The Heyday of Horsecars - Revision history

Ccarlsson: added photo

2023-11-11T18:07:55Z

added photo

← Older revision		Revision as of 11:07, 11 November 2023
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	''by Chris Carlsson''		''by Chris Carlsson''

			[[Image:Howard near 6th circa 1866 wnp71.2033.jpg\|800px]]

			'''Howard near 6th Street, c. 1866, when horses ruled San Francisco's streets.'''

			''Photo: OpenSFHistory.org wnp71.2033''

	[[Image:Foot-of-market-1907.jpg]]		[[Image:Foot-of-market-1907.jpg]]

Ccarlsson at 22:52, 27 March 2019

2019-03-27T22:52:30Z

← Older revision		Revision as of 15:52, 27 March 2019
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	{\| style="color: black; background-color: #F5DA81;"		{\| style="color: black; background-color: #F5DA81;"
	\| colspan="2" \| '''		\| colspan="2" \| '''Public demand called for an end to walking through the dirt and mud of San Francisco’s early streets, thus, in the late 1840s the horsecar made its way out west after growing in popularity on the east coast. As one of the first forms of urban public transit the horsecars were quickly popular and could be seen all over the city by the 1860s. Along with changing the commute of many San Franciscans in the 1800s, it was a catalyst for many other social and economic changes of the time.'''
	Public demand called for an end to walking through the dirt and mud of San Francisco’s early streets, thus, in the late 1840s the horsecar made its way out west after growing in popularity on the east coast. As one of the first forms of urban public transit the horsecars were quickly popular and could be seen all over the city by the 1860s. Along with changing the commute of many San Franciscans in the 1800s, it was a catalyst for many other social and economic changes of the time.'''
	\|}		\|}

Ccarlsson: added photo

2018-07-19T04:46:54Z

added photo

← Older revision		Revision as of 21:46, 18 July 2018
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	''Photo: Bancroft Library''		''Photo: Bancroft Library''

			[[Image:Old-Mint-w-horsecar-1875 wnp37.jpg]]

			'''Horsecar passes 5th and Mission in front of the [[The Old U.S. Mint at 5th and Mission\|Old U.S. Mint]], 1875.'''

			''Photo: OpenSFHistory.org wnp37.jpg''

	In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.		In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.

Roryc: Abstract added by Rory Coyne

2016-10-18T17:20:17Z

Abstract added by Rory Coyne

← Older revision		Revision as of 10:20, 18 October 2016
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	''Photo: San Francisco History Center, SF Public Library''		''Photo: San Francisco History Center, SF Public Library''

			{\| style="color: black; background-color: #F5DA81;"
			\| colspan="2" \| '''
			Public demand called for an end to walking through the dirt and mud of San Francisco’s early streets, thus, in the late 1840s the horsecar made its way out west after growing in popularity on the east coast. As one of the first forms of urban public transit the horsecars were quickly popular and could be seen all over the city by the 1860s. Along with changing the commute of many San Franciscans in the 1800s, it was a catalyst for many other social and economic changes of the time.'''
			\|}


	After walking through the mud and sand of early San Francisco, locals were ready for other kinds of transportation. A brisk business began as soon as roads could be laid out, relying on horse-drawn omnibuses and hacks (stagecoaches and carriages). The breakthrough came quickly, when the horsecar made it to San Francisco after sweeping the market in eastern cities in the late 1840s.		After walking through the mud and sand of early San Francisco, locals were ready for other kinds of transportation. A brisk business began as soon as roads could be laid out, relying on horse-drawn omnibuses and hacks (stagecoaches and carriages). The breakthrough came quickly, when the horsecar made it to San Francisco after sweeping the market in eastern cities in the late 1840s.

Aiobrec13: Changed credits from Greg Garr to Private Collection

2014-06-10T22:17:41Z

Changed credits from Greg Garr to Private Collection

← Older revision		Revision as of 15:17, 10 June 2014
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	'''A resident of Carville.'''		'''A resident of Carville.'''

	''Photo: ~~Greg Gaar~~ Collection, San Francisco''		''Photo: Private Collection, San Francisco''

	<hr>		<hr>

Ccarlsson at 01:44, 20 January 2011

2011-01-20T01:44:59Z

← Older revision		Revision as of 18:44, 19 January 2011
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	Unfortunately the local transit systems, often privately owned and quite local to a block or a few, continued to refuse service to African Americans. Three years later, in 1866, [[Mary_Ellen_Pleasant\|Mary Ellen Pleasant]] filed another suit, this time against the North Beach Municipal Railroad. She, like Brown, was an independent African American woman, and determined to gain her rights; they were also both well known activists in the Abolition movement, Pleasant having been instrumental in establishing the west coast terminus of the Underground Railroad in the 1850s. She won her case and was awarded $500, though the award was overturned by a State Supreme Court appeal even while they affirmed the illegality of enforcing segregation on transit systems. It wasn’t until 1893 that the state of California passed a statewide prohibition on transit segregation.		Unfortunately the local transit systems, often privately owned and quite local to a block or a few, continued to refuse service to African Americans. Three years later, in 1866, [[Mary_Ellen_Pleasant\|Mary Ellen Pleasant]] filed another suit, this time against the North Beach Municipal Railroad. She, like Brown, was an independent African American woman, and determined to gain her rights; they were also both well known activists in the Abolition movement, Pleasant having been instrumental in establishing the west coast terminus of the Underground Railroad in the 1850s. She won her case and was awarded $500, though the award was overturned by a State Supreme Court appeal even while they affirmed the illegality of enforcing segregation on transit systems. It wasn’t until 1893 that the state of California passed a statewide prohibition on transit segregation.

	The last horse-drawn streetcar in San Francisco rolled up Market Street in 1913, but mostly horsecars had been abandoned by the turn of the century. In San Francisco an aggressive capitalist consolidator and modernizer named Patrick Calhoun purchased every independent streetcar line in 1901 and merged them into his United Railroads. An early project was to make uniform the rolling stock and track gauges, which led to the abandonment of the last four miles of horsecars that had been the backbone of transportation just a generation earlier. The cars were already being sold in the mid-1890s to anyone who wanted one, $20 with seats, and $10 without. Famously a number of them ended up in the sand dunes near the beach just south of Golden Gate Park in an odd village that came to be known as {[CARVILLE:_Suburban_Bohemia_in_Fin_de_Siecle_San_Francisco\|Carville by the Sea]].		The last horse-drawn streetcar in San Francisco rolled up Market Street in 1913, but mostly horsecars had been abandoned by the turn of the century. In San Francisco an aggressive capitalist consolidator and modernizer named Patrick Calhoun purchased every independent streetcar line in 1901 and merged them into his United Railroads. An early project was to make uniform the rolling stock and track gauges, which led to the abandonment of the last four miles of horsecars that had been the backbone of transportation just a generation earlier. The cars were already being sold in the mid-1890s to anyone who wanted one, $20 with seats, and $10 without. Famously a number of them ended up in the sand dunes near the beach just south of Golden Gate Park in an odd village that came to be known as [[CARVILLE:_Suburban_Bohemia_in_Fin_de_Siecle_San_Francisco\|Carville by the Sea]].

	[[Image:sunset$carville-resident.jpg]]		[[Image:sunset$carville-resident.jpg]]

Ccarlsson: added to Transit tour stop 5

2011-01-19T23:28:03Z

added to Transit tour stop 5

← Older revision		Revision as of 16:28, 19 January 2011
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	''Photo: Greg Gaar Collection, San Francisco''		''Photo: Greg Gaar Collection, San Francisco''

			<hr>

			[[Image:Tours-transit.gif\|link=Harrison Street Industrial Corridor]] [[Harrison Street Industrial Corridor\| Continue Transit History Tour]]

	[[category:Transit]] [[category:1870s]] [[category:1880s]] [[category:1890s]] [[category:1900s]] [[category:ecology]]		[[category:Transit]] [[category:1870s]] [[category:1880s]] [[category:1890s]] [[category:1900s]] [[category:ecology]]

Ccarlsson at 08:43, 19 January 2011

2011-01-19T08:43:06Z

← Older revision		Revision as of 01:43, 19 January 2011
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	The horsecars gained acceptance pretty quickly though. It helped that local merchants usually had a big increase in trade after the start of a new horsecar line on the street in front of their establishments. Not that it was an altogether pleasing experience. The smell tended to stick in your mind. Rowsome describes a “special horsecar smell, blending the odors of smoky coal-oil lamps, sweating horses, and the pungency that came when the straw on the floor was dampened with many a dollop of tobacco juice.”		The horsecars gained acceptance pretty quickly though. It helped that local merchants usually had a big increase in trade after the start of a new horsecar line on the street in front of their establishments. Not that it was an altogether pleasing experience. The smell tended to stick in your mind. Rowsome describes a “special horsecar smell, blending the odors of smoky coal-oil lamps, sweating horses, and the pungency that came when the straw on the floor was dampened with many a dollop of tobacco juice.”

	In San Francisco horsecar lines were crisscrossing the city by the 1860s. Here’s one of the first lines at Market and Post on its way to Woodward’s Gardens:		In San Francisco horsecar lines were crisscrossing the city by the 1860s. Here’s one of the first lines at Market and Post on its way to [[Woodward's Gardens, c. 1860s\|Woodward’s Gardens]]:

	[[Image:Woodwards-Gardens-no-14-horsecar-at-Post-and-Market-1860s.jpg]]		[[Image:Woodwards-Gardens-no-14-horsecar-at-Post-and-Market-1860s.jpg]]

Ccarlsson at 08:39, 19 January 2011

2011-01-19T08:39:09Z

← Older revision		Revision as of 01:39, 19 January 2011
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	In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.		In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.

	But horses need fuel too. A typical streetcar horse ate 30 pounds of grain and hay a day, meaning in 1880 there was demand for about 350 tons a DAY of hay and feed. A booming business brought hay to San Francisco along Channel Street, not far from today's [[Pac Bell ~~Park~~\|Willie Mays Field]]. Back in the 19th century [[Mission Creek\|Mission Creek]] was a bustling industrial port handling tons of hay, lumber, and other goods every week.		But horses need fuel too. A typical streetcar horse ate 30 pounds of grain and hay a day, meaning in 1880 there was demand for about 350 tons a DAY of hay and feed. A booming business brought hay to San Francisco along Channel Street, not far from today's [[Pac Bell Ballpark\|Willie Mays Field]]. Back in the 19th century [[Mission Creek\|Mission Creek]] was a bustling industrial port handling tons of hay, lumber, and other goods every week.

	[[Image:Annie-l-hay-scow.jpg]]		[[Image:Annie-l-hay-scow.jpg]]

Ccarlsson at 08:35, 19 January 2011

2011-01-19T08:35:41Z

← Older revision		Revision as of 01:35, 19 January 2011
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	In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.		In the 1880 Census there were 233,959 San Franciscans and an estimated 23,000 horses. Just a few years later the horsecar peaked in 1886 when there were 525 horse railways in 300 cities in the U.S. One hundred thousand horses provided the “horse power” to make those carriages go. By then, a generation had adapted to their use and urban development patterns had already begun to change. Instead of having to find housing in dark and dingy tenements next to a factory, a workman could commute 5 or more miles a day on a horsecar, which allowed a growing dispersion and separation of residential from commercial land uses.

	But horses need fuel too. A typical streetcar horse ate 30 pounds of grain and hay a day, meaning in 1880 there was demand for about 350 tons a DAY of hay and feed. A booming business brought hay to San Francisco along Channel Street, not far from today's [[~~PacBell~~ Park\|Willie Mays Field]]. Back in the 19th century [[Mission Creek\|Mission Creek]] was a bustling industrial port handling tons of hay, lumber, and other goods every week.		But horses need fuel too. A typical streetcar horse ate 30 pounds of grain and hay a day, meaning in 1880 there was demand for about 350 tons a DAY of hay and feed. A booming business brought hay to San Francisco along Channel Street, not far from today's [[Pac Bell Park\|Willie Mays Field]]. Back in the 19th century [[Mission Creek\|Mission Creek]] was a bustling industrial port handling tons of hay, lumber, and other goods every week.

	[[Image:Annie-l-hay-scow.jpg]]		[[Image:Annie-l-hay-scow.jpg]]