Automobiles Take Over San Francisco Streets - Revision history

Ccarlsson: fixed formatting on photos

2020-05-06T02:39:15Z

fixed formatting on photos

← Older revision		Revision as of 19:39, 5 May 2020
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	''Photo: San Francisco History Center, SF Public Library''		''Photo: San Francisco History Center, SF Public Library''

	[[Image:Motorland-cover-1927 3043.jpg\|~~150px~~\|right~~\|thumb~~]] For decades, over 40,000 people have died each year in car crashes on the streets of the United States. This daily carnage is utterly normalized to the point that few of us think about it at all, and if we do, it’s like the weather, just a regular part of our environment. But it wasn’t always this way. Back when the private automobile was first beginning to appear on public streets a large majority of the population, including politicians, police, and business leaders, agreed that cars were interlopers and ought to be regulated and subordinated to pedestrians and streetcars.		[[Image:Motorland-cover-1927 3043.jpg\|400px\|right]]

			For decades, over 40,000 people have died each year in car crashes on the streets of the United States. This daily carnage is utterly normalized to the point that few of us think about it at all, and if we do, it’s like the weather, just a regular part of our environment. But it wasn’t always this way. Back when the private automobile was first beginning to appear on public streets a large majority of the population, including politicians, police, and business leaders, agreed that cars were interlopers and ought to be regulated and subordinated to pedestrians and streetcars.

	It’s almost impossible to imagine the speed with which conditions on urban streets changed at the dawn of the motorized era. Here’s a quote from the California Automobile Association’s ''Motorland'' magazine in August 1927 describing the rapid growth in car ownership:		It’s almost impossible to imagine the speed with which conditions on urban streets changed at the dawn of the motorized era. Here’s a quote from the California Automobile Association’s ''Motorland'' magazine in August 1927 describing the rapid growth in car ownership:
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	With over two million cars clogging city streets in 1915, and death and injury tolls rising, cities took various measures to address the problem (quoting from “Fighting Traffic”):		With over two million cars clogging city streets in 1915, and death and injury tolls rising, cities took various measures to address the problem (quoting from “Fighting Traffic”):

	[[Image:Market st pedestrians 1937 AAB-6406.jpg\|right\|240px~~\|thumb\|~~'''Pedestrians on Market Street, 1937;''' ''Photo: San Francisco History Center, SF Public Library'']] <blockquote>From 1915 (and especially after 1920), cities tried marking crosswalks with painted lines, but most pedestrians ignored them. A Kansas City safety expert reported that when police tried to keep them out of the roadway, “pedestrians, many of them women” would “demand that police stand aside.” In one case, he reported, “women used their parasols on the policemen.” Police relaxed enforcement.</blockquote>		[[Image:Market st pedestrians 1937 AAB-6406.jpg\|right\|240px]]

			'''Pedestrians on Market Street, 1937'''

			''Photo: San Francisco History Center, SF Public Library''

			<blockquote>From 1915 (and especially after 1920), cities tried marking crosswalks with painted lines, but most pedestrians ignored them. A Kansas City safety expert reported that when police tried to keep them out of the roadway, “pedestrians, many of them women” would “demand that police stand aside.” In one case, he reported, “women used their parasols on the policemen.” Police relaxed enforcement.</blockquote>

	The common usage of the streets by all was considered sacrosanct and attempts by motordom and/or police to regulate people’s use of the streets was widely resisted. Plenty of police didn’t agree that pedestrian behavior should be criminalized on behalf of motoring:		The common usage of the streets by all was considered sacrosanct and attempts by motordom and/or police to regulate people’s use of the streets was widely resisted. Plenty of police didn’t agree that pedestrian behavior should be criminalized on behalf of motoring:
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	Here’s a description of the exhibit by Richard Reinhart in his book on the 1939 Golden Gate International Exposition “Treasure Island: San Francisco’s Exposition Years”		Here’s a description of the exhibit by Richard Reinhart in his book on the 1939 Golden Gate International Exposition “Treasure Island: San Francisco’s Exposition Years”

	[[Image:Cadillac dealership August 1964 AAD-4658.jpg~~\|220px~~\|right~~\|thumb\|~~'''1964 image of Cadillac dealership;''' ''Photo: San Francisco History Center, SF Public Library'']] <blockquote>Artist Donald McLoughlin had prepared a dioramic view of San Francisco in 1999 for the US Steel exhibit in the Hall of Mines, Metals and Machinery. This prognostic nightmare showed the city stripped of every vestige of 1939 except Coit Tower, the bridges and Chinatown. All maritime activity had disappeared from the Embarcadero. Shipping was concentrated at a super-pier at the foot of 16th Street.		[[Image:Cadillac dealership August 1964 AAD-4658.jpg\|right]]

			'''1964 image of Cadillac dealership'''

			''Photo: San Francisco History Center, SF Public Library''

			<blockquote>Artist Donald McLoughlin had prepared a dioramic view of San Francisco in 1999 for the US Steel exhibit in the Hall of Mines, Metals and Machinery. This prognostic nightmare showed the city stripped of every vestige of 1939 except Coit Tower, the bridges and Chinatown. All maritime activity had disappeared from the Embarcadero. Shipping was concentrated at a super-pier at the foot of 16th Street.

	North of Market Street every block contained a single, identical high-rise apartment house. South of Market, sixty-story office towers of steel and glass alternated with block-square plazas in a vast checkerboard pattern. Elevated freeways ran through the geometric landscape.</blockquote>		North of Market Street every block contained a single, identical high-rise apartment house. South of Market, sixty-story office towers of steel and glass alternated with block-square plazas in a vast checkerboard pattern. Elevated freeways ran through the geometric landscape.</blockquote>

Ccarlsson: added photo

2018-09-06T00:57:37Z

added photo

← Older revision		Revision as of 17:57, 5 September 2018
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	''Photo: C.R. collection''		''Photo: C.R. collection''

			[[Image:John-Gutmann-Cut-Your-Speed 1935 -2000.111.19.jpg]]

			'''1935 public campaign by SF Police against speeding motorists.'''

			''Photo: John Gutmann''

	McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and [[A Brief History of Cesar Chavez/Army Street\|Army Street]] in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:		McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and [[A Brief History of Cesar Chavez/Army Street\|Army Street]] in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:

Ccarlsson: added new photo

2017-09-11T22:02:30Z

added new photo

← Older revision		Revision as of 15:02, 11 September 2017
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	<blockquote>There was no “buying-power saturation,” [Motordom] said. The real bridle on the demand for automobiles was not the consumer’s wallet, but street capacity. Traffic congestion deterred the would-be urban car buyer, and congestion was saturation of streets.</blockquote>		<blockquote>There was no “buying-power saturation,” [Motordom] said. The real bridle on the demand for automobiles was not the consumer’s wallet, but street capacity. Traffic congestion deterred the would-be urban car buyer, and congestion was saturation of streets.</blockquote>

			[[Image:Sidewalks-reduced-to-12-ft-Howard-Street-betw-24th-25th-aug-1921.jpg]]

			'''Photo in August 1921 right after sidewalks on Howard (now South Van Ness) between 24th and 25th Streets had been reduced to 12 feet wide.'''

			''Photo: SFMTA''

	By the late 1920s, a young graduate student named Miller McClintock had become the nation’s pre-eminent traffic researcher thanks to his 1925 thesis “Street Traffic Control.” His career is a window into the process of private corruption of public interests that riddles American history up to the present.		By the late 1920s, a young graduate student named Miller McClintock had become the nation’s pre-eminent traffic researcher thanks to his 1925 thesis “Street Traffic Control.” His career is a window into the process of private corruption of public interests that riddles American history up to the present.

Roryc: changed credit on '''Van Ness Avenue looking south from Sacramento, Auto Row stretching for blocks in 1930, First Presbyterian Church at left.''' photo which came from CR collection

2016-09-30T20:54:08Z

changed credit on '''Van Ness Avenue looking south from Sacramento, Auto Row stretching for blocks in 1930, First Presbyterian Church at left.''' photo which came from CR collection

← Older revision		Revision as of 13:54, 30 September 2016
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	'''Van Ness Avenue looking south from Sacramento, Auto Row stretching for blocks in 1930, First Presbyterian Church at left.'''		'''Van Ness Avenue looking south from Sacramento, Auto Row stretching for blocks in 1930, First Presbyterian Church at left.'''

	''Photo: ~~Charles Ruiz~~ collection''		''Photo: C.R. collection''

	McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and [[A Brief History of Cesar Chavez/Army Street\|Army Street]] in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:		McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and [[A Brief History of Cesar Chavez/Army Street\|Army Street]] in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:

Ccarlsson: added categories

2014-09-15T23:20:20Z

added categories

← Older revision		Revision as of 16:20, 15 September 2014
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	[[category:Transit]] [[category:1900s]] [[category:1910s]] [[category:1920s]] [[category:1930s]] [[category:1940s]] [[category:1950s]] [[category:1960s]] [[category:2000s]] [[category:roads]]		[[category:Transit]] [[category:1900s]] [[category:1910s]] [[category:1920s]] [[category:1930s]] [[category:1940s]] [[category:1950s]] [[category:1960s]] [[category:2000s]] [[category:roads]] [[category:Polk Gulch]] [[category:Downtown]] [[category:Civic Center]]

Ccarlsson: moved some photos to new page and added link

2014-09-15T22:47:45Z

moved some photos to new page and added link

@@ Line 23: / Line 23: @@
 [[Image:Motorland-cover-1927 3043.jpg|150px|right|thumb]] For decades, over 40,000 people have died each year in car crashes on the streets of the United States. This daily carnage is utterly normalized to the point that few of us think about it at all, and if we do, it’s like the weather, just a regular part of our environment. But it wasn’t always this way. Back when the private automobile was first beginning to appear on public streets a large majority of the population, including politicians, police, and business leaders, agreed that cars were interlopers and ought to be regulated and subordinated to pedestrians and streetcars.
-It’s almost impossible to imagine the speed with which conditions on urban streets changed at the dawn of the motorized era. Here’s a quote from the California Automobile Association’s Motorland magazine in August 1927 describing the rapid growth in car ownership:
+It’s almost impossible to imagine the speed with which conditions on urban streets changed at the dawn of the motorized era. Here’s a quote from the California Automobile Association’s ''Motorland'' magazine in August 1927 describing the rapid growth in car ownership:
 <blockquote>In 1895 there were four cars registered, in 1905 there were 77,400 in use, in 1915 the total had risen to 2,309,000, and in 1925 there were 17,512,000 passenger automobiles on the highways, and the total is now in excess of 20,000,000.</blockquote>
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 Incredibly, streetcars were used by 70 percent of the people depending on some kind of transportation to get downtown, while only a quarter used passenger cars, but the latter made up 61 percent of vehicular traffic as compared to 11 percent for the streetcars! What has been poorly understood in the triumphant narrative of the private automobile is how cars benefited from enormous public expenditures, even when they were being used by a relatively small minority of the population. New infrastructure to accommodate motorists far outstripped any public investment in public streetcar service, let alone any subsidies for the privately owned lines. Meanwhile, electric streetcar companies were slowly going bankrupt, with their fares publicly restricted and the public streets on which they operated slowly being taken over by private vehicles.
-Traditional use of the streets by pedestrians was being criminalized by new traffic codes. McClintock put forth a new Uniform Traffic Ordinance, adopted by San Francisco’s Board of Supervisors, which was intended to “legislate jaywalkers off the streets,” crowed a ''Motorland'' magazine editorial. In 1915, Ford already had a [[Harrison Street Industrial Corridor|factory at 21st and Harrison]] in the Mission making Model-T’s, and by the mid-1920s, the new car business was fully ensconced along Van Ness Avenue in San Francisco:
+Traditional use of the streets by pedestrians was being criminalized by new traffic codes. McClintock put forth a new Uniform Traffic Ordinance, adopted by San Francisco’s Board of Supervisors, which was intended to “legislate jaywalkers off the streets,” crowed a ''Motorland'' magazine editorial. In 1915, Ford already had a [[Harrison Street Industrial Corridor|factory at 21st and Harrison]] in the Mission making Model-T’s, and by the mid-1920s, the [[Auto Row on Van Ness|new car business]] was fully ensconced along Van Ness Avenue in San Francisco.
 Miller McClintock continued his work on behalf of the auto industry from his bought-and-paid-for perch at Harvard University.

Ccarlsson at 05:31, 4 June 2014

2014-06-04T05:31:31Z

← Older revision		Revision as of 22:31, 3 June 2014
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	''Photo: Charles Ruiz collection''		''Photo: Charles Ruiz collection''

	McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and Army Street in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:		McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and [[A Brief History of Cesar Chavez/Army Street\|Army Street]] in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:

	<blockquote>On a typical business day studied by the traffic survey committee, 1,073,963 persons entered and left [the central business] district during a fourteen-hour period from 6 a.m. to 8 p.m. Vehicles of all types, including streetcars, carried 744,667 people in and out of the district, In addition, 329,296 pedestrians entered and left the district during the same period… In no other city is there such a large pedestrian movement into the central district, nor such a large outrush of people during the noon hour. Both of these conditions may be attributed to the large capacity of apartment houses immediately adjacent to the district…</blockquote>		<blockquote>On a typical business day studied by the traffic survey committee, 1,073,963 persons entered and left [the central business] district during a fourteen-hour period from 6 a.m. to 8 p.m. Vehicles of all types, including streetcars, carried 744,667 people in and out of the district, In addition, 329,296 pedestrians entered and left the district during the same period… In no other city is there such a large pedestrian movement into the central district, nor such a large outrush of people during the noon hour. Both of these conditions may be attributed to the large capacity of apartment houses immediately adjacent to the district…</blockquote>

Ccarlsson at 05:28, 4 June 2014

2014-06-04T05:28:56Z

← Older revision		Revision as of 22:28, 3 June 2014
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	''Photo: San Francisco History Center, SF Public Library''		''Photo: San Francisco History Center, SF Public Library''

			[[Image:Van-Ness-south-from-Sacramento-Auto-Row-1930 72dpi.jpg\|720px]]

			'''Van Ness Avenue looking south from Sacramento, Auto Row stretching for blocks in 1930, First Presbyterian Church at left.'''

			''Photo: Charles Ruiz collection''

	McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and Army Street in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:		McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and Army Street in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:

Ccarlsson at 07:39, 13 September 2013

2013-09-13T07:39:12Z

← Older revision		Revision as of 00:39, 13 September 2013
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	What had happened in the two years between the diametrically opposed advice given by McClintock? He had been hired by Studebaker’s Vice President to head up the new “Albert Russel Erskine Bureau for Street Traffic Research,” which was first placed in Los Angeles where McClintock was teaching at UC, but a year later moved by Studebaker to Harvard University, where the car company continued to fund the ostensibly “independent” institute. As the years went by McClintock became one of the foremost authorities on traffic planning, though his organization dropped the “Albert Russel Erskine” from its name when the chairman of Studebaker Motors committed suicide in 1933!		What had happened in the two years between the diametrically opposed advice given by McClintock? He had been hired by Studebaker’s Vice President to head up the new “Albert Russel Erskine Bureau for Street Traffic Research,” which was first placed in Los Angeles where McClintock was teaching at UC, but a year later moved by Studebaker to Harvard University, where the car company continued to fund the ostensibly “independent” institute. As the years went by McClintock became one of the foremost authorities on traffic planning, though his organization dropped the “Albert Russel Erskine” from its name when the chairman of Studebaker Motors committed suicide in 1933!

			[[Image:Automobile dealership at Van Ness Avenue and Geary Street apr 18 1923 AAD-4651.jpg]]

			'''Auto dealership at Van Ness Avenue and Geary Street, April 18, 1923.'''

			''Photo: San Francisco History Center, SF Public Library''

	McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and Army Street in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:		McClintock came to San Francisco early in his career. In the August 1927 Motorland magazine, he penned an article summarizing his research “Curing the Ills of San Francisco Traffic”: “… it is recognized that an ultimate requirement for the solution of street and highway congestion is to be found in the creation of more ample street area.” And sure enough, it was in this exact period that San Francisco embarked on a series of street widenings throughout the city, including for example, Capp Street and Army Street in the Mission District. Interestingly, McClintock’s traffic study shows the predominant car-free life of San Franciscans at the time:

Ccarlsson at 05:44, 13 September 2013

2013-09-13T05:44:00Z

← Older revision		Revision as of 22:44, 12 September 2013
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	Here’s a description of the exhibit by Richard Reinhart in his book on the 1939 Golden Gate International Exposition “Treasure Island: San Francisco’s Exposition Years”		Here’s a description of the exhibit by Richard Reinhart in his book on the 1939 Golden Gate International Exposition “Treasure Island: San Francisco’s Exposition Years”

	<blockquote>Artist Donald McLoughlin had prepared a dioramic view of San Francisco in 1999 for the US Steel exhibit in the Hall of Mines, Metals and Machinery. This prognostic nightmare showed the city stripped of every vestige of 1939 except Coit Tower, the bridges and Chinatown. All maritime activity had disappeared from the Embarcadero. Shipping was concentrated at a super-pier at the foot of 16th Street.		[[Image:Cadillac dealership August 1964 AAD-4658.jpg\|220px\|right\|thumb\|'''1964 image of Cadillac dealership;''' ''Photo: San Francisco History Center, SF Public Library'']] <blockquote>Artist Donald McLoughlin had prepared a dioramic view of San Francisco in 1999 for the US Steel exhibit in the Hall of Mines, Metals and Machinery. This prognostic nightmare showed the city stripped of every vestige of 1939 except Coit Tower, the bridges and Chinatown. All maritime activity had disappeared from the Embarcadero. Shipping was concentrated at a super-pier at the foot of 16th Street.

	North of Market Street every block contained a single, identical high-rise apartment house. South of Market, sixty-story office towers of steel and glass alternated with block-square plazas in a vast checkerboard pattern. Elevated freeways ran through the geometric landscape.</blockquote>		North of Market Street every block contained a single, identical high-rise apartment house. South of Market, sixty-story office towers of steel and glass alternated with block-square plazas in a vast checkerboard pattern. Elevated freeways ran through the geometric landscape.</blockquote>

	~~[[Image:Cadillac dealership August 1964 AAD-4658.jpg\|220px\|right\|thumb\|'''1964 image of Cadillac dealership;''' ''Photo: San Francisco History Center, SF Public Library'']]~~ McLoughlin correctly anticipated the removal of maritime activity from San Francisco’s waterfront, though his massive modern pier is spread along the Oakland bay shore rather than on a prominent pier jutting out from 16th Street. Visions like this, and the better known version in New York, informed the post-WWII population as it fled cities for the suburbs. Those who remained though, had a different idea of what our cities would become, and thanks to their stopping the highway builders in their tracks in the late 1950s and early 1960s, San Francisco was not crushed in this way.		McLoughlin correctly anticipated the removal of maritime activity from San Francisco’s waterfront, though his massive modern pier is spread along the Oakland bay shore rather than on a prominent pier jutting out from 16th Street. Visions like this, and the better known version in New York, informed the post-WWII population as it fled cities for the suburbs. Those who remained though, had a different idea of what our cities would become, and thanks to their stopping the highway builders in their tracks in the late 1950s and early 1960s, San Francisco was not crushed in this way.

	Interesting to recall that while 30,000 citizens were mobilized to [[The Freeway Revolt\|stop freeway building]] in San Francisco (the very same elevated, pedestrian-free streets McClintock had come to endorse as an industry flack) thousands more, mostly African American and white youth, staged a vigorous [[Segregation_and_the_Civil_Rights_Movement_in_San_Francisco\|civil rights campaign]] along auto row, demanding that blacks be given equal treatment in hiring by auto dealers, especially Don Lee’s Cadillac dealership.		Interesting to recall that while 30,000 citizens were mobilized to [[The Freeway Revolt\|stop freeway building]] in San Francisco (the very same elevated, pedestrian-free streets McClintock had come to endorse as an industry flack) thousands more, mostly African American and white youth, staged a vigorous [[Segregation_and_the_Civil_Rights_Movement_in_San_Francisco\|civil rights campaign]] along auto row, demanding that blacks be given equal treatment in hiring by auto dealers, especially Don Lee’s Cadillac dealership.
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	[[~~Vermont St Curves 1928~~ \|Prev. Document]] [[Transbay Terminal\|Next Document]]		[[TRANSIT INTRODUCTION \|Prev. Document]] [[Transbay Terminal\|Next Document]]



	[[category:Transit]] [[category:1900s]] [[category:1910s]] [[category:1920s]] [[category:1930s]] [[category:1940s]] [[category:1950s]] [[category:1960s]] [[category:2000s]] [[category:roads]]		[[category:Transit]] [[category:1900s]] [[category:1910s]] [[category:1920s]] [[category:1930s]] [[category:1940s]] [[category:1950s]] [[category:1960s]] [[category:2000s]] [[category:roads]]