that the original identity of many of the 
 routes specified in the franchises has been completely lost, with- 
 out official recognition by the municipality of the validity of such 
 changes. In the absence of such recognition, it therefore is a 
 legal question whether the original terms of the franchises are 
 being carried out in such a manner as to permit of the direct ap- 
 plication of the definite provisions therein, including the com- 
 putation of percentage payments. Consequently, some modified 
 method of accounting may be necessary to determine the taxable 
 receipts under changes in routing that may obtain from year to 
 year. 
 
 3. In several cases, taxable routes now operate over sections 
 of line which are not taxable, according to the original franchises, 
 and conversely, exempt routes operate over sections of line 
 originally granted under percentage franchises. 
 
 4. Definition of the term "taxable receipts" in the franchises 
 is not specific, but for purposes of uniformity, has been audited 
 on the basis of passenger earnings (revenue) exclusive of other 
 sources of revenue such as advertising and sale of power, which 
 clearly have little relation to either an occupancy or a usage tax. 
 
 It will be apparent from the above that there are two distinct 
 problems involved: (a) the operating problem; and (b) the 
 legal question. The latter will of course require study and definition 
 by your City legal department ; the former involves matters upon 
 which I am perhaps better qualified to assist you. 
 
 The Operating Problem. While the original franchises 
 were granted under operating conditions relatively simple as 
 compared with those of the present time, the immediate problem, 
 as I see it, is the determination of a practicable unit of traffic, as 
 reflected in passenger earnings. This unit is discussed herein. 
 
 The Legal Question, It is clear that, as a result of the 
 unification of the various original properties, changes in routing 
 
 have been made, ostensibly in the interests of the public, but 
 which have not been officially sanctioned by the legislative body 
 of your city government. It is unnecessary to cite these changes 
 in detail, but the fact that definite supervision and certification 
 of these changes has not taken place in the past may very likely 
 operate to modify the relative position of City and Company 
 through tentative, if not official, recognizance when all of the 
 legal phases of this matter are thoroughly analyzed. At best, 
 it is complicated, as already set forth by your City Attorney 
 when a compromise was suggested by him and accepted by the 
 City during a former administration. I can only suggest that 
 if, after a study of these matters, an agreement could be entered 
 into by the City and Company whereby an equalization of these 
 various percentage taxes and a uniform levy could be secured, 
 the results in clarifying the situation and simplifying the account- 
 ing would be of advantage to the City, and well worth the effort. 
 The question of an occupancy versus a usage tax is not di- 
 rectly involved in the operating problem and should be deter- 
 mined from a study of the original franchises by your Board or 
 through the advice of the City Attorney. Personally, I favor 
 the latter, as far as my own study of the franchise situation has 
 enabled me to reach a definite conclusion. 
 
 Viewpoints of City and Company 
 
 The theory upon which your accountant has proceeded is that 
 an equitable basis for the computation of the amount due the 
 City and County under the percentage clauses of the various 
 franchises, and withoiit consideration of transfers, is ''that the 
 taxable receipts are to the gross receipts of any particular route 
 as the taxable mileage is to the entire mileage," and that, *'no 
 allowance can be made for the fact that more than one route 
 passes over any given distance of so-called taxable mileage." 
 
 As I understand it, the Company takes the position that so 
 long as it pays a percentage tax on one line, which may be re- 
 garded as the equivalent of that granted in the franchi.se, it is free 
 to operate as many lines as may be desirable over sections of 
 this route without being taxed thereon unless these additional 
 lines are also distinctly percentage lines in toto, but that in the 
 interest of arriving at a harmonious solution, the original line 
 should be taxed the full percentage of the original franchise, and 
 that the remaining secondary or duplicate service lines should 
 bear only a pro-rata portion of taxes according to the number 
 of secondary lines operated (i. r., 50% if only one secondary line 
 in use.) 
 
 I 
 
404 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TAXABLE MILEAGE 
 
 405 
 
 i! 
 
 
 
 
 Your accountant claims that it is immaterial to the munic- 
 ipality whether the route operated is profitable to the Company 
 or not, and that the municipality is not responsible for technical 
 difficulties encountered in determining taxable receipts, which 
 difficulties have arisen as a result of the rearrangement of its 
 routing, subsequent to consolidation of the originally indepen- 
 dent properties. In the abstract, I am inclined to agree with 
 this viewpoint, although some concessions may be entirely war- 
 ranted in the case of routes clearly being operated at a heavy 
 loss, if so authorized by the Board of Supervisors. 
 
 There is recommiended in both reports of your accountant that 
 the Board of Supervisors require to be submitted from all operating 
 companies complete statements, showing official mileage of fran- 
 chises by Order numbers, with subsequent changes in routing 
 contemplated. This suggestion should be carried out, as herein- 
 after modified. It will place in the hands of the Board of Su- 
 pervisors complete data upon the operation of the City's system, 
 which should in any case be available as a basis or datum upon 
 which the service rendered by the operating companies may be 
 from time to time examined and verified by the proper authori- 
 ties. This will not only insure to the City the proper perform- 
 ance and service under the schedules submitted, if adequate in- 
 spection is carried out, but also insure the Company against un- 
 warranted criticism of its service. 
 
 The introduction of additional complication of transfers in 
 the determination of receipts between interconnected systems or 
 lines is not believed to be a matter of consequence, for the great 
 advantage to the riding public of liberal transfers is so apparent 
 as to outweigh a possible gain by basing taxable receipts upon 
 receipts from other than actual originating trafUc. 
 
 Taking the extreme viewpoints in this problem, it may be 
 held, on the one hand, that: 
 
 1st. When any line operates over a section of track granted 
 by the City under a percentage clause, this line becomes a per- 
 centage line, whether occupying this track exclusively or in part, 
 and all of the receipts of such line should be taxable in full un- 
 der the percentage clause of the underlying franchise, and that 
 it is immaterial to the City what changes in routing take place, 
 &o long as the usage tax contemplated is paid in proportion to the 
 total traffic. And, on the other hand, 
 
 2d. It may be claimed that the original intent of exempt 
 franchises should be perpetuated, even though some changes 
 in routing have taken place and thereby bringing certain pro- 
 portions of the exempt lines within the pale of percentage clauses 
 
 J, 
 
 of underlying franchises, because the City has directly benefited 
 by this re-routing, as a result of the unification of the properties 
 by consolidation with its attendant increase of transfer privileges. 
 Both of these viewpoints I believe to be untenable in the 
 present situation, and that a much more reasonable solution of 
 the difficulty would be that whatever sections of line or street 
 have been enfranchised under clauses providing for the taxation 
 of receipts, these sections should continue to derive full per 
 cent tax from all traffic originating thereon, whatever routings may 
 exist beyond the limits of such section of line ; in other words, 
 that these underlying franchises should hold their full percentage, but 
 only on the originating traffic. 
 
 Originating Traffic. Were it possible to obtain this actual 
 originating revenue traffic, the computation of returns to the City 
 would be simple. Theoretically, this revenue should be based 
 upon passenger mileage over the given section of line, with a unit 
 income per passenger-mile derived from the total income of the 
 system divided by the total passenger mileage operated during 
 a given period. But in the absence of the latter (which cannot 
 be determined in a system with a flat 5-cent fare throughout), this 
 is absolutely impracticable. 
 
 The originating revenue traffic might also be determined upon 
 a similar basis of seat mileage, car mileage, route mileage, and 
 lotalized track mileage, and finally by actual difference in regis- 
 tration in the number of revenue passengers recorded at the be- 
 ginning and at the end of the percentage section of line. But 
 the last-named method would again require an incommensurate 
 amount of labor and expense on the part of the City for verify- 
 ing this registration, unless conductors' registrations were ac- 
 ceptable. And even in this event, it is apparent that the City 
 would then derive no revenue from through traffic not originating 
 within the percentage section of the line, which is not in accord- 
 ance with the spirit of the franchise clause as a usage tax. 
 Furthermore, the transfer traffic using this section, but originat- 
 ing elsewhere on the system, would be neglected. 
 
 Practical Bases of Computation. For the purpose of 
 avoiding the annual expense of audit, and the delay resulting 
 from an adjustment of the opposed conceptions of this tax, the 
 simplest method is unquestionably that based upon proportion- 
 ate route mileage, which has been used heretofore. But it must 
 be admitted that this basis conforms more nearly to the con- 
 ception of an occupancy tax than to a usage tax, and herein has 
 arisen most of the contention in the interpretation of "duplicate 
 
406 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 TAXABLE MILEAGE 
 
 407 
 
 « 
 
 t 
 
 ; 
 
 service." In other words, taxes are imposed on line receipts 
 originating mostly in other sections of the city, which are exempt 
 from percentage tax, even though practically no traffic originates 
 within the percentage section under consideration. 
 
 If the conception of the usage tax is finally accepted as con- 
 trolling the assessment under these franchises, it is clear to me 
 that a basis must be used wherein the assessment levy is ap- 
 proximately proportioned to the usage or traffic over such per- 
 centage sections of line. The only condition under which the 
 route mileage basis would be even approximately correct would 
 be where all cars on a given line or route operate from terminus 
 to terminus and no short-haul trippers are operated, which is 
 neither the case now nor in accordance with scientific routing. 
 A satisfactory approach to the correct basis cannot therefore be 
 obtained by using the proportionate mileage of each individual 
 route, as your accountant has done. 
 
 Recommended Method. I can see no alternative but to 
 accept the next approximation — viz., car mileage — especially in 
 view of the re-routing which I shall recommend to the Board of 
 Supervisors. In the case of the Polk Street line, I was satisfied 
 that the route mileage basis would suffice, inasmuch as practi- 
 cally all of the cars would run the full length of the route ; that is, 
 to the Exposition loop. But for the computations on the existing 
 system, I believe that the most equitable result would be secured 
 by computing the taxable returns to the City as follows : 
 
 The taxable receipts of any route bear that proportion to the 
 receipts of the entire route as the car mileage over the given section 
 of percentage track bears to the total car mileage operated over the 
 entire route, this car mileage to be determined as the average opn 
 crated during the year as based upon official schedules submitted, 
 and to include revenue mileage only. 
 
 The inclusion of all contributing routes on a full taxable basis 
 appears justifiable on the theory that if each individual route 
 were considered as operated by an independent company, there 
 would exist no valid reason for discrimination between them, 
 unless by definite agreement with the Board of Supervisors in 
 authorizing such a departure from the provisions of the underly- 
 ing franchise. 
 
 This basis requires no arbitrary approximations by either 
 the City or Company, as is now under contention, nor arbitrary 
 assumptions as to primary, secondary, and tertiary lines, which 
 assumptions are always open to argument ; it imposes a percent- 
 age tax practically in proportion to the usage of the streets for 
 passenger revenue purposes ; and it equalizes more nearly in ac- 
 
 cordance with originating traffic the assessment on outlying 
 exempt franchises in which duplicate or multiple service is in- 
 volved. It necessarily requires operation by fixed schedule 
 (which in any case is desirable from the standpoint of conven- 
 ience to the public) and the verification of such schedules by the 
 City from time to time, together with the full knowledge of and 
 certification to any schedule modifications that the Company 
 may desire to make. 
 
 It is true that a still closer approximation to the ideal might 
 be made by adopting a basis of seat mileage instead of car mile- 
 age in order to recognize the difference in the size of cars op- 
 erated throughout the system, thus coming one step nearer to 
 the theoretical passenger mileage. But inasmuch as it is a prac- 
 tical impossibility to operate without an occasional interchange 
 of equipment due to accidents, emergencies, and other causes, 
 this introduces an additional complication and expense of audit, 
 both on the part of the City and of the Company, which I be- 
 lieve is not warranted under present conditions. 
 
 Basis of Settlement. In view of the expense and delay 
 already incurred in the adjustment of this question, I am of the 
 belief that some such compromise as was entered into subsequent 
 to the submission of the first report of your accountant in 1908 
 be applied to the settlement of the calendar year now under con- 
 sideration, ending December 31, 1911; but that all future com- 
 putations be made upon the car mileage basis as above recom- 
 mended and that steps be taken to secure the continued sub- 
 mission of schedule data necessary for the proper audit without 
 incurring the labor and expense involved as in the past. Such 
 operating records as will be found (see Chapter 7, Rerouting) in 
 my report on transportation conditions will furnish a guide 
 for the City in this matter. And some person or persons quali- 
 fied by experience in the knowledge of railway operation and 
 schedules should be delegated to analyze and report to your Board. 
 In case a Citv Public Service Commission is established, 
 such matters would logically come within its jurisdiction. 
 
 I 
 
 i. 
 
II 
 
 1 
 
 APPENDIX 
 
 Review of Transit Developments in San Francisco. 
 
 Text of Charter Amendment No. 34. 
 
 Operating Plans for Lower Market Street. 
 
 Condensed Specifications of Municipal Car. 
 
 General Index. 
 
 Index of Exhibits, Figures and Plates. 
 
 Statistical Exhibits. 
 
 Plates Accompanying Report. 
 
f 
 
 REVIEW OF TRANSIT DEVELOPMENT IN 
 
 SAN FRANCISCO 
 
 Past records of earl^ developmenU n^hile not alwa})s of immediate value, 
 nevertheless offer guidance in avoiding the repetition of previous blunders. 
 Further, the^ help the student of civic affairs to form an adequate concep- 
 tion of local difficulties that have been met and overcome, and particularly 
 to follow the general trend of corporate and public opinion upon such mat- 
 ters as transportation, for example, in regard to types of car, competition, 
 methods of financing, franchise terms, and municipal orvnership. The facts 
 presented have been gathered from all available sources not only during the 
 study of corporate property and finance, but also in connection rvith the 
 franchise study contributed by co-operation of the Board of Supervisors. 
 The exact historical accuracy cannot, of course, be verified beyond that of 
 the records available. 
 
 CHRONOLOGY 
 
 1776. First settlement on the Peninsula by Franciscan mission- 
 aries near what is now Sixteenth and Dolores Streets. 
 A few years later the village ''Verba Buena" was 
 settled on the Bay shore between Clark's Point and 
 Telegraph Hill. 
 
 Streets laid out in Yerba Buena. 
 
 Name of town changed to San Francisco. 
 
 First period of rapid population growth following the 
 discovery of gold. City increased in population from 
 2,000 to 15,000 within a year. 
 
 Plank-paved toll roads constructed on Folsom and Mis- 
 sion Streets under eight-year franchise. At this time 
 horses and vehicles provided by livery stables furnished 
 the only means of transportation. 
 
 Omnibus Period — 1852-1862 
 
 1852. Rapid increase in population resulted in the establishment 
 of the first regular transportation facilities in San Fran- 
 cisco — an omnibus line (Yellow Line) operated by 
 Crimm and Bowman between postoffice at Kearny and 
 Clay Streets, and Mission Dolores, via Kearny, Third 
 and Mission. Headway 30 minutes. Fare 50 cents, 
 $1.00 on Sundays. 
 
 1839. 
 1847. 
 1849. 
 
 1850. 
 
 1; 
 
412 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 HISTORICAL REVIEW 
 
 413 
 
 ! 
 
 liill i^ 
 
 m 
 
 
 1857- 
 1862. 
 
 a' 
 
 1854. Second omnibus route put into operation to Mission 
 Dolores by Yellow Line via Folsom and Sixteenth 
 Streets; in 1855 commenced operation on a 10-minute 
 headway between Third and Townsend Streets and 
 Meigg's wharf — fare 15 cents, later reduced to 10 cents. 
 Shortly afterwards a line was started between the Pre- 
 sidio and the postoffice, running- every hour. 
 
 1857. First opposition omnibus line started — People's or Red 
 Line — operating a 30-minute headway to Mission Do- 
 lores and a lO-minute headway between North Beach 
 and South Park, later reduced to five minutes. 
 Other omnibus lines entered the field, and the routes were 
 expanded considerably. Fares finally became standard 
 at 10 cents. Drivers were paid $2.50 for a 12-hour day. 
 Tn 1862 the Red Line had receipts of about $66,000, and 
 operating expenses of $50,000. At that time the popula- 
 tion of the city was about 50,000, and was rapidly out- 
 growing the omnibus system. 
 
 Horse Car Period~l 860-1 872 
 
 1857. Legislature granted Thomas Hayes a franchise for the 
 first street railway in San Francisco, along Market 
 Street from California to Mission Dolores. 
 
 1860. The San Francisco Market Street Railroad Company, 
 
 afterwards the Market Street Railroad Company, took 
 over franchise, graded Market Street, and built the line, 
 which was operated at first by steam dummy power, and 
 later by horses. This railroad was put in operation at 
 about the same time as the first street railway in Eng- 
 land. In 1863 the line was extended to the water front 
 and to Twenty-fifth and Valencia Streets. Headway, 
 30 minutes. 
 
 1861. Omnibus Railroad Company, formerly the People's or 
 
 "Red Line," was incorporated following the immediate . 
 success of the Market Street Railroad, which materially 
 reduced traffic on the omnibus lines. Its franchise ap- 
 proximated the old omnibus routes, and the system was 
 put into operation in 1863. 
 
 1861. North Beach & Mission Railroad, formerly the "Yellow" 
 Omnibus Company, was incorporated and built lines 
 approximately following the old omnibus routes. 
 
 1861. Central Railroad Company formed and received franchise 
 from the Ferry (foot of Vallejo Street) to Sixth and 
 
 LEGEND 
 
 SAN FRANCISCO AND SAN JOSE 
 
 RAILROAD CO (STEAM) 
 
 CENTRAL RAILROAD CO 
 
 tMORSE) - 
 
 SAN FRANCISCO MARKET ST. 
 
 RAILROAD COCSIEAMANDMOftSt) 
 OMNIBUS RAILROAD CO. 
 
 (HORSE) 
 
 NORTH BEACH AMDMISSIOM 
 
 RAILROAD (MORSE) 
 
 SCALE 
 1000 ZOOO 3000 FEET 
 
 RAILWAYS OPERATING 
 1864-5 
 
 SAN FRANCISCO 
 
 ACCOMPANYING TMt RtPORT Of 
 BION J.ARNOLD 
 
 ON TMIL 
 
 SAH FRANCISCO TRANSPORTATION PROBLEM 
 TO THE HON. BOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO. 
 
 FIGURE 102— RAILWAYS OPERATED IN SAN FRANCISCO, 1864-5. 
 
 As representing the early conditions of street railway transportation 
 here, this map shows clearly the concentration of traffic within the Mis- 
 sion district, south and east of Market Street, and the resulting limits of 
 travel. 
 
 fi 
 

 414 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Brannan, following very closely part of the present 
 Sixth and Sansome Street route; and from Taylor to 
 Lone Mountain Cemetery on Turk Street. The first 
 mentioned line traversed the most thickly settled sec- 
 tions of the city, and is said to have had very high re- 
 ceipts. 
 
 1863. City Railroad Company formed to carry patrons to 
 Woodward's Gardens, an amusement resort between 
 Thirteenth, Fifteenth, Mission and Valencia Streets. 
 The original line started from Second and Mission, f but 
 was extended from time to time to Twenty-sixth and 
 Mission and to the Ferry, and to Dupont and Bush via 
 Fifth and Market. All extensions were built out of 
 earnings. 
 
 1863. First train operated between Mission Dolores and San 
 
 Francisquito Creek by the San Francisco & San Jose 
 Railway Company, which ran four trains daily. Later 
 the line terminated at Market and Valencia; and occa- 
 sionally up to 1868, when steam operation was forbid- 
 den on Market Street, trains landed passengers in front 
 of the Palace Hotel. 
 
 1864. Legislature granted Abner Doble the right to construct 
 
 a tunnel through Russian Hill from Mason to Hyde or 
 Larkin Street. This is the same location as the Broad- 
 way tunnel recently proposed and indicates how early 
 the necessity for a tunnel under that ridge was recog- 
 nized. 
 
 1866. Front, Mission & Ocean Railroad, incorporated 1862, 
 (later the Sutter Street Railway Co., incorporated 1887) 
 built a line from Broadway and Battery to Broadway and 
 Polk via Battery, Sutter and Polk. 
 
 1866. Potrero & Bay View Railroad Company built an expen- 
 sive line to the racecourse on Bay View Avenue, re- 
 quiring the construction of two bridges, each a mile 
 long, and much excavation in Potrero Hill. At this time 
 all franchises specified a 5-cent fare on horse-car lines, 
 but in view of the expensive construction of the Bay 
 View line a charge of three tickets for 25 cents and an 
 extra fare below Islais Creek was allowed. 
 The other companies finally succeeded in raising their fare 
 to four tickets for 25 cents, following a Court decision 
 that they could add the Federal tax to their fare. 
 
 HISTORICAL REVIEW 
 
 415 
 
 1866- 
 1870. 
 
 1868. 
 
 1870. 
 
 1870. 
 
 1871 
 
 1875. 
 
 tAlso New Montgomery and Market Streets. 
 
 1869. 
 1873. 
 
 Period of real estate speculation. Numerous franchises 
 were granted, but many lines were never built. Great 
 real estate activity was caused about 1869 by the com- 
 pletion of the Central Pacific Railroad. 
 
 Market Street Railroad obtained additional franchises "to 
 construct an iron railroad of double or single track" on 
 McAllister to Laguna, on Hayes to Divisadero, and 
 Market from Valencia to Castro. This franchise with 
 the original grant covered practically all of the lines 
 later operated by the Market Street Cable Railway 
 
 Company. 
 Eight railway companies in operation with 35 miles of 
 single track and from three to four cars operated per 
 
 mile. 
 
 Act of the Legislature gave cities the right to grant fran- 
 chises to street railways for terms not exceeding 25 
 years ; maximum fare 10 cents, work to be started within 
 one year and completed within three years. 
 
 Front, Mission & Ocean Railroad (then known as the Sutter 
 Street Railroad) extended its line from Polk Street to 
 Presidio and Geary via Bush, Fillmore, California and Pre- 
 sidio, and also to Harbor View. 
 
 Extract from city directory under the head of "Rail- 
 roads" : "It is hardly too much to say that the modern 
 horse car is among the most indispensable conditions 
 of modern metropolitan growth. It is to a city what 
 steam car and steamship lines are to the state and the 
 country. In these modern days of fashionable eflPemi- 
 nacy and flabby feebleness, which never walks when it 
 can possibly ride, the horse car virtually fixes the ulti- 
 mate limits of suburban growth." 
 
 Cable Railway Period— 1872-1891 
 
 Cable railway system invented by Benjamin H. Brooks, 
 a San Francisco attorney, and partly developed by him. 
 
 Clay Street Hill Railroad Company, the first cable line 
 in the world, started operation on Clay Street from 
 Kearny to Leavenworth, and later extended to Van 
 Ness Avenue. Cable system perfected by A. S. Hallidie 
 and line built at a cost of $68,000 per mile of single 
 track. It was very profitable from the start, often pay- 
 ing in a single year as much as 35% of the money in- 
 vested. 
 
 I 
 
416 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 HISTORICAL REVIEW 
 
 417 
 
 ;i i 
 
 
 FIRST CABLE LINE IN THE WORLD, CLAY STREET HILL R. R.— 1872. 
 Also Geary Street steam dummy— 1880. 
 
 — Courtesy Gabriel Moulin. 
 
 1873. Rate war between the City Railroad, Omnibus Railroad, 
 and North Beach & Mission Railroad. Fares dropped 
 to eight tickets for 25 cents. 
 
 1875. Agreement between all roads excepting the Clay Street 
 Hill line fixing fares at four tickets for 25 cents. At 
 this time the dime was the smallest coin in circulation 
 in San Francisco, and the charge for a single fare on all 
 roads was ten cents. 
 
 1875. Eight companies in operation, having 80 miles of single 
 track and 220 cars; 700 men and 1700 horses employed. 
 
 1876- Sutter Street Railway Company changed from horse to 
 1880. cable power. Extended the Sutter Street line to Pre- 
 sidio and built Larkin Street line from Market to Sutter. 
 
 1877. Law enacted by the Legislature (effective 1878) fixing 
 fares in San Francisco at five cents. 
 
 1877. Ocean Beach Railroad Company incorporated. 
 
 1878. California Street Cable Railroad Company, incorporated 
 
 1876, put line into operation between Kearny and Fill- 
 more Streets. Built by Leland Stanford and associates, 
 at a cost of $430,000. Construction first-class through- 
 
 out. Equipment, 25 cars. Grip cars or dummies seated 
 18, and trailers 16 passengers. 
 
 1879. Franchise extensions of 50 years granted to practically 
 
 all companies just prior to the adoption of a new State 
 constitution. 
 
 1880. Presidio & Ferries Railroad Company started operation 
 
 over a line approximating the present route, using a 
 combination of horse, cable and steam dummy power. 
 1880. Geary Street cable line built from Kearny to Presidio 
 Avenue; Golden Gate Park extension via Point Lobos 
 and First Avenues, operated as a steam dummy hne. 
 Cost $370,000. Constructed with plank conduit, but 
 later reconstructed to standard concrete conduit and 
 
 steel yokes. 
 1882. Market Street Cable Railway Company formed by Stan- 
 ford and associates ; took over all lines of the Market 
 Street Railroad and reconstructed them into cable lines. 
 Capital, $5,000,000. Construction of roadbed first-class, 
 and even withstood the earthquake of 1906, except 
 where the support was entirely carried away. 
 
 1884. Park & Ocean Railroad Company, organized 1883, put 
 
 into operation as a steam line to the Beach. 
 188"4. Telegraph Hill Railroad started operation of a cable line 
 up Telegraph Hill. Operation ceased about 1886. 
 
 1885. Powell Street Railroad system built from Powell and 
 
 Market to Taylor and Bay Streets, and from the Ferry 
 to Presidio Avenue via Sacramento, Clay, Washington 
 and Jackson. Later the Sacramento Street line was ex- 
 tended from Mason to Walnut Street, and afterwards 
 to Golden Gate Park via Sixth Avenue. 
 
 1886. Market Street & Fairmount Railroad Company incor- 
 
 porated (a subsidiary of the Market Street Railway). 
 Operation commenced in 1889. Castro Street cable line 
 constructed. 
 1886- Expansion of cable lines on Ellis Street from Market to 
 1889. Broderick, via Oak, Stanyan to Haight; on Post, Mar- 
 ket to Leavenworth, Tenth to Howard ; Howard Street 
 horse car line converted into cable to Twenty-sixth 
 Street, and line built on Twenty-fourth Street east. 
 
 Period of Electric Construction and Consolidation— 1891 
 
 1891. San Francisco and San Mateo Railroad Company, the first 
 electric line in San Francisco, built by Mr. Behrend 
 Joost from the corner of Steuart and Market to the 
 
INTENTIONAL SECOND EXPOSURE 
 
 416 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 HISTORICAL REVIEW 
 
 417 
 
 FIRST CABLE LINK IX TIIR WOULD, CLAY STRF.ET HILL R. R.— 187J. 
 Also Geary Street steam dummy — 1880. 
 
 — Courtesy Gabriel Moulin. 
 
 1873. Rate war between the City Railroad, Omnibus Railroad, 
 and Xorlh lieach & Alission Railroad. Fares dropped 
 to ei^i^ht tickets for 25 cents. 
 
 1875. Agreement between all roads excepting the Clay Street 
 kill line fixing fares al four tickets for 25 cents. At 
 this time the dime was the smallest coin in circulation 
 in San Francisco, and the charge for a single fare on all 
 roads was ten cents. 
 
 1875. Eight companies in oi)eration, having 80 miles of single 
 track and 220 cars; 700 men and 1700 horses employed. 
 
 1876- Sutter Street Railway Company changed from horse to 
 1880. cable power. Extended the Sutter Street line to Pre- 
 sidio and built Larkin Street line from Market to Sutter. 
 
 1877. Law enacted by the Legislature (effective 1878) fixing 
 fares in San Francisco at five cents. 
 
 1877. Ocean Beach Railroad Company incorporated. 
 
 1878. California Street Cable Railroad Company, incorporated 
 
 1876, put line into operation between Kearny and Fill- 
 more Streets. Built by Leland Stanford and associates, 
 at a cost of $430,000. Construction first-class through- 
 
 out. Equipment, 25 cars. Grip cars or dummies seated 
 18, and trailers 16 passengers. 
 
 1879. Franchise extensions of 50 years granted to practically 
 
 all companies just i)rior to the adoption of a new State 
 constitution. 
 
 1880. Presidio & 1^'erries Railroad Company started operation 
 
 over a line api)roximating the present route, using a 
 combination of horse, cable and steam dummy power. 
 
 1880. Geary Street cable line built from Kearny to Presidio 
 Avenue; (lolden Gate Park extension via Point Lobos 
 and First Avenues, operated as a steam dummy line. 
 Cost $370,000. Constructed with plank conduit, but 
 later reconstructed to standard concrete conduit and 
 steel yokes. 
 
 1882. Market Street Cable Railway Company formed by Stan- 
 ford and associates ; took over all lines of the Market 
 Street Railroad and reconstructed them into cable lines. 
 Capital, $5,000,000. Construction c^f roadbed first-class, 
 and even withstood the carthtpiake of 1906, except 
 where the support was entirely carried away. 
 
 1884. Park t^ Ocean Railroad Company, organized 1883, put 
 into operation as a steam line to the Beach. 
 
 1884. Telegraph Hill Railroad started operation of a cable line 
 
 up Telegraph Tlill. Operation ceased about 1886. 
 
 1885. Powell Street Railroad system Imilt from Powell and 
 
 :\Iarket to Taylor and Bay Streets, and from the Ferry 
 to Presidio Avenue via Sacramento, Clay, Washington 
 and Jackson. Later the Sacramento Street line was ex- 
 tended from Mason to Walnut Street, and afterwards 
 to Golden Gate Park via Sixth Avenue. 
 
 1886. Market Street & Fairmount Railroad Company incor- 
 
 porated (a subsidiary of the Market Street Railway). 
 Operation commenced in 1889. Castro Street cable line 
 constructed. 
 1886- Expansion of cable lines on Ellis Street from Market to 
 1889. Broderick, via Oak, Stanyan to Haight; on Post, Mar- 
 ket to Leavenworth, Tenth to Howard; Howard Street 
 horse car line converted into cable to Twenty-sixth 
 Street, and line built on Twenty-fourth Street east. 
 
 Period of Electric Construction and Consolidation— 1891 
 
 1891. San Francisco and San :\rateo Railroad Company, the first 
 electric line in San Francisco, built by Mr. Behrend 
 Joost from the corner of Steuart and Market to the 
 
 1 4. 
 

 B 
 
 418 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 County line, via Steuart, Harrison, Fourteenth, Guerrero 
 and San Jose Avenue. This road did not pay expenses, 
 and failed after a short time, but was afterwards re- 
 habilitated and extended to the Holy Cross Cemetery, 
 and over the present Harrison and Eighteenth Street 
 '^switchback line." 
 
 1891. Metropolitan Railroad built from Market Street to Golden 
 
 Gate Park via Eddy, Hyde, O'Farrell, Scott, Fell, Baker, 
 Page, Clayton and Waller to Ninth and "H" Streets. 
 This road was purchased by the Market Street Railway 
 Company in 1894. 
 
 1892. Southern Heights and Visitacion Valley Railroad Com- 
 
 pany incorporated. Operated on Kentucky Street and 
 Railroad Avenue. 
 
 1892. War of competition between the Omnibus Railroad and 
 
 the Market Street cable roads, at that time controlled by 
 Southern Pacific interests. Both extended their lines 
 rapidly, and numerous attempts were made to stop con- 
 struction by armed force. There were several fights 
 over attempted extensions south of the Park. During 
 this time the Omnibus Company put 15 to 20 cars on 
 the Market Street outer tracks below Kearny, and 
 blanketed the inner tracks. The Omnibus Company 
 finally forced purchase and consolidation. 
 
 1893. Stock of the Omnibus Railroad purchased by the inter- 
 
 ests controlling the Market Street road, which at that 
 time had obtained control of practically all the other 
 lines in the city. 
 
 1893. Market Street Railway Company organized by "Southern 
 Pacific interests" consolidating all lines with the excep- 
 tion of the San Mateo, Sutter, Geary, California, and 
 Union Street lines. This was the first large consolida- 
 tion of competing lines. 
 
 1893- Period of unification of the Market Street Railway sys- 
 1901. tem during which old routes were changed to a consid- 
 erable extent, and many sections of track abandoned. 
 From 1896 to 1901, the extensions on all of the systems 
 just about equalled the abandonments. 
 
 1895. Adolph Sutro built an extension from the end of the 
 Sutter Street line via California and Clement Streets 
 to the Beach in order to secure a 5-cent fare to the Sutro 
 Baths, which was refused by the Market Street Com- 
 pany. This road did not pay, and was eventually sold to 
 the Sutter Street Railway Company. 
 
 °s| li i i i|i ! :i;:il 
 
 ^< t!ilHl«l*li 
 
 
 |2 
 
 "' Nil 
 
 FIGURE 103 -RAILWAYS OPERATING IN SAN FRANCISCO IN 1893o. 
 This exhibit is of particular interest as indicating conditions prior to the hrst 
 general con oMation of railway lines. The large number of separate companies 
 f^era i^g at Sat time is shown by graphical code; also the -^'"f^'l^^JTZ d 
 lines and routes some of which have since been abandoned. The advantages to De 
 derived from *e consolidation in obtaining for the P"bhc unified operation and more 
 direct routine and for the Company, the elimination of duplication of service, are 
 here qu™vident. This comfdexity of routing and duplication of investment is 
 most noticeable in the North Beach section. 
 
420 
 
 1900. 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 HISTORICAL REVIEW 
 
 421 
 
 lil 
 
 \ 
 
 San Francisco & San Mateo system purchased by the 
 "Baltimore Syndicate" for $1,200,000. This formed the 
 nucleus of the present United Railroads system. 
 1900. New City Charter adopted, declaring for gradual acquisi- 
 tion of and ultimate municipal ownership of public utilities. 
 
 1902. United Railroads organized by Brown Bros., New York, 
 
 consolidating all railroads operating in San Francisco 
 with the exception of the California Street Cable, Pre- 
 sidio & Ferries, and the Geary Street lines. This was 
 the second and last important consolidation. 
 
 1903. Charter amendment declaring right of regulating rates 
 
 and service. 
 1906. Earthquake and fire temporarily stopped all street rail- 
 (Apr. way communication within the city. United Railroads 
 18th) provided food and clothing and the assistance of their 
 trainmen and free transportation during the early days 
 of greatest distress. Fillmore Street cross-town line 
 first to resume operation, and traffic practically recov- 
 ered in seven months due to extraordinarily rapid re- 
 building. 
 
 1906. First carmen's strike, 10 days. 
 (Aug.) 
 
 1906-07. All United Railroads cable lines were electrified ex- 
 cepting Castro, Powell, and Sacramento cables. 
 
 1907. Strike of platform men practically stopped the operation 
 (May of the United Railroads system, but finally resulted in 
 
 5th) a victory for the Company after a prolonged and brutal 
 struggle in which armed force was frequently resorted 
 to. Traffic did not fully recover for about one year. 
 This turbulent fire and strike period resulted in about 
 $5,000,000 loss in United Railroads earnings and gave 
 rise to further punitive legislation. 
 
 1907. Charter amendment providing for acquisition of public 
 (Oct.) utilities by City and extending right of regulation. 
 
 1910. Charter amendment declaring for City purchase of utilities, 
 limiting minimum wages and maximum hours of work ex- 
 cept for City employees. 
 
 Municipal Ownership 
 
 1896. Supervisors attempted to extend the franchise of the 
 Geary Street road. Court decided that Supervisors had 
 no right to extend a franchise prior to one year before 
 its expiration. 
 
 1900. New City Charter went into effect declaring for municipal 
 acquisition and ownership of public utilities. 
 
 1902. First election on Municipal Railway, bond issue of $700,- 
 
 000 to rebuild the Geary Street cable road with an 
 electric conduit. Failed to receive the necessary two- 
 thirds majority. Vote about 15,000 to 10,000. 
 
 1903. Franchise of Geary Street road expired. Second election 
 
 of Municipal Railway bond issue. Lost, 14,000 to 
 10,000. 
 
 1905-6. Tax levy of $700,000 provided for to build the Geary 
 Street road. This money was diverted to other pur- 
 poses at the time of the fire. 
 
 1909. Third bond election for Geary Street road fell 431 short 
 
 (June) of the necessary two-thirds majority. 
 
 1909. Fourth election. Bond issue of $2,120,000 for the con- 
 
 (Dec.) struction of a municipal system passed by vote of 28,000 
 to 7,000. 
 
 1911. Rebuilding of the Geary Street line commenced. Con- 
 struction changed from day labor to contract basis after 
 election of new administration. 
 
 1911. Judge Seawell ruled in favor of City's right to operate 
 (Sept.) Geary Street line to the Ferry over tracks laid by the 
 
 Sutter Street Railway Company. 
 
 1912. State Railroad Commission, reorganized under Public 
 (Mch.) Utilities Act, given power of regulating rates and ser- 
 vice except in cities then holding and retaining such 
 powers. 
 
 1912. Administration enters into agreement with United Rail- 
 (Dec.) roads respecting joint operation on lower Market Street. 
 
 1912. Charter Amendment 34 defeated by small majority. This 
 (Dec.) was a broad enabling act designed to permit new and 
 resettlement franchises to be granted on the indetermi- 
 nate profit-sharing plan, with automatic recapture by 
 the City unlimited extensions and adequate service. 
 Amendments also defeated providing for City Public 
 Service Commission with regulative powers over util- 
 ities and for exemption of revenue producing utilities 
 from the existing 15% debt limit. 
 
 1912. Municipal railroad on Geary Street commenced operation. 
 (Dec.) 
 
 1913. Geary Street extension to the Ferry delayed by petition 
 
 for referendum on legality of agreement. 
 
 r 
 t 
 
 i'- 
 
4 
 
 ! 
 
 422 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 SUPPLEMENTAL DISCUSSION 
 Suburban Transportation 
 
 Regular Ferry service between Oakland and San Francisco 
 was started in 1852 with two trips daily, increased in 1858 to 
 three On the Oakland side, passengers were landed at the foot 
 of Broadway until 1863. when the Oakland pier was built. By 
 1873, the passengers carried numbered 2,655,671 ^^ich had in- 
 creased by 1877 to 5,570,555, and by 1912 to nearly 40,000,000. 
 Originally, the single-trip fare was 15 cents, and the monthly 
 commuter rate $3.00, the same as at the present time. Ferries 
 were also run in 1877 to Sausalito and to Berkeley making about 
 six trips daily, the same rate of fare being charged. In 1863 the 
 San Francisco & San Jose Railroad was built, with four trains 
 daily run from Mission Dolores (Sixteenth and Dolores Streets) 
 to San Francisquito Creek ; later trains were run to a depot at 
 Market and Valencia, and occasionally down Market Street 
 landing passengers at the Palace Hotel. This was discontinued 
 in 1867, when an ordinance was passed forbidding operation by 
 steam on Market Street. 
 
 Fares 
 
 On the original omnibus line, the fare from Kearny Street to 
 
 Mission Dolores was 50 cents on week-days and $1 .00 on Sundays : 
 
 and from South Park to North Beach, 15 cents one way. But when 
 
 the opposition omnibus lines were started the fare to Mission Dolores 
 
 was reduced to 25 cents, and from North Beach to South Park to 
 
 10 cents which ultimately became the standard omnibus fare. On 
 
 the first horse railroad the franchise provided for a 5-cent fare when 
 
 two or more passengers were paid for. or 10 cents for a single 
 
 passenger, since 10 cents was the smallest coin in circulation. Ihe 
 
 companies finally succeeded, however, in raising the fare to four 
 
 tickets for 25 cents, under a Court decision giving them permission 
 
 to add the amount of the Federal tax. After the adoption of tickets 
 
 the companies found that they realized considerable additional 
 
 revenue due to tickets lost or unused by passengers. 
 
 The high construction cost of the Potrero & Bay View Company's 
 line was recognized, and permission granted to sell tickets 3 for 
 25 cents and to charge an extra fare to the Bay View racecourse. 
 About 1872 the City Railway carrying people to an amusement 
 resort in the Mission (Woodwards Gardens) cut the fare to six 
 tickets for 25 cents, resulting in a rate war with the Omnibus and 
 the North Beach & Mission lines, during which time as many as 
 eight tickets were sold for 25 cents. In 1873 an agreement was 
 
 HISTORICAL REVIEW 
 
 423 
 
 BEGINNINGS OF TRANSPORTATION IN SAN FRANCISCO— 1860. 
 Omnibus, corner Clay and Montgomery Streets. 
 
 — Courtesy Chas. B. Turrill. 
 
 reached and fares restored to five tickets for 25 cents. But two 
 years later all lines except the Clay Street cable raised the fare 
 (without notice to the public) to four tickets for 25 cents. This 
 resulted in numerous riots ; the fare question became a political issue, 
 and finally an Act of the Legislature (effective 1878) fixed street 
 railroad fares in San Francisco at 5 cents. The effect of this reduc- 
 tion was an increase in riding of about ten per cent. For a time 
 after the Market Street consolidation the transfer system was not 
 altered, and an attempt was made to collect additional fares on many 
 of the lines. This resulted in lawsuits in which the Company was 
 fined $200 for each violation of the State law of 1878. Since that 
 time a uniform 5-cent fare has been charged in San Francisco, with 
 universal transfers between all lines under one control. 
 
 Rolling Stock 
 
 The first equipment used for transportation in San Francisco 
 was the omnibus, with two or four-horse teams, and seating about 
 18 passengers including seats on top. No standing passengers were 
 allowed. 
 
 When the omnibuses became inadequate to serve the rapidly 
 growing population, horse cars of various types were put into 
 
 i< 
 
 s 
 
 i i 
 
 I 
 
INTENTIONAL SECOND EXPOSURE 
 
 422 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Sl'lMMjail'-XTAK DISC rSSIOX 
 
 Suburban Transportation 
 
 Rcirular Iumtv service ])Ot\vccii Oakland and San l^^ancisco 
 was srartcd in 1852 with two lri])s daily, increased in 18rS to 
 three On the (Oakland side. i)assen.ij:ers were landed at the h'Ot 
 ,)f r.rnadwav nntil 18f)3. when the Oakland pier was bnilt Wy 
 187^ the l)a>.^-enoers carried nnnd)ered 2.ro.^.f.71 which had in- 
 creased l)v 1877 to ?,?70,??y and hy ^'12 to nearly 40,000.()()0. 
 Orio-inallv. the sinolc-trip fare was 1.^ cents, and the innnthly 
 conininter rate S.VOO. the same as at the present tune, kernes 
 were also rnn in 1877 to Sausalito and to IWrkeley iii;il<i"g f ont 
 MX trills dailv. the same rate of fare bein- charjred. In 18rK^ the 
 San k^ancisco .K: San [ose Railroad wa< bnilt. with tonr trains 
 dailv run from Mission Dol.>re< (Sixteenth and Dolores Street<) 
 t(. San Franciscpiito Creek: later trains were rnn to a depot at 
 Market and X'alcncia. and occasionally down Market Street 
 kmdin- passencrers at the f^alace Ib^tel. This was discontinned 
 in 1867, when an ordinance was passed fnrbiddin- operation by 
 steam on Market Street. 
 
 Fares 
 
 C^n the orii^nnal omnibns line, the fare from Kearny Street to 
 Mission Dolores was .=^0 cents on week-days and SI .00 on Sundays: 
 and from South l\irk to North F.each. 1.=^ cents one wav. Fut when 
 the opposition omnilms lines were started the fare to Mission Dolores 
 wa. reduced to 2.=^ cents, and from North lU'acli to South 1 ark to 
 10 cents which ultimatelv became the standard omnibus tare. On 
 the first hr>r<e railroad the franchise provided for a .-cent fare when 
 two or m<.re passen-er^ were paid fnr. or 10 cents for a sin^ e 
 nas'^eno-er since 10 cents was the smallest coin in circulation. I he 
 companies finallv succeeded, however, in raisinpr the fare to^ four 
 tickets for 2.^ cents, under a Court decision -ivin- them permission 
 to add the amount of the Federal tax. After the adoption of tickets 
 the companies found that they realized considerable additional 
 revenue due to tickets lost or unused by passengers. 
 
 The hii^h construction cost of the Fotrero 8: Ray View Company > 
 line was reco-nized. and permission -ranted to sell tickets 3 for 
 ^=; cents and to cbar-e an extra fare to the F>ay ViexV racecourse. 
 •\bout 187^ the Citv Rail wav carrvini:: people to an amusement 
 resort in the Mission (Woodward^ Gardens) cut the fare to six 
 tickets for 2.- cents, resultinir i" a rate war with the Onmibus and 
 the North F.each & Mission lines, durino: which time as many as 
 eicrht tickets were sold for 2? cents. In 187.S an a-reement was 
 
 .1 
 
 HISTORICAL REVIEW 
 
 423 
 
 - ♦^ 
 
 I'.KCINNIXCS OF TKAXSPORTATIOX IX SAX FK AXC ISCO-1860. 
 
 Otnniluis, corner Clay and Mont^<Mncry Streets. 
 
 — Courtes3' Chas. B. Turrill. 
 
 reached and fares restored to five tickets for 23 cents, lint two 
 years later all lines except the Clay Street cable raised the fare 
 (without notice to the public) to four tickets for 25 cents. This 
 resulted in numerous riots ; the fare question became a political issue, 
 and finally an Act of the Legislature (effective 1878) fixed street 
 railroad fares in San b^rancisco at .S cents. The effect of this reduc- 
 tion was an increase in riding of about ten per cent. For a time 
 after the Market Street consolidation the transfer system was not 
 altered, and an attempt was made to collect additional fares on many 
 of the lines. This resulted in lawsuits in which the Company was 
 fined $200 for each violation of the State law of 1878. Since that 
 time a uniform 5-cent fare has been charged in San Francisco, with 
 universal transfers between all lines under one control. 
 
 Rolling Stock 
 
 The first equipment used for transportation in San Francisco 
 was the omnibus, with two or four-horse teams, and seating about 
 18 passengers including seats on top. No standing passengers were 
 allowed. 
 
 When the omnibuses became inadeciuate to serve the rapidly 
 growing population, horse cars of various types were put into 
 
 I 
 
 i 
 
424 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 HISTORICAL REVIEW 
 
 425 
 
 I ; 
 
 TYPICAL EQUIPMENT, HORSE CAR PERIOD— 1860-1870. 
 
 At the left— One-horse "Bob-tail" Car, City Railroad Co. 
 
 — Courtesy Gabriel Moulin. 
 
 service These were limited by ordinance to 25 feet in length. In 
 1870 the Market, Omnibus, and North Beach & Mission lines 
 used a two-horse car, seating about 20 passengers and operated by 
 a conductor and driver. Most of the other lines used the 
 *'bob-tail" car, or the "balloon" car having a seating capacity of 
 about 14 the latter being introduced on the steep Sutter Street 
 grades on account of its lightness. The "balloon" car was provided 
 with a patented device by which the car body could be turned on 
 its truck, thereby eliminating turntables at terminals. These cars, 
 as well as the "bob-tail" cars, were operated by a driver only, with 
 a fare box at the forward end. The City Railway, which during 
 the horse-car period had the reputation of keeping its cars better 
 and cleaner than any other line, operated a one-horse car having a 
 capacity of 14 seated and 5 standing passengers. 
 
 Just prior to the introduction of the horse car, the street railway 
 cars were operated with a small steam dummy. The use of this 
 dummy on Market Street was prohibited by ordinance after 1868. 
 
 During the early years of cable traction, trailers were used, 
 hauled by a dummy car carrying the grip and brakes, it being 
 thought that the dummy could adapt itself to sharp changes m 
 
 STANDARD MARKET STREET CABLE CAR— 1906. 
 
 — United Railroads. 
 
 grade better than a longer and heavier car. It is curious evidence 
 of erratic transit development in San Francisco that "trains" of this 
 type are still operated on Pacific Avenue. Originally the dummies 
 were intended to accommodate only the gripmen, but later were 
 provided with seats. The dummies weighed from 2200 to 4800 lbs. 
 each, and the trailers 2000 to 4000 lbs., with a seating capacity of 
 usually about 16 for the trailers and 18 for the dummy car. Cars 
 operated on Clay Street, the original cable line, were at first pro- 
 vided with clocks. 
 
 The Market Street Cable Railroad built in 1883 a new car, com- 
 bining trailer and dummy. These composite cars weighed about 
 9,000 lbs., and carried one grip and wheel brakes on each of the two 
 trucks. In 1893, single-end cars of the combination type — half open, 
 half closed — weighing about 11,000 lbs. each, were built for this 
 company, at a cost of $2,000 each. They used double trucks, 22-inch 
 wheels, one pair of track brakes, and wheel brakes, the forward wheel 
 brakes operated by a foot lever, and rear track brake by a hand 
 lever; these could only be used with turntables or loops, and were 
 the standard cable cars on the most important lines of the United 
 Railroads up to the time of the fire. 
 
 After 1889 radical changes took place. The California Street 
 Cable Company developed a car 35 feet long, weighing 11,200 lbs., 
 and seating 34 passengers. It had double trucks with 22-inch wheels. 
 Both wheel and track brakes were provided, but the lattei was the 
 most dependable one, using shoes of Oregon fir 20 inches long, 
 which generally lasted about two weeks. This car used one griv 
 
 ' 
 
INTENTIONAL SECOND EXPOSURE 
 
 424 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 
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 v 
 
 I 
 
 .1 
 
 
 fl 
 
 k 
 
 %f^^ 
 
 rusMig' 
 
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 ^^^£^ 
 
 i 
 
 T\ I'K \l. Kijni'MK.N 1. 11<)U>K ( AK IT.IUon 18^,0-1870. 
 \, tin. Kfi_()iu linr-r "ilob-tair* Cav. City Railmrul C«). 
 
 C■ouI■tc^y Gabriel Moulin. 
 
 service, 'nie^c were liniiUMl ])y ordinance L' 2? feet in len.j^nh. In 
 1S7() llie Market. ( )innil)ns. and X-'rlh i'.eaoh cK: Mission lines 
 used a two-horse car. seatin-- alx.nt 20 i)assen-ers and operated by 
 a conductor and driver. Most of the other lines used the 
 "l)ol)-tair' car, or the "l)alloon" car havin- a seatin.i^ capacity of 
 alK)Ut 14. the latter heini;- introduced on tlie stee]) Sutter Street 
 i^rades ou account of its lii^htness. The "balloon" car was provided 
 with a |)atente(l device by wdiich the car body could be turned on 
 its truck, thereby eliminating turntables at terminals. These cars, 
 as well as the "bob-tail" cars, were operated by a driver only, with 
 a fare box at the forward end. The City Railway, which during 
 the horse-car period had the reputation of keeiHnjT its cars better 
 and cleaner than any other line, operated a one-horse car havinj^ a 
 capacitv of 14 seated and 5 standinof passengers. 
 
 Just ])rior t.> the introduction of the horse car. the street railway 
 cars were o] -crated with a small steam dummy. The use of this 
 duinmv on Market Street was prohibited by ordinance after 1868. 
 
 Durinq; tlie earlv years of cable traction, trailers were used, 
 hauleil bv a dummy car carryin^^^ the i^rip and brakes, it being- 
 thou-ht that the dummy could adapt itself to sharp chansres in 
 
 
 HISTORICAL REVIEW 
 
 425 
 
 '..,'^- .**J.1|^j|g^|fJ(i*B;|(^i«^(Ji|!iyipi^,7^jP)|j|^ 
 
 STAXDAkI) M ARKKT STUKICT CAULK ( AK — I90r,. 
 
 - Uiiitci] Uailroails. 
 
 jLTrade better than a longer and heavier car. It is curious evidence 
 of erratic transit development in San bVancisco that "trains" of this 
 type are still operated on I\'icific Avenue. ( )riiLiinally the dummies 
 were intended to accommodate only the i^ri'pmen. but later were 
 provided with scats. The dummies weip^hed from 2200 to 4800 lbs. 
 each, and the trailers 2(X)0 to 4000 lbs., with a seating: capacity of 
 usually about 16 for the trailers and 18 for the dummy car. Cars 
 operated on Clav Street, the ori.ii'inal cable line, were at first pro- 
 vided with clocks. 
 
 The Market Street Cable Railroad built in 188.^ a new car. com- 
 bining;- trailer and dummy. These composite cars weighed about 
 0.0(X) lbs., and carried one i;rip and wheel l)rakes on each of the two 
 trucks. Tn 18*)3, sin-^le-end cars of the coml)ination ty])e — half open, 
 half closed — wei^hin;^- about 1 1 .OfMl ll)s. each, were built for this 
 com])anv, at a cost of $2,000 each. They used double trucks. 22-inch 
 wheels, one pair of track brakes, and wheel brakes, the forward wheel 
 brakes operated bv a foot lever, and rear track brake by a hand 
 lever; these could onlv be used with turntables or loops, and were 
 the standard cable cars on the most important lines of the Cnited 
 Railroads up to the time of the fire. 
 
 After 1880 radical chan_c:es took ])lace. The California Street 
 Cable Company develojied a car 35 feet \on^, weii^hinq- 11.200 lbs., 
 and seatinjLT 34 passeni^ers. Tt had double trucks with 22-inch wheels. 
 l>oth wheel and track brakes were ])rovided. but the lattei wms the 
 most dependable one. usint;- shoes of C^reiion fir 20 inches loni^^ 
 which ocnerallv lasted about two weeks. This car used one grin 
 
1' 
 
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 1 
 
 
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 /1 
 
 
 ffiftli! 
 
 It: . 
 
 
 426 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 only, which was operated by levers from either end, interlinked. 
 The operation of the double-end car eliminated the necessity for 
 the expensive and cumbersome turntables formerly necessary to 
 reverse cars at the end of the line. 
 
 The dummy and trailer type was used on many of the cable 
 lines until 1889, but the "California" type or combination closed- 
 body and open-end car became popular soon after it had been 
 developed and was used widely in San Francisco during the cable 
 period. 
 
 Until the electrification, the Presidio & Ferries Railroad retained 
 the old system of dummy and trailer cars, the "train" being 45 feet 
 in length. 
 
 The original Day Street Hill cable line used a grip mounted 
 upon fixed standards and operated by hand wheels (photo accom- 
 panying). On the Sutter Street line, the grip was operated by a 
 lever and the cable taken at the side instead of the bottom of the grip 
 as in the Clay Street cars. The cable could be dropped in this as 
 well as in most of the later types by moving the lever to its extreme 
 "open" position. On the California Street line, the side grip was 
 also used, but provision made for dropping the cable by oflf-setting 
 the track at proper points instead of mechanically casting off the 
 cable as in other designs. 
 
 The Market Street cars used a grip quite similar to the Califor- 
 nia Street design. Howard Street cable cars used a bottom grip, 
 which was closed by the pressure of movable rollers upon the out- 
 side of pivoted grip jaws. This same type was afterwards adopted 
 on the Hyde Street line of the California Street Cable Railway, 
 and is also now used on the Jackson and Sacramento lines of the 
 United Railroads. On the other lines of the United Railroads, the 
 side grip similar to the California Street design, is used. 
 
 When electric traction was introduced into San Francisco by the 
 San Francisco & San Mateo Railway, the cars were modeled after 
 the "California" type cable car, i. e., with an open section at each 
 end having longitudinal seats facing outward. The cars were 26 
 feet and 28 feet long, the shorter ones being single-truck, equipped 
 with two 15 h.p. motors, and the longer ones double-truck with 
 two 25 h.p. motors. Track and wheel brakes were installed at first, 
 but the latter were finally discarded. 
 
 The Metropolitan Street Railway used combination cars 24 feet 
 long, some having one and some two open ends. At first the body 
 was mounted on radial trucks, but owing to insufficient braking 
 power on steep hills, four-wheel trucks were substituted. The 
 electrical equipment comprised two 25 h.p. motors. 
 
 HISTORICAL REVIEW 
 
 427 
 
 EARLY TYPE OF ELECTRIC ROLLING STOCK. 
 
 San Francisco & San Mateo Electric Ry. Co. 
 
 — ^United Railroads. 
 
 There was no material change in the type of rolling stock until 
 1905. Power and seating capacity were increased, but the original 
 "California" type was not departed from. In 1905 the United 
 Railroads introduced the cars of the present 1300 class, much larger 
 and heavier than those previously used. These are of the "com- 
 bination" type, seating 42 passengers, but having cross seats in the 
 open sections. The first departure from the open "California" type 
 came in 1906-7, when the heavy all-closed "box cars" of the 1500 and 
 1550 classes were introduced. Then came the prepayment "box cars" 
 of the 100 class. The present tendency is to return to an improved 
 "California" type, such as the Geary Street or the United Railroads 
 cars on order. 
 
 Franchises 
 
 Until 1870 all franchises for street railways were granted by the 
 State Legislature. In the first Market Street grant the Company 
 was required to grade and repair the street. Speed was limited to 
 eight miles per hour. Other grants made during the sixties generally 
 contained the following provisions : 
 
 Payment of an annual car license fee of $50 per car. 
 
 Fare limited to 634 cents. 
 
INTENTIONAL SECOND EXPOSURE 
 
 426 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 onlv, which was operated Iw levcM's from either end, intcrh'nkcd. 
 M1ie operation of tlie donhle-end car chminated tlie necessity for 
 the expensive and cunihersome tnrntahles formerly necessary to 
 reverse cars at the end of the hne. 
 
 The (hmimy and trailer type was nsed on many of the cahle 
 lines until 1880, hut the "California" type or comhination closed- 
 body and open-end car became popular soon after it had been 
 developed and was used widely in San I'rancisco durini^ the cable 
 ])eriod. 
 
 I'ntil the electrification, the Presidio 8c I'erries Railn^ad retained 
 the old system of dummy and trailer cars, the "train" beinj^ 45 feet 
 in Icno^th. 
 
 The orii^inal Clay Street Tfill cable line used a c^rip mounted 
 upon fixed standards and operated by hand wheels (]ihoto accom- 
 panying- V On the Sutter Street line, the p:rip was operated by a 
 lever and the cable taken at the side instead of the bottom of the ijrip 
 as in the Clav Street cars. The cable could be dropped in this as 
 well as in most of the later types by mcn-in": the lever to its extreme 
 "open" position. On the California Street line, the side o;rip was 
 also used, but provision made for droppiui^ the cable by off-settinjo: 
 the track at proper points instead of mechanically castinj^^ off the 
 cable as in other desijc^ns. 
 
 The ^Market Street cars used a o^rip quite similar to the Califor- 
 nia Street desic^n. Howard Street cable cars used a bottom .c^rip. 
 which was closed by the pressure of movable rollers upon the out- 
 side of pivoted j2:rip jaws. This same type was afterwards adopted 
 on the Hvde Street line of the California Street Cable Railway, 
 and is also now used on the Jackson and Sacramento lines of the 
 United Railroads. On the other lines of the United Railroads, the 
 side p^rip similar to the California Street desic^n, is used. 
 
 When electric traction was introduced into San Francisco by the 
 San Francisco & San !Mateo Railway, the cars were modeled after 
 the "California" type cable car. i. c, with an open section at each 
 end havins]f lonp^itudinal seats facinc: outward. The cars were 26 
 feet and 28 feet loner, the shorter ones beincr sinc^le-truck, equipped 
 with two 15 h.p. motors, and the lonj^er ones double-truck with 
 two 2^ h.p. motors. Track and wheel brakes were installed at first, 
 but the latter were finally discarded. 
 
 The Metropolitan Street Railway used combination cars 24 feet 
 loner, some havincf <^ue and some two open ends. At first the body 
 was moimtcd on radial trucks, but owinj^ to insufficient brakin^: 
 power on steep hills, four-wheel trucks were substituted. The 
 electrical equipment comprised two 25 h.p. motors. 
 
 HISTORICAL REVIEW 
 
 427 
 
 KAULV TYTK OF KLl-XTRK ROF.LIXr. STOCK. 
 
 San I'rancisco & San Mateo I'llcctric Ry. Co. 
 
 — United Railroads. 
 
 There was no material change in the type of rolling stock until 
 1905. Power and seating capacity were increased, but the original 
 "California" type was not dei)arted from. In 1905 the I'nited 
 Railroads introduced the cars of the present 1300 class, much larger 
 and heavier than those i)reviously used. These are of the "com- 
 bination" type, sealing 42 passengers, but having cross seats in the 
 open sections. The first de])arture from the oi)en "California" type 
 came in V)0C)-7 , when the heavy all-closed "box cars" of the 1500 and 
 1530 classes were introduced. Then came the prejiayment "box cars" 
 of the 100 class. The present tendency is to return to an improved 
 "California" type, such as the Geary Street or the United Railroads 
 cars on order. 
 
 Franchises 
 
 Cntil lcS70 all franchises for street railways were granted by the 
 State Legislature. In the first Market Street grant the Company 
 was required to grade and repair the street. S])eed was limited to 
 eight miles per hour. Other grants made during the sixties generally 
 contained the following provisions : 
 
 Payment of an annual car license fee of $50 per car. 
 Fare limited to 6 '4 cents. 
 
 I 
 
 I 
 
= 
 
 i 
 
 428 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 City given power to reduce fares, but Company must not be 
 deprived of a return of *'24% per annum in net receipts on the cap- 
 ital actually paid in." 
 
 City given privilege to take over road any time within ten years 
 at actual cost plus interest at ten per cent, but prohibited from trans- 
 ferring purchase privileges to other parties. 
 
 An Act of the Legislature in 1870 gave to cities power to grant 
 franchises to horse railways for periods of 25 years. During the 
 early seventies franchises were much the same as former grants, 
 except that the m-aximum fare was fixed at ten cents. 
 
 In 1879, just prior to the adoption of a new State Constitution, 
 practically all companies had their franchises extended for 50 years 
 from that date. These grants are those expiring in 1929, as shown 
 in Plate 22. 
 
 From 1879 to 1900, franchises which were granted in accordance 
 with general laws of the State usually provided for : Term of grant, 
 50 years; rate of fare, five cents; rate of speed, eight miles per 
 hour ; car license, $50 per car per year. 
 
 In 1900 a new City Charter was adopted which declared for 
 ultimate municipal ownership and forbade the granting of exclusive 
 franchises. Including the amendments of 1902, the general fran- 
 chise requirements provided for: Term of grant, 25 years; City 
 regulation of service, rates and operation ; City to receive from 
 three to five per cent of the gross receipts ; fixed property in the 
 streets to revert to the City at the expiration of the franchise. 
 Further amendment in 1907 extended the City's right of regulation 
 over utilities and provided for their acquisition. By the amendments 
 of 1910, franchises could be granted subject to the City's right to 
 purchase at a fair value; minimum wages for employees were fixed 
 at $3.00 per day of eight hours, all work to be completed within 
 ten hours except in the case of City employees, upon whom no time 
 limit was set; overtime 2X^/2 times the regular rate; failure to 
 comply with any franchise conditions to work an immediate for- 
 feiture without any power of the Board of Supervisors to relieve 
 therefrom. 
 
 Financinfi^ 
 
 The first transportation systems — omnibus lines — were oper- 
 ated by individuals, and were not incorporated. The first incor- 
 porated company — the Market Street Railroad Company — as 
 well as the companies formed later, from 1860-1880, issued stock 
 only, which was assessed to cover the cost of construction of the 
 read. Many of the early extensions were paid for out of earn- 
 ings. The Market Street Cable Railway Company was the first 
 
 HISTORICAL REVIEW 
 
 429 
 
 to issue bonds in addition to stock, and in 1883 the trust deed 
 showed an issue of $3,000,000 (as well as $3,000,000 in stock) 
 upon an investment in physical property of $1,600,000 as testified 
 to by the president of the company. This caused considerable 
 difficulty in selling the bonds. A sinking fund of $40,000 per year 
 was provided, but the promoters evidently intended to ultimately 
 refund the bonds since the accrued sinking fund in 20 years 
 would fall far short of the amount necessary for redemption. 
 
 In 1893, the stock of the consolidating companies was taken over 
 by the Market Street Railway Company, and its stock to the 
 amount of $18,600,000 issued. This stock, which had originally 
 sold for $25 per share in 1893, was later purchased by the ''Balti- 
 more Syndicate" at about par. 
 
 According to an official statement of the president of the new 
 Company — ^$26,375,000 was paid ''in cash for these properties sub- 
 ject to two or three bonded indebtednesses." At the time of the 
 formation of the United Railroads in 1902, the total outstanding 
 bonds of all underlying companies amounted to $13,091,000. Imme- 
 diately upon the formation of the United Railroads securities were 
 issued to the amount of $60,000,000 with an authorized capitaliza- 
 tion of $75,275,000 excluding the underlying debt assumed. 
 
 About the time of the Market Street consolidation, the Geary 
 Street Railroad issued bonds for $671,000, due in 1929, although 
 its franchise expired in 1903. No sinking fund payments were re- 
 quired by the trust deed until 1911 — 8 years after the expiration of 
 the franchise. 
 
CHARTER AMENDMENT 34 
 
 431 
 
 n' 
 
 .1 • 
 
 !'i 
 
 FULL TEXT OF CHARTER AMENDMENT 
 
 No. 34 
 
 Adopted by Board of Supervisors November 7, 1912 
 
 Describing and setting forth a proposal to the qualified electors 
 of the City and County of San Francisco, State of California, to 
 amend the Charter of said City and County by amending Section 
 12 of Chapter 1 and Sections 5, 6, and 7 of Chapter 2 of Article 2 
 thereof and by repealing Sections 7a, 7b and 7c of Chapter 2 of 
 Article 3 thereof, relating to the granting of franchises for street 
 railways and other public utilities, and providing for the surrender 
 and resettlement of franchises and rights now held by persons, 
 companies or corporations operating street railways or other public 
 utilities within the limits of said City and County. 
 
 The Board of Supervisors of the City and County of San Fran- 
 cisco hereby submits to the qualified electors of said City and 
 County at a special election to be held on the tenth day of Decem- 
 ber, 1912, a proposal to amend Article 2 and Article 3 of said 
 Charter as follows : 
 
 That Section 12 of Chapter I of Article II be amended to read 
 as follov/s: 
 
 Section 12. When a bill is put upon its final passage in the 
 Board and fails to pass, and a motion is made to reconsider, the 
 vote upon such motion shall not be acted upon before the expira- 
 tion of twenty-four hours after adjournment. No bill for the 
 grant of any franchise shall be put upon its final passage within 
 thirty days after its introduction, and no franchise shall be renewed 
 before one year prior to its expiration, except as otherwise provided 
 in Section 7 of Chapter II of this Article. Every ordinance shall, 
 after amendment, be laid over one week before its final passage. 
 
 That Section 5 of Chapter II of Article II be amended to read 
 as follows: 
 
 Section 5. No exclusive franchise or privilege for the construc- 
 tion or operation of any public utility shall ever be granted unless 
 said franchise shall provide for the extension of such utility as 
 public need requires and for the purchase of such franchise and 
 the property of such utility at the option of the City and County 
 of San Francisco, as provided in Sections 6 and 7 of this Chapter. 
 
 NEW FRANCHISES 
 
 That Section 6 of Chapter II of Article II be amended to read 
 as follows: 
 
 Section 6. The Board of Supervisors shall have power, subject 
 to the referendum as elsewhere provided in this Charter, and sub- 
 ject to the terms of a general ordinance hereinafter provided for 
 and to be passed by the Board of Supervisors and ratified by the 
 people, to grant franchises for the construction, maintenance and 
 operation of street railways, gas works, electric works, water works, 
 telephone systems and other public utilities upon, or over, or under, 
 or across the streets and public places of the City and County of 
 San Francisco upon the folowing conditions and in the following 
 manner : 
 
 1. No franchise shall be granted for a street railway upon any 
 Street or part of a street reserved for a boulevard, except for the 
 purpose of crossing the same. 
 
 2. No franchise granted under the authority of this section 
 shall run for a period longer than twenty-five (25) years, except 
 that if at the expiration of the original period of the grant the 
 investment under such franchise shall not have been fully amort- 
 ized and the City shall not exercise its option to purchase th« 
 property, the grantee shall be entitled to a renewal or renewals 
 not exceeding in the aggregate fifteen (15) years. Every fran- 
 chise so granted shall be subject to the right of the City and County 
 to recall such franchise prior to the termination thereof or of any 
 renewal thereof upon purchasing or finding a purchaser for such 
 franchise and the property constructed or used in connection there- 
 with upon terms and in a manner calculated to render the legiti- 
 mate and judicious investment of private capital under such fran- 
 chise safe and remunerative, such terms and manner to be pre- 
 scribed by a general ordinance hereafter to be passed by the Board 
 of Supervisors and ratified by the people of the City and County 
 of San Francisco. Such franchise may also provide that at the 
 expiration thereof, the City and County shall purchase or find a 
 purchaser for the property constructed or used in connection there- 
 with, upon terms and conditions to be prescribed in such franchise 
 or by such general ordinance referred to in the last preceding sen- 
 tence and as may be in force and effect at the time of the granting 
 of such franchise. In case any franchise hereafter granted by the 
 City and County is recalled prior to its expiration, the price to be 
 paid therefor in addition to the price of the property constructed 
 or used thereunder is hereby fixed at the sum of one dollar, but 
 this shall not be construed as forbidding the City and County to 
 pay a bonus on account of the cost of developing the business or 
 on account of operating deficits incurred within ten (10) years sub- 
 sequent to the commencement of operation of any such utility and 
 not made up, in addition to a fair return upon investment, prior 
 
432 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CHARTER AMENDMENT 34 
 
 433 
 
 
 r. 
 
 i 
 
 I i 
 
 to the recall of such franchise. But in case the property of any 
 utility is not purchased until the expiration of such franchise, noth- 
 ing whatever shall be paid for such franchise or as such bonus. 
 Provision shall be made in such franchise, or in such general ordi- 
 nance above referred to, for the amortization out of earnings of 
 all or a part of the purchase price of the property prior to the 
 expiration of the franchise, and, except for the bonus above men- 
 tioned, the entire price to be paid for the property when acquired 
 by the City shall not exceed the fair value, at the time of such 
 purchase, of the tangible property so acquired less the amount 
 amortized at the time of such purchase. 
 
 3. A franchise may be granted under this section either upon 
 application to the Board of Supervisors or upon proceedings 
 initiated by resolution of said Board declaring that public con- 
 venience and necessity require the grant of such franchise. 
 
 4. Upon application being made to the Board for any such 
 franchise, it shall by resolution determine whether such franchise 
 or any part thereof should be granted, and at said time shall deter- 
 mine on what conditions the same shall be granted additional to 
 the conditions expressly provided in this Charter or in any general 
 ordinances then in force relative to such matters. After such de- 
 termination, it shall cause notice of such application and resolution 
 to be advertised in the official newspaper of the City and County 
 for ten (10) consecutive days. Such advertisement must be com- 
 pleted not less than twenty (20) nor more than thirty (30) days 
 before any further action is taken by the Board on such applica- 
 tion. The advertisement must state the character of the franchise 
 sought, the term of its proposed continuance, and the route to be 
 traversed or the district to be served by such utility, as the case 
 may be ; that sealed bids will be received up to a certain hour on a 
 day to be named in the advertisement ; and a further statement 
 that no bids will be received of a stated amount, but that all bids 
 must be for the payment to the City and County in lawful money 
 of the United States of a stated percentage of the gross annual re- 
 ceipts of the person, company or corporation to whom the franchise 
 may be awarded, arising from its use, operation, enjoyment or pos- 
 session ; provided that all costs of printing, publication and ad- 
 vertising shall be borne by the applicant or applicants. 
 
 Every bidder shall file with his bid a bond executed to the City 
 and County, with at least two good and sufficient sureties, to be 
 approved by the Mayor, in a penal sum prescribed by the Super- 
 visors, and set forth in such advertisement, conditioned that such 
 bidder will accept such franchise if awarded to him and will well 
 and truly observe, fulfill and perform each and all of the condi- 
 
 tions, terms and obligations of the franchise for which said appli- 
 cation was made in case the same shall be awarded to him, and that 
 in case of the breach of any of the conditions of such bond, the 
 whole amount of the penal sum therein named shall be taken to be 
 liquidated damages, and that as such, shall be recoverable from the 
 principal and surety on such bond. 
 
 At the next regular session after the expiration of the time 
 stated in such advertisement up to which such bids will be re- 
 ceived, the Board shall open such bids, and shall take into con- 
 sideration the award of such franchise. The Board may reject any 
 and all bids, and may refuse to grant the franchise applied for or 
 any part thereof. If the Board decides to grant the franchise, 
 it shall, within ten (10) days after the opening of such bids, award 
 the franchise to the highest bidder and introduce an ordinance 
 making such grant. At least thirty (30) days shall intervene be- 
 tween the introduction and the final passage of such ordinance, and 
 such ordinance shall require upon final passage the concurrence 
 of three-fourths of the members of the Board and the approval of 
 the Mayor; provided, that if the Mayor fails or refuses to approve 
 such ordinance within the time allowed for his approval or veto of 
 ordinances and resolutions under the provisions of this Charter, 
 such grant may be repassed by a concurrent vote of five-sixths of 
 the members of the Board, and shall thereupon become effective 
 as if the Mayor had signed it, subject only to the provisions con- 
 tained elsewhere in this Charter relating to the referendum. 
 
 Except as in this section otherwise provided, bidding for a 
 franchise shall be in accordance with the provisions of this Charter 
 in relation to bids made to the Board of Public Works, or such 
 official or body then performing the duties now performed by said 
 Board, so far as such provisions may be applicable. If any bid 
 be accepted, the franchise must be granted upon the express condi- 
 tion that such franchise shall be exercised subject to all the provi- 
 sions of the Constitution of the State of California and of this 
 Charter and of any general ordinances then in force in the City 
 and County of San Francisco relative to such franchises or opera- 
 tion thereunder ; and further upon the express condition that the 
 percentum of the gross receipts of such utility payable to the City 
 and County shall be paid into the Municipal Treasury on or before 
 the twentieth (20th) day of the next ensuing month after such 
 gross receipts shall have been earned. At the time such percentages 
 are due the grantee shall file with the Clerk of the Board of Super- 
 visors a sworn statement in general detail of the gross receipts 
 upon which such percentages are payable, and in addition to all 
 other powers of examination of public utility accounts elsewhere 
 
434 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CHARTER AMENDMENT 34 
 
 435 
 
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 in this Charter conferred upon the City and County or any de- 
 partment or officer thereof, the Board of Supervisors shall have 
 authority, by its Finance Committee or other designated agent, 
 to examine the accounts of such grantee for the purpose of verify- 
 ing such statements of gross receipts. Any substantial failure on 
 the part of the grantee of any franchise granted under this Char- 
 ter, not due to causes beyond his control, or any refusal of such 
 grantee to comply with the conditions of such franchise shall work 
 an immediate forfeiture of the grant, and of all fixed property con- 
 structed or acquired thereunder in the streets or public places of 
 the City and County of San Francisco. 
 
 5. In case the proceedings for the grant of any franchise are 
 initiated by resolution of the Board of Supervisors rather than by 
 an application for such franchise the procedure to be followed in 
 making such grant shall be the same as above provided in Subdivi- 
 sion 4 of this section, so far as such procedure can be applied 
 thereto. 
 
 6. In granting any franchise under this section the Board of 
 Supervisors shall stipulate as a condition of such grant that eight 
 hours shall be the maximum hours of labor in any calendar day 
 for the employees of the grantee or its successors engaged in the 
 construction, maintenance and operation of the utility covered by 
 such grant; provided that such eight (8) hours' work shall be 
 completed within ten (10) hours except in the case of the operat- 
 ing force of any street railway, in which case the working day 
 shall be completed within thirteen (13) hours; and provided 
 further, that nothing in this section shall be construed to prohibit 
 overtime employment,* wages for such overtime to be paid at one 
 and one-half times the regular rate of wages proportionate to each 
 hour of such extra service. 
 
 7. The Board of Supervisors shall prescribe, in any ordinance 
 for the grant of a franchise, the security to be exacted for the per- 
 formance of the conditions of such franchise and the penalties for 
 a breach thereof. 
 
 8. No franchise granted hereunder shall become effective as 
 against the City and County until the same has been accepted in 
 writing by the grantee thereof. 
 
 9. No franchise hereafter granted by the City and County of 
 San Francisco, and no fixed property constructed or acquired there- 
 under in the streets or public places of said City and County, shall 
 be assigned, leased, alienated or transferred in any manner what- 
 soever by the grantee thereof, his successors or assigns, except by 
 mortgage or deed of trust duly executed in accordance with the 
 laws of the State of California, unless such assignment, lease, alien- 
 
 *The remainder of this sentence may be omitted, if desired, in case Amendment 34 is 
 resubmitted for referendum. — (B. J. A.) 
 
 ation or transfer shall have been consented to by ordinance, and 
 the passage of any such ordinance shall be governed by the same 
 procedure and shall require the same approval as the ordinance 
 originally granting such franchise. Any violations of the provisions 
 of this paragraph shall result in the immediate forfeiture to the 
 City and County of such franchise and property. 
 
 RESETTLEMENT OR ADJUSTMENT FRANCHISES 
 
 That Section 7 of Chapter II of Article II be amended to read 
 as follows : 
 
 Section 7. In order to further the established policy of the 
 City and County of San Francisco gradually to acquire and ulti- 
 mately to own its public utilities, the Board of Supervisors may 
 negotiate a general resettlement of the franchise rights and ob- 
 ligations of any person, company or corporation actually operat- 
 ing a public utility in said City and County at the time this 
 amendment becomes effective, upon the following terms and con- 
 ditions : 
 
 1. Any such resettlement franchise shall provide for the 
 surrender by the grantee thereof of all franchises or rig'hts 
 claimed by such grantee for the occupation of the streets or 
 public places of said City and County at the time of such resettle- 
 ment, and the acceptance, in lieu of such franchises and rights so 
 surrendered, of the rights and privileges granted by such resettle- 
 ment franchise as the sole franchise for the continued operation 
 of such utility within the limits of said City and County. 
 
 2. Any such resettlement franchise shall provide that the 
 City and County may at any time on six (6) months' notice 
 purchase such franchise and the property, real and personal, 
 actually used and useful and, in the discretion of the City and 
 County, such other property of the grantee as may be pros- 
 pectively useful in the operation of such utility, upon payment 
 therefor of an amount, and in a manner, to be determined as 
 shall be prescribed by such resettlement franchise. 
 
 3. Any such resettlement franchise shall make provision for 
 the extension and development of the utility operated thereunder 
 in accordance with the needs of said City and County and the 
 inhabitants thereof as such needs may from time to time arise, 
 and all extensions and improvements of such utility subsequent 
 to the date of such resettlement franchise shall be subject to 
 the terms thereof. 
 
 4. No such resettlement franchise shall in any case confer 
 upon the grantee thereof the right to occupy the streets or public 
 
436 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CHARTER AMENDMENT 34 
 
 437 
 
 
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 places of said City and County for a longer period than twenty 
 (20) years from the date thereof unless effective provision is 
 made therein for the gradual reduction of the purchase price by 
 means of an amortization or other fund accumulated out of 
 earnings, sufficient to retire, within such period of twenty (20) 
 years, all elements of intangible value included in the purchase 
 price as defined in subdivision 6 of this section. 
 
 5. No such resettlement franchise shall in any case confer 
 upon the grantee thereof the right to occupy the streets and 
 public places of said City and County for more than forty (40) 
 years from .the date thereof unless effective provision is con- 
 tained therein for retiring within such period of forty (40) years, 
 in addition to the intangible value referred to in the preceding 
 paragraph, at least all that portion of the purchase price repre- 
 senting fixed structures in the streets and public places and all 
 lands and landed rights'-' actually used and useful, at the end of 
 such period of forty (40) years, in the operation of such utility 
 and included in the original appraisal at the date of such resettle- 
 ment franchise or added under the terms thereof within twenty 
 (20) years after such date. 
 
 6. Any such resettlement franchise shall provide a fixed 
 agreed price for the property of such grantee based upon an 
 appraisal at a date named therein, which shall constitute the 
 basic price for purchase by the City and County. For determin- 
 ing the actual purchase price at which the City and County 
 may take over the property at any given time, additions to and 
 subtractions from such basic price shall be made as follows : 
 
 There shall be added the cost from time to time of improve- 
 ments, additions, betterments and extensions properly chargeable 
 to capital account, such cost to be ascertained in a manner to be 
 determined by such franchise. 
 
 There shall be subtracted from such basic price the original 
 appraised value of any property permanently alienated by the 
 grantee and not replaced prior to the time of such purchase. 
 
 There shall also be subtracted from such basic price the 
 amount of depreciation, if any, in the value of the tangible prop- 
 erty of such utility, other than land, which may have accrued 
 through neglected maintenance subsequent to the date of the 
 original appraisal and prior to the date of such purchase, the 
 amount of any such depreciation, if not agreed upon by the 
 parties, to be determined, upon application of the City and County, 
 by the California Railroad Commission or by arbitration, as may 
 be set forth in such resettlement franchise. 
 
 ^See Paragraph 11, Page 379, under Resettlement Franchises. 
 
 There shall also be subtracted from such basic price the 
 amount of any payments made to the grantee prior to the time 
 of said purchase applicable to reduction of capital value or 
 purchase price and the amount of any amortization or other 
 fund in the hands of the grantee, or payable to the grantee, 
 accumulated out of earnings for the purpose of effecting such 
 reduction. 
 
 7. Any such resettlement franchise shall provide for the in- 
 vestment of the amortization or purchase fund in the securities 
 of such utility, or of other local utilities operated under similar 
 franchises, or in the bonds of the City and County, to the end 
 that such fund shall be invested in such a way as to accumulate 
 as rapidly as shall be consistent with safe and conservative man- 
 agement, and in such a manner as to minimize the cost of securing 
 additional capital for the extension and improvement of the plant 
 of such utility. 
 
 8. Any such resettlement franchise shall provide for adequate 
 continuous control by the City and County over the construction, 
 accounts, equipment and service of such utility during the entire 
 life of such franchise, and especially it shall provide for the main- 
 tenance of the property of such utility at the highest practicable 
 standard of operating efficiency throughout the life of such fran- 
 chise. 
 
 9. Any such resettlement franchise may provide that the City 
 and County, in taking over the property of such utility at any 
 time, may assume the bonds then outstanding against such utility 
 not exceeding in aggregate amount the appraised value of the 
 tangible property acquired at the time of such purchase, and in 
 such case the par value of the bonds so assumed shall be deducted 
 from the purchase price as determined in accordance with such 
 franchise. The bonds so assumed shall no longer, after such 
 purchase, be a lien upon the franchise or property of the utilit} 
 as such, but may be secured by the general credit of the City and 
 County, or as a lien upon a fixed percentage or amount of the 
 gross earnings of such utility, or otherwise, as may be provided 
 in such resettlement franchise. 
 
 10. Any such resettlement franchise may provide as a next 
 charge after operating expenses and maintenance, including 
 proper provision for current depreciation, an allowance to the 
 owner of such utility of an annual return upon the capital value 
 of such utility represented in the purchase price as determined 
 from time to time in the manner prescribed in such franchise, 
 ^t may provide further for a division of net profits, or for a bonus 
 for skillful operation, or for other means calculated to enlist the 
 motive of the owners or operators of such utility for the rendition 
 
 P 
 
438 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 CHARTER AMENDMENT 34 
 
 439 
 
 ■! ; 
 
 of adequate, safe and convenient service and for the efficient and 
 economical operation of such utility. 
 
 11. Any such resettlement franchise may provide that any 
 share of the net profits payable to the City and County under the 
 terms of such franchise, or any other income derived by the Cit> 
 and County from the utility operated under such franchise, shall 
 be put into the amortization or purchase fund in addition to the 
 regular contributions to such fund out of earnings, in order to 
 hasten as much as possible the reduction of the purchase price or 
 capital value of such utility. 
 
 12. Any such resettlement franchise shall provide that eight 
 (8) hours shall be the maximum hours of labor in any calendar 
 day for the employees engaged in the construction, operation and 
 maintenance of the utjlity under such franchise; provided, that 
 such eight (8) hours' work shall be completed within ten (10) 
 hours, except in the case of the operating force of any street rail- 
 way, in which case the working day shall be completed within 
 thirteen (13) hours, and provided further, that nothing in this 
 paragraph shall be construed to prohibit overtime employment,* 
 wages for such overtime to be paid at one and one-half times the 
 regular rate of wages proportionate to each hour of such extra 
 
 service. 
 
 13. No such resettlement franchise shall include more than 
 one kind of public utility in the same contract or ordinance, and 
 no such contract or ordinance shall go into effect until it shall 
 have been submitted to the electors of the City and County of 
 San Francisco and shall have received the approval of the 
 majority of those voting thereon. 
 
 14. Any such resettlement franchise shall be introduced in 
 the form of an ordinance and laid over for at least thirty (30) 
 days prior to being passed to print, during which period public 
 hearings shall be held, and shall remain before the Board for 
 sixty (60) days thereafter before its final passage, and shall be 
 passed by a two-thirds vote of the members of the Board of 
 Supervisors and shall be signed by the Mayor, or in case of hi= 
 veto of such franchise, shall be repassed by a five-sixths vote ot 
 the members of such Board in its final form and published not 
 less than sixty (60) days prior to the date of the election at which 
 it is to be voted on by the people. It shall be the duty of the 
 Board of Supervisors to give public hearings on such proposed 
 resettlement franchise prior to its final passage, and immediately 
 after such final passage, and within seven (7) days thereof, to 
 cause such franchise to be printed in convenient pamphlet form 
 
 *The remainder of this sentence may be omitted, if desired, in case Amendment 34 is 
 resubmitted for referendum. — (B. J. A.) 
 
 for public distribution, and to publish daily thereafter up to the 
 date of such election in the official paper of the City and County 
 notice to the effect that any person may secure a printed copy 
 of such franchise free of charge by application therefor in person 
 or by mail to the Clerk of the Board of Supervisors ; provided, 
 that all costs of printing, publication and advertising shall be 
 borne by the applicant or applicants. 
 
 15. Any such resettlement franchise may provide that the 
 City and County may at its option designate a Ucensee who shall 
 have the same right to take over the franchise and property of 
 such utility upon notice from the City and County as the City and 
 County itself has, except that such licensee may be required to pay 
 a bonus to the holder of the franchise, the amount of which shall 
 be fixed in such resettlement franchise, in addition to the price 
 the City and County would have to pay if it took the property 
 over for itself at that time, but the designation of such licensee 
 shall be by ordinance only, and no such ordinance shall go into 
 effect until it has been submitted to the electors of the City and 
 County and approved by the majority voting thereon. 
 
 16. Any such resettlement franchise may provide that upon 
 the annexation to or consolidation with the City and County of 
 San Francisco of any territory not now included in said City and 
 County, any franchises or rights to operate such utility held or 
 claimed by the grantee of such resettlement franchise in or for 
 all or any portion of such annexed or consolidated territory shall 
 thereupon be surrendered to the said City and County of San 
 Francisco and that the privileges and obligations of such resettle- 
 ment franchise shall thereupon automatically extend to such 
 additional territory or any part thereof and an appraisal and 
 valuation of the franchises and property used and useful or, in 
 the discretion of said City and County, prospectively useful in 
 the supply of such utility to the area so annexed to or consolidated 
 with said City and County, and not included in the capital value 
 or purchase price already fixed in such resettlement franchise, 
 shall be made in a manner to be prescribed in such franchise to 
 the end that the option of the City and County to buy such utility 
 and to require extensions and betterments thereof, and all of the 
 rights and obligations acquired, assumed, granted or imposed by 
 or upon either the City and County or the grantee by such reset- 
 tlement franchise shall extend to all the territory now or hereafter 
 included in said City and County so far as such territory may be 
 occupied by such utility ; or such franchise may provide for the 
 extension of the terms thereof in the manner just described to 
 
 
 

 440 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 
 -ft- 
 
 ^1 
 
 II 
 
 ;l 
 
 such annexed or consolidated territory only as shall be contiguous 
 by land to the City and County of San Francisco as now consti- 
 tuted. 
 
 17. In the negotiation, framing and passage of any such re- 
 settlement franchise the Board of Supervisors shall not be subject 
 to or bound by the terms and conditions relating to franchise 
 grants contained in subdivisions 2 to 5, inclusive, of section 6 of 
 this chapter, but may, in its discretion, impose terms and condi- 
 tions in addition to and different from, but not inconsistent with, 
 the provisions of this section. 
 
 18. Any such resettlement franchise may be amended from 
 time to time by ordinance passed by the Board of Supervisors, 
 approved by the Mayor and ratified by the people in the manner 
 herein prescribed for the passage of such franchise in the first 
 instance; provided, that any such amendment shall not be 
 effective unless accepted by the grantee of such franchise and that 
 such amendment shall in no respect contravene the provisions 
 of this section. 
 
 That sections 7a, 7b and 7c of Chapter II of Article III are 
 hereby repealed. 
 
 Ordered submitted — Board of Supervisors, San Francisco, 
 November 7, 1912. 
 
 Ayes : Supervisors Bancroft, Caglieri, G. E. Gallagher, Gian- 
 nini, Hilmer, Hocks, Jennings, Koshland, Mauzy, McLeran, 
 Murdock, Murphy, Payot, Vogelsang. 
 
 Absent: Supervisors A. J. Gallagher, Hayden, McCarthy, 
 Nolan. 
 
 (Signed) 
 
 J. S. DUNNIGAN, Clerk. 
 
 OPERATING PLANS FOR LOWER 
 MARKET STREET 
 
 (See Key Sheet Figure 36, Page 139) 
 
 Pretent Plan. Figure 36 has been prepared in order that comparison 
 might be made between the present plan of stops and the two alternative plans 
 presented herein, i. e., disregarding certain trial improvements introduced 
 by the traffic force. The position of all stops are shown as in Plans A and B, 
 and the reasons for the elimination of the unnecessary ones will become more 
 apparent after a study of the revised schemes. For example, both near-side 
 and far-side stops are made at Sixth, Fifth, Fourth, and Third Streets, and 
 also an intermediate stop in the Lotta's Fountain triangle. In this present 
 scheme, the average distance between stops is 368 feet, which is 19 per cent 
 less than the recommended Plan A, and 24 per cent less than tentative Plan B. 
 
 Plan A. (Plate 10.) In-bound Stops. At present, stops are made at 
 Fifth Street, west side; Fifth Street, east side, and intersection stop at Eddy 
 Street. One of these, the middle stop, has been eliminated, and the safety 
 intersection stop made use of as a loading stop, assisted by a single-car 
 safety station located as close to the special work as possible so as to permit 
 eastbound vehicle traffic from Powell Street to have ample passageway west of 
 the station. 
 
 In-bound stations, as a rule, are not as necessary as out-bound stations, 
 for the reason that in-bound passengers immediately disperse to the side- 
 walks, and no waiting at the station is necessary. However, in the case of 
 Market Street, a special condition arises owing to the location of the Ferry 
 building. Below Second Street, it is found from observations that the vast 
 majority of ferry patrons walk, but from this point westward the street cars 
 are patronized more and more, the heaviest in-bound loading points during 
 the rush hours being at Third Street and Powell Street. Consequently, an 
 in-bound station has been located at the latter point, and the Third Street 
 in-bound station lengthened to permit of two-car crossings. 
 
 At Fourth Street, the traffic rules would ordinarily dictate that Fourth- 
 Stockton Street traffic should cross Market Street at right angles. However, 
 on account of the offset in these streets, it is desirable to allow this traffic to 
 parallel the Ellis Street tracks, so that the in-bound stop may be located as 
 shown. East of Kearny Street tandem stops must be provided for, the first 
 car reaching the corner to take the forward berth. 
 
 At First Street the "near side" rule is departed from in order to secure 
 a better distribution of stops and clear the First Street thoroughfare for 
 vehicle traffic from Battery Street, which, with First Street, is an extremely 
 important thoroughfare. 
 
 From First Street to the Ferry, stops are shown only at alternate streets. 
 This is for the reason that these blocks are short— only 275 feet. And it is 
 believed that this part of the in-bound run should be freed from unnecessary 
 stops in order to deliver passengers as promptly as possible at the Ferry. 
 Observations show that in-bound traffic below Second Street is extremely 
 light, so that the elimination of these intervening stops will not work any 
 serious inconvenience, considering the interests of the vast majority of in- 
 bound passengers. In any event the maximum distance Ferry-bound passen- 
 gers from Fremont and Main Streets have to walk to reach a car stop is 
 
 about 220 feet. 
 
 If it should appear desirable to continue "flag" stops at every in-bound 
 crossing during the morning hours, it will still be desirable to adhere to the 
 limited stop scheme shown hereon for the afternoon rush, at least after 
 
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 442 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 APPENDIX 
 
 443 
 
 
 |! 
 
 4 o'clock, when approximately six times the number of passengers travel 
 Ferrv-bound than during the hours of morning and early afternoon. This 
 change, however, may result in some confusion, and it is believed to be 
 more desirable to omit the extra stops altogether. Plan A introduces an 
 average distance between stops that is less than three-fourths the length of 
 the block between Jones Street and City Hall Square, which is approximately 
 1,000 feet. 
 
 Out-bound Stops. Starting from the Ferry, out-bound, it is believed that 
 the Sacramento Street stop is in a large measure unwarranted, the inter- 
 section being so near the Ferry terminal. The average length of walk from 
 the middle of the block to the first out-bound stop is not excessive — 370 feet. 
 However, a tentative stop has been shown. 
 
 The safety station in the plaza opposite Bush-Battery Streets may be 
 retained, as it does not interfere with traffic, although it is not in a very 
 effective position for tandem stops. 
 
 The First Street Hne should "dead-end" at Market Street, and not cross 
 the throat tracks, at least during rush hours. This provision need not neces- 
 sarily invalidate the status of the franchise of this line. 
 
 At the Sutter Street branch-off, Sutter Street cars should berth off of 
 Market Street. 
 
 At Second Street, the heavy out-bound loading begins and the "near side" 
 stop is shown in order to permit proper vehicle crossings and to avoid an 
 exceedingly short run to the next stop. The walking distance to the Second 
 Street stop from the intersection of Post and Montgomery Streets is practically 
 the same as to the next stop west. 
 
 The present station in front of the Crocker National bank must necessarily 
 be abandoned with four-track operation, although the tandem stop may be 
 located in practically the same position. 
 
 At Lotta's Fountain, Third-Kearny Streets, the station must be enlarged 
 for a two-car stop. This point is the heaviest loading point along Market 
 Street, exceeding even the Ferry on the out-bound trips. Here, two-car 
 crossings must be rigidly adhered to on signal, and railway inspectors should 
 co-operate with the traffic squad in securing prompt transits. It may even 
 be necessary to dispatch cars from the in-bound and out-bound stations, 
 respectively, at Third Street, arbitrarily on signal, as in rapid transit subway 
 service. This is the most congested intersection in the city, and it may be 
 desirable to install a railway dispatcher in a small tower at the apex of Market 
 and Geary Streets, who, relaying the traffic signals, will control car transits 
 by means of semaphore signals, as is done in other cities. 
 
 Owing to the excessive obstruction of pedestrian traffic along the north 
 side of Market Street, it is undesirable to stop the Third-Kearny Street cars 
 in the triangle opposite Lotta's Fountain. In this position cars completely 
 interrupt the flow along both Market Street and Geary Street walkways. 
 The cross-town cars should, therefore, make the run from Third Street to 
 Kearny Street without stopping. And a north-bound stop opposite the 
 Chronicle building will be more desirable than to attempt an additional stop 
 in the triangle. To secure this result, relay traffic signals must be put into 
 effect so as to control the Market Street and Geary Street lines simultaneously. 
 If this is done the interruption to the Market Street tracks will be far less 
 serious, as the in-bound Geary Street cars may cross to their position on the 
 outer tracks while loading of Market Street cars is taking place at the Lotta's 
 Fountain station. 
 
 The present safety station opposite Stockton Street should be moved to 
 the east side of the crossing, as shown. Its location is entirely incorrect, 
 being too near the Emporium station and on the far-side of the intersection. 
 The near-side safety stop on the Ellis Street tracks should be used for loading 
 purposes, and the far-side stop eliminated. As Fourth Street is also a heavy 
 passenger loading point, a two-car station is desirable. 
 
 By reason of this change, the station opposite Grant Avenue should also 
 be removed to the near-side position and extended to accommodate two cars, 
 
 in order to secure a more even spacing of stops. In this position, the Grant 
 Avenue station will be of additional value in drawing traffic away from the 
 Lotta's Fountain station and thereby reducing congestion there. .Situated 
 approximately midway between the Call and Phelan office buildings, it will be 
 able to do this more effectively than in the present far-side position. 
 
 A difficult problem exists in the two out-bound stations opposite Powell 
 Street First the westerly station is unfortunately located directly in the 
 line of all street traffic between Powell and Fifth Streets. Second, the stop 
 here practically amounts to a far-side stop, whereas the near-side safety stop 
 opposite the Flood and Emporium buildings should be utilized for loading 
 purposes at this intersection. Third, it may be desirable in the near future 
 after an adequate Mission Street terminal at the Ferry has relieved the 
 Fifth Street stub terminal to route some of the out-bound cars via Mission 
 Street, returning to Market Street at Fifth Street, in which event this station 
 will be unavailable for loading and transfer purposes. After much study, it ap- 
 pears desirable to move this station westerly to a point approximately midway 
 between Mason and Fifth Streets, where it will be in a position to receive 
 this Mission Street loop loading. In the position shown, the Mason Street 
 station will require a walk of only 160 feet from the Fifth Street building 
 line The Flood-Emporium station may then be moved westerly to the Eddy 
 Street branch-off, and it should be extended to accommodate two cars. In 
 this position, the station will be but 85 feet distant from the Powell Street 
 building line, and will consequently prove more convenient for transfer pur- 
 poses than at present. However, until the merits of this change become 
 apparent, the present westerly station may be retained and is consequently 
 indicated hereon as "tentative." 
 
 Plan B. In the alternative Plan B, Figure 36, the station stops westerly 
 from Geary Street are indicated in the same position as in the previous 
 Plan A Commencing at the Chronicle building, the present United Rail- 
 roads tracks are shown diverted to the east side of the street, so that no car 
 interferences with the Geary Street line will be encountered; similarly at 
 Sutter Street. In all station locations, except at Davis-Beale Streets, the 
 spread of the west side tracks around the safety station occurs opposite the 
 triangular plazas, so as not to reduce the width of roadway. Although eight 
 cars are shown at these points, it is not likely that such a condition will occur 
 except very infrequently. 
 
 On this plan, the protruding corner of Sacramento Street at The Embar- 
 cadero has been receded, in order to provide additional roadway area, much 
 needed for both car and vehicle traffic. It will be observed that in this position 
 Spear Street may now be used to much greater advantage than at present, in 
 order to relieve traffic across the loop throat. 
 
 In all cases free-way for vehicle traffic has been preserved in accordance 
 with established traffic rules. 
 
» 
 
 DIGEST OF SPECIFICATIONS FOR THE 
 MUNICIPAL RAILWAY CARS 
 
 General Dimensions 
 
 Length over end panels 32 ft. 5 in. 
 
 Lensrth over bumpers ^7 ft. 1 m. 
 
 Width over belt rail 8 ft. 6 in. 
 
 Width over guard rail 8 ft. 6 in. 
 
 Height, top of rail to top of trolley board 11 ft. 9 in. 
 
 Center to center of posts 2 ft. 9^ in. 
 
 Truck centers 20 ft. 10 in. 
 
 Diameter of wheels 34 in. 
 
 Wheel base 4 ft. 10 in. 
 
 Seating capacity, car body 44 
 
 Framing 
 
 Body Framing — To b^ of the straight side type, and the steel side 
 panel, with a bottom side sill angle and top belt rail angle to be riveted 
 together to form a plate girder side sill. The steel side panels shall be 
 No. 8 U. S. Gauge. 
 
 Body, side and bulkhead posts to be of Eastern ash. 
 
 Bottom Framing — To be of all-steel construction, supplemented where 
 necessary by pine nailing strips. 
 
 Body Bolsters — To be of cast steel I-beam section not less than 10" 
 in width and 9" in depth at the center. Bearing on side sills to be planed 
 surface at least 14" wide. 
 
 Flooring — 13/16"x2j^" T & G maple in one layer, laid lengthwise. 
 The car floor to slope downwards 2" from the bolsters to the end sills. 
 Floor mat strips of hard maple to be provided in the aisles. Floor to re- 
 ceive one coat of boiled linseed oil. Platform floor to be 11" below the car 
 body floor at the end sill and of the same character as body floor. 
 
 Platform Framing — To be of all-steel construction with the main side- 
 platform knees of 6" 13 lb. channels or equal, and the intermediate fram- 
 ing designed for a stress not exceeding 12,500 lbs. per square inch, with 
 maximum load. The bumper to be of 5" llj^ lb. channel having a radius 
 of about 6' 9" at the center. 
 
 Roof Framing — The car roof to be of the plain arch type, continuous 
 from end to end of the car. Roof to be supported by continuous metal 
 carlins at each post bolted to wood carlins, and by two intermediate wood 
 carlins between metal carhns. Roof framing to be covered with poplar 
 boards, 2^"x^" covered with National Prepared Roofing Canvas, "FF" 
 quality and in one width on body roof. 
 
 Vestibules — To be of the round-end clam-shell type. Each vestibule 
 above the belt rail shall comprise three drop double-sash. Inside and out- 
 side of dash below window rail to be panelled with No. 16 U. S. Gauge 
 sheet steel. Vestibule roof carlins to be %"xl^" elm or ash, with one 
 iron re-inforced carlin in each vestibule. Inside of finished rail of vestibule 
 beneath sash to be re-inforced with a ^"x3j/2" iron brace in one piece at- 
 tached to corner and intermediate posts, to which brackets for controller, 
 handbrake and other apparatus are to be bolted. 
 
 Vestibule to be of the P. A. Y. E. type, and provided with a 1^" iron pipe 
 rail arranged to accommodate the conductor and the fare box, and allowing 
 a 26j^" passageway between corner post and step stanchion. On the con- 
 troller side of the platform, folding iron pantagraph gate to be installed 
 
h 
 
 1 
 
 1 ' 
 
 ! ■ I 
 
 446 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 APPENDIX 
 
 447 
 
 and sliding gate 4' high provided on the hand-brake side, closing against 
 the car body corner post and operated by the motorman from his position. 
 Gate opening to be not less than 30" in width. 
 
 Doors— Closed central portion of the car body to be provided with 
 single-leaf sliding doors, having a clear opening of 30". 
 
 Sash— Body to have 11 window openings on each side, those in thd 
 central portion only being fitted with double sash, the lower sash arrangea 
 to raise vertically to the level of the bottom of the top sash. 
 
 Curtains— AW side window openings of the car body shall be provided 
 with Pantasote curtains. Pattern J, Color 86, mounted on Rex metal spring 
 rollers. Curtain fixtures to be Curtain Supply Company s ring fixture No 8». 
 One curtain 30" in width shall be installed in each vestibule for the protec- 
 tion of the motorman. 
 
 ^S-^a/^_Cross seats shall be Hale & Kilburn's reversible walk-over type, 
 199- A, with spring cushions and backs upholstered in rattan, flat Pressed 
 steel end plates and pressed steel pedestals. Cross seats shall have 17 x34 
 cushions and shall measure not more than 37%" over end plates so that the 
 aisle between cross-seats shall not be less than 24" in its narrowest part^ 
 The two longitudinal seats shall be upholstered in rattan. One seat of slat 
 construction at least 5' 6" long, arranged to raise up to the ceiling of the 
 vestibule, to be installed on each platform. 
 
 Inside Finish— Where of wood shall be of selected cherry, finished dull. 
 Arch ceiling to be of 3/16" Agasote in three sections. 
 
 Fare Registration— Each car to be equipped with one Johnson fare box 
 and with one Sterling Meaker No. 16 double register, operated by re- 
 movable foot pedal from either platform. 
 
 Signs— FouT illuminated destination signs of the Electric Service Sup- 
 plies Company type shall be furnished on each car. One to be mstalled in 
 each top vestibule center sash, and one in each middle top sash in the closea 
 compartment. One route sign box, taking 12" ground glass slides on two 
 sides shall be installed over each platform on the sliding gate side. 
 
 Ventilation— The closed portion of the car shall be equipped with four 
 exhaust ventilators of the Wilson make or equal , each having a capacity un- 
 der normal operating conditions of 3,000 cubic feet per hour. Four intakes 
 about 4"x8" to be provided in the floor of the closed compartment. 
 
 Miscellaneous Fixtures— Four galvanized iron sand boxes fitted with 
 an air sanding device with each car. One buzzer on each end of the car 
 operated by push buttons located on each side post. Each end of the car 
 shall be fitted with an "Eclipse Life Guard" fender. Five porcelain 
 
 enameled iron hand straps of the "R. I. C. O." type over each longtitudinal 
 
 seat 
 
 One Crouse-Hinds Type "W" headlight installed in the center of the 
 
 dash at each end. 
 
 Grab Handles— Oi enameled iron placed on the inside face of all body 
 corner posts, on the vestibule and body corner posts, at the entrance of the 
 platform, and on the gate post inside of the vestibule. 
 
 Steps— Two folding steps of the Chicago Railway Company's design or 
 equal to be provided on each side of the car. Steps to be at least J m 
 width, provided with at least a 4" universal safety tread, and placed 14 
 below the platform floor. 
 
 Brakes— Each car shall be equipped with a complete brake rigging for air 
 and hand brakes, each system complete in itself. Hand brake to be of the 
 Ackley no-staflf type and so arranged that with 75 lbs. pressure on the brake 
 wheel, the same braking power is provided as with air brakes. 
 
 Lighting— AW lamps to be Tantalum. 115 V., series-burning railway lamps, 
 having an efficiency of not less than 2.4 watts per candle. All lighting wires 
 to be run in iron armored conduits. 
 
 Wiring— AW wiring and electrical apparatus to be installed so as to con- 
 form to the rules and requirements of the National Board of Fire Under- 
 writers. All wiring to be in thoroughly grounded iron-armored conduit. All 
 wiring, conduit, fittings and circuits, after installation, shall be tested to full 
 normal voltage. 
 
 Paint— Exposed rough steel to be painted as follows: Thoroughly 
 cleaned; primed with special steel primer; puttied and plastered; one coat 
 of lead color; three coats of rough stuff, rubbed with pumice; three coats 
 of color; one coat of varnish, rubbed; two coats of heavy body wearing 
 varnish. Smooth steel (exposed) to be cleaned with emery and washed 
 with benzine, with same finish as for rough steel. 
 
 Motor Equipment 
 
 Four direct-current, inter-pole railway motors to be provided in each car. 
 
 Service Conditions— Motors are intended for the operation of cars 
 weighing about 21 tons each exclusive of motors and control on grades up 
 to 12% ; maximum speed on level tangent, 25 m. p. h., at 600 volts ; schedule 
 speed desired about 9 m. p. h., with an average of about 8 stops of 6 seconds 
 duration each per mile. Gearing to be single reduction, with pinion having 
 not less than 15 teeth. 
 
 Capacity — Each motor to develop not less than 50 h. p. at 500 volts D. C. 
 at the car axle, with a temperature rise above the surrounding air of 70° C. at 
 the commutator, and 75° C. at any other part after one hour's continuous 
 run at 500 volts on a stand test with motor covers removed and with natural 
 ventilation. Motors to be designed to operate normally and continuously at 
 600 volts and safely for short periods at voltages up to and including 750 
 volts. Efficiency of the motors with gears at 50 h. p., 600 volts, shall not 
 be less than 83.5%, and the speed shall not exceed 600 r. p. m. under these 
 conditions. Armatures shall withstand without mechanical injury a speed 
 of three times the normal under the above load conditions. 
 
 Clearances— Motors shall be designed with sufficient clearance for 
 mounting on axles with 48" between hubs. With motor at its lowest posi- 
 tion, clearance above rail shall not be less than 4" with a 34" wheel. 
 Height of top of shell above center of axle shall not exceed 13^". 
 
 Miscellaneous — Motor including axle collar, bearing housings and pinion, 
 to weigh not more than 2,400 lbs. Shell to be of cast steel of the unsplit 
 box type, approximately cylindrical or octagonal in shape, with armature, 
 bearings encased in solid housing. Field coils of the mummified type, pre- 
 ferably strap wound. Steel gears shall be of the solid type and pinions of 
 forged steel, both having cut teeth, with a wearing face of not less than 5". 
 Gear case to be sheet steel and oil tight. Manufacturer shall test one 
 motor to determine capacity, speed and thermal characteristics. A flashing 
 test shall be included at 1500 r. p. m. and at a voltage not exceeding 750 
 to determine the susceptibility of the motor to flash over on opening and 
 closing the line potential. 
 
 Control — Complete control equipment of remote control type, with two 
 master controllers. 
 
 Trucks 
 
 Bolsters — To be one-piece cast steel, of the swing type and not less than 
 8" in width over chafing plates. Play between truck bolsters and transoms 
 shall not exceed %". Center plates shall have machined contact surfaces 
 with the load carried on anti-friction metal. 
 
 Springs— Bolster springs to be of the full or semi-eliptical type having a 
 length of not less than 32" under a light car. Springs to be so proportioned 
 that the deflection caused by an equally distributed live load of 18,000 lbs. 
 does not exceed 2^". 
 
 I 
 

 448 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 III 
 
 !'■ 
 
 ^1' 
 
 Brake Rigging — Inside hung and provided with slack adjustment. 
 Parts to be interchangeable, and pins body turned, case hardened steel, lYg ' 
 in diameter. Brake heads to be of malleable iron. 
 
 Wheels and Axles — Wheels to be of rolled or forged steel, 34" in 
 diameter, pressed on axles at between 45 and 55 tons pressure. Journal 
 boxes to be of so-called semi-steel, according to the standards of the 
 American Electrical Railway & Engineering Association ; wedges of the 
 equalizing type or equivalent; journal brasses of bronze, with 3/16" com- 
 position lining. The EB standard axle of the American Electrical Railway 
 & Engineering Association with 5" motor bearings and 4}i"xS" journals to 
 be used. Axles to be of forged open-hearth steel, having not to exceed .05% 
 phosphorous, .05% sulphur, and .60% manganese and a tensile strength of 
 not less than 80,000 lbs. per square inch. 
 
 Weight — Weight of each truck complete with wheels, axles, center 
 plates and side bearings to be not over 7,000 lbs. 
 
 Air Brake Equipment 
 
 Each car shall be nrovided with a straight air brake equipment. 
 
 Air Compressor — To be of the duplex single-acting type having a 
 capacity of 16 cubic feet of free air per minute when operating against a 
 reservoir pressure of 65 lbs., with the motor operating under 600 volts. 
 
 Compressor to be designed to run SOVc of the time and maintain a 
 reservoir pressure of 60 to 75 lbs. without serious heating. Lubrication of 
 compressor cylinders, connecting rods, and crank shafts to be automatic and 
 by the splash system. 
 
 Motor — To be a 600 volt, direct current, series wound motor of the rail- 
 way type designed for operation on a D. C. line voltage varying from 400 to 
 600 volts without any external resistance or starting devices. Both motor 
 and compressor to be enclosed in dust and water proof casings. 
 
 Governor — To be actuated by compressed air only and to contain 
 neither rubber nor leather diaphragms. Adjustment shall be so arranged 
 that any desired pressure can be obtained without replacing springs or other 
 parts. Governor to be adjusted to close the circuit at 60 lbs. pressure and to 
 open at 75 lbs. pressure, and to be provided with an arc extinguisher. 
 
 Valves — Brake valves to be of the piston valve type having graduated 
 admission and release features and provided with release, lap, service and 
 emergency positions. Safety valve to be capable of discharging 20 cubic feet 
 of free air per minute at 75 lbs. pressure and having a range of adjustment 
 from 60 to 100 lbs. 
 
 Main Reservoir — To be 16" in diameter and 60" in length, constructed 
 of rolled steel tubing, riveted and brazed; reservoir enameled inside, tested 
 by hydrostatic pressure of 200 lbs. per square inch, and guaranteed to carry 
 140 lbs. of working pressure. 
 
 Brake Cylinder — To be 10" in diameter with a 12" stroke. 
 
 Equalizing Levers — To be so proportioned that a brake force equal to 
 100% of the light weight of the car shall be obtained at the brake shoe with 
 65 lbs. pressure in the cylinder. . 
 
 Tests — Air brake system to be charged with air at a pressure of 80 lbs. 
 per square inch and then cut off from the source. There shall be a loss of 
 pressure of not more than 6 lbs. per square inch in 25 minutes. 
 
 \ I 
 
 i 
 
 r 
 i 
 
 I 
 
 I M 
 
K 
 
 ■i 
 
 
 GENERAL INDEX 
 
 Numbers refer to pages, unless otherwise noted. 
 
 Ta. — Table 
 PI— Plate 
 
 Accidents: — See Injuries and Damages 
 Accounting : — Segregate income and 
 
 capital, • _ ^° 
 
 Alameda county: — Growth of traffic to, 301 
 
 variation in travel to, 302, 303, 304 
 
 Alamo square : — Tunnel under, 279 
 
 Aisle space : — Geary street car, 182, 184 
 
 U. R. R. 1912 car, 184 
 
 Amendment No. 34:— 5"^^ Charter 
 
 Amendments. 
 American cities :— Characteristics of 
 
 growth of, .•••.••• 
 
 Amortization fund: — See Decapitaliza- 
 
 tion. 
 
 Appraisal : — For resettlement, 378 
 
 possibly necessary, 78, 383 
 
 Arcade store front:— At tunnel portals 283 
 
 narrow streets, 282 
 
 Arkansas street :— Regrade, 290 
 
 Army street : — Importance of, 285 
 
 route on, 
 
 162 
 
 3 
 46 
 
 30 
 36 
 27 
 36 
 
 widening of, 285 
 
 Assembly districts: — 
 population by 25, PI. 5, Ta. 
 
 Assessment : — For extensions 41, 
 
 Assessed valuation :— Estimate of fu- 
 ture • • 
 
 fixes bonding limit, 
 
 record of • • • 
 
 relation to population, 30, 
 
 f » Audit :— City to have power to 377 
 
 Automobiles :— Storage for, at expo- 
 sition, ^2 
 
 storage for, at Union Square, 284 
 
 width of, a^ • ^o? 
 
 Average haul:— By lines, Ta. 25 
 
 length, car, }66 
 
 length, passenger ride and haul, 166 
 
 B 
 
 Balance sheet :— Comparative general, 
 
 U. R. R Ta. 33 
 
 Balboa street :— Regrade, 291 
 
 Ch.— Chapter 
 Fig. — Figure 
 
 Baltimore syndicate :— Buys S. F. and 
 
 S. M. system, - • • 4^ 
 
 Bank clearings :. — 16, 26 
 
 diagram showing annual, ^ 
 
 record by months, • • 333 
 
 Bay cities: — Manufactures in, 16, 28 
 
 Belt line :— Clearance for, at Ferry, .. 310 
 
 location of, 299 
 
 next to dock wall, 45 
 
 Benefit fund: — Employees' See Labor. 
 Bernal cut: — Connection with Mis- 
 sion subway ^ 74 
 
 co-operate with the S. P. in, ... ... 79 
 
 grade separation at Mission st., 72, 73 
 
 importance of ^^ 
 
 recommended arrangement, 74 
 
 terraced plan for, 274 
 
 widening of, • • • • • • ^2 
 
 Berry street :— Opening of. ...45. 121, 288 
 Betterments : — 
 
 out of earnings, - • • 316 
 
 record of, U. R. R., Ta. 39 
 
 since 1902, ••• 316 
 
 Bonding power of city :— Available for 
 
 utilities, ; -.IS. 36 
 
 exempt revenue producing utility 
 
 bonds, 374 
 
 falling behind railway investment, . . 18 
 
 15% of assessed valuation, 36 
 
 growth of, 36 
 
 inadequate for utility acquisition, .. 79 
 must be revised for municipal own- 
 
 ership 18,38,78, 79, 361, 373 
 
 resettlement, solution of, 91 
 
 Bonds :— Assumed by city on pur- 
 
 chase 374, 3oo 
 
 authorized and outstanding, U. R. 
 
 R., Ta. 34 
 
 city to assume unfunded, at fran- 
 chise expiration, 381 
 
 discounts and premiums on, U. R. 
 R Ta. 37 
 
 discounts on, in purchase price, 374 
 
 effect of serial retirement in resettle- 
 ment, "1 
 
 i I 
 
 I 
 
I. . ' 
 
 !(' 
 
 450 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Bonds : — 
 
 interest on, U. R. R., Ta. 41 
 
 rate of return on, 315 
 
 Market Street Ry. 5's : — Impractical 
 
 to refund with, 80 
 
 majority must be retired from 
 
 earnings, 323 
 
 only one-sixth funded, 80, 317, 322 
 
 sold at premium after fire, 322 
 
 statement of. U. R. R. Ta. 35 
 
 Underlying: — Cannot be refunded by 
 
 U. R. R. 4's, 80 
 
 U. R. R. 4's : — Alternatives to raise 
 
 market vaUie of 81 
 
 effect of refinancing, 81, 322 
 
 impractical to refund with, ... .80, 322 
 
 retire at market price 317 
 
 sinking fund retires only one-third 
 
 of, 80, 317 
 
 unsaleable at low interest rate 322 
 
 Bonus : — To Labor, see Labor. 
 
 to operators, 386 
 
 Boulevards : — No railways on, 431 
 
 Brake equipment : — Comparative tests 
 
 on, 212 
 
 magnetic, 213 
 
 on double truck cars 199 
 
 San Francisco practice, 212,213 
 
 Branch routes : — Uniform headway on, 145 
 Broadway tunnel : — Arrangement and 
 
 dimensions, 222 
 
 cost of 224 
 
 first project, 414 
 
 location, 222 
 
 recommended section, 220 
 
 supplemental to Stockton street, . . 218 
 
 uses of, 52 
 
 Brook street : — Relocation of 273 
 
 Bryant line : — Rerouting of, 153 
 
 Buena Vista Heights : — Route reaching 162 
 
 Building: — Annual record of, 27, 28 
 
 Bulkheads: — 
 
 elimination of 180, 198, 205, 206 
 
 Burnham plan, 41 
 
 Cable grips : — Types of, 426 
 
 Cable lines: — 
 
 car equipment on, historical, 424 
 
 extension on Diamond street, 45 
 
 improvements in cars for, 210 
 
 low capacity of 107 
 
 necessary in San Francisco, 211 
 
 operating rules for, 174 
 
 period of transportation by, 415 
 
 rush hour traffic on, 109 
 
 California Railwav & Power Co : — 
 
 holds U. R. R. 'stock, 321 
 
 California street: — 
 
 electric traction on, 149 
 
 traffic count on, 110 
 
 California Street Cable Railroad Co: — 
 
 condition of property of, 341, 349 
 
 franchises of, Ta. 55 
 
 incorporation of, 416 
 
 trackage, PI. 1 
 
 "California" type : — 
 conversion of cars to, 205 
 
 Capacity : — 
 track: — 
 
 grade limitations, 59 
 
 on Market street, 122 
 
 theoretical and practical, 60 
 
 Twin Peaks tunnel, 244 
 
 Cars, sec Car Capacity. 
 
 Capital : — Company cannot raise, 361 
 
 private, best way to utilize, 385 
 
 private, for extensions, 11, 38, 46 
 
 short term extensions not desirable 
 to, 380 
 
 Capital investment : — Basis of, in re- 
 settlement, 378 
 
 statement of, U. R. R., Ta. 36 
 
 Capitalization : — Do not increase, 316 
 
 excessive burden of, 362 
 
 operation difficult under present, . . 362 
 temporarily to include rehabilitation, 378 
 United Railroads, 321 
 
 Capital liability : — When retired, 364 
 
 Capp-Shotwell loop : — Routes over, . . . 161 
 
 Car berths : — Indicating signals for 
 
 multiple, 310 
 
 Car capacity standards, . . .60, 105, Ta. 20 
 
 average for electric, 154 
 
 basis of standards, 106 
 
 Car Equipment : — See also Rolling 
 Stock, Municipal Raiki.<ay Car. 
 
 additional necessary, 9, 156 
 
 adequacy of, 345 
 
 design of new, 177 
 
 early electric, 427 
 
 essential points of, 181 
 
 first cable, 416 
 
 formulate resolution regarding, .... 78 
 
 for Twin Peaks tunnel, 245, 258 
 
 hilltop, 200, 210 
 
 history of development of, 423 
 
 horse, 424 
 
 improvements in existing, 197 
 
 in service, 355 
 
 lightness necessary, 331 
 
 maintenance of, 317, 351 
 
 ' methods of decreasing necessary ad- 
 ditional, 36 
 
 neccessary additional up to 1920, 17, 35 
 
 old cable, 424 
 
 on Mission lines, inadequate, 110 
 
 present 17 
 
 rate of increase in 156, Ta. 6 
 
 record of growth and change in, 34 
 
 record of, in service, Ta. 7 
 
 relative weights of, 208 
 
 INDEX 
 
 451 
 
 I 
 
 Car Equipment : — 
 
 same used throughout the year, ... 100 
 
 schedule of, 200, Ta. ^ 
 
 service capacity, • • • |^ 
 
 summer and winter not required, ... ^JV 
 
 that on order insufficient, 97, lib 
 
 type on various lines Ta. 24 
 
 United Railroads 1912 :— Compared 
 
 with municipal, Jg^ 
 
 commendable features of, 195 
 
 height of steps, • Jg^ 
 
 platform arrangement of, J^^ 
 
 recommendations for, Jo^ 
 
 seating arrangement, objections to, 184 
 
 seat, proportions of, lo7 
 
 ventilation of, }^ 
 
 width of, 1^5 
 
 "California" type :— Seating arrange- 
 
 ment, ^^ 
 
 storm protection on, 198 
 
 Cable :— Improvement in 200 
 
 "Car full" sign :— Use of, 173 
 
 Carhouses : — 
 
 additional necessary, • • • 346 
 
 adequacy of, -^^^ ^^ 
 
 capacity of, ™ 
 
 fire hazard, -^^ 
 
 Car loading speed :— 5"^^ Loading Speed. 
 
 Car mileage :— Additional rush hour, . . 15b 
 basis for calculating taxable receipts, 407 
 
 estimate of, 1920, ^..Z^' J" 
 
 record of, monthly 333, Ta. 50a 
 
 Cemeteries :— Removal of ^ 
 
 contour streets through ^ 
 
 Central Railroad Co. :— Formation of, 412 
 
 Charter :— Adoption of, 421 
 
 fixes debt limit .• • • • • • •• ^^ 
 
 franchise provisions impractical, 3C)«, vi«u 
 
 general provisions 365 
 
 practically prohibits private exten- 
 
 sions, 1^' °1' ^^ 
 
 prevents extension by assessment, . . 80 
 problems to be solved by revision 
 
 of^ IL 359 
 
 should 'not fix wages .•• 363 
 
 wage provisions prohibitive, oo^, •5o/ 
 
 Charter amendments:— 
 
 enacted 1907, fixed minimum wage, 42X 
 
 no extensions built since, 41 
 
 No. 34, amortization fund, invest- 
 
 ment of, • • ■. ^^^ 
 
 amortization of tangible and intan- 
 
 gible values "^36 
 
 distribution of income, 4J/ 
 
 extensions, provision for, .... 435 
 
 franchise term, 431, 4^ 
 
 full text of, V7 1^ 
 
 general, not detailed, 77, xo 
 
 majority necessary to pass resettle- 
 ment, ^^ 
 
 Charter amendments :— 
 
 method of granting franchises un- 
 
 j„^ 43^ 
 
 der, : •. .^- 
 
 municipal control provisions 4^/ 
 
 municipal ownership under, 435 
 
 permits private investment, jg 
 
 provisions for new franchises, 309 
 
 provisions for old franchises, .... 3AJ 
 
 purchase price, '*31, 430 
 
 purchase provisions, • • • • 
 
 ^ . .370, 384, 431, 435, 437, 439 
 
 purposes of, . . . . ; • ^ 
 
 resettlement, provisons of, ... ^J^ 
 
 resettlement to be approved at 
 
 election, ™ 
 
 resubmit, Si 
 
 scope...... ^ 
 
 synopsis of, • ^ 
 
 underlying principles of, . • . . • 35y 
 
 wages, left to individual fran- 
 
 chises, 369, 3»/ 
 
 working day, provision of, . - .434, 438 
 No. 6, public service commission, 
 
 powers of, 367 
 
 resubmit, 11 
 
 scope of, XT •••,:i ^ 
 
 supplementary to No. 34, 30/ 
 
 Chattanooga street :— Tunnel under, . . l// 
 Chestnut street:— No two-line traffic 
 
 on, 
 
 stops on, 
 
 Chicago :— Accident account in 3^ 
 
 average ride in, -^ 
 
 loading conditions, ••• -^^ 
 
 standard car in ^^- »J 
 
 transfer traffic in, ^S 
 
 track and car standards, l»' 
 
 Chicago settlement plan :— Board of 
 
 supervising engineers, -^^ 
 
 intangible value allowed •••••••• • • • ^ 
 
 modified, recommended for S. r., »», ^ 
 
 profit-sharing ■^ 
 
 purchase price • • • • ♦^^ 
 
 Church street :— Entrance to Noe val- 
 
 ley, ^ 
 
 municipal routes via, 159, 161 
 
 subway station in ^^ 
 
 tunnel in line of, • • • • • ^^^ 
 
 Circular avenue:— S'r^ also Bernal Cut. 
 
 improvement of, ^'^ 
 
 City: — Assume unfunded debt at ex 
 pi ration 
 
 64 
 
 65 
 
 328 
 
 381 
 
 cannot compel extensions. 
 
 360 
 
 conditions confronting, H, 79,359 
 
 plan of procedure for, ^ 
 
 regulative powers of, • • • -^^u 
 
 — presentative to be on company di- 
 
 rectorate, 
 
 resettlement best solution for prob- 
 lems of, 
 
 91 
 
452 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 INDEX 
 
 453 
 
 
 
 t 
 
 ;! I 
 
 City Electric Company : — U. R. R. con- 
 tract with, 347 
 
 City plan : — See also Bernal Cut, bad 
 
 features of present, 7 
 
 Biirnham 41 
 
 commission to carry out improve- 
 ments 79 
 
 improvements in 151, 271 
 
 City Railroad Companv : — Formation 
 
 of ' 414 
 
 City's share of income : — Tn Resettle- 
 ment, . . . .87, 88. 89. 90. Ta. 56, Ta. 57 
 now insufficient to build extensions, 79 
 
 purposes of, 379 
 
 record of 336, Ta. 53 
 
 reduced since 1902 33>7 
 
 too low 318 
 
 Civic orp:anizations : — Extensions sug- 
 gested by 40 
 
 Clay Street Hill Railroad Company: — 
 
 first cable line 415 
 
 rolling stock used on 416 
 
 Clearance operation: — Diagrams of,.. 189 
 
 necessary for exposition lines 68 
 
 not obtained with U. R. R. car. 188 
 
 nullified by fender, 190 
 
 "Cleveland" Railing:— 5rr Guide Rail- 
 ing. 
 
 Cliff : — Means of approach 163 
 
 Climatic conditions : — San Francisco, . 8 
 Competition : — Tn Twin Peaks tunnel, 239 
 
 not recommended 79, 397 
 
 regulated monopoly preferable 289 
 
 with established lines, vs. division of 
 
 territory, 48 
 
 Competitive municipal system : — See 
 Afuniciffal System. 
 
 Commuter district : — Defined Ta. 
 
 differs from industrial district 
 
 fare zone map of PI 
 
 growth of, PI, 
 
 population of, 15 
 
 relative fare and time of transit in. 
 
 5, PI. 3; PI. 
 
 time zone map PI. 
 
 transportation map PI. 
 
 Commuter traffic : — See also Transbay 
 
 Traffic, history of 422 
 
 rush hour 109 
 
 shows return to normal 300 
 
 time handicap of, 5, PI. 3 
 
 time of transit important 229 
 
 Company : — See United Railroads. 
 Conducting transportation. di.stribu- 
 
 tion of cost of Ta. 42 
 
 Condition of property 339 
 
 Conductors : — 5"^^ Platform Men. 
 
 Conductors' record: — Check on 115 
 
 Contingencies : — U. R. R. makes no 
 
 provision for 316 
 
 2 
 
 23 
 
 4 
 
 2 
 
 4 
 3 
 2 
 
 Contingent reserve fund : — Under new 
 
 franchises, 376 
 
 Continuous property : — Operation as, . 
 
 363, 373, 382 
 
 Contour extension of Market Street : — 
 Sec Market Street. 
 
 Contour streets 290 
 
 Contract franchise : — Charter revision 
 
 necessary for 359 
 
 Controller :— Location of 190, 204 
 
 use of remote 190 
 
 Cortland Avenue line, 153 
 
 Cost of extensions 42, 46. Ta. 9 
 
 Courts : — To review Public Service 
 
 Commission, decisions 77 
 
 Cross-seats: — See Seating Plan. 
 Cross-town lines : — 
 
 Army Street, importance of 285 
 
 effectiveness of 168 
 
 Mission-Richmond 153 
 
 municipal 159, 161 
 
 no record of transfers on 168 
 
 Current collection : — For rapid transit 
 
 cars 260 
 
 Curtains : — On municipal cars 179 
 
 Curves, clearance on : — See Clearance 
 
 Operation. 
 Cuts : — 
 
 Hayes Street 275 
 
 Market Street 275 
 
 Damages : — See also Injuries and 
 Damages, due to tunnels, 224 
 
 Debt, floating: — benefit of City assum- 
 ing underlying, 385 
 
 of United Railroads, 323. Ta. 35 
 
 Debt limit : — See Bonding Power. 
 
 Decapitalization : — 82 
 
 amount of, resettlement 89, 90 
 
 application of, to resettlement, 363 
 
 funds increase rapidly toward end. . . 91 
 
 in Amendment 34, . ' 369, 382 
 
 in resettlement 379 
 
 of rehabilitation cost 378 
 
 under new franchises 376 
 
 use of fund, in emergencies 376 
 
 Depot terminal : — Arrangement of, ... 148 
 
 Depreciation : — Account erratic 324 
 
 comparative reserve 327 
 
 correct treatment of, 326 
 
 decapitalization of, 82 
 
 effect of treating as cash reserve, . . . 337 
 
 high reserve necessary, 316, 317 
 
 out of earnings 82 
 
 reserve since 1902, U. R. R., 
 
 316, Ta. 41 
 
 Development of transit system : — See 
 
 Extensions, 39 
 
 "Devil Strip," 68, 185 
 
 Diamond Street : — Cable extension on, 45 
 
 Discounts :— Prevent refundmg 
 
 Distribution system : — U. R. R 
 
 Diversion of traffic :— From Market to 
 
 Mission 
 
 Dividends :— High in 1906-7 
 
 in excess of surplus 
 
 on first preferred only 
 
 record of, ^-^' Ta. 
 
 surplus available for • • • 
 
 Divisadero street tunnel :— Comparative 
 data Ta. 
 
 cost of 
 
 possible and future 
 
 recommended section 
 
 Division Street :— Improvement of. 45, 
 Dolores Boulevard : — Extension on, . . 
 
 80 ' 
 349 
 
 143 
 325 
 325 
 
 80 
 
 40 
 317 
 
 30 
 224 
 218 
 220 
 286 
 289 
 
 Earnings: — Sec also Income. 
 
 aggregate to 1929 394 
 
 cannot retire unfunded debt 80, 394 
 
 comparative, by routes 166, 167 
 
 distribution of. 84. 387. 388 
 
 effect of fire and strike 331 
 
 estimated for future Ta. 5 
 
 excessive per car mile 337 
 
 from Exposition transportation, 58 
 
 future , J^' 30 
 
 growth characteristics 30,332 
 
 high, per car • I' 
 
 increased by exodus from business 
 
 district .• • • 26 
 
 not disturbed by financial depression, 331 
 
 per capita, 16. 315, Ta. 5 
 
 per car mile Ta. 51 
 
 ratio to investment 3/ 
 
 relation to population, 16, 29 
 
 route, per standard car mile, 166 
 
 status of, 1929, 81 
 
 Earthquake : — See Fire. 
 
 Eddy-Hayes line :— Replaces Hayes- 
 Ellis, 147, 152 
 
 Eddy-South Richmond :— New line, .. 152 
 
 Eighth street :— Extension of 288 
 
 Electric Traction :— Cars used, 427 
 
 period of, ^26 
 
 Electrification : — Of steam roads, 71 
 
 Elevated railroads :—5"^r also Ferry 
 Terminal, 
 
 on Minna street not a solution, 70 
 
 questionable for downtown, 70 
 
 Ellis-Jackson line :— 
 to replace Sutter-Jackson 147, 152 
 
 Ellis-Ocean line:— 
 
 round-about "Z" line 150, 151 
 
 Ellis-Richmond line :— 
 to replace Turk-Eddy line 147. 152 
 
 Embarcadero :— Improved for trucking, 119 
 
 location of Belt line, 45 
 
 passenger transportation on, 299 
 
 widening of, 285 
 
 Entrance oassage : — Effect upon car 
 
 loading speed 192 
 
 Entrance passage : — 
 
 methods of increasing 190 
 
 of uniform width 198 
 
 to car body, 1^ 
 
 Equipment :—5rr Car Equipment. 
 
 Eureka Valley :-— Map of 233 
 
 photographic view of. 232 
 
 perspective view of 234 
 
 reached by contour extension of 
 
 Market street 151 
 
 subway loon in 245. PI. 16 
 
 subway station in 243. 253. PI. 14 
 
 Existing rolling stock : — See Rolling 
 
 Stock. 
 Expenses : — See Operating Expenses. 
 Exposition: — Sec Panama-Pacific Ex- 
 position. 
 Extensions : — 
 
 by property owners 41. 46. 80 
 
 capital must be found for, 46 
 
 charter practically penalizes 368 
 
 city's share now insufficient to build. 79 
 
 cost of 42. 46. Ta. 9 
 
 deferred for abnormal earnings 337 
 
 early losses of 381 
 
 effect of charter provisions on 38 
 
 feeders to rapid transit trunks 44 
 
 franchise status of • • 380 
 
 future franchises to expire with 
 
 trunk, 375 
 
 impossible under Charter .10, 81 
 
 locations for, municipal competitive, 
 
 Ta. 12 
 
 locations for, private competitive, Ta. 13 
 locations for. unified svstem, ....Ta. 10 
 
 many, questionable for City, 46 
 
 Merchants' Association report on, . . 41 
 
 methods of financing 46 
 
 mileage and grades of, unified sys- 
 tem, Ta. 11 
 
 on rental basis, 43, 46, 161 
 
 order of develooment of, 44 
 
 plan for unified operation of, ...39, 43 
 
 possibly not by U. R. R., 38 
 
 private capital for. not available,. .10, 381 
 
 program of recommended 42, 43 
 
 revision of bond limit for municipal, 18 
 
 scope of study of 41 
 
 should orecede development, 381 
 
 since 1907 41 
 
 since 1902 396 
 
 six to nine years behind, 33, 42 
 
 spacing of 44 
 
 suggested by civic organizations, ... 40 
 
 under resettlement 379 
 
 U. R. R. cannot finance, 361 
 
 Extinction : — Operating to, preposter- 
 ous, 381 
 
 
 II 
 

 !i .12 
 
 454 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Falcon avenue : — Regrade of, 291 
 
 Fare : — Average, 319, 334 
 
 limitations imposed by fixed, . .10, 382. 386 
 
 zones of, PI. 4 
 
 Fare box : — EflFect on passageway 205 
 
 remove bulkheads to accommodate, 198 
 Fare collection : — See also Prepayment. 
 
 in Twin Peaks tunnel 262 
 
 Far-side stop : — For cable cars 173 
 
 Fender : — Nullifies clearance operation, 189 
 Ferry terminal : — Adequate service im- 
 possible on present loop, 305 
 
 alternative plan for relief of 
 
 296, 310, PI. 19 
 
 annexes to building, 309 
 
 capacity of loop, 143, 305 
 
 comparative car and boat arrivals at, 
 
 305, 306 
 
 conditions at, 1905 140 
 
 co-operate with Harbor Commission 
 
 in improvement of 79, 295 
 
 distribute loading at 297 
 
 double-end loading at, 127 
 
 equalize frontage at, 308 
 
 fixed car berths at, 297 
 
 improvements in 295 
 
 larger plaza required, 296, 307 
 
 Market Street traffic bound to, 107 
 
 minimum present necessities, ...297, 311 
 necessary improvements before 1915, 311 
 
 north and south-side terminals, 311 
 
 north-side service to, 124 
 
 parcel delivery at, 299 
 
 provide car storage space at, ....297, 305 
 
 rearrangement of present loops 312 
 
 recent changes, no improvement, . . . 307 
 recession of Sacramento Street cor- 
 ner necessary, 297, 310, 311 
 
 simultaneous boat arrivals at, 305 
 
 south-side stub overloaded, 143 
 
 space for cab stands at 307 
 
 temporary improvement plans for, ..311 
 traffic at : — See Commuter Traffic. 
 
 traffic regulation at, 299 
 
 traffic to, Ta. 22, Ta. 23 
 
 traffic variations at, 300 
 
 typical rush hour conditions at 298 
 
 Ferry terminal elevated structure : — 
 
 alternative plan for, 296, 310 
 
 alternative plan, future expansion of, 311 
 
 artistic features of. 310 
 
 clearance for belt line, 309 
 
 details of, PI. 19 
 
 dispatching system, 310 
 
 foot-passageways on, 297, 312 
 
 incline approaches off Market street, 296 
 
 mezzanine concourses for, 309, 310 
 
 platform arrangement of 309 
 
 separation of loading platforms, 297, 309 
 
 Ferry terminal elevated structure: — 
 summary of recommendations for, . , 308 
 
 two-track loop 296 
 
 Fillmore Hill line: — Capacity of cars 
 
 on, 60 
 
 limited capacity of 57 
 
 Fillmore-Sixteenth line: — Extension of 
 
 service on, 153 
 
 Fillmore Street tunnel : — Arrangement 
 
 and dimensions 221 
 
 best entrance to exposition, 52 
 
 comparative data on Ta. 15 
 
 municipal routes via 159 
 
 section for 220 
 
 special work at portal, 221 
 
 urgency of 218 
 
 Finance : — Cost of extensions 42, 46 
 
 bv short-term mortgages, 81 
 
 City's credit, effect of expanding mu- 
 nicipal enterprises 361 
 
 condition of, U. R. R., no resettle- 
 ment, 81, 83 
 
 effect of losses on U. R. R., 316 ' 
 
 future betterments, out of earnings, 316 
 historical. San Francisco street rail- 
 ways, 428 
 
 in resettlement, plans of, 88 
 
 methods of. for extensions, 46, 361 
 
 refinancing U. R. R. 4's 81 
 
 serial retirement of bonds in reset- 
 tlement 91 
 
 status of, U. R. R 362 
 
 U. R. R.. difficulties in 1906-7, 325 
 
 Financial and operating records, analy- 
 sis of 315 
 
 Fire of 1906: — Caused exodus from 
 
 business district 26 
 
 effect upon population 16 
 
 effect upon traffic and earnings, 331 
 
 surrender of U. R. R. stock to off- 
 set losses due to, 321 
 
 First-Fifth street line : — Abandon 148 
 
 Five-block law : — Track used under, 
 
 48. 160 
 
 validity must be established, 48 
 
 Fixed charges : — Burden of, 362 
 
 Floating debt : — See Debt. 
 
 Folsom street tunnel 278 
 
 Fort Mason tunnel : — Alternative 
 
 alignment of, 217 
 
 legal obstacles, 52 
 
 uses of 51, 218 
 
 Four tracks: — See Market Street. 
 Franchise plan : — See Resettlement; 
 
 Charter Amendment 34. 
 Franchise, resettlement : — See Reset- 
 tlement. 
 Franchises, extension : — Basis of cal- 
 culating income on, 375 
 
 requirements for Exposition, 68 
 
 same conditions as trunk lines, 375 
 
 
 INDEX 
 
 455 
 
 Francises, extension: — 
 
 short, without referendum, 375 
 
 status of, ^80 
 
 taxes for non-paying 375 
 
 Franchises, new :— 5"^^ also Charter 
 
 Amendment 34, 374 
 
 City given power to audit, 3^7 
 
 City purchase of, 374 
 
 City's consent necessary for sale of, 376 
 
 decapitalization, prQvisions of 374 
 
 distribution of income provisions, .. 376 
 
 forfeiture of, ^77 
 
 indeterminate, 374 
 
 paving provisions, 377 
 
 purchase price provisions, 374 
 
 readjustment of trunk line franchise 
 
 conditions, ^^5 
 
 reserve funds not to be impounded, 377 
 
 sinking funds, 375 
 
 term of, ; • • 374 
 
 use of renewal fund in emergencies, 376 
 
 Franchises, present: — Blanket contract 
 
 in place of, • H 
 
 charter provisions governing. 
 
 365 
 
 Citv given right to grant, 415 
 
 clafmed. 1902 PI- 20 
 
 earning power of, •■• 3^ 
 
 equalize life of, «j'0' •^ou 
 
 equalize percentage tax requirements. 403 
 
 expiring in 1929 80 
 
 extension of, in 1879 417 
 
 general statement of 393 
 
 granted since 1902 396 
 
 history of provisions of 427 
 
 legal questions involved in 11, 397 
 
 litigation necessary to fix status of, 395 
 
 modify obsolete conditions of, 375 
 
 obligations on Company 326 
 
 percentage tax provisions 393, 402 
 
 problem of 359 
 
 questionable status of 395, PI. 21 
 
 remaining after 1929, 80,398 
 
 requirements for exposition, 68 
 
 schedule of expirations 
 
 400, Ta. 55, PI. 22 
 
 status of 393 
 
 Franchise term: — Amendment 34... 431, 436 
 
 limitations imposed by short, 381 
 
 under resettlement 369 
 
 Franklin-Broadway-Gough line :— Un- 
 desirable, 51 
 
 Front-Mission & Ocean Railroad:— 
 formation of, 414 
 
 Gates :— Forward exit, next to bulk- 
 
 head, 181, 199, 206 
 
 forward exit, widened, 200 
 
 opened at each stop, 174 
 
 shding, preferable, 209 
 
 Geary Street Railroad, cars ion—See 
 Municipal Railway Cars. 
 
 extension of, 147 
 
 first cable lines over, 417 
 
 history of, 420 
 
 important connections for, 163 
 
 routes via, 158 
 
 lower Market Street agreement, 421 
 
 lower Market St. decision regarding, 421 
 service to ferry over 125 
 
 Geary Street Railroad, outer termi- 
 nus r — 
 
 available streets 163 
 
 location of 162 
 
 recommendations for. 165 
 
 to develop Richmond, 163 
 
 General and miscellaneous expendi- 
 tures : — 
 comparative record of. U. R. R., ... 
 
 327, Ta. 41, Ta 
 
 distribution of, U. R. R., Ta 
 
 Golden Gate Park: — Subways under 
 
 not justified, 292 
 
 typical crossings for, 293 
 
 Grade crossings: — None in subways,.. 244 
 
 Grades : — Limitation on capacity, 59 
 
 limit speed down 174 
 
 magnetic brakes for cars on heavy, 213 
 
 necessitate four-motor cars, 188 
 
 worst on Union street line, 57 
 
 Grade separation : — Below southwest 
 
 portal. Twin Peaks tunnel, 245 
 
 Ingleside, 265 
 
 Southern Pacific at Mission St.,.. 72, 73 
 
 Growth : — Bonding power of city, 
 
 car equipment, 17„ 33. 34» Ta. 
 
 characteristics of American cities. . . 
 commuter district, future, 21, 23, Ta. 
 
 earnings and transit investment, 
 
 earnings, street railway, 
 
 43 
 42 
 
 36 
 7 
 
 21 
 2 
 
 15 
 
 30 
 
 effect of fire upon, 16, 20 
 
 future, basis of estimate, 22 
 
 indices of, 18 
 
 industrial, 16, 27 
 
 investment in street railways, ...18, 43 
 
 population 15, 19 
 
 rate of, San Francisco 22 
 
 real estate valuations and sales, . .26. 27 
 
 telephone calls, 27, 28 
 
 territorial, San Francisco 24 
 
 track mileage, .... 17, 31. 32, Ta. 8, Ta. 50b 
 traffic and service, monthly, U. R. 
 
 R., 333 
 
 Guide railing : — Arrangements of, .... 
 
 "Cieveiand,'' '.■.'.'.'.".*.'.'.'.".'.' .'.'.190, 193', 199 
 
 cut off, 180, 205 
 
 I Oakland radius rod 180, 205 
 
If 
 
 456 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 INDEX 
 
 457 
 
 
 Is'' \ 
 
 J- > 
 
 I 
 
 H 
 
 Haight Street line :— Rerouting of, 145, 151 
 Harbor front: — Co-operation of city 
 
 and state on, 295 
 
 passenger transportation on, 295, 299 
 
 Harbor View :— 5^<? also Panama-Pa- 
 ciAc Exposition. 
 
 avenues of approach 55, 151 
 
 contour map of, 54 
 
 location and topography • • 53 
 
 necessity for tunnels into, 53, 217 
 
 tunnels into, • • • 217 
 
 tunnels into, comparative data, ..Ta. 30 
 Haul, passenger: — Low in San Fran- 
 cisco olD 
 
 Hayes-Ellis line -.—Replaced by Eddy- 
 Hayes, 147 
 
 Hayes Street :— Cut, • • ^/^ 
 
 rerouting of line on 147, 151 
 
 Headroom :— For trolley cars in Twin 
 
 Peaks tunnel, 260 
 
 Headway: — Comparison, past and pres- 
 ent, 1^ 
 
 during midday, }73 
 
 effect of irregularities in, 11<J 
 
 irregularities in, ••• }73 
 
 minimum for Market street, . . . l^A Ij^ 
 
 safety limitations on 59 
 
 theoretical and practical minimum,.. 60 
 uniform for trunk or branch lines, ... 145 
 Hill property : — Resubdivision of, .... 290 
 Hillside streets :— Typical cross sec- 
 
 tions, • • • • 287 
 
 History of Transportation develop- 
 ment, 411 
 
 Horse car: — 
 
 attitude towards 415 
 
 period of transportation bv 412 
 
 types of, :•••.•• ^23 
 
 Hours of labor :— Charter limitations 
 
 of, 365 
 
 effect of charter provisions, 387 
 
 for municipal railway employees, • • 366 
 
 in Amendment 34 369, 434.438 
 
 platform men, classification of, . .Ta. 45 
 Howard Street :— Reserved for heavy 
 
 vehicles, 109, 119 
 
 Hyde Street cable line 57 
 
 I 
 
 323 
 
 Income :—See also Earnings, 
 
 distribution of, ••J-'^kk'^r^' .^ 
 
 84, 323, 387, 388, Ta. 41 
 
 distribution of, new franchises 376 
 
 distribution of, under resettlement, 
 
 Ta. 56 
 
 graphic analysis of, 324 
 
 miscellaneous deductions from 
 
 327, Ta. 41 
 
 sharersi in ^^' 
 
 Income, residual, net : — Defined 85 
 
 decrease in 317 
 
 distribution of, under resettlement, 
 
 85, 379, Ta. 56, Ta. 57 
 
 sufficient only for dividends on Pre- 
 ferred, 80 
 
 Increase — Decreasing rate of, in popu- 
 lation, 21 
 
 Industrial growth, 16, 27 
 
 Ingleside : — Grade separation at 265 
 
 Injuries and damages :— Analysis of, 
 
 Ta. 49 
 
 low in San Francisco, 319, 328 
 
 record of expenditures for, . .327, Ta. 42 
 
 Inspection of property : — 
 
 detailed results of, 341, Ta. 54 
 
 scope of, 341 
 
 Inspectors : — At congested points, . . 
 
 Intangible value : — Amount of, 
 
 decapitalization of, .82, 363, 374, 379, 382 
 
 definition of, 86 
 
 reduced by betterments out of earn- 
 
 316 
 
 173 
 88 
 
 ings. 
 
 unavoidable, 383 
 
 Interest on debt, U. R. R. :— 
 comparative, 327 
 
 Intersections : — Abandon, crossings at 
 
 First and Market Streets, 127 
 
 announce on cars, 174 
 
 limit traffic across Market at, 127 
 
 power off at, 174 
 
 Investment : — 
 
 Amendment 34 protects 369 
 
 duplication of, with two svstems, . . 41 
 for subways and electrified steam 
 
 lines, 37 
 
 future, 37 
 
 gaining on bonding power, 18 
 
 in extensions, cannot be retired, 381 
 
 methods for protecting 363 
 
 necessary, in extensions, Ta. 9 
 
 necessity for retiring, 363 
 
 per track mile, Ta. 53 
 
 ratio to earnings, 37 
 
 retirement of, difficult in short term, 
 
 363, 381 
 
 return on, under resettlement 91 
 
 seventy-five per cent to be covered 
 
 by bonds, 374 
 
 six to nine years behind, 33, 42 
 
 supported by San Francisco reve- 
 nue 315, Ta. 53 
 
 within next decade 43 
 
 Islais Creek Flats:— 
 filling of, from Twin Peaks tunnel, 266 
 
 Jefferson street : 
 Fort Mason. 
 
 — Extension under 
 
 288 
 
 Kearny-Montgomery loop, 147, 148, 152 
 
 Kiosks :— Central Island, at Eureka 
 
 Valley, 253 
 
 location of, ^5o 
 
 sidewalk, desirable, 253 
 
 Labor :— Benefit fund, to adjust wages 
 
 of, ^^7 
 
 bonus and benefit to, under resettle- 
 ment 85, 379, 386, Ta. 56, Ta. 57 
 
 difficulties arbitrated, 379 
 
 distribution of charges, U. R. R., Ta. 44 
 
 may be an issue at any time, 362 
 
 operators' views upon, 389 
 
 party in profit-sharing 84, 386 
 
 share in recommended settlement, . . . 
 
 86, Ta. 56 
 
 share reduced since fire, 329 
 
 Laguna Honda station :— Change from 
 
 first plan 242 
 
 details of, first stage rn'^y Vc 
 
 details of, second stage, 257. PI. 15 
 
 development of, 243, 25i) 
 
 impractical with straight tunnel, ... 230 
 
 location of, 242, 255 
 
 perspective view of, 237 
 
 surface portal not advisable at, 235 
 
 Laguna Street :— Municipal route in, . . 162 
 
 Leese Avenue :— Widening of, 285 
 
 Legal obstacles :— To Fort Mason tun- 
 nel, 52 
 
 Legal questions: — Computation of tax- 
 able receipts, 4^ 
 
 five-block law, • • 48 
 
 franchise status, 11» 397 
 
 Limited service : — JSO 
 
 on San Mateo line 153 
 
 via Turk-Eddy, 152 
 
 Load curve :— Daily, 99 
 
 rush hour, 1^1 
 
 Loading :— Average for rush hour, ... 113 
 
 by hours or 15-minute periods, 154 
 
 characteristics of, typical routes, ... 157 
 
 effect of delayed schedule on, 110 
 
 excessive, on single trips, 113 
 
 excessive, remedied by more cars, . . 173 
 
 inbound on Market street, 114 
 
 preferential standing, • • • JO/ 
 
 rush hour, by 15-minute periods, 113, 114 
 standards of car, ......106, 154, Ta. 20 
 
 zones of iot' 
 
 Loading time :— Chicago, 201 
 
 comparative, ..104, 125, 126, 193, 201, 203 
 
 effect of entrance width upon, 192 
 
 improved by double-end loading, . . . 
 ^ 127, 202, 203 
 
 methods of decreasing, 191 
 
 slow in San Francisco 103, 125, 201 
 
 terminal, 201 
 
 Logarithmic cross-section paper: — Ex- 
 planation of, 29 
 
 Long - haul traffic: — Requires higher 
 
 service standard, 154 
 
 Longitudinal seats : — See Seating Plan, 
 
 Lotta's fountain : — Safety station at, . . 206 
 Tetrazzini's celebration at, .. Frontispiece 
 
 M 
 
 Maintenance and renewals : — Record of 
 
 expenditures for, U. R. R., 
 
 Ta. 41, Ta. 42, Ta. 43 
 
 to be met out of earnings, 82 
 
 Maintenance, rolling stock : — Cost of, 
 
 351, 354, Ta. 42 
 
 effectiveness of, 351 
 
 good, 317, 328 
 
 painting, 351, 353 
 
 overhauling, 352, 353 
 
 schedule of, 351 
 
 Maintenance, track : — Abnormally low, 328 
 
 cause of deferred, 340 
 
 distribution of cost of, U. R. R., Ta. 42 
 high reserve to care for, deferred, . . 316 
 neglected near franchise expiration. 361 
 recommended appropriation for, . . . 328 
 
 record of expenditures for 327 
 
 Manufactures : — Annual record of, ... 
 
 27, Ta. 4 
 
 bay cities gain in 16, 28 
 
 decrease in San Francisco since fire. 28 
 
 falling behind population. 16, 28, Ta. 4 
 
 Marin county : — Record of travel to, . . 301 
 
 variation in travel to, 302, 303 
 
 Market and Fairmount R. R. Co. : — In- 
 corporation, 417 
 
 Market-Castro line : — Diversion to Mis- 
 sion in future, 147 
 
 extension of, 153 
 
 Market-Mission loop, 144 
 
 Market Street: — Agreement for opera- 
 tion on lower, 421 
 
 assignment of stops on, 
 
 132, 137, 138, 445, PL 10 
 
 capacity of tracks 122 
 
 car distribution on, 104, 121 
 
 congestion on lower, relief of, 117 
 
 congestion on, points of 120, 121 
 
 co-operative operation on 125 
 
 cross-sections of, 129, 131 
 
 cut, 275 
 
 distribution of cars on 120, 121 
 
 double-end loading along 127 
 
 extra-traffic on, divert to Mission. . . 143 
 
 Ferry-bound traffic on, 107 
 
 flag stops on 445 
 
 four tracks on 79 
 

 
 
 458 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Market Street : — 
 limit traffic on intersecting lines, . . . 127 
 necessity for terminal improvement, 79 
 
 near-side tandem stops on, 136 
 
 operating plans for 441 
 
 operating rules for, 136 
 
 preponderance of traffic on, 107, 108 
 
 present plan of stops on, PI. 10 
 
 relief of congestion on, by loops or 
 
 stubs 124 
 
 reserve for passenger travel, 119 
 
 results of street layout on conges- 
 tion in 104 
 
 Sacramento street corner set back 
 
 to relieve 127 
 
 seat flow on 132, 134, 135 
 
 service on outer tracks, effect of. . . 
 
 122, 125, 137 
 
 shelters on 138 
 
 short haul trippers for, 124 
 
 speed on 121 
 
 traffic at stations 123 
 
 track arrangements on 
 
 128, 134, 135, 139 
 
 unnecessary stops on 445 
 
 vehicle traffic at Fourth street 116 
 
 Market Street Cable Ry. Co. : — Incor- 
 poration 417 
 
 competition with Omnibus R. R.. . . 418 
 
 Market Street, contour extension of: — 
 
 228. 231, 286 
 
 diagram of 233 
 
 features of 232 
 
 hillside construction 287 
 
 perspective view of 234 
 
 Punnett plan for, 286 
 
 urgency of, 242, 286 
 
 Market Street extension rapid transit 
 
 tunnel, 225 
 
 alignment of 229 
 
 alternative plan for, 227, PI. 16 
 
 capacity of 244, 262 
 
 contour plan recommended, 246 
 
 disposal of material from 236, 266 
 
 effect of contour extension on cost, . . 228 
 
 effect on local running time 
 
 .....228, 265, PI. 17 
 
 Eureka Vallev details 
 
 ' 254, PI. 14, PI. 16 
 
 extension to McCoppin street, or 
 Market Street, four tracks neces- 
 sary for free competition in, . .239. 264 
 
 fare collection in, 262 
 
 four-tracking of 262 
 
 future rapid transit bore, 255 
 
 grade, limiting 230, 233 
 
 high-level vs. low-level 229 
 
 inclined exit from, at Castro St 244 
 
 Laguna Honda station, details, ..PI. 15 
 location of portals, 230,241 
 
 Market Street extension rapid transit 
 tunnel : — 
 
 McCoppin Street, portal at 235, 245 
 
 objects of, 229 
 
 portal at sub-grade, difficult south 
 
 of Church 230 
 
 plan and profile of PI. 13 
 
 projects investigated 225,241 
 
 rapid transit necessities, 227 
 
 recommendations for, 227, 242, 246 
 
 routing problem in, 161 
 
 Seventh Avenue extension to, 258 
 
 southwest portal 235 
 
 sub-level connection with Market 
 
 subway 227, 230, 239, 242 
 
 suburban connections for 264 
 
 subway extension desirable, ...227, 239 
 
 territory onened by 22S, 264 
 
 transfers essential for 161 
 
 trolley bore recommended 227. 2^ 
 
 vehicle traffic in, impractical 229 
 
 ultimately exclusively rapid transit. 26? 
 
 western portal of 235 
 
 Market Street extension tunnel : — Type 
 
 and general design: 241 
 
 comparative data Ta. 31 
 
 construction without Market subway. 248 
 
 enlargement of, ultimate, . 244 
 
 essential points 241 
 
 headroom for 246 
 
 Laguna Honda station, first stage, ... 256 
 Laguna Honda station with Seventh 
 
 ave. extension 257. 258 
 
 length of stations 244, 246 
 
 location and tvpe of stations 243 
 
 only standard equipment in. ulti- 
 mately 245 
 
 property and easements for 267 
 
 rolling stock, clearance for largest. 
 
 258, 260 
 
 sections of, typical, 259 
 
 signals in, 245 
 
 third rail current collection 260 
 
 two-level platforms for 260 
 
 utilities in, 261 
 
 ventilation of 245. 263 
 
 Market Street Railroad Company : — 
 
 extensions to lines of 415 
 
 formation of 412 
 
 Market Street Railway Co. : — Consoli- 
 dation 418 
 
 financing of, 428 
 
 franchise expiration 395 
 
 Market Street, straight extension of- — 
 
 impractical 228. 230 
 
 necessary regrading for 231 
 
 Market Street subway, project A. : — 
 
 alternative arrangements of 238 
 
 connection with lower Market Street 
 subway 244 
 
 INDEX 
 
 459 
 
 Market Street subway, project A: — 
 connection with Twin Peaks tunnel, .230 
 
 details of PI. 14 
 
 Eureka Valley station of, 253, 254 
 
 Eureka Valley to Valencia Street de- 
 sirable, 227 
 
 headroom in, 238 
 
 length of stations, 244 
 
 necessity for studies of, 241 
 
 recommended plan for 252 
 
 second section at high level, 242 
 
 stations in , 243 
 
 types considered, 248, 253 
 
 Market Street subway, project B: — 
 Sec also SubziHiy Platform Arrange 
 ments. 
 
 branches to, 245 
 
 connection with Twin Peaks tunnel, 242 
 
 determining factors in 246 
 
 four-track sublevel unit section rec- 
 ommended, 244, 250, 251 
 
 future low level bore parallel to pro- 
 ject A 242 
 
 independent sublevel, two-four-track 
 
 section, 248, 249 
 
 independent sublevel two-bore sec- 
 tion, 250, 252 
 
 local line in, 245 
 
 necessity for studies of 241 
 
 standard four-track sections for, 247, 248 
 
 types considered 248, 250 
 
 Masonic avenue : — Extend line across 
 
 Panhandle 292 
 
 municipal route on 159 
 
 McAllister street : — Routing of line, . . 147 
 McCoopin street portal : — Retained 
 after building Market street sub- 
 way, .245, 264 
 
 Merced district : — Adequate utilities 
 
 needed for growth, 24 
 
 Merchants' Association : — Report on 
 
 extensions, 41 
 
 Metropolitan district : — Important in 
 
 bay region, 16 
 
 population independent of municipal 
 
 boundaries 16 
 
 Metropolitan railroad, 418 
 
 Mezzanine concourse, 248, 253 
 
 Midday service 156 
 
 Mileage — See Track Mileage, Car 
 
 Mileage. 
 Minimum wage : — See Wages. 
 Minna street : — Direct entrance to busi- 
 ness section, 161 
 
 elevated railroad on, 70 
 
 Mission : — outlet from. See Bernal Cut. 
 
 standing load into 164 
 
 Mission Dolores : — First settlement at, 411 
 Mission Park : — Obstacles to cut 
 
 through 277 
 
 Mission-Richmond line: — Routing of,.. 153 
 
 Mission-Sixteenth : — Rush hour trip- 
 per line, 153 
 
 Mission Street: — Extensive loading on, 110 
 
 headway irregular on, 110 
 
 only outlet to south, 150 
 
 preponderance of traffic on, .... 107, 108 
 
 rerouting of line on, 148 
 
 reserve for passenger travel, 119 
 
 short run line on, 148, 153 
 
 Mission street subway : — Connect with 
 
 Bernal cut, '. 74 
 
 Mission-Sunset tunnel: — Cross-sec- 
 tions, 267, 268 
 
 direct connection between Park and 
 
 Mission 239 
 
 effect of Market street contour ex- 
 tension on, 228 
 
 location and type, 228 
 
 portals of recommended plan, 240 
 
 projects proposed 240 
 
 typical portal, combined traffic and 
 
 transit, 269 
 
 Mission-Twenty Fourth line : — Short 
 
 run at rush hour, 148 
 
 Monopoly : — Regulated preferable to 
 
 competition, 389 
 
 virtual, if company will build exten- 
 sions, 378 
 
 Montgomery street: — One-line car traf- 
 fic on, via Kearnv-Montgomery 
 
 loop, 147, 149, 152, Ta. 32 
 
 too narrow for tunnel 277 
 
 Motors : — Heating of, on grades 235 
 
 municipal car 447 
 
 Municipal control : — 3^ 
 
 by rental basis, 161 
 
 commission to guard city's rights, . . 373 
 
 powers not retroactive, 365 
 
 regulative powers 13, 360, 390 
 
 Municipal ownership: — Charter de- 
 clares for, 365, 420 
 
 bond limit, proportion for railroads 
 
 alone, 37 
 
 bond limit, revision of necessary 
 
 for, 18, 38 
 
 effect on city's credit, 362 
 
 effect on company's credit, 361 
 
 extensions under, 42 
 
 history of 420 
 
 orivate capital used as means to, ... 385 
 ultimate, under proposed fran- 
 chise, 368, 373 
 
 under rental plan, 161 
 
 Municipal railway cars : — Best t>T)e for, 177 
 
 brakes 448 
 
 changes in original design of 179 
 
 compared with U. R. R. 1912 car, . . 182 
 
 digest of specifications for, 445 
 
 framing of, 445 
 
 general design of, PI. 11 
 
 inclined floor of 194 
 
460 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Municipal railway cars : — 
 
 loading time of, 202 
 
 motor equipment, 447 
 
 platform arrangement of, 179 
 
 seating plan for, 178 
 
 trucks of, 447 
 
 views of, 178, 180 
 
 Municipal system : — See also Geary 
 Street. 
 
 all competitive, 158 
 
 cannot serve many districts, 160 
 
 charter wage scale discriminates in 
 
 favor of, 365 
 
 city lacks bonding power for, 79 
 
 co-operative development under re- 
 settlement, 378 
 
 indirect routes for Twin Peaks tun- 
 nel lines, 160 
 
 lacks terminals for Mission lines, . . . 160 
 
 routing of, 158 
 
 Municipal system, Competitive : — 162 
 
 alternatives for development of, . . . 48 
 bonding capacity insufficient for, . . 79 
 
 conditions confronting, 160 
 
 difficulties in profit-sharing with, 385 
 
 downtown terminals for 162 
 
 duplication of investment, 10, 163 
 
 five-block law, use of, 48 
 
 locations of lines for Ta. 12 
 
 magnitude of problem, 48 
 
 many extensions questionable for, . . 46 
 
 map of, 47 
 
 only as last resort, 79, 161 
 
 routing, 162 
 
 transfers, effect of lack of, 160 
 
 Municipal system development : — loca- 
 tion of lines, Ta. 10 
 
 recommended lOt 79 
 
 routing, 158 
 
 N 
 
 Net earnings : — Comparative, 327 
 
 Net residual income : — See income. 
 
 New routes : — Mission-Sixteenth, .... 153 
 
 Post-Polk-Pacific 152 
 
 Noe street : — Future subway station 
 
 at, 243, 255 
 
 Noe valley : — Cable line into, 45 
 
 contour extension of Market street 
 reaches, 151 
 
 reached by Church Street line, 45 
 
 tunnel into, 277 
 
 Non-prepay cars: — Loss of fares on, 115 
 Non-stop lines : — See Limited Service, 150 
 North Beach & Mission R. R. : — For- 
 mation of, 412 
 
 o 
 
 Oakland : — Becoming self- centered 
 
 city 5, 20 
 
 gain in poulation after fire, 20 
 
 traffic to, see Commuter Traffic. 
 
 Ocean avenue :— Development of, . . . 289 
 Ocean shore railroad : — Use for inter- 
 urban traffic 71 
 
 Omnibus : — Period of transportation 
 
 by 411 
 
 photograph of, 423 
 
 Omnibus Railway Company : — Competi- 
 tive war with Market Street Cable 
 
 Ry., 418 
 
 formation of, 412 
 
 Open cut:— For Seventh avenue ex- 
 tension, 258 
 
 south of Twin Peaks tunnel 266 
 
 Operating expenses: — See also Plat- 
 form Expenses, Maintenance, In- 
 juries and Damages, General & 
 Miscellaneous, Power. 
 
 analysis of, U. R. R. by years 
 
 Ja. 41, Ta. 42, Ta. 43 
 
 comparative distribution of, 327 
 
 distribution of, by years, U. R. R., Ta. 43 
 
 graphic analysis of, 324 
 
 in resettlement calculations 84 
 
 per car mile, Ta. 51 
 
 variations in, 325 
 
 Operating rights : — Interchange of, ... 161 
 Operating ratio : — Future standard, . . 318 
 
 no future decrease in, 80 
 
 record of, U. R. R., Ta. 41, Ta. 43 
 
 Operating rules : — Infractions of, 173 
 
 Operating statistics : — Derived, . . . Ta. 52 
 
 Ordinances : — Amendments to traffic, 292 
 
 speed restrictions, 170 
 
 Overhauling: — Record of car, 351, 355 
 
 Overhead construction : — U. R. R., . . 349 
 
 Overloading : — See Loading. 
 
 Owl service, ^ 158 
 
 Pacific heights : — Served by Post-Polk- 
 Pacific, 152 
 
 Packages : — Carried on cars, 173 
 
 Painting : — Car, record of, 353 
 
 schedule of 351 
 
 Panama-Pacific International Exposi- 
 tion : — Auto storage at 52 
 
 entrances to grounds 64 
 
 franchise requirements for exten- 
 sions to, 68 
 
 layout of grounds, 65 
 
 revenue from transportation to, ... . 59 
 
 traffic to : attendance 49, 58 
 
 distribution of, 49 
 
 estimate of, 58 
 
 opposite to regular traffic 52 
 
 present facilities suffiicient for low 
 
 days, 51 
 
 transportation facilities to: avenues 
 
 of approach, 54, Ta. 15 
 
 INDEX 
 
 461 
 
 49 
 60 
 
 17 
 
 62 
 
 Panama- Pacific International Exposi- 
 tion : — 
 
 capacity necessary, 
 
 capacity of cars to, 
 
 capacity of lines and tunnels, . . 
 
 Ta. 15, Ta. 16, Ta 
 
 capacity of lines to, without tun- 
 nels, 
 
 Chestnut street congested, 64 
 
 distributing trunk thoroughfares, . . 62 
 extensions to, unified plan without 
 
 tunnels, • • • 61 
 
 extensions to, unified plan with 
 
 tunnels, • • • 63 
 
 extensions to, should be logical 
 
 afterward, 5^1 
 
 Fillmore tunnel best entrance, ... 52 
 Franklin-Broadway-Gough line un- 
 desirable, 51 
 
 necessity for tunnels into, 53 
 
 present facilities, 49, 50, 51, 62 
 
 requirements, no tunnels, 51 
 
 routes to, without tunnels, ...Ta. 16 
 
 routes to, with tunnels, Ta. 17 
 
 terminals at, 64, 65, 66 
 
 water transportation to, 55 
 
 Panhandle crossing : — 292 
 
 Park & Ocean Railroad Company:— 
 
 organized, • 417 
 
 Park crossings : — Plans for 292 
 
 Parking:— For broad streets, ..291, PI. 18 
 Parkside lines :— Through service via 
 
 Hayes 1^^ 
 
 Passenger flow : — Rush hour 
 
 .. 107, 108, 165, PI. 9 
 
 Passenger terminal, 74 
 
 Paving :— Condition of 340, 344 
 
 new franchise provisions regarding, 377 
 
 rehabilitation required 345 
 
 requirements on U. R. R., 326 
 
 Pedestrians :— To ferry, 109 
 
 Peninsula : — Annual record of com- 
 muter traffic to, _• 301 
 
 high cost of transportation to, handi- 
 cap, • • • \ 
 
 outlet to via Bernal Cut, ^-/o 
 
 outlet to via Potrero and San Bruno 
 Avenues, 45 
 
 People's omnibus, 412 
 
 Philadelphia :— Profit-sharing plan in, 
 
 _ 86, 386 
 
 Physical propertv :— Condition of 
 
 .....'. 339. Ta. 54 
 
 Pierce street tunnel :— Almost prohibi- 
 tive, 218 
 
 Pittsburgh :— Average haul, 166 
 
 Platforms, car :— Improvements in, ... 204 
 
 lengthening of, J^ 
 
 municipal car, 1'^ 
 
 Platform expense :— Comparatively lo\y, 318 
 effect of charter time limit and mmi- 
 
 wage on, ^1^' ^°' 
 
 record of expenditures for, 
 
 327, Ta. 41, Ta. 42 
 
 variation in, -^29 
 
 Platforms, loading:— 5r^ also Subway 
 Stations. 
 
 elevated ferry termmal, •^ 
 
 exposition terminal, ^ 
 
 length in subways 244 
 
 Market Street:— ■ }^ 
 
 two-level platforms in tunnel M) 
 
 Platform men :— Rules for, • - • 173 
 
 share of income, T,a. W 
 
 wages, scale of, • • • • la. JO 
 
 working days of, oiy, OJU, ooo 
 
 Policy:— S^^ Transit Policy. 
 
 Polk street:— Good to serve Exposition 
 
 concessions, 51, 62 
 
 lacks terminal facilities for exposi- 
 
 only important line to Harbor View, 49 
 Population :— 5"^^ also Growth. 
 assessed value, relation to, ... ... .30, 
 
 by assembly districts, .25, PI. 
 
 density, by assembly districts, ..Ta. 
 disregards municipal boundaries, .4, 
 distribution and density, San Fran- 
 cisco, Frontispiece, 
 
 earnings, relation to, 29, 
 
 effect of fire upon, • . . • ; 
 
 exodus of, from business district, ... 
 
 follows utilities _•; • • • ^4 
 
 growth of. Pacific Coast cities, ..Ta. 1 
 San Francisco and commuter dis t. 4. 15 
 Post office receipts :— Annual record 
 
 of, 27, 28 
 
 Post-Polk-Pacific :— New route, . . 147, 152 
 
 Potrero avenue :— Extension of, 28^ 
 
 outlet down Peninsula via, 45 
 
 municipal route on, ]^ 
 
 Potrero hill :— Direct route to 288 
 
 municipal route to, • • 1 J^ 
 
 Potrero and Bay View Railroad 414 
 
 Powell street :— Congestion of, . . . .. 284 
 
 small cars on 1^- ^^. * 
 
 traffic characteristics m 
 
 Power :— Consumption and unit cost, 
 
 Ta. 47 
 
 contract provisions for ■•••• ^^ 
 
 cost of, U. R. R., . .318, 327, 329, Ta. 42 
 
 for cable lines 348 
 
 interest charge on purchased 3^ 
 
 interruptions to supply of, 348 
 
 maximum demand 347 
 
 new source of, developed -j- 348 
 
 sources of, • • 340, 340 
 
 Power plants:— 5^^ also Substations. 
 reserve capacity of ^' 
 
 36 
 3 
 3 
 
 16 
 
 23 
 30 
 16 
 26 
 
t If 
 
 r^^^? T 
 
 « 1 . 
 
 1'! ' 
 
 .1,1. 
 
 Hi T ' 
 
 ; 4 J 
 
 I 
 
 ■to i 
 
 
 j^: 11 
 
 
 462 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Powell street railroad system : — 417 
 
 Prepayment fare collection : — Advan- 
 tageous, 177 
 
 change class 1300 cars to, 210 
 
 class 100 only cars suited for, 208 
 
 for cable cars, 211 
 
 in Twin Peaks tunnel, 262 
 
 load at both ends on Market street, 127 
 
 makes possible more service, 115 
 
 narrowest cars using, 209 
 
 not given fair trial 103 
 
 platforms for, 190 
 
 saving in fares by, 115 
 
 Present traction situation : — 360 
 
 franchise requirements, 368 
 
 Presidio & Ferries Railway: — 
 
 condition of property, 350 
 
 improvements in cars, 210 
 
 trackage map, PI. 1 
 
 Procedure : — Formulate general fran- 
 chise ordinance, 7S 
 
 plan of, 77 
 
 resubmit Amendment 34, 77 
 
 resubmit Public Service Commission 
 
 Amendment 6, 77 
 
 Profit-sharing, 385 
 
 City, alternative, 377 
 
 City, represented on directorate, 379, 390 
 
 fixed by franchise, 376 
 
 improbable with competitive munici- 
 pal system 385 
 
 Philadelphia plan of, 386 
 
 plans for, 387 
 
 record of, past, 389, Ta. 53 
 
 under Resettlement, Ta. 56 
 
 Property: — Condition of, .....339, Ta. 54 
 
 owners, extension by, 41, 46, 80 
 
 sale of forbidden by Amend. 34 with- 
 out city consent, 376, 434 
 
 Public service commission : — Advisory 
 
 on franchises, 78 
 
 audits books, 377 
 
 balance of power in, 391 
 
 chairman, selection of, 391 
 
 engineers on, 391 
 
 franchises granted upon certification 
 
 of, 375 
 
 personnel of, 391 
 
 powers of, 77, 373, 391 
 
 removed from politics 373, 390 
 
 representative of utilities on, 390 
 
 settle wage disputes, 377 
 
 supervise reserve funds, 376 
 
 under resettlement, 378 
 
 Public works, board of: — Powers over 
 utilities to be transeferred to pub- 
 lic service commission, 367 
 
 Pull-ins : — Relative decrease in, 355 
 
 Purchasing power ' of city : — See also 
 Bond Limit. 
 falling behind railroad investment, 18, 361 
 
 Purchasing power of city: — 
 
 growth of, • . 36 
 
 increase for municipal ownership, 
 
 18, 38, 78, 79, 361, 373 
 
 present, 36, 361 
 
 relation to population, 36 
 
 Purchase, city: — See also Recapture. 
 
 by assuming debt, 374 
 
 city bonds for, 374 
 
 city credited with renewal fund, . . . 375 
 
 decapitalization necessary for, 384 
 
 fund for in resttlement, .' . . . 379 
 
 in Amendment 34, 431 
 
 methods of determining price, 383 
 
 Purchase fund :— Out of earnings, 369 
 
 Passengers: — Monthly record of . .Ta. 50a 
 
 statistics of, Ta. 48 
 
 R 
 
 Railroad Commission: — 
 
 organized, 421 
 
 should audit books of company, . . . 315 
 to supervise Public Service Commis- 
 sion, 77, 373, 390 
 
 Railroads : — 
 
 in San Francisco, 320 
 
 operated 1864-5, 413 
 
 operated 1893, 419 
 
 Rapid transit: — See also Market Street 
 Extension tunnel. 
 
 Bernal Cut, 79 
 
 electrification of steam lines 71 
 
 elevated railroads, 70 
 
 limited-stop cars, 150 
 
 order of development of 69 
 
 parking for, 291 
 
 subway system not now necessary,.. 69 
 
 surface systems feeder to, 44 
 
 to Richmond and beach, 152 
 
 ultimate, in Twin Peaks tunnel, 227 
 
 will double 30-minute time zone, . . 72 
 
 Ratios, Ta. 52 
 
 car miles per track mile, 334 
 
 per car hour, 335 
 
 derived operating statistics, Ta. 52 
 
 earnings per capita, 334 
 
 earnings per car mile by routes, . . . 167 
 
 earnings per track mile, 334 
 
 passengers per car, 334 
 
 Real estate : — 
 
 treatment of in resettlement, 379 
 
 record of valuation and sales, ....26, 27 
 
 Recapture : — Railway property, ...... 82 
 
 date of. under resettlement, ..87, 89, 90 
 effect of serial retirement of bonds 
 
 91 
 
 on. 
 
 new franchise provisions for, 374 
 
 upon franchise expiration, 377 
 
 without cost, in case of forfeiture, 377 
 Receivership : — 
 minimum company's share without, . 388 
 
 INDEX 
 
 463 
 
 Redistribution of service :— 153 
 
 determination of increase, basis of, 154 
 
 essentials of, 153 
 
 recommended, Ta. 26 
 
 terminal district, 155 
 
 Referendum : — 
 not necessary on short extensions, 375 
 
 on franchises, 369 
 
 Refunding : — 
 impossible with U. R. R. 4's or Mar- 
 ket Street 5's, 80 
 
 Regrading : — 290 
 
 Arkansas Street, 290 
 
 Balboa Street, 291 
 
 Church Street, 277 
 
 Falcon Avenue, 291 
 
 Hayes Street, 275, 276 
 
 Market Street, 275 
 
 San Jose Avenue, 273 
 
 Sansome Street 290, 291 
 
 Twentieth Street 290 
 
 Regulation : — See also Municipal Con- 
 trol. 
 
 and control, 390 
 
 City's power of, 13, 360, 420 
 
 powers not retroactive, 365 
 
 Rehabilitation : — 
 
 capitalized temporarily, 378 
 
 determine program of, 78 
 
 necessary amount of, .8, la. 54 
 
 necessary at present franchise ex- 
 piration, no resettlement, 361 
 
 out of earnings, 362 
 
 summary of, 339, Ta. 54 
 
 under resettlement, 378 
 
 Renewal fund : — 
 
 credit City with at purchase, 375 
 
 in cash or readily negotiable securi- 
 ties, ; 383 
 
 Rental:— Of railway lines, at exposi- 
 tion terminal, 67 
 
 attitude of operators, 390 
 
 basis of providing extensions, . . .43, 46 
 
 desirability of, 161 
 
 determined by Public Service Com- 
 mission, 375 
 
 Rerouting : — See Routing. 
 Reserve funds: — See also Amortisa- 
 tion Fund, and Renewal Fund. 
 amortization, when may be used, . . . 380 
 
 contingent reserve fund, 376 
 
 for city purchase, 379 
 
 from city's share, 379 
 
 growth of, under resettlement, 
 
 ^ 87, 89, 90 
 
 Reservoir station :— Provision for, at 
 
 Eureka Valley, 253 
 
 Resettlement :— See also Charter 
 Amendment 34. 
 
 Amendment 34, provisions, 370,435 
 
 analysis of plans for, Ta. 56 
 
 Resettlement: — 
 
 basis of value used, 86, 378, 384 
 
 benefit to city, • • • 384 
 
 best solution of difficulties 91, 395 
 
 conditions to be met, 360 
 
 decapitalization under, 379 
 
 effect of serial retirement of bonds, 91 
 
 equahzed franchise terms, 378,380 
 
 essentials of, 91, 364, 377 
 
 extensions under, 379 
 
 financial plans for, 88 
 
 financial results, recommended plan, 
 
 Ta. 57 
 
 fund for city purchase under, 379 
 
 may require appraisal, 78 
 
 negotiate with U. R. R., 78 
 
 non-profit sharing plan of, ^ 
 
 participants in, 84, 364 
 
 plans for, 82, 84, 87, 89, 90, Ta. 56 
 
 preferable to continued legal war- 
 
 ^2iX& oVO 
 
 primary importance of, 364 
 
 recommended plan of, 85 
 
 results, no resettlement, 81 
 
 service regulation under, 378 
 
 term of franchises under, 369 
 
 transfer of property to third party 
 
 under, 370 
 
 ultimate financial results of, 86, 87, 89, 90 
 
 urgency of ^ 
 
 virtual regulated monopoly under,.. 378 
 wages, negotiate in each franchise, 369 
 Residual net income: — See Income. 
 Return on investment: — 
 
 effect of charter wage scale, 362 
 
 in 1911, 315 
 
 no guaranteed, in Plan 6, 86 
 
 under resettlement, 91, Ta. 57 
 
 Richmond : — 
 
 adequate utilities would cause 
 
 growth, • • ; 24 
 
 development by Geary street line, .. 163 
 direct connection with Mission needed, 153 
 Ride : — See Average Ride. 
 Riding habit :— Cannot be changed by 
 
 legislation, 387 
 
 effect upon wage situation, 386 
 
 high in San Francisco, .6, 16 
 
 Right of way: — Car on straight line 
 
 to have, 174 
 
 Rolling stock: — Improvements in ex- 
 isting, 177 
 
 general recommendations for, .... 197 
 
 improvements in, 197, PI. 12 
 
 loading time of, •* 203 
 
 schedule of, Ta. 29 
 
 Class 1500, 202, PI. 12E 
 
 bulkhead opening, 205 
 
 guide rail for, 205 
 
 platform improvement, 204 
 
 seating arrangement, 207 
 
 unloading facilities, 206 
 
^4 O 
 
 I 
 
 ill 
 
 ni 
 
 . ! 
 
 I 
 
 lu,. 
 
 464 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Rolling stock : — 
 
 Qass 1550 207, PI. 12C 
 
 replacement of car body, 207 
 
 Class 100, 208, PI. 12A 
 
 Class 700 209 
 
 Class 1300, 210, PI. 12F 
 
 Union street 210 
 
 cable cars 211 
 
 Round trip riding 168 
 
 Routing: — Effect of change upon li- 
 cense tax 402 
 
 municipal, development 158 
 
 municipal, competitive, 162 
 
 order new plan of, 78 
 
 outlying district, effect of topogra- 
 phy 149, 150 
 
 plan of, 151, Ta. 26 
 
 problem involved, 141 
 
 saving by changes in, 156 
 
 Terminal district, basis of changes in, 145 
 diversion from Market to Mission, 143 
 
 plan of, changed 145, Ta. 26 
 
 principles of, : . . 142 
 
 temporary only, 143 
 
 Rules, operating 173 
 
 Running time : — Variations in 170 
 
 effect of Twin Peaks tunnel on, PI. 17 
 Rush hour : — Additional service dur- 
 ing, 156, Ta. 27 
 
 car distribution during PI. 6 
 
 condition at Ferry, 298 
 
 effect upon working day, 100, 387 
 
 magnitude of problem 100 
 
 ratio of service during, to midday, 
 
 100, 113 
 
 service ratio during, 113 
 
 statistics of traffic, 109, 110 
 
 Sacramento street : — Recession of cor- 
 ner at East street 127, 285, 311 
 
 Safety : — Limits headway on grades, . . 59 
 Safety stations : — Correct position for 
 
 seats, 127 
 
 effect of exit gate location on, ..191, 206 
 
 not many necessary inbound, 441 
 
 present and proposed, 130, 132, 441 
 
 seats impede loading 127 
 
 San Bruno avenue : — Widening of, . . 285 
 San Francisco : — Business and social 
 
 center, 5 
 
 climatic conditions, 7 
 
 develop its own territory first, 4 
 
 early settlement 411 
 
 growth in poulation, . . Ta. 1, Ta. 2 
 
 history of transportation in, 411 
 
 one-third unpopulated 3 
 
 population density by assembly dis- 
 tricts, Ta. 3 
 
 topography of Frontispiece, 273 
 
 San Francisco & San Jose R. R. : — First 
 operation over 414 
 
 San Francisco & San Mateo R. R. 
 
 Company: — Builds first electric line 417 
 
 San Francisco Electric Railway: — Ex- 
 tension method not available 80 
 
 San Francisco Market Street Railroad: 
 — See Market Street Railroad. 
 
 San Jose avenue : — 
 
 municipal route on, 162 
 
 regrading of, 273 
 
 San Mateo line: — Rerouting of. ...147, 153 
 
 Sansome street rcgrade, 290 
 
 Sash : — Fixed undesirable 194 
 
 raise vs. drop, 179, 194 
 
 Saturation point : — Effect on earnings, 29 
 
 Schedule : — Check on, 105 
 
 encourage fast 170 
 
 operated, all companies, Ta. 24 
 
 Scott Street : — Municipal route on 162 
 
 Seasonal variation : — In city traffic, . . 100 
 in transbay traffic, 300 
 
 Scats : — Proportions of, municipal car, 187 
 proportions of, U. R. R., 187 
 
 Seating arrangement : — Best, 184 
 
 "California" type cars, 198 
 
 municipal cars 179 
 
 on class 1500 207 
 
 on class 1550 207 
 
 on class 100, 208 
 
 Seat mileage : — Basis for calculating 
 
 taxable receipts, 407 
 
 Securities : — Sec also Bonds, Stock. 
 United Railroads, 321 
 
 Service : — Additional required, 
 
 154, 156, 167, Ta. 27 
 
 analysis of, 112 
 
 analysis of outbound throat counts, 
 
 Ta. 23 
 
 car location map PI. 6 
 
 comparison of, past and present, . . 104 
 
 criterions of, 154 
 
 determinations of, 9 
 
 frequent analysis of, by technical staff, 78 
 
 irregularities in headway 110 
 
 make resolution regarding 78 
 
 midday, 156 
 
 monthly record of, U. R. R Ta. 50a 
 
 owl • •• • 158 
 
 on fifteen-minute and hourly basis,.. 154 
 
 ratio, rush hour to midday 100, 113 
 
 redistribution of, rush hour : — See 
 
 also Redistribution of Service .... 
 
 153, Ta. 26 
 
 requirement to 1920, Ta. 6 
 
 shuttle for outlying districts, 45 
 
 standard should be high 166, 360 
 
 summary of throat counts Ta.» 22 
 
 summary of trip counts Ta. 25 
 
 INDEX 
 
 465 
 
 Service: — 
 
 taper off by short runs, 165 
 
 terminal district, 155 
 
 under resettlement 378 
 
 Service capacity :— Present equipment, 17 
 Service standard :— For long-haul traf- 
 
 fie, 154 
 
 midday, 1^6 
 
 Seventh avenue extension :— Advan- 
 tages of, • 236 
 
 connection with Twin Peaks tunnel, 227 
 
 future cross-town line on 242, 258 
 
 station arrangements for 257, 258 
 
 widening of, 290 
 
 Shelters :— Along Market 138 
 
 Shop :— Adequacy of U. R. R 340 
 
 Short-haul traffic :— Benefit to U. R. R., 360 
 
 trippers for, 1^0 
 
 Short runs:— See also Trippers. 
 on Mission, J^^ 
 
 on Sutter, 
 
 152 
 
 saving by • • • • ^^ \i^ 
 
 to relieve lower Market Street, ..... 1^4 
 Shuttle service :— For outlying districts, 45 
 
 Sidewalks :— Effect of wide 1«5. 189 
 
 reduction in width of 284, Ta. 32 
 
 Signals :— At ferrv terminal 312 
 
 in Twin Peaks tunnel, 245 
 
 Signs:-"Car fiiP." 173 
 
 changing of 174 
 
 Sinking fund :— Cannot retire debt in 
 
 short term 363, 380 
 
 comparative contributions to, 327 
 
 effect of city assuming debt at ex- 
 piration, ••, 385 
 
 invest in railroads securities, o»z 
 
 insufficient at present, 80 
 
 limitation of 5-cent fare upon 381 
 
 new franchises, provisions for, 375 
 
 on U. R. R. 4's 317 
 
 operation of. in resettlement plans, . . 
 
 ^ 87. 89. 90 
 
 statement of Ta. 38 
 
 Smokers :— Stand by preference 107 
 
 Southern Heights and Visitacion Val- 
 
 ley R. R. Co. :— Incorporated 418 
 
 Southern Pacific :— Electrification of 
 
 for interurban service 71 
 
 Special work :— Amount of 343 
 
 at Fillmore tunnel portal • . ^^\ 
 
 • condition of, 339, 344, Ta. 54 
 
 Specifications :— For municipal car, 179, 445 
 
 Speed :— By lines, Ta. lb 
 
 effect of stops on, J^^ 
 
 increase in, during midday, J3» 
 
 increase in, justifies more service, .. 10^ 
 
 increase in, since 1905 JO^ 
 
 limit down grade, J^^ 
 
 low, in terminal district 
 
 Speed:— . 
 
 requirements for good operation, ... l/U 
 
 schedule •■• ^^ 
 
 typical on various streets la. iv 
 
 Squares, law of:— Effect of rapid tran- 
 
 sit on, 
 
 effect of saturation point on, . . . . . .^ 29 
 
 Stanchions :— Platform, moving of, 199, ^ 
 Standing :— Best location of space for, 184 
 
 extent of load 164, 165 
 
 preferential •: J^ 
 
 Stations:— Market Street, traffic at, ... 1^3 
 
 Sutter Street, traffic at 124 
 
 Steam roads :— Electrification of, ..... 71 
 Steps :— Folding recommended, . . . 194, 199 
 
 height of 1^ 
 
 projecting, undesirable •••• ^ 
 
 St. Joseph's .\venue :— Relocation of, . . 288 
 
 Stock : — Dividends on 325 
 
 first preferred issued after fire and 
 
 strike «5Z^ 
 
 new, cannot be issued below par, ... 80 
 
 outstanding, U. R. R., ^^' ool 
 
 Stockton tunnel :— Dimensions ^^3 
 
 municipal routes via, 159 
 
 urgency of 21° 
 
 Stops :— Effect upon speed, J^J 
 
 far-side for cable cars, • • • 173 
 
 indicate location of, 136, \7l 
 
 limited, • • • ]i^ 
 
 near-side, necessary on Market Street. 13o 
 
 plan of, lower Market Street • 441 
 
 reasonable spacing of, 103, 172 
 
 too frequent • •• • .9? 
 
 two-car at congested points, 130. 136. 170 
 
 typical spacing of 1'2 
 
 Street and district improvements, 271 
 
 Street layout :— Causes Market Street 
 
 congestion, 1^ 
 
 improved, ;p' * : ' 
 
 provide grade separation on Twin 
 
 Peaks tunnel line •. • • • • • 245 
 
 resubdivision sometimes desirable, 
 
 44, 290 
 
 Streets :— Business, sections of ^ 
 
 cross-sections of 282 
 
 186 
 
 286 
 
 ordinance limitations. 
 
 102 
 170 
 
 diagram of sections, 
 
 extensions of, 
 
 hillside, 287 
 
 narrow, ifX 
 
 new, ^ov 
 
 vehicle clearances on ^1 
 
 widening at tunnel portal, ^ 
 
 widenings, • 285 
 
 width of, limits capacity to Exposi- 
 tion, • 59 
 
 Strike :— Additional securities necessi 
 
 tated by. 
 
 322 
 
 effect upon traffic ;:;-v,V Hi 
 
 effect upon U. R. R., 316, 331, 420 
 
1 1 
 
 ill! 
 
 5? 
 
 i i 
 
 I i 
 
 1 
 
 
 ; i 
 
 H 
 
 (1.1 1 
 
 466 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Strike: — 
 
 first carmen's, 1906 420 
 
 second carmen's, 1907, 420 
 
 Structures, fixed in streets : — Decap- 
 italization of, 379 
 
 Stub terminals : — Capacity of, 144 
 
 car distribution at, 145 
 
 in loading district, 143 
 
 justified, 128 
 
 with through service, 144 
 
 Subdivision : — Sec Street Layout. 
 
 Sub-stations : — Capacity of, 348 
 
 Suburban transportation : — History of, 422 
 Subways : — See also Market Street Sub- 
 zvay. 
 
 branch lines 245 
 
 entrances to, through stores, 253 
 
 for relief of Market Street 143 
 
 not now necessary, 69 
 
 order of development, 69 
 
 to Valencia Street desirable, 227 
 
 Subway stations : — See also Market St. 
 extension tunnel, Market St. sub- 
 zvay. 
 
 Eureka valley, 253, 254 
 
 four-track sublevel unit, section of, . . 251 
 
 four-itrack unit, section of 247 
 
 independent two-bore type, section of, 252 
 independent two-four track bore, sec- 
 tion of, 249 
 
 island platform, 247, 250, 254 
 
 minimum spacing for rapid transit, 255 
 side platforms in, 253 
 
 Sunnyside : — Terminal changed, 148 
 
 Sunset district :— Adequate utihties 
 
 would develop, 7, 24 
 
 cars to, routed via Mission, 151 
 
 service to, 151 
 
 street changes at north entrance to, 285 
 
 Supervisors, board of: — Can buy or 
 
 construct utilities, 365 
 
 regulative powers of 365 
 
 retain functions of franchise grant- 
 ing, 78, 390, 431 
 
 to advertise for bids on extensions, . 370 
 Sutter-Jackson line : — Cannot be ope- 
 rated at tunnel entrance, 152 
 
 replaced by Ellis-Jackson 147 
 
 Sutter Street : — Cars cannot use inner 
 
 Market Street tracks 122 
 
 service to ferry 125, 147 
 
 short-run line on, 152 
 
 throat, traffic characteristics of, 110 
 
 Sutter Street Railway Company: — 414 
 
 changed to cable, 416 
 
 extensions to, 415 
 
 Sutro Railroad Company 418 
 
 Switches : — Electric, 173 
 
 T 
 
 Tandem operation: — Saving by, ...136, 170 
 Tangible value : — Decapitalization of, 
 
 82, 363 
 
 Taxable receipts: — General principles,. 401 
 
 method of computing, 401, 405 
 
 originating traffic basis, 405 
 
 present basis, 402 
 
 problem involved, 402 
 
 recommended method of computa- 
 tion, 406 
 
 settlement of, 407 
 
 viewpoints 403 
 
 Taxes : — Analysis of, 326 
 
 average franchise, 393 
 
 comparative record of, 327 
 
 franchise, not accurately fixed, 395 
 
 low in San Francisco, 318, 328 
 
 proportion to state and citv, 326 
 
 record of, U. R. R., .' Ta. 41 
 
 Telegraph hill : — Advisability of tun- 
 nel under 275, 277 
 
 Telephone calls : — Annual record of, 27, 28 
 Tenth-Montgomery line : — Rerouting 
 of, 148 
 
 Terminal district : — Loops or stubs in, 143 
 
 low speed in, 102 
 
 rerouting in, 142 
 
 traffic and service in 95 
 
 Terminals : — See also Ferry Terminal; 
 Stub Terminals. 
 
 alternative plans for, 143 
 
 at depot 148 
 
 downitown for municipal system, . . 162 
 
 Exposition : — Available sites, 66 
 
 common use of, desirable, 67 
 
 distribution of traffic, 67 
 
 entrances 64 
 
 maps of, 65 
 
 platform arrangements at 67 
 
 for Twin Peaks tunnel, independent 
 
 of U. R. R. lines, 264 
 
 lack of, on Polk Street line 55 
 
 lack of, on municipal system. 160 
 
 plans for Panama-Pacific exposition, 
 
 64, 65, 66 
 
 storage ground, and, for Twin Peaks 
 tunnel, 235, 264 
 
 Third and Townsend : — Becoming less 
 strategic 74 
 
 Third rail collection : — For rapid tran- 
 sit cars, 260 
 
 Throat counts: — Description of 9, 109 
 
 typical, graphical analysis of, ... PI. 7 
 
 results of, 110 
 
 points of, 112, Ta. 21 
 
 summary of, outbound Ta. 22 
 
 Through routes : — Over lines of two 
 companies, 161 
 
 INDEX 
 
 467 
 
 Time:— 5"^^ Running Time. 
 
 Time schedule :— Average day, 319 
 
 characteristics 319, 330, 386, Ta. 45 
 
 charter limitations 387 
 
 effect of rush hour, 369, 387 
 
 effect of time limit • 319 
 
 Time zones: — Extended by more logi- 
 cal routing, 170, PI. 3 
 
 extended by Twin Peaks tunnel, ... 265 
 
 fix limits of thick settlement, 4 
 
 map showing PI- 3 
 
 Topographv :— Effect on routing, ..149, 150 
 
 necessitates tunnels, o 
 
 of San Francisco, Frontispiece, 273 
 
 Track :— Adequacy of, ... .342, Ta. 54 
 
 classification of, by condition 
 
 342, 343, Ta. 54 
 
 for outlying extensions, 44 
 
 much deferred maintenance, 317 
 
 necessary rehabilitation of, by 
 
 streets, Ta. 54 
 
 standards of construction, Ta. 54 
 
 summary of rehabilitation, 337 
 
 Trackage : — Map of, PI- 1 
 
 terminal district, 155 
 
 U. R. R., used under five-block law, 160 
 Track centers: — Establish new stand- 
 ard of ;-. • 187 
 
 for exposition lines, municipal and 
 
 U. R. R. cars, 68 
 
 standard, 1^^ 
 
 Track mileage : — Growth of, 
 
 17, 31, 32, Ta. 8, Ta. 50b 
 
 present, inadequate, 33 
 
 relation to car mileage, 332 
 
 requirements within next decade, 17, 33 
 should increase as population, ...17, 33 
 
 statement of, U. R. R., Ta. 
 
 Traffic:— ^rf- also Rush Hour; Com- 
 muter Traffic. 
 
 analysis of, by technical staff, 
 
 analysis of, outbound, .Ta. 
 
 at Sutter and Market Street stations, 123 
 
 comparative, by routes, 166, 167 
 
 daily load curve, , 99 
 
 exposition, see Panama-Pacific Expo- 
 sition. 
 
 fluctuation in, 98, 166 
 
 growth in, 331, 333 
 
 monthly record of, U. R. R Ta. 50a 
 
 passenger flow, . ....107, 108, PI. 9 
 
 rush hour variations in, HO 
 
 seasonal variation in, 166, 171 
 
 statistics of by years, U. R. R., - -Ta. 48 
 
 statistics of, rush hour, 109 
 
 summary of throat counts, Ta. 22 
 
 transfer, variations in 331 
 
 trip counts, analysis of, PI. 8a, b, Ta. 25 
 
 two classes of, 191 
 
 Traffic and service improvements:— 
 General discussion, 165 
 
 54 
 
 78 
 23 
 
 Traffic counts :—5rc Throat Counts, 
 
 Trip Counts. 
 Traffic regulations : — See also Vehicle 
 Traffic. 
 
 amendments to, 292 
 
 necessary at ferry, 299 
 
 Traffic routes : — Low-grade, Mission- 
 Harbor View necessary, 219 
 
 grade hmits for, 219 
 
 Traffic squad: — See Vehicle Traffic. 
 Trailers: — Not considered in Exposi- 
 tion estimates, 62 
 
 Trainmen : — See Platform Men. 
 Transbay traffic: — Comparative, week- 
 day and Sunday, 304 
 
 growth in, 299, 301 
 
 hourly variation in, 300, 303 
 
 seasonal variation in, 300, 302 
 
 Transfer points : — Cars to wait at, 174 
 
 Transfers : — Chart showing privileges, 169 
 
 growth of traffic, 333 
 
 lack of, handicaps municipal system, 160 
 
 on cross-town line, 168 
 
 recommendations for, 168 
 
 record of traffic Ta. 48 
 
 relation to tax calculation, 404 
 
 system liberal, 9, 168 
 
 traffic, bv lines, 167, Ta. 25 
 
 Transit development : — See Develop- 
 ment. 
 Transit policy: — Clear streets of un- 
 used franchises, 11 78 
 
 for the city 78 
 
 t^lan of procedure, 77 
 
 time, for city to establish, definite, . . 
 
 11, 48, 79 
 
 Transit system : — Development of, Ch. 3, 
 see Extensions. 
 
 Transportation : — General map, PI. 2 
 
 history of development of, 411 
 
 must precede settlement, 6 
 
 relative record of cost, 327 
 
 Trip counts : — 9, 165 
 
 summary of results of, Ta. 25 
 
 typical, graphical analysis of, . . PI. 8a, b 
 
 Trippers : — Short haul, 150 
 
 Trucking, 119 
 
 Trunk lines: — Franchises expire 1929, 80 
 
 uniform headway on, 145 
 
 Trust deed:— U. R. R. 4's loosely 
 
 drawn, 317 
 
 prohibit stock sale below par, 80 
 
 Tunnels: — See also Market Street Ex- 
 tension Tunnel. 
 
 combined traffic and transit, 219, 270 
 
 Exposition extensions with, 63 
 
 Folsom Street 278 
 
 into Harbor View, necessity for, . .53, 79 
 into Harbor View, capacity of, ..Ta. 15 
 into Harbor View, comparative 
 data, Ta. 30 
 
 M 
 n 
 
i 
 
 IB 
 f : 
 
 468 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 INDEX 
 
 469 
 
 Tunnels : — 
 
 Noe Valley ,.. 277 
 
 obvious necessity for, 273 
 
 projects investigated 217 
 
 Telegraph Hill, 275 
 
 Twentieth Street, 279 
 
 under Alamo Square, 279 
 
 Tunnels into Harbor View : — Dam- 
 ages incident to, 224 
 
 high-level, approach grades of 219 
 
 necessity for low-level, 218 
 
 type of bore, 219, 220 
 
 time required to build, 224 
 
 unit cost estimates, 224 
 
 walkways in 219 
 
 Turk- Eddy : — Replaced by Ellis-Rich- 
 mond 147, 151 
 
 Turntables : — Elimination of, 200 
 
 Twentieth Street : — Tunnel, 279 
 
 regrade 290 
 
 Two-line vehicle traflfic : — Diagram 
 
 showing 186 
 
 in tunnels 221 
 
 necessity for 185, 279 
 
 present conditions, 281 
 
 Twin Peaks tunnel line : — Sec also Mar- 
 kct Street Extension Tunnel. 
 
 grade separation on, 265 
 
 effect on local running time, 72, 228 
 
 municipal cars cannot reach directly, 160 
 routes via, 161 
 
 u 
 
 Underground conduit: — U. R. R., not 
 
 utilized 349 
 
 Underlying bonds : — Sec Bonds. 
 
 Underlying companies, 320 
 
 Unfunded debt : — Insecurity of, 82 
 
 Unified system : — Map of, ; . , 43 
 
 one city, one fare, universal transfers 
 
 desirable, 10, 39 
 
 subdivided into private and munici- 
 pal systems, 41 
 
 ultimately municipal, under resettle- 
 ment, 378 
 
 unified plan of service to Exposi- 
 tion, no tunnels, 61 
 
 with rental plan, 161 
 
 Union station : — 75 
 
 Union Street: — Improvements in cars 
 
 on 210 
 
 capacity of cars on 210 
 
 low-level route over 57 
 
 municipal route over, 1S9 
 
 only line to western side of Exposi- 
 tion 57 
 
 possible extensions to, 57 
 
 profile of, 56 
 
 worst line for grades 57 
 
 Unloading: — Methods for facilitating, 199 
 
 United Railroads : — Accident account 
 
 of, Ta. 49 
 
 appraisal of property of, 78 
 
 bonded and other debt of Ta. 35 
 
 capital investment of, 1911, Ta. 36 
 
 capital liabilities of, 321 
 
 comparative general balance sheet of, 
 
 Ta. 33 
 
 conditions confronting, 80 
 
 condition of property of Ta. 54 
 
 controls best streets, 160 
 
 dividends, record of, Ta. 40 
 
 effect of fire and strike on, 316 
 
 electrification of, 420 
 
 financing of 429 
 
 franchises claimed, 1902 PI. 20 
 
 franchise obligations on, 326 
 
 franchises of, Ta. 55 
 
 franchises of, expirations, PI. 22 
 
 incorporation of, 321 
 
 negotiate settlement with 78 
 
 1912 motor car, see Cars. 
 
 no funds for extensions, 361 
 
 no provision for contingencies, 316 
 
 operating expenses of, bv years 
 
 Ta. 41, Ta. 42, Ta. 43 
 
 operating methods of, 168 
 
 organization of, 420 
 
 passengers carried by, Ta. 49 
 
 possibly no extensions by, without re- 
 settlement 38, 81 
 
 probable views on resettlement, .... 389 
 
 results, no resettlement, 81, 83 
 
 resettlement solution of difficulties, . . 91 
 securities of, authorized and out- 
 standing, Ta. 34 
 
 share of income 337, Ta. 53 
 
 share of income, under resettlement, 
 
 Ta. 56, Ta. 57 
 
 status of franchises of PI. 21 
 
 trackage, map of, PI. 1 
 
 track mileage, growth of Ta. 50b 
 
 traffic and service statistics of, ,.Ta. 50a 
 
 underlying companies, •••; ••• 320 
 
 unexpected financial condition of. . . 362 
 Utilities : — Controlled by Public Ser- 
 vice Commission 77 
 
 in Twin Peaks tunnel, 261 
 
 lack of, 3 
 
 Valuation: — Agreed capital, for reset- 
 tlement, 383 
 
 basis of, . -. 383 
 
 Valencia-Gough line: — Extension of,.. 153 
 
 Valencia street line : — Ultimately paral- 
 leled, 147 
 
 Value, intangible : — Amount of 383 
 
 capital, in resettlement plan, 384 
 
 definition of, 86 
 
 minimum, 384 
 
 Van Ness avenue :— Car line on, 
 
 extension of, 
 
 four-line traffic on, • . •••••• • • • 
 
 parking plans, 52, 291, PI. 
 
 route via • • • • 
 
 Vehicles :— Width of, 279, 280, 
 
 Vehicle traffic: — 
 
 amended regulations for, 
 
 at Fourth and Market streets, 
 
 count of, • • 
 
 decrease on Market street by regula- 
 tion, 
 
 impractical in Twin Peaks tunnel, . . 
 
 regulation of, 102, 111, 
 
 volume of Ta. 
 
 through Bernal Cut, • • • • 
 
 Ventilation :— In tunnels 245, 
 
 municipal cars, 
 
 United Railroads 1912 car, 
 
 Viaduct : — Across Islais creek, 
 
 Visitacion Valley :— Adequate utilities 
 would cause growth, 
 
 w 
 
 Wages : — See also Time Schedules. 
 
 apportionment of ••,••;• ••• ^g^ 
 
 charter provisions prohibitive, ...^oz, ^5/ 
 
 charter should not fix, • • • 363 
 
 distribution of, 1 ^- ^ 
 
 45 
 
 286 
 
 64 
 
 18 
 
 159 
 
 294 
 
 292 
 
 116 
 102 
 
 119 
 229 
 119 
 
 18 
 272 
 263 
 179 
 194 
 
 45 
 
 24 
 
 Wages:— 
 
 effect of minimum, ^i^ 
 
 high in San Francisco, 386 
 
 increase since 1908 329 
 
 limitation of fixed fare upon, .... ... 387 
 
 minimum, fixed in charter, 365. 387, 420 
 
 not fixed in Amendment 34, 362, 369 
 
 of platform men, high, 318 
 
 on omnibus lines 412 
 
 scale of, platform men, Ta. 46 
 
 to be adjusted by Commission, 377 
 
 Wagons :— Width of, 279. 280 
 
 Water system :— Effect of purchase on 
 
 bond limit, 79 
 
 White posts :— To indicate stops, 172 
 
 Width of car: — 
 
 municipal, ^■^ 
 
 United Railroads, lo^ 
 
 Width of streets :—5'rr Streets. 
 
 of vehicles, 27 
 
 Y 
 
 Yellow line omnibus, 411 
 
 z 
 
 "Z" lines :— Undesirable, |30 
 
 Zones of loading, ^^ 
 
m 
 
 470 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 INDEX OF EXHIBITS ACCOMPANYING REPORT 
 
 INDEX 
 
 471 
 
 TABLES IN TEXT 
 
 Page 
 
 Financial summary of future growth ^ 
 
 107 
 Standing by preference _..--- 
 
 Market Street speed and car distribution characteristics - - - - 121 
 
 Relative volume of travel. Market Street stations 123 
 
 Relative volume of travel, Sutter Street stations 12^ 
 
 Capacity of stub terminals 1^ 
 
 Routing, Municipal system— non-competitive ------- 159 
 
 Routing, Municipal system— competitive - 162 
 
 Stops per mile, typical districts ^^^ 
 
 Differences in design— Municipal and United Railroads car - - - 182 
 
 Schedule of rolling stock ^00 
 
 Relative weights of equipment ^08 
 
 Tunnel dimensions 
 
 Percentage distribution of income - - - 323 
 
 Dividends paid ^^^ 
 
 Classification of taxes _.--. 326 
 
 Summary of track condition 343 
 
 Paving condition ----- _.-- 345 
 
 Schedule of franchise expirations 400 
 
 1. 
 2. 
 3. 
 4. 
 5. 
 6. 
 7. 
 8. 
 9. 
 
 TABLES IN APPENDIX 
 
 Growth in population. Pacific Coast cities, 1880-1910. 
 
 Growth of Commuter District communities 1860-1910. 
 
 Density of population in San Francisco, by districts. 
 
 Analysis of growth in manufactures, Industrial District, 1900-1910. 
 
 Prediction of street railway earnings to 1950. 
 
 Prediction of service requirements to 1920, United Railroads. 
 
 Growth of car equipment by class, 1898-1912. 
 
 Growth of street railway track mileage, 1860-1911. 
 
 Cost of recommended railway extensions to unified system. 
 
 17 
 
 10. Railway extensions, description of location. 
 
 11. Extensions, detail of mileage and grades. 
 
 12. Municipal competitive system— additional extensions. 
 13 Private competitive system— schedule of extensions. 
 
 14. Improvements in City Plan for complete transit system. 
 
 15. Exposition service, capacity of lines and tunnels. 
 
 16. Exposition routes recommended (without tunnels). 
 
 17. Exposition routes recommended (with tunnels). 
 
 18. Volume of vehicle traffic at street intersections. 
 
 19. Operating speed for main thoroughfares, typical. 
 
 20. Car loading standards for electric equipment. 
 
 21. Observation points for cordon or throat counts. 
 
 22. Throat counts, analytic summary of rush hour service. 
 *23. Throat counts, analysis by routes and throats. 
 
 24. Operating schedules, all railway companies, June 30. 1912. 
 
 25 Trip counts, by individual cars, and summary. 
 
 26. Routing and service distribution recommended, United Railroads. 
 
 27. Additional rush hour service now required. 
 
 28. Average length of passenger ride, by routes and total. 
 
 29. Rolling stock schedule, by class. United Railroads. 
 30 Harbor View tunnels, comparative location data. 
 
 31'. Twin Peaks tunnel, comparative location data, various projects. 
 
 32 Changes in sidewalk widths recommended. 
 
 33: General balance sheet. United Railroads. March 20. 1^2- une ^, 9 - 
 
 34 Authorized and outstanding securities. United Railroads, June 30, 1912. 
 
 35. Bonded and other debt. United Railroads June 30. 1912. 
 
 36. Capital investment, United Railroads, June 30, 1912 
 37*. Bond discounts and premiums. United Railroads. 
 
 38. Sinking funds, investment record, United Railroads, 1905-1912. 
 
 39. Betterment account, United Railroads. 1902-1912. 
 40 Dividend record, United Railroads, 1902-1912 
 
 41. Income account analysis, per cent distribution. United R. R., 1900-1911. 
 
 42. Operating expense distribution, United Railroads, 1903-1911. 
 
 43'. Operating expense, analysis, per cent of gross earnings, U. R. R. 1902-11. 
 
 44 Labor charges, distribution, United Railroads, 1909-1911. 
 
 AS. Working day for trainmen, classification by hours. United Railroads. 
 
 46. Wage scale of carmen. United Railroads, 1902-1912. 
 
 47. Power consumption and costs. United Railroads, 1907-1911. 
 
 48. Traffic statisitics, United Railroads, 1901-1911. 
 
 49. Accident account analysis. United Railroads. 1908-1911. 
 
 50a. Monthly traffic record, car miles, United Railroads, 1902-1912. 
 50b. Growth of single track mileage, United Railroads, 1901-1912. 
 
 51. Earnings and expenses per car mile, electric and cable, U. R. R., 1908-11. 
 
 52. Derived operating statistics, by units. United Railroads, 1902-1911. 
 
 i I 
 
II 
 
 472 
 
 53. 
 54. 
 55. 
 56. 
 57. 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Profit-sharing record and investment supported, U. R. R., 1900-1911. 
 Condition of property, results of inspection, all companies, 1912. 
 Railway franchise expirations of record. 
 Analysis of resettlement plans, Charter Amendment 34. 
 Ultimate financial results of resettlement plan No. 5. 
 
 INDEX 
 
 473 
 
 ILLUSTRATIONS IN TEXT 
 
 Figures Page 
 
 A. Street congestion in San Francisco. } Frontispieces 
 
 B. Distribution of population, and railway lines. > 
 
 1. Prediction of future population _--_---. 19 
 
 2. Limiting rates, analysis of population growth 21 
 
 3. Territorial growth of San Francisco -------24 
 
 4. Commercial growth of San Francisco 27 
 
 5. Mathematical analysis — law of growth 30 
 
 6. Growth of track mileage in San Francisco ------ 32 
 
 7. Growth and change in car equipment 34 
 
 8. Principal extensions suggested for transit system - - - - 40 
 
 9. Extensions recommended for unified system ----- 43 
 
 10. Competitive municipal system extensions 47 
 
 11. Five-block joint trackage study -48 
 
 12. Existing lines to Harbor View 50 
 
 13. Contour map of Harbor View district -------54 
 
 14. Presidio & Ferries line, (Union Street) profile - - - - 56 
 
 15. Unified trackage plan (without tunnels) 61 
 
 16. Unified trackage plan (with tunnels) 63 
 
 17. Detail of Exposition terminals plan 65 
 
 18. Bernal Cut, map and profile - 72 
 
 18a, b Alternative alignments to Bernal Cut ------ -73 
 
 19. Relocation of Union Station --.75 
 
 20. Possible future United Railroads. Bonds and earnings - - 83 
 
 21. Proportional distribution of income to City, Company, and Labor 84 
 
 22a, b, c Financial results of ^ q- q^ ^. 
 
 Resettlement plans— 2, 5, 5A { ^^' ^^' ^^ 
 
 23. Typical daily traffic load curve 99 
 
 24. Typical rush hour load curve -.- 101 
 
 25. Passenger flow, outbound during evening rush hour - - - 108 
 
 26. Variation in service standards during rush hour - - - - 114 
 
 27. Vehicle traffic flow at Fourth and Market Streets - - - - 116 
 
 28. Car congestion, effect on speed, lower Market Street - - - 120 
 
 29. Car loading speed, comparative study ------- 126 
 
 Figures ^^^^ 
 
 30. Alternative four-track plans for lower Market Street - - 128 
 
 31. Possible arrangement of safety stations ------ 131 
 
 32. Safety car stations recommended for Market Street - - - 132 
 
 33. Car step clearances, existing and recommended - - - - 133 
 
 34. Carrying capacity of terminal lines— PlanA ----- 134 
 
 35. Carrying capacity of terminal lines— Plan B ----- 135 
 
 36. Key sheet for four-track plans for lower Market Street - - 139 
 
 37. Rerouting for terminal district, as recommended - - - - 146 
 
 38. Trackage and service existing, terminal loading district - - 155 
 
 39. Loading characteristics of typical routes - - - - - - 157 
 
 40. Loading zones and extent of standing load ----- 164 
 
 41. Traffic and car mile record by routes, July, 1912 - - - - 167 
 
 42. Transfer system, graphical record --""'""' ^ 
 
 43. Seasonal variations in traffic, typical routes - ' ' ~ ' ' \1 
 
 44. Municipal Railway car, Geary Street 
 
 180 
 
 45. Detail Views of the Municipal car ------"" ^°" 
 
 46. Street sections, existing and recommended 186 
 
 47. Car clearances on curves, existing and recommended - - - 189 
 
 48a. Effect of entrance width on car loading speed 1^ 
 
 48b. Terminal car loading time, front and rear entrances - - - 203 
 
 49-51. Harbor View tunnel sections, Fillmore and Broadway - - - 220 
 
 52. Eureka Valley from the heights --------- 232 
 
 53. Twin Peaks tunnel— contour alignment study - - - - - 233 
 
 54. View of contour extension of Market Street. Perspective - - 234 
 
 55. Laguna Honda station — perspective view ------ 237 
 
 56. Four-track subway standard section ------- 247 
 
 57. Independent sub-level three-bore subway section - - - - 249 
 
 58. Four-track sub-level unit section 251 
 
 59. Independent sub-level two-bore section 252 
 
 60. Eureka Valley station, high-level project 254 
 
 61. Laguna Honda station, first stage -------- 256 
 
 62-3 Laguna Honda station second stage - - 257 
 
 64. Arch roof section of rapid transit tunnel 259 
 
 65. Flat roof section of rapid transit tunnel - - - - - - 259 
 
 66. Mission- Sunset two-level tunnel cross-section (in rock) - - 267 
 
 67. Mission-Sunset tunnel cross-section (through earth) - - - 268 
 
 68. Combined traffic-transit tunnel cross-section ----- 268 
 
 69. Mission- Sunset two-level tunnel portal arrangement - - - 269 
 
 70. Contour and slope map of San Francisco - 273 
 
 71. Bernal Cut, development for traffic and rapid transit - - - 274 
 
 72. Hayes Street cut profiles - 276 
 
 73. Noe Valley tunnel at Chattanooga Street ------ 278 
 
 74. Vehicle traffic and widths, typical street intersections - - - 280 
 
 75. Present traffic conditions of city streets ------ 281 
 
 76-7 Thoroughfare cross-sections, existing and recommended - - 282 
 
 78. Arcade plan of street widening at tunnel portals - - - - 283 
 
 79. Union Square auto stand ---------- 284 
 
474 
 
 SAN FRANCISCO TRANSPORTATION FACILITIES 
 
 Figures Page 
 
 80. Hillside street, recommended treatment 287 
 
 81. Sansome Street regrade — isometric view ------ 291 
 
 82. Park crossings, alternative plans 293 
 
 83. Ferry loop Plaza during evening rush hour 298 
 
 84a. Growth in San Francisco commuter travel, 1903-1911 - - - 301 
 
 84b. Typical seasonal variation, transbay travel 302 
 
 85. Hourly travel to Alameda and Marin Counties - - - - 303 
 
 86. Daily and hourly variation in one-way transbay travel - - - 304 
 
 87. Boat arrivals and car service on the Ferry loops - _ _ - 306 
 
 88. Corporate relationship ("Family tree") 320 
 
 89. Income distribution, graphic analysis, 1900-1912 - - - - 324 
 
 90. Operating expenses, comparative distribution, 1901-1911 - - 327 
 
 91. Time schedule characteristics, platform labor 330 
 
 92. Growth characteristics, service and income ----- 332 
 
 93. Monthly growth of system, traffic and earnings, 1902-1911 - - 333 
 
 94. Car hour ratios, earnings and expenses, 1905-1911 - - - - 335 
 
 95. Proportional returns to City, Company and Labor,. 1900-1911 - 336 
 
 96. Car overhauling— monthly record, U. R. R., 1910-1912 - - 352 
 
 97. Car painting and varnishing, U. R. R., 1908-1912 - - - - 353 
 
 98. Car maintenance expenditures, U. R. R., 1907-1912 - - - - 354 
 
 99. Profit-sharing range, City, Company and Labor - - . - 388 
 
 100. Franchises granted since the consolidation of 1902 - - - _ 395 
 
 101. Franchises remaining after 1929, U. R. R. 398 
 
 102. Railways operated in San Francisco, 1864-5 ----- 413 
 
 103. Railways operated in San Francisco, 1893-5 ----- 419 
 
 ADDITIONAL PHOTOGRAPHS 
 
 Typical Ferry loop conditions, 1905 --------- 140 
 
 Possibilities of car reconstruction, electric and cable 214 
 
 Clay Street cable "train," Geary Street Steam Dummy . - - - 4I6 
 
 Typical omnibus, 1862 -- 423 
 
 Typical horse-cars, 1860-1870 424 
 
 Standard Market Street cable car before fire ------- 425 
 
 Typical early electric equipment ---------- 427 
 
 PLATES IN APPENDIX 
 
 Plate 
 
 1. Operating trackage map. United Railroads and other lines. 
 
 2. Transportation map, San Francisco and Commuter District. 
 
 3. Time zone map, San Francisco and Commuter District. 
 
 INDEX 
 
 475 
 
 4. Fare zone map, San Francisco and Commuter District. 
 
 5. Growth and density of population by districts, 1890-1910. 
 
 6. Headway and distribution of cars during the rush hour. 
 
 7. Typical throat counts of rush hour passenger travel. 
 
 8a. \ Typical trip counts of rush hour car loading by individual routes, 
 
 8b. ( showing comparative day loading. 
 
 9. Passenger flow for the entire system in rush hours. 
 
 10. Recommended Plan A, stops and stations, lower Market Street. 
 
 11. Municipal Railway car — general design and arrangement. 
 
 12. Improvements recommended in existing rolling stock. 
 
 13. Twin Peaks tunnel — general plan and profile. 
 
 14. Twin Peaks tunnel — Otis to Eighteenth Street. 
 
 15. Twin Peaks tunnel — Southwest section. 
 
 16. Twin Peaks tunnel — alternative development plans. 
 
 17. Local running time possible with Twin Peaks tunnel. 
 
 18. Railway parking plan for wide streets (Van Ness Avenue). 
 
 19. Ferry terminal improvement plans, recommended and alternative. 
 
 20. Railway franchises claimed in 1902 and operated in 1912. 
 
 21. Present status of railway franchise grants. 
 
 22. Record of railway franchise expirations. 
 
Tables 
 land 2 
 
 TABLE 1— COMPARATIVE GROWTH IN POPULATION. 
 
 PACIFIC COAST CITIES. 
 
 1900. 
 
 Popula- % In 
 tion. 
 
 342,782 
 
 1890. 
 
 Popula- % In- 
 crease, tion. crease. 
 
 14.6 298,997 27.8 
 
 1910. 
 
 Popula- % In- 
 tlon. crease 
 
 SAN FRANCISCO.. 416,912 21.6 
 San Francisco and 
 
 traction district. 728,000 56.2 458,000 
 
 Los Angeles 319,198 211.5 102.479 
 
 Seattle 237,194 194.0 80,671 
 
 Portland.' 207,214 129.2 90,426 
 
 Oakland 150,174 124.3 66.960 
 
 Tacoma 83,743 122.0 37,714 
 
 Does not account for area annexed during above periods 
 
 Authority: U. S. Census. 
 
 12.0 
 103.4 
 88.3 
 94.9 
 37.5 
 4.7 
 
 409,000 
 50,395 350.0 
 42.837 1,113.0 
 46,385 264.0 
 48,6*82 40.9 
 36,006 
 
 1880. 
 
 % In- 
 crease. 
 
 233,959 56.5 
 
 Popula 
 
 tiOD. 
 
 11,183 194.5 
 
 3,533 68.6 
 
 17,577 212.0 
 
 34.555 329.0 
 
 i 
 
 TABLE 2— GROWTH OF 
 
 1910. 1900. 
 
 SAN FRANCISCO.... 416,912 342,782 
 
 Alameda 23,383 16,464 
 
 Albany 808 
 
 Belvedere 481 434 
 
 Benicia 2,360 2,751 
 
 Berkeley 40,434 13,214 
 
 Burlingame 1,565 
 
 Emeryville 2,613 1,016 
 
 Haywards 2.746 1,965 
 
 Larkspur 594 
 
 Martinez 2,115 1,380 
 
 Mayneld 1,041 
 
 Mill Valley 2,551 
 
 Oakland 150,174 66,960 
 
 Palo Alto 4.486 1,658 
 
 Piedmont 1.719 
 
 Redwood City 2,442 1,653 
 
 Richmond 6,802 
 
 Ross Valley 556 
 
 San Anselmo 1,531 
 
 San Jose 28,946 21,500 
 
 San Leandro 3,471 2.253 
 
 San Mateo 4,384 1.832 
 
 San Rafael 5,934 3,879 
 
 Santa Clara 4,348 3,650 
 
 Sausalito 2,383 1,628 
 
 South San Francisco.. 1,989 
 
 Vallejo 11.340 7,965 
 
 Unincorporated places, 
 
 estimated at 200 
 
 each 2,000 
 
 Total 730,108 492,9'84 
 
 Per cent increase 48.0 22.3 
 
 Commuter district only 313,196 150,202 
 
 Per cent increase 108.7 43.6 
 
 Authority: U. S. Census. 
 
 COMMUTER DISTRICT. 
 
 1890. 
 
 1880. 
 
 1870. 
 
 1860. 
 
 298,997 
 11.165 
 
 233,959 
 5,708 
 
 149,473 
 1,557 
 
 56,802 
 460 
 
 2,361 
 5,101 
 
 1.794 
 
 
 
 228 
 1.419 
 
 1,231 
 
 604 
 
 
 1,600 
 
 
 
 
 4«,682 
 
 34,555 
 
 10,500 
 
 1,543 
 
 634 
 1,572 
 
 1,383 
 
 727 
 
 
 8,060 
 
 12,567 
 1,369 
 
 9.089 
 426 
 
 3,290 
 2,891 
 1,334 
 
 2.276 
 
 841 
 
 6,343 
 
 5.987 
 
 403,677 300,829 173,117 
 
 34.4 73.3 194.5 
 
 104,680 66.870 23.644 
 
 56.4 183.0 1.080 
 
 68.805 
 2.003 
 
Table 3 
 
 TABLE 3— DENSITY OF POPULATION. 
 
 BY ASSEMBLY DISTRICTS. 
 
 1890. 
 
 Assemibly District Population. Density per Acre. 
 
 29 7,211 34.6 
 
 30 9,932 108.0 
 
 31 26,838 224.0 
 
 32 16,588 120.0 
 
 33 13,448 76.4 
 
 34 12,229 37.1 
 
 35 9,748 114.3 
 
 36 9,081 96.0 
 
 37 11,890 142.0 
 
 38 12,424 109.3 
 
 39 13,149 109.7 
 
 40 14,967 73.8 
 
 41 ♦15,253 9.6 
 
 42 20,975 13.7 
 
 43 15,882 16.8 
 
 44 22,046 12.3 
 
 45 14,200 20.2 
 
 46 11,593 20.6 
 
 47 18,386 3.3 
 
 48 20,157 2.7 
 
 Presidio (estimated)... 3,000 2.8 
 •Less Presidio, 3,000 (estimated). 
 
 1900. 
 
 Assemibly District. Population. Density per Acre. 
 
 28 15,731 64.1 
 
 29 15,299 125.0 
 
 30 15,347 127.0 
 
 31 15,871 92.0 
 
 32 14,037 13.7 
 
 33 18,758 6.3 
 
 34 21,841 58.0 
 
 35 17,647 6.1 
 
 36 27,836 3.7 
 
 37 23,923 18.7 
 
 38 19,977 21.2 
 
 ^vl • •••••••••••*••••••••• ^iuf^itu J.0*O 
 
 41 ♦21,235 14.8 
 
 42 15,472 89.0 
 
 43 23.003 140.5 
 
 44 18,631 63.3 
 
 45 12,797 46.8 
 
 Presidio (estimated) 3,000 2.3 
 
 •Less Presidio, 3,000 (estimated). 
 
 1910. 
 
 Assembly District. Population. Density per Acre. 
 
 28 11,373 -42.2 
 
 29 5.537 34.8 
 
 30 7,558 36.8 
 
 31 18,787 16.4 
 
 32 31,879 10.8 
 
 33 44,688 8.2 
 
 • 34 36,970 34.3 
 
 35 22,388 57.3 
 
 36 12,844 40.5 
 
 37 35,250 69.7 
 
 38 27,925 68.5 
 
 0«7 .••••••«••••••••••*••• ^Oy^xU 0«U 
 
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 41 25,372 26.8 
 
 42 8,810 39.0 
 
 43 9,379 47.5 
 
 44 21,307 66.0 
 
 45 22,206 64.6 
 
 Presidio (estimated) 3,354 2.6 
 
 •Less Presidio, 3.354. 
 
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 1 
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 TABLE 5— PREDICTION OF STREET RAILWAY 
 
 EARNINGS.t 
 
 SAN FRANCISCO TRACTION SYSTEM. 
 
 Year. Population. Earnings per Capita. Earnings. 
 
 1910 417.000 $18.35 $ 7,653,489 
 
 1911 430,000 18.35* 7,886,136 
 
 1912 443,000 18.96 8.400.000 
 
 1913 457,000 19.53 8,930,000 
 
 1914 471,000 20.11 9,480,000 
 
 1915 485,000 20.51 9,950,000 
 
 1916 499,000 21.11 10,530.000 
 
 1917 513,000 21.70 11.130,000 
 
 1918 528,000 22.26 11,750.000 
 
 1919 543.000 22.84 12.400.000 
 
 1920 558,000 23.48 13,100,000 
 
 1921 574,000 23.96 13,750,000 
 
 1922 589,000 24.60 14.480,000 
 
 1923 605,000 25.12 15,200,000 
 
 1924 621,000 25.63 15,920,000 
 
 1925 637,000 26.18 16,670,000 
 
 1926 654,000 26.66 17,440,000 
 
 1927 670,000 27.21 18,230,000 
 
 1928 687,000 27.67 19,000,000 
 
 1929 705,000 28.22 19,900,000 
 
 1930 722,000 28.80 20,800,000 
 
 1931 739,000 29.38 21,700,000 
 
 1932 757,000 29.86 22,600,000 
 
 1933 776,000 30.29 23,500.000 
 
 1934 794,000 30.72 24,400,000 
 
 1935 813,000 31.12 25,300,000 
 
 1936 831,000 31.52 26,200,000 
 
 1937 850.000 31.90 27,100,000 
 
 1938 870,000 32.20 28,000,000 
 
 1939 889,000 32.63 29,000,000 
 
 1940 909,000 33.00 30,000,000 
 
 1941 929,000 33.38 31,000,000 
 
 1942 950,000 33.80 32,100,000 
 
 1943 970,000 34.23 , 33,200,000 
 
 1944 991,000 34.61 34,300,000 
 
 1945 1,012,000 34.99 35,400,000 
 
 1946 1,033,000 35.31 36,500,000 
 
 1947 1,055,000 35.61 37,600,000 
 
 1948 1,077,000 35.92 38,700,000 
 
 1949 1,099,000 36.21 39,800,000 
 
 1950 1,121,000 36.57 41,000,000 
 
 tBased on the mathematical law of growth shown graphically in Figure 5, 
 tarting with earnings of United Railroads system in 1910. 
 •Earnings per capita, all companies, $20.00. 
 
 
 
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 li 
 
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 TABLE 7— GROWTH OF CAR EQUIPMENT. 
 
 CITY OF SAN FRANCISCO. 
 
 Number of Operating Car Units 
 Upon Which License 
 
 To^lffJJ^ T^taf for ^'""^ber as Reported From Poor's Manual. 
 
 Year. city. U. R. R. steam. Horse. Cable. Electric.'^'cu/"'" ''v'r 'r 
 
 ^9^^ Ill 39 191 614 302 1.146 
 
 Jnfto r?? 21 105 583 348 1.057 
 
 nil 1^,1 }l 103 567 349 1038 
 
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 nil II' IZ ]l ^5 ^^« 438 1065 905 
 
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 llol til III 2^^ 459 665 484 
 
 nil til liK 206 459 665 484 
 
 1910 589 til ^20 489 609 484 
 
 lln ell III 13^ 5^9 737 612 
 
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 669t 
 ♦Statement to Assessors. 
 tStatement to State Board of Equalization 
 
 TABLE 8— GROWTH OF STREET RAILWAY TRACK 
 
 MILEAGE. 
 
 CITY OF SAN FRANCISCO. 
 
 ^^^^- Steam. Horse. Cable. Electric. Total 
 
 I860 • 
 
 1868 3 A 
 
 1871 ^0.0 
 
 1875 * ' 45.0 
 
 1887 :;.:;; l^i 
 
 1889 1420 
 
 1890 ]lll 
 
 1891 J°^? 
 
 1^^4 20.3 59.0 112.5 47.7 239:5 
 
 1^^^ 20.3 34.4 109.4 84.3 248.4 
 
 \ll^^ 21.7 34.5 106.6 107.0 269.8 
 
 1°^7 21.7 29.6 104.0 114.9 270.2 
 
 1^^^ 22.0 22.7 103.5 114.5 262.7 
 
 ilZ 13-^ 160 101.7 129.0 260.5 
 
 f^Oy 13-8 12.0 101.3 143.9 2710 
 
 nil IJ-l li 87.9 166.3 270.2 
 
 ilZ 1?1 ^-^ 86.2 186.9 289.1 
 
 nii 101 5.9 86.2 191.3 293.5 
 
 nil li li «4.3 206.2 298.4 
 
 nil li ^A ^4.3 206.2 298.4 
 
 ]Zl 2.0 2.0 46.4 242.9 293.3 
 
 JoVn . 38.9 246.4 285.3 
 
 l^iy 33.9 255.7 289.6 
 
 ^^^1 35.5 259.0 294.5 
 
 Table 9 
 
 TABLE 9— APPROXIMATE COST OF EXTENSIONS. 
 
 UNIFIED SYSTEM. 
 
 Including only roadbed, overhead, cars, and power converting 
 equipment.* 
 
 Period. 
 
 Immediate : 
 City . . . 
 Outside . 
 
 Miles of single 
 track. 
 
 Per cent of grand 
 Cost. total. 
 
 66.92 
 4.76 
 
 71.68 
 After five years : 
 
 City . * 44.00 
 
 Outside 3.79 
 
 $5,730,000 
 
 51.0 
 
 
 47.79 
 Ultimate : 
 
 City 21.37 
 
 Outside 0.0 
 
 3,820,000 
 
 34.0 
 
 21.37 
 
 1,710,000 
 
 Total city 132.29 
 
 Total outside control . 8.55 
 
 Grand total 140.84 $11,260,000 
 
 15.0 
 
 94.0 
 6.0 
 
 100.0 
 
 *Assuming power purchased, a't^e.rnatin^ ^cmi reitt,^ ti>ug excluding cost of power 
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 TABLE 15— CAPACITY OF INDIVIDUAL LINES AND 
 
 TUNNELS. 
 
 SERVICE LINES TO EXPOSITION. 
 (See Fig. 13.) 
 
 Name of Line. Max. Headway Cars ^^i^^P^^^J^J^te 
 
 grade, (sees), per hr. Car. Kouxe. 
 
 Cherry Street and Presidio 10.0 30 120 100 12.000 
 
 Presidio avenue and Presidio.... 11.0 30 120 100 12,000 
 
 Franklin-Broadway-Gough 12.4 30 120 100 12,000 
 
 Van Ness avenue 9.8 30 120 100 12,000 
 
 Polk and Larkin line 10.9 30 120 100 12,000 
 
 Larkin-Vallejo-FVanklin 10.2 30 120 100 12,000 
 
 Columbus avenue - Jefferson (or 
 
 North Point) -Fort Mason . ... 8.0 30 120 100 12,000 
 Embarcadero- Jefferson (or North 
 
 Point) -Fort Mason 8.0 30 120 100 12,000 
 
 Presidio and Ferries line, via 
 Broadway tunnel and Steiner 
 
 street 8.8 30 120 100 12,000 
 
 Van Ness avenue, via Broadway 
 
 tunnel 7.3 30 120 100 12,000 
 
 ♦Presidio and Ferries line 13.8 45 80 60 4,800 
 
 Hyde street cable line 20.4 120 30 100 3.000 
 
 Fillmore balanced cable way 25.4 144 25 60 1,500 
 
 Fillmore tunnel 2.3 30 120 100 12,000 
 
 Broadway tunnel 1-0 30 120 100 12,000 
 
 Fort Mason tunnel 0.0 30 120 100 12.000 
 
 ♦From Larkin street to Steiner street tiie capacity is 12,000, as the grades per- 
 mit the use of standard equipment and 30-second headway. 
 
 Note- As p-rtions of above routes are identical, the resulting duplication has 
 
 been consider^ in the following tables in establishing mmimum headway at 
 "throats." 
 
Table 16 
 
 1 ; 
 
 w 
 
 ; t 
 
 TABLE 16— RECOMMENDED ROUTES WITHOUT 
 
 TUNNELS. 
 
 SERVICE LINES TO EXPOSITION. 
 
 Line and Routing. Max. Headway Cars Capacity. 
 
 grade, (see's), per hr. Car. Route. Total. 
 Private Companies. 
 
 Polk Street— 
 
 Polk - Chestnut - Main en- 
 trance 9.6 60 60 100 6,000 
 
 Polk-Ft. Mason- Water front 
 
 loop 10.9 150 24 100 2,400 
 
 ♦Polk-Vallejo-Franklin - Un- 
 ion - Steiner - Greenwich- 
 Main entrance 8.8 100 36 100 3,600 
 
 Hyde Street Cable — 
 
 O'Farrell-Jones-Pine-Hyde . 20.4 120 30 100 3,000 
 
 Fillmore Cable Way — 
 
 Fillmore street 25.4 144 25 60 1,500 
 
 Total private companies 16,500 
 
 Municipal. 
 
 Franklin Street — 
 
 Frankl in - Broad way-Gough- 
 
 Concessions 12.4 30 120 100 12,000 
 
 Van Ness Avenue — 
 
 Van Ness-Chestnut-Main en- 
 trance 9.8 60 60 100 6,000 
 
 Van Ness-Fort Mason-Wa- 
 terfront loop 9.8 150 24 100 2,400 
 
 Van Ness-Vallejo-Franklin- 
 Union-Steiner- Green wich- 
 
 Main entrance 9.8 100 36 100 3,600 
 
 Columbus Avenue — 
 
 ♦Kearny - Columbus - North 
 
 Point-Fort Mason 7.8 60 60 100 6,000 
 
 Belt Line — 
 Embarcadero-North Point- 
 Fort Mason - Waterfront 
 
 loop 8.0 120 30 100 3,000 
 
 Presidio and Ferries — 
 
 Ferry-Columbus-Union - Lar- 
 kin-Vallejo - Franklin - Un- 
 ion-Baker-Greenwich . . . 13.8 45 80 60 4,800 
 
 Total municipal 37,800 
 
 Total unified 54,300 
 
 ♦Route part municipal and part private cooipanies. 
 
 Notes: As the franchise will expire in 1913, the present Union street line has 
 been included with the municipal lines. 
 
 The above capacity requires new lines both on Van Ness avenue and on 
 Franklin street. 
 
 The "throats" or points where two or more lines are obliged to use the same 
 route have limited the capacity to figures given. 
 
 Table 17 
 
 TABLE 17-RECOMMENDED ROUTES WITH TUNNELS. 
 
 SERVICE LINES TO EXPOSITION. 
 
 U„e and Routine. ^,. ISZ" veVL Car. ^ISfut^?'- Total. 
 
 Private Companies. 
 
 Polk Street — 
 
 Polk - Chestnut - Main en- 
 
 trance 9-6 ^5 80 100 8,000 
 
 Polk-Fort Mason-Waterfront 
 
 loop 10.9 90 40 100 4,000 
 
 Hyde Street Cable — ^^ ^.- „ ^^^ 
 
 O'Farrell-Jones-Pine-Hyde. 20.4 120 30 100 3.000 
 
 Fillmore Cable Way— ^^ 
 
 Fillmore street 25.4 144 25 «0 1>500 
 
 Total, private companies... 16,500 
 
 Municipal. 
 
 Fillmore Tunnel — 
 
 G e a r y - Fillmore tunnel- ^oaaa 
 
 Greenwich-Main entrance 9.2 30 120 100 12,000 
 
 Columbus Avenue — 
 
 Stockton tunnel-Columbus- 
 Fort Mason tunnel-Water- ^ AAA 
 frontloop 7.7 90 40 100 4,000 
 
 Belt Line — 
 
 Embarcadero-Jefferson-Fort 
 
 Mason tunnel-Waterfront 
 
 loop 0.0 72 50 100 5,000 
 
 Presidio and Ferries — 
 
 F'erry-Columbus-Union- Lar- 
 kin-Vallejo- Franklin -Un- 
 
 ion-Baker-Greenwich . . . 13.8 45 80 60 4,800 
 
 Broadumy Tunnel and 
 Franklin — 
 Ferry - Broadway tunnel - 
 
 Larkin-Vallejo- Franklin- . aaa 
 
 Concessions 8.8 90 40 100 4.000 
 
 Stockton tunnel - Broadway 
 tunnel -Van Ness -Union- 
 Franklin-Concessions ... 8.8 45 80 100 ».000 
 
 Total municipal ^'^'^^^ 
 
 h Total unified ^*'^^^ 
 
 Note- The capacities of the Franklin-Broadway-Gough and Van Ness avenue 
 lines are not included in the list of routes with tunnels. 
 
Tables 
 18 and 19 
 
 
 
 It* ( 
 
 TABLE 18— VOLUME OF VEHICLE TRAFFIC. 
 
 OBSERVATIONS BY TRAFFIC BUREAU, POLICE DEPARTMENT. 
 
 March, April and July, 1912. 
 
 Average 
 Count Points. Hourly Traffic. 
 
 Third and Market 730 
 
 Fourth and Market 982 
 
 Post and Kearny 478 
 
 Sutter and Kearny 472 
 
 Sutter and Grant 473 
 
 Post and Grant 528 
 
 Geary and Grant 449 
 
 O'Farrell and Stockton ..V. .[...][ .. 449 
 
 Sutter and Powell 323 
 
 Ellis and Powell .!!.!...!....... 354 
 
 Sutter and Montgomery 459 
 
 Third and Mission 721 
 
 Fourth and Mission 826 
 
 Sixteenth and Mission . ..............[ 420 
 
 Polk and Sutter 4^7 
 
 Fillmore and Sutter 160 
 
 Post and Stockton * * ' 397 
 
 Third and Howard 469 
 
 Fourth and Howard * 453 
 
 Sixth and Market ,,', 722 
 
 TABLE 19— TYPICAL OPERATING SPEED. 
 
 MAIN THOROUGHFARES. 
 
 TaUet 
 20 and 21 
 
 TABLE 20— CAR LOADING STANDARDS. 
 
 ELECTRIC EQUIPMENT. 
 
 Total Capacity. 
 I. II. III. 
 
 Per Cent Loading. 
 I. II. III. 
 
 Streets. Distance. 
 
 CITY TERMINAL: 
 
 Market 0.552 
 
 Post . . 0.71 
 
 Kearny and Third.. 0.485 
 
 Sutter 0.331 
 
 Montgomery 0.443 
 
 Average 
 
 SLOW: 
 
 Sacramento 1.47 
 
 California 2.80 
 
 Divlsadero 1.48 
 
 Third 0.836 
 
 Mission 0.595 
 
 Haight 0.86 
 
 (Leavenworth ..... 0.461 
 
 Average 
 
 MEDIUM: 
 
 Sixteenth 0.983 
 
 Hayes 0.831 
 
 Hayes and Stanyan 1.53 
 
 Sutter 0.965 
 
 Bryant 1.23 
 
 Larkin 0.709 
 
 Eddy 1.184 
 
 Market and Castro. 1.06 
 
 McAllister 1.47 
 
 Folsom 0.773 
 
 Guerrero l!o9 
 
 Gough . . 0.441 
 
 Average 
 
 RAPID: 
 
 O'Farrell 1.31 
 
 Mission 1.61 
 
 Kentucky 1.26 
 
 Valencia 1.89 
 
 Point Lobos Ave 0.988 
 
 Howard 1.07 
 
 Fulton 1.48 
 
 Clement . 1.48 
 
 Lincoln Way 2.79 
 
 Average 
 
 Average soeed for entire city 
 
 Time. 
 
 7' 06" 
 6' 45" 
 5' 45" 
 9' 00" 
 4' 30" 
 
 11' 30" 
 21' 45" 
 12' 30" 
 8' 00" 
 7' 00" 
 8' 00" 
 4' 00" 
 
 7' 00" 
 6' 00" 
 6' 00" 
 6' 00" 
 8' 00" 
 5' 00" 
 8' 00" 
 7' 00" 
 10' 30" 
 5' 30" 
 8' 00" 
 2' 45" 
 
 Miles per 
 Hour. 
 
 4.664 
 6.306 
 5.058 
 2.206 
 5.906 
 4.416 
 
 7.658 
 
 7.7 
 
 7.104 
 
 6.27 
 
 5.099 
 
 6.88 
 
 6.915 
 
 6.6186 
 
 8.415 
 
 8.3 
 
 9.18 
 
 9.65 
 
 9.225 
 
 8.232 
 
 8.88 
 
 9.08 
 
 8.393 
 
 8.425 
 
 8.175 
 
 9.621 
 
 8.931 
 
 Location. 
 
 Sansome-Powell. 
 
 Montgomery-Leavenworth. 
 Bush-Howard. 
 Sansome-Stockton. 
 Washington-Post. 
 
 Stockton-Fillmore. 
 
 Market-Presidio. 
 
 Oak-Sacramento. 
 
 Townsend-Market. 
 
 Valencia-Richland. 
 
 Market-Divisadero. 
 
 Post-McAllister. 
 
 Bnrant-Church. 
 
 Larkin -Fillmore. 
 
 Divisadero-Fulton. 
 
 Keamy-Van Ness. 
 
 Third-Alameda. 
 
 Market-Post. 
 
 Mason -Webster. 
 
 Gough-Eighteenth. 
 
 Market-Divisadero. 
 
 Steuart-Fourth. 
 
 Eighteenth-Vallejo. 
 
 McAllister-Haight. 
 
 7' 30" 10.48 
 
 9' 00" 10.722 
 
 5' 45" 13.14 
 
 11' 00" 10.26 
 
 5' 00" 11.856 
 
 6' 15" 10.272 
 
 6' 15" 14.17 
 
 8' 45" 10.151 
 
 14' 00" 11.938 
 11.311 
 
 (schedule), 8.529 
 
 Hyde-Dlvisadero. 
 Third -Fourteenth. 
 Hubble-Twenty-third St. 
 Gough-Misslon. 
 33d Ave.-48th Ave. 
 3d St.-lOth St. 
 8th Ave. -33d Ave. 
 8th Ave. -33d Ave. 
 1st Ave. -48th Ave. 
 ' ' ! ' ■ ' I I !M • 
 miles per hour. 
 
 Type. Seats. 
 
 Com- 
 
 Nor- 
 
 Emer- 
 
 Com- 
 
 Nor- 
 
 Emer- 
 
 Routes Operated 
 
 
 
 forta- 
 
 mal, 
 
 gency, 
 
 forta- 
 
 mal, 
 
 gency 
 
 On 
 
 
 
 ble. 
 
 Max. 
 
 Max. 
 
 ble. 
 
 Max. 
 
 Max. 
 
 
 1-12 
 
 56 
 
 100 
 
 106 
 
 122 
 
 178 
 
 189 
 
 218 
 
 San Mateo. 
 
 101-180 
 
 44 
 
 9(8 
 
 108 
 
 134 
 
 218 
 
 248 
 
 305 
 
 Hayes; Sutter. 
 
 681-698 
 
 44 
 
 71 
 
 99 
 
 127 
 
 161 
 
 225 
 
 289 
 
 Kentucky. 
 
 700-712 
 
 43 
 
 79 
 
 88 
 
 110 
 
 184 
 
 195 
 
 256 
 
 Kearny; Parkslde. 
 
 731-745 
 
 40 
 
 73 
 
 97 
 
 137 
 
 182 
 
 243 
 
 343 
 
 Folsom. 
 
 1001-1024 
 
 40 
 
 78 
 
 94 
 
 136 
 
 182 
 
 2S5 
 
 837 
 
 Mission and 24th. 
 
 1225-1244 
 
 48 
 
 72 
 
 78 
 
 82 
 
 150 
 
 162 
 
 171 
 
 Cemeteries. 
 
 1300-1425 
 
 40 
 
 73 
 
 77 
 
 96 
 
 182 
 
 192 
 
 240 
 
 Fillmore- Valencia ; 
 
 Fillmore-Sixteenth; 
 
 Mission- Richtnond; 
 
 Kearny. 
 
 McAllister, 9th and Polk. 
 
 1500-1549 
 
 44 
 
 80 
 
 87 
 
 100 
 
 182 
 
 198 
 
 227 
 
 1550-1749 
 
 44 
 
 86 
 
 93 
 
 110 
 
 195 
 
 211 
 
 250 
 
 Valencia, Haight; 
 Ellis-Ocean, Market; 
 'Ingleside, Howard. 
 
 Single 
 
 
 
 
 
 
 
 
 
 truck 
 
 28 
 
 55 
 
 75 
 
 99 
 
 196 
 
 288 
 
 353 
 
 18th St., Fillmore Hill; 
 Sixth and Sansome; 
 Tenth and Montgomery. 
 
 Geary 
 
 47 
 
 81 
 
 87 
 
 105 
 
 172 
 
 185 
 
 223 
 
 New. 
 
 1912, 
 
 
 
 
 
 
 
 
 
 U. R. R. 
 
 49 
 
 88 
 
 95 
 
 121 
 
 179.3 
 
 194 
 
 246 
 
 New. 
 
 Seating capacity, longitudinal seats, based on 17 inches per passengfer. 
 
 I. Comfortable standing — 150% cross seats, 200% longitudinal seats. 
 
 II. Normal maximum loading (3 square feet per passenger). 
 
 III. Emergency maximum loading (2 square feet per passenger), (both plat- 
 forms or both running boards). 
 
 TABLE 21— CORDON OR THROAT COUNTS. 
 
 POINTS OF OBSERVATIONS. 
 
 Count No. 
 
 Powell at Post 30 North. 
 
 Third at Brannan 39 South. 
 
 Polk at Sutter 25 North. 
 
 Sutter at Polk 26-A-B West. 
 
 Eddy at Jones 27 West. 
 
 Ellis at Jones 29 West. 
 
 Post at Powell 32 West. 
 
 Kearny at Sacramento 38 North. 
 
 Sacramento at Kearny 37 West. 
 
 Kearny at Pacific (Union line only) 41 North. 
 
 Fourth at Townsend 40 South. 
 
 California at Kearny 33 West. 
 
 Geary at Jones 34 West. 
 
 Jones at O'Farrell 35 North. 
 
 Folsom at Fifth 44 South. 
 
 Mission at Tenth 51 South. 
 
 Bryant at Eighth 45 South. 
 
 Harrison at Eighth 52 South. 
 
 Market at McAllister 55 West. 
 
 Market at Sutter 64 East. 
 
 California at Drumm 106 East. 
 
 Sansome at Broadway 107 North. 
 
 Ninth at Mission 108 South. 
 
 East at Clay 109 East. 
 
 East at Mission Ill East. 
 
 East at Mission ^ 112 East. 
 
 Note: Counts taken at transfer points Include^ outbpyn^ transfer traffic on 
 trunk lines. 
 
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Table 24 
 
 TABLE 24. SCHEDULES OPERATED BY STREET RAIIAVAY COMPANIES OF SAN FRANCISCO-JUNE 30, 1912 
 
 Line and Destination 
 by Car House Divisions 
 
 Route Round Dead 
 No. Trip Mileage 
 
 (a) Mileage (6) 
 
 Minutes 
 Running 
 
 Time 
 Out In 
 
 Minutes 
 Lay-over 
 
 Out In 
 
 Average 
 
 Sf)eed 
 
 (m.p.h.) 
 
 (c) 
 
 Range in Headway (d) 
 
 Rush Hour 
 From To 
 
 Headway 
 
 Min. 
 
 Mid-d;iy 
 From To 
 
 Number of Trips 
 
 Per Hour 
 
 Headway Rush Mid- 
 Min. Hour day (e) 
 
 Number of Cars 
 Assigned 
 Rush Mid- 
 Hour day 
 
 TURK & FILLMORE 37 ^ 0.5 8.402 5:00 
 
 1 ? Mf^ * ^iLV 22 178 190 26 26 2 2 8.724 5:00 
 
 2 S'l """"^ t 1/^*,** • •• 23 9 184 2 06 30 30 1 2 8.610 5:00 
 
 3 Fd more & Valencia 2^ ^ »»J f ^» ■'^ 6 2 1 4.896 5:00 
 
 t SS^rJ^'Sxter^sion::::::::::::::::::::::::::: H '.16^ 2.06 * * 2.760 s^ 
 
 6 ^"""SSter & California i i3.672 3.12 40 40 2 2 9.118 5^ 
 
 7 Sutter & Clement 2 13.716 2.76 *^ T^ i i jijT 5.90 
 
 8 Sutter & Jackson.. 3 6.478 6.94 22 22 2 2 7 621 5^ 
 
 9 Mis-sion & Richmond 24 15.012 4.47 4/ *i ^ o 
 
 McAllister . ,, ,,„ 2 qi 4i 43 4 1 9.090 s-oo 
 
 1? H^i^ms:::::::::::::::::::::::::::::::::::: 2! 'i.Ul U\ *A tl 2 2 8.502 s:oo 
 
 ^^\^ BRODERICK. AND HAIGHT 51 3 2 10.062 SrOO 
 
 12 Elhs-Ocean 20 l/.iu/ lu.i* »y ^^ 
 
 13 Hayes « 9.723 3.47 43 « * u.a ^_^ 
 
 14 Haight ' ,^f,f2 00 27 I' * \ „ 022 5:00 
 
 \i fl?S'^^'."'^•:::::::::::::::;::::::•.::::::38&39 'S:S56 3:1? li 5i 5 i 10.524 5=00 
 
 28TH & 29TH o 112 1 50 32 32 3 5 « 238 SK)0 
 
 17 Valencia « ^."2 1.50 32 ii |.3 ^ ^^^ ^_^ 
 
 18 Market » ^^ 2 64 32 31 1 2 8.225 5:00 
 
 19 Mission & 24th " 9.^00 4.64 32 ^» } ^ „.i9o SKK) 
 
 20 Mission »« 13.434 3.84 35 .15 i j ^^^^ 
 
 21 22nd & Howard 4* 5.243 4.64 18 18 2 1 ^.^ 
 
 22 Bosworth Street 27 1454 1.58 5 5 ^yj in 
 
 GENEVA AVENUE ,, _. „ 73 7 7 15.846 5:00 
 
 23 San Mateo « 39.614 3194 73 ^^ ^ j io.746 5:00 
 
 24 Cemeteries \* 21.494 11.52 55 ^^ ^ * io.254 5K)0 
 
 25 Ingleside 12 20.506 7.97 57 ^» * ^ 9^08 5:00 
 
 26 Guerrero 26 16.014 2.76 4» H J 2 8.478 5.-00 
 
 27 Glen Park 10 13 000 4.07 43 *| | ^ 8.500 5:00 
 
 ^5 ?^Sc£iJ":::::::::::::::::::::::::::::::::::: ^ S^^SS "JJ " \l I 2 9.176 5:00 
 
 24TH STREET , a 706 n 00 28 28 2 2 8.796 5:00 
 
 30 Howard 35 8.796 0.00 28 ^^ \ \ 8.024 5:00 
 
 31 Fo»^- :::: \i ?:62t 1:1? 2I 26 2 2 7.624 5:oo 
 
 32 Bryant 7° c nnt x i<i 21 21 2 2 7.648 5:00 
 
 33 9th & Polk 19 5.002 3.25 21 21 i / ^^^ ^.^^^ 
 
 34 San Bruno " 10.620 4.94 35 ^^ { } 5973 5:00 
 
 a ffiVsa^n^sSr-^!'.^.::::::::::::::::::::::::::: « i;??! IS's ^^ 25 i i 7.154 5=00 
 
 KENTUCKY ,, is 15 1 1 5:00 
 
 37 Kearny & Broadway " •••• •••• ja 23 1 1 6.588 5KK) 
 
 38 Kearny & Beach 15 5.275 3.57 23 ^| { 5 8 214 5:00 
 
 39 Kentucky 1* 13 150 4.83 45 \^ \ \ 9500 5:00 
 
 40 8th & 18th 31 9.500 3.20 27 ^\ \ \ 10.146 5:00 
 
 41 Railroad Avenue *0 ^ ^»^ | »^ ,2>^ \2\i \\i \ 7,104 5:00 
 
 g ?s?tTth::::::::::::::::::::::::::::::::::::: 3* 1:56$ I si 20^ I9 1 1 j^ 5=00 
 
 TOTAL ELECTRIC * ^^^ 
 
 WASHINGTON & MASON 14 2 2 6.031 5:00 
 
 44 Powell 53 3.217 1.624 14 14 z ^ ^.^ 
 
 45 Sacramento 54 4.556 1.342 8 » j 2 6.372 5:00 
 
 46 .Tackson 51 4.462 2./4» i 911 6.858 5:00 
 
 47 Pacific Avenue 52 2.280 M.\ni » 
 
 48 '^"^CaSo^.^^. 48 1.786 0.00 7 7 13 _6J23 5:00 
 
 TOTA^EiKRicAND CABLE (u/RjR;);:::::::::::::::::::::::::^ 8:529 
 
 49 PRESIDIO & FERRIES 45 7.63 .... 30 29 3 2 7.76 4:30 
 
 CALIFORNIA STREET CABLE 20 18 5 3 4:20 
 
 I? g^^arreiu.):::::::::::::::::::::::::::::: S :::: :::: la 19 6 3 4:25 
 
 52 GEARY (CABLE) 49 7.67 . . .^ 30 30 7 3 'j^ '^ 
 
 (a) Route NMTMt^lished by thrCompany up to No. 26. thence numbered consecutively and applying to all records herein. 
 (6) Includes both revenue and non-revenue dead mileage, 
 (f) Average speed figured on car hour basis, 
 (d) From inner terminus. 
 
 6:00 
 
 2H&3 
 2&2>^ 
 
 12O0 
 
 6:00 
 
 nm 
 
 6:00 
 
 8 
 
 12:00 
 
 6:00 
 
 5 
 
 12:00 
 
 6.-00 
 
 8 
 
 12:00 
 
 6K)0 
 
 4 
 
 12:00 
 
 6:00 2.2H.3.3H.4 
 
 12K)0 
 
 6KX) 
 
 SVi 
 
 12K» 
 
 6KX) 
 
 6 
 
 12KX) 
 
 6:00 
 
 2H 
 
 12:00 
 
 6:00 
 
 7 
 
 12 KX) 
 
 6K)0 
 
 2&2J4 
 
 12K)0 
 
 6K)0 
 
 3 
 
 \2iOO 
 
 6K)0 
 
 2 
 
 12K)0 
 
 6K)0 
 
 5 
 
 12KX) 
 
 6K)0 
 
 15 
 
 12:00 
 
 6:00 
 
 2&2>^ 
 
 12:00 
 
 6:00 
 
 2&2>^ 
 
 12:00 
 
 6:00 
 
 2H,3. 4 
 
 12:00 
 
 6:00 
 
 6H 
 
 12:00 
 
 6.00 
 
 13 
 
 12KX) 
 
 6:00 
 
 15 
 
 12K)0 
 
 6:00 
 
 15 
 
 12:00 
 
 6:00 
 
 7. 8&9 
 
 12:00 
 
 6KX) 
 
 6& 12 
 
 12:00 
 
 6K)0 
 
 6& 12 
 
 12:00 
 
 6K)0 
 
 6& 12 
 
 12:00 
 
 6K)0 
 
 25 
 
 12:00 
 
 6:00 
 
 15 
 
 12:00 
 
 6:00 
 
 5&6H 
 
 12:00 
 
 6:00 
 
 5&4 
 
 12:00 
 
 6:00 
 
 4&7 
 
 12K)0 
 
 6:00 
 
 3H 
 
 12:00 
 
 6:00 
 
 8&9 
 
 12:00 
 
 6:00 
 
 6 
 
 12:00 
 
 6:00 
 
 6>4 
 
 12:00 
 
 6:00 
 
 8 
 
 12:00 
 
 6:00 
 
 4 
 
 X2iOO 
 
 6:00 
 
 7&8 
 
 12K)0 
 
 6:00 
 
 6 
 
 12KX) 
 
 6:00 
 
 10 
 
 12:00 
 
 6:00 
 
 5H 
 
 12K)0 
 
 6:00 
 
 14 
 
 12 KX) 
 
 6:00 
 
 4. 4HftS 
 
 12:00 
 
 6:00 
 
 4 
 
 12K)0 
 
 6:00 
 
 3 
 
 12K)0 
 
 6:00 
 
 5 
 
 12:00 
 
 6K)0 
 
 3J4&4 
 
 12:00 
 
 6:30 
 
 6:20 
 6:20 
 
 6:00 
 
 3M 
 
 2H 
 2}^ 
 
 12:00 
 12:00 
 
 1:00 
 1:00 
 1.00 
 1:00 
 1:00 
 
 1:00 
 1:00 
 1:00 
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 1:00 
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 1:00 
 1:00 
 1:00 
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 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 1:00 
 
 1:00 
 1:00 
 IKX) 
 IKX) 
 1:00 
 IKK) 
 IKX) 
 
 1.00 
 1:00 
 1:00 
 1:00 
 
 10:30 1 :30 
 
 1:00 
 1:00 
 
 4H 
 
 4 
 
 lOH 
 5 
 8 
 
 7 
 6 
 8 
 9 
 
 3}4 
 7 
 
 5 
 
 5H 
 3&3H 
 10 
 15 
 
 4>^ 
 4&4>^ 
 
 6}^ 
 15 
 13 
 15 
 
 20 
 IS 
 15 
 13 
 13 
 30 
 15 
 
 8&8H 
 8&8i^ 
 
 8 
 
 5 
 14 
 
 6 
 
 6>4 
 
 8 
 4 
 8 
 8 
 10 
 
 14 
 
 6M 
 5 
 5 
 6»/i 
 
 3 
 
 12:00 1K)0 
 
 22 
 26 
 
 7.5 
 12 
 
 7.5 
 
 15 
 20 
 10.9 
 10 
 
 24 
 8.6 
 
 26 
 
 20 
 30 
 12 
 
 4 
 
 26 
 27 
 21 
 
 9. 
 
 4. 
 
 4 
 
 4 
 6 
 8 
 8 
 
 7 
 2.4 
 
 4 
 
 12 
 12 
 
 11.6 
 17.2 
 
 7.5 
 10 
 
 9.2 
 
 7.5 
 15 
 
 7.5 
 10 
 
 6 
 10.9 
 
 4.3 
 
 14 
 15 
 20 
 12 
 
 17 
 
 78 
 605.4 
 
 20 
 
 24 
 24 
 
 20 
 
 12.6 
 15 
 
 5.7 
 12 
 
 7.5 
 
 8. 
 8.6 
 
 7.3 
 6.7 
 
 17.1 
 8.6 
 
 12. 
 10.9 
 17.4 
 6 
 
 4 
 
 13.3 
 14.1 
 9.2 
 5.7 
 4.6 
 4 
 
 3 
 
 4.4 
 
 4.4 
 
 4.6 
 4.6 
 2 
 
 4 
 
 7.3 
 7.3 
 7.5 
 
 12 
 4.3 
 
 10. 
 9.2 
 
 7.5 
 15 
 7.5 
 7.5 
 6 
 
 9.6 
 4.3 
 
 527.4 351.2 
 
 9.2 
 12 
 12 
 
 9 
 
 10 
 
 52.2 
 403.4 
 
 15 
 
 20 
 18.5 
 
 15 
 
 21 
 
 28 
 
 8 
 
 3 
 
 1 
 
 20 
 
 23 
 
 9 
 
 16 
 
 29 
 7 
 
 32 
 27 
 29 
 13 
 3 
 
 32 
 23 
 24 
 12 
 3 
 1 
 
 10 
 12 
 15 
 13 
 11 
 2 
 2 
 
 12 
 
 12 
 
 15 
 
 13 
 
 9 
 
 8 
 
 8 
 
 8 
 
 12 
 
 13 
 
 10 
 
 2 
 
 5 
 
 3 
 
 559 
 
 7 
 
 10 
 14 
 
 4 
 
 40 
 599 
 
 20 
 
 18 
 16 
 
 22 
 
 16 
 
 13 
 
 6 
 
 3 
 
 1 
 
 10 
 
 11 
 
 6 
 
 10 
 
 18 
 7 
 
 17 
 
 12 
 
 14 
 
 6 
 
 3 
 
 14 
 
 14 
 
 10 
 
 7 
 
 3 
 
 1 
 
 8 
 
 8 
 
 10 
 
 8 
 
 7 
 2 
 2 
 
 8 
 7 
 7 
 8 
 5 
 8 
 7 
 
 8 
 12 
 12 
 6 
 2 
 4 
 3 
 
 337 
 
 5 
 8 
 8 
 3 
 
 15 
 
 Seating 
 Capacity 
 Per Car 
 
 Seats per Hour 
 Rush Mid- 
 Hour day 
 
 Size of Class or Cars Assigned by Routes (/) 
 
 A 
 46 
 
 B 
 44 
 
 C 
 40 
 
 D 
 42 
 
 Electric 
 E F 
 48 42 
 
 Cars 
 G H 
 44 44 
 
 I 
 56 
 
 J 
 44 
 
 K 
 44 
 
 L 
 
 28 
 
 Cable Cars 
 X Y Z 
 36 36 28 
 
 44 
 42 
 44 
 
 28&30 
 28&30 
 
 46 
 46 
 46 
 
 42 
 
 44 
 44 
 
 44 
 
 46 
 
 44 
 
 28&30 
 
 44 
 
 44 
 
 44 
 40 & 42 
 
 44 
 28 & 30 
 28&30 
 
 56 
 
 48 
 44 & 40 
 
 42 
 
 42 
 
 44 
 28 & 30 
 
 44 
 
 40 &44 
 
 42 
 
 44 
 42 & 44 
 
 28 & 30 
 28&30 
 
 42 
 
 42 
 44 & 42 
 42 &44 
 28 & 30 
 28 & 30 
 28&30 
 
 28 
 36 
 28 
 36 
 
 36 
 
 28 
 
 34 
 
 24 
 
 39 
 
 880 
 1092 
 330 
 348 
 217 
 
 690 
 690 
 501 
 420 
 
 1056 
 377 
 
 1056 
 966 
 
 1188 
 348 
 176 
 
 1144 
 
 1188 
 
 1256 
 
 406 
 
 138 
 
 116 
 
 224 
 288 
 352 
 336 
 294 
 105 
 116 
 
 406 
 
 620 
 486 
 754 
 287 
 290 
 267 
 
 315 
 
 630 
 324 
 430 
 174 
 248 
 124 
 
 392 
 540 
 560 
 432 
 
 612 
 
 2536 
 24189 
 
 560 
 
 816 
 576 
 
 780 
 
 (e) Approximate; estimated from headway. 
 
 (/) Numbers immediately below class-letters indicate number of seats per car. 
 
 (ji) Two cars run shuttle service on Jones Street — headway three minutes. 
 
 554 
 630 
 251 
 348 
 217 
 
 368 
 396 
 336 
 281 
 
 752 
 377 
 
 528 
 501 
 704 
 174 
 176 
 
 585 
 620 
 377 
 251 
 133 
 116 
 
 168 
 
 211 
 185 
 193 
 193 
 88 
 116 
 
 321 
 
 307 
 315 
 528 
 185 
 290 
 267 
 
 315 
 630 
 322 
 322 
 174 
 248 
 124 
 
 21653 14130 
 
 258 
 432 
 336 
 324 
 
 360 
 
 1710 
 15840 
 
 420 
 
 680 
 444 
 
 585 
 
 20 
 
 23 
 
 9 
 
 27 
 
 10 
 
 12 
 
 28 
 
 16 
 
 22 
 
 12 
 
 13 
 11 
 
 15 
 
 8 
 
 12 
 
 1 
 
 3 
 
 21 
 
 29 
 
 7 
 
 32 
 
 29 
 
 32 
 23 
 
 12 
 
 10 
 
 13 
 
 12 
 2 
 
 13 
 
 13 
 
 20 
 
 10 . 
 
 14 
 
 18 
 16 
 
 22 
 
 1 
 
 2 
 3 
 
 4 
 5 
 
 6 
 7 
 8 
 9 
 
 10 
 11 
 
 12 
 13 
 14 
 15 
 16 
 
 17 
 18 
 19 
 20 
 
 37 
 38 
 39 
 40 
 41 
 42 
 43 
 
 44 
 
 45 
 46 
 
 47 
 
 48 
 
 49 
 
 50 
 51 
 
 52 
 
 KEY TO CLASS OF ELECTRIC CARS 
 
 21 
 
 Index 
 
 Numbers 
 
 Type 
 Qosed P. A. Y. E. 
 
 11 
 
 A 
 
 101 to 180 
 
 
 B 
 
 681 to 698 
 
 California. 
 
 
 C 
 
 731 to 745 
 
 California. 
 
 li 
 
 D 
 
 1001 to 1024 
 
 California. 
 
 24 
 
 E 
 
 1225 to 1244 
 
 Closed. 
 
 25 
 
 F 
 
 1301 to 1425 
 
 California. 
 
 26 
 
 G 
 
 1500 to 1549 
 
 Closed P. A. Y. E. 
 
 2; 
 
 H 
 
 1550 to 1749 
 
 Closed (partly P. A. Y. E.) 
 
 28 
 
 I 
 
 1 to 12 
 
 Interurban ^osed. 
 
 29 
 
 J 
 
 900 to 1000 
 
 California. 
 
 
 
 1100 to 1200 
 
 California. 
 
 
 K 
 
 700 
 
 Rebuilt Califomia. P. A. T. B 
 
 30 
 31 
 32 
 
 L 
 
 
 California, sineie trade 
 
 
 KEY TO CLASS OF CABLE CARS 
 
 33 
 
 X 
 
 Dummy and trailer. 
 
 34 
 
 Y 
 
 Double truck; 
 
 two open and one closed sectioa. 
 
 35 
 36 
 
 Z 
 
 Double truck; 
 
 
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TABLE 25— SUMMARY TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS— OUTBOUND FROM LOADING DISTRICT 
 
 TaU*2S 
 
 ROUTE ^"c'if^*"'' 
 
 Eddy 
 
 McAllister 
 
 Hayes 
 
 Haight 
 
 Market 
 
 Valencia 
 
 nh and Polk 
 
 San Mateo 
 
 Sutter and 
 California 
 
 Sutter and 
 Clement 
 
 1620 
 ♦-56'-2S" 
 5_29'-20" 
 
 • 
 
 1606 
 
 4-58'-40" 
 
 5-23'-55" 
 
 37" L. 
 
 • 
 
 1616 
 ♦-SS'-W 
 5-34'-40" 
 1' 10" L. 
 
 1521 
 4-5r-30" 
 S-12'-50" 
 
 I'L. 
 
 2.i01 
 
 n 
 
 tl3 
 
 115 
 39 
 
 74 
 
 
 OBSERVATIONS 
 
 Car Numbers 1632 1549 180 
 
 Duration (start) P. M S-06'-10" S-O2'-30" 4-59-30" 
 
 Duration fend) P. M 5-38'-26" 5-48'-00" 5-38'-O0" 
 
 Off time leaving • * 
 
 Oa time arriving • * • 
 
 Distance in Miles, one way 4.634 6.819 4.Mt 3.941 3.335 4.556 
 
 Number of Stops 48 56 48 35 24 39 
 
 Passengers On.. 182 152 147 126 177 181 
 
 Passengers Off 187 146 ISl 129 177 178 
 
 Cash Fares 89 lOS 114 98 135 136 
 
 Transfers 47 Ti 28 41 45 
 
 Tickets 2 
 
 Free Rides ' ..? 
 
 Total Fares...:..:.; 182 152 147 126 177 Ul 
 
 Seating Capacity 44 44 44 44 44 44_ 
 
 Total Time cf Stops 5' 37" 
 
 Weather Conditions Good 
 
 RESULTS 
 
 Maximum Load 94 
 
 % Maximum Load to Total Fares SI. 6 
 
 % Maximum Load to Seating Capacity 213 . 6 
 
 Average Length of Ride (Miles) 1.71 
 
 Schedule Speed (Miles per Hour) 8.402 
 
 Average Speed (Actual) 8.61 
 
 Average Speed 0"s Stops) 10.4 10.22 8.79 8.3 
 
 Average Speed Outside Congested Districts. 8 61 10.9 8.8 8.47 
 
 Stops per MUe (.\vtrage) 10.38 8.1 9.87 8.88 
 
 Distance Between Stops (Average feet) 508.6 652 535 *'%„., 
 
 Average Length of Stops (Seconds) 70 5.96 6.6 7.94 
 
 % Time of St ops (to Elapsed Time) 17. 4 12.23 13.65 14.05 
 
 % Average Passenger Ride to Car Haul _ 36.9 
 
 Origin of Route • • ^°T^ %.^ 
 
 Actual Load compared with typical rush hoiu: loading } jj^ '.'... 
 
 Comparison of typical loading, morning with evening rush hours, | j^^ '" * *' 
 
 Distance of Maximum Load Point from origin of Route in Miles.. 2.61 1.6 1.75 1.68 1.34 1.34 '04 
 
 Date Apr. 19. 1912 Apr. 16. 1912 Apr. 23. 1912 Apr. 22. 1912 Apr. 17. 1912 Apr. 17. 1912 Apr. 22. 1912 
 
 5' 34" 
 Good 
 
 93 
 61.1 
 211.3 
 1.98 
 9.09 
 8.99 
 
 5' 17" 
 Good 
 
 101 
 
 68.7 
 219.0 
 1.86 
 7.572 
 7.58 
 
 4' 38" 
 Good 
 
 104 
 82.6 
 
 236.4 
 1.72 
 7.882 
 7.1 
 
 6' 23" 
 Moderate 
 
 129 
 72.9 
 
 293.0 
 1.9 
 8.01 
 7.93 
 
 6' 27" 
 Good 
 
 129 
 71.2 
 
 293.0 
 2.22 
 8.238 
 7.59 
 
 4' 42" 
 Good 
 
 64 
 56. < 
 145.3 
 
 0.86 
 
 7.648 
 
 6.91 
 
 10.61 
 11.1 
 7.19 
 736 
 15.96 
 25.3 
 
 9.28 
 9.44 
 8.55 
 
 618 
 9.93 
 
 18.4 
 
 9.0 
 7.5 
 
 12.8 
 412 
 8.81 
 
 20.2 
 
 29.0 
 
 Ferry 
 
 10% High 
 
 5% Lower 
 
 58.5 
 
 8% Low 
 30% Lower 
 
 43.6 
 Ferry 
 
 7% Low 
 
 9% Lower 
 
 57.0 
 Ferry 
 
 9% High 
 
 40% Lower 
 
 48 6 
 
 erry 
 % High 
 
 20% 
 
 10% Lower 
 
 34.4 
 
 9th ft Brannan 
 
 9% Low 
 9 % Lower 
 
 5-01'-00" 
 
 5-43'-05" 
 
 I'L. 
 
 140 
 5-10'-<»0" 
 5-47'-40" 
 
 117 
 
 4-5r-27" 
 
 5-J4'-42" 
 
 1' 27" L. 
 
 • 
 
 6.266 
 
 37 
 
 155 
 
 149 
 
 111 
 
 6.836 
 
 51 
 
 145 
 
 132 
 
 93 
 
 6.858 
 
 68 
 
 156 
 
 161 
 
 77 
 
 
 
 
 
 155 
 
 56 
 
 52 
 
 
 
 
 
 145 
 
 46 
 
 7t 
 
 
 
 
 
 156 
 
 46 
 
 5' 53" 
 Good 
 
 120 
 
 77.4 
 214.2 
 2.81 
 15.846 
 9.04 
 
 Good 
 
 100 
 69.0 
 
 217.2 
 2.45 
 9.118 
 8.35 
 
 Good 
 
 91 
 
 58.3 
 197.5 
 2.03 
 9.144 
 9.51 
 
 10.4 
 11.2 
 
 5.91 
 894 
 
 9.55 
 14.02 
 
 9.68 
 7.46 
 708 
 
 9.65 
 9.91 
 533 
 
 44 8 
 
 5th & Market 
 
 Average 
 
 33% Lower 
 
 35.8 
 
 Sutter-Sansome 
 
 Average 
 
 12% Lower 
 
 Sutter and 
 Jackson 
 
 EIIU and 
 Ocean 
 
 Hayes and 
 
 EIIU 
 
 9th and Polk 
 
 Fillmore and 
 i6th bt. to 23rd 
 
 Fillmore and 
 Valencia 
 
 152 
 
 S-25'-30" 
 
 5-52'-00" 
 
 r 7" L. 
 
 1626 
 
 5-03'-50" 
 
 S-S4'-0S" 
 
 10" F. 
 
 • 
 
 3.239 
 
 39 
 
 137 
 
 137 
 
 86 
 
 8.553 
 
 60 
 
 178 
 
 174 
 
 121 
 
 51 
 
 m 
 u 
 
 57 
 
 
 
 
 
 178 
 
 Good 
 
 93 
 
 67.8 
 202.2 
 1.5 
 7.621 
 7.26 
 
 Good 
 
 86 
 
 48.3 
 195.3 
 1.64 
 10.062 
 10.22 
 
 7.77 
 12.0 
 440 
 
 11.02 
 7.01 
 753 
 
 1526 
 
 5-09'-4S" 
 
 S-34'-30" 
 
 45" L. 
 
 4.465 
 38 
 42 
 45 
 
 32 
 
 10 
 
 • 
 
 
 
 42 
 
 Good 
 
 33 
 
 78 
 
 75 
 
 1 
 
 8 
 
 9 
 
 6 
 
 
 7 
 
 502 
 2 
 
 8 502 
 8.5 
 622 
 
 29 6 
 
 Sutter-Sansome 
 13% High 
 
 8% Lower 
 
 46.3 19.2 38.0 
 
 Sutter-Sansome 3rd and Townsend Stoclrton-El'.is 
 Average 5% High 
 
 50% Low 
 
 1511 
 
 4-58'-00" 
 
 5-20'-SS" 
 
 30" L. 
 
 2.501 
 
 32 
 
 139 
 
 141 
 
 42 
 
 97 
 
 
 
 
 
 139 
 
 7' 9" 
 Good 
 
 83 
 59.7 
 188.5 
 0.92 
 7.6a 
 6.53 
 
 9.36 
 7.648 
 
 13.0 
 407 
 7.46 
 
 31.2 
 
 1305 
 5-10'-31" 
 5-50'-50" 
 
 31" L. 
 
 5.09 
 
 91 
 
 US 
 
 244 
 
 139 
 
 103 
 
 
 
 
 
 242 
 
 42 
 
 9' 30" 
 Good 
 
 105 
 
 43.4 
 250.0 
 1.55 
 8.724 
 7.57 
 
 11.57 
 7.57 
 10.0 
 528 
 11.2 
 23.5 
 
 1653 
 
 5-37'-18" 
 
 6-04'-08" 
 
 5' 18" L. 
 
 .592 
 35 
 70 
 68 
 38 
 
 32 
 
 
 
 
 
 70 
 
 44 
 
 3' 42" 
 Good 
 
 48 
 
 68.6 
 109.1 
 1.63 
 8.61 
 
 10.2 
 
 10.15 
 12.7 
 
 7.63 
 693 
 
 6.35 
 13.86 
 
 Querrero and 
 Ocean View 
 
 Cemeteries to 
 County Line 
 
 1352 
 5-O4'-07'' 
 
 5-S7'-07" 
 53" F. 
 
 • 
 
 1234 
 
 4-58'-44" 
 
 5-47'-14" 
 
 16" F. 
 
 • 
 
 8.01 
 52 
 171 
 175 
 104 
 
 67 
 
 
 
 
 
 171 
 
 42 
 
 5' 49" 
 Good 
 
 107 
 62.6 
 
 254.5 
 2.3 
 9.608 
 8.71 
 
 9.29 
 9.5 
 6.49 
 815 
 6.7 
 10.15 
 
 70% Lower 
 
 10% Lower 
 
 20% Lower 
 
 36 8 30.4 35.5 
 
 9th and Brannan 23rd & Kentucky Rich! and- Mission 
 10% High 5% High 
 
 15% Low 
 • • 25 % Higher 
 
 28.7 
 Ferry 
 
 8% High 
 
 30% Lower 
 
 1 87 
 Apr. 18. 1912 
 
 0.42 
 Apr. 11. 1912 
 
 43 
 Apr. 11. 1912 
 
 43 
 Apr. 10, 1912 
 
 1.5 
 Apr. 16, 1912 
 
 0.58 
 Apr. 10, 1912 
 
 1.64 
 May 1. 1912 
 
 2.29 
 Apr. 29. 1912 
 
 2.72 
 Apr. 24. 1912 
 
 1.75 
 Apr. 25. 1912 
 
 7.43 
 
 51 
 
 21S 
 
 184t 
 
 145 
 
 87 
 
 
 
 
 
 232 
 
 48 
 
 9' 45" 
 Good 
 
 119 
 51.2 
 247.8 
 3.14 
 10.746 
 9.0 
 
 24th and 
 Mission 
 
 10.2 
 10.0 
 6.86 
 
 771 
 11.5 
 17.93 
 
 42.2 
 
 Ferry 
 
 24% High 
 
 4% Lower 
 
 1005 
 5-09'-55" 
 5-4S'-20" 
 
 5"F. 
 
 • 
 
 4.8 
 
 37 
 
 141 
 
 135 
 
 94 
 
 47 
 
 e 
 
 141 
 
 42 
 
 4' 21" 
 Good 
 
 99 
 70.1 
 235.5 
 2.27 
 8.225 
 8.16 
 
 9.28 
 8.16 
 7.71 
 685 
 7 OS 
 12.23 
 
 47.3 
 Ferry 
 
 7% Low 
 
 7% Lower 
 
 2.64 
 Apr. 25. 1912 
 
 1.82 
 Apr. 26. 1912 
 
 Sunnyside and Fillmore and 
 Qlen Park i*tli to Bryant 
 
 1370 
 
 5-00'-55" 
 
 5-53'-20" 
 
 1' 5" F. 
 
 • 
 
 6.5 
 51 
 156 
 148 
 103 
 
 53 
 
 
 
 
 
 156 
 
 42 
 
 9'34" 
 Pair 
 
 115 
 
 72.4 
 269.0 
 2.8 
 8.478 
 7.44 
 
 9.1 
 
 8.41 
 
 7.85 
 
 673 
 
 11.25 
 
 18.18 
 
 43.1 
 
 Ferry 
 
 Average 
 
 23% Lower 
 
 1304 
 5-01'-48" 
 5-2«'-43" 
 
 42" F. 
 
 1338 
 
 s-ir-oz" 
 
 ♦-Ol'-S?" 
 
 I'r'L. 
 
 515 
 5-W-lS" 
 
 4S-F 
 
 3.094 
 
 37 
 
 230 
 
 215 
 
 178 
 
 7 5 
 
 536 
 
 Z3 
 
 52 
 
 
 
 
 
 230 
 
 42 
 
 68 
 
 • 
 148 
 
 42 
 
 27 
 
 • 
 99 
 28 
 
 8' 14" 
 Good 
 
 104 
 
 45.2 
 247.5 
 0.73 
 8 724 
 6.68 
 
 8'2- 
 Pa» 
 
 80 
 
 54.0 
 190.4 
 1.85 
 9 378 
 9.02 
 
 I'sr- 
 
 159. • 
 9 4*1 
 6 iSl 
 
 7.« 
 
 9.4 
 8.9 
 11.9 
 444 
 
 13.3 
 29.6 
 
 10.74 
 10 4 
 
 8 S3 
 620 
 
 7.53 
 16 1 
 
 8 2 
 
 T M 
 
 II t« 
 
 472 
 
 6 56 
 
 14 31 
 
 23 6 24.7 
 
 16th and Bryant Banks-Ooaftlaai 
 
 Average A«m0i 
 
 41 O 
 
 4%Losi 
 
 45% 
 
 2.92 
 Apr. 26. 1912 
 
 36 
 Apr. 24. 1912 
 
 2 99 
 Apr. 29. 1912 
 
 9 23 
 
 Avr.J*. t»U 
 
 * Observations not made. 
 
 t Passengers remaining on cor at (bounty Line not counted. 
 
REDUCTION 
 
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TABLE 25— SUMMARY TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS— OUTBOUND FR 
 
 ROUTE ^"EddJ"** 
 
 OBSERVATIONS " 
 
 Car Numbers 1632 
 
 Duration (start) P. M 5-06'-10" 
 
 Duration (end) P. M S-38'-26" 
 
 Off time leaving * 
 
 Off time arriving * 
 
 Distance in Miles, one way 4.634 
 
 Number of Stops 4* 
 
 Passengers On 182 
 
 Passengers Off 187 
 
 Cash Fares 89 
 
 Transfers 
 
 Tickets 2 
 
 Free Rides 
 
 Total Fares 182 
 
 Seating Capacity ^ 
 
 Total Time of Stops ^'rs^^'l 
 
 Weather Conditions Good 
 
 RESULTS 
 
 Maximum Load 94 
 
 % Maximum Load to Total Fares 51.6 
 
 % Maximum Load to Seating Capacity 213 . 6 
 
 Average Length of Ride (Miles) 1-71 
 
 Schedule Speed (Miles per Hour) 8 . 402 
 
 Average Speed (Actual) 8.61 
 
 Average Speed (less Stops) lO . 4 
 
 Average Speed Outside Congested Districts 8.61 
 
 Stops per Mile (Average) 10. 38 
 
 Distance Between Stops (Average feet) 508 . 6 
 
 Average Length of Stops (Seconds) '0 
 
 % Time of Stops (to Elapsed Time) 174 
 
 % Average Passenger Ride to Car Haul ^ ?^«'„ , . 
 
 Origin of Route ..-,.. PoweU & .Eddy 
 
 Actual Load compared with typical rush hour loading i j^^ ".'.'.'. 
 
 Comparison of typical loading, morning with evening rush hours, < j^^ ^° ** 
 
 Distance of Maximum Load Point from origin of Route in Miles.. 2.61 
 
 Date Apr. 19. 1912 
 
 McAllister 
 
 1549 
 
 5-02'-30" 
 
 5-48'-00" 
 
 
 
 * 
 
 6.819 
 
 56 
 
 152 
 
 146 
 
 105 
 
 47 
 
 
 
 
 
 152 
 
 44 
 
 5' 34" 
 Good 
 
 93 
 
 61.1 
 211.3 
 1.98 
 9.09 
 8.99 
 
 10.22 
 10.9 
 
 8.1 
 652 
 
 5.96 
 12.23 
 
 29.0 
 
 Perry 
 
 10% High 
 
 5% Lower 
 
 Hayes 
 
 Haight 
 
 180 
 4-59 -30" 
 5-38'-00" 
 
 4.861 
 
 48 
 
 147 
 
 151 
 
 114 
 
 33 
 
 
 
 147 
 46 
 
 5' 17" 
 Good 
 
 101 
 
 68.7 
 219.0 
 1.86 
 7.572 
 7.58 
 
 8.79 
 
 8.8 
 
 9.87 
 
 535 
 6.6 
 
 13.65 
 
 38.3 
 Ferry 
 
 8% Low 
 
 30% Lower 
 
 1620 
 4-56-25" 
 5-29'-20" 
 
 3.941 
 
 35 
 
 126 
 
 129 
 
 98 
 
 28 
 
 
 
 126 
 44 
 
 4' 38" 
 Good 
 
 104 
 
 82.6 
 236.4 
 1.72 
 7.882 
 7.1 
 
 8.3 
 8.47 
 8.88 
 595 
 7.94 
 14.05 
 
 43.6 
 Ferry 
 
 7% Low 
 
 9 % Lower 
 
 1.6 
 Apr. 16. 1912 
 
 1.75 
 Apr. 23. 1912 
 
 1.68 
 Apr. 22. 1912 
 
 Market 
 
 1606 
 
 4-58'-40" 
 
 5-23'-S5" 
 
 37" L. 
 
 « 
 
 3.335 
 
 24 
 
 177 
 
 177 
 
 135 
 
 41 
 
 
 
 1 
 
 177 
 
 44 
 
 6' 23" 
 Moderate 
 
 129 
 72.9 
 
 293.0 
 1.9 
 8.01 
 7.93 
 
 10.61 
 11.1 
 7.19 
 736 
 15.96 
 25.3 
 
 Valencia 
 
 1616 
 4-58'-40" 
 5-34'-40" 
 1' 10" L. 
 
 * 
 
 4.556 
 
 39 
 
 181 
 
 178 
 
 136 
 
 45 
 
 
 
 
 
 181 
 
 44 
 
 6' 27" 
 Good 
 
 129 
 71.2 
 
 293.0 
 2.22 
 8.238 
 7.59 
 
 9.28 
 9.44 
 8.55 
 
 618 
 9.93 
 
 18.4 
 
 9th and Polk San Mateo 
 
 57.0 
 
 Ferry 
 
 9% High 
 
 40% Lower 
 
 48.6 
 
 Ferry 
 
 20% High 
 
 10% Lower 
 
 1521 
 4-51 '-30" 
 S-12'-50" 
 
 I'L. 
 
 • 
 
 2.501 
 
 32 
 
 113 
 
 115 
 
 39 
 
 74 
 
 
 
 
 
 113 
 
 44 
 
 4' 42" 
 Good 
 
 64 
 
 56.6 
 145.3 
 0.86 
 7.648 
 6.91 
 
 9.0 
 7.S 
 
 12.8 
 412 
 8.81 
 
 20.2 
 
 34.4 
 9th & Brannan 
 
 9% Low 
 
 9 % Lower 
 
 5-01'-00" 
 
 S-43'-05" 
 
 I'L. 
 
 4> 
 
 6.266 
 
 37 
 
 155 
 
 149 
 
 111 
 
 44 
 
 
 
 
 
 155 
 
 56 
 
 5' 53" 
 Good 
 
 120 
 77.4 
 214.2 
 2.81 
 15.846 
 9.04 
 
 10.4 
 11.2 
 5.91 
 894 
 9.55 
 14.02 
 
 44.8 
 
 5th & Market 
 
 Aversige 
 
 33 % Lower 
 
 Sutter and 
 California 
 
 140 
 5-10'-00" 
 5-47'-40" 
 
 * 
 
 6.836 
 
 51 
 
 145 
 
 132 
 
 93 
 
 S2 
 
 
 
 
 145 
 
 46 
 
 * 
 Good 
 
 100 
 
 69.0 
 217.2 
 2.45 
 9.118 
 8.35 
 
 9.68 
 7.46 
 708 
 
 35.8 
 
 Sutter-Sansome 
 Average 
 
 12 % Lower 
 
 Sutter and 
 Clement 
 
 117 
 4-51'-27" 
 5-34'-42" 
 
 1' 27" L. 
 
 • 
 
 6.858 
 68 
 156 
 161 
 
 77 
 
 79 
 
 
 
 
 
 156 
 
 46 
 
 Good 
 
 91 
 
 58.3 
 197.5 
 2.03 
 9.144 
 9.51 
 
 9.65 
 9.91 
 533 
 
 Sutter and 
 Jackson 
 
 152 
 S-25'-30" 
 5-52'-00" 
 
 1' 7" L. 
 
 • 
 
 3.239 
 
 39 
 
 137 
 
 137 
 
 86 
 
 51 
 
 
 
 
 
 137 
 
 46 
 
 • 
 Good 
 
 67.8 
 202.2 
 1.5 
 7.621 
 7.26 
 
 7.77 
 12.0 
 440 
 
 Ellb 
 Ocesn 
 
 1626 
 
 5-54'-0$" 
 MTP. 
 
 S.553 
 
 60 
 
 178 
 
 174 
 
 121 
 
 57 
 
 
 
 
 
 178 
 
 44 
 
 Good 
 
 4S.3 
 195.3 
 1.64 
 10.062 
 10.22 
 
 11.02 
 7.01 
 7S3 
 
 29.6 
 
 Sutter-Sansome 
 13% High 
 
 8% Lower 
 
 46.3 19 2 
 
 Sutter-Sansome 3rd »i»d T _ 
 Average 5 % ffig^ 
 
 70% Lower 
 
 10% Lower 
 
 1.34 
 Apr. 17. 1912 
 
 1.34 
 Apr. 17, 1912 
 
 1.04 
 Apr. 22. 1912 
 
 1.87 
 Apr. 18. 1912 
 
 0.42 
 Apr. 11. 1912 
 
 0.43 
 Apr. 11. 1912 
 
 43 
 Apr. 10. 1912 
 
 1.5 
 Apr. 16. 1912 
 
 L&26 
 
 5-34'- K 
 4S- L. 
 
 «.«ed 
 
 45 
 
 11 
 
 19 
 
 
 
 42 
 
 MM 
 
 i-i 
 
 9 . 
 
 B 5 
 
 y>% L^«»»f 
 
 • SI 
 
 • Observations not made. 
 
 t Passengers remaining on car at County Line not counted. 
 
Table 25 
 
 TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS— OUTBOUND FROM LOADING DISTRICT 
 
 and Polk 
 
 1521 
 
 -51'-30" 
 5-12'-50" 
 I'L. 
 
 2.501 
 
 32 
 
 113 
 
 115 
 
 39 
 
 74 
 
 
 
 
 
 113 
 
 44 
 
 4' 42" 
 Good 
 
 64 
 
 56.6 
 145.3 
 0.86 
 7.648 
 6.91 
 
 9.0 
 7.5 
 
 12.8 
 412 
 8.81 
 
 20.2 
 
 34.4 
 I & Brannan 
 
 •%Low 
 
 t% Lower 
 
 1.04 
 Ir. 22. 1912 
 
 San Mateo 
 
 S-Ol'-OO" 
 5-43'-05" 
 
 I'L. 
 
 I* 
 
 6.266 
 
 37 
 
 155 
 
 149 
 
 111 
 
 44 
 
 O 
 
 
 
 155 
 
 56 
 
 5' 53" 
 Good 
 
 120 
 
 77.4 
 214.2 
 2.81 
 15.846 
 9.04 
 
 10.4 
 U.2 
 
 5.91 
 894 
 
 9.55 
 14.02 
 
 44.8 
 
 Sth & Market 
 
 Average 
 
 33 % Lower 
 
 Sutter and 
 California 
 
 140 
 5-10'-00" 
 
 5-47'-40" 
 
 * 
 
 6.836 
 
 51 
 
 145 
 
 132 
 
 93 
 
 52 
 
 O 
 
 
 
 145 
 
 46 
 
 Good 
 
 100 
 69.0 
 
 217.2 
 2.45 
 9.118 
 8.35 
 
 9.68 
 7.46 
 708 
 
 35.8 
 
 Sutter-Sansome 
 
 Average 
 
 12 % Lower 
 
 Sutter and 
 Clement 
 
 117 
 
 4-51'-27" 
 
 5-^4'-42" 
 
 1' 27" L. 
 
 * 
 
 6.858 
 
 68 
 
 156 
 
 161 
 
 77 
 
 79 
 
 
 
 
 
 156 
 
 46 
 
 Good 
 
 91 
 
 58 
 
 197 
 
 2 
 
 9 
 
 9 
 
 3 
 
 5 
 
 03 
 
 144 
 
 51 
 
 9.65 
 9.91 
 533 
 
 29.6 
 
 Sutter-Sansome 
 13 % High 
 
 8% Lower 
 
 Sutter and 
 Jackson 
 
 152 
 
 5-25'-30" 
 
 5-52'-00" 
 
 1' 7" L. 
 
 « 
 
 3.239 
 
 39 
 
 137 
 
 137 
 
 86 
 
 51 
 
 
 
 137 
 46 
 
 « 
 Good 
 
 93 
 
 67.8 
 202.2 
 1.5 
 7.621 
 7.26 
 
 7.77 
 12.0 
 440 
 
 Ellis and 
 Ocean 
 
 1626 
 
 5-03'-50" 
 
 5-54'-0S" 
 
 10" P. 
 
 • 
 
 8.553 
 
 60 
 
 178 
 
 174 
 
 121 
 
 57 
 
 
 
 
 
 178 
 
 44 
 
 Good 
 
 86 
 48.3 
 195.3 
 1.64 
 10.062 
 10.22 
 
 11.02 
 7.01 
 753 
 
 Hayes and 
 EllU 
 
 1526 
 5-09'-45" 
 5-34'-30" 
 
 45" L. 
 
 « 
 
 .465 
 38 
 42 
 45 
 32 
 
 10 
 
 
 
 
 
 42 
 
 44 
 
 Good 
 
 33 
 
 78.6 
 
 75.0 
 
 1.7 
 
 8.502 
 
 9.2 
 
 8.502 
 8.5 
 622 
 
 9th and Polk 
 
 Fillmore and 
 1 6th St. to 23rd 
 
 Fillmore and 
 Valencia 
 
 1511 
 4-58'-00" 
 5-20'-55" 
 
 30" L. 
 
 .501 
 
 32 
 
 139 
 
 141 
 
 42 
 
 97 
 
 
 
 
 
 139 
 
 44 
 
 7' 9" 
 Good 
 
 83 
 
 59.7 
 188.5 
 0.92 
 7.648 
 6.53 
 
 9.36 
 7.648 
 13.0 
 407 
 7.46 
 31.2 
 
 1305 
 5-10'-31" 
 5-50'-50" 
 
 31" L. 
 
 • 
 
 >.09 
 51 
 
 242 
 244 
 139 
 
 103 
 
 
 
 
 
 242 
 
 42 
 
 9' 30" 
 Good 
 
 IDS 
 43.4 
 
 250.0 
 1.55 
 8.724 
 7.57 
 
 11.57 
 7.57 
 10.0 
 528 
 11.2 
 23.5 
 
 1653 
 5-37'-18" 
 6-04'-08" 
 
 5' 18" L. 
 
 * 
 
 ,592 
 35 
 70 
 68 
 38 
 
 32 
 
 
 
 
 
 70 
 
 44 
 
 3' 42" 
 Good 
 
 48 
 
 68. 
 
 109. 
 
 1. 
 
 6 
 1 
 63 
 
 8.61 
 10.2 
 
 10.15 
 
 12.7 
 
 7.63 
 
 693 
 
 6.35 
 
 13.86 
 
 Guerrero and 
 Ocean View 
 
 46.3 19.2 38.0 
 
 Sutter-Sansome 3rd and Townsend Stockton-Ellis 
 Average 5% High 
 
 50% Low 
 
 70% Lower 
 
 10% Lower 
 
 20% Lower 
 
 36.8 30.4 35.5 
 
 9th and Brannan 23rd & Kentucky Richland- Mission 
 10% High 5% High 
 
 15 % Low 
 m * 25% Higher 
 
 1.87 
 Apr. 18. 1912 
 
 0.42 
 Apr. 11. 1912 
 
 0.43 
 Apr. 11. 1912 
 
 0.43 
 Apr. 10, 1912 
 
 1.5 
 Apr. 16. 1912 
 
 0.58 
 Apr. 10, 1912 
 
 1.64 
 May 1. 1912 
 
 2.29 
 Apr. 29. 1912 
 
 2.72 
 Apr. 24. 1912 
 
 1352 
 5-04'-07" 
 5-57'-07" 
 
 53" F. 
 
 * 
 
 8.01 
 
 52 
 
 171 
 
 175 
 
 104 
 
 67 
 
 
 
 
 
 171 
 
 42 
 
 5' 49" 
 Good 
 
 107 
 62.6 
 
 254.5 
 2.3 
 9.608 
 8.71 
 
 9.29 
 9.5 
 6.49 
 815 
 6.7 
 10.15 
 
 28.7 
 
 Ferry 
 
 8% High 
 
 30% Lower 
 
 1.75 
 Apr. 25. 1912 
 
 Cemeteries to 
 County Line 
 
 1234 
 4-58'-44" 
 5-47'-14" 
 
 16" P. 
 
 7.43 
 51 
 
 232 
 
 184t 
 145 
 
 87 
 
 
 
 
 
 232 
 
 48 
 
 9' 45" 
 Good 
 
 119 
 51.2 
 247.8 
 3.14 
 10.746 
 9.0 
 
 10.2 
 10.0 
 6.86 
 771 
 11.5 
 17.93 
 
 42.2 
 
 Ferry 
 
 24% High 
 
 4% Lower 
 
 2.64 
 Apr. 25. 1912 
 
 1005 
 5-09'-55" 
 5-4S'-20" 
 
 5"F. 
 
 * 
 
 4.8 
 
 37 
 
 141 
 
 135 
 
 94 
 
 47 
 
 
 
 141 
 
 42 
 
 4' 21" 
 Good 
 
 99 
 
 70.1 
 235.5 
 2.27 
 8.225 
 8.16 
 
 9.28 
 8.16 
 7.71 
 685 
 7.05 
 12.23 
 
 47.3 
 Ferry 
 
 7% Low 
 
 7 % Lower 
 
 34th and Sunnyside and Fillmore and 
 Mission Qlen Park 16th to Bryant 
 
 1 82 
 Apr. 26. 1912 
 
 Mission and 
 Richmond 
 
 1370 
 5-00'-55" 
 5-53'-20" 
 
 V 5" F. 
 
 * 
 
 6.5 
 51 
 156 
 148 
 103 
 
 53 
 
 
 
 
 156 
 
 42 
 
 9' 34" 
 Fair 
 
 113 
 
 72.4 
 269.0 
 2.8 
 8.478 
 
 7.44 
 
 9.1 
 
 8.41 
 
 7.85 
 
 673 
 
 11.25 
 
 18.18 
 
 43.1 
 
 Ferry 
 
 Average 
 
 23 % Lower 
 
 2 92 
 Apr. 26. 1912 
 
 1304 
 5-01'-48" 
 5-29'-13" 
 
 42" F. 
 
 * 
 
 3.094 
 
 37 
 
 230 
 
 215 
 
 178 
 
 52 
 
 
 
 
 
 230 
 
 42 
 
 8' 14" 
 Good 
 
 104 
 
 45.2 
 247.5 
 0.73 
 8.724 
 6.68 
 
 9.4 
 
 8.9 
 
 11.9 
 
 444 
 
 13.3 
 
 29.6 
 
 1338 
 5-1 2 '-02" 
 6-01'-57" 
 
 1' 2" L. 
 
 * 
 
 7.5 
 
 64 
 
 148 
 
 136 
 
 80 
 
 68 
 
 
 
 
 
 148 
 
 42 
 
 8' 2" 
 Fair 
 
 80 
 
 54.0 
 190.4 
 1.85 
 9,378 
 9.02 
 
 10.74 
 10.4 
 8.53 
 620 
 7.53 
 16.1 
 
 23.6 24.7 
 
 16th and Bryant Banks- Courtland 
 
 Average Average 
 
 Powell and 
 Mason 
 
 515 
 5-10'-15" 
 5-24'-O0" 
 
 45" P 
 
 « 
 
 1,608 
 18 
 50 
 48 
 23 
 
 27 
 
 
 
 
 
 50 
 
 28 
 
 1' 58" 
 Good 
 
 42 
 
 84.0 
 150.0 
 0.691 
 6.031 
 7.02 
 
 8.2 
 
 7.08 
 11.19 
 472 
 
 6.56 
 14.31 
 
 4% Lower 
 
 45 % Lower 
 
 43.0 
 Powell-Eddy 
 
 4% Low 
 
 30% Lower 
 
 0.36 
 Apr. 24, 1912 
 
 2.99 
 Apr. 29, 1912 
 
 0.23 
 Apr. 30, 1912 
 
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 TABLE 25---SUMMARY TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS— OUTBOUND FROM LOADING DISTRICT— Continued. 
 
 ROUTE. 
 
 Car Numbert 
 
 Duration (*tart) P. M . 
 Duration (end) P. M . . 
 
 Off time leaving 
 
 Off time arriving 
 
 OBSERVATIONS 
 
 Distance in Miles, one way 
 Number of Stops . 
 PMsengen On ... . 
 PaaaenBen Off. . . . 
 Cash Pares 
 
 Transfers 
 
 TicVcets 
 
 Free Rides 
 
 Total Fares 
 
 Seating Capacity. 
 
 Total Time of Stops 
 Weather Conditions . 
 
 RESULTS 
 
 Maximum Load 
 
 % Maximum Load to Total Fares 
 
 % Maximum Load to Seating Capacity . 
 
 Average Length of Ride (Miles) 
 
 Schedule Speed (Miles per Hour) 
 
 Average Speed (Actual) 
 
 Average Speed (less Stops) 
 
 Average Speed Outside Congested DistricU. 
 
 Stops per Mile (Average) 
 
 Distance Between Stops (Average feet) 
 Average Length of Stops (Seconds).... 
 % Time of Stops (to Elapsed Time) . . 
 
 »High 
 ( Low. 
 
 Powell and 
 Jackson 
 
 Kearny 
 and Beach 
 
 Kentucky 
 
 Fotooin 
 
 519 
 
 5-I2'-l7" 
 
 5-33'-00" 
 
 13" F. 
 
 1414 
 
 4-.'52'-25" 
 
 4-16'-27" 
 
 15" L. 
 
 • 
 
 1423 
 
 4-5 t '-59" 
 
 S-t5'-24" 
 
 
 
 • 
 
 1739 
 
 5-03'-25" 
 
 5-32'-l5'' 
 
 35" F. 
 
 2.231 
 26 
 76 
 73 
 49 
 
 637 
 35 
 93 
 94 
 55 
 
 6 58 
 
 60 
 235 
 241 
 180 
 
 4.01 
 
 34 
 
 UO 
 
 IW 
 
 too 
 
 27 
 
 
 
 
 
 76 
 
 28 
 
 38 
 
 
 
 
 
 93 
 
 42 
 
 55 
 
 
 
 
 
 235 
 
 20 
 
 
 
 • 
 
 120 
 
 4' 23" 
 Good 
 
 S4 
 
 71.0 
 192 9 
 0.951 
 6.372 
 6.61 
 
 4' 44" 
 Good 
 
 S7 
 61.3 
 
 135.7 
 0.733 
 6.588 
 6.36 
 
 15'21"(o) 
 Good 
 
 125 
 53.2 
 
 284.2 
 2.2 
 8.214 
 7.38 
 
 4' 35" 
 Good 
 
 «4 
 
 TS.3 
 213.5 
 
 1.785 
 8.024 
 8.34 
 
 8.3 
 
 «.7 
 ll.«S 
 454 
 
 10.1 
 21.1 
 
 8.18 
 
 6.64 
 
 13.25 
 
 398 
 
 8.1 
 
 19.8 
 
 8.81 
 
 9.37 
 
 9.1 
 
 S81 
 
 15.33 
 
 29.3 
 
 *.U 
 t.S« 
 t.M 
 
 622 
 8.4 
 15.9 
 
 % Average Passenger Ride to Car Haul 
 Wgin of Route 
 
 Actual Load compared with tyirical rush hour loading 
 Comparison of typical loading, morning with evening rush hours, J n,^ 
 
 42.9 
 
 Powell-Eddy 
 
 Average 
 
 25 % Lower 
 
 27.8 
 3rd ft Townsend 
 
 20% Low 
 
 40% Lower 
 
 30.7 
 
 Ferry 
 
 Average 
 
 44.5 
 
 Ferry 
 Average 
 
 Bryant 
 
 Eighth and 
 Elthteenth 
 
 1384 
 
 5-07'-40" 
 
 S-35'-45" 
 
 20" F. 
 
 • 
 
 693 
 
 5-05'-09" 
 
 5-34'-00" 
 
 17' 9" L. 
 
 19* L. 
 
 3.51 
 30 
 216 
 214 
 166 
 
 4 
 34 
 73 
 74 
 31 
 
 50 
 
 
 
 
 
 216 
 
 42 
 
 42 
 
 
 
 73 
 
 4' 1" 
 Good 
 
 Ml 
 74. S 
 
 383.2 
 
 2.0 
 
 7.624 
 
 7.52 
 
 4' 47" 
 Good 
 
 68 
 
 93.1 
 
 154.3 
 
 2 1 
 
 9.5 
 
 8.62 
 
 8.78 
 7.52 
 8.54 
 618 
 8.03 
 14.26 
 
 10 
 8.86 
 8.5 
 621 
 8.35 
 
 16.45 
 
 13% Lower 30% Lower 
 
 57.0 
 
 2nd and Howard 
 
 50% High 
 
 15% Higher 
 
 52.5 
 
 8th ft Harrison 
 
 4% High 
 
 12 % Lower 
 
 Qeary 
 
 (Cable) 
 
 14 
 
 5-o;'-50" 
 5-39'-00" 
 1' 10" P. 
 
 • 
 
 3 805 
 19 
 46 
 41 
 
 
 
 
 
 
 
 46 
 
 39 
 
 r 37" 
 
 Good 
 
 42 
 91.3 
 
 107 6 
 2.1 
 7.49 
 7.28 
 
 7.72 
 7.9 
 5.0 
 1056 
 5.1 
 5.2 
 
 JMission 
 
 1569 
 
 5-08'-25" 
 
 5-51 '-40" 
 
 35" F. 
 
 • 
 
 6.266 
 
 41 
 
 239 
 
 an 
 
 90 
 
 
 
 
 sw 
 
 44 
 
 7' 13" 
 Good 
 
 143 
 59.8 
 
 325.0 
 2.58 
 8.01 
 9.15 
 
 10.45 
 11.7 
 6.S4 
 
 808 
 10 6 
 16 71 
 
 Sacramento 
 
 Ingleside 
 
 Qeary 
 
 (Cable) 
 
 15 
 
 5-05'-17" 
 
 5-23'-37" 
 
 43" F. 
 
 • 
 
 1722 
 
 S-09'-55" 
 
 6-10'-55" 
 
 1' 55" L. 
 
 5' 25" L. 
 
 13 
 5-0S'-27" 
 5-38'-52" 
 
 2.254 
 19 
 62 
 62 
 SO 
 
 10.253 
 66 
 196 
 198 
 124 
 
 3.79S 
 27 
 67 
 M 
 C7 
 
 12 
 
 
 
 
 
 62 
 
 36 
 
 72 
 
 
 
 
 
 196 
 
 44 
 
 
 
 
 
 
 
 C7 
 
 39 
 
 2' 25" 
 Good 
 
 4t 
 
 77.4 
 133.2 
 
 1.225 
 6.834 
 
 7.14 
 
 12' 6" 
 Good 
 
 Ml 
 
 72.0 
 320.5 
 3.38 
 10.254 
 10.17 
 
 4' 12" 
 Good 
 
 57 
 
 85.1 
 146.1 
 2.02 
 7.49 
 6.97 
 
 8.45 
 7 82 
 8.44 
 625 
 7.64 
 13.17 
 
 12.71 
 11.3 
 6.44 
 820 
 10.97 
 20.0 
 
 7.79 
 7 49 
 7.11 
 742 
 9.34 
 12.58 
 
 55.1 
 Geary ft Market 
 
 * 
 
 41.1 
 
 5th ft Market 
 
 45 % High 
 
 54.3 
 
 Ferry 
 
 33.0 
 Ferry 
 10% High 
 
 15% Lower 
 
 California 
 
 6 
 S-IO'-OO" 
 5-31 '-45" 
 
 2.S 
 
 24 
 
 •» 
 M 
 
 n 
 
 11 
 
 
 
 
 
 M 
 
 34 
 
 2' 34" 
 Good 
 
 66 
 
 74.2 
 194.1 
 
 0.688 
 8.4 
 
 7.7 
 
 8.76 
 7.7 
 8.5« 
 61S 
 6.41 
 11.81 
 
 Jones and 
 Hyde 
 
 54 
 S-O7'-30" 
 5-26'-40" 
 
 2 07 
 21 
 87 
 80 
 62 
 
 25 
 
 
 
 
 
 87 
 
 24 
 
 4' 1" 
 Good 
 
 59 
 
 67 8 
 145 8 
 82 
 7 75 
 6 5 
 
 8 18 
 
 6 5 
 
 10.1 
 
 522 
 
 11.49 
 
 20 83 
 
 Unton 
 
 6 
 S-12'-38" 
 5-45'-i3" 
 
 655 
 
 5-04'-S8" 
 
 5-38'-13" 
 
 2" F 
 
 3 804 
 
 36 
 
 111 
 
 112 
 
 64 
 
 .008 
 
 32 
 
 143 
 
 155 
 
 68 
 
 47 
 
 
 
 
 
 HI 
 
 28 
 
 75 
 
 
 
 
 
 143 
 
 30 
 
 5' 16" 
 Cloudy 
 
 83 
 
 74.7 
 296.3 
 1.386 
 7.36 
 6.91 
 
 4' 23" 
 Good 
 
 89 
 62.2 
 296.4 
 
 1.36 
 11.022 
 
 8.7 
 
 8.2 
 8.8 
 9.47 
 557 
 8.79 
 15.9 
 
 10.4 
 9.82 
 6.38 
 827 
 8 22 
 
 13 18 
 
 52 6 24 6 39 6 36.5 
 
 Geary ft Market Calif, ft Market O'FarreU-Grant Ave Ferry 
 • • • • 
 
 EiKhteenth Eighteenth 
 
 651 
 
 S-09'-50" 
 
 S-38'-30" 
 
 10" F 
 
 30" L 
 
 5.008 
 
 30 
 
 122 
 
 113 
 
 51 
 
 71 
 
 
 
 
 
 U2 
 
 30 
 
 4' 26" 
 Good 
 
 79 
 64.7 
 263.0 
 
 1.42 
 11.022 
 
 8.58 
 
 12.32 
 
 9 9 
 
 5 99 
 
 881 
 
 8 86 
 
 15.42 
 
 Ninth and 
 Polk 
 
 1521 
 
 S-35'-0S" 
 
 5-S5'-05" 
 
 55" F 
 
 .501 
 28 
 52 
 48 
 31 
 
 21 
 
 
 
 
 
 52 
 
 44 
 
 2' 46" 
 Good 
 
 32 
 
 61.5 
 
 72 8 
 866 
 7.648 
 7.38 
 
 8.69 
 7.38 
 11.2 
 471 
 
 5 93 
 
 13.73 
 
 27.2 28.4 -14 5 
 
 8th ft Harrison 8ih & Harrison 9th and Brannan 
 18% High 5.5% High 
 
 Castro 
 Cable 
 
 1 
 
 S-24'-05" 
 
 5-3?'-70" 
 
 l'.« ' P 
 
 0.893 
 
 7 
 
 81 
 
 81 
 
 1 
 
 00 
 
 
 
 
 •1 
 
 36 
 
 I'zr 
 
 Moderate 
 
 81 
 
 100.0 
 
 225.0 
 0.54 
 6.123 
 6.7 
 
 7.8 
 
 6.7 
 
 7.83 
 
 675 
 
 11.7 
 
 19 4 
 
 35% Lower 21% Lower 
 
 50% Low 
 9% Lower 
 
 60.4 
 
 18th and Castro 
 
 50% High 
 
 Average 
 
 Distance of Maximum Load Point from origin of Route in Miles. 
 Date 
 
 0.17 
 Apr. 30. 1912 
 
 1 01 
 May 1, 1912 
 
 1.56 
 May 2. 1912 
 
 1.43 
 May 3, 1912 
 
 1.91 
 May 3. 1912 
 
 1.29 
 May 6, 1912 
 
 0.537 
 May 2, 1912 
 
 1.7 
 May 10. 1912 
 
 6.80 
 May 7. 1912 
 
 2.64 
 May 7, 1912 
 
 537 
 Apr. 23, 1912 
 
 0.6 
 May 9. 1912 
 
 0.98 
 May 9. 1912 
 
 1.77 
 May 8. 1912 
 
 2.10 
 May 8. 1912 
 
 2 10 
 May 10. 1912 
 
 1.77 
 Apr. 22. 1912 
 
 0.0 
 Apr. 17, 1912 
 
 Sixth and 
 Sansomc 
 
 616 
 
 5-04'-00" 
 
 S-32'-00" 
 
 O.K. 
 
 2.85a 
 32 
 S9 
 
 58 
 55 
 
 4 
 
 
 
 • 
 
 59 
 
 29 
 
 7' 39" (6) 
 Good 
 
 40 
 
 67.8 
 138.0 
 0.62 
 7.154 
 7.SS 
 
 8 44 
 7.86 
 11.2 
 
 47! 
 14 3 
 27.3 
 
 21.6 
 
 10% Low 
 
 5 % Lower 
 
 Tenth and 
 Montgomery 
 
 Tenth mmd 
 Montcomcry 
 
 0.46 
 June 19, 1912 
 
 619 
 
 S-20'-«0" 
 
 5-43'-00" 
 
 40" 
 
 2.791 
 JO 
 44 
 44 
 36 
 
 • 
 
 1 
 
 44 
 
 29 
 
 4' 22" 
 Good 
 
 25 
 
 56.8 
 
 86.0 
 
 1.1 
 
 7.2S 
 
 7.S 
 
 8.65 
 8.9 
 
 10.8 
 491 
 8.7 
 
 22.0 
 
 99.4 
 
 6 
 July 9. 1912 
 
 619 
 4-56'-30" 
 S-18'-S©" 
 30" 
 
 1741 
 
 5-ocr-«5" 
 
 Apvnss. tr 
 
 s-jr-w 
 
 2.791 
 
 2S 
 
 17 
 
 17 
 
 8 
 
 4.303 
 
 «• 
 127 
 125 
 
 72 
 
 S 31 
 
 49 
 
 in 
 
 • 
 
 
 
 
 17 
 29 
 
 127 
 
 I 
 ITl 
 
 3' IS" 
 Coed 
 
 S 
 47.0 
 37.6 
 
 0.7 
 
 7.28 
 
 7.5 
 
 r 24" U) 
 Good 
 
 71.6 
 206.7 
 l.W 
 •.706 
 S.07 
 
 sr ar 
 
 74 • 
 
 IMS 
 2-3S 
 
 • I0> 
 
 • S 
 
 8 82 
 8 8 
 
 8 96 
 589 
 7.8 
 14 6 
 
 10 97 
 
 8 73 
 
 9 U 
 
 12 6 
 24 7 
 
 a « 
 
 • 2 
 573 
 6 S 
 
 14 7 
 
 SS.t 
 
 45 3 
 
 «• 2 
 
 45 
 July 9. 1912 
 
 2.73 
 Jnty. M 1W2 
 
 tt. 
 
 (s) Delay 3'29" on account at Team TraSc. 
 
 (6) 4 minutes delay at Broadway. 
 
 (<) 2'20" deUy at Stewart i 
 
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TABLE 2S-SUMMARY TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS-OUTBOUND FRC 
 
 Powell and 
 
 ROUTE Jackson 
 
 OBSERVATIONS 
 
 Car Numbers - , ^}. .,„ 
 
 Duration (start) P. M c", v_Aft" 
 
 Duration (end) P. M t V' P 
 
 Off time leaving ^-^ ^' " 
 
 Off time arriving 
 
 ,— — —————— ^ _ - - J 
 
 Distance in Miles, one way * • Yjc 
 
 Number of Stops i^ 
 
 Passengers On yj 
 
 Passeiwers Off aq 
 
 Cash Fares 
 
 — — — < - — ~ 27 
 
 Transfers q 
 
 Tickets q 
 
 Free Rides y^ 
 
 Total Fares 28 
 
 Seating Capacity 
 
 — — ___-_——.———— ^————^— ———"' , .„ 
 
 Total Time of Stops q^^^j 
 
 Weather Conditions 
 
 RESULTS 
 
 Maximum Load 5? f. 
 
 % Maximum Load to Total Fares loo n 
 
 % Maximum Load to Seating Capacity n o«;i 
 
 Average Length of Ride (Miles) "-^^^ 
 
 Schedule Speed (Miles per Hour) »-^'^ 
 
 Average Speed ( Actual) ^ °* 
 
 Average Speed (less Stops) ^ • ? 
 
 Average Speed Outside Congested Districts 1 1 65 
 
 Stops per Mile (Average) aU 
 
 Distance Between Stops (Average feet) in l 
 
 Average Length of Stops (Seconds) *Y' i 
 
 % Time of Stops (to Elaps ed Time) '^^ • * 
 
 % Average Passenger Ride to Car Haul Powtfl-Eddy 
 
 Origin of Route l" ' " * ' VHigh" '. V.! Average 
 
 Actual Load compared with typical rush hour loading J Lo^ 
 
 u u S High 
 
 Comparison of typical loading, morning with evening rush hours, ^ Lq^ jS % Lower 
 
 Distance of Maximum Load Point from origin of Route in MUes. . £:*L«o 
 
 Date ^P'- ^^' *'" 
 
 Kearny 
 and Beach 
 
 1414 
 4-52 '-2 5" 
 5-16'-27" 
 
 15" L. 
 
 * 
 
 2 637 
 35 
 93 
 94 
 55 
 
 38 
 
 
 
 93 
 42 
 
 4' 44" 
 Good 
 
 57 
 
 61.3 
 135.7 
 0.733 
 6.588 
 6.36 
 
 8.18 
 6.64 
 
 13.25 
 398 
 8.1 
 
 19.8 
 
 27.8 
 3rd & Townsend 
 
 20% Low 
 
 40% Lower 
 
 1.01 
 May 1. 1912 
 
 Kentucky 
 
 1423 
 4-51'-59" 
 5-45'-24" 
 
 
 * 
 
 6.58 
 60 
 
 235 
 241 
 180 
 
 55 
 
 
 
 
 
 235 
 
 44 
 
 15' 21" (a) 
 Good 
 
 125 
 53.2 
 
 284.2 
 2.2 
 8.214 
 7.38 
 
 8.81 
 
 9.37 
 
 9.1 
 
 581 
 
 15.35 
 
 29.3 
 
 30.7 
 
 Ferry 
 
 Average 
 
 13% Lower 
 
 1.56 
 May 2, 1912 
 
 Folsom 
 
 1739 
 5-03'-25" 
 5-32'-15" 
 
 35" F. 
 
 * 
 
 4.01 
 34 
 120 
 119 
 100 
 
 20 
 
 
 
 
 
 120 
 
 44 
 
 A' 35" 
 Good 
 
 94 
 
 78.3 
 213.5 
 1.785 
 8.024 
 8.34 
 
 9.88 
 8.84 
 8.48 
 622 
 8. 
 15. 
 
 .4 
 .9 
 
 44.5 
 
 Ferry 
 
 Average 
 
 30% Lower 
 
 Bryant 
 
 1384 
 5-07'-40" 
 5-35'-45" 
 
 20" F. 
 
 * 
 
 3.51 
 30 
 216 
 214 
 166 
 
 50 
 
 
 
 
 
 216 
 
 42 
 
 4' 1" 
 Good 
 
 161 
 74.5 
 
 383.2 
 2.0 
 7.624 
 7.52 
 
 8.78 
 7.52 
 8.54 
 618 
 8.03 
 14.26 
 
 Eighth and 
 Eighteenth 
 
 57.0 
 
 2nd and Howard 
 
 50% High 
 
 15% Higher 
 
 693 
 
 5-05'-09" 
 5-34'-00" 
 17' 9" L. 
 19' L. 
 
 4 
 34 
 73 
 74 
 31 
 
 42 
 
 
 
 
 
 73 
 
 44 
 
 4' 47" 
 Good 
 
 68 
 
 93.1 
 
 154.3 
 
 2.1 
 
 9.5 
 
 8.62 
 
 10.0 
 8.86 
 8.5 
 621 
 8.35 
 
 16.45 
 
 52.5 
 
 8th & Harrison 
 
 4% High 
 
 12% Lower 
 
 Geary 
 
 (Cable) 
 
 14 
 
 5-07'-50" 
 5-39'-O0" 
 
 1' 10" F. 
 
 * 
 
 805 
 19 
 46 
 45 
 
 46 
 
 
 
 
 
 
 
 46 
 
 39 
 
 1' 37" 
 Good 
 
 42 
 
 91.3 
 107.6 
 2.1 
 7.49 
 7.28 
 
 7.72 
 7.9 
 5.0 
 1056 
 5.1 
 5.2 
 
 Mission 
 
 1569 
 5-08'-25" 
 5-5r-40" 
 
 35" F. 
 
 * 
 
 6.266 
 
 41 
 
 239 
 
 211 
 
 149 
 
 90 
 
 
 
 
 
 239 
 
 44 
 
 7' 13" 
 Good 
 
 143 
 59.8 
 
 325.0 
 2.58 
 8.01 
 9.15 
 
 10.45 
 11.7 
 6.54 
 808 
 10.6 
 16.71 
 
 55.1 
 Geary & Market 
 
 Sacramento 
 
 1.43 
 May 3, 1912 
 
 1.91 
 May 3. 1912 
 
 1.29 
 May 6. 1912 
 
 0.537 
 May 2. 1912 
 
 41.1 
 
 5th & Market 
 
 45% High 
 
 1.7 
 May 10. 1912 
 
 15 
 5-0S'-17" 
 5-23'-37" 
 
 43" F. 
 
 * 
 
 .254 
 19 
 62 
 62 
 50 
 
 12 
 
 
 
 
 
 62 
 
 J6 
 
 2' 25" 
 Good 
 
 48 
 
 77.4 
 133.2 
 1.225 
 6.834 
 7.14 
 
 8.45 
 7.82 
 8.44 
 625 
 7.64 
 13.17 
 
 54.3 
 Ferry 
 
 « 
 
 Ingleside 
 
 1722 
 
 5-09'-55" 
 
 6-10'-55" 
 
 1' 55" L. 
 
 5' 25" L. 
 
 10.253 
 66 
 196 
 198 
 
 124 
 
 72 
 
 
 
 
 196 
 
 44 
 
 12' 6" 
 Good 
 
 141 
 
 72.0 
 320.5 
 3.38 
 10.254 
 10.17 
 
 12.71 
 11 3 
 6.44 
 820 
 10.97 
 20.0 
 
 33.0 
 Ferry 
 10% High 
 
 15% Lower 
 
 6.80 
 May 7. 1912 
 
 Geary 
 (Cable) 
 
 13 
 5-05'-27'' 
 5-38'-52" 
 
 • 
 * 
 
 3.795 
 27 
 67 
 61 
 67 
 
 • 
 
 
 
 67 
 
 39 
 
 4' 12" 
 Good 
 
 Sf 
 85.1 
 146.1 
 
 2.02 
 7.49 
 6.97 
 
 7.79 
 7.49 
 7.11 
 742 
 9.34 
 12.58 
 
 Califorate 
 
 6 
 S-MT- 
 $-31'-W 
 
 2 8 
 24 
 
 m 
 
 9S 
 
 78 
 
 11 
 
 O 
 
 • 
 
 99 
 
 34 
 
 2*34- 
 Good 
 
 74.2 
 194.1 
 
 e 
 
 S.4 
 
 7.7 
 
 8 76 
 7.7 
 8 58 
 615 
 6 41 
 11.81 
 
 52 6 24 6 
 
 Geary & Market Calif, ft Maflert O 
 • • 
 
 2.64 
 May 7. 1912 
 
 537 
 Apr. 23. 1912 
 
 6 
 May 9 1912 
 
 (a) Delay 3'29" on account of Team Traffic . 
 
Table 25 
 (Confd) 
 
 TRAFFIC COUNTS BY INDIVIDUAL CAR TRIPS— OUTBOUND FROM LOADING DISTRICT— Continued. 
 
 Id 
 th 
 
 Geary 
 
 (Cable) 
 
 14 
 
 5-0 7 '-50" 
 5-39'-O0" 
 1' 10" F. 
 
 * 
 
 805 
 19 
 46 
 45 
 46 
 
 
 
 
 
 46 
 39 
 
 r 37" 
 Good 
 
 42 
 
 91.3 
 107.6 
 2.1 
 7.49 
 7.28 
 
 7.72 
 7.9 
 5.0 
 1056 
 5.1 
 5.2 
 
 Mission 
 
 1569 
 S-08'-25" 
 5-51 '-40" 
 
 35" F. 
 
 * 
 
 6.266 
 
 41 
 
 239 
 
 211 
 
 149 
 
 90 
 
 
 
 239 
 44 
 
 V 13" 
 Good 
 
 143 
 
 59.8 
 325.0 
 2.58 
 8.01 
 9.15 
 
 10.45 
 11.7 
 6.54 
 808 
 10.6 
 16.71 
 
 55.1 
 Geary & Market 
 
 Sacramento 
 
 41.1 
 
 5th & Market 
 
 45 % High 
 
 M2 
 
 0.537 
 May 2. 1912 
 
 1.7 
 May 10. 1912 
 
 15 
 
 S-05'-17" 
 
 5-23'-37" 
 
 43" F. 
 
 * 
 
 2.254 
 19 
 62 
 62 
 50 
 
 12 
 
 
 
 
 
 62 
 
 36 
 
 2' 25" 
 Good 
 
 48 
 
 77.4 
 133.2 
 1.225 
 6.834 
 7.14 
 
 8.45 
 7.82 
 8.44 
 625 
 7.64 
 13.17 
 
 54.3 
 Ferry 
 
 Inicleside 
 
 1722 
 
 5-09'-55" 
 
 6-10'-55" 
 
 1' 55" L. 
 
 5' 25" L. 
 
 6.80 
 May 7. 1912 
 
 10.253 
 
 66 
 
 196 
 
 198 
 
 124 
 
 72 
 
 
 
 
 
 196 
 
 44 
 
 12' 6" 
 Good 
 
 141 
 
 72.0 
 320.5 
 3.38 
 10.254 
 10.17 
 
 12.71 
 11.3 
 6.44 
 820 
 10.97 
 20.0 
 
 33.0 
 
 Ferry 
 10% High 
 
 15% Lower 
 
 Qeary 
 (Cable) 
 
 13 
 5-05'-27" 
 5-38'-52" 
 
 * 
 
 795 
 27 
 67 
 61 
 67 
 
 
 
 
 
 67 
 39 
 
 4' 12" 
 Good 
 
 57 
 
 85.1 
 146.1 
 2.02 
 7.49 
 6.97 
 
 7.79 
 7.49 
 7.11 
 742 
 9.34 
 12.58 
 
 California 
 
 6 
 
 S-IO'-OO" 
 5-31 '-45" 
 
 * 
 * 
 
 2.8 
 24 
 89 
 95 
 78 
 
 11 
 
 
 
 
 
 89 
 
 34 
 
 2' 34" 
 Good 
 
 66 
 
 74.2 
 
 194.1 
 
 0.688 
 
 8.4 
 
 7.7 
 
 76 
 
 7 
 
 8 
 7 
 
 8.58 
 615 
 6.41 
 11.81 
 
 Jones and 
 Hyde 
 
 54 
 
 5-07 '-30" 
 5-26'-40" 
 
 * 
 « 
 
 2.07 
 21 
 87 
 80 
 62 
 
 25 
 
 
 
 
 
 87 
 
 24 
 
 4' 1" 
 Good 
 
 59 
 
 67 8 
 145 8 
 0.82 
 7.75 
 6.5 
 
 8 18 
 
 6.5 
 
 10.1 
 
 522 
 
 11.49 
 
 20 83 
 
 Union 
 
 5-12'-38" 
 5-45'-43" 
 
 « 
 « 
 
 2.64 
 May 7. 1912 
 
 0.537 
 Apr. 23, 1912 
 
 0.6 
 May 9. 1912 
 
 0.98 
 May 9. 1912 
 
 .804 
 
 36 
 
 111 
 
 112 
 
 64 
 
 47 
 
 
 
 
 
 111 
 
 28 
 
 5' 16" 
 Cloudy 
 
 83 
 
 74.7 
 296.3 
 1.386 
 7.36 
 6.91 
 
 8.2 
 8.8 
 9.47 
 557 
 8.79 
 15.9 
 
 52.6 24.6 39.6 36.5 
 
 Geary & Market Calif. & Market O'Farrell-Grant Ave Ferry 
 • » ♦ * 
 
 655 
 5-04'-58" 
 5-38'-13" 
 2" F 
 
 .008 
 
 32 
 
 143 
 
 155 
 
 68 
 
 75 
 
 
 
 
 
 143 
 
 30 
 
 4' 23" 
 Good 
 
 89 
 
 62.2 
 296.4 
 1.36 
 11.022 
 8.7 
 
 4 
 
 82 
 
 38 
 
 10 
 
 9 
 
 6 
 
 827 
 
 8.22 
 
 13.18 
 
 27.2 
 
 8th & Harrison 
 
 18% High 
 
 Eighteentli Eigtiteenth 
 
 651 
 
 5-09'-50" 
 
 5-38'-30" 
 
 10" F 
 
 30" L 
 
 .008 
 
 30 
 
 122 
 
 113 
 
 51 
 
 71 
 
 
 
 
 122 
 
 30 
 
 4' 26" 
 Good 
 
 79 
 
 64.7 
 263.0 
 
 1.42 
 11.022 
 
 8.58 
 
 12.32 
 
 9.9 
 
 5.99 
 
 881 
 
 8.86 
 
 15.42 
 
 Ninth and 
 Polk 
 
 1521 
 
 5-35'-05" 
 
 5-55'-0S" 
 
 55" F 
 
 .501 
 28 
 52 
 48 
 
 31 
 
 21 
 
 
 
 52 
 
 44 
 
 2' 46" 
 Good 
 
 32 
 
 61.5 
 
 72.8 
 866 
 7.648 
 7.38 
 
 8.69 
 7.38 
 
 11.2 
 471 
 5.93 
 
 13.73 
 
 1.77 
 May 8. 1912 
 
 28.4 34.5 
 
 8th & Harrison 9th and Brannan 
 5.5% High 
 
 50% Low 
 
 35 % Lower 2 1 % Lower 9% Lower 
 
 2 10 2.10 1.77 
 
 May 8. 1912 May 10. 1912 Apr. 22. 1912 
 
 Castro 
 Cable 
 
 1 
 5-24'-05" 
 5_32'_20" 
 
 1'5'F 
 
 * 
 
 0.893 
 
 7 
 
 81 
 
 81 
 
 1 
 
 80 
 
 
 
 81 
 
 36 
 
 1'22' 
 Moderate 
 
 81 
 
 100.0 
 
 225.0 
 0.54 
 6.123 
 6.7 
 
 7.8 
 
 6.7 
 
 7.83 
 
 675 
 
 11.7 
 
 19.4 
 
 60.4 
 
 18th and Castro 
 
 50% High 
 
 Average 
 
 0.0 
 At»r. 17. 1912 
 
 Sixth and 
 Sansome 
 
 616 
 
 5-04'-00" 
 
 S-32'-O0" 
 
 O.K. 
 
 * 
 
 2.858 
 32 
 59 
 58 
 55 
 
 4 
 
 
 
 
 
 59 
 
 29 
 
 V 39" (6) 
 Good 
 
 40 
 
 67.8 
 138.0 
 0.62 
 7.154 
 7.55 
 
 8.44 
 7.86 
 11.2 
 471 
 14.3 
 27.3 
 
 21.6 
 
 10% Low 
 S % Lower 
 
 Tenth and 
 Montgomery 
 
 0.46 
 June 19. 1912 
 
 (6) 4 minutes delay at Broadway. 
 
 619 
 S-20'-40" 
 5-43'-00" 
 40" 
 
 « 
 
 2.791 
 30 
 44 
 44 
 36 
 
 6 
 
 
 
 2 
 
 44 
 
 29 
 
 4' 22" 
 Good 
 
 25 
 
 56.8 
 
 86.0 
 
 1.1 
 
 7.28 
 
 7.5 
 
 8.65 
 8.9 
 
 10.8 
 491 
 8.7 
 
 22.0 
 
 39.4 
 
 Tenth and 
 Montgomery 
 
 Howard 
 
 619 
 4-56'-30" 
 S-18'-50" 
 30" 
 
 * 
 
 2.791 
 25 
 17 
 17 
 
 8 
 
 8 
 
 
 
 
 
 17 
 
 29 
 
 3' 15" 
 Good 
 
 8 
 47.0 
 27.6 
 0.7 
 7.28 
 7.5 
 
 8.82 
 8.8 
 8.96 
 589 
 7.8 
 14.6 
 
 25. J 
 
 1741 
 
 S_00'-05" 
 
 5-32' -00" 
 
 Approx. 10* 
 
 8' 24" (c) 
 Good 
 
 91 
 
 71.6 
 206.7 
 1.99 
 8.796 
 8.07 
 
 10.97 
 8.73 
 9.12 
 580 
 12.6 
 24.7 
 
 45.3 
 
 San Bruno 
 
 744 
 
 4-57'-O0" 
 
 S-34'-29" 
 
 
 
 * 
 
 5.31 
 
 49 
 
 171 
 
 169 
 
 69 
 
 63 
 
 1 
 
 171 
 44 
 
 5' ii" 
 Good 
 
 128 
 74.8 
 
 290.5 
 2.35 
 8.382 
 8.5 
 
 9.98 
 8.81 
 9.2 
 573 
 6.8 
 14.7 
 
 44.2 
 
 6 45 2.73 1.65 
 
 July 9. 1912 July 9. 1912 July. 10 1912 July 11. 1912 
 
 (c) 2'20" delay at Stewart account construction work. 
 
TABLE 26— RECOMMENDED RUSH-HOUR ROUTING 
 AND SERVICE DISTRIBUTION 
 
 UNITED RAILROADS LINES 
 
 Table 26 
 
 Route 
 
 Sutter and 
 California. 
 
 Sutter and 
 Clement. 
 
 Sutter-Presidio. 
 Eddy-Hayes. 
 Eddy-Richmond. 
 McAllister. 
 
 Hayes. 
 
 Hayes-Sunset. 
 
 Haight. 
 Haight-Ocean. 
 
 Market. 
 
 Valencia. 
 
 Sunnyside. 
 
 24th and Mission. 
 
 Ingleside. 
 Cemeteries. 
 
 Routing — Outbound Trips 
 
 Ferry via Market, Sutter, Presidio, California, 33rd 
 
 Avenue to Beach 5 
 
 Ferry via Market, Sutter, Presidio, California to 33rd 
 
 Avenue ••• • 5 
 
 Sansome-Bush-Montgomery loop via Sutter, Presidio, 
 
 California to 33rd Avenue 5 
 
 Ferry via Market, Sutter, Presidio, CaHfornia, Parker, 
 
 Clement to Beach 10 
 
 Sansome-Bush-Montgomery loop via Sutter, Presidio, 
 
 CaHfornia, Parker, Clement to 33rd 8 
 
 Sansome-Bush-Montgomery loop via Sutter, Presidio 
 
 to Jackson 6 
 
 Eddy and Market via Eddy, Divisadero, Hayes, 
 Stanyan to Fulton 10 
 
 Eddy and Market via Eddy, Divisadero, McAllister, 
 Fulton, 8th Avenue to Clement 12 
 
 Ferry via Market, McAllister, Fulton to Beach 6 
 
 Ferry via Market, McAllister, Fulton to 13th Av 4 
 
 Ferry via Market, McAllister, Fulton to car barns.. 10 
 
 Ferry via Market, Hayes, Fillmore. Oak and Page, 
 Masonic, Frederick, Clayton, Cole, Stanyan, Par- 
 nassus, 9th Avenue to Pacheco 10 
 
 Ferry via Market. Hayes, Fillmore, Oak and Page, 
 Masonic, Frederick, Oayton, Cole to Stanyan 5 
 
 5th and Market via 5th, Mission, 10th, Hayes, Fillmore, 
 Page and Oak, Stanyan, Lincoln Way, 20th Avenue 
 to Boulevard 4 
 
 5th and Market via 5th, Mission, 10th, Hayes, Fillmore, 
 Page and Oak, Stanyan. Lincoln Way to 20th Avenue 8 
 
 Ferry via Market, Haight to Stanyan 25 
 
 1st and Market via 1st, Mission, 12th, Market, Haight, 
 Stanyan, Lincoln Way to Beach 10 
 
 1st and Market via 1st. Mission. 12th, Market, Haight, 
 Stanyan, Lincoln Way to 20th Avenue 6 
 
 Ferry via Market, Castro, 18th to Danvers 12 
 
 Ferry via Market, Castro to 18th 20 
 
 Ferry via Market, Valencia, Mission, 29th to Noe 26 
 
 Ferry via Market, Valencia to Mission ■. 9 
 
 lst-Folsom-2nd loop via Mission. 14th, Guerrero, 30th, 
 Chenery, Diamond, Sunnyside to Genesee 7 
 
 lst-Folsom-2nd loop via Mission, 14th, Guerrero, 30th, 
 Chenery, Diamond to Bosworth 5 
 
 Ferry via Mission, 22nd, Dolores and Chattanooga, 
 24th to Hoffman ; 14 
 
 1st and Market via Mission, 22nd. Dolores and Chat- 
 tanooga, 24th to Hoffman 14 
 
 Ferry via Mission, Onondaga, Ocean, Boulevard to 
 
 Beach 6 
 
 Ferry via Mission. Onondaga, Ocean to Boulevard. ... 2 
 
 Ferry via Mission to Cemeteries 6 
 
 ! 
 
 i * 
 
Table 26 
 (Cont'd) 
 
 tUt 
 
 iMf 
 
 I'll ' 
 
 
 If' 
 
 TABLE 26-RECOM MENDED RUSH-HOUR ROUTING 
 AND SERVICE DISTRIBUTION 
 
 CONTINUED 
 
 Route Routing — Outbound Trips 
 
 Kearny-Beach. From depot via Townsend, 3rd, Kearny, Broadway, 
 
 Stockton, Union, and Powell to Jefferson 15 
 
 Kearny- Broadway via Kearny, 3rd, Berry, 4th, Kentucky, Rail- 
 Broadway, road Avenue to 32nd Avenue So 93^4 
 
 Kentucky. Ferry via East, Broadway, Kearny, 3rd, Berry, Ken- 
 tucky, Railroad Avenue to County Line 6 
 
 Ferry via East, Broadway, Kearny, 3rd, Berry, Ken- 
 tuckv. Railroad Avenue to 32nd Ave. So Ij^ 
 
 Mission- 5th and Market via 5th, Howard, 14th, Mission to Daly 
 Daly City. City 9 
 
 Mission. 2nd and Market via 2nd, Mission to Onondaga 11 
 
 9th and Polk. Brannan via 9th, Larkin, Post, Polk to Lombard 18 
 
 Ellis-Richmond. Mail Dock via Townsend, 4th, Ellis, Hyde, O'Farrell, 
 
 Divisadero, Sacramento, 6th Avenue to Fulton,... 7 
 Depot via Townsend, 4th, EUis, Hyde, O'Farrell, 
 Divisadero, Sacramento, 6th Avenue to Fulton 14 
 
 Ellis-Fillmore- Market and Ellis via Ellis, Hyde, O'Farrell, Fillmore, 
 Jackson. Jackson to Presidio 10 
 
 Fillmore and 16th. 23rd and Kentucky via Kentucky, 18th, Connecticut, 
 
 17th, Kansas, 16th, Church, 13th, Fillmore to Broad- 
 way 16 
 
 Bryant and 16th via 16th, Church, 13th, Fillmore to 
 
 Broadway 10 
 
 Fillmore- Richland and Mission via Mission, Valencia, Gough, 
 
 Valencia. McAllister, Fillmore, Sacramento, Presidio to CaH- 
 
 fornia 8 
 
 Mission- Utah and 24th via 24th, Howard, 22nd, Mission, 16th, 
 
 Richmond. Church, 13th, Fillmore, Oak and Page, Divisadero, 
 
 Sacramento, 6th Avenue, Clement to 13th Avenue. . 10 
 
 San Bruno. 5th and Market via 5th, Bryant, Army, San Bruno 
 
 Road to Dwight 9j^ 
 
 Guerrero. Ferry via Mission, 14th, Guerrero, 30th, Chenery, 
 
 Diamond, San Jose Avenue to Daly City 8 
 
 Bosworth. Mission to Berkshire via Bosworth 4 
 
 Bryant. 2nd and Market via 2nd, Bryant and Brannan, 26th, 
 
 Mission, Cortland to Banks 10 
 
 2nd and Market via 2nd, Bryant and Brannan, 26th to 
 
 Mission 3 
 
 Divisadero Sacramento to Jackson via Divisadero 7j^ 
 
 Extension. 
 
 Eighteenth. 3rd and Harrison via Harrison, 14th, Guerrero, 18th, 
 
 Ashbury, Frederick, Clayton, Waller to Stanyan. . . 6 
 8th and Harrison via Harrison, 14th, Guerrero, 18th, 
 
 Ashbury, Frederick, Clayton, Waller to Stanyan... 6 
 Eighth and 8th and Market via 8th, Bryant, 16th, Kansas, 17th, 
 
 Eighteenth. Connecticut, 18th, Kentucky to 23rd Avenue So 10 
 
 Folsom. Ferry via Folsom, Precita and Army 13 
 
 Harrison. Ferry via East, Folsom, Steuart, Harrison, Stanley, 
 
 Bryant, 2nd, Brannan, 3rd, Townsend to Depot.. 11 
 
 Howard. Ferry via Howard, 24th to Utah 12 
 
 Table 26 
 (Cont'd) 
 and 27 
 
 ( 
 
 TABLE 26— RECOMMENDED RUSH-HOUR ROUTING 
 AND SERVICE DISTRIBUTION 
 
 CONTINUED 
 Route Routing — Outbound Trips 
 
 Tenth and Kearny- Washington-Montgomery loop via Post, Leav- 
 
 Montgomery. enworth, McAllister, Larkin, Fulton, Polk, 10th to 
 
 Bryant 10 
 
 Fillmore Hill. Broadway to Bay via Fillmore 12 
 
 San Mateo. 5th-Mission-6th loop via Howard, 26th, Mission to 
 
 San , Mateo (limited stop) 4 
 
 Sixth and Brannan via 6th, Taylor, Post, Kearny, Bush, Sansome 
 
 Sansome. to Chestnut 9 
 
 Visitacion. Railroad Avenue to Mission Street via private right- 
 of-way 4 
 
 Castro. 18th to 26th via Castro 17 
 
 Powell and Powell and Market via Powell, Jackson and Washing- 
 Jackson, ton to Steiner 18 
 
 Powell and Powell and Market via Powell, Jackson, Washington, 
 
 Mason. Mason, Columbus, Taylor to Bay 14 
 
 Sacramento. Ferry via Sacramento and Clay to Fillmore 15 
 
 Post-Polk- Kearny-Washington-Montgomery loop via Post, Polk, 
 
 Pacific. Pacific to Broderick 12 
 
 Mission-16th. Bryant via 16th, Mission to Richland (rush hour only) 10 
 
 TABLE 27— ADDITIONAL OUTBOUND RUSH HOUR 
 TRIPS REQUIRED FROM BUSINESS DISTRICTS.* 
 
 OPERATED TO PRESENT TERMINI. 
 
 Additional Period Round 
 
 Trips of Trip Car 
 
 Route. Required. Underservice.t Miles. Miles. 
 
 McAllister 5 1-2-3-4 9.558 47.790 
 
 Haight 7 1-2-3-4 7.882 55.174 
 
 Market 5 1-2-3 6.676 33.380 
 
 Valencia 9 1-2-3-4 9.112 82.008 
 
 Ninth and Polk 1 2-3 5.002 5.002 
 
 Sutter and California 2 2-4 10.750 21.500 
 
 Sutter and Clement 2 3-4 10980 21.960 
 
 Turk and Eddyt 
 
 Ellis and Ocean 2 3-4 9.990 19.980 
 
 Kentucky 2 3 13.150 26.300 
 
 Bryant 2 2-3 7.624 15.248 
 
 Folsom 1 2 8.024 8.024 
 
 Glen Park 3 1-2- 4 13.000 39.000 
 
 Twenty-fourth and Mission 7 1-2-3-4 9.600 67.200 
 
 Ingleside 3 1-2 20.506 61.518 
 
 Cemeteries 6 1-2-3-4 21.494 128.964 
 
 Mission 3 1-2-3 13.434 40.302 
 
 Guerrero 2 2-4 16.014 32.028 
 
 San Mateo 1 2 13.434 13.434 
 
 San Bruno 2 2-3 10.620 21.240 
 
 65 740.052 
 
 •Based upon comfortable capacity determined in Chapter S, reduced 10% on prepay- 
 ment cars to compensate for non-uniform loadini?. 
 
 tNumbers refer to the four 15-minute periods of the rush hour. 
 
 JExtra car now operated in first 15-minute period should be changed to second period. 
 
Table 28 
 
 I 
 
 TABLE 28. AVERAGE LENGTH OF RIDE 
 
 Average 
 
 Passenger 
 
 No. Route Ride 
 
 Electric Miles 
 
 12 Ingleside 3 .38 
 
 14 Cemeteries '.....'. 3 . 14 
 
 42 San Mateo 2.81 
 
 to Glen Park 2 .80 
 
 1 Sutter and California 2 . 45 
 
 18 Mission 2.38 
 
 A Geary (Municipal) to 10th Ave. and Fulton 2 . 37 
 
 25 San Bruno 2 . 35 
 
 26 Guerrero 2 . 30 
 
 11 24th and Mission 2.27 
 
 9 Valencia 2 .22 
 
 31 8th and 18th 2 . 10 
 
 4 Turk and Eddy 2 .09 
 
 2 . Sutter and Clement 2 .03 
 
 16 Kentucky 2 .02 
 
 23 Fillmore- Valencia *. 2 . 00 
 
 34 Bryant 2 . 00 
 
 35 Howard 1 99 
 
 5 McAllister 1 98 
 
 5 Market 1 .90 
 
 6 Hayes 1-86 
 
 24 Mission-Richmond 1-85 
 
 33 Folsom 1 . 79 
 
 8 Haight 1-77 
 
 21 Hayes-Ellis , 1 70 
 
 20 Ellis and Ocean 1 64 
 
 22 Fillmore and 16th 1-55 
 
 3 Sutter and Jackson • 1 . 50 
 
 30 18th 1-39 
 
 45 Union 1 39 
 
 37 10th and Montgomery ^ . 10 
 
 19 9th and Polk . 95 
 
 15 Kearny and Beach . 85 
 
 43 6th and Sansome 62 
 
 Weighted Average for All Electric Cars 1-87 
 
 Cable 
 
 49 
 54 
 
 51 
 50 
 53 
 47 
 48 
 
 Geary (Cable) 2 . 10 
 
 Sacramento 1.23 
 
 Powell and Jackson . 96 
 
 O'Farrell and Jones . 82 
 
 Powell and Mason 69 
 
 California 0.69 
 
 Castro . 54 
 
 Weighted Average for All Cable Cars 112 
 
 Average ride for entire city, 1.68 miles. 
 Average haul for S-cent fare. 2.4 miles. 
 
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Tables 
 30 and 31 
 
 111 
 
 III 
 
 TABLE 30.— COMPARATIVE DATA— HARBOR VIEW TUNNELS 
 
 TUNNEL 
 
 Between 
 
 South Portal 
 Length Grade (or West) 
 
 Feet % Approach Gross 
 
 Grade % Headroom 
 
 Feet 
 
 North Portal 
 (or East) 
 Approach Gross 
 
 Grade % Headroom 
 
 Feet 
 
 Maximum gradient encountered on 
 traffic route, and location 
 
 Divisadero, 82'6" wide Sacramento and Filbert 2950 
 
 ..;... Sacramento and Greenwich .... 3294 
 
 
 II 
 II 
 
 41 
 
 4( 
 
 l< 
 
 " Sacramento and Lombard . 
 
 " C^ifomia and Lombard. . 
 
 " Pine and Lombard 
 
 3638 
 3972 
 4332 
 
 2.37 6.8 36 at Clay 
 
 3. 95 6.8 40 at Clay 
 
 4.77 6.8 41 at Clay 
 
 3 . 83 5.5 28 at Sacramento 
 
 3.11 2.2 ♦24 at California 
 
 21.8 42 at Union 
 
 10.9 47 at Filbert 
 
 4.0 27 at Greenwich 
 
 4.0 27 at Greenwich 
 
 4.0 2 7 at Greenwich 
 
 '5.3 on Broderick, (California to Sacramento. 
 • 6 . 8 on Divisadero, California to Sacramento. 
 
 6.8 on Filbert, Divisadero to Scott. 
 '5.3 on Broderick, C^ifomia to Sacramento. 
 
 6.8 on Divisadero, CaliioTma. to Sacramento. 
 
 Same as above. 
 
 3.6 on Broderick, Pine to (California. 
 
 2 . 85 on Divisadero in tunnel. 
 
 Pierce, 68'9' 
 i< II 
 
 wide (California and Green. . 
 
 " Pine and Green 
 
 " (California and Union . 
 
 " Pine and Union 
 
 " (California and Vallejo. 
 
 2597 2.88 6.9 35 at Sacramento 5.3 
 
 2957 1.55 0.7 27 at (California 5.3 
 
 2941 3.52 6.9 36 at Sacramento 6.2 
 
 3301 2.44 0.7 *26 at (California 6.2 
 
 2253 1.6 6.9 33 at Sacramento 10.3 
 
 27 at Vallejo 
 27 at Vallejo 
 27 at Green 
 27 at Green 
 46 at Broadway 
 
 6.2 on Pierce, Union to Filbert. 
 
 Same as above. 
 
 Same as above and on Steiner, Pine to CaUfomia. 
 
 6.2 on Pierce, Union to Filbert. 
 
 11.1 on Steiner, Green to Union. 
 
 Steiner, 68'9" wide Pine and Union 
 
 " ** " C^ifomia and Union 
 
 3301 3.01 1.8 27 at California 4.2 
 
 2941 4.08 6.2 29 at Sacramento 4.2 
 
 27 at Green 
 27 at Green 
 
 4.2 on Steiner, Union to Filbert. 
 4.4 on Fillmore, Bush to Pine. 
 
 Fillmore, 68 '9" wide Sutter and Union 
 
 " Sutter and Filbert. . . 
 
 " ♦• •• Bush and Union 
 
 " Pine and Union 
 
 " " " California and Union . 
 
 " Bush and Filbert 
 
 3988 1.65 2.2 27 at Bush 8.4 
 
 4332 2.33 2.2 28 at Bush 3.6 
 
 3644 2.21 8.0 '23 at Pine 8.4 
 
 3301 2.62 6.4 27 at (California 8.4 
 
 2941 3 . 54 1 . 45 30 at Sacramento 8 . 4 
 
 3988 3.03 8.0 •23 at Pine 3.6 
 
 36 at Green 
 27 at Green 
 34 at Green 
 33 at Green 
 30 at Green 
 27 at Union 
 
 4.2 on Steiner, Union to Filbert. 
 
 2.5 on Steiner, Filbert to Greenwich. 
 
 4.2 on Steiner, Union to Filbert. 
 
 6.4 on PiUmore in tunnel, Pine to (California. 
 
 4.4 on Fillmore, Bu^ to Pine. 
 
 3.4 on Bush, Steiner to Fillmore. 
 
 Broadway, 82'6" wide Mason and Larkin 2337^ 0.99 3.6 
 
 40 
 
 5.3 
 
 84 
 
 6.3 on Broadway, Powell to Stockton. 
 
 NOTES — These tunnel grades are based upor a minimum gross headroom of 27 ft. (except as noted thus •), tunnel floor to street, and include dip at entrance. 
 Traffic routes given without regrades. 
 
 TABLE 31.— COMPARATIVE DATA— TWIN PEAKS TUNNELS 
 
 MINIMUM GROSS HEADRCX)M 20 FEET (STREET GRADE TO SUB-GRADE) 
 
 C( NOT USED) 
 
 MAIN GRADE 
 
 Index 
 Levels 
 
 Designation of 
 Tunnel Plans 
 
 Market St. 
 
 Between 
 
 Total 
 Length 
 Feet 
 
 Elev. of Elev. of 
 Out. End In. End 
 
 Diff. 
 Feet 
 
 Length 
 Feet 
 
 Grade 
 
 Main Grade Btweeen 
 
 A-(^ 
 
 A-B 
 
 A-Bo 
 
 A-B 
 
 A-Bo 
 
 High-Level . Not Extended Dewey Bvd. & C^astro 
 
 8,500 
 
 395 
 
 118 
 
 277 
 
 8.500 3.26 
 
 High-Level, 3A Ext. Straight 
 
 n 
 
 it 
 
 Curved 
 
 Dewey Bvd. & Eureka 
 " " Castro 
 " " Ord. 
 " " Castro 
 
 7,300 
 8,500 
 6,900 
 8,500 
 
 395 
 395 
 395 
 395 
 
 152 
 117 
 182 
 118 
 
 243 
 278 
 213 
 
 277 
 
 7,300 
 7,700 
 6,900 
 8,500 
 
 3.33 
 3.61 
 3.09 
 3.26 
 
 Dewey Bvd. & (Castro. 
 
 " ** Eureka. 
 
 " " Diamond. 
 
 " " Ord. 
 
 " " Castro. 
 
 (4 
 <l 
 41 
 44 
 
 Ao-B 
 Ao-Bo 
 Ao-B 
 Ao-Bo 
 
 Low-Level with 7th Ave. Ck)nnection, 5 Not Extended 
 
 " " " Ext. Straight 
 
 << <t 41 (< H It CA 44 '• 
 
 ..'.'.'. " Curved 
 5B.... " 
 
 44 
 
 (4 
 44 
 
 44 
 
 <4 
 
 44 
 
 44 
 
 T St. & Castro 
 " " •' Eureka 
 " " " Castro 
 
 Ord. 
 
 " " " Castro 
 
 11,740 
 10,540 
 11,740 
 10,140 
 11,740 
 
 365 
 365 
 365 
 365 
 365 
 
 118 
 152 
 117 
 182 
 118 
 
 247 
 213 
 248 
 183 
 247 
 
 8,500 
 7,300 
 7,700 
 6,900 
 8,500 
 
 2.91 
 2.92 
 3.22 
 2.65 
 2.91 
 
 41 
 44 
 
 44 
 44 
 
 d^tro. 
 
 Eureka. 
 
 Diamond. 
 
 Ord. 
 
 C^astro. 
 
 D-Co Low-Level without 7th Ave. Connection, 2 . . Not Extended 
 
 44 
 
 44 44 
 
 C^tro 
 
 11.700 
 
 335 
 
 124 
 
 211 
 
 10,900 
 
 1.94 T St. & Diamond. 
 
 4A..Ext. Straight 
 
 2... " 
 
 " Curved 
 
 44 
 
 44 <4 44 
 
 44 <4 44 
 
 44 (4 44 
 
 44 44 44 
 
 Eureka 
 C^tro 
 Ord. 
 (Dastro 
 
 10,500 
 11,700 
 10,100 
 11,700 
 
 335 
 335 
 335 
 335 
 
 152 
 117 
 182 
 162 
 
 183 
 218 
 153 
 173 
 
 10,500 
 10,900 
 10,100 
 10,100 
 
 1.74 
 2.0 
 1.52 
 1.71 
 
 44 44 
 
 44 44 
 
 44 <4 
 
 D-Co 
 
 44 44 44 
 
 (Castro 
 
 11,700 
 
 335 
 
 118 
 
 217 11,700 1.86 
 
 44 44 
 
 Eureka. 
 Diamond. 
 Ord. 
 Ord. 
 
 Ostro. 
 
 Plan No. 3. A-C. and Plan No. 4. Ar-C. impracticable by reason of dip in Eureka Valley. 
 
Table 32 
 
 TABLE 32— RECOMMENDED CHANGES IN SIDEWALK 
 
 WIDTHS 
 
 Additional to those listed in ordinance now in force. 
 
 Street 
 
 Post 
 
 Geary 
 
 O'Farrell 
 
 Powell 
 
 Kearny 
 
 Kearny 
 
 Taylor 
 
 Jones 
 
 Leavenworth 
 
 Montgomery 
 
 Montgomery 
 
 Second 
 
 Duboce Ave 
 
 Howard 
 
 Market St. Extension 
 California 
 
 IMMEDIATE REDUCTIONS 
 
 Street Sidewalk 
 Width From Present 
 
 68'9" Stockton to Leavenworth 15' 
 
 68'9" Powell to Presidio Ave 15' 
 
 68'9" Mason to Jones (cable line) ... 15' 
 
 68'0" Geary to Sutter (cable line).. 15' 
 
 75'0" Market to California 18' 
 
 75'0" California to Broadway 18' 
 
 68'9" Market to Post 15' 
 
 68'9" Market to Geary (cable line) . . 15' 
 
 68'9" Market to Ellis 15' 
 
 64'9" Market to California 15' 
 
 64'9" California to Columbus Ave... 15' 
 
 82'6" Market to Mission 19' 
 
 80'0" Church to Fillmore 19' 
 
 82'6" Ferry to Fifth Street 15' 
 
 90'0" Castro to Eureka 
 
 85'0" Divisadero to Maple 19'* 
 
 Street 
 
 Street Width 
 
 Columbus Ave 80'0" 
 
 Guerrero 82'6" 
 
 Stockton 66'9" 
 
 Stockton 66'9" 
 
 Broadway 82'6" 
 
 Fillmore 68'9" 
 
 Fillmore (b) 68'9" 
 
 Fillmore 68'9" 
 
 Fillmore (b) 68'9" 
 
 LATER REDUCTIONS 
 
 Sidewalk 
 From Present 
 
 Washington to Beach 19' 
 
 Fourteenth St. to Twentieth... 19' 
 
 Market to Sutter 15' 
 
 Sacramento to Union 15' 
 
 Embarcadero to Mason 19' 
 
 McAlHster to Sutter 15' 
 
 Geary to Sutter 15' 
 
 Sutter to Broadway 15' 
 
 Union to Bay 15' 
 
 Width 
 Proposed 
 
 11' 
 
 11' 
 
 12' 
 
 11 '6" 
 
 14' 
 
 12'6" 
 
 11' 
 
 12' 
 
 11' 
 
 U'x 
 
 11' 
 
 15' 
 
 15' 
 
 13'a 
 
 15' 
 
 15' 
 
 Width 
 Proposed 
 
 15' 
 
 15' 
 
 10'6" 
 
 IC 
 
 15' 
 
 11' 
 
 9' 
 11' 
 
 9' 
 
 NOTE — Many changes authorized by ordinance have not yet been carried out of 
 which Polk Street is a conspicuous example. 
 
 * One block, Presidio to Walnut Street, 15'. 
 
 X SuflFicient for one way operation, further reduction desirable. 
 
 a Sufficient clearance for two trucks abreast. 
 
 b Arcading of store fronts is essential at terminal portals. 
 
Table 33 
 
 TABLE 33. COMPARATIVE GENERAL BALANCE SHEET-MARCH 20, 1902 AND JUNE 30, 1912. 
 
 UNITED RAILROADS OF SAN FRANCISCO. 
 
 ASSETS 
 
 June 30, 1912 
 
 RAILROADS. PROPERTIES AND FRANCHISES .^ ^Ii'ulsi 96 
 
 ADDITIONS AND BETTERMENTS TO PROPERTY 11.131.^81. vo 
 
 MARKET STREET RAILWAY COMPANY 
 
 Five per cent Bonds in Treasury . ••••••••• 4 109.780. 46 
 
 MORTGAGE SINKING FUNDS INVESTED ....^. 4.iw./«u 
 
 FUND FOR IMPROVEMENTS AND BETTERMENTS 
 
 SINKING FUND FOUR PER CENT GOLD BONDS , 75 000 00 
 
 Reserved for future betterments, improvements and acquisitions 247 651 62 
 
 EQUITY IN EQUIPMENT UNDER TRUST • 300'00000 
 
 EQUIPMENT UNDER TRUST (Note Holders' Equity-see contra) 300.000. uu 
 
 INVESTMENTS IN BONDS AND STOCKS 153.299.17 
 
 Bonds '.'.'.'.'.'.'.'. ..\... .. 3,977 .40 
 
 FUN^D "for 'ACbuiREMEiNf OF OUTSTANDING ST OCKS .' ! ! ! ! ! ! ! ! .' ! ! ! ! i ! ! ^ " ! ^ ' ' ^ • ■ • • 16.954. 15 
 
 WORKING ASSETS 643.266.24 
 
 Material and Supplies 18,224. 27 
 
 Insurance paid in advance 50.00 
 
 Interest paid in advance 
 
 CURRENT ASSETS , . „ ^ 509,728.90 
 
 Cash on Deposit and in Hand 197.148 . 77 
 
 Bills Receivable 83.003 . 75 
 
 Accounts Receivable 
 
 Tirey L. Ford, General Counsel 
 
 Change and Bail Fund . . • 
 
 Subscriptions to Common Capital Stock . . • • • 5 593 02 
 
 UNADJUSTED ACCOUNTS (Sundry Items in Suspense) ; 
 
 $88,637,887.44 
 
 Total 
 
 LIABILITIES 
 
 • e lyv) 000 00 
 
 CAPITAL STOCK, FIRST PREFERRED ^oioooioooioo 
 
 CAPITAL STOCK, PREFERRED ;;;; 17.948,600.00 
 
 CAPITAL STOCK, COMMON 25,409,000.00 
 
 SINKING FUND 4% GOLD BONDS 14591.000. 00 
 
 UNDERLYING BONDS ASSUMED 30O.OOO.OO 
 
 EQUIPMENT TRUST NOTES. 1.000,000.00 
 
 5% PROMISSORY GOLD NOTES 1.229.000.00 
 
 CONSTITUE^NT^a?MPAN^^^^ LIABILITY TO " bUTSTANblNG- STOCK ' OF MARKET 
 
 STREET. SUTTER AND SUTRO COMPANIES lo.va^.io 
 
 CURRENT LIABILITIES 536.993.94 
 
 Bills Payable 666,847 . 48 
 
 Accounts Payable 150,200.94 
 
 Pav Rolls 4.106.65 
 
 Unclaimed Wages : Vt' •,■.•• j 27.975.00 
 
 Interest on Bonds. Due and Unclaimed 108.000.00 
 
 Interest on Bonds. July 1st 
 
 Employees' Hospital Fund 
 
 ACCRUED NOT DUE 427,023.31 
 
 Interest on Bonds 750.00 
 
 Interest on Equipment Notes 20,833 . 34 
 
 Interest on Promissory Gold Notes 30.725 .00 
 
 Interest on Income Notes 3,219 .96 
 
 Interest on Bills Payable 166.992 .54 
 
 Taxes .'.■.'.'.'.'.'.*.'.'.'.".'.'.'.".'." ' • 152.495.58 
 
 DEPOSITS RE^CEIVeD AND UNREDEEMEI) TICKETS ^qqqq qO 
 
 Advertising Contract Deposit 9.772 . 75 
 
 Employees' Deposits " 5.834. 24 
 
 Unredeemed Tickets 
 
 RESERVES ^ ^ 157.763.88 
 
 For Mortgage Sinking Funds. '.'.'.'.'.. 
 
 For Insurance 
 
 For Depreciation and Renewal* " 623.798.68 
 
 Profit and Loss Surplus . 
 
 $88,637,887.44 
 
 Total 
 
 March 20, 1902 
 
 $71,748,043.27 
 
 1,500,000.00 
 
 653.642.50 
 
 1.600,000.00 
 
 5.409,000.00 
 
 Increase 
 
 $11,131,281.96 
 3,456,137.96 
 
 247,651.62 
 300,000.00 
 
 153,299. 1» 
 3,977.40 
 
 Decrease 
 
 $606,215.54 
 
 1,500.000.00 
 1,600,000.00 
 5,334,000.00 
 
 401,856.85 
 
 
 .J5*,yuz. /w 
 
 283,384.96 
 
 359,881.28 
 
 
 1,266.07 
 
 16,958.20 
 
 
 50.00 
 
 
 
 476,254.53 
 
 33,474.37 
 
 
 12,750.00 
 
 184,398.77 
 
 
 22,378.97 
 
 2,064.34 
 
 150.00 
 
 60.624.78 
 
 2.064.34 
 150.00 
 
 900.00 
 
 6.693.02 
 $15,954,378.53 
 
 900.00 
 
 $82,111,741.49 
 
 $9,428,232.58 
 
 
 $5,000,000.00 
 
 
 $20,000,000.00 
 20,000,C00.00 
 
 
 $2,051,400.00 
 
 25.409.000.00 
 
 
 
 14.591.000.00 
 
 300,000.00 
 1,000.000.00 
 1.229.000.00 
 
 
 401.856.85 
 
 
 384.902.70 
 
 50.000.00 
 
 486,993.94 
 
 
 155.185.65 
 
 511,661.83 
 
 
 71.495.27 
 
 78.705.67 
 
 
 1.209.80 
 40,935.00 
 
 2.896.85 
 108,000.00 
 
 12.960.00 
 
 2.982.82 
 
 
 2.982.82 
 
 139.445.57 
 
 287.577.74 
 
 750.00 
 
 20.833.34 
 
 30.725.00 
 
 
 131.95 
 
 3.088.01 
 
 
 52,486.58 
 
 114.505.96 
 
 
 48,290.32 
 
 104.205.26 
 50,000.00 
 
 
 42.342.00 
 
 
 32.569.25 
 
 1.213.85 
 
 4.620.39 
 
 
 671.963.62 
 
 148.076.88 
 
 12.281.94 
 
 
 514.199.74 
 
 148.076.88 
 
 12.281.94 
 
 271,843.39 
 
 351.955.29 
 
 
 $82,111,741.49 
 
 $9,685,519.28 $3,159,373.33 
 
 Authority — United Railroads Balance Sheets. 
 
1^ 
 
 {f > 
 
 r > 
 
 i^m 
 
 c 
 
 r 
 
 i 
 
 1 
 
 ,1 
 
 . 1 
 
 TABLE 34. 
 AUTHORIZED AND OUTSTANDING SECURITIES 
 
 UNITED RAILROADS (AS OF JUNE 30. 1912) 
 
 SS.000.000.00 
 
 FIRST PREFERRED STOCK 
 Authorized 
 
 Outstanding. 
 
 PREFERRED STOCK 
 Authorized 
 
 Outstanding 
 
 COMMON STOCK 
 
 Authorized 
 
 Reduced (1908). 
 In Treasury 
 
 e 1.200.000. 00 
 851.400.00 
 
 Unissued. 
 
 TOTAL STOCK OUTSTANDING. 
 
 $20,000,000.00 
 
 $20,000,000.00 
 
 2.051.400.00 
 
 $5,000,000.0 
 
 $20,000,000.00 
 
 $17,948,600 00 
 $42,948,600.00 
 
 MORTGAGE BONDS— U. R. R. 4 PER CENT 
 
 Authorized $35,275,000.00 
 
 Reserve for Underlying Securities $9,866,000.00 
 
 In Treasury from Issue of $5,409,000. 
 
 for Additions and Betterments.. 75.000.00 
 
 Unissued. 
 
 Outstandinf? 
 
 UNDERLYING BONDS— Total All Sub- 
 sidary Companies 
 Authorized $25.4.S0,000.00 
 
 Outstanding. 
 
 9.941.000.00 
 $25,334,000 00 
 
 14.591.000.00 
 
 TOTAL BONDS OUTSTANDING 
 
 GOLD NOTES— 5 PER CENT 
 
 Authorized $1,000,000.00 
 
 $39,925,000.00 
 
 Outstanding 
 
 INCOME NOTES— 6 PER CENT 
 Authorized 
 
 Outstanding 
 
 EQUIPMENT NOTES 
 Authorized 
 
 $1,229,000.00 
 
 $400,000.00 
 
 Outstanding 
 
 TOTAL OTHER DEBT. 
 TOTAL 
 
 $1,000,000.00 
 
 $1,229,000 00 
 
 $300,000.00 
 
 $2,529,000.00 
 $85,402,600.00 
 
 RECONCILIATION WITH CAPITAL INVESTMENT SCHEDULE 
 
 Net Capital Investment 
 
 Bonds and Sinking Fund Investment. 
 
 $80,835,542.97 
 4.267.057.03 
 
 Equipment Trust 
 
 Authority — United Railroads Balance Sheet. 
 
 $85,102,600.00 
 300.000.00 
 
 $85,402,600.00 
 
 TaUe 34 
 
 
Table 35 
 
 PQ 
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 Tablet 
 36 and 37 
 
 TABLE 36— CAPITAL INVESTMENT 
 
 UNITED RAILROADS (AS OF JUNE 30, 1912) 
 
 CAPITAL STOCK 
 
 First Preferred % 5,000,000.00 
 
 Preferred 20,000,000.00 
 
 Common (less $851,400 in Treasury). 17,948,600.00 
 
 Total Stock 
 
 FUNDED DEBT $40,000,000.00 
 
 GOLD NOTES, 5% 1,000,000.00 
 
 INCOME NOTES, 6% 1,229,000.00 
 
 Total Gross Debt $42,229,000.00 
 
 LESS 
 
 BONDS IN TREASURY $75,000.00 
 
 MORTGAGE SINKING FUND 
 
 INVESTMENTS 4.109.780.46 
 
 BOND AND STOCK INVESTMENT 157,276.57 
 
 $42,948,600. OC 
 
 $4,342,057.03 
 
 NET CAPITAL INVESTMENT, 1912 
 
 Investment per mile track owned. . 
 
 NET CAPITAL INVESTMENT, 1902 
 
 Investment per mile track owned . . 
 
 Authority — United Railroads Balance Sheets. 
 
 $37,886,942.97 
 
 $80,835,542.97 
 
 320,800.00 
 
 72.437,357.00 
 
 308,500.00 
 
 TABLE 37— SUMMARY OF BOND DISCOUNTS AND 
 
 PREMIUMS 
 
 UNITED RAILROADS OF SAN FRANCISCO 
 
 U. R. R. 4 per cent issued to acquire stock of underlining companies, 1902. 
 
 Bonds issued $20,000,000.00 
 
 Discount '^9^^. 
 
 U. R. R. 4 per cent sold for "Betterments, Improvements, Acquisitions." 
 
 Bonds sold, 1906-1909 $5,334,000.00 
 
 Discount 1,420,890.89 
 
 Average rate 26 . 64^ 
 
 DETAIL OF DISCOUNTS 
 
 1906 $236,888 . 88 
 
 1907 476,807.17 
 
 1908 329,954.90 
 
 1909 377,239.94 
 
 $1,420,890.89 
 
 UNDERLYING COMPANIES 
 
 Market Street Railway 5 per cent 
 
 Bonds Sold, 1906-1907 $1,500,000.00 
 
 Premiums 100,941 . 23 
 
 Average Rate 6 . 729fc 
 
 DETAIL OF PREMIUMS 
 
 1906 $27,775.99 
 
 1907 73,165.24 
 
 ^y 
 
 $100,941.23 
 
 Authority — Data furnished by United Railroads. 
 
Table 38 
 
 
 ■ H 
 
 P 
 
 o 
 
 C/D 
 
 O 
 
 H 
 
 < 
 
 T 
 
 00 
 
 PQ 
 
 74 O «^ 
 
 3 '-I'-ifs 
 
 
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 Table 39 
 
 TABLE 39.— BETTERMENT ACCOUNT 1902-1912 
 
 UNITED RAILROADS 
 
 ADDITIONS AND BETTERMENTS TO PROPERTY 
 (MINOR CREDITS DEDUCTED) 
 
 <: 
 
 o 
 o 
 
 >^ 
 < 
 
 •-! c <« C 
 
 HO.S55 
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 CO 
 
 ? 
 
 cd 
 
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 •s 
 
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 •o 
 
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 9 
 < 
 
 1902. 
 1903. 
 1904. 
 1905. 
 1906. 
 1907. 
 1908. 
 1909. 
 1910. 
 1911. 
 1912. 
 
 1^1,125,516.13 
 
 1,431,225.81 
 
 522,335.75 
 
 724,633.42 
 
 2,823,615.81 
 
 3,483,924.29 
 
 833,809.93 
 
 824,008.01 
 
 196,322.86 
 
 237,970.85 
 
 71,473.59 
 
 CREDITS 
 
 North Beach Power Station $420,000.00 
 
 North Beach Power Station Loss. . 503,569.63 
 
 Turk and Fillmore Sub-Station Equipment 1 15,610 . 40 
 
 Geneva Sub-Station Equipment 37,660.54 
 
 Millbrae Sub-Station Equipment. . . 18,833.63 
 
 Sundries 47,880.29 
 
 Net, June 30, 1912, including bond discounts. 
 
 BOND DISCOUNTS 
 
 1906 $236,888.88 
 
 1907 476,807.17 
 
 1908 329,954.90 
 
 1909 377,239.94 
 
 Plus Premium ! . . . . 
 
 Total Net 
 
 Authority— Data furnished by United Railroads. 
 
 $12,274,836.45 
 
 1,143,554.49 
 $11,131,281.99 
 
 1,420,890.89 
 
 ;9,710,391.07 
 100,941.23 
 
 9,811,332.30 
 
Table 40 
 
 TABLE 40.— DIVIDENDS 
 
 UNITED RAILROADS 
 
 FIRST PREFERRED 
 
 Date Paid R»te 9fc ^^'"^""^^ 
 
 Tulv 15 1908 3.5 $175,000 
 
 fcb IS 1909 3.5 175.000 
 
 Tulv 5' 1909" ■;:::. .. 3.5 175.000 
 
 ivh 15 1910 3.5 175.000 
 
 •?ji^; 5' 910 :::.... 3.5 m.ooo 
 
 Feb IS 1911 3.5 175,000 
 
 Myi5;i9n:;::::::: 3.5 175.000 
 
 PREFERRED 
 
 Dec 1902 1-2 240.000 
 
 Pane' 1903 1-2 240.000 
 
 te IW 1-2 240.000 
 
 i;!?e 904 1-5 300.000 
 
 te' 904 : 1-5 300.000 
 
 V^^- lont 1.8 360.000 
 
 J?"^' \l^^l 2 5 400.000 
 
 Dec- \l^r,l 3 6 720.000 
 
 Mar. 1906 ^-^ 400 000 
 
 Dec, 1906 2.0 w\J,^w 
 
 COMMON 
 
 Mar. 1906 ^-^ 300,000 
 
 TOTAL DIVIDENDS 
 
 Authority— Data furnished by United Railroads. 
 
 Totals 
 
 r 
 
 $1,225,000 
 
 3,200.000 
 
 300,000 
 $4,725,000 
 
 I I ^ 
 
TaUe 41 
 
 TABLE 41.— ANALYSIS OF INCOME ACCOUNT WITH DISTRIBUTION IN PER CENT OF INCOME— UNITED RAILROADS 
 
 Year Ending December 3Ut, 
 
 1900 
 
 1901 
 
 1903 
 
 1903 
 
 Total Receipts ; • • a' ' ' ■; ^'Hj'JH'^ 
 
 Gross Earnings from Operation 'iri'icirQ? 
 
 Passenger Receipts *'^5l'lio S? 
 
 Other Income 26,669.82 
 
 OPERATING EXPENSES 
 
 Total Maintenance tfvsJ^o? 
 
 Total of Way and Structtires J^'^r?o 
 
 Track and Roadway only l^'9Xe o^ 
 
 Total Equipment 359,575.86 
 
 Revenue Equipment only 
 
 Transportation Expenses *'I2}'?S2|f 
 
 Operation of Power Plants Si'5?2 qt 
 
 Operation of Cars }'n??'XI??i 
 
 Platform Expenses (wages) i,u/o,uo^ . z* 
 
 General and Miscellaneous Expenses ^ao'5t^' ^ 
 
 Injuries and Damages «< oii *^ 
 
 Legal Expenses 16.961.12 
 
 Total Operating Expenses ^'Hi'y^ SI 
 
 Taxes • • • » 7ao arSa? 
 
 Operating Expenses and Taxes z,/oy,ow».oo 
 
 Renewals and Depreciation 
 
 Total Operating Accounts ? oJ? o?Jac 
 
 Gross Corporate Income i.vw.yw.oi 
 
 DEDUCTIONS FROM INCOME 
 
 Miscellaneous Deductions. Interest on Floating Debt and Rent- 
 
 als and Leases 7j?'oS S 
 
 Interest on Bonded Debt, Notes, etc /zj.zuu.ui; 
 
 Net Corporate Income *'^19*^"^ 
 
 Sinking Funds ■•-■•:•■' y :: j - -^ , ttt'l^lk 
 
 Surplus or Deficit (Dividends not deducted) l.l20 ..>0».4O 
 
 100.00 
 
 99.43 
 
 98.80 
 
 0.57 
 
 100.00 
 25.96 
 22.46 
 74.04 
 
 100.00 
 23.66 
 76.34 
 63.25 
 
 100.00 
 
 16.62 
 
 7.18 
 
 % 
 100.00 
 
 10.30 
 2.67 
 
 7.63 
 
 36.10 
 8.53 
 
 22.83 
 
 5.01 
 0.83 
 
 51.41 
 
 7.35 
 
 58.76 
 
 58.76 
 41.24 
 
 0.22 
 15.34 
 
 25.68 
 
 1.78 
 
 23.90 
 
 $5,146,076.60 
 
 5.118,663.18 
 
 5,089.776.23 
 
 27,413.42 
 
 560,416.05 
 142,652.03 
 123,808.58 
 417,764.02 
 
 1,826,481.36 
 
 424,989.05 
 
 1,401.492.31 
 
 1,172,706.62 
 
 304.650.72 
 82,899.71 
 43,603.05 
 
 2,691,548.13 
 
 362,904.70 
 
 3,054,452.83 
 
 3,054,452.83 
 2,091.623.77 
 
 8.797.16 
 723.200.00 
 
 1.359.626.61 
 
 84.000.00 
 
 1.275.626.61 
 
 % 
 
 100.00 
 
 99.47 
 
 98.95 
 
 0.53 
 
 100.00 
 25.47 
 22.10 
 74.53 
 
 100.00 
 23.28 
 76.72 
 64.20 
 
 100.00 
 27.22 
 14.32 
 
 % 
 100.00 
 
 10.89 
 2.77 
 
 8.13 
 
 35.49 
 8.36 
 
 33.80 
 
 5.93 
 1.61 
 
 53.30 
 
 7.05 
 
 59.35 
 
 59.35 
 40.65 
 
 0.17 
 14.05 
 
 36.43 
 
 1.63 
 
 34.80 
 
 $5,564,923. 
 5.538,918 
 5,489,622 
 26.005 
 
 77 
 61 
 15 
 16 
 
 647.966.89 
 356.756.69 
 187.292.96 
 291.210.20 
 149.820.24 
 
 1.857.493.00 
 
 413,590.88 
 
 1,443,902.12 
 
 1,245,347.17 
 
 365.331.37 
 
 136.448.83 
 
 20,740.40 
 
 2,870,791.26 
 
 403,337.45 
 
 3,274,128.71 
 
 3,274,128.71 
 2,290.795.06 
 
 2.114.32 
 1.324.049.88 
 
 964.630.86 
 
 95.710.01 
 
 868.920.85 
 
 100.00 
 
 99.53 
 
 98.70 
 
 0.47 
 
 100.00 
 55.00 
 28.90 
 45.00 
 23.12 
 
 100.00 
 22.27 
 77.73 
 67.05 
 
 100.00 
 
 37.32 
 
 5.68 
 
 loo" 
 
 00 
 
 11.65 
 6.43 
 
 5.33 
 
 33.38 
 7.43 
 
 33.38 
 
 6.56 
 3.45 
 
 51.59 
 7.34 
 
 58.83 
 
 58.83 
 41.17 
 
 0.04 
 33.79 
 
 17.33 
 
 1.73 
 
 15.61 
 
 $6,267,972.97 
 
 6.243.218.97 
 
 6.189.898.01 
 
 24.754.00 
 
 693.768.24 
 354.153.45 
 158.286.93 
 339.614.79 
 283,076.30 
 
 2,089,700.56 
 
 430,271.75 
 
 1,659.428.81 
 
 1,411,916.94 
 
 470.847.79 
 
 150.028.95 
 
 29.620.10 
 
 3,254.316.59 
 409.200.00 
 
 3.663.516.59 
 144.818.47 
 
 3.808.335.06 
 2.459,637.91 
 
 12,388.09 
 1,524,050.10 
 
 923,199.72 
 123.999.67 
 799,200.05 
 
 100.00 
 
 99.60 
 
 98.75 
 
 0.40 
 
 100.00 
 51.00 
 32.66 
 49.00 
 40.80 
 
 100.00 
 20.60 
 79.40 
 67.50 
 
 100.00 
 
 31.86 
 
 6.29 
 
 1904 
 
 1905 
 
 loo" 
 
 00 
 
 11.06 
 5 64 
 
 5.43 
 
 33.33 
 6.86 
 
 23.53 
 
 7.51 
 3.39 
 
 51.90 
 6.53 
 
 58.43 
 3.33 
 
 60.75 
 39.35 
 
 0.30 
 34.33 
 
 14.73 
 
 1.98 
 
 13.75 
 
 $6,683,300.59 100.00 
 
 6,652,630.27 99.54 
 
 6,591,842.85 98.60 
 
 30.670.32 0.46 
 
 827,060.97 100.00 
 
 382,611.94 46.35 
 
 171,738.34 20.76 
 
 444,449.03 53.75 
 
 360,325.11 43.58 
 
 2,092,722.81 100.00 
 
 396,188.73 18.93 
 
 1,696,534.08 81.07 
 
 1,418.886.49 67.75 
 
 379.954.63 100.00 
 
 132.710.28 34.90 
 
 42.672.74 11.33 
 
 3.299.738.41 
 
 376.700.00 
 3.676.438.41 
 
 410.692.16(c) 
 
 4.087.130.57 
 2.596.170.02 
 
 71.710.20(6) 
 1.524.050.00 
 
 1.000.409.82 
 257.052.59 
 743.357.23 
 
 % 
 100.00 
 
 12.38 
 5.73 
 
 6.65 
 
 31.30 
 5.93 
 
 31.34 
 
 5.68 
 1.99 
 
 49.36 
 5.64 
 
 55.00 
 6.14 
 
 61.14 
 
 38.86 
 
 1.07 
 
 33.83 
 
 14.97 
 
 3.85 
 
 11.13 
 
 $7,102,528.06 
 
 7.066.891.94 
 
 7.000.343.39 
 
 35.636.12 
 
 813.799.70 
 473.058.99 
 243.897.72 
 340.740.71 
 282.154.49 
 
 2.029.676.75 
 
 361.460.95 
 
 1.668.215.80 
 
 1.380.810.51 
 
 385.464.61 
 
 132.713.55 
 
 62.398.98 
 
 3.228.941.06 
 388.879.91 
 
 3.617.820.97 
 353.344.60 
 
 3.971.165.57 
 3.131,362.49 
 
 7.838.89 
 1.524.050.00 
 
 1.599.473.60 
 
 265.337.84 
 
 1.334.135.76 
 
 % 
 
 100.00 
 
 99.50 
 
 98.60 
 
 0.50 
 
 100.00 
 58.13 
 29.95 
 41.87 
 34.68 
 
 100.00 
 17.83 
 83.18 
 68.00 
 
 100.00 
 34.42 
 16 18 
 
 % 
 100. < 
 
 11.45 
 6.M 
 
 4.80 
 
 38.57 
 5.09 
 
 19.45 
 
 5.43 
 
 1 87 
 
 45.45 
 5.48 
 
 50 93 
 4.98 
 
 55.91 
 44.09 
 
 Oil 
 31 4« 
 
 32.53 
 
 3 74 
 
 18.78 
 
 Year Ending December 31st, 1900 1907 
 
 . * -. . ^ ■ •"> 
 
 WPrPTPTS % % % % 
 
 Total Receipts $5,982,597.66 100.00 100.00 $4,765,119.51 100.00 100.00 
 
 Gross Earnings from Operation 5.955.786.32 99.55 4.745.116.44 99.58 
 
 Passenger Receipts 5.905.303.24 98.71 4.706.019.44 98.76 
 
 oth^rfncome... 26.811.34 0.45 20.003.07 0.43 
 
 °^^T^MSnf<^S^.^^ 655.035.18 100.00 10.95 1.068.817.66 100.00 33.43 
 
 Total of Way and Structures 333.182.51 50.85 5.57 271.515.10 35.40 5.70 
 
 Track and Roadway only 233.349.12 35.65 175.669.42 16.44 
 
 Total Equipment 321.852.67 49.15 5.38 797.302.56 74.60 16.73 
 
 Revenue Equipment only 266.267.62 40.65 680.142.63 63.60 
 
 Transportation Expenses 1.704.443.77 100.00 38.48 1.872.601.49(c) 100.00 39.30 
 
 OWSion of Power Plants 369.750.04 31.70 6.18 481.141.07 10.10 
 
 oSSation of Cars 1.334.693.73 78.30 1.392.152.92 
 
 ^^latform Expenses (wages) 1.069.877.78 63.35 17.88 1.010.857.13 54.00 31.31 
 
 General and Miscellaneous Expenses 359.748.28 100.00 6.01 ^98.180. 31 100.00 10.45 
 
 Injuries and Damages 139.220.76 38.68 3.33 206.819.62 41.50 4.34 
 
 L««al Expenses 25.621.91 7.13 25.154.36 5.05 
 
 Total Operating Expenses HiVlll'H ^lii ^'^H?^'^ 1 56 
 
 Taxes 395.362.86 6.61 407.800.00 «5s? 
 
 oSSiiiig Exi^iis«i and Taxes 3,114.590.09 53.05 3.847.399.46 80.74 
 
 Renewals and Depreciation 129,812 .59 3. 17 
 
 Total Operating Accounts H11S3 S 5i S ^•5t?'??XiS? 19 26 
 
 Gross Corporate Income 2,738,194.98 45.78 917,720.05 19.36 
 
 DEDUCTIONS FROM INCOME , ^ „ . 
 
 Miscellaneous Deductions, Interest on Floating Debt and Rent- „,. «, * .- ,,« nai an J 76 
 
 als and Leases 3^'2^H -*! a1 * Ui'Yii '^ tAT? 
 
 Interest on Bonded Debt. Notes, etc 1,580,702.14 36.43 1.753,111.18 30.78 
 
 Net Corporate Income H^^'^H l\ *S S ~ * Sii t?? S "^iS 
 
 Sinking Funds 243.115.73 4.07 287.333.34 6.0J 
 
 Su^lul or Deficit (Dividends not deducted) 877.145 . 98 14.66-1.301.822.07 -^7.31 
 
 Authority — Yearly records of Income Accounts of the United Railroads of San Francisco. 
 
 (a) (1904) Includes amount set aside to cover loss in sales of abandoned power house machmery. $161,353.42. 
 
 (b)(l904) — Includes expense of threatened strike, $62,345.65. , ^ ., j ../-w *• ^ d^_^ 
 (c)a907)— Total Trans^ntatlon Expenses given as $1,872,601.49. but sum of items "OperaUon of Cars" and "Operation of Power 
 plants" is in excess oi this amount by $692.50. 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 $6,908,061.61 
 
 6,866.302 . 73 
 
 6.807.948.37 
 
 41.758.88 
 
 1.017.042.30 
 304.548.30 
 197.512.54 
 712.494.00 
 611.484.55 
 
 2.703.140.90 
 1.076.872.42 
 1.626,268.48 
 1.288.078.64 
 
 522..S67.02 
 
 229.702.51 
 
 33.912.37 
 
 4.242.750.22 
 
 347.920.00 
 
 4.590.670.22 
 
 4.590.670.22 
 2,317,391.39 
 
 220.718.20 
 1.772.336.62 
 
 324.336.57 
 
 351.326.05 
 
 — 26.989.48 
 
 % 
 
 100.00 
 
 99.40 
 
 98.55 
 
 0.60 
 
 100.00 
 39.95 
 19.43 
 70.05 
 60.15 
 
 100.00 
 39.85 
 60.15 
 47.65 
 
 100.00 
 
 43.95 
 
 6.49 
 
 % 
 100.00 
 
 14.73 
 4.41 
 
 10.33 
 
 39.13 
 15.59 
 
 18.65 
 
 7.57 
 3.33 
 
 61.43 
 
 5.04 
 
 66.46 
 
 66.46 
 33.54 
 
 3.19 
 
 35.65 
 
 4.70 
 
 5.08 
 
 -0.38 
 
 $7,522,867.90 
 
 7.455.965.30 
 
 7.405.691.66 
 
 66,902.60 
 
 1.041.902.93 
 324.948.69 
 203.265.82 
 716.954.24 
 635.262.50 
 
 2.686.797.01 
 1.048.361.92 
 1.638.435.09 
 1.324.299.59 
 
 513,948.78 
 
 224.764.73 
 
 53,943.08 
 
 4,242,648.72 
 396,200.00 
 
 4,638,848.72 
 157.391.10 
 
 4.796.239.82 
 2,726.628.08 
 
 115.627.99 
 1.843.408.68 
 
 767.591.41 
 363.119.31 
 404.472 . 10 
 
 % 
 
 100.00 
 
 99.11 
 
 98.44 
 
 0.89 
 
 100.00 
 31.18 
 19.52 
 68.82 
 61.00 
 
 100.00 
 39.00 
 61.00 
 49.30 
 
 100.00 
 
 43.75 
 
 9.53 
 
 % 
 100.00 
 
 13.85 
 4.33 
 
 9.53 
 
 35.71 
 13.93 
 
 17.60 
 
 6.83 
 3.99 
 
 56.39 
 5.37 
 
 61.66 
 3.09 
 
 63.75 
 36.35 
 
 1.54 
 34.50 
 
 10.31 
 
 P4.83 
 
 5.38 
 
 % 
 
 $7,740,659.91 100.00 
 
 7,653,489.15 98.87 
 
 7,605,489.15 98.35 
 
 87,170.76 1.13 
 
 978,144.20 100.00 
 
 344,758.28 35.25 
 
 282,656.18 38.90 
 
 633,385.92 64.75 
 
 545,812.87 55.80 
 
 2,770,211.88 100.00 
 
 1,051,509.90 37.95 
 
 1,718,701.98 63.05 
 
 1,358,984.95 49.05 
 
 532,814.48 100.00 
 
 238,323.22 44.73 
 
 49,122.57 9.33 
 
 4,281.170.56 
 
 448,100.00 
 4,729,270.56 
 
 458,959.35(4) 
 
 5,188,229.91 
 2,552,430.00 
 
 180,000.22 
 1,862,410.00 
 
 510,019.78 
 367.069.78 
 142,950.00 
 
 % 
 100.00 
 
 12.63 
 4.45 
 
 8.18 
 
 35.79 
 13.59 
 
 17.56 
 
 6.88 
 3.08 
 
 55.30 
 5.79 
 
 61.09 
 5.93 
 
 67.03 
 33.98 
 
 3.33 
 34.06 
 
 6.59 
 4.74 
 1.85 
 
 % 
 
 $7,966,987.32 100.00 
 
 7.886.136.08 98.98 
 
 7.836,136.08 98.36 
 
 80,851.24 1.03 
 
 904,608.77 100.00 
 
 368,612.75 40.75 
 
 294,243.81 33.53 
 
 535,996.02 59.25 
 
 452.396.47 50.00 
 
 2,798,315.68 100.00 
 
 1,034.352.74 36.96 
 
 1,763,962.94 63.00 
 
 1,407.603.01 50.30 
 
 600.026.53 100.00 
 
 267.075.94 44.50 
 
 76.075.66 13.68 
 
 4.302.970.98 
 
 404.000.00 
 4.706.970.98 
 
 473.168. 16(<0 
 
 5.180.139.14 
 2.786.848.18 
 
 136.687.76 
 1.958.525.00 
 
 691.6.15.42 
 371.722.72 
 319.912.70 
 
 % 
 100.00 
 
 11. 3« 
 4.63 
 3.70 
 6.73 
 
 35.13 
 13.98 
 
 17.67 
 
 7 54 
 3.3S 
 
 54.03 
 5 §7 
 
 59.09 
 5.94 
 
 65.03 
 
 34 97 
 
 1.71 
 24.58 
 
 8.68 
 4.67 
 4.01 
 
 (d) (1910-1911) — Charged directly to Profit and Loss in (Capital Account, not against Income Account. 
 
 NOTE — ^United Railroads began operation March 20. 1902. Data for previous years comprise railways which subsequently became 
 
 United Railroads. . . . , .,,.,. 
 
 This income account and distribution as shown is analyzed on a strictly operative basis by eliminating "interest on bond and sinking 
 fund investments" from other income. 
 
TaUe 42 
 
 TABLE 42.— DISTRIBUTION OF OPERATING EXPENSES BY YEARS 
 
 UNITED RAILROADS 
 
 B ii 
 
 Hi 
 
 
 1 ' 
 
 
 Year Ending December iUt 190J 
 
 MAINTENANCE WAY AND STRUCTURES 
 
 TOTAL MAINTENANCE TRACK AND ROADWAY $ 158,286.93 
 
 Superintendence 
 
 Special Work 
 
 Roadway and Track Labor 
 
 Paving 
 
 Cleaning and Sanding Track 
 
 Rails and Ties 6,800.73 
 
 TOTAL MAINTENANCE OF LINE 174,629.87 
 
 Superintendence 
 
 Poles and Fixt ures 28.845.61* 
 
 Overhead Trolley 
 
 Cables 109.389.34 
 
 TOTAL MAINTENANCE STRUCTURES AND FIXTURES. 21,236.65 
 
 Superintendence 
 
 Car Houses 12,838.53 
 
 Shops 
 
 TOTAL MAINTENANCE WAY AND STRUCTURES 354.153.45 
 
 MAINTENANCE OP EQUIPMENT 
 
 TOTAL MAINTENANCE OP MOTIVE POWER 
 
 EQUIPMENT 39,709.85 
 
 Superintendence 
 
 Cables, Repairs, Wages of Ropemen 
 
 Power Plant Equipment 39,709.85 
 
 TOTAL MAINTENANCE OF REVENUE EQUIPMENT. . . . 283,076.30 
 
 Superintendence 
 
 Bodies and Fenders 56.780.73 
 
 Trucks 111,314. 12 
 
 Painting 13,472.73 
 
 Electrical Equipment 63.818.96 
 
 Cable Equipment 29,622 .83 
 
 MISCELLANEOUS EQUIPMENT EXPENSES 
 
 Service Cars 656.28 
 
 Shop Expeases 15,391 .60 
 
 Shop Machinery and Tools 
 
 Horses and Vehicles 
 
 TOTAL MAINTENANCE OF EQUIPMENT 339,614.79 
 
 CONDUCTING TRANSPORTATION 
 
 TOTAL OPERATION OF POWER PLANTS $430,271 . 75 
 
 Superintendence 
 
 Power Plant Employees 103,896. 46(o) 
 
 Sub-Station Employees 
 
 Power Purchased 59.857 .60 
 
 Fuel for Power 243.825 .04 
 
 TOTAL OPERATION OF CARS 1.659.428.81 
 
 Sui)erintendence 111.362.52(6) 
 
 Wages of Conductors, Motormen. Gripmen 1,411,916.94 
 
 Miscellaneous Car Service Employees 
 
 Our House Employees 
 
 Car House Expenses 61.082 .96 
 
 TOTAL CONDUCTINQ TRANSPORTATION 2,089.700. 56 
 
 GENERAL AND MISCELLANEOUS EXPENSES 
 
 Salaries and Expenses of General Officers 98,926. 36(c) 
 
 Salaries and Expenses of General Office Clerks 
 
 Law Expense 29.602 . 10 
 
 Injtmes and Damages 150.028.95 
 
 Insurance 38.070.90 
 
 Rents of Tracks and Terminals 
 
 TOTAL GENERAL AND MISCELLANEOUS EXPENSES.. . 470.847.79 
 
 RENEWALS 96,545.66 
 
 TOTAL EXPENSES FOR PERIOD 3,350.862. 25(<i) 
 
 *Includf8 poles, wires and circuits. 
 •*This item is transferred to "Motive Power Equipment. " Accounts redistributed. 
 (a)Include8 all wages under "Operation of Power Plants." 
 ({>)Include<i superintendence, dispatch and road service. 
 
 (c) Includes salaries and expenses of general office clerks. 
 
 (d) Totals differ from Income Account by amount of Renewals. 
 Authority—Monthly Balance Sheets, United Railroads. 
 
 1904 
 
 $171,738.34 
 
 1905 
 
 $243,897.72 
 
 3.147.13 
 181,142.91 
 
 24, 939.86* 
 
 121,227.55 
 29.730.69 
 
 19,057.30 
 
 382.611.94 
 
 63.452,89 
 
 63,452.89 
 360,325.11 
 
 82.469.85 
 131.010.14 
 40.451.30 
 72.165.15 
 27,513.41 
 
 1,851.48 
 17.998.95 
 
 444,449.03 
 
 9,839.14 
 202,819.93 
 
 30,846.07* 
 
 132.579.17 
 26.341.34 
 
 21.080.03 
 
 473.058.99 
 
 38.804.55 
 
 38.804.55 
 282.154.49 
 
 48.186.47 
 104.341.40 
 27,400.64 
 70.043.51 
 23.500.39 
 
 2.749.74 
 16.664.96 
 
 340.740.71 
 
 $396,188.73 $361,460.95 
 
 11 1,919. 49(a) 106.161.41(a) 
 
 1.975.69 
 248.402.09 
 
 1.696.534.08 
 123.240.86(6) 
 
 1.418,886.49 
 
 67.501.00 
 2.092.722.81 
 
 225.330.94 
 1,668,215.80 
 
 121,206.01(6) 
 1.380,810.51 
 
 78,641.22 
 2,029.676.75 
 
 1906 
 $233,349.12 
 
 8.710.33 
 84,458.20 
 
 31,051.00* 
 
 37,059.01 
 15,375.19 
 
 8,769.25 
 
 333,182.51 
 
 31396.65 
 
 31,896.65 
 266,267.62 
 
 50,338.31 
 87.487.97 
 
 8.126.83 
 110.660.51 
 
 7.479.42 
 
 5.851.01 
 17.679.11 
 
 321.852.67 
 
 $369,750.04 
 
 77.643.30(a) 
 
 127.930.87 
 144.994.40 
 
 1.334,693.73 
 99.617.26(6) 
 
 1.069,877.78 
 
 54,035.10 
 1,704,443.77 
 
 1907 
 
 $175,669.42 
 
 4,031.18 
 79,911.81 
 
 39,087.06* 
 
 23,407.08 
 15,933.47 
 
 11,845.94 
 
 271,515.10 
 
 69,139.92 
 
 69.139.92 
 680.142.63 
 
 139.069.75 
 218.971.52 
 
 4.849.98 
 310.821.50 
 
 4.857.28 
 
 10.316.06 
 36342.40 
 
 797.302.56 
 
 $481,141.07 
 
 85.054. 33(a) 
 
 220.081 . 17 
 156,268.14 
 
 1,392,152.92 
 140,317.57(6) 
 
 1.010.857.13 
 
 77,170.59 
 1,872.601.49 
 
 1908 
 $197,512.54 
 
 54.571.64 
 
 6.188.95 
 90.232.41 
 
 38,496.59* 
 
 34,611.95 
 16.803.35 
 
 8.490.78 
 
 304.548.30 
 
 64.623.23 
 
 64.623.23 
 611.484.55 
 
 97.181.34 
 239,272.74 
 
 5,607.01 
 259.256.28 
 
 8.008.51 
 
 7.686.07 
 28^354.54 
 
 712,494.00 
 
 $1,076,872.42 
 
 85,059. 68(a) 
 
 711.101.04 
 255.211.88 
 
 1.626,268.48 
 128.392 . 14(6) 
 
 1,288,078.64 
 
 86.730.68 
 2,703.140.90 
 
 1909 
 
 $203,265.82 
 
 50,179.09 
 
 5,340.56 
 103,503.74 
 
 44,952.89* 
 
 41,514.75 
 18,179.13 
 
 9,617.42 
 
 324.948.69 
 
 30,619.62 
 
 30.619.62 
 635.262.50 
 
 89.365.59 
 245.558.71 
 
 13,950.47 
 
 275.271.16 
 
 9.882.30 
 
 13.949.65 
 36,878.89 
 
 716.954.24 
 
 $1.048.361 .92 
 
 63.663.87(a) 
 
 849.969.31 
 118.256.86 
 
 1.638,435.09 
 117.336.54(6) 
 
 1,324,299.59 
 
 91.072.85 
 2,686.797.01 
 
 ,18 
 ,18 
 .80 
 
 IflO 
 
 $282,656. 
 11.988. 
 
 3,670. 
 
 103.802.87 
 
 66.826.11 
 
 36.657.03 
 
 7.004.48 
 39,720.54 
 
 2,852.34 
 
 3,494.56 
 
 24,630.86 
 
 ** 
 
 22,381.56 
 
 853.43 
 
 8,120.44 
 
 4,826.67 
 
 344,758.28 
 
 42,879.31 
 
 1,247.55 
 
 37,582.99 
 
 1,430.96 
 
 545,812.87 
 
 11,928.61 
 
 91.508.72 
 
 184.674.52 
 
 35.122.38 
 
 212.930.68 
 
 9,647.96 
 
 8,483.87 
 
 25,622.15 
 
 3.575.96 
 
 6,944.51 
 
 633,385.92 
 
 $1,051,509.90 
 
 1.412.95 
 
 7,713.75 
 
 21.613.65 
 
 993.162.56 
 
 20.082 . 78 
 
 1,718,701.98 
 
 109.708.29 
 
 1,358.984.95 
 
 16.887.50 
 
 143,323.52 
 
 8.368.39 
 
 2.770.211.88 
 
 102.118.89(c) 97.246.58(c) 96.359.87(c) 135.868.62(c) 127.534.72(c) 123.069.32(c) 
 
 42,672.74 
 
 132.710.28 
 
 21.156.12 
 
 379.954.63 
 133.052.59 
 
 62.398.98 
 
 132,713.55 
 
 20.407.95 
 
 385,464.61 
 141,337.84 
 
 3,432,791. 00(<0 3,370.278. 90(d) 
 
 25.621.91 
 
 139.220.76 
 
 25.718.00 
 
 359,748.28 
 2,719.227.23 
 
 25.154.36 
 
 206.819.62 
 
 25,279.14 
 
 498,180.31 
 3.439,599.46 
 
 33.912.37 
 
 229.702.51 
 
 23,400.00 
 
 522.567.02 
 4,242.750.22 
 
 53.943.08 
 
 224,764.73 
 
 27,813.61 
 
 513.948.78 
 4.242.648.72 
 
 64.948.38 
 47.520.10 
 49.122.57 
 
 238,323.22 
 
 22.004.16 
 
 3,000.00 
 
 532.814.48 
 
 4.281.170.56 
 
 1911 
 
 $294,243.81 
 
 12.158.68 
 
 11.404.10 
 
 107.606.39 
 
 75.832.25 
 
 38.018.79 
 
 10.175.21 
 
 56.192.15 
 
 3.725.55 
 
 8.827.69 
 
 31,882.84 
 
 18.176.79 
 
 1.200.00 
 
 8.412.08 
 
 3.586.84 
 
 368.612.75 
 
 39.232.66 
 
 1.140.40 
 
 35.336.66 
 
 1,172.36 
 
 452396.47 
 
 22.264.76 
 
 81,077.45 
 
 150.565.31 
 
 35,871.20 
 
 153,928.48 
 
 8,689.27 
 
 9.470.02 
 
 22,062.24 
 
 8,561.86 
 
 4.253.12 
 
 535,996.02 
 
 $1,034,352.74 
 
 2.174.63 
 
 10375.25 
 
 21330.85 
 
 990,539.62 
 
 6.397.46 
 
 1.763,982.94 
 
 113,914.71 
 
 1.407.603.01 
 
 12.630.52 
 
 157.982.41 
 
 3.196.49 
 
 2.798,335.68 
 
 73.284.75 
 47,983.94 
 76,075.66 
 
 267.075.94 
 
 21.750.00 
 
 5.250.00 
 
 600.026.53 
 
 4302,970.98 
 
Tables 
 43 and 44 
 
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Tables 
 45 and 46 
 
 i; 
 
 L 
 
 TABLE 45.— CLASSIFICATION OF TYPICAL WORKING 
 
 DAY FOR TRAINMEN— 1912 
 
 UNITED RAILROADS 
 
 By Half-Hourly Periods Showing Number of Men Per Period. 
 
 11.5 
 11 
 
 10.5 
 10 
 
 9.5 
 
 9 
 
 8.5 
 
 8 
 
 7.5 
 
 7 
 
 6.5 
 
 6 
 
 5.5 
 
 5 
 
 4.5 
 
 4 
 
 3.5 
 
 3 
 
 2.5 
 
 2 
 
 1.5 
 
 1 
 
 Working Day 
 (Hours) 
 
 to 12 or over 
 
 11.5 
 
 11 
 
 10.5 
 
 10 
 
 9.5 
 
 Number 
 
 Per Cent 
 
 of Men 
 
 of Total 
 
 16 
 
 1.06 
 
 80 
 
 5.3 
 
 420 
 
 27.8 
 
 752 
 
 49.8 
 
 130 
 
 8.6 
 
 28 
 
 1.85 
 
 9.. 
 
 8.5 
 
 8.. 
 
 7.5 
 
 7.. 
 
 6.5 
 
 6.. 
 
 5.5 
 
 5.. 
 
 4.5 
 
 4.. 
 
 3.5, 
 
 3... 
 
 2.5. 
 
 2... 
 
 1.5. 
 
 4^ 
 
 2 
 4 
 
 2 
 
 2 
 
 4 
 
 4 
 
 6 
 
 8 
 14 
 
 4 
 14 
 10 
 
 6) 
 
 5.59 
 
 work less than 9 
 hours per day 
 
 1510 100.00 
 Average working hours per day for system 9 hrs., 57 
 
 mtn. 
 
 Year 
 1902 
 1903 ) 
 to \ 
 1906) 
 
 1906 
 
 1907 
 1908 
 1912 
 
 TABLE 46.— WAGE SCALE OF CARMEN 
 
 UNITED RAILROADS 
 
 25 cents per hour 
 
 1st year— 25 cents per hour and 30 cents per hour for overtime. 
 2nd year— 26>^ cents per hour and 31)^^ cents per hour for overtime 
 3rd year and after— 273^ cents per hour and ii cents per hour for 
 
 overtime, 
 (latter part) J 1st year— 31 cents per hour 
 
 y 2nd year — 32 cents per hour, 
 (latter part) ) 3rd year and after— 33 cents per hour. 
 25 cents per hour. 1 cent advance for each year of service up to 3Z 
 cents and at that rate thereafter. 
 
 Note — No minimum wage for extra men. 
 Authority— Data furnished by United Railroads. 
 
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Table 50a 
 
 TABLE 50a.— COMPARATIVE RECORDS REVENUE CAR MILES, TOTAL PASSENGERS, AND REVENUE PASSENGERS, BY MONTHS, 
 
 UNITED RAILROADS 
 
 U •' 
 
 REVENUE CAR MILES 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 TOTAL 1ST 6 MOS 
 
 July 
 
 Atigtist 
 
 September 
 
 October 
 
 November '. 
 
 December 
 
 TOTAL 2ND 6 MOS 
 
 TOTAL PASSENGERS 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 TOTAL 1ST 6 MOS 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 TOTAL 2ND 6 MOS 
 
 REVENUE PASSENGERS (Indudinc Pare and Panes) 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 TAL 1ST 6 MOS 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 TOTAL 2ND 6 MOS 
 
 1902 
 
 1.510.704 
 1.358.009 
 1.539.709 
 1,136.439 
 1,560.785 
 1.532.957 
 8.638,603 
 1.584.490 
 1.591.981 
 1.528.788 
 1.578.752 
 1.532.440 
 1.604.364 
 9.420.815 
 
 8.372.106(a) 
 
 7.845.287 
 
 9.425,524 
 
 6.864.918 
 
 9.407,067 
 
 9.016,358 
 
 50.931.260 
 9.072.606 
 
 10.567.257 
 9.732.006 
 
 10.107.382 
 9.780.991 
 
 10.299.316 
 
 59.559.558 
 
 1903 
 
 1.608.442 
 1,438.039 
 1,633,174 
 1.599.417 
 1.661.232 
 1.601.941 
 9.587.245 
 1.653.115 
 1,680,561 
 1.631.742 
 1.686.529 
 1.622.528 
 1.686.705 
 9.961.180 
 
 9.460.386(a) 
 
 8.902.145 
 
 9.939.428 
 
 10.340.796 
 
 10.842.748 
 
 9.693.736 
 
 59.179.239 
 
 9.941.778 
 
 11.436.051 
 
 10.813,184 
 
 11.355.713 
 
 10.685.136 
 
 11.189.454 
 
 65.421.316 
 
 1904 
 
 1.660.865 
 1,549.333 
 1,654.558 
 1.632.138 
 1.680.036 
 1.629.492 
 9.806.422 
 1.660.846 
 1.644.664 
 1.622.392 
 1.635,921 
 1.597.477 
 1.636.816 
 9,798.116 
 
 15.906.441 
 17,074,421 
 17.207.819 
 15.609.391 
 95.812.547 
 15.884.767 
 16.511.106 
 18.243.222 
 17.887,637 
 17.004.265 
 16.854.297 
 102,385.294 
 
 10.601.445 
 9.739.910 
 10,755.312 
 11.454.631 
 11.546.320 
 10.491.702 
 64.589.320 
 10.697.483 
 11.109.705 
 12.401.294 
 11.960.464 
 11.415.427 
 11.496.854 
 69.081.227 
 
 1905 
 
 1.627.109 
 1.480,354 
 1.651,479 
 1.613.604 
 1.664,823 
 1.633,818 
 9.671.187 
 1.677.315 
 1,667,854 
 1.621.587 
 1,668.317 
 1,601.186 
 1,710,414 
 9.946,673 
 
 16.252.845 
 15.551.201 
 17.470.413 
 17.686.526 
 17.997.619 
 16.868.958 
 
 101.827.562 
 17.202.419 
 18,278.537 
 18.419.539 
 19.276,037 
 18.049.744 
 18.490,196 
 
 109.716.772 
 
 10.945.821 
 10.417.827 
 11.688.408 
 11.850.073 
 12.046.444 
 11.269,565 
 68,218.138 
 11.516.522 
 12.222.996 
 12.338.048 
 12,837.249 
 12.159.253 
 12.636.056 
 73.710.124 
 
 1906 
 
 1.710.455 
 1.558.211 
 1.747,517 
 969.819 
 800.634 
 1.119.207 
 7,905,843 
 1.3C7.246 
 1.056,662 
 1,052.270 
 1.297.215 
 1.279.788 
 1.361.126 
 7.354.307 
 
 17.804.962 
 16.745.807 
 18.582,577 
 11.036.936 
 10.362.836 
 14,396.103 
 88.929,221 
 16.244.481 
 13,697,091 
 13,409.654 
 17.507,962 
 17.249,236 
 17.612.012 
 95.720.436 
 
 12.073.056 
 
 11.347.774 
 
 12.582,577 
 
 7.497.573 
 
 6.571.356 
 
 9.007.628 
 
 59,079.964 
 
 10.213.304 
 
 8.632.661 
 
 8,503.368 
 
 11.075.427 
 
 11.025.251 
 
 11.376.334 
 
 60.826.345 
 
 1907 
 
 1.388.371 
 1.226.104 
 1,254.510 
 1.363.922 
 
 394.936 
 
 511,610 
 6.139,453 
 
 786.976 
 1,078.596 
 
 955,246 
 1.119.423 
 1.238.025 
 1.352,769 
 6.531.035 
 
 16.977.497 
 
 16.152.372 
 
 17.229.790 
 
 18.684.838 
 
 3,754.055 
 
 4.834.262 
 
 77.632.814 
 
 7.839.760 
 
 10.388,945 
 
 11,892.506 
 
 14,183,103 
 
 14.873,313 
 
 15.620.704 
 
 74.798.331 
 
 10.895.953 
 
 10,328.264 
 
 11.069.570 
 
 11.952.427 
 
 2.597.496 
 
 3.073.331 
 
 49.912.041 
 
 4.770.680 
 
 6,415.639 
 
 7.442.593 
 
 8,719.459 
 
 9.086.394 
 
 9.720.050 
 
 46.154.815 
 
 1908 
 
 1.522.295 
 1.499,096 
 1.610,483 
 1.645.201 
 1.794.081 
 1,680.374 
 9,751,530 
 1.747.741 
 1.692.910 
 1.593.927 
 1.614.799 
 1.516.795 
 1.613.214 
 9.779.386 
 
 14.930.388 
 14.104.207 
 16.196.631 
 16.208.077 
 18.578.247 
 15,981.586 
 95.999,176 
 16.320.406 
 16.891.674 
 16,762.784 
 16,944.214 
 16.208.933 
 17,004,010 
 100.132,021 
 
 10.087,761 
 9,997,937 
 11,398.088 
 11.414.762 
 13,272.484 
 11,057.737 
 67.228,809 
 11.285.421 
 11.734.704 
 11.690.876 
 12.245.514 
 11.542.034 
 12.108,389 
 70.606.938 
 
 1909 
 
 1.668.135 
 1.512.843 
 1.653.052 
 1,630.260 
 1.732.207 
 1,691,571 
 9.888.068 
 1.767.550 
 1.778.810 
 1.722.148 
 1.852.431 
 1.724.234 
 1.784.170 
 10.629.343 
 
 16.171.671 
 15,649,460 
 17.481.277 
 17.729.349 
 18.136.556 
 17.003.561 
 
 102.171.874 
 17.600.365 
 18.318.401 
 17.902,670 
 20.519,687 
 17.707.194 
 18.181.095 
 
 110.229.412 
 
 11.389.600 
 10,942.520 
 12.217.127 
 12.448.637 
 12.736.536 
 11.960.345 
 71.694.765 
 12.380.814 
 12.888.861 
 12.625,483 
 14.773.658 
 12.503.378 
 13.017.183 
 78.189377 
 
 1910 
 
 1.813.783 
 1,632,150 
 1.813.562 
 1,783.920 
 1.844.525 
 1.747.133 
 
 10,635.073 
 1.794,750 
 1.757,824 
 1,728,401 
 1,769.348 
 1,719,424 
 1.805,486 
 
 10,575.233 
 
 17.775.800 
 16,269.000 
 18.513.315 
 18.525.143 
 18.845.147 
 17.335.793 
 
 107.290.198 
 17.695.657 
 18.456.872 
 18.642.837 
 19.299.414 
 18.230.935 
 19.279.148 
 
 111.604.863 
 
 12.631.246 
 11.489,946 
 13,046,106 
 12,036,432 
 13,166,577 
 12,127,106 
 75,496.413 
 12,372.291 
 12.885.467 
 13.167.291 
 13.474.212 
 12.760,445 
 13.673.492 
 78.333.198 
 
 1911 
 
 1.813,218 
 1.613.817 
 1,800.249 
 1.806,565 
 1.905,065 
 1,851,534 
 
 10,790.448 
 1.904,343 
 1,893.136 
 1.835.293 
 1.903.818 
 1.836.932 
 1.913.459 
 
 11.286.981 
 
 18.170.901 
 16.578.031 
 18.916.395 
 18,615.226 
 19,206.272 
 17,937,666 
 
 109.424.491 
 18.382.545 
 19.356.607 
 19,294.509 
 20.166.209 
 19.462,579 
 19.874.020 
 
 116.536.469 
 
 12,854.399 
 11.626,215 
 13,252.026 
 13.094,468 
 13.434.797 
 12.544.192 
 76.806.097 
 12.883,121 
 13.562.093 
 13.511.217 
 14.064.850 
 13.562.377 
 14.055.504 
 81.639.162 
 
 ! ! 
 
 NOTE— (a)"Revenue Passengers" for the years 1902 and 1903 do not include 
 Authority — Monthly records of United Railroads. 
 
 1913 
 
 1.912.394 
 1.802.392 
 
 19.328.125 
 18.732.540 
 
 13.517.783 
 13.054.407 
 
Tabl< 
 50b and 
 51 
 
 TABLE 50b.— GROWTH OF SINGLE TRACK MILEAGE 
 
 UNITED RAILROADS 
 
 Year 
 
 1901 
 1902 
 1903 
 1904 
 1905 
 1906 
 1907 
 1908 
 1909 
 1910 
 1911 
 1912 
 
 Leased 
 
 13.93 
 14.01 
 14.85 
 17.15 
 
 Owned 
 
 234.83 
 249.35 
 250.96 
 258.35 
 258.35 
 258.35 
 257.43 
 249.78 
 250.97 
 251.92 
 252.77 
 
 Total 
 
 234.83 
 249 . 35 
 250.96 
 258.35 
 258.35 
 258.35 
 257.43 
 263.71 
 264.98 
 266.77 
 269.92 
 
 Operated 
 
 228.95 
 228.78 
 245 . 74 
 250.82 
 256.82 
 208.89 
 215.29 
 235.60 
 245.70 
 260.12 
 262.87 
 265.14 
 
 Authority — United Railroads Records. 
 
 TABLE 51.— COMPARATIVE EARNINGS, EXPENSES AND 
 
 CAR MILEAGE— ELECTRIC AND CABLE LINES 
 
 UNITED RAILROADS 
 
 Passenger Earnings per 1908 1909 1910 1911 
 Car Mile (Cents) 
 
 Electric 35.22 36.45 35.92 35.42 
 
 Cable 33.62 34.56 34.98 36.78 
 
 Total 35.15 36.34 35.86 35.49 
 
 Expenses per Car Mile (Cents) 
 
 Electric 21.49 20.47 19.92 19.25 
 
 Cable 27.10 24.49 24.85 23.70 
 
 Total 21.72 20.68 20.19 19.49 
 
 Car Mileage 
 
 Electric 18,712,782 19,394,922 20,047,618 20,903.604 
 
 Cable 818,134 1,122,489 1,162,688 1,173,825 
 
 Total 19,530,916 20,517,411 21,210,306 22,077,429 
 
 Authority — United Railroads Records. 
 
 % 
 f 
 
TaUe 52 
 
 TABLE 52.-.DERIVED OPERATING STATISTICS, BY UNITS 
 
 UNITED RAILROADS 
 
 V i 
 
 UniU 1902 1903 
 
 PER REVENUE CAR MII^ 
 
 Gross Earnings (cents) 30.68 31 .94 
 
 Passenger" '* 30.40 31.67 
 
 Oi)erating Expense, less taxca and deprtciaUon (cents) 15.90 16.65 
 
 Total Ofwrating Account, including taxes and depreciation (cents) 18. 13 19.47 
 
 Maintenance Revenue Equipment (cents) 1 . 45 
 
 Maintenance Total Equipment (cents) 1.61 1 . 74 
 
 Maintenance Way and Structures (cents) 1 .98 1.81 
 
 Total Maintenance (cents) 3.59 3.55 
 
 Cost of Power (cents) 2.29 2.20 
 
 Platform Expense (cents) 6.90 7.23 
 
 Revenue Passengers and Free Passes 6. 11* 6.38* 
 
 Total Passengers 
 
 PER MILE SINGLE TRACK OPERATED 
 
 Gross Earnings (dollars) 24.200 25,400 
 
 Passenger " " 24,000 25,200 
 
 Maintenance Tractc and Roadway (dollars) 817 641 
 
 Revenue Car Miles 78,800 79,600 
 
 Revenue Passengers 482,000* 507,500* 
 
 • Total Passengers 
 
 Population 1,553 1,510 
 
 PER CAR HOUR 
 
 Gross Earnings (dollars) 
 
 Passenger " " 
 
 Operating Expense, less taxes and tlepreciation (dollars) 
 
 Total Operating Accotmt, incluaing taxes and depreciation (dollars) 
 
 Platform Expense (dollars) 
 
 Passengers (total) 
 
 PER REVENUE FARE PASSENGER 
 
 Gross Earnings (cents) 5.01* 5.01* 
 
 Passenger Earnings (cents) 4.97* 4.97* 
 
 Total Operating Account, including taxes and depreciation (cents) 2.97* 3.05* 
 
 PER TOTAL PASSENGER CARRIED 
 
 Gross Earnings (cents) 
 
 Passenger Earnings (ccjts) 
 
 Total Operating Account, including taxes and depreciation (cents) 
 
 PER CAPITA 
 
 Gross Earnings (dollars) 15.65** 16.86** 
 
 Car Miles 51 .00** 52.82** 
 
 Track Mileage operated per 1000 inhabitants 0.647** 0.655** 
 
 MISCELLANEOUS RATIOS 
 
 Bank Clearings to Gross Earnings (dollars) 248 .00 243 .50 
 
 Transfer to Revenue Passengers 
 
 Postal Receipts to Gross Earnings (dollars) 23 .40 23 .20 
 
 1904 
 
 1905 
 
 1906 
 
 1907 
 
 1908 
 
 1909 
 
 1910 
 
 1911 
 
 34.10 
 
 36.24 
 
 39.02 
 
 37.45 
 
 35.17 
 
 36.34 
 
 36.07 
 
 35.76 
 
 33.80 
 
 35.90 
 
 38.70 
 
 37.15 
 
 33.48 
 
 34.20 
 
 35.85 
 
 35.52 
 
 16.92 
 
 16.55 
 
 17.82 
 
 27.16 
 
 21.73 
 
 20.68 
 
 20.19 
 
 19.52 
 
 20.95 
 
 20.37 
 
 21.27 
 
 30.37 
 
 23.51 
 
 23.38 
 
 24.46 
 
 23.49 
 
 1.85 
 
 1.45 
 
 1.74 
 
 5.37 
 
 3.13 
 
 3.10 
 
 2.57 
 
 2.05 
 
 2.28 
 
 1.75 
 
 2.11 
 
 6.29 
 
 3.64 
 
 3.49 
 
 2.98 
 
 2.43 
 
 1.96 
 
 2.43 
 
 2.18 
 
 2.14 
 
 1.56 
 
 1.58 
 
 1.62 
 
 1.67 
 
 4.24 
 
 4.17 
 
 4.29 
 
 8.44 
 
 5.21 
 
 5.08 
 
 4.61 
 
 4.10 
 
 2.03 
 
 1.85 
 
 2.42 
 
 3.80 
 
 5.51 
 
 5.11 
 
 4.96 
 
 4.45 
 
 7.28 
 
 7.08 
 
 7.02 
 
 7.98 
 
 6.60 
 
 6.46 
 
 6.41 
 
 6.38 
 
 6.85 
 
 7.28 
 
 7.86 
 
 7.58 
 
 7.06 
 
 7.30 
 
 7.25 
 
 7.13 
 
 10.16 
 
 10.83 
 
 12.10 
 
 12.03 
 
 10.05 
 
 10.36 
 
 10.32 
 
 10.15 
 
 26.520 
 
 27,550 
 
 28,510 
 
 22,040 
 
 29.160 
 
 30.350 
 
 29.410 
 
 30.000 
 
 26,290 
 
 27.280 
 
 28,290 
 
 21,860 
 
 27.760 
 
 28.600 
 
 29.240 
 
 29.820 
 
 685 
 
 950 
 
 1,118 
 
 816 
 
 839 
 
 828 
 
 1.087 
 
 1,120 
 
 77,800 
 
 75,950 
 
 73,100 
 
 58.900 
 
 82.900 
 
 83,600 
 
 81.600 
 
 84,000 
 
 529.000 
 
 548.500 
 
 568,000 
 
 439,500 
 
 582.000 
 
 606.500 
 
 588.000 
 
 591.800 
 
 791,000 
 
 824,000 
 
 884,000 
 
 708,000 
 
 832.590 
 
 865.000 
 
 841.700 
 
 851.000 
 
 1.595 
 
 1,664 
 
 
 1.655 
 
 1,515 
 
 1.650 
 
 1,600 
 
 1.695 
 
 
 2.75 
 
 2.99 
 
 2.56 
 
 2.78 
 
 2.95 
 
 2.99 
 
 3.01 
 
 
 2.73 
 
 2.96 
 
 2.54 
 
 2.65 
 
 2.78 
 
 2.97 
 
 2.99 
 
 
 1.26 
 
 1.37 
 
 1.86 
 
 1.72 
 
 1.68 
 
 1.67 
 
 1.64 
 
 
 1.55 
 
 1.63 
 
 2.08 
 
 1.86 
 
 1.90 
 
 1.85 
 
 1.80 
 
 
 0.54 
 
 0.54 
 
 0.55 
 
 0.52 
 
 0.52 
 
 0.53 
 
 0.54 
 
 
 82.5 
 
 
 
 
 84.0 
 
 
 86.5 
 
 5.01 
 
 5.02 
 
 5.02 
 
 5.02 
 
 5.01 
 
 5.00 
 
 5.00 
 
 5.00 
 
 4.97 
 
 4.97 
 
 4.98 
 
 4.98 
 
 4.97 
 
 4.97 
 
 4.97 
 
 4.97 
 
 3.08 
 
 2.82 
 
 2.74 
 
 4.07 
 
 3.35 
 
 3.22 
 
 3.09 
 
 3.03 
 
 3.36 
 
 3.34 
 
 3.25 
 
 3.12 
 
 3.52 
 
 3.51 
 
 3.50 
 
 3.49 
 
 3.25 
 
 3.31 
 
 3.20 
 
 3.09 
 
 3.47 
 
 3.49 
 
 3.48 
 
 3.47 
 
 2.06 
 
 1.88 
 
 1.76 
 
 2.53 
 
 2.35 
 
 2.26 
 
 2.16 
 
 2.11 
 
 16.62** 
 
 16.55** 
 
 
 13.33** 
 
 19.23** 
 
 18.40** 
 
 18.40** 
 
 17.72** 
 
 48.75** 
 
 45.65»* 
 
 
 35.60** 
 
 54.70** 
 
 50.70** 
 
 51.00** 
 
 49.60** 
 
 0.627** 
 
 0.602** 
 
 
 0.605** 
 
 0.660** 
 
 0.607** 
 
 0.625** 
 
 0.591** 
 
 230.80 
 
 259.50 
 
 335.80 
 
 449.80 
 
 255.80 
 
 265.60 
 
 303.80 
 
 308.30 
 
 48.30 
 
 49.10 
 
 54.00 
 
 58.70 
 
 42.30 
 
 41.70 
 
 42.30 
 
 42.60 
 
 23.65 
 
 25.10 
 
 25.35 
 
 37.65 
 
 29.30 
 
 29.70 
 
 32.50 
 
 32.60 
 
 ,s S 
 
 Authority — United Railroads records. 
 
 *Not including chartered cars. 
 
 **Spring Valley Water Company estimates of population. 
 
 «/ 
 
Table 53 
 
 f • 
 
 :^ 
 
 i 
 
 ii 
 
 ' 4'li 
 
 1904 
 
 1905 
 
 $1,418,886 
 21.24 
 
 $1,380,811 
 19.45 
 
 376.700 
 5.64 
 
 388.880 
 5.48^ 
 
 2,596,170 
 
 3.131.362 
 
 38.86 
 
 44.09 
 
 64.900,000 
 9.71 
 258,700 
 
 78.300.000 
 11.03 
 303.000 
 
 51.920,000 
 7.76 
 207.000 
 
 62,630.000 
 8.82 
 242.500 
 
 43,250,000 
 6.47 
 172.500 
 
 52,200.000 
 7.35 
 204.000 
 
 37,100,000 
 5.55 
 147,900 
 
 44,750.000 
 6.30 
 173.300 
 
 32,450,000 
 4.85 
 129,300 
 
 39.150,000 
 5.52 
 151.500 
 
 TABLE 53. COMPARATIVE RECORD OF PROPORTIONAL RETURNS TO TRAINMEN, PUBLIC, COMPANY 
 
 INVESTMENT SUPPORTED ON UNITED RAILROADS SHARE AT VARIOUS RATES OP RETURNS 
 
 1900 1901 1903 1903 
 
 TRAINMEN'S SHARE (Platform Expense) $1,076,062 $1,172,707 $1,245,347 $1,411,917 
 
 % Total Receipts 22.83 22.80 22.38 22.52 
 
 PUBLICS SHARE (City and State Taxes, Car Licenses) 346.791 362.905 403,337 409,200 
 
 % Total Receipts 7.35 7.05 7.24 6.53 
 
 COMPANY'S SHARE (Gross Corporate Income) 1,943.931 2,091,624 2.290,795 2,459,638 
 
 Stirplus, Interest, Misc. Deductions, Sinking Fund 
 
 % Total Receipts 41.24 40.65 41.17 39.25 
 
 Investment Supported at 4% 48.600,000 52,300,000 57,300,000 61,500.000 
 
 Ratio Investment to Total Receipts 10.31 10.17 10.30 9.82 
 
 Investment per MUe Track Owned 218,000* 231,500* 244,000 246,800 
 
 Investment Supported at 5% 38,900,000 41,800,000 45,815,000 49,200,000 
 
 Ratio Investment to Total Receipt* 8.25 8.13 8.23 7.85 
 
 Investment per MUe Track Owned 174,300* 185.200* 195.000 197,400 
 
 Investment Supported at 6% 32,400.000 34,900,000 38.190,000 41.000,000 
 
 Ratio Investment to Total Receipts 6.87 6.77 6.86 6.54 
 
 Investment per MUe Track Owned 145.300* 154,200* 162,500 164,500 
 
 Investment Supported at 7 % 27,800,000 29,900,000 32,725.000 35,150,000 
 
 Ratio Investment to Total Receipts 5.89 5.81 5.88 5.61 
 
 Investment per MUe Track Owned 124,500* 132,400* 139,300 141,000 
 
 Investment Supported at 8 % 24,300,000 26.150,000 28.650.000 30,750,000 
 
 Ratio Investment to Total Receipts 5. 15 5.08 5. 15 4.91 
 
 Investment per Mile Track Owned 109,000* 115,700* 122.000 123.400 
 
 1906 1907 1908 1909 
 
 TRAINMEN'S SHARE (Platform Expense) $1,069,878 $1,010,857 $1,288,079 $1,324,300 
 
 % Total Receipts 17.88 21.21 18.65 17.60 
 
 PUBLIC'S SHARE (City and State Taxes, Car Licenses) 395,363 407,800 347,920 396.200 
 
 % Total Receipts 6.61 8.56 5.04 5.27 
 
 COMPANY'S SHARE (Gross Corporate Income) 2,738.195 917.720 2,317,391 2.726.628 
 
 Surplus, Interest, Misc. Deductions, Sinking Fund 
 
 % Total Receipts 45.78 19.26 33.54 36.25 
 
 Investment Supported at 4% 68.500.000 23.000.000 58.000.000 68.000.000 
 
 Ratio Investment to Total Receipts 11 .45 4.83 8.40 ^-0* ^ 
 
 Investment per Mile Track Owned 265,000 89.000 225,000 258,000 
 
 Investment Supported at 5% 55,000,000 18.300.000 46.400.000 54,500.000 
 
 Ratio Investment to Total Receipts 9.20 3.84 6.72 7.24 
 
 Investment per MUe Track Owned 213,000 71,000 180.000 206,500 
 
 Investment Supported at 6% 45,500.000 15.300.000 38,700.000 45.400.000 
 
 Ratio Investment to Total Receipts 7.60 3.21 5.60 APft^^ 
 
 Investment per MUe Track Owned 176,500 59,300 150,000 172,000 
 
 Investment Supported at 7 % 39,000.000 13,100.000 33.200.000 39.000.000 
 
 Ratio Investment to Total Receipts 6.52 2.75 A'^^^ .^ ,„,^L« 
 
 Investment per MUe Track Owned 151,000 50.800 129.000 148.000 
 
 Investment Supported at 8% 34.200.000 1 1.500.000 29.000.000 34,000.000 
 
 Ratio Investment to Total Receipts 5 . 72 ^ • 41 A\?2^^ Au^L« 
 
 Investment per MUe Track Owned 132.500 44.500 112.500 129.000 
 
 NOTE — Year 1902 and foUowing, United RaUroads. Years 1900 and 1901, raUways which ultimately comprised United RaUroads. 
 *Operated track. 
 Authority — United Railroads Accounts. 
 
 1910 
 
 1911 
 
 $1,358,985 
 17.56 
 
 $1,407,603 
 17.67 
 
 448.100 
 5.79 
 
 404.000 
 5.07 
 
 2,552.430 
 
 2.786.848 
 
 32.98 
 
 34.97 
 
 63.800.000 
 8.24 
 241.000 
 
 72.000.000 
 9.04 
 270,000 
 
 51,000.000 
 6.59 
 193.000 
 
 57.700.000 
 7.25 
 216.000 
 
 42,500.000 
 5.50 
 160.000 
 
 48.000.000 
 6.03 
 180.000 
 
 36.500.000 
 4.72 
 138,000 
 
 41.200.000 
 5.17 
 154.000 
 
 31.900.000 
 4.12 
 120,000 
 
 36.000.000 
 4.52 
 135.000 
 
< 
 
 TABLE 54. RESULTS. OF PROPERTY INSPECTION. 
 
 I. 
 
 United Railroads Mileage Statement. 
 
 San Francisco County: 
 
 Operated electric track 219.572 miles. 
 
 Non-operated electric track 9.195 
 
 Operated cable track • 14.700 
 
 Operated horse car track 870 
 
 it 
 
 (< 
 
 Total mileage in San Francisco. 244.337 
 San Mateo County: 
 
 San Mateo line 26.454 
 
 South San Francisco line 4.420 
 
 Total San Mateo County mileage. 30.874 
 
 Total mileage 275.211 
 
 Total owned 252.768 
 
 Leased (all in San Francisco) 17.152 
 
 Operated for other Companies.... 5.290 
 
 « 
 
 u 
 u 
 tl 
 it 
 
 II. 
 
 Comparative statement showing the results of inspection and 
 the United Railroads' figures for mileage within San Fran- 
 
 U. R. R. Inspection. 
 
 March 5, 1912. Sept., 1912. 
 
 Total single track 244.337 miles 238.62 miles 
 
 III. Statement showing mileage of each rail section in each of 
 the live classes o f condition described on Page- 
 
 Classes — I 
 
 11.00 
 
 27.60 
 
 27.50 
 
 26.10 
 
 7" Trilby 5.10 
 
 1.87 
 
 1.49 
 
 1.24 
 
 Rail Section* 
 141 lb 9" Trilby 
 
 106 lb 9" Trilby 
 109 lb 9" Trilby 
 
 85 lb 9" Girder 
 114 lb 
 
 107 lb 7" Trilby 
 
 96 lb 7" Trilby 
 
 74J^ lb 8" Tee 
 
 80 lb 8" Slot Rail 
 
 70 lb AW Girder 
 
 51 lb 4" Girder 
 
 72 lb Center Bearing Rail . . 
 
 Sheared Omnibus 51 lb 
 
 Misc. Light Tee Rail 
 
 40 lb Cable Girder 
 
 51 lb Center Bearing Cable 
 
 II 
 ^.7Z 
 
 1.79 
 
 .28 
 .35 
 
 6.52 
 
 11.60 
 13.70 
 
 • • • • • 
 
 3.08 
 
 "!53 
 .70 
 .44 
 
 2.96 
 
 iiiso 
 
 1.67 
 1.75 
 
 w^c- 
 
 • 
 
 
 III 
 
 • • « • 
 
 IV 
 
 V 
 
 3.86 
 
 "\\2 
 
 • • • ■ • 
 
 7.12 
 
 4.08 
 
 .63 
 
 • • • • 
 
 • • • • 
 
 ".'28 
 
 
 '.'is 
 
 
 
 4.37 
 
 .47 
 
 
 5.03 
 
 4.49 
 
 4.68 
 
 • • • • 
 
 1.59 
 
 .70 
 
 7.09 
 
 1.46 
 
 
 1.73 
 
 
 1.68 
 
 2.61 
 
 10.18 
 
 1.66 
 
 5.69 
 
 4.36 
 
 .95 
 
 • • • • 
 
 
 
 110.84 52.66 37.79 27.Cj3 10.30 
 
 *0wing to the loss of records and the similarity in the shapes of the rail head, U 
 has been difficult to segregate certain types of rail as laid in the streeet, viz.: 96 lb. 7", 
 107 lb. 7", and 109 lb. 9"; all "Trilby" or grooved girder rail. 
 
 Table 54 
 
Table 54 
 (Cont'd) 
 
 I 
 
 
 TABLE 54.: RESULTS OF PROPERTY INSPECTION.; 
 
 CONTINUED 
 
 IV. Detail of condition and adequacy of irack,.shozving streets on 
 which track should be relaid. . . ' 
 
 (A) 37.33 miles line laid with various kinds of rail, which needs 
 renewal as soon as possible. 
 
 Street • • 
 
 From 
 
 To 
 
 Brannan ~ 
 
 Fifth 
 
 Tenth 
 
 Bryant 
 
 Stanley . ■ . . 
 
 •Ninth 
 
 << 
 
 Tenth 
 
 Eleventh 
 
 California 
 
 Sixth Ave. 
 
 Ninth Ave. 
 
 << 
 
 Thirteenth Ave. 
 
 Thirty-third Ave. 
 
 City Hall Ave. 
 and Leavenworth 
 
 Larkin 
 
 Post 
 
 Clay 
 
 Jones 
 
 Davis 
 
 Ellis 
 
 Divisadero ' ' • 
 
 Franklin 
 
 Fillmore 
 
 Broadway 
 
 Bush 
 
 Frederick 
 
 Stanyan 
 
 Thirty-third Ave 
 
 Folsom 
 
 Second . 
 
 Fifth 
 
 (( 
 
 Sixteenth 
 
 Nineteenth 
 
 Kentucky 
 
 Twenty-fourth 
 
 Twenty-sixth 
 
 O'Farrell 
 
 Van Ness 
 
 Divisadero 
 
 Oak 
 
 Fillmore 
 
 Divisadero 
 
 >i 
 
 Clayton • • 
 
 Masonic 
 
 P. R. W. 
 
 California • 
 
 Sutro Park 
 
 Pacific 
 
 Baker 
 
 Polk 
 
 Page 
 
 Masonic 
 
 Baker 
 
 Parnassus 
 
 Sunset 
 
 Second Ave. 
 
 Powell 
 
 Market 
 
 Washington 
 
 Post 
 
 Leavenworth 
 
 -Taylor 
 
 H 
 
 Powell 
 
 Stockton 
 
 Pt. Lobos 
 
 Thirty-third Ave 
 
 Sutro Baths 
 
 Sacramento 
 
 Ferry 
 
 Montgomery 
 
 San Bruno 
 
 Army %' 
 
 Gaven 
 
 Second 
 
 Brannan 
 
 Howard 
 
 Tenth 
 
 Howard 
 
 Market 
 
 Twenty-fourth 
 
 Howard 
 
 Harrison 
 
 Twenty-sixth 
 
 Mission 
 
 Bryant 
 
 (B) 26.52 miles of inadequate rail which is in ened of considerable 
 maintenance. This rail does not warrant the expenditure 
 necessary to put it in good condition, and the lines should be 
 relaid with standard rail after the renewals in A are taken 
 
 care of. 
 
 Street From 
 
 Broadway Kearny 
 
 Eddy Divisadero 
 
 Eighteenth Kentucky 
 
 " Switchback 
 
 Fillmore Bay 
 
 Folsom Seventh 
 
 Thirteenth 
 Nineteenth 
 Jackson Powell 
 
 Kentucky Berry 
 
 
 To 
 Powell 
 Van Ness 
 Pennsylvania 
 Danvcrs 
 Green 
 Eighth 
 Sixteenth 
 
 Twenty-sixth 
 Polk 
 Twenty- fourth 
 
 Table 54 
 (Cont'd) 
 
 TABLE 54. RESULTS OF PROPERTY INSPECTION. 
 
 CONTINUED 
 
 Street 
 Powell, Mason, 
 Taylor and 
 Montgomery Ave. 
 Railroad 
 Sunnyside 
 
 Turk 
 
 Twenty-second 
 
 Chattanooga 
 
 Dolores & Twenty-fourth 
 
 Washington 
 
 From 
 
 [ Washington 
 
 Bay View 
 San Jose 
 Divisadero 
 
 \ 
 
 Mission 
 
 Powell 
 
 To 
 
 Bay 
 
 Twenty-second Ave. S. 
 
 Genessee 
 
 Hyde 
 
 Castro 
 
 Polk 
 
 (C) 7.47 miles of 85tb girder rail in need of considerable mainte- 
 This should be renewed after lines shown in B. 
 
 From To 
 
 Maple Fourth Ave. 
 
 Noe Guerrero 
 
 Market Folsom 
 
 nance. 
 
 Street 
 
 California 
 
 Eighth 
 
 First 
 
 Fifth 
 Mission 
 Sixth Ave. 
 
 Brannan 
 
 College 
 
 Lake 
 
 Pt. Lobos 
 
 Market 
 Bosworth 
 Clement 
 Fulton 
 
 (D) 11.17 miles of inadequate rail in comparatively good con- 
 dition, which should be ultimately replaced. 
 
 Street 
 Broadway 
 Jackson 
 Railroad 
 
 San Jose, Thirtieth, 
 Diamond .- ., 
 
 Washington 
 
 From 
 Kearny 
 Polk 
 Bay View 
 
 I Randall 
 
 Polk 
 
 To 
 
 East 
 
 Steiner 
 
 Kentucky 
 
 County line 
 
 Steiner 
 
 (E) 3.80 miles af track laid with adequate rail, which is in need of 
 extensive maintenance work. The more important lines are 
 on: 
 
 Street From T© 
 
 Kearny Bush ' Market 
 
 Mission Twenty-sixth Twenty-nmth 
 
 Thirtieth West 
 
 " Highland College 
 
 Stanyan Frederick Oak 
 
 (F) 16.05 miles of track in good condition, on lines of very light 
 , traflfic. This track is inadequate for standard equipment, but 
 
 in view of the light traffic, may be considered satisfactory. 
 
 (G) 41.57 miles of track laid with 85tb 9" girder and 74>4 lb 8" 
 Tee rail which is adequate for the lighter lines and is in good 
 conditon. 
 
 (H) 94.72 miles of track laid with adequate rail and in such good 
 condition that no considerable repairs are necessary. 
 
Table 54 
 (Cont'd) 
 
 i. 
 
 H 
 
 W 
 
 O 
 
 o 
 
 W 
 
 Q 
 
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 eq .^ iH iH tH CO 
 
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 W s* tH iH Ifl CO 
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 7-< 0t •£> rHt- COCOCO 
 CO r-t tH tH 
 
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 o <u X 
 
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 ho bo be 
 
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 fep4>H 
 
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 cn CO CO CO CO 
 ui xn tn m m 
 
 • C3 d Oj d Od 
 
 t\ 00000 
 
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 oa p o 
 
 08 *-• »H ^ -^ ^ 
 
 ffl s s 
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 o 2 oj 
 
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 Sq 
 
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 /i-, <i^ a» 
 
 ^55 
 
 ft £ ^ 
 
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 O CO CO CO 
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 TaUe54 
 (Cont'd) 
 
 CO 
 
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 fH 00 
 
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 ■^ CO 
 
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 TABLE 54. RESULTS OF PROPERTY INSPECTION. 
 
 CONTINUED 
 
 VI. Standards of Track Construction. 
 
 141 lb. 9"; 114 lb. 7"; 109 lb. 9"; 106 lb. 9"; 107 lb 7"; 96 lb. 7"; Trilby 
 
 rail. 
 
 Sub-Base: Nine inches of crushed rock ballast under ties. Where block 
 paving is used the ballast is carried above the ties. In the case of asphalt 
 paving, the ballast is carried up above the ties between the rails, the space 
 directly under the rail being concrete. 
 
 Ties— 6"x8"x8' 0"— spaced 2' centers. 
 
 Tie Rods— ^" spaced 12' centers. 
 
 Joints— 12 bolt. 
 
 85 lb 9" Girder Rail— Most of this track is ballasted, and with the ex- 
 ception of the joints, which are nearly all cast welded, it is the same as the 
 present standard. 
 
 80 lb 8" Z Rail— This is an old cable slot rail. Most of this track is 
 ballasted. The rail is supported at each tie by a special cast iron chair. The 
 joints are practically all welded. „ . ^ ., • 
 
 70 lb 4H" Girder, 51 lb 4" Girder, 72 lb Center Bearing— Rail la 
 supported at each tie by a 5" chair, placing the tie about 9" below the rail 
 head. Practically all of this track is without ballast. Some of the joints 
 are welded, but four-bolt fish plates are more generally used. 
 
 
 
 O 
 
 QQ 
 
 > 
 
 u 
 
 bo 
 
 u 
 o 
 
 
 '3 
 
 -d o "d 
 
 A 'd d 
 
 0) 
 
 > 
 u 
 
 d 
 
 
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Table 55 
 
 Table 55 
 (Cont'd) 
 
 TABLE 55— STATEMENT OF EXPIRATIONS OF RAILWAY 
 
 RIGHTS IN STREETS 
 
 CITY'S POINT OF VIEW 
 
 BASED ON MINIMUM FRANCHISE TERM OF FIRST OR PRIMARY FRANCHISES HELD BY 
 
 ORIGINAL GRANTEES OR SUCCESSORS THERETO 
 
 MUNICIPAL RAILWAY 
 
 
 
 
 Term of 
 
 Date of 
 
 
 Street 
 
 , From . 
 
 . To 
 
 Grant 
 
 Expiration 
 
 Remarks 
 
 Geary 
 
 Market ■ 
 
 33d Avenue 
 
 
 
 Geary from Presidio 
 formerly called ] 
 Ave. 
 
 10th Ave. 
 
 Geary " 
 
 Golden G. Park 
 
 • 
 
 
 
 Market 
 
 Geary & Kearny 
 
 Sansome 
 
 
 
 
 33d Ave. 
 
 Geary 
 
 "B" 
 
 
 
 
 "B" 
 
 33d 
 
 45th 
 
 
 
 Under construction. 
 
 45th 
 
 "B" 
 
 "C" 
 
 • 
 
 
 
 "C" 
 
 45th 
 
 Great Highway 
 
 , 
 
 
 ' 
 
 Pt. Lobos 
 
 NO FRANCHISE ON RECORD, OR EXPIRED PRIOR TO JAN. 1, 1913 
 
 CALIFORNIA STREET CABLE CO. 
 California Davis Market 
 
 UNITED RAILROADS 
 
 San Bruno Ave. 
 Bemal Park 
 (So. side) 
 24th 
 Lincoln Park 
 
 California 
 Around Lincoln 
 
 Park 
 Broadway 
 
 Oakdale 
 Folsom 
 
 San Bruno 
 California 
 
 1st Ave. 
 California 
 
 Powell 
 
 Private right of Chenery & 
 way Diamond 
 
 Mission Road Mission R oad 
 nr. Amazon Av. 
 
 Dwight 
 Alabama 
 
 Rhode Island 
 Clement 
 
 Lincoln Park 
 48th Ave. & Pt. 
 Lobos 
 Mason 
 
 Glen Park 
 
 Private property 
 
 Oakdale (form'ly 15th Ave.S.) 
 
 San Bruno (form'ly Nebraska) 
 Private right of way. (For- 
 merly City Cemetery.) 
 
 Tracks laid for years but not 
 operated. 
 
 Visitacion line. 
 
 Sacramento 
 Clay 
 Stockton 
 5th Ave. 
 Powell Street 
 System 
 
 Arguello 
 
 Battery Powell ] 
 
 Battery Stockton \ 
 
 Clay Washington J 
 
 Geary Golden G. Park 
 
 (There appears to be some question that these franchises were 
 under Extension Order No. 1882.) 
 
 Gearv 
 
 California 
 
 18 yrs. Dec. 1.1911 
 
 Expired Sept. 26. 1912. 
 
 Track never removed, 
 extended from 1911 to 1931 
 
 Not operated, except curve 
 from Euclid Ave. to 
 Clement. 
 
 PRESIDIO & FERRIES COMPANY 
 
 Into Presidio Lyon at Greenwich 
 
 U. S. Govt. Reservation. 
 
 Stanyan 
 Market 
 Market 
 Mission 
 Pacific Ave. 
 
 Hayes 
 
 Car house 
 
 REVOCABLE PERMITS 
 
 UNITED RAILROADS 
 
 Fulton 
 
 Curve into Eighth 
 Curve into Second 
 Curve into Eighth 
 
 Cable track into car house 
 near Polk. 
 
 REVOCABLE PERMITS— (Cont'd) 
 CROCKER ESTATE 
 
 Street 
 
 Mission (South 
 of Amazon) 
 
 From 
 
 To 
 
 Into private 
 property 
 
 Term of 
 Grant 
 
 10 yrs. 
 
 Date of 
 Expiration 
 
 Mar. 20. 1919 
 
 Geary 
 California 
 
 Market 
 
 Kearny 
 Market 
 
 City front 
 
 1913 
 
 FORFEITURES BY COURT DECREE 
 
 UNITED RAILROADS 
 Taylor 
 
 Kearny 
 
 SUTTER STREET RAILWAY CO. 
 Sutter & Sansome 
 
 FUTURE FRANCHISE EXPIRATIONS 
 
 PRESIDIO & FERRIES CO. 
 Term 25 years. Expires December 10, 1913. 
 
 Remarks 
 
 Charter apparently gi^'es no 
 power to Board of Sup>er- 
 visors to grant such permits. 
 Operated as above by U. 
 R. R. See "No Franchise." 
 
 Judgment in Superior Court 
 in two actions. No appeal 
 vet taken. 
 
 Judgment of forfeiture. No 
 appeal yet taken. 
 
 Route— From Ferry foot of Market Street, on The Embarcadero (formeriy East St.) to Washington and Jackson 
 sWts on both of these streets to Columbus (formeriy Montgomery) Ave. to Union Street; thence to east line of 
 Lvon St?eet also on Larkin from Union to Vallejo, thence to Union Street; also on Sterner f'-o^^.Umon to Greer^- 
 wfch also on Baker from Union to Jefferson, thence to Lyon Street; also on Greenwich from Baker to Presid.o 
 line.' (This latter track extends about »/« mile into Presidio.) 
 
 1929 
 
 California 
 
 Davis 
 
 CALIFORNIA STREET CABLE CO. 
 Parker Ave. 50 yrs. Feb. 17. 1929 
 
 Jones 
 O'Farrell 
 
 Market 
 Pine 
 Hyde 
 Market 
 
 Pine 
 Hyde 
 Jefferson 
 Jones 
 
 40 yrs. 
 39 yrs. 
 
 May 3. 1929 
 May 3, 1929 
 
 Originally two grants. 25 5rrs 
 Order No. 1538 extends 
 them to expire in 50 years. 
 From 200 ft. W. of Presidio 
 Ave. to Parker Ave. not 
 operated under this fran- 
 chise. 
 
 Bush from Jones to Hyde, 
 thence to Pine, not oper- 
 ated. 
 
 Columbus 
 
 Columbus 
 
 Union 
 
 Broadway 
 
 Pacific 
 
 Jackson 
 
 Jackson 
 
 Washington 
 
 Montgomery Powell 
 
 UNITED RAILROADS 
 50 yrs. 
 
 Nov. 14. 1929 
 & Nov.28,1929 
 
 Clay 
 
 California 
 California 
 
 Pine 
 
 Mason 
 
 Stockton 
 
 Columbus 
 
 Columbus 
 
 Embarcadero 
 
 Sansome 
 
 Embarcadero 
 
 Sansome 
 
 Kearny 
 
 Parker 
 First 
 
 Beach 
 
 Powell 
 
 Powell 
 
 Stockton 
 
 Sansome 
 
 Columbus 
 
 Sansome 
 
 Stockton 
 
 Van Ness Ave. 
 
 First 
 Sixth 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 
 28. 1929 
 14. 1929 
 28, 1929 
 3, 1929 \ 
 28,1929/ 
 3, 1929 I 
 28. 1929 S 
 29. 1929 
 
 Feb. 17. 1929 
 Nov. 29. 1929 
 
 Market 
 
 Sansome 
 
 Not operated except about 
 half block from Union to 
 Powell, and from Mason to 
 Tavlor. 
 
 Abandoned operation. 
 Abandoned operation. 
 
 Operated only from Mont- 
 gomery to Kearny. 
 
 Track removed from Larkin 
 to Van Ness many years 
 ago. This was first cable 
 line operated in the world. 
 
 Never oi)erated under this 
 franchise. Used under Om- 
 nibus franchise. 
 Not operated for many years 
 
 1 
 
 
Table 55 
 (Cont'd) 
 
 I 
 
 FUTURE FRANCHISE EXPIRATIONS. UNITED RAILROADS 
 
 1929— (Cont'd) 
 
 Street From 
 
 Market to Battery 
 Battery to Sansome 
 
 To 
 
 Bush 
 Bush 
 
 Sutter 
 Sutter 
 Post 
 Post 
 
 Turk 
 
 Market 
 Market 
 
 Market 
 Market 
 Kearny 
 Fillmore 
 
 Market 
 
 Sansome 
 Kearny 
 
 Grant Ave. 
 Presidio Ave. 
 Stockton 
 
 Presidio (formerly 
 Cemetery Ave.) 
 1st Ave. 
 
 •McAllister 
 Private property 
 from 
 ♦Fulton 
 
 ♦Hayes 
 
 Fell 
 
 Page 
 ♦Haight 
 tWaller 
 
 Frederick 
 
 Pamasstis 
 
 ♦Market 
 
 Castro 
 
 ♦Valencia 
 
 Mission 
 
 West Mission 
 Brady 
 Howard 
 Tehama 
 
 Polsom 
 Brannan 
 
 Brannan 
 
 Bluxome 
 
 Townsend 
 
 Townsend 
 
 Berry 
 
 Potrero Ave. 
 
 Market 
 
 Central Ave. 
 Private property 
 
 and Masonic 
 Market 
 Baker 
 Fillmore 
 Market 
 Stan y an 
 Masonic 
 Stanyan 
 
 Central Ave. 
 
 Fulton 
 19th Ave. 
 
 Stanyan 
 Stanyan 
 Masonic 
 Stanyan 
 200 ft. east 
 Arguello Blvd. 
 Fifth Ave. 
 
 Ferry 
 
 Market 
 
 Market 
 
 Embarckdero 
 
 Courtland Ave. 
 
 Silver Ave. 
 
 Mission & 12th 
 
 Market 
 
 Embarcadero 
 
 3d 
 
 i^'irst 
 6th 
 
 Castro 
 26th 
 
 Mission 
 
 Courtland Ave. 
 Silver Ave. 
 County Line 
 Mission nr. 14th 
 West Mission 
 26th 
 West about 300 ft. 
 
 Army 
 9th 
 
 3d itt 
 
 4th 5th 
 
 3d 200 ft. East of 4th 
 
 200 ft. East of 4th 4th 
 3d 4th 
 
 23d 25th 
 
 San Bruno Ave. 2Sth 
 
 Embarcadero 
 
 First 
 Second 
 
 Third 
 Fourth 
 
 Market 
 Market 
 Market 
 Market 
 
 Market 
 Market 
 
 Army 
 
 Mission 
 Howard 
 Polsom 
 Townsend 
 
 ••Southerly End" 
 (Channel St.) 
 
 "Southerly End" 
 
 50 yrs. 
 50yrs. 
 39 yrs. 
 50 yrs. 
 37 yrs. 
 39 yrs. 
 31 yrs. 
 
 50 yrs. 
 43 yrs. 
 SO yrs. 
 50 yrs. 
 39 yrs. 
 37 yrs. 
 39 yrs. 
 39 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 43 yrs. 
 43 yrs. 
 
 43 yrs. 
 
 50 yrs. 
 43 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 Date of 
 Expiration 
 
 Nov. 3, 1929 
 Nov. 14. 1929 
 Nov. 28. 1929 
 Nov. 3. 1929 
 [ Nov. 28, 1929 
 Nov. 28. 1929 \ 
 Nov. 3. 1929 / 
 
 Term of 
 Grant 
 
 50 yrs. 
 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. Nov. 3, 1929 
 
 Nov. 28. 1929 
 Nov. 14. 1929 
 Nov. 3. 1929 
 Nov. 3. 1929 
 
 50 yrs. Sept. 20, 1929 
 
 Sept. 20. 1929 
 Nov. 3. 1929 
 Nov. 28. 1929 
 Sept. 20. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28, 1929 
 
 Sept. 20. 1929 
 Oct. 9. 1929 
 Sept. 20. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 Nov. 28. 1929 
 
 50 yrs. Nov. 14. 1929 
 
 Nov. 3. 1929 
 Sept. 20, 1929 
 Nov. 28, 1929 
 Nov. 14. 1929 
 Dec. 24. 1929 
 Dec. 24. 1929 
 
 Dec. 27. 1929 
 
 Nov. 28. 1929 
 Nov. 27. 1929 
 Nov. 14. 1929 
 Nov. 28, 1929 
 
 Nov. 28. 1929 
 Nov. 14. 1929 
 
 Remarks 
 
 Market to Battery, no track 
 ever laid. Battery to San- 
 some, track laid, not oper- 
 ated. 
 
 Operation abandoned. 
 
 Divisadrro to First never con- 
 structed. Company con- 
 ceded forfeiture of this 
 grant by years after getting 
 another franchise (1892) to 
 operate from Fillmore W. 
 
 Never constructed. 
 
 Arguello formerly 1st Ave. 
 
 Recently operation com- 
 menced W. of 3d Ave. un- 
 der extension grant. 
 
 Embarcadero formerly East. 
 
 Mission S. of 26th formerly 
 
 Mission Road. 
 Not operated. 
 No track laid. 
 
 Operation abandoned. Tracks 
 taken up. 
 
 For many years operated only 
 to horse car bam on Bran- 
 nan near 8th. 
 
 Abandoned operation. 
 Never operated from 2d to 3d. 
 
 Abandoned operation. Tracks 
 taken up. 25th formerly 
 Yolo. 
 
 Army formerly Colusa. San 
 Bruno Ave. formerly Ne- 
 braska St. 
 
 Not constructed S. of Howard 
 until about 1896. Never 
 constructed S. of Brannan. 
 
 Never constructed S. of Berry. 
 For years constructed only 
 to Brannan St. 
 
 Never constructed S. of Ken- 
 tucky. Tracks taken up 
 from Townsend to Berry 
 some years ago. 
 
 ♦ Question as to date of expiration, whether 1929 or 1932; Amendintj Order No. 1676 ambiguous. 
 t Question as to date of expiration, whether 1929 or 1932; Amending Order No. 1736 ambiguous. 
 
 Ilii 
 
 Table 55 
 (Cont'd) 
 
 FUTURE FRANCHISE EXPIRATIONS, UNITED RAILROADS 
 
 1929— (Cont'd) 
 
 Street 
 
 From 
 
 •Fifth 
 
 Market 
 
 Sixth 
 
 Eighth 
 
 Eighth 
 
 Ninth 
 
 12th 
 
 Brady 
 
 23d 
 
 Market 
 Market 
 Bryant 
 Market 
 Market 
 Market 
 Howard 
 
 24th 
 25th 
 
 Howard 
 Potrero 
 
 26th 
 
 Army 
 Precita 
 
 Mission 
 
 Mission 
 
 Howard 
 
 Folsom 
 
 Folsom 
 
 Folsom 
 
 29th 
 Powell 
 
 Mission 
 Mission 
 
 Coleridge 
 Virginia Ave. 
 
 Powell 
 Mission 
 
 To 
 
 Bluxome 
 
 Brannan 
 
 Folsom 
 
 Brannan 
 
 Mission 
 
 Mission 
 
 West Mission 
 
 Potrero 
 
 Potrero Ave. 
 Sen Bruno Ave. 
 
 Folsom 
 
 Term of 
 Grant 
 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 35 yrs. 
 50 yrs. 
 39 yrs. 
 39 yrs. 
 43 yrs. 
 
 43 yrs. 
 43 yrs. 
 
 **35 yrs. ] 
 
 Date of 
 Expiration 
 
 Sept. 20, 1929 
 
 Nov. 12, 
 Nov. 14, 
 Nov. 12, 
 Nov. 14, 
 Nov. 28 
 Nov. 28. 
 Dec. 24. 
 
 1929 
 1929 
 1929 
 1929 
 1929 
 1929 
 1929 
 
 Courtland Ave. Mission 
 
 San Bruno 
 Army 
 
 Noe 
 
 Coleridge (former- ] 
 ly Calif. Ave.) \ 
 Courtland Ave. ^ 
 Coleridge J 
 
 Folsom, to Eu- ) 
 genie, to Bocana. } 
 to Courtland. j 
 
 31 yrs. 
 31 yrs. 
 
 37 yrs. 
 37 yrs. 
 
 Dec. 27, 1929 
 Dec. 27, 1929 
 
 Nov. 28, 1929 
 Nov. 28, 1929 
 Nov. 14, 1929 
 Nov. 14, 1929 
 Nov. 14, 1929 
 
 Nov. 28, 1929 
 Nov. 28. 1929 
 
 37 yrs. Nov. 28. 1929 
 
 Remarks 
 
 Not operated from Brannan 
 to Bluxonie. 
 
 Not operated for many years. 
 
 Tracks laid. Not operated. 
 
 Track laid years ago. Later 
 taken up. Never operated. 
 
 Abandoned operation. Tracks 
 
 taken up. 
 ♦♦"Expires with connecting 
 
 lines." 
 
 Not operated from Folsom to 
 a point east of Alabama. 
 
 Not operated. A track is 
 laid on Virginia and a short 
 distance on Coleridge for 
 connection to 29th & Mis- 
 sion car bam. 
 
 Courtland Ave. not built until 
 about two years ago. Other 
 streets never built upon. 
 
 Park Street and Holly Park Circle. 
 
 Andover Street, Richland Ave. and Holly Ave 
 
 east from Mission 
 
 Bosworth Mission 
 
 Circular Ave. Bosworth 
 
 Sunny side Ave. Circular Ave. 
 
 37 yrs. Nov. 28, 1929 Never constructed. 
 
 Glen Park 
 Sunny side Ave. 
 Plymouth Ave. 
 (extended) 
 
 Ocean Ave. & Mission 
 Ocean House Rd. 
 
 Plymouth Ave. 
 
 (extended) 
 Onondaga Ave. 
 Sickles Ave. 
 
 Ocean Ave. 
 
 Mission 
 Mission 
 
 Great Highway 
 (Ocean Beach) 
 
 Sunny side Ave. 
 
 (extended) 
 Ocean Ave. 
 Ocean View 
 
 (San Jose Ave.) 
 
 31 yrs. 
 34 yrs. 
 34 yrs. 
 
 34 yrs. 
 
 Nov. 28, 1929 
 Nov. 28, 1929 
 Nov. 28. 1829 
 
 Nov. 28, 1929 
 
 34 yrs. Nov. 28, 1929 
 
 34 yrs. 
 34 yrs. 
 
 Nov. 28, 1929 
 Nov. 28, 1929 
 
 Curve through Golden Gate Park from Waller south 
 and west, thence through private property to 
 Arguello Blvd. (formerly First Ave.) 
 t"H" St. Arguello Blvd. 49th Ave., thence 1 
 
 across G. G. Park \ 
 
 49th Ave. "B" St. ) 
 
 G. Park on Great Highway to 
 
 Curve out of G. 
 
 Cliff House 
 6th Ave. 
 Arguello 
 tStanyan 
 
 Masonic 
 
 Baker 
 
 Fillmore 
 
 Laguna 
 
 46 yrs. Nov. 28, 1929 
 
 50 yrs. Nov. 28, 1929 
 
 California 
 
 Fulton 
 f Haight 
 \ Frederick 
 
 Page 
 
 Turk 
 
 Turk 
 
 Hayes 
 
 Park 
 
 Turk 
 
 Frederick 
 
 Parnassus 
 
 Frederick 
 
 Fell 
 
 Post 
 
 McAllister 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 37 yrs. 
 31 yrs. 
 39 yrs. 
 50 yrs. 
 50 yrs. 
 
 Nov. 28, 1929 
 Nov. 29, 1929 
 Nov. 3. 1929 
 Nov. 28, 1929 
 Nov. 28, 1929 
 Nov. 28, 1929 
 Nov. 3, 1929 
 Nov. 3. 1929 
 
 Polk 
 
 Sutter 
 
 Union 
 
 50 yrs. Sept. 20, 1929 
 
 50 yrs. Nov. 14, 1929 
 
 Originally constructed to 
 about Baden St. Now op- 
 erated to Genessee St. 
 
 Street unavailable from Mis- 
 sion to Onondaga Ave. 
 Never constructed from 
 iunction at Ingleside (now 
 Junipero Serra Blvd.) to 
 Great Highway. Stree 
 closed in 1906. 
 
 Never constructed. 
 
 Never constructed. 
 
 Not used. Tracks taken tip 
 some years ago. 
 
 "H" St., now Lincoln Way. 
 
 Never built. 
 
 Never built under this grant. 
 
 Not operated from Frederick 
 to Carl. 
 
 Never built. 
 
 Not operated for years. Later 
 another franchise granted 
 over entire length of street. 
 
 Not operated. Attempt to 
 exclude this street by 
 amendment to original fran- 
 chise years after its grant. 
 
 ♦Question as to date of expiration, whether 1929 or 1932; Amending Order No. 1676 ambiguous. 
 T Question as to date of expiration, whether 1929 or 1932; Amending Order No. 1736 ambiguous. 
 
Table 55 
 (Cont'd) 
 
 11 
 
 1 i<i 
 
 I 
 
 11! 
 
 I! 
 
 FUTURE FRANCHISE EXPIRATIONS. UNITED RAILROADS 
 
 1929— (Cont'd) 
 
 Street 
 Polk 
 
 Larkin 
 Leavenworth 
 
 Taylor 
 Mason 
 
 Powell 
 Powell 
 
 f>tockton 
 
 Grant Ave. 
 
 MontRomery 
 
 Kearny 
 Kearny 
 Sansome 
 
 . Battery 
 Embarcadero 
 
 From 
 
 Union 
 
 Market 
 Clay 
 
 Post 
 f Columbus 
 \ Bay St. 
 
 Market 
 
 Broadway 
 Broadway 
 Union 
 
 Washington 
 
 f Market 
 { Geary 
 1 Market 
 Market 
 
 Market 
 
 Pacific 
 
 Market 
 
 f Market 
 \ Bush 
 [ Jackson 
 
 Market 
 
 Foot of Market 
 
 1930 
 
 Pacific Ave. 
 
 Embarcadero 
 
 Folsom 
 
 Folsom 
 
 Ninth 
 Eighth 
 Bryant 
 26th 
 
 Polk 
 
 Howard 
 
 Embarcadero 
 
 Army 
 
 Mission 
 Folsom 
 Second 
 Bryant 
 
 1931 
 
 Jackson 
 
 Washington 
 
 Clay 
 
 Sacramento 
 Sacramento 
 Stockton 
 
 Powell 
 
 Mason 
 
 Taylor 
 Urkin 
 
 Powell 
 
 Stockton 
 
 Embarcadero 
 
 Embarcadero 
 
 Powell 
 
 Sacramento 
 
 To 
 
 Tonquin 
 
 Sutter 
 Jefferson 
 
 Market 
 Bay St. 
 Jefferson 
 Geary 
 
 Term of Date of 
 Grant Expiration 
 
 39 yrs. Nov. 14. 1929 
 
 50 yrs. 
 50 yrs. 
 
 30 yrs. 
 50 yrs. 
 35 yrs. 
 50 yrs. 
 
 "Northerly End" 
 Columbus 50 yrs. 
 
 Jefferson 50 yrs. 
 
 Union 
 
 Post 
 Post 
 Bush 
 Jackson 
 
 Pacific 
 Broadway 
 Chestnut 
 (Sea Wall) 
 
 Jackson 
 
 Jackson 
 
 Chestnut 
 
 California 
 
 Jackson 
 
 SOyrs. 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 SO yrs. 
 30 yrs. 
 SO yrs. 
 SO yrs. 
 
 Nov. 14. 1929 
 Nov. 29, 1929 
 
 Nov. 12. 1929 
 Nov. 14. 1929 
 Nov. 14. 1929 
 Nov. 3. 1929 
 
 Nov. 14. 1929 
 Nov. 28. 1929 
 
 Nov. 28, 1929 
 
 Sept. 20. 1929 
 Nov. 3. 1929 
 Nov. 28. 1929 
 Nov. 28, 1929 
 
 Nov. 14. 1929 
 Nov. 14. 1929 
 
 Nov. 28. 1929 
 Nov. 12. 1929 
 Nov. 12. 1929 
 Nov. 14. 1929 
 Nov. 3. 1929 
 
 UNITED RAILROADS 
 
 200 ft. W. of 
 Divisadero 
 Folsom 
 First 
 Stoneman 
 
 Brannan 
 Bryant 
 26th 
 Folsom 
 
 43 yrs. Apr. 14. 1930 
 
 41 yrs. 
 41 yrs. 
 41 yrs. 
 
 43 yrs. 
 41 yrs. 
 41 yrs. 
 41 yrs. 
 
 Aug. 2. 1930 
 Aug. 2. 1930 
 Oct. 16. 1930 
 
 Apr. 14. 1930 
 Aug. 2. 1930 
 Aug. 2, 1930 
 Oct. 16, 1930 
 
 UNITED RAILROADS 
 
 Presidio (formerly 
 Cemetery Ave.) 
 
 Steiner 
 
 Battery 
 
 Battery 
 
 Walnut 
 
 Clay 
 
 Geary (or Market) Jackson 
 
 Q\g^y Greenwich and 
 
 Columbus Ave. 
 Bay St. 
 
 } 
 
 Columbus 
 Sacramento 
 
 Clay 
 
 25 yrs. 
 45 yrs. 
 
 25 yrs. 
 45 yrs. 
 25 yrs. 
 45 yrs. 
 25 yrs. 
 45 yrs. 
 20 yrs. 
 40 vrs. 
 20 yrs. 
 30 yrs. 
 45 yrs. 
 25 yrs. 
 45 yrs. 
 25 yrs. 
 45 yrs. 
 20 yrs. 
 40 yrs. 
 
 July 12. 1911 
 July 14. 1931 
 
 July 12. 1911 
 July 14. 1931 
 July 12. 1911 
 July 14. 1931 
 July 12. 1911 
 July 14. 1931 
 Oct. 22. 1911 
 July 14. 1931 
 Oct. 22. 1911 
 July 14. 1931 
 May 3. 1931 
 Oct. 22. 1911 
 July 11. 1931 
 Oct. 22. 1911 
 July 14. 1931 
 Oct. 22,1911 
 July 14, 1931 
 
 Remarks 
 
 Not built. Three blocks only 
 
 from Union to Lombard 
 
 built 1907. 
 Not operated from Post to 
 
 Sutter. Track taken up. 
 Abandoned operation. Tracks 
 
 taken up. Never operated, 
 
 Vallejo to Jefferson. 
 
 Not operated. 
 
 Not operated for years. Later 
 Powell St. Cable franchise 
 granted. 
 
 Built during 'seventies to 
 Francisco St. About 10 
 years ago extended to Jef- 
 ferson. 
 
 Not operated from Washmg- 
 ton to Broadway. Tracks 
 taken up. 
 
 Tracks taken up some years 
 ago. Grant Ave. formerly 
 IXipont St. 
 
 Not operated from Washing- 
 ton to Jackson. 
 
 Not operated from Market to 
 Bush, although track laid. 
 
 Track laid; not operated. 
 
 Not operated from Bernal 
 Park to Stoneman. 
 
 Date of expiration under Ex 
 tension Order 1882. ques- 
 tionable. 
 
 Not operated from Stockton 
 to Powell. 
 
 No track built. 
 
 Not operated from Clay to 
 Washington. 
 
 Table 55 
 (Cont'd) 
 
 FUTURE FRANCHISE EXPIRATIONS. UNITED RAILROADS 
 
 1932 
 
 Street 
 
 From 
 
 To 
 
 Spear 
 Tenth 
 Tenth 
 
 Army 
 
 Taraval ("T") 
 
 33d Ave. 
 Vincente 
 35th Ave. 
 Sloat Blvd. 
 46th Ave. 
 Wawona 
 19th Ave. 
 
 Market 
 Market 
 Howard 
 
 Howard 
 
 Bryant 
 
 Howard 
 
 Brannan 
 
 Folsom 
 
 Parkside Transit Co. 
 
 Easterly end at 
 
 12th Ave. 
 Taraval 
 33d Ave. 
 Vincente 
 Ocean Ave. 
 Sloat Blvd. 
 46th Ave. 
 Wawona 
 
 Term of 
 
 Date of 
 
 Grant 
 
 Expiration 
 
 50 yrs. 
 SOyrs. 
 50 yrs. 
 
 Dec. 11. 1932 
 Nov. 10. 1932 
 Dec. 11, 1932 
 
 50 yrs. 
 
 Dec. 11, 1932 
 
 ased to United Railroads 
 
 25 yrs. 
 
 Oct. 17. 1932 
 
 25 yrs. 
 
 Oct. 17. 1932 
 
 25 yrs. 
 
 Oct. 17. 1932 
 
 25 yrs. 
 
 Oct. 17. 1932 
 
 1933 
 
 Polk 
 
 Market 
 
 33d Ave. 
 
 Vincente ("V") 
 35th Ave. 
 Sloat Blvd. 
 Great Highway 
 Wawona ("W") 
 Great Highway 
 Sloat Blvd. 
 
 UNITED RAILROADS 
 Sutter SO yrs. Jan. 3, 1933 
 
 Remarks 
 
 Tracks taken up. 
 
 Probably only a part built or 
 operated. Four years later 
 another franchise was 
 granted over same route. 
 
 Never built. 
 
 Not built from "Easterly 
 End" or 12th Ave. to 20th 
 Ave. 
 
 Market to Grove, cable never 
 built . Operated under sub- 
 sequent electric and cable 
 franchise. Grove to Post, 
 never built. See 1936, 
 below. 
 
 Post 
 
 20th Ave, 
 
 Larkin 
 
 Polk 
 
 50 yrs. Jan. 3, 1933 
 
 1935 
 
 Gough 
 
 1936 
 
 Parkside Transit Co., Leased to United Railroads 
 
 Lincoln Way Wawona, thence 25 yrs. May 12. 1933 
 
 to 19th Ave. 
 
 Qoush Street Railway, Leased to United Railroads 
 
 Market McAllister 25 yrs. June 13, 1935 
 
 UNITED RAILROADS 
 
 Lincoln Way formerly "H* 
 Street. 
 
 Post 
 
 Montgomery 
 
 Kearny 
 
 
 so yrs. 
 
 Dec. 27, 1936 
 
 
 Post 
 
 Stockton 
 
 Leavenworth 
 
 
 50 yrs. 
 
 Dec. 27. 1936 
 
 
 Ellis 
 
 Market 
 
 Leavenworth 
 
 } 
 
 47 yrs. 
 
 June 17. 1936 
 
 Cable tracks from Divisadero 
 
 Ellis 
 
 Leavenworth 
 
 Broderick 
 
 SO yrs. 
 
 Dec. 27. 1936 
 
 to Broderick removed about 
 1896. 
 Tracks taken up on Potrero 
 
 Leavenworth from Post to City Hall Ave., to Grove 
 
 ) 
 
 
 
 St., to Polk, to Market and 10th, 
 
 to Brannan and Po- 
 
 ■ y 
 
 SO yrs. 
 
 Dec. 27, 1936 
 
 Ave. from Brannan to 
 
 trero Ave., 
 
 to 25th. 
 
 
 ) 
 
 
 
 25th. 
 
 Brannan 
 
 3d 
 
 6th 
 
 
 47 yrs. 
 
 June 17. 1936 
 
 Not constructed in time re- 
 quired by franchise. No 
 service given until recent 
 years. 
 
 Brannan 
 
 9th 
 
 10th 
 
 
 47 yrs. 
 
 June 17, 1936 
 
 Not constructed in time re- 
 quired by franchise. 
 
 24th 
 
 Potrero 
 
 San Bruno 
 
 
 47 yrs. 
 
 June 17. 1936 
 
 
 San Bruno 
 
 24th 
 
 Army 
 
 
 47 yrs. 
 
 June 17, 1936 
 
 Track taken up about 1896. 
 
 San Bruno 
 
 Army 
 
 Oakdale 
 
 } 
 
 
 
 Tracks taken up on Oakdale 
 
 Oakdale 
 
 San Bruno 
 
 Lane 
 
 47 jrrs. 
 
 June 17, 1936 
 
 about 1896. Oakdale for- 
 
 
 
 
 
 
 
 merly 15th Ave. S. Lane 
 
 
 
 
 
 
 
 formerly "L" St. 
 
 Oak 
 
 Fillmore 
 
 Stanyan 
 
 ) 
 
 SO yrs. 
 
 Dec. 27, 1936 
 
 
 Stanyan 
 
 Oak 
 
 Haight 
 
 
 
 
 Judah 
 
 5th 
 
 9th Ave. 
 
 
 25 yrs. 
 
 Jan. 23, 1936 
 
 
 9th 
 
 Judah 
 
 Pacheco ("P") 
 
 
 25 yrs. 
 
 Jan. 23, 1936 
 
 
 Arguello Blvd. 
 
 Frederick 
 
 Lincoln Way 
 
 
 45 yrs. 
 
 Dec. 27, 1936 
 
 
 First 
 
 Bryant 
 
 Brannan 
 
 
 47 yrs. 
 
 June 17, 1936 
 
 Never built. 
 
I' 
 
 *-4J 
 
 { i] 
 
 i 1 
 
 I 
 
 h li! 
 
 i 
 
 Table 55 
 (Cont'd) 
 
 il 
 
 1940 
 
 FUTURE FRANCHISE EXPIRATIONS, UNITED RAILROADS 
 
 Street 
 
 Embarcadero 
 
 Broadway 
 
 Divisadero 
 
 Sacramento 
 First Ave. 
 Lake St. 
 GTarrell 
 
 O'Farrell 
 
 Eddy 
 
 From 
 
 Jackson 
 
 Embarcadero 
 
 Vallejo 
 
 Walnut 
 Sacramento 
 Arguello Blvd. 
 Hyde 
 
 To 
 
 Broadway 
 Columbus 
 Sacramento 
 
 Arguello Blvd. 
 Lake 
 
 California 
 Scott 
 
 Term of Date of 
 Grant Expiration 
 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 Dec. 23. 1940 
 Dec. 23. 1940 
 
 Dec. 23. 1940 
 Dec. 29. 1940 
 
 Hyde 
 
 Scott 
 
 Fell 
 
 Baker 
 
 Page 
 
 Steuart 
 
 Bryant 
 
 [ Scott Divisadero 
 
 \ East 3^-block from Scott 
 [ West J^-block to Divisadero 
 
 Market Divisadero 
 
 Market Hyde 
 
 Market Divisadero 
 
 Eddy GTarrell 
 
 45 yrs. Dec. 29. 1940 
 
 SO yrs. 
 50 yrs. 
 50 yrs. 
 
 Dec. 29. 1940 
 Dec. 23. 1940 
 Dec. 29. 1940 
 
 GTarrell 
 
 Scott 
 
 Fell 
 
 Masonic 
 
 Howard 
 
 Spear 
 
 Fell 
 
 Baker 
 
 Page 
 
 Stanyan 
 
 Harrison 
 
 2d 
 
 50 yrs. Dec. 29. 1940 
 
 Brannan Beale First 
 
 Stanley Place Bryant Harrison 
 
 Harrison from Steuart to 14th to Guerrero to San Jose 
 
 Ave to 30th Street to Chenery to Diamond to San 
 
 Jose Ave. (Old San Jose Road) to County Line. 
 18th from Guerrero to Falcon, thence returning on 
 
 "Switch back" to Corbett Road to Clayton Street 
 
 to Ashbury to Frederick. 
 Clayton Frederick Waller 
 
 Waller Clayton ^tanyan 
 
 Clayton Page - Waller 
 
 Cole Waller Parnassus 
 
 Parnassus Cole Stanyan 
 
 Carl Cole Stanyan 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 50 yrs. 
 
 50 yrs. 
 
 50 yrs. 
 50 yrs. 
 
 50 vrs. 
 
 Dec. 29. 1940 
 Dec. 23, 1940 
 Dec. 23, 1940 
 
 Dec. 23, 1940 
 Dec. 23. 1940 
 Dec. 23, 1940 
 
 Dec. 23, 1940 
 
 Dec. 11. 1940 
 
 Dec 29, 1940 
 Dec. 29. 1940 
 
 Dec. 29. 1940 
 
 1941 
 
 UNITED RAILROADS 
 
 Eighth from Brannan to Kansas, thence to 17th to 50 yrs. 
 Connecticut to 18th to Kentucky. 
 
 4th from Berry to Kentucky to Railroad Ave. to San 50 yrs. 
 Bruno Ave. southerly to a point 20ft. north of County 
 Line. 
 
 Nov. 18. 1941 
 Nov. 18, 1941 
 
 1942 
 
 UNITED RAILROADS 
 
 16th from Kansas to Church to Duboce to Fillmore, 
 Turk and Post, to Bay of San Francisco. 
 
 50 yrs. June 3. 1942 
 
 Divisadero 
 Balboa ("B") 
 19th Ave. 
 22d 
 Dolores and 
 
 Chattanooga 
 24th 
 20th 
 
 Sacramento 
 Arguello 
 Balboa 
 Howard 
 
 22d 
 
 Dolores 
 
 Kentucky 
 
 Page 
 19th Ave. 
 G. G. Park 
 Chattanooga 
 
 24th 
 
 HofiFman 
 
 Maryland 
 
 50 yrs. 
 50 yrs. 
 
 Dec. 6, 1942 
 June.'. 1942 
 
 50 yrs. Dec. 6. 1942 
 
 50 yrs. 
 50 yrs. 
 50 yrs. 
 
 Dec. 6, 1942 
 Dec. 6, 1942 
 Dec. 6, 1942 
 
 Remarks 
 
 Not built for some years after 
 grant. 
 
 Never built from Jackson to 
 Vallejo. 
 
 Originally double track, 
 changed to single. 
 
 Not operated from Eddy to 
 
 Ellis. 
 Tracks taken up on Scott, 
 
 Fell and Baker Streets 
 
 about 1896. 
 
 Never built from Spear to 
 
 Stanley Place. 
 Never built. 
 
 Not operated since 1906 from 
 Stanley Place to 3d Street. 
 
 Not operated. 
 Not operated. 
 
 Never built from 8th and 
 Brannan to Kansas and 
 thence to 16th 
 
 Franchise not to go into effect 
 until surrender of Potrero 
 and Bay View franchise on 
 same streets. No record 
 of such surrender. 
 
 Not operated from Bay Street 
 to Bay of S. F. 
 
 Never built 
 
 Not operated. 
 
 C/2 
 
 < 
 
 H 
 Z 
 
 H 
 H 
 
 i 
 
 < 
 
 Table 56 
 
 I 
 
 o 
 
 o 
 to 
 
 o 
 
 fo 
 
 o 
 
 
 9^ 
 
 a 
 
 G »-i O > 
 
 oo 6 c 
 
 o 
 u 
 ct 
 
 m 
 
 V 
 
 C 
 v 
 
 o 
 
 v> uiXi 
 U Im ed 
 
 & 
 
 V 
 
 0) 
 
 O w 
 
 >7 rt "^ <u 
 P^ O'O p 
 
 • 9> 
 
 CQ 
 
 0,^ 
 
 
 .8 
 
 o.ti 
 
 
 M 
 
 ,_ rs ■<-» »-i 
 
 A.^ 
 
 CO 
 
 m 
 
 o 
 >^ 
 
 G 
 
 a 
 
 VO^-Ooo-OqO^*0 
 
 00 
 
 ■IrO" 
 
 '.f^ 
 
 fS 
 
 (S 
 
 i(N 
 
 ^ SJ 
 
 So*' 3 
 <j ' o •" 
 
 to « . 
 
 c 
 
 V 
 
 •o 
 
 u 
 u 
 cd 
 
 •O 
 
 c 
 
 d 
 c 
 
 w 
 
 <o 
 
 C 
 
 C 
 
 o 
 
 al&6^ '§ 
 
 be 
 
 
 
 8 
 
 
 C « 
 
 
 8 
 
 » O 
 
 ^-® 
 
 "* 6 2 fs J? o ;2 ■<*< * fo 
 
 •O— «>'-5 
 
 a 
 
 V 
 
 
 o 
 
 00 
 OS* 
 
 «C 
 
 cS 
 
 OS 
 
 j; 
 
 8 
 
 2 
 
 t-t o 
 
 H 
 
 Z 
 
 •i 
 
 o 
 
 to 
 c c 
 
 tjy Si 
 
 8 8 
 
 •o 5 
 
 o 
 
 z 
 
 o 
 
 p 
 n 
 
 H 
 
 CO 
 
 o o 
 
 CU 
 
 fa 
 O 
 
 O 
 1^ 
 
 ^ o 
 
 ^ 2 
 
 PQ ®. 
 
 HH Os 
 
 CO 
 
 "1 
 
 rC 00 
 
 o 
 o 
 
 <=> 2 
 
 8 8 
 
 JJ a> rt o' <S «> 
 
 i F> ° ttj C 
 
 a> ^ i> c S « 
 
 S. « o £5^ M 
 
 »H _ w 
 
 >.♦* o "■ 
 
 
 09 
 
 3 •I ^-Os^-'-^-t-fJ'O.^-O 
 
 4> 
 
 u u «^'0 
 
 fL4 
 O 
 
 z 
 
 o 
 
 g 
 
 m 
 
 s 
 
 CO 
 
 r?od!S'*s'o;s^S'*i 
 
 00 
 
 o 
 
 00 
 
 o SS6 " 3 
 
 •5;^ '^ as— c 
 »J^ (uWo*'- 
 
 • J cS ^^ 
 
 Tj U . t-i 
 
 ."O * ?. • 
 
 8 
 
 00 w 
 
 I 
 
 ^-oo^--^^-oOf,-'^.^-o 
 (Srt.'fo.^'^ooS'^S'o 
 
 o 
 
 00 
 
 
 CO ^ 
 
 fo 
 
 s» :s 
 
 .S ea 
 
 . oa*i 5p-- i) 
 
 u w 
 
 »" CO O "• 
 
 *^ Sio « 
 u o c '^o -t; 
 
 r»5 
 
 03> 
 
 - 4) 
 5.2f •» ♦^TS 2 
 
 8 
 
 ID 
 
 o 
 
 If) fT) 
 
 O C3 
 
 lO ID 
 
 00 po po 
 
 f^ t*5 (^ 
 
 ' .00«,^,«00 
 
 
 O^O o 
 
 'OS'O 
 
 ^.tN 
 
 r>» 
 
 <s 
 
 00 
 Ov' 
 
 
 
 ^ CO 
 
 2 « 
 
 0.O 
 
 O 3 
 
 _ V.O O " 
 
 •d « CO « 53 
 
 -. •"■ O 
 
 V 
 
 v 
 
 o o «o«/i 
 fO to to 
 
 gooo 
 O lou^ 
 
 oood •>*to 
 fscs«»fO 
 
 8 
 
 o 
 
 
 ro'^N»:o:'^<N<=^n.-9 
 <N fO ^ fN "^ 
 
 0,u-, M^ c^«0 
 
 S bcS u b c 4> 
 
 o 
 
 00 
 
 ■*. 
 oT 
 
 Ot!4). 4^ (floOO'S 
 
 4> C eflO b cflto^>-<-'-rfe 
 
 Ih u o, 
 JcoOO 
 
 c« S-- o 
 JcoUO 
 
 2 • i <0 c! 
 
 o • o 
 
 c c 
 
 0.2 p 
 
 s. 
 
 i Oj (U g 
 
 J aj I- o 
 
 *^ O T* .«4 
 
 
 M ri W "" (U^ 
 
 CO 
 
 u 
 
 HH :»-t-,t-i >.'-'fe'-' 
 
 
 Z'ocs.^Jdj— S550C.2 
 H °ft3«|o<s«»g 
 
 ^ ?^<t- CtU g«S M'S 
 
 o.a O e« O 55 C 
 
 ^ ^ u c3 I 
 
 O 
 
 CO > 
 
 3'*- 
 
 
 >.C 
 
 
 ft * O 4! C 
 
 o a> 
 
 ^ w w 
 
 3 k. ft— c 
 
 ■*-> CO o CO 
 
 i*j ifl 
 
 JJU 
 
 4)fc5? ' .^ 
 <W4.>*JlO C0*» k.V 
 
 <o O 
 
Table 57 
 
 TABLE 57— RESETTLEMENT PLAN 5 
 propfrtr""^' ^""^ ^^^ Purposes of illustration only, the following values for the 
 
 Initial tangible value $21,000,000 
 
 Initial Agreed capital value 35,000,000 
 
 pi 
 
 Year 
 
 1914 
 1920 
 1925 
 1930 
 1935 
 1940 
 1945 
 1950 
 
 PER CENT DISTRIBUTION OF INCOME 
 
 Operation 
 
 Less 
 
 Taxes 
 
 Company's Total Company's 
 Share— 5% Return Net Share 
 
 on (B) and 45% 
 
 of Residual Net 
 
 62.0 
 62.0 
 62.0 
 62.0 
 62.0 
 62.0 
 62.0 
 62.0 
 
 24.8 
 25.0 
 24.2 
 23.7 
 21.9 
 21.9 
 21.9 
 21.9 
 
 5% Return 
 on (B) 
 
 20.6 
 20.8 
 19.5 
 18.7 
 15.2 
 15.2 
 15.2 
 15.2 
 
 City 
 
 and 
 
 State 
 
 10.2 
 10.1 
 10.7 
 11.2 
 13.1 
 13.1 
 13.1 
 13.1 
 
 City's 55% 
 
 Share of 
 
 Residual Net 
 
 5.2 
 5.1 
 5.7 
 6.2 
 
 8.1 
 8.1 
 8 1 
 8.1 
 
 PRINTED AND BOUND 
 BY 
 
 THE HICKS-JUDD CO 
 
 SAN FRANCISCO 
 
 11 
 
 PER CENT RETURN ON INVESTMENT 
 
 (A) Actual investment or cost to reproduce property new 
 
 (B) Agreed capital value. 
 
 Year 
 
 19M 
 1920 
 1925 
 1930 
 1935 
 1940 
 1945 
 1950 
 
 Net Receipts 
 
 30% of 
 
 Gross 
 
 Receipts 
 
 (A) (B) 
 
 Company's Total 
 
 Share — 5% Return 
 
 on (B) and 45% of 
 
 Residual Net 
 
 11.4 
 
 9.7 
 
 9.8 
 9.8 
 9.9 
 9.9 
 9.9 
 9.9 
 
 7.3 
 7.2 
 7.7 
 8.0 
 
 (A) 
 
 9.4 
 8.1 
 7.9 
 7.8 
 7.2 
 7.2 
 7.2 
 7.2 
 
 (B) 
 
 6.0 
 6 
 6.2 
 
 Company's 
 
 Net Share 
 
 5% Return 
 
 on (B) 
 (A) (B) 
 
 7.8 
 6.7 
 6.4 
 6.1 
 5.0 
 5.0 
 5.0 
 5.0 
 
 5.0 
 5.0 
 
 City 
 
 and 
 
 State 
 
 (A) (B) 
 
 City's 55% 
 
 Share of 
 Residual Net 
 
 3.9 
 
 3.2 
 3.5 
 3.7 
 4.3 
 4.3 
 4.3 
 4 3 
 
 2.5 
 2.4 
 2.7 
 3.0 
 
 (A) 
 
 2.0 
 1.6 
 1.9 
 2.0 
 2.7 
 2.7 
 2.7 
 2.7 
 
 (B) 
 
 1.26 
 1.22 
 1.47 
 1.67 
 
Plate 1 
 
 I 
 
 OPERATING TRACKAGE MAP 
 
 STREET RAILWAYS OF SAN FRANClSCa 
 
 BlON J. ARNCXJ3 
 
 5Wn»Na3COTRfthePOPTW10N Pf?OBLCn 
 
 TO "nC HON. BOARD OF 5UPE:RV150R3 
 CITY or 5<VN rRANQSCO 
 
 PLATE 1.— OPERATING TRACKAGE MAP. 
 
 Plan of all operating street railway trackage in the City and County of San Francisco, and part of the United Railroads trackage in San Mateo County. The legend indicates 
 
 (a) track operated, (b) not operated for revenue, and (c) under construction, also single and double track for electric, cable and horse car lines, car barns, car houses, and power 
 
 substations. The most noticeable feature is the large area unserved within the present city limits, such as Sunset, Merced, San Miguel, University Mound and South San Francisco. 
 
Plate 2 
 
 
 BX55ENGER TR^NSPORTAHON 
 
 AND GROWTH MAP OF POPULATION 
 
 SAN FRANC 1 5C0 6- BAY COUNTiK 
 
 *ccorm>MviMe the mttKtrr or 
 BION J. ARNOUD 
 
 ON TME 
 
 5^NFraa^lQ5C0Tf?AN5FOR^ATl0N Pf?OBLEM 
 
 TD ThE HON BQ^RD OF 5UPEFPV130P3 
 CITY OF SANFRANCISOO 
 
 PLATE 2.— GENERAL TRANSPORTATION MAP OF SAN FRANCISCO AND /COMMUTER DISTRICT 
 
 the 
 
 possibilities of a great *v.v«.^ .. • o - — mt -- -_r-- ,. , _ 
 
 under Twin Peaks stand out in clear contrast with the enormous success of transbay development by electric trz*»"S, even "j^der the permanent handicap of at least 20 mmutes more 
 running time via the water routes. This map is the most conclusive argument for a unified and compacted r-ommuter and industrial district under one Metropolitan District Control 
 of utilities and industrial development. 
 
 \ 
 
Plate 3 
 
 o c e: A N 
 
 Tine ZONE MAP 
 
 t>AN FRANCiiCO ts COnnuTElR Dl5T 
 
 BON a ARNOLD 
 
 t>A:^ FraivrCK£O7TeftN3K3RTAn0N PROeLEM 
 
 TO TMC HON BOVRD OT SUPERVISORS 
 CITY Of !><\N FF?ANa5CO 
 
 PLATE 3. TIME ZONE MAP— SAN FRANCISCO COMMUTER DISTRICT 
 
 While practically half of San Francisco lies within the 30-minute time zone, none of the trans-bay commuters now reach land within that time. All of the trans-bay districts are 
 reached within an hour, the same as San Francisco. But for the former, from one-fourth to one-half of the time is consumed in the water trip. Shaded contour areas and time points 
 within circles indicate how far commuters may ride within 10-minute intervals from the center of the business district— Third and Market Streets (allowing seven minutes to the Ferry 
 terminal, and 10 minutes to the railroad terminal at Third and Townsend Streets). The inner shaded zones correspond to the running time by electric and cable lines. Double circles 
 and the Peninsular zone particularly refer to steam lines. Running speed is indicated directly by the relative distance between these time points. For steam trains, the time shown is on 
 limited local trains passing by only the less important stations. Some limited expresses make 26% better time, and way locals 15% slower time than here indicated. With the same charac- 
 ter of rapid transit equipment, it appears that from 20 to 30 minutes more running time will always be necessary, by reason of the water trip, for trans-bay commuters to reach their 
 homes than for San Franciscans, but that no such handicap exists as a limitation for Peninsular development. 
 
Plate 4 
 
 PLATE 4. FARE ZONE MAP— SAN FRANaSCO COMMUTER DISTRICT 
 
 Similar to the Time Zone Map, indicating by shaded contour lines the commuter areas covered within successive fare zones of 5, 10, and 15 cents, etc., all of these fares figured 
 from the present terminal points in San Francisco, viz. : the Ferry terminal and the railroad depot. From the business district, an extra 5-cent fare should be added for commuters 
 ridintr to the Ferry or Depot These fares are the lowest regular rates obtainable in the form of monthly commuter books. For the San Mateo electric line, fares are indicated m 
 circles, as no commutation rates are available. Revenue per passenger-mile is indicated by the relative distance between these fare zones From a fare standpoint, San FraiKisco 
 Oakland Berkeley, and Alameda are already unified, while Peninsular development is automatically placed under a handicap of considerably over 100% for local service, and 200% for 
 express Urvice in excess of the basic cost of transportation within the S-cent zone. While the 5-cent commuter fare reaches to the north of Berkeley, a fare of 13 1-3 cents is charged 
 for the same time-distance, that is, to about Redwood Sution. or midway between the corresponding Umits of way local time to Beresford (11.68 cents fare), and limited express Ume 
 to Palo Alto (15.83 cents fare). 
 
Plate 5 
 
 PLATE 5.— GROWTH AND DENSITY OF POPULATION OF BAY CITIES BY ASSEMBLY DISTRICTS, 1890-1910. 
 
 A Study of this nature is invaluable in indicating the migration of residents to and from various local districts. Unfor- 
 tunately, the district boundaries have been changed from time to time, but it is quite apparent that the population of the "inner 
 city" has largely scattered to the suburbs, especially since the fire. The varying spacing between the cross section lines indicates 
 relative density in persons per acre. Incidentally, the map shows the rapid growth of Oakland, Berkeley and Alameda in the 
 meantime. 
 
n^ee 
 
 LEGEND 
 
 UNITED RAILROADS 
 
 CAR House 
 
 NO 
 
 coot 
 
 •UTRO 
 
 1 
 
 ■ 
 
 OAK AND •RODtRICK 
 
 II 
 
 ^ 
 
 HAIOMT 
 
 III 
 
 A 
 
 M«AUJ«TCR 
 
 IV 
 
 •*• 
 
 TURK AND FILLMORC 
 
 V 
 
 ■ 
 
 PACIFIC Ave. 
 
 VI 
 
 •A. 
 
 WASHINOTONANO HASON 
 
 VII 
 
 -* 
 
 as*" AND KENTUCKY 
 
 VIM 
 
 • 
 
 14 •▼AND UTAH 
 
 IX 
 
 M 
 
 CASTRO 
 
 X 
 
 M 
 
 ••▼"AND VALENCIA 
 
 XI 
 
 «• 
 
 ••""ANDVALCNCIA 
 
 XII 
 
 ^ 
 
 •CNCVA 
 
 XIII 
 
 S 
 
 PRESIDIO AND FERRIES 
 
 xtv 
 
 ^ 
 
 GEARY STREET 
 
 XV 
 
 
 CAUFORNIA AND HYDE 
 
 XVI 
 
 ■ 
 
 CANS OM MAmCT ST CAST OF SIXTH NOT COOtO 
 
 NUHKia INDtCATC MININUH lUtUiAR MIAOWMY 
 
 RUSH HOUR H«AOWAV 
 "**'*" NORMAL OAT HtAOWAY 
 
 - 1 
 
 SCALE OF FEET 
 
 MM » ooo aoo> 4aoo m o 
 
 ju UY . 11 , loia 
 
 SCHfLDULC 
 
 DISTRIBUTION OF CARS 
 
 AT THE RUSH HOUR 5-15 PM 
 
 ACCOMPANYING TMC REPORT OT 
 
 BIONJARNOLD 
 
 OHTHt 
 
 SAN FRANCISCO TRANSPORIAnON PROBLEM 
 
 TO THE HON.BOARD OF SUPERVISORS 
 
 CITY OF SAN FRANCISCO 
 
 PLATE 6.— DISTRIBUTION OF CARS THROUGHOUT THE CITY DURING RUSH HOURS AND RESULTING HEADWAY. 
 
 Showing location according to schedule of all cars at 5 :15 p. m. Cars operating out of the various car houses are indicated by distinct characters, shown in the legend, except on 
 lower Market Street, where they are so close as not to permit coding. Scheduled headway is also indicated for both rush hours and for midday, i. e., the average headway resulting from 
 the schedules in operation, assuming reasonably uniform dispatching. Note the congestion resulting from Western Addition lines converging into Market Street Geary Street line is 
 omitted, as the operating schedule has not been permanently established. 
 
Plate 7 
 
 X 
 
 o 
 
 z§ 
 
 o 
 
 |i 
 
 o 
 a: 
 
 X 
 
 92 
 
 iH 
 
 
 I ■i*Nra 
 
 trsnwvK 
 
 Ji«BUlWJ 
 
 
 
 5 ._ * 
 
 
 wi»m| 
 
 "TV 
 
 s< 
 
 
 5 = 
 
 6ii2^ 
 
 
 u o 
 
 g ' 
 
 ia 
 
 5!2 
 
 ■ awai 
 
 *|. 
 
 t8 
 
 I 5 
 
 z S: is'ii 
 
 I 
 
 - s 
 
 
 II 
 
 HI 
 
 > • 
 
 51 
 
 w c 
 
 
 
 .1 
 
 s 
 
 11 
 
 >s«» 
 
 S 
 
 p 
 
 l-o 
 
 z 
 
 o 
 o 
 
 o 
 
 u 
 
 i 
 
 o 
 
 < 
 
 t 
 
 iill ciii4ni«»m 
 
 IViOJ. 
 
 z 
 a 
 o 
 
 2. 
 
 3S 
 ■0> 
 
 s 
 
 
 
 < 
 
 Km . 
 
 iii 
 
 bilk- 
 
 
 >■ 
 
 ■X. 
 (X 
 
 uJ 
 
 ►— o 
 
 ZD 
 
 2i 
 
 3 
 
 8 
 g 
 
 sa 
 
 =.x^j 
 
 ^.„.. 
 
 :}8 
 
 <■ >S" 
 
 CO 
 «0 
 
 O 
 
 -J 
 
 QZ 
 
 llJ3 
 o 
 o 
 
 §5 
 
 < 
 o 
 a: 
 
 a 
 
 lis 
 
 5. « 
 
 !S 
 
 K-Z 
 
 OOa 
 
 O 
 
 z 
 u 
 o % 
 
 WOqK 
 wOZ 
 
 PLATE 7.— TYPICAL RECORD OF PASSENGER COUNTS AT VARIOUS THROATS OF OUTBOUND RUSH-HOUR TRAVEL. 
 
 This diagram shows with what degree of regularity cars are operated, maximum loading of cars as compared with seats, results of delays m mcreasing car loading, variation m riding 
 habit during the rush hour, the comparatively small volume of traffic toward the Ferry, the peculiar uniformity of California Street cable travel as compared with the wide fluctuation m 
 travel on electric lines, and the actual headway along trunk lines resulting from the operation of tributary routes. Note the great necessity for the avoidance of delays so as to make 
 uniform headway possible, as long gaps between cars usually result in excessive car loads. 
 
Plate 8< a> 
 
 TYPICAL TRIP COUNTS 
 EVENING RUSH HOUR 
 
 /MXOMPANYINO THt REPORT Of 
 
 BION J .ARNOLD 
 
 SAH FRAMaSCOTRAKSPORTATlON PROBUM 
 TO THE HON. BOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO 
 
 PLATE 8(a)— TYPICAL TRIP COUNTS BY INDIVIDUAL ROUTES 
 
 Graphical record of .he results of trip counts, showing the compete route characteristics 1^^^^^ 
 total load, seating capacity, standing load, total and average H^^JS^^. h*"'- ™""'"S '™' ^ ^^^^^^^ ^e conductor. Every trip during the day is not plotted-only 
 
 ^pU^tH^^tf I^ci'LHou^lJ^^^^^^^^^^ o^%rrea&rortt tT-hLf ^-o'syrtkXrom'^ ir. indicated by circl/andVs h^ dots on the plan 
 
 """""C;^^^. "^^erate' H;. typical of Missio^n routes f^^^^^^'^^^^^^P^t^^^^ If^^fofa^nlS'^^yStf c^rl^Tfhe^ 1n^^^^^^ "^^^J^ 
 
 ^ire^'v^a^rini ir«i?fes'°;e'r "pS^^ertVh;Sti7aS;"L'^e^S^^ SsTv^ IZi^tt about Silver X/enue and very light load beyond I.e Street indicates the 
 
 need of a short-run line for relief. Onondaga Avenue is the logical turn-back point. 
 
Plate 8(b) 
 
 
 
 
 
 
 
 
 
 r" 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 VAV 3 
 
 krrr 
 
 101 t 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 PI.AM or M 
 
 OUT« 
 
 
 
 .^ 
 
 V 
 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 
 ^-*, 
 
 
 ^ 
 
 :r^ 
 
 ^ 
 
 w^ 
 
 > 
 
 
 
 
 
 
 
 
 
 
 
 
 
 f 
 
 
 ^^^-^ 
 
 ^ 
 
 i/^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 111 
 
 l\ i i 
 
 * • s 
 
 '• 
 
 
 
 I 
 
 I 
 
 ^Hl 
 
 
 
 
 
 
 
 
 
 
 
 ^ 
 
 IM 
 
 
 Tni» <.OUNT 
 
 
 
 
 
 
 
 THAMtn 
 
 IIMW 
 
 Ma "MM 
 
 
 
 
 
 
 
 
 
 MB 
 
 
 
 TOT' 
 
 L LOA 
 
 \^ 
 
 • > 
 
 :3~c: 
 
 r^" 
 
 .J 
 
 
 
 ' 
 
 
 
 
 
 
 
 
 
 
 
 r-^ 
 
 
 
 1 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 It 
 
 IM 
 
 
 
 1 <p 
 
 f 
 
 
 
 
 
 
 
 
 •f» 
 
 
 
 
 
 
 
 
 
 
 
 « - 
 
 1 
 
 
 
 
 
 
 
 "-L 
 
 1l 
 
 »4e 
 
 
 
 
 
 
 
 
 f 
 
 ta 
 
 
 — '^ 
 
 
 
 
 
 
 
 ^'— 
 
 -^^ 
 
 ^ «. 
 
 
 
 
 
 
 
 
 
 4o 
 
 
 
 >.TINa CAfMkC 
 
 TV 
 
 ncLAv* 
 
 ^ 
 
 ^ 
 
 >tS^ 
 
 -s*^ 
 
 c^fff' 
 
 
 
 
 
 
 
 
 
 
 A 
 
 « N 
 
 
 ^^^ 
 
 — — j^3P: 
 
 sass^ 
 
 
 
 
 
 
 
 
 ••o 
 
 5 
 
 
 
 
 
 
 
 — 1 
 
 « 
 
 2 
 
 w 
 
 1— " 
 
 s 
 
 
 
 
 1 
 
 LlJLi 
 
 1 
 
 i 
 
 
 1 
 
 
 
 
 » 
 
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 TYPICAL TRIP COUNTS 
 EVENING RUSH HOUR 
 
 ACCOMPANYING THE REPOfTT OT 
 
 BION J. ARNOLD 
 SAN FRANCtSCOTBANSPORlXTION PIKWLEM 
 TO THE HON. BOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO 
 
 PLATE 8(b) —TYPICAL TRIP COUNTS BY INDIVIDUAL ROUTES. 
 
 For General Characteristics See Plate 8 (a). 
 
 Br'wnt Street. Short-run line with excessive overload and low speed due to frequent stops; average passenger ride above the ordinary, although the car haul is very short, and 
 the large number of passengers riding to the outer terminus indicates the need of extension of the line south in Mission Street. The heavy exchange of passengers and particularly the 
 large number of transfer passengers boarding at 16th Street is an indication of the desirability of a parallel route from Kentucky Street out Mission or Bryant dunng the rush hour. 
 
 The trip counted was the heaviest of the day. _ .. ,„,.,., ^- n i.i. x* i _^t r i- t. . ^ j- *• *i 
 
 Fillmore and Sixteenth. Typical cross-town line carrying transfer load of 41% of cash collected. Standing load for practically the errtire length of hne, but not distinctly ex- 
 cessive at any time. Speed low due to many stops and steep hills. Heavy load carried to end of line transfers to Fillmore Hill extension. Trip counted about average for the hour. 
 
Plate 9 
 
 PLATE 9— PASSENGER FLOW FOR THE ENTIRE SYSTEM. 
 
 Indicating the relative importance of the various streets as thoroughfares for outbound rush hour travel as shown by the widths of the lines. The heavy out- 
 bound traffic on Market and Mission Streets is apparent, as compared with streets south of Mission and with some of the Western Addition streets. Ferry-bound traf- 
 fic is light as compared with outbound Market Street travel but is heavier than any other street except Mission Street The gradual decrease in car load towards the 
 outer termini clearly indicates that car service should be tapered off to follow traffic needs. 
 
PUteS 
 
 PLATE 9— PASSENGER FLOW FOR THE ENTIRE SYSTEM. 
 
 Indicating the relative importance of the various streets as thoroughfares for outbound rush hour travel as shown by the widths of the lines. The heavy out- 
 bound traffic on Market and Mission Streets is apparent, as compared with streets south of Mission and with some of the Western Addition streets. Ferry-bound traf- 
 fic is light as compared with outbound Market Street travel but is heavier than any other street except Mission Street The gradual decrease in car load towards the 
 outer termini clearly indicates that car service should be tapered off to follow traffic needs. 
 
Plate 10 
 
 PLATE 10.— FOUR-TRACK PLAN OF STOPS AND STATIONS FOR LOWER MARKET STREET AS RECOMMENDED, PLAN A. 
 
 This plan involves relocating and lengthening some of the present safety stations, thereby securing better distribution of service. "Near side" stops only are contemplated, thus 
 abolishing many unnecessary stops now made, and two-car tandem stops are used at heavy traffic points. The rearrangement of the Ferry loop terminal is not considered in this study. 
 West of Sixth Street a break is made in the drawing so as to include McAllister Street intersection. One car is indicated at every possible stop. 
 
Plate 1 1 
 
 GENERAL DESIGN AND ARRANGEMENT. 
 
 PLATE 11.— MUNICIPAL RAILWAY CAR, 
 
 The design of this car represents a marked departure from previous San Francisco practice in the provision of drop platforms, prepay type, with an open "California" t3T)e body 
 Particular attention has been given to the provision for rapid loading, essential in San Francisco; by proper shapmg of the guide raihng and the use of a small master contro ler, an ample 
 lnul^r^6:^T^ Similarly, on the forward end,, with the g-d. railing behind the motorm^^^^^^^^ to h 
 
Plate 12 
 
 7' 4 
 
 -55:^ 
 
 6-«-' 
 
 •wi 
 
 tmtttMP . 
 
 CLASS 101-160 
 A 
 
 CLASS 1500-1549 
 
 B 
 
 SCALE Of rtCT 
 
 u& 
 
 CLASS 1550 •174a 
 
 C 
 
 ^ 
 
 ~:\ I 
 
 nil 
 
 > 
 
 -fi'- 
 
 t 
 
 -ter- 
 
 ■44'- 
 
 LAT^5T CHICA69 CAR. 
 
 
 mOPOSED REARRANGEMENT 
 CLASS iS00-IS4Q 
 
 c 
 
 •TORAOt k^ACE 
 
 »— 2«— C 
 
 -sor- 
 
 PRESENT ARRANGEMENT 
 CLASS 1300 1425 
 
 PROPOSED RE-CONSTRUCTIQN 
 CLASS 1300- 1*23 
 
 F 
 
 •CAU or rcKT 
 1 t I t I t f 
 
 IMPROVEMENTS IN PLATFORM AND 
 SEATING ARRANGEMENT 
 
 PRESENT ROLUNG STOCK 
 
 ACCQMPANVINO THE Re PORT Of 
 
 BION J ARNOLD 
 
 OH TMC 
 
 SAHFRANaSCO TRANSPORTATION PROBLEM 
 
 TO THE HON. BOARD OF SUPERVISORS 
 
 CITY OF SAN FRANCISCO 
 
 PLATE 12.— RECOMMENDED IMPROVEMENTS IN PLATFORM AND SEATING ARRANGEMENTS, PRESENT UNITED RAILROADS CARS. 
 
 Ample platform space and comfortable standing capacity constitute important features of high class equipment. These rearrangements in platform apparatus are recommended as an 
 alternative to lengthening the platforms, as was done in Chicago on cars of the McAllister Street type. Proposed arrangements are shown both with and without a fare box. Note the 
 increase in platform storage space provided at entrance by the proposed plans. To increase the loading speed, it is necessary to either remove the bulkhead or move the controller on all 
 cars of 1500 and 1550 classes. The latest car used in Qiicago, Plan D, has platforms fully 22 inches longer than most of the large San Francisco cars, and can be loaded very rapidly, 
 due to the unobstructed passageways provided. An aisle 27 inches in width, the same as on the Municipal car, has proven satisfactory. Plan E shows the proposed rearrangement 
 of the 1500 class, using a seating plan similar to the Municipal car, with the "Cleveland" fare box railing. The 1300 class may be reconstructed into a prepayment car by lengthen- 
 ing platforms, as shown in Plan F. /^ 
 
 •i 
 
PUtel3 
 
 aoo-TM v^g3T ^e>WT/*a_ 
 
 MC3mzar>rr/M_ HNCx-ioorcrT 
 
 n«ao ivaoo iM«o iraoo i»ioo 
 uoN<3rruo<i^LAt_ ace riofx 
 
 
 ->iNi. nr-CM- too rcer 
 WNCM- »« rttT 
 
 aooo s*ao saoo STOO S«0o 
 
 i_oiM <srruoiM/«»w(_ secxioni 
 exAOccRA-rco vc.w-riCA.i_ acA.i_e 
 
 •OkSCN OMTC 
 
 lOOO soo 
 
 ■oo TOO «oo aoo 
 
 M" eorPIN ST PORTA-L- 
 
 ^>^%, 
 
 GENERAL PLAN AND F*nonLE 
 
 MARI\ETST E)a"ENSIONTLINrCL 
 
 UNOcn TWIN rcAKS 
 
 *ccor>if«w«nMS thc ncrowTor 
 BION J ARNOCO 
 
 «IM TMC 
 
 SAN fRANCISCO TUNNEL PROBLEM 
 
 TOTttLhON. BOARD Or SUPEKV150R3 
 
 CITY or 5AN mANcieco. 
 
 PLATE 13.— MARKET STREET EXTENSION TUNNEL UNDER TWIN PEAKS, GENERAL LINE PLAN AND PROFILE. 
 
 Showing alignment, grades, distances, easements, stations, portals, and proposed connections discussed in Chapter 11. Grade separation of the future right- 
 ** ** . 6 » of-way south of the portal is indicated. This plan corresponds to Plan 5B. 
 
Plate 14 
 
 PLATE 14.— DETAILS OF MARKET STREET EXTENSION TUNNEL UNDER TWIN PEAKS. 
 
 Plan and profile, Otis Street to Eighteenth Street, showing in some detail the design and track layout of the Market Street section. Providing for a side platform station at Church 
 Street designed to permit future transfer facilities to a sub-level two-track express bore to be built on south side of Market Street. Center island platform at Eureka Valley station per- 
 mitting a future local reservoir station at the portal of the proposed Mission-Sunset tunnel. Contour extension of Market Street contemplated. 
 
Plate 15 
 
 PLATE 15.— DETAILS OF MARKET STREET EXTENSION TUNNEL UNDER TWIN PEAKS. 
 
 Plan, profile and details of southwest section, omitting tangent section of bore under Twin Peaks. Arrangement of Laguna Honda station detailed as to first and second construc- 
 tion stage, providing for most convenient cross-town transfer facilities consistent with the possible elevation of the main bore at this pomt 
 
Plate 16 
 
 PLATE 16.— ALTERNATIVE PLAN AND DETAILS OF MARKET STREET EXTENSION TUNNEL. 
 
 Alternative development. Plan and profile for present tunnel construction terminating at Eureka Street, with possible surface track connections, showing outlet of tunnel to four 
 tracks in upper Market Street. This involves the contour extension of Market Street now, with a possible further extension out of Eureka Valley. 
 
 Details of future extensions and developments, showing provision for four-track express bore— Project B, track connections mto a future four-track subway m lower Market 
 Street, typical branch connections to the Mission and Western Addition, local return loop at Castro Street, and subway connections to Mission-Sunset tunnel. 
 
Plate 17 
 
 PLATE 17.— EFFECT OF TWIN PEAKS TUNNEL ON LOCAL RUNNING TIME. 
 
 Contour niaj) of San I<>ancisco. showing time zones resulting from local operation through the tunnel as compared with the time zones of present lines. Shaded 
 areas indicate slopes greater than \OVf and 25 7r, respectively, for the area affected by this project. White lines indicate Market Street extension boulevard, and 
 the suggested Seventh Avenue connecting boulevard down the Peninsula and to the beach. Note that only one half of the city lies within the present 30-minutc 
 zone and that the tunnel extends this zone nearly to the beach. 
 
INTENTIONAL SECOND EXPOSURE 
 
 Plate 1" 
 
 
 MAP 
 
 SHOWINe EFFECT OF 
 
 TWIN PEAKS TUNNEL 
 
 ON LOCAL RUNNING TIME 
 
 LEGEND 
 
 SL-OPEe UNDER IO% 
 » lOji TO 2S<^ 
 
 OVER 2SJ^ 
 
 ONLV S V^. PORTION OF C'TT BCVOMD 
 
 FRrSfcNT 30M(.N' Time- ZOlsiE 
 THUS iNDlCATElD 
 
 ($;•) RUNNINS? TIME IN 
 
 ^^O^a f^'NUTES FROM TWiRD 
 AND MARKET S"r3 
 
 PROPOSED &TA.T iOM&. 
 
 "-•— TA-lN PEA«'>S TUNNEL 
 
 AND MAf?KET ST SUBWAY J 
 
 RAPID TRANSIT UINSL' 
 
 PRESENT CAW LIUES 1 
 
 POSSIBLE 
 
 I'l A 1 
 
 Klii-.C I ()l r\\l\ l'i:Ak> !lN.\i:i, n\ I . ){ \|. Kl NXI.\(. IIMI-. 
 
 ('< mil 'ur 
 ai\-;i> iiidio.itr 
 
 tlu- SUJ4tiA.>tll| 
 
 /OIK- .-iikI that 
 
 inaji t>\ San l-'raiici-i-«>. -liduinu iiiin.- /mik'- ix'-uliinii from l<>cal < ipv'rati< in iliroimli li- lumu'l a- o< iiiiparrd with tlu- tinu- .'<>iu-- .>i ]irr 
 -lop^'- --ifcaUT than \\V ' and 25' ' . ri'>i»c-ctivcl\-. t.»r tlic ai\'a attcctcd 1>\ tlii- pruH-ci. Wliil^' liiu- indii'ati- Markii Strcit r\ii-n- 
 ScNuiili" Aviinu- i-«mni.-otin,u lionKxaial .l-.un tlu- IVnin-nla and t" tlu- iK-acli. Xcti' that "id> .uk- half <>i tlu- cil> lir- within tlu- 
 llu- tninii-1 i-\t(.'nd> thi^ /<»iu- nrar]\ to tlu- hi-acli 
 
 -cut !inc<-. Shaded 
 
 i«in l»'>uK-\ard. and 
 
 l)r«.--«.-nt 3(^-niinutc 
 
Plate 18 
 
 secnoHM. view 
 
 anowMC nuvKiNO tv ccNTOt. 
 
 CURBS 10 ec QU O 1 1 DOWN TO f HeMKT 
 
 ksonoRic vicwormRKir^ plan 
 
 TYPICAL WIOC TMOROUGHFARC 
 
 BIONaAfaMQLO 
 
 SAN naVCISCDTTWCFOTWlON P«C«lD1 
 
 TO THE HON. Ba^RO OT 3UPtPVlS0R5 
 OTY OF a^N FRAJSCVSOa 
 
 PLATE 18.— RAILWAY PARKING PLAN RECOMMENDED FOR WIDE THOROUGHFARE SUCH AS VAN NESS AVENUE. 
 
 Combining the attractive features of a central parking with rapid transportation. Ample roadway width preserved for four lines of automobiles. Ornamental center pole con- 
 •truction with electroliers. During parades one side of the street may be reserved for vehicles and the other for parades without mterruptmg oar service. 
 
PUte 19 
 
 ruTumt CLCVATtD »A>BIMftCII 
 
 •JtlUHt AROUND CMBARCAOCRO MAX 
 
 CONNECT Mtai WITHTIKMIHAL TKACK*. 
 
 EMBARCAOERO 
 
 ELEVATED FERRY TERMINAL ^ 
 
 roM z 
 
 MARKET STREET CARS 
 
 LOWER LEVEL 
 
 STEUART 
 
 SCA1.E. 
 
 ■00 zoo 
 
 FERRY TERMINAL PLANS 
 
 ACCOM^ANVINO TmC nCPOMT OT 
 
 BION J.ARNOLD 
 
 ON THE 
 
 SAN FRANaSCOTBANSPORTAHON PROBLEM 
 TO THE HON. BOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO 
 
 PLATE 19— FERRY TERMINAL IMPROVEMENT PLANS. 
 
 With the existing terminals, no reserve capacity is available for either present or future needs. Two plans are therefore presented, both relieving street congestion on The Em- 
 barcadero by delivering cars to the upper floor of the Ferry building. One plan designed for more permanent utility involves the evenmg of property lines on East Street ; the other 
 recommends simply the recession of the protruding Sacramento Street comer. Both provide necessary storage track for lay-over cars meetmg mcommg boats. Loop and storage tracks 
 are now badly needed on both north and south side surface terminals in addition to further capacity of the Market Street loop. With the extension of the Ferry building a correspond- 
 ing extension of the loading front will be necessary as provided for. 
 
Plate 20 
 
 PLATE 20 —COMPARATIVE STATUS OF FRANCHISES CLAIMED 1902 AND OPERATED 1912. 
 
 All franchises claimed by the articles of incorporation of the United Railroads in 1902 are indicated by the full base lines ; while the superimposed coding indicates 
 the operating status in 1912 of these same franchises. Many lines have been abandoned, while in other cases no track has been laid. No attempt has been made to 
 show leased lines or to indicate overlapping franchises. The status of the Columbus Avenue franchises is important, owing to its value as a proposed direct route to the 
 Exposition in 1915. One block on Kearny Street from Pacific Avenue to Broadway was not claimed by the United Railroads in 1902, although a franchise was then 
 existing. 
 
Plate 21 
 
 TERMINAL »«ANT« 
 REVOCABLE BY STATE 
 
 MOBTLY PRIVAT* «I«MT OP WAY 
 PORTIONS IN LINCOLN PARK 
 
 LEGEND 
 
 UNQUESTIONABLE GRANTS 
 
 PORTIONS UNUSED NO 
 ABANDONMENTS Fl LEO •<»««»• 
 
 ABANDONMENTS FILED AND 
 ACCEPTED BY SUPERVISORS - - 
 
 OPERATING WITHOUT FRANCHISE 
 OR DOUBTFUL 
 
 ONE TRACK ABANDONED 
 
 TRACK NOT OPERATED 
 NO FRANCHISE --- 
 
 FORFEITURES IN SUPERIOR COURT •-«»»* 
 
 OUTSIDE OF SAN FRANCISCO 
 
 COMBJNATiON OF ABOVE SHOWN TH US (s«a»o 
 
 NOTE: NO ATTEMPT TO SHOW OVER LAPPSNO 
 GRANTS NOR FORFEITURES OF UNES 
 NEVER CONSTRUCTED . MAP SHOWS 
 SECTIONS NOT OPERA(TED.0CT.I.I»ia 
 
 scALe 
 
 1000 ZpOO aOOOFEET 
 
 PRESEHTSTARISOFFRAHCHISEGRAHB 
 
 BASED UPON OmClAL FRANCHISE BOOK 
 UKITEDRAlLftOADS ANOAFFIUATED COMRMilfS 
 
 ACCOMPANYING THE REPORT Of 
 
 BION J.ARNOLD 
 
 ON THE 
 
 SAN FRAHCJSCO TRAHSPORWION PROBLEM 
 TO THE HON.BOARD OF SUPERVISORS 
 CITY OF SAN FRANCISCO. 
 
 PLATE 21— PRESENT STATUS OF FRANCHISE GRANTS. 
 On this map are shown by graphical code (a) all franchises granted to the United Railroads, underlying companies^and leased lines, also (b) routes operated 
 withoutfranchi^es or where franchises are doubtful in accordance with the existing record of the municipal franchise book. Over-lappmg franchises have not been 
 Tonsfdered The status of abandoned trackage is important, especially where portions of franchises have been abandoned without official notice being filed with and ac- 
 Spted by the Supervisors This raises the question of validity of the remaining portions of such routes. Also of such routes now operated as have not been con- 
 structed within the time limit set by law. 
 
Plate 22 
 
 FRANCHISE EXPIRATIONS 
 
 BASED UPON OmCIAL FRANCHISE BOOH. 
 SAN FRANCISCO 
 
 ACCOMPANYING TMC REPORT Of 
 
 BION J. ARNOLD 
 
 ON THE. 
 
 SAHFRAHOSCO TRANSPORTATION PROBLEM 
 
 TO THE HON.BOARD OF SUPERVISORS 
 
 CITY OF SAN FRANCISCO. 
 
 PLATE 22— RECORD OF FRANCHISE EXPIRATIONS. 
 
 This plate interprets graphically the record of t^^^ Obv'-f/, ':;':J^>:^_ 
 
 systfmwm be p«ctSy disrupted. Some question exists, however, as to the exact date of exp.rauon-whether 1929 or 1932. (See Figure 101.) 
 
Ill 
 
 'i 
 
 
 % 
 
 Date Due 
 
 
 TUr-ry 
 
 ■H- 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 % 
 
 
 
 
 1 .^---7 ^ 
 
 COLUMBIA UNIVERS TY L BRARIES 
 
 0044268513 
 
 if 
 
END OF 
 TITLE