Report 
 
 On the Operation of the Street 
 
 Railroad Lines of San 
 
 Francisco 
 
 A Report to the Committee on Street Railroads of the 
 Merchants' Association of San Francisco 
 
 THE /IV[ERCHANTS ASSOCIATION 
 OF SAN FRANCISCO. 
 
 February I, 1909. 
 
REPORT 
 
 ON THE OPERATION OF THE 
 
 STREET RAILROAD LINES 
 
 OF SAN FRANCISCO 
 
':' : 
 
 * W ^' ' 
 
 % i 
 
 It 
 1- 8 
 
 te 
 
 as 
 
 J- 
 1 
 
 r+ 
 -or 
 
 5 
 
 4 
 
 r- 
 o 
 
 *. II 
 
 
 
 
 
 * 
 I 
 
 8 
 
 -* 
 
 
 
 I/ 1 
 
 
 "^ ^5 
 ^ O 
 
 A^ Qj 
 
 ? ? 
 5 ? 
 
 ?! 
 
 "s ^ 
 
 * 5: 
 
 y 
 
 CS3 
 
 f 
 r 
 
CONTENTS 
 
 Prefatory Page 6 
 
 Letter of Transmission ' ' 7 
 
 List of Numbered Lines " 8 
 
 Table showing Market Street car intervals at Ferry fl 8 
 
 Table showing south of Market Street car intervals at Ferry " 9 
 
 Kesume of Tables " 10 
 
 OPEEATION OF STREET CAR LINES: 
 
 Bosworth Street Line ' ' 30 
 
 Bryant Street Line " 22 
 
 California Street Line " 25 
 
 Castro Street Line " 28 
 
 Cemeteries Car Line Number 14 . " 22 
 
 Clement Street Line ' ' 27 
 
 Devisadero Street Line " 29 
 
 Eighth and Eighteenth Streets Line " 23 
 
 Eighteenth Street Line ' < 20 
 
 Ellis and Ocean Car Line Number 20 " 13 
 
 Fillmore Street Car Line Number 22 < ' 15 
 
 Fillmore and Mission Streets Car Line Number 23 " 1 
 
 Fillmore Street Hill Line ' ' 27 
 
 Folsom Street Line ' ' 22 
 
 Fulton Street Line ' ' 29 
 
 Geary Street Line ! < ' 2f> 
 
 Glen Park Car Line Number 10 " 02. 
 
 Guerrero Street Car Line Number 10 " 20 
 
 Haight Street Car Line Number 7 " 12 
 
 Hayes and Ellis Streets Car Line Number 21 " 18 
 
 Howard Street Line " 22 
 
 Hyde Street Line < 26 
 
 Ingleside Car Line Number 12 " 21 
 
 Jones Street Line " 25 
 
 Kentucky Street Car Line Number 16 ' ' 17 
 
 Mail Dock Line " 23 
 
 Market Street Car Line Number 8 : " 12 
 
 Masonic Ave. Car Line Number 6 " 11 
 
 McAllister Street Car Line Number 5 " 11 
 
 Mission and Brannan Streets Line *< 19 
 
 Mission Street and Chutes Car Line Number 24 " 16 
 
 Mission and Twenty-fourth Streets Car Line No. 11 <f 21 
 
 Montgomery and Tenth Streets Line 19 
 
 Pacific Avenue Line 25 
 
 Parkside, Ocean and Beach Line " 29 
 
 3 
 
 M19450 
 
Parkside and San Mateo Line Page 29 
 
 Powell Street Line " 24 
 
 Polk and Bryant Streets Car Line Number 19 " 16 
 
 Polk and Mission Streets Car Line Number 18 ' ' 13 
 
 Railroad Avenue Line lt 25 
 
 Sacramento Street Line ' ' 24 
 
 San Bruno Avenue Line " 28 
 
 San Mateo Line " 26 
 
 Sixth and Sansome Streets Line " 19 
 
 South San Francisco R. R. & P. Co " 28 
 
 Sutter Street Car Line Number 1 " 13 
 
 Sutter and Jackson Streets Car Line Number 3 ' ' 14 
 
 Sutter Street Horse Car Extension " 14 
 
 Third and Townsend Streets and North Beach Car Line Number 15 " 17 
 
 Third and Townsend Streets and Ferries Car Line Number 15 " 17 
 
 Turk and Eddy Streets Car Line Number 4 < ' 10 
 
 TJnion Street Line " 26 
 
 Valencia Street Car Line Number 9 " 13 
 
 "Washington and Jackson Streets Line lt 25 
 
 'General Remarks " 30 
 
 SUGGESTIONS: 
 
 Extra Conductors " 30 
 
 Trailers ' ' 30 
 
 Push Buttons " 31 
 
 Doors ' < 31 
 
 Strap-Hangers " 31 
 
 Trolleys " 31 
 
 Owl Cars " 31 
 
 Crowded Rear Platforms ' ' 31 
 
 Right of way for Street Cars " 32 
 
 Car Routes " 32 
 
 TRANSFER SUGGESTIONS: 
 
 California Street Line " 32 
 
 Kentucky Street Line " 33 
 
 Geary Street Line " 33 
 
 SPECIAL REPORTS: 
 
 Numbering of Street Cars " 34 
 
 Possibility of Running Sutter Street Cars to Ferry lt 3) 
 
THE MERCHANTS' ASSOCIATION OF SAN FRANCISCO, 
 
 1909 
 
 Officers 
 
 President 
 
 Andrew M. Davis 
 1st Vice-President 2nd Vice-President 
 
 C. K. Mclntosh Hartland Law 
 
 Treasurer Secretary Attorneys 
 
 Byron Mauzy L. M. King Wright & Wright 
 
 Directors 
 
 E. S. Atkins Eobert S. Atkins 
 
 Gustave Brenner Gore Investment Co. 
 
 Andrew M. Davis The Emporium 
 
 J. A. Eveleth Eveleth-Nash Co. 
 
 W. D. Fennimore California Optical Co. 
 
 Hartland Law Monadnock Building 
 
 Byron Mauzy Byron Mauzy Piano Co. 
 
 C. K. Mclntosh S. F. National Bank 
 
 H. W. Postlethwaite Holmes . Lime Co. 
 
 M. H. Bobbins, Jr Otis Elevator Co. 
 
 A. W. Scott, Jr Scott & Magner 
 
 E. H. Swayne Swayne, Hoyt & Co. 
 
 Frank J. Symmes Thomas Day Co. 
 
 I. O. Upham Isaac Upham Co. 
 
 P. P. Stone Bancroft-Whitney Co. 
 
 Committee on Street Railroads 
 I. O. Upham, Chairman. 
 
 Hartland Law E. H. Swayne 
 
 Eobert S. Atkins W. D. Fennimore 
 
PREFATORY 
 
 To the 'Members of the Merchants' Association of San Francisco: 
 In view of the many complaints received from members and other 
 citizens regarding inadequate street car service, the Board of Directors 
 decided last January to have a thorough inspection made of all lines 
 in the city for the purpose of ascertaining just what was the real 
 situation and where improvements could be suggested. A special 
 Inspector was employed to travel continually over all the lines at all 
 hours of the day and evening for six weeks and to make a complete 
 report with suggested improvements. 
 
 We submit herewith the full report of our Inspector, which was 
 ordered printed and distributed to all members of the Association 
 and to the Board of Supervisors for their information as to actual 
 conditions. 
 
 This report is now being studied by our Committee on Street 
 Railroads and the matter will be taken up in detail with the street 
 railroad companies and the Supervisors, with the view of securing 
 an improved service as soon as possible. 
 
 ANDEEW M. DAVIS, 
 
 President 
 
LETTER OF TRANSMISSION 
 
 San Francisco, February 1, 1909. 
 
 To the Committee on Street Railroads, 
 
 The Merchants' Association of San Francisco. 
 
 Gentlemen : 
 
 Pursuant to your instructions that "a careful inspection be made 
 of every street railroad line in San Francisco, at all hours of the day 
 and evening, for the purpose of ascertaining what is the character 
 of service on each line, the system of handling crowds, transfer arrange- 
 ments, numbering of cars, headway, etc., with the view of ascertaining 
 if possible the cause of the many complaints from the public and what 
 improvement in the service can be suggested that would give the 
 public better service," I beg to submit the report hereto annexed. 
 
 In making this investigation, all lines in the city were travelled 
 during the rush hours of the morning and evening and the slack hours 
 during the middle of the day. Special attention was also given to the 
 theatre travel at night and the Sunday travel to the Park, Beach, 
 Ingleside and San Mateo. 
 
 Special reports were also made, pursuant to instructions, on the 
 new system of numbering cars and on the possibility of running the 
 Sutter Street cars over the inner tracks on Market Street to the 
 Ferries, and are hereto annexed. 
 
 Respectfully submitted, 
 
 (Signed) Warren Manley, 
 
 Inspector. 
 
 7 
 
NUMBERED LINES OF THE UNITED RAILROADS 
 
 Table showing number of each of the street car lines on February 1, 
 1909. These numbers are placed on top of each car and indicate the 
 line travelled by it. 
 
 No. 1 Sutter 
 
 No. 3 Sutter and Jackson 
 
 No. 4 Turk and Eddy 
 
 No. 5 McAllister 
 
 No. 6 ..., Masonic 
 
 No. 7 Haight 
 
 No. 8 Market 
 
 No. 9 Valencia 
 
 No. 10 I Guerrero 
 
 " 1 Glen Park 
 No. 11..., Mission and 24th 
 
 No. 12 Ingleside 
 
 No. 14 Cemeteries 
 
 No. 15 3rd and Kearny 
 
 No. 16 Kentucky 
 
 No. 18 Mission and Polk 
 
 No. 19 Bryant and Polk 
 
 No. 20 Ellis and Ocean 
 
 No. 21 Hayes and Ellis 
 
 No. 22 Fillmore 
 
 No. 23 Fillmore and Mission 
 
 No. 24 Mission and Chutes 
 
 TABLE SHOWING INTERVALS AT WHICH CARS OPERATING 
 
 ON MARKET STREET REACH FERRY ON AN 
 
 AVERAGE EVENING 
 
 February 1, 1909 
 
 McAllister 5 :00 
 
 Valencia 5 :01 
 
 Masonic 5 :02 
 
 Haight 5 :03 
 
 Turk and Eddy 5 :04 
 
 Market 5 :06 
 
 McAllister 5 :06 
 
 Valencia 5 :08 
 
 McAllister 5 :08% 
 
 Haight 5:09 
 
 Turk and Eddy ....5 :09% 
 
 Valencia 5:09% 
 
 McAllister 5 :12 
 
 Market 5 :13 
 
 Haight 5:13% 
 
 Turk and Eddy 5 :14 
 
 Market 5:14% 
 
 McAllister 5 :14% 
 
 Valencia 5:14% 
 
 Haight 5:15 
 
 Sutter horse car 5 :17 
 
 Masonic 5:17 
 
 Valencia .....5:18% 
 
 Market 5 :19 
 
 Haight 5:19 
 
 McAllister 5 :20 
 
 Masonic 5:20 
 
 Turk and Eddy 5 :20% 
 
 Valencia 5:21% 
 
 McAllister 5 :22 
 
 Market 5 :23 
 
 Turk and Eddy 5 :23 
 
 Haight 5:23 
 
 Valencia 5:24% 
 
 Sutter horse car 5 :25% 
 
 Turk and Eddy 5 :26% 
 
 8 
 
McAllister 5 :27 
 
 Haight 5:27% 
 
 Masonic 5:28 
 
 Market 5:28 
 
 Valencia 5:29% 
 
 Valencia 5 :31 
 
 Turk and Eddy 5 :3iy 2 
 
 Haight 5:32 
 
 McAllister 5 :32 
 
 Turk and Eddy 5 :33 
 
 Market .*. 5 :33y 2 
 
 Valencia 5 :34 
 
 Market '.. 5:34% 
 
 Haight 5:35% 
 
 Valencia 5:36% 
 
 Masonic 5 :37 
 
 Market 5:37 
 
 Sutter horse car 5 :37% 
 
 Turk and Eddy 5 :38 
 
 McAllister 5 :38 
 
 Haight 5:38% 
 
 Valencia 5 :39 
 
 McAllister 5 :40 
 
 Masonic 5 :42 
 
 McAllister 5 :42% 
 
 Market 5:42% 
 
 Haight 5 :44 
 
 Valencia 5 :44 
 
 Turk and Eddy 5 :45 
 
 Market 5:45 
 
 Haight 5:45% 
 
 McAllister 5 :46 
 
 Valencia 5 :47 
 
 Sutter horse car 5 :47 
 
 Market 5:47 
 
 Turk and Eddy 5 :48 
 
 Haight 5:48 
 
 Market 5 :49 
 
 Valencia 5 :50 
 
 Haight 5:50% 
 
 Masonic 5:51 
 
 McAllister 5 :51 
 
 Turk and Eddy 5 :53 
 
 Market 5 :54 
 
 McAllister 5 :55 
 
 Haight 5:55% 
 
 Valencia 5 :56 
 
 Masonic 5:57 
 
 McAllister 5 :57 
 
 Turk and Eddy 5 :57% 
 
 Haight 5:58 
 
 Valencia 5 :59 
 
 Market 5:59% 
 
 McAllister ... 6 :00 
 
 TABLE SHOWING INTERVALS AT WHICH CARS OPERATING 
 
 SOUTH OF MARKET STREET WITH THE FERRY 
 
 FOR AN EASTERN TERMINAL REACH THE 
 
 FERRY ON AN AVERAGE EVENING 
 
 February 1, 1909 
 
 Folsom 5 :00 
 
 Mission and 24th 5 :01 
 
 Howard 5 :02 
 
 Folsom 5 :04 
 
 Glen Park 5 :05% 
 
 Cemeteries 5 :07 
 
 Guerrero 5 :08 
 
 Ingleside 5 :10 
 
 Howard 5:11 
 
 Folsom 5:12% 
 
 Mission and 24th 5:16 
 
 Howard 5 :17 
 
 Folsom 5:17% 
 
 Glen Park 5:18 
 
 Folsom 5:20 
 
 Guerrero _ 5 :21 
 
 Ingleside 5:22 
 
 Howard 5 :23 
 
 Folsom 5:25% 
 
 Glen Park 5 :27 
 
 Mission and 24th 5 :28% 
 
 Cemeteries 5 :29% 
 
Howard 5:30 
 
 Folsom 5 :32 
 
 Folsom 5:34 
 
 Guerrero 5 :34i/2 
 
 Mission and 24th 5 :35 
 
 Howard 5:361/2 
 
 Folsom 5:371/2 
 
 Ingleside 5 :40 
 
 Glen Park 5 :40 
 
 Mission and 24th 5 :4iy 2 
 
 . Folsom ;5 :4iy 2 
 
 Cemeteries 5 :44 
 
 Folsom 5:441/2 
 
 Mission and 24th 5 :45 
 
 Folsom 5:4S 
 
 Mission and 24th 5 :49 
 
 Howard 5 :49 
 
 Glen Park 5 :50 
 
 Guerrero 5 :51 
 
 Ingleside 5 :54 
 
 Mission and 24th 5 :55 
 
 Howard 5 :56y 2 
 
 Cemeteries 5 :58 
 
 Glen Park 5 :59y 2 
 
 Folsom . 6:00 
 
 RESUME OF TABLES 
 
 1 
 McAllister 
 
 Dumber of 
 Cars on 
 Line 
 
 18 
 
 Headway 
 in S 
 Minutes 
 
 3 
 
 Valencia 
 
 ;.23 
 
 3 
 
 Masonic 
 
 12 
 
 6V? 
 
 Haight 
 
 21 
 
 2V 2 -3 
 
 Turk and Eddy 
 Market 
 
 20 
 17 
 
 4 
 3 
 
 Sutter horse car 
 
 2 
 
 10 
 
 Folsom 
 
 15 
 
 4 
 
 Mission and 24th 
 Howard 
 
 19 
 13 
 
 31/2 
 
 41/9 
 
 Glen Park . 
 
 10 
 
 7 
 
 Cemeteries 
 
 11 
 
 12 
 
 Guerrero 
 
 12 
 
 10 
 
 Ingleside 
 
 10 
 
 12 
 
 
 
 
 Number of Number of Cars 
 Cars that that reach tho 
 Should, reach Ferry per Hour 
 tho Ferry according to 
 per H'u- 
 
 20 
 
 20 
 
 9 
 
 20 
 
 15 
 
 20 
 
 6 
 
 15 
 
 17 
 
 13 
 
 8 
 
 5 
 
 6 
 
 5 
 
 Tablo 
 
 17 
 
 17 
 8 
 
 16 
 
 13 
 
 15 
 
 4 
 
 13 
 
 8 
 
 8 
 
 6 
 
 4 
 
 4 
 
 4 
 
 REPORT ON THE OPERATION OF THE STREET CAR SYSTEMS 
 OF SAN FRANCISCO 
 
 LINES OPERATING ON MARKET STREET 
 
 No. 4 Turk and Eddy 
 
 Maximum number of cars, 20. Minimum headway, 4 minutes. 
 
 EOUTE Out Market from Ferry to Eddy to Devisadero to Sac- 
 ramento to Lake to 6th Ave. to Clement to 8th Ave. to Fulton to 6th 
 Ave. and return. (On returning Devisadero to Market via Turk in- 
 stead of Eddy.) 
 
 10 
 
A four-minute headway is not enough for this thickly settled part 
 of the city. The same schedule should be maintained all day, as cars 
 do not run more frequently than once every eight minutes at times. 
 The cars are more than crowded from 5 p. m. to nearly 7 p. m. Over 
 100 cash fares are rung up per trip, exclusive of transfers, which are 
 not rung up. 24 people crowded the front platform one night, hinder- 
 ing the work of the motorman and making it utterly impossible for 
 passengers to get on or off. From Market and Eddy west, the cars 
 are so crowded during the rush hours at night that passengers cannot 
 get on. The service in the morning is fair, as the crowd going down 
 town is spread over a longer length of time. The track is in bad 
 condition on this line, especially from Polk and Eddy west. The 
 Supervisors have a measure up insisting that the United Railroads pave 
 between the tracks or lose their franchise. The whole route shows 
 bad streets due to this neglect. 
 
 If more cars were run, some should switch back at Eddy and 
 Market to pick up the west bound passengers at transfer points, 
 during the rush hours at night. The passengers east bound on such 
 cars could get good service by transferring east to Market at Eddy 
 and Market, as was done before the fire. 
 
 No. 5 McAUister 
 
 Maximum number of cars, 18. 
 
 Minimum headway 3 to 4 minutes; 5-minute cars running to Cen- 
 tral Ave. only; 7 to 10-minute cars running to Chutes. 
 
 ROUTE Out Market from Ferry to McAllister to Car House at 
 McAllister and Central Ave. Every other car continues through to 
 Chutes. 
 
 This line gives fair service at times, but is handicapped by 
 the old style cars, which do not hold the number of people the heavy 
 type of car does. The new track was laid on the south side of Mc- 
 Allister to Fillmore from Market, but not on the other side. All of 
 the old track is in a deplorable condition and is damaging the gear 
 boxes and armatures on the cars. The cars are greatly overcrowded 
 during the evening rush hours. The cars that only go to the car 
 house never carry at such time less than a hundred passengers, which 
 is a great many for this style of car, while the cars that go through 
 to the Chutes are crowded beyond reason. All of the cars should run 
 through to the Chutes, especially mornings and evenings. 18 cars 
 are not enough for this line and several are taken off during the slack 
 hours, making extra long waits at transfer points. 
 
 No. 6 Masonic 
 
 (The name of this line is a misnomer, as it runs for but three 
 blocks on Masonic Ave.) 
 
 Maximum number of cars, 12. Minimum headway, 6% minutes. 
 
 11 
 
ROUTE Out Market from Ferry to Hayes to Fillmore to Oak 
 to Masonic to Frederick to Clayton to Carl to Stanyan to Parnassas 
 Ave. to Affiliated Colleges. (Return via Page instead of Oak.) 
 
 There are not enough cars on this line to give adequate service, 
 especially during the evening rush hours. The cars are well crowded 
 from 5 p. m. on, but not nearly so much as on other lines. The morning 
 service is fair, none being especially overcrowded, the only drawback 
 being the long wait for cars. This line does not run through as 
 populous a district as other lines. 
 
 No. 7 Haight 
 
 Maximum number of cars, 21. Minimum headway, 2 l / 2 and 3 minutes. 
 
 ROUTE Out Market from Ferry to Haight to Stanyan. 
 
 This line gives as good service as any line running on Market 
 Street. During the business hours in the morning the service is good 
 and all through the day as well. During the evening rush a great 
 many people are carried and the cars get crowded, but they run often, 
 and if a crowded car would not stop but make the crowds that wait for 
 their cars at the safety stations wait for the next car (.which in the 
 case of the Haight Street Line is right behind) they would not be so 
 overcrowded. One Haight Street car often follows right after another 
 in the evening, yet the first one will not have standing room and there 
 will be seats in the second. This is a quite a contrast to London tram- 
 ways, where the law does not allow them to stop for passengers unless 
 there are vacant seats. The Haight Street line is the last one of these 
 lines operating on Market Street that needs attention. It is one of the 
 few lines of the city that has the new heavy track all the way. 
 
 No. 8 Market 
 
 Maximum number of cars, 17. Minimum headway, 3 minutes. 
 
 ROUTE Out Market from Ferry to Castro and 18th Street. 
 
 This line, with the possible exception of the Valencia line, is the 
 most crowded of all the lines running on Market Street during the 
 evening rush hours. It would take twice the number of cars running 
 at present to handle the crowd from 5 p. m. on. Previous to this time 
 of the day the service is fairly good. The seating capacity of these 
 cars (the regular heavy type) is 44. About 100 people can get into 
 one of these cars, crowding the aisle and platforms. The new way 
 of arranging the seats in the Polk and Larkin lines, namely side seats 
 the length of the car, gives the same seating capacity, 44, but has 
 the advantage of more aisle space. This is mentioned here to show 
 how a rearrangement of the seats would accommodate more people 
 by running the same number of cars. (See diagram, page 2.) 
 
 One reason for the overcrowding of these cars during the evening 
 is because the great number of working people living in that part of 
 
 12 
 
the Mission west of the Valencia line are dependent upon this one line. 
 This section of the city grew rapidly after the fire, so that the present 
 line carries many more passengers than the old Castro Cable line did. 
 
 No. 9 Valencia 
 
 Maximum number of cars, 23. Minimum headway, 3 minutes. 
 ROUTE Out Market from the Ferry to Valencia to Mission to 
 29th to Noe. 
 
 This is a line that is always crowded, as it bears the burden of 
 the travel to and from the Mission. The cars are crowded in the 
 morning and at no time during the day can you count on getting a 
 seat. From 5 p. m. the travel is very heavy. The Mission district 
 has grown very rapidly, with business houses as well as homes. The 
 people who live in the Mission and who work in the big buildings on 
 Market Street and north of Market Street patronize this line instead 
 of walking over a block to the Mission Street line, which gets its 
 rush at 5 p. m., while the Valencia line has a continuous rush from 
 5 to 6 and after. More cars are needed on this line to handle the 
 traffic. There is not a hill on the line. The headway is good, and with 
 good track all the way trailers could be easily used to great advantage. 
 
 No. 1 Sutter 
 
 Maximum number of cars, 23. Minimum headway, 3 minutes. 
 
 ROUTE From Market and Sutter out Sutter to Presidio Ave. 
 to California to 6th Ave., every other car going to the beach via the 
 old Cliff House Steam Line. 
 
 This line does not run on Market Street, strictly speaking, but 
 it should and does to a certain extent through its extension in the 
 two horse cars that run down Market to the Ferry. This line is 
 pretty well crowded at all times of the day, carrying more passengers 
 during the middle of the day than the Turk and Eddy line that runs 
 almost a parallel route and draws its passengers from the same 
 neighborhood. It is not an uncommon thing for 30 passengers to 
 board these cars at the Fillmore Street transfer point, bound either 
 way, and the same thing at the Kearny Street transfer point and the 
 Polk Street transfer point, while west bound. This line should run 
 to the Ferry, not only to relieve the congestion on Market Street, 
 but for the benefit of its patrons, as is attested by the number of 
 people transferring at Sutter and Market, The Sutter Street trans- 
 fers do not state that they are good on east bound Market Street 
 cars to the Ferry, thus causing many people to ride on the horse cars 
 who, if they were informed, would transfer to one of the numerous 
 Market Street cars in preference. 
 
 Horse Car Extension 
 
 There are two horse cars running on the outside tracks on Market 
 Street from Sutter and Market to the Ferry. They leave about every 
 
 13 
 
10 minutes and take nearly 20 minutes for the round trip. They are 
 overcrowded at all times of the day and are a disgrace to a modern 
 city. People do not know that transfers are good on all the linea 
 running on Market Street and the company takes no pains to so 
 inform the public. 
 
 (N te The Merchants' Association made earnest efforts to find a way by which the 
 Suiter Street cars might be operated over the outer tracks on Market St. under a temporary 
 permit and was disappointed that its efforts were not successful. It still hopes that a 
 solution of this matter will be reached that will be satisfactory to all parties). 
 
 No. 3 Sutter and Jackson 
 
 Maximum number of cars, 23. Minimum headway, 6% minutes. 
 
 ROUTE On Sutter from Market, thence out Jackson to Presidio 
 Ave., via Fillmore Street. 
 
 The electric line running on Sutter from Market, thence out 
 Jackson to Presidio Ave. via Fillmore St., has just resumed service 
 and is always crowded, being greatly overcrowded from 5 o'clock 
 in the afternoon. 
 
 Passengers who want to go to the Richmond District repeatedly 
 board these cars on Sutter Street, east of Fillmore, and do not find out 
 their mistake until the cars turn off at Fillmore. Fillmore and Sutter 
 Streets is one of the busiest corners in the city, and the large cars 
 turning from Fillmore into Sutter have many narrow escapes from 
 accidents each day. This line would give more satisfaction if run 
 on Fillmore and out Jackson. 
 
 SUNDAY CROWDS 
 
 As handled by the United Railroads on the Sutter, Turk and Eddy, 
 Ellis and O'Farrell Lines. 
 
 The Sunday traffic is quite different from the week day travel, 
 not only in the number of passengers carried, but the time the rush 
 is on and by what lines effected. 
 
 The Sutter Street line with its extension to the California Street 
 electric line at 6th Ave., and California, transports a great many 
 people to the beach from noon time on. At about 4 o'clock the 
 crowds begin to return to town. From 100 to 150 passengers are 
 carried west bound, while the east bound traffic is not so heavy. 
 
 The Turk and Eddy line is effected by the same rush to the 
 park. Between 120 and 125 passengers being carried each trip. 
 
 The Ellis and O'Farrell Street line, with the extension west on H 
 Street, south of the park, has the same rush to both park and beach. 
 Fully 150 passengers are carried each trip, and twice the present 
 number of cars are needed to bring the crowds in from the beach 
 via H Street. 
 
 There is a short rush to the Ferry Sunday mornings from 7 
 a. m. to 9 or 10 a. m. depending upon the weather. The service is 
 none too good on the lines running on Market Street, but there is no 
 overcrowding as there is on the west bound cars in the afternoon. 
 
 * 14 
 
CROSS TOWN LINES 
 
 No. 22 Fillmore 
 
 Maximum number of cars, 19. Minimum headway, 3 minutes. 
 
 ROUTE Broadway and Fillmore, south on Fillmore to 13th to 
 Church to 16th to Bryant. 
 
 Crowds patronize this line at all times of the day and night. 
 It grew faster than any line in the ctiy after the fire, but as the large 
 business houses leave Fillmore Street, it will have fewer passengers. 
 It will always be a bigger line than before the fire, however. The 
 service at present is good, but the aisles and doorways are always 
 crowded. If the outside seats were arranged parallel to the sides of 
 the car, as the inside seats are, it would aid greatly in handling the 
 crowds and at the same time would give the same seating capacity. 
 From ten to twenty passengers board each car during the day at 
 the intersection of Fillmore with Sutter, Turk, Eddy, McAllister, 
 Haight, and Market Streets, as well as 16th and Mission. 
 
 There is one defect in the transfer system on this line. Transfers 
 from east bound Turk and Eddy Street cars are not accepted on 
 north bound Fillmore Street cars, though they are from all other 
 east bound lines. This prevents people living on the route of the 
 Turk and Eddy line from getting over on Union Street, Harbor View 
 district, etc., without paying two fares. 
 
 No. 23 Fillmore and Mission 
 
 Maximum number of cars, 7. Minimum headway, 9 minutes. 
 
 ROUTE East on Sacramento from Devisadero to Fillmore to 
 13th to Church to 16th to Mission to 29th. 
 
 For the most part, this line is but a duplicate of two lines, the 
 Fillmore No. 22 and the lines running on Mission Street. What few 
 cars there are, with a poor headway, do well toward relieving the 
 traffic on Mission and Fillmore Streets, but the line fails in giving 
 service as a cross town line in having Sacramento and Devisadero 
 Streets for a western terminal. (See criticism of Sacramento Cable 
 Line). If enough cars were run to reduce the headway to 3 or 4 
 minutes, this line would be a connecting link between the Sacra- 
 mento Cable and passengers desiring to go farther west. If this line 
 were extended north on Devisadero from Sacramento to Jackson 
 (where the one Devisadero car now runs) and then west on Jackson 
 to Presidio Avenue, the western terminal of the Jackson-Sutter line, 
 it would do much better. All that is needed are curves at Sacramento 
 and Devisadero and Jackson and Devisadero. The line at present is 
 not crowded at any time and only has a handful of passengers upon 
 arriving at either end of the line. 
 
 15 
 
No. 24 Mission and Chutes 
 
 Maximum number of cars, 13. Minimum headway, 7 minutes 
 
 ROUTE 29th and Mission, along Mission to 16th to Church to 
 13th to Fillmore to Oak to Devisadero to Sacramento to Lake to 6th 
 to Fulton to 8th to Clement to 6th. (Returning via Page from Devis- 
 adero to Fillmore instead of Oak). 
 
 There are not enough cars on this line to give good service, yet 
 the cars are well filled all through the day, and very nearly crowded 
 at five and six o'clock. It does good service toward relieving the 
 travel on the Turk and Eddy line and the Mission Street lines. Its 
 principal transfer points are 16th and Mission, Haight and Fillmore, 
 McAllister and Devisadero, Sutter and Devisadero. Either more 
 ears should be added or the Mission terminal shortened. The head- 
 way is poor at present. 
 
 No. 18 Polk and Mission 
 Maximum number of cars, 8. Minimum headway, 8 minutes 
 
 This is one of the many overcrowded cross-town lines. Only 
 eight cars are operated with an 8-minute headway all day long, no 
 provision being made for rush hours. At 10 o'clock in the morning 
 this line carried 100 cash fare passengers and 101 passengers on 
 transfers, on one car for a single trip. The headway is rarely lived 
 up to and it is not unusual to wait 15 or sometimes 20 minutes for a 
 car. Crowds await these cars at the transfer points at Market and 
 9th, Larkin and McAllister and Polk and Sutter. A four-minute 
 headway would be none too good for this line. (The old Polk and 
 Larkin Cable line had a 2 1 /2-minute headway). 
 
 No. 19 Polk and Bryant* 
 
 Maximum number of cars, 14. Minimum headway, 8 minutes. 
 
 ROUTE On the same tracks as the Polk and Mission from Lom- 
 bard and Polk, along Polk and Larkin to Larkin and Grove Streets, 
 where it goes up Grove and crosses Market at 10th, then west on 
 Bryant to 26th. 
 
 Eight cars are used up to the middle of the afternoon, when 
 fourteen are run under an 8-minute headway. Seventy-five passengers 
 is a small load for the middle of the day, and when the working 
 people are going home, it is often impossible to get on the cars at 
 the transfer points, especially Polk and Sutter and at 10th and Market. 
 
 *Since the above report was made, the Bryant and Polk Streets line has 
 been discontinued and a new line, designated Ninth and Polk, will be operated 
 from Ninth and Brannan Streets, via Ninth, Larkin and Polk Streets to Lombard 
 Street. This line is designated No. 19. 
 
 16 
 
LINES OPERATING ON THIRD AND KEARNY STREETS 
 
 No. 15 Third and Townsend, Bay Street and North Beach 
 
 Maximum number of cars, 12. Minimum headway, 4 minutes. 
 
 KOUTE 3rd and Townsend via 3rd to Kearny to Broadway to 
 Powell to Bav. 
 
 Twelve cars are operated on this line with a 4-minute headway 
 all day long, no. provision being made for the rush hours. The cars 
 seldom live up to the headway and are always overcrowded. From 
 5 p. m. to 7, and in the early morning, it is hard to get on the cars 
 at all. This line needs immediate attention. 150 passengers is the 
 average trip during the day time. 
 
 No. 15 Third and Townsend and Ferries, via 3rd, Kearny, Broadway 
 
 and East Streets 
 
 Maximum number of cars, 12. Minimum headway, 4 minutes. 
 
 ROUTE Third and Townsend via 3rd to Kearny to Broadway to 
 East Street to Ferry Depot. 
 
 Twelve cars are operated on this line with a 4-minute headway, 
 no provision being made for the rush hours. The cars do not live 
 up to their headway and are always crowded on Kearny and 3rd 
 Streets during the day. The cars of this line are continually blocked 
 by teams on Kearny and 3rd Streets. Rarely less than 100 passengers 
 are carried per trip and in the evening the cars are more than over- 
 crowded. 
 
 No. 16 Kentucky 
 
 Maximum number of cars, 7. Minimum headwaj r , 5 minutes. 
 
 ROUTE 3rd and Townsend via 3rd to Berry to 4th to Kentucky 
 to 22nd Ave. 
 
 Seven cars only are operated on this line, with a 5-minute head- 
 way. The headway on this line means nothing, as the cars are blocked 
 at the bridge quite often and by heavy tea'ms, so that they cannot 
 be depended upon s . There is no reason why this line should run to 
 3rd and Market, if more cars were put on the other two lines running 
 on 3rd Street. It would avoid confusion to have them stop at 3rd 
 and Townsend and transfer to the other two lines. The vast crowds 
 that wait at 3rd and Market for a car north bound on Kearny in- 
 variably climb on these cars when they switch back at 3rd and 
 Market. The delay generally blocks a 3rd Street car that is ready to 
 go through on Kearny Street. These cars are only overcrowded 
 during the rush hours, when they give poor service to the working 
 people who have to patronize them. 
 
 17 
 
No. 20 Ellis and Ocean 
 
 Maximum number of cars, 26. Minimum headway, 2^ minutes, 
 
 ROUTE Out Ellis from Market to Hyde to O'Farrell to Devis- 
 adero to Oak to Stanyan to H to 19th, (returning on Ellis from Devis- 
 adero to Hyde instead of O'Farrell and on Page from Stanyan to 
 Devisadero instead of Oak.) From 19th and H every other car con- 
 tinues out H to Ocean Boulevard, thence west to B Street. At Ellis 
 and Market about every third car continues via 4th Street to Town- 
 send to 3rd. 
 
 These cars are always crowded. From 7 to 9 in the morning and 
 5 to 6 :30 at night they are overcrowded. During the day so many 
 cars are taken off that the service is very poor, with long waits, thus 
 crowding the cars all through the day. The same schedule should be 
 maintained all through the day. The cars that run west from 19th 
 and H give good enough service, but as this line carries all of the 
 passengers from the western addition and the Sunset and Richmond 
 districts to the Southern Pacific Depot at 3rd and Townsend, via the 
 cars that run over 4th Street, more of the cars should run over here. 
 The service to the depot at present is poor. Another noticeable feature 
 is that nearly a car full of passengers alight from each car stopping 
 at Ellis and Market, showing that the passengers are continuing 
 "in a general direction," to use the railroad company's phrase. Why 
 could not some of these cars run down Market to the Ferry? 
 
 The principal transfer points are at Ellis and Market and Ellis 
 and Fillmore, where from 10 to 30 passengers board each car. 
 
 This is a very important line, with a very long route covering a 
 great deal of the city and many residence districts, consequently it 
 needs attention. 
 
 No. 21 Hayes and Ellis 
 
 Maximum number of cars, 7. Minimum headway, 8% minutes. 
 
 ROUTE Out Ellis from Market to Hyde to O'Farrell to Devis- 
 adero to Hayes to Stanyan to Fulton, returning on Ellis from Devis- 
 adero to Hyde instead of O'Farrell. 
 
 Poor service marks this line also. An S^-minute headway is 
 insufficient service to give people here. Of course where the line 
 runs on the tracks of the Ellis and Ocean lines, it is simply that many 
 more cars relieving the congestion, but from Devisadero west it is 
 poor service for the people dependent upon this line for transporta- 
 tion. The line is crowded all day long, especially early mornings 
 and in the evening. If the line had more cars it would relieve the 
 congestion on the McAllister Street line, as its western terminus is 
 the same, namely, the Richmond District around the Chutes, which 
 is a rapidly growing part of town. 
 
 18 
 
Montgomery and 10th 
 
 Maximum number of cars, 6. Minimum headway, 9 minutes. 
 
 ROUTE 10th and Bryant via 10th to Market to Polk to Grove 
 to City Hall Avenue to Leavenworth to Post to Montgomery Street 
 to the intersection of Montgomery Street, Washington Street and 
 Montgomery Avenue, via Washington to Kearny. 
 
 This is another line with few cars and poor service, consequently 
 it is never crowded and little patronized. This line will increase in 
 travel and importance as the surrounding districts are built up, 
 especially along Post and Leavenworth Streets. Two or three more 
 cars would reduce the headway, so passengers would be willing to 
 wait for cars. 
 
 6th and Sansome 
 
 Maximum number of cars, 4. Minimum headway, 12 minutes. 
 
 Routes Southern end of the line north on 6th from Brannan 
 to Market, along Taylor to Post. Northern end of the line east on 
 Bush from Kearnv to Sansome to Chestnut. 
 
 This line was divided into two, as the cars were so often blocked 
 by teams and building material on Kearny and Post Streets (the con- 
 necting link between the two present divisions) that no adequate 
 service could be maintained. The service at present cannot be called 
 service, as a 12-minute wait for a car is beyond reason in such a 
 district. 6th Street is rapidly rebuilding and needs better attention. 
 The other end that runs over Sansome Street seems to have been ex- 
 tended to reach the new Free Market and the wholesale houses that 
 have been built in that part of town since the fire. The cars should 
 run over the connecting link and should have twice the number of 
 cars at least. The opening of the new retail center on Post, Sutter, 
 Stockton and Grant Ave. on March 1st will demand the service. The 
 cars of this line are not crowded at present and have no rush hour, 
 but do a fair business all through the day. (Note. Since the above 
 was written the track on Post Street has been put in use, so this is 
 one continuous line from 6th and Brannan to Sansome and Chestnut). 
 
 Mission and Brannan 
 
 This is an important line of one car running every twelve minutes 
 on Ninth Street between Brannan and Mission Streets. It is never 
 crowded and carries but few passengers, yet it would give some sort 
 of service if the car ran continually instead of laying over at the 
 ends of the line. It is strongly recommended that this be done, as 
 there is no good reason for their waiting any length of time at either 
 terminus. 
 
 19 
 
Eighteenth 
 
 Maximum number of cars, 10. Minimum headway, 6 minutes. 
 
 ROUTE Out Harrison from 8th to 14th to Guerrero to 18th to 
 Falcon Avenue to Clayton to Ashbury to Frederick to Clayton to 
 Waller to Stanyan. 
 
 People living in Ashbury Heights, Buena Vista Heights arid the 
 surrounding country are dependent upon this line for service. A 
 six-minute headway is not very encouraging for growing neighbor- 
 hoods. People build much sooner where they see good car 
 service than they do where it is neglected, as this line ,is. Mornings 
 and evenings the cars get crowded at times, due to the long waits 
 between cars, though the traffic could be handled very nicely with 
 ii little shorter headwav. 
 
 LINES OPERATING SOUTH OF MARKET WITH THE FERRY 
 FOR THE EASTERN TERMINUS 
 
 No. 10 Guerrero Street Line 
 
 Maximum number of cars, 12. Minimum headway, 10 minutes. 
 
 ROUTE Out Mission from the Ferry to 14th Street to San Jose 
 Avenue and Ocean View. 
 
 This is one of the five lines running on Mission Street, and though 
 each line starts at the Ferry and goes out Mission Street, they branch 
 off to different parts of the Mission. A 10-minute headway is poor 
 service for a passenger wanting to go to the end of the line, but 
 for service on Mission Street alone, between the five lines, they run 
 very regularly. This Guerrero Street line is crowded in the morning 
 from 7 to 8. The only lines south of Market that are crowded in the 
 morning are lower Mission, Howard and Folsom Street lines, as the 
 working men employed in the machine shops, factories, etc., live in 
 the Mission and use these lines. The cars are crowded again at 5 
 p. m., but not at 6 p. m. The travel during the day is light. The 
 Guerrero Street line needs new tracks the entire length of the route 
 and larger cars. 
 
 No. 10 Glen Park 
 
 Maximum number of cars, 10. Minimum headway, 7 minutes. 
 
 ROUTE Out Mission from the Ferry to 14th to Guerrero to 
 Chenery Street and San Jose Ave. 
 
 This line gives a little better service than the other line num- 
 bered 10, the Guerrero Street line, though they run over the same 
 tracks most of the way. It is crowded from 7 to 8 a. m., and 5 p. m., 
 
 20 
 
but not at 6 p. m., same as the Guerrero Street line, with light travel 
 during the day. The tracks are in poor condition and the heavy 
 type of car is needed. 16th and Guerrero is the busiest transfer 
 point on this line. This line should have a separate number from 
 the Guerrero Number 10. 
 
 No. 11 Mission and 24th 
 
 Maximum number of cars, 19. Minimum headway, 3% minutes. 
 
 ROUTE Out Mission from the Ferry to 22nd to Chattanooga 
 to 24th to Hoffman Ave. 
 
 This line bears, the burden of the Mission travel and should 
 be relieved by the other lines running on Mission Street, or even 
 new tracks with the heavy type of car would possibly double the 
 efficiency of the service. It is crowded beyond the safety point 
 around 7 a. m., the working men often climbing upon the roofs of 
 the cars. At 5 p. m. the line is crowded again, while by 6 o'clock a 
 passenger can generally get a seat. The travel all through the day 
 is brisk on these cars, and they give good service except as stated 
 at 7 a. m. and 5 p. m. The districts tapped by this line are thriving, 
 growing centers and should have more attention paid to them. 
 
 No. 12 Ingleside 
 
 Maximum number of cars, 10. Minimum headway, 12 minutes. 
 
 ROUTE Out Mission from Ferry to Onondaga Avenue to Ocean 
 Avenue to Ingleside. 
 
 This line gives a very poor headway service. Ingleside and 
 Parkside are growing rapidly, especially the district near the junction 
 of Ocean and Onondaga Avenues. The fastest cars and heavy rails 
 should be used on a line such as this. Good time could be made in 
 the outlaying districts where few stops are made. Instead of making 
 improvements the line seems to be neglected. 
 
 There is no need of this line running to the Ferry, making it one of 
 the longest lines in the city. The two or three cars on lower Mission 
 Street at any given time do not relieve the congestion there, as the 
 Ingleside cars do not get a load until well out Mission Street. Rarely 
 more than half a dozen people board the cars at the Ferry, and they 
 often leave without a single passenger. The same applies upon 
 reaching the Ferry. Much better service could be given and better 
 results obtained, if this line started from some point on Mission 
 Street, say 14th, and then went to Ingleside. This would allow trans- 
 ferring from all lines running on Mission Street with good service in 
 connecting with the Ferry. 
 
 21 
 
No. 14 Cemeteries 
 
 Maximum number of cars, 11. Minimum headway, 12 minutes. 
 
 ROUTE Out Mission from the Ferry to St. Daly's Hill and 
 Colma to Cemeteries. 
 
 This line is well crowded mornings and evenings, while during 
 the day, though the travel is strong, it is not extra heavy. Sundays and 
 holidays this line is crowded all day with passengers going to the 
 cemeteries and down the peninsula. More cars are needed for the 
 rush hours and extra provision should be made for the Sunday travel. 
 Passengers are picked up at all the transfer points, though the inter- 
 section of 16th and Mission Streets is undoubtedly the biggest point. 
 
 Folsom 
 
 Maximum number of cars, 15. Minimum headway, 4 minutes. 
 
 ROUTE Out Folsom from the Ferry to 26th and Precita Avenue. 
 
 The same crowds board the cars of this line in the early morning 
 and at 5 p. m. that board the lines running on Mission Street. At 
 6 p. m. the traffic is light and good service is given all through the 
 day. Some of the first style of heavy type cars are used on this line, 
 which is a convenience to passengers and accommodates a larger num- 
 ber of people. The intersection of Folsom with 3rd as well as 16th 
 Street are the biggest transfer points. This line does not need as 
 much attention as do the other South of Market lines. 
 
 Howard 
 
 Maximum number of cars, 13. Minimum headway, 4% minutes. 
 
 ROUTE Out Howard from Ferry to 24th to Rhode Island. 
 
 Though this line does, not carry nearly as many passengers as 
 the Mission Street line, it could stand a great deal of improvement 
 in the way of new tracks and the heavy type of car. The 4%-minute 
 schedule is not lived up to either, it often being 6 and 7 minutes before 
 a car comes. This line is pretty well crowded at 7 in the morning 
 and again at 5 in the evening, but not at 6. All during the day the 
 travel is light. The only transfer point of note is at Howard and 3rd 
 Streets, where the greatest number of passengers board the cars. 
 
 LINES OPERATING SOUTH OF MARKET WITH MARKET 
 STREET AS A TERMINUS 
 
 Bryant 
 
 Maximum number of cars, 7. Minimum headway, 8 minutes. 
 
 ROUTE Along 2nd Street from Market to Bryant to 26th to 
 Mission, returning from 10th via Brannan instead of Bryant into 
 Second Street. 
 
 22 
 
This line gives insufficient service. There is not much travel in 
 this part of town and as the whole route is through the burnt dis- 
 trict (a great deal of which out on Bryant Street has not been rebuilt) , 
 it is not expected to handle many passengers. It gets its biggest 
 crowds at 7 a. m. and 5 p. m., but what traffic is does handle through 
 the day should be given better service. The main transfer point is 
 at 16th and Bryant. 
 
 Mail Dock 
 
 Maximum number of cars, 2. Minimum headway, 12 minutes. 
 
 KOUTE From Market and 5th along 5th to Bluxome Street to 
 4th to Townsend to 3rd to Brannan to Mail Dock. 
 
 The route of this line has been extended, as formerly it simply 
 ran from 3rd and Brannan to the Mail Dock. It should either be 
 made an important line or discontinued, as it has no rush hours, but 
 gets a crowd spasmodically. It is intended presumably to carry 
 passengers between the three centers of travel the Mail Dock, the 
 S. P. Depot at 3rd and Townsend, as well as the freight depot at 
 4th and King and 5th and Market. 5th and Market is a travel center, 
 in that nearly all the railroad ticket offices are in the Flood Building, 
 besides being the terminus of the San Mateo Electric line. A person 
 would often fail to catch a train or a boat waiting for the cars of 
 this line. 
 
 8th and 18th 
 
 Maximum number of cars, 16. Minimum headway, 3 minutes. 
 
 ROUTE From 8th and Market along 8th to Bryant to 16th to 
 Kansas to 17th to Connecticut to 18th to Kentucky to Railroad Avenue 
 to 22nd Ave. 
 
 In conjunction with the Kentucky Street line this is the only 
 line that reaches the new wholesale district, viz., from Channel Street 
 to South Street and from 8th to the bay. Through the extension line 
 (Railroad Ave. line) and in conjunction with the Kentucky Street 
 line, it is the only way by which the Union Iron Works, the Reis 
 tract and the adjoining new tracts of land that are being converted 
 into residence districts, may be reached. It gives fair service at 
 present, though crowded at 7 a. m. and 5 p. m., but is not crowded 
 at 6 p. m. as the worlrng people patronizing this line leave work at 
 5 p. m. All through the day the travel is heavy, though not to ex- 
 tremes. This line bids fair to be one of the most traveled in town 
 before long and needs attention on that account. Just at present the 
 line could do better work by cutting right over 8th through the whole- 
 sale district to where the line now runs on 18th and Connecticut. The 
 route traveled between these points is simply duplicating part of the 
 route of the Bryant Street line (on Bryant from 8th to 16th) and the 
 
 23 
 
Fillmore Street line No. 22 could continue over 16th from where it 
 stops at Bryant to 18th and Connecticut to accommodate the pupils 
 of the California School of Mechanical Arts (Lick School) and the 
 Wilmerding School of Industrial Arts at 16th and Utah. 
 
 CABLE LINES 
 
 Powell 
 
 Maximum number of cars, 6. Minimum headway, 5 minutes. 
 
 ROUTE From Powell and Market over Powell to Jackson to 
 Mason to Montgomery Avenue to Taylor to Bay Street. 
 
 This line gives much better service than the number of cars and 
 the headway would suggest, though two or three cars more would not 
 be amiss. The service on Powell Street over as far as Jackson, is 
 relieved by the Jackson and Washington Cable line, running 8 cars on 
 a 5-minute headway during the day, and 11 on a S^-mnmte to 
 4-minute headway during the rush hours. The transfer service, the 
 time and all, are good on these cars, much better than on the electric 
 lines. The cars are crowded all day long, but are rarely as over- 
 crowded as the electric cars are. The North Beach district is growing 
 very fast and when the new Columbia and Orpheum theaters open, 
 as well as the three cafes that will center at Powell and Eddy and 
 Market Streets, this line will need attention as well as a large increase 
 in the number of cars. 
 
 Sacramento 
 
 Maximum number of cars, 8. Minimum headway, 4% minutes. 
 
 ROUTE Sacramento' and Fillmore down Sacramento to Larkin 
 to Clay to Ferry, returning via Sacramento instead of Clay. 
 
 The need of more cars and better service on this line is apparent 
 from the crowds that travel on it from 4 :30 p. m. up to 6 :30 p. m. 
 This is the only time of day that the cars are crowded, however. 
 During the day, travel is light and from 6 :30 a. m. to 9 :30 p. m. the 
 same people go down town that return between 5 and 6 p. m. The 
 downtown business houses near this line are growing and the dwellings 
 are being rapidly built in the burned district east of Van Ness Avenue. 
 The United Railroads made a mistake, however, when they tore up all 
 the old cable slot and track on Sacramento Street between Devisadero 
 and Fillmore. Heavy tee rails and a well paved street now take the 
 place of what was needed, but the cable slot on Sacramento from 
 Devisadero to Walnut Street still remains, as well as the old Jackson 
 Street cable slot on Presidio Avenue from Jackson to California. 
 These remain to rust and mar the use and looks of the street, but 
 the very ones that were needed were torn out in order to get an 
 electric line. The Sacramento Street line is spoiled by terminating 
 
 24 
 
at Fillmore. In the first place, it ends on a steep hill with a switch 
 at the end, which is unsafe and a menace to the public. All of the 
 gripmen complain of the difficulty of stopping on the hill. In the 
 second place, a connection with the Turk and Eddy line at Sacramento 
 and Devisadero would give some service, so passengers could travel 
 west. This connecting link is now filled by the Fillmore and Mission 
 Street Line No. 23, running but seven cars every nine minutes. This 
 is very poor service, as one can walk the intervening four blocks in 
 less time, but transfers are not accepted there. This matter needs 
 adjustment. 
 
 Pacific Avenue 
 
 Number of cars, 3. Minimum headway, 7 minutes. 
 
 ROUTE On Pacific Avenue from Polk to Broderick Street. 
 
 Very poor service is given on this line. People patronize the 
 Washington and Jackson line, just one block south and running 
 every five minutes during the day to 3% to 4 minutes during the rush 
 hours. The Pacific Avenue line is not the line it was before the fire, 
 when it went over Polk and Larkin as well, but if it is going to be 
 resumed again it should have enough cars to give good service. Very 
 few people ride at present. 
 
 Washington and Jackson 
 
 Maximum number of cars, 11. Minimum headway, 3^2 to 4 minutes. 
 ROUTE Powell and Market via Powell to Jackson to Steiner to 
 Washington to Powell to Market. 
 
 This cable line runs 8 cars on a 5-minute headway during the 
 day. It is not overcrowded then, but often falls way behind the 
 headway. In the evening 11 cars are put on a 3% to 4 minute head- 
 way, which is nowhere near enough to handle the crowds com- 
 fortably. This line should run to the Ferry to relieve the Sacramento 
 Street cable line, as that part of the city is growing very rapidly. 
 The cars are not needed on the Powell and Mason line as much as 
 they are east of Powell. A few more cars on Powell Street could 
 then handle the traffic very nicely. The service is very good on Powell 
 at present. 
 
 California Street Cable 
 
 Maximum number of cars, 19. Minimum headway, 2 1 / 4 minutes. 
 
 ROUTE On California from Market to Presidio *Ave. 
 
 This company operates a maximum number of 19 cars with a 
 214-minute headway, evenings, and a 5-minute headway during the 
 day. The cars give very good service, though more cars could be 
 used mornings and evenings during the rush. 
 
 25 
 
Hyde Street 
 
 Maximum number of cars, 12. Minimum headway, 4 to 6 minutes, 
 
 ROUTE Market and O'Farrell via O'Farrell to Jones to Hyde 
 to Jefferson Street. 
 
 A maximum of 12 cars are operated on the Hyde Street line, 
 with a 4-minute headway during the rush hours, and a 6-minute head- 
 way during the day. The service is fair on this line and is not much 
 overcrowded, except from Market Street to Hyde and California, 
 between 5 and 6 p. m. 
 
 Jones Street 
 
 Two cars are run on Jones Street, from Jones and O'Farrell to 
 Market and Jones. They are all that are needed on this run. 
 
 GEARY STREET CABLE LINE (Geary St., Park & Ocean R. R. C.o) 
 
 Maximum number of cars, 22. Minimum headway, 3 minutes. 
 
 ROUTE Geary and Market via Geary to Point Lobos Ave., to 
 5th Ave., to Fulton. 
 
 This line gives the best service in the city, with the exception 
 of transferring, all the cable lines seem to give better service than 
 the electric lines in regard to the number of cars furnished when com- 
 pared with the number of passengers carried and in regard to the 
 uniformity of headway maintained. 
 
 A 4-minute headway is maintained up to 4 p. m., when a 3-minute 
 headway with 22 cars is maintained. At 9 p. m. the headway is cut 
 down to 4 minutes again, and gradually to 5 minutes for the last cars. 
 A car is very seldom crowded and it is about the only line in the city 
 where the passengers are reasonably sure of getting a seat. 
 
 UNION STREET LINE (Presidio & Ferries R. R. Co.) 
 
 Maximum number of cars, 17. Minimum headway, 4 minutes. 
 
 ROUTE From Ferry Depot via East Street to Washington to 
 Montgomery Ave., to Union to Baker to Lewis Street. 
 
 17 cars are operated on this line from 5 to 7 p. m. on a 4-minute 
 headway. The balance of the day 14 cars are operated on a 5-minute 
 headway. This line gives in many respects the best service of any 
 electric line in the city. The cars are small, though the heavy type 
 of car would have trouble in climbing some of the hills, and they get 
 a little crowded from 5 to 7 in the evening. A few more cars on this 
 line would give ideal service for the amount of travel. 
 
 San Mateo Electric Line 
 
 Maximum number of cars, 12. Minimum headway, 15 minutes. 
 
 ROUTE 5th and Market via 5th to Mission to Colma to Ceme- 
 teries to San Mateo. 
 
 26 
 
This line always carries a greaj; many passengers and while the 
 service is good enough during the day, an extra car or two would 
 help mornings and evenings. A car leaving every 15 minutes is con- 
 sidered good service for suburban work, but on Sunday the line does 
 not begin to handle the traffic. Twice the number of cars are needed 
 to transport the crowds that go down the peninsula to the cemeteries, 
 stations and towns on the road and to San Mateo. Coming home 
 Sunday evenings, the people fight to get on and the cars are terribly 
 overcrowded. The cars are large, high-powered cars and make good 
 time on the runs, but extra provision should be made for the Sunday 
 and holiday travel. If some of the cars started from Mission and 
 Ocean Avenue, or even south from the Cemeteries, it would relieve 
 the travel, as there is no need of all the San Mateo cars duplicating 
 so much of the Mission Street line. The charge of 25 cents to San 
 Mateo is very modest, much cheaper than by the S. P. train, though 
 the time is not so good. Over two hundred passengers are carried 
 per trip during the busy hours on Sundays. 
 
 EXTENSION LINES 
 
 Fillmore Hill 
 
 Three cars are running continually on this line on Fillmore from 
 Broadway to Bay Street and give good service. However, four cars 
 would naturally give better service and are really needed, not only 
 during the morning, but in the evenings when people are returning 
 from work. These cars carry a great many passengers each trip all 
 through the day. 
 
 The cars are only equipped with hand grip brakes, and should 
 have air brakes as well. Too much caution cannot be observed, 
 where the lives of passengers are continually in danger, going down 
 these steep hills. 
 
 Clement 
 
 Maximum number of cars, 5. Minimum headway, 9 minutes. 
 
 ROUTE Parker Ave. and California St. via Parker "to Richmond 
 Ave. to 1st Ave. to Clement to 33rd Ave. to Point Lobos Ave. to 
 Sutro Baths. 
 
 The Clement line was the old Sutro line before the fire, but is 
 nothing more than an extension line now. A 9-minute headway gives 
 poor service, but there are not many people who patronize the line. 
 Mornings and evenings the cars get a good load, but are never crowded. 
 The track is in good condition all the way, consequently good time 
 is made. There are no crowded transfer points on the line, and the 
 only time the line would really need better service would be during 
 the summer 
 
 27 
 
Castro (Cable Line) 
 
 Maximum number of cars, 4. Minimum headway, 5 minutes. 
 
 KOUTE South on Castro from 18th to 26th Street. 
 
 Acting as an extension of the Market Street line No. 8, which 
 stops at 18th and Castro, this line completes the route of the old 
 Castro line before the fire. More cars and a better service are needed, 
 during the morning and evening rush especially. The Market Street 
 line is greatly crowded, many of the passengers continuing on this line 
 over the steep Castro Street Hill. 
 
 There are no transfer points, except with the Mission and 24th 
 Street line at Castro and 24th. 
 
 San Bruno 
 
 Maximum number of cars, 5. Minimum headway, 11 minutes. 
 
 ROUTE 22nd and Mission via 22nd to Howard to 26th to Folsom 
 to Army to San Bruno Avenue to 5-Mile House. 
 
 The most important of all the extension lines, giving very poor 
 service under an 11-minute headway. The cars are crowded with the 
 working people mornings and evenings, and for their benefit better 
 service should be given during the rush hours, though during the day 
 the service is good enough. 
 
 The Bryant and Folsom Street lines are the only transfer points 
 on the line. Most of the passengers board the cars at the northern 
 terminus with transfers from the lines running on Mission Street. 
 
 Railroad Avenue 
 
 Maximum number of cars, 2. Minimum headway, 12 minutes, 
 ROUTE The extension of the 8th and 18th Street line and the 
 Kentucky Street line, south on Railroad Avenue from 22nd Avenue 
 to the Reis Tract. 
 
 A 12-minute headway is poor service at any time of the day. As 
 there is considerable travel on this line, at least 2 more cars should 
 be added, especially for the morning and evening hours, when the 
 working people are going to and from work. The country around the 
 Reis Tract is growing rapidly, many small houses are being built and 
 this line is the only means by which the city can be reached. 
 
 SOUTH SAN FRANCISCO R. R. & P. CO. 
 
 Maximum number of cars, 2. Minimum headway, % minute. 
 
 The South San Francisco Railroad & Power Company, according 
 to the headway, gives the best service of any line in the city, but 
 in reality it is an unimportant line with a fair amount of travel. 
 The line is new and is used to convey the passengers from the ceme- 
 teries and San Mateo line (turning off toward the east from a point 
 near Baden) to South City and the slaughter houses of South San 
 Franci r ;co. The line gives good service and needs no attention. 
 
 28 
 
EXTENSION LINES OF ONE CAR EACH 
 
 Devisadero 
 
 One car travels back and forth on Devisadero Street between Jack- 
 son and Sacramento Streets. It is surprising to see how many people 
 ride on this car rather than walk up the three blocks. The line itself 
 is a farce and would give better service if the car ran continually 
 instead of laying over at each end of the line for several minutes. 
 
 This line should be extended along Jackson Street and along 
 Sacramento to Fillmore. (See criticism on the Sacramento Cable line 
 and the Fillmore and Mission line No. 23). 
 
 Fulton 
 
 One car runs every 20 minutes on Fulton Street from 8th Avenue 
 (the extension of the Geary, Turk and Eddy, McAllister, and Hayes 
 Street lines) to 36th Avenue. The only travel on the line consists of 
 the patrons of the Casino Road House and the Hotel Cairns at 36th 
 Avenue and Fulton. In fact, this line was extended out from the 
 Casino to 36th Avenue when the Cairns was finished. However, it 
 serves to take people to Stow Lake and Spreckels Lake in Golden 
 Gate Park. Fulton Street is graded through to the beach and the 
 railroad company has promised to continue the line out there. This 
 would aid greatly in handling the Sunday and holiday traffic to 
 the beach. 
 
 Parkside, Ocean and Beach 
 
 But one car runs on this line every 24 minutes from 20th and H 
 Street, via 20th to Parkside. 
 
 There is very little travel on this line yet, except on Sunday, 
 though the growing district around Parkside promises to keep this 
 line busy before long. The transfer point is in the center of the Park 
 side tract and right in front of the real estate office. This line might 
 just as well continue on to the end of the Parkside-San Mateo line. 
 The line does not run to the ocean or beach as the name would imply. 
 
 Parkside and San Mateo 
 
 But one car runs on this line every 30 minutes from the center of 
 the Parkside tract (the end of the Parkside, Ocean and Beach line) 
 through the Parkside tract to the Sloat Boulevard to Ingleside (the 
 end of the Ingleside line). It might better be called the Parkside- 
 Ingleside line, as it has nothing to do with San Mateo or the San 
 Mateo line, except that it connects with the latter through the 
 Ingleside line. The car running on this line is in poor condition and 
 has not the power to climb the smallest hill. The line should run 
 through to 20th and H, instead of stopping where it does. There is 
 little travel on this line except on Sunday. 
 
Boswcrth 
 
 One car runs on this line every 10 minutes from Mission and Bos- 
 worth Streets, via Bosworth to Chenery and Bosworth, where it meets 
 the Guerrero Street line. The line has little travel and is only used 
 because of the bad condition of the streets in this locality. 
 
 GENERAL REMARKS 
 
 The United Railroads stated that their present runs and schedules 
 are only temporary; that more cars would be run as soon as they could 
 get the power. The Company has not enough modern cars on hand 
 or ordered to run the system in a manner that would accommodate 
 the people and give them a service where they would not have to 
 spend much time waiting for cars, and then take a chance on even 
 getting a seat. The city authorities in New York compel the Inter- 
 borough Rapid Transit Company to run so many cars a day on each 
 line, irrespective of the season of the year, the crowds or the occasion. 
 Something of that nature here would at least give the public better 
 service. 
 
 SUGGESTIONS 
 
 Of all the suggestions that could be mentioned, the most welcome 
 would undoubtedly relate to facilities for handling the crowds. 
 
 Before the fire, the California Street line employed two conductors 
 to each car, from the Ferry, as far west as the traffic demanded. If 
 this scheme were carried out on the Sutter, Turk and Eddy, Kearny, 
 Polk and Larkin, Fillmore, Market, Valencia, Haight, McAllister, 
 and Hayes Street lines, it would do away with a great deal of delay 
 and annoyance. The extra cost to the railroad company would be 
 more than compensated for in the extra fares collected, that are now 
 lost through overcrowding. One conductor should do nothing but 
 collect fares, while the other gave the bells to start and stop the car, 
 and watched the passengers getting on and off, thus preventing sudden 
 starting when passengers are partly on or off. 
 
 This would only be necessary during the rush hours from 4:30 
 p. m. to 8 :30 p. m. 
 
 Trailers 
 
 Another old plan, used to great advantage on the Kearny line 
 before the fire, was the use of "trailers" to accommodate traffic during 
 the rush. Trailers could be used on the Valencia, McAllister, Market, 
 Turk and Eddy, Kearny, Sutter, Polk and Larkin and Mission Street 
 lines. Very little more power would be required for the high-powered 
 cars to tow trailers on the level streets. But one motorman would 
 be needed instead of two, as in the case of putting on extra cars ; 
 less power would be needed than the extra motors would use with 
 extra cars on; old cars could be used for trailers, and the cost of 
 equipment to the railroad company would be a great deal less than 
 in the case of putting on extra cars to accommodate the same number 
 of people. 
 
 30 
 
Push Bottons for Stopping Cars 
 
 All of the new, heavy type, cars are equipped with push bottons 
 between the windows. In Washington, D. C., probably the best 
 regulated city in the world for street car service, as well as in St. 
 Louis, Denver and Omaha, this method is used most successfully. 
 Passengers ring the bell to stop the car, by pushing the electric button, 
 before coming to their destination. In this way the conductor is 
 saved a great deal of time and passengers are not carried beyond 
 their destination when in a crowded car because they cannot attract 
 the conductor's attention. 
 
 Doors 
 
 The present double doors a patented labor saver that consumes 
 more time in the end are a decided failure. The doors stick and 
 work hard, preventing ladies arid any one but a strong man from 
 opening them. The manipulation of one door is supposed to work 
 both. It would be better to have them independent of each other. 
 
 Strap-Hangers 
 
 A new style strap for ringing up cash fares and transfers has been 
 installed in some of the cars instead of the brass lever as of old. These 
 straps hang alongside of the straps for the support of those who have 
 to stand. They are so much alike that passengers find themselves 
 ringing up fares. Their use should be discontinued. ' 
 
 Trolleys 
 
 A great deal of delay and annoyance is caused by the trolleys 
 jumping. This is due in part to the self-winding reels that hold the 
 trolley rope, failing to release the rope when the trolley goes up, 
 thus keeping the trolley from being in contact with the wire. 
 
 Then again, the connections between circuits and the switches 
 in the trolley wire at crossings and turns are not always made at a 
 gradual curve. The car, in rounding a sharp turn very fast, prevents 
 the trolley wheel from following the groove or the switch or the frog 
 in the wire, whichever the case may be, and the trolley jumps. 
 
 Owl Cars 
 
 A trip on an owl car in the early morning is a revelation. Smok- 
 ing is indulged in all over the car, contrary to the city ordinance. 
 The motormen and conductors smoke. Even a policeman, returning 
 from duty, joins in breaking the law he should uphold. Passengers 
 expectorate in the car and think nothing of putting their feet on the 
 seats. The law should be enforced in the early morning as well as 
 any other time of the day or night. 
 
 Crowded Rear Platforms 
 
 The ordinance prohibiting smoking in street cars except on the 
 rear platforms, after the first few kicks were registered was obeyed 
 very well. The only drawback is the consequent crowding of the rear 
 platforms. The company's request that passengers leave by the front 
 door should be made a law. Then the conductors (especially with the 
 
 31 
 
two conductors to the car plan) should keep the rear platform clear 
 on the outside or entering side. This was done on the Kearny Street 
 line before the fire, with great success, backed up, of course, with an 
 ordinance to that effect. More time is lost by passengers getting on 
 and off, or rather their inability to get on and off, than by any other 
 delay countenanced on the road. If need be, the entrance and exits 
 could be set off with a railing. 
 
 Right of Way for Street Cars 
 
 Street cars should have the right of way over everything but am- 
 bulances and the fire and police departments. The railroads are for 
 the transportation of the public and it should be a misdemeanor, 
 punishable by imprisonment and fine, or both, for buggies, wagons 
 and trucks to ride the rails as they do ; getting out of the tracks just 
 in time to avoid collision, thus delaying the cars. In New York and 
 Chicago, where the cars have to go fast to accommodate the masses, 
 people no more think of getting in the way than they do in getting 
 in front of a locomotive. If teams were forced by law to keep off of 
 the tracks, except in crossing, we would not see a whole line blocked 
 by a wagon with a broken wheel or axle, or a horse that" has fallen 
 down. 
 
 Car Routes 
 
 The Sutter Street line should run to the Ferry by all means. 
 Horse cars are a disgrace to a modern city. 
 
 The Turk and Eddy line, which now gives poor service, could 
 be improved with more cars. A good idea would be to have some 
 cars switch back at Eddy and Market, instead of going to the Ferry, 
 as some cars on the Ellis and O'Farrell line now switch back at Ellis 
 and Market. Cars going through to the Ferry should not stop to take 
 on passengers from the switch back point to Fillmore Street, or some 
 cross streets far enough west where the traffic slackens. Cars starting 
 from the intersection of Market Street could pick up the passengers 
 between these two points. 
 
 In this way better time could be made and more people handled 
 in a shorter space of time. 
 
 TRANSFER SUGGESTIONS 
 
 California Street Line 
 
 The California Street line has always transferred west to the 
 Turk and Eddy line at Presidio Avenue, the western terminus of the 
 California Street line. The large number of people who patronize this 
 transfer point must walk one block north on Presidio Avenue to get 
 the Turk and Eddy line at Sacramento Street and Presidio Avenue. 
 
 If the transfers could be used at California and Devisadero Streets, 
 
 32 
 
where the two lines intersect (but four blocks from the present 
 transfer point) it would save passengers the nuisance of having to 
 walk the block, which is especially disagreeable in winter weather. 
 
 The two companies seem willing to honor transfers at this point 
 and to the Sutter line at California Street and Presidio Avenue, but 
 they will not honor transfers east bound, and west bound on Market 
 Street from the Hyde Street or Jones Street lines. This privilege 
 would be a great convenience to passengers and seems fair, considering 
 that it is done at the western end of the California Street line. 
 
 Kentucky Street Line 
 
 A passenger coming north from the Potrero must transfer to a. 
 3rd and Kearny car at 3rd and Townsend (the southern terminus of 
 the 3rd and Kearny line) if he wishes to continue in a northerly 
 direction. The transfer is not honored north on Kearny at 3rd and 
 Market, which is the northern terminus of the 3rd and Kentucky 
 line). This is unfair to strangers, as the passengers naturally ride to 
 3rd and Market, the end of the line, before transferring north on 
 Kearny. 
 
 Geary Street Line 
 
 The Geary Street, being an independent line, is unable to honor 
 or issue transfers with the other lines. However, the United Rail- 
 roads, Presidio and Ferries and the California Street Cable R. R. Com- 
 pany, the only other companies operating cars in this city, honor 
 transfers between their lines at certain points. It would be a great 
 convenience if the Geary line were allowed to transfer east and west 
 on Market and to one or two cross lines, the Geary line honoring 
 transfers from the other lines at these points. The excellent service 
 of the Geary line is handicapped by its being unable to issue or honor 
 transfers. 
 
 Other than these points mentioned, the transfer system is very 
 fair and elastic. Passengers can go from any part of town to another, 
 by the intelligent use of transfers, on a single fare. 
 
 There is just one more criticism to make, the United 
 Railroad (the company referred to in this report) has adopted 
 a system of numbering the lines, placing a number about 
 eighteen inches high on the front of the roof of each car. These 
 numbers are illuminated at night. The idea could be improved if 
 the lines and their designated numbers were printed on the backs 
 of the transfers, so strangers or any one could know them, instead of 
 the large warning, "Not transferable no stop-over," which now 
 occupies the back of the transfers, a warning that is not needed and 
 is valueless. 
 
 Respectfully submitted, 
 
 (Signed) Warren Manley, 
 
 Inspector. 
 33 
 
SPECIAL REPORT 
 ON THE NUMBERING OF THE STREET CAR LINES 
 
 Pursuant to instruction a special examination has been made of 
 the new system of numbering street cars to designate their routes, 
 and I beg to report as follows: 
 
 The numbers used on the street car lines at present are as 
 follows : 
 
 No. 1 Sutter No. 14 Cemeteries 
 
 No. 3 Jackson and Sutter No. 15 3rd and Kearny 
 
 No. 4 Turk and Eddy NO. 16 Kentucky 
 
 No - 5 McAllister No 18 Mission and Polk 
 
 N- 7 6 - M ^ son ^ No. 19 Bryant and Polk 
 
 No. 7 Haight _, _r_. . 
 
 No. 8 Market No - 20 is and Ocean 
 
 No. 9 Valencia No. 21-- Hayes and Ellis 
 
 No! 10 Guerrero Glen Park No. 22 Fillmore 
 
 No. 11 Mission and 24th No. 23 Fillmore and Mission 
 
 No. 12 Ingleside No. 24 Mission and Chutes 
 
 It will be noticed that there are no numbers 2, 13, 17. 
 
 Numbers 10, 11, 12, 14, 15, 16 have not been placed on the respec- 
 tive cars as yet. 
 
 The defects in the system are on the following lines: 
 
 Numbers 1, 5, 10, 15, 20. 
 
 The Sutter Street Line No. 1: Every other car goes through to 
 the beach, while the others stop at 6th Ave. and California. Separate 
 numbers should be used for these lines. 
 
 The McAllister Street Line No. 5: Every other car goes to the 
 Chutes, while the others switch back at the car house at McAllister 
 Street and Central Avenue. These cars should have separate numbers. 
 
 There are two lines numbered 10. The Guerrero Street operating 
 on Mission Street from the Ferry to 14th Street and San Jose Avenue 
 and Ocean View, and the Glen Park line, operating on Mission Street 
 from the Ferry to 14th to Guerrero and Chenery Streets and San Jose 
 Avenue. These lines should have separate numbers. 
 
 There are two lines using No. 15. The Kearny Street cars that 
 switch off at Kearny and Broadway to the Ferry, and those that 
 switch off to North Beach. These lines were numbers 15 and 17, but 
 17 was consolidated with 15. The two numbers should be used. 
 
 The Ellis and Ocean View line No. 20 should have two separate 
 numbers, as every other car goes through to the beach, while the rest 
 switch back at 19th Avenue and H Street. 
 
 Respectfully submitted, 
 Jan. 7, 1909. (Signed) Warren Manley, 
 
 Inspector. 
 34 
 
SPECIAL REPORT 
 
 ON THE POSSIBILITY OF RUNNING THE SUTTER STREET 
 
 LINE TO THE FERRY ON THE INNER TRACKS 
 
 ON MARKET STREET 
 
 Pursuant to instructions a special investigation has been made 
 of the number of cars on the central tracks on Market Street from 
 Sutter Street to the Ferries, to ascertain whether it would be prac- 
 ticable to run the Sutter Street cars through to the Ferries, over the 
 inner tracks without overcrowding the tracks or loops, and I beg to 
 report as follows: 
 
 There is no doubt but that this could be done, after putting in 
 new switches at Sutter and Market. The extra cars that would run 
 on Market Street from the Sutter Street line would not overcrowd 
 the tracks now in use. Three times the present number of cars now 
 running on Market could be run before overcrowding. The following 
 facts will prove these statements : 
 
 The maximum number of cars running on the Sutter Street line 
 is 23, with a 3-minute headway, and 7 on the Sutter and Jackson line 
 with a 6%-minute headway. 
 
 On the afternoon of January 6th, cars operating on the Sutter 
 Street lines left the terminus at Sutter and Market as follows: 
 
 6th Avenue Sutter Street 3 :52 p. m. 
 
 Cliff ' ' 3 :55 p. m. 
 
 Jackson and Sutter 3 :56 p. m. 
 
 6th AvenueSutter Street 3 :58 p. m. 
 
 6th AvenueSutter Street 4 :00 p. m. 
 
 Jackson and Sutter St 4 :03 p. m. 
 
 Cliff Sutter Street 4 :03% p. m. 
 
 Jackson and Sutter St 4 :20 p. m. 
 
 The same afternoon cars operating on Sutter Street passed 
 Kearny as follows : 
 
 6th AvenueSutter Street 4 :30y 2 p. m. 
 
 6th AvenueSutter Street 4 :33 p.m. 
 
 Jackson and Sutter 4 :34% p. m. 
 
 Cliff Sutter Street 4 :37 p. m. 
 
 6th Avenue Sutter Street 4 :40 p. m. 
 
 Jackson Sutter Street 4 :41 p. m. 
 
 6th AvenueSutter Street 4 :4iy 2 p. m. 
 
 The round trip time from Sutter and Market to the Ferry is about 
 8 minutes. 
 
 35 
 
Passed Butter 
 
 and Market 
 
 East bound at 
 
 Passed West 
 bound at 
 
 Valencia Street car No. 1588 3 :56 p. m 4 :03% p. m. 
 
 Market Street car No. 1649 3 :56 p. m 4 :04 p. m. 
 
 Haight Street car No. 1713 3:56 p. m 4:04i/ 2 p. m. 
 
 Turk and Eddy St. car No. 1746 3 :56 p. m 4 :04 p. m. 
 
 Masonic Street car No. 1649 3 :58 p: m 4 :06 p. m. 
 
 Turk and Eddy St. car No. 1724 3 :58 p. m 4 :06 p. m. 
 
 Elapsed 
 time 
 
 7% min, 
 8 min. 
 S l /2 min. 
 8 min. 
 8 min. 
 8 min. 
 
 From the above experiments it will be seen that no more than 
 five cars of Sutter Street lines, six at the most during the rush hours, 
 will be on the Market Street tracks at the same time. Of the lines 
 now running on Market, the Masonic, Turk and Eddy, Market, Val- 
 encia, McAllister, Haight Street lines, there are rarely more than 12 
 of these cars on the Market Street tracks from Sutter to the Ferry 
 and back at the same time during the rush hours. 
 
 The addition of five or six cars from Sutter Street would not 
 overcrowd the Market tracks; it would help relieve the traffic at 
 the Ferry and would be a great benefit to passengers traveling on the 
 Sutter Street lines, as evidenced by the number of people patronizing 
 the two horse cars, now used as an extension of the Sutter Street 
 lines, and the number of people transferring at the junction of Sutter 
 and Market. 
 
 The lines now operating on Market Street are as follows: (This 
 is the maximum number). 
 
 No. 4 Turk and Eddy 20 cars 4 minute headway 
 
 No. 5 McAllister 18 cars 3 minute headway 
 
 No. 6 Masonic 12 cars 6% minute headway 
 
 No. 7 Haight 21 cars 2%-3 minute headway 
 
 No. 8 Market 17 cars 3 minute headway 
 
 No. 9 Valencia 23 cars 3 minute headway 
 
 Jan. 7, 1909. 
 
 Respectfully submitted, 
 
 (Signed) 
 
 Warren Manley, 
 
 Inspector. 
 
 36 
 
14 DAY USE 
 
 **TURN TO DESK FROM WHICH BORROWED 
 
 LOAN DEPT. 
 
 
 LDS 
 
 Bcrkelef 
 
Gaylamount .'-', 
 Pamphlet 
 
 Binder 
 Gaylord Bros., Inc. -.' 
 
 Stockton, Calif. 
 T.M. Reg. U.S. Pat. Off. T 
 
 U. C. BERKELEY LIBRAWES 
 
 M19450 
 
 3/1 
 
 THE UNIVERSITY OF CALIFORNIA LIBRARY