https://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&feed=atom&action=historyMUNI History II: The Progressive Era and Public Development - Revision history2024-03-28T19:47:23ZRevision history for this page on the wikiMediaWiki 1.39.1https://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=28779&oldid=prevLisaruth: changed date on caption for H-Line photo per user comment2019-08-08T01:02:06Z<p>changed date on caption for H-Line photo per user comment</p>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, <del style="font-weight: bold; text-decoration: none;">1930s </del>(this site is now beneath Hwy 101)'''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, <ins style="font-weight: bold; text-decoration: none;">1940s </ins>(this site is now beneath Hwy 101)'''</div></td></tr>
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</table>Lisaruthhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=25782&oldid=prevRoryc: changed credit on '''First electric streetcar run on Gough Street, Dec. 22, 1910.''' photo which came from CR collection2016-09-21T00:18:59Z<p>changed credit on '''First electric streetcar run on Gough Street, Dec. 22, 1910.''' photo which came from CR collection</p>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>''Photo: <del style="font-weight: bold; text-decoration: none;">Charles Ruiz </del>collection''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>''Photo: <ins style="font-weight: bold; text-decoration: none;">C.R. </ins>collection''</div></td></tr>
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</table>Rorychttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=23439&oldid=prevCcarlsson: added Charles Ruiz photo2014-10-05T03:51:11Z<p>added Charles Ruiz photo</p>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>[[Image:<del style="font-weight: bold; text-decoration: none;">transit1$h</del>-car-<del style="font-weight: bold; text-decoration: none;">at</del>-<del style="font-weight: bold; text-decoration: none;">bernal</del>-<del style="font-weight: bold; text-decoration: none;">hts</del>.jpg]]</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>[[Image:<ins style="font-weight: bold; text-decoration: none;">First-electric</ins>-car-<ins style="font-weight: bold; text-decoration: none;">run-on-Gough</ins>-<ins style="font-weight: bold; text-decoration: none;">St</ins>-<ins style="font-weight: bold; text-decoration: none;">Dec-22-1910</ins>.jpg<ins style="font-weight: bold; text-decoration: none;">|720px</ins>]]</div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div> </div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''First electric streetcar run on Gough Street, Dec. 22, 1910.'''</ins></div></td></tr>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>''<del style="font-weight: bold; text-decoration: none;">'H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'</del>''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>''<ins style="font-weight: bold; text-decoration: none;">Photo: Charles Ruiz collection</ins>''</div></td></tr>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div><del style="font-weight: bold; text-decoration: none;">''Photo: Private Collection, San Francisco, CA''</del></div></td><td colspan="2" class="diff-side-added"></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the [[SAILING TO BYZANTIUM: 1915 Panama Pacific International Exposition|Panama-Pacific International Exposition]] was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the [[SAILING TO BYZANTIUM: 1915 Panama Pacific International Exposition|Panama-Pacific International Exposition]] was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td></tr>
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<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'''</ins></div></td></tr>
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<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">''Photo: Private Collection, San Francisco, CA''</ins></div></td></tr>
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</table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=21428&oldid=prevCcarlsson: added photo, fixed gaar attributions2014-03-20T01:18:41Z<p>added photo, fixed gaar attributions</p>
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 18:18, 19 March 2014</td>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'''<del style="font-weight: bold; text-decoration: none;"><br></del>''Photo: <del style="font-weight: bold; text-decoration: none;">Greg Gaar </del>Collection, San Francisco, CA''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'''</div></td></tr>
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<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>''Photo: <ins style="font-weight: bold; text-decoration: none;">Private </ins>Collection, San Francisco, CA''</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>'''Last of the cable cars into the Richmond District.''' This photo, taken on Geary St. at 4th Avenue in April, 1912 of the cable cars that ran on Geary from Arguello to 5th Avenue, then south to Fulton St. and west to 12th Avenue. The wires are already strung for the new Municipal Rail line that would be "opened" with Mayor Rolph operating the first car, December 28, 1912. Full service on the Muni A line would not start until May, 1913 and traveled from Market Street, west on Geary to 10th Avenue and Fulton St. </div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>'''Last of the cable cars into the Richmond District.''' This photo, taken on Geary St. at 4th Avenue in April, 1912 of the cable cars that ran on Geary from Arguello to 5th Avenue, then south to Fulton St. and west to 12th Avenue. The wires are already strung for the new Municipal Rail line that would be "opened" with Mayor Rolph operating the first car, December 28, 1912. Full service on the Muni A line would not start until May, 1913 and traveled from Market Street, west on Geary to 10th Avenue and Fulton St. </div></td></tr>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>''Photo: <del style="font-weight: bold; text-decoration: none;">Greg Gaar </del>Collection, San Francisco, CA''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>''Photo: <ins style="font-weight: bold; text-decoration: none;">Private </ins>Collection, San Francisco, CA''</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>'''The old Geneva carbarn at San Jose and Geneva, one of several sites owned by [[United Railroads|United Railroads]] and used to house strikebreakers during the [[United Railroads Streetcar Strike 1917 |1917 strike]]. During that strike the SF Board of Supervisors voted to lay two outside tracks along Market Street, providing the first publicly owned rails all the way in to the center of the city. '''<br>''Photo: Chris Carlsson''</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>'''The old Geneva carbarn at San Jose and Geneva, one of several sites owned by [[United Railroads|United Railroads]] and used to house strikebreakers during the [[United Railroads Streetcar Strike 1917 |1917 strike]]. During that strike the SF Board of Supervisors voted to lay two outside tracks along Market Street, providing the first publicly owned rails all the way in to the center of the city. '''<br>''Photo: Chris Carlsson''</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div><del style="font-weight: bold; text-decoration: none;">{{#ev</del>:archive<del style="font-weight: bold; text-decoration: none;">|</del>ssfCARSTRIK<del style="font-weight: bold; text-decoration: none;">|320}}</del></div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"><iframe src="https</ins>:<ins style="font-weight: bold; text-decoration: none;">//</ins>archive<ins style="font-weight: bold; text-decoration: none;">.org/embed/</ins>ssfCARSTRIK<ins style="font-weight: bold; text-decoration: none;">" width="640" height="480" frameborder="0" webkitallowfullscreen="true" mozallowfullscreen="true" allowfullscreen></iframe></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div> </div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''1917 strike violence on Haight and Buchanan.'''</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div> </div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">''Video: Prelinger Archive''</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div> </div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. </ins></div></td></tr>
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<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">[[Image:J-Church-celebration-1917.jpg]]</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div> </div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''J-Church opening being celebrated in 1917.'''</ins></div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>''<del style="font-weight: bold; text-decoration: none;">'1917 strike violence on Haight and Buchanan.'''<br>''Video</del>: <del style="font-weight: bold; text-decoration: none;">Prelinger Archive</del>''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>''<ins style="font-weight: bold; text-decoration: none;">Photo</ins>: <ins style="font-weight: bold; text-decoration: none;">Private Collection, San Francisco, CA</ins>''</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div><del style="font-weight: bold; text-decoration: none;">After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. </del>The [[West Portal |Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no [[Twin Peaks Tunnel|happier face than that of Mayor Rolph]], who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>The [[West Portal |Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no [[Twin Peaks Tunnel|happier face than that of Mayor Rolph]], who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Roar of the Four typifies this era. Take any sample of San Francisco picture postcards from the 1915-1945 era, and among them will probably be a shot of Market Street with four tracks full of streetcars, and sidewalks full of people. This, like Broadway in Manhattan, or State Street in Chicago, was classic urban America at its Jazz Age height. San Francisco was as busy and noisy an urban attraction as any on earth, and transit -- lots of transit -- was its very essence. As our own Sackamenna Kid later wrote, describing an evening arrival in the city by ferry after a trip down from the capital on his favored Sacramento Northern Railway:</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Roar of the Four typifies this era. Take any sample of San Francisco picture postcards from the 1915-1945 era, and among them will probably be a shot of Market Street with four tracks full of streetcars, and sidewalks full of people. This, like Broadway in Manhattan, or State Street in Chicago, was classic urban America at its Jazz Age height. San Francisco was as busy and noisy an urban attraction as any on earth, and transit -- lots of transit -- was its very essence. As our own Sackamenna Kid later wrote, describing an evening arrival in the city by ferry after a trip down from the capital on his favored Sacramento Northern Railway:</div></td></tr>
</table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=20541&oldid=prevCcarlsson: added link to new piece2013-08-16T17:47:40Z<p>added link to new piece</p>
<table style="background-color: #fff; color: #202122;" data-mw="interface">
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 10:47, 16 August 2013</td>
</tr><tr><td colspan="2" class="diff-lineno" id="mw-diff-left-l33">Line 33:</td>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>Of the ten cars placed in service that day, one car, Muni's own Car No. 1, remains in existence, and, fully restored, operates on special occasions and charters. Few are the cities anywhere in the world which can claim to have in operating condition their own original streetcar, home-built, laden with the honor of many years of public service!</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>Of the ten cars placed in service that day, one car, <ins style="font-weight: bold; text-decoration: none;">[[Muni Car No. 1|</ins>Muni's own Car No. 1<ins style="font-weight: bold; text-decoration: none;">]]</ins>, remains in existence, and, fully restored, operates on special occasions and charters. Few are the cities anywhere in the world which can claim to have in operating condition their own original streetcar, home-built, laden with the honor of many years of public service!</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Another important individual had also taken office in 1912: City Engineer [[Michael M. O'Shaughnessy|M. M. O'Shaughnessy]]. He became Rolph's indispensable technical factotum, and guided the city's engineering staff during the great constructive period of public works that coincided with the Rolph administration. And even in that era, there was a consultant, Bion J. Arnold of Chicago, a pre-eminent consulting engineer of this era. Arnold's ''Report on the Improvement and Development of the Transportation Facilities of San Francisco'', published in 1913, was a detailed, in-depth analysis of transit operations and needs throughout the city. In a very real sense, Arnold's report was a detailing of the transit and subway system called for in the Burnham Plan of 1906, as was pointed out by James R. McCarthy, 1960s' City Planning Director, in his introduction to the Burnham Plan reprint of 1971. The Report laid the groundwork for the mighty system which Rolph and O'Shaughnessy developed in the years leading up to the Great Depression. In its ambitious, comprehensive approach, and appreciation for the commercial aspects of the operation as well as its engineering and city planning features, Arnold's great work set a standard that consultants should try to emulate even today. It is also beautifully written, in actual English, of which the following passage is typical:</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Another important individual had also taken office in 1912: City Engineer [[Michael M. O'Shaughnessy|M. M. O'Shaughnessy]]. He became Rolph's indispensable technical factotum, and guided the city's engineering staff during the great constructive period of public works that coincided with the Rolph administration. And even in that era, there was a consultant, Bion J. Arnold of Chicago, a pre-eminent consulting engineer of this era. Arnold's ''Report on the Improvement and Development of the Transportation Facilities of San Francisco'', published in 1913, was a detailed, in-depth analysis of transit operations and needs throughout the city. In a very real sense, Arnold's report was a detailing of the transit and subway system called for in the Burnham Plan of 1906, as was pointed out by James R. McCarthy, 1960s' City Planning Director, in his introduction to the Burnham Plan reprint of 1971. The Report laid the groundwork for the mighty system which Rolph and O'Shaughnessy developed in the years leading up to the Great Depression. In its ambitious, comprehensive approach, and appreciation for the commercial aspects of the operation as well as its engineering and city planning features, Arnold's great work set a standard that consultants should try to emulate even today. It is also beautifully written, in actual English, of which the following passage is typical:</div></td></tr>
</table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=19096&oldid=prevCcarlsson at 05:40, 9 August 20122012-08-09T05:40:58Z<p></p>
<a href="https://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=19096&oldid=12527">Show changes</a>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=12527&oldid=prevCcarlsson at 07:33, 18 January 20092009-01-18T07:33:09Z<p></p>
<table style="background-color: #fff; color: #202122;" data-mw="interface">
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">← Older revision</td>
<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 00:33, 18 January 2009</td>
</tr><tr><td colspan="2" class="diff-lineno" id="mw-diff-left-l32">Line 32:</td>
<td colspan="2" class="diff-lineno">Line 32:</td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the Panama-Pacific International Exposition was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the Panama-Pacific International Exposition was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">[[Image:transit1$old-geneva-carbarn-photo.jpg]]</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''The old Geneva carbarn at San Jose and Geneva, one of several sites owned by [[United Railroads|United Railroads]] and used to house strikebreakers during the [[United Railroads Streetcar Strike 1917 |1917 strike]]. During that strike the SF Board of Supervisors voted to lay two outside tracks along Market Street, providing the first publicly owned rails all the way in to the center of the city. '''<br>''Photo: Chris Carlsson''</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">{{#ev:archive|ssfCARSTRIK|320}}</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''1917 strike violence on Haight and Buchanan.'''<br>''Video: Prelinger Archive''</ins></div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. The [[West Portal |Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no happier face than that of Mayor Rolph, who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. The [[West Portal |Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no happier face than that of Mayor Rolph, who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td></tr>
</table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=12491&oldid=prevCcarlsson at 06:56, 18 January 20092009-01-18T06:56:33Z<p></p>
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">← Older revision</td>
<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 23:56, 17 January 2009</td>
</tr><tr><td colspan="2" class="diff-lineno" id="mw-diff-left-l33">Line 33:</td>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the Panama-Pacific International Exposition was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Geary service was a great and immediate success. By August 1913, the city placed before the voters another bond issue to build more of the system outlined in the Arnold Report, and detailed by City Engineer O'Shaughnessy and staff. A matter of special concern was the pressing need for transit facilities to the Harbor View district (today known as The Marina) where the Panama-Pacific International Exposition was to be held. Indeed, the opening day was only eighteen months away. The issue was approved by a wide margin and the city sprang into action, acquiring the next-to-last independent company, the Presidio and Ferries Railroad, whose Union Street line was one of the key potential routes to the exposition site. Despite the short time available, progress was made at a pace impossible to replicate today. By the Spring of 1915, Muni had new lines in operation on Van Ness and Potrero Avenues, Union Street, Stockton Street, and the Richmond District segment of California Street, as well as the streetcars necessary to operate them, and a second new carbarn at 17th Street to complement the original facility at Presidio and Geary. (Both are still in use today for trolleybuses).</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. The [[West Portal <del style="font-weight: bold; text-decoration: none;">view </del>|Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no happier face than that of Mayor Rolph, who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>After a period of extended legal skirmishes with the United Railroads, Muni's own streetcars had managed to reach the Ferry Building, an important source of business, and a major regional destination for San Franciscans and suburbanites alike. Two additional outer streetcar tracks were added to the United Railroads existing pair, so that Market Street joined the exclusive ranks of four-tracked streets. More lines followed: the J-Church, with its scenic alignment through Dolores Park and nearby backyards, opened in 1917, bringing Municipal competition to Noe Valley. The [[West Portal |Twin Peaks Tunnel]], America's longest streetcar tunnel, and an important engineering achievement, also opened in 1917. Three Twin Peaks lines familiar to us today, serving Ocean Avenue (the K-Ingleside), Taraval Street (the L), and 19th Avenue (the M-Ocean View) date from this period, as did the beginnings of bus operation. The height of transit development under this system was reached just before the onset of the Depression. In 1928, Muni opened its last entirely new streetcar line, the N-Judah, which required its own Sunset Tunnel. In old photos of these many, happy opening days, there is no happier face than that of Mayor Rolph, who personally presided over many of these events. Rolph supplied the political leadership to develop the system, and Muni's popularity, so at odds with today's perceptions, helped his political fortunes. In 1930 Rolph was elected Governor.</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Roar of the Four typifies this era. Take any sample of San Francisco picture postcards from the 1915-1945 era, and among them will probably be a shot of Market Street with four tracks full of streetcars, and sidewalks full of people. This, like Broadway in Manhattan, or State Street in Chicago, was classic urban America at its Jazz Age height. San Francisco was as busy and noisy an urban attraction as any on earth, and transit -- lots of transit -- was its very essence. As our own Sackamenna Kid later wrote, describing an evening arrival in the city by ferry after a trip down from the capital on his favored Sacramento Northern Railway:</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>The Roar of the Four typifies this era. Take any sample of San Francisco picture postcards from the 1915-1945 era, and among them will probably be a shot of Market Street with four tracks full of streetcars, and sidewalks full of people. This, like Broadway in Manhattan, or State Street in Chicago, was classic urban America at its Jazz Age height. San Francisco was as busy and noisy an urban attraction as any on earth, and transit -- lots of transit -- was its very essence. As our own Sackamenna Kid later wrote, describing an evening arrival in the city by ferry after a trip down from the capital on his favored Sacramento Northern Railway:</div></td></tr>
</table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=12490&oldid=prevCcarlsson: Protected "MUNI History II: The Progressive Era and Public Development": excerpted essay [edit=sysop:move=sysop]2009-01-18T06:55:50Z<p>Protected "<a href="/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development" title="MUNI History II: The Progressive Era and Public Development">MUNI History II: The Progressive Era and Public Development</a>": excerpted essay [edit=sysop:move=sysop]</p>
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<td colspan="1" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 23:55, 17 January 2009</td>
</tr><tr><td colspan="2" class="diff-notice" lang="en"><div class="mw-diff-empty">(No difference)</div>
</td></tr></table>Ccarlssonhttps://foundsf.org/index.php?title=MUNI_History_II:_The_Progressive_Era_and_Public_Development&diff=12489&oldid=prevCcarlsson: PC and protected2009-01-18T06:55:40Z<p>PC and protected</p>
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">← Older revision</td>
<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 23:55, 17 January 2009</td>
</tr><tr><td colspan="2" class="diff-lineno" id="mw-diff-left-l1">Line 1:</td>
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<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">'''<font face = Papyrus> <font color = maroon> <font size = 4>Historical Essay</font></font> </font>'''</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">''by Tom Matoff''</ins></div></td></tr>
<tr><td colspan="2" class="diff-side-deleted"></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;"></ins></div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>[[Image:transit1$h-car-at-bernal-hts.jpg]]</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>[[Image:transit1$h-car-at-bernal-hts.jpg]]</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'''</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>'''H-Line streetcar on San Bruno below Bernal Heights, 1930s (this site is now beneath Hwy 101)'''<ins style="font-weight: bold; text-decoration: none;"><br></ins>''Photo: Greg Gaar Collection, San Francisco, CA''</div></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div> </div></td><td colspan="2" class="diff-side-added"></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>''Photo: Greg Gaar Collection, San Francisco, CA''</div></td><td colspan="2" class="diff-side-added"></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>Roots of Municipal ownership run deep in San Francisco, and the idea of public ownership of public utilities can be found from the middle of the 19th century. Only two decades after the sudden emergence of a world-famous metropolis, rising from a sudden tent city of miners, sailors and merchants, organized steps were being taken to Municipalize the water supply. However, for several decades, city government was very weak. Reacting to local political corruption and turmoil, the state had imposed the Consolidation Act in 1856, which created San Mateo County as a separate entity, consolidated city and county government in San Francisco, stripped the city of its charter, and significantly limited the powers of local government. William Issel and Robert Cherny in ''San Francisco 1865-1932 ''note that the Act granted "...few powers to the Board of Supervisors, made appropriating funds difficult, prohibited debts and liabilities, and reduced the mayor to little more than a presiding officer. ... (The) intent ...was to reduce city government to administration, with little potential for initiative." Control of the Port, of vital importance to the whole state, was taken away by additional legislation in 1860, not to be returned for more than a century, and even simple city functions such as street widenings could require an act of the legislature.</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>--Herb Caen, ''A Backward Glance '' February 26, 1961</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>--Herb Caen, ''A Backward Glance '' February 26, 1961</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>--Excerpted from ''The Muni Paradox--A Brief Social History of the Municipal Railway'' by Tom Matoff, LTK Engineering Services, published in the June 1999 issue of the SPUR newsletter</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>--Excerpted from ''The Muni Paradox--A Brief Social History of the Municipal Railway'' by Tom Matoff, LTK Engineering Services, published in the June 1999 issue of the <ins style="font-weight: bold; text-decoration: none;">[http://www.spur.org </ins>SPUR<ins style="font-weight: bold; text-decoration: none;">] </ins>newsletter</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><br/></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>[[MUNI History III: Financial Problems--The Depression, War and Merger | Continue MUNI History]]</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>[[MUNI History III: Financial Problems--The Depression, War and Merger | Continue MUNI History]]</div></td></tr>
</table>Ccarlsson